Normally when a premium brand changes its model-naming scheme from creatively written monikers to alphanumeric drivel (like Mazda, Acura, Cadillac, and Lincoln did years ago—the latter brand just starting…

2017 Porsche 718 Cayman

2017 Porsche 718 Cayman
This is a difficult car to slip quietly past radar, but it certainly looks hot! (Photo: Karen Tuggay, Canadian Auto Press)

Normally when a premium brand changes its model-naming scheme from creatively written monikers to alphanumeric drivel (like Mazda, Acura, Cadillac, and Lincoln did years ago—the latter brand just starting to embrace its past again with the Continental) I’m not in favour, but Porsche got a smiling thumbs up from yours truly when introducing 718 as the new model prefix for the 2017 Boxster and Cayman.

You see, Porsche has long used a mix of numbers, letters and words in its naming process, sometimes only referring to numbers like the original 356, the 901 that followed, the 911, 912, 914, 924, 928, 944, 959, 968, and so forth. These three-digit number sets were actually internal codes, with those noted being the most common way for the masses to refer to each model as well. Others, like the Boxster (codes 986, 987 and 981) and Cayman (codes 987 and 981) siblings, plus the Carrera GT (code 980), are better known by their given names, whereas the Macan, Cayenne, and Panamera don’t have internal Porsche codes at all, because they’re based on shared VW/Audi platform architectures.

2017 Porsche 718 Cayman
The Cayman has long had beautiful lines, this new 718 arguably the prettiest yet. (Photo: Karen Tuggay, Canadian Auto Press)

This makes Stuttgart’s decision to infuse some good old Porsche naming DNA into the Boxster and Cayman smart, as it ties these important entry-level sports cars more closely to the 911 Carrera they share some componentry with. See how I did that? I snuck the name “Carrera” into that last comment, another name synonymous with the beloved 911 (and aforementioned supercar).

Now the 718 Boxster and 718 Cayman have a similar look and sound as 911 Carrera (or at least that’s the concept), while the number chosen is an attempt to show familial ties to the fabulous mid-engine 550 Spyder and its 718 RSK successor that took motorsport by storm from 1953 through 1956 and 1957 through 1962 respectively.

2017 Porsche 718 Cayman
A number of changes mark the 2017 718 as unique compared to its predecessor. I’ll go over all in an upcoming review. (Photo: Karen Tuggay, Canadian Auto Press)

I don’t know about you, but I’m willing to buy in to the marketing spin. After all, the original 718s were lightweight two-seat mid-engine roadsters (with a few coupes thrown in for good measure, and for higher track speed) powered by horizontally opposed four-cylinder engines, which pretty well sums up today’s 718 Boxster and 718 Cayman. Those spiritual predecessors were often dubbed “giant slayers” because the tiny, featherweight imps would often out-manoeuvre their larger, more powerful opponents: ditto Boxster and Cayman. In addition, the many Boxster and Cayman models that have been stripped of their innards and stuffed full of roll cages, racing seats, fire extinguishers and the like, and then regularly contested in serious motorsport events gives them credence as true descendants of a much revered 718 progenitor.

2017 Porsche 718 Cayman
The 718 is the most refined Cayman yet. Stay tuned for details. (Photo: Karen Tuggay, Canadian Auto Press)

Of course, simply take one for a spin around the block and you’ll immediately know for yourself. We’re doing just that with a bright “Racing Yellow” 718 Cayman this week (and went one step better on the road and track with a 718 Boxster S last fall), and frankly we’re having too much fun to sit here and tell you much about it. But, of course, Porsche wouldn’t be too pleased if we kept all the good stuff to ourselves.

In short, this non-“S” variant gets a less potent yet still brilliantly fun 300 horsepower 2.0-litre turbocharged four-cylinder boxer with 280 lb-ft of torque (which is an increase of 25 horsepower and 66 lb-ft of torque over last year’s 2.7-litre flat-six), while the S puts 350 horsepower and 310 lb-ft of torque down to the rear wheels.

2017 Porsche 718 Cayman
Yippee! A six-speed manual! (Photo: Karen Tuggay, Canadian Auto Press)

Porsche even supplied our loaner with a six-speed manual… Yippee-ki-yay! Don’t get us wrong. We love the paddle-actuated seven-speed automated dual-clutch PDK too. It can hit 100 km/h in a mere 4.7 seconds with the Sport Chrono package added, while this manual is claimed to achieve the feat in 5.1 seconds, while getting an estimated 9.4 L/100km when driven more calmly and using standard auto start/stop, compared to 9.8. But we’re saluting the glory days of the mighty mouse 718 RSK right now, so it’s only fitting to have a DIY gearbox along for the journey.

