TRQ | Volume 2 | Issue 1

Volume 2 | Issue 1

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TRQ SAVVY Betting on Battery Building

TRQ Quick Take 2022 Infinit QX60

TRQ Electric 2022 Mazda MX-30

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The new Multistrada V4 S is designed to perform on any road you point it at with legendary Ducati power and style.

Lightweight and compact with a new class-leading 170 HP V4 Granturismo engine for an exhilarating ride on mixed terrain. Ready for long journeys thanks to 15,000km oil and 60,000km service intervals all while staying comfortable on the fully electronic, adaptable suspension and rider assistance radar-system.

Discover more at your Ducati dealer and on ducati.com

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TIPPING IN

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

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uring a break whilst writing a recent piece for this magazine, I took to browsing the web – as you do, in these types of scenarios.

During my sojourn there I came across a site selling some pretty cool hats, topped by the one I’d end up buying: a red, white and blue trucker-style item emblazoned with what looked like a U.S. Route 66 – yes, that one – road sign. A closer inspection revealed that while it did say “66”, instead of “route” above that it said “order” and it was then I realized I had come across a waycool Star Wars/Americana combo.

somewhat put-off by it. After all; when you’re a fan of a car that has pretty much become an institution, you’re not gonna necessarily love the idea of having your engine in the “wrong” place.

But why not?

After all, the ‘Vette still gets a naturally-aspirated pushrod V8 good for almost 500 horsepower and torque, fed to the rear tires, and the rear tires alone. That means instantaneous response from the throttle, accompanied by a bloody great noise that only a V8 with quad So, naturally, when I picked up my outlet exhaust could produce.

Chevrolet Corvette Stingray loaner – all swooping mid-engined angles Only now, the one transmission and sparkling Accelerate Yellow choice is a paddle-operated eightMetallic paint – it was this hat I speed dual-clutch auto, which was wearing. Why? Well, because, manual purists will argue that like the two divergent examples of quick as it is, it’s nowhere near as popular American culture on the immersive. hat -- the Old Mother Road, baked Perhaps not, but it is incredibly fastinto the earth below and the world shifting, each gear a joy to bang of the famous space opera, many home. Then you start to saw the millions of miles above -- the latest strange function-over-form steerCorvette is an incredibly tantalizing wheel (shaped to not impede ing mix of the old and the new and a nice window into where cars are your vision or bump your thighs) and everything about this Corvette at today. comes into focus. It’s astoundingly The new, well, that’s pretty obvious. fast, but so balanced through turns For the first time ever, the Corvette that driving stardom – at least the has swapped its traditional long- feeling of it -- is not far away. hooded, front-engine sports car digs for a mid-engined supercar Yes; it looks different than it ever has body. It now has a perfect 50/50 and yes, the all-digital cockpit and weight distribution as a result, and strange ultra-thin centre console cuts a profile unlike pretty much any make for a different Corvette expeAmerican car this side of the Ford rience than ever before. With that GT. It is an absolute head-turner; engine, though, and those looks? some people can’t believe it’s a Well, it’s one of the best microCorvette, others nod with approval cosms at driving today and driving and recognition and still others are tomorrow you can get.

THE ROAD IS YOUR PREY

YOU NEED BETTER TIRES That’s why Blackhawk gives you more for less; more control, more value and more confidence on the road. With Blackhawk you get the same strength, agility and razor-sharp grip found in the powerful bird of prey itself.

Command the road ahead and never look back.

BLACKHAWKTIRE.COM

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A RACING MIND

eep this story in your back pocket for the next time you hear someone bemoaning all the gentlemen drivers in racing.

STEPHANIE WALLCRAFT CONTRIBUTOR | TRQ

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“One of the first gentlemen-drivers was Emil Jellinek, a businessman who lived in Vienna and Nice. Initially a customer of Daimler-MotorenGesellschaft (DMG), from 1898 If you’ve been following the sport on he sold the company’s vehicles. for a while, you’ll know the term Jellinek wanted to prove the qualrefers to people who can afford to ity of the cars in races. He presrace without making money at it. sured DMG chief engineer Wilhelm What you may not know is that the Maybach to build a new automobile term is as old as the sport itself. with an especially powerful engine; I didn’t, until during that brief it was to bear the name of Jellinek’s autumn lull in pandemic travel daughter, Mercedes. Rousing victorestrictions I found myself in ries in the Nice race week of 1901 Stuttgart, Germany, home of the made the name ‘Mercedes’ the talk global headquarters for Daimler of the town.”

AG, the parent company of The Mercedes won many more Mercedes-Benz. races after that, kicking off both One of the city’s institutions is the a brand and a new era of motoring Mercedes-Benz Museum, which competition. And it was all thanks is at least as worthy of a dedicated to a gentleman driver. visit as anyone reading this column At whatever stage travel becomes might imagine it to be. On my accessible again, Stuttgart should first pass, I staggered weak-kneed be on every automotive enthusiast’s through the Silver Arrows gallery in bucket list. Between the Mercedesabject awe; on my second pass a Benz and Porsche museums – full couple of days later, I realized I could disclosure: I haven’t visited the spend an entire day in that room latter, but I have zero doubt that it’s alone and still not absorb the full also wonderful – you’ll need at least depth of the knowledge it contains. two full days to take it all in. Add in But back to the point: one of a side trip to Munich and the birththe most interesting motorsport place of BMW, and you’ve got the tidbits in the entire museum isn’t German automotive tour of your even in that room. It’s several levels dreams. up, near a platform that displays Quick side note: Canada has a the oldest Mercedes car still in homegrown effort to celebrate existence. The 1902 Mercedesin Woodbridge, Ontario’s Pfaff Simplex itself represents numerMotorsports, which claimed ous evolutions brought on by racing: IMSA’s GTD title for 2021. Sincere it boasts a front mid-mounted congratulations to Ottawa racer engine, lowered centre of gravity, and longer wheelbase than average Zacharie Robichon and the rest of for its time, resulting in one of the this dedicated team, who battled not only racing’s usual adversities best-handling cars of its era. but endless border crossing restricI’ll let the museum’s panel tell the tions to secure this monumental rest of the story: achievement.

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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.

KYRA SACDALAN Kyra is an editor & journalist by day, and a PR & marketing wiz by night - with a passion for people, places and things. Someone coined the term ‘cultural Bloodhound,’ which is a title she wears with pride.

From discovering haikyos in Japan on a dual sport to exploring the booming culinary scene of Baja; or racing go-karts in Verona to doing donuts at an Ikea in Russian with a professional drifter or documenting the Dakar Rally; the list goes on and with every new experience and interesting idea, she’s ready to say yes.

