March | 2018 | The Car Magazine

The entry-level luxury car segment is different than most others in the industry. Unlike the larger compact D- and mid-size E-segments that see the Acura TLX and RLX sport-luxury sedans respectively fight…

New Car Reviews

2018 Acura ILX Technology Road Test

The entry-level luxury car segment is different than most others in the industry. Unlike the larger compact D- and mid-size E-segments that see the Acura TLX and RLX sport-luxury sedans respectively fight it out against similarly sized four-door models (plus the odd wagon), such as BMW’s 3 and 5 Series, Mercedes-Benz’ C- and E-Class, and Audi’s A4 and A6, the Japanese brand’s ILX compact sedan goes up against a four-door coupe and five-door hatch from Mercedes, two-door coupe and convertible models from BMW, a (now defunct) five-door hybrid hatch from Lexus, and yes another four-door sedan plus a two-door convertible and five-door plug-in hybrid wagon from Audi. It’s an eclectic mix for sure.

I can’t see many luxury buyers cross shopping the ILX against a BMW 2 Series or any of the five-door family haulers in the class, but the Audi A3 Sedan is the ILX’ closest rival, followed by Mercedes’ CLA. And yes, I can’t be the only one still shaking my head that BMW never entered the North American fray with a four-door sedan version of its 1 Series, but I suppose now that compact SUVs have taken over most brands’ entry-level duties its previous sin of omission may now be seen as clever foresight.

Yes, there’s a lot of excitement surrounding SUVs as of late, but BMW aside, which sold more than three times the number of X1 crossovers as 2 Series models last year, Mercedes obliterates GLA sales with its one-two CLA/B punch, Audi handily outsells the Q3 with its A3, and Acura sells 100 percent more ILX sedans than its… CDX? Of course, we’re still waiting for Acura to show up with a subcompact SUV of its own, so for now the ILX carries the entire entry-level show.

Other than being a bit past its stale date, the ILX carries that mantle well. Styling, while still attractive, gives away the car’s age, at least when put beside the aforementioned TLX and RLX sedans that have already been updated with the brand’s new trademark “Diamond Pentagon” grille and complementary body augmentation. Instead, the ILX continues to wear the brand’s outgoing aluminum-tone “Dynamic Power Plenum” grille, a more attractive adaptation of the earlier “shield” grille that’s more commonly and less respectfully known as the “beak”.

Either way, the ILX wears its front fascia proudly, its centermost portion protruding pointedly, flanking headlamps made up of five “Jewel-Eye” LEDs apiece, and lower apron suitably sporty thanks to a narrow centre air slit and assertive set of corner vents. An upswept shoulder line, shapely waste line, and yet more sculpting along the rocker panels adds depth to its side profile, while an angular set of slim LED taillights has always been an elegant addition to its backside, these topping off a rear bumper cap that nearly mirrors the car’s frontal design when it comes to corner vents. It’s a smart looking ride, rounded out by silver-painted multi-spoke 17-inch alloys on my Technology trimmed tester.

True, 17s seem a bit small for an optioned out premium sport sedan, but their size will be appreciated when it comes time to replace their 215/45R17 Michelins. Smaller diameter rubber can lead to substantial savings, and value continues to be an important element of the ILX’ success.

At just $29,990 for a base 2018 ILX, it undercuts the A3 by almost 10 percent or $2,810, and the CLA by nearly 20 percent or $5,710, and even more when including freight and fees, while its impressive load of features makes it an even bigger bargain. Standard with the ILX yet optional on the two Germans in question are full LED headlamps, remote engine start, proximity-sensing keyless access, SMS text message reading capability, adaptive cruise control, lane departure warning, lane keeping assist, road departure mitigation, and more.

It shares many features with its closest rivals too, including auto on/off headlights, heated power-adjustable side mirrors, ambient interior lighting, pushbutton ignition, a leather-wrapped multifunction steering wheel, a leather-wrapped shift knob, a rearview camera with guidelines, Bluetooth hands-free connectivity with streaming audio, tire pressure monitoring, hill start assist, all the usual active and passive safety features, etcetera.

Of note, both the ILX and CLA include standard shift paddles, forward collision warning, and autonomous collision mitigation braking, whereas the ILX and A3 boast standard dual-zone automatic climate control and glass sunroofs.

Of course, I’m not going to disrespect the Audi or Merc by neglecting to mention features they include in standard trim that are either extra with the Acura or not available at all, such items being rain sensing wipers, heated front seats, rear seat centre pass-thrus, and auto start/stop that shuts the engine off when it would otherwise be idling to reduce emissions and save fuel, all but the latter two features optional with the ILX, while the CLA also gets standard memory for its powered driver’s seat, and both of the A3’s front seats are powered while it also includes standard leather upholstery. Additionally, the ILX can’t be had with an electromechanical parking brake, standard on both German models, but (call me a luddite) I must admit to preferring the classic leather-clad handbrake more anyway.

On that note, the ILX doesn’t offer all-wheel drive either. To be clear, the three cars in this comparison feature standard front-wheel drive, but both German models offer the low- and high-speed traction benefits of four-wheel power, at a significant cost mind you, Mercedes’ 4Matic upping the CLA’s price point by $2,200 and Audi’s Quattro adding $4,800 to the A3’s bottom line. Once again we’re back to the ILX value proposition, these all-wheel drive alternatives retailing for $37,900 and $37,600 respectively, while we haven’t even passed the $30k threshold with the ILX yet.

In order to do that, $32,490 Premium trim is still less expensive than either German yet adds perforated Milano leather upholstery, powered heatable front seats with two-way driver-side memory, an auto-dimming rearview mirror, a larger 8.0-inch backlit colour VGA upper infotainment display controlled by a rotating knob and various buttons on the centre stack, plus a second 7.0-inch multi-use colour touchscreen display below that, a higher grade seven-speaker and subwoofer-enhanced audio system with satellite radio, and blindspot monitoring with rear cross-traffic alert.

My third-rung $33,990 Technology trimmed test car, priced slightly higher than the base A3 yet still more affordably than the CLA, added rain-sensing wipers, accurate navigation with detailed mapping, voice recognition, an excellent 10-speaker ELS surround sound audio system with Dolby Pro Logic, enhanced AcuraLink smartphone connectivity, and a HomeLink garage door remote.

Lastly, if you want to spice up the ILX styling, the $35,390 A-Spec gets everything noted above as well as an aerodynamic body kit featuring side skirts and a rear spoiler, plus fog lamps, sportier machine-finished 18-inch alloys with black painted pockets, metal sport pedals, Lux-Suede upholstery, and a black headliner. I tested this model last year and quite liked its upgraded styling and interior enhancements, while its mere $1,400 bump up from the Tech model is once again easy to budget for.

All of this value would be moot if the ILX wasn’t a well-built car with the kind of performance expected in the premium sector, and to that end it really does measure up to its European competition. At its heart is a naturally aspirated 2.4-litre four-cylinder that makes wonderful mechanical noises, including some brilliantly raspy highlights when revs near the 6,900 rpm limiter and a suitably sensational exhaust note when pushed hard too. Output is 201 horsepower and 181 lb-ft of torque, making it an engine that likes to be pushed higher into the revs than the lazier 2.0-litre turbos on offer from Mercedes and Audi, the former good for 208 horsepower and 258 lb-ft of torque, and the latter making 186 and 221 respectively.

The ILX partially makes up for slightly less go-power by adding an additional forward gear, its eight-speed dual-clutch gearbox wonderfully responsive yet extremely smooth too, while I can’t argue against the two seven-speed Teutonic boxes either.

As for fuel economy, it’s a dead heat with the ILX achieving a claimed rating of 9.4 L/100km in the city, 6.8 on the highway and 8.2 combined, the CLA near identical at 9.6 city, 6.6 highway and 8.2 combined, and the A3 a fraction better at 9.1 city, 6.8 highway and 8.0 combined.

At the limit handling is a toss-up too, although after extensive testing of all three I probably prefer either German due to their slightly firmer suspension tuning and more exacting responsiveness at the limit. Still, all three deliver great handling dynamics, with the ILX really impressing when pushed aggressively. Likewise, all can be driven comfortably all day long, whether in the confines of the city, enjoying the wide openness of the highway, or winding along a tight, twisting seashore drive. Your choice will come down to personal preference in the end, but no one competitor is necessarily better than the other in this respect.

On that note this class isn’t only about performance, as most luxury buyers would probably want quiet refinement more often than not. I have to say all of these entry-level sedans do a good job of coddling their occupants, thanks to generous insulation and high-quality soft-touch synthetic surfaces above the waste, not to mention effective electronic noise canceling systems. The more modern cabins of the CLA and A3 might make them more appealing visually, plus some of their switchgear is nicer, but all stand up to this segment’s expected quality.

All are roomy and comfortable up front too, while only the CLA lacks rear seat room, it being a four-door coupe and all. As for cargo capacity the CLA’s 470 litres and A3’s 480 beat the ILX’ 350 hands down, the Acura’s smaller trunk strange considering its near identical length to the former and longer dimensions when compared to the latter. What’s more, its single-piece folding rear seatback makes it the least flexible for loading in long cargo when rear passengers are aboard.

I expect Acura to address most of the current model’s shortcomings when the next-generation ILX debuts near the end of this year as a 2019 model, but until then the current model will continue forward as one of the better value propositions in the luxury car market. After all, we can’t expect perfection at such an accommodating base MSRP, especially when factoring in its many standard and agreeably priced options.

