Porsche has completely redesigned its Panamera four-door coupe from the ground up, with the result being a much better looking car that performs like a true sport sedan even in base trim. We test an AWD…
[caption id="attachment_81913" align="alignright" width="200"] The second-generation Panamera looks more fully integrated within the Porsche family. (Photo: Karen Tuggay, Canadian Auto Press)[/caption] We've all experienced sequels that weren't as good as the original. And I'm not referring to 1985's New Coke, the unofficial name for reformulated (i.e. sweeter) Coca-Cola. No, I'm talking about 1980's Star Wars: The Empire Strikes Back which was arguably better than the original Star Wars: A New Hope from 1997, 1986's Aliens that most would agree trumped 1979's nearly as brilliant Alien, and the second-generation Panamera that I certainly like a lot more than 2010's Porsche four-door coupe of the same name. Come to think of it, if we'd seen the shapely new Panamera in one of those epic Sci-Fi films we probably wouldn't have thought twice unless it didn't fly. It remains one of the most futuristic sport sedans on the planet, this side of the same brand's Mission E electric (which really Read Full Story
Acura’s RDX doesn’t continually gravitate to the top echelons of compact luxury SUV sales leadership by accident. It’s finding upwards of 8,000 Canadian buyers per year, placing it a close second…
According to Consumer Guide, the Acura RDX is one of the best vehicles to buy in its compact luxury SUV class. (Photo: Acura)
Acura’s RDX doesn’t continually gravitate to the top echelons of compact luxury SUV sales leadership by accident. It’s finding upwards of 8,000 Canadian buyers per year, placing it a close second behind Audi’s Q5 year after year.
How does Acura do it? After appealing to aesthetics with styling that pleases the majority of consumers, making sure fit, finish and materials quality are up to par, and delivering big on performance while not forgetting the importance of fuel efficiency in the compact SUV class, it comes down to bang for the buck.
The RDX had to rate highly in a number of criteria to win the Automotive Best Buy Award. (Photo: Acura)
Proving this point, the RDX was one of three Acuras to receive a 2018 Consumer Guide Automotive Best Buy Award, the RDX earning its award in the Premium Compact Crossover/SUV category. Even more significant, this is the sixth consecutive year it achieved the honour.
The other Acuras earning top marks include the larger MDX mid-size luxury SUV, which earned its Best Buy Award in the Premium Midsize Crossover category, and the D-segment TLX sport sedan given its Best Buy Award in the Premium Midsize Car category.
Standard full LED headlights helped the RDX achieve its top rated status. (Photo: Acura)
The 2018 Consumer Guide Automotive Best Buy Award selection process once again came down to performance, features, accommodations, fuel efficiency, resale value and price, with the RDX said to be one of the most balanced SUVs on the market.
The RDX also includes standard AcuraWatch safety features, such as autonomous emergency braking. (Photo: Acura)
With a base price of $42,390 plus freight and fees the RDX isn’t the least expensive compact luxury SUV in its segment, but it’s far from the priciest either. More importantly, along with the best rear legroom in its class as well as the most total cargo volume available, the rear seatbacks even folding down via handy levers on the cargo sidewalls, the RDX packs in loads of standard features that cost thousands more when added to its European competitors, such as standard V6 power, AWD, full LED headlights, proximity keyless access, pushbutton ignition, steering wheel paddle shifters, adaptive cruise control, a colour multi-information display, an auto-dimming rearview mirror, a multi-angle backup camera, SMS text and email reading capability, Siri Eyes Free, satellite radio, a universal garage door opener, heatable powered front seats with driver’s side memory, a powered moonroof, a powered rear liftgate, and much more.
A high-quality interior filled with standard features help the RDX attract value-conscious luxury buyers. (Photo: Acura)
On top of all these convenience features, its long list of standard safety gear is highlighted by a host of AcuraWatch driver assistance technologies including autonomous emergency braking, lane keeping assist, and the list goes on, resulting in a best-possible 5 Star safety rating from the NHTSA and a top-tier IIHS Top Safety Pick + rating, making the RDX one of the safest compact luxury SUVs available today.
The RDX has the most rear legroom in its class. (Photo: Acura)
In addition to all the standard features, Acura offers a bevy of RDX upgrades available on two higher-grade trims, the mid-range $45,390 RDX Tech including remote engine start, power-folding side mirrors, rain-sensing wipers, AcuraLink connectivity, navigation with detailed mapping, voice activation, a 410-watt 10-speaker ELS Studio audio system, heatable second-row outboard seats, blindspot monitoring with cross-traffic alert, and more, while the $47,390 RDX Elite adds all of the above plus larger 18-inch alloy wheels, fog lamps, front and rear parking sensors, auto-dimming side mirrors, ventilated front seats, and more.
The RDX delivers more total cargo volume than any compact luxury SUV rival. (Photo: Acura)
Of note, the RDX shared its Best Buy Award status with the Lincoln MKC, whereas Volvo’s XC90 was chosen alongside the MDX in its category, and Lexus ES was also given the spotlight next to the TLX.
Plenty of other cars, SUVs and trucks earned 2018 Consumer Guide Automotive Best Buy Awards, so make sure to check out the long list at Consumerguide.com/best-buys.
The mucky dirt Land Rover left all over this new Discovery SVX prototype when posing for its photo shoot says it all. This is no lily white (or Fuji/Yulong white) soft-roader, but a bold, brash 4×4…
The new Discovery SVX prototype will be coming in production trim next year. (Photo: Land Rover)
The mucky dirt Land Rover left all over this new Discovery SVX prototype when posing for its photo shoot says it all. This is no lily white (or Fuji/Yulong white) soft-roader, but a bold, brash 4×4 cut from the same gritty emery cloth as the legendary Defender.
Most of today’s sport utilities can’t say the same. Even after the most purposefully utile off-roaders like Land Rover’s Series I staked their claim on the wild, when much more refined alternatives ushered in the SUV craze that replaced wagons and minivans as family favourites, boasting rough and rugged nameplates like Blazer, Cherokee, Trooper, 4Runner, Explorer, etcetera, with real truck-based 4×4 capability, few could really slog it out in the mud alongside anything from Land Rover. How much less so for today’s car-based SUVs, which are oftentimes little more than gussied up wagons.
