2020 GMC Sierra HD DieselDerek McNaughton / Driving JACKSON HOLE, Wyo. Pulling a 13,000-pound Keystone Cougar trailer up and down mountain roads for a summer vacation is not going to be stress free nor is it something that can be typically done in a half-ton pickup, even if the maximum tow rating of said half-ton is 13,200 pounds. For massive loads like these, a heavy-duty truck is the only way to go.Ford, Ram and GMC all produce HD trucks, of course, but GMC has the newest HD on the market. The 2020 GMC Sierra 2500 HD diesel is not just a towing machine, its a leather-lined luxury cruiser that coddles its occupants in quiet and technology as much as it works to carry big things.Taller and longer than its predecessor, the 2020 Sierra HD looks especially good without being overwrought or too blingy the way other trucks sometimes tend to get, especially in the new AT4 trim, which looks perfect without all that chrome. Proportions on all the HD trucks are just about ideal, the bed made lower by one inch and three inches of legroom added to the crew cab, while the larger grille complements a functional hood scoop that feeds the cooling system for the Duramax diesel. New side steps on all box styles, located just behind the rear door, smartly pair with truly functional (and now deeper) rear-bumper steps. GMCs unique, six-way MultiPro tailgate is also available on all trim levels and standard on some, although its use is limited when a hitch is in the receiver.But the diesel is the real draw in the Sierra 2500. A 6.6-litre turbocharged V8 with cast iron block and aluminum heads, the diesel will deliver 910 lb.-ft. of torque as early as 1,600 rpm and 445 horsepower peaking at 2,800 rpm, meaning full power arrives early without having to wring out the engine for all its got. The diesel is actually more detectable by the badging on the front fender than it is at idle. Even under load, this engine is no noisier than a gasoline engine on the highway, although it is far more efficient. We were able to achieve an astonishing low of 8 L/100 kilometres in some very gentle 90 km/h driving with a 2,000-pound payload in the bed and no trailer, but averaged closer to 11 without trying to be thrifty. While towing the big Keystone through Wyoming, we dropped to an average of 25 L/100 kilometres. Good thing crew-cabs get a 136-litre tank, which would mean a little over 500 kilometres of travel when pulling a massive trailer through the mountains, or roughly 1,200 highway kilometres in regular use.The standard engine on the 2500 HD truck is a 6.6-litre gasoline V8 with 401 horsepower and 464 lb.-ft. of torque. Diesel adds an extra $11,195 to the base price of $46,998 for the regular cab, two-wheel-drive short box.And the diesel brings the power. Sure, going up some long uphill grades with that big trailer, the Sierra HD wouldnt much budge beyond 100 km/h even with a foot to the floor, but it had no difficulty maintaining a constant 90 uphill. Better was coming downhill and using diesel-exhaust braking, which can hold the trucks speed during a descent in combination with what should be a bulletproof 10-speed Allison automatic transmission the first-ever 10-speed in the HD segment, but expect to see a 10-speed in the competition soon.It certainly makes towing gentler, the transmission ironing out the shift points so perfectly they are almost not noticeable. I only wish there was a solution to the old-school column shifter, in an interior that doesnt exactly overwhelm with its sophistication. The primary center screen could easily be much larger, but at least theres a good compliment of knobs and buttons, and a proper restraint in using too many digital controls. Compared to the previous-generation truck, the 2020 Sierra HDs new architecture feels quieter overall and more tightly welded together. Brakes are smooth, the steering tight, the ride surprisingly comfortable given how tightly sprung the suspension is for the weight its meant to tow. Maximum conventional towing on the 2500 diesel is rated at 18,500 pounds in crew cab form, with a max payload of 3,597 pounds. With a gooseneck or fifth-wheel set up, the number is the same.As before, the HD trucks can be ordered in myriad bed and cab configurations in the 2500 and 3500 range, available with either a six-foot-nine or an eight-foot bed. Also available is a 15-inch head-up display, another first among HD trucks. The 2500 can also be optioned with GMs ProGrade trailering system that also includes an in-vehicle trailering app to check lights, trailer tire pressures, and even how much fresh water or wastewater is in the holding tanks of the trailer.An optional camera system can show up to 15 unique camera views including an industry-first transparent trailer view. Using the tailgate camera and a camera mounted on the rear of the trailer, software mixes the views of both cameras to make the trailer in back look invisible. That should help remove a
