2020 Lincoln AviatorJil McIntosh YOUNTVILLE, Calif. Every automaker hopes an all-new model will take off, and Lincoln is waiting to see if its appropriately-named 2020 Aviator, in regular and hybrid configuration and both with three rows of seats, will do the same.Yes, youve heard the name before: It was one of the companys shortest-lived nameplates, introduced for 2003 and gone three years later. The big mistake back then was taking a Ford Explorer, gussying it up, and trying to pass it off as a Lincoln.The lesson was learned. The Aviator rides on the new Explorers basic platform architecture, but thats pretty much where the similarity ends. Beyond the Aviators unique styling, its more powerful than the top-line Explorer, and the suspension is tuned for a luxury experience. Both the Aviator and the Grand Touring Lincolns name for the plug-in hybrid version use a twin-turbo 3.0-litre V6, mated to a ten-speed automatic transmission. In the conventional model, it makes 400 horsepower and 415 lb.-ft. of torque, while in the hybrid, the combined gas-electric system generates a maximum of 494 horsepower and 630 lb.-ft. of torque.That extra power, apparently, is the rationale behind naming it the Grand Touring, rather than just Aviator Hybrid. Theres also no differentiating styling cues other than a blue-shadowed badge; according to a Lincoln rep, the idea is to prioritize the vehicles performance over its hybrid operation. After its plugged in, the Grand Touring can travel about 28 kilometres on electricity alone, and once that runs out, it reverts to conventional gas-electric hybrid operation.Each Aviator comes in a single trim level (with some stand-alone options), and while American buyers can get an entry-level Aviator with rear-wheel drive, AWD is the default for both the conventional and hybrid models in Canada. The Aviator is going into showrooms now at $69,000, while the Grand Touring starts at $81,000 and goes on sale in the fall.Im not keen on the Aviators button-activated gearshift, and its tablet-style infotainment screen looks like its just stuck on the dash, but the rest of the interior is appropriately luxury-leaning and very well-executed. The front seats heat, ventilate, and have five different types of massage; functions on the steering wheel such as cruise control disappear until you hit a hard button, and then they pop up as icons under the piano-black finish. Unusually among many luxury models, most of the climate and seat functions are hard buttons, rather than a requirement that you page through computer screens to find them, and thats how it should be. Theres a self-parking feature, and its completely automated; as long as you keep your finger on the button, the Aviator steers, accelerates, and brakes by itself until its in the spot, parallel or perpendicular. Warning chimes for seatbelts or open doors are musical notes recorded by the Detroit Symphony Orchestra. I rolled my eyes when that was first announced, but yknow, its a very pleasant improvement over the usual ding-ding-ding. A 28-speaker Revel audio system is standard, and I thought it was very impressive once we settled on a satellite radio station (my co-driver doesnt appreciate my love of opera, and I dont care for the 1950s pop he prefers, so we finally agreed on Sinatra).The Aviator also introduces Lincolns Phone As A Key, a new function on the Lincoln app that lets you open and start the car with your phone rather than a key fob (which is still included with the vehicle, of course). It has all the expected overrides and security measures should your phone go dead, or you give your vehicle to a valet.The Aviator slots in between the full-size Navigator and the next-size-down Nautilus (which replaces the MKX). Front- and second-row passengers enjoy considerable comfort and legroom. The third row is easy to access, but even with the second-row seats slid all the way forward, youre only going to put adult passengers back there for short trips. A second-row bench is available for seven-passenger seating.Lincoln has demonstrated a knack with its suspension tuning for making its vehicles feel smaller than they are, and the Aviator continues that. For all its size, it spins smartly around curves, and while theres not much steering feel, its quick to respond to input. That said, the company also knows its audience, and the Aviator is primarily about luxury. In its normal drive mode, the soft ride is seriously comfortable but just this side of wallowy. In other settings which include Deep, Slippery,
Origin: First Drive: 2020 Lincoln Aviator
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First Drive: 2020 Volvo XC60 T8 Polestar Engineered
BANFF, Alta. The Volvo XC60 T8 Twin Engine Polestar Engineered a clumsy name, if there ever was one is a compact crossover thats going to make the established marques keep a firm eye on the rearview mirror. The work Polestar does takes the already capable Volvo XC60 and turns it into a corner-carving demon with power to spare. The fact that it has a green side certainly helps the cause.Outside, the XC60 Polestar Engineered had some nice visual enhancements. The slick 22-inch wheels wearing 265/35 tires fill the wheel arches with authority, the black chrome tailpipes add a touch of mean, while the gloss-black grille adds some class. It is just enough to make the Polestar look different without turning it into a wannabe boy racer.The powertrain uses a supercharged and turbocharged 2.0-litre four-cylinder engine and an electric motor that gets its juice from a new and larger 11.6 kWh lithium-ion battery. It gives the uptuned XC60 an electric-only driving range of around 50 kilometres when fully charged, which takes 2.5-hours using a 220-volt outlet. The gas engine produces 328 horsepower and 317 pound-feet of torque. The electric motor then chips in with another 87 horsepower and 177 pound-feet; with both power sources giving their all, the combination produces 415 horsepower and 494-lb.-ft. of torque and near-instantaneous acceleration. When compared to the regular XC60 T8, thats an extra 15 horsepower and 22-lb.