Check out the videos below for a glimpse at the new Discovery SVX’ 4×4 heroics. (Photo: Land Rover)
The Discovery was introduced back in the late ‘80s when SUVs were changing the face of the auto market. It quickly rose to prominence in the luxury sector, and has never looked back. For a bit of history, the Discovery Series I was replaced by the slightly roomier and more refined 1998-2005 Discovery II, while the much improved 2003-2009 Series III was renamed LR3 in North America when introduced for the 2005 model year, before the 2010-2016 LR4 brought Land Rover’s most family friendly model fully into the premium class both stylistically and luxuriantly.
A raised suspension promises better water fording capability. (Photo: Land Rover)
The new 2017 Discovery, which remains mostly unchanged as it moves into the 2018 model year, other than some minor yet important updates including standard autonomous emergency braking, standard InControl Touch Pro Navigation now benefiting from a larger 10-inch touchscreen, the turbo-diesel powertrain now available throughout the entire model lineup, and a revised second-gen head-up display system that can now be had on HSE and HSE Luxury trims, is a completely reimagined sport utility that eschews nearly everything from its LR4, LR3 and Discovery past.
Plenty of styling updates will make the SVX stand out against other Discovery trims. (Photo: Land Rover)
Most obviously its blocky corners have been wholly smoothed over, but more so that metalwork is now formed from aluminum instead of steel, while an even more significant change sees the old Integrated Body Frame (IBF) platform architecture left behind for a monocoque body shell. The suspension is aluminum as well, the result of these lightweight materials being a 480-kilogram (1,058-lb) reduction in curb weight from the outgoing model, for much improved driving dynamics and efficiency.
New tech that aids the SVX off-road also helps it perform better on pavement. (Photo: Land Rover)
While this strict alloy diet should theoretically aid off-road capability, some naysayers point to the change from partial body-on-frame architecture to monocoque (a.k.a. unibody) as a negative when the pavement ends and trail begins, which makes it all the more important for Land Rover to highlight that its new Disco is every bit as capable off-road as its outgoing LR4. What better way to prove this point than to showcase a special off-road optimized version of the new SUV, that every diehard Land Rover 4×4 fan will want to call their own.
If the wilderness knows your name, the Discovery SVX might be your ideal companion when it arrives next year. (Photo: Land Rover)
Meet the new Discovery SVX, just revealed at the Frankfurt motor show. It’s a “production preview” of what the British SUV brand is calling “the ultimate all-terrain Land Rover Discovery.” Just one look should have even the most jaded 4×4 purists wanting a turn at the wheel, plus news that behind its matte grey, black, silver and orange coloured front fascia is Land Rover’s 518 horsepower supercharged 5.0-litre V8.
Land Rover made a point of photographing a muddied up Discovery SVX, making its off-road purposes clear. (Photo: Land Rover)
“The SVX product line gives us a fantastic opportunity to deliver the ultimate Land Rover all-terrain capability in a dynamic and distinctive manner, creating a rugged and versatile SUV that the whole family will love: effortless, unstoppable and connected, whatever the terrain,” said Mark Stanton, Jaguar Land Rover SVO Director. “Discovery SVX is designed to reward off-road driving enthusiasts with the next level of all-terrain capability, without compromising comfort and practicality.”
The SVX prototype’s matte grey and orange highlights look sharp. (Photo: Land Rover)
The list of kit that makes it worthy of the brand’s “most extreme Land Rover yet” claim is extensive, including a raised monocoque and four-corner air suspension with long-travel dampers and modified knuckles for better approach, departure, and breakover angles, as well as heightened ground clearance for overcoming obstacles, while all of the above gets assisted further via bigger 20-inch forged aluminum alloys wrapped in meatier 815-mm diameter 275/55 Goodyear Wrangler all-terrain rubber. Land Rover points out that the tires’ higher sidewalls “reduce contact pressure and improve performance on soft surfaces,” which when “combined with a more aggressive tread pattern… improves grip in muddy conditions.”
More mud anyone? These large all-terrain tires are ideal for mucking through thick gumbo. (Photo: Land Rover)
Aiding both off-road performance and on-pavement stability is new Hydraulic Active Roll Control (H-ARC). This SVX-exclusive technology allows for increased wheel articulation when tackling aggressively uneven trail surfaces, plus reduced body-roll during fast-paced cornering.
An additional Land Rover first is the Discovery SVX’s specially tuned Terrain Response 2 four-wheel drive system, which, along with manually or automatically modulating throttle, brake, and torque distribution from a dial atop the centre console, includes active centre and electronic rear locking differentials for optimizing traction in all weather conditions and all types of surfaces.
Unique SVX badging is reminiscent of Land Rover’s SVR and SVAutobiography lines. (Photo: Land Rover)
Likewise, the model’s eight-speed automatic gearbox and twin-speed transfer case have been tweaked with “unique software calibrations,” says Land Rover, while variable ratio electric power-assisted steering (EPAS) joins the Discovery’s usual assortment of advanced driver assist systems, including Hill Descent Control, Electronic Traction Control (ETC), Adaptive Dynamics, Dynamic Stability Control (DSC), and All-Terrain Progress Control (ATPC).
Providing “optimum control of gear selection in off-road manoeuvres,” the current production Discovery’s Drive Select rotating gear selector has been replaced by a Pistol Shifter that looks as if it was pulled straight out of a Jaguar F-Type, other than the tiny orange cross-stitched “X” that’s applied overtop the leather shift knob’s regular French stitching and some minor changes to the lever’s backside design, this JLR parts bin-sourced item making perfect sense for an SUV that’s bound for production.
How about a cleaner look? Like what you see? You can register your interest below. (Photo: Land Rover)
Yes, something very similar is on the way next year, with Land Rover confirming the “Discovery SVX will be the first Land Rover assembled by hand at the SVO Technical Centre when production begins in 2018.”
