log in

Car Reviews

0
CAR REVIEWS

CAR REVIEWS

First Drive – 2019 Ford Ranger: it's back and ready for action

San Diego, CA – For more than 50 years in Canada, the Ford F-Series has held top spot in pickup truck sales and a decade as leader of all vehicle sales. Ford may have a full lineup of sedans (at least for now), CUVs and SUVs, but no option below its bread-and-butter F-150 since the mid-size Ford Ranger's North American discontinuation after 2011.

For 2019, that all changes with the resurrection of the Ford Ranger that re-enters the fray full of a new and refreshed crop of compact pickups including the segment-leading Toyota Tacoma, Chevrolet Colorado and GMC Canyon, as well as an upcoming Jeep Gladiator.

The all-new 2019 Ranger utilizes plenty of attributes from its top-selling F-Series sibling. Its appearance alone resembles that of a smaller F-150 with all the bells and whistles in the form of aluminum, modern technology, and a decent amount of towing and payload for the weekend warrior type. Heavy on-the-job towing and transporting will need an F-150, but for many consumers, a little of this and a little of that is all that's needed, and that's where the Ranger thrives.



Ford simplifies buying process

Buying a pickup can be an arduous process between trim, engine and bed choices. For the Ranger, it's rather simplified through three trim levels (XL, XLT, Lariat), two cab styles (SuperCab and SuperCrew) and only one engine (2.3-litre EcoBoost four-cylinder) and drivetrain (four-wheel drive) option. It's all the same in the U.S., except for the more entry-level, but rarely-purchased 4x2 offering.
 
The two-door SuperCab is the only option for the XL trim with a six-foot bed; while the top-of-the-line Lariat only comes in the foor-door SuperCrew featuring a five-foot bed. The middle-tier XLT can be purchased in either configuration. Once the basic trim and cab preferences have been made, different appearance packages are offered per trim such as Sport, Chrome and an FX4 off-roader to spruce your truck up.



As aforementioned, powering every Ranger is a turbocharged, 2.3-litre EcoBoost inline-four engine with auto start/stop technology rated at 270 hp and 310 lb-ft of torque. It's matched to a 10-speed automatic transmission that sports a fuel efficient rating of 11.8 L/100 km in the city and 9.8 L/100 km on the highway.

It doesn't boast torque numbers like other V6s in the market, and Ford's perfectly fine with that, as the Ranger caters to a different type of consumer not solely concerned by torque and towing numbers. Rather, it concerns itself with being more lightweight, quieter and easy-to-drive, as well as being filled with innovative safety technology previously not seen as applicable to the truck buyer.

Fun to toss around

Ford set us off-the-beaten path in a mud, hills and water playground outside of San Diego to get a feel for what the Ranger is capable of. There were payload and towing exercises as well – it can tow to a maximum of 7,500 lb. (3,400 kg) and 1,650 lb (748 kg) of payload depending on cab choice – but the true test would be in how well it did in playing hard.

Given the lower torque figure, the Ranger surprised in quickly getting off-the-line and swinging around some corners. An off-road course was set up not as a slow crawl, but one that be taken at a more vigorous pace with the FX4 off-road package featuring an electronically controlled limited-slip differential, a Terrain Management system with Trail Control, front tow hooks, skid plate protection, additional clearance, and larger all-terrain tires with more tread.

Four-wheel-drive and a mud/ruts drive mode would keep traction in check, as the Ranger powered down on slick, muddy terrain in an effortless fashion. For hills and valleys, Trail Control was executed at over 6 km/h (a feature also found in the Raptor) where no brake or throttle input was needed. Simply take control of the steering wheel and let the advanced technology do the rest. The Ranger glided down hills and across a few bumps without any rackety sounds typically found in pickups. The whole process was calm and relaxed, a state of mind that's appreciated when off-roading.

What separates the Raptor from its competition even further is the utilization of Trail Control in either 2-Hi, 4-Lo, or 4-Hi, compared to the Tacoma that can only be done in 4-Lo. It's also more modernized through being digitally precise on its speeds that can be increased in increments of 0.5 km/h. The Tacoma, on the other hand, only has a gauge of low-to-high without exact speed figures. When tested, it only seemed to top out at a slow 2-3 km/h, along with plenty of noise.

Smooth drive on regular roads

The best complement you can give a pickup, especially a mid-size, is that it drives like an SUV. For the typical non-truck driver, that's exactly what this Ranger does; something that should appeal to its potentially new truck customer base. On top of that, it comes with exceptional fuel economy that was tested during mostly highway driving to a tune of 9.9 L/100 km.

Much like the off-roading exercises, the Ranger moves with gusto on regular roads that can be enhanced even further through sport mode on its gear shift. The 10-speed transmission shifts seamlessly in either direction, except for under harsh braking. Pumping of the brakes were needed on a few occasions, bringing the Ranger to a more choppy halt.

Steering is precise with some body roll that can be expected from any pickup. As lengthy as the Ranger is, its size isn't felt on turns and surprisingly, not even on three-point-turns. That same small truck feel was evident while parking, an area that could be a deterrent for many non-traditional truck buyers.

Interior is a bit hit-and-miss

Inside, there's a great deal of technology including Waze integration with Sync 3 infotainment, Apple CarPlay and Android Auto, Wi-Fi hotspot connectivity, and a host of advanced safety technology. Unfortunately, many of those don't come standard and are found from the XLT trim and up.

As advanced and smooth as the Ranger's technology and four-cylinder engine are, its interior space doesn't seem to reflect its whole. It all feels very pedestrian and like many other Ford SUVs and sedans, and that's not the feeling one should get in a brand new product. There needs to be some advancements made, whether that's in the touchscreen, materials, or overall look, which seem to not add much to the pickup's excitement. Luckily, its comfortable seating may make you forget about owning that unique look with an 8-way power driver and passenger seating in the front row with added heating on XLT trim.

Coming in early 2019

The growing mid-size truck segment is seeing a surge of sales and new customers, and the highly-anticipated Ranger should fare well and grab plenty of attention through its cutting-edge looks, modernized technology comforts and aids, smooth ride, and exceptional towing and payload.

