TRQ | Volume 1 | Issue 3

Volume 1 | Issue 3

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TRQ SAVVY

Driving To A Cleaner Tomorrow

TRQ TEST 2021 Honda Rebel 1100

TRQ Electric 2021 Ford Mustang Mach-E

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TIPPING IN

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DAN HEYMAN EDITOR IN CHIEF | TRQ dheyman@vicariousmag.com

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s you can tell from the cover, in this issue of TRQ, we have a review of the all-new Ford Bronco.

It is a very cool take on the legend that debuted about year after the Mustang did and it does well to separate itself from the Bronco Sport we talked about in our second issue.

while I initially thought electrification would hurt its off-road chops, it hasn’t, really. In fact, the argument can be made that it’s actually helped the 4xe perform in the kinds of conditions Jeep people have come to know and love.

All that being said, though, I’m going to say this: it doesn’t matter I am a big fan of it – me, and a whole that Ford hasn’t so far released an heck of a lot of other people I’ve electrified Bronco. spoken to, read and watched – but I was surprised to find just how much The Bronco is pretty much the defihandwringing came with its arrival nition of a “halo” vehicle; that is to say a vehicle that draws people into (after many delays) to dealers. a manufacturer’s showroom, one It should come as little surprise that is the mega of a certain aspect that the lion’s share of said hand- – in this case, AWD SUVs and wringing has to do with the fact crossovers – of their line-up. that it hasn’t arrived with a hybrid powertrain of any kind – no mild If they needed the Bronco to be a hybrid, no plug-in hybrid, no EV vehicle to showcase their chops in version. According to what I’ve seen, the world of electrification, then that is a major travesty and much of they would have done so. But they it stems from the fact that Ford has already have the Mach-E for that. gone so all-in on EVs lately with the I like the tack they took with the likes of the Mustang Mach-E and Bronco because with the retro F-150 Powerboost hybrid pickup. styling, no-bones-about-it offOf course, that isn’t really a “Ford” road worthiness and that classic thing; that’s an “industry” thing as nameplate, it reminds me of when governments continue to mandate vehicles served a more singular no internal-combustion (ICE) sales purpose, when they didn’t have to by x year and so on. Ford, like every be all things to all people and didn’t other manufacturer out there, has have to bow too heavily to governto abide by those rules or they are ment mandates. It’s like a teleport back to a simpler times, but with dead in the water. a surprisingly hi-tech interior that Then there’s the fact that the places it just the right amount in Bronco’s biggest competitor – the the past and present.

Jeep Wrangler – recently received the electrification treatment with Far as I’m concerned, vehicles like the arrival of the 4xe variant. I’ve the Bronco need to be celebrated driven that vehicle, and I was just the way they are. No more, no pleased with it mainly because less.

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A RACING MIND

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STEPHANIE WALLCRAFT CONTRIBUTOR | TRQ

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ithout marshals, there is no But racing resumed the next day. motorsport.

Why? Because the rest of the British Automobile Racing Club’s Plenty of things in this world can volunteer marshals on duty that be automated and replaced, but weekend returned trackside so that in the high-stakes world of raceit could happen. track safety, a human presence will always be required.

As of this writing, we still don’t Marshals carry many roles on their even know the late marshal’s shoulders: observers, communi- name. But we know the names of cators, referees, first responders. some of the others who were lost Every single situation they’re faced in similar circumstances. Three with is unique in some way, and especially high-profile incidents in they call on years or even decades Canadian racing history come to of experience to respond fearlessly mind. Without rehashing the tragic while making split-second deci- events, we can remember them by sions that keep those around them their names: Gary Avrin of Calgary (Molson Indy Toronto, 1996); Jeansafe and regularly save lives.

Patrick Hein of Montreal (Molson What’s more, they do it with little Indy Vancouver, 1990); Mark expectation of reward. Racing driv- Robinson of Montreal (Canadian ers carry the highest risk in the sport, Grand Prix, 2013). to be sure, but they do what they do for glory, adrenaline, competitive Every marshal who signs up for desire, and if they’re lucky, perhaps the job knows the risks involved. an athlete’s salary. Members of pit And every one does it anyway out crews do what they do to hone their of sheer passion for the sport and engineering expertise, to play a key knowledge that the show couldn’t role in a team environment, and if go on without them. they’re lucky, to call their passion for automotive performance a full- They also quickly find themselves part of a tight-knit community of or part-time job. like-minded racing enthusiasts, Marshals are the next closest who spend many of their summer participants to the on-track action. weekends together keeping the They’re almost always volunteers, racing going by day and enjoyand they do what they do to keep ing camaraderie and fireside chats the sport they love alive, gain lowerin the evenings. It becomes their cost access to races, and if they’re version of camping and cottaglucky, get handed free sandwiches ing, except instead of the sound of and apples each day for lunch. paddles slicing through lakes, their And yet, we’re sometimes reminded days are filled with the cacophony that the sacrifices made by marshals of high-revving engines. can be just as great as for racing’s other participants. The most recent Next time you’re trackside, be reminder, as this story is published, sure to thank your marshals, and took place during a classics event at perhaps consider offering them Brands Hatch circuit in the United something more in gratitude. It’s Kingdom in late July. Two cars thanks to them that the rest of us collided on the start-finish straight, can go to the races at all, and they and one of them became airborne ask for very little in return. But they and struck a marshal’s post, claim- sure as heck deserve a lot more ing the life of a volunteer marshal. than a couple of soggy sandwiches.

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Driven to explore is who we are. Our mission is to deliver a full dose of pure automotive adrenaline every day, filled with the world’s best photography and stories from our award-winning and sometimes irreverent contributors. Your best life happens in the corners and we’ve got the stories to prove it!

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CONTRIBUTORS

BENJAMIN YONG Benjamin Yong is a freelance writer and longtime Automobile Journalists Association of Canada member hailing from Greater Vancouver. He’s usually found either putting pen to paper, writing about everything from vehicles and tech to food and travel, or tinkering on one of his cars — a Gun Metallic 2016 Nissan Micra (fivespeed, of course) and a Classic Red 1990 Mazda MX-5 Miata. Got a question or just want to say hello? Drop him a line on social media: Twitter (@b_yong) and Instagram (popuplights).

MATTHEW NEUNDORF Ever since he can remember, Matt has been obsessed with everything motorized. He was licensed to drive within seconds of legality and his first vehicle was a custom built, small-block Chevy powered S-10 Blazer that he and his dad helped put together.

From building his own Triumph cafe racer to seeking out adventures near and far, Matt is always looking to test the limits of his riding abilities on all sorts of terrain. And when a trip to some far off land comes on his horizon, he’s always angling to incorporate a bike, whether its his or someone else’s. And while it’s clear that two wheels truly stir his soul, he still has a soft spot for cars with a performance bent.

STEPHANIE WALLCRAFT Stephanie Wallcraft is a multiple award-winning automotive journalist and is the President of the Automobile Journalists Association of Canada (AJAC). She was raised by an auto worker and spent her childhood honing her affinity for all things fast on four wheels in the grandstands at the Molson Indy.

Today, she can most often be found either breathing ethanol fumes in grimy pit lanes, camping her way across Canada on road trips with her daughter, test-driving new vehicles in far-flung locales, or -- very occasionally -- relaxing at her home in the west end of Toronto.

JAMES KERR An auto “nut” since the time he could walk across the farmyard, James has followed his mechanical interests working as a Master Automotive mechanic, teaching new and experienced mechanics how to diagnose and repair vehicles for nearly 40 year and writing about automotive technology for over three decades in trade magazines and newspapers. Motorcycling is also a passion, learning to ride at the age of 6 and he has never been without a motorcycle since.

KELLY TAYLOR Winner of multiple awards, including twice as Canadian Automotive Journalist of the Year and the recipient of the 2015 Gold Medallion and Best in Newspapers award from the International Automotive Media Competition, Taylor’s passion is everything automotive.

