Mary Ann’s Electric Drive

Harvey Soicher, photographed here last weekend outside his Kitsilano home, embarked on a cross-country adventure a few days ago in his brand new and all-electric Audi e-tron 55 quattro Technik. The 20,000-km journey is a tribute to his wife Mary Ann, who passed away from cancer just over a year ago.Andrew McCredie Keep busy. Thats the best advice to give someone grieving the loss of a loved one.Harvey Soicher lost the love of his live and wife of 27 years Mary Ann just over a year ago to cancer, and on Tuesday embarked on a two-month adventure that should keep him very busy indeed. The Vancouver man is driving his brand new Audi e-tron 55 quattro Technik across Canada and then back home through the States as both tribute to his beloved and as tonic to his broken heart.Now, many people drive across the continent and back in the course of an epic summer road trip. Its a right of passage, in fact. But very few would ever consider covering those 20,000 kilometres in an all-electric vehicle. The logistics alone are daunting, particularly with the northern route Harvey has chosen, where electric charging infrastructure is by no means established. But with the helpful assistance of plugshare.com, hes mapped out a route that hes confident will keep him charging forward.I know it sounds strange but I really feel like a pioneer of sorts, he said last weekend during final preparations of the trip, having just taken delivery of his e-tron a few days earlier. Im sure in a few years it wont be a big deal at allto drive an EV across the countrybut right now it still seems pretty adventurous. ‘Mary Ann’s Epic Journey of Love’It was April of 2017 when Harvey put in his notice for retirement with ONeill wetsuits, a company that hed worked as a travelling sales rep for nearly three decades. The plan was that he and Mary Ann would do a long talked-about road trip to Newfoundland. A week later Mary Ann discovered a lump on her neck, that turned out to be malignant.Then everything changes, Harvey says with a catch in his breath.An aggressive schedule of chemo treatments led to what he says was an amazing recovery, like nothing was wrong with her. They almost thought she was cancer free. We really thought there was a future.The couple enjoyed a trip to Banff with friends, a five-day trip to Chicago and a business conference in Montreal. Then in December of 2017 Mary Ann felt some pain in her hip, which got worse. The cancer had come back and had spread to her bones.It was metastatic bone cancer. Very painful, and she ended up in wheelchair, Harvey said very quietly, then pausing for some time before, It was brutal.When she passed away Harveywho describes himself as a road warriordrove his wifes ashes in her Audi Q5 from Vancouver to her hometown of Port Credit, Ontario. He called the trip Mary Anns Epic Journey of Love.I visited friends of hers along the way to talk about her and to visit with them, he said, adding that he told one of them he was thinking about writing little stories about whom he met along the way and what friends had to say about Mary Ann. And she said Do It!And so a blog was born.My brother is driving and Im on my laptop writing out some of the stories Id heard the day before, Harvey continued. I had an email group list set up from when I was sending out news about Mary Anns treatments and how she was doing, so I just used that to send out the stories.The response was overwhelming, and the entire experience helped pave the way for the sequel to Mary Anns Epic Journey of Love. Its called Mary Anns Electric Drive.Harvey Goes ElectricIve always been an alternative fuel guy, Harvey said. About 30 years ago I had a van and I had it converted to propane. Then I wanted a diesel so I got the VW Touraeg. Loved the power and the fuel economy, the durability and the look of it. Just loved it. Its not just the best car I ever had it is the best purchase I ever made.But then came the day in 2015 he watched the documentary The Revenge of the Electric Car. Before the end credits had finished hed decided he was going to get a Tesla and went online to the companys website.I became a huge Elon Musk fan, he said. I read his biography and was so enthralled I told Mary Ann I wanted to work for Tesla. She said to me, Harvey, I didnt sign up to marry you for you to become a car salesman. If that happens, Im outta here.Okay, but that didnt mean he couldnt buy a one. Only problem was he wanted an SUV, not a sedan, but the Tesla Model X was too expensive. He also didnt like the fact its gullwing rear doors meant you couldnt put a roof rack on it for a surfboard or skis. But then the Tesla Model 3 was announced and he put down a deposit for one, a day before the Model 3 was even revealed.I was number 80 in Vancouver on the wait list, he recalled, then laughed at his devotion to the brand. I went online to the Tesla store and bought a Tesla ball cap and some Tesla golf balls.At the time Mary Ann had an Audi Q5 and Harvey
Origin: Mary Ann’s Electric Drive

