Jim Robinson is an automotive journalist for Metroland Media

Lincoln Aviator PHEV 2020 main

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Going electric means making choices and Lincoln may had come up with one of the best in the 2020 Aviator Grand Touring PHEV (Plug-In Electric Vehicle).

Coming into the age of the “New Normal”, people are also thinking about the health of the planet and the best way to help is with a vehicle that is electrified.

But which one?

There are hybrids, all-electrics, plug-in hybrids and even electric propulsion from hydrogen fuel cells.

Fuel cells are years, probably decades away from practical use. All-electrics, no matter how large the battery, still come with range anxiety. Hybrids use the battery as a form of power booster and exhaust electric reserves quickly.

In my opinion, the PHEV still offers the best solution currently, in that it can be plugged into an outlet to charge the battery in addition to regenerative recovery.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Lincoln-Aviator-PHEV-2020-wheel.jpg"><img class="alignnone size-full wp-image-153254" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Lincoln-Aviator-PHEV-2020-wheel.jpg" alt="Review 2020 Lincoln Aviator PHEV" width="1280" height="1070" /></a>

So instead of a few km, the PHEVs tend to be good for 30-40 km, enough to get around town doing errands and never using gasoline.

Introduced last year, the Aviator Grand Touring three-row intermediate gets the full Lincoln luxury touch, making it the only domestic PHEV SUV in the luxury segment.

But there the competition is pretty stiff – coming from the likes of Mercedes-Benz, BMW and Range Rover.

The Grand Touring PHEV as tested here leaves no prestige feature ignored, from the finest grade leather seating to trim that is almost like jewellery, such as the brushed metal surrounds on the Revel Ultima 3D sound system.

And it does have presence at more than five metres long (199.3 in), resulting in cargo volume of 77.7 cu ft behind the first row, 41.8 cu ft behind second row and 18.3 cu ft behind the third row.

And of course, one expects big towing in this segment and the Grand Touring delivers, with up to 2,540 kg (5,600 lb) when properly equipped with an available as a Class IV Trailer Tow Package.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Lincoln-Aviator-PHEV-2020-cargo.jpg"><img class="alignnone size-full wp-image-153255" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Lincoln-Aviator-PHEV-2020-cargo.jpg" alt="Review 2020 Lincoln Aviator PHEV" width="1280" height="981" /></a>

This includes four-pin and seven-pin connectors, Class IV hitch and wiring, Trailer Tow (when properly equipped), Smart Trailer Tow and Trailer Sway Control.

Also big is the power to move the Grand Touring PHEV around because, with battery and electric motor, it weighs in at 2,573 kg (5,673 lb).

To the 3.0-litre EcoBoost turbo V6 engine (400 hp, 415 lb/ft) is added a largish 75 kWh electric motor for a combined 494 hp and a stump-pulling 630 lb/ft of torque. Augmenting this is the 13.6 kWh lithium-ion battery pack stored under the floor.

Now that may not sound like a formula for fuel economy and on gasoline only, it delivers 10.9/8.6/10.3/100 km city/highway/combined.

But in electric operation only, Natural Resources Canada testers got the equivalent of 4.2L/100 km, which comes close to some PHEV sedans I’ve driven.

Combined range was estimated, after testing in the U.S. by the EPA, at 460 miles (740 km).

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Lincoln-Aviator-PHEV-2020-engine.jpg"><img class="alignnone size-full wp-image-153256" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Lincoln-Aviator-PHEV-2020-engine.jpg" alt="Review 2020 Lincoln Aviator PHEV" width="1280" height="863" /></a>

In my case, I started out after a full night’s charging with an indicated EV range of 37 km. After a morning using the hybrid system in the normal setting on a mix of highway and secondary roads, I depleted the battery after 24 km, but was able to recover some power through regeneration.

The Grand Touring PHEV is shipped with a standard wall charging cable for use in 110- and 24-watt outlets.

The five drive modes are accessed by a rotary selector on the centre console and are: Normal, Conserve, Excite, Slippery and Deep Conditions.

Also, on tap are two electric modes, the first being Pure EV, which keeps the driver in all-electric in most conditions.

The second, Preserve EV, stores power in the battery for use at a later time such as getting around time after extended highway driving. The battery can be recharged up to 75 per cent this way.

An interesting aspect is Tow/Haul, which is a non-selectable mode in which Aviator automatically adjusts parameters for an improved towing experience when a trailer is detected based on suspension sensors and load on the powertrain.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Lincoln-Aviator-PHEV-2020-modes.jpg"><img class="alignnone size-full wp-image-153257" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Lincoln-Aviator-PHEV-2020-modes.jpg" alt="Review 2020 Lincoln Aviator PHEV" width="1280" height="761" /></a>

The transmission’s unique shift schedule and the battery cooling systems are optimized for tow requirements. Also, the optional Air Glide suspension features load-leveling capability.

While electric mode is good for short trips, the Grand Touring PHEV really comes into its own in highway and byway cruising where you can sit back and let all the driver aids make the jaunt as stress free as possible.

On my usual 500 km mix of roads and conditions, I did just that and admired the scenery on one of the first of our warm spring days.

As you might expect, a SUV at this level is no econobox, starting at $81,000 and topping out at $97,135, including the $2,100 destination fee and the $12,200 Elements Package with a bevy of amenities including the warming hue of the Sandstone leather.

Big on show and big on go, the 2020 Lincoln Aviator Grand Touring is literally a big step into luxury SUV electrification.

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Review: 2020 Lincoln Aviator Grand Touring PHEV

Hyundai Kona 1

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Hyundai certainly has left no small crossover stone unturned with the sub-compact Venue and compact Tucson joining the officially sub-compact Kona on showroom floors for 2020.

Besides the Kona EV all electric vehicle ($44,999), there are no less than five Kona trim models starting at $21,249 for the Essential front-drive model up to the Ultimate AWD ($32,249) as tested here.

With a mix of front- and all-wheel-drive drivetrains there are two engines and transmissions depending on trim level.

In the case of this week’s tester, it is Hyundai’s 1.6-litre turbocharged inline four-cylinder with 175 hp and 195 lb/ft of torque with the corporation’s in-house designed seven-speed dual clutch automatic transmission (DCT).

Like just about every sub-compact crossover I drive these days, its overall length of 4,165 mm and wheelbase of 2,600 mm makes the Kona is at least a compact in real life and it might have qualified for mid-size just a decade ago.

