The Garage: Your daily dose of automotive news, reviews and motorsports coverage
Never one to miss out on an opportunity to have some fun, I decided to take advantage of the recent ice storm in Ontario to do a bit of top down motoring in the 2018 Mazda MX-5 RF. I mean, after I consistently give my colleagues a hard time about driving convertibles with the top up, so I didn’t really have a choice. What I found was that Winter is no match for Mazda’s all season sportster.
This will not be your usual new car review. It has been said in recent years that there are no bad cars any more. It is more about individual taste. Like just about every car built these days, the Chevrolet Cruze is a good car. The good car, a close cousin of the nice car, can be very difficult to write about, as there is nothing much that sets it apart from the rest of the good cars. The addition of a diesel engine gives the Cruze an economically geeky edge over some of the other small sedans on the market. So what I am writing about?
Well, perhaps the answer is not so much what, but where.
As I write this, I am sitting in a random parking lot in south Oshawa, with my tablet wedged between the steering wheel and my ample belly. Writing an automotive story.
I just took a little break from working to watch an episode of Colony on Netflix on my tablet. Great show.
I’m going to go way out on a limb here and suggest that where modern vehicles from The General, including the Cruze, shine more than the competition is in their ability to improve one’s productivity. You see, part of the modern OnStar functionality is the ability to offer 4G WIFI access in the car. This isn’t any spotty, unreliable public space type WIFI either, OnStar offers super strong, consistent signal. Strong enough that watching shows on your tablet is a very happy experience.
GM products are not the only cars on the market which offer WIFI, as several others are beginning to jump on the bandwagon, but GM was the first and has perfected the technology. While the functionality is beginning to appear on other product lines, it does tend to be on more expensive brands and models, whereas GM has stuffed it into just about everything. That is good news for buyers of entry and mid-level cars.
For comparison sake, I recently tested the WIFI offerings of a 2018 Lincoln MKZ (starting MSRP $42,300 versus $16,395 for Cruze) and couldn’t even check email without the signal stuttering. Netflix was a no-go. The router signal was strong, but the data supply was poor. Your experience may vary.
Some number of years ago now, I visited Sweden to learn more about autonomous vehicles. While I had previously thought that the whole self-driving car thing was all about safety, I quickly learned that automakers believed that modern consumers care more about multi-tasking than they do about safety. Autonomy is about allowing drivers to remain productive and for that to work, the WIFI has to be consistent and strong! We are a long way from seeing fully autonomous vehicles on our roads, but that doesn’t mean that the car can’t improve our ability to be productive.
Chevrolet uses a stronger antenna than cell phones carry to receive signal that powers a 4G LTE wireless hotspot whenever the ignition is turned on. Another cool aspect is that the service works across North America, which means that cell phone data charges don’t need to be an issue on long road trips.
Data can be purchased monthly or in one time blocks as needed:
The Chevrolet Cruze proves that, one doesn’t need to drive an expensive car to make use of the most important innovation in working from home since the invention of the internet!
With a massive season of BBQ events, you could say that 2017 was the year of the truck around here, as we hitched the DCS Appliances event trailer to what seemed like dozens of trucks. Naturally, with so many varieties of F-Series models in Ford’s line-up, we had the opportunity to put several different versions to work.
As the top selling trucks on the Canadian market for more than half a century, the F-Series is the undeniable king of the road. The only question for many potential buyers is: Which F-Series is right for them?
Our red F-150 tester begins an event journey loaded full of gear and towing the DCS Appliances event trailer.
F-150
The F-150 is the top selling passenger vehicle on the continent. Not just the top selling truck, but the top selling vehicle. As consumers’ love affair with light trucks continues and the traditional car segment shrinks, Ford showrooms continue to churn out F-150s at an unbelievable rate.
Newly revamped for the 2018 model year, the F-150 is close to being the “nice car” that many auto scribes fear. A vehicle which does everything it is supposed to do, with no surprises. It gets decent fuel economy, works hard and keeps its occupants comfortable. Despite being new, driving the F-150 somehow feels like hanging out with an old friend, which goes a long way towards explaining its ongoing sales success.
The previous model Eco-boost 6-cylinder model suffered from poorer fuel economy than most buyers expected, when driven in the real world. The 2018 model has received a new 10-speed automatic transmission which allows the 2.7L V6 to consume about 11 L/100 Km (22 MPG) in combined city and highway driving. Our testing confirmed that this is a real world number, even when towing our small event trailer with the bed loaded with coolers. On the road, the transmission shifts so smoothly that it is barely noticeable.
A trio of power options are available, allowing buyers to choose the best towing capacity for their needs, right up to 13,200 pounds (5,988 kg) which surprisingly comes from the 3.5 V6 and not the 5.0 V8 as many would expect.
