Autovision Spring 2015

• 2015 Kia Soul EV • 2015 Harley-Davidson Freewheeler • 2015 Honda CB650F • • 2016 Audi TT Roadster • 2015 Chrysler 300 • 2015 Land Rover Discovery Sport • • 2016 Acura ILX • 2016 Mazda MX-5 • 2015 Chevrolet Corvette Z06 •

Disco Rocks!

Icelandic winter no match for Discovery Sport

Certified Pre-Owned The smart way to buy used

What’s New

Stupidly fast Cadillac and the return of the NSX!

Focus On 15 Rough and tumble pickups

The Last Word

Will fuel cells power our future?

Autovision is an advertorial supplement to Business Information Group magazines

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15-05-13 7:44 PM

TRACK SOLD SEPARATELY.

THE ALL-NEW 2015 LEXUS RC F Introducing the entirely new RC F Coupe from Lexus. Its unique L-shaped cooling intakes, aggressive stance and active rear wing promise unrivalled performance. Its formidable 5.0-litre, 467 HP V8 engine stands ready to deliver. The Lexus RC F, born on the track and built from the asphalt up. Begin your obsession at Lexus.ca/RCF AMAZING IN MOTION

for more information, circle reply card no. 22

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15-02-26 9:33 AM

Autovision

previews 2015 Kia Soul EV 2015 Harley-Davidson Freewheeler 2015 Honda CB650F 2016 Audi TT Roadster 2015 Chrysler 300 2015 Land Rover Discovery Sport 2016 Acura ILX 2016 Mazda MX-5 2015 Chevrolet Corvette Z06

6 8 10 12 14 30 32 34 36

spring 2014

Inside

4 What’s New

A stupidly fast Cadillac and the return of the NSX!

16 Certified Pre-Owned

The smart way to buy used

22 Focus On

15 rough and tumble pickups

38 The Last Word

automobiles. It’s no great surprise that sales of pickup trucks are increasing — the light truck segment accounted for almost 60% of Canadian vehicle sales this year — and the interest in electric vehicles and hybrids is waning. Indeed, Sivak notes that, in the last three months, the average fuel consumption of new vehicles purchased in the U.S. has increased significantly, reversing a trend of almost steady declines since 2007.

More importantly, without a return to higher prices — either by the supply/demand equation taking yet another abrupt turn or, God forbid, carbon taxes — the implementation of governmental edicts toward reduced automobile fuel consumption, such as President Barack Obama’s call for 54.5 miles per gallon by 2025, will be difficult to implement.

As Dennis DesRosiers, president of DesRosiers Automotive Consultants, so eloquently put it, “the government may mandate what the automakers sell, but not what consumers buy.”

And, surprise, surprise, the buzz surrounding this year’s North American International Auto Show in Detroit was trucks. Oh, Chevrolet introduced a new EV, but the big crowds surrounded Nissan’s new full-sized Titan, Toyota’s latest Tacoma and the triumphant rollout of the full lineup of Ford’s best-selling F-150.

So, let’s all agree on one thing: When the next big oil crisis hits and fuel prices once again skyrocket, no one act shocked or surprised. s David Booth

Autovision 3

E

xactly how did so many experts armed with so much data get something so important to the world economy — the price of crude oil — so very wrong? Google any variation of crude oil pricing before August of last year and they invariably detail an inexorable march to US$150 — and even US$200 — a barrel, the fallout of which is always economic ruin and the death of the automobile industry as we know it.

Yet, as I write this, West Texas Intermediate is about US$50 a barrel. Analysts, seemingly having forgotten their overheated predictions of the past, are now worrying if it will drop below US$40. How in hell did they miss what experts are now saying is a two million barrel a day glut on the international oil market?

Worse yet, all the economic tomes state with the same authority that predicted chronic shortages that this is a simple case of over-supply. The Bakken formation in North Dakota and other fields in the Midwest have seen the United States’ return as an oil-producing force — up from six million barrels a day to nine — and it’s not only the size of the glut but also the rapidity with which this excess crude has come online that accounts for the markets being caught flat-footed.

The problem with all this shock and surprise is that the unbalancing in market forces is not as sudden as is being portrayed in the media. In fact, the demand part of the equation, at least in the United States, has been changing for the last decade. Indeed, the amount of gasoline consumed by North Americans has been declining for quite some time. According to Michael Sivak of the University of Michigan’s Transportation Research Institute, the amount of fuel consumed per capita by North Americans has been decreasing for some time (down some 16% since 2004, mainly because we’re driving less and there are fewer cars per household). Even in absolute terms, the total fuel consumed in the U.S. peaked in 2007 (at 176.2 billion U.S. gallons) and has declined every year since (168.4 billion U.S. gallons in 2012). And, while the worldwide consumption of petroleum has edged up in recent years — thanks primarily to the incredibly rapid growth in China — the U.S. is still the Number One consumer of refined petroleum in the world (almost 20% of the world’s consumption, says the Central Intelligence Agency, and around 40% of the world’s gasoline). As America goes — at least in terms of fuel pricing — so goes the world, and right now the world’s biggest consumer of petroleum is producing more and consuming less.

This has brought along with it all manner of bounty. For American nationalists, not being beholden to foreign petro-states is always a bonus. Most Canadians — Albertans notably excepted — will benefit from reduced transportation costs because business can offer lower pricing on mass transported goods and consumers have a few more dollars to spend.

The one area of concern — one that I am surprised we’re not hearing more about considering the environmental lobby’s power in the media — is how it’s going to affect the “greening” of our

spring 2015

Will fuel cells power our future?

,

• 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 •

ContentsSpring.indd 2

15-03-01 4:43 PM

what’snewconcepts to mainstream

Rebel Yell

The new Rebel, all 33-inch all-terrain Toyo tires and class-exclusive air suspension, is the most off-road-worthy pickup in Ram’s fleet. There’s 260 millimetres of ground clearance and Jeep-like 25.3/23 degree approach/ departure angles. The base engine is a 302-hp Pentastar V6 mated to an eightspeed automatic, but there’s also a 395-pony 5.7L Hemi V8 available — for those really quick Baja runs.

640

Thundering Horsepower

Autovision 4

spring 2015

Yes, that’s right. The next generation of Cadillac CTS-V boasts 640 horsepower from its Corvette Z06-inspired, supercharged 6.2-litre V8 — more than what an F1 race car boasted back in the ’80s and just 10 shy of the fire-breathing 2015 super-Vette. That’s good enough for a zero-to-100-km/h time of 3.9 seconds and a top speed in excess of 320 km/h. Wow! Throw in an adjustable MagnaRide suspension, Brembo brakes and the eight-speed automatic lauded so much on page 36 and you have a sedan that thinks it’s a supercar. It goes on sale at dealerships this summer.

Lexus Gets Its

Freak On

It looks like one might have to get used to the concept of Lexus as a marketer of genuine performance cars. First, it was the phantasmagorical LF-A, incredibly gifted but easily dismissed as a low-production one-off “halo” car. Then there was the V8-powered RC F, impressively fast both in a straight line and around corners. But, still, it was a lonely orphan. Now comes news there will also be an F version of the GS, powered by the same high-revving 467-horsepower, 5.0-litre V8 mated to a slick-shifting eight-speed automatic.

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15-02-27 8:03 AM

Finally, It’s Arrived The production version of the NSX has finally debuted and this time it’s a superhybrid. With not one, not two, but three electric motors and a twin-turbocharged 3.7-litre V6, there’s more than 550 horsepower to be had. The electric and gas motors combine to form Acura’s electrified Super-Handling All-Wheel-Drive system, with two electric motors driving the front wheels and the turbocharged V6 powering the rears. Torque vectoring — Agile Handling Assist in Acura parlance — means sharper steering as engine power is distributed to the tire best suited to aid cornering. The chassis is made of aluminum, the (gas) engine is mounted amidships and the brakes are by Brembo. That’s pretty much the universal definition of a supercar, hybrid or not.

briefly...

Looking to break Tesla’s hegemony in the luxury electric segment, BMW is rumoured to be working on i5 and i7 battery-powered sedans. Dubbed Power e-Drive, the new powertrain

Depending on the trim, the redesigned Audi Q7, complete with seven-passenger seating and 3.0-litre turbodiesel V6, is as much as 325 kilograms lighter than the previous version.

High-strength steel reduces the weight of the passenger cell while more extensive use of aluminum lightens the chassis bits. At the Detroit auto show, a 2.0L TFSI four -cylinder version of the new sportbrute was announced, as was an e-Tron hybrid version that combines a 3.0L TDI V6 with an electric motor, for a total of 367 hp and a claimed electric-only range of 60 km. All 2016 Q7s will use the same eight-speed automatic transmission. Inside, Audi will incorporate its new “Virtual Cockpit” theme seen on the recently revised TT.

offer as much as 120 kilometres of range.

Porsche, meanwhile, is looking to build a “717” four-door coupe competitor to the Model S, says CAR magazine. With as much as 600 horsepower and a range of more than 400 kilometres, it certainly has the moxie to keep up with Tesla.

Mercedes-Benz is reputedly working on no less than four luxury BEVs; two crossovers and two coupe-like sedans. All will play in the upper end of the luxury segment (think GL/E/S Class) and will feature 544/612-horsepower powertrains

Bold & Beautiful

with 400 km of range.

spring 2015

Strikes Again

electric platform of the i8 and could

Autovision 5

Weight Watchers

builds on the extended-range gas/

It’s always easy taking over an executive position at an auto company when your first order of business is introducing something as beautiful as this new Q60 Concept sedan.

Roland Krueger, the new president of Infiniti, took the wraps off the sleek and sexy Q60 at January’s Detroit auto show, saying, “Design is a key driver for developing a strong brand. The Q60 Concept is another building block in Infiniti’s quest to refresh its portfolio with a strong and consistent design language.”

Powered by a twin-turbocharged, 3.0-litre direct-injected V6 mated to a seven-speed automatic transmission, the Q60 will be the replacement for the current G Series when it rolls out in 2016.

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15-02-27 8:04 AM

PREVIEW •> 2015 Kia Soul EV

Base Price: $34,995 Engine: 109-hp liquid-cooled electric motor

Range Change

Transmission: direct drive Length: 4140 mm (163 in.)

Electric Economy, L/100 km: city - 2.0, hwy - 2.6

By Graeme Fletcher

P

undits around the world tell us that electricity is the future of the automobile.

That may be true, but the current crop of EVs all have significant shortcoming — namely range. Typical of its adventurous spirit, Kia is about to enter the electrified field with the Soul EV. It could just be the game-changer the electric vehicle needs.

The differences between the regular Soul and its electric counterpart are very subtle.

The white body colour and a powder-blue roof do give the game away. However, the biggest outward change is the grille — the charging point is housed behind a small door integrated into the panel.

Dimensionally, nothing changes. In fact, the only meaningful difference is the rear seat riders have less toe room under the front seats because the battery’s cooling system needs the space. The only other real change is found in the curb weight — the EV is 200 kilograms heavier thanks to its 282-kg battery. The cargo capacity still rates 532 litres seats up, the 60/40-split seats fold flat as usual and there is an underfloor tray for the 110-volt charger and cable. In other words, it retains the flexibility that made the original a smash hit.

The Soul EV’s powertrain consists of an electric motor with a single-speed transmission and the power electronics that oversee operation. The electric motor and electronics sit up front under the hood, while the battery is mounted in the middle of the car beneath the floor. The placement keeps the centre of gravity low, good for the handling and safety.

The Soul EV takes the anxiety out of driving range

Autovision 6

spring 2015

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The most impressive feature of the Soul EV is its battery. Kia says the energy density of the battery is up to 47% better than its competitor’s power packs (namely the Nissan Leaf). Using a 220volt outlet, it takes four or so hours to recharge the battery. Switch to the regular 110-volt outlet, however, and the time soars to 24 hours. If and when the fast-charging infrastructure is expanded, Kia expects an 80% charge to take 33 minutes.

The liquid-cooled electric motor puts out 109 horsepower and 210 pound-feet of torque, which equate to surprisingly spry performance. During the drive, I clocked the run from rest to 100 kilometres an hour at 11.4 seconds, about four seconds faster than the Nissan Leaf. More importantly, the pull off the line is strong, and that carries on through the mid-range and on up to highway speeds.