The ILX really does delivery solidly above its asking price, with sharp styling, a quality interior, best-in-class standard safety, good economy, and excellent driving dynamics, all for a price that’s thousands less than key competitors. In fact, its fiercest rival is probably the new Civic in top-tier Touring trim, but unless moving up into Si or Type R trim, which won’t allow for an automatic transmission, the ILX delivers much better driving dynamics. In other words, there are still plenty of reasons to choose an ILX over its four-door rivals.

Aston Martin has been revising its entire model range in recent years, with a dynamic new take on its quintessentially British design language and a completely new V8 and V12 engine lineup. Maintaining…

Latest News

New DB11 Volante to arrive in Aston Martin dealerships next month

2018 Aston Martin DB11 Volante — The all-new 2018 DB11 Volante convertible arrives at Aston Martin retailers across Canada next month. (Photo: Aston Martin)

Aston Martin has been revising its entire model range in recent years, with a dynamic new take on its quintessentially British design language and a completely new V8 and V12 engine lineup.

Maintaining its forward momentum, the DB11 Coupe, universally praised after its 2017 introduction, gets a soft-top convertible Volante model for 2018, due to arrive across the country next month.

“For many of our customers, indeed many generations of Aston Martin customer, the Volante has always offered something very special: a unique combination of elegant style, innate sporting ability and sensory engagement that lifts it above other open-top cars,” said Dr. Andy Palmer, Aston Martin President and Chief Executive Officer. “The new DB11 Volante captures those qualities perfectly and promises the kind of pleasure and enjoyment that can only come from driving an open-top Aston Martin.”

The DB11 Volante replaces the outgoing DB9 Volante, a model that’s served Aston faithfully for more than a dozen years. Where the old Marek Reichman and Henrik Fisker designed model has become a modern-day classic, revered by industry professionals and owners alike, not to mention car enthusiasts the world over, the new DB11, once again penned by Reichman, merges all that’s good from the past with an edgy new sophistication.

The DB11 Volante doesn’t deviate from the DB11 Coupe’s successful design below the shoulder-line, a good thing as the model’s new take on the trademark A-M grille, striking LED headlamps, elegant single-piece aluminum hood, dramatic front fender vents, muscular rear fender swells, sharply cut trunk lid, ultra-slim ‘light blade’ LED tail lamps, and diffuser-infused rear apron nears visual perfection. While new forged alloy wheels round out the lower design, the new open-top model gets even better as eyes climb upward. Perched atop a similarly raked windshield and A-pillars to the DB11 Coupe up front, and an artistically reformed deck lid in back, sits a classic retractable fabric roof that melds perfectly into the car’s sweptback profile.

Available in Black Silver, Grey Silver or Bordeaux Red, the all-new eight-layer convertible top utilizes the latest acoustic sound deadening and climate isolating insulation materials, providing four-season comfort and NVH levels, while it powers down to a class-leading stack height in just 14 seconds at speeds of up to 50 km/h with a 50 km/h headwind, plus back up again in only 16 seconds.

The DB11 Volante offers most of the same standard and optional features as the new DB11 Coupe, including an entirely new configurable digital gauge cluster with superb graphics, clear, crisp resolution, and wonderful depth of colour, plus an equally impressive centre stack-mounted infotainment display controlled by a knurled metal-edged rotating dial and gesture-sensing palm rest on the lower console. Both Daimler-sourced electronic interfaces are filled with the latest features and apps, including full smartphone integration, while the rest of the interior comes finished in the auto industry’s best quality materials and most exacting artisanship. Upping its game, the front seatbacks of the DB11 Volante even feature hardwood or carbon fibre veneer panels that easily pull eyeballs when the top is dropped.

While the standard and optional features list is long and full, Aston makes a special point of noting the DB11 Volante’s new heatable steering wheel as an encouragement for all-season open-air motoring (which we wholly support), and also states that new Volante-first rear seat ISOFIX attachment points bring a new level of practicality to owners with small children.

Regarding performance, the DB11 Coupe first arrived with Aston’s new V12, which was engineered by a team from the company’s UK division yet continues to be produced in the automaker’s dedicated Cologne, Germany engine facility, but take note the DB11 Volante won’t be available with the V12 at all, at least not at first, but instead will utilize the brand’s new 4.0-litre V8, sourced from AMG-Mercedes ahead of fine-tuning by A-M’s engine team. The new V8, which makes 503 horsepower, 498 lb-ft of torque, and comes mated to a new paddle shifter-enhanced ZF-sourced eight-speed automatic transmission with incredibly quick yet especially smooth shift intervals, was a new arrival for the 2018 DB11 Coupe late last year, and is an ideal fit for the new convertible.

The lighter weight V8 fits further rearward in the car’s chassis to aid overall balance, plus performance is also helped by a new DB11 Volante that’s considerably lighter and more rigid than the model it replaces, its bonded aluminum body structure carried forward from the DB11 Coupe yet stiffened in key areas to compensate for losing its roof.

“The challenge of creating a convertible car is retaining structural and dynamic integrity,” said Max Szwaj, Aston Martin Chief Technical Officer. “To protect the former you need strength and rigidity, but to preserve the latter you need to keep weight to a minimum. With the DB11 Volante we have maximized the advantages of the DB11’s all-new bonded structure to underpin our new Volante with a structure that’s 26 kg lighter and five percent stiffer than its predecessor. The result is a truly magnificent car. One that combines greater performance and agility with increased comfort, refinement and interior space for occupants and their luggage.”

DB11 Volante trunk volume has grown by 20 percent over the outgoing DB9 Volante, while the car’s increased cabin space, comfort, plus its reported ride quality and driving ease seem diametrically opposed to its overall improved performance. To this end the new model incorporates three-stage powertrain and chassis modes that are engineered to suit most any driver’s mood or road/weather condition, while new electric power steering plus a limited-slip differential with dynamic torque vectoring provide levels of all-season control not possible before.

The new 2018 DB11 Volante arrives at Aston Martin dealerships across Canada next month, although orders are being taken now. Contact your local retailer for details.

Britain’s Jaguar Land Rover (JLR) group is on an unprecedented growth curve, mostly due to an obsession with filling gaps in its portfolio. The most noticeable additions include three new Jaguars, namely…

New Car Reviews

2018 Range Rover Velar R-Dynamic HSE P380 Road Test

Britain’s Jaguar Land Rover (JLR) group is on an unprecedented growth curve, mostly due to an obsession with filling gaps in its portfolio.

The most noticeable additions include three new Jaguars, namely the XE compact sedan, F-Pace compact SUV, and all-new E-Pace subcompact SUV. Being that Land Rover is purely a sport utility brand and therefore won’t built cars (although the Evoque Convertible gets pretty close), its growth has come by adding namesake models in market segments previously held only by Range Rovers, and vice versa. A few years ago we saw the Land Rover Discovery Sport enter the compact SUV segment that only had the Range Rover Evoque prior to that, albeit half a size smaller, and now the new Range Rover Velar enters the same compact SUV segment, although it’s half a size larger. This, plus a completely reimagined mid-size Land Rover Discovery, has seen the brand’s Canadian sales grow by 78 percent since that aforementioned Discovery Sport arrived, whereas Jaguar has seen its numbers rise by 266 percent over the same period, for a collective 155 percent gain since 2014 began and 2017 ended.

As far as new model expansion goes, Land Rover could stop right here at the Range Rover Velar and I’d be more than satisfied. They probably won’t, as there’s room below the Discovery Sport for a smaller entry-level Land Rover and above the full-size Range Rover (at least for a third row), but it’s difficult to imagine them topping the Velar in the compact luxury segment.

Compact? Yes the Velar, like the Jaguar F-Pace it shares chassis architectures and drivetrains with, is large enough that it borders on mid-size. It measures 4,803 millimetres (189.1 inches) in length with a 2,874-mm (113.1-inch) wheelbase, 1,665 mm (65.5 inches) tall and 2,145 mm (84.4 inches) wide with its mirrors extended, while its track spans 1,642 mm (64.6 inches) up front and 1,657 mm (65.2 inches) at the back. That makes it slightly longer and taller than the F-Pace, albeit a smidge narrower, with its wheelbase identical and track fractionally wider, yet it’s 76 mm (3.0 inches) shorter than the mid-size Range Rover Sport overall, with a 49-mm (1.9-inch) shorter wheelbase, 138-mm (5.4-inch) lower height, 75-mm (2.9-inch) narrower width, and 51/29-mm (2.0/1.1-inch) narrower front/rear track. I could go on comparing, but suffice to say the Velar is considerably larger than the Discovery Sport and much smaller than the mid-size Discovery, which itself is quite a bit larger than the Range Rover Sport. Compact it is.

The $62,000 Velar also fills a dollar void in the Range Rover lineup between the $49,990 Evoque and the $78,800 Sport, albeit my Velar R-Dynamic HSE P380, at $82,600 before adding options, goes well past that base Range Rover Sport.

As JLR fills the “white spaces” in each brand’s lineup, it has gone to great lengths to separate mere luxury from best-by-a-long shot status. The Land Rover brand is being positioned as the most entry-level of the three, although it still sits squarely within the luxury sector, while Jaguar is skewed slightly higher, albeit less about off-road and more toward on-road performance. This leaves Range Rover where it’s always been most comfortable, combining equally high levels of on- and off-road capability with extreme luxury.