Creature comforts abound, from available seat massagers to audio & video options, all using the latest version of Sync, which has proven itself to be a user friendly infotainment hub. Like the folks at GMC and Chevy, Ford now offers a WiFi hotspot in its trucks.
Driver aids have become the modern battlefield as automakers work to protect unskilled and inattentive drivers from themselves and the pickup market is not immune. To that end, Ford has made a wide range of technology available in the new F-150, including adaptive cruise control with stop-and-go functionality, Pre-Collision Assist with Pedestrian Detection, Blind Spot Information System which works with trailers up to 33′ in length and lane keep assist. A 360 degree camera aids drivers while backing into a spot and is super helpful when connecting a trailer.
We haven’t tried it, but reports from some colleagues say that the available Pro Trailer Backup Assist system is a game changer for those who are not confident backing up with a trailer.
The F-250 is a common sight on farms and construction sites.
F-250 Super Duty
Drive by pretty much any farm or construction site these days and you will see a line up of F-250 Super Duty trucks. For the old school truck fan, this is what we used to call a 3/4 ton truck. A big boy. That said, the days of the rough and tumble 3/4 ton beater are long gone. Today’s F-250 buyers can choose to option in all of the creature comforts and luxury items available on the F-150.
The big difference comes in the amount of work the vehicle is capable of. Depending on configuration, the F-250 Super Duty can tow up to 17,562 lbs. (7,983 kg.), half again as much as an F-150. Sitting a bit higher than the F-150 and having a stiffer ride than its smaller sibling, the F-250 also boasts a more imposing exterior look.
While it does ride higher that the F-150, it was not so much taller that we needed to resort to an extended drop hitch in order to haul the event trailer.
There was one negative that we discovered with the F-250 and surprisingly that was a towing feature. This model was equipped with dual pane mirrors, aimed at making it easier to back up a trailer. I’m sure it works fine with a large trailer, but with a small utility type trailer the convex portion of the mirror creates a weird situation when backing up, especially in the dark. The turning movement of the trailer can’t be seen until the trailer has “over” rotated. I guess what I mean is that every single time I backed the rig up, I could not keep it in a straight line and took multiple attempts to get the trailer where I wanted it.
F-350 Super Duty
This is where things get serious! After helping with the weekly press-car swap, my daughter was excited to report that she was at eye level with drivers of moving trucks while sitting stopped in traffic. In other words, the F-350 is a seriously large truck. Our tester was an F-350 Lariat, which is kind of a mid-range model. Full of most of the mod-cons mentioned above fitted to a vehicle with a cabin more spacious than some overseas hotel rooms.
This beast is powered by a 6.7L V8 Turbo Diesel which generates 440 horsepower and an inconceivable 925 lb-ft of torque which is mated to a 6-speed automatic transmission. When configured correctly, the Super Duty can tow up to 21,000 LB!
The height was so great that we would have needed a 6″ drop hitch to tow the event trailer with this truck, so we used it for hauling refreshments instead. We filled the bed with 30 cases of water, 20 cases of pop and a cooler with close to 100 lbs of smoked pork ribs. Nowhere near the 3,461 kg payload rating, the extra 230 kg weren’t even minutely noticeable behind the wheel.
Height is not the only thing one notices about the drive experience. All of that capability means that the F-350 has seriously tough underpinnings and that means a ride that is beyond stiff. If you are spatially challenged in a parking lot, a vehicle of this size is not for you. If you do need a truck with heavy duty work credentials however, the F-350 may be right up your alley.
Ford F-150 Raptor
With all of this talk about work, it might be easy to forget about the fun side of Ford’s F-Series. Powered by a twin-turbo V-6 descended from the mighty Ford GT, the Raptor has the soul of a desert racer. It gets the fantastic fuel economy expected of a winning endurance racing legend in the making, while also boasting hoon-tastic off-road performance. You can read our full review of the Raptor here.
Loads of choices
It is pretty easy to see why the F-Series has an ongoing grip on consumers, as the model line-up really does offer pretty much something for everyone from families and weekend warriors to farmers, construction crews and those who need to tow the biggest loads around.
For some weird reason, I don’t think I ever drove the first generation GMC Terrain. As a result, I had it in my head that it was one of those tiny little crossovers, so when I picked up our 2018 Terrain tester last week, I was truly surprised by the generous size of the vehicle. The Terrain is not a space deprived little crossover.
When GMC introduced their current design language a few years back in a press conference at Detroit, the design guy explained how the brand would be different from Chevrolet in that all GMC vehicles would convey a visual that was reminiscent of the job site. GMC vehicles would look like work vehicles. I remember thinking at the time that this was fine for the pickup trucks, but wondered how they would translate that industrialized message to the family haulers in the line-up.
