Ignition Luxury & Performance

CANADA’S MAGAZINE FOR AUTOMOBILE ENTHUSIASTS SPECIAL INSIDE

Road Escapes VICTORIA BC AND PRINCE EDWARD COUNTY

PORSCHE CHARTS A NEW COURSE WITH AMBITIOUS ELECTRIC SEDAN

ISSUE #27

IGNITIONMAG.CA

$5.95 WINTER 2020

QUICK DRIVES LINCOLN AVIATOR GRAND TOURING NISSAN SENTRA SR PREMIUM PORSCHE 911 CARERRA TOYOTA VENZA LIMITED

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DRIVEN

2021 TOYOTA RAV4 PRIME XSE

PREVIEW

2021 RACE SEASON PREDICTIONS 2021-01-29 3:03 PM

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PROLOGUE

with LEE BAILIE

GROUP PUBLISHER & CEO: Tim Rutledge PUBLISHERS EMERITI: Perry & Blake Breslin

EDITORIAL EDITOR-AT-LARGE: Lee Bailie MOTORSPORTS EDITOR: George Webster MANAGING EDITOR: Anna Rutledge COPY EDITOR: Adam Gordon

THE FUTURE IS

ELECTRIC

The electric car revolution may be moving at a slow pace, and it certainly isn’t being televised, but it is moving forward.

or the remaining skeptics, and I know you’re out there, let me throw a few numbers at you. While COVID-19 depressed new car sales overall in 2020, the demand for electrified vehicles was more resilient than one might imagine given the circumstances. According to Electric Mobility Canada, a Quebec-based green car advocacy group, sales for zero-emission vehicles (ZEV) which includes battery electrics, plug-in hybrids and hydrogen fuel cell cars fell 50 percent in the second quarter of 2020 (the most recent figures available) to just 9,069 sold compared to the same period in 2019. Despite the sharp decline through the first half of 2020, ZEV share of new car sales grew to 3.3 percent, up from 2.7 percent in the first six months of 2019. Other positive developments abound. Volkswagen sold more than 212,000 plug-in vehicles worldwide in 2020 (a 158 percent increase), which represents four percent of sales volume, according to a report in InsideEVs.com, a U.S.-based website devoted to ZEV coverage. It was also a good year for Volkswagen’s corporate cousin Audi which, according to InsideEVs, sold more than 47,000 e-tron and e-tron Sportback SUVs worldwide, a 79 percent increase. Electrics now account for almost three percent of global sales for the four rings. The site also reports that Volvo’s plug-in sales doubled last year, Porsche sold more than 20,000 Taycans (7.4 percent of global volume) and Chevrolet Bolt EV sales in the U.S. were up 26 percent with more than 20,000 sold. These figures don’t tell the full story, of course, but are encouraging for electrics, nonetheless. Yes, their overall numbers are still quite small but given upward sales trends and the influx of new models set to arrive in showrooms in 2021, we thought a spotlight in Ignition made sense. Our test drive lineup includes a traditional hybrid (Toyota Venza), two plug-ins (Lincoln Aviator GT, Toyota RAV4 Prime) and a battery electric (Porsche Taycan). But because this is Ignition, we’re also serving up another round of the latest auto industry news, two road escape stories, a helpful guide for another season of winter driving, and a 2021 racing season preview from our resident motorsports expert, George Webster. Plus, our challenging Spot Ten puzzles return. So, stay warm, drive safe and look forward to sunnier days ahead!

ART & PRODUCTION CREATIVE DIRECTOR: Queue Gonzalez PRODUCTION / SENIOR ART DIRECTOR:

Patrick Dinglasan SENIOR ART DIRECTOR: Edward Shintani SENIOR ART DIRECTOR: Patrick Beltijar

SALES & MARKETING AUDIENCE DEVELOPMENT DIRECTOR: Randi Bentia DIRECTOR, CLIENT SERVICES: Richard Robles DIRECTOR, RETAIL SALES: Craig Sweetman SUBSCRIPTION DEPARTMENT:

1-888-564-SUBS // subs@ignitionmag.ca PHOTOGRAPHY CREDITS:

INDYCAR Media, NASCAR Media, IMSA Media, Lee Bailie, Patrick Beltijar, Prince Edward County, Destination Ontario, BC Tourism, Anna Rutledge and GSRP CONTRIBUTORS: George Webster, Lee Bailie, Anna Rutledge, Adam Gordon, Ignition Staff

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Correction notice: In Ignition 26, "Getting a Summer Vehicle Ready for Winter," we mistakenly referred to a block heater as a substitute for a trickle charger. We would like to thank our readers for catching the error!

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22 DRIVEN

2020 PORSCHE

TAYCAN

TURBO

I I NN SS I I DD EE

WELCOME LETTER ................................................................... 4 FOCAL POINTS ....................................................................... 6 FIRST GEAR AUTOMOTIVE NEWS ................................................10 BACK-UP ............................................................................66 QUICKDRIVES

2020 PORSCHE 911 CARERRA .................................................... 14 2021 TOYOTA VENZA LIMITED ....................................................16 2020 LINCOLN AVIATOR GRAND TOURING ....................................18 2020 NISSAN SENTRA SR PREMIUM ...........................................20

SPECIAL INSIDE

Road Escapes

Looking to

2021

FEATURES

DRIVEN: 2020 PORSCHE TAYCAN TURBO ..................................... 22 DRIVEN: 2021 TOYOTA RAV4 PRIME XSE ......................................28 2021 RACING SEASON PREVIEW ................................................ 34

Victoria

DRIVING GUIDES

HOW TO STEER THROUGH ICE ...................................................50 WINTER PARKING ................................................................. 52 HOW TO GET RID OF SALT STAINS .............................................. 54 HOW TO OPEN A FROZEN CAR DOOR ...........................................56 HOW TO PROTECT YOUR VEHICLE AMID RISING CAR THEFTS IN CANADA ......58 COVID-19 AND CHANGES IN COLLISION PATTERNS .........................60 EXTRAS

SPOT 10 ............................................................................. 62

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F O C A L P O I N T

Photograph by

GSRP

A SUNNY RETURN TO ST. PETE Scott Dixon zooms out of pit lane at the 2020 Firestone Grand Prix of St. Petersberg on his way to his sixth championship.

Camera Sony α77 II

Aperture 4.5

Shutter Speed 1/1500

Focal Length 200mm

ISO 200

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F O C A L P O I N T

Photograph by

NASCAR Media

TEAMWORK MAKES THE DREAM WORK Team members make changes to the Next Gen car during testing at Charlotte Motor Speedway in November.

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1ST GEAR A AUTOMOTIVE NEWS

2021 NAUTILUS

SYNC 4 HIGHLIGHTS REFRESHED

Late last year, Lincoln unveiled the updated 2021 Nautilus that features a design update and new technology headlined by the SYNC 4 infotainment system. Making its Lincoln debut, SYNC 4 arrives on the 13.2-inch horizontal centre stack screen. Phone As A Key technology, now available across the 2021 Lincoln lineup, comes new to Nautilus and is activated through the Lincoln Way app, allowing users to start and drive their Lincoln using their compatible smartphone – no traditional key necessary. SYNC 4 offers wireless mobile phone connectivity, along with SiriusXM with 360L, a digital owner’s manual and internet search via voice command. This new system also enables secure, over-the-air updates to bring improvements to SYNC 4 and the modem with minimal user interaction. On the powertrain front, the 2.7-litre twin-turbocharged V6 engine that produces 335 horsepower and 380 lb.-ft. of torque is available along with a 2.0-litre turbocharged four-cylinder (250 hp / 280 lb.-ft.) that serves as the base powerplant. Both engines include standard Auto Start-Stop capability and are paired with an 8-speed automatic transmission. The new Nautilus comes standard with Lincoln Co-Pilot360 and available Lincoln Co-Pilot360 Plus which features a 360-degree camera with a front sensing system, Adaptive Cruise Control with stop-and-go and lane-centering technology, Distance Alert/Distance Indication and Enhanced Active Park Assist and Evasive Steering Assist. Built in Oakville, Ontario, the 2021 Nautilus will arrive in dealerships early this year.

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ALL-NEW 2022 ACURA MDX REVEALED;

TYPE S MODEL ARRIVES THIS SUMMER

charging. CabinControl, which enables passengers to control music, audio settings, rear climate controls and other features is standard and CabinTalk, which amplifies the voices of front-seat passengers so they can be better heard in the second and third rows, is available as an option.

Acura has confirmed the production version of the all-new 2022 MDX, and the brand’s flagship SUV, will begin arriving at Canadian dealerships in February. The 2022 MDX’s design is based on the Acura Precision Concept that was first unveiled in 2016. Dimensionally, the new MDX sits on a 7 cm longer wheelbase, with a stance that’s 3.5 cm wider in the front and rear. Additionally, the new MDX sits 0.8 cm lower than its predecessor. The new MDX’s dash-to-axle ratio has been extended by 15 cm lengthening the hood line, giving it what Acura calls a “cab rearward” proportion that emphasizes power. The new styling also includes Diamond Pentagon grille and new four-element JewelEye LED headlights with an embedded Chicane daytime running light. The all-new light truck platform underpinning the 2022 MDX features, for the first time on this model, a double-wishbone front suspension combined with an all-new multilink rear suspension designed for improved handling and a smoother ride. The new platform also has greater rigidity for improved collision safety. In terms of space, the cargo area behind the third row has been increased to 462 litres and can expand up to 2,022 litres with both second and third rows folded.

for the main gauges, a fully configurable content selection is available to the right of the display for functions such as navigation, trip computer, AcuraWatch, maintenance, tire pressure, SH-AWD status and a G-meter. The new MDX also receives the latest generation of Acura’s True Touchpad Interface (TTI), featuring Acura’s largest-ever centre display. At 12.3-inches, the full-HD display uses a touchpad with “absolute positioning” and a new, more powerful CPU for better performance. A pop-up socket in the centre console contains USB-C and USB-A charging ports. Wireless Apple CarPlay and Android Auto integration are standard as is wireless

The new MDX is powered by a 3.5-litre V6 engine rated at 290 horsepower and 267 lb.ft. of torque. Paired with the 3.5 is Acura’s 10-speed automatic transmission with Sequential SportShift and standard paddle shifters. The rear-biased Super Handling AllWheel Drive (SH-AWD) system for MDX uses Acura’s torque-vectoring all-wheel drive technology which is standard on all models. Arriving at dealerships in late summer, is the MDX Type S which will join the lineup for the first time. Design details include an open diamond mesh grille, quad exhaust outlets and gloss black trim. Powering the Type S is Acura’s all-new 3.0-litre turbocharged DOHC V6 engine, producing an estimated 355 horsepower and 354 lb-ft. of torque and standard SH-AWD. The Type S will feature standard 21-inch wheels with 275-series tires and 4-piston Brembo front brakes.

