 | $61.48 End Date: Sunday Dec-29-2019 13:27:04 PST Buy It Now for only: $61.48 Buy It Now | Add to watch list |
Saturday, June 29, 2019
Bosch QuietCast Disc Brake Pad fits 2004-2009 Volkswagen Touareg MFG NUMBER CAT
Friday, June 28, 2019
2018 Acura TLX V6 SH-AWD A Spec Review - SUPER HANDLING!
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HOW TO RESET CLEAR ERROR MESSAGES DIAGNOSTIC MESSAGES ON ACURA
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Infiniti Q50 | Vossen CV10 Concave Wheel
BMW Diagnostic and Repair Information ,Wiring Diagrams. DTC. TSB. Types: TSB, DTC, Wiring Diagrams, OEM Procedures. Trusted by more than 400,000 technicians. OEM accurate fix for faster repairs. Repair Procedures and Labor Times. Factory Auto Repair info. Request A Demo Today. Factory-Correct Diagrams. Factory Part Numbers. Maintenance Schedules. Repair Procedures. Labor Times. Types: TSB, DTC.car insurance, auto insurance, auto, car, vehicle, insurance, quote, quotes, online, insurance，auto, autos, car, cars, vehicle, vehicles, used car, pre-owned car, pre-owned vehicle, used auto, used vehicle, rental，auto racing news, car racing news
Tuesday, June 18, 2019
This $13 Million Porsche Superyacht Is A Bargain For The Super Rich
For those in need of downsizing from their 60-meter yachts.![]()
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Meet the Dynamiq GTT 115 Hybrid, a 35-meter all-aluminum superyacht dripping with Porsche DNA and the latest in a line of ultra-exclusive vessels inspired by supercars. "Taking the spirit of high-performance sportscar styling to the high seas, the Dynamiq GTT 115 is designed to appeal to car lovers and forward-thinking yacht owners who appreciate the advantages of speed, style and our philosophy of intelligent performance," says Roland Heiler, Managing Director at Porsche Design Group.
Standing for 'Grand Turismo Transatlantic,' the GTT 115 features a round bilge aluminum hull and comes powered by a pair of 1213 kW MAN engines and the latest Fortjes 5000 pods, giving it a max speed of 21 knots. With a 1.45-meter shallow draft, the superyacht is ideal for the Mediterranean, Caribbean or Southeast Asia, but it is capable of crossing the Atlantic with a range of 3,400 nm (around 3,900 miles). Available in Porsche Carrara white, Rhodium Silver, Chalk or Monte-Carlo Blue, the superyacht boasts signature Porsche elements such as the Pepita houndstooth deck cushions borrowed from the 911 R, the Targa-style mullions and the design of the red transom echoing the Mission E concept’s single blade rear light.
The interior comes with either three of four luxury cabins finished in Saddle brown and Luxor beige leather, swathes of Sahara Noir marble and carbon-fiber trim. Italian designer Minotti took care of the furniture and decor. Aimed at owners of large, 50-meter yachts looking to downsize, Dynamiq offers an online configurator enabling buyers to customize every aspect of the GTT 115, from paint colors to electronics. Prices start from 11,900,000 Euros (just over $13 million) limited to just seven units with a turnaround time of 15 months. The first GT 115 is available for sale with delivery this September. Its debut is set for the 2017 Monaco Yacht Show.
He said/She said: 2016 Mazda CX-3 CUV Review
By: Dan Heyman & Lacey Elliot
When I was asked to take the 2016 Mazda CX-3 for a spin, I found myself surprisingly excited considering that this type of a car—small/compact crossover—isn’t usually my cup of tea; as a certified auto journalist, and thus, somewhat unbalanced, I’m a big station wagon and hatchback kind of guy. I’ve always felt they provided all the creature comforts of an SUV or CUV, while still providing an engaging ride.
However, the CX-3 is a Mazda, and Mazda has to be respected for always finding a way to add that certain je ne sais quoi that makes a car fun to drive and behold, whether that has to do with some funky styling, a firm chassis or engaging powertrain. That’s what happens when you’re known for continually building one of the world’s most exciting, fun-to-drive and above all, affordable, sports cars on the market: the MX-5.
Styling
So, with that in mind, I sauntered up to our CX-3 tester, finished in brilliant Soul Red metallic paint, and took it in.
The first thing that jumped to mind is just how proportional it all is. I would say that the slim front fascia, the short overhangs and slightly canted-forward stance are much more reminiscent of the MX-5 than they are with, say, the Mazda3, which is a good thing. It’s not that the 3 looks bad, it’s just that the MX-5 looks better. Those headlight lenses are especially menacing, and are so narrow you’re surprised they work at all. They do, and are quite powerful in LED form, which my?tester had as they come standard on the top-spec GT trim.
