2017 | The Car Magazine

Volvo has been very busy remaking its entire brand over the past few years. It started with a focus on powertrains, its various five-cylinders and V6s gradually replaced by a lineup of efficient direct-injection…

In Our Garage

2017 Volvo S60 T6 AWD

Volvo has been very busy remaking its entire brand over the past few years. It started with a focus on powertrains, its various five-cylinders and V6s gradually replaced by a lineup of efficient direct-injection turbocharged four-cylinders. Pricier trims went a step further by integrating both turbocharging and supercharging into the same 2.0-litre four, while the all-new award-winning XC90 SUV even has a plug-in hybrid version of the latter.

That XC90 ushered in the second phase of Volvo’s metamorphosis, a wholesale brand-wide design that included an entirely new level of opulent luxury and future-tech feature sets. The XC90 was quickly followed by an entirely new mid-size luxury sedan dubbed S90 (replacing the S80), this model including a wagon variant named V90 (replacing the V70), plus an immediately more popular raised crossover model that—in Volvo tradition—goes by the name of V90 Cross Country (replacing the V70 Cross Country/XC70).

While all of this is thoroughly exciting to anyone working for Volvo or supportive of the storied Swedish marque, the new 2018 XC60, which looks like a smaller interpretation of the XC90, will certainly become Volvo’s new sales leader when it goes on sale later this year.

This leaves the D-segment S60, currently in our garage, as well as its V60 and V60 Cross Country siblings, which I’ve reviewed previously, as the lone Volvo line yet to go under the surgeon’s knife, plus of course an entire line of subcompact cars and SUVs that have yet to surface.

While not as new in styling or features as the updated models mentioned, the S60 is still very worthy of attention, especially those who tend to hold onto their cars longer and therefore wouldn’t suffer from as much depreciation when the updated model arrives next year on a new modular chassis architecture that Volvo will use exclusively (the current S60 reaches back seven years to when Ford sold the brand to China’s Geely, while the Volvo V3/Ford EUCD chassis it rides upon is 11 years old—coming into use with the S80—and has been shared with many Ford and Land Rover models ever since).

The design is clean, uncluttered and especially aerodynamic, and I must admit still looks smart if not the newest kid on the block. Unfortunately it sells into a premium sector that thrives on latest and greatest, hence why newer Volvo designs have mostly seen big boosts in sales (especially the XC90) and why this one has seen its once strong market share slowly and steadily erode from a high of 3,227 units in 2002 to an initial bump of 1,519 in 2011 and then a slightly higher blip to 1,525 in 2012, both after the redesigned version hit the road, to just 657 examples last year. There’s a silver lining in all of this dreariness, however; the previous low before this second-gen car arrived in 2010 was 208 deliveries, meaning they’ve got a lot more to build upon this time around.

While it’s fair to say the exterior sheetmetal is still plenty attractive, the cabin is very high in quality and designed with one part minimalism and another button overkill, but being a fan of classic high-end audio equipment this works well for me. The majority of buttons are clustered atop the floating centre stack, still a lovely design element, and they’re positioned to make a lot of sense once acclimatized, especially the HVAC interface that’s basically a body pictograph (you don’t even need to speak Swedish to figure it out—or English).

Above that is a fully featured infotainment system with good graphics and nice contrast for good depth of colour, and while not as impressive as the best-in-class tablet-style touchscreen interface found in the XC90 and S90/V90 series, it’s quite serviceable and includes a backup camera with active guidelines as well as navigation in my top-tier T6 AWD tester.

Even more impressive is the S60’s fully configurable primary gauge cluster. Volvo was early to adopt a feature that’s now becoming more prevalent in competitors’ higher trims, and they did a very good job on this one, plus its resolution quality is extremely good.

No matter the trim level the S60 delivers an upscale environment with superb attention to detail, very high quality padded soft synthetic surface treatments, tastefully applied satin-finished and brushed metals, and some of the best seats in the car industry.

I’ll leave my road test analysis to my upcoming review, and won’t comment too much further on the S60’s other attributes or detractors, but only add that my tester was equipped with the upgraded turbocharged and supercharged 2.0-litre four-cylinder with 302 horsepower and 295 lb-ft of torque, plus AWD fed through an eight-speed automatic transmission with manual mode and paddle shifters.

That’s a cutting edge drivetrain considering its conservative styling, and one I’ll soon tell you all about. Come join me back here in a couple of weeks for the full review…

Ford F-150 buyers love their special editions, and I must admit the new 2017 Lariat Special Edition added to my SuperCrew 3.5 Ecoboost 4×4 tester is one I could definitely fall for as well. This…

In Our Garage

2017 Ford F-150 Lariat 3.5 Ecoboost Special Edition

Ford F-150 buyers love their special editions, and I must admit the new 2017 Lariat Special Edition added to my SuperCrew 3.5 Ecoboost 4×4 tester is one I could definitely fall for as well.

This thing looks fabulous! I can’t tell you how many rubbernecking stares I got while driving around town, and my neighbourhood is one of the rarer places to find pickup trucks, at least when it comes to those that live here. There are plenty of plain white work trucks with side signage scattered across the myriad building sites throughout my ever-burgeoning inner-city-like suburb, while the streets are literally littered with the bourgeois supercars of the nouveau super riche, from Ferrari, Lamborghini, Maserati, McLaren, and the like. Cars like that are commonplace, but a truck like this totally stands out.

Lariat sits third amongst seven trims, the others being XL, XLT, King Ranch, Platinum, Raptor, and Limited. We really should consider the Raptor a completely unique model due to exclusive body panels and an extreme off-road specific driveline, but for the time being we’ll just leave it alone, being that Ford has promised a full week’s test with one in the near future.

Back to the Lariat, while third-rung up the F-150 ladder, its $46,149 price tag is somewhat higher than the XL’s $28,249 starting point, or the XLT’s $30,549 base window sticker. Then again the King Ranch starts at $63,349, which is well into premium-branded luxury mid-size SUV territory, and the Platinum delves even deeper into the luxe class with a sticker of $65,549. The Raptor, incidentally starts at $68,399, while the end-all-to-be-all luxury trucks (or at least Ford would like to have us think of its F-150 Limited this way) is a highfalutin $73,149: ranch owners and contractor/developers only need apply.

