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Review: Nissan Titan XD

June 16, 2017 by Tom Williams Leave a Comment

People a generation behind me probably don’t think anything about the idea of a Japanese pick up truck. Yet as I stood in awe at the presence of the Titan, I flashed back to my childhood of the 70’s and 80’s. Back then, the small imported pickup trucks even had cute names. The Luv! The Pup! Aw, adorable little trucks! Even the companies selling them here didn’t take them all that seriously. Coming out of that minor reverie, here I stand in front of the Titan, which jolted me back to the present. Any reminder of those days past are erased when anywhere you see the name, it’s TITAN in massive block letters.

This second generation Titan is easily Nissan’s boldest move yet. And as East Coast Editor for The Garage, getting a pickup truck is a rare treat. Living on coastal Connecticut, I’m in what’s considered the Metro New York City area. Why does that matter, you ask? There are plenty of pickups around, but in most cases, if you own a pickup, its because you need one for your job. Traffic around here is awful, and gas prices are among the highest in the nation. It’s not until you are well out into the country you start seeing people owning pickups simply because they want to, not because they need to. Nearly everywhere I went, people marveled at the gleaming Tower of Titan. And the near unanimous response was “That truck is simply too nice to use for work!”

And gleaming it is. Our Titan was a combination of imposing seriousness, bright chrome and more dark chrome that those more familiar with the sight of a luxury pickup truck will nod in approval. Climb into (I mean that-I’m 6’1″ and I needed the grab handle to hoist me up) and welcome to the luxury truck! Sitting high off the ground in command of all that surrounds you, you are instantly taken aback you are experiencing a level of comfort and material quality you would expect from an Infiniti. Anyone who has been in a modern Nissan will be right at home in terms of ease of getting used to the controls, you’re just sitting much higher. There is plenty of room for four full-grown adults front and rear, with plenty of storage space.

In your face styling and a luxurious cabin are all meaningless if your pickup can’t deliver the goods. Starting in the engine room, the Titan offers two choices. First, a 5.6L V-8 rated at 390hp, paired to a 7-speed automatic. However the big news is option number two, a 5.0L Cummins turbo diesel, with 310hp and a stump pulling 555 lb ft of torque, here mated to a 6-speed automatic. Working with Cummins is new for Nissan, and once people found a Cummins engine lay under the hood, our Titan had instant street cred. Titans can be had in rear or four wheel drive, the latter with a two-speed transfer case. Because of its weight, the Titan is not subject to EPA fuel economy testing, but in mostly in town driving our trip computer was indicating about 14 MPG.

Blistering acceleration is not what the Titan is about. Instead, the Titan pulls with authority with little noise or drama, and the towing controls are an instant indicator that this truck is ready for work. Our Titan can tow up to 10,610lbs, which puts it right in the middle of competing light and heavy duty trucks, a void Nissan intends to fill with the Titan. Looking at the sheer size of the Titan, one would be easily intimidated at how it might be to drive. In reality, it’s quite easy. Visibility is excellent, and Nissan’s all around camera makes parking easy. For a ladder on frame truck, the Titan is remarkably composed and civilized. You’re not quick to forget this truck is over 20′ long, so the best way to enjoy a Titan is to relax and take it easy.

In addition to a choice of rear or four wheel drive, gas or diesel V-8’s, single or crew cab, Titan buyers also have five trim levels to choose from. Our test car, I mean truck, was the top spec Platinum Reserve. Standard equipment includes perforated leather seats, front heated and cooled seats, rear heated seat, power seats, trailer brake controller, Rockford Fosgate premium audio, navigation, AroundView camera monitor, and dual zone auto climate control. Options included splash guards and electronic tailgate lock. Including destination, our Titan has an MSRP of $61,745USD.

As a pickup truck, the Titan is as serious as it looks. That Nissan was able to marry remarkable trucking ability in a relatively easy to drive package is an impressive achievement. The cute import pickups of my youth are a distant memory, the Titan is here in the present. While the notion of such a powerful truck offering such a high level of luxury may confuse some in Metro New York, I suspect few others will question the American made Titan.

Porsche Panamera Sport Turismo Makes NYC Debut

April 26, 2017 by Tom Williams 1 Comment

For anyone who has ever gone to a car show, you can relate to the following: yes, you are excited to see all the cars, but there’s usually that One Car you are especially excited to see. For the 2017 New York International Auto Show, that car for me was the new Porsche Panamera Sport Turismo.

What’s the excitement all about you ask? The naysayers might remark I’m getting excited over the fact Porsche simply made the Panamera into a wagon. To them, I’d respond they are missing the point entirely. Porsche had long been considering a four door offering. As a kid I recall the odd four door 928 concept, which thankfully never took off. Once Porsche found out most people accepted the idea of an SUV Porsche in the form of the Cayenne, it was finally time for a four door model.

Cayenne showed Porsche could build a non-sports car that still drove like a Porsche. And in 2010, the Panamera arrived, making good on the promise of delivering a Porsche driving experience. But it just didn’t look….right. Yes, I get they were trying to mimic the sloping rear end of the 911. Other automakers could blend sport and luxury, but the odd looking Panamera wasn’t convincing.