In profile, while the little roof spoiler falls towards the “cutesy” side, the plastic cladding ‘round the wheel wells and rocker panels (for hardcore off-roading, you know) are just butch enough to let folks know that the CX-3 is more than simply a Mazda2 hatch—with which it shares a platform—on steroids. It’s eye catching, most definitely in a good way. Same goes for the sharp-looking 17-inch two-tone wheels. I’d have these on an aftermarket conversion, that’s for sure.
Styling?
Women want to look good behind the wheel, and we want the car we drive to excite us every time we see it. If we don’t like how it looks, taking it for a test drive is usually out of the question. There is no doubt that this sporty looking subcompact crossover turns heads of both men and women. I describe it as a perfect balance of aggressive and cute wrapped up in one great little package.
RELATED:?2016 Mazda MX-5 Miata Review
Mazda’s ‘Kodo’ design is powerful and sharp looking. Assertive headlights and a wide, forward stance make it look like it’s ready to pounce at any moment. I agree with Dan.?? Fluid lines bring it all together and looking at it from the side you can definitely describe it as ‘cutesy’.
The good looks continue on the inside. Nothing in this segment comes close. The sweeping dash is well laid out and easy on the eyes. Splashes of color, large dials and plenty of soft touch points make this vehicle appear to cost more than it really does.
Interior space, styling and ergonomics
The first thing that catches your eye, of course, is the white leather that covers the seats and parts of the dash; it’s some pretty blinding stuff, and I’d probably avoid it because a) it looks way too pretty for my liking and more importantly, b) white leather scuffs, it absorbs dye from your wet jeans and it’s blindingly reflective in direct sunlight.
What I’m a big fan of, however, is the Lux Suede inserts on the seats, which are comfortable and supportive; I definitely wasn’t expecting quality chairs like this in a micro-CUV. It’s great as it tends to not get so hot in the summer or cold in the winter, and it grips your hiney when the goings get twistier. I also like the red and black leather inserts; in fact, I’d like to see more of both colours, the red in particular.
What I’d also like to see more of—and which may be a tougher ask, unfortunately—is room. It’s OK up front; the steering wheel tilts and telescopes, and the six-way manually adjustable driver’s seat allows for 954 millimetres of front headroom and 1,058 mm of legroom, but it’s mighty tight in the back. If I were to sit behind the driver’s seat adjusted for my 6’3” frame, well, let’s just say it wouldn’t be my first choice of transportation, and though Mazda claims it seats five, that’s really, really pushing it. It’s very snug, to the point where I wouldn’t recommend putting much more than a baby seat back there. Or, fold the seats down flat, making room for 1,484 Litres of cargo space, and 1,528L if you don’t have the premium audio system whose subwoofer takes up room back there. Plenty of room to fit a set of golf clubs or an adult-sized hockey bag. Unlike the CX-3’s CX-5 big brother, however, you don’t get the 40/20/40 split folding rear seats, meaning you have to make do with a more traditional 60/40 set-up.
Interior space, styling and ergonomics
I keep most of my personal belongs in my purse and toss that on an empty seat; keeping my cell phone and coffee cup close by. Lack of space is usually an issue in smaller cars and the CX-3 is no different. The cup holders are too close to my elbow and the rubberized pad for a phone won’t fit anything larger than the iPhone 6.
I am smaller than Dan and found the front seat to be acceptable. The back seat however is another story. Adults will not be comfortable in the back seat, headroom is ok but legroom is extremely limited. A single or couple needing to run errands will find the trunk big enough for a few groceries bags but not room for much of anything else.
Performance, ride and handling
If you’re planning on spending most of your time behind the wheel, however—as I would—then there’s a lot to like about the CX-3. While the power figures won’t necessarily blow your socks off, the 146 horsepower and 146 lb.-ft. of torque, what?it does provide is more than enough to have the lil’ CX-3 zipping along at a good speed. The only available transmission is a six-speed automatic (whether you select an AWD or FWD model), so that makes the buying process that much easier.
So while it may not kick your butt too hard on the drag strip, it’s still a fun car to thread through the urban jungle, where it demonstrated precise steering and fairly flat cornering, the latter feature making for much more comfortable long-distance drives.
Adding to the comfort is the surprisingly supple suspension; indeed, the sporty hatch guy in me—and he’s a big guy—would’ve liked a slightly firmer set-up, but in the end, this here’s a vehicle that has to appeal to a much broader buyer base.
Performance, ride and handling
The one thing that keeps popping into my mind to describe the ride feel of the CX-3 is spirited. It is super easy to dash in and out of city traffic or take a corner in a?suburban neighbourhood.
On the winding highway roads going to Whistler for the weekend I was actually taken by surprise. This little SUV feels grounded and capable on every bend. Road and engine noise was to a minimum; something that Mazda has really improved on their vehicles over the last couple years.
RELATED:?2016 Mazda CX-3 Scores Class-leading EPA Fuel Economy Ratings?