All of a sudden this Lariat is looking pretty approachable, even with its fancy additions. Upgrading to the four-door SuperCrew cab with the five-and-a-half-foot short box, the 3.5-litre Ecoboost V6, new 10-speed automatic (yes, a 10-speed, just like the bike my big brother got when I was relegated to a 5-speed) with auto start/stop, and four-wheel drive elevated that Lariat price to $58,249 (back up to mid-size luxury SUV territory again), while its Ruby Red paint adds another $450.

That black stripe down the side and its black hood decal are part of the Special Edition package mentioned a moment ago, as are the strips of red running across the otherwise grey-tone grille. There’s much more to this $2,400 package than that, mind you, such as LED headlamps with dark housings (my tester also had the Luxury package, so expect halogens in lesser equipped models), body-colour front and rear bumpers, unique 20-inch alloys on 275/55 all-terrain tires and a set of black running boards between them, unique red and black fender and tailgate “F-150” badges, and finally a unique squared off chrome tailpipe finisher on the outside.

Inside, the F-150 Lariat Special Edition gets an exclusive red-stitched leather-wrapped steering wheel, red-stitched detailing on the unique instrument panel and doors, a red-stitched console top, and a very fine looking set of red-accented, leather and psuede-trimmed Special Edition seats, plus all of the features that come with the Lariat and the Luxury package noted a moment ago.

The latter is a $4,900 package that adds whollops of high-end features like those LED headlights that are actually comprised of very cool looking dual-stacking beams and infused with auto high beam technology, while the taillights are upgraded to LEDs as well. The package normally comes with 18-inch chromed wheels and a whole host of chromed exterior trim, all of which gets nixed for the Special Edition package above, but the normally chrome-capped side mirrors (black as-tested) benefit from power-folding capability, auto-dimming, LED side-mirror security approach lights, blindspot monitoring warning lights, and more, while rear cross-traffic alert is also part of the 502A Luxury upgrade.

Additional kit from this package includes rain-sensing wipers, a universal garage door opener, a heatable steering wheel rim, a powered tilt and telescoping steering column with memory, 700-watt 10-speaker Sony audio (with a sub), satellite radio, voice-activated navigation, Sync Connect services, and heatable rear seats.

We could leave it there, but you might notice the addition of the $1,250 Technology package in the photos, which ups the ante with a 360-degree parking monitor with a split-screen display and Dynamic Hitch Assist, plus lane keeping assist.

A $550 spray-in bedliner made the box much more serviceable, while Ford’s exclusive (and still brilliant) $400 Tailgate Step made getting in and out much easier (money well spent for the 50-plus crowd). Likewise for the $300 retractable Box Side Steps, and there were more extras added on, but I will leave it there as this is supposed to be a “Garage” piece, not a complete review.

That means I’ll be back soon with that full road test review where I’ll talk about how the modern-day legend 3.5 Ecoboost mates up to its new 10-speed partner, and how intrusive (or not) the auto start/stop system is. Fuel economy matters a lot in this class and was one of the key reasons Ford spent all the crazy money needed for this truck’s fully aluminum body shell, so will go over in detail, plus hauling specs, and of course the experiential stuff, how it drives in town, rides overall, pulls away from a stoplight, manages highway speeds, handles, coddles, comforts, etcetera.

Come back soon for a full report…

Two years ago Honda hadn’t even staked their claim in the burgeoning subcompact SUV category, but after its first seven months of availability the HR-V shot right up to the top of its class in the Canadian…

In Our Garage

2017 Honda HR-V EX-L Navi

Two years ago Honda hadn’t even staked their claim in the burgeoning subcompact SUV category, but after its first seven months of availability the HR-V shot right up to the top of its class in the Canadian market with 8,959 sales compared to the next-best Chevy Trax that had 12 months to achieve its 8,156-unit final tally.

What about 2016? With a full year under its belt the little Honda SUV became the only segment challenger to break five figures with final sales of 12,371 units compared to 9,354 deliveries from the the next-bestselling Mazda CX-3.

The subcompact SUV segment almost doubled in 2015, thanks to two additional models added alongside the HR-V and CX-3. The all-American Jeep Renegade and its Italian Fiat 500X cousin haven’t fared as well as the two Japanese entries in Canada at least, ranking seventh and eighth respectively last year with sales of 3,962 and 766 units apiece, the third through sixth positions filled with the Trax (9,072), Mitsubishi RVR (6,196), Buick Encore (5,533), and Nissan Juke (4,442), with the final ninth spot in the category filled by Mini’s (arguably premium-level) Countryman (694).

Interestingly, things are very different in the U.S. where the Renegade was number one last year with 106,606 deliveries, the HR-V number two with 82,041, Trax a close third with 79,016, Encore an even closer fourth with 78,565, Outlander Sport (RVR) a distant fifth with 33,067, Juke even further away with 19,577, CX-3 unfairly relegated to the lower ranks with just 18,557 (for some reason Mazda sells poorly in the States), the Countryman with 12,706, and the 500X still getting no respect with a mere 11,712 sales. The common denominator? The HR-V rocks both sales charts.

So how is it doing now? With five months of 2017 down the road, the HR-V is so far ahead in Canada it could get quite embarrassing for the others, thanks to 6,627 sales compared to 3,867 for the CX-3, 3,379 for the Encore (a mid-cycle update is boosting its sales), 2,787 for the Trax, 2,687 for the RVR (it’s update wasn’t so well received), 1,645 for the Renegade (up one position), 1,103 for the Juke, 773 for the 500X, 690 for the new Toyota CH-R (after just one month no less), 411 for the Countryman, and 191 for the new Nissan Qashqai (also after its first month).

