2019 Mercedes-AMG E53 4Matic CoupeJil McIntosh OVERVIEW A sleek-looking coupe with performance to match PROSSuperb engine and transmission, sharp handling CONSOdd brake pedal feel, and some awkward controls VALUE FOR MONEYLots of performance for the price WHAT TO CHANGE?Give it a simpler, touch-activated infotainment system HOW TO SPEC IT?Add the Premium Pack Heres the scoop on the Mercedes-AMG E53 Coupe, the first E-Class coupe to wear the brands performance badge: If youre expecting the same fire-breathing, bat-out-of-hell brawn that usually comes out of an AMG, youre going to be disappointed. But if you like smooth yet thrilling acceleration, served with a large side of luxury and some fuel efficiency to boot, youre definitely going to want this car.Its the first E-Class Coupe to come under the AMG designation, which usually means eight cylinders have been stuffed under the hood. Instead, the E53 gets a new, turbocharged 3.0-litre inline six-cylinder engine that uses both an exhaust gas turbocharger and an auxiliary electric compressor. Theres also an electric starter-alternator unit sandwiched between the engine and the nine-speed automatic transmission, and a 48-volt mild-hybrid electrical system (that doesnt need to be plugged in).The engine makes 429 horsepower and 384 lb.-ft. of torque. When you want extra acceleration, that electric unit, dubbed EQ Boost, can briefly kick in an additional 21 horses and 184 lb.-ft. of torque. Power goes to all four wheels, with torque distributed between the front or rear axle, depending on driving conditions. The E53 starts at $86,000, but theres a lot that can be added on top of that. My tester had a full score, adding a very long list of options including a premium sound system, active safety assists, a head-up display, and even a perfume scent dispenser, all for $102,250 before freight and taxes.Hybridization originally arrived in mainstream vehicles to cut back on fuel and emissions. Many premium automakers are now joining gas and electricity together to significantly increase power without going to a bigger engine. For all its grunt, the E53 is rated at a very decent 10.6 L/100 kilometres in combined driving, and in a week of having fun with it, I came in at 10.8.The beauty of this powerplant is evident as soon as you put your foot down. The electric compressor boosts the engine right away without any lag, while the EQ Boost tosses in its extra strength. By then, the exhaust gas turbo is on board, and its just torque, torque, and more torque all the way up the tach but even then, its smooth as silk. The electric motor starts the engine, including the auto-stop at idle, which is unobtrusive but can be turned off if you prefer. In Comfort mode, the E53 is a grand tourer with a pliable ride that will take you across the country, but keep you relaxed and refreshed. Switch to the Sport modes and you can feel the car tighten up, with quicker throttle response, sharper steering, and stiffer shocks that keep the car tight in the corners. The sport exhaust rumbles beautifully and it blips when the transmission shifts, and it just adds to the fun. You can sequentially shift between gears using the wheel-mounted paddles, which are cheekily labelled up and down.This coupe is a good-looking car, especially with its pillarless styling that turns it into a hardtop when all the windows are down. The interior is equally lovely, especially with my testers optional woven-metal trim. The metal switchgear feels substantial, the dash is leather-wrapped, and its all put together flawlessly as it should be, of course, at this price.The configurable instrument cluster and infotainment system are combined into a single glass panel. Its not a touchscreen and Ive never been fond of Mercedes control system for it, which uses a joystick and trackpad to wade through menus that arent always intuitive. That said, I did like the tiny touchpad on the steering wheel that lets you switch between functions, screens and radio stations when you swipe it. As well, the voice control has been expanded and now includes some vehicle functions such as the climate settings. Taking the luxury a step beyond, my car had mood settings for relaxing or energizing. Select one and it automatically changes the ventilation flow, turns on the massage, selects a scent, and even turns on either soothing or upbeat music although you can switch back to your preferred station while everything else continues to coddle you.Typically for a coupe, the front seats are spacious, while the two rear seats let your friends know you didnt buy this car to cart their butts around. Even so, its relatively easy to get into those rear chairs, since the front ones slide forward and back electrically. The trunk is also fairly tight in keeping with the cars configuration, but theres a bin under the cargo floor, along with a very handy pop-up tote box.A lot of automakers
Origin: Car Review: 2019 Mercedes-AMG E53 4Matic Coupe
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Motorcycle Review: 2019 Honda CBR650R