Unlike Dan, I loved the supple suspension.
The only transmission available is a very quick shifting and smooth 6-speed automatic. I was having so much fun on my drive not once did I wish I had a manual.
Safety and technology
All CX-3 trims get the Mazda Connect infotainment system, which provides a 7-inch colour touchscreen and something called an HMI controller, mounted on the centre console, to help navigate all the menus. When I first experienced a system of this type on a BMW, I was less than impressed; however, as we’re seeing more of a switch to an all-touch set-up in the industry, I’m glad to have an actual knob to turn. I find it easier to work with, as I don’t like having to reach over to a touchscreen in order to change audio tracks or sources.
Once you do finally settle on an audio source, rest assured that the seven-speaker Bose sound system (a six-speaker unit is standard) will please your eardrums.
My?tester’s Tech Package also provides a whole suite of electronic driving aids, including auto braking (brakes are applied automatically if the car senses the driver is too slow to react in a panic-stop situation), lane departure warning system, blind spot monitoring and rear cross-traffic alert, which can sense approaching cars as the driver backs out of a parking space.
Safety and technology
This AWD system is not going to be capable of off-roading. In my opinion, proper driving techniques matched with winter tires is more than adequate for Canadian winters.
That being said, knowing my vehicle has AWD gives me a feeling of security. I feel more confident behind the wheel. Some Canadians will agree with me and find that the additional $2000 for the optional AWD will be worth it.
If you are really looking for a sense of security and safety, the top of the line GT, priced at $31,020 comes standard with AWD and you can add on the ‘Technology Package’ for $1500. The tech package should really be called the safety package; it gives you blind spot monitoring, rear cross traffic alert, lane departure warning and the High Beam Control system.
The base model comes equipped with air conditioning, cruise control, push button start and rear view camera. The one feature I wouldn’t want to live with out is heated seats and they come standard on the next trim level up, the GS. The GS also has a power moonroof and Leather wrapped steering wheel, parking brake and shift knob. Not needed, but they are features that really enhance my drive enjoyment. For a starting price of $26,220 this would be what I would spend my money on.
In the end…
I really like the CX-3; I think it looks great, it’s an able performer—especially in the ride and handling departments—the interior is well-appointed and has the style to match the exterior. So there’s lots to like about it, as long as you’re willing to put up with the tight confines of the interior, especially in the back seat. It’s so snug back there, it’s almost a surprise Mazda’s provided two rear doors.
Indeed, you’ll find more room in the Mazda3, but with that car, you won’t quite find the cachet you get with the CX-3.
Let’s see if Lacey agrees.
This spirited little crossover is top of my list in this growing segment. The Nissan Juke would be a close second. And it’s sporty handling that has me leaning more towards the CX-3. This vehicle would be a wonderful first vehicle for a couple or single that maybe has a dog and are thinking of starting a family one-day. A couple with an infant can?get into this vehicle very easily and upgrade into a large member of the Mazda line-up as they grow their family.
RELATED: 2016 Mazda CX-5 GT Review
Monday, June 17, 2019
Everything You Need To Know To Understand The Porsche 911 Model Range
So, what the heck is the difference between an 'S' and a 'GTS' model?![]()
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Have you ever looked at the entire Porsche 911 lineup? It's like trying to order food off the menu at the world's greatest diner. There are a million good choices, but you still don't know what to get. Porsche currently sells 24 distinct variations of the 911 – we know, we checked. The 911 ranges from around $91,000 on the low end to around $293,000 on the high end, so understanding the lineup can make a big difference. The current 991 generation car will be replaced later this year by an all-new 992 generation, but before it does we wanted to help break down Porsche's dizzying array of 911 models. Here's everything you need to know to decipher today's 911 lineup.
The BodystylesThe first thing you should know about the 911 is that it is available in three different body styles: Coupe, Cabriolet, and Targa. Most of the specialty models are only available as coupes, but we'll get to that later on. A coupe is exactly what you would expect - a fixed roof with no hidden tricks. The cabriolet is also pretty self-explanatory with a droptop that retracts without taking up any trunk space (because the trunk is up front).
The Targa is a bit trickier to explain because it has changed from generation to generation. A Targa is a semi-convertible car with a removable roof section with a full-width roll bar behind the seats. Some 911 Targa generations, like the 993, simply had a sliding glass roof instead of a simple removable one. The current 991 generation uses a complicated power system to remove a section of the roof and store it behind the seats. Why get a Targa over a cabriolet? Because it looks cool and is far less common.
Carrera, Carrera S, and Carrera GTSThings get a bit complicated with the Carrera models, which can also be ordered in S or GTS power levels, and as coupes and cabriolets. Each comes standard with rear-wheel drive, and models with a '4' in their name have all-wheel drive. You can also distinguish a 4 model by its wider hips and taillight bar across the rear. RWD and AWD can be combined with all Carrera trim levels, except for the specialty Carrera T (see below). Targas are treated as separate models and can only be ordered with AWD.
