You’d think for a car available non-stop since 1965 there’d be more than six generations to the legendary Mustang’s credit, but Ford ran the first generation (the many iterations of which any genuine…
A week with a Mustang is always good, and one with a GT Convertible even better. (Photo: Karen Tuggay, Canadian Auto Press)
You’d think for a car available non-stop since 1965 there’d be more than six generations to the legendary Mustang’s credit, but Ford ran the first generation (the many iterations of which any genuine car enthusiast equally loves and lusts after) for eight years and made even better use of the 1979–1993 third-gen Fox bodied model. I don’t think you’d get much argument from all but drag racing fans that the current rear independent suspension-enhanced sixth-gen model, available since 2015, is the best Mustang ever.
The side most competitors had better get used to seeing. (Photo: Karen Tuggay, Canadian Auto Press)
It takes little coaxing for us to accept a week in any of its trims, the first of this type being a 2015 Mustang GT Premium Convertible, which was followed by the new 2.3-litre turbo four-cylinder 2016 Ecoboost Fastback and a 2016 GT Convertible, the latter much like our most recent tester other than its eye-searing Triple Yellow paintjob.
Love the GT’s available red on black interior detailing. (Photo: Karen Tuggay, Canadian Auto Press)
Actually, this 2017 GT Convertible Premium is coated in the same Ruby Red exterior paintwork and its seats covered in identical Red Line leather as the 2015 example (the Ecoboost Fastback was finished in Oxford White on black, if you must know), these two cars appearing near identical if it weren’t for the same GT Performance Package as added to the Ecoboost Fastback, that upgrade beefing up the wheels to glossy black 19s, plus a whole lot more.
This is how we like to roll. (Photo: Karen Tuggay, Canadian Auto Press)
At the heart of the GT is a 435 horsepower 5.0-litre V8 with 400 lb-ft of torque, capable of sling-shooting the 1,756-kilo (3,863-lb) ragtop to 100km/h in less than five seconds with standard launch control engaged. Ford was kind enough to include its six-speed manual transmission in this tester, which is the best way to go if you don’t mind a lot of DIY activity in city traffic.
I’ll comment on its refinement and all of the car’s other driving dynamic details in my upcoming review, plus remind you of the many improvements Ford made to this model when introduced as a 2015 model, while filling you in on specific 2017 upgrades (and downgrades) as well…
When you go to Honda’s retail website and click on “Hybrids” you’re presented with the 2017 Honda Accord Hybrid. That’s it. For the first automaker to ever produce a modern-day hybrid for consumer…
The stylish 2017 Accord Hybrid is Honda’s best HEV yet, and one of the most enticing in its mid-size class. (Photo: Karen Tuggay, Canadian Auto Press)
When you go to Honda’s retail website and click on “Hybrids” you’re presented with the 2017 Honda Accord Hybrid. That’s it. For the first automaker to ever produce a modern-day hybrid for consumer sale, not to mention a company that’s created two different versions of that dedicated Insight compact hatchback (1999–2006 and 2009–2014), a long-running Civic Hybrid compact sedan (2002–2015), another dedicated CR-Z hybrid sports model (2010–2016), it’s strange to see just one electrified model in the current lineup.
Attractive from front to back, the Accord Hybrid isn’t only about saving fuel. (Photo: Karen Tuggay, Canadian Auto Press)
Click on the “Hybrid” pull-down menu at Toyota Canada’s site and you’ll find six completely different HEVs, including three that wear Prius badges (subcompact, compact and near full-size), two SUVs, and the Camry Hybrid that does battle with this Accord Hybrid, while Toyota’s U.S. division offers two more including the Prius Prime plug-in and the full-size Avalon Hybrid, not to mention a Camry/Accord-sized hydrogen fuel-cell vehicle dubbed Mirai.
Touring trim adds full LED headlamps, LED fogs and stylish machine-finished alloys. (Photo: Karen Tuggay, Canadian Auto Press)
Then skip over to Toyota’s luxury division, Lexus, and you’ll find six more, including the entry-level CT 200h dedicated hybrid, the ES 300h, the GS 450h, the NX 300h, the RX 450h, and new LC 500h (the LS 600h appears to be temporarily discontinued… who knew?).
There’s no shortage of premium-like features inside. (Photo: Karen Tuggay, Canadian Auto Press)
In the U.S. the Accord Hybrid is joined by the old CR-Z (killed off here last year), the 100-percent electric Fit EV (never offered here), and the hydrogen fuel cell-powered Clarity mid-size sedan (what a 10-times larger market allows), whereas Acura is showing off its fabulous new NSX Sport Hybrid, the excellent albeit long-in-tooth RLX Sport Hybrid, and the brand new MDX Sport Hybrid on both sides of the 49th parallel. Yes, things are looking a lot better for electrification at Acura than Honda.