What might change ahead of production? True 4×4 aficionados would most likely rather have the fuel-friendly and therefore much more range-capable turbo-diesel in place of the hyper-tuned V8, the formidable powerplant’s 461 lb-ft of torque tempting yet more in tune with off-road racing than any serious, adventurous safari-like 4x4ing. In stock trim the 3.0-litre turbo-diesel V6 is good for 254 horsepower at 3,750 rpm and a still impressive 443 lb-ft of torque at 1,750 to 2,250 rpm, while fuel economy is rated at 11.2 L/100km in the city, 9.0 on the highway and 10.2 combined, which won’t only save weekend warriors a lot of coin on the way to their trails of choice, but get them much deeper into the wilderness per tank of fuel.
The design changes certainly toughen up Land Rover’s seven-passenger family hauler. (Photo: Land Rover)
If you’re wondering where the SVX nomenclature hails from, JLR’s aforementioned SVO (Special Vehicle Operations) division is fully responsible. It also produces the highly acclaimed Range Rover Sport SVR and new Range Rover SVAutobiography (SVA), the former representing the ultimate in SUV performance, the latter being the ultimate in SUV luxury. SVX, of course, is for those wanting the ultimate in off-road capability.
These artistic tread plates might not make the transition to production. (Photo: Land Rover)
As for styling, this SVX production preview certainly looks the part. The front and rear bumpers are unique, featuring protective skid plates and exposed Rush Orange-painted recovery eyes that Land Rover says can manage more than 6,000 tonnes (6,614 lbs) of SUV and gear, if the need to get unstuck via a two vehicle or winch arises (never do any serious 4x4ing without a handheld come-a-long). An electric winch is mounted within the rear bumper, its orange hook hanging from the left rear recovery eye in the photos.
This Jaguar F-Type-sourced shift lever replaces the rotating dial gear controller, said to work better in extreme off-road conditions. (Photo: Land Rover)
Land Rover calls the matte-finish exterior paint Tectonic Grey, which is as much of a dark silver as a light grey. While attractive, this surface treatment also provides an anti-glare finish for the hood, helpful for reducing strain in the eyes when trying to keep a lookout for obstacles ahead. Additional unique details include a Narvik Black Dynamic grille, Narvik Black side vents with V8 badging, silver roof rails, and a roof-mounted light bar up front featuring two rows of LED driving lights for help in low-visibility situations.
Inside, the SVX gets a combination of Lunar and Light Oyster greys with more Rush Orange accents, the little “X” on the shift lever complemented by more X logos on the SVX-branded seats.
The infotainment system will likely be loaded up with useful off-road tech like an inclinometer, plus by the looks of the photos provided by Land Rover, it could also use an altimeter. (Photo: Land Rover)
“SVO designers are embedded within the Land Rover team and have worked with our engineers to unleash their own passion for adventure to create another truly desirable and versatile vehicle in the Land Rover line-up,” said John Edwards, Special Vehicle Operations Managing Director.
Longtime Discovery fans will likely find the SVX’ orange highlights familiar, the colour previously used as the livery for G4 Challenge events, plus the race replica production models that soon followed. Land Rover’s Camel Trophy branded Discovery and Range Rover models wore more yellowish-orange paintwork, which will no doubt make a comeback at a later date when yellow comes back in popular favour. Now, the SVX’ grey and orange colour scheme is the height of fashion.
The seats include SVX script and orange detailing. (Photo: Land Rover)
“The combination of design excellence and engineering integrity inherent in every Land Rover is the foundation of everything we do,” said Gerry McGovern, Land Rover Chief Design Officer. “The Discovery SVX reinforces Land Rover’s unrivalled reputation for building vehicles with true all-terrain capability for customers who desire the ultimate in off-road performance.”
If you like what you see, register your interest at https://www.landrover.ca/en/special-vehicle-operations/discovery-svx/index.html or talk to your local Land Rover dealer. Also, make sure to check out our photo gallery above, as well as two beautifully produced videos below, the shorter one dubbed “The Goat” just for fun, and the longer one named “The Journey” showing the new Discovery SVX in its element:
“The Goat” video:
“The Journey” video:
If you’ve ever witnessed one of Aston Martin’s V8 or V12 engines blast past at full song or even better, experienced the soul stirring sound from within the cockpit, hopefully from behind the wheel,…
Aston Martin’s RapidE, a fully electric powered version of its Rapide S four-door coupe, is making progress toward production. (Photo: Aston Martin)
If you’ve ever witnessed one of Aston Martin’s V8 or V12 engines blast past at full song or even better, experienced the soul stirring sound from within the cockpit, hopefully from behind the wheel, word of an all-electric model about to be born from the storied Gaydon, Warwick, UK manufacturer might not elicit the same kind of enthusiasm that the second-generation Tesla Roadster did to the comparatively startup Palo Alto, California firm’s legions of EV zealots attending last month’s Hawthorne, CA semi truck launch program.
Truth be told, the good folks at Aston will have to work very hard to beat the Elon Musk dream car’s claimed 2.0-second sprint from standstill to 100km/h, but of course the RapideE won’t be competing directly with Tesla’s tiny sports car when it arrives on the market. Instead, Aston is projecting its 800-horsepower EV will achieve a 4.0-second sprint from standstill to 100km/h, a 250 km/h (155 mph) top speed, and an ambitious range of 400 km (250 miles) without de-rating, a technical term for reducing power in order to extend range.
From these artist’s renderings, it’s easy to see the RapidE electric pulls some styling cues from the new Rapide AMR. (Photo: Aston Martin)
The details planned to achieve such performance haven’t been disclosed, but it’s thought a battery of at least 80kW should fit within the current car’s prop shaft torque tube, ideal for its low, central location, and helpful in keeping the Rapide’s passenger and cargo compartments as unaffected by the transition as possible. On this note, it’s undetermined whether the final RapidE will utilize the current single electric motor, like the test mule concept, or house two smaller motors at each rear wheel, being that both have advantages. The latter might allow for some extra frontal cargo space, which is always a bonus with grand touring cars like the Rapide. Aston is sharply focused on keeping the RapidE’s weight as close to the current gasoline-powered model as possible, which will be important to achieving the EV’s performance targets.
