New car reviews

Review: 2019 Ram 1500 Rebel

May 12, 2019 by Tom Williams 1 Comment

For someone who loves reading and writing about cars, it should come as no surprise that I have my favorite automotive journalists. One of them is Ezra Dyer. In his early days at Automobile Magazine, he would rhapsodize about his father’s extraordinarily basic Dodge Ram pickup truck. Like e, Ezra is a New Englander. As a young kid, my grandfather, a retired forest ranger, would put me in his giant Dodge pickup he used for runs to his charcoal kiln. It had no carpet, not even a radio; that truck served one purpose-to work. Fast forward to early adulthood and my cousin would let me use his truck to drive from his cottage to beautiful Moonstone Beach in Rhode Island, nicely broken in like your favorite jeans, and I certainly didn’t worry about tracking in any sand. Call it a Yankee sense of practicality, the common thread with these trucks lay in their simplicity.

In 2019, pickup trucks are much different. Years ago, if your owned a truck you had a legitimate reason to. And that truck wasn’t usually needed to take the family to church or your date on a weekend getaway. Trucks of today are asked to be able to function like a working truck while delivering all of the amenities of a passenger car. Dodge started using Ram for its pickups from 1932 to 1954. In 1981, Dodge resurrected the Ram name. In 2011, Ram became its own brand. For 2019, the Ram entered its fifth generation. The Rebel joined the Ram pickup family in 2016 as the Ram built for off-roading.

For a truck built to go off-rad, it certainly looks the part. The Rebel gets its own unique styling. Knobby all terrain tires, tow hooks and an overall serious demeanor suggest this Ram wasn’t built to just haul mulch from the local garden center. As a result, during my time with the Rebel it got a LOT of attention. I get to drive plenty of new cars for The Garage, and most of the time no one pays any attention. That all changes when I get a truck. One guy pulled over to the side of the road while I was walking up to it just to ask me questions about it. I was asked if this was Ram’s answer to the Ford Raptor-a good question. While it is down on power, from its looks to off-road ability, yes, this is the closest truck Ram builds to the Raptor. With its striking red and black exterior, the Rebel attracts plenty of attention. Much like how men gather around whenever you’re grilling something, men, complete strangers, will want to gather around to look at, and talk about this truck. And anyone who came up to check it out was mightily impressed.

And that’s before anyone stepped up to examine the Rebel’s cabin. While Ram offers trims that are even more opulent, our Rebel had nearly every conceivable amenity many luxury car buyers would want. Solidly constructed, the materials gave an impression of durability. The general impression being the Ram is ready to take a bit of a beating inside and put up with it. Ram engineers are aware that many of their customers use their trucks as a mobile office. There is storage galore, and an impressive number of power and USB outlets. Our Ram truck had Apple CarPlay and Android Auto, making this truck an instant extension of your smart phone. The Ram’s UConnect infotainment continues to be intuitive and easy to use. It is worth mentioning the Ram’s back up camera is without question, the clearest I have ever seen on any car or truck, and if you are towing anything, you will seriously appreciate that. For all its toughness, the Rebel is very comfortable up front. Our Rebel was a quad cab. I’m 6’1″, and while I fit in the backseat, my knees were up against the front seatback, That, and its upright seatback, the rear is acceptable for a quick trip but that’s about it. Buyers needing more rear seat room would do well to get a Ram with a crew cab. If I am reviewing a car equipped with SiriusXM satellite radio, I will typically tune in to the stations that play the alternative rock of my college days. But none of it ‘felt’ right while driving he Rebel. So strong is this truck’s personality that Tom Petty Radio was the only music I would listen to for my week with the Rebel. For any modern vehicle brimming with all the latest technology to have that much character really says something about this truck.