-ft. of torque. The bump makes this thing very quick, delivering a run from zero to 100 km/h in 5.1 seconds good, but the mid-range is better. An impromptu run proved the XC60 Polestar Engineered does the 80 to 120 km/h trick in 3.4 seconds, the electric side giving it a spicy takeoff. The hybrid powertrain works with an eight-speed automatic with two modes Drive and Brake. The smart driver is going to pick Brake because of the extra regenerative braking it delivers. On a run through the Rockies, lifting off the gas heading into a corner slowed things nicely. Clip the apex and then get back on it, and the Polestar strongly pulls out of corners. The setup is far from being a one-pedal drive, but it proved to be very handy nonetheless.Volvos eAWD (electric all-wheel-drive) system sees the rear electric motor drive the rear wheels while the engine looks after the front wheels. Its a smart system that, unlike early eAWD systems, works seamlessly to put down power and add stability through a corner.Everything can be tweaked to suit. There are Constant AWD, Pure, Hybrid, Polestar Engineered and Off-road modes. Constant AWD is for trying times and works at slower speeds. Pure focuses on delivering an all-electric drive, although the gas side will kick in if the driver demands a sudden burst of speed. Frankly, Off-road mode is redundant given the performance. Hybrid and Polestar Engineered modes will see the most use. Hybrid picks the best power source for the driving conditions and puts economy ahead of performance, while Polestar Engineered switches the focus to deliver the best turn of speed. It proved to be the setting of choice the steering has more weight, the throttle is livelier and the transmission shifts with more authority.Polestars real work shows up in the suspension and the hlins shock absorbers at each corner. Theyre fully adjustable and tweaked through a knob, with 22 clicks between firm and comfort. The difference is appreciable when running a fast slalom test the shocks were four clicks from firm. Here, the body remained flat and handled the slalom and a high-speed lane change with very little body roll. The downside was the firm ride, but on the road, the shocks were set in the middle, at 11 clicks. There was a little more body roll, but the ride comfort was just about bang on. For those looking for a plusher ride, dial the knob all the way up to the comfort end.The other big improvement is found in the Akebono brake package gold-coloured six-piston calipers clamp down of 14.6-inch front discs. They delivered impressive stopping power and remained fade-free. The other important consideration is the fact that, unlike most hybrids, the brake pedal has a solid feel its not mushy because of the underlying regenerative braking. If anything, its easier to modulate. The cabin is all XC60, with the exception of gold seat belts. The rest features plush materials and body-hugging front seats that deliver superb support over a long drive, along with a 12.3-inch display for the digital instrument cluster, and Volvos iPad-like Sensus Connect infotainment system. The latter is one of the better in terms of its ease of operation; accessing Apple CarPlay, Android Auto, and the navigation system requires just a touch on one of the screens tiles. The optional Bowers Wilkins sound system and its 1,100-watts of power is certainly worthy of consideration the sound quality is symphonic. Move rearward and theres ample space for pair of adult riders, along with 598 litres of
Origin: First Drive: 2020 Volvo XC60 T8 Polestar Engineered
First Drive: 2020 BMW 330e plug-in hybrid
2020 BMW 330e plug-in hybrid MUNICH, Germany Theres no doubt today that the future of personal transportation is all about sustainability, reducing your carbon footprint, finding cleaner sources of fuel, and basically being friendlier to the environment while driving. But that doesnt mean you have to make serious compromises in terms of driving pleasure if you want to do your part to ease the burden on Mother Nature at least not yet. The 2020 BMW 330e is the firms latest iteration of the 3 Series plug-in hybrid, and it is greener than before, while also becoming more powerful and more engaging to drive.The big deal with the new 330e is a much improved and more efficient hybrid powertrain that boasts 50 per cent more electric range than the previous 330e, or up to 66 km according to European testing. The 330es 2.0-litre turbocharged inline four develops 184 horsepower, and an electric motor adds up to another 113 hp. Combined output is 252 hp and torque is 310 lb.-ft., though Sport mode activates what BMW calls XtraBoost, which provides maximum electric power at full throttle, or 292 hp combined, for up to 10 seconds. The previous 330e made 248 horsepower, and had no added electric boost.The gasoline engine is mated to a smooth-shifting eight-speed automatic. The 330e tested in Germany is a rear driver, and although were told it can be built with an all-wheel-drive power train, the folks at BMW would not confirm if the 330e would arrive in Canada with AWD; the outgoing model is a rear driver. Note that the latest 5 and 7 Series plug-in hybrids are built on xDrive power trains, so its possible this will be announced closer to market launch. The electric motor is mounted between the engine and transmission, replacing what would normally be a torque converter. Instead of a torque converter, a multi-plate clutch is used to launch the car when the engine is running. The 330e now rides on the latest 3 Series chassis, which was introduced to market earlier this year. It boasts 25 per cent more overall rigidity; the wheelbase is 41 mm longer and the wheels have been set wider apart. This really improves handling compared to the previous generation 3 Series, and this is no less true for the heavier 330e.At 1,815 kg it is 46 kg heavier than the previous 330e, and 270 kg heavier than the 330i. That added weight is due to the larger 12 kWh lithium ion battery that replaces the previous 330es 7.6 kWh battery. The new modular battery now extends below the rear seat, whereas the previous unit extended no further than the trunk. Trunk space is reduced compared to the 330i, down to 375 litres from 480.Although it is carrying added heft, the 330e is remarkably strong off the line, its maximum combined