First Drive: 2020 Bentley Continental GT V8

ST. HELENA, Calif. One hundred years ago, W.O. Bentley created a company with a simple objective: To build a fast car, a good car, the best in its class. After initial growing pains, it found its raison dtre in its pursuit of luxury and performance, the latter exemplified by its five victories at the 24 Hours of Le Mans between 1924 and 1930.And though producing little more than rebadged Rolls-Royce cars during the decades it was owned by the bespoke manufacturer, the 21 years that Bentley has been under the stewardship of Volkswagen AG has seen the British company construct some of the worlds most sought-after, sumptuously fitted, overpowered grand touring machines emphasis on grand.The 2020 Bentley Continental GT, in coupe and convertible variants, is more of the same. The third-generation iteration of the companys most successful product 70,000 sold since it made its initial debut in 2003 was all-new last year, at least in hardtop form and powered by Bentleys signature 6.0-litre W12 engine. Its droptop sibling now joins it, and both have a new addition in the powerplant department a twin-turbo 4.0-litre V8 mated with a new eight-speed double-clutch transmission. (Just to keep the record straight, the convertible will be available later this year with the W12.)And lest anyone thinks 542 horsepower and 568 pound-feet is somehow deficient, at least when compared with the 12-cylinders thundering 626 horsepower, allow me to purge that notion. The V8 hardtop GT will move its 2,165-kilogram mass from rest to 100 km/h in just four seconds; the convertible is but a tenth slower despite another 170 kilograms of road-hugging weight. This is a mere three-tenths of a second slower than the W12 models. (When experienced for the first time, its like discovering Pavarotti could run the 100 metres in 10 flat. Something this big shouldnt be that fast.) In addition to a seemingly endless supply of power across a broad range, the V8 blat and burble though the stylish quad exhaust pipes plasters a guilty grin on ones face. Some might argue that Bentleys are about prestige and overt luxury and they would be right. But Bentley has also been walking the walk with the Continental GT for a half-dozen years, campaigning the car in a number of race series throughout the world. Its even going after the production-car Pikes Peak hillclimb record currently held by a Porsche 911 Turbo S on June 30, albeit with the W12 engine.More to the point, the GT is equally adept at diving into a decreasing radius turn at a decent clip, holding the correct line and blasting off to tackle the next. Our drive route started in St. Helena, headed through the Napa and Sonoma valleys and then up and over the mountains to hook up with the Pacific Coast Highway on the other side. From there, it was a long run south on the 101, through congested San Francisco and finally zipping along at a brisk clip the highways 65-mph speed limit is clearly a mere suggestion for most California motorists ending up in Palo Alto. For the first half of the route, the roads, blessedly free of vacationing RVs and other mobile chicanes, had more twists to them than a politicians promise. Though initially thinking the cars steering a little light for the job at hand, I revised my belief after about the 200th corner.Impressive is the fact ride quality was not compromised one iota, even with the GTs drive mode set on Sport. Both the coupe and convertible are equipped with front and rear lightweight anti-roll bars for extraordinary handling, while the optional Dynamic Ride System controls ride comfort and lateral roll, cushioning passengers from excessive movement. The air suspension uses three-chamber air springs, further improving ride comfort. It has the scope to vary from sporting spring stiffness to limo-like refinement, depending on which mode is selected. Standard active all-wheel drive varies the front-to-rear torque split dependent on the driving situation, though the setup is tuned to use rear-wheel drive as much as possible during normal driving.Although there was plenty of time spent hooning the GT V8s in very atypical fashion, there was occasion enough to cruise through the small farming and tourist towns dotting the route, top down in the convertible, soaking up the rays and reveling at the cars finer touches, of which there were many. The convertibles tailored roof can be deployed or stowed in just 19 seconds at the touch of a single button, with the car travelling at speeds of up to 50 km/h. A newly designed neck warmer both warmer and quieter than in the previous GT Convertible is integrated into the heated and vented seats (with massage function), optimizing airflow around the electrically adjustable headrests. Combined with a heated steering wheel and new heated armrests, al-fresco motoring can be extended into the colder months.Bentleys, from the Bentayga to the Mulsanne, are known for their opulent handcrafted interiors,
Origin: First Drive: 2020 Bentley Continental GT V8

