2020 Nissan Titan Platinum ReserveJil McIntosh PARK CITY, Utah Despite its name, the Nissan Titan has never actually been a titan in a segment dominated by the Detroit automakers. But with its 2020 makeover, its a contender.The good news is an engine re-tuned for more power (but read on for more on that), a new transmission, updated styling inside and out, and overall, its a truly decent driver. It also comes with a segment-exclusive five-year or 160,000-kilometre bumper-to-bumper warranty.The bad news? If you want anything other than a V8-powered Crew Cab 44 truck with a 5-foot-5 bed, look elsewhere. Nissan Canada has targeted our strongest buyer preference of four doors and four-wheel drive, and wont offer the King Cab or two-wheel-drive models as the U.S. will. The larger Titan XD, slotted between light- and heavy-duty and with a six-foot-five bed, also gets the new transmission and styling updates, but loses its optional 5.0-litre Cummins turbodiesel engine. As before, the Titans powered by a 5.6-litre V8 that, on the 2019 version, makes 390 horsepower and 394 lb.-ft. of torque. Nissans now advertising that the 2020 model makes 400 horses and 413 lb.-ft. of torque, the best in the segment for a V8 engine. Ah, but theres a catch the engines been retuned, but you only get those bigger numbers on premium-grade fuel. Pour in 87 octane, and you still get the old numbers, and thanks to the price difference at the pumps, Im guessing thats what most owners will experience.The new transmission has nine speeds instead of seven, and an improved final drive ratio provides more towing grunt. The extra gears should improve fuel economy; final figures arent out, but the 2019 model gets 13.4 L/100 kilometres. Maximum towing capacity is 9,350 pounds (4,241 kilograms), while payload tops out at 1,630 pounds (739 kilograms) for the Titan. On SV trims and up, a towing package that includes an integrated brake controller, extendable mirrors, and trailer hitch is standard. You can also check your trailers lights by yourself using the key fob.There will be four levels at launch early next year: S, SV (with available Convenience or Premium packages), off-road-ready PRO-4X, and Platinum Reserve. Prices are still secret, but for 2019, they range from $47,198 to $69,998. The basic truck is unchanged, and styling changes are mostly trim. The grille looks smoother, painted or chromed surfaces differentiate the levels, theres a wide band across the tailgate it hasnt quite grown on me and new lighting. The front lamps are twice as bright as before, but the redesigned taillamps include surprisingly tiny brake lights. The tailgate is damped, and theres an available bed step that flips out from the corner. Cargo management options include bed channels with cleats, spray-in bedliner, and storage boxes.The interior styling bears a basic resemblance to the outgoing model, but with more luxo-look materials, an available dual-panel sunroof, and a larger centre stack with a standard eight-inch or optional nine-inch infotainment screen. Apple CarPlay and Android Auto are standard, and the Titan gets its first Nissan Connect Services, including WiFi, over-the-air software updates, and traffic services.Nissan prides itself on zero-gravity seats, and so it should: These are extremely comfortable, and heated and cooled front seats, heated rear seats, and a heated steering wheel are available. The rear seat backs fold down, while the cushions fold up. In lieu of a flat floor, theres a fold-out floor panel thats more robust than the flimsy ones Ive seen on some other trucks. Every Titan gets Nissans Safety Shield 360 suite, which adds blind-spot monitoring, rear cross-traffic alert, front and rear emergency braking, lane departure warning, and automatic high-beam headlamps. But the big question is how it drives, and the answer is extremely well. The nine-speed shifts smoothly and never hunted for a gear, even when the route included very low speed limits up very steep hills. The Titan much bigger than it needs to be, just like every truck out there, but it doesnt feel like a behemoth on the road. The suspension is tight, it handles well and doesnt wallow around corners, and I particularly like that the hydraulic steering has just the right amount of weight and with good feedback to tell you whats happening under your wheels. Its also very quiet, thanks to laminated glass in the windshield and front windows. Should you want some noise, a premium Fender audio system is standard on the PRO-4X and Platinum Reserve.I took the PRO-4X on an off-road course and it did exactly what its supposed to do, traipsing effortlessly over rocks and ruts (alas, its been dry in Utah and there wasnt any mud for fun), thanks to Bilstein shocks, a locking rear differential, and hill descent control. I also towed a 6,000-pound horse trailer, and as with all trucks today, the Titan seldom seemed to notice it was there. So
Origin: First Drive: 2020 Nissan Titan
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First Drive: 2020 Hyundai Sonata