torque propelling it from a stop to 100 km/h in 5.9 seconds; thats just one tenth of a second slower than the 330i. Steering is light, yet sharp and precise, and body roll is well managed when cornering at speed it feels as taut as a 3 Series should feel. What is notable about the 330e is its energy management system. Hybrid mode is the default drive mode when pushing the start button, so the engine does not fire, and the car can be driven silently and emissions-free up to 110 km/h before the cylinders fire up, which is a 30 km/h increase over the previous 330e. When the gasoline engine is called into duty, it is done so seamlessly only a change in the background colour of the instrument display giving away the use of gasoline.Unless Sport mode is selected, the energy management system is programmed to use mostly battery power, but without draining the battery if you have a destination set in the navigation system. Its designed this way so that there will be a reserve of electric power when you reach your destination especially important in Europe, where many city centres have bans on gasoline-powered vehicles. It will also use GPS and mapping information to optimize battery replenishment while driving, automatically favouring engine power on the highway, and electric power in urban areas.When Electric mode is selected, prioritizing the electric motor, the car can reach a top speed of 140 km/h, which is a 20 km/h increase over the current 330e. Claimed charging time from an empty battery to an 80 per cent charge is 2.4 hours when using a level 2 charger. My 330e test car is equipped with BMWs optional Live Cockpit, which includes a 12.3-inch high-resolution instrument screen, and 10.5-inch central touchscreen with Apple CarPlay. It also includes the optional BMW Intelligent Personal Assistant voice-recognition system that responds to Hey BMW, followed by a command. As long as you have a good cellular connection, the system works well using regular speech.A number of driver assists are available, either as standard or part of separate packages, including the unique Back-Up Assistant. This feature continuously records the last 50 metres of forward travel at speeds below 35 km/h, and retains the
Origin: First Drive: 2020 BMW 330e plug-in hybrid
First Drive: 2020 Porsche Cayenne Turbo S E-Hybrid
2020 Porsche Cayenne Turbo S E-HybridJil McIntosh EUGENE, Oregon Among alternative powertrains, plug-in hybrids (PHEVs) sit halfway between conventional hybrids and fully-electric vehicles. And now, Porsche has one that sits above everything else at the top of the pack.Porsche has already unveiled the Cayenne E-Hybrid, a six-cylinder plug-in version of the newest generation of its largest sport-ute. But it now juices up the Cayenne Turbos 4.0L V8 with battery power to create the new Cayenne Turbo S E-Hybrid. While the six-cylinder Cayenne E-Hybrid makes a maximum of 455 horsepower and 516 lb-ft of torque, the Turbo S E-Hybrid puts out 670 horsepower and 663 lb-ft of torque when gas and electric work together, taking it from zero to 100 km/h in just 3.8 seconds.Its similar to what the company did with its Panamera models, adding electric motors to its V6 and V8 engines, and making a hybrid the most powerful version in the lineup. This marks the second generation of a Cayenne hybrid, and the first with an available V8 engine.Those power numbers are key here. Among mainstream models, most buyers who go for a PHEV do so for the fuel savings. But according to Porsche, while its customers appreciate it when they dont have to stop at the pumps as often, thats mostly a side benefit to the extra performance. Its not like these buyers need be overly concerned with fuel costs, either. The V6-powered Cayenne E-Hybrid starts at $93,000, while the V8-powered Cayenne Turbo S E-Hybrid, which goes on sale early next year, begins at $182,200 for the regular SUV body style, and at $187,100 for the Cayenne Coupe (which, despite the name and the abbreviated-roof styling, has four doors).A PHEV is basically a conventional hybrid, but with extra battery capacity. After its been plugged in and charged, it can run solely on electricity. When the stored charge runs out, it reverts to gasoline-electric hybrid operation, self-charging its battery as it does. The electric-only portion is relatively short this Cayennes official numbers havent been released yet, but expect it to be around 40 km but unlike a fully electric vehicle, once it runs out of stored electricity, a PHEV will continue to run as long as it has fuel in the tank.I was able to drive the V8 in comparison with the V6 version. The Turbo S E-Hybrids standard features include dynamic chassis control, electro-mechanical active anti-roll bars, carbon ceramic brakes, torque vectoring, and an electronic locking rear differential; inside, theres a full leather interior (including the dash) and 18-way sport seats. My ride was optioned with 14-way massaging seats instead, and with extra-charge rear-wheel steering. All of these features, except for the locking rear diff, can be added to the V6-powered hybrid. Both versions come standard with air suspension. The visual differences between the hybrids and their non-electrified siblings are minor: mostly a badge, and an extra fuel door on the rear flank where the plug goes. The Turbo S E-Hybrids calipers are finished in eye-searing acid green, but this can be deleted to stock yellow at no charge.To say the V8 version is quick is like saying water is wet. The E-Hybrids acceleration can make your jaw drop; the Turbo S E-Hybrid knocks it off its hinges. The engine itself makes 541 horsepower, while the electric motor contributes 134 horsepower. Its sandwiched in between the engine and the eight-speed automatic transmission. I didnt get a chance to experience it, unfortunately, but Porsche claims a top speed of 295 km/h.As a rule, most PHEVs use up their stored power first, running exclusively on electricity until the charge runs out. The Cayennes charge can be held in reserve, which is a nice touch if the first part of your drive is on the highway, which chews up power in a hurry; you can save it and then use it on city streets. But in the name of performance over fuel-pump