First Impressions: Tesla Model S

Times they are a changin,’ it used to be driving a Porsche or Aston Martin would get heads turning on the sidewalk. Today, only heads full of grey hair snap to attention at the sound of a grumpy V-8, the younger generations won’t lift their heads from vital smart-phone attention for anything less than a full electric vehicle (EV). It’s the eco cars that are now all the rage, yet the Tesla Model S is a car that grabs everyone’s attention.

Tesla has created an all new driving experience with the Model S, starting from scratch in redesigning the automobile as a whole. It’s not the anemic EV stereotype but a sleek and mean rocket, overflowing with tech and sports a sexy look. It won’t just be science geeks wanting a rip in this ride.

The coolness factor gets turned to eleven with touch operated door-handles, and a dash void of any dials or buttons, just a 17-inch iPad-like interaction interface that controls everything one would want with the car, fully adjustable to the user with steering wheel controls. With a key fob the car turns on by sitting in the driver’s seat and off by getting out. Best of all, the S cures range anxiety, getting 257km with the base, opt for the more expensive 85kWh battery and that number improves to 480km. It is the first road trip capable EV.

The beautiful thing about electric cars is their ability to make the exercise of driving relaxing. The smooth propulsion of electric power will actually calm you in the worst congestion yet will shoot your body full of excitement on a clear road. The S shoved me into the seat back like nothing I’ve ever driven and corners nearly as well. However, it’s also practical with two massive trunks and seating for up to five adults and two children.

I end with this; there are few modern cars that I would buy, and furthermore, I loathe automatic transmissions. However, Tesla has created an all new joy of driving with the Model S and I yearn to one day own one.

Specs:

Price: $ 64,500 base, $ 114,300 as tested

Engine: Rear-mounted, three phase, four pole AC induction motor, RWD

Power: 416 hp, 443 lb-ft

Weight: 2,223 kg

 

Range: 257 km with 40 kWh battery, 370 km with 60 kWh battery, 480 km with 85 kWh battery

Feature: Powertrain Dilema

It was only three short years ago, when the last big fuel price inflation made the full-size truck the most feared vehicle on the market. Well the summer of 2011 is here, and with it comes sky-rocketing fuel prices once again. So, those of you who rushed out and purchased a full-size truck once the prices stabilized last year, did you think ahead? Are you currently in need of a full-size pickup, but don’t want to take a shellacking when regular pops up over $1.50/Litre?

In an ever-increasing battle to produce the most fuel-efficient trucks on the market, there has been a rash of new powertrain options out there to make the most of the fuel you put into them, all in different ways. Certain power options help those who may not drive their trucks much at all, some help those who have to deal with urban environments, and some get those who need to cover great distances with heavy loads the best bang for their gas station buck.

So what works best for you? It all depends what you plan to do with your truck. Here is a rundown of the advances the manufactures have made in the fuel efficiency of their full-size trucks, and how they best serve potential owners.

Efficient Gasoline

Ford has been making the most of the most popular fuel on the planet for well over one hundred years now, and guess what? They are still finding ways to get even better efficiency out of the same old 87-octane that’s been sold at the corner gas station for nearly as long. A jump in fuel efficiency technology in the last few years has rewarded most manufacturers with incredibly thrifty fuel sippers. The implementation of direct fuel injection, variable valve timing, new lighter materials and turbo technology has allowed some truck makers to get the same power from a six-cylinder that was previously only found in V-8’s only a few short years ago, while increasing efficiency by as much as a third in some cases.

Chryslers new six-piston darling, the 3.5L Pentastar V-6 has replaced the old 3.0L CRD diesel engine in the Jeep Grand Cherokee because it gets better fuel mileage. Likewise, Fords equally touted EcoBoost 3.5L V-6 Turbo has given F-150 owners V-8 power in the form of a V6, while also increasing fuel efficiency by 20%. These numbers are impressive, however where these vehicles excel is in the cost of these upgrades. In terms of the Jeep, the Pentastar powered Grand Cherokee is the base spec vehicle, so you literally pay nothing for the increase in efficiency. Ford on the other hand have not released the cost of their new EcoBoost at the time of writing, but word has it the turbo 3.5L will be an option fetching somewhere around the order of $2,000. So, if you are buying a large truck and you may not be using it as a daily driver, but still want to save at the pump, a high efficiency gasoline powered unit will likely be the most economical choice.

