Jeff Griffiths with the 2020 Toyota Corolla Hybrid in Calgary.Brendan Miller/Postmedia Toyotas 2020 Corolla is all new from top to bottom and front to back. Now in its 12th generation, the Corolla platform first launched way back in 1966. Since then, the car has been a perennial best-seller for Toyota with more than 45 million examples sold worldwide.While overall design of the compact sedan has been revised and driving dynamics have been improved thanks to Toyotas New Global Architecture (TNGA) underpinnings, the big news for 2020 is the fact that for the first time ever Toyota is offering the Corolla as a hybrid. Theyve taken the Hybrid Synergy Drive system from the Prius and placed it in the Corolla to give the model maximum fuel economy.So, does it live up to its miserly expectations?Calgary driver Jeff Griffiths says he spent $10.26 on gasoline for the week he spent driving the compact sedan. Which is, frankly, quite amazing, he explains of the money invested to add 325 kilometres to the odometer. In the Corolla Hybrid, a 1.8-litre four-cylinder internal combustion engine is paired with two motor/generators. Combined output of all three is 121 horsepower, and that power is put to the front wheels and ultimately to the road through a continuously variable transmission. Electrical power is stored in a nickel-metal hydride battery that lives under the rear seat and takes up very little real estate. Plus, the batterys location lowers the Corolla Hybrids centre of gravity, something the automaker claims helps to improve overall agility.Ive driven a Toyota before, Griffiths says, adding, Back in the Seventies, I had a Land Cruiser and it was indestructible. My opinion of the company is theyre one of the best automakers on the planet theyre all about quality.While certainly aware of the nameplate, Griffiths had never before driven a Corolla. Of his first impression of the 2020 Corolla Hybrid, he says the car was bigger than hed expected it would be.He adds, One of the most striking things about the car is the bucket nose on the front end, it certainly makes the car noticeable.Getting into the drivers seat, Griffiths was immediately impressed by the fit and finish. It feels like they cared when they put it together. Everythings soft that needs to be soft and there are no hard edges sticking out anywhere its very refined looking.With the door closed, it took Griffiths only a few moments to make a couple of small adjustments to the seat and mirrors. Ergonomically, he says, the car fit him nicely and the switchgear was all where hed expected it to be.Basically, I was just able to get in the car and drive, and thats a good thing in my opinion, he says. I didnt need a course to drive it, but it does take a few minutes to learn the various menus in the touchscreen and what they all do. When he was ready to roll, Griffiths hit the start button.And, nothing happened, he chuckles. The engine doesnt start, but everything lights up and the electronics take over. Thats a bit of a different feeling because thats all new to me Id never driven a hybrid or electric vehicle before.You hit the accelerator pedal and off you go. With very little road noise and no engine noise you at first feel like youre floating along.When you demand more power, the gas engine kicks in when it needs to. Its got all kinds of poop when you get the electric motors and the gasoline engine going, itll really get up and dance.For the most part, Griffiths kept the Corolla in the city. He commuted and ran errands, but he did get out on a country road to judge how well it would handle some curves.Its a confident, sure-footed car, he says. And the brakes were very efficient. When you lift off the throttle, thanks to the regenerative braking system, the car felt like it was being slowed by engine braking.While Griffiths says he experimented driving in different modes, including Eco and Sport, he couldnt feel too much difference, and wondered what part of the driving dynamic might have changed.He says the trunk has plenty of room and he didnt have any difficulty lifting objects in or out of the cargo space. The rear seat offers a 60/40 folding back and that further increases carrying capacity.His two adult sons, 5-feet 8-inches and 6-feet tall, each found room in the back seat and thought it comfortable for a short ride.The Corolla Hybrid, he thinks, would best suit someone using the car to commute on a daily basis or to have as a second vehicle. It was easy to drive, and offered worry free, fuss free, economical convenience.While I personally might not have found the car that exciting to drive, he says, It is really, really good at what it does. DRIVER’S JOURNALDay OnePicked up the car first thing in the morning. First impression: quiet. On the drive into downtown Calgary it was difficult to tell if the engine was running. Very smooth. Driving home in the evening; feels isolated theres very little feedback to the driver. It
Origin: Reader Review: 2020 Toyota Corolla Hybrid
Reader
Reader Review: 2019 Ford Ranger Lariat Supercrew