The base Carrera is powered by a 3.0-liter twin-turbo flat-six producing 370 horsepower. The Carrera S brings the power up to 420 hp and the GTS to 450 hp. All of these 911s can be ordered with a seven-speed manual transmission or a seven-speed PDK dual-clutch. The manual is more fun, but the PDK is quicker.
Carrera TPorsche loves special lightweight editions, but these are typically reserved for the higher priced models in the 911 range. The Carrera T takes a base Carrera and strips as much weight as possible out of it to create the purest driving experience possible. Power is the same as a base Carrera at 370 hp, but this specialty model certainly feels more special to drive. This is the 911 to buy if you would like to be a bit more unique than the other lawyers in the office but don't want to spend the cash on one of the more expensive models.
Turbo and Turbo SIn the world of 911s, the Turbo has always been the ultimate speed machine. The 911 Turbo has been overlooked in recent years as variants like the GT3 and GT2 RS have taken over the spotlight because of their exclusivity and staggering performance. The Turbo name also makes a bit less sense now that all 911 models, besides the GT3, are turbocharged. All 911 Turbos come with AWD and PDK, making them the quickest off the line.
The base Turbo comes packing 540 hp from a 3.8-liter twin-turbo flat-fix, while the Turbo S produces a meatier 580 hp. Porsche claims 0-60 mph times of 2.9 and 2.8 seconds for the Turbo and Turbo S respectively, but some outlets have tested them at just 2.5 seconds to 60 mph. Despite such savage acceleration, the Turbo is known as one of the quietest and most comfortable 911s, making it the ideal Grand Touring car. Both the Turbo and Turbo S are also available as Cabriolets, which lowers the 0-60 time by a minuscule tenth of a second. Porsche also introduced a Turbo S Exclusive Series, which ups the power to 607 hp.
GT3 ModelsAll 911s are special, but the GT models are really special. These are the most track-focused in the range for owners who like to race on the weekends. The GT3 is the most suited for public roads but is still powered by an awe-inducing 4.0-liter naturally aspirated flat-six with 500 hp. Why use a naturally aspirated engine instead of a turbo one? Because it sounds better, of course. The 991.1 GT3 was only offered with a PDK, but demand from enthusiasts forced Porsche to offer a six-speed manual on the refreshed 991.2. Porsche also sells a Touring Package, which removes the rear wing for a more subtle look.
The GT3 is really a street car for the track, whereas the GT3 RS is more of a track car for the street. Here, the 4.0-liter flat-six produces 520 hp and additional weight is taken out. It is also PDK-only to keep it as fast as possible. The GT3 RS can also be ordered with a more extreme Weissach package that makes it even lighter. Porsche is also rumored to be working on a new Speedster model, which will be based on a GT3 for the first time in the specialty model's history.
GT2 RSThe 911 GT2 started off as a hardcore, RWD version of the Turbo. The current GT2 RS is the ultimate 911, powered by a 3.8-liter twin-turbo flat-six producing 700 hp. Think of the GT2 RS as the best of the GT3 RS and Turbo mixed into one: a savage creation that managed to lap the Nurburgring in just 6 minutes 47 seconds (the quickest time ever for a rear-wheel-drive production car at the time). The GT2 RS is the most expensive 911 with a $293,000 starting price, but like most modern Porsche 911 GTs, the price has already gone up on the second-hand market due to high demand.
2015 Hyundai Accent SE Review
What’s Best: stylish exterior, loads of cargo room
What’s Worst: Rear visibility
What’s Interesting: sophisticated engine with gasoline direct injection in an entry car
Topping out just under $20K, Hyundai Accent is no longer a cheapie subcompact. Nor does it look the part.
Sure, you can score one for as little as $13,249 ($350 more for the hatchback). But that’s the base car with six-speed manual – and none of the comforts we now expect in our rides. No air conditioning, keyless entry, power windows, Bluetooth, telescopic steering or anything that elevates the daily commute above abject misery.
So an Accent you can really live with will cost another couple of grand, be it for the sedan or five-door hatchback as tested.
The LE five-door ($15,999) and the SE ($18,499) are two new models in the Accent lineup.
Hyundai is a master of packaging and has reduced the steep price walk from its barebones entry car to the next model up by introducing the LE, which for another $2,400 adds a six-speed automatic (with Shiftronic), air conditioning and remote start.
Two more steps up is the sportier SE – my ride for the week. It was dipped in a head-turning shade of Sunflower Yellow and rolled on a set of 16-inch alloys instead of crappy 14-inch steel wheels with wheelcovers.
Compared to the “jellybean” styling of the last-generation Accent, this one’s quite handsome with an aggressive profile that features sculpted sheetmetal, and a sharp character line that follows its rising beltline.