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

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| A Racing Mind Stephanie Wallcraft

12 | Contributors 14 | TRQ Savvy Betting On Battery Building

16 | TRQ Test 2022 Genesis GV70

22 | TRQ Gear What’s New For Spring 2022

26 | TRQ Head to Head 2022 Hyundai Kona N VS 2022 Hyundai Elantra N

32 | TRQ Test 2022 Honda Navi

38 | TRQ Electric 2022 Mazda MX-30

44 | TRQ Test 2022 BMW X3 M Competition And X4 M Competition

50 | TRQ Quick Take 2022 Infiniti QX60

56 | The Overrun Matthew Neundorf

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 2022 PORSCHE TAYCAN TURBO S CROSS TURISMO

Our Team 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 CONTRIBUTORS DAN HEYMAN MATTHEW NEUNDORF DREW RUIZ, KYRA SACDALAN KELLY TAYLOR JEFF VOTH STEPHANIE WALLCRAFT BENJAMIN YONG DESIGN & LAYOUT JENNIFER ELIA PUBLISHER VICARIOUS 16 Heritage Court St.Catharines, ON Canada L2S 3H9 ADVERTISING INQUIRIES advertising@vicariousmag.com

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SAVVY I

n the race to transform Canada’s automotive sector to electric vehicles, industry stakeholders say developing the ability to build batteries — from mining the raw materials to placing finished power cells in vehicles — is a critical step the federal government should not overlook.

able sources has fallen to the point that utilities could expand their use of renewable energy without government subsidy, with one addition: battery storage stations that would regulate the vagaries of solar and wind.

“Look, the sun shines during the day, it doesn’t shine at night. The wind blows when the wind blows,” he said. The batteries in these stations use the same chemistry as vehicle batteries, and the push to build these stations would be the catalyst for mining companies and battery manufacturers “The battery is the most expensive part of an elec- to expand capacity and have the ability to service tric vehicle… if you’re not in the battery game, then large orders for vehicle batteries. you’re disadvantaged,” he said. “If you are in the battery game, and you can demonstrate that in the Such would also benefit industry by balancing next five years or so, which are critical, then I think out the five peak hours that are used to calculate you’re going to attract a lot of the zero-emission energy costs. He estimates industry could cut its and powertrain-related components.” costs in half.

Flavio Volpe, president of the Automotive Parts Manufacturers’ Association (APMA), is urging the government to begin that process with projects intended for, oddly enough, the national power grid.

Volpe said the Canadian industry is looking at a “real chicken-and-egg thing,” where carmakers will be reluctant to order supplies from an unproven supply chain and where suppliers aren’t willing to build out capacity on speculation.

Volpe has the chops to back up his suggestion. Prior to joining the APMA, he was managing director in Canada for major European solar-power manufacturer WIRSOL AG.

Jerry Dias, national president of Unifor, the union Government can solve that riddle, he said, by build- representing workers at the Detroit Three carmaking out capacity in renewable electricity — wind ers in Canada, said now is a critical time in transitionand solar. Volpe said the capital cost of renew- ing to electric vehicles, and Canada’s industry can’t

BETTING ON BATTERY BUILDING Story

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Kelly Taylor

afford to be left behind. He’s urging the govern- and Climate Change Canada. ment to back initiatives to build out the mining and “The Canadian Minerals and Metals Plan envisions manufacturing of batteries.

Canada having the world’s best national mining “Conventional thinking was the global market was brand and being the undisputed leader in respongoing to be half EV by 2040,” he said. “Now, every- sible business practices,” she said. “Responsible body’s thinking it’s going to be a heck of a lot faster business conduct is critical to Canada’s reputation for sustainable mining.” than that.”

For Canada, Dias said, the time is now to decide whether it will develop a cradle-to-grave industry that creates thousands of high-value jobs and billions of dollars in international trade or remain content to supply only the raw materials so other countries can profit. He sees this as possibly where “If you don’t want to be Canada shifts away from being merely a raw matein the big leagues, don’t rials supplier towards building a complete supply pay the franchise fee,” chain. he said. “But we’re in it (and) if you’re in the big “It’s a $100-billion-a-year industry,” he said of leagues, you can win the vehicle manufacturing. “We used to be No. 4 in the World Series. If you’re world, now we’re No. 12. The lights have gone on.” not, you’re watching it on TV.”

Volpe, pointing to the investments by Ford ($1.4 billion, supported by $590 million in federal and Ontario supports) and GM ($1 billion) in EV production in Canada, said now is the time for the federal government to step up to the plate.

Having Canadian miners supplying the critical minerals also helps counter a significant downside to EVs, that being the use of exploitative labour practices — child labour, slave labour — in some of the countries supplying lithium, cobalt and manganese.

The federal government has identified the ethical sourcing of such materials as giving Canada a significant edge in the EV space.

“With the world’s largest automakers pledging to ethically source minerals and other supply chain inputs here, Canada emerges as the destination of choice for battery cell manufacturers,” said Krystyna Dodds, spokeswoman for Environment

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TEST 16

2022 GENESIS GV70 Story Benjamin Yong

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Photography Dan Heyman

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f Genesis as a manufacturer is to be judged solely on the GV70, its first take on a mid-size SUV, then the sky is the limit for the South Korean upstart premium marque. This vehicle is really, really good.

ers and painted roof spoiler, as well as the polished window surround, 13 available exterior matte or metallic colours and signature ultra-thin Two-Line LED head and tail lamps. Though there’s a lot to take in visually, nothing seems too busy or out of Firstly, the new model, which launched last year as place. a ‘22, stands out uniquely in the wild (my neophyte friend’s comment regarding a resemblance to a Those who prefer maximum performance aesthetBentley notwithstanding). A difficult task indeed ics may choose the available Sport Package that when you consider more than half of all Canadian bundles dark chrome accents, painted diffusers, auto sales are now made up of crossovers and the up-to 21-inch special alloy wheels, circular instead like. of vertical dual exhaust tips, exclusive steering wheel and optional carbon fibre overlays.

The distinctive appearance revolves around the design language titled “Athletic Elegance,” referring As appealing as the outside is, many people — to the cross section of where sport meets luxury. myself included — are floored by the high-qualJust check out the sloping roofline, sculpted fend- ity interior. Informed by the Korean architectural

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“Beauty of White Space” concept, Genesis says the space also draws inspiration from the aerodynamic sections of aircraft wings, and really, the entire cabin resembles a business class section of a plane from a different era.

so the party up front doesn’t have to stop when passengers in the back are sleeping.

In Canada, two different turbocharged all-wheel drive powertrains and multiple grades are offered to suit various needs and budgets. Sitting at the top is Melt into the buttery smooth brown leather uphol- the 3.5T Sport Plus (MSRP $76,000) boasting a stered seating while taking in all the intricate 3.5-litre boosted V6 making 375 horsepower and surrounding details: for example, the knurled trans- 391 pound-feet of torque. mission and infotainment dial on the brushedaluminum-covered centre console; the two-spoke The version TRQ tested, however, was the 300 hp, yoke-like steering wheel; and the slim barely-there 311 lb-ft 2.5-litre four-cylinder that, to be honest, air vents. The ratio of physical to virtual buttons is did not leave me wanting for more. I couldn’t detect just right, minimalizing clutter without taking away any perceptible turbo lag —a jab of the throttle functionality. results in instant response, and a bit of unexpected but welcome growl as well thanks to the Active An ultrawide 14.5-inch touchscreen display is nestled atop the covered dashboard controllable via Sound Design virtual exhaust note enhancement voice, multiple knobs or the tap or swipe of finger. through the speakers.

As found on other Hyundai and Genesis products, The vehicle possesses a degree of agility usually not a novel feature is the different Zen modes you can found given the segment, largely due to high-level activate to create a relaxing motoring experience, tech. On-board electronic limited-slip differentials such as Calm Sea Waves and Warm Fireplace. balance torque between both sides of the wheels On Advanced Plus and higher trims, the 18-speaker according to the current conditions, so grip remains Lexicon Premium Audio stereo produces rich sound present over slippery terrain and/or during quick no matter what genre of music is played. A parent- steering inputs, such as having to dodge unpredictapproved Quiet Mode disables the rear speakers able Lower Mainland drivers in the rain.