2019 Honda CBR650RJacob Black There are only 11 letters between F and R in the alphabet. Both are consonants. Both have soft sounds. But the difference between F and R in Hondas lexicon is immense, the former always ladled onto the companys pedestrian models while the latter is reserved for its supersports models.So, the big question for this latest test is whether the rebadging of the CBR650F as an R is just a cynical marketing exercise?The differences between the outgoing 2018 Honda CBR650F and the new 2019 Honda CBR650R are fairly miniscule. The front forks are changed. Inverted, 41-millimetre adjustable forks with compression in the left and rebound damping in the right replace the conventional Showa Dual Bending Valve units. The compression ratio is up slightly to 11.6:1 from 11.4:1, and the 650R is three kilograms lighter. That lightness is less impressive when you realize its all due to the two litre smaller fuel tank, which, at only 15.4L, brings the overall wet weight down to 208 kg. Traction control is new, and so is the slipper clutch. Both seem like performance features but really help make this Honda easier to ride. Hondas pricing is certainly interesting. At $10,199 its decent value, but there are still a few 2018s around that Honda is blowing out at $9,699 and claims $1,500 of savings on their website. Considering the small differences, theres a gap there I dont really understand. Its the same bike, with a slightly more advanced front end and a newer, sexier, but more cynical name.Thats about the end of the bad news, because, F or R, the CBR650R is still a very solid middleweight bike. The truth is, the markets hunger for hyper-aggressive, razor-sharp 600cc sport bikes has waned. Yet middleweight bikes still make sense for a raft of reasons. Insurance, fuel economy, overall cost, comfort, and ease of riding all among them. The shift towards a more accessible sportiness is a sensible one. Hondas not the only one to do it. Kawasaki has a Ninja 650 too. Done right, a 650 is a bike a you can ride around town, while still enjoying a decent level of street cred. You can keep up with larger bikes on most public roads and if you take one to the track, youll have a lot of fun. Road manners on the Honda are good. Its compliant and responsive but never jarring or harsh. Road conditions dont ever upset it. I rode the CBR650F on its press launch back in 2014. During that launch we ended up accidentally on a gravel road, and the sport-focused bike still handled the ruts, grooves and slippery surface with aplomb. The new CBR650R has lost none of that rideability. Typically Honda, typically forgiving, the 650R is far easier to ride than the trailing consonant suggests.The engine is smooth and has good tip-in. The linear, unfussy throttle response is paired with a light clutch and clean-shifting transmission. Given how gently this engine spools up, the traction control is probably overkill. Unlike the ABS, you can turn it off.The CBR650s ergonomics are good and the riding profile is moderately sporty but appropriate for city commuting too. At 810 mm, the seat is fairly high and the pegs are low which helps hide the relatively compact wheelbase of 1,450 mm and improve the amount of room for the rider. It has an upright position, and visibly less ground clearance than a proper sport bike. Again, thats appropriate for this bikes mission, and anyone who does decide to hit a few track days can always buy a set of aftermarket rearset footpegs. 2019 Honda CBR650R Jacob Black I will never stop complaining about Hondas placement of the horn, between the indicator switch and the high-beam switch. How they decided the horn is the most important button on the left-hand grip is beyond me. The screen is hard to read in direct light and the large TFT seems poorly designed. The gear position indicator is welcome, but it dominates the circular digital tach, which is squeezed tightly into one corner of the screen, leaving a very large open space in the middle. The speedo is then comically large. I do like the amount of information shown, which includes average fuel consumption. For those playing at home, my two weeks on the bike ended with an average of 6.6 L/100 km.The CBR650R is a good example of what Honda does well. A pretty bike with a solid base of performance chops in a package that is almost fool- and bullet-proof. Its easy to ride, enjoyable to ride, and just interesting enough to keep you entertained. Its also a good example of what Honda sometimes does poorly even on the four-wheeled front with an awkward instrument cluster that puts emphasis on showing off technical wizardry over and above
Origin: Motorcycle Review: 2019 Honda CBR650R
SUV Review: 2019 Chevrolet Blazer RS
2019 Chevrolet Blazer RS AWDJil McIntosh OVERVIEW The Blazer returns as a whole different animal PROSDecent driver, comfortable interior CONSThirstier than the competition, a couple of cheap bits VALUE FOR MONEYIt’s impressive, but it gets pricey WHAT TO CHANGE?Let me turn off the idle-stop HOW TO SPEC IT?Id get the $43,300 True North Thanks to the overwhelming popularity that crossovers and sport-utes enjoy these days, automakers are busy filling every size gap in their liftgate lineups. Thats the case at Chevrolet, where the new-for-2019 Blazer slides into a very thin slot between the slightly-smaller Equinox and somewhat-larger Traverse.A Blazer for the timesIts not rough-n-tough and truck-based as the original Blazer was. Instead, the company opted for unibody construction and an all-wheel-drive system that predominantly drives the front tires. That marketing move initially surprised me, because I thought the name might be reserved for a smaller off-roader especially since Ford is bringing back its rival Bronco name on a truck base. Instead, while the new Blazer might not be what I expected, its very impressive and a well-rounded performer.The entry model carries a 2.5-litre, 193-horsepower four-cylinder engine, and its strictly front-wheel drive. The four other trim levels all use a 3.6-litre V6 that makes 305 horsepower and 269 lb.