Ann Arbor, Michigan I have been behind the wheel of the new mid-engine Corvette. Youll note I didnt say I have driven the new Vette. For even though I actually steered the wheel, pressed the gas pedal and stomped on the brake, I didnt actually drive the supercar, at least not like it wants hell, needs to be driven. Indeed, my 45-minute meander through suburban Detroit was little more than a whistle wetter.Nonetheless, I got a hint of what the C8 will be like, enough, in fact, that I can at least tell you what a mid-engine Corvette will feel like on your everyday commute. So, without further adoIt’s the real dealNo. I didnt clip even a single apex in anger. Or even mow through the gears with bad intentions. But I can still say this is a Corvette apart. It as you might expect feels different, just like a mid-engine supercar does when youre driving responsibly. The steering is lighter than in front-engine Vettes, the connection between driver and front wheels a little more direct. Theres very much a sense you are sitting right over the very centre of the car; thats because your butt is very close to its centre of mass. Thats fairly easy to imagine, with the massive LT2 small-block thrumming right behind your ear youve very aware just how close you are to the heaviest single component in the entire car. But theres more to it than that. Theres the fact that mid-engine cars have a much smaller polar moment of inertia. Not as immediately obvious a concept as mass centralization, polar moment of inertia is a measure of how far the weight of the engine and other components are from the cars centre. The engine in a C7, for instance, is all the way up front, and the axle/transmission all the way in the back. In other words, the weight of the driveline is concentrated at the extreme ends of the chassis. Imagine a broom with a weight dangling at each end. Now try to spin it. Not easy, right? Now move both weights to the centre of the broom and try to spin it again? Much easier, no?Thats what putting an engine amidships does for a supercars polar moment of inertia. And you can feel it even driving at moderate speeds, the new C8 lighter and more responsive than its 1,530 kilograms suggests. How this translates onto the racetrack we will report on in the future, but it certainly feels like theres plenty of potential.This new Corvette feels super sophisticatedAlmost too sophisticated. Indeed, the ride in Tour mode is the most compliant I have ever tested in a mid-engine car even compared to the McLaren GT, which the automaker claims to have tailored for more moderate driving. It could be too compliant, the ride from Chevrolets revised magneto-rheological suspension so positively cushy that Corvettes traditional clientele might not find it pardon the sexist reference manly enough. Dont worry, guys; flip the really nifty mode selector to Sport or Race and the new Vette will rattle your fillings just like God and Zora Arkus-Duntov meant. And just in case youre actually weak of arm yet still long for that manly ride, there are not just one but two custom modes that allow you to customize suspension compliance, steering weight and throttle response individually. Eventually, what will decide the new C8s worth is how adroitly it can navigate through hairpins and sweepers, but right now the biggest surprise is how gently the car coddles posteriors.Critics be damned, the interior is Tony the Tiger Greeeeat!There been some criticism of the C8s cabin layout. Well, having lived with it albeit for 45 short minutes I can tell you few of them are valid. Oh, the actual gauge set is a little underwhelming and GM would do well to spruce it up, but that square steering wheel works wonders for being able to see the entire gauge set without craning your neck sideways. It also does nothing to reduce steering feel, so good one, GM.As for that long line of buttons that has so many on the blogosphere upset, its totally ergonomic. First, it really does make the view from the drivers seat feel like a cockpit more so, even, than supercars from more prestigious brands. Said buttons are also easy to decipher and manipulate. What more could you ask for?Ditto the infotainment touchscreen. Ideally placed for actuation, it also feels almost built into the dash although it is a separate piece compared with the perched-on-top items that look so cheap on higher-end Mercedes and BMWs. Throw in a very stylish mode control mouse and you have a pretty nifty centre console.As for the general decor, its still not quite up to the standards of a Ferrari, or even an Audi. But the leather quality, the panel gaps and the general ambiance is so far advanced from Corvettes previous that one wonders, considering that there has not been a giant price increase, why the hell these improvements werent instituted before. All in all, a massive step forward.A little more drama perhapsWith 495 horses and 470 pound feet of torque, theres a certainly bit