The better news is found in the driving experience. All the extra weight does not impinge on the driving characteristics — with the steering set in sport mode it felt as crisp and responsive as the regular Soul. As is true of any hybrid/electric vehicle, the Soul EV uses regenerative braking as its first braking stage — the transition to the hydraulic system when more stopping power was called upon proved to be seamless. It also had commendably crisp pedal feel — so many feel vague and rubbery under foot.

There are four driving modes: Drive and Brake Regeneration with an Eco function for both. Frankly, the Eco mode is best left for those times when range is more important than the driving experience — it lacks the crispness of Drive. The Brake Regeneration mode retains the responsiveness of Drive, but ramps up the regenerative braking. I found it to be the best mode, simply because there was so much regenerative braking when the go pedal was lifted it all but eliminated the need to use the brake pedal.

And so to the one thing that will see the Kia Soul EV set a benchmark in the segment. While Kia is being über-conservative suggesting 149 kilometres of driving range from a fully charged battery, I have driven a Soul EV 162 km and, at the end of the drive, I still had 25% of the battery left. This means it has a real-world potential of up to 200 km. It all bodes very well for Kia and the end-user.

The Soul EV starts at $34,995 and tops out at $37,995 for the loaded Luxury model. Apply the usual electric vehicle rebates to those prices (where available) and you a sub-30K ride that delivers real-world promise. s

15-02-27 8:20 AM

Challenge The Limitations of the Conventional Car Warranty

3-year New Vehicle

Unlimited Mileage Warranty

Starting with the 2015 model year, all new Mazda vehicles come standard with a 3-year new vehicle warranty with absolutely no mileage limitations.

for more information, circle reply c ard no. 30

ATV-Mazda3YearNewV.indd 1

15-02-26 9:24 AM

twowheels rollin’ down the highway 2015 Harley-Davidson Freewheeler

Easy Riding

T

Autovision 8

spring 2015

By David Booth

rikes get no respect. Diehard bikers look askance, pedestrians are bewildered and even the legal community — you need a motorcycle licence to drive a trike despite seemingly little commonality in comportment — is a little confused as to what to make of three-wheelers. Nonetheless, the marriage of a rear axle and two wheels on the back of an otherwise normal motorcycle allows those who, for whatever reason, cannot ride a regular bike to enjoy the open air experience normally limited to two-wheelers.

Currently, Harley-Davidson is the only major motorcycle manufacturer to offer a classic trike. Oh, other manufacturers offer three wheelers — most notably the Can-Am Spyder and Polaris Slingshot — but they are a completely different animal altogether, with two wheels in front and – in the case of the Slingshot — side-by-side car-like seating and a steering wheel. There are numerous aftermarket conversion kits for Honda Gold Wings and various Harley models, but, for 2015, Harley’s Tri Glide Ultra Classic is joined by a new, lighter Freewheeler as the only fully warranted production trikes with traditional motorcycle controls and layout.

Except for that axle in the rear, a Harley trike is very much a Road King (sans the windshield) from the rear suspension forward. The driving position, the instrumentation, the seat and even the hand controls of a Freewheeler are identical to what you might find on a two-wheel Harley. Indeed, sit on a stationary Freewheeler and there’s nothing to differentiate it from the everpopular Road King, save not needing to balance the three-wheeler at a standstill.

On a Freewheeler, your feet never have to leave the pegs, er, platforms, no matter how long you’re stopped at a light. Riding a trike also means never having any anxiety about leaning a motorcycle into a corner. Even braking is made worry-free, the age-old bugaboo of locking the front brake — an almost guaranteed crash on a two-wheeler — takes the anxiety out of hard, emergency stopping.

Trikes may have their limitations but they are truly motorcycling at its most stress-free

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Trikes are truly motorcycling at its most stress-free

‘,

And, when riding along a straight road, so much of the Freewheeler’s visceral experience is the same as a two-wheel Harley.

The comfort, riding position and handlebar controls are all the same. The big TC103 High Output Air Cooled V-twin rumbles and shakes at idle with the same staccato heartbeat, only to smooth out soon as the revs pass 2,000. Roll away from a stoplight and steering the Freewheeler is as easy as turning the handlebars — opposite to the motorcycle experience — in the direction you want to turn. Highway speeds require a little more attention, as ruts in the road require more steering input from the rider to maintain directional stability. But, while acclimatization to the third wheel is almost instant, the occasional wandering from the rear tires over crests takes some getting used to. That said, even the novice trike rider will feel comfortable enough to maintain the cruising speed of the typical touring group.

Cornering at high speed does require a little more effort, though.

Not only must Freewheeler riders turn the front wheel in the direction of travel, they must also lean their torsos to the inside of the corner to counteract the centrifugal force of cornering. And since the motorcycle cannot lean into the corner, the ultimate cornering speed of a trike like the Freewheeler will never equal that of a sport bike. On the other hand, grinding knee pucks is not really part of the Harley experience either and most Harley trike owners experience no trouble keeping up with their two-wheel companions.

The Freewheeler ($31,619) is also chockablock with amenities.

ABS is not offered (and is largely unnecessary) but the rear suspension is air adjustable and the lockable rear trunk will easily hold two helmets. The front and rear brakes are also linked so that just a mash of the foot pedal results in full braking power. There’s also a foot-operated parking brake, necessary because, well, there’s no need or use for a side stand.

Indeed, the biggest appeal of the Harley trikes is that they allow those not comfortable with the prospect of piloting a two-wheeler to enjoy the full motorcycle experience. The Freewheeler is every bit Milwaukee. Oh, the performance might be slightly reduced because it weighs more, but the low, deep rumble of the legendary American V-twin, the easy riding position and the classic good looks remain the same. In short, the addition of a third wheel doesn’t make it any less a Harley. s

15-02-26 2:57 PM

Drive As Much As You Want

3-year Roadside Assistance Unlimited Mileage

With our unlimited mileage roadside assistance standard on all 2015 and later Mazdas, you’re covered for road service, flat tire replacement, fuel delivery, battery boosting and even towing. 24 hours a day, 7 days a week with no mileage limitations.

for more information, circle reply c ard no. 30

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15-03-01 4:59 PM

twowheels rollin’ down the highway 2015 Honda CBR650FA

The Smart Choice

by David Booth in Calabogie, Ont.

L

isten up all you riders shopping a 600-cc sportbike. I know the machines you’re considering: Honda’s CBR600RR, a Kawasaki ZX-6R or even an evergreen Suzuki Gixxer. All are standard race replicas that have been the staple of the young and testosterone-fueled for nigh on two decades.

But, let’s say, just for argument’s sake, you’re thinking clearly.

Let’s even pretend that buying a motorcycle appropriate for your skill level is more important than impressing your friends with the fatness of your rear tire. Hell, since we’re dreaming in Technicolor, let’s even fantasize that you’re actually going to ride the darn thing (thus making things like comfort, smoothness and fuel economy seemingly important) rather than just popping wheelies up and down Main Street.

If you are this rare example of thoughtful knucklehead, have I got a motorcycle for you! Honda’s CBR650FA, is the latest — and the sportiest — of its recent spate of new model releases aimed at the young and budget constrained. The FA costs only $9,499 (admittedly a relative term in this era of sputtering economy), some $3,000 cheaper than its CBR600RR sibling. It will also be, if the insurance companies have any brains, less expensive to insure.

And yet, the FA has serious sporting bona fides. This isn’t some Cheap Charlie Yamaha FZ-07 with only two cylinders and not enough torque to pull the white off rice pudding. Indeed, the main difference between the FA and the CBR600RR engines is that the former gets a 3.5-millimetre stroke increase for more torque. It’s still a four-cylinder supersport engine, its redline set at a full yahoo 12,000 rpm and, if there’s not quite the 100+ horsepower at the rear wheel that the RR boasts, there is the comfort in knowing that the larger displacement 649-cc four has more torque. Honda does not release horsepower figures but my seat-of-the-pants dynamometer says there’s 90 hp at the rear wheel. That’s certainly more than enough for serious sporting work (and, yes, wheelies too!). Don’t mistake the 650’s budget price for a lack of performance!

Nor has Honda made the mistake of styl-

Cost conscious doesn’t mean lack of perforamance

Autovision 10

spring 2015

‘,

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ing the FA as less sporty than its supersport siblings. No commuter-style one-piece handlebars here, the FA has legit clip-ons. Yes, they’re a little higher than a typical supersport machine, but they’re the real deal nonetheless.

Indeed, disguised by all that race-rep bodywork is the fact the CB650 is a very comfortable ride. A few of us old farts even preferred its ergonomics to that of the VFR800, normally touted as Honda’s premier sport-tourer.

No, unlike the VFR, the CB does not have built-in saddlebag mounts or adjustable seat height, but the saddle is accommodating, the seat-to-peg relationship knee-friendly and it is noticeably more comfortable on the highway than the CBR600RR or any of its competitors.

The only place Honda’s cost-cutting measures are noticeable are in the brakes and suspension. Unlike the RR, the FA is not blessed with rising-rate rear suspension. Oh, it’s still a monoshock affair but the shock is mounted directly to the swingarm (as opposed to connected via linkages) and has minimal adjustability. Truth be told, however, most street riders will hardly notice the difference. All that adjustability may be necessary for track use, but the FA’s suspension makes easy work of public roads.

More noticeable, however, are the brakes, or, more specifically, the rear brake. In a word, it feels wooden, with little power: It takes a serious stomp of the foot to get the rear tire’s attention. Perhaps it’s because the rear disc, like the NC700’s, is punched out of the metal left over from the front discs, making its diameter smaller. But whatever the reason, it’s simply not up to snuff. At least the FA is equipped with anti-lock brakes, which means that if you do manage to brake too hard, Honda’s electronics have your back.

Paucity of rear brake, however, is not nearly enough to diminish the FA’s inherent competence; proof that easy on the wallet doesn’t have to mean light on performance. If you’re shopping 600 cc, this is the smart choice. s

15-03-01 4:44 PM

Drive As Far As You Want

5-year Powertrain

Unlimited Mileage Warranty

We’re so confident that our engines and transmissions are reliable that we’re backing all 2015 Mazdas with a standard 5-year powertrain warranty with no mileage limitations.

for more information, circle reply c ard no. 30

ATV-Mazda5YearPowertrain.indd 1

15-03-01 5:00 PM

PREVIEW •> 2016 Audi TT/TTS

Serious Pizzazz

By Graeme Fletcher In Palma de Mallorca, Spain

A

udi’s TT — and its hopped-up sibling, the TTS — is one cool ride. From its sleek lines to its bulging fenders and piercing LED lights, it has road presence galore. And that’s with the top up! When it’s stowed, the TT’s flowing lines and large roll-over hoops give it serious pizzazz.

So it’s good news, then, that the powered soft-top retracts in just 10 seconds and can be opened or closed at speeds of up to 50 kilometres an hour. It can also be operated remotely via the key fob. The design also consumes less space than a hardtop convertible, which means there’s still 280 litres of cargo space, enough for a weekend getaway.

Compared with the outgoing model, the new TT is 21 millimetres shorter and 10 mm narrower: however, the wheelbase grows by 37 mm. The TTS then rides 10 mm lower, emphasizing its sportier persona. Underpinning the seductive look is Audi’s hybrid aluminum/steel platform. This blend not only brings incredible strength, witnessed by the total lack of cowl shake on the drive, the lightweight design is also good for fuel economy and it works wonders for the handling.

Here the TT proved to be as tenacious as it gets, especially the TTS. The latter has Audi’s magnetic ride suspension dialing out virtually all body roll without sacrificing ride comfort. Throw in the excellent steering feel, powerful brakes (the TTS’s being noticeably larger than the TT’s) and the traction of the

Hammer the gas, marvel at the mellifluous exhaust note.

Repeat as necessary!

Autovision 12

spring 2015

‘, Base Price: $n/a Engine: 2.0L turbocharged I4 Transmission: 6-speed manumatic Length: 4181 mm (164.6 in.)

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

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Quattro all-wheel-drive system and you have a go-kart that darts and weaves with the very best speedsters.