2020 Hyundai SonataBrian Harper / Driving NEW ORLEANS It might seem that the entire buying public has abandoned the automobile in favour of crossovers and SUVs, but of course, that is not the case despite GM and Ford all but giving up on products that used to be their bread and butter. Sure, all-wheel-drive rigs have certainly taken the wind out of the car market, but there is still a solid following for the sedan, the coupe, and the hatchback.That Hyundai hasnt lost interest in chasing its share of the automobile segment is very much evident in the new, eighth-generation Sonata, its nearly full-sized (4,900 millimetres long) family sedan. The 2020 Sonata has shucked the latent styling conservatism of its predecessors, showcasing Hyundais sensuous sportiness design philosophy with a look that is sleek and indeed sensuous. Longer, lower, wider ironically a page from Detroits 1960s design philosophy the four-door is clearly set to challenge the market domination of the Toyota Camry, Honda Accord, and Nissan Altima.As one of Hyundais first and most successful nameplates, the companys design team wanted the Sonata to be special and memorable in all attributes, particularly styling, active safety and leading technology. Styling sees inspiration from the stunning Le Fil Rouge four-door-coupe concept shown at the 2018 Geneva Motor Show, the new Sonata profiling a similar coupe look, one that has worked so well for German automakers.The exterior exhibits what Hyundai calls performance-led proportions. That said, the Sonata which is just arriving at dealerships now is very much a family sedan, its powertrains competitive with those of its main rivals, albeit not class-leading. During the 2020 calendar year, though, Hyundai will bolster the model lineup with both a hybrid version, as well as a performance-oriented N Line model with 290 horsepower. For now, two engines are offered. The base Preferred 2.5L is powered by a normally aspirated 2.5-litre four-cylinder that turns out 191 horsepower and 181 pound-feet of torque. The other three models Sport, Luxury and Ultimate get turbo power in the form of the Smartstream 1.6 turbocharged and direct-injected inline-four. This new four-cylinder trades horsepower for low-end grunt (and better fuel economy) 180 horsepower at 5,500 rpm and 195 lb.-ft. of torque starting at 1,500 rpm. In both cases, the engines are mated to an eight-speed automatic transmission, one that uses shift-by-wire technology to eliminate the need for a physical gear lever. Furthermore, four different drive modes Smart, Normal, Sport and Custom make slight alterations to steering effort and engine/transmission mapping.Our 500-kilometre route first in a topline Ultimate model and then a Sport started at Hyundais manufacturing facility in Montgomery, Alabama, headed south through Mississippi to the Gulf Coast before making a hard right and following the coastline into New Orleans. The drive was mostly interstate highway, reinforcing the companys desire that the Sonata be treated as a family sedan. The speed limit on a good portion of the journey was 70 miles per hour, or 112 km/h, with much of the American pre-Thanksgiving traffic moving along at 10 to 20 km/h over the limit. Not only was the 1.6L turbo-four more than capable of keeping with the flow and easily accelerating up to speed when merging, it proved remarkably fuel-efficient. Just before running into rush-hour traffic on the outskirts of the Big Easy, the indicted fuel economy readout was registering a parsimonious 5.8 L/100 kilometres, the final reading pulling up the hotel still a thrifty 6.1.Hyundai notes the Sonatas smoothly efficient shape results in a coefficient of drag of just 0.27, with a flat under-floor covering and a range of body enhancements, such as small fins across each taillight that help improve fuel efficiency. The cabin was sufficiently quiet for the most part, with minor wind noise sneaking in at higher speeds. Hyundai engineers designed the Sonatas suspension to provide a quiet, solid ride at highway speeds, concentrating of chassis rigidity and improving response. The sporty-ish driving dynamics make the 2020 model more nimble than the outgoing car.The Sonatas interior, notably the Ultimate, has a rich ambience that matches the sedans exterior design. Sliding behind the wheel, the slim, full-width dashboard is dominated by a customizable 12.3 inch digital instrument cluster, and above the centre stack, a large, 10.25-inch high-definition touchscreen provides easy interaction with the infotainment system. This screen can also split to allow audio and navigation to be displayed simultaneously. All Sonata models, except the Preferred, include five years of complementary BlueLink services. Audiophiles will appreciate the 12-speaker Bose Premium sound system. Audio and EQ adjustments are made automatically, depending on the cars speed, while Boses Centrepoint surround technology and
Origin: First Drive: 2020 Hyundai Sonata
First Drive: 2021 Mercedes-AMG GLE 53 Coupe