With a diffuser this big, no one will be missing the Rapide’s dual exhaust ports. (Photo: Aston Martin)
As it is, the Rapide S is a long, low and very lean four-door coupe, capable of whisking four adults from nil to 100km/h 4.4 seconds, and then on to a 327 km/h (203 mph) top speed, much thanks to a front mid-mounted 552 horsepower 6.0-litre V12 with 465 lb-ft of torque, plus a Touchtronic III ZF eight-speed automatic gearbox capable of shift increments of just 130 milliseconds, which drives the limited-slip diff-enhanced rear wheels via a lightweight, quick spinning carbon-fibre prop shaft. Proposing to potentially shelve all this mechanical wonderment for something purely electrified is the equivalent of getting hyped up about an ETA quartz powered movement replacing the ébauche, escapement, balance spring, etcetera in a Jaeger-LeCoultre Master Control Chronograph.
Aston promises even better performance than its Rapide S, plus a 400-km range even when utilizing much of its power. (Photo: Aston Martin)
Still, anyone in business and/or finance knows you should never bet against the market, and these days the car market is certainly turning toward things electric. On that note, the RapidE was originally a concept developed in conjunction with the equally legendary performance car marque Williams, albeit the Grove, Oxfordshire, UK-company’s heritage is in motorsport, specifically Formula 1 in which it’s earned 16 championship titles by the likes of Alan Jones, Keke Rosberg (last year’s F1 champion Nico Rosberg’s father), Nelson Piquet, Nigel Mansell, Alain Prost, Damon Hill, and Canada’s own Jacques Villeneuve. It also has a less known engineering division.
The Rapide’s long body allows plenty of space for storing multiple power units and a big battery. (Photo: Aston Martin)
Williams Advanced Engineering, which is also working to develop models for Nissan’s performance division Nismo, the sub-brand behind specially-tuned models including the GT-R, and previously partnered with Jaguar to create the esteemed C-X75 hybrid supercar, while also having designed and assembled the first battery system for the fully-electric open-wheel FIA-sanctioned Formula E championship, has been partially responsible for the RapidE’s development, the EV’s full-scale production initially planned for right about now. Unfortunately the previous production partner, China’s LeEco, a cellphone and streaming firm, pulled out due to financial problems resulting from its work with floundering EV car builder Faraday Future, so instead Williams will take over engineering integration of a small 155-unit RapideE run set to arrive in 2019.
There’s no need for as much front ventilation because the RapidE won’t have a radiator, but depending on where the production car’s battery goes it will also need a lot of cooling. (Photo: Aston Martin)
“Williams Advanced Engineering has always endeavoured to work collaboratively with its customers to meet their sustainability challenges and find energy efficient solutions,” said Paul McNamara, Technical Director at Williams Advanced Engineering. “For today’s car manufacturers, this is particularly important as legislation demands more energy efficient vehicles. This project with Aston Martin will draw on the extensive battery and EV experience we have accumulated and we are extremely pleased to be supporting this prestigious British company with their future electrification strategy.”
Future cooling vents for a front-mounted battery or will Aston keep its hood louvres just for style? (Photo: Aston Martin)
The upcoming RapidE, which appears based upon the Rapide AMR concept, looks much like a regular Rapide in its current test mule phase, other than blue accents and unique RapidE badging with a stylized plug forming from the final E’s middle prong. Inside, the RapidE’s instrument panel gets battery life and regenerative braking indicators, replacing some of the now redundant gasoline engine’s gauges. So far there aren’t any changes planned for the interior, trim aside.
Likewise, the RapidE’s suspension should carry forward mostly unchanged. The prototype rides on an identical setup to the current V12-powered road car, and while the former is hardly ready for primetime (with those having driven it complaining of truck-like handling) Aston will need to keep RapidE production costs within reason. So far the prototype doesn’t include any electronic driver assistance systems such as stability-control software, while its even missing a finished cooling package to keep the battery from overheating, the old radiator now unnecessary. Reportedly, straight-line performance and range are test mule weak points too, the British brand still having plenty of work to do before the production RapidE is ready.
According to reports, much of the Rapide S’ suspension will remain intact during the transformation, reducing costs and maintaining desired handling targets. (Photo: Aston Martin)
Aston and Williams are charging ahead to solve such issues, all of which are necessary hurdles for any manufacturer to overcome when transforming a gasoline-powered vehicle to fully electric, and the finished product should coincide with the launch of Aston’s new DBX crossover SUV and Lagonda luxury sedan. We’ll have to wait to see if EV versions of these latter two models materialize in production form (the DBX concept used four wheel-mounted electric motors), but it only makes sense being that some of the British brand’s most important markets are planning to eradicate internal combustion engines in the not too distant future. In fact, it’s quite likely that delays of these models coming to market stem from a need to make sure they’ve been inherently designed to accept electrification, something the Rapide was not, which has caused greater challenges and compromises in the transformation.
We can expect the production RapidE to continue forward with Aston’s rich interiors. (Photo: Aston Martin)
“Having unveiled the RapidE Concept back in October 2015 we reach another milestone with the confirmation that we are now putting the first all-electric Aston Martin into production,” said Dr. Andy Palmer, Aston Martin’s President and CEO. “RapidE represents a sustainable future in which Aston Martin’s values of seductive style and supreme performance don’t merely co-exist alongside a new zero-emission powertrain, but are enhanced by it. The internal combustion engine has been at the heart of Aston Martin for more than a century, and will continue to be for years to come. RapidE will showcase Aston Martin’s vision, desire and capability to successfully embrace radical change, delivering a new breed of car that stays true to our ethos and delights our customers.”
Certainly the RapidE will be fast, but just how Aston manages to maintain driver engagement is unknown. For instance, could paddle shifters make the transformation? (Photo: Aston Martin)
It’s good to hear Mr. Palmer confirm that internal combustion engines won’t disappear from the automaker’s lineup entirely, although their future availability will hardly matter in jurisdictions planning to totally eradicated them, such as Aston’s own Britain that’s promised to ban diesel and gasoline-powered engines by 2040, following a similar position across the English Channel in France, and since followed up by comparable sentiments in important premium car markets such as California and China, the latter already a leader in electric car development and production.