Kelly took over and automotive section from an editor who didn’t drive, and hasn’t looked back since. He’s moved on from editing to writing and loves the freedom unshackling from the desk provides.

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CONTENTS 6 | Tipping In

Dan Heyman

8 | A Racing Mind

Stephanie Wallcraft

12 | Contributors 14 | TRQ Savvy

Driving To A Cleaner Tomorrow

16 | TRQ Test

2021 Ford Bronco

22 | TRQ Gear

Jeep vs Ford vs Honda

32 | TRQ Test

2021 Honda Rebel 1100

38 | TRQ Electric

2021 Ford Mustang Mach-E Review

44 | TRQ Test

2021 BMW M3

50 | TRQ Quick Take

EDITORIAL & CREATIVE DIRECTOR JEFF VOTH jvoth@vicariousmag.com EDITOR IN CHIEF DAN HEYMAN dheyman@vicariousmag.com EDITOR AT LARGE MATTHEW NEUNDORF mneundorf@vicariousmag.com EV EDITOR AT LARGE STEVEN BOCHENEK sbochenek@vicariousmag.com

Roadtripping Made Easy

26 | TRQ Head to Head

Our Team

CONTRIBUTORS DAN HEYMAN STEPHANIE WALLCRAFT KELLY TAYLOR BENJAMIN YONG STEVEN BOCHENEK MATTHEW NEUNDORF DESIGN & LAYOUT JENNIFER ELIA

2022 Hyundai Santa Cruz

56 | The Overrun TRQmagazine.com TRQ is published four times per year by VICARIOUS. No part of this publication may be copied or reprinted without the expressed written consent of the publisher.

The views expressed by the contributors are not necessarily those of the publisher, editors and staff.

COVER PHOTO: | DAN HEYMAN 2021 FORD BRONCO

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SAVVY T

he echoes of EcoMonth, the Automobile Journalists’ Association of Canada’s (AJAC) annual exploration of fuel efficiency and sustainable driving, had barely begun to fade when the United Nations issued its “code red for humanity” report on climate change.

The UN report suggests that may not be early enough, as it points to global temperatures breaking through the Paris climate accord’s 1.5-degree global warming limit in the 2030s, with some of the scenarios in the report predicting a two-degree rise.

Looking back, with that UN report hanging over us, Yet the move to EVs is not something that can turn it raises the question: is better fuel economy from on a dime: the International Energy Association internal combustion engines going to be enough? forecasts that societies will need one fast charger for every 10 EVs. If we started from zero and went It has to be. to full EV adoption in 2035, that’s about 170,000 fast chargers (Canada’s annual vehicle sales total Electric vehicles, and the infrastructure to support about 1.7 million). Of course, by 2035, we’ll have them, are making significant leaps, in range, in long- more EVs than simply those sold that year, and we’d trip drivability and in charging time, but headlines need to add chargers by that rate every year. about superheated battery fires taking out entire houses — when all the car was doing was sitting That suggests the need to, through a combination in a garage — and ongoing misconceptions about of energy savings and new construction, boost electheir practicality all mean they’re not quite ready for trical capacity to nearly 1.5 times today’s amount. Of course, it only makes sense to do so cleanly, which prime time. is most efficiently done with hydro. The timeline for Canada has set 2035 as a target date for a zero- developing such generating stations is measured in emissions mandate, meaning the federal govern- decades, not years. ment’s goal is to have 100 per cent of new vehicles If you don’t think climate change is real, then cities sold be powered by batteries or hydrogen fuel cells such as Seattle, WA, Portland, OR and Vancouver, or by some other technology that’s not yet a gleam BC -- which are all suffering a second wave of 38 in an engineer’s eye.

C-plus heat waves as this is being written -- would like to have a word with you. Wildfires in Greece, California and Canada are wiping out entire towns and vast stretches of forest.

Yet while there remains, by necessity, time between now and adoption of a zero-emissions lifestyle, there are things we can do to help: 1. Right-size your fleet: Look, I’m not going to browbeat you over having a pickup truck, but if you don’t REALLY need one, do consider alternatives.

DRIVING TO A CLEANER TOMORROW Story

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If your need for a truck is towing a camper to and from your seasonal camping site — in other words, twice a year — it may be in your interests to hire someone to do that and drive a more efficient vehicle. Renting a truck for a couple hundred bucks for those odd moving jobs, as opposed to paying $150 to fill up 52 times a year, is also a significant saving.

Kelly Taylor

cles after just a few miles of highway driving — they need braking to recharge — so his insistence on driving, hybrid or not, was nothing more than illconsidered virtue signalling.

7. If you’re buying a new vehicle, at least do an analysis of whether an EV is right for you. Don’t simply dismiss it out of hand. If it’s a second vehi2. Consider a plug-in hybrid: you’re never stranded cle and will be used primarily for commuting, an EV if you run out of electrical juice and most days, you might be a good choice. won’t burn any gas at all.

8. Do you really need to live in the suburbs?

3. Plant a tree: deniers will crow that carbon dioxide Again, not going to browbeat you on your lifestyle is plant food, and they’re right, to a point. However, choices, but urban planning can, and will, play a role deforestation — both manmade and through those in all our carbon footprints. If you can live somecountless wildfires — has left the planet with fewer where you only need to drive when you want to drive, trees than needed to convert all that carbon dioxide you’ll walk more, be healthier and be more engaged into oxygen. (If we had enough trees, we wouldn’t in your neighbourhood. All while reducing your load be in this problem.) on our planet’s atmosphere.

4. Learn to drive more efficiently: this doesn’t Climate change is real: farmers on the Prairies see it necessarily mean slowly, but smooth acceleration, in their parched fields, residents in B.C., California, steady-state cruising (not being on and off the gas Oregon and Greece see it in the carbonized ruins pedal like a drummer on his bass drum pedal) and of their homes. Deniers will say there’s nothing anticipating the need to slow down or the ability to we can do about it, that climate moves in natural maintain speed all can reduce your fuel bill and your cycles. Climate does move in natural cycles, but it’s carbon footprint. only since the industrial age has it accelerated as 5. Lobby your elected officials to attend carbon- quickly as now. fighting international conferences virtually: it makes no sense for politicians to burn hydrocarbons to fly in private jets to places where they can hold photo ops telling us not to burn hydrocarbons.

6. Don’t be an Ed Begley, Jr.: On one episode of his Living with Ed (2007-2010), he insisted the planet would be better off if he drove his Toyota Prius from L.A. to a green-living conference in Reno instead of flying in a plane that was going there anyway. Of course, hybrids revert to being gas-powered vehi-

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TEST 16

2021 FORD BRONCO Story and Photography

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Dan Heyman

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fter what feels like eons of waiting due to delays – microchip-related, pandemic-related, act of God related, you name it – the Ford Bronco has finally made landfall in Canada. Not the unibody Bronco Sport, mind, but the body-on-frame Bronco, minus the Sport.

as both a convertible and hard-top and has since gained quite the cult following. The models in Zoolander drove one, a certain notable athlete was quite publicly chauffeured in one and even famed one-time Ford rallyist Ken Block had one custom built for his wife.

It shares a platform with Ford’s Ranger pickup, but unlike that truck the Bronco gets two engine options – a four-cylinder and a six-cylinder, both turbocharged, measuring 2.3L and 2.7L, respectively – whereas the Ranger makes do with the fourbanger only. Power is rated at 300 horsepower and 325 lb-ft of torque for the 2.7L four-banger, and 330 hp and 415 lb-ft for the V6. Available transmissions are a seven-speed manual – yes, you read that right! – and 10-speed auto, although the manual is only available when paired with the four-cylinder.

Ford obviously knows about all this because this new Bronco is an absolute feast for the eyes especially when equipped with the 35” tires and wider fenders that some of the more hardcore trims get as standard (there are six trims in total, ranging from $40,499-$56,494 for the two-door and $45,499-$59,994 for the four-door). Whether in two-door or four-door form, the Bronco has presence for days.