Origin: First Drive: 2020 GMC Sierra HD Diesel
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Want a 2020 BMW M4 Cabriolet? Check out these competitors first
2020 BMW M4 CabrioletChris Balcerak / Driving So, you want a BMW M4, more specifically the drop-top M4. Youre not alone, I suspect, in your desire. The M4 Cabriolet previously known as the M3 before BMW started complicating its model nomenclature is one of the most desired cars on the planet. BMW M rortiness married to top-down freedom is a treat too tasty to resist.That said, recent M cars have become hefty beasts and their engines a little clumsy in their turbocharged over-the-topness. The current generation halted that trend though didnt quite reverse it with a switch back to BMWs famed 3.0-litre inline-six, this time twice-turbocharged to 425 horsepower, or 444 if you opt for the Competition package. Its a good one; lively, grunty, and especially when mated with the optional titanium exhaust system, sonorous as well. I really loved this piece of the puzzle, as the big six almost sounded normally aspirated as it revved to the moon. An option a loud one to be sure; I put that caution in there just in case you have sensitive neighbours but definitely worth having nonetheless. An inline-six at full blaze has always been BMWs best foot forward.It also handles a treat, BMWs legendary steering feel well present and accounted for. Ditto for minimized body roll, especially when flipped into pure sports mode. Indeed, the M4 cabriolets sole comportment issue is its, as I alluded to earlier, a tad hefty at a whopping 229 kilograms heavier than the coupe. Besides making the M4 feel ever so slightly ponderous, the other issue is that anyone who actually tracks their cars admittedly a small minority will find themselves going through tires at an alarming rate. Now, one assumes that owners of any BMW M product are well-healed, but blowing through $2,000 and more worth of rubber every time you hit the track could get very expensive.Part of the reason for the Cabriolets avoirdupois is, of course, BMWs choice of a hard retractable top. Making the top out of metal rather than cloth has all manner of advantages better body rigidity, a quieter cabin, etc. but one does pat a weight penalty. And, oh, all those clumsy gizmos, motors and panels eat up a lot of space in the rear trunk. Do not expect to take an extended vacation in an M4 cabriolet if you plan on driving al-fresco.That said, theres a certain sophistication a folding hard top brings to a convertible and the M4 certainly exudes that. Quiet save for that rorty engine and enormously rigid i.e. no cowl shake the $89,000 M4 cabriolet is very rapid open-air BMW driving. 2020 Mercedes-AMG C 63 S Handout / Mercedes-Benz You want even more moxie. Well, step right into the Mercedes-AMG C 63 S Cabriolet. Upping the ante with two more pistons and four litres of displacement, the C 63s twin-turbocharged V8 pumps out 503 horsepower and no less than 516 lb.-ft. of torque, all delivered to the rear wheels via a nine-speed automatic transmission and a limited-slip differential. The result is an almost supercar-like 4.1-second sprint from rest to 100 km/h, and should you live near an autobahn, a top speed of nearly 290 km/h. Cornering grip is prodigious, no less than Car Driver recording 1.02 lateral Gs of cornering force, albeit in the coupe. It also has a somewhat more refined, certainly more brightly accoutered interior. The only issues I have with the C 63 is that it doesnt sound as rorty as the M4 it sounds a little Corvette-ish to me and the suspension is firm enough for a Ram dually. Otherwise, the C 63 S is one of AMGs finer products. 