TRQ | Volume 1 | Issue 2 by The VICARIOUS Magazine

Volume 1 | Issue 2

TRQ SAVVY Battery Recycling

TRQ TEST 2021 Ram 1500 TRX

TRQ TALK Megan Gilkes

TRQ ELECTRIC 2021 Volvo XC40 Recharge

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Tipping In

Dan Heyman Editor In Chief | TRQ dheyman@vicariousmag.com

elcome to TRQ #2! In this issue you’ll find a story by yours truly that looks at the allnew Ford Escape-based notthe-Bronco Bronco Sport, which caught many by surprise when it was revealed alongside the soonto-arrive Ranger-based “big” Bronco two- and four-door models. I won’t spoil anything about that particular crossover here, but since filing that story, the Bronco Sport has become even more interesting to me. Not because of the vehicle itself, mind, but because of the not-really-a-rumour rumour that it will be underpinning a small pickup called “Maverick”, reviving an old nameplate and releasing an allnew vehicle at the same time. Not to worry; this is not a navel-gazing rant that the name “Maverick” has left the compact car world to join the compact truck world.

here’s the thing: we all know pickups can haul gravel, but why not tap into the huge part of the populace that wants to haul gear? Up until now, OEMs haven’t really pushed the envelope enough which is where the Santa Cruz and “Maverick” come in. And why I am so darn interested in them. The Santa Cruz shares its front-end styling with the new Tucson, which means a big grille that lights up at night, mixing the tough with the technical. Then there’s the interior; roughly the size of the Tucson, it gets all manner of electronic goodies such as an optional digital gauge cluster and Apple CarPlay.

The interesting bit, though, comes when you consider the pickup bed that comes with a lid as standard, has tie-downs – just like a proper pickup – and even gets bed-access Wait a minute…compact truck? notches cut into its bumper. Add What is this sorcery? the turbocharged four-banger that comes as standard in Canada, and Well, recently, Hyundai took the this is a “small” pickup I can wrap wraps off the Santa Cruz, a carmy head around. slash-CUV-based vehicle with four doors and a pickup bed. Not a big It’s been done before, of course; pickup bed as it only measures think the Chevrolet El Camino or four feet in length, but that’s OK, Ford Ranchero or more recently, because it’s a bed nonetheless and think the Subaru Baja, whose BRAT that’s the idea. ancestor was one of the pioneers in this segment. You see, for a while now, manufacturers have been kind of angling for When I think of the Santa Cruz, I can their small – and I use that term absolutely see myself stepping out loosely – trucks to appeal to some- and marvelling that even after that one who may otherwise have been easy drive through town (rememconsidering a crossover. Trucks ber; it’s compact CUV-sized) or like the Ford Ranger and Chevrolet turbocharged zip to my favourite Colorado were given the job; trou- hiking trail, there’s still a pickup bed ble is, they aren’t that much smaller making it both more practical and or easier to drive than the huge- even cooler looking. If the Bronco selling F-150 or Silverado full-size Sport is anything to go by, then I trucks. Some have succeeded; take suspect the “Maverick” would have the Toyota Tacoma, for example. a similar effect. It’s a new day in It’s often seen loaded for bear with the pickup world, one that’s gotten mountain bikes and canoes because bigger by actually getting smaller.

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A Racing Mind

Stephanie Wallcraft Contributor | TRQ

hen history looks back on important safety innovations in auto racing, Formula 1’s halo and IndyCar’s aeroscreen will long hold a place toward the top of the list.

implemented cockpit protection anyway. The difference between then and now can be demonstrated through a pair of distinct moments in time.

And that’s saying something. We can thank racing for several of the driving-related safety features we take for granted today. For instance: seat belts were mandatory in race cars long before they were common in passenger vehicles, and the first recorded use of a side mirror is attributed to the winner of the inaugural Indianapolis 500, Ray Harroun.

In October 2011, I sat with my infant daughter on my lap as Dan Wheldon’s death was announced on live television from Las Vegas Motor Speedway. The cause was later determined to be blunt force trauma to the head after his car flew into a support post in the catchfence. I looked at my own child in that moment and thought of Wheldon’s two sons, now facing life without their father.

These days, the racing world’s safety innovations tend to be aimed at self-preservation. Take the HANS device, for example, which was developed in the early 1980s and became commonplace following Dale Earnhardt’s death in 2001. Today, its mandated use prevents basilar skull fractures and other head and neck injuries in racers around the world.

In April 2021, I’m watching the IndyCar season opener at Barber Motorsports Park, and there’s a huge wreck on lap 1. It’s quickly evident there are no injuries, so I go back to armchair officiating. It’s not until nearly 24 hours later that images emerge of Josef Newgarden’s right front wheel hurtling straight for Ryan HunterReay’s head, only to be deflected by And then there’s the SAFER the aeroscreen. We had all moved Barrier, a polystyrene foam wall on with our lives while Hunter-Reay that absorbs kinetic energy from was shaking hands with IndyCar major impacts. Contrary to rumour, President Jay Frye and thanking NASCAR didn’t invent this: it was him for saving his life. the Hulman-George family, thenowners of the Indianapolis Motor Racers choose one of the world’s Speedway and Indy Racing League, most dangerous professions, but who largely funded its development. above all, their trade is sport and Hunter-Reay’s Since SAFER was first installed in entertainment. 2002, its use has prevented count- wife and three sons aren’t grieving today. No sport on Earth merits less injuries and deaths globally. that degree of loss. Not one of these innovations generated outcry like the halo and The halo and aeroscreen were too aeroscreen, though, which protect late for Wheldon, Justin Wilson, drivers by preventing intrusions Jules Bianchi, and countless into open cockpits. Criticism was others, but they’ve already saved swift and relentless: they’re ugly, Hunter-Reay, Romain Grosjean, they’ll create visibility issues, they’ll Spencer Pigot, and Charles Leclerc inhibit egress. Even the great Niki in just three years. Like seat belts, Lauda said the halo “destroys the mirrors, and HANS devices, racing without them will soon be a distant DNA of an F1 car.” memory. And the sport will be far Happily, the sanctioning bodies better for it.

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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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Benjamin Yong

Contributors

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.