The two new entries make the subcompact SUV class 11 competitors deep, with the Ford EcoSport yet to make its North American debut. Consider for a moment that calendar year 2014 only found five in this category, while there were just three competing in 2011 and only two going head-to-head in 2010 (the Juke and RVR in case you were wondering). That a newcomer arrived on the scene and managed to steal most of the thunder is shocking, but it will all make sense to anyone who’s lived with the amazingly practical little runabout.

We Canadians are particularly practical when it comes to buying small vehicles, which we do more often than our friends to the south. Next to big Ford Series trucks (that derive much of their sales from the commercial market), our bestselling car is Honda’s Civic, which sold 64,552 units in 2016 and already found 30,450 buyers this year. The Honda CR-V fares well in the compact SUV segment too, in a constant battle with Toyota’s RAV4 that sees one ahead of the other depending on the month (the RAV4 took top sales honours last year and is slightly ahead again now), while the subcompact Honda Fit hatchback was second-most popular in its class last year, although has experienced an uncharacteristic plunge to sixth over the first five months of 2017.

This must have something to do with its availability at the dealer level, because the current third-generation Fit (second in our market) is three years younger than the segment’s long-in-tooth albeit bestselling Hyundai Accent, and by my experience remains one of the best in the class. On that note a mild refresh is expected later this year as a 2018 model, so it could be that Honda is slowly phasing out this 2017 version so that its dealers don’t end up with too many in stock when the new one arrives.

Then again it could be this very HR-V that’s cannibalizing the Fit’s sales. As you may already know, the HR-V is based on the Fit and is therefore similarly sized and equally efficient in its packaging. It’s quite a bit pricier with a base of $21,050 compared to $15,050, which puts it out of reach of price-sensitive first-time car buyers that normally shop in the subcompact car class, but some that come shopping for a Fit might very well be upsold to the HR-V. We’ll just have to see how the Fit story pans out as the year unfolds, but either way the really big story will be the HR-V and how it continues to dominate its class.

The HR-V rightly gets no significant changes for 2017, with only two items on the list. The first is the cancellation of the lovely Misty Green Pearl hue (a dark forest green) that coated the exterior of the 2016 HR-V AWD EX-L Navi I tested and reviewed last year (I reviewed the 2016 HR-V EX-2WD as well). Therefore, the only difference between this 2017 HR-V AWD EX-L Navi is its stealthy Modern Steel Metallic grey.

This means Honda now provides six exterior HR-V colours to choose from including this nice shade of grey, Crystal Black Pearl, White Orchid Pearl, Deep Ocean Pearl (a dark blue), Milano Red, and Mulberry Metallic (a dark aubergine purple).

The second change is another subtraction, the elimination of the six-speed manual on mid-grade EX trim. This might cause a small handful of HR-V fans to grimace, but if there were going to be a major outcry they wouldn’t have done it. As it is, only the base LX model gets the wonderful DIY gearbox for 2017, all other trims making do with Honda’s efficient continuously variable transmission (CVT).

From the outside it’s difficult to figure out exactly which trim level you’re driving, mostly because the HR-V is so nicely featured in base trim. All come with the same sizeable 17-inch five-spoke alloys on 215/55 all-seasons, body-coloured side mirrors, and body-coloured rear rooftop spoiler, while the headlights are multi-reflector halogens and taillights filled with LEDs. Lastly, matte-finish black plastic cladding trims out the lower front fascia, wheel arch edges, side skirts, and the bottom half of the rear bumper in typical SUV fashion. The move up to EX adds circular fog lamps up front and LED turn signals within the side mirror housings, while the top-line EX-L Navi gets a set of silver roof rails to make it stand out.

I could see would-be buyers loving or loathing the HR-V’s styling, a theme that I’ve witnessed firsthand while living with Honda’s latest designs. People are either enamoured with the modern, edgy, origami look or they won’t be caught dead in one, which is certainly a different strategy than the mainstream volume brand has played for most of its existence. I’ve always loved Honda’s engineering, but been lulled to sleep by its styling, so I can hardly complain after they’ve spiced things up. I can’t say I’m in the enamoured camp, but I’m hardly frothing at the mouth in rabid rage either.

For me the optimal looker in the segment is Mazda’s CX-3. It’s one of the best to drive too, but if forced to decide between styling and performance or overall practicality, I’d probably lean towards the latter.

I’ll get into what makes the HR-V best in class in my upcoming road test review, at which point I’ll run over more of its standard and optional features, performance, fuel economy, etcetera. As good as it is the HR-V is not perfect, so I’ll dissect these issues at length as well. Make sure to come back for all the sordid details soon…

North America loves its F-series trucks. In 2016 Ford sold 820,799 F-series pickups in the United States. Canada sold nearly 150,000. Ford likes to boast that it’s been Canada’s best selling vehicle…

In Our Garage

2017 Ford F-150 Lariat 4×4 SuperCrew

North America loves its F-series trucks. In 2016 Ford sold 820,799 F-series pickups in the United States. Canada sold nearly 150,000. Ford likes to boast that it’s been Canada’s best selling vehicle for 51 years and it’s easy to understand why. The closest competitor to the F-series line was the Ram Pickup having sold 89,048 last year, followed by the GMC Sierra with 51,091 and then the Chevrolet Silverado at 44,932.

So what makes the Ford so appealing to the Canadian consumer? Pickups are a different breed today than they were in decades past. Trucks were used for heavy lifting and towing and usually thought of as a tradesman’s tool. However, many have developed luxurious traits that are normally only seen in luxury sedans and SUVs.

The interior of our test model is spacious with tasteful aluminum accents and comfortable bucket seats that are covered in leather. The dash is well thought out and very easy to become accustomed to. There is plenty of room in the back row, which can easily seat three adults side-by-side.

If you love chrome look no further than the Ford F-150 Lariat 4×4 SuperCrew.

This model also has the Lariat Chrome appearance options package ($1,000), which includes a chrome three-bar style grille with chrome surround, chrome mesh inserts, two chrome front tow hooks, chrome skull caps on the exterior mirrors, chrome door handles with body-colour bezels, chrome angular running boards, and of course a single-tip chrome exhaust.