In reality, other than the aforementioned key points our luxury-lined 718 Cayman tester has little in common with the purposefully hollowed-out shell of a sports car that stole through the circuitous tree-lined Nürburgring Nordschleife in its heyday, but that’s just fine with me. While the thought of doing likewise on the legendary Eifel Mountains track (or any old racecourse for that matter) sends tingles up the spine, for everyday use and RSK would be ridiculously impractical and likely quite uncomfortable.

2017 Porsche 718 Cayman
These upgraded seats are 14-way power-adjustable with memory, and heated. (Photo: Karen Tuggay, Canadian Auto Press)

Purposefully designed for middle-aged derrieres like mine, Porsche smartly added plenty of pampering upgrades to a base 718 Cayman already replete with ample creature comforts, its end mission more likely focused on spirited trips to the office and memorable weekend getaways for two than any competitive track time (makeshift Sunday afternoon autocross courses aside), despite still being one of the best all-round sports coupes available today.

Even the $61,500 base model gets an impressive list of standard features adorning the revised sheetmetal and reworked interior, the list including gorgeous new 10-spoke 18-inch alloys, a new three-spoke leather-wrapped multifunction sport steering wheel (inspired by the 918 Spyder supercar no less), a 4.6-inch colour high-resolution TFT multi-info display, a new state-of-the-art infotainment touchscreen and interface with stylish new graphics, all the latest tech such as Apple CarPlay and Android Auto, a backup camera with active guidelines, Bluetooth phone connectivity with streaming audio, eight-speaker 150-watt audio, sport seats with partial leather upholstery, an electromechanical parking brake, hill start assist, front and rear parking sensors, a HomeLink garage door opener, and more.

2017 Porsche 718 Cayman
Three’s a crowd… there’s nothing in back but a gorgeous metal strut tower brace and a small trunk. (Photo: Karen Tuggay, Canadian Auto Press)

Above and beyond this, my tester added a $1,980 navigation module to the aforementioned infotainment system, $2,650 14-way powered sport seats with memory, and a $1,570 Premium package with rain-sensing wipers, auto-dimming mirrors, heatable seats, and dual-zone auto climate control. The wheels were upgraded to a set of $1,810 Cayman S rims as well, while Porsche added $1,510 torque vectoring (PTV) and $2,050 Active Suspension Management (PASM) to improve handling, as well as HID headlights with dynamic cornering capability (which are a prerequisite to the previously noted Premium package) for better night time visibility, the finally tally adding up to $74,320 before (always reasonable) freight and dealer fees.

Of course, the sky’s the limit when it comes to extras with this near-exotic brand, so go build one on Porsche Canada’s comprehensive online configurator and enjoy. I’ll be back soon to relate my in-car experience in an upcoming review, including the car’s ergonomics and comfort, build quality, electronics systems usability, overall practicality, and of course its drivability, plus we’ll include a massive photo album prepared just for your viewing pleasure. Stay tuned because you won’t want to miss this one…

The RAV4 is number one! At the close of 2016, Toyota’s fourth-generation RAV4 became the bestselling compact SUV in Canada, and by a significant margin. What’s more, its 49,103 total sales surpassed…

2017 Toyota RAV4 Limited Platinum AWD

2017 Toyota RAV4 Limited Platinum AWD
Last year’s redesign gave the RAV4 a totally modern new look. (Photo: Karen Tuggay, Canadian Auto Press)

The RAV4 is number one! At the close of 2016, Toyota’s fourth-generation RAV4 became the bestselling compact SUV in Canada, and by a significant margin. What’s more, its 49,103 total sales surpassed the mighty Corolla (by 908 units) for the first time ever, yet another sign of shifting consumer tastes from cars to crossover sport utilities. This also means the RAV4 is now the most popular Toyota in Canada.

Helping boost sales was a significant mid-cycle update for the 2016 model year, which dramatically changed frontal styling and added a new hybrid version. This said the 2017 model is mostly unchanged, albeit for some new standard features and a totally new top-line trim level.

