OVERVIEW Small Merc crossover gets big muscles PROSSpectacular engine, luxurious and reasonably comfortable, plenty of utility CONSOptions add up quickly, low speed transmission jerkiness, potential for high-speed driver jerk-ness VALUE FOR MONEYfair WHAT TO CHANGE?Smooth out that transmission HOW TO SPEC IT?Load it up, you’ve come this far Theres a delicious irony associated with muscle-bound SUVs, and this 2019 Mercedes-AMG GLC 63 S is particularly tasty. Historically, AMG has proven quite adept at squeezing big engines into unsuspecting Benzs, so lets cast our eyes upon this rolling dichotomy: a normally four-cylinder-powered compact Mercedes crossover pounding all comers into submission with a 503 hp, 516 lb-ft bi-turbo 4.0-litre AMG V8. Cue the hilarity.The GLC 63 Ss 4Matic all-wheel-dive, nine-speed auto and electronically controlled limited slip rear differential come from the E 63 S uber sedan, so yes, this small SUV is armed to the teeth. Keeping body motions in check are air springs and adaptive dampers, and while the ride is pretty firm at all times, it never crosses over to uncomfortable or jarring.This uber GLC gets the toothy AMG Panamericana grille, and here it manages to look fabulously menacing yet still sophisticated, which is in keeping with the rest of the GLC 63 Ss disposition. The staggered 21-inch rollers (265/40R21 front, 295/35R21 rear) fill the wheel wells, and the car crouches on the tarmac with ominous purpose. The optional $1,000 AMG Night Package dresses it up with gloss black trim and black chrome exhaust tips. The cabin gets super supportive AMG sport seats and a three-spoke flat-bottom AMG steering wheel. The $5,800 Premium Package bestows proximity key with push-button start, garage door opener, Active Park Assist, AMG Track Pack, touch pad controller, 360-degree camera, navigation, Burmester audio, foot-activated power tailgate and a handy 115V outlet. The $2,700 Intelligent Drive Package adds the expected suite of safety systems and driver aids.All indications suggest the Mercedes-AMG GLC 63 S might be a hairy beast intent on harming all who dare venture within. On the contrary, when driven with civility it comes across as an impressively sorted, perfectly tame crossover that handles very well while also possessing a, ahem, nice reserve of power. However, select Sport+ Mode and flex the right foot a bit and the 63s Mr. Hyde side leaps to the foreground. The suspension firms up, throttle sharpens and transmission mapping gets all in-yer-face. The rear bias of the 4Matic system lets itself be known too.This tester was still wearing winter tires, so I cant really comment on its ultimate grip and handling prowess, but still, the GLC always felt planted and predictable, directed by sharp, feelsome steering and brought into check via strong and easily modulated brakes. It wont handle with the fluidity of the benchmark Porsche Macan, being more muscle car than true sophisticate. But then, thats the whole point, isnt it?This hand-built AMG 4.0-litre twin-turbo V8 is a masterpiece. Known as hot-V configuration, the turbos nestle within the V of the engine where normally the intake hardware would be. Turbo lag is a non-issue, and power is delivered in a linear rush right up to the redline. It sounds the business too, barking out a symphony of howls, cackles and pops thatll send nearby rodents into early hibernation. How AMG makes a relatively small turbocharged V8 sound like a naturally-aspirated big block without any piped-in audio fakery, I should add is some kind of voodoo magic.About the only complaint one might register is the occasional low-speed jerky shifts from the nine-speed, wet-clutch automatic transmission. A subtle hint, perhaps, that this dog wants off its leash.Yes, the 2019 Mercedes-AMG GLC 63 S is deliciously nuts, but what a guilty pleasure. It has all the utility of the regular GLC, will tow up to 1,588 kg (3,500 pounds) with the optional $750 hitch, but can also blast you to 100 km/h in under four seconds. Does anybody need this? Heck no. But the fact that Mercedes-AMG produces it is a wonderful thing. And interestingly, the Americans dont get this S version, making do with a mere 469 hp, while we in Canuckia have only the 503-hp S on the menu.Price? Base sticker is $90,500 but as is the way with such things, this tester has almost 20 grand in upgrades. For those who want the most muscle-bound compact brute-ute extant, and can afford it, the 2019 Mercedes-AMG GLC 63 S will be worth every
Origin: SUV Review: 2019 Mercedes-AMG GLC 63 S
Review:
Reader Review: 2019 Honda Civic Type R
OVERVIEW Street-legal racer without compromise PROSPerformance, handling, no compromise utility CONSNo blind spot monitoring or forward collision prevention technologies, busy rear end, I had to return it! VALUE FOR MONEYGood WHAT TO CHANGE?Add blind spot monitoring and forward collision prevention to the list of standard fare. HOW TO SPEC IT?Theres only one way to spec it, and this is it. In Europe, the hot-hatch phenomenon has been at a roaring boil for many years. In this regard Canada has been left out in the cold with the exception of the Ford Focus RS, Subaru Impreza WRX STI and VW Golf R. The Hyundai Veloster N adds another to the mix. However, when Honda released its latest Civic Type R, it gave the Great White North the forbidden fruit so many have lusted after for so long.It is a supreme ride that lives up to advanced billing and then some. The Driving team pitted the Golf R and WRX STI against the Type R last year. It cleaned their clocks despite being the only front-driver in the shoot out.The heart and soul of the Type R is the 2.0L turbocharged four-cylinder shoehorned under the hood. This sweet mill twists out 306 horsepower and 295 pound-feet of torque at 2,500 rpm. The beauty is the power band is sustained over the entire operating range. Remarkably, given the outright performance at play, the engine does not bog down and become a temperamental handful when driven in an urban environment. My only wish is for a meatier exhaust note the bark needs to match the Rs bite! A big part of the driving experience is the six-speed manual gearbox. The throws are short and the gear spacing likewise. As such, under hard acceleration, the engine is never allowed to drop out of its sweet spot. It also has a rev-matching system that blips the throttle on a downshift, which means no more missed shifts. What goes unsaid is the rev-matching replicates the lost art of heel-and-toe shifting, so it makes an ordinary driver feel like a rally racer.The combination delivers a very fast turn of speed. The Type R runs to 100 kilometres an hour in 5.7 seconds, which is good. However, it is the mid-range that blows the driver away. With a three-second 80-120 km/h passing time this thing piles on speed at an alarming rate, especially if youre brave enough to run to redline in second, third and fourth gear! Normally, making the front wheels do all the driving, all the steering and the majority of the braking causes enormous headaches if you do two of the three things at the same time. Not here! The credit goes, in part, to the helical limited-slip front differential. Instead of spinning a wheel out of corners the Type R digs in and delivers otherworldly handling thats basically vice-free.The adaptive suspension then hunkers down and relishes being pushed the harder it is worked the better the Type R seems to react. The handling prowess is underscored by the steerings feel and the feedback. As a result, the Type R hammers into a corner and maintains the drivers line with a rare and very enjoyable precision. Mercifully, it also benefits from the biggest brakes ever fitted to a Civic. These things allow full-on braking time and again without running into the dreaded wall of fade.The plus is the ability to customize the drive. Comfort mode is ideal for the purring about the city; Sport is the right mode for those times when a little more fun is demanded. Then theres the +R setting. It firms the dampers, puts more weight in the steering and brings the engine to a roaring boil. Now you have a legit hot hatch that dusts its peers when the road, or track, takes a turn for the better. The Rs cabin is all about the driver. The oh-so-red body-hugging buckets, perfect driving position and chunky steering wheel make the car and driver feel as one. Likewise, the clean and precise instrumentation delivers everything demanded of a track-ready ride.However, not all is perfect. While the Type R gets Hondas LaneWatch blind spot system to cover the right side of the car a camera shows all and displays it in central infotainment screen. Unfortunately, theres nothing other than the mirror to cover the left side and theres no rear cross-traffic alert or forward collision prevention technology. An optimist may point to the fact few will pass the Type R, but the fact is it needs a true blind spot monitoring system because the rearward sightlines are tight.Remarkably, the Type Rs track ability does not come at the expense of utility. With the rear seat upright theres 728 litres of cargo space and 1,308 L with them folded. These numbers are identical to other Civic hatchbacks.Yes, the Honda Civic Type R is expensive and it has out-there styling. While the oversized rear wing is functional adding 30 kilograms of downforce at 200 km/h, it is outlandish and not going to suit all tastes. However, for those who want a legitimate racecar that doubles as a grocery getter, the Honda Civic Type R is
Origin: Reader Review: 2019 Honda Civic Type R
SUV Review: 2019 Lamborghini Urus
The 2019 Lamborghini Urus parked outside the Ivey Business School on the University of Western campus. If you aspire to one of these in your garage, an MBA from this place is a good start.Andrew McCredie OVERVIEW A powerful, luxurious beast ideal for the coming Apocalypse PROSA Lambo engine, all-wheel steering, all-wheel drive and decent cargo space CONSFuel economy and rear view visibility is brutal. VALUE FOR MONEYSort of same proposition as a $200,000 A. Lange Sohne wrist watch. WHAT TO CHANGE?Is my salary a reasonable answer? HOW TO SPEC IT?As is “The commute is going to be a cold, snowy and slippery one as the polar vortex has returned to the GTA with a vengeance, so be sure to give yourself plenty of time to get into work this morning. More details at the top of the hour…”Better take the Lambo!That sentiment uttered just 18 months ago would be pure folly, the very thought of rolling out into snow-megaton in a supercar as absurd as, well, say the Raptors beating the Warriors in six games for the Larry OBrien trophy.But as of February, 2018, driving over snowy hill and dale in a Lamborghini isnt just plausible; its downright sensible thanks to the supersuv Urus. I speak from firsthand experience as a few months ago I drove the mighty beast in and through said polar vortex. And the Bull-badged, all-wheel-drive, five-door not only rose to the challenge, it relished it. In large part thats because the Urus, unlike its two-seat stablemates, isnt built with a race track in mind (numerous YouTube videos notwithstanding). Rather, its designed to take on the elements and the elevation.Now, had I had my choice, I would have preferred to have spent my Urus seat-time in my home province of British Columbia, with skis on the roof, sticky 23-inch Pirellis on the Sea-to-Sky Highway, and Alice in Chains on the Bang Olufsen. Instead, I found myself dodging TTC street cars on Queen Street, garbage-laden big rigs on the 401 and boot-clad pedestrians on unplowed side streets in London, Ontario. Despite the icy flatland terrain not once did I feel on sketchy terra firma, mostly due to Tamburo. No, thats not a new, Left Coast meditation app; its the name of the Uruss drive mode selector that fine tunes all manner of whiz-bang mechanical systems, from active torque vectoring to a Torsen central self-locking differential, and from an electrohydraulically controlled planetary gearbox to the four-wheel-steering. That latter feature is borrowed from the Aventador S and varies the rear steering angle up to plus/minus 3.0 degrees according to vehicle speed and driving mode selected.There are six selectable modes, including Strata, Sport, Corsa, Sabbia, Terra and Neve (and yes, with a surname like McCredie, I turned to Google to figure that out). In any language, these modes translated to incredibly precise handling given the road conditions, and on no occasion did I sense that the 641 horsepower V8 twin turbo was going to get me into trouble, such was the traction and control of the Urus. To test this I did some, how shall we say, aggressive driving maneuverers in a snow coveredand empty I should addUniversity of Western Ontario parking lot. The only person more shocked than I was the campus cop who reluctantly had to get out of his car and into the freezing air to ask me just what the hell I was up to. He wasnt impressed when I said, Its all good, grad of 90! He was appeased when I left, though the throttle bark might have had him spilling his Timmies. As impressive as the vehicle dynamics are, the Urus cabin is something to behold. Im not a big fan of most Lamborghini interiors, but I have to say designers and engineers really brought their A-game to this execution. Seats front and back are exceptional and crafted to keep occupants in place under tight cornering; the controls and gauges are in keeping with a luxury and performance vehiclethough with a certain and welcome Italian flare; and the optional Bang Olufsen is so sweet you dont mind when it drowns out the purr, and occasional roar, of the V8.As with any super expensive super vehicle, there are inherent compromises that create flaws, the Uruss two most prominent ones being fuel economy and a rear window slope and design that makes rearview mirror visibility almost non-existent. But rear seat room is great, and the cargo hatch is plenty big to carry golf clubs, luggage or, perhaps more appropriately, a few jerry cans.Supercar purists pooh-pooh the idea of fabled sports car manufacturers retooling their shop floors to crank out SUVs, but as Porsche proved two decades ago, adding a vehicle like the Cayenne to your portfolio not only plumps your bottom line, it provides the necessary wiggle roomand board blessingto continue to build and refine not-so-profitable vehicles like the 911.So how has the Urus affected Lamborghinis sales? Lets just say the Super SUV has super-sized them. Just last week a press release out of
Origin: SUV Review: 2019 Lamborghini Urus
Car Review: 2019 Chevrolet Camaro 2.0T 1LE
OVERVIEW Chevy imbues its four-cylinder Camaro with track-ready underpinnings PROSRazor-sharp handling, great six-speed manual, affordable, looks as badass as the V8 CONSOutward visibility, cheap interior, you still have to tell people you drive a four-cylinder Camaro VALUE FOR MONEYGood WHAT TO CHANGE?Bring some higher-quality materials into the cabin HOW TO SPEC IT?If you want the cheapest track-rat Camaro, this is it Youd be forgiven for thinking the four-cylinder version of a signature V8-powered pony car as just a throw away model here only for its fuel economy and low starting price.Yet when it comes to the Chevrolet Camaro, youd be wrong. GM is serious about giving its 2.0L turbo-four Camaro which starts at just under $30,000 for the base 1LT trim with a six speed manual some serious performance bona fides. For 2019, the $5,195 1LE Track Performance Package, previously offered only on the naturally-aspirated V6 and V8 models, is now available on the four-cylinder Camaro.Power from the turbo-four does not get a boost with this package, remaining at a healthy 275 horsepower and 295 lb.-ft. of torque. The 1LE package is all about handling, and its the hardware turn this Camaro into a track star upgraded performance suspension featuring larger-diameter front and rear stabilizer bars, uniquely tuned dampers, stiffer rear cradle bushings, and upgraded rear toe links designed to improve lateral stiffness. You also get a limited-slip differential, 20-inch forged alloy wheels finished in black and wrapped in Goodyear Eagle F1 performance rubber, Brembo brakes, heavy-duty cooling and an an engine oil cooler. Rounding out the package are LED headlamps, and a black hood and rear spoiler, plus a flat-bottom steering wheel and shift knob wrapped in suede. The Camaro starts with the stellar Alpha platform that first broke cover under the Cadillac ATS seven years ago, and continues to win over enthusiasts. So, what can make this rear-wheel-drive chassis better? Less weight in the front end, thats what. Some cars tell you theyre already well-sorted right from the get-go, and the Camaro is one of them. The structure feels rock solid, the steering is sharp and direct, and the car itself is planted, poised, and hungry for corners. You probably wont find the Camaros handling limits on the road, but youll have fun trying. Adding to the notion that engineers had their priorities straight are the Camaros positive short-throw shifter, excellent brake feel, and pedal placement suitable for heel-toe shifting action.About the only mechanical part not really inspired here is the engine. Chevy has given this turbo-four some extra snarl, but it still sounds a bit flat and theres no joy to be found in the in the upper rev range this engine does its best work between 2,000 and 5,000 rpm. Theres a bit of turbo lag too, but the Camaro is hardly a slug; Chevy boasts a zero-to-100 km/h time of 5.4 seconds. That, by the way, matches the 1970 Chevelle SS 454 with 390 fume-spewing, bias-ply tire-melting horses.At least Al Oppenheiser, the Camaros chief engineer, points to a faction of enthusiasts who want this small turbocharged engine for its high degree of tune-ability. You can get crazy horsepower out of these, given that Oppenehiser says these guys want to be able to out-drag the 6.2L V8 car. Safe to assume, in this case, their warranty goes up in smoke as fast as their rear tires. The Camaros outward visibility is pretty abysmal its the price you pay for that chopped roof look and gun-slit windows. Its like sitting in a bathtub while wearing a very large sombrero. Add in thick A-pillars, and placing this car in a sharp corner can turn into a guessing game. Cabin quality is subpar, too, with lots of cheap plastics and big panel gaps. The seats arent heated and the infotainment systems graphics looks a generation behind.But GM got the parts that matter right the well-contoured sport buckets, plus the steering wheel and shifter. As with all GMs, theres generous standard connectivity, including 4G LTE wireless hotspot, OnStar, Apple Car Play and Android Auto, and more. Get past the visibility issues, and the Camaro 2.0T 1LE makes for a perfectly suitable daily driver. its fuel efficient, relaxed on the highway, and for such a track-focused car, the ride is surprisingly acceptable.So yes, this bargain performance Camaro is the real deal. Plus, theres no badging here to give away its four-cylinder status. Fitted with the 1LE package, it looks as nasty as any V6 or V8 Camaro and youll probably take them in the
Origin: Car Review: 2019 Chevrolet Camaro 2.0T 1LE
Motorcycle Review: 2019 Kawasaki W800 Street
2019 Kawasaki W800 StreetJacob Black / Driving Kawasaki has jumped on the retro-bike bandwagon with a fervour. Its almost like they spent actual time and energy analyzing emerging trends and used the results to make actual money. Well, motorcycles that make money, at least.Hipster chic? Check. New-rider friendly? Check. The 2019 Kawasaki W800 Street looks every bit the bike that Rosie the Riveter would have ridden to work, and that, in this particular era of our sport, is a very positive thing.At $9,999 before tax, the 2019 Kawasaki W800 Street is accessible and I dont mean only in price point. The banana handlebars and mid-mount pegs, coupled with the low(ish) 770-millimetre seat make for authentic vintage styling but more importantly, excellent ergonomics. The comfortable riding position and wide bars help make the 220-kilogram chassis shrink in heft and presence. The assist and slipper clutch tames the five-speed gearbox, and the 773-cc parallel twin is civll no matter where you are in the wide powerband.Thats not to say its equally smooth all the way through. Its not. Above 6,500 rpm, the W800s big twin is buzzy, and it lugs below 4,000. Some folk seem to enjoy this chug-a-lug at low revs personality; I suppose, for them, its a reminder of a simpler time. Between 4,000 and 6,500 rpm though, the W800 powerplant is positively silken. Theres a pleasing sense of presence and adequate speed, all coupled with the whistle of its fairly unique bevel gear cam drive (think early Ducati supersports here). Throttle off quickly and you get a dull burble in the traditional pea-shooter tail pipes. Not the raucous, sporty crackle of new bikes, its more the Hey, is this thing fueled? right of an old carbureted British twin. Kawasaki has hidden its EFI system not just aesthetically, but in spirit as well.Theres a caf racer version of the W800, but the higher-handlebarred Street is the better aesthetic fit. And if style and fashion matters to you, exclusivity probably does as well, so itll probably be appreciated that you cant get the Street version in the U.S. Plus one for us, eh?The bird-cage heel protector ties well visually into the side stand, which frustrated me as I consistently used the wrong piece of metal to try and lower the stand. Owners will get past this issue quickly, but as a temporary rider, I found it annoying. The twin analogue gauges are easy to read and operate, but even the Z125 has a fuel gauge and the W800 deserves/needs one too.The bevel-gear cam drive is set off in chrome on the side of the engine, and its this detail, more than any other, that really drags the W800 firmly into nostalgia land. The rubber fork gaters contribute, and help disguise the 41-millimetre conventional forks, their beefy size which helps handling a bit much for a supposed retro. The twin rear shocks are also an appropriate aesthetic choice and come with adjustable preload I wish Id adjusted a click or two. On bad roads, the rear suspension of the new, firmer, and stiffer cradle chassis was a little too hard. The 18-inch bias-ply tires left little to the imagination, and on uneven roads took a little getting use to. They conduct every imperfection to the handlebars with high fidelity.That firmness betrays the modernity of this bike, but so do the mirrors, albeit in a more positive way. The mirrors remain crystal clear and effective at all speeds, never vibrating or blurry. Whoever damped these mirror stems needs a raise.A single front disc is period appropriate, though at 320 millimetres, its happily larger than the original W bikes would have carried. The 270-millimetre disc at the back would have been a pretty soggy drum back in the day; sometimes, authenticity is best left in the parts bin. These brakes are worthy of the street, with decent feel and acceptable power. ABS is standard too. Will you outbrake anyone? No. Thats not what the bike is for. Indeed, thats another attribute in the pro column for the unassuming Street especially compared with the caf racer version. It has no pretentions to modern sportiness. Its just good at what its supposed to do.Which is be a retro bike that feels like a retro bike while remaining enjoyable and more importantly easy to ride. You can get retro in a lot of places Triumph, in particular, specializes in the breed but I think Kawasaki has done a better job of matching aesthetics to spirit and authenticity. The W800 adopts modern touches where they make a difference and keeps true to the old school where it
Origin: Motorcycle Review: 2019 Kawasaki W800 Street
Car Review: 2019 Mazda MX-5 Miata
2019 Mazda MX-5 MiataNick Tragianis / Driving OVERVIEW A plucky and playful roadster that stands the test of time PROSZippy engine, impeccable chassis, power upgrade doesnt ruin the Miatas spirit CONSTight interior, becomes expensive once you start climbing the trim level ladder VALUE FOR MONEYGood WHAT TO CHANGE?Absolutely nothing HOW TO SPEC IT?GS-P with Sport Package As far as budget-friendly sports cars go, its tough to beat the Mazda MX-5 Miata especially in its current flavour. Where the previous MX-5, known as the NC in Miata-speak, was larger and slightly pudgier than its predecessors, the current-generation ND is a return to form. Smaller, sure, but also lighter. More technology, sure, but still pure. Less powerful, sure, but still incredibly zippy.Wait. Scratch that last one. When the ND first launched in North America for 2016, there was a glaring horsepower difference between itself and its predecessor. The new engine, a normally aspirated 2.0-litre SkyActiv four-cylinder, pumped out 155 horsepower and 148 lb.-ft. of torque. Sure, it had a bit of extra torque, but ultimately, it fell short to the NCs 167 horses. Of course, this is all like trying to figure out which of The Three Stooges was the smartest, but that aint happening because the Miata was never about horsepower. Although a V6-powered Toyota Sienna could dust you at a stoplight, the Miata could do plenty with 155, without ever feeling sluggish. But apparently, Mazda didnt feel this way. Apparently, Mazda felt the Miata needed more horsepower. So, here we are in 2019 the 2.0L four-cylinder remains, but it now pumps out 181 horsepower a very healthy bump of 26 ponies. Its actually quite clever, the way Mazda found this extra power: Lighter pistons and connecting rods, plus revisions to the intake, crankshaft, flywheel, fuel injectors and exhaust, to name just a handful of the tweaks and all without resorting to any sort of forced induction. Admittedly, torque doesnt change much; you now have 151 lb.-ft. at your disposal, versus 148 in the few years prior.Mazdas stubborn nerdiness is admirable, really. It couldve taken the easy way out by slapping a turbocharger onto the 2.0L engine, or shoehorning the boosted 2.5 from the CX-5, CX-9, Mazda6, etc., into the Miatas engine bay. But no, Mazda just had to add more power without losing any of the magic that makes the Miata so special, and most importantly, without diluting the car in the process. This last bit is key the Fiat 124 is, for all intents and purposes, a turbocharged Miata. Turbo lag can be fun, but forced induction dulls this car, regardless of the badges it wears.Taken individually, the upgrades dont seem like much, but the overall package is more than the sum of its parts. You legitimately feel the Miatas newfound urgency; you still wont win a stoplight drag race with a V6 Sienna, but 181 horsepower is absolutely perfect for the Miata. Its punchier and pulls harder, particularly through the midrange, and as responsive (and light on its feet) as its ever been. There are a couple of pleasant side-effects, too, aside from the obvious: The redline is now 7,000 rpm, and the exhaust note is a little deeper. Even fuel economy is impressive after about 340 miles (roughly 550 kilometres) of hard driving, the trip computer settled at about 30 mpg, or 7.8 L/100 kilometres. On a tight, serpentine road, the Miata is more of the same, but better. Pulling itself out of corners with ease, the tight steering informs you exactly whats going on beneath the wheels. Get back on the gas too quickly and the tail wags ever so slightly, but its incredibly easy to bring it back into line. The brake pedal is firm, building up your confidence to go faster, brake harder, and steer later. Its reflexes feel like a Hot Wheels toy car, come to life. The six-speed manual shifter is crisp and precise, and smoothly clicks into each gear with oh, yeah. About that.Perhaps as some sort of cruel joke, this particular tester was fitted with a six-speed automatic transmission. An enthusiasts nightmare? Definitely. Sacrilegious? Debatable. In Canada, about 40 per cent of Miata buyers spring for the automatic. Are they onto something? Well, it certainly eliminates one of the more appealing aspects of the Miatas driving experience the manual transmission is no doubt a masterpiece but the automatic is smart, shifting smoothly and invisibly under normal driving, yet its responsive and eager to downshift when driving with gusto, keeping the engine in its sweet spot. The paddle shifters and Sport mode make up for some, but not all, of the lost driving pleasure. And even then, the six-speed automatic only makes the plucky little sports car more accessible, spreading driving joy and Jinba Ittai the horse and rider as one philosophy, as it were to the masses. You just cant argue with that, especially as we teeter on the cusp of electrification and autonomy.Inside, the
Origin: Car Review: 2019 Mazda MX-5 Miata
Reader Review: 2020 Kia Telluride SX
Paul Hughes with the 2020 Kia Telluride in Calgary.Azin Ghaffari/Postmedia Thanks to large-and-in-charge chrome letters that spell out TELLURIDE across the hood and the tailgate, theres no mistaking this new three-row Kia SUV for any other vehicle. However, a friend of Calgary reviewer Paul Hughes said he thought the brand-new 2020 Telluride looked like a smaller version of Cadillacs Escalade.I think thats something of a compliment, Hughes says, and adds, I think the Telluride is really stylish, and a very cool looking vehicle. Walking up to it, its not as tall as Id expected; it was more car like than truck like.Kia first showed off its Telluride as a concept vehicle in 2016 and then introduced the production version earlier this year at the North American International Auto Show. Its a big, family hauler set to compete with the likes of the Ford Explorer, Honda Pilot, Toyota Highlander and Nissan Pathfinder.The Telluride shares its platform with the also-new Hyundai Pallisade, and in Canada, the vehicle is available in three trims EX, SX and SX Limited. The base EX is well-equipped, and SX adds features including 20-inch alloy wheels, dual sunroof, Harmon/Kardon premium sound system and leather seats. Depending on how its trimmed out, the Telluride is capable of carrying either seven or eight passengers. Every model is equipped with all-wheel drive and power comes from a normally aspirated 3.8-litre V6 engine paired with an eight-speed automatic transmission. There are four selectable drive modes, including Comfort, Eco, Sport and Smart. And, the AWD system can be configured for Snow, Mud or Sand. Getting into the Ebony black-on-black leather SX model Hughes was testing, he says he was most impressed with the quality of the hides covering the seats, including the 10-way power adjustable drivers chair. The rest of the cockpit was well laid out, in his opinion, and he liked the size of the infotainment screen and the gauge cluster.The cockpit portion of the dash had the tach and speedometer on opposite sides of the centre display which contained loads of information, he says. There was no obstruction of the speedometer no matter where I set the telescoping steering wheel.The centre storage console featured a shelf and was not just a big milk crate stuck in the vehicle. It offered plenty of storage space, and there were nooks and cubbies throughout the Telluride. It sounds simple, but Hughes was also impressed with the cupholders that were spring loaded to accommodate the smallest to the largest cups.There were really nice accents on the dash, almost like a dark grey, weathered barn wood, Hughes says. It made the inside very stylish, and very sophisticated.That 3.8L V6 engine was no slouch. Hughes says he drove the Telluride to Banff and back, claiming the powerplant wasnt noisy. The engine always got the vehicle smartly up to speed (and sometimes easily beyond the limit), and it ran very smoothly.On that Banff journey, the engine returned 10.1L/100km. During the week-long test drive, Hughes drove the Telluride mostly in Comfort mode. The eight-speed transmission shifted smoothly, with near imperceptible shift points. Incredibly quiet, with very little wind or road noise, is how Hughes describes the overall cabin experience. He also feels the Telluride is packed with innovative features, including the Talk Now function.He says, Touch the screen where indicated and the music from the very impressive Harmon/Kardon sound system was suppressed. A microphone then picks up your voice and transmits it through the speakers in the vehicle which allows you to speak at a normal level to passengers in the second and third rows without having to raise your voice.One feature he didnt like was the auto stop/start system.Maybe Im old school, he says, but I dont like it when a car shuts off at a stop sign or a red light. Its the lurch that happens when you take your foot off the brake, I just dont like it.In all driving conditions, Hughes says the Telluride cornered well with very little body lean. In parking lots, he says the large SUV handled more like a sedan with a tight turning radius than a big truck.The Telluride was well suspended and offered a smooth, comfortable ride.As a dog owner, Hughes is always transporting his Labrador Retriever in a large kennel. If the 915mm deep by 635mm wide by 711mm tall kennel wont fit in the cargo area, its a deal breaker. In the Telluride, with 1,304L of cargo capacity behind the second-row seats, it fit with room to spare. Speaking of capacities, Kia rates the Telluride as capable of towing up to 5,000lbs.Itd be great for anyone who needed the cargo space, or for a large family, Hughes says of the Telluride. It really could be construed to be the cool vehicle to drive as opposed to a minivan.He concludes, Anyone shopping in this large SUV category would be remiss if they didnt look at the Kia. I loved everything about it, its very functional and I wouldnt be
Origin: Reader Review: 2020 Kia Telluride SX
Car Review: 2020 BMW Z4 M40i
OVERVIEW Rear-wheel-drive, performance-oriented compact roadster PROSPowerful, handles well, well contented CONSHeavier than it needs to be, no manual transmission VALUE FOR MONEYFair WHAT TO CHANGE?Take 100 kg out of the car’s weight HOW TO SPEC IT?As is but with no options Its bad enough that Canadas prime months for enjoyable top-down driving are so short, making the purchase of any convertible rather self-indulgent (not that theres anything wrong with that), but to be forced to keep said top in place thanks to uncooperative weather a steady, all-day rain, to be specific is Mother Natures cruel joke.However, it does tend to refocus ones attention. Instead of the brain going into full chill mode, blood pressure dropping 20 points as one basks in the sun and takes in the sights, sounds and smells that come with al-fresco motoring, one accompanied by the drumbeat of precipitation on the soft-top and the swish-swish of the wipers must concentrate on the task at hand, the banality of actually having to assess the merits of BMWs new soft-top Z4. Bummer, yes, but not without its upsides.Key is the fact that, in these strange days where all manner of crossovers have overwhelmed the automotive landscape, that this two-seat, rear-wheel-drive Z4 has actually come to fruition. Even stranger is its a result of collaboration between BMW and Toyota, this partnership also producing the hardtop Supra, previously missing-in-action for more than 20 years.Without dissecting every nut and bolt in the car, it appears the Z4 is pure BMW; it has the typically overstyled look, the heavy yet tight and balanced feel, the angry sound, and eager performance youd expect. Is it a convertible first, sports car second? Or vice-versa? Considering its the muscular 2020 Z4 M40i on test and not the milder sDrive30i, Id go with the latter not that it greatly matters, but its an experience. Equally moot is whether the M40i is better than a Porsche 718 Boxster GTS the pundits choice for a match-up or a Mercedes-AMG SLC 43, a Jaguar F-Type, or any other high-end, sporty European droptop. None of these are race cars and this is about open-road motoring on a grand scale, not setting lap times at the track. Still, opting for the M40i ($76,100 to start) gets you a turbocharged 3.0-litre inline six-cylinder instead of the sDrive 30is turbo-four, which means a solid 382 horsepower at your disposal. Yes, purists will bemoan the lack of a manual, but the eight-speed automatic transmission (with paddle shifters) knocks off shifts jiffy quick, the shorter ratios for the transmissions lower gears greatly aiding acceleration. It also features launch control for accelerating hard from a standing start with maximum traction. BMW claims 4.1 seconds for the M40i to hit 100 km/h from a standstill, which, considering the Roadster weighs a hefty 1,643 kg, is plenty speedy.And the engine makes the music to match its power, especially in Sport+ mode, where the exhaust snaps, crackles and pops with each upshift or downshift. Nailing the throttle elicits a bellow that, when heard it for the first time, is startling. Oh, just to be clear, the Z4 in Comfort mode can be chill, allowing one to enjoy a more relaxed drive, but its not the M40is forte it really wants to be let off the leash.The Z4s ride and handling is a mostly positive blend of comfort and sporty handling, the caveat being the cars weight (a balanced 50/50 front to rear, by the way), which is felt in higher-speed cornering or when making abrupt transitions. Additionally, variable power-assist steering feels artificially heavy at speed, notably in the Sport modes (there are three) and a bit slow to respond. That said, the M40i goes where its pointed, and the M Sport suspension does yeoman work soaking up tarmac thumps and bumps.Other than the adaptive M Sport suspension, the M40i comes standard with M Sport brakes and M Sport differential. Lowering ride height by 10 millimetres, the suspension includes electronically controlled dampers. Meanwhile, the rear differential boasts an electric motor that generates a locking effect to equalize torque distribution between the inside and outside rear wheels when cornering, making it easier to power out of bends. The active differential lock is also effective in reducing both understeer and oversteer. Whats the uptake from all these systems? Simply this: the Z4 is not a car that will beat you up and spit you out after an extended drive as long as said drive isnt the result of multiple hours spent trying to better your lap times. I suppose it would be too much to ask BMW to build a pure analogue sports car, a lighter weight, manual-equipped version stripped of all but the essentials needed for a spirited drive. So, in addition to the power and handling mods that make the M40i a sports car, theres a boatload of state-of-the-art features to spoil both driver and passenger.Plunk your butt into the drivers seat and survey
Origin: Car Review: 2020 BMW Z4 M40i
SUV Review: 2019 Infiniti QX60
2019 Infiniti XC60Jonathan Yarkony OVERVIEW Caspable, practical luxury seven-seater PROSExcellent practicality with an agreeable design CONSOutdated infotainment system in a plain-looking cabin VALUE FOR MONEYGood value for a luxury crossover WHAT TO CHANGE?Refresh the interior and come up with a new infotainment system HOW TO SPEC IT?Essential Package with ProPilot Assist Not every car has to be revolutionary or groundbreaking to be successful. In fact, quite the opposite success in the automotive market is often a careful curation of proven technologies and conformist packaging. Now, marketing campaigns will make every ho-hum crossover sound like its the first of its kind to land on the moon, and there might be a clever new feature here or another evolution in tech there, but often as not, buyers are skipping the trims that have every latest gizmo, doodad and the biggest wheels.To be successful, you have to get the basics right, and look good doing it, too (well, usually). The 2019 Infiniti QX60 is six years into its product cycle, three years removed from its most recent refresh, and no doubt due for replacement, but its experiencing resurgent sales and has been Infinitis best seller since its first full year in 2013. Not only is it a hit in Infiniti showrooms, its sales are creeping right up to the Nissan Pathfinder on which it is based, and it has surged ahead of the Acura MDX, its closest rival as a luxury midsize seven-seater. In fact, you could say it is the best-selling luxury midsize seven-seater since only the Lexus RX and BMW X5 surpass its sales in the segment, and those are only seven-seaters when optioned accordingly.And of all the things it does, being a seven-seater is probably the thing it does best. One of my favourite, underappreciated features in the minivan-substitute three-row crossover segment is smart second row seats that slide well out of the way for easy access to the third row. Combined with reasonable headroom and seats that arent flat on the floor (I’m looking at you, Lexus RX 350L), it makes all the difference between a usable third row and emergency-only torture zone. The Infiniti QX60 nails it. The second-row seat bottom folds in on itself and slides forward for a wide (though somewhat high) step-through and there is adult-sized headroom with limited legroom once you get back there. The third row isnt exactly lounge-like, but this is a midsize crossover, not a full-size SUV or a minivan, so its appropriate for the size and, most importantly, useful on a regular basis for more than just small kids. Complementing the easily accessible three rows of seating, the cargo space is at minimum 450 L with additional hidden storage under the floor, then more than doubles to 1,140 L when you drop the third row, and a maximum of 2,146 L with all seats folded. Not only is the big Infiniti spacious, but both rows of seats split and fold so you can fold down just one side of both rows for a very long cargo space and still have room for a few passengers in the back.The cargo capacity doesnt end with the trunk, as the QX60 also tows up to 5,000 lbs and meets the needs of cabin storage with cupholders, door pockets with room for bottles, a tray for your phone conveniently close to charging (though no wireless charging or onboard WiFi), plus a glovebox and a centre console cubby under the armrest for stashing odds and ends. Aside from the ample storage, the QX60 as-equipped would make an excellent road trip companion, topping off the long equipment list with the theatre package that add headrest-mounted monitors, wireless headphones and remote, and 120V power and HDMI port to connect game consoles or other devices. Face it, singing 99 bottles of beer on the wall just wont hold kids attention for very long these days. With everybody and all their crap easily packed in, the QX60 is ready to bore you with its completely serene, forgettable driving experience. The drivers seat is supportive and well-padded so it wont make you uncomfortable, the shifter is traditional and within easy reach, so it takes no conscious thought to shift it into reverse and drive and get going. Behind the scenes, a 3.5-litre V6 is matched with standard all-wheel drive, and power is fed through a continuously variable transmission that is designed to imitate a geared automatic transmission, so it feels much like any other average car or utility vehicle youve been driving for the past couple decades, only smoother. The engine yields 295 horsepower and 270 lb.-ft. of torque, and although it weighs over 2,000 kilos, it gets going with a pleasing, progressive acceleration to the muted soundtrack of a V6 behind a great deal of sound deadening.The CVT does its best to make the most of the premium fuel thats recommended, rated at 12.5 litres per 100 kilometres in city driving and 9.0 on the highway. In our week of a suburban mix of driving, it landed at 12.6, which not
Origin: SUV Review: 2019 Infiniti QX60
Car Review: 2019 Honda Civic Si Coupe
2019 Honda Civic Si CoupeClayton Seams / Driving OVERVIEW A great hot hatch marred by a not-so-great shifter PROSAmazing driving dynamics, surprisingly useable rear seat CONSRev hang is as bad as the looks VALUE FOR MONEYGreat WHAT TO CHANGE?REV HANG HOW TO SPEC IT?Just as you see it but maybe in that bright yellow colour they offer Honda should put the guy who designed the Civic shifter in charge of the entire car. Well located, perfectly notchy, and deliciously mechanical, its easily one of the top five shifters at any price in 2019. Your hand rests on a (literally) cool aluminum knob with a sharply embossed shift pattern shown to you in devilish red paint. Slot it into any gear you choose and it slides home easily as you command. Clearly, the old Honda ways are not entirely lost in 2019, but the Civic Si has one major flaw.The 2019 Civic is available in three body styles, all of which wear the unsightly anime super mutant styling. One has to wonder if the stylist was being paid per-vent when Honda drew up the Civic; the coupe is arguably less ugly than the four-door sedan, and a four-door hatchback is available. Compared to its siblings, the coupe is a neat 13.5 centimetres shorter, with most of that length coming out of the rear overhang; the wheelbase is absolutely identical across all three body styles. The basic Civic coupe starts at $21,290, and then youll pay an additional $8,200 for the Si bits. That is a steep premium for a Civic, but the Si comes with many goodies some of which you see, and others are under the skin.Exterior modifications are actually fairly subtle. You get a blacked-out front grille, handsome 18-inch wheels, an exhaust tip shaped like an HDMI port, and a somewhat questionable rear spoiler. Under the skin is where your $8,200 has really been spent up front, youll find a no-joke helical limited-slip differential and adaptive dampers. Engaging Sport mode stiffens said dampers and also adds weight (but not feel) to the electronic power steering. Neither of these changes are drastic when felt from the drivers seat, but you can feel the difference around corners. And how magical it is in the corners. Apparently, nobody has told the Si that it weighs 1,330 kilograms because it absolutely carves through corners like you would not believe. Among front-drive cars without Type R in the name, the Si might be among the best around corners. Ultimately, it will understeer but until that point, the balance is superb and the Si begs for more and more speed on twisting roads. The suspension, which feels stiff over expansion joints, feels utterly at home here. Though it uses humble struts and not the racecar-like double-wishbone suspension of its predecessors, the Civic feels lively and nimble.It really is joyous to drive around curves. But sadly, that joy is ruined every time you have to shift. And you have to shift it a lot. The Si suffers from some of the worst rev-hang in the entire industry; this means when you accelerate up to your desired shift point and change gears, the revs take an excruciatingly long time to fall low enough to meet the next gear. I actually measured the rev hang along first-to-second shift when clutching it at 3,000 rpm to be a full 3.5 seconds. Three and a half seconds coasting through an intersection waiting for the next gear! You basically only have two options to cope with this flaw when driving it: you can either rush the shift and clutch out before the revs fall, or you can read a small book in between shifts while you wait. The first option makes it look like you are learning to drive stick, and the second is agonizing.You might think that the revs fall lazily because the Civic has a large and heavy flywheel, but that doesnt seem to be the case. The rev hang seems to stem from a designed-in software function to permit cleaner burning in between shifts, since most other manual transmission cars run rich on the over-run between shifts. Its such a noticeable issue that Hondata, an aftermarket tuner, sells a US$700 software flash that claims to fix the rev hang. Mazda doesnt seem to have any problems getting its manuals to shift smoothly, so maybe Honda could ask those engineers for some help. The 1.5-litre turbocharged engine itself is hit-and-miss. Practically and empirically, its perfect. The engine makes 205 horsepower and a decent 192 lb.-ft. of torque. Fuel economy is excellent, at 8.4 L/100 kilometres city and 6.2 highway, and its a smooth runner. But unlike the shrieking, VTEC-powered Civic Si of old, this one is a torquey engine down low and the party is pretty much over at 5,500 rpm. The noise it makes is uninspired at best, and theres not very much of it in the first place. A little more exhaust volume wouldnt be remiss.Inside, the Civic scores high marks. The front seats are comfortable and perfectly bolstered. I like the fixed headrests, and the embroidered Si logos on the seats are a nice touch. All
Origin: Car Review: 2019 Honda Civic Si Coupe
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