The aesthetics aren’t the only discernable factor about this new model. Our F-150 Lariat 4×4 SuperCrew is also well equipped, this truck featuring a $2,300 equipment package that includes blind spot information, rear cross-traffic alert, trailer tow monitoring, SYNC connect (for your smartphone), Sirius XM satellite radio, 10-speaker audio, voice-activated navigation and LED puddle lamps.

The LED headlights and the chrome grille on this Ford F-150 help give it a rugged look.

It’s easy to get caught up marveling at all the technology and dazzling chrome accents, however the truck’s unseen components make it truly outstanding. The F-150 Lariat comes with a choice of three engines. First, the 2.7-litre V6 EcoBoost comes standard and develops 325 horsepower and 375 lb-ft of torque while only consuming 12.2 L/100km city, 9.3 highway and 10.9 combined.

The second available engine is the $900 optional 5.0-litre V8 with twin independent variable cam timing. It’s fast thanks to 385 horsepower at 5,750 rpm and 387 lb-ft of torque at 3,850 rpm. This means it will reach 100 km/h in 6.3 seconds from standstill. The 5.0 is surprisingly fuel-efficient for a V8, but nowhere near the EcoBoost engine. At 16.0 L/100km city, 11.8 highway and 14.1 combined the V8 has comparable fuel economy to the other trucks in its class, including the GMC Sierra SLE 5.3-litre V8 that has a 15.9 L/100km city, 11.1 highway and 13.8 combined rating, and the Ram pickup with the Hemi V8, although not the Ram’s similarly potent EcoDiesel.

Fantastic interior equipped with an awesome infotainment system.

The third available engine is the $1,650 3.5-litre V6 EcoBoost developing 365 horsepower at 5,000 rpm and 420 lb-ft of torque at 2,500 rpm. The fastest of the three, it will reach 100km/h in 5.8 seconds. At 15.6 L/100km city, 13.2 highway and 14.5 combined, this engine is the thirstiest as well, but offers a lot of pulling power. Also, when compared to competitors’ top engine choices it’s a fuel economy leader, partially due to an all-new 10-speed automatic transmission with auto start/stop.

Unfortunately, the 2.7-litre V6 EcoBoost and the 5.0-litre V8 are not yet available with the new 10-speed automatic, and come with a proven six-speed automatic transmission instead.

Depending on the engine, drivetrain, and body style, each F-150 model differs in maximum towing capability and maximum payload capacity. The smallest base 2.7-litre V6 EcoBoost has a maximum towing capability of 3,855 kg (8,500 lbs) and a maximum payload capacity of 1,002 kg (2,210 lbs) when mated up to the Regular Cab body style and 4×2 drivetrain, whereas the largest 5.0-litre TI-VCT V8 with the Regular Cab 4×2 has a max tow rating of 4,989 kg (11,000 lbs) and a max payload capacity of 1,483 kg (3,270 lbs). Finally, the 3.5-litre EcoBoost V6 with the Regular Cab and a 4×2 drivetrain has a max towing capability of 5,533 kg (12,200 lbs) and a max payload capacity of 1,470 kg (3,240 lbs).

The F-150’s ability to provide strong performance despite its sizeable proportions isn’t just about engine performance, but more importantly can be attributed to a completely new light truck philosophy at Ford. As part of the 2015 F-150 redesign it switched from utilizing steel for its body and bed to a combination of “military-grade” aluminum and high-strength steel.

In the upcoming review we’ll give you a taste of what it’s like to sit behind the wheel along with a detailed description of the infotainment system that truly impressed us.

Stay tuned for a full review…

It should come as little surprise that Chevrolet’s new Bolt EV is now the best-selling electric vehicle in Canada. It went on sale in January and has accumulated 697 buyers, although according to one…

In Our Garage

2017 Chevrolet Bolt EV Premier

It should come as little surprise that Chevrolet’s new Bolt EV is now the best-selling electric vehicle in Canada.

It went on sale in January and has accumulated 697 buyers, although according to one of my local dealers that’s been turning away potential customers regularly, they could’ve sold many more if any were still available.

Nissan’s slightly larger Leaf was second, by the way, selling 586 units during the same five months (still respectable considering its age), while the Tesla Model S found 397 buyers, that brand’s Model X another 372, BMW i Series 156 (mostly made up of i3s, but marginally boosted by the i8 supercar), and Mitsubishi lured in 29 new i-MiEV owners (that’s it for available EV sales numbers).

Of note, the Bolt has been available south of the 49th since December of last year when it accumulated a considerable 579 sales, but over the first five months of 2017 it’s managed to garner more than 10 times that amount with 5,950 units down the road.

In comparison, the Tesla Model S walked away with the EV sales crown with 8,900 sold during the same time period, followed closely by the brand’s new Model X at 7,000 units. The more directly comparative Nissan Leaf found just 5,742 American buyers during the same five months, while the more comparably sized and shaped BMW i3 sold 1,919 units. Almost taking up the rear was Mercedes’ B250e with 271 sales, a pure electric not available here (but they don’t get the gasoline-powered B-Class), while dragging its tail (is it technically still available?) was the i-MiEV with 6 sales.

Either General Motors underestimated the demand for its little subcompact plug-in or they just don’t have the capacity to build more at their Orion Township, Michigan assembly plant, where they also produce the Euro-spec version dubbed Opel Ampera-e, as well as the Chevy Sonic (that’s similarly sized albeit built on the new BEV II platform architecture instead of the Sonic’s Gamma II).

GM may want to cut back production of the Opel Ampera-e now that they’ve sold off their European division (it’s doing especially well in Norway) in order to support their North American markets more, or even better they could turn that soon to be phased out model into a Buick Bolt and build/sell it in China where EVs are taking over city streets, and then bring it back here like they’re doing with the Envision compact SUV, but with a new name, a few Buick styling tweaks, and a fancier interior. See, I’ve got it all sussed out. GM just needs to give me a call to sort out the details.

