Auto Racing

Likely safe to say that, unless you have been living under a rock or visiting a distant galaxy, you may be fleetingly familiar with General Motors' renaissance marketing and advertising campaign for their previously staid Buick marque. With Buick now being touted as “no longer the car your father would drive” (paraphrasing), I’m here to tell you that I would agree. And, for the most part, overall, they may be onto something with design, styling and technology which now has much broader and ready appeal.

The 2015 Buick Verano boasts an interior that's high on quality materials and comfortable seats. The model tested and driven came with leather seating. The front passengers are quite comfortable, with the driver's seat especially well bolstered for a car of this size. The rear seat isn't as generous – if you are an average-size North American adult.

The Verano's standard seven-inch touchscreen interface is generally agreeable, but honestly, Buick has fallen into the more button approach that other manufacturers seem to love. Note to engineers – less is more – please. Determining the appropriate button to push while driving is a distraction.

The Verano Turbo which, not surprisingly, comes with a turbocharged engine generates 250 horsepower from its 2.0 litres, and comes with either a six-speed automatic (as tested) or a six-speed manual transmission. To be clear; all Veranos are front-wheel drive.

The Buick Verano has a driving style that makes it feel like a bigger, more substantial car. That’s meant as a compliment. It's quiet, the ride is smooth (too much for some tastes, perhaps), and this small Buick sedan manages to evoke driving experiences of larger, more expensive (Buick) models such as the larger Regal and LaCrosse. What makes this all the more interesting, size-wise, at least, it’s much closer to its corporate sibling, the Chevy Cruze.

While the Verano would never be considered “sporty”, the turbo offers zippy acceleration but it feels as if the suspension is still tuned more for comfort. There is also some terrific technology on board such as forward-collision warning.

For the record, the 2015 Buick Verano, as tested, is probably way up there as one of the most comfortable cars available at this specific price point.

The base engine can run on regular unleaded gasoline, while premium is recommended for the turbo. But I digress.

As tested:
Price: $35,950 – plus applicable taxes
Engine: 2.0L 4 cylinder turbocharged EcoTec
Power: 250hp/260 ft-lb of torque (yes, you read that right – no corrective lenses for you!)
Transmission: 6-speed automatic
Fuel economy (L/100km): City 11.4/ Hwy 7.9

Pros: A well-appointed value-laden North American built compact sedan. Quite comfortable up front for the driver and passenger, less so for adults in the rear. As a small family “take-me-to-Grandma’s-house” car, overall, few complaints. For the price as tested, this Verano is in some pretty good company – from the usual Asian manufacturers.

Cons: Tight for space in the rear for two average-size adults – especially for longer trips. Small point, but premium gasoline is recommended for the turbocharged engine. If you are not aware, when a manufacturer “suggests” premium, higher octane gasoline, know that it does, indeed, make a difference to the vehicle’s overall performance.

Long and the short: Worthy overall of consideration for your everyday transport dollar. Will new – and old – consumers embrace the new Buick, breathing life into this mature marque? Time and sales will tell.

Back in the day when car rental companies, especially in popular tourist destinations such as Florida offered unlimited mileage and “full size” vehicles, they were not the most popular choice. Yet it always seemed that the mid-size car you had booked was always conveniently “oversold” and you would cheerfully be “upgraded” (at no additional charge) to a gas-guzzling V8 monster that drove as if it had marshmallows for shocks.

Many was the time when in the late 70’s and early 80’s (decades, not temperatures) when I would spend up to six weeks at a time in the Sunshine State on business, driving from region to region, spending nights in towns to this day I often wish I had never heard of. Such was the life of a product buyer for a Canadian travel wholesaler, inspecting hotels, negotiating for blocks of rooms and taking a whittling knife to suggested room rates – all for the benefit of the Canadian traveller.

I would be one of the few individuals who would gladly accept that full size automobile, the veritable land cruiser on wheels that perhaps “achieved” single digit miles per gallon as I drove south, north, east and west, criss-crossing the state in “classics” such as the Oldsmobile Delta 88, the Dodge Magnum and the Buick Riviera. Those cars were almost as wide as they were long and were heavy, lethargic lumps of steel and glass. But I loved them. Why? The feeling of safety. Of invincibility. Of believing that anything that big would take half the time to get to its intended destination.

The memories flooded back when I initially approached the Chrysler 300C recently. This was/is a large, full-size car. It looked solid. Heavy. Dare I say, gangster-like?

I was home!