2017 Toyota RAV4 Limited Platinum AWD
There’s less visual drama from the rear view, but new Platinum trim paints out the bumpers and more. (Photo: Karen Tuggay, Canadian Auto Press)

As part of the Japanese brand’s plan to outfit every new model with the latest active safety features, all new 2017 RAV4s come with the Toyota Safety Sense (TSS) P package. The “P” references “person”, which means its autonomous braking tech will stop for pedestrians as well as other vehicles, while TSS-C (“C” being for “cars”) is the simpler of the two systems.

TSS-C, which comes standard with the Yaris Hatchback, Prius C, and the Corolla iM five-door hatchback (previously Scion iM), includes auto high beams for dimming your headlights when surrounding vehicles come into your line of sight, a Pre-Collision System that immediately slows/stops your car if it detects an imminent crash, and Lane Departure Alert that notifies you if a car is just behind you in the adjacent lane.

2017 Toyota RAV4 Limited Platinum AWD
The new Platinum package builds on already luxurious Limited trim. (Photo: Karen Tuggay, Canadian Auto Press)

TSS-P, which gets fitted to the Corolla sedan, the Prius, this RAV4, the RAV4 Hybrid, Highlander, Highlander Hybrid, and Avalon, incorporates all of the above while adding Pedestrian detection for the Pre-Collision System, active steering assist that will turn your front wheels back towards your current lane if it detects a car in the adjacent lane when you attempt to change lanes, and dynamic cruise control that maintains a safe distance behind a given vehicle even if that vehicle slows.

The inclusion of TSS-P results in a best possible IIHS Top Safety Pick Plus rating, the RAV4 being the only SUV in its compact class to achieve such a high standard safety rating.

2017 Toyota RAV4 Limited Platinum AWD
The seats get covered in Toyota’s exclusive breathable SofTex synthetic leatherette. (Photo: Karen Tuggay, Canadian Auto Press)

While these features improve safety, it’s also important to note that making them standard across its entire lineup as old models get replaced with new ones will make Toyota one of the best-prepared brands for full autonomous driving capability, something many industry players are betting is in the cards for the not-too-distant future.

The other big news item for the 2017 RAV4 is on the other side of the pricing spectrum, a new top-tier Platinum package added on top of Limited trim. Features include fully painted bumpers, wheel arches and rocker panels, plus proximity keyless access for all four doors as well as the liftgate, with hands-free access to the latter, ambient footwell lighting, more upscale interior detailing, Platinum-embossed metal scuff plates, and special Platinum-branded floor mats.

2017 Toyota RAV4 Limited Platinum AWD
Does it look generously proportioned? Find out in an upcoming review. (Photo: Karen Tuggay, Canadian Auto Press)

To be clear, the Platinum model isn’t a separate trim, but rather a $1,460 package that can be added to $38,205 Limited trim, the latter already filled with a bevy of high-grade features such as unique 18-inch alloy wheels, a less comprehensive smart key system, pushbutton ignition, driver’s seat and mirror memory, a 360-degree surround parking camera, an 11-speaker JBL Synthesis Audio System, a powered glass sunroof, a cargo net, plus front and rear parking sensors.

The RAV4 is available in four trims, including the $27,445 LE (with standard FWD and $2,265 optional AWD), $30,800 XLE (also with optional AWD), $36,270 SE (the sportiest version with standard AWD), and Limited (with standard AWD), all of which are motivated by a 176 horsepower 2.5-litre four-cylinder engine mated to a six-speed automatic transmission with manual mode.

2017 Toyota RAV4 Limited Platinum AWD
The Platinum gets a useful cargo net along with the standard retractable tonneau. (Photo: Karen Tuggay, Canadian Auto Press)

Other notable Limited features that get pulled up from lesser SE trim include LED headlights, LED DLRs, LED taillights, a heatable steering wheel, a leather-wrapped shift knob, an auto-dimming rearview mirror, a Homelink universal garage door opener, a 7.0-inch infotainment touchscreen, navigation, SMS- and email-to-speech capability, advanced voice recognition, soft-touch instrument panel surfacing with stitching, pleather door trim, SofTex leatherette upholstery, and a sliding front centre console.