If you know anything about the old Broncos, you will recognize many bits; the headlight lenses, grille But we’re getting ahead of ourselves. What is this and most obviously, the big “BRONCO” scripting non-Sport Bronco all about? across the front grille. That’s just one of the grille types; there are a few to choose from. It’s all taken Well, on the surface, it’s a rebirth of a legend that to the nth degree here, though; it’s like everything first got its start in 1966, not long after another that made the original Bronco what it was, has been famous Ford – the Mustang – made its debut. expanded here, almost to cartoonish levels. Not In many ways, the Bronco is very much like the that I mind; it’s wide, bright and large and in charge.

Mustang; it was more of a – if I may – workhorse than the Mustang was but the kids loved it, it came In fact, even though that like the Jeep Wrangler –

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the two are inextricably linked, and likely will be for as long as they’re on this earth – it has a barn doorstyle tailgate (with an also-opening glass partition), a big-tired off-road version, a manual folding soft top on five-door models and removable body panels, the Wrangler – even in Rubicon form -- is the tamer-looking of the two.

use as a result. There’s also a digital gauge cluster, 360-degree backup cam and Ford’s latest SYNC infotainment as well as Apple CarPlay and Android Auto.

It’s also surprisingly tech-laden inside the Bronco.

The infotainment display measures in at 8- or 12 inches and becomes a handy forward and downfacing camera that automatically activates when you select 4 low or the Rock Crawl, Mud/Rut or Baja drive modes. That way, you can more easily see the rocks, branches and ruts you come across while off-roading in hi-def and pass safely over them.

I’ve sampled other off-roaders that have tech like this but the size of this particular display adds to its effectiveness, and I found it a little more natural to

We’ll get to the off-road characteristics in a minute, but it’s actually the Bronco’s on-road attitude that was almost more of a highlight for me.

Regarding the tops: four-door models come standard with a soft top, while the two-door truck gets a hard top. Both look fine, but I found the hard topStepping inside, there’s also a whole loadout of equipped two-door to be the louder truck of the blocky bits. From the shifter to the broad dash two on the highway, likely a result of the fact that ahead of you and the hand-holds wrapped in there are more surfaces for noises to bounce off Day-Glo orange (not to mention the optional digital of when you have the hard top. Also note that at camo look on the seats), it’s an event inside. Hard the time of writing, Ford has promised to replace all to miss the big “BRONCO” scripting ahead of the hard tops on the Bronco due to an issue with water passenger; kind of like what’s done in the Mustang, and humidity. No word as to how long that’s going just expanded. to take.

It was more of a highlight because for all the things the Wrangler is – cool, hip, cultish, ultra-capable off-road – it is far from a regal ride on the highway.

Or even the cityway. Jeep has remedied that a little with the introduction of the 4xe hybrid, but if the Bronco is going to pull buyers away from the Jeep, being able to show and prove on more “normal”

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roads will do it many favours and for all its toughness, the way the Bronco acts on the highway is much closer to your traditional SUV than the Wrangler is.

Bumps are better metered out, it’s quieter (but is still very square-shaped; you’re going to have wind noise) and since the engine is turbocharged, it’s a heck of a lot quieter than most of the engines the Wrangler comes with. Further than that, the Bronco somehow just feels that much more drumtight than does the Wrangler, even though it has all those Jeep-like removable panels and soft tops.

Actually, in Sasquatch form (that’s an option package available on all trims, and comes standard on the Wildtrak), the Bronco does one better by allowing you to pop off the fender flares like those tearoff Adidas pants college athletes used to wear.

Ford has provided that option because it knows that for all its on-road comfort characteristics, those that buy the Bronco are going to want to off-road it and they’ll gladly sacrifice some mud-stained trousers for fenders that don’t get in the way when it comes to moving through tight, rocky trails – all the better to see the tires with.

We spent plenty of time off-roading these during our drive, including a hood-deep water feature to test the truck’s claimed 33.3” fording (Ford-ing?) depth. Plowed through that baby just fine, did the

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Bronco, as it did the off-camber “moguls” during another part of our journey.

It was here that we really got to see the effects of the disconnecting stabilizer bar, which comes as standard on the Badlands trim. We were instructed to perch ourselves atop of the moguls, leaving a wheel in the air and hitting a button mounted atop the dash to disconnect the sway bar. Once done, we felt the entire chassis relax and the truck drop down as it settled more comfortably on the terrain.

It’s a very unique feeling and once done, the Bronco could scamper across the loose terrain completely uninhibited and feeling pretty unstoppable.

In addition to that, we tried the Trail Turn Assist feature which, when activated, brakes the inside wheel while turning, thereby shortening the turning radius. It’s an eerie feeling to be sure you’re going to clip that tree trunk during a turn, only to have the rear brakes step in and swing you ‘round. You’re not going to get any Ken Block-style pivot-on-the-spot moves, but when attempting certain ultra sharp turns on our off-road course, it was a big help. The feature, of course, makes morse sense for the fourdoor, whose wheelbase measures 2,949 mm to the three-door’s 2,550 mm. Which, by the way, has the three-door feeling quite a bit more agile than the four-door.

Most of this falls under the auspices of the HOSS suspension system, which stands for “hi-speed off-road stability suspension” and makes use of independent suspension up front and a solid fivelink rear axle; the former is what the Ranger pickup gets, while the latter is unique to the Bronco. As a result, the Bronco is covered for any kind of terrain (its “GOAT” drive mode nomenclature means “goes over any type of terrain”, after all) and as result, should be adaptable to a number of different driving styles and vehicle use cases.

and Lux – that you can get on the various trucks and it all gets a little confusing. I think they could have trimmed all this a little to make the buying process a little easier as it’s asking customers to do a little more trim-walking than they might otherwise.

Of course, once all that is done, they will be treated to one heck of an off-road vehicle. It’s not a Ford Wrangler but then, it doesn’t have to be because as much as these two are variations on a theme, they are surprisingly different in one important way: the Bronco is the newer vehicle, and it feels it. With it’s one-pedal off-road driving option (set the cruise …but is it too many use cases? control while off-roading, and all you have to worry There are those six available trims, and when you about is the steering), Trail Turn Assist, big infocount the two body styles that number stretches to tainment display and so on the Bronco is the more 12. Then, throw in the Sasquatch package (17” black digitized of the two, the Wrangler more analogue beadlock capable wheels, off-road tires, e-locker and old-school and for certain buyers and off-roadfront and rear axles, special Bilstein-equipped high ers, that’s right on the money. Off-road and funclearance suspension, fender flares) and the fact vehicle enthusiasts should just be happy that these that there are three additional packages – Mid, High both exist.

2021 FORD BRONCO

Price range: $40,499-$56,494 (two door), $45,499-$59,994 (four-door) Configuration: front engine/all-wheel drive Engine/transmission: 2.3L turbo four-cylinder/2.7L turbo V6, ten-speed automatic or 7-speed manual Power/torque: 300 hp/325 lb-ft of torque (I4), 330 hp/415 lb-ft (V6) Combined fuel economy ratings (L/100 km): 11.7/10.7/11.2 (I4 auto), 12.8/11.6/12.2 (V6) Competitors: Jeep Wrangler, Toyota 4Runner

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GEAR 22

ROADTRIPPING MADE EASY Story

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Benjamin Yong

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e’re at the height of road trip season, and this year travelling by automobile is particularly prominent given the current health climate. Make sure you don’t leave your garage without some of the following gear to make the most of the journey.

WORX 20V POWER SHARE PORTABLE INFLATOR Nothing will deflate a holiday quicker than a flat tire.

The Power Share helps get you rolling quickly due to its high capacity 20V, 2.0Ah MAX lithium-ion battery able to fill four standard 17-inch car tires on a single charge, each one from 0 to 36 PSI in just over four minutes. Especially handy is the ability to pre-set a pressure rating — the unit automatically shuts off when the desired number is reached.