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At the same time, the Preview Electronic Control Suspension system is a partnership between the remote adjustable dampers, front camera and GPS data, all working in concert to pre-recognize rough road surfaces and automatically compensate, creating a smooth and comfortable ride every time.

Even on my own street that has been dug up for maintenance, the crossover just floats along the violated pavement.

Want to look like a million bucks behind the wheel, and have a great time doing so, with some money left over after signing the papers? Then the 2022 Genesis GV70 should be added to your comparison list. Being the newest brand on the luxury block provides buyers extra value, including a five year/100,000 kilometre basic warranty, compared to others (i.e. the Germans) in its class.

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2022 GENESIS GV70

Price range: $59,500.00 CDN Configuration: Front engine/all-wheel drive Engine/transmission: 2.5-litre turbocharged four-cylinder. Eight-speed automatic transmission.

Power/torque: 300 horsepower/ 311 ft-lb of torque Combined fuel economy ratings (L/100 km): 15.4 L/100 km (observed) Competitors: Acura RDX, Audi Q5, BMW X3, Cadillac XT5, Infiniti QX50, Lincoln Corsair, Mercedes-Benz GLC-Class, Porsche Macan, Volvo XC60

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GEAR 22

WHAT’S NEW FOR SPRING 2022 Story

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Benjamin Yong

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pring is just around the corner and that means it’s time to get ready for a season of driving in sunshine and warmer temperatures. Here at TRQ, we have you covered. We’ve created a shortlist of the latest gear, toys and gadgets no gearhead should be without in 2022!

RAZER ANZU

LEGO SPEED CHAMPIONS KOENIGSEGG JESKO

Forget trying pair a gimmicky portable speakerphone, or having private conversations broadcasted to passengers. The Razer Anzu keeps you connected at all times, in or out of your vehicle. Available in both rectangular or round designs, in two sizes, these smart glasses manage to conceal a microphone and stereo speakers inside a lightweight and water resistant 48-gram frame. Producing surprisingly full sound given how tiny the components are, Bluetooth 5.1 technology ensures smooth performance during the five hours of usage per charge.

What enthusiast doesn’t love LEGO’s large scale Technic model kits featuring detailed, moving parts? Unfortunately, the high level of realism includes an equally high price tag and that’s where the Speed Champions line comes in, featuring vehicles such as this Koenigsegg Jesko. Still packing loads of authentic details such as a wide chassis allowing room for a two-seat cockpit, authentic green accents and logos, swappable wheels and more, the replica measures 150 millimetres long, 70 millimetres wide and 40 millimetres tall.

Blue light filtering lenses are pre-installed to reduce glare and eyestrain when staring at a screen — great for gaming, working or just surfing the internet — and as soon as it’s time to hit the road, throw on the complimentary polarized lenses to protect against harmful UV rays while driving. If there’s an incoming call, simply tap the touch interface on either arm to answer or hang up. Various gestures can control music or activate the smartphone voice assistant as well. And don’t forget to download the mobile app to customize EQ and other settings.

Also in the box is a driver complete with racing suit, helmet, wrench, and even optional brown hair. The miniature hypercar is comprised of 280 pieces and promises children ages seven and up (and adults, too) a fun afternoon of building.

RAZER ANZU

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MYGEKOGEAR CYCLONE FAN Why wait until the next heatwave to get your cooling needs sorted? The new compact Cyclone Fan from consumer electronics company myGEKOgear has a strong integrated combination stand/clip that is able to safely clamp onto any stable surface like inside a vehicle, on a baby stroller or the edge

LEGO SPEED CHAMPIONS KOENIGSEGG JESKO

MYGEKOGEAR CY

of a desk or table. Three quiet fan modes vary the amount of airflow, and the head tilts up and down 90 degrees and rotates 360 degrees to ensure the breeze is always blowing in just the right spot.

And don’t worry about bringing a lantern when the sky turns dark, since there’s an LED light mounted behind the blades with two brightness modes. A single charge of the onboard 2000mAh battery yields up to six hours of operation.

VIEWSONIC M1 MINI PLUS

from a phone or tablet; or through the USB or HDMI ports by connecting a hard drive or laptop. Finally, automatic vertical keystone correction prevents crooked and distorted images regardless of where the unit is pointed, and bundled faceplates (grey, yellow and teal) means you can easily customize the look of your M1 mini Plus at any time.

AMAZON SMART AIR QUALITY MONITOR Plug the new Amazon Smart Air Quality Monitor in at home or toss it in your overnight bag and never wonder about what you’re breathing in again, no matter where you are. This discreet and minimalistic sensor continuously checks for floating allergens, chemicals and pollutants and a simple glance at the three-colour (green/yellow/red) LED indicator reveals the cleanliness of the current air — particularly helpful during hay fever or wildfire season.

Temperature and humidity is measured, too.

How does stashing a big screen TV in your glovebox sound? The ViewSonic M1 mini Plus projector comes pretty darn close to creating such an experience. Weighing less than a pound and fitting in the palm of your hand, the pocket-size device outputs vivid 854x480 resolution and has an articulating stand, which doubles as a lens cover, permitting viewing at different heights. Audio is provided courtesy of a loud built-in JBL speaker, or users are Pair the monitor to a compatible Alexa-enabled free to connect Bluetooth hardware, and the interdevice and you can get more specific information, nal battery lasts around one-and-half hours. as well as an overall score and breakdown of the Content can be played in number of ways: streamed day, simply by asking, “Alexa, what’s the indoor air over Wi-Fi via installable apps like Netflix, YouTube quality?” or opening up the app. When air quality is and others using the included remote control; cast poor, an alert will pop up and/or be announced.

YCLONE FAN

VIEWSONIC M1 MINI PLUS

AMAZON SMART AIR QUALITY MONITOR

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HEAD TO HEAD 26

2022 HYUNDAI KONA N VS 2022 HYUNDAI ELANTRA N Story & Photography

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Dan Heyman

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B

efore you jump all over us for featuring a crossover and a sedan in a head-to-head battle, know this: we do things a little differently at TRQ. The more logical thing to do, of course, would be to put this Elantra N up against something like the Honda Civic Si. Sure, and maybe we will on our Vicarious sister publication’s website when we get our hands on the Si. Thing is, we just so happened to find ourselves with quick access to both the Kona and Elantra as well as a world-class racetrack, Sonoma Raceway (you may know it as Infineon or Sears Point; such is the world of racing partnerships), and we thought it would be a great opportunity to take a look at either end of the Hyundai N spectrum as it exists today.

compete in various touring car championships, from the FIA World Touring Car Cup to the IMSA Michelin Pilot Challenge. These two are bonafide performance vehicles that are considered models unto themselves at Hyundai.

That’s one aspect of this test.

