TRQ | Volume 1 | Issue 1

Volume 1 | Issue 1

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TRQ SAVVY Virtual Vendors

TRQ TEST Porsche Taycan Turbo

TRQ TALK Tatiana CalderÓn

TRQ ELECTRIC The EVs Are Coming!

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Tipping In

firmly believe that in 2021, we will be seeing a tipping point in the car world. The “nexus of the universe”, as Cosmo Kramer might say, where the EV finally hits the mainstream.

Dan Heyman Editor In Chief | TRQ dheyman@vicariousmag.com

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Some may argue that it’s been there for awhile with the likes of the Chevrolet Bolt and Nissan Leaf, or even Tesla Models 3 and Y, which both provided entrance into the mad, mad world of Elon Musk without breaking the bank…too badly.

It’s true; EVs have been around for awhile but we will have never seen as much growth in the EV populace in a single year that we will have by the time 2021 is through.

The Ford Mustang Mach-E is coming, the Volkswagen ID program is finally hitting showrooms with the arrival of the ID. 4 crossover, Polestar has moved into a much more realistic tax bracket with the 2, Nissan is releasing an EV CUV in the form of the Ariya, the Hyundai Ioniq has gone from a model to an all-EV brand and Mercedes-Benz is doing a similar thing with its EQ line.

That’s all before we even talk about the impending arrival to consumers of the EV pickups from Rivian, Bollinger and Tesla. Even the Hummer name is no longer exempt from the world of modern motoring, and GMC’s newest take on the famous army truck in civvies isn’t even a mild hybrid, traditional hybrid or a plug-in; it is a full-bore, all-out, all-electric pickup that can crab sideways across the desert and makes anywhere from 600 and 6,000 lb-ft of torque, depending on who you ask.

On the sports car front, meanwhile, we’re expecting to see the Audi e-tron GT, Lotus Evija and Pininfarina Battista – it goes on, and on, and on. 2021 may very well be a revolutionary year in the car and light truck world.

Now, I’ll admit: I never would have imagined in my wildest dreams that my first column as the Editor In Chief of a car magazine would be centered around EVs -- as you’ll see in the coming months, I will rarely say “no” to a big ‘ol V8, unless there happens to be a 2004 Bonneville wrapped around it – but what’s happening in 2021 is precisely why we’re so excited to be launching TRQ when we are. After all: what better time to launch a new car magazine than when the car world is entering into warp speed? Plus; it just so happens that I’ve recently been driving a manic EV that puts many V8s, 10s, and 12s I’ve driven pretty much to shame. Turn to page 16 to find out more.

Over the coming months, we at TRQ are going to be right there at the forefront of all thigs automotive, bringing in-depth analysis and insight into what makes the car world tick; from interviews, to in-depth reviews of the latest cars, trucks and motorcycles to primers on the gear and tech you need to make your motoring experience as rewarding as possible, TRQ has you covered over every quarter with reporting from some of the top names on the Canadian car writer landscape.

In addition to our online magazine, we’ll also be launching the “Torque Talk” podcast where you’ll get even further insight into the cars we’re driving, the trends we’re covering and the folks we’re talking too, straight from the horses’ mouth.

Welcome to the inaugural edition of TRQ! Needless to say, we at TRQ and VICARIOUS are all very excited about the months ahead and can’t wait for you to strap in and take a ride with us.

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A Racing Mind

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Stephanie Wallcraft Contributor | TRQ

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could open with platitudes about how 2020 was difficult and unprecedented, but I’d rather not waste anyone’s time with the obvious. So, let’s cut straight to the point: Canadian racetracks were extremely conservative about allowing spectators through last summer’s racing season, and I hope they’re using this off-season to figure out how to safely open the gates in 2021.

and reduced television coverage, the Canadian race teams that need sponsorship to survive are gasping for ways to provide value for that investment.

Plus – amazingly – there are two new Canadian racing series launching in 2021. The Nissan Sentra Cup is the next generation of the Nissan Micra Cup started by Nissan Canada in 2015. To successfully relaunch under a new name with a new car, the series will need a chance at building brand recognition. On top of that, automotive experience company FEL, headed by Canadian motorsport mainstay Chris Bye, has received enough confirmed entries to get its new GT4 series off the ground this summer.

This is in no way a criticism of how things shut down last year. When the world came to a crashing halt in March, there was no playbook, and the situation changed by the minute. Public health authorities didn’t yet have a good handle on how and where COVID-19 was spreading. No track owner wants to be the one dealing with news reports of Take those efforts, and add in the a race event being a vector for an NASCAR Pinty’s Series, Canadian outbreak.

Touring Car Championship, Formula 1600 racing in Ontario But this situation shouldn’t and Quebec, and the Porsche GT3 continue into 2021 for numerous Cup Challenge Canada – the latter reasons. didn’t turn a wheel in 2020, and For one, we’ve got a pretty good plans haven’t been announced for handle now on social distancing, 2021 – and it’s clear that there’s wearing masks, and washing hands. plenty worthy of fan support right If 2020 was any indication, outdoor here at home. And that’s all before events at spacious venues on warm we consider local short tracks and summer days are the next safest club racing. thing to staying at home. With protocols in place to keep people We sometimes take for granted from gathering at restrooms and how vibrant the racing scene really concessions, there’s plenty of space is here, but there are two Canadians at most tracks for keeping specta- in Formula 1 today for that exact tors apart, vaccine or otherwise. reason: per capita, the amount of Race weekends at Road America, talent and passion in Canadian Mid-Ohio, and Indianapolis late last motorsport is among the best in summer showed this can be done. the world.

More importantly, it’s not clear how long the U.S.-Canadian border will be closed, and our homegrown racing series need our support more than ever. After a full season of fewer events with no spectators

But we can’t put any of it back on display if our racetracks don’t open their gates. We know how to do it safely. It’s time to start laying down the groundwork to make sure it happens.

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Driven to explore is who we are. Our mission is to deliver a full dose of pure automotive adrenaline every day, filled with the world’s best photography and stories from our award-winning and sometimes irreverent contributors. Your best life happens in the corners and we’ve got the stories to prove it!

Photography: Adnan Bubalo Location: Bosnian Mountains 43°55’49.7”N 17°53’46.3”E

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Click here to go to Vicariousmag.com and Join The Club!