Unveiled at the 2017 North American International Auto Show, the 2018 Terrain answers that question with bold styling which looks tough without the imposing edge that some might see in pickup truck design. Add in the fact that the Canadian model is available with a diesel engine and the brand’s working heritage is well represented.
Previously built in Ontario, production of the latest version of the Terrain has been moved to Mexico. The new model is definitely an improvement over the outgoing model, with interior materials boasting higher quality to the eye and touch, with one small exception. The leather (pleather?) wrap on the steering wheel, which felt great to the touch, was puckered differently on the corners of the lower spoke of the wheel. It was a small flaw, but one that irked me every time my thumb crossed it while parking.
Whether this was due to accountants putting the screws to parts suppliers or a result of inattentive quality control in Mexico is irrelevant. Attention to small details are what marks the difference between the interiors of traditional domestic automakers and those from traditional imports. Beyond that however, the inclusion of materials like real aluminum are welcomed.
Where the Terrain has a distinct European feel is in the drive experience, thanks to the 1.6L diesel powerplant. The twin-cam four cylinder diesel generates 137 horsepower and a more than healthy 240 lb-ft of torque. That grunt is fed through a 6-speed automatic transmission which makes short shifts at lower speeds, giving the Terrain the purposeful feel of a Euro transporter on acceleration. Once up to highway speeds, there is no perceptible sound from the drivetrain, contributing to a wonderfully quiet cabin.
For our family, the most important part of a CUV type vehicle is Utility. These days, with all three kids having their own cars, the rear row of seating isn’t used much, if at all. The ability to swallow mass amounts of cargo with ease however, is key. Just as the visuals have been designed to look like they belong in a work setting, GMC has paid extra attention to making the Terrain’s interior functional. The best feature for our use is the flat folding floor, which makes for easy packing. Beneath that floor lies a series of hidden cubbies, perfect for hiding smaller objects.
Of course the reason that most auto journalists proclaim their love of a good diesel is the ability to offer fantastic fuel economy without sacrificing performance. On that end, the Terrain did not disappoint. During our week with the Terrain, it was driven around town, then driven to cottage country with a full load, all in sub-zero temperatures. By the end of the week, it had achieved 6.5 L/100 KM, which is truly remarkable for an all-wheel-drive vehicle of this size.
The 2018 GMC Terrain begins at $30,295 for a gas powered, from wheel drive model. A fully loaded Denali version rings in at $41,695. Our tester, an SLE Diesel, sits in the middle at $36,595.
From a pricing perspective, the Terrain sits at the upper end of the small crossover niche, with several models from other manufacturers with starting prices which are several thousand dollars less expensive. Where GMC’s entry may become the best value choice in the segment is with the availability of a diesel engine. Not only is diesel fuel typically cheaper at the pumps, but factor in the fantastic fuel economy and it is very likely that the Terrain will save owners money over the life of the vehicle as compared to a gas powered competitor.
There have been many quirky vehicles in The Garage over the years, but one of the coolest remains the 1984 Volvo 240 Turbo wagon that we owned for a few years during the late Nineties. Officially, the longest of the turbo bricks was called a 245T. Our wagon was the exact spec that fans of the boxy speedster lusted after: A silver wagon with the correct Turbo blackout striping, Euro style grill with inset fog lights, GLT wheels and a manual transmission. It even had the dog gate which swung down from the ceiling to keep Fido in his place. Sadly, we didn’t have a Fido in those days but it was still neat to have it.
That wagon was perhaps the best family vehicle of all time. It could carry 5 adults in comfort. Fold down the rear seats and it would carry a 4×8 sheet of plywood. It looked cool as hell to those who knew and could keep pace with a Fox-body Mustang off the line. While it was a bit too big for an autocross course, the car was a joy to hustle down a winding country road, even when fully loaded.
Back in the day, Volvo used the slogan “Boxy but good” and their sporting varieties became know as Bricks and Turbo Bricks. They weren’t exactly sexy, unless you were turned on by straight lines. Fast forward three decades and our tester, an XC60 T6 R-Design couldn’t be more different. While there are straight accent lines here and there, sensual curves are the order of the day. Those curves do however push up towards muscular rear shoulders, in keeping with the brand’s heritage.
The interior of the old girl left much to be desired, as many of its surfaces were as square as the exterior. Nothing flashy or luxurious here, just black plastic and blue cloth seats in a style that only really excited a Volvo diehard. The interior of the XC60 on the other hand is nothing short of World class. Without seeming too modern, the combination of sensual curves and well chosen finish materials, the Volvo has a definite Scandinavian flair. The machined metal speaker covers are particularly striking.