-ft. of torque. Both engines use a nine-speed automatic transmission. The base V6 model comes in front-wheel drive but can be optioned to all-wheel. The True North, RS, and the top-level Premier use a more sophisticated AWD system that sends torque to the rear and then splits it between the wheels as needed for better traction and handling. Whats likely to be the biggest hurdle for buyers is that impressive doesnt come cheap. The lineup starts at $35,100 and finishes at $48,700, and thats before any options. My $46,300 RS was beefed up with a panoramic sunroof, 21-inch wheels, a block heater and wheel locks that took it to a hefty $49,320 before freight and taxes.In addition to its gloss-black exterior styling cues, the RS also gets a specially tuned suspension and quicker steering ratio family haulers can be sporty too, it seems.Im not entirely sold on the big-grille nose, apparently designed to draw comparisons to the Camaros front end, but the rest of the Blazer is handsomely styled, especially with its floating rear roofline and chiselled butt. The liftgate is hands-free on the RS, obediently opening when you kick your foot under it; to guide you, a light projects a Chevy bowtie on the ground at the right spot how cool is that? Interior quality and practicality almost live up to the price tagIn keeping with that Camaro theme, the interior is similarly styled to that sports car. That means the handsome dash has a minimum of clutter, but while its climate system is operated by simple buttons, theyre too small and tucked away. However, I give top marks to the Camaro-style twin-turbine vents in the centre stack: you aim them by moving the centre button, open or close them by twisting it, and then you spin their big outer dials to change the temperature. Even so, there were a couple of spots where my tester seemed a little lacking in the face of its heftier price tag: the shifter and turn signal switch felt cheap and clunky.Both the front and rear seats are roomy, and Chevy wisely resisted the urge to stuff in a third row. I took the Blazer on a three-hour drive, and the seats stayed comfy and supportive the whole way. At the rear, the RS includes a wonderfully useful cargo fence that slides back and forth to corral ones luggage or groceries, and which can be removed if the whole space is needed. Power and poise to spare, but far from perfect in refinementThe V6 is just right for the job, with smooth acceleration and more than enough power for highway passing. The nine-speed automatic is also a very slick unit, and while some of these lots-of-gears transmissions can be a little overeager, hunting for gears or staying in the highest ones too long when you want a downshift, that never happened with the Blazer; engine and gearbox were always perfectly-matched.It also handles remarkably well for a sport-ute: the steering is well-weighted, and it takes corners with sharp precision and very little body roll. The ride is smooth and well-controlled, and it proved to be a great choice as a comfy highway cruiser.What I don’t like is that the Blazer is equipped with a fuel-saving idle-stop feature that shuts it off when you come to a stop, and while most automakers give you the option of temporarily disabling the system, the Blazer has no such switch. Yes, its for fuel economy, but I should be able to make the choice. And even with the unalterable idle-stop, the Blazers fuel figures put it a bit thirstier than most of its competitors.The all-wheel-drive system increases the handling prowess as well as the traction,
Origin: SUV Review: 2019 Chevrolet Blazer RS
Car Review: 2019 Volkswagen Jetta GLI
In 1991, budding gearheads who were walking around with a slingshot in their back pocket while telling people Dont have a cow, man were encouraged by those in the know to cut out then-new reviews of the Nissan Sentra SE-R and stash them under their bed along with those MAD magazines and that long desiccated frog. Why? Because we knew, even then, that the plain looking car with the heart full of tomfoolery was the ticket to having fun while staying under the radar.Fast forward 28 years and we find that while the details have changed the slingshot is replaced by a deadeye shot in Fortnite while yelling Cant tell me nothin much remains the same in terms of getting away with fun while no ones looking. Volkswagen has produced a sedate looking sedan thatll make quick work of 401 traffic while wearing a set of clothes thatll attract all the attention of a paint-drying competition.The 2019 VW Jetta GLI you see on these digital pages pegs the grin meter without letting anyone else in on the secret. Starting at $31,695, the GLI build sheet presents customers with only a brace of options: a seven-speed automatic for $1,400 and a Driver Assistance package that adds safety nannies and hoovers $995 from your bank account. Our tester was fitted with neither of these things and was better off for it. Making a familiar 228 horsepower and 258 pound-feet of torque, this engine shared with the GTI hatchback cranks out 18 more horses and 41 more units of twist than the old GLI. Its the latter that you really feel, providing a punch when merging onto the highway, for