After calling the 911 Carrera 4 GTS the ultimate car for life in Canada last week, I’m having second thoughts now that I have driven the Targa4 GTS!
After calling the 911 Carrera 4 GTS the ultimate car for life in Canada last week, I’m having second thoughts now that I have driven the Targa4 GTS!
Nissan is on a roll these days. With strong sales of their new super mini, the Micra, the compact Versa, and their best selling vehicle, the Rogue small SUV, no other auto brand has added as much volume to the Canadian auto industry’s sales total than Nissan. In fact in the non-luxury segment, Nissan is the fastest growing auto brand in Canada.
When it comes to their offerings, Nissan has always been one to take chances. From the all-electric LEAF, to the funky Juke and Cube, and on the other end of the spectrum, the absolutely bonkers GTR “Godzilla”, it’s easy to forget that Nissan also produces some pretty mainstream mass produced vehicles for the everyday commuter who just wants an reasonably-priced, reasonably-sized car for going to work and back.
The Nissan Sentra is indeed one of these vehicles, with the name brand having been around for since the early 1980’s.
One of my earliest childhood memories was riding in my aunt’s Nissan Sentra over 2 decades ago. And in fact, even though she is in her 70’s now, she has owned nothing but Sentras for her whole driving “career”.
With this in mind, I thought that it was high time that I delve into what exactly has made the Sentra the household name that it is.
We Canadians love our compact cars. The Civic is the number one selling car in Canada followed by the Hyundai Elantra, then the Toyota Corolla.
While the Sentra can’t lay claim to such sales volume, it has been the plucky underdog that has been around for 30 years. And anecdotally, I do see plenty on the streets of the Greater Vancouver area.
In fact it’s quite easy to think of it as a 7/8 scale Altima. The Sentra does look great at first glance, albeit its styling is probably not going to quicken your pulse that much.
Chrome door handles, LED accented headlamps and LED taillamps are standard across all trim levels and they add a bit of flare to what is otherwise a pretty conservative and non-offensive design. I suppose the good news is that it is a design that should age quite well.
My test vehicle was the top of the range SL model with all of the trimmings including heated leather seats up front, aluminum alloy wheels, a Bose Premium audio system, GPS Navigation, and dual zone climate control.
If you have a soft spot in your heart for the “crazy” Sentra SE-R Spec V of yesteryear, you will be a little sad. For those of you not in the know, the Spec V was a sport compact version of the Sentra with a 200hp engine and a sub 0-100 km/hr time. It even had a 6 speed manual, lowered sport suspension, and a Torsen limited slip front differential.
With this latest Sentra however, fuel economy is the name and space plus efficiency is the game. Like Nissan’s latest offerings such as the Pathfinder and the Rogue, the redesigned car focuses on class-leading design standards inside and out, and not at all on performance driving.
Built on a new platform that is lighter and stiffer than its predecessor, Nissan has been able to shave an extra 150 lbs off the curb weight while still providing one of the largest interior volumes in class.
In the name of aerodynamic efficiency, the new car is 15mm lower, 30 mm narrower, and the drag coefficient has been significant reduced from 0.34 to 0.29. Nissan claims that all of this should translate into 13 percent less fuel consumption.
The official fuel consumption ratings for the CVT-equipped model is 6.6L/100 kms in the city and 5.0L/100 kms on the highway. Since this car is likely to be used as a commuter vehicle, I spent 80% of my time testing it in the city.
With the normally aspirated 1.8L 4-cylinder engine’s modest peak output of 130 hp and 128 ft-lbs of torque, I found myself frequently flooring the throttle pedal to motivate the car on on-ramps or during passing maneuvers.
Nissan says that the revised engine has been redesigned with a variety of measures to reduce fuel consumption. These include a longer stroke to improve combustion speed and efficiency, and reductions in internal friction.
However my real world findings weren’t quite as spectacular as the advertised numbers. I averaged only 8.5L/100 kms over my test week, likely because I had to make the little engine work hard more often than not. Part of blame can also be assigned to the Xtronic CVT.
Although Nissan says that the CVT has been retuned, I still found it slow to react mainly when accelerating from a dead stop. Acceleration is not immediately congruent to the high revs that the CVT allows the engine to sit at and there is still that much loathed rubber band effect. As I quickly found out, one must leave a little bit more room when making left hand turns across oncoming traffic from a standstill.