The 2019 Ford Ranger will be on sale in early 2019. It comes at a starting price of $30,969 for the XL SuperCab, topping out before any appearance packages at $42,289 for the Lariat SuperCrew.





 

2019 Jaguar F-Type SVR Coupe test drive

One look at the Jaguar F-Type and it mesmerizes you. Its shape and sounds are both beautiful and heart-pumping eliciting an emotional response that usually ends with the word 'yes.'

Jaguar offers a whole range of performance to its low stance, two-door sports car, topping out at the SVR trim in coupe and convertible form. The SVR is modified by its Special Vehicle Operations – the same treatments found in the Range Rover Sport and F-Pace SUV – to a tune of 575 hp and 516 lb.-ft. of torque coming from its 5.7-litre V-8 engine that's mated to an eight-speed ZF automatic transmission.



When you get to the SVR level, it's all about power numbers, getting a throttle fix and letting up for some angry grunts and gurgles, all the while, dreaming about race tracks.

It didn't take much for my 2019 F-Type SVR coupe test vehicle to roar. Simply press down on Dynamic mode button – situated near the gear shift – that's only enhanced through its Inconel titanium exhaust that have two settings: loud and louder. If you're wondering whether to turn on all the gizmos, there's really no choice, the answer once again is always, 'yes.'



Like most house pet, the F-Type wants to play. It may not stick its paw out at you or whine, but the sounds from your last ride simply resonate in your mind. That distinctive roar is intoxicating, and kudos to Jaguar for producing such a sound that's street legal.

Audio stimulation is fun, but the whole package needs to come together, and the F-Type SVR doesn't disappoint. Power is felt instantaneously when touching the throttle. Mash it down and the sports car aggressively blasts off to a tune of a 0-100 km/h sprint in 3.7 seconds. Every wiggle and jiggle is felt, but it stays stable on the road thanks to a firm suspension and an all-wheel drive system that manages all four wheels with a rear bias for those track lovers.

If you're worried about losing full control, handling this ferocious feline comes easy as well with a nicely-weighted steering feel, a torque vectoring system that aids in precise turn-ins, and very expensive optional carbon ceramic brakes ($13,260) that are lightweight and effective. If you didn't want to take that optional plunge, standard steel brakes will get the job done.



All F-Types, but especially the SVR, are all about having fun. Feel free to play with its paddle shifters, drive a little harder through tunnels, and deal with the road imperfection bumps that are bound to occur with its low-to-the-ground configuration. The Jaguar brand may be synonymous with luxury, and you will find some of those premium leather and carbon fibre luxuries on its seats and dash, just don't expect a cushiony ride that's made slightly better via its 14-way adjustable seats.

For 2019, the F-Type receives Jaguar's new 10-inch touchscreen infotainment unit, an update that was much needed to stay in-line with other premium automakers. The screen is not only wider, but more crisp and with better graphics. However, for an SVR trim level that starts at $140,500 and goes up $25,000 after a few extras, expectations are raised and it's still not the easiest unit to use. Complications can be found through unrecognizable icons, tiny tuning arrows, and not having Apple CarPlay or Android Auto connectivity.



The 2019 Jaguar F-Type coupe is a hoot to drive and listen to. If that's not enough, its cutting-edge looks separate it from the sports car crowd and give it all the appeal needed to make an impression. It's not so typical like a Porsche 911, and if that car enthusiast with plenty of pocket change wants to be different, the F-Type may be the way to go. It starts at $69,500, and with time, hopefully you can work your way up to this seductive SVR.

 

Test Drive – 2018 Hyundai Kona 1.6L

 

The subcompact crossover segment is booming and one of those vehicles leading the charge is the all-new 2018 Hyundai Kona. It's the South Korean brand's answer to consumers looking for that diminutive ride with a little more ground clearance and cargo. Throw in two engine choices, an all-wheel-drive option and a considerably low $20,999 starting price and that might be the winning combination propelling Hyundai to new sales heights.

Aimed for the youth, it all starts with design

Bright colours set the tone for its youthful appeal. The energetic vibe exuding from the Kona shows off a colour spread that includes Tangerine Comet, Blue Lagoon, Phantom Black, and my test colour named Acid Yellow. Sleek LED daytime running lights adds to that 'cool vibe', alongside projector headlights and fog lights; the latter more centred below its signature trapezoidal mesh grille. One of the more standout touches is a polarizing black plastic wing-type insert that hovers over its tires and lights. For the front it covers the headlights, while its rear encompasses its LED taillights in a unique design cue that provides some character, but I can see the unnecessary other side of that coin.

The Acid Yellow treatment (or whatever colour you choose) continues on the inside with accents on its steering wheel, leather seating, air vents and gear shift. Overall, it's a fun environment that has all buttons, scrolls and information in all the right places. The main attraction within the cabin is its top-of-the-line eight-inch infotainment unit (comes standard only in the 1.6T Ultimate trim). The unit is bright, colourful and easy-to-use, and that's all any consumer can ask for.

My test vehicle was treated to a heads-up display, power sunroof, heated steering wheel and wireless charging, but in order to get some of those goodies, a price jump starting at $31,799 is incurred. It's not all extras for the Kona, as it has its fair share of standard equipment on early trim options including heated seats, leather-wrapped steering wheel and gear shift, rear park assist, as well as Apple CarPlay and Android Auto connectivity.

I took the Kona on a return trip from Toronto to Montreal and was fairly comfortable throughout thanks to its cushioned and supportive seating. I can't speak for any rear seat passengers along the journey, but in my short time testing that space, it seemed to have enough headroom and legroom for at least two. The trunk has ample space with 544 litres, while the second row can be folded down for a total of 1,297.

Drive has some spunk

The base Kona comes with a naturally aspirated 147-hp 2.0-litre four-cylinder engine, while the top two trims receive a turbocharged 1.6-litre four-cylinder unit with 175 hp and 195 lb-ft of torque. It's rare to see an engine choice in a compact and Hyundai adds one more exceptional wrinkle with an option of drivetrain configuration (front-wheel drive or all-wheel drive) on the 2.0-litre that's mated to a six-speed automatic transmission. All-wheel drive is standard for the turbo engine matched to a sporty seven-speed dual-clutch tranny.

