Autovision summer 2014

• 2015 Porsche 918 Spyder • 2013 McLaren P1 • 2014 Pagani Huayra • • 2015 Jaguar F-Type Coupe • 2015 Ferrari 458 Speciale • 2014 Chevrolet Camaro Z/28 • • 2014 Harley-Davidson SuperLow 1200T • 2014 BMW R1200 RT • 2014 Honda CTX1300 • summer 2014

Travelling Abroad

Making a checklist for the perfect foreign road trip

Focus on

25 urban adventure vehicles

The Last Word

Are we driving the right cars?

na n

y r a s r e iv

0 2 th

Supercar Special Pagani Huayra McLaren P1 Ferrari 458 Speciale

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Autovision summer 2014

Inside

4 What’s New

A new TLX from Acura and the very first turbocharged Lexus.

So incredibly fast, Graeme Fletcher runs out of superlatives.

22 Focus On

Fun and functional sport utility vehicles.

T he many, often indecipherable secrets to driving abroad.

38 The Last Word

You’re not supposed to insult the audience!

T

2015 Porsche 918 Spyder

6

2013 McLaren P1

8

2014 Pagani Huayra

34 Road Wary

previews 10

2015 Ferrari 458 Speciale

14

2014 Chevrolet Camaro Z/28

16

2014 Harley-Davidson SuperLow 1200T

18

2014 BMW R1200 RT

32

2014 Honda CTX1300

33

his issue, as the screaming headlines on the cover suggest, marks the 20th anniversary of Autovision magazine. And, while this anniversary marks all manner of personal milestones — mostly in the hair department, as in it’s now shorter, greyer and, truth be told, far more sparse — looking back at the May 1994 issue it’s even more obvious how dramatic the change has been in the automotive industry.

Twenty years ago, a Regal was on the cover. And no matter how much Buick protested to the contrary, it was still your granddad’s car. Fast forward two decades and Buick is one of the most dynamic brands in the business, even if North Americans haven’t quite bought into its resurgence as much as the Chinese. Sport-cutes, those faux-by-faux clones of real SUVs that are a plague on our streets, were just a gleam in Subaru and Toyota’s eyes back in the early ’90s.

But nothing says yesteryear like looking back at the technology that powered, guided and accessorized the automobiles of 1994. Though we paid lip service to fuel economy back in the day, the V8 still remained supreme, a V6 was considered economical and a four-cylinder was a sure sign that you were working retail. Today, even luxury sedans — see Jaguar’s XF, BMW’s 5 Series and Mercedes’ E-Class — are available with four-cylinder engines. Indeed, in countries with more stringent fuel economy minimums than our own, one can even have Jaguar’s humongous XJ powered by a 2.0-litre four!

Those aforementioned luxury sedans, by the way, are also likely driving all four wheels. What was once the purview of rural pickup truck owners looking to go fishing is now almost completely pervasive in the luxury segment. Four forward gears was still the norm in 1994; this year both Jeep and Land Rover installed nine-speed automatics in their Cherokee and Evoque SUVs. Inside our automotive cocoons, the changes are more all encompassing. Dual front air bags were just becoming commonplace in higher-end luxo-barges of the early 90s. Today, the budgetpriced Scion iQ has 11 of them. (Don’t ask me where; I haven’t found them all yet.) Cars can now tell if you’re wandering in your lane (lane departure warning systems), prevent your car from exiting said lane when you’re wandering (the more advanced lane keeping systems) and even detect the drowsiness (Volvo’s Driver Alert Control, for example) that causes said lane wandering.

The above all leads us to the present where the most divisive automotive subject of the day is that of self-driving cars. So far down the road are we to autonomous automobiles that the question is no longer if we will see driverless cars on our roads, but who will bear responsibility for them when they run amok. And, of course, whether they’re just another sign that Big Brother is making further encroachments into our private lives.

If there’s one aspect to automotive development that’s disappointed, however, it is our quest for alternative sources of propulsion. Let’s face it, hybrid technology is now 15 years old and, de-

spite an almost continuous onslaught of positive media hype, electrification of our automobiles is still a tiny niche awash in fossil fuels. Pure battery-powered electric cars have had even less of an impact. Despite even greater hype, other than the Tesla’s plaything for the rich and pretentious EV sales have been hugely disappointing.

The most quixotic aspect about the whole electrification thing (especially if you recall the prophecies of doom from performance enthusiasts) is that it’s been a massive boon to the most environmentally offensive of automobiles, the supercar. Of the three true supercars tested in this issue — the Pagani Huayra, McLaren’s P1 and Porsche’s 918 — all but the Pagani are hybrids. Indeed, the hyper-est of hypercars — that would be the McLaren — sees its 3.8L turbocharged V8 fortified by a stellar 176-horsepower electric motor than can scoot the P1 to almost 150 kilometres an hour all by its own self. For those convinced their crystal balls are all knowing, these milliondollar hybrids stand as testament to the most unintended of consequences.

All of which provides me with an incredible sense of optimism about the next 20 years. I don’t know, two decades hence, if gasoline, batteries or hydrogen will power cars. I don’t know if they’ll be fully automated, self-driving or guided by lasers. Hell, they may even fly. But they will be better, faster and safer than what we drive today. s

David Booth

,

• Publisher David Booth (416) 510-6744 dbooth@autovisionmagazine.ca • • MANAGING EDITOR Brian Harper • Gear Head Graeme Fletcher • • Print Production Manager Phyllis Wright 416-510-6786 • art director Steve Maver •

summer 2014

12 Jaguar’s new F-Type Coupe

Autovision 3

what’snewconcepts to mainstream

Hemi!

Autovision 4

summer 2014

A Tall Order

Acura’s new TLX is not just set to replace the outgoing TL but the popular TSX as well.

That’s a tall order for just one four-door sedan, one that means the 2015 TLX will have to take on many roles.

That’s why it’s powered by either a 2.4-litre, direct-injected four-cylinder or Acura’s well-vetted 3.5L VTEC V6.

The four gets an eight-speed transmission while the V6 version comes with Honda’s first nine-speed automatic. Front-wheel drive — with Acura’s P-AWS four-wheel steering system — will be available with both engines, but the company’s trademark torque-vectoring Super Handling – All Wheel Drive will only be available with the V6. Although everything about the TLX is improved, Acura made special mention of the mid-level luxury sedan’s quiet ride, crediting improved noise insulation and a new electronic Active Noise Control system.

For those who prefer their retro-rods year specific, the “iconic 1971 Challenger inspired the design of this modern-day muscle car,” says Dodge president and CEO Tim Kuniskis, especially in the 2015 Challenger 392 Hemi Scat Pack Shaker edition. Sporting 470 horsepower and an equal number of pound-feet of torque, Dodge says that the Challenger can now accelerate to 100 km/h in about 4.5 seconds. The Scat Pack edition also includes firmer suspension and big Brembo brakes, so it should be able to handle corners as well.

Haul Yes! Volkswagen’s SportWagen may have been called a concept at the New York auto show, but it will almost assuredly hit Canadian streets soon. Based on VW’s modular MQB platform, the Golf-branded wagon is longer, lower and, it must be said, very stylish. It will be powered by either a 170-hp version of the VW Group’s ubiquitous 1.8-litre turbocharged four, or an all-new EA288 2.0L Clean Diesel TDI, now boasting 140 hp.

Yin and Yang One is turbocharged, the other a hybrid. Together, the new NX 200t and NX 300h show the twin directions all future Lexuses expect to take.

The 200t features an all-new 2.0L turbocharged, direct-injected engine rated at 235 hp. To make sure we know that it’s sporty, this version of the compact NX (it will fit into the Lexus lineup below the current RX) boasts a turbo boost gauge and a g-force meter, the former a first for Lexus.

On the other side of the equation, the NX 300h features Lexus’s latest Hybrid Drive, a 2.5L Atkinson-cycle engine mated to a generator, motor and lithium-ion battery system similar to that in the ES 300h sedan. Both models will be available with either front-wheel or all-wheel-drive and, for those with a sportier bias, there will be an F Sport version of the 200t with a special mesh version of Lexus’s trademark spindle grille.

briefly...

Did you know that in Russia you could be fined for driving a dirty car? Or that running out of fuel on a German autobahn comes with a fine of 40 euros? For more on the international rules of the road, turn to page 35.

Also, when you’re travelling abroad,

The previous generation Sonata gave Hyundai’s family sedan respectability.

Style, quality and performance — the 2011 Sonata had them all. But, four years have passed and the competition has caught up. Can Hyundai do it again?

Well, the 2015 version of the Sonata reinvents itself with something Hyundai calls “Fluidic Sculpture 2.0,” essentially an even sharper, more swoopy design with more than a few styling cues from the company’s Genesis luxury sedan. That air of quality is apparent throughout the new Sonata. More sumptuous materials are used in the cabin, the interior design is more luxurious and the new mid-sized sedan is chock-a-block with high-tech safety devices such as adaptive cruise control, rear cross traffic alert, blind spot detection and more. Hyundai’s base 2.4-litre four-cylinder and optional 2.0L turbo have both been revised “to offer increased low-end response and enhanced driveability.” A second-gen hybrid model will be forthcoming. Hyundai hasn’t backed off the pedal one bit.

Hairy Hybrid!

Somehow, Audi claims that its new TT off-road concept, basically an electrified SUV in drag, produces 408 hp, drives all four wheels and still consumes only 1.9 litres of gasoline for every 100 kilometres.

Up front, there’s Audi’s trademark 2.0L turbocharged TFSI engine, this time producing 292 hp, and supplemented at the front wheels with an electric motor that produces 54 hp. On top of that, there’s another electric motor driving the rear wheels that pumps out 114 hp. Audi says the concept car accelerates to 100 km/h in 5.2 seconds while driving all four wheels. And the 12-kWh battery, which allows 50 km of electric-only range, requires no plugging in — recharging is by magnetic induction charging while parked.

car in Europe is probably classified as a compact here. And that most cars come with a manual transmission unless otherwise specified. For more tips on renting cars in foreign lands, turn to page 36.

For the very best in driving information when abroad, visit the Association for Safe International Road Travel (www.asirt.org) for traffic and road rules in more than 150 countries. It’s the best $50 you’ll spend, especially if you’re heading to Albania or Algeria.

summer 2014

Do It Again?

remember that a mid-sized rental

Autovision 5

Can Hyundai

PREVIEW •> 2015 Porsche 918 Spyder

Hellacious Hybrid

By David Booth in Valencia, Spain

I

t’s no great surprise the new 918 Spyder is fast. It costs nearly a million bucks, has Porsche writ large all over its sexy silhouette and boasts no less than three motors — one of them a gasoline-fueled engine with legitimate racing lineage. Of course it’s fast!

Here’s the thing, though. There are varying degrees to its mega-horsepower silliness.

For instance, one can rotate the steering wheel-mounted controller to the 918’s pure Electric mode, its 129- and 156-horsepower electric motors on its front and rear axles, respectively, accelerating the 1,634-kilogram supercar to 100 kilometres an hour in 6.2 seconds, making the electrified Porsche faster than the average sport sedan (and McLaren’s P1) before its raucous 4.6-litre racinginspired V8 has even started working.

One more notch up is the Hybrid mode.

Said 4.6L lights up and, depending on the speed and throttle application, the gas engine may or may not add to the proceedings.

Floor the throttle and it will fire up the V8 and accelerate with more than enough urge to keep up with the 911 Turbo S that’s serving as the pace car around Valencia’s Ricardo Tormo Formula One race track. Toggle it to Sport and things start getting dramatic, the high-revving (9,150 rpm) V8’s bark now a constant reminder of the evil that lurks within. What was, running on electricity alone, as quick as a sport sedan, now passes that

The 918 is one of the more user-friendly supercars I’ve driven

Turbo S with relative ease.

Through the miracle of combining lithium-ion batteries, permanents magnets and high-compression pistons in just the right measure, ratcheting the controller to the Race setting now threatens to embarrass the pace car every time the track straightens for more than 100 metres. This is when the exclamation points start in earnest and that 560-hp Turbo S risks becoming a hood ornament on the 918’s carbon-fibre front.

What’s truly scary, however, is there is one more even faster mode to go. Called Hot Lap, one depresses the rocket launcher-like red button in the middle of the mode toggle and, in about the time it takes to circumnavigate the four-kilometre race circuit at speed, the 918 dumps all of its 6.8 kilowatt-hours of lithium-ion as fast as the two electric motors can deplete them. No worrying about range anxiety, no wondering where the next plug-in station might be: The battery just sends everything at its disposal to the wheels in one glorious burst of excess horsepower. McLaren’s P1 might be slightly quicker, but one has to wonder how much more adrenalin one needs if the 918’s turn of speed somehow proves inadequate.