Competition in the sub-compact arena is intense with worthy opponents from Ford, Toyota, GM, Mazda, Honda and Nissan not to mention corporate step-sister Kia.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Hyundai-Kona-1-1-scaled.jpg"><img class="alignnone size-full wp-image-152661" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Hyundai-Kona-1-1-scaled.jpg" alt="Hyundai Kona Ultimate" width="2560" height="1440" /></a>

So packaging is essential, but it also has to come with style and creature comforts to attract an increasingly discerning clientele.

The styling is very much “urban SUV” with the body set high up on the wheels with thick, black plastic wheel well surrounds that not only give it a more aggressive look, but help mightily in controlling road salt rot.

The interior is contemporary with some hard, black plastic but the Ultimate gets lots of soft touch trim, supportive leather seating and orange trim pieces around the HVAC vents and other controls giving it a very sporty feel.

Hyundai engineers know how to maximize interior space and the payoff is cargo and passenger volume of 3,208 litres, which would make this a compact in my books, not a subcompact.

Hyundai’s new SmartSense suite of safety aids includes features such as Rear Parking Assistance Sensors (RPAS), Blind Spot Detection (BSD) with Rear Cross-Traffic Alert (RCTA) and Lane Change Assist (LCA), Proximity Keyless Entry with Push-Button Ignition, Autonomous Emergency Braking (AEB) with Pedestrian Detection and finally, Lane Keeping Assist with Driver Attention Warning and my new favourite, a heated steering wheel.

Located on the centre console to the right of the shifter is a lock out button for driving in low grip situations like snow and ice. Just below is a rocker switch for downhill descent control which is a handy feature for “soft-roading”.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Hyundai-Kona-1.6T-2020-inter.jpg"><img class="alignnone size-full wp-image-152663" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Hyundai-Kona-1.6T-2020-inter.jpg" alt="Hyundai Kona Ultimate" width="1280" height="891" /></a>

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Hyundai-Kona-1.6T-2020-controls.jpg"><img class="alignnone size-medium wp-image-152664" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Hyundai-Kona-1.6T-2020-controls.jpg" alt="" width="1280" height="1522" /></a>

To the left of the shifter is the drive mode switch for Normal, Eco and Sport.

The Kona Ultimate came with a number of thoughtful details, one of which was the cubbie at the front of the centre console with two power points, a nifty little shelf to store your cellphone just above along with a wireless cellphone charger and charge indicator.

Another smart feature is under the cargo floor where there is a shallow, sectioned storage tray, which also lifts to expose the spare tire instead of inflator kits some other manufacturers try to palm off.

And I liked the tie downs with cargo net, perfect for oddments such as a bags of groceries, instead of tossing them in the rear where they would roll around.

Sight lines from the driver’s seat are clear, but what stood out on the highway was lack of wind buffeting and noise, despite my tester having roof rails fitted.

And back to the heated steering wheel which isn’t just for winter. If you have arthritis in your hands, having the warmth of the steering wheel goes a long way to counteract cold air coming from the HVAC vents which always seem to be at knuckle level.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Hyundai-Kona-1.6T-2020-back-seat.jpg"><img class="alignnone size-full wp-image-152665" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Hyundai-Kona-1.6T-2020-back-seat.jpg" alt="Hyundai Kona Ultimate" width="1280" height="1677" /></a>

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Hyundai-Kona-1.6T-2020-rear.jpg"><img class="alignnone size-full wp-image-152666" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/06/Hyundai-Kona-1.6T-2020-rear.jpg" alt="Hyundai Kona Ultimate" width="1280" height="850" /></a>

On a more than 300 km jaunt through the back roads and some 400-Series highways in Ontario, I left it in Normal, which is the default mode when the car is started.

I did try Eco and it makes any kind of acceleration sluggish the offset being you’re using less fuel.

The turbo engages more aggressively in Sport but you don’t really need it.

Running on regular fuel, Hyundai says consumption is 9.0,8.0/8.6L/100 km, city/highway/combined. I managed 8.3L/100 km which I call respectable.

All and all the Kona Ultimate is a well thought-out package that brings together what buyers want in a subcompact crossover.

Review: 2020 Hyundai Kona 1.6T Ultimate

Buick Century X 1956 main

LONDON, ON: Renowned Canadian classic car collector, Steve Plunket, has announced he will be taking the landmark 1956 Buick Century X to one of the most prestigious car shows in the world, more than 60 years since it was last seen in public.

With some 225 changes, it was the personal car of famed General Motors designer, Bill Mitchell, who presided over many of GM’s flamboyant “dream cars” from 1958 to 1977.

Mitchell, who joined GM in 1938 at the age of just 23, was handpicked by Harley Earl, vice-president of overall GM design, to succeed him when Earl retired in 1958.

Just some of the cars penned by Mitchell were the 1955-1957 Chevrolet Bel Air and 1961-1968 Corvette Stingray.

Under Earl, and during the remainder of his career, Mitchell was a gregarious character often appearing dressed head-to-toe (including Fedora hat) in the same colour of each of his newest show cars.

Every vehicle he drove had a signature Seminole Red painted chassis and wheel wells.

During 1956, Mitchell’s was the GM Director of Design and the Buick Century X was his daily driver and many of the 225 extras he had installed on the car would later become industry standards, such as power front bucket seats. Believe it or not, it was the first time a rearview mirror was glued to the window, something we see today on every vehicle made.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/02/Buick-Century-X-1956-Plunkett1.jpg"><img class="alignnone size-full wp-image-149238" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/02/Buick-Century-X-1956-Plunkett1.jpg" alt="Buick X" width="1800" height="1287" /></a>

All the metal trim pieces were chrome-plated cast brass while the 332 cubic inch V8 engine has a double intake manifold with four, side draft Carter carburettors , two on each side feeding the engine.

The exhaust system features  side pipes running along the lower rockers panel, something Mitchell later incorporated on the Corvettes. And hidden under the rocked panels are what today we call “puddle lights” -  again an industry first.

The interior has to be seen to be believed.

Trimmed in peacock blue leather with crimson coloured inserts, the two, eight-way power front seats also swivel 180-degrees to face backwards. All four seats have power headrests – another first.

Enter Steve Plunkett who ran the wonderfully eclectic Fleetwood Country Cruize-In until 2018 on his 110-acre estate outside London, ON, which would attract 10,000 visitors as well as up to 4,500 cars being shown on the lawn.

“My focus now,” he said, “is to searching out significant cars and bringing them back for people see once again.”

Plunkett, who currently owns 91 collector cars, first heard about the Buick in 2018 and started following the story.

