Autovision Summer 2015

• 2016 Cadillac ATS-V Sedan • 2016 Volvo XC90 • 2015 Infiniti QX50 • • 2015 Honda CBR300R • 2015 Triumph XCx • summer 2015

Kia goes

upscale!

All-new 2016 Sorento

Share The Road

Be aware of those with fewer wheels!

Apple iCar

Is Silicon Valley the new Detroit?

What’s New

Autovision is an advertorial supplement to Business Information Group magazines

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Cadillac takes the wraps off its new flagship and Lexus’ RX gets bigger and badder

15-04-29 8:23 PM

ALL-NEW LEXUS NX TURBO | UNSPOKEN STYLE A 235hp twin scroll turbo. Striking angular bodylines and available unique triple-lamp headlights.

The All-New Lexus NX Turbo is the compact luxury SUV designed to speak volumes. Fleetingly, from the passing lane. AMAZING IN MOTION

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Autovision

presented by Honda Gold Wing Petro-Canada’s Ultra 94 presents…..

summer 2015

previews 2016 Cadillac ATS-V Sedan 2016 Volvo XC90 2015 Infiniti QX50 2016 Kia Sorento 2015 Honda CBR300R 2015 Triumph XCx

10 6 8 16 28 29

Inside

4 What’s New Cadillac takes the wraps off its new flagship and Lexus’ RX gets bigger and badder 12 Share The Road

Be aware of those with fewer wheels!

18 Focus On 22 SUVs under $50K 30 The Last Word

uses a more complicated “Soundaktor” electronic system (basically a speaker mounted to the firewall) to bump up the music.

BMW’s M5 pipes in “vroom” engine noises via the sound system.

It’s a forgery that’s only likely to increase in the future. Andrew Pontius, parts supplier Faurecia’s chief exhaust engineer, told trade paper Automotive News that the powertrains of the future will emit “the kind of drone that makes you wish you were deaf,” producing “an agricultural sound” like a tractor.

But, with the magic of digitization, says Pontius, “we can make a four-cylinder turbo sound like a two-cylinder Harley!”

Pontius blames modern emissions and fuel-saving technologies, turbochargers able to boost power output without a corresponding fuel economy penalty, but damping engine tonality and volume severely. And there appears to be little recourse but to fake it. Even Formula One impresario Bernie Ecclestone has complained that his series’ new turbocharged V6s lack drama. Can you imagine if F1, the ultimate in motorsports music — it of the famed screaming Matras and incredible 12-cylinder Ferraris — has to start lip-synching racy engine noises?

More importantly, does it matter? Are we so jaded that we no longer care that much of what we hear — from our stereos or our cars — is digital fakery? If so, then we really do owe poor Fab and Rob an apology. s

,

Autovision 3

I

s it possible that we owe Fab Morvan and Rob Pilatus, God rest his soul, an apology?

For those not familiar, Fab and Rob were quite literally the faces of Milli Vanilli, the poster boys for the then-seminal sin of lip-synching. Spearheaded by the German producer-singer-songwriter who created Boney M (hey, I like Rivers of Babylon), his genius lay in realizing that presentation mattered more than content. The only mistake was being about a generation too early. When it was revealed that Girl You Know It’s True, Milli’s greatest hit, was actually sung by someone else, the scandal was unimaginable. The duo’s Grammy Award was rescinded, lawsuits were filed and Pilatus committed suicide.

Today, lip-synching is considered standard industry practice. Music producers now count on the fact we really don’t care whether the vocal track emanating from our woofers is real or just an artful digitization of the same type of screeching all of us hear when someone’s alone in the shower.

The automotive industry — at least the sports car side of it — is counting on this very same indifference. Yes, after more than 125 years of worshipping exhaust music au naturel — immortalized by everything from original blower Bentleys to the current Ferrari 458 — it turns out that some of our most cherished sports cars can’t carry a tune either.

And the fakery goes all the way to the top. McLaren’s mondo-rapid 650S, hoping to compete with the Wagnerian opera that is Ferrari’s 458, pipes the intake manifold directly into the cabin for greater theatre. Flip a simple toggle and the McLaren’s Intake Sound Generator instantly renders the cabin the Bolshoi of internal combustion syncopation.

At least the McLaren’s soundtrack is based on real, if somewhat attenuated, chords. On the other hand, Ford’s latest EcoBoost Mustang is a complete canard. Most enthusiasts were worried that the new Mustang turbocharged four would be an economization too far (Ford’s previous attempt at a four-cylinder Mustang, powered by a Pinto motor, was a disaster). As it turns out, the 2.3L EcoBoost’s 310 horsepower is entirely convincing. Its soundtrack, on the other hand, is counterfeit.

More high-tech than the McLaren fakery, the Mustang’s music is completely manipulated.

Not only does a computer-controlled active noise cancellation system eliminate discordant notes, Ford then amplifies the remaining “good” sound waves to create its over-dubbed sportiness. Pull fuse 27 — disabling the car’s sound system as well as the electronic active noise cancellation system — and the once sonorous Mustang sounds as flatulent as granddad’s old Toro lawnmower.

Nor are the McLaren and the Mustang the only perpetrators of this musical sham. Porsche’s Cayman, like the 650S, has a pipe connecting the intake manifold to cabin. VW’s legendary GTI

summer 2015

Is Silicon Valley the new Detroit?

David Booth

• Publisher David Booth (416) 510-6744 dbooth@autovisionmagazine.ca • • MANAGING EDITOR Brian Harper • Gear Head Graeme Fletcher • • Print Production Manager Phyllis Wright 416-510-6786 • art director Steve Maver •

ContentsSummer.indd 2

15-04-29 8:22 PM

what’snewconcepts to mainstream Less Cute, More

Edge

The third-generation Tucson is Hyundai’s compact sport-ute revitalized with massive infusions of style and technology. Peter Schreyer, formerly chief stylist for Audi, now oversees all Kia and Hyundai designs — and it’s reflected in the new Tucson’s exterior. What was once bland is now almost daring, sharp creases replacing formerly plain slab sides and particularly aggressive front and rear fascias making bolder statements. On the technology side, there are all manner of new active safety gizmos, including an autonomous emergency braking system with pedestrian detection, lane departure warning, rear cross traffic alert, lane change assist, blindspot detection, rear parking sensors and a standard rear-view camera. As for powertrains, the base engine is a 164-horsepower 2.0-litre Nu four-cylinder mated to a six-speed automatic transmission while the top-of-the-line Gamma fourcylinder is a sophisticated 1.6L, 175-hp affair mated to what Hyundai is claiming is the segment’s first seven-speed dual-clutch manumatic.

Autovision 4

summer 2015

Bolder, Badder You can bet Lexus management is awaiting the public’s reaction to the all-new 2016 RX 350 with just a little anticipation. After all, the RX does represent almost a third of all the vehicles Lexus sells in North America. Bold, striking and with an aggressiveness only recently seen in Lexus vehicles, the new RX puts more style into Lexus’s sport-ute with a striking new front grille, a lower, sportier roofline and 300 horsepower from its 3.5L V6. Inside, the RX gains a head-up display and a huge 12.3-inch LCD display for the new infotainment/ navigation system. Option it up and the RX can be had with power folding rear seats and 11.6-inch TV screens in the back of the front headrests.

An F Sport version is available with 20-inch wheels, paddle shifters for the new eight-speed transmission and an adjustable suspension system.

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Gadgets Galore Cadillac’s new CT6 flagship is powered by the same twin-turbocharged 3.0-litre V6 as the CTS Vsport, its 400 horsepower par for the course for a luxury sedan these days. But, unusual for such a large luxury vehicle, a 2.0L turbocharged four will power the base model, and an all-new version of Cadillac’s naturally aspirated 3.6L V6 will be offered as well. The CT6 also represents Cadillac high-tech run amok: Besides magnetic ride control suspension, there’s active rear steer, active all-wheel drive and something called active vehicle hold. The CT6 also boasts what Cadillac is calling the industry’s first surround-view video security system, which can record front and rear views while driving and a complete 360 degrees if the security system is activated. Expect the option to be especially popular in Russia. There’s additional hightech in the form of another industry first, a rear camera mirror that projects streaming video from the rear lens onto the traditional inside mirror for a completely unobstructed view behind. I could go on, but suffice it to say that Mercedes-Benz finally has some competition in the electronic gadgetry department.

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Hedonism on a

Grand Scale

Land Rover is obviously having trouble finding a ceiling to its Range Rover lineup.

Every time it bumps the price tag — and specs — of its luxury SUVs, the end result sells out almost immediately. So, on the heels of the smash hit Range Rover SVR, the company transplanted its 543-horsepower supercharged V8 into the long-wheelbase Autobiography, calling the end result — no big surprise here — the SVAutobiography.

Two-toned so that the trademark floating roof is even more dramatic, the SV Autobiography has all manner of luxury tricks: switchgear machined from solid aluminum with beautiful knurled details, a beverage chiller compartment and even — shades of Rolls-Royce — powered deployable tables for the rear passengers.

But the piece de resistance is the “event seating,” basically a pair of leather-and-brushed-aluminum folding seats that fold over the open lower tailgate door for the ultimate in tailgate partying.

briefly...

Mercedes-Benz’s C-Class won the World Car of the Year award, beating out Ford’s Mustang and the VW Passat. In the luxury segment, the S-Class was triumphant while the AMG GT won the World Performance Car of the Year.

At least BMW’s i8 won the Green award.

Bentley and Lincoln are at war, Bentley’s chief designer, Luc Donckerwolke, is protesting that

“Budget” Supercar Basically a less expensive version of McLaren’s already legendary MP4-12C/650S with a little less horsepower and a much smaller price tag, McLaren’s new 570S uses the same 3.8-litre turbocharged V8, but turns down the boost to put out 562 horsepower (from 641 hp). It also sports a simpler suspension (double wishbones and fixed anti-roll bars/adjustable damping) and the body is built out of aluminum to save a few bucks. But the 570 is still strikingly gorgeous. Mark Vinnels, the company’s executive director of product development, claims it is the first McLaren ever to be produced completely faithful to its original design sketch without any revisions. It’s also scintillatingly fast, needing just 3.2 seconds to hit 100 kilometres an hour and boasting a 328 km/h top speed.

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share a model name), saying that “building a copy like this is giving a bad name to the car design world.”

Ford global design chief Stephen Odell retorted: “There’s no way that we’ve copied anybody’s design.”

Stay tuned for more daytime soap opera drama, automotive-style.