Such steps are arguably important for the greenification of the world, depending on how the electricity is sourced, but for performance car enthusiasts the thought of never again hearing the glorious mechanical machinations of an Aston Martin’s internal combustion engine are just too sad to contemplate. Still, being how important electric powertrains are to Aston’s low- and zero-emission Second Century Plan strategy, the RapideE is just the beginning. In fact, electric propulsion will be part of every Aston Martin by the mid-2020s, whether in the form of full electric power or hybrid, and EVs are expected to make up 25 percent of A-M sales by 2030.
Land Rover’s Discovery Sport and Range Rover Evoque are already very popular in their respective classes, but that hasn’t held the British automaker back from making them even more competitive. In…
All Discovery Sport trims get improved performance for 2018, with top-line models receiving 286-hp. (Photo: Land Rover)
Land Rover’s Discovery Sport and Range Rover Evoque are already very popular in their respective classes, but that hasn’t held the British automaker back from making them even more competitive.
In fact, both models received all-new Ingenium engines for 2018, the 2.0-litre turbocharged direct-injected four-cylinder now designed and built totally in-house. Along with similarly powered base engines to their predecessors, the two SUVs also get the option of a much more powerful variant.
The more powerful engine can be added to Evoque HSE and HSE Luxury trims, increasing acceleration dramatically. (Photo: Land Rover)
Entry-level models receive similar output numbers to their forebears at 237 horsepower compared to 240, and 251 lb-ft of torque instead of 250, while a class-leading adaptive shift program enhanced nine-speed automatic aids both performance and efficiency.
Speaking of performance, top-tier Discovery Sport and Evoque trims can be had with a 286 horsepower version of the same engine making 295 lb-ft of torque, allowing the Evoque to sprint from standstill to 100km/h in just 6.4 seconds, which is 1.2 seconds quicker to 100km/h than the outgoing Evoque, plus 4 km/h faster overall at 221 km/h (132 mph). Also impressive, the base Evoque shaves 0.3 seconds from the old model, completing its zero to 100km/h run in just 7.3 seconds.
The 2018 Evoque Convertible doesn’t get the most potent powerplant, but the new base engine makes it quicker just the same. (Photo: Land Rover)
The larger Discovery Sport is much quicker with its upgraded engine too, zipping from zero to 100km/h in only 6.7 seconds and topping out at 221 km/h (132 mph) just like the faster Evoque, while the new base model achieves the feat in just 7.6 seconds compared to 8.2 seconds in the outgoing SUV (the seven-passenger Disco Sport hits 100km/h in 7.9 seconds), and once again manages a terminal velocity of 200 km/h (124 mph).
The new Ingenium gasoline engine lineup was designed and gets made totally in-house. (Photo: Land Rover)
The innovative Evoque Convertible doesn’t feature a high-output version yet, but the new base engine nevertheless increases zero to 100km/h performance from 8.6 seconds to 8.1, while its top track-speed grows from 180 km/h (112 mph) to 217 km/h (135 mph), which is now the same as the outgoing and current five-door base Evoque’s top speed.
The new engine features a higher-pressure fuel injection system with upgraded injectors, while the exhaust manifold is now integrated within the cylinder head for quicker warm-up and more immediate turbo response. The high-output variant also includes an upgraded turbocharger with unique bearings resulting in more power, quicker response and better overall efficiency.
The new engines improve performance across the range, while a 9-speed auto and four-wheel drive remain standard with both SUVs. (Photo: Land Rover)
If you want the more potent engine in the Discovery Sport you’ll first need to step up to HSE or HSE Luxury trim, which sport Dynamic exterior and interior styling plus equipment upgrades. Both trims get exterior modifications including a sportier front fascia design with deeper air intakes and other unique trim details all around the SUV, plus HID headlights with LED signatures, fog lamps, auto-dimming side mirrors with memory, and a fixed panoramic sunroof, while the cabins get a heatable sport steering wheel as well as driver’s seat memory, perforated leather upholstery, heated front seats, front parking sensors, a garage door opener, etcetera.
Land Rover 4×4 capability is legendary, with even the smallest Range Rover Evoque performing well off-road. (Photo: Land Rover)
Specific HSE Luxury features also include unique exterior trim, proximity keyless entry, illuminated aluminum treadplates, upgraded interior trim, an auto-dimming rearview mirror, navigation, 380-watt Meridian audio, higher grade perforated Windsor leather upholstery with contrast stitching and piping, a powered gesture liftgate, and more.
Of note, the Discovery Sport is impressively equipped in base trim with features like off-road capable four-wheel drive boasting Terrain Response and All Terrain Progress Control, trailer stability assist, auto on/off headlamps, power-folding heatable side mirrors with approach lamps, an electromechanical parking brake, pushbutton ignition, a leather-wrapped steering wheel, rain-sensing wipers, dual-zone auto climate control, rear parking sensors, 8.0-inch touchscreen infotainment, a rearview camera, partial leather upholstery, 10-speaker audio, three USB ports with charging, Bluetooth phone connectivity with streaming audio, ambient interior lighting, and more.
The Discovery Sport has built a strong reputation for off-road competence. (Photo: Land Rover)
With the Evoque, the zestier engine comes in HSE Dynamic and Autobiography trims, and like the Disco Sport this sportier Evoque gets a reworked front fascia, 20-inch alloys, bright square exhaust pipes, adaptive and configurable dynamics, auto high beams, a sport steering wheel, bright metal sport pedals, Windsor leather upholstery, ambient interior lighting, a Homelink universal garage door opener, 10-inch infotainment, upgraded navigation, WiFi, plus other exterior and interior enhancements, while the Autobiography adds unique exterior trim, adaptive HID headlamps with LED signatures, upgraded interior finishings, 14-way powered front seats with forced ventilation and memory, specially embossed Windsor leather upholstery, 16-speaker 825-watt Meridian audio, and more.