When I saw the first pic of the Panamera Sport Turismo, it was a eureka moment. One look and I thought THIS is the Panamera we should have had all along. Finally seeing it in person confirmed what I saw in picture. Long, low, sleek, and most notably, well proportioned, the Sport Turismo checks off all the right boxes. In addition, the Sport Turismo incorporates a unique extendable roof spoiler, more cargo room, improved rear seat headroom, and for the first time in a Panamera, seating for five.

The Panamera Sport Turismo is available in four models:

4: Powered by a turbocharged V-6 rated at 330hp. 0-60mph arrives in 5.0 seconds. Prices start at $96,200.

4S: Powered by a 2.9L twin turbo V-6 rated at 440hp. 0-60mph arrives in 4.0 seconds. Prices start at $109,200.

4 E-Hybrid: Same engine as the 4S, but with an electric motor adding 136hp. 0-60mph arrives in 4.4 seconds (more weight to move). Prices start at $104,000.

Turbo: Powered by a 4.0 twin turbo V-8 rated at 550hp. 0-60mph arrives in 3.4 seconds. Prices start at $154,000.

All prices in US Dollars. Porsche expects the Panamara Sport Turismo at the end of 2017.

Review: 2017 Volkswagen Passat

March 30, 2017 by Tom Williams Leave a Comment

What is the best selling Volkswagen of all time? Beetle, right? No. Ok, the Golf? Wrong again. It’s the Passat. As an American, I was shocked at this news. While the rest of the world was happily snapping up Passats, here in North America VW’s mid-size car has lived in relative obscurity, save for a small but dedicated cult following. How was this possible? See, the Passat was a little bit smaller, a little bit pricier, and rode a bit firmer than the Accords and Camrys we were buying in droves. That was enough to relegate the Passat to the sidelines this side of the Atlantic. VW realized that if they were ever going to be competitive here, there was no option other than to build us a Passat that suited the tastes of the North American mid-size car buyer.

And in 2012, VW did just that. With a brand new factory in Chattanooga, Tennessee, VW rolled out a Passat especially for North America. The Garage was quick to check out this completely different Passat, but that was five years ago. It was time to check in, and see what is new with the Passat. Almost shockingly, remarkably little. For 2016, the Passat received an exterior refresh. Although the hood, front fenders, front and rear bumpers and trunklid are completely new, it will take a sharp eye to notice any noticeable difference. While most of the Passat’s competitors have introduced completely overhauled cars since the Passat went on sale, VW stuck with a mild refresh. Depending on your tastes, that can be a good or bad thing. Uncomfortable with the stigma of a ‘boring’ midsize car, the competition is leaning towards swoopier, edgier styling. In contrast, the Passat, with its simple, broad styling forgoes today’s fads in favor of a classy, clean look. Exciting? No, but over time the Passat’s no nonsense styling will likely stand the test of time.

The design philosophy of keeping it simple carries over to the interior. Gauges are large and easy to read. All controls are simple and intuitive to use. This works fine if austerity works for you, as nothing more than a sliver metal band sweeping the dashboard is all there was to break up the black and grey interior. While simple enough to use, the newer cars from the competition offer larger and slicker infotainment systems. What the Passat does have going for it are the things buyers want in a mid-size car-chiefly a large, roomy cabin with excellent visibility. It is comfortable with plenty of room for four adults to ride in comfort. In fact, when asked to recommend a car this size, and I’m told they have two growing teenagers, the exceptional rear seat room puts the Passat at the top of the list. Buyers are also treated to a large trunk. Add in excellent build quality and a quiet cabin at speed, it is these areas where Passat is clicking off all the right boxes.

The other notable change from its 2012 introduction is in the engine bay. Gone are the 2.5L inline five and 2.0L four cylinder turbo, replaced with a 1.8L four cylinder turbo rated at 170hp, paired to a six-speed automatic. That may sound like a modest amount of grunt for a car this size, but the Passat feels quick and never strained. Fuel economy is EPA rated at 23/34 MPG city/highway. Respectable numbers, but the Passat’s economy figures trail the competition. VW continues to offer a 2.8L VR6 rated at 280hp. Since the four cylinder seems to offer all the motivation most buyers will ever need, unless you really have to have a six, I find it hard making an argument for the extra cost and the hit you will suffer at the gas pump. Currently no diesel is available while VW continues sorting out the TDI scandal. With ride comfort taking priority, buyers expecting a German sport sedan driving experience are going to come away disappointed.

The Passat is offered in four trim levels. Our test car was the top-spec SEL Premium. Standard equipment includes 18″ alloy wheels, LED headlights and taillights, foglights, power folding side view mirrors, rain sensing wipers, power sunroof, dual zone auto climate control, power heated front seats, leather interior, adaptive cruise control, lane departure warning, park assist, blind spot monitor, navigation, Fender premium audio, and VW Car Net for smartphone integration. Including destination, our Passat carries an MSRP of $31,815USD, which is a reasonable price for this class of car thus equipped.