RELATED: 2015 Hyundai Genesis 5.0 Ultimate Review
In front, the black hexagonal grille is flanked by swept-back headlamps, and in back, the Accent’s rear-sloping roofline ends in a sporty roof spoiler. The car’s wedge shape not only looks cool but is good for aerodynamics. Coefficient of drag is a slippery 0.30.
But it’s not so good for rear visibility.
Inside, there’s no shortage of hard plastic, but it’s nicely textured and doesn’t look cheap. The centre stack is simply laid out, with large dials for HVAC and basic buttons and knobs for the six-speaker AM/FM/XM/CD/MP3 audio system.
Steering is tilt/telescopic, and includes controls for audio, cruise and Bluetooth phone, and front seats get two-position heating. A power sunroof provides much-needed light to the mostly charcoal interior.
Headroom is abundant in back, and leg room is adequate for most, able to accommodate two adults – three in a pinch. The 60/40 seats drop to expand the generous 600-litre cargo hold to 1,345 litres. That was enough room last winter to swallow an entire trade show display, which I assumed would take two trips – or an SUV.
RELATED: 2015 Hyundai Santa Fe XL Review
Power comes from an all-aluminum 1.6-litre four cylinder with gasoline direct injection (GDI), and dual continuously variable valve timing. It makes 138 hp and 123 lb/ft of torque, besting several major competitors. But with tall gearing, it’s more about fuel economy than snappy performance.
At highway speeds, it turns over just north of 2,000 rpm, making this subcompact far less buzzy than some I’ve driven. And although the Accent is no hot hatch, it’s on par with much of the competition.
ActiveEco will help achieve the posted fuel economy of 8.9/6.3/7.7 L/100 km, but as it blunts the throttle and remaps the transmission for earlier shifting, any liveliness from the little four-pot engine is gone. I kept ActiveEco off most of the week and still achieved just over eight litres per 100 km combined.
Vehicles like this Accent hatchback, and the slightly more commodious Elantra GT I drove a week earlier, nicely fill the needs of today’s smaller families.
With ample room for four passengers, a “trunk” larger than most full-size sedans, and thrifty fuel economy, it’s no wonder so many buyers choose five doors over four.
BODY STYLE: Subcompact hatchback
DRIVE METHOD: Front-engine, front-wheel-drive, six-speed automatic
ENGINE: 16-valve DOHC 1.6-litre inline four cylinder with GDI (138 hp, 123 lb/ft of torque)
CARGO: 600 litres behind rear seats, 1,345 litres with 60/40 second row folded
FUEL ECONOMY: 8.9/6.3/7.7 L/100 km (city/hwy/comb)
PRICE:?Base L 6MT $13,599; LE 6AT $15,999; GL 6MT $16,249; GL 6AT $17,499; SE 6AT $18,499; GLS 6MT $18,299;
RELATED: 2016 Hyundai Elantra GT Limited Review
2015 GMC Canyon SLE 4WD Extended Cab Review
What’s Best:?A combination of finesse and muscle – the Canyon offers real truck payload potential in a more urban-adaptable package with a smaller mid-size footprint.
What’s Worst:?It’s a truck and, if you’re not into them, the un-laden bouncing takes a little getting used to. But you will make a lot of new friends on moving day!
What’s Interesting:?While some manufacturers – notably Ford and Dodge – have given up on smaller trucks, GM sees some segment potential. Yes, GM’s bigger Sierra and Silverado trucks sell at more than 10X the numbers but, so far, increasing sales numbers are proving them right.
“If you build it, they will come.”
Ok, a slight misquote from “Field of Dreams” but it captures the faith still held by a few stalwarts in the compact/mid-size truck segment.
Ford and Dodge threw in the towel on smaller trucks, dropping the Ranger and Dakota lineups, arguing that customers have enough choices to reap the benefits of full-size utility, moderate pricing and modern fuel efficiency from within their wide selection of regular pickups.
But Nissan’s Frontier and Toyota’s Tacoma, both slated for coming updates, are hanging in while GM took the leap on faith last year with the release of the renewed Colorado/Canyon combo.
Tested here we have the 2015 GMC Canyon, emphasizing bling as well as brawn, with standard alloy wheels and extensive chrome brightwork on the big GMC grille, as opposed to the more muscular, body-coloured Camaro-like cues of its Chevy Silverado sibling.
Under that shiny skin, the Canyon offers a choice of two engines – a base 200 hp 2.5-litre four-cylinder or an optional 305 hp 3.6-litre V6. A six-speed manual tranny comes standard in entry-level models but the bulk of the lineup translates power via a six-speed automatic with TowHaul and auto grade braking.
RELATED:?2015 Jeep Cherokee Trailhawk Review
The lineup also starts with 2WD (rear-wheel-drive) models but GM boasts that the Canyon is the only truck in the segment to offer an AutoTrac automatic 4WD (four-wheel-drive) system.
