Jim Kenzie is Toronto Star Wheels' chief automotive reviewer. He’s been writing about the automotive world for three decades and has driven pretty much everything in the country. He was the first person to be awarded AJAC’s Journalist of the Year title, in 1984, and is a judge for the North American Car of the Year Awards.

kenzie test fest pic

The two things I wanted to do after finishing engineering school at U of T were race cars, and play in a rock 'n' roll band. The two things I swore I'd never do were to teach, or have anything to do with computers. Within six years of graduation, I was racing cars, playing in a rock 'n' roll band, and teaching computer programming at Ryerson.

So much for career planning.

A few years later, I dropped into the Sheldons, our neighbours here in rural Milton, to borrow a tool from the "other Jim". His wife Pam said, "You know a lot about cars. Can you write?" Turns out a young man had hired Pam as editor of a new newspaper in Milton to compete with "The Canadian Champion", the longest-running community paper in the country.

Initially, the new newspaper was called The Milton Month, and subsequently, The Milton Weekly Tribune. The owner figured if they ran a car column, it would be easier to sell ads to car dealers.

The Driver's Seat was born. We even won a couple of Ontario Community Newspaper awards for our coverage. When "The Trib" went under, I approached the editor of The Champion to see if he wanted to pick up my column. Effectively, his response was, "Don't call us, and we won't call you." Still at Ryerson, later as a partner in a computer consulting firm, I did some freelance writing for various publications, keeping my hand in it, waiting for my break.

During this time, I was part of "The Hot Tub Group" (long story...) that led to the formation of the Automobile Journalists Association of Canada, to bring car writers and broadcasters together to help establish better professional ethics in our industry. I was quite proud of the fact that I came up with the organization's name because the French translation - Association des Journalistes Automobile du Canada - ended up with the same acronym in both official languages - AJAC.
Through a process too lengthy to go into here, I snagged the car-writing gig for The Toronto Star.

I wasn't good enough for The Canadian Champion, but I was good enough for the largest paper in the country.

Initially, the column was buried in the Monday paper after the rutabaga recipes. But still, it was The Toronto Star. I got invited to more "press trips" where we got to drive new cars before they had been revealed to the public.

One of the people I met on these events was the editor of The Canadian Champion. He said, "You weren't as good a writer then as you are now." Funny how I could learn so much in just a couple of years.

We subsequently became friends and laughed about our first encounter. A year and a half later, the late Dennis Morgan, an editor at The Star, told me about a plan to create an entire section on cars, which would appear in the big Saturday paper.

Thus began the Wheels section. During its peak years over the next three decades, it was often a double section, 64 pages or more. If you folded it into quarters, you'd have a 256-page "car magazine" with a weekly circulation of over 600,000. Monthly, that was 2,400,000, making it effectively the largest-circulation automotive publication in the world. The traveling got more intense. Covered every continent except Antarctica. (Do they even have roads there?) Among the highlights: Chile (The Atacama Desert with Audi). Costa Rica (Lexus). South Africa (several times, including Jaguar and Porsche).

Driving on the Autobahn with no speed limits. My personal land speed record is 300 km/h in a Mercedes-Benz SLR McLaren roadster. Traversing Mongolia north to south in Land Rovers.

Again with Land Rovers, being part of a crossing of the Great Western Desert in Australia, and following La Ruta Maya in Belize.

I also got to drive and/or race on some of the world's great tracks. Mosport - still one of the most challenging anywhere. Mont-Tremblant. Montreal's Grand Prix circuit (not in Formula One cars, but in race-prepared VW Beetles).

In the USA: Road Atlanta. Watkins Glen. Daytona. Internationally: Nurburgring, both Grand Prix and Nordschleife circuits. Spa in Belgium. Monaco, but at about 40 km/h - it is public roads except when there's a race on. One lap of Spain's Circuit de Barcelona-Catalunya in a quasi-Formula One car. Several others.

The most life-changing competitive event was when Doug Mepham invited me to navigate for him in Targa Tasmania in his old Volvo. Targa is a week-long around-the-island event where the police close the roads and tell you to drive faster. On the ferry coming back to Melbourne from Launceston Tasmania, we got to thinking - what if you had an island like Tasmania; a welcoming population like Tasmanians; a place that could use some tourism dollars like Tasmania.

I may have been the first person to use the words "Targa" and "Newfoundland" in the same sentence, right here in Wheels.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/Wheels-Kenzie-Targa-Nissan-Juke-Nismo-RS-with-Jim.jpg"><img class="alignnone size-full wp-image-156847" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/Wheels-Kenzie-Targa-Nissan-Juke-Nismo-RS-with-Jim.jpg" alt="Jim Kenzie" width="1280" height="960" /></a>

Doug contacted Robert Giannou, a racing buddy he knew in St. John's, and a year and a half later, Robert had organized the first Targa Newfoundland. The most fun you can have in a car.

Doug and I did the first one in the Volvo. Subsequently Cort Nielsen, then the PR guy for MINI, came up with a series of MINIs for me to drive. I'm far from the fastest guy on a given track. But I can get to about 90 per cent of my capability pretty quickly. Turns out if you try to drive at ten-tenths in a Targa, you'll end up being part of the scenery.

Which I did manage once - a double end-O at a buck-sixty.

But I also managed three victories in the Open Division (for "unlimited" cars), two in the pre-crash MINI JCW, and one in a JCW MINI Challenge car. These successes were largely attributable to the expertise and calming influence of my navigators, Brian Bourbonniere of Lawrenceville Nova Scotia, and Ray Felice of Guelph. Post-pandemic, I hope Targa returns.

At one point I had lunch with PR man Dennis Clark. I was looking for ways to augment my income. He said that many of my readers would love my job - driving cool cars in exotic locales - as long as they didn't have to actually write about it. Thus was born the concept of the Autobahn Fantasy Tour, a week-long circumnavigation of Germany in Audis, BMWs, Mercedes-Benzes and Porsches, culminating in a one hour lapping session on the Nordschleife.

We ran that three times. Did two similar "Rule Britannia" tours in England, and two non-driving events to the Gran Premio d'Italia at Monza ("Forza Italia"), and another to the first US Grand Prix held at the Indianapolis 500 circuit. Guests on those events talk about them to this day.