The TT and TTS are powered by very different versions of essentially the same engine. The TT’s 2.0-litre turbocharged four makes a healthy 230 horsepower and 273 pound-feet of torque at just 1,600 rpm. This gives it a rewarding mid-range and plenty of passing power. It is equally frugal; based on the European testing, it consumes just 6.7 litres per 100 kilometres.

The TTS is something else again. In this guise, the little 2.0L four turns the turbo’s wick up to 310 hp and 280 lb-ft of torque.

This brought a riotous ride — the run to 100 km/h dropped to just 4.9 seconds — putting more spring in the TTS’s step across the entire operating range.

Then there’s the exhaust tone. While the TT sounds purposeful, the TTS brings a delicious roar that builds with speed. Hammer the gas and marvel at the mellifluous exhaust note as it rockets back up to speed. Repeat as necessary!

Audi drive select allows the driver to select comfort, auto, dynamic, efficiency and individual modes at the push of a button. The system tweaks everything from throttle response and shift timing to the steering’s effort and how Quattro divvies up the power. Don’t Mickey Mouse about — pick dynamic and be done with it.

The TT’s cabin is a cozy affair, but it’s comfortable nonetheless.

The sport buckets in the TTS were form-fitting and delivered just the right amount of support. The rest of the cockpit is finished with Audi’s typical élan — elegant simplicity, beautiful materials and exemplary fit and finish.

The highlight is the 12.3-inch digital instrument cluster. It displays all of the information in stunning style. The driver can switch between various looks through the “View” button. Infotainment sees the tachometer and speedometer flank a large central area that displays the navigation, phone or media functions.

The classic view shrinks the central display and increases the size of the outer dials. The TTS features a sports mode that gives the tachometer pride of place in the centre of the display. Regardless of format, the layout really does set a new standard for showcasing information — the screen’s brightness, which is twice that of a normal digital display, and clarity are outstanding. It was also devoid of the usual reflections that make for a digital disaster.

There was a lot to love about the outgoing TT Roadster — there is so much more to lust after this time around. From its overtly smart looks and speedy work ethic to the buttoned-down s handling, it is a smile inducer of the first order.

15-02-26 2:52 PM

now, there’s no limit to how far you can go

7-year anti-perforation

Unlimited Mileage Warranty

All 2015 and later Mazdas now come standard with a 7-year Anti-Perforation Warranty with unlimited mileage

for more information, circle reply c ard no. 3o

ATV-Mazda7YearAntiPerf.indd 1

15-03-01 5:00 PM

PREVIEW •> 2015 Chrysler 300

Large and Still in Charge

By Jeremy Sinek in Austin, Tex.

Autovision 14

spring 2015

T

he Chrysler 300 is big, brash and proudly retro. But attitude isn’t the only trait that makes it unique among its peers. No other mainstream large sedan can be had with either rearwheel drive or a V8 engine — the 300 offers both.

Ten years on, the 300 is having its second refresh, but the basic RWD (or optional AWD) architecture continues unchanged. Like most refreshes, the 2015 novelties include reshaped sheet metal, mechanical upgrades, richer interior trim and more on-board IT and driver-assist safety technologies.

On the outside, the mesh grille is bigger, there’s LED lighting, the body-side character lines are softer and the rear fascia is less bulky (the sporty 300S trim is distinguished by a more open grille mesh, a bold decklid spoiler and 20-inch wheels). Also featuring performance suspension, the 300S is expected to garner 45% of sales, leaving the rest to be divvied up among the base Touring and the more luxury-oriented 300C and 300C Platinum.

The carryover 3.6-litre Pentastar V6 is standard on all grades, making 300 horsepower in the S and 292 elsewhere. The 5.7L 363-hp Hemi V8 is a $2,500 option on the upper three trims and now gets an eight-speed transmission to match the V6’s. The transmission trims the claimed zero-to-96-km/h (60 mph) time to 5.8 seconds from 6.0, and raises fuel economy by 6%. All-wheel drive is a $2,200 option on all trims, but only with the V6.

Cabin furnishings vary by model; added acreage of soft-touch surfaces is a common feature, but the rubbery dash cladding on lesser models (my co-driver said it looked like recycled tires) is no match for the stitched leather on the Platinum, which also features hand-sanded open-pore wood.

On the tech side, Chrysler’s industry-largest 8.4-inch touchscreen resides in the centre dash, and a seven-inch multi-function display goes between the “watch-inspired” main dials. Available safety aids include passive warn-and-alert systems as well as active-safety co-pilots such as lane keep assist, adaptive cruise control with full stop and forward collision warning with active brake.

The drive was brief but I managed to snag the enthusiast’s pick among the test samples on offer — a 300S with the V8 (a combo that could be built for as little as $42,295 if you can resist the salesperson’s assault). And while my co-driver grumbled that the S cabin decor didn’t look sporty enough, I just enjoyed the drive. Dense

RT-Chrysler 300.indd 2

Base Price: $37,395 Engine: 292/300 hp, 3.6L DOHC V6 Transmission: 8-speed automatic Length: 5044 mm (198.6 in.)

Fuel Economy, L/100 km: city - 12.4, hwy - 7.7

Nothing can replace the muted rumble of a V8

, ‘

traffic didn’t allow a thorough workout, but everything seemed to come together in a nice cohesive package — quiet, effortless acceleration, slick transmission, sublimely refined cruising (1,600 rpm at 120 kilometres an hour!), a taut yet cushioned ride and accurate, communicative steering.

Comfort at the wheel is easy to find and the touchscreen is one of the better ones out there. You can also (bless ’em) perform most basic functions with regular knobs and buttons. The new display in the main gauge back is a treasure trove of information, but to my eyes the crudely calibrated main gauges fail to achieve the intended appearance of high-end horology.

The brief meet-and-greet with the new 300 was completed with a quick spin in a V6 AWD 300C Platinum. AWD is a good choice not only for the obvious traction advantage, but also because it comes with a 17% quicker axle ratio that more than offsets the AWD’s 5% weight penalty: ergo, peppier acceleration.

And while AWD does increase fuel consumption by about 6% over the RWD V6, it’s still 12% less thirsty than the V8.

Of course, nothing can replace the muted rumble of a V8, but the V6 sings a sweet melody of its own and loves to rev. The eightspeed still keeps the revs below 2,000 rpm at 120 km/h (all the better to hear my co-driver now gushing over the leather-clad dashboard of the Platinum trim).

Until 20 years ago, most large American cars were rear-wheel drive. Tightening fuel economy standards triggered a shift to frontwheel drive. With those standards set to get even tighter, I won’t be surprised if future L-cars revert to front-wheel drive. So, if you care about the difference, enjoy the 300 s while you still can.

15-02-27 8:27 AM

• New Vehicle Basic Warranty 36 months/unlimited distance • • Roadside Assistance 36 months/unlimited distance • • Powertrain Warranty 60 months/unlimited distance • • Anti-Perforation Warranty 84 months/unlimited distance • • Original Equipment Battery 36 months/unlimited distance • • Safety Restraint 60 months/unlimited distance • • Service Adjustments 12 months/unlimited distance •

standard on all 2015 and later mazdas

MAZDA UNLIMITED refers only to an unlimited mileage warranty program under the terms of which there are no mileage limitations on the following specific Mazda warranties: (i) 3-year new vehicle; (ii) 3-year roadside assistance; (iii) 5-year powertrain; and (iv) 7-year anti-perforation. MAZDA UNLIMITED is standard on all 2015 and later models. All Mazda warranties remain subject to the terms, limitations and restrictions available at mazdaunlimited.ca.

for more information, circle reply c ard no. 30

ATV-MazdaOverallWarrentya.indd 1

15-03-01 5:01 PM

presented by

The

smart way

Autovision 16

spring 2015

to buy a

FT-Certified.indd 16

used car Certified Pre-Owned

by Nadine Filion and David Booth

table 1 Comparison of major manufacturer certified pre-owned programs Brand

Max age to be CPO

Max km to be CPO

Ins

Acura

6 yr. and younger

130,000 km

12

Audi

5 yr. and younger

160,000 km

30

Bmw

5 yr. and younger

120,000 km

8

GMC/Chevrolet/ Buick/Cadillac

9 yr. and younger

160,000 km

15

Ford

5 yr. and younger

120,000 km

17

Lincoln

5 yr. and younger

100,000 km

20

Honda

6 yr. and younger

120,000 km

10

Hyundai

6 yr. and younger

120,000 km

12

Kia

6 yr. and younger

120,000 km

13

Jaguar

5 yr. and younger

96,000 km

15

Land Rover

6 yr. and younger

96,000 km

15

Toyota

6 yr. and younger

140,000 km

12

Lexus

6 yr. and younger

110,000 km

13

Mazda

5 yr. and younger

120,000 km

16

Mercedes-Benz

7 yr. and younger

160,000 km

15

Mini

5 yr. and younger

120,000 km

8

Porsche

8 yr. and younger

160,000 km

Subaru

5 yr. and younger

100,000 km

15

Subaru

8 yr. and younger

160,000 km

15

Volkswagen Assurance Premium

5 yr. and younger

120,000 km

11

Volkswagen Assurance

7 yr. and younger

160,000 km

11

Volvo

6 yr. and younger

160,000 km

13

15-02-26 2:11 PM

vehicles as new. Yes, you read that right; twice as many.

While automakers were making headlines for selling a record 1.85 million new cars last year, Canadians quietly

bought 2.8 million used cars, vans and light trucks, trading the certainty that comes along with a new-car warranty for the depreciated cost savings of the lovingly pre-owned.

The thing is, they didn’t have to.

This may come as a surprise to most Canadian used-car shoppers, but you don’t have to forego the new-car warranty — or even automaker-backed financing — to capitalize on depreciation. Almost all manufacturers offer something called Certified Pre-Owned (CPO) vehicles, essentially the best of their lease returns and trade-ins that are inspected, warrantied and, in most cases, offered with factory financing and leasing packages.

Warranty

Transferable Deductible for repairs Road assistance Exchange privilege

125 points

7 yr. / 130,000 km*

yes

$0

yes

7 day / 1,000 km

306 points

6 yr. / 160,000 km*

$150

$50

yes

Dealer's discretion

87 points

6 yr. / 160,000 km*

yes

$0

yes

3 days / 300 km

150 points

3 months / 5,000 km**

yes

$0-100

yes

30 days / 2,500 km (once)

172 points

1 yr. / 20,000 km**

yes

$100

yes

no

200 points

6 yr. / 160,000 km*

yes

$100

yes

no

100 points

6 yr. / 120,000 km*

yes

$0

option

7 days / 1,000 km

120 points

1 yr. / 20,000 km**

yes

$50

yes

30 days / 2,000 km 30 days / 2,000 km

135 points

4 yr. / 80,000 km (optional)**

yes

??

yes

150 points

6 yr. / 160,000 km*

yes

$0

yes

no

150 points

6 yr. / 160,000 km*

yes

$0

yes

no

127 points

1 yr. / 20,000 km**

no

$0

No

7 days / 1,500 km

131 points

2 yr. / 40,000 km**

yes

N/A

N/A

10 days / 1,500 km

160 points

7 yr. / 140,000 km*

yes

$0

yes

30 days / 3,000 km

150 points

6 yr. / 120,000 km*

yes

$50

yes

5 days / 500 km

87 points

6 yr. / 120,000 km*

yes

$50

yes

3 days / 300 km

N/A

2 yr. / 80,000 km**

yes

$0

yes

152 points

6 months / 10,000 km**

yes

$0

yes

10 days / 1,000 km

152 points

3 months / 5,000 km**

Yes

$0

yes

10 days / 1,000 km

112 points

2 yr. / 40,000 km**

yes

$0

yes

no

112 points

2 yr. / 40,000 km** (optional)

yes

variable

6 months

no

130 points

6 yr. / 160,000 km*

yes

$0

yes

no

spring 2015

CPO Inspection

Yet, despite being almost 25 years old — Lexus and Mercedes-Benz started their programs in the early ‘90s — CPO programs are perhaps the best-kept secret in the automotive business. Since less than a third of used cars are resold through dealerships (the vast majority are sold privately or through independent used car lots) and less than a quarter of those are CPO’ed, it means that certified used cars make up less than five percent of the market, despite seemingly offering the best of new and used vehicle traits.