example. It wont dispatch a Civic Type R, nor is it meant to. Stirring the six-speed manual pot keeps things on the boil and while the available seven-speed DSG is a world class unit, your author recommends passing on it in favour of the stick.Why? Two reasons. While the DSG undoubtedly shifts faster than a human, it doesnt provide as much driver engagement, a critical puzzle piece to the enjoyment of this car. Think of it this way the Borg can perform starship maintenance much faster than a squidgy Starfleet officer but few would want to serve on such a vessel. Additionally, DSG-equipped cars are fitted with a fuel saving start/stop system which shuts down the party at idle more quickly than even Buzz Killington.GLI wont abuse your wallet at the pumps. We drove 363 km in the span of seven days along roughly an even split of in town and highway driving, some of it ok, a lot of it with vigour. The direct-injected 2.0L turbo drank 26 litres of gasoline, working out to a back-of-napkin-math consumption figure of just 7.2 L/100 km. The in-dash computer gauge was slightly more optimistic.Volkswagen has produced a sedate looking sedan that’ll make quick work of 401 traffic while wearing a set of clothes that’ll attract all the attention of a paint-drying competition.Speaking of, what a superb set of gauges indeed. Looking for all the world like the Virtual Cockpit found in high-zoot Audis, the display allows more customization than you can shake your sptzle at, serving up enormous maps or interactive infotainment displays. If all that is too much for you, it is possible to call up a set of large and easy-to-read gauges, ya friggin Luddite.Underneath, one will find an independent sport-tuned suspension with a strut-type setup at the front and a multi-link arrangement at the rear. Stopping power comes by way of 340-mm diameter vented front discs and 300-mm diameter solid rear discs. Yes, you can brag to your parking lot buddies that they are Golf R units. Like the GTI, the GLI is fitted as standard with Vee-dubs electronically controlled, torque-sensing limited-slip diff. This helps to eliminate understeer, a problem afflicting many powerful front-drive cars which head for the weeds under hard straight-line acceleration. Ze Cherman engineers haff also programmed in a trio of driving modes, ranging from Eco to Sport, plus a Custom mode which allows drivers to mix and match different characteristics as if they were selecting shirts and slacks at the tailor. Surprisingly, it was the Custom mode which your author found most pleasing, since it allowed everything to be placed into Sport save for the exhaust sound. On long slogs, and even around town on occasion, the most aggressive note droned like a high school geography teacher.The GLI dresses like a geography teacher, or at least one who wears snappy UnderArmour polos to class instead of old rumpled ones from Sears. This is great for scything through traffic undetected. It does sit lower than a regular Jetta by 15 mm, a difference no one will notice unless they are parked side by each. That black honeycomb grille with a red accent line recalls the GTI hatchback while its larger brakes and red-painted calipers peep out from behind GLI-specific wheels. A raft of LEDs pepper each end.Having vanished from the Canadian market last year, its good to welcome the sporty but unassuming GLI back to the Great
Origin: Car Review: 2019 Volkswagen Jetta GLI
Motorcycle Review: 2019 Kawasaki Versys 1000 LT SE
2019 Kawasaki Versys 1000 LT SEKawasaki St-Hippolyte, Quebec — For those motorcycle engineers looking to test suspension systems, let me offer you a bit of time- and cost-saving advice. There’s no need to create complicated chassis dynos to replicate all the cracks, crevices and undulations the world’s roads will throw at your new products. Nor do you need to construct, as so many of you have done, multi-faceted test tracks around the world, their roadways emulating the most troubled tarmacs — the most nefarious reputed to be Belgian cobblestone — on the planet. And there’s absolutely no need to trek all the way to the far-flung steppes of Siberia to find pavement perdition. Nope, all you gotta do is plunk your bike in Quebec’s Laurentians and you’re good to go torture testing.Don’t bother asking specifically where because pretty much anywhere will do. St-Jerome is all huge frost heaves and giant craters. Estoril specializes in longitudinal cracks that will swallow a chopper front tire. And Lord, by the time you hit Saint Alphonse Rodriguez — you know the locals take their religion seriously when they name their town after a medieval Spanish Jesuit priest — it feels like Quebec’s highway department is deliberately trying to bend rims. If it’s north of Montreal and west of Trois Rivieres, you’re pretty much guaranteed it’s the worst road in the world. This, of course, makes La Belle Province the perfect place to test a motorcycle whose major year-over-year revision is enhanced suspension, which, if you have not yet guessed what I have been leading up to, perfectly describes Kawasaki’s Versys 1000 LT SE.Now, the Versys 1000 has always had a lot going for it — a smooth, silky 1,043-cc four-cylinder engine, excellent fairing protection and lithe handling. And, truth be told, there is a little more to 2019’s updates than just suspension improvement, an entire raft of new electronic goodies added this year, stretching from cruise control system and