I got interested in photography, and started a Car Calendar, which ran for fifteen years. We raised some $70,000 for our beneficiary SmartRisk, which evolved into Parachute. I can't say that this job represents my wildest dreams having come true, because I could never have imagined a job as good as this one has been.

But as the lyrics of a Pete Seeger song, lifted largely from Ecclesiastes 3:1-8, say, "to every thing there is a season, and a time to every purpose...".

I've been doing this job for almost 38 years. It obviously can't last forever, and I've decided that the time has come to hang up my metaphorical mesh-back driving gloves. I'm going to miss it. I've obviously driven some great cars and a few not so great; visited some fabulous places; and met a lot of some fascinating characters.

I want to thank all the people who helped make this happen - too long a list to denote here.
The car companies, for having faith that I wouldn't wreck their cars (a few minor dings here and there...).

And mostly, to you, my readers, without whom none of this could have happened.

In closing, let me turn to a stretched-metaphorical phrase lifted from the best book I ever read (twice now, working through the third go-round), "The Hitch Hiker's Guide to the Galaxy - A Trilogy In Five Parts" by Douglas Adams. (You just gotta love that title...).

"So long, and thanks for all the fish."

Jim Kenzie says Farewell to Wheels

GMC Sierra AT4 Right Front

Diesel power was dealt a blow by various companies playing fast and loose with emissions regulations.

But given that the biggest blow to the environment for any vehicle is the manufacture of it, the most environmentally friendly vehicle is the one that lasts the longest. Diesel engines win easily here, because they typically last twice as long as gasoline engines. So the smarter car companies are sticking with Rudolf Diesel's invention. No arguments from me.

Case in point: the GMC Sierra AT4 full-size pick-up.

My tester was actually a 2020 model year truck, but the 2021’s that are just arriving are essentially identical. My truck started at $63,098 and loaded with options, listed at $75,918. That's big bucks.

Now, being a Diesel, it gets great fuel economy. Why would anybody who can afford a seventy-five grand truck care about saving fuel? Well, nobody ever got rich throwing money away. The AT4 designation is GMC's second "sub-brand". The first, Denali, has been phenomenally successful, aiming at pure "luxury".

AT4 is pitched at off-roaders, with a darker, more sinister appearance, bright red tow hooks front and rear, uprated suspension and more rugged tires, all aimed at superior go-anywhere capability.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/GMC-Sierra-AT4-front-seats.jpg"><img class="alignnone size-full wp-image-156639" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/GMC-Sierra-AT4-front-seats.jpg" alt="Review 2020 GMC Sierra AT4" width="1280" height="960" /></a>

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/GMC-Sierra-AT4-dash.jpg"><img class="alignnone size-full wp-image-156640" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/GMC-Sierra-AT4-dash.jpg" alt="Review 2020 GMC Sierra AT4" width="1280" height="982" /></a>

As noted, my tester had GM's 3.0-litre turbo-Diesel engine. It's an inline six, so is inherently balanced for smooth operation. It produces 277 horsepower at 3,750 r.p.m., and a healthy 460 lb-ft of torque at a low 1,500 r.p.m. By compression ignition standards, this engine starts quickly - a 0°C. cold start took less than three seconds, quicker than I could buckle my seat belt.

By those same standards, it's impressively quiet, at least from inside. Outside, there is some of the characteristic Diesel rattle. People will know you're coming, but compared to my old Diesel Suburban, it's a library in there. That good low-end torque gets you off the line quickly, and the smooth-shifting ten-speed automatic transmission means you can generally keep the revs under three grand.

Once you're up to speed, the blocky-treaded Goodyear DuraTrac off-road tires make more noise than the engine. The stiffer suspension also costs in ride quality, making the AT4 a bit harsh on our pock-marked roads. The electric power steering provides good feel with enough heft to know you're actually in command.

A "Drive Mode" knob sits on the dash to the left of the steering wheel. Crank it to the right to successively select Normal, Sport, or Off-Road settings, which changes various system responses to suit.

Frankly, I didn't detect much difference between the first two, although the transmission holds onto gears longer before upshifting in Sport. I didn't run the AT4 off-road, but I know from previous experience that it will go places you would not believe. There is also a pair of gauges to show you how steep and how "leaned over" you are.

If you crank that Drive Mode knob to the left, you get "Tow/Haul", which calibrates things for towing a heavy trailer. This also enables trailer brake control and hitch alignment assistance when hooking up. The interior of the AT4 looks pretty much like all big GM trucks, with good looking quality, readable gauges, easy to reach controls, and a head-display that I was able to shut off. In front of the driver is the tachometer to the left, the speedo to the right, and four smaller gauges between them, for oil pressure, coolant temperature, fuel level, and battery voltage.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/GMC-Sierra-AT4-rear-seats.jpg"><img class="alignnone size-full wp-image-156641" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/GMC-Sierra-AT4-rear-seats.jpg" alt="Review 2020 GMC Sierra AT4" width="1280" height="960" /></a>

Many functions can be operated via the bright clear central screen, but many are also replicated with proper knobs or buttons. My guess is that a lot of off-roaders wear gloves that might not work with touch screens.

AT4 has all the tech you could want, and probably more, including Apple CarPlay, Android Auto and Amazon Alexa, Sirius XM radio with a three-month free trial, USB A and C plugs, 12- and 120-volt outlets in the dash, plus built-in WiFi. Oddment storage is handled by a couple of open bins in the centre console, a massive covered central bin, and two glove boxes. Two cup holders too, of course.

The seats were upholstered in perforated leather, dark grey with orange accents. Those colours were picked up on the dash and door trim panels. The rear seat has loads of legroom. The seat cushions can be folded up to create a massive indoor storage space; the jack and tools are also stored under there. Panels in the backs of the two outboard rear seats can be opened to create out-of-sight bins for valuables like wallets or house keys.

The front seats are heated and ventilated; the two rear outboard seats are heated. There is also a steering wheel heater (yay) but there are gaps in the coverage, notably at the "quarter to three" positions that is where your hands are supposed to be. Big grab bars are provided at all four corners to ease ingress and egress, and for passengers to hold onto if the driver is doing some particularly athletic off-roading.