Touring trim adds leather and much more. (Photo: Karen Tuggay, Canadian Auto Press)
The 2017 model shown on this page is actually the second Accord Hybrid, the first introduced in 2005 and sold only through 2007, which sported (literally) a powerful 3.5-litre V6 combined with extra electrical boost that provided 255 net horsepower and 232 net lb-ft of torque for a 6.7-second sprint to 100km/h. It was a fun car to drive, but the market, which wanted fuel-efficiency first and foremost in this class, wasn’t interested and therefore it was killed after just two model years. Truly, if Honda had dropped this power unit into the Acura TL of the time it might’ve been a hit, or at least it might still be around a la Lexus GS 450h.
Hybrids in the mid-size sedan class offer plenty of rear seat room. (Photo: Karen Tuggay, Canadian Auto Press)
After introducing a particularly good 2014 Accord Hybrid (I named it “one of the best hybrids yet”) and toying with an even more enticing Accord Plug-in Hybrid (not available in Canada), both reviewed by yours truly three years ago, Honda seems more tuned in to the market these days, especially because this new-generation Accord Hybrid has been focused more on saving at the pump than leaving its competitors behind at the stoplight (although, as you’ll soon find out, it still does that quite handily).
The Accord Hybrid beats some competitors for trunk space and passenger/cargo versatility. (Photo: Karen Tuggay, Canadian Auto Press)
At $31,300 the Accord Hybrid is priced $1,500 and change higher than the Camry Hybrid, which might affect the decision of some, but to my mind it’s a moot point because the Accord, on the whole, is a much more enticing prospect.
I’ll soon share with you exactly why in a future road test review, but 12 additional horsepower certainly doesn’t hurt. The Accord Hybrid’s 500-cc smaller 2.0-litre four-cylinder makes just 143 horsepower, but the 181 horsepower electric motor connected to it increases total output to 212 net horsepower resulting in more oomph off the line, while its 4.9 L/100km city, 5.1 highway and 5.0 combined claimed fuel economy is much better than the Camry Hybrid’s 5.6 city, 6.2 highway and 5.9 combined rating as well.
Check back soon for my complete review, as there’s a lot more to the Accord’s performance advantage to contemplate, while there’s also much more to consider regarding the car in general, such as styling, interior materials quality, fit and finish, features, roominess and overall liveability, and the list goes on…
Remember when the Camry was the poster child for conservatively shaped mobile wallflowers? Its soul mission seemed to be: provide roomy, comfortable, reliable transportation to people who purposely want…
The 2017 Toyota Camry Hybrid has had sportier lines since its 2015 refresh, along with a much larger maw. (Photo: Karen Tuggay, Canadian Auto Press)
Remember when the Camry was the poster child for conservatively shaped mobile wallflowers? Its soul mission seemed to be: provide roomy, comfortable, reliable transportation to people who purposely want to attract as little attention as possible.
Camry owners can’t fly under the radar anymore. The only four-door sedan with a more conspicuous grille is the slightly larger Toyota Avalon (although not for long as the 2018 Camry will boast the ultimate dog catcher) that shares much of the Camry’s componentry, but the mainstream family sedan’s flashy new attitude certainly hasn’t eroded sales.
I must admit to missing the previous model’s more interesting taillights, but the current design is clean and uncluttered. (Photo: Karen Tuggay, Canadian Auto Press)
Last year the Camry remained number one in its class in both the U.S. and Canada, and by a considerable margin. Certainly sales in the mid-size family sedan segment have been slowing in recent years, the Camry falling victim to crossover SUV growth that includes the ever more popular Toyota Highlander, a mid-size SUV that also shares underpinnings with this bestselling sedan, but the Camry is still king of cars… no scratch that… king of family vehicles (including trucks not sold for commercial purposes).
Complex headlamps, deep grille, sculpted fascia, vertical DRLs, and big chromed alloys, this Camry is no wallflower. (Photo: Karen Tuggay, Canadian Auto Press)
Toyota sold 404,301 Camrys in Canada and the U.S. last year, compared to just 204,343 Highlanders, and 2016 was a particularly poor year for the four-door sedan. By comparison, Camry sales for calendar year 2015 totaled 446,160 in the two jurisdictions, while Highlanders only accounted for 169,327 units. 2014? A few more Camrys at 446,851 units compared to considerably less Highlanders at 155,876.
The Camry Hybrid’s cabin has come a long way since 2007, in style, materials quality, and execution. (Photo: Karen Tuggay, Canadian Auto Press)
That’s not quite the high of 2007 which witnessed 501,326 Camrys leave Toyota’s Georgetown, Kentucky production facility, a year that saw just 132,930 Highlanders roll off the assembly line in Kurate-gun, Japan (production has since moved to Princeton, Indiana, other than the Highlander Hybrid that’s now built in Miyawaka City, Japan), which shows what we all now know, the current upward trend is in favour of SUVs instead of mid-size sedans, but whether or not the two vehicle types’ sales numbers will eventually even out is anyone’s guess.
