Review: 2014 Dodge Durango Citadel 4WD Hemi V8

August 16, 2014 by Andrew Ling 1 Comment

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!

Ride and Drive

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.

Interior

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.

Wrap-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!

Review: 2014 Subaru XV Crosstrek Hybrid

July 28, 2014 by Andrew Ling Leave a Comment

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.

Moreover, two other mutual friends from Vancouver were also invited to be groomsmen, and therefore whatever vehicle I was going to drive had to have enough room to house luggage and 3 guys.

Plus, it had to have enough oomph under the hood to squirt around on a 3 hour highway drive without feeling like it was in limp home mode the whole time.

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.

So this is that story of a 2014 Plasma Green Subaru XV Crosstrek Hybrid, 3 dudes from Vancouver, and a beautiful wedding between two of my favourite people.

EXTERIOR

“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.

For simplicity-sake, Subaru compares it to other small SUVs in the market, even though its own Forester is in that mix.

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.

The effect is an attractive looking vehicle that boasts more ground clearance than the Mazda CX-5, Ford Escape, and even the Jeep Compass.

Note that the Plasma Green paint job on my test vehicle is a colour unique to only the hybrid versions of the XV Crosstrek.

There aren’t any optional extras available on the XV Crosstrek hybrid as it only comes n well-equipped trim level that is equivalent to the non-hybrid’s “Sport Package” trim line.

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.

INTERIOR

The interior is typical Subaru. Attractive enough, highly functional, well-equipped, but not exactly luxurious.

With the high up sitting position afforded by the raised ride height, the driver enjoys a commanding view of the road ahead and around.

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.

Subaru says that the rear floor areas have been revised, but you’d need to park the hybrid and non-hybrid vehicles side-by-side to truly notice the difference.

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.

I left the MFD in the hybrid system status mode most of the time to monitor the car’s performance as I suspect most hybrid owners will as well.

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.

SO HOW DOES IT DRIVE?

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.

Steering feel from the electric power steering is bit numb but at least its precise. The system weights up progressively off centre and is actually quick enough to be somewhat fun.

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 motor’s ability to supplement torque from the get-go also eliminates the elastic band feel that plague many CVT-equipped vehicles, including the XV Crosstrek.

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.

Is it possible to drive the vehicle on pure electric vehicle mode? Yes it is, but it’s not easy unless you’re very light on the throttle, creeping through stop-and-go traffic, or coasting downhill.

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.

WRAP-UP

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!

More memorably, it was the first vehicle that the bride and groom rode in as a married couple.

After 5 days of putting the Crosstrek hybrid through its paces and a wide variety of conditions, my road trip buddies and I came away impressed by its versatility and all-round capabilities.

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.

Sure it’s ultimately a quasi-small SUV version of the Impreza hatchback but it certainly has enough differentiation to make it the perfect choice for a lot of people.

And it’s sure to be a vehicle that will always have a special place in my heart and mind.

2014 GMC Sierra 4WD Crew Cab SLT All-Terrain

July 16, 2014 by Andrew Ling Leave a Comment

“In this brand new Chevy with a lift kit, would look a hell of a lot better with you up in it”.

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.

To test out GMC’s latest definition of their “Professional Grade” mantra, I borrowed the keys to a 2014 Sierra 4×4 Crew Cab SLT fitted with the All-Terrain package.

Giddy-up!

EXTERIOR

“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.

Former owners will find an update of a familiar shape, but designers have added new details such as halogen projector headlamps, LED daytime running lights, and a new grill.

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.

There is certainly more than enough variation in Sierra’s available trim lines to suit your penchant for chrome or whatever else you may prefer.

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.

Four movable upper tie downs in the bed are also standard and can be placed in nine different locations. These adjustable units can bear a sizable 250-pound (113 kg) load.

I also appreciated the available LED cargo lights integrated beneath the bed rails. These hidden LEDs help to light the bed with a flick of a switch or when a tonneau cover is in place.

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.

INTERIOR

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.

The redesigned interior was supposedly focused on maximizing usable and productive space and it tells.

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.

The seats are also designed to continue looking great after years of use, an important factor considering the serious beating that these trucks go through as tools of the trade.

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.

The newly designed knobs and buttons are large and easily within reach. The rubberized coating makes it easy to grip even through gloves.

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.

One thing is for sure. You’ll definitely not run out of storage space in this truck!

SO HOW DOES IT DRIVE?

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.

My vehicle was also equipped with the MAX trailering package which included a handy integrated brake controller, enhanced cooling radiator, and a 3.73 tow friendly axle ratio.

MORE ON THE ALL-TERRAIN PACKAGE

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.

WRAP-UP

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.

With Ford’s all-aluminum 2015 F-150 about to hit the showroom floors in just a few weeks time, it will be interesting to see how the Sierra’s and Silverado’s sales numbers will be affected.

In the meantime, consider me a GMC Sierra fan and also my current top recommednation in the pickup truck category.

REVIEW: 2014 BMW X5 xDrive50i M Sport

June 1, 2014 by Andrew Ling Leave a Comment

They said no one would be interested. They said that SUV drivers loved the trucky ride and feel of their rough and tough vehicles. But what do they say now?

Behold, what we have here is genesis!

Over 1.3 million vehicles and two generations ago when BMW introduced the X5 in 1999, SUVs at the time were mostly based on pickup truck platforms. Built on traditional body-on-frame platforms, these vehicles were capable tow vehicles and superior off-road. However the drawbacks included rougher rides, high step-in heights, and truck-like handling.

It isn’t often that an auto manufacturer gets to launch an entirely new vehicle segment. But with the X5, coined the world’s first Sport Activity Vehicle, BMW proved to its competitors (and customers) that there was and is indeed a market for a vehicle with all the pros of an SUV (added space, higher seating position, etc) but with the luxury, safety, security, ride and handling, and performance of their Ultimate Driving Machines.

Fast forward to 2014 and every major auto manufacturer worth its salt has some sort of crossover vehicle in its model line-up. Even Lamborghini is working on one! As the old adage goes, if you can’t beat them, join them!

For this review, I tested the “bad boy” in the X5 line-up, the V8 powered X5 xDrive50i M Sport. Keep reading to find out why this is the closest thing you can get to a brand new X5 M…for now.

EXTERIOR

This 3rd generation X5 still shares a lot of its design traits with its popular predecessors. BMW defines these as a long wheelbase, short front overhang, upright A-pillars, and a short distance between the front axle and the leading edge of the front door.

Look closely and you may even be able to spot the front bumper’s subtle X-shaped contour lines which are meant to identify the vehicle as a member of BMW’s X model family.

As with every BMW, the 3D kidney grill is present, larger than ever before, and the hallmark four round headlamps have been elongated to meet the sides of said kidney grill (a la 3 and 4-series cars).

All X5 models are equipped with standard adaptive Bi-Xenon headlights, but new to the game is the availability of BMW’s Adaptive LED headlights. In this latest iteration, the LED accent rings (aka angel eyes) have been flattened along the bottom edge and overlapped at the top.

LED front foglamps are also standard equipment on all X5 models.

Add BMW’s optional High Beam Assistant (part of the $3,800 technology package) which automatically turns the high beams on and off, and you truly have the best lighting system money can buy on an SUV today.

The LEDs resemble daylight more closely and cast a controlled flood of light that can even change pattern according to the speed of the vehicle and type of road it is being driven on (e.g. city or highway).

BMW’s Drag-reducing Air Curtains also make their debut on the X5. The engineers claim that these vertical apertures are designed to guide the incoming air around the wheel arches, creating a curtain of air over the wheels before making a controlled escape through the Air Breathers in the side of the front fenders.

Out back, the X5 is mostly unchanged from its predecessor. The Range Rover-like two piece power tailgate is retained, and the thin 3D LED light strips in the classic BMW L-shaped rear lights create an even more striking night-time signature.

My X5 xDrive50i test car was equipped with the $4,000 optional M Sport Line package, which, among other things, included a set of attractive 20” M Double-spoke alloy wheels mounted on massively wide tires (275/40 up front and 315/35 out back).

These are rear tires worthy of a Porsche 911 Turbo and they really help to accentuate the wide track and sporty stance of the X5. However aware that replacement tires will not come cheap.

The M Sport package also includes an M-aero body kit, Shadowline trim that replaces all of the chrome trim, as well as high-gloss roof rails.

If you’re looking to set your X5 apart from the more pedestrian looking ones in the mall parking lot, save your pennies and spring for this performance-orientated package full of goodies. It really helps to emphasise the “Sport” in Sport Activity Vehicle.

INTERIOR

This is where BMW has clearly invested some time and money. If you’re familiar with BMW’s latest interiors, you will feel right at home in these new digs.

A new multi-layered horizontal design has been applied to the X5’s dash and instrument panel. BMW says that the use of layered surfaces helps to reflect the spaciousness of the new cabin.

The result is a more interesting take on the usual business-like interior. The new 3D design and contrasting surfaces colours play off nicely against each other.

The configurable ambient lighting system adds a high class touch to the interior, not unlike that in a Rolls Royce (which is part of the BMW Group).

Also new to the X5 is a heads-up display system that can display your music selection, warning messages, speed, and navigation directions. It’s highly visible even in bright sunlight and highly recommended.

A central piece of this revised interior is the enlarged 10.23” freestanding iDrive screen. Controlled via the iDrive touchpad, this screen has impressive high resolution and contrast.

Due to the upsized display, the live video feed from the 360 degree Surround View camera system is also proportional improved in clarity and usability.

As mentioned in my previous reviews, I truly believe that BMW has the best 360 camera system in the business.

The M Sport Line package’s offerings continue inside with the addition of an anthracite headliner, an M-sport steering wheel with flappy paddles, and multi-contour sport seats.

Speaking of the front seats, they’re nicely trimmed in BMW’s Dakota leather and are top notch – supportive, all-day comfy, and adjustable in enough ways that even the pickiest driver or passenger can find a suitable position.

Second row passengers won’t be missing out either, particularly as my test vehicle’s Premium Package also included 4-zone climate control, heated rear seats, rear window sunshades, and a $1,950 optional rear seat entertainment system with dual 9.2” screens.

This rear entertainment system includes a DVD changer and allows the rear passengers remote-control functions to the ConnectedDrive system.

TV, radio, DVD, and even navigation functions are accessible from the rear seat independent of the driver and the front iDrive display. Auxiliary connections are also available for MP3 players and game consoles.

As nice as this system is put together, the option price is rather steep. I would personally skip it for a couple of iPad Airs instead and still come out ahead by a few hundred dollars.

If you’re an audiophile, one option that would be hard to pass up on would be the $4,900 optional Bang & Olufsen Sound System.

Equipped with a new Dirac Dimensions signal processing system, the Bang & Olufsen High End Surround System includes 16 speakers and a whopping music output of 1,200 watts.

The system’s party trick is an automatically extending (and lit) centre speaker on the dashboard carrier.

This speaker is a mid-range unit featuring Acoustic Lens Technology for consistent sound quality on all seats.

You can choose between two sound settings: “Studio” for authentic sound and “Expanded” for surround sound.

The lighting scheme of individual speaker covers is also sure to illicit “oohs” and “ahhs” from your passengers.

The X5’s versatility also gets cranked up a notch or two with the addition of a 40/20/40-split folding rear seat which allows the loading of long and slim objects like skis, but without sacrificing room for back seat occupants.

Optional third row seats are also available but judging from the available cargo area space, the seats are likely to be suitable for only small children.

So how does it drive?

The answer to the million-dollar question is a resounding “YES”. The BMW X5 still does handle like the company’s famed sports sedans, which is the top reason to consider this crossover.

The xDrive50i’s V8 engine produces gobs of power and an angry snarl. It’s a truly intoxicating guttural noise that encourages you to rev it more. Unlike the Range Rover Supercharged I tested earlier this year, the X5’s racy V8 does entice you to push its limits. And anytime you need the muscle it’s there for the taking.

The direct injection 4.4L TwinScroll Twin Turbo V8 engine generates 445 prancing German ponies and 479 ft-lbs of torque between 2000-4500 rpms. The relatively flat torque curve is the main reason why the grunt is there in abundance at all times.

0-100 km/hr whooshes by in a sports car like 5.1 seconds. Not bad for a vehicle tipping the scales at 5,150 lbs.

BMW Canada rates the xDrive50i at 14.6L/100 kms in the city and 9.2L/100 kms on the highway. I managed 16.5L/100 kms in mostly city driving and admittedly with a heavier than normal right foot.

But let’s face it. Customers who opt for the high output V8 engine aren’t too worried about its fuel consumption. For those who are, the miserly xDrive35d turbo-diesel is rated at an impressive 8.7L/100 kms in the city and 6.3L/100 kms on the highway.

To help stretch out the distance in between fill-ups with the maximum 85L of fuel on board, BMW offers a few clever tech innovations. Firstly, the ECO PRO drive control mode retards downshifts and relaxes throttle response. On the highway it will even automatically shift the transmission into neutral when coasting, so as to lower the engine revs.

The system works extremely well and even reports the kilometres of range extended by using ECO PRO.

Conversely, toggle the Dynamic Drive active chassis control’s switch over to Sport or Sport+ and the X5 livens up with noticeably sharper steering, faster and more aggressive gear changes, and a much more responsive throttle pedal.

To tie that all together is BMW’s Adaptive M Suspension, part of the M Sport Line package. Offering firmer settings and a self-leveling rear air suspension, the system is also linked to the Dynamic Drive control and helps the X5 make the claim of being the closest thing to driving a sports car one can get whilst still in an SUV (save for the Porsche Cayenne Turbo).

On my usual test loop, the xDrive50i was seriously accomplished even when judged by car (and not just SUV) standards. The benefits of the 50/50 weight distribution are even more evident with this heavier vehicle, and the meaty tires offer huge amounts of grip especially when combined with BMW’s excellent xDrive all-wheel-drive system.

It feels surreal to be driving something with such a high up seating position but with quick and precise steering, little body roll, amazing power delivery, and an angry exhaust note to boot.

The 5,000+ curb weight does make itself apparent when “throwing” the X5 around tight off-camber ribbons of tarmac, but most drivers will never get anywhere close to its limits unless they’re doing something truly stupid.

WRAP-UP

As with all BMWs, be careful with the options sheet or the sticker price can escalate quickly. My X5 V8 tester’s price was a gulp-worthy $96,400 before taxes, freight and PDI.

This 3rd generation X5 is more of an evolution rather than a revolution. But as the saying goes, “if it ain’t broken, don’t fix it”. And thus BMW has taken a calculated approach not to mess up a good thing.

As its predecessors have done before, this latest X5 once again sets new standards for luxury, versatility and – because it is a BMW first and foremost – driving dynamics.

BMW has focused on the things that its customers care about the most. Improvements in quality, technology, space, driving dynamics, and the upgraded appearance of its cockpit top the list.

And as Martha Stewart says, “That’s a good thing”.

Review: 2014 Infiniti Q50 Premium AWD

April 21, 2014 by Andrew Ling Leave a Comment

The compact sport luxury sedan market is highly sought after and has many players from around the world. The Infiniti Q50’s competitors include the Audi A4, BMW 3-series, Cadillac ATS, Lexus IS, Mercedes-Benz C-Class, and the Volvo S60.

The Q50 was originally supposed to be the successor to Infiniti’s highly successful G37 sports sedan. However strong sales for the G37 prompted the management to rethink that decision and the Q50 was sold alongside the G37 for a short period of time.

For 2014 though, the G37 is gone and along with a revamping of models names (for clarity-sake), the Q50 is marketed as Infiniti’s mid-sized sport luxury sedan.

A Little History

Nissan vehicles have always had a special place in my heart. A few weeks before I was born (in Singapore), my father purchased his first brand new car. A full-loaded Nissan Bluebird sedan (aka the Maxima in North America) complete with brown velour upholstery and a then-cutting edge audio system complete with a cassette player.

My first car ride home from the hospital as an infant was in this Nissan, and over the next 10 years we would have 2 more Nissan vehicles in the family.

30 years later as I picked up my press car, I was struck by the similarities of the Q50 3.7 Premium AWD sedan and my father’s Nissan Bluebird. Coincidentally, both of them were similar in colour. But fast forward 3 decades and the Infiniti’s gleaming new paint scheme is now whimsically dubbed “Chestnut Brown” versus just plain-old brown.

Exterior

With Infiniti’s history being littered with past identities, it’s nice to see the brand develop into today’s line-up with cohesive/unique design elements and sheet metal that is no longer shared with any Nissan vehicles.

The Q50’s design was done in Japan at Nissan’s studios by a dedicated Infiniti design team. Although the Q50 is essentially the company’s entry-level model, the car still looks striking and upscale.

To my eyes, this highly anticipated successor to the G37 looks much more handsome and muscular than its predecessor. With its tasteful curves, angles and bulges, the once-stylish G37 seems well past its best by date by comparison.

The most striking change is the hunkered-down stance that reaffirms the Q50’s status as a sport sedan, particularly when it is fitted with the Sport package’s 19” wheels.

Compared to the G37, the Q50 has grown in almost all dimensions. It sits lower, is about 2” wider, and is slightly longer despite riding on the same 112.2-inch wheelbase. 17” wheels with Bridgestone run-flat all-season tires are standard equipment on my Premium AWD model, while the optional Sport package provides 19” wheels with all-season or Dunlop summer tires.

Out front, the Q50 is fitted with standard equipment LED headlamps and LED foglamps. They’re one of the best LED units I’ve tested, largely thanks to a wide and even beam pattern combined with a lightning fast active cornering lighting system.

Out back, the signature Infiniti rear door “kink” not only looks distinctive but unexpectedly carves out additional space in the C-pillar for rear passengers to get in and out of the cabin easier.

Interior

To compete with others in its class, the Q50 has a few clever tricks up its sleeve.

A new driver-centric layout will delight those who like to spend time behind the wheel, and the premium soft touch materials feel a grade above the G37. The subtle grain on the wood trim, the plush leather upholstery and even the quilted stitched patterns on the door panels impressed me.

Total interior volume is up by 3 cubic feet to 102 cubic feet, resulting in a bit more front head and shoulder room when comparing the Q50 to its predecessor.

The front seats are superbly comfortable and Sport package equipped models also include power adjustable lateral seat bolsters.

Out back, rear passengers will find more commodious rear seats and legroom than other sedans in this class. The only knock is a high centre floor tunnel which impinges upon legroom for the centre rear passenger.

Trunk volume is unchanged, at 13.5 cubic feet, and the rear seatbacks easily fold down to create a nearly flat surface. But because both the trunk opening and the space leading to the passenger compartment from the trunk aren’t particularly big, loading long objects are a bit cumbersome.

Infiniti InTouch system

Being a bit of a tech geek, I was drawn to Infiniti’s InTouch communication system with its massive dual touchscreen displays (8” upper, 7” lower).

The upper screen houses navigation, climate and audio controls whereas the lower screen houses apps screens, vehicle settings, and secondary navigation input controls.

Thankfully Infiniti also includes a few hard-buttons to the side of and under the lower touchscreen for the main functions.

While the setup is not quite as impressive as the Tesla Model S and its 17” display, the dual LCD screens come close. Without integrating both of these versatile touchscreens, the driver would be faced with a bad case of button clutter to control the many vehicle functions.

Overall, the InTouch system proved easy-to-use and to navigate with some practice. Aside from some dated-looking GPS navigation screen graphics, I found the dual screen system more intuitive than Honda/Acura’s similar dual screen arrangement.

On-screen buttons were where I expected them to be, and the touchscreens were very responsive. The only slight confusion was when some functions appeared on both screens and not others. Once you get used to it though, it’s a non-issue.

The Infiniti drive mode selector on the centre console also features a quick way to set the Q50 for the proper road conditions. The settings range from Snow, Eco, Standard, Sport and Personal settings.

The Personal settings are part of the Infiniti InTuition system, which is an advanced customizable way to create unique settings for engine and steering settings (when equipped with optional Infiniti Direct Adaptive Steering).

So how does it drive?

The Q50 is powered by Nissan’s VQ-family 3.7-liter V6 with 328 hp and 269 pound-feet of torque. Engineers put a lot of effort into smoothing and isolating the engine with new intake and exhaust manifolds. The result is a powertrain that no longer feels ragged or coarse.

Acceleration from this engine is so strong that you might mistake it for a V8. The 7 speed automatic transmission is well calibrated to the engine’s power band and is able to skip gears when you need a quick burst of power to merge onto the highway. I did wish for steering wheel paddles (which are available in the Sport model) but otherwise felt that nothing else was lacking.

Ride quality is good but in premium trim it feels more luxury than sport. Don’t expect BMW 3-series levels of canyon carving fun. But the upside is that ride comfort is one of the Q50’s highlights. The suspension isolates bumpy pavement well without feeling wallowy.

My Q50 was also equipped with Infiniti’s fulltime Intelligent all-wheel-drive system which is able to actively transfer power from the wheels that slip to those that grip. But it is also a proactive system that can transfer power to prevent slippage in the first place. A rear-wheel bias also means a sportier feel and the system worked well in rainy Vancouver weather.

Look Ma, no steering linkage!

The Q50’s claim to fame is its brand new direct adaptive steering system. In fact, this is the first mass produced car to be steer-by-wire. In short, an electronic system steers the front wheels without a mechanical connection between the steering wheel and the front tires. There is a backup clutch in case things go awry but otherwise there is no traditional steering linkage.

To simplify my experience, it was bit like a driving simulator the first few times behind the wheel. But with an open mind and a few days of seat time, I really came to appreciate how responsive the system allows the car to be even during simple manoeuvres such as driving around my parkade.

Since the system allows the driver the ability to change the steering feel (heavy, normal, light) and the ratio (quick, standard, casual), it truly felt like a video game. My favourite combination was the normal steering feel/weight with the quick steering ratio. I didn’t like the heavy setting as it felt distinctly artificial.

Safety gadgets galore

Every Q50 comes standard with a long list of active and passive safety systems. As you would expect, ABS, stability and traction control, front side airbags and side curtain airbags are on this list. A rearview camera is standard on all Q50 trims. Infiniti’s Connection service includes roadside assistance, automatic collision notification, stolen vehicle reporting and remote door unlocking.

But here’s where it gets interesting. The Q50’s available safety features (grouped in various packages) include a 360-degree surround view camera system, front and rear ultrasonic parking sensors, adaptive cruise control, blind spot/lane departure warning, and forward/back-up collision warning systems (which can automatically apply the brakes if a collision is deemed imminent).

There’s also Active Lane Control, which senses changing road surfaces or crosswinds and automatically adds minor steering corrections. The idea behind this system is that it reduces driver effort and therefore fatigue. This is as close to fully autonomous driving as we have come thus far and is even better than Acura’s similar system.

In the real world, here’s what all of this means. Push the safety shield button on the steering wheel and a green car-shaped symbol appears in the driver-information screen.

This means that that all driver-assistance systems are on. The InTouch system lets you configure what you want or don’t want to have on or how sensitive the system thresholds are before intervention. The implementation is refreshingly simple (with just one button to push) compared to many other vehicles in the market.

But my favourite high-tech driving gadget has got to be the Predictive Forward Collision Warning (PFCW) system. It warns the driver of risks that may be obstructed from view. This latest generation system is so good that not only can it detect the relative velocity and distance of the vehicle directly ahead, but also of a vehicle traveling in front of that one.

In other words, it can see two cars in front of you and if necessary brake the Q50 to eliminate an accident from occurring in the first place. This is a truly a feature that can save lives or help to prevent injuries.

Final thoughts

The Q50’s combination of technology, luxury and performance really signals a new direction for the Infiniti’s brand philosophy.

With a starting price of just $37,500 for the rear wheel drive Q50, Infiniti Canada has priced this car to sell well in the competitive Canadian luxury sport sedan segment. My 2014 Q50 3.7 AWD Premium came in at a price of $43,400 with $5,700 in extra options bringing the price to $49,100 before freight and PDI.

Adorned with a boatload of new safety gadgetry and advanced performance technology, the Q50 is a venerable threat to European sport sedans costing thousands more. And it needs to be this impressive because it has some steep competitors from the US and Japan as well.

But overall, the Q50 is a solid sports luxury sedan that brings a welcome and distinctive design to its class. And it’s certainly a Nissan Motors vehicle that my dad still approves of today!

Review: 2014 Hyundai Tuscon GLS AWD

April 7, 2014 by Andrew Ling Leave a Comment

When the Hyundai Tuscon first came out in 2009 as a 2010 model, small SUVs were practical but not very attractive. Many were boxy and functional but not something that you could call “pretty” to look at.

Hyundai changed all of that by adding some spice to the small SUV segment. These days most of the small SUVs have become more shapely, more attractive, and arguably we have Hyundai to thank for that.

In this increasingly competitive small SUV market, can look-at-me styling and newfound efficiency still keep Hyundai’s trucklet as a contender? Keep on reading and find out.

EXTERIOR

Gone is the love/hate puppy dog styling of the previous generation Tuscon. The current model features swoopy styling with its stylish taper from the A-pillar to the D pillar.

The rising beltline looks nice but it is more difficult for kids to see out of the rear door’s windows because of this styling trait.

Personally though, I didn’t find it to be too much of a problem when merging or checking blindspots. With its large windshield, visibility out front is excellent. Just be careful when parking as the nose tapers off significantly. Fortunately, the Tuscon’s snout is not too long so judging where the front end is will not be too difficult.

Speaking of snouts, new for 2014 is the addition of Audi-like LED daytime running lights. They definitely help to bring the Tuscon upmarket.

INTERIOR

Inside you’ll find a basic but well organized interior. Step-in height is reasonable with its low floor and seat height. No need for any running boards or side steps here.

My only complaint was the width of the sills. You’ll have to step in and lift your limbs up carefully or your pant leg may get dirty from touching the sill.

The dash is organized in a no nonsense fashion with large and easy-to-use (and find) buttons. The controls are at a nice height with not too much reach from the driver’s seat.

There was plenty of legroom and headroom for myself at 5’9”. The seat has a wide range of adjustments and can be lifted quite high for shorter drivers. The steering wheel also tilts and telescopes for maximum adjustment.

One small complaint is that the plastic trim on the steering wheel extends all around the lower inside circumference of the wheel. I thought that it was a tad hard and uncomfortable over longer drives but your mileage may vary.

The front cloth/leatherette seats in my Tuscon GLS were surprisingly sculpted for a small SUV. There is an above average amount of lateral and thigh support but no lumbar support. A small demerit there.

While the lateral support is great for driving enthusiasts such as myself, my passengers were divided into two camps. Half found the front seats really comfortable and supportive, the other half flat and a bit firm for longer hauls. I should note that the leather seats in the Tuscon Limited do feel more cushy than in my GLS tester, so be sure to try them out in that trim level when shopping around.

The rear seats were very roomy for up to two large adults or three smaller ones. The outboard rear positions were even heated, a rarity in this class.

The only complaint I heard from my rear passengers was that the seat base angle is a bit low and could use more thigh support for longer trips.

Happily, the rear floor is nearly flat with minimal driveshaft intrusion, thereby resulting in no rear centre floor “hump”. This contributes to more rear leg and foot room especially for the centre rear passenger.

Despite the niggles, all passengers unanimously enjoyed the trucklet’s expansive glass moonroof. It really brightened up the interior significantly.

Cargo space in the Tuscon is much improved over the previous generation vehicle but it still has less cargo space (25.7 cu ft with seats up) than some competing vehicles in its class. The steeply raked tailgate window eats up some room here.

The Mazda CX-5 for example, has 34.1 cu ft with the rear seats up. For the most part, I don’t think this is too much of an issue unless you need to move a lot of stuff in one trip.

Notable mention: While my Tuscon GLS did not come with a navigation system, Hyundai cleverly integrated a trick rearview camera display into the rearview mirror.

The built-in screen is totally hidden until the reverse gear is activated at which point a small but clear view of the area behind the Tuscon is displayed on the left of the mirror.

It was much appreciated as the Tuscon’s view out back is a limited due to its smallish rear window.

SO HOW DOES IT DRIVE?

Handling-wise, the Tuscon feels quite agile and nimble. There is an acceptable amount of body roll unless you really push it hard in the twisties. Because the Tuscon is one of Hyundai’s older designs, it has an honest to goodness hydraulic power steering rack. It has a decent amount of road feel, much better than electric systems. My only complaint is that it is a bit numb off-centre and that the steering ratio could be a bit quicker.

The Tuscon’s good handling helped it through any slippery conditions and emergency manoeuvres I had to put it through. The stability control seemed to be well calibrated enough to step in only when needed and the intelligent all wheel drive system seemed to work quite well. Drivers can also lock the torque split 50/50 between front and rear wheels for deep sand or snow.

What isn’t as impressive about the Tuscon is its ride on rough roads and the road noise. Small SUVs as a class are a bit noisy and the Tuscon is no exception. Wind noise is acceptable at low speeds but as you make it up to highway speeds it gets a bit loud inside.

On well paved surfaces the ride is perfectly acceptable. However on poor roads, the ride is a bit too stiff and the suspension lets even minor surfaces undulations ripple through more than I liked.

Power comes from Hyundai’s 2.4L 4-cylinder direct injection engine with 182hp and 177 ft-lbs/torque. It has adequate power around town and is competitive with other vehicles in its class. It won’t blow your socks off, but it’s responsive and delivers decent fuel economy.

The 6 speed transmission also performs well with no delays in kickdowns upon command. My only complaint was that, like its big brother Santa Fe, the auto-manual shift gate lacks some feel.

Hyundai claims fuel consumption ratings of 10.2L/100 kms in the city and 7.8L/100 kms on the highway. My observed fuel consumption after 80% city driving was 10.5L/100 kms.

Like some other Hyundais, there is an “Active ECO” function that can be activated to save fuel. Essentially, it modifies engine operation so you get more gradual acceleration. Transmission behaviour is also altered so that it tends to shift to higher gears sooner and isn’t as quick to downshift for passing. Active ECO also cuts off the fuel supply during deceleration. Hyundai says all this electronic management can increase fuel economy as much as 7%.

WARRANTY

Normally a vehicle’s warranty coverage is not worth of being mentioned in a review. However Hyundai is so confident in the quality of its products that it provides an absolute standout in the industry.

Whereas other vehicles in its class only include a 3 year/80,000 kms warranty, the Tuscon, like other Hyundais, comes with a 5 year/100,000 kms comprehensive limited warranty (that includes powertrain and emissions). It also includes a 3 year unlimited mileage roadside assistance program.

WRAP-UP

It’s really quite amazing how much progress the South Korean auto manufacturers have made over a few short years.

My Tuscon GLS came in at an MSRP of $28,899. This is over $3,000 cheaper than a comparably equipped Mazda CX-5!

Overall, the Hyundai Tuscon is a pleasant small SUV. While the platform is starting to show its age a little, the Tuscon is still worth considering particularly due to its outstanding warranty and unbeatable value.

Review: 2014 Mazda6 GT – Rocky Road ice cream in a freezer full of vanilla

March 20, 2014 by Andrew Ling Leave a Comment

According to the International Ice Cream Association, vanilla ice cream is the USA’s favourite ice cream flavour and beats out chocolate. More exotic flavours like Butter Pecan or Rocky Road fall into 4th or 5th.

One can draw a similarity when it comes to mid-sized family cars. The top selling car in America is the Toyota Camry. A competent but safe choice, sort of like vanilla ice cream.

Even Honda played it safe with the Accord’s styling when the sedan was redesigned recently. The top selling sedan has been criticised for looking too derivative even though the new shape is certainly an upgrade over the prior model.

The Mazda6? Well it’s sort of a wallflower among the big selling midsized sedans. While it’s probably never going to sell in the same numbers as the Camry or the Accord, consumers would be remised in passing it up during their shopping.

Personally, I’ve always enjoyed Rocky Road ice cream. So when I recently had the chance to get the keys to a 2014 Mazda6 GT with <gasp> a 6 speed manual transmission, I knew I had to give it a go.

EXTERIOR

The Mazda6 is definitely one of the sleekest sedans you can buy. Mazda’s Kodo “Soul of Motion” design language, which is supposed to mimic the calm and furious states of nature, has resulted in an aggressive front fascia and plenty of attractive character lines along its profile.

And look at those front fender bulges! Where can you find them on another sedan, let alone what is traditionally expected on a plain-Jane family sedan?

In fact, Mazda says that their new 6 is probably the purest expression yet of the Kodo design language.

In this case, the aggressive front end is supposed to look like an animal that is crouched and ready to spring into action.

Overall, I think that the eye-catching coupe-like styling looks quite fetching and the ties the Mazda6 with the Ford Fusion for the best looking mid-sized sedan.

My other favourite exterior design element aside from its bulging front fenders, is the combination LED strip and halo ring within the headlamp unit. It adds an upscale flair to the car, and is something different than the now ubiquitous strip of LEDs along the bottom perimeter of the headlamp.

INTERIOR

No matter which trim level Mazda6 you choose, you’ll end up with a car with a roomy and comfortable driving position.

It is a little bit of a pity that the interior design team didn’t have the same exuberance (or perhaps the same budget) as the exterior designers.

The 6’s cabin is an almost identical photocopy of the Mazda CX-5. Not a bad thing but just a bit bland. Then again as discussed at the beginning of this review, vanilla ice cream reins supreme in the conservative midsized family car market and not Rocky Road.

Regardless, the inside of the 6 is neatly trimmed with comfortable and supportive seats. My top-end GT spec car included standard leather hides and all trim levels include generous applications of soft-touch dash plastics.

The design is more minimalist than techy, and the gloss black plastic trim that spans across the dash has a hint of BMW design to it. Not a bad association to be made.

I like that the steering wheel both tilts and telescopes for maximum adjustability. To compliment it is an 8-way power adjustable driver seat. This makes finding the perfect driving position a clinch.

Previous Mazdas have been so-so when it comes to the interior electronics, but no longer.

A touchscreen now replaces the odd split-control radio headunit design in the previous generation Mazda6. The new system is much easier, albeit a bit plain due to its TomTom borrowed interface.

Thankfully there are many redundant hard buttons for the climate control system, which has not been integrated into the touchscreen interface unlike an increasing number of cars. I prefer this than the fussy virtual interfaces that some vehicles have these days.

One bone of contention. While I appreciated that Mazda has taken the effort to include a rotary BMW iDrive-style knob that also controls the headunit, it seems almost redundant when the touchscreen is so easy-to-use and so close at hand.

Irritatingly, the headunit still locks out most functions when the vehicle is on the move, so neither driver nor front passenger can program the system using this Controller knob anyway.

On the plus side, almost every 6 will have Bluetooth and a backup camera. The GPS Navigation screen is a bit small, but high resolution. Blindspot monitoring was a standard feature on my GT model and it worked well. Opt for the Tech package and you also get Smart City Brake Support, which can automatically brake to prevent low speed collisions.

Out back, the rear seats have a lot of room. Thinner front seats and widened openings under them mean that rear seat passengers now benefit from extra knee and foot room.

Just how commodious is the space back there? I invited fellow car enthusiast, Mitchell Sayers, to give the rear seats a try. At 6’5”, he’s not exactly what you would call of average height. But even he was surprised by the amount of rear cabin space.

While the lower roofline meant that Mitch had to swoop a bit when getting out, the headroom was more than enough for him. My kudos goes to the Mazda designers and engineers for their clever interior packaging and ergonomics.

SO HOW DOES IT DRIVE?

Being a smaller company, Mazda doesn’t have the resources that Honda and Toyota do. And now that they’re going in alone (without any more Ford resources), they have to play it smart.

As a result, they build their products on a modular structure. The 6 shares the same platform as the well-regarded CX-5 small SUV. It also shares the same engine, a variable valve timed SKYACTIV-G 2.5L direct injection 4 cylinder engine with 184 hp at 5700 rpms and 185 ft-lbs of torque at 3250 rpms.

Mazda wants to be known for its efficiency but does it via conventional ways without expensive hybrids. The key is Mazda’s comprehensive suite of SKYACTIV technology, including direct fuel injection and a race car high 13:1 engine compression ratio.

Some models have an optional system named i-ELOOP (aka Intelligent Energy Loop), which stores power from regenerative braking into a special capacitor. This is used to run electrical accessories such as the lights and the climate control.

Mazda says that capacitors are much better at quick charges and discharges as they don’t involve the same chemical reactions as conventional batteries. As a result, they are much more apt at delivering quick bursts of power, reducing fuel consumption by as much as up to a claimed 10%.

Mazda claims fuel economy ratings of 8.1L/100 kms in the city and 5.3L/100 kms on the highway for my manual transmission car. I averaged 8.5L/100 kms in mostly city driving in my non i-Eloop car. Interestingly, the automatic transmission car gets a better 7.6/5.1L city/highway rating.

A bigger fuel economy bump is going to come when Mazda sells a diesel version of the 6 in the near future, competing with the VW Passat TDI.

Despite just having a 4 cylinder engine, the car lives up to the brand’s zoom-zoom character. My test car felt agile for its size and more than quick enough for everyday situations. There is acceptable amounts of body roll and it is competent in the corners.

Thanks to the SKYACTIV philosophy of reducing curb weight, it also felt surprisingly light on its feet and drives smaller than it is.

The vast majority of buyers will choose their Mazda6 with the 6 speed automatic gearbox. However, one of the main reasons that I was looking forward to testing this car was because of the available 6 speed manual gearbox.

According to Mazda, it is said to have been tuned with inspiration from the MX-5 Miata.

Continuing with the SKYACTIV mindset, this gearbox has also been lightened and modified for less friction in the pursuit of improved fuel economy.

I’m happy to report that the short throws and good clutch feel make the gearbox a pleasure to use. Not only does it snick from cog to cog smoothly and precisely, but there is enough mechanical feel dialed into the system that you never forget the box full of gears at the other end of the stick. Exactly what manual transmission fans are looking for.

This easy-shifting transmission really did do justice to Mazda’s sporty heritage and adds the right amount of excitement this car deserves.

WRAP-UP

The family sedan market is a very crowded one. But Mazda stands out from the crowd by offering a good looking, well-equipped sedan with the “zoom-zoom” sportiness it is known for.

It’s no wonder that journalists in the Automobile Journalists Association of Canada (AJAC) voted it as the 2014 Canadian Car of the Year. The Mazda6 also won AJAC’s prestigious award for the 2014 Best New Family Car over $30,000.

So it’s really too bad that the Mazda6 often gets overlooked by many shoppers in the category. It really should be in the spotlight thanks to its blend of sporty driving character, eye-catching coupe-like styling, and excellent fuel economy.

If you need the practicality of a midsized family sedan but don’t want to give up sleek styling or sporty handling (or if you like Rocky Road ice cream and don’t want to own a Camry or Accord), you might want to take a very close look at the Mazda6!

Triumph Tiger 800 XC and Tiger Explorer 1200 Video Review

December 11, 2012 by Neil Johnston Leave a Comment

The Tiger 800 XC and Tiger Explorer 1200 are a direct attack on BMW’s F800GS Siegfried and R1200GS Roy, but the Triumphs are capable of standing on their own merits. That raises another question, which big cat to take home? Contributor Neil Johnston puts the two Tigers to the test to find out.
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2011 Yamaha FZ8 Review – 8 is the New 6

August 9, 2010 by Neil Johnston 1 Comment

Yamaha’s ditched the FZ6 for the FZ8 with a smoother torquier engine derived from the FZ1, but will it lure new riders and intermediate riders seeking a sporting experience melded with sharp streetfighter looks?

KTM RC8 – Poetry as Bloodsport

March 23, 2009 by Neil Johnston 4 Comments

Is the KTM RC8 as stunning to ride as it is to look at? Neil Johnston takes to the roads on this very rare offering to find out.

Ride and Drive

Interior

Wrap-up

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EXTERIOR

INTERIOR

SO HOW DOES IT DRIVE?

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SO HOW DOES IT DRIVE?

MORE ON THE ALL-TERRAIN PACKAGE

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EXTERIOR

INTERIOR

So how does it drive?

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A Little History

Exterior

Interior

Infiniti InTouch system

So how does it drive?

Look Ma, no steering linkage!

Safety gadgets galore

Final thoughts

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SO HOW DOES IT DRIVE?

WARRANTY

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EXTERIOR

INTERIOR

SO HOW DOES IT DRIVE?

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