Thankfully, the Porsche’s handling is up to the task. The chassis, basically two huge pieces of carbon fibre bolted together by six high-strength steel bolts, offers the rigidity of Canadian Shield granite. Coupled with multi-adjustable Bilsteins and double wishbones, there’s so little roll that one starts wondering whether Porsche has snuck in an active suspension. The 918 also steers its rear wheels as well as its fronts, which, according to Michael Holscher, the 918’s technical project manager, is worth up to five seconds a lap around the Nurburgring race circuit. Speaking of four wheels, thanks to those electric motors, the 918 also features four-wheel drive. In the inevitable comparison with the P1, the 918’s biggest advantage is that, thanks to its all-wheel-drive, it is a relative piece of cake to drive fast. Where Porsche’s previous attempt at supercars, the Carrera GT, was the most difficult car I have ever driven, the 918 is one of the more user friendly.

As for the environmental aspect of this supposedly green supercar, I saw 7.0 litres per 100 km on one brief highway outing while in Hybrid mode. On the other hand, it gobbled a truck-like 18 L/100 km in the city. That’s a long way from Porsche’s claims of 3.0 L/100 km, but nonetheless impressive considering the alternative. The 918 can also run on electricity alone for about 20 km, double the range of the P1.

That range might seem paltry compared with a Tesla, but how many US$845,000, 887-hp supercars can you name that can motor s 20 km without consuming a drop of gas?

Autovision 6

summer 2014

‘, Base Price: US$845,000 Engine:

608-hp 4.6L DOHC V8

with 129- and 156-hp

electric motors Transmission: seven-speed manumatic Length:

4643 mm (182.8 in.)

Fuel Economy, L/100 km: city - n/a, hwy - n/a

for more information, circle reply card no. 37

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2014-04-09 2:36 PM 14-04-30 6:15 PM

Fly

PREVIEW •> 2013 McLaren P1

By David Booth at Dunsfold Aerodrome, England

Autovision 8

summer 2014

anything but intimidating

Push the red button and you have all of the power all of the time

‘, Base Price:

$1,500,000

Engine: 727 hp, twin-turbo 3.8L DOHC V8 with 176-hp electric motor Transmission: Seven-speed manumatic Length: 4588 mm (180.6 in.)

Fuel Economy, L/100 km: city - n/a, hwy - n/a

J

eremy Clarkson lied to us. He really did.

I can’t be sure if his fibbing was of the innocent white variety or if his heart is indeed black, but we have been deceived nonetheless. The sacred trust so many of us have placed in Top Gear has been misplaced; perhaps the veracity of all his supercar tests needs to be questioned. At the very least, he’s guilty of gross exaggeration or rampant hyperbole.

The case, er, road test in point is Clarkson’s recent evaluation of McLaren’s new hyper-hybrid, the P1. Top Gear’s top presenter made it clear, in most histrionic terms, that said supercar was an all but unmanageable. Clarkson was intimidated, went the refrain, lesser souls had better be prepared to poop their pants every time they depress the throttle was the implication. Every take for the TV telecast was ruined, went the story, because not one solitary Clarkson bon mot could be framed without a “f&%^$*^g hell”

or some equally offensive expletive too-dramatic-to-be-deleted interjection. I lay in fear — this is Jeremy Clarkson, after all — that McLaren might also ask me to drive this fearsome beast.

Imagine my surprise when, driving the very same P1 Clarkson labeled as all but undriveable, I was, well, totally nonplussed. Oh, the P1 was extremely rapid, but here I was in the full bloom of an English spring — in other words, it was cold and damp — running full throttle in what is supposed to be the most unmanageable supercar in the world and, to be frank, the P1 was anything but intimidating. Having prepared myself for the race car of doom, I was driving what felt like an MP4-12C with a few extra ponies.

Indeed, I mentioned to my minder that I was less than whelmed with what I had thought would be an out-of-body experience.

So, he reached over to the centre console and flipped the little mode selector switch to

summer 2014

903 rockin’ and rollin’ horsepower would be a bit much to be contained by just two tires, gummy P315/30ZR20 Pirelli PZero Corsas notwithstanding.

The miracle of McLaren, then, is not how fast the P1 is, but how little drama there is in driving it fast, even on the bumpy, slippery and indecipherable Dunsfold circuit. Credit the huge rear wing deployed in Race mode that adds a whopping 600 kilograms of downforce, the front splitter that aerodynamically pushes down the front end and the basic inherent balance of the McLaren chassis that, amazingly, is strikingly similar to that of the MP4. Oh, the carbon-fibre tub is now totally enclosed (rather than open like the 12C’s) and the suspension seriously re-jigged, but if one wants to pay the MP4-12C the highest possible compliment, it is to note that essentially the same chassis handles the P1’s 903 hp with such aplomb.

Other aspects of the McLaren’s performance equally impress. A fully charged P1, for instance, can toddle along on electricity alone for 11 kilometres thanks to its 4.4 kW-h lithium-ion battery. It will also record, if the European Union’s fuel economy ratings are to be believed, an impressive 8.3 litres per 100 km.

I should probably also point out that the P1’s interior is a model of comfort and civility and that the suspension, in its Normal mode, has far more compliance than one would suspect of a 903-hp supercar. But if I keep touting the McLaren’s civility, someone might accuse me of trying to claim the P1 is soft and cuddly. And that would be as misleading as Clarkson’s hyperbole. s

Autovision 9

the P1’s Race mode, which, in a 28-second electro-mechanical pas de deux, lowers the P1 50 millimetres, elevates its ginormous rear wing 300 mm and recalibrates the suspension for race car stiffness. Most importantly, it awakens the hitherto dormant 176-horsepower electric motor McLaren has seen fit to attach to the 3.8-litre, twice-turbocharged V8, transforming the up until then mild-mannered supercar into a horsepower-belching Le Mans racer.

You see, in the first three of the P1’s selectable modes — Normal, Sport and Track — one is motivated primarily by the 727-hp V8.

Oh, the electric motor is always on partial duty, filling in the hole in the bottom of the powerband caused by the upgrade to larger, lag-generating turbochargers. And one can, if one is in Track mode, hit a red IPAS

(Instant Power Assist System) button on the steering wheel and get more of the electric motor’s boost. For the truly gluttonous, however, this seems an unnecessary complication when one can just press the Race button and have all of the power all of the time.

All of the power, in the case of the P1, is 903-hp — more than Porsche’s 918, but less than the 949 the LaFerrari is reputed to possess. Officially, McLaren says the P1 bludgeons its way to 100 kilometres an hour in just 2.8 seconds. Four more will take you to 200 klicks and, if you hang on for a total of 16.5 seconds, you’ll see an amazing 300 km/h. This is just slightly slower than the Veyron Super Sport but faster than the 918, save to 100 km/h.

More important than the mere quantity of all that power, however, is its quality. In Race mode, the P1’s throttle response becomes superbike swift, the punch at any rpm immediate. And where the MP4-12C always feels stifled no matter how ferociously it is accelerating, the P1 barks and spits like an angry Rottweiler. It would seem Ron Dennis has finally given permission to McLaren’s engineers to loose all the hounds.

The amazing thing about all this incredible speed — and where Clarkson’s claim of unmanageability is so very wrong — is that it’s really not all that terrifying. Indeed, the amazing thing about the McLaren is not just that it can accelerate to 300 km/h in those aforementioned 16.5 seconds but that it can do so with such relative calm. Unlike the Porsche 918, McLaren’s hyper-hybrid puts all its power — gas-fueled and electric — to the rear wheels. Logic would dictate that

PREVIEW •> 2014 Pagani Huayra

Art or Automobile?

By David Booth At the Autodromo Modena, Italy

I

t’s hard to know where to begin. Do I start with some pithy comment detailing Horacio Pagani’s melding of art and aerospace technology, automobiledom’s most magical?

Do I run with the hyperbole of a giant 6.0-litre Mercedes V12, twice turbocharged to 730 horsepower, its acceleration more than a match for McLaren and Porsche’s hyper-hybrids? Or, given that every Huayra requires some 80,000 euros of titanium bolts to assemble, all with Mr. Pagani’s signature etched on them, there’s little wonder his creations cost US$1.4-million?

A day after flogging the beast around the Autodromo Modena, I still don’t know if it’s jangled nerves — high-speed supercar-ing will do that to you — that is the takeaway from this once-in-a-lifetime experience. Or is it admiration for a passion so consuming that it propelled an impoverished engineer to create what are possibly the most phantasmagorical supercars on the planet? This much I do know: I am in awe of both man and machine.

Consider this: In a building not much larger than some Toronto auto restoration shops, Mr. Pagani has developed a material he calls “carbotanium,” essentially the melding of lightweight titanium with, well, even lighter-weight carbon fibre. Or this: One of the reasons Mercedes doesn’t build a supercar is that the German giant is not completely convinced it could build a significantly better supercar.

OK, so you don’t care about technology. You’re a nouveau riche dilettante and your primary reason for owning an supercar is to lord your wanton riches over the undeserving masses. Well, there’s no car better in

The interior of the Huayra is undeniably art by any standard

the world than a Pagani. The interior of a Pagani is — there is simply no other word for it — art, the centre console worthy of any museum in the world and the transmission selector not out of place in a luxury yacht.

OK, so you’re not some attention-seeking dilettante or anorakwearing technocrat. Exclusivity and style are all well and good — you’re not above a little adoration, per se — but it’s all wasted if it’s not backed up with some serious supercar bona fides.

Well, that honking great V12 punches the Pagani forward like a missile on a mission. From inside, the Huayra’s speed can be a little deceiving. 730 horsepower or not, the twin-turbo V12 redlines at 6,000 rpm so there’s none of the frenetic blare of a high-revving Ferrari to alert you that you’re making like a rocket booster.

Then, you arrive at the end of the Autodromo’s long back straight and you suddenly realize that, OMG-carbon-ceramicbrakes-don’t-fail-me-now, the Pagani is molto rapida indeed, even by supercar status. Then those flaps built into the front hood flip up and, before you can utter a quick “Cool, high-speed air brakes,” you’re going so slow that you have to reinvigorate the throttle.

The Pagani is not without fault. There is but a single clutch to the Huayra’s Xtrac paddle-shift manumatic, meaning low-speed comportment below 20 km/h can be more than a little herky-jerky.

Of course, one doesn’t buy US$1.4-million supercars to poodle around town like a prat. No, if you’re one of the 40 or so lucky souls who will take delivery of a Huayra next year, you will do so because you want a car that combines the passion of Enzo Ferrari, the technical innovation of Ferdinand Porsche and the art of Picasso. Only one car can do all three simultaneously and it’s built in a small suburban industrial complex just outside of Modena. s

Autovision 10

summer 2014

‘,

ALL-NEW 2015 GENESIS

WHAT WOULD A VEHICLE OF THE FUTURE LOOK LIKE IF WE THREW AWAY THE RULEBOOK? Innovation comes from the investigation of the unknown. Pushing the envelope on design, engineering and innovation is our challenge. It’s in our DNA. Nothing is a better example of that philosophy than the all-new 2015 Genesis. Equipped with standard HTRAC All-Wheel Drive, the Genesis has been performance-proven on the challenging Nßrburgring track for the utmost refinement in handling and control. Advanced innovations include features like the available heads-up display system that not only shows speed, but also turn by turn navigation, lane departure warning and blind spot detection alerts. Discover what unbridled imagination can create.

For more details visit hyundaicanada.com/genesis

TM

The Hyundai names, logos, product names, feature names, images and slogans are trademarks owned by Hyundai Auto Canada Corp. Concept car shown, production vehicle may not be exactly as shown.

for more informayion, circle reply card no. 42

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14-04-30 6:31 PM

PREVIEW •> 2015 Jaguar F-Type Coupe

nirvana for

adrenaline junkies

By Graeme Fletcher in Alcaniz, Spain

A

Autovision 12

summer 2014

little more than 50 years ago, Jaguar stunned the motoring world when it launched the E-Type at the Geneva motor show. It was then — and remains today — one of the most sensual automotive designs ever penned. Remarkably, its shape was the result of a mathematical formula; legend has it that the shape was honed to within 1/1,000th of an inch.

Its spiritual successor is the new F-Type, a car that is just as striking from any angle. Even better news is that its beauty is more than skin deep. Crank the new coupe to life and its bassy burble hints at what is to come. Blip the gas pedal and the exhaust sings a siren song so purposeful it speaks to the unmitigated fury beneath the car’s hood. As with the convertible, the F-Type Coupe will be offered in three variants. The base car delivers 340 horsepower from its 3.0-litre supercharged V6 engine. The mid-range S uses the same engine, but it produces 380 hp and 339 pound-feet of torque. The F-Type R, however, is the world-beater: Its supercharged 5.0L V8 puts 550 hp and 502 lb-ft of torque at the behest of the driver’s right foot!

‘,

the rear electronic locking differential.

It all worked to perfection around the handling track at the Motorland Aragon race circuit, dragging the nose of the car into the corner despite the wet and slippery surface.

Adding the carbon ceramic brake option brings mind-boggling stopping power. At the track, it was possible to leave the braking to what seemed an impossibly late point and still scuff off enough speed to clip the apex — all from 270 km/h at the end of the 1.7-km back straight to about 40 km/h in second gear. Remarkably, it did so lap after lap without the brakes fading into oblivion.