The 2022 Acura MDX’s cabin features a standard all-digital Acura Precision Cockpit, which replaces physical gauges with a customizable 12.3-inch driver’s meter. The Precision Cockpit is customizable, with two distinct appearances available – Advanced and Crafted. In addition to different displays

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1ST GEAR A AUTOMOTIVE NEWS

NISSAN TO ROLL OUT THE

SENTRA CUP IN 2021

Nissan Canada has confirmed the Nissan Sentra Cup, the successor of the Nissan Micra Cup, will launch in 2021. The Nissan Sentra Cup will be a one-make racing series exclusive to Canada, and like the Micra Cup, it will offer drivers an affordable way to participate in motorsport. The Sentra Cup will launch in May 2021, and Nissan will once again partner with J.D. Promotion and Competition. A three-year contract has been signed, marking an extension of the collaboration which began with the launch of Nissan Micra Cup in 2015. All Nissan Sentra Cup vehicles are built from the Nissan Sentra S base model with the 6- speed manual transmission. Motorsports In Action, based in St. Eustache, Quebec, which handled the development and modification of all Micra Cup vehicles, will turn the stock Sentras into race cars. As was the case with the Micra, Sentra Cup race cars will use stock engines and transmissions. Modifications for the Sentra Cup car include: bespoke adjustable coil over racing suspension,

Nissan performance 4-pot front calipers with 355mm x 32mm rotors, stainless steel braided brake lines, MoTeC M1 Series ECM, adjustable front anti-roll bar and racing steering wheel with quick-release steering hub. As for safety, the Sentra Cup race car has an FIA Spec 6-point Roll Cage, FIA-Homologated Racing Seat, FIA- homologated 6-point restraint harness, FIA- homologated window net, FIA- approved Electric 4L Fire Suppression System AFFF, solid state electronic battery isolator and front and rear tow hooks. On the outside, the Sentra Cup car uses a rear spoiler from the SR production car as well as rear calipers and rotors from SV and SR models. The Sentra Cup race car has a bespoke stainless steel exhaust system and lightweight black 18 x 9-inch alloy racing wheels shod in 265/645/18 tires. Each car is also equipped with a rear-view camera and driver-actuated pit speed limiter. All Sentra Cup cars will be powered by the production model’s 2.0-litre 4-cylinder engine, which replaced the previous generation’s 1.8-litre

four. Horsepower is rated at 149, an increase of 20 percent over the previous generation, with 146 lb.-ft of torque which is a 17 percent increase. With the launch of the Nissan Sentra Cup, the Micra race cars will be gradually phased out according to Nissan Canada. Production of the Canadian-market Micra wrapped up at the end of the 2019 model year. In the short term, Sentra Cup and Micra vehicles will share the grid, separated into two classes. Sentra Cup drivers will be at the front of the pack, with the Class Micra drivers positioned behind them. For each race, there will be the usual top three podium finishes, but separated between Class Micra and Sentra Cup drivers. The Class Micra category will also include podium wins for rookies, while the Sentra Cup category will include the same for seniors. At the end of the season, there will be one champion for the Sentra Cup, and one for the Class Micra. The Sentra Cup race car retails for $39,990. At press time, the 2021 schedule had not been released.

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MERCEDES-BENZ UNVEILS MBUX HYPERSCREEN Set to debut in the full-size EQS batteryelectric sedan when it goes on sale later this year, Mercedes-Benz unveiled the MBUX Hyperscreen in early January. The MBUX Hyperscreen is a large, curved screen unit that stretches almost the entire width of the vehicle from the left A-pillar to the right A-pillar. It employs artificial intelligence with software that is capable of learning, which allows the display and operating system to adapt to its user and make personalized suggestions for infotainment, comfort and vehicle functions.

In addition to a digital display, the MBUX Hyperscreen has physical air vents integrated into its large digital surface and is surrounded by a continuous plastic front frame. Its visible part is painted in an elaborate three-layer process in "Silver Shadow". The multiple, extremely thin intermediate layers of the coating achieve a particularly high-quality finish to the surface. The integrated ambient lighting installed in the lower part of the MBUX Hyperscreen makes the display unit appear to float on the instrument panel.

The MBUX Hyperscreen’s “zero layer” eliminates the need to scroll through sub-menus or give voice commands. Instead, the most important applications are offered in a situational and contextual way at the top level in view. The MBUX Hyperscreen is also an attentive assistant for the front passenger who has their own display and operating area.

The MBUX Hyperscreen offers a separate display and operating area for the vehicle’s front passenger with up to seven profiles that enable customizable content. If the passenger seat is not occupied, the screen becomes a digital decorative part.

First introduced in 2018 in the current generation A-Class, MBUX (Mercedes-Benz User Experience) is now available on most Mercedes-Benz vehicles. There are now more than 1.8 million Mercedes-Benz passenger cars equipped with MBUX on the roads worldwide. The MBUX Hyperscreen, which will be introduced as an optional feature in the EQS, is the next big step.

OLED technology is used in central and passenger displays, meaning that individual image points are self-luminous, while noncontrolled image pixels remain switched off and appear deep black. The active OLED pixels radiate with high colour brilliance, resulting in high contrast display regardless of the angle of view or the lighting conditions. Graphics are styled in a new blue and orange colour scheme throughout.

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1ST GEAR AQUICK DRIVES

2020 PORSCHE

911 CARERRA

FEW AUTOMOTIVE NAMEPLATES CARRY DESIGNS THAT ARE LEGITIMATELY ICONIC. AMONG THOSE THAT MOST AGREE MEET THAT STANDARD ARE THE JEEP WRANGLER, MERCEDES-BENZ G-CLASS AND PORSCHE 911.

STORY AND PHOTOGRAPHY BY LEE BAILIE

or as much as each new generation introduces a slew of technological advances, there’s a striking amount of homogeneity on the design front that remains. Put another way, the new car might differ significantly from its predecessor under the skin, but the family resemblance on the surface is unmistakable. I think the balancing of past and present is one of the most fascinating aspects of these cars, and for the current 911, which is all-new for 2020, Porsche has evolved the design in a way that should appeal to brand loyalists and newcomers alike. Like the previous 911, the 992 (as it is known internally) carries forward classic design cues such as round headlights, flared rear haunches and a sharply sloping rear roofline. In short, it looks like

a 911. More subtle changes for the 992 include a revised brake light designed in the shape of ‘11’, new LED lighting at the rear that forms a continuous strip and wide rear bodywork that is now standard across the model range. Recently, I spent a week sampling a base Carerra coupe ($111,000 MSRP) powered by a 3.0-litre turbocharged flat sixcylinder engine that produces 379 horsepower and 331 lb-ft. of torque and is paired with an 8-speed PDK automatic transmission that drives the rear wheels. Of note, the PDK is now standard on all

911s, but a 7-speed manual is a nocharge option on Carerra 4 and 4S models only. I am a big fan of the new 911’s looks, both inside and out. The widebody styling gives the car a more aggressive and muscular exterior appearance, yet it’s so well integrated into the design it feels like it’s been that way for years. Other details, like the ‘11’ brake light and continuous LED taillight provide a high-tech look that doesn’t feel gimmicky or copycat. The LED Matrix headlights ($3,730) and RS Spyder Design wheels ($4,260) also enhance curb appeal.

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OTHER DETAILS, LIKE THE ‘11’ BRAKE LIGHT AND CONTINUOUS LED TAILLIGHT PROVIDE A HIGHTECH LOOK THAT DOESN’T FEEL GIMMICKY OR COPYCAT."

$141,310 AS TESTED

Inside, the 911 has been made over in a minimalistic way that emphasizes functionality but is executed in a clean and tasteful way. Gone are the acres of buttons on either side of the shifter in the centre console, in favour of a few vital mechanical controls for climate, seat heaters and knobs for stereo volume and tune. A row of toggle switches for drive modes and hazard lights are below the multimedia screen and require no explanation. Perfect.

Other interior highlights include a meaty, yet uncluttered steering wheel, digital screens for the multimedia system and instrument cluster that are gorgeous, easily customizable and user-friendly, and 18-way Adaptive Sport Seats ($3,960) that hold the driver and front passenger in place snugly. On the road, the 911 is simply a delight to drive, from its melodious turbo flat-six sound, to its hair-trigger reflexes to the way it delightfully carves through twolane country roads. You will want the experience to last forever. I certainly did. Once again, Porsche has redefined what a true sports car should be. The benchmark has been reset.

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1ST GEAR AQUICK DRIVES

2021 TOYOTA

VENZA LIMITED

STORY AND PHOTOGRAPHY BY LEE BAILIE

AFTER A THREE-YEAR HIATUS, THE VENZA NAMEPLATE RETURNS TO THE CANADIAN MARKETPLACE, BUT THIS TIME IN NORTH AMERICA’S PREFERRED FORM FACTOR: MID-SIZE SUV.

oyota stressed in the run-up to the Venza’s launch that the only thing the new car and its Camry-based predecessor share is the moniker; it really is a second-gen model in name only. Built on the Toyota New Global Architecture K (TNGA-K) platform shared with the RAV4, the 2021 Venza is a North American variant of the Harrier, an SUV sold in Japan, Australia and other world markets. It slots between the RAV4 and Highlander and is available as a gas hybrid only. All three Canadian-market trims (LE, XLE and Limited) are powered by the same hybrid powertrain that powers the RAV4 Hybrid: 2.5-litre Atkinson-cycle four-cylinder gas engine paired with three electric motors and a lithiumion battery pack. Total system output is rated at 219 horsepower. An electronic CVT sends to power to all four corners via standard electronic all-wheel drive. The system operates in FWD mode in normal driving conditions but can shift up to 80 percent of torque to the rear wheels for off the line acceleration and to regain traction when needed. Despite its shared platform, the Venza is longer and wider than the RAV4 but rides on

$47,690 AS TESTED

the same wheelbase. Despite being 144 mm (5.7 inches) longer, however, the Venza has less cargo space (243 litres behind the second row) than the RAV4 due primarily to the former’s sloping rear roofline.