The other is the fact that we’ve chosen the automatic version of the Elantra N; it is available as a manual, but the Kona isn’t. Normally, when it comes to compact sports vehicles, we’d always choose the sedan or hatch over the crossover. They are lower, so they handle better and they usually look better, too. But – and this, we think, is a pretty big “but” – we’d also almost always have the manual if it was offered. Would a similarly powered crossover that Not to be confused with Hyundai N Line – which offers more room inside and a better view out, be exists as kind of a collection of trim packages for the preferred choice over the sedan with which it most Hyundai models -- Hyundai N is a proper shares so much of its componentry? performance division at the Korean manufacturer.

They’re so serious about it that they’ve actually Looks-wise, there’s little surprise that the Elantra gone racing under the banner. In fact, the 2.0-litre takes the cake. Especially when finished in the turbocharged four-cylinder engine found in these N-specific power blue paintjob seen here, it looks two has the same basic blueprint as that which is ultra-sharp with its two-tone wheels, aggressive found in their i30/Elantra/Veloster race cars that diffuser, trunk spoiler and red highlights. The over-

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all stance is low and wide and purposeful, having it before I forget: that’s 276 hp…most of the time. looking surprisingly different from non-N Elantras. Hitting the button on the steering wheel marked “NGR” that each of these has unlocks an addiThe Kona N is no shrinking violet. You can also tional 10 hp for 20 seconds, all the while sounding have it in the blue, but even when seen here in all touring car pop-pop-bang-y, especially if you’ve Ignite Flame Red it is striking. The two-tone wheels selected the louder exhaust setting, done in the shrouding red brake calipers look great, as does the same menu where you can play with the steering, somewhat-less-than subtle contrast-colour rear throttle mapping and so on. Hooo-rah. spoiler, big twin tailpipes and blacked-out front What these two both have, however, is an electronic grille. limited-slip differential (eLSD) whose addition Power for both of these is rated at 276 horsepower can readily be felt, especially on the track. When and 289 pound-feet of torque, fed to the front accelerating out of a corner, you can really feel as wheels via an eight-speed dual-clutch auto. Yes, power is sent to the wheel that needs it – say, the you read that correctly: in N form, you can’t have right side wheel on a left-hander, to better rotate the Kona with AWD. That costs it some points in you through the turn – and you’re pulled through this competition; if you could have a FWD Elantra the corner. So evident is the transaction that in the but an AWD Kona with the same power, the Kona Elantra – which runs more performance-oriented becomes an even more intriguing choice. Oh, and Michelin Pilot Sport 4 S tires to the Kona’s Pirelli

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P Zero offering – it will catch you off-guard in its aggressiveness when you first set out on the track.

They are serious about making sure this Elantra is of a different breed.

When it comes to those tires, it has to be said, perhaps a little too serious for damp conditions.

Sonoma was dampened by rain when we were there (a rare phenomenon, we’re told) and since it features some pretty hefty elevation changes, there were a couple of spots that unsettled the Elantra.

Mainly, there’s one downhill stretch that features a number of left-right-left transitions. So, you may find yourself braking on a downhill turn, meaning weight is lifted off the rear end, meaning the tires’ contact patches are smaller and the tail will step out fairly readily. The Kona was much more predictable here, and a lot of credit for that has to go to the more well-rounded tires it has.

platform it’s used since its inception. That means the Elantra gets incredibly direct steering (that you can modify, of course, with mappable “N mode” buttons or by choosing from various drive modes), a suspension set-up that proves very adept at providing a good ride as well as a responsive attitude through turns and a feeling of “one-ness” that is just about right on.

It’s not just under the skin with the Elantra, either; a look in the trunk, for example, reveals a bright red crossmember, there to increase rear-end stiffness and performance. Yes, it means threading longer items through the pass-through rear seats is slightly more awkward, but I suppose if practicality is what you’re after, there are plenty of other Elantra models to choose from.

If, however, you’re looking for a performance drive that’s befitting of some of the best sport compacts As I delved deeper into these two, though, the more we’ve all come to know and love – from the Mazda I felt the presence of an ace up the Elantra’s sleeve, MX-5 to the Golf GTI and yes, the Civic Si, of course and that’s the fact that while both of these are all- – then the 2022 Elantra N is an absolute direct hit. new for ’22, the Elantra makes use of all-new chas- I mean, when the only real complaint I can level at it sis architecture and Hyundai K3 platform while is the clumsiness of its pass-through rear seat and the Kona gets a heavily massaged version of the that it gets a little squirrely under braking in more

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extreme race track circumstances, you know you’ve got a good thing going.

practical, it’s a little more stable on the road and it still looks incredibly cool and has some truly spineBack in the Kona, it’s not even close; when sat tingling performance, from the power on-tap to its inside, you know you’re in a larger vehicle. Even quick-shifting dual-clutch auto. though the Kona is a subcompact crossover, you still sit much higher than you do in the Elantra and Of course, the Elantra also gets that DCT, and even even though it has both a shorter wheelbase and is without the stick shift option it also gets, it’s the shorter overall than its sedan sibling, it does feel the more fun car of these two. And it’s not just that roomier vehicle, especially in terms of headroom it’s more fun than the Kona; it’s more fun than a both front and back. There’s also more cargo room lot of its competition and it looks better than much than there is in the Elantra’s trunk even without of it, too. So even with all that added practicality, folding the Kona’s rear seats. the Kona is still not going to be able to bump this Thing is that even with the higher seating position particular hot compact out of our garage. (and slightly flatter seats than what’s found in the Elantra) and all the CUV-ness that comes with the It’s a darn fine effort, though.

Kona, it is one heck of a fun drive that is rivalled by…well, no one, really. Not in this segment. Powerwise, the turbocharged Mazda CX-30 comes closest but as good as the Mazda is – and it is good – it’s not this. Doesn’t have the steering the Kona N does, doesn’t have the dampers and quite the same level of body control. You have to go into the pricier luxury realm – think Mercedes-AMG GLA 45 or Audi SQ3 – to even get close to what’s on display from this Kona. Somehow, some way, Hyundai has managed to improve the Kona yet again, even after selling boatloads of the original and coming with a very popular EV version.

The point of this test, though, was not solely to determine how good the Kona N is – kinda had the feeling going in that it would be – the question was whether or not it was good enough to make us seriously consider it over the Elantra. The Kona is more

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TEST 32

2022 HONDA NAVI Story Kyra Sacdalan

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Photography Drew Ruiz

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hen the invite arrived at my inbox, the lack of specifics on which Honda Powersports vessel I would be sampling in Southern California piqued my interest, reaching climax when I caught that provocative catchphrase: miniMOTO. Media from all over came out of the woodwork to have their ‘First Ride’ and check out the new outdoor IMS event, where the Navi would be offered, among a few other options, to beginners (mainly) wanting to learn how to twist the throttle and pop their moto cherry. Throughout the day, a few of the usual casualties occurred, nothing unexpected. But a sound caught my attention while a group of us sat adjacent to the makeshift track having lunch. It was something between a howl and hysterical laughter. And the source was a woman at the end of her trial on the Navi, smiling ear-to-ear like a maniac escaped from the nuthouse. Target (demographic) acquired! A mint rider not only piloted the accessible little moto with ease, but it inspired so much confidence, that any reservations she might have had before, melted away as the tires warmed in rotation.