penny-pinching, the gas engine will kick in to give you the full experience if youve punched the throttle hard, even if youve specified electric operation. The Cayenne uses regenerative braking to build up its hybrid reserve, but in Sport drive mode, the engine recharges the battery and keeps it at a minimum level so that when you want to punch it, youll get the full force of electricity and gasoline working together. The effect is even stronger in Sport Plus mode, and its possible to build the battery level back up for another round of electric-only driving, even when the vehicle hasnt been plugged in.The Cayenne always impresses with how athletic it is, and my ride held the curves with ease. Its steering is laser-sharp, and its air suspension and anti-roll bars keep it flat and planted on the corners. The optional rear steering turns the rear wheels slightly in tune with the front tires at higher speed to tuck everything in, while at lower speeds they turn the opposite way for tighter-space maneuverability.But while Im probably
Origin: First Drive: 2020 Porsche Cayenne Turbo S E-Hybrid
First Drive: 2020 Mini JCW Clubman ALL4
2020 Mini JCW Clubman All4Handout / Mini FRANKFURT Minis are cute. Sure, there are reasons to like Minis other than their teddy-bear headlights and rounded, pudgy faces, but theyre nonetheless endearing little cars. Well, maybe not so little when were talking about the Mini Clubman, which boasts six yes, six doors, and seating for four-and-a-half; there are seat belts for three in the back seat, but squeezing three adults will test ones tolerance for personal space intrusion.The Clubman received its last generational upgrade in 2015, so for 2020 it receives an expected mid-cycle refresh, including new LED exterior lighting, a reworked front grille, new interior trims, and some suspension changes. If that were it, there wouldnt be much point in this test drive, but were actually here in Germany to drive the more muscular Mini John Cooper Works Clubman All4 it receives a significant upgrade, in the form of an extra 73 horsepower and 73 lb.-ft. of torque.The additional power comes via extensive changes made to the 2.0-litre turbocharged four. Boost has been increased through the use of a larger turbocharger, and subsequently, a variety of internal engine changes have been made to deal with the additional power. These in include strengthened crankshaft and bearings, pistons, connecting rods, and an improved engine cooling. The compression ratio was also lowered to prevent the engine from disintegrating due to the additional boost. Claimed engine output is now 301 horsepower and 331 lb.-ft. of torque; thats good enough to propel the JCW Clubman from zero to 100 km/h in 4.9 seconds significantly quicker than the 6.3 seconds the current, 228-horsepower JCW Clubman. The engine mates to an all-new eight-speed automatic, with a torque converter clutch that locks up as soon as the vehicle gets moving, providing a manual-transmission-like direct connection to the wheels. All-wheel drive is standard, and it now incorporates a mechanical locking front differential. Several internal components in the AWD system have also been upgraded to deal with the additional power.Externally, the JCW is distinguishable from other Clubman models by the large side air intakes in the fascia, the aerodynamic side skirts and the small roof spoiler that hangs above the vertically split rear-door windows. The interior is roomy enough for four, and storage space behind the third row seats is decent, at 360 litres. Folding the rear seatbacks down expands storage to a useful 1,250 litres. The ride is comfy and relatively quiet, unless you select Sport mode (theres also Normal and Green modes), which aside from firming up steering and sharpening throttle response, also electronically enhanced engine sound in the cabin.Probably the JCWs most redeeming quality, aside from its newfound power which allows it to blast out of corners with a little anger in its stride is its sports-car-like handling. Despite weighing in at 1,625 kilograms, it steers sharply and with precision; its rigid chassis feels taut, and it exhibits very little body roll through corners. It is also very stable in a straight line, inspiring confidence at the wheel, even with autobahn speeds approaching 200 km/h. Electronically adjustable adaptive suspension is optional, but my tester is equipped with the standard, non-adjustable dampers. The revised suspension sets the Clubman 10 mm lower than before and is set quite firm, which really enhances the JCW Clubmans handling on smooth German pavement, but is too stiff to provide a comfortable ride on our pockmarked Canadian roads. Its too bad we didnt get a chance to drive a Clubman equipped with the adaptive suspension, because I suspect it will be the better setup, since it is adjustable.The new eight-speed automatic works remarkably well, providing smooth, almost seamless gear changes when driving normally, and enthusiastically slamming into gear when upshifting while driving hard in Sport mode. Moving the gear selector to the left engages sport-shift mode, which holds gears longer than regular auto mode. Using the paddles when the gear selector is to the left engages manual mode, which allows instantaneous manual gear changes. The power increase also prompted a move to larger brake discs, and while braking is more than adequate to slow the JCW Clubman easily from speed, the pedal is sensitive at lower speeds, requiring a light touch at the pedal.The Clubman isnt Minis biggest seller, coming in just ahead of the Mini Convertible, which slots into last place in terms of sales volume for Mini. Its nonetheless a lot of fun to drive, and despite its unassumingly cute appearance, it packs the punch of a middleweight fighter. The 2020 Mini JCW Clubman ALL4 will arrive at dealers in the fall, starting at $41,090, a $3,000 increase from the current
Origin: First Drive: 2020 Mini JCW Clubman ALL4
First Drive: 2020 Audi Q7