Michigan collector and former GM enginer Don Mayton bought Mitchell’s one-off Century X in 1995 when it was in pieces.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/02/Buick-Century-X-1956-before.jpg"><img class="alignnone size-full wp-image-149239" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/02/Buick-Century-X-1956-before.jpg" alt="Buick X" width="1800" height="1128" /></a>

Mayton added it to his long list of restoration projects and it sat on his property until 2010, when he and a group of 14 volunteers, mostly former GM employees, started working every Tuesday on the restoration until it was finally completed in 2018.

Meanwhile back in London, Plunkett heard about the project and followed its progress.

With so many other cars in his possession, Mayton moved the  Buick for a short time to a small museum in Michigan until Plunkett heard the car might be for sale.

Plunkett pounced on it as the Buick was just the thing he was searching for in his new role as bringing landmark cars back to the public for whole new generations to admire.

Others feel the same,  resulting in Mitchell’s special order Buick X having its world show debut March 8 in Florida at the silver anniversary Amelia Concours d’Elegance Cars of Harley Earl class.

“Having the Century X on the field of the Harley Earl Class is the sort of thing we love to do,” said Bill Warner, founder and chairman of the Concours. “Finding a rare and often obscure car that’s a solid part of automotive history entertains and educates.

“Its restoration is an ‘Indiana Jones’ class adventure story in automotive archeology.”

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/02/Buick-Century-X-1956-inter2.jpg"><img class="alignnone size-full wp-image-149240" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/02/Buick-Century-X-1956-inter2.jpg" alt="Buick X" width="1800" height="1372" /></a>

Entering one of Plunkett’s many garages, the first impression was how the car shone even in low light with the leather gleaming.

Everywhere were special Michell touches, such as driving lights in the front bumper, the on-off Century X badge on the front grille, the chrome pedals and one of the first cars every to sport a tachometer.

Throughout, Plunkett himself was also gleaming and enjoying showing the car to people outside his circle for the first time.

“Yes, I’m having a ball doing something like this,” he said. “I couldn’t imagine doing anything else.”

But Plunkett is not through. He’s just started.

At the first GM Motorama in 1949, there were four “dream cars,” two of which Plunkett now owns. The first was the first Cadillac to bear the Coupe De Ville name, which he had fully restored four years ago.

Now he has acquired a very long wheelbase sedan of which we will be hearing more of soon.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/02/Buick-Century-X-1956-rear1.jpg"><img class="alignnone size-full wp-image-149242" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2020/02/Buick-Century-X-1956-rear1.jpg" alt="Buick X" width="1800" height="1422" /></a>

On top of that he also now owns a 1949 Cadillac Series 75 “Woodie” that was the MGM Studios car used to transport people and stars around to various locations.

This is just chapter one in a crusade to save and preserve a part of that automotive history which shaped the world we know today.

Steve Plunkett, thank you.

Landmark Buick Surfaces After Six Decades

VW Atlas Cross Sport main

CHATTANOOGA, TN: Volkswagen is growing its SUV footprint with the introduction of the 2020 Atlas Cross Sport.

The global launch of the new mid-size crossover was held at Volkswagen’s sprawling production plant in Chattanooga, TN, where it will be assembled initially for the U.S., Mexican and Canadian markets.

The Cross Sport is the first example of VW’s strategic plan to increase its SUV/CUV offerings. After Cross Sport the next model will be smaller than the current Tiguan.

In VW Canada tradition Cross Sport will be offered in three trim levels – Trendline, Comfortline and Execline. There will also be an optional R-Line Package with special trim and 21-inch alloy wheels.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/VW-Atlas-Cross-Sport-rollout.jpg"><img class="alignnone size-full wp-image-144610" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/VW-Atlas-Cross-Sport-rollout.jpg" alt="cross sport" width="1280" height="932" /></a>

Cross Sport shares the same architecture as the three-row Atlas as well as the same wheelbase and width but, because Cross Sport has two rows, it is 2.8-inches shorter and 2.3-inches lower.

The result is cargo volume of 1,141 litres (40.3 cu ft) behind the second row seat and 2,203 litres (77.8 cu ft) seat folded.

The second row 60/40 split/fold seat can be inclined 14-degrees and, on the top line Execline trim model, the two outboard seats are heated.

Because this is Canada, Cross Sport will have standard heated front seats, side mirrors and washer nozzles.

The heated steering wheel on the top two trim levels only works when the engine is running. As a safety feature, it turns off automatically if the overall energy consumption in the car is too high, it malfunctions or is synced with the heated seats.

Like the three-row Atlas, the Cross Sport is equipped with a 2.0-litre four-cylinder turbo producing 235 hp and 258 lb/ft of torque or a naturally aspirated 3.6-litre V6 with 276 hp and 266 lb/ft of torque. Both are equipped with an eight-speed automatic transmission.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/VW-Atlas-Cross-Sport-engine.jpg"><img class="alignnone size-full wp-image-144612" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/VW-Atlas-Cross-Sport-engine.jpg" alt="Preview 2020 Volkswagen Atlas Cross Sport" width="1280" height="1099" /></a>

Both engines feature start/stop function and an Eco setting designed to save fuel, At this writing, fuel consumption numbers were still being finalized.

VW’s proven 4Motion all-wheel-drive is standard in Canada with four configurable modes – On-Road, Snow, Off-Road and Off-Road Individual.

The On-Road function can be further set to four modes (Normal, Comfort, Sport and Custom) selected from the infotainment display.

LED lighting with daytime running lights is standard with 500 lumen on low beam and 900 lumen on high beam.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/VW-Atlas-Cross-Sport-inter.jpg"><img class="alignnone size-full wp-image-144614" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/VW-Atlas-Cross-Sport-inter.jpg" alt="Preview 2020 Volkswagen Atlas Cross Sport" width="1280" height="965" /></a>

A full suite of safety features include standard Forward Collision Warning with Autonomous Braking (Front Assist), Blind Spot Monitoring and Rear Traffic Alert.

Inside, Cross Sport receives enhanced trim with new steering wheel incorporating more intuitive controls and a Fender Premium Audio System with 12 speakers.

Cross Sport will be available in eight colours including Pyrite Silver Metallic and Aurora Red Chroma which are unique to the model.

