Audi A6 55 TFSI e quattroAudi Audis latest plug-in hybrid for 2020 is the A6 TFSI e 55 quattro, the automaker revealed late October, a sedan thatll join the lineup alongside the A7, A8, Q5 and Q7.Under the hood of this A6 is a 2.0-litre gasoline engine paired with a 105-kW electric motor; in total the powertrain makes 362 horsepower and 369 lb.-ft. of torque, which helps get the sedan to 100 km/h from zero in just 5.6 seconds.The name feels its longer than its been before, but maybe thats because the electric-only range is slightly longer, too, now 53 km in European testing, a small improvement over the 40 km range of the A7. It might not be enough for a full trip out of the city, but its enough for a trip downtown.The A6s batteries can be recharged in just 2.5 hours at public chargers with an output of 7.4 kW. There are three drive modes that can be selected: EV for pure-electric; Hybrid to turn both gasoline and electric motors on; and Hold, to save electric power while using the gasoline engine only.On a side note, who edited these pictures for Audi? The wheels have clearly been poorly pasted on after the fact theres no depth. Perhaps they only had steel wheels lying around for the shoot, and proclaimed well fix it in post? Either way, poor form.Canadian pricing has not been announced, but in Europe the 2020 Audi A6 TFSI e 55 quattro plug-in Hybrid costs 68,850 Euro, or about CAD$100,500. Its likely the vehicle wont come to the U.S. or Canada anyway, as the last A6 hybrid we saw in North America was cancelled due to poor
Origin: The 2020 Audi A6 Hybrid gets better all-electric mileage
2020
2020 BMW M3: rear end design seen undisguised
The next-generation BMW M3 – due for launch in 2020 – appears to have been photographed undisguised for the first time, according to an image posted to Facebook by BMW tuning specialist Evolve Automotive. The car looks to be on the assembly line, and reveals previously unconfirmed elements of the model’s design. Key changes over the standard 3 Series include the addition of a subtle rear spoiler, extended wheel arches, black plastic rear trim and reshaped bootlid. Four large exhaust pipes also feature, and will be housed in a downforce-enhancing rear diffuser, which appears not yet to have been installed. The hotly anticipated performance saloon is expected to use an extensively updated version of BMW’s twin-scroll turbocharged 3.0-litre straight-six engine, producing around 500bhp. Officials at the 2018 Paris motor show, including company boss Harald Krüger, confirmed that a new M3 was under development, although they declined to give details. It is understood, however, that engineers have been set the target of giving the new M3 a power boost over the M3 CS, which produced 454bhp. It is believed the additional performance is likely to come from the use of a water injection system, like that used by the M4 GTS, to enable reduced cylinder temperatures for more efficient running. The only obstacle to this system being employed is believed to have centred on the issue of effective packaging, but that is now thought to have been overcome. The additional weight of the water injection system is minimal and unlikely to compromise BMW’s goal of making the car lighter than the 1585kg M3 CS. This is thanks to the savings already made with the basic structure of the new 3 Series, as well as the potential benefits of using carbonfibre parts, including the roof. Use of a four-wheel-drive system, similar to that used on the M5, and any form of electrification are believed to have been vetoed because they would add too much weight, complexity and cost. However, persistent reports suggest that the 2020 M3 could be the final M model to be launched without some form of electrification, which is necessary due to the increasing priority of meeting fleet-average CO2 targets. There are no further details about the new M3’s potential performance, but the lighter, more powerful car will eclipse the current M3 CS’s 0-62mph time of 3.9sec. It will be sold with a choice of six-speed manual gearbox or optional eight-speed automatic, but the auto will enable the better performance figures thanks to a built-in electronic launch control system. The M3 will also benefit from the increased rigidity offered by its part-aluminium, part-high-strength steel CLAR underpinnings. This is a key reason why BMW is already making class-leading claims about the dynamic abilities of the base 3 Series. The regular car’s wider track and uprated suspension systems should also give engineers the foundations for a dynamically more capable M3. As well as offering greater performance potential, the stiffer chassis should reduce the amount of vibration transmitted into the car to enhance overall refinement. It should also allow engineers to adopt softer spring rates to give the M3 a more compliant ride in its most