Techie types will be astounded by the XC60’s incredibly user friendly infotainment system, which is centered around a 9″ centre stack touch display which operates with the fluidity of a smart phone or tablet. It gives users control over a wide range of audio and vehicle settings to tailor the vehicle experience to the individual driver.
The audio system in particular deserves a mention, as it stands out in a segment which is full of serious audio gear. The Volvo Canada media fleet guy enthusiastically pointed out that the Bowers & Wilkins system has different modes, including studio for normal music and concert hall for higher quality music. Most often, these systems seem, to my ears at least, to simply muck around with reverb settings to change the sound in the cabin. The system in the XC60 was painstakingly tuned to replicate the sound in the middle of the renowned Gothenburg Concert Hall, complete with displaying a picture of the place.
To test the system, I directed the system to play music from my bluetooth connected phone rather than the Sirius XM feed. I brought up my Google Play app and chose the Evanescence Fallen album, hit play and cranked the volume. The sound was nothing short of mind blowing. The drums or thunder or whatever the rumble is in Bring me to life, quite literally caused the vehicle to shudder. After that, a bit of vintage Pink Floyd confirmed that the XC60 offers one of the best sound systems on the market.
Back in 2014, I had the opportunity to spend a rather silly 22 hours in Gothenburg, Sweden, home to Volvo with the intention of going for a ride-a-long in the company’s first self driving car. Sadly, it was raining and the vehicle’s sensors could not “see” the markings on the road, which it used to stay in its own lane. Autonomous vehicle technology is moving forward in leaps and bounds and much of the tech that Volvo was working on three years ago is now included in the company’s Pilot Assist system.
Volvo’s tech sheets describe the system as “Semi Autonomous Drive System with Adaptive Cruise Control and Active Lane Keeping Aid”. Adaptive cruise is not a new concept and lane assist type of systems are becoming more common in the marketplace. Some of the systems offered by other manufacturers are clunky at best, disruptive at worst. Where Pilot Assist stands out is in its seamless, unobtrusive operation. Once could quite easily, gasp, look down at their phone, confident in the knowledge that the car is going to do what it is supposed to do.
You may think I have lost my mind with that statement, but that action is exactly what Volvo has had in mind with their development of autonomous and semi-autonomous vehicles. During that visit, I sat down with Volvo’s Autonomous Driving Director, Marcus Rothoff, to discuss the reasoning behind autonomous cars. Volvo has set milestone after milestone for automotive safety over the past 50 decades, so imagine my surprise to hear Rothoff say that self-driving cars would create “possibilities to open up more time”, even going so far as to say that the technology would allow drivers to stay connected to the internet while they were on the road.
Don’t worry, I obeyed the rules of the road while driving the XC60.
All of this talk of inside technology might lead one to think that the spirit of the Turbo Brick has been lost to modern gadgetry, but nothing could be further from the truth. Beneath the hood of our tester was a 2.0L 4 cylinder that is boosted by both a turbo and a supercharger. Yes, you read that right. The combination generates an impressive 316 HP and 295 lb-ft and is fed to all four wheels through a slick shifting 8-speed automatic unit.
Wait…..what?
If you have ANY Volvo background, a T5 was a turbo 5-cylinder. At what point did some marketing committee decide that a 4-banger should bear the designation T-6? I know, I am crusty and old, but there is something very wrong there. Don’t get me wrong, I knew this was a four-pot Volvo, the way Uncle Olaf intended, the branding just seems off.
What is not wrong is the way the XC60 drives. Around town, with the drive mode in the default comfort position, the XC60 feels like the dreaded nice car. The comfort and technology take the lead. Move out into the country and switch the drive mode to sport however and the spirit of the Turbo Brick quickly makes itself known. Very quickly.
Honestly, during the first few days with the XC60, I was in full responsible Dad mode. The subtle R-Design logo on the rear hatch caught my eye and somehow reminded me that there was likely some fun lurking within this family machine. At the next light, I fully rolled into the throttle and was pleasantly surprised to find that the Swede is seriously quick. Quicker than many cars of the sporting variety. Sub 6 second 0-60 quick. To put that into perspective, the sort-of legendary 1989 Mustang GT (rollin’ in my 5.0) reached that standard in 6.1. A lot has changed over the years, but a four cylinder Swedish family hauler can still haul ass.
While the XC60 R-Design might not be a track ready weapon like say, a Porsche Macan GTS, it is definitely a vehicle one can have one heck of a lot of fun in and maybe embarrass a few tuner kids along the way.
On a humorous note, I learned that keeping the key fob in your pocket while washing the XC60 will cause the door lock system to spasm frequently, locking and unlocking the doors, flashing lights and wiggling the side mirrors like a curious puppy’s ears each time the brush or even water stream go near the door handles. Technology can be a weird and wonderful thing.