Being a driving enthusiast, I fully admit to being more lead footed than the average motorist so your mileage may vary. However it is something to consider when carrying a full load of passengers.
But the Sentra does have a few saving graces. One of which is its fantastically spacious cabin.
Compared with the previous Sentra, the 2014 model sports a 15 mm longer wheelbase and 58 mm longer overall width. Total interior volume improves from 3,137.5 litres to 3,143 litres.
Through some clever fine-tuning of the dimensions, the Sentra is one of the roomiest sedans in its class. Not only is there more usable trunk space (now at 428 litres) but enhanced rear legroom as well. At 950 mm (37.4”), the Sentra has one of the most generous amounts of rear legroom in its class.
It’s not just space that is impresses. Although I could do without the fake looking plood (plastic wood) trim in my SL level tester, the high quality soft-touch instrument panel, dash, door armrests, and leather seats all feel like they’re borrowed from its big brother Altima.
I like the Altima and I really wanted to like the Sentra. So much so that I approached random owners of the car and asked them why they chose it over the Corolla, Civic, or even the Mazda3.
The results were resoundingly one-sided: value-for-money in relation to the space and quality. Many owners previously also had Nissans in the family so there was a high brand loyalty due to the expected reliability from both the Nissan brand name and the Sentra model name.
This latest Sentra will be unlikely to blow your socks off from a performance standpoint. However if you’re looking for an point A-to-B commuter car with a long standing reputation for quality and reliability, or if one with mid-size roominess in a compact-size exterior, be sure to give the Sentra some consideration!
Back in the late 1990’s, auto manufacturers were scrambling to add more variations of the SUV theme “song” to their line-up. Gas prices were low and North Americans were in love with their sport utes. Dodge made quite an entry to the SUV marketplace with the Durango in 1998. Based on their new (at the time) Dakota pickup truck, the Durango offered up to seven passenger seating, the most cargo space in its class, and thanks to the body-on-frame construction, 3.5 tons of towing capacity. Buyers were so smitten by the trucky first generation Durango that they even ignored the tail lamps that were borrowed from the Dodge Caravan minivan. The rest, as they say, is history. This latest Durango still wears Dodge’s signature crosshair grill but the latest iteration is now aggressively slanted forward. It’s a look that has worked well with other members of the Dodge line-up and the Ram pickup truck family, so why mess with success? To launch the latest Durango, Dodge recruited Ron Burgundy (as played by Will Ferrell) in a series of risqué but funny ads. While the TV spots were hardly about the new Durango, they were a clever tie-in to the latest Anchorman movie and worked well to increase engagement with the brand. Let’s take a look to see what Ron Burgundy likes so much about his favourite SUV!
Now in its third generation, the latest Durango has also matured with the tastes of the current marketplace. It still retains its three rows of seats and the ability to hold a sizable amount of luggage space. It can still tow up to a max of 6200 pounds with the V6 and 7200 pounds with the V8 (about 1000-2000 pounds more than its competitors). However in this day and age where car-like crossovers rule the roads, the Durango is no longer based on the body-on-frame construction of the Dodge Dakota pickup truck. Instead, it shares its platform with the highly regarded Jeep Grand Cherokee. In fact this latest Durango is built alongside the Jeep and shares everything from its running gear, powertrain, and even some chassis components. This is ”a good thing” as Martha Stewart would say, because the platform is a derivative based on the current generation Mercedes-Benz M-Class SUV. Thanks to the platform sharing, the Durango has some great chassis tuning and feels almost teutonic when it comes to body control. Handling is responsive for such a large vehicle, and the ride is composed and comfortable. The suspension is four-wheel independent and there are isolated front and rear suspension cradles paired with variable-rate springs at each corner. My test vehicle was also equipped with the optional trailer tow package ($795) with includes rear self-levelling air suspension, a class IV hitch, and more. Spacious, quiet, and comfortable, the Durango combines civility and capability in a full-sized SUV. Part of the reason for this refinement is the new eight-speed automatic transmission that is paired with both the V6 and V8 engine choices. Not only are shifts smooth but also quick. If you’re feeling a bit more sporty, a quick pull of the steering wheel paddles will place gear changes in your hand.
Most Durangos come with a 290hp 3.6L V6 but my top-of-the-range Durango four-wheel-drive tester was equipped with the powerful 360hp Hemi 5.7L V8 engine.