comfortable mode without hampering the car’s overall dynamic ability. Inside, the next M3 will follow in the M5’s footsteps and swap its dashtop infotainment screen for one that’s more tidily integrated into the dashboard. The iDrive system is expected to retain a rotary control knob because it has been praised for its ease of use in current cars. The M3 will also gain significantly more advanced driver assist features, but former sales and marketing boss Ian Robertson has hinted to Autocar that most BMW models will steer clear of the full autonomous hardware suites to be used on i5 and i7 due from 2021. M models, in particular, will still possess a very driver-centric character. The M3 will continue to form the basis for the technically identical M4 coupé, while M-worked 3 Series models will lend their hardware to a two-door M440i M Performance coupé and M440d M Performance coupé. These models are also due to arrive in showrooms in 2020 and are part of a 26-model onslaught of M division-tuned cars that aims to more extensively rival the growing ranges of Mercedes-AMG and Audi Sport. It remains uncertain whether the car will feature an active rear-wheel steering system to enhance agility and boost high-speed stability. Although it is under consideration, the business case for developing the system for the M3 only is believed to be under debate. The car, now testing on public roads in development form and due to go on sale in 2020, would inherit the active technology from the 5 Series and 7 Series. If the hardware does make the cut and is fitted to the super-saloon, the M3 would be the only car in the upcoming 3 Series range to feature
Origin: 2020 BMW M3: rear end design seen undisguised
New Toyota Mirai fuel cell vehicle to go on sale in 2020
Toyota has revealed a dramatic new Mirai Concept, which previews the second-generation version of its hydrogen fuel cell vehicle. A production version of the car will go on sale in late 2020 it was revealed on the eve of the Tokyo motor show. The new hydrogen-powered concept is described as “a final-stage development model of the second-generation Mirai” and Toyota promises a major step forward in fuel cell electric vehicle (FCEV) technology. It claims the new model offers a 30% increase in driving range over the current model, which has a range of just over 300 miles, along with improved driving performance. The new Mirai Concept is built on Toyota’s latest TNGA platform and features dramatic new styling, including a revamped front with a bold grille and a sweeping, coupé-esque rear. Toyota claims increased body rigidity and a lower centre of gravity than the original Mirai. The concept measures 4935mm long and 1885mm wide, with a wheelbase of 2920mm. It sits on 20in wheels and retains the four-door saloon layout of the original Mirai, which was launched in 2014. The interior has also been reworked. It features a 12.3in central touchscreen and a digital instrument display, with many of the controls moved to the centre of the dashboard. Notably, the Mirai now has five seats instead of the original’s four, which, Toyota says, has been enabled by a reworking of the hydrogen fuel cell configuration. Aside from the claimed increase in range, Toyota has not given specific details of development work done on the fuel cell powertrain. But it says the system, including the fuel cell stack, has been entirely redesigned and offers increased hydrogen storage. It also claims the work on the system ensures a smoother, linear response, along with improved
Origin: New Toyota Mirai fuel cell vehicle to go on sale in 2020
First Drive: 2020 Chevrolet Bolt
The new Bolt is an exceptional city car, but its increased range makes it a competent road-trip warrior.Andrew McCredie TACOMA, Wash. Bold best described Chevrolet when it unveiled the all-electric Bolt three years ago. With exceptional full-charge range and decent affordability, the four-door hatch was hailed as an EV game-changer, and deservedly hauled in an impressive number of global car awards for 2017.Move ahead three years and the Bolt gets its first major upgrade, one that I can happily report improves the already good range by some 10 per cent and adds a handful of camera hardware upgrades, but regretfully does not address to me what was one of the original Bolts biggest shortcomings. And that is uncomfortable, manually operated front seats.What is it with GM and seats in its electrified vehicles? The otherwise revolutionary Volt PHEV suffered critics slings and arrows surrounding its four-seat configuration in the first-gen version just as the Bolt was rightfully pilloried for its front seats, which offer little bolstering and little give on the bottom seat cushion. And its not just picky auto scribes; after extolling the fun-to-drive nature and impressive powertrain in my First Drive of the 2017 Bolt, I received