Powered by a 5.7L HEMI VVT V8 mated to an eight-speed automatic transmission, this is a vehicle that would likely do well in a fleet of airport limousines where business people could languish in great comfort in the Nappa leather upholstered rear seats, listening to MSNBC via satellite radio through the top of the line Harmon/Kardon system and the non-invasive 19-speaker system as they are driven from the airport to home – or the next hotel for the night.

Do not misunderstand, as far as large luxury sedans go, this, for the dollar, may be one of the better values out there. Heck, there are even cup holders which may either, depending on the rocker switch, keep your beverage warm – or cool – as you desire.

The cabin interior is surprisingly elegant in an understated manner. Everything was where you would like it to be and nothing was a stretch to initiate.

Perhaps most pleasing is the dual-pane panoramic sunroof – especially on a clear still night when the moon is full and the stars fight for dominant position.

But I digress.

As tested:

Price: $51,125
Engine: 5.7L HEMI VVT V8
Power: 363hp/394 ft-lb of torque.
Transmission: eight-speed TorqueFlite Performance automatic
Fuel economy (L/100km): City 14.8/Hwy 9.3. Actually averaged 10.1L/100km combined driving from Mississauga to Barrie.

Pros: A comfortable land cruiser with the soul of a large block V8 HEMI! Room to spare in the front and back seats and room for two full sets of golf clubs and more (or similar cargo) in the capacious trunk.  All in all, excellent value for the dollar for anyone looking to (visually) improve their lot in life – or an airline limo service.

Cons: Not a fan of the dial up transmission – on this or any car, for that matter; I prefer to hold a shifter from time-to-time.

Long and the short: if you are considering a large sedan that can impress on the highway and at the country club, this all-American luxo-barge with the muted growl of a slightly sedated predator is for you.

When Porsche first entered the SUV market back in 2002, there were hushed whispers in some circles about the move.

Enjoying considerable success and accolades for their sports performance vehicles built to exacting German standards and engineered within an inch of their lives, Porsche’s foray was, to say the least initially questioned.

Until you got behind the wheel of the still impressive Cayenne luxury sport utility vehicle – then all bets were off.

Performance? Check. Handling? Check. For some, they had to remind themselves that this was an SUV, the category created almost single-handedly by Jeep a lifetime ago.

To suggest that a driver should expect the unexpected would be an understatement – in the extreme.

And so, when Porsche announced its entry into the rapidly growing and becoming crowded crossover category with the introduction of the Macan, there was no pre-emptive apathy, rather eager anticipation. Could Porsche once again capture lightning in a bottle?

While that statement itself is more than a little hyperbole, it would be safe to say that yes indeed, Porsche has succeeded where other mainstream manufacturers may have stumbled.

The Macan is the real deal – in so many ways.

This is a vehicle that celebrates its heritage. With great pride.

Some (visible) features will be familiar to those acquainted with the Porsche marque.

But where this vehicle shines – check that – excels – is what you cannot see – yet will soon appreciate and, dare we say, love.\

From the tired and tested receptive engine to the responsive and intuitive dual clutch automatic transmission: note – seven-speed as opposed to trendy eight- or even nine-speed to the air suspension with self-levelling function incorporating height adjustment to the throaty growl of the sport-tuned exhaust system, the attention to detail is something that the team of designers and engineers have not sacrificed.

Perhaps as an automotive journalist I am spoiled; after all, most weeks I have an opportunity to drive many disparate vehicles: sedans; coupes; trucks; convertibles; SUVs; CUVs; and yes, even today, the occasional minivan. While driving this low slung manoeuvrable rocket was a pleasure, for north of $60K, you would almost expect a navigation system. Are we so demanding of technology that features some manufacturers include as standard, their omission induces a mild hissy fit? Then reality sets in; this is a Porsche. It’s meant to be driven. It wants to be driven. And it really doesn’t care if it gets lost in the process!

But I digress.

As tested:

Price: $63.145
Engine: 3.0L twin-turbo V6
Power: 340hp/339 ft.-lb. of torque.
Transmission: seven-speed (dual clutch automatic) Porsche Doppelkupplung (PDK)
Fuel economy (L/100km): City 13.7/Hwy 10.3. Actually averaged 11.2L/100 km combined.

Pros: It’s a Porsche! Within the relatively new crossover category, this is a vehicle that could be driven almost anywhere by anyone, and enthrall an enthusiast and a layperson simultaneously.

Cons: One too many buttons in the cockpit for a new driver/owner could be an unwanted distraction. And, if we’re being picky, for $63K, the inclusion of a navigation system and cooled seats would be welcome additions.