Aesthetically, Toyota has positioned the Venza to appeal to style-focused and tech conscious intenders with an upmarket design that, to these eyes, has hints of Lexus particularly on the outside. Its slim LED headlights and wide grille combine with a raked windshield and tapered roofline to give the Venza a much slipperier look than its rivals, both within the Toyota family and beyond. The near luxury feel extends to the cabin, with SofTex seating surfaces (XLE and Limited) and liberal applications of soft touch dash, door trim and centre console materials. A bold 12.3inch multimedia (8-inch in LE) display greets occupants with pin-sharp HD graphics and a rich colour gamut, while hard keys and switches occupy familiar locations. The start button is awkwardly placed in the centre console behind the shifter and

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the climate controls rely on haptic feedback rather than mechanical buttons, but these are minor annoyances. During a first drive event organized by Toyota Canada last fall I had the chance to sample a Venza Limited test vehicle on twisty country roads, highways and arterial roads between Ottawa and Perth and came away impressed. Performance from the 2.5-litre Atkinson mill won’t knock your socks off, but it provides plenty of grunt off the line and for overtaking. General handling feels responsive for a mid-size SUV, with a ride that is both planted and quiet. In terms of efficiency, Toyota’s Hybrid Synergy Drive system has decades worth of proven efficiency gains and the 2021 Venza is no exception. Toyota has pegged the Venza’s combined fuel consumption rating at 6.0L / 100 km which is remarkable for a mid-size SUV. The first gen Venza outsold the Highlander in Canada and given the growth of SUVs in the years since, the new model seems like a good bet for Toyota.

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1ST GEAR AQUICK DRIVES

2020 LINCOLN AVIATOR GRAND TOURING STORY AND PHOTOGRAPHY BY LEE BAILIE

IF YOU HAVEN’T BEEN PAYING ATTENTION TO FORD’S LUXURY DIVISION LATELY, YOU MAY NOT BE AWARE OF THE ELECTRIFICATION SHIFT GOING ON WITHIN LINCOLN.

good example is the newfor-2020 Aviator, a three-row SUV that slots between the Nautilus and Navigator in Lincoln’s lineup. Adhering to the industry trend of recycling old nameplates, the new Aviator carries some history but has no connection to its 2002-2005 predecessor apart from sharing a platform and powertrains with the Ford Explorer. Unlike its predecessor, the 2020 Aviator is available as a plug-in hybrid and a gas model. Both utilize a 3.0-litre twin-turbocharged V6

engine and 10-speed automatic transmission, but the Grand Touring (GT) also has a 75kW electric motor and a 13.6 kWh lithium-ion battery pack that boosts total output to 494 horsepower and 630 lb-ft. of torque. The gas-powered Reserve, by comparison, is rated at 400 hp / 415 lb-ft.

$94,935 AS TESTED

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Like the sixth-generation Explorer, the Aviator is built on Ford’s CD6 rear-wheel drive platform, which also supports all-wheel drive. All Aviators sold in Canada come with standard all-wheel drive, but rear-wheel drive is available on gas-powered models in the U.S. Both Aviator models offer seating for up to seven passengers, along with a cavernous amount of cargo space (up to 2,200 litres with second and third row seats folded flat). Last fall, I spent a week driving an Aviator GT test vehicle finished in Burgundy Velvet Metallic ($895) with a Sandstone leather-trimmed interior. Because it’s a press vehicle, it’s loaded with options, the vast

majority of which are contained in equipment package 302A ($12,200). Essentially, 302A contains most of the check box options available, including everything in packages 300A and 301A. A lack of space prevents me from listing them all, but among the highlights are 21-inch aluminum wheels, full LED headlights, panoramic glass roof, heated and cooled front and second row seats, heated steering wheel, head-up display and 10.1-inch multimedia touchscreen. Given its size and long list of luxury amenities, the Aviator GT offers a predictably quiet and comfortable ride due in large measure to an air suspension and acoustic laminated first and second-row side glass. On the performance end, the GT’s hybrid powertrain delivers responsive acceleration off the line and throughout the powerband. Response is at its snappiest in the Excite driving mode, but I found it to be quite impressive in Normal as well. Before wrapping up, a few notes on electric driving range and charge times. According to Lincoln, the Aviator GT has a pure electric range of 34 km (21 miles) and a total range of 740 km (460 miles). As for charging duration, the battery went from empty to 95 percent full (28 km) after being plugged into a Level 2 (240-volt) charger for about 3.5 hours. Overall efficiency during my week of driving was 11.2 L / 100 km which was underwhelming. I concede that charging it more frequently than I did during my test would no doubt improve that number. Overall, the Aviator GT strikes a fine balance of luxury and performance on a forwardlooking platform. And with a plug-in variant for the compact Corsair arriving in 2021, the role of electrification within Lincoln should continue to grow in the years ahead.

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1ST GEAR AQUICK DRIVES

STORY AND PHOTOGRAPHY BY LEE BAILIE

2020 NISSAN

SENTRA SR PREMIUM

HARD TO BELIEVE, BUT THE NISSAN SENTRA HAS BEEN AROUND FOR EIGHT GENERATIONS GOING BACK TO 1982 WITH MORE THAN SIX MILLION SOLD IN NORTH AMERICA ALONE.

say hard to believe because among compact sedans, the Sentra isn’t a segment leader, at least from a sales perspective, and it doesn’t occupy the same pride of place within Nissan as the Civic and Corolla in the lineups of Honda and Toyota respectively. It’s a core model, sure, but while its rivals regularly rank among the bestselling cars in North America, Nissan sold just 6,806 Sentras in Canada in 2020, which was little more than a tenth of the Civic’s total. The Civic, incidentally, was ranked as Canada’s bestselling car for the 23rd straight year.

$26,333 AS TESTED

Despite an overall sales decline of 11.8 percent in 2020, there are caveats. First, the new car just went on sale last February and, despite a slow start due to the pandemic, performed better as the year went along. Sales were up 30 percent in the fourth quarter, which should bode well moving into 2021.

The renewed interest in the Sentra owes largely to the fact that the new car is nothing like its dated predecessor. Unlike the old car, the 2020 Sentra is built on an Alliance platform shared with global Nissan and Renault models, including the all-new 2021 Rogue. Nissan also replaced the outgoing 1.6-litre four-cylinder with a more powerful 2.0-litre four (149 hp / 145 lb-ft.) which is the only engine available for all Sentras sold in North America. As for gearboxes, the Sentra can be fitted with either a 6-speed manual or a CVT to drive the front wheels. At

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launch, the manual was only offered with the base S model, but Nissan is making it available on the upper-lever SR trim for 2021. Incidentally, more standard goodies are coming for 2021 Sentras, including standard Android Auto and Apple CarPlay, along with heated front seats and heated steering wheel. Last fall, I spent a week driving a range-topping Monarch Orange SR Premium tester finished with a Super Black roof and black leatherette interior. In addition to a long list of standard equipment, my tester is equipped with the Premium Package ($2,000), which includes thin lens LED headlamps, leatherette seating, 6-way power driver’s seat, 8-speaker Bose premium audio, intelligent around view monitor and more. The two-tone metallic paint tacks on another $335. Compared to its predecessor, which I drove most recently in 2017, this Sentra is better by leaps and bounds. It’s long, low and wide stance compares favourably to the current Altima mid-size sedan and its interior feels luxurious for a compact car. The 2.0-litre four doesn’t produce neck-snapping performance, but it delivers good acceleration for the Sentra and feels responsive in everyday driving situations. The CVT isn’t exciting, but it works fine. What’s really striking about the Sentra isn’t its performance, but its aesthetic, which feels much more refined and upmarket than just about anything else in its class. Despite its affordable price tag, it feels aspirational, which bodes well both for it and Nissan.

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DRIVEN:

2020 PORSCHE TAYCAN TURBO

LANSING GRAND RIVER ASSEMBLY

PORSCHE GOES FULL ELECTRIC

STORY AND PHOTOGRAPHY BY LEE BAILIE AND PORSCHE

BY THE NUMBERS $259.55 /HP Base MSRP

263.8 HP/TON Horsepower to Weight

3.4 Le/100 KM Combined

’ll be honest: back in the Fall of 2015 when I witnessed the reveal of the Mission E Concept from which the production Taycan, the first ever batteryelectric Porsche is descended, I was shocked. Side note: Taycan is pronounced Tie-CON. It’s Turkish and roughly translates into ‘soul of a lively young horse’ which honours the horse in the Stuttgart coat of arms which is featured in the Porsche crest. Porsche issued a lengthy explanation for the name choice, but this is the gist of it. I realize that by 2015 Porsche had strayed far from its pure sports car company roots and had morphed into a more mainstream marque. The introduction, and eventual rise to company sales supremacy, of the Cayenne and Macan utilities are proof positive of Porsche’s shifting priorities Yes, there will always be a 911 so long as the lights remain on at global HQ in Stuttgart. In fact, there will be many. And there will be plenty of 718 Boxsters and Caymans, too. And they will be powered by internal combustion engines for some time to come. Porsche executives have said as much, so if you’re concerned

about it, don’t be. Porsche wants to build gas-powered sports cars as much as its loyal fanbase does. But electrification is also part of the equation, as the Cayenne and Panamera plug-in hybrids attest, and its prominence will grow in the years ahead. Which brings me back to the Mission E. The reason for my surprise at the reveal was twofold: one, I had no idea a batteryelectric Porsche was on the way. I was caught totally flat-footed. It makes sense given the plug-ins that have been rolled out since, but I couldn’t see it at the time. The second eyebrow raiser came when Porsche said the Mission E will see production, which is not something manufacturers usually confirm when a concept is first shown. Auto executives, and their PR minders, tend to be quite cagey and usually don’t get pinned down when answering questions about a concept’s production possibilities. Porsche was the exact opposite with the Mission E which, I think, revealed just how important this car is for the company’s future. Five years later, the production Taycan is here and there’s much to discuss.

TAYCAN 101

One of its biggest headlines is the 800-volt battery architecture

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DRIVEN:

2020 PORSCHE TAYCAN TURBO

Porsche developed specifically for the Taycan. Porsche chose 800 over a more common 400volt platform in order to improve performance and range with better charge times. Two lithium-ion battery packs are offered: a 79.2 kWh Performance Battery, which is standard on the 4S, and a 93.4 kWh Performance Battery Plus which is the only unit available on Turbo and Turbo S models. Of note, the 93.4 kWh battery is optional with the 4S. Paired with the battery are two permanent magnet synchronous motors, one located on each axle that work in conjunction with a two-speed automatic transmission mounted at the rear axle. Performance varies between Taycan models, but the 4S with the 79.2 kWh battery produces 429 horsepower, but it rises to 482 with the 93.4 kWh battery and maxes out at 562 (with 479 lb-ft.) with the bigger battery and overboost power when launch control is engaged. In this mode, it can cover 0-100 km/h in four seconds flat and has a rated top speed of 250 km/h. The Turbo, like my test vehicle, is more powerful still thanks to a larger battery that produces 670 horsepower and 626 lb-ft. of torque with overboost power and launch control. Its 0-100 km/h time drops to 3.2 seconds with a top speed that bumps up to 260 km/h. As for charge times, a 270 kW DC charger can fill the Taycan’s battery from five to 80 percent in as little as 22.5 minutes.