Bob Corrigan with the 2019 Ford Ranger in Calgary.Al Charest / Postmedia Small trucks such as the original Ford Ranger, last sold in North America in 2011, are a distant memory as pickups continue to morph into oversize haulers. As such, the small and useful light-duty truck segment has languished.With a 2019 model-year truck, however, Ford has returned the Ranger nameplate to Canada and the U.S. Like its full-size brethren, the Ranger has grown in size.According to Bob Corrigan, thats not a bad thing. Corrigan recently drove a SuperCrew 2019 Ranger Lariat 44. Regarding the Rangers growth, he says buyers are simply looking for more room in a vehicle. I spent a lot of time driving smaller trucks in my younger days when I was delivering newspapers to paper boys, the Calgarian says. They were useful vehicles for the size.Corrigan also owned a 2007 Ford Ranger, one of the last generations of the truck that first launched in 1983 as a replacement vehicle for the Mazda-built Ford Courier. Originally sold with a. 2.0-litre four-cylinder engine and four-speed standard transmission, the Ranger could also be had with a V6 powerplant. The truck quickly gained a faithful following and became a best-selling compact pickup for Ford.I bought my 2007 Ranger as a utility vehicle, but I only kept it for a year and a half before it transitioned into being my sons truck, Corrigan says. He drove it to university and used it as a work truck for his painting business.We just sold it this spring.According to a Ford media release, the automaker chose to return the Ranger name on a midsize truck because theres a new generation of midsize truck buyers seek(ing) more manoeuvrable, fuel-efficient pickups.Although absent since 2011 in Canada and the U.S., a Ford Ranger truck has been available in other global markets for years. Ford based their new North American version on the global platform but says theyve developed the Ranger specifically for our market.For example, while the North American Ranger does have its similarities to the global product, including styling cues and a high-strength steel backbone frame, the new truck is equipped with steel, frame-mounted front and rear bumpers the global Ranger lacks these.Power comes from a 2.3-litre EcoBoost four-cylinder engine and power is transmitted through a 10-speed automatic transmission. An available FX4 four-wheel drive package adds off-road tuned suspension components, all-terrain tires and frame-mounted steel bash plates and Dana Trac-Lok differentials. The truck can be had in two-wheel and four-wheel drive in SuperCab and SuperCrew cab configuration. Trims include the base XL, next level XLT and well-equipped Lariat. Pulling up to the 19 Ranger, equipped with the $3,000 Lariat package and a host of options including the FX4 off-road package for a total of $51,859 before taxes, Corrigans first thought was of the overall size.Its significantly bigger than the old Ranger, he says, and adds, But, given that, I think it will be a truck for people who have occasional use for such a vehicle without being in the full-size truck market.His tester was painted in Fords Hot Red Pepper metallic.Red might be the name, but its more of an orange and I think its a very attractive colour, Corrigan says. Overall, the Ranger has solid, clean looking lines, almost like a scaled-down F-150.Corrigan says its a step up to get into the cab, but one thats not awkward. Once in the leather-covered drivers seat, he adds that it took him little time to become comfortable and familiarize himself with the controls.Although I owned that older Ranger, Ive never been much of a Ford guy, Corrigan admits. But, with this 2019 Ranger, Im very impressed with how Ford has set up the controls and touchscreen system it was easy to set up and very intuitive, even better than our 2019 Toyota Camry.Fit and finish was rated as excellent, with the contrast stitching on the all-black interior receiving a favourable comment. The fitted floor mats, which were a $170 tray-style floor liner option from Ford, would protect the interior nicely in all kinds of conditions and Corrigan approved.Immediately after picking up the Ranger, Corrigan and his wife drove 300 kilometres to their vacation home in Fernie, B.C.Although this Ranger has the FX4 off-road package, in regular drive mode with the tires it had, it was very quiet Fords done a great job on the sound-deadening, he explains. You can talk and just enjoy the ride without a lot of noise, road or wind, from entering the cabin.Power supplied by the EcoBoost engine was rated as excellent.Driving down Highway 22, we had the opportunity to pass several times and I never had any concerns about pulling out and the 10-speed automatic never felt like it was hunting for gears, Corrigan says. I think Fords done a great job with these four-cylinder engines to get the power out of them.Plus, the Ranger is capable of towing a maximum 3,400 kilograms (7,500
Origin: Reader Review: 2019 Ford Ranger Lariat Supercrew
Reader Review: 2020 BMW M340i xDrive
Guest test driver Dan Stoffman with the 2020 BMW M340i .Brendan Miller/Postmedia As some automakers focus on SUV production to leave the world of the sedan behind them, others are more committed to the four-door vehicle than ever. Case in point, BMW.Theyve just launched their seventh-generation 3 Series with the 2020 M340i sedan and the car brings a great deal more to the driving experience. BMW accomplished this by increasing overall chassis rigidity, and the company focused on reducing weight while lowering the centre of gravity. BMW claims the 3 Series now has perfect 50/50 front and rear weight distribution.They also fitted the M340i with a new 3.0-litre inline six-cylinder engine with an aluminum crankcase and cylinder head topped off with a twin-scroll turbocharger. Power is transferred through an eight-speed Steptronic automatic transmission equipped with paddle shifters. In other markets, BMW sells a rear-wheel drive only M340i, but in Canada, the only version available is the all-wheel drive equipped M340i xDrive.Calgarian Dan Stoffman enjoys driving. His first car was a 1985 Chevy Celebrity, given to him by his grandfather. That was followed by a 1988 Toyota Camry, given to him by his father. The first vehicle he bought for himself was a 2005 Mazda3, equipped with a standard transmission and a dynamic suspension package. While he could fit his growing family wife, two kids and three dogs in