While other Ram trucks offer a V-6 under the hood, that engine is not going to do you any good if you intend to actually take the Rebel to do what it was built for, and that was to leave the paved road behind you. With that purpose in mind, all Rebel’s have a 5.7L Hemi V-8 with 395hp, paired to an 8-speed automatic. The Rebel always in 4×2 mode until you select 4×4. Puttering around town or humming down the highway, the engine is quiet, but once you stomp on the throttle the Hemi comes to life with a glorious roar, and it feels like you’re driving a muscle car that can haul things. Speaking of hauling, Ram 1500’s with a V-8 can tow up to 12,750 lbs, and can handle up to 2,300 lbs. payload on the bed. All of that power is handy for when you need it, but for a truck with this level of capability, it’s absurd to expect much in the way of fuel economy. At least the Ram has a 28 gallon fuel tank so you are not constantly at the pump. In addition to the all-terrain tires and tow hooks, the Rebel differs from other 1500’s with an upgraded suspension, a locking differential, skid plates and hill descent control.

It would be safe to assume that a truck built with the capability of tacking difficult off-road situations would have to give up a lot in terms of day to day driving comfort, but with the Rebel you would be dead wrong. Ram 1500’s use a coil spring rear suspension, while other trucks use a less sophisticated leaf setup. The result is a truck that doesn’t ride like a truck. I took the Rebel for a leisurely weekend trip to the Berkshire Mountains, and I was simply amazed. Even over rough pavement, the Rebel is remarkably composed. If not for the fact I could see the truck’s bed behind me, it feels like you are driving a large crossover. It is simply a remarkable feat that Ram engineers could build such a capable truck that offers unparalleled levels of refinement.

In addition to all the equipment unique to the Rebel that we already mentioned, other standard equipment includes a power drivers seat power rear sliding window and SiriusXM radio. Options on our Rebel included an 8.4″ color touchscreen display, dual zone auto climate control, Apple CarPlay/Android Auto, heated front seats, heated steering wheel. front and rear parking assist, remote start, premium audio and blind spot detection. sticker price came to $54,250USD, including destination.

I often thought of my grandfather and his brute, no frills Dodge pickup while I was driving the Ram. I usually got stuck on how I would tell him that it is possible to have a truck that can do everything and more that his truck could but ride the way he would expect a luxury car would. Because if he wanted something nice than his single purpose truck, well, there was always my grandmother’s Chrysler LeBaron. The pickup truck as we know has evolved a long way from what I remember from my childhood, but with the new Ram, I feel like the goalposts just got moved forward. When it comes to trucks, most buyers are unwaveringly loyal to their brand of choice. Anyone shopping for a full size pickup truck, regardless of where their loyalties lie,, owe it to themselves to take a serious look at the Ram 1500. It is really that good.

Review: 2019 Toyota Avalon Hybrid

March 30, 2019 by Tom Williams 2 Comments

We seldom stop to consider what a dizzying variety of options one has when it comes to picking out a new car today, especially when you consider how mind bogglingly simple it was once only a few decades ago. If you had a family and you needed to carry them and their belongings around, you would choose either a small, medium, or large sedan or station wagon. That was it. There were no minivans, there were no crossovers, and it was out of the ordinary for a family to buy an SUV for an everyday family car. Ford stunned the industry when it announced it was essentially going to let all of its sedans die off in North America. GM is killing off their large front wheel drive sedans. People are still buying large sedans, and as key players fall by the wayside, the companies still in the market will gladly take up the demand. But for what is such an old concept-the large sedan-how does it remain relevant in 2019?