Hybrid

Now this is a bit of an odd one. In terms of the timeline of light trucks, the hybrid is still in its primordial ooze stage of life. As of right now, there is only one company offering a hybrid pickup on the market, and that’s the Chevrolet Silverado 1500 Hybrid along with its GMC twin, the Sierra 1500 Hybrid. Sporting a full-size chassis and a 6.0L FlexFuel V8, one would legitimately question the use of a Hybrid drivetrain on such a vehicle. The fact is, it works, and works quite well, as this full-size truck gets mid-sized car fuel efficiency. GM rates the Silverado Hybrid at 10.1L/100km in the city and 8.4L/100km on the highway. In testing I confirmed these numbers, which made my Volvo look more like a Hummer.

The beauty of a Hybrid is that its delivery of electrical power means this vehicle is at its best in the urban environment, and if you happen to live near one of two FlexFuel stations in Canada, the extra low Co2 emissions of this vehicle will also kick up your environmental karma. The downfall of this powertrain option is undoubtedly the cost of the technology. Hybrid technology is complicated and still in its pioneering form of R&D. As such, cost of fuel savings in the Silverado is huge, requiring an investment of nearly $20,000 over the base Silverado’s MSRP. At that cost, you will want to be sure that you keep it for a good long time to make up those extra costs.

As mentioned, the only hybrid pickup available in the North American market at present is the Silverado Hybrid. However, Ram are currently field testing their own hybrid product that will likely hit showrooms in a little over a years time.

Diesel

Finally we come to diesel, my favourite fuel, at least when it comes to trucks. For the most part, here in Canada, diesel is cheaper than gasoline when you get to the pump, and once you have it in your tank, it does a hell of a lot more for you. Diesel not only stretches out your range and fuel efficiency numbers, but it also gives you added torque for hauling large loads. Unfortunately, the only trucks currently offering diesel engines are domestic Heavy Duty trucks. Elsewhere in the world, it’s the compact turbo diesel pickup that reigns king, however, Toyota, Nissan, Mitsubishi and Ford have chosen to keep the efficient little four bangers out of the mid-sized truck market here in Canada. However, there is hope, as Cummins is working on a highly-efficient four-cylinder that is likely to be inserted into both the Ram and Nissan Titan 1500’s.

However, here and now, it’s the 6.6L Duramax, the 6.7L Power  Stroke and 6.7L Cummins that are the only available units, found in the Silverado/Sierra, F-250/350 and Ram Heavy Duties respectably. Due to the sheer size and weight of these vehicles, you would think any benefits of diesel power have long since been offset. However, with new regulations governing these vehicles and demand to create more efficient Heavy Duties for small businesses, these big guzzlers have seen quite a bit of headway in this department. Unfortunately, these same regulations say that any vehicle with a GVW higher than 8,000 lbs does not legally have to post the vehicles fuel-efficiency numbers, however, in a recent test of Chevrolet’s contender, the 6.6L equipped Silverado, I saw efficiency numbers of 12.2L/100km on the highway, and 15.3L/100km in the city, and that’s with a load in the back.

Where the diesels fall down a bit is the cost to equip each truck with the diesel option is still quite large. Expect to dish out $9,670 extra for the GM, $9,950 extra for the Ford and $7,975 for the Ram; not hybrid money, but still a good chunk of cash to make your full tank last a little longer.  As such, you’ll want to make sure that you are getting good use out of the vehicle to make up for the added expense. So, if you need a truck to haul large loads for long distances, the diesel will likely be you best choice.

Review: 2011 Toyota Highlander

Toyota are calling the 2011 Highlander changes a mid-cycle refresh, something every manufacturer does to vehicles that have been on the market for a while, to spark some life and interest into them to once again. However, the sheer amount of work that has gone into the 2011 Highlander could easily qualify as an all-new model redesign, with heavy cosmetic and aerodynamic changes to the body, increased capacity and winter heating has been built into the hybrid system while an entirely new engine now powers the V-6 powered Highlanders. While most mid-cycle changes usually consist of new trim levels, or minor fascia work, Toyota’s all out assault on the Highlander has changed the entire character of this mid-sized crossover.