Steven Bochenek Steven Bochenek (pronounced b-KEN-uk, not how you thought) has written professionally since 1989, although the first 15 years of his career were spent in marketing agencies. In 2007, he started writing automotive reviews and travel features to create content for Daily XY, an online guys’ magazine he edited. Soon after, his work was appearing in multiple publications. In 2016 Steven completed a Master’s of Arts in Interdisciplinary Studies (whatever that is) through the Royal Roads University online program. His interests include reading, playing piano and writing about himself in the third person.

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 freedomw unshackling from the desk provides.

Contents 6 | Tipping In

Dan Heyman

8 | A Racing Mind

Stephanie Wallcraft

12 | Contributors 14 | TRQ Savvy

Battery Recycling

16 | TRQ Test

2021 Ram 1500 TRX

22 | TRQ Gear

Driving On Ice: Gas vs Hybrid

32 | TRQ Talk

Megan Gilkes

36 | TRQ Quick Take

2021 Ford Bronco Sport

44 | TRQ Electric

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

Summer Driving Made Easy

26 | TRQ Head to Head

Our Team

2021 Volvo XC40 Recharge

50 | TRQ Tire Test

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

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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 Ram 1500 TRX

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Savvy One of the bigger stumbling blocks on the road to electric vehicles appears to be getting kicked to the curb. Since the rise of the electric or partially-electrified vehicle in the modern era, detractors have rightly argued against the environmental impact of having spent batteries end up in landfills. The materials used to create today’s power cells are hardly benign: cobalt and lithium in particular both pose risks to ground water and soil and require mining and refining processes that themselves are damaging to Earth’s ecosystems. Now, a new breed of companies is hitting back at both problems, with processes that recover most, -- or in some cases, all -- of the worst offenders from end-of-life batteries and redirect them back to new batteries. In British Columbia, a company called American Manganese has developed a system using sulphur dioxide as a reagent to recover 100 per cent of the materials used to create today’s batteries, including lithium, cobalt and manganese, with what it says results in zero landfill use and emits no toxic fumes. The patented RecycLiCo process also recycles whatever plastic or inert metals are used in batteries. Volkswagen is working on its own solution. A pilot plant in Salzgitter, Germany, takes used batteries and analyses them to determine if they’re suitable in other applications, such as storage for charging stations. If not, the batteries are discharged, dismantled and then ground up and dried. The process recovers copper, aluminum and plastics, as well as what VW calls black powder, which contains lithium, nickel, manganese, cobalt and graphite.

Battery Recycling Story

Kelly Taylor

That black powder is sent for reclamation by VW’s partner companies. VW Canada spokesman Thomas Tetzlaff said addressing negative connotations about dead batteries polluting landfills is only part of the motivation.

General Motors takes it one step further. GM Canada spokesman Phillipe-Andre Bisson said the construction of GM’s batteries “makes them easy to disassemble for recycling using automated techniques” and since 2013, the company has received more than 10,000 batteries from current customers and has reused or recycled all of them. “Some of the materials, such as the cathodes, work even better after they’ve been recycled,” he said. “We’re able to efficiently extract materials such as nickel, cobalt, copper, aluminum and lithium that can be reused to make new batteries or other products.” The tipping point for electric vehicles remains elusive but appears to be getting closer. One reality is that, until recently, EVs have typically played only in the shallow end of the customer pool. It’s hard to get widespread adoption of electrics when most are sedans or hatchbacks trying to sell into a market that’s 82 per cent trucks and crossovers. That low rate of adoption has kept prices high as carmakers’ ability to recoup investments has been limited.

With more EV crossovers and trucks on the way — GMC’s Hummer, Nissan’s Ariya, Ford’s Mustang Mach-E and Volkswagen’s ID.4, among others — prices will be less of an issue going forward. Not only will increased sales lead to greater economies of scale, but current crossover pricing also leaves more room to build in margin to recover the costs “It’s truly a case of doing the right thing by the of EV technology. environment, with enhanced consumer perception If customers are already paying $40,000 for being a byproduct.” a topline Ford Escape, the jump to a $50,000 Hyundai Canada, meanwhile, has partnered with Mustang Mach-e makes more economic sense Quebec-based Lithion, which recovers 95 per cent than the jump from a $16,000 Nissan Versa to a of components, allowing the Korean company to $44,000 Leaf. have “a sustainable end-of-life disposal model for these batteries in Canada,” said Lawrence Recycling of batteries isn’t the entire solution to Hamilton, now the Executive Director Genesis lacklustre EV sales, but it does take one more arrow out of the quiver of those who shoot down the elecMotors Canada. trification of vehicles at every turn. “Our market insight data for all of Hyundai’s electrified vehicles reveals ‘environmentally friendly’ as the second most important reason to purchase, behind ‘fuel efficient.’ “That’s part of the message, but the real message is Volkswagen is proactively taking concrete action around the start-to-finish aspect of our vehicles and their impact on the environment,” he said. “Ultimately, our goal is to be a completely carbonneutral company by 2050.

“This is a consistent and strong customer sentiment towards sustainability, and in the interest of serving our customers and appealing to their attitudes, it makes perfect sense to build this into our marketing messaging, which we will do increasingly over time.”

Test 16

2021 Ram 1500 TRX Story and Photography

Dan Heyman

he numbers are colossal. 702 horsepower. 650 pound-feet of torque. Eight forward gears. 13-inches of suspension travel from speciallytuned Bilstein remote reservoir adaptive shocks. 0-100 km/h time of about 4.5 seconds (not colossal in the typical sense of the word, but you catch our drift). $94,770 base MSRP. These are special figures for a special truck, but that’s only the tip of the iceberg.

The spec sheet doesn’t lie but still: in this day and age, it’s amazing that Ram actually built the TRX at all. Since the TRX concept first appeared at the Texas State Fair in 2016, TRX concepts have appeared in a number of auto shows but in a pipe dream kind of way. More years went by and more FCA/Stellantis vehicles started getting all that crazy power – but not the Ram. Which is strange, because the Ram’s SRT-10 ancestor was one of the finest performance trucks we’d ever seen. To deprive the world of a production version of this bloody great big take on what the Ram has become would be a bit of a kick in the pants for the red-blooded big-engine

muscle freaks and fanatics that we should all thank for keeping big eights and sixes running in these days of hashtag-hybrid-all-the-things. Including pickups, as is the case with the 1500’s crosstown Ford F-150 rival. There’s none of that here, though; this is a whining supercharged V8 no-holds-barred assault on all that is holy and that makes sense in the car world today and I’ll be doggoned if this isn’t one of the most exciting trucks released in a decade. Or ever. Except, you won’t fully realize it from looking at it. That’s because as a rule, Ram already makes some pretty brash trucks, especially the Rebel version and as a result, the TRX is actually less ostentatious looking than one might think it should be considering those stats. In fact, though it has a wider track and wider bodywork than the 1500, I’d be hard-pressed to see the difference between this and the Rebel unless they were sat side by each. That’s by no means an affront to the TRX; rather, it’s a commentary on just how wildly they styled the more “pedestrian” – if you can call it that – 1500 Rebel.