a handful of emails from prospective Bolt buyers who didnt complete the transaction due to those bulky front seats. All that said, seems comfort is in the butt of the beholder as the Bolt is the third best-selling EV in the U.S. so far this year, behind only the mighty Tesla Model X and top-selling Model 3.Okay, so no seat updates, in my opinion at least, is the one bit of disappointing news about the 2020 Bolt.The good news is that aforementioned increased full-charge range, rated at 417 kilometres, some 34 kilometres better than the original Bolt. More impressive, Chevrolet engineers did so without increasing the weight or size of the 66 kWh battery pack. Instead, with partners LG they reworked the batterys chemistry within the 96 cell groups to improve the range. Increasing range is first-and-foremost in any EV upgrade, so kudos to the Bolt team for making that the focus of their job.In addition, the new Bolts 417-km range bests the reigning affordable EV in range, the 2019 Hyundai Kona by two kilometres, and is 31 kilometres better than the third-place Tesla Model 3 (Standard Range Plus). In terms of full charge times, according to Chevrolet, using a 240V system it is 10 hours (30 minutes longer than the previous model), while DC Fast Charge can add up to 160 kilometres in just 30 minutesPower output and torque remain the same from the 2019 Bolt 200 horsepower and 266 lbs.-ft respectively as do the suspension and brakes, meaning the driving dynamics of the 2020 Bolt are identical to the 2017-19 Bolt. Which certainly isnt a bad thing as apart from the VW e-Golf, the Bolt is the most fun-to-drive vehicle in the affordable EV segment. Despite its seemingly tall stature, the hatchbacks short wheelbase and low centre of gravity provide a fantastic platform for handling. At the conclusion of our drive down the Pacific coast from Tacoma to Portland, we had the opportunity to put the Bolt through a tight, coned course at Portland International Raceway. Apart from being a grin-inducing blast, this exercise underscored the solid driving dynamics of the Bolt. Its one thing to feel them through twisty double-lane blacktop through rural Washington State; its quite another to grip the beefy sport steering wheel and throw the Bolt into a coned hairpin with confidence. Granted, prospective buyers of the 2020 Bolt arent looking to tick the rally course-ready box on their shopping list, but it certainly doesnt damage the EVs appeal knowing it boasts such driving bonafides.Another hallmark and defining feature of the original Bolt was its one-pedal driving innovation. Put the gear selector into Low and maximum regenerative braking takes hold allowing you to not only harvest the maximum amount of energy from the brakes but also to come to a complete stop without depressing the brake pedal. Just take your foot off the accelerator and the Bolt will come to a stop on its own.The exact same system is onboard the 2020 Bolt, and it really showed its benefits during stop-and-go traffic on during morning rush hour heading south out of Tacoma on I-5. Instead of endlessly alternating between pedalsaccelerating, braking, accelerating, braking, accelerating, brakingyou just press the accelerator gently then take your foot off to stop. A much more relaxing way to negotiate otherwise frustrating gridlock.In total there are four regen modes utilizing the Bolts regen-on-demand flipper on the lefthand side of the steering column. Each EV automaker has come up with its own unique control system for regen settingsfrom paddle shifters to dashboard buttons to centre console shifterbut for my liking the Bolts is the best and most intuitive. Apart from the increased range, there are just a
Origin: First Drive: 2020 Chevrolet Bolt
Long-Term Test Introduction: 2020 Hyundai Palisade
Its been quite some time since Driving.ca last had a long-term test, but with the ever-increasing complexity of vehicles, all to often one week is barely enough to scratch the surface and really get to know it. With a family vehicle in particular, settling in to a routine and seeing how it holds up after weeks and months of harried schedules and never-ceasing activities reveals just how much it enables peace of mind or builds frustration.After a pair of glowing reviews and a Comparison Test victory, we still couldnt get enough of Hyundais entirely new 2020 Palisade. Hyundai has been delivering ever more refined products behind its Hyundai badge and making impressive first steps into the luxury market with its Genesis brand, and the Palisade makes a much more convincing play in the midsize-large-ish three-row SUV arena than the awkwardly styled Veracruz and undersized Santa Fe XL. There has certainly been a lot of interest in the Palisade, both from my colleagues in the office and hockey parents from my sons team, so we hope to answer any and all questions we