Cross Sport is expected to arrive early in the new year.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/VW-Atlas-Cross-Sport.-cargo.jpg"><img class="alignnone size-full wp-image-144615" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/10/VW-Atlas-Cross-Sport.-cargo.jpg" alt="Preview 2020 Volkswagen Atlas Cross Sport" width="1280" height="879" /></a>

Preview: 2020 Volkswagen Atlas Cross Sport

Audi RS 7 2020 main

MUNICH, Germany: With the second-generation RS 7 Sportback, Audi has re-written the book on what it takes to make a fastback truly fast.

The RS 7 was one of four model year 2020 additions to the Audi RS performance divisions roster of new models shown to a small group of world press under intensely secret conditions prior to the recent Frankfurt Motor Show.

“The RS 7 Sportback is our interpretation of a five-door high-performance coupe with a grand tourer design,” said Oliver Hoffmann, Managing Director of Audi Sport GmbH.

With a 48-volt mild hybrid drivetrain, the new RS 7 Sportback rockets from 0-100 km/h in 3.6 seconds with an initial top speed of 250 km/h (155.3 mph), which can be increased to 280 km/h (174 mph) with the Dynamic Package or 305 km/h (189.5 mph) with the Dynamic Plus Package.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Audi-RS-7-2020-wheel.jpg"><img class="alignnone size-full wp-image-143116" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Audi-RS-7-2020-wheel.jpg" alt="Preview 2020 Audi RS 7 Sportback" width="1280" height="1678" /></a>

The heart of the RS 7 is its 4.0-litre twin turbo V8 with 600 hp and 590 lb/ft of torque augmented by the “boost” from the lithium-ion battery that can recover up to 12 kW through its belt-driven alternator/starter.

If the driver lifts off the accelerator at a speed between 55 and 160 km/h (34.2 to 99.4 mph), the drive management will select one of two options.

Depending on the driving situation and the settings in Audi Drive Select, the new RS 7 Sportback will either recover energy or coast with the engine switched off.

When the driver steps on the accelerator, the belt alternator starter will start the engine again. This technology allows for start-stop mode at speeds below 22 km/h (13.7 mph).

As soon as the vehicle in front of the new RS 7 Sportback starts moving, the engine will spring back to life even if the brakes are applied.

Further helping in fuel saving is a Audi’s Cylinder On Demand (COD) system that can shut down cylinders 2, 3, 5, and 8 by halting injection and ignition and closing the intake and exhaust valves. Audi said at a highly secret pre Frankfurt Motor Show the system could save as much as 0.8L/100 km in real driving.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Audi-RS-7-2020-inter.jpg"><img class="alignnone size-full wp-image-143117" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Audi-RS-7-2020-inter.jpg" alt="Preview 2020 Audi RS 7 Sportback" width="1280" height="961" /></a>

But it wouldn’t be an RS model without the factor that really makes a big V8 special – the sound.

To that end the Audi Drive Select system lets the driver adjust the exhaust note. The optional RS sport exhaust system with black tailpipe trim provides an even fuller sound. In the customizable RS1 and RS2 modes, customers can decide for themselves whether they want a sporty or balanced sound.

In order to fit the big V8 with all its intercoolers and manifolds the 2020 RS 7 Sportback is noticeably wider than the first-generation and is 1,951 mm (76.8 in) wide at the front, while the overall length is boosted by 40 mm (1.6-in) to increase its coupe-like profile and 5,008 mm overall length.

To enhance stability at speed, there is a rear tailgate power spoiler that deploys at 120 km/h (74.6 mph).

The standard quattro all-wheel drive has torque split normally 40/60 front/rear, but changes up to 70 per cent to the front or 85 per cent to the back wheels depending on conditions and driver input.

The standard RS adaptive air suspension with controlled damping has been specifically tubed to suit the RS and now allows the new RS 7 Sportback to reach a top speed of 305 km/h (189.5 mph) thanks to a new air spring module with a spring rate 50 per cent higher (with the Dynamic plus package).

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Audi-RS-7-2020-seats.jpg"><img class="alignnone size-full wp-image-143118" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Audi-RS-7-2020-seats.jpg" alt="Preview 2020 Audi RS 7 Sportback" width="1280" height="996" /></a>

The sport air suspension can be set to several modes and includes automatic level control. In the normal position, the body of the new RS 7 Sportback sits 20 mm (0.8-in) lower than an Audi A7 Sportback with standard suspension.

At speeds above 120 km/h  (74.6 mph), it will drop by a further 10 mm (0.4-in) and offer a lift mode enabling the vehicle to be raised by 20 mm (0.8-in) if requested.

This is enhanced further with optional, all-wheel-steering combining dynamic steering at the front axle. It uses an infinitely variable strain wave gearing, combining a separate rear axle steering system with a spindle drive and track rods.

The rear wheels turn as much as five degrees in the opposite direction relative to the front wheels at lower speeds, reducing the turning circle by as much as one metre (3.3 ft).

With standard 21-in aluminum wheels, Audi also offers RS-specific 22-in wheels that really fill the wheel wells, but another reason for the big wheels is to house the big brakes.

The calipers of the standard RS brake system with internally ventilated and perforated discs are 420 mm (6.5-in) at the front and 370 mm (14.6-in) at the rear.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Audi-RS-7-2020-rear.jpg"><img class="alignnone size-full wp-image-143115" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Audi-RS-7-2020-rear.jpg" alt="Preview 2020 Audi RS 7 Sportback" width="1280" height="833" /></a>

They are painted black as standard or red upon request but on the optional RS ceramic brakes the calipers can be grey, red or blue. These discs measure 440 m (17.3-in) at the front and 370 mm (14.6-in) at the rear and weigh 34 kg (75 lb) less than the steel counterpart.

The luggage compartment offers a base capacity of 535 liters (18.9 cu ft), which can be increased to as much as 1,390 liters (49.1 cu ft) with the split rear seatbacks folded down.

Pricing will be announced closer to the arrival of models in Canada later in 2020.

Preview: 2020 Audi RS 7 Sportback

Subaru Legacy 2020 main

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VERNON, B.C.: It was Subaru that arguably brought the concept of affordable all-wheel-drive to Canada with the 1989 Legacy sedan.

It was a bold step for one of the smallest automakers in the world, but it worked and when you look around today, having AWD in any Canadian model lineup is crucial.

Now in its seventh generation, the 2020 Legacy builds on its original strength of AWD affordability, in this case with a starting price of $26,395.

Subaru is first and foremost an engineering, not marketing, driven company, where the engineers have the final say on any of its products.

Never flamboyant in styling, Subarus excel in build quality to the point that 98.3 per cent of all models built are still on the road.

