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
Review:
Car Review: 2019 Mercedes-AMG GT 63 S 4-Door Coupe
2019 Mercedes-AMG GT 63 S 4-DoorPeter Bleakney / Driving OVERVIEW Beauty meets brutality in AMG’s first four-door car PROSballistic, engaging, sharp handling, exquisite interior, hatchback configuration CONSA tad to edgy for those seeking true GT characteristics VALUE FOR MONEYcompetitive WHAT TO CHANGE?Find a little more compliance in Comfort mode HOW TO SPEC IT?This colour, this interior get two thumbs up. The optional rear spoiler? Go for it. Might as well get this out of the way right off the bat: The 2019 Mercedes-AMG GT 63 S 4-Door Coupe, finished here in satin Designo Brilliant Blue Magno, is quite a looker. No car, this side of a Lamborghini or McLaren, has attracted so much attention during its brief stay at Chez Bleakney. Sitting in my driveway, the AMG drew gawkers like buzzards to a squashed possum. Most of my neighbours are pretty blas about what I bring home, but not with this car.Yet the Mercedes-AMG GT 4-Door is not in-your-face outrageous. It seduces with a masterful blend of grace and menace, art and aggression, beauty and brutality. Its lines are pure, flowing and unadorned, yet that toothy grill looks hungry for small children.The $177,500 Benz does not write any visual cheques it cant cash this car backs up its looks with bonkers performance or so Ive read. Driving on public roads is essentially an exercise in frustration; other than a few wide-eyed felonious blasts and some off-ramp strafing, I came nowhere near pushing this nutty hatchbacks envelope. But in reality, nor will most who buy it, unless they live in Germany or take it out for a day at the track.This is the second car designed and built in-house by AMG, and while it follows the svelte two-seat AMG GT Coupe, it does not share that cars all-aluminum/rear transaxle architecture, instead riding on the bones of the Mercedes-AMG E 63 Wagon. This is, after all, a long and luxurious executive express with generous rear legroom and a hatch able to swallow a full compliment of luggage. Nonetheless, it goes about its business with the classic AMG atomic-fist-in-a-velvet-glove sedan thing that, up until now, has not seen this level of ferocity. And that is saying something.It all stems from AMGs masterpiece of a 4.0L twin-turbo hot-vee V8 that, in this 63 S iteration, makes the most power of any application yet 630 horsepower and 669 lb.-ft. of torque. Yes, you can buy a turbocharged straight-six version of the AMG GT 4-Door Coupe, or even the slightly detuned V8-powered 63 variant with 577 horsepower, but why would you? In for a penny, in for pound, I say. With a body this sexy, you might as well take the engine that drop kicks the laws of physics into whimpering submission. Just because.I liken the four-door AMG GT to Danielle House, the Newfoundland beauty who lost her 1996 Miss Canada International crown for punching out her exs new girlfriend in a bar. Its not all about explosive straight-line acceleration, however, even though the 63 S will eclipse the speed limit in a tick over three seconds. The chassis shines, displaying a sharpness, agility and sense of communication that belies the cars 2,045-kilogram mass, no doubt helped by the standard rear wheel steering. Grip from the optional 21-inch forged wheels with Michelin Pilot Sport 4S tires ($1,500) seems unending, and the steering is precise and connected. The 4Matic all-wheel-drive system is decidedly rear-biased, and theres even a Drift Mode that disengages the front wheels entirely for those times when exiting the Sobeys parking lot requires just a tad more drama.The AMGs attitude is easily altered by the nifty rotary controller placed at four oclock position on the steering wheel. Switch from Comfort to Sport, Sport+, and Race, and the sedan gets progressively louder, stiffer and more alert. Yet even in Comfort mode, the 63 S never really relaxes every ripple on the road is felt and 21-inch tires thwap away on expansion joints. At lower speeds the nine-speed AMG Speedshift transmission can be jerky, too Porsches PDK twin-clutch, this is not. And if you have the exhaust in Sport mode all the time guilty as charged well, it just furthers the impression the car is dog that would rather hunt than sit on the porch.But thats what I love about this beautiful bruiser. Its unapologetic about its status as Mercedes fastest and most aggressive four-door. You want something almost as fast but a bit softer? Theyre happy to sell you the 603-horsepower E 63 S sedan, at $117,000. The interior of this tester is the most visually pleasing of any Mercedes Ive seen, stunning with its Saddle Brown/Black Nappa Leather (an $1,800 option) and Grey Ash Open Pore trim (another $500). The dash panel features the broad expanse of digital screenage found in most Mercedes sedans now, while the centre console with its array of buttons for modifying the cars behavior is snagged from the AMG GT Coupe. I found the ventilated sport seats supremely
