2020 BMW X6 M50i Spartanburg, S.C. Its been about 10 years since BMW launched the X6 upon an unsuspecting world. What was this SUV with a fastback roofline? Like a fashion model in hip waders, BMWs automotive dichotomy was a head-scratcher. Turns out, they were on to something BMW has moved over 443,000 X6s since then, while also creating a new bandwagon on which Audi, Mercedes-Benz, and Porsche has jumped.Arriving in showrooms soon is the third-generation 2020 X6 adopting the chassis architecture, interior decor, and engine lineup of the recently redone X5. The X6 will initially come in two versions the xDrive40i with a 335-horsepower, 3.0L turbocharged straight six-cylinder engine, and the M50i that storms the gates with a twin-turbo 4.4L V8 making 523 horsepower and 553 lb.-ft. of torque between 1,800 and 4,600 rpm. Thats a healthy increase of 78 horsepower and 74 lb.-ft. of torque over the previous X6. Im snaking an X6 M50i finished in Manhattan Green Metallic over some rural roads in South Carolina, and the biggest takeaway here is this potent, high-riding extrovert goes down the road like a BMW or more specifically, what we think BMWs should drive like.For such a brute, the X6 is surprisingly alert, changing direction with nary a hint of body slop. The steering is quick and direct, showing a natural heft that has been absent from Bimmers of late. Standard kit for the X6 M50i includes 22-inch alloy wheels, Adaptive M Suspension, and a bunch of M Sport bits including brakes, exhaust, and a limited-slip differential, as well as an xDrive all-wheel-drive system that primarily operates in sporty rear-drive mode until conditions dictate otherwise. Adding to this testers on-road acumen is the optional Active Roll Stabilization and air suspension that, among other things, will lower the ride height by 40 millimetres.And, oh yes, the engine. This 4.4L bent-eight with its turbos nestled within the vee is a peach. Urge is linear and relentless all the way to the redline, and in Sport mode, the X6 makes all the required noises a deep rumble punctuated by barks and the occasional fart. Not unlike my Golden Retriever, but considerably more pleasant. Granted, some of this aural sex is pumped in digitally through the audio system, but all you have to do is open a window to know its happening outside, too. The metal shift paddles call up quick and obedient cog swaps from the excellent ZF eight-speed automatic transmission. This thing is quick; the X6 M50is zero-to-96 km/h blast of a mere 4.1 seconds matches the outgoing X6 M. Not enough? Wait for the 600+ horsepower X6 M. Tis a strange world we live in.This third-gen X6 arguably looks more comfortable in its new skin. While the outgoing model came across as slightly awkward and trying a bit to hard, the lines of this 2020 flow cohesively, bookended by a larger (but not cartoonish) front grill take a bow, X7 and 7 Series and a ducktail rump with slim horizontal LED taillights finish off the rear end. Compared with the outgoing model, the new X6 is slightly longer, wider and lower. Its wheelbase, stretched by 42 millimetres, allows for a bit more rear seat legroom, and BMW says cargo space has increased, too. Blue brake calipers are standard on the M50i, and BMW is premiering its all-new, optional illuminated grill on the X6. Just when you thought youd seen it all.Step inside and we see BMWs latest interior aesthetic, dominated by a free-standing 12.3-inch central touchscreen and a 12.3-inch digital gauge cluster behind the steering wheel that pushes the speedo and tach to the outer edges, leaving the centre of the screen open for navigation information and the like.Standard are a panoramic sunroof, sport seats trimmed in Vernasca leather, and GPS navigation. Ah, but unlike most other premium automakers who are eschewing tactile functionality for digital poke n hope real estate, BMW retains its tried-and-true iDrive rotary controller along with a plethora of logically placed physical buttons that help keep our eyes on the road, where they belong. There is also a row of numbered presets that can be assigned to your favourite radio stations, navigation home, and the like. Bravo. The multi-adjustable seats in this tester showed BMWs typical blend of supreme comfort and support, and the cool ambient lighting elevates the X6s cabin to high art at night.While no pricing has been announced, we can be quite sure the significantly superior 2020 BMW X6 M50i will cost more than its $90,850 predecessor. Also know that numerous requisite packages and options will swell the bottom line considerably; this is no surprise, but what does surprise is the breadth of capability baked into BMWs latest take on this niche model. The X6 M50is coddling opulence, blistering pace, forward technology, and for those who still care fine dynamics, make driving this weird wedge of extravagance a