First Drive: 2020 Chevrolet Silverado HD

2020 Chevrolet Silverado HDCosta Mouzouris / Driving BEND, Oregon If you drive a heavy-duty pickup, Chevrolet is calling you fat. Really. Just look at this claim, lifted directly from the press release of the 2020 Silverado HD: The all-new 2020 Silverado HD is longer, wider and taller than its predecessor and is scaled for HD customers. Maybe its time to hit the gym.Alright, theres no need to send angry letters to GM telling them that youll drive a Ford from now on. More accurately, what Chevrolet is saying is that it has scaled up its heavy-duty trucks to meet the increasing demands of HD truck customers. Owners want to get more out of their trucks in terms of capability, because according to Chevy they are working those trucks harder.The 2020 Silverado HD is 40 millimetres taller, 35 millimetres wider, and up to 264 millimetres longer than before, and the wheelbase has been lengthened by up to 132 millimetres. Volume has been increased in both the 6.9- and eight-foot beds, to 1,728 and 2,162 litres (up 242 and 202) respectively.Two engines are available. One is the all-new and much more powerful 6.6-litre direct-injected V8 that develops 401 horsepower and 464 pound-feet of torque, up 41 hp and 81 lb.-ft. compared to the outgoing 6.0L V8. Like before, it powers a six-speed automatic transmission. The other engine is the optional 6.6-litre Duramax turbodiesel V8 that claims 445 horsepower, and almost double the gas engines torque, at 910 lb.-ft. While its the same diesel as previously available, it now couples with an Allison 10-speed automatic transmission, making a big difference in the diesels performance. An active transfer case is standard on 44 models, automatically shifting between two- and four-wheel drive depending on the situation.The diesel driveline has been upgraded with larger front and rear axles, larger ring gears in the differentials, and 30-per-cent larger-diameter drive shafts, which has increased towing capacity by up to 52 per cent, now maxing out at 35,500 pounds. Payload varies from 3,600 to 7,500 pounds, depending on the model. The five available trim levels include Work Truck, Custom, LT, LTZ and High Country, each one getting progressively more equipped.To test the new Silverado HDs capability, our hosts hooked up a trailer carrying the maximum 35,500-pound load to a 3500 diesel duallie. The trailer had a huge anvil-shaped prop loaded for visual effect, thought the actual weight came from a pile of large metal plates beneath it.You dont even feel the weight, boasted several of Chevys marketing gurus about the Silverados ability to pull the rig. Truth is, you do feel the weight its more than 15 tonnes, after all but the Silverado pulled the trailer with so little effort that, had its weight not been divulged to me ahead of driving it, Id have never guessed that it were anywhere near the maximum capacity. The truck pulled away effortlessly and shifted gears smoothly, with smaller steps between gears than on the former six-speed. It also accelerated quite briskly considering the load it had in tow. The diesel is equipped with an after-run feature that keeps the engine running for up to 15 minutes after the truck is shut off to allow it to cool down after towing a particularly heavy load. If engine temperature is high, the driver will be prompted to turn the system on after shutting down, and if the driver does not do so and shuts off the engine anyway, it will restart on its own and run until it cools to an acceptable temperature.An integrated power take-off unit (PTO) is now a factory-installed option, so owners dont have to equip their trucks with an add-on aftermarket unit, or alter their trucks if they want to use them to power work equipment. There is also a removable lower panel on the front bumper to allow installation of a snowplow, again without having to permanently modify the truck. Another handy feature is an integrated block heater plug, located at the lower left side of the front bumper, so you dont have to pop the hood or pull a wire through the front grill if you need to plug in. If you do need to pop the hood, note that the reach is a long way up to pull it back down this is one tall truck.Chevy has done an excellent job of isolating the cab, and the interior is quiet and the ride smooth. The serene cabin doesnt make the Silverado HD feel like a truck ready for heavy worksite duty, at least not on smooth roads. But theres no masking the firmness of a suspension built to pull more than 35,000 pounds; the ride is harsh when driving over big bumps.A back-to-back trailer pull with a gasoline and a diesel Silverado HD revealed why you should opt for the diesel if you haul heavy loads regularly. A gasoline-powered 2500 crew cab hauled 12,000 lb with relative ease, but the engine produced more noise and didnt accelerate as hard as the a 2500 Duramax pulling a 14,000-pound load. The trailering route included some long hills, which
Origin: First Drive: 2020 Chevrolet Silverado HD