Long and the short: worthy of consideration. A lean, mean driving machine with plenty of get-up-and-go.

With the introduction of the 2015 Jeep Grand Cherokee Overland 4X4, the manufacturer made what some might call a bold and daring move. The vehicle as tested recently, excluding HST, had a price point small change north of $70K. For a Jeep. The venerable, grandfather to the still-expanding SUV category – a market segment which is ever-so-slowly, beginning to outsell Canadians beloved light truck sector.

Jeep categorizes this SUV as a class-leading mid-size. Fair enough. But in this configuration, it competes directly against the likes of the Audi Q7; BMW X5; Infiniti QX70; and the Land Rover LR4 – among others. Perhaps it needs a catchier alpha numeric name?

Can this vehicle compete with the rich pedigree-laden luxury vehicles it might sell alongside?

Simply; yes.

Today's Jeep Grand Cherokee is a good looking, stylish and yet immensely practical vehicle. This SUV will surprise many. The cabin is richly furnished, with well-chosen textures and materials and provides an inviting layout and design. Frankly, this particular Grand Cherokee is loaded – the end result being a very pleasant surprise.

One of the main reasons for the larger than expected sticker price is the availability of an efficient and torque-rich option with the most welcome Ecodiesel 3.0-litre V-6. Offering 420 ft.-lb. of torque, and an inspiring 11.2L/100km in the city and 8.4L/100km on the highway. A full tank of diesel fuel yields approximately 1,200 kilometres and offers best-in-class towing of 7,400 pounds. Coupled with an eight-speed automatic transmission, and you have a vehicle that can drive great distances – all in practical comfort.

Putting aside the fact that it’s a Jeep which to some potential buyers may hold some stigma, this is an impressive, all round vehicle that will offer everyone something more than expected.

The Grand Cherokee has a feel secure on wet or dry pavement, but it's also vastly talented off-road. The most advanced versions can still clamber over boulders and logs with ease, and the new automatic enables a lower crawl ratio that suits the torquey Ecodiesel especially well.

Jeep continues with the well-tested and accepted Quadra-Lift air suspension, as well as the three four-wheel drive systems – Quadra-Trac I, Quadra-Trac II, and Quadra-Drive II. It also has the Selec-Terrain management system, which automatically caters the powertrain settings for either sand, mud, auto, snow, or rock.

My time spent with this model reminded me of some off-road escapades in the Kawarthas some four years ago. The Ecodiesel would have likely “solved” some of the deep mud terrain issues we experienced, overcome by towing winches and three, non-standard Jeep Wrangler Rubicons. But I digress.

As tested:

Price: $70,375.

Engine: 3.0L V6 turbo diesel.

Power: 240hp – and a stump-pulling 420 ft-lb of torque.

Transmission: 8-speed automatic.

Fuel economy (L/100km): City 11.2/Hwy 8.4. Actually averaged 7.4L/100km on the initial drive from Mississauga to Barrie.

Pros: a value-laden family hauler – just as comfortable driving to and from the cottage or the board room. Excellent fuel economy – do not be reluctant to consider because it is diesel. Over a seven day period with this SUV, we drove almost 600 kilometres for a combined fuel consumption of 8.0L/100km.

Cons: lack of a third row of seating; pricing – to some. Diesel may also be a negative to those that still associate this fuel with farms and tractor trailers.

Long and the short: worthy of consideration. In this configuration, you will be pleasantly surprised.

Toronto, ON – In the constant spitting rain of Toronto, the 2015 Honda Indy Toronto went off without much trouble. Only two yellow flags were waved during the 85 lap street course around Exhibition Place, but in the end, a 1-2 finish from an unpredictable duo of Josef Newgarden and Luca Filippi of Carpenter Fisher Hartman Racing stole the show.

It was not only Newgarden's second victory of the year and career, but the first 1-2 finish from the small team that merged together in the off season.

Newgarden started the race in 11th place, while Filippi had a brilliant qualifying session to fight his way to a sixth place start. Both drivers were on different strategies, but found a way to come together and battle for the race win. Newgarden edged out his teammate by 1.4 seconds, distancing themselves from Team Penske and driver Helio Castroneves, who ended up in third.

It was a bit of luck that got Newgarden to the front of the pack pitting just ahead of a full-course yellow for an individual incident involving Schmidt Peterson Motorsports' James Jakes on Lap 29. That pit stop catapulted Newgarden to the front of the previous lead-pack that included Filippi.