The F-Type’s Dynamic Mode sharpens throttle response, puts more weight in the steering, stretches out the shift points, firms the damping and puts the exhaust in business mode (all of which can be tailored individually). In this setting, the R is a demon — it devours corners as though equipped with its namesake’s claws.

Naturally, being a Jaguar, the cabin is all about the experience. The materials are exquisite, the leather comes from the finest cows and there are tasteful accents, including the orange paddle shifters. The two seats are also beyond reproach, as they hug the occupants without feeling confining. Throw in the flared shoulder area, adjustable side bolsters and the pneumatic lumbar support and the comfort is first-rate.

When the F-Type convertible launched, it signaled that Jaguar had rekindled its love of things truly exotic. The Coupe reinforces this notion. While its overall styling is similar to that of the convertible, it has a personality all its own. The F-Type Coupe starts at $72,900 and tops out at $109,900 for the R model. Now that has to be considered a bargain given the performance, handling s and the oh-so-sweet song it sings.

summer 2014

Its beauty is more than skin deep

is delightfully throaty, with backfires and burbles during wide-open upshifts. It is, without question, the best-sounding six on the market. However, the R’s V8 has a more invigorating tone altogether. It reaches its delightful crescendo as the tach needle sweeps through 3,000 rpm, which enthralls to redline — credit the R’s quad tailpipes and active exhaust system. It was so good, it “forced” me to hammer up and down the eight-speed ZF transmission, enjoying every rev-matching burble and soulful blat.

Putting the power to pavement is accomplished seamlessly — the Coupe has beguiling road manners. Not only is the hardtop model stiffer by 80%, the adaptive suspension that’s standard on both the S and R models measures body motion and adjusts the dampers 500 times every second to ensure they are doing exactly as required.

When wafting along, the ride is compliant and comfortable. Drop the hammer and it dials out unwanted body roll perfectly.

Understeer and oversteer enter the fray when the Coupe is pushed to the limit, but both traits are remarkably benign. Even when the tail flicks out, it is a graceful affair and not one of those awful hand-juggling, whiteknuckled types of correction. The steering’s turn-in response is also razor sharp without feeling twitchy. In other words, the F-Type’s chassis has everything needed to underpin a world-class sports car.

In terms of outright handling, the F-Type R takes things to a higher plane, with larger P255/35R20 front and P295/30R20 rear tires, stiffer springs and damping. The new torque vectoring system uses the upgrades very effectively. It brakes the inside wheels heading into a corner if needed, which helps to turn the car into the curve with more authority. It also works in conjunction with

Autovision 13

The F-Type S proves to be wickedly fast, accelerating from rest to 100 kilometres an hour in 4.9 seconds. It also turned the more important 80-to-120-km/h passing move in 3.3 seconds. Credit for this is due to the aluminum chassis and the fact the coupe is 20 kilograms lighter than the droptop. This means that each of the S’s stallions have to motivate only 4.2 kg. of car.

But it’s the R that really impresses; its extra horsepower drops the power-to-weight ratio to a staggering three kilograms per horsepower! The sheer force of 550 hp sees the R speed to 100 km/h in 4.2 seconds. In fact, it proved so fast from 80 to 120 that it was all but impossible to get an accurate time. For the record, I will peg it at 2.5 seconds. It’s nirvana for an adrenaline junkie!

The bonus is that both the S and R models produce scintillating sounds. The blown V6

PREVIEW •> 2014 Ferrari 458 Speciale

Mystique and Machine

By David Booth in Maranello, Italy

Autovision 14

summer 2014

H

ave you ever wondered why Ferraris are so special? Why, with all the supercars we exalt, is it always those with the Prancing Horse that enthrall us most? How is it that, with all the science going into the development of modern automobiles, Ferrari still manages to make it look like art? Why does a 458 Speciale steer more sharply than other supercars and its engine scream like no other V8, its throttle more hyperactive than a Rottweiler on crystal meth?

Legend would have it that it’s Ferrari’s racing heritage, those record 16 Formula One constructor’s championships, the seven wins at the prestigious Targa Florio or the company’s many victories at Florida’s 12 hours of Sebring. This would be the romance, apropos since Enzo Ferrari himself saw racing as his company’s true calling, the road cars little more than funding for his precious F1 and sports car teams.

It certainly makes for great mystique, this deification of man and machine. But I think the evolution of Ferrari’s DNA is both simpler and more immediate than the lore would have us believe. As with all evolution — be it man or machine — Ferraris have simply adapted to the challenges of nature.

And nature around Maranello means hundreds — make that thousands — of hairpins all so very treacherous that necessity really has been the mother of Ferrari’s invention.

There’s Strada Provinciale 26 with its road signs that advertise 19 tornanti — hairpins — no mention made whether said documentation of treachery is invitational or cautionary, but each requiring all the braking power the 458 Speciale’s carbon ceramic discs can muster. Farther on, I run into

Each tornanti requires all the braking power the car’s carbon ceramic discs can muster

‘, Base Price:

$339,904

Engine:

597 hp, 4.5L DOHC V8 Transmission: Seven-speed manumatic Length:

4527 mm (178.2 in.)

Fuel Economy, L/100 km: city - n/a, hwy - n/a

Strada Statale 12, a road so diabolically twisty that it absolutely demands minimal body roll, each fling to the left preceded by two to the right.

Then there’s SP30, again with the tornanti, but this time accompanied with enough heaves and humps to do a motocross track proud. Anything lacking the most sophisticated of damping — cue the Speciale’s wonderfully adaptable magneto-rheological shocks, which, Ferrari’s engineers assure me, can react in just a millisecond — would be bounding up and down like a pogo stick.

Thus have the roads surrounding Maranello endeared the 458 Speciale with steering that is quite nearly telepathic. For one thing, it is all but impossible to make the end of the Ferrari lose its limpet-like grip on the road. Lord knows I tried, trail-braking wa-a-a-a-y deep into hairpins with drop-offs so radical that exacting precision was demanded, or tossing the blood-red Speciale into repeated esses with an abruptness not recommended in the Alain Prost manual for smooth, fast driving. Railing around 180-degree switchbacks at the very limit of adhesion, nothing could upset the 458’s front P245/35ZR20 Michelin Pilot Sport Cup 2’s tenacious union. Ferrari’s engineers took great pains to explain how the Speciale’s new electronic Side Slip Angle Control and its partner in crime, the electronically controlled rear differential, minimize the car’s slip angle — the technical term for the difference between the turn of the steering wheel and the direction the car is actually going. I have no idea what they were talking about — I could detect no such slip.

Back home in Canada, where hairpin turns are rare and accommodating constabulary even less so, such single-minded dedication to adhesion would seem trivial. It would be far easier to impress the hoi polloi with the zing of the 458’s newly fortified 4.5-litre V8 — now boasting 597 horsepower thanks to bigger bump cams and an incredible 14.0:1 compression ratio — or the Prancing Horses adhered to the Speciale’s exterior.

Nonetheless, what separates the 458 Speciale from every other supercar I have ever driven is the trust one has in the connection of man and machine; of steering wheel and direction change. And, when you’re really pushing it, of grip between front tire and tarmac. No supercar — not a Pagani, not a Lamborghini, not even a McLaren s — inspires as much of that trust as Ferrari’s 458 Speciale.

2014 INFINITI Q50 HYBRID Best New Luxury Car (over $50,000)

INFINITI 2014 Best New Innovation Technology

INFINITI 2014 Best New Safety Technology

THREE CATEGORIES. THREE WINS. ONE IMPRESSIVE VEHICLE.

Q 50

Experience the potent blend of performance and technology in the highly acclaimed Infiniti Q50 – AJAC

award winner for Best New Innovation Technology and Best New

Safety Technology. And as another testament to the long-standing luxury and quality of Infiniti, the Q50 Hybrid has now also been awarded the AJAC Award for Best New Luxury Car (over $50K).

ALL-NEW 2014 INFINITI Q50 Join Infiniti Canada on

infiniti.ca

for more information, circle reply card no. 33

®The INFINITI names, logos, product names, feature names, and slogans are trademarks owned by or licensed to Nissan Motor Co. Ltd., and/or its North American subsidiaries. U.S. model shown. See your nearest Infiniti retailer or infiniti.ca for complete details.

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PREVIEW •> 2014 Chevrolet Camaro Z/28

Lean Muscle

By David Booth at Monticello Motor Club, N.Y.

Autovision 16

summer 2014

C

hevrolet’s Camaro, much maligned and often derided, is proof positive that, if one is willing to throw enough high-tech and high-priced performance parts at something, one can turn a ponderously steering sow’s ear into a cornercarving silk purse.

Early renditions of the Camaro, you might remember, weren’t encouraging, the transition from four-door Holden Commodore to two-door Camaro hardly the stuff that had Nissan GT-Rs and Porsche 911 Turbo S’s quaking in their boots.

The 2012 introduction of the ZL1 gave some indication there might be more potential to the Camaro formula, its 580-horsepower supercharged V8 mustering some serious moxie. The handling was still lumpy, however, there being the typical overweight American muscle car delay between turning the steering wheel and the car actually starting to turn. Only the magical throttle control of the Performance Traction Management (PTM) saved the ZL1 from being yet another long on brute force, short on sophistication muscle car. Impressive it was, but still no real indication a Camaro would some day stand comparison to 911s or GT-Rs. Yet here I am hurtling toward Monticello’s decreasing radius corners — New York’s poshest club track has no shortage of these — in something that looks suspiciously like a Camaro but feels surprisingly like a 911.

Indeed, the Z/28 has — dare I say it — a delicacy of steering that all but matches the usually untouchable Porsche and way more front end grip than the oft-understeering GT-R. How did Chevy do that?

The first thing was the decision to jettison the ZL1’s supercharged V8 in favour of the Z06-sourced LS7 7.0-litre V8. Yes, 75 horse-

137 kg were dropped to render the Z/28 track ready

power — 580 hp versus 505 — is lost in the transition, but the lesser engine precipitated all manner of weight loss. The reduction in maximum power permitted the ditching of the ZL1’s heavy castiron rear differential in favour of a lighter Torsen limited-slip diff.

Smaller 19-inch rims removed even more weight, as did the carbon ceramic brakes. Thinner rear window glass and the deletion of the air conditioning system also helped. All told, 137 kilograms were Slim-Fasted from the ZL1 to render the Z/28 track ready.

But the most amazing thing about the new Z/28 is its steering.

GM chose Pirelli’s PZero Trofeo R tires for their massive grip and specified the monumentally wide P305/30ZR19 front tires to combat the Camaro’s traditional understeer.

Mission accomplished! There is precious little understeer to be found in the Z/28 chassis, roll is well mitigated thanks to the sophisticated Multimatic DSSV suspension and the balance of front-to-rear grip is almost perfect. But those front 305s are the biggest tires offered on any current mass-produced automobile and should render the Z28’s steering heavy and truck-like. Instead, thanks to the tune-ability of the Camaro’s electric power steering system, there’s a delicacy to the Z/28’s steering wheel that is both communicative and confidence inspiring.

The other superlative is the engine. Essentially lifted from the previous-generation Z06, it revs more freely than the newer supercharged variant and produces its torque more linearly. Ironically for a car usually associated with brawn over brain, the area in which the Z/28 suffers when compared with some of the competition it now targets — the aforementioned 911 Turbo S and GT-R come to mind — is in the power department. Acceleration to 100 kilometres an hour is around four seconds flat, impressive but comparatively lethargic against the sub-three-second recordings of Porsche’s Turbo S and the monster-motor GT-R. That said, the Z/28’s performance is jaw dropping around a curvy track. GM says the Z/28 is more than 2.5 seconds faster than the more powerful ZL1 on its Milford Road Course and more than five seconds quicker than a Mustang Boss 302 Laguna Seca.

Even more impressive, the Z/28 has lapped Germany’s famed Nürburgring circuit in 7:37.47. In the rain! GM wants to go back, certain that a time of 7:28 is in the cards. That would be as fast as a s McLaren MP4-12C. Yes, in a Camaro!

‘, Base Price:

$77,400

Engine:

505 hp, ohv 7.0L V8 Transmission: Length:

Six-speed manual

4884 mm (192.3 in.)

Fuel Economy, L/100 km: city - N/A, hwy - N/A

Returning with a vengeance, the all-new Valkyrie is bigger, badder and better than ever. True to its roots, it shares the Gold Wing’s powerful 1,832 cc flat-six engine and refined sophistication. Stripped down to the core essentials, with a look and sound like no other. You’ve never seen a motorcycle like this because there’s never been a Valkyrie like this. honda.ca/nochaser Honda Powersports Canada

@HondaPowerCA

for more information, circle reply card no. 32

Always wear a helmet, eye protection and protective clothing, and please respect the environment when riding. Obey the law and read your owner’s manual thoroughly. Honda recommends taking a motorcycle rider training course. Honda encourages you to operate your vehicle at all times in a safe and responsible manner and in accordance with the law.

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14-04-30 6:39 PM

twowheels rollin’ down the highway

2014 Harley-Davidson SuperLow 1200T

Light and Right The bike is 54 kg lighter than Harley’s lightest Big Twin tourer

By Alexandr a Str aub in Daytona Beach, Fla.