Weighing less than three pounds, there’s an ergonomic handle right on top as well as an adjacent bright LED work light that doubles as a flashing red or yellow emergency light. For the outdoor enthusiasts, the onboard storage compartment stores a variety of adapters to inflate sports balls or watercraft.

THERMAPEN ONE The tailgating cookout game is about to be changed forever with the launch of ThermoWorks’ Thermapen ONE, the world’s first one-second instant-read smart thermometer. Never wonder if wings or burgers are safe to eat again: inserting the flip-out probe provides a near-instant readout of the temperature, in Celsius or Fahrenheit, on the self-rotating, backlit LCD display.

Afterwards, just rinse it out under the tap as the housing is fully IP67 waterproof. A single AAA battery powers the device, which has a sleep/ wake mode to conserve energy, up to 2,000 hours.

Available in 10 different colours.

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SURECALL FUSION2GO 3.0 RV Nothing beats hitting the road in the comfort of a recreational vehicle. Sometimes, though, when taking the route less travelled cell reception may get spotty. Not if you have the Fusion2Go 3.0 installed, however. Optimized for RVs, the signal from 4G LTE and 5G phones, tablets and hotspots is boosted via a two-fold increase to transmission strength even in remote areas like campsites, minimizing dropped and missed calls and connectivity issues. Works with all North American carriers.

The box includes the booster, interior and exterior antennas, coaxial connection cable and power adapters, and buyers enjoy a three-year warranty and lifetime US-based tech support.

MYGEKOGEAR SOLARST While automakers have had to legally include backup cameras on all models sold in the U.S. and Canada following 2018, it leaves a lot of cars out there reversing blindly. Retroactive install is often cost prohibitive, but the myGEKOgear offers an affordable bolt-on alternative.

The SOLARST is comprised of a dash-mounted 4.3-inch colour display, complete with parking guide lines, and a solar-powered and adjustable cameraequipped license plate frame that communicate to each other wirelessly. The camera can run continuously for approximately seven hours between full charges.

SHERPA 100 AC NOMAD OFFICE KIT In today’s work-from-anywhere environment, there’s no longer an excuse to miss an important deadline or reply to an important email even when you’re out and about. This kit by portable energy specialists Goal Zero bundles the Sherpa 100AC power bank and Nomad 20 solar panel.

The former is capable of charging pretty much anything that plugs into a wall outlet or USB port, and even mobile devices that don’t have to thanks to a built-in Qi wireless charging pad. If you’re in the wilderness when the juice runs out, connect the latter fold-out solar panel designed to fully top-up the Sherpa in seven-and-a-half to 15 hours, depending on factors such as elevation, temperature, position to the sun, etc.

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HEAD TO HEAD 26

JEEP VS FORD VS HONDA Story & Photography

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James Kerr

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here has never been a wider selection of pickup trucks on the market. Deciding on a full-size truck, compact model or one sized in-between is only one of the decisions to make when shopping.

There is a truck to fit every need and you don’t have to forego fuel economy just because you need a truck either. The Jeep Gladiator, Honda Ridgeline and Ford F-150 may be three very different trucks, but they all offer fuel saving models.

of up to 30 inches and simple yet very effective and 5-link suspension front and rear, the Gladiator has rugged off-road capability. I was impressed by how well this rugged off-road suspension smoothed out highway bumps and dips as well.

Jeep’s third generation 3.0-litre turbo EcoDiesel engine coupled with an eight speed automatic transmission and part-time two-speed 4x4 transfer case put that diesel torque to the ground. With Base pricing for these three trucks is reason- a rating of 442 lb-ft torque, the 3.0-Litre EcoDiesel ably close. The Ridgeline Touring model starts at feels even more powerful, with instant and easily $44,355, while the Gladiator Overland model starts controllable power at any speed. Passing another at $52,245. The F-150 Lariat base price is $55,795 vehicle on the highway was as effortless as climband adding options including the hybrid powertrain ing an off-road hill. Fuel economy on the highway brings the as tested price to $80,085. The Gladiator is rated at 8.5 litres per 100 kilometres and I was was not far behind, with the diesel powertrain and pleased to see that I could easily better this over an other options increasing the price to $76,210. extended distance.

The Honda Ridgeline Touring was the value leader, with options and fees making the price as tested Honda’s Ridgeline was introduced in 2005 as a $54,488. So let’s see what you get for your dollars. 2006 model and the second-generation Ridgeline was introduced as a 2017 model. The 2021 Starting with the Gladiator, here is a pickup that Ridgeline is equipped with a 3.5 litre direct injected will take you anywhere you want to go. With ground V6 gas engine putting out 280 horsepower and clearance of 11.1 inches and water fording capability 262 pound-feet torque. Coupled to a nine-speed

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automatic transmission, the Ridgeline’s intelligent all-wheel-drive system primarily drives the front wheels but instantly vectors torque to any wheel to suit driver demand and driving conditions. To economize on fuel, Variable Cylinder Management will deactivate engine cylinders under light loads and features idle stop to turn off the engine when sitting at a stop light. I did notice an occasional momentary vibration when the idle stop feature automatically restarts the engine but it was almost impossible to tell when the engine was deactivating cylinders. This is the most SUV-like pickup truck with its unibody construction and composite bed.

Smoothness and refinement along with fuel economy provide the Ridgeline with a combined fuel economy rating of 11.5 litres per 100 km.

combination. Putting out 430 hp and 570 lb.-ft torque, it is also the towing leader with a 12,700 pound towing capacity. Honda has a 5,000 lbs. tow capacity and the Gladiator, when equipped appropriately is about half-way in between.

On the road, the F-150 feels quick. The faster you go, the faster it seems to accelerate. The hybrid operation is seamless and it is almost impossible to tell when it is switching powertrain modes unless you look at the power display in the information centre. The ride is smooth and extremely quiet – best of the bunch. The 4wd F-150 Hybrid has a 10-speed automatic transmission and shifts are seamless. Accelerate and the transmission will instantly downshift several gears for best acceleration. Combined fuel economy is rated at 9.8 litres Ford’s F-150 Powerboost Hybrid is the power leader, per 100 km and I could also better this with easy with a 3.5 litre V6 gas engine and electric motor driving. If you need to haul big loads but still want

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good fuel economy, the F-150 Hybrid is the best choice of these three.

Altitude model, equipped the colour-matched hard top. This top has two front panels that can quickly be unlatched and stored in the back. For that real When it comes to interior space, The F-150 wins open-air experience, the rear roof section can be out as well. There is room to stretch out in this crew unbolted and the doors come off in a few minutes cab pickup. The truck sits high, but the power acti- with the removal of a couple bolts and wiring vated running boards made getting in very easy. harness clip.

The Gladiator also sits high, but the door openings are small. If I stepped on the running board, I had to The Honda Ridgeline’s most notable feature has crouch to get in the door. If I tried to step in from to be the “trunk” in the box. The tailgate can be the ground, it was a very high step. Once inside the dropped down or swings open sideways to access Gladiator, there is good interior space. The Ridgeline the box. With the touch of a release, the lockable was the easiest to get in, making it a great choice “trunk” lid that is flush with the box floor lifts up when you have lots of errands to run. The rear seat to reveal a very large storage compartment. Seals legroom is slightly snug for large adults but the around the edge keep dirt and moisture out but smaller overall size makes it much more convenient there are also drains in the bottom if you want to to park. wash the compartment out. Some may wonder about the strength of the composite box mateI hate vehicle descriptions that say there are too rial but I have witnessed a load of rocks dumped many features to list, but when it comes to these from a height into a Ridgeline box with no dents or trucks, that is the truth. You could write a book just structural damage. This is a tough truck box. Paddle describing all the options and features available. shifters for the nine-speed automatic transmission All these models have comfortable seats with seat and a 60/40 flip-up rear seat for hauling additional heaters and leather trim, large touchscreen central cargo are other features found on the Ridgeline. displays to operate features and monitor systems and each is equipped with an impressive sound For the F-150 Hybrid, the option list is long, as indisystem. There are seven Jeep Gladiator models cated by the “as tested” price. The most notable available. We spent time in the more luxurious High feature has to be the 7,200-watt integrated genera-

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tor with multiple 110 volt outlets and even a 220 volt outlet. Power when you need it wherever you need it. Other features such as the tailgate step, power up and down tailgate and running boards, a console shifter that folds flat so you can create a work surface with the centre console and 360-degree camera views are but a few that make the F-150 so easy to live with. For those that tow, the Pro Trailer Backup Assist is a great feature.

