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CAR REVIEWS

CAR REVIEWS

First Drive – 2015 Ford Mustang: just add turbo

Los Angeles, CA – Mach 1. Boss 302. King Cobra…EcoBoost?

The first three should be recognizable to any Mustang enthusiast; indeed, they represent Mustang models that were at the top of their game for the time. They had the biggest, most powerful engines, the biggest tailpipes and the biggest presence.

The fourth brand on that list, though—EcoBoost—is kind of “anti” in that it actually represents the Mustang’s latest smallest engine.

It’s not its least powerful, however; its 310 horsepower, 320 lb.-ft. turbocharged four banger making more power than the base V6 (300 hp and 280 lb.-ft.). Oh, there’s a 435 hp V8 too (up 15 hp from 2014) that's wickedly fast, but that's for another review.

The story here is that while depressing the “go” pedal in a Mustang and hearing little more than air and a faint whistle as the turbo spools up may sound strange, forward progress is a lot swifter than the anti-turboists would have you believe. The story here is that Ford's done a four-banger Mustang once again and I'm giving it a big thumbs up.

We spent most of our time in the mountains just outside of Los Angeles, CA and if any environment was to really test a turbo’s chops, this is it.

You see, as elevations become higher, air becomes thinner, making it harder for the turbo to “breathe” and deliver that same accelerative punch you get at sea level. While that may have been the case here, we may as well have been none the wiser; even in these conditions, forward progress was fantastic.

We’d see a steep grade approaching in fourth gear—the kind of climb you always downshift for—but we wouldn’t, and it would just continue to pull. Heck, we’d even select fifth just to try and cripple the thing, usually to no avail.

Of course, two less cylinders means less weight up front, so the EcoBoost car becomes eminently tossable as well, even if the steering does feel a little aloof when you’re on tilt.

I will say, however, that the optional Performance Pack ($3,000) mostly makes up for the sometimes incommunicado steering. It provides a bigger rear sway bar, a 3.55 rear-axle ratio and performance chassis tuning. You also get a set of stealthy 19-inch black alloys with the package, meaning it’ll be tougher to sneak up on people with your hot(ter) ‘Stang.

There are four selectable driving modes (and three steering modes that can be selected independently of those), but even in the most hard core track setting, there’s a little more numbness off-centre than we’d like.

That’s OK, though; Mustangs have always been cars that were just as comfortable cruising as they were carving curves, so we can forgive the slightly wooden steering. For the 2015 version, I felt it was even more comfortable to cruise in thanks to Ford finally kicking the live rear axle to the curb.

While the new independent-link rear suspension adds weight, the rewards are felt as soon as you hit that set of washboard undulations that used to have your ‘Stang pogoing into the shrubs. It’s not quite luxury-car smooth, but it’s massively improved. Improvements have also been made went it comes to wind buffeting (my drive partner and I conversed at regular tones with both windows wide open), rear trunk space (it no longer gets compromised by a big sub if you order the special audio package), an easier-to-use clutch and smoother lever action.

It’s an altogether more refined car, but one that still manages to look like a Mustang even if the curves are a little softer than before. The cabin does come modernized and less ‘retro’ thanks to the addition of more soft-touch materials on the doors and a set of faux-aluminum toggle switches that control your drive modes. You still get the old-school, deeply-recessed gauges, though, which is a nice touch.

Oh, and if you want a little more rambunctiousness, go ahead and select the V8 GT (it starts at $36,999, the EcoBoost at $27,999). It even provides what Ford calls “Line-Lock”, but what may as well have been called “Burnout Buddy” for the way it locks the front brakes as you plant the throttle when activated, releasing them once you laid an appropriate length of rubber.

The only problem I can really think of with regards to that EcoBoost star of the show, however, goes back to the opening lines of this tale.

You see, Ford has spent years marketing EcoBoost motors for their fuel-sipping manners under the hoods of Fiestas and Escapes; it’s not ever really been a performance tool, this side of the Taurus SHO. I wonder if the stigma attached with the name “EcoBoost” would cause some people to have pause. Maybe just “Mustang Turbo” would do (seems to work just fine for Porsche).

I wouldn't let “EcoBoost” deter you, because it would be a shame to miss out on this wonderful powertrain.

2014 Toyota FJ Cruiser: Adios, amigo

Call me a cynic. Call me jaded. Call me Martha if you want, but it doesn’t change the fact that it takes a lot to surprise us industry types. We drive a lot of cars—often before anyone except the engineers have had the chance—we research them to the nth degree and so we kind of know what to expect.

But this FJ Cruiser took me completely by surprise, in just how much and how quickly it endeared itself to me.

While I don’t want this piece to read like a eulogy, I can’t help but get just a little melancholic.