It all sounds fairly sophisticated for such a small unit, but Hyundai is doing its darnedest for the Kona to separate from a muddied pack of compact crossovers. As aforementioned, the 1.6T Ultimate was my stallion and it sure had enough pep in its step when needed, but most importantly a smooth ride while cruising at highway speeds. On long highway drives, a calm and quiet chariot is ideal, and the Kona played its part without feeling the brunt of the many bumps along the way. It was a fun and agile companion when navigating Montreal's city streets providing driving confidence throughout from its direct cornering, steering ease and impressive turning radius.

Even though it had the turbo name, its premium engine was simply adequate. It wasn't the quickest at the jump and slow to move up gears. Perhaps, that should have been expected based on its segment and price. But if I'm feeling this way with the turbo, I can only imagine how the base engine is and that's where the majority of sales should lie. What it lacks in initial speed, it gains in fuel economy with a decent 7.5 L/100 km mostly-highway rating and that is better than its posted ratings of 9.0 in the city and 8.0 on the highway.

Summary

The Hyundai Kona may be the new kid in the subcompact crossover scene, but it just might become the most popular. If its fresh looks don't attract, its drivetrain and engine offerings might, especially at its reasonable price tag.

The timing of the Kona couldn't be better and along with the Nissan Kicks, the two of them might have the same impact on a segment that the Mazda CX-3 and Honda HR-V did a few years back. Now that those latter two models are getting a little old in the tooth, this influx in youthfulness, excitement and connectivity should put the Kona in the minds of all subcompact crossover shoppers.

First Drive – 2019 Mustang Bullitt: a chance to be like Steve McQueen

 

San Francisco, CA – A sharp left from Columbus Ave onto Chestnut Street past the Bimbo's 365 Club. Shoot downhill on Taylor Street for three blocks getting some air, before a screeching left onto Filbert Street.

Car fanatics can easily detect these San Francisco roads made famous from the iconic car chase scene in the 1968 Bullitt flick featuring Steve McQueen and his Highland Green Mustang GT 390 fastback. Now, 50 years since the movie release, Ford has turned many dreams into reality by honouring that Academy Award winning movie (well, for best film editing) with a new 2019 Mustang Bullitt. It's the third time Ford has payed homage to the timeless elements of Bullitt, but this incarnation is by far its best.

For a price of $57,525 with only one option of Recaro seats for an additional $1,800, Canadians can receive their very own Dark Highland Green (also available in Shadow Black) Mustang Bullitt and head down to San Francisco and feel like McQueen's character Frank Bullitt and re-enact the same scenes that's been replayed religiously in their heads for decades.

It might all sound crazy, perhaps a little gimmicky, but that's exactly what I did on this first drive program, minus the Dodge Charger chase vehicle and at lesser speeds than 160 km/h as in the movie scene. A grin can still be seen on my face, not to mention all of the smiles from Taylor Street onlookers, and there were many. Doing this first hand, was enough to see how perfect this car is to a generation with money to spend.

Power hungry

In this day and age, and especially in the state of California, performance vehicles have taken a back seat to electrification. But the excitement and stares simply by seeing the new Mustang Bullitt, show another scene altogether filled with love and desire for more of that powerful roar and throttle blimp shooting out from its 5.0-litre V8 delivering a total of 480 hp and 420 lb-ft of torque.

The 2019 Bullitt is a rear-wheel drive masterpiece based off of the Mustang GT with a few added bumps in performance and a top speed of 262 km/h with help from an open air induction system, Shelby GT350 intake manifold and a larger 87 millimetre throttle body that ups hp by 20, although torque remains the same. Canadians receive all the other goose-bumpy details as standard equipment: performance powertrain control module calibration, GT performance package suspension, six-piston red Brembo front brakes, Michelin Pilot summer performance tires, Torsen limited-slip differential and NitroPlate black exhaust tips.

Those distinct exhaust notes lay the foundation for the drive channelled through an exclusive six-speed manual transmission managed by a spectacular white cue-ball shift knob design with rev matching capabilities. On this drive, that gear shift was worked to a frenzy and the Bullitt responded quickly with some extra grunts especially on downshifts, just in case other drivers failed to notice this masterpiece. When pushed, it moves ahead with full force aiming for that redline without much turbo lag thanks to more torque early on making the drive a pure bliss experience filled with all counts of aggression: performance-related, audio enhanced, body swaying from within the cockpit, and reactive fists from nearby Tesla owners.

 

Unlike the car chase scene, this Mustang Bullitt stays balanced and composed with help from a unique MagneRide damping system. A few bumps were naturally felt, but on most occasions the fastback glided over bumps with smooth precision adjusting well to the varying road conditions. It's clearly wider than most cars on the road and looks very nose heavy, but it unexpectedly manages to navigate through tight bends and narrow roads albeit without exact precision.

It's one thing to have a fun and spirited drive, but Ford has added an Active Valve Performance Exhaust with Quiet time for those moments when you don't want to disrupt your neighbours in the morning. That system is class-exclusive allowing the driver to control the volume of its exhaust. On the flip side, it has Sport-plus, Track and Drag modes for those other times when you want to set it loose.

Minimalist touches 

To stay true to the era of Bullitt, Ford put minimal design features on this iconic car. No Ford logo can be found throughout its exterior including a badge-less honeycomb grille with chrome surround. Outside of the Mustang logo on its 19-inch machined-faced aluminum wheels, its rear has the only badging, a circular Bullitt logo in the centre representing a fake gas cap. Having nothing on the front seems odd, but in this day and age its refreshing; while the Bullitt touch on its trunk is the perfect signature touch that makes it oh-so-cool.

Inside, more Bullitt touches include its logo on the steering wheel and a unique serial number above its dash. Green stitching runs through the dash adding a nice subtle touch, as everything else on the inside loses some lustre by looking like any other Ford vehicle. Keep in mind that if you choose the optional Recaro seats, those don't come heated or ventilated as found in the standard leather package.

Technology is well represented with a 12-inch digital LCD instrument cluster and Sync 3 with easy-to-use and responsive buttons along with Apple CarPlay and Android Auto connectivity. As you switch drive modes, the instrument cluster changes its look with a more '60s feel incorporating large and blocky fonts. Other technology highlights include Blind Spot Information System with Cross-Traffic Alert and B&O Play premium audio system with 12 speakers.