Hybrid info is on the left and within the colour multi-info display at centre. (Photo: Karen Tuggay, Canadian Auto Press)
While the Camry was nearly twice as popular as the Highlander in North America’s two northernmost countries last year, this isn’t at all the case in Canada. In fact, Camry just barely edged out Highlander with 15,683 deliveries compared to 12,964. And 2016 was the Highlander’s best year ever, whereas Camry rode its biggest wave in 2007 with more than twice as many sales at 28,218 units.
The large touchscreen infotainment system includes the usual backup camera, navigation, audio, phone, and system features, plus exclusive hybrid info. (Photo: Karen Tuggay, Canadian Auto Press)
Compacts are much stronger here than in the U.S. (at the close of Q1, 2017, the Camry was the fifth most popular vehicle in the States and 28th in Canada), where the Corolla led Toyota Canada’s four-door sedan sales with 45,626 units last year (currently fifth most popular in Canada and seventh in the U.S.), and the RAV4 led the entire compact SUV segment as well as every other Toyota model with 49,103 deliveries (currently tenth in Canada and eighth in the U.S.).
Use this for extracting more performance or more fuel economy. (Photo: Karen Tuggay, Canadian Auto Press)
So why should Toyota Canada bother giving me a Camry Hybrid to drive and tell you all about? Of course, 15,000-plus Camry sales is nothing to sneeze at, and the Hybrid adds the positive element of greening society, something that Toyota’s been trying to do since introducing its Prius in 2000, and the first Camry Hybrid in March of 2006 for the 2007 model year.
I was on that launch program, part of which included side-by-side drag races against conventionally powered four-cylinder Camrys down an airport runway on Toronto Island (not during spring floodwaters, mind you). The Camry Hybrids came out ahead as you might expect, the exercise helping to dispel a common belief that HEVs were boring to drive.
Sportier looking seats than Camry Hybrids used to receive. (Photo: Karen Tuggay, Canadian Auto Press)
At the time I noted the 2007 Camry “HV” (the abbreviation then used by Toyota for Hybrid Vehicle, since globally standardized to HEV) sprinted to 100km/h in under nine seconds thanks to 187 net horsepower; provided city and highway mileage of 5.7 L/100km (remember that our old two-cycle rating system was haplessly inaccurate); and had a starting price of $31,900; so other than the styling, a much more refined interior with more features, and a starting price of (are you sitting down?) $29,770, some $2.1k less than a decade ago, not much has changed.
Rear seat roominess has long been a Camry attribute, whether conventionally powered or electrified. (Photo: Karen Tuggay, Canadian Auto Press)
Granted, performance has improved thanks to an updated 2.5-litre Atkinson Cycle four-cylinder internal combustion engine (ICE) that, when combined with the same Hybrid Synergy Drive technology that incorporates an identical 105-kW rating for its permanent magnet electric motor and nickel-metal hydride (NiMH) battery combination, is rated at 200 net horsepower now, an increase of 13 horsepower since inception.
What about trunk space? Smaller? Less flexible? Check back for our review to find out. (Photo: Karen Tuggay, Canadian Auto Press)
While older tech than Lithium-ion (Li-ion), NiMH batteries have served Toyota well over the years; powering some Prius taxi cabs more than a million kilometers before needing replacement. Despite the power upgrade and a change by Transport Canada to a new more realistic five-cycle testing method, the 2017 Camry Hybrid’s fuel economy is actually better than the 2007 model in the city at 5.6 L/100km, and not much worse on the highway (on paper) at 6.2 L/100km (I’m sure it’s improved for real; its combined rating is 5.9 L/100km, incidentally), while the car itself is miles more impressive.
Toyota’s Hybrid Synergy Drive system is the stuff of HEV legend. (Photo: Karen Tuggay, Canadian Auto Press)
I’m not just talking about its styling (I’m more of a “fan” of the current generation’s pre-facelift 2012–2015 model anyway), but more so of the attention to detail Toyota spent on interior design and quality, plus the way it drives. As you’ll know by now, I won’t discuss either point here in this abbreviated “Garage” review, but will be sure to fill you in on the experiential details in my upcoming road test.
For now, enjoy the photos and prepare for the good, the bad and the ugly of this popular electrified four-door (ok, there really is no bad and ugly about the Camry Hybrid, but it’s hard to pass up an opportunity to mention one of my favourite Westerns and the best Clint movie).
As for what will happen to you if you don’t take advantage of the great fuel economy and advantageous pricing of the 2017 Camry Hybrid, as Blondie once said, “If you do that, you’ll always be poor… just like the crazy rat that you are.”
