Rod Johnson with the 2019 Honda Insight at Max Bell Arena parking lot in Calgary.Azin Ghaffari/Postmedia Hondas Insight was one of the first hybrid cars to hit the nations highways. Upon introduction late in 1999, it was a bit of quirky car. A low-slung, aerodynamic two-seater with body panels covering the rear wheels, the vehicle was something you either loved or hated.Rod Johnson of Olds, Alberta would place himself in the latter camp.I felt the first-generation Insight was kind of a homely looking vehicle, he says, and adds, I never would have considered owning one, even though I was interested in the fuel economy of the car, I wouldnt have wanted to look silly driving it.The latest iteration of the Insight, however, shouldnt be nearly as polarizing as the first. Third generation Insights rolled into dealerships halfway through 2018 as 2019 model year vehicles. Based on the chassis of the latest Honda Civic, the gasoline/electric Insight hybrid looks more like the automakers Accord sedan.Under the Insights hood lurks a 1.5-litre DOHC Atkinson-cycle four-cylinder engine coupled with an electric motor. Combined, they deliver 151 horsepower to the front wheels through an electronically-controlled continuously variable transmission. Now, this third-generation Insight really looks like a sharp machine, Johnson says. He recently spent a week behind the wheel of a $33,771 Insight Touring and was impressed with the experience.Johnson commutes daily from Olds to Calgary nearly 170 kilometres return, even more if hes running errands in the city. At one time, he also practiced what he calls mild hypermiling. This is where a driver uses a number of different driving strategies to squeeze as much fuel efficiency out of an engine. His best result was 964 kilometres on a single tank of gasoline from a 2002 Pontiac Sunfire equipped with a manual transmission.Even with the Honda Insight in Sport mode, and not driving like a hypermiler at all, I was still able to maintain close to 50 miles to the gallon, Johnson says.His regular commuting car is a 2006 Audi A3 while theres also a 2002 Honda Odyssey in the driveway. Johnson usually likes to shop used when he needs to upgrade a vehicle and cites his top three buying considerations as: Really good road feel, build quality and, to a lesser extent, brand reputation.Johnson says he was pleasantly surprised when he first rolled up on the all-new Insight.I think I had a different kind of vision, remembering the earlier generations, but this Insight looked like a higher brand of car, he says.Once inside, Johnson says the build quality continued to please as the cabin didnt look inexpensively put together and featured fine materials. At five-feet nine-inches tall, Johnson is of average height and he had no trouble adjusting the eight-way power adjustable drivers seat and the tilt and telescoping steering wheel to where he felt most comfortable. Also, it took no time for him to customize many of the Insights other settings and says everything was easily configurable.You can control what you see in the dash display, Johnson explains. I liked to see the power delivery, and noted when I was charging the battery, when I was driving purely on electric power and when I was using the gas engine.At first, Johnson thought the Insight was woefully underpowered.That was in Eco mode, and I wondered where the gas pedal was in the thing, Johnson laughs. But, after putting it in Sport mode, I decided that wasnt bad. You have to let the gasoline engine roar a bit, but it will perform better than expected.For a family sedan, in Sport mode, its got respectable performance and it gives good economy with no range anxiety.Johnson found it difficult to get used to the continuously variable transmission, though.To me its a funny feeling to push on the gas pedal and then have to wait for a response, he says. Braking was good, and Johnson experimented with the steering wheel mounted paddles that Honda calls Deceleration Selectors.The automaker says the paddles allow a driver to, Toggle between three different levels of regenerative braking performance. Tap the left selector to increase regenerative braking, and the right to reduce it. This system not only increases battery charging via regeneration, it also helps reduce stress on the brakes, and lets drivers tailor their regenerative braking level for different driving conditions.Johnson says the Insight handled better than he thought it would, and he was surprised by how composed the car felt in all driving conditions.I was really impressed by the amount of cabin space, Johnson says of the Insights overall utility. The trunk volume is the same as the Civic, but theres a very small opening to fit packages in there.He concludes, I think the Insight suits young or maturing families, couples of any age.I would consider it for myself because of my commute, and Id still be able to haul family around.DRIVER’S JOURNALDay One: Picked up the
Origin: Reader Review: 2019 Honda Insight Touring
Review:
Car Review: 2020 BMW M340i xDrive
OVERVIEW Competent sport sedan but a bit lacking in soul department PROSVery fast, handles well, comfy seats CONSStyling is good not great, and HVAC controls are not intuitive VALUE FOR MONEYGood WHAT TO CHANGE?More intuitive HVAC panel and more exhaust tone would be nice HOW TO SPEC IT?As you see it Is it possible for a car to be good at everything but still leave you cold? BMW used to own the sporty sedan segment and dominated magazine comparisons, but the past 15 years have seen new competitors spring up and others get more serious. The naturally aspirated engines are gone, and the M brand has grown to encompass more vehicles like this M340i. The question is: Is it good enough to be good in 2019?The M340i recipe starts out with some very good ingredients. It gets a turbocharged 3.0L inline-six making 382 horsepower, a stout 127-horsepower increase over the base 330is 2.0L turbo-four. It also costs a stout $14,950 more than the base 330i; thats a considerable premium. In addition to the brawny engine, the M340i gives you an M Sport tuned differential and a host of exterior upgrades