Origin: First Drive: 2020 Chevrolet Corvette Z51
first
First Drive: 2020 BMW 8 Series Gran Coupe, M8
2020 BMW M8Handout / BMW FARO, Portugal Located in Portimao, Algavre Motorsports Park has a 4.7-kilometre circuit that is demanding and very fast. Its a track that really exploits the handling characteristics good or bad of anything challenging its paved surface. If theres anything wonky about a cars handling, itll come out somewhere along the undulating, serpentine and high-speed course.Halfway through my track session, my 2020 BMW M8 Coupe Competition tester has exhibited nothing but stellar road-holding. Its 4.4-litre twin-turbo V8 claims 617 horsepower and 553 lb.-ft. of torque, an increase of 94 horses over the M850i xDrive Coupe and 17 more than the non-Competition M8). That brute power drives all four wheels through an eight-speed automatic, and transforms the circuits nearly kilometre-long front straight into a short chute between turns.It also drops a half second from the M850is zero-to-100 km/h time, to 3.2 seconds. Brakes haul it down hard repeatedly from more than 240 km/h without fading, though they are the optional, $9,500 carbon-ceramic brakes. Even after Im asked via radio to turn off the stability control something Ive never before been asked to do during a track test of a road-legal car it reveals no faults, at least none when considering it weighs a hefty 1,960 kilograms.What prompted my hosts to allow a track session free of electronic intervention was their confidence in the M8s AWD system and its electronically controlled Active M rear differential, both of which contribute greatly to the cars turning ability via torque vectoring. Despite its weight, it steered precisely, readily forgave driver-induced miscues, and if coaxed into understeering, a harder push on the gas pedal pulled the front end back in. This is the same car or at least, the carbon-fibred hardtop variation of the M8 Cabriolet Competition that brought me to the track in near coddling comfort. While the ride is firm in Comfort mode, and sharp jolts upset cabin serenity when hitting sharp bumps, its nonetheless relatively compliant. In that same mode the engine is smooth, quiet and almost docile if driven accordingly in town. Switching to Sport or Sport Plus firms up the suspension considerably, and returns an angry snarl, especially if you hammer the throttle along your favourite back road.From the drivers seat of any of the M8 models youll see an uncluttered digital instrument cluster with speedometer and tachometer dials flanking a configurable central display, as well in the standard heads-up display. BMWs iDrive displays control buttons in a sidebar on the left of 10.25-inch touchscreen located atop the centre stack. The screen can be tailored to display navigational, infotainment and car setting info, and it works like a tablet, allowing you to swipe across for different tabs.The driver-centric cockpit is surrounded in warm and inviting materials, cueing you to the M8s blend of luxury with performance. The instruments and controls are logically laid out, and the front seats are comfortable and have deep side bolsters for added support when cornering hard. Of course, the rear seats are there mostly for appearance, since rear quarters are cramped and access is difficult. But if you want more room for passengers, BMW would gladly steer you toward the 8 Series Gran Coupe.M8 pricing starts at $151,000 for the Coupe and $160,500 for the Cabriolet. If the M8 Competition isnt exclusive enough, Canada will be the only market worldwide to get the M8 Individual Manufaktur Edition, which commemorate the M8 prototype of the early 1990s. Based on the M8 Coupe Competition, only 20 will be built, in exclusive exterior colours, interior finishes, and lots of carbon fibre, for $198,0008 Series Gran CoupeI get confused when manufacturers call sedans, coupes. Traditionally, a coupe has two doors and a sedan has four. Sounds simple enough, yet somehow adding a sloping roofline to a sedan magically transforms it into a four-door coupe. Call it what you will, but the 2020 BMW 8 Series Gran Coupes sloping roof does give it a flowing, streamlined, and sexy silhouette, as well as a sportier presence than a stately luxury sedan.From the outside, the Gran Coupe looks great from any angle, with near perfect proportions. The interior follows through with rich materials and a cockpit identical to its two-door sibling. Its the second set of doors that sets the Gran Coupe apart from the coupe, making access to the rear seats easy. With a 200-millimetre longer wheelbase, the Gran Coupe also has much more rear seat room a six-footer such as myself can sit back there without slouching to clear the sloping roof, though you can barely slip the palm of your hand in the space between your scalp and the headliner.Our test drive is in the M840i Gran Coupe, which we wont be getting in Canada. It gets a power from a 3.0-litre turbocharged inline-six, claiming 335 hp and 369 lb.-ft. What will be available in Canada is the
