Car Reviews

Recently, colleagues were invited to the Lone Star State of Texas to experience the all new 2014 Mazda6. Here drivers would experience first hand the tautness of the vehicle and how it handles twisting roads and sun-drenched straightaways, but also the get-up-and-go of the all new SKYACTIV powerful, high compression 2.5L four-cylinder engine.

So what!

A couple of weeks back I had the GT version of this vehicle for a week, not just a few hours – seven, fun-filled days and nights on all manner of blacktop from highways to rural side roads – some with snow and ice – or frozen and dry in central Ontario.

In other words, a worthy test of a car that is, as a good friend described it, a more than willing runner.

I’m not going to get into the technical side of Mazda’s SKYACTIV technology – I’m certainly not qualified. But I am here to tell you that this vehicle is a marvel of modern engineering and in a reasonably affordable package. 

The model I had was the GT with a 6-speed Sport mode automatic transmission and many of the toys now deemed desirable by consumers, including Smart City Brake Support – not sure I experienced this; Radar Cruise Control; Forward Obstruction Warning and High Beam Control system – again, I rarely use any vehicle’s high-beams so I cannot comment. As tested, including the Technology package, the MSRP for this model is $34,495.

Transport Canada specs state that fuel economy ratings (L/100km) are 7.6 city and 5.1 highway. I’m here to tell you that my overall fuel economy in around 600 kilometres of spirited driving with lovely biting Blizzak rubber on the aluminum alloys yielded 6.5. Not too bad at all for a winter drive. I would expect the vehicle will show further improvement in the fuel economy department once a few more clicks are on the odometer; I suspect I was, perhaps the second or third driver this red beauty had welcomed.

The SKYACTIV 2.5L inline 4cylinder engine has an output of 184hp – but it never felt lacking, in spite of this seemingly low number. Merging onto highways from on ramps was done without fear or trepidation that the engine would plonk out at precisely the wrong time and passing was done with ease. This car felt like it had a heart that would run until exhausted.

I mentioned the engineering on this car earlier. Yes, it has SKYACTIV technology – which is way more than just the engine – but the car is now more than 400lbs lighter than the 2013 model – thus yielding better performance and better fuel economy.

It seems as if the Mazda6 has been around forever – in car terms, at least as long as category leaders, the Honda Accord, Toyota. Camry and the up-and-coming Hyundai Sonata. 

Truth is, MY14 is the third generation Mazda6 since its introduction to these shores in 2002. Its pedigree is based upon the Mazda 626 which started selling in Canada in 1979, and there were a total of 5 generations of the 626.

Unlike its competition, neither the 626 or Mazda6 has ever set the world on fire with sales. The best sales year ever for the 626 was in 1985 when it sold 12,459 units in Canada. The Mazda6 has never managed to beat that number. It came the closest in 2005 when it sold 11,738 cars. 

And since the ‘economic depression’ of 2008, numbers are slowly climbing out of the doldrums; in 2011, 3,676 units were sold in Canada and 5,128 in 2012.

And for 2013? Well, time will tell but with great fuel economy, sporty response and a surprising high-quality interior, Mazda Canada should have a winner on their hands.

But wait, there’s more. Later this summer, a Mazda6 SKYACTIV-D powered by a diesel engine is expected. This even more clean-burning fuel-efficient vehicle is currently available in Europe and promises to challenge German manufacturers with another option. Of course, it will continue to be front wheel drive and will have more torque than the gas-fuelled Mazda 6. With its two-stage turbocharger and no need for fuel additives, it will also burn much cleaner than gasoline-powered internal combustion engines. 

Expect this Japanese version to challenge the VW Passat as it offers a choice to diesel-minded consumers. This version is a vehicle I look forward to a lengthy road test; by all accounts, it may well be a category changer.

Further, in a couple of weeks I’ll be taking out the popular CX-5 – Mazda’s number 2 seller, behind the Mazda3.

Having driven a CX-5 late last year, I was disappointed with the power and overall responsiveness of this crossover. However, I am told that this is no longer an issue with the 2014 model – with the same SKYACTIV package as the Mazda6.

Bring it on. Mazda may be ready to assert itself within automotive culture generally, Canada specifically.