VW’s experiment worked. By building a mid-size car featuring the qualities North Americans want, the Passat has been a success. What works in Wolfsburg was never going to work in Waco. It may not offer much in terms of thrills, but the Passat offers a great little engine, comfortable, roomy interior, a generous trunk, quiet comfortable ride at a fair price. In other words, what North Americans always want in a mid-size car. Is it truly a German car though? Well, think of it as a car built in America with a German accent.

Review: 2017 Toyota 86

March 9, 2017 by Tom Williams Leave a Comment

Years ago The Garage posted a popular series titled ‘Forgotten Sporty Cars’. Popular with our readers, the series featured several sporty cars from the 70’s and 80’s, a time when affordable sporty cars were sold by nearly every major manufacturer. As the 90’s came to a close, the breed was pretty much extinct. Generation X’ers were starting their families, and Gen Y kids were the first sign of a trend of a younger generation that showed a sort of ambivalence towards the automobile. Still, the auto enthusiast was not dead, and the memory of the rear drive Corolla GT-S of the 80’s still burns.

In an obvious move to save money in design, engineering, and build costs, Toyota teamed up with Subaru. Four years ago when the car went on sale, there was the Subaru BRZ, the Toyota 86, and the Scion FR-S. In North America, Toyota had a bit of an image problem-it’s average buyer was the oldest of any Asian automaker, and so younger buyers perceived Toyotas as older people’s cars. Scion was created to lure younger buyers into the fold. Not going as well as planned, 2016 marked the end of Scion. North America now gets the 86 for 2017, but Toyota did a little more than just replace badges-there’s a slight boost in power, revised gearing, suspension tuning, and front and rear fascias.

Coming down the road, pretty much any car enthusiast will recognize what’s coming at them in the 86, but that’s about it. You may have noticed a near total lack of advertising for the 86, which is understandable. With such a small buyer base, you can hardly blame Toyota for not putting up the money for 86 commercials during primetime on major networks. Keeping that in mind, it was hardly surprising no matter where I went, most people had no clue what exactly I was driving.

As a front engine, rear wheel drive 2+2 sports coupe, the 86 retains classic proportions for the recipe-long hood, stout cabin, short deck. Even though Toyota claims its own iconic ’67 2000GT (you can notice if you look at it right), there is absolutely nothing retro about the 86 despite the nod to the past. Thoroughly modern, but I feel the car’s timeless proportions will have the 86 still looking handsome for years to come. We mentioned for ’17 the 86 received revised front and rear fascias. The new, wider mouth up offers a more aggressive look that suits the car’s purpose well. If you really want your 86 to look the business, then you will definitely want the optional 17″ wheels (shown above) and the TRD lowering spring kit.

If I had to describe the 86’s interior in one word, that would be focused. This is a simple, no frills cabin, and by 2017 standards, shockingly Spartan. What you do get are comfortable, supportive seats, a steering wheel that is a delight to hold and a stubby shifter that falls right to hand. The driver faces a clear, simple gauge cluster with a large tach front and center. It becomes immediately clear that the mission is to keep you planted in your seat (leather isn’t even available as an option), undistracted, and if was going to add unnecessary weight, Toyota left it out. That is the 86’s mission, and with such limited options, Toyota will not let you deviate from it. Not surprisingly, the back seat is place you would never ask a friend to sit in, and trunk space is good for a long weekend getaway for two but that’s about it. But again, for pure focus, the 86 really has no peer.

Under the hood, the 86 is powered by a 2.0L boxer four rated at 205hp. Buyers can choose between a six speed manual or six speed automatic. If offered the choice, I’d advocate for a manual in any car, but none moreso than an 86. I drove an FR-S with an automatic, and thought it was ok, but I failed to see what all the hubbub was about. Living with the 86 with the manual, I finally saw the light. To appreciate what the 86 has to offer, you NEED the manual. If a medical condition prevents you from using three pedals, that’s fine. If you can’t drive stick but want an 86, well, you need to find yourself a $500 Corolla and teach yourself.

There are plenty of people who whine that Toyota hasn’t offered a more powerful, turbocharged version. I am not one of those people. Oh, sure, it’s easier to go faster if you just add horsepower. But a good, smart driver can drive fast with the 205hp Toyota gives you. That is the challenge the 86 presents to you, and using every bit of those 205 ponies makes the 86 so engaging and rewarding to drive. Even so, the 86 easily zips up onramps, and keeping your foot in it on sweeping onramps hardly challenges the car’s grip, and is a joy. Handling, as you guessed, is sensational, helped further with perfectly weighted steering. Even with our car’s lowering kit, the 86’s ride was firm and controlled, but never jarring (however a passenger who’s spent the last 30 years in Honda sedans was shocked at the firmness). Our test car had the optional TRD exhaust system. The sound is menacing, and a riot to listen to as you run around town or a blast in the twisties. Long trips? Not so much. After an easy, 90 minute stint on the highway cruising in 6th gear, I was so weary of the noise I was glad to be out of the car.

The Toyota 86 comes standard with rear back up camera, LED headlights, 8 speaker Pioneer audio with 7″ touchscreen, A/C, and power windows, mirrors and locks. Options on our car included special paint, Matte Grey 17″ wheels, TRD exhaust, all weather floor mats, and TRD lowering kit and sway bar. Including destination, our car totaled $31,544USD.

