Autovision autumn 2016

• 2017 Maserati Levante • 2017 Kia Cadenza • 2017 Volvo S90 • 2017 Nissan Pathfinder • • 2017 Genesis G90 • 2017 Harley-Davidson Road King • autumn 2016

Genesis G90 Don’t judge a luxury sedan by its nameplate

Back to the Future

The case for buying a 1967 Camaro

Dieselgate!

Everything you need to know about the U.S. Volkswagen settlement

Focus On

14 family-oriented mid-sized SUVs and crossovers Autovision is an advertorial supplement to Newcom/Annex magazines

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16-09-28 5:37 PM

INTRODUCING THE STRIKINGLY REDESIGNED 2016 LEXUS GS Every inch of the 2016 Lexus GS has been built to exceed expectation. Bolder, more aggressive lines emanate from its unique spindle grille, hinting at its powerful 3.5-Litre, 24-valve 311-HP engine. The interior is a deft balance of premium finishes like wood trim and a heated leather-wrapped steering wheel and technical comforts like a 12.3� LCD display.

Experience the 2016 Lexus GS for yourself today.

ONE PART

COMMANDING.

NO PART

COMPROMISED.

for more information, circle reply card no. 20

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2016-09-15 11:06 AM 16-09-28 5:33 PM

Inside

4 What’s New

outrageous Bugatti and An Aston Martin stirs the soul

Autovision autumn 2016

16 Dieselgate!

14 Mid-sized SUVs and Crossovers that won’t brake the bank

26 The Last Word

Back to the Future: The case for buying a 1967 Camaro

O

n May 7, Joshua Brown was killed in a Tesla Model S. He might have been watching a Harry Potter movie. He had, in the past six years, received eight speeding tickets. He also rode a motorcycle, which, the press has intimated, meant he was a risk taker. But the single most salient fact in this first-ever fatality involving a semi- autonomous vehicle is this: Brown had engaged his car’s Autopilot self-driving mode and the brakes of his Model S were not applied.

And thus was an entire can of worms opened.

Indeed, Mr. Brown’s death has opened up a Pandora’s Box that could pit two monolithic industries — large insurance companies versus automakers — in a high-stakes game of product liability “chicken.” The question is simply this: When all is said and done, who is responsible when a selfdriving car gets in an accident?

It’s not an easy question. First, it’s important to understand the basics of collision culpability.

According to the Insurance Industry of Canada’s Automated Vehicles: Implications for the Insurance Industry in Canada (one of the finest synopses of automotive autonomy currently available), for as long as the automobile has been around, the responsibility for its safe conduct has rested squarely on the driver. “Driver error,” says the first line of the Institute’s report, “is responsible for most collisions.” That’s why automobile insurance coverage has been, until now, completely straightforward: We, the humans behind the wheel, are at fault. Therefore, we pay.

“Current insurance coverages and practices, however, are simply not designed for a world where human drivers are replaced by vehicles that can drive themselves,” says Paul Kovacs, the report’s author, noting that the very “foundations for the personal automobile insurance industry in Canada — that driver errors contribute to most collisions and personal ownership of vehicles is the norm — may disappear.”

In plain English, if you’re not driving, you can’t be held at fault. Automakers will have to accept responsibility if one of their self-driving wonders veers off its computer-directed course.

Automakers, long wary of product liability lawsuits, want no part of this. Almost all automakers — Volvo being the current exception — are, in fact, counting on the exact opposite; hoping that governments will eventually pass some sort of legislation protecting them against liability. That’s why they state — as Tesla has done in the wake of Brown’s death — that “Autopilot is an assist feature that requires you to keep your hands on the steering wheel at all times,” and that “you need to maintain control and responsibility for your vehicle” while using it. Its contention is simple: If you’re behind the wheel, you’re in “care and control’ of the car,” this absolving Tesla of any responsibility for the damage/injury/havoc its self-driving technology might wreak.

If I am reading Kovacs’ Implications right, the insurance industry is saying “hogwash.” Forty or 50 years hence — sooner if Ford’s plan for total autonomy by 2021 proves true — there will be absolutely no question of who’s responsible in an accident such as Brown’s. There will simply be no drivers. Maybe not even, if Ford has its way, any steering wheels. Car accidents, therefore, will be the responsibility of the automakers alone. Indeed, one of the solutions Kovacs puts forward is treating the problem as a product liability issue, Tesla et al buying blanket insurance indemnifying them against anything untoward that might happen to, or as a result of, their cars.

previews 2017 Maserati Levante 2017 Kia Cadenza 2017 Volvo S90 2017 Nissan Pathfinder 2017 Genesis G90 2017 Harley-Davidson Road King

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Kovacs admits that the current comingling of self-driving and conventional cars does confuse things. Nonetheless, “as on-board computers begin to make driving decisions, responsibility for collisions will move beyond human drivers to include automakers, software developers and maintenance professionals,” says Kovacs. “With the introduction of automation, we need to determine the vehicle’s share of responsibility.”

In the case of Brown’s Tesla, that responsibility will shared by Brown’s culpability — was he watching a movie? — and his Autopilot system’s admitted inability, according to Tesla, to “notice the white side of the tractor trailer against a brightly lit sky.”

Whatever the determination, I suspect that the “mouse” clauses automakers currently use to abdicate responsibility for their (semi) self-driving technologies will come under increasing fire. Kovacs agrees. “Automakers can’t have it both ways,” says the president and CEO of the Property and Casualty Insurance Compensation Corporation, “proclaiming the incredible abilities of their selfdriving cars on the one hand and then disavowing any responsibility for mishaps their technology might create on the other.”

The issue of who is responsible for computer-controlled cars might blunt our autonomous future. Ian Robertson, head of BMW sales and marketing, once contended that, “We’ve reached the ‘feet off’ phase of autonomy, and now we’re in the ‘hands off’ and ‘eyes off’ phase, but only for brief periods. The next phase will be ‘brains off.’”

As Brown’s death illustrates, we’re still best advised to keep our brains engaged. s

,

autumn 2016

22 Focus On

Autovision 3

Everything you need to know about the U.S. Volkswagen settlement

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 David Booth •

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16-09-28 5:36 PM

what’snewconcepts to mainstream

Outrageousness amplified

Fifteen hundred. That’s how much horsepower the new Chiron, Bugatti’s replacement for the Veyron, has. It also boasts 16 cylinders and no less than 11 radiators. Hell, this Bugatti has as many turbochargers (four) as a Nissan Micra has cylinders.

The Veyron hit 100 kilometres an hour in 2.5 seconds and topped out on the F-35 side of 400 km/h. The Chiron’s 8.0-litre monster has 300 more horsepower! Call it silly, gluttonous or the sure sign of some kind of automotive apocalypse, the Chiron is simply too outrageous to ignore.

Autovision 4

autumn 2016

Lincoln’s imitation sincerely flatters Bentley Lincoln has been an afterthought for Ford — the automaker’s attentions devoted to its profitproducing F-150 pickups. Consumers have left the brand behind even as they’ve driven the rest of the luxury segment to new heights. This may be Lincoln’s last chance to be relevant.

The good news is that the Continental’s styling is virtually cloned from Bentley’s Mulsanne — so much so that Luc Donckerwolke, Bentley’s chief of design, posed an enquiry to David Woodhouse, Lincoln’s head designer, via Facebook: “Do you want us to send the product tooling?” True, if you are going to copy something, a Bentley is a good place to start. The Continental’s top-of-the-line engine, a 3.0-litre twin-turbo V6 sporting 400 horsepower, is plenty strong. The bad news is that, like the MKZ one rung lower down the luxury ladder, the Continental is based on Ford’s Fusion (albeit stretched and strengthened). The car’s success, therefore, will depend on how adroitly Lincoln disguises its lineage.

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Ludicrous indeed

Tesla’s Model S itself hasn’t changed — think sleek looks, phantasmagorical interior design and serious social consciousness props — but Lord Elon is now offering an even bigger battery. Thanks to an upgrade to 100 kilowatt-hours of lithium-ion, a P100D — in Ludicrous mode — will now accelerate to 60 miles per hour (96 km/h) in 2.5 seconds. If you’re looking to beat that, better get a LaFerrari, McLaren P1 or the Bugatti Chiron also celebrated on these pages, because that is how stupefyingly powerful this eco-car really is. No wonder the Model S is the best-selling luxury car — yes, better than Mercedes’ S-Class and BMW’s 7 Series — in North America.

16-09-28 5:38 PM

Aston Martin stirs the soul — again

There are faster supercars. There are lighter supercars. And there are more dramatically styled supercars. But few stir the soul — or reward the eye — as much as an Aston Martin. And, boy, does Aston’s new DB11 ever stir the soul!