Key among the options on my tester was the "Carbonpro" composite bed, which should stand up well to serious bashing. This may be the biggest single use of carbon fibre bits offered in any volume vehicle. Looks cool too. It better, since it costs nearly five grand extra. The tailgate is a multi-function affair. Its downward motion is damped, so it opens smoothly. Push another tab, and part of it can be folded down to make a step for access to the bed. Footholds moulded into the lower rear corners of the truck and a foldable handle on the side of the bed further assist getting up into the box. Tow hooks all over the place help secure your load.

Like all GM vehicles, this one fails the ignition off / headlights off test. But it passes the side-view mirror test; you can adjust them far enough out to eliminate the so-called blind spots. There's a host of driver assistance features - like lane-keeping assist - which as usual I shut off. Emergency automatic braking I tend to leave on. Better to have it and not need it than need it and not have it.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/GMC-Sierra-AT4-Rear.jpg"><img class="alignnone size-full wp-image-156642" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/GMC-Sierra-AT4-Rear.jpg" alt="Review 2020 GMC Sierra AT4" width="1280" height="640" /></a>

And the back-up camera has a wide variety of views, including a wide angle for when you have a trailer hooked on. There are also forward views available under certain conditions that can be helpful especially in tricky off-road situations.

And I like GM's reverse warning system that vibrates your seat cushion instead of beeping, so nobody else in the truck knows.

The truck industry could build an entire year's worth of vehicles and never build exactly the same truck twice. So it's impossible for a reviewer to drive just one example and tell you everything you need to know. What I can tell you about the Sierra AT4 is that it's a pricey but handsome and capable full-size truck which will go any place you could imagine, and more that you probably couldn't.

The Diesel engine offers excellent performance. And, fuel economy - the best recorded in my truck was 7.4 litres per 100 km, which is stunning.

There are always compromises and in this case, ride quality and interior noise.

If those are deal-breakers, there are lots of options at your GMC store.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

Review: 2020 GMC Sierra AT4 1500 Diesel

Hyundai Elantra 2021

DETROIT Michigan - Ford was the big winner at the 2021 North American Car of the Year Awards.

On the Truck side, the refreshed <a href="https://www.wheels.ca/car-reviews/first-drive-2021-ford-f-series-hybrid/">F-150</a> pickup easily took the trophy with 340 points over the Ram 1500 TRX (130)  and Jeep Gladiator Mojave (30). In Utility Vehicle, the <a href="https://www.wheels.ca/car-reviews/first-drive-2021-ford-mustang-mach-e/">Mustang Mach E</a> won with an astonishing 265 points (see below) beating out the Genesis GV80 (136) and Land Rover Defender (99). The <a href="https://www.wheels.ca/car-reviews/review-2021-hyundai-elantra/">Hyundai Elantra</a> took Car of the Year in the closest fight in the event, earning 176 points over Genesis G80 (173), and Nissan Sentra (151).

The awards were chosen by a panel of 50 automotive journalists from across North America. Each juror has ten points to distribute any way they please for each category. The awards have been conducted annually since 1994.

Yours truly has been a member of the judging panel since its inception. And as usual, my votes bore slim resemblance to the winners. I was closest in car, as the Elantra deserves credit for being an excellent car at an affordable price. So is Nissan's Sentra; that was probably the toughest call of them all.

Genesis G80 will not be a big seller, and it plays in a pricier ball park. "Value" is one of the criteria upon which our votes are to be based. Still, the G80 shows that the big-name European, Japanese and domestic brands have a real fight on their hands in the luxury sedan segment.

In Truck, it's hard to complain too much about the Ford F-150 winning here, because it wins in the market place year after year. Ford billed it as a "totally new" truck which seems a bit of a stretch, given much of it is carried over from the previous model.

<a href="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/Ford-F-150-.jpg"><img class="alignnone size-full wp-image-156635" src="https://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/Ford-F-150-.jpg" alt="2021 North American Car of the Year" width="1280" height="853" /></a>

Personally, I leaned towards the <a href="https://www.wheels.ca/car-reviews/first-drive-2021-ram-1500-trx/">Ram 1500 TRX</a>. What was most impressive about it was how well it rides on the highway, given it was set up to tackle the toughest off-road conditions.

The Gladiator Mojave, a new variant of the vehicle that took this honour last year, was also excellent at both ends of the trail.

The biggest surprise - nay, shock - came in the Utility category, a.k.a., SUV. My well-known distaste for this class of vehicle is based largely on the fact that they are way too big, way too heavy, and way too inefficient for today's market. But customers can't get enough of them. To me, the obvious winner here - the most obvious in any of the three categories - was the only real SUV in the field, the <a href="https://www.wheels.ca/car-reviews/review-2021-land-rover-defender-110/">Land Rover Defender</a>. The fact that it is brilliant in every aspect of the game is almost beside the point. Its predecessors practically invented this category, and the new one is beyond brilliant at just about everything.

How could it possibly lose? Let alone come in a distant third?

The <a href="https://www.wheels.ca/car-reviews/first-drive-2021-genesis-gv80/">Genesis GV80</a> is much less efficient than its G80 sedan cousin, but is impressive in every way, so grudging respect for it. I still can barely bring myself to mention the name of the least Sporty, least Utilitarian Vehicle in this field, because applying that name to this vehicle is a grave insult to the heritage of the nameplate's antecedents.

An SUV that would have difficulty challenging my driveway, let alone an off-road trail? And one you'd have to recharge for hours every couple hundred klicks? Better not try any serious boonie bashing in this thing, or you'll have to call for someone with a Land Rover Defender to tow you home. I gave the Ford zero points, and still cannot believe it won.

Another failure of democracy.

2021 North American Car/Truck/Utility of the Year winners, and Commentary

VW Tiguan Exterior Right View

Several people commented on how "sharp looking" the Volkswagen Tiguan was. It looked like a mid-size SUV to me. Maybe we are all correct.