If I won the lottery, I would have all three of these trucks in my driveway. The Ridgeline is perfect for the city and comfortable on the highway. It would suit 80 per cent of my driving and towing needs.

The Gladiator is the truck I need when exploring new terrain, running out to the pasture to check the cattle or hauling equipment to a remote cottage.

The F-150 Hybrid has the power – electric power to run your house, power tools, a refrigerator and anything else that might need remote power. It also What can you say about the Jeep’s styling? Its has the power on the road to haul heavy loads. When seven-slot grille and boxy shape are familiar to I need to trailer a car or move the house trailer to generations of owners and non-owners alike. the lake, the F-150 would be my choice. Picking just “Utilitarian” is the best way to describe Jeep styling one truck would be a difficult choice. Now I have to and owners love it. Many customize their Jeeps with decide how important that other 20 per cent of my a plethora of available options, but the basic Jeep driving needs are. Which would you choose? styling remains unchanged. Long may it remain so.

The Ridgeline has a new front-end styling for 2021 and I think it is now the best looking truck on the market. With the new Radiant Red Metallic II colour, black grille and body moldings, the Ridgeline looks bolder, sporty and classy. It is equally at ease hauling a load of topsoil for the garden or transporting friends to a concert.

The F-150 Hybrid is big. Of course, all makes of fullsize trucks are big, so this shouldn’t be a surprise.

The wide and tall grille emphasizes the big powerful look. Prominent Blue Oval emblems on the grille and tailgate make it impossible to mistake this for anything but a Ford. Big outside, the F-150 is roomy inside, too, with space and styling befitting a luxury limousine. The dash and interior design are the best of the group, with a quality look and feel to all surfaces.

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TEST 32

2021 HONDA REBEL 1100 Story & Photography

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Matthew Neundorf

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he strangeness fades almost immediately, but it never goes away. At least not entirely. Muscle memory from nearly twenty-five years of riding has become instinct: I know there is no clutch to grab or gear lever to shift, but my left appendages just aren’t convinced.

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The 2021 Honda Rebel 1100 is one of four current Honda motorcycles to be fitted with their dualclutch transmission (DCT) available in the Canadian market. And, despite that recurring strangeness (and my devout love of manual transmissions in general), I think it’s absolutely genius.

THE SHIFT MOTOR ACTS IN PLACE OF YOUR LEFT FOOT, ROTATING THE SHIFT SPINDLE TO ACTIVATE THE SHIFT DRUM AND ACTIVATE A GEAR

WHAT IS A DCT?

Normal, fuel efficiency is strived for, so short-shiftSimilar to the paddle-actuated transmissions found ing is the name of the game. Should you decide in many of today’s performance cars, Honda’s DCT to take things into your own hands, manual mode swaps cogs with lightning-quick efficiency. This can be selected so that all of that shifting happens is because, as Honda puts it, “before actual gear when you want it to, via triggers on the left side of shifting operation begins, the system automati- the bike’s bars. Best of all? Those triggers can be cally prepares itself for the transfer of drive power called upon at any time, even when riding in autobetween gears by starting up the rotation of the matic mode, should you want. gear to be changed to. Its two independently actuated clutches then smoothly transfer rotation speed WHY SHOULD I CARE? from one gear to the next without zeroing out the In a performance-focused car like a Porsche 911 or Lamborghini Hurácan, the benefits of a DCT are drive force transmitted to the rear wheel.” clearly observable in quickness, lap times and fuel What that means to you as a rider (or a passen- economy. However, many enthusiasts -- myself ger) is an extremely quick and smooth transition included -- feel that the loss of a third pedal and between ratios. Since the next cog to be called upon shifter robs much of the dynamic connection is already spinning at its optimal speed before being between driver and vehicle. Well, that just isn’t the engaged, regardless of whether you are upshifting case with motorcycles. or downshifting, there is less of an interruption in power compared to manually “clutching”. Wind, rain, heat, humidity and cold air pockets Consequently there is less of a “herky-jerky” carry the scents of flowers blooming, trees breathmotion felt and performance is actually increased ing and the fumes of industry. Add to that the sounds and scenery of your surroundings and the as well. dynamic connections on a motorcycle extends well The gears themselves are actuated by an electric beyond rider and machine, regardless of how you shift motor that rotates the shift spindle in the cycle through the gears. Not to sound too romanDCT in a similar fashion to a traditional foot lever. In tic about it, but motorcycling is an infinitely more Automatic Mode, pre-programmed shift patterns sensual experience than even the most spirited dictate the system’s behaviour. In Sport, gears roadster drives and losing the clutch doesn’t hinder are held longer to maximize performance while in anything. And, if you’re new to motorcycling and

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have never driven anything with a manual transmis- SO HOW ABOUT THAT REBEL 1100, THEN? sion, having a DCT-equipped bike eliminates what With its modern bobber look and parallel twin could be a major hurdle. engine, the Honda Rebel is already a wholly different machine in the cruiser world. It neither looks Dai Arai is Honda’s Chief Engineer for the DCT’s nor sounds like any of the competition. development. In his eyes the biggest advantage of a DCT-equipped motorcycle “is how much brain Combine those bits with the facts that it weighs ‘bandwidth’ it (DCT) frees up to use on what is most in at a mere 233kg, can hit a 35-degree lean angle, enjoyable about riding: cornering, looking for the comes equipped with ABS brakes, traction control, right lines, timing your braking and acceleration”. customizable rider modes, a six-axis inertial This increase in bandwidth and ability to focus measurement unit (IMU) and has that slick cogmakes the motorcycle easier to ride and I’d also swapper, and it doesn’t exactly perform like those offer that it frees up some grey matter to be better others do either. Priced at $13,999, it’s absolutely peerless. able to enjoy those surroundings, too.

I will grant you that the Rebel’s aesthetics can be polarizing on both page and screen, but sidle up to one in the metal and they do look better in person.

There is some elegance and balance to the highly perched tank and low seat that photos simply haven’t been able to capture. I personally prefer the Arai is so confident in the benefits of DCT, he’s depth and finish of the Bordeaux Red Metallic but actively trying to have it integrated into Honda’s DCT models only come in Gunmetal Black.

Dakar race bikes. “That kind of riding – where fatigue is possible, and concentration so important The engine is a re-tuned version of the 1,084cc unit – means the system has a big benefit. Off-road, found in the Africa Twin. It’s 270-degree crankshaft people are often surprised at how much DCT can creates a deeply satisfying burble. It’s not quite help them.” the same melody as that from the straight-piped An added bonus of this mechanical wizardry is that you can’t stall a DCT-equipped bike. Stop-and-go traffic is (slightly) less annoying and when coming to an abrupt stop, you needn’t worry about hitting those downshifts.

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V-Twins that dominate the Tim Horton’s parking lots and wake you up at night, but there is a raspy harmony, to be sure. Plus, with 85 horsepower and 72 pound-feet of torque on tap, it’s damned quick too -- especially with that DCT.

throttle response softens. The shift algorithm here feels obsessed with economy, so I’m chugging in fifth before I’ve crested 55 km/h. It’s a bit off-putting as it makes the Rebel behave somewhat agriculturally, masking its sportier attitude.