 

Verdict

The 2019 Mustang Bullitt is special in nature. Unlike other vehicle launches, consumers will flock to this one for the car's nostalgia of a time gone by where people wanted to simply hit the open road. With the Bullitt, they can have a little of Steve McQueen in them.

However, all of this comes at a cost. Mustangs are typically sold for its low price tag starting below $30K. As aforementioned, the Bullitt cost $57,525 with the closest Mustang, the GT Premium Fastback, starting at $42,279.

Is it worth the extra shekels? That's totally up to you. If you have the expendable income and are a fan of the movie, car chase, Steve McQueen, or simply owning something unique, you won't regret this decision. I'm sure those San Francisco onlookers are still talking about the Bullitt they saw shooting down Taylor Street.

 

 



 



 

Test Drive – 2018 BMW 640i xDrive GT

 

To clear any confusion about the new BMW nomenclature, the BMW 640i Gran Turismo (GT) was part of the previous 5-Series that has now moved up a number as part of the 6-Series variant offerings. The hatchback GT is actually the cheapest of the 6-Series units starting at $76,700 below the Gran Coupé, Coupé and Cabriolet.

Now that we got that out of the way, the question remains, whether the German luxury brand really needs a hatchback? As of April 2018, Canadian 6-Series sales sit at 138 units sold, a 22 percent increase from 2017, but how many of those units are GTs? If we do a 25 percent split between the four 6-Series offerings (which we know is not the case), we're potentially looking at a measly 34.5 units each.



When does it all become too much? Has BMW already passed that point?

We aim to figure that out by testing the values of the 2018 640i xDrive GT.

Well-crafted appearance

Regardless of whether one thinks BMW needs a hatchback at this price tag or not, the 640i GT has all the right curves in all the right places. But most importantly, it's a more practical offering than a coupe or convertible. Practical may not be the first thing a luxury variant buyer has in mind, but at least the option is being made available by BMW.

The GT is one of those vehicles that looks completely different depending on what angle you're checking it out from. When starting at it from the front, it's like any BMW featuring its signature active kidney grille, bold adaptive full LED headlights, as well as striking air curtains and air breathers. From its side, a sleek and sloping roofline is showcased with 19-inch wheels; while its rear presents an edgy hatchback finish thanks to its extended trunk lid and active rear spoiler that extends at 120 km/h.



The practical side of the GT is found on the inside with plenty of space for four adults to sit comfortably. The soft leather throughout adds that premium touch that complements its comfortable 16-way adjustable leather seating with lumbar support and heated leather-wrapped steering wheel. The horizontal spaciousness of the cockpit is refreshing, but the rest of its look is rather blocky and in need of a more modern refresher.



Ample rear legroom and some extra height separates the GT from the rest of the 6-Series. Back seat passengers can enjoy the space it provides with three full-size seats and rear sunshades as part of the premium package, but if they're looking for a bit of the high life, optional electrically adjustable comfort seats can adjust the backrest angle. That spaciousness continues in the cargo department that features 1,800 litres when the second row is folded down and 610 litres in the trunk for a family of four to travel without luggage constraints.

Technologies are abundant in the GT starting with its all-new 6.0 iDrive technology system. This can be controlled by a scroll to the right of the gear shift, which can be easy to navigate, but annoying at the same time due to the plethora of sub-menus. With the need for instant information, the BMW scroller seems to lag behind others, and that's why voice control and a gesture control system have been implemented to pacify those with less patience. Additional safety technologies can be found in its Advanced Driver Assistance Package that can be had for an extra $1,500 that includes Adaptive Cruise Control with Stop and Go, Steering and Lane Control, Driving Assistant Plus, Evasion Assist, Front Cross Traffic Alert and Lane Keep Assistant.

The GT doesn't lack power

The one thing you can count on with a BMW is plenty of power and the 6-Series GT doesn't disappoint. Under the hood is a turbocharged, 3.0-litre inline-six engine that produces 335 hp and 332 lb-ft of torque through an eight-speed Steptronic Sport automatic transmission with paddle shifters. BMW's xDrive is standard providing that all-wheel drive balance that many Canadians crave.

Most hatchbacks come off as fun-to-drive purchases and this particular 640i ups the ante with an extra Dynamic Handling package for an additional $4,900 that includes active roll stabilization, integral active steering and two-axle air suspension that has height-adjustable air springs and dampers. With all of that combined, the GT is able to swing around corners in a smooth, but brisk fashion. Its steering wheel may be thick and weighted, but at least its precise, agile and responsive towards driver inputs.

The best part about the 6-Series GT is you don't feel its size when travelling or parking, as opposed to its much larger 7-Series sibling that leads to a sporty or smooth ride, depending on what drive mode its in (Comfort, Sport, Sport-plus, or Eco). Regardless the drive mode, the hatch takes on a more quiet and relaxing approach without throttle noise. Fuel economy can be improved on with an unexceptional 12.7 L/100 km in mostly city driving.

Summary

The 2018 BMW 640i xDrive GT is a nice addition to have for those consumers looking for a combination of sportiness and practicality. Offering so many choices can be confusing and may not make much business sense, but if the German brand wants to do it, there's no reason to complain, but rather enjoy the options.

For what it is, it's a luxury hatchback that provides a fun and agile ride with a little more curvature than the 5-Series sedan. If you're looking for something different and don't want to pay six figures for the coupes and convertibles, the 640i GT might do the trick. In the end, Canadians do love their hatchbacks. 

 

Movin' On: From Ambition to Action

 

Montreal, QC – The Movin' On summit by Michelin is a unicorn in the face of trade shows and corporate events. It goes against the grain of any typical sponsorship, especially when its own director is convinced the Michelin name will disappear in a few years.

“First of all, it's not a sponsorship,” explains Nicolas Beaumont, director, Movin' On summit and Senior Vice President, Sustainable Development and Mobility, Michelin. “It's a partnership of companies, academics, politicians, governments, and non-government organizations all coming together to tackle sustainable mobility.”