the Mazda, in 2015 he opted for a more grown-up car and bought a BMW 435i Gran Coupe.My top three purchasing considerations are performance I like vehicle dynamics and horsepower, Stoffman explains, and continues, Also, it has to be big enough for family, and it needs to be all-wheel drive equipped. I do have a fourth consideration; Ive always preferred sedans over SUVs.When he was planning to replace the Mazda, he says hed never wanted a BMW.I was concerned about reliability, he says. But Id heard theyd dramatically improved their reliability and went to look at the BMWs. Id driven a number of different test vehicles, and the BMW had much more of an exhilarating drive, and it hit all my checkpoints. How did he feel about the M340i xDrive, equipped with the $8,300 Premium Excellence Package, $600 adaptive M suspension and the $1,450 Tanzanite Blue II metallic paint? All in, the car cost $72,200, not including freight, PDI or other taxes.I think the exterior lines are phenomenally striking, Stoffman says. Its a sexy car, with the overall rake its a classic BMW shape. I like the rear wheel fender flares and the way they tie in; its a muscular looking car.I was, however, a little disappointed in the kidney grille and the shape of the headlights. Its not as classic and its gone a little Japanese in the front end for me, but you do get used to it.When he got inside the car, Stoffman says everything fell into place and it didnt take him long to get comfortable in the power adjustable and heated drivers seat. The interior was finished in BMWs Cognac Vernasca leather, and the Premium Excellence Package adds oak grain open-pored wood trim.I was very impressed by the technology, he says. It was a fully digital dash, and the dials are well laid out and are easy to use. The cockpit is ergonomically made for the driver, and its really nice.After pushing the engine start button, Stoffman says he was thrilled to hear the exhaust note.This car is tuned, he says, and adds, After getting it on the road, I was grinning from ear to ear, admits Dan Soffman With the eight-speed transmission, this is a tight machine; the suspension holds the car nicely, the brakes are firm and it handles like its on rails.Even when placed in Sport or Sport Plus mode, a setting that stiffens up the suspension, Stoffman says the M340i xDrive still felt smooth and luxurious.And the customization of the driving experience is seemingly infinite, Stoffman adds. The Sport mode now allows for an individualized and customized setting for each dynamic driving input (steering, engine, transmission and suspension). The instrument cluster has multiple digital gauges and panels to enjoy, like a G-force meter, horsepower and torque gauge, or simply the media, which shows images of album covers on your instrument cluster.“After getting it on the road, I was grinning from ear to ear,” admits Dan StoffmanAlthough the trunk opening was narrow, Stoffman was able to fit his sons large rolling hockey bag, a youths hockey stick, two backpacks and a briefcase into the space. In terms of overall utility, he says the car offers plenty of room for the driver and front and rear seat passengers.Its like a high-powered Swiss Army knife, Stoffman adds, Its just very capable of doing many different tasks you could commute daily, you could take it to the track, or you could take it on a night on the town.I priced it out, and BMW has added more horsepower and more technology, and its the same price as what I paid four years ago for my 435i. Id
Origin: Reader Review: 2020 BMW M340i xDrive
Reader Review: 2019 Mazda3 Sport GT AWD
Kirsten Dow-Pearce with the 2019 Mazda3 Sport GT AWD.Azin Ghaffari/Postmedia Kirsten Dow-Pearce looks at vehicles with a critical eye. Anything the architectural and interior designer would consider driving has to meet certain criteria, including having all-wheel drive capability, a degree of utility and, importantly, they cant look all bubbly I prefer something with a meaner style and some angles, the Calgarian says.So, with those considerations in mind, how did the 2019 Mazda3 Sport GT AWD stack up in her opinion?I liked that the hood was long, the Reader Reviewer says of her first impression, and adds, while the back was rounded it didnt look too mom-ish. It wasnt all round and cute, and I did like the look of the front end. Heres what Mazda has to say about the design of one of their best-selling automobiles; The hatchback is meant to be sportier and more emotional, featuring aggressive body sides and C-pillars that do away with traditional body lines and adopt constantly shifting reflections. The hatchback design is topped with a roofline that suggests speed and helps express a powerful presence.Mazdas 3-series has been on the market in sedan and hatch variants since 2004, and the redesigned 2019 model year cars are available in a number of trim levels including GX, GS and GT. These are well-equipped vehicles, and power in the base GX is a 2.0-litre engine coupled with a six-speed manual transmission.In the GS and GT a larger 2.5L engine lurks under the hood, coupled to either a six-speed standard or six-speed automatic gearbox. Dow-Pearces $33,345 GT had all-wheel drive, and the only transmission available when so equipped is the six-speed automatic.Dow-Pearce learned to drive in Calgary and her first car was a 1982 Volkswagen Rabbit with a standard transmission that was already well-used when she inherited the vehicle. Regardless, she kept it and drove the Rabbit for many years.Her next car was a Honda Prelude, followed by a 2004 Audi A4. She currently drives a 2016 Volvo V60, a wagon thats ideally suited for her design practice as she routinely hauls carpet and tile samples and many other items around to various sites.Dow-Pearces sister drives an older Mazda3, so shes familiar with the vehicle.I guess, somewhat snobbishly, that Id gravitate toward a higher-end luxury brand, but the look of the Mazda has certainly turned my head, she explains. Her test car was finished in Mazdas optional $450 Soul Red metallic paint, and she says the colour suited the hatchback. She also liked the low-profile tires, and says they added to the overall sporty stance of the car.Inside, Dow-Pearce was impressed by the perforated black leather covers on the seats.Inside the holes, you could see a red colour and that was really neat, she says.She says the dash, however, was a bit amorphous, and not rectilinear. Behind the steering wheel, there was quite an arch to it but it wasnt busy or complicated, and that was a good thing.Getting comfortable in the 10-way power adjustable drivers seat was easy for the 5-foot 9-inch tall Dow-Pearce. Likewise, adjusting the mirrors to her benefit was an easy proposition. While the steering wheel will telescope, theres no tilt and Dow-Pearce would have liked to fine-tune the position.The interior is not plasticky, and its really well put together, she says. The gearshift is in the centre console, and theres a little toggle to the left of it to select the drive mode.Dow-Pearce drove the 3 in Normal mode for a few days so she could appreciate the difference when she finally switched into Sport mode.The car never felt like it was underpowered in either mode, she says, and adds, but Sport was just so much more fun and I did use the shifter to change my own gears I enjoyed using that and could see it being used when driving for the sport of driving.When left to shift for itself, Dow-Pearce says the six-speed automatic shifted smoothly and she appreciated the shift points that it selected.Most of her time was spent commuting around Calgary, but she did get the car onto Highway 1 for a trip west to Canmore.There was no vibration or buzzing noises, although sometimes the road noise was a bit loud, she says. Handling was good, and I liked the size of the car and I always knew where the corners of the car were when navigating a parking lot. It had a good turning radius, and parking it was easy.“It lends itself to someone who enjoys driving without forgoing utility,” Dow-Pearce saysThe ride was smooth and comfortable and the brakes, she says, were well-suited to the car.Dow-Pearce initially thought the cargo area would be small, but she managed to carry a full load of groceries back there, and on the Canmore drive the familys hiking gear was stowed without a problem.My 10-year old couldnt see out the rear passenger door window, theyre not very deep, Dow-Pearce points out.She thinks the 3 Sport would best suit someone who does plenty of city driving and might be looking
Origin: Reader Review: 2019 Mazda3 Sport GT AWD
Reader Review: 2019 Chrysler Pacifica Limited S
Kenton Smith with the 2019 Chrysler Pacifica.Brendan Miller/Postmedia Kenton Smiths first family hauler was a 1999 Dodge Caravan. The Calgarian says he left the minivan world behind years ago but recognizes the market has evolved.We owned that vehicle a long time ago, and I tried to keep that from my mind as I drove the 2019 Chrysler Pacifica, essentially a reimagined minivan Smith explains.Consumers initially saw the Pacifica name on a midsize CUV that Chrysler built from 2004 to 2008. The name was dormant until Chrysler retired its Town and Country minivan, replacing it with the re-designed from the ground up and re-branded Pacifica in 2016. Then, the Pacifica rolled out on an all-new platform with dynamically styled (for a minivan) sheet metal. Updates for 2019 are minimal, apart from some new paint colours and appearance packages. A 3.6-litre V6 engine that produces 287 horsepower and 262 lb.-ft. of torque is paired with a nine-speed automatic transmission, and in Canada the Pacifica is available in seven trim levels, from base L to Limited. The minivan is also available as a plug-in hybrid.It looked smaller than I expected it would, Smith says of his first impression of the Pacifica Limited he drove that was finished in a $245 extra-cost Billet Metallic paint. His Limited with the Sport appearance package rang in at $64,260.He says, Theres something about the Pacificas proportions that make it look more compact to me, likely because its not as tall. The Sport package included larger 20-inch aluminum wheels finished in black. That blacked-out theme carried over to many of the exterior accents and badging, while the entire interior was black with Light Diesel Grey highlights and an S logo in select areas.I had no issue getting into the minivan, Smith says. The doors werent gigantic, but there was lots of space for my legs and it only took a moment to get settled in. I found the controls were close at hand, but there was a knob you turned to select the gear rather than a lever I found that odd at first.With a lever, the movement is guided and you dont often have to check if youre in Drive or Reverse. With the knob, I always double-checked because every notch or click in the rotation felt the same.Smith was impressed with the overall fit and finish, and says it leaned towards luxury vehicle quality. The Nappa leather seating surfaces on the heated and cooled front seats was grippy and the four-way power adjustable lumbar provided plenty of support.Instrumentation was clear and featured two large dials on the left and the right of the gauge cluster with a screen between the two that was configurable to display various vehicle information Smith mostly left it set to show vital trip statistics, including fuel economy.When I talk about it looking compact, Smith says, and continues, I felt that it drove big. It didnt