If it were only so easy, but the General is certainly on the right track with its new Bolt. In fact, one of the reasons GM’s stock price has risen over the past month, year, and five-year intervals, and Ford’s has been on the decline for all of the above (except the five-year), is its success in the plug-in arena, first with the Volt, the number one selling PHEV period, and now the Bolt, which could very well zip into the top North American sales spot once availability matches demand.

And no, I’m not about the digress (too far) into the upcoming Tesla Model 3 despite presales humbling any current or past EV, because it’s not yet available and may not be for some time. Of course, most of us are hoping it will succeed, as Tesla is a modern-day success story that’s truly shaken the old guard to its knees (especially on the markets, where real-world results aren’t as important as “fingers crossed” projections), so we’ll cross that bridge (hopefully while driving a Model 3) when we come to it.

The Bolt EV is in the here and now (or at least it was before selling out—talk to your Chevy dealer as I know there’s at least one available in the near future, and it’s sitting in my driveway), and can be had for $43,095 before freight and dealer fees, discounts (good luck with that), and government rebates (up to $5,000 in BC, $14,000 in Ontario, and $8,000 in Quebec).

I know that price is mighty close to BMW’s i3, but despite the Bimmer’s near F1-tech levels of carbon-fibre construction, better handling, mostly nicer finishings inside, and that all-important blue and white roundel, it’s not in the same EV class as the Bolt, at least if the main goal is going as far as you possible can on a single charge, and hardly worrying one whit about how much throttle you use getting there.

Where the 2017 i3 has been boosted to an impressive 200-km range (183-km as per the EPA) thanks to a new 33.0-kWh lithium-ion battery (10.0-kWh more than the previous one), the Bolt uses a much more convincing 60-kWh lithium-ion battery for a claimed range of 383 km! That’s right, almost twice the range of the i3. There’s no gasoline-powered range extender (REx) engine, mind you, but with the ability to cover such distances on a single charge, does anyone really need the added weight and complexity of a tiny putt-putt motor? Hardly. The Leaf, incidentally, can cover an estimated 172 km between charges.

Tesla Model S owners are giggling right about now, or at least those who spent upwards of $170k on a P100D that can manage up to 542 km after a full charge (even the base 75 is good for 426 km), but the Model S starts out at about twice the price of the Bolt and that aforementioned model quickly escalates to nearly $200,000 with options, so it’s just as silly as comparing the go-fast performance of a Porsche Panamera Turbo to Sonic.

The Bolt is surprisingly quick, by the way, and even includes a Sport mode to liven up acceleration. I’ll likely go on at length about its performance credentials and other driving dynamics during my upcoming review, as well as pour over the differences between the base model and my tester’s top-line Premier trim, plus the car’s overall liveability and other attributes/drawbacks (no car is perfect). So stay tuned for all the road test review…

I remember when this third-generation 2011 Sienna was brand new, and in sporty SE trim it was the coolest minivan to ever hit the road. I was on the press launch and specifically chose to focus on the…

In Our Garage

2017 Toyota Sienna Limited AWD

I remember when this third-generation 2011 Sienna was brand new, and in sporty SE trim it was the coolest minivan to ever hit the road.

I was on the press launch and specifically chose to focus on the SE after driving the majority of trims during the national launch program in early 2010, and soon after I tested a four-cylinder LE model at home (that engine since discontinued in the Sienna), another four-cylinder the following year in 2012 trim while visiting my daughter at her university in Sackville, New Brunswick (a comfortable and economical trip from Halifax, Nova Scotia to Moncton, where I stayed), and after that a well-equipped 2012 XLE model at home, a 2013 LE V6 likewise, a 2014 XLE Limited, the mid-cycle updated 2015 in LE AWD guise, and finally an XLE AWD version of the same vintage, so it feels good to get back in the Sienna saddle once again, this time in an XLE AWD with the Limited package (we’ll just call it the Limited AWD).

You may have noticed something about that list, of all the trims tested and reviewed I’ve only ever covered the top-line Limited model once before. Strange as that may be, it’s good to enjoy this van with all of its many splendoured features, especially now that it’s no longer the newest minivan parked on Canada’s suburban cul-de-sac.

Seven years is a long time for any vehicle to remain fundamentally unchanged, even one that was as good as the Sienna when introduced. Certainly its extensive 2015 update helped breathe new life into the old gal, but compared to the new Chrysler Pacifica, introduced for 2017 to replace the aging Town and Country, the almost as impressive Kia Sedona that was updated for 2015, and the now available all-new 2018 Honda Odyssey, the Sienna is starting to show its age. Ok, it’s not aging as noticeably as the Dodge Grand Caravan (the launch of which I attended in the fall of 2007), but that model sells so cheaply and is so conveniently equipped with second-row seats that fold completely into the floor that it hardly matters how old it is.

Before delving into this top-line Limited AWD model, the 2017 Sienna comes standard with a 3.5-litre V6, and can be had in either front-wheel or optional all-wheel drivetrains. In fact the Sienna is the only minivan offered with AWD, making it a favourite for cold Canadian winters.

The engine, which made a healthy 266 horsepower and 245 lb-ft of torque last year, gets bumped to 296 horsepower and 263 lb-ft of torque for 2017 thanks to a new D4-S direct-injection and port injection combination, not to mention a new lean-burn Atkinson cycle design that aids fuel efficiency. What’s more, Toyota added two gears to the standard automatic for a total of eight, which improves both performance and fuel economy.

The numbers you’re likely looking for are 12.5 L/100km city and 8.9 highway for the FWD model, or 13.4 L/100km city and 9.6 highway for the as-tested AWD version, making it the minivan segment’s most efficient non-hybrid competitor (the plug-in Chrysler Pacifica Hybrid gets a difficult to compare rating of 2.6 Le/100km combined city/highway), and I should also add it’s most powerful.

Where the modifications under the hood modernize the powertrain, the changes for 2015 gave the Sienna a more upscale cabin with much better materials quality, especially in top-tier trims, with an additional focus on enhancing its infotainment systems to surpass the best in the class for the time. Now, three years later, its newer rivals are starting to outclass the Sienna in most every respect, powertrain aside.