Financial impresario Warren Buffett is in the car business, buying eight dealerships in the U.S. from the Van Tuyl Group. Now it wants to spread its wings and buy dealerships around the world. Could Berkshire Hathaway Motors be coming to Canada?

summer 2015

Fully 75% of the new 2016 Jaguar XF is now made from aluminum, enough lighter-than-steel metal for the leaping feline to claim a 120-kilogram weight reduction compared with its steelbodied predecessor despite growing by some 50 millimetres in length. The company also says that the new body is 28% more rigid. Powered by 340- and 380-horsepower versions of Jag’s supercharged 3.0-litre V6, the XF is now capable of a very sporty 5.3-second run to 100 kilometres an hour. Inside, Jaguar’s InControl Touch Pro infotainment system uses a 10.2-inch touch-sensitive screen, but it now runs on a solidstate drive and quad-core processor. Also new is the reconfigurable 12.3-inch dash panel first employed in the Range Rover.

like his Continental (yes, they even

Autovision 5

Light and Leaping

Ford’s Continental looks too much

15-04-29 8:38 PM

PREVIEW •> 2016 Volvo XC90

Resurgent

By Brian Harper in Tarr agona, Spain

Autovision 6

summer 2015

W

hen Volvo unveiled the XC90 — its first sport-utility vehicle — at the 2002 North American International Auto Show, it was a really big deal for the Swedish automaker, then owned by Ford. Designed to be one of the safest SUVs in the market and lauded for its design, the XC90 became the sport-ute to have, scooping up numerous awards during its first full year available.

In the subsequent 13 years, the XC90 — as well as Volvo — has seen a bumpy ride. Once at the pinnacle of upscale SUVs, it’s been buried under an avalanche of much newer competitive models. As for the company, it was sold off by Ford, picked up by Chinese manufacturer Geely and is now putting up a mighty fight to regain its footing as a premium car brand.

So, when the company says the all-new 2016 XC90 is “an integral part of the re-launching of the Volvo brand,” it wasn’t overstating the situation. The sport-ute is key to a thoughtfully coordinated effort — three years in the making and part of a US$11-billion investment program. And, at first look, the results seem impressive — smart looking, luxurious, very safe (of course), high-tech and boasting interesting, fuel-efficient powertrain choices.

Starting with the basics: There are two models on the menu for Canada — the T6 and T8 PHEV. Both are powered by a 320-horsepower, supercharged and turbocharged four-cylinder gas engine — dubbed Drive-E — paired with an eight-speed automatic transmission. On top of that, the T8 PHEV has an electric motor coupled with the four-cylinder that offers an additional 80 hp. Furthermore, the XC90 will be offered in three trim levels — Momentum, R-Design and Inscription (or, more simply, Base, Sporty and Luxury).

I can’t speak to what the T6 Inscription would feel like with seven aboard, luggage in the back and towing a 2,000-kilogram trailer through the Rockies, but with two aboard and no load, it had no problem at all working its way around the various highways and byways and up and down hills. Having both a supercharger and a turbocharger backing up the 2.0L four minimizes any drop in the

The XC90 comes with two “world first” safety systems

‘, Base Price:

$60,700

Engine:

320 hp, 2.0L turbo/

supercharged DOHC I4 Transmission: 8-speed manumatic Length:

4950 mm (194.9 in.)

Fuel Economy, L/100 km: city - n/a, hwy - n/a

RT-Volvo.indd 2

power flow. For a rig weighing about 2,000 kg, the T6 hauls. I briefly ran it up to 160 km/h and it still had plenty to offer — the only disappointment being the lack of a ballsy baritone exhaust note.

Next up was the T8, a plug-in electric, hybrid and high-performance SUV all wrapped up in one package. Normal driving is conducted in the default hybrid mode, which uses the four-cylinder to power the front wheels and the electric motor to drive the rear wheels. Punch the throttle, though, and everything kicks in — turbo, supercharger and electric motor — to deliver an immediate surge (about 400 hp and 472 pound-feet of torque) that makes getting around poky delivery vehicles a snap. Conversely, at the push of a button, one can switch to stealth mode for the city, driving on pure electric power (for a claimed range of 40 kilometres).

What’s a Volvo without leading-edge safety technology? With the XC90, the company claims two “world firsts” — a run-offroad protection package and auto brake at intersection capability. In a run-off-road scenario, Volvo says the XC90 detects what is happening and the front safety belts are tightened to keep the occupants in position.

It also helps to minimize spine injuries with energy-absorbing material between the seat and seat frame to cushion against the vertical forces that can occur when the vehicle encounters a hard landing.

Automatic braking, now under the City Safety technology umbrella, occurs if the driver turns in front of an oncoming car, apparently a common scenario at busy city intersections as well as on highways.

However it is used — urban commuter, recreational hauler or something in between — the revised XC90 is a class act that showcases a reinvigorated Volvo’s core strengths and ideals. As such, it should be able to res stake its claim as a premium player.

15-04-29 8:36 PM

The INFINITI Q50 Limited

LIMITED IN ONE SENSE. UNLIMITED IN EVERY OTHER. An unmatched blend of luxury and performance. Introducing the INFINITI Q50 Limited, with INFINITI Intelligent AWD, 19" triple 5-spoke alloy wheels, leather seats and a 14-speaker BOSE速 sound system, among many other premium features, for an uncompromising level of luxury and styling to match its uncompromising 328-hp V6 performance. Visit your local INFINITI retailer or visit infiniti.ca for more information.

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Vehicle and wheels may not be exactly as shown. The INFINITI names, logos, product names, feature names, and slogans are trademarks owned by or licensed to Nissan Motor Co. Ltd., and/or its North American subsidiaries. See your nearest INFINITI retailer or infiniti.ca for complete details.

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15-04-29 7:20 PM

PREVIEW •> 2015 Infiniti QX50

Light Delight

Base Price: $34,950 Engine:

By David Booth

Autovision 8

summer 2015

H

ow did I miss this one? Old — it owes its origin to the EX35 introduced in preMesozoic 2008 — not nearly as dramatically styled as its QX70 kissing cousin, like most consumers, I dumped the QX into the tired, no-need-to-test-drive pile. Cute enough, I suppose and, with Infiniti Canada’s recent price reduction to $34,950 (down from $39,900 two years ago!), something of a bargain, but still not worth paying attention to. Infiniti barely makes mention of the 50 in its marketing missives, so Canadians, including, as I have said, Yours Truly, have ignored it. We’re all looking for the latest and greatest, right?

So this road test, then, should serve notice to both consumers and Infiniti Canada. To the former, ignore older products at your peril. Otherwise you might be cheating yourself out of a pretty sporty little SUV. To the latter: Guess what, guys, you didn’t have to drop your pants. You just had to get out that bullhorn you call a marketing budget and tell people how good the baby QX really is. Seriously, who knew?

For one thing there’s the motor — the same 325-horsepower, 3.7-litre V6 that powers the QX70 Sport, only, in this case, powering an SUV that’s 265 kilograms lighter and $25,000 cheaper. Not shy of power, the VQ37VHR six motivates the 50 with even more élan than the 70. Its relative paucity of torque — being naturally aspirated, its maximum 267 pound-feet occurs at 5,200 rpm compared with BMW’s turbocharged X3, which pumps out 300 lb-ft at 1,300 rpm — is hardly noticed in the lighter package. It scoots to 100 kilometres an hour in about six seconds, sporty by any standard, astonishing for

RT-InfinityQ50.indd 2

3.7L DOHC V6

Transmission: Seven-speed automatic Length:

4630 mm (182.3 in.)

Electric Economy, L/100 km: city -13.9, hwy - 9.7

, ‘ A bargain in the luxury SUV segment

a sport-ute bearing a luxury nameplate and costing only 35 large.

The QX50 also handles a treat. It’s lighter than most SUVs, lower than just about anything pretending to utility and equipped, even in stock guise, with some fairly meaty 245/45R19 tires. Tie it together with an all-wheel-drive system that directs 100% of that torque to the rear tires until wheel slippage occurs and you have a recipe for lithe handling. Or at least as light as anything dressed up as a truck has a right to be.

The 50 isn’t suspended as stiffly as the 70, which turns out to be a good thing. For one, thanks to its lower centre of gravity, maintaining minimal roll doesn’t require the 70’s buckboard-stiff springs. Plus, it means that the QX50’s fine handling doesn’t come at the expense of ride, my major gripe with the QX70. Americans have the option of ordering their QXs with rear-wheel drive only, but, considering the small penalty in weight and cost, we’re better off with Infiniti Canada’s decision to simplify its lineup.

Interestingly, the QX50’s major failing is the same as the QX70’s: a paucity of cabin space. Both of Infiniti’s other two QXs — the 60 and 80 — are more traditional SUVs doubling as minivans and are positively gargantuan by comparison. The QX50’s front-seat passengers will find their accommodations fairly roomy, though not overly so, the 50’s dashboard even more “cockpit-ish” than the 70’s.

The rear seats, on the other hand, are just plain cramped. With small SUVs getting more space-efficient every year, rear-seat legroom is the one area where the QX50 is beginning to show its age.

Headroom is adequate, mainly because Infiniti resisted the temptation to render the QX like one of those ridiculous BMW X6 SUV coupes, but there’s a whopping 155 millimetres less rear legroom in the 50 than the 70, despite their wheelbases being within 30 mm of each other. It is the QX50’s only major failing compared with its competition.

And, compared with what other manufacturers are offering in premium SUVs for $35K, that paucity in rear-seat legroom is more than made up for with that 325-hp, hey-gas-is-cheap V6, sporty handling and finely appointed interior. Indeed, nothing even remotely premium with six pistons comes within $5,000 of the QX50’s base price. s That’ll teach me to ignore something just cause it’s old.

15-04-29 8:31 PM

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15-04-29 11:29 7:12 PM 2015-04-27 AM

PREVIEW •> 2016 Cadillac ATS-V Sedan

Furiously Fast

by David Booth at the Circuit of the Americas, Austin, Tex.

L

et’s just cut to the chase, shall we: The answer to the question on everybody’s lips — is the new ATS-V as fast as BMW’s M3 — is yes. The final pronouncement is likely to be closely contested, but it’s nonetheless an affirmation of just how truly quick Caddy sports sedans have become.