What can I say about a new, well-publicized bike which hasn’t already been said? With swift reports coming from every orifice of the Moto Media, my editorial colleagues have already skillfully detailed this Honda hybrid’s stats, figures and features so acutely, the counterfeit market would have no need for reverse engineering. So, all I can offer now is opinion. How it feels (or rather how it made me feel) as well as how it looks, sounds and functions. With specs at the bottom. Insight from someone who, at the same time, has only and at least attended a handful of press events. Each one, oddly enough, as tension-inducing as the last.

No matter how long I’ve been bike-bound – testing vehicles, sharpening my skills – there’s always something a bit intimidating about riding in groups, a past time usually reserved for myself and one other person. After nearly ten years, in many cases, I could be considered an artisan of my craft. But the occasional stage fright can push my progress backwards a few steps. I’m Prima Ballerina material with an usher’s presence. It’s just easier when no one’s looking.

Motorbikes are intimate for me, being in command of a two-wheeled vessel, sailing, so-to-speak, towards adventure. And as much as I sincerely enjoy bike launches as a place to meet like-minded people, and catch up with old friends, I always need a moment to warm up to the actual journey at-hand. Call it performance anxiety. A condition only cured by the condition itself. Riding is the only way to make me more comfortable with riding. And admittedly, this was no different an experience at the Navi launch, if not more because I’d only just earned myself an injury a few weeks prior. And who wants to be the jerk who crashes the scooter?

plant for such a humble package. In few words, it seems fair to proclaim Honda’s Navi to be more of a glorified scooter than a motorcycle (as it’s classified). And I mean that in the best of ways.

My first experience with one of Honda’s miniMOTOs, I had yet to hear their catchy colloquialism. For months, a group of us Gaijins had been hunting haikyos [ruins] in Japan when a friend suggested we throw down on a three-hour endurance race dubbed “kabu kappu” – a Super Cub series held on Go-Kart tracks in the foothills of Mount Fuji. Despite several years forming my off-road skills on small dualsports, I had yet to mount a standard steed with I can’t be the only person suffering this inner such modest stature since premiering aboard my dialogue, albeit most of those folks might be clapped-out CB 200 on the wet streets of Seattle, beginners. But this, and all other apprehensions, fresh endorsement in-hand. Clad in ADV gear on were exactly what Honda Powersports hoped to a fully stock 50cc Cub, our ragtag team of outsidremedy with their super amusing, turnkey cross- ers stood out sorely against the head-to-toe leathers, knee sliders and machine-vented fairings (the bred beast. On a sunny day in Southern California, locals don’t cheat, they said…). And with or without Dr. Frankenstein’s latest creation was brought to the tremendous ass-whooping we endured, I left life at the demise of an embargo. Tan, red and two the track with a newfound respect for low speed, shades of green skin holding together a metaphorihigh fun action. cal hodgepodge of parts sewn together, presumably, from the discarded organs of a Ruckus and The Japanese have a way of making the goofiest limbs of a Grom. It’s a miniature monster inspir- things seem rad. And when it comes to kitschying pure, unadulterated goonery. Light, nimble and meets-cool motorbikes, Honda rules the market. approachable with a surprisingly generous power- Time reveals the truth: America’s allegiance to big

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bikes and plentiful horsepower is a bit of a farce.

Since the Grom exploded on the US scene in 2014, its crushing sales (reportedly 750k in total) are evident, if nothing else, by the many subcultures created around it. The Z series, nee Monkey Bikes, are a tiny tip of the hat to the all-metal machines which pioneered a number of lifestyles from “Café” culture to desert enduro, dirt bags to high-pipe hipsters. The list goes on with a plethora of 300 and under iterations in a variety of shapes and sizes. The aftermarket erupted all the same in the wake of these miniature models, providing all the familiar parts, dollhouse sized, like Vance & Hines pipes, graphics kits and fairings, for the Navi alone.

single-cylinder from the Activa 6G, an automatic Dual-Clutch Transmission [DCT] – so no shift or clutch lever. It does offer a hand-operated parking brake on the left for those steep hill stops – not the easiest to reach with modest sized hands, nor activate. But there weren’t many opportunities to practice, so I wouldn’t write it off. And frankly, with a low seat height of 76.5cm and a wet weight of only 107kgs, most people could probably just stand to hold the lil’ bugger in place. And yet, when I first swung a leg over, the missing clutch still managed to throw me off a bit, only ever piloting one true scooter before.

As I’ve tried to express with my journalism backNow, as we ring in the new year, the Navi arrives story, “easy” is a mindset. It’s not a bike or the gear with approachable features like a fan-cooled, 109cc or the terrain which makes you a better motorcy-

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clist, but instead, how confident all that stuff makes you feel. If you’re walking tall towards your machine, ready to take on the road which awaits you, the bike could be a Fireblade rocket, an Africa Twin animal or the Napoleon of motorbikes – the Navi of course – then you’ll be king (or queen) behind those handlebars. And someone could just try and take that away from you. As much as this statement is true, so is the opposite. Where even a #miniMOTO can give you a bit of butterflies. This why it’s so important a brand spends time speaking to its audience, reassuring them the product is exactly what they need.

And when it finally comes time to give it a spin, the

person at the helm believes in their vehicle, trusts the manufacturer and listens to the heart. For just over $2,000 out-the-door, an amount you could accidentally find during Spring cleaning, it’s a tough sell not to buy this beginner/hooligan/niche twowheeled amalgamation. You can pick up a Navi to build confidence, then move onto the next style of Honda and keep riding this round town – an easy, no-nonsense choice for errands or beating traffic.

Then when you’re ready to up your game, transform your old friend into something pristine, mean, maybe artsy, heck, even competitive.

2022 HONDA NAVI

Price as tested: $2,299.00 CDN Engine/transmission: 109 cc, air cooled, single cylinder/automatic Frame: Steel Fuel tank capacity: 3.4L Colours: Patriot Red

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ELECTRIC 38

2022 MAZDA MX-30 Story & Photography

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Dan Heyman

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azda has always done things differently. After all; they started out by producing raw materials such as cork – yes, you read that right – went on to build little motorized trikes that were instrumental in helping repair hometown Hiroshima after that fateful day in 1945, continued by building (and winning with!) rotary-powered race cars and still build a rear-wheel-drive two seater roadster when most of the competition has grabbed their ball, and gone home.

It comes in two trims – GS ($42,150) and GT ($47,150); there’s no base GX models as seen in other parts of the Mazda line-up, but according to the manufacturer, anything with that label wouldn’t have the feature set that most EV buyers would need.

The MX-30 comes standard with head-up display, 18” wheels, LED headlights, blind spot system and navigation while upgrading to GT trim adds twotone leatherette upholstery, 12-speaker Bose audio, Which brings us to this: the MX-30 EV, the first front/rear parking sensor, sunroof, forward collivehicle of its kind Mazda has ever sold in North sion assist, 360-degree parking camera and more.

America. It gets opposite-hinged doors like an RX-8, shares many bits with the CX-30 – suspen- Before we go any further, let’s get the elephant out sion, some body panels, some interior parts -- and of the room right off the top: the range Mazda is is charting the course for Mazda’s goal to be fully claiming for the MX-30 is less then pretty much carbon neutral by 2050. all of the competition, falling closest to the Mini

Cooper S E…and a first-generation Nissan Leaf. one of those four-door coupes we’re hearing so There is good reason for that, however, which we’ll much about these days from other manufacturget to in a minute. ers, mostly of the luxury variety, and mostly from Germany.