Origin: Car Review: 2019 Mercedes-AMG GT 63 S 4-Door Coupe
Car Review: 2019 Subaru BRZ Raiu
2019 Subaru BRZNick Tragianis / Driving OVERVIEW Subarus BRZ still has a few tricks up its sleeve PROSFantastic handling, low weight, sharp looks, excellent platform for tuners CONSShifter isnt the most precise, back seats are virtually useless, engine doesnt sound particularly refined at lower RPMs VALUE FOR MONEYGood WHAT TO CHANGE?I dont think it needs more power, but I cant help but think what itd be like with another 50 horses HOW TO SPEC IT?Sport-tech RS Car enthusiasts are a stubborn bunch. They chide automakers for building boring appliances devoid of soul and feedback, and for cramming an alphabet soups worth of driving assists and technology down their throats. Then, they list their demands of their perfect car as if theyve conducted countless hours of market research before taking all of Nakatomi Plaza hostage.We want a simple and fun rear-wheel-drive sports car! And we dont want it to cost a penny over $30,000! Oh, and a fully gassed-up helicopter waiting on the roof in five minutes, or else well, uhh, post even meaner comments online!Trouble is, when an automaker actually comes trough and gives enthusiasts what they supposedly want, theyre met with crickets. See, if theres anything most enthusiasts are exceptionally capable of, its not putting their money where their mouths are. Case in point, the Subaru BRZ. On paper, its the perfect affordable sports car. Two doors, manual transmission, and rear-wheel drive is a solid formula, but after nearly seven years on the market, this plucky little number is largely unloved and ignored. Maybe its because it isnt a crossover, or because Subaru (and Toyota) refuse to give it more power. Whatever it is, the BRZ deserves more love, because hope youre ready for this hot take its still a damn good car. Period. At the heart of the BRZ is Subarus familiar 2.0-litre Boxer four-cylinder engine. Putting out 205 horsepower and 156 lb.-ft. of torque, its hooked up to a six-speed manual. For the most part, its a good combination although the engine sounds coarse, almost tractor-like puttering around town, it comes alive after 5,000 rpm. It loves to be wrung out, melting away most qualms you have about it needing more power. But if you do care about such metrics, the BRZ does the zero-to-100 km/h sprint in the mid six-second range. Yes, like the Mazda MX-5 Miata, a V6-powered Sienna will outrun you at a stoplight. And yes, like the Miata, thats not what the BRZ is about. Its not a point-and-shoot type of car; you need to pay attention to your RPMs, gears, and your hands and feet.By and large, the BRZ is a satisfying drivers car. You sit low to the ground, the seats are well-bolstered, and steering is communicative and incredibly responsive, though its a bit disappointing to see Subaru succumbing to buttons on the steering wheel when earlier BRZs were blessedly free of such distractions. Steering wheels are for steering, after all. It does ride stiff over bumps and its loud on the highway, but come on, the BRZ is a sports car it lets you carry a fair bit of speed through tight corners and stays remarkably flat and composed when you push it. Its one of the very few sports cars today that lets you appreciate its performance capabilities on the road, without getting in trouble with the law.The six-speed manual is a bit of a mixed bag, though. It’s considerably more engaging than the automatic, especially considering the BRZ weighs about 1,270 kilograms. The stick is also pleasantly notchy, but not exactly precise; the shifter itself is rather tall, and theres a bit of play when youre actually in gear. And while the BRZ is an absolute riot to bang through the gears, downshifting can be frustrating going from third to second, the shifter sometimes catches on the reverse lock-out, lending to some less-than-graceful handiwork. Youll definitely need to finesse your technique a little bit. Its easy to knock the BRZ for its age save for a minor rework two years ago, the cars largely unchanged since it first launched for the 2013 model year but thats arguably what makes it good. Unlike the Miata, the BRZ doesnt quite become an extension of your mind and body, but the footprint is rather small and the car itself feels pleasantly mechanical. Youre actually in control when you sit behind the wheel, and there isnt a collection of computers programmed to make you look like a better driver than you really are. Oh, sure, you can tailor when exactly the stability and traction control intervenes, but thats about it. Fans of active exhaust systems, line lock, and launch control need not apply. Hell, you dont even get blind-spot monitoring, automatic braking, or various proximity sensors.You do, however, get Subarus snazzy Starlink infotainment system. Controlled through a seven-inch touchscreen, its rather intuitive and includes all the usual refinements GPS navigation, Bluetooth, satellite radio, Apple CarPlay and Android Auto