There are four modes to choose from – 2WD, Auto, 4WD HI or 4WD LO. In the set-and-forget Auto mode, the electronically controlled, two-speed transfer case operates in 2WD until sensors detect a loss of traction and direct power to the front wheels.
There are two cab versions – Extended Cab and Crew Cab – and two pickup box sizes depending on model selection – a regular 1,880 mm (6’2”) box and a short box option at 1568 mm (5’2”).
Putting numbers to those choices is hard because price differences vary with trim selections, but adding 4WD will bump up the price anywhere from $4,250 to $5,200, opting for Crew Cab can add from $2,850 to $4,150, and downsizing to a short box instead of the regular box (only in Crew Cab upper trim levels) can save you from $350 to $1,950.
Filling out the last of the many Canyon configuration choices, four trim levels include a special SL version ($20,600) limited to the four-cylinder engine and 2WD, moving up through the base Canyon model to SLE and SLT versions with varying degrees of standard and available equipment levels depending customer wishes and wallet depth.
Tested here, we have a Canyon SLE 4WD Extended Cab model ($33,350) with the regular length box. Maybe not quite at the leather-clad SLT level, but this truck sits pretty high up the Canyon food chain, complete with air conditioning, four-way power driver’s chair, power group, rear vision camera, tilt/telescopic steering with audio, cruise and communication controls, overhead console, rear defogger, three USB sockets, auto-dimming mirror, remote keyless entry, an eight-inch Colour Touch radio with GMC IntelliLink and six-speaker audio, to mention just a few of the standard issue items.
RELATED: Best 5 Pickup Trucks at the Canadian International Auto Show
An All-Terrain package ($1,750) boosts both attitude and ability with an off-road tuned suspension, 17-inch Dark Argent Metallic alloy wheels mounting P255/65R-17 all-terrain tires, body coloured trim, front tow hooks, Hill Descent Control, a transfer case shield and sporty Jet Black/Cobalt Red Cloth heated seats. It also adds a four-way power passenger seat to match the power driver’s seat.
And, last but not least, our tester was powered by the optional 3.6-litre direct injected DOHC VVT V6 engine ($1,050) making 305 hp at 6,800 rpm and 269 lb/ft of torque at 4,000 rpm. With segment leading oomph, this V6 pumps out payload hauling power and up to a 3,175 kg (7,000 lb) tow rating. Fuel economy is rated at 13.5/9.8L/100km (city/hwy) with my real world results coming in at 12.9L/100km (comb).
This is a pickup truck after all, so let’s at least mention the 1,880 mm (6’2”) box that comes with included segment-first CornerStep rear bumpers, an EZ Lift-and-Lower locking removable tailgate that allows one-handed operation and numerous tie-down locations. Our tester’s box was pretty bare bones but a long list of options and accessories include a factory spray-in bedliner, bed mats, a toolbox, tonneau cover and a variety of GearOn packages that use bars, dividers or racks and cross rails to maximize payload versatility.
Inside, the GMC Canyon is surprisingly sophisticated, well finished, roomy and comfortable, at least in the front row.
The Extended Cab layout offers a small space second row, too claustrophobic really for actual human habitation and more likely a dumping ground for bags, briefcases, whatever. I would opt for a Crew Cab for any serious second row passenger needs.
But there has to be some compromise in offering a smaller truck, after all, and the whole idea behind the Canyon was to pack modern sophistication and real truck utility into a more urban-friendly package with a smaller footprint.
With its variety of configurative choices, the GMC Canyon, designed as sort of a “crossover interceptor”, can fulfill the needs of any customer looking to blend passenger civility and modern amenities with very real trucking payload potential.
BODY STYLE: Midsize, body-on-frame pickup truck
DRIVE METHOD: front-engine, 4WD and six-speed automatic transmission
ENGINE: As tested 3.6-litre direct injection DOHC V6 (305 hp, 269 lb/ft)
FUEL CONSUMPTION: 13.5/9.8L/100km (city/ hwy); as tested 12.9L/100km (comb).
PAYLOAD: 721 kg (1,590 lb)
CARGO: 1,414 litres.
TOW RATING: 3175 kg (7,000 lb)
PRICE: MSRP $33,350; As tested $36,765 includes optional 3.6-litre V6 ($1,050), All Terrain pkg ($1,755), SLE Convenience pkg ($550), Wheel Lock pkg ($60.00). Destination ($1,695) not included
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Sunday, June 16, 2019
Porsche 911 Targa
The 911 Targa is the glass roof version of the 911 Carrera. Both the 3.6 and 3.8 liter engines are carried over, therefore, performance is nearly identical. But for those who enjoy the looks of the coupe over the cabriolet, the Targa may be your best bet. Although the roof weighs an additional 130 lbs, leave it to the Porsche engineers to compensate for the extra weight by modifying the suspension.