Not all programs are equal (see Table 1, below), but the one thing all automakers insist on is that all CPO vehicles must be of recent vintage and relatively low mileage.

Furthermore, all cars carrying a CPO designation undergo thorough inspections (the specifics vary brand to brand; again see Table 1) and carry a factory-backed (as opposed to dealership sourced or independently purchased) warranty. This last,

Autovision 17

Y

ear after year, Canadians buy almost twice as many used

*From original in-service date, so it includes the original warranty ** from time of CPO purchase

FT-Certified.indd 17

15-02-26 2:12 PM

Autovision 18

spring 2015

Comparative prices: New versus CPO MODEL PRICE 2015 Honda Civic (LX / CVT) $19,850 2012 Toyota RAV4 $20,588 2011 M-Benz B200 Turbo $19,955 $19,978 2011 BMW 328i xDrive (sedan)

KM New 53,950 km 69,430 km 98,853 km

2015 VW Passat TDI (Comf.)

2014 Toyota Camry Hybrid 2012 Audi Q5 (2.0L Premium+) 2012 Volvo S60

$29,295 $28,888 $28,950 $29,888

New 17,097 km 72,350 km 21,461 km

2015 M-Benz C400 4Matic 2011 M-Benz C63 AMG (sedan) 2012 BMW 750i xDrive 2013 Lexus GS 460

$51,400 $51,980 $50,643 $50,000

New 54,700 km 97,935 km 34,848 km

honoured at all dealerships of the brand, “is better than independent warranties,” says George Iny, president of the Automobile Protection Association (APA), “and is the most valuable component of a CPO program.”

Over the years, these programs have expanded to include roadside assistance, CarProof reports and, in many cases, preferential rates of financing and leasing, a distinct advantage versus the traditional usedcar market where financing through banks — and their higher rates — prevail. Some plans offer a free oil change or a free subscription to SiriusXM. Some programs even offer an advantage not available to new-car buyers: Nearly all CPO programs allow the dissatisfied to exchange their “new” vehicle for another one (three to 30 days, depending on the plans, as long as the vehicle has not exceeded the imposed mileage). In short, buying certified is almost the experience of buying a new car, but at (most of) the price advantage of a used one.

Indeed, Mazda Canada estimates that the certification process has a value of $4,143.

BMW Canada pegs it at even more, saying that all the benefits — warranty, financing, roadside assistance, etc. — are worth $7,930.

This makes most CPO programs well worth the premium. Automakers are reluctant to make direct CPO versus non-CPO comparisons, but AutoTrader.com noted that American used-car buyers it surveyed were willing to pay, on average, US$2,085 for a certified car. Furthermore, the website estimates — having collected data on popular models, including Ford's F-150 and the Chevrolet Silverado as well as the Honda

FT-Certified.indd 18

Accord and BMW’s 3 Series — that a CPO vehicle costs an average of two to eight percent more than a non-certified used vehicle of the same make, mileage and substantially the same condition.

The gap varies make by make, with the most significant uptick noted in luxury models.

That said, it is with these more expensive models that CPO makes the most sense.

“Their higher purchase cost makes interestrate savings more attractive,” says Iny, “and the higher cost of repairs and more frequent breakdowns make the comprehensive warranty very attractive.” The higher cost certainly doesn’t discourage CPO buyers, with Autotrader reporting that four out of five of them intend to repeat the experience.

Such satisfaction with the CPO is certainly due to the benefits offered by the various programs, but also because, as is common knowledge, dealers have the advantage of choosing the best of used cars for their certified programs. Thus, dealers keep the best of lease returns for themselves and then wholesale the rejectees. Or as Jim Mateja, of Cars.com, says, “it’s the difference between selling someone else’s troubles versus selling to someone else's treasure.”

What makes CPO vehicles even more attractive is that today’s cars are capable of running more than 300,000 kilometres before becoming problematic. That’s twice the longevity of cars built in the ‘80s, says Dennis DesRosiers of DesRosiers Automotive Consultants, meaning that low-mileage CPO vehicles are still in the first third of their life expectancy.

Besides offering the opportunity to save as much as 50% on depreciation, buying CPO allows parsimonious luxury intenders “to step up in vehicle class without stepping out of the comfort zone in terms of price point,” says Rick Wainschel, from AutoTrader.com: A three-year-old Audi A6 may cost as little as a new Honda Accord. And if you’re dead set on a recently discontinued model — think Honda Element, Mercedes-Benz R-Class or Cadillac DTS — CPO may be your best route to longterm happiness.

As with any transaction — especially one involving a used car — there are a few cautions to making sure you get maximum bang for your buck.

For instance, you wouldn’t buy a residence — even one certified by the real estate agent — without having your own expert inspect it, would you? The same should apply for a CPO used car: Have it inspected by an independent third party. For roughly $150, you will know if the certification’s inspection was thorough.

“We have seen several examples of poorly inspected vehicles with defects that are reported to have passed,” claims Iny. Ignore the marketing of inspection criteria.

Far more important than how many points are inspected — 120, 130 and even more than 200 — is what has been inspected, and even more important, repaired. Ask for a copy of the inspection/repair report.

Almost all CPO programs give a CarProof report, but be even more thorough by asking for the maintenance and repair invoices.

Extra points if the car has been serviced through its lifetime at the same dealership that’s selling it. If an original manufacturer’s warranty still covers the vehicle, ask for the specific deadline (time and kilometres). Note that some companies will offer a warranty even beyond when CPO expires, but they are often independently administered and not factory-backed.

And last, as with any used vehicle, factory backing or no, the price of a CPO vehicle is negotiable. “New-car dealers can be a little greedy with their advertised pricing, which makes CPO appear expensive,” says Iny. “They will negotiate if you bring in an ad for a cheaper non-CPO vehicle.”

After all, you may be paying a premium for peace of mind, but you’re still buying a s used car.

15-02-26 2:13 PM

Meticulous.

Stringent.

Obsessive.

Will the compliments ever stop?

300+

Only when an Audi passes our industry-leading 300+ point inspection process does it meet our rigorous Certified Pre-Owned standards. And now every Certified Pre-Owned Audi includes a warranty of up to 6 years / 160,000 km.** Make your next vehicle a Certified Pre-Owned Audi.

Finance from

1.9% *

©2015 Audi Canada. **Whichever occurs first. The 2-year/80,000-km CPO limited warranty becomes effective after expiry of the 4-year/80,000-km new vehicle limited warranty, providing a combined coverage of up to 6 years / 160,000 km (actual term will depend on amount of coverage remaining on the new vehicle limited warranty). CPO limited warranty differs from new vehicle limited warranty. *Limited-time financing offer available on Model Year 2009–2014 Certified Pre-Owned A4 models at a 60-month term and on approved credit through Audi Finance. This offer is not available with Audi Select financing. Example: Selling price of $30,000 for a 2011 Audi A4 2.0T quattro financed at 1.9% APR for 60 months, with a down payment of $5,000, equals $437 per month. Dealer may sell for less. Down payment or equivalent trade-in, due at signing, may be required. The cost of borrowing would be $1,226 for a total obligation of $31,226 excluding taxes. PPSA, license, insurance, registration, any dealer or other charges and applicable taxes are extra. Offer ends March 31, 2015, and is subject to change or cancellation without notice. European model shown with options and features that may not be available at the time of purchase. “Audi”, “A4”, and the four rings emblem are registered trademarks of Audi AG.

AUD4864_CPO_RedA4_E.indd 1 Audi.indd 1

File Name

Trim Size

Material Due:

AUD4864_CPO_RedA4_E

8.125" x 10.75"

TBD

Publication/Usage:

Auto vision

2015-02-20 10:10 AM 15-02-26 9:34 AM

Driver Assist Technology subaru.ca/EyeSight

†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.

ATV-Subaru-DPS.indd 1

15-02-26 3:13 PM

It’s like a second set of eyes for the road ahead

At Subaru, we believe that the best accident is the one that never happens.

That’s why we invented EyeSight®, a revolutionary Driver Assist Technology that always has your back, automatically maintaining a safe distance to the car ahead, warning you when you’re involuntarily slipping out of your lane and even automatically applying the brakes if a car stops suddenly in front of you.

Subaru Eyesight®: the technological equivalent of the buddy system. for more information, circle reply c ard no. 35

ATV-Subaru-DPS.indd 2

15-02-26 3:13 PM

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

biG

By Brian Harper

bruisers 15 mid- and full-sized pickups for work and play

FO-Spring.indd 22

15-03-01 4:47 PM

Extended cab, Crew cab 200 hp, DOHC 2.5L I4 (191 lb-ft of torque) Getting back into the mid-sized pickup Optional Engine: 305 hp, DOHC 3.6L V6 market, Chevy’s (269 lb-ft of torque) all-new 2015 Colorado Base Transmission: 6-speed manual is, says the GM brand, “tailored to the needs 6-speed automatic Optional Transmission: of customers in North Cargo bed length: 6-foot-2, 5-foot-2 America with one distinctive design cues Payload range: 649 to 721 kg and a quiet, comfortable interior that offers car and crossover amenities.”

Maximum Trailering Range (ball hitch): Colorado is available in four-door extended or crew cab models, with a choice of either a 1588 to 3175 kg 2.5L 4-cylinder (rated at 200 hp and 191 lb-ft of torque) or a 3.6L V6 (rated at 305 hp and 269 lb-ft of torque). All models are matched with a six-speed automatic with features that Fuel Economy (l/100 km) make hauling and trailering easier and more comfortable, including auto grade braking and a base engine/base model: 12.2 city, 9.1 hwy. tow/haul mode. Extended cab 2WD WT models equipped with the 4-cylinder are also $19,900 (base Extended cab, Price Range: available with a 6-speed manual.

2WD) to $36,050 (Z71 Crew cab, 4WD) The Colorado has a short turning radius of 12.6 metres (41.3 feet), enabling easier turning

CHEVROLET COLORADO

Cab Variants: Base Engine:

in tight areas such as city streets or backing a trailer into a camping spot.

The available 4WD system employs an electronically controlled transfer case that allows shifting from 2WD to 4WD. The driver can select from three modes: 2WD, 4WD Hi or 4WD Lo. The Colorado also offers a maximum trailering rating of 3,175 kg (7,000 lb) with the available V6 and heavy-duty towing package.

CHEVROLET SILVERADO 1500

CHEVROLET SILVERADO HD

Cab Variants: Regular cab, Double cab, Crew cab Base Engine: The 2015 Silverado 360 hp, OHV 6.0L V6 (380 lb-ft of torque) HDs have been re-engineered with new Optional Engine: 397 hp, OHV 6.6L V8 exterior styling with turbodiesel (765 lb-ft of torque) enhanced cooling air 6-speed automatic Base Transmission: . ow, which enables the engine to better none Optional Transmission: maintain full power, Cargo bed length: 6-foot-6, 8-foot even under heavy loads three and high ambient 1953 to 3345 kg Payload range: temperatures. The pickups also feature integrated cruise control and Auto Grade Braking.

Maximum Trailering Range (hitch): Three powertrains are offered — the standard 6.0L Vortec gas V8, matched with a 6033 to 8890 kg 6-speed automatic, rated at 360 hp and 380 lb-ft of torque on 2500 models and 322 hp on 3500s. A bi-fuel version of the 6.0L V8, able to run on gasoline or compressed natural gas, Fuel Economy (l/100 km) will be available in all three models – regular cab, crew cab and double cab. The Duramax n/a base engine/base model: 6.6L turbodiesel and Allison 1000 6-speed automatic transmission combination will continue Price Range: $38,200 (2500HD WT, Regular to be available on both 2500 and 3500 models. Rated at 397 hp and 765 lb-ft of torque, the cab, 2WD) to $79,125 (3500HD High Country, Duramax features a variable vane turbocharger that also acts as an exhaust brake to help control vehicle speed when needed on long downgrades. The Allison transmission features a Crew cab, 4WD, turbodiesel)

Autovision 23

are offered exclusively with the 6-foot-6 box, while crew cabs are available with a 5-foot-8 box or the 6-foot-6 box.