While some bits are shared with the CX-30, it isn’t really a four-door, more a 2.5 door because According to Mazda, the only area where any room of those two RX-8-esque reverse hinged back was lost to the CX-30 is a little bit of rear seat headdoors. Remember: they do things a little differ- room; it’s a front-wheel-drive (FWD) vehicle so ently at Mazda. Other styling cues include a much there’s no need for a driveshaft to the back wheels, more aggressive rake to the roof, optional two-tone and the batteries are fit mainly in the floor below colouring with contrast-colour roof (as well as new and under the rear seats, so they don’t infringe on Ceramic White paint, seen here) and some unique in-car space, either. That’s a good thing because if wheel designs. we’re honest, the back row in the CX-30 isn’t the The result is a small crossover that looks more like roomiest place to begin with.

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What you don’t get, however, is any type of storage beneath the hood as you do in a Ford Mustang Mach-E. The power unit is there and even though it only takes up about a third of the engine bay – you could see right to the ground below, if they didn’t have a panel there -- they have to allow for the eventual installation of a plug-in hybrid powertrain and the gas engine that requires.

just three models in Canada. In the MX-30, you get a very informative screen that shows your range, as well as time to charge on a household outlet and how much you’d gain if you weren’t using climate control.

The MX-30 also gets a new electronic shift lever never seen before in a Mazda – and one I hope to never see again. It’s awkward to use, since you can In terms of interior styling, the sheer variety of bump it all the way up for park, but you have to tap materials used alone is quite something. The brown it to the left to fully activate park lest you deal with you see under the shift lever? Cork – just like some confusion as you start to set off again. What Mazda used to produce. The seats are made from is it with EVs and hybrids and these awkward shift 20% materials and then there are the more tradi- levers? I mean, have you seen the dongle on the tional plastics and synthetic leathers. That’s all part Prius Prime? of the “Sustainable Zoom-Zoom 2030” vision.

Then you’ve got the partially digitized gauge display Otherwise, the driving position is good; I didn’t as standard, as well as the latest generation of feel as tilted back here as I did in the CX-30 and Mazda Connect infotainment, which is available in the view out is mostly good, even through the rear

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window which doesn’t look all that large. The back seat is fine for child seats and kids, but I wouldn’t ask adult passengers to ride back there for too too long. At least the reverse-hinge doors help access.

In addition to using those natural and recycled materials inside, we come full circle to why Mazda feels their battery capacity – 35 kWh, for a claimed 161 km of range – is integral to the Sustainable Zoom-Zoom mantra. Smaller battery size means less weight, and less of a carbon footprint and while Mazda isn’t hiding from the fact that range is item #1 on the punch lists of most perspective buyers, their research also shows that most EV owners also

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have a second car for longer journeys. As long as your day’s commute isn’t too long and you have a level II charger at home – which, according to Mazda, most do – then that range becomes less of an issue.

During my test, however, I never did see more than 159 km of predicted range on a full charge, though I did manage two squeeze about 10 km more than that during my drive; the system does have a memory, so I guess the driver(s) before me had a bit of a lead foot.

Having smaller batteries also means that Mazda

was able to achieve 60/40 rear-front weight distri- more comfortable inside as a result. And it works a bution and install stiffer rolling-resistance tires for treat, as the MX-30 rides more luxuriously than its better performance. segment-type suggests it should.

And the MX-30 does perform, especially in the handling sense where steering response is spot-on, and passenger comfort is kept nicely in-check thanks to an advanced version of Mazda’s G-Vectoring Control, or GVC. It’s called e-GVC here for obvious reasons; GVC requires a form of power distribution only accomplished with a traditional transmission – which the MX-30 doesn’t have – and these days in the mobility world, we all know what “e” means. Plus, Mazda used an electrified version of the Japanese market Mazda2 to develop GVC.

Speaking of brake regeneration: the paddles either side of the wheel don’t shift gears as they normally would; instead, they change how much regen is applied when you release the throttle. It’s a bit of a “less is more” thing because flipping the paddle marked “-“ actually adds more regeneration, but it makes sense once you get used to it.

I have to admit; the MX-30 makes more sense the more I think about it, assuming what Mazda says is true and most that are going to buy these won’t be as bothered by the range as someone buying a With e-GVC, the brake regeneration system is larger EV vehicle. As a fun-to-drive city vehicle – also used to meter out the power delivery when just like the Cooper S E – it’s right on the money you start to turn the wheels, in an effort to keep and it delivers on Mazda’s Zoom-Zoom ethos. The the car balanced, responsive and the occupants “e”-ness, here, is the cherry on top.

2022 MAZDA MX-30 Mazda MX-30 GT

Price as tested: $47,150.00 CDN Configuration: Single motor/front-wheel drive Engine/transmission: 35 kWh battery/1-speed automatic Power/torque: 141 hp/195 lb-ft Fuel ratings (Le/100 km): 2.4/2.8/2.6 City/Highway/Combined Competitors: Chevrolet Bolt/Bolt EUV, Hyundai IONIQ 5, Kia Niro EV, Kia Soul EV, Mini Cooper S E, Nissan Leaf

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TEST 44

2022 BMW X3 M COMPETITION AND X4 M COMPETITION Story and Photography

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Dan Heyman

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e’ll start this off by admitting that it really is counting. They help ground the vehicle, make it amazing what BMW’s M department is able to appear nice and low and altogether aggressive. The do when they get their hands on a vehicle.

X3 has, for all intents and purposes, replaced the 3 What started as a few high-performance models Series Touring (read: wagon) in North America and of their sedans and coupes has become a full- in X3 M form, if you really squint, you could make range of vehicles, almost from tip to tail in the line- the argument that it looks more like the 3 Touring up. Then, on top of that, you have the “lighter” M than it ever has before. As we’ll soon see, however Performance versions as well, so even if you aren’t – and this is where that M magic comes in – you ready for a full-chat BMW M vehicle, you can still don’t have to squint at all to realize that it drives just get some of the performance and styling advan- as well as a car, too. A fast car. tages, but at a lower cost of entry.

Back to the styling; the blacked-out M grilles on the This, however, is not one of those. This is the X3 M, front fenders that are matched by the trademark meaning it is part of the BMW M line-up, meaning kidney grille and M-specific wing mirror caps, the it is a model unto itself in the BMW world while the aggressive front splitter, quad exhaust outlets (also other “Ms” are trim packages and you can tell from finished in gloss black) and somewhat-less-thansubtle roof spoiler; it’s all quite on-the-nose but looking at it.

The already aggressive grille has been made further you know what? You’re not getting one of these to so after a minor facelift for 2022, and there are blend into the crowd. Well, you might do so more some new taillights as well that have a great 3D with this than you would with the X4 M we chat effect to them if you look closely. In addition to that, about below or something like an M5 CS, but this the Competition version seen here is riding on a new X3 M makes its presence felt, that’s for sure. set of 21-inch wheels that are lighter than previous Inside, we find some newly-designed switchgear and are a feast for the eyes with there spidery multi- and some other design tweaks, but the result is as spoke design that I’m not even going to bother it always is in BMWs: a very driver-centric cockpit

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with all the controls angled nice and subtly towards the pilot, just enough so that you kind of subconsciously feel the effect, so that it’s there without being overly distracting. You’ve also got the customary thick-rimmed steering wheel (that, if I’m honest, could actually go on a bit of a diet as smaller hands could have a little trouble with it) from which sprout to M-specific touches: little metallicized red buttons marked “M1” and “M2”. These are essentially hotkeys for your driver profiles, which are customizable in the main iDrive menu and allow you to tweak everything from throttle response to chassis stiffness and gearchange speeds.