But that’s not to say the 2020 Legacy is dull to look at and, in fact, it has very contemporary lines with a large window area, which makes it feel light and airy inside.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Subaru-Legacy-2020-inter.jpg"><img class="alignnone size-full wp-image-142668" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Subaru-Legacy-2020-inter.jpg" alt="First Drive 2020 Subaru Legacy" width="1280" height="800" /></a>

The cabin is very nicely laid out with all controls easy to view/use and, for the first time, includes Subaru’s Starlink Connected Services (on most trims), which is a free three-year trial subscription and uses the nationwide 4G LTE cellular network.

It is completely separate from customers’ mobile devices, thus allowing them to stay connected to their vehicles while also receiving important information.

Integrated directly into the vehicle, the system uses voice-response technology with the addition of live assistance for features such as Advanced Automatic Collision Notification in the event of a collision, SOS Emergency Assistance, Enhanced Roadside Assistance and Concierge Service.

Customers utilizing these services can receive automatic emergency assistance in the event of a collision, remotely access vehicle features, schedule service appointments with dealers and receive point of interest navigation information and more.

But perhaps the best feature, and standard on all models, is Subaru’s unique EyeSight safety suite, including adaptive cruise control, lane departure and sway warning, lane-keep assist, lead vehicle start alert and more.

This next generation EyeSight also introduces Lane Centring Assist, a new lane-centring function integrated into the car’s adaptive cruise control system.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Subaru-Legacy-2020-LED.jpg"><img class="alignnone size-full wp-image-142669" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Subaru-Legacy-2020-LED.jpg" alt="First Drive 2020 Subaru Legacy" width="1280" height="918" /></a>

While drivers should be in control at all times and keep their hands on the steering wheel, this new functionality uses the EyeSight system’s stereoscopic cameras to recognize lane markings and the preceding vehicle to stay centred within the vehicle’s lane of travel.

At the press introduction, Subaru officials stressed this is not Level 2 (semi-autonomous) driving, but you can read into this that it will be available soon.

The “base” engine is Subaru’s proven 2.5-litre horizontally opposed “Boxer” four-cylinder engine, now producing 182 hp and 176 lb/ft of torque with eight-step CVT transmission.

Marking a return of the GT model, it features a 2.4-litre version of the Boxer four-cylinder but, this time, turbocharged for 260 hp and 272 lb/ft of torque with the same CVT.

Power, of course, is through Subaru’s famed Symmetrical All-Wheel-Drive system, which has been constantly refined for more than 30 years.

You hear a lot about “seamless” AWD torque transfer and Subaru’s is the real deal.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Subaru-Legacy-2020-engine.jpg"><img class="alignnone size-full wp-image-142670" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Subaru-Legacy-2020-engine.jpg" alt="First Drive 2020 Subaru Legacy" width="1280" height="913" /></a>

The venue for the Canadian press launch of the new Legacy was centred in Vernon, B.C., but the route went north towards Kamloops, Falkland and Salmon Arm, up and over hilly country for the most part.

Right off the bat the solid feel was evident, and not surprising, as the Legacy rides on Subaru’s Global Platform. It is stout enough to absorb 40 per cent more energy in a crash than the previous Legacy.

I drove both engine versions in Limited top trim models, finding the 2.5-litre up to the task except on steep inclines at high elevations where the thinner air took its toll.

This was cured by switching to the 2.4-litre turbo, which never felt stressed and was ready, willing and able to pass the lines of campers taking in the last of the summer season in the mountains.

My co-driver said he found the steering on the light side, but not so in my case.

Outward visibility was exceptional and was one of the reasons my co-driver bought a Subaru Impreza for his wife, who is short in stature and needs to see out the back when driving.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Subaru-Legacy-2020-back-seat.jpg"><img class="alignnone size-full wp-image-142671" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/09/Subaru-Legacy-2020-back-seat.jpg" alt="First Drive 2020 Subaru Legacy" width="1280" height="1543" /></a>

My six-foot, two-inch co-driver also tried the back seat on for size and found he had lots of legroom.

There are six trim levels, four with the 2.5-litre and two with the 2.4-litre.

As noted above, pricing starts at $26,395 for the base 2.5-litre rising to $36,295 for the Premier. The 2.4-litre GT models are $37,095 for the Limited GT and $39,095 for the Premier GT.

While sedans are fading, those with AWD like Subaru and Audi are selling well, as Canadians increasingly are embracing and appreciating the advantage.

First Drive: 2020 Subaru Legacy

Ram EcoDiesel 2020 main

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DULUTH, MN: In the hotly-contested pickup arena, incremental changes can sometimes lead to massive gains and such may be the case with the 2020 Ram, now with new diesel power.

Ram is claiming its new 3.0-litre EcoDiesel gives the highest torque 480 lb/ft and greatest towing capacity 5,697 kg (12,560 lb) of any diesel light duty pickup on the market.

On top of that, once the fuel consumption figures have been finalized, Ram expects to have the best economy in class.

Ram is also making the diesel available on all its six trim levels – Tradesman, Big Horn, Rebel, Sport, Longhorn and Limited, which are going into production at this writing and arriving at Canadian FCA dealerships in Q4.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Ram-EcoDiesel-2020-towing.jpg"><img class="alignnone size-full wp-image-141655" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Ram-EcoDiesel-2020-towing.jpg" alt="First Drive 2020 Ram 1500 EcoDiesel" width="1280" height="956" /></a>

This is the third generation of the 3.0-litre and there are a lot of changes, starting with a new, water-cooled turbocharger with variable geometry. A first for a North American diesel is a dual high pressure and low pressure exhaust recirculation system that cools the manifold, thus improving fuel economy.

At the same time, newly designed aluminum alloy pistons and a reduction in compression also adds to fuel economy and lower nitrous oxide emissions.

But this is just one part of the 2020 Ram story.

Aluminum is used extensively to lower weight with 100 lb shed from the diesel’s engine block and 125 lb less from the body, while roll stiffness is up 20 per cent.

Aerodynamics across the Ram lineup has improved by nine per cent with an active aero shutter behind the grille that closes to force air around the fenders rather than into the engine bay.

There’s also a standard lower front active air dam that automatically extends downward 64 mm (2.5 in) while the optional air suspension system lowers the truck 15 mm (0.6 in) improving overall aerodynamics and efficiency.

Diesels are known to be noisy, so Ram opted for frame-mounted active tuned mass modules (ATMM) that search out and quell NVH combined with Active Noise Cancellation in the cabin.