Let’s not bore each other with mundane luxury and convenience features. The 2017 Subaru WRX Sport-tech gets a 268hp 2.0L turbo 4, a 6-speed manual, active torque vectoring AWD, 18-inch rims, a sport…
WRX? EVO? WRX? EVO? WRX? Hold on… we no longer get to make this argument. Sadly, in a dedicated, systematic effort to transform itself into the most yawn-inducing automaker the world has seen since Daewoo disappeared under the umbrella of General Motors, Mitsubishi has forsaken its countless performance fans along with decades of world rally heritage by giving up on the legendary Lancer Evolution series of compact sport sedans, so now the only Evo that might have a chance of unseating a new WRX will need to come from the pre-owned side of Mitsubishi's dealer lots (or the used lots of Subaru retailers exchanging Evo trade-ins for new WRX STIs). The WRX, on the other hand, is very much alive and better than ever, while its Subaru parent, despite no longer taking part in the World Rally Championship directly, still benefits from its decades of motorsport investment. In fact, Subaru's Canadian division has been growing stronger every year, from just 16,190 sales a decade Read Full Story
Amazingly, Lexus went from having nothing in the compact luxury SUV segment throughout most of 2014 to being one of the top-three players by the end of 2016. The story is even better in the U.S. where…
The 2017 Lexus NX 300h still looks fabulous despite being in its third year of availability. (Photo: Karen Tuggay, Canadian Auto Press)
Amazingly, Lexus went from having nothing in the compact luxury SUV segment throughout most of 2014 to being one of the top-three players by the end of 2016. The story is even better in the U.S. where the new NX is now number one in the entire class.
How the mighty Germans have fallen, not that Lexus is particularly weak and feeble. The Japanese luxury brand is a powerhouse in the crossover sport utility sector where its RX has been the bestselling mid-size luxury SUV in both Canada and the U.S. (by a long shot) for as long as there’s been a mid-size luxury SUV segment, a vehicle class it helped to create. Therefore it only makes sense the NX would do well too.
Modern angles are everywhere, Lexus no longer the conservative wallflower it was in decades past. (Photo: Karen Tuggay, Canadian Auto Press)
It helps that it looks fabulous, or at least I like it a lot. The NX’ design hasn’t changed one iota since arriving in December of 2014 as a 2015 model. Lexus didn’t wait long before getting this hybrid variant to market either, joining it up with the NX 200t for the model’s inaugural year and making it an important part of its one, two knockout NX punch ever since.
The full LED headlamps and 18-inch alloys are part of the Executive package upgrade. (Photo: Karen Tuggay, Canadian Auto Press)
Now that the Audi Q5 Hybrid is history, the NX 300h is an anomaly within the compact luxury SUV category. In fact, with Audi also eliminating the Q5 TDI (at least temporarily) and Mercedes-Benz doing likewise with its new GLC (again, just for the time being as far as we know), the only alternative-fuel competitors in the class are BMW’s X3 xDrive28d and the unlikely addition of Jaguar’s F-Pace 20d. Still, being that Dieselgate ruined Rudolf Christian Karl’s most fuel-efficient internal combustion engine (ICE) type, most environmentally oriented consumers won’t be turning to diesel as a way to save the planet, leaving the NX 300h as the only real green choice in this burgeoning market segment.
The Executive package adds a number of upscale features. (Photo: Karen Tuggay, Canadian Auto Press)
Behind the NX 300h’s bold spindle grille is the same ultra-clean powertrain as the new Toyota RAV4 Hybrid and Lexus’ ES 300h, comprised of a 150 horsepower gasoline-fueled 2.5-litre four-cylinder Atkinson Cycle ICE with 152 lb-ft of torque driving the front wheels and a 50 kW (67 horsepower) permanent magnet electric motor powering the axle in back, the energy for the latter sourced from a rear-mounted nickel-metal hydride battery that gets recharged via the ICE as well as regenerative braking.
The 300h gets hybrid info in place of the usual tachometer. (Photo: Karen Tuggay, Canadian Auto Press)
When topped off it has the ability to drive solely on EV power for short distances at low speeds (bumper-to-bumper traffic, parking lots, etcetera), but most of the time it merely assists the ICE for improved performance and reduced fuel consumption. A specially designed continuously variable transmission (CVT) takes care of shifting duties, of sorts, the full result of Lexus Synergy Drive’s combined forces being 194 net horsepower and the same 152 pound-feet of claimed torque (although it feels like a lot more and likely is).
A Sport mode is standard, as is an all-electric EV mode. (Photo: Karen Tuggay, Canadian Auto Press)
More importantly the NX 300h is good for estimated fuel economy equaling 7.1 L/100km in the city, 7.7 on the highway, and 7.4 combined, which is far and away the best in its class (the X3 and F-Pace diesels achieve 7.9 and 8.1 combined city/highway respectively).
Along with its EV mode, the NX 300h features three selectable drive modes including Eco, Standard, and Sport, these focused on maximizing efficiency or power rather than changing steering and suspension settings.
This hidden Qi wireless device charger is is part of the Executive upgrade. (Photo: Karen Tuggay, Canadian Auto Press)
This being a niche model in comparison to the NX 200t, Lexus’ Canadian division limits trims to just one and options packages to a singular digit as well. Standard trim, which starts at $54,350, is therefore generously equipped with 18-inch alloys on 225/60R18 all-seasons, LED low-beam headlights with washers, LED DRLs, LED clearance lamps, LED fog lights, LED taillights, aluminum roof rails, a rear rooftop spoiler, auto-dimming power-adjustable heated side mirrors with integrated turn signals and memory, proximity access, and more on the outside.