If you haven’t caught on by now, the 86 is not a car for everyone. In an era where nearly every aspect of the modern car is electronically controlled, the 86 offers what is possibly the clearest, most undistilled driving experience available from any new car. Nearly conspicuous by their absence are many modern creature comforts we’ve become used to, and even ardent driving enthusiasts might find that off-putting for a car to live with daily. But to a small group of buyers, that doesn’t matter; they might argue it’s a selling point. What they get in return is an exceptional driving experience it. If you missed the purity and simplicity of the Datsun 240Z of the 70’s or the Corolla GTS of the 80’s, now is your chance to experience it yourself.

Review: Jeep Cherokee Trailhawk

March 1, 2017 by Tom Williams Leave a Comment

Some would agree that it is not easy being the middle child. In today’s Jeep family, you could argue this is where the Cherokee stands. Mention Jeep Cherokee to any Jeep fan worth his or her salt and they will recall the iconic XJ Cherokee, sold from 1983 to 2001. The XJ was a massive success for Jeep. However by 2001, the beloved Cherokee was hopelessly outdated, and was replaced by the radically different. Still recognizable as a Jeep, the Liberty had curves, and appeared to try to look ‘cute’. When the second generation Liberty came around, Jeep went back to bolt upright styling, but a low rent interior along with an ancient drivetrain. The Liberty was replaced in 2014, which marked the return of the Cherokee name.

Some critics and diehard fans hoped for the second coming of the old, beloved XJ, but appearance-wise, the only thing the XJ and modern Cherokee share is the name badge and the slotted grill up front. That’s easy to understand, but remember, this is the 21st century. Most buyers looking for an SUV are not going to be took keen on the fuel economy and wind noise a shape like the old XJ delivers. And remember, for those who insist that look is part of Jeep’s charm, they will happily sell you a Wrangler. So not only does the Cherokee look different from any Jeep that came before it, it also stands apart from the competition. This is most apparent when you pick the rugged looking, off-road focused Trailhawk we tested. It’s a thoroughly contemporary look with a toughness you will not find elsewhere.

Step inside the Cherokee, and it is immediately evident Jeep got the message about the Liberty’s dungeon-like accomodations. Jeep deserves high praise for taking their interior from bottom to top of the class. There is not a hard angle in sight, and everything you touch is soft, with a premium feel. This is also one of the best screwed together Jeep interiors of all time, so if its been awhile since you’ve stepped inside a Jeep, you owe it to yourself for a refresher course. A five second glance is all it takes to familiarize yourself with all the controls, even in our feature laden test car. The large, 8.4″ UConnect touchscreen interface remains one of the best in the business. Finally, the driver’s seat offers superior comfort and support, which leaves no doubt the Cherokee would make an ideal partner for long distance travel.

The Cherokee is available with a choice of two engines; the base 2.4L four rated at 184hp, or a 3.2L V-6 rated at 271hp. A good deal of the Cherokee’s competition doesn’t even offer a V-6, so the power and refinement of our V-6 Cherokee sets it apart, and is definitely the engine you want. Either engine is paired to a nine-speed automatic. Buyers may also choose between two or four wheel drive, but the Trailhawk is sold as a 4×4 only. And even if you don’t plan to, but can’t accept a Jeep without the respected Trail Rated badge on the front fender, the Trailhawk is a must. The Trailhawk gives you Jeep Active Drive II, Selec-Terrain System, Jeep Active Drive Lock, Hill Start Assist, Hill Descent Control, off rad suspension and front tow hooks. Still, the Cherokee delivers respectable fuel economy with an EPA rating of 19/26 city/highway MPG. And despite the off-road capabilities, our Cherokee delivered a perfectly smooth ride and confidence inspiring handling.

In the Cherokee family, umerous trim levels are available; lower content models, our Trailhawk, and other models with a more luxurious bent. Not that I noticed our test car lacking. Standard equipment is pretty standard fair, and the Trailhawk’s $30,995 pretty much reflects the V-6 and all the aforementioned off-road goodies. Options on our car included the SafetyTec Group (ParkSense rear park assist system and blind spot/cross path detection), Comfort Group (power liftgate, remote start, auto climate control, auto dimming rearview mirror, power driver’s seat), leather interior, heated front seats and steering wheel, ventilated front seats, navigation and HD radio. Including destination, that ratchets up our test car’s total cost to $39,810USD. That’s a long way from where the Trailhawk starts, but my thinking here is with the most capable Cherokee available, Jeep is letting its buyers go for no frills, our outfitted closer to their more upscale trims.

Regardless of how much (or how little) restraint one chooses in checking off option boxes with the Cherokee Trailhawk, there is no denying the excellent all around capability to be found here. The Trailhawk seems to most clearly embody that elusive and desirable quality of Jeep attitude, making it the clear choice for the true Jeep fan. But whatever your needs and budget dictate-the basic base Sport or dripping in luxury Overland, there is a Cherokee for you. With its distinctive styling, comfortable ride, available V-6 and finely executed interior, the Cherokee has earned a spot at the top of its class.