Thankfully adjustments can be made to settings In Sport Mode I have access to all of that oomph as via the menu and, if looking to pass, I can always well as the DCT’s most aggressive shift programcall up the cog I want. ming. With a fistful of throttle, the Rebel and I launch when the light turns green and leave every- When I first rode a DCT-equipped motorcycle, it one in our wake. Throttle response is a bit snatchy was when the Africa Twin was reborn back in 2015. but I appreciate the aggression. The transmission I’ll admit that I wasn’t initially sold on its merits, mimics what my instincts would command almost especially off-road. My first impressions were perfectly. It holds tight onto each gear as speed stymied by those twenty-odd years of experience climbs until I decide to settle things down and ease and training. I thought I needed a clutch to make the my right wrist. bike do what I wanted, but I was wrong. Subsequent stints on newer DCT equipped Africa Twin models Heading into a tight curve, the Rebel downshifts forced me to re-evaluate and re-appreciate the from fifth to second, rev-matching automatically science and engineering at work, though I’m still as I apply the brakes and tip it in. Again, it holds that not entirely convinced I’d tick that particular bike’s gear and its line until I roll back onto the throttle, DCT option box. just past the apex. A faster sweeper is dealt with in similar fashion, only this time the third cog is Here in the Rebel 1100, though, it feels like Honda expertly chosen by both the software and hardware. has found the perfect home for their DCT. It’s a middleweight cruiser, with an infinitely approachThrough the next sections, I take things into my able seat height (699 mm) and equally amenable own hands and toggle the triggers to shuffle those character. It comes packed with safety tech, oozes cogs. The downshifts are quick, smooth and exacting -- far more so than I’d be able to achieve with style and offers riders a true alternative to the norm. a clutch lever -- and the way back up is much the Toss in the fact that it’s easier to ride right from word go and that you can never stall the thing and same. it’s a choice that should be automatic, for so many Back in the city, Normal mode is chosen and the people.

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ELECTRIC 38

2021 FORD MUSTANG MACH-E REVIEW Story & Photography

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Dan Heyman

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I

’ll be darned if the Ford Mustang Mach-E isn’t one of the most controversial vehicles we’ve seen in many a year, if for no other reason than its name.

After all; “Mustang” is one of the most recognizable and long-running nameplates in the car world, and it’s always meant two doors, a long hood, and rear-wheel-drive (RWD). In short, it’s a “pony car”. Or maybe muscle car – but never EV-power and most definitely, never a “crossover sport utility vehicle”. But that’s exactly what the Mach-E is; a battery-electric vehicle (BEV) of the CUV persuasion. Believe it or not.

Of course, with a nameplate as popular as this has, you’re going to have legions of followers. The thing about that is they tend to harbour a very distinct

view of what they cherish and you’re loathe to when the indicator is on. There’s still a fairly long upset that apple cart too heavily, lest you anger a hood, the headlights are a take on the Eagle-Eye great many fans. headlamps in the current Mustang sports car and the shape of the grille, not to mention the Mustang Ford was undoubtedly well aware of that long before logo standing proudly in the middle of it. they announced the Mach-E about two years ago but they pressed on nevertheless and obliged the Other than that, though, there is no denying that braying masses with the vehicle you see here. this is a compact crossover that cuts a profile that’s more “Escape CUV” as opposed to “Mustang Indeed, you have to squint past the five-door hatchCoupe”; a look at its silhouette leaves little doubt back body style to see it, but there are aspects of to that fact. the design that do, in fact, do justice to the ‘Stang as we’ve always known it. The three-bar taillights, You could probably say the same for the interior, for a start, as well as the way they sequentially alight which is dominated by a 15” central display that’s

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your hub for everything from climate control to infotainment, battery charge plan and navigation. There is what could be called a gauge cluster, but it’s also a screen and a pretty tame one that doesn’t display all that much info as you’ve got the main display for that. Gone is the classic Mustang three-spoke wheel as well as the deeply-recessed gauges; the way you’d know you’re in a Mustang of any capacity is the greeting message on start-up and of course the logo on the wheel hub.

the star if the longest range is what you’re after.

The RWD model has a claimed 370 km of range, while the AWD version I was driving tops out at an estimated 340 km. Yes; those figures aren’t able to match those of the Tesla Model Y but right now, very few can.

For my part, I actually started on a full charge with 365 km on the trip computer, likely because the system has a bit of a memory that tracks what previous drives have been like, and provides an estiHere’s the thing, though; while I like all that tradi- mate on that. Either way; I was happy to see that tional Mustang stuff, if you put that connection range claim, as I am with the ability to charge the aside just for a second it’s plain to see that this is Mach-E with DC fast charging as standard. actually a great cockpit. It’s airy, it’s got the tech we talked about and since there are no gear levers or Starting up the Mach-E is an event – actually, the centre consoles to speak of, really, there’s little to “event” starts even before that because the Mach-E snag your belongings on or infringe on your interior comes with an app that turns your smart phone into space. Taller folk will take some issue with rear seat your key. That means you can leave your house sans headroom, but the low-mount seats nevertheless keyfob but with phone in-hand (or in-pocket), walk help reduce the effect over other similarly-sized up to your Mach-E, brush against the little touchCUVs, as does the fact there’s no driveline to worry pad on the door pillar that acts as your door release, about underneath it all even though this is what tug on the weird notch that acts as you door pull, one might call the “AWD” version of the Mach-E; and off you go. Of course, you can also set your there’s a rear-wheel-drive version as well, which is charge parameters, climate-control precondition-

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ing and a host of other features from said app.

Essentially, where traditional Mustangs used to be all about loud starter motors and idle levels, this “new” Mustang is all about making everything as seamless as possible.

So you choose drive with the gear select dial – looks like all other Ford gear select dials; could have gone a little more “special” there, I think – and ease off, powertrain gently humming beneath you as you roll slowly away on nothing but electrons.

For me, that meant focussing on how I could get the most out of the range allotted, and a very simple button helps one do so: it’s an iPhone-style slider button – many of the Mach-E’s controls look like this – marked “1-Pedal Drive” and it allows you to move through town without every having to hit the brakes. Basically, as soon as you release the throttle, the EV motors run backwards to both slow the vehicle and regent the battery. I wouldn’t recommend it for highway uses as the slowdown upon throttle release is pretty severe, but in the city it’s great and it permitted me to undertake a 70 km drive…and end up having used only 30 km of charge. I’ll take that any day.

Of course, this being a direct-drive situation, just a little poke on the throttle will give you a proper boost of speed as all four wheels power you forward down the road – just fast enough to at least simu- Since all the driving gear is jammed nice and low in late the feel of a Mustang sports car. This is a quick the chassis, the center of gravity is low as well so the Mach-E is pleasantly flat through corners and little crossover, that’s for sure. isn’t too harsh when it comes to dive under hard Of course, the real takeaway for me when it comes braking, either. The ride is a comfort-first affair, so to the drive of the Mach-E is actually just how anti- again: not exactly Mustang coupe material.

Mustang it is with its on-road manners. It rides Which, really, we should stop bothering with at this incredibly smoothly; almost luxuriously as most point. After driving the Mach-E, the reasons for its everyday bumps are swallowed up with little drama nomenclature become all that much more clear – as you waft your way down the road. There’s no real and it’s pretty simple. When one thinks of what car powertrain noise of course – also very un-Mustang would appear beside the word “EV” in the OED, one – but that contributes to the sense that you need sees the name Tesla. Plain and simple. Tesla is EV, to shift your focus a little bit when it comes to this EV is Tesla for most people. For Ford to name its vehicle. new EV CUV “Something EV” or “Something E”

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would not have had the same punch as naming it “Mustang”. That right there is a name with a tonne of brand equity, and while die-hard Mustang aficionados were understandably taken aback at the outset, the Mach-E is selling in droves – In Canada, in the US, in markets as far away as Norway – so it seems that either said aficionados broke from their fervour (after all; you can still buy a “proper” Mustang in any number of configurations), or a whole bunch of new buyers have been lining up for

something with the name “Mustang” on it because they’ve always wanted that name, but needed the practicality.

Sure; it doesn’t have the range of the Tesla and if that’s important, then consider it instead. But if you want something different, something with better looks, a cool name and one that replaces the ubiquitous vibe of a Tesla with the legend status of the Mustang, the Mach-E deserves your attention.