Lets start with the most obvious changes, the new look. is refreshing, and has now confirmed the Highlander is the younger brother of the 4Runner gaining a similar family appearance. The new menacingly styled headlights and grille is refreshing bit of spice to Toyota’s usual mass appeal design recipe. Matched with slightly massaged front and rear bumpers, the new Highlander barely resembles the timid creature that we’ve become used to. Along with these changes, the rocker panels and front sheet metal have also been redesigned to channel air more efficiently around the vehicle in a never ending battle to lower the aerodynamic co-efficient.

There are also big changes under the skin. Gone is the 3.3L V-6 that was normally found in the Highlander, replaced by a quite useful 270-horsepower 3.5L V-6. The Hybrid features upgraded Toyota Hybrid Synergy Drive technology built around a Atkinson cycle version of the 3.5L V-6 and an enhanced electrical motor/generator system, both of which deliver 10% better fuel efficiency. With this addition of three electric motors (one for charging, one powering front wheels, one powering rear wheels) the Highlander Hybrid now boasts a combined horsepower rating of 280, with push button electric-only drive capability, providing the batteries are well charged.

New this year, Toyota has added an Exhaust Gas Re-circulation and Exhaust Heat Recovery systems to the hybrid. The first re-circulates spent exhaust gasses to lower exhaust gas temperatures, which in turn minimizes the need for fuel enrichment. The benefit is a significant reduction of fuel consumption, especially during high-load driving and improved fuel efficiency. The Heat Recovery System recovers exhaust heat to quickly raise coolant temperature during warm-up. This allows the engine to warm up faster thereby, allowing it to shut off for EV driving a full 15-minutes sooner; a handy feature for short winter commutes.

Inside, the dash and door panels are still a sea of hard plastic and don’t possess the most inspiring of designs, however a strip of felt on the door panel did add a small touch of luxury. While the materials may seem cheap, the controls are very simple and easy to use as well as the dash layout. Knobs and buttons have a good solid feel and are extra large just incase you forget where they are. Both the steering and seats have a good range of adjustability to find the optimal position for just about any size.

Toyota have done a masterful packaging job with the back of this SUV, as personal space should be taken up by fold flat seating, fuel tanks, full size spare, and those extra batteries that need to go somewhere. This year every Highlander comes standard with 7-passenger seating thanks to a 50/50 split pop-up third row, so space should be hard to find. Now with many mid-sized utes, these seats are all but useless to anyone north of a toddlers size anyways, and while at first I thought the same of the Highlanders third row, I quickly changed my tune after crawling back there. There is ample headspace for average sized adults and with the second row pushed forwards slightly, legroom is also kind for short trips. However, if there is only five coming along, the rear passengers are treated to a massive amount of space with the 3^rd row folded flat.

On the road, the Hybrid drove straight and true, however steering is very light and void of any real feel for the road. Like most Toyota’s, the Highlander is engineered for a soft smooth ride, however, despite the AWD system, it’s not likely many of these will ever see off-road duty, so I’d personally like to see the suspension firmed up a bit to give a better feel of the road and help the noticeable body roll. What did get me excited was the vehicles fuel efficiency. The Hybrid Synergy Drive worked wonders on the highway, scoring an incredible 7.1L/100km fuel efficiency rating on a 165-km drive, a number besting several compact cars, not to mention Toyota’s own numbers as its rated at 7.3L/100km. However I was not able to get much urban driving in, but Toyota rates the Hybrid at 6.6/100km, an easy figure to match with the help of the EV mode. For the non-hybrid Highlander, expect to see a highway rating of 7.3L/100km, and 10.4L/100km in the city.

All in all, the 2011 Highlander was a pleasant surprise as both the use of interior space and incredible fuel efficiency topped any expectations I previously held for the vehicle. While I’m not a supporter of SUV or CUV vehicles, the new Highlander will surely make prospective station wagon buyers think twice. As of time of writing, Toyota has not yet revealed pricing on the Highlanders, so check out Toyota.ca to get the latest.