In its over 100 years of history, Michelin has been a long time advocate for sustainable mobility. In 1998, the movement took off through the creation of the Michelin Challenge Bibendum: a gathering of stakeholders, companies, governments and cities. According to Beaumont, it was a successful collaboration every 2-3 years, but it mainly centred around Michelin, and had to change course. That birthed the transformation to what we now know as Movin' On, an accelerated extension of Michelin Challenge Bibendum for more networking, partnerships and deeper conversations for the common goal of ambition developing into action. 

In its second year (both based in Montreal), Michelin still has a sizable booth and makes announcements like any other partner. At a press conference on the first of three days, it presented its future ambition that all of its tires will be made using 80 percent sustainable materials and could be fully recycled by 2048 (the current percentage of sustainable materials sit at 28 percent, while 70 percent of tires are recovered, while 50 percent are recycled into products). Michelin's key breakthrough comes from the development of bio-sourced materials (26 to 50 percent) from several projects including 'Bio Butterfly' that began in 2012 to create synthetic elastomers from wood chips, hay, straw and beets.

Considering that these plans could potentially save 33 million barrels of oil per year, the environmental impact by Michelin would be monumental. Yet, that wasn't even close to the biggest takeaways from this year's event.

Movin' On is just so much bigger than one company announcement or initiative. The summit allows Michelin to act as a facilitator of collaboration and innovation for players in both the public and private sector for the survival of the transport and humanity as a whole. 

And the numbers of partners and participants reflect Michelin's vision. Partners have increased year-over-year by 20 percent, up to 155 including close to a dozen automakers. Furthermore, the total number of nationalities grew to 60 along with 180 officials from various governments, all combining for a record number of 5,000 unique visitors, doubling the amount from last year.

One of those government officials, Canada's Transport Minister Marc Garneau took part in the final panel discussion of the summit.

“Transportation is in the midst of a revolution and it's something the federal government cannot ignore. Whether its charging infrastructure, electric cars or hydrogen fuel cells, people and industries want to know where federal plays into all this, and the Movin' On summit gives us an opportunity to do so and we appreciate it.”



Minister Garneau admits that Canada is still playing catch-up when it comes to building charging infrastructure despite $180 billion invested over 12 years under the Investing in Canada plan. Canada isn't focused on simply one mobility solution, encouraging all zero emissions technologies with hopes that the private sector comes along to help close the infrastructure gap.

For this to happen, regulation needs to be at the forefront and a large barrier of transparency needs to be loosened, and that's where Movin' On can step in.

“Last year, the various partners got to know each other and this year we've seen more change where people are more transparent and comfortable with each other,” adds Beaumont. “People think if something is sustainable, it's not profitable. Now that's changing and people are talking about business models.”



The long-term approach collaboration approach benefiting transport, its industries and humanity was on display during one of the panel discussions focused on artificial intelligence and connectivity. On the panel, Dr. Joshua Schank, chief innovation officer, Los Angeles County Metro, explained how his responsibility is to take private sector ideas and see if they can work in a public environment. But that chore has become increasingly difficult as the wrong technologies at times are being pushed without any constituent requests for artificial intelligence or connectivity.

“There's a tremendous potential with semi-autonomous technology to improve safety within vehicles and reduce fatalities, but it's not happening as government policy lags. We're not doing enough to force this to happen. Companies however, are fascinated about getting drivers out of cars, allowing machines to do the driving, which to me has little public policy benefit only to provide profits for those companies.”

Schank's statement comes from a practical view of the current as people suffer from a lack of mobility. Even though the other panellists were all corporate leaders from Orange, Accenture and Element AI, they all agreed that collaboration must take place for the future of sustainable mobility. And all were in agreeance that the best way to build the framework would be for standardized global regulations.



What form connectivity, autonomous cars, or artificial intelligence will take is unknown. Those solutions were never going to be formed in the three days of the summit, as these policies take time and need to be carefully crafted and concrete with safety being paramount. But it's the start of the conversation involving leaders in their industries or governments and that's the premise behind Movin' On and the reason why Michelin is adding Movin' On labs throughout the year for additional collaboration that could hopefully be presented or come together in this annual meet.

As Minister Garneau pointed out the revolution is on and Michelin is playing a major role to facilitate a shared solution between the private and public sector in the preservation and future of mobility.

 

First Drive – 2018 Ford EcoSport: new entry into subcompact fray

 

St. John's, NL – The long-awaited arrival of Ford's latest and smallest utility vehicle, the 2018 EcoSport was only fitting given the Blue Oval's recent announcement for future products mainly to focus on SUVs and trucks.

As consumers look for that little extra height and interior space, Ford's new strategy will immediately come into play with the EcoSport that rings in as Ford's new entry-level offering, slotting below the compact Escape.

However, there's one inherent drawback: the EcoSport may be new to North America, but like the Nissan Qashqai, it's been around in other global regions since 2003. Now in its second-generation that began in 2012, followed by a design enhancement in 2016, the EcoSport enters a highly competitive segment that features the Honda HR-V, Mazda CX-3, Jeep Renegade, Chevrolet Trax, all-new Hyundai Kona and upcoming Nissan Kicks.



Ford is definitely late to this subcompact party, but there's no telling how much stronger this segment will still get. Perhaps, it's just the start, and it's typically better to be a part of something than not at all. A true representation of its capabilities towards Ford's future strategy will only be realized after a full generational change, so we will have to wait-and-see how that all plays out.

Regardless of all this strategy and history talk, we were eager to test out the EcoSport's present capabilities with four trim levels and two engine choices. The setting couldn't be better in picturesque St. John's, Newfoundland and Labrador.

Perfect for city dwellers

The words 'utility vehicle' get thrown around for subcompacts, but the EcoSport resembles more of a hatchback than crossover even though it can tow up to 2,000 pounds. Its length (4,097 mm) and height (1,654 mm) are the most noticeable, especially parked beside another SUV, but that's also what makes it a great city dweller. With 2,580 litres of passenger volume, the EcoSport is able to make the most out of very little with plenty of style thanks to its bold hexagonal front grille and hawk-ish sweeping headlights.