Celebrating 50 years of Grand Prix in Canada at CIAS

February 21, 2017 by Gary Grant Leave a Comment

As a kid in the Seventies, I used to look forward to the Toronto auto show every year. My parents had split up, which meant no more race cars for me, but my step-father always took me to the auto show and for a number of years that was the only place that I got to see racing cars. Then, at some point, someone in charge of the show decided that race cars did not belong at a show for new cars and the show got boring. Over the years, you began to see more fun, but never to the same level.

Until, that is, Jason Campbell took over as the General Manager of the show, now known as the Canadian International Autoshow. With a background in international motorsport marketing, think Red Bull, Campbell immediately set to work making the show fun again. It meant the return of motorsport in a big way, with a celebration of the 100th running of the Indy 500. With the fun came attendance and the 2016 show saw more guests go through the turnstiles than ever before.

To open the 2017 show, Campbell worked with my old boss, Norris McDonald and using their combined talents brought together a collection of individuals who have been influential in Formula 1 in Canada since the earliest days along with some incredible cars that were part of the action.

Legendary Canadian motorsport journalist, Norris McDonald used decades worth of connections to help bring this celebration together and acted as emcee.

The day before the show opened for the media preview, a crowd of maybe 100 or so people gathered in a hall at in the MTCC to oogle race cars and listen to this group swap tales. The conversation began with Bob Hanna, the man who brought Grand Prix racing to this country.

Originally scheduled for an hour or so, the event ran closer to three, as people such as former Canadian F1 team owner Walter Wolf and F1 driver Alan Berg reminisced. As time progressed, Canadian racing legend Ron Fellows, who now co-owns Canadian Tire Motorsport Park (home of the Canadian Grand Prix when it was called Mosport) was followed by 1997 Formula 1 World Champion Jacques Villeneuve. The latter was joined by his Mother and Sister.

Jacques Villeneuve

The racing machinery, which remains on display throughout the public show, is even more impressive. The Villeneuve connection is strong here, as the first car one sees when they enter in Gilles Villeneuve’s Ford Mustang, freshly restored and looking perfect. A Ferrari 312 T3 that Gilles drove sits across from the Williams driven by his son.

There is a Cooper, driven by Bruce McLaren and the ’78 Vel’s Parnelli Jones Racing machine piloted by Mario Andretti. A Lotus driven by Ayrton Senna sits across from a Nigel Mansell Ferrari.

With the FIA Masters Historic Formula 1 Championship coming to Canadian Tire Motorsport Park in June, the track also has a multimedia display in the collection, offering up free entry to the event, printed on cool reproductions of the 1967 Grand Prix of Canada tickets.

To learn more, visit the Canadian International Autoshow online

Review: 2016 Infiniti Q50

January 13, 2017 by Tom Williams 1 Comment

As Infiniti’s entry level car, the Q50 has the daunting task of going head to head with the BMW 3-series and Mercedes-Benz C-class. The Q50 has actually been around since 2014, but 2016 saw a host of new changes. With the G-series of the last decade, Infiniti proved they were capable of producing a sport sedan that was a worthy adversary to its German rivals, if lacking a bit in overall refinement. But if you are going to compete here, standing still is not an option, and with the 2016 Q50, it is evident Infiniti is no longer playing catch up.

While it took Infiniti well over a decade to decide what an Infiniti should look like, thankfully we now have a design language that resonates across the line. And it is a look that is unique to Infiniti-no copy cat looks here. With the Q50, what this translates to is a look that is sporty, elegant, and downright sensual. The organic curves of the side profile are simply delicious, and different from other cars the Q50 competes against. And while absolutely contemporary, there is nothing faddish going on here, and I suspect the Q50 will age gracefully.

The plasticky interiors of the first G-series cars are now a distant memory. Driver and occupants are greeted with a warm, welcoming cabin. Everything you touch has a premium feel. The eye is delighted with a tasteful combination of leather, brushed metal and wood. The swooping lines of the exterior continue inside, and the result is stunning. If you are going to buy a premium car, the interior needs to give you the sense you are sitting in something special, and the Q50 excels here. Great looks are nothing without the substance to back it up, and thankfully the Q50 delivers excellent comfort. The perfectly sized steering wheel is a pleasure to hold, and the beautiful gauge faces serve to remind you this is a sport sedan. Cramped rear quarters have often been a draw back of sport sedans, but the Q50 has a rear seat for real adults, along with a decent sized trunk.

The big news for 2016 was the introduction of new engines. For the first time, the Q50 is available with a 2.0L turbocharged four rated at 208hp. Next up is a 3.0L turbocharged V-6 rated at 300hp. Still not enough? The Red Sport provides 400hp. There is also a hybrid Q50, and a diesel is available in Europe. All Q50’s are paired with a 7-speed automatic, and are rear wheel drive. Regardless of which engine you choose, all wheel drive is available. Our test car had the four cylinder with all wheel drive. On paper, 208hp does not sound like much, but thankfully our car moved with authority, the turbo four never sounding harsh or winded. And EPA fuel economy ratings of 22/28 MPG city/highway is pretty good for an all wheel drive luxury car. When the Q50 debuted in 2014, reviews of the steering were lukewarm, but for 2016 Infiniti addressed this concern. From my experience, the Q50 is an absolute joy to drive. Steering is well weighted and lightning quick, while when pushed the car delivers superlative handling, and never at the expense of ride comfort. The Q50 is easy to live with everyday, but is ready and willing when twisty roads call.