Thanks to steadily decreasing sales and the market’s love for fuel economy above all else, 2014 is the last year in the Canadian market for this loveable man-sized Tonka truck. It’s fitting, then, that our tester was the Trail Teams edition, with special (and very “classic FJ40 Land Cruiser”) Heritage Blue paint, knobbly BF Goodrich All-Terrain T/A tires with fantastic looking 16-inch beadlock wheels and some nifty badging. It's the quintessential FJ and deserves its spot in automotive lore.

What’s so great about the FJ is that as soon as the driver takes their seat, the intentions of the truck come into focus. The terrain gauges that look like altimeters sprout from atop the dash. The washable plastic and microfiber seats. The massive shift lever and stubby 4 x 4 controller. The way the plastic on the outside of the dash has been given a pressed-steel look; this is a car that you feel confident with through Death Valley and back. It's so nostalgic, so different, so…un-Toyota.

Then you step in a set off while staring through the machine gun bunker-sized windshield (it requires three miniature windshield wipers to clean) and wonder why everybody complains about the view out when the current Chevrolet Camaro has the same problem?

So it’s tough to see out of. And yes, the five-speed slushbox is ancient and the 260 hp V6 is definitely, ahem, “tested” by the FJ’s 5,566 lb. curb weight but there’s so much character and flare here. It’s the intangibles that do it, and there’s no way to research those which is why I was caught by such surprise. We often don’t realize how important said intangibles are and it’s a real and true shame to know that there is less and less room on the automotive landscape for uniqueness like this.

So do yourself a favour. If you’re considering a Jeep Wrangler Unlimited or Nissan Xterra, be sure to at least give the FJ a shot. It will be your last chance because when MY 2014 is up, you’re stuck with the used market and you can be sure that these are going to be a tough and expensive grab there.

Best part is, you might have a future classic on your hands.

First Drive - 2015 Honda Fit: a versatile, value-laden hatchback

Available in showrooms across Canada right about now, the third generation 2015 Honda Fit is aimed squarely at two primary demographics: the “boomer”, aged 50 – 70 and “gen-Y”, aged 25-35. Why, or more to the point, how? Three key factors; a sophisticated cockpit environment; a generally high-quality feel to all interior materials including seating fabrics, upholstery and a soft-touch dash; and, last but by no means least, the overall versatility of this car.

Canadians love hatchbacks – either in the three-door or better yet, a five-door variety. It could be argued that with this all new vehicle, Honda may have created or at least improved upon a category not seen on these shores in many years – the “subcompact minivan”!

You see, Honda’s engineers have been hard at work maximizing space for passengers and cargo, without sacrificing either comfort or more importantly, safety. The wheelbase has increased by 1.2 inches, yet overall, the car is 1.6-inches shorter and the inside rear seat leg room grew by an impressive 4.8 inches to 39.8 inches.

This came at the sacrifice of four cubic feet of cargo volume – which is still a very respectable 16.6 cubic feet (or 1,492 litres). With the rear seats folded, the total is 52.7 cubic feet. But wait, there’s more! There is a remarkable and novel feature back here referred to as “Magic Seats.” The rear bench seat actually folds vertically to create a larger volume to carry more stuff securely. While the biggest news is likely the rear space utilization, the front area is still good by almost every standard. All in all, an extra 4.9 cubic feet of passenger space was netted, and most important dimensions are improved for a more spacious cabin.

How spacious you ask? Well, at the recent drive event in downtown Toronto and after dinner and an adult beverage or two, some auto journos decided to show Honda that the Fit could accommodate more than suitcases and bean bags. Without any major effort, 11 of us crammed into the vehicle and all doors were secured. For the record, no shrinking violets were harmed in this endeavour!

Body lines are rounded from the previous almost box-like Fit. The new car does have appeal and within the sub-compact category, from an outward appearance standpoint, only does it now blend with its competition. Aerodynamic improvements were incorporated into the exterior folds and creases to help with overall fuel economy – always a benefit. The front-end has been improved, too. Halogen headlights and daytime running lights merge nicely – in contrast to the rear where protruding, yet shapely, high-visibility rear LED tail lights take their place.

Let’s go back inside, for a moment. The driver interface employs an almost uniform approach for the category including for the base DX, a 160-watt AM/FM/CD audio system with four speakers, a five-inch colour LCD screen and a USB. For the EX and up, much more connectivity includes a seven-inch HondaLink infotainment touchscreen, and in either case, you get a functional interface. The value for money model is on the LX trim, which Honda anticipates will be the leader for this marque. Exclusive for Canada is that aforementioned seven-inch display and heated front seats. In addition a continuously variable transmission (CVT) is available, as is an ECON setting, cruise control and steering wheel mounted audio controls, manual air-conditioning and body-coloured door mirrors and handles.

Pricing for the entry level DX with 6MT is $14,495 and tops out at $22,595 for the EX-L with navigation. The LX starts at $17,295 or $18,595 – depending upon your choice of manual or CVT.