Origin: Car Review: 2019 Subaru BRZ Raiu
SUV Review: 2020 Mitsubishi RVR
2020 Mitsubishi RVRChris Balcerak OVERVIEW A surprisingly complete package from Mitsubishi PROSHandling, ride, interior décor, all-wheel-drive CONSinfotainment a little basic VALUE FOR MONEYExcellent compared with some of the faux-by-fauxs out there WHAT TO CHANGE?Eventually it’s going to need a total redesign. For now it’s soldiering on admirably. HOW TO SPEC IT?I could easily do without the booming bass of the Rockford Fosgate audio system and save a few bucks. I’d probably get the SEL AWC trim that costs $29,798. The RVR is Mitsubishi’s best vehicle. By that I mean that it’s the company’s most complete package, the Mitsu nameplate that best competes against those in its segment, has the fewest consumer-facing flaws and, most importantly, offers key features otherwise unavailable in its class. You’ll note that I didn’t say that, despite the RVR being the company’s best-selling vehicle (some 6,229 RVRs finding homes in Canada last year), it’s Mitsu’s most desirable product. That title, despite a few flaws (an aging interior, slightly wonky infotainment system and middling looks), remains the Outlander PHEV, mainly by dint of being the industry’s only affordable plug-in SUV. Being in a class of one means you’re also the star pupil and the hybridized Outlander is not only setting the sales charts ablaze but winning converts to electrification and Mitsubishi.That’s not to say the RVR does not also offer unique features. My significant other, who knows a thing or two about hardcore off-roading, loves the RVR for its truck-iness. By that she means — and it does lose something in the translation from colloquial Quebecois to prim and proper English — there’s a sense of robustness about the Mitsu lacking in so many of the subcompact segment’s faux-by-fauxs. Mitsubishi calls the revisions “robust” and “ingenious.” I don’t know about the latter, but the former is certainly apparent, the RVR quite easily the butchest looking among subcompact sport cutes. Effective and efficient powertrainNor is said purposefulness completely illusory. Unlike most of the competitors — I’d say all, but I’m worried I’ve missed some off-brand — the RVR offers the segment’s only lockable 4WD system. Yes, just like the big boys — you know, real sport brutes can be negotiated with all four wheels driving forward. I’m not sure how many people need a lockable four-wheel-drive system in this segment. I’m not even sure how many people shopping compact SUVs know what lockable 4WD is or what its benefits are. But the RVR’s All-Wheel-Control system offers it. It’s good to have around in emergencies and Mitsubishi’s RVR has it, at least in GT spec. Said GT AWC model is also powered by the better — that should be read larger — of the RVR’s two available engines. While the 2.4L four cylinder’s 168 horsepower and 167 pound-feet of torque are only middling, its actual performance is not. Always torquey, always responsive, the sportiest of the RVR’s always has plenty of git-up-and-go as well as a reserve of passing power. No, it’s not a Ferrari. Or even Civic Type R for that matter. But combined with Mitsubishi’s latest INVECSIII CVT transmission, there’s plenty of pep. It is also, except when said CVT occasionally hunts for “gears”, quite civilized. And, as for fuel economy, talk about truth in advertising: Mitsubishi rates the GT versions of the RVR at 9.4 litres per 100 kilometres, almost exactly the 9.6 L/100 km I averaged.Ditto for the handling, which, though unchanged for 2020, speaks to a chassis well sorted. There’s nothing special here folks, just a MacPherson struts up front and an independent multi-link system in the rear, but it tracks well, isn’t particularly squishy and still manages a decent ride. A step above most subcompact crossovers, in other words. Interior upgradesInside, the RVR is pretty nice, especially this GT format, though if one were looking for criticisms, some of the plastic trim isn’t quite up to Toyota’s synthetics. That said, the build quality is excellent, with panel gaps minimal and uniform, the leather seat covering is quite elegant and the new infotainment system, now with a larger screen, adds a touch of modernity. The GT option offers a 710-watt Rockford Fosgate audio system with subwoofers that rival the Bose 901s that used to pound out the bass in the discotheques of my youth. Said infotainment is also simply and well laid out. That said, I did encounter one anomaly. Whenever I received a call to my bluetoothed phone, as soon as I “picked up,” the radio would start blaring some country station at top decibels. My SO was sure I was exaggerating or somehow screwing up some of what she never tires of reminding me is simple technology. That is, until she was in the car when someone phoned and she was greeted by the dulcet plaints of Billy Ray Cyrus. I never did figure that one out. Credit one for the dark side of electronics then.As for the rest of the