including distinctive (but fake) exhaust tips, and a unique grill with aerodynamic shutters. Our tester was also equipped with $800 adaptive sport suspension and the comically named Premium Excellence package, which equipped it with niceties like heated front and rear seats, interior ambient lighting, laser headlights, a head-up display, a premium Harman/Kardon sound system, and more. All this premium excellence put the M340i at $72,200 out the door. A lot of money to be sure, but fair for a 382-horsepower sport sedan. On the road, its apparent nobody has told the little M340i its not a real M car. The BMW blasts from zero to 100 km/h in just 4.4 seconds. BMW no longer offers a manual, but the shifts of the eight-speed automatic are crisp and the exhaust note sings that famous BMW song, even if it is running through a turbocharger. The BMW also does a very good job of disguising its AWD layout. The system is a boon for winter driving, but it feels like a RWD car most of the time. Turning circle seems to have been affected by running driveshafts to the front wheels, however. But on a twisting road, the M340i feels nimble, sporty, and capable. It also makes plenty of pops and bangs from the exhaust while in Sport mode.Inside, the 340i xDrive is excellent. BMW has clearly spent a lot of time making this wood and leather cocoon an extremely nice place to sit. The interior dimensions are ample and the front seat room is excellent. I especially liked the so-called Cognac Vernasca leather used throughout; the colour and feel is exactly what youd expect from a premium car. Wood trim is used throughout and while it feels legit, it seems out of place in such a tech-heavy car. The centre console houses the shifter and the iDrive infotainment control wheel. Both of these will feel familiar to previous BMW owners, but will take a bit of getting used-to for those coming from other brands. The infotainment system was housed in a dash-top screen canted towards the driver and while the system is beautiful to look at and quick to respond, its overly granular and can take a while to master. My biggest interior gripe was the controls used for the climate control. They were mostly housed in a small aluminum panel with an equally small screen above it to show fan speed, temperature and air direction. The buttons themselves are small, and in bright sunlight, can be hard to read. Also toggling the A/C on and off requires you dive several layers deep into the touchscreen menu. Theres no reason it should be that difficult. I accidentally proved there was no need to have an X3 when I forgot that the M340i was my only car for the week and needed to move several items of furniture across town. Luckily for my organizationally challenged self, each of the BMWs rear seats folds down individually and while they dont fold flat, they leave a pretty generous pass-through. The trunk itself is also rather large.And thus we seem to have found a car with no real faults. The BMW M340i xDrive is fast, drives well, sounds good, costs plenty but offers good value for the price, and it looks sharp to boot. And yet, it doesnt inspire love in the same way that people adore the E30-generation 3 Series. It just feels cold. Theres no factual reason for it and it is entirely possible that I may just be crazy, but while the M340i is extremely capable, its just not a vehicle that warms your
Origin: Car Review: 2020 BMW M340i xDrive
Motorcycle Review: 2019 Yamaha Niken GT
I really thought there’d be more gaping, Sideways glances to be sure. Questions even. Some quizzical looks at the very least. Especially from any seasoned motorcyclists that happened by. Maybe even a few curious car guys would manage the casual WTF that is common to every gearhead, even if that particular form of motorization isn’t their gig.But no, the Niken GT, odd double fork arrangement, desultory predatory beak and a front-to-rear weight imbalance that only a mother could love, barely garnered a sideways glance. Oh, there was the occasional gawk and one or two instances of sincere staring, but nobody asked me what it’s like to steer a motorcycle with two front wheels. There were no queries as to its ability to lean into corners, whether it could stand up by itself or even — and this was something I would have asked considering the state of the roads in my home of Toronto — does having two front tires mean you hit twice as many bumps.But there was none of that. Nothing. Nada. Not a single query. I don’t know what it means when a motorcycle company produces something as genuinely outrageous as the Niken and its Leaning Multi-Wheel Technology — for that is Yamaha’s official name for the GT’s novel front suspension — and nobody notices, but that’s exactly what happened. Is the outrageous now so commonplace that it barely garners a second glance? Or am I really the only one interested, the remnants of my now 40-year-old engineering degree the source of an uncommon curiosity. I don’t know. But like I said, I was surprised at the lack of reaction from passersby. Whatever the case, the three-wheeled Niken was the bike I was most eager to test this summer. Oh, I’ve seen — and driven — more than my share of three-wheelers over the years, from Harley’s two-wheel-in-the-back Freewheeler to Can-Am’s only slightly less ungainly Spyder with its twin wheels in the front. But, front or rear oriented, they were basically the same, just a car with one less wheel. No leaning in turns, no scraping of footpeg to be had. In fact, neither alternative offered much in the way of the traditional motorcycling experience other than getting wet in the rain.Not the Niken. Two wheels it might have in front, but the way that Yamaha has arranged those twin forks and other joints and linkages, the GT feels very familiar. Oh, the width of the front end — both mechanical bits and the bodywork — surprises and one does have to get used to the weight at walking speeds. But it steers like a motorcycle, stops like a motorcycle and will topple over like a motorcycle if you don’t put your feet down at stoplights.Indeed, other than being a little ponderous at the slowest of crawling