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Contributors

Benjamin Yong Benjamin Yong is a freelance writer and longtime Automobile Journalists Association of Canada member hailing from Greater Vancouver. He’s usually found either putting pen to paper, writing about everything from vehicles and tech to food and travel, or tinkering on one of his cars — a Gun Metallic 2016 Nissan Micra (fivespeed, of course) and a Classic Red 1990 Mazda MX-5 Miata. Got a question or just want to say hello? Drop him a line on social media: Twitter (@b_yong) and Instagram (popuplights).

Brendan McLeer Brendan McAleer is an award-winning automotive writer and photographer based in North Vancouver, BC. His work appears in Car and Driver, Road & Track, Autoweek, The Globe and Mail, and elsewhere.

He has strange affinity for unreliable British cars, oddball French cars, and basically anything weird on wheels. He believe the best roads begin when you run out of cellular service. He is curently tricking his two young daughters into liking cars. It seems to be working.

Stephanie Wallcraft Stephanie Wallcraft is a multiple award-winning automotive journalist and is the President of the Automobile Journalists Association of Canada (AJAC). She was raised by an auto worker and spent her childhood honing her affinity for all things fast on four wheels in the grandstands at the Molson Indy.

Today, she can most often be found either breathing ethanol fumes in grimy pit lanes, camping her way across Canada on road trips with her daughter, test-driving new vehicles in far-flung locales, or -- very occasionally -- relaxing at her home in the west end of Toronto.

Steven Bochenek Steven Bochenek (pronounced b-KEN-uk, not how you thought) has written professionally since 1989, although the first 15 years of his career were spent in marketing agencies. In 2007, he started writing automotive reviews and travel features to create content for Daily XY, an online guys’ magazine he edited. Soon after, his work was appearing in multiple publications.

In 2016 Steven completed a Master’s of Arts in Interdisciplinary Studies (whatever that is) through the Royal Roads University online program. His interests include reading, playing piano and writing about himself in the third person.

Kelly Taylor Winner of multiple awards, including twice as Canadian Automotive Journalist of the Year and the recipient of the 2015 Gold Medallion and Best in Newspapers award from the International Automotive Media Competition, Taylor’s passion is everything automotive.

Kelly took over and automotive section from an editor who didn’t drive, and hasn’t looked back since. He’s moved on from editing to writing and loves the freedomw unshackling from the desk provides.

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Contents 6 | Tipping In

Dan Heyman

8 | A Racing Mind

Stephanie Wallcraft

12 | Contributors 14 | TRQ Savvy

Virtual Vendors

16 | TRQ Test

2020 Porsche Taycan Turbo

22 | TRQ Gear

What’s New For Spring 2021

26 | TRQ Head to Head

Now And Then: BMW M8

32 | TRQ Talk

Tatiana Calderon Challenges Formula 1

36 | TRQ Quick Take

EDITORIAL & CREATIVE DIRECTOR JEFF VOTH jvoth@vicariousmag.com EDITOR IN CHIEF DAN HEYMAN dheyman@vicariousmag.com EDITOR AT LARGE MATTHEW NEUNDORF mneundorf@vicariousmag.com EV EDITOR AT LARGE STEVEN BOCHENEK sbochenek@vicariousmag.com CONTRIBUTORS DAN HEYMAN STEPHANIE WALLCRAFT KELLY TAYLOR BENJAMIN YONG BRENDAN MCALEER STEVEN BOCHENEK MATTHEW NEUNDORF

2021 Nissan Rogue

44 | TRQ Electric

Our Team

10 EVs Coming To A Greener World

50 | The Overrun TRQmagazine.com TRQ is published four times per year by VICARIOUS. No part of this publication may be copied or reprinted without the expressed written consent of the publisher.

The views expressed by the contributors are not necessarily those of the publisher, editors and staff.

COVER PHOTO: | DYLAN KING 2020 PORSCHE TAYCAN TURBO

DESIGN & LAYOUT JENNIFER ELIA PUBLISHER VICARIOUS 16 Heritage Court St.Catharines, ON Canada L2S 3H9 ADVERTISING INQUIRIES advertising@vicariousmag.com

Savvy In each, virtual visitors can ask questions and get real-time answers to problems static websites couldn’t hope to answer. Can a set of golf clubs fit in the Sentra trunk? The agent will get a set of golf clubs and show it being put into the trunk. Does an iPhone 12 fit on the Qi charging tray?

Michael Epstein, Nissan Canada’s manager of digital marketing, and Tim Reuss, CEO of the Canadian Automotive Dealers’ Association, each independently said the pandemic wasn’t the cause of the move to virtual showrooms, but certainly sped up the evolution.

“It has accelerated the change, pushed us now to where we would have been in a few years anyway,” Epstein said.

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armakers from Cadillac to Nissan are rethinking how to market vehicles online as waves of the COVID-19 pandemic sweep across Canada, forcing governments to lurch from one set of lockdowns to another. The changes could reshape the automotive landscape for decades.

Nissan in December 2020 launched the Nissan Studio, an online, interactive space where visitors can take online video tours of, for now, two models: the Rogue and the Sentra. Cadillac has the Live Digital Showroom, a similar concept.

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Nissan’s studio is set up, for now, in a storefront at Toronto’s Yorkdale Shopping Centre. There’s room for both vehicles, a display of all of Nissan’s paint colours, upholstery choices, some of the available wheels and other options consumers typically choose.

Reuss said the digital showroom concept is a growing trend in online marketing, and it’s something dealers are embracing as carmakers and dealers each strive to stand out in cyberspace.

“Dealers are entrepreneurial, so they’re always willing to try new ideas,” he said.

Epstein said the goal is to create a more immersive online experience for customers and then to more seamlessly guide the online shopper from tirekicking to signing a sales contract.

Virtual Vendors Story

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Kelly Taylor

The plan is to test the concept in the mall, eventually moving to a warehouse location in hopes of eventually including Nissan’s entire Canadian line of offerings.

financing and books a test drive with the dealer, all without appearing to have left the manufacturer’s website? It would involve more closely integrating dealer websites with the manufacturers, but it’s possible.

General Motors is one manufacturer that helps make finding the desired vehicle easy, with a search feature that shows which dealers within reasonable proximity have a model with the chosen specifications in stock. Typically, buyers either use the website to email a chosen dealer and then wait to find out if it’s in stock or exit the manufacturer’s site and visit dealer sites individually.

“The evolution is about finding ways around some of those pain points in the transition,” Reuss said.