A new Range Rover Evoque Landmark Edition provides unique styling and features for good value. (Photo: Land Rover)
At the other end of the Evoque spectrum, a new value-focused five-door Landmark Edition combines the less formidable engine with unique dark grey gloss finished 19-inch seven-split-spoke alloy wheels, a choice of three exterior colours including Yulong White, Corris Grey and exclusive Moraine Blue, plus a standard Carpathian Grey contrast roof, Graphite grey and gloss black exterior trim, an Ebony black interior with Lunar stitching and dark satin brushed aluminum inlays. Additional Landmark Edition features include fog lamps, auto-dimming side mirrors, proximity keyless access, a powered gesture rear liftgate, and a more powerful eight-speaker audio system.
The Evoque provides a luxurious interior, with the Landmark Edition getting unique trim and features. (Photo: Land Rover)
It should be noted the base Evoque is already a very well equipped SUV, with standard features that include off-road capable four-wheel drive with Terrain Response and All Terrain Progress Control, handling-enhancing torque vectoring, power-folding side mirrors with approach and puddle lights, an electromechanical parking brake, pushbutton ignition, a heatable leather-wrapped steering wheel, rain-sensing wipers, a colour TFT multi-information display within the primary gauge cluster, dual-zone auto climate control, an auto-dimming rearview mirror, front and rear parking sensors, an 8.0-inch infotainment touchscreen, a rearview camera, navigation, heatable 12-way powered front seats, leather upholstery, and much more.
The Discovery Sport is priced affordably yet provides premium materials and equipment. (Photo: Land Rover)
The new 2018 Evoque Landmark Edition starts at $54,000, which is just $4,100 more than the $49,900 base SE model, while the more powerful engine in HSE Dynamic trim can be had from $64,500, and the Evoque Convertible can be had from $66,000.
Despite being larger the Discovery Sport remains Land Rover’s entry-level SUV and one of the more attractively priced vehicles in its class at just $43,500 plus freight and fees, while the quickest Discovery Sport variant is available from $53,300.
A news story that may have passed under the radar this year saw Mercedes-Benz once again winning Vincentric Best Fleet Value in Canada awards for its lineup of Metris and Sprinter commercial vans. You’ve…
Both the mid-size Metris and full-size Sprinter won their classes in Vincentric’s Best Fleet Value in Canada awards. (Photo: Mercedes-Benz Vans)
A news story that may have passed under the radar this year saw Mercedes-Benz once again winning Vincentric Best Fleet Value in Canada awards for its lineup of Metris and Sprinter commercial vans. You’ve seen them everywhere, although one could be forgiven for not paying attention to yet another big white delivery van or silver airport shuttle with blacked out windows.
The Vincentric award tallies up a commercial vehicle’s overall lifecycle cost in order to determine its value, and the Sprinter has earned top marks in the full-Size three-quarter-ton Cargo and Passenger Van categories for six consecutive years, while the Mercedes-Benz Metris Cargo and Passenger Vans have won their respective classes for two years running.
The Mercedes-Benz Sprinter Passenger Van makes an ideal sightseeing vehicle. (Photo: Mercedes-Benz Vans)
Specifically, the list of Mercedes-Benz winners include the Metris Cargo Van in Vincentric’s “Mid-Size Commercial Cargo Van” category, the Metris Passenger Van in the third-party analytical firm’s “Mid-Size Commercial Passenger Van” category, the Sprinter Cargo Van 2500 V6 Standard Roof 144-inch WB in the “Full-Size ¾-Ton Cargo Van” category, and the Sprinter Passenger Van 2500 V6 Standard Roof 144-inch WB in the “Full-Size ¾-Ton Passenger Van” category.
The Metris Passenger Van also won its category. (Photo: Mercedes-Benz Vans)
“We focus on providing the best possible fleet solutions for the Canadian commercial market, and we know that low total cost of ownership is a key differentiator for our vehicles,” said Nicolette Lambrechts, Vice President, Mercedes-Benz Vans. “That the Metris has achieved this level of recognition in both of its first two years on the market demonstrates that we are achieving our goal and fulfilling our promise to customers.”
The Metris is low enough to fit into regular parking garages, making it extremely versatile. (Photo: Mercedes-Benz Vans)
The Metris fills a unique niche in the commercial market by providing a lot of capacity from a mid-size model, yet making it small enough to fit under the low roofs of many parking garages. Its relatively lightweight design and turbocharged four-cylinder gasoline engine make it fuel-efficient too, while its rear-wheel drive layout makes for lower repair costs and allows it to haul more weight than front-wheel drive competitors.
You don’t just have to get white, as Mercedes-Benz Vans offer a large palette of optional colours. (Photo: Mercedes-Benz Vans)
“With consecutive wins for the past six years, the Mercedes-Benz Sprinter has built on a long-established reputation for delivering exceptional value,” added Lambrechts. “These most recent awards further underscore its worth and utility for Canadian fleets from coast to coast.”
Based on typical use patterns, Vincentric analyzes cost of ownership of more than 2,000 commercial vehicle configurations monthly. The studies are comprehensive too, factoring in “all major ownership and operating costs for each vehicle, including depreciation, fees and taxes, financing, fuel, insurance, maintenance, repairs, and even opportunity cost, or the loss of potential interest income as a result of owning and operating a vehicle,” said Mercedes-Benz Vans in a press release. What’s more, evaluations are done in all 10 Canadian provinces by using 24 different lifecycle cost scenarios. Vincentric bases each winner on lowest fleet lifecycle costs in the most scenarios.
Mercedes is the only van maker to offer 4WD in a van as large as the Sprinter. (Photo: Mercedes-Benz Vans)
“Mercedes-Benz Vans have consistently displayed great value to Canadian fleet buyers in the Mid-Size and ¾-Ton van segments,” says Vincentric President, David Wurster. “All four of the award-winning Mercedes-Benz vehicles combined low depreciation costs with strong fuel economy to earn their awards.”
The Metris is a one-size-fits-all affair, but the Sprinter can be had in many lengths and roof heights, plus it’s one of the only full-size vans available with a four-wheel drivetrain. This variety, along with its renowned quality, plus its turbo-diesel fuel-efficiency and overall dependability make it very popular amongst fleet buyers and independent business owners alike.