speeds (caused by the friction of two tire contact patches) and then a smidge reluctant to turn at very high speeds (this time the result of the extra gyroscopic forces of two wheels), the Niken felt every bit the common motorcycle on most roads. Countersteer into corners and the GT leaned over with a neutrality of steering belying its odd front end. Grab the front brake and you have twin contact patches to scrub off speed.All normal. Why the twinned front end then, you ask? Well, firstly, Yamaha has a history of this funny front end stuff. Back in the ‘90s it produced the equally novel GTS1000 with a James Parker-designed front wishbone suspension. Technologically speaking, however, the Niken’s twin front tires are of particular benefit when the road turns nasty, especially wet and nasty. With two front tires, grip at the front is heightened when a single tire might hunt for grip. Likewise with two wheels, if a bump sends one wheel careening while you’re leaned over, there’s still one more to hold down the fort. On a dry, well-paved road, the Niken is no quicker than the Tracer GT from which it liberates its 847-cc three-cylinder engine. On a wet, frost-heaved road, you’d likely feel much more confident aboard the three-wheeler than anything with just two.If the novel suspension layout has any weakness, it is that it highlights the limits of the rear shock Yamaha chose. Where the front end is particularly well damped and compliant, the rear shock is more than a little stiff. Bumps that the front end barely skips over send a shock through the rear end. With all the effort it put into the front suspension, I don’t understand why Yamaha didn’t install a superior rear shock.As, for the rest of the Niken, it is very much a comfortable “GT” bike, the seating position — wide adventure-style handlebar, wide, flat seat and low footpegs — calibrated to eat up miles. Despite the growl from the engine, there’s precious little vibration in the handlebar and the seat is amongst the most comfortable available on stock motorcycles. As to the heart of the Niken, the aforementioned 847-cc triple, it’s one of the sweethearts in Yamaha’s lineup. Torquier than a four, more growly than a twin, three cylinders strike a nice balance between two and four. Its 115 or so
Origin: Motorcycle Review: 2019 Yamaha Niken GT
SUV Review: 2019 Toyota RAV4 Limited
2019 Toyota RAV4 LimitedDerek McNaughton OVERVIEW AWD Compact Utility Vehicle with good practicality, but annoying quirks PROSSmooth ride, durability and dependability CONSNoises, lack of refinement VALUE FOR MONEYGood WHAT TO CHANGE?Make it quieter, especially the engine and cabin HOW TO SPEC IT?Trail Edition The last generation Toyota RAV4 was so good it received one of the higher scores handed out during a Driving.ca test drive. Sadly, the fifth-generation replacement isnt quite as excellent, at least not yet, suffering from a malady of quirks that detract from its sharp new looks.Oh, to be clear, I wanted to love the 2019 RAV4, which has undergone a complete makeover and borrowed design elements from one of our favourite vehicles of all time, the Toyota 4Runner. But a number of things about the new RAV4 came across as irritations. First and foremost was the growl from the engine any time throttle was applied.It sounds like my grandmothers Scamp, blurted my wife, who is never one to criticize. But she is not alone. Driving writer Brian Harper concluded the same thing twice, although he is far more sophisticated than me, pointing out the RAVs 2.5-litre engine had a rather discordant note. I suspect much of the growl of this engine comes from the high-compression nature of the Dynamic Force four-cylinder. The engine produces 203 horsepower (up from 179) and is paired with an eight-speed automatic that shifts well. Its odd, too, that it would sound so loud when its blissfully quiet during any kind of steady-state throttle. It was also highly efficient, registering 6.8 L/100 km during a 350-km highway drive at a steady 100 km/h. Our last best in the old model was 7.4. But applying throttle became a game of you go first: Perhaps our press unit was in need of some ECU tuning, or something, but every time I took off from a stop, even when trying to be gentle, the engine torque grabbed the front tires and pushed the CUV ahead, making smooth takeoffs difficult. Even when I anticipated the rush, and tried to counteract, the engine was still too eager, prematurely rushing the throttle too early most of the time. Overall, the amount of power is good. Passing is easy; but throttle mapping needs to be smoothed out, or perhaps its something drivers will get used to over time.The brake pedal also had a dishevelled feel notchy from rest, too much travel before initial bite, then only moderate bite for the amount of foot force applied. Sure Im being picky, but thats the point here, to underline the things that arent perfect for a brand with such a high reputation, for a model at the top of its game, for quality in a segment with so much competition. So, not enjoying the braking or acceleration didnt get us off to a good start. But the electric steering, too, didnt erase those initial gripes. Nothing is technically wrong with the steering, it just doesnt give much feedback or track as well as many other Toyotas. And then an inconsistent buzzing like an incoming text message on a phone set to silent mode (it wasnt anyones phone) came every now and then from somewhere under the drivers seat, as though some module or some switch was sending current somewhere it shouldnt. Either that or it could be part of the driveline. When AWD isnt required, the RAV4 disconnects the rear driveline, sending power only to the front wheels, and the ratchet-type dog clutches on both the front and rear wheel-shafts stop the driveshafts rotations. Maybe that was what we heard. All I know is that the sound occurred with irregular frequency. This Dynamic Torque Vectoring AWD with Rear Driveline Disconnect (a Toyota first) comes standard on non-hybrid Limited and Trail models. It can direct up to 50 per cent of engine torque to the rear wheels, as well as distribute it to the left or right rear wheel to enhance handling on- or off-pavement. Tire and road noise in the cabin was high too.Far more pleasing was the new rigidity of the unibody structure, making the RAV4 feel vastly more sound thanks to a 57 per cent improvement over the old. This tighter structure also helps absorb impacts to the suspension, which delivered a highly satisfying ride, exhibiting little lean in the corners. Selectable drive modes (including normal, eco, snow, mud and sand, rock, and sport) can tailor the experience, but Sport seemed to bring out the best of the compact utility. With excellent visibility due to small A-pillars and side-mirrors placed onto the doors, the RAV4 soaked in some coily country roads with a vigour that helped quell those early distractions with the pedals. Our Limited model also came with a camera-based rear-view mirror, which might be of use when the inside is so full of cargo you cant see out back, but looking into the camera mirror can be disorientating. A birds-eye monitor along with a backup and forward camera is useful, but the screen resolution could be better.While the new RAV4
Origin: SUV Review: 2019 Toyota RAV4 Limited
Car Review: 2019 Hyundai Elantra GT N Line
2019 Hyundai Elantra GT N LineBrian Harper / Driving OVERVIEW Sporty looking, sporty driving, semi-hot hatch PROSLooks good, reasonable zip, priced well CONSN Line trim more about style than truly competitive hot hatch performance VALUE FOR MONEYGood WHAT TO CHANGE?Upgrade size of engine to a 2.0-litre turbo HOW TO SPEC IT?As is As letters go N doesnt generate instant familiarity and a knowing nod from car guys. Not like M for BMW, AMG for Mercedes-Benz, GTI for Volkswagen, or even WRX and STI for Subaru. Not yet, anyway, but Hyundai is dipping its toe in the performance waters, its motorsport division spending significant development time back home in South Korea and at Germanys famed Nrburgring race track. Here in Canada, were seeing the first fruit of the automakers labours in the form of the Veloster N, a pugnacious, 275-horsepower, turbocharged hot hatch. Gearheads everywhere are raising a glass and saying, Glad to see you. Welcome to the party.Thats the good news. But along with affixing N to a couple of key models within its product lineup, Hyundai has also created N Line, which for the driving enthusiasts out there, initially appears disappointing. Its much more performance lite, essentially a trim that adds sporty design elements and modest powertrain and chassis upgrades. Which brings us to the Elantra GT N Line, the first of its kind for the Canadian market, and for the 2019 model year, the replacement for the Elantra GT Sport.OK, so the Elantra GT N Line is Clark Kent to the genuine Superman, the Hyundai i30 N the street-punk European version of the hatchback that we arent getting, at least until Hyundai evaluates the sales success of the Veloster N. Take a moment, register your disappointment, and get over it. The Elantra GT N Line still has enough bona-fides to show you a good time, at a price ($27,199) that is quite manageable for budding track warriors with modest budgets. First off, the Elantra GT N Line at least looks the part, taking a number of design elements directly from the i30 N. At the front, the car has a lower front spoiler for increased aerodynamic efficiency, plus a unique grille different from the more prosaic Elantra GT. At the side, black side mirrors, N Line badges and 18-inch wheels change the profile of the five-door. At the back is a new rear fascia, and with the testers bold red paint scheme, the entire package come across as quite sporty.Those who mightve considered the Elantra GT Sport last year will see familiarity under the GT N Lines hood and the most significant difference between it and a base Elantra GT. Unlike the latters 161-horsepower, normally aspirated 2.0L four-cylinder, the GT N Line is powered by a 1.6L turbo-four sending power to the front wheels via a six-speed manual transmission, or optional seven-speed dual-clutch automatic with paddle-shifters.The boosted engine produces 201 horsepower and 195 lb.-ft. of torque, estimable numbers from a rather diminutive motor. Its willing, with maximum torque reached at a low 1,500 rpm. You can wring it out past 6,000 rpm if you want, but beyond 4,500 it starts to sound a bit strained. Running through the gears is easy-peasy; the shift action is light and direct, with no hint of notchiness. The GT N Line knows its way around a twisting stretch of road as well. Improvements over the Sport include stiffer engine and transmission mounts, quicker steering and a specially tuned multi-link independent rear suspension with larger brakes. The hatchback tips the scales at around 1,380 kilograms, so theres not a lot of mass to move around. Decently wide and grippy P225/40R18 Hankook rubber helps the Elantra scribe a tight line on highway on-ramps. Will it put as big a grin on your face when clipping apexes as the VW GTI, now with 228 horsepower? Nope, but the N Line wont embarrass itself, either. Plus, theres about $4,000 more in your bank account.The hatchs well-contented cabin sports a conventional look, with a logical layout to the dash area, and accessorized with a number of thoughtful N Line touches a leather-wrapped perforated steering wheel, comfortable and supportive sport front seats, a ball-shaped shifter, a unique instrument cluster and door trim garnish, and red seatbelts, stitching and accents. The car comes with Hyundais AVN 5.0 infotainment system, which features a faster processor for greater responsiveness, as well as an eight-inch touchscreen. The only major item missing is navigation, offered only on the automatic model. As expected given the Elantras compact size, rear-seat legroom can pose a challenge to taller passengers. More surprising is the hatchbacks cargo capacity, a generous 705 litres with the rear seats up and a positively cavernous 1,560 litres when theyre folded.Like the GT Sport it replaced, the N Line is more warm than hot hatch, not quite the same caliber as the Volkswagen GTI or Honda Civic Si, but not miles off the mark, either.