2020 Mercedes-AMG GLE 53 CoupeCosta Mouzouris / Driving INNSBRUCK, Austria The amount of snow near Innsbruck in late November was astounding. Along some mountain roads, it was piled three metres high, proving a nearly ideal setting to test the 2021 Mercedes-AMG GLE 53 Coupe especially since lower elevations provided more temperate conditions, enabling an all-season test in a day.The new GLE Coupe has received a significant update, and has grown in the process. Wheelbase and overall length are 20 and 70 millimetres longer, respectively, than the current model, though wheelbase is still shorter than the GLE SUV, at 2,935 mm. Rear passengers get 35 mm more legroom, and theres more cargo space.Storage capacity in the cargo area is 655 litres, which expands to 1,790 litres with the rear seats folded; the latter is an increase of 70 litres compared to the outgoing GLE Coupe. This compares to 630/2,055 litres for the GLE SUV, so the sloping roofline does extract a cost in total luggage capacity. It also limits headroom for rear passengers; a six-footer like me just barely clears the headliner. The loading deck is 60 mm lower, and to further ease cargo loading the GLE can be lowered another 50 with the press of a button.The GLE Coupe gets a new 3.0-litre turbocharged inline-six that produces 429 horsepower and 384 lb.-ft. of torque. This is an increase of 44 horsepower over the current GLE 43, though the torque figure is the same. The GLE 53 gets an additional boost in power through a 48-volt electric starter-generator mounted between the engine and transmission, which briefly adds 21 horsepower and 184 lb.-ft. of torque under hard acceleration. Combined electric and gas power push the GLE 53 from zero to 100 km/h in 5.3 seconds, almost a half-second quicker than the GLE 43. A nine-speed torque-converter automatic drives all four wheels via a variable all-wheel drive system. The engine combines a conventional exhaust-driven turbocharger with a 48-volt electric turbine to boost intake pressure. The latter spools up instantly when the gas pedal is depressed, and as the engine picks up revs the conventional turbocharger takes over, providing seamless power deliver free of turbo lag.Two off-road drive modes (Trail and Sand) have been added to the existing Slippery, Comfort, Sport, Sport Plus, and Individual modes. The two Sport modes lower suspension by 15 millimetres, and when in Comfort mode, it lowers only when travelling above 120 km/h to reduce drag. Suspension can also be raised 30 mm from standard for additional clearance when driving off road or in snow.The interior is well appointed, roomy and comfortable, and made even more airy by the standard panoramic sunroof. Rear visibility is hampered by the small rear windows, especially noticeable when looking at the rear-view mirror. On the dashboard, youll find a wide, seamless pane of glass behind which is a pair of Mercedes now-familiar 12.3-inch displays. The forward display features the configurable instrument panel, and the display above the air vents is a touchscreen, which forms part of the GLEs MBUX infotainment system that also uses steering wheel controls, a touchpad on the centre console, and voice commands to initiate various functions.The centre screen shows entertainment, navigation, and vehicle setting info. Augmented reality navigation is standard, and it overlays navigational instructions on a real-time forward view. It works fine, but is distracting when trying to navigate complex intersections; I find regular simulated navigational prompts are easier to follow, as long as theyre timely, which with Mercedes system, is the case. Most manufacturers are moving to smaller Type-C USB ports, and there are five of these ports in the cabin. A wireless phone charger in located just ahead of the cooled and heated cup holders in the centre console. Android Auto and Apple CarPlay are included.Due to record early season snowfall in the Alps, a scheduled snow drive had to be reduced to just a few kilometres, though it was along an icy road flanked by a steep drop. While the GLE 53 handled the slippery, icy surface with ease while in Slippery mode even when prompted by two-way radio to hammer the throttle the drive was just too short to really assess its winter driving capabilities. They are no doubt exemplary, especially when equipped with Pirelli Scorpion winter tires, as was my tester.At lower elevations on dry pavement, the GLE performed admirably, returning a taut ride. The GLE 53 has Active Ride Control Plus to control body roll; it uses split anti-roll bars that incorporate electrically controlled servos to actively lean the vehicle into turns, like a motorcycle. The ride control is adjustable to three levels and you can feel it leaning in the most aggressive level.The GLE, however, feels rather hefty. This was especially noticeable when accelerating to make a pass, where it felt like maybe 50 horses werent contributing
Origin: First Drive: 2021 Mercedes-AMG GLE 53 Coupe
First Drive: 2020 Porsche Taycan 4S
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
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