2018 Jaguar XE SV Project 8 Handout / Jaguar You want(ed) something truly unique. Holy-moly, theres a Jaguar with you name on it. Called the XE SV Project 8, Jaguar extracts no less than 592 horsepower out of its 5.0-litre supercharged V8. Whew! It will also accelerate from rest to 96 km/h (60 mph) in a Porsche 911 Turbo-threatening 3.3 seconds and will continue gaining speed right up to 320 km/h. The brakes are carbon ceramic, and for the boy racer in you, theres also a giant rear wing adorning the rear deck. Said aerodynamic appendage also happens to produce 125 kilograms of downforce at 300 km/h, which no doubt, helped the Project 8 circulate the famed Nurburgring Green Hell in a Ferrari-challenging 7 minutes and 21 seconds. In other words, this is the mightiest of entry-level supercars. Theres only one problem: Jaguar only produced just 300 units worldwide! and only as a sedan. Oh, and priced at $208,000, theyve been long spoken for, though here’s one listed in Richmond, B.C., with but 100 kilometres on the odometer. You’re willing to wait for the ultimate BMW convertible. Well, the current M4 is an aging platform and is about to be replaced. Rumours posit that, though the basic engine configuration a 3.0-litre twin-turbocharged inline-six will remain the same, output will be pumped up to 473 horsepower in standard versions, and a C 63 S-baiting 502 horses available from
Origin: Want a 2020 BMW M4 Cabriolet? Check out these competitors first
First Drive: 2020 Ram 1500 EcoDiesel
2020 Ram 1500 EcoDieselDerek McNaughton / Driving DULUTH, Minn. The market for diesel engines in this country went entirely limp in 2015, when it became clear certain automakers had been gaming the emissions systems on their vehicles to produce cleaner results than those vehicles actually produced. For all of diesels promise and capability, any hope for the technology vanished in the ensuing hysteria over the egregious emissions cheating that took place. The same dark cloud didnt choke the appetite for half-ton diesel pickups to the same degree. While Ram has a had a small-displacement diesel in its 1500 pickup since 2014 interrupted by an EPA investigation in 2016 FCA says demand has remained relatively constant, with a take rate hovering around 18 per cent for its 44 trucks.Near the tail end of the dieselgate scandal last year, Ford released a 3.0-litre diesel in its ubiquitous F-150 with 440 lb.-ft. of torque. GM has now launched its diesel too, a 3.0L straight-six in the Silverado and Sierra with 460 lb.-ft., and its keeping the 2.8L diesel in the midsize Canyon and Colorado. While Nissan is putting the brakes on the brilliant Cummins diesel as it gears up for a new Titan, the Big Three continue to rightly embrace diesel.Thats because automakers and truck owners alike have realized diesel has true merit in a pickup, the efficiency and torque offering an unsurpassed solution to the problem of quickly moving such a large and not-terribly-aerodynamic mass down the road. Producing levels of power that would be impossible to replicate without tons of gasoline or electricity, small diesels in light duty trucks simply make a lot of common sense, especially so if the particulates and NOx coming out the tailpipe can be tightly controlled.And so Ram is soldiering on with a new EcoDiesel in the Ram 1500, trumpeting the engines best-in-class torque, towing and efficiency. Indeed, rated at 260 horsepower and 480 lb.-ft. of torque, Rams third-generation EcoDiesel is now the most powerful diesel half ton pickup, able to tow a maximum 12,560 pounds in 2WD versions and about 12,100 for 4WD trucks. For the first time, the diesel will also be an option on all Ram models in the line up, including the off-roadish Rebel and street-wise Sport. And what a sweetheart an engine this is. Light the oil-burning V6 via the push-button start and the muted growl under the bulged hood sounds not much different than a small gasoline V8. The uninitiated would not know the difference, the typical racket of the diesel significantly quelled. While the previous engine was respectfully quiet, too, the new one lowers the noise even more, shaving 3 decibels off what was already a cricket-like ride.Of course theres some diesel clatter under acceleration, as there should be. But in steady state highway cruising, its easy to forget theres a diesel up front, the noise lowered in part by pistons that reduce piston slap by offsetting the crank-pin-hole ever so slightly. This, in a truck that for 2019 was made significantly quieter, in addition to receiving a number of welcome design features along with the absolute best interior of any truck on the market. The 60-40 split folding tailgate is pure genius, too.There is also no coarseness whatsoever to this new engine, just a fountain