My Tiggy was a 2020 model year. The 2021s will be arriving in VW showrooms soon, but the internals of the new model will be a carry-over. Tiguan starts at $29,770 for the base Trendline front-wheel drive trim level. Four-wheel drive (4MOTION in VW-speak) is standard on the rest of the range, with Trendline at $32,040, Comfortline $34,865, IQ.DRIVE $37,670, and Highline $40,395.

My tester was an IQ-DRIVE with the only option available and a third row of seats, at what seemed a reasonable $760. I have no idea what "IQ-DRIVE" means; maybe that's why this nomenclature will be dropped for 2021. But the vehicle never fails to remind you - open either front door, and those letters are projected at your feet. Among those carryover bits is the 2.0 litre turbocharged four cylinder engine (184 horsepower from 4,360 to 6,000 r.p.m.; 221 lb-ft of torque from 1,600 to 4,360 r.p.m.), and the eight-speed automatic transmission.

The handsomeness of the exterior is continued inside, with typical VW design and execution, with matte black no-reflection materials. Proper round dials for speedo and tach, with coolant temperature and fuel level nestled respectively within with all white-on-black for good readability.

Various additional tidbits of information such as fuel consumption, trip odometer, back-up SatNav screen, and controls to shut off most of the nanny systems, are in a multi-function panel between these two main dials.

The central screen with proper round knobs for volume and function selection is bright and clear. It can display a stunning array of stuff, including a “drive coach” to help you minimize fuel consumption.  However, as in the GTI I tested recently, if you want to adjust the radio, you lose the SatNav screen. This should be handled better. Below this screen is a set of nice round knobs to control most of the HVAC functions. On the centre console is a round knob with a push button inside it. This works the drive mode selection function. Rotate then push the knob to select the program you want - Snow, Normal, Off-Road, etc.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/VW-Tiguan-front-seats.jpg"><img class="alignnone size-full wp-image-156557" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/VW-Tiguan-front-seats.jpg" alt="Review 2020 Volkswagen Tiguan" width="1280" height="960" /></a>

Some of these modes offer additional options that you select from the main screen, which I found confusing, having to move back and forth between the screen and the controller. This all will require a long weekend reading the Owners Manual, and maybe six weeks of practice before you figure out all the permutations and combinations. Most likely, you’ll find one the combo you like, and just leave it alone.

For me, it was the “Sport” mode, although it did keep the engine revs higher than did the more sedate settings, which might have an impact on fuel consumption. Other high-techery includes Android Auto, Apple CarPlay and MirrorLink capability, a WiFi hotspot, 12-volt outlet, and USB outlets galore. Minor controls for windows and mirrors look just like those in my 2003 Jetta, dead simple to understand and use.

The seat upholstery in this trim level is “leatherette”. I’d rather have had plain cloth, but that’s only available in Trendline models. I found the seats acceptably roomy, comfortable and supportive. Heated seats are provided for front seat occupants. The Owners Manual says there is also a heated steering wheel; with that manual in hand, I searched for it for about an hour without success. Turns out the button for the driver's seat heater also turns on the steering wheel heater. Who knew? Thomas Tetzlaff, VW Canada's PR man, did. But I didn't find this out until I returned the vehicle. Still, the mystery solved.

The middle row of seats is split two-thirds left side / one-third right; each part is movable independently fore-and-aft to provide flexibility for distributing legroom between second and third row passengers. Getting into that third row calls for some agility, or smallness of stature.

Lots of storage spaces for cups and bottles, even a spot for a bottle of windshield washer fluid in the cargo area.

Should you need assistance reversing, the central screen switches to a split view, with both overhead and “right behind you” displays. That view stays on the screen for a few seconds after you shift back into Drive, for reasons that don’t seem obvious.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/VW-Tiguan-dash.jpg"><img class="alignnone size-full wp-image-156558" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2021/01/VW-Tiguan-dash.jpg" alt="Review 2020 Volkswagen Tiguan" width="1280" height="893" /></a>

Tiguan’s camera sits out there on the tailgate, rather than being tucked in behind the VW logo on the trunk lid like the GTI, so it will get dirty right quickly. Also like the GTI, Tiguan gets the manual shift pattern for the transmission backwards in my opinion. It just has to be back for upshifting, forward for downshifting.  But in a vehicle like Tiguan, you’ll probably let it shift for itself anyway.

The engine gets a bit loud as revs rise, although at higher speeds, road noise takes over. This was exacerbated by the winter tires on my tester, a more-than-acceptable trade-off given the weather I encountered during my test period. Performance is fine with that strong low-end torque means acceleration is satisfyingly brisk. The transmission shifts smoothly and quickly, requiring little throttle pressure to initiate a downshift.

On occasion from rest, however, it seemed to take a brief moment to make up its mind to get rolling. In the cut and thrust of city driving, this can be a bit of a bother. As you would expect from a VW, handling is sharp, with precise turn in, and stable behaviour. The ride quality is also more than adequate.

Tiguan passes the mirror test - you can adjust them far enough out to eliminate the blind spots. And, the ignition off/ headlights off test too - switch the lights on when you buy the car, and never touch that knob again. On the downside, the VW’s door locks re-lock themselves if you drop below about 15 km/h.

In today’s market, there seem to be about a million mid-size SUVs to chose from. All of them are pretty good.

If crisp road manners and excellent handing are at the top of your wish list, Volkswagen’s Tiguan should be on your shopping list.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

Review: 2020 Volkswagen Tiguan

Driving Skills for Life

One of the things I'm proudest of in my career is that I literally "wrote the book" on safe driving. Well, co-wrote it, with Doug Mepham.

It was part of what we thought was a cleverly-named program called the "Road Scholarship", sponsored by Labatt Brewery. The content of that book formed the syllabus of a program that was taught to thousands of university students across the country for several years, initially by Gary Magwood, and later by Ross Bentley.

I personally know of one person who took the course and credits it for giving him the skills needed to avoid a dangerous driving scenario. He remains convinced that what he learned helped him avoid what would have resulted in a serious, possibly fatal, crash.

I know he's not alone.

Why this level of driver training isn't mandatory in every jurisdiction in this country remains a mystery. That would be the first step towards reducing the carnage on our roads. The second step? Let's begin with the fact that currently, you pass a driver's test when your sixteen, and you're good until you're 80.