From outside the Velar looks every bit the part of a sleek, wind-cheating modern-day Range Rover, my all-black R-Dynamic HSE P380 tester certainly seeming more to do about go-fast performance than rock crawling and mud slinging. Of course, that’s the way we see most Range Rovers that drive by, despite their terrain conquering legend. True to reality my tester was kept to tarmac, this Velar’s optional glossy black-painted 22-inch multi-spoke alloys on 265/40 Continental CrossContact LX Sport performance rubber better suited to lanes confined by painted lines and guardrails than trees on one side and cliffs to the other.

Climb inside and you’ll quickly appreciate that nothing else in the compact luxury SUV segment comes even close. This is where I should probably point out that my R-Dynamic HSE came standard with a fully configurable driver display, which adds brilliantly bright high-resolution colour instrumentation to each side of a massive multi-info section, the latter looking fabulous when filled with the navigation system’s digital map. While impressive, the Velar has left every competitor behind including familial brands when it comes to centre stack displays.

Yes, the word displays is plural for a reason, the Velar infused with the new InControl TouchPro Duo infotainment system. The topmost 10.2-inch widescreen monitor is amongst the industry’s best for clear, crisp quality and graphical stimulation, even canting towards the driver upon startup, but it’s the secondary display, integrated within the sloping console’s mid-section, that truly wows. Along with its inclusion of climate and seat controls plus plentiful vehicle settings such as the SUV’s Terrain Response system, it minimizes switchgear and thus cleans up the interior design, the result more Scandinavian than Volvo, and I mean that in a good way. There are knobs, two for the HVAC system and one for audio volume, but most everything else is under glass, so to speak, the fourth dial for gear selection in recent JLR tradition.

Traditional for Range Rover, the quality of everything is beyond reproach. Go ahead and try to find any hard substandard plastics, you’ll come up short. Rather, much of the dash, instrument panel, centre stack/lower console sides, door panels, etcetera are covered in padded and stitched leathers, while the luxury sector’s usual soft-touch synthetics, brushed, patterned and bright metals, plus rich lacquered inlays are tastefully applied throughout, albeit higher grades of each than average. As usual for Range Rover the Velar also offers an abundance of colour, trim and finishing choices inside and out, this important for a product that’s as close to bespoke as the luxury segment gets. After all, personal expression is a key ingredient of top-tier luxury.

So is getting comfortable, and the Velar offers a wide variety of front seat options to do so. Perforated grained leather is standard, although my tester came dressed up in softer Windsor hides with attractively patterned perforations, while the only sin of omission Range Rover makes with respect these otherwise inherently comfortable 10-way powered perches is a lack of front seat heaters in extreme base trim (which your dealer would never order). This is what happens when you get your playbook from the U.S., but to our advantage front seat memory is standard, while seat heaters are $510 options with rear warmers added for another $510 or, better yet, front cooling seats for just $310 more. Before getting bogged down in minutia I’ll leave the price of every upgrade, or for that matter the itemization of any such upgrades, to someone else, and rather focus in on the SUV at hand.

As noted earlier, Land Rover provided my Velar tester in R-Dynamic HSE P380 trim, which from a comfort perspective (the HSE part) means that standard items found on the $62k base Velar S, such as 19-inch five-spoke alloys, colour multi-information display amid analogue gauges, grained leather, 10-way memory seats, 11-speaker Meridian audio, and more gets enhanced with 21-inch 10-spoke alloys (which once again were replaced on my tester), the 12.3-inch high-definition Interactive Driver Display noted earlier, the supple Windsor leather mentioned a moment ago, yet more comfortable 20-way front seats with the addition of standard heat and cooling functions plus (ahhh) massage, which was wonderfully relaxing, and six more side and rear speakers plus a dual channel subwoofer and Trifield technology for the Meridian audio system.

Other items pulled up from base to HSE trim include LED headlights with signature DRLs and auto high beams, auto-dimming and power folding, heated side mirrors with approach lights, proximity access, pushbutton ignition, an electromechanical parking brake, rain-sensing wipers, an auto-dimming rearview mirror, a garage door opener, a sliding panoramic glass sunroof, voice activation, a rearview camera with dynamic guidelines, rear parking sensors, Navigation Pro GPS with brilliantly detailed mapping plus the ability to actually learn your regular routes and then update with traffic and ETA info as needed, Autonomous Emergency Braking (AEB), a powered gesture liftgate, and the list goes on and on.

Some features found on the HSE that are optional with the base model include larger 350-mm front brakes, front parking sensors, a power-adjustable steering column, bright metal pedals, adaptive cruise control with queue assist and intelligent emergency braking, blindspot monitoring, lane departure warning, lane keeping assist, reverse traffic detection, driver condition monitoring, traffic sign recognition and adaptive speed limiter, and park assist.

Thanks to dazzling Santorini Black paint, an R-Dynamic Black package, the aforementioned all-black wheels, chromed IP cap ends (yes, you can even dress it up where you can’t see when the doors are closed), configurable ambient interior lighting, a heatable steering wheel rim, heated rear seats, a head-up display, four-zone auto climate control with cabin air ionization and a cooled glove box, sensational sounding 23-speaker Meridian Signature 3D audio, a Convenience package with handy rear seat remote release levers, a cargo net, and a useful Activity Key wristband that lets you leave your keys in the car while engaging in activities that might put losing your keys at risk, an On/Off-Road package with upgraded Terrain Response 2, All Terrain Progress Control (ATPC) and Configurable Dynamics, and an Active Locking Rear Differential to enhance off-road capability, the price was bumped up to just over $96k before adding freight and fees.

Of course you can add plenty more, with items still available including myriad alloy wheels, roof rails and cross-members, a heated windshield, illuminated treadplates and cargo sill, cargo storage rails, premium floor mats, plenty of hardwood, metal and piano black lacquered inlay options, extended leather, unique Dapple Grey wool seat and armrest upholstery developed by Danish textile supplier Kvadrat (they also supply to premium furniture brands Knoll and Vitra), Suedecloth steering wheel rim and headliner, satellite radio, dual 8.0-inch rear entertainment monitors on the backside of each front headrest with a DVD changer, and a Tow Package with a hitch receiver, fixed rear recovery eye, Advanced Tow Assist that automatically steers in order to control the position of the trailer when backing up (allowing 2,500 kilograms/5,500 lbs of trailer weight), and a surround camera system (the latter available as a standalone option as well), etcetera. Finally, $95k First Edition trim (limited to just 50 units in Canada) adds unique exterior and interior treatments to the R-Dynamic HSE P380.

Knowing the Velar shares aluminum-intensive underpinnings with the Jaguar F-Pace and more so that my R-Dynamic P380 tester is dynamically similar to its British cousin’s quickest combination, titillates the senses before even setting out. After all, the fastest F-Pace S is one energetic performer with particularly athletic road manners, so it only makes sense that the identically formidable Velar should deliver the same results. On paper that’s mostly true, other than 0.2 seconds added to the more opulently attired Range Rover that sprints to 100km/h in 5.7 seconds instead of 5.5. Considering the Velar’s dramatically improved interior and greater assortment of standard features I’m just fine with that, the difference so nominal it would take some pretty sophisticated timing hardware and a side-by-side drag race to confirm, while each model’s top speed of 250 km/h is out of the question on Canada’s public roads so it’s a moot discussion, but really the more blatant differentiator is the way each SUV goes about delivering its performance.

Where the F-Pace S is a rasping, growling menace to society that purposefully embraces the F-Type sport car’s track-conquering pedigree, the Velar R-Dynamic HSE P380 is an altogether quieter, more refined, more sophisticated experience. As noted by the numbers, either version of JLR’s 3.0-litre supercharged V6 gets up and goes as if shot from a catapult, 380 horsepower and 332 lb-ft of torque fed through an eight-speed automatic transmission with paddle shifters more than enough for these grand albeit still compact SUVs, but the Range Rover flies forward with an entirely new level of grace and composure.

Likewise, it’s as wonderfully agile through complex S-turns as it’s capable of putting hundreds of miles of fast-bending freeway in the rearview mirror, its driver and occupants oftentimes left more comfortable, relaxed and downright refreshed (thanks to those massaging seats) than before they started, or at least that was my experience.

This is high-speed motoring at its best, and while I never had opportunity to test its off-road mettle I’m willing to guess the Velar is every bit the low-speed adventurer that its older, larger siblings are. Aforementioned Terrain Response lets you dial in performance settings based on any number of road/trail and weather conditions, while its available air suspension (standard with the P380) adds 46 millimetres (1.8 inches) of ride height for more extreme 4×4 situations. It’s a dream around the city too, easy to negotiate in congested traffic and nicely sized for parking, while its excellent visibility helps to see over surrounding cars.

Those less interested in straight-line performance and more concerned with economy will appreciate that Land Rover employs its in-house designed and built 2.0-litre Ingenium turbo-diesel as standard equipment, good for a reasonably paced 8.9-second run to 100km/h thanks to 180 horsepower and 317 lb-ft of torque, plus a claimed 9.2 L/100km in the city, 7.8 on the highway and 8.5 combined, whereas the sportier alternative uses a still reasonable 13.0 L/100km city, 10.0 highway and 11.6 combined thanks to fuel-saving auto start/stop that shuts the engine off when it would otherwise be idling, and other efficiency systems.

Speaking of efficiency, the Velar’s large compact dimensions make for five-seat comfort in all positions, while 558 litres (19.7 cubic feet) of cargo space behind the rear seats (or 673 litres/23.7 cubic feet when measuring above the cargo cover) is good for the class. Also helpful, the rear seatbacks fold in the most convenient 40/20/40 configuration, allowing longer cargo like skis down the middle with passengers in the more comfortable (and in my tester’s case, heated) window seats, while there’s up to 1,985 litres (70.1 cubic feet) of available cargo space when they’re laid completely flat via those handy optional levers noted earlier.