Look more closely at the TRX, though, and the details that make it special start to emerge. There are, of course, the requisite graphics on the hood and on the sides of the pickup bed, but the way the TRX snarls at you with marker lights mounted inside the big hood scoop presents a properly imposing presence.

to show everything from your climate controls to your Performance pages because truck or not, this is part of Stellantis’ performance line of vehicles. Which is good, because this infotainment interface is one of the absolute best in the biz thanks to clear graphics, intuitive menus and just the sheer amount of data that can be displayed there. There, and between the gauges where you’ll find an addiThen you move ‘round back, pop open the tailgate tional display where you can pack in yet more data to reveal an optional trophy truck-style spare tire still. Seems kind of strange for such an old-school mount and you start thinking “Rebel? What’s a no replacement-for-displacement (and forced Rebel?” This is a serious truck, a special truck – it’s induction) pickup to have all this tech and let’s not the kind of truck that just doesn’t come along that forget that there’s a heads-up display in addition to often and you will very quickly start to understand all that. Easter eggs like a print of a T-Rex chasing why it costs what it does. a Velociraptor (take that, Ford!) nestled in the storInside, the adventure continues with a pleasing, age bin are just icing on the cake. properly high-class and flash black and red inte- All of this chuffing excitement, and we haven’t rior with leather and suede (as well as carbon fibre even fired it up yet. Which, it has to be said, is an on my tester, which comes at a $1,695 premium) absolute event. far as the hand can reach from any given spot in the cabin – which, incidentally, can only be of The starter engine sound is one we’ve come to the four-door Crew Cab variety – and a vertical know and love from various fast Dodges, Jeeps and Uconnect4 infotainment display measuring 12” in Chryslers; loud, throaty and purposeful, it’s a great length (it’s huge, which is just about right for the preview for the fireworks ahead. After that, it’s a TRX). The display’s dual panes can be configured bassy rumble from the dual potato cannon-sized

exhaust system with – and this is the kicker – that telltale supercharger whine, making itself heard in the background just above the din.

over that bulge of a hood ahead of you that in the TRX, you just know that you’re in a vehicle that is not entirely of this world.

After all; what kind of truck has both launch control and a Baja mode?!?! What about one that provides not only the power and shock travel to launch and stick a jump, but also the tech that can actually sense you’re in mid-air and make instantaneous adjustments to the throttle, suspension and traction control systems to ensure you have a proper landing?!?! How did they even think of engineering that? Well, they did and that fact alone might make this the most bonkers performance product FCA/ Stellantis has ever released – no wonder it took As stated before; with a sub-five-second 0-100 them so long. km/h time you are up and running in a hurry. At over 6,300 lbs., the TRX is a heifer but don’t mistake Speaking of Baja mode: it’s not as if this truck, that for “slow”. It is still wicked-fast, this thing, and with its huge travel, 3.55 rear axle and back-off even if it weren’t as loud and ostentatious as it is 35” beadlock tires needed any more help, but Baja (prompting a Toyota Tacoma driver to basically pull mode is here to drive the point home even further. me over to chat about the truck at one point), its It tweaks the stability control, shocks, steering blistering speed would more than make up for it. and 4x4 system – even the responsiveness of the Lordy, there is just something so satisfying about (somewhat oddly shaped) paddle shifters to give towering over the traffic around you and staring out you maximum traction on loose surfaces should you Then, you plant the throttle (after selecting drive with a somewhat finicky electronic shift lever – I feel like something a little more pistol grippy and traditional would be a better fit here) and that background whine leaps to the foreground like a cheetah on a gazelle and feels like it pretty much engulfs your entire being. It is so present and loud that you’d think it was aftermarket, but it isn’t. it’s 100 per cent factory-backed and it is a glorious sound for gearheads.

toy, this is – though the bed step and flat floor in the rear do provide at least some added practicality. This is not something your plumber is going to show up in and if he does, you had better doublecheck that quote he’s given you because it’s not like ‘Off-roader’. ‘Performance product’. ‘Purposeful’. there’s a “work truck” version of the TRX. If you’re All great words, but I realize that I haven’t really getting one of these, you’re getting one because called it a pickup anywhere in this story. And that’s any shine that any other truck has will dim faster because it’s not really a pickup truck, now, is it? I than the curtains can close as soon as they enter mean, it is, obviously in that it has a bed, albeit one your realm. that’s limited to 5.7 feet and is taken up by a trick tire mount in my truck and that’s just it; this is a I am TRX! Hear me…well, you know. plan on activating maximum attack. Big power or no, this here’s an off-roader through-and-through and it does seem like there’s very little that will stop it from getting pretty much wherever it wants to go.

RAM 1500 TRX

Base price: $97,865.00 CDN / $70,295.00 USD Price as tested: $116,440.00 CDN Configuration: front engine/four-wheel drive Engine/transmission: 6.2-litre supercharged V8, 8-speed automatic Power/torque: 702 hp/650 lb-ft Fuel ratings (L/100 km): 22.4/16.5/19.8 City/Highway/Combined Competitors: Ford F-150 Raptor

Gear 22

Summer Driving Made Easy Story

Benjamin Yong

pring has officially sprung, and it’s time for both driver and car to come out of hibernation. We’ve put together a concise list of items to make sure you and your vehicle are ready to hit the road in style this season.

Brixton Hooligan Snap Cap Don’t let your hair flap around in the wind while on the way to the cottage sans soft or hard top. Instead, don a jaunty driving hat like the classic cut-and-sew Brixton Hooligan Snap Cap. Vintageinspired, it features a single snap closure above the brim and a custom lining. Available in multiple colours and fabrics.

Porsche Design Carbon H8 Wallet Nothing says cool like a car part made from lightweight and ultra-strong carbon fibre. Or how about a wallet? The new Porsche Design H8 model is not only stunning mixing CF, Nappa leather and glossy black metal, but functional as well with two bill compartments, eight credit card slots and two compartments for ID. Bonus points if you actually own a Porsche.