First Drive: 2020 Mercedes-Benz GLS

2020 Mercedes-Benz GLSCosta Mouzouris / Driving WANSHIP, Utah You have to wonder when big becomes too big, but apparently, Mercedes-Benz isnt there yet. The full-sized GLS has grown in every dimension for 2020, and it also gets a healthy dose of luxury and new tech.You might not immediately notice the changes when looking at the entirely redesigned GLS head-on the changes in the fascia are subtle, with a more horizontal layout of the grille openings and full LED exterior lighting is now standard. But the from the side, you cant mistake the 2020 GLS for the 2019 model; the sides are much more streamlined, with fewer character lines smoothing out the door panels. The silhouette has also been softened and is less angular than before.The wheelbase has stretched by 60 millimetres to 3,135 millimetres, and the body is 77 millimetres longer and 22 wider. The extra dimensions have added 87 millimetres more legroom for second-row passengers, more shoulder room, and theres now 100 litres more cargo capacity with the second- and third-row seats folded down, at 2,400 litres.While the exterior changes are somewhat noticeable, theres no mistaking the new GLS for the old when you step inside. A pair of large 12.3-inch screens have replaced the conventional instrument panel that had round gauges, as well as the centre stack. This gives the cockpit a much cleaner appearance, especially since most of the buttons are gone from the centre stack. The new dashboard combines with a more harmonious, flowing cockpit that feels warmer than the more industrial interior of the outgoing model. Regardless of whether youre sitting in the first- or third-row seats, your smart phone will never run out of juice, since up to 11 USB ports are available, all the way to the back of the vehicle. Theres also no need to yell to the driver when relegated to the last row which is roomy enough to fit two adults comfortably as theres an in-car intercom system.Infotainment and other controls are now managed through the right-side touchscreen, which operates like a vertically mounted tablet; you can drag across the screen to call up the various apps. Theres also a touchpad on the centre console, that proved mostly redundant since the touchscreen was more convenient to operate. And of course, theres the steering wheel controls.If those still arent enough ways to communicate with the GLS, you can always call out, Hey Mercedes, which wakes up Mercedes MBUX voice assistant. Simply stating something like, Hey Mercedes, I want some pizza, will prompt an online search for nearby pizza joints, and display them on the screen with the option of selecting one for the navigation system. Sometimes normal conversation prompted the MBUX, which then had to be cancelled.Engine choices include a 3.0-litre inline-six in the GLS 450 and a 4.0-litre V8 in the GLS 580. Both engines are turbocharged, and both engines feature a 48-volt electric motor/alternator that adds 21 horsepower and 184 lb.-ft. of torque for short bursts of acceleration. The six-cylinder was previously electrified in the GLE 450, but its the GLS that sees the first application of the electrified V8 for Mercedes. Without the added juice, output is 362 horsepower and 369 lb.-ft. of torque for the six, and 483 horsepower and 516 lb.-ft. of torque for the eight. Zero to 100 km/h times are 6.2 and 5.3 seconds, respectively. The 48-volt electrical system also feeds power for the start-stop function, power steering pump, and air conditioner, eliminating the need for drive belts, while reducing parasitic losses on the engines. Both engines drive all four wheels through a nearly seamless nine-speed automatic transmission.Air suspension is standard, and is adjustable over a 60-millimetre range. It can be lowered to allow easier access, and raised for additional clearance when needed. Car Wash mode, for instance, closes all windows and sunroof, raises the suspension, and deactivates the automatic wipers to prevent damage in a car wash.Optional only on the GLS 580 is E-Active Body Control system. This elaborate active suspension setup uses a pair of cameras to scan the road surface, and combines the air suspension with height-adjustable active damping to react to what the cameras see. It can also tilt the GLS into a turn when Curve mode is selected, or hops on its wheels like a low rider to free it if the GLS gets stuck in sand or snow.Having sampled both systems, I can attest that the E-Active suspension provides uncannily smooth control over a variety of road surfaces, however, the standard air suspension is more than good enough for anything but serious off-roading, with a compliant, smooth, and well-controlled ride. Now, I wasnt going to even discuss the GLSs off-road capability, since that aside from maybe an occasional unpaved driveway, its highly unlikely that anyone will go trail blazing in a GLS. However, a one-hour loop along some difficult and challenging terrain
Origin: First Drive: 2020 Mercedes-Benz GLS

First Drive: 2020 Chevrolet Silverado 1500 Duramax Diesel

2020 Chevrolet Silverado Diesel REDMOND, Oregon Chevrolet redesigned the Silverado 1500 pickup for 2019, and as with any normal upgrade, it got bigger, lighter, and more capable. New materials and a lighter yet more rigid frame contributed to drop in weight of up to 204 kg compared to the previous model. It also got a number of available engines. Five of those engines run on gasoline; the 3.0-litre Duramax turbo-diesel is the latest engine to be added to the Silverados powertrain choices, and it is the only engine free of spark plugs.Its a high-tech inline six, with aluminum block and cylinder head, dual overhead cams and four valves per cylinder. It also uses a variable-geometry turbo that adjusts boost pressure based on demand, as well as an electronically controlled variable-flow intake manifold among other power boosting features. Ceramic glow plugs are said to shorten warm-up time at startup, so you can hold off on plugging in a block heater until the temperature dips below -30 degrees Celsius, reducing the likelihood of having to take that freezing early morning walk out to the driveway to plug in.The diesels raison d’être is to combine good fuel economy with high torque, and it delivers as advertised. It claims 277 horsepower, and 460 lb.-ft. of torque from just 1,500 rpm. Its currently the most powerful diesel engine you can get in a light-duty pickup. Fords 3.0-litre V6 turbo-diesel claims 250 horsepower and 440 lb.-ft of torque. The Chevy diesel is coupled to a 10-speed automatic, which is the same transmission youll find on the 6.2-litre direct-injection gasoline V8. There are eight Silverado trim levels to choose from, from the basic Work Truck to the fully frilly High Country. Two of those trims, the Custom and LT, are also dubbed Trail Boss, which ups the Silverados off-pavement capability by adding off-road equipment like a two-inch suspension lift, skid plates, Rancho shocks, a locking rear differential, and 18-inch aggressively treaded Goodyear Duratrac tires.You dont have to like diesels to appreciate the 3.0-litre engines power characteristics. It has huge torque almost from a stop, and its inline-six configuration makes it exceptionally smooth. It also sounds really good, with just enough of that diesel clatter to give the Silverado an unmistakably truck-ish attitude. The 10-speed automatic nears perfection, as it shifts smoothly and is always in the right gear. For 2020 Chevrolet will make available in the Silverado 1500 the 15 trailering camera views that were first shown in the 2020 Silverado HD. These adaptive camera views change depending on the front wheel angle, when turn signals are activated, and they include a transparent trailer view, which superimposes a rear-camera view from the back of the trailer into the image to allow you to see behind the trailer. Unfortunately we didnt have a chance to pull a trailer with the diesel-equipped Silverado, though its spec sheet is impressive, with a maximum towing capacity of 9,300 lb, and a maximum payload of 1,870 lb.Fuel economy numbers havent yet been released, but our hosts mapped a 40-km fuel-economy loop, which I drove in a two-wheel-drive LT crew cab. Driving efficiently while maintaining speed limits not crawling well below them the truck averaged an impressive 6.4 L/100 km. Driving normally on rural roads later yielded an average of 8.7 L/100 km, which is still impressive for a full-size pickup.The Duramax Diesel is available on LT, RST, LTZ and High Country models, but not on the base Work Truck or the two Trail Boss models. Ticking the Duramax box on the order form will add about $3,000 to $5,000 to the price depending on the trim. Diesel pricing starts at $47,730 for the 2WD LT double cab with standard bed, and goes up to just over $69,000 for the High Country crew cab
Origin: First Drive: 2020 Chevrolet Silverado 1500 Duramax Diesel