I've said it before, I'll say it again, with little hope anything will come of it: mandatory re-testing every ten years, at specially-built facilities throughout the country, would not only reduce the carnage on our roads, it would reduce the death rate and the massive heath care costs for those who survive the crash. It would also create thousands of jobs, in site construction and management, trainers, and evaluators. And, it would all pay for itself.

Why wouldn't every politician in the land jump on board a project like this?

In these current times when we are ever more aware of our mortality, it's worth remembering that car crashes rank near the very top on the "person-years" lost criterion, given that these victims tend to be younger than those who succumb to other issues. Yes, such as COVID-19.

The other fact is that our driving tests in this country are woefully inadequate, and don't even cover such things as driving on slippery roads, or what to do in the event of a skid. Slippery roads? Skids? In Canada? Who would ever encounter such a thing?

There are some driving schools that do teach these skills. I sent all our four of my kids to one of them, Young Drivers of Canada, because I personally knew Peter Christianson, who took the company over in 1975 from Heinz Naumann who founded it in 1970.

Young Drivers doesn't just "teach to the test", i.e., give you what you need to get over that disgracefully low hurdle. The fact that most people fail even that test tells you all you need to know about how bad most driver training is in this country. If they had to pass the driving tests in either England or Germany, they'd be Uber or Lyft clients for life.

Come on, politicians. You were elected to help people live better lives.

Get on it.

Carte Blanche - We Need a Driver Training Revolution

Lincoln Corsair Exterior Front

With about a million high-end SUVs available, how does a customer make a rational decision? More to the immediate issue, how does a product reviewer like me come up with a recommendation?

These thoughts came to mind while I was testing the Lincoln Corsair. It launched as a 2020 model, aiming at similarly-speced vehicles from such as Audi, BMW, Cadillac, and Mercedes-Benz.

The 2021 Corsair starts at $42,700, and can rise rapidly to the $63,800 sticker of my tester.

Mine checked just about every box on the order form, except it had the base 2.0 litre twin-turbo four cylinder engine (250 horsepower at 5,500 r.p.m.; 280 lb.-ft. of torque at 3,000 r.p.m.) rather than the 295-hp 2.3.-litre four-pot. The larger engine would give decidedly better acceleration, and gets almost the same fuel consumption scores, but adds $8,500 to the bottom line. Yikes.

The eight-speed automatic transmission powers all four wheels; the front-drive variant is not available in Canada.

Corsair is built on the same 2,710 mm wheelbase as Ford's Escape. Hence, it's a five-seater, and shares its body structure, technology, and some powertrains. But seldom have two such closely related vehicles yielded a wider range of results. The difference you'll notice immediately is the interior ambience. High-quality materials abound, including real tree wood and luxurious-looking leather. As usual with compact-to-mid-size SUVS, there's decent room for four, with a third rider in the rear a possibility.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/Lincoln-Corsair-dash.jpg"><img class="alignnone size-full wp-image-156498" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/Lincoln-Corsair-dash.jpg" alt="Review 2021 Lincoln Corsair" width="1280" height="960" /></a>

Consistent with current Lincoln practice, the transmission controls are a series of push buttons on the dashboard. This actually makes more sense than tying up valuable real estate on the centre console that is more wisely turned over to cup holders and odd-and-sods storage. There are proper round knobs for sound system operation. It will take some time to figure out which buttons and knobs do which functions, but that's the case with any new vehicle.

The steering wheel heater and seat heating (and cooling) controls are easily found in the centre stack, so there must be a Canadian in Lincoln's interior design department somewhere. The head-up display shut-off switch is also handy if, like me, you'd rather be looking at the road than be constantly distracted by lights flashing in the windshield all the time. Blind spot detection and lane keep assist systems are also included. Useful technology such as built-in WiFi, Apple CarPlay and Android Auto capability are part of the package,  as well as cross-traffic alert, pre-collision assist with automatic emergency braking, and a rear view camera with multiple screen layouts including a bird's eye view, handy when backing up. The popular Waze app provides a good supplement to the SatNav system.

Seat adjustment is by buttons on the door panel that look almost identical to those Mercedes introduced many years ago. Push the part of the button that corresponds to the part of the seat you want to adjust, and Bob's your uncle. It took me a while to find the right seating position.

Lincoln has introduced a number of functions to make servicing your vehicle easier. A 1-800 number connects you to a "concierge", which as in a top-class hotel, will look after myriad details to make your experience less stressful. Self-parking, both parallel and perpendicular, are there if you want to use them.

Using the "Lincoln Way" app on your smartphone, you can also schedule routine maintenance remotely. They'll even pick your vehicle up and leave you a loaner. Sadly, I don't get to test vehicles for long enough to tell you how well this works. I'm ready when you are, Lincoln.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/Kenzie-Lincoln-Corsair-exterior-rear.jpg"><img class="alignnone size-full wp-image-156499" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/Kenzie-Lincoln-Corsair-exterior-rear.jpg" alt="Review 2021 Lincoln Corsair" width="1280" height="960" /></a>

What I can tell you a bit about is how the vehicle performs, rides and handles.

In short, surprisingly well. Even the smaller engine provides Corsair with decent acceleration, and the twin turbo takes care of any hint of turbo lag. The transmission shifts almost imperceptibly. Paddle shifters are available if you think you can do better.

The "Adaptive Suspension" ensures a serene ride, as sensors adjust damping in milliseconds in response to steering or braking manoeuvres, or changes in road surface quality. "Handling", a word not often associated with Lincolns, is better than expected, with decently flat cornering and steering that is precise, if perhaps a bit too light for my taste. A "Drive Mode" knob offers various settings. The parenthetical comments following each one here pretty much tell the story: Normal (effortless and balanced); Conserve (efficient driving); Excite (responsive and engaging); Slippery (slick, icy, and loose surfaces); Deep (deep snow, mud or sand).

Throttle, suspension and transmission responses vary to suit, and the differences between the settings are larger, more noticeable, than in most such systems. Each setting has a unique instrument cluster layout. "Deep" also shuts off traction control because sometimes you need a bit of wheel spin to get you out of the mud. I didn't do any boonie-bashing, so I kept it mostly in Comfort and Excite.