2017 Toyota RAV4 Limited Platinum AWD
It looks roomy, doesn’t it? Check out our upcoming review for all the details. (Photo: Karen Tuggay, Canadian Auto Press)

XLE features that get added to Limited Platinum trim include a leather-wrapped steering wheel, dual-zone auto climate control, front sport seats, an eight-way powered driver’s seat, and blindspot monitoring with rear cross-traffic alert, while items pulled up from the base LE include auto on/off headlamps, power-adjustable heated side mirrors with integrated turn signals, variable intermittent wipers, a windshield wiper de-icer, a 4.2-inch TFT multi-information display, sunglasses storage in the overhead console, Bluetooth phone connectivity with streaming audio, SIRI Eyes Free, heatable front seats, a retractable and removable cargo cover, plus all the usual active and passive safety features including an airbag for the driver’s knees.

I’ve said too much already, so come back for all my experiential thoughts in an upcoming review where you’ll find out how well everything is put together, what the infotainment system is like to use, how all the premium-level features work, what it’s like to drive, and generally how is it to live with…

Stories about unprecedented pickup truck sales growth aren’t fully founded in reality, as shown by 2016 Canadian sales stats. Only Ford’s F-150 saw a big improvement last year, with 145,409 units…

2017 Nissan Titan Crew Cab PRO-4X

2017 Nissan Titan Crew Cab PRO-4X
The 2017 Nissan Titan Crew Cab PRO-4X gets less chrome than its siblings for a sportier look. (Photo: Karen Tuggay, Canadian Auto Press)

Stories about unprecedented pickup truck sales growth aren’t fully founded in reality, as shown by 2016 Canadian sales stats. Only Ford’s F-150 saw a big improvement last year, with 145,409 units out the door compared to just 118,837 in calendar year 2015, but it suffered from production issues that year. Toyota’s Tundra grew its numbers too, from 10,829 deliveries in 2015 to 11,364 in 2016, but compared to the blue oval, Toyota is clearly in the minor leagues when it comes to full-size pickups.

Last year’s losers include the Ram pickup that had its best year ever with 91,195 units in 2015 but fell to 89,666 sales in 2016 (nevertheless that’s its second-best-ever tally), whereas GMC Sierra deliveries dipped from 53,727 units in 2015 to 51,091 last year, Chevy’s Silverado sales dropped from 46,407 in 2015 to 44,932 in 2016, and believe it or not Nissan’s new Titan, which had 3,226 buyers in 2015 found only 2,715 last year, despite an entirely new model.

2017 Nissan Titan Crew Cab PRO-4X
Its rugged exterior can be had in a much brighter array of available colours if you want it to really stand out. (Photo: Karen Tuggay, Canadian Auto Press)

This dramatic downward drop wasn’t necessarily due to any reduction in interest, but more so a changeover to the new model (which required phasing out the old one) and the lack of a gasoline-powered version (only the new heavy-half “Extra Duty” Cummins diesel was available for 2016).

Incidentally, the full-size pickup truck sales scenario played out similarly in the U.S. last year, with all models south of the 49th moving up and down the sales chart just like here in Canada, except for the Ram pickup and Titan that gained in numbers and the Tundra that lost out.

2017 Nissan Titan Crew Cab PRO-4X
LED lighting elements, body-colour and black trim, and these 18-inch machine-finished alloys add to the PRO-4X look. (Photo: Karen Tuggay, Canadian Auto Press)

The Titan’s lack of gasoline power has been remedied for model year 2017, and the first four months of the New Year has improved for Japan’s alternative full-size truck brand here in Canada with 1,566 deliveries so far. If extrapolated throughout the year this number would grow to almost 4,700, resulting in the Titan’s best year ever (it’s previous high was 3,499 units in 2012), but we’d better not count these chickens before they’re hatched, as we know how that can turn out in the auto industry.

Still, there are a lot of reasons to be bullish about the new 2017 Titan, especially in standard trim. Those who like the look of the rugged new Titan XD will be happy Nissan kept its façade mostly unchanged with the standard truck, including its bold three-part rectangular grille, massive headlamp clusters, muscularly flared fenders, sporty side engine vents, and acres of chrome (depending on trim).

2017 Nissan Titan Crew Cab PRO-4X
This is a sign of its new base V8 engine, now good for 390 horsepower and 401 lb-ft of torque. (Photo: Karen Tuggay, Canadian Auto Press)

Actually, the $57,600 Crew Cab PRO-4X in our garage is the sportiest Titan variant, meaning much of its chrome has been swapped out for body-colour, matte black and satin aluminum, resulting in a look that’s much more sophisticated and (to these eyes) much more appealing. Along with the subdued glitter it gets a fabulous looking set of 18-inch machine-finished alloys with black painted pockets and (partial) spokes, these wrapped in 275/65 Toyo Open Country winters on my tester (although the standard 275/70 all-terrains would no doubt prove more capable off the beaten path).