Origin: SUV Review: 2020 Mitsubishi RVR
Car Review: 2019 Volkswagen Arteon
2019 Volkswagen Arteon ExeclineJil McIntosh OVERVIEW A hatchback sedan with crossover capability PROSGood looks, tons of cargo and passenger space CONSSome downscale interior bits VALUE FOR MONEYFeels a bit pricey, but you do get a lot WHAT TO CHANGE?Give it more steering weight and feel HOW TO SPEC IT?I’d get it as-is, without options Sedans are getting lost in the shuffle to crossovers and sport-utilities, but even among sedans, theres a subset of comfortable and nice-to-drive four-doors that, for whatever reason, seldom end up on the radar. These include oft-overlooked models like Toyota’s Avalon and Chevrolets outgoing Impala. The Volkswagen Arteon will likely end up on that list, too, and thats a shame because it has a lot going for it.Its handsome, roomy, and comfortable, but thats no longer enough to make it in a world where sport-utes dominate the roads. But if youre still into sedans, its definitely worth a look.An all-new model for 2019, the Arteon debuts at the top of VWs sedan lineup, replacing the discontinued CC. It comes only in top-level Execline trim, at $47,995. My tester was further optioned with a $2,095 Driver Assistance Package that added park assist, lane-keeping assist, and a 360-degree camera, as well as the $2,995 R-Line appearance package, bringing it to $53,085 before freight and taxes. Under the hood is a turbocharged 2.0-litre four-cylinder engine churning out 268 horsepower and 258 lb.-ft. of torque, mated to an eight-speed automatic transmission which comes with a real shifter, not one of those awful push-pull-heres-a-button-for-Park electronic monstrosities. American buyers can get the Arteon in front-wheel drive, but Canadian models are all-wheel.The engine can be a bit rough at idle, but it accelerates smoothly and with no turbo lag. It tucks into corners very well, but Id like to have a much closer relationship with the car. The steering is too light, and I felt disconnected from it. I dont want to have to push the car around, but I like to feel like I have more input into what its doing. That said, though, the ride is luxury-smooth even in Sport mode, in keeping with the Arteons top-of-the-heap position in the lineup.It may look like a conventional sedan, but the Arteon is actually a hatchback, with a massive amount of cargo space that can be lengthened even more by folding the seats or by opening the central pass-through. But even with so much of the Arteons footprint dedicated to luggage and groceries, theres a very generous amount of legroom and headroom, despite the sloping roofline, for rear-seat passengers. My only issue is with the rear head restraints, which chew up far too much visibility out the back. Its time for Volkswagen to trade in the tombstone-style design it prefers, in favour of restraints that can be folded or pushed down when theyre not required for rear-passenger duty.Theres plenty of room in the front as well, and the chairs are typically German, meaning that they may seem a bit too firm when you first get in, but you soon discover theyre so supportive, they keep your spine happy even on long drives. Both the front and rear seats are heated, the front ones are ventilated as well, and the driver gets a massage function.The features list is quite long as it should be for the price and includes such items as adaptive cruise control with stop-and-go, a power liftgate, adaptive LED headlamps, a panoramic sunroof, an auto-dimming mirror, leather upholstery, and three-zone automatic climate control. The eight-inch touchscreen has a proximity sensor that brings up the control icons as your hand gets close; it includes navigation and satellite radio, and sends the music out through a 700-watt sound system with ten speakers and a subwoofer.But for all that, and interior styling that echoes the exteriors horizontal chrome lines and is just as handsome, some of the cabin feels more mainstream than upper-end. Theres a lot of hard, nubbly plastic where soft-touch surfaces would make much more of an impression. No, you didnt move up to an Audi where everything would have been more luxurious, but then again, you have shelled out almost 50-grand for this Volkswagen. Ive also never quite clicked in to why Volkswagen insists on putting spacers into the plastic panels surrounding the shifter. Some of the little panels are buttons, operating features like the heated steering wheel and disabling the automatic start/stop system. But the lower ones are always blank, and it always looks like they would have been real buttons if only youd ponied up for more options. Which you cant, because you already have everything there is to get, but thats how it looks.But that said, I really like the simplicity of the controls, where climate functions are handled by dials and buttons, as they should be. You also use hard buttons to pull up the centre screen menus, and once youre in them, theyre intuitive and easy to
Origin: Car Review: 2019 Volkswagen Arteon