Online shopping is evolving rapidly and may well redefine future automotive dealerships. If more decisions are made in the virtual world, the need for massive showrooms diminishes, turning dealCadillac’s Live Digital Showroom is similar in concept. As with Nissan Studio, visitors can inter- erships into customer lounges to facilitate test act in real time with an agent who is able to demon- drives and vehicle maintenance. Not only could the strate with props — such as those ubiquitous golf changes reduce the capital costs of dealerships, it opens the door to sales centres in non-traditional clubs — various aspects of any Cadillac vehicle. areas, such as busy downtown cores, and allows Reuss said the next challenge for online market- dealers to spend less on displays and more on reveing is to make the transition from manufacturer’s nue-generating areas, such as service bays. website to dealer’s website even more seamless.

Could there be a day when a visitor to Nissan, for One thing that won’t change, however, is that at instance, builds the desired vehicle, finds a vehi- some point in the process, buyers are still going to cle of those specifications in stock, qualifies for demand a physical test-drive.

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Test 16

2020 Porsche Taycan Turbo Story Dan Heyman

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Photography Dylan King

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t should come as little surprise that the manufacturer who has released a grand touring EV that can actually go toe-to-toe with the all-conquering Tesla Model S is Porsche with the car you see here: the Taycan (tai-khan) not-a-turbo Turbo.

Lately, Porsche has not shied away from taking risks, often to the chagrin of the Porsche “purists” out there who felt – who continue to feel – that Porsches should always be sports cars, preferably with two doors, rear-wheel-drive and a manual transmission and always rear-engined.

Of course, the Taycan Turbo is none of those things, as we’ll see in a moment. But then, neither was the Cayenne SUV – which has done pretty well for Porsche, thank you very much. Or the Macan. The Boxster and Cayman come pretty close except for the engine placement thing and even the 911 these days only really covers two of those aspects – two doors and a motor at the back -- or at least most of the 911s they sell do. Porsche does what it has to do to compete – in what has always been “their world”, but also in new segments – and will break with tradition if they have to.

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And by gosh, have they ever broken with tradition here. The Taycan Turbo is a battery-electric vehicle (BEV) with motors in the back and front -- so it’s not rear-engined. Said motors power all four wheels -- so it’s not RWD. The transmission is a twospeed automatic -- so it’s not a manual. To top it all off, it has four doors and there’s no turbocharger but what’s in a name, really? Carrera sunglasses in the ’80s didn’t have turbochargers, either, but they were called “Turbo” anyway. Like a classic 911, the Taycan at least has a trunk up front, although it does one better by having one in back, too.

Really, when you think “turbocharger” you think “speed” and if that’s the case, well, this Taycan Turbo is completely deserving of the moniker. After all, it makes 670 horsepower and 627 pound-feet of torque – huge figures, no doubt – although you do have to be in a launch control scenario for that to be the case, with that hp figure dropping to 616 when not in launch control mode. The more powerful Turbo S, meanwhile, cracks on with 750 hp on launch and makes a frankly startling 774 lb-ft.

Before we get to what all that feels like, though, a note about the styling and the Taycan experience.

Styling-wise, it looks very un-Porsche at first blush.

It’s ultra futuristic, with those wild headlight lenses and the “eye sockets” around them and the wheels that look like a modern take on those crazy brake cooling fan-equipped rims you used to see on old rally and Group C race cars. Its stance, meanwhile, has it looking almost like a flying saucer as it glides just above the tarmac. Sounds like one, too; EVs make no sound naturally so manufacturers need to fabricate a running noise so they can warn pedestrians of their presence. Porsche has obviously had a little fun with the Taycan because it sounds just like you’d think it should from looking at it – a spaceship. Or, once inside, you can have it sound like a classic Porsche flat-6 by hitting a button.

thing Porsche traditionalists love: five analogue gauges, with a tach in the middle) surrounded by touch-sensitive buttons for your lights and dampers, ride height and traction control settings. The climate control stack is also fully touch-activated and you have your Porsche Communications Management and Sport Chrono analogue clock atop the dash. Still; it seems somewhat less spaceaged inside, probably because the exterior is just so out there that they couldn’t possibly make it look as wild inside and still keep it livable, or, indeed, legal.

It should also be noted, though, that one of the more futuristic aspects of the cockpit – the backup camera that swivels as you steer, to show your path – is actually one of the more frustrating to As you look a little closer at the styling, however, use. It’s not that clear, it’s so fish-eyed that everythe traditional Porsche stuff comes more into thing appears about three feet closer to you than focus; the angle of the rear decklid is somewhat it actually is and it seems over-complicated for the Panamera-like, you won’t mistake the scripting sake of being so. Give me a fixed wide angle for my across the rear decklid for anything but that of a backup camera, make it crisp, and I’m good.

Porsche and the full-width rear light is unmistakI must admit, though; how you can simply walk able in its Porsche-ness. up to the car with the keyfob in your pocket, open Inside, the Taycan has its futuristic bits including a the door, sit inside, twist the always-attached USB fully-digitized gauge cluster (eschewing that other dongle-like “key”, and set off without ever having

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to touch said keyfob is incredibly cool. It’s a very alloy for the body, chassis and components. The secret-handshake way of doing things. battery also forms part of the Taycan’s structure so you have a rigid chassis for some incredibly quick It’s good that it takes so little time to set off turn-in response with hardly a hint of body roll. You because you’ll want to get going. Especially when can make all the speed you want, but you need to be you consider the launch, which is actually less able to harness it as well and this is a vehicle that Porsche and more Dodge SRT Demon. handles as quickly as it drives.

Launch control is easily activated; have it in the That’s not to say it’s a lightweight, though, tipping Sport Plus drive mode, hold the brake, mash the the scales at a hefty 2,305 kilos, which is more throttle and hold on because rare is it that you will than the Panamera 4 E-Hybrid. feel acceleration quite like this. The feeling I can best liken it to is what you get in your gut when you Of course, the Taycan body style is such that take that first drop on a roller coaster; we’re talking it could very well be used as an everyday driver, heart-in-your-throat fast, which is what happens so that weight may not be as much of an issue. when you have pretty much zero inertia thanks to It is, however, going to have to answer the bell in AWD and EV power. There are two speeds across the range department. Natural Resources Canada two transmissions; a one speed on the front axle, achieved 323 km of range during their testing but I and a two-speed on the rear axle that only activates was able to get a projected 350 km of range off a 97 the second once you hit about 100 km/h – which per cent charge. That’s still less than you’re going takes about three seconds. Once there, you get a to get from a Long Range Model S, but I wouldn’t be second whoosh of acceleration as second gear is surprised if most Taycan buyers will sacrifice that selected and that’s it -- warp speed. Words simply range and just enjoy the Taycan for its performance. can’t do it justice, and in numerous tests, it has Plus, the Taycan can be charged at 270 kw which is beaten the more powerful – but heavier – Model S the fastest charge rate of any available BEV today, in quarter-mile sprints. and it means you can charge the Taycan from 5 to 80 per cent in about 40 minutes from a DC fast To help save weight, Porsche has wrapped the charger.