Land Rover has thought of everything with the new Range Rover Velar, making it my choice for best compact luxury SUV in Canada. It’s suitably the priciest, but in this case it’s worth every penny.

Many concept cars deserve to be built, but few actually see the light of day. Apparently the Honda Urban EV concept, the biggest little hit of the 2017 Frankfurt motor show, has beaten the odds. The Urban…

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Honda Urban EV concept is heading for production in 2019

Many concept cars deserve to be built, but few actually see the light of day. Apparently the Honda Urban EV concept, the biggest little hit of the 2017 Frankfurt motor show, has beaten the odds.

The Urban EV, or whatever Honda finally calls it, will enter production in 2019, as per an announcement at the Geneva motor show earlier this month. It will be part of a new range of plug-in vehicles from the Japanese automaker, which already includes the much larger mid-size Clarity five-door hatchback, currently available in North American markets and Japan.

One look at the oddball Clarity and another at the cute-as-a-button Urban EV is all you’ll need to speculate on sales leadership, the former only capable of purveying 2,455 units across the entire U.S.A. in all of 2016 and another 2,087 in 2017, and the latter immediately becoming the star of the Frankfurt show and an internet sensation since.

The retrospective city car pulls fond memories from Honda Nation’s formative members, its general shape and unique details more than just reminiscent of the brand’s first-generation 1972–1979 Civic hatchback. While we can’t be sure the production model will replicate this Urban EV concept’s design when it debuts later this year or early next, Honda would be smart to keep it as close to a match as possible.

Unfortunately, Honda hasn’t revealed anything about the new car’s power unit, but we can expect range in the vicinity of Nissan’s new Leaf that manages 240 km on a single charge, while charging times should be similar as well (about eight hours on a 6-kW charger or 80-percent in just 40 minutes when hooked up to a fast charger).

While most North American consumers consider small cars as nothing more than inexpensive commuters, the production Urban EV will be priced closer to premium models. This is nothing new in the plug-in electric world, with the just noted Leaf starting in the mid-$30k range before topping out in the low-$40s, and Chevrolet’s smaller subcompact Bolt starting in the low-$40k range and escalating from there (less government rebates in BC, Ontario and Quebec).

Along with its puppy dog allure, Urban EV customers will likely be treated to an upscale cabin that lives up to its lofty price point. The concept includes a massive one-piece tablet-style digital gauge cluster and infotainment touchscreen combination that spans the entire dash top, smaller secondary displays integrated into each door allowing enhanced sideview monitoring, beautiful wood inlays across the dash and doors, and even unusual loveseat-style front and rear bench seats with throw pillows and wooden side tables. No doubt the production version will bring things back down to earth with regular front bucket seats and a simpler rear bench, but it’s possible something similar to the prototype’s digital displays will stay.

Conceptual features we hope make the grade are exterior message boards integrated into the front grille and rear deck lid, which light up to say whatever you want to adjacent motorists or passersby, such as “hello” up front or “back off” in behind, while some sort of graphical hand gesture might be useful too.

We also like the circular LED headlight surrounds that mimic the original Civic’s incandescent headlamps, while the LEDs in the rear also look good, but we certainly wouldn’t want to clean the myriad white spokes on the alloy wheels, and would probably find the rear-hinged side doors difficult to live with too.

2017 Honda Clarity Fuel Cell — The Clarity, shown here in its fuel cell setup, is an unusual design that hasn’t sold in high numbers. (Photo: Honda)

Conceptually we like the idea of the Urban EV’s Honda Automated Network Assistant (HANA), a concierge-type service introduced early last year as part of the brand’s NeuV autonomous vehicle, that can store personal data for paying parking fees, charging credit cards at drive-thrus, and much more, while it also incorporates artificial intelligence (AI) for detecting the emotions behind a driver’s judgments after which, based on that driver’s previous choices, it can make new recommendations and potentially even take over when necessary. The Urban EV includes the Honda Power Manager concept as well, which is a smart system for home energy.

By 2030 Honda plans to have two-thirds of its vehicles fully or partially powered by electricity. This would include gasoline-electric hybrids like the Accord Hybrid, plug-in hybrids such as the Clarity, battery-electric vehicles like the Oregon- and California-market Clarity Electric, and fuel cell vehicles like the California-only Clarity FCV (the latter two only available via lease). Additionally, the third-generation 2019 Honda Insight Prototype was introduced at the Detroit auto show in January, with Accord-like styling in a slightly downsized plug-in package that should prove very popular for more reasons than just its good looks—it’s also expected to be available throughout the U.S. and Canada.

2019 Honda Insight Prototype — By 2030 Honda plans to have two-thirds of its vehicles fully or partially powered by electricity, with the new Insight playing a key role. (Photo: Honda)

Markets in mind, the production Urban EV isn’t expected to be heading to North America due to its diminutive size, with Honda still believing that buyers in this part of the world prefer larger cars. A good argument could be made for the Urban EV when comparing Clarity deliveries to those of the subcompact Bolt, the little Chevy selling more cars in Canada last year (2,122 units) than the big Honda did in the entire U.S. market (see above), not to mention more than 10 times the number of Clarity examples delivered south of the 49th (23,297 units). Adding insult to injury, hybrids normally outsell full EVs by a considerable margin, while making matters worse (for Honda) the Bolt ($43,095 CAD and $37,495 USD) is much more expensive than the Clarity ($39,900 CAD and $33,400 USD). This in mind, we think a production Urban EV would sell at least 10 times better than the Clarity.

We’ll keep our fingers crossed for clearer minds at Honda Canada and American Honda to prevail, and look forward to seeing the production Urban EV when it arrives.

Anyone still questioning whether the full-size pickup truck market is a tough nut to crack for imports hasn’t been paying attention. Toyota has arguably done a better job than Nissan over the long haul,…

New Car Reviews

2018 Nissan Titan XD Platinum Diesel Road Test

Anyone still questioning whether the full-size pickup truck market is a tough nut to crack for imports hasn’t been paying attention.

Toyota has arguably done a better job than Nissan over the long haul, although when comparing deliveries to the big three we’re talking petite potatoes either way. Toyota sold 9,442 Tundras to 5,692 Nissan Titans in 2017, whereas Ram sent 98,465 Pickups down Canadian roads last year, General Motors improved on that number with 120,949 Chevy Silverado and GMC Sierra deliveries, and Ford once again topped the charts with 155,290 F-Series sales.

Those were the highest big three truck totals in history, while Nissan also gets kudos for selling more Titans than ever before, but despite an upturn in truck sales and Canada’s best-ever year of vehicle sales, Toyota lost a lot of half-ton ground. Why? It wouldn’t be out of the question to point fingers at the new Titan, especially when factoring in last year’s sales were up 2,466 units and the Tundra’s were down 1,922, but it could also be that loyal Toyota owners are merely waiting patiently for a long expected Tundra update, whereas equally supportive Nissan buyers were feasting on the new-for-2017 gasoline-powered half-ton Titan.

The Cummins Diesel-powered Titan XD arrived on the Canadian market for the 2016 model year, and while it did well such big heavy-half pickup trucks aren’t for everyone. Then again the Titan XD makes a lot of sense for trailer-pulling folks, whether the load is construction equipment or landscaping fill for your business, or personal recreation gear like a camper, boat or horses. The truck I tested was capable of 5,457 kilos (12,030 lbs) of trailering weight and a payload of 907 kg (2,000 lbs) (max payload is 1,143 kg/2,520 lbs), and can even be had with a Nissan-sourced fifth-wheel hitch integrated into the bed. Want to check your trailer’s lights once it’s hooked up? The Titan team has thought of everything, providing you opt for second-rung SV trim (or higher) with its standard key fob actuated trailer light tester.

My top-line XD Platinum had that familiar highway rig look thanks to copious chrome detailing, most notably across the front grille, the rear tailgate, the mirror caps, door handles, alloy wheels, and various trim bits. It’s a darkened chrome for a richer look, softened slightly by my tester’s Pearl White and taupe grey Titanium metallic two-tone effect paint, yet still pretty glitzy for the campground crowd.

Let’s face it. When driving up in a Titan you’re not going to enjoy the camaraderie of F-Series owners wandering over from the adjacent campsite to see the latest Limited, or for that matter the Silverado/Sierra bunch fawning over the newest High Country/Denali, let alone the Ram gang making googly eyes at the Laramie Limited. You’ll get the odd curious albeit wary wonderer trying to get a closer look at what’s available from the dark side, unaware the Titan is made in the U.S.A., Canton, Mississippi to be exact.

Be prepared for some deep frowns from heavy-duty Ram fans who think their HD 2500 and 3500 models have an exclusive right to Cummins Diesel power. The Columbus, Indiana company supplies both brands now, but don’t go spouting off engine output numbers or you’ll put smiles right back on their faces, being that the Titan XD Cummins Diesel doesn’t put out anywhere near the performance of the Ram HD, the domestic truck’s 7,403 kg (16,320-lb) tow rating the result of a 6.7-litre I-6 with 410 horsepower and 800 lb-ft of torque. It appears not all Cummins diesels are created equal.