KERRY, Ireland For 2020, the Audi Q7 has received an extensive makeover, packing fresh styling, a much swankier cabin, and a new engine, along with some cool dynamic driving assistants. As before, it will be offered in five- or seven-seat versions, and in Komfort, Progressiv, and Technik trim levels.In Europe, the Q7 will be offered with a high-tech set of HD Matrix LED headlights with laser light high beams and the latest LED daytime running lights. The look and functionality is very cool; the matrix system can eliminate the blinding light that often leaves oncoming drivers looking like the proverbial deer in a headlight. But sadly, Canadas antiquated headlight regulations mean well only see the laser light to be fair, they cast light twice as far down the road but not the matrix system.These new lights and the slick grille treatment give the Q7 more substantial presence. There are also stronger character lines through the side profile and a sharper backend with yet more LED lights. Taken individually, the changes are relatively small, but added together, they make a significant difference to the Q7s visual appeal. Another of the key improvements is a new 3.0L turbocharged V6 engine and the addition of a 48-volt-based mild-hybrid system, while the base turbo-four will carry over. The new turbocharged V6 makes 335 horsepower and a rewarding 369 pound-feet of torque from 1,370 rpm up six and 44, respectively. It also arrives 1,530 rpm earlier than the outgoing supercharged V6. As peak torque now arrives 750 rpm off idle, theres no turbo lag off the line and the mid-range is very strong. The proof of the engines sweetness is found in the numbers the 2020 Q7 runs from zero to 100 km/h in 5.9 seconds and it completes the 80 to 120 km/h passing move in 3.7 seconds.While the belt/alternator/starter (BAS) mild-hybrid system can add some power to the gas engine, its primary function is to allow the engine to shut down and restart without the harshness encountered when a regular starter motor does the job the stop/start system is all but instantaneous. It also allows the engine to shut down when coasting between speeds of 55 and 160 km/h. Audi says the combination cuts fuel consumption by 0.7 L/100 kilometres.The reality is most buyers will enjoy bigger savings. According to Natural Resources Canada, if the drivers of light-duty vehicles cut their idling time by just three minutes a day, over the year Canadians would collectively save 630 million litres of fuel. Kudos to Audi for the move Mercedes-Benz elected not to bring its 48-volt mild-hybrid system, found in new GLC, to Canada. Pity.The new engine drives all four wheels through an eight-speed automatic transmission and Audis Quattro system. In this application, power is split 40 per cent to the front and 60 per cent to the rear through a self-locking centre differential. On the run around the Ring of Kerry, the wet and slippery roads could not induce wheel spin, even after hammering the gas from a standstill. This speaks to the proficiency of the system.Where things begin to get out of hand is the number of driving modes. Theres Off-road, All-road, Efficiency, Comfort, Auto, Dynamic and Individual. These are then layered with the transmissions Drive, Sport and Manual modes. Frankly, the two off-road modes are redundant whos going to risk the Q7 by running a back woods trail? Cut the clutter and use Comfort with the transmission in Drive when running around town. Pick Dynamic and Sport for the transmission when out for an enthusiastic run it sharpens the handling and brings the hybridized turbo V6 to life.While there are three suspension choices a steel-spring setup and two air suspensions with adaptive damping. The test ride arrived with the optional S-line sport air suspension with adaptive damping. It lowers the ride height by 15 millimetres compared to the other two setups. On the drive, it delivered its goods across the spectrum. It was cushy in Comfort mode and sharp as a tack in Dynamic mode. The oversized P285/40R21 tires and all-wheel-drive certainly helped the handling cause. The optional active roll stabilization works to perfection on the oh-so-tight Irish backroads, there was just the merest hint of roll and this was in Comfort mode. When set in the more aggressive Dynamic mode it kept the body as flat as gravy on a plate. Helping matters is the four-wheel steering system; while it does sharpen the turn-in response at speed, it shines in parking lots, where it chops the turning circle by a full metre.Inside, the single biggest change to the interior is the addition of Audis latest dual-screen MMI navigation plus infotainment system it mirrors the system found in the Q8 and has a Wi-Fi hotspot, along with a solid voice recognition system. Its much sharper to look at, and it’s as easy to use as easy gets. The top screen looks after the infotainment and navigation duties, and shows the drive mode selected. The lower screen
Origin: First Drive: 2020 Audi Q7
First Drive: 2020 BMW Alpina B7
2020 Alpina B7BMW MUNICH, Germany When it comes to defining the Alpina style, it is not about being big, bold or brash, its all about understated bespoke luxury. What goes unsaid is the new 2020 Alpina B7 has all the subtlety of sledgehammer, but one thats wrapped in finely crafted Lavalina leather. Its said to be one of the finest leathers available and its an option on the European model. Youll also find it gracing the cabin of some Rolls-Royces.The B7 the B standing for benzene (or gasoline); the 7 representing the long-wheelbase flagship model upon which its based can be likened to an M5, but with a more rounded personality. The M5 reference comes from the B7s scintillating turn of speed and its wherewithal to dance through a series of switchbacks with an agility that belies its size. Conversely, it ran an unrestricted section of the Autobahn at 275 kilometres an hours (it has a top speed of 328 km/h!), and it did so in a manner that would not be out of place in a Roller. The diversity makes for a wonderfully capable drive. In 1962, Alpina produced a Weber carburetor and intake manifold kit for the BMW 1500 this kit and a crankshaft form the companys logo today. Since then it has evolved into a fully-fledged operation that modifies many BMW cars and SUVs.The B7s exterior treatment sees larger air openings up front, as well as subtle spoilers and aerodynamic aids designed to ease it through the air and add some needed