The V12, now turbocharged for 600 horsepower, remains raucous. The interior is as cozy as a leather settee and it’s open to serious debate that any Ferrari is sexier than an Aston. Thank God there’s still a place for quirky English supercars — Aston Martin is the last supercar marque of significance to remain independent of a major automaker — that value panache as much as performance.

briefly...

Under-promising and over-delivering Chevy’s Camaro ZL1 will arrive next spring with more muscle than originally promised — 650 horsepower and 650 pound-feet of torque. If that doesn’t wow you, how about zero-to-100 km/h in

Re-arming a style icon Audi’s TT has always been the poor man’s sports car. A tad soft, a little underpowered, it’s played second fiddle to Porsche’s Boxster. No more. An incredible 19.6 psi of turbo boost wrings out 400 hp — 60 more than before — from the 2.5-litre five-cylinder engine. That’s good enough — thanks also to Quattro all-wheel-drive — to scoot the RS model to 100 kilometres an hour in 3.7 seconds, faster than the latest 718 Porsche.

just 3.5 seconds?

The ultimate automotive unicorn If rumours are to be believed, a mid-engined Corvette may yet be seen. No technical details are available, but spy photos say that America’s ultimate supercar may be about to undergo a radical re-engineering.

Finally, a Cadillac flagship Caddy’s latest concept — the Escala — is a production-ready concept. Bigger than the CT6, more

Escala is aimed at the very heart of

Bolt action Tesla stunned the world last April by garnering almost 400,000 deposits for its “affordable” Model 3. Lost in the hubbub was the fact General Motors will have an EV — the Chevy Bolt — with similar range (383 kilometres on a single charge according to the latest EPA results) for about the same price. More importantly, GM is saying the Bolt will be in dealerships by the end of 2016, a full year before the Model 3 is scheduled to hit roads. That could be a major advantage, especially since Tesla has a habit of missing production deadlines. On the other hand, electric vehicles, save Teslas, have proven a huge sales disappointment, which makes the Model 3’s incredible success seems more like blind loyalty to Tesla than fealty to electric propulsion. The fact the Bolt is technologically competitive and aggressively priced may not matter if environmentalism is a mere fashion statement.

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BMW, Mercedes-Benz and Audi’s super-sedans.

Autovision 5

V6 — and loaded with high-tech, the

autumn 2016

powerful — think twin-turbo 4.2-litre

16-09-28 5:40 PM

PREVIEW •> 2017 Maserati Levante

Making Music

By David Booth in Tabiano Castello, Italy

Autovision 6

autumn 2016

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often wonder, when I rave about the sounds of internal combustion, whether my musings of exhaust as music fall on deaf ears.

Sound is one of the most important reasons I will lament the passing of the internal combustion engine if electricity replaces gas.

Song is why Ferrari’s 458 will soon be a classic and why the 488 will never be. Mood is why Ford’s latest Shelby, the newly released flat-plane crank GT350, is destined for the pantheon of great American V8s and why the hulking supercharged V8 in the Shelby GT500 will soon be forgotten. Anyone can engineer volume; few can choreograph tone.

And it’s especially hard in a V6, making the harmonies that spill out of the Levante — Maserati’s new SUV that’s named after a brisk Mediterranean wind — all the more impressive. More contralto than basso profundo — nothing with six pistons can ever emulate a V8’s ability to pound out the bass — Maserati’s is at once frenetic and precise, so seemingly distinct is each individual combustion that you hear every one as an individual retort rather than just a muddled boom. Zipping up and down the Levante’s gearbox, Maserati’s high-revving twin-turbo 3.0L doing its manic best to emulate a Formula One race car, it’s easy to forget one is behind the wheel of an SUV. And the Levante is very much a sport-ute.

Large — it’s longer than Porsche’s Cayenne in both wheelbase and overall length — the base Levante weighs in at a healthy — as in the operatic definition — 2,113 kilograms.

But it drives much smaller. Flinging through Italian mountaintop switchbacks, it seems to shed 400 or 500 of those kilos, the

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Dream cars that can be driven by more people

Base Price: $88,900 Engine: 345/424 hp, Engine: twin-turbo DOHC 3.0L V6 Transmission: 8-speed automatic

top-of-the-line 424-hp version fairly zipping along the straights and Maserati’s Skyhook suspension keeping the meaty Pirellis glued to the road. The Levante’s low centre of gravity — the lowest in the segment, says Maserati — and a perfect 50/50 weight distribution means the steering (blessedly still hydraulic) remains both precise and delicate. If sport-utes all handled this adroitly, autojournalists would have to tone down their oft anti-SUV rhetoric.

But one expects such con brio from anything Italian, even more so something wearing Maserati’s trident badge. But, what of its utilitarian abilities? Sport is, after all, only half of the SUV formula. How does the Levante measure up with other utes when the going gets, well, rough?

Not too bad, thank you. No Land Rover Discovery or even Range Rover Evoque, the Levante nonetheless has adequate offroad bona fides (apart from those comparatively slick Pirellis). We slogged off-road for a couple of hours and, while none of the terrain would challenge a Jeep Wrangler, we did venture farther offroad than most Maserati owners ever will. And the Levante remained unperturbed by mud or rut. Its all-wheel-drive system can vary from a 100/0 rear-to-front torque split to 50/50 in just 150 milliseconds, the variable-speed Hill Descent Control system makes slippery descents a doddle and, thanks to a two-position “off-road” air suspension system, the Levante can boost its ground clearance by some 40 mm when gravel turns to actual rock.

Other, even more pedestrian considerations are also well tackled. The Levante’s Touch Control Plus is superior to many of its German competitors, and Maserati’s melding of twiddly mouse controller and volume button is pure genius. Leather, even in the base version, is of high quality and, should you really want to flout your fashion nous, the Levante is also available in some hide (and silk!) wrought by Ermenegildo Zegna. And, lo and behold, the Levante even has one of those wag-your-foot-under-the-bumper-toopen automatic hatch lids.

The miracle of this Maserati — and, to a lesser degree, the Ghibli on which it is based — is that it offers all the emotional appeal of an Italian sports car with at least a healthy portion of the clinical pragmatism that is, after all, the reason to buy a sport-ute.

Or as Davide Kluzer, Maserati’s chief press officer, describes the modern Maserati: “Dream cars that can be driven by s more people.”

Length: 5004 mm (197.0 in.)

Fuel Economy, L/100 km: city - 16.8, hwy - 11.9

16-09-28 5:41 PM

SEES OBSTACLES EVEN WHEN YOU DON’T SUBARU.CA/EYESIGHT

Adaptive Cruise Control automatically adjusts your speed to maintain a safe distance from the car in front of you.

Pre-collision Braking helps to gradually slow or stop the car completely when it sees a panic braking situation unfolding ahead of you.

Lane Departure and Sway Warning identifies lane markings on the road and notifies you if your vehicle begins to drift from its lane without signaling.

Pre-collision Throttle Management detects objects in front of your Subaru and cuts power to the throttle in the event of an absent-minded start.

†EyeSight® is a driver-assist system, which may not operate optimally under all driving conditions. EyeSight® is not designed as a substitute for due care and attention to the road. The system may not react in every situation. The driver is always responsible for safe and attentive driving. System effectiveness depends on many factors such as vehicle maintenance, weather and road conditions. Finally, even with the advanced technology activated, a driver with good vision and who is paying attention will always be the best safety system. See Owner’s Manual for complete details on system operation and limitations.

for more information, circle reply card no. 21

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16-09-25 7:50 AM

PREVIEW •> 2017 Kia Cadenza

Seeking Acceptance

By Lesley Wimbush in Middleburg, Virginia

Autovision 8

autumn 2016

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rossing the Potomac River, less than an hour away from the U.S. Capitol, I’m deep in the heart of hunt country, where boots are welcome in the finest drawing rooms and horse and hound have the right of way. It’s not hard to see why a car company would try to cultivate an upscale image, but, as with any newcomer, it takes more than just money to gain acceptance. Washington’s nouveau riche may drive Audis, but Virginia’s old-money aristocrats are more likely to stick with their battered Range Rovers. The casual ease with which dusty breeches are worn in downtown Middleburg hide a centuries-old class structure of exclusivity that takes generations to break into. Saturating social media with shots of the Cadenza in front of the venerable Red Fox Inn presumably creates desire among those who aspire toward upward mobility.

The Cadenza (which sounds like a piece of office furniture, but actually refers to a passionate solo flourish at the end of a concerto) was only introduced in North America in 2013, but it has been completely overhauled for 2017. The second-generation Cadenza rides on a brand-new platform and boasts an impressive level of technology and creature comfort.