The NX 300h now gets standard leather upholstery. (Photo: Karen Tuggay, Canadian Auto Press)
Once inside the base NX 300h includes pushbutton ignition, a heatable leather-wrapped multifunction steering wheel, a powered tilt and telescoping steering column, a colour TFT multi-information display, leather upholstery, heated and cooled power-adjustable front seats with driver’s side memory, an auto-dimming rearview mirror, dual-zone auto climate control, touchscreen infotainment featuring a reverse camera with active guidelines and navigation, a 120-volt household-style power outlet, an integrated garage door opener, a powered moonroof, a powered tailgate, hill start assist, all the usual active and passive safety features including airbags for the driver’s knees, and more.
Is the rear seating area roomy enough for your needs? We’ll tell all in our upcoming review. (Photo: Karen Tuggay, Canadian Auto Press)
Our fully decked out tester included the $6,650 Executive Package that adds full LED headlamps with auto-leveling and auto high beams, rain-sensing wipers, dynamic radar cruise control, head-up display, Qi wireless device charging, 10-speaker audio, Shimamoku hardwood inlays, powered rear seat releases with switches on the dash and cargo compartment, front and rear parking sensors, blindspot monitoring with rear cross-traffic alert, a pre-collision system with emergency autonomous braking, lane departure alert with steering assist, and more, raising the price to $61,000 plus freight and fees. These latter items earn the NX 300h Executive a Top Safety Pick Plus rating from the IIHS.
How’s that for size? We’ll provide cargo specs and discuss overall liveability in the review. (Photo: Karen Tuggay, Canadian Auto Press)
Where the conventionally powered NX 200t can be had with the sportier F Sport package, the NX 300h makes do with less aggressive styling and more comfort-oriented suspension settings, although you can upgrade the wheels to a unique set of 19-inch F Sport alloys via the accessories catalog for $2,650 and change.
As you may have noticed I haven’t told you diddly squat about my experience behind the wheel, what I think about its overall refinement, or its standard and available feature set, overall roominess, pricing and value proposition, etcetera, etcetera, which means you’ll need to come back for my detailed road test review. Make sure you do, as you may just be surprised at what I have to say…
Volkswagen will soon replace its Tiguan compact SUV with a newer and larger version, which should help it pull in buyers looking for more size and functionality. The current model, which has only received…
Still cute and perky, the current 2017 Tiguan takes its final breath with this new Wolfsburg Edition. (Photo: Karen Tuggay, Canadian Auto Press)
Volkswagen will soon replace its Tiguan compact SUV with a newer and larger version, which should help it pull in buyers looking for more size and functionality.
The current model, which has only received a mid-cycle update since 2007, is smaller than most compacts, and therefore sells in much fewer numbers than more popular compacts like Honda’s CR-V, Toyota’s RAV4, Nissan’s Rogue, etcetera. The Hyundai Tucson and Kia Sportage suffer from a similar scenario, as they’re sized closer to large subcompact SUVs like Mitsubishi’s RVR, Toyota’s new C-HR, and Nissan’s upcoming Qashqai.
Rugged looking it’s not, the Tiguan proving its worth on curving pavement like most VWs. (Photo: Karen Tuggay, Canadian Auto Press)
The actual sales numbers might be deflating if VW wasn’t in the process of launching a new 2018 Tiguan, with the current model’s 2017 year-to-date sales of 2,562 units ranking 12th out of 16 models selling into the mainstream compact SUV segment; the bottom feeders are made up of niche brands and models like Mitsubishi’s Outlander and Subaru’s Crosstrek respectively, plus has-beens like Jeep’s Patriot and Compass (yes, surprisingly these two Dodge Caliber-based “classics” are still for sale, the latter even being redesigned for 2018). The Tiguan fared slightly better last year, its 11,229 total sales placing 11th overall after all 12 months of 2016 came to a close.
These 17-inch alloys are standard with the Wolfsburg Edition. (Photo: Karen Tuggay, Canadian Auto Press)
Does its poor ranking make it a bad choice in the compact SUV class? Not at all. In fact, if you were to compare its sales amongst subcompact SUVs, its 2017 YTD number would put it third out of nine competitors, while its 2016 calendar year sales would find it second overall. Of course, if we did this we’d need to toss the two Korean compact SUVs into the mix, but even knocking that fantasy sales chart standing down a couple of notches would be a good showing for the little VW.
Does the dash layout still look fresh enough for you? (Photo: Karen Tuggay, Canadian Auto Press)
Yes, that’s quite an intro for a “Garage” update, but I find sales details compelling (they’re the only real indicators of how much we consumers like a given vehicle, or not), and as I often say, the one thing the game show “Who Wants to Be a Millionaire” taught us was just how often the audience is correct (makes me still believe in the power of democracy despite recent events). So based on that bit of science, is the Tiguan your best bet amongst compact SUVs?