In addition, when the roof is retracted, a small glass deflector that sits above the windshield is raised to aid in aerodynamic stability. A long-time 911 option, the Targa continues to be a popular choice for those who love the panoramic view of the sun and sky.
Porsche Ranks Highest in J.D. Power Initial Quality Study
Porsche Cars North America, Inc. Logo. (PRNewsFoto/Porsche Cars North America, Inc.)
For the third year in a row, U.S. customers have rated Porsche highest among all automotive nameplates in the 2015 J.D. Power Initial Quality Study.
In addition to the brand taking overall honors, the Porsche 911 ranked highest for the fourth consecutive year in its vehicle segment (Midsize Premium Sporty Car), while Boxster and Cayman swept the first two places in the Compact Premium Sporty Car segment.
In its first year of production, the Porsche Macan was awarded the highest rank in the Compact Premium SUV segment.
The Cayenne and Panamera models achieved third place in their vehicle segments of Midsize Premium SUV and Large Premium Car.
As a result, this is the first time that five Porsche model series have reached the top 3 rankings in their respective segments.
The J.D. Power Initial Quality Study measures the number of problems experienced by U.S. customers during the first 90 days of ownership.
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Initial quality is determined by the number of problems experienced per 100 vehicles with a lower score meaning higher quality.
Porsche scored only 80 points on the problems per 100 scale, compared to the premium industry average of 110. The overall industry average was 112.
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Saturday, June 15, 2019
Riding Dirty Off-Roading in Sundridge, Ontario
I was recently invited to my friend’s cottage in Sundridge, Ontario. For those of you who don’t know, Sundridge is between 250-300 kilometres North-East of Toronto (depending on where you are departing from). My drive was exactly 278 kilometres away from Sundridge. According to my GPS I anticipated to get there after a 2.5 hour drive… and that I did!
We went up in the peak of cottage season and on a weekend when the weather was expected to be hot and skies clear! As exciting as that sounds, this meant there was going to be a lot of traffic. Something I recommend in these instances is getting on the road when there won’t be a lot of traffic to avoid delays. Anytime between the morning rush and the afternoon rush is ideal. We left around 1pm.
Here is a recap of what I suggest you ensure your vehicle is equipped with while on long drives:
A full tank of gas! Save yourself the extra stop.A car phone charger (for my cell phone, I rely on my GPS and it drains the battery on my cell)$20.00 – my jeep always has a $20.00 bill in it as emergency cash. I stash it away so that I am never tempted to grab it out – you never know when or why you will need cash and it is always good in case of emergencies.My CAA card…for obvious reasonsA flashlight… seriouslyHand Sanitizer! No matter how many times I wash my hands on a road trip, they don’t feel clean enough!Snacks/Water – If you want to avoid having unnecessary stops, pack snacks and water so that if you do get hungry, it’s right there in the car with you!?I was particularly excited to go to Sundridge because it has a lot of trails. I have been looking for the opportunity to off-road and get my tires full of mud all summer long… and this was it!
Before Mudding:
Search for actual Four-Wheel Driving trails that are designated for off-roading. In Southern Ontario there are 5 trails (all of them are a bit of a drive away from Toronto). You cannot take your SUV off-roading just anywhere. Often, big parks are conservation areas and four-wheel driving through them can be harmful to the preserved forestry. A great website to check out nearby trails is: Ontariotrails.on.ca?(If you know of other off-roading trails in Southern Ontario, please share them in the comments section!). If you click the link you’ll notice there is a trail near Sundridge, Ontario. However, my friend owns a lot of acreage specifically for outdoor adventure sports! There is a trail right on his estate.
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Research your vehicle. Before doing any type of extreme driving, research your SUV’s year/make/model to not only ensure maximum safety, but to also know how you can maximize your fun! Know your vehicles’ limits, especially its level of ground clearance which is usually limited by the differential. If you have read some of my articles you know that I drive a Jeep Liberty. The Jeep Liberty is considered more of a luxury Jeep vehicle as opposed to a Wrangler, which is sporty and commonly seen as the off-roading Jeep. You don’t see Liberties mudding very often. Thankfully, I connected with other Liberty drivers on a Jeep forum online and they were able to tell me their Liberty off-road driving experiences.
Make sure the maintenance on your car is up to date. This is a general tip you should follow all of the time (whether you’re off-roading or not). You definitely want to make sure your car is not in need of anything before entering an adventurous trail where its performance will really be tested. This ties into my next point… do not go alone. Trails are very secluded, if something goes wrong with your ride, you could be stuck there for a while before getting assistance. You could also get lost. I started having fun and got carried away exploring, thankfully I was with someone who knew the area well and was able to guide me back out of the forest safely.
Test out your four-wheel driving skills on small spots before getting into more extensive off-roading. Slowly go over a few light hills at first and really get a feel for how your car handles bumps. A huge part of off-roading is to thoroughly understand how your vehicle handles and being comfortable with the driving conditions.