Of course, the Titan XD isn’t a three-quarter or one-ton pickup truck, and therefore doesn’t need as much capability. Most should find the 310 horsepower and 555 lb-ft of torque from its DOHC, 32-valve Cummins 5.0-litre V8 equal to their requirements, while many will be just as satisfied with the 390 horsepower and 394 lb-ft of torque from the base 5.6-litre gasoline-powered V8, an engine that wasn’t available for the 2016 launch model.

On that note, Nissan Canada has made some changes for 2018. First and foremost they’ve dropped the Single Cab XD, which means there’s no longer a 4×2 variant and entry-level pricing has therefore increased from 2017’s $37,250 to $47,498 for the new base 2018 XD Crew Cab S 4×4, or $54,998 with the diesel. While plenty more now comes standard, including an extra set of doors, a second row and four-wheel drive, the new base price represents a $748 increase over last year’s identical XD Crew Cab S.

While eliminating body styles is never good for a model that was created for fighting it out in domestic full-size truck territory where variety is king, Nissan has obviously wizened to the fact it’s not going to make much headway into the Canadian commercial light truck market dominated by the big three, so the slow-selling Single Cab had to go in our smaller market (it’s still available in the U.S., as is the mid-range King Cab). The U.S. market still offers SL trim as well (it was previously second from the top), with the Canadian 2018 XD lineup now pared down to S, SV, Pro-4X, and Platinum trims, while each can be had with either gasoline or diesel powerplants.

No matter which engine you choose features are the same, but keep in mind S trim is pretty basic. Its standard pushbutton ignition is a bit of an upscale surprise, as is the dampened-assist tailgate, but bringing it back down to earth are 17-inch steel wheels, manually adjustable side mirrors, and a smallish 5.0-inch display audio system with AM/FM/CD audio. At least it gets a standard engine block heater, remote keyless entry, cloth upholstery instead of vinyl, a nice 40/20/40-split front bench seat with a flip-down armrest, a 60/40-split fold-up rear bench seat, tilt and telescopic steering, a RearView parking monitor, Bluetooth phone connectivity with audio streaming, aux and USB ports, six-speaker stereo, overhead LED cargo bed lights, hill start assist, tire pressure monitoring, and more.

The move up to SV, which costs $52,098 with gas or $59,598 with diesel, swaps out the S model’s basic looking black grille, front and rear bumpers, mirrors and door handles for chrome, while also adding fancier manually-extendable tow mirrors with power-adjustment, heat, integrated turn signal indicators and puddle lights, carpeting instead of Easy Clean Vinyl flooring, an Advanced Drive-Assist Display within the gauge cluster, a larger 7.0-inch colour infotainment touchscreen, satellite radio, a front overhead storage console, skid plates for the oil pan and fuel tank, trailer sway control, a Class IV tow hitch receiver with four-pin/seven-pin wiring, a trailer brake controller and the aforementioned trailer light check, an integrated gooseneck hitch, and front tow hooks.

The Pro-4X, at $60,598 with gas or $68,098 with diesel, is Nissan’s sport truck with body-colour paint where chrome would normally go, a nicer cabin featuring embroidered and contrast-stitched upholstery, lots of satin-silver interior trim, and higher-end features like auto on/off signature LED headlights, LED daytime running lights, fog lights, proximity access, a leather-wrapped steering wheel, rain sensing wipers, heatable front bucket seats, a front centre console, an eight-way power-adjustable driver’s seat with powered lumbar support, a four-way powered front passenger’s seat, dual-zone auto climate control, navigation, voice recognition, Siri Eyes Free, NissanConnect Mobile Apps, SiriusXM Traffic and Travel Link, 12-speaker Rockford Fosgate audio, front and rear parking sensors, blindspot warning with rear cross-traffic alert, a centre console-mounted 110-volt power outlet, rear A/C vents, and a power-sliding back window.

Additional handy Pro-4X conveniences include a lockable rear seat cargo organizer, a rear flat load floor with rear wall tie-down hooks, an electronic tailgate lock, a rear utility bed step, a factory-applied spray-on bedliner, LED under-rail bed and tailgate area lighting, Nissan’s Utili-track Channel System with four tie-down cleats, and a bed-mounted 110-volt AC power outlet, not to mention unique trim-specific off-road equipment such as its electronically-controlled locking rear differential, hill descent control, Bilstein performance shocks, 18-inch alloys wrapped in beefy all-terrain tires, and yet more skid plates for the transfer case and lower radiator.

Much of the Pro-4X’ non-sport/off-road related gear gets pulled up to top-line Platinum trim, which starts at $70,998 for the gasoline model and $78,498 for the diesel, and then is added upon with niceties like a chrome exhaust finisher, illuminated running boards, remote engine start with Nissan’s Intelligent Climate Control, metallic kick plates, a heatable steering wheel rim, a powered tilt and telescopic steering column, memory for that steering column, the driver’s seat, and side mirrors, auto-dimming rearview and side mirrors, the latter with reverse tilt-down, a HomeLink universal garage door opener, a 360-degree AroundView parking monitor, NissanConnect/SiriusXM Services, premium leather upholstery, climate-controlled (cooled) front seats, heatable rear outboard seats, and more.

All of these upscale features come in a cabin that’s finished very well, with more soft touch synthetic surfaces than a fully loaded F-Series or Tundra, yet not quite as much as provided by top-line Ram or GM trucks. Where my previous Pro-4X tester was filled with cold hard blacks, whites and silvers, the Platinum gets warm brown tones with stylish orange threading and authentic looking open-pore woodgrain tastefully applied in key areas. The seat upholstery was quite stunning actually, trimmed in a lighter camel brown on the bolsters plus a darker perforated and quilted brown leather at centre, while the driver’s multi-adjustable capability made it especially comfortable, and the steering column’s extensive power reach allowed for ideal ergonomics.

Ahead of that steering wheel is a classy looking two-dial analogue gauge cluster featuring a fairly large colour multi-information display in between. Over on the centre stack, the infotainment touchscreen incorporates an excellent split-screen parking monitor with a traditional rearview camera on the left and an overhead 360-degree view to the right. The navigation system proved easy to use and accurate as well, while that Rockford Fosgate audio system mentioned earlier definitely cranked out the tunes. Overall, the centre stack is well laid out and all of the switchgear quality was on par for the class, but nothing to write home about.

Storage is worthy of a quick note, mind you. Up front are the usual cupholders, but take note they slide back and forth above a large open bin that’s filled with a removable rubber mat for easy cleaning, while the leather armrest/bin cover just behind sits above another large and accommodating bin with its own removable tray, not to mention various connectors, while an aux plug, USB port, and 12-volt charger take care of devices at the base of the dash. As good as that sounds, this truck could use more USB ports and even a wireless charging pad to keep it current. I appreciated the sunglasses storage in the overhead console just the same, despite its strangely oversized nosepiece holder that caused eyewear to flop around inside, a Nissan brand-wide oddity.

I was impressed with the rear seating area as well. While it’s large and spacious for passengers, the seatbacks also fold flat to store items on top, although flipping them upwards and then folding out the aforementioned rear flat load floor’s carpeted extension is even more useful. It provides a large flat loading area where the seats had been, perfect for storing your belongings safely inside when traveling or on the job site.

Those side steps mentioned earlier make climbing up to reach over the box walls into the back quite easy, but clambering up to the standard bed when the tailgate is lowered would be difficult for someone small of stature or on in years. Nissan only provides a tiny patch of hard plastic at each corner of the bumper to rest the tip of your boot before swinging upwards, which as anyone who’s lived with trucks knows is a painful slip and fall waiting to happen. Fortunately the kick-down utility bed steps mentioned earlier provide good stable support for climbing up to the tailgate, yet these aren’t part of the standard Titan XD package, which means both import manufacturers really need to catch up to the domestics when it comes to standard bed access, GM especially good in that it provides standard steps integrated within the corners of its rear bumpers.

The bed rail system noted earlier works well for tying down cargo, but when it comes time to clean up it’s very challenging to get sticks and debris out from underneath each rail with a regular broom. Likewise the spray-in bedliner was like sandpaper, holding firm to flakes of grass, twigs, and all the other things that get attached after hauling a load or simply parking under a tree, so I’d recommend investing in a power washer if you like to keep your rig clean. Fortunately the grippy surface is an ultra-safe way to make sure you don’t slip and fall in the rain, so I shouldn’t complain.

Whether you’re jumping around on the bed, slamming the tailgate shut, doing likewise to the doors, or driving over bumps and dips, the Titan feels as solid as half-ton pickups get, with zero wiggles or creaks in the cabin or anywhere else. It helped that no sunroof was included, which I thought was a bit strange in a top-line truck. This wouldn’t be an issue if Nissan made one available, but alas sun worshipers and stargazers will have to choose another brand if they want a glass roof overhead.

The Titan also comes up short on advanced driver assistance systems, such as forward collision warning, autonomous emergency braking, lane keeping assist, adaptive cruise control, auto high beams, and the list goes on. Nissan has all of the above and much more in its parts bin, but so far these haven’t made it to this Titan XD or the lighter weight Titan.

Working to the Titan XD’s advantage is a wonderfully smooth ride, rock steady high-speed cruising ability, and decent at the limit handling, which are all important in a truck with such immediate and plentiful performance. Yes, its big Cummins V8 gets up and goes with gusto, its Aisin-sourced six-speed automatic one gear off the pace when compared to the gasoline-powered Titan, and more so when put up against its domestic rivals, but still a smooth operator and reasonably quick through the cogs. I didn’t get to play with the XD in the mud either, so no opportunity to test its four-wheel drive, which incidentally uses a switch-operated two-speed transfer case. I tested its basic functions on pavement, and can attest to its ultra-easy actuation from 2Hi to 4Hi and 4Lo modes via a dial on the instrument panel, but that’s about it.