of torque that trails off as speed builds up. While horsepower climbs to 260 at 3,600 rpm, peak torque arrives earlier, now at 1,600 rpm, making towing and offloading that much easier. The only thing to detract from all the pleasure is a delayed throttle response a slow tip in held back by a need to avoid dumping too much fuel into the engine in order to control emissions, as well as some time for the turbo to spool and the eight-speed TorqueFlite transmission to find the right gear. Some drivers might not even notice the delay, but others will. The transmission is quick at finding the right gear, and the rotary shift is easy to operate, but I still want an easier way to shift gears on occasion.Out on the highway is where the true gold of this diesel reveals itself. FCA has not released official fuel economy figures yet, but it wasnt difficult to achieve 8.2 L/100 kilometres at 120 km/h, a figure that dropped to 7.9 on occasion in steady 100 km/h driving. Most Hyundai Elantras and Honda Civics do not average so little overall, so for a big boxy truck, those numbers are why people who regularly drive long distances so love their diesels. And Ram engineers say this new engine is more efficient than the last; we averaged 8.4 highway on a long-term test and 9.3 overall. A $5,800 option over the standard 3.6-litre Pentastar V6 eTorque engine on Tradesman and Big Horn, and a $3,900 option over the standard 5.7-litre HEMI V8 on the Sport, Rebel, Laramie, Longhorn, and Limited trucks, the new EcoDiesel is not, however, all about economics. Quite simply, its for people who regularly tow or drive long distances. We pulled a 6,000-pound boat
Origin: First Drive: 2020 Ram 1500 EcoDiesel
First Drive: 2020 Lincoln Aviator
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
The 2020 Ram 1500’s the first truck to earn top marks in IIHS safety testing
2019 Ram 1500 Laramie Longhorn Ram is on something of a tear with its new 1500 pickup in this country, chalking up healthy sales as it offers customers a wide a range of trims and engines. Now, it has another arrow to add to its quiver a Top Safety Pick+ award from the IIHS.This makes Ram 1500 the first full-size pickup to earn this accolade. It tests a half-dozen crashworthiness measures, plus the clarity and strength of headlight output.It is this last criteria that flummoxes most manufacturers, denying them the coveted + notation. Driver assists such as forward collision mitigation helps improve ratings as well.Ram ticked all the boxes in testing, meaning the Top Safety Pick+ rating applies to 2020 Ram 1500 pickups and 2019 trucks produced after May of this year, so long as theyre equipped with adaptive LED projector headlamps that have high-beam assist and Rams automatic emergency braking technology.Of the crash tests conducted by the IIHS, three simulate frontal impacts, with the new Ram half-ton recording good results in each. In typically understated government fashion, good is the highest possible rating. Outcomes were the same in the three remaining crashworthiness tests, which inflict damage consistent with a side impact, rear impact and a rollover.This recognition validates our unrelenting efforts to deliver more value for our customers, says Reid Bigland, head of Ram Brand. The new Ram 1500 has earned many accolades for its capability and design. It is immensely satisfying to have the IIHS recognize our truck for its compelling safety story. As for its competitors, the 2019 Ford F-150 also earns good marks in all crash tests but fails to annotate its result with a + thanks to headlights which only earn a poor rating. Its the same story at Chevy for its 2019 Silverado, save for a marginal result in the passenger-side small overlap crash test.Elsewhere in the automotive sphere, the snazzy new 2020 Hyundai Palisade also earns a Top Safety Pick+ award from the IIHS when equipped with its best headlights. Volvo, long a brand with a name thats basically a byword for safety, also picked up a brace of Top Safety Pick wins for its large S90 and XC90
Origin: The 2020 Ram 1500’s the first truck to earn top marks in IIHS safety testing
Hardcore Porsche 718 Cayman GT4 RS spotted for first time