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Our day was beautiful. My friend’s Sundridge trail has a lot of scenic areas! Although it was hot and sunny outside, there were parts of the forest that were in complete shade. The air was dry, but in the forest it was fresh and moist which left some spots with mud puddles! I accelerated through some of the mud puddles just to learn the hard way that this is the worst idea! When four-wheel driving, your best bet is to avoid soft terrain or at least slowly drive through it. My wheels spun and I started rutting (getting stuck). It wasn’t a deep mud puddle so luckily I was able to get out of it. This was definitely avoidable… which leads me to my next point of advice…
Educate yourself. Research the area you are going to as much as possible. Talk to people who have gone on this trail. I was fortunate to be with the land owner so he knew the area well. However, that won’t be the case for you every time you visit a new off-roading site. Get out of your car and walk every once in a while. Walk on the ground in front of you to ensure that it is stable terrain and not dangerous or swampy. There are vulnerable spots such as soft soils and seasonal nesting or breeding areas. Another aspect of off-roading you should look out for are twigs and tree branches. My Jeep is black, even the slightest scratch on it is noticeable. Regardless of the colour of your vehicle, you probably want to avoid scratches. Tree branches are everywhere and it’s very easy to get a scratch!
Keep in mind that the forest is crawling with bugs! A lot of them jump at the opportunity to come and sit in the car, bug spray was a big help. I suggest hosing down your SUV after your drive; it will help remove any insects that might be lingering in the outer crevices.
I must say, my Jeep Liberty may be the least sporty of all the Jeeps, but it did a really good job in the forest. I kept it on Four-Wheel Low for most of my drive, which is recommended for off-roading. Altogether I really enjoyed the experience and would definitely do it again. One of the most important things I researched before going on my trip was Tread Lightly. Four-wheel driving is a luxury. As entertaining as it is, if this is something you are going to do, visit Tread Lightly’s website to educate yourself on how you can enjoy this outdoor sport responsibly. Tread Lightly is an organization that teaches how to minimize your impact on the outdoors, how to enjoy yourself while being as eco-friendly as possible, and how to off-road in a conscientious manner. Happy Off-Roading!
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Gravenhurst Car Show Gearing Up for a Huge Turnout this weekend
With more than 500 vehicles anticipated, a meet and greet with Caillou, impersonator Silver Elvis and full live musical line-up in the Food & Music Lounge sponsored by Sawdust City Brewing Company, the day of is definitely going to be a hit.
Although antique & collectable cars will begin arriving as early as 6:30 a.m., gates open at 9 a.m. for those wishing to attend the event.
The event is credited as the Largest Car Show in Northern Ontario and will present over 40 awards at 2:30 p.m. during the Trophy Award Ceremony.
The schedule for live music will begin at 10 a.m. with Sean Cotton and proceed throughout the event until 3 p.m. featuring Winnie Brave, The Five Day Weekend and The Carpet Frogs.
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Be sure to also tune into Chamber Radio, an exciting addition to the Gravenhurst Car Show this year.
Listen to music, announcements and sponsorship commercials from the comfort of your vehicle, similar to how the Drive In works. Check out the Gravenhurst Car Show Program on the day of, for the onsite radio station.
For details about the event, schedule, activities and highlights visit www.gravenhurstcarshow.com, or follow us on Facebook and Twitter @gravenhurstcarshow.
The event is coordinated by the Gravenhurst Chamber of Commerce and the Gravenhurst Car Show Committee and supported by many local businesses, event sponsors and volunteers.
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Porsche Has Issued A Microscopic Airbag Recall For Its Newest Models
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Friday, June 14, 2019
The Slantnose Job On This Porsche 930 Has An Odd History
Question is, who did the conversion?![]()
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This 1982 Porsche 930 Slantnose, or “Flachbau,” is a very rare treat. Not too many of these were built and this one has just 83,000 original miles. Now, the Slantnose conversion, while done in Germany, may or may not have been done by Porsche itself. Its owner does have a certificate of authenticity and the work is very well done. It’s all metal and no fiber glass. On this latest episode of The Smoking Tire, Matt Farah gets behind the wheel of one of the only Flachbaus registered in California.
In fact, this particular one was originally a European-spec. The US market 930s came powered by a turbocharged 3.0-liter flat-six, but this one has a 3.3-liter with 330 hp. And yes, it’s completely stock save for one small thing: the steering wheel.
The original one is ugly because it’s a four-spoke unit, but it’s fortunately been swapped out in favor of an also Porsche-made three-spoke wheel. Save for that, this Slantnose 930 is exactly the same as it was when it left the Porsche factory some 35 years ago. Needless to say, it’s quite popular with the local Porsche and Cars and Coffee crowd. It’s not every day you see a Slantnose and if the owner ever wanted to sell his car there’d be no shortage of buyers willing to pay serious money.
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