Before we delve deeper into that, though, a note about the cabin as a whole: put simply, it is a surprisingly roomy place considering the overall dimensions of the X3, which sits firmly in the compact crossover category. This roominess can especially be felt in the rear seats and particularly in terms of headroom, which is generous even for tall adults and even with the full-length moonroof. I couldn’t believe it when I first stepped inside, as I was fully expecting to have to slouch at least a little bit in order to get comfortable but that simply wasn’t the case. You can see from the interior space alone why the X3 is such a huge seller for BMW.

those flared surfaces and the way the controls are angled, you do feel ensconced in here but the one thing I had trouble with was finding an adjustment for that fat-rimmed wheel that was both comfortable and allowed me to see the gauges without the top bit of the gauge display – it’s an all digital affair – getting obstructed. Other than that, though, the driver seating position in the X3 M is ready for business.

And my oh my, what business it is.

The X3 M is powered by a twin-turbo straight six, good for 473 horsepower and 442 pound-feet of torque in “standard” spec, and 503 hp and 479 lb-ft in Competition spec, seen here. Power is sent to all four wheels – if the computers decide that’s what’s required. Otherwise, it’s a rear-biased set-up that can deliver 100 per cent of power to the rear axle for a real old-school performance feel, and one that brings the X3 closer still to the station wagons we car writers tend to love.

As soon as you start the engine, you know you’re in for an event especially if you’ve activated the louder exhaust, either by pressing a button just below the shift lever or choosing the loud exhaust as part of one of your M profiles. This is a beastly-sounding As far as the driver seating position goes: with all thing that is loud, proud and altogether nothing like

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you’d expect from a model that traces its roots to a high-selling, small family moving crossover. Indeed, those quad exhausts are not just for show.

don’t want to be playing with computer screens.

Power comes on thick and fast almost as soon as you depress the throttle – peak power arrives at A quick note on the M modes: it’s great that there’s 7,300 rpm, peak torque earlier on, at 2,600 – and so many parameters you can adjust, but I did find you’re left holding on nice and tight because this myself thinking that there may just be a little too little crossover flies down the road like few others much going on here. To much choice, really, from out there. Add that great aural accompaniment, and how much the traction control intervenes, to how you have an experience that will take your breath aggressive the brakes are, to how – as mentioned away. You’ll want to catch it, though, and refocus before – quickly the transmission changes gears, because that next turn is coming and it’s coming which can be set to three different levels. Not to quick and you want to be sure to get it right. mention I do wonder how often both buttons are going to be used; some of the competition makes Which is helped along by a lively steering rack, use of a single “custom drive mode” button, and although one I needed to set “Sport Plus” mode I have the feeling that would be enough. Sure; it’s to get to the weight I wanted – otherwise, it felt nice that you can maybe have one of your M modes too light and I felt my self clenching my teeth a be for aggressive track use (tracking a crossover? little in frustration as I had a hard time getting my Well, it does have “Competition” in its model line through turns right, especially though longer name), and the other for road use. Or have each sweepers. Of course, I was on unfamiliar roads, so one call up a set of parameters for perhaps multiple that was part of it. Once set to Sport Plus, though, drivers but the former is the more regular use case. things started to come much better into focus.

Of course, since there’s just so much to get to when Once you begin to find your rhythm, however, it it comes to the drive of the X3 M that you really becomes obvious that it will take a lot to upset this 2022 BMW X4 M

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vehicle. It stays so flat and planted through corners that if it weren’t for the other lower-riding cars on the road that give away the X3’s higher seating position, you’d be forgiven for thinking you weren’t even driving a crossover. It’s that responsive both under acceleration and through turns – especially quick left-right-left transitions.

2022 BMW X4 M

It all comes at a bit of a cost, however, and that’s its ride when the goings get slower and more “regular”. The X3 M may not always feel like a crossover, but it starts life as one and at 2,096 kilograms, it’s somewhat heavy. In order to keep all that weight in check they had to stiffen things up a little and it is firm firm firm at city speeds, even with softer drive settings. The big wheels and stiff-walled Michelin Pilot Sport 4 S tires don’t really help here, either.

That needs to be kept in mind and it’s likely a major factor – along with the price – that may have folks opting for the X3 M40i as opposed to the X3 M.

Styling-wise, well, the X4 is easier on the eyes than is the X6, but that’s not saying a whole heck of a lot. Its compact dimensions suit the styling better and in addition to that, the argument can be made that sacrificing the headroom you do over the X3 is easier to swallow in what is a smaller car in the first place. After all; as roomy as the X3’s back seat is, you know its still mostly going to be kids back there and they’ll fit in the X4 just fine. With that out of the way, you get a vehicle that looks even more aggressive than the X3 M – yes, that’s possible – and the performance to back it up. Keep the adults out of that back row, though.

If they do go for the former, however, they will be treated with a great one-two punch: an incredibly performance-oriented chassis and powertrain that is the calling card of BMW M, but with the practicality required to justify the purchase of such a machine more easily – as well as help us forget the 3 Series Touring. Almost.

Speaking of performance; you’re pretty much in-line with the X3 M. All the chassis tuning and power is the same, although I found it to be a slightly harsher ride – which I didn’t think was possible – than did the X3 M; it’s possible that since I drove the X3 M first, I was on high alert when I stepped into the X4 M.

Indeed, it can be tough to think about the X3 M without also considering its X4 M twin. Everything about these is the same – from the powertrain to the chassis – but of course you have the obvious difference of the X4’s sharply-sloped rear deck and its “four-door coupe” designation.

2022 BMW X3 M COMPETITION

Price as tested: $96,780.00 CDN Configuration: front engine/all-wheel drive Engine/transmission: 3.0-litre twin-turbo straight-six, eight-speed automatic Power/torque: 503 hp/479 lb-ft of torque Fuel economy ratings (L/100 km) city/highway/combined: 15.7/11.7/13.9 L/100 km Competitors: Audi SQ5, Mercedes-Benz AMG GLC 63, Porsche Macan Turbo

2022 BMW X4 M COMPETITION

Price as tested: $92,600.00 CDN Configuration: front engine/all-wheel drive Engine/transmission: 3.0-litre twin-turbo straight-six, eight-speed automatic Power/torque: 503 hp/479 lb-ft of torque Fuel economy ratings (L/100 km) city/highway/combined: 15.7/11.7/13.9 L/100 km Competitors: Audi SQ5 Sportback, Mercedes-Benz AMG GLC 63 Coupe, Porsche Macan Turbo

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QUICK TAKE 50

2022 INFINITI QX60 Story

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Jeff Voth

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he previous version of the Infiniti QX60 was an excellent all-around luxury SUV entrenched in a bustling segment of the automobile market packed with equally outstanding choices from around the globe. It can be a challenge to standout in a crowd and the QX60 held its head high against all competitors.