get about its driving characteristics, capabilities and features. While the Palisade lineup starts with a front-wheel-drive model for $38,499 (plus all models carry a $1905 freight PDI charge), we were provided the all-singing, all-dancing, all-wheel-drive Ultimate 7 passenger in a lovely Sierra Burgundy. No matter the trim, the Palisade comes equipped with a 3.8L direct injection V6 paired with an eight-speed automatic. The all-wheel-drive system defaults to front-wheel drive but can shift up to 50 percent of torque to the rear axle, and the available AWD lock can keep a minimum of 20 percent of torque at the rear wheels. We look forward to an early snowfall that will afford us the opportunity to see how the AWD system handles typical Canadian winters.As far as first impressions go, between the 12.3-inch fully digital gauge cluster, 8-inch central touchscreen infotainment, head-up display and supple quilted, perforated Nappa leather seating and trimI kept thinking to myself: How is this not being sold with a Genesis badge? I cant say Im a huge fan of the grille, but the rest of the design is pleasing, and the interior is simple yet pleasing, neither too busy nor too spartan, and the pale cream leather really brightens up the cabin. Well see how that light colour holds up to messy kids and whether the quality is as good as it looks at first glance. Of course, the interior of such a large vehicle isnt just meant to be pretty, it also needs to carry lots of stuff, and the Palisade certainly has abundant passenger and cargo space. In fact, the very first thing my daughter said when she first got into it was, Can we take this on our next camping trip? She was convinced it had a much larger interior than the Kia Sedona we packed to the rafters for our trip to Killarney Provincial Park this past summer. In reality, its 509 litres of trunk space and 1,297 with the third row folded doesnt hold a candle to the Sedonas 960 L in the trunk, and 2,220 with the third row down. However, passenger space is on another level with massive headroom, legroom and shoulder room, especially for young children, but even for adults, and that translated into my daughters view that she could have brought six more bags of stuffed animals and diversions along for the ride.The Palisade is proving to be an easy companion for family life so far, so stay tuned for updates, a comparison with one of the most popular vehicles in this segment, and perspectives of various staff here at Postmedias head office. If you have any questions or requests, please post them in the comments below, and well do our best to answer or demonstrate in a future
Origin: Long-Term Test Introduction: 2020 Hyundai Palisade
Land Rover’s TReK 2020 is a punishing thrill ride
It’s 5:45 am, and finally light enough to snap on a life jacket and plunk my butt into a very tippy kayak. The water is warm, but the fog is thick. I can make out the arc of a few other paddles, but not the faces of those swinging them. I fumble with the Garmin GPS unit clipped to my vest; the satellite coordinates are the only way I’ll find my destination (a duck decoy that must be turned over to reveal a clue written on its bottom) but my hands are wet, the jacket bulky. I silently envy my two teammates, who – one running, one mountain biking – will have posted signs showing them their routes. I’ll later find out that five-km run was mostly uphill, and many of the mountain bikers doubled their route due to an easily missed sign. I will feel guilty all day, but at least I’ve finally started this journey.Or rather, this Land Rover TReK.This competition is a unicorn in the world of off-road competition. First debuted in 1996, it went global in 2001, but was mothballed in 2003. The event is being re-upped in anticipation of the release of the new Land Rover Defender, which will hit showrooms in 2020. It’s for those who work in dealerships, not seasoned pros or pampered press. It gives three-person teams from Land Rovers retailers across Canada and the U.S. a chance to spend two intense days testing their off-road driving skills, navigation chops and ability to collaborate. You need all three; if you cant find the station youre aiming for in the dense forest (the entire thing is under strict time constraints) you cant prove your driving skill. If you cant collectively solve puzzles to find clues to even begin, youll be mired in metaphoric mud instead of actual mud. Think Amazing Race meets Survivor meets Camel Trophy.It’s mostly men, but as one of only two media teams on the pilot wave (guys from Motor Trend were the other) this Canadian contingent of women is determined to play hard. There are disadvantages; it takes two of us to hoist the tire we will change, and I still want a redo on something called “Rat Trap.” A tight circle formed from a series of vertical rods, you drive your truck (we’re using spanky new Land Rover Discoveries) into the centre, turn it 180 degrees, and drive out. Easy, right? Nah. You have about two feet of clearance all around the truck. Time constraints or not, we soon learn that taking a moment to plan your attack saves time in the long run. We get out of shape pretty fast and end up executing the world’s most stressful thousand-point turn. At day’s end, we’ve missed out on one of the gnarliest stations of off-roading, plowing through water halfway up the doors. Next year. The night before the event, we climb into tents perched rather precariously on the slope of a rolling hill at the Biltmore Estate in Asheville, North Carolina where Land Rover maintains a year-round Experience Centre (you can pay to go and thrash Land Rovers in the muck). We’ve spent the evening finally getting a glimpse of what we will be facing, but not much of one. A laminated sheet outlines the map of the following day’s events, but with vague names and just satellite coordinates of their location, it’s up to the individual teams to decide where to go when, how to use their time, and which points are worth chasing. We have zero knowledge of which station will hold what task.Allie, our main driver, is a crackerjack off-roader with her own Jeep tucked away in a garage back home. Lesley and I have been kicking around the industry for a lot of years, and greet many of the Land Rover instructors by name. I spent eight days lost in the Sahara desert last year on the Gazelle Rally, which means I’m default navigator (and promptly get us lost within ten minutes). Lesley can get tires off a car in a few minutes, and both women take advantage of that evening session to learn the winching system our truck will be sporting. I input all the long coordinates into our Garmin, a useful, frustrating little device that is only helpful if you’re moving. We will spend too much time the next day trudging through forests, brambles tearing at our sporty new clothing looking for clues nailed to trees.So, why? This event is for retailers. If you work at a Land Rover dealership, whether in back or out front, you can assemble a team to enter. Its not free; dealers pay for a truck, and for travel costs to send a team to the qualifying waves. But that intense sense of competition, and ability to see what these trucks can really do hell, what they were meant to do return teams to their respective jobs with an unbelievable high. That enthusiasm translates to their work, and to sales, and the entire store.If you Google past years of Land Rover TReK events, you’ll see a lot of testosterone. This year, there were five women on teams from the 53 competing retailers. It’s a start, but I really hope more women will get involved, and their employers will encourage them to. The winners of each wave go on to Palm Springs in
Origin: Land Rover’s TReK 2020 is a punishing thrill ride
First Drive: 2020 Audi RS 7
2020 Audi RS 7Graeme Fletcher / Driving There was very little wrong with the outgoing Audi RS 7. The only nit boiled down to the fact there just wasnt enough visual differentiation between the regular A7 and its uber-fast sibling. The design team mustve heard the comment and styled the new model accordingly; the 2020 RS 7 shares just four bits with the mortal A7 the front doors, roof and platform. Thats it!Up front, the grille is more pronounced with larger air inlets, and the front fenders are 20 millimetres wider on each side. It is, to use Audi-speak, now a wide body. The headlights are also new dynamic matrix LEDs with slick daytime running lights embedded within. It also has a bolder tail with stronger shoulders, an RS-specific bumper with a rear diffuser, and a new take on the taillights. The overall effect is fetching and differentiated, to say the least.Inside, the changes are relatively small. The RS front buckets are superb, holding the riders in place without confining, and Audis Virtual Cockpit has been reworked so the serious driver can track the g-forces within the instrument cluster and the forces at play when the RS7 is driven hard climb very quickly.When pushed through a fast left-hander heading onto an unrestricted section of Autobahn the RS 7 was pulling 1.22 G. After merging onto the highway with foot buried, the RS 7 just kept pulling to 293 km/h. At this point, the tunnel vision forced a lift! While the top speed is capped at 250 km/h, adding the dynamic package plus bumps it to 305 km/h. The package adds all-wheel steering, Audis sport rear differential, and massive carbon ceramic rotors with 10-piston front calipers this combination is necessary to keep things sane at speeds that would see a Boeing 787 Dreamliner lift off.The blistering turn of speed and the manner in which the RS 7 makes light work of a hairpin is down to the work beneath the brightwork. It starts with the 4.0-litre twin-turbo