Still, at just $33,690 plus freight and fees in base no-name trim, the Sienna sits directly in the middle of the minivan pricing hierarchy (the Sedona and Grand Caravan still sell for less), which, along with its great reputation for reliability and high resale value (along with Toyota’s overall reputation), gives it a major selling advantage.

Even that base model comes stocked with a higher level of standard features than most rivals, including heated power-adjustable side mirrors, tri-zone auto climate control, high-resolution colour touchscreen infotainment, a backup camera, Bluetooth phone connectivity with audio streaming, multiple USB ports, Siri Eyes-Free, second-row captain’s chairs, and no shortage of active and passive safety equipment.

The base model can manage seven occupants, although you can optimize the second-rung LE or the sportier SE with a second-row bench seat if you need room for eight, while that LE model gets 17-inch alloy wheels, a larger infotainment display, satellite radio, eight-way powered heatable front seats, power sliding side doors, and more.

Toyota will have to loan me an SE in order to get me to spend too much time going over its details (that’s a snub their way in hopes of snagging an SE tester, because it’s been way too long since they’ve put one on the fleet and it’s still amongst my favourite minivans), but suffice to say it features sporty 19-inch alloys, a specially tuned sport suspension (that’s a bit firmer), recalibrated (read sharper) steering, a really attractive aero body kit, a unique primary gauge package, and plenty more.

Of note, like the base model the $40,505 SE can only be had with FWD, AWD reserved for the LE and XLE alone. This is where it gets confusing, as Toyota refers to the Limited FWD model without any mention of XLE trim, but the top-line model I’m driving is actually an XLE with a Limited package, with Limited not officially included in the name. It seems to be a lot of nothing, but needs mentioning if you plan to build it on Toyota’s website.

The EXL AWD without the Limited package, priced at $44,400, includes sound a unique silver painted grille, LED daytime running lamps, fog lamps, chrome door handles, deadening acoustic glass for the windshield, powered flip-out rear side windows, proximity-sensing keyless access with pushbutton ignition, a leather-wrapped steering wheel, a 4.2-inch colour multi-information display, chrome interior door handles, woodgrain inlays on the dash, doors and centre console, voice activation, SMS- and email-to-speech, navigation with detailed mapping, leather upholstery, a powered moonroof, a powered rear liftgate, rear parking sensors, blindspot monitoring with rear cross-traffic alert, and an anti-theft system.

The $7,315 Limited package, which pushes the Sienna’s price up to $51,715 before freight and fees, adds HID headlamps with auto high beams, heatable, power-folding, auto-dimming side mirrors with integrated turn signals, puddle lamps, and reverse tilt, a heatable steering wheel, rain-sensing wipers, driver’s seat memory, a larger 7.0-inch infotainment touchscreen, a wide-angle backup camera, a 10-speaker JBL Synthesis audio system, a large 16.4-inch widescreen Blu-Ray rear entertainment system, household-style 120-volt power outlets, upgraded premium leather upholstery, and a dual powered panoramic moonroof.

While this sounds like a ton of gear, the Sienna is missing some high-tech safety equipment like autonomous front braking, dynamic cruise control, lane keep assist, etcetera that would allow for a better IIHS rating. As it is only the Pacifica achieves Top Safety Pick Plus status, whereas the Sedona gets a Top Safety Pick rating.

It sounds like I’m knocking what is an excellent van made even better for 2017, but that’s far from how I felt while at the wheel. To get my full review including a critique on the new engine and transmission, the user-friendliness of other upgrades, just how well the suspension compares to newer designs, how convenient the Sienna is to live with next to other minivans, and much more, check out these pages regularly…

Just how competitive are GM’s new Chevrolet Colorado and GMC Canyon mid-size pickup trucks on the Canadian market? Toyota’s longtime best-selling Tacoma is still ahead, but so far this year we’re…

In Our Garage

2017 Chevrolet Colorado Z71 Crew Cab 4WD

Just how competitive are GM’s new Chevrolet Colorado and GMC Canyon mid-size pickup trucks on the Canadian market? Toyota’s longtime best-selling Tacoma is still ahead, but so far this year we’re talking about a sales lead of the finest of margins possible.

Are you sitting down? The Tacoma is just one single solitary truck more popular than the GM twins, with Toyota’s small truck sales at 5,041 units from January 1 to May 31, 2017, and Chevrolet/GMC’s twosome at 5,040 deliveries during the same five months. What are the chances of this? And how much did missing the sales lead by just two trucks hurt at GM Canada’s Oshawa HQ?

Then again, GM Canada can be plenty happy about providing a mid-size truck that’s so impressive they’ve managed to gain an incredible amount of ground against the once totally dominant Toyota since arriving back on the scene in 2014. In fact, the two GM trucks managed to outsell the Tacoma last year with 12,652 sales compared to 12,618, which is again very close.

Their U.S. counterparts haven’t been so successful due to the GMC variant dragging its heels against the much more popular Chevy, the former brand’s year-to-date sales just 12,372 units compared to the bowtie brand’s 40,670, which combined equal 53,042 units compared to the Toyota USA’s 78,153 Tacomas. Likewise, last year’s total sales were 108,725 units for the Colorado and 37,449 for the Canyon resulting in total combined deliveries of 146,174, which sounds great until compared to the Tacoma’s 191,631 sales.

On a per capita basis it’s quite clear Canadians are much bigger mid-size GM pickup truck fans than our friends to the south—so much for the heartbeat of America.

Having recently driven every new 2017 truck on the market, except for the GMC version (I’ve got one booked for later this month, but it’s mostly the same if you hadn’t already figured that out) and the Nissan Frontier (it’s way too old to consider calling new despite being dubbed with the 2017 model year, although it had its strongest 12 months of sales in more than a decade last year), I can understand why the GM trucks are selling so well. They’ve got styling, performance, efficiency, interior design and execution, infotainment excellence, and those brilliant rear bumper corner steps going for them. And I haven’t even driven the recently added 2.8-litre Duramax turbo-diesel yet (hopefully that’ll be in the upcoming Canyon).