have a very tight turning radius, and that always makes a vehicle feel bigger to me.Acceleration from a stop was great, it would get up and go but the transmission didnt feel well-suited to the engine. Merging or getting up to speed to pass, you really had to stomp down to get it to downshift.It has what it needs, but I just felt the gearing could have been better.Power aside, Smith says overall handling was great. The suspension was well-tuned, and he felt confident pushing the Pacifica through corners when taking on and off ramps. And, he always felt well-connected to the vehicle as it responded to his steering inputs.While spending the majority of his week-long test commuting in the city, Smith did travel north on the QEII Highway to Red Deer.It was comfortable on the highway and it handles well, Smith says. It was very windy with a significant cross breeze, and it felt impacted by that wind. Its been a couple of years since Ive had a minivan so I may just be forgetting what its like.It was a little noisier than I would have expected, and that was mostly road noise rather than wind noise, a bit surprising given the significant wind. There was rain on this trip, and the rain-sensing wipers worked well when rain was intermittent.The two sliding rear passenger doors and the liftgate are power-operated and were foot-activated. Smith says this feature worked well and was especially nice to have when approaching the Pacifica with hands full of packages.Theres lots of space behind the power-folding third row seats for storage, Smith says. I never did put the Stow-n-Go second row seats into the floor, but theyll fold flat and leave a level cargo area. You cant beat a minivan for that carrying capacity. Ultimately, while Smith liked the Pacifica, he had trouble wrapping his head around the price.In my opinion, I think youre getting up into the dollar figure of a luxury SUV, and there are lots of options when youre going to spend that much on a vehicle, he says, and concludes, But dont get me wrong, it was a great utility vehicle with a compromise between sport and luxury and you
Origin: Reader Review: 2019 Chrysler Pacifica Limited S
Reader Review: 2019 Honda Insight Touring
Rod Johnson with the 2019 Honda Insight at Max Bell Arena parking lot in Calgary.Azin Ghaffari/Postmedia Hondas Insight was one of the first hybrid cars to hit the nations highways. Upon introduction late in 1999, it was a bit of quirky car. A low-slung, aerodynamic two-seater with body panels covering the rear wheels, the vehicle was something you either loved or hated.Rod Johnson of Olds, Alberta would place himself in the latter camp.I felt the first-generation Insight was kind of a homely looking vehicle, he says, and adds, I never would have considered owning one, even though I was interested in the fuel economy of the car, I wouldnt have wanted to look silly driving it.The latest iteration of the Insight, however, shouldnt be nearly as polarizing as the first. Third generation Insights rolled into dealerships halfway through 2018 as 2019 model year vehicles. Based on the chassis of the latest Honda Civic, the gasoline/electric Insight hybrid looks more like the automakers Accord sedan.Under the Insights hood lurks a 1.5-litre DOHC Atkinson-cycle four-cylinder engine coupled with an electric motor. Combined, they deliver 151 horsepower to the front wheels through an electronically-controlled continuously variable transmission. Now, this third-generation Insight really looks like a sharp machine, Johnson says. He recently spent a week behind the wheel of a $33,771 Insight Touring and was impressed with the experience.Johnson commutes daily from Olds to Calgary nearly 170 kilometres return, even more if hes running errands in the city. At one time, he also practiced what he calls mild hypermiling. This is where a driver uses a number of different driving strategies to squeeze as much fuel efficiency out of an engine. His best result was 964 kilometres on a single tank of gasoline from a 2002 Pontiac Sunfire equipped with a manual transmission.Even with the Honda Insight in Sport mode, and not driving like a hypermiler at all, I was still able to maintain close to 50 miles to the gallon, Johnson says.His regular commuting car is a 2006 Audi A3 while theres also a 2002 Honda Odyssey in the driveway. Johnson usually likes to shop used when he needs to upgrade a vehicle and cites his top three buying considerations as: Really good road feel, build quality and, to a lesser extent, brand reputation.Johnson says he was pleasantly surprised when he first rolled up on the all-new Insight.I think I had a different kind of vision, remembering the earlier generations, but this Insight looked like a higher brand of car, he says.Once inside, Johnson says the build quality continued to please as the cabin didnt look inexpensively put together and featured fine materials. At five-feet nine-inches tall, Johnson is of average height and he had no trouble adjusting the eight-way power adjustable drivers seat and the tilt and telescoping steering wheel to where he felt most comfortable. Also, it took no time for him to customize many of the Insights other settings and says everything was easily configurable.You can control what you see in the dash display, Johnson explains. I liked to see the power delivery, and noted when I was charging the battery, when I was driving purely on electric power and when I was using the gas engine.At first, Johnson thought the Insight was woefully underpowered.That was in Eco mode, and I wondered where the gas pedal was in the thing, Johnson laughs. But, after putting it in Sport mode, I decided that wasnt bad. You have to let the gasoline engine roar a bit, but it will perform better than