SUV Review: 2019 Porsche Macan S
2020 Porsche Macan SBrian Harper / Driving OVERVIEW Compact-size, 5-passenger sport/luxury crossover PROSSports car-like handling dynamics, very quick, comfortable front seats CONSPrice of options borders on gouging, rear seat cramped for adult passengers VALUE FOR MONEYFair WHAT TO CHANGE?Reduce weight by 150-200 kg; standardize some options HOW TO SPEC IT?As is with about $15,000 fewer options By the time the compact-sized Macan debuted back in 2014, the Cayenne Porsches mid-sized (and first) crossover had been out for 12 years and was already into its second generation. So, the righteous indignation from purists, outraged that the German manufacturer would build anything other than a sports car, had pretty much run its course.That the Macan would succeed the Cayenne as Porsches best-selling model was just further proof of public acceptance. This continues today; the company recently released worldwide sales figures for the first half of 2019 with the Macan accounting for 35 per cent of those sales, and the Cayenne 32 per cent. If you love the 911, Boxster, Cayman, or Panamera, respect the fact the two crossovers provide the vast majority of the profits that allow Porsche to continue building great sports cars.As with literally every model Porsche makes, the Macan is offered with multiple trim/performance levels base, Sport Edition, S, GTS, and three variations of the Turbo. The 2019 model year sees a freshening of the base and S. In addition to a redesigned front fascia, with notable changes to the grille, lower air intakes and headlights, the latter features a new 3.0-litre turbocharged V6 mated to a seven-speed PDK transmission.The engine generates 348 horsepower and 354 pound-feet of torque, slight increases compared with the 3.0L twin-turbo V6 used in previous S versions. Official figures released by the company indicate the revised S will accelerate to 100 km/h in 5.1 seconds, five seconds even with the optional Sport Chrono package. Top speed also increases slightly to 254 km/h, for the armchair quarterbacks who hold such numbers dear. Im not going to try to convince you the Macan S is a 911 in crossover disguise. Thats an argument not worth the effort. But I will say the Macan S is a sports car among crossovers there is nothing soft or flouncy about it, no compromise for gentler aesthetes. Even left to its own devices, without switching from Normal drive mode to Sport or Sport Plus, or activating the Sport Chrono, theres an eagerness to it just waiting for the opportunity to prove itself. This Porsche is in the business of pushing boundaries, happily sacrificing a measure of civility in exchange for a rewarding drive.Not that the S is overtly harsh, but its nonetheless very firm, with a ride somewhat compromised by the testers optional 21-inch performance rubber ($5,060, including the Spyder Design rims). While nothing really filters up into the passenger cabin, you will still become aware of any tarmac irregularities encountered, the upside being able to take corners flat and at a higher speed should that be your jam than what is typical of the crossover segment.Never content to leave well enough alone, Porsche engineers made a few chassis revisions as part of the Macans 2019 facelift. On the front axle, strut forks made from aluminum replace the previous steel components, thereby reducing unsprung mass. Newly tuned anti-roll bars also ensure more neutral handling, and furthermore, the S gains larger and thicker front brake discs.Everything about the Macan has a muscular heft to it, and I dont just mean the crossovers curb weight, which exceeds 1,900 kilograms. The steering, naturally, but even things like the gear shifter actuation and the way the doors shut. Theres no sports car lightness to this machine, despite the fact, as I said earlier, its a sports car in crossover form. The seeming contradiction makes itself clearer the more the S is pushed; then it reveals Porsches DNA with a surge and a snarl, the latter amplified through an optional ($3,350) sport exhaust system. And speaking of options, the tester certainly had enough of them, inflating what might be considered a reasonable base price ($63,000) for a Porsche, to a borderline obscene $93,670. I know plenty of Porsche buyers are more than happy to pay the freight to get their vehicles just so, but the depth to which the company is willing to extract what it believes its due still bewilders. Lets talk cosmetics, for example: The testers bright and bold Carmine Red paint job sets one back $3,560. OK, you like red, who doesnt? But then Porsche wants another $770 to paint the sideblades the same colour. Plus another $840 for tinted LED taillights. Plus $270 to paint the window trim black, and another $460 for complementary-coloured roof rails. The worst: $330 for the Porsche crest to be embossed on the front headrests. Its nickel-and-diming to me, but hey, its your money.The Macans
Origin: SUV Review: 2019 Porsche Macan S