And that, in today’s automotive environment, is a very good thing.

Every year many adjustments, tweaks, refreshes (whatever you want to call it) are made to certain vehicles to boost its awareness. In most occasions the news circulates around, but not much else happens. 

This scenario doesn’t hold true for the Lexus RX 350 F Sport. Lexus has successfully integrated its sexy L-finesse design taken from their showpiece the LF-LC concept into five of their model lines including the popular RX 350 and called that version the F Sport. The F Sport might seem like it comes with more power, but it’s powered by the same 3.5L V-6 that’s found in the base RX 350 model.  that has 270 horsepower and 248 lb.-ft. of torque. It’s important to note that the F Sport only comes in all-wheel drive as opposed to the option in the base model of front or all-wheel drive.

So why the sport tag?

Let’s start with its unique suspension tuning. Lexus has been bold and equipped this version with firmer springs and a new lateral performance damper system that connects the left and right front suspension towers and a rear damper connecting the left and right sides of the rear lower back panel. This system allows the F Sport to absorb any body vibrations and noise. The results are clearly evident in the smoothness of the ride, steering response and ride comfort. I can honestly tell you that it was one of the more comfortable and smooth driving weeks I’ve had in a while – so kudos to Lexus. 

The F Sport is fitted with an advanced eight-speed automatic transmission (six-speed found in the regular version) with steering wheel-mounted paddle shifters. I have to admit that the new tranny doesn’t do much to the overall experience and the paddle shifters are more of a novelty, but the eight-speed helps out when it comes to fuel efficiency. I drove mostly around the city with a little bit of highway action and got 13.3 L/ 100 km combined. This is not a great number and would sit in the middle of its competitors, so it’s something worth improving on in the future.

Believe it or not, the F Sport version shines and becomes a star when it comes to the look. What a difference it makes compared to the regular 350 version! The most noticeable feature of the L-finesse design is the spindle-shaped grille that oozes sportiness. The excitement doesn’t stop there with arrowhead LED running lamps and tail lights, redesigned fog lamps, black leather trimmed seats, aluminum sport pedals, a more confident front bumper and 19” wheels. If anyone’s still questioning the sporty look – the F Sport badging on the sides of the car and on the steering wheel seals the deal.

The exterior and interior both stand out and complement each other very well.  Walking towards the vehicle – the sleek and curvy lines give this crossover a lot of emotional appeal. It’s aggressive and modern styling is symbolized by the hourglass shaped spindle grille mentioned above. As crazy as it sounds the spindles really talk to you, giving subtle hints to strap in and test what it can do. 

As you enter you’re greeted by soft black leather-trimmed seats with white piping accents and white perforation holes. Comfort is maximized with heated and ventilated seats along with 10-way power front seats and three seat memory settings. The soft black leather is further found on the door handles allowing for a comfy arm rest. The luxury continues as you find an Ebony Bird’s-eye Maple Wood trim on the door handles, arm rest and surrounding the cup holders adding a nice touch. More standard options that come with the F Sport are the engine start/stop push button, a power tilt and telescopic steering wheel and an integrated backup camera. The front interior combines comfort, luxury and sportiness which is what the RX 350 F Sport is all about. 

The biggest negative I find with the interior is their toggle infotainment system that’s called the Remote Touch Interface (RTI). It’s situated close to the gear shift and cup holders and works like a joystick with an arm rest allowing you to operate the audio, climate, phone, navigation system, etc. I understand the concept and location as it allows the driver to focus on the road (which I might add is safer than constantly leaning in on a touch screen), but the joystick is much too sensitive. It takes a lot of time to get used to and I can only imagine the older-generation trying to use this device. I at least grew up with some video games, so I can somewhat manoeuvre around, but after working with this RTI system – I feel like an old man. Lexus is on the right path, it just needs to be less sensitive and fine-tuned to meet their range of customers. Right now it might work for the 17-25 demographic, but that surely isn’t Lexus customer base.

It might be a five-seat crossover, but when you drive it surely doesn’t feel like one. As mentioned previously its lateral performance damper system makes the drive a smooth sail. Power delivery is instant, so it takes a little while to get used to it. Just beware of the quick acceleration, as you have to be cautious between all the tentative drivers out there as well as those pesky coppers. 

