The upcoming No Time to Die is historic in that it marks the 25th James Bond film in the franchise. To mark the special occasion, no fewer than four Aston Martin vehicles will be used in the movie, the automaker announced on James Bond Day, October 5.Aston Martin has been synonymous with the film series ever since a DB5 was used as Bonds primary mode of transportation in Goldfinger, and, following a short stint or two where the spy piloted Lotus and BMW vehicles, has cemented itself as the brand of choice for the worlds suavest secret agent.The lineup breaks down like this: First, we have the one and only DB5. A staple of James Bond history, it needs no introduction, and neither does 007.As another nod to the past, No Time will feature a V8 Vantage like the one Timothy Dalton used in the 80s-era films.Past, present and future.To mark the 25th Bond film, #NoTimeToDie, four of our cars will be featured in the film.From the classic DB5 and V8 Vantage, to the new DBS Superleggera and Aston Martin Valhalla, there is something for every Bond fan.#JamesBondDay@007 pic.twitter.com/cmKvswriHo Aston Martin (@astonmartin) October 5, 2019A surprise addition to the film is the DBS Superleggera its role on-screen was announced October 5. (Wed already known about the other star cars.) Totally befitting of Bond, the gorgeous GT car is powered by a twin-turbo V-12, and has all the amenities of a comfy grand tourer.Finally there’s the Valhalla. Were not sure how Bond is going to get himself into a situation that requires a low-slung supercar, but as per our interview with CEO Andy Palmer, we understand the vehicle will also have a few tricks up its sleeve, as per 007 traditions. (That means gadgets!)How do you like the first images of a new @astonmartin Vantage Roadster, in engineering pre-production form, ahead of its launch in the coming months? pic.twitter.com/5Ccm6STvbQ Dr. Andy Palmer (@AndyatAston) October 7, 2019On top of the smorgasbord of Astons that Bond will drive, the brand itself revealed yet another car October 7, albeit one based off one of its already popular models. The Aston Martin Vantage Roadster will be revealed soon, Palmer tweeted out, with images of a prototype stylish drop-top that will surely blow your hair
Origin: James Bond to drive 4 different Aston Martins in new film
Drive:
First Drive: 2020 Porsche Taycan Turbo S
The Taycan Turbo S might be by definition a sedan, but by all other accounts is a unabashed and unapologetic sports car.Andrew McCredie GOTHENBURG, Sweden Having just driven 400 kilometres in a 750-horsepower sports car, I felt surprisingly refreshed. No ringing ears. No sore kidneys. No rattled teeth.Welcome to the new era of the supercar road trip.To celebrate/show off its first-ever all-electric vehicle, the 2020 Taycan, Porsche invited the worlds motoring press to Scandinavia last week to begin an 18-day, 6,440-km odyssey that would cover nine countries between Oslo, Norway and Stuttgart, Germany. I had the privilege of being among the first group of journalists on the first leg between Oslo and Gothenburg, which included a lunch stop at an Ionity charging station in Strmstad, Sweden, 20-kilometres south of the border between the two countries. The first two models in the all-wheel-drive Taycan fleet are the Turbo and Turbo S, with less powerful variants expected sometime next year and a Cross Turismo by the end of next year. My tester was the Turbo S.The drive route was a good mix of urban roads, twisty country lanes and major highways, each of which demonstrated different attributes of the Taycan (pronounced Tie-Con). Settling inSitting in the drivers seat, it was immediately apparent that as much design work and engineering had gone into the cabin ergonomics and aesthetics as had into the much-hyped electric powertrain system. The well-bolstered seating position and the way the meaty sport steering wheel met my eager hands felt almost identical to a contemporary 911 cockpit. This, along with the equally 911-ish silhouette of the Taycan, softened my internal criticism of Taycan press material Id read before the drive that kept referring to the sedan as a sports car. Strapped into the drivers seat, youd be hard pressed to think youre in a four-door. And unlike a 911s rear seats that dont accommodate anyone over five-feet tall (and even then if they are a contortionist), the Taycans rear seats fit a six-footer in comfort and sporty style. Likewise, the sedans trunk is a very good size (366 litres), and theres even room for a couple of backpacks under the hood up front (81 litres). Although the power button located on the dash to the left of the steering column is the same as the key ignition on Porsches since, well, forever, all Taycan comparisons to Porsche sports cars cockpits begin and end with the seating position, as the entire dash/gauge/switchgear layout of the sedan is all new, and according to Porsche, intended to bring its products into the digital age.With a central 10.9-inch infotainment display, an optional passenger 10.9-inch infotainment display and a floating centre console screen controlling things like climate functions, the Taycans dash feels very digital age indeed, the dashboard-mounted clock the only analog throwback in sight. However, its not overwhelming, which is often the case with multi-screened displays. Likewise, steering-wheel controls are kept to a minimum, limited to just audio/phone controls, a drive mode dial and a regeneration button. Ready for LaunchWith a push of that aforementioned start button, the Taycan Turbo S comes to life (not with a roar but a whisper). To put the car in gear you flip a unique toggle switch located on the dash to the right of the steering column; down for drive, up for reverse.The initial driving impressions in Oslo werent that much different from your garden-variety EV navigating city streets in morning rush hour. The acceleration was crisp, the cabin quiet and the ride silky smooth. However, when city streets gave way to country roads and with it opportunities to push the sport sedan into and through tight corners and up and over rolling