First Drive: 2020 Ford Explorer ST

STEVENSON, Washington Surely there can be nothing goofier than the idea of a two-tonne, three-row SUV that thinks its supposed to be a sports car.And yet, amazingly, Ford manages to pull it off. For 2020, the company handed its all-new Explorer to its performance division to create the Explorer ST. Its big and its heavy, and yet it drives and performs like something half its size and weight.Itll start at $59,099 in Canada when it goes on sale later this year. Options include an ST Street Pack of 21-inch wheels, performance brakes and red calipers, or a High-Performance Package that adds to the Street Pack with even beefier brake pads. However, the rims will be wrapped with all-season tires rather than performance versions, and thats a head-scratcher. The only thing that comes to mind is that perhaps Ford figures most buyers will still treat it as an everyday vehicle and might not realize they have to switch over come winter.Its family-friendly three-row seating aside, performance is the ticket here, starting under the hood. Regular Explorer models include a turbocharged EcoBoost 2.3L four-cylinder in the XLT and Limited, and a gas-electric powertrain in the Limited Hybrid. The top-line Platinum one trim level above the ST uses a 3.0L EcoBoost V6 that turns out 365 horsepower and 380 lb-ft of torque. The Ford Performance folks took that engine, and pumped it up to 400 horses and 415 lb-ft for the ST.As with the other Explorer models, it uses a ten-speed automatic transmission, and comes only with all-wheel drive. However, the Explorers makeover included switching from the front-wheel drive configuration on the current 2019 model, to rear-wheel drive platform. That creates a considerable change in the driving dynamics, with the all-wheel system primarily powering the back axle, and automatically sending torque to the front as needed for the driving conditions.The steering has substantial weight to it, dialled in exactly right so its sporty-firm and yet not too heavy. Gears are selected through a first-for-Explorer dial shifter, and with paddle shifters for the sequential manual mode.Another dial runs you through the drive modes, including for off-road and slippery surfaces, but its the Sport setting that you want. It further tightens the steering, quickens the throttle response, and adjusts the shift patterns, all of which heighten the fun factor. Yes, this things fun, more than it has a right to be. Fords aiming at heavy hitters like Dodges Durango SRT and the Range Rover Sport HST, and its hit the target dead-on. The engine pulls with fierce power, and the transmission always keeps it right in the sweet spot.Its the handling that really makes this work. The quick steering response is matched with a buttoned-down suspension and, given the Explorers size, a surprisingly small dose of body roll. It makes this sport-ute feel much smaller than it is, especially when I was pushing it hard on some of the sinewy roads up the hills. Ive driven sedans that dont feel as nimble as the ST does.That said, though, if were intended to drive the ST like this, it needs better sports seats. Theyre extremely comfortable but their side bolsters are too soft, and I had far too much lateral movement in my chair when taking the curves. I slid even more on the passenger side, when I couldnt brace myself with the dead pedal.That said, thats the reality of the ST: its a three-row family vehicle with the sporty part added in. There arent any over-the-top exterior styling cues, and inside, the ST branding is restricted to the steering wheel, floor mats, and logos stitched into the seats. As with the regular Explorer, the second-row captains chairs are equally comfortable, and they slide forward electrically for access to the third row. Those rearward chairs are hard and flat, and will likely be saved for smaller children, or adults on short trips.The ST I drove had been equipped with an optional premium stereo system and with Fords new 10.1-inch central touchscreen. If theres a more awkward design for the screen, I cant imagine what it would be; the best way to describe it is that someone took an iPad and glued the bottom of it to the dash.Its very easy to use, though, as Ford has added some updates to its Sync 3 system. Several of the functions that used to be accessed through the instrument cluster via the steering wheel buttons are now just a tap on the screen. These include driver assist aids such as adaptive cruise control, and if youre not sure exactly what something is, theres an information button that brings up a photo or video of it.Its still a goofy idea to build a big SUV as a sports model, but for those who long for one, the ST delivers. Its going to be a small sliver of the Explorers sales overall, and its likely those who do buy them will spend much of their time driving them like theyre just regular Explorers but when they can let loose, theyll be
Origin: First Drive: 2020 Ford Explorer ST

You can now drive a Tesla in a video game in your Tesla

Your battery-charging session is about to become a whole lot more interesting, as Tesla has just expanded its suite of video games to include a Mario Kart-style racing game that you can actually control with the pedals and steering wheel of your vehicle.Tesla shared a video over Twitter today showing the new game, called Beach Buggy Racing 2, being demonstrated by a woman in full racing gear sitting at a charging station.In the game, you drive a cartoon-ified Tesla that can collect power-ups and race against other Teslas, in a manner very much like Mario Kart.Your next charging session is going to be SO 👏 MUCH 👏 FUN 👏 pic.twitter.com/5YzSL36kCC Tesla (@Tesla) June 18, 2019As much fun as it is, we have to be a bit of a downer on the whole thing, dont we? Every Tesla model still has a direct connection from the steering wheel to the steering rack, which means when youre yanking at the wheel trying to best your last lap time, your real wheels are moving, potentially causing wear on various steering components, as well as your tires. Were also certain its only a matter of time before somebody either tries to play the game while actually driving; or a computer malfunction switches the game off while youre charging, causing you to hit the accelerator unintentionally and rocket into the shopping mall directly ahead of your car.Yes, we are being a bit cynical about a video game, but weve pretty much lost faithin Tesla ownersat this point.The game is also available for mobile devices and can be found on the Apple Store and the Google Play
Origin: You can now drive a Tesla in a video game in your Tesla

First Drive: 2020 Ford Explorer

2020 Ford Explorer Limited HybridJil McIntosh STEVENSON, Wash. With almost three-quarters of Canadian consumers buying trucks and SUVs, automakers are doing all they can to stay fresh in the segment. And Fords done exactly that with one of its oldest nameplates, turning out an all-new Explorer for 2020.Its based on an all-new platform that primarily powers the rear wheels the outgoing 2019 Explorer favours the front ones but all-wheel-drive will be standard in Canada. The Explorer starts with a 2.3-litre turbocharged four-cylinder engine in the $45,199 XLT, and in the $52,199 Limited. The top-line Platinum, at $64,599, uses a 3.0L EcoBoost V6.Theres also a Limited Hybrid, at $57,199, which uses a 3.3-litre non-turbo V6 engine mated to an electric motor. All engines are paired to a 10-speed automatic transmission. Along with those, the Ford Performance folks got their hands on the Platinums V6 and beefed it up to create the 400-horsepower Explorer ST and that review drops here in a couple of days. The new models go on sale in late summer or early fall.All Explorers come with three rows of seats, with standard second-row captains chairs for seven-passenger seating. Those fancier middle-row seats are usually an option, but unusually, swapping them out for eight-passenger capacity with a 40/20/40 bench seat is an extra $500. The captains chairs slide forward electrically for access to the rear seats, but while children can easily clamber through, its a bit more of a squeeze for adults. As is common with most three-row sport-utes, the first and second rows are comfortable, but the rear chairs are hard and flat.The Explorer might have gone back to prioritizing the rear wheels, but its still a unibody platform as the current one is, and isnt related to any of the companys trucks. The AWD is an on-demand system that automatically sends power to the front wheels as needed, depending on driving conditions. When only two-wheel is needed, the front axle disconnects through a clutch to improve fuel economy.The new configuration also improves the towing capacity: the 2.3L can pull up to 5,300 pounds, while the 3.0L can tow 5,600 pounds increases of 300 and 600, respectively. The Hybrid can tug up to 5,000 pounds.I started at the top in the Platinum. Its V6 spins out 365 horsepower and 380 lb.-ft. of torque, and its a sweetheart of an engine. There are a lot of steep inclines in Washingtons Columbia Gorge, and although the Platinum tips the scale at 2,144 kilograms, it was never out of breath. The steering is nicely weighted and precise, and while you feel the Explorers heft, it drives like something much smaller its surprising when you look in the mirror and see just how far back that tailgate really is. The Platinum interior is as posh as expected, with handsome wood trim, leather upholstery, heated and ventilated front seats, heated second-row seats, and a power-folding third row. Theres also a 10.1-inch centre touchscreen, but oh dear what was Ford thinking with this awful design? Glue an iPad to the dash, and this is what you get. Ford actually toyed with the idea of making it a removable tablet, but there were too many issues to make it work. Lesser trims get a smaller screen thats still tacked-on, but doesnt look quite as ridiculous.I dont like the glued-on tablet, but I do like some of the new functions pasted into it, which are much easier to use than before. Driver assist systems that you used to turn on and off through the steering wheel buttons are now easily accessed with a swipe and if youre not sure what each one does, an info button brings up a picture or video explaining it.I then drove the Limited, but in two-wheel drive a configuration offered in the U.S., but not here. The 2.3L four-cylinder makes 300 horsepower and 310 lb.-ft. of torque, and is adequate in this version, but the engine-transmission combo seems tuned more to the fuel efficiency side, and theres a flat spot on acceleration as the transmission tries to keep the engine speed low for as long as possible. With the heavier AWD system well get, I expect that initial velocity to be even more muted.Its not enough to turn me off the four-cylinder entirely, but Id love to see Ford offer the 3.0L as an option in the XLT and Limited. That would provide more power to those who consistently load their vehicles with lots of folks and cargo, but dont want to pay the Platinum price to get that bigger engine. The third choice, the Limited Hybrid, falls flat for me. Its gas-and-electric setup makes a combined 318 horsepower, along with 322 lb.-ft. of torque. It shares its conventional siblings AWD system and handles tougher off-road conditions impressively, with a terrain management dial that lets you select for slippery or snowy conditions.But for a gas-electric, the Hybrid spends too much time on fossil fuel. Most hybrids switch to battery as soon as you take your foot off the throttle to coast, but
Origin: First Drive: 2020 Ford Explorer