Porsche appears to be testing a faster and more focused ‘RS’ version of the new 718 Cayman GT4 – barely a day after the firm’s head of sports cars revealed his personal desire for one. Prototypes of the GT4 have hit the roads outside the Nürburgring with notable bodywork additions. At the front, we can see versions of the ‘NACA’ bonnet air ducts similar to Porsche’s GT2 RS, while at the side the rear quarter glass has been replaced by slatted cooling vents. The most significant alteration is at the back, where we can see a spoiler mounted considerably higher on bespoke mounts. It’s not clear if the distinctive mounts will make production in that form, as they’re more likely used to test multiple wing shapes and types. Porsche’s man in charge of the 718 and 911, Dr Frank Steffen-Walliser, told Autocar at the Frankfurt motor show that he would “definitely” like to see a faster and even more focused RS version of the new 718 Cayman GT4, but that the decision hinges on prioritising development resources within the maker. “Everybody’s asking for the RS,” Walliser told Autocar. “Can I imagine a GT4 RS? Sure I can. That’s not to say we will make a decision on it yet, as it is a challenge. Would I like such a car? Yes, definitely! Would I like more horses? Yes. But we need to put the resources where the market is – it would be a lot more expensive than the normal one.” Porsche has never made a GT4 RS, previously suggesting such a model would be too close in price and performance to 911 GT models. But the new 4.0-litre flat-six found in the latest GT4 forms part of an all-new engine family, and it is expected that Porsche will spin off further variants of that unit to justify the investment. It is understood that the brand is looking to re-introduce the flat six to more mainstream Cayman and Boxster variants as part of a facelift. Although Walliser would only confirm that Porsche has “started the thinking process” on this, he did acknowledge that the US market has been less welcoming of the current four-cylinder models than hoped. “American customers aren’t asking for four cylinders, they are asking for four litres”, he said. Walliser also discussed the idea of all-electric 718 models (first reported by Autocar in April). He claimed that if the official go-ahead was given he “would not like to change the character of the car, and the price point – we need to have an entry level car as 718 buyers often step up to a 911. “Priority number one is to keep the character of the car – not making a big car, not making it heavy, but this is very tricky. And it’s a relatively small volume car, so we maybe cannot do a separate platform.” Porsche definitely won’t be joining the glut of newly launched electric hypercars with its own take on the formula, however – for the time being at least. Pouring water on the claims made by manufacturers such as Rimac and Lotus, Walliser said: “We have seen a lot of studies of electric hypercars – for me the proof is when it’s on the street with a licence plate… does an EV hypercar work? It’s like saying to me that a drag racer is a suitable sports car. For sure it’s perfect from 0-100, but to make it usable and do several laps of the Nurburgring would not work with the technology at its current state”. Walliser did welcome the idea of using hybrid technology to extend the life of Porsche’s widely celebrated naturally aspirated GT engines. “A hybrid for sure with a normally aspirated engine works well together. The low-rev electric motor torque and high-revving normally aspirated engines fit perfectly. It could help to keep a normally aspirated engine to survive, and we are very motivated to do
Origin: Hardcore Porsche 718 Cayman GT4 RS spotted for first time
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
Grandland X Hybrid4: Vauxhall’s first PHEV has Frankfurt debut
Vauxhall’s first full plug-in hybrid, the Grandland X Hybrid4, has appeared at the Frankfurt motor show alongside the new Corsa supermini. The electrified compact SUV is is now available to order in four trim levels, with prices starting from £35,590. Each is equipped with a 296bhp petrol-electric powertrain that entails significant benefit-in-kind tax savings for company car drivers. Entry-level Business Edition Nav Premium trim offers the most attractive financial incentive, representing a saving of £145 per month over the 1.5-litre diesel-powered Elite. Standard at this level are an intelligent speed limiter, blindspot monitoring, an electric parking brake, electric mirrors and a heated windscreen. The price rises to £40,300 for SRi Nav trim, which adds a DAB radio, front-mounted childseat fixings and automatic emergency braking. Elite Nav, at £42,200, and Ultimate Nav, at £45,450, round off the range