Silverado is available EZ Lift-and-Lower tailgate makes it easier to access the box. An internal torsion bar reduces the effort to raise and lower it, while a rotary damper allows for a controlled and more gradual lowering motion when opening it.

spring 2015

Cab Variants: Regular cab, Double cab, Crew cab Base Engine: 285 hp, OHV 4.3L V6 The Silverado 1500 (305 lb-ft of torque) adds a new 8-speed automatic to its 2015 Optional Engines: powertrain roster, 355 hp, OHV 5.3L V8 (383 lb-ft of torque), included on models 420 hp, OHV 6.2L V8 (460 lb-ft of torque) equipped with the Base Transmission: 6-speed automatic EcoTec3 6.2L V8. The full-sized Chevy also Optional Transmission: 8-speed automatic two adds advanced Cargo bed length: 6-foot-6, 5-foot-8, 8-foot in-vehicle communication, including MyLink enhancements with Text Messaging Alerts, Siri Eyes Free and available Payload range: 776 to 1029 kg OnStar with 4G LTE and standard built-in Wi-Fi hotspot.

Maximum Trailering Range (hitch): Each of the pickup’s three available EcoTec3 engines – a 4.3L V6, 5.3L V8 and 6.2L V8 – 2540 to 5443 kg features direct injection, Active Fuel Management (cylinder deactivation) and continuously variable valve timing. The 4.3L and 5.3L engines are matched with a 6-speed automatic Fuel Economy (l/100 km) transmission. base engine/base model: 13.4 city, 9.9 hwy.

The 1500 range includes regular cab, double cab and crew cab body styles, all offered with 4WD. Models and trim levels include Work Truck (WT), LS, LT, LTZ and High Country. Price Range: $26,800 (WT, Regular cab, 2WD) to $57,500 (High Country, Crew cab, 4WD) Regular cab models are available with a 6-foot-6 box or an 8-foot box. Double cab models

driver shift control with tap up/tap down shifting and a Tow/Haul mode that reduces shift cycling for improved cooling when towing or hauling heavy loads.

FO-Spring.indd 23

15-02-26 2:00 PM

focuson a snapshot of ’15

four

FORD F-150

Cab Variants: Regular cab, SuperCab, SuperCrew Base Engine: 282 hp, DOHC 3.5L V6

(253 lb-ft of torque) Optional Engines: 325 hp, DOHC 2.7L turbo V6 (375 lb-ft of torque), 385 hp, DOHC 5.0L V8 (387 lb-ft of torque), 365 hp, 3.5L turbo V6

(420 lb-ft of torque) Base Transmission: 6-speed automatic Optional Transmission: none Cargo bed length: 6-foot-6, 5-foot-6, 8-foot Payload range: 717 to 1497 kg Maximum Trailering Range (ball hitch):

2313 to 5534 kg Fuel Economy (l/100 km) base engine/base model: 13.7 city, 9.9 hwy.

Price Range: $21,399 (XL, Regular cab, 2WD)

to $66,999 (Platinum, SuperCrew, 4WD)

Autovision 24

spring 2015

Claiming to rede ne the future of trucks, Ford has taken a bold gamble with its 2015 F-150, with the use of high-strength, military-grade aluminum throughout the pickup’s body. Ostensibly improving dent and ding resistance while dropping more than 300 kilograms of weight compared with the previous model, this will supposedly allow the F-150 to tow more, haul more, accelerate quicker and stop shorter, while contributing to greater fuel economy.

Five primary trims are available: XL, XLT, Lariat, King Ranch and Platinum.

Customers have a choice of four engines — the standard 3.5L V6 with twin independent variable camshaft timing, plus a new 2.7L EcoBoost V6 with standard auto start/stop, a 3.5L EcoBoost V6 and a 5.0L Ti-VCT V8.

Trucks equipped with EcoBoost engines will bene t from standard Active Grille Shutters, which stay open when extra engine cooling is needed, and automatically close to reduce aerodynamic drag at cruising speed.

Available Trailer Hitch Assist is a new rear-view camera feature that adds a dynamic line based on steering wheel angle to help drivers line up the truck and trailer without requiring a spotter or having to get out of the vehicle.

six

Cab Variants: SuperCab Base Engine: 411+ hp, DOHC 3.5L turbo V6 2017 FORD F-150 RAPTOR

(434+ lb-ft of torque) Ford touts the upcoming F-150 Raptor as None Optional Engines: the ultimate high-performance off-road pickup in the company’s lineup. The Base Transmission: 10-speed manumatic truck has been re-engineered to make none Optional Transmission: it tougher, smarter, more capable and more ef cient than ever, starting with Cargo bed length: 5-foot-6 a purpose-built frame forged from n/a high-strength, military-grade, aluminum Payload range: alloy that helps save more than 230 kg Maximum Trailering Range (ball hitch): n/a of weight. n/a The Raptor is 152 mm wider than the Fuel Economy (l/100 km): standard F-150 for improved stability n/a Price Range: off-road. It boasts a dual exhaust and new 17-inch wheels with next-generation BFGoodrich All-Terrain KO2 tires speci cally designed for off-road performance. The truck is powered by an exclusive, second-generation 3.5L EcoBoost V6 that produces more power with greater ef ciency than the current 6.2L V8, which is rated at 411 hp and 434 lb-ft of torque. It is paired with an all-new 10-speed transmission.

An all-new 4WD torque-on-demand transfer case, with an easier-to-use version of off-road mode driver-assist technology, further improves trail performance. The new transfer case, which manages power distribution between the front and rear wheels, combines the best attributes of on-demand all-wheel drive with durable, mechanical-locking 4WD. An all-new Terrain Management System enables the driver to select modes to optimize driving dynamics to environmental conditions – from snow to mud, sand and more.

FO-Spring.indd 24

five

Cab Variants: Regular cab, SuperCab, SuperCrew 385 hp, SOHC 6.2L FFV V6 (405 lb-ft of torque) Optional Engines: 440 hp, OHV 6.7L V8

turbodiesel (860 lb-ft of torque) Base Transmission: 6-speed automatic Optional Transmission: none Cargo bed length: 6-foot-9, 8-foot Payload range: 1379 to 3211 kg Maximum Trailering Range (hitch):

5488 to 8618 kg Fuel Economy (l/100 km) base engine/base model: n/a Price Range: $37,199 (F-250 XL, Regular cab, 2WD) to $80,599 (F-350 Platinum, Crew cab,

4WD, turbodiesel and duallys)

FORD F-SERIES SUPER DUTY Base Engine:

(F-250/350)

Ford has signi cantly bumped up the power in its second-generation 6.7L Power Stroke V8 turbodiesel, the optional engine now boasting 440 hp (up from 400 hp) and 860 lb-ft of torque (up from 800 lb-ft). The diesel is available across all Super Duty models. With it, the F-350 increases maximum fthwheel/gooseneck towing capacity to 12,111 kg. Among the upgrades is a larger turbocharger for increased air ow, resulting in more power. It also improves engine braking, manually controlled by a push-button switch on the dashboard.

Standard for the Super Duties is a 385-hp 6.2L V8 gasoline engine with 405 pound-feet of torque. Last year, Super Duty pickups saw their brake rotor swept area increased for maximum braking to help dissipate heat, especially on long downhill grades. AdvanceTrac with Roll Stability Control and Trailer Sway Control are standard.

For 2015, an available LCD instrument cluster features a driver-con gurable 4.2-inch productivity screen, which provides six primary menu options, including information on fuel economy, towing and more. There are three cab sizes to choose from — regular, SuperCab and crew — and ve primary trims available: XL, XLT, Lariat, King Ranch and Platinum.

seven

GMC CANYON

Cab Variants: Extended cab, Crew cab Base Engine: 200 hp, DOHC 2.5L I4

(191 lb-ft of torque) Optional Engine: 305 hp, DOHC 3.6L V6

(269 lb-ft of torque) 6-speed manual Base Transmission: Optional Transmission: 6-speed automatic Cargo bed length: 6-foot-2, 5-foot-2 Payload range: 658 to 735 kg Maximum Trailering Range (ball hitch):

1588 to 3175 kg Fuel Economy (l/100 km) base engine/base model: 12.2 city, 9.1 hwy.

Price Range: $20,600 (SL Extended cab, 2WD)

to $39,200 (SLT Crew cab, 4WD)

Like its Chevy Colorado sibling, the GMC Canyon is a new mid-sized pickup, engineered for the demands and driving conditions of North America.

Canyon is offered in SL, SLE and SLT models, in 2WD and 4WD, and with an aggressively styled All-Terrain package offered on SLE models.

Three body con gurations are offered: An extended cab model with a six-foot two-inch bed, a crew cab with a ve-foot two-inch bed, and a crew cab with a six-foot two-inch bed. With the tailgate down, the longer bed allows eight-foot-long items to be hauled within the vehicle.

Accessories include the all-new, patent-pending GearOn system and a variety of accessories designed to make cargo hauling easier and more convenient. The GearOn system is designed to t perfectly within the bed, for signi cant storage and hauling exibility. It is upgradable, with modular cargo dividers and tiered storage to accommodate 4 x 8-foot sheets of plywood above the wheelhouses. It also uses the box’s four permanent and 13 tie-down provisions to allow for a variety of secure and convenient cargo stowage options. A 200-hp 2.5L 4-cylinder is standard with 191 lb-ft of torque available.

Available is a 305-hp 3.6L V6 with 269 lb-ft of torque.

15-02-26 2:01 PM

GET OUT, GET REAL

THE ALL-NEW 2016

Introducing 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 YOUR SORENTO AT KIA.CA/SORENTO2016

Kia is a trademark of Kia Motors Corporation.

for more information, circle reply card no. 25

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15-02-26 9:36 AM

focuson a snapshot of ’15

eight

GMC SIERRA 1500

Cab Variants:

Regular cab, Double cab, Crew cab Base Engine: 285 hp, OHV 4.3L V6 (305 lb-ft of torque) Optional Engines: 355 hp, OHV 5.3L V8 (383 lb-ft of torque), 420 hp, OHV 6.2L V8 (460 lb-ft of torque) Base Transmission: 6-speed automatic Optional Transmission: 8-speed automatic Cargo bed length: 6-foot-6, 5-foot-8, 8-foot Payload range: 768 to 1136 kg Maximum Trailering Range (ball hitch): 2494 to 5443 kg Fuel Economy (l/100 km) base engine/base model: 13.4 city, 9.9 hwy.

Price Range: $27,300 (1500, Regular cab, 2WD) to $61,335 (Denali, Crew cab, 4WD)

Autovision 26

spring 2015

After a complete redesign in 2014 that helped it earn numerous awards, the 2015 Sierra 1500 adds an all-new 8-speed automatic transmission to its powertrain roster, which is included on models equipped with the EcoTec3 6.2L V8.

This automatic helps the pickup retain its 5,443-kg maximum trailering rating.

Additionally, the entire lineup is available with a number of features engineered for serious towing, including the available NHT max trailering package, which features a 9.76-inch rear axle, heavy-duty rear springs, revised shock tuning, enhanced cooling and an integrated trailer brake controller to optimize capability and comfort when trailering.

The Sierra 1500 range includes regular cab, double cab and crew cab, all offered with 4WD. Models and trim levels include the standard 1500, SLE, SLT and Denali (regular cab offered only in standard and SLE trims). The off-road-inspired All Terrain package is offered on double cab and crew cab models with SLE or SLT trim and includes the Z71 Off Road suspension.

Magnetic ride control is a new, exclusive standard feature for the Denali, delivering more precise body motion control by “reading” the road every millisecond and changing damping in just ve milliseconds.

ten

NISSAN FRONTIER

Cab Variants: Base Engine:

King cab, Crew cab 152 hp, DOHC 2.5L I4 (171 lb-ft of torque) Optional Engine: 261 hp, DOHC 4.0L V6 (281 lb-ft of torque) Base Transmission: 5-speed manual Optional Transmission: 5-speed automatic, 6-speed manual Cargo bed length: 6-foot-1, 5-foot 420 to 655 kg Payload range: Maximum Trailering Range (ball hitch):

1588 to 2858 kg Fuel Economy (l/100 km) base engine/base model: 13.7 city, 10.6 hwy.