Considering its heavy-half, five-eighths capability you shouldn’t expect the same level of performance found in the lighter Titan or one of its half-ton peers, nor will you find its ride as smooth as either, but then again it’s a bit less of a bruiser than its domestic three-quarter and one-ton rivals, finding a happy medium between the two classes. Also, its double-wishbone front suspension and solid axle/multi-leaf rear setup with stabilizer bars at both ends is more traditional than the coil-sprung Ram, although the Titan’s classic setup is preferred by most towing and hauling fans.

The Titan XD Diesel manages impressive fuel economy too, although being larger than its half-ton sibling it qualifies as a commercial truck and therefore doesn’t need to report mileage info. I can’t even give you an official guestimate by converting U.S. specs to metric, because the same non-rules are in effect there. After my week’s near equal city/highway driving, most of which was easy-going in order to save fuel (I was responsible for filling it up after all), I achieved an average of 13.4 L/100km. That’s very good, but of course expected from an advanced turbo-diesel pulling nothing but its own bodyweight. Factor in that diesel fuel is regularly priced about 20 cents less than regular unleaded in my part of the woods, and that the pricier petrol was hitting $1.55 at some stations last weekend, and then calculate that a diesel-powered vehicle can travel up to 30-percent farther on a tank of fuel, the Titan XD makes a lot of sense even with its $7,500 upcharge.

Whether or not the Titan is capable of pulling its own weight from a business case perspective is still open to question. It’s certainly finding new buyers at a rapid rate, and despite lagging behind the Tundra and all domestics in sales, it’s a stronger seller than some other Nissan models and most Infinitis, while its long-term potential is too good to pass up.

No other vehicle class in Canada boasts models selling into six-figure territory, not to mention the near seven figures Ford’s F-Series achieves south of the 49th. That’s why Nissan and Toyota stepped into the full-size pickup arena in the first place, and why they’ll likely stick it out over the long haul. Just the same, automakers like Hyundai and Volkswagen might want to hold back before entering the fray, as the cards are stacked against success in this segment. It’s not just about building a worthy full-size pickup truck contender, as Nissan has learned, because breaking through brand loyalty barriers has proven difficult enough for those already steeped in compact pickup heritage, let alone carmakers that have never offered a serious truck in our market.

The Titan might be the most credible import offering to date, hitting at the core of the full-size half-ton market, and even creating its own unique niche by taking a half-step up on every competitor with this innovative five-eighths, heavy-half Titan XD. Now with a more complete line of engines, it’s a force to be reckoned with and therefore should slowly, steadily pull buyers into its alternative camp.

After achieving its best sales results ever in 2017, Nissan Canada has yet another sales milestone to celebrate, albeit this one is a global affair. The Leaf, which was the first mass-produced plug-in…

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Best-selling Nissan Leaf passes 300,000-unit benchmark

The all-new redesigned 2018 Nissan Leaf should increase its sales growth even further. (Photo: Nissan)

After achieving its best sales results ever in 2017, Nissan Canada has yet another sales milestone to celebrate, albeit this one is a global affair.

The Leaf, which was the first mass-produced plug-in electric vehicle when it went on sale in 2010 and has since become the world’s best-selling EV as well, surpassed the 300,000-unit delivery benchmark.

This is an impressive feat for a dedicated EV that’s only been on the market for eight years, no doubt most recently spurred on by the totally redesigned second-generation 2018 model that launched in Japan and some other markets in September of last year.

“These numbers prove that the Nissan LEAF remains the most advanced car in the world, with the widest reach and the greatest availability,” said Nissan Executive Vice President Daniele Schillaci. “The new Nissan LEAF is the icon of Nissan Intelligent Mobility because it delivers an even more exciting drive and enhanced ownership experience and contributes to a better world. It will take Nissan’s EV leadership even further.”

The “Intelligent Mobility” Schillaci speaks of is the Leaf’s ProPILOT Assist and ProPILOT Park technologies, a suite of semi-autonomous advanced driving assistance systems that would have the ability completely take control of the Leaf’s steering wheel and other driving functions if our laws allowed for fully autonomous driving.

The new 2018 Leaf, boasting styling that’s arguably more appealing to the masses than its predecessor, is also a more powerful car with much greater EV range of 241 kilometers from a single charge, while its $35,998 MSRP makes it thousands more affordable than competitors with similar capability.

What’s more, the new Leaf’s five-passenger compact volume continues to be more accommodating than key rivals, while its increased cargo capacity, now measuring 668 litres, improves its load hauling capability over the outgoing model as well as EV challengers.

Standard features with base S trim include auto on/off LED headlights with LED signature daytime running lights, proximity-sensing keyless access, pushbutton ignition, a 7.0-inch colour TFT configurable gauge cluster, automatic climate control, a 5.0-inch infotainment touchscreen, a rearview parking monitor, Bluetooth phone connectivity with audio streaming, hands-free text message assist, satellite radio, a USB port, a heatable steering wheel, heated front and rear seats, a quick charging port, a portable charging cable, automatic emergency braking, Nissan’s e-Pedal that pushes back on your right foot as a reminder to drive more conscientiously, and more.

Mid-range SV trim, which starts at $39,598 plus freight and fees, adds fog lamps, 17-inch machine-finished alloy wheels, a larger 7.0-inch touchscreen with NissanConnect, voice recognition, Apple CarPlay, Android Auto, navigation, NissanConnect EV telematics allowing for remote connection from your smartphone, auto high beams, adaptive cruise control, ProPILOT Assist, upgraded intelligent emergency braking with pedestrian detection, blindspot warning, lane departure warning and intervention, rear cross traffic alert, an auto-dimming rearview mirror, a universal garage door opener, a leather-wrapped steering wheel, an eight-way powered driver’s seat with two-way lumbar support, a cargo cover, and more.

Lastly, top-line SL trim that starts at $41,998, includes standard leather upholstery, an Intelligent Around View Monitor with moving object detection, a driver alert system, a seven-speaker Bose audio upgrade, side mirrors with integrated turn signals, and more.

The new Leaf, which will be sold in more than 60 markets worldwide, is now available throughout Nissan’s Canadian dealership network.

More than a year has passed since I drove Aston Martin’s then new 2017 DB11 Launch Edition, but the memory remains indelibly stamped in my limbic system. It’s easy to recall the animalistic snarl…

New Car Reviews

2018 Aston Martin DB11 V8 Road Test

More than a year has passed since I drove Aston Martin’s then new 2017 DB11 Launch Edition, but the memory remains indelibly stamped in my limbic system.

It’s easy to recall the animalistic snarl of its 600 horsepower twin-turbo 5.2-litre V12, not to mention its otherworldly 3.9-second sprint to 100km/h, which happens to be 0.7 seconds quicker than the wonderful DB9 I remember fondly as well. I’ll still have to take Gaydon at its word regarding top speed, as my city’s local racetrack wouldn’t even be capable of speeds up to 322 km/h (201 mph), that number 27 km/h faster than the DB9 that I also enjoyed fully at moderate speeds yet never experienced at full flight. So with a powertrain like that, what’s all the fuss about a downgraded V8 variant?

The new 4.0-litre twin-turbocharged V8 makes a sizeable 503 horsepower and 498 lb-ft of torque, which might be a step down from the V12, but is a major move up from Aston’s outgoing 4.7-litre naturally aspirated V8 that put out 430 horsepower and 361 lb-ft of torque in top-line “S” guise. Interestingly, this allows a zero to 100km/h sprint time of 4.0 seconds, which as you’ll note above is near identical to the V12-powered DB11, while the V8’s top speed (that I’ll likely never see) is rated at 301 km/h (187 mph).

This one hails from Mercedes’ AMG headquarters, unlike the in-house engineered and produced V12 that remains an upgrade, but it nevertheless continues to be individually hand-built. At this point, purists might begrudge Aston for deriving its entry-level engine from an outsider, but keep in mind the old AJ37 V8 was initially sourced from Ford before being thoroughly massaged and hand-built for A-M application. Also notable, excuse the pun, the new engine’s mechanical melody and exhaust system’s bellow are wholly unique when compared to the old V8 and either old or new V12, moving away from higher pitched tenor-like lightning cracks to a baritone’s thunder, albeit both fully capable of stimulating adrenal releases from enthusiasts.

As a bit of an historic aside, Aston Martin has had a V8 in its lineup since 1969, the original DBS V8 and even more appealing (in my opinion) V8 series 1 through 5 models that followed being personal favourite Astons, likely due to their prominence in my formative years. Aston built just over 4,000 V8 examples within a 20-year tenure (a tiny figure considering the company delivered more than 5,000 cars last year alone), including high-powered Vantage and drop-top Volante versions, not to mention the unorthodox 1986–1990 V8 Zagato. V8 power continued in the 1989–2000 Virage and then came back for the 2005–2017 Vantage we all know and love, now replaced by an all new 2018 Vantage with the new DB11 V8’s mill behind its radically reworked A-M grille.

As for DB models (DB incidentally short for Sir David Brown, Aston Martin’s owner as of 1947, and DBS for David Brown & Sons, his great uncle’s gear manufacturing business (that supplied Aston Martin amongst others) who’s sons first gave him an apprenticeship at age 17, before he eventually became its managing director), only the DBS used a V8, making the return of V8 power in a DB series car eventful.