The steering and handling of the F Sport can be described in one word – incredible. Hands-down one of the best handling Crossover/SUVs out there and I can’t stress that enough. Cornering is tight and it centers itself perfectly on every turn. You really notice the control the driver has when sweeping around sharp and curvy roads – it’s worth the test. 

The RX 350 is not too shabby when it comes to roominess. There’s an ample amount of leg and head room in both the front and back seats, as well as in the trunk. When you fold down the rear seats you get 2,273 litres or 80.3 cubic feet of space. Half that amount and that’s your trunk space. 

Additionally, Lexus seemed to place a lot of attention and effort into convenience. I’ve never seen so many cup holders – it almost seemed that anything I touched revealed one. What I really liked beside the two front seats were expandable folder-size door pockets to store anything you need and yes it also has a cupholder. Another standout item is the middle-seat flap in the rear. When pushed down, it’s nice and heavy with two cup holders and a nice storage section. It’s strange to even look at the flap, but it really stood out and probably a very useful tool for the kids or other passengers traveling in the back seat, especially for a long road trip.

The Lexus RX 350 has always done well in the sales category and is Lexus’ best-selling model, so why all the changes? Well it’s safe to say that Lexus are still not content and want to improve. After listening to the many complaints about the RX 350’s blandness they sure are aiming to silence their critics by creating an option for everyone. If you want that added sportiness appeal and still possess the ride comfort and luxury – you can’t complain any more. The price of the F Sport could be challenging at $57,900 considering the base RX starts at $44,950, but for what the F Sport provides it might be worth the extra price. If you’re looking for something that excites you in a crossover and you have a little extra cash to spare, the F Sport will fulfill all your desires.

Elegance. Size. Sophistication. Luxury. 

If you like any of those above adjectives you will be impressed by the new BMW 740Li xDrive.

The 7 Series is BMW’s flagship car that undeniably grabs a lot of attention as you cruise through your neighbourhood. It can be a status symbol and some might spend its six-figure price tag for that very reason. 

Let’s break down the vehicle starting with the Li attached to its name. The Li denotes that it’s the long-wheel base version of the 740 allowing for more legroom in the rear seating area. The car is stretched out between the door pillars and the trunk creating a limousine-type look without exactly looking like one. I must admit that it’s one of the only vehicles that I’ve wanted at times to sit more in the back seat than the front. As a regular road tester that’s hard to say, but it’s so comfortable and you are provided with your own climate control and foot rests, yes foot rests! All I needed was a television and some snacks and I was ready to go for a long and relaxing road trip.

Don’t get me wrong there’s plenty of room in the front seat, but the 740Li isn’t something you buy to commute and drive solo in. It’s meant as a passenger vehicle built for transport whether it’s from a business or personal end. 

As for the front seats – there’s also ample amount of headroom and legroom and the dashboard complements the roominess as it’s shaped like an airplane cockpit. You’re greeted with a beige leather interior throughout with hints of brown wood that accent the door handles and surround the gear shift. On both doors you can set yourself up with your ideal sitting position utilizing its 16-way power seat and power tilt/telescoping steering wheel adjustments. The front seats are bigger than any in the BMW line-up complemented by heaters and ventilation. Comfort achieves off-the-chart high marks regardless if you’re in the front or back seats of the 740Li and is a massive factor in choosing this vehicle.

The entertainment push buttons below the control panel are a touch basic and in need of some refinement to go more with the modern styling of the rest of the vehicle. However, the electronic system controls placed near the gear shift makes it easy for the driver to navigate while still staying focused on the road. Those controls are for the redesigned LCD panel known as iDrive that’s situated on the dashboard. It takes a little time to get used to, but once you get the hang of it – it becomes a nice addition to the driving experience.

Getting away from its luxury and comfort that sure seemed to maintain my focus – the BMW 740Li is powered by a twin turbocharged, 3.0L inline six-cylinder engine. It’s not the most powerful engine that BMW has to offer producing 315 horsepower and 332 lb.-ft. of torque, but it suits this luxury sedan. The 3.0L engine works well with the eight-speed Steptronic automatic transmission that it comes fitted with as the only option. Keep in mind that the 740 is a luxury car meant for a smooth ride without much noise which it effortlessly achieved. Its quiet-running drivetrain allows for a rare calm ride which is needed from time to time and exactly what your passengers are looking for. And if you’re in the mood to showcase its speed and power you will be instantly gratified as BMW boasts that it goes from 0-100 km’s in 5.9 seconds – so you get the best of both worlds.