This impressive infotainment system was new last year. (Photo: Karen Tuggay, Canadian Auto Press)
I’ll attempt to answer that question in an upcoming review (and it will no doubt come down to available discounts), but until then I’ll give you a short rundown on the car at hand. First off, all 2017 Tiguans come with VW’s peppy 2.0-litre TSI gasoline-powered four-cylinder, producing 200 horsepower and 207 lb-ft of torque. A six-speed automatic with Tiptronic manual mode puts the power down to the front wheels, while as-tested 4Motion all-wheel drive is optional.
Two-tone black and beige leatherette seats. Cool? We think so. (Photo: Karen Tuggay, Canadian Auto Press)
In a nice change of events, VW provided a more basic trim level for we journos to drive this time around, which normally happens when any automaker is trying to promote a special edition model (normally our weekly rides are fully loaded up with loot so we enjoy the best possible experience). Therefore, our tester was the second-rung (out of four) Wolfsburg Edition, which takes a base Trendline and adds 4Motion AWD, an eight-way powered driver’s seat with powered lumbar support, their (new last year) 6.33-inch Composition Media infotainment touchscreen with a proximity-sensing display (cool), App-Connect with Android Auto, Apple CarPlay and MirrorLink phone connectivity, an SD card slot, and eight-speaker audio, while supposedly “Wolfsburg Edition” badges were stuck onto the outside B pillars, but I can’t find these at all.
It looks pretty fancy back here, but how does it measure up? (Photo: Karen Tuggay, Canadian Auto Press)
I defer to VW’s associated paperwork (they hand out when picking up each car), and yes it says “Tiguan Wolfsburg Edition 4MOTION” right there in black on white. A quick trip over to the VW.ca website shows that indeed the Wolfsburg Edition is the only trim available with my tester’s unique two-tone black and beige leatherette upholstery (a no-cost option that someone at VW’s PR department checked—black being the alternative), its infotainment system isn’t available with navigation (not included in my loaner), and its only paid option is a $1,450 panoramic sunroof (check). So this $31,648 SUV is indeed a completely loaded 2017 Tiguan Wolfsburg Edition 4Motion in standard Pacific Blue paint (new for this year), sans “Wolfsburg Edition” badging. It must have been an early build.
A panoramic glass sunroof… we like! (Photo: Karen Tuggay, Canadian Auto Press)
Anyway, you may want to know that Reflex Silver is new to the Tiguan paint palette this year and available with the Wolfsburg Edition too, while other possible Wolfsburg colours include Deep Black Pearl, Pure White, and Night Blue Metallic (a darker hue than our tester), while yet more 2017 Tiguan additions (can you believe they still updated this eight-year old model for its final partial year before getting replaced?) are relegated to pricier Comfortline and Highline trims.
A nicely finished cargo compartment, but is it big enough? (Photo: Karen Tuggay, Canadian Auto Press)
For now we’ll leave the commentary there, and instead revisit this special Tiguan soon as a full road test review. That means I’ll let you know how it drives, if it’s interior is still up to snuff after all these years, how well the relatively new infotainment system works, is that eight-speaker audio system any good, if there’s enough room in back, how useful the storage area is, etcetera. Stay tuned…
Toyota’s latest 2017 4Runner is in our garage this week, and this particular example is one we especially like. The TRD Off Road is far from top-of-the-line, actually sitting second in a range that…
There’s nothing soft or subtle about Toyota’s 4Runner in 4×4-optimized TRD Off Road trim. (Photo: Karen Tuggay, Canadian Auto Press)
Toyota’s latest 2017 4Runner is in our garage this week, and this particular example is one we especially like.
The TRD Off Road is far from top-of-the-line, actually sitting second in a range that includes five trims, but the only one we’d rather have is the top-tier TRD Pro. Why?
They’re both fully optimized for hitting the trail, the TRD Pro a $52,195 4×4 stuffed full of nearly everything Toyota has available for the 4Runner, including an intense new blackened matte grille, blacked out front and rear bumper caps, and 17-inch matte black alloys on 31.5-inch Nitto Terra Grappler off-road rubber hiding beefy Bilstein dampers with remote rear reservoirs behind. It looks best in exclusive Cement Grey Metallic paint, although that’s just how we feel. Toyota offers it in Alpine White and Barcelona Red Metallic too, while all get black SofTex pleather upholstered interiors with plenty of TRD Pro branded details.
It’s a tall mid-size SUV with superb visibility all-round. (Photo: Karen Tuggay, Canadian Auto Press)
That brutish model is actually based on the $46,720 TRD Off Road we’re testing this week. The latter is less intimidating thanks to a body-colour grille and satin silver bumper caps, these latter items a bit harder to make out with our tester’s Classic Silver Metallic paintwork. Toyota offers a wider range of exterior colour options in TRD Off Road trim, but alas no Cement Grey. Its six-spoke machine-finished 17-inch alloys with black painted pockets more than make up for any lack of exclusivity, as does the bulging scoop atop the hood and circular fog lamps integrated into its angularly carved front corner vents.