Origin: First Drive: 2020 BMW X6
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First Drive: 2020 Mercedes-Benz GLE
Mercedes-Benz proudly says it invented the premium SUV segment, way back in 1997 with the ML. Now, four generations in, we have the fresh-from-the-ground-up 2020 GLE with an 80-millimetre wheelbase stretch over its predecessor, the GLE offers Raptors-grade rear leg room, and for the first time, an available third row of seats.Pricing starts at $64,000 for the GLE 350 that runs with a 2.0-litre turbocharged four cylinder, good for 255 horsepower and 273 lb.-ft. of torque. Move up to the $72,000 GLE 450, and that goes down the road courtesy of Benzs new 3.0L turbocharged straight-six engine, kicking out a healthy 362 horsepower and 369 lb.-ft. of torque. Yes, you read that right straight-six. It seems BMW was right all along. All GLEs get a nine-speed automatic gearbox and 4Matic all-wheel-drive.Benz has given its new mid-size SUV some sharp duds. The GLE looks squat, muscular, elegant, and nicely resolved. Twenty-inch wheels are standard, but all GLEs we evaluated wore optional 21s. The sport package ramps up the attitude with a diamond grille and racier body bits. Its a class act from any angle.Inside, the cabin is an absolute showpiece a huge step up from the previous model. Its rich, beautifully rendered, and dominated by a huge swath of digital real estate housing two 12.3-inch screens. The screen on the left is a configurable gauge cluster, while the right is your window into the automakers new Mercedes Benz User Experience infotainment system, or MBUX for short. Yes, its daunting at first, but take some time and MBUX starts to makes sense.There are many ways to interact with MBUX the touchscreen (a first for Mercedes), thumb pads on the steering wheel, a track pad on the centre console, programmable gesture controls, or the voice command which follows the mould of Siri, Google Alexa, etc. Say Hey Mercedes at any time and the pleasant voice in the dash replies, What can I help you with? Beware, though, you cant say Mercedes inside the cabin without MBUX jumping to attention.If you say Im freezing, Ms. Mercedes will turn up the heat. Ask for the nearest steak house with a five-star rating, and shell show you the way and read you the menu if such info is floating about the cloud. Ordering up a destination was simply a matter of saying Navigate to There was the occasional vocal hiccup, and the console track pad is an ergonomic travesty. The old rotary controller was easier to use, and so much more precise for such things as the zoom function for navigation.On the plus side, MBUX is great for whiling away the time.Me: Tell me a joke.MBUX: Sorry. My engineers are German.Me: What do you think of BMW?MBUX: Theyre nice. I like seeing them through my rear-view mirrorMe: What do you think of Audi?MBUX: The same as you. Otherwise, you wouldnt be sitting here.Also available on the 2020 GLE is Benzs nifty augmented reality navigation display that layers street names, guiding arrows and house numbers onto a real-time video stream (courtesy of the front-facing camera) of upcoming intersections, etc. Mercedes offered three GLE builds to evaluate a GLE 350 optioned to $70,800, a GLE 450 checking in at $86,850 and another fully loaded 450 at $107,040. Jumping in the GLE 350s cabin, theres nary a hint youre in the base model. Its a sumptuous experience, resplendent here in standard Espresso Brown and Magna Grey Artico faux leather, and open-pore walnut wood trim.Its bumped up with the $2,900 Premium Package (adding active park assist, an integrated garage door opener, a Burmester Surround Sound system, a panoramic sunroof, a foot-activated hatch rear hatch, and a proximity key), along with the $1,200 Premium Plus (including rapid heating for the front seats and heated second-row seats, plus heated front armrests). The $2,400 third-row is tight at best, but fine for occasional usage. With that, you also get