Rendered by former Audi designer Peter Schreyer in an almost Teutonic style, the Cadenza features crisp, clean lines, LED headlights and Kia’s trademark tiger nose grille. Short overhangs and oversized multispoke wheels add an aggressive sportiness to an otherwise stately exterior. While the length remains the same thanks to shorter

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Base Price: $n/a Engine: 3.3-litre DOHC V6 Transmission: 8-speed automatic Length: 4,970-mm (194.5 in.)

Fuel Economy, L/100 km: city - 11.5, hwy - 8.5

Secondgeneration sedan rides on a brand new platform

overhangs, the wheelbase is 10 millimetres longer and 20 mm wider, providing more interior space. The shorter rear deck, lower ride height and angled “tiger nose” grille create a dynamic profile that’s also more aerodynamically efficient.

There’s more generous use of luxury materials inside, from available Nappa leather, premium soft-touch upholstery, wood grain and metal trim and an elegant analogue clock embedded in the centre stack. While the leather isn’t quite up to Audi or Mercedes standards, the cabin’s quietly refined atmosphere competes easily with rivals such as the Buick LaCrosse, Lexus ES 350 and Nissan Maxima.

Comfort is synonymous with the trappings of luxury in this segment and the Cadenza delivers. 14-way adjustable seats now include electrically extending seat bottoms. Both rows are available with a “smart heating system” that automatically turns down the heat once the seats are suitably toasty. The fronts also offer ventilation.

In order to be perceived as “premium”, a sedan also has to deliver a supple ride and crisp handling. The Cadenza’s re-engineered suspension includes upper and lower arms rendered in lightweight aluminum. On the well-groomed back roads of the Shenandoah Valley, the Cadenza proved itself well sorted, staying flat through bends and curves without noticeable body roll. The steering is vastly improved, with a more reassuring heft — particularly in Sport mode — and the on-centre feel coupled with chassis composure result in a car that’s confidence-inspiring to drive.

There’s a single powertrain, consisting of Kia’s familiar 3.3-litre V6 coupled with a new eight-speed automatic transmission. The engine, delivering a respectable 290 horsepower and 253 poundfeet of torque, has been tweaked for better efficiency and reduced emissions; we averaged just less than 10.2 L/100 km driving U.S.spec cars over interstate and hilly mountain roads. Paddle shifters let the driver decide when to downshift, which adds an element of engagement to an otherwise rather unnoteworthy ride.

Besides being re-engineered, the 2017 model includes an impressive list of standard features. Even base models come with hill assist, automatic headlamps, heated front seats and steering wheel and Android Auto/Apple Car Play. You can order a comprehensive list of safety and comfort technology, including blind-spot detection, rear cross-traffic alert, rear parking sensors and more on the mid-range Premium and “smart” blind-spot monitoring, 360-degree camera monitoring, “smart” cruise control, lane departure warning, Nappa leather, head-up display and wireless smartphone charging.

The Cadenza is expected to arrive in Canadian dealerships later s this fall, with pricing available closer to its release date.

16-09-28 5:42 PM

THE ONLY THING OVERTAKEN WILL BE YOUR SENSES. Inspired by our heritage of powerful and striking coupes, but it’s definitely no throwback. Brace yourself for a pulse-quickening ride.

The All-New 2017 Q60. The coupe is back.

US Model Shown with optional equipment. 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. Visit infiniti.ca for complete details. for more information, circle reply card no. 22

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16-09-25 7:48 AM

PREVIEW •> 2017 Volvo S90

Seeking Acceptance

By Brian Harper in Estepona, Spain

Autovision 10

autumn 2016

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he revitalization of the Volvo brand takes a bright step forward as the Swedish automaker launches its new flagship sedan.

The S90, what the company calls its “second step in the alteration of the model lineup,” follows the 2015 rollout of the award-winning XC90 crossover.

Replacing the venerable S80 and its Fordderived platform (Volvo’s car division was owned by the Ford Motor Company from 1999 to 2010), the new S90 is built on the company’s specially designed and fully modular Scalable Product Architecture, which, the company says, has opened up a range of “new opportunities” in terms of how Volvos can be designed, built and equipped.

Shrugging off the old and using styling cues from the XC90, the S90 re-emerges as a sleek four-door coupé, highlighted by a bold concave grille. Distinctly European, yet with “the sort of clean lines that are singularly appropriate of a Scandinavian design” — so says Thomas Ingenlath, senior vice-president, design, at Volvo Car Group — the S90 offers a diversion from its German rivals.

Volvo Canada has staggered the rollout of the new sedan, starting with the T6 model in September, offered in two trim levels: Momentum ($56,900) and Inscription ($63,000).

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S90 offers the world-first large animal detection system

Base Price: $56,900 Engine: 316 hp, super-/turbocharged DOHC 2.0L I4 Transmission: 8-speed automatic Length: 4963 mm (195.4 in.)

Fuel Economy, L/100 km: city - 10.8, hwy - 7.6

Later will be the T8 Inscription, while the T5, which will be sold in Europe as well as the United States, is a possibility. For the Canadian market, the S90 will only be offered with all-wheel drive.

Driving T6 Inscriptions, our route took us into the hills above Marbella. S90s are fitted with the same powertrains as in the XC90, which means the T6 has a supercharged and turbocharged 2.0-litre four-cylinder under its hood, mated to an eight-speed automatic transmission with Sport mode. Pumping out an impressive 316 horsepower and 295 pound-feet of torque at a low 2,200 rpm, acceleration is not a problem for the large — yet surprisingly trim — four-door (just 1,764 kilograms).

Though the S90 has a sporty side to it, there’s also a softer demeanour that relaxes rather than winds you up. Oh, it’s no lumbering land yacht; when Dynamic mode is selected the Volvo flexes muscle and is quite capable of holding a tight line on twisty tarmac or cruising along at 160 km/h. On the other hand, shifts can be abrupt under serious load. Ultimately, the car is telling you it would rather tone it down.

The interior also takes cues from the XC90 and raises the bar with the cabin’s typical Scandinavian blend of natural materials (leather and wood) and the latest technologies. The front seats are Barca-lounger comfy and the amount of headroom and legroom front and back will make long-distance travel a doddle.

More specific to the technology, the S90 comes standard with an enhanced version of Volvo’s semi-autonomous Pilot Assist software. As introduced on the newest XC90, Pilot Assist allows the crossover to accelerate, decelerate, come to a complete stop and steer in road conditions with clear lane markings based on the car in front up to speeds of 50 km/h. The second-generation version in the S90 allows these functions to work up to highway speeds of 130 km/h without the need for a pilot car. Keeping in mind that your hands have to be on the steering wheel, it does work (shutting off if you remove your hands from the wheel for any length of time), though it can feel weird.

The S90 also offers what Volvo calls the world-first large animal detection system — a feature capable of detecting large animals such as deer, moose, etc. (It’s a nice complement to the car’s City Safety function, which works on humans.)

As a relatively small niche manufacturer of premium vehicles, Volvo doesn’t have the resources to go mano-a-mano with the likes of Mercedes, BMW and Audi. The new S90, while clearly trolling the same waters as its aforementioned rivals, uses different bait.

Not as sporting (depending on the powertrain) or as high end, it makes its presence known through a well-considered balancing act — looks, performance, comfort and safety in equal proportions s — and at an attractive price.

16-09-28 5:42 PM

T:8.125”

“Kia earns multiple awards for its product quality” - New York Daily News

“Kia just accomplished something no automaker has done in 27 years” - CNBC

“Kia ranked highest” - The Globe and Mail

See what everyone’s talking about at kia.ca/topquality

T:10.875”

We’re delighted to announce that for the first time in 27 years, a non-luxury brand has achieved top quality scores in a major U.S. study. Kia Canada would like to thank our dealers, employees, families and especially our customers for your support and admiration. Your satisfaction is always our number one priority. To see our whole lineup of vehicles, visit kia.ca.

Kia is a trademark of Kia Motors Corporation.

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16-09-25 7:46 AM

PREVIEW •> 2017 nissan pathfinder

Carving Its Own Path

By Maverick Longmire In Carmel-by-the-sea, Calif.

Autovision 12

autumn 2016

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issan’s Pathfinder has finally rid itself of an identity crisis. An off-road warrior with a stout truck frame during its first decade in life, the Pathfinder became a softroader in its second generation when it switched to a car-like unibody construction.

It went back to body-on-frame, and back once more to unibody in 2012. It was the Seth Rogen of SUVs, continually redefining itself with each generation.

But in September when the 2017 model arrives, Nissan will finally prove that its Pathfinder is comfortable in its new skin: significant alterations improve on the basic DNA of this mid-sized SUV, but none drastically alter its most recently developed character. And that’s a good thing. Topping the changes are a revised continuously variable transmission (CVT) but exterior revisions, suspension changes and a new engine all serve to reinforce the Pathfinder’s true calling.