The latter two items come standard, but Toyota adds a classier chrome-laden grille strikethrough and unique chromed front fascia design for Limited trims, while chrome mouldings wrap around the sides in an attempt to dress this string-tied cowboy up for a tux and tails black-tie dinner, which is why we like the 4Runner’s purer 4×4 body styles best.
The hood scoop is shared with the TRD Pro, but the silver bumper cap and six-spoke alloys are unique. (Photo: Karen Tuggay, Canadian Auto Press)
We also appreciate that Toyota never tried to neuter the 4Runner into a raised family wagon like Nissan did with the Pathfinder, a model that continues forward in name only. Instead, Toyota allowed the 4Runner to remain true to its 4×4 roots and created a completely new model to attract less adventurous families that nevertheless wouldn’t dare drive a minivan, and in hindsight the bigger Japanese brand benefits from a Highlander that regular outsells the Pathfinder, and a 4Runner that still pulls in plenty of diehard customers all on its own.
The 4Runner TRD Off Road’s cabin is mostly business yet still reasonably upscale. (Photo: Karen Tuggay, Canadian Auto Press)
The 4Runner isn’t completely alone in the off-road capable segment, but it has fewer competitors now that it endured through the ‘80s and ‘90s. Ford’s Explorer might be based on the same mid-size car platform as the unorthodox Flex, but it offers a Land Rover-style preprogrammed terrain system that does well enough off the beaten path for many, and Dodge’s Durango, also unibody in design, remains off-road ready too. Of course, Jeep’s Grand Cherokee (unibody too) maintains its muddy reputation, and VW’s Touareg isn’t quite the 4×4 beast it was initially, but still offers some semblance of trailblazing prowess (although nobody seems to care anymore). Still, if you ask the majority of brazen bushwhackers which SUV they’d trust to take them 50 miles inland on an unkempt cattle trail, most will choose the 4Runner.
There’s a second shifter for selecting 4WD behind this main gear lever. (Photo: Karen Tuggay, Canadian Auto Press)
Four-by-four traditionalists won’t be able to complain about too many creature comforts in this TRD Off Road, as there’s no proximity-sensing access, pushbutton ignition, LED ambient lighting, electromechanical parking brake, colour multi-info display, auto HVAC, big screen high-gloss infotainment, brand name audio, heated steering wheel, perforated leather seats with ventilation, panoramic glass roof, powered liftgate, auto high beams, adaptive cruise control, autonomous braking, lane departure warning, etcetera.
Those are red “TRD” logos embroidered into the pleather seats. (Photo: Karen Tuggay, Canadian Auto Press)
Then again it does get classic lever-style secondary gear shifter for its part-time four-wheel drive along with a real bull low range, plus Multi-Terrain Select, a rear differential lock, four-wheel crawl control, an automatic disconnecting differential, Toyota’s Kinetic Dynamic Suspension System (I’ll explain this in an upcoming review), Multi-Terrain ABS, downhill assist control, trailer sway control, fuel tank and transfer case protector plates, and plenty of other 4×4 features.
Spacious rear seats for three. (Photo: Karen Tuggay, Canadian Auto Press)
Not to be misunderstood, the TRD Off Road isn’t all about living life in the wild, with additional standard kit including heatable powered side mirrors with integrated turn signals, a tilt and telescopic leather-wrapped multifunction steering wheel, a leather-wrapped shift knob, lots of piano black lacquered trim, a powered moonroof, colourful Optitron primary gauges with a monochrome trip computer at centre, cruise control, air conditioning, a 6.1-inch infotainment touchscreen with a backup camera, navigation with mapping, plenty of stock and downloadable apps, Bluetooth phone connectivity with audio streaming, SMS/email-to-speech capability, advanced voice recognition, satellite radio, black SofTex leatherette upholstery with red stitching, an eight-way powered driver’s seat with two-way powered lumbar support, a four-way powered front passenger’s seat, heated front seats, handy 40/20/40 split-folding second-row seats, a power-sliding tailgate window, silver roof rails with unique black end caps, tire-pressure monitoring, all the usual active and passive safety features, and much more.
Standard 40/20/40 split-folding rear setbacks makes the 4Runner ultra flexible for passengers and cargo. (Photo: Karen Tuggay, Canadian Auto Press)
Nobody’s going to buy a 4Runner for its claimed 14.2 L/100km city and 11.1 highway fuel economy rating, but its 4.0-litre V6 is robust enough at 270 horsepower and 279 lb-ft of torque. More importantly it’s proven reliable, as has its comparatively archaic five-speed automatic transmission. Don’t laugh. It’s more likely to get you out of the wilderness in one piece than most of the 4Runner’s peers, while its 2,268-kilo (5,000-lb) tow rating is pretty decent for a V6-powered SUV as well.