Origin: First Drive: 2020 BMW 8 Series Gran Coupe, M8
First Drive: 2020 Ram 1500 Rebel, 2500 Power Wagon
2020 Ram 1500 RebelDerek McNaughton / Driving Callaghan Valley, B.C. A large boulder normally sits on the upper trail leading to Sproatt Cabin, a tiny but breathtaking log abode nested in the alpine near Whistler. Its usually accessible only by snowmobile, ATV, skis or a serious hike, yet today, with the boulder mechanically moved aside, we drove to the summit in trucks.Not just any trucks, mind you. The 2020 Ram 1500 Rebel and 2500 Power Wagon two of the most off-road-ready pickups you can get right off the showroom floor became our steeds for this journey in an effort to prove these two pickups were not just about big grilles and badging, but that underneath those sculpted hoods were half tons and three quarter tons capable of conquering terrain better suited to a lifted Jeep Wrangler Rubicon.That much was evident by bush so narrow that the sides of these $60,000-plus pickups were constantly being scrubbed by branches that clawed at the paint more like brushes in an automatic car wash. It was clear, too, in the perilous drop offs, that the big rocks, steep inclines, tight turns, scraped trees, the muddy and greasy and water-laden path that would be a challenge even to the knobbiest-tired ATV. Yet onward and upward the trucks marched, like snowcats of the dirt. Introduced in the Second World War as a weapons carrier, the Power Wagon is known to many as the first mass produced 44, replete with a 10,000-pound winch and two-speed transfer case. Many of those old rigs are still around and still working. About 95,000 trucks were built from 1945 to 1968, all in the original 1945 cab style. The model was revived in 2005.Today, the big winch remains a trademark of the Power Wagon, upgraded to 12,000 pounds; the former steel winch cable is now a unique synthetic line with a much higher breaking strength. A manual transfer case also remains, but it shifts on the fly for those panic situations where momentum must absolutely be maintained. Identified by its factory two-inch lift, unique grille, roof lights, wheel flares, and glaring decals that can be optionally deleted thank goodness there really is little else like Rams Power Wagon in the HD class. The closest rival, perhaps, is the GMC Sierra 2500 AT4, itself a formidable machine for the backcountry (and available with a heavier diesel engine).The Power Wagon, available only with a six-foot-four-inch box and only as a Crew Cab, is limited to one engine choice as well a 6.4-litre Hemi V8 with 410 horsepower and 429 lb.-ft. of torque, and mated to a ZF eight speed automatic. But it sounds great, feels remarkably smooth, and pulls with impressive grunt. Riding on 33-inch Goodyear DuraTrac AT tires on 17-inch wheels, the Power Wagon also wears enough under armour to lead all of Scotland into battle. More importantly, it has electronic-locking front and rear Tru-Lok differentials, hill-descent control, tow hooks, specially tuned Bilstein shocks in the front and rear, and, like the Jeep Rubicons, it employs an electronically disconnecting front sway bar that allows for 26 inches of wheel travel to keep the truck from being tippy when going over large rocks. The sway bar can be disengaged in 4WD high or 4WD low below 29 km/h. A 4.10 rear axle ratio is also standard.All of which pretty much makes the Power Wagon an ideal partner for not only logging, fire, or tree-planting crews, but also heli-ski and ski operators, outdoor adventure camps or lodges, hydro-line and tree planting crews, conservation officers, park wardens, trail builders, weekend off-roaders anyone whose work or play takes them to some of the more extreme parts of our world. Starting at $64,245, the Power Wagon can also take those who might never venture into the back forty but want to know they have all the capability of doing so should the moment ever arise in high luxury. A more basic Tradesman Power Wagon, without the decals and menacing grille, is available for industrial or fleet users.But for those who want it all, Rams brilliant, 12-inch Uconnect screen is an option that comes with leather seats and 17-speaker stereo in an interior that looks and feels plenty opulent with excellent storage. A 360-camera and Ramboxes are also options on the HD and half-ton.And to be honest, while the Power Wagon does ride plenty stiff, and it sure is a tall climb to get up into the saddle, it also returns a remarkable tolerant ride. The five-link rear coil suspension removes a lot of the truckiness that normally comes with an HD truck with leaf springs. The rear suspension is also designed with joints that allow for plenty of travel for greater axle articulation. Power is excellent, the steering decently weighted, the brakes over big 14.1-inch rotors reacting with good pedal feel. Towing is decent enough at 10,620 pounds, but payload is a bit light at 1,510 pounds.On the lighter side, the 2020 Ram Rebel half-ton gets many of the same off-road features as the Power Wagon,