First Drive: 2021 Audi RS 6 Avant
2021 Audi RS 6 AvantBrian Harper / Driving MALIBU, Calif. To a casual observer, the view from the second-floor patio of the Surfrider Hotel provides a glimpse of the state of personal mobility in and through Malibu, home to many of Hollywoods elite and featuring some of the most desirable and expensive property in the state. Directly below the patio is the Pacific Coast Highway (better known as the PCH, or more formally, State Route 1), this four-lane stretch of tarmac through the city sees almost as many Porsches as Priuses, with Teslas clearly the wheels of choice for a good percentage of the moneyed locals. The occasional Rolls-Royce glides by, ditto Maseratis, Range Rovers, Volvo SUVs and various models of Mercedes, among far more proletarian product. But not a single Audi RS 6 Avant until today.A rare ride even in Europe, where the ber-sportswagen has achieved iconic status among the performance cognoscenti, the RS 6 Avant will finally reach North American shores in late 2020, a year after it shows up in Europe. Replete with Audis highly regarded Quattro all-wheel drive system, an eight-speed automatic transmission, and a twin-turbocharged 4.0-litre V8 with a 48-volt mild hybrid system and 592 politically incorrect horsepower, the sleek yet muscular Avant wears sheet metal no crossover or SUV can out-sexy. A family hauler for the Fast and Furious set? Or, considering the venue, the ultimate surf woodie, minus the wood? Yes and yes! This Avant is the fourth-generation RS 6 for Europe and other markets, but the first generation Canadians will see. And Audi is not skimping on the features, loading up the wagon with all manner of performance and handling technologies, top-level infotainment and connectivity devices, and swaddling the cabin in appropriately tasteful materials and trims. Though Audi will not be limiting production, its cost will ensure exclusivity; pricing wont be finalized for Canada until closer to the cars arrival date, but Mercedes-AMGs 2020 E 63 S wagon the Audis closest rival starts at $120,000. So, judge accordingly.The RS 6 Avant isnt merely a hot rod version of the A6. With the exception of the front doors, roof and tailgate, the RS exterior is made up of RS-specific parts. In addition, the Avant has been widened around 40 millimetres on each side with flared wheel arches, the better to emphasize the meaty P285/30ZR22 Pirelli P-Zero tires and killer wheels. A power dome augments the hood, and the RS 6 adopts the front headlights from the A7 Sportback. Below the lights, side air inlets open on the bumper and extend almost into the lower edge of the headlights, the Avants designers taking their cue from the front end of the R8 sports car. The stylish rear end consists of a roof-edge spoiler and an RS-specific bumper with rear diffuser. In typical RS style, the exhaust system flows into chrome oval tailpipes, or in the case of the optional sport exhaust system highly recommended, by the way black tips.The bright Tango Red tester waiting for us was loaded with all the necessary equipment to scorch the twisting and undulating canyon roads feeding the PCH. RS Sport suspension with Dynamic Ride Control, replacing the standard adaptive air suspension? Check. Dynamic Package Plus, adding four-wheel steering, massive ceramic brakes, and jacks up the wagons top end to a super-illegal 305 km/h? Yep! Customizable drive modes to tailor the car to the road and the driver to the car? Thumbs up! Oh my, the gods of vehicular hooliganism do smile upon this beast. At just under five metres in length, the body style is clearly mid-sized wagon, but the power, acceleration, feel, and grip say five-seat sports car. Understand that some of these canyon roads Mulholland Highway, Stunt Road, and Decker, Latigo, and Malibu Canyons have been the holy grails for SoCal enthusiasts for decades; the RS 6 Avant is as adept at finessing these asphalt jungle gyms as the two Lamborghini Huracans we encountered on our runs. The cars four-wheel steering meant no full-lock heroics were needed on even the tightest decreasing-radius turns. The slightest touch of the brake pedal scrubbed off speed when needed, and the Audis ability to hold the intended line, regardless of speed or change of road direction, had both my co-driver and I swearing in disbelief. Punching the throttle pinned us both back in our seats Audi claims the 2,075-kilogram RS 6 Avant will hit 100 km/h from a standstill in 3.6 seconds honestly, it felt faster.Still, such behaviour is frowned upon by polite society as well as the local constabulary, meaning if you value your drivers licence, the RS 6 is more likely to be used as a grocery getter or for schlepping the kids to soccer practice. Its quite capable of being civil when doing so, but the one concern we discussed while cruising up the PCH in an air suspension-fitted model was that, despite occasional bumps and ripples, California roads are free of the
Origin: First Drive: 2021 Audi RS 6 Avant
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
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