Autovision 18

summer 2014

S

ize (and weight) matters. It really does, especially if you’re in the market for a touring motorcycle.

For many riders who haven’t been genetically blessed with long limbs or Thor/Wonder Woman-like strength, finding something on two wheels to take them long distances can be difficult.

They want something that isn’t so heavy it makes them nervous during low-speed riding, but something planted enough so as not to be shaken by the elements while on the open road.

For 2014, Harley-Davidson brings to life the SuperLow 1200T (T for Touring) to provide those who are in the market to go places with something to ride, but without all the extra weight.

“This bike was really about the customer [who] was inspired by our touring bikes,” says Jennifer Gersch, Harley-Davidson’s product planning manager for the SuperLow 1200T. She adds that it’s for the customer who would “look at the Heritage Softail or the Switchback and say, ‘I want that, but it’s too big.’”

Harley’s solution? A bike that delivers the touring amenities riders are looking for but still keeps the H-D style and heritage. Enter the all-new SuperLow 1200T. To give it its own unique look, the $14,499 1200T comes with a machine-turned black and silver wheels, and, of course, chrome, chrome and more chrome (a Harley without chrome being like going to the movie theatre and not ordering popcorn with extra butter. It’s just wrong). There’s a chrome speedometer, headlight brow, a black and chrome insert on the air cleaner cover and more. Furthermore, the lights were moved down on the chrome front forks to give the bike a beefier look.

But, by using the SuperLow chassis in the Sportster family, the

team was able to make the bike 54 kilograms lighter than Harley’s lightest Big Twin touring motorcycle. It makes for a much more approachable motorcycle, particularly when it comes to low-speed maneuverability. The SuperLow chassis was also chosen because of its tight rake and lightweight cast-aluminum front wheel, both of which

2014 Harley-Davidson Dyna Low Rider

77

By Alexandr a Str aub in Daytona Beach, Florida

Despite a production hiatus that lasted five years, Harley-Davidson sees a future in its Dyna Low Rider, first launched in 1977. And it’s back with even more attitude.

Greg Falkner, manager of Harley’s motorcycle product planning, notes there are three elements that were essential to the new Low Rider. These include the styling — a bold retro-infused look — performance and ergonomics.

Powering this version of Dyna is the triedand-tested air-cooled Twin Cam 103, which generates 99 pound-feet of low-end torque (3,500 rpm). Bringing the Low Rider to a halt is a set of four-piston fixed front and twopiston torque-free floating rear brakes.

$

$

$

Helping this Harley catch one’s attention is the use of a wrinkle black finish and cast and polished aluminum, along with H-D’s signature chrome look.

Overall, the $17,429 Dyna Low Rider is worth checking out if retro styling and commendable performance are on your list of wants and needs.

summer 2014

Introducing a bike with an unladen seat height of 681 millimetres and a weight of 302 kilograms allows this Dyna to work for a broad range of riders varying, he says, between 5-foot-1 and 6-foot-1 depending on where the various adjustable riders controls are set.

The handlebars have the ability to be adjusted 61 millimetres fore and aft to accommodate taller or shorter individuals. Likewise, the seat offers 38 mm of adjustability due to an attachable lumbar support, and the foot rests have been moved 50 mm forward to offer comfort while cruising.

Autovision 19

contribute to easier handling. After a long day’s journey, the last thing you want to worry about is that heavy mass underneath you ending up on the ground. Most importantly, the 1200T has a “superlow” seat height of 663 millimetres and tips the scale with a ready-toride weight of 272 kg.

In comparison with the non-T model, this Sportster has had some suspension re-jigging, primarily because the bike was designed to accommodate a touring payload as well as two riders. The result is a much more comfortable setup. Compared with the barebones SuperLow model, the T’s suspension is much more compliant. Granted, road imperfections are still felt, but not nearly as drastically as I had previously experienced.

The 1200T comes standard with what a lot of riders would normally accessorize their bikes with if they were used primarily for long hauls. Locking saddlebags, a detachable 14-inch windshield and mini footboards (yes, they’re both cute and functional) are standard items.

Thank goodness for the windshield because it helped keep my body from completely freezing on a test ride in and around Daytona Beach. (Contrary to popular belief, it’s not always sunny and hot in the Sunshine State.) After a day of riding, my body still felt good (aside from the bitter cold). The general ergonomics of the 1200T worked well with my physique — after all, the bike was designed to allow an ideal triangulation for individuals between 5-foot-1 and 5-foot-7.

Powering this Sportster is the familiar Evolution 1200 V-Twin (1,202 cc), which is hooked up to a five-speed transmission. Here’s a fun Harley-Davidson factoid: This is the first time this Evolution engine has been married to a SuperLow chassis. Power delivery, as usual, is linear and very easy to work with. The 71 pound-feet of torque seemed adequate for a solo rider, along with a few personal items.

I’d certainly embrace another chance to take this new model for an even longer test ride, even if Mother Nature isn’t cooperating. s

Sustainable

Zoo}-Zoo} Innovation is the only road we know

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14-05-04 5:49 PM

Sustainable Zoom-Zoom is Mazda’s road map to an environmentally conscious, fun-to-drive future. With every new technology, every bold design, Mazda is changing the game. KODO design is as aerodynamic as it is beautiful. i-ACTIVSENSE takes safety to a more intuitive level. And SKYACTIV TECHNOLOGY improves fuel economy and lowers emissions, all without sacrificing one ounce of Mazda’s fun-to-drive exhilaration.

SKYACTIV TECHNOLOGY is why the MAZDA3 can drive up to 1,000 kilometres on a single tank of fuel and still be the sportiest car in the compact segment. It’s why the MAZDA6 has better aerodynamics than a Lamborghini, yet delivers comfortable seating for five. SKYACTIV TECHNOLOGY is how Mazda will maintain its performance advantage for future generations.

for more information, circle reply card no. 43

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14-05-04 5:50 PM

SKYACTIV

What is SKYACTIV TECHNOLOGY? How does it allow Mazda to sustain Zoom-Zoom?

MazdaGateInside.indd 8

14-05-03 12:46 PM

TECHNOLOGY

SKYACTIV TECHNOLOGY is Mazda’s road map to a sustainable Zoom-Zoom future. It is the resolution of technical conflicts — such as enhancing safety, improving driving dynamics and increasing fuel economy all at the same time — while re-imagining the entire automobile of today for the drivers of tomorrow. It is Mazda’s quest for the ideal combustion engine, the development of even more efficient transmissions and the complete re-engineering of the chassis for both lighter weight and greater rigidity. SKYACTIV TECHNOLOGY is performance and fuel economy working together in harmony.

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14-05-03 12:47 PM

SKYACTIV 13.0:1

compression

Hot rodders the world over know that higher compression generates more power. But did you know it also makes engines more efficient, improving fuel economy? That’s why SKYACTIV-G engines with their 13.0:1 compression ratio reduce fuel consumption without sacrificing performance.

SKYACTIV-G: The quest for ideal combustion.

You won’t find SKYACTIV-G’s unique 4-into-2-into-1 “bundle of snakes” exhaust system anywhere else. OK, maybe in a Formula One race car or a hyper-expensive Ferrari. But, efficient exhaust gas scavenging percent is just one of the reasons Mazda engines more torque are now more efficient.

SKYACTIV-G: 15 percent more torque and 15 percent less fuel consumption.

15

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14-05-01 5:37 PM

7

3

percent

better fuel economy A six-speed automatic transmission with the efficiency of a Continuously Variable Transmission (CVT), the quick shifting of a dual-clutch manumatic and the direct feel of a manual gearbox.

SKYACTIV-Drive:

Performance.

Fuel economy.

Together.

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14-04-30 7:52 PM

30

we

percent

reduced friction Every part in a SKYACTIV-G engine is optimized. That’s why fuel economy-robbing friction has been reduced 30 percent, oil pump efficiency increased 74 percent and the energy required to run the cooling system reduced 31 percent.

SKYACTIV-G: Efficiency equals economy.

Smaller, lighter and more fuel-efficient. Our six-speed manual transmission is re-engineered for more compact and efficient packaging, 30 percent less weight and reduced internal friction.

SKYACTIV-MT:

Easier, quicker shifting and better fuel economy.

30

percent

less weight

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14-04-30 7:52 PM

100

up to

kilogram

weight reduction More high-tensile steel means less weight and greater strength. Lighter weight means better fuel economy.

More rigidity means superior handling.

Defying Convention.

That’s SKYACTIV TECHNOLOGY.

14

percent

lighter

SKYACTIV-Chassis achieves two seemingly contradictory goals, being nimble at low speeds, yet stable at high speeds. Weight is also reduced by 14 percent for superior fuel economy.

SKYACTIV-Chassis: Steering clear of the ordinary.

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25

focuson a snapshot of ’14 More information on each of these models is available by circling the appropriate number on the Reader Service Card

Fun and Functional SUVs

Autovision 22

summer 2014

By Brian Harper

Acura RDX

Base Engine:

273-hp, 3.5L SOHC V6

Having been completely Optional Engine: None redesigned last year with a new engine, transmission and Base Transmission: 6-speed manumatic AWD system, the U.S.-built Optional Transmission: None RDX carries over for the 2014 model year. The RDX Length: 4660 mm (183.5 in.) features a 3.5L V6, 6-speed 1749 kg (3849 lb.)

Weight: automatic and standard AWD with Intelligent Fuel economy (l/100 km): 10.7 City, 7.3 Hwy. Control System. The RDX Base Price: $41,190 exterior incorporates an aerodynamically efficient body and safety features such as six standard air bags, plus vehicle stability assist with traction control.

Standard features include leather seats, heated power front seats, a power sunroof and a 360-watt audio system. Technologies such as an SMS text messaging function, keyless entry with pushbutton start, high-intensity-discharge headlights and a multi-angle rear-view camera system are also standard.

The available Technology adds high-tech appointments such as navigation with voice recognition, dual-zone automatic climate control system, premium surround-sound system with hard disc drive storage and a power-actuated rear tailgate.

Buick Encore New for the 2013 model year, the 2014 version adds new safety features that complement the crossover’s luxury amenities. The new features include Rear Cross Traffic Alert and Side Blind Zone Alert.

The compact-sized Encore offers room for five and up to 1,371 litres (48.4 cu. ft.) of storage space when the rear seats are folded. Even the front passenger seat folds flat to extend the cargo length and accommodate long items — up to 8 feet long — that otherwise would not fit in a vehicle of its size. Buick’s exclusive QuietTuning is standard and includes active noise cancellation technology. Standard features three include 10 air bags, StabiliTrak stability enhancement and an Ecotec 1.4L turbo four-cylinder/6-speed automatic powertrain, along with technologies such as voice-activated IntelliLink. It uses Bluetooth or a USB to connect the driver’s smartphone to a 7-inch, high-resolution, full-colour display radio.

The Encore is offered in front-wheel and available AWD configurations in six trim levels.

Base Engine: 138-hp, 1.4L turbo DOHC I4 None Optional Engine: Base Transmission: 6-speed automatic Optional Transmission: None Length: 4280 mm (168.5 in.)

1447 kg (3190 lb.)

Weight: Fuel Economy (l/100 km): 8.2 City, 6.0 Hwy. Base Price: $27,835

one

245 hp and a robust 354 lb-ft of torque. Meanwhile, the turbodiesel-powered Q5’s 3.0L V6 pumps out 240 hp and a stout 428 lb-ft of torque.

The rest of the Q5 lineup continues unchanged. There are the 2.0T models, complete with the aforementioned 2.0L turbo, plus the 3.0T, powered by a supercharged 3.0L V6. All engines are mated to 8-speed Tiptronic manumatic transmissions, and all models get Audi’s renowned quattro all-wheel-drive system.

The Q5, which debuted for the 2009 model year, was refreshed inside and out for 2013 with updated inlays and colours, revised wheels, Alu-optic accents throughout the cabin and a new grille and bumpers. There are no changes for 2014. two

Base Engine: 138-hp, 1.4L turbo DOHC I4 Optional Engine: None Base Transmission: 6-speed manual Optional Transmission: 6-speed automatic 4280 mm (168.5 in.)

Length: Weight: 1363 kg (3005 lb.)

Fuel Economy (l/100 km): 7.8 City, 5.7 Hwy. Base Price: $18,695

Ford Escape

Base Engine: 168-hp, 2.5L DOHC I4 Optional Engines: 178/240-hp,

1.6/2.0L turbo DOHC I4 Base Transmission: 6-speed automatic Optional Transmission: None Length: 4524 mm (178.1 in.)

Weight: 1629 kg (3515 lb.)

Fuel Economy (l/100 km): 9.5 City, 6.3 Hwy. Base Price: $24,499

The Escape was new for 2013, so the 2014 model is carried over. The standard engine is an updated 2.5L 4-cylinder mated to a 6-speed SelectShift automatic.