tarmac, the Taycan revealed its unmistakably Porsche personality. Again, I was reminded of the press kit description, and again I understood and accepted the Taycan Turbo S as a sports car.The driving dynamics technological features of the Taycan Turbo S are extensive, innovative and include some industry firsts, and all have a profound impact on the performance and handling of this vehicle (for a deep dive on the technical specs, see David Booth’s thorough and definitive First Look of the Taycan).After an hour or so of running hills and dales through pristine Norway countryside and along waterways we met up with a highway that would take us to the Norway-Sweden border then onto the lunch stop. My co-driver was now at the wheel as we silently spirited along the motorway at 137 km/h, wind noise at a minimum and the experience not unlike that of sitting on a very comfortable high-speed train. <img src="/uploads/img/electric-cars/38-first-drive-2020-porsche-taycan-turbo-s.jpg"
Origin: First Drive: 2020 Porsche Taycan Turbo S
First Drive: 2020 Ferrari F8 Tributo
Maranello, Italy — I am absolutely thrilled. I built a Ferrari engine. A real, honest-to-God, no-it’s-not-a-plastic-1/8th-scale-model Ferrari engine or even a LEGO set. It was, in fact, an F154 V8, the same turbocharged monster that has powered the 488 these last four years and still powers the Tributo I will test in a few hours.Actually, the hardest thing I did was install a spark plug — a rare-as-hen’s-teeth NGK SILZKAR8HKS, by the way — but I did have to use a special tool. I also got to fit piston to cylinder liner — with the best ring compressing tool I‘ve ever sampled — and sintered caps to connecting rod. That may not sound like much and my specific engine may be just another abused class-demonstration block that will never internal combust in anger. But, I am completely taken by the moment nonetheless. I am in Maranello, I am in the Ferrari factory — in the very same classroom that all Ferrari techs learn their craft, no less — and I just torqued the rarest of rare double overhead camshaft head down. I am quite literally the kid in the candy shop, with minimal — after all, this is Italy — supervision. It might seem trivial. It is almost certainly pathetic. But I am tickled pink and I can’t wait to get back home to show off my “official” Ferrari meccanico overalls to my soon-to-be-jealous pals at Driving HQ. That is the magic of visiting Ferrari. No place in the automotive world is at once so thoroughly efficient and yet so steeped in history. Cloistered away inside a compound that holds the most modern of manufacturing plants is the little shop, well, let’s call it a hut in comparison to the new plant, where Mr. Ferrari and his small coterie of crazies assembled Testarossas. And what’s that over the there? Oh, that’s the barn he converted into an office to watch the F1 races he was too busy to attend. And, oh my Lord, is that… why, yes it is. A bust of Gilles Villeneuve — located on via Gilles Villeneuve, no less — that serves as a welcome to Ferrari’s famed Fiorano test track. Because, well, Gilles was reputedly Enzo’s favourite racer of all time. What I am trying to say is that, in a country that takes its legacy and heritage seriously, we are standing in its epicentre of hero worship. It’s impossible not to note that giants strode here.All of which makes the fact that the car we’re driving at Ferrari’s also-steeped-in-lore test facility — the F8 — is also called the Tributo. Quite literally, tribute. Officially, the new F8 is a tribute to Ferrari’s V8 — an engine that originated in the 308GTB — and the fact that it has now been the Engine Technology International magazine’s Engine of the Year four years running and, even more impressively, was voted the finest example of internal combustion of the last 20 years by the same organization. But — and I don’t know if it’s because I’ve just been elbows deep in a Ferrari engine block or because I like the new F8 so much — I can’t help but think that this new car is a tribute to Enzo and everything one man managed to create in the Middle of Nowhere, Italy.That’s because, after the sensibility of the 488 — a great car that made complete sense, but didn’t tug at the heartstrings quite as much as a Ferrari should — the F8 is a return to living large with eight Italian cylinders. It may be based on the same chassis and its engine a kissing cousin to the 488’s, but it’s louder, lighter and more than insouciant enough that it feels (almost) like the return of the 458.Steering, for instance, feels much sharper than the 488’s. Turn in is tight, no matter how tight the Italian switchback is, the front end, like the 458’s, sticking to a line like a 600-cc superbike. Try as I might — and, Lord knows, you know I tried — I just couldn’t get the front to understeer. That might have something to do with the tenaciousness of Italian tarmac or the tail-wagging nature of Fiorano’s turns, but the F8 stuck to the pavement like Donald Trump to inappropriate handshakes. Ferrari says the hardware isn’t changed — other than a smaller steering wheel that’s supposed to provide more feedback — and all the difference in feel is due to tuning changes in the suspension, steering and electronic differential. Torque vectoring at the rear, as we all know, has an enormous effect on steering precision at the front, which is why Ferrari engineers credit the e-diff with the greatest improvement. Whatever the case, if the upgrade — which, again, is substantial — is all tuning and finesse, where was this calibration engineer four years ago when the 488 was tamed into a benign McLaren.The engine behind is no less dramatic. What had been subdued is now overtly ferocious. Where the 488’s tone was an F flat, the F8 is an E major. Where other turbocharged V8s seem tamed — I’m looking at you, McLaren — and need, let’s call it aural augmentation, Ferrari’s V8 is all flat-crank, almost-as-vibrant-as-the-458 soul stirring. Sometime soon we will all be driving electric cars
Origin: First Drive: 2020 Ferrari F8 Tributo
Is a supercar still fun to drive in traffic?