During the Canadian media introduction in Duluth, MN, the diesel could be heard, but it sounded like it was a long way away. The only time it was noticeable was gunning it on a steep incline.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Ram-EcoDiesel-2020-inter.jpg"><img class="alignnone size-full wp-image-141656" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Ram-EcoDiesel-2020-inter.jpg" alt="First Drive 2020 Ram 1500 EcoDiesel" width="1280" height="834" /></a>

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Ram-EcoDiesel-2020-back-seat.jpg"><img class="alignnone size-full wp-image-141657" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Ram-EcoDiesel-2020-back-seat.jpg" alt="First Drive 2020 Ram 1500 EcoDiesel" width="1280" height="1761" /></a>

At the front, new independent front suspension components are paired with lightweight composite upper control arms, aluminum lower control arms and retuned geometry for improved responsiveness and handling with the front stabilizer bar relocated behind the front tires improving roll stiffness by 20 per cent.

The rear suspension remains a class exclusive five multilink setup with progressive rate coil springs capable of a payload of 1,043 kg (2,300 lb) and towing capability of 5,761 kg (12,700 lb).

Available is Ram’s Active-Level four-corner air suspension, which should be attractive to those who tow because a majority of diesel buyers view trailering as a prime buying factor.

For those who want to rough it, the 4X4 Off-Road Package comes with a one-inch suspension lift plus tuned shocks, electric locking differential and Hill Descent Control.

During the drive portion of the event, I spent the morning in the base Tradesman Quad Cab 4X2, which was adequately equipped. With hard plastic trim panels and a tiny, 4.2-inch centre stack touchscreen it was definitely built with buying budget in mind and it is primarily a working trucks without need for frills.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Ram-EcoDiesel-2020-tradesman.jpg"><img class="alignnone size-full wp-image-141653" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Ram-EcoDiesel-2020-tradesman.jpg" alt="First Drive 2020 Ram 1500 EcoDiesel" width="1280" height="929" /></a>

On the road, the Tradesman was far quieter than expected, but it was the smoothness of the ride that impressed me and my co-driver.

The diesel really came into its own in the afternoon with a brace of models available for off-roading and trailering on the site of a old iron mine where we were told not to get out of the truck because the red dust would cake our shoes.

On the way back we had an off-road optimized Rebel model with big, knobbly tires and stout tow bars that really looked great.

Inside, it was equipped with the centre stack mounted 12-inch multi-configurable Uconnect split-screen that operates two different applications for features such as Apple CarPlay and HVAC controls, or one application, such as navigation across the entire screen.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Ram-EcoDiesel-2020-screen.jpg"><img class="alignnone size-full wp-image-141654" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Ram-EcoDiesel-2020-screen.jpg" alt="First Drive 2020 Ram 1500 EcoDiesel" width="1280" height="1739" /></a>

New for the 2020 Ram 1500 is a 360-degree Surround View Camera system providing a birds-eye view via four cameras positioned around the vehicle to create a fully stitched image.

Customers who prefer not to use the touchscreen for HVAC will find redundant controls located on both sides of the display for convenience.

Another interesting feature is the multi-function tailgate that folds down normally or opens 60:40 sideways.

Pricing was still a work in progress at the launch, but Ram said the entry-level Tradesman EcoDiesel Quad Cab 4X2 will start at $49,395 not including a $1,895 shipping fee. The diesel is a $5,800 premium on the 3.6-litre Pentastar V6 Tradesman and Big Horn and $3,900 on the other four models with the 5.7-litre Hemi V8.

That’s a lot of money for sure, but it’s very competitive against its domestic light duty rivals.

With 80 per cent of all <a href="https://www.wheels.ca/car-reviews/buying-used-2013-17-ram-1500/">Ram pickups</a> still on the road after 30 years, it strengthens Ram’s position in the segment.

First Drive: 2020 Ram 1500 EcoDiesel 

BMW 330i xDrive 2019 main

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Now in no less than its seventh generation, the 2019 BMW 3 Series still defines the essence of the “European sports sedan”.

I owned three, first-generation 3 Series and I miss them to this day, especially a Delphin Grey 320i S with rare factory air conditioning and a custom designed 14-speaker Blaupunkt stereo system, which was unique in that day.

Today, the 330i xDrive tested here is still the most affordable BMW sedan you can buy at $49,000.

Like my original 320 models, the 2019 330i has a four-cylinder engine.

But what a difference.

My 320i was powered by a 1.8-litre inline four-cylinder with then new fuel injection putting out 114 hp (if I remember correctly) with a six-speed Getrag manual transmission driving the rear wheels. Back then it was only available with 13-inch wheels.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/BMW-330i-xDrive-2019-lights.jpeg"><img class="alignnone size-full wp-image-141567" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/BMW-330i-xDrive-2019-lights.jpeg" alt="Review 2019 BMW 330i xDrive" width="1280" height="791" /></a>

The 2019 330i’s 2.0-litre four-cylinder with direct fuel injection uses the latest BMW TwinPower turbo technology to produce 225 hp and 295 lb/ft of torque with an eight-speed Steptronic automatic transmission hooked up to BMW’s proven all-wheel-drive system called xDrive.

It hits 100 km/h from rest in just 5.6 seconds, with a top speed of 210 km/h.

And if that’s not enough power for you, there’s the M340i and M340i xDrive with 3.0-litre twin turbo inline six-cylinder pumping out 382 hp and 369 lb/ft of torque with a provisional 0-100 km/h time of 4.2 seconds.

An interesting fuel saving feature is a coasting function that shuts off the gas when the 330i is in Eco Pro or Comfort driving mode and operates between 14-160 km/h.

With standard xDrive all-wheel-drive, torque is rear biased in most driving situations.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/BMW-330i-xDrive-2019-inter.jpeg"><img class="alignnone size-full wp-image-141568" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/BMW-330i-xDrive-2019-inter.jpeg" alt="Review 2019 BMW 330i xDrive" width="1280" height="862" /></a>

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/BMW-330i-xDrive-2019-back-seat.jpeg"><img class="alignnone size-full wp-image-141569" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/BMW-330i-xDrive-2019-back-seat.jpeg" alt="Review 2019 BMW 330i xDrive" width="1280" height="1645" /></a>

Also making the 330i fun to drive is a body weight decrease of 55 kg and a drag coefficient reduction of 0.26 CD, down by 0.03 over the previous 3 Series thanks to air curtains, aerodynamically optimized wheels and an almost completed sealed underbody.

New on the 3 Series are lift-related dampers that add extra hydraulic damping at the front axle with a compression limiting system at the rear.