automatic cornering lights (that shine brighter the more you lean over) to upgraded traction control, “intelligent” anti-lock brakes and something called Kawasaki Corner Management Function. The big news, however the only thing anyone is talking about is Kawasakis Electronic Controlled Suspension. The same kind of adjustable suspension seen on higher-end BMWs, Kawasakis version is particularly sophisticated, but, after you set those basic settings, the LT continues to monitor the suspensions every movement and makes minute adjustments every millisecond. In other words, even after you set your desired ride quality, KECS continues to alter the suspension parameters according to speed and bump size to optimize ride and/or handling. Too trick!So, how effective is it?Very, in fact, the KECS upgrade completely worthy of the many accolades its garnering. Sport mode, for instance, is perfect for smooth, twisty roads, but thanks to KECSs ability to constantly alter resistance does make it somewhat passable even in La Belle Province. Road proved much more sympathetic, still firm enough that one could play silly buggers but without the forearm jarring compression damping. Rain, meanwhile dialled the suspension all the way back, providing the softest ride, though the lack of rebound damping did have it occasionally flouncing about like an overstuffed 1969 Ford F-150 riding on original shocks.All that said, knowledgeable bikers will probably be ready to put pen to paper or, more accurately, fingertips to keyboard telling me that switching to Road and Rain mode also decreases the engines power output/throttle response; not so much in former, but dramatically so (about 25 per cent) in the latter.So, what do you do if you want the super squishy Rain mode suspension married to Sport modes maximum power? Well, you simply toggle to Kawasakis custom Rider setting that lets you meld superbike throttle response with Gold Wing suppleness. OK, that may be doable, but better perhaps is to, as I did, marry Sports engine and traction control calibrations with softish compression damping, but firmer rebound damping. Then I just left KECS alone.And therein lies the sole caveat about Kawasakis indeed, everyones electronic suspension system. Once youve gotten over the novelty of flipping between modes or constantly customizing your suspension, one tends to find one baseline adjustment and just leave it there. Oh, maybe a few inveterate button pushers continue to juggle their ride quality, but most people just find their favourite compromise and then be done with it.What they will use, however, on a much more frequent basis indeed, what makes all this electronic control truly worthwhile is the electronic spring preload adjustment. Indeed, it is so frequently fiddled with that it has its own button on the left handlebar, the spring preload adjuster allows the rider to compensate for different loads a passenger, luggage, etc. at the flip of a switch. Considering how
Origin: Motorcycle Review: 2019 Kawasaki Versys 1000 LT SE
Nissan ‘to review future’ of Sunderland plant in case of no-deal Brexit
Nissan could close its Sunderland factory if the UK leaves the European Union without a trade deal, according to reports in the Financial Times. The newspaper, citing three people with knowledge of the matter, reports a no-deal Brexit could prompt the Japanese firm to stop making the Qashqai SUV at the site – which could ultimately lead to the closure of the plant. In November 2016, Nissan pledged to build the hugely popular Qashqai in the UK, after then-chairman Carlos Ghosn received assurances from then-prime minister Theresa May that the firm’s operations would be protected from the impact of Brexit – but the agreement was reportedly contingent on a ‘soft’ Brexit with an EU trade deal. The FT claims that, under a global review Nissan has since undertaken, the Sunderland plant could be downsized or even closed if a no-deal Brexit makes it uncompetitive to ship cars from the site to the EU. Currently, Nissan also makes the Juke and Leaf models at Sunderland. In a statement issued to Autocar, Nissan said: “While we don’t comment on speculative scenarios, our plans for Qashqai production in Sunderland have not changed.” But the firm did warn that a no-deal Brexit could have a serious impact on British-based industry. It added: “Since 1986, the UK has been a production base for Nissan in Europe. Our British-based RD and design teams support the development of products made in Sunderland, specifically for the European market. “Frictionless trade has enabled the growth that has seen our Sunderland plant become the biggest factory in the history of the UK car industry, exporting more than half of its production to the EU. “Today we are among those companies with major investments in the UK who are still waiting for clarity on what the future trading relationship between the UK and the EU will look like. “As a sudden change from those rules to the rules of the WTO will have serious implications for British industry, we urge UK and EU negotiators to work collaboratively towards an orderly balanced Brexit that will continue to encourage mutually beneficial trade.” Current prime minister Boris Johnson has said he is committed to the UK leaving the EU on the currently scheduled date of 31 October regardless of whether a deal has been agreed. A no-deal Brexit would mean UK-built cars such as Nissan models made at Sunderland