That CVT, a transmission that uses one continuous range of gear ratios like a snowmobile, as opposed to a fixed number like a traditional six-speed, has, on paper at least, always been technically superior — better for efficiency, better for achieving decent fuel economy, even better at giving throttle response. But it never felt natural.

Now, however, the 2017 Pathfinder shifts like it has a six-speed gearbox. Even though the same Jatco-built CVT remains, there’s none of the drone, wheeze and drama of before, just a familiar jump of the rpms when throttle is applied. Programming changes to the Pathfinder’s CVT are so substantial and

A new engine solves the question about what the Nissan Pathfinder is all about

Base Price: $n/a Engine: 3.5L, DOHC V6 Transmission: CVT Length: n/a mm (n/a in.)

Fuel Economy, L/100 km: city - 12.1, hwy - 8.9

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so mimic a regular gearbox that if you did not know a CVT from a sock drawer, you would never question how the power from the engine is transferred.

But you might question what happened to the ride. While the outgoing Pathfinder was never like riding bareback on a billygoat, the many changes to the springs, shocks and damping rates on the 2017 model improve stability, making for a more planted, more pleasing experience. While the former Pathfinder’s handling was a tad too complacent, the 2017 model is much more determined, requiring less effort at the wheel. Steering has been sharpened so less input is required to turn the wheels. The steering is still hydraulic, too, so some feedback is present, allowing the Pathfinder to track and negotiate curves easily.

The bigger news, however, is the new 3.5-litre V6 engine. Horsepower increases to 284 (up 24) and torque climbs to 259 lb.-ft. while fuel consumption falls to 12.1 L/100 km city, 8.9 highway and 10.7 combined. That’s better economy, Nissan says, than the Pilot, Explorer and Highlander. The Pathfinder definitely feels brisk merging on to the highway as it shuttles power to the front wheels with a good amount of snarl, though peak torque sits at 4,800 rpm, so drivers need to be generous with the gas to get the most out of it.

Around town, the power is more than adequate. The on-demand 4x4-I system is unchanged, splitting torque to the front and rear wheels as required in Auto mode or locked 50-50 for deep snow or mud. The Pathfinder receives a bump in towing prowess, too, now rated to haul 6,000 pounds, the highest tow rating in its class.

Outside, significant alterations have sharpened the look. New bumpers, tail-lights, hood, grille, wheels, mirrors and HID headlamps with LED daytime running lights create a more aggressive look, as well as make the new Pathfinder slightly more slippery through the wind.

Inside, the interior layout is unchanged, although a new eightinch colour touchscreen with swipe, pinch and zoom control brings faster, sharper, less-cluttered graphics and more intuitive operation. Most models get a heated steering wheel and the wood trim on the top-line Platinum is now flat-grain. A motion-activated tailgate is also now available, and access to the third row seating remains the best in the business.

Built in Smyrna, Tenn., the refreshed Pathfinder will be priced similar to the current model. But the many revisions to the fourthgeneration, 2017 Pathfinder should finally put to rest any question s about what the Pathfinder really is.

16-09-28 5:43 PM

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by RAYS® and Recaro® seats with Alcantara® inserts, it’ll redefine what you think of as “cornering.” Add our legendary 350-hp 3.7-litre DOHC V6 engine with a NISMO®-tuned free-flow dual exhaust H-pipe configuration, along with a NISMO®-designed aerodynamic body, and it’s easy to see that we’ve injected it with more NISMO® than ever before.

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370Z® NISMO® FROM RED LIGHT TO REDLINE.

Autovision 14

autumn 2016

PREVIEW •> 2017 Genesis G90

By Any Other Name

By David Booth in Kelowna, B.C.

T

he couple, lingering in the courtyard of Kelowna’s Delta Grand Resort, were impressed. They’d just got out of their EClass and were eyeing the G90 with a combination of envy and suspicion. Envy because, even at a cursory glance, it was obvious the

RT-HyundiaGenesisG90.indd 2

G90’s interior was opulent. Suspicion because they didn’t recognize the badge.

“Who makes Genesis?” was their only question.

“Hyundai” was my equally terse response.

They didn’t blink an eye. Indeed, it’s a

measure of just how far Hyundai journeyed that they didn’t miss a beat, didn’t sputter any indignation or regret their obvious admiration. Instead, they just nodded approvingly and muttered something about having to look into Genesis more. The Pony, if not quite forgotten, is forgiven.

I won’t try to tell you that the new G90 is as sporty as a BMW 750i or as powerful as a Mercedes-AMG S63, but nothing, absolutely nothing short of a Bentley Mulsanne out-luxuries the G90’s interior. Indeed, not even Bentley can boast leather as glove-soft as the G90’s. Supplied by Italy’s Conceria Pasubio — “Simply the finest leather to drive on,” is the company’s motto — it offers the kind of suppleness that can drive otherwise conservative autojournalists to serious leather frotteurism. Just gripping the steering wheel borders on the orgasmic.

Nor is the rest of the G90’s cabin in any way

16-09-28 5:44 PM

A topflight luxury sedan under any badge Base Price:

Transmission: 8-speed automatic Length: 5205 mm (205 in.)

Fuel Economy, L/100 km: city - 13.7, hwy - 9.7

second-rate. The wood trim not only is real, but looks real, avoiding the over-wrought polishing common to many luxury dashboards. The chrome work is tastefully applied, the LCD infotainment screen — unfortunately, not a touchscreen — is huge and the audio system is a premium Lexicon item with no less than 900 watts. Even the switchgear, which looks like it was copied from a previous-generation S-Class, reeks of class.

And it’s roomy. Not only is the G90 bigger than a Mercedes S550, the wheelbase is 125 millimetres longer, stretching between front and rear axles and affording copious interior volume. Push the front seats as far back as you want and you still have LeBron James-accommodating knee room. And the G90 may set some sort of record for (sub-$100,000) luxury segment seat adjustability; the driver’s seat, says Genesis, is variable in 22 different directions. I found only 20, but I’ll take Genesis’s word for it. The passenger has 16 ways to futz with his or her position, while the rear passengers have 12 (actually 14 for the right-rear passenger); as Genesis sees many G90s doing limo-duty, there are buttons for the right-rear occupant to move the front seat forward for

RT-HyundiaGenesisG90.indd 3

even more legroom. On top of that, the 5.0litre V8 version adds ventilation to the rear seats and a rear memory system.

Speaking of powertrains, only two are offered — a base V6 and a top-of-the-line V8 — but there’s a good argument that the base engine is superior to the uplevel item. Said V6 is not the naturally aspirated 3.8L motor in the current Genesis sedan, but a new, twin-turbocharged 3.3L engine sporting 365 horsepower and, more importantly, 376 pound-feet of torque. This last is only seven lb.-ft. less than the optional naturally aspirated 5.0L and, more tellingly, peaks as early as 1,300 rpm compared with the V8’s 5,000. In other words, the smaller engine kicks in sooner and harder, and will likely have more punch off the line.

The V6 is also amazingly quiet — Genesis says its interior cabin noise is identical to an S-Class at 100 km/h and quieter at idle — and smooth. It’s also fairly fuel efficient, my realworld testing averaging 9.7 L/100 km on the highway, exactly Transport Canada’s rating.

Finally, a turbocharged engine that doesn’t exaggerate its frugality.

The same plaudits apply for the G90’s comportment. The ride, thanks to adjustable ZF/ Sach suspension components, is buttery smooth, and its compliance perhaps the best among current über-luxury sedans. On the

other hand, even with its Sport mode selected, the car is not a backroad bandit. This may not be your grandfather’s Coupe de Ville, but neither is it a budget M5. On the other hand, it rides more smoothly than either.

Finally, the G90 ticks off all the major boxes in terms of expected safety features. The all-wheel-drive system — HTRAC in Hyundai acronymed parlance — is amazingly versatile, able to deliver 100 per cent of the engine’s torque to the front wheels if the road is slippery, 100 per cent to the rear when looking for maximum fuel economy and any ratio in between that will optimize the G90’s need for traction and stability.

The G90 also features an entire compendium of electronic safety gadgets. Besides the nine air bags, there’s a suite of electronic safety gizmos called Smart Sense that includes systems such as autonomous emergency braking with pedestrian detection, adaptive cruise control, active blind spot detection, lane keep assist and Hyundai’s innovative Driver Attention Alert.

The final differentiator is that future Genesis products will not be sold in Hyundai dealerships. Initially, the G90 — and the soon-tobe-rebadged Genesis sedan to be called the G80 — will be sold in mall-based boutiques.

Not only that, Genesis’s “Human Based Luxury” comes with five years of complementary service that includes home pickup and delivery for any service or repair, not to mention a Genesis courtesy car. From purchase to tradein, you’ll never have to visit a dealership. In other words, you’ll never know it’s a Hyundai.