a power-adjustable second row and two additional USB ports back there for the kiddies.The turbo-four generally provides enough poke to move this heavy SUV, but at times feels strained and gravelly. Otherwise, its a pure premium experience ride quality on the standard steel-sprung suspension is good, and while youd never accuse the GLE 350 of being sporty, it handles well and proves to be a stable highway cruiser.Moving into the GLE 450 ramps up the urge, and while it doesnt feel worlds quicker, its considerably more relaxed in the way it goes down the road. The 362 horsepower turbocharged straight-six features a 48-volt mild hybrid system that can add 21 horsepower to the proceedings. Its a sweetheart of an engine not as eager or creamy-smooth as BMWs straight-six, but still a step up from the outgoing V6. Unlike the 4Matic system in the GLE 350 that runs with a default 50/50 torque split, the GLE 450s all-wheel-drive system operates primarily in the more sporty rear-drive mode, only bringing the front wheels into play when conditions dictate. With the $100,000+ GLE 450, Mercedes
Origin: First Drive: 2020 Mercedes-Benz GLE
First Drive: 2020 Chevrolet Corvette Z51
Ann Arbor, Michigan I have been behind the wheel of the new mid-engine Corvette. Youll note I didnt say I have driven the new Vette. For even though I actually steered the wheel, pressed the gas pedal and stomped on the brake, I didnt actually drive the supercar, at least not like it wants hell, needs to be driven. Indeed, my 45-minute meander through suburban Detroit was little more than a whistle wetter.Nonetheless, I got a hint of what the C8 will be like, enough, in fact, that I can at least tell you what a mid-engine Corvette will feel like on your everyday commute. So, without further adoIt’s the real dealNo. I didnt clip even a single apex in anger. Or even mow through the gears with bad intentions. But I can still say this is a Corvette apart. It as you might expect feels different, just like a mid-engine supercar does when youre driving responsibly. The steering is lighter than in front-engine Vettes, the connection between driver and front wheels a little more direct. Theres very much a sense you are sitting right over the very centre of the car; thats because your butt is very close to its centre of mass. Thats fairly easy to imagine, with the massive LT2 small-block thrumming right behind your ear youve very aware just how close you are to the heaviest single component in the entire car. But theres more to it than that. Theres the fact that mid-engine cars have a much smaller polar moment of inertia. Not as immediately obvious a concept as mass centralization, polar moment of inertia is a measure of how far the weight of the engine and other components are from the cars centre. The engine in a C7, for instance, is all the way up front, and the axle/transmission all the way in the back. In other words, the weight of the driveline is concentrated at the extreme ends of the chassis. Imagine a broom with a weight dangling at each end. Now try to spin it. Not easy, right? Now move both weights to the centre of the broom and try to spin it again? Much easier, no?Thats what putting an engine amidships does for a supercars polar moment of inertia. And you can feel it even driving at moderate speeds, the new C8 lighter and more responsive than its 1,530 kilograms suggests. How this translates onto the racetrack we will report on in the future, but it certainly feels like theres plenty of potential.This new Corvette feels super sophisticatedAlmost too sophisticated. Indeed, the ride in Tour mode is the most compliant I have ever tested in a mid-engine car even compared to the McLaren GT, which the automaker claims to have tailored for more moderate driving. It could be too compliant, the ride from Chevrolets revised magneto-rheological suspension so positively cushy that Corvettes traditional clientele might not find it pardon the sexist reference manly enough. Dont worry, guys; flip the really nifty mode selector to Sport or Race and the new Vette will rattle your fillings just like God and Zora Arkus-Duntov meant. And just in case youre actually weak of arm yet still long for that manly ride, there are not just one but two custom modes that allow you to customize suspension compliance, steering weight and throttle response individually. Eventually, what will decide the new C8s worth is how adroitly