Corsair is also commendably quiet. Good sound insulation is at work here. Lincoln is now an SUV-only brand, as the big and impressive Continental and the mid-size MKZ sedans are done. Regular readers know I'm not much of a fan of SUVs, so I didn't come into this test with high hopes. If an SUV can pleasantly surprise me, it must be doing something right.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

Review: 2021 Lincoln Corsair 

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Here are some things we can all do behind the wheel towards that goal. I'm just not talking about not driving while impaired (by alcohol, drugs - prescription or recreational, or fatigue). Nor about not wearing your seat belts.

Surely some things do not need repeating.

I'm talking about things you may have been taught but may have forgotten.

Tip 1:  Put on those winter tires. If you haven't done this by now, you've probably already been caught out. Better late than never.

Tip 2: Prepare the rest of your car for winter too. Make sure its tune-up schedule has been maintained. Breaking down at the side of the road is never fun and in winter, it could be deadly.

Tip 3: In that vein, carry an emergency kit with you. You can get pre-made kits from your local auto supply store in a variety of price ranges, or make one up yourself. Warm work gloves, extra socks, boots, and other clothing, a "space blanket" (thin and compact, but very warm), emergency warning triangle, flares, flashlight (don't forget batteries, or get a wind-up unit), some granola bars in case you're stuck for a while, water in plastic bottles (glass will break if you're in the cold for too long). And keep your cell phone charged.

Tip 4: Clear the snow off your car. And do it before you drive away; don't let the wind sweep it clean because the snow may end up on someone else's windshield. Do all the windows, don't just cut a wee hole you can peek through. Don't forget the side-view mirrors and the roof - a mini-avalanche into the windshield of a following car can be more than an unpleasant surprise for its unfortunate driver.

Tip 5: Still with visibility, top up your windshield washer fluid, and carry a back-up supply with you. Especially in slushy weather, you can go through that stuff very quickly.

Tip 6: Don't idle. As soon as the engine runs smoothly, drive away, gently at first. An engine warms up much more quickly under load than it does when idling. Getting it up to temperature quickly reduces wear and tear, obviously saves precious fuel, and reduces pollution.

Tip 7: Practice. Find a big empty unplowed parking lot, and learn how your car handles poor traction conditions. If your car is fairly new, it probably has stability control and ABS brakes. But the good driver never gets into a situation where (s)he has to rely on that technology. Besides, sliding around is fun...

Tip 8: Speaking of technology, avoid using snooze-and-cruise on wet or snowy roads. Most systems can't keep up with rapidly changing traction conditions.

Tip 9: Turn on your lights. All of them, not just the Daytime Running Lights. Remember, the driver of the car behind you has to see your car.

Tip 10: Last but not least, SLOW DOWN! Seems obvious, but apparently not, given the behaviour I see on the 401 during every snowstorm. The kinetic energy of your car increases as the square of its speed, so braking is severely compromised, as is handling. Better to get there late than not at all.

Remember: as always, the life you save might be mine...

Carte Blanche - Some New Year's Resolutions for You

2016-Cadillac-CT6-interior-gauge-cluster-and-night-vision-720x479

Of the literally thousands of press events I've covered over my career, a handful still stand out. One such was about 20 years ago, when General Motors showed off the Night Vision system that was available in their Cadillac Sedan de Ville.

The system, based on thermal imaging, used infrared cameras to detect differences in heat signatures beyond the range of human vision. The scene was Shannonville Motorsports Park, east of Belleville. A Caddy was parked facing south with its headlights on. We could see nothing beyond the range of those headlights.

Then they switched on the Night Vision system. An image of a man walking in front of the car - a set-up by GM - came into view on the screen. Yikes! This car could literally see in the dark.

But wait - there's more.

Also on the screen we could see other images moving in the farther distance. What, could this system also pick up ghosts? It took a while for even the GM people to realize that these images were cows, grazing in a pasture across Highway 2. Must have been over a kilometre away.

Amazing.

<a href="https://s3.amazonaws.com/images.wheels.ca/wp-content/uploads/2020/10/Cadillac-Deville-Night-Vision-720x405-1.jpg"><img class="alignnone size-full wp-image-155558" src="https://s3.amazonaws.com/images.wheels.ca/wp-content/uploads/2020/10/Cadillac-Deville-Night-Vision-720x405-1.jpg" alt="Night Vision system" width="720" height="405" /></a>

Different technologies can accomplish similar results. At least on TV shows - a well-known source of accurate research - night vision cameras can spot lost children in the woods at night from airplanes hundreds of metres in the air.

With considerably more credibility, R.C.M.P. drug-sniffers can fly over a residential area and spot grow-ops simply from the heat signature generated by the heat used to help grow the plants. I used to wonder if my Mom's house was ever spotted - she grew ferns from spores in her basement that was wall-to-wall with fluorescent light fixtures I had installed for her.

Several other vehicles - Audi, Acura and Infiniti come to mind - have offered similar systems over the years. Cadillac actually discontinued Night Vision after four years, but later brought it back. It was on a couple of recent Caddies I've tested, although frankly, I forgot to check out how well these newer systems worked.

<a href="https://s3.amazonaws.com/images.wheels.ca/wp-content/uploads/2020/10/2016-Cadillac-CT6-Night-Vision-in-Driver-Information-Center-720x300-1.jpg"><img class="alignnone size-full wp-image-155559" src="https://s3.amazonaws.com/images.wheels.ca/wp-content/uploads/2020/10/2016-Cadillac-CT6-Night-Vision-in-Driver-Information-Center-720x300-1.jpg" alt="Night Vision system" width="720" height="300" /></a>

This all came back to mind when I was sent a device to test (despite the name of this section, we don't only test items with four round things with black rubber around them).

It's the "Lanmodo Vast - 1080P Automotive Night Vision" system. It can be installed in any car, truck, ATV, anything that moves and has a 12-volt plug available.