The Genesis G90 will be available in early November with a price tag starting in the sub-$90,000 range. s

Autovision 15

3.3L Turbocharged 3.3L V6

autumn 2016

N/A Engine:

16-09-28 5:45 PM

Show Money

m

Autovision 16

autumn 2016

Absolutely every about

FT-VW-3pgs.indd 22

16-09-28 5:46 PM

w

me the

olutely everything you need to know about Volkswagen’s Dieselgate settlement

hough it is currently only applicable to Volkswagen TDI owners south of the border, it is nonetheless instructive to parse exactly what Volkswagen USA is offering American owners in the wake of its Dieselgate scandal.

The settlement Volkswagen has reached with the EPA and the California Air Resources Bureau is a complicated affair that has to take into account no less than six years of production, 45

By David Booth

models and countless options. It is, however, an agreement that owners of 2009-15 Jettas, 2012-15 Passats, 2013-15 Beetles and 2010-15 Golf TDIs — not to mention 2010 to ‘15 Audi A3s — should give thanks for.

How much money are we talking about?

The big number that’s been bandied about is $14.7-billion (all figures in U.S. dollars). But that includes the $2.7-billion for an “environmental remediation” trust the U.S. government wrangled out of Volkswagen and a further $2-billion in Zero Emissions Technology that VW will have to spend on electrical infrastructure and education to prove its clean air bona fides. In other words, it will cost VW about $10-billion to buy back or fix every one of the 480,000 or so TDIs confirmed to have a NOx-spewing defeat device. I’ll save you the math: That works out to about $20,900 for each and every

Autovision 17

autumn 2016

emissions-cheating TDI.

FT-VW-3pgs.indd 23

16-09-28 5:47 PM

How was compensation determined?

There are actually two parts to the compensation Volkswagen is offering. And, if that’s not complicated enough, those two parts are divided into two choices: either an offer to buy back the afflicted TDI or to refurbish it so that it would now comply with current emissions standards.

Autovision 18

autumn 2016

Let’s first look at what you’ll get if you sell your car back to VW. The first part of the compensation package is the buying back of used Golfs, Jettas, Beetles and Passats. That amount received is determined by the “clean trade” value — set by the U.S. National Automobile Dealer’s Association (NADA) — on September 18, 2015, the day the U.S. Environmental Protection Agency dropped its defeat device bombshell that sent TDI values into a tailspin.

The second part of the monies received is something called an “owner restitution payment,” basically the EPA’s penalty for Volkswagen cheating on its emissions standards and, more importantly, embarrassing it in public. It is important to note that no matter what the owner decides — whether to give back the car or have it fixed — he or she will receive this compensation; that $20,900 average payout noted before is a combination of both the resale value and the owner restitution penalty.

How is this “owner restitution payment” determined?

This restitution is based on a complicated formula that basically adds a further 20 per cent of the vehicle’s resale value (again, as of Sept.

18, 2015) and a further penalty of $2,986.73.

To complicate this just a bit more, Volkswagen has put a floor on this penalty of $5,100. If the total of the 20 per cent of resale value and $2,986.73 is less than $5,100, VW will top up the total to reach that minimum of $5,100. So, no one gets less than a $5,100 “bonus”: Most owners get more. And, to reiterate, even if the owner chooses to keep his TDI, he is eligible for this owner restitution payment.

What if the car was leased instead of owned?

If leasing a 2009-15 VW (or an Audi A3), owners are eligible for a complete payout of

FT-VW-3pgs.indd 24

the lease without penalty and half of the owner restitution payment. Thus, he or she will get 10 per cent of the car’s value and $1,529. According to current information, the minimum restitution payment — for a 2011 Jetta — is $2,634; the maximum is $4,052 for a fully loaded 2015 Beetle Convertible.

What if I sold my car?

If the owner sold their TDI after Sept. 18, 2015 — but before June 28, 2016 — the restitution payment is split evenly between the previous owner and the new buyer. In other words, both are eligible for exactly half of the owner’s restitution: 10 per cent of the car’s value when it was sold plus $1,493, with a minimum of $2,550.

Even if car is written off in an accident — after Sept. 18, 2015, of course — the owner is still eligible for restitution. Unfortunately, there are simply too many oddball cases to list. For more information, go to www.VWCourtSettlement.com, enter the car’s VIN and find the exact buyback/ restitution payments.

the EPA have not agreed to a fix yet, and there’s no indication as to what might actually be involved in retrofitting the errant turbodiesels. Will it affect performance?

Will it affect fuel economy? Nobody knows.

When will the work be completed?

It could be close to two years until VW gets around to the car. Worse yet, some cars — essentially all 2015s — need a two-step repair, meaning owners will have to go to the shop twice to eliminate their cars’ errant tailpipe toxins. If the owner chooses to get their 2015 TDI fixed, they will get twothirds of the compensation on the first visit and the remaining third — plus a free oil change! — when the work is completed.

What does this all mean for Canadian TDI owners?

As of this writing, no details have been released as to the compensation that will be offered to Canadian owners of diesel VWs. Officially, Volkswagen Canada’s position is that “class action proceedings in Canada follow their own process within Canadian courts and therefore the process differs from that in the United States.”

That said, unlike European TDI owners — who are not receiving the same compensation as the Americans — Canadians should expect the same basic package. If that proves true, my advice remains the same. If the agreement differs from that offered to American owners, you should raise holy hell s with Volkswagen Canada.

What should I do? Get my TDI refurbished or just take the money and run?

When looking at the compensation packages, it becomes clear that the best deal — for American owners, at least — is to take the buyback. For instance, if they turn in a 2014 Passat TDI SEL, they will receive between $28,847 and $28,967. A new Passat SEL, complete with a Fender audio system and VW’s improved 1.8-litre (gasoline-fueled) turbo, goes for $30,495 (again, all pric es are U.S. based). Even if the car is older, the best bet There’s one more thing you is still to take the buyout. A need to know about the Dieselgate scandal. And it’s very simple. With all 2012 Jetta sedan will net this talk of billions of dollars in pen alties, hundreds of thousa $18,317 to $20,867. The nds of cars scrapped and cou ntless owners demoralize d, inconvenienced and infuri 2016 model starts at ated, the most important $17,680, and even a wellnumber is … One. That’s roughly the number equipped Jetta 1.8 T of years of profit that the US$14.7-billion penalty rep resents (Volkswagen AG Sport is only $20,895. , according to the Wall Str eet Journal, made US$12 .3-billion in profits in 2014). In oth er words, Volkswagen get s out from underneath the big What if I don’t take gest scandal in the 130 yea rs tha t the aut omobile has been in pro the buyback? duction by for ego ing its pro fits for one measly year.

That gets more complicated.

Suddenly, those other hug e numbers For one thing, Volkswagen and don’t seem quite so one rous.

One last number to think about

16-09-28 5:48 PM

THE POWER OF ATTRACTION

2017 MASERATI GHIBLI S Q4 ALL-WHEEL DRIVE. STARTING FROM $93,950* The new Ghibli attracts with Italian style that won’t let go of your imagination, while the dynamic handling of its Maserati Q4 intelligent all-wheel drive grips the toughest roads in virtually any weather. The sports-car performance of a turbocharged, 404 hp V6 engine seduces with its power.

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twowheels rollin’ down the highway 2017 Harley-Davidson Road King

Modern Rumblings

By David Booth in Port Angeles, Wash.

I

n the motorcycling biz, no one is more hidebound than a HarleyDavidson owner. That’s not because Harley-Davidson isn’t capable of advancements —The Motor Company is quite innovative in how it disguises its modernizations with retro styling — but that its clientele is so fundamentally conservative.

Their worry — at least as it pertains to their motorcycles — seems to be that modernization will result in Harley building a “metric cruiser.” Those worries would seem to be unfounded. Indeed, despite Harley’s desire to broaden its horizons — reaching out to bring women and minorities into its showrooms — it is still that precious “core” that rules. Indeed, virtually every decision that went into designing the new Milwaukee-Eight, every nuance — internal or external — pandered to Harley’s traditional audience.

Thus, though the new Milwaukee-Eight has a new balance shaft that could, theoretically, completely eliminate the 45-degree V-twin’s vibration, Harley decided to only balance the engine’s primary vibration 75%. Focus groups — largely comprised of that, again, “core” audience — flatly rejected a glasssmooth idle, preferring their big twin to quake rhythmically like a Harley of old.

No one minded, however, that the Eight is glass smooth at speed. It’s positively uncanny how something can rumble so much at 850 rpm and yet be so completely unperturbed at 3,000. It’s a neat trick, rendering Milwaukee’s trademark shake at idle and then having it rev as smoothly as a Gold Wing at speed.