If you had asked 13-year-old me if I wanted to drive a supercar everywhere, I would have said absolutely. My younger self would say I would drive it to the grocery store; I would drive it to the movie theatre; and that of course I would drive it to work every day, likely at 200 mph the entire way there. Well, 13-year-old me didnt think about speed limits, speed bumps and speed cameras, all of which are facets of the real world in which even the most dreamy of supercars must exist. And its hard to think of one dreamier than this.The 2020 McLaren 720S Spider is the latest carbon-fibre missile from McLarens Super series of cars. The numbers surrounding this car are easy to find and staggering. You can Google up the Wikipedia list of fastest-accelerating production cars and find it there just behind the LaFerrari and ahead of a slower car called the Bugatti Veyron.It has doors that go up, electric tangerine paint (McLaren calls it Papaya); carbon-fibre aero bits everywhere you look; and, of course, a 710-hp V8 flanked by a pair of gnarly turbochargers. Given a long enough stretch of open pavement, it will do 217 mph (349 km/h) flat out. But were not going to find a stretch of road like that. No, were going to find out what its like to commute to work, in the real world, in a supercar. Now you can call this a waste of such high-calibre machinery and youd be right we are using a thoroughbred to pull a plow, as it were. If you want to know what the 720S is like on a racetrack, you can read our track test here; and if youd like to know what its like on winding backroads, check our first drive of the 720S Spider here. No, for our third drive of the spectacular 720S, we decided to use it like regular car. Which it absolutely isnt.Usually I try to avoid traffic, but for this test I threw myself straight into the wood chipper to slog it out with all the other 9 AM commuters. Immediately after setting off, the first thing you realize is how stiff the McLaren is over crumbling pavement. Of course it is. Its meant to feel grounded and stable at 200 mph. You feel every single imperfection in the road, and in Toronto, there are many to be felt. The seats are supportive, though not incredibly so, and the seating position, while natural, is almost normal. Whats not normal is the feeling of your butt skimming over the pavement with maybe three to four inches of carbon-fibre tub separating you from the ground.Even at low speeds, its obvious that this is no regular car. There is zero latency in the steering and directional changes happen right now. Mid-throttle driving will make the turbo blow-off valve whistle amusingly. You also just feel special sitting around in an alcantara-lined super-space pod like the McLaren. But in the same way that a Corolla isnt built for the race track, the McLaren wasnt designed for street driving. I can only imagine what it would be like if snow or ice was added to the mix. Dont get me wrong, its not that its too fragile for street work. Even on the hottest of days, the 4.0-litre V8 stayed cool, and thanks to superb air-conditioning, I stayed cool as well! But the McLaren is very low. Youll fret every raised manhole cover and every pothole in this car. I found myself on a one-lane construction zone where they were grading the road. I was confronted with a raised manhole cover and had to move construction cones while blocking traffic in my orange supercar to go around it. Not subtle.The McLaren simply isnt built for commuting. Its built for something more. You can commute in a McLaren in the same way you can track a Corolla: Itll do it but it wont be happy about it. Will you be happy commuting in a supercar? Fleeting moments of joy are possible when supercar commuting, but the opportunities you have to actually use the power are few and far between. Sorry, 13-year-old me, the future just isnt the way you imagined
Origin: Is a supercar still fun to drive in traffic?