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IT STILL LOOKS LIKE A CONCEPT CAR AND THE LOOKS ON THE FACES OF PEOPLE I WHISPERED PAST IN IT SEEM TO AGREE. THIS CAR GIVES OFF AN UNMISTAKABLE, ‘YOU’RE NOT FROM AROUND HERE’ VIBE.

On the chassis front, Porsche has outfitted the Taycan with a load of performance goodies. Among these are an adaptive air suspension that raises and lowers ride height, and optional rear-axle steering that can both improve the car’s low-speed turning radius and improve directional stability at high speeds. The optional Porsche Dynamic Chassis Control Sport (PDCC Sport), meanwhile, introduces roll stabilization for improved handling and a more planted and secure sense of road feel, while the Porsche Torque Vectoring Plus (PVT Plus) applies braking to either the left or right wheel to improve steering performance and overall stability. Of note, my test vehicle is equipped with rear-axle steering and PDCC Sport. Dimensionally, the Taycan has a similar footprint to that of the full-size Panamera sedan, but it is slightly wider (+29 mm), shorter (-86 mm), lower (-44 mm) and rides on a shorter wheelbase (-5 mm) that its gas-powered and plug-in hybrid sibling. The Taycan’s rear trunk (407 litres) is also smaller than that of the Panamera (495 litres), which isn’t surprising given the former has to accommodate a battery pack. There are three Taycan models available: 4S, Turbo and Turbo S. What separates them primarily, apart from standard equipment levels and price, is battery type. In terms of pricing, the 4S starts at $120,500 and tops out at $215,000 for the Turbo S.

MY TESTER

For this review I spent a week, courtesy of Porsche Cars Canada, driving a white Taycan Turbo outfitted with a slew of optional kit (see list posted with spec box). An extra $17,840 might seem like a lot, but not for a car like the Taycan. Besides, intenders can afford it and the gear that’s been added here are items I’d likely choose if I were building one for myself. The Performance ($6,160) and Premium Packages ($4,960) in particular, add several desirable features including Sport Chrono Package, Porsche Dynamic Chassis Control Sport (Performance), and panoramic roof and ventilated front seats (Premium).

SPACESHIP ON WHEELS

I’ve said before that some production cars look a lot like their concept forebears, but the Taycan completely resets the standard. Even in production form, it is remarkable how much of a resemblance it shares with the Mission E. The concept car aesthetic remains and the looks on the faces of people I whispered past seem to agree. This car gives off an unmistakable, ‘you’re not from around here’ vibe. Its silhouette reminds me of the Panamera thanks to its long and wide saloon-style stance and small windows, but as soon as one sees its front end, it becomes clear this isn’t a Porsche

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DRIVEN:

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you know. Or so I thought. One passerby asked if it was a 959. A bit wide of the mark, but when I explained what it was, she gave me a quick nod that left the impression she had no idea what I was talking about. In fairness, I can appreciate how someone unfamiliar might confuse the Taycan for just another big sedan because there’s nothing about its design that screams electric car. It’s symmetrically handsome with big wheels small LED headlights and a rear LED lightbar taillight graphic that looks futuristic, but not in a weird or ostentatious way. Overall, I’d say the Taycan’s future-tech aesthetic has been applied to good effect. But if you own one, people will stare. The Taycan feels somewhat small on the inside with rather snug seating for four that offers

both comfort and good support. Be warned, however, that the side bolstering might make you want to renew that gym membership. Like I said, it’s quite snug. The spaceship quality of the Taycan is really driven home by its digital displays. There are three and all have a high degree of customization and can display loads of different information. The 8.4-inch panel located in the centre console was used frequently during my test as it provides easy shortcuts for climate and stereo controls. A cellphone charge pad in the centre console storage bin is handy and there is a second cup holder that folds out of the dash for the front seat passenger, a Porsche design hallmark. The 16.8-inch curved instrument cluster display offers sharp graphics, rich colours and has

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LAISING GRAND RIVER ASSEMBLY

touchscreen functionality for adjusting items such as lighting and chassis settings. The 10.9inch centre infotainment display, meanwhile, offers impressive graphical resolution, along with clever left-hand side shortcuts for frequently used home and vehicle settings.

ON THE ROAD

As with other EVs, driving the Taycan is like gliding on a hoverboard, only this one is like a rocket. Sometimes I forget the wheels are even attached to the road, because the absence of engine spool up, gear upshifting and downshifting makes acceleration and deceleration feel so effortless. Acceleration is akin to turning up a volume knob. No build up, no interruptions or hitches because no higher gears are being grabbed. Nope – you stand on it and you just go faster. And boy, can you go really fast in this car. I fiddled with the various drive mode settings to get a feel for differences in chassis tuning and response, which was noticeable with respect to ride quality and from a handling perspective, but acceleration is like a light switch, no matter which drive mode is selected. And while I didn’t drive it on a closed course, the Taycan handles like a Porsche: agile, precise and incredibly responsive. One of the much talked about

aspects of the Taycan is that it doesn’t offer ‘one-pedal’ driving, a feature which allows the driver to essentially use one pedal to control both acceleration and braking. Taking one’s foot off the accelerator in most EVs unleashes the car’s regenerative braking, a process that converts braking force into energy that’s recaptured and fed into the battery which can then be used to slow down or stop the car completely. The Taycan uses regenerative braking (Porsche calls it recuperative) for about 90 percent of braking scenarios, with mechanical braking taking over when greater force is required to stop the car. Up to 265 kW of energy can be fed back into the Taycan’s battery, according to Porsche, which can generate a total range of about 4 km. A steering wheel button controls the amount of recuperative braking the Taycan uses, but for most of the time during my test I had lift-off recuperation off, so I just coasted before applying the brakes to slow down or come to a full stop as I normally do when driving a conventional gas-powered car. Just a personal preference, but I prefer using one pedal for one task.

CONCLUSION

The Porsche Taycan Turbo is an impressive EV. It carries an

2020 PORSCHE TAYCAN TURBO BASE PRICE / AS TESTED

$173,900 / $191,740

FINAL ASSEMBLY.................................................... STUTTGART, GERMANY ENGINE ................................................................... WO PERMANENT SYNCHRONOUS ELECTRIC MOTORS + 93.4 KWH LITHIUM-ION BATTERY PACK HORSEPOWER ........................................................ 616 HP (670 HP OVERBOOST POWER W/ LAUNCH CONTROL) TORQUE:................................................................. 626 LB-FT. (MAX. W/ LAUNCH CONTROL) CURB WEIGHT: ....................................................... 2,305 KG CONFIGURATION: ................................................... DUAL-MOTOR, ALL-WHEEL DRIVE TRANSMISSION: ..................................................... TWO-SPEED AUTOMATIC FUEL CONSUMPTION RATINGS (L/100 KM CITY / HIGHWAY / COMBINED) ............. 3.5 / 3.3 / 3.4 WARRANTY ............................................................ 48 / 80,000 ALTERNATIVES ....................................................... TESLA MODEL S

OPTIONS Performance Package – $6,160 - Rear-Axle Steering including Power Steering Plus - Porsche Dynamic Chassis Control Sport (PDCC Sport) - Sport Chrono Package - Porsche Electric Sport Sound

Porsche InnoDrive incl. Adaptive Cruise Control – $4,110 Mobile Charger Connect – $1,270 On-Board 150 kW DC-Charger – $520 Side Window Trims in Gloss Black – $450 Electric Folding Exterior Mirrors – $370

Premium Package – $4,960 - Panoramic Roof (fixed) - ParkAssist incl. Surround View - Storage Package - Ionizer - Thermally and Noise insulated glass - Seat Ventilation (front) - Lane Change Assist

Options Total: $17,840

impressive suite of advanced technology, is loaded with amenities consumers demand, especially at this price point, and has Porsche performance DNA, which is its best asset in my view. Sure, the Tesla Model S can be had for less (much less depending on spec), while also being blindingly fast and with more range than the 330-ish km (your mileage may vary) offered up by the Taycan.

But Porsche has brand cache that even Tesla cannot match, especially with respect to performance. Yes, it is expensive to the point of being beyond the reach of most consumers, but the EV technology here is undeniably impressive and with a pure electric Macan set to launch in late 2022, the Taycan’s arrival marks a sea change happening within Porsche.

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DRIVEN:

2021

TOYOTA RAV4 PRIME XSE Ready for prime time

STORY AND PHOTOGRAPHY BY LEE BAILIE AND TOYOTA CANADA

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BY THE NUMBERS

$171 /HP

base MSRP

*70.8 HP/L

he Prius Prime is no longer the only Toyota that comes with an electrical plug. It’s somewhat surprising that the addition of the RAV4 Prime to the lineup brings Toyota’s plug-in total to just two, given how committed the company is to hybrid technology which began with the first-generation Prius in 1997 and now includes 16 models across the Toyota and Lexus brands combined. By now one may just assume that several are plug-ins, but that is incorrect. All but two are gas hybrids. Regardless, it likely won’t take another four

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years for the next plug-in to come along. Like many manufacturers, Toyota has big electrification plans and conventional gas hybrids will remain a key part of that strategy. Selling conventional hybrids alongside gas-powered counterparts has worked out quite well for Toyota. The Prius remains the bestselling hybrid of all time, while hybrid variants of the Highlander and RAV4 respectively account for approximately 25 and 20 percent of those nameplates’ sales in Canada. By 2025, Toyota says it will offer an electrified powertrain option for every car it sells and expects 40 percent of its sales will be electrified.

Engine Displacement

140.4 HP/TON Horsepower to weight

6.0 L/100 KM Combined

*based on gas engine output (177 hp) only

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DRIVEN:

2021 TOYOTA RAV4 PRIME XSE incentive program (although not as generous as Quebec’s), and then to the rest of Canada. The company used a similar strategy in 2016 with the Prius Prime, which took about a year to reach nationwide availability after launching in Quebec initially.

302-HORSEPOWER RAV4

There are several planks in the strategy. In addition to gas and conventional hybrid models, some will be offered only as hybrids, such as the all-new 2021 Venza mid-size SUV (review on page 16) and 2021 Sienna minivan, while others, such as the forthcoming Mirai sedan, will be powered by fuel cell technology. And, of course, some will be like the RAV4 Prime: a plug-in hybrid.