with extra driver assistance systems and interior equipment. The compact SUV’s PSA Group-developed plug-in hybrid system features a 196bhp 1.6-litre Puretech petrol engine and two 108bhp electric motors powered by a 13.2kWh lithium ion battery. The front motor is integrated into an eight-speed automatic gearbox, with the second motor at the rear giving all-wheel-drive on demand. The same system is being introduced in other PSA Group models based on the LMP2 platform, including the Citroën C5 Aircross, DS 7 Crossback, Peugeot 508, Peugeot 508 SW and Peugeot 3008. The Grandland X Hybrid4 is capable of 32 miles of electric-only running, and Vauxhall says it can be charged in less than two hours from a 7.4kWh home wallbox. It also features regenerative braking. It achieves 176.5mpg on the WLTP combined cycle, accelerates from 0-62mph in 7.0sec and emits just 36g/km of CO2. Vauxhall will offer the SUV with its Free2Move Service, which will give access to 85,000 charging points across Europe, with a trip planner to find charging stations included within the sat-nav system. The Grandland X Hybrid4 also features the latest version of the the Vauxhall Connect telematics service. As part of the PSA Group’s wider electrification plans, Vauxhall will offer electrified versions of its entire product range by 2024, with plug-in hybrid powertrains for larger models and fully electric versions of smaller machines. It will launch an electric version of the new Corsa later this year and has confirmed fully electric versions of the next Mokka X small SUV, Vivaro van and Vivaro Life people carrier. While the Grandland X Hybrid4 is Vauxhall’s first mainstream hybrid model, from 2012-15 it sold the Ampera, which featured an electric motor with a back-up petrol engine to recharge the battery. The Ampera was later reworked into a full electric model, but this never came to the
Origin: Grandland X Hybrid4: Vauxhall’s first PHEV has Frankfurt debut
New BMW 8 Series Gran Coupé makes first public appearance
BMW has rounded out its new 8 Series line-up with the Gran Coupé. The new four-door 8 Series will go on sale in September after its Frankfurt motor show debut, priced from £69,340. The Gran Coupé joins the 8 Series Coupé and Convertible with a line-up that will comprise six-cylinder and V8 models, including the rapid new 516bhp M850i xDrive Gran Coupé. The 8 Series Gran Coupé replaces the discontinued 6 Series Gran Coupé in a growing market segment that will place it up against high-end versions of the Audi A7 and Mercedes-Benz CLS, as well as the Porsche Panamera. At 5082mm long, 1932mm wide and 1407mm tall, the 8 Series Gran Coupé is 239mm longer, 30mm wider and 66mm taller that its coupé sibling. This added length is partly the result of a 201mm-longer wheelbase than that of the 8 Series Coupé and Convertible, at 3023mm. It allows for two extra frameless doors and rear seat space that’s on a par with its predecessor’s. The 8 Series Gran Coupé has a traditional boot at the rear, with a 440-litre capacity. The load length can be extended when the 40/20/40-configured rear seat is folded down. The engine choices for the 8 Series Gran Coupé mirror those of its siblings. The entry point to the new line-up is the 840i turbocharged 3.0-litre inline six-cylinder petrol unit, which develops 335bhp and 369lb ft of torque. It can be had in rear- or four-wheel drive and the 0-62mph times are 5.2sec and 4.9sec respectively. Fuel consumption is 39.2mpg combined. Also available is the diesel 840d, with a 3.0-litre inline six making 316bhp and 501lb ft. The 0-62mph sprint is dispatched in 5.1sec and claimed economy is 47.9mpg. Crowning the initial 8 Series Gran Coupé range is the M850i xDrive, which has a 523bhp turbocharged 4.4-litre V8. With a kerb weight of 1995kg, it is claimed to hit 62mph from rest in 3.9sec and return 28.8mpg combined economy. All engines are mated to an eight-speed automatic gearbox, with the 840i and M850i xDrive both featuring an M Sport rear differential. Rearwheel steering is standard on four-wheel-drive cars and optional on rear-driven models. Later this year, BMW’s M division will launch even more powerful M8 and M8 Competition variants of the new four-door featuring a twinturbo 4.4-litre petrol V8 with 592bhp for the M8 and 616bhp for the M8
Origin: New BMW 8 Series Gran Coupé makes first public appearance
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
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