Price Range: $22,498 (S King cab, 2WD) to $37,598 (SL Crew cab, 4WD)

Offered in both King cab and Crew cab bodies and in 4x2 and 4x4 con gurations, along with ve trims — S (4-cylinder and V6), SV, PRO-4X (4x4 only), and SL (Crew Cab only) — the mid-sized Frontier has been around in its present form since the 2005 model year.

The Frontier offers a high level of on- and off-road performance with the use of a 4.0L DOHC V6 engine rated at 261 horsepower and 281 lb-ft of torque.

A 152-hp 2.5L 4-cylinder is also available (4x2 King Cab only).

Frontier emulates many of the previous full-sized Titan pickup’s features, including angled strut grille, large bumpers and large, stamped-steel geometric fender ares. Long Bed models are available with Crew Cab SV and Crew Cab SL. Measuring more than 330 mm longer than the Crew Cab’s standard bed. The King Cab and Crew Cab offer a high-utility bed that includes a factory-applied spray-on bedliner and the Utili-track tie-down system.

SL, PRO-4X, and SV Premium Package models feature a rear-view monitor, rear sonar, dual-zone air conditioning and an additional 12-volt power outlet.

SV, PRO-4X and SL models also feature SiriusXM satellite radio.

FO-Spring.indd 26

nine

Cab Variants:

Regular cab, Double cab, Crew cab Base Engine: 360 hp, OHV 6.0L V6 The newest version Sierra HDs arrived a (380 lb-ft of torque) year ago and include 2500HD and 3500HD models as well as the upscale Optional Engine: 397 hp, OHV 6.6L V8 Denali HD. Gas and Duramax diesel

turbodiesel (765 lb-ft of torque) powertrains are offered, including a Base Transmission: 6-speed automatic bi-fuel option that pairs the gas engine with a compressed natural gas system.

Optional Transmission: Styling and a more comfortable and Cargo bed length: 6-foot-6, 8-foot technology-infused interior are carried 1953 to 3345 kg Payload range: forward from the 2014 Sierra 1500, including new double cab and revised Maximum Trailering Range (hitch): crew cab body styles. Larger rear doors 6033 to 8890 kg on each, along with new seat designs, Fuel Economy (l/100 km) enable easier entry and exit from the

base engine/base model: n/a rear seat and additional legroom on crew cabs.

Price Range: $37,680 (2500HD WT, Regular Standard engine for the HDs is a cab, 2WD) to $79,865 (2500HD Denali, Vortec 6.0L V8 with variable valve timing Crew cab, 4WD, turbodiesel)

GMC SIERRA HD

matched with a 6-speed automatic transmission. It’s rated at 360 hp and 380 lb-ft of torque in 2500HD models and 322 hp and 380 lb-ft in the 3500HD. The Duramax 6.6L diesel and Allison 1000 6-speed automatic combination is available on all 2500HD and 3500HD models.

HD models are available with 6-foot-6 and 8-foot box lengths that offer greater cargo exibility. The new CornerStep rear bumper is standard. It features integrated steps at each corner designed to accommodate large boots, with textured pads for sure-footed grip.

eleven

Cab Variants: Standard cab, King cab, Crew cab Base Engine: n/a 2016 NISSAN TITAN Nissan debuted the next-generation Optional Engine: 310 hp, 5.0L V8 turbodiesel Titan full-sized pickup at the Detroit auto (555 lb-ft of torque) show this January with the promise of a Base Transmission: n/a focus “on true work truck capabilities and premium materials and quality.”

Optional Transmission: n/a The rst of the new models, the XD Cargo bed length: n/a Crew Cab, is expected to go on sale in Payload range: 900+ kg late 2015 and is powered by a new Cummins 5.0L V8 turbodiesel rated at Maximum Trailering Range (hitch): 5,450+ kg 310 hp and 555 lb-ft of torque. It will Fuel Economy (l/100 km) have an available maximum towing base engine/base model: n/a capacity of more than 5,450 kg and maximum payload of about 900 kg Price Range: n/a (when properly equipped).

The new Titan will also be offered in additional cab, bed, powertrain and model con gurations, including King Cab and standard cab versions and with 4x4 and 4x2 drivetrains. Future engine options will include a new gasoline V8 and an “advanced” gasoline V6.

Nissan says the new Titan will feature such available towing, utility features and convenience aids as a rear-view monitor with trailer guides, Around View Monitor with Moving Object Detection and a trailer light check system that allows one-person hook-up operation (including checking turn signals, brake lights and running/clearance lights from outside the vehicle). Also available are blind-spot warning and a front and rear sonar system.

15-02-26 2:02 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 card no. 29

Honda Motorcycles & ATVs Canada

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@HondaPowerCA

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.

honda.ca

15-02-26 9:42 AM

focuson a snapshot of ’15

twelve

Cab Variants: Regular cab, Quad cab, Crew cab Base Engine: 395 hp, OHV 5.7L V8 RAM 1500 (410 lb-ft of torque), Chrysler kicked off 2015 with the debut of the new 1500 Rebel at the Detroit Optional Engines: 305 hp, DOHC 3.6L V6 auto show, saying it brings “a one-of-a(269 lb-ft of torque), 240 hp, DOHC 3.0L V6 kind off-road design to the full-sized turbodiesel (420 lb-ft of torque) truck segment.” The Rebel’s trail-running Base Transmission: 6-speed automatic capability gets a boost with one-inch raised ride height for improved off-road Optional Transmission: 8-speed automatic approach, departure and breakover Cargo bed length: 6-foot-4, 5-foot-7, 8-foot angles. Bilstein supplies front and rear shocks with unique tuning and a new Payload range: 576 to 862 kg steering calibration is matched to the Maximum Trailering Range (ball hitch): Rebel’s increased ride height. Beefy 1900 to 4830 kg 33-inch (LT285/70R17) all-terrain tires are mounted to new 17-inch cast Fuel Economy (l/100 km) aluminum wheels. base engine/base model: 17.1 city, 12.0 hwy.

Rebel is available exclusively as a Crew Price Range: $27,695 (ST, Regular cab, 2WD) Cab with a 5-foot-7 bed length. Both to $65,840 (Laramie Limited, Crew cab, optional 3.6L Pentastar V6 and standard 4WD, turbodiesel) 5.7L Hemi powertrains are offered, as is

Autovision 28

spring 2015

a choice of either 4X2 (Hemi only) or 4X4 con gurations. Rebel is the 10th member of the Ram truck lineup, which includes ST, SXT, SLT, Outdoorsman, Big Horn, Sport, Laramie, Laramie Longhorn and Laramie Limited. A 3.0L V6 EcoDiesel with 240 hp and 420 lb-ft of torque is also available for the 1500. It’s mated to an 8-speed automatic transmission and offers up to 4,180 kg of towing capability.

fourteen

Cab Variants: n/a 2016 TOYOTA TACOMA Base Engine: DOHC 2.7L I4 Rebuilt inside and out with a new Optional Engine: DOHC 3.5L V6 powertrain and enhanced suspension Base Transmission: 6-speed automatic tuning, the all-new Tacoma made its debut at the 2015 Detroit auto show.

Optional Transmission: 6-speed manual The 2016 Tacoma will be powered by a n/a Cargo bed length: choice of 2.7L 4-cylinder or segmentrst 3.5L Atkinson-cycle V6 equipped Payload range: n/a with Toyota’s D-4S technology, featuring both direct and port fuel injection. Both Maximum Trailering Range (ball hitch): n/a engines will be paired to a new 6-speed Fuel Economy (l/100 km) automatic transmission with electronic base engine/base model: n/a shift. The V6 can also be mated to a new Price Range: n/a 6-speed manual transmission.

The Tacoma will be available in four models in both 4x2 and 4x4 con gurations — SR5, TRD Sport, TRD Off-Road and topline Limited. The two TRD models are inspired by Toyota Racing Development’s history in desert off-road racing. The TRD Off-Road comes with a Multi-Terrain Select system that allows the driver to choose between different types of terrain such as loose rock, or mud and sand. Each input regulates wheel spin by adjusting throttle and brake pressure to provide maximum traction on almost any terrain. Additional off-road technology includes automatic limited slip and locking rear differential, hill start assist control, clutch start cancel (manual transmission only), active traction control and crawl control.

FO-Spring.indd 28

thirteen

RAM 2500/3500

Cab Variants: Regular cab, Crew cab, Mega cab 383 hp, OHV 5.7L V8 Base Engine: (400 lb-ft of torque) Optional Engines: 410 hp, OHV 6.4L V8 (429 lb-ft of torque), 350/370/383 hp, OHV 6.7L I6 turbodiesel (660/800/885 lb-ft of torque) Base Transmission: 6-speed automatic Optional Transmission: 6-speed manual Cargo bed length: 6-foot-4, 8-foot Payload range: 640 to 3615 kg Maximum Trailering Range (hitch):

4912 to 8165 kg Fuel Economy (l/100 km) base engine/base model: n/a Price Range: $40,995 (2500 ST, Regular cab, 2WD) to $87,190 (3500 Laramie Limited, Mega cab, 4WD, turbodiesel)

Ram takes heavy-duty towing and hauling seriously. Working with Cummins, a more aggressive fuel delivery and turbo boost calibration to the available 6.7L I6 turbodiesel produces an additional 15 lb-ft of torque. The Cummins engine is available in three versions, the rst paired with a 6-speed manual. This combination delivers 350 hp and 660 lb-ft of torque. The second option matches the engine to a 6-speed automatic transmission, cranking out 370 hp and 800 lb-ft of torque. The High-Output Turbo Diesel for Ram 3500 is paired with an Aisin 6-speed automatic and generates 385 hp and 865 lb-ft of torque.

Other engine options include the 5.7L Hemi V8, standard for the 2500 and 3500 (SRW). The engine produces 383 hp and is mated to a 6-speed automatic. There’s also the 6.4L Hemi V8, with 410 hp.

HD trucks feature a factory-installed seven-pin trailer tow connector in the truck bed, included with the optional fth wheel or gooseneck tow prep package. Additionally, the Ram features a standard Class 5 receiver hitch with 4- and 7-pin connectors on the bumper. A tailgate handle-mounted, rear camera backup system is available with dynamic imaging in the 8.4-inch display.

fifteen

TOYOTA TUNDRA

Cab Variants: Regular cab, Double cab, CrewMax Base Engine: 310 hp, DOHC 4.6L V8

(327 lb-ft of torque) Optional Engine: 381 hp, DOHC 5.7L V8 (401 lb-ft of torque) Base Transmission: 6-speed automatic Optional Transmission: none Cargo bed length: 6-foot-5, 5-foot-5, 8-foot-1 Payload range: 555 to 855 kg Maximum Trailering Range (hitch): 2945 to 4760 kg Fuel Economy (l/100 km) base engine/base model: 16.9 city, 12.8 hwy.

Price Range: $27,225 (SR, Regular cab, 2WD) to $55,120 (Platinum 1794 Edition, CrewMax, 4WD)

New for 2015, the TRD Off-Road Tundra model is now available as a Limited grade in both Double Cab and CrewMax con gurations adding more features, comfort and utility. The standard engine for the full-sized pickup is a 4.6L V8 producing 310 hp and 327 lb-ft of torque.

Available is a 5.7L V8 that cranks out 381 hp and 401 lb-ft of torque. All models feature a 6-speed automatic transmission with sequential shift mode.

All Tundras feature traction control and an auto limited slip rear differential.

Three cab sizes are offered: regular, Double Cab and CrewMax. An 8.1-foot bed on select models can accommodate full-sized sheet goods with ease. Other models feature 5.5-foot or 6.5-foot beds.

All models are equipped with standard comfort, convenience and safety features including Toyota’s latest Display Audio system with touchscreen interface and Bluetooth capability, air conditioning, backup camera, a removable and locking tailgate. Last year, Toyota introduced the 1794 Edition, a top luxury model featuring a woodgrain and leather-wrapped steering wheel, 20-inch chrome alloy wheels and saddle tan brown leather seats with suede accents.