While the engine comes completed from AMG, Aston adds its own air intake, exhaust system, and slimline wet sump lubrication design, the latter allowing a lower centre of gravity. A-M also created new ECU software and reprogrammed the engine and throttle mapping, giving it performance characteristics and sound qualities more familiar to the brand, all before fastening it into the DB11’s engine bay via bespoke engine mounts (you really need to take a look around under its clamshell hood as you not only get an excellent view of the nicely finished engine and robust aluminum strut tower braces, but also get to peak at the suspension bits below some wafer-thin racecar-like CFRP fender panels).

I’d like to think Aston Martin owners are environmentally conscious, although such issues probably don’t matter as much to the brand’s performance- and luxury-oriented clientele as to the automaker itself, which is forced to deal with a literal world of regulating bodies that are forever increasing their emissions restrictions. It therefore only makes sense for A-M to be proud of the new V8’s CO2 figure of 230g/km, which allows for lower taxation rates in key growth markets like China.

Likewise, the V8 is considerably more fuel-efficient than the V12, its Transport Canada numbers being 13.0 L/100km in the city, 9.8 on the highway and 11.5 combined compared to 15.5 city, 11.4 highway and 13.7 combined. These figures reflect the use of the DB11’s standard auto start/stop system, which alternatively can be shut off if you’d rather listen to the engine/exhaust rumble at idle.

Both engines use an eight-speed ZF automatic transmission mounted mid-ship for better weight distribution, and it’s by far the smoothest Aston gearbox I’ve ever experienced, yet it transitions through cogs at a wickedly quick rate when switched to Sport Plus mode. Alternative default GT and Sport modes provide less aggressive application, while you’ve got the choice of DIY steering wheel paddles or complete automation.

After time well spent with the new 2018 DB11 V8 I can attest that most buyers should be completely satisfied with its everyday performance. Even slight dabs at the throttle produce instant response, this aided by a lightweight, extra rigid carbon-fibre driveshaft, yet acceleration ramps up smoothly and effortlessly, while that sonorous growl is ever-present, albeit never overwhelming.

Yes, leave any thoughts of supercar extremism to the new Vantage, as the DB11 is a brilliantly capable grand touring car that’s big on refinement, comfort and ease of use. In fact, it’s one of the easiest ultra-luxury GTs I’ve driven around busy city streets. The evenly weighted yet wonderfully reactive Bosch electric steering is near effortless to direct even when negotiating confining parking spots or tooling around town, which is surprising considering how meaty the rubber is underneath and how unfathomably capable it is through the corners.

It really does feel more agile through tight figure-hugging curves and more stable at high speeds, Aston attributing this to “detailed revisions to the suspension bushing, geometry, anti-roll bars, springs, dampers and ESP software,” or so it said in the DB11 V8 press release. It’s all aided by a smaller engine that’s 115 kilos (254 pounds) lighter than the V12, while the entire car weighs in at just 1,760 kilograms (3,880 lbs). Of course the lighter engine reduces mass over the front wheels, plus the V8 gets pushed rearward behind the front axle for better weight distribution. It all makes for a thoroughly sporting GT that never forgets that comfort is king.

On that note, there is no difference between V8 or V12 cabins, as each DB11 receives an identical list of standard features and the same extensive menu of available colours and optional trims. My tester, finished in elegant Arizona Bronze, including its mirror caps, door handles, roof strakes and top panel, plus black mesh hood duct finishers, gloss black lower extremities with bright details elsewhere, and rounded out by standard 20-inch 10-spoke alloy wheels framing subtle light grey-painted calipers, was fitted with a gorgeous saddle tan leather interior featuring beautiful quilting and ornately decorated perforations, not to mention oh-so British brogue detailing highlighted by lovely cream leather underlay below.

I need to stop right here to explain how incredibly soft the leather is. It’s exquisitely finished, while the detailing of the perforations and stitching are like nothing else I’ve ever seen. Aston Martin truly does some of the best leatherwork in the industry, and the DB11 pays the utmost respect to this tradition.

The stitched leather continues onto the dash top, instrument panel and most everywhere else inside, Aston even wrapping the steering wheel in matching hides for a look that was more about country club class than racetrack flash. A unique swath of black Satin 2×2 Twill Carbon vertically split the dash top into two before surfacing the centre stack background as well as the door inserts, the latter panels enhanced with yet more tan leather and satin aluminum detailing even including the speaker grilles, the genuine lightweight metal similar to other brightwork throughout the interior, which Aston collectively calls its “Jewellery Pack” (alternatively available in a “Dark” tone). The roof pillars and headliner were covered in black suede-like Alcantara for a rich look and sumptuous feel, not to mention a hushed overhead ambience.

All in all, I believe this is Aston’s best work to date, as it combines the old world charm its cars have been lauded for since the marque was created 105 years ago, with a completely new level of refined modernity.

On that note, Gaydon did its level best to keep up with industry-wide in-car infotainment developments with its previous DB9 and Vantage models, but when production runs last a dozen years or so it’s nearly impossible to meet the demands of new consumers being weaned on iPads and Android tablets. Fortunately the DB11 relegates small displays with simple graphics and rudimentary controls to the past, not to mention Aston’s glorious analogue primary gauges.

The new model replaces the mechanical wizardry of whirring dials, the tachometer of which always spun in the opposite direction to anything else on the market, with a colourful display of fully configurable readouts, each rich in contrast, high in resolution, and graphically artistic. It’ll be an impressive sight for anyone stepping up from an older model, and truly adds to the driving experience thanks to loads of functionality, but something tells me that one day in the not too distant future Aston will be reoffering analogue gauge clusters as multi-thousand-dollar upgrades, in similitude to the move up from a quartz-infused luxury timepiece like the Omega Speedmaster Skywalker X-33 to a mechanical one such as the same Swiss watchmaker’s Professional Moonwatch.

Unless you’ve spent time in Mercedes’ more recent models you probably won’t notice where Aston sourced its electronics, the gauge cluster less obvious yet the 8.0-inch tablet-style infotainment display atop the centre stack and palm rest/knurled metal rotating selector on the lower console dead giveaways. The latter is infused with all the latest functions, such as character recognition, multi-touch responsiveness, gesture capability, etcetera, while the former displays an entirely new level of clarity, artistry, and processing speed. The result is an easily sorted system with superb navigation accuracy, wonderfully detailed mapping, split-screen backup and overhead 360-degree surround parking cameras, and plenty more, while the audio system delivered good sound quality, albeit not as impressive as the optional Bang & Olufsen BeoSound system tested in last year’s DB11 V12.

Along with the enhanced displays is much improved centre stack switchgear, the topmost circular buttons set aside for Aston’s pushbutton ignition and trademark gear selection, the midsection for the dual-zone auto HVAC interface, which included heated and ventilated seat controls, those just below for infotainment, audio, parking sonar, camera, the aforementioned auto start/stop system, locks, etc. It’s a tidier assortment of buttons, knobs and toggles, still enhanced by stylish satin silver anodized metal yet no longer overwhelmed by big billet aluminum knobs. Consider it gentrified, if you can say such about an Aston Martin, thanks to touch-sensitive switchgear, crisp, clear backlit script and displays, plus more, but it’s still oozing with character.

The 2018 DB11 V8 starts at $233,650, a significant $20k and change more affordable than the V12 version, while standard features on each include simpler full-grain leather upholstery than noted above, the Alcantara headliner, pushbutton ignition, configurable gauges, 8.0-inch infotainment display, navigation, 360-degree camera, and dual-zone auto climate control mentioned earlier, as well as Wi-Fi, two USB ports, front and rear parking sensors, and much more.

Myriad exterior and interior colourways and trim options are available, while additional extras include multiple wheels, various leather textures and inlays, seat embroidery and/or embossing, a mid-grade Premium audio upgrade as well as the top-line B&O system, a universal garage door opener, blindspot monitoring, auto park assist, and more.

From a livability perspective, the driving position is superb, with excellent reach and rake from the steering column, and wonderfully comfortable, multi-adjustable seats. Their three-way warmers and coolers improve comfort yet further, while everything else about the DB11 is much more user-friendly than the previous model. What’s more, the steering wheel has a slightly flat bottom, making ingress and egress easier.

Continuing this practical theme, the powered seat system only requires a slight tug on a strap up top to tip the seatback forward before it glides in the same direction via its own power, allowing relatively easy access to the rear seats. You probably already guessed those rear seats are very small, but they’re good enough for children. This makes the DB11 a good GT choice for someone with a young family or for grandparents with grandkids, although anybody regularly transporting larger teens or adults might want to consider the longer and more accommodating four-door Rapide S.

If you’re fortunate enough to see a DB11 parked at the side of the road or witness one pass by, or better yet if you’re in the dealership preparing to go for a drive, an easy way to differentiate the new V8 from the V12 are the nostril-style engine vents atop the hood, the V8 removing two from the centre panels for what I think is a cleaner look, while darkened headlamp bezels and unique wheels help to set it apart further.

This last point probably summarizes the new DB11 V8 quite well. While most of us would probably gravitate to the V12 if money were no object, if only because it’s higher up the pecking order, it’s not necessarily the better car. Both models thoroughly impress in their own unique ways, and each is different enough to be preferred over the other. I can also attest to these being the best Aston Martin GTs ever made.

Acura’s dramatic new “Diamond Pentagon” grille is making sweeping changes to the way its entire lineup looks, and now we see it manifested in the Japanese luxury brand’s RLX flagship sedan. I…

New Car Reviews

2018 Acura RLX Sport Hybrid Elite Road Test

Acura’s dramatic new “Diamond Pentagon” grille is making sweeping changes to the way its entire lineup looks, and now we see it manifested in the Japanese luxury brand’s RLX flagship sedan.