Origin: Car Review: 2019 Hyundai Elantra GT N Line
SUV Review: 2019 Audi Q8
2019 Audi Q8Brian Harper / Driving OVERVIEW Full-size, 5-passenger luxury crossover PROSExceedingly quiet and comfortable, excellent ride CONSPricey, mild hybrid technology not especially fuel efficient VALUE FOR MONEYFair WHAT TO CHANGE?More powertrain options needed to compete with BMW and Porsche competition HOW TO SPEC IT?As is with fewer options OK, Ive never completely bought into the idea of four-door coupes, these stylistic fastback reinterpretations detractors say aberrations of the traditional sedan profile, though I will admit that some, notably the Mercedes-Benz CLS, Porsche Panamera, and BMWs M850i Gran Coupe, are certainly deserving of an admiring glance.The coupeification of the sport-utility vehicle is an even tougher sell, the sloped roofline skewing said vehicle more to sport at the expense of utility. Nonetheless, companies have embraced the concept: BMW, for instance, with the X2, X4 and X6, derivatives spun off from the two-box, wagon-shaped X1, X3 and X5. Mercedes isnt far behind with its coupe versions of the GLC and GLE. Even Lamborghini, when it decided to go over to the dark side last year with its first real SUV (as opposed to the militaristic LM002 of yore), chose a rather extreme sloping roofline for its Urus.Which brings it around to the test subject here, the brand-new Audi Q8. Audi, being under the Volkswagen Group umbrella, shares the Q8s platform and some mechanicals with the aforementioned Urus, plus the Bentley Bentayga and the no-longer-for-North-America VW Touareg. Unfortunately for gearheads, that does not include the Lambos 650-horsepower, twin-turbo 4.0-litre V8. Not as extremely styled as some of the examples cited, the 2019 Q8 is based on the family friendly, full-sized, seven-seat Q7, keeping the latters wheelbase, although the five-seat Q8 is wider, shorter, and lower, has shorter overhangs, and gets a wider track. Theres a bold octagonal grille up front, flanked by large air inlets. In profile the roofline terminates in gently inclined D-pillars and rests against the Quattro blisters. The spoiler, wheel arch trims, door trim strips, and diffuser are in a contrasting colour. The result is an SUV that is quite the looker and this before Audi dressed up the tester even further, going nuts on the build sheet and ticking off almost $20,000 worth of options, including the S-line sport package ($1,000), 22-inch Black Optics wheel package ($1,000) and Black Optics package ($1,700).The short take of the powerplant department is thus: Priced above the former flagship Q7, the Q8 ($81,200 to start for the Progressiv trim, $88,800 for the Technik) is motivated by Audis ubiquitous 3.0L turbo V6, putting out 335 horsepower and mated with an eight-speed Tiptronic automatic transmission and standard Quattro all-wheel-drive system. Also, like the A6, A7 and A8 cars, the Q8 benefits from a 48-volt mild-hybrid system that incorporates a lithium-ion battery and a belt-driven alternator/starter (BAS), aimed at recouping kinetic braking energy and allowing for a seamless coasting feature that sees the V6 decouple and shut down when conditions allow.Clearly a model that will compete with the base versions of the BMW X6 and Porsche Cayenne (unlike the latter two, there is no engine upgrade for the Q8, although a higher-performance SQ8 is available only in Europe for now), theres a certain formality to the Audi, a latent conservatism that suggests a focus on comfort and luxury rather than overt sportiness. This is more an observation than a criticism, for theres enough grunt under the hood to move the 2,270-kilogram Q8 to speed when required. Yet, there was an issue with the normally unflappable nature of the turbo V6, at least in the tester a momentary pause in acceleration when taking off from a stop when using light throttle, an interruption of the power flow as it were. Initially I thought it might have something to do with the engines stop/start feature, so I switched it off. It made no difference.Once beyond that minor irritant, the Q8 was smooth sailing all the way; on the highway the big rig eating up the miles in a calm, quiet manner, unflustered by any tarmac nasties. (Interestingly, one of the very few options not found on the $110,300 tester was Audis highly regarded air suspension. Getting around slower moving vehicles took just a slight prod of the pedal. And highway cruising bettered the Audis fuel economy, which was showing more than 18 litres per 100 kilometres on the readout while navigating city streets. Actual fuel economy during my week with the crossover was 15.6 L/100 kilometres, with a fairly even mix of highway and in-town commuting.According to Audi, the V6 working in with the mild hybrid system only reduces consumption by a maximum of 0.7 L/100 kilometres in customer operation. Furthermore, when decelerating, the BAS supposedly enables up to 12 kW of energy to be recovered and fed into the battery. At
Origin: SUV Review: 2019 Audi Q8
Motorcycle Review: 2019 Honda Rebel 500
2019 Honda Rebel 500Jacob Black / Driving Its the rear brake reservoir that sealed it for me. The detail on this one feature is how you know Honda cared for how this bike is styled; the fit and finish is better than an entry-level bike has any right to be. Im impressed by how much licence Honda gave its designers and how much they let them execute their vision.Is Hondas entry-level cruiser aggressive and polarizing? Absolutely. On an aesthetic scale of V-Rod to CTX, the 2019 Honda Rebel 500 swings toward the V-Rod. It looks tough, and more than one Harley-Davidson owner has given the Rebel an appreciative glance. The high-tilted, 11.4-litre fuel tank is retro cool in spirit, but angled and chiseled in a very modern way. Honda designed this bike from the ground up to make it easy to customize, with a completely removable rear fender and subframe making it even easier to accommodate the plethora of aftermarket options. Im surprised I dont see more variations of this bike on the road, but customers seem to enjoy the stock look. I agree with them.The Rebel 500 shares everything but the engine with the Rebel 300. The 500 is $7,199; the 300, $5,299. If youre lucky, there are still a handful of 2018s on showroom floors, and you might save some money going for one of those. But the fundamental question is, is the 500 worth $1,900 more than the 300? The simple answer is Yes. It doesnt matter that at 188 kilograms, its 20 kilos heavier than the 300, because the 471-cc liquid-cooled twin is one of the smoothest powerplants in the entry-level market. The throttle is well-weighted and the transition from closed throttle to open is wonderfully smooth not always the case with motorcycle fuel injection systems which means newer riders dont have to manage that untidy, herky-jerky feeling you can get with many small and medium engines. Honda has a knack for making bikes idiot proof, and this is a good example of that ethos.In that same spirit, the clutch pull is light and its friction point is quite distinct, making it easy to navigate in town. Theres enough grunt to cut through city traffic and enough top end to keep up on the highway. Though there isnt a tachometer, the 45-horsepower parallel-twin tops out at around 8,500 rpm, giving it plenty of room in the rev range for passing on the highway.ABS is standard, which is appropriate for this class and Id argue any class of street bike. The single, 296-millimetre rotor up front is paired with a two-piston caliper I still think a 188 kg bike should have bigger brakes. The back brake is a 240-millimetre single-piston disc, and feels a lot less wooden than other back brakes. More than on most beginner bikes, I found myself using the back brake as well as the front.The heft of the 500 is well hidden by its low 691 millimetre seat height. Its comparatively long 1,491-mm wheelbase, meanwhile, gives the Rebel more stability and road presence than a 500 ought. Does it handle as well as a sport bike? If you care, you havent read this far. The-41 mm conventional forks and twin rear shocks are adequate and provide good levels of compliance. The wide bars help get the bike tipped in, and ground clearance is more than enough for riders of this class. Road manners are relaxed, and theres plenty of travel to manage the potholes without harshness.There are a few quibbles however. The clutch cover, for instance, intrudes into the right leg area. This is a major flaw in the ergonomics of this otherwise laid-out motorcycle. The other is Hondas habit of putting the horn above the indicator switch on the handlebar. The result is I kept getting flipped off when all I was trying to do was activate the turn signal.The gauge cluster is also a little tricky to read when the sun is shining directly on it. The fuel gauge is a welcome addition but a lot of entry-level bikes now have tachometres and gear-position indicators. This cluster is simple and uncluttered, but decidedly plain compared to some of its competition .Ultimately, the Rebel 500 is exactly the right bike for you if you value aesthetics, even more so if youre looking for something easy to ride comfortable and confidence inspiring that also packs a surprising road presence. There are other entry level bikes for less money but none that are cruisers this well
Origin: Motorcycle Review: 2019 Honda Rebel 500
SUV Review: 2019 Nissan Qashqai
2019 Nissan Qashqai SL AWD PlatinumJonathan Yarkony OVERVIEW Small and simple, a good little crossover on a budget PROSEasy to drive, all the latest driving safety tech CONSFuel consumption was strangely high despite being underpowered and slow VALUE FOR MONEYPretty good unless you load it up WHAT TO CHANGE?Make ProPilot Assist available on SV trim HOW TO SPEC IT?SL AWD I hope you can forgive me for thinking that with a weird name like Qashqai and the established Rogue across the showroom, Nissans mid-compact crossover wouldnt set the Canadian sales charts on fire, but hey, nobody bats 100 per cent. Instead, Nissan sold almost 10,000 Qashqais in its first half year, and then almost 20,000 in its first full year on the market last year and is poised to do so again this year. And it hasnt come at the expense of the Rogue, which might be down a couple thousand, but its getting old anyway, so that was bound to happen. Not only that, but the smaller Kicks has chipped in nicely, replacing the Jukes ugly face in showrooms and greatly surpassing its volume in the sales charts.Anyhow, it was that success of the Qashqai that prompted me to pick up the phone and book one. Ive been impressed by the Rogue since this generation gifted it with passable driving manners and superb practicality and efficiency, so I wanted to see for myself if the Qashqai was a bona fide Rogue Junior, ably fulfilling family duties while providing economical and easy commuting. Well, Im happy to report that it succeeds in the practicality department, but is something of a disappointment on the efficiency side. As its efficiency is my biggest complaint, Ill start with that. Weighing in at over 1,500 kilograms, its not particularly light for a car this small and it has a meagre 141 horsepower and 147 lb.-ft. of torque. On top of that, the CVT and throttle do it no favours when getting going, feeling slow and lazy, which in yours truly prompted heavier and heavier applications of throttle, whipping that poor little 2.0L four cylinder into a frenzy of whining and groaning, without much in the way of improved acceleration. While it may not have yielded superior acceleration, the aggressive throttle certainly kicked back plenty of fuel, ending my week at a whopping 12.5 litres per 100 km. Now, in its defense, it was during colder weather, and I do tend to drive aggressively, but in comparable vehicles like the Subaru Crosstrek or Hyundai Tucson, Ive easily had my efficiency under 10 L/100 km, which is what I would expect from the Qashqai considering it is rated at 9.1 L/100 km city, 7.6 hwy, and 8.4 combined by Natural Resources Canada. 