would be subject to tariffs when being shipped to Europe. But under a trade agreement between the EU and Japan, Nissan would be able to export models made in its home country into the EU without tariffs. That would potentially make it more profitable to make models for Europe in Japan rather than the UK. Earlier this year, Nissan reversed a decision to make the next-generation of the X-Trail SUV at Sunderland, citing Brexit concerns and the decline of diesel as reasons. The plant also recently lost the Infiniti Q30 and QX30, after Nissan decided to withdraw its premium sub-brand from Europe. It has also cut back a number of jobs at the plant as part of a global cost-cutting initiative. Nissan opened its Sunderland plant in 1986, and is believed to have invested more than £4 billion in it since then. The plant has recently been upgraded to prepare for the next-generation Juke crossover, which is due to go into production shortly. Honda is in the process of closing its Swindon factory, in a move it says is not primarily due to Brexit. But BMW and Toyota have warned they could switch production from the UK in the case of a no-deal
Origin: Nissan ‘to review future’ of Sunderland plant in case of no-deal Brexit
Pickup Review: 2019 Ram 1500 Laramie Longhorn 4’4 Crew Cab
2019 Ram 1500 Laramie Longhorn OVERVIEW The most hedonistic pickup a lot of money can buy PROSHandling, ride, interior décor CONSRelatively moderate performance VALUE FOR MONEYCompared with other pickups? Not so good. Compared with luxury sedans and SUVs with fewer hedonisms, pretty darn good. WHAT TO CHANGE?A little more power, a lot less lane departure warning and even more chrome. Go big or go home! HOW TO SPEC IT?Well, it’s pretty fully-loaded from the factory, but the active suspension option is worth the dosh. For purists, it is surely a tragedy, as genuinely cowboy as John Travolta was in his famed celluloid two-step. For luxury shoppers, its a way for the more, lets call them ruggedly individualistic, affluent to thumb their noses at the effete that park BMWs and Audis in their driveway. And, for Fiat Chrysler, well, its one sweet, incredibly high-profit way to line their pockets with long-amortized-on-the-production-line economies of scale margins that would make Porsche blanch. It, in case youre wondering, is the Ram 1500 Laramie Longhorn, a pickup that, in my testers guise at least, costs $88,495. Yes, youre reading that right, a $100,000 (with taxes) pickup without a Tesla Im-saving-the-world-one-overpriced-EV-at-a-time lithium battery to be seen.Just for a little context. $88,495 will buy you a brand new E-Class Benz. And not one of those pathetic little wheezy E300 four-bangers Mercedes sells to pretenders to largesse, but a full-zoot 429-horsepower E53 with Stuttgart’s latest high-tech, turbocharged 3.0-litre inline six including EQ Boost and electric auxiliary compressor, no less! with enough cash left over to buy a decent used Harley.More of an SUV person, are we? Well, for that kind of dosh actually, you might have to pony up about $3,000 more you can get fully loaded BMW Sport Activity Vehicle. And again, not one of those piddly little baby Xs that theyre selling to advertising agency social media coordinators, but the top-of-the-line, expanded-because-people-wanted-to-spend-even-more-money X7s. You know, the SUV equivalent to BMWs flagship limo-in-waiting 7 Series. In other words, the Laramie Longhorn faces some pretty stiff competition from some pretty heady marques for the American Express Black cards of the rich and feckless. Now, heres the crazy part. It might be worth it.As frequent readers already know, I am no expert on the utilitarian aspect of truckdom. Oh, I hauled a bicycle around in the Rams plasticized bed and, in fact, carted an old dishwasher to the dump, er recycling depot, with it. But thats as close as I got to doing anything even remotely manly with it. No gravel, other than that trapped in the treads of my Nikes was hauled, no wood corded, my cowboying no less urbane than Mr. Saturday Night Fevers.But, my Lord, what a truly luxurious vehicle this is. For one thing, the ride is simply incredible for something that still has a live axle out back. Certainly, it is the smoothest damped pickup Ive ever driven. Before testing the big Ram, I read up on its latest technology, singling out the Frequency Response Damping and Active Level 4 corner air suspension for conspicuously pretentious labelling. Now I am a fan. FCA says its FRD shocks can tell the difference between low-speed inputs as in the loads that occur when a vehicle sways during hard cornering and high-speed perturbations the inevitable potholes resulting from shoddy Canadian roadwork. Im not quite sure how it tells the difference, but it must work because, even on the pockmarked roads of rural Quebec, the Laramie rode like a Lexus and handled like Porsche. OK, I exaggerate, but it was mighty impressive nonetheless. Then, theres the Laramies interior. I could go through the various visual such as the humongous, 12-inch vertically-oriented, Tesla-like touch screen or aural the Harman Kardon sound system but mere listing doesnt capture the sheer hedonism of this Rams interior. Now, to those raised on BMW or Mercedes Spartanism, the Rams cabin will be a little bit of a shock, what with Longhorn badges that look like outsized countrified belt buckles, map pocket clasps that are outsized countrified belt buckles and trim that looks, for all the world, like the reclaimed barn wood that is all the rage these days. The cabin was even Lexus-like silent thanks to Rams noise cancellation system and liberal use of acoustic glass. Indeed, the decor may be different but I can assure you the extravagance was equal to anything this side of a Bentley. Everyone who climbed aboard the big Ram aided, of course, by automatically retractable side steps was impressed, nay astonished, by the Longhorns incredible interior. Indeed, the least impressive thing about the new Ram is its 5.7-litre V8. Considering that it possesses a more-than-middling 395 horsepower and 410 pound-feet of torque some of that due to the 48 Volt eTorque mild hybrid system the performance was