First drive: 2019 GMC Sierra Elevation

Caledon, ONT. — How hot is the Elevation appearance package on the 2019 GMC Sierra and Canyon pickups? Hot enough for one enterprising individual to steal one as several trucks were being offloaded from a transporter in Brampton, Ont., last week for a GMC media event to promote the Elevation series. With the help of GM’s OnStar, however, the Elevation Canyon was tracked across the city and its ignition disabled, allowing event organizers, with the help of police, to “steal back” their truck that was full of computers and phones for the event — gear that was still inside when organizers and police got to it. Imagine the thief’s surprise when he or she came outside and found the truck gone. No word on whether anyone has been arrested yet. To be sure, the Sierra looks great in Elevation trim, killing off the chrome and adding just enough features to make the Elevation stand out in the current crowd of pickups. With its 20-inch black wheels, smart black grille and LED lighting all around, the truck looks positively hot (pardon the pun), especially in all-black or contrasting red and black. Elevation Sierras, sitting above the base and SLE models, also get a premium cloth interior and “Prograde” trailering aide. These trucks are meant to appeal to a younger audience, and they seem to be doing so: The average age of an Elevation buyer, according to GMC, is 38, whereas the average Canadian truck buyer is 52. See? Black wheels matter. But so does price. An Elevation 44 Crewcab shortbox starts at $51,200, whereas the average transaction price for all trucks in Canada is $55,000. Other configurations, including a 2WD and Crew Cab long box, are available, netting the average Elevation transaction price at $45,000. That’s not far off the cost of many full-size SUVs that don’t have the same utility as a truck. The more intriguing aspect of the Elevation is its standard engine — an aluminum four-cylinder turbo that weighs a mere 320 pounds. No, your eyes did not deceive, an Elevation Sierra comes with a 310-horsepower inline-four with 348 lb.-ft. of torque paired to an 8-speed automatic transmission. GMC says this turbo engine is only two-tenths of a second slower than its big, naturally aspirated 6.2-litre V8 with 420 horsepower — able to sprint to 100 km/h in 6.8 seconds vs. the V8’s 6.6. That’s impressive. Of course, the richness, sound and smoothness of the V8 is all but absent, but the coarseness of four-cylinder is not much apparent either. Hammer the throttle and there’s some agreeable response to go with some of the drama as the engine hits peaks power at 5,600 rpm. The transmission shifts well too. The four-cylinder is also smooth at idle and able to tow a respectable 6,900 pounds when properly fitted with the trailering package. For fleet customers and those mostly concerned about fuel economy, the 2.7L makes sense given that a Crew Cab short box in 2WD returns 12.6 L/100 km city, and 10.9 highway for a combined average of 11.8. For traditional truck owners who simply can’t live without a V8, GM’s 355 hp (and 383 lb.-ft. of torque) 5.3L is a $1,695 option. While the V8 does have Active Fuel Management to shut down various cylinders to save fuel when all eight are not required, the 5.3L is only paired to a six speed. More interesting is the diesel option ($3,135) that can be added to Elevation models — a 3.0L straight six with 460 lb.-ft. of torque paired with a 10-speed automatic transmission. The 6.2L V8 is not an option with the Elevation trim. But that should not matter. While the 2.7 is not as smooth as the 5.3L, of course, either engine felt perfectly at home in the new Sierra, which was completely new for the 2019 model year. The new Sierra gets a strengthened frame with better rigidity plus a bigger and wider steel box (62.9 cubic feet) with 12 tie downs. And it can be optioned with GMC’s functional MultiPro tailgate, which more or less redefines what a tailgate can do. With a fold-out portion inset into the regular tailgate, the tailgate can be used like a step or table, and can make cargo easier to access or to prevent it from slopping around. Sure, the Elevation interior — even if it does get a good eight-inch touchscreen with standard Android Auto and Apple CarPlay, accompanied by a no-nonsense bank of buttons and knobs — might be less dramatic than the exterior. But a $2,200 “value package” adds all the things most buyers really want — dual-zone automatic climate control, 10-way power driver seat with power lumbar, heated driver and front passenger seats, heated steering wheel, automatic locking rear differential and a trailering package with hitch guidance. Even with that, the sticker on a 4WD Crew cab short box (5’ 8”) just tops $55,000 and that’s before factory discounts kick in. That’s a lot of truck for the money and should bring in buyers who might end up staying with the brand as they age. The ride of the truck is equally excellent. Sound deadening is
Origin: First drive: 2019 GMC Sierra Elevation