it can navigate through hairpins and sweepers, but right now the biggest surprise is how gently the car coddles posteriors.Critics be damned, the interior is Tony the Tiger Greeeeat!There been some criticism of the C8s cabin layout. Well, having lived with it albeit for 45 short minutes I can tell you few of them are valid. Oh, the actual gauge set is a little underwhelming and GM would do well to spruce it up, but that square steering wheel works wonders for being able to see the entire gauge set without craning your neck sideways. It also does nothing to reduce steering feel, so good one, GM.As for that long line of buttons that has so many on the blogosphere upset, its totally ergonomic. First, it really does make the view from the drivers seat feel like a cockpit more so, even, than supercars from more prestigious brands. Said buttons are also easy to decipher and manipulate. What more could you ask for?Ditto the infotainment touchscreen. Ideally placed for actuation, it also feels almost built into the dash although it is a separate piece compared with the perched-on-top items that look so cheap on higher-end Mercedes and BMWs. Throw in a very stylish mode control mouse and you have a pretty nifty centre console.As for the general decor, its still not quite up to the standards of a Ferrari, or even an Audi. But the leather quality, the panel gaps and the general ambiance is so far advanced from Corvettes previous that one wonders, considering that there has not been a giant price increase, why the hell these improvements werent instituted before. All in all, a massive step forward.A little more drama perhapsWith 495 horses and 470 pound feet of torque, theres a certainly bit
Origin: First Drive: 2020 Chevrolet Corvette Z51
First Drive: 2020 BMW 8 Series Gran Coupe, M8
2020 BMW M8Handout / BMW FARO, Portugal Located in Portimao, Algavre Motorsports Park has a 4.7-kilometre circuit that is demanding and very fast. Its a track that really exploits the handling characteristics good or bad of anything challenging its paved surface. If theres anything wonky about a cars handling, itll come out somewhere along the undulating, serpentine and high-speed course.Halfway through my track session, my 2020 BMW M8 Coupe Competition tester has exhibited nothing but stellar road-holding. Its 4.4-litre twin-turbo V8 claims 617 horsepower and 553 lb.-ft. of torque, an increase of 94 horses over the M850i xDrive Coupe and 17 more than the non-Competition M8). That brute power drives all four wheels through an eight-speed automatic, and transforms the circuits nearly kilometre-long front straight into a short chute between turns.It also drops a half second from the M850is zero-to-100 km/h time, to 3.2 seconds. Brakes haul it down hard repeatedly from more than 240 km/h without fading, though they are the optional, $9,500 carbon-ceramic brakes. Even after Im asked via radio to turn off the stability control something Ive never before been asked to do during a track test of a road-legal car it reveals no faults, at least none when considering it weighs a hefty 1,960 kilograms.What prompted my hosts to allow a track session free of electronic intervention was their confidence in the M8s AWD system and its electronically controlled Active M rear differential, both of which contribute greatly to the cars turning ability via torque vectoring. Despite its weight, it steered precisely, readily forgave driver-induced miscues, and if coaxed into understeering, a harder push on the gas pedal pulled the front end back in. This is the same car or at least, the carbon-fibred hardtop variation of the M8 Cabriolet Competition that brought me to the track in near coddling comfort. While the ride is firm in Comfort mode, and sharp jolts upset cabin serenity when hitting sharp bumps, its nonetheless relatively compliant. In that same mode the engine is smooth, quiet and almost docile if driven accordingly in town. Switching to Sport or Sport Plus firms up the suspension considerably, and returns an angry snarl, especially if you hammer the throttle along your favourite back road.From the drivers seat of any of the M8 models youll see an uncluttered digital instrument cluster with speedometer and tachometer dials flanking a configurable central display, as well in the standard heads-up display. BMWs iDrive displays control buttons in a sidebar on the left of 10.25-inch touchscreen located