SUV Review: 2019 Cadillac XT5
2019 Cadillac XT5 Platinum AWDJil McIntosh OVERVIEW Luxury squeezed into a midsize package PROSGood performance, comfortable interior CONSSome very wonky controls VALUE FOR MONEYI’m not feeling the price for this top-line trim WHAT TO CHANGE?The engineer who designed the shifter HOW TO SPEC IT?The $51,295 Luxury trim It feels like its been a while although in reality, its probably only been a couple of hours since Ive gone full-tilt Crazy Old Woman Yelling At Kids To Get Off Her Lawn.But now, Ive got a rant inspired by the 2019 Cadillac XT5. Im old enough to remember when a Cadillac had pretty much the same simple controls as its lesser-priced GM brethren, but they were just better quality and felt nicer in your hand. So I dont understand why a pricier car now needs more complicated controls. This XT5 requires me to awkwardly push an electronic gearshift up and sideways to put it into Reverse (several times, I thought I was about to back up but was still in Neutral), or slide my finger across a piece of glass to turn up the volume, when this smooth-driving vehicle could be even more pleasurable if GM had paid less attention to the gizmos and more to a simpler, distraction-free layout.The automaker has certainly started with a solid base, though. The XT5 rides on a platform that, with a few tweaks to its external dimensions, also underpins the new-for-2019 Chevrolet Blazer, which turned out to be among my favourite recent rides. There are enough distinctions that your friends likely wont make the connection, at least until you open the hatch, where the two share a brilliant cargo management system of a fence that slides fore or aft, or can be removed completely, to corral grocery bags or luggage so they stay where you put them.The Cadillacs powerplant is a 3.6-litre V6, making 310 horsepower and 271 lb.-ft. of torque, and mated to an eight-speed automatic transmission. The more budget-minded can opt for a base front-wheel-drive model, at $41,795. Most will go for all-wheel and there are four trim levels for that, starting at $44,795 and rising rapidly to my top-line tester, the $69,195 Platinum. Even then, there are items available to add, and mine was equipped to a rather jaw-dropping $73,891 before freight and taxes.The all-wheel-drive models can be run in front-wheel alone for fuel savings. When activated, the AWD uses a twin-clutch system that sends power to the rear wheels and then, as needed, distributes it to the right or left wheels to optimize traction. To further keep the XT5 sipping at its tank, the engine has Active Fuel Management, which shuts off two of the cylinders when full power isnt required. In addition, theres an auto-stop system that completely shuts the engine off at idle, such as when youre sitting at a light. All other functions continue to operate, of course. Im not always a fan of these automatic start-stop systems, and while most automakers provide some way to temporarily disable them, the XT5 doesnt allow for it. My cantankerous side yelled at GM to at least give me the option, but then my frugal side noted in my week with the XT5, I came in under the official combined fuel economy rating of 11.2 L/100 kilometres.German sport-utes in this segment are usually tuned for sportier driving and with a firmer ride. Instead, the XT5 is closer to the luxury-forward offerings from Lexus or Infiniti: The XT5 handles itself well around curves, but its primarily about cruising comfort. The cabin has the clich bank-vault silence, and the suspension glides smoothly over bumps. The seats stayed comfortable on a three-hour drive, and theres lots of legroom for the rear chairs, which slide and recline.The exterior styling isnt spectacular, but it comes alive at night with beautiful lighting, including cool little light strips on the door handles. The interior is handsome, especially if you opt for a single colour, as my grey-clad cabin was, rather than the available three-tone scheme that looks too busy. It seems as though once the engineers who designed the shift lever and volume swipe went for lunch, smarter employees jumped in and handled most of the other controls. There are switches for the climate functions, and the infotainment system is relatively intuitive. I was really surprised to see that the height and brightness controls for the head-up display are actual toggles far better than most manufacturers hiding them within layers of computer screens.Theres also a camera rear-view mirror, which broadcasts a digital view instead of a reflection. Its high-definition and covers a wide area, but it does take a while to get used to it, and I found it tough to quickly focus on it. If its not to your liking, it can be switched to operate as a regular mirror.Perceived value is an important consideration. Despite the top-line XT5 Platinums long list of features, it still has a mainstream ambiance to it and I never felt like I was
Origin: SUV Review: 2019 Cadillac XT5
Car Review: 2019 Chevrolet Corvette Z06