There was a time when Volvos were driven by science teachers, accountants and rally enthusiasts. In other words, Volvo was the car for the intelligent, the conservative and throw all caution to the wind performance fans. Today’s Volvo is a different animal. The XC60 T6 R-Design is one which still appeals to all three.
As consumers continue to shun traditional cars, as in sedans, they are flocking to the various Crossover Utility Vehicle segments. The tiny little guys are arguably the coolest bunch of the segment. Not much larger than a four door hatchback, they ride higher and have a stance closer to that of an SUV than that of a car. Each entry into the segment offers their own brand of quirk, often creating polarizing reviews from viewers.
Toyota’s player in this space, which is made up of the likes of the Mazda CX-3 and Honda HR-V, is the plucky little C-HR. The Honda and Mazda models offer styling which can best be called mainstream conservative, while the Toyota joins Nissan at the more, umm, creative side of the spectrum. True, the C-HR doesn’t seem to have lit up the weird meter like the Juke does, it definitely seems to make onlookers scratch their head a bit.
The two-tone roof and body treatment, which seems normal for the MINI camp, created the most conversation with friends and family during our week with the test unit. I actually like the look, but I was the only one who was feeling the love.
C-HR boasts quite possibly the biggest roof mounted spoiler available today.
Entering the driver’s seat shows off a beef I have with a lot of small vehicles: seat height. While I am only 5′ 10″ tall, I have short legs and a long torso, coupled with a bad back that doesn’t bend too well. Even with the height adjustable seat in the fully down position, I whack my head off the roof edge unless I consciously duck my head under the edge before swinging my butt into the seat. My 5’2″ wife and daughter do not have the same complaint. Your mileage may vary.
Once inside however, the cabin is comfy and modern stylish. One rear seat passenger did comment that the space felt a bit claustrophobic due to the high line of the window sills which curve upwards to those funky outside door handles.
The first thing I noticed when heading onto the highway was how quite the little bug is at speed. Such a quiet cabin is impressive at this price point. That serenity vanishes when one mashes the right pedal to the floor.
As is becoming popular these days, Toyota has chosen to hang a CVT unit onto the end of its lovely 2.0L four banger. To simplify the description a bit, a CVT is essentially a larger version of a snowmobile transmission, which uses a belt that is driven via a cone shaped device to increase and decrease vehicle speed based on throttle position. There are no gears to change. If the driver applies full throttle, the engine will spin to its redline and stay there until the desired speed is reached and the driver lessens the pressure on the pedal. Regardless of how well insulated a cabin is, an engine at high revs is making some noise!
It is interesting to note that unlike the offerings from Mazda and Honda, Toyota has chosen to offer the C-HR in front wheel drive only, where the others have all wheel drive available. I suppose this won’t bother some buyers, but it seems like a bit of an odd contenting decision, especially for the Canadian market.
The cargo area is spacious enough for daily life with a young family and with the seats folded would easily swallow everything needed for a couple to go camping.
Careful attention should be paid to package content, as the $24,690 base price of the C-HR is substantially more than the base price of both primary competitors. The base price does however include Toyota Safety Sense, a bundle of active and passive driver safety aids that include Pre-Collision System , Auto High Beam, Dynamic Radar Cruise Control (full speed), Pre-Collision System with Pedestrian Detection and Lane Departure Alert with Steering Assist.
Overall, the Toyota C-HR is a fun and funky little ride which is definitely worthy of a look while shopping the segment.
Years ago, I loaded the family into the first generation of Infiniti‘s mega-sized luxury SUV, then known as the QX56. We were headed for Pocono International Raceway, where the annual International Motor Press Association Test Days event was taking place. More importantly for the kids, the final destination was the newly opened Great Wolf Lodge.
We loaded that bad boy full of the assorted flotsam that accompanies a family of five on a week long road trip, no doubt adding to the truck’s overall weight substantially. Normally, I wouldn’t consider extra load to be much of an issue with a vehicle with an already sizable heft but I realized a weak point in the vehicles chassis as soon as we encountered the Appalachian mountains. Naturally, the climb was of no concern, but what goes up, must come down and we first discovered how woefully under-braked the truck was when slowing for an exit ramp on a long and steep downhill with a 75 mph speed limit. The pedal faded so badly that I almost overshot the ramp and nearly made a mess of the leather seats.
So what does a tale about a 10 year old predecessor have to do with a modern vehicle? Nothing really, except that we recently spent a week with a 2017 Infiniti QX80 and made a point of putting it to work. To write a review saying that the QX80 is huge, gorgeous and luxurious would be an insult to readers’ intelligence. One does not need to be told these things, one just needs to open their eyes. Some QX80 buyers however will actually want to make use of the big truck’s utility aspect, so we thought we would see how it likes to work.