The EcoSport puts you at ease in urban environments allowing for easy navigation through narrow streets and fitting in tough parking spots where available. Front passengers will enjoy reasonable headroom and legroom while sitting in comfort, as well as ample storage capacity behind the second row (592 litres) featuring a flip and fold method and a swing gate trunk. The same comfortable drive isn't transferred to rear occupants, as that area is more geared for children, teenagers, or groceries. 

Like most subcompact crossovers, the EcoSport is targeting a more youthful, technology-driven and active consumer that's hoping for plenty of value. Ford checks all of those boxes by making available from its volume SE trim (starting at $25,099) its Ford's Sync 3 infotainment system that can be upgraded from 6.5- to 8-inches, Apple Car Play and Android Auto, heated front seats, moonroof, two fast charging USB ports, and leather-wrapped steering wheel and shift knob. If that's not enough, there's enough space to store a bicycle and it possesses a handy cargo management system underneath to store valuables.



Many of these extras speak to a younger generation, but its styling could use more of a modern touch and that's because it is a bit outdated. In time, the EcoSport's interior design should be up to speed as in the Kona.

For now, occupants will have to deal with a more basic, uninspiring look that's at least easy to understand, responsive and offers more premium-type luxuries that include leather seating, active safety technology, B&O play sound system and 4G LTE Wi-Fi as you move up the trim line.

The 1.0L can get the job done

Ford makes consumer choice simple with two engine offerings specifically linked to the drivetrain setup: a turbocharged, 1.0-litre three-cylinder EcoBoost for front-wheel drive vehicles and a 2.0-litre direct-injected four-cylinder for the intelligent four-wheel drive option. These cannot be interchanged, so make your choice based on need.

Throughout the coastal drive on the narrow highways of the Irish Loop around the Avalon Peninsula of southeastern Newfoundland, it was the 1.0-litre that came across as the smoother ride. You wouldn't know it with its paltry 123 hp and 125 lb-ft of torque, but it did its job without much trouble. Sure, it has moments of feeling underpowered, but it even managed to climb up the steep incline to Signal Hill overlooking St. John's. And yes, for you history buffs including my driving partner on this day who repeatedly told this story, Signal Hill is the location of the first transatlantic wireless communication by Guglielmo Marconi to England.



Overall, the 1.0-litre handled throttle actions quickly, steering actions precisely, and felt more at ease working in conjunction with its six-speed automatic gearbox. Surprisingly, it jetted off-the-line in a calm and quiet manner, as long as it wasn't pushed beyond its limits. Once up to speed, the smaller engine remained steady for a relaxed ride that could keep up with the rest of traffic. 

The same could not be said for the more powerful 2.0-litre unit with 166 hp and 149 lb-ft of torque. The 2.0-litre drive was sluggish to react and simply felt disconnected with the gearbox. The one thing it excelled in was staying balanced with minimal body roll. For a subcompact, all-wheel drive isn't a necessity consumers are shopping for and if you can live without it, it's an easy decision to opt for the $2,500 cheaper 1.0-litre unit.



If a smoother ride doesn't changer your mind, exceptional fuel economy might. The smaller engine achieves a fuel economy rating of 8.6 L/100 km in the city and 8.1 L/100 km on the highway that I managed to demolish with an incredible 6.9 L/100 km combined. The 2.0-litre unit rates at 10.2 L/100 km in the city and 8.0 L/100 km on the highway.

Summary

The 2018 Ford EcoSport may be late to the party, but it's a welcomed addition to its subcompact crossover  segment that's able to handle its own versus plenty of competition. Is it the best looking? Probably not. Is it the largest in its class? Definitely not. Is it the most powerful? No, once again. Is it the cheapest? Nope, once again.

It might all sound negative, but the EcoSport just happens to do all of the above very well making it an overall intriguing choice. At a starting price of $22,099, the EcoSport provides you with plenty of technology, interior space and smooth performance in its 1.0-litre EcoBoost. Can you imagine what a brand new EcoSport would be like? Only time will tell how far Ford can go in this subcompact space.

GMC Sierra AT4 provides an off-road alternative

New York, NY – GMC continues its unveils just ahead of the 2018 New York International Auto Show (NYIAS) with the release of a new off-road Sierra variant that will be called the Sierra AT4.

The AT4, starting out as a 2019 model year truck, will come out later this fall delivering off-road adventure along with the same bold stance, premium interior and latest technology found in the all-new next-generation Sierra, shown off earlier this month in Detroit. 

The premium off-road brand AT4 only starts with Sierra, eventually to work its way into every GMC product over the next two years. 

“The 2019 Sierra AT4 is designed for the customer who wants an elevated presence on the road and the capability to venture off life’s beaten path,” said Duncan Aldred, vice president of Global GMC. 

The biggest factor that separates the AT4 from the regular Sierra is its factory-installed two-inch suspension lift for extra ground clearance. More assistance comes from its four-wheel drive setup with a two-speed transfer case and a low-range setting, Hill Descent Control, off-road tuned Rancho monotube shock absorbers and a locking rear differential that aid the AT4 in gaining momentum and traction during tough climbs, steep valleys and various sticky terrain.

To enhance the AT4s off-road excitement, GMC has dressed it in a unique dark finish, perfect to show off in the Gotham city. A rugged grille finished off with black chrome make this Sierra standout, while retaining some GMC qualities through its signature C-shaped LED headlights. To separate this Sierra AT4 further from its regular version, red touches are displayed in key spots, as well as unique vertical tow hooks and AT4 signature emblems that are carried into the inside on its leather seat headrests. The rest of the interior continues that darkened theme on the steering wheel and centre stack.

Continuing the tour of the inside, the AT4 shows off its segment-first 3.7-inch Multi-Colour Head-up Display that includes an off-road inclinometer that assists in fore-and-aft tilt, front tire angle and left-and-right tilt to figure out how steep a grade your transversing. Furthermore, the AT4 has an available bird’s-eye view Surround Vision displayed through the infotainment unit and an all-new ProGrade Trailering system with Trailering App.

 

Powering the Sierra are updated versions of the 6.2-litre and 5.3-litre V8 engines matched to a 10-speed automatic transmission. Both will feature stop/start technology, as well as a new Dynamic Fuel Management system that can fluctuate from one to eight cylinders for improved fuel efficiency. 