2021 FORD MUSTANG MACH-E Ford Mustang Mach-E Premium

Price as tested: $70,145.00 CDN Configuration: dual-motor/four-wheel drive Engine/transmission: 88 kWh battery/1-speed automatic Power/torque: 346 hp/428 lb.-ft.

Fuel ratings (Le/100 km): 2.4/2.8/2.6 City/Highway/Combined Competitors: Kia Niro EV, Tesla Model Y

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TEST 44

2021 BMW M3 Story and Photography

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Stephanie Wallcraft

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o you have an opinion about the grille on the new BMW M3?

We tested the standard M3, as opposed to the higher-powered M3 Competition. Both iteraOf course you do. Everyone does. There’s no tions come with the same 3.0-litre, twin-turboI-don’t-care when it comes to the front end on the charged inline-six-cylinder engine; in the M3, it latest M3 and its M4 coupe sibling. You’re either on produces 473 brake horsepower and 406 poundboard with how it follows the auto industry’s trend feet of torque, while the M3 Competition sees this of increasingly divisive styling, or you’re wondering increased to 503 bhp and 479 lb-ft. exactly how much bigger these kidneys can get.

More significantly, the higher torque in the M3 Allow us to remind you that you don’t need to look Competition means it can only be bought with at your car while you’re driving it. And with the BMW’s eight-speed M automatic transmission. new M3, as in every M car that has come before it, Opt for the lower-powered M3, though, and you it’s what happens behind the steering wheel that buy into one of very few cars left on the road availcounts. able exclusively with a six-speed manual.

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How do you take your street cred: having more power at your disposal, or choosing your own gearing adventure? We’ll pick the latter, thanks. The manual is extremely satisfying with its snappy shifting action, though getting smooth changes out of lower gears takes more skill than average.

The included rev-matching system is one of the more natural ones we’ve experienced. Plus, you’ll save roughly 23 kg of weight and get a closer-toeven front-to-rear weight distribution by opting to do the three-pedal dance.

don’t feel as readily prepared to soak up winterbeaten Canadian roads as is found in larger M vehicles. On the other hand, the M3 doesn’t have to reach six digits into your wallet if you don’t want it to: the unit we tested rings up at $96,150 Canadian including fees and options, such as the Premium Package that adds an automatic trunk release, ventilated front seats and rear seat heating, upgraded headlights, a surround-view camera, head-up display, drive recorder, wireless charging pad, and a Wi-Fi hotspot.

Unfortunately, the designers made one critical error in the M3’s interior design: the cupholders on the centre console are positioned just ahead of the shifter, which means you’ll hit your knuckles on whatever’s in them every time you shift into third or fifth gear. If you want to daily drive your new M3, don’t expect to bring your morning coffee with you.

By default, the M button on the centre console allows the driver to switch between road and sport modes. When the new M Drive Professional feature is equipped—which is also part of the Premium Package—track mode is unlocked. This mode fully disables the car’s comfort and safety assistance features for peak on-track focus and performance, The other downside of the manual is that it’s avail- and it also equips a lap timer and the M Drift Analyzer able exclusively in rear-wheel drive. A new M-tuned that rates and records the duration, distance, and xDrive all-wheel drive system is set to launch, but it angle of each drift. As with other M models, the M3 includes two red buttons on the steering wheel for will be equipped in Competition models only.

Every M3 comes with BMW’s adaptive M suspen- quick access to personalized performance settings. sion, though its default comfort mode settings If we choose to ignore the grille, we can focus on

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the fact that just about every other line and detail on the exterior of this car is perfectly placed, from the blue highlights in these upgraded headlights to the M painted brake calipers, gloss black side skirts and window trim, and quad exhaust tips. Even the oxide grey metallic paint on this tester somehow seems to deepen the detail of the car’s shadows.

systems with much more intuitive functionality, cloud-based maps, and standard compatibility with both Apple CarPlay and Android Auto. The digital instrument cluster is clear and concise with easyto-read graphics and custom M-specific displays.

The optional head-up display, which has a 70 percent larger surface than the previous version, But it’s the interior that hopelessly wins us over can project a multi-colour tachometer, shift lights, with this unique orange merino leather, a $4,000 and an M View mode. option. (Grey, blue-green, and black interiors are The standard Driving Assistant feature includes also offered in partial or full merino.) The aluminum forward collision warning with city braking, rear mesh inserts complement this interior perfectly, cross-traffic alert and collision mitigation, lane though open-pore wood and carbon fibre alterna- departure warning, and speed limit information. tives are also available. This layering of colour and Adaptive cruise control, automatic high beams, material, along with the illuminated M3 logo in the and blind spot monitoring are also standard, while heated-as-standard front seats and the tasteful a wireless charging pad is available. You can wade ambient lighting, never let you forget exactly what into individual optioning if you’d like, but it’s not you’re driving. And why would you want to? mandatory, which is pleasant.

A fully digital 12.3-inch instrument cluster and 12.25-inch high-resolution touchscreen infotainment display are both standard equipment. The latter is driven by the iDrive 7 operating system, which is a significant improvement over past BMW

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The 2021 BMW M3 has competitors, but none of them are quite as bold and ostentatious. To this venerated M car’s devotees, this comes as no surprise: there’s nothing else on the road quite like it.

2021 BMW M3

Price as tested: $96,150.00 CDN Configuration: Front engine/rear-wheel drive Engine/transmission: 3.0L twin-turbo six-cylinder, 6-speed manual Power/torque: 473 brake horsepower/406 lb-ft of torque Fuel: Premium Combined fuel economy rating: Not rated Competitors: Mercedes-AMG C 63, Audi RS5 Sportback

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QUICK TAKE 50

2022 HYUNDAI SANTA CRUZ Story And Photography

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Dan Heyman

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he Hyundai Santa Cruz is a rare thing in the car world. It is not only a segment-buster, but also kind of a segment creator – that is if you listen to what Hyundai is saying.

After all, a look at the Santa Cruz shows us this: a four-door cab, high-ish ride height, one of the most unique grilles in the business (unless you include its Santa Fe and Tucson siblings…or the last-gen Toyota Venza), some sparkly 20-inch wheels and, above all else, a pick-up bed, turning this into one of the coolest-looking new vehicles to enter showrooms. So it’s a pickup then, right?

Well, that’s an option but Hyundai is staying steadfastly by “Sport Adventure Vehicle”. And why not?

It’s been awhile since we’ve seen anything like it.

It’s not a never before thing – remember the Ford Ranchero? How about the Dodge Rampage? Or Subarus BRAT and Baja? – but it’s been a while.

Of course, it’s not that manufacturers haven’t tried, recently, to get a pickup bed into the hands of a dyed-in-the-wool CUV driver; Ford attempted it with the rebirth of the Ranger and earlier than that, we had the Chevrolet Colorado and more recently, the Jeep Gladiator. All great trucks – this is not to disparage them, by any means – but that’s Well – again, according to the manufacturer – it the thing; they were trucks. Body-on-frame workisn’t. Pickups have a fiercely loyal customer base, horses that sure, had smaller engines than their and Hyundai isn’t about to fight that stigma. Thing big-selling siblings like the Ford F-150 or Chevrolet is, it’s not a crossover, either, but a Sport Adventure Silverado but still drove like trucks.

Vehicle, aimed at young couples. Adventurous types that like to pack kayaks, tow ski-doos and load Not the Santa Cruz, though. This is a vehicle that mountain bikes. Or camping gear – Hyundai made shares a great many bits with the Tucson and Santa that abundantly clear with all the Santa Cruzs they Fe crossovers (in terms of exterior dimensions, it had decked out in all manner of outdoor accesso- sits roughly between the two), so it’s a unibody ries that can be had through the dealers. platform, with the goal in mind to reduce the vibrations and bouncy ride associated with pickups.