As beautiful as the exterior shape is, Infiniti has elevated the interior of the QX80 to a true world class contender. Quilted leather abounds, with real wood and metal accents for good measure. It goes without saying that the seating is comfortable and just about every modern convenience one can think of is built in.
Fold down all the seats and one is presented with a gargantuan cargo area. One might even compare it to the mighty Hercules cargo plane except for one nagging issue: The seats do not fold flat. In fact, they are tilted upwards like a ramp. So much so that cargo needs to be loaded into the flat rear area first to prevent smooth bottomed items loaded into the front from sliding aft when loading. Even still, when loaded carefully the QX80 swallows a prodigious amount of stuff.
Remembering that the QX80 is a proper truck, it is no surprise that there isn’t even a tiny bit of sag in the suspension when the cargo area is heavily loaded with cases of pop, water, full coolers and other stuff needed for BBQ events.
Hidden behind the rear bumper fascia is a seriously heavy duty looking trailer hitch, which is easily revealed with the twist of two plastic trim buttons. Utility hidden by beauty. Our small BBQ event trailer was dwarfed by the luxo-truck, which towed the kitchen on wheels without complaint. Again, the added tongue weight on top of the full cargo area elicits no droop of the rear suspension.
Thinking back to my opening bit about the QX56, it is important to note that the QX80 did not exhibit a single sign that we were putting it to work, even when fully loaded, with a loaded trailer attached. It just soldiered on, keeping its occupants comfortable and the driver confident.
At a tick under ninety five grand for the Canadian market, the QX80 isn’t for everybody. If the only off-roading you will ever do however is making a spring visit to the gravel parking lot at the Muskoka Store, then the big Infiniti makes for a more stylish alternative to say, a Range Rover. The QX80 offers more interior space and arguably more comfortable appointments than the British SUV, at a fraction of the price.
When Fiat returned to North America in 2012 after a thirty year absence, Italian car enthusiasts rejoiced. What we got was the 500, a (very) small hatchback with a very big personality most cars in its class lack. Which was perfectly acceptable, but the problem was, unlike in Europe, most North Americans really had very little emotional attachment to the 500. On these shores, our fondest memories of Fiats past were the angular X1/9 Targa and the 124 Spider. In fact, during its run from 1966 to 1982, more 124 Spiders were sold in North America than in Europe. After a two year run being sold as a Pinninfarina, the car was gone, for what we assumed was forever.
Come the 21st century, Mazda teamed up with Alfa Romeo to share the costs of developing a replacement for the MX-5, and giving Alfa Romeo its own two seater, rear wheel drive sports car. However, it was later decided that Alfa Romeos should only be built in Italy. Yet with Fiat, this already wasn’t an issue, and the brand seriously needed a halo car. Thus, the 124 Spider was to be reborn, but this time built in Japan, on an MX-5 platform. What could we expect?
Some people jokingly call the Spider a ‘Fiata’, but the truth is, the Spider has a unique look all its own. At the time I had the test car, I actually owned a 1981 Fiat Spider. Parked side by side, it became instantly clear that Fiat designers took many cues from the original. The double hood bulge, ‘scalloped’ headlights, and the upkick just behind the doors are all classic elements. Yet this is by no means an exercise in retro design. The 124 Spider looks thoroughly modern. Most importantly to Fiat fans, although based on Japanese underpinnings, the Spider looks distinctly Italian.
Stepping inside, it becomes immediately clear you are sitting in a close relative of the MX-5. One glance and it is plain to see the gauge cluster is straight from Mazda. The same goes for the infotainment system and display, which is unfortunate, as the rest of the Fiat family uses the superior system sourced from Chrysler. Unique to the Spider is its own steering wheel, which is a delight to hold. Although the cars share seat frames, the Fiat has different padding, which was comfortable and did a fine job holding me in place. As in any two seat roadster, the cabin is snug, and larger driver’s might not find it ideal. There’s no glove box, the ‘cupholder’ is a joke, and unlike my old Spider, there’s no parcel shelf behind the seats to conveniently toss a bag. Finally, if you are hoping to keep the Italian vibe going, skip the black pictured above. Fiat offers a saddle interior, and the color chosen would compare to what you would find in a 1960’s Ferrari. With the contrasting black dash top and stainless trim, it shouts Italian style.