“I'm not going to deny that that yellow for sure helped us win this race,” said Newgarden. “Once we got to the position to be able to win the race, you can see that we had the cars to do it...we got there with a little luck, and we still did the work we had to do to win the race, and I'm really proud of the whole team.”

For Filippi, it was a long road to his first podium in IndyCar. After the race, the Italian-native talked about his struggles to find a ride that found himself only a few years ago broadcasting IndyCar and Formula One on Sky Sports in Europe. He's only racing on street and road tracks this season, as owner and teammate Ed Carpenter fills the gaps during the oval tracks, but he clearly has made the most of his opportunities with this result in Toronto.

Third-place finisher Castroneves led the race for a total of 15 laps, but fell victim to a yellow flag for debris during his scheduled pit stop, reshuffling him back to 15th position. He would fight his way back to third, but had nothing left for the two CFH drivers.

Chevrolet dominated the Honda Indy Toronto fielding the top eight drivers that included Will Power, Sebastien Bourdais, Tony Kanaan, Juan Pablo Montoya and Scott Dixon. The top Honda driver was Rahal Letterman Lanigan's Graham Rahal in ninth, maintaining the top Honda spot, which is fifth overall in the driver standings.

With a fourth place finish by Power, he shrunk the gap between him and points leader Montoya to just 27. The other two drivers in striking distance are Dixon (47 points back) and Castroneves (52 points back). Newgarden jumps up to eighth in the driver standings, 108 points behind Montoya.

The 2015 Honda Indy Toronto race wasn't without its Canadian content. Oakville-native James Hinchcliffe, currently out for the season with an injury made a special appearance in Toronto as the Grand Marshal for the 29th running of the event. For the many cheering fans that packed the grandstands on Sunday, it was a big moment to see their local favourite, who helped fill-in driver Conor Daly throughout the weekend.

The IndyCar season will now move to Fontana, California for the MAVTV 500 on June 27th.

Toronto, ON – The 2015 Honda Indy Toronto is a bit different this year in many ways. No longer do we have to endure the double header of the past two seasons, but there's no Canadian driver in the field.

The lone Canadian hope, Schmidt Peterson Motorsport driver and Oakville-native James Hinchcliffe is recovering from a serious crash in practice following the Indy 500 qualification, and has been sidelined for the remainder of the IndyCar season. Hinchcliffe was in serious condition after a steel wishbone entered and exited his right leg and upper left thigh causing massive blood loss and placing him in the Intensive Care Unit. The good news is he's on the recovery trail and will be the Grand Marshal for the 29th running of IndyCar in Toronto.

In a touching moment after Saturday's practice session, Hinchcliffe had an embrace with Mike Yates, IndyCar manager of track safety operations. Replacing Hinchcliffe in the No. 5 car on Sunday will be rookie Conor Daly.

As for the rest of the IndyCar series, Team Penske's Juan Pablo Montoya leads the driver's standings with a 34-point lead on defending champion and teammate Will Power. Montoya hasn't finished lower than 14th place in any race this year, raking in two victories, two-third place finishes, to go along with a fourth and a fifth. Montoya is gunning for his second driver's championship, 17 years removed from the one he received in his rookie year during his first stint with Chip Ganassi Racing.

Past the half-way point in the season, it appears to be a four-driver race with Chip Ganassi's Scott Dixon and Team Penske's Helio Castroneves being the other two competitors, all within 62 points. After the first four, we have our first two Honda drivers, Rahal Letterman Lanigan's Graham Rahal and Andretti Autosport's Marco Andretti. It has been a turn-around year for Rahal who has been lost in the shuffle the past two seasons, but Honda's new aero kit set-up hasn't been up to snuff so far this year to compete on a level playing field versus Chevrolet.

Chip Ganassi's Tony Kanaan and Team Penske's Simon Pagenaud will hope to turn their seasons around, as they both are performing worse than expected. Kanaan will be hoping for his first victory of the year, and first in Toronto; while Pagenaud will also be gunning for his first win with Penske, besting his top third-place finish in Detroit Race #1.

The battle between teammates resumes this weekend, where Power captured his second pole in Toronto and 41st overall. Teammates Pagenaud and Montoya will start second and third, respectively. Rounding out the top six are Dixon in fourth, KV Racing's Sébastien Bourdais in fifth and Carpenter Fisher Hartman Racing's Luca Filippi.

The top Honda qualifiers are A.J. Foyt's Takuma Sato in 8th and Rahal in 10th. Andretti will start near the back of the pack in 18th.

The 2015 Honda Indy Toronto will begin at 3:37 ET for 85 laps on the streets around Exhibition Place.