V8. This thing can be likened to lightning in a bottle; keep the cap on and its a controlled light show that sees the RS 7 purr about town in a quiet and civilized manner. Uncap it, though, and the 592 horsepower and, more importantly, the 590 pound-feet of torque anywhere between 2,050 and 4,500 rpm flash to the fore and give real meaning to fast. There is no turbo lag off the line and the mid-range punch is astounding. The potent V8 also works with a 48-volt mild-hybrid system and cylinder deactivation to improve fuel economy. In the end, the RS 7 runs to 100 km/h in 3.6 seconds. Thats excellent, but it does not speak to the pace through mid-range and beyond. It turns out the human thumb is not fast enough to log an accurate 80 to 120 km/h passing time. Lets just say it sits just over two seconds.The power is relayed to the optional P285/30R22 tires and an RS-tuned version of Audis Quattro all-wheel-drive system through an eight-speed manumatic transmission. In this case, the Quattro system sends 60 per cent of the power to the rear wheels and 40 to the front, giving the RS 7 a rear-drive feel. However, the system can send up to 85 per cent of the power rearward, or up to 70 up front, if conditions demand. The RS 7 also delivers real-time torque vectoring by physically altering the drive being sent to the left or right wheel through a corner.This action, combined with the dynamic variable rate steering, sees the RS 7 dive into a corner with tenacity and unerring precision. This is amped up with the new all-wheel steering system; at speed the rear wheels turn in the same direction as the fronts to sharpen the response. In a parking, lot they turn in the opposite direction, cutting the turning circle by one metre.The 2020 Audi RS 7 is a riotous ride that touches both ends of the performance spectrum perfectlyThere are two suspension choices. The first is the RS adaptive air suspension with a 10-millimetre lower ride height compared to the A7. While it will likely be the more popular choice, its the RS Sport Suspension Plus with Dynamic Ride Control (DRC) that delivers the best balance between ride comfort and outright handling. The air springs are replaced with steel springs and there are three-stage dampers. The softest setting is taut but compliant, but at the opposite end, the RS 7 hunkers down and rides out a corner with basically no body roll. Given the RS 7 weighs in at 2,065 kilograms, it handles more like the smaller RS 5 than the large luxury sedan that it is.The only piece of overkill is the number of driving modes. Along with Efficiency, Comfort, Auto, and Dynamic come two customizable modes RS1 and RS2. If you factor in the engine/transmission, steering, suspension, all-wheel-drive and exhaust sound adjustments, each of which has three sub-settings, along with the drive and sport modes for the transmission, the possible permutations are bewildering.Cut to the chase and leave Auto as the default mode. Select city-friendly settings for all facets and
Origin: First Drive: 2020 Audi RS 7
SUV Comparison: 2019 Maserati Levante GTS vs. 2020 Range Rover Sport SVR
Brian Harper: Theyre big, brutish, and politically incorrect, not to mention overpowered, overpriced, and thirsty as hell. And if theyre not quite at the top rung of the SUV ladder, theyre still in rarefied air. Naturally, Im referring to that segment of the sport-ute market occupied by premium European automakers that, responding to the shift away from high-priced sports cars, coupes, and sedans to SUVs, have stuffed mega-horsepower engines into these products to give these all-weather haulers performance dynamics that amaze and confound.Porsches Cayenne Turbo, the Mercedes AMG G 63, BMWs X6 M and the subjects of this comparison, the Land Rover Range Rover Sport SVR and relative newcomer Maserati Levante GTS, all greatly surpass $100,000 and have powerplants pumping out well in excess of 500 horsepower. I suspect anyone driving one of these ber-utes would automatically receive invitations to join the Friends of OPEC.Land Rover is an old hand at this, pushing its Range Rover Sport SVR to increasing levels of horsepower excess. Maserati, however, has only been in the SUV game for a few years with the GTS edition new for 2019. Im surprised at its competency.Nick Tragianis: I wouldnt quite call these two subtle, but the Levante definitely seems like the, er, smarter choice here. I know, I know its difficult to rationalize a $150,000 sport-ute, but hear me out: Despite the price tag, the Levante is actually somewhat subtle. You wouldnt really expect that from an Italian SUV with a 3.8-litre, Ferrari-built, twin-turbocharged V8 pumping out 550 horsepower and 538 lb.