Taycan’s 93.4 kWh battery in an aluminum casing, and has also used aluminium and lightweight steel You’ll want to pay attention to the various drive

modes in order to get the most out of your range; “Range” mode, for example, is activated by turning a dial sat at the four o’clock position on the wheel and it will limit your speed to 110 km/h to save charge, among other powertrain tweaks. You can also choose to deactivate regen while coasting with a single button press – which I did fairly often as it can be quite harsh sometimes and you don’t necessarily want that when you’re out on a highway twisting through the mountains.

brake life when you consider the Taycan’s weight.

Good term that, when discussing the Taycan – “boon”. More than a boon for brakes, all this is a real boon for Porsche. More than a boon for Porsche, meanwhile, it’s a boon for the BEV world as a whole because this is a car from a storied, reputable manufacturer that – purists be darned – manages to convey its sprit almost as well as the more traditional cars in the line-up. It’s incredibly fast, it handles itself better than any 2,000 kilo-plusser If you do decide to keep it on, however, know that should and it even makes a unique sound, as artifiPorsche has pulled the nifty trick of using the regen cial as it may be.

– that is, running EV motors backward to both regenerate the battery and slow the car – to the It shows that performance EVs not called Rimac point where in normal everyday driving, the actual can be fun and is an incredible revelation from a brake pads and rotors are only used about 10 per brand that has stuck its neck out, and has managed cent of the time. Which, of course, is a boon for to outdo itself once again.

2020 Porsche Taycan Turbo

Base price: $175,000.00 CDN / $150,900.00 USD Price as tested: $190,240.00 CDN Configuration: front and rear EV motors/all-wheel drive Engine/transmission: font 175 KW AC Synchronous motor and rear 335 KW AC Synchronous motor Power/torque: 616 hp (670 hp in launch mode)/627 lb.-ft.

Combined EV ratings (Le/100 km): 3.5/3.3/3.4 City/Highway/Combined Competitors: Polestar 2, Tesla Model S

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Gear 22

What’s New For Spring 2021 Story

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Benjamin Yong

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f you didn’t get what you really wanted under the tree at Christmas, don’t fret — we’ll help you get equipped with some fresh gear for the New Year. Here is a roundup of five of the latest and greatest items that should be on any auto enthusiast’s wish list.

Piloti Shift An evolution of the European footwear brand’s best-selling streamlined Pistone X driving sneaker, the Shift is even sleeker and handmade from soft Italian suede. Features Roll Control 2.0 heel technology for an equal distribution of downward force with every step; an ONSTEAM anti-microbial lining to keep things dry; and of course, the signature tire tread sole pattern.

Amazon Echo Auto By now most people are familiar with the concept of a home smart speaker, but Amazon recently upped the ante by releasing a mobile version. Called the Echo Auto, the diminutive device mounts to the dash and is powered via USB or the included 12-volt adapter. Utilizing a robust microphone to cut through road noise, occupants can ask Alexa to add a calendar entry, play a favourite Prime Music station and much more.

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LEGO Technic Lamborghini Sián FKP 37 Representing the third entry in the LEGO Technic Ultimate Series, this Lamborghini Sián FKP 37 is a 3,696-piece, 1:8 scale masterpiece. Measuring 25 centimetres wide, 60 centimetres long and 13 centimetres high, the attention to detail here is impressive: the articulating scissor doors open to reveal an accurate cockpit, and the dynamic spoiler moves up and down.

Fossil Gen 5 Cars and watches go together like peanut butter and jam. So why not smartwatches? Fossil answers the question with excellent products like its Gen 5. The onboard Qualcomm Snapdragon Wear 3100 processor provides snappy performance, and several battery modes allow multi-day usage.

Download Google Maps onto the wrist device to have it display handy turn-by-turn directions that you can glance at while driving.

Oakley Holbrook MotoGP Collection Fans of both two and four-wheeled machinery should appreciate the latest lineup from Oakley.

The Holbrook pays homage to the premiere motorcycle racing championship boasting the logo etched onto the polarized Prizm lens, which is designed to cut down glare and enhance contrast. Perfect for whether you’re on the road or on your feet.

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Head to Head 26

Now And Then: BMW M8 Story And Photography

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Brendan McAleer

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B

eginning in 1972, BMW expanded its port- at the head of the table, the culmination of everyfolio from selling passenger cars to the sales thing the Bavarians know about turning touring and provision of ballistic missiles. The first of cars into absolute road rockets. these was the long-nosed 3.0CSL, a homologation special built to satisfy requirements for entry To begin properly, we must start with in the European Touring Car Championship. The what the M badge means to BMW. Most press nicknamed the car, “The Batmobile,” for its enthusiasts will be familiar with the menacing look and wild aerodynamics package. It M1, the wedgy, mid-engined flagship promptly destroyed the competition. that BMW launched at the Paris motor

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show, in 1978.

Consider that same spirit to be back – back in black – in the form of this modern M8. Like its ancestor, it is long, lean, and menacing. Like its ancestor, its badge is backed up by on-track pedigree: the twodoor M8 GTE currently competes in endurance racing. And, like its ancestor, the performance on offer is positively furious.

However, M division had already been hard at work for six years by that point fettling the 3.0CSL for the track. After an initial championship win in 1973, the 3.0CSL would win every European Touring Car championship between 1975 and 1979.

Yet BMW fans had to wait nearly fifty years to get their hands on something with an M8 badge. We got close in the 1990s with a working prototype, but it never went into production. BMW took its time in crowning its king of performance, seemingly happy to let the likes of the M3 and M5 do most of the heavy lifting. Now though, the M8 sits

Thus, while the M1 was the first BMW to wear an M badge, it wasn’t really what the M designation was about. Instead of one-off experimental cars, an M designation would come to mean the most hardcore performance version of a road car. First there would be the M5 super-sedan, then the first scrappy, wide-bodied M3, and eventually, the M6.

The 6 Series of the 1980s was the 3.0CSL’s descendant, and indeed the M635CSi had a very similar designation. This Europe-only model came with the M88 inline-six that was the same as the Euro trim of the M5, and had roughly thirty more horsepower than the North American variants.