atop the centre stack. The screen can be tailored to display navigational, infotainment and car setting info, and it works like a tablet, allowing you to swipe across for different tabs.The driver-centric cockpit is surrounded in warm and inviting materials, cueing you to the M8s blend of luxury with performance. The instruments and controls are logically laid out, and the front seats are comfortable and have deep side bolsters for added support when cornering hard. Of course, the rear seats are there mostly for appearance, since rear quarters are cramped and access is difficult. But if you want more room for passengers, BMW would gladly steer you toward the 8 Series Gran Coupe.M8 pricing starts at $151,000 for the Coupe and $160,500 for the Cabriolet. If the M8 Competition isnt exclusive enough, Canada will be the only market worldwide to get the M8 Individual Manufaktur Edition, which commemorate the M8 prototype of the early 1990s. Based on the M8 Coupe Competition, only 20 will be built, in exclusive exterior colours, interior finishes, and lots of carbon fibre, for $198,0008 Series Gran CoupeI get confused when manufacturers call sedans, coupes. Traditionally, a coupe has two doors and a sedan has four. Sounds simple enough, yet somehow adding a sloping roofline to a sedan magically transforms it into a four-door coupe. Call it what you will, but the 2020 BMW 8 Series Gran Coupes sloping roof does give it a flowing, streamlined, and sexy silhouette, as well as a sportier presence than a stately luxury sedan.From the outside, the Gran Coupe looks great from any angle, with near perfect proportions. The interior follows through with rich materials and a cockpit identical to its two-door sibling. Its the second set of doors that sets the Gran Coupe apart from the coupe, making access to the rear seats easy. With a 200-millimetre longer wheelbase, the Gran Coupe also has much more rear seat room a six-footer such as myself can sit back there without slouching to clear the sloping roof, though you can barely slip the palm of your hand in the space between your scalp and the headliner.Our test drive is in the M840i Gran Coupe, which we wont be getting in Canada. It gets a power from a 3.0-litre turbocharged inline-six, claiming 335 hp and 369 lb.-ft. What will be available in Canada is the
Origin: First Drive: 2020 BMW 8 Series Gran Coupe, M8
First Drive: 2020 Ram 1500 Rebel, 2500 Power Wagon
2020 Ram 1500 RebelDerek McNaughton / Driving Callaghan Valley, B.C. A large boulder normally sits on the upper trail leading to Sproatt Cabin, a tiny but breathtaking log abode nested in the alpine near Whistler. Its usually accessible only by snowmobile, ATV, skis or a serious hike, yet today, with the boulder mechanically moved aside, we drove to the summit in trucks.Not just any trucks, mind you. The 2020 Ram 1500 Rebel and 2500 Power Wagon two of the most off-road-ready pickups you can get right off the showroom floor became our steeds for this journey in an effort to prove these two pickups were not just about big grilles and badging, but that underneath those sculpted hoods were half tons and three quarter tons capable of conquering terrain better suited to a lifted Jeep Wrangler Rubicon.That much was evident by bush so narrow that the sides of these $60,000-plus pickups were constantly being scrubbed by branches that clawed at the paint more like brushes in an automatic car wash. It was clear, too, in the perilous drop offs, that the big rocks, steep inclines, tight turns, scraped trees, the muddy and greasy and water-laden path that would be a challenge even to the knobbiest-tired ATV. Yet onward and upward the trucks marched, like snowcats of the dirt. Introduced in the Second World War as a weapons carrier, the Power Wagon is known to many as the first mass produced 44, replete with a 10,000-pound winch and two-speed transfer case. Many of those old rigs are still around and still working. About 95,000 trucks were built from 1945 to 1968, all in the original 1945 cab style. The model was revived in 2005.Today, the big winch remains a trademark of the Power Wagon, upgraded to 12,000 pounds; the former steel winch cable is now a unique synthetic line with a much higher breaking strength. A manual transfer case also remains, but it shifts on the fly for those panic situations where momentum must absolutely be maintained. Identified by its factory two-inch lift, unique grille, roof lights, wheel flares, and glaring decals that can be optionally deleted thank goodness there really is little else like Rams Power Wagon in the HD class. The closest rival, perhaps, is the GMC Sierra 2500 AT4, itself a formidable machine for the backcountry (and available with a heavier diesel engine).The Power Wagon, available only with a six-foot-four-inch box and only as a Crew Cab, is limited to one engine choice as well a 6.4-litre Hemi V8 with 410 horsepower and 429 lb.