Not only is the 740 smooth and powerful – there’s been significant upgrades made in fuel consumption and emissions.  With assistance from the auto start-stop system and brake energy regeneration, I averaged 13.1 L/100 km in my week of testing that combined city and highway driving. This may not seem like a great number, but compared to other long-wheelbase vehicles – it’s not too shabby.  

Handling isn’t the 740’s strong-suit and shouldn’t be compared to your typical four-door sedans. For the 1,973 kilograms that it carries it surprisingly handles well. BMW’s xDrive all-wheel drive system steps in and manages the drive well by splitting the power evenly to all four-wheels creating mostly fluid steering. Steering can be a little slow, but precise. The all-wheel drive system can also be very useful when it comes to the Canadian snowfall – a nice added bonus.

The 740 also has five different driving modes for whatever driving style you feel like. You can choose from Eco Pro, Comfort, Comfort-plus, Sport and Sport-plus. After testing out all-five you can really tell the differences instantly. While cruising in comfort mode go into Sport mode and see an instant jolt of speed that wakes you up and jerks you back with its power boost. If you’re more environmentally conscious – Eco Pro would be the drive mode of choice and works well with the 740Li as it cruises comfortably to your next destination in style. In Eco Pro mode fuel consumption can be reduced by 20 percent, so why not have it save you more money at the pump? 

That’s about the only savings you will get as the base 740Li starts at $106,600 and that doesn’t even include the executive package, technology package and the vision package that my tester had bringing the final price to $121,850. I was surprised that the executive package wasn’t standard as most manufacturers at this level would have a rear view camera, automatic trunk, sunshades, seat ventilation and SIRIUS satellite radio included. I would think an inclusion would only be fair. 

The technology package adds active blind spot detection, driving assistant plus and head-up display. While the vision package provides you with active LED headlights and fog lights, high-beam assistance, surround view and night vision with pedestrian detection. Some of these should fall as options, but it’s almost assumed by BMW that whoever is buying a 7 Series won’t have a problem throwing in a few more shekels for these features. 

The BMW 740Li xDrive has the look and feel of a limousine, but what makes it special is that it drives like a lighter luxury sedan. This Li version is geared more for transportation, so if you’re thinking about a luxurious vehicle to own for an everyday commute – the 740Li isn’t for you. Now if you transport people, conduct business or you like to be driven around I suggest you give it a test as I don’t think you can go wrong. The price tag can get up there especially when you start to add up those options which you know you will want, so be cautious of that. If comfortable luxury is what you desire – the 740Li has that covered and then some and the different drive modes can create a different experience each time. When grouping together luxury, comfort and BMW’s safe and smooth xDrive system what’s not to enjoy? The 740Li makes you want to set off and leave your worries behind – I call back seat!

Mecaglisse, QC – When it becomes freezing cold outside, we tend to stay indoors as much as possible. Who wants to deal with the wind, snow, and icy roads? At times it doesn’t seem worth it, but when Subaru called to test out their Subaru Legacy in -30C weather, I got excited to attack these conditions head-on.

There are a couple of reasons for my excitement. First of all, I love the opportunity to do a winter test drive on a race track. Believe it or not, it’s something that I’ve rarely done. Secondly, the test was with Subaru, a company built-on safety winning the Top Safety Pick award for its Legacy and all of its other vehicles from the IIHS (Insurance Institute of Highway Safety). While the safety features are impressive, Subaru’s other main attraction is their symmetrical all-wheel drive system (AWD) that makes the Legacy a perfectly fun and safe winter driving specimen. 

For those who might not know about Subaru’s AWD system – get ready to be excited about the next large snowfall. Its symmetrical all-wheel drive systemprovides optimum traction, balance and control by sending power simultaneously to all the wheels. It instantly gives the driver the most traction available allowing your drive to be as smooth as possible along your desired path. A dream to some who struggle on their commutes in a snowstorm is an actual reality for Subaru owners.