First Drive: 2020 Audi S8
2020 Audi S8Graeme Fletcher / Driving BARCELONA, Spain The executive super-sedan segment has a new entrant: Audis latest S8 is on sale in Canada right now for $151,600, and in the long wheelbase variant only. In the simplest of terms, its a full-sized Bahn burner with everything from a sharper style and sorted handling to a lavish interior, and it touches everything between.The story starts under the hood with a 4.0-litre, twin-turbocharged V8 that has been tweaked to give it a serious turn of speed. As used in the standard A8, this engine produces 460 horsepower and 487 lb.-ft. of torque. Cranking the turbos boost pressure to an astounding 26 PSI bumps the output to 563 horsepower and 590 lb.-ft. of torque at 2,000 rpm. To state the obvious, the extra 103 horsepower and pound-feet torque makes an enormous difference to the turn of speed. Almost enough to justify the ceramic brake option, with its 10-piston front calipers, a wise buy. Sadly, at $10,500, thats just not the case.The engine works with an eight-speed automatic transmission and Audis Quattro all-wheel-drive system. The transmission is a slick shifter that, depending on the drive mode selected, either slips up and down the cogs with a near-invisible shift quality, or it bumps up and down the gears with the speed needed to maintain momentum under hard acceleration. The all-wheel-drive system, under normal driving conditions, sends 40 per cent of the drive to the front wheels and 60 to the rear. However, it can send up to 70 per cent to the front wheels and up to 85 to the rear, should the need arise. The ebb and flow of power is seamless, and its superb at preventing the power from melting the rubber when the gas pedal is mashed. The combination makes for one seriously fast car the run from rest to 100 km/h comes in at 3.9 seconds. Thats very good, but its the mid-range where the S8 really catches fire the 80 to 120 km/h passing move clocks in at 2.6 seconds and the pace doesnt let up until the driver decides it isnt worth having a roadside chat with the local constabulary. Thats just one side of the story, though: The addition of cylinder deactivation and a 48-volt mild hybrid system improves fuel economy when the gas pedal isnt buried. A test average of 11.1 L/100 kilometres was much better than expected, given the S8 wasnt exactly driven with an eye to conservation.Another highlight is the ride quality delivered by the active air suspension. Its about as good as it gets, in terms of delivering two very different cars in a single package. The key is the predictive nature of the suspension; at speeds up to 70 km/h, the system uses the forward-facing camera to look at the road. When it detects a speed bump or the like, it changes the load-leveling air suspension and damping ahead of time to ready the car for the impending jolt. The result is an impeccable ride that sets a new standard for comfort sharp jolts are tamed to the point where the S8 wafts over the road and its imperfections. Better yet, the new Comfort+ drive mode uses the active anti-roll bars that control body roll to lean the car into the corner by as much as three-degrees an electric motor is used to control the left and right halves of the front and rear anti-roll bars to create the lean. The result is much less lateral force on the riders.As with the engine, that only tells one side of the story. The S8 also comes with dynamic all-wheel-steering and a sport differential with real-time torque vectoring. At speeds up to 60 km/h, the rear wheels turn as much as five degrees in the opposite direction to the front wheels in a parking lot, this reduces the turning circle by 1.1 meters. At speed, the dynamic steering and torque vectoring combine to point the long-wheelbase sedan into a corner with the precision expected out of an RS 6. On the twisty roads outside Barcelona, the S8 bobbed, weaved, and carved its way through decreasing-radius corners and hairpins without deviating from the desired line. Factor in the all-wheel-drive system and optional P265/35R21 tires, and the S8 behaves like a full-on sports car albeit one with a lavishly attired cabin. On that note, the S8s interior more than lives up to the high standards set by the rest of the car. From the buttery leather and high-tech accents, to the thin pinstripe-like ambient lighting, the sense of luxury and space is there regardless of where one sits the L model stretches the wheelbase by 130 millimetres, which brings limo-like rear-seat legroom and superb comfort. Sitting back there, the driver seems to be a time zone ahead.As has become the Audi norm, instrumentation is handled by the companys Virtual Cockpit setup it allows everything, from conventional instrumentation to the map, to be viewed. The centre stack is then dominated by two touchscreens; the upper unit looks after all of the infotainment, phone, vehicle settings, and navigation functions, while the lower screen is for the
Origin: First Drive: 2020 Audi S8
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