Origin: First Drive: 2020 Ram 1500 Rebel, 2500 Power Wagon
First Look: 2021 Toyota Mirai
2021 Toyota MiraiGraeme Fletcher / Driving What is it?The original Toyota Mirai was the sort of car a mother could be very proud of, but it lacked the verve to stir an onlookers soul. The second-generation 2021 Mirai has a sleek look that makes it stand out from the crowd, and this time around it is for all the right reasons! The striking design features broad shoulders, a fastback roofline, long hood and 20-inch wheels. It is a looker!The cabin also benefits from the rework with the wheelbase now measuring 2,920-mm, up 141-mm, which means theres now realistic backseat legroom and space for a third rider. For the driver, the Toyota Premium Multimedia system now has a larger 12.3-inch screen and a 14 speaker JBL sound system.Check out all our latest Auto Show coverageWhy does it matter?By combining hydrogen from the on-board tanks and oxygen from the atmosphere, the Mirais fuel cell creates electricity and water there are no other combustion byproducts, so it is as clean as clean gets. No word on the power output other than it will deliver enhanced performance. This means more power that the outgoing cars 151 horsepower and 0-100-km/h time of 9.7 seconds.More importantly, the increased fuel storage brings a 30 per cent bump in driving range. This means it should have a gasoline-rivaling range of 655 kilometres. Ditto the five-minute refueling time. There are hydrogen stations in Vancouver and Quebec City. Hopefully, Toronto will be added to the list! When will Canada get it?The second-generation Toyota Mirai goes on sale here late 2020.Should you buy it?The next-gen Toyota Mirai has everything the original lacked it has road presence with a significantly sharper look and a much nicer cabin to go along with a realistic driving range and short refueling time. As a package it makes a very strong ambassador for the coming Hydrogen
Origin: First Look: 2021 Toyota Mirai
First Look: Lexus LF 30 Concept
What is it?The Lexus LF 30 Concept represents the future of the brands battery electric vehicles (BEVs). The name stands for Lexus Future, with the 30 celebrating 30 years of Lexus it seems like just yesterday when the LS 400 rocked the car world and redefined the consumers expectation of luxury and reliability. The LF 30 is a futuristic-looking electric car that takes the companys spindle grille and transforms it into the key styling cue for the car. Some of the design is outlandish thinking; other aspects speak to the first Lexus BEV, which will debut this November.Check out all our latest Auto Show coverageWhy does it matter?The heart of the LF 30 is found in the four in-wheel electric motors that combine to produce 536 horsepower and 516 pound-feet of torque from rev-one. The go-juice comes from a 110-kWh battery that delivers 500 kilometres of electric-only range. One of the keys to the operating strategy is the Lexus Advanced Posture Control system. It regulates the motors to keep the delivery of power in keeping with the drivers expectations. As such, it has the ability to drive the front motors, the rear motors or all four motors according to need and/or demand. The layout also gives the LF 30 real-time torque vectoring through the control of the individual motors.Elsewhere, the steering is by wire, the charging is wireless, the glass roof panel becomes a massive touchscreen that controls many in-car functions and LF 30s autonomous driving technologies have drone support. The latter looks forward to the car Lexus envisions hitting the road in 2030. Lexus LF 30 Concept Lexus When will Canada get it?The LF 30 is purely conceptual at this point, but it speaks to the fact Lexus will offer an electric derivative of all of its models by 2025.Should you buy it?Whats not to love about a cool-looking all-electric car that has a real-world driving range and the performance that promises to wow the driver it takes all of 3.8 seconds to reach 100 km/h and it has a top speed of 200 km/h. The answer to how this will translate into a future Lexus product is closer than you might think, with Lexus set to debut its first battery electric by years end.