12.5 is what I typically see from midsize SUVs like the Mazda CX-9 or Kia Sorento. As ever, though, driving habits are king, and you may find your fuel consumption more reasonable if you learn to to live with its lack of pace in your daily commute.If you can accept that one large hurdle, the rest should be much to your liking. Its a perfectly acceptable daily driver, the CVT making the driving experience smooth, all-wheel drive standard on our SV trim to get you through the winter, and a well-sorted suspension that offers impressive comfort despite 19-inch rims and decent handling for a small crossover. Its the kind of quiet, forgettable drive that allows you to enjoy your tunes or podcasts on the way into the office. The SV trim also brings peace of mind to the commute with a whole array of driver safety aids, Nissans ProPilot assist providing a more proactive approach to the virtual safety bubble around your car. Even without the intelligent cruise control set to match speeds, with the ProPilot suite on the Qashqai will prompt just a hint of braking or throttle cutoff when encroaching on another vehicles personal space control freaks would likely hate this, but day dreamers will appreciate this early intervention so its not a sudden alarming, blaring beep and lockup braking, just to avoid stuffing into someones rear bumper. Its size is at the very smallest end of the proper compact crossover pool, smaller even than the Mazda CX-5 and Hyundai Tucson, but larger than most subcompact crossovers like the Honda HR-V, Chevy Trax and Nissans own Kicks. Its closest competitors would be the Jeep Compass and Subaru Crosstrek, and while space is a bit tight in the back seat, its plenty spacious enough for kids and easy to get in and out of. Although cargo space is not massive, the standard Divide-n-Hide cargo organizer makes the most of the space allowing a lower floor in standard five-seat configuration with 648 litres or a flat load floor with the 60/40 split rear seats folded yielding 1,730 L. On top of that, the two panels double as cargo walls to keep various items separate or as a cover for hidden storage if you find the standard cargo cover insufficient to keep belongings safe from prying eyes. Its not earth-shattering, but its a little thing that becomes very useful in
Origin: SUV Review: 2019 Nissan Qashqai
Car Review: 2019 Hyundai Veloster N
OVERVIEW An eccentric little hatchback that just so happens to be a firecracker of a car PROSCapable and entertaining performance, crisp manual transmission, hatchback lends a sense of practicality CONSHarsh ride, some interior materials not quite up to par VALUE FOR MONEYExcellent WHAT TO CHANGE?Make the interior a bit nicer HOW TO SPEC IT?Exactly like this Finally. Hyundai finally did it.To be fair, the Veloster has always stood out from the masses. Its three-door configuration and catfish-like maw definitely pushed the little Hyundai more towards eccentric rather than generic, but it never quite had the performance to back up the styling. Sure, you could spec it with a 201-horsepower turbo-four and a six-speed manual, and a few special edition models throughout the years got upgraded suspension bits and tires, but thats about it. The Veloster mightve been promising on paper, but it didnt live up to that performance potential where it actually matters you know, in real life. Not anymore. For 2019, the Veloster grows up. It keeps the funky three-door layout, but the curves and bulges are squared-off and deflated, and the interior is a bit more conventionally laid out. But most importantly, Hyundai has introduced what well now expect from any vehicle getting the full N treatment, transforming the Veloster from eccentric little car into what it shouldve been since Day One a proper, no-nonsense hot hatch. Finally.Just like its Turbo forerunner, on paper the Veloster N is promising. This time around, a 2.0-litre turbo-four kicks out 275 horsepower and 260 lb.-ft. of torque, available as early as 1,450 rpm, and its hooked up to a six-speed manual. The N also sees a laundry list of upgrades to the chassis, suspension, and powertrain, including more bracing and cooling ducts, stickier tires, an electronic limited-slip differential and adjustable dampers, an active exhaust system, and you know what? We can go over all of the Ns enhancements over the standard Veloster with a fine-tooth comb, but theres no fun in that.The key difference here is, in the real world, the N actually delivers on the performance its spec sheet promises. Set your foot on the clutch pedal and prod the start button, and the turbo-four wakes up with a bark. Theres a touch of torque steer when you nail the go-fast pedal, but the N pulls hard and builds speed, err, rather effectively. The clutch is heavy enough but still easy to modulate in traffic, and the shifter smoothly and satisfyingly clicks into each gear. Stability control and the automatic rev-matching downshifts can be fully disabled. Steering is surprisingly communicative, and effort varies depending on which drive mode youve activated and theres plenty to choose from. Youre kidding yourself if you think the Veloster N will ride as well as a Palisade, or even an Elantra, but in its default Normal mode, it rides well enough over bumps and rough pavement. The exhaust mode is fairly subdued, too still growly, but it doesnt drone at all. Bump the car into Sport mode and the steering becomes a little heavier, the suspension a little stiffer in exchange for better cornering, and the exhaust a little louder. N mode lets you take full advantage of the Velosters performance potential, but its not the best choice for daily driving it hunkers down and takes a corner incredibly well, but the ride is unbearable. Kidney-punching levels of unbearable. Youll enjoy N Custom mode the most, letting you have (almost) free rein to configure the powertrain and chassis just the way you like it. Sadly, the Veloster resorts to Normal mode on startup, but after all, you cant have your cake and eat it, too. Thankfully, you can easily shuffle between the drive and N modes via the baby blue buttons on the steering wheel.Yes, the N is another performance car saddled by adaptive this, sport-plus that, rev-matching whatever, and driving modes out the wazoo. But even with