Here’s another improvement traditionalists will love. Harley engines — indeed,

Autovision 20

autumn 2016

New motor completely changes Road King’s personality

RT-Harley-Davidson.indd 8

virtually all large-displacement, air-cooled twins — generate a lot of heat. The lack of cooling air flowing over the cylinder fins while idling can quickly cook the rider’s legs.

Harley ingeniously solved the problem by first reducing the Milwaukee-Eight’s idle speed to 850 rpm (thus generating less heat) and then bending the rear exhaust pipe even tighter to the engine, routing all those BTUs away from weak flesh. What was once cause for asbestos-lined chaps has been rendered as cool as a cucumber.

Of course, exhaust pipe routing and counterbalancing shafts are not the Milwaukee-Eight’s big news. No, that lies with the all-new engine design, the Big Twin’s first use of four-valve cylinder heads, and whether all that newfound intake valve area — 50% more, says Harley — results in more power. Also, whether the addition of two extra valves in each combustion chamber somehow makes the otherwise identical — 45 degrees between cylinders, a singular common crankpin for both connecting rods, etc. — somehow less of a Harley.

The answer to the first is a whole heckuva lot and, to the second, a resounding no. First off, Harley says there’s 10% more torque, a seriously manly 111 pound-feet for the air- and oil-cooled 107-cubic-inch (1,746-cc) Milwaukee-Eight that powers the Road King. Punch the 2017 model-year motorcycle ($22,899) at anything above 1,600 rpm and it will pull away from the 2016 version, first edging ahead and then, as revs build, resolutely leave it behind.

But torque has always been a Harley Big Twin forte. Horsepower, particularly high-rpm horsepower, has not. That’s all changed with the addition of four valves. Where previous Big Twins started running out of steam much beyond 4,000 rpm, the new Milwaukee-Eight keeps producing puff all the way to its 5,500-rpm redline.

So eagerly does the Milwaukee-Eight rev, you’d swear Ducati had a hand in the development of the four-valve head. It completely changes the personality of the Road King. It really is fun to blow past unsuspecting sportbike riders, ape-hangers and Milwaukee’s familiar rumble confusing them completely.

Speaking of the beat that made Milwaukee famous, purists will be happy to know that the motor’s offbeat rumble remains undiluted. In fact, it’s been enhanced. Chief powertrain guru Alex Bozmoski explains that, thanks to reduced noise from the engine’s internals, engineers have been able to take some liberties in the exhaust department.

Still, there will be those who contend the Milwaukee-Eight’s smoother operation is somehow less manly, that four-valve heads are an update too far. They will grouse that sophistication, modernity and inclusion (as in the conquest clientele all this newfound civility may bring to the brand) are anathema to the Harley experience.

They’d be wrong. s

16-09-28 5:49 PM

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focuson a snapshot of ’16 More information on each of these models is available by circling the appropriate number on the Reader Service Card

you

Made to move

Mid-sized SUVs and Crossovers

Autovision 22

autumn 2016

By Brian Harper

FO-Autumn.indd 22

16-09-28 5:55 PM

288 hp, DOHC 3.6L V6

Base Engine:

281 hp, DOHC 3.6L V6

Not much has changed for none the Traverse for 2017, other Optional Engines: than a renaming of the Base Transmission: 6-speed automatic topline model level to Optional Transmission: none Premier from LTZ. The other models — LS and LT Length: 5173 mm (203.7 in.)

— remain the same. The Weight: 2138 kg (4713 lb.) crossover comes in either front-wheel-drive or AWD Fuel Economy (l/100 km): 15.8 city, 10.6 hwy. con gurations and seats $34,530 to $51,170 seven or eight, depending on Price Range: the model.

OnStar 4G LTE connectivity with a Wi-Fi hotspot was new last year. It complements Chevrolet MyLink, providing a mobile hub for drivers and passengers to stay connected. Text message support and Siri Eyes Free allows iPhone users to access Siri through the steering wheel controls, as well as place calls and have text messages read aloud.

Advanced safety features include forward collision alert and lane departure warning (standard on Premier). Side blind zone alert and rear cross traf c alert are standard on Premier models and available on 2LT (included with the Leather and Driver Confi ence Package).

One

two

Dodge Durango

Base Engine:

295 hp, DOHC 3.6L V6

Essentially unchanged except Optional Engines: 360 hp, 5.7L Hemi V8 for added content, the Durango for 2017 does see Base Transmission: 8-speed automatic the Limited model replaced

none Optional Transmission: with the GT, which will be the SUV’s new volume Length: 5110 mm (201.2 in.) model and features a Weight: 2229 kg (4913 lb.) sportier, monochromatic exterior appearance. The Fuel Economy (l/100 km): 13.9 city, 9.8 hwy. other trim levels, SXT, R/T Price Range: $43,695 to $56,695 and topline Citadel, remain unchanged. Also, models equipped with the 8.4-inch touchscreen will now allow owners to view trailered items through the rear-mounted camera while in any gear.

The Durango’s 8-speed automatic transmission is paired with either the standard 3.6L V6 rated at 295 hp and 260 lb.-ft. of torque, which delivers a towing capability of 2,812 kg, or a 360-hp 5.7L Hemi V8 with a towing capability of up to 3,265 kg.

The Durango’s standard three-row seating offers exibility with 84.5 cu. ft. of cargo capacity and more than 50 different seating con gurations, including available second-row captain’s chairs. three

FO-Autumn.indd 23

Chevrolet Traverse

GMC Acadia

Base Engine:

193 hp, DOHC 2.5L I4

GM has totally redesigned Optional Engine: 310 hp, DOHC 3.6L V6 the Acadia and put it on a diet, the 2017 model more Base Transmission: 6-speed automatic than 300 kg lighter than the none Optional Transmission: previous version while still offering three rows of seats Length: 4917 mm (193.6 in.) on most models. The Weight: 1794 kg (3956 lb.) premium Acadia Denali returns, along with a new All Fuel Economy (l/100 km): 11.0 city, 9.2 hwy.

Terrain model offering $34,995 to $54,695 enhanced off-road capability. Price Range: Depending on the model, Acadia is available with 5-, 6- or 7-passenger seats. A new 2.5L 4-cylinder is standard, offering an estimated 8.4 L/100 km on the highway for FWD models. City fuel consumption offered is GM-estimated at 10.7 L/100 km and is bolstered by GMC’s rst application of Stop/Start technology, which enhances ef ciency in stop-and-go driving. A new 310-hp, 3.6L V6 is also available. Both of the Acadia’s new engines feature direct injection and variable valve timing. The new Acadia retains a front-drive layout with available AWD. All models feature a new drive mode selector, which allows the driver to alter chassis and powertrain attributes to suit a variety of driving conditions.

autumn 2016

Base Engine:

Buick has added some bling Optional Engines: none for the 2017 model year with the Enclave Sport Base Transmission: 6-speed automatic Touring Edition, featuring a Optional Transmission: none Satin Black Ice-toned grille, 20-inch chrome-clad wheels Length: 5127 mm (201.9 in.) with Satin Black Ice accents.

Weight: 2108 kg (4647 lb.)

Other than that, Enclave remains the same, offered in Fuel Economy (l/100 km): 15.8 city, 10.6 hwy. front-wheel drive and AWD, Price Range: $48,935 to $56,435 as well as two trim levels: Leather (FWD and available AWD) and Premium (AWD only). All models are powered by a direct-injected 3.6L V6.

The Enclave offers three rows of seating, available in 7- or 8-passenger con gurations. The second-row seats feature the SmartSlide system. With the pull of a single handle, SmartSlide allows easier entry to the third row. There are 23.3 cubic feet of cargo space behind the third row and a maximum of 115.2 cubic feet available behind the front row of seats.

The Enclave includes the industry’s rst standard front centre side air bag. Standard safety features also include StabiliTrak, traction control, panic brake assist and rear-view camera.

Autovision 23 5

u

Buick Enclave

four

16-09-28 5:55 PM

focuson a snapshot of ’16 Honda Pilot Completely redesigned last year, there are no changes to the Pilot for 2017. The SUV is powered by a 3.5L SOHC i-VTEC V6 producing 280 hp, with new 6-speed and available 9-speed automatic transmissions. Providing traction are an Intelligent Variable Torque Management (i-VTM4) system and selectable Intelligent Traction Management system featuring Normal, Mud, Sand, and Snow modes on the AWD models.

The Pilot also offers available Honda Sensing suite of safety technologies that include a collision mitigation four braking system with forward collision five warning, road departure mitigation with lane departure warning, lane keeping assist and adaptive cruise control. These systems bene t from the adoption of a sensor fusion technology integrating the capabilities of a windshield-mounted monocular camera and front radar system to provide enhanced sensing that can anticipate multiple collision scenarios, including those involving a pedestrian.