BESTEK 200W Cup Car Power Inverter Turn a cabin cup holder into a central charging hub using this handy charger. Plugging the unit into a standard 12-volt socket allows users to juice up almost any type of electronic device on-the-go via the dual 4.5-amp USB ports or AC outlets. A handy on-off switch can be found tucked away in the corner, and when not in use, close the dust cover for a clean appearance.

Fast & Furious: The Ultimate Ride Collection After several delays due to the pandemic, the ninth (!) installment in the epic nitrous-fuelled franchise is officially being released in the summer. Get back up to speed (pun intended) before F9 comes out by picking up The Ultimate Ride Collection Blu-rays bundling seven of the previous eight movies -- along with a bonus content disc -- in special collectible packaging.

OFF-WHITE Leather Label Quote Keychain If you have $410 burning a hole in your pocket, then look no further than the Leather Label Quote Keychain by luxury street fashion brand OFF-WHITE. Includes six textured made-in-Italy black leather tags that have words like “CAR,” “BIKE” and “GARAGE” embossed in white for all your high-end key organization needs.

Head to Head 26

Driving On Ice: Gas vs Hybrid Story

Stephanie Wallcraft

he aspect I was meant to pay the least attention to during a day of flinging Lexus vehicles around in the snow is the one that stood out to me the most: ice racing is entirely too much fun.

The training aspect comes simply from a desire to learn, either through taking a winter driving course or watching videos or reading articles online, and then trying the techniques for yourself. In a completely empty parking lot with nothing to hit, Picture this: you’re handed a 20-year-old rearthe likelihood of damaging yourself or your car is wheel-drive Lexus IS, with every possible item extremely low, which allows plenty of freedom to stripped out of it that’s not necessary for the car to experiment. This is how a group of automotive writfunction to reduce its weight as much as possible. ers found ourselves at Canadian Tire Motorsport It’s fitted with studded tires, and you’re parked next Park on a late winter day trying out a variety of to a kidney-shaped track covered in snow and ice. Lexus vehicles in the snow. CTMP has plenty of Three, two, one…go! wide-open spaces, and testing in a controlled enviThere are two types of people: the ones who have ronment is a wonderful way to learn. an anxiety attack because they grew up learning And it’s through this experimenting that underthat car control in the snow is impossible in a rearstanding one’s own vehicle comes in. We had a wide wheel drive car, and the ones who think, ‘Heck yeah. variety of testers at our disposal, from the frontLet ‘er rip.’ wheel-drive based ES sedan to the rear-based RC For those of us who live in the parts of Canada where coupe and the RX and NX SUVs, with both hybrid winter takes up half the year – in other words, most and non-hybrid powertrains. Each of these vehicles Canadians – learning to be part of the latter group was equipped with all-wheel drive, but the way in goes a long way. Being a great winter driver involves which each responds in normal mode, sport mode, three elements: attitude, training, and understand- and with the traction control systems turned off is ing how your vehicle works and how it will respond slightly different and corresponds with the vehiin a given situation. cle’s intended character.

For example, the ES, RX, and NX gas-powered derivatives are all equipped with an on-demand allwheel drive system that sends power only to the front axle by default. Each transfers up to 50 per cent of the engine’s available torque to the rear wheels via a mechanical driveshaft as needed to recover traction. On the NX and RX, a lock mode is equipped that can maintain full-time all-wheel drive at speeds up to 40 kilometres per hour. These vehicles respond to inputs in adverse conditions in much the way one would expect: solidly and predictably, without much mind to outright performance but more so to getting the driver out of immediate trouble. In the RC and other Lexus performance-oriented cars like the LS and the IS, the rear-biased setup is also a mechanical all-wheel drive system but operates full-time, providing a minimum of 70 per cent

of available torque to the rear wheels and 30 per cent to the front with the system adjusting that split up to as much as 50-50 when required. In practice, this means that these cars still have a tendency to let the back end swing out in low-traction cornering such as on snow or ice, particularly when sport modes are engaged. It’s great fun, but it’s a reaction you’d want to see coming. And then there are the hybrids. Because Lexus cars equipped with hybrid technology have a battery mounted on the centre of the undercarriage, there’s no space for a mechanical driveshaft. Instead, an electronic all-wheel drive system is used that has an electric motor mounted at the rear axle to power it when additional traction is needed. This system is used on every Lexus vehicle sold as a hybrid, from the subcompact UX 250h to the mid-size RX450h and everything in between. Some drivers

see the words ‘hybrid’ and ‘electronic’ and assume that means inferior, but our back-to-back and sideby-side testing demonstrates this is not at all the case. If anything, the motor in the electric setups is slightly quicker to respond and get up to speed than the mechanical systems, making the vehicle more readily responsive when a loss of traction is detected. Knowing how your car’s all-wheel drive system

works and how you can expect it to respond in a low-traction situation is critical to maintaining car control when you need it most. And that leads to the final part of the equation: driver attitude. Once you know how your car is going to respond because you’ve researched it and tried it out for yourself, winter driving can go from a high-anxiety activity to something that’s legitimately fun. Just ask all the drivers who tried their hands at rear-wheel-drive ice racing.

Talk 32

Megan Gilkes Story

Stephanie Wallcraft

ne of Canada’s brightest young motorsport stars has won races in Europe, represented Canada on a world stage, and has Formula 1 aspirations. She also just happens to be a woman.

the U.K. to compete in British Formula Ford while studying for her degree in aeronautic engineering, which she is pursuing with the goal of a career in Formula 1.

Megan Gilkes is a 19-year-old racer from Richmond Hill, Ontario. Following on success in two seasons of Formula 1200 racing in Canada, Gilkes was selected to be among the 18 women competing in the debut season of the all-female W Series in 2019. While there, she earned a victory in a nonpoints-paying exhibition race at TT Circuit Assen in the Netherlands, making her a rare example of a non-European female to win a European Formula 3 race.

Here, Gilkes reflects on her career to this point, where she hopes to be headed, and whether her gender truly makes a difference after the visor goes down and the green flag flies.

The COVID-19 pandemic kept Gilkes close to home in 2020, where she competed in the Ontario-based Toyo Tires Formula 1600 Championship under the awning of veteran team owner Brian Graham. While sponsorship challenges prevented the Team Canada Scholarship from unfolding in its usual format last year, Graham and Gilkes teamed up to compete in the U.K.-based Formula Ford Festival in much the same format, where Gilkes made it through to the final amid the most competitive Formula 1600 field on the planet. In 2021, she plans to return to

This exclusive interview has been edited for length and clarity. Someday this won’t be such a hot topic, but for now it still needs to be asked: do you feel like you’re treated differently in the world of motorsport as a woman? Do you feel you should be? To be honest, for me as a female driver, I don’t think of myself as female when I’m driving. When the helmet goes on and my visor goes down, everyone else out there is just another driver, whether male or female. I’m racing to win against whoever I race against. That said, racing is still pretty male-dominated. It’s pretty exciting that things like the W Series are creating a movement to get women into motorsport.

Did you find your year racing at home in 2020 limiting, or did it help you to make further advancements in your career? Every series that I’ve done has given me something to think about, and racing in Formula Fords and with Brian Graham is a whole new experience. While I’d been to Canadian Tire Motorsport Park and Shannonville many times before, it’s now in a different car, and Formula Fords are notoriously fun to drive. I really got to learn a lot about setup work while getting to work with Brian and the engineers, and I got to push the car to its limit at some tracks where I already have previous knowledge. And I still ended up getting to go to the Formula Ford Festival and the Walter Hayes Trophy race (at Silverstone Circuit in England) carrying the Canadian flag, which was a really awesome experience. And where do you go from here? What are your career goals long-term?

Some high-profile female racers have been vocally opposed to the W Series because they feel it generates unnecessary segregation and doesn’t demonstrate that women can race against men just as competitively. Why did you choose to participate in it, and what opportunities did it create for you?

My goal is to be racing professionally in Europe again, whether that be in the W Series or in another Formula 3 series. I’m also studying engineering at university, so my ultimate career goal is to be working in Formula 1. When I was in the W Series, that goal was actually to be working in F1 as a driver, but my ultimate goal would be to become a race engineer, the people who are on the radio to the Lewis Hamiltons of tomorrow making all the strategy decisions. That’s definitely what I’m aiming towards.

It’s not something that’s supposed to be the be-all and end-all. It’s a Formula 3 series, so you’re getting to the upper echelons of the motorsport ladder, and it’s a very competitive professional series. But ultimately, the goal of it is to help these female drivers to then move forward in their racing careers and go back to racing against men. I was 18 years old at the time, and I was thinking, ‘my next step might be Formula 2000, but then what? What can I reasonably get a budget to race in? How can I further progress up the racing ladder?’ When the W Series came along, it was a great chance for me to be able to prove myself on a world scale, and I was really grateful for the opportunity. I ended up being the only female from outside Europe to win a Formula 3 race in Europe in recent years. Without the W Series, I probably would never have gotten the chance to be able to say that. It’s things like that that have really helped me make a name for myself and progress onwards in my racing career.

Quick Take 36

2021 Ford Bronco Sport Story And Photography

Dan Heyman

will be the first to admit: when I attended the launch (virtually, of course) of the latest Ford Bronco and the Blue Oval also brought along a bit of a surprise in the form of the Bronco Sport, I was a mite confused. I knew that a new Bronco was coming, that it was going to be a proper truck-based (in this case, the Ranger pickup) body-on-frame four-wheeler with all the retro styling and all that, but what was this crossover-based (in this case, the Escape) “Sport” all about? This wasn’t the vehicle I was expecting,

same questions I was asking myself at the launch. Here’s the thing, though; while the Bronco Sport is a different vehicle than the yet-to-arrive-due-to-acomputer-chip-shortage-or-something Bronco at the time of writing, it still has styling cues of the older model, it shares many of the model names with the “other” Bronco and it is by no means a shrinking violet.

Indeed, it looks the part to the point that while my neighbours were asking questions about it, they still knew it was a Bronco. Of course, much of that probably has to do with the fact it says “BRONCO” Turns out, I wasn’t the only one; during my evenin giant scripting right across the grille and tailgate, tual weeklong test of the Bronco Sport, I had many but that’s just the start of it. neighbours I chat with regularly about the vehicles I bring home come to me, eyebrows raised, with the Although the original Bronco’s headlights were

at 1,059 mm (with sunroof) is generous and more than you’ll get in the Escape even though the Sport rides higher. The rear door opening is a little snug, though, so while sitting back there is fine, stepping in takes some care for larger individuals such as myself.

housed separately from the turn signals and the Bronco Sport has them both in the same housing, the look is definitely there, especially when the turn signals alight. The stance and overall proportions are very Bronco II (even though the Sport is a fivedoor and the II was a three-door) and inside, the gauge cluster has some old-school flare to it.

In short, it’s a darn cool-looking thing, this Bronco Sport especially in Badlands form which provides those great dark wheels, contrast-colour roof and Day-Glo orange “Badlands” logo on the flanks. When I first saw it presented along side the bigger Broncos, I thought it looked soft no matter how many shots were included of it splashing trough rivers or carving up wooded trails. After seeing it in person, though, I think it looks distinctive, it looks tough enough and yeah, it looks cool enough even though we all know that the full-size Bronco is going to have “king of cool” laudations all over it.

Inside, though, apart from the gauges and a few Easter Eggs (and I guess you could make an argument for the two-tone black/saddle brown leather on my tester), there really isn’t very much “retro” about the Bronco Sport at all. It’s got a big 10” infotainment display with Ford’s SYNC3 interface, It’s not all about looks, either, as there’s some Bang & Olufsen audio, dial-style shift selector, proper functionality when it comes to the design. wireless charging and USB-C and USB-A ports; even the gauge cluster isn’t fully exempt from new Take the roofline, for example. tech as it gets a great big TFT display in between It’s hard to tell unless you really look for it, but the that displays all sorts of neat-o graphics. Indeed, roof takes a slight “step” up just aft of the b-pillars. the light show starts as soon as you step inside, It’s hidden a little by the roof rails (that could be with the infotainment display alighting with a cool somewhat purposeful on Ford’s part) but it’s there graphic involving an avalanche of rocks combining to provide more headroom in the rear seats. Which, to form the bucking-horse Bronco logo. Which, it

some of your gear), a portion of the divider can be used as a deployable table with legs and all. Bit of an Easter Egg, there and there’s another one back there in the form of a bottle opener mounted to the wall of the rear cargo area. Yes, you read that correctly. An honest-to-goodness bottle opener. Oh, and swiveling lights mounted into the tailgate But it would be unfair to just discuss the stylistic so you can make yourself even more at home back aspects of the Bronco Sport’s interior, as it’s func- there. tional, as well. The dual-tier cargo area is important because the In addition to the rear seat room, there are a rows of tailgate actually opens two ways: you can either loops affixed to the front seatback to which you can open the entire gate, or just the rear window and fasten gear, and there are zippered pockets there as if you do the latter, it’s nice to be able to just slide well that have a waterproof lining. Not sure about items through there and on to the raised “shelf” said lining’s fluorescent orange colouring, though created by the tonneau cover below. Smart stuff. – I guess it matches the Badlands logos? I dunno. After that, the right-rear seat can be flipped up to Of course more than being able to accommodate reveal more storage for wet items, as indicated by folks and their cargo, the Bronco turns out to be quite the capable machine, as well. little graphics stamped thereon. should be said, has almost as much of a presence here as the famous horse logo does on the Mustang. That intro movie, by the way, is one of those Easter Eggs; there are also some cool Bronco graphics on the rear window that you can see through the rearview mirror.

That ingenuity extends to the rear cargo area which is chock-full of neat little details. You’ve got your tailgate divider that essentially provides two levels of storage – which will make much more sense in just a minute if you’ll read on. There are little clips along each side so you can harness your wares and if you want to have a quick bite to eat (or work on

Power for my Badlands tester comes courtesy of a 2.0-litre turbocharged four-cylinder good for 250 horsepower and 277 pound-feet of torque, fed to all four wheels via an eight-speed auto with paddle shifters. That’s the “big” motor; the smaller motor found in every trim except Badlands is a 1.5-litre three- (3!) cylinder good for 181 hp and 190 lb-ft.

That’s fine, I suppose, but it is too bad that you only get the 2.0 if you opt for the top-spec Badlands trim, which starts at a not-exactly-inexpensive $40,199 before options. Base price, meanwhile, is $32,199.

Sand, Mud/Ruts and Rock Crawl for off-roading.

Which you shouldn’t scoff at because the Bronco Sport, with its independent rear axle and locking differential is imminently capable of light or even moderate off-roading. I took it on some of the Power comes on nice and smoothly with even a former and it was a revelation there, maintaining little bit of a hot hatchback-esque exhaust note composure as the undulations became more repetwhich caught me totally off guard. It’s a quick and itive and the surface that much looser – I selected zippy little thing this, spiriting you down the road mud-ruts, and was good to go. This is an off-road with gumption and ensuring that you always have grappler, this is, and it should have no problem enough power on-tap for highway passes and so getting its owners to backcountry trailheads accesforth. sible only by logging roads, for example. You will be met with a bit of body roll as you take corners at speed, but that’s kind of to be expected with the tall ride height you’ve got here. The ride in general, however, is a good one with the dampers doing a good job of insulating occupants from road imperfections. Train tracks and other everyday obstacles are taken properly in stride.

Which, in effect, really is the moral of the story; as much as the larger Bronco garnered much of the interest in the weeks and months leading up the launch, the Bronco Sport is likely the model that’s going to be the bigger seller here. It lands firmly in the ultra-popular small crossover segment, whereas the Bronco lands in whatever segment the Jeep Wrangler, Land Rover Defender and Toyota 4Runner There are even some drive modes to choose from – call it “off-road mid-size SUV” – compete in. The although here, they aren’t officially called drive Sport is good on fuel, it works in town and in the wild modes, but “G.O.A.T.”– “Goes Over Any Type of and it’s tailor-made for younger families and active Terrain” – modes. As you do. individuals. That’s a tough group to crack, but it is There are seven in total: Normal and Eco are good one that’s growing and this Bronco Sport is looking for city use, Sport and Slippery for highway use and like a great example of right place, right time.

2021 Ford Bronco Sport

Price: $40,199 CDN / $32,820 USD / $45,549 CDN (as tested) Configuration: Front engine/all-wheel drive Engine/transmission: 2.0L four-cylinder turbo, 8-speed auto Power/torque: 250 horsepower/ 277 ft-lb of torque Fuel: Regular Combined fuel economy rating: 10.1 L/100 km Competitors: Chevrolet Trailblazer, Fiat 500X, Honda CR-V, Hyundai Tucson, Jeep Renegade, Kia Sportage, Mazda CX-5, Nissan Qashqai, Toyota RAV4

Electric 44

2021 Volvo XC40 Recharge Story

Steven Bochenek

Part 1: Welcome to the Larger Context

ver notice how much harder it is to get some things done during the pandemic? Consider. If a civil forfeiture case in Texas can’t work online because the county attorney somehow converted his image into a cat and couldn’t prove he was human. What hope is there for solving tectonic, existential crises like the pandemic and climate change? And yet there IS hope. Vaccines appeared on the scene in a quarter of the time predicted by experts, which they’d based on previous examples. Another source of succor you can find during these extended Groundhog Days is the increasing industry trend towards electrification. We may be reaching critical mass. No, really!

Consider Ford’s announcement last September to build five new electric vehicles (EVs). Add to that VW’s growing numbers of EV units sold — nearly half as many in 2020 as that media and market darling Tesla — with an ongoing commitment to co-building the wired infrastructure. And let’s not forget GM’s recent branding makeover in electric blue. It was announced with a pledge to build 30 EV models by 2025, and backed by larger vows to build only EVs by 2035 and become completely carbon neutral by 2040. Wow! As part of GM’s announcement last month, they sponsored Malcolm Gladwell to drop his ‘Tipping Point’ jargon in a discussion at the 2021 Consumer Electronics Show.

Now you can add Volvo to the swelling EV tidal wave, and expect cheap jokes about juicy Swedes. The brand intends to be all-electric by 2030 and aims for half their car sales to be just EVs by 2025. First, however, they’ll need some EVs to make that number. In late January, they were about to execute the soft launch of their first EV in Canada with some public fanfare here in Southern Ontario. The vehicle was an electrified version of the XC40, a subcompact SUV aimed squarely at those many urban Canadian drivers who want one car that does it all.

Then the government put us back into lockdown just before the event scheduled for January 21, so that soft launch got postponed for a few weeks and rendered even softer. The fanfare was tamped down to a virtual launch with live Q&A on February 10th and followed up with invitations to test drive an XC40 Recharge (their brand name for all coming electric Volvos) in disinfected person for five-hour appointments, between which a detailer would presumably sluice down the surfaces with space lasers and injections of bleach. That appointment came recently for me but, with the way I drive, not all five hours were needed. And what was it like?

Part 2: Driving Volvo’s 1st-ever EV hard for three exciting hours. First, a few fun highlights. There’s no on/off button in the XC40 Recharge, just Drive or Reverse and Park. The Recharge knows that you have the remote on your person. Smart. I’d heard this at the soft launch but still spent at least a minute looking for the ignition button before trying my luck with the shifter. Bingo!

The first concern most would-be EV owners raise is battery dependability. Volvo, a tad sluggish to the party, would like to allay that concern. The battery comes with an 8-year or 160,000km warranty on the battery. Which is also the life expectancy of this car. At the risk of sounding obvious, there’s no huge combustion engine in this battery-powered vehicle, therefore no need to cool said lack of engine with a front grill. Instead there’s a mono-chromatic plate that blesses this cute ute with a tank-like presence in the parking spot. Plus, there’s more storage space than the usual SUV tonneau. It’s up front, beneath the hood where, again, there is no engine. Volvo calls it a frunk. Which sounds arguably Swedish. At the risk of sounding redundant, you can recharge the Recharge’s battery with a Level-2 home charger from 0 to 80 percent in eight hours. Likewise, a Level-3 DC fast charger recharges from 0 to 80 percent in just 40 minutes. Why the stubborn 80 percent stat?

The XC40 Recharge uses Google Maps for navigation. Volvo’s deal with the Internet behemoth includes access to an array of apps, heat-sensitively accessible, at your fingertips. Upgrading the versions doesn’t demand a visit to the dealer. The masked car jockey at Volvo reported when I Advantage Volvo. However, speaking as someone arrived that the previous driver hadn’t charged it. who’s been directed by Google into Italian lakes in Which kinda makes sense if she only had it for five the past and — less than two months ago — onto hours, no? Anyway, the charge on my tester was at icy-pitchy Ontario roads not plowed in winter, I was a nearly full 93 percent. The goal for my own five- hoping they’d improved their service. Well … hour time slot? To see how long the juice would last The XC40 Recharge launch’s press materials on the GTA highway system in February weather. encouraged us “As you depart the Volvo property, say, “Hey Google, take me to High Park.” Only probBy the time I dropped the XC40 Recharge lem with that comes from the City of Toronto’s off, just three hours later, the gauge Facebook Page: “High Park … has been closed to was down to 13 percent with an esticar traffic throughout the pandemic to create more mated range of 35km left. space for people to get active.” Completing those final percentages takes longer because, unlike your gas tank, a battery doesn’t easily accept full reloading at maximum output the closer you get to 100 percent capacity. (#kaboom)

Here’s some of the stuff that happened in between (If my name doesn’t appear in this publication’s considered against some of the main points Volvo credits next issue, please blame Google and tell my family I loved them.) wanted us to consider.

But how’s the drive? Exquisite! Two reasons I dragged the almost full battery to nearly kaput in under three hours are the 486 lb-ft of torque and 402 HP. Those numbers aren’t typos, they’re challenges!

The heavy 78kWh lithium-ion battery lies flat beneath the floor, a common trait in EVs. That low weight anchors the SUV to the ground with the sort of suction you’d expect from a sports car, granting a spirited driver permission to challenge the principles of physics in corners and bends without any risk of removing paint from the roof.

Best of all, that torque is immediately available. Imagine a slingshot to Mach 2 – including the accompanying quietness. Liftoff: for a few seconds, my double chin was single again! Even counting the 93 percent charge kicking off and 13 percent completion, the immediately available power helps explain why I wouldn’t have come close to accomplishing the potential mileage range of 335km on a full charge.

Challenge accepted. After all, this was the first sunny day in over a month when the mercury didn’t threaten to move to Pluto. Better still, most GTA drivers seemed to be heeding government requests to stay at home, leaving the highways less bereft of boneheads. Challenge embraced. Frankly, it’s surprising the Recharge lasted for three full hours. The Volvo XC40 starts at $64,950, a price too high for a rebate from any Canadian province.

Tire Test 50

Nokian Tyres One Story and Photography

Matthew Neundorf

hen Nokian Tyres launched their new passenger-car model, “One”, I was intrigued. Boasting a mileage warranty of 130,000 km is certainly impressive, but what really raised a brow was the use of Aramid fibres for their sidewall construction. Infusing this “bullet-proof” material into the tire’s construction implies a somewhat indestructible characteristic and one that Nokian stands behind with a Pothole Protection Warranty (Nokian will provide replacement rubber, should ragged roads render one of your One’s beyond repair). A quick peek at their website revealed that Ones were readily available in a size suited for my Subaru BRZ, so I jumped at the chance to check them out.

learn to trust your tires but also how to pick out the signs of where they may not be best suited for the job. This is probably easier to sense on a machine with only two wheels and little else in between to confuse translations, where the importance of grip is arguably elevated.

What is Aramid? Aramid fibres are produced by spinning a solid fibre from a liquid, chemical blend. The process of doing this makes the polymer chains of these nylon-family threads orientate in the direction of the fibre itself. This process creates an incredibly strong, tenacious, pliable and heat resistant material. In terms of strength, the Para-Aramid fibres ***Full disclosure -- Nokian provided me with a full used in tire construction have a higher strengthset of four tires for review. They were delivered to to-weight ratio than that of carbon fibre while also my home, free of charge. I paid for the installation being resistant to solvents and are incredibly abraand balancing as well as the disposal fees associ- sion- and cut-resistant. ated with my old rubber. I also had an alignment performed to ensure optimal conditions and even Nokian has interwoven the extremely strong and lightweight fibres into the sidewalls of One tires wear patterns during review*** which, combined with extra attention paid to their Most of my experiences in evaluating rubber has shoulder strength, all but eliminates the potential come aboard motorcycles of all shapes and sizes for the type of blowout that sudden impacts with and in varying conditions. When you’re trying a pothole can create. For anyone out there who’s to exploit a lean-angle and find speed, or how to suffered a sidewall puncture of any kind, you’ll negotiate trails of shale and sharp rock, you quickly know that this usually results in an irreparable tire

and full cost replacement. So bulletproofing sidewalls certainly sounds like a fine idea indeed.

The ride quality was noticeably improved as well. I’m sure some of this (and the changes to NVH levels) can be attributed to just being box-fresh rubber but Sure, But Do Bulletproof Tires Ride Like Rocks? with only 34,000 km on those old Michelins, they Nokian Tyres has been integrating Aramid fibres were far from spent. Regardless, the Ones do have into their tire construction for quite a few years a more compliant road feel to them, despite my now. In fact, since 2016 they’ve been steadily inte- testers having a low 45-series profile. grating the technique into almost all of their offerings from winter specific applications to SUV So How About Them Potholes? tailored all-seasons, so as their latest iteration, One How many of you have a bumper sticker that reads tires are quite refined. In addition to their sidewall “I’m not drunk, I’m avoiding potholes”? Admittedly, I do not but I have read it enough times and engaged strength, the Nokian One is stated to develop 12 per in my own games of dodge-ems often enough to cent less interior noise. appreciate its message. Driving away from the Kal Tires where I had mine Nokian has stated that they designed the One spooned on, I could hear that they offered a quieter tires specifically for North American drivers, so I’m ride than my old hoops. The BRZ isn’t exactly known guessing most of you reading this are also blessed for its lack of NVH (noise vibration and harshness), with similar heaved and pock-marked streets to so it wasn’t exactly easy to suss the difference. the sprawling metropolis of Toronto I call home. However, despite both tires being constructed with Crashing through the city is just a part of life here a low rolling resistance, these were and continue to (especially when you daily a BRZ) and, while this be quieter. Whether it’s twelve per cent or not is last winter was quite mild in my parts, fresh damage debatable and my apologies, but the sound meter was still done. With their added compliance, the app I tried to use to prove this definitively was less effects of hitting asphalt eskers, drumlins and than reliable -- it picked up a bunch of ambient carvings are slightly less jarring but certainly not noises that the lack of sound deadening let filter absorbed in totality. I am happy to report that, after roughly 3,000 km of mostly city driving since they on through.

and a snowflake” emblem that would designate it as a true snow tire but I did get the chance to see how they could handle some spring flurries. Again, Performance there was no disappointment as I was able to drive While I do enjoy a spirited stint behind the wheel, I normally despite a centimetre or two of accumulaleave the stunting and flossing to the professionals. tion. Under braking on wet, dry and slippy conditions, As such, I wasn’t too concerned with the fact that I would only feel ABS kick in at threshold levels of the Ones are not classed as a sticky, high perfor- pressure. The high-volume water pockets, extenmance tire. They are a passenger car tire that offer sive siping and three-dimensional block supports decent amounts of grip for day-to-day driving. In bite decently into wintery conditions while also the size I’m riding on -- 215/45 R17 -- they come delivering impressive wet and dry weather traction. V-Speed rated to 240km/h, so they aren’t likely to be overwhelmed on our highways. Other niceties are that these tires are bi-directional, so there’s no need to stagger rotations every time. During the initial “scrub-in”, things did feel a They also have a nifty little wear marker molded touch squirmy under hard acceleration and brakdirectly in the centre-block that you can monitor ing. Specifically, my notes at the time read “feels gooey on launch” and “understeer?!?”. I’m happy over their 130,000 km lifetime (depending on use, to report that this is no longer the case, and these of course) went on, the Ones remain fully inflated and show zero effects of abuse.

Nokians actually handle quite well. There is just enough hardness to them to still allow for the kind of tail-happy maneuvering that I love about my car while also being grippy enough for on-ramp apex hunts. Make no mistake, they aren’t nearly as easily overwhelmed as the “Prius tires” it had before but you can still have fun.

The Nokian One, in general, is a well performing all-season passenger car tire. I’m sure I’d actually be more impressed with its traits on a less hardsprung car than mine, but differences were appreciable across all measures. And if you happen to live in an equally ravaged area, the Pothole Protection warranty afforded by those Aramid fibres could Naming conventions aside, the One is unfortu- prove to be wise investment in both diver/passennately not endowed with the iconic “three-peaks ger safety as well as the bank account.

The Overrun

Matthew Neundorf Contributor | TRQ

few weeks back, my wife and I added a new vehicle to our fleet. Well, new to us anyways. Based off of the 1939 BMW R71 motorcycle, our decade-old Ural Patrol is a modern relic. An orange and silver dinosaur that guzzles hightest, weighs around 350 kg and will barely reach legal highway speeds. Renowned for their rugged capabilities and utter lack of reliability (at least those built before 2014), buying it will no doubt prove to be both the most genius and stupid decision we have ever agreed upon. We named ours Boris. I mention this new acquisition not to brag (it should probably garner rear, a shaft-drive and an Earlesmore ridicule, really) but to explain. type front fork, there are exposed linkages and metal-on-metal interIn our brief period with Boris we’ve actions everywhere. Everything is quickly discovered that everything, accessible, ready and begging for even some of the most mundane constant adjustment. Like peering chores, can become an adventure into the guts of a mechanical watch, with a sidecar rig. Need to pick up the juxtapositions of complexity some groceries or ice cream? Take and simplicity are astounding. Boris, he has a trunk. Booze run? Having this antiquated hunk of Obviously, Boris (and obviously, Russian steel at my disposal has only if said booze haul includes deepened my appreciation for the vodka, and only vodka – Ed.). Need progress we’ve made on the vehicto whip out for your Covid-19 vacciular front. There are a million means nation? Boris saves the day. for us to travel from A to B and Some of the fun of it lies in the beyond. From Teslas and e-bikes fact that everyone’s day is made to super-SUVs and MotoGP brighter by this big old orange rig. repli-racers -- all of these amazing creations do the same thing Sidecars make people happy. in different and entirely enjoyable Pedestrians wave because Boris ways. (and his ilk) draw it out of them. Pull up to a light next to someone’s Of course, when you get the keys car, truck or SUV and windows drop to new things tossed your way immediately. Situate yourself in often enough or pore over them on the middle lane and both rider and the internet everyday, you tend to passenger can make a new friend. become jaded. Boris has helped me The Ural Delay Factor is a “thing” hit reset. I love that outlets like TRQ and VICARIOUS give us the chance and it’s glorious. to explore, exploit and explain the The rest of the fun, for me anyways, shiny and new creations for you, comes from the mechanical but never forget about the old ways. simplicity of Boris’ underpinnings. Because sometimes the old ways Carbureted with drum-brakes in the are the best.

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