An important feature that distinguishes the 124 from the MX-5 is that Fiat brings its own engine to the party. In this case, it is a turbocharged 1.4L four, lifted from the 500 Abarth, rated at 160hp. Buyers can choose between a six speed manual or automatic. You want the manual. Although it is not the latest MX-5 box (it couldn’t handle the torque from the turbo), it is an absolute joy to snick through the gears. While the Spider is a perfectly livable car doing the daily commute and cruising along the shore, the car truly does not come unto its own until you find a country road. With the top down, I headed to the northeast corner of Connecticut, carving my way through roads in the woods dotted by roadside lakes, gleefully pushing it into corners. Now, the Spider was in its element. Impeccable handling, confidence inspiring brakes and telekinetic steering all combine for a sublime driving experience. Allegedly tuned slightly softer than the MX-5, the upside is after a day of spirited driving and making the trip back home, I arrived feeling perfectly refreshed.
The 124 Spider can be had in three flavors-the spartan Classica, the luxe Lusso, and the more aggressively tuned Abarth. Our test car was the Lusso. With option packages including the Convenience Group (auto dimming rearview and exterior mirrors, heated exterior mirrors, rear park assist, blind spot monitoring, rear cross path detection, alarm, universal garage door opener), Visibility Group (auto levelling LED headlights, headlight washers), and Sound and Navigation Group (GPS nav, nine speaker Bose audio and XM satellite radio). Including destination, our 124 Spider has an MSRP of $32,375USD.
Being built on an MX-5 chassis, there was never really a question of whether the 124 Spider would be a fun car to drive. For enthusiasts, particularly this one who owned an original 124 Spider, was if the new, Japanese built car carried on the spirit. In sum, this new Spider very much does carry on the spirit of the original in a modern package with the available technology and safety features that were once unimaginable. And of course, the inevitable comparison of the Spider and the MX-5 upon which it is based The Garage has not driven the new MX-5, but with the Spider being slightly heavier and more softly sprung, the Spider is considered a more relaxed car, especially over long distances, with the MX-5 favored if going on the track or regular, intense canyon carving is your forte. Regardless, we should all consider ourselves lucky that whichever your preference for a two seat sports car, you can choose what suits your needs.
When one writes about a performance vehicle, rarely is fuel economy the lead discussion point, but the second generation Ford Raptor is not your average performance vehicle. Over more than a decade of reviewing vehicles, the single most expensive tank of fuel I have ever purchased belonged to the original Raptor. It was a whopping $167 and that was a few years ago, before gas prices skyrocketed. To be completely honest, while I was looking forward to driving the twin turbo V-6 powered 2017 model, I was dreading the cost of spending a week with it.
For the uninitiated, the Raptor is an off road edition of the popular Ford F-150. Unlike some such packages which amount to little more than a sticker package and bigger tires, the Raptor is heavily massaged to give it real deal desert racing type performance. Cosmetics in the form of fat fenders, an over the top sticker package and an aggressive wheel/tire package are backed up with some serious mechanical upgrades under the skin.
A classic Mercury pickup was waiting for the Raptor at one of our special events!
Make no mistake, the visual of the truck is nothing less than imposing and garners attention everywhere from the gas station to the girl at the drive through window who squealed “Oh my GOD, I LOVE your Raptor!” I even caught my next door neighbour poking around under the wheel arches, exclaiming that “This thing really is different from my base F-150”.
The first-gen Raptor was powered by a premium gas swilling V8 that provided swift performance despite the truck’s ample heft while sending an audio notice to anybody within earshot that this truck meant business. For the new model, engineers took a page from the Ford GT’s playbook and fitted a 3.5L V6 which is fed by a pair of turbochargers to fit the brand’s Ecoboost obsession. That 450-ish horsepower mill is mated to a 10-speed automatic transmission which offers silky smooth shifts and promises improved fuel economy.
The Ecoboost powered Ford GT roars into the night at the 2016 running of the Rolex 24 at Daytona.
Being a bit of an old school truck guy, I have to say that I was skeptical of the way the boosted six would sound. A performance truck should rumble like a Trans-Am car and I wasn’t sure what to expect. Around town, the Raptor sounds like Tim Taylor’s hopped up Shop-Vac. To be fair, at full throttle, it does sound like a Ford GT race car, but ain’t nobody can afford to drive it like that all the time! A big ol’ V8 rumble would be much more fitting.
Wary of my past history with the Raptor, my drive home consisted of setting the adaptive cruise control to 106 KM/H and letting technology look after the fuel economy. I posted an Instagram picture showing a very impressive 11.6 L/100 KM. My buddy Eric Novak over at EnviroDad commented: “Don’t get used to it…” Eric and I have VERY different driving styles, so this comment had me worried.
My kid drove the truck to his girlfriend’s and back. In 20 minutes, the average economy jumped to almost 14. I became more worried.
My Wife commented that I was driving like a little old lady every time I got behind the wheel and yet the consumption climbed to 16.9 L/100 KM while driving mostly around town.