SPECIFICATIONS:

Base Price (MSRP): TBA

Price as Tested: TBA

Type: 7-passenger Crossover

Layout: Front engine, AWD, Hybrid assist

Engine: 3.5L V-6 with Electric assist

Horsepower: 280 combined

Torque: 215 combined

Transmission: Electronically Controlled Continuously Variable Transmission (ECVT)

Brakes: Four-wheel discs with regenerative braking

Cargo Capacity: 2,660L seats folded, 290L all seats up

Fuel Economy (L/100km): 6.6L city, 7.3L highway 

Review: BMW X6 ActiveHybrid

BMW have dived into yet another segment of the automotive field, that of the hybrid. They are not new to green motoring, as massive amounts of capital and R&D have been invested into the companies successful diesel vehicle lines, while all-electric versions of both BMW's and MINI's are currently undergoing consumer testing for future production. However, the power that a hybrid vehicle has in todays eco-fanatical market is a strong one, one they have now joined.

In typical BMW style, the first hybrid to adorn the spinning blue and white prop badge has a heavy dose of performance injected into the recipe. Hybrids are most often known to be overweight and underpowered vehicles, however the ActiveHybrid X6 is packing 480 hp and an earth moving 575 lb-ft of torque. The ActiveHybrid version of the X6 has made no sacrifices in the name of a eco-friendly monicker. It is exactly the same as the regular 4.4L V-8 powered X6, with the addition of a NiMH (nickel-metal hydride) battery pack located under the cargo area floor, some minor tuning and a hybrid electric propulsion system.

Like many hybrids, the X6 has to deal with the added weight of the extra hardware mounted on board. With all the standard luxuries that you expect with any BMW, the X6 balloons to 2,580 kg in weight, something that does present a handicap in several area's. One area is this has effected is the low speed electric only drive. With a good charge on the battery, the X6 can be driven lightly under purely electric power, up to 60 kmh. However, the added weight makes the technique of keeping as much load off the throttle a tough affair, and only the most patient drivers will be able to get the most out of the batteries charge.

The ActiveHybrid is considered a performance hybrid, however, a hybrids purpose is fuel efficiency. As BMW already have an industry leader in the form of the X5d, the X6 weight strikes once again, as I averaged 12.1L/100km in the X6, and 9.2L/100km in the X5d. As the X5 is by no means a slouch in the performance department as well and has the advantage of more cargo space, better visibility and by my accord, better looks than the X6.We may have ourselves an inter-brand rivalry building here.

While driving in the city may be a tricky affair, in terms of getting the most out of the electric drive, driving on the highway is an absolute pleasure. The steering is as direct and communicative as any BMW, and those seats are the best in the business. The acceleration potential of the X6 is something to behold despite the weight. The big raspy V-8 barks, the electrics spark to life and the big X6 effortlessly powers forward down the road to the surprise of unsuspecting  motorists. But there is a draw back with the X6's abilities. Like most luxury vehicles, the drivers sensation of speed is quite dulled, this matched with massive power, and with three different variables to distribute power, I found that the X6 would often gain up to 40 kmh of speed on the freeway without my knowing. The highly recommended heads-up display showing my speed in the windshield tipped me off to the situation just in time to rectify it before coming across a radar wielding officer.

Likewise, I was unhappy with the brake pedal. A brake pedal in hybrid vehicles is only used to tell an onboard computer how hard you want to brake, it then directs that information to both the regenerative braking system on the electric motors and the actual brakes themselves. As such, the brake pedal has zero feel and pourly connects the driver to the vehicle. It felt like there was a balloon stuck underneath the pedal. Also, I'm never a fan of the active brake force adjustments which changes the force of braking used.

There is no doubt about it, the ActiveHybrid X6 is an impressive bit of kit, and a great vehicle that proves hybrids can be exciting vehicles. However, with the quality of the X5d available for over $30,000 less then the ActiveHybrids $99,900 starting price, it may not be the right choice for those looking for the best fuel efficiency. The  ActiveHybrid will be attractive to those with an insatiable appetite for a high performance crossover, with the unique coupe look couple with the stigma of driving a hybrid. 

Review: Ford Fusion Hybrid

While last year seemed to be the year of big horsepower, 2009 is turning out to be the year of efficiency. Last year saw the C63 AMG, the BMW M3, the Lexus IS-F, and Dodges return muscle car, the Challenger SRT/8 all jump onto the scene. All packing big power pumping V8’s that suck fuel with little regard for the record high prices that flashed across the station pumps when we frequented last summer. It’s now 2009 and the automotive marketing machine has reefed up on the hand brake and all of a sudden we are rapidly traveling in a new direction. New on the scene this year is the Honda Insight, Cadillac Escalade Hybrid, as well as diesels for the 335 and X5 models over at BMW. Toyota will also soon be introducing a new Prius and as well as a new Lexus hybrid. The theme this year is definitely the efficient use of fuels. And now Ford has introduced the all-new Fusion hybrid to the eco family.