And not just in brute speed. Oh, to be sure, the ATS-V’s 3.6-litre clearly out-muscles BMW’s iconic 3.0 L inline six. Thanks to twin turbochargers — titanium-bladed no less! — there’s 464 horsepower on tap, 39 more than the M3 at its peak. Mated to the eight-speed automatic transmission, the 3.6L scoots the (roughly) 1,680 kilograms Cadillac to 100 kilometres an hour in just 3.9 seconds, an advantage of 0.2 to 0.4 seconds over the M3 depending on its transmission. The ATS offers a rev-matching six-speed manual as well, but it is a tick slower than the autobox, so, yes, it is a torque-converted automatic that is the top transmission to be had.

And here’s something I thought I’d never say — for I, too, have a soft spot for the M3 — but Cadillac’s V6 sounds better than BMW’s latest inline six. It purrs on the boulevard, growls all the way to 5,800 rpm on a straightaways and literally barks out hair-

Yes Cadillac’s ATS-V is as fast as an M3

Autovision 10

summer 2015

, ‘

RT-Cadillac ATS-V.indd 2

Base Price:

Engine:

$68,055

3.6L DOHC V6 Turbo

Transmission: 6-speed manual Length:

n/a mm (n/a in.)

Fuel Economy, L/100 km: city - 14.2, hwy - 10.2

pins. Critics will deride Cadillac’s syncopation as artificial — some of the V6’s internal combustion soundtrack is piped in — but, then, so is the M3’s. And if this be over-dubbing, then consider me a digital convert.

Of course, advocates of Teutonic superiority may be willing, even if grudgingly, to accede to the ATS-V’s power. But methinks they may also have to get used to second place in the twisties. Because, if the ATS-V was a pleasant surprise down the Circuit of the America’s incredible 1.0 kilometre back straight (we were hitting 230 out of the ATS-V’s 289 km/h claimed top speed), it was a revelation through COTA’s 20 some hairpins and switchbacks.

Delicate where it needed to be, responsive when called upon, the ATS-V’s steering is extremely well weighted, tracking around COTA as if every inch of Texas’ twistiest 5.6 km had been GPSed into the hard drive. Whether it’s equal to the M3’s legendary feedback is a question requiring direct confrontation, but know that the Caddy is not outclassed in this comparison.

Some wide Michelin Pilot Super Sports — 255 millimetres in front and 275-mm in the rear — stick like proverbial limpets and Cadillac’s rendition of Magnetic Ride Control keeps cornering roll to a minimum. Hustle the baby V into a corner and the adjustable suspension jacks up the damping, the ATS-V diving for apexes like a Kardashian spotting a camera. And GM’s Performance Traction Management — which allows tail-wagging oversteer in complete safety — is simply the best vehicle stability control system in the biz, superior even to Porsche’s Stability Management and much better than the current M3’s M Dynamic Mode.

And for its final party trick, the ATS-V proves more civilized than the M3. The Caddy’s superiority on the racetrack may be open for discussion, only conclusively decided when we get the two in a head-to-head battle. What is not debatable, however, is that Cadillac achieves its BMW-challenging racecraft without resorting to the M3-like suspension stiffness.

Indeed, snick the suspension mode selector into Tour and the ATS-V does a fair impression of, well, a Caddy. There’s none of the rock-a-bye-baby little dance the M3 does over road creases or its crash-boom-bang over potholes. General Motors says Magnetic Ride Control — which sends electrical current to all four shocks to alter their oil’s viscosity — is the fastest adjusting suspension system in the world, altering its stiffness for every single inch of roadway even at 100 km/h. Such close scrutiny of tarmac makes for a smooth ride.

Throw in a price tag — $68,055 ($65,750 for the coupe version) — more than a few thousand dollars cheaper than the BMW and the bottom line is a sports sedan that is the equal of any. With no need to s apologize for the badge on its hood.

15-04-29 8:29 PM

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e aware of those with fewer wheels O

by Nadine Filion and David Booth

Autovision 13

summer 2015

ptimism is the ”human personification of spring.” So says Susan J. Bissonette. And even if she had little other of note to say, Ms. Bissonette truly did capture the human response to the first rites of spring. Snow melting, bees buzzing and birds chirping signal the most ebullient of seasons, the promise of spring’s arrival “enough to get anyone through the bitter winter,” says the equally obscure Jen Selinsky.

Closer to the point, it’s also when motorcyclists hit the road — equally hopeful of a season of sun-drenched wanderlust. And for those cocooned in four-wheel greenhouses, that presents a problem. Fresh from six months of dealing only with four-wheel equals — OK, Smarts, Scion iQs and those rare-as-hen’s-teeth Mitsubishi i-MiEVs are hard to spot, too — there are now small, oftenhard-to-see two-wheelers buzzing all about.

FT-MC Safety.indd 13

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summer 2015

Autovision 14

And, far from the ebullience that comes with the first spring ride is the knowledge that motorcyclists are very much over-represented in fatal road accidents. For instance, according to Société de l’assurance automobile du Québec (SAAQ), though motorcycles made up only 3% of the vehicles on the road (and then for only half the year), they accounted for 16% of all traffic fatalities in La Belle Province in 2013.

Part of those lopsided figures can be explained by a motorcycle’s lack of protective bodywork and energy-absorbing air bags (only one two-wheeler, Honda’s Gold Wing, has a supplemental restraint system, and other manufacturers don’t seem to be in a hurry to copy Honda’s lead). Minor fender benders that might bruise a knee in an automobile can have serious consequences for a motorcyclist.

And there’s no denying that some younger bikers’ “enthusiasm” is not conducive to CAA-approved safe motoring. Factor in alcohol as an even greater contributor to single two-wheel vehicle accidents and motorcyclists are already behind the eight ball.

But the truth remains that a motorcyclist’s biggest danger comes from other motorists; namely those driving cars. The root of the problem is extremely simple: Drivers simply do not see motorcycles. Or, if they are aware of them, they simply misjudge their speed as well as their distance and, therefore, incorrectly estimate closing times. “I didn’t see him” or “I didn’t see him in time” remain the most common explanations for otherwise conscientious motorists plowing into unsuspecting motorcyclists. Indeed, thinking that your approach is obvious is the worst mistake a motorcyclist can make. “I suffer four or five close calls every summer,” says Costa Mouzouris, former editor of Cycle Canada and a motorcycle instructor for the past 30 years.

“Even when I think I have made eye contact with the driver — I ‘see’ that he sees me — he cuts me off anyway.”

The how of motorcycle meets car bumper is even more specific — almost half of car/ bike contretemps happen at inner-city fourway intersections. A car is stopped in the opposite lane, waiting to turn left across the motorcyclist’s path. The biker assumes the driver sees him, but, at the last minute, the car

FT-MC Safety.indd 14

The high-tech world might have a solution for the most dangerous situation in motorcycling. It’s called Intelligent Transport Systems (ITS) technology and it’s a furthering of the “Car 2 Car” communications on which the entire transportation industry has been working. Using GPS and vehicle-tovehicle communications, crash warning systems could alert car drivers waiting at an intersection (and in other situations, of course) to the presence of a motorcycle. Indeed, a special motorcycle identifier would signal that it’s a biker approaching, perhaps giving drivers an extra pause as they search for the smaller vehicle. And, further in the future, “smart intersections” could even alert bikers of red-light bandits before they arrive at a crossroads. Honda is reportedly testing ITS for future production.

pulls into the intersection, starting its turn right into the bike’s path, quite literally like the motorcyclist doesn’t even exist. Much honking of horn and wrenching of handlebar avoids the collision… this time. It’s such a common occurrence that Quebec’s SAAQ ran a Watch Out at Intersections TV spot — ht t p: //w w w. s a aq.gou v.qc.c a /se c u r ite _ routiere/comportements/motocyclistes/2012/ videos/attentionintersections.php — imploring drivers to pay more attention to motorcyclists. Indeed, motorcycle experts from Harry Hurt — whose ground-breaking Hurt Report was the first major study into motorcycle safety — to Pierre Lessard, a motorcycle instructor for 35 years and author of Conduire sa moto en pro (Ride Like A Pro), agree that conspicuity of the motorcycle is a critical factor in car/motorcycle accidents.

This seeming invisibility is why so many motorcyclists now wear such high-visibility neon clothing (no, we’re not all auditioning

for B-52 cover bands). It’s why motorcycles have had daytime running lights longer than cars and it’s why it’s not uncommon for motorcyclists to flash their high beams as they approach intersections. Yes, it’s annoying (that’s the point), but better you annoyed than the motorcyclist dead.

Maintaining that visibility is (or should be) the goal of every motorcyclist. The truly keen even mount something called a motorcycle headlight modulator (note to bikers: A couple of the better units are made by Comagination and Kisan) that flashes the headlight at a particularly conspicuous four times a second, maximizing visibility/annoyance. It was even the original reason that motorcyclists first started wrapping fluorescent tape around their wheels. It was even part of the reason we buy bigger motorcycles, says Bertrand Gahel, author of the French-language Motorcycle Guide and a contributor to La Presse for the last 12 years. “If I ride a scooter, I continually get pushed aside. But if I’m riding a HarleyDavidson, I get a little more respect,” he says.

This desire for greater visibility doesn’t stop at the city limits. Conspicuity is why most experienced motorcyclists always ride in the left-hand part of the lane right behind your rear, left-side bumper: They know you can see them with just a quick check in your driver’s-side mirror. (They are also avoiding the oil that your vehicles drop in the middle of the lanes).

And when motorcyclists move from side to side in their lane, it’s not done to taunt motorists. They may be simply responding to a safety concern you’re not aware of. “When you see us change our position in the lane, we are often just managing our safety,” says Robert Langlois, head of Montreal West’s Tecnic Moto school, or responding to a simple gust of wind. It is most definitely not, as too many drivers seem to think, an invitation to share the lane.

In the end, though, it still comes down to having respect for other users of the road and, more importantly, being more aware of motorcyclists now that summer is here. “We could give drivers 150 rules to follow, but it would serve no purpose,” says Gahel. “The only important thing to remember is watch out for motorcycles. See the bike, respect its space.” s

15-04-29 8:26 PM

40 YEARS OF LUXURY TOURING

Join Honda in celebrating the release of our 40th Anniversary Gold Wing lineup, marking a milestone achievement in what can only be described as one incredible journey. for more information, circle reply c ard no. 24

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Always wear a helmet, eye protection and protective clothing, and please respect the environment when riding. Obey the law and read your owner’s manual thoroughly. Honda recommends taking a motorcycle rider training course. Honda encourages you to operate your vehicle at all times in a safe and responsible manner and in accordance with the law.

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15-04-29 7:23 PM

PREVIEW •> 2016 Kia Sorento

By David Booth in Mt. Trembl ant, Que.