Adding to the PRO-4X model’s trail trekking prowess are Bilstein off-road shocks, an electronic locking rear differential, hill descent control, transfer case and lower radiator skid plates, etcetera, while the interior gets metallic-tone interior accents, carpeted floor mats with PRO-4X logos, front bucket seats with special PRO-4X embroidery and a centre console in place of the standard bench, plus more.

2017 Nissan Titan Crew Cab PRO-4X
This upscale cabin comes as part of both PRO-4X and Luxury package upgrades. (Photo: Karen Tuggay, Canadian Auto Press)

The standard Titan loses no size to the XD, with both near identical in length, width and height, depending on trim. The Regular Cab body style gets an eight-foot bed, whereas Crew Cab models utilize a five-and-a-half-foot bed. Nissan promises an extended cab model at a later date, but for now only the two cab and bed configurations are available.

I won’t go into detail about our tester’s cabin other than to say the $6,400 Luxury package makes for an impressive off-roader thanks to leather upholstery with white contrast stitching, front seat ventilation, a heatable steering wheel, heatable rear seats, a 360-degree Around View monitor, and remote start.

Our Crew Cab tester was outfitted with Nissan’s Utili-track Channel System with four load-securing tie-down cleats, standard with the PRO-4X, while integrated in-bed lockable boxes are also available. Even more important (depending on your height) is a new retractable Rear Bumper Step Assist system that aids access to the bed for only $399 (although standard with the PRO-4X), while available $1,029 step rails or $1,159 running boards would’ve been helpful too.

2017 Nissan Titan Crew Cab PRO-4X
A 360-degree camera helps with a truck this large. (Photo: Karen Tuggay, Canadian Auto Press)

Standard PRO-4X exterior features not already mentioned include auto on/off headlights with signature LEDs, “Follow Me Home” functionality and integrated LED DRLs, plus fog lamps, LED under-rail bed and tailgate area lighting, heatable power-adjustable manually-extendable tow mirrors with integrated turn signals and puddle lights, rain-sensing wipers, front and rear parking sensors, blindspot monitoring with rear cross-traffic alert, a power-sliding rear window with a defroster, a factory-applied spray-on bedliner, a 110-volt power outlet in the bed, an electronic locking tailgate, rear utility bed steps, a Class IV tow hitch receiver with a four-pin/seven-pin wiring harness, trailer brake controller and trailer light check, and more.

2017 Nissan Titan Crew Cab PRO-4X
That’s leather with white contrast stitching, part of the PRO-4X Luxury package. (Photo: Karen Tuggay, Canadian Auto Press)

Proximity keyless entry with pushbutton ignition gets you inside, where you’ll be met by everything already noted as well as a leather-wrapped steering wheel, dual-zone automatic climate control, NissanConnect infotainment with a 7.0-inch touchscreen featuring a rearview camera, navigation, mobile apps, voice recognition, SiriusXM Traffic and Siri Eyes Free, Rockford Fosgate audio with 12 speakers and a sub, a centre console-mounted household-style 110-volt AC outlet, an eight-way powered driver’s seat with powered lumbar, heatable front seats, a lockable rear-seat cargo organizer, and much more.

The lighter weight regular Titan is an able ranch hand yet not quite the beast of burden of the XD, its maximum payload just 730 kilos (1,610 lbs) compared to the XD’s best 907-kilogram (2,000-lb) rating, and its top tow rating is 4,259 kg (9,390 lbs) instead of 5,443 kg (12,000 lbs). This comes down to a lighter duty chassis with unique spring rates, hubs, brakes, and more.

2017 Nissan Titan Crew Cab PRO-4X
A roomy interior? We’ll tell all in an upcoming review. (Photo: Karen Tuggay, Canadian Auto Press)

The only engine on offer in the regular Titan is Nissan’s Endurance 5.6-litre V8 capable of a generous 390 horsepower and 401 lb-ft of torque, which adds up to 73 more horsepower and 16 lb-ft of extra torque over the outgoing V8. This new engine is also found in Nissan’s 2017 Armada SUV (and its Infiniti QX80 counterpart), while all variations on the theme are partnered to the same seven-speed automatic transmission.