The Avalon has been Toyota’s flagship sedan since 1994. For 2019, the Avalon is all-new, and now entering its fifth generation. While many consider the Avalon simply a larger Camry-which was once the case-the Avalon rides on its own platform that is shared with the Lexus ES. The Avalon is a large sedan, but its proportions are just right. Early Avalons were dismissed as Toyota’s idea of a Buick. A study also revealed that in North America, Toyota attracted the oldest buyers. A middle age or younger car buyer hears that Toyota’s are favored by old people can be enough to be a deal breaker. So in response to that, I do not find it surprising that contemporary Toyota’s are now looking edgier. Looking at the Avalon from the front or front 3/4 view, there is just no getting around that front fascia. To say it is overwrought is an understatement. Enormous front ‘grills’ seem to be a thing these days, and I predict this look is destined to not age well. Look at the rear of the car, its pleasant enough but entirely forgettable. There is just nothing to suggest this is Toyota’s premium sedan. Which is shocking, because when you take the Avalon in from its side profile, there is no question this is the most expensive four door Toyota offers. As a whole, the Avalon’s appearance is alright, but incoherent. You feel differently about this car depending on what angle you are viewing it from.

Inside, the Avalon is a grand slam homerun. There is simply no mistaking you’re sitting in the most luxurious car that wears a Toyota badge. Quality of materials and fit and finish are exemplary. The quilted leather and real wood accents confirm this is not a car that aspires to be luxurious, it simply is a luxury car, without question. Controls are intuitive and easy to use. The seats offer exceptional comfort, and as expected, the Avalon provides a very roomy and airy cabin. With all the quiet and comfort you could want, the Avalon is a perfect setting for long, relaxing drives. The Avalon is Toyota’s first car to come with Apple’s CarPlay (sorry Android users, your phone cannot connect). It is worth mentioning that in cars that were sold in regular and hybrid versions, hybrid owners had to be wiling to make a considerable sacrifice-trunk space. I have seen full size hybrid sedans have a trunk that might hold enough luggage for a weekend getaway but little else. Not so with the Avalon. With the batteries underneath the rear seat, you are able to enjoy the large amount of trunk space buyers expect in a car of this size.

The Avalon Hybrid is powered by a 2.5L four cylinder along with two electric motors to make a combined 215hp with a CVT transmission. While the numbers suggest that is not much horsepower to move a car of this size, in reality the Avalon keeps up with highway traffic with no problem at all, and never seems strained. Yes, there are buyers who will only accept the sound of a silky V-6 under the hood, and the regular Avalon delivers just that experience. But consider this-the Avalon Hybrid costs about $1,000 more, but delivers 70% better fuel economy. In the long run, the Hybrid makes more sense. Our perception of the luxury car experience is also evolving; exceptional fuel economy is also an accepted qualifier for luxury today. The typical Avalon buyer isn’t going to be doing any stoplight drag racing to begin with, and with such an unobtrusive drivetrain, you don’t feel like you’ve given up anything in the name of saving gas, The EPA gives the Avalon Hybrid 43 MPG, but my test car was telling me I was getting 37 MPG in mixed driving. That is a remarkable number for a full size luxury car.

The Avalon Hybrid is available in three trim levels; our test car was the luxury oriented Limited. Standard equipment included 18″ alloy wheels, LED headlights, moonroof, premium JBL audio, navigation, head up display, power heated steering wheel, leather power heated and ventilated front seats, heated rear seat, Qi wireless phone charging, pre-collision system, lane departure alert with assist, automatic high beams and dynamic radar cruise control. Our test car had the optional Advanced Safety Package, which added intelligent clearance sonar, bird’s eye view camera with perimeter scan and rear cross traffic alert with braking. Including destination, our Avalon Hybrid had a window sticker of $45,118USD. Remember when I mentioned the Avalon shares the same platform and drivetrain as the Lexus ES? A Lexus ES Hybrid equipped similar to our Avalon would set you back an extra $9,000. With that in mind, the Avalon represents a solid value for a luxury hybrid sedan.

While the notion of a full size sedan is a decades old proposition, the Avalon Hybrid points to the future of the genre. It is tough to argue the pros of a luxury car boasting the latest in technology and luxury features that boasts fuel economy figures you’d be happy to be getting in a basic, no frills Corolla. This combination is the new definition of luxury. While I question that front-end styling, the Avalon Hybrid is a full size sedan that is completely relevant in today’s automotive marketplace. Ford and GM may have thrown up their hands and walked away, but Toyota has proven this is a breed of car worth building.

Review: 2019 Toyota Highlander

March 10, 2019 by Tom Williams 2 Comments

In the summer of 1989, my friend’s mom had driven a group of us to Riverside Amusement Park in Massachusetts. After the end of a fun day, I was asked if I, who had a newly minted driver’s license, would like to drive home. Would I?!? I gladly got behind the wheel of the Funaro family hauler-a Buick Electra Estate Wagon-and floated on down the highway. As I drove us all back to Connecticut, what was not going through my 16 year old mind was “What kind of car would we all be driving when we’re all grown up and have kids?” Fast forward thirty years to the present. I post a pic of this Toyota Highlander on social media, and my old friend Nancee proudly proclaims “That’s my car!” And here we are. My generation has largely ignored the station wagon, and there are those of us who wouldn’t be caught dead in a minivan. If Generation X wasn’t rushing to buy a Camry wagon, and a true SUV was too harsh, what does Toyota do? Take that Camry platform, and build us a crossover.

The first Highlander arrived in 2001, making it one of the earlier crossovers. Now in its third generation, today’s Highlander has been around now since 2014, so it’s hardly new. In 2017, Toyota gave the Highlander a facelift, but apart from some other minor tweaking, Toyota has pretty much left it alone. Buyers are certainly not complaining-in fact, 2018 was the Highlander’s best sales year ever, with over 244,000 Americans taking home a Highlander.

Buyers like crossovers for their practicality-they need to comfortably hold passengers, and their belongings, so stylists have to work around those parameters. The Highlander is certainly contemporary, but what I found interesting was just how aggressive the front-end styling was. Parked near my neighbor’s older 4Runner, a very capable off-roader, I was taken aback at just how angry the family friendly Highlander looked in comparison. Out in the wild though, the popular Highlander tends to get lost in the crowd. I’d see another Highlander, or at least I thought I did, so I found myself always making a double take to be sure. On its own merit, the Highlander is a handsome car, it’s just a little forgettable from any angle except the nose and is easily lost in a crowd.

Of course, what matters most in any crossover is its cabin. The Highlander is a pretty substantial vehicle, so it should come as no surprise there is plenty of room inside. Back to my friend Nancee, who, when asked why she picked a Highlander, explained her teenage son is already over 6′ tall, so a roomy rear seat was a must, and in this regard, the Highlander delivers. The three-row Highlander can seat up to eight, but it’s worth noting the third row will not hold an adult. Seating falls to seven if you choose second row captains chairs. The interior of the Highlander is a very pleasant place to spend time. I appreciated the soft touch materials. There is storage space galore and multiple USB ports. Gauges and controls are easy to understand. While I appreciate having knobs for various adjustments, the buttons flanking Toyota’s aging but still excellent infotainment system lacked tactile feel. Our top of the line Highlander had nearly every feature most buyers could want-nearly-the absence of Apple CarPlay was a little disappointing. Overall, the Highlander was very comfortable, and with industry leading build quality and high grade materials, the impression I get is this is a car that is intended to hold up for a very long time.

Under the hood, the Highlander gives buyers two choices. Base cars receive a 2.7L four cylinder paired to a six-speed automatic. You can only have front wheel drive, and with only 185hp pushing a car this large, this sounds like a tall order. Our Highlander had the 3.5L V-6 paired to an 8-speed automatic. With 295hp and available all-wheel drive, this is far more suitable to the Highlander’s character. The EPA gives fuel economy ratings 20/26 MPG city/highway, but the trip computer in my car never budged its average above 18 MPG. It’s worth mentioning here that if fuel economy is that important to you, there is a Highlander Hybrid available. Power is perfectly adequate around town and for highway cruising. At highway speeds the Highlander is extremely quiet and composed. I appreciated the weight that gradually builds up in the steering as your speed increases. For a car designed to haul your family around in comfort, the Highlander more than meets expectations.

The Highlander is available in six different trims, with the base Highlander starting in the low $30’s. Our test car was the top of the line Limited Platinum. Standard equipment was leather seats, front heated and ventilated seats, power seats, second row sunshades, premium JBL audio, an 8″ touchscreen with navigation and SiriusXM radio, 19″ wheels, panoramic moonroof, second row heated seats, heated steering wheel, rear power ligtgate, rain sensing wipers, front parking sonar, Lane Departure Alert, Pre-Collision System, automatic high beams and dynamic radar cruise control. Out the door, our Highlander had a window sticker of $48,319USD. That is not inexpensive, but you are getting a high level of equipment, and a Highlander outfitted such as this one is essentially a luxury car. With so many trim options available, I suspect most buyers will gravitate to the mid-level XLE, as my friend did.

So yes, thirty years after the question I didn’t ask myself, the crossover is the choice my generation has made to haul themselves and their families. Over the years, the Highlander has evolved from a sort of tall station wagon to something that looks how you might expect an SUV to appear. And although the Highlander is no longer a new design, buyers continue to open their wallets. The true luxury of the Highlander goes far beyond any of its available features. For buyers, the true luxury of the Highlander is how seamlessly it fits in to their busy lives, and knowing they can ask nearly anything the car was meant to do, and the Toyota will happily go about its work without the slightest protest, Trips to amusement parks included.

Review: 2019 VW Jetta

February 16, 2019 by Tom Williams Leave a Comment

It’s no small secret that Americans and Europeans have their differences, and one needn’t look any further to illustrate that point than to look at what kind of cars we like to drive. The 1970’s fuel crisis made a great argument for the hatchback-the idea being to get the maximum amount of room possible for people and cargo on a relatively small footprint. VW’s Golf was a raging success and proved the formula worked, and it was what a lot of people wanted. Well, almost everyone. For whatever reason, Americans looked at hatchbacks and decided they looked kind of cheap. And those new car buyers didn’t want to be seen driving something they perceived as being cheap looking. So, in 1980, VW had the brilliant idea to take the Golf, put on a trunk on it, and call it a Jetta.

Thirty nine years and seven generations later, that formula has been sales gold for VW. With Audi’s and BMW’s commanding premium prices, the Jetta was the only game in town if you wanted a German sedan on a budget most people could afford. And while the people who bought their Jettas loved them, VW looked around and saw their competition enjoying greater sales numbers. The problem, as I believe VW saw it, was the Jetta cost a little more, and VW engineers were obsessing over things the average American buyer didn’t really care about. The solution was the Jetta would be built with the American buyer in mind.

The purists were less than thrilled at the realignment. But the Jetta experiment continues to evolve, and for 2019 an all new, seventh generation has arrived. First impression is the Jetta appears a bit larger than Jettas of yore. And you would be right-today’s Jetta is around the same size as a Passat was twenty years ago. While the Jetta has grown to America specific proportions, the styling definitely has a German accent. It is no nonsense, not flashy nor trendy. The smart, creased styling gives the Jetta an upscale look. Our test car, finished in Platinum Grey Metallic with contemporary LED head and tail lights and a ‘just right’ amount of chrome looked serious enough for any junior executive to own without apology. Our SEL model let the car down in one area worth mentioning: the 16″ alloys look comically small on the car and betray the otherwise high end appearance. In fact, during my week with the Jetta, the only criticism I received about the car’s looks were that the wheels were too small.

Inside, the Jetta overall is a pleasant place to spend time. Utterly contemporary, the satin chrome accents and door handles, piano black surfaces and dark grey faux wood trim work in concert to provide an aesthetically pleasing environment. The controls are intuitive, displays crystal clear, and I appreciated the driver-focused infotainment screen. At night, you and your passengers will be entertained being bathed in soft ambient LED lighting-there are ten hues to choose from to set the right mood. The only letdown were the hard plastics found on the door caps and center console, which serve as reminders you’re sitting in the cheapest VW sold on these shores.

During my time with the Jetta, I took a 400 mile round trip from my native Connecticut to a wintry retreat to Atlantic City, and it was here I was able to appreciate the Jetta’s cabin and features. The seats provided plenty of comfort, and I loved how the steering wheel felt in my hands. Music is a must for any road trip, and the Beats audio did not disappoint. The trip really provided an excellent opportunity to use Apple CarPlay, which allowed me to use Google Maps for navigation, access Pandora radio, and send and receive text messages. It was a great companion, and very simple to use. Even after slugging through New York Friday rush hour traffic, I arrived feeling fresh and relaxed.

All Jettas are motivated by a 1.4L turbocharged four cylinder rated at 147hp. This proved to be perfectly adequate for merging onto highways and passing-the Jetta never felt out of breath. Fuel economy is excellent, with a rating of 30MPG city, 40MPG highway. After cruising at a pretty good clip for hours, I was impressed that I was still able to average 40MPG. You can get a six-speed manual in a Jetta-but you are forced to settle for the base model, as all other Jettas come standard with an 8-speed automatic. Left on its own, the automatic will rush to the highest possible gear for max efficiency, which is fine, but you find yourself constantly lumbering around at about 1,000 rpm where there is no boost on immediate tap. A friend and former Jetta owner found it an affront, and ignorant of longtime buyers that VW will not offer a manual across the line, and I agree.

In this Volkswagen tuned for American drivers, I set my expectations pretty low for ride and handling. I was pleasantly surprised. The Jetta feels well controlled and buttoned down. Ride was about as stiff as I would have hoped for a non-GLI Jetta. While the handling felt just right, the super light steering felt out of place, as if the handling people and steering people never once met to decide what the Jetta driving experience, as a whole, should be.

The Jetta is available in five trim levels-base S, SE, sporty R-Line, SEL, and SEL Premium. Our SEL test car came standard with LED head and tail lights, panoramic sunroof, heated front seats, leatherette seating, dual zone auto climate control, push button start, auto dimming rear view mirror, 8 speaker Beats audio with Sirius XM satellite radio, 8″ infotainment touchscreen, VW’s 10.25″ Digital Cockpit gauge cluster, rearview camera, forward collision warning, blind spot monitoring, adaptive cruise control, and lane assist. Including delivery, our test car stickers at $25,590USD, which represents a solid value for the features you get in return.

After seven generations, it’s only natural the Jetta has evolved from Golf with a trunk to a car with a personality all its own. Yes, the Jetta we see now is tailored specifically to the North American car buyer, but in this iteration, VW has smartly, if only slightly, moved the needle closer to it German ancestry. When asked ‘who is this car for?’, I would have to say the Jetta would be perfectly suitable for the small family who want out of the crossover craze, or anyone looking for an easy to live with highway commuter with a just right amount of amenities and style for a weekend date night.

2018 Mazda MX-5 RF on ice

April 19, 2018 by Gary Grant 4 Comments

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.

2018 Chevrolet Cruze revolutionizes the home office

March 10, 2018 by Gary Grant 1 Comment

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:

Monthly plans:

1 GB – $15

4 GB – $35

10 GB – $70

One-time Data packages:

250 MB/day – $5.00

20 GB/year – $200

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!

Ford F-Series: Variations on a theme

January 4, 2018 by Gary Grant 2 Comments

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.

2018 GMC Terrain

January 2, 2018 by Gary Grant Leave a Comment

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.

Turbo soul lives in the 2018 Volvo XC60

December 15, 2017 by Gary Grant Leave a Comment

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.

Toyota C-HR

November 17, 2017 by Gary Grant Leave a Comment

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.

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