All trims come standard with a 1.5-litre direct injected DOHC i-VTEC generating 130hp and 114lb-ft torque. Mileage, based on the now new industry standard five-cycle testing is 7.0 city, 5.7 highway and 6.4l/100kms when equipped with the CVT and 8.1, 6.4 and 7.3 with the manual transmission – on the LX trim. Honda makes claims for improved performance – not just for the stronger engine, but an overall stiffer chassis, suspension, and reduced noise – and in a road test involving highway, city and rural conditions, the Fit does live up to these.

While not a huge fan of CVTs generally, it should be noted that Honda's CVT does apparently default to taller ratios conspired to deliver maximum economy at the expense of acceleration. However, if nudged gently, the revs do climb higher to balance out and match supply with demand. Honda’s six-speed manual does quite well too, but highway speeds in excess of 120kph has the engine busily droning at just over 3,500 rpm.

Rounding corners with the stiffer chassis – enabling also a five-star safety rating and Insurance Institute of Highway Safety Top Safety Pick – you’ll notice you can retain good control while moving at respectable speeds.

Succinctly, the Fit does what you’d expect it to do. Honda says one of the net effects of the more-rigid chassis with longer wheelbase is to contribute to a feeling of “oneness” between the car and its driver. During our test drive, this was not immediately obvious. A longer test is in order. But to be clear, driving the 2015 Fit will fill any driver with confidence since it is quite surefooted in a straight line, or rounding bends.

On the up-scale EX and EX-L trim, Honda has added their LaneWatch camera on the passenger side mirror – a feature I personally would like to see not only extended through every Honda line, but also to every major vehicle manufacturer out there. While many, including myself have “argued” that proper positioning of every mirror in a vehicle will minimize blind spot areas, this one feature could go a long way to reduce accidents on our roads and highways by providing proof positive of approaching traffic.

First Drive – 2015 GMC Yukon

Whitehorse, Yukon – There's a lot of planning that usually goes into the locale of a vehicle launch. I'm sure there are many back and forths that eventually lead to a consensus. In the case of the fourth-generation 2015 GMC Yukon, I'm sure once the suggestion of travelling to the actual “Great White North” in the Yukon territories came up – there was a unanimous thumbs up.

What better place for the GMC Yukon, then what its name is derived from. The first drive program would see us drive mostly Yukon Denalis and one 5.3-litre V8 from Whitehorse to Dawson City. Surprisingly, the top-of-the-line Denali has represented 60 per cent of early sales, but that's expected to level off to a more realistic 30-35 per cent cut of the pie, but that's up still up from the more typical 15-20 per cent numbers in past years.

The Yukon, a full-size SUV isn't a dying breed, but it sits in a market that's slowing down. No longer is bigger better, but there's still a need for it in society. There's no alternative for people that need to haul, tow, or have large families. So what GMC has done is focus their attention on modernizing the Yukon by advancing its technologies and becoming more fuel-efficient in the process.

Initial Glance

The Yukon Denali isn't the cheapest thing in the yard, but it's not supposed to be, ranging around the $80K mark. But that's what makes the Denali special and separates the men from the boys. It doesn't have the same in-your-face presence like the Cadillac Escalade, but that's not what a Denali customer wants. They're the more subtle confident kind that don't feel the need to show off.


That confident, yet subtle customer will love what they've done inside. You're treated to a level of sophistication all around and it starts off with standard Denali running boards assisting your entry. The interior is decked out in wood trim that's surrounded by soft leather and the luxury of heated and cooled seats. The Denali is fitted with an eight-inch LCD touchscreen, a massive centre console that's filled with USB ports, as well as other technological fixings like a DVD system to entertain both back rows.

The second row is just as comfortable as the front for two more passengers, who are provided their own USB ports and plugs, as well as climate control. If you need cargo space, the second row flips down with a strap, while the third row can be lowered through a push button in the trunk. The Yukon creates an easy exit from the third row by flipping the second row seats down and pushing them forward. And let me tell you, if you're taller than 5'8”, you won't be able to stay in that row for long. However, the kids will have no such trouble and will be more than happy to sit back there and watch their favourite movie.


As for the exterior, the Yukon's chrome grille captures your attention and shows that you mean business. Don't get me wrong, it's not so in-your-face, but it gives out that tough vibe. The chrome grille is accompanied by LED headlights that slope back close to the hood. If you look closely inside, you will see the words GMC. And that to me is pretty cool.



Under the Hood
The Yukon Denali gets GMC's 6.2-litre V8 that produces 420 hp and 460 lb.-ft. of torque, while the regular Yukon receives the 5.3-litre V8 engine with 355 hp and 383 lb.-ft. of torque. Both are mated to a six-speed automatic transmission on this trip, but an eight-speed is brand-new and currently available.