Polestar, a name that was formed to conjure images of Sweden’s cold northern regions (north star, north pole) as well as achieving pole position (being in the very front at the start of a race), became…
Volvo’s popular XC90 can be upgraded with new Polestar Performance Optimization packages for T5 and T6 trims, but we’re still waiting on the 421-hp T8 version. (Photo: Volvo)
Polestar, a name that was formed to conjure images of Sweden’s cold northern regions (north star, north pole) as well as achieving pole position (being in the very front at the start of a race), became Volvo’s official in-house performance division in 2015 after decades of independent racing programs, concept car development, upgrade packages with performance tuning, plus full Polestar branded S60 and V60 sport models.
Now Polestar is being spun off as a standalone brand complete with a new double-V logo (kind of like this “><”), while it will also continue optimizing Volvo models under its new Polestar Engineered sub-brand, its latest creations promising to become both environmental icons and impressively quick SUVs.
Volvo’s new 2018 XC60 T6 can be upgraded to 334-hp with its available Polestar Performance Optimization package. (Photo: Volvo)
It all starts with some very impressive rolling stock, Volvo’s all-new 2018 XC60 compact SUV with its top-tier T8 Twin Engine power unit, and the 2018 XC90 T8 Twin Engine mid-size model, two luxury SUVs that produce 400 horsepower and 472 lb-ft of torque for claimed sprints of zero to 100km/h in just 5.3 and 5.6 seconds apiece respectively when “Power” mode is selected. While this is already impressive, the new Polestar versions pump up combined gasoline and electric output by 21 horsepower and 28 lb-ft of torque each, for new totals of 421 horsepower and 501 lb-ft.
Volvo announced a separate new Polestar brand of electrified performance models, and this is the logo. (Photo: Polestar)
While shaving just 0.1 seconds from the larger SUV’s sprint time and an undisclosed (so far) amount from the smaller, lighter model (likely about 0.2 seconds for just over 5.0 seconds to 100km/h), other aspects of engine performance and gearbox functionality are improved as well, including “throttle response, off-throttle response, gearshift speed and hold,” taking the new models to “a new level of driving pleasure,” said Volvo in a press release. Volvo promises the changes will be most noticeable during everyday driving, such as when merging onto the highway, overtaking a slower vehicle or exiting a curve.
This Polestar 1 rendering promises an exciting future for Volvo’s spinoff performance brand. (Photo: Polestar)
“The gearbox shifts faster,” adds Volvo, with gearshift points that have been “calibrated to utilize the optimized mid-range engine performance.” Likewise, “the gear-hold function maintains the same gear when cornering with high lateral g-force in order to avoid unsettling the balance of the car.”
“Our goal is to create usable performance in everyday driving situations for Volvo owners who want an enhanced driving experience,” said Henrik Fries, Vice President, Research and Development at Polestar when speaking about the new XC60 T8 with the Polestar upgrade. “The new XC60 has provided us with an excellent base to work on with a dynamic chassis and a state of the art powertrain. With the Polestar optimization, it makes the new Volvo XC60 a true drivers’ car.”
In an interesting twist on the way most people see performance, Volvo’s plug-in electrified T8 models will produce the most power. (Photo: Volvo)
Separating these two specially tuned Volvos from other performance SUVs are expected fuel economy numbers that won’t anger Mother Nature. In fact, they shouldn’t change much from the less powerful variants, the XC60 T8 Twin Engine-powered SUV already achieving a claimed 10.1 L/100km in the city, 7.3 on the highway and 8.8 combined, while the XC90 T8 Twin Engine gets a claimed 10.1 L/100km city, 8.8 highway and 9.5 combined, or 4.7 Le/100km combined city/highway when factoring in regular plug-in charging (or potentially zero if your daily commute is less than its 43-kilometre EV range).
While all Polestar Performance Optimization packages improve acceleration and responsiveness, enthusiasts are talking most about the 421-hp T8 version. (Photo: Volvo)
While all this spells good news for Volvo’s performance fans, the hiccup has been delivery. Dealers have XC60 T8 and XC90 T8 customers waiting for the Polestar optimization upgrades, but so far the package components haven’t arrived. How long can those customers expect to wait? According to Kyle Denton, Public Relations and Events Manager for Volvo Canada, “There is no timeline set at this point.”
Considering Volvo Canada made the official T8 Polestar Performance Optimization package announcement all the way back in July, garnering a lot of news and plenty of excitement in the process, having no timeline for delivery isn’t likely the answer those customers expected to hear.
No matter the drivetrain and performance available, all new Volvos get exceptionally good fuel economy. (Photo: Volvo)
Of note, XC60 and XC90 customers that purchase base T5 and mid-range T6 powertrains can get Polestar optimized packages, with both models using the T5 powertrain getting a 7 horsepower nudge to 261 horsepower, and those fitted with the T6 enjoying a more significant 14 horsepower bump to 334 horsepower. Like the T8 models covered above, Volvo stresses the biggest improvements are made to powertrain and transmission responsiveness throughout the rev range.
The XC60 and XC90’s 2.0-litre turbo-four is available with six different tuning levels when factoring in Polestar variants. (Photo: Volvo)
Volvo also offers Polestar Performance Optimization with its other models, but only its S90 and V90/V90 Cross Country models experience a power boost when applied to its T5 engine, the increase identical to the XC60 and XC90’s, resulting in 261 horsepower. The S60 and V60/V60 Cross Country T5s remain unchanged at 243 horsepower, with the Polestar upgrade only enhancing how that power is applied. Alternatively, like the XC60 and XC90 T6 models, Polestar Performance Optimization packages for the S90 and V90/V90 Cross Country T6 boost the models to 334 horsepower, whereas S60 and V60/V60 Cross Country T6 models move up 4 horsepower to 310.