OVERVIEW End of the road for front-engined Corvettes and a fine send off PROSBrutal speed, classic looks, surprisingly ample storage space CONSAutomatic transmission is not a great one, competition seats really mean it VALUE FOR MONEYExcellent WHAT TO CHANGE?Any flaw the test car had, could be fixed with the option sheet HOW TO SPEC IT?Give me the Grand Sport with the standard seats and a stick The Chevrolet Corvette is not a slave to tradition. Its a slave to function it hasnt remained front-engined all this time simply because enthusiasts want the engine in a certain place to preserve the classic Corvette formula. GM has done so because this aids its function.Sometimes, that function is less sexy than lap times: In the days when the Corvette shared suspension components with the Chevelle, it kept the overall cost down and allowed more generous cargo room, making it a proper long-distance car.But the design has always been purpose-driven. The purpose of the C7 Corvette was to take the front-engined formula as far as it would go. Even Ferrari knows front-engined sports cars are a rose-tinted throwback to the past, and that the future is mid-engined. The upcoming mid-engine C8 changes the Corvette formula weve known for 66 years, but before we drive the C8, lets see what the final hurrah! of the front-engined Corvette brings us.Sheathed in fiberglass as theyve been from the beginning, the C7 slices a menacing profile. The hood is long and low, bounded by muscular bulges. Every corner of the C7 is sharp, violent and trimmed with black aerodynamic bits. The wings, scoops and vents are all very real, and you can feel the heat roiling out of them after a spirited drive. This is the supercharged Z06 variant; slide into the cockpit and a data plaque proudly tells you this rocket makes 650 horsepower and 650 lb.-ft. of torque. There are a lot of Corvette sub-models and the Z06 is second from the top; above it sits the all-conquering 755-horsepower ZR1 track animal. Below is the base, naturally aspirated Vette with 465 horsepower, as well as the Grand Sport which, interestingly enough, is essentially a Z06 but with the base engine. In addition to said supercharged engine, the Z06 gets wider fenders, a host of aerodynamic enhancements and wider tires. They measure 285 millimetres up front, and a full 335 in the rear.The C7 is also the last Corvette to offer a manual transmission; you can spec the seven-speed manual in any Corvette model, but in an odd move, this particular Z06 had the eight-speed automatic. Talk about a missed opportunity.Climbing into the C7, youll see something no future Corvette will ever give you: A long hood with a V8 underneath. The raised fenders hearken back to the C3, and the view is reminiscent of the older car from behind the wheel. In Z06 form, the pronounced center bulge never lets you forget a fat supercharger sits atop the LT5 engine.The rest of the interior is beyond reproach; compared to the Little Tykes/Tupperware adventures of the C5 and Cobalt-like C6, the C7 is a revelation. I like the dramatically sweeping cockpit that surrounds the driver, and the digital cluster and central tachometer tell you this is a car to drive. Alcantara covers the dash binnacle, shifter and steering wheel. And dont forget the oh-so-trick quilted suede headliner. Corvette interiors have come a long way.And so have the seats! Theyve almost gone too far, actually. The test car was equipped with the optional Competition seats, and, boy, does GM mean it. They have adjustable side bolsters, but they really only adjust from too tight to even more tight. I cant imagine that wider people would be very comfortable in them, but if you want to do real track work in your Z06, these seats certainly hold you in place. Did I also mention that the passenger gets two Oh, crap! handles? There are plenty of cubbies for your things and the rear cargo area is more than generous for a couples luggage for a weekend getaway. The Corvette likes being driven slowly or straight-up fast. None of the quickly malarkey for the Z06. Around town, the automatic is buttery smooth, the shifts almost imperceptible. The ride is sports-car-firm for sure, and without the optional Magnetic Ride Control, it just kind of is what you get all the time, no bumpy-road modes to be found.In the city, the major downside is the constant battle of the various fans against underhood heat, doing their best to keep the engine cool; they must use a lot of energy because urban fuel mileage is downright atrocious. On the highway, though, the Corvettes double-overdrive automatic and extremely long 2.41:1 rear axle gears drop engine revs down to under 2,000 at brisk highway speeds, easily loafing the Corvette along and getting a respectable 10.2 L/100 kilometres.And when you want to go fast, the Z06 is willing and ready. It will absolutely catapult you into the horizon at any speed. The rear tires are massive, but theyll still
Origin: Car Review: 2019 Chevrolet Corvette Z06