There are also two optional EcoBoost 4-cylinders offered — a 240-hp 2.0L and a 178-hp 1.6L (with premium fuel). Both engines feature direct fuel injection and turbocharging. The Escape’s active grille shutter system, offered on all trim levels with the 1.6L EcoBoost and 2.5L 4-cylinders, reduces wind resistance, staying open when extra engine cooling air is required, automatically closing at higher speeds to improve aerodynamics and fuel efficiency. five The three available models include the base S (not available with AWD), SE and Titanium (last year’s SEL trim has been discontinued).

In addition to the available hands-free power liftgate that allows easy access to the cargo area with the kick of a foot, the Intelligent 4WD system provides better traction off-road. It uses advanced software that assesses road conditions and driver input 20 times faster than an eye blink.

Autovision 23

Base Engine: 220-hp, 2.0L turbo DOHC I4 Optional Engines: 72-hp, supercharged 3.0L Last year, Audi added two new fuel-efficient models to DOHC V6/245-hp (net), 2.0L turbo DOHC I4 and electric motor/240-hp 3.0L V6 turbodiesel the Q5 lineup. The Q5 Hybrid quattro is powered Base Transmission: 8-speed manumatic the company’s ubiquitous None Optional Transmission: turbo 2.0L 4-cylinder gas engine and a 54-hp electric Length: 4639 mm (182.6 in.) motor, part of a parallel 1850 kg (4079 lb.)

Weight: hybrid system with a lithium-ion battery pack. The Fuel economy (l/100 km): 10.5 City, 7.2 Hwy. combined system output is $40,900 Base Price:

Audi Q5

Not sold in the U.S., the Chevy Trax is a lower-priced but mechanically identical sibling to the Buick Encore. It, too, comes with a 1.4L Ecotec turbocharged 4-cylinder producing 138 hp and 148 lb-ft of torque. The base front-wheel-drive LS comes with a standard 6-speed manual; the other three trim levels — 1LT, 2LT and LTZ — are hooked up to 6-speed automatics. AWD is available on all trims except for the LS. Storage amenities in the 5-passenger Trax include various compartments above and on both sides of the centre stack as well as an available under-seat storage tray. The Trax’s loading space can accommodate a maximum of 48.4 cu. ft. — with four further space under the cargo floor.

In addition to a 60/40-split rear seat, the Trax boasts a front passenger seat that can be folded flat, offering additional flexibility. Up to eight seating configurations are possible.

As for information, communication and entertainment technology, there’s standard Bluetooth hands-free phone connectivity and the available Chevrolet Mylink interactive sound system.

summer 2014

Chevrolet Trax

focuson a snapshot of ’14 Honda CR-V The CR-V model lineup carries over for 2014, starting with the well-equipped LX with standard heated front seats, heated exterior mirrors, one-pull fold-flat rear seats, cruise control, Bluetooth HandsFreeLink, air conditioning, rear-view camera, 160-watt 4-speaker audio system and more. The EX adds premium features including a power sunroof, upgraded 6-speaker audio system, and 17-inch alloy wheels. Building from there, the EX-L adds a leather-trimmed interior, a 328-watt 7-speaker audio system with XM radio and more. The Canadian-exclusive Touring trim completes the lineup with Honda’s satellite-linked six navigation system with voice recognition and illuminated steering wheel-mounted controls, autodimming rear-view mirror, roof rails and chrome door handles.

Real Time All-Wheel-Drive with Intelligent Control System is available on LX and EX models and comes standard on EX-L and Touring trim. The CR-V has earned a host of favourable ratings, including a U.S. NHTSA 5-star Overall Vehicle Score.

Base Engine: 185-hp, 2.4L DOHC I4 Optional Engine: None Base Transmission: 5-speed automatic Optional Transmission: None 4530 mm (178.3 in.)

Length: Weight: 1499 kg (3305 lb.)

Fuel Economy (l/100 km): 9.0 City, 6.4 Hwy. Base Price: $25,990

Jeep Compass

Base Engine:

158-hp, 2.0L DOHC I4

The Compass sees some 172-hp, 2.4L DOHC I4 Optional Engine: upgrades for 2014, specifically a new 6-speed Base Transmission: 5-speed manual PowerTech automatic, plus a Optional Transmissions: 6-speed manumatic/ refreshed exterior and continuously variable interior. The compact SUV is available in three models: Length: 4448 mm (175.1 in.)

Sport, North and Limited.

1404 kg (3097 lb.)

Weight: All are available with front-wheel-drive, Freedom Fuel Economy (l/100 km): 8.9 City, 6.6 Hwy. Drive I full-time 4x4 or $18,995 Base Price: Freedom Drive II off-road full-time 4x4 with low range.

The standard engine for the Sport and North models is a 2.0L four that provides 158 hp and 141 lb-ft of torque coupled with the standard 5-speed manual transmission or the new 6-speed automatic. Available on all models, and standard on the Limited, is a 2.4L 4-cylinder that produces 172 hp and 165 lb-ft. A third option is a continuously variable transmission on models with Freedom Drive II. The Compass also boasts more than 30 available safety and security features, including standard front seat-mounted side air bags, side-curtain air bags for all rows, electronic stability control, electronic roll mitigation, Hill-start Assist (with manual transmission), anti-lock brakes and available ParkView rear backup camera. nine

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summer 2014

Hyundai Tucson The second-generation Tucson, first launched as a 2010 model, sees a series of enhancements for 2014. Both of the SUV’s engines feature gasoline direct injection — the 2.0L and 2.4L 4-cylinders now develop 164 and 182 horsepower, respectively. Exterior updates include redesigned projection headlamps with LED position and daytime running lights and LED taillights. Also available are Hyundai’s Driver Selectable Steering Mode system, third-generation audio and navigation systems, heated reclining second-row seats and more.

The 2014 model lineup consists of the GL, GLS and Limited. Standard equipment in the base GL includes the 2.0L four, six-speed manual gearbox, seven air conditioning, cruise control, Bluetooth, heated front seats and remote keyless entry.

The GLS is powered by a 2.4L four connected to a 6-speed automatic and adds features such as a panoramic sunroof, heated rear seats, a rear-view camera, 17-inch alloy wheels and fog lamps. An advanced AWD system can be added to both automatic-equipped GL and GLS models. The topline Limited features standard AWD.

Jeep Cherokee Named 2014 Canadian Utility Vehicle of the Year by the Automobile Journalists Association of Canada, the Cherokee has returned to the Jeep lineup with a new Fiat-derived model that replaces the Liberty. Highlights of the new Cherokee include a segment-first 9-speed automatic transmission, fuel economy improvements of more than 45% versus the outgoing Liberty, three 4x4 systems (Active Drive I, Active Drive II and Active Drive Lock) and two engines — a 184-hp 2.4L 4-cylinder and 271-hp 3.2L V6.

All 4x4 systems feature Jeep’s eight Selec-Terrain traction control system, which allows a choice of on- and off-road settings for optimum performance. Five customized settings are offered: Auto, Snow, Sport, Sand/Mud and Rock. Selec-Terrain electronically coordinates up to 12 systems including drivetrain control module, electronic brake controller, electronic stability control, transmission controller, powertrain controller and Selec-Speed Control (Hill-ascent and -descent Control).

Base engine: 164-hp, 2.0L DOHC I4 Optional Engine: 182-hp, 2.4L DOHC I4 Base Transmission: 6-speed manual Optional Transmission: 6-speed manumatic Length: 4400 mm (173.2 in.)

Weight: 1443 kg (3181 lb.)

Fuel economy (l/100 km): 10.0 City, 7.2 Hwy. Base Price: $21,499

Jeep Patriot

Base Engine: 184-hp, 2.4L DOHC I4 Optional Engine: 271-hp, 3.2L DOHC V6 9-speed automatic Base Transmission: Optional Transmissions: None Length: 4624 mm (182.0 in.)

Weight: 1729 kg (3811 lb.)

Fuel Economy (l/100 km): 9.6 City, 6.4 Hwy. Base Price: $23,495

Base Engine:

158-hp, 2.0L DOHC I4

Mechanically identical to the Optional Engine: 172-hp, 2.4L DOHC I4 Compass, the Jeep Patriot Base Transmission: 5-speed manual — offered in Sport, North and Limited models — is the Optional Transmission: 6-speed manumatic/ most affordable SUV in

continuously variable Canada, offering 4-cylinder 4414 mm (173.8 in.)

Length: fuel economy along with modern exterior styling and Weight: 1422 kg (3136 lb.) available 4x4 capability. Like Fuel Economy (l/100 km): 8.9 City, 6.6 Hwy. the Compass, the 2014 Base Price: $17,995 Patriot boasts improved on-road performance, compliments of a new 6-speed fully electronic manumatic.

The Patriot is available in three drivetrain configurations. In addition to standard front-wheel drive, it also is available with Freedom Drive I and Freedom Drive II. Freedom Drive I is an available full-time, active 4WD system with lock mode designed to handle rough weather. Freedom Drive II 4x4 Off-road Package delivers Jeep Trail Rated capability and includes a CVT with low range that engages when the off-road mode is activated.

Standard features for the Patriot include front seat-mounted side air bags, electronic stability control, electronic roll mitigation, Hill-start Assist, illuminated cup holders, removable/rechargeable flashlight, cruise control and sliding visors with mirror. ten

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focuson a snapshot of ’14 Jeep Renegade The U.S. designed, Italian-built 2015 Renegade is Jeep’s first entry into the growing small SUV segment, while staying true to the brand’s outdoor lifestyle. Leveraging 4x4 technology from the new Cherokee, the Renegade offers two off-road-capable 4x4 systems. Both Jeep Active Drive and Active Drive Low 4x4 systems include the Selec-Terrain system, providing up to five modes (Auto, Snow, Sand and Mud modes, plus exclusive Rock mode on the Trailhawk model).

Jeep says the Renegade is the first small SUV to feature a disconnecting rear axle and power take-off unit (PTU) — all to provide the 4x4 eleven models with enhanced fuel economy.

The system instantly engages when 4x4 traction is needed.

Like the Cherokee, the Renegade will be offered with an available 9-speed automatic transmission.

When paired with the optional 2.4L MultiAir2 4-cylinder, the transmission delivers smooth power delivery at highway speeds and improved fuel efficiency. The 1.4L turbocharged MultiAir 4-cylinder and 6-speed manual transmission is standard.

Base Engine: 160-hp, 1.4L turbo SOHC I4 Optional Engine: 184-hp, 2.4L SOHC I4 Base Transmission: 6-speed manual Optional Transmission: 9-speed automatic Length: 4232 mm (166.6 in.)

Weight: n/a Fuel Economy (l/100 km): n/a n/a Base Price:

Land Rover LR2 Base Engine: 240-hp, 2.0L turbo DOHC I4 Land Rover completely revised the LR2 last year none Optional Engine: with a new exterior design, Base Transmission:

6-speed manumatic upgraded interior and a more powerful and more Optional Transmission: none efficient engine — a 4500 mm Length: (177.1 in.) turbocharged 240-hp 2.0L 4-cylinder that’s also found 1775 kg (3912 lb.)

Weight: in the Range Rover Evoque.

Fuel Economy (l/100 km): 12.0 City, 8.4 Hwy. All LR2s are equipped with Land Rover’s Intelligent Base Price: $39,990 Power System Management, which features Smart Regenerative Charging. The engine is paired with a 6-speed manumatic transmission, which is coupled to a full-time 4WD system.

Every trim level — base, SE and HSE — comes with grained leather seating with a 6-way power driver’s seat and 4-way power front passenger seat, along with a dual-panel panoramic sunroof.

Also standard is Terrain Response, which tailors the engine, gearbox, centre coupling and chassis systems to match the terrain.

New for 2014 is a more versatile infotainment system and improved satellite radio. In addition, the 825-watt Meridian surround-sound system with 16 speakers and subwoofer is now available as a standalone option for the SE and HSE models. fourteen

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Jeep Wrangler Unlimited Jeep adds the Rubicon X model to the Wrangler Unlimited lineup, bringing with it added off-road capability above the Rubicon with a winch-capable bumper, wider rock rails and higher level of standard content. Based on the Rubicon, the X is equipped with a part-time 4WD system that has electronic-locking front and rear Dana 44 axles that receive power through a Rock-Trac transfer case with a 4-Low ratio of 4:1. A 4.10 axle ratio, front and rear, is also standard as are Tru-Lok locking differentials. With a 6-speed manual, the Rubicon X has a crawl ratio of 73.1:1.

The Wrangler’s signature exterior features include a seven-slot grille, trapezoidal wheel flares, removable doors, exposed hinges, a fold-down twelve windshield and removable tops and half doors. With room for five adults, the Unlimited remains the only four-door 4x4 open-air vehicle on the market.

An array of safety and security technology features includes standard electronic stability control, electronic roll mitigation, trailersway control, hill-start assist and brake traction control.

Kia Sportage Mechanically similar to the Hyundai Tucson, the Sportage sees a substantial refresh for 2014, offering high levels of performance, comfort and convenience.

Available in five trims — LX, EX, EX Luxury, SX and SX Luxury — all Sportages come with standard six-way adjustable driver’s seat, air conditioning, keyless entry, cruise control, tilt-adjustable steering wheel and power windows, mirrors and door locks. Heated front seats are also standard and they’re complemented with optional heated rear seats on the SX Luxury, while EX Luxury and SX Luxury models add the comfort of standard ventilated front seats with leather trim. Safety thirteen features such as automatic headlights, ABS, vehicle stability management, electronic stability control and traction control, Downhill Assist Control and Hill Ascent Control and six air bags are standard.