For comparison purposes, the Endurance 5.6-litre V8 matches up well against the Ram 1500’s 5.7-litre Hemi V8 and Toyota’s 5.7-litre Tundra V8, while it’s stronger than Ford’s 5.0-litre V8 and GM’s 5.3-litre V8.

2017 Nissan Titan Crew Cab PRO-4X
That’s a helpful retractable step under the Titan bumper. (Photo: Karen Tuggay, Canadian Auto Press)

Four-wheel drive is standard on all but the base Titan Regular Cab S model, which incidentally starts at just $35,498. That price will likely go down when a V6 model is introduced, but so far we only have a promise from Nissan, with no release date.

As for fuel economy, the Titan Crew Cab achieves a claimed 15.2 L/100km in the city and 11.1 on the highway, whereas my PRO-4X tester is less frugal at the pump with a rating of 16.0 L/100km city and 12.0 highway.

I’ll include much more info as well as my driving impressions in an upcoming road test review, so stay tuned for more…

 

BMW is the ultimate niche filler. Seriously. The Munich-based premium marque manages to create obscure niches within the unique niches few other luxury rivals dare tap into, and when others don’t work…

2017 BMW X4 M40i

2017 BMW X4 M40i
For those who can’t make up their minds between a sport coupe and an SUV, BMW makes the fabulous X4. (Photo: Karen Tuggay, Canadian Auto Press)

BMW is the ultimate niche filler. Seriously. The Munich-based premium marque manages to create obscure niches within the unique niches few other luxury rivals dare tap into, and when others don’t work for their namesake brand they adapt them for Mini or Rolls-Royce?

The X4 was the obvious result of downsizing the already successful X6, the result of which sees even more sales than the larger mid-size model. Last year the X4 found 1,236 Canadians who liked the idea of a five-door sports coupe mixed with a compact SUV, whereas 1,178 BMW buyers chose the larger of the two. These aren’t game-changing sales compared to 5,417 X3s and 6,942 X5s sold within the same 12 months, but every little bit adds up, as BMW has also learned with its multiple 3 Series, 4 Series and 6 Series body styles.

2017 BMW X4 M40i
The X4’s low profile is sporty, and its M40i upgrades even more so. (Photo: Karen Tuggay, Canadian Auto Press)

Regarding the five-door coupe-cum-SUV (or whatever you want to call it), a nod should be given to Infiniti for its original FX that more or less originated the idea and subsequent QX70 (still available, albeit rare), while Land Rover’s Range Rover Evoque took the concept down one size to the entry-level SUV class, and even went so far to create a three-door SUV coupe and now a two-door convertible variant (it’s a lot cooler than it sounds).

Hitting even more at BMW’s core, Mercedes recently responded directly with the compact GLC Coupe and mid-size GLE Coupe, while a special mention should go out to Acura and its ill-fated ZDX, a model most people loathed (hence its cancellation) and I happen to still love.

2017 BMW X4 M40i
The X4 cabin is superbly crafted and M40i detailing particularly nice. (Photo: Karen Tuggay, Canadian Auto Press)

BMW makes two versions of the X4, starting with the more fuel-friendly $48,700 X4 xDrive28i and topped off with the bahn-storming $60,700 X4 M40i. That means the X4 xDrive35i has been discontinued, but due to the latter, which entered the scene last year, no one should shed any tears.

Where the xDrive35i was a blast to drive due to its twin-scroll turbocharged 3.0-litre inline-six that made 300 horsepower and 300 lb-ft of torque, the M40i takes the same engine and puts a much more engaging 355 horsepower and 343 lb-ft down to its four torque-vectoring wheels. Like the less potent model, the M40i utilizes an eight-speed automatic with paddle shifters; a version of that transmission also incorporated into the entry-level X4 xDrive28i, which incidentally is good for 241 horsepower and 258 lb-ft of torque.

2017 BMW X4 M40i
A sports car profile mixed with the heightened visibility of an SUV. (Photo: Karen Tuggay, Canadian Auto Press)

Of course, there’s a lot more than extra oomph behind the top-line model’s “M” badge. Along with some unique styling details, larger wheels and tires, bigger brakes, a sport suspension, exclusive interior trim, and more, the M40i also includes launch control for a blistering 4.9-second standing start to 100km/h.

Important news that just can’t wait for my upcoming review is the inclusion of BMW’s latest iDrive infotainment across the line, which features an ultra high-resolution display filled with a completely new menu design, faster processing, and enhanced graphics.