expected.For a family sedan, in Sport mode, its got respectable performance and it gives good economy with no range anxiety.Johnson found it difficult to get used to the continuously variable transmission, though.To me its a funny feeling to push on the gas pedal and then have to wait for a response, he says. Braking was good, and Johnson experimented with the steering wheel mounted paddles that Honda calls Deceleration Selectors.The automaker says the paddles allow a driver to, Toggle between three different levels of regenerative braking performance. Tap the left selector to increase regenerative braking, and the right to reduce it. This system not only increases battery charging via regeneration, it also helps reduce stress on the brakes, and lets drivers tailor their regenerative braking level for different driving conditions.Johnson says the Insight handled better than he thought it would, and he was surprised by how composed the car felt in all driving conditions.I was really impressed by the amount of cabin space, Johnson says of the Insights overall utility. The trunk volume is the same as the Civic, but theres a very small opening to fit packages in there.He concludes, I think the Insight suits young or maturing families, couples of any age.I would consider it for myself because of my commute, and Id still be able to haul family around.DRIVER’S JOURNALDay One: Picked up the
Origin: Reader Review: 2019 Honda Insight Touring
DRIVING READER SURVEY: Driving, we want your feedback
Thankfully, you make sure it’s not a one-way conversation, sharing Driving content over social media such as Twitter and Facebook, and letting us know what you think with online comments, letters, emails and phone calls.But we would like to get to know you and our community better to make sure Driving remains an essential part of your day, every day.Please take five minutes to complete a short survey about Driving content you value most and about how you engage with it.To begin the survey, click here.Thank you for your participation,Jonathan YarkonyManaging Editor
Origin: DRIVING READER SURVEY: Driving, we want your feedback
Reader Review: 2019 Honda Civic Type R
OVERVIEW Street-legal racer without compromise PROSPerformance, handling, no compromise utility CONSNo blind spot monitoring or forward collision prevention technologies, busy rear end, I had to return it! VALUE FOR MONEYGood WHAT TO CHANGE?Add blind spot monitoring and forward collision prevention to the list of standard fare. HOW TO SPEC IT?Theres only one way to spec it, and this is it. In Europe, the hot-hatch phenomenon has been at a roaring boil for many years. In this regard Canada has been left out in the cold with the exception of the Ford Focus RS, Subaru Impreza WRX STI and VW Golf R. The Hyundai Veloster N adds another to the mix. However, when Honda released its latest Civic Type R, it gave the Great White North the forbidden fruit so many have lusted after for so long.It is a supreme ride that lives up to advanced billing and then some. The Driving team pitted the Golf R and WRX STI against the Type R last year. It cleaned their clocks despite being the only front-driver in the shoot out.The heart and soul of the Type R is the 2.0L turbocharged four-cylinder shoehorned under the hood. This sweet mill twists out 306 horsepower and 295 pound-feet of torque at 2,500 rpm. The beauty is the power band is sustained over the entire operating range. Remarkably, given the outright performance at play, the engine does not bog down and become a temperamental handful when driven in an urban environment. My only wish is for a meatier exhaust note the bark needs to match the Rs bite! A big part of the driving experience is the six-speed manual gearbox. The throws are short and the gear spacing likewise. As such, under hard acceleration, the engine is never allowed to drop out of its sweet spot. It also has a rev-matching system that blips the throttle on a downshift, which means no more missed shifts. What goes unsaid is the rev-matching replicates the lost art of heel-and-toe shifting, so it makes an ordinary driver feel like a rally racer.The combination delivers a very fast turn of speed. The Type R runs to 100 kilometres an hour in 5.7 seconds, which is good. However, it is the mid-range that blows the driver away. With a three-second 80-120 km/h passing time this thing piles on speed at an alarming rate, especially if youre brave enough to run to redline in second, third and fourth gear! Normally, making the front wheels do all the driving, all the steering and the majority of the braking causes enormous headaches if you do two of the three things at the same time. Not here! The credit goes, in part, to the helical limited-slip front differential. Instead of spinning a wheel out of corners the Type R digs in and delivers otherworldly handling thats basically vice-free.The adaptive suspension then hunkers down and relishes being pushed the harder it is worked the better the Type R seems to react. The handling prowess is underscored by the steerings feel and the feedback. As a result, the Type R hammers into a corner and maintains the drivers line with a rare and very enjoyable precision. Mercifully, it also benefits from the biggest brakes ever fitted to a Civic. These things allow full-on braking time and again without running into the dreaded wall of fade.The plus is the ability to customize the drive. Comfort mode is ideal for the purring about the city; Sport is the right mode for those times when a little more fun is demanded. Then theres the +R setting. It firms the dampers, puts more weight in the steering and brings the engine to a roaring boil. Now you have a legit hot hatch that dusts its peers when the road, or