The unit appears to be well made, and is dead simple to install. A non-slip pad will stick to just about any dash surface, and the unit slides right into that. You plug it in to your vehicle’s 12-volt outlet, switch it on, and you're set to go. An alternative power source is the OBD (On Board Diagnostics) plug, for which a fitting is also supplied.

Heck, they even include a small Phillips screwdriver to attach the various bits.

You can also hang the device upside down from your rear-view mirror or from a multi-adjustable fitting with a suction cup, if that fits your vehicle better. Fortunately, there is a switch that flips the image so you don't have to stand on your head to view it. Why there is also the option of mirror-imaging the display is less clear...

"Vast" uses low-light imaging technology, which differs from the units the cops or other car night vision system use, which are typically laser- or infrared-based. The advantages appear to include brighter images, and lower cost. I fitted it first to my own Volkswagen Jetta TDI Wagon, and also to a Mitsubishi Outlander I had on test. It looked - well, OEM ("original equipment").

I didn't bother installing it permanently - this system will probably last longer than my poor VeeDub will, and I wasn't about to start hacking away at the trim bits of a test car. But it wouldn't take anyone well-versed in automotive interiors - a radio installer, for example - to do a factory-like install.

Or, you could leave it as a temporary add-on - one of the advantages of an after-market system like this over a factory set-up is it can fit any car. Factory systems are only available on certain vehicles that may not be on your list.

Also, you can move this one from car to car, and keep it for your next car when your trade in.

On the road, the Vast gives a clear, full-colour view of what's ahead of you (or behind you, if you hook up the rear vision feature, which

I did not...).

I'm on record about a million times that I dislike head-up displays which clutter the field of vision in your windshield. Vast differs because you can mount the screen well off to your right; I found it minimally distracting.

Taking photos of this system is tricky - I did the best I could with my cell phone. Playing around with the contrast and brightness controls can help improve the image quality.

But I can tell you that the system gives you a clear view of what's coming up ahead, in daylight, at dusk, even in near-complete darkness.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/10/Night-Vision.jpg"><img class="alignnone size-full wp-image-155560" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/10/Night-Vision.jpg" alt="Night Vision system" width="1227" height="485" /></a>

Some of the videos on the company's <a href="https://www.lanmodo.com/lanmodo-1080p-automotive-night-vision-system.html">web site </a> do a better job than I could anyway of showing what the images look like. These are clearly from customers, not from pro video shooters, so my apologies in advance for some of the editing and the language...

Also, not even my kids know what "minty" means - one of the words used on these videos - but apparently it is an adjective that means "good". It wouldn't be a Kenzie review without suggestions for improvement.

The device is made in China, and as is often the case in that scenario, the instruction manual is less than clearly written. Nor is it comprehensive. The buttons that govern its operation are tiny, not well marked, and I found them confusing. Familiarity helps. And because the buttons are on the device which may be more than an  arm's length away, a remote control might be a useful addition.

So, how much?

Therein hangs another tale.

On that Lanmodo web site, the current price is showing as $499 U.S., marked down from $599. You apparently can order direct from that website, or from Amazon. There's also a banner on the website that says there is a "Super Early Bird Price of $199". When you click on that link, it takes you to the"indiegogo.com" website, that to my eye, untrained in the vagaries of web purchasing, suggests the device is available for a mere $119,630 CDN. Geez, are they selling the entire company?

Turns out indiegogo.com is some kind of crowd funding site that appears to have nothing at all to do with selling car safety devices. I have no clue about any of that.

But if you would like to be a safer driver at night, you should look into the Lanmodo Night Vision camera.

The life you save, could be mine,

The dashcam was provided to the writer by the manufacturer. Content and vehicle evaluations were not subject to approval.

Carte Blanche - Seeing in the Dark  

2020 Volkswagen GTI Exterior

Our daughter Dr. Laura summed up the Volkswagen GTI succinctly: "I want to buy this car."

She and her siblings learned how to drive in our VWs, so they have what I call a "post-judice" towards them.

That's a word I made up, indicating judging after ("post"), not before ("pre") the fact.

My tester was a 2020 car, the soon-to-be-replaced A7 body style (officially now "MK VII", but most VW-philes stick with the old nomenclature).

Pricing for my tester started at $30,845. It had the "Autobahn" package, the seven-speed dual-clutch manumatic (DSG) gearbox, and the "Advanced Driver Assistance Package". This brought the total to $39,895. I said "started" (past tense) above, because the 2021 edition will come in Autobahn trim with that package, making its list price of $35,995 look like a bargain.

Subtle red badging, a red line across the grille, and the lovely 18-inch wheels will be the only clues that yours is the GTI model. The interior in some ways reminded us of our 2003 Jetta Wagon. VW figured out long ago how to do things like mirror adjustment and window controls, so why change?

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/2020-Volkswagen-GTI-dash.jpg"><img class="alignnone size-full wp-image-156445" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/2020-Volkswagen-GTI-dash.jpg" alt="Review 2020 VW GTI" width="1280" height="960" /></a>

One thing that has changed is you can now turn the headlight switch full right when you buy the car, and never touch it again. As all cars should, its lights go off when you shut the car off, after a time delay to let you get to your front door. The dash displays looked familiar too, although there's tons more information now. Apple CarPlay and Android Auto are both supported. There's even a lap timer function if you're taking the car onto the track, and no head-up display.

The SatNav screen is bright, but for whatever reason, I had to re-configure the map whenever I switched the screen to another function. As usual, it will take a while to figure out what all the buttons and controls do.

Interior trim quality, fit and finish may be a small step down from our car, but they're still pretty good. Heated seats and steering wheel are included. The seats also fit both father and daughter perfectly, with just the right balance of comfort and support. The rear seat is a bit snug for adults, but the flat roofline and big rear doors make access easy. The hatchback body style means easier access to the sizable trunk.

One key feature my tester had that won't be available in the 2021 car is the "delete leather seat" option. The almost-plaid upholstery may not be to everyone's taste, but I liked it. Besides, you're sitting on it, not staring at it.