The most impressive things about these new engines are its all-aluminum EcoTec3 system. General Motors has stacked its technology with the use of direct injection, variable valve timing and an active fuel management system that allows for half of the cylinders to be deactivated at certain times. So in layman's terms, that 6.2-litre engine seamlessly splits in half to become a 3.1-litre with the goal of saving a sizable amount of fuel consumption.

On the Road

The Yukon would be treated to city roads, highways, windy bends, some country terrain and on gravel roads that surround an actual mine. Yes, a mine, where they're still digging for gold and actually accumulating and profiting from it.

The 6.2-litre V8 is definitely strong off-the-line. However, it unexpectedly accelerated smoothly and without much noise. That's only the start of what you wouldn't expect, as the whole ride feels like you're driving smaller SUV, not one that towers over you. For the 6000 lbs. that it weighs, the Yukon handles curves and sharp corners like yesterday's dinner. This in large part is due to its new Magnetic Ride control system that has shock absorbers that make impacts with potholes and bumps less harsh.

One of the best attributes of the 2015 GMC Yukon is its exceptional fuel economy numbers. It rates at 16.2L/100 km in the city and 11.4L/100 km on the highway. Throughout the drive that was filled with a lot of highway driving, I was able to manage in the 13 range combined, which is better than other smaller SUVs.

In Summary

Pricing for the Yukon starts at $51,090, but keep in mind that's for the rarely-sold base 2WD version. The more popular 4WD goes for $54,390. As for the Denalis, they start at $73,540 and go up to $76,530 in the XL before options. The prices might seem to be up there, but keep in mind that all of these prices have slightly gone down from the previous-generation, especially in the middle SLT trim.

Considering the amount of new technology, interior refinement, safety features, new construction and new engines that have gone into the fourth-generation 2015 Yukon – it would seem that it maintain its stronghold on the competition, keeping its 33 per cent share of the full-size SUV market in tact. Not to mention if you need it to tow, it can be done, up to 8,100 lbs. Need anything more? I highly doubt it.

First Drive – 2015 Volkswagen Jetta


Middleburg, VA – The Volkswagen Jetta is the German-brand's bread and butter. It's the best-selling Volkswagen vehicle in Canada, so for 2015, they felt that things were going well from an appearance side, so they focused their attention on everything else to make it an overall better product.

The 2015 Jetta might not appear to have many exterior changes except for a change to its front and rear fascia and the introduction of optional Bi-Xenon headlights with LED signature daytime running lights. But that shouldn't deter you from testing it out further, as they've made adjustments to it including a new and improved engine, additional safety features and an improvement in fuel economy. 

It's not the changes that will get your attention, so you will need to have to test drive it to see the results. I was given the opportunity to test out the new lineup that includes a 2.0-litre turbocharged four-cylinder TDI engine and the 1.8-litre four-cylinder TSI around the country roads of Virginia.


The 2.0-litre was the main attraction due to them restructuring it for better production and fuel economy. It produces a modest improvement of 10 hp, bumping its total to 150 with 236 lb.-ft. of torque. Part of the improvement has been a high-pressure injection system that shoots out not only from the tip, but the sides for even distribution. This all factors in to receive a 6.5L/100 km combined rating for the six-speed automatic transmission using the new five-cycle fuel economy rating.

The 1.8-litre TSI is a carryover from last year and it still remains a peppy choice if you're looking for a boost of power beyond the base 2.0L engine. Thanks to direct injection and a turbocharging engine, the 1.8 produces 170 hp and 184 lb.-ft. of torque. As for fuel economy numbers, it's rated at 9.3L/100 km in the city and 6.3L/100 km on the highway. Furthermore, you can always choose the hybrid version or the more spirited GLI, but those options weren't available on this drive program.


As for the drive, the TDI naturally had a lot more power under early acceleration thanks to the large amount of torque, which is commonplace for a diesel. The Jetta isn't at the top of its segment in power, but it has more than enough to get around. Throughout the drive, I never felt that additional power was needed, but I should note that the Jetta couldn't really be pushed due to a heavy allotment of police cars ready to take down some license plate numbers.

On the other hand, the TSI found a sweet spot after you hit the 40 km/h mark. It seemed to have some more spunk to get around some windy roads and it picked up speed with ease. The steering felt lighter in the TSI, which isn't always a greater thing, but that depends on your personal preference. I always prefer a tighter feel for a more controlled connection between the car and the road.

Nonetheless, both Jettas handled the roads with ease. There's just something to be said about the comfort you get when driving this four-door sedan. The 2015 Jetta is accurate in its cornering without much body roll. The other key attribute is that the new Jetta creates a quiet ride, eliminating most of the road noise you would expect to hear from a compact sedan.