With the exception of the SXs, all Sportages — whether FWD or AWD — are powered by an upgraded 2.4L 4-cylinder. The SX and SX Luxury get a 260-hp turbocharged 2.0L 4-cylinder. manumatic.

Base Engine: 285-hp, DOHC 3.6L V6 Optional Engine: None Base Transmission: 6-speed manual Optional Transmission: 5-speed auto 4694 mm (184.6 in.)

Length: Weight: 1924 kg (4243 lb.)

Fuel Economy (l/100 km): 13.4 City, 9.6 Hwy. Base Price: $29,495

Mazda CX-5

Base engine: 182-hp, 2.4L DOHC I4 Optional Engines: 260-hp, 2.0L turbo DOHC I4 6-speed manual Base Transmission: Optional Transmission: 6-speed manumatic Length: 4440 mm (174.8 in.)

Weight: 1471 kg (3243 lb.)

Fuel economy (l/100 km): 11.4 City, 7.8 Hwy. Base Price: $22,995

Base Engine:

155-hp, 2.0L DOHC I4

All-new last year, Mazda’s Optional Engine: 184-hp, 2.5L DOHC I4 CX-5 moves into the 2014 model year with the addition Base Transmission: 6-speed manual of a new SkyActiv-G 2.5L 6-speed Optional Transmission: automatic gasoline engine as well as a new Smart City Brake Length: 4555 mm (179.3 in.)

Support (SCBS) system.

1451 kg (3198 lb.)

Weight: All CX-5 GX models are Fuel Economy (l/100 km): 7.8 City, 5.7 Hwy. equipped with a 2.0L 4-cylinder mated to either a Base Price: $22,995 6-speed manual transmission or optional 6-speed automatic. Only available with the automatic, GS and GT models get the 184-hp 2.5L engine. (Mazda’s Active Torque-Split AWD system is offered with automatics only.) Front-wheel drive is standard on the GX and GS. SCBS is designed to mitigate head-on collisions when driving at low speeds, roughly between 5 to 30 km/h. A laser sensor mounted at the top of the windshield will detect an “obtrusive object” and activate the brakes should the system calculate there is a risk of a collision. All 2014 CX-5s come with such safety features as ABS, electronic brake-force distribution with brake assist, dynamic stability control with traction control, a tire pressure monitoring system and Hill Launch Assist. fifteen

Audi A3 all - new

The must-have mobile technology of the year.

It may not fit in your hand like other mobile technologies, but with quattro® all-wheel drive power redistribution and a turbo-charged power core generating up to 220 horsepower, it will definitely fit nicely in your garage.

audi.ca/AllNewA3 for more information, circle reply card no. 30 ©2014 Audi Canada. “Audi”, “A3”, “quattro”, “Vorsprung durch Technik”, and the four rings emblem are registered trademarks of Audi AG. Optional equipment shown.

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focuson a snapshot of ’14 Mercedes-Benz GLK Last year saw a refreshed design, upgraded equipment and a new, fuel-efficient diesel engine added to the 2013 GLK-Class — 2014 is a carryover.

The base model is the GLK 250 BlueTec 4Matic, which, says Mercedes, boasts the most powerful 4-cylinder diesel engine in the SUV world. The 2.1L twin-turbocharged direct-injection engine is rated at 200 hp and generates 369 lb-ft of torque. Alternatively, a 302-hp 3.5L direct-injection V6 gas engine powers the GLK 350 4Matic. It comes standard with Eco stop/start function for improved fuel efficiency. Both engines are mated to 7-speed manumatics. sixteen Standard equipment in the GLK 350 includes a leather multi-function steering wheel with shift paddles and a 4.5-inch colour display in the instrument cluster.

The AMG Sport Package is optional on the GLK 250, standard on the 350. It offers 20-inch alloy wheels complemented by front and rear skirts, an AMG grille with two chrome louvres and LED daytime running lights.

Base Engine: 200-hp, 2.1L I4 turbodiesel Optional Engine: 302-hp, 3.5L DOHC V6 Base Transmission: 7-speed manumatic Optional Transmission: None 4536 mm (178.6 in.)

Length: Weight: 1925 kg (4243 lb.)

Fuel Economy (l/100 km): 8.3 City, 5.9 Hwy. Base Price: $43,500

Nissan Juke

Base Engine: 188-hp, 1.6L turbo DOHC I4

The current Juke goes out 197/215-hp, Optional Engine: with a bang courtesy of a

1.6L turbo DOHC I4 new front-wheel-drive Nismo RS model that 6-speed manual Base Transmission: combines a sporty design Optional Transmission: Continuously variable with enhanced performance (215 hp) versus other Nismo Length: 4125 mm (162.4 in.) models — including more 1316 kg (2901 lb.)

Weight: power and a helical limited-slip differential. It Fuel Economy (l/100 km): 8.2 City, 6.4 Hwy. also offers additional $19,998 structural rigidity and larger Base Price: brakes. Special Nismo RS interior treatment includes Recaro front seats, carbon fibre-look finishers, Alcantara and leather appointments. It is equipped with a 6-speed manual transmission and joins last year’s new-for-2013 Nismo model, which is available with front-wheel drive and a 6-speed manual as well as AWD with sport-tuned Xtronic CVT. Power and torque for the Nismo are enhanced over regular Juke models — the 1.6L turbo 4-cylinder is rated at 197 hp versus 188 hp.

In addition to the two Nismos, the Juke is offered in four other models — SV FWD M6, SV FWD CVT, SV AWD CVT and SL AWD CVT. Promising even better looks, improved efficiency and enhanced refinement, a new Juke will debut later this year. nineteen

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Mitsubishi Outlander More substantial and sophisticated than the previous model, the third-generation 2014 Outlander is redesigned and re-engineered, with advanced, new technologies. The new Outlander is more refined and less cluttered, with a slim front grille, super-wide HID headlamps and a 7% improvement in aerodynamic drag. It also comes with available 7-passenger seating. Available new conveniences include an automatic open/close power tailgate, dual-zone automatic air conditioning, premium audio system, next-gen SD navigation and liquid crystal display with multi-function touch panel. Features standard on the topline GT S-AWC model include Forward Collision Mitigation, which seventeen detects other vehicles in front of the Outlander and issues warnings if there is a danger of a collision.

Under the hood, the base 2.4L 4-cylinder receives a new continuously variable-valve lift system. The 3.0L V6 receives an improved exhaust system for reduced fuel consumption. The 6-speed Sportronic transmission has a new final drive ratio for improved fuel economy and performance.

Mitsubishi RVR The RVR was given a thorough going-over for 2013, with interior and exterior revisions. For 2014, a new GT base model receives display audio and reverse camera as standard. There’s also a Premium Package consisting of leather seats, power driver’s seat, rear cargo cover and 710-watt Rockford Fosgate audio system with nine speakers. Opting for the Premium Package upgrades to the RVR Navigation Package consisting of Mitsubishi’s multi-communication system with SD navigation and real-time traffic information.

The RVR features a 2.0L 4-cylinder and is one of the most fuel-efficient crossovers in eighteen Canada. Standard equipment includes air conditioning, heated front seats, power door locks with remote keyless entry, 140-watt AM/ FM/CD/MP3 audio with four speakers and multi-information display. In 2WD ES and SE models, the engine is mated to a standard 5-speed manual, with optional CVT available for the SE. 4WD SE and GT models receive the CVT and all-wheel control AWD.

Base Engine: 166-hp, 2.4L SOHC I4 Optional Engine: 227-hp, 3.0L SOHC V6 Base Transmission: Continuously variable Optional Transmission: 6-speed manumatic Length: 4656 mm (183.3 in.)

Weight: 1460 kg (3219 lb.)

Fuel Economy (l/100 km): 8.2 City, 6.3 Hwy. Base Price: $25,998

Nissan Rogue

Base Engine: 148-hp, 2.0L DOHC I4 Optional Engine: None 5-speed manual Base Transmission: Optional Transmission: continuously variable Length: 4295 mm (169.1 in.)

Weight: 1370 kg (3021 lb.)

Fuel Economy (l/100 km): 8.6 City, 6.3 Hwy. Base Price: $19,998

Base Engine:

170-hp, 2.5L DOHC I4

The best-selling vehicle in Optional Engine: None Nissan Canada’s lineup, the U.S.-built Rogue is totally Base Transmission: Continuously variable redesigned for 2014 with None Optional Transmission: bolder styling, better fuel economy and optional Length: 4630 mm (182.8 in.)

3-row/7-passenger seating.

1547 kg (3411 lb.)

Weight: The additional row is thanks Fuel Economy (l/100 km): 7.9 City, 6.0 Hwy. to its improved interior packaging efficiency. The $23,498 Base Price: Rogue also offers an innovative, class-exclusive Divide-N-Hide cargo system that provides 18 adjustable variations (2-row models) between the cargo and occupant areas — including out-of-sight storage and a lower deck to handle taller items.

All Rogue models — S, SV and SL — are equipped with a 170-hp 2.5L 4-cylinder mated to an Xtronic continuously variable transmission. Standard features include vehicle dynamic control 4-wheel disc brakes with ABS and a choice of AWD or front-wheel drive. Standard dynamic technologies include Active Trace Control, Active Engine Braking and Active Ride Control. Fuel economy is significantly improved over the 2013 model. twenty

S:7”

IT GETS 44 MPG HWY. IF YOU’RE EVER ON A HIGHWAY.

2014 CANADIAN UTILITY VEHICLE OF THE YEAR

The All-New 2014 Jeep Cherokee was built for all that Canada has to offer. Its legendary Jeep 4x4 capability is up for any back-road, off-road or no-road challenge out there. For those long drives between adventures, it’s as efficient on the road as it is off of it, getting up to 44 MPG (6.4 L/100 km) highway.± No wonder it beat out every other new SUV in the country to be named AJAC’s Canadian Utility Vehicle of the Year for 2014.

You won’t find a better way to discover the best country on earth. Starting at just $23,695.* The All-New Jeep Cherokee is taking the mid-size SUV into all new territory.

Based on 2014 EnerGuide fuel consumption ratings. Government of Canada test methods used. Your actual fuel consumption will vary based on driving habits and other factors. Use for comparison purposes only. As good as 9.6 L/100 km (29 MPG) city and 6.4 L/100 km (44 MPG) highway on Jeep Cherokee 4x2 equipped with a 2.4 L engine. Ask your retailer for EnerGuide information. *MSRP for base model 2014 Jeep Cherokee. Excludes $1,695 freight, insurance, licence, registration, retailer and other fees. Dealers may sell for less. MSRP for 2014 Jeep Cherokee Limited shown: $30,195. Jeep and the Jeep Grille are registered trademarks of Chrysler Group LLC.

±

for more information, circle reply card no. 34

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focuson a snapshot of ’14 Range Rover Evoque The Evoque — available in Pure, Dynamic and Prestige and models — is powered by a turbocharged 2.0L 4-cylinder. The 2014, it benefits from new features, including a new 9-speed automatic transmission, new driveline technologies, new driver assistance features and design enhancements inside and out.

The 9-speed comes with an adaptive shift program that quickly matches the driving style. With a wide spread of ratios and improved efficiency, the transmission delivers reduced emissions, enhanced performance and greater comfort.

An Active Driveline system with twentyone active differentials and torque vectoring is now standard. It is an on-demand 4WD system that reduces driveline drag by decoupling the 4WD system during steady driving at speeds above 35 km/h.

New driver assistance features include Perpendicular Park, adaptive cruise control (with Queue Assist, Forward Alert and Intelligent Emergency Braking), Closing Vehicle Sensing and Reverse Traffic Detection.

Base Engine: 240-hp, 2.0L turbo DOHC I4 Optional Engine: None Base Transmission: 9-speed automatic Optional Transmission: None 4356 mm (171.5 in.)

Length: Weight: 1640 kg (3615 lb.)

Fuel Economy (l/100 km): 9.9 City, 6.6 Hwy. Base Price: $47,695

Toyota RAV4 Base Engine: 176-hp 2.5L DOHC I4 All-new last year, the 2014 RAV4 is offered in five None Optional Engine: models — two front-wheel Base Transmission: 6-speed automatic drive and three AWD. Regardless of drivetrain, Optional Transmission: None every model — FWD LE, 4570 mm Length: (179.9 in.)

4WD LE, FWD XLE, 4WD XLE an AWD Limited — is 1545 kg (3435 lb.)

Weight: powered by a 176-hp 2.5L Fuel Economy (l/100 km): 8.7 City, 6.4 Hwy. 4-cylinder coupled to a 6-speed automatic Base Price: $23,870 transmission with sequential shift mode and three driver selectable drive modes — Sport, Eco and Normal — to match the SUV’s performance to one’s driving style.