WHY PLUG IN THE RAV4? If one wanted to know why Toyota is offering the mid-size RAV4 crossover as a plug-in hybrid, the popularity of the nameplate is a big factor. The RAV4, now in its fifth generation, is Toyota’s bestselling vehicle in North America by a wide margin with more than 430,000 units sold in the U.S. in 2020 and almost 68,000 in Canada. A gas hybrid model has been available since the beginning of the fourth generation in 2012 and given the rapid growth of the mid-size SUV segment, a plug-in offering is an obvious next step on Toyota’s electrification path. Somewhat ironically, the RAV4’s intense popularity might be contributing to the Prime’s

THE COMPANY CLAIMS THE RAV4 PRIME IS ITS SECOND-FASTEST VEHICLE IN ITS LINEUP AFTER THE GR SUPRA, WHICH IS QUITE IMPRESSIVE FOR A FAMILYORIENTED VEHICLE.

narrow availability in Canada at launch. It went on sale last August, but only at dealers in Quebec. There are three main reasons: high demand, short supply of battery components and Quebec’s $8,000 provincial green car rebate, which can be stacked on top of the $5,000 federal incentive. Once supply and demand are better aligned, Toyota will expand Prime availability in 2021 to British Columbia first, which also has a provincial green car

The RAV4 Prime is powered by the same 2.5-litre four-cylinder engine found in its gas hybrid stablemate that is paired with electric motor-generators and an 18.1 kWh lithium-ion battery pack. An electronically controlled CVT sends power to all four wheels via the same electronic on-demand all-wheel drive system used in the RAV4 hybrid. A rear-mounted electric motor sends power to the rear wheels when needed to improve off the line acceleration and for better traction on slippery roads. Pure electric range is rated at 68 km and a 6.6 kW on-board charger can reduce charging times to less than three hours using a 240-volt (level 2) charger, according to Toyota. As for performance, combined system output is rated at 302 horsepower, which makes the RAV4 Prime one fast crossover. Toyota has pegged its 0-97 km/h (60 mph) time at 5.8 seconds with a top EV-only speed of 135 km/h. The company claims the RAV4 Prime is its second-fastest vehicle in its lineup after the GR Supra, which is quite impressive for a family-oriented vehicle.

MY TESTER The RAV4 Prime is available in two grades, SE and XSE, which carry MSRPs of $44,990 and $51,990 respectively before incentives. For the purposes of this review, Toyota Canada set me up with a Blizzard Pearl with black roof XSE press unit equipped with the XSE Premium Technology Package ($5,655) that adds a slew of extras to a car that is already well equipped.

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The add-ons include head-up display, paddle shifters, intelligent clearance sonar with rear cross traffic brake, auto leveling headlamp system, ventilated front seats, heated front and rear seats, panoramic moonroof, SofTex seating, projector LED headlights and more. Standard XSE kit includes, among other items, 19-inch alloy wheels, wireless charge pad, heated and leather-wrapped steering wheel, power liftgate with kick sensor, and a suite of safety tech known as Toyota Safety Sense 2.0.

2021 TOYOTA RAV4 PRIME XSE BASE PRICE / AS TESTED:

$51,590 / $57,245

FINAL ASSEMBLY.................................................... ŌBU, JAPAN ENGINE................................................................... 2.5-LITRE 4-CYLINDER •ELECTRIC MOTOR • 18.1 KWH LITHIUM-ION BATTERY PACK HORSEPOWER........................................................ 302 HP (COMBINED) CURB WEIGHT: ....................................................... 1,950 KG CONFIGURATION: ................................................... FRONT-ENGINE, ALL-WHEEL DRIVE TRANSMISSION: ..................................................... ELECTRONIC CVT FUEL CONSUMPTION RATINGS (L/100 KM CITY / HIGHWAY / COMBINED).............. 5.7 / 6.4 / 6.0 WARRANTY (MOS. / KM)........................................ 36 / 60,000 ALTERNATIVES........................................................ MITSUBISHI OUTLANDER PHEV

OPTIONS XSE Premium Technology Package – $5,655 • Power Door Locks • Smart Key w/ Push Button Start • Paddle Shifters • Head•up Display • Intelligent Clearance Sonar with Rear Cross Traffic Brake • Auto Leveling Headlamp System • Ventilated Front Seats • Panoramic Moonroof

NOT YOUR AVERAGE CROSSOVER Generally, the RAV4’s looks have become more attractive over time, and with items such as 19-inch wheels, two-tone paint options and extensive use of LED lighting, this crossover now feels more upmarket than the Toyota badge would suggest, especially on high trims such as the XSE. The current gen’s boxier, more aggressive styling, which is also available in TRD off-road trim, has a high-tech feel that appears to anxious to shed its more innocuous, car-based SUV roots. Safe, reliable and with plenty of room (and USB ports) for the family, but if you want to zoom past slowpokes on the on-ramp or blaze a few off-road trails, the RAV4 has you covered. On the inside, the XSE trim

• Bird’s Eye View Camera • Softex Seats • Adaptive Front Lighting System • Vertical LED Accent Lights • Projector LED Headlamps • 2•way Power Lumbar Support • Heated Front & Rear Seats • Premium Paint • 110V outlet (1,500W high output)

Options Total: $12,000

exudes a conspicuous feeling of luxury. From the red stitching in the seats, door panels and dashboard, to a 9-inch touchscreen, abundance of soft-touch materials and loads of premium content, this is about as luxurious as a Toyota can get before it starts stepping on Lexus toes. Overall, I think the thing Toyota really gets right with respect to styling is ensuring the RAV4 Prime looks like its gas and gas hybrid siblings. Gone are the days of weird wheel patterns and

odd-looking bodywork designed to signal to the neighbours that you care more about the environment than they do and have the ugly car to prove it. Now you can drive a sleek crossover that has all the hightech wizardry electrified vehicles are noted for and, apart from a blue Toyota badge on the grille and an extra door in the right rear quarter panel that covers the electric socket, it looks just like its gas-powered sibling. Progress.

ON THE ROAD Toyota wasn’t kidding – the RAV4 Prime is fast. And not just crossover fast, either. It’s not Ferrari or Porsche fast, but it is much quicker than its SUV body style suggests, and it feels lively and responsive. The steering feels direct, there’s little body lean and, despite its high centre of gravity, it maintains a strong connection to the road. During my test, I drove it back and forth from Oshawa to Kingston, Ontario and it not

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2021 TOYOTA RAV4 PRIME XSE

only has loads of power for highway merging, but through the mid-range for quick passing maneuvers also. You really fear no traffic scenario in this vehicle. Same goes for city streets, where it makes for a pleasing daily driving experience that offers a well-sorted ride and a reasonably quiet cabin. Perhaps best of all, the RAV4 Prime offers just as much utility as its stablemates. It has plenty of room for five, and while its maximum cargo space (949 litres) is less than other models, it has a maximum tow rating of 2,500 lb. which is greater than all but one other RAV4 trim (Trail AWD) and its 6.0L / 100 km combined fuel consumption rating is the lowest in the family by a significant margin. I should note that due to my schedule I only had the RAV4 Prime tester for four days instead of the usual seven, so I did not have the opportunity to observe its charging capabilities. But given my experience with other plug-in hybrids, Toyota’s claims of less than three hours to charge the RAV4 Prime’s battery with a 240-volt charger seems 32

IT HAS PLENTY OF ROOM FOR FIVE, AND WHILE ITS MAXIMUM CARGO SPACE (949 LITRES) IS LESS THAN OTHER MODELS, IT HAS A MAXIMUM TOW RATING OF 2,500 LB.

realistic. I can report, however, that its reported 68 km of pure electric range does square with my experience.

CONCLUSION Toyota can’t build the RAV4 Prime fast enough. While I was preparing this story, a Toyota Canada executive told me that were it not for battery component shortages, this vehicle could be built alongside its gas and gas hybrid stablemates in the company’s Woodstock, Ontario plant right now.

Currently, the entire global supply of the RAV4 Prime is coming from Toyota’s Ōbu, Japan factory, but I was told production could eventually expand to Woodstock should demand remain high and batteries become more readily available. I hope this happens because if it does it will mean the RAV4 Prime has found a mass audience which is not only good for future mobility but for our nation’s auto industry as well.

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2021

RACING SEASON PREVIEW BY GEORGE WEBSTER

ow that the 2020 ‘pandemic’ racing season is behind us, everyone must be looking forward to better things in the coming year. As I write this, the crystal ball is still a bit murky. Will 2021 be a regular year with everything back to normal or will it be a repeat of the kind of modified schedule and procedures we saw last year?

Will the COVID-19 virus still be a major factor? At this time, we are still seeing big numbers of new COVID cases and, in many places, those numbers are still rising. A number of anti-COVID vaccines have started to arrive but, so far, the rate of inoculation has been frustratingly slow. Hopefully the case numbers soon will start to drop off and the rate of inoculation with get up to the speed needed to protect the millions of people who are waiting in line. The various sanctioning bodies are publishing their race calendars based on the hope that this year will indeed go as normal. Most of the major series have already put out their dates. Given the discouraging facts about the continuing pandemic and the changes to

the 2021 plans already announced, one has to expect that at least the first half of the 2021 season may look a lot like last year – cancellations, postponements, limited or no spectators on site. Hence any schedule announced now may be subject to change. As in previous years, I have compiled all these race dates into a master calendar (sorted by series and by date) and this master calendar is posted on the PRN website (prnmag. com/calendar). Last year, with all the changes that happened, I posted over six different revised versions. Again this year I expect to be posting updated versions if and when schedule revisions come in. This PRN master calendar will be a good place

to keep up with any changes as they are announced. Another way to keep on top of the event schedule is to consult my ‘George’s Race Fan TV’ listings on the PRN Website (prnmag.com/tv-listings) which is compiled for Canadian residents (i.e. CDN TV channel info) and it’s updated at least once a week. The Amelia Island Concours has already sent out its plans to run the March event under COVID protocols (outdoors, masks, spacing). IMSA and IndyCar have moved some of their west coast early-season dates to early fall – notably, the Long Beach weekend (IndyCar + IMSA) will be run on the weekend of September 25-26. The St. Petersburg date has now been moved later to April. Currently, there is serious talk about the Australian Grand Prix (and maybe the Chinese GP as well) being postponed from its season-opening date (or relocated to another venue) due to the expected complications of Australia’s COVID quarantining measures. So, with those caveats, can we expect from the various race series this season?