downforce when travelling at Autobahn speeds.The real work, however, is found beneath. Everything from the engine and transmission to the steering, suspension, exhaust and cabin are upgraded or tuned to Alpinas specification.Most of the new or revised parts are delivered to BMWs factory where the B7 is assembled alongside other 7 Series models. It then goes to Alpinas factory in Buchloe, about an hour west of Munich, to get the finishing touches the seats are re-upholstered, the hand-stitched steering wheel is fitted and the remaining aero-aids are added, as is a revised exhaust system.While the B7s engine has same 4.4-litre displacement and twin turbochargers as its 7 Series counterpart, the blowers are larger and there are massive water-to-air intercoolers. The combination ups the horsepower and brings the torque down to the bottom end of the rev range.In this case, the V8 produces 600 horsepower and the 590 pound-feet of torque are available at 2,000 rpm. It fires the lot through a modified eight-speed automatic transmission and all four wheels. Again, the operating logic of the xDrive system has been tweaked to make the B7 sportier when dynamic traction control (DTC) is engaged it sends 85 percent of the power to the rear wheels. Flexing the engine proved Alpina loves low-end torque. At what seemed to be the bottom of the gas pedals travel theres a button. Push through it and the low-end torque sees the B7 picks up its side sills and blast forward at an alarming rate. It runs from rest to 100 km/h in 3.6 seconds. Now thats very good, but its the mid-range where the powertrain combination really sings its tune hammer the gas at 80 km/h and it reaches 200 km/h in what feels like the blink of an eye, and it does so while pushing the riders back into the seats with surprising authority. Thankfully, the B7 is also equipped with a very large set of fade-free brakes!Where things get complicated is the number of driving modes. There are two EcoPro modes, two Comfort modes, two Sport modes including an extra dynamic + setting, an Individual mode that allows the car to be customized and an Adaptive mode. Here the car picks what it deems to be the best blend of settings. Each mode is then layered with the drive, sport and manual modes for the transmission. Overkill to say the least, so stick with Comfort for everyday driving and Sport+ for an enthusiastic run.The sports exhaust is fitted with quad tailpipes (an M exclusive in BMW) and active exhaust valves. It varies the amount of noise according to the drive mode selected. This was one of the few nits to pick the European car had a muted tone that did not speak to the level of performance at play. Alpina says the North American car will get a more robust sound. As with everything else the chassis has been extensively reworked. The specially tuned air suspension, adaptive dampers, active roll stabilization and four-wheel steering deliver a car thats both supremely comfortable and agile beyond its heft.At one point, the Autobahn began to curve. It was not a kink in the road, but a corner that required a fair amount of steering input. With everything set in Sport+ the B7 took the corner without so much as flinching, which left the riders feeling secure in its planted feel. Oh, yes, it was doing 220 km/h at the time!As with the rest of it, the cabin really is a place to luxuriate and enjoy the high life. The testers fully articulated seats are wrapped in that aforementioned Lavalina leather and it extends to
Origin: First Drive: 2020 BMW Alpina B7
First Drive: 2020 Cadillac XT6
Washington, D.C. The 2020 Cadillac XT6 is a new three-row, all-wheel-drive crossover that sits neatly between the face-lifted XT5 and overblown Escalade. It is large without feeling bloated and it has the amenities expected of a luxury crossover. There are two distinctly different models the Premium Luxury keys on the softer side of life; the Sport adds an entertaining extension to the drive.The key differences between the Premium Luxury and Sport is that the latter earns quicker steering, a torque-vectoring all-wheel-drive system and adaptive damping. It is also offered with larger P265/45R21 tires. Other changes are found in the grille treatment and the interior trim. The Premium Luxury uses exotic wood trim; the Sport gets carbon-fibre inserts.Both models are powered by a 3.6-litre V6 that makes 310 horsepower and 271 pound-feet of torque. It has plenty of pop off the line and it works with a slick nine-speed automatic transmission. The two work very well together, providing solid performance over the entire operating range. At the top end, the transmission gearing improves fuel economy, as does the cylinder deactivation system when loads are low the engine shuts down two of the six cylinders. In a strange twist, the engines output is referenced in the badging. The 400 badge on the liftgate indicates the amount of torque on tap or thats the intent. Rather than round up the pound-feet and use that number, the twisting force is converted to Newton-metres and then modified. This means the 271 lb.-ft., which converts to 367 Nm of torque, becomes the 400 designation after its been doctored. It is a strange naming strategy to say the least.While the Premium Luxurys all-wheel-drive system does add stability to the drive, it does not compare with the Sport Control system used in the Sport model. The latter has two clutches in the rear axle module. Heading into a corner, the system directs the drive to the outside rear wheel, which helps to power the XT6 through the corner with more authority it can send up to 100 percent of the power to the outside rear wheel if thats whats needed. The upshot is the XT6 Sport turns into a corner in a quicker manner and it does so with less understeer and less steering input when compared to the Premium Luxury. On the drive, the Sport impressed with its overall driving dynamics.Other differences in the personalities show up when the going gets quick. The Premium Luxurys front struts and multi-link suspension are tuned to maximize ride comfort. This introduces more body roll and the steering is softer in any mode except Sport the driver can choose between Tour, AWD, Sport and Off-road. Conversely, the