 

Now to be perfectly honest, I’ve never really been a lover of the new Ford look, however over the last little while, they have really put an effort on organizing a brand design that is distinctive to the blue oval, all starting with the original Fusion. And while the big bling chrome gates mounted to Ford grilles still raise one of my eyebrows, I must admit I’ve really fallen for the Fusions new look. And it wasn’t something I needed to get used too, I liked it right off the bat, from the first photographic glimpse.

 

The unknown was the interior design, another Ford trait I don’t always agree with. Long and behold, as soon as my but sank into the black leather seats, I was sold yet again. The entire interior has a great modern design; that like the exterior, exudes some European influences. But the piece de resistance has to be the gauge cluster. While many concept cars use interactive computer graphics in the design of their gauges, they never make it to production, usually due to cost. Well Ford made it work, as the hybrids fully interactive and entertaining gauge system entices the driver to drive as efficiently as possible, while the read-outs shine back in the best resolution graphics I’ve ever seen in an automobile.

 

Like the Insight Mr. Frechette was talking about earlier, the Fusion try’s to make driving sensibly, fun. One such function built into the gauge cluster is the overall efficiency rating. The cleaner one drives the Fusion, the more leaves appear on a growing vine next to the fuel level. Drive efficiently, and you are rewarded with up to 23 leaves on the dash-based foliage. Drive poorly, and the leaves begin to disappear. Although, if you are a technically driven person, the gauge can be changed to a traditional bar graph with exact numbers. But what fun is a bar graph?

 

During the press launch in Quebec City, we were sent out in the hybrid versions on a challenge. To follow a determined route, and get the best possible fuel economy we could. The route wound us through the narrow, steep and stop sign riddled streets of Quebec’s old city, and other than a about 15km on the free flowing highways, the 48 km route was mostly urban. Now I love a good challenge, but after all the honking, slow driving and fuel saving tactics, I was about ready to shoot myself in the face. However, the 5.6L/100 km rating we received literally had me astonished, let alone the 4.5L rating one of my colleges received, to win the competition.

Tech wise, besides the ultra cool gauge display, the Fusion comes equipped with side and rear sensing radar to detect obstacles in the vehicles blind spots. Unlike the mirror mounted sensors used by Volvo and Mazda, the Fusion’s radar is hidden behind the rear fenders, thus not giving the phantom signals you get with the other two units when driving in rain or snow.

 

So how is it to drive? Common feeling today is that hybrids just aren’t any fun to drive, and lets face it, there is a reason why. They’re single minded purpose to just offering the best possible fuel efficiency leaves the power and handling of the vehicle much to be desired, even with a fun game to make it less painful. Well the Fusion seems to be breaking those stereotypes, with a combined 191 hp the Fusion gets up a going respectably. The damping in the car is also impressive as it handles like mid-sized sedan should. The hybrid version of the Fusion is 124 kg heavier then the regular 2.5L SE, but unlike smaller hybrids that feel like light cars carrying an overweight elephant in the back, the Fusion is naturally a heavier car so the extra weight and unbalance goes unnoticed.

 

What really sets the Fusion apart is the operation of the electric assist. Tucked into the transaxle is a 106 hp electric unit that is linked to both the eCVT transmission and Atkinson Cycle 2.5L 4-cylinder. The computer that runs the whole deal, will shut the engine down at stops, and will allow the driver to drive within the electric threshold all the way to 75 km/h, with help from the dash display. This allows the driver to make the most of the electric drive train, using as little fuel as possible. It really is a great system, and coupled to an impressive car, the new Fusion should help keep Ford ahead of its rivals.

 

 

Specs:

MSRP: $27,270

Price as tested: $30,235

Layout: Front engine – Front wheel drive

Engine: 2.5L Atkinson cycle with electric Hybrid assist

Transmission: Electronically controlled CVT

HP: 191 combined

Torque: 136

Brakes: Regenerative braking plus four-wheel disc

Curb Weight: 1,687 kg

Towing Capacity: NA

0-100 km/h: 8.7 sec

Fuel Economy (city/hwy): 4.6/5.4L/100km