An other aspect that you would expect from a Jetta are comfortable seats and a great driving position. The combination of a comfortable seat and a relaxing ride hold true for the 2015 model. Place yourself in those seats and it just feels like home. My feeling might just be from my prior owning of two Jettas, but it just feels right.

With the top-of-the-line Highline trim, you're treated to two-tone, piano-black seats that elevates the look of the interior. In addition, there's a new thinly strapped leather steering wheel that provides you a great grip and feel as you drive. However, those seem to be some of the few touches of luxury that awaits you in the Jetta. Volkswagen has seemed to forget that they need to spruce up the interior to match-up with their competitors. Honda and Mazda have made valiant efforts to boost their interiors in their Civics and 3s, but the Jetta seems to lack that refinement. It comes off boring and uninspiring with an infotainment system that's too small, yet conveniently organized.


In the end, the 2015 Jetta has its strengths and weaknesses. The weaknesses all seem to be in the looks department, which could be detrimental in this superficial age, but when it comes down to the nuts and bots – the Jetta has improved in the driving department. And one thing you can count on is the spaciousness that you find in the rear and the trunk.

The positives do outweigh the negatives, as the 2015 Jetta receives added safety features mostly in the Highline trim that has never been found outside of the GLI version. You can now opt for Blind Spot Monitor with Rear Cross Traffic Alert and Forward Collision Warning. The best part about all of this, is that you can get this all starting at $14,990 for the base 2.0-litre. The 1.8 TSI starts at $20,690 and the 2.0 TDI starts at $23,890. Even with all of these options, such as the aforementioned safety technologies, you can pick-up any Jetta, minus the hybrid and GLI for still under $30K.

As of the end of August, the 2015 Jetta is now on sale at your local dealerships.

The 2015 Volvo V60 shows why you should want a wagon

Remember the Oldsmobile Vista Cruiser station wagon that served That ‘70s Show’s Forman family so well? Well this ain’t it.

Or how about the Taurus wagon Neil McCauley drives off in, tailgate flapping, after that famous final bank robbery in Heat? Nope.

The Wagon Queen Family Truckster? Absolutely not.

Yes, the Volvo V60 is a station wagon through and through, and it’s wonderful and it’s becoming a rare sight in North America, along with much of its station wagon ilk.

But it shouldn’t be.

Yes, you may have higher ground clearance from your BMW X3, but that also means you have to lift items higher in order to get them into the back.

You may also be able to fit a little more into your X3, but the 1,240 litres you get from your Volvo (optional heated rear seats folded) should be more than enough. How often are the cargo capacities of small crossovers pushed to their limits, anyway?

Plus, I’ve driven the X3 and it simply doesn’t offer what this Volvo can in the dynamics department.

Power comes from a 325 horsepower (hp) turbo inline-six motor, pushed to all four wheels through a Haldex all-wheel drive system. A similarly-equipped X3 only makes 300 hp, and starts at over two-grand more than the V60 does.

And how about those looks? Even my wife, once a card-carrying wagon hater, was stopped in her tracks thanks to that Passion Red finish and 18-inch dual-tone alloys that come as standard with our tester’s R-Design Package. The front fascia may divide opinion, as those headlights are spaced a little too wide for me.

Either way, it’s miles away from the wood panelling and olive drab of those wagons of old.

Plus, you can’t see the headlight lenses from behind the wheel, and you’ll be too busy reveling in the car’s performance creds to think about them anyway.

Peak torque (all 354 lb.-ft. of it) comes in nice and low at 2,100 r.p.m., providing push long enough for you to reach peak hp at 5,600.

When changing directions, it might take some time to get adjusted to the heavy steering feel through an overly-large wheel. But when you do, you’ll remember why you got this wagon in the first place. You can now haul your kids and their hockey gear without having to feel like you’re driving a truck.

Better still, with a properly sorted wagon like this one, you won’t feel like you’re driving a wagon either, rather a turbocharged hot-hatchback with extra room out back.

And heck, if you want an even fuller car-as-hauler effect, opt for the five-cylinder version, saving coin and fuel in the process. European markets have been doing—and continue to do—wagons for years; it’s about time we re-visit what was once such a staple of our automotive landscape.

First Drive – 2015 Acura TLX: new player in town

Middleburg, VA – A sense of hope and accomplishment was in the air, the morning of the 2015 Acura TLX launch. If there was any doubt towards the importance of this vehicle for Honda's luxury brand, it was confirmed by the second sentence of the presentation, “This is one of the most important roll outs in Acura's history,” announced Dave Gardner, Vice President, Sales and Marketing for Acura Canada.

The new mid-size luxury sedan, the TLX, will take over for the sports-minded, but smaller TSX and the large and (used to be) in charge TL. This will create a more straight forward hierarchy for customers, as the TLX slots in between the entry-level ILX and the more extreme RLX.