Here, the top-rank 6 Series was the M6, which got a 256hp inline-six.

to double-down on their grand tourer. The 8 Series was born, and at the top of its range was a new V12 engine. It was a shot right across the bows of traditional grand tourers like those built by Aston Martin.

The 8 Series wasn’t intended to be a direct replacement for the 6 Series, but rather a move upwards. BMW, flush with success from the 1980s, were gambling that the good times would last. Unfortunately, they were wrong.

Still, even the export-spec M6 offered pretty stout performance. It was a grand tourer par excellence, capable of devouring highway miles on a long holiday, or just shredding a backroad early on a Sunday morning. It epitomized everything BMW was The 8 Series was heavier, more complex, and a supposed to be about: everyday usability, blistering much more expensive prospect than the 6 Series.

Luxury was more of a focus than outright perforperformance. mance – but of course BMW still had plans to build So, in 1990, as the 6 Series exited the market an 8 Series that would satisfy its most dedicated after nearly a decade of success, BMW decided fans.

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BMW E31 M8 Prototype

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The 1992 M8 prototype is an absolute monster, one of the most beautiful yet brutal machines ever made by BMW. It lacks the popup headlights of the production 8 Series, instead being fitted with a single-piece hood, slatted to allow heat to escape.

economy didn’t help, but the M8 was also looking like it was going to be just too fast. The closest the world got to an M8 was the 850CSi, which was significantly changed versus the standard 8 Series.

The V12 was enlarged from the 850i’s 5.0L to 5.6L, with power output at 375hp, a six-speed manual BMW conceived their M8 as a theoretical rival to was the only gearbox available, and the suspension front-engined Ferraris. The comparison seems was reworked for stiffness. It was still heavy and arrogant, even with details like carbon-fibre wheels for weight savings, and a unique interior. At less complex, but the 850CSi had at least a sliver of the than 1,460 kg, the whole car weighs less than a spirit of the original Batmobile. normal 850i.

BMW didn’t sell as many 8 Series as they would But let’s just take a look at the M8’s engine to see if it wouldn’t have eaten a few prancing stallions for lunch. Dubbed the S70/1, this prototype 6.1L V12 has twelve (!) individual throttle bodies, four-valves per cylinder, and dry-sump lubrication.

have liked, and returned to a 6 Series that shared much of its platform with the contemporary 5 Series in 2003. However, starting with its introduction in 2018, the 8 Series returned, and BMW finally decided that the world was ready for an M8.

It’s the handiwork of the late Paul Rosche, who is responsible for some of the greatest BMW engines ever made, including the V12 found in the McLaren F1 supercar.

And here it is, at last. Sharing its twin-turbocharged 4.4L V8 with the BMW M5, this Competition Series M8 Gran Coupe has a claimed 617hp on tap, though indications are that BMW is being a bit modest here. Actual power levels might be as much as 10-15 per cent higher.

BMW stands for “Bayerische Motoren Werke”, so when a company that literally has “motor” as its middle name gets their top engineer to build an engine, it’s going to be potent stuff. The S70/1 V12 in the M8 prototype made roughly 600hp, with potentially more on the table. That’s nearly 25 per cent more power than you get in a Ferrari 550 Maranello.

Big though it may be, the M8 is staggeringly fast.

Thanks to its all-wheel-drive, it launches off the line with spleen-crushing acceleration – but it’s the top-end rush that really shocks. This is supercar stuff, but with four doors and a pleasant ride for highway cruising.

Certainly, this new M8 suits the badge it proudly wears. Nearly a half-century has passed between Unhappily, some of the higher-ups at BMW got the first racing successes of M division and this car wind of what the mad scientists at M were up to, and and while BMW took their time in deciding to build pulled the plug on the project. A struggling global an M8,it was well worth the wait.

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Talk 32

Tatiana CalderÓn Challenges Formula 1 Story

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Stephanie Wallcraft

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irl racers are a different breed, and Alfa Romeo has a history of being associated with the toughest of them: Maria Antonietta Avanzo, Italy’s first female racer; Anna Maria Peduzzi, who co-drove with her husband to win the Mille Miglia in 1934; Lella Lombardi, the only woman in the history of Formula 1 to score a championship point.

Today, the brand is connected with another groundbreaking woman, one who dreams of racing in Formula 1 full-time and setting even more records.

Tatiana Calderón, a 27-year-old professional race car driver from Bogotá, Colombia, has risen through the ranks from karting through the American openwheel development ladder and into feeder series in Europe, becoming the first woman to race in Formula 2 in 2019. As the test pilot for Alfa Romeo Racing since 2018, she’s the first Latin American woman to take on a Formula 1 testing role, which moves her one step closer to achieving her dream of competing in the world’s top form of motorsport.

Here, Calderón discusses the people and goals that inspire her, the unique challenges she’s had to overcome in a field dominated by men, and why it’s important to her not to receive any special treatment or advantages as a woman along her path to success.

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the guys. When you compete against the best, that’s when you really know where you stand and where you need to improve. For me, the answer has never been to separate or segregate because I think we can compete at the highest level in this sport against men. My view is still that, but I do hope that (W Series) helps some girls to really get a bit more exposure and more sponsorship for the future.

Was there ever a point in your racing career when you started to notice that you had a genuine disadvantage as a woman that took work to overcome?

I raced in Formula 3 against (future Formula 1 drivers) Max Verstappen, Esteban Ocon, Daniil Kvyat, Charles Leclerc. When you’re between three tenths, four tenths (of a second) to these guys, you need to feel so comfortable, and that’s when the physicality starts to be an issue if you’re not training well and if you’re not feeling perfect in the car. That’s when I thought, “I have cramps in my hands and I need the steering wheel to be a bit thinner.” The brake pedal, I was brushing it with my toes and not with the good part of my foot. It’s a matter of physics. I was training really, really hard. My trainer was telling This interview, condensed from a roundtable me, “I think you should be able to compete against these guys.” So, I needed to find something differsession, has been edited for length and clarity. ent to be able to focus fully on driving. That’s when What was it like for you as a young girl while I started to discover that I needed certain different your interest in racing was developing? things in the car as a woman.

I have a younger brother, and we’ve always been very competitive with each other because he’s only two years younger than me. I beat him the first time we drove karts. He said, “I don’t like karting. This is for girls.” I was pushing every day that I wanted to go karting until (my parents) could not say no. I think they could see how much I enjoyed it. I was never really going to any parties (on weekends) because I wanted to be racing instead. I was very lucky that my parents always supported me in whatever I wanted to do.