Origin: First Look: Lexus LF 30 Concept
First Drive: 2020 Subaru Outback
2020 Subaru OutbackBrian Harper / Driving WHITEHORSE, Yukon Although its sales in Canada currently have it in third place in behind the Crosstrek and Forester, the Subaru Outback remains the manufacturers most iconic nameplate, as well as its most successful marketing coup taking a Legacy station wagon, jacking it up, adding on some macho body cladding, larger wheels and mud flaps, and then having Australian actor Paul Hogan (a.k.a. Crocodile Dundee) pitch it in commercials. Beating the Honda CR-V and the Toyota RAV4 to market by a year or two, the public, sensing the need for compact, all-wheel-drive, winter-friendly transportation, ate it up.Twenty-five years later, the sixth generation version makes its debut, having long ago lost most of the plastic cladding that identified its predecessors, yet retaining the core attributes far more car-like ride and handling than the bulk of its crossover rivals, paired to characteristics that define both the Outback and Subaru, including standard full-time symmetrical all-wheel drive, 220 millimetres of ground clearance, and Subarus standard X-Mode assist with hill descent control.Of course, Subaru, not wanting to upset its very loyal customer base who, according to the companys marketing gurus, loath change for the sake of change has made sure the new model is instantly familiar to one and all. So, yes, the Outback is now packed with the latest in comfort, convenience and safety features, and its exterior dimensions and cargo room have increased slightly, though it retains the same wheelbase. But it looks a lot like the previous model which is to say, if you squint your eyes, its profile resembles a hiking boot.The standard 2.5-litre horizontally opposed four-cylinder engine is familiar, albeit now thoroughly overhauled with 90 per cent new parts and putting out a few extra horses 182 horsepower, to be exact, plus 176 pound-feet of torque as well as direct injection and automatic start/stop for reduced emissions. The optional 3.6L six-cylinder from the previous two generations has been deep-sixed in favour of a more powerful, turbocharged 2.4L Boxer four-cylinder that pumps out a solid 260 horsepower and 277 lb.-ft. of torque. (It should not come as a surprise that these same two engines are found in the equally new 2020 Legacy sedan.) Towing capacity also increases to 3,500 pounds from the four-cylinders 2,700. Conservatively restyled it might be, but the 2020 Outback is now built on the modular Subaru Global platform that, along with an increase in the use of structural adhesive and ultra-high tensile-strength steel, means a much stiffer car. Subaru claims torsional- and front-suspension rigidity increase 70 per cent and front lateral flexural- and rear-subframe rigidity increase 100 per cent compared to the previous Outbacks platform. So the car a $40,995 Premier model with the 2.5L engine was more than tough enough to handle what turned out to be remarkably smooth (and lightly travelled) highways. We headed south from Whitehorse, through northern B.C. and into Skagway, Alaska for lunch, just in time to bump into a horde of tourists coming ashore from two cruise ships.The Outback proved to be impressively quiet over the entire route, no matter the road surface. Equally notable was the crossovers ride and handling. The Outback offered up well-damped suspension and an agility bordering on jaunty the standard active torque vectoring holding up its end in the sweepers. The steering is light to the touch and a bit remote, though, seemingly more so in models with the turbo-four.As with the new Legacy we sampled a few weeks ago, the Outbacks 2.5L Boxer four is smoother and quieter than the engine in the previous-generation model. The issue is a paucity of solid mid-range urge, the engine requiring a solid prod of the gas pedal needed for passing pokier RVs on steeper, longer inclines. Stepping up to one of the XT trim levels, which comes with the turbo-four and an additional 78 horsepower, renders this issue moot. An added plus is that the turbo engine is engineered to perform on regular-grade 87 octane.After lunch, we grabbed the keys to the newest addition to the Outback model range the Outdoor XT ($38,695) touted by Subaru as the most off-road-ready version to date. Though the engine and transmission are the same as the other two XTs (Limited and Premier), the Outdoor gets dual-function X-Mode, which adds Snow/Dirt and Deep Snow/Mud modes to the equation. There are a few detail differences as well, including all-weather seat surfaces, heavy-duty floor mats, a front-view camera and a full-size spare tire instead of a doughnut. A quick off-road detour onto a hilly and rutted dirt trail showcased the Outdoors competency as far more than a suburban mall assault vehicle. Whether out adventuring or just heading to the local Dairy Queen for a milkshake and a burger, families get the peace of mind that comes from Subarus standard
Origin: First Drive: 2020 Subaru Outback
The RX-8’s spirit lives on in Mazda’s first electric vehicle
What is it? The MX-30 is the first EV from Mazda. Its also the production version of the prototype we drove a couple of months ago in NorwayWhy does it matter? Well, for one thing the MX-30 breaks from the EV orthodoxy that says the cure for range anxiety is bigger batteries. In its current guise, its 355-volt battery tops out at 35.5 kWh, which, though Mazda has not released final figures, should be good for 200 kilometres or so of all-electric motoring. That should be more than enough for most peoples daily commutes, even those commuting into large urban centres from suburban outreaches.But instead of offering bigger batteries for those looking for inter city travel, Mazda is adding a range-extending, gasoline-fed engine so that the current lack of a recharging infrastructure. And not just any range extender, but a rotary engine the likes last seen in the companys RX-8 sports coupe. Not only is the Wankel engine more compact, affording the MX-30 generous cabin space, but held at a constant rpm (as generators are wont to do) rotaries can prove quite frugal. In other words, the MX-30 looks to be the EV the world needs enough electric range to motor daily without emissions and a convenient range extender for long-distance motoring if not the EV it desires. Another takeaway from the RX-8 is the MX-30s rear suicide doors Mazda calls them freestyle that open from the rear. Like the RX-8s, they are smaller than traditional rear doors but open a ingress/egress-aiding 80 degrees. Looks wise, Mazda says the MX-30 shows off its new Human Modern design. What they really mean is that its a slightly European take on the classic sport-cute. For those looking for current offering to judge the MX-30 against, the new Mazda is about the same size as Kias Niro.Inside, the cabin is perhaps that should be read easily the best yet crafted by Mazda. Pretty much all the controls even the air conditioning system are now touchscreen controlled, the dashboard is ultra clean with barely a switch of button to interrupt its horizontal flow, and Mazda has trotted out some Heritage Cork trim to highlight the MX-30s greenness.When is it coming?We will be getting the MX-30 in the second half of 2020, and pointing out the importance of Canada to Mazda and its EV aspirations I suspect the former should be read avoiding penalties from Quebecs ZEV mandate we will be one of the first three markets to receive MX-30s.Check out all of our latest auto show coverageShould you buy it?Well, that depends on how pretentious and gullible you are. If you fall for the Elon Musk logic that anything short of a pure EV is climate change denial and that one needs at least 500 kilometres of range to be considered a real EV, then I dont think the MX-30 is for you.But if youre looking for a pragmatic solution to the automobiles future, the MX-30 with its rotary range extender will let you cut 80 per cent of your greenhouse gas emissions (and your monthly gasoline bill) while having the combined convenience of charging at home and gassing up quickly on the highway. From that perspective, it might be the best thing
Origin: The RX-8’s spirit lives on in Mazda’s first electric vehicle
First Mazda EV revealed early by Japanese media
Mazda’s first electric vehicle, leaked in the Japanese media today and to be revealed at Tokyo motor show tomorrow, develops the design language first seen on the recently launched Mazda3 to reflect “futuristic values and changing lifestyles,” said the car maker. The model, which will go on sale next year, has a coupe-like cabin and “achieves a lightweight look by adopting a unique door concept”. Mazda added that the front face bears a “friendly expression”. The interior is said to use empty spaces around the centre console to create a closeness between the driver and passenger seats. Mazda added that interior materials were chosen for comfort and “eco-friendliness”, both of which are intended to make the cabin comfortable. The model, previewed by the e-TPV prototype, will adopt an SUV bodystyle, which can more easily accommodate an underfloor battery pack. The latest information from Mazda follows confirmation last month that it would launch its first electric car on 23 October. It will use a similar set-up to the prototype, which has a 35.5kWh battery and a single electric motor delivering 138bhp and 195lb ft of torque to the the front wheels via a single-speed transmission. The EV is likely to have a range between 120 and 150 miles, similar to the new Mini Electric but significantly less than more obvious rivals, such as the 279-mile Hyundai Kona Electric. It will be able to accept 6.6kW domestic charging and 50kW public rapid charging. Mazda will also introduce a modern version of its famed rotary engine in a range-extender variant of the EV. Two years ago, Mazda boss Mitsuo Hitomi confirmed that, rather than being used in its purest form, a rotary engine will be used as an EV range-extender. He said: “The rotary engine isn’t particularly efficient to use as a range-extender, but when we turn on a rotary, it’s much, much quieter compared to other manufacturers’ range-extenders”. The Japanese firm’s range hasn’t featured a rotary-engined road car since the RX-8 went out of production in 2012, but it did produce a rotary range-extender Mazda 2 prototype – which Autocar drove – back in 2013. It has remained interested in reintroducing the technology to production since. The Mazda RX-Vision Concept, which was shown at the Tokyo motor show in 2015, used such a powertrain. Mazda has eschewed hybrid and electric models in recent years, instead choosing to focus on improving the efficiency of its petrol engines. This year, it introduced spark plug-controlled compression ignition to the latest Mazda 3, with the promise that it will “combine the economy and torque of a diesel engine with the performance and lower emissions of a petrol
Origin: First Mazda EV revealed early by Japanese media
First Look: 2021 Volvo XC40 Recharge
The 2021 Volvo XC40 Recharge is the companys first-ever all-electric vehicle and heralds the roll out of a new EV from Volvo each coming year for the next five years.Andrew McCredie LOS ANGELES, Ca. Two years ago, Volvo promised to make every vehicle it sells electrified by 2020. It has now made good on its promise with the unveiling of its first-ever all-electric vehicle, which is also the first Volvo that will receive software and technical updates over the air (a la Tesla).The 2021 Volvo XC40 Recharge is an electrified version of the compact luxury crossover the Swedish automaker brought to Canada last year, the perfect platform for Volvos initial foray in the EV space. The exterior of the electrified version differs from its gas-powered stablemate in the front end (no need for a radiator grille) and the rear end (no need for tailpipes) but apart from that borrows many body panels from the ICE version. Likewise, the vast majority of the XC40 Recharges top hat cabin interior, doors, rear cargo space and hatch is from the original. Each model is built in the same Belgium factory in Gent.Where they differ, of course, is in the powertrain and parts of the chassis, though they still share many suspension bits and pieces.The XC40 Recharge has two electric motors, one powering each axle, fed by a good-sized 78-kWh lithium-ion battery pack. According to Volvo, the electric XC40 outperforms its petrol partner by some measure, reporting power output of 408 horsepower, 660 lb.-ft. of torque and a sub-five-second zero-to-100 km/h time.North American full-charge range is expected to be in the 320-kilometre range, though Volvo Canada says that is a conservative estimate (no doubt trying to avoid the disappointment surrounding the Audi e-Tron’s reported range that fell short of published figures). And according to Volvo, the battery charges to 80 per cent of capacity in 40 minutes on a fast-charger system.Not much information was provided about the regenerative braking system, but we do know it will come with three modes: a one-pedal driving mode, a mild regen mode and a freewheeling mode. The XC40 Recharge is also notable as it features an all-new infotainment system developed by Volvo and Google, the first such partnership for a global automaker. According to Volvo, the Google Android operating system is more intuitive than past interactive systems, and uses a suite of Google apps to improve interactions, including Google Assistant, Google Play and Google Maps. The latter includes real-time traffic updates and constant monitoring of the vehicles battery range to suggest nearby charging stations and to map the most efficient routes possible. Voice recognition functions can control most in-car functions, from climate to music to text messaging.During the reveal to the worlds motoring press at Hubble Studios in L.A., Volvo execs went to great lengths to underscore the companys commitment to sustainability, not just in terms of what comes out of Volvo tailpipes but in terms of the entire manufacturing process and the manufacturing processes of its supply partners, including battery suppliers. Over the next five years, the company has committed to launch a fully electric car every year in an effort to make all-electric cars 50 per cent of global sales by 2025, with the rest hybrids. The name Recharge is the new brand name for all chargeable Volvos with a fully electric and plug-in hybrid powertrain.As to the bigger picture of building cars in a cleaner manner, the company is aiming to reduce its lifecycle carbon footprint per car by 40 per cent between 2018 and 2025. This is seen as the first, tangible step towards Volvo Cars ambition of becoming a climate neutral company by 2040.The 2021 Volvo XC40 Recharge is expected in Canadian showrooms by this time next year, and pricing will be released early in 2020. Plugged In is available on Apple Podcasts, Spotify, Stitcher, and Google
Origin: First Look: 2021 Volvo XC40 Recharge