track, takes a turn for the better. The Rs cabin is all about the driver. The oh-so-red body-hugging buckets, perfect driving position and chunky steering wheel make the car and driver feel as one. Likewise, the clean and precise instrumentation delivers everything demanded of a track-ready ride.However, not all is perfect. While the Type R gets Hondas LaneWatch blind spot system to cover the right side of the car a camera shows all and displays it in central infotainment screen. Unfortunately, theres nothing other than the mirror to cover the left side and theres no rear cross-traffic alert or forward collision prevention technology. An optimist may point to the fact few will pass the Type R, but the fact is it needs a true blind spot monitoring system because the rearward sightlines are tight.Remarkably, the Type Rs track ability does not come at the expense of utility. With the rear seat upright theres 728 litres of cargo space and 1,308 L with them folded. These numbers are identical to other Civic hatchbacks.Yes, the Honda Civic Type R is expensive and it has out-there styling. While the oversized rear wing is functional adding 30 kilograms of downforce at 200 km/h, it is outlandish and not going to suit all tastes. However, for those who want a legitimate racecar that doubles as a grocery getter, the Honda Civic Type R is
Origin: Reader Review: 2019 Honda Civic Type R
Reader Review: 2020 Kia Telluride SX
Paul Hughes with the 2020 Kia Telluride in Calgary.Azin Ghaffari/Postmedia Thanks to large-and-in-charge chrome letters that spell out TELLURIDE across the hood and the tailgate, theres no mistaking this new three-row Kia SUV for any other vehicle. However, a friend of Calgary reviewer Paul Hughes said he thought the brand-new 2020 Telluride looked like a smaller version of Cadillacs Escalade.I think thats something of a compliment, Hughes says, and adds, I think the Telluride is really stylish, and a very cool looking vehicle. Walking up to it, its not as tall as Id expected; it was more car like than truck like.Kia first showed off its Telluride as a concept vehicle in 2016 and then introduced the production version earlier this year at the North American International Auto Show. Its a big, family hauler set to compete with the likes of the Ford Explorer, Honda Pilot, Toyota Highlander and Nissan Pathfinder.The Telluride shares its platform with the also-new Hyundai Pallisade, and in Canada, the vehicle is available in three trims EX, SX and SX Limited. The base EX is well-equipped, and SX adds features including 20-inch alloy wheels, dual sunroof, Harmon/Kardon premium sound system and leather seats. Depending on how its trimmed out, the Telluride is capable of carrying either seven or eight passengers. Every model is equipped with all-wheel drive and power comes from a normally aspirated 3.8-litre V6 engine paired with an eight-speed automatic transmission. There are four selectable drive modes, including Comfort, Eco, Sport and Smart. And, the AWD system can be configured for Snow, Mud or Sand. Getting into the Ebony black-on-black leather SX model Hughes was testing, he says he was most impressed with the quality of the hides covering the seats, including the 10-way power adjustable drivers chair. The rest of the cockpit was well laid out, in his opinion, and he liked the size of the infotainment screen and the gauge cluster.The cockpit portion of the dash had the tach and speedometer on opposite sides of the centre display which contained loads of information, he says. There was no obstruction of the speedometer no matter where I set the telescoping steering wheel.The centre storage console featured a shelf and was not just a big milk crate stuck in the vehicle. It offered plenty of storage space, and there were nooks and cubbies throughout the Telluride. It sounds simple, but Hughes was also impressed with the cupholders that were spring loaded to accommodate the smallest to the largest cups.There were really nice accents on the dash, almost like a dark grey, weathered barn wood, Hughes says. It made the inside very stylish, and very sophisticated.That 3.8L V6 engine was no slouch. Hughes says he drove the Telluride to Banff and back, claiming the powerplant wasnt noisy. The engine always got the vehicle smartly up to speed (and sometimes easily beyond the limit), and it ran very smoothly.On that Banff journey, the engine returned 10.1L/100km. During the week-long test drive, Hughes drove the Telluride mostly in Comfort mode. The eight-speed transmission shifted smoothly, with near imperceptible shift points. Incredibly quiet, with very little wind or road noise, is how Hughes describes the overall cabin experience. He also feels the Telluride is packed with innovative features, including the Talk Now function.He says, Touch the screen where indicated and the music from the very impressive Harmon/Kardon sound system was suppressed. A microphone then picks up your voice and transmits it through the speakers in the vehicle which allows you to speak at a normal level to passengers in the second and third rows without having to raise your voice.One feature he didnt like was the auto stop/start system.Maybe Im old school, he says, but I dont like it when a car shuts off at a stop sign or a red light. Its the lurch that happens when you take your foot off the brake, I just dont like it.In all driving conditions, Hughes says the Telluride cornered well with very little body lean. In parking lots, he says the large SUV handled more like a sedan with a tight turning radius than a big truck.The Telluride was well suspended and offered a smooth, comfortable ride.As a dog owner, Hughes is always transporting his Labrador Retriever in a large kennel. If the 915mm deep by 635mm wide by 711mm tall kennel wont fit in the cargo area, its a deal breaker. In the Telluride, with 1,304L of cargo capacity behind the second-row seats, it fit with room to spare. Speaking of capacities, Kia rates the Telluride as capable of towing up to 5,000lbs.Itd be great for anyone who needed the cargo space, or for a large family, Hughes says of the Telluride. It really could be construed to be the cool vehicle to drive as opposed to a minivan.He concludes, Anyone shopping in this large SUV category would be remiss if they didnt look at the Kia. I loved everything about it, its very functional and I wouldnt be
