Car Reviews

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. 

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.

Fresh off winning the AJAC 2018 Utility of the Year award for its Chrysler Pacifica, Fiat Chrysler Automobiles (FCA) Canada kept the momentum going during media preview day at the 2018 Canadian International AutoShow (Feb. 16-25) with the reveal of the all-new 2019 RAM 1500 Sport, a truck built exclusively for the Canadian market.

“The all-new 2019 Ram 1500 is the strongest, most technological and most capable light-duty truck we have ever built. But we didn’t stop there,” said Reid Bigland, President and CEO, FCA Canada. “We sold over 100,000 Ram products in Canada last year and we pride ourselves on knowing our customers and listening to their needs. That’s why the all-new 2019 Ram 1500 Sport is being built exclusively for the Canadian market and why we are confident our truck owners will embrace the unique style and capability it offers.”

Later in the day, Hyundai Canada took the wraps off the sporty Veloster and Veloster N, both of which are all-new for 2019. With an all-new design, the sporty Veloster also offers utility thanks to an additional passenger side rear door for easier rear-seat access. Available features include LED headlights, standard 18-inch wheels and, in the case of the Veloster N, a turbocharged 2.0-litre 275-horsepower engine.

Over at the Toyota stand, the i-TRIL Concept made its North American premiere. Developed by Toyota’s European Design Development Centre, ED2, the i-TRIL can operate autonomously, and communicate with the driver primarily through voice activation technology. It also employs Active Lean Technology seen on the Toyota i-road, which allows the vehicle body and front tires to lean while the motorized rear tires remain perpendicular to the road surface at all times.

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.

Detroit, MI – The North American International Auto Show (NAIAS) in Detroit truly kicks off the year's auto festivities. There's so much history, pride and production that has taken place in the 'Motor City' over the years, that it's one of the shows not to miss.

For 2018, a few off-site reveals lightened the media days of the show, but there was still plenty to see, and most of the buzz came down to American-made trucks. The big American three showed off plenty of muscle with major pickup reveals and that was complemented by a plethora of various production SUVs and sedans that will be hitting the market at some point this year.

Here's a small glimpse of what was shown off at this year's auto show in Detroit.

Pickup trucks

We start at pickups as they are the true volume sellers for Chevrolet, Ford and Ram, and neither of the big three were holding back in Detroit.

Chevrolet and Ram came to the show with all-new full-size pickups in the Silverado and Ram 1500. Ford on the other hand, talked a bit about an upcoming hybrid powertrain and addition of a diesel to its top-selling F-150, but re-entered the mid-size space at the show with the North American rebirth of the Ranger.

Let's start with the 2019 Chevrolet Silverado. It comes with six different engine/transmission combinations featuring a new 5.3-litre and 6.2-litre V8 engines that come with an industry-first Dynamic Fuel Management system that shuts off a certain amount of cylinders for better fuel efficiency. In addition, a new inline-six turbo-diesel enters the fray paired to a 10-speed automatic transmission. The fuel-efficient message was clear in the new Silverado highlighted by the loss of 450 lbs. from its outgoing model.

As for the 2019 Ram 1500, it too takes on a fuel-efficient tone with its 3.7-litre Pentastar V6 and 5.7-litre Hemi V8, both utilizing a 48-volt eTorque mild-hybrid system with stop-start technology. Having that hybrid system in place boost torque numbers to 90 lb-ft more in the V6 and 130 in the V8.

The 2019 Ford Ranger was teased at last year's NAIAS, so it was only fitting to come back for its production reveal. The new version gets upsized in order to compete with the likes of the Chevrolet Colorado, GMC Canyon, Toyota Tacoma and Nissan Frontier. It's now re-entering a segment with slight growth and an opportunity for Ford to capitalize. Powering the new Ranger is a 2.3-litre EcoBoost turbo-four matched to a class-exclusive 10-speed automatic transmission with full numbers to be released shortly.

SUVs

For the most part, the crossover/SUV reveals were dominated by the luxury automakers.

Starting off with Acura, the luxury wing of Honda showed off one of its core vehicles, the 2019 Acura RDX Prototype. No longer does it resemble its mainstream brand with an exclusive all-new platform that takes on many stylings from the Precision Concept and Precision Cockpit shown off at previous auto shows. Its exterior is more bold and daring with cutting edge lines and a tight, more sleek grille. On the inside, a floating 10.2-inch display sets a clean and tech-centred tone that includes a new touchpad interface and operating system. It's powered by a 2.0-litre four-cylinder matched to a class-exclusive 10-speed automatic transmission.

Other big reveals were the 2018 BMW X2, 2019 Mercedes-Benz G-Class and the Lexus LF-1 Limitless Concept. Starting off with the BMW X2, the compact crossover will fill the only gap in BMW's X-division when it comes out in the spring. The G-Class gets fully re-done for the first time, even though it slightly resembles the same boxy, military-inspired look we've always loved with a lighter and tech-driven feel featuring a dual 12.3-inch widescreen display and driver safety assist systems. Rounding out the trio is the one crossover concept from Lexus. The LF-1 Limitless is one of the more beautiful vehicles at the show displaying the futuristic design language of the brand with a new take on its large spindle grille complemented by thin and sleek LED lights. In addition, fully autonomous features in 'Chauffeur Mode' allow the crossover to take over control of the vehicle.

Sedans

There was a time when sedans would kick this list off, but times are changing. The biggest splash came from a muscle car in the Ford Mustang GT. But it wasn't any GT, it was the limited edition 2019 Ford Mustang Bullitt, inspired by the 1968 classic movie starring Steve McQueen that came out 50 years ago. The Dark Highland Green colour featured in the movie was on display (it also comes in Shadow Black) and it can only be had with a six-speed manual gearbox with a white cue-ball shifter. Other features include a big dual exhaust, black five spokes and a Bullitt gas cap instead of any Ford badging. Under the hood is a 5.0-litre V8 that ups power to 475 hp and 420 lb-ft of torque.

The other more practical sedan choices were the 2019 Kia Forte and 2019 Volkswagen Jetta. The Forte and Jetta both increase in size and add some necessary design flair that had been lacking in both. The Forte takes on more of a coupe-like finish; while the Jetta, now in its seventh-generation, adopts more pronounced, sharper cues for that sportier touch.

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.

Moncton, NB – As consumers move from sedans to SUVs, Chevrolet is stepping up its game with the all-new 2018 mid-size Chevrolet Traverse. It's been a forgotten nameplate since its inception in 2009 save for a 2013 facelift, and dwindling sales have followed suit. 

In a market where perception can quickly become reality, the Traverse couldn't get by with minor adjustments. Even though SUV sales are booming, the three-row Traverse needed a complete overhaul to compete against segment-heavyweights including the Ford Explorer, Nissan Pathfinder, Toyota Highlander, Jeep Grand Cherokee and Hyundai Santa Fe, and that's not even the whole lot.

The 2018 Traverse has shed its past starting with a new platform, shape, engine, transmission, suspension and technology. Most importantly the words 'best-in-class' can now be thrown around, as it provides plenty of interior comforts along with space and versatility.

More modern, more spacious

The new Traverse takes on a more boxy frame compared to the more rounded hatchback-y look it used to own. It's not as bold and in-your-face as the Ford Explorer – the vehicle Chevrolet is calling its direct competitor – rather, it takes on body creases, a larger two-stack grille and sleeker headlights. The new look won't wow, nor does it offend. All-in-all its an attractive, more truck-like vehicle that can now places itself in the middle of the mid-size SUV conversation.

Overall length stays pretty much in tact, except for an two-inch expansion of its wheelbase. It may seem minor, but that little extra room allows for best-in-class maximum passenger volume (4,485 litres), legroom in the third row (856 mm), and cargo space beyond the first row (2,789 litres). That expansion is most evident in the third row with plenty of headroom to spare and enough legroom to get by. Yes, I know it says best-in-class third row legroom, I just wouldn't get overly excited about it. On the flip side, sliding second-row seats tip the seat up and move forward to allow for easy passenger access into the third row.

On the base model, eight seats are standard with a bench in both the second and third row. Our testers for this first drive program in Moncton – a second-tier LT and top-of-the-line High Country – both sported the volume-selling, seven-seater with captain's chairs in the middle row, a configuration that comes standard starting at the LT trim.

As for interior materials, it naturally gets better as you move up the trim line. The High Country version is draped in a stunning tan leather and complemented with wood and suede accents. It doesn't feel like a Chevy, but it also doesn't cost like a Chevy either coming in at $60,390. On the LT Cloth trim, you're treated to simple, yet comfortable cloth seats. There are plastic touches around, but it's all done in a modern and organized fashion pleasing to the eye.

Like all Chevrolet products, the Traverse comes with a wide array of technologies that include standard features in 4G LTE WiFi with hotspot capability, Apple Car Play and Android Auto, Teen Driver, Rear Vision Camera, and a Rear Seat Reminder chime to go along with its seven-inch Multi-Link infotainment unit.

Other notable features that become available beyond the base LS are a hidden storage slot that opens up behind the infotainment screen, a hands-free liftgate that emits a bowtie sign signalling where to kick for the trunk to open, wireless charging, ventilated seats, heated rear seats, and a plethora of safety technologies.

New engine, smooth drive

As aforementioned, under the hood of the Traverse is a new 3.6-litre V6 engine that ups its output to 305 hp and 260 lb-ft of torque that's matched to a new nine-speed automatic transmission with options of front- and all-wheel drive available. Later this year, a turbocharged 2.0-litre four-cylinder will enter the fray, but only for the upcoming sporty RS version.

The new engine not only improves on power – previous hp was rated at 281 – it improves on fuel economy with ratings of 13.7 L/100 km in the city and 9.4 L/100 km on the highway in all-wheel-drive; while front-wheel-drive clocks in at 12.9 and 8.7, respectively. The Traverse is able to save on gas through a seven percent weight reduction with the use of high-strength steel and computer-aided designs.

The weight savings factor into the drive, as the Traverse felt nimble and ready-to-go throughout the journey. Initial acceleration is more brisk than expected with a lot of torque kicking in. Otherwise, the transmission is a dream with seamless transitions that reflect the quiet nature of the ride. If there's one standout in the Traverse's ride quality it has to be its peaceful ride, something a family might desperately need during those oh so rare moments of family silence.

Other technical features include electric power steering, towing up to 5,000 lbs on all trims except LS, traction mode selection that includes off-roading on AWD models, and Active Return, a system that assists the driver in keeping the vehicle centred through slight steering adjustments. 

Verdict

The Chevrolet Traverse was in major need of an overhaul after getting a bit old in the tooth. At a starting cost of $36,790, the Traverse packs in plenty of value to go along with better styling and more interior space. There also are only a few combinations to choose from to not confuse customers, a total of 136 build possibilities have been simplified down to 11.

With the rise of SUV sales, the Traverse shouldn't have a problem reaching more customers, as its all-new second-generation version touches all the key boxes of what families look for: size, versatility, connectivity, comfort and performance. It even adds a sizable amount of towing and off-roading prowess when needed.

Charlottetown, PEI – The stigma that comes with owning a minivan can be harsh. Most of it is mental, as parents battle a full-on “soccer mom” image, while jealousy of friends without kids or empty nesters rage on.

Regardless whether that's a reality or not, families with multiple kids can benefit from the versatility and convenience a minivan brings. And that's why Chrysler re-branded and re-designed its Pacifica minivan in 2016 – formerly the Chrysler Town & Country – and for this year, it was Honda's turn to showcase how good a minivan can be with its all-new 2018 Odyssey.

“The 2018 Honda Odyssey has everything you need in a minivan,” explains Jean Marc Leclerc, Senior Vice President of Sales and Marketing, Honda Canada, at a first drive program in Charlottetown, PEI.

With the surge in new mid- and full-size SUVs on the market, more options have been presented, making the choice of a full-size SUV or minivan not so clear cut. With automakers sprucing up their minivan offerings, it's hard to argue with Leclerc. Honda has made it easy for families to live with a minivan by packing the eight-passenger hauler with new technologies, more connectivity, better fuel economy, easy entry and exit, more interior and cargo space, as well as standard safety features not seen anywhere else.

As for its looks – it's hard to change a boxy behemoth, but Honda has found a way – like the Pacifica – to round out its frame and give it more character with sharper edges and cut lines. It's front fascia led by its chrome grille is reminiscent of the Honda Pilot, and there's nothing wrong with that. It's styling is safe, but in the end, it's a minivan, so safe is probably the right way to go.

Comfort and entertainment awaits inside

Pull on the door handle, and let those sliding doors work their magic. Sliding doors are the most recognizable staple in any minivan, and no longer do we have to manually slide them with force. And with no all-wheel-drive option, that step up is low-to-the-ground – 35 mm lower than the previous iteration – allowing children to easily hop in and out.