Sports adaptive damping delivers a comfortable ride when in AWD mode and it cuts body roll noticeably when in Sport mode. Interestingly, Tour mode adopts a front-drive format to save fuel. Forget it and the off-road mode and stick with AWD or Sport. The XT6 is notable for the quality of the interior execution. Both trims feature nice materials and all the surfaces are butted together neatly. The latest Cadillac User Experience (CUE) with its eight-inch touchscreen now has a new central controller with a jog function. It makes it much easier to navigate between functions. The nit to pick is the instrumentation. While it is reconfigurable, it lacks the visual zing of the Audi Q7s Virtual Cockpit it is going to be one of the XT6s key competitors.If you want more luxury, the Platinum package is available on both models. Theres semi-aniline leather on all seats, the dash panel and doors are wrapped in leather and theres a smart microsuede-like headliner. On the Premium Luxury, it also adds the aforementioned adaptive damping.The XT6 comes with 11 standard safety systems, including blind spot monitoring with rear cross-traffic alert, lane-departure warning with lane-keep assist, auto high beams and low-speed forward collision prevention with auto braking. It requires the Driver Assistance package to get adaptive cruise control and enhanced forward collision prevention with full auto emergency braking.The other safety system worth considering is the optional three-LED headlight system. There is one low-beam unit and two high-beam units, each of which has 16 individually controlled LEDs. It brings superior illumination. A very cool extension is the Surround View Recorder. It acts like a 360-degree dash cam. It runs a five-minute loop whenever the XT6 is in motion, however, when triggered by an incident it stores the video on an SD card. It is novel and means no more ugly dash cams stuck to the windshield.Unlike many in the segment, the second two rows of seats are usable. Sliding the middle row forward opens up some legroom for the third row riders. When the third row is empty and the middle row is fully rearward there is ample room for a pair of six-foot riders head-, leg- and elbowroom are all generous. There are both six- and seven-seat
Origin: First Drive: 2020 Cadillac XT6
First Drive: 2020 Toyota GR Supra
MONT TREMBLANT, Que. You cant really call the break between the previous, fourth-generation Toyota Supra and the all-new 2020 model a hiatus its been 21 years, after all. Its really a resurrection of storied nameplate. The Supra began as an upscale version of the now-defunct Celica, eventually morphing into a sporty standalone model. It reappears now as a completely new car, and it differs significantly from its ancestors now, its now an Austrian-made BMW at heart.Comparisons, therefore, will be drawn with the latest BMW Z4, with which the Supra shares a platform. No, the Supra isnt a drop-top, and having previously driven both the four- and six-cylinder Z4, I can attest that the Supra is quite a different car.Power comes from BMWs 3.0-litre turbocharged inline-six found in the Z4 M40i, claiming 335 horsepower and 365 pound-feet of torque. Those number differ from the M40is 382 hp and 369 lb.-ft., but Toyotas brain trust assured us that this is because the Supra is tuned to deliver more torque at lower engine speeds. We cant dispute the logic, since despite the lower output, the Supra will sprint from zero to 100 km/h in 4.3 seconds, compared to the Z4 M40is 4.5 seconds. Lacking a retractable roof and the additional chassis bracing a convertible usually requires drops the Supras curb weight by 20 kilograms compared to the Z4, at 1,541 kilos. I can almost hear manual transmission proponents lamenting the availability of only an eight-speed automatic, especially Toyota fans, who are grabbing up the manual-box Toyota 86 at a rate of 64 per cent compared to the automatic. But if a company offers only an automatic in a super-sporty coupe, it should at least be a really good one and the Supras is nearly flawless, shifting swiftly and without hesitation when using the steering-wheel paddles.And since weve just mentioned the Toyota 86, note that while the two-seat Supra is about the same length overall as its stablemate, the wheelbase is actually 101 millimetres shorter. The wheels track wider, too: 76 millimetres wider at the front and 50 at the rear.Toyota simplifies the drive-mode selection with two main modes Normal and Sport. A sport button on the centre console selects between the two modes, and Sport really amplifies the driving experience. It firms up the active suspension, steering, sharpens gear changes, and adds considerable exhaust sound and adds popping when backing off the throttle. The exhaust has a rich, raspy tone that comes close to aural ecstasy, even if some of the sound is generated electronically within the cabin.A third Sport Individual mode is available that allows you to tailor certain parameters. One parameter I would change within Individual mode is the transmission mapping; while gear changes were flawless and well timed when driving aggressively in Sport mode, it held lower gears at highway speeds, topping out in sixth gear while maintaining a steady 110 km/h. This is Toyotas sportiest production car ever, so it seemed appropriate to drive it at Quebecs Circuit Mont Tremblant. The fast, smooth and flowing course emphasised the Supras remarkable handling. Steering feel and precision are excellent, and the car is sharp and offers forgiving feedback through its firm suspension and rigid chassis. Its nonetheless a very fast car and not meant for novice track-day drivers, accelerating out of corners with more gusto than one would expect from 335 horses chalk that one down to its low-rpm torque delivery.Body roll is minimal, and the Michelin Pilot Super Sport tires offer appropriate track-friendly grip, allowing high cornering speeds. Another track-friendly feature is the Supras Brembo brakes; hammering on the brake pedal will make your eyes bulge, and theres no discernible fade after five hard laps. The seats feature deep, adjustable side bolsters, which hold you firmly in place when cornering at speed. A