First Drive: 2020 Kia Forte5 and Forte GT
2020 Kia Forte GT SedanJil McIntosh VICTORIA, B.C. Theres a snaky stretch of mountain road ahead of me, all quick turns and switchbacks, but my car is keeping up with it. It hugs in tight to the curves, its flat and well-balanced around the corners, and its fun. And its a Kia Forte.Yes, you read that right. After morphing the Forte into its third generation for 2019, Kia now adds a turbocharged GT version, as well as the return of the Forte5 four-door hatchback, last seen in 2018. That one is ours alone: in the hatchback-hostile U.S., where buyers wont look at a liftgate that isnt attached to an SUV, Kia only sells the Forte as a sedan.At this launch, I drove the GT in sedan form, and the Forte5 in the lower-powered version, but a Forte5 GT will be landing in showrooms in a few weeks. The hatchback carried this turbocharged engine before, when it was known as the Forte5 SX. This time around, it gets larger brakes, and a multi-link rear suspension in place of a torsion beam. The Forte shares its underpinnings and driveline with sister company Hyundai’s Elantra, and as luck would have it, I drove that version the week prior. It seems the two automakers are divvying up their offerings, and the Elantra is more about a smooth and comfortable ride. The Forte sharpens with a sportier feel, even in its 2.0-litre version, while the GT adds a sport-tuned suspension on top of that.In both sedan and hatchback, all non-GT trim levels use a 2.0-litre four-cylinder that makes 147 horsepower and 132 lb.-ft. of torque. The base LX sedan can be ordered with a six-speed manual. Everything else mates that engine to an automatic CVT, designed and build in-house, that Kia prefers to call an IVT, for intelligent variable transmission.The sedan comes in six trim levels, starting at $17,695 for the LX, and topping out at $26,995 for the EX Limited. The Forte5 comes only in EX trim and is $22,245. The GT steps up the pace with a turbocharged 1.6-litre four-cylinder that runs on regular-grade gas, and churns out 201 horsepower and 195 lb.-ft. of torque. Its hooked to an automatic seven-speed dual-clutch transmission, and like the 2.0-litre, drives the front wheels. In sedan form, the GT is a single trim level at $28,995. The Forte5 GT starts at $27,395, but can be upgraded to Limited trim for $29,995.In the sedan, the six-speed manual is primarily there in order to advertise a lower price point. Its a different story when horsepower plus a stick equals more driving fun, and while the current Forte GT is automatic-only, a Kia rep said that adding a manual transmission is under consideration.Theres virtually no turbo lag to the 1.6-litre, and the dual-clutch transmission is a good fit, with quick but very smooth shifts that always keep it in the sweet spot. These units can occasionally stumble on downshifts, but I never felt any during my morning drive. The steering has good weight to it, and the car responds quickly to input just what you want when the road gets bendy. The engines growl is actually some electronically-generated noise thats added in, but it still sounds fine. I switched to the 2.0-litre Forte5 in the afternoon. The engines power numbers might not sound all that impressive on paper, but its all about seat-of-the-pants: it feels smooth and with enough grunt to get the job done. Kia held out with conventional transmissions long after many competitors went to CVTs, and it was worth the wait. This gearless unit uses a chain instead of a belt, and its equipped with eight artificial shift points. If you werent told it was a CVT, you probably wouldnt realize it, because it feels more like something with conventional gears. The big deal is fuel economy: while the previous 2.0-litre with six-speed automatic rated 8.3 L/100 km in city/highway driving, the new Forte manages 7.1 L/100 km.While interior styling is the same on all models, the GT sedan spiffs up with very comfortable sport seats, clad in fake cowhide with contrasting stitching; flat-bottomed heated steering wheel; and paddle shifters for sequentially rowing through the CVTs shift points. Features borrowed from some of the other trim lines include premium stereo, navigation, wireless charging, heated rear seats, Apple CarPlay and Android Auto, blind spot monitoring, and lane-keep assist.Im always a fan of simple controls distraction should be minimal when driving and Kia delivers on that. There are buttons and dials for the climate control, and hard buttons to access menus in the intuitive centre touchscreen.If theres any real issue to the Fortes success, its that its a very good car in a segment that contains a lot of very good cars. It does just about everything right, but without an extra shot of spectacular to knock it to the top of the pack. For many buyers, itll be all about value: the Forte5 EX packs in more features than most competitors for less money. The fact that its fun to drive is one more cherry on
Origin: First Drive: 2020 Kia Forte5 and Forte GT
First Drive: 2020 Subaru Legacy
Vernon, B.C. For a company that used to embrace weirdness SVX, XT, BRAT, Baja, anyone? Subaru has spent much of the 21st century becoming decidedly conventional. Not that going mainstream has done the manufacturer any harm; its sales growth, at least in North America, has outpaced most of its rivals. Still, when it comes to its cars, Subaru is turning into a Japanese version of what Volvo used to be, (with the exception of the street hoodlum WRX STI versions); safe, long lasting and kind of plain.Which brings us to the new Legacy, a genuinely affordable, honest, mid-sized, all-wheel-drive, four-door family sedan seemingly a perfect fit for a Canadian audience. Yes, those are a lot of qualifiers, but for those tired of seeing crossovers of various types and sizes in every driveway the 2020 Legacy delivers the goods with pretty much the same four-season capability as the higher-riding soft-roaders. In fact, the tag line for the new models launch is the SUV of sedans.And, for the enthusiasts out there who prefer a little more zip in their daily commutes, good news: The seventh-generation sedan sees the return of the turbocharged GT models, offering a sportier and more engaging driving experience. The turbocharged 2.4-litre boxer four-cylinder, first introduced in the Ascent crossover, pumps out a solid 260 horsepower and 277 pound-feet of torque, a significant jump compared with the base models (Convenience, Touring, Limited and Premier) normally aspirated, 182-hp 2.5L four. Both engines are mated to a continuously variable transmission with eight discrete steps built in, so Subaru isnt building super-sport four-doors here. The