The turbocharged 2.0-litre four-cylinder engine develops 228 horsepower at a peak of 6,200 r.p.m. and a healthy 258 lb-ft of torque from 1,500 to 4,400 r.p.m. This provides strong performance, accompanied by a suitably sporting exhaust note. Shifting, as you would expect from the dual-clutch gearbox, is absolutely seamless. If you think you can shift better than it can (hint: you can't...) you can either use the steering wheel paddles, or the gearshift lever.

Sadly, VW gets the latter backwards. This just has to be back to upshift and forward to downshift. How did this get by their test drivers? One behaviour I have not experienced before with VW DSGs, and one I only noticed on occasion here, was a slight hesitation when starting from rest. It felt like the engine revved up, then released its automatic clutch before slinging me down the road. Other times, response was immediate; not sure what was going on there.

The drive mode selection system lets you tailor the car's behaviour to the circumstances, or your mood. The settings - Eco, Comfort, Normal, Sport and Custom - are largely self-explanatory. The car's brain chooses from a variety of things like throttle response and damper behaviour to suit.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/2020-Volkswagen-GTI-front-seats.jpg"><img class="alignnone size-full wp-image-156446" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/2020-Volkswagen-GTI-front-seats.jpg" alt="Review 2020 VW GTI" width="1280" height="960" /></a>

I left it in Sport most of the time because that's the kind of car this is.

Ride quality is on the firm side, but I found it fine, even on our winter-ravaged roads.

The tester had winter tires, so absolute grip levels weren't high. But the crisp steering and well-sorted handling made the car a delight to drive. There was a hint of torque steer - a tugging on the wheel in quick corners - but corrections by both driver and the car's Directional Stability Control system soon sorted that out.

And I always smile when VW's clever back-up camera pops out from behind the VW logo on the tailgate to show the view behind. This means an always-clean screen.

I'm not sure to what extent this car impresses simply because we're so familiar with VWs.

But there's a singularity to this car, a wholeness, a sense that all of its functions work together in near-perfect harmony. This has been characteristic of GTIs in the past. It's still here now.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

Review: 2020 Volkswagen GTI

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The nine finalists for the North American Car of the Year (NACTOY) awards for 2021 have been announced. Here are this year’s finalists listed in alphabetical order within each category:
<h3 class="p10">Car of the Year:</h3>
Genesis G80 
<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/G7A0030.jpg"><img class="alignnone size-full wp-image-156410" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/G7A0030.jpg" alt="2021 NACTOY" width="1280" height="853" /></a>

&nbsp;
Hyundai Elantra
<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/Large-44057-2021Elantra.jpg"><img class="alignnone size-full wp-image-156412" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/Large-44057-2021Elantra.jpg" alt="2021 NACTOY" width="1280" height="853" /></a>

&nbsp;
Nissan Sentra
<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/2019-Nissan-Sentra-B-2.jpg"><img class="alignnone size-full wp-image-156413" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/2019-Nissan-Sentra-B-2.jpg" alt="2021 NACTOY" width="1280" height="750" /></a>
<h3></h3>
<h3 class="p10">Truck of the Year:</h3>
Ford F-150
<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/All-new_F-150_006.jpg"><img class="alignnone size-full wp-image-156414" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/All-new_F-150_006.jpg" alt="2021 NACTOY" width="1280" height="853" /></a>

&nbsp;
Jeep Gladiator Mojave
<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/JP021_315GLbimn52q8gktu140dg7haljgqua.jpg"><img class="alignnone size-full wp-image-156415" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/JP021_315GLbimn52q8gktu140dg7haljgqua.jpg" alt="2021 NACTOY" width="1280" height="853" /></a>

&nbsp;
Ram 1500 TRX
<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/RM021_554FNohc11v1li24o6pssiums11vsof.jpg"><img class="alignnone size-full wp-image-156418" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/RM021_554FNohc11v1li24o6pssiums11vsof.jpg" alt="2021 NACTOY" width="1280" height="853" /></a>
<h3></h3>
<h3 class="p10">Utility Vehicle of the Year:</h3>
Ford Mustang Mach E
<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/Mustang-Mach-E_10.jpg"><img class="alignnone size-full wp-image-156416" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/Mustang-Mach-E_10.jpg" alt="2021 NACTOY" width="1280" height="853" /></a>

&nbsp;
Genesis GV80 
<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/1837-GenesisGV80.jpg"><img class="alignnone size-full wp-image-156411" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/1837-GenesisGV80.jpg" alt="2021 NACTOY" width="1280" height="853" /></a>

&nbsp;
Land Rover Defender
<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/Defender-110_Blue_1_Must_Photo-Credit-Dave-Burnett.jpg"><img class="alignnone size-full wp-image-156417" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/12/Defender-110_Blue_1_Must_Photo-Credit-Dave-Burnett.jpg" alt="2021 NACTOY" width="1280" height="853" /></a>

The final round of voting takes place in early January 2021, and the winners will be revealed on January 11.

“In this very challenging year, these nine vehicles emerged as our Finalists out of an unusually strong field of 27 Semifinalists,” said NACTOY president Gary Witzenburg. “Each one of them – especially the 15 in the ultra-competitive utility vehicle category – is excellent in nearly every way. Not to mention the automakers’ unusually difficult challenge of getting our 50 jurors from all over North America into their candidate vehicles for testing and evaluation prior to our later-than-usual voting deadline.”

“Just as individual car buyers have their own purchase criteria, each of our 50 expert jurors has his or her own individual process for evaluating candidate vehicles,” said NACTOY Vice President Jack R. Nerad, “which results in a robust and comprehensive competition that looks at the contenders from every possible angle. We are proud of the vast experience and diversity of our panel of jurors.”

Two of those 50 jurors, Lesley Wimbush and yours truly, are Wheels regulars.

<a href="https://s3.amazonaws.com/images.wheels.ca/wp-content/uploads/2020/12/SOCIAL-MEDIA-NEW-ORDER-ENGLISH-2-1-768x299-1.png"><img class="alignnone size-full wp-image-156419" src="https://s3.amazonaws.com/images.wheels.ca/wp-content/uploads/2020/12/SOCIAL-MEDIA-NEW-ORDER-ENGLISH-2-1-768x299-1.png" alt="2021 NACTOY" width="768" height="299" /></a>

Jim Kenzie

Articles by Jim Kenzie