The TLX gets a trim at the top with its height being reduced by 12mm and its length by 98mm from the outgoing TL. The wheelbase stays the same without any sacrifice to the passengers room and comfort. The TLX is a typical-new Acura vehicle with it's polished chrome grille and Jewel Eye LED headlights. The rear is sloped back for a sportier stance geared towards better aerodynamics.


Inside, it's more of a reflection of the RLX and high-selling SUV, the MDX. It's conservative in nature, but seems to not have any pop and sizzle that other competitors in this segment have. It reminds me of a Tupperware party, where the people going are very excited (loyal Acura customers and employees), but if you're an outsider looking in, this interior is just plain bland and boring.

Acura has added luxury touches including wood trim that surround the soft leather, as well as a dual-screen centre console, also found in the RLX and MDX. It helps the interior out, but you just feel Acura could have paid more attention to this. Perhaps, this will come in the refresh.


What they did focus on, however, is the ride quality and handling, and they got this dead on. After driving the TLX back-to-back with the new Mercedes-Benz C-Class, it might not win awards in styling, but it sure beat it in terms of handling.

The 2015 TLX comes with two engine choices, as well as an additional all-wheel drive system. The base is a 2.4-litre direct-injected four-cylinder that produces 206 hp and 182 lb-ft of torque, mated to an eight-speed dual-clutch automatic transmission. Jump up to the 3.5-litre direct-injected V6 and you're treated to 290 hp and 267 lb-ft of torque mated to a all-new for Acura, ZF nine-speed automatic transmission. All of those numbers top the outgoing TSX and TL vehicles. In addition, the V6 version can be purchased with Acura's Super-Handling All-Wheel Drive (SH-AWD); while the base and front-wheel V6 TLXs come with Precision All-Wheel Steer (P-AWS).

In the four-cylinder, power is sent to the front wheels through a torque converter. There was a lot of talk and excitement about this, as it balances out the ride without the feel of gear changes. This torque converter created a smooth and comfortable drive and you wouldn't even know, the TLX was shifting through eight gears. The gear shifts are 25 per cent faster and can be adjusted to your liking through Acura's Integrated Dynamics System (IDS) that can adjust between four modes (Normal, Eco, Sport and Sport-plus).


The steering in the 2.4-litre was exceptional through the windy roads of Virginia and into West Virginia. The amount of power seemed to work well with P-AWS leading to a smooth and quiet ride. You didn't need much steering motion to zigzag around those curves.

In the V6 versions, Acura has set-up a cool electronic gear shift that has push buttons, instead of your typical shift lever.


For the front-wheel V6, things got a little different in terms of power, but the steering stayed with it. It comes with a different steering feel, but you still feel one with the car and are able to manage those tight corners with even less steering motion. For a V6, the TLX seems a little too weak at times. It's responsive at higher speeds, but lacks some initial acceleration at early gears.

The V6 with SH-AWD brings it altogether delivering exquisite handling and tons of grip. It creates a fun, yet safe drive with a feeling of control throughout your journey. Torque vectoring is working overtime here, providing the driver and its passengers a calm and enjoyable ride.

If you're wondering about the brakes, they work just fine after a deer decided to test them out at speeds of 80 km/h. Thankfully, I was able to stop on a dime and the deer found its way safely to the other side of the road.


Overall, the 2015 Acura TLX is one to watch in the next five years. It's early to think that the TLX will catch on fire in a segment that has some big hitters including the Mercedes-Benz C-Class, Audi A4, BMW 3-series and the Infiniti Q50.

Acura needs to be applauded for replacing two fading away sedans for one super-handling and reasonably priced luxury hauler. The TLX 2.4-litre starts at $34,990, while the top-of-the-line 3.5-litre V6 SH-AWD goes for $47,490. The two P-AWS vehicles are expected to go on sale in late August and the SH-AWD will follow later in the fall. 

X-Mode: 2015 Subaru Outback from station wagon to rock-crawling world beater

No matter how many times you do it, the feeling of helplessness is always the same: your hands are on the wheel, feet on the pedals but all you see in front of you is gorgeous, blue sky.

Except, when you’re in this situation, it’s not gorgeous; it’s terrifying.

I’ve never been to space, but I gotta think that the way you have no frame of reference to aid your spatial awareness in these situations is as close as you’ll get on land.

Luckily for me, whenever I’ve been on grades so steep they make mountain goats blush, I’ve been behind the wheel of something I know could handle it; a Jeep Grand Cherokee, a Mercedes-Benz G-Class or a Ford SVT Raptor (that last one at least gives you a camera aimed downwards to better see where you’re at).

Not this time, though.

This time, I was behind the wheel of the 2015 Subaru Outback, Fuji Heavy Industries’ wagon/crossover that they insist can handle anything a typical owner (soccer mom, Toronto inhabitant, kayaker)—and some atypical ones (back-country skier, canoe portager)—may throw at it.