First Drive: 2020 Chevrolet Bolt
The new Bolt is an exceptional city car, but its increased range makes it a competent road-trip warrior.Andrew McCredie TACOMA, Wash. Bold best described Chevrolet when it unveiled the all-electric Bolt three years ago. With exceptional full-charge range and decent affordability, the four-door hatch was hailed as an EV game-changer, and deservedly hauled in an impressive number of global car awards for 2017.Move ahead three years and the Bolt gets its first major upgrade, one that I can happily report improves the already good range by some 10 per cent and adds a handful of camera hardware upgrades, but regretfully does not address to me what was one of the original Bolts biggest shortcomings. And that is uncomfortable, manually operated front seats.What is it with GM and seats in its electrified vehicles? The otherwise revolutionary Volt PHEV suffered critics slings and arrows surrounding its four-seat configuration in the first-gen version just as the Bolt was rightfully pilloried for its front seats, which offer little bolstering and little give on the bottom seat cushion. And its not just picky auto scribes; after extolling the fun-to-drive nature and impressive powertrain in my First Drive of the 2017 Bolt, I received a handful of emails from prospective Bolt buyers who didnt complete the transaction due to those bulky front seats. All that said, seems comfort is in the butt of the beholder as the Bolt is the third best-selling EV in the U.S. so far this year, behind only the mighty Tesla Model X and top-selling Model 3.Okay, so no seat updates, in my opinion at least, is the one bit of disappointing news about the 2020 Bolt.The good news is that aforementioned increased full-charge range, rated at 417 kilometres, some 34 kilometres better than the original Bolt. More impressive, Chevrolet engineers did so without increasing the weight or size of the 66 kWh battery pack. Instead, with partners LG they reworked the batterys chemistry within the 96 cell groups to improve the range. Increasing range is first-and-foremost in any EV upgrade, so kudos to the Bolt team for making that the focus of their job.In addition, the new Bolts 417-km range bests the reigning affordable EV in range, the 2019 Hyundai Kona by two kilometres, and is 31 kilometres better than the third-place Tesla Model 3 (Standard Range Plus). In terms of full charge times, according to Chevrolet, using a 240V system it is 10 hours (30 minutes longer than the previous model), while DC Fast Charge can add up to 160 kilometres in just 30 minutesPower output and torque remain the same from the 2019 Bolt 200 horsepower and 266 lbs.-ft respectively as do the suspension and brakes, meaning the driving dynamics of the 2020 Bolt are identical to the 2017-19 Bolt. Which certainly isnt a bad thing as apart from the VW e-Golf, the Bolt is the most fun-to-drive vehicle in the affordable EV segment. Despite its seemingly tall stature, the hatchbacks short wheelbase and low centre of gravity provide a fantastic platform for handling. At the conclusion of our drive down the Pacific coast from Tacoma to Portland, we had the opportunity to put the Bolt through a tight, coned course at Portland International Raceway. Apart from being a grin-inducing blast, this exercise underscored the solid driving dynamics of the Bolt. Its one thing to feel them through twisty double-lane blacktop through rural Washington State; its quite another to grip the beefy sport steering wheel and throw the Bolt into a coned hairpin with confidence. Granted, prospective buyers of the 2020 Bolt arent looking to tick the rally course-ready box on their shopping list, but it certainly doesnt damage the EVs appeal knowing it boasts such driving bonafides.Another hallmark and defining feature of the original Bolt was its one-pedal driving innovation. Put the gear selector into Low and maximum regenerative braking takes hold allowing you to not only harvest the maximum amount of energy from the brakes but also to come to a complete stop without depressing the brake pedal. Just take your foot off the accelerator and the Bolt will come to a stop on its own.The exact same system is onboard the 2020 Bolt, and it really showed its benefits during stop-and-go traffic on during morning rush hour heading south out of Tacoma on I-5. Instead of endlessly alternating between pedalsaccelerating, braking, accelerating, braking, accelerating, brakingyou just press the accelerator gently then take your foot off to stop. A much more relaxing way to negotiate otherwise frustrating gridlock.In total there are four regen modes utilizing the Bolts regen-on-demand flipper on the lefthand side of the steering column. Each EV automaker has come up with its own unique control system for regen settingsfrom paddle shifters to dashboard buttons to centre console shifterbut for my liking the Bolts is the best and most intuitive. Apart from the increased range, there are just a
Origin: First Drive: 2020 Chevrolet Bolt
All about car 