There’s so much more to tell you about, so make sure to come back and find out why adventuresome kid-less couples should consider an X4 over an X3…

Why does the Chrysler 300 outsell every mid- and full-size premium-branded luxury sedan as well as all the mainstream volume branded luxury four-doors in the U.S. and Canada? Because it’s been so very…

2017 Chrysler 300 AWD Limited

2017 Chrysler 300 AWD Limited
The 300 still has plenty of presence after all these years. (Photo: Karen Tuggay, Canadian Auto Press)

Why does the Chrysler 300 outsell every mid- and full-size premium-branded luxury sedan as well as all the mainstream volume branded luxury four-doors in the U.S. and Canada? Because it’s been so very good for so very long that it’s developed a near cult-like following.

Let’s be honest for a moment. Chrysler hasn’t done much particularly well over the past dozen or so years. In fact, since its 2005 high of 695,546 unit sales, its annual tally in the two northernmost North American countries plunged to just 248,023 models last year, which has as much to do with consumers’ waning interest in mid- to full-size four-door sedans and high-end minivans, as the winged blue ribbon brand’s succession of multinational parents starving it of investment.

2017 Chrysler 300 AWD Limited
The 300’s upright stance gives it a solid, masculine look that’s remained very appealing. (Photo: Karen Tuggay, Canadian Auto Press)

When I started out as a fledgling car writer at the turn of the millennia, Chrysler was a very hot property with a host of cab-forward designs that were the envy of every domestic brand and a number of imports. These included the compact Neon (it was a Dodge in the U.S.), the mid-size Cirrus sedan, the Sebring Coupe and Convertible, and the full-size Intrepid (also a Dodge in the U.S.), Concorde, 300M (this model’s front-drive predecessor) and LHS (yes, four unique luxury sedans under one brand name), plus the Town and Country minivan.

That already sizeable model lineup grew to include the PT Cruiser (a massive hit) and Prowler (this latter one due to the demise of Plymouth) in 2001, plus the Cirrus was swapped out for the new Sebring Sedan that year as well, while 2004 added the Mercedes SLK-derived Crossfire sports coupe (soon to include a roadster) and Pacifica mid-size crossover SUV. A key reason for Chrysler’s ultra-strong 2005 sales was the introduction of the model shown on this page. The 300 took North American roads by storm, while the Dodge Durango-based Aspen SUV was added in 2007.

2017 Chrysler 300 AWD Limited
The 300 may be getting on in years, but its standard tech is impressive. (Photo: Karen Tuggay, Canadian Auto Press)

To help paint a picture of just how far Chrysler has fallen, back in the day the place to be at a major auto show was the Chrysler stage, with concepts like the 1993 300 four-door coupe (it made me this import fan want to own a Chrysler), 1995 Atlantic coupe, 1996 LHX luxury sedan, 1997 Phaeton four-door convertible, 1998 Chronos four-door coupe (to die for gorgeous), 1999 Java (the small car they should’ve built), 2000 300 Hemi C Convertible (absolutely stunning), 2004 ME Four-Twelve mid-engine supercar (we were all shocked beyond belief at this well-kept secret), 2005 Firepower (possibly my favourite of all), and 2006 Imperial (you can’t win ‘em all, but it showed the premium vision Chrysler’s powers that be had for the brand at the time).

2017 Chrysler 300 AWD Limited
Gorgeous primary gauges are filled with a large colour TFT multi-info display. (Photo: Karen Tuggay, Canadian Auto Press)

After that it was as if Chrysler lost its ability to dream, with the awkward 2007 Nassau, the boring 2008 EcoVoyager, the pretty albeit too production-ready 200C EV, the Lancia-based “Design Study Concept” (even the name was boring… it’s written up as one of the 25 worst concepts ever created, and actually became the Euro-only 2012 Chrysler Delta), nothing at all for 2011, and the strangely contorted 700C minivan concept for 2012. Sadly, the most exciting Chrysler concepts to come along in years were the 2012 Chrysler Review GT and 2013 Imperial, which were only renderings and not even penned by Chrysler.

Not a single notable Chrysler concept was created from 2013 through 2016, with this year’s Portal being a boxy electric people mover that could’ve just as easily been imported from the wacky Tokyo auto show. If it weren’t for the new Pacifica minivan, I’d say Chrysler has lost its vision as a brand.