Of course, we all know what said adventurous types tend to drive; crossovers and small SUVs and it is Of course, a bit it doesn’t share is its pickup bed and precisely those vehicle segments that Hyundai make no mistake: while at four-feet on the floor it expects to draw buyers from. So if not a pickup, a isn’t long, it’s far more than just a bucket dropped CUV, then? on where the rear cargo area usually is. It has cleats,

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We’ve discussed the exterior; it’s time to step inside this Sports Adventure Vehicle to see what’s what.

In the spec you see here -- $44,799 Ultimate trim, which tops the line-up above Trend ($41,399) and Preferred ($38,499) – it gets the full load: leather seats that are heated and ventilated up front, surround view parking camera, LED headlights, 10.25” digital gauge cluster, blind-view monitor that turns your digital gauges into blind-spot cameras and rain-sensing wipers. That’s in addition to standard all-wheel-drive, heated steering wheel, bed cover, and 2.5-litre turbo power. Power, meanwhile, that’s rated at 281 horsepower and 311 pound-feet of torque and the ability to tow up to 2,268 kg. Keep it in Normal or Smart drive mode (whereby the Santa Cruz senses how you’re drivit has bed lights, tie downs and even extra under- ing and adapts its shifting and throttle response to floor storage as seen in the Honda Ridgeline that suit) and you’re good to go. can be filled with ice and drained thereafter. There’s a 115V power outlet and extra storage either side Space-wise, it’s similar to the Tucson up-front of the bed; there are even accessories that allow which means good front legroom, a surprising you to extend the bed and each corner of the rear amount of headroom and a high seating position. bumper features cutouts big enough to fit a steel- That high seating position was one of the main toed boot. The retractable bed cover is also stan- goals in developing the Santa Cruz as that high ride dard, so you can keep things safe in there. Yes; height means a good view out and that’s important it’s not as highly-stackable as a CUV’s cargo area for any CUV driver Hyundai hopes to convert. The would be and you’re always going to have to get out digital gauge cluster is a crisp affair, properly bereft of the Santa Cruz to get at anything back there, of glare even though there’s no actual gauge hood. but Hyundai has provided everything they can to That also adds to the view out, but the finished make the change from CUV to SC as palatable as product has the display looking a bit as if it’s kind of possible. plugged in to its spot just above the steering wheel.

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In Ultimate spec, the gauge cluster is matched by a 10.25” widescreen. It’s touch-activated, as are all the controls on the panel that surrounds it.

No dials or hard buttons here. It’s all touch, all the time. Personally, I like more traditional buttons as they’re a little easier to operate but both the screen and touch panel in the Santa Cruz are responsive enough that I’m not too bothered by it; just wish the haptic response when your inputs are received was a little more robust. Apple CarPlay and Android Auto are, of course, standard and there’s wireless charging as well. Or, if you don’t want your playlists or podcasts as the soundtrack of any given journey, then go ahead and make use of the “Sounds of Nature” app and let the calming crashing of waves or rain patter accompany you. That may seem like a frivolous add, but every time I’ve tested vehicles that include the feature, I’ve found myself using it one whole heck of a lot.

headroom is fine and the bottom cushions flip up in a 60/40 split to reveal storage bins below. There is no central armrest back there, though, because behind the seat is the cabin’s rear wall and that’s all you’d see once you dropped the armrest. They could have gussied it up with a layer of carpet in the back, but Hyundai seems to think it wasn’t a necessity.

That bears contrast to what’s going on in the rest of the cabin as much attention has been paid to sound-deadening in the wheel wells and ahead of the front bulkhead. The result, it turns out, is a nicely quiet affair that stood out as a highlight on the highway.

The ride, meanwhile, stood out there and most everywhere else. Broken concrete, level crossings, speed bumps – absorption, absorption, absorption, with the only surface really getting it out of sorts It comes as little surprise that the back seat is a run of grooved concrete through a section of snugger than what you’ll find in a Tucson, but the roadworks. I would jam it over the roughest, broken

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concrete I could find just to set it off but to no avail. may not be a boulder basher, it will give you little The Santa Cruz’s off-road bent means a slightly trouble on the forestry roads on the way to your higher ride height and the body roll that comes with favourite backcountry hiking spot. that, but this is no deal-breaker, by any means.

Then, on the way back home you have all that Off-road bent is right; in addition to that ride power to keep you company. Mated to a quickheight, the H-Trac AWD system is a robust one, shifting eight-speed automatic, you have grunt in shuffling power to the wheels that need it depend- every gear, from stop, at-speed and so on. There’s ing on circumstance (and telling you it’s doing so a less powerful naturally-aspirated engine available with a handy display within the gauge cluster) to in other markets that we don’t get but I’ll tell you get you out of a slippery situation; we were given what: can’t say I miss that with a powertrain this the chance to literally drive up a ski hill slicked by good. overnight rain and the Santa Cruz responded well. Heck, forget the powertrain: “this good” is a phrase Even when starting from stop on the grade, there that can be used to describe pretty much everywas little hesitation. Just select “Mud” mode (both thing about the Santa Cruz. It looks great, it drives the AWD modes and the powertrain modes are really, really well, it’s capable and that pickup bed is accessed via the same button and toggle switch), the real deal. Hyundai has come with a product – which automatically activates hill-descent control somewhat out of left field – that has achieved the and we were up and gone, no problem at all. What goal of really offering a pickup alternative to CUV that means in practice, of course, is that while this buyers. It’s a bullseye.

2022 HYUNDAI SANTA CRUZ Price as tested: $44,799.00

Configuration: front engine/all-wheel drive Engine/transmission: 2.5L four-cylinder, turbo, eight-speed dual clutch automatic Power/torque: 281 hp/311 lb-ft of torque Combined fuel economy ratings (L/100 km): 9.2/7.2/8.3 L/100 km Competitors: Ford Maverick

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THE OVERRUN

Dear (insert motorcycle brand here), phone, headset, camera -- to chat with each other, via an app speaking Stop. Please stop. through a motorcycle can feel a lot I understand that you are all power- like that. Except that are a myriad of houses of science, technology and ways for things to fail. Usually when engineering. You are all extremely you need them most. And none of it capable of creating machines with is actually necessary. incredible levels of performance and Every one of these platforms require style. In fact, I don’t know that I’ve ever hopped on one that I didn’t like, the rider to have both a phone and a helmet mounted communicain some way or another. tions device (headset). To be able But your proprietary apps that you to heed those turn-by-turn direcrequire us to use are terrible. At tions, music or podcasts and be best they are a passive go-between able to bark orders back at Siri or to kinda, sorta, almost make inter- Google, the headset takes centre actions between my device and I stage, functioning just like those easier. At worst, they are nothing AirPods that have made Zoom and but gimmicky bloatware.

Teams so tolerable. And if you don’t Sure, the argument to let riders feel like yelling at the voices in your tweak their bikes features and head, the switchgear on the headsettings wirelessly, to control media set will gladly skip tracks, answer playback, to get that GoPro running calls, adjust volume and any other and cue up a trip route sounds number of desired things. cool in the R&D war room -- “It’s modern, plays into the trends and tendencies of those all-important youth customers and when they start to associate our motorcycles with their phones, we have truly conquered all!” -- but none of them work as well as you wish.

MATTHEW NEUNDORF CONTRIBUTOR | TRQ

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So why do I need my bike, and your app, to work as an intermediary?

“To see your mapped route!” you say. A $50 mounting device handles that. It has already for years.

“Ahh but what about when it rains?!?”, you cry. “Our TFT screens For those of you that don’t ride or are waterproof!”. Well I’ll grant that haven’t had the pleasure of these that is handy, but I’ve yet to lose a idiosyncratic routines, I’d ask you phone due to inclement weather, to think back to the early days of thanks to pockets.

Bluetooth connectivity in your fourwheeled conveyances. Remember So please, just stop. Or, if you must how trying it could be to facilitate have something techy to brag about, that connection? How often it do what Honda has done: embrace would drop, in the middle of a call? both Apple and Google as the interWell, getting two or three devices -- face overlords that they already are.

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