-ft. of torque, and mated to a ZF eight speed automatic. But it sounds great, feels remarkably smooth, and pulls with impressive grunt. Riding on 33-inch Goodyear DuraTrac AT tires on 17-inch wheels, the Power Wagon also wears enough under armour to lead all of Scotland into battle. More importantly, it has electronic-locking front and rear Tru-Lok differentials, hill-descent control, tow hooks, specially tuned Bilstein shocks in the front and rear, and, like the Jeep Rubicons, it employs an electronically disconnecting front sway bar that allows for 26 inches of wheel travel to keep the truck from being tippy when going over large rocks. The sway bar can be disengaged in 4WD high or 4WD low below 29 km/h. A 4.10 rear axle ratio is also standard.All of which pretty much makes the Power Wagon an ideal partner for not only logging, fire, or tree-planting crews, but also heli-ski and ski operators, outdoor adventure camps or lodges, hydro-line and tree planting crews, conservation officers, park wardens, trail builders, weekend off-roaders anyone whose work or play takes them to some of the more extreme parts of our world. Starting at $64,245, the Power Wagon can also take those who might never venture into the back forty but want to know they have all the capability of doing so should the moment ever arise in high luxury. A more basic Tradesman Power Wagon, without the decals and menacing grille, is available for industrial or fleet users.But for those who want it all, Rams brilliant, 12-inch Uconnect screen is an option that comes with leather seats and 17-speaker stereo in an interior that looks and feels plenty opulent with excellent storage. A 360-camera and Ramboxes are also options on the HD and half-ton.And to be honest, while the Power Wagon does ride plenty stiff, and it sure is a tall climb to get up into the saddle, it also returns a remarkable tolerant ride. The five-link rear coil suspension removes a lot of the truckiness that normally comes with an HD truck with leaf springs. The rear suspension is also designed with joints that allow for plenty of travel for greater axle articulation. Power is excellent, the steering decently weighted, the brakes over big 14.1-inch rotors reacting with good pedal feel. Towing is decent enough at 10,620 pounds, but payload is a bit light at 1,510 pounds.On the lighter side, the 2020 Ram Rebel half-ton gets many of the same off-road features as the Power Wagon,
Origin: First Drive: 2020 Ram 1500 Rebel, 2500 Power Wagon
First Drive: 2020 Subaru Outback
2020 Subaru OutbackBrian Harper / Driving WHITEHORSE, Yukon Although its sales in Canada currently have it in third place in behind the Crosstrek and Forester, the Subaru Outback remains the manufacturers most iconic nameplate, as well as its most successful marketing coup taking a Legacy station wagon, jacking it up, adding on some macho body cladding, larger wheels and mud flaps, and then having Australian actor Paul Hogan (a.k.a. Crocodile Dundee) pitch it in commercials. Beating the Honda CR-V and the Toyota RAV4 to market by a year or two, the public, sensing the need for compact, all-wheel-drive, winter-friendly transportation, ate it up.Twenty-five years later, the sixth generation version makes its debut, having long ago lost most of the plastic cladding that identified its predecessors, yet retaining the core attributes far more car-like ride and handling than the bulk of its crossover rivals, paired to characteristics that define both the Outback and Subaru, including standard full-time symmetrical all-wheel drive, 220 millimetres of ground clearance, and Subarus standard X-Mode assist with hill descent control.Of course, Subaru, not wanting to upset its very loyal customer base who, according to the companys marketing gurus, loath change for the sake of change has made sure the new model is instantly familiar to one and all. So, yes, the Outback is now packed