An all-new 3.0-litre inline-six turbodiesel engine will be added to the engine mix and released after the V8s. 

As with the new 2019 Sierra, the AT4 will also feature an available carbon fiber cargo box – the CarbonPro. It will have best-in-class dent, scratch and corrosion resistance. All other boxes featured in most trims will utilize high-strength steel and a bed floor made by a stronger alloy. It will possess best-in-class cargo volume at 1,784 litres on the short box version.

To finish the Sierra's innovative story, a standard industry-first MultiPro Tailgate with six unique functions will be offered up in the AT4 that includes a second-tier loading station and standing workstation to make those stressful jobs and tasks much easier. A 110V outlet can be found in the rear to power up tools and supplies. 

The 2019 GMC Sierra AT4 will be available in the fall of 2018.

 

First Drive – 2018 Mitsubishi Outlander PHEV

Vancouver, BC – After a long wait, the Mitsubishi Outlander PHEV finally makes its Canadian debut. It's no stranger globally, initially making its world debut in 2013, but in short order, it has become the world's best-selling plug-in hybrid electric SUV.

Just how important is the Outlander PHEV to the Mitsubishi brand?

Don Ulmer, Senior Manager, Product Planning, Mitsubishi Motor Sales of Canada called it: “the most significant launch in our vehicle history,” during a product presentation ahead of its first drive program in rainy Vancouver.

Its significance boils down to the brand's new direction under the Renault-Nissan-Mitsubishi Alliance with expected plans to lead the electrification charge featuring 40 electrified vehicles (12 of them pure electrics) by 2022.

The Outlander PHEV doesn't have a ton of direct competition, closest being the Mini Countryman from a price point, followed by the Chrysler Pacifica and Volvo XC60. All of them are plug-in hybrid electrics, but the Outlander is the only one with DC Fast Charging capabilities, an exciting attribute for a world that's not growing in patience. It also has the longest EV range at 35 kilometres of any PHEV SUV (not including the Pacifica minivan) that can be quick-charged up to 80 percent in under 30 minutes.



What drives it?

The PHEV setup starts with a 2.0-litre four-cylinder unit, as opposed to the 2.4-litre that propels the gas version. On top of the gas engine output, the PHEV is fitted with front and rear electric motors at 80 hp each that's aided by a 12 kWh battery pack situated centrally under the seats. In order for all of this to function smoothly, the gas engine powers the front wheels, while a single gear-transmission takes care of its rears.

There's a lot that goes into the Outlander PHEV, but no total output numbers are provided by the Japanese brand. For a breakdown, the 2.0-litre unit produces 117 hp and 137 lb-ft of torque; another 160 hp and 245 lb-ft of torque is developed by the two small electric motors (the rear has more torque). All of this creates a unique SUV that can be 100 percent EV functioning (at least for 35 km) and always set for four-wheel drive capability. 



Another unique aspect to the Outlander PHEV is its three driving modes that automatically adjust based on speed and slope of the road. The system starts in EV – its default setting. In EV, it does exactly what one would expect, a pure electric drive without any tailpipe emissions. The gas engine only starts to be engaged in Series Hybrid mode. Here, the SUV is still driven by its electric motors with the gas engine simply operating as a generator to produce electricity for the battery. Lastly, Parallel Hybrid mode is run by the gas engine and is only assisted by its electric motors when required. This mode typically engages when accelerating hard or beyond 120 km/h, as well as on uphill climbs.

And just when you had enough of a technology write-up, there are three additional driver-selectable modes situated around its complicated and highly unnecessary gear shift. First off is EV Priority mode – a first in North America – that uses electric motors exclusively until the battery is down to one bar or if the SUV is driving at speeds higher than 120 km/h. Secondly there's Battery Charge mode, where the driver can setup a charge up to 80 percent while driving. Within 40 minutes, the Outlander will get its charge back and be ready for its next outing in full EV mode. The only downside is a more sluggish ride as it tries to stay away from using the gas engine. Lastly, Battery Save mode maintains the current battery state of charge.

How does it drive?



With oodles of technology, one might think the Outlander PHEV may be difficult to drive, but it's quite the opposite. Outside of the driver-selectable modes, the Outlander does its business automatically and seamlessly, and its system at work can be monitored through its colourful and vibrant infotainment unit.

Three trim levels are offered: a base SE, SE Touring and GT, all coming standard with Mitsubishi's Super All-Wheel-Control (S-AWC). Naturally for this first drive in Vancouver, we all were placed in the top-of-the-line GT dressed up in leather seats, faux wood accents, a plethora of safety equipment and a power liftgate. It's not the most exciting vehicle to be cooped up in, but for Mitsubishi, it's one step at a time, and its ride is where the excitement lies.

Torque comes in abundance from its electric motors and that helps propel the Outlander quickly off-the-line. The most surprising attribute comes from its smooth and quiet ride. With all the technology at play, as well as past history of EV-type cars, there can be a fair share of whiny or buzzing noises that surround the drive; however with the Outlander PHEV, the drive is refreshingly normal and relaxing, and quite similar to the Outlander gas-version. Steering is light and direct for the most part with body roll only found on a curvy switchback area.
When pushed, the Outlander PHEV's performance starts to suffer. Even though, we were given a fuel economy challenge, I wanted to see how it moved with the throttle unleashed, and safe to say, it was unremarkable. However, no logical person is buying a PHEV, or a Mitsubishi for that matter, for its sporty nature.

Its sweet spot is felt when coasting to a stop and lightly manoeuvring around city streets. Fuel economy numbers are listed at a combined 3.2 Le/100 km in EV mode and a combined 9.2 L/100 km in gas, but on this drive, a team managed a measly 3.0 L/100 km, an incredible accomplishment for an SUV that can tow up to 1,500 pounds.

Another key to achieving that low fuel economy number are regenerative braking paddle shifters located behind the steering wheel. In total, there are six settings ranging from B0 to B5. The default is B2 and you can get more regeneration by working up to B5, while B0 shuts it off completely.