all this, its still a legitimately fun and engaging car. The N comes alive on a snaking backroad, tackling corner after corner flat and without breaking a sweat. Its borderline ridiculous how much speed you can carry; this is a front-wheel-drive hot hatch, yet theres little understeer and the sticky Pirelli P-Zero tires just refuse to let go. Theres an ever-so-slight lick of torque steer if you pin the throttle too soon, but thats not a dealbreaker when the hilarious cracks, pops, and burbles from the exhaust pipes as you flick through the gears slap a big, stupid smile onto your face. This is one firecracker of a car.Inside the N, the apple doesnt fall far from the tree. This means a no-nonsense layout with physical buttons and knobs, an eight-inch touchscreen handling infotainment duties, and Apple CarPlay and Android Auto connectivity. There are a few bits letting you know this is a special little car: The stitching, various trim bits, and even the seat belts are finished in a powdery blue
Origin: Car Review: 2019 Hyundai Veloster N
SUV Review: 2019 Mazda CX-5 Skyactiv-D
2019 Mazda CX-5 Skyactiv-DChris Balcerak To paraphrase the immortal Patty Duke, I think that automotive sales success, like successful relationships, requires more than a little good luck, good fortune and, most especially, good timing.Unfortunately, six years ago when Mazda Canada originally wanted to introduce its first diesel to North America, it had none of the first, precious little of the second and, if it is at all possible, it’s timing was even worse than AIG’s famed $1,000-a-night retreat just weeks after it received its infamous $85 billion bail-out.Making a short story long, Mazda has wanted to bring a compression-ignition engine to Canada for quite some time. The company prides itself on its ability to wring more kilometres out of a litre than pretty much anyone else, so it was natural, logical even, that they’d eventually look to fuel-sipping diesel technology to shore up its low consumption bona fides.Unfortunately — and I’m not sure if this falls under bad luck or bad fortune — Mazda is a prideful company. So, when Volkswagen announced that it could meet North American emissions standards without resorting to urea injection — officially called selective catalytic reduction — the company’s engineers were determined to prove that its engineers, the equal of any from Germany, could do so as well. Well, as we all know, Volkswagen’s technological Holy Grail turned out to be an illusion, Dieselgate knocking not only Volkswagen, but the future of diesels — nay, all of internal combustion — for a loop. Mazda had been chasing a pipe dream, its delay not only unwarranted but unnecessary.All of which begs the question of whether Mazda’s decision to bring its Skyactiv-D — again, some six years later than first anticipated — is a worthwhile addition to its lineup or just more we’ll-show-you-what-we-can-do hubris.The short answer, at least to those that have a predilection to both Mazdas and diesels is an only slightly qualified yes. In fact, my initial evaluation is that the new 2.2-litre oil burner is a better “premium” powertrain than the Signature’s version of the 2.5-litre gas-fed turbo that’s garnered so much praise as of late. Yes, the diesel sacrifices horsepower — the oil burner claims but 168 ponies while the Signature’s 2.5-litre gas-fed Turbo boasts 227 hp (250 hp on premium gas). But what it sacrifices in top-end revvability, it more than makes up for in comportment, the 2.2-litre SkyActiv-D’s 290 pound-feet of torque at 2,000 rpm further proof of the benefits of the high compression needed to self-ignite diesel fuel. Whether it was passing a long semi on the highway or scooting away from a stoplight a little more quickly than John Law recommends, I never found the Skyactiv-D to be short on power. Horsepower may make supercars fast, but torque renders ordinary vehicles peppy. That diesel grunt also allows the SkyActiv-D version of the CX-5 to tow more — 1,586 kilograms (3,500 lb) versus 907 kg (2,000 lb) — than the nominally more powerful 2.5L Turbo gas engine. It’s also a pretty sophisticated engine, noticeably quieter than comparable small diesels, but still a bit of ignition “clatter.” It is well contained and doesn’t detract in the slightest from the CX-5’s demeanour. And the fact that the Skyactiv-D doesn’t have the rush of power of the gasoline engine’s turbocharger coming on stream, the diesel’s more tempered throttle response makes the drive that much more relaxing. Mated to the rest of the CX-5 Signature’s attributes — an uncommonly luxurious interior for this segment, G-Vectoring Control and a stylish exterior — there’s something more “grown up” about the diesel CX-5, an attribute the 2.5L version was somehow missing.As for a diesel’s long suit, once again methinks that Lady Luck is not smiling on Mazda’s oil-burning SkyActiv. Ever since its testing oversights were exposed by the Volkswagen fiasco, the EPA has been insistently diligent in their testing of anything lacking a spark plug. Ditto its partner in crime… oops, I mean emissions reduction, Transport Canada. Officially, then, the CX-5 is rated at 7.9 L/100 km on the highway. If you’re thinking that seems a trifle extravagant for a diesel — it’s exactly the same rating the government gives the base, non-turbocharged 2.5-litre CX-5 — you’re not alone. I certainly expected a lower rating, something in the region of 6.5 or, at worst, 7 flat. Well, coincidentally, those 7.9 L/100 km is exactly what I recorded in the Skyactiv-D CX-5 while averaging an OPP-baiting 125 km/h on Ontario’s relatively flat 401, Cruising at a more representative — of both real-world use and also official testing — 110 km/h, fuel consumption was about another litre per 100 klicks lower. I’m not sure why the little 2.2L didn’t do better in Transport Canada’s testing, but, despite a seemingly unfavourable rating, the Skyactiv-D does produce the economies promised by diesel technology.Where those economies fall a
Origin: SUV Review: 2019 Mazda CX-5 Skyactiv-D
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