The Q50 is offered in five trims, starting with the base 2.0t to the Red Sport 400. Our test car was the 2.0t Premium. Standard equipment includes LED headlights, leatherette seating, power front seats, moonroof, rear view monitor, and Bose audio. Our car’s sole option was the Premium Plus package, which added navigation, heated front seats, heated steering wheel, power tilt/telescoping steering wheel, memory driver seat and auto dimming exterior mirrors. Including destination, MSRP totaled $42,705USD, which represents a strong value for a well equipped premium sport sedan.

With the Q50, Infiniti has built a car that not only stands on its own, but makes no excuses or apologies for itself. With the choice of four or six cylinder engines, rear or all wheel drive, and different trim options, buyers have the freedom to choose which Q50 best suits their needs and budget. Boasting distinctive exterior styling, a knock-out interior and excellent handling, the Q50 is hard to fault. In a segment where buyers mindlessly flock to BMW or Mercedes, the Infiniti Q50 demands a closer look.

Review: 2017 Toyota Sienna SE

December 14, 2016 by Tom Williams 1 Comment

Growing up, I basically had three categories of friends: those I met in grammar school, those I met in high school, and those I met in college. Each phase would end, another began with no overlap, and then I began my professional and married life, and with few exceptions, most of those people fell by the wayside. But there was one common thread each group new about me: I was car crazy. With the explosion of social media, in almost no time at all these people whom I’d lost track of were back. After catching up with each other, it was no surprise I would finally ask what they were driving these days. No big deal, right? Well no, but when it came to friends who bought minivans, I was given a litany of reasons why they own one. I wondered why they were so defensive. I never asked any of them to justify their purchase to me, but each felt a natural response to defend their purchase to their old car nut buddy.

In 1983, the Dodge Caravan/Plymouth Voyager shocked North America with their pair of minivans-car based, tall wagons offering a high driving position with excellent outward visibility, sliding rear door, and three rows of removable seats. The concept was a raging success, and families came out in droves as manufacturers scrambled to duplicate the recipe. Yet for all that practicality, it was very difficult to make a ‘cool’ minivan. The 1990’s came and families made the switch to large, gas guzzling SUV’s, and then finally on to the current craze, and a return to car based crossovers.

So, the heyday of the minivan in terms of sales numbers may be behind us. Ford and GM quit years ago. Yet there are still companies out there who remain in the game, and continue to improve and refine their minivans to the loyal followers. Which brings us to our test car, the Toyota Sienna. Currently in its third generation, the Sienna as we know it has been in service since 2011, so you are correct in thinking the is no spring chicken. Although hardly new, Toyota has been steadily updating the Sienna, to remain competitive.

Given the minivan’s mission-haul as many people and/or cargo as possible, that leaves little room for styling creativity. And that’s one area where the minivan gets its reputation for being, well, boring. With the Sienna, Toyota took a different path than everyone else. With the SE model we tested, some sportiness was injected. Smoke chromed headlights, unique taillights, front fascia, 19″ wheels and side skirts are subtle yet effective improvements.

Let’s face it. When it comes to minivans, any buyer will tell you its what’s inside that counts. Climbing and looking rearward, the Sienna goes on forever. Depending on what you want from a minivan, you can choose seating for seven or eight-except on the SE, which seats eight. The removable tip up and long slide second row has captain’s chairs with a stowable center seat and a split and stow third row seat. Up front, there is plenty of room. With all that room for kids in the back, you’re not going to want distractions, so all controls fall readily to hand. It should come as no surprise build quality and materials are very good.

It’s no surprise the Sienna is front wheel drive, but on certain trims all-wheel drive is available (not the SE), something no other minivan offers. The Sienna are powered by a 3.5L V-6. For 2017, power increased to 296hp-that’s 30hp more than last year’s car. Also new for 2017 is an eight-speed automatic. So, I think we can all agree more power and improved fuel economy (19/27 MPG city/highway) is a win-win. Now, no one gets a minivan for a rewarding driving experience. But back to our SE, which is actually more than just a few sporty exterior design touches. As the story goes, chief engineer Kazuo Mori, an avid autocrosser, fought hard for a slightly sharper handling Sienna, and the SE is the result. With a stiffer suspension and improved steering, the SE is no sport sedan, but delivers handling that is closer to a car than a large minivan.

The Sienna is available in five trim levels. The SE is in the middle of the range, standing out more for its sportier appearance and handling than content. Standard equipment includes power sliding doors and liftgate, LED daytime running lights, blind spot monitor, rear cross traffic alert, power moonroof, leather seats, power drivers seat, three-zone auto climate control, single/dual view Blu-Ray DVD rear seat, navigation, SiriusXM and HD radio. Including destination, our Sienna SE retails at $41,770USD.

For what the Sienna was designed to do-haul people and their cargo in comfort and as little fuss as possible-there is really nothing to fault here. The age of the overall design it almost irrelevant. A good recipe does not need constant overhauling. Toyota has keep the Sienna up to date with what consumers want for safety features and in car tech. With the SE, Toyota offers a little sportiness the competition has balked at. So, if you have three kids who all play sports, we get it. That BMW 3-series just isn’t going to work out for. We understand.

Review: 2016 Mazda3

December 7, 2016 by Tom Williams 1 Comment

If you managed to wander into to The Garage Blog, odds are you are a car enthusiast like us. And if you are like us, you are not shy about it. Your friends and family know you are the go to guy for car questions. And when the question goes “Hey, I’m looking for a good, relatively inexpensive compact car, what do you suggest?” The car enthusiast can always be counted on recommending the Mazda3. Days pass, and you see your friend and ask what they bought. And they always almost reply “Oh, I got a Corolla/Civic/Sentra.”

While the Mazda3 is Mazda’s best selling car in North America, it is also the best car in its class that is consistently overlooked. The 3 can trace its lineage back to the GLC (Great Little Car!) of the 1970’s to the 323, and Protégé. The first Mazda3’s appeared in 2004, and in 2014, the latest 3 appeared all-new for the third generation.

While each successive generation was an improvement over the last, the current 3 certainly represents a major step forward, especially with the exterior styling. Gone is the polarizing and silly gaping smile of the last car. The 3 now sports a serious, focused look, softened up with an elegant, flowing profile. Mazda designers deserve high praise for penning a car that achieves the near impossible-an inexpensive car that doesn’t look inexpensive. Available as a four door sedan or five door hatchback, I would argue the hatch offers a more sophisticated appearance.

Another step forward is apparent once you step inside. Past Mazda3 cabins were fine, but unremarkable. Now, the 3’s interior is something to look at. A large center tachometer with an inset digital speedometer is a clear sign this is not your grandma’s compact. Your hands settle on a fantastic feeling steering wheel. The seats are comfortable, and well bolstered for enthusiastic driving. Unfortunately, compared to the competition, the 3’s rear quarters are cramped. If hauling a small family or road tripping with friends is a thing for you, the 3’s back seat is a compromise. Other drawbacks are minor. the 7″ touchscreen display looks tacked on, like it was an afterthought in an otherwise well executed interior. Piano black trim might be popular now, but I fear in a matter of a few short years that trend will be over and it will look hopelessly outdated. I also found myself constantly wiping off fingerprints. And finally, the attractive interior shot above with contrasting color? You’re going to want the top of the line 3 for that-in lesser models you are staring at a sea of blackness.

One area not in need of any improvement was in the engine room, so it should come as little surprise Mazda saw little need to completely overhaul what were already good powerplants. Both engines employ Mazda’s SkyActiv technology which delivers good fuel economy without compromising brisk performance. The Mazda 3i offers a 2.0L four rated at 155hp, while the 3s employs a 2.5L four rated at 184hp. Either engine can be had with either a six-speed manual or automatic. Our test car had the larger engine with the automatic but still offered commendable EPA fuel economy ratings of 27/37 MPG city/highway. All well and good, but as always, the Mazda3 offers a fun to drive factor that is simply without peer in this class. Exceptional handling and near telepathic steering with responsive engines work in perfect harmony. This is as close as you are going to get to a sports sedan driving experience for the money.

With a choice of two engines, two body styles and different trim levels, it should be easy to find a Mazda3 to suit one’s needs and budget. Our test car was the top of the line five door Mazda3s Grand Touring. Standard equipment includes 18″ alloys, rain sensing wipers, dual exhaust, power moonroof, leather seats, heated front seats, power driver’s seat, dual zone auto climate control, blind spot monitoring, rear cross traffic alert, bi-xenon headlights, LED tail lights, navigation, Bose audio and SiriusXM radio. With the optional appearance package (front air dam, door mirror caps, rear hatch spoiler) and a smattering of minor accessories, the MSRP totaled $30,270USD, including destination. The thought of a Mazda3 cresting the $30,000 mark may be hard for some to stomach, but you are getting a fully loaded car with premium features. Keep in mind you can pick up a Mazda 3i Sport four door with a 6-speed manual for under $18,000 and not miss a thing about what makes the 3 a great car.

In enthusiast circles, the BMW 3-series is the sport sedan against which all rivals are judge. In the compact car world, the Mazda3 holds the same distinction. Why then, you ask, is the 3 so often overlooked by compact car buyers? Generally, cars like the Corolla or Sentra are cars for people who really don’t want to think about cars. If the most awake they can feel at the wheel is with a cup of coffee in hand, the Mazda3 driver knows that he’s getting a level of character and driving enjoyment his contemporaries are missing out on. If that’s the secret only us car guys know and appreciate, so be it.

A full week of work with the 2017 Toyota Tacoma TRD Pro

December 6, 2016 by Gary Grant 1 Comment

As some readers know, BBQ has become a big part of my business over the past couple of years, with most of the events I host being somehow connected to the automotive world. We’ve had a few adventures along the way and when Canadian rally ace turned driver training advocate, Leo “Crazy Leo” Urlichich was looking for someone to conduct a week long food experiment in the woods of Northern Ontario, I jumped at the chance to challenge myself.

The challenge was to head to the wilds of the Ottawa Valley and feed the crew and participants of the first week long edition of Urlichich’s Race Lab advanced driving school, but there was a bit of a twist. Not only did the task involve feeding lunch to seven students for a week, but also offering up all day snacking options and dinner for the Race Lab crew. Each day would begin and end with a half hour drive into the middle of nowhere and I would have to bring my kitchen with me, as the locations would change during the course of the week.

The kitchen side of things was a natural decision, as I have spent the past few months towing around this incredible event trailer created by the folks at DCS Appliances. It was built to showcase some of the company’s outdoor kitchen products, specifically a keg fridge, under counter dishwasher and a 48″ built in grill. The marketing materials for this grill say that it was “designed with flexibility in mind” and we planned on putting the unit to the test.

To tow the event trailer, I would need something equally flexible. The folks at Toyota Canada offered up a Cement Grey 2017 Tacoma TRD Pro, complete with Bridgestone Blizzak Winter tires.

The newly introduced TRD Pro variety of the Tacoma is Toyota’s hardest core sporting version of the popular mid-sized pickup, this one being an off road machine. A full complement of off road goodies include skid plates, tuned stainless steel TRD exhaust, taller springs and Fox Racing external reservoir shocks. This truck was up for anything we might throw at it.

Around town, the event trailer typically attracts a lot of attention, I mean how can any guy ignore a trailer made out of diamond plate that is hauling a beer fridge and a 48″ grill? When hooked to the TRD Pro Taco, the attention is ramped up a few notches. Between the tough styling cues and the serious looking grey paint, the descendant of the the original mini truck looks wicked with or without the rolling BBQ. One might assume that the locals knew what this truck was, as I think the Pembroke area must be the Toyota truck capital of Canada. Tacomas and Tundras are everywhere!

When the new Tacoma platform was introduced a couple of years ago in Detroit (or was it New York? They are all a bit of a blur these days) I heard some rumblings around the hall from those who don’t like the model’s traditional seating position. Unlike other trucks, Tacoma passengers sit more like car owners, seemingly on the floor, with legs stretched out. During my time with this truck, I spent close to 20 hours on the road and I gotta tell you that my time behind the wheel was the happiest and most comfortable part of my week.

Fuel economy is never a fun topic with pickup trucks, but I honestly can’t report any quality findings. Just about every day found the Taco idling for 8-10 hours, with doors open and XM radio blasting. I will say that at idle for an entire day, the fuel gauge does not move, despite the “fuel economy for this trip” meter reading 48 L/100. The continual switch from 1st Wave to Lithium was only part of the reason however, as there was a far more practical use of fuel.

The impact resistant bed liner offers a few storage cubbies and a collection of movable tie down bollards, but the highlight for my use was the 400 watt, 110 volt electrical socket. Given that an on-board power inverter was just a pipe-dream even a decade ago, finding a properly weather sealed outlet in the bed of the Taco was the answer to dreams I didn’t know I had. From a heating blanket to keep the propane regulator from freezing, to crock pots and warming trays, the consistent power source saved my bacon more times than I can count.

At the Canadian press launch last month, I sampled the 6-speed manual version on wet, windy gravel roads and found it to be an absolute hoot to drive in a, ummm, sporting manner. This test unit was fitted with the optional 6-speed automatic transmission and still managed to be fun without the trailer attached. If there were any complaints I had with this layout, it is that the sweet sounding stainless steel TRD exhaust becomes a bit oppressive as the tranny drops to 4th gear and the engine spins at 4,000 rpm to haul the rig up a long, steep climb like the hills I encountered on highway 41.

The driving portion of my week saw the Tacoma drag the wee trailer across surfaces that ranged from smooth pavement and equally smooth hard pack snow and ice to mucky gravel roads pocked with VW Beetle sized potholes. On one steep, icy section, I needed to engage the shift on the fly 4wd system, if only to curb a bit of wheel spin from the rear axle. Through all of it, the Tacoma pressed on unfazed.

As far as the food end of my week went, the cast and crew of Race Lab were surprised by fare that ranged from grilled chicken burritos and bacon wrapped jalapeno poppers to pizzas and grilled doughnuts. Naturally, there were burgers and steaks on the menu too.

Upon returning home, I discovered the source of a noise that I had heard while exploring the rather twisty Highway 29, aka Flinton Road. I heard a sproinging noise and assumed that I had run over a piece of something on the road. Further inspection showed that a tie down strap on the trailer had rubbed through and snapped. It just goes to show that when towing a trailer on gravel roads, extra care has to be taken to prevent failures brought on by the extra friction that gravel dust causes.

In a world full of beige Camrys and Corollas, it can be a challenge to remember that at its core, Toyota is a company that really wants to have a bit of fun. While the Toyota 86 and Lexus F-models are perhaps the most obvious nods to the fun, the TRD Pro edition of the Tacoma is the spiritual successor to the machines that Ivan “Iron Man” Stewart made famous in desert races like the Baja 1000. The 2017 Toyota Tacoma TRD Pro is undeniably worthy of that heritage!

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