I certainly like the look. Acura first applied it to their mid-size 2017 MDX crossover SUV and more recently the 2018 TLX sport-luxury sedan, both having seen year-over-year sales growth since their updates, while the refreshed 2018 RLX Sport Hybrid has experienced a significant 33.3-percent uptick in its Canadian deliveries since it arrived in January.

Of course, there’s much more to the redesign than a new grille. For starters, Acura’s Precision Crafted Performance design language affects the entire front fascia, hood, side skirts, trunk lid, rear bumper, diffuser-like lower valance, new dual exhaust finishers, and machine-finished alloy wheels, not to mention its modernized set of five-element Jewel-Eye LED headlights displaying new LED character strips around their outside edges, and totally reshaped LED taillights. From front to back the new RLX is a much sportier, much more emotive design, which should really appeal to the car’s loyal fan base and hopefully attract more would-be buyers to the value-packed model’s camp.

Anyone who’s driven Acura’s RLX Sport Hybrid knows it’s an especially impressive sport-luxury sedan, especially in top-line Elite trim. It has simply suffered from forgetful styling, which has arguably been fixed with this effective mid-cycle makeover. Fortunately its performance-oriented hybrid drivetrain and wonderfully balanced suspension needed no modification, the former carrying forward with 377 net horsepower and 341 lb-ft of torque.

Similar to Acura’s fabulous NSX Sport Hybrid supercar and the brand’s most family-oriented MDX Sport Hybrid, the RLX Sport Hybrid uses a three-motor powertrain with electric torque vectoring. A tried and tested naturally aspirated 3.5-litre V6 powers the front wheels in concert with an electric assist motor, this most fuel-efficient combination used as a default in dry weather or under light loads, but if increased throttle input, hard cornering, or driving on slippery surfaces causes the need for rear-wheel propulsion an electrified version of Acura’s torque-vectoring Super Handling All-Wheel Drive (SH-AWD) provides traction from all four tires via two rear wheel-mounted electric motors.

Acura calls this system Sport Hybrid Super-Handling All-Wheel Drive (Sport Hybrid SH-AWD), resulting in a long enough name to make any Teutonic carmaker proud, and while it’s a particularly advanced hybrid powertrain, its sophistication only scrapes the surface of all the technology aboard the RLX.

Before delving too deeply into the latter, take note that the front-wheel drive-only version of the RLX, available in the U.S., is not sold in Canada, which means its 310 horsepower V6, new 10-speed automatic transmission, Precision All-Wheel Steering (P-AWS), and lower price point remains exclusive to our friends to the south. Of course, if there were a reasonable enough market for it here, we’d see it. Let’s just be glad Acura Canada chose to provide us with the much more formidable RLX Sport Hybrid instead of the opposite scenario, as I certainly wouldn’t have enjoyed my weeklong test anywhere near as much.

Yes, where the previous RLX Sport Hybrid was surprisingly fun to drive for its conservative appearance, the new model lives up to its sporty outward character. It moves of the line with zero hesitation, shooting from standstill to 100km/h in just 5.6 seconds, and shifts through its seven-speed dual-clutch Sequential SportShift gearbox with slap shot responsiveness, Acura providing steering wheel-mounted paddle shifters, Grade Logic Control and a Sport mode to make the process as engaging as possible, yet smooth and composed.

A BMW M5 it’s not, nor a Mercedes-AMG E63, but the RLX Sport Hybrid is a stimulating drive that provides a proper upgrade for those trading in their TLX A-Spec. The Sport Hybrid’s unique SH-AWD system defies the big sedan’s obvious girth, its actual curb weight measuring in at 1,993 kilos (4,394 lbs) in top-line Elite trim, which is a mere 18 kilograms (40 lbs) more than the base model. Still, it never feels overly heavy thanks to a nice flat stance during sharp transitional moves, positive engagement from its big, sticky 245/40R19 all-seasons, and strong braking despite repeated stomps, the RLX confidence-inspiring when driving quickly.

Ease off the throttle and it’ll pay dividends at the pump too, the Sport Hybrid combining idle start/stop and cylinder deactivation with its electrified powertrain for a claimed 8.4 L/100km in the city, 8.2 on the highway and 8.4 combined, which is superb when compared to similarly capable competitors such as the Audi A6 3.0 TFSI Quattro that gets an 11.5 L/100km city, 8.2 highway and 10.0 combined rating despite its lower engine output of 340-hp and 325 lb-ft of torque (albeit quicker 5.2-second sprint to 100km/h), the BMW 540i xDrive that achieves 11.6 city, 8.1 highway and 10.0 combined with even less go-power at 335-hp and 332 lb-ft (yet an even quicker 4.8-second sprint to 100km/h), the Mercedes-Benz E 400 4Matic that sucks back 11.8 city, 8.7 highway and 10.4 combined with even less output at 329-hp and 354 lb-ft (yet another 5.2-second charge to 100km/h), and the list goes on. I don’t know about you, but I’d be willing to give up a few tenths off the line for such significant fuel savings.

The RLX Sport Hybrid provides big initial savings as well. With a starting price of just $65,490 it hits the road for $1,360 less than the just noted Audi, $4,310 more affordably than the Mercedes, and $5,060 easier on the wallet than the BMW, while its list of standard features should at the very least make the Germans feel awkward.

On top of the standard full LED headlights noted earlier, the RLX Sport Hybrid includes standard heatable power-folding side mirrors with driver recognition, reverse gear tilt-down, and integrated LED turn signals, LED fog lamps, ambient interior lighting, remote start, passive keyless access with pushbutton ignition, an electromechanical parking brake, a heatable leather-wrapped powered tilt and telescopic multifunction steering wheel, rain-sensing wipers, adaptive cruise control with low-speed follow, an auto-dimming rearview mirror, a garage door opener, a powered moonroof, colour head-up display, dual-zone auto climate control, AcuraLink infotainment with a multi-angle backup camera, navigation, voice recognition, Siri Eyes Free, SMS text message and email reading and response capability, Bluetooth with streaming audio, a 14-speaker surround-sound ELS audio system with hard disc storage and satellite radio, 12-way powered front seats with driver’s side memory, heatable front and rear seats, Milano leather upholstery, capless fuel filling, and the list goes on.

The updated 2018 RLX carries forward with the AcuraWatch suite of advanced driver-assistance systems too, including forward collision warning with autonomous collision mitigation braking, blindspot monitoring and lane departure warning with lane keeping assist and road departure mitigation, plus rear cross-traffic alert, which once again earns it an IIHS Top Safety Pick rating, while new for 2018 is Traffic Jam Assist that uses the Low Speed Follow function of the adaptive cruise control system to semi-autonomously maintain the flow of slow-moving congested traffic, a first for Acura.

AcuraWatch combines millimeter wave radar together with monocular camera sensing technology in order to detect lane markings and surrounding vehicles, which not only keeps the car within its lane, but can also intervene in order to prevent a collision or mitigate the severity of impact.

The move up to Elite trim adds $4,500 to the bottom line yet includes plenty of features to make up for it including extra exterior chrome, auto-dimming side mirrors, front and rear parking sensors, a 360-degree surround-view parking monitor, ventilated front seats, ambient rear passenger’s footwell lighting, rear side sunshades, a powered rear sunshade, and a sensational Krell ultra-premium audio system that might be worth the price of entry alone.

All of this comes in a cabin that’s even more upscale than last year’s RLX, due to higher grade materials in key areas, soft touch surfaces throughout, beautiful aluminum and wood trim, well damped, nicely fitted switchgear that includes one of the more innovative pushbutton gear selectors in the industry, plus redesigned seats that are oh-so comfortable and supportive while trimmed out with sporty contrast stitching. Mine were done in Ebony to complement the Lunar Silver metallic paint, but no-cost Seacoast beige, Greystone light grey, and Saddle Brown are available as well, depending on your exterior colour choice.

If the RLX has a weakness it’s the digital interfaces displayed throughout, the highly legible analogue gauge cluster incorporating a fairly simple colour TFT multi-information display at centre instead of a fully configurable gauge package, while the centre stack houses Acura’s now outdated two-tiered infotainment system. It gets bonus points for providing multiple functions simultaneously, a process that normally requires a split screen and therefore a reduction in space for individual functions, but the setup looks and feels a bit old school when compared to those used by most mid-size sedan peers, especially the aforementioned E-Class that can be had with a massive 24.6-inch tablet-style primary gauge/infotainment system (comprised of two seamlessly fused 12.3-inch displays) that makes anything else look passé. Acura isn’t alone with this problem, but none of the mid-size E-segment’s top sellers suffer from first-generation iPad syndrome (hey, I could’ve compared it to the Palm Pilot, Samsung’s GRiDPad or Apple’s Newton). Its graphics are stale, colours and depth of contrast lacklustre, and functionality remedial when compared to some of the better systems now on offer, but its surround camera is very good and navigation extremely accurate.

I like the RLX Sport Hybrid too much to leave this review on such a sour note, so suffice to say if you don’t find yourself glued to a smartphone or tablet every hour of the day you’ll probably be more than happy with the big Acura’s electronics, while the rest of the car has long been a joy to drive or be driven in. Now that it’s outward appeal matches its inner qualities, performance being key, I think it’s one of the more intelligent sport-luxury sedan purchases available today.

News & Reviews- Month: March 2018