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NTT INDYCAR SERIES The 2021 IndyCar schedule is similar to the original 2020 schedule before the COVIDinspired changes happened last year. Three venues have been dropped – COTA, Richmond and Iowa. Added as replacements are a second Texas race (as a double header), a second Indianapolis road-course race, and a new street circuit race in Nashville. Already, both the Long Beach race and the St. Peterburg races have been moved to later dates in the season.

As for drivers, the driver lineup at the top end of the field is almost the same as last year. 2020 champion Scott Dixon is still with Ganassi and so on. Helio Castroneves will move from Penske to the Meyer Shank team. The biggest ‘story’ of all might be that NASCAR Champion Jimmie Johnson will drive all the road-course races for Ganassi sharing the car with Tony Kanaan who will drive the oval races. Fernando Alonso has left the McLaren IndyCar team to drive in the F1 Renault team.

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2021

RACING SEASON PREVIEW

FORMULA 1 After the 2021 season which saw F1 scrambling to put together a season of 17 events, they have issued a calendar for 2021 with 23 dates on it, looking more like the traditional calendar we are used to with most of the dates that were cancelled last year reinstated – including the Chinese GP, Monaco GP, Azerbaijan GP, Canadian GP, French GP, Singapore GP, Japanese GP, USGP, Mexico GP and the Brazilian GP – the Canadian round is set for June 13 in 2021. The Dutch GP, which was to have been a newly reinstated date from years ago last year, is back on the 2021 calendar. On the other hand, the Vietnamese GP, planned for 2020, is missing from this year’s list. The Vietnam has been dropped and its date sits as a ‘TBA’ on this year’s calendar but I expect this slot will be filled by a Grand Prix in someplace like Portugal or Imola in Italy. Check out my online calendar for the detail on this. Quoting F1, “2021 F1 cars will have a radical new design philosophy and striking new look - with sweeping bodywork, simplified front wings, bigger rear wings, increased underbody aerodynamics, wheel wake control devices, simplified suspension and low-profile tyres with 18-inch rims.” Whatever all that means. As for drivers, the dominant Mercedes team will continue with Lewis Hamilton and Valt-

teri Bottas. Red Bull looks like the strongest challenger to the Mercedes dominance with Max Verstappen back as the lead driver and with Sergio Perez joining the team after his strong showing in the Racing Point team last year. Ferrari continues with Charles Leclerc as the No. 1 driver, now paired with Carlos Sainz (late of the Mclaren team). Sebastian Vettel, after being fired from the Ferrari team, joins the Aston Martin team (formerly Racing Point) alongside the owner’s son, Lance Stroll. Fernando Alonso returns to F1 with the Renault team alongside Esteban Ocon – while Daniel Ricciardo moves over to the McLaren camp paired with Lando Norris. With Bottas sticking with the Mercedes team, George Russell, who outshone Bottas on his one-race fill-in for the COVID-ridden Hamilton, will be back in the tailender Williams effort, teamed with another Canadian riding on his father’s cheque book, Nicolas Latifi. Nikita Mazepin, in Haas with Mick Schumacher, is another new driver who fits into the ‘rich daddy’ category.

NASCAR The NASCAR Cup schedule has been rejigged a bit with the events at Chicagoland and Kentucky being dropped and dates at COTA, Road America and the Nashville Superspeedway oval being added. The Indianapolis race will be run on the IMS road course rather than the traditional 2.5-mile oval and the spring race at Bristol will be on the half-mile oval covered in dirt. On the driver front, the biggest ‘news’ was that Denny Hamlin, in partnership with basketball star Michael Jordan would form a new one-car team with Darrell (‘Bubba’) Wallace as the driver. Meanwhile, Kyle Larson, who had been suspended for uttering

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IMSA WEATHERTECH SPORTSCAR CHAMPIONSHIP

a racially-charged word, will be back, filling the spot at Hendrick left by Johnson’s retirement/departure to IndyCar. In the Truck Series, the two Canadian drivers, Raphael Lessard and Stewart Friesen will continue. Lessard has switched to GMS rac-

ing (Chevrolet) and he is hoping for more sponsorship to enable him to contest more races in the season. Friesen will continue with his Halmar-Friesen entered Toyota. There will be two truck races on dirt this year – Bristol and Knoxville (but no Eldora).

At the time of writing, the 2021 IMSA schedule is almost exactly the same as the one on file for 2020 posted at this time last year. That one was severely altered in response to the pandemic. So far, the only change IMSA has made has been to move the Long Beach date to the end of September in concert with IndyCar’s parallel change. The main focus in IMSA WeatherTech is on the DPi prototype class and this is shaping up again to be a battle between Acura, Cadillac and Mazda. Last year the final manufacturers’ standings had Acura, Cadillac and Mazda onetwo-three. After winning the championship, Acura left Penske and moved to the Wayne Taylor and the Meyer Shank teams (one car each). There will be three Cadillac flag-bearers (one car each) in Action Express, JDC-Mustang Sampling and Ganassi. Pipo Derani is the star of Cadillac’s driver lineup with Kevin Magnussen (late of the Haas F1 effort) a potential star here. Mazda will have a single-car effort under Multimatic’s wings with a selection of drivers from the two-car roster of last year. Don’t count out any of these entries. In the GT-Le Mans class, the new rearengined Corvette won the championship out of the box. They are back and they have to be the favourites to win again this year. But look for strong competition down the field of singleton entries for Ferrari and Porsche and the two RLL BMW M8s

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2021

RACING SEASON PREVIEW

CANADA In truth, there’s not much wholly Canadian big-time racing here but I would point out three series of interest. The NASCAR Pinty’s Series ran a three-weekend behinddoors series last year. Presumably they are planning to run a more familiar schedule this year, the pandemic permitting. As for the Canadian Touring Car Championship, Dominique Bondar tells me that they are planning on a six-race series again this year, hoping to start their season at CTMP in May. There are two ‘Formula Ford’ style series in Canada, one in Quebec (F-1600 Canada) and one in Ontario (Toyo Tires F1600 Championship). This

series features lots of close racing and it deserves more fan support. Perhaps REV TV Canada can add these series to their television lineup? So, once again, we are looking at plans for a year of racing that

may be disrupted somewhat by the pandemic. As we saw last year, the sanctioning bodies, the tracks and the competitors will do their best to put together a good season of racing – perhaps without many race fans on

site. You may be doing a lot of race watching via television again this year. I will be doing my best to keep you up-to-date with my events calendar and my ‘George’s Race Fan TV’ listings, both on the prnmag.com website.

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Looking to

2021 F

or many of us, the end of 2020 cannot arrive soon enough. Between the deadly pandemic and the economic uncertainty there has been a lot to create anxiety. As Canadians look to 2021 with hope, thanks to new vaccines, many are trying to imagine what our first trips will look like. While many of us might love the idea of a quick escape to an all-inclusive beach, it seems likely that most trips in the first part of 2021 will be local, drivable, escapes. The good news is that even if you spent all of the spring, summer, and autumn exploring your region, there is undoubtedly more to discover. As Canadians we are lucky to live in a country with vast outdoor resources, just waiting for us to visit. These explorations will still require a fair amount of planning and consulting of public health guidelines, as the provinces roll out vaccines. However, with a bit of work and caution, it is possible to drive and see something entirely new.

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Victori BRITISH COLUMBIA

BY ANNA RUTLEDGE // PHOTOGRAPHY COURTESY BY DESTINATION VICTORIA B.C.

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Eagle Wing Orca

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ith continual gray skies and weeks of freezing temperatures, many Canadians are looking for temperate options to offer at least a little relief this winter. With the continued closure of the US border, familiar stand-bys like Florida and Arizona are out of reach of many, and Canadians are having to get creative when searching for warm relief. Victoria, as the warmest city in Canada, has been raised as a suitable option. From the fall onward, stories of RV caravans travelling west (rather than south) have been a common news feature. While campgrounds on Vancouver Island have long since been booked solid, there remain many hotel and tour

options for Canadians looking to explore the region. Visitors to the region should begin their planning with a careful consideration of the weather patterns of their planned travel timeframe. Although Victoria is the warmest city in Canada (with an average snowfall of just 25 cm) and it receives far less rain than Vancouver, it is still very much a “wet” cold. Guests should plan to bring layers and a range of gear depending on their travel time frame - assuming it will be temperate and only packing one pair of pants and a single sweater will likely not meet your needs. Once you’ve researched the weather, the next thing you’ll want to consider is what type of trip would suit you best. With over 3,400 kms of coastline, Vancouver Island has plenty of beaches and rugged cliffs to explore. To that end, many prospective itineraries suggest two or three days exploring the varied island geographies - between the eco tours and national and provincial parks it would be impossible to fit everything in. Even if you’re more of a brunch and spa traveller, setting aside some time to explore the great outdoors is wise given the riches of the area.

Kayaking on Langford Lake

Butchart Garden

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COVID Restrictions

Like many regions, the COVID-19 restrictions for Victoria are ever changing to account for current case numbers. At the time of printing, out of province travel was discouraged, but visitors from within B.C. were welcomed. Be sure to check the city’s website before booking your trip. Also, remember to always check cancellation policies with any accommodations or tours you may arrange, in case you need to make a last minute adjustment, or the allowable travel rules change. Finally, like most jurisdictions, Victoria requires the use of masks in most public spaces, so be sure to arrive prepared.

Victoria Downtown

A good place to start when considering outdoor adventures for your trip, is whale watching. Many species of marine life abound around Victoria, including orcas, gray, humpback, and mink whales. The Island is home to Canada’s first protected Marine Area, which many tours include a visit to. There are many tour operators in the region, covering many different departure points, making it easy to find one that is easily accessible from your hotel. Tours range from a couple of hours to full days, making it easy to fit one into even the most packed of itineraries. Best of all, whale watching doesn’t require any preparation other than arranging a reservation and ensuring all your photographic equipment is water-proofed and charged. Some tour operators include the use of outdoor gear with the booking, such as BC Whale Tours who provide parkas

for visitors while on board. Readers who have previously booked and been disappointed on tours where no whales were seen, will want to take a look at the tour operators’ whale guarantees. Thanks to advancements in technologies, many operators can offer some certainty of whale sightings by tracking known pods and planning routes accordingly. Queen Victoria Statue

Likewise, many offer free return outings if whales aren’t spotted, making it easier to book without worrying about wasted expense. Another great way to explore the Victoria region is by bike. During these strange times, biking is especially appealing thanks to being naturally spaced out and outdoors. Victoria has many dedicated bike trails,

where less experienced cyclists can travel without fear of fast-moving cars. The Gorge waterway, for example, offers six kilometers along the coast, including trestle bridges and ponds. Other trails, such as the Galloping Goose trail, are converted rail lines, which is a bonus for visitors who prefer a flatter route. Bike rentals are easily found around the city, but if a guided tour is more your pace be sure to book a timeslot as soon as possible as they tend to fill quickly. While biking is fun, my favourite way to explore is always on the water. Victoria has many ways to bring guests off the beach and onto the water, including kayak and SUP rentals. Many rental providers also offer guided half day tours, so you can feel confident you won’t end up swept out to sea. Adding to the excitement, touring by kayak or SUP allows you to get up close and personal with some of the marine wildlife, including sea otters and harbour seals. Ocean River Rentals offers tandem boards and kayaks, so you can also travel as a pair if you

Kinsol Trestle

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Fan Tan Alley

are less confident or if you have a child to accommodate. If you’re visiting in a warmer month, or simply enjoy gawk-worthy experiences, you can also rent a floating hot tub boat that holds up to six guests. You’ll be able to lounge in the tub as you travel around the harbour, making you a shoo in for other visitors’ photos. No matter which vessel you choose, you are sure to experience the harbours and inlets in an entirely different and inspiring way.