2017 Chrysler 300 AWD Limited
Limited trim adds leather upholstery and much more. (Photo: Karen Tuggay, Canadian Auto Press)

This said Chrysler’s entire future is riding on a handsome and very well built minivan, but a minivan just the same. If it were a compact or mid-size crossover SUV, that would be something to really build on in today’s market, but minivan numbers (other than the budget priced Dodge Grand Caravan) are stable at best.

The mid-size 200 family sedan is still available as a 2017 model, but according to FCA it’s being cancelled to make way for more SUVs. A shame as it’s selling fairly well (just below the Nissan Altima and ahead of the Kia Optima, Volkswagen Passat/CC, Subaru Legacy, and Mazda6 in Canada), which means when it gets discontinued later this year its 64,213 collective U.S. and Canadian sales (188,850 in 2015 before they announced the cancellation) will make a significant dent in Chrysler’s total head count.

2017 Chrysler 300 AWD Limited
How do the rear seats measure up? Check back to find out. (Photo: Karen Tuggay, Canadian Auto Press)

A minivan and well-seasoned full-size luxury sedan won’t make up for those kind of numbers (56,903 last year and probably about 100,000 this year, respectively), which means the brand’s sales could even fall below Mitsubishi in the immediate future (and that would be very low).

I know I paint a bleak picture, but I’m stating nothing new to anyone who follows the auto industry. Chrysler’s been kept alive thanks to Dodge branded models that have, up until now, shared underpinnings, and most often sold in greater numbers. With the Avenger gone the 200 wasn’t able to sustain itself, so we’ll have to wait and see if FCA allows the Pacifica (which no longer shares anything other than the powertrain with the Grand Caravan) to remain solely a Chrysler, or if the automaker finally breaks down and builds a cheaper Dodge version in order to pull up sales volumes.

2017 Chrysler 300 AWD Limited
That’s a Beats Audio boombox on the right side of the trunk. (Photo: Karen Tuggay, Canadian Auto Press)

The Charger sedan, which attracted 76 more buyers last year than the 300, and to some extent the Challenger sports coupe that also shares the LX architecture, allows Chrysler’s flagship to exist. The two sedans will probably run mostly unchanged through 2018, at which point we’ll find out if replacements are currently in the works or not.

As it is, the second-generation Chrysler 300 before you is now a seven-year old model, which is pretty ancient for this day and age. The fact that it’s still so very good is testament to how advanced it was when it came out in 2011, not to mention how phenomenal the original 2005 model was when it arrived in 2004. Why does that 13-year old model matter? Because the LX platform architecture the current model rides upon is the same. To the 300’s credit, many of the original car’s components were shared with the 2003–2009 W211 Mercedes-Benz E-Class (Chrysler was previously owned by Daimler), hence why it’s so damn good.

Of course, the new model was massaged significantly for its 2011 update, so much so that it looked, drove and felt like a completely new car. Its refinement was over-the-top back then, and while still fairly good compared to cars of that era, it’s falling behind now.

I’ll go into more detail in my upcoming review, but I’ll also be fair in my judgment as this 2017 300 AWD Limited model packs a lot of value for the money asked. Stay tuned my full report…

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…

2017 Ford Mustang GT Convertible

2017 Ford Mustang GT Convertible
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.

2017 Ford Mustang GT Convertible
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.

2017 Ford Mustang GT Convertible
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.

2017 Ford Mustang GT Convertible
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…

2017 Honda Accord Hybrid Touring

2017 Honda Accord Hybrid Touring
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.

2017 Honda Accord Hybrid Touring
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.

2017 Honda Accord Hybrid Touring
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?).

2017 Honda Accord Hybrid Touring
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.

2017 Honda Accord Hybrid Touring
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.

2017 Honda Accord Hybrid Touring
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).

2017 Honda Accord Hybrid Touring
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…

2017 Toyota Camry Hybrid XLE

2017 Toyota Camry Hybrid XLE
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.

2017 Toyota Camry Hybrid XLE
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).

2017 Toyota Camry Hybrid XLE
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.

2017 Toyota Camry Hybrid XLE
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.

2017 Toyota Camry Hybrid XLE
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.

2017 Toyota Camry Hybrid XLE
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.).

2017 Toyota Camry Hybrid XLE
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.

2017 Toyota Camry Hybrid XLE
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.

2017 Toyota Camry Hybrid XLE
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.

2017 Toyota Camry Hybrid XLE
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.

2017 Toyota Camry Hybrid XLE
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.”