-ft. of torque, not to mention the ability to hit 100 km/h from a standstill in about four seconds before topping out at just over 290 km/h, yet the Levante doesnt make a big deal about it. Dont get me wrong, the Levante is bloody fast, but it builds that power smoothly and confidently. The exhaust note is certainly gnarly, but even in Sport mode it doesnt assault your ears. The eight-speed automatic delivers quick shifts when you drive the Levante with gusto, but settle down and it operates nearly invisibly. The steering is tight and provides stellar feedback, but you dont need to muscle the wheel. Its remarkably flat when you take a tight highway on-ramp quickly, but it soaks up bumps and rough pavement incredibly well. Dare I say, its almost like an Italian Cayenne certainly more powerful than the Cayenne S we recently pitted against the BMW X5, but there are similarities.The Range Rover Sport SVR, on the other hand, is the polar opposite. Perhaps its the matte orange paint job in which our tester was finished thats a $9,000 option, by the way but the Range is brash and outlandish. Its certainly entertaining; the 575 horsepower and 516 lb.-ft. of torque from its supercharged 5.0L V8, working in concert with an eight-speed automatic, tends to keep a big, dumb smile on your face, especially when the exhaust snaps, crackle, and pops. Like the F-Type SVR, the Range Rover Sport SVR has a flair for the dramatic. Subtlety is far from its forte. Something tells me its mannerisms will wear on you quickly, particularly if you live with the Range on a daily basis.BH: Gee, kid, the Range Rover is clearly superior in the fuel economy department, its 14.1 L/100-kilometre average in the city (and 10.7 on the highway) is almost miserly against the big Masers respective 17.9 and 12.9 results. Wouldnt that make it our winner? Kidding! Nobody motoring around in these rigs gives a wet rats rear end about being green. Look, these are high-powered, high-priced nameplates were driving. Theyre for extroverts who want to be noticed. And yes, Im in agreement; the Sport SVR is especially polarizing. Its as in your face as these vehicles come noisy, brash and obnoxious.Yet, considering that neither will see anything bumpier than a cottage road, the Range Rovers off-road bona fides are completely legit, though the testers choice of rubber is more suited to the track rather than mud, loose rock, and germane to our four-season climate snow. To be fair, though, I have taken a Levante out on a respectable off-road course and it acquitted itself quite well. But its normal driving mode is rear-wheel drive, shifting up to 50 per cent of its power to the front as necessary. <img src="/uploads/img/comparison/28-suv-comparison-2019-maserati-levante-gts-vs-2020-range-rover-sport-svr.jpg" alt="SUV Comparison: 2019 Maserati Levante GTS
Origin: SUV Comparison: 2019 Maserati Levante GTS vs. 2020 Range Rover Sport SVR
First Drive: 2020 Ford Escape
Louisville, KY If imitation is the highest form of flattery, Porsche should be blushing over what Ford has done with its 2020 Escape. From the headlights to the overall silhouette, the all-new Escape takes on some very Porsche Macan-like features. Heck, even the side moldings and lettering on the rear deck look so Macan-like, it would be easy to mistake one for the other in the dark.Toyota, too, might be impressed: the rear taillights of the Escape essentially mirror those of the 2019 RAV4, currently the hottest vehicle in the small SUV category today, a segment once owned by the Escape until a few years ago when the spunky little Ford began to look and feel its age. Having soldiered on for some seven years, the third-gen Escape ran well past its best before date in a segment that was producing fresher produce in the Honda CR-V, Hyundai Tucson, RAV4, Mazda CX-5 or Nissan Rogue.Ford only admits to looking at its own sports cars for inspiration, the trapezoidal grille and lower front end borrowed from the sixth-generation Mustang and Ford GT, although some see a bit of Tesla in there as well. Maybe all new cars are starting to look the same; but the new Escape is definitely attractive, far better looking and more aerodynamic than ever before, sitting lower, wider and longer, but also dropping some 90 kilograms thanks to a new platform with plenty of lightweight, high-strength steel. That platform is Fords scalable architecture found beneath the all-new Focus (which we wont get) and the new Lincoln Corsair. And, holy, has the chassis change made a difference. Where the former Escape rode more like a rhino, the new generation glides almost as quietly as a Lincoln, with front seats that are especially comfortable. The new Escape far exceeds the ride quality of its biggest rival, the RAV4, both in plushness and sound. Only a hint of tire or wind noise can be heard. While the suspension may not feel as responsive as the Toyotas, the Ford seems better able to eat up so many deficiencies in the road. Electronically assisted steering is accurate with good weight, and the brakes feel positively excellent. A drive mode select, standard on all models, allows for even more adjustment to the throttle and transmission, with Normal, Eco, Sport and Slippery settings.Even the engine in the base model feels sprightly. Standard on S, SE and SEL trim levels, the 1.5-litre three-cylinder with 181 horsepower and 190 lb.