With plug-in hybrid electrics, we naturally get caught up with its pure EV range and its quick recharge. But the reality is, the Outlander PHEV isn't affected by range anxiety with a total combined range of 499 kilometres. If the pure EV juice runs out, the drive continues, only at a less fuel-efficient rate.

Conclusion

The 2018 Mitsubishi Outlander PHEV took its time to come to Canada, but with it now available at dealerships, it offers up a reasonably-priced EV option with all-wheel-drive capabilities for consumers looking to save on gas. It starts at $42,998 before incentives with rebates offered up at $9,555 in Ontario, $4,000 in Quebec and $2,500 in British Columbia.

Fuel efficiency, technology and its price tag are the key catches for the Outlander PHEV, backed by its 10-year/160,000 km powertrain warranty and 10-year battery warranty. In addition, its electric motors create a nice acceleration boost, which nicely transition into a quiet ride at cruising speeds. Beyond that, your simply getting decent comfort, design and excitement.

It's nothing too flashy, but definitely unique, and that's exactly what Mitsubishi was hoping for, as the Outlander PHEV sets the electrified groundwork of what's to come from the alliance.

 

First Drive – 2018 Buick Enclave

Vernon, BC – For the past few years, Buick has reshaped its luxury division. The last vehicle in need of a major shakeup was its biggest SUV, the Enclave that was starting to get long in the tooth. With a new 2018 second-generation Enclave, the 114-year-old Buick brand becomes the newest showroom in the auto industry.

Back in 2008, the Enclave was a seven-seat welcomed addition, but after close to a decade into its first generation, it started to lose steam in its segment. Considering the current SUV sales boom, it became essential for Buick – a brand with 80 percent of its volume coming from SUVs in 2017 – to get the Enclave to a competitive level against the likes of the Infiniti QX60, Acura MDX and Volvo XC90.



Refreshed start with no common parts

The second-generation Enclave has no common parts from its previous iteration. In attempt to make it look less overwhelming in size, the Enclave comes off as leaner overall, even with an increase in length and height.

It's all about new proportions and a new demeanour, something Buick likes to call: “Smart Made Stylish.” That design language results in a more sleek, aggressive approach with expansion occurring in areas of consumer need, such as cargo space and legroom. It serves as a lesson that one can expand for comfort without having its entire form shaped like a gigantic boat.

Its most prominent parts are up front with a redesigned new front end featuring a chrome-filled vertical slat grille. The grille is enhanced with cool-looking wings complemented by Evonik Acrylite technology in its headlights sporting over 100 LED lights. The Evonik signature accents may be taken for granted, but it serves as the clearest and cleanest light offered in the market.



That specialized theme continues on the inside with an all-new Air Ionizer that improves air flow throughout the cockpit. We're not talking about a simple air freshener, but a device that reduces unwanted odours both inside and out, along with bacteria, viruses, dust, debris and pollen.

For this first drive program, I received a new top-of-the-line Avenir vehicle. Avenir is considered 'the highest expression of Buick luxury,' and those customers wishing to dole our $63,690 will enjoy a unique black-ice finish wings and grille, dual panel sunroof, 20-inch wheels and Avenir badging. Premium touches and materials continue with open-pore wood and a beautiful chestnut colour on the dash and seats, upping the refinement of the whole environment.



As for space, the Enclave does well in the first two rows with Captain's chairs that provide plenty of headroom and legroom; power seats come standard only in the front. It should be noted that as cushiony as the front row chairs were, it took time for a comfortable seating position to be found, and the ideal position was never fully met. This may just be a 'me' thing, but that's truly how I felt.



For the third row, the right side slides forward for easier access, albeit not better than its top three-row competitors. Once inside, the bench seating can be a bit cramped and not suited for individuals 6'0” or up. Regardless, it's much improved and a bonus for large families.

When those rows don't need to be filled, the Enclave has a total of 2,764 litres of cargo space, 1,642 litres behind the second row, 668 litres behind the third row with an additional 90 litres in the underfloor. That's a 10 percent improvement over the outgoing model.

A quiet and expected ride

The 2018 Enclave drives well in a quiet, relaxed manner. There's nothing exceptional that stands out about it; rather a smooth drive that you come to expect from a new SUV. Whether that's perceived as a positive or negative comment, that's the best way I can describe it.

Buick doesn't bombard you with engine choices. The Enclave has a single powertrain unit: a 3.6-litre V6 that delivers 310 hp and 266 lb-ft of torque matched to a nine-speed automatic transmission. The one choice you do get is whether you opt for the standard front-wheel drive (FWD) or an active twin-clutch all-wheel drive (AWD) that eventually comes standard beyond the base Essence trim.



Power delivery is both smooth and quick. The Enclave was able to power ahead when needed and showed off decent handling skills through the side winding Vernon roads. Its nine-speed gearshift is constantly on the move, but mostly seamless as it's calibrated for better fuel economy. According to Buick, the AWD is rated at 13.8 L/100 km in the city and 9.4 L/100 km on the highway. For FWD, those numbers are reduced to 12.9 and 9.0, respectively.

During the drive, additional pros and cons were found. On the positive end as with all Buicks, the active noise cancellation setup works wonders to block and absorb all noises. In addition, this 2018 model has upped its towing game with a tow rating at 5,000 lbs, and that was shown off by a sport boat hitched to the Enclave. On the more critical side, if I had to be picky, more steering input was needed on those sweeping curves and you could feel the size and width of the SUV during those manoeuvres. Nowadays, many SUVS can feel like a crossover or hatchback, but the Enclave still retains that larger SUV-feel.
 
In Conclusion

At a starting price of $49,690 for FWD or $52,690 in AWD, the Enclave serves as a reasonably priced choice amongst its competition. The Air Ionizer, an eight-inch easy-to-use digital touch screen, Apple CarPlay and Android Auto, as well as a hands-free liftgate come standard, but you would have to move up to receive heated and ventilated front seats, heated second row, a power-folding third row seat and a plethora of safety technology.

All in all, the 2018 Buick Enclave has improved immensely from its more modern exterior silhouette to its more spacious cabin filled with plenty of technological goodies. Its new Avenir sub-brand places Buick into the luxury discussion with premium touches previously not found.






 

 

Subscribe to this RSS feed