Safety-wise, all RAV4s are equipped with eight air bags, anchor points for child protector seats and more. Standard equipment includes the six active safety technologies of the Star Safety System — ABS, brake assist, electronic brake-force distribution, vehicle stability control, active traction control and Smart Stop technology.

All models come with comfort and convenience features such as audio systems equipped with USB inputs and Bluetooth, air conditioning, power door locks with keyless entry, tilt/telescoping steering column, cruise control, dual power-adjustable and heated exterior mirrors with integrated signal lamps and more. twentyfour

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summer 2014

Subaru Forester Redesigned for the 2014 model year, the Forester saw refreshed exterior styling and more comprehensive mechanical improvements. The 170-hp 2.5L boxer 4-cylinder was retained for the non-turbo models, while a smaller, more powerful 250-hp 2.0L turbo 4-cylinder is found in the 2.0XT. A 6-speed manual is standard for the base 2.5i and Touring non-turbo models; the rest of the lineup gets a CVT with paddle shifters. (The 2.0XT is enhanced with SI-Drive, complete with Intelligent, Sport and Sport-sharp modes which add 6- and 8-step “shifting” when using the paddle shifters.

For 2015, the base 2.5i adds a rear-view camera and colour multi-function display, while twentytwo the 2.5i Touring Package now has an optional Technology Package featuring EyeSight and proximity key with a push-button ignition. Eyesight is a stereo camera technology that integrates Adaptive Cruise Control, Pre-Collision Braking and a Vehicle Lane Departure Warning. The 2.5i Limited Package now adds 18-inch alloy wheels and a 6.1-inch voice-activated in-dash GPS navigation/audio system.

Subaru XV Crosstrek New for 2013, the XV Crosstrek combines a 5-door design with the functionality and versatility of an SUV. Models are powered by a 2.0L boxer engine that’s teamed to Subaru’s symmetrical full-time AWD via a 5-speed manual or available Lineartronic CVT. This year, Subaru adds its first hybrid into the model mix. The Crosstrek Hybrid uses the same boxer engine, but integrates the CVT to a 13.5-hp electric motor. The chassis and suspension have also been re-engineered.

There are two different AWD systems available. With the manual transmission, the AWD twentythree system uses a viscous-coupling limited-slip centre differential to distribute power 50/50 front to rear.

Models with the CVT feature an electronically controlled multi-plate transfer clutch AWD system, which actively manages power distribution based on acceleration, deceleration and available traction.

Standard across the line, the Vehicle Dynamics Control system monitors and analyzes if the vehicle is following the driver’s intended course via an array of smart sensors.

Base Engine: 170-hp 2.5L DOHC H4 Optional Engine: 250-hp, 2.0L turbo DOHC H4 6-speed manual Base Transmission: Optional Transmission: Continuously variable 4595 mm (180.9 in.)

Length: Weight: 1498 kg (3303 lb.)

Fuel Economy (l/100 km): 9.3 City, 7.0 Hwy. Base Price: $25,995

Volkswagen Tiguan

Base Engine: 148-hp 2.0L DOHC H4 Optional Engine: 148-hp 2.0L DOHC H4

with electric motor Base Transmission: 5-speed manual Optional Transmission: continuously variable Length: 4450 mm (175.2 in.)

Weight: 1400 kg (3086 lb.)

Fuel Economy (l/100 km): 8.9 City, 6.7 Hwy. $24,495 Base Price:

Base Engine:

200-hp, 2.0L turbo DOHC I4

After a mid-cycle refresh in Optional Engine: None 2012, the Tiguan has received no significant Base Transmission: 6-speed manual upgrades. Volkswagen Optional Transmission: 6-speed manumatic brought its compact, German-built “small Length: 4433 mm (174.5 in.)

Touareg” to market in 2009 1539 kg (3392 lb.)

Weight: in both front-drive and Fuel Economy (l/100 km): 12.0 City, 7.7 Hwy. 4Motion AWD versions.

Trim levels include the $24,990 Base Price: Trendline, Comfortline and Highline. All models seat five and are powered by a 200-hp turbocharged 2.0L 4-cylinder, mated to either a 6-speed automatic or 6-speed manumatic. Depending on the model, there are a number of packages available — Convenience, Technology, Sport and R-Line.

4Motion distributes engine power optimally between the front and rear wheels. The system detects deviations within fractions of a second and compensates accordingly. At low speeds, the system changes over automatically to front-wheel drive.

Standard safety equipment across the model line includes ABS, traction control, front and side air bags, side curtains and tire pressure monitoring system. twentyfive

THe all- new 2014

one look and you’ll want to know more

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Your adventure starts the second you open the door.

No matter what’s around the corner, you’ll always get there with confidence in the all-new 2014 Toyota Highlander. Bold new styling from the inside out will give roadside attractions something to live up to.

Available all-wheel-drive and a V6 or V6 Hybrid help make every turn exhilarating. And thanks to increased cargo space and seating for up to 8,* the open road suddenly feels a lot more open. *LE, XLE seats 8. Limited model shown seats 7.

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for more information, circle reply card no. 38

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twowheels rollin’ down the highway

2014 Honda CTX1300

Non-Conformist Cruiser

By David Booth in Potrero, Calif.

Autovision 32

summer 2014

T

o purists, the new CTX1300 is the bastardization of Honda’s perfectly sensible ST1300 sport tourer, which sees one of motorycling’s transcendent powertrains stuffed into one of those low-rider thingies. For biker snobs, anything that even remotely smacks of cruiser styling is a condescension.

There is some basis for the snobbery, the plain truth being that many customs are not very good motorcycles. Too often, their form was bought at the price of their function, their performance reduced, their handling sloppy and the often radical riding position profilers prefer hardly conducive to long-term comfort.

But, like a recent spate of customs, the new CTX manages to reinvent its form while retaining most of its function. Indeed, the CTX is a very good motorcycle. So good in fact, that, after testing one in the hills high above San Diego, I’m actually eager to compare it head-to-head with the aforementioned and highly revered ST1300.

First, there’s the engine. If you did nothing more than read spec sheets, you would think the CTX’s version of Honda’s 1,261-cc, 90-degree V4 emasculated. Its claimed 83 horsepower is some 35 ponies down from the ST, mainly due to lower compression pistons, smaller valves and some decidedly low-bump camshafts.

Ride the CTX1300, however, and it feels anything but lethargic. Oh, the top end rush is somewhat diminished, but the tuning changes have resulted in a gush of low-end torque, the V4 able to easily pull 2,000 rpm in top gear. As a result of that revised tuning, the CTX’s rendition of the big V4 is the very definition of rheostatlike power: There are no peaks and valleys to the 1300’s powerband, only a constant rush of power no matter at what rpm the engine is spinning. There’s even a little more bark to its exhaust note. At least a few of the assembled motojournalists were so impressed that they suggested the ST1300 would be better for having the CTX’s version of its engine.

The same can be said for the CTX’s handling. Oh, the naysayers will decry its over-wide 200-millimetre rear tire as a cruiser

Ride the bike and it feels anything but lethargic

‘,

affectation too far, pooh-pooh its reliance on traditional twin shocks rather than a modern single shocker and make light of its ginormous “beach” handlebar. But, the truth is that, despite its non-traditional appearance, the CTX handles as well as most other sport tourers. The CTX’s steering is perfectly neutral, the suspension is well damped and its brakes are as powerful as anything in sport touring. And the icing on the cake is that, thanks to its low centre of gravity and that wide handlebar, it’s a doddle to manoeuvre at low speed, much easier than, say, a Gold Wing or even an ST. In perhaps its biggest surprise, the CTX is much more than just a passable touring mount, its comfort — with one fixable exception — virtually a match for the ST. For one thing, despite its cruiser styling, the CTX’s seating position is traditional; there’s no feetforward V-Rod backache here. The footpegs are traditionally placed, vibration is minimal and the seat is broad, almost completely flat and perfectly suitable for eating up miles on the superslab. Even the handlebar, which looks as though it was lifted from the most radical of Harleys, proves ergonomically correct. The CTX1300 really does offer tourer-like comfort.

Almost. The glaring exception is wind protection. The standard windscreen is a Road Glide-like cut-down affair, which is good for minimizing turbulence (and looking studly, I suppose) but poor for wind protection. There is an optional windscreen, but it is simply not large enough for the average rider and just ends up rattling your helmet’s faceshield.

Expect a larger screen from the aftermarket.

Other issues may include Honda’s optional top case. We didn’t have one to test, but it appears too small (the standard saddlebags, on the other hand, can carry up to 35 litres of cargo) to serve the practicality part of the touring equation I have been preaching. And if the traditionalists really want to pick nits, the standard audio system could use a few more watts if Honda expects it to be heard above 80 kilometres an hour.

Despite these limitations, however, the $18,999 CTX1300 is an amazingly competent motorcycle, one that pays little price for its cruiser styling. You’ll buy it for its form; you’ll love it for its function. s

By David Booth in Flagstaff, Ariz.

I

could try to convince you it was my tremendous skill. I could try to spin a yarn of razor-sharp reflexes and death-defying decision-making. But, in truth, it was the bike that saved my butt.

There I was, minding my own business, riding a newly invigorated 2014 R1200 RT at a sedate — OK, highly illegal — 145 kilometres an hour along Arizona’s picturesque General Crook Trail when, without any apparent invitation or warning, a rock jumped into the middle of the road. Not just any rock, mind you, but a boulder the size of a Nerf football, large enough that, at speed, it could cause the bike — and me — serious damage.

And serious damage it did. With no time to brake and even less to swerve, the only choice — to prevent the calamity of hitting it on its edge — was to aim for it square on.

Both rims immediately dinged, front and rear tires instantly flattened.

The amazing thing about this whole experience was that the big RT simply did its best dirt bike impression (its frame is remarkably similar to that of the off-road R1200 GS save the shorter suspension travel) and did not wobble even a bit after hitting this boulder. It just plowed straight ahead as if hitting a massive rock is an everyday affair.

One of the fundamentals of touring bikes is that they be as stable as the Precambrian Shield. Look no further for testament to the BMW’s rock-solid (you know I had to use that metaphor) stability.

To be truthful, the RT is pretty much the perfect sport touring motorcycle. The fairing coverage, for instance, is nigh on perfect.

Toggle the electronically adjustable windscreen to its highest position and it’s nothing but still air behind the fairing. Handlebar and seat warmers mean that frostiness is dismissed with electrically. Said seat, by the way, is broad, flat and supremely comfortable. And the seating position — aided by a height-adjustable seat — is ideal for horizon chasing.

Still the best sport touring motorcycle around

‘,

summer 2014

Adroit and Accomplished

Also new for 2014 is an infotainment system that incorporates an integrated navigational aid. It’s completely intuitive, with none of the meandering submenus that make car systems such a chore.

The even bigger news is that the RT gets the latest-generation, liquid-cooled, 1,170-cc boxer engine that first saw use in last year’s R1200 GS. More powerful, smoother and far more eager to rev, the new flat-twin gets the GS Adventure’s heavier crankshaft for smoother power delivery and a larger alternator to energize the RT’s myriad accessories. It’s a wonderful engine, maintaining just the right amount of traditional boxer thrum, but pumping out 125 horsepower and, unlike previous-generation R1200s, being plenty happy about revving past 6,000 rpm. The new engine is the reason there’s a little more sport in the RT’s sport-touring portfolio.

The balance of the RT’s sporting abilities comes from its surprising agility. This is, after all, a motorcycle encumbered with a Gold Wing-sized fairing, weighing in at a semi-hefty 274 kilograms. Yet, given a little respect it will carve a corner adroitly enough to give a sport bike fits. BMW’s Telelever front end has been refined so there’s plenty of feedback through the handlebar, and the weight balance and steering geometry is such that you never really feel those kilos. Many sport tourers claim sport bike-like handling; the R1200 RT is one of the few that delivers.

Despite its lithe handling, the RT literally bristles with touring equipment. Besides the built-in stereo, navigation and infotainment trickery, both ABS and traction control are standard (the ESA adjustable suspension remains optional). The key-matched hard saddlebags are standard on the $20,850 base model, though the rear top case is optional.

More important, however, is that the basic motorcycle is so sound. It will tour in comfort, accelerate with ease and commute effectively. It will even, should a mass of indigenous granite commit harakiri in your path, save your bacon. s

Autovision 33

2014 BMW R1200 RT

R Wary You’ve been planning your trip abroad for weeks, if not months. Bags are packed, routes mapped out and currency exchanged. You even took the time to get your international driver’s permit from the CAA. You step off the plane and hop into your rental car, ready to hit the road foreign. Easy-peasy, right? You’re a good driver, law abiding even. Maybe you’ve never even had a ticket.

So, what could go wrong?

by nadine filion

tries

id you know that drivers who run out of fuel on Germany’s autobahn are subject to a fine of 40 euros, that a traffic offence in Italy is payable on the spot or that a drunk passenger in Bosnia can’t sit in the front seat? And that’s just a few of the quirks of driving abroad: • I n France, maximum highway speeds are reduced to 110 kilometres an hour from 130 km/h in bad weather.