Behind my 2017 Chevy Colorado Z71 Crew Cab 4WD tester’s smiling grille is GM’s 3.6-litre DOHC, direct-injection V6 with a variable intake manifold and variable valve timing making 308 horsepower at 6,800 rpm and 275 lb-ft of torque at 4,000 rpm, which is three horsepower and six lb-ft of torque more than last year. Suffice to say it moves along quickly enough, but it’s also quite efficient due in part to cylinder deactivation that temporarily cuts fuel to three of its cylinders when coasting or otherwise not required, and auto start/stop that shuts the engine off entirely when it would otherwise be idling, both new to this V6.

Fuel economy remains the same at 13.6 L/100km city, 9.9 highway and 11.9 combined, which is par for the course (the Tacoma 4X4 Double Cab V6 with a similar configuration is good for an estimated 13.1 L/100km city, 10.5 highway and an identical 11.9 combined, despite just 278 horsepower and 265 lb-ft of torque), although that segment-exclusive four-cylinder turbo-diesel mentioned earlier, which puts out 181 horsepower at 3,400 rpm and 369 lb-ft of torque at 2,000 rpm, gets a claimed 12.0 L/100km city, 8.2 highway and 10.3 combined.

My tester’s advanced mode-selectable eight-speed automatic transmission with manual shift capability has much to do with its efficiency, this having the most forward speeds of any pickup truck in the class, plus when the Trailering Package is added it now includes a standard trailer brake controller (previously only available with the diesel), helping it achieve up to 3,175 kilos (7,000 lbs) of trailering weight as tested, whereas the diesel 4×4 can pull up to 3,447 kg (7,600 lbs).

Also notable, GM’s AutoTrac automatic four-wheel drive system is now standard fare with the V6, the old system requiring users to manually select 2WD, 4WD Hi or 4WD Lo.

Strangely, of all the potential variations of cab size (there are three), bed length (there are two), engines (there are three), transmissions (there are two), drivelines (two again), and trim levels (there are many), all of the Colorados loaned to me over the past three years have been almost identical in configuration. The first two Z71 Crew Cab Short Box V6 4WD models were even the same Red Hot colour, while this latest 2017 model is trimmed out nearly the same once again other than its new for 2017 Cajun Red Tintcoat paintjob, although even that’s another shade of red (Graphite grey is also new for 2017, while Laser Blue and Orange Burst were late additions to the 2016 model).

Even their interiors have been the same, with carbon copy black and grey, leatherette and cloth upholstery. They’ve all been very nice, but how about some variety GM? I’d like to try a base truck with the 2.5-litre four, or for that matter the diesel I’ve been going on and on about. The new ZR2, Chevy’s mid-size answer to Ford’s off-road racing replica Raptor, would be a wonderful change. That model with the diesel might be just about perfect.

The diesel was new last year, by the way, with this latest 2017 model having some additions of its own. These include the aforementioned nudge upward in V6 performance, plus a new larger 7.0-inch infotainment touchscreen incorporating an updated Chevrolet MyLink interface with Apple CarPlay and Android Auto, available with the base WT (Work Truck) and standard in mid-range LT trim.

My tester received the same impressive 8.0-inch Chevrolet MyLink infotainment system as last year’s version, complete with the previously mentioned features in the 7.0-inch system as well as Bluetooth streaming audio, voice activation, satellite radio, four USB ports, and more.

If you’re wondering what you get for the upgrade to Z71 trim, the features list includes an automatic locking rear diff, hill descent control, an upgraded twin-tube shock infused off-road suspension, a transfer case shield, 17-inch Dark Argent metallic cast aluminum alloys on 255/65 all-terrain tires, a full-size 16-inch spare, projector style headlights, fog lamps, remote start, an auto-dimming rearview mirror, single-zone auto climate control, a powered front passenger seat, powered lumbar support for both front seats, heatable front seats, a sliding rear window, an EZ-Lift and Lower tailgate, and more.

The Z71 gets most everything from LT trim too, including the two-speed AutoTrac transfer case noted earlier, body-colour side mirror housings, door handles and rear bumper, remote entry, a tilt and telescopic leather-wrapped multifunction steering wheel, chrome interior door handles, an overhead console, illuminated vanity mirrors, a colour multi-information display, cruise control, the larger 8.0-inch touchscreen, OnStar with 4G LTE Wi-Fi, and more.

Lastly, some notable items that get pulled up to Z71 trim from the base WT (when equipped with the Crew Cab, Short Box, and 4WD) include the V6, eight-speed, four-wheel discs with ABW, traction control and StabiliTrak stability control, front recovery hooks, black beltline mouldings, a cargo box light, GM’s exclusive (and brilliant) CornerStep rear bumper, powered door locks, a locking tailgate, colour-keyed carpeting, carpeted floor mats front and rear, powered windows, front bucket seats, a powered driver’s seat, a split-folding rear bench seat, a floor-mounted centre console, air conditioning, a backup camera, a six-speaker audio system, tire pressure monitoring, all the expected airbags front and rear, and more.

That 2017 Colorado Z71 Crew Cab Short Box 4WD starts at $38,545 plus freight and fees, but was outfitted with yet more gear as-tested including the Cajun paint at $595, upgraded cargo area lamps at $310, and four cargo tie-down rings at $125, pushing the total price up to $39,575.

How do I like it? Have I experienced any problems so far? What would I change? Does it deserve its success? I’ll answer these questions and more in an upcoming review. Until then I recommend you come back for more…

The original Focus ST dates back to the model’s first-generation when it became the blue-oval brand’s VW GTI killer in 2005, but like so many fabulous cars offered in other markets it was never brought…

In Our Garage

2017 Ford Focus ST

The original Focus ST dates back to the model’s first-generation when it became the blue-oval brand’s VW GTI killer in 2005, but like so many fabulous cars offered in other markets it was never brought across the Atlantic to play in our sandbox. Sure we had the 2002–2004 SVT Focus with a significant 170 horsepower, but that was still 52 ponies shy of the KKK-Warner turbocharged Euro version, whereas the ST variant of the Focus ZX4 built from 2005–2007 hardly deserves mention due to just 151 horsepower.

