The Return of the Auto Lease 

Back in the 1980s, the famous psychophysicist and marketer, Howard Moskowitz, was tasked with conducting groundbreaking market research in the area of spaghetti sauce. (Yes, I did just say spaghetti sauce).  Moskowitz set out to determine what consumers wanted from their spaghetti sauce and one crucial element to his research was the question: Do customers prefer chunky or smooth sauce?  It turns out the answer was both.

Turning to the world of vehicle sales, we face a similar conundrum when we ask the question: Which is better, financing or leasing?  Again, the answer is both.

Leasing:  A Brief Summary

Financing and leasing each have their own advantages and reasons to be chosen by a car buyer. The proportion of buyers who choose the leasing option has varied over time, reaching a high of 45% in 2005 and currently hovering between 20 per cent and 25 per cent.  In order to determine which is ‘better’ – financing or leasing – one must access the specific needs and wants of a given customer.

Leasing will tend to be the preferable option when a buyer knows in advance the number of kilometres driven over a set period of time (this figure is typically at or below 25,000km per year).  Leasing is also the better option for customers who like to change their vehicles every two-to-four years without the worry of rolling over excessive negative equity.  Conversely, financing will trump leasing for those buyers who drive over 25,000km per year, or for those who intend to drive their vehicle for many years, most notably long after the loan is fully paid off.

One could say that leasing has fallen out of favour in recent years with many OEMs offering limited lease programs and weak incentives.  But perhaps 2021 should be the year of the lease for the following three reasons: (1) Leasing facilitates customer engagement and retention; (2) Contrary to popular belief, leasing still allows for the sale of backend products; and perhaps most important, (3) Leasing can mitigate many of the challenges brought on by COVID-19.

Customer Retention

Staying close to one’s customers has never been more important and leasing creates a guaranteed way to get your customers back into your store every two, three or four years.  Leasing customers must make contact at the end of their leases to explore End of Lease options, and while this doesn’t guarantee a repeat sale, it certainly provides the important opportunity to reinforce your brand, show off your vehicle line-up and introduce any financing or leasing offers.

Back-End Product Sales

It is true that selling warranty products or other long-term enhancements such as rust-proofing, etc. are generally difficult for a lease sale however there are other options available to an astute F&I Manager.  Insurances such as Disability, Life or Loss of Employment are very relevant in this time of economic uncertainty and these products typically offer attractive profit margins.  Protection plans such as tire, wheel, dent and windshield are also excellent ideas for backend sales.  Lease End Protection coverages are available which protect the customer against end of lease charges, which can be substantial.  Finally, vehicle accessories are also an excellent way to increase the profitability of a lease sale.  F&I Managers can introduce (or re-introduce, if the salesperson has already presented them once) the range of vehicle accessories available and can then explain the residualization of these accessories.  By illustrating to the buyer that they are paying only a portion of the cost of these accessories, one increases the likelihood of a sale.  (If at your dealership you prohibit F&I from selling accessories, you are definitely missing an opportunity).

COVID-19 Challenges

The COVID-19 pandemic has wreaked havoc on vehicle sales in Canada, with 2020 sales showing a 20% decline from 2019.  With dealers accepting that this is the ‘new normal’ in auto sales, leasing presents opportunities to overcome these challenges.

Job Insecurity:  Even buyers in seemingly secure, ‘recession-proof’ jobs were dealt a blow by the COVID-19 pandemic.  The newfound realization that one’s job could disappear at any given moment creates a hesitancy that may scare buyers from taking on a six-, seven- or even eight-year auto loan.  A lease, with its shorter term, may help mitigate these fears.

GenZ:  Generation Z ˗ defined as those born between 1996 and 2010 ˗ are now coming of age and needing cars.  In fact, the first GenZs reach the age of 25 this year (do you feel old yet?).  GenZ was already a demographic known for fiscal restraint and an aversity to ownership of ‘big ticket’ items therefore leasing may be the less committed purchase this relatively untapped demographic desires.

Risk of Pricey Repairs:  Repairs are a normal part of vehicle ownership.  However, COVID-19 has highlighted this future ‘unknown’ and the risk of a large repair bill could be a deterrent to a car purchase. Leasing can eliminate this risk because leased vehicles are often still covered by the manufacturer’s standard or extended warranty.  Also, leases tend to be for the first few years of a vehicle’s lifespan, a time when large repairs are far less likely.  A lease with a term that matches the warranty period may be the ideal solution for customers weary of facing pricey repair bills in addition to their auto loan payments.

An Opportunity to Purchase Pricier Vehicles:  Consultants, McKinsey & Company, have documented a purchasing shift during the COVID-19 pandemic toward ‘A-Brands’.  They found that even with an overall decline in discretionary spending, customers are willing to spend more in order to purchase brands they trust. Leasing facilitates this shift to pricier vehicles because leasing typically carries lower payments than financing.  This creates an opportunity to close a customer on a vehicle they had previously viewed as unattainable.

The entire food industry benefited enormously from Howard Moskowitz’s breakthrough discovery that some consumers wanted smooth spaghetti sauce and others wanted chunky.  Food companies realized that offering a broader range of products to suit customers’ needs was the key to increased profitability.  Similarly, vehicle leasing allows dealers to offer an alternative to financing and a purchase solution that is crafted to the new ‘2021’ normal.

Sandra Marchetti, BA, MBA, is a Senior Finance Manager at Georgetown Kia (part of the CarNation Group) in the area of non-prime financing and sales. Sandra also has a passion for writing about the auto industry with a specialty in customer engagement and marketing. 

The post The Return of the Auto Lease  appeared first on WHEELS.ca.

Review: 2020 Alfa Romeo Stelvio Ti

I don’t know how to speak Italian, but that didn’t stop the Alfa Romeo Stelvio from talking to me.

Sporty SUVs are a dime a dozen these days, but few are actually fun to drive and even fewer will entice you to go for a drive for no reason at all.

It’s not like that with the Alfa Romeo Stelvio and it’s also not the least bit surprising from a storied Italian car company that’s been producing automotive icons for over a century. They even named it after one of the greatest driving roads on earth, and after spending time with one, it makes complete sense.

The Stelvio went on sale in 2017, entering the highly competitive compact luxury crossover segment, facing off against well-established rivals like the BMW X3 and Mercedes GLC. Those two are such a common sight on the highways that you’ll probably never notice them. The Alfa, on the other hand, is a bit of a unicorn.

For some, the Alfa’s relative rarity might be the most refreshing thing about it. For others, it might be reason enough to stay away and put their money down on something they’re more familiar with. If you fall into the latter crowd, the Alfa Romeo Stelvio offers a vehicle that has less quirks than most Alfas, and is probably the most livable and practical product they’ve ever produced. But it is still uniquely Italian.

For one, it gets attention, like nothing else in this category ever could. Where most compact crossovers are about as riveting as reading the dictionary, the Alfa, especially when specced with the blacked-out Nero Edizione trim package and bright red leather interior, offers something much more compelling.

There’s also something cool about the Stelvio’s design elements: the shield-like Scudetto grille and twin horizontal side grilles that have appeared on nearly every Alfa Romeo since WWII. The elegant lines are understated and to these eyes, it’s about as pretty as a crossover can get.

Under the hood, you get a spunky 2-litre turbocharged 4-cylinder that should be about as bland as all the other 4-cylinder turbo motors out there, but it isn’t. It has real character and a throaty exhaust note that isn’t overly loud and obnoxious. With just over 300 lb-ft of torque, the Stelvio moves too, and the 8-speed ZF automatic delivers snappy, read-your-mind type shifts. It also continues to remind me why this series of automatic transmissions found in numerous applications throughout the auto industry should be in the running for the best automatics ever made.

Then there’s the way the Stelvio handles. This isn’t my first go in one. I drove the range-topping Quadrifoglio version a couple of years ago, and I was thoroughly impressed with its balance and poise and the way it could attack a back road. I’m happy to report that outside of the Q’s potent Ferrari derived 6-cylinder, the plebian Stelvio drives every bit as well.

It starts with laser-fast steering that gives it voracious turn-in abilities. Better yet, when you do chuck it into a corner, there is no weirdness, just grip. The rear follows the front without hesitation, and with very little body roll you’ll have to remind yourself that you’re in a crossover and not a full-fledged sports car.

2020 Alfa Romeo Stelvio Ti Nero Edizione

And it’s not just its driving talents that I appreciate. The Stelvio is a practical vehicle, with seating for five and a spacious cargo area with a nice large opening, allowing you to get most of what you need crammed in. Fold down the rear seats and there’s 1600 litres of space, which is a lot. Easily enough for those Ikea shopping sprees or impromptu camping trips.

Build quality was a bit of sore point in the previous Stelvio I was in, but with numerous updates for 2020, this Stelvio felt a hundred times better. From the wrapped and stitched leather dashboard to the materials and plastics, and the superbly comfortable and supportive front buckets, it proved to be the type of vehicle that I enjoyed getting into every day.

They even revamped the infotainment giving it better graphics and a more intuitive menu structure and a nice rotary dial to control it all. Unfortunately, the experience was slow and laggy like they had forgotten to upgrade the processor. Using it was frustrating but ultimately better than what it was.

Being different, and driving an Italian automobile will come with its eccentricities, and this Stelvio, like the last one I drove, remain the only two vehicles where I’ve inadvertently set off the alarm. Not once, but multiple times. Each time more jarring than the last. And I still don’t know if I did it by sitting on the keyfob or somehow holding down that button. The Stelvio also remains the only car I’ve driven where the windows have gone down when I wanted them to go up. It could have been a pinch sensor or something but these are things I don’t typically experience with other cars.

None of that made me like it any less, but I only say that from short-term experience.

The Stelvio is priced similarly to rivals but it’s down on power when compared to the boosted sixes in the Germans, and that will work against it. And having to pay nearly a hundred grand for the Quadrifoglio puts its extra power out of reach for many.

I drove a 2020 model for this review, but there are very few differences on the 2021. Alfa has simplified the trim line and there are only four to choose from now, including the Quadrifoglio. There are also some new colours and there has been some repackaging of options making some of the driver assistance technology standard equipment on this Ti. A good move.

I’d probably keep it simple and stick with the colour combo and spec you see on these pages.

The post Review: 2020 Alfa Romeo Stelvio Ti appeared first on WHEELS.ca.

Review: 2021 Mercedes-Benz AMG A 35

The Mercedes-Benz A-Class is one of the newest members of the Mercedes family, having joined the North American market just two short years ago as a 2018 model.

Of course, that’s not to say it hasn’t been around the block a few times elsewhere; it’s served duty in various European markets, for example, since 1997. It was a very different vehicle back then, though, looking much more “enlarged Smart” than “cool compact hatch”, as seen here. Actually, that’s not entirely accurate, either, since the A-Class still doesn’t look like a cool hatch in all markets; the Americans, for example, only get the sedan while we Canadians get both.

Which is too bad for them because in hatchback form seen here, this babiest of Benzes is cool even if it is actually a little pared-back in the black paint seen here. You can have more aggressive shades like “Sun Yellow” and “Patagonia Red” if you like – but I’m not so sure.

Here’s the thing. The A 35 is a master of understatement because, beneath its tamed skin, it’s a turbocharged, all-wheel-drive cracker of a small hatch. That “Q-car” factor is something that’s served Mercedes well for a long time, and it’s all part of the fast Benz charm.

The cockpit, though, is full of eye-catching details from the dual-display dash, to the vent roundels, to the flat-bottomed steering wheel with a red centering band.

The dash is made up of two 10.3-inch displays for the gauge cluster and infotainment display. The gauge cluster can be configured five ways, all providing different colours and gauge alignments – I rotated between “Classic” and “Sport” as I preferred their traditional two-gauge set-up. “Supersport”, meanwhile, has it looking like something out of a touring car – a bit too on-the-nose for me. A touch-sensitive thumb pad on the left-hand wheel spoke that does take a little getting used to navigates the gauge cluster menus. The pad on the right spoke, meanwhile, operates the infotainment display but you can also navigate that with a touchpad and the display itself is a touchscreen.

The infotainment display, meanwhile, has even more “modes” to choose from (as well as Apple CarPlay and Android Auto) that change everything from the interior ambient lighting, to the audio system; Lounge mode, for example, douses the cabin in shades of neon blue and pink and automatically turns on the audio system. Cool, but a bit weird if the last station you had it on happens to be talk radio; not that “loungey”.

That’s all well and good, but I still find the system gets hung up when it comes to navigating your radio pre-sets. It’s often hard to tell whether you’re in your favourite list or just the general station list and often this would make it seem that certain stations just disappear off the station list. Just give me a tuning knob if you could be so kind, Mercedes.

This being an AMG model, that central display can show a lot more than your navigation screen or radio selection; if you select the AMG Driver’s Package ($2,500), it provides a suite of apps that allow you to track your lap times on some of the most famous tracks in the world. If your favourite track isn’t in the database, you can add it basically by going to the track, hitting “record” and taking it ‘round for a lap. Pretty cool stuff.

Of course, while some A 35 drivers may spend time at the racetrack, most of them will be using it more as a daily driver and it’s suited for that work just fine. It is compact, so I wouldn’t call it “roomy” but the interior is spacious enough even for larger folk like myself – how they managed to find that much room in the rear seat is truly a masterclass in interior packaging. The rear seats are a little flat, though, which makes folding the setbacks easier, but I worry would be a little slippery for occupants as the road gets more serpentine.

Review 2021 Mercedes-Benz AMG A 35

Power from the turbo 2.0-litre four-cylinder is rated at 302 horsepower and 295 pound-feet of torque, fed through a seven-speed dual-clutch transmission to all four wheels, so this is a car that loves to accelerate.

It’s felt as soon as you tip in; at 1,555 kilos, the A 35 is not a heavy car – even with 4Matic AWD — and it leaps off the line with gumption especially if you’ve set it to one of the more aggressive drive modes.

Once at speed, meanwhile, that close-ratio ‘box means that when it comes time to muster some grunt for highway passing – or just for a spot of mild hooliganery on an empty mountain road – there’s always power in reserve, ready to make itself known with a nifty note from the A 35’s dual exhausts.

When it comes time to harness all that power, meanwhile, the grippy brakes are up to the task at can get the job done from everyday speeds in short order – not only does the low weight help with accel, but with decel, too.

As zippy as that powertrain is, though, the way the A 35 handles is its true party trick. Left-right-left transitions result in very little body roll, heavy braking results in just a modicum of dive and there’s so little squat under acceleration that you really do have to wonder if there’s a gap between the body and rubber. There is, it’s just that it’s quite firmly sprung making for some fantastic tractability. Thing is, there will be those out there that might find it just a little too firmly sprung, especially for city work where railroad crossings and other urban imperfections will cause a shiver through the body and chassis. Such is the price you pay, I suppose, for such great performance through the twisties. However: the AMG Driver’s Package does provide three-stage dampers, and that might help smooth things out as the goings get rougher.

Not much else to complain about, though. The A 35 is a cracking little car that will put much larger, flashier rides on notice – it punches above its weight class, and you have to like that.

The post Review: 2021 Mercedes-Benz AMG A 35 appeared first on WHEELS.ca.

First Look: Audi e-tron GT

February 9th, 2021 – For the last few months Audi have been teasing the automotive world with snippets of information and camouflaged images of their long-anticipated e-tron GT.

Only now have we been given a look at the new e-tron GT and the wait has certainly been worth it.

Audi’s latest introduction to their electric line-up is a bit different, while still following their environmental philosophy, is more about performance, speed and handling and now takes pride of place being Audi’s most powerful production car ever made.

It is built on the same production line as Audi’s high-performance R8, which gives us some insight as to Audi’s intentions as to where this grand tourer fits in their line-up.

The e-tron is designed as an electric four-door coupe that satisfies all of the design characteristics of a grand tourer, while still being able to fulfill its obligation of being a performance sedan. A long-wheelbase, wide track, larger wheels, and of course a sleek lower silhouette gives it a sporty and elegant exterior. The sculptured body starts up front with an elongated hood that flows and rises with the windshield onto a steeply raked roofline that tapers down to the rear integrated spoiler in typical Audi Sportback fashion. The high waistline and extended wheel arches add to the sporty and muscular appearance with the large wheels adding even more to its athletic looks.

Internally, the design focus is targeted towards the driver with the dashboard being slightly angled towards the left. Both the driver and front passenger seating allow for both to be seated in a low sporty position separated by a wide centre console. The touch screen infotainment screen is surrounded by a black piano bezel that gives the appearance of it being suspended above the instrument panel.

The cabin and seating are liveried using a number of sustainable or recycled materials. The seats are upholstered using a combination of faux leather and microfibre materials that are fabricated from recycled materials. The instrument panel is finished with graphite gray or palladium silver paint as standard with an option of matt carbon or open-pore walnut wood being made available.

The cabin is very functional with plenty of space for all passengers to be comfortable, while still having sporty feel and look. The fit and finish exemplify what a luxurious tourer should be.

Audi has taken the high road and has stayed away from adding a huge gaudy centre screen like other manufacturers, this elimination adds to the e-tron GT’s panache and elegant over-all feel.

The drive train of the e-tron GT is what makes it special. It will come in two flavours; the e-tron GT Quattro and the RS e-tron GT that has upgraded handling characteristics. The 85kW battery pack is mounted at the lowest point of the vehicle equally positioned between the front and rear axles balancing the car, as well as giving it a lower centre of gravity to help with performance handling.

Both trim lines have an electric motor mounted up front and the rear. The e-tron GT Quatro has a combined output of 350 kW with the front motor producing 175 kW and the rear 320 kW. Both motors have the ability to store power in reserve for extreme driving situations explaining the total output difference than the total power combination produced by both motors.

First Look Audi e-tron GT

The RS e-tron GT produces the same power from the front motor with the rear producing 335 kW adding to an over-all output of 440 kW. The total torque figures released for the RS e-tron GT is cited as 612.2 lb-ft. This allows the GT Quatro to reach 100km/h in 4.1 seconds with a top speed of 245km/h and the RS GT to reach the same speed in a blistering 3.3 seconds and on up to 250 km/h.

Both models are equipped with Quattro all-wheel drive with a front-wheel drive bias. In the event of loss of traction, fast cornering or aggressive acceleration power can be redirected to the rear wheels at speeds that are five times faster than a regular Quattro drive train. The all-wheel drive system continuously monitors the torque distribution between the axles and reacts within a fraction of a second.

The e-tron GT eliminates the need in trying to find a specific charge point by having charge plugs mounted on both sides of the vehicle with the right-hand side having the ability to be able to charge from a DC charger. Charging on an 11 kW AC charger can be completed from empty overnight, and an optional 22kW charger will speed up charging times and should be available at the time of release. The e-tron GT Quattro can travel up to an average of 488 Km while the RS e-tron GT will travel up to 472 km.

The e-tron GT looks like it will be the future of Audi, it manages to incorporate Audi’s environmental commitments without losing any of its powerful and sporty image. I think Audi have managed to make the crossover from internal combustion to volts while adding to the brands appeal.

The e-tron GT is due to hit Canadian dealers sometime in the summer of 2021.

The post First Look: Audi e-tron GT appeared first on WHEELS.ca.

Review: 2021 Jeep Wrangler Unlimited Sport S 80th Anniversary     

How do you honour the 80th anniversary of the Jeep Wrangler, the WWII battle-birthed, time-tested icon that remains one of the most capable, most recognized on- or off-road warriors in the world?

Simple. Stick with the strengths – the toughness, the time-tested trail abilities, and temper those with increased on-road civility, those blended qualities framed by the trademark cues of a seven-slot grille, traditionally round headlight housings, trapezoidal wheel flares, the fold-down windshield, bulky-hinged removable doors and a mix of strip-down roof choices to further every Jeep owner’s fantasies of open-air exploration.

Then keep adding techs and tweaks – more driver assists, more amenities, more choices. And maybe celebrate the milestone with a special 80th Anniversary edition.

For 2021, Jeep claims a four-model Wrangler JL lineup – the Sport (two-door only), Sport S, Sahara (four-door only) and Rubicon. But, click on the Jeep.ca website and, yikes, you’ll find a bewildering choice of fifteen different editions, even before adding other packages and options.

To start, let’s skip the two-door models. Yeah, I realize their appeal with a $3K-$4K cheaper starting price, shorter wheelbase and the nimbler mass that make them the true Jeeps for weekend warriors. I know a two-door owner who refers to the four-door Unlimited versions as “minivans”. But the four-door Unlimited models have all but taken over the niche with smoother ride and handling, stretched-out accommodation for five passengers instead of four, more than twice the cargo space, a higher tow rating and more trim and power choices.

Review 2021 Jeep Wrangler Unlimited

The Unlimited’s popularity is obvious. Jeep doesn’t publicize the sales split but my extremely scientific study, based on noting oncoming Wranglers whenever I didn’t forget to do it, revealed a 10-to-1 ratio after counting off about a hundred plus Wranglers – 10 Unlimited four-doors for every single two-door.

Wrangler Unlimited powertrain choices normally start with FCA’s 3.6-litre Pentastar ESS V6 (285 hp, 260 lb-ft) mated to a six-speed manual. Upgrading to an eight-speed automatic adds eTorque tech for a mild-hydrid assist to the V6 engine.

A normally optional 2.0-litre four-cylinder turbo, offering almost equivalent power (270 hp, 295 lb-ft) and thriftier gas mileage through the 8AT, comes standard on the 80th Anniversary edition tested here. I managed a decent 10.3L/100 km (comb) fuel econ average, not bad for two tons of fun with a design ethic that’s as aerodynamic as an outhouse. The optional 2 also complemented the powertrain:72:1 SelecTrac full-time 4WD system ($795) and Trac-Lok limited-slip rear differential ($525). And, yes, it has earned a TrailRated badge.

There’s also an available 3.0-litre V6 EcoDiesel (260 hp, 442 lb-ft) with more grunt and even better fuel economy but, unless you’re a die-hard diesel fan, I wouldn’t bother. If you drove the 7,100 km cross-Canada run from St. John’s to Vancouver, the diesel might save you about a hundred bucks compared to the 2.0-litre gas version (not counting DEF costs). So, hardly worth it, considering its $7,595 added cost (or $9,190 in other trim packages). Besides, all four-power variants share the same 1,588 kg (3,500 lb) tow rating, anyway.

Our 80th Anniversary edition builds on an Unlimited Sport S entry model that starts at a $44,095 price point. But it doesn’t stay there long. A Customer Preferred package ($2,995) adds functional bonuses like a heavy-duty suspension with gas shocks, bigger 18-inch tires, automatic headlamps and more. Inside, the UConnect 4C system with Android Auto, Apple CarPlay, Nav & Sound Group displays on a 7-inch screen. And there’s 80th Anniversary badging on the console, seats and floor matts, along with a unique 80th Anniversary plaque mounted inside the swing gate.

Review 2021 Jeep Wrangler Unlimited

A Cold Weather Group ($995) adds heated steering, heated seats, remote start and this is where I grumble about features that come standard in economy cars at half the price. But the list of add-ons gets longer with an LED Group, Trailer Tow package and a myriad of driver assist tech packages until this 80th Anniversary edition finally gets tricked out with a few last Mopar extras – a black Freedom Top modular three-piece hardtop, black tubular sidesteps, even a special black fuel filler door, topping this collection of extras out at a significantly upgraded $60,220, including all fees.

The sum total of all that effort is a capable and civilized all-purpose, all-weather, all road conditions family hauler with the special 80th edition cachet. Yes, it still feels ‘trucky’ and still wanders in its highway lanes more than your average sport ute but if burly, bush-bashing Wrangler potential is not your cup of tea, you should probably be shopping in the soft-roading sport cute aisle.

I should mention that, along with the updated powertrains this year, added Wrangler features for 2021 include two new USB power ports, some trim-specific packaging changes, a new available TrailCam forward-facing off-road camera and, along with the 80th Anniversary model, a new Tiki-flavoured Islander model with available hood decals and trim specific treatment.

Jeep will also soon be adding the new Wrangler 4xe plug-in-hybrid, first in a line of future electrified models and, at the other end of the power spectrum, the amusingly insane 470 hp Rubicon 392 high-performance Jeep Wrangler.

I’ve always chuckled at the Wrangler decal that says, “It’s a Jeep thing. You wouldn’t understand.”

Review 2021 Jeep Wrangler Unlimited

Review 2021 Jeep Wrangler Unlimited

But while the coming Ford Bronco may provide a novelty factor and new segment competition, Jeep customers understand very well that traditions and traits, carefully blended with some of the upcoming innovations listed above, should keep the Wrangler in its position as the best-selling Jeep in Canada well past its 80th celebration.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

The post Review: 2021 Jeep Wrangler Unlimited Sport S 80th Anniversary      appeared first on WHEELS.ca.

Opinion: Future Mobility

I’ll be honest, when car manufacturers talk about ‘future mobility’ I tend to zone out a bit. Suddenly, I’m more easily distracted. Did my phone just make a noise? I’d better check.

Don’t get me wrong, some of the ideas at play regarding future mobility – democratization of advanced technology, reducing congestion and accidents – are quite interesting, but even in 2021, they feel distant even as the horizon inches closer.

What got me thinking about future mobility again is GM’s YouTube channel, which covered the company’s announcements at the Consumer Electronics Show (CES) in Las Vegas last month.

As I scrolled through the videos, I stopped on CEO Mary Barra’s almost hour-long keynote address. The speech covered a variety of topics including GM’s much-publicized electrification plans, along with updates from each constituent brand about the many exciting products in the pipeline, some of which were shown only in fuzzy silhouette.

Pretty general stuff, but then I got to future mobility part crammed into the last few minutes of the speech. In this section, Barra mentions Cruise, a name with which I was only vaguely familiar.

Cruise is a San Francisco-based start-up that has been working on driverless car tech since its founding in 2013. GM bought Cruise in 2016, about nine months after the latter had acquired a permit from the California Department of Motor Vehicles to begin self-driving testing in June 2015.

Over the past five years, Cruise has logged more than two million miles of testing on its fleet of roughly 150 Chevy Bolt EVs on the streets of San Francisco, and last October, the state issued a permit allowing backup human drivers to be removed from Cruise’s self-driving cars. Driver-less testing is ongoing.

Last year, the company also introduced their first production vehicle, the Cruise Origin, a pure electric autonomous vehicle designed for ride sharing and delivery-oriented businesses. Last fall, GM confirmed the Cruise Origin will be built at its Factory Zero plant (formerly Detroit-Hamtramck), which will serve as the manufacturing hub for GM pure electrics, including the GMC Hummer EV. The Cruise Origin will also use GM’s Ultium battery.

In the video, Cruise co-founder Kyle Vogt talked about food delivery partnerships the company has started in San Francisco, along with a Wal-Mart pilot project to deliver orders in Scottsdale, Arizona. He said the company will be more visible in 2021, as Cruise Origin begins to ramp up. He wants to see these vehicles spread far beyond San Francisco to other parts of the U.S. and, presumably, the world.

So far, however, Cruise doesn’t offer ride sharing services to the public. When it will do so is unclear. Waymo, the self-driving car division of Google parent company Alphabet Inc., in conjunction with Stellantis (formerly FCA), offers robo taxi service to U.S. customers, but only in Phoenix, Arizona. Ford, Nissan, Volkswagen and many others are also working on autonomous vehicle programs.

As for us here in Canada, well, it seems like self-driving cars accessible to the public remain distant. Ontario is the only Canadian province where, under strict conditions, self-driving cars can be tested on public roads. The manufacturers will undoubtedly want to sell autonomous vehicles here once the technology is fully validated and legal, but when that will be is truly anyone’s guess.

Whenever that day arrives, it’ll probably catch me by surprise. A driver-less Cruise Origin whooshes past… delivering packages for Amazon.

The post Opinion: Future Mobility appeared first on WHEELS.ca.

First Drive: 2021 Mazda CX-30 Turbo

Mazda’s recently been on a mission of rivaling the premium brands. And the latest examples of its efforts have been rather convincing, with vehicles like its Signature series CX-5 and CX-9, as well as the more recent Mazda3 Turbo compact sedan and hatchback. It was therefore only a matter of time before the CX-30, Mazda’s latest “in-betweener” subcompact crossover, received the same treatment. Say hello then to the inevitable CX-30 Turbo.

If, like me, you feel like the CX-30 was a last-minute rush job to save the entire Mazda lineup, you’re not exactly wrong. Even if it arrived on the market midway into the 2020 model year, Mazda Canada still shipped 9,017 units compared to a full year of selling 14,788 Mazda3s and 8,335 CX-3s.

It’s mainly aimed at taking on the latest crop of small and highly popular crossovers that sit somewhere between the subcompact and compact category – things like the Kia Seltos, Chevrolet Trailblazer or Nissan Qashqai. The CX-30 follows in the Mazda3’s footsteps by riding on the same architecture and offering the same powerplants.

Essentially a heavily reworked version the CX-30 GT’s 2.5-litre SKYACTIV-G four-cylinder engine (186 horsepower and 186 lb-ft of torque) this new forced-induction setup cranks things up to a healthy 250 horsepower and a mountain ripping 320 lb-ft of torque (on 93 octane gas). This, by the way, allows the all-wheel drive CX-30 turbo to be the most powerful subcompact crossover in its class. Its performance also comfortably sits in the same ballpark as offerings from Audi, BMW and Mercedes-Benz.

First Drive 2021 Mazda CX-30 Turbo

And that’s no coincidence. Mazda only offers the turbo engine in the CX-30’s top-shelf GT trim level, which houses a full battalion of neat creature comforts, technology and fit and finish that’ll have you think twice before signing for that Audi Q3. The CX-30 Turbo’s cabin is rich in high-quality materials, elegant design elements and a sense of craftsmanship that no other mainstream brand manages to replicate.

And it’s the same story for its exterior styling that presents itself through a clean, organic and sensual design language. The CX-30 looks compact, yet purposeful, but also expensive and ready to pounce.

And pounce it will as this little crossover exhibits grown-up road manners that could easily have you mistake it for a budget-minded Mercedes-Benz. The chassis is stiff and composed on rough roads, and the suspension’s damping sits at a sweet spot between sportiness and comfort. It’s just a downright fun little utility vehicle to throw hard into a highway offramp.

The addition of turbo power only adds another arrow to the CX-30’s premium quiver. It’s quick off the line, but its power delivery is effortless and buttoned down. It deploys its 320 lb-ft of twist with utmost efficiency, and that six-speed gearbox, while low on gears, manages it all with little drama. Speed and highway takeovers have rarely felt this painlessly fun.

First Drive 2021 Mazda CX-30 Turbo

At this point you’re probably thinking that the 2021 Mazda CX-30 is the perfect subcompact crossover. Priced at under $40,000 fully loaded and with this much substance, it certainly feels like a homerun from Mazda. And in many cases, it is. That’s until you realize you won’t be able to sit behind yourself in the back seat if you’re six foot tall, and that its maximum cargo hold is significantly lower than competing models from Nissan and Kia. It also loves to do things for you, like slam on the brakes when it’s on cruise control, or annoyingly tug on the steering wheel if you happen to flirt with the white lines. That said, there is an off switch. At least.

If you’re ready to sacrifice a bit of practicality and rear legroom, then the 2021 Mazda CX-30 is definitely worth putting on your A list.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

The post First Drive: 2021 Mazda CX-30 Turbo appeared first on WHEELS.ca.

Mitsubishi and Amazon partner for unique Outlander reveal

In a unique partnership to debut the 2022 Mitsubishi Outlander, Mitsubishi is joining with Amazon to showcase the launch of the new vehicle on Amazon Live. The new 2022 Mitsubishi Outlander has been redesigned and will sport a more enhanced design, updated interior and feature the Super All-Wheel-Control all-wheel-drive system.

Amazon will host the reveal on February 16, at 6 p.m. EST at Amazon.com/MitsubishiOutlander

The post Mitsubishi and Amazon partner for unique Outlander reveal appeared first on WHEELS.ca.

Ford Canada Names New CEO, Company’s Fourth in Four Years

Ford of Canada has named a new president and CEO. 25-year company veteran Bev Goodman is taking over the office, responsible for the automaker’s more than 8,000 employees in this country. She’s the fourth CEO of Ford Canada since 2017, and that shows an interesting picture of where the Canadian arm of the company stands in the total corporate hierarchy.

The Montreal-born Goodman is the second consecutive Canadian to lead the company but is not the first woman to have the top job. That honour, which went to Dianne Craig in 2011, starts the current frequency of Ford Canada CEOs onward and upward. In 2017, Craig left to become CEO for FordDirect, the arm of Ford that brought tech and digital marketing to the automaker’s dealers and is currently president International Markets Group, responsible for leading Ford business operations in more than 100 countries.

Craig was replaced by Mark Buzzell that year and held the position until 2019, when he left the CEO spot to become director, Ford North American fleet, lease, and remarketing, putting him in charge of Ford’s used selling, brand marketing for all of Ford’s commercial trucks and vans, and the automaker’s extensive sales to commercial and government fleets. Buzzell was succeeded by Dean Stonely, who moved to the new position of general manager, North America truck, in charge of the company’s biggest-selling vehicles.

Ford of Canada CEO

Goodman will lead Ford of Canada’s operations here including the company’s Canadian HQ, three regional offices, a vehicle assembly and two engine manufacturing plants, as well as research and development sites and connectivity and innovation centres. She started with the company as an intern in the finance department 25 years ago and has worked extensively in finance, parts and service, and sales and marketing. She comes to the position from being Ford of Canada’s director of marketing communications.

The new CEO comes to the job during a time of great change, as Ford is once again the top-selling brand in Canada, but is facing significant challenges related to not just the COVID-19 pandemic, but Ford’s transition to electric vehicles and the announcement that Ford’s Oakville, ON, plant would be one of the first to build those EVs.

“I look forward to embracing new ways to serve our customers across the country as we introduce iconic vehicles such as the Mustang Mach-E, Bronco and F-150 hybrid,” said Goodman. “We’ll focus on delivering the benefits of electrification and connectivity to consumers, including plans for the $1.8-billion transformation of our Oakville Assembly Complex to a battery electric vehicle manufacturing facility and continuing to grow our advanced connectivity and innovation centres,” Goodman said.

The post Ford Canada Names New CEO, Company’s Fourth in Four Years appeared first on WHEELS.ca.

Review: 2021 Lexus LS 500 Executive

When you talk about Lexus, you have to talk about the LS. It’s the model that launched the Lexus nameplate in North America, establishing a brand which stood for luxury, refinement, technological advancement and reliability. These classic LS 400 cars are the million-mile Lexus’ that we see on YouTube today.

Back in 1990, the Lexus LS wasn’t just the best that Toyota could do. It was the best that anybody could do. While many scoffed at Toyota’s ambitions to take on the best of American and German luxury, the sale figures and the meteoric rise of the Lexus nameplate spoke for themselves.

Fast-forward 30 years and the landscape is a little bit different. The smaller IS and ES models have moved in to service the audience of the old LS 400. The new LS 500, meanwhile, is a car designed much more to be driven in than to drive yourself.

The Lexus LS 500 is no longer a blue-collared, hungry challenger in its class. It’s a pompous, fat and happy cruiser for the leisure-class. Don’t believe me? Check the MSRP.

The price of the original LS 400 in 1990? About $70,000 when you factor in inflation. Our as-tested LS 500? A whopping $141,000.

Seriously.

There is some good news in the form of the LS 500’s power plant. It’s Lexus’ familiar 3.5-litre DOHC twin-turbo V6 that features every internal combustion advancement known to man. This includes a sophisticated variable valve timing system as well as both port and direct fuel injection. A hybrid variant is also available.

The result is an engine that accelerates with all the drama of a dentist’s waiting room and gets reasonable gas mileage (unless you start to feel your foot getting heavy). But best of all is that the LS’ engine produces a very buff 416 horsepower and can usher you to 100 km/h in roughly five seconds. Not bad for a car that weighs almost 5,000 pounds.

I often criticize vehicles for not having a sense of joy. And in that category, I actually have to hand it to the LS 500. Despite being a vehicle which Lexus describes as prioritizing, “comfort, quietness and craftsmanship” which “have been elevated to a new level of refinement”, the LS 500 still manages to get up your nose a bit.

It’s a boat. But it’s a speedboat. Flick the switch into the Sport + setting and it’s not exactly a sports car, but it does get a little naughty with sharper steering, stiffened suspension and more immediate throttle response.

You won’t be carving up any corners or easily navigating a parking garage with the LS’ 12- inch wheelbase. But the ride is expectedly exquisite (even on snow or gravel), and road noise is minimal.

Think of the LS 500 not as a fighter jet, but as a private jet.

Review 2021 Lexus LS 500 Executive

Review 2021 Lexus LS 500 Executive

One look inside the car will prove my point. Everything is awash in red-leather and suede, and looks as if the designer took their main inspiration from the VIP booth of a King St. nightclub.

Mounted behind the front seats are two screens connected to a BlueRay entertainment system, complete with HDMI inputs and audio jacks. In the centre of the rear seats is a touch screen featuring climate, entertainment and comfort controls. You also get an absolutely massive 39 inches of rear legroom. It is sincerely nicer than sitting in first class.

I suspect that Lexus knows that most people who buy the LS 500 are buying it to be driven around in. There’s simply no other explanation for this kind of lavish rear passenger comfort.

If you do find yourself employed as the driver of someone who owns a Lexus LS 500, you’ll be pleased to learn that the LS has adopted the touchscreen for 2021, so that you don’t have to navigate with a mouse or touchpad or any other such nonsense.

A touchpad is included, but mercifully, the LS features a healthy dose of analogue keys for the climate control and audio selection. There’s also a few quick keys surrounding the touchpad for quickly navigating through the touch screen’s many, many menus.

Speaking of audio, the Mark Levinson premium sound system, with its 23 speakers is an absolute banger (it bloody better be for $140K), so you’re in good hands there.

Review 2021 Lexus LS 500 Executive

Now, you might find the LS 500 a bit difficult to park in your boss’ private underground garage. Thankfully, the LS 500 features a number of park assists including a backup camera with a back guide monitor and something called an “intelligent clearance sonar” which creates a little top-down 3D model of your car navigating its space. It’s helpful for gauging the distance in a turning radius or navigating around obstacles.

A cross-