As for the Subaru Legacy itself, it is fitted with a 2.5L 4-cylinder DOHC engine that cranks out 173 horsepower and 174 lb.-ft. of torque. It also possesses an all-new second-generation continuously variable transmission (CVT) that produces a respectable 8.4 L/100 km in the city and 6.0 L/100 km on the highway. 

At the beautiful Mecaglisse ice track found 50 minutes from Mont-Tremblant, the Legacy was pitted against their biggest rivals the Toyota Camry and the Honda Accord – two front-wheel drive cars (FWD). This test would be on equal grounds as all the vehicles were fitted with Bridgestone Blizzak tires. Going into this test – it was apparent that the Legacy would handle much better given their all-wheel drive system, but what would be interesting to see was how much better? 

The first test was a snow slalom around some pylons with an emergency lane change at the end. All three vehicles seemed to handle the course well, but the Legacy responded to my steering direction throughout the slalom at a touch quicker pace. After a few runs, I felt more confident to increase my speed in the Legacy, while the Camry and Accord made it without incident at a slower, more comfortable pace. The pylon drill would turn out to be just a little appetizer for things to come.

The next test was a circular skid pad with a mix of ice and snow to test out the Legacy versus the Accord. The object of the test was to drive around the circle and keep going counter-clockwise. Safe to say – not an easy task especially with the Vehicle Dynamic Control (VDC) and Stability turned off! 

My first stab at it was in the Accord with another driver taking the Legacy out starting at the opposite end of the circle. The Accord was smooth at the start, but when some light acceleration was applied going around the icy bend it lost all traction and my foot had to be lifted to prevent a 360 degree spin. You really had to lay off the throttle and only use a little acceleration to avoid understeering and an eventual spin. 

On the other hand, the Legacy performed more admirably around the circle. It found at least some traction on the icy surface, albeit not much, and with just a little reverse steering I was in complete control and eyeing the Accord directly ahead of me. A little secret also with the Legacy is that the VDC and Stability doesn’t fully turn off, but still assists you slightly when in need. It’s nice to know that technology can kick in when it feels that the driver is in need of more assistance. 

At the end of the second round, the Legacy showed itself as a champion of the skid pad tackling the icy and snow conditions and never once dealing with severe oversteer or understeer – showing off the Legacy’s AWD balancing act. I was even able to drift with the Legacy while maintaining control throughout – fun on a closed race track, but not to be tried on the open roads.

The final test of the day involved a short race track that would test an incline start, tight cornering and emergency braking – an all-around true test that can all occur on everyday roads. All three cars were involved in this test and I started out in the Camry. 

I was ready to go, but unfortunately the Camry wasn’t as it tried to make its way up a small incline. After some initial front wheel spinning and backwards sliding it eventually moved forward to the first right corner. The Camry had a little oversteer on the next two rights, but made those turns without any trouble leading into the emergency braking test at 50 km/h where it stopped within reason.

Next up was the Accord, which had the same initial lack of forward motion on the inclined hill. The Accord seemed a touch more balanced around the turns and broke in the same vicinity as the Camry. Not much difference between the two.

Finally the Legacy was off and running after only a momentary spin of its tires, it found some traction and gingerly glided up the hill – AWD at its best! The Legacy maintained great balance throughout the turns without any concern in sight and ended with a similar emergency brake distance as the Camry and Accord.  

Going into this test, it was pretty evident that an all-wheel drive car could handle snow and ice much better than the two front-wheel drive cars. In the end to no one’s surprise, the Legacy was a master at tackling these winter conditions. When losing traction, the Legacy regained it the fastest and put me at ease, which is what every driver wants. Even though we might know which vehicle will perform better in certain conditions before they begin, we must understand how important these tests are as not all drivers understand the difference between AWD and FWD. At every stage of this test, both FWD vehicles didn’t offer as much control and safety as the AWD equipped Legacy. Many choose their vehicles out of popularity and price, but as we brace ourselves for another winter snowfall – it’s always good to know that the Legacy is a nice alternative to the more popular Camrys and Accords for just about the same price (actually the Subaru Legacy’s starting price is the cheapest at $23,495).