A grocery-getter shouldn’t be able to climb over those rocks (me: “Um, how do I get around these?” Subaru lady: “You don’t. You go over them.”), up those grades and through that water.

The thing is, the ’15 Outback is no grocery getter (although it can haul more groceries than before due to a longer cargo area), thanks to a host of new features including the addition of Subaru’s X-Mode AWD system that debuted on the Forester last year.

Activate X-Mode with a press of a console-mounted button and the car takes over. It will apply the brakes when needed going downhill, or throttle when needed going uphill and lock the centre differential. It takes a little getting used to, but once you get on board with it, it’s very effective.


Of course, all this wouldn’t be possible without some structural reinforcement; thanks to the use of more high-tensile steel, torsional rigidity is up 59 per cent, flex down by 35 per cent. For those who feel the latest Outback looks too much like the old one—an attitude I have trouble arguing with—know that Subaru insists that the previous-gen model couldn’t do anything close to what this one can.

Subaru’s claim of 20-inches of ground clearance isn’t just window dressing, either; look underneath those plastic-clad rocker panels, and you see clearly through to the other side. All the underpinnings are tucked in so neatly, helping ground clearance off road, and fuel economy on it. Further, reduced front-and rear overhangs (only the Forester provides better departure and approach angles), mean you won't flatten your bumpers, even if it looks like you’re almost perpendicular with the ground at the base of that hill.

So what does this mean to buyers? Why do you need all this off-road prowess?

The answer, in fact, is pretty simple: if the Outback can do what it’s doing in these photos, then imagine how it can handle harsh Canadian winters. Wouldn’t you like to know that you can get out of your snow-covered driveway without having to dig for hours? Or what about trips to the country, that may involve unpaved logging roads?

These obstacles no longer have the same affect they might have had previously, and once you’re back on the beaten path, you have a (somewhat) low slung car, instead of a big, wallowy, SUV.

The Outback has its legions of followers, and rightfully so.

2014 Porsche 911 Turbo Road Test

There was an (understandably) loud outcry when Porsche switched from hydraulic to electronic power steering for this latest (991) generation of the 911 sports car.

Understandable because while other sports car manufacturers were switching to all-automatic transmission choices, self-leveling suspension dampers and that shameful EPAS set-up, Porsche stood steadfastly by its pure roots.

Heck, it even stuck to air cooling all the way until 1998, when pretty much every car, truck and ride-a-mower was using liquid cooling.

Then again, what do you expect from a car with a backwards powertrain in the first place?

So you can see the fear of kowtowing to the 911’s luxury audience become manifest in those that want them for the purity of their sporting background.

After sampling the latest 911 Turbo, however, I’d kindly ask them to take a breath. Maybe not a sigh of relief, but a breath, anyway.


It's such a spectacular thing and it starts as soon as you slide into one of the deep buckets up front. Porsche just knows how to do seating positions right. In the past, I recall testing a handful of supercars back-to-back and coming away feeling that Porsche was a little too upright, but now I realize that’s not a bad thing.

The steering wheel, gear lever (not used that much, considering my tester’s PDK dual clutch auto) and pedals all sit just where they’re supposed to, and since the engine’s out back, you don’t have acres of hood in front of you. Instead, you get a pair of pontoons either side of your view, making the placement of the 911 a joy. There’s even headroom enough for a six-feet-plusser like me.

I won’t say everything about the non-driving aspect of the 911 Turbo experience is perfect; Park Assist, which costs $400, doesn’t give you a back-up cam but provides you with a “virtual” look at what’s going on around your car, and it’s not enough. The Carrera Red leather—while impressive to almost everyone who sat inside the car—costs $1,730 and you’re another $2,280 in the hole if you want a power sunroof. Such is the price of luxury, however, once you turn the key (mounted traditionally left of the steering column, of course), forget about it.

You can give me patent leather seats from the Dolce & Gabbana catalogue for all I care, as long as the acceleration remains as it does.

There is very little out there that can out-match an all-wheel-drive, 520-hp twin-turbocharged 911 for outright launch speed; we’re talking a claimed 3.2 second 0-60 mph time, here, and forward progress is so stratospheric that you’d swear it was a lot less than that.

Think of that feeling you get just as you’re in the midst of a drop on your favourite roller coaster, only it’s multiplied because you’re in control of it and are actually fighting against the rules of physics to keep your hands on the wheel. Everything on your periphery gets blurry, and you get the impression that the world ahead is coming at you in one enormous ball. I’ve driven more powerful cars available for less money (hello, Dodge Challenger Hellcat) but they can’t match this delivery. It’s wicked, it’s heart-pounding and it’s addictive, as you push forward, adjustable front lip spoiler and hydraulic rear wing in all-out attack mode.