with the latest in comfort, convenience and safety features, and its exterior dimensions and cargo room have increased slightly, though it retains the same wheelbase. But it looks a lot like the previous model which is to say, if you squint your eyes, its profile resembles a hiking boot.The standard 2.5-litre horizontally opposed four-cylinder engine is familiar, albeit now thoroughly overhauled with 90 per cent new parts and putting out a few extra horses 182 horsepower, to be exact, plus 176 pound-feet of torque as well as direct injection and automatic start/stop for reduced emissions. The optional 3.6L six-cylinder from the previous two generations has been deep-sixed in favour of a more powerful, turbocharged 2.4L Boxer four-cylinder that pumps out a solid 260 horsepower and 277 lb.-ft. of torque. (It should not come as a surprise that these same two engines are found in the equally new 2020 Legacy sedan.) Towing capacity also increases to 3,500 pounds from the four-cylinders 2,700. Conservatively restyled it might be, but the 2020 Outback is now built on the modular Subaru Global platform that, along with an increase in the use of structural adhesive and ultra-high tensile-strength steel, means a much stiffer car. Subaru claims torsional- and front-suspension rigidity increase 70 per cent and front lateral flexural- and rear-subframe rigidity increase 100 per cent compared to the previous Outbacks platform. So the car a $40,995 Premier model with the 2.5L engine was more than tough enough to handle what turned out to be remarkably smooth (and lightly travelled) highways. We headed south from Whitehorse, through northern B.C. and into Skagway, Alaska for lunch, just in time to bump into a horde of tourists coming ashore from two cruise ships.The Outback proved to be impressively quiet over the entire route, no matter the road surface. Equally notable was the crossovers ride and handling. The Outback offered up well-damped suspension and an agility bordering on jaunty the standard active torque vectoring holding up its end in the sweepers. The steering is light to the touch and a bit remote, though, seemingly more so in models with the turbo-four.As with the new Legacy we sampled a few weeks ago, the Outbacks 2.5L Boxer four is smoother and quieter than the engine in the previous-generation model. The issue is a paucity of solid mid-range urge, the engine requiring a solid prod of the gas pedal needed for passing pokier RVs on steeper, longer inclines. Stepping up to one of the XT trim levels, which comes with the turbo-four and an additional 78 horsepower, renders this issue moot. An added plus is that the turbo engine is engineered to perform on regular-grade 87 octane.After lunch, we grabbed the keys to the newest addition to the Outback model range the Outdoor XT ($38,695) touted by Subaru as the most off-road-ready version to date. Though the engine and transmission are the same as the other two XTs (Limited and Premier), the Outdoor gets dual-function X-Mode, which adds Snow/Dirt and Deep Snow/Mud modes to the equation. There are a few detail differences as well, including all-weather seat surfaces, heavy-duty floor mats, a front-view camera and a full-size spare tire instead of a doughnut. A quick off-road detour onto a hilly and rutted dirt trail showcased the Outdoors competency as far more than a suburban mall assault vehicle. Whether out adventuring or just heading to the local Dairy Queen for a milkshake and a burger, families get the peace of mind that comes from Subarus standard
Origin: First Drive: 2020 Subaru Outback
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
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
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
First Drive: 2020 Land Rover Discovery Sport