Then, as we began to put the Raptor to work, some sort of magic happened.
We loaded the bed full of coolers and tables and towed the DCS Appliances event trailer to a gig in the country. Fuel economy improved. Then, we loaded up again for a trip to the MLRC Rallycross in Bancroft. No trailer this time, but lots of pop, water, ice, tables and a big camp stove, so there was some weight in the back.
After feeding the rallycross competitors, we headed out of Bancroft, the bed full of catering gear but minus all of the heavy stuff. I decided to take a road that we have never been down, just to see where it went. The semi-rural tarmac road wound its way past a few houses and then the tiny local air strip before degrading to gravel and becoming a bit more twisty. Soon, we came upon a yellow sign warning of “No Winter Maintenance”, which is Ontario’s notice that fun times are ahead. Game on!
At this point, the reasoning behind owning a Raptor become more apparent than ever. The track narrowed so much that at some points, the Raptor was wider than the gravel surface. So tight and twisty that 60 km/h felt like we were in a stage rally, the Raptor’s Fox Racing shocks soaked up every rock ledge that the Canadian shield threw its way. So much so that I commented on how smooth the ride was despite the rough surface.
The BFG A/T Ko2 is the perfect tire for tackling the rough stuff in the Raptor.
Driving in Off Road mode, the transmission shifts were set to allow for higher revolutions, keeping the turbos spooled up for instant power availability. The stability control was dialed back a bit, allowing for a healthy dose of easily manageable tail wagging. That is a good thing on really loose surfaces, where the big truck initially wants to understeer towards the woods, until a bit of welly coaxes the back end to come around, pointing the front end in the intended direction. The standard B.F. Goodrich All Terrain Ko2 tires are the perfect choice for this type of driving.
Back on the pavement, we continued our sunny Sunday afternoon drive in comfort, as the Raptor rolled along cottage country roads surprisingly peacefully.
At our final event of our week with the Raptor, one participant arrived in his own Raptor, identical to the one we were towing with. He joked that the dealer promised that it was a unique truck and here he was rolling into a Holiday Inn parking lot and the caterer had the same machine! Given that he had just driven from Montreal, we talked about fuel economy. I told him about my early experience and he said “No way, driving that slow is way too boring”. He had set his cruise control somewhere north of 130 KM/H and still saw an indicated consumption of under 16 L/100 KM.
In a week of mixed urban highway, country roads, fully loaded and towing along with an hour of what could best be called spirited dirt track driving thrown in, the Lightning blue beast sipped just 14.4 L/100 KM. That is better than many small crossovers would have fared in the same driving.
With a base price of $68,399 here in Canada, our tester had a fully load of options that bumped the ticket to an additional $15,100. The honest truth then is that the buyer of a pickup truck worth 85 grand isn’t going to be quibbling over fuel costs, but the most I put in the tank was $125 which is a really good saving over the previous, V8 powered version. A bit of financial practicality never hurt anybody!
Regular readers know that BBQ plays a big part in the other side of my business. Whenever we cater an automotive themed event, we do our best to incorporate an appropriate tow vehicle for the event trailer that we borrow from the good folks at DCS Appliances. On Labour Day weekend we were cooking up some BBQ for up and coming NASCAR driver Gary Klutt from the hit TV show Legendary Motorcar. Gary drives a Dodge in the NASCAR Pinty’s Series, so it only made sense that we should arrive with the event grill attached to the back of a RAM pickup.
For this event, the folks at RAM Trucks Canada set up up with a bright green RAM 1500 Sport. This truck was basically the same truck as we towed with back in the Spring, so we really shouldn’t have anything additional to report. There was however one really big difference: the colour.
With the red truck, people either didn’t notice the truck or if they were truck people they commented on it being a nice truck. The bright green with matte black hood striping caused people literally to stop what they were doing and stare. I watched a little kid ride off the sidewalk because he was craning his neck to watch the big green truck drive by!
Even while driving, the sporty element of the RAM 1500 Sport seemed more enthusiastic. It felt like a truck that you wanted to have more fun with, instead of just cruising on down the road.
That sporty influence behind the wheel was also somewhat evident at the pump, as our observed fuel economy was a bit more hefty than it was with the red truck. Last time we towed almost daily and the truck consumed 14 L/100 KM for the full week. This time, we only towed one day and we saw 14.7 L/100 KM for the week. I will attribute that to my right foot being a bit more sporty!
Whether or not you would choose a safe colour on a pickup or something that screams “hey, look at me” is totally a matter of personal preference. At the end of the day however, colour choice can totally affect the way you appreciate a vehicle and the way it is perceived by others. Personally, given the choice, I would be driving the screaming green!