XC60 and XC90 performance ranges from 254 to 421 horsepower. (Photo: Volvo)
As noted earlier, Polestar has its roots in motorsport. It began as Flash Engineering in 1996 under the leadership of Swedish Touring Car Championship (STCC) winner Jan ‘Flash’ Nilsson, with the purpose of contesting Volvos in the same series, initiated by a Tom Walkinshaw Racing (TWR) built 850 Super Touring sedan. A TWR-constructed S40 Super Touring was entered in 1998, after which a Prodrive-sourced S60 S2000 hit the track in 2003.
With more than 100 STCC wins spanning nearly a decade to its credit, Christian Dahl, who originally joined Flash as chief mechanic in 2001, purchased the team halfway through 2004 and rebranded it Polestar in 2005. Polestar Racing continued to compete and win with the S60 S2000 until 2009 when a C30 S2000 became the basis for the next-generation STCC challenger, which was the same year they started modifying Volvo road cars under their separate Polestar Performance brand.
Volvo has enjoyed decades of motorsport involvement thanks to association with Polestar, this photo showing a double victory at the famed Nürburgring track. (Photo: Volvo)
The first street-spec car was the one-off 405-horsepower all-wheel drive C30 Polestar Concept in 2010, complete with a 4.6-second sprint to 100 km/h and the audacious sound of straight exhaust, followed by the S60 Polestar Concept in 2012, which produced 508 horsepower and hit 100 km/h in 3.9 seconds before attaining a top speed of 299 km/h (186 mph). These garnered so much interest that production cars ensued in 2013, including the S60 Polestar and the V60 Polestar.
All Polestar optimized Volvos pull from that lengthy motorsport heritage, and therefore promise stronger performance along with all the other attributes Volvos are revered for.
It should be noted that Polestar Engineered upgrades are installed at the dealer level, so you have the option of adding them at the time of purchase and including it in your monthly payment, or doing so at a later date. Either way, upping performance with the Polestar Performance Optimization package doesn’t infringe on your Volvo’s warranty.
For more information, contact your Volvo retailer.
Audi already incorporates Android Auto and Apple CarPlay within its highly advanced MMI infotainment systems, but at this year’s Google I/O developer conference in Mountain View, California the German…
Audi’s sensational Q8 Concept is the rolling platform for a new Android-based infotainment system. (Photo: Audi)
Audi already incorporates Android Auto and Apple CarPlay within its highly advanced MMI infotainment systems, but at this year’s Google I/O developer conference in Mountain View, California the German brand offered the Android open source community’s millions of members a new opportunity to share in the development of its next-generation in-car infotainment systems.
An Android HMI solution was already fully integrated within the new Audi Q8 sport concept on display at the Google I/O event, the stylish five-door SUV prototype having first been shown earlier in the year at the North American International Auto Show in Detroit on January 9. The question Audi had for show-goers was, how can the collective expertise of the Android open source community speed up development of future in-car apps?
The beautiful Q8 cabin includes some pretty impressive Android-based tech. (Photo: Audi)
With seven thousand attendees taking part in the conference, plus millions worldwide involved over the internet, there was no shortage of forward-thinking minds contemplating all the possible applications for Audi’s next-generation Android infotainment system.
The three-day Google I/O event is considered the largest and most important developer conference in the global software industry, so reason enough for Audi’s involvement. Of interest to attendees would be the Q8 sport concept’s technology platform, already infused with new Android-based apps like the Spotify streaming service, Google Play Music, and Google Assistant, which were all running on the vehicle’s sizeable MMI touchscreen display atop the centre dash.
This updated version of Audi’s Virtual Cockpit works even more seamlessly with the centre stack-mounted infotainment display than the current one. (Photo: Audi)
Of note, most infotainment system functions are also visible within Audi’s innovative Virtual Cockpit, a fully configurable colour TFT primary gauge cluster positioned in the driver’s direct field of view.
Marking the first time such services have been fully integrated within Audi’s brand-specific infotainment system, its conventional in-house navigation route-guidance and mapping system now combines with Google Maps, allowing those more familiar with the internet-based system to use it instead. The new Q8 concept’s infotainment setup also includes a message centre for incoming SMS messages, emails and calls.
Check out the longer video below for some examples of what this stunning system can do. (Photo: Audi)
According to Audi, the seamless integration of Android offers great potential. Android is now the most popular mobile platform globally, with more than 1.4 billion active users. Servicing that platform is an open Android community that’s deep in expertise and creativity, and therefore capable of quickening new application development. Due to on-board Wi-Fi, such new applications could immediately be integrated within any new vehicles’ infotainment system. Additionally, update cycles could be made considerably shorter, plus the diversity of services much wider, and international availability more prevalent.
The Q8 Concept’s rear seats look ultra-comfortable, but as importantly rear passengers are digitally connected by a centre touchscreen display. (Photo: Audi)
Aligning with the makers of the most popular smartphone and tablet operating systems only makes sense, being that in-car infotainment is becoming increasingly important in the sale of new cars, some younger buyers choosing their cars partially because of the electronics within. Familiarity to a car’s infotainment interface while on the test drive, including the ability to use it in the same ways as their smartphone or tablet, could make or break the sale of a new vehicle, as well as owner satisfaction once that sale is completed and the customer is in the “getting to know you” stage.
This rear display allows rear passengers their own infotainment functions. (Photo: Audi)
Turning to Android’s open source philosophy for future infotainment development is in sharp contrast to Audi rival Lexus and its parent company Toyota, which have eschewed both Android Auto and Apple CarPlay in place of their own proprietary systems dubbed Enform and Entune respectively. The latter two systems could very well succeed, but electronics history is littered with proprietary failures like Sony’s Memory Stick that was thwarted by SD cards, the same Japanese brand’s Beta videotapes replaced by VHS, and the list goes on.
Refreshingly, Audi sees a different type of fully connected mobility, where people can “pursue any activity they want in the car of the future.” Audi hopes that its “integrated Android system will enable them to use the entire world of smartphone apps in the car,” which certainly makes a lot of sense to us.
To learn more, check out two videos that show the new Audi Q8 Concept along with some impressive detail of its ultra-advanced Android-based infotainment system. The short version runs for just 50 seconds, whereas the second video runs for 8:30, with the in-depth infotainment demo beginning at 6:35:
