Car Reviews

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.

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.

Niagara, ON – Whenever a new vehicle goes through a generational cycle, a spike in sales is imperative. With the compact crossover segment in a current sales boom, there's no better time to release the all-new 2018 Equinox and reap the rewards.

The timing of the Equinox's release has thus far panned out. Through March 2017, the Equinox has been on a surge, sitting in sixth position with a 43.7 percent year-over-year Canadian sales jump.

The Equinox has not gone through a major makeover since 2010, making the third-generation model one of the most, if not the most, important vehicle for the Chevrolet brand, as it takes on the likes of the Honda CR-V, Nissan Rogue, Toyota Rav4, Ford Escape, Hyundai Tucson, Mazda CX-5, and the list can keep going on.

Chevrolet is going into battle with a product that's shorter and lighter, yet more spacious than its previous iteration. Weight has been reduced by 181 kg (400 lbs.), thanks in large part to its shorter frame, as well as its chassis being made of high-strength steel. But Chevrolet used a little ingenuity to find more cargo space with an added 3 cu.-ft. of storage space underneath the trunk for a maximum cargo space (while the second row is folded flat) of 1,798 litres.

Another major change comes under the hood with three new engine choices being offered – two gas versions and a diesel. They will all be released at different times, starting with the currently available turbocharged, 1.5-litre four-cylinder that produces 170 hp and 203 lb-ft of torque. The base unit is matched only to a six-speed automatic transmission with a choice of standard front-wheel-drive (FWD) or the optional all-wheel-drive (AWD).

If those numbers seem a bit odd – they are. The 2018 version's horsepower gets lowered 12 hp, while its torque gets a boost of 31 lb-ft. The reduction in weight and additional torque create the necessary power for the Equinox to keep pace with other vehicles on the road, as well as those in its segment.

In June, production will begin on the 2.0-litre four-cylinder that has 252 hp and 260 lb-ft of torque matched to a nine-speed automatic transmission geared for impressive fuel economy. To be followed in the fall with a segment-first 1.5-litre diesel powertrain that generates 136 hp and a whopping 236 lb-ft of torque paired to that same six-speed automatic unit. According to Chevrolet Canada, the diesel will achieve segment-leading highway and combined fuel economy rated at 7.4 L/100 km in the city, 5.7 L/100 km on the highway and a 6.9 L/100 km combined.

But for this first drive program around the scenic roads of Niagara, Ontario, our chariot was the volume-selling 1.5-litre unit. The drive was quiet, unassuming and smooth – a perfect companion around the equally-smooth roads of Niagara-on-the-Lake and Niagara Falls. Everything about it was comfortable from its two-tone leather seats (a Premier trim addition) to its decent amount of headroom and legroom in both rows. Even its centre console acted as the perfect armrest while navigating through city traffic or on the highway.

 

When cruising, the Equinox proved its worth as an errands-soldier for families. However, when pushed, the gearbox gets a little noisy with some high revving, but that comes with the crossover territory. Even though, it won't set any speed records, the ute handles sharp turns effectively without need for correction or much body roll. Steering finds a nice, middle-of-the-road balanced setting that's not to loose, allowing you to fully keep control on turns.

According to Chevrolet Canada's presentation, the Equinox is being labelled as the 'perfect balance of style and function' – and it totally makes sense. Not only is its interior well crafted with soft-touch materials (especially noticeable in the Premier trim provided), it's versatile with room to fit five passengers comfortably, carry a big load with the second row folded flat, or tow up to 1,500 pounds. In addition, I was able to achieve a 7.8 L/100 combined fuel economy rating – a notch below its official combined AWD rating of 7.9.

As smooth as it drives, one of its best attributes comes down to value. Like other Chevrolet products, the Equinox possesses many standard features such as a rear vision camera, On Star with 4G LTE WiFi, Apple CarPlay and Android Auto, a parental control safety system called Teen Driver, a seven-inch touchscreen with MyLink, standard stop/start technology, heated front seats and heated rear view mirrors. It's a lot to receive starting at a price of $26,995 that already includes freight and A/C tax.

As you move up the ladder, the prices go up – all the way to a starting price of $35,395 for the Premier AWD, but that even comes at a discount from the previous iteration that didn't possess even close to the amount of technology and elevated design.

The all-new 2018 Chevrolet Equinox has all the tools to be a successful crossover at a time when crossovers are in high demand. It's not the most exciting crossover offered, but it offers a complete package of design, value and reasonable fuel economy, only to be made better by the soon-to-market diesel in the fall that will resonate with many families.

Victoria, BC – No one will argue about the Honda Civics success, especially in Canada, as the No. 1 selling passenger car for 18 consecutive years, soon to be going on 19. The Civic has been a pillar of strength for Honda, but there are other reasons why Honda has been able to retain a top-three brand sales position in Canada.

One of those reasons is the CR-V; it's compact crossover, now in its 20th year and onto its fifth-generation. Sales are still strong, but recently the CR-V has taken a step back in terms of 'wow' factor, compared to its other big rivals in the Toyota Rav4, Ford Escape and even the Nissan Rogue. These points haven't been lost on Honda and were even pointed out by Dave Gardner, Senior Vice President of Operations at Honda Canada.

“The compact SUV has been one of our few blemishes,” said Gardner.

Now let's be realistic for a second, the CR-V isn't a blemish. It's refreshing to hear someone talk about its faults, but the 2016 version is still a decent crossover that happens to be tailored to a more conservative clientele. Yes, it also lacks in performance; however, it's nothing to be ashamed about.

In their rhetoric, what Honda wanted to make clear was that there's much more to the company than simply the Civic. And that comes at a time when the largest sales segment is compact crossovers/SUVs, so the Japanese outfit is making its move in prime time. After all, the CR-V helped to invent the compact crossover segment 20 years ago with the debut of the CR-V, when many others doubted its longevity for the North American market.

For 2017, Honda isn't holding anything back on the CR-V as they take every main negative: exterior styling, plain cabin experience, vehicle performance and value; and turn all those into positives.

“We want this [fifth-generation] CR-V, the Civic of the compact crossover segment,” said Hayato Mori, Senior Manager of Product Planning and Business Development at Honda Canada.

For the first drive, Honda hosted a group of journalists on the west coast of Canada on Vancouver Island. We were stationed in Victoria, and the drive would take us down the coast through Sooke and due to personal navigational error into Port Renfrew.

The navigational error wasn't a bad thing at all, as the roads to Port Renfrew were some of the more challenging, curvy roads we would encounter, and that made for an exceptional test of the CR-V's new turbocharged, 1.5-litre four-cylinder engine and its handling prowess.

The new turbo engine – the same one found in the Civic – is the only one offered in Canada on all trims from LX to Touring. It produces 190 hp and 179 lb.-ft. of torque (more than the Civic) and matched to a reasonably-sounding continuously variable transmission (CVT). All-wheel-drive (AWD) is standard on all trims, except LX, where its placed as an option above 2WD.

Performance improvements were definitely needed on the CR-V. The turbo engine won't show it too much in the numbers, but I definitely sensed some more pep behind the wheel. Throughout the drive, it seemed to carry the perfect amount of power needed for this utility vehicle. Sometimes, there's more than enough power; while other times, there's a lack of oomph, but Honda seems to get it right with this new setup.

It all starts with a smooth initial acceleration that quietly gets up to speed. As you press down on the accelerator, the typical CVT whining doesn't show; instead a more linear acceleration is noticed and appreciated. The quiet ride enhances the tranquil state that's felt behind the wheel, only to be made more comfortable by its seating that provides not only great visibility, but an exquisite driving position with a healthy does of head and leg room. There are many vehicles I get into where I fiddle in agony over an ideal seating position, and the CR-V I have to say, was a pleasure to be in.

As tranquil as it is, there still is a tendency for boredom behind the wheel. It should still be noted, that many crossovers fall into this lack of energy category, so the CR-V shouldn't be picked on. It's still conservative in many ways, just a lot better than it was, and that pleasantly shows in its handling and balance as well. Small inputs to the steering wheel were needed throughout the twists and turns, keeping the CR-V direct at all times, while soaking up plenty of the imperfections on the road. There were, however, certain corners where steering response was a tad slow. Once again, it should be noted, that we were coming in hot, something the CR-V had a bit of trouble managing.

One attribute that Honda was raving about was class-leading fuel economy numbers. For the AWD units, a rating of 8.7 L/100 km can be had in the city and a 7.2 L/100 km on the highway. During the ride on Vancouver Island, the CR-V was able to muster a combined 7.4 L/100 km, mostly from highway-type driving. Regardless of the reason, the number is still pretty decent for a hauler that weighs 1,557 kg, and those numbers can be enhanced by using an Eco driving mode.

One of the glaring blemishes discussed earlier was exterior styling. Honda's conservative nature is well documented, and they didn't re-write the book with this new CR-V, but they sure tightened its shape and image.

It all starts with the new platform its sits on that's broader, bolder and wider. The most noticeable change occurs in its front fascia that showcases a two-layer chrome grille with cool-looking flared fenders and standard LED lighting, that's also featured on the back side. Overall, it's more sleek and larger appearance will attract more attention and that's exactly what the bland looking previous iteration desperately needed.

As impressive as the outside looks, more significant changes are found on the inside. The wider and taller makeup is noticed immediately with a more spacious back row. At times, a crossover can only be as good as its versatility, and Honda made sure of that with increasing rear leg room and cargo space (1.8m of flat cargo space), while retaining a similar overall length. In addition, the centre console can be constructed in three different ways, while a hands-free power tailgate can be accessed through an upward kicking motion and also adjusted with a choice of three heights. 

The design takes on plenty of hard and soft materials that help to elevate the look and feel of the CR-V. Yes, once again it's a big improvement in soft-touch leather, but the faux wood trim comes off a bit cheap. On the other hand, the seven-inch touchscreen is less clunky and easy to use, and that includes the addition of Apple CarPlay and Android Auto. What it also includes is the rebirth of the volume knob. Honda has listened to its critics and brought this simple feature back after a two-year hiatus.

Canadians will be treated to a few exclusive perks that include a heated steering wheel and heated rear seats in EX-L and Touring models, as well as a panoramic moonroof for the Touring trim.

Lastly, CR-V owners will be treated to Honda's suite of safety technology, called Honda Sensing, that's standard on all AWD units. New technologies for 2017 include: Adaptive Cruise Control with Low-speed follow and Road Departure Mitigation, and that's on top of the plethora of technology aids that are already a part of the system.

The 2017 Honda CR-V goes on sale in late December at a cost that's only $400-$1,000 (depending on trim) more than its outgoing model. The starting price is $26,690 for the LX 2WD, but for AWD, you will need to go up to $29,490; while it tops out at $38,090 for the Touring trim.

In the fastest growing segment, Honda isn't taking any chances with its CR-V. Honda doesn't want it just to not lose ground to the Rav4 and Escape, it wants to take over the segment, just like the Civic did in its sedan class. To achieve this goal, improvements to inside-and-out styling will be a big help, as well as the standardization of safety technology, enhanced interior volume, better performance and lower fuel economy.

Will that be enough for Honda? It's hard to say, but with Honda's pedigree and the positive history of the CR-V, it sure can't hurt.