I

’m beginning to believe Kia might have ambitions on Mercedes. Or, if not Mercedes, then perhaps Lexus. OK, maybe just Infiniti or Acura. Whatever the case, the era of Kia as the most bargain basement of brands is rapidly coming to an end.

What has me talking about Kia in the same breath as Mercedes and Lexus isn’t the recently released luxury-intended K900, but the comparatively modest Sorento sport-ute.

Newly re-engineered for 2016, the Sorento

FT-Kia-DPS.indd 30

shares a common exterior design motif with the rest of the Kia lineup restyled by ex-Audi chief designer Peter Schreyer. It’s bold where the previous iteration was timid, sporty rather than placid and generally just a little more in your face than the outgoing SUV. But flamboyant fender flares do not a Mercedes competitor make. For that, you need all manner of interior hedonism, technological gadgets out the wazoo and then, just for that last bit of sybaritic credibility, a few key convenience features that surprise and delight. Which is, almost to a T, the very description of the new Sorento’s interior.

The Nappa leather, part of the SX+ package, is as soft as glove leather gets. The entire dashboard — and most of its controls — is also pleasing to the touch. The trim is classy piano black, the switchgear uncomplicated and the infotainment system one of the nicest in the biz. Kia even took the time to engineer a superior lower door seal, the better to prevent salt getting on to the carpet or soiling the hem of that expensive Loro Piana cashmere coat you wear on those rare occa-

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FT-Kia-DPS.indd 31

summer 2015

sions when presentation is as important as purpose. Kia’s build quality might not yet be to Audi’s standards, but Mercedes wishes its GLK were so opulent.

Nor is the Sorento’s interior long on style and short on function. The gauge set’s information display — fuel economy, car setup, odometer readings, etc. — is simply the most intuitive I have ever tested. Automakers have dumped so much data into their displays that accessing information has become a Windows Vista-like nightmare. Not in the Sorento: One little “text page” icon button on the steering wheel scrolls the major data categories across the screen horizontally.

Then, should you want to delve deeper into that particular field, there’s a small wheel right below it that toggles vertically through the specific information. It’s elegant and simple, everything you could want from a digital display. Regardless of price, it’s the best such system I’ve yet tested.

This isn’t the only nifty trick the new Sorento has up its sleeve. For instance, the top-of-the-line SX model has a smart rear

hatch opener. Like all SUVs/minivans with power liftgates, you can “open sesame” by holding the key fob button a few seconds.

But, what if the key is deep in your pocket or purse and your arms are stuffed with groceries and/or kids? Well, just stand within a metre of the rear bumper for three seconds and, after a few beeps and taillight flashes, presto, the rear hatch magically opens. Really, no fumbling for key, none of Ford’s stupid waving the foot under the rear bumper hokum — just stand there and the Sorento’s hatch opens all on its own.

There’s more. There’s a household 110volt electrical outlet in the rear-seat area so my MacBook Pro was always charged, the rear seats (if you’ve opted for the seven-passenger V6 model) fold completely flat and it’s worth noting that the Sorento’s all-wheeldrive system offers a Subaru-like “locking” function for the centre differential. The midsized Kia is one of the most comprehensively equipped sport-utes on the market today.

The goodness doesn’t diminish when you’re actually behind the wheel of the Sorento. I didn’t get to test the $27,495 base version’s 185-horsepower, newly direct injected, 2.4-litre four-cylinder, but both the 2.0L turbo four and 3.3 L V6 that power the upscale versions are stellar. In fact, the only surprise in the powertrain department is that it’s the 2.0L turbo, ostensibly the mid-range option in the Sorento lineup, that is the star of the show. Oh, the V6 is fairly smooth and

boasts more horsepower — 290 hp versus 240 for the 2.0L T-GDI — but it is the turbocharged four that delivers more torque (260 pound-feet versus 252 lb-ft for the V6). It feels noticeably punchier and confident about passing; said maximum torque is produced at a lower rpm — an incredibly grunt-y 1,450 rpm for the 2.0T versus a needs-to-be-spunhard 5,300 rpm for the V6. It’s also smoother.

On the open road, the 2.0T proves more responsive, the Sorento’s roughly 1,875-kilogram curb weight seemingly no hindrance to the little turbo four. Noise, vibration and harshness are reduced compared with the V6 and, because it is so powerful at low rpm, the 2.0T also feels “calmer” than the V6, there being less hunting of gears by the automatic transmission. Indeed, the V6’s major advantage is that it’s rated to tow 5,000 pounds versus the 2.0L’s 3,500 lb. If you’re frequently towing heavy loads, then opt for the V6; otherwise, the turbocharged four is the better choice.

The problem this bass-ackward engine hierarchy creates is that the best engine — the 2.0L turbo — is not available in the topflight Sorento. Only the V6 can be had in the all-singing, all-dancing $46,695 SX+ with seven-passenger seating. Those preferring the four should have the option of three rows of seats as well.

Nonetheless, it does mean that, should you happen to be shopping a five-passenger sportute — one with something of a luxury bent — the SX Turbo AWD Sorento should be at the top of your list. Indeed, it may be the best SUV that $42,095 can buy — and that includes Mercedes-Benz, BMW or any other nameplate you might want to compare. s

Autovision 17

, ‘ The 2.0L turbo is the star of the show

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focuson a snapshot of ’15 More information on each of these models is available by circling the appropriate number on the Reader Service Card

22 SUVs under $50K

Popularity Contest

By Brian Harper

Autovision 18

summer 2015

Acura RDX

Base Engine:

279-hp, 3.5L SOHC V6

Having been recently redesigned with None a new engine, transmission and AWD Optional Engine: system, the U.S.-built RDX will get a Base Transmission: 6-speed manumatic minor refresh for the 2016 model None year. While everyone else is dropping Optional Transmission: V6s in favour of turbocharged fours, Length: 4660 mm (183.5 in.) the RDX has gone in the opposite 1749 kg (3849 lb.) direction with the RDX powered by a Weight: 3.5L V6, now producing 279 Fuel economy (l/100 km): 12.4 City, 8.6 Hwy. horsepower. Fuel economy is $41,990 improved with cylinder deactivation. Base Price: Active engine mounts make the engine smoother and Acura has revised the AWD system to transfer more of the V6’s 252 lb.-ft. of torque to the rear wheels. Stylistically, the new RDX is sharper with multi-LED headlight clusters and inside there’s a new 4.2-inch TFT Multi-Information display with readouts for things like average speed, fuel economy, distance to empty, tire pressure and, when equipped, turn-by-turn instructions for the navigation system. It also brings lane departure warning, adaptive cruise control, collision mitigation and lane keep assist, along with multi-view back-up camera and an expanded view driver’s side mirror. one

FO-summer.indd 18

Audi Q3

Base Engine:

200-hp, 2.0L turbo DOHC I4

Sold in Europe for several years, the Optional Engines: None Q3 came to Canada last year as a 2015 model. The 2016 model has Base Transmission: 6-speed automatic undergone a facelift but is still Optional Transmission: None powered by a turbocharged 2.0L TFSI 4-cylinder that produces 200 Length: 4385 mm (172.6 in.) hp. It’s mated to a 6-speed Tiptronic 1585 kg (3494 lb.)

Weight: transmission that adapts to road conditions and the driver’s style.

Fuel economy (l/100 km): 12.0 City, 7.7 Hwy. Front-wheel drive is standard, with $35,800 quattro AWD available. One of the Base Price: Q3’s key features is Audi’s Drive Select, which allows the driver to choose ef ciency, comfort, auto and sport modes.

There are two trim levels available — Progressiv and Technik.

Everything from dual-zone climate control, heated eight-way power front seats that are wrapped in leather and a full complement of modern conveniences are standard equipment. As for cargo capacity, there’s 460 litres of room behind the rear seats. When the seats are folded down the capacity rises to 1,365 litres. two

15-04-29 8:11 PM

NEW DISCOVERY SPORT

ADVENTURE. IT’S IN OUR DNA. Introducing our most versatile compact SUV to date. Intelligent technology including class-leading Terrain Response® makes the new Discovery Sport perfect for the great outdoors. A generous storage space of 1,698 litres and available clever 5+2 seating make for a great indoors too.

LandRover.ca

Follow Us @LandRoverCanada Vehicle may not be as shown. ©2015 JAGUAR LAND ROVER CANADA ULC.

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15-04-29 7:28 PM

focuson a snapshot of ’15 Buick Encore For 2015, Encore focuses on the ever-increasing need for advanced in-vehicle communication and infotainment access, with new OnStar with 4G LTE and a standard built-in Wi-Fi hotspot. It provides a mobile hub for drivers and passengers to stay connected.

Encore is offered in three trim levels (FWD/AWD): Convenience, Leather and Premium. Standard features include 10 air bags, StabiliTrak stability enhancement and a 138-hp Ecotec 1.4L turbo 4-cylinder/6-speed automatic powertrain, along with technologies such as Buick’s voice-activated IntelliLink. three Buick’s exclusive QuietTuning is standard and includes active noise cancellation technology.

Encore’s central instrument panel houses a 7-inch, high-resolution, full-colour display for the IntelliLink voice-activated infotainment system, satellite radio and standard rear-view camera.

Encore offers 532 litres of capacity behind the rear seat and 1,371 litres with the rear seat folded. The front passenger seat also folds at to extend the cargo bed.

Autovision 20

summer 2015

Chevrolet Trax The Trax is a lower-priced but mechanically identical sibling to the Buick Encore. It, too, comes with a 1.4L Ecotec turbocharged 4-cylinder producing 138 hp and 148 lb-ft of torque. Front-wheel-drive models are available with a 6-speed automatic or manual transmission. The AWD version is available with a 6-speed automatic only.

Inside, Trax’s styling carries over to a dual-cockpit instrument panel. In the centre, it houses a 7-inch, high-resolution, full-colour display for the standard MyLink voice-activated infotainment four system. It also features available satellite radio and rear-view camera, as well as the optional GPS-enabled navigation system that customers can download.

Storage amenities in the 5-passenger Trax include various compartments above and on both sides of the centre stack as well as an available under-seat storage tray.

Trax’s loading space can accommodate a maximum of 1,371 litres — with further space available under the cargo oor.