I’ll explain how its innovative X-REAS suspension with cross-linked dampers works on the road in the aforementioned review, plus discuss ride quality and what this unique 4Runner is like to live with day in and day out, as well as how it’s doing in the market, its reliability, safety, resale value, and more. Stay tuned for the full review…
In the mainstream volume auto sector only Daimler’s Smart brand has fewer models than FCA’s Chrysler. Chrysler has three. And next year it’ll be down to two. Just how FCA allowed this to happen…
The stylish new Pacifica Hybrid is the most fuel-efficient minivan ever. (Photo: Karen Tuggay, Canadian Auto Press)
In the mainstream volume auto sector only Daimler’s Smart brand has fewer models than FCA’s Chrysler. Chrysler has three. And next year it’ll be down to two. Just how FCA allowed this to happen is anyone’s guess outside of Auburn Hills, but at least the two models that will carry the Pentastar flag into 2018 are very good at what they do.
Case in point, the 300 luxury sedan is the perennial Canadian bestseller in both the mainstream full-size luxury sedan class and the mid-size luxury class. They’re obviously doing something right. The Pacifica currently in our garage hasn’t been so fortunate thus far, and this new plug-in Pacifica Hybrid even less so, but to Chrysler’s credit sales have been rising after a new entry-level model was recently introduced and prices concurrently came down.
The Pacifica’s aerodynamic lines help to minimize fuel consumption on the highway. (Photo: Karen Tuggay, Canadian Auto Press)
Even more importantly it’s the best minivan in its segment, at least in this auto journo’s opinion. I’ll tell you exactly why in an upcoming review, plus give you a few reasons why I believe it’s not selling as well as it could. In the meantime, here are a few details about the model we’ve been living with this week:
Our $56,495 Pacifica Hybrid Platinum includes most everything offered in base $52,495 Hybrid Premium trim, such as a 7.0-inch full-colour configurable in-cluster multi-info display, tri-zone auto climate control, 8.4-inch touchscreen infotainment, a 360-degree parking camera, heatable front seats, satellite radio, dynamic cruise control with low speed follow plus stop and go functionality, forward collision warning with autonomous braking, blindspot monitoring with rear cross-traffic alert, lane departure warning with active lane keep assist, and much more.
A beautifully detailed cabin filled with luxury and tech make clear that fuel economy wasn’t the Pacifica Hybrid’s only objective. (Photo: Karen Tuggay, Canadian Auto Press)
On top of these items the Platinum adds more chrome exterior trim, unique 18-inch alloy wheels, proximity-sensing hands-free dual power sliding doors and liftgate, pushbutton ignition, a more upscale interior with contrast stitching in key areas, a two-tone heated leather and genuine metal trimmed steering wheel, navigation with mapping, perforated Nappa leather upholstery with ventilation up front, rear entertainment with dual flip-up 10-inch touchscreens, and the list goes on.
Both Pacifica Hybrid trims get a 32A socket on the left front fender for recharging its 16-kWh lithium-ion battery, which allows about 50 kilometers of EV driving after which it automatically transforms into a regular gasoline-electric hybrid with the majority of its fuel savings in town as well as a reasonable advantage on the highway. It’s safe to say its estimated 2.6 Le/100km combined city/highway fuel economy (when factoring in EV driving) is best in class, as is its total possible range of 911 km, which makes it the ideal choice for family road trips (we took a load of friends to a local tulip festival and will have their backseat feedback included in the review).
These comfortable Nappa leather-clad front seats are both heated and cooled. (Photo: Karen Tuggay, Canadian Auto Press)
It takes about two hours to recharge the battery with a Level 2 240-volt charger, these available for your home from your FCA dealer or via aftermarket sources, or you can find them (for free most of the time) in front of shopping malls, government buildings, hotels, some retail stores like Walmart and Ikea, or curbside in most urban centres. Alternatively you can plug it into a regular 120-volt socket at home or work, at which point you’ll need about eight hours to top it up from empty.
A big charge indicator on top of the dash lets you know that all systems are working by showing one to five blue lights, these large and bright enough to be seen from a distance. Once unplugged these disappear so as not to distract while driving. This is the best charge indicator I’ve used, so kudos to Chrysler for getting this right.
Second-row captain’s chairs make rear passengers feel nearly as coddled as those up front. (Photo: Karen Tuggay, Canadian Auto Press)
That’s about all I’m going to say about living with the Pacifica Hybrid for now, leaving the most important details for a full review scheduled later this month (including the positives and negatives of Chrysler’s innovative electrically variable transmission that utilizes twin electric motors for turning the drive wheels).
I’ll let you know now that choosing the Hybrid over the conventionally powered Pacifica brings significant drawbacks, so it’s not a decision to be taken lightly. I’ll point out each of these later, along with the various features missing from this pricier Hybrid Platinum that were included in my previous gasoline-only powered Pacifica Limited, some of which made the conventionally powered van look and feel a lot more premium.
In the meantime let’s give Chrysler a big cheer for diving right into the deep end by not only introducing the world’s first hybrid minivan, but also making it a plug-in right off the bat. That takes a lot of courage, especially for such a niche brand. Come back soon for more…