Optional is the M Sports version of the damping system with more rigid bearings, additional body struts, tauter springs, firmer anti-roll bars, a greater degree of wheel camber and 10 mm lower ride height.

Compression and rebound are 20 per cent greater than the standard suspension and you can really feel it on highway stretches with lots of sweeping curves and elevation changes.

And taking it up a notch is the optional Adaptive M suspension that marries the M Sport suspension with electronic dampers, delivering damping force to each wheel separately.

In the Comfort, Sport or Adaptive drive modes the system monitors driver inputs for best response and it can even factor in data from the optional Professional function in the navigation system to know which bend or junction is ahead and sets up the suspension for it.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/BMW-330i-xDrive-2019-engine.jpeg"><img class="alignnone size-full wp-image-141570" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/BMW-330i-xDrive-2019-engine.jpeg" alt="Review 2019 BMW 330i xDrive" width="1280" height="958" /></a>

The standard lighting on my 330i tester was the full LED headlights with dynamic cornering function; but if it were my car, I’d opt for the Adaptive LEDs with BMW Laserlight.

You’ve got to try them to appreciate how they throw a beam out to 530 metres and the included High Beam Assistant narrows the light so it doesn’t dazzle oncoming drivers.

BMW always claims, and rightfully so, of being a leader in incorporating leading edge technology into its vehicles and the Intelligent Personal Assistant tops them all.

What it does is “learn” the driver’s habits, settings and routines and then applies them in daily driving situations such as seat positions, climate control settings and frequent navigation destinations with a ‘take me home’ function.

You can say out loud “Hey BMW, I’m getting cold” and the AI adjusts the temperature.

But when it’s all said and done it comes down to where the rubber meets the road.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/BMW-330i-xDrive-2019-rear.jpeg"><img class="alignnone size-full wp-image-141571" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/BMW-330i-xDrive-2019-rear.jpeg" alt="Review 2019 BMW 330i xDrive" width="1280" height="837" /></a>

The 330i xDrive tested here is not the eager little 320i I had more than three decades ago.

On my usual back country test route, I could have hammered the throttle, but why?

I much more enjoyed cruising at or just above the posted speed limit and letting the 330i soak up the road for a journey without stress or drama.

The seventh-generation 3 Series is a very sophistication sports sedan that can still mix it up in the corners, but is best as high-speed transportation served up to the driver.

Review: 2019 BMW 330i xDrive

Audi Q7 2020 front

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KERRY, Ireland: Audi is on a 2020 model year product offensive, leading off <a href="http://www.wheels.ca/car-reviews/first-drive-2020-audi-a4/">with the A4</a> reviewed previously here and now the 2020 Q7 SUV with an electric twist.

In addition to the Q7’s base 2.0-litre direct-injection turbo four-cylinder, Audi has gone from the previous supercharged 3.0-litre V6, switching to a twin-turbocharged V6, with the addition of a 48-volt mild hybrid system.

That means the Q7 is now classified as a Mild Hybrid Electric Vehicle (MHEV).

The combined power and torque are 335 hp and 369 ft/lb respectively, with drive through an eight-speed transmission married to Audi’s quattro all-wheel-drive.

Audi says it can do 0-100 km/h in 5.9 seconds and the crucial 80-130 km/h passing time in 3.7 seconds.<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Audi-Q7-2020-nose.jpg"><img class="alignnone size-full wp-image-141344" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Audi-Q7-2020-nose.jpg" alt="" width="1280" height="930" /></a>

&nbsp;

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Audi-Q7-2020-engine.jpg"><img class="alignnone size-full wp-image-141343" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Audi-Q7-2020-engine.jpg" alt="First Drive 2020 Audi Q7" width="1280" height="957" /></a>

As a mild hybrid, the system is designed to provide additional power at launch or when passing, but the real bonus is it allows the engine to shut down at rest or while coasting to cut back on consumption.

The quattro AWD is a proven system, that in this case, uses a central self-locking differential splitting torque up to 60 per cent to the rear and 40 per cent to the front, depending on conditions.

Cargo volume will remain the same as the current model at 865 litres behind the second row seats and 2,050 litres behind the front seats.

What we definitely won’t be getting in Canada is the LED Matric HD headlights that shape the light. Instead, Canada will see the ‘laser light’ LED system that is also very bright.

Q7 buyers will have a choice of three suspension systems, with steel springs being the base offering, followed by air suspension and air sport. Air suspension allows the body to be lowered up to 15 mm for high-speed driving and up to 50 mm for off-road going. Also, part of the adaptive suspension is all-wheel steering.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Audi-Q7-2020-inter.jpg"><img class="alignnone wp-image-141345 size-full" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Audi-Q7-2020-inter.jpg" alt="First Drive 2020 Audi Q7" width="1280" height="951" /></a>

On top of that, the Q7 offers no less than seven driving modes – Comfort, Auto, Efficiency, Off-Road, All-Road, Dynamic and Individual.

And just to add more confusion, there are three Tiptronic transmission settings – Drive, Sport, Manual which, when combined with the suspension choices, results in probably more choices then you need.

The venue for the world media preview of the Q7 was held in Country Kerry, Ireland, with a driving route taking in the 122 km ‘Ring of Kerry” road and a fabulous route it was.

A neighbour was from this area and he was always extolling its beauty and on more than one occasion said, “Why don’t you do one of your car tests in Kerry?”

A good question indeed and, as far as I know, this was just the second time Canadians did a ride-and-drive in Ireland, the other being Saab back in 1992.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Audi-Q7-2020-back-seat.jpg"><img class="alignnone size-full wp-image-141346" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Audi-Q7-2020-back-seat.jpg" alt="First Drive 2020 Audi Q7" width="1280" height="1751" /></a>

Of course, the challenge in Ireland, as in England and Scotland, is driving on the left side of the road and we were driving Euro/Canadian models with the steering wheel on the left.

Passing was not a lot of fun on the narrow, two-lane roads, but going into a roundabout backwards to what is done here and in Europe was, at first, baffling.

It rained most of time, so I appreciated having quattro in my corner as we rolled along taking in the relaxing scenery and the large number of slow-moving horse-drawn carts ferrying tourists around in the quaint towns along the way.

Following a tip from one of the Audi staff photographers, my co-driver and I threaded our way up and down a one-lane path to a place I later learned was called Castle Cove.