What’s your ultimate goal for you in your career as a driver?

I want to be a full-time Formula 1 driver. That’s my goal, my dream, and why I wake up every morning. I will keep chasing that.

You’re an ambassador for the FIA’s Women in Motorsport Commission, and yet you’ve always raced against men and have vocally opposed the all-female W Series. As that series gains closer ties to Formula 1, has your view of its role in motorsport changed?

I’m still a believer that if you want to race against the best, you have to compete against the best, regardless of gender. I never felt like I couldn’t beat

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Quick Take 36

2021 Nissan Rogue Story And Photography

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Dan Heyman

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t’s hard to imagine a vehicle in recent memory that had carried a brand as much as the Nissan Rogue has. Not only has it quietly been the bestselling Nissan for a number of years running (though not the bestselling Nissan ever; that honour belongs to the Sentra compact sedan), but one of the bestselling passenger vehicles in both the US and Canada, right up there with perennial leaders like the Honda Civic and Ford F-150. Those are some pretty high standards to set, and now, there’s a new one. And it’s gone Platinum.

that’s about as two-boxed and neutral as you can get in the segment. Which is no problem, because it was handsome enough so as not to scare away prospective buyers because like it or not, styling doesn’t tend to sit too high on the punch list for many buyers in the compact crossover segment.

Rather comfort, interior room, infotainment, accessibility; even fuel economy takes a back seat and the Rogue has always ticked those boxes.

Only now, the tide’s started to shift a bit. It started when the Mazda CX-5 got redesigned for 2017, The thing about the Nissan Rogue is that while it’s with the manufacturer somehow taking a vehicle been a huge success for the brand, you wouldn’t that was already one of the brightest stylistic stars necessarily chalk that success up to its styling over in the segment, and making it shine brighter still. the years. It’s always been inoffensive, with rounded That was quickly followed-up by the most distinccurves, apologetic head- and taillamps and a profile tive-looking Honda CR-V we’d ever seen, while

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or previous-gen Jeep Cherokee. It’s also received the most aggressive application ever of Nissan’s customary “V-motion grille”, while silver-coloured underbody panels and chunkier plastic cladding ‘round the wheels and over the rocker panels toughen things up.

Has it worked? That depends on how you feel about that front-end styling – which, admittedly, is becoming more and more popular for CUVs and SUVs these days – as it is unlike anything we’ve seen from the Rogue before. Aside from some large “Rogue” scripting across the tailgate, meanwhile, the rear fascia hasn’t been given quite the transformation the front end has. The styling has been updated for sure, though the more I look at it, the more I find myself seeing more and more of the older vehicle in the roofline, stance and taillights.

Korean firms Kia and Hyundai were already deliv- It’s a stylistic advancement, but I don’t think the ering some eye-catching stuff. The compact CUV changes have done quite as much for the Rogue as segment was becoming a real “rogue’s gallery” if they have for the RAV4. you would kindly pardon the pun.

Changes to the body for ’21 are more than skinIt all really came to roost, though, when Toyota redesigned its massively-selling RAV4 for 2018. The one vehicle that had stayed pretty tame through the years morphed into something entirely different, all squared-off, dark-wheeled and burlier. Big sales or no, it was time for Nissan to up the ante.

deep, however. The hood, doors and fenders get the aluminum treatment and torsional rigidity has risen by 27 per cent thanks to the use of 35 per cent more high-tensile steel for the chassis.

Inside it’s a whole new ballgame as Nissan has decided that the Rogue needs a few more luxury elements than previous in order to further differEnter the 2021 model, which looks unlike any entiate it from the competition. This can really be Rogue – almost any Nissan, really – that we’ve seen in our top-flite Platinum tester, which brings ever encountered. The front fascia has seen its features like a 12.3” digital gauge cluster (cool, but DRLs moved to the hood’s leading edge, while the could use more styling and colour), 10.8” heads-up headlights sit below, just like the Juke subcompact display, real-leather seating with diamond printing

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(gorgeous in my car, but there’s also a tan/black colourway that’s even better) and an electronic shifter for a much less cluttered cockpit. Not only do they look great, but the seats are of the Zero Gravity variety that Nissan’s been perfecting with help from NASA for quite some time now, and they are ultra-comfortable, both front and back.

The infotainment has also been given a once-over and while we’ll have to wait for the new Armada for an entirely new-look system, the Rogue’s system does get wireless Apple CarPlay and wireless charging, the 9” touchscreen display is a responsive one and the Platinum-spec 10-speaker Bose audio system is a good one. The patented AroundView parking camera, meanwhile, remains one of the best in the biz and our Platinum tester also had new tri-zone climate control.

While there isn’t a huge amount of added space inside the Rogue, Nissan has done a few tweaks to make better use of the space; entrance and egress to the rear seats (both for you and for the child you may be seating back there) has been made easier thanks to doors that now open almost 90 degrees, while the rear storage area has been re-imagined.

The Divide-N-Hide rear cargo floor can now effec-

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tively be split in two sections so you can more easily store lose items – like shopping bags – in the deep front section, while items that don’t need to be so easily accessed can sit further back. Unfortunately, the two-level system whereby the divider could be moved to sit about two feet off the floor is no more; Nissan maintains that their research showed the new system was what buyers wanted. That surprised me as I know owners of the older car (which shouldn’t come as a surprise to anyone – there are a lot of Rogue owners out there) and they really like the old system. The centre console has also been modified and can now be opened from the rear seats. Speaking of seats: the three-row Rogue -- never a huge seller – is no more. Does that perhaps speak to a hybrid version coming, because they likely couldn’t fit all that hybrid running gear in there and a third row as well? Perhaps.

While all that talk of high-tensile steel and a stiffer chassis may seem like technical mumbo-jumbo, it has a very real effect on how the Rogue drives. A stiffer structure means less creaks and rattles over bumps, which means less noise inside the cabin.

The front-end also isn’t just there for its looks, either, as it has helped make the Rogue more slippery than previous, reducing wind noise.

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The result is a vehicle that provides an incredibly relaxing drive, regardless of the fancy seats and so forth. The Rogue tackles highway jaunts with gumption and aplomb, feeling much more the luxury vehicle. I was genuinely surprised at this not just because the Rogue doesn’t do business in the luxury segment – Nissan Motor has its Infiniti lux division’s QX50 for that – but the ride is so quiet and composed that you have to think Nissan has taken some lessons from Infiniti. Handling, meanwhile, has improved thanks to new multi-link rear suspension with dual piston shocks and a quicker steering rack, while the engine has been mounted lower so there’s less body roll than previous. It’s no performance CUV, this, but it nevertheless returned an enjoyable ride as the turns became more plentiful.

feeling that few owners are going to mind too much.

This isn’t the I-make-more-power-than-youso-HA muscle car world, but perspective buyers may still take some issue with the fact that while the Rogue’s power figures have improved for 2021, they still trail the competition offered by many manufacturers, especially at high trim levels like this; the Ford Escape, the CX-5, the CR-V, and RAV4 all make more horsepower than the Rogue does for similar money (the Platinum starts at $39,990, while base MSRP sits at $28,498), and most of them make more torque, too. I guess its nice to know that even if you opt for an entry level “S” trim for your Rogue you’re still getting Platinum power, but you’d think that Nissan would be wise to at least explore another option for the Rogue going forward, like a hybrid version as previously The powertrain consists of a 2.5-litre four-cylinder mentioned. good for 181 horsepower and equal amounts of Thing is, though, with this new Rogue I think you’re torque, paired to either a FWD or AWD powertrain missing the point if you focus too much on power and continuously-variable automatic transmission figures. If you focus on the fact that it has great (CVT). CVTs don’t typically offer the most involving interior build quality, it runs quietly, has smart intedrive and they tend to be noisy, but Nissan was one rior accessibility features and looks more distinctive of the earliest adopters of the tech for mainstream than previous, then you start to see what this new models and they’ve clearly learned a few things. Rogue’s all about. And what it’s about is taking what The Rogue goes about its business quietly and made the hot-selling older model work so well, and smoothly, doing a pretty good job of feeling faster improving on it in pretty much every way, dependthan the numbers suggest. The CVT will emit its ing on who you ask (the tailgate thing). That’s a job telltale whine if you really listen for it, but I have a well done, in my book.

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2021 Nissan Rogue Platinum

Base price: $39,998.00 CDN / $36,830.00 USD Price as tested: $40,133.00 CDN Configuration: front engine/all-wheel drive Engine/transmission: 2.5L four-cylinder, continuously-variable automatic Power/torque: 181 hp/181 lb-ft of torque Combined fuel economy ratings (L/100 km): 9.2/7.2/8.3 L/100 km Competitors: Chevrolet Equinox, Ford Escape, Honda CR-V, Hyundai Tucson, Jeep Cherokee, Kia Sportage, Mazda CX-5, Subaru Forester, Toyota RAV4, Volkswagen Tiguan

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Electric 44

10 EVs Coming To A Greener World Story And Photography

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Steven Bochenek

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ou probably heard there was an election to the south recently. As you read this, the new guy (who’s actually really old) is pushing legislation through congress to battle COVID, address inequality, create ‘good-paying jobs’, stimulate the economy and save the world. Those last two affect this story. Part of President Joe Biden’s infrastructure plan is to build half a million new EV chargers across America.

how EVs are quickly becoming better value than gas-fueled ones (except the first one listed below).

Now may finally be may the time to consider buying an EV (again; except the first one).

Here are ten options coming over the next couple of years. They all have their advantages and drawbacks, while you have your shopping criteria. So, we won’t compare them tire for tire and nut for bolt, nor list them in order of nerdly preference. Instead Also, consider the attention that the greater media these coming EVs appear in alphabetical order … beyond the likes of us are paying to EVs. That is, and what could be more nerdly than that?

The Aspark Owl (US$3,560,000): The name says it all. With 1,984hp from four electric motors, it’s sure to put a spark in your backside.

Appropriately for the times, it’s also endangered.

This owl will only sell 50 units worldwide. Given the Bond villain’s price, we can’t honestly recommend it as a sensible purchase. Besides, is it even good value? With a top speed of 400km/h and range of 450km, you barely get an hour of driving fast before you need to charge it again.

Audi e-tron Sportback Technik: With the confident humility of a master automaker, Audi features a ‘boost’ mode versus Tesla’s more obvious ‘ludicrous’. Both mean a trebuchet of power in sport, launching you into warp speed: The e-tron achieves 402hp and 409 lb-ft of torque from zero to 100km/h in 5.7 seconds. Unlike many

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of the vehicles here, the display doesn’t dominate the cockpit, though it does include a head-up display to keep your eyes on the road. The range is an anally precise 351km but chances are you won’t wring that much out of a charge if you overuse the boost mode.

BMW i4 Gran Coupé: Unlike BMW’s earlier i3 and i8 EVs, which were a blast to drive but looked respectively like a hightech breadbox and a Decepticon in midlife crisis, the i4 will look like cars BMW has already sold, most specifically the 4 Series Gran Coupé. With doors that open the old-fashioned way, it’s not trying to make any “Gran” statement. That is, until you put your foot down. It’s estimated to deliver 532hp almost instantly, taking you from zero to 100km/h in four seconds and exceeding 200km/h soon thereafter.

Electrically delivered, that power is approximately equal to (“I could’ve had”) a V8. The sounds that the i4 will emit to render it noticeable to all us idiots staring at our phones outside were composed by renowned modernist Hans Zimmer. The noise changes depending on the mode you choose to drive in. We recommend the sport mode and rearwheel drive over the all-wheel version because life is simply better when viewed slideways.

Bollinger B1 SUV: Cue the Evil Empire music! The Bollinger B1’s aggressive design and disdain for colour co-create the vehicle Grand Moff Tarkin would invade the deserts of Tatooine in. He could do it, too; with a nearly 40 cm of ground clearance and a 5,000pound payload capacity, he doan need no steenkeeng roadz.

But with a jawdropping 614hp and 668 lb-ft of insta-torque, the Bollinger chases the aforementioned BMW i4 closely from zero to 100km/h, performing the feat in just 4.5 seconds. Bollinger also produce a pickup version, the B2. (“Are you thinking what I’m thinking, B1?” “Sure am, B2: Bollinger is the champagne of gangsta trucks!”)

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Cadillac LYRIQ:

Or be driven in: note the mondo LED display, restSpelled with ALL CAPS for the electric-genera- ing atop the dashboard like an elongated concave tion generation. First: never you mind how much iPad. It measures nearly 84 centimetres! Moreover, it’s gonna cost; it’s a Cadillac! They’ll tell us when the head-up display displays in augmented 3D! The point? Good luck keeping your eyes on the road! they’re good n’ ready!