• I n Northern Ireland, motorists drive on the left side of the road, like in England, and speed limits are in miles per hour (mph), again like in England… except in the Republic of Ireland, where speeds are posted in km/h.

• I n some cities such as London, the use of a car horn is not permitted in residential areas at night, except “when another vehicle poses a danger.”

• I n Greece, transporting an illegal immigrant — even unknowingly — is a criminal offence, so avoid picking up hitchhikers.

• A n increasing number of European countries require the fixed speed camera Point of Interest (POI) function on navigation systems to be turned off. Failing to do so subjects drivers to a fine.

• I n some countries, such as Finland and France, drivers’ licences are confiscated on the spot in cases of excessive speeding.

Furthermore, if nobody else can take the wheel, the vehicle will be towed and its former occupants are left stranded.

When a minor offence turns out to be major So, you’ve been stopped by the police. In some countries — debt-ridden Italy and Portugal, for instance — you’ll have to pay your fine on the spot. There are also fewer and fewer road signs warning drivers of photo radar. Beware of your speed all the time, or a hefty fine could be waiting when you get home ­ — which your car rental agency will charge to your credit card if not paid by the due date.

In some parts of the world, arrests can be seemingly arbitrary. In Russia, for instance, police officers can even stop people driving dirty cars. Be wary of any individual, in uniform or otherwise, asking you to pull over in a deserted area. Rather, keep driving until you get to a higher-traffic area. In such places, a dash cam might be a necessity, not a luxury.

Licence up A good number of countries (and car rental agencies) recommend, if not require, an international driving permit. The Government of Canada provides a list of these countries, and its website (travel.gc.ca/travelling/advisories) includes travel advice and advisories for close to 230 countries.

In Canada, only the CAA is authorized to issue international driving permits. The document, which costs $25 and is valid for one year, certifies the validity of your driver’s

summer 2014

driving in foreign cou n

Some countries, such as Russia and Romania, have a zero-tolerance policy when it comes to impaired driving — 0.00%, as in nyet!

Other countries, such as Poland, Sweden and Switzerland, provide s little latitude with a blood-alcohol limit of 0.02%. In France, a breathalyzer is mandatory in all vehicles, though interestingly, no legislation currently provides for a fine in cases of non-compliance.

The penalties for driving under the influence are severe everywhere, with a few exceptions (such as Afghanistan and Togo, which have no laws against impaired driving — yet). This includes jail sentences; drunk drivers can get up to 15 years in Japan in the event of a collision causing death.

Autovision 35

Road y D

Alcohol is no laughing matter

Autovision 36

summer 2014

Avoiding car rental traps abroad Be careful when it comes to car size categories as a mid-sized car in Europe or Asia might be what you consider a compact.

Ask for a list of models available and make sure they’re spacious enough for you and your luggage.

In Europe, most rental cars have manual transmission. You’ll have to reserve well in advance for an automatic. And an automatic is what you’ll want in countries where the steering wheel is on the right — don’t complicate your life by also trying to shift gears with your left hand. Most rental cars in Europe run on diesel fuel, which is a good thing: Compared with gasoline, you’ll almost double your mileage between stops at the pump and pay less per litre.

Opt for a low-emission vehicle, otherwise you might not be able to drive through “low emission zones,” which are increasingly common in major European cities.

Also, take out any necessary insurance (civil liability, collision, fire, theft and vandalism) and find out whether it will cover the country you’ll be visiting (Israel, for instance, might be excluded). Note that in Europe, collision insurance is sometimes included in the base price, so make sure you aren’t paying for it twice.

Slovakia and Portugal, among other countries, require safety triangles and reflective vests aboard all vehicles (Bulgaria even requires a fire extinguisher!); ask your car rental agency to equip your car with them.

If you plan to vacation for two weeks or more, a purchase/buyback option might be more appealing than a traditional rental.

According to this well-established European practice, offered by car rental agencies — but also automakers such as Peugeot and Renault as well as travel agencies such as Air Canada and Air Transat — you buy a car, pay for the days you use it and then simply return it to the automaker at the end of your trip. The advantages are that the car is new and you get to choose the make, engine and equipment. CAA-Quebec, for instance, has signed a partnership with Europ Auto (www.europauto.ca).

licence, is written in 10 languages and is accepted in half of all countries.

out the necessary authorizations cannot claim ignorance and will be fined. Information is available at www.lowemissionzones.eu

Recognize the signs Road signs on other continents can have little in common with Canada’s. For the ins and outs, ask the tourism office of the country you’ll be visiting, the country’s embassy or your car rental agency to provide you with an illustrated guide.

Familiarize yourself with the fact that in Europe, hexagons indicate priority; triangles, danger; circles, a restriction or an obligation. The colour blue serves to inform, red to alert. Right turns on red lights are not usually allowed.

The British Automobile Association (www. theaa.com) is an excellent source of free information on this and other issues related to driving abroad. The CAA and its provincial divisions also offer advice to members.

GPS: Your new best friend Driving in a country where the language, or worse, the alphabet, are foreign to you? If you are unable to read Russian, Swedish or Greek, equip yourself with a GPS that speaks your language.

Even if you requested a GPS when reserving your rental, don’t take chances — bring your own. This way, you’ll be sure to have downloaded updated maps and also be familiar with its use.

Green tax Find about any pollution-related restrictions.

Everyone has heard about London’s congestion charge, but other major European cities have or are in the process of creating low-emissions zones, too. Some of them are permanent, like those in Stockholm (on weekdays), while others are temporary, such as Paris, where speed limits are reduced on smog days (public transit is then free of charge).

Some German cities control access to their centres with stickers; the less polluting the car, the greater the likelihood it will be allowed into the downtown core of an Umweltzonen. Foreign drivers who venture with-

Around and around we go Roads elsewhere are narrower and more congested than our own. And how about those roundabouts? Uncommon here at home, they are everywhere in Europe. There are more than 30,000 in France, including the world’s largest, the Place Charles-de-Gaulle (with 12 exits around the Arc de Triomphe). Traffic is one way in these traffic circles; it drives counter-clockwise in left-hand-drive countries and clockwise in right-hand-drive countries.

The golden rule: Vehicles already in the roundabout have priority over those entering the roundabout. Well, almost always: In France, there are still a few old ronds-points where the priority is given to the traffic entering from the right, like in Place Charles-deGaulle. Look for the Cédez le passage signs to know which traffic circle you’re dealing with and, if there’s none, take for granted that you’re in a carrefour giratoire, where priority goes to the vehicles already circling. Ah, the French…

Other countries, other customs Road regulations may differ, but so do driving habits. For more information on the latter, order a copy of Road Travel Reports, published by the Association for Safe International Road Travel. (The U.S.-based ASIRT was founded 20 years ago by Rochelle Sobel, following the death of her 25-year-old son, who was killed in a traffic accident in Turkey.)

ASIRT’s 20-page Road Travel Reports (150 countries documented, $50 each) contain country-specific information on driver habits, road signs, the main roads to take (or avoid), road conditions (by region and by city), hazards (think militarized frontiers), whether night driving is recommended, other possible means of transportation, emergency contact numbers, etc. (www.asirt.org).

In short, the Road Travel Reports provide information that isn’t offered in the general advice provided by other sources. s

vw.ca

The new Golf GTI is coming. Quickly.

June 2014.

Prepare yourself at vw.ca “Volkswagen”, the Volkswagen logo, “Das Auto & Design”, “Golf” and “GTI” are registered trademarks of Volkswagen AG. Visit vw.ca or your Volkswagen dealer for details. © 2014 Volkswagen Canada.

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thelastword around the watercooler

By Jeremy Cato

Autovision 38

summer 2014

O

ne of the cardinal rules of this game — journalism — is don’t insult the audience. I’m breaking that rule today.

You, you and you, all of you — except for the guy in the back in white socks and sandals running for a bus — you’re not doing your part. That makes you part of the problem.

I’m talking about climate change and the new-vehicle marketplace in particular. Now, I’m going to stop you right there, before you launch into the usual attacks. No, I don’t have a doctorate in environmental sciences, astrophysics, chemistry, biology or geology.

But I can read and understand English prose.

And what I’ve read in the three recent reports from the Intergovernmental Panel on Climate Change (IPCC) scares me. The climate change deniers will argue that even though the IPCC is composed of thousands of the world’s leading climate scientists, they’re all a bunch of politicized lefties with a secret agenda to end capitalism. But such attacks do not deny the science.

In fact, there is enough apolitical science there to terrify any thinking human being with common sense and an open mind. The three reports argue convincingly that humans burning fossil fuels, combined with deforestation, are primarily to blame for global warming.

Our planet is showing the effects. Glaciers are shrinking. We’re seeing more droughts and oddball climate events with the result being massive and expensive damage to the world and the people who live on it. The evidence is there to suggest that global warming is a big and growing problem.

And the costs? We can surely make an economic case for doing something about reducing our contribution to climate change.

Tally up payouts by taxpayers and insurance companies to compensate for losses and for repairs to personal property, communities and infrastructure in the wake of catastrophic climate-related events.

According to a National Hurricane Center report, 2011’s Hurricane Sandy caused

Don’t Insult The Audience 72 deaths and did an estimated US$50-billion in damage. Hurricane Katrina, notes the Associated Press review of the report, caused US$128-billion in damage when adjusted to 2012 dollars. Hurricane Andrew in 1992 caused the equivalent of US$44-billion.

Perhaps man-made global warming had little to do with US$200-billion in destruction from just three hurricanes. But the facts show, as the New York Times notes, “annual emissions of greenhouse gases have risen almost twice as fast in the first decade of this century as they did in the last decades of the 20th century.” Connect the dots.

Today, we’re on the cusp of raising the earth’s temperature by more than 2.0C above the pre-industrial level. “Beyond that increase, the world could face truly alarming consequences,” noted the NYT in its review of the IPCC reports, adding that the “world has only

about 15 years left in which to begin to bend the emissions curve downward.”

Climate change deniers are willing to gamble that all this is caused by sun spots or the regular rhythms of the planet or Justin Bieber’s alleged pot smoking on airplanes. Not me. Based on what I have read, humans carry significant blame for warming the planet.

So we need to act, and this is where you and I are not helping. Truck sales in Canada are booming, up 7.2 percent this year alone after a record year in 2013. So far this year, light trucks accounted for 61 percent of all the new vehicles sold to Canadians. We are bingeing on trucks, and sales of the biggest of them all — large pickups — have exploded.

Meanwhile, sales of the Toyota Prius, one of the cleanest and most reliable vehicles ever, were down 36.5 percent last year. Toyota also sold a grand total of 212 Prius plug-in hybrids last year and Nissan sold just 470 Leaf battery cars. In fact, sales of gasoline-electric hybrids accounted for less than 0.5 percent of all vehicle sales in 2013.

The number of all-electric cars is so small, it’s not even worth mentioning as a percentage of the 1.7 million new vehicles Canadians bought. And these trends continue in 2014.

Subcompact sales are down 10.5 percent, despite the fact almost all of the ones for sale are really good, really fuel-efficient cars.

So, here’s my plea: Please buy only as much car or truck as you really need. Minimize your automotive footprint. If you’re rich, get one of the fancy new hybrids or allelectric cars coming to market. Encourage car companies to bring clean, lightweight, efficient vehicles to dealer showrooms and in big numbers at affordable prices. Support these efforts wherever and whenever you can and cheer on clean energy production — solar, wind, nuclear. Shun coal-fired electricity.

Me? I support a national carbon tax, and global cap and trade schemes. Given this issue is filled with supercars, most will brand me a heretic. We can chat about it tomorrow, as I drive you to the airport in a Prius cab. s

S:7.375”

THE 2014

NORTH AMERICAN TRUCK OF THE YEAR

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S I L V E R A D O. T R U E N

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1

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BEST PICKUP WARRANTY COVERAGE IN CANADA - 160,000 km 60,000 km MORE THAN F-150 AND RAM.

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CHEVROLET COMPLETE CARE: COMPLIMENTARY OIL CHANGES 2 yr/40,000 km

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R T H S T R O N G.

1. 2014 Silverado 1500 EcoTec3 5.3L V8 engine fuel consumption ratings are based on GM testing in accordance with approved Transport Canada test methods. Competitive fuel consumption ratings based on Natural Resources Canada’s 2013 Fuel Consumption Guide for WardsAuto.com 2013 Large Pickup segment and latest available information at the time of posting. Your actual fuel consumption may vary. Excludes other GM vehicles.

2. Based on Wardsauto.com 2013 Large Pickup segment and latest available information at the time of posting. Maximum trailer weight ratings are calculated assuming base vehicle, except for any option(s) necessary to achieve the rating, plus driver. The weight of other optional equipment, passengers and cargo will reduce the maximum trailer weight your vehicle can tow. See your dealer for additional details.

3. Whichever comes first. See dealer/manufacturer for details. Based on Wardsauto.com 2013 Large Pickup segment and latest available information at the time of posting.

4. Whichever comes first. Limit of four ACDelco Lube-Oil-Filter services in total. Fluid top-offs, inspections, tire rotations, wheel alignments and balancing, etc., are not covered. Additional conditions and limitations apply. See dealer for details.

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