Origin: Pickup Review: 2019 Ram 1500 Laramie Longhorn 4’4 Crew Cab
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
SUV Review: 2019 BMW X7 xDrive 40i
2019 BMW X7Costa Mouzouris / Driving OVERVIEW BMW’s newest and biggest SUV sets a high bar in terms of creature comforts, composure on the road, and technology PROSHigh luxury, refined and sedan-like ride CONSFinicky gear selector, somewhat ordinary styling VALUE FOR MONEYGood WHAT TO CHANGE?Offer 7 Series-style reclining second-row seats HOW TO SPEC IT?Take it with the Premium Excellence package, it’s pricey but you won’t regret it If you know anything about BMW, you know that by the time you hit the sevens, you expect luxury in massive doses. The 7 Series, for example, is the firms flagship sedan, setting a high standard in terms of copious coddling. Thats why our expectations of lavishness were high for BMWs all-new X7 xDrive 40i.Aside from the X7s imposing size its just over 5.1 metres long theres a particular styling detail that also sets it apart from all the other X models: Its BMWs only SUV that doesnt have a downward-sloping hood from the windshield forward. The hood line is mostly horizontal before curving downward near the front, and while its a subtle difference, it gives the X7 a more commanding presence.BMW added the X7 this year, and the three-row SUV is high on features and luxury. Were testing the X7 xDrive 40i, which although starts at $92,500, our tester is equipped with the $15,000 Premium Excellence package, the $2,900 M sport package, and various other odds and ends like lavish interior trim, that bump the price to $114,850 as-tested.The Premium Excellence package is pricey, but it adds a lot of the pampering goodness that elevates the X7 into the ultra-luxury zone. Among the bigger features, it adds are a panoramic sunroof with a section that extends into the third row and is controllable by third-row occupants. You also get Comfort front seats, which as their name suggests, are quite comfy, fully adjustable, heated and vented, and include a massage function. You get five-zone climate control (third-row passengers can control their own climatic destiny), heated and cooled cup holders, and a whole slew of other features.The package also includes an impressive suite of driver aids, including among other things, steering-assisted lane-keeping, front and rear cross-traffic alerts, adaptive cruise control with stop-and-go function, and what BMW calls Driving Assistant Professional. That last one is a truly impressive feature, if your ready and willing to give up some of the driving experience when that experience becomes more of a chore in heavy traffic.A dedicated button on the steering wheel activates Driving Assistant, which works like a regular adaptive cruise control, maintaining the maximum set speed and minimum distance behind a vehicle ahead. It also keeps you centred in the lane and even negotiates curves, though it prompts you to hold the steering wheel every 30 seconds or so if you take your hands off the wheel; neglect to do so and it triggers an audible alarm and eventually assumes youve passed out and automatically brings the vehicle to a stop. Driving Assistant takes it one step further, though, if youre travelling below 60 km/h and the vehicle senses that the surrounding traffic is also moving slowly. It then prompts you to activate Driving Assistant Pro, which allows you to leave the driving entirely to the X7, accelerating, stopping, and following the road without any intervention on the part of the driver. Green LEDs in the steering wheel let you know its activated, and it alleviates the tedious task of driving in stop-and-go commuter traffic, so you can focus on other things, like playing air guitar and air drums with the standard Harman/Kardon sound system blaring. If traffic in adjacent lanes picks up speed, an alarm sounds, the LEDs flash red, and it prompts you to take the wheel, while reverting to normal Driving Assistant mode. I was actually quite surprised at how quickly I became accustomed to not really paying attention to traffic with this driver assist activated, placing my trust in the X7s ability to drive.Driving Assistant eventually gained even more of my trust, after it helped me avert a possible collision. As I turned on my turn signal and prepared to change lanes to my right ahead of a vehicle Id just passed, the driver of that vehicle decided to accelerate and re-pass me as I was merging into his lane. Lane-keep assist is normally disabled when the turn-signals are on, yet the X7 forcefully turned me back into my lane, as it sensed the vehicle approach from the right. I hadnt anticipated that boneheads bone-headed move, but the X7s sensors caught it and took over.Its 3.0-litre turbocharged inline-six claims 335 horsepower and 330 lb.-ft. of torque. Thats respectable power for a the full-sized SUV, and capable of hauling the beast from zero to 100 km/h in just 6.1 seconds. The eight-speed automatic is mostly smooth, though it sometimes changed ratios abruptly at lower speeds nothing disconcerting, mind you,