Local Landmarks

Every city has some landmarks that are instantly recognizable, and Victoria is no different. While planning your itinerary, be sure to include stops at the locations that a visit to Victoria wouldn’t be complete without:

Five Star Whale Watching Salish Shadow

• British Columbia Parliament Building

Pod of Orcas

• Craigdarroch Castle • Trounce Alley • The Fairmont Empress

Once you’re back on land, you’ll want to explore some of Victoria’s more unique areas. Victoria is home to Canada’s oldest Chinatown, which boasts the narrowest street in the country - Fan Tan Alley. Only a meter wide at its narrowest point, the red brick walls are a popular spot to pose for photos, and the alley also has a range of unique shops to browse. Of course, be sure to carry a mask, as the alley really is very tight and physical distancing is close to impossible at points. Finally a visit to Victoria would be incomplete without a trip to Butchart gardens. With over fiftyfive acres of gardens and twentysix greenhouses, the gardens are open year round. The Butchart Gardens was named a National Historical site in 2004 and welcomes over a million visitors in a normal year. Currently, only some of the garden’s amenities are available, and reservations are strongly recommended for high-demand items like afternoon tea. Despite the restrictions, the majority of the gardens are still accessible, including the sunken garden and the Japanese garden, both of which are over a hundred years old. No matter what time of year you visit you can be sure the gardens will be stunning, so be sure to bring a fully charged camera and plan to spend the whole day exploring. With so much natural beauty, and such a mild climate, it’s easy to see why Victoria is an in-demand destination for Canadians. Whether you are planning an eco-adventure, or simply want to stroll the gardens and enjoy high tea, Victoria has options that will appeal to you.

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Prince Edward County IS A REFRESHING WINTER ESCAPE

BY ANNA RUTLEDGE PHOTOGRAPHY ROBBIE GARDEN, DANIEL VAUGHAN, GEORGE FISCHER PHOTOGRAPHY, & DESTINATION ONTARIO

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rince Edward County (PEC) has long been a favourite holiday spot for Southern Ontario residents - between the quaint towns, rolling hills, and stunning beaches, visitors often start day dreaming of a return before they have even left. In recent years, an explosion of craft breweries and boutique hotels have made trips to the County even more luxurious. As Ontario residents desperately search for somewhere to break up the monotony of their four walls this (long) winter, many are looking to PEC for an achievable escape.

What might surprise visitors most is the beauty of the region’s many provincial parks during the winter months. While most GTA residents are well aware of the caribbean-like waters of Sandbanks park in the summer months, the park has few visitors in the winter. Yet the beaches have a rugged beauty that is sure to keep children occupied for hours, as they scramble up frozen dunes and run freely on wide-open beaches. While visitors will still need to buy a park pass, and should of course come prepared for the weather, the wind-swept winter beaches are surprisingly mentally refreshing. Other local landmarks, like Lake on the Mountain are closed for the winter, so be sure to check the provincial park website before arrival.

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Local Breweries

It seems like a brewery is born every minute or two across the province, so it can be hard to keep up with what’s available. The County has many options, ranging from true micro breweries to local favourites. Before heading to the tap room, be sure to check their websites to confirm visitors are currently welcome.

Parsons Brewing Company

Offers a large yard with distanced seating, a changing weekly lock-down menu, and delivery across the province if you aren’t able to visit in person

Prince Eddy’s Brewing Company

Located in the industrial park of Picton, Prince Eddy’s has a large outdoor area that includes a beach volleyball court and plenty of umbrellas in the warmer months.

Gillingham Brewing Company

Located in Hillier, on the same property as Domaine Darius winery, Gillingham is a small batch brewery with rotating options. Their winter beer garden game is strong, with covered and heated patio pods, ensuring you can comfortably sip their seasonal offerings.

Prince Edward County

If running across frozen dunes isn’t your speed, now might be the time to finally try out ice fishing! First-time fishers should make use of a guide, as ice can often be deceiving (it is never a good idea to step onto unmarked or untested ice, regardless of how solid it may appear.) There are many fishing hot spots around the County for everything from largemouth bass to walleye, and there are guides who can provide full equipment rental and guidance at most. When arranging a tour, be sure to clarify what sort of fish you are hoping to catch, and what you can reasonably expect in terms of comfort. Also take the time to read any cancellation policies, as the rules for travel within the province are subject to change. Another advantage of visiting the County in winter and early spring is the laid back pace fewer visitors mean you can easily explore all the region has to offer without having to rush. In April there’s no need to speed read the

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Local parks to explore

PEC has several provincial parks, but some are closed for the winter season. Nevertheless, there are plenty of local conservation areas and municipal parks to explore.

Sandbanks

While visiting in the summer requires carefully planning and a very early arrival time, late winter and early spring reveals a largely empty park. There are hiking trails and plenty of windswept beaches to explore.

flavours at Slickers, and there’s plenty of time to test the flavours before choosing a cone. It is also much easier to secure a time slot at one of the local breweries or wineries, many of which currently require a reservation for tasting to ensure proper distancing. One of the easiest (and safest) ways to tour the many local wineries is by private tour. This is especially true in these uncertain times, as the tour operator will take care of ensuring the winery has space/is open for your group before arrival. Most operators will allow you to choose which wineries you would like to visit, and some will allow you to request specific vin-

tages ahead of time, so depending on your tastes, it might be worth the time to research your local options. Keep in mind that many tour operators have strict capacity limits in place, so if you are planning to book a late spring weekend, try to reserve

your spot as early as possible. Within an easy drive for most of Southern Ontario, and with a myriad of options for outdoor fun, a visit to Prince Edward County might be just the way to ease back into safe travels as winter wanes.

Macaulay Mountain Conservation Area

Home to Birdhouse city, with miniature representations of local buildings, and hiking and mountain biking trails, this is a local favourite.

Massassauga Point Conservation Area

This lake-front area boasts over 1,200 feet of shoreline and offers cross country skiing in the winter.

COVID Restrictions

With continually changing COVID-19 restrictions, it’s important to check with any attraction or restaurant you are planning to visit before making the drive. Currently, most businesses in PEC are expected to be shut until the end of January, except for curbside pickup. As always, be sure to travel with a set of masks and a back up plan. Finally, remember that local businesses are doing their best to respect ever changing rules and restrictions are outside of their control.

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HOW TO STEER THROUGH ICE

cy roads are a Canadian staple. Whether your municipality plows, sands, or salts, there will always be a time where road work has not caught up to conditions and you will find yourself on a road that might as well be an ice rink. Rather than admit defeat, we have some simple tricks to help you successfully navigate the challenge.

Be aware of conditions

Reduce distractions

Icy patches rarely appear out of nowhere, and being aware of your surroundings and road conditions can help you take effective preventative measures.

We all know not to be on the phone while driving, but this may also not be the time for a full take out meal, or a car karaoke session.

Install winter tires

Slow down and leave space

Take your foot off the gas

We can’t say it enough - there is a real difference between all season and winter tires and if you are trying to navigate a Canadian winter on all seasons you’ll find yourself continually struggling to maintain control.

Steer into the slide

If you feel the start of a skid, try to avoid panicking. There is a good chance that taking a breath will have a better impact than oversteering to correct.

We all have places to be, but rushing to change lanes, or following too closely can easily end in an avoidable collision that will just slow you down even further. In icy conditions, remember that not all vehicles will have snow tires, and their stopping distance can be doubled.

Try to react as little as possible with steering, and take your foot off the gas. Don’t hit the brakes, just ease off slowly and focus on keeping the wheel straight.

Stay calm

Look where you want to go

If you start to slide, try to avoid looking where you are afraid of going instead look in the direction you hope to go.

If you are really sliding, gently turn the wheel in the direction your back wheels are going. Trying to correct in the other direction can put you into a full spin.

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WINTER PARKING

t happens to us all. It could be at the mall, a big box store, or simply in front of our homes, but at some point you will find yourself facing a snowed-in vehicle. Unless you can comfortably leave it in place, you’ll need to start digging to free your vehicle and get on your way.

Remote Start Your Vehicle

If you have a remote starter, go ahead and get it going. Just be sure you didn’t leave windshield wipers in the “on” position when you last drove, as you can easily damage the wipers if they try to start moving but are iced in.

Not just a well around your tires, as much of the spot as possible. Just clearing the well around your tires will effectively create a divot for your tires to spin in, which won’t get you anywhere quickly.

Salt or Sand Around your Tires

Traction is your friend, so give your vehicle a hand. Break out your emergency kit and put down something that will help your tires get some grip as you try to exit the space.

Shovel Out the Spot

Be a Good Neighbour

If you’re clearing out a spot on the street, be mindful that all the snow you’re moving around from under the vehicle shouldn’t be tossed onto the sidewalk or road, unless you are planning to shovel that too. Ruining your neighbour's carefully cleared sidewalk is a fast way to create sore feelings.

Marking a Spot

In the same vein, just because you cleared a spot, doesn’t make it yours. If you have painstakingly cleared a spot, don’t assume you’ll come home to find it waiting for you. Most municipalities don’t allow you to “save” a spot, so be prepared to repeat the digging out process until you have large swath of your road cleared (or the snow mercifully melts!)

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HOW TO GET RID OF SALT STAINS W inter takes a toll on our vehicles. Between the bottles and bottles of windshield washer fluid and the constant clearing and defrosting, it can feel never-ending. As we get towards the end of the season, you may notice you have another problem - car mats crusted with salt stains. Luckily with some simple steps you can get your mats back to normal!

Remove the mats from your vehicle

Unclick the mats and move them somewhere dry and warm, and where you’ll be able to spray them without destroying anything else.