Fiat 500X The new 500X combines Italian style with functionality, performance and available AWD con dence. The SUV is available in ve trim levels — Pop, Sport, Lounge, Trekking and Trekking Plus. The rst three feature a more urban appearance, the latter two a more aggressive and athletic look with unique front and rear fascia designs. All but the Pop are available with AWD. The 500X shares the same powertrain as the Jeep Renegade — a standard 160-hp 1.4L turbo four paired with a 6-speed manual. Also available is a 180-hp 2.4L four hooked up to a 9-speed five automatic. A Dynamic Selector system allows a choice of three modes (Auto, Sport and Traction +) depending on driving conditions.

The 500X is available with features such as Uconnect 6.5 radio with a 6.5-inch high-resolution touchscreen and navigation, Bluetooth streaming audio, a 3.5-inch colour TFT cluster display, Keyless Enter ’n’ Go with remote start and heated front seats and steering wheel.

FO-summer.indd 20

Base Engine: 138-hp, 1.4L turbo DOHC I4 Optional Engine: None Base Transmission: 6-speed automatic Optional Transmission: None Length: 4277 mm (168.4 in.)

Weight: 1468 kg (3237 lb.)

Fuel Economy (l/100 km): 9.5 City, 7.2 Hwy. Base Price: $27,895

Honda CR-V

Base Engine:

185-hp, 2.4L DOHC I4

Base Engine:

138-hp, 1.8L SOHC I4

The 2015 CR-V received a Optional Engine: None signi cant mid-model cycle refresh, with a new Base Transmission: Continuously variable direct-injected engine and Optional Transmission: None continuously variable transmission, a new suite of Length: 4557 mm (179.4 in.) safety and driver assist 1531kg (3375 lb.) features, upgraded exterior Weight: and interior styling, and a Fuel Economy (l/100 km): 8.6 City, 6.9 Hwy. long list of new standard and Base Price: $25,990 available features.

While making the same 185 hp, the lighter-weight 2.4L 4-cylinder now produces 181 pound-feet of torque, an 11% increase over the previous engine. An updated suspension design and features such as vehicle stability assist and motion-adaptive electric power steering all contribute to CR-V’s driving experience, which is enhanced further on the SE and above trims with wider front and rear track dimensions due to wider wheels.

Honda also added a Canadian-exclusive SE trim to the CR-V lineup. Positioned just above the LX, the SE is equipped with the Display Audio system with Hondalink Next Generation, smart entry, push-button start, 17-inch aluminum-alloy wheels, front wiper de-icer and LED daytime running lights. six

Base Engine: 138-hp, 1.4L turbo DOHC I4 None Optional Engine: 6-speed manual Base Transmission: 6-speed automatic Optional Transmission: 4280 mm (168.5 in.)

Length: 1293 kg (2805 lb.)

Weight: Fuel Economy (l/100 km): 9.1 City, 6.9 Hwy. $19,130 Base Price:

Honda HR-V

Base Engine: 160-hp, 1.4L turbo SOHC I4 Optional Engine: 180-hp, 2.4L SOHC I4 Base Transmission: 6-speed manual Optional Transmission: 9-speed automatic Length: 4248 mm (167.2 in.)

Weight: 1346 kg (2967 lb.)

Fuel Economy (l/100 km): n/a Base Price: $21,495

The new 2016 HR-V is Optional Engine: None de ned by Honda as a sporty, personal and Base Transmission: 6-speed manual versatile multi-dimensional vehicle. Power comes from a Optional Transmission: Continuously variable 1.8L SOHC 16-valve Length: 4294 mm (169.1 in.)

4-cylinder, producing an Weight: n/a estimated 138 hp and 127 lb-ft of torque. The engine is Fuel Economy (l/100 km): 8.3 City, 6.7 Hwy mated to a continuously Base Price: $20,690 variable transmission with Honda “G-design” shift logic, or a 6-speed manual transmission (2WD models only). AWD models feature Honda’s Real Time AWD with Intelligent Control System.

Standard equipment on all models — available in LX, EX and EX-L trims — include heated front seats, power windows, power mirrors and power door and tailgate locks, electronic parking brake, rear-view camera, 17-inch alloy wheels, tilt and telescoping steering wheel, Bluetooth HandsFreeLink phone interface and 7-inch touchscreen display audio telematics interface. Higher trim models can be equipped with LaneWatch blind spot display, power sunroof, embedded navigation, forward collision warning, lane departure warning and leather trim. seven

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T:8.125” S:7”

GET OUT, GET REAL

The All-New 2016 Sorento Dramatically reengineered to be sleek, strong, and adaptive to you. Now with elegantly sculpted surfaces, new body architecture with Ultra-High Strength Steel, an even quieter cabin, and a luxurious wraparound dashboard for distinctive appeal. From the finely crafted seating to intuitive advanced technologies like the available Smart Power Liftgate, it’s the car you drive to seek out new adventures. And this is the start of your next one- big or small. Where will it take you?

FIND OUT MORE AT KIA.CA/SORENTO

Kia is a trademark of Kia Motors Corporation.

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15-04-29 7:30 PM

T:10.875”

S:10”

THE ALL-NEW 2016

focuson a snapshot of ’15 Hyundai Tucson The 2016 Tucson is built on a completely new platform, with a longer wheelbase for greater interior fl xibility and a smoother ride. Two engines are available— a 164-hp 2.0L GDI 4-cylinder and a new turbocharged 175-hp 1.6L GDI 4-cylinder. Base models offer the 2.0L coupled with a 6-speed manumatic transmission. The turbo 1.6L is mated to a new 7-speed EcoShift dual-clutch transmission. Both engines can be connected with an AWD system that delivers 100% of torque to the front wheels during normal road driving and can automatically send up to 40% to the eight rear wheels, depending on conditions. The system also includes Active Cornering Control, which automatically transfers torque to the wheels with the most traction.

The new Tucson is also equipped with a comprehensive set of safety features, including autonomous emergency braking system with pedestrian detection, lane departure warning system, rear cross traf c alert, lane change assist, blind spot detection and a standard rear-view camera.

Autovision 22

summer 2015

Jeep Compass/Patriot Rumoured to be in their last year of availability before being replaced by a single model, Compass and Patriot are among the lowest priced SUVs available in Canada.

Both are available in three trim con gurations — Sport, North Edition and Limited. All are available with frontwheel drive, Freedom Drive I full-time active 4x4 system or the Freedom Drive II off-road full-time active 4x4 system with low-range capability. A new-for-2015 High Altitude Package is available for 4x4 models with the 6-speed automatic transmission. It includes leatherfaced seats with heated front seats, nine leather-wrapped steering wheel with audio controls, power sunroof and power six-way driver seat.

The standard powertrain for both Compass and Patriot is a 158-hp 2.0L 4-cylinder mated to a 5-speed manual. A 172-hp 2.4L four is also offered. Both Jeeps boast standard front-seat-mounted side air bags, side-curtain air bags for all rows, electronic stability control, electronic roll mitigation, hill-start assist and ParkView rear backup camera.

Jeep Renegade The U.S. designed, Italian-built Renegade is Jeep’s rst entry into the growing small SUV segment, while staying true to the brand’s outdoor lifestyle. It and the new Fiat 500X share the same platform and powertrains.

Leveraging 4x4 technology from the Cherokee, Renegade offers two off-road capable 4x4 systems. Both Jeep Active Drive and Active Drive Low 4x4 systems include the Selec-Terrain system, providing up to ve modes (auto, snow, sand and mud modes, plus exclusive rock mode on the Trailhawk model).

Renegade features a disconnectten ing rear axle and power take-off unit (PTU) — all to provide the 4x4 models with enhanced fuel economy. The system instantly engages when 4x4 traction is needed.

Like the Cherokee, Renegade will be offered with an available 9-speed automatic transmission that can be paired with the optional 2.4L 4-cylinder. A 1.4L turbocharged 4-cylinder and 6-speed manual transmission is standard.

FO-summer.indd 22

Base engine: 164-hp, 2.0L DOHC I4 Optional Engine: 175-hp, 1.6 L turbo DOHC I4 Base Transmission: 6-speed automatic Optional Transmission: 7-speed DCT Length: 4475 mm (176.2 in.)

Weight: 1508 kg (3325 lb.)

Fuel economy (l/100 km): n/a Base Price: n/a

Kia Sportage

Base engine:

182-hp, 2.4L DOHC I4

The Sportage saw a Optional Engines: 260-hp, 2.0L turbo DOHC I4 substantial refresh in 2014 so there are only minimal Base Transmission: 6-speed manual changes for 2015. Available 6-speed automatic in LX, EX, and SX trims, all Optional Transmission: Sportages come with Length: 4440 mm (174.8 in.) standard 6-way adjustable Weight: 1471 kg (3243 lb.) driver’s seat, air conditioning, keyless entry, cruise Fuel economy (l/100 km): 12.9 City, 9.2 Hwy. control, tilt-adjustable steerBase Price: $22,995 ing wheel and power windows, mirrors and door locks. Heated front seats are also standard and they’re complemented with heated rear seats on the SX Luxury, and ventilated front seats with leather trim on the EX Luxury and SX Luxury. Safety features such as automatic headlights, ABS, vehicle stability management, electronic stability control and traction control, Downhill Assist Control and Hill Assist Control and six airbags are standard.

With the exception of the SX, all Sportages are powered by a 2.4L 4-cylinder. The SX get a substantial bump in performance courtesy of a 260-hp turbocharged 2.0L 4-cylinder. eleven

Base Engine: 158-hp, 2.0L DOHC I4 172-hp, 2.4L DOHC I4 Optional Engine: 5-speed manual Base Transmission: Optional Transmissions: 6-speed automatic/

continuously variable 4448/4414 mm (175.1/173.8 in.)

Length: 1409/1421 kg (3106/3133 lb.)

Weight: Fuel Economy (l/100 km): 10.2 City, 7/8 Hwy. Base Price: $19,495/$18,495

Land Rover Discovery Sport

Base Engine: 240-hp, 2.0L turbo DOHC I4 Optional Engine: none The new Discovery Sport, which replaces the LR2, is Base Transmission: 9-speed automatic the rst member of the none Land Rover’s new Discovery Optional Transmission: vehicle family. Though Length: 4599 mm (181.0 in.) compact in size, the Sport Weight: 1744 kg (3845 lb.) provides 7-passenger seating in a 5+2 con guration. Land Fuel Economy (l/100 km): 11.9 City, 9.0 Hwy. Rover says the Sport, Base Price: $41,490

Base Engine: 160-hp, 1.4L turbo SOHC I4 Optional Engine: 180-hp, 2.4L SOHC I4 Base Transmission: 6-speed manual Optional Transmission: 9-speed automatic Length: 4232 mm (166.6 in.)

Weight: 1372 kg (3025 lb.)

Fuel Economy (l/100 km): n/a Base Price: $19,995

offered in SE, HSE and HSE Luxury trims, will deliver a highly re ned combination of performance, safety and ef ciency thanks to a body made with high-strength steel and lightweight aluminum, a 240-hp turbocharged 2.0L 4-cylinder, 9-speed automatic transmission and standard all-wheel drive.

Land Rover Terrain Response maximizes the off-road capability of the Sport in challenging conditions by precisely tailoring the vehicle’s steering, throttle response, gearbox, centre coupling and braking and stability systems to the demands of the terrain. Terrain Response features four settings: General, Grass/Gravel/Snow (for slippery conditions on- and off-road), Mud and Ruts, and Sand. twelve

15-04-29 8:12 PM

NISSAN GT-R. ®

THE 545-HP SUPERCAR. At Nissan, innovation never rests. That’s why every year since the launch of the GT-R, we’ve worked relentlessly to make it our fastest, meanest and most powerful model to date.

for more information, circle reply c ard no. 27

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2015 model shown. Always wear your seatbelt, and please don’t drink and drive. © 2015 Nissan Canada Inc.

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PREFLIGHT CHECK

15-04-29 7:33 PM

focuson a snapshot of ’15 Mazda CX-3 The 2016 Mazda CX-3 is an all-new compact crossover SUV expected in Canada this summer. It’s to be powered by a SkyActiv-G 2.0L gas engine and a 6-speed automatic transmission. The new-generation AWD system employs an active torque control coupling rst used on the CX-5. It employs a world’s rst front wheel slip warning detection system, which employs sensor signals to accurately monitor the driver’s intentions and constantly changing driving conditions. In addition, CX-3 uses a newly developed power take-off and rear differential that is compact and light thirteen in weight.

Power will be transferred to either the front wheels or to all four through Mazda’s new-generation AWD system. Because driving pleasure and driving safety go hand-in-hand, CX-3 will offer a wide range of Mazda’s latest active, passive and in-car-infotainment technologies, including the Mazda Connect infotainment system and i-ActivSense advanced safety features.

Base Engine: 155-hp (estimated), 2.0L DOHC I4 Optional Engine: None Base Transmission: 6-speed automatic Optional Transmission: None Length: 4274 mm (168.3 in.)

Weight: n/a Fuel Economy (l/100 km): n/a Base Price: n/a

Mitsubishi RVR

Base Engine:

148-hp, 2.0L DOHC I4

The diminutive, best-selling Optional Engine: 168-hp, 2.4L DOHC I4 RVR gets a second engine option as part of a mid-year Base Transmission: 5-speed manual model enhancement Optional Transmission: Continuously variable — top-of-the-line GT and SE Limited Edition models Length: 4295 mm (169.1 in.) will feature a larger 2.4L 1370 kg (3021 lb.)

4-cylinder engine, the same Weight: available in Lancer AWC Fuel Economy (l/100 km): 9.9 City, 7.6 Hwy. models. The current 2.0L Base Price: $19,998 four will continue with ES, SE 2WD and 4WD trims.

The SUV already received an advanced, next-generation, continuously variable transmission for the smaller 2.0L engine for 2015, which delivers better fuel economy and response as well as improved acceleration feel. Inside, all RVRs have new audio trim panels; speci cally, ES and SE get a carbon-black nish while the topline GT receives a glossy piano black panel with silver accents. The GT also gets new LED daytime running lights.

Four RVR SE price lines are available, including two 2WD versions and two AWC versions. The GT is only available with AWC and Sportronic CVT with paddle shifters. sixteen

Autovision 24

summer 2015

Mazda CX-5 The 2016 CX-5 sees a mid-cycle refresh that includes an updated front grille as well as a more substantial look to the interior, with particular effort going into improving the materials used and the functionality of the cockpit.

Enhancements include improvements to the front and rear seats and suspension system, an additional sound insulation throughout the body.

The sporty CX-5 comes standard with a 155-hp SkyActiv-G 2.0-litre four-cylinder for all three trim levels – GX, GS, and GT — matched to a 6-speed manual or 6-speed automatic fourteen transmission. There is also a 2.5L 4-cylinder available in the GS and GT models. Boasting a 19% increase in power and 23% more torque (184 hp, 185 lb-ft), these CX-5s are two of the more powerful non-turbocharged compact SUVs in its class.

The GS and GT are only available with a 6-speed automatic transmission. Mazda’s Active Torque-Split AWD system is offered only on models with the automatic (standard on the GT).

Mini Cooper S Countryman All4 The sporty 4-door Countryman is offered in Cooper S form as well as a high-performance John Cooper Works (JCW) model. Both are powered by 1.6L turbocharged 4-cylinder engines — the base Countryman’s motor puts out 181 hp versus 208 for the JCW. A 6-speed manual is standard, with a 6-speed manumatic available.

In addition to the extra power, the JCW adds an aerodynamic body kit, bi-xenon headlights, sport suspension and exhaust system and 18-inch light-alloy wheels.

With the All4 AWD system (the fifteen front-wheel-drive model is no longer available), the engine’s power is distributed seamlessly between the front and rear axles by an electromagnetic centre differential.

The All4 system’s control electronics are integrated directly into the management unit of the Dynamic Stability Control system.

A new Countryman (likely a 2017 model) based on the newer UKL platform (underpinning the current 3- and 5-Doors) is expected sometime during 2016.

FO-summer.indd 24

Base Engine: 155-hp, 2.0L DOHC I4 184-hp, 2.5L DOHC I4 Optional Engine: Base Transmission: 6-speed manual 6-speed automatic Optional Transmission: 4555 mm (179.3 in.)

Length: 1458 kg (3214 lb.)

Weight: Fuel Economy (l/100 km): 9.0 City, 6.8 Hwy. $22,995 Base Price:

Nissan Juke

Base Engine: 181-hp, 1.6L turbo DOHC I4 Optional Engine: 208-hp, 1.6L turbo DOHC I4 Base Transmission: 6-speed manual Optional Transmission: 6-speed automatic Length: 4110 mm (161.8 in.)

Weight: 1455 kg (3208 lb.)

Fuel Economy (l/100 km): 9.5 City, 7.7 Hwy. Base Price: $29,950

Base Engine:

188-hp, 1.6L turbo DOHC I4

The 2015 Juke offers a fresher front-end look with Optional Engine: 211/215-hp, 1.6L turbo DOHC I4 its new projector beam Base Transmission: 6-speed manual headlights and LED accent Continuously Optional Transmission: variable lamps, new grille and more robust trim beneath the Length: 4125 mm (162.4 in.) bumper. The side rear-view Weight: 1324 kg (2918 lb.) mirrors add standard integrated LED turn signal Fuel Economy (l/100 km): 8.4 City, 6.9 Hwy. repeaters. The redesigned Base Price: $20,498 rear fascia features a more aggressive shape to match the revised boomerang taillights with LED accents.

New standard features include push-button start, rear-view monitor and NissanConnectSM with Mobile Apps — including a 5-inch colour display, USB connection port for iPod interface and other compatible devices. Power is from a revised turbo 1.6L DOHC 4-cylinder that puts out 188 hp in standard form. A modi ed version puts out 211 hp for the Nismo RS AWD and 215 for the RS FWD. The base engine is mated to an Xtronic manumatic transmission with new D-step logic control. A 6-speed manual is available on the SV, Nismo and Nismo RS models. seventeen

15-04-29 8:13 PM

THE DRIVER READS THE ROAD. THE TLX READS THE DRIVER. IT’S THAT KIND OF THRILL.

T H E A L L - N E W 2 0 15 A C U R A T L X S H -AW D ® S TA R T I N G F R O M $ 3 9 , 9 9 0.* Winding country road, or the cityscape highway, the 2015 TLX with torque vectoring Super Handling All-Wheel Drive™ (SH-AWD ®) offers an instinctively responsive driving experience. Loaded with technologies and performance options, including a powerful new Direct Injection SOHC, i-VTEC ® aluminum alloy V6 engine; 9-speed electronic transmission; Jewel Eye™ LED headlights; heated steering wheel and more, TLX is the gripping performance sedan thrill you’ve been waiting for.

acura.ca/TLX

*Selling price is $39,990 on a new 2015 Acura TLX SH-AWD® (UB3F3FJ). Price of model shown, a new 2015 Acura TLX SH-AWD® Elite (UB3F7FKN) is $47,490. Prices exclude $1,995 freight and PDI, fees, license, insurance, registration, and taxes (including GST/HST/QST). Some terms/conditions apply. Model shown for illustration purposes only. Offer is subject to change or cancellation without notice. Dealer may sell/lease for less. Dealer order/trade may be necessary. While quantities last. Visit acura.ca or your Acura dealer for details. © 2015 Acura, a division of Honda Canada Inc. for more information, circle reply c ard no. 28

Acura TLX SH-AWD.indd 1

15-04-29 7:01 PM

focuson a snapshot of ’15 Range Rover Evoque The 2016 Evoque gets a mid-cycle refresh that sees a new front bumper, two new grille designs, all-LED headlamps and three new alloy wheel designs. Distinctive hood vents, previously tted only to Coupe models, are introduced on the 5-door HSE Dynamic and Autobiography trim level. A new tailgate spoiler includes a wider, slimmer high-level LED rear brake light and optional new roof ns feature an integrated cellular antenna, for improved mobile phone signal. Interior changes include new seats and door casings and a new infotainment system, accessed via an eighteen 8-inch touchscreen.

All Evoques are powered by a 2.0L, 240-hp direct-injected turbo 4-cylinder that’s teamed to a 9-speed automatic transmission and Active Driveline 4WD system.

With just 25 units available for the 2015 model year, the limited-edition Autobiography becomes the most exclusive version of the Evoque, distinguished by a modi ed Dynamic body kit, exclusive 20-inch forged wheels and more premium cabin features.

Autovision 26

summer 2015

Subaru Forester Redesigned for the 2014 model year, the Forester saw refreshed exterior styling and more comprehensive mechanical improvements. The 170-hp 2.5L boxer 4-cylinder was retained for the non-turbo models, while a smaller, more powerful 250-hp 2.0L turbo 4-cylinder is found in the 2.0XT. A 6-speed manual is standard for the base 2.5i and Touring non-turbo models; the rest of the lineup gets a CVT with paddle shifters. (The 2.0XT is enhanced with SI-Drive, complete with Intelligent, Sport and Sport-sharp modes.)

For 2015, the base 2.5i adds a nineteen rear-view camera and colour multi-function display, while the 2.5i Touring Package now has an optional Technology Package featuring EyeSight and proximity key with a push-button ignition. Eyesight is a stereo camera technology that integrates Adaptive Cruise Control, Pre-Collision Braking and a Vehicle Lane Departure Warning. The 2.5i Limited Package now adds 18-inch alloy wheels and a 6.1-inch voice-activated in-dash GPS navigation/audio system.

Subaru XV Crosstrek The XV Crosstrek combines a 5-door design with the functionality and versatility of an SUV. A 2.0L boxer engine that’s teamed to Subaru’s symmetrical full-time AWD via a 5-speed manual or available Lineartronic CVT powers all models. A Hybrid model was added in 2014, using the same boxer engine, but integrating the CVT to a 13.5-hp electric motor.

There are two different AWD systems offered. With the manual transmission, the AWD system uses a viscous-coupling limited-slip centre differential to distribute power 50/50 front to twenty rear. Models with the CVT feature an electronically controlled multi-plate transfer clutch AWD system, which actively manages power distribution based on acceleration, deceleration, and available traction.

The 2015 Crosstrek has earned a 2015 “Top Safety Pick” and “Top Safety Pick+” award from the U.S. Insurance Institute for Highway Safety.

FO-summer.indd 26

Base Engine: 240-hp, 2.0L turbo DOHC I4 Optional Engine: None Base Transmission: 9-speed automatic Optional Transmission: None Length: 4356 mm (171.5 in.)

Weight: 1640 kg (3615 lb.)

Fuel Economy (l/100 km): 11.3 City, 7.9 Hwy. Base Price: $47,695

Toyota RAV4

Base Engine:

176-hp 2.5L DOHC I4

Base Engine:

200-hp, 2.0L turbo DOHC I4

New to Canada — and None Canada only — is the RAV4 Optional Engine: 50th Anniversary Special Base Transmission: 6-speed automatic Edition, a limited-production Optional Transmission: None version offered exclusively on the AWD XLE and Length: 4570 mm (179.9 in.) featuring unique 18-inch Weight: 1545 kg (3435 lb.) wheels, leather-wrapped steering wheel and shift Fuel Economy (l/100 km): 10.0 City, 7.6 Hwy. knob and unique black Base Price: $24,365 interior with red stitching.

Otherwise, the RAV4 is unchanged for 2015, having been redesigned in 2013. There are ve models and regardless of drivetrain every one — FWD LE, AWD LE, FWD XLE, AWD XLE and AWD Limited — is powered by a 176-hp 2.5L 4-cylinder coupled to a 6-speed automatic transmission with sequential shift mode and three driver selectable drive modes — Sport, Eco and Normal — to match the SUV’s performance to one’s driving style.

Standard safety equipment includes ABS, brake assist, electronic brake-force distribution, vehicle stability control, active traction control and Smart Stop technology. All models come with comfort and convenience features such as audio systems equipped with Bluetooth, air conditioning, power windows and more. twentyone

Base Engine: 170-hp 2.5L DOHC H4 Optional Engine: 250-hp, 2.0L turbo DOHC H4 6-speed manual Base Transmission: Optional Transmission: Continuously variable 4595 mm (180.9 in.)

Length: 1514 kg (3338 lb.)

Weight: Fuel Economy (l/100 km): 10.6 City, 8.4 Hwy. $25,995 Base Price:

Volkswagen Tiguan

Base Engine: 148-hp 2.0L DOHC H4 Optional Engine: 148-hp 2.0L DOHC H4 with electric motor Base Transmission: 5-speed manual Optional Transmission: Continuously variable Length: 4450 mm (175.2 in.)

1410 kg (3109 lb.)

Weight: Fuel Economy (l/100 km): 10.2 City, 7.7 Hwy. Base Price: $24,995

The Tiguan has received no None signi cant upgrades since its Optional Engine: mid-cycle refresh in 2012.

Base Transmission: 6-speed manual Trim levels include the 6-speed automatic Trendline, Comfortline and Optional Transmission: Highline. There are four Length: 4433 mm (174.5 in.) packages available — Weight: 1539 kg (3392 lb.)

Convenience, Appearance, Technology and R-Line Fuel Economy (l/100 km): 13.0 City, 9.0 Hwy. — depending on the trim. $24,990 All versions are powered by Base Price: a 200-hp, turbocharged 2.0L 4-cylinder, mated to either a 6-speed manual or 6-speed manumatic and offered with standard front-wheel drive or available 4Motion AWD. 4Motion distributes engine power optimally between the front and rear wheels. At low speeds, the system changes over automatically to front-wheel drive. The rear seat has a 40/20/40 split to t multiple loadcarrying needs. With the rear seats in place, there is 674 litres of space behind. When they’re folded down, cargo space increases to 1589 litres.

A new, larger three-row Tiguan will be rolled out in 2017. twentytwo

15-04-29 8:14 PM

T:7.875” S:7”

PROUDLY INTRODUCING

T H E ALL- N E W 2015 CH RYSLER 200

S:10”

The all-new 2015 Chrysler 200 will change the way you look at North American-built sedans. For starters, it’s Canada’s most affordable mid-size.1 Its sophisticated aerodynamic design, finely sculpted curves and striking profile only hint at the crafted, premium amenities that await. You’ll find comfort and quality in every detail, from available Nappa leather-faced seating and real wood trim to the innovative pass-through console. In fact, this remarkable blend of high-end fit and finish and ingenious engineering has been recognized with the Ward’s 10 Best Interiors Award. The all-new 2015 Chrysler 200, impressively priced at just $22,495.2

chrysler.ca

Based on 2014 Ward’s Lower Middle sedan segmentation and MSRP of base models. 2MSRP for 2015 Chrysler 200 LX excludes freight ($1,695), insurance, registration, taxes, dealer and other fees. MSRP for 2015 Chrysler 200C model shown: $28,695.

1

for more circle reply ard no. 29 for information, more information, circle replyc card

Chrysler.indd 1

15-04-29 7:36 PM

T:10.75”

AN IMPRESSIVE FIRST IMPRESSION

twowheels rollin’ down the highway

2015 Honda CBR300R Track Hero

By David Booth in Savannah, Georgia

Autovision 28

summer 2015

I

simply can’t help myself. I know I should be talking about practical things, such as how Honda’s newly enlarged CBR300R is the most miserly of fuel sippers — as stingy as a Toyota Prius. Or, that in the transition to 300 cc from 250 (actually 288 cc) and a power gain of 17%, Honda’s smallest sportbike gained but half a kilogram. And, for the style conscious, I could probably wax lyrical about how the baby Honda superbike wears grown-up clothing, its bodywork all but indistinguishable from its larger CBR500R sibling. That’s what I should be talking about.

Instead, I am just going to rave about how much fun it is screaming — for, to make any decent forward progress on the CBR, one has to “scream” the little 288 cc single — around a racetrack. There’s something about being relieved of the pain of modulating the throttle so finely that brings out the hooligan, even in 57-year-old Walter Mittys.

(Cornering a 1,000-cc superbike is always an exercise in caution/trepidation/abject fear lest you twitch your wrist involuntarily and send the entire plot skyward.) By not having

RT-twowheels.indd 28

to be concerned about too much power overwhelming the rear tire, the formerly timid can direct all their attention/ enthusiasm to leaning the sportbike way the bejezus over. I can’t possibly exaggerate the exuberance. What was once — on a larger bike — a timid corner entry, is now a headlong rush for the apex. Where lean angle was something to be viewed with apprehension, there’s now an internal contest to see just how long you can keep the inside knee pressed firmly on the tarmac. Where trying to exploit the raw power of a litresized superbike is always a reminder that you are — and never were — talented, flailing about on a 300 like the CBR is to dream that you, too, could have been Valentino Rossi.

My day at Roebling Road Raceway was the most fun I have had in 30 years of two-wheel testing, so much so that I am thinking of donning leathers and number plate and making it a season-long adventure.

And Honda’s little CBR is surprisingly well equipped for such shenanigans. Having tested the “race” version of Honda’s old 250 version a few years ago, I thought this stock version — sans the racer’s upgraded Elka rear shock and Pirelli go-faster tires — might wallow a bit, its

cheaper suspension and rubber not up to the rigours of max lean angle. Phooey! Stock Showa (suspension) and IRC (tires) took to the track like flies to … well, you know what flies take to. The rear shocks never faded and the tires never slid, which meant that, other than a few extra “jacks” of the rear spring preload, my entire day was spent beating on that poor bike like it was stolen.

And, for those thinking this review is missing the point of an econosportbike, here’s the added benefit: The CBR300’s paucity of both power and weight means one can flog the little beast like I did for an entire day and the tires will be just fine for the ride home. In fact, there will be plenty of tread left over for the next track-day session. The same abuse of a litrebike will have you buying stock in Dunlop.

Of course, there’s the more mundane everyday driving experience to consider. Here, the CBR shines, its 17% bump in power seen mostly in the mid-range. Kawasaki’s equally diminutive Ninja 300 employs a slightly more powerful twin-cylinder engine that will ultimately prove speedier, but all its power is concentrated above 10,000 rpm, and the parallel-twin engine needs a little coaxing to get there. The Honda, by contrast, feels as torquey as 288 cc can, responding with something that can be exaggerated into authority by 6,000 rpm.

The slightly revised seating position is more comfortable than ever. Ditto the seat.

The brakes, up to the harshness of a racetrack, are also backed up by a safetyenhancing anti-lock-braking system (for an extra $500). The fairing coverage is even pretty decent. You wouldn’t want to crosscountry the CBR from St. John’s to Kelowna, but short highway jaunts won’t abuse you.

And one doesn’t always get Honda-level build quality for just $4,699.

I’m going to be parking one of these in my garage some time soon. Honda can trumpet its official easy-entry-into-motorcycling blather all it wants, I’m getting a season-long pass to local track days to see if I can’t wear me out some tires. s

15-04-29 8:33 PM

W

ith age comes certain pragmatism, the knowledge that, while the extremes may hold more passion, the middle ground is more accessible, such as when your older self is just looking for a Sunday ride on a comfortable motorcycle with as few foibles as possible. Thus, I now eschew radical sportbikes anywhere but the racetrack. Full-on motocrossers are likewise avoided, as bones don’t seem to repair as quickly as they used to. And, somehow, popping wheelies everywhere I go doesn’t seem nearly as important as it used to, the combination of something called maturity and effective policing reducing my enthusiasm for such silliness.

So, I find myself ever more drawn to the new breed of adventure bikes, those tourers masquerading as dirt bikes, with a sit-up-andbeg riding position all but as comfortable as a cruiser’s and a damn sight better suited for long-distance riding. Throw in some luggage-swallowing saddlebags, a decent windscreen and, while you’re at it, please make mine lightweight (creaking bones again).

This pretty much describes Triumph’s revised-for-2015 Tiger 800. Now available in low-riding XR and a more dirt-oriented XC, the new Tiger maintains its leadership in key areas — performance and handling — and improves on its previous weak points, which is to say off-road comportment and comfort.

The top-of-the-line ($14,899) XCx, distinguished from its lower priced ($13,699) base version by White Power suspension and a multi-adjustable traction control system, improves the Tiger dramatically on all fronts.

With its 21-inch spoked front wheel, longer travel suspension and customizable traction control and ABS systems, the XC is definitely more off-road worthy than previous Tiger

RT-twowheels.indd 29

800s. (The ABS’s off-road setting, for example, allows rear-wheel lockup in the dirt while still preventing the front from washing out.)

But truth be told, the improvement to onroad ride and handling resulting from the astonishingly supple WP suspension is more noticeable. As compliant as a touring bike (perhaps more so), the XCx version of the new 800 has some of the best suspension compliance I’ve ever sampled on a twowheeler. Oh, you will pay a price with a little more brake dive during hard braking, but most adventure tourers, as sprightly as they may be through corners, spend little time on a racetrack. Despite Triumph’s insistence that the 21-inch wheel and the customizable traction control system are the XCx’s best foot forward, it’s the WP suspension that impresses most. It alone is worth the $1,200 uptick from the XC the XCx. There is little price to be paid for the XC’s off-road worthiness. Oh, shorter riders will prefer the XR’s lower seat height thanks to its 19-inch front wheel, but, otherwise, the XC is the way to go.

On-road comfort is also quite good, especially for something in the middleweight category. I’d prefer about an inch more rise to the handlebar, but the seating position is otherwise excellent. The seat, surprisingly, is more commodious than its rather thin foam would seem to indicate. A larger windscreen (available as an accessory) and more encompassing — and, therefore, wind-

summer 2015

By David Booth in San Diego, Calif.

Autovision 29

2015 Triumph XCx Golden For Oldies

cheating — bodywork would have been appreciated. But Chris Ellis, Triumph Canada’s general manager, says that most of the Tiger 800’s clientele prefer the XC’s minimal accoutrements. They do, however, appreciate the XCx’s all-encompassing crash bars and often opt for the accessory saddlebags.

I’d be remiss not to mention Triumph’s 800-cc triple engine. An offshoot of the 675-cc triple in the 675 Daytona sport bike, the 2015 version pumps out oodles of smoothly flowing torque as always, offering an excellent compromise between grunting twins and screaming fours. What’s new this year is that the engine is a little more sophisticated and the exhaust still as growly, but there’s less thrashing from the gearbox and clutch. Triumph also says it consumes 17% less fuel; I was on the gas too much to make any evaluation.

Indeed, despite my admonishments at the beginning of this road test, the Tiger 800’s best foot forward is that it’s so easy to ride — and ride well — that it might be able to turn back the clock a few years. Absent backnumbing riding positions and semi-trailerlike weight, it’s amazing how much fun you can still have on a motorcycle — regardless of age. s

15-04-29 8:33 PM

thelastword around the watercooler

THE OLD WORLD WILL SCHOOL THE NEW ONE

By Jeremy Cato

Autovision 30

summer 2015

T

raditional car companies — the Fords, Volkswagens and Toyotas of the world — are on life support. Soon they will be thoroughly schooled by the geniuses from California’s Silicon Valley.

Google and Apple will teach the dinosaurs, otherwise known as “old” car companies, a lesson in innovation and nimbleness.

Naturally, this is nonsense. Yet, the casual observer is being led to believe otherwise.

Apple, the mobile phone company, has assigned hundreds of people to work on “Project Titan” — a secret electric-car project — reports The Wall Street Journal, details of which Apple does not wish to discuss. Apple is in the car game already, though. Its CarPlay software projects an iPhone’s navigation, music and messaging apps on to a car’s touchscreen.

Apple users, of course, belong to the Cult of Apple. So, even though CarPlay “merely piggybacks on a vehicle’s existing infrastructure” and is a “makeshift solution to the problem of driver distraction,” as Automotive News notes, Apple cultists are pushing ahead with their slavish enthusiasm for the Apple Car. Apple’s ace: a market cap (at this writing) of nearly US$750-billion and a cash hoard of some US$178-billion. World Bank data shows Apple’s pile of cash is bigger than the gross domestic products of Vietnam,

LW-LastWord.indd 30

Morocco and Ecuador. As The Atlantic points out, “if Apple were a country, it’d be the 55th richest country in the world.” Be afraid, car companies, be very afraid.

Since 2010, Google, a search engine, advertising and data-mining company, has been working on a self-driving car project.

Compared with Apple, Google is tiny, with a market cap of US$182.4-billion. Still, Google is a leader in the information age, our reliance on its search engine having made all of us a little bit stupid.

But it’s a long way from making mobile phones in overseas sweatshops to building something as complex as a modern automobile for developed markets such as Canada, the U.S., Japan and Germany. First World car buyers have complex and sophisticated wants and needs and they live in countries where government mandates create a staggering level of complexity.

But it’s the complexity piece that will stagger Google and Apple and their ilk in their car quest. No product from Silicon

Valley — short of Tesla’s Model S — matches the automobile in its complexity. As Toyota spokesman Ryo Sakai told The Wall Street Journal, “A car is a culmination of various technologies. Even if each team perfects the technology that it’s working on, that won’t make the car perfect.”

How complex? Today’s luxury car might have as many as 80 microcomputers on board, says the Semiconductor Industry Association of Japan. Even the least expensive runabouts today are available with very sophisticated infotainment systems and smart safety gizmos.

What today’s global car companies do is bring technologies together in a single product, with an average expected useful life of 400,000 kilometres, notes DesRosiers Automotive Consultants. So, the car you buy today might last until 2035. Amazing!

Some perspective: My 20-year-old son replaced his so-called smartphone after just two years. He didn’t drop it in the toilet or sit on it. It just died without any warning. If a car did this today, the outrage and subsequent fallout would sink the company. If a car fails, someone might die. If a phone fails, someone misses a call or the chance to Tweet, Instagram and post on Facebook.

The truth is that established auto companies are, without question, digital companies with a twist. They are stable, disciplined, know how to manage massive capital investments all over the world and are skilled at navigating through demanding consumer markets of all types. They are also politically savvy, able to operate their businesses in scores of countries, even when buried under a patchwork of regulatory regimes.

And they are absolutely prepared for the digital revolution in automobiles. Where is the established auto industry going? Cadillac is introducing a plug-in hybrid version of its CT6 luxury flagship sedan in China, with a global rollout coming shortly after. Plug-ins are here or on the way from BMW, Mercedes, Jaguar Land Rover, Nissan, Toyota and more. All will be covered and supported with full warranties and backed by a global dealer network.

Apple, Google and their ilk have piles of money and products of an innovative California culture. But these companies have yet to demonstrate the patience and the savvy to be global auto competitors. Don’t bet against the “old” companies turning things around and schooling the upstarts on how to run and succeed in a very tough business. s

15-04-29 8:27 PM

THE METER MAID WILL GIVE YOU A FEW EXTRA MINUTES.

The all-new Road Glide® Special Motorcycle.

Some just enjoy a little extra respect.

H-D.com/RUSHMORE

Visit your authorized Canadian Harley-Davidson® Retailer today or online at harley-davidson.com * Vehicle shown may vary visually by market and may differ from vehicles manufactured and delivered. See your Retailer for details.

UNITED BY INDEPENDENTS for more information, circle reply c ard no. 30

With the purchase of any new Harley-Davidson® model from an authorized Canadian Harley-Davidson® Retailer, you will receive a free, full one-year membership in H.O.G.® Always ride with a helmet.

Ride defensively. Distributed exclusively in Canada by Deeley Harley-Davidson® Canada, Richmond and Concord. Deeley Harley-Davidson® Canada is a proud sponsor of Muscular Dystrophy Canada. ©2014 H-D or its affiliates. HARLEY-DAVIDSON, HARLEY, and the Bar & Shield Logo are among the trademarks of H-D U.S.A., LLC.

HD-P-0383 MY15_RoadGlide_MeterMaid_Single_Autovision_CA-en.indd 1 HD rodeglide.indd 1

08/04/2015 8:46:34 AM 15-04-29 7:39 PM

for more information, circle reply c ard no. 31

Chevy Caddy.indd 1

15-04-29 7:43 PM

S:7.375”

TRUE NORTH STRONG NO MATTER YOUR COORDINATES Vincentric Lowest Total Cost of Ownership in its Class.* Available Best-in-Class V8 Fuel Efficiency.** Longest Pickup Warranty in Canada. 60,000 KM More Than Ford and Ram.†

*Based on Vincentric 2014 Model Level Analysis of half-ton pickups in the Canadian retail market. **2015 Silverado 1500 with available 5.3L EcoTec3 V8 engine equipped with a 6-speed automatic transmission has a fuel-consumption rating of 12.7 L/100 km combined (4x2) and 13.0 L/100 km combined (4x4). Fuel-consumption ratings based on GM testing in accordance with new 2015 model-year Government of Canada approved test methods. Refer to vehicles.nrcan.gc.ca for details. Your actual fuel consumption may vary. Comparison based on wardsauto.com 2014 Large Pickup segment and latest competitive information available. Competitive fuel-consumption ratings based on 2014 Natural Resources Canada’s Fuel Consumption Guide. Excludes other GM vehicles. †Based on wardsauto.com 2014 Large Pickup segment and latest competitive information available at time of printing. Excludes other GM vehicles. 5-year/160,000 kilometre Powertrain Limited Warranty, whichever comes first. See dealer for details. ©2015 General Motors of Canada Limited.

All rights reserved. Chevrolet® Chevrolet emblem® Chevy™ ECOTEC® GM® Silverado® for more information, circle reply c ard no. 32

Chevy SILVERADO.indd 1 GCVS15MG300__181008A03.indd 1

15-04-29 7:47 PM 2/10/15 8:24

T:10.875”

S:10.125”

CHEVY SILVERADO 1500. TRUE NORTH STRONG.