All of a sudden the sun broke through to reveal a breathtaking vista of sea, sands, multi-coloured clouds and green mountains, where I took a photo I will treasure forever.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Audi-Q7-2020-one-horsepower.jpg"><img class="alignnone size-full wp-image-141347" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/08/Audi-Q7-2020-one-horsepower.jpg" alt="First Drive 2020 Audi Q7" width="1280" height="757" /></a>

The Q7 we had was equipped with Audi Virtual Cockpit instrumentation where all pertinent information such as speed, revs, fuel and even a map can be shown.

Just to the right is the centre stack twin screen with the top one for infotainment and drive/suspension modes. The lower is for climate control selection and I was told it could be used as a writing surface for inputting addresses into the Navi system, but that seems superfluous when you have voice activation as well.

Ride time was brief, but the many changes and enhancements on the 2020 add up to more than the sum of the parts – making the 2020 Audi Q7 well worth waiting for.

Being sold as a five- or seven-seater and in three trim levels, fuel consumption and pricing were not available at the press preview and will be released closer to the 2020 first quarter.

First Drive: 2020 Audi Q7

Porsche 914 main

STUTTGART, Germany: Just how far the automotive industry has come in 50 years was brought home to me after an ultra-rare drive behind the wheel of a 1970 Porsche 914-6 through the hills in and around Stuttgart, the creche of all things Porsche.

The reason for being there was 2019 marks the 50th anniversary of the model 914, the first-ever mid-engined model designed for the street.

It also marked the first time Porsche and Volkswagen collaborated on a car, even though both were the product of the fertile mind of Dr. Ferdinand Porsche.

After World War II, Volkswagen emerged from the rubble of a bombed-out factory which took up building the pre-war Beetle while the Porsche family turned to the Model 356, the progenitor of all Porsche sportscar models to come.

But by 1967-68 VW was looking to replace its Karmann Ghia two seater while Porsche wanted another, lower-cost model in addition to its standalone 911.

Although who came up with what is part of the murky past, the result was the mid-engined Model 914 first going on sale in 1969.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/Porsche-914-rear.jpg"><img class="alignnone size-full wp-image-139698" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/Porsche-914-rear.jpg" alt="Porsche 914-6" width="1280" height="856" /></a>

Confusing things further was the 914-4 was built on the VW Karmann line with a Type 4 VW 1.7-litre flat four-cylinder producing 79 hp sourced from the Microbus/Transporter with five-speed manual transmission.

The other was the 914-6 built at the Porsche factory with a 2.0-litre, flat six-cylinder engine from the 911, producing 109 hp with a standard five-speed manual or available four-speed Sportmatic automatic transmission.

Styling was what I would call odd for the time, when other sportscars of the day incorporated Italianate character lines.

With slab sides and a squared-off shape, a friend of mine back in the day said it resembled a box of Kleenex.

Another odd thing was the removable Targa top roof that could be stowed in the rear luggage compartment. The reason was U.S. safety regulations at that time required T-Roofs and Porsche was planning to sell the bulk of the 914s in the U.S., so they complied.

Walking up to the blue 914-6 described here, it looked tiny, but I remember the first ones I saw 50 years ago were quite wide and long, compared to a MGB or Bugeye Sprite.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/Porsche-914-1970-inter.jpg"><img class="alignnone size-full wp-image-139699" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/Porsche-914-1970-inter.jpg" alt="Porsche 914-6" width="1280" height="875" /></a>

With willowy manual shift lever sprouting out of the flat floor, getting in was easy, even with roof in place.

With ignition key on the left in signature Porsche fashion, the engine didn’t snap into action, but turned a number of revolutions before catching with a bark then settling down to slow idle.

And then came the shifter, which with neither shift gate nor spring loaded pre-selectors, waved around like a reed in the wind with very long and vague throws that sometimes defied the synchromesh.

The result was crunching the gears or selecting the wrong gear altogether, which was no fun when trying enter the Autobahn or gearing down on the countless roundabouts.

Once I got the right gears sorted out, the 914-6 was enjoyable to drive and surprisingly easy to steer, as long as I didn’t push it.

Weighing in at 985 kg (the 914-4 was 940 kg because of the lighter four-cylinder engine) the 914-6 went from 0-100 km/h in 8.7 seconds with a top speed of 207 km/h, not that I was going to try it.

The other issue was the brakes or lack of same.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/Porsche-914-rear-cargo.jpg"><img class="alignnone size-full wp-image-139700" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/Porsche-914-rear-cargo.jpg" alt="Porsche 914-6" width="1280" height="914" /></a>

Although the 914 was one of the first cars to feature disc brakes on all four wheels, there was no power steering of the kind we know today, but a hydraulic/pneumatic system – meaning if you want to stop fast, you literally stood on the pedal.

So, why not fit the larger discs brakes from the 911, you may ask?

I was once told the reason was the 914 being lighter, it would out-brake the more expensive 911, which would not have gone over that well.

The steering wheel was hard, black plastic with a diameter thinner than a garden hose, so sweaty palms in a summer’s day sun was the reason the Targa top stayed in place.

The big problem was the accelerator placement – only about two inches to the right of the brake pedal to facilitate heel-and-toe driving that so in vogue back then.

It was too easy to press down with the right foot and hit both at the same time.

Ergo I took it slow, leaving lots of room from the car in front. Never being road titled, it was still considered “new” and worth about $100,000.

When production ended in the 1970s, with only 3,351 914-6 models sold compared to more than 18,000 914-4s, one of the main reasons given was the cost was just too close to the 911.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/Porsche-914-old-and-new.jpg"><img class="alignnone size-full wp-image-139701" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/Porsche-914-old-and-new.jpg" alt="Porsche 914-6" width="1280" height="708" /></a>

Yes, the 914-6 was great fun to drive. But the new 718 Boxster Spyder T, which I drove back to Stuttgart, physically showed the gulf between the then and now that is impossible to describe in words.

The 718 Boxster T and 718 Cayman T are going to be the entry-level sportscar models for the brand.

This mid-engine turbo four-cylinder was so quick and precise and truly exists thanks to the bloodline going all the way back to the 914.

I’ll be doing a first drive in the coming weeks when the embargo is lifted and I have specifications and pricing.

But looking back on my 914-6 drive, it was purely sensual and literally will only be experienced once in my long lifetime.

<a href="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/Porsche-914-signage.jpg"><img class="alignnone size-full wp-image-139702" src="http://d3odfdcwc42kff.cloudfront.net/wp-content/uploads/2019/07/Porsche-914-signage.jpg" alt="Porsche 914-6" width="1280" height="961" /></a>

Jim Robinson

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