-ft. of torque pulls the Escape quickly off the line, but runs out of breath into the mid and upper range. It should be efficient, too, with cylinder deactivation that enables the 1.5L to run on just two of the three. Engine noise is evident but not horribly bothersome, with some growl and an absence of smoothness, which isnt surprising given theres only three pistons at play. Far more impressive is the revised 2.0-litre turbo thats available on the two highest trims, the SEL and Titanium. The 2.0L EcoBoost is a thrill to unwind, with 250 horsepower and 280 lb.-ft., able to scamper the Escape forward with surprising force, even with ample cargo aboard. Exhibiting little turbo lag, the 2.0L remains calm and collected right until redline, although theres no real exhaust note to speak of. It can be optioned with paddle shifters and can tow 3,500 lbs when paired with the tow package, compared with just 2,000 lbs for the 1.5L. Both engines are bolted to a smooth shifting eight-speed automatic, controlled by Fords simple-to-use rotary dial near the right knee. The dial will automatically click into park if the driver opens the door while still in gear with the seatbelt unbuckled.All Escapes are powered by the two front wheels, but AWD is now available on all trims.In spring, a hybrid Escape arrives with an all-new, 2.5-litre Atkinson-cycle engine married to a continuously variable transmission. The hybrid engine will come standard on the Titanium trim in FWD or optional AWD. In the hybrid, a briefcase-sized, liquid-cooled lithium-ion battery sits beneath the right-side floor, so it doesnt take up space in the cabin. More impressive is its 880-kilometre range on a single tank of fuel. A plug-in hybrid with an electric range of 48-kilometres is also coming in 2020, but it will only be FWD. Pricing for the base S starts at $28,549 for FWD and $30,049 for AWD; the SEL with AWD and the 2.0L engine costs $37,049 while the Titanium with the 2.0L and AWD crests the $40k threshold by $49. The Titanium hybrid with FWD, meanwhile, sits at $36,549 but $38,049 with AWD. Add $1,850 for freight and delivery.Fuel economy figures have not been released, but in our anything-but-slow drive through Kentucky, we were able to achieve a respectable 9.4 L/100 km with the 2.0L EcoBoost. Expect the hybrid to be significantly better.Also taking a giant leap forward is the interior, which can for the first time be optioned with a head-up display, although the white numerals are reflected on a small piece of
Origin: First Drive: 2020 Ford Escape
2020 Subaru Impreza to still start at $20k despite added features
The 2020 Subaru Impreza will cost the same in Canada as last year, despite the fact it will arrive with much more value than previously offered.The base price remains $19,995 (or $20,995 for the hatchback) but theres a lot more standard features than on the 2019. Obviously you get all-wheel-drive standard, a long-standing feature of all Subaru models that make them the most affordable AWDs on the market.Subarus EyeSight driver-assist system is now standard on all Impreza models when equipped with the CVT gearbox; CVT models also gain a driver-selectable SI-Drive engine management system with either Sport or Intelligent mode. On top of that, theyll see standard adaptive cruise control, pre-collision braking and lane departure and sway warning, as well as lane-keep assist.As for tech, a 6.5-inch touchscreen infotainment system with Apple CarPlay and Android Auto now comes included on all Imprezas, as does cruise control, air conditioning, automatic door lock/unlock, power windows, 60/40-split fold-down rear seats and power side mirrors. Standard on most models is Subaru Starlink Connected Services, which uses the nationwide 4G LTE cellular network to enable Advanced Automatic Collision Notification in the event of a collision, SOS Emergency Assistance, Enhanced Roadside Assistance and Concierge Service.The looks have also changed slightly, with a revised front fascia and 16-inch alloy wheels on Touring trims. A set of 17-inch alloy wheels are available on the Sport trim, and 18-inch wheels are available on the Sport-tech trim.Touring with EyeSight and a CVT rings in at $24,695 for the sedan and $25,595 for the hatch to start, while Sport wth EyeSight and CVT is $27,895 sedan, $28,795 hatch. The top-of-the-line Sport-tech trim with a CVT comes in at $30,795 sedan, $31,695
Origin: 2020 Subaru Impreza to still start at $20k despite added features
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