new model might appear to be a subtle improvement over the previous generation, but there are a lot of subtle improvements, starting with small increases in length (up 38 millimetres) and wheelbase that result in increased room for occupants and a small uptick in cargo space. A base engine overhauled with 90 per cent new parts as well as direct injection and auto start/stop an all-new suspension, torque vectoring on all wheels, greater fuel efficiency, improved aerodynamics, more sound deadening, added content, tablet-style infotainment system, upgrades to the EyeSight safety system; the list goes on.As much as it would be a better test of Subarus vaunted full-time all-wheel-drive system to be driving in slippery, sloppy conditions, the Okanagan Valley was basked in summer-like heat and abundant sunshine. With the keys to a Limited model ($34,295) in our hand, we started the morning drive route north on Highway 97, hugging Okanagan Lake toward Vernon before dipsy-doodling onto various undulating back roads throughout the valley, including some gravel stretches to test out the effectiveness of the new Legacys additional sound deadening the car proved to be impressively quiet over the entire route, no matter the road surface. Equally deserving of praise is the sedans ride and handling. The car, whether powered by the 2.5 litre or the turbo 2.0L, offered up well-damped suspension while impressing with a sporty agility and a light touch to the steering on the twisty bits. Subaru puts its faith in the standard active torque vectoring for the cornering performance, as well as the cars highly rigid structure (the Subaru Global Platform underpinning the Legacy boasts an increase in the use of structural adhesive and ultra-high tensile-strength steel. In addition, torsional- and front-suspension rigidity has been improved by 70 per cent, and front lateral flexural- and rear-subframe rigidity increased 100 per cent compared to the previous Legacys platform). That might be a bit too tech-geeky for most people, but it speaks to the fact that this family four-door has some legit performance bona fides in the chassis dynamics department.If only the two engines offered were as impressive. OK, the news isnt horrible, just a little disappointing. The 2.5L boxer four is certainly smoother and quieter than the engine in the previous-generation Legacy, the caveat being that Subaru boxer motors have an inherent coarseness to them, especially on startup. The bigger issue is a lack of solid mid-range zip, the engine requiring a heavier foot on the gas pedal when it comes to passing power or on steeper, longer inclines.Jumping into a Limited GT version ($37,095) for the jaunt to Salmon Arm before pointing the car south highlighted what an additional 78 hp will bring to the table. The turbo-four spooled up quickly and gave the Legacy decidedly more urge when additional acceleration was required (zero to 100 km/h in just over six seconds). More noticeable with this engine, however, was that the CVT seemed to lag a bit when big throttle was applied. Looking inside, the Legacy cabin at least the tested Limited and Limited GT trims is striking in both content and execution. The most conspicuous improvement is the upgraded infotainment system, integrated into a vertically
Origin: First Drive: 2020 Subaru Legacy
First Drive: 2020 GMC Sierra 1500 Diesel
2020 GMC Sierra 1500 DieselDerek McNaughton / Driving JACKSON HOLE, Wyo. General Motors, after announcing last January it was bringing a diesel engine to its Sierra and Silverado light-duty pickups, delayed releasing power and torque figures for what seemed like forever. The reason? Its brand new 3.0-litre baby Duramax engine, developed specifically for the freshly redesigned pickups, had to compete with Ford’s new diesel in the F-150, as well as a looming update to the long-running EcoDiesel in the Ram.Ford had come out swinging with 440 lb.-ft., besting the Rams 420. Most figured GMs new 3.0L diesel would, at the very least, produce 450. But in March of this year, GM Authority revealed the secret: The 3.0L Duramax would come with an SAE-certified 277 horsepower and 460 lb.-ft. of torque, making the Sierra and Silverado the most powerful half ton diesels on the market. And for a few short months, GM proudly wore the crown.But competition and bragging rights in this category matter and RAM, never to be outdone raised the stakes by recently proclaiming its EcoDiesel would deliver 480 lb.-ft., although less overall horsepower than GMs pair of trucks. The torque war was suddenly on full display and GM lost its best-in-class status. But while GM may have lost the early numbers battle, it may have won the war simply through intelligent engine architecture: Instead of using a V6 for its diesel, GM chose a straight six a configuration long known for its inherently superior balance and buttery smooth delivery of power.That decision paid off. Touch the throttle on the 2020 Sierra equipped with the diesel and the reaction is quick, only the slightest pause as the Hydra-Matic 10-speed automatic transmission figures out where it needs to be before unleashing the engines full fury. Astonishing in force, the small diesel rockets the Sierra ahead with power that feels as strong and stout as GMs 6.2-litre V8. And, wow, is it ever smooth, with just enough feel through the cabin and steering wheel. Exceedingly quiet at idle, the engine delivers an almost BMW-like roar under full power, a hearty mix of turbocharger, high compression, and pistons all surging in perfect harmony. Engineers say they worked specifically on the intake sound, combining an air induction system with noise-reducing elements. Instead of blanketing the engine sound, GM has enhanced it. Yes, theres a bit of diesel clatter at throttle tip-in as would be expected and nearly impossible to eliminate, but in simple cruising theres just a low and deep and pleasing hum to the engine. Even though Ram has more torque, theres something about this engine that simply feels better behind the wheel, more satisfying when the foot hits the floor.No doubt some of that comes from an engine mount solenoid that basically acts as an adaptive shock absorber to control vibration and lower NVH levels. But some also comes from an aluminum cylinder head that caps an aluminum block (with iron cylinder liners for durability) to reduce mass over the front wheels. A variable-geometry turbocharger adjusts boost pressure according to demand, and air flow into the intake manifold is electronically controlled.An inline-six also has less moving parts than a traditional V6 two fewer camshafts and the chains to drive them, so theres no need for balancing shafts. Overall friction is less, too, all of which resulting in a clean, higher purity of power that begins to peak in this engine as early as 1,250 rpm and summiting at 1,500 rpm, sustaining itself through 3,000 rpm.Stepping on the gas returns some long legs of power, tapering off only after the truck blows past 110 km/h. Like a performance car, the Sierras power is constantly tempting and teasing the driver to explore its depths. Its almost too much seduction for a truck. If I were ordering a Sierra tomorrow, there is no doubt what engine Id choose, even if it does cost an extra $3,135 and is available on all trims (except the base truck) and only in double and crew cabs. Thats also because Im frugal, and would love to be able to travel more than 1,000 kilometres between fill-ups as the Sierra diesel should. Transport Canadas official rating for the 4WD diesel is 10.5 L/100 kilometres city, 9.1 highway and 9.9 combined. Two-wheel-drive trucks get an 83-litre fuel tank, while 4WD trucks get a 90.Mileage in the real world might skew lower, too, more toward the estimates on the Chevy Silverado which can be optioned with the same engine and returns 8.0 highway and 10.4 city on 4WD trucks. GM says the Sierra has more content and typically wears more aggressive tires that affect fuel economy. Based on the couple of hours we spent driving the Sierra on some mountainous roads, we achieved a low of 7.6 L/100 kilometres in some steady, 90 km/h driving, while the longer average on the trucks computer showed 11.2, though we had no idea how hard the truck was driven before our drive or how much it was idled.
Origin: First Drive: 2020 GMC Sierra 1500 Diesel
Chevrolet’s 1LE package makes you want to drive your Camaro lap after lap
Camaro 1LE Ron Fellows Driving ExperienceClayton Seams / Driving In the old days, you used to be able to build some weird cars.I dont mean the cars themselves were weird, but that you could ask your cheerful local Chevrolet sales manager to build you a car in one of an assortment of odd combinations: so many engines, big or small, to be paired with interiors, luxurious or sparse.Today, cars pretty much come in well-defined packages. The big engine only comes with the nice leather seats and the handling package. The small engine is available with a stick only if you forgo the luxury options.But there are exceptions. Just like in decades part or, perhaps, much like Burger King Chevrolet will still let you have it your way at least a little, pairing its 1LE track package with any of the four engines available in its new Camaro.Not only that, the 1LE mechanical package is independent of the four luxury option groups (thats 1LS, 1LT, 2LT, 3LT). This means you can order a track package on a Camaro with any engine and any level of luxury trimmings. You can get a lightweight 2.0-litre Turbo with cloth seats and base infotainment to get maximum value; or you can heap your plate high with a supercharged 6.2-litre ZL1 and the full luxury treatment. Now I dont have a calculator handy to tell you how many combinations are possible, but suffice it to say they are many. So to test out the 1LE package on various Camaro models, I went to the Ron Fellows Driving Experience at Canadian Tire Motorsport Park. There, on the big track, we would have the chance to put these 1LE cars on track and see how they compare.So what makes a 1LE a 1LE? Well, it depends on the engine choice. The 1LE contains different bits to match the output. On the four- and six-cylinder cars, it includes the uprated suspension from the SS; 20-inch wheels; four-piston front Brembo brakes; a mechanical limited-slip diff; and a track cooling package with diff, oil and transmission coolers.Step up to the V8 SS model and you get Magnetic Ride Control; an electronic limited-slip diff; six-piston Brembos up front; Recaro front seats; and a dual-mode exhaust system. The ZL1 takes things even further by adding Multimatic dampers with adjustable front ride height, adjustable front camber plates and huge 305-section front and 325-section rear tires.The first car I hopped into was the SS 1LE with a manual transmission and the naturally-aspirated 455-horsepower 6.2-litre V8. Its as close as youll find to a classic muscle car formula in Chevrolets lineup, which is perhaps why it offered proper muscle car noise. Out on the big track, the 6.2-litre could really stretch its legs, and the wide torque band meant few shifts were needed.The upgraded four-piston brakes from the 1LE package were more than up to the task and felt great diving into corners hard. Visibility has never been a Camaro strong suit, and the impaired vision across the A-pillars and low windshield sometimes reduced driver confidence around undulating and tight turns on-track.The SS is an extremely fun car to drive. You can feel it wiggling around under power and sliding around turns. It doesnt feel like a car youd want to set blazing hot lap times in, but you could. It feels like a BRZ with some actual power. And thats high praise.Next up was the world-beating top-of-the-line ZL1. Still 6.2-litres but with a burly supercharger stacked on top of it the ZL1 makes a full 650 hp. Though the ZL1 is available with a stick, the test car had the new ten-speed automatic transmission. No typo: ten speeds.On track, the ZL1 is an entirely different animal than the SS. The playful sliding has been replaced by relentless grip. The ZL1s flanks are peppered with blade-like aero bits, and I have to assume they actually work, because this car sticks harder the faster you go. The massive summer-only Goodyear tires probably dont hurt much, either. The ZL1 simply grips and goes exactly where you point it.The other big difference from the SS is the 10-speed automatic. Whereas I rarely had to shift the six-speed manual around the track, I felt like a Formula One driver ratcheting down through gear after gear in the braking zones. With ten gears to choose from, it almost doesnt matter which one you choose. You could drive through a turn quite happily in 4th, 5th or 6th. It may have been better to let the transmission shift for itself, but I didnt have enough laps to mess around with it in full automatic mode.The ZL1 was also the most fun down Mosports hilly back straight. The ZL1 would come out of Moss corner with a vengeance and storm to 160 km/h almost faster than the speedometer needle could move. Letting all 650 hp pin you in your seat for several seconds without worry of encountering the constabulary were some of the best moments of the day.But the crux of this is that the 1LE package opens up that fun track experience for anyone with coin for a new Camaro. Even the 2.0-litre guys can join in the fun.
Origin: Chevrolet’s 1LE package makes you want to drive your Camaro lap after lap
First Drive: 2020 GMC Sierra HD Diesel
2020 GMC Sierra HD DieselDerek McNaughton / Driving JACKSON HOLE, Wyo. Pulling a 13,000-pound Keystone Cougar trailer up and down mountain roads for a summer vacation is not going to be stress free nor is it something that can be typically done in a half-ton pickup, even if the maximum tow rating of said half-ton is 13,200 pounds. For massive loads like these, a heavy-duty truck is the only way to go.Ford, Ram and GMC all produce HD trucks, of course, but GMC has the newest HD on the market. The 2020 GMC Sierra 2500 HD diesel is not just a towing machine, its a leather-lined luxury cruiser that coddles its occupants in quiet and technology as much as it works to carry big things.Taller and longer than its predecessor, the 2020 Sierra HD looks especially good without being overwrought or too blingy the way other trucks sometimes tend to get, especially in the new AT4 trim, which looks perfect without all that chrome. Proportions on all the HD trucks are just about ideal, the bed made lower by one inch and three inches of legroom added to the crew cab, while the larger grille complements a functional hood scoop that feeds the cooling system for the Duramax diesel. New side steps on all box styles, located just behind the rear door, smartly pair with truly functional (and now deeper) rear-bumper steps. GMCs unique, six-way MultiPro tailgate is also available on all trim levels and standard on some, although its use is limited when a hitch is in the receiver.But the diesel is the real draw in the Sierra 2500. A 6.6-litre turbocharged V8 with cast iron block and aluminum heads, the diesel will deliver 910 lb.-ft. of torque as early as 1,600 rpm and 445 horsepower peaking at 2,800 rpm, meaning full power arrives early without having to wring out the engine for all its got. The diesel is actually more detectable by the badging on the front fender than it is at idle. Even under load, this engine is no noisier than a gasoline engine on the highway, although it is far more efficient. We were able to achieve an astonishing low of 8 L/100 kilometres in some very gentle 90 km/h driving with a 2,000-pound payload in the bed and no trailer, but averaged closer to 11 without trying to be thrifty. While towing the big Keystone through Wyoming, we dropped to an average of 25 L/100 kilometres. Good thing crew-cabs get a 136-litre tank, which would mean a little over 500 kilometres of travel when pulling a massive trailer through the mountains, or roughly 1,200 highway kilometres in regular use.The standard engine on the 2500 HD truck is a 6.6-litre gasoline V8 with 401 horsepower and 464 lb.-ft. of torque. Diesel adds an extra $11,195 to the base price of $46,998 for the regular cab, two-wheel-drive short box.And the diesel brings the power. Sure, going up some long uphill grades with that big trailer, the Sierra HD wouldnt much budge beyond 100 km/h even with a foot to the floor, but it had no difficulty maintaining a constant 90 uphill. Better was coming downhill and using diesel-exhaust braking, which can hold the trucks speed during a descent in combination with what should be a bulletproof 10-speed Allison automatic transmission the first-ever 10-speed in the HD segment, but expect to see a 10-speed in the competition soon.It certainly makes towing gentler, the transmission ironing out the shift points so perfectly they are almost not noticeable. I only wish there was a solution to the old-school column shifter, in an interior that doesnt exactly overwhelm with its sophistication. The primary center screen could easily be much larger, but at least theres a good compliment of knobs and buttons, and a proper restraint in using too many digital controls. Compared to the previous-generation truck, the 2020 Sierra HDs new architecture feels quieter overall and more tightly welded together. Brakes are smooth, the steering tight, the ride surprisingly comfortable given how tightly sprung the suspension is for the weight its meant to tow. Maximum conventional towing on the 2500 diesel is rated at 18,500 pounds in crew cab form, with a max payload of 3,597 pounds. With a gooseneck or fifth-wheel set up, the number is the same.As before, the HD trucks can be ordered in myriad bed and cab configurations in the 2500 and 3500 range, available with either a six-foot-nine or an eight-foot bed. Also available is a 15-inch head-up display, another first among HD trucks. The 2500 can also be optioned with GMs ProGrade trailering system that also includes an in-vehicle trailering app to check lights, trailer tire pressures, and even how much fresh water or wastewater is in the holding tanks of the trailer.An optional camera system can show up to 15 unique camera views including an industry-first transparent trailer view. Using the tailgate camera and a camera mounted on the rear of the trailer, software mixes the views of both cameras to make the trailer in back look invisible. That should help remove a
Origin: First Drive: 2020 GMC Sierra HD Diesel
First Drive: 2020 Ram 1500 EcoDiesel
2020 Ram 1500 EcoDieselDerek McNaughton / Driving DULUTH, Minn. The market for diesel engines in this country went entirely limp in 2015, when it became clear certain automakers had been gaming the emissions systems on their vehicles to produce cleaner results than those vehicles actually produced. For all of diesels promise and capability, any hope for the technology vanished in the ensuing hysteria over the egregious emissions cheating that took place. The same dark cloud didnt choke the appetite for half-ton diesel pickups to the same degree. While Ram has a had a small-displacement diesel in its 1500 pickup since 2014 interrupted by an EPA investigation in 2016 FCA says demand has remained relatively constant, with a take rate hovering around 18 per cent for its 44 trucks.Near the tail end of the dieselgate scandal last year, Ford released a 3.0-litre diesel in its ubiquitous F-150 with 440 lb.-ft. of torque. GM has now launched its diesel too, a 3.0L straight-six in the Silverado and Sierra with 460 lb.-ft., and its keeping the 2.8L diesel in the midsize Canyon and Colorado. While Nissan is putting the brakes on the brilliant Cummins diesel as it gears up for a new Titan, the Big Three continue to rightly embrace diesel.Thats because automakers and truck owners alike have realized diesel has true merit in a pickup, the efficiency and torque offering an unsurpassed solution to the problem of quickly moving such a large and not-terribly-aerodynamic mass down the road. Producing levels of power that would be impossible to replicate without tons of gasoline or electricity, small diesels in light duty trucks simply make a lot of common sense, especially so if the particulates and NOx coming out the tailpipe can be tightly controlled.And so Ram is soldiering on with a new EcoDiesel in the Ram 1500, trumpeting the engines best-in-class torque, towing and efficiency. Indeed, rated at 260 horsepower and 480 lb.-ft. of torque, Rams third-generation EcoDiesel is now the most powerful diesel half ton pickup, able to tow a maximum 12,560 pounds in 2WD versions and about 12,100 for 4WD trucks. For the first time, the diesel will also be an option on all Ram models in the line up, including the off-roadish Rebel and street-wise Sport. And what a sweetheart an engine this is. Light the oil-burning V6 via the push-button start and the muted growl under the bulged hood sounds not much different than a small gasoline V8. The uninitiated would not know the difference, the typical racket of the diesel significantly quelled. While the previous engine was respectfully quiet, too, the new one lowers the noise even more, shaving 3 decibels off what was already a cricket-like ride.Of course theres some diesel clatter under acceleration, as there should be. But in steady state highway cruising, its easy to forget theres a diesel up front, the noise lowered in part by pistons that reduce piston slap by offsetting the crank-pin-hole ever so slightly. This, in a truck that for 2019 was made significantly quieter, in addition to receiving a number of welcome design features along with the absolute best interior of any truck on the market. The 60-40 split folding tailgate is pure genius, too.There is also no coarseness whatsoever to this new engine, just a fountain of torque that trails off as speed builds up. While horsepower climbs to 260 at 3,600 rpm, peak torque arrives earlier, now at 1,600 rpm, making towing and offloading that much easier. The only thing to detract from all the pleasure is a delayed throttle response a slow tip in held back by a need to avoid dumping too much fuel into the engine in order to control emissions, as well as some time for the turbo to spool and the eight-speed TorqueFlite transmission to find the right gear. Some drivers might not even notice the delay, but others will. The transmission is quick at finding the right gear, and the rotary shift is easy to operate, but I still want an easier way to shift gears on occasion.Out on the highway is where the true gold of this diesel reveals itself. FCA has not released official fuel economy figures yet, but it wasnt difficult to achieve 8.2 L/100 kilometres at 120 km/h, a figure that dropped to 7.9 on occasion in steady 100 km/h driving. Most Hyundai Elantras and Honda Civics do not average so little overall, so for a big boxy truck, those numbers are why people who regularly drive long distances so love their diesels. And Ram engineers say this new engine is more efficient than the last; we averaged 8.4 highway on a long-term test and 9.3 overall. A $5,800 option over the standard 3.6-litre Pentastar V6 eTorque engine on Tradesman and Big Horn, and a $3,900 option over the standard 5.7-litre HEMI V8 on the Sport, Rebel, Laramie, Longhorn, and Limited trucks, the new EcoDiesel is not, however, all about economics. Quite simply, its for people who regularly tow or drive long distances. We pulled a 6,000-pound boat
Origin: First Drive: 2020 Ram 1500 EcoDiesel
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