prominent, centrally mounted round tachometer hints at the Supras penchant for track driving.And about that automatic: It detracts nothing from the track driving experience; it does exactly what you ask of it in manual mode, and unless youre a complete dunce, with eight ratios to choose from youre never in the wrong gear. Even though shifting a manual transmission is no longer the quickest way around a track, I would prefer having the option, if only for the more intense driving experience and as 86 buyers have demonstrated, they also prefer sporty Toyotas with a third pedal. That said, the ZF-manufactured unit is a pretty good substitute.On the road, the Supra is stiff, even in normal mode, but not intrusively so unless you aim for big bumps, and theres more tire noise that infiltrates the cockpit than in a sedan. The Supra also turns heads on the road, though that might be because its currently a rare sight. Toyota says it will bring 300 units into the country for this year, and plans to bump that number to about 500 for next year. So if were to compare
Origin: First Drive: 2020 Toyota GR Supra
First drive: 2019 Mini Electric driven on track
The Mini Electric is the launching point of a bold new era for the venerable British brand – but the first impression you get from driving one is reassuringly familiar. Perhaps the biggest compliment you can pay Mini’s first series production electric car is that it drives and handles exactly as you’d expect a Mini to, regardless of powertrain. Which, of course, is no bad thing, because the classic Mini characteristics – sharp steering, rapid direction changes, nimble handling – represent both a formula that works, and exactly the sort of characteristics you’d want from an electric city car. Much like when BMW first revived the brand with the hatch in 2000, the aim for the British-built Mini Electric (known as the Mini Cooper S E outside the UK) is to wrap up a progressive modern design with nostalgic-tinged appeal. And a brief run in a production version on the Brooklyn Street Circuit that hosted the recent ABB Formula E Championship New York ePrix suggests that goal has been achieved. What is the Mini Electric like? Like any other Mini three-door hatch, when you first set eyes on it. That’s aside from a few visual touches, mostly based around the front grille and a handful of small badges – and the obvious lack of engine noise when you hit the start button. Which is probably a good thing, since it’s a proven, popular design, and there’d be little point in having an electric Mini that didn’t really look like a Mini. It’s a notably different tack from the designed-to-be-different BMW i3, which the Mini takes much of its powertrain from. The production interior is highly familiar as well, using the retro-fused dash layout as the petrol-powered Mini hatch. So there are big, round driver info display and infotainment screens, with plenty of old-school toggles and physical switches, including the classic start/stop switch in the middle of the dashboard. It contrasts sharply with the minimalist, touchscreen-dominated interiors of many electric cars currently being developed, but the links to the current petrol-powered Mini – and, in turn, back to Alec Issigonis’s original creation – work well. There are some minor differences, if you look hard enough. The most notable is the replacement of the manual handbrake with an electronic one for the first time, to match the gear-free electric powertrain. There is also a mode that sets the level of energy the car recaptures under braking, which the digital display gets new screens showing energy usage, power levels and so on. Under the retro skin, the Mini Electric borrows much of its powertrain from the BMW i3, with a 32.6kWh T-shaped battery powering a 181bhp and 199lb ft motor. Unlike the i3, power is sent to the front wheels only, resulting in a -062mph sprint of 7.3 secs, and a top speed of 93mph. The battery size gives a WLTP-certified range of 124-144 miles, which is around the same as the forthcoming Honda E, but less than rivals such as the Peugeot e-208 and Vauxhall Corsa-e will offer. What’s the Mini Electric like to drive? We were among the first journalists to drive a production-spec Mini Electric, albeit for a brief run around the 1.475-mile Formula E Brooklyn Street Circuit at limited speed. That said, it was enough to confirm initial impressions from our previous run in a prototype: that electric propulsion suits a Mini very well. The instant torque offered by an electric motor makes for rapid progress at all speeds, while BMW’s new ARB traction control system ensures that delivery is kept smooth. With its capability to make rapid progress, it definitely has an air of Mini Cooper S about it. The steering is also pleasing direct, the machine responding well to rapid direction changes and betraying little signs of the extra weight of the batteries contained low down in the car. It rides well, too, soaking up the many bumps and rough surfaces that feature on a street circuit laid out on the ageing roads of the Brooklyn Cruise Terminal. It didn’t feel quite as direct or nimble as the smaller Honda E did from our brief time in a prototype version of that car, although the Mini Electric is bigger and more practical, and could perhaps prove more versatile beyond tight city streets. The three drive modes – Standard, Mid and Sport – carried over from the regular Mini adjust the performance as you’d expect, although it will take a longer run to really explore the differences in all conditions. The Mini Electric also offers adjustable levels of energy recapture under braking, as with many electric cars. In the higher setting it’s possible to drive the machine largely without touching the brake pedal, the recapture quickly slowing the car enough for all but the tightest turns. Again, it’s a driving style that is well-suited to the characteristics that have long underpinned the Mini brand. Is the Mini Electric worth considering? It will take a longer run on real-word roads to truly judge the Mini Electric, but what’s clear is that everything customers
Origin: First drive: 2019 Mini Electric driven on track
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