1986 325e BMW provides a life lesson as he transforms beater into his dream car, thanks to his hard work. Now he’s working on a 1987 325eS with his dad.
Reorganized into four models — Cayenne, E-hybrid, S, and Turbo GT — global bestseller receives light redesign on the outside, and major changes inside.
Young mechanical engineer does not get the car she wants and ends up with the car she’s now come to love.
Lamborghini Huracan Sterrato built to conquer fast fine gravel, sand, not ultra-choppy off-road trails. They built this machine for drivers to have fun.
Frank Stephenson designed famous cars — the reincarnated MINI; Ferraris; the Maserati Quattroporte; the “new” Fiat 500; the McLaren P1 — so he should know.
2024 Crosstrek looks different, but the drive is familiar. The carmaker dropped its plug-in hybrid electric vehicle and will offer a Wilderness package.
Oil in 2019 Honda CR-V is ‘dark and gross,’ and engine needs a flush, says one mechanic, while another makes no mention of this. What’s going on?
William Byron won Sunday’s NASCAR Cup race at Homestead-Miami Speedway, Myatt Snider finished first in the Xfinity Series race at the same place on Saturday and this week’s Sermon, which is pretty heavy on politics (hint: F1 and Saudi Arabia), can be found way down at the bottom of this report.
First, the Cup race.
The transition of NASCAR drivers from a bunch of good ol’ boys to prep-school graduates was perfectly illustrated on Sunday by Byron’s drive to victory in the No. 24 car made famous by Jeff Gordon, who owns half of this entry. NASCAR used to be the world’s last major racing series where, unlike Formula One or IndyCar or all the various “ladders,” pure, unadulterated talent behind the wheel and the courage to go out there in the first place gave a driver the potential to perhaps land a competitive ride. Jeff Gordon is a perfect example.
But the days are gone when guys like Alan Kulwicki or Geoff and Brett Bodine could wrench and then race their own stock car or NASCAR modifieds on the small ovals and then fight their way to the top in Cup. Now, as is the case with most of the world’s open-wheel series, money gives a driver a huge leg up, if not the seat outright.
That doesn’t mean drivers who have money can’t drive the cars as well as drivers who don’t, but it does mean the transition from the backyard to the boardroom is pretty much complete and that pretty well eliminates any chance somebody without means has of making the big time.
It’s the way of the world, of course. One upon a time, you needed a pair of skates and you could make it to the NHL. Now, it costs so much to play hockey, a kid with only a pair of skates doesn’t stand a chance.
Byron is a classic example of the new NASCAR. He started out playing iRacing games on a computer. When he was 15, he got into Legends racing, with some late-model racing on the side, and then went right into the NASCAR K&N Pro Series East, where he won the championship. In 2016, he raced in the Camping World Truck Series (he also had a couple of ARCA starts) and set a record for wins by a rookie with five, en route to winning Rookie-of-the-Year. In 2017, it was into the Xfinity Series and he won the championship as well as being named top rookie. He went into Cup the following year and was rookie-of-the-year – only the second driver to ever be named top rookie in three NASCAR series in consecutive seasons. He is starting his fourth season in Cup and Sundays’ win was his second in the top series.
Tyler Reddick was second in Sunday’s race, with Martin Truex Jr. third, Kyle Larson fourth and Kevin Harvick fifth.
For a complete report on Sunday’s Cup race, please click here
One of the most frightening things you can see at any race track, but something that I have never seen before in quite the way it happened, took place during Saturday’s Xfinity Series race at Homestead-Miami, which was won by Myatt Snider, his first in 36 starts in the series.
As driver Daniel Hemric pulled into his pit for a stop, the tire carrier, loaded down with one under each arm, crossed in front of the car, as he is supposed to do, but the car somehow made contact with one of the tires as it braked to a stop, knocking the man flying like a bowling pin and sending the tires going every which way.
My heart was in my mouth as I watched this happen, because I immediately was afraid that if he was dazed and unable to leap out of the way, he might be hit by another car leaving the pits. There was some immediate confusion but the team managed to pull itself together and completed the stop.
The tire carrier, Josh Shipplett, had sore ribs and was replaced during the Xfinity race but was cleared to work Sunday during the Cup race.
It took them a couple of overtime shots to reach the checkers Saturday and one of the leaders, Noah Gragson, was eliminated in a crash. But when the smoke cleared, Snider was chased across the line by Brandon Jones, Hemrick, Jeff Burton and Austin Cindric. Tyler Reddick was initially second but was disqualified during post-race inspection.
For a complete report on Saturday’s Xfinity race, please click here:
NEWS ‘N NOTES
Scott and Penny Steckly’s son Kyle (photo, above) will start following in his father’s footsteps this season when he starts racing Pro Late Models with the support of Qwick Wick and AW Millwrights. Kyle, the 15-year-old son of four-time NASCAR Canada champion Scott, honed his skills driving mini stocks and plans to run a full Pro Late Model season at Flamborough Speedway with periodic starts in the APC United Late Model series.
Romain Grosjean did 80 laps in his Dale Coyne-Rick Ware IndyCar at Barber Motorsport Park last week and, other than a small spin early in his tenure, handled himself well. He wasn’t particularly quick, but that will come, I expect. He’s still having problems with a badly burned left hand, there is no power steering in an Indy car (which I find strange; it should be no big deal) and he has to build himself up physically. The IndyCars don’t start their season till April so he has time to get ready.
Santino Ferrucci, who gave up a full-time IndyCar ride this season to learn stock car racing in the Xfinity Series, says he has a few open weekends so chances are he will run the Indianapolis 500 in May and perhaps one or two other races. Ferrucci finished 30th in the Xfinity race. He hit the wall fairly early in the race and lost laps while in the pits for repairs. But he certainly didn’t disgrace himself.
Nick de Vries won the first Formula Electric race in Saudi Arabia at the weekend. Sam Bird won the second race of the season on the same circuit, driving for Jaguar. Driver Alex Lynn was checked out at hospital after a terrible accident in which his single seater got upside down, skidded down the track and wedged itself under the ARMCO (where have we heard about this before?)
All 12 races in the Canadian Touring Car Championship will be broadcast on TSN this season. Whistlestop Productions will handle filming and production.
The Goodyear Tire & Rubber Co. is taking over the Cooper Tire & Rubber Co. in a $2.5-billion deal. Both companies are strong supporters of motorsport. Whether the Cooper brand will continue remains to be seen.
Several weeks ago, I broke the news that three Canadian motorsport icons had died. There are now others.
Tim Miller, motorsport writer for the Hamilton Spectator, sent me the following information:
“Don Douglas, who died recently at age 85 (see photo), was one of the pioneers in organized drag racing in Canada.
“After racing a front-engine dragster for several years, Douglas, of Brantford, along with partners Larry Rook and Jerry Haman, took over the running of the Cayuga Dragway, which opened in 1954, in 1962.
“Along with building spectator stands and improving the pit area, Douglas and his partners were the first in Canada to order – and then operate – a Chrondeck Christmas Tree starting system from California. As the sport evolved, they knew the flagman starts were not going to keep pace, so they ordered the Tree and clocks which were in place for the 1964 season.
“The Tree was a big step over a flagman,” Douglas said in an interview last year. “We were running just class racing at first, but then the ET racing started, and it was difficult to properly start the cars. That was the reason we got the Tree.”
“The original Christmas Tree starting system, which cost $1,300, continued to send racers on their way down the track for years but technology caught up and today the track sports a Compulink system, complete with win lights and scoreboards.”
Thanks, Tim. RIP, Don.
Not a motorsport figure, but an automotive legend nevertheless, Max Wickens died last week at age 79. A founding member of the Automobile Journalists Association of Canada (AJAC), he filed stories throughout his career to the CBC, Toronto Star, Oshawa Times, Etobicoke Guardian and the Hamilton Spectator. He was also PR director of British Leyland Motors and Nissan Canada. RIP, Max.
Finally, not a Canadian but Hannu Mikkola of Finland, 1983 World Rally Champion and widely regarded as being among the greatest rally drivers of all time, has died at the age of 78.
SIR LEWIS PRESSURED TO BOYCOTT F1 SAUDI ARABIA GRAND PRIX
This is a story that will be – as we say in the trade – overtaken today. In other words, there will be developments.
I have been ranting, for months, about Formula One’s decision to schedule a race in Saudi Arabia this season. This is because the country’s reputation for ignoring basic human rights has been well documented. As long as you keep your nose clean and bow down, you have nothing to worry about. But if you step out of line in any way, you will find yourself in serious, serious trouble.
One who did was the journalist and Washington Post contributing columnist, Jamal Khashoggi. There is no need to repeat the gruesome details of what happened to Jamal Khashoggi at the Saudi embassy in Istanbul, Turkey. Although it’s been long suspected, the U.S. government made public last week a U.S. Intelligence report that said Khashoggi’s murder was the work of a hit team operating under direct order of the Saudi Crown Prince, Mohammed bin Salman, identified in the report as MBS.
Now, the ink was barely dry on the report before spokespeople for President Joe Biden were saying MBS would get a pass because to do otherwise would create a breach with a key U.S. ally in the Middle East. But Jamal Khashoggi wasn’t just some other Saudi dissident. He was a writer and columnist for a major American newspaper and the administration’s too-quick reaction did not sit well with the Washington press corps.
The focus of most, if not all, the Sunday news programs was Saudi Arabia and the prince. Journalists around the world called for sanctions against MBS. Biden subsequently announced that he would make a statement on Monday.
I hope the United States – and Canada (our man Trudeau was interviewed by NBC’s Chuck Todd Sunday) – will re-evaluate its relationship with Saudi Arabia because of this murder of Jamal Khashoggi. And that, as a result, American-based Liberty Media, owner of Formula One, will cancel its planned race there.
Because the pressure will just not let up. Regardless of what Biden announces Monday, DAWN (the Democracy for the Arab World Now organization founded by Khashoggi before he died) will continue to lobby for America to impose sanctions (asset freezes, visa bans) against the prince.
And 45 human rights organizations and foreign policy groups have written to Sir Lewis Hamilton (photo, above) asking him to boycott the race. If that’s not possible, they want him to speak out against human rights violations in the Saudi kingdom. “The most decorated Formula One driver in the history of the sport demanding freedom for activists . . . would certainly speak volumes to the world,” one petition said.
Norris McDonald / Special to Wheels
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Thoughts while driving around on a wintry afternoon:
I used to say to my wife – who knows how to drive but let her licence lapse years ago because, when you live with me, I do the driving – that driving was the perfect illustration of cooperation. You have tens of thousands of cars and trucks on the road and, for the most part, they avoid running into each other and get to where they want to go.
That was then. Nowadays, driving on the 400-Series highways in and around the GTA is almost like taking your life in your hands. Nobody gives anybody else an inch – er, centimetre. I live near a major highway interchange where tractor-trailers leave warehouses with their loads and use a cloverleaf to get onto the 401.
They emerge from the “on” ramp with their directional signal indicating they would like to move left onto the highway and there are a bunch of cars in front of me and I’m watching this little scenario play out and I’m seeing that not one will slow down and let that big truck into line.
Now, if just one of those drivers had eased off the accelerator and let that truck in, we would all have been able to keep going with a minimum of fuss. But by being jerks and hanging that truck out to dry, they forced it to stop at the end of that “on” ramp and somebody on the highway (me) then had to stop to let the Big Guy in and all of a sudden you’ve got a backup and before long it backs up for miles – er, kilometres.
Smarten up, people. Please.
Many, many years ago, when I first got my driver’s licence (the day I turned 16, incidentally), my dad, the late J.A. (Al) McDonald, sat me down and told me this: your car (I bought my first one two days after I turned 16, incidentally) is a lethal weapon. Make sure it is in good repair and that all impediments to you driving it safely are wiped off or removed before you go out on the road.
I follow his instructions to the letter. If I don’t have time to run my truck through the car wash, I take a bottle of Windex and make sure I can see properly out of all the windows. And I have an extended sweeper so that in winter, after it snows, I can push or sweep whatever accumulates off of it.
And what about the roof, you say? Well, I have a stool and I stand on it to sweep off the snow.
So few things make me as angry as driving along in the winter and suddenly having a large load of snow land on my windshield that came flying off a car or truck in front of me because the driver was too lazy to take a few minutes to clean it off. It can startle you and cause a crash. (I took the photo of that car in front of me a week ago Thursday. The driver is a jerk.)
Smarten up, people. Please.
Now, nobody taught me anything about what’s coming next, which came as a big surprise.
When I picked up my wife from work on Christmas Eve, I drove us home, parked and locked the truck, and went into the house where we planned to stay until I drove her back to work in early January at the end of the Christmas break. We intended to hibernate. The pandemic kept us from celebrating with either of our families so we had lots of food and drink to consume and a bunch of Christmas movies to watch, etc. Other than opening the front door to get the Star out of the mailbox each day, we did not go out of the house once.
Since the truck had been sitting out in the elements for more than 10 days, I decided on the Sunday (Jan. 3), the day before I had to take it out on the road again, to give it the old once-over: clean off the snow, take the Windex to the windows and check the oil, wiper fluid and anything else that needed doing.
So, first things first: I got rid of the snow and spiffed up the glass. Then I popped the hood and what did I find but about a dozen pine cones that some enterprising squirrel had stashed away for a rainy day. They were neatly placed in just about every nook and cranny, hidden so that when Mr. (or Ms.) Squirrel felt like a feed of seeds that are hidden in the cones, they would be readily available.
There was no sign of the critter, which was good. I managed to find all the cones and tossed them out on the snowbank. And every time I go out there now, I bang on my hood to make sure he or she isn’t inside rummaging around, looking for lunch
Smarten up, squirrels. I mean it.
Norris McDonald is a retired Star editor who continues to write for Wheels under contract. He reviews the weekend’s auto racing each Monday at wheels.ca
The post Being Smarter About How We Drive appeared first on WHEELS.ca.
If you’re looking for a large family SUV with three rows of seating and you also want it to be hybrid you pretty much have two choices: the Toyota Highlander Hybrid, and the subject of this review, the Ford Explorer Hybrid.
Both of these near full-size SUVs are on a mission to save you money at the pumps. But both go about it quite differently.
If absolute efficiency is your main criteria, the Toyota will serve you well. However, if passing power and the largest towing capacity are what you need, the Ford would likely fare better.
I found the Explorer to be a bit of a mixed bag, one that I wanted to like more than I did, mainly because I dig the way it looks. I feel the Explorer’s evolutionary styling has reached a high point with this latest iteration. Its slim headlamps, commanding grille, wide stance, and muscular proportions strike a great balance between elegance and utility and would fare just as well at the valet as it would on the school run. And if you aren’t keen on advertising the greenness of your vehicle, you’d be happy to note that it took me a few minutes to spot the tiny little hybrid badge on the rear liftgate, so telling this apart from your run-of-the-mill Explorer is virtually impossible for all but the most knowledgeable.
The cabin on the other hand is a bit of a letdown with a sombre design, some poorly fitted trim pieces, and a tacked on infotainment screen that looks like an afterthought. More expensive trims come with an even larger, rather goofy-looking portrait-oriented screen, making me happy that my tester wasn’t equipped with it.
There are good things, though, like a myriad of thoughtful storage cubbies, ample room to move about, including in the third row where my 6-foot frame was able to fit just fine, a large cargo area, and generally excellent ergonomics with plenty of physical buttons and knobs so you don’t need to dive into the infotainment to do something like turn on the heated seats, or the A/C.
The Hybrid powertrain is available exclusively on the Limited Trim so it comes well equipped out of the box with intelligent 4WD, 20-inch wheels, voice-activated navigation, a terrain management system with multiple drive modes, 360 degree camera, wireless charge pad, remote start, and a heated steering wheel. You also get standard second-row captain’s chairs and a power-folding third row.
Ford’s Co-Pilot 360 driver assistance is also standard and it includes adaptive cruise control, lane centering, evasive steering assist, and speed sign recognition.
You’ll pay quite a bit for all this with a base price of $53,799 representing quite a premium over a base level Highlander Hybrid, although the Ford does give you more content.
Where the Toyota uses a 4-cylinder and a CVT, Ford ups the ante with a 3.3-litre V6, and a 10-speed automatic transmission. An electric motor sandwiched in between the engine and transmission provides extra power and torque. The Highlander uses a trio of small motors including one on the rear axle for electric all-wheel drive. The Explorer uses a real mechanical AWD system.
With a combined power output of 318 hp and 322 lb-ft of torque, the Explorer Hybrid feels downright muscular with a great exhaust note and chunky power delivery that you wouldn’t expect from a hybrid. A 1.5 kWh battery pack provides electric operation for short distances at lower speeds and under light throttle usage.
The problem here is that the Explorer is a heavy vehicle and that small battery pack can only do so much, so you’ll be dipping into gasoline power more often than not. I try to drive hybrids like I do their gas-only counterparts and with the Explorer Hybrid my mixed road driving netted a rather disappointing 14L/100 km. With about 60 per cent of that on city streets, your experience might vary but the Highlander Hybrid I drove a few months prior used just 7L/100km, exactly half the fuel the Explorer did. And that’s really hard to ignore.
It’s an enjoyable drive, though, with an abundance of torque, whisper-quiet operation, and a comfortable and planted ride. The rear-biased 4WD system is also excellent on a snowy road, and even equipped with an all-season tire, the Explorer felt confident and controllable. That’s still not an excuse for not fitting a real set of winter tires, as traction is still limited. 4WD might get you going faster, but it doesn’t make an ounce of difference when it comes to slowing back down.
If there’s one thing that gets in the way of the driving experience, it’s the 10-speed automatic and its clunky shifts, more obvious at low speeds. I found it indecisive and prone to gear hunting, getting downright confused as to what gear it should be in under certain scenarios.
There’s a lot of good things about the Explorer and I feel given time it will be a much better overall product than it is right now. You should definitely not dismiss it because it’s a very good family vehicle, the tech is easy to use and works really well, and if you’re familiar with Ford products you’ll probably really like it.
I would, however, recommend against the hybrid. The base turbocharged 4-cylinder is just as powerful and only slightly less efficient. Natural Resources Canada actually rates its fuel consumption lower on the highway. And it will even tow more.
The post Review: 2021 Ford Explorer Limited Hybrid appeared first on WHEELS.ca.