BARCELONA, Spain While I have driven countless SUVs from a multitude of manufacturers over the years, products made by Land Rover have somehow eluded me. The British automaker specializes in SUVs there are no pickups or sedans or coupes in its lineup and prides itself on building some of the most luxurious and capable vehicles in the world. I therefore looked forward to my first opportunity to drive a Land Rover, at the world press introduction of the 2020 Discovery Sport, held in Barcelona. Sadly, I left Spain feeling somewhat indifferent.The Discovery Sport saw its most recent generational redesign in 2016, so as 2020 rolls around, so does the Sports mid-term upgrade. This revision brings a few exterior changes, like new LED head- and taillights, grille and bumpers, as well as a new interior. Four variations are available in Canada, two standard Discovery Sport models, and two higher-spec R-Dynamic variations. Prices range from $47,400 for the Discovery Sport S, to $58,700 for the R-Dynamic HSE.According to Land Rover, the Discovery Sport is a compact SUV designed to cater to adventurous middle-class couples, most of which have yet to procreate so, young, childless cohabitees who are often away on weekends. If that sounds like you, the Discovery Sport just might fit the bill: Its styling is understated yet sporty; it offers off-road capability for adventurous weekend outings; it boasts up to 1,575 litres of interior storage; and if you do eventually decide to perpetuate the family bloodline, it features seating for up to seven.While Land Rovers marketing spiel expounds the merits of being the only compact SUV to offer a third row of seats, they are actually jump seats for small kids. The good news is that they are optional, so you dont have to pay for them unless you have a copious brood or really dont like somebody. Youll also get the maximum storage space without them. The interior has been completely refreshed, including a big reduction in hard plastic surfaces. The dashboard is all new, and quite attractive. I really like the cleanliness of the cockpit, which gives the Sport an airy feel. All buttons and dials except for two of each on the centre stack have been eliminated and replaced by touchscreens. When the ignition is off, the dashboard is just an array of glossy black surfaces. Push the start button and the black surfaces come to life with images and icons that serve to control the various functions. There are six USB and three 12-volt ports available throughout the interior, and Apple CarPlay and Android Auto are standard.The large dials operate the climate controls, while the one on the right also serves as the drive mode selector. There are seven drive modes that tailor drive settings to get you over anything from dry pavement to snow to mud and ruts. An extensive off-road course along our drive revealed Land Rovers raison dtre: The Discovery Sport is easily capable of handling anything an urban dweller might encounter on the way to the remote weekend cabin in the woods.The 12-inch high-definition instrument panel is highly configurable, with a multitude of attractive display options. The only downside is that you have to scroll through various menus to call up different functions, and then have to back out to reach your default display. While all of this streamlining is visually appealing, it does make certain functions tedious. The absence of dedicated buttons for the drive modes, for example, means that any change in settings requires multiple steps. And we also experienced the first of a pair of minor vehicle glitches with the new touchscreens, when we had to set up the drive modes for a difficult uphill climb and the display froze, refusing to accept our selections until we backed out and went back into the desired menu. The two Dynamic Sport models and R-Dynamic SE come standard with a 2.0-litre turbocharged inline four that claims 246 horsepower and 269 lb.-ft. of torque. New for 2020 is a 48-volt mild hybrid powertrain thats optional in the R-Dynamic SE and standard in the HSE. It still uses the 2.0-litre turbocharged four, but a belt-driven electric motor bumps peak output to 286 horsepower and 295 lb.-ft. of torque. The only transmission is a ZF nine-speed automatic, and all-wheel drive is standard.In the hybrid, the engine shuts off at speeds below 17 km/h to reduce emissions and fuel consumption. It does this anytime the vehicle slows, acting much like a regular start-stop function, but one that doesnt wait for the vehicle to come to a complete stop before shutting off the engine. Its quite seamless in operation. Canadian fuel consumption numbers are not yet available, but European specs claim as low as 6.9 L/100 km for the mild hybrid.Unfortunately, the only vehicle available for testing was a Euro-spec Discovery Sport mild hybrid, and its spec sheet claimed a zero to 100 km/h time of 9.2 seconds. And it felt as slow, making passing a tedious,
Origin: First Drive: 2020 Land Rover Discovery Sport
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