Origin: SUV Review: 2019 BMW X7 xDrive 40i
Minivan Review: 2019 Kia Sedona
OVERVIEW The new generation of large, spacious minivan PROSTons of passenger and cargo space, supremely comfortable CONSUnwieldy to drive, thirsty VALUE FOR MONEYDecent in lower and middle trims WHAT TO CHANGE?Adaptive cruise packaged in lower trims HOW TO SPEC IT?Tempting to go for the air-cooled seats in the $43,065 SXL, but one of the mid-$30K LX trims are value leaders Every year, it has become a tradition that I select a notable family vehicle for the ultimate family test: the annual camping trip. It represents the one per cent maximum extreme that you might put your vehicle through. Packing enough food and supplies for an entire week along with the family, and possibly towing a camper or boat is a challenge that most family cars will have to face at some point. Our annual family pilgrimage is the perfect crucible for that ultimate need, and this year, instead of the latest three-row crossover, I decided to go a different route: the 2019 Kia Sedona minivan.Now, minivans are falling on hard times these days, losing market share to the expanding selection of three-row crossovers at an alarming rate. The sole remaining value player, the Dodge Grand Caravan, is not long for this world, so the few that remain are impressive luxo-barges. While they are transports par excellence for the school run and shopping excursions, they are also impeccable long-range haulers, so it was never a question whether it would be sufficient for this journey, but simply how freaking great it is.Practicality champ Reason number one for most people shopping a minivan, and the reason I chose one for this camping excursion, is interior space. The four remaining minivans all have about 1,000 litres in the trunk even with all three rows in place, which then more than double with that third row folded, and top out around 4,000 litres. The Kia Sedona is par for the course with 960 litres in the trunk, but its 2,220 with the third row stowed trail both the Toyota Sienna and Chrysler Pacifica in that configuration. Also, to achieve maximum storage, the second row seats must be disconnected and removed, same as the Honda Odyssey and Sienna only the Chrysler Pacifica features a foldable second row with its trademark Stow-n-Go system.Anything over 2,000 litres is still substantial, and we packed the tent, coolers, clothing, food for four people for five days, beach stuff, and other frivolous entertainments, barely needing to flex my masterful cargo-Tetris skills. Before I was even done packing though, the kids had ensconced themselves in their second-row seats, negotiating iPad time and road trip activities while mom and dad shuttled back and forth checking for that last forgotten tool or toy. While my kids are still small enough to squeeze into the back of Mustangs and Mini Convertibles, they just love the space and storage that minivans and larger crossovers offer.Comfort zone As with the cargo space, the Sedona doesnt lead the segment in terms of passenger space, but its the kind of issue only a tape-measure would notice because there is so much room to spread out, except perhaps in the third row, which is a it tight for adults by minivan standards, trailing the next smallest van in headroom and legroom by several centimetres. While space is limited, access is good, with second row seats that split, flatten and slide to allow a wide step-through to the third row. It wont be useful if a full child seat (forward or reverse-facing) is secured to the anchors, but each side can be moved this way for maximum convenience.With so much space in the back, we had no problem letting the kids each bring along a bag of books and toys, and we had our own bags of snacks and drinks for the five-hour drive ahead of us. The kids werent the only ones spoiled for at-hand storage, the wireless charging keeping one phone charging while one of the USB ports charged another and gave it Apple CarPlay precedence for tune selection (there were serious power struggles for this privilege, eventually overridden by the kids requesting Old Town Road over and over). the iPad also had its own charging USB in the back, and even a 110V outlet to plug in more serious devices. Although there was no onboard entertainment system, in this tablet-and-phones day and age that hardly seems necessary. After re-enacting the recent Subaru Ascent commercial, we were on our way to Ontarios Killarney Provincial Park, a beautiful campgrounds on the shores of Georgian Bay, in the heart of Group of Seven landscape heaven. With the passenger and cargo load on such a long distance, this trip was also an excellent test of the Kia Sedonas powertrain, efficiency, and suspension.The Sedona features Kias familiar 3.3L V6, here making 276 horsepower and 248 lb.-ft. of torque. Considering it weighs 2,124 kilograms, it needs all of that torque, but with a new eight-speed automatic shifting gears, it balances smooth but respectable
Origin: Minivan Review: 2019 Kia Sedona
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