15-02-26 2:03 PM

for more information, circle reply card no. 21

LandRover.indd 1

15-02-26 9:39 AM

PREVIEW •> 2015 Land Rover Discovery Sport

Disco

Autovision 30

spring 2015

P

ity poor Gerry McGovern. He’s the poor schmo — officially his title is Land Rover design director — tasked to pen the new Discovery Sport, the company’s first entrant into the sport-ute segment since the Range Rover Evoque.

Officially the SUV is designed to replace the LR2-nee-Freelander, but the Disco Sport will inevitably be compared with the Evoque, the segment-busting sportster that has single-handedly taken the company from a good-for-it 220,000 units a year to a holy-crapwe -bet ter- st a r t- copy i ng -La nd-Rover 380,000. It is the hipster of sport-utes, the Kim Kardashian of faux-by-fauxes and, for the last two years, the pinnacle of SUV styling.

Two things help the baby Disco’s cause.

The first is that, compared with its immediate competition, the new Land Rover is positively spacious, both cargo capacity (for both the five- and seven-seat versions) and peoplemoving abilities (for the “5 + 2” seven-seat version) equal to or superior to its German competitors. And in something of a first — Jaguar Land Rover Canada has something of a history of over-pricing its entry-level products — the Discovery Sport’s extremely

FT-LandRover-DPS.indd 30

Rocks

By David Booth in Reykjavik, Icel and

aggressive $41,490 suggested list price also makes it an enticing alternative to fully loaded CR-Vs, RAV4s and the like.

In both regards, the Discovery Sport is pretty successful. Save for a somewhat tight rear-door opening, the Disco’s cabin is positively expansive, the rear seats coming in for particular praise as they can be moved fore and aft some 160 millimetres. In their rearmost position, even NBA MVP Kevin Bryant might hitch a ride back there. The MercedesBenz GLK, Audi’s Q5 and, especially, BMW’s X3 don’t feel nearly as roomy.

Compared with its lesser competition — that would be the Hondas, Toyotas and Subarus with which it is now (almost) price competitive — the Discovery obviously offers greater brand cachet. More importantly — both for actual performance and perpetuating said brand cachet — the Sport, despite being hobbled by its minivan seating, is still formidable off-road. Bob Prew, program director for the Discovery Sport, laid out its off-road bona fides — approach angle of 25 degrees, departure angle of 31 degrees and a wading depth of some 600 millimetres — all abilities that would leave your typical CUV

floundering. Detail improvements to its offroad prowess include a revised Hill Descent Control system, but the changes are so minuscule — the Discovery Sport now automatically limits the speed it will descend steep hills to five kilometres an hour, down from six — that only a die-hard off-road anorak would notice.

Nonetheless, despite the ruggedness of the countryside, traversing Iceland’s interior posed little challenge to Land Rover technology. Harsh and forbidding the glacial landscape may be, but the local highway system puts Canada’s to shame. The few obstacles — some ruts and a few, but dramatic, fjord crossings — that Land Rover could conjure up offered precious little resistance to the baby Disco’s Terrain Response system and the aforementioned wading depth. Prew did note that the Sport’s departure and approach angles — the measure of how steep an incline an SUV can climb or descend — are a degree or too less than the LR2’s, but, in all other regards, the Sport is as off-road worthy as its predecessor as well as the Evoque, which means vastly superior to its immediate competition.

15-02-26 2:17 PM

The Sport is as off-road worthy as its predecessor as well as the Evoque

‘, Base Price: $41,490 Engine: 2.0L turbocharged I4 Transmission: 8-speed automatic

spring 2015

throttle tip-in so that it feels quicker off the mark, the Discovery is more progressive lest you wake the toddlers in their seats.

Carps are few. The Sport’s most serious flaw is determined simply by its size. Though there’s plenty of room for five plus cargo, deploying the rear-most “+2” seats eats up all the trunk space. Anything much larger than an MacBook Air is going to be a tough fit in the trunk if someone is sitting in the jump seats. Again, this is not so much a fault as the compromise necessary to claim three-row seating from such a diminutive vehicle.

Complaints specific to Land Rover’s execution, then, are limited to an infotainment screen a little too small for easy viewing and a couple of pieces of cheap-feeling plastic.

Disappointment should be assuaged by the vehicle’s aforementioned price, which undercuts all its competition. Indeed, even more impressive is that the full-lux HSE Luxury edition is just $49,990, not much more than the starting price of a Mercedes GLK. I suspect that McGovern’s new problem is not whether the new Discovery will be well received, but whether Land Rover’s Liverpool plant has enough capacity. s

Autovision 31

On the road, ride and handling is very Evoque-like. The suspension is a little less firm (and, therefore, more comfortable) and the steering weightier, but there is no obvious drawback to the low-profile multi-link rear suspension that allowed Land Rover to incorporate a third row of seats. The new Disco handles substantially better than the LR2 it replaces and is better than most of its competition, BMW X3 aside. It was impossible to determine its cornering abilities — or even the silence, or lack thereof, of the ride — because Land Rover, paranoid that Iceland might, uhm, ice over, fitted the vehicle with studded snow tires. A more thorough investigation will have to be conducted on its overall comportment when Discoverys arrive in Canada later this spring.

More apparent is that Land Rover has futzed with the powertrain to make it more family-friendly. The basics are the same — the engine is still a turbocharged 2.0-litre four rated at 240 horses and the automatic transmission still has nine speeds (how many more do you need!) — but their calibrations are more subtle. Where the Evoque, obviously the sportier of the two, has fairly aggressive

Length: 4599 mm (181 in.)

Fuel Economy, L/100 km: city - na, hwy - na

FT-LandRover-DPS.indd 31

15-02-26 2:22 PM

PREVIEW •> 2016 Acura ILX

Young Blood

By Brian Harper in San Francisco, Calif.

Autovision 32

spring 2015

S

ince replacing the CSX several years ago, the compact-sized ILX has served as the “gateway” to the Acura brand of sporty, upscale vehicles in Canada.

Still based on the more prosaic Civic sedan, the ILX nevertheless sees a comprehensive mid-cycle refresh for the 2016 model year, with styling and engineering upgrades that further disguise its humbler roots — all with the intent of courting younger luxury buyers. Honda says that, in the U.S., the ILX captures a higher percentage of young luxury buyers — those under age 35 — than any other vehicle in the growing entry-luxury sedan segment.

All ILX trim levels now see a new 2.4-litre, direct-injected DOHC i-VTEC four-cylinder under the hood. The base 2.0L engine from last year has been retired, as has the five-speed automatic transmission. Alas, so has the six-speed manual: The 20% customer take rate wasn’t high enough to warrant its inclusion.

The slow-selling Hybrid model is also toast.

Putting out a solid 201 horsepower at 6,800 rpm and 180 poundfeet of torque at 3,600 rpm, the 2.4L is now mated to an eightspeed dual-clutch autobox with torque converter and paddle-controlled Sequential Sport Shift. Except for a small drop in horses, this is the same base engine/tranny setup as in the new TLX. The transmission and brakes were given a decent workout on the Panoramic Highway north of San Francisco. The tight and twisting roads, with elevation changes and numerous blind curves, were also a test for the steering, which could be a little slow to return on quick transitions, like a full-lock right followed by a quick left. But that stretch of road was a fairly extreme case, more suited to a full-on sports car rather than entry-level luxury sedan. Once on the less severe but still curvy Highway 1 toward Point Reyes, and at a slightly more sedate pace, the ILX felt relaxed and competent. Ditto the Interstate as well as downtown San Fran rush-hour traffic. The Acura gets to highway speeds quickly enough while also displaying sure-footed agility dodging cars, buses, pedestrians and hipster bicyclists.

Enhancements made to the 2016 model include new front and rear styling cues, including front grille and rear LED combination lights as well as the “jewel eye” LED headlights, the accumulated effect bringing the ILX into significantly sharper focus with the TLX sport sedan and the rest of the Acura family.

The ILX is offered in four trim levels — base, Premium package, Technology package and an all-new A-Spec package. All models come standard with AcuraWatch driver assist and sensing technolo-

The sporty ILX is still courting younger luxury buyers

‘, Base Price: $29,490 Engine: 201 hp, 2.4L DOHC I4 Transmission: 8-speed automatic Length: 4620 mm (181.9 in.)

Fuel Economy, L/100 km: city - 9.3, hwy - 6.6

RT-Acura ILX.indd 2

gies — including adaptive cruise control, lane keeping assist, road departure mitigation and an enhanced collision mitigation braking system with pedestrian-sensing capability.

Inside, the 2016 ILX is noticeably quieter than last year’s model, the recipient of thicker front door glass, noise-attenuating wheels and Active Noise Control technology. The interior has been tweaked to a slightly higher standard, though the theme is still sporty rather than luxury. Better materials, stitching on the steering wheel, parking-brake handle and shift knob and upgraded silver trim for the instrument panel and other areas are all part of the re-do.

Standard features across the board include push-button start, keyless access, longrange remote engine starter, one-touch turn signals and Bluetooth HandsFreeLink.

Available features and technologies include heated front seats, GPS-linked automatic climate control and rain-sensing wipers. A seven-inch touchscreen (on Premium, Technology and A-Spec packages) controls audio and other items.

Does the ILX have the snob appeal of its primary competitors, the Mercedes CLA and Audi A3 (and possibly the Lexus IS)?

Likely not. The Acura brand’s cachet took a hit over the last decade or so and it’s been a slow climb to get back to what it once had.

Still, the ILX doesn’t have a lot of competition from its Japanese counterparts in terms of price and performance. The bigger question is whether the under-35 crowd will see the car as a desirable purchase. Maybe, but I suspect it’s an older audience, looking to downsize from larger vehicles, who will find favour with the ILX as a fun and suitably ups scale ride.

15-02-27 8:24 AM

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 mfor more information, circle reply card no. 24

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

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PREFLIGHT CHECK

15-02-26 9:40 AM

PREVIEW •> 2016 Mazda MX-5

Roadster Reborn

by Gabriel Gelinas in Barcelona, Spain

T

he wait is over. Anticipation can finally become reality. We have finally driven the new Mazda MX-5.

But the drama is not quite over. What follows is the account of a first drive of one of the few running prototypes of the new fourthgeneration MX-5 powered by the 1.5-litre engine — an engine that will be sold in other markets around the world — while we await the arrival, slated for the fall, of the North American model that will be powered by a larger, more powerful 2.0L four.

Lightness, agility and simplicity have always been part of the MX-5’s DNA. For the fourth-generation model, the engineers went back to the Miata’s roots using their “gram strategy” and constantly evaluating the weight of every component. By using aluminum for the hood, trunk cover, front fenders, folding roof frame and also the front and rear bumper reinforcements as well as the front and rear wheel knuckles, they were able to reduce the overall weight of the new car by around 100 kilos compared with the previous model. The result of this obsessive approach is that the car now weighs 1,000 kg or one metric ton. To put that in context, the minuscule Smart Fortwo is just 120 kilos lighter.

Behind the wheel, this lightness expresses itself by handling that is both direct and inspired. You only have to drive it through three corners to realize that this is the most

Base Price: $n/a Engine: 2.0L DOHC I4 Transmission: 6-speed manual Length: 4180 mm (164.6 in.)

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

Autovision 34

spring 2015

, ‘

RT-MazdaMX5.indd 2

Mission accomplished for Mazda!

playful, most agile, most lively and most fun-to-drive MX-5 ever.

The chassis is so well balanced that the car responds immediately, progressively and in a perfectly natural way to every driver input.

Whether it’s braking for a corner or loading up the outside wheels when cornering, the MX-5 is remarkably easy to drive fast and is proof positive that you don’t have to put your driver’s licence in jeopardy to have some huge fun behind the wheel. It doesn’t have big power — the MX-5 has never been about straightline speed — but the engine delivers its torque with remarkable linearity as you exit every corner.