Origin: Reader Review: 2020 Kia Telluride SX
Reader Review: 2019 Lexus ES 350
Kenton Smith with the 2019 Lexus ES 350 in Calgary.Al Charest/Postmedia A long-time owner of Toyota vehicles, Kenton Smith had never before experienced first-hand the brand’s luxury nameplate, Lexus. That changed when he spent a week in the all-new 2019 Lexus ES 350. His tester was the super-deluxe version, equipped with the top-of-the-line Ultra Luxury Package. “Of course, I’ve seen Lexus models at car shows and on the streets,” the Calgarian says, and adds, “but, I’ve never driven one before, and when it was all said and done, it was really tough handing back the key.” Lexus last fully updated the ES 350 model in 2013 with the sixth-generation and then in 2016 facelifted the luxury sedan with the corporate spindle grille and other refinements. The 2019 version ushers in the seventh-generation, complete with crisper styling and an updated 3.5-litre V6 engine backed up by an eight-speed automatic transmission that sends power to the front wheels. The ES is also available as a hybrid, with the ES 300h model. And, for the first time in its history, the car can be had with one of two versions of the performance-enhanced F-Sport package. Lexus has made the ES 350 longer, lower and wider and upgraded the suspension to increase driving enjoyment. “It’s a super quiet car,” Smith says of the ES 350, “I think one word for me summarizes the Lexus, and I know it sounds cheesy, but it’s ‘refinement.’” Smith learned to drive in Calgary, and he and his older sister shared a 1979 Pontiac Parisienne when he got his licence at 16. However, as often as possible, he got behind the wheel of the family’s new 1986 Honda Civic, because it was equipped with a five-speed manual transmission. “That made it a lot more exciting to drive,” he says. His own first car was a Mazda 626 with a standard gearbox. As his own family began to grow, his last car with a standard transmission was an Acura EL. That was followed by a succession of minivans and SUVs that have been, over the past two decades, almost entirely Toyota products, including Sienna and Venza models. Currently, Smith maintains a RAV4 and a Prius c, both hybrids. When he first saw the Nightfall Mica – a deep navy blue – ES 350, Smith was immediately impressed by the car. He thought it would have ‘the great gaping Lexus grille’, but says, “The grille was proportionate to the overall lines, and the car has a very pleasing shape. The ES looked bigger than I expected it to, but it didn’t end up driving ‘big.’” After opening the door and settling into the premium-leather upholstered driver’s seat, the interior also found favour. “It was a light colour that beautifully complements the dark exterior,” Smith says. “Inside, I think I was surprised by the overall quality of the luxury. I was half-expecting it to be filled with Toyota switches and knobs, but that wasn’t the case, yet it was familiar in the larger sense.” The 10-way power adjustable heated and cooled seat wasn’t overly plush. Instead, Smith says the seat felt ‘fitted and supportive’. At five-feet ten-inches tall, there was plenty of head- and legroom for Smith’s frame. After spending a few days getting used to the Lexus, Smith was full of praise for the performance of the V6 engine that makes 302 horsepower. “The engine had plenty of power, and the eight-speed automatic transmission was unobtrusive,” he says. “If you got on the gas, you could sense it shifting, otherwise it was completely seamless.” On a road trip west of Calgary to Canmore, Smith experimented with some of the technology found in the ES, including the dynamic radar cruise control and lane tracing assist. Although well suspended, Smith says the Lexus never felt like it was floating. He says you could feel the road, but the ride was never uncomfortable. Handling was good, with a nice light effort on the steering wheel in parking lot situations while it tightened up when on the highway – overall, it was well-balanced, in Smith’s opinion. To test the utility of the ES 350, Smith loaded up his 19-year old daughter’s goalie equipment in the trunk. “I got all of her gear in the trunk, and with the sticks through the backseat pass-through, we still got all four of us into the car and down to Okotoks for her hockey game,” he says. “The trunk opened wide, and it was easy to lift everything in. It has a power trunk lid, and while that’s nice to have I think it’s a luxury you could easily live without.” Smith suggests the ES 350 would best suit a family of four, or empty nesters. “It’s not a big, gigantic car and you won’t feel like you’re hauling around a bunch of empty space without extra passengers. But, load them in and they’re going to be very comfortable,” he says, and concludes, “It was tough to give the car back, I really did enjoy driving it.” DRIVER’S JOURNAL Day One: Nice colour combination, high-quality leather. Quiet! Wow, so nice and quiet on the highway. The control for the infotainment system is really awkward. The trackpad is an
Origin: Reader Review: 2019 Lexus ES 350
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