Blot off

Use a sponge or dishtowel to blot off the vinegar solution. You may need to repeat steps four and five several times, depending on the amount of staining.

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Vacuum or beat off any loose salt

Remove any loose debris so you have less to scrub away - you may be pleasantly surprised how much falls away without further work.

Mix a cleaning solution

Use 50% warm water and 50% distilled vinegar in either a bucket or a spray bottle. There are some commercial cleaners available as well, but the results aren’t much better and you likely already have vinegar in your home.

Soak the affected areas

Saturate the stains, being careful that the surface you’re working on won’t be negatively impacted by the vinegar mix.

Hang to dry

Once you can’t see the salt stains anymore, hang up your mats somewhere dry and warm.

Pro tip

You can avoid this entire process by replacing your mats with something more hearty, like Weathertech mats. Any rubber mat with thick ridges and edges will trap the salt, and can be easily sprayed off at the end of the season.

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HOW TO OPEN A FROZEN CAR DOOR

ar doors can and will freeze from any number of events - water getting into the door seals, being encased in freezing rain, take your pick. Either way, the resulting frustration is the same - your car scraper is inside the car and you can’t open the doors. This makes getting going all the more time consuming, since you’ll need to thaw the doors before you can clear the rest of the vehicle. Here’s how to get moving as quickly as possible.

Confirm the doors are unlocked

Warm water

If you have a spare ice scraper, and you aren’t too worried about damaging your paint, go ahead and try to scrape the ice away from the door jams and handle. This is especially useful if the situation was caused by freezing rain, since in that case the whole vehicle is likely encased in a thick sheet of ice.

If you’re still frozen out, you can try putting warm water in a spray bottle and spraying a door jam. This will likely take a while and will be messy, so change into spare mittens if you have some.

Wipe it dry

If you have a remote starter, now is the time to turn it on. If the doors are frozen, the remote start will warm them enough to thaw. However, it might take a couple rounds of warming before they are thawed enough to unstick.

Is it early? Are you sure you clicked the unlock button, or that your vehicle really did sense the key fob and unlock? Take a second to be sure before you start to panic.

Chip away

Remote start

Apply a heat source

Is it too cold for the warm water to work its magic? You may have to resort to a hair dryer or heat gun to thaw the ice. If so, be careful not to melt the rubber door sealant and be sure you're not risking electrocution.

Once you’ve finally gotten the door open, take a minute to wipe down the door jam to avoid having the same problem later. This is especially important if you solved the problem with warm water, since it will inevitably freeze solid the next time the vehicle is off.

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HOW TO PROTECT YOUR VEHICLE AMID RISING CAR THEFTS IN CANADA

020 has been a year for the record books. Between mass unemployment, increased food insecurity, and ever-changing health protocols, many of us cannot have 2021 start soon enough. Another unfortunate negative increase in 2020 has been a rise in reported car thefts across Canada. Our increase has not been as dramatic as in some areas of America; case in point the New York Times has reported that police believe thieves are using stolen cars as Ubers in Los Angeles. While numbers are not

yet that high in Canada, changes in theft technology mean that we need to be vigilant to avoid a similar spike. According to Bryan Gast, from the Insurance Bureau of Canada, the increase in car thefts has to do with an increase in theft technology that is gradually reaching Canada from Europe. Wireless transmitters and key cloners, which are surprisingly easy to purchase, have made it possible for thieves to both enter and start vehicles that were previously difficult to steal. While vehicles with a model year of 2008 or later are required to have an immobilizer

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This “convenience” is questionable - with the fob in the vehicle, it will not lock and it will start as soon as the thief touches the brake and start button. This opportunity-based thefts do not always result in vehicles being resold or chopped for parts, as stolen cars have traditionally been. Rather, many vehicles that are stolen while running or with the fob inside are used for either joy riding or illegal street racing and are eventually recovered. Mr. Gast points out that even when these vehicles are recovered, it is rarely in the same state in which they were taken, particularly when they are used for street racing. Street racing has also increased during the pandemic, with many more reports of

built in, these new technologies effectively bypass that built in security. Mr. Gast describes the best approach to avoid having your vehicle targeted as “layered: starting with common sense, like not leaving your vehicle running, to using a protective key pouch, to installing additional vehicle tracking devices or fuel pump immobilizers.” That first suggestion - not leaving your vehicle running might sound a bit obvious, but both here and in the US, a large number of car thefts are simply the result of opportunity. The practise of stealing running vehi-

cles has become so widespread in New York, that the New York City Police Department recently made a video featuring a man whose car was stolen when he left it running to warn of the risk. It can be tempting to leave a vehicle running when you’re just jumping out to grab something at curbside pickup, but taking the extra couple seconds to turn off your vehicle could make all the difference. Another simple change is to protect your key fob. Many drivers have taken to leaving their key fobs in their drink holders, for the sake of convenience.

1 3

Park in a well-lit place, or better yet, your garage

Make sure your windows and doors are locked and closed

burnouts in parking lots and segments of major highways being used as racing strips. The Peel Police launched Project Drift to try to address the increase, taking pains to note in their press release that the perpetrators were not car enthusiasts but rather were responsible for dangerous driving in the presence of large crowds. With an increase in vehicles being stolen to participate in such events, it is especially important to remember to follow basic precautions that make your vehicle a more difficult target. Beyond ensuring you don’t leave your vehicle running or the key fob inside, the next simple steps suggested by the IBC can make the difference between your vehicle and another.

2 4

Have a visible anti-theft system

(such as a light that flashes to indicate your vehicle is protected)

Place your key fob in a key pouch or a metal tin, preferably not in your entrance.

These simple steps can save you days of heartache, and mounds of paperwork. As the saying goes, an ounce of prevention is worth a pound of cure.

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COVID-19 AND CHANGES IN COLLISIONS PATTERNS

ne bright side of the COVID-19 pandemic has been a global reduction in road fatalities. With large parts of the world under various degrees of lockdown orders, the roads were suddenly empty, and thereby a great deal safer. The International Road Forum’s annual Road Safety Report, indicates that the number of recorded fatalities fell significantly in the first months of 2020, as the world was largely under stay at home orders.

While we might have expected to see a drop in road deaths in proportion to the decrease in road traffic volume, in countries with reported data, that hypothesis does not seem to have been borne out. Rather, with emptier roads came higher speeds, and more serious crashes. Another surprise from the data to date is the rise in cyclist fatalities, perhaps due to the increase in inexperienced cyclists who were commuting by bike rather

than risking public transit. Globally, cyclist deaths were growing at the largest rate among cyclists and e-cyclists over 75, even as overall numbers for fatalities declined. In Canada, preliminary data showed the early months of 2020 saw a 34% decline in road fatalities, which is remarkable. Other jurisdictions showed even greater declines, including New Zealand (-80%), Italy (-79%) and South Africa (-78%.)

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Road deaths and traffic in April 2020 compared to April 2019 Country

Road deaths (% change)

Traffic (% change)

Australia

-23

-43

Austria

-30

-50

Canada

-34

n.a.

Chile

-24 (June on June)

-56.5 (Santiago)

Czech Rep.

-11

-50 (motorways)

Denmark

-25

Finland

-24

-34

France

-56

-75

Germany

-1

-48 (overall), -19 (HGV)

Greece

-58

n.a.

Hungary

-43

-33

Ireland

-22

-62 (cars), -17 (HGV)

Israel

-28

-60

Italy

-79

-75 (overall), -39 (HGV)

Japan

-21

n.a.

Lithuania

-71

-36 (overall), -15 (HGV)

Mexico

-23

-59

Morocco

-65

n.a.

Netherlands

-35

New Zealand

-80

-74

Norway

n.a.

-25

Poland

-32

n.a.

Portugal

-59

n.a.

Serbia

-49

n.a.

Slovenia

-11 (Mar to May)

-53.5

South Africa

-78

-77

Spain

-49

-75

Sweden

-22

Uruguay

-51

n.a.

-25% or less

-26% to -50%

-51% to -75%

-76% or more

Increase

Source: International Transport Forum, Road Safety Annual Report 2020

Changes in road deaths based on provisional data, for Canada based on preliminary data from a sample of jurisdictions.

According to the Insurance Bureau of Canada’s Bryan Gast, legitimate collisions, not just auto fatalities, were down in 2020, with fewer vehicles on the road for a large part of the Spring. However, there was not a related reduction in staged collisions or in drinking and driving, which continued to be a problem on Canadian roads. It is too early to say whether 2021 will see a similar decline in fatalities, or whether the reduction in 2020 will lead to lower insurance premiums for Canadians. However, if your commuting patterns have changed, it’s always worth the time to call your insurance agency to see if you may qualify for a reduction.!

For more info: www.itf-oecd.org/sites/default/files/docs/irtad-road-safety-annual-report-2020_0.pdf

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2010

HUMMER H3

Versus

2022

GMC HUMMER EV

THE ULTIMATE GAS GUZZLER RETURNS AS AN EV

BY LEE BAILIE

ard as it may be to believe, the Hummer brand is coming back after being put out to pasture by GM in 2010. Apart from the name, however, this Hummer is nothing like its old namesake. Not only does it carry a decade’s worth of technological innovation (safety, connectivity, design, etc.) but as the name suggests, it is a pure electric, which turns the nameplate’s well-earned gas guzzler image on its ear. Listed below

is a comparison of basic specs between the 2010 H3 (final production year) and the forthcoming 2022 GMC Hummer EV. The big news with the Hummer EV is its blistering projected power numbers: 1,000 horsepower and 11,500 (!) lb-ft. of torque. Of note, the EV specs listed here are for the truck version. An SUV model will launch (date TBD) after the truck variants go on sale in late 2021 in the U.S. and late 2022 in Canada.

2010 HUMMER H3 (ALPHA) VEHICLE: FRONT ENGINE / 4-WHEEL DRIVE LAYOUT: 5.3L V8 ENGINE: 300 @ 5,200 RPM HORSEPOWER: 320 @ 4,000 RPM TORQUE: 4-SPEED AUTOMATIC TRANSMISSION: 2,842 MM WHEELBASE: 4,763 MM LENGTH: 2,159 MM WIDTH: 1,859 MM HEIGHT: 2,215 KG CURB WEIGHT:

2022 GMC HUMMER EV FRONT, REAR ELECTRIC MOTORS / 4-WHEEL DRIVE THREE-MOTOR E4WD SYSTEM W/ ULTIUM BATTERY PACK 1,000 (EST.) 11,500 (EST.) FIXED GEAR RATIO (13.3:1 FRONT, 10.5:1 REAR) 3,445 MM 5,507 MM 2,380 MM 2,059 MM N/A

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