Equipped as such, the Durango felt as if it had a hot rod’s engine shoved under the hood. Not only was there a classic V8 hemi engine note, but also a delightfully sporty exhaust note. With 390 ft-lbs of torque on hand, passing is effortless and acceleration is brisk.
However shift it into seventh or eighth gear and the Durango quietens down. It becomes a composed and comfortable long distance cruiser with relatively good fuel economy. thanks to the tall overdrive gears and the fuel-saving cylinder-deactivation system that idle four cylinders under light engine loads. Transport Canada lists the Durango V8’s fuel consumption as 15.1L/100 kms in the city, and 9.1L/100 kms on the highway. I averaged 14L/100 kms in mix highway and city driving. Hemi V8 Durangos can also be equipped with a low range 4WD transfer case for extra torque in extremely conditions such as deep snow, mud, sand, or even pulling a boat out of the water on a slippery boat ramp.
In order to make this a comfortable modern day family cruiser, Dodge has gone to great efforts to upgrade the cabin. Gone are the hard plastic trim pieces. In their place is high quality grained plastic, soft touch surfaces, and top grain leather. The Citadel version is the top-of-the-range model and includes a long list of standard equipment including heated front and rear seats, a heated steering wheel, and luxury leather trimmed seats.
While I wasn’t a huge fan of the tan leather/black dash combination, I was a fan of the superior level of comfort afforded by all seating positions.
The big front seats are firm but padded well, almost up to German standards. They were comfortable over long hauls but could use a bit more lateral support. There is excellent leg, shoulder, head, and foot room in the second row seats, and the third row is even large enough for full-sized adults.
All rear passengers will be comfortable too with limo-style dedicated rear climate control system with satellite controls out back.
As expected, with the third row up, cargo room is a bit skimpy. However you can still fit a few mid sized duffel bags and a couple of small suitcases if you don’t mind loading the cargo area up to the roof.
Surprisingly, the Durango’s front passenger seat can be folded flat, allowing for long objects (such as ladders) to be stowed and transported in the vehicle with the power tailgate closed. My test vehicle was equipped with the second row Captain Chairs option which sacrifices passenger carrying capacity for more comfort.
This option substitutes the second row bench seat with two individually adjustable fold/tumble bucket seats ($600) and a large centre console with armrest and storage ($250). With this option, the Durango’s passenger capacity drops from seven to six people.
Regardless of whichever seating configuration you choose, your rear passengers will be entertained by the excellent dual screen Blu-Ray rear entertainment system ($2,150 option) which includes a multitude of input options for each individual screen. Up front, the driver and front passenger have their own infotainment system in the form of Chrysler’s large 8.4” UConnect touchscreen. This is one of the largest LCD screens in the industry and its responsiveness is impressive. It’s definitely something that Ford and GM could learn from for their own systems.
Traditional knobs/buttons and a logical user interface with large icons compliment the touchscreen’s responsiveness making the overall infotainment experience very pleasant and easy to use. On the active safety front, the rear backup camera with dynamic guidelines is displayed on the large UConnect screen and works well to alleviate the typical SUV issue of rear visibility. The Durango is also available with an both a forward collision warning system with active cruise control, and a blindspot warning system that even has cross traffic detection to warn you of vehicles closing fast from behind or vehicles approaching off to the sides while you are backing up.
Previous truck based Durangos were great for off-roading and towing but light on refinement. This latest Durango retains much of what owners loved about the previous truck but also adds on heaps of refinement and proper road manners.
Perhaps the Durango’s biggest challenge is its name and the potential association with its body-on-frame predecessors. If you’re looking for a full-sized SUV that can handle six or seven passengers in comfort, tow more than the average mid-sized SUV, but yet has European road manners without the teutonic price tag, the Durango deserved some strong consideration!
While taking part in a recent Mercedes-Benz Canada Mastering Performance school at Canadian Tire Motorsport Park recently, I had an interesting experience with of all things, a B-Class. The event, hosted by Mercedes-Benz Durham, saw students rotate through three groups of vehicles through the afternoon. Each group had a selection of three different models, with the leading instructor in a fourth. One grouping, which may seem unlikely to the non-enthusiast public, included a B-Class along with an ML and a GL, both of which were powered by MB’s super torque-y diesel engines.
As we rotated through the three vehicles, my two driving “partners” were comparing notes and both complained that the B-Class did not belong on a race track, as it couldn’t get out of its own way. Alrighty then. Bearing in mind that both of these gents were dealership customers, taking part in their first performance driving school, I took their comments with a grain of salt as I slid behind the wheel of the family hauler.
As the lead student in this session, I used the semi standard signal of pushing the instructor to make her aware that I wanted to go faster. As the speeds picked up, I found that the B-Class was actually surprisingly adept at handling the legendary Mosport Grand Prix circuit’s elevation changes and high speed curves. It is very much a momentum machine, as one really needs to limit their use of the brakes and keep the engine spinning to exit lower speed corners with any sort of oomph.
There comes a time in a man’s life where one of his best friends bestows upon him the honour of being the best man at his wedding. Several months ago, one of my best friends, Andrew, asked if I was willing to be his best man. I, of course, happily accepted.
Betcha didn’t think you’d be reading about a wedding when you clicked on the link to this Subaru XV Crosstrek hybrid review, did ya? Don’t worry, I’ll get to the car stuff shortly.
This trip was to be a bit of a trek (pun intended) as the wedding was not in the Greater Vancouver area where I reside, but in fact at a beautiful vineyard/orchard (named Kurtz Orchards) in Niagara-on-the-Lake, Ontario.
As many of my readers know, much of the driving in my reviews is city-based. I figured this would be a unique opportunity to take a vehicle on a proper out-of-town road trip and give it a full road test.
“You’re driving us in what to the wedding”, asked my fellow groomsmen.
“A plasma green Subaru XV Crosstrek hybrid”, I answered, “…but it’s cool!”, I added with some apprehensiveness.
“What the heck is a XV Crosstrek?” was the reply I got back.
To the uninitiated, the Subaru XV Crosstrek hybrid is a relatively new vehicle in the Subaru line-up and somewhat of a category buster. There really isn’t anything out there that is directly comparable, especially in hybrid form.
The XV Crosstrek is supposed to offer the benefits of a crossover (better visibility due to the raised seating position, ample cargo room, and increase ground clearance) and also the advantages of a hatchback (superior handling and better fuel economy).
When North American dealers first saw the XV, originally conceived as a way for Subaru to capitalize on the small-SUV trend in Europe, they convinced Subaru’s top brass that it would be a hit with young urban families. And so we have them to thank for bringing the vehicle to our shores.
After decades of successful “Outback” branding to separate the Subaru Outback from the standard Legacy wagon, the company hopes to repeat the success with the XV Crosstrek as well by separating it from the Impreza namesake. But the XV Crosstrek is still essentially an Impreza hatchback with a bit more crossover utility.
Compared to Subaru’s own Forester, the XV is 4.1” lower, 4.3” shorter, but shares the same width. Engineers have worked in additional ride height (versus the Impreza hatchback) for a total of 22 cm (8.7 inches) of ground clearance.
Tough and tumble plastic cladding helps the XV Crosstrek to further stand out from its donor platform and look more utilitarian.
Note that the Plasma Green paint job on my test vehicle is a colour unique to only the hybrid versions of the XV Crosstrek.
This includes all of your most wanted bits and bobs including a moonroof, HID headlights, LED taillights, iPod/USB audio integration with Bluetooth phone and streaming audio capabilities.
The interior is typical Subaru. Attractive enough, highly functional, well-equipped, but not exactly luxurious.
The cabin was surprisingly spacious for a compact vehicle and easily swallowed up our suitcases, camera gear, laptops, and more. The rear seatbacks still fold flat for larger cargo and because the battery capacity of the hybrid system is only 0.55 kWh, its packaging is virtually invisible.
As for the seats, the back seat room is more than sufficient in the outboard positions. Both front and rear seats were comfortable enough for the 2-3 hour trek between the airport and Niagara Falls. My rear passenger even had the chance to get comfortable and catch a few winks in between cities!
Flanking the typical no nonsense instrument cluster is what Subaru calls their MFD (Multi-Function display). The 4.3” screen can be configured to display a wide variety of information including fuel consumption, range to empty, torque distribution, and many other car settings. The screen, while small, is at least high resolution enough to be highly usable. It allows endless tweaking and a huge variety of adjustable features.
The rearview camera’s video feed also shows up on this display.
The downside of the MFD is that its menu interface seems to have been designed by the same people who design programmable thermostats. In short, it’s not exactly intuitive and the adjustments are done via steering wheel button controls and not a touchscreen. As such it can be quite awkward until you get the hang of it.
I found myself having to cycle through the menu a couple times to get to a the same function because I pressed the wrong button the first time around.
Despite being in the press fleet for some time now, my test vehicle’s settings were mostly unchanged from the factory defaults. I have a feeling that many of my fellow journalists never even came close to using the MFD’s full set of features or took the time to read the owner’s manual to figure out how to do so.
Few things are more important on a road trip than a decent sound system and the Crosstrek didn’t disappoint. Its 6 speaker system was much better than expected thanks to good frequency separation. Subaru even offers a number of speaker and tweeter upgrades as dealer-installed accessories for those wanting more.
In addition to the typical USB hook-up in the centre console, Bluetooth audio streaming was relatively easy to setup even on the standard non-touchscreen head unit.
If there is one other minor interior item I have to gripe about, it’s that the centre console armrest slides fore and aft a bit too easily (at least in my test vehicle) making it more annoying than useful.
Ah the beauty of All-Wheel Drive. Like other Subarus, the XV Crosstrek Hybrid is equipped with Subaru’s symmetrical all-wheel-drive system. Although there isn’t the same level of adjustability that one would find in the Subaru WRX or STI, the XV’s sure-footed nature was still confidence inspiring.
While plowing along the mud or puddle-filled dirt tracks in the vineyard where the wedding was taking place, not once did the car falter on the slippery surfaces.
The XV Crosstrek’s raised ride height also paid dividends as it breezed through these surfaces without jostling the bridesmaids’ carefully quaffed hairdos out of place.
Powering the hybrid Crosstrek is more or less the same 2.0 litre horizontally opposed boxer 4-cylinder engine that is found on non-hybrid models. However the engineers have bumped up the compression ratio from 10.5:1 to 10.8:1 and have fitted it with a thin electric drive motor to supplement the gas engine.
Although the small electric motor only makes 13 hp, it boosts the vehicle’s torque figures by a useful 48 ft-lbs from a low 0 to 1,500 rpms. Subsequently the hybrid Crosstrek ends up with 161 hp and 193 ft-lbs of torque versus 148 hp and 145 ft-lbs of torque in the standard gas-only car.
The electric drive’s effect is most noticeable when moving out across an intersection after a stop light, accelerating or climbing hills, or even when executing passing manoeuvres.
It quickly became a game for me to try to keep the vehicle in EV-only mode for as long as possible.
Transport Canada rates the hybrid at 6.9L/100 kms in the city and 6.0L/100 kms on the highway. In contrast the non-hybrid version is rated at 8.2L/100 kms in the city but the same 6.0L/1000kms on the highway.
My real world road test resulted in an average of 8.5L/100 kms in a mix of highway and city driving with the vehicle loaded with 3 passengers and luggage for much of the time.
After 5 days of driving between Mississauga, Niagara Falls, and Niagara-on-the-Lake, we were still left with ¼ tank of fuel when we pulled into the gas station by Subaru press office. I have to say that I was impressed even though the XV is not as efficient of a hybrid as others out there on the market.
Little did I know how big a part the Crosstrek would play in making the wedding the glorious success that it was. Not only did it function as reliable transport for three groomsmen to their friend’s wedding, but also as the wedding gift repository and more!
It lived up to expectation as a go-anywhere vehicle for the urban off-road enthusiast that is unlikely to see anything more challenging than logging roads, dirt paths leading to camp grounds, or snow covered ski slopes.
I have to credit Subaru for taking a good crack at their very first hybrid vehicle. It would’ve been easier for them to develop a mild-hybrid (one that never goes into pure EV mode) and then slap a hybrid badge on for mostly marketing purposes, but they didn’t.
Sure, the XV Crosstrek hybrid isn’t perfect. Given the $3,000 price delta between the hybrid and the non-hybrid Sport Package vehicle, one could wish for better fuel economy and more power from the electric motor.
However, the car is sure to find its fans amongst those who are looking for all-wheel-drive safety and security to get through Canadian winters, but unwilling to compromise for front-wheel-drive hybrid such as the Toyota Prius.
It seemed like half of North America’s auto journos were in Portland, Oregon this week, getting their first glimpse of the mighty new Challenger Hellcat. As much as I am jealous, that worked out ok, as it meant that there was a surprise opening in the Ontario press fleet’s 2014 Challenger Shaker, which I fully intended to take advantage of.
I spent a day with James Davidson from Wheels on Edge, shooting video of the bright orange machine. Not surprisingly, we learned that I am old, James is goofy and the Challenger is a hoot to drive.
Check it out. I kinda love the two guys having a conversation format instead of just one dude blathering on to himself. Let us know what you think in the comments section!
You know you’ve made it into the big leagues (or at least pop culture) when your brand continues to make it into the lyrics of country music songs.
While my tester for this review isn’t a Chevrolet, it’s the GMC equivalent and for all intents and purposes, the same basic truck.
The GMC Sierra has been winning accolades in the motoring press ever since its debut last year for the 2014 model year. It even won the coveted Automobile Journalists Association of Canada’s “Best New Pickup” award, no small feat as this award results from rigorous back-to-back testing and is based on a combination of objective data and evaluation by 80 journalists.
“If it ain’t broken, don’t fix it”.
Even though General Motors says that their Sierra is the most powerful, most advanced, and most refined truck in the brand’s 111-year history, the latest iteration is an evolution rather than a revolution of its predecessor.
My All-Terrain Edition Sierra gave up most of its chrome bits and bobs for body-colour trim pieces as part of the package. I thought that the monochromatic effect was rather sporty and less blingy. But the All-Terrain package includes much more than just a unique exterior appearance. More on that later.
The new snout has been carefully engineered to improve sealing for more efficient cooling. Meanwhile, the roof and tailgate spoiler were shaped in the wind tunnel to smooth airflow over the truck for reduced drag. New inlaid doors, which fit into recesses in the bodyside, reduce wind noise for a quieter cab.
The new cab is also stronger with two-thirds of the structure now made from high-strength steel for improved safety, ride and handling. The main frame rails and cross members have also been upgraded to the same high-strength steel and hydroformed for reduced mass and improved strength.
Crew cab customers, who now represent more than 60% of retail Sierra owners, can choose between two bed lengths: a new 6-foot, 6-inch box is available in addition to the standard 5-foot, 8-inch box. Regular cabs continue to be available with the 6-foot, 6-inch or 8-foot box lengths, while the double cab will come exclusively with a 6-foot, 6-inch box.
Most Sierras also now feature a rear chrome bumper with standard corner steps (a la the discontinued Chevy Avalanche) that make climbing into the bed easy regardless of whether the tailgate is up or down. My All-Terrain package’s monochromatic bumper sacrifices these corner steps for the monotone paint job.
Finally, borrowed from the Toyota Tundra is the addition of a no-slam tailgate. An integrated torsion bar and damper assists with lifting and lowering the tailgate. This is sure to be a feature that everyone will now expect from all future pickup trucks.
Whether it has been in a Chevy, a GMC, or a Cadillac, General Motors’ latest interiors have seemed to hit it out of the park. The new Sierra’s is the rule rather than the exception.
The inside is a really nice improvement over its predecessor and I’m happy to say that the panel gaps and hard plastics are gone. In its place we get a Denali-grade interior with new soft-touch premium materials.
Up front are comfortable leather seats – front buckets with a faux carbon fibre pattern in the case of my All-Terrain model. GM says that the Sierra’s seats use dual-density foam designed to stay comfortable over long hours. Something that I can attest to on a 2.5 hour jaunt out of town to Whistler, BC.
A new upright instrument panel with a large 8” touchscreen infotainment is the one of the stars of the show. The Intellilink-connected system has a relatively intuitive layout with easy-to-read high-resolution icons that control audio, Bluetooth phone, and navigation features.
There are no less than 5 USB ports, 4 twelve-volt outlets, and even an AC inverter that sit in front of a clever rubberized rail in the centre console. This rail is moulded to hold electronic devices steadily without them flopping or sliding while being charged. So simple but yet clever.
Along the centre stack and console are additional cupholders and compartments that are large enough for several laptop computers. A 2nd high-mounted storage box with a flat floor joins the traditional box below.
If you’re a previous Sierra owner, prepare to be extra impressed. Even with an empty pickup truck bed, the Sierra rides well on everyday streets. There is a lack of axle hop and the body motions are well controlled even on poor roads. This is even more impressive given that my All-Terrain model included the Z71 off-road suspension with stiffer Rancho shocks.
New shear-style body mounts are designed to tune out both up-and-down and side-to-side movement for a quieter, more comfortable ride. Double cab and crew cab models now also have a set of hydraulic body mounts to further isolate the cabs. The result is a solid, refined feel with no loss in traditional truck capability.
Steering feel is also surprisingly good for a full-sized truck. Well-weighted, precise, and surprisingly quick. It’s even more impressive when you discover that this is an electric unit and not a hydraulic one.
To motivate the Sierra 1500, my test vehicle was equipped with GM’s new 5.3L EcoTec3 direct-injection V8. This mill is good for 355 hp and 383 ft-lbs of torque. Not only is it pleasantly quiet but also has the ability to shut down half its cylinders to sip less fuel. In fact, GM claims that it offers the best fuel efficiency of any V8 pickup truck and even beats the fuel economy estimates of Ford’s EcoBoost V6 engine.
While I found the V8 to be sufficiently powerful, especially considering the truck’s 5607 lb curb weight, two things bugged me. Firstly, the engine response feels lazy and the throttle response was a bit lacking when compared with the eager-to-rev i-Force V8 in the Toyota Tundra. Secondly, when the engine switches over from V8 to V4 mode, the change in engine noise was more noticeable than expected.
While there was never a lack of power on demand, there is a noticeable increase in coarseness when the engine is in 4-cylinders mode.
Several new active safety features also make their debut including Forward Collision Alert, which uses a forward-facing camera to notify the driver of an imminent collision, and Lane Departure Warning, which uses the same camera to track the truck’s position in relation to a road’s lane markers. Oddly though, the Sierra was not available with a blindspot warning system. Something that would’ve been useful in such a long vehicle.
Paired with Forward Collision Alert and Land Departure Warning is GMC’s first-ever Driver Alert Seat, which generates vibrating pulse patterns on the left and/or right side of the lower seat cushion bolster to alert the driver of potential dangers, such as an un-signaled lane change or approaching another vehicle too quickly.
The available All-Terrain package is much more than just for appearances. To keep going even when the pavement ends, it adds the Z71 Off-Road Suspension with monotube Rancho Tenneco shocks, Hill Descent Control, a high-capacity air cleaner, underbody transfer case shield protection, an auto locking rear differential, and all-terrain tires and unique polished aluminum wheels.
I had a chance to put the Sierra through some light off-roading when meeting a couple of friends who were camping and clay pigeon shooting up in Fury Creek, British Columbia.
In order to access their location, I had drive up and down a few wide but moderately rocky paths. While this was certainly far from exceeding the Sierra’s capabilities, the 4WD low range mode, traction control, and Hill Descent Control all worked as advertised.
Hill Descent Control worked particularly well in utilizing the ABS to keep the truck at a smooth and constant descent speed down the rocky paths. All I had to do was to keep both feet off the pedals and to concentrate on steering.
GMC has been manufacturing trucks since 1902 and their experience in this category is unquestionable. With the importance of the pickup truck segment in Canada, the latest iteration of the Sierra will no doubt delight its GMC fans.
Between it and its bow-tie Chevy Silverado sibling, the Sierra strikes me as the more attractive of the two GM full-size trucks.
As I mentioned in my review of the Toyota Tundra, pickup truck owners are one of the most loyal in the industry and will fiercely defend their choice of vehicles. The question is whether GM can win over these pundits from Ford, Dodge, and even Toyota.
If I have one other criticism of the Sierra, it is the very thing that will make it popular amongst its current customers. That it is too familiar of a shape, and perhaps a tad too evolutionary rather than revolutionary.
In the meantime, consider me a GMC Sierra fan and also my current top recommednation in the pickup truck category.
I may have grown up around one of the earliest 911s in existence, but the first time I got behind the wheel of a Porsche, any Porsche, was when I was 19. It was a sinister black 1985 911 Turbo that was less than a year old. This was the car that struck fear into the hearts of Buick Grand National owners. One of the first cars to touch the 4 second zero to sixty. It was black on black, with the requisite fat fenders and whale tail. Every bit as extravagant as the decade it was born into.
That black beast spent a weekend with a buddy and I, a debauched weekend filled with sex, drugs, booze and stop light battles. It was the first time that I had seen the high side of 160 MPH. A chance meeting with an equally sinister looking black Buick on an empty street in Hamilton on Sunday morning gave me the opportunity to see if Zuffenhausen’s weapon could slay the quickest America had to offer. The Porker did not let me down.
It was not until the drive home that I learned that the borrowed car was not exactly borrowed, rather it had been liberated for the weekend. I shudder to think how different my life would be if I had been pulled over at nearly triple the double nickle in the unlawfully obtained turbo. Needless to say, that machine solidified the Porsche brand’s mystique in my young brain.
I was at the New York Auto Show when Dodge took the wraps off of its new Dart, the first car the world would see as a result of Fiat’s take over of struggling Chrysler. Dodge’s last compact, the forgettable Caliber did not impress anyone, and I think it is fair to say Dodge would like us all to forget about that car. The media swarm at the Dart’s reveal was massive. And the Dodge execs hammered the fact this car has Alfa Romeo DNA. The press swooned. Normally at a car show, a new car is revealed, everyone moves on to the next press conference. This is when I get my pictures of the car. But not the Dart. The media never left. All day long, hours after the reveal, photographers and TV crews from around the world swarmed around the new Dart.
Unfortunately, us car journalist’s views do not always coincide with the general public. Sadly, since its debut, the Dodge Dart has been a slow seller. For that, it would not be fair to blame the Dart entirely. I feel that Dodge’s indifference to compact cars over the past several years simply has most new car buyers not even consider the brand. And I think with the Dart, Dodge execs recognize that. The person who has in mind a Honda Civic or Toyota Corolla will not be swayed with the Dart. So, Dodge decided the Dart would not be a plain vanilla compact car.
Instead of a boring, appliance like device, the Dart is actually a very handsome car. Perfectly proportioned and dashing in design, the Dart is arguably one of the best looking compacts available today. There are plenty of styling cues from its big brother Charger that tie the Dart into the Dodge family, but it is not overdone. Our test car’s paint color, Header Orange, was over the top. Yes, you could literally see me coming a mile away. This is not your Grandma’s beige Corolla.
If Dodge’s had a weak spot in the past, it was definitely in the interior. Thankfully, the Dart offers a tastefully done interior. For my family of three there was plenty of room, visibility was excellent, and the controls intuitive and easy to use. I especially liked the 8.4″ screen that controls navigation, audio, climate control and other functions. It is easily one of the best interfaces in the business. The quality of materials was above average for the price paid on the Dart. However, there is a downside. I wouldn’t call the Dart uncomfortable, but the ideal driving position seemed to elude me during my week with the car. As much fiddling I did, I nver felt like I was sitting in the car right.
As far as engines go, Dart buyers have three choices. Base Darts come with a 2.0L four rated at 160hp. The higher mileage Aero has a 1.4L turbo, also rated at 160hp. Our test car, the GT, features a 2.4L four rated at 184hp. All Darts come standard with a six-speed manual, and a six speed automatic is optional. The Aero model has a six-speed automated manual that has been criticized for slow, clunky shifts. Our Dart GT sounds aggressive at start up, and acceleration is frisky. However, EPA fuel economy ratings of 22/31 MPG City/Highway are pretty disappointing for a modern compact car. Handling and braking are excellent in our sport-tuned GT. The bottom line here is you crave great handling and an engine with attitude, and are willing to pay the price at the pump, the Dart GT may be for you.
You can get yourself into a Dart for $17,000 and change, but our test car was the GT, the sportiest iteration of the Dart. The base price on our car was $20,995USD. Standard equipment included Nappa leather seating, 8.4″ touch screen display, Bluetooth, dual zone auto climate control, heated seats, heated steering wheel, SiriusXM satellite radio, ambient LED interior lighting, power seats, fog lamps, 18″ alloys and dual exhaust tips. Our car’s options included the Technology Group (Rear park assist, blind spot and rear cross path detection, auto high beams, rain sensitive windshield wipers, ), and navigation. Including destination, our Dart GT rings in at a respectable $25,125.
In the vast market of compact cars, the Dart is a unique option. Again, one gets the sense Dodge threw up their hands and decided no matter what they do, they will not sway any buyers of the Civic/Corolla crowd. So instead, we have a slightly edgier compact that is perfectly competent. But for the same money, you may have to give up a couple options, the VW GTI or Jetta GLI are far more satisfying rides. The Dart is a solid effort, and light years ahead of the Caliber. But with such lackluster fuel economy figures, a majoy factor in this class of car, I fear the Dart will continue to be a slow seller.