After a slight squiggle from the hips, you’re off, grabbing cog after cog via the column-mounted shift paddle and experiencing that power surge again and again. Thanks to Porsche’s variable-vane turbo tech, whereby the turbo impeller’s vanes change angles depending on how forcefully exhaust gases are surging through, power delivery doesn’t suffer like it does in so many other turbo cars.

Of course, you’ll eventually run out of straight tarmac, and this is when a chassis that equals the available power comes into focus.

Yes, you have a faster-reacting all-wheel-drive system with electronic differentials, but the handling package is taken a step further with the addition of rear-wheel steering and active engine mounts, which, along with active roll bars, come as part of the $4,470 Sport Chrono package.

The former works as advertised, helping the big rear end swivel that much more quickly, but the latter is what truly impresses.

Because the engine is attached to the chassis via electronically-controlled dampers, the area of the chassis where the most weight is centered doesn’t quite have the same overbearing effect. This is especially important when said engine is slung out aft of the rear axle.


The result is such that even though the engine has those moving mounts, it actually makes the 911 handle more “as one” than it would otherwise. Inertia rates are lowered (you can even feel this ‘round town in one of the more relaxed driving modes—there are three altogether), turn in is quickened and the road ahead has no chance. Add the Dynamic Chassis Control that provides auto-adjusting dampers, and you have the whole package.

Which brings us to the steering.

As cavalier as I was earlier,  You do miss that nuggety hydro-assist steering feel. The rim is great to hold, the response is direct but through long sweepers, it gets a little harder to determine what the car’s up to. It’s just a slight disconnect, but as is often the case with aggressive chassis set-ups like this, slight disconnects become all that more apparent.

Hard to hold it against Porsche, though. An electronic set-up helps preserve fuel and allows drivers to select different steering settings, all things that owners will appreciate if they use their 911 Turbo a lot. It’s so good, that I bet they will; it may fall just short of daily driver status due to its storage constraints and cost of ownership, but it’s as close as you’re going to get of a mix of performance and the everyday, this side of a Nissan GT-R.

2015 Range Rover Evoque – Five Reasons Why We Love It

 

 

It’s very rare that I get excited about reviewing an SUV. A high ride complemented with a boxy design and compromising fuel economies don’t exactly have me knocking on the car company’s door asking if I can book it months in advance. 

In a segment that is constantly trying to innovate and redesign the historically boxy form factor, Range Rover’s Evoque stands out from the competition. Considering its family heritage, the Evoque seems like it doesn’t belong among its pack of off-road-capable siblings, especially with its ground clearance being not much more than that of a family sedan. It’s too quirky for a Range Rover – but it’s outstanding for a premium compact SUV.

But is it better than the rest? 

Both the X3 and the GLK offer more room – at least seven inches more. Both offer more torque. Both have more gears. And most importantly, both will cost you at least $4,000 less.

While size and price are important factors, here are five reasons why I think the Evoque is a better choice in this segment.

Unique design

Buyers in this segment tend to buy less car for more money. So shelling out $40,000 better get you something truly unique. This is where the Evoque takes front stage. You see, Land Rovers are historically unique-looking to begin with, but their designs have struggled to evolve with time. The Evoque has changed all that. 

The curvaceous body and large wheel arches make a bold statement. The slim lights and thin windows exude a sleek and sporty appearance. Compared to its concept counterpart, the 2009 LRX, the Evoque looks almost identical.

Endless combinations

Range Rover has got the solution to make your Evoque stand out. First pick between 11 colours, some complimentary and others for an extra charge. Choose between three roof finishes including black, white, and silver. Next, choose between four wheel designs topping out at an extra $2,675 for the high end ones. And finally, choose between three interior finishes or get one that matches your Evoque’s exterior colour.

Strong performance

The Evoque feels small, but the big wheels and lifted suspension make it feel much larger. Under heavy acceleration, the 240 horses kick in to deliver brisk performance out of the 2.0-litre engine. The ride quality is smooth for the most part, thanks to its soft suspension. 

The short wheelbase makes it easy to perform tight turning manoeuvres, including U-turns on two lane roads. Although the turbo does help with acceleration, it can be a bit laggy at times. Also worth mentioning is the weight – at 3680 pounds, it's at least 400 pounds lighter than the X3 and GLK.

 

Quality interiors

I have had a chance to drive the Range Rover Sport and Supercharged models, so I can honestly say the Evoque manages to replicate the interiors of both its bigger siblings. Sure, the controls are not as advanced, and the soft touch material could improve, but the placement of all the screens and dials is unmistakably Land Rover. The seats are slightly firm, but offer decent support for long trips. 

Overall, the Evoque is quite fun to drive. Designed for the young and the young at heart, its dimensions make it best suited for singles and couples. Young families will most likely find themselves trading it in, the moment their kids’ feet touch the car floor due to rear legroom constraints. Although priced higher than its competitors, Evoque buyers will appreciate its unique British attributes.

 

 

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