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
SUV Review: 2019 GMC Acadia
2019 GMC Acadia SLT AWDJil McIntosh OVERVIEW A smooth-and-simple midsize people-mover PROSNice to drive, fairly realistic third-row seat CONSCabin construction doesn’t always look the price VALUE FOR MONEYOptions add up, but two years of oil changes are standard equipment WHAT TO CHANGE?$1,695 for a Black Edition, and then black badges and wheel nuts are $650 more? HOW TO SPEC IT?SLT-1 without extra options Of all the brands in GMs stable, GMC is the slimmest. Its never made a car, and has but three SUVs: The smaller Terrain, the larger Yukon, and my tester, the middle-place Acadia.The Acadia got a complete makeover for 2017, making it slightly smaller than before unusual in the industry as well as shaving off some 317 kilograms and improving its looks. On the heels of that, there are very minor changes for 2019, including new paint colours and the Black Edition, an option added to my tester for $1,695, which added black exterior accents and 20-inch aluminum wheels. It shares its platform and V6 engine with the Chevrolet Traverse, but theyre fraternal siblings, not identical twins. The Chevy is slightly larger overall, has a longer wheelbase, holds up to one more passenger than the Acadia, and has a different transmission and only one engine choice.The Acadias model line starts with a four-cylinder engine and front-wheel drive. This keeps the price down it starts at $34,300 but youll want more than this engine pulling it around if you plan to load anything into it. My tester carried a 3.6-litre V6, making 310 horsepower and 271 lb.-ft. of torque, mated to a six-speed automatic transmission and with all-wheel drive. I had the SLT-1 trim level, which starts at $45,800, but with numerous options that lifted it to $51,235 before freight and taxes.Its all a matter of preference, but I like that GM went with a conventional V6 for its higher-powered version, rather than bolting a turbocharger onto a four-cylinder. Theres just something about the simplicity that appeals to me. The six-cylinder is a smooth operator, quiet but with good acceleration, and while most automakers have put more cogs in their transmissions, the six-speed does its job very well. In combined city and highway driving, I got 11.9 L/100 kilometres, half a hair below the published rate of 11.7. The four-cylinder tows up to 1,000 pounds, but the V6 handles up to 4,000 pounds, or 1,814 kilograms. A console-mounted dial switches between front- or all-wheel drive, which sends power to the rear wheels, and then further distributes it between the left and right rear tires as needed. The Acadias handling is livelier than you might expect from a sport-ute, and the ride is well-composed and with only the very nastiest potholes bumping up through the suspension.Almost all Acadias have three rows of seats the off-roadish All Terrain can be ordered with two and with a second-row bench for seven-passenger seating, or captains chairs for six, as mine was equipped. Those second-row seats slide forward a considerable distance for access to the third row, even if a child seat is attached, making it easier to get back there. Those farthest-back chairs arent super comfy, but theyre roomier than most and are acceptable for most adults, especially if the second-row occupants slide forward to give up a little of their legroom to provide more for the back.The second and third rows fold flat, but when theyre all in place, the cargo compartment is limited to 362 litres (plus another compartment underneath), which doesnt always jive with the number of chairs. Ive seen an awful lot of three-row owners picking up a full load of passengers at the airport, and trying to figure out just what to do when each one came off the plane with a full-size suitcase in tow. Thats the case with pretty much every three-row that isnt a minivan these days, but just keep it in mind if your usual load includes something like a sports team and all the gear. Both the first- and second-row seats are comfortable and supportive, clad in leather on the SLT-1. My tester also included stitched padded panels on the dash and door pads, along with the console and steering wheel, but overall, the interior is a bit of a mixed bag. The styling is handsome, but the upscale metallic accents often butt up against hard, cheaper-looking plastics, and with some uneven panel fit. And on a sport-ute that starts just shy of $46,000, why do I get heated seats but no heated steering wheel? I have to move up to the top-level Denali to get that.I like the simplicity of the controls, including big dials and buttons for the climate control, hard buttons to pull up the touchscreen menus, and large, intuitive icons once you get there. Theres no need for simple operations, like turning up the fan speed or activating a heated seat, to be distractingly hidden in a maze of computer menus as some automakers do. Simple should never be considered
Origin: SUV Review: 2019 GMC Acadia
All about car 