Instead, maybe exploit the included Super Cruise The LYRIQ’s estimated range is 482km on a full self-driving and self-parking (“yay!”, cheers the charge. With Cadillac also offering a rear-wheel dad who worries when the kids borrow the car) drive variant, this will be another fun beastie to drive. technologies.

Chevrolet Bolt EUV: I’ve always loved the pug-nosed hatchback Bolt.

This coming Bolt EUV boasts the same Cadillac Super Cruise self-driving tech you just read about one paragraph up. You probably sussed that the U stands for utility and that this stands taller and measures longer than its sibling. So, you get the extra space that crossovers offer but, with the battery floor creating a low centre of gravity, it will likely stay enjoyably glued to the ground.

Ford Mustang Mach-E: The introduction of the Mustang was an iconic moment in automotive/marketing history in 1964.

Something the whole family could love, was it just coincidence that the Mustang appeared at the maw of Beatlemania, selling out nearly all 22,000 of the first units immediately? Coming later this year, the Mach-E isn’t a sport sedan like its namesake, but an SUV.

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However, it does tick several family boxes like the original did. Company Chairman Bill Ford said ”this will show we are now deadly serious about electrification.“ Is anyone else nervous about the use of ‘deadly’ for a vehicle that will weigh nearly 2,000kg and leap from zero to 100km in 5.8 seconds, silently?

Nissan Ariya

Volkswagen ID.4

Volvo XC40 Recharge:

Nissan Ariya:

boost the battery to 70 per cent capacity, and just Another cute ute? Oh, ok…another EV from Nissan, 10 minutes can add 100km to its range. Meanwhile, makers of the world’s first EV to achieve genuinely with a level-2 residential charger, it goes from flatmassive sales, whose name sounds like a Game of lining to full in 7.5 hours. Coming this summer, the ID.4 is equipped for next winter with hoser-friendly Thrones assassin? OH, OK! heated windshield, steering wheel and front seats, The Ariya’s available all-wheel drive system can included. deliver up to 100 per cent of power to the front or back wheels. Nissan’s ProPILOT hands-free self- Volvo XC40 Recharge: driving and assisted parking tech is included. Enjoy You almost had firsthand reportage of this vehicle a total range of 482km with the optional 87 kWh from behind the wheel. Alas, last month’s Canadian battery. Charge up to 375km in a half hour with launch of this first-ever fully electric Volvo, which the DC-fast charger. Or adapt to 110- or 240-volt had already been adapted because of COVID, had charging systems. There’s a lot to celebrate. We to be postponed for a month because of sudden don’t know the price yet but you probably won’t emergency lockdown orders here in Ontario.

Based on the European version of the same name have to completely surrender your identity.

(Volvo’s first ever to win the European Car of the Volkswagen ID.4: Year Award) the XC40 Recharge maximizes space, The rear-wheel drive can be ‘upgraded’ to all-wheel. converting the territory normally required by a big No thanks. Save the money and have fun! If you engine into storage beneath the hood. They call it a do go all-wheel, you can accelerate from zero to ‘frunk’ which is an English pun but arguably sounds 96km/h in 5.8 seconds. The range is 400km on mock Swedish: frünk could be an Ikea throw rug. a full charge, which Volkswagen’s sales materials helpfully report is the distance from Toronto to The Recharge’s range is 400km and the battery juices up to 80per cent capacity in 40 minutes Ottawa. on a fast charger. Barring a further lockdown or Way to take the fun out of our imaginations, VW. neighbourhood outbreak, you can expect a fulsome Good thing, on that most boring of drive, 30 minutes review coming in about a month to TRQ’s sister at your typical roadside DC charging station will publication, vicariousmag.com.

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The Overrun Matthew Neundorf Contributor | TRQ

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A new year. A new publication. A clean sheet and an empty canvas, all in one. It’s hard not to be excited by both of these things. Sadly, climate, timing and travel restrictions have kept these first issue’s pages bereft of motorcycling content but rest assured, that won’t be the norm. Especially since this coming year should offer up enticing experiences with some truly exceptional machinery. Here are just a few of the motorcycles that have me most intrigued to discuss in future digital ink.

Back in October Ducati announced that they’d managed to not only stuff their race-bred V-4 engine into their heavily revised Multistrada but the machine will ship with optional radar-guided, adaptive cruise control. This inclusion has already sparked discussions of its worth, with many riders initially decrying it unnecessary frippery; that the point of riding is not to simply slot into the flows of traffic but to woosh around and through it.

Regardless of your stance on this debate, thanks to the rear-mounted radar sensor, the system also allows for blind-spot monitoring -- a potential life-saving advancement.

tuned riding modes and an almostfully-faired superbike approach to styling. Both bikes -- much like the others that have occupied this space for ages already -- promise to be quick, capable and comfortable. What’s not to love?

Closer to home, Harley-Davidson is finally launching its much-teased adventure bike, the Pan America.

To say that hopes ride high on this effort would be a severe understatement. This is the first true attempt from the Motor Company to dip its toes into different waters and the full-size, adventure bike market is one hell of a choppy body.

To do well, this bike needs to be good. To reverse Harley-Davidson’s current trajectory, it needs to be great, especially given the new corporate directive to focus efforts on their traditional, core customer, cruiser market, which has been in decline for some years now.

And finally, the electrification of our two-wheeled world continues to gain ground. Surprisingly, many of the efforts raising the most eyebrows are not the fullsized motos that we may have expected but are small, nimble, pedal-assisted modes of city transportation. Smaller brands such as Both Triumph and Aprilia have Super73 and Fuell have captured entered the middleweight, naked the zeitgeist while Ducati, Harleymotorcycle class and, while each Davidson, Triumph, Jeep, Audi, example enters this ring from a Specialized, Trek and Giant (to distinctly different corner, it is name but a few) are also muscling cause for serious excitement. into this space. Having not swung Triumph’s Trident 660 is competia leg over a battery-powered twotively priced, feature packed and wheeler since my Power Wheels powered by a unique three-cylindays, this new arena may be the der engine. Early reviews tell us most interesting of them all. that attention to detail and fit and finish are in keeping with what A new year. A new publication. A we’d expect from Hinckley, too. clean sheet and an empty canvas. I Meanwhile, Aprilia’s Tuono 660 guess it’s high time I grabbed some aims to deliver some distinctly brushes, the paints certainly look Italian flair, with integrated track- fantastic.

A TRUE AMERICAN ICON VINITA SS529003 AMBOY SS530003