First Drive: 2020 BMW X3 M, X4 M Competition

2020 BMW X3 MDerek McNaughton / Driving Monticello, NEW YORK — We all know BMW’s M division is where regular BMWs go to become true road warriors, real performance cars in almost every sense of the word. Initially created to facilitate BMW’s racing program, M (for motorsport) cars are what happens when gearheads and speed-addicted engineers get their way; M cars all receive more power, better handling, superior braking, performance suspensions and design bits than their base counterparts, all in an effort to delineate the model to a higher class — and to make it perform to its full potential on the street or race track. And before 2010, when the X5and X6 M came along, no BMW SUV with all-wheel-drive had ever received an M badge. Now, the special status is moving down the line to the X3 and X4, which for 2020 become the first of their kind to receive the M treatment. Two additional sub models, the X3 M Competition and X4 M Competition, also join the fold. Immediately identified by intakes big enough to swallow rabbits, the X3 and X4 M also give away their lineage by a unique black grille, breather gills in the front fenders and four quad ovals nested within an M-specific rear bumper. Wheel arches come painted instead of boring black plastic, mirrors are those cool aerodynamic ears from other M cars, and the rear hatch is crowned with a unique spoiler. There’s just enough to give these X3s and X4s away as different from the herd, but not enough to make them shout “look at me.” Thank goodness. But the real jewel of these Xs sits under their sharply creased hoods. An all-new “S58” straight-six engine — seeing its debut in theses four models — feels smoother and more refined than any BMW straight-six before. No, the exhaust note is not as rich and melodious as a V8, of course, but it is nonetheless distinctive, raspy, and can be quieted or made louder by a button on the centre console. Far more seductive is the broad torque band of the new all-aluminum heart, pulling strongly at 2,600 rpm until 5,600 before tapering at its redline of 7,200. The engine loves to rev and does so freely while channeling 442 lb.-ft. of torque to the pavement. Such a deep well of power makes passing other cars effortless, as it should be with 473 horsepower on tap and 503 on for Competition models, though both M and Competition models have the same torque). At the Monticello Motor Club north of New York City, the X4 M Competition proved it can happily adapt to the track. The engine, 11 kilograms lighter than the M4 Coupe, gets a forged crank and pistons, and the twin turbochargers are integrated into the exhaust manifolds. Two, single-scroll turbochargers with upgraded compressor wheels blast air into the cylinders, aided by a water-to-air intercooler and air intake system designed to reduce pressure losses, while an electronically controlled wastegate enhances turbo response. The entire 3.0-litre package just fits under the hood. But the engine is so incredibly smooth, it masks the tactile engine feedback that is normally a welcome partner at the track. Sure, these Ms will clip apexes as easily as a Henckel slices sirloin; but it must be remembered these are luxurious SUVs meant to coddle occupants, not track weapons. It’s easy to hit the rev limiter in manual mode if not watching the tach that can be thankfully configured to display in the heads-up display. And while turbo lag was totally absent during our street drive, some was noticeable while flogging the X4 M Competition at Monticello when trying to extract every last ounce of power. Yes, these X Ms can perform admirably at the track, and we had no trouble getting close to 240 km/h (limited to 280 km/h for the regular M and 285 km/h for the Competition models, with zero to 100 km/h reached in 4.2 seconds and 4.1 for the Competition), but the weight and height of these vehicles makes them less impressive than their M3 or M4 siblings. That’s not surprising, even if the goal was to create the M4 of the X class, they’re simply constrained by their architecture and proportions. Standing on the brake pedal if not in a straight line, for example, produces ample tail wag, even if the larger brakes deliver excellent feel and consistent stopping ability — as they should, given the drilled and vented front rotors are a massive 15.6 inches, and the rears 14.6, compressed by four-piston front calipers but only single-piston calipers in the rear. The SUVs’ track personality does not, however, diminish their appeal. Two drive modes, M1 or M2, calibrate the suspension and AWD characteristics. M1, activated by a red button on the steering wheel, sets up sport mode, sending more power to the rear wheels for some light drifts before the stability control will engage. Power flows to the front wheels only when the rear wheels lose traction. M2 mode will deactivate stability completely for full-on hooliganism, and the Active M rear Differential varies the rear lockup
Origin: First Drive: 2020 BMW X3 M, X4 M Competition