Pilot trims available include LX, EX, EX-L, EX-L RES, EX-L Navi and Touring.

Autovision 24 4

autumn 2016

Hyundai Santa Fe XL Having been initially launched for the 2014 model year, the Santa Fe XL underwent an extensive refresh for 2017. Noticeable changes include new headlights, grille, taillights, bumpers and wheel design, plus standard LED daytime running lights with aerodynamic vents that improve air ow by shuttling air around the front wheels. Inside, a new centre stack with a 5-inch LCD touch-screen is now standard, along with an extensive list of new features.

Standard for all Santa Fe XL models is Drive Mode Select, which adjusts throttle and six transmission response to deliver Sport, Eco, or Normal settings. At the top of the model lineup, a new Ultimate trim includes a long list of convenience and safety equipment, including multi-view camera system, adaptive cruise control with stop-andgo capability, lane departure warning, autonomous emergency braking with pedestrian detection, HID headlights with adaptive cornering system and an electronic parking brake.

The Santa Fe XL features standard five seating across the lineup.

7-passenger

Jeep Grand Cherokee Jeep has been busy tweaking the 2017 Grand Cherokee with copious upgrades and a couple of new models. The rst is the new Trailhawk, touted as the most capable factory-produced Grand Cherokee ever. There’s also the Summit, with a new exterior appearance, a plush new interior and even more standard premium features.

Laredo, Limited, Overland, and Trailhawk models now feature a front fascia and seven-slot Jeep grille that debuted on the 2016 75th Anniversary edition.

Trailhawk models are equipped with a number of standard off-road capability features, seven including 18-inch Goodyear Adventure off-road tires with Kevlar reinforcement, a Quadra-Drive II 4x4 system with rear electronic limited-slip differential and a unique version of the Grand Cherokee’s Quadra-Lift air suspension.

The standard engine is a 3.6L V6.

Also available is the 5.7L Hemi V8 and a 3.0L EcoDiesel V6. Meanwhile, the SRT, Jeep’s best performing on-road vehicle ever, returns with its powerful 475-hp 6.4L V8 with Fuel Saver Technology.

FO-Autumn.indd 24

Base Engine: 280 hp, SOHC 3.5L V6 Optional Engine: none Base Transmission: 6-speed automatic Optional Transmission: 9-speed automatic Length: 4941 mm (194.6 in.)

Weight: 1861 kg (4103 lb.)

Fuel Economy (l/100 km): 12.4 city, 8.8 hwy.

Price Range: $35,590 to $50,790 (2016)

Kia Sorento

Base Engine:

185 hp, 2.4L DOHC I4

Base Engine:

227 hp, turbo DOHC 2.5L I4

Built in the U.S., the Sorento Optional Engine: 240 hp, 2.0L turbo DOHC I4 was completely redesigned / 290 hp, DOHC 3.3L V6 for the 2016 model year.

Base Transmission: 6-speed automatic Sorento buyers have their choice of front-wheel drive Optional Transmission: none or AWD and three engines, Length: 4760 mm (187.4 in.) including a new 2.0L turbocharged 4-cylinder, a Weight: 1680 kg (3704 lb.)

3.3L V6 and the base 2.4L Fuel Economy (l/100 km): 11.2 city, 8.3 hwy. normally aspirated 4-cylinder. Standard Price Range: $27,695 to $47,095 premium features and luxurious amenities will be available across three main trim levels – LX, EX and SX. Depending on trim level, the Sorento comes with standard 40/20/40 second-row folding 5-passenger and available 50/50 folding third-row 7-passenger seating con gurations. For added luxury, also available are heated and ventilated front seats, heated rear seats, 10-way power driver and 8-way power passenger seats, and panoramic sunroof. All Sorentos come standard with active safety features such as electronic stability control, traction control, brake assist and electronic brake-force distribution. Additional technologies such as rollover prevention and advanced traction cornering control on AWD models are also standard equipment. eight

Base Engine: 290 hp, DOHC 3.3L V6 none Optional Engine: Base Transmission: 6-speed automatic none Optional Transmission: Length: 4905 mm (193.1 in.)

1826 kg (4026 lb.)

Weight: Fuel Economy (l/100 km): 12.9 city, 9.4 hwy.

Price Range: $32,199 to $48,299

Mazda CX-9

Base Engine: 295 hp, DOHC 3.6L V6 Optional Engines: 360/475 hp, 5.7/6.4L Hemi V8 / 240 hp, 3.0L turbodiesel V6 Base Transmission: 8-speed automatic Optional Transmission: none Length: 4822 mm (189.8 in.)

2121 kg (4677 lb.)

Weight: Fuel Economy (l/100 km): 12.8 city, 9.5 hwy.

Price Range: $43,695 to $71,695

The new 2016 CX-9, Optional Engine: none tailored speci cally for the North American market, Base Transmission: 6-speed automatic looks to put Mazda back in none the mid-sized SUV segment. Optional Transmission: The redesigned crossover Length: 5065 mm (199.4 in.) embodies all those Weight: 1828 kg (4030 lb.) attributes the automaker holds dear — including Fuel Economy (l/100 km): 10.5 city, 8.3 hwy.

SkyActiv powertrain $35,300 to $50,100 technology and “Kodo, Soul Price Range: of Motion” design.

Dimension-wise, the CX-9 is 5,065 mm long, 30 mm shorter than its predecessor, yet sees its wheelbase stretched by 55 mm for greater passenger legroom.

The 270-hp 3.7L V6 found in the previous CX-9 has been dropped in favour of a smaller 2.5L turbo 4-cylinder that substitutes greater torque (310 lb-ft versus 270 lb-ft) for power (250 hp on 93 octane, 227 hp on regular). Both front-wheel and all-wheel drivetrains are available. The CX-9 is offered in four trim levels — base GS, volume-seller GS-L, higher-grade GT and new agship Signature. Signature adorns its interior with Nappa leather, rosewood supplied by Japanese guitar-maker Fujigen, LED signature accent grille lighting and LED accent lighting. nine

16-09-28 5:56 PM

260 hp, DOHC 3.5L V6

Toyota 4Runner It’s minor changes only for Toyota’s truck-ish 2017 4Runner. The body-on-frame SUV is powered by a 270-hp 4.0L V6 that is mated to a 5-speed ECT automatic. With a 2,268 kg towing capability, all 4Runners are standard equipped with a tow package that includes a heavy-duty tow-hitch receiver, 4+7 pin wiring harness, trailer brake controller pre-wire and supplemental transmission cooler.

Inside, the 4Runner is available in 5-passenger and 7-passenger con gurations. Seven-passenger models feature a one-touch walk-in function twelve on the second-row seats to make getting into and out of the back seats easier.

There will be a new TRD Off-Road grade, offering distinctive TRD (Toyota Racing Development) branding, including black painted wheels and a unique TRD Off-Road badge on the C-pillar. Underneath, the Multi-Terrain Select system allows the driver to use a dial to select the mode that matches prevailing terrain and conditions, adjusting wheel slip accordingly.

Toyota Highlander

Nissan Path nder

Base Engine:

284 hp, DOHC 3.5L V6

For 2017, the Path nder Optional Engine: none undergoes a mid-cycle refresh, incorporating the Base Transmission: Continuously variable latest Nissan signature none design elements introduced Optional Transmission: on the Maxima and Length: 5042 mm (198.5 in.)

Murano — including the Weight: 1945 kg (4287 lb.) new “V-Motion” grille and boomerang-shaped Fuel Economy (l/100 km): n/a headlights with LED daytime Price Range: $31,598 to $47,398 (2016) running lights. New LED headlights are standard on the topline Platinum model.

The outside rear-view mirrors now include standard integrated turn signals. In the rear, changes include new taillights and a stronger bumper design.

Under the hood, the Path nder’s new 3.5L V6 features more power, torque and towing capacity. Horsepower increases to 284 hp (from 260 hp) and torque is now rated at 259 lb-ft (up from 240 lb-ft). The engine is mated to an Xtronic continuously variable transmission with D-Step Logic Control.

The 7-passenger 2017 Path nder is offered in 2-wheel-drive and 4-wheel-drive con gurations and a choice of ve models: S, SV, SL, SL Premium Tech and Platinum. eleven

FO-Autumn.indd 25

The Highlander is signi cantly revised for 2017 with new and updated equipment and technologies, including a new direct-shift 8-speed automatic transmission. The third-generation model, now entering its fourth year, offers room for up to eight, a choice of two powertrains — an upgraded 3.5L V6 and a 3.5L V6 Hybrid option — and four trim levels for the regular model, including a new sporty SE. All versions will continue to offer AWD with intelligence while FWD will also be available on LE gas models.

The new SE comes with unique thirteen 19-inch aluminum alloy wheels, tuned suspension for a sportier ride, and a sporty dark paint treatment to the front grille, which is also incorporated into the headlamp housings and roof rails. Inside are unique black leather-trimmed seats with silver stitching and pattern seat inserts, a black front tray and matching dash and door inserts.

Most Highlander gas models will come standard with a new stop and start engine system.

Volkswagen Touareg After a facelift in 2015, the Touareg continues with only minor changes to equipment as well as a rejigging of the trim levels. For 2017, the Highline trim is replaced by a new Wolfsburg Edition, which is expected to be the volume model. The Comfortline trim level also disappears, so the simpli ed lineup now includes the base Sportline, the Wolfsburg Edition and the Execline.

Auto Hold is now standard on all trims and ventilated seats are standard on the top two trims.

The Wolfsburg Edition bene ts from a number of design enhancements, including fourteen brushed aluminum décor, stainless steel pedals, aluminum doorsill plates, two-tone Vienna leather seat surfaces, heated rear seats and contrast stitching on the oor mats and steering wheel.

Dropping the V6 turbodiesel from the lineup, all Touaregs are powered by a 3.6L V6 FSI gasoline engine that’s mated to an 8-speed automatic transmission with Tiptronic shifting capability. 4Motion all-wheel-drive system is also standard. Touareg is capable of towing 3,500 kg.

Base Engine: 270 hp, DOHC 4.0L V6 Optional Engine: none Base Transmission: 5-speed automatic Optional Transmission: none Length: 4820 mm (189.9 in.)

Weight: 2111 kg (4655 lb.)

Fuel Economy (l/100 km): 14.2 city, 11.1 hwy.

Price Range: $44,540 to $51,240 (2016)

Base Engine: Optional Engine:

295 hp, DOHC 3.5L V6 292 hp, DOHC 3.5L V6 with electric motor 8-speed automatic Base Transmission: Optional Transmission: Continuously variable (Hybrid) 4855 mm (191.9 in.)

Length: 1965 kg (4332 lb.)

Weight: n/a Fuel Economy (l/100 km): Price Range: $33,555 to $55,160 (2016)

autumn 2016

Base Engine:

More daring in the design none department than many SUVs Optional Engine: and crossovers, the Murano Base Transmission: Continuously variable — the third-generation Optional Transmission: none version was introduced for the 2015 model year — reLength: 4897 mm (192.8 in.) ceives no signi cant changes 1721 kg (3794 lb.) for 2017. Responsive driving Weight: is provided by a standard Fuel Economy (l/100 km): 11.0 city, 8.2 hwy.

3.5L DOHC V6 connected Price Range: $29,998 to $43,998 (2016) to an advanced Xtronic continuously variable transmission with D-Step Logic that adds the feel of a traditional stepped automatic. The Murano is available with front-wheel or all-wheel drivetrains.

Standard features include NissanConnect with Navigation, 8-inch colour display with multi-touch control, SiriusXM satellite radio, Around View monitor, 8-way power driver’s seat, Intelligent Key with push-button start, iPod interface, 11-speaker Bose audio system, remote engine start with “intelligent: climate control (from key fob), Bluetooth hands-free phone system and Streaming audio.

Available systems include moving object detection, blind-spot warning, predictive forward collision warning, forward emergency braking, rear cross-traf c alert and driver attention alert. ten

Base Engine: 280 hp, DOHC 3.6L V6 Optional Engine: none Base Transmission: 8-speed automatic Optional Transmission: none Length: 4795 mm (188.8 in.)

Weight: 2130 kg (4696 lb.)

Fuel Economy (l/100 km): 13.8 city, 10.4 hwy.

Price Range: $51,960 to $67,860

Autovision 25 5

Nissan Murano

16-09-28 5:56 PM

thelastword around the watercooler

Back to the Future

By Jeremy Cato

Autovision 26

autumn 2016

I

n my 30 years at this gig, I have driven all the great supercars cars, from Ferraris to Aston-Martins, from Lambos to McLarens, Maseratis, Porsche GTs, Dodge Vipers and Ford GTs. Yawn.

Over time, I came to see a kind of sameness to them all. Each in its day was a testament to the latest engineering excellence and design genius, but time and again the advance of technology took me farther away from the actual driving experience — the exhilarating physical and mental interaction between driver and machine.

Risk? Today, with any supercar, no matter how stupid or incompetent you are as a driver, the on-board electronic nannies will save you.

Which is why I’m thinking about buying a ’67 Chevy Camaro convertible: Sport Package, 327, no rust, little in the way of fancy electronics and all mechanical joy. It’s on eBay, asking price: $29,000. I know the car well; I was nine years old when it went on sale. I love it still. At this stage of my game, I also know that I would get more joy from that car than any $200,000 or even $1-million gem, no matter how rare, sexy or fast.

I also know that if I were to take that car to a Camaro event — any old or classic car gettogether, actually ­— I would land in a social atmosphere alive with great stories and generous advice on how to fix this bit, buy that part, maintain some tricky corner of the car.

I’d be part of a community.

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In the bigger picture, that’s what owning and driving a car has been for the past 100 years or so — a social act that, somewhat ironically, has promised and delivered affordable freedom, opportunity and adventure to the masses. Cars have captured our imagination because they provide physical and social mobility.

A driver’s licence at its most basic has long been a kind of social contract — for the right to drive and the freedoms it affords, you agree to share the road. Yet, at the same time, having your own car makes anything possible. As Bruce Springsteen sang in Thunder Road, you could just “roll down the window and let the wind blow back your hair.”

Behind the wheel, you are still alone and alive to possibilities. Yet cars also make us part of a community of drivers, all navigating life. Cars even give us a tool to chase our dreams of a better tomorrow.

But not for much longer. Tomorrow won’t be better for people like me, not with the tsunami of technology headed our way. The technology-driven tediousness of so many of today’s supercars is about to be replaced by the complete ennui that comes with the electronic takeover of every driving function.

The cars of tomorrow, or at least tomorrow’s tomorrow, won’t even have a steering wheel; ­at least a functioning one. One day you can expect the steering wheel to be reduced to a design affectation — a kind of hood ornament — or the equivalent of a comforter. The steering wheel as fuzzy blanket with no real purpose, other than to soothe

drivers who want to feel a semblance of control over a car that is, in fact, in total control.

Meet Hal, your car.

We’re almost there now. From Tesla to BMW, car companies today sell vehicles capable of a measure of autonomous driving, using a combination of adaptive cruise control, lane-keeping and automatic braking. It’s not yet safe for drivers to take their hands off the wheel and their eyes off the road completely, but that day is coming.

And not just from luxury brands. Ford just announced plans to bring fully robotic cars to market in just five years. The Dearborn, Michigan, automaker says it already has the largest autonomous vehicle test fleet of any car company. The plan is to double it to 60 vehicles by the end of next year.

In the rush of announcements around autonomous and self-driving technology, the dialogue has been only about the “how,” not the “why.” The how appears to be grounded in something called lidar, for “light” and “radar,” said to render a precise 3-D view of the objects ahead and around a vehicle. Google has been working with this technology in its self-driving car project. As we all know, Google is always right.

But no one is asking the more basic question: just because we can, should we? And when we do, what will be lost? Certainly some measure of freedom will be vaporized, and with it the dreams I had as a young man with a new driver’s licence and my first car.

The community of our roadways will be rendered utterly impersonal, too.

Something for ’67 Camaro owners to ponder. s

16-09-28 5:50 PM

ITS HEART BEATS STRONGER THAN EVER. SO WILL YOURS.

THE ALL-NEW MILWAUKEE-EIGHT™ ENGINE

Ride farther, harder and longer, and get more out of every mile. This is the heart of our 2017 touring line, built with more torque, passing power and fuel efficiency.† FEEL THE DIFFERENCE – SCHEDULE A TEST RIDE TODAY AT H-D.COM/TESTRIDE † Compared to 2016 models. Based on estimates from laboratory exhaust emissions tests specified by the United States’ Environmental Protection Agency, not during on road riding. Actual mileage and fuel economy will vary depending on bike model and configuration, how you ride/maintain your bike, road conditions, and other factors. *Compared with original equipment 2016 touring models ©2016 H-D or its Affiliates. H-D, Harley, Harley-Davidson and the Bar & Shield Logo are among the trademarks of H-D U.S.A., LLC.

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T:8.125” S:7.625”

D O N ’ T S E T T L E O N T H E D E TA IL S .

THE CADILL AC XT5 CROSSOVER.

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All rights reserved. Cadillac®

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T H E X T 5 C A B I N A D A P T S T O Y O U R L I F E , N O T T H E O T H E R W AY A R O U N D .