2022 Infiniti QX60 is both attractive and capable of handling up to seven passengers in style. Inspiration for the design of the new QX60 is what Infiniti defines as a modern interpretation of Japanese luxury. As the brand moves quickly towards an electrified future by 2030, this design evolution is what will differentiate Infiniti from its competitors.

The fruit of this is immediately apparent as you approach the new QX60 and begin taking in the many details that distinguish the exterior. Every crease, badge, flare and chrome accent has been carefully crafted to deliver a luxurious experience before you even open the door and step in. The word INFINITI is proudly embossed in the front chrome grille. It’s bold, a statement this Japanese luxury The roads throughout Prince Edward County in brand is serious about their standing in the market Ontario provided the backdrop for our test drive. and is looking to grow it exponentially.

The setting here is multiple two-lane highways that wind and bend throughout one of Canada’s newest Under the hood resides the automakers stalwart and richest wine growing regions. Our base for this 3.5L V6 gasoline-powered engine. In QX60 form, event was Merrill House in the small town of Picton, it delivers 295 horsepower and 270 pound-feet designated as Canada’s largest community, located of torque delivered via a new 9-speed automatic at the southeastern end of Picton Bay on the Bay transmission with manual mode paddle-shiftof Quinte. It is a beautifully quaint part of the coun- ers. Intelligent all-wheel drive with direct coupling try that is quickly becoming a destination of choice (faster response time) is standard on all 2022 QX60 models, as is the opportunity to adjust five as the perfect weekend getaway. unique drive modes: Personal/Sport/Auto/Eco/ Building on the success of the previous model, the Snow.

After a recent test drive of the all-new 2022 Infiniti QX60, I can say with confidence that while it might not be a game changer in the marketplace, it represents a significant step forward for the model and throws down the gauntlet at the reigning segment champion Acura MDX as a seven passenger sport utility vehicle worthy of consideration.

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ment features and adjustment for all passengers.

There is even a round power button and temperature control knobs for easy use, though you can use the 12.3” INFINITI Intouch touchscreen if that is your preference. Seating in the zero gravity front seats with three massage settings and middle row captain’s chairs is roomy and very comfortable. The third row has more head and legroom than what you would expect in today’s luxury 7-seater SUV and has better accessibility with new one-touch entry. A total of 14 cupholders and seven USB ports throughout should keep everyone hydrated and plugged in.

On the road, the 2022 Infiniti QX60 feels agile. Not in a true sports sedan way, it is an SUV after all, but there is road presence that belies its upward stance and off roading capabilities. New electric power Settling myself behind the 4-spoke leather- steering means lighter feel at low speeds and added wrapped steering wheel, I am immediately struck weight as speeds increase for better control. Infiniti by the level of elegance that surrounds me. Not claims a 40% reduction in steering correction at to mention the steering wheel on this SUV has a highway speeds and improved steering wheel vibraflat-bottom and proper thumb holders, something tion damping. Add in less body roll with improved typically reserved for sports cars and sedans, not front and rear roll stiffness and it means the new family-hauling utility vehicles. Stitching accents QX60 is not only easy to drive in town or out in the the steering wheel, dash and center console, but its country, but its actually fun. not over-the-top, rather subtle, adding a sense of A full suite of parking assist and safety features are warmth and sophistication. standard, with options including front park assist The center gauge pod is easy to read featured in and around view monitor with moving object detecwhite on black and the main center screen as well tion. Driving safety features include standard 10 as the center HVAC system are somewhat mini- airbags, (11 on Autograph models) ABS, TCS, VDC malist in design, but deliver a full slate of infotain- and EBD. ProPILOT assist with Navi-link, driver

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attention alert and enhanced headlights mean even late night drives back from the cottage are effortless.

Standard towing capacity is set at 1,588 kg (3,500 lbs) but available brake towing allows for up to 2,722 kg (6,000 lbs). This should be more than enough to tow a boat or a recreational trailer for that perfect family bubble getaway. Behind the seat storage is excellent with the seats folded flat or all three rows in place. There is even hidden storage of up to 54L with a self-supporting lid.

The 2022 Infiniti QX60 has improved in every way what was already an excellent vehicle in the previous model. It looks elegant, drives with authority and offers a spacious interior perfect for a growing family. Available in four trim levels; Pure, Lux, Sensory and Autograph, base MSRP starts at $54,995 and tops out $67,995. The new QX60 is coming soon to dealers across Canada.

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2022 INFINITI QX60

Configuration: gasoline-powered/all-wheel drive Engine/transmission: 3.5L V6/9-speed automatic Power/torque: 295 hp/270 lb-ft Combined fuel economy ratings (L/100 km): 11.9/9.5/10.8 City/Highway/Combined Competitors: Acura MDX, Audi Q7, Cadillac XT6, Chevrolet Tahoe, Lexus GX, Lincoln Aviator, Volvo XC90

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THE OVERRUN

T

MATTHEW NEUNDORF CONTRIBUTOR | TRQ

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he dynamic nature of racing is what makes it truly exciting.

The battles for position, podiums, championships: everything is in flux, all the time. Motorcycle racing, and MotoGP in particular, is easily the most dynamic of them all. Lead changes regularly occur from flag to flag and it’s not uncommon to see the top five riders separated by hundredths of a second.

And yet for twenty-five years in this sea of chaos, there remained a singular constant: Valentino Rossi.

tic endeavours that characterize modern MotoGP. Lighting up the rear tire to slide the bike through a turn was a patented Rossi move and dangling his inside leg before entering a curve, to shift the centre of gravity and help initiate lean, is another specialty.

More than the wins and tweaks to riding styles though, Rossi’s impact on the sport could be seen in how he evolved as a competitor throughout his career. Tenacious and arguably ruthless in the beginning, the Doctor’s twilight years saw him adopt a mentor’s role. Watching him congratulate proteges on their performances became a race day expectation. And considering every other rider in the field grew up watching and idolizing Rossi (75% of the riders are under age 30), the kudos were always well received and you could tell Rossi enjoyed it, too.

Even if you don’t follow the sport, Rossi’s name or his nickname, The Doctor, has probably filtered its way into your auditory cortex. In his twenty-five years of competition Rossi finished on the podium some 235 times, claimed race victory 115 times and he won nine world championships, being crowned in every class he ever raced in (125cc, 250cc, 500cc and modern-day MotoGP). I count myself lucky to have grown up while bearing witness to each And while those stats and numbers discipline’s greatest: Gretzky, clearly rank Rossi as the best rider Jordan, Brady, Woods, Schumacher. the sport has seen, what makes him Every one of them is or was tops the greatest of all time (GOAT) was in their class and left an indelhow he changed, well, everything. ible mark on their sport. But with The Doctor was quite literally a Rossi, The Doctor, that impact feels surgeon when it came to on-track even greater. There’s little doubt in maneuvers. Unlike Formula 1 where my mind that Marc Marquez will pole position is all but required for eventually eclipse Rossi’s statline a win, Rossi would often have to (he already has 8 world championdissect an entire field. He would ships), but without Rossi to study study the riders in front of him. Find and emulate in his youth, Marquez, their preferred line around the track and arguably every other rider in the and then simply find speed where paddock, isn’t the rider we know today. In fact, MotoGP isn’t even others couldn’t. the same race series.

The Doctor either pioneered or perfected many of the stylis- Grazie, Vale! Grazie di tutto.

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