But that's not all, as my commercial voice takes over. Honda's second row seating are called “Magic Seats.” With a seven-seat configuration (only two seats in the second row), the magic seats can slide side-to-side or forward-and-back for people to access the back row with plenty of room, and this can be done with a child seat still attached. In addition, these second row seats can either slide together or further apart, which could be crucial to surviving the squabbles that way take place on a lengthy road trip. The only catch is the middle second-row seat has to be physically removed by pulling a few latches, so as easy as this all sounds, there's still a little work to be done.

New high-resolution technology screens modernize the cockpit with a seven-inch TFT unit and an eight-inch touchscreen situated on the leather-filled dash. The navigation system can be finicky at times, but that can be avoided by using Apple Car Play and Android Auto functions through your mobile device, saving you money by moving down a trim or two. A 4G LTE Wi-Fi hotspot capability comes in the top Touring trim allowing everyone to stay connected while on the road.

Also featured in the top trims are large and comfortable soft leather seating in the front row, as well as an abundance of technology. Two new technology features: CabinWatch (on Touring trim) and CabinTalk (starting at EX-L trim) aim at easing parental worries and allowing for better communication without causing driver distraction through the press of a button. For CabinWatch, a ceiling-mounted camera keeps an eye on both back rows; while CabinTalk allows the front-row occupants to talk to the back row passengers through the rear speakers, muting audio in their headphones.

Safety is imperative for family hauling, and the Odyssey ticks many boxes with a standard suite of Honda Sensing safety technology that includes Adaptive Cruise Control, Lane Keeping Assist, Road Departure Mitigation, Collision Mitigation Braking System for vehicles and pedestrians, Forward Collision Warning and Lane Departure Warning. Lane Watch and Blind Spot Information System is available as you go up trim levels.

How does it drive?

Driving is always secondary when it comes to a minivan. It won't be the sole reason one chooses a model, but it plays a part in the decision making process.

The 2018 Odyssey has one engine offering: a direct-injected 3.5-litre V6 that produces 280 hp and 262 lb.-ft. of torque. Both numbers are up from the 2017 model by 30 hp and 12 lb.-ft. of torque, but the interesting story comes in the form of a 10-speed automatic transmission for the upper trims (a nine-speed automatic is the standard option).

The 10-speed gearbox is pretty seamless on the road helping it achieve a class-leading 12.2/8.5/10.6 fuel economy split (city/highway/combined in L/100 km) with the aid of a variable cylinder management system. But it's not just the gearbox that's non-disruptive; the whole vehicle is a quiet sanctuary when cruising with no floor vibrations and the placement of acoustic glass and windshield to allow conversation to flow effortlessly.

When pushed, especially uphill, the Odyssey – like many other larger utes – blurts out faint huffing noises to lug its 2,086 kg frame. It's not the quickest vehicle in the lot, but it's not supposed to be, and the ride stays comfortable and relaxed whether on the highway or in the city, and even stays composed on shoddy roads. The electronic steering corners more like an SUV or crossover with precision and decent road feel.

The only thing that needs to go is its electronic gear shift. It's situated below the touchscreen in order to provide more room for cubby holes, but ends up only being an irritant for the driver. It doesn't even look good with its blocky buttons, and most importantly, it's difficult and slow to use due to its “trigger-type” reverse button, especially on three-point turns.

Verdict

The all-new 2018 Honda Odyssey does have everything you need in a minivan. It really just comes down to whether you can cope with the stigma attached to these minivans, but these automakers are making it easy to shed those worries with better styling, added comfort and technology, versatility and cargo space, and class-leading fuel economy numbers that saw me achieve a combined 9.5 L/100 km on my tour of Charlottetown.

It's starting price of $34,890 is higher than others on the market, but it also comes standard with many features including heated seats and a suite of safety equipment not found at the base trim level. For the base price, it's a reasonable package received, and a lot better deal than the Touring model that tops out at $50,290 – a steep price to pay for LED headlamps and fog lights, Wi-Fi, CabinWatch and a 10-speed automatic transmission.

The 2018 Honda Odyssey puts some spice back into the minivan segment and will give the Chrysler Pacifica a run for its money. The Odyssey arrives at dealerships on June 8.