We’d have to wait a total of six years after ex-Boeing CEO Alan Mulally took the reigns in Dearborn so that his “One Ford” strategy could be more fully implemented before the 2013 Focus ST made its U.S. and Canadian debuts, followed quickly by the equally entertaining 2014 Fiesta ST (ironically the year Mulally was ousted).

Forget for a moment that the both small Fords are some of the most outdated models in their respective classes, or maybe I should call them two of the oldest models in their subcompact and compact car segments, because despite being in our market for five and four years apiece they’re still more advanced than many of their peers.

It’s just that they’re up against a phenomenally good new Honda Civic (that now comes in four body styles as well as a duo of new high performance Si models and an ultra-aggressive Type R), a much-improved Hyundai Elantra (in sedan and GT hatchback trims), and a better-than-ever Toyota Corolla (now with the Scion iM joining its ranks), while most others in the class than have been redesigned more recently.

Nevertheless, one glance at the 2017 Focus ST ¬(or its insanely powerful Focus RS sibling—another previously Euro-only model introduced here last year, but available since 2002 in Europe) and you probably won’t care, as it looks fabulous, comes stuffed full of two of the best Recaro sport seats in the entire compact class, and scoots like someone lit its tail on fire.

I half expect to see flames thrown from its tailpipes in between shifts when I see one burning up the street in my import-tuner and supercar dominated neighbourhood, and yes the Focus ST should be considered an import despite wearing a decidedly domestic badge due to the cooperative group of global Ford performance divisions that came up with the idea, incubated it, brought it to life, kept it on life support when bean counters wanted it killed, and resuscitated it for this current generation. Let’s hope it remains, along with the aforementioned RS, to top off the next-gen Focus, which is expected sometime next year.

Before sharing most of the reasons why I love the Focus ST in an upcoming review of this exact car, let me fill you in on some cold, hard facts: 252 horsepower, 270 lb-ft of torque, a 2.0-litre turbocharged, direct-injected Ecoboost I-4, a short-throw six-speed manual gearbox, a unique lightweight fully independent sport suspension design, lightweight 18-inch alloys on low profile summer performance tires, and a 1,462-kilo (3,223-lb) curb weight. Does that sound like something that’s got what it takes to get a move on? You betcha!

Strap yourself into those deeply sculpted leather Recaro sport seats, grab hold of its leather-wrapped flat-bottomed sport steering wheel, give a firm tug on its carbon-fibre trimmed parking brake lever, take hold of its carbon-fibre and leather-clad shift knob, find your footing on its ideally placed aluminum pedals, glance over at its trio of ancillary mini-gauges with turbo boost pressure atop the dash (just for fun), and don’t forget to select your favourite tunes on the 10-speaker Sony audio system. You’re now ready to rhumba! Believe me, it may not be the 350 horsepower Focus RS, but time well spent with a Focus ST won’t be forgotten anytime soon.

Keep in mind the $33,698 2017 Focus ST is also $14,720 more affordable than the RS, so you’ll still have enough to buy a new Fiesta for a family member or friend. Seriously though, it’s a great value as far as brilliantly fun super hatches go. Plus it’s not exactly all go and now show either.

As mentioned earlier, its unique front grille and fascia, extended rocker panels, larger rear rooftop spoiler, and redesigned rear bumper cap with exclusive centre-mounted chromed tailpipes totally set the Focus ST apart, while other standard exterior features include auto on/off LED signature enhanced HID headlamps, black bezeled fog lights, heated power-adjustable side mirrors with integrated turn signals, and more.

Proximity-sensing keyless access gets you inside while pushbutton start gets the little turbo-four percolating, the Focus ST receiving most of the items previously mentioned as standard equipment, as well as the nicer soft touch interior panels of the Focus Titanium, plus metal “ST” branded scuff plates, ambient lighting, one-touch up/down powered windows all-round, a 4.2-inch high-resolution colour TFT multi-information display, cruise control, variable intermittent wipers, a heated steering wheel rim, heatable front seats, an eight-way powered driver’s seat, leather upholstery, an overhead console, a powered moonroof, and dual-zone auto climate control, while the carbon-fibre trim mentioned earlier can also be found on the door grab handle inserts and the bezel surrounding the dash-top mini gauges.

Tech fans will love the ST’s standard 8.0-inch centre stack-mounted touchscreen incorporating a backup camera with active guidelines and Ford’s new Sync 3 infotainment interface featuring tap, pinch and swipe capability, plus Apple CarPlay and Android Auto phone connectivity, the previously noted Sony audio system, enhanced voice recognition, satellite radio, dual smart-charging USB ports, etcetera.

Additionally, standard safety features include a perimeter alarm, hill start assist, tire pressure monitoring, sport-tuned ABS, traction and stability control, a full assortment of advanced airbags including one for the driver’s knees, plus plenty more.

My tester is fully loaded, which means navigation with detailed mapping adds $800, the machine-finished alloys with black painted pockets are an additional $600, and that eye-searing Triple Yellow paint increases the bottom line by $550, the total options coming to $1,950.

You might gather from my enthusiasm that I’m in for a very good week, so if you don’t hear much from me in the coming days you’ll know why. I’ll have a full review on this sensational little road rocket soon…

News & Reviews- Tag: 2017

2017 Volvo S60 T6 AWD

2017 Ford F-150 Lariat 3.5 Ecoboost Special Edition

2017 Honda HR-V EX-L Navi

2017 Ford F-150 Lariat 4×4 SuperCrew

2017 Chevrolet Bolt EV Premier

2017 Toyota Sienna Limited AWD

2017 Chevrolet Colorado Z71 Crew Cab 4WD

2017 Ford Focus ST

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