A few words on the 1.5L engine that powered the prototype we drove. First, it is an absolute jewel, enthusiastically revving to 7,500 rpm and delivering 131 horsepower and 110 pound-feet of torque in the process. With 90% of the torque available between 2,000 and 7,000 rpm and the car being so light, it is easy to understand how it manages to get away quickly from every corner, instantly putting a permanent smile on your face. Having had such a fun time behind the wheel of the 1.5L, I can already imagine what a blast it will be to drive the production model destined for North America with its 2.0L engine (155 hp, 147 lb-ft of torque). Its additional 24 hp and 37 lb-ft of torque are sure to make for significant improvements in performance for this featherweight car.

The six-speed manual gearbox? It’s nothing less than perfect.

The air flow around the cockpit? Just enough to make the drive exhilarating without buffeting the driver. The feeling you get when you’re behind the wheel? That this car has been built around your body because visibility is excellent and everything falls readily to hand.

Gripes? Well, the MX-5 is a very small car, so cargo space is limited. The cupholders are poorly located, rendering them virtually unusable. And there’s virtually no storage space in the cabin.

But who cares about cupholders in an MX-5 anyway? And, as your sunglasses will be on your face most of the time, there’s no need to store them anywhere.

With its striking good looks and its invitation to discover the open road, the new MX-5 exceeds expectations. In this day and age where automakers are abandoning sports cars and churning out cookie-cutter crossover vehicles, that Mazda continues to allocate resources and expertise to develop a budget-minded roadster epitomizes the brand’s DNA. And it’s mission accomplished for Mazda. Driving it on an open road, one gets the feeling that at least one thing comes close to perfection in this world, and that one s thing would be the new MX-5.

15-02-27 8:22 AM

2015

GET A LOT FOR A LITTLE!

Mirage SE model shown‡

BEST VALUE ON THE MARKET WITH CLASS-LEADING FUEL ECONOMY AND A 10-YEAR POWERTRAIN WARRANTY

FEATURING: 5.9 L/100 KM COMBINED DRIVING†

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Limited time offers apply to retail purchases from participating retailers and are subject to change without notice. ♮ $9,998 starting price applies to 2015 Mirage ES (5MT) and includes consumer cash discount of $2,500. Price excludes up to $1,485 freight/PDI and other charges, up to $599 in dealer admin fees, licensing, registration, insurance, new tire duties, fees and taxes. Retailers may sell for less. Prices not applicable in Quebec. 2015 Mirage ES (5MT) MSRP is $12,497. ‡ 2015 Mirage SE model shown has an MSRP of $15,998. Mirage SE model shown features optional accessories not included in price.  Based on MSRPs and applicable incentives of Mirage ES (5MT) and competitive models, plus included features such as Mitsubishi’s 10-year warranty and class-leading fuel economy. † Estimated combined city and highway ratings for non-hybrid sub-compacts based on Natural Resources Canada new testing methodology: Mirage highway 5.3 L/100 km (53 mpg), combined city/highway 5.9 L/100 km (48 mpg) and 6.4 L/100 km (44 mpg) in the city for CVT-equipped models. Actual fuel efficiency will vary with options, driving and vehicle conditions. ** Whichever comes first. Regular maintenance not included. See dealer or mitsubishi-motors.ca for warranty terms, restrictions and details. Not all customers will qualify.

for more information, circle reply card no. 23

Mitsu.indd 1

10

YEAR 160,000 KM

POWERTRAIN

LTD WARRANTY**

MITSUBISHI-MOTORS.CA

15-02-26 9:37 AM

PREVIEW •> 2015 Chevrolet Corvette Z06

Base Price: $85,095 Engine: 650 hp, supercharged 6.2L V8 Transmission:

Racetrack sophisticate

7-speed manual Length: 4493 mm (176.9 in.)

Fuel Economy, L/100 km: city - 15.7, hwy - 10.6

By David Booth in Pahrump, Nev.

I

t’s heresy, I tell you, heresy. As if it’s not enough a lowly Chevrolet must now be considered a supercar — no “almost” dismissive needed — even more blasphemous is that said Chevy is at its most “super” when hooked up to an automatic transmission.

The car is the latest rendition of Corvette’s topflight Z06. That’s hardly a revelation; if any Chevy were to be deemed super, it would have to be the iconic Corvette. But, it is a little more shocking that the transmission in question is not one of those newfangled PDK units with their dual clutches and pre-selected gear-changing mechanisms, but rather a plain, old torque-converted slushbox.

Nor is it just in a straight line that GM’s new eight-speed 8L90 automatic is superior to the also-available seven-speed manual, but also around Spring Mountain Motor Resort’s 2.4-kilometre racetrack, where the combination of precise gear selection algorithms and bullet-quick shifting have the autobox changing gears perfectly. Indeed, so adroit does the 8L90’s computer match gears and revs that the Z06 is quicker, more manageable and more fun left in fully automatic mode. Use the paddle shifters if you must, but you’ll be slower for it.

Meanwhile, the 6.2-litre supercharged LT4 V8 boasts 650 horsepower, 650 poundfeet of torque and, when hooked up to the eight-speed, can accelerate to 100 kilometres an hour in just 3.1 seconds. The quarter-mile arrives in a truly startling 10.95 seconds as long as you’re letting the transmission shift itself; it’s a slightly longer 11.2 seconds for the seven-speed manual.

The supercharged V8 feels sharp, revvy and always insistent

More impressive, however, is its comportment; there’s little of the brutishness of the old ZR1 left. The old ZR1 was a drag racer; the previous, naturally aspirated Z06 the racetrack sophisticate.

The 2015 Z06 combines the best of both.

The same applies to the Corvette’s chassis, which, with the same subtlety of operation as the engine, is really what garners the new Z06 supercar status. Though the general specs remain the same — aluminum space frame chassis mated to a double wishbone suspension controlled by magneto-rheological dampers — it is the unseen structural changes that make the difference. Thanks to more laser welding and a completely revamped transmission tunnel layout — the bottom is now fully enclosed for greater torsional rigidity — the chassis is some 56% stiffer.

The improvements are dramatic. The C7 Vette is still a large car, its traditional front-engine/rear-drive layout forcing a greater distance between front and rear wheels. Yet, thanks to some judicious re-cambering of the front suspension geometry and the gummy Michelin Pilot Sport Cup 2s that make up part of the track-oriented Z07 package, the Vette’s turn-in is razor sharp, the front tires never once giving up their limpet-like grip on the track’s decreasing radius turns.

Ensuring that neither the chassis nor rear tires are overwhelmed is the work of the Performance Traction Management (PTM) system. It is simply the very best electronic stability control system in the sports car world. Depending on the setting chosen — and there are many to choose from — PTM will either allow a little or a lot of tail-wagging, oversteer always kept in perfect check, unless you’re spectacularly inept, by the combination of sensors and computers. Factor in carbon ceramic brakes (in the Z07 package) and the adjustable suspension’s uncanny ability to almost completely eliminate roll and you have the first Corvette that deserves to be compared to the Lamborghinis and Ferraris.

The best news of all? The base Z06 costs just $85,095. Even the all-singing, all-dancing Z07-packaged automatic version barely breaks $110,000. That’s amazingly inexpensive considering the performance; 110 large won’t get you the 911 Carrera S’s 400 hp.

And the only 458 you could get for that money would have to be delivered in the dark of night.

Now that is truly super. s

Autovision 36

spring 2015

‘,

RT-ChevroletCorvetteZ06.indd 2

15-02-27 7:58 AM

NO ORDINARY ADVENTURER. NO ORDINARY ADVENTURE BIKE.

He climbed Everest after breaking his back. He’s ex-military. He’s been bitten by snakes and survived parachute failure. Now Bear Grylls faces adventure on the new Tiger 800XCx. Rider-focused technology, 95hp inline-triple engine, electronic traction control, switchable ABS and multiple rider modes for on and off-road feats. 2015 Tiger 800XCx shown here with optional Adventure Pack and Dynamic Luggage System.

THE NEW TIGER 800 RANGE HAS ARRIVED. #ForTheRide #Tiger800 triumph-motorcycles.ca/newtiger800 • (888) 284-6288 Search: “No Ordinary Adventure Bike”

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27 no.

15-02-26 12:14 9:43 PM AM 2/24/15

thelastword around the watercooler

CTS-V VERSUS MIRAI

Which better represents the automotive future?

By Jeremy Cato

Autovision 38

spring 2015

S

o, what is the future for the car business — the Toyota Mirai fuel cell car or the 640-horsepower, gasoline-powered 2016 Cadillac CTS-V? Toyota says it’s the Mirai in a press release touting the “future” of transportation, though only a tiny handful of selected American shoppers will actually be able to get their own Mirai. The Mirai, then, is a test case, not a real production model. Moreover, Toyota Canada won’t be offering the Mirai at all.

That hasn’t prevented Toyota from claiming to have opened “the door to the hydrogen future” by making available thousands of hydrogen fuel cell patents royalty free. The idea is to “spur development and introduction of innovative fuel cell technologies around the world.” You might conclude that a world of Mirais is imminent.

And you’d be wrong. The unassailable truth is that the patent deal represents a stunt out of the Tesla playbook. Toyota is hoping for an Elon Musk-like public relations bump along the lines of Tesla, which has made its EV patents an open book. Let’s be honest: The Toyota and Tesla patents are available to you because they are essentially worthless in a commercial sense.

If you swallow the hype, however, you’d think EVs and fuel cell cars are around the corner, that within five years you’ll be able to buy one, that a stampede of everyday Mirai and Model S-like cars will fill auto malls in a

LW-LastWord.indd 2

blink, sold like cellphones. Pure nonsense.

The dream of tailpipe-clean personal transportation in the form of EVs and fuel cells may some day become a reality — and, as a global warming believer, I’m all for it.

The reality is that EVs and fuel cells are way off in the future. The barriers to full commercialization of EVs and fuel cell vehicles — affordable, reliable, practical and safe ones — are massive and will not be overcome for many years, likely decades.

Yet even in the face of this reality, the China Post and others are reporting that athletes at the 2020 Tokyo Olympics will be housed in a futuristic “hydrogen town” where electricity and hot water are generated from the abundant element. In truth, Tokyo’s fuel cell village will be nothing more than a Disneyland-like demonstration project and a costly one at that. Anyone who has done even the slightest bit of research here knows that the barriers to massive, marketplace adoption of either or both technologies are huge — more so now that oil is selling for $50 a barrel or less and looks poised to go lower.

Here in Canada, we’ve seen and paid for an unrealistic faith in fuel cells, and this represents a cautionary tale. As the Vancouver Sun reports, various governments spent almost $90 million of taxpayer money to subsidize a fleet of fuel cell buses for the 2010 Vancouver Olympics. The buses went up for sale last month and the idea of a “hydrogen

highway” has literally been dismantled. As Sun columnist Vaughan Palmer put it, the hydrogen highway was less a wave of the future than a laughingstock.

Which brings me to the 2016 Cadillac CTS-V, “the most powerful product in the brand’s 112-year history,” with its 640 horsepower/630 pound-feet of torque and a “top speed of 200 miles per hour” (320 km/h), according to Cadillac. What are we to make of the CTS-V in light of Toyota’s claims for the Mirai? They are opposites, no?

“V-Series represents the very best of the Cadillac brand, the pinnacle of our design and technical capabilities,” says Johan de Nysschen, Cadillac president. “The new CTS-V is the most compelling example of Cadillac’s product substance and brand trajectory. The new CTS-V soars into the stratosphere of the most exhilarating luxury cars.”

Forgive de Nysschen the hype, though his claims are surely closer to the truth than Toyota’s. The CTS-V does indeed have more horsepower and torque than the MercedesBenz 5.5-litre biturbo V8 and the BMW Series 4.4L TwinPower (twin-turbo) V8.

CTS-V buyers will not get any taxpayer subsidies, and to refuel the CTS-V you need only pull into any gas station.

To answer my own question, the CTS-V is just an exaggerated version of the present and future of the auto industry — at least for the next decade or two. s

15-02-26 2:50 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

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UNITED BY INDEPENDENTS for more information, circle reply card no. 28

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.

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11/02/2015 5:10:00 PM 15-02-26 9:44 AM

T:8.125” 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 card no. 26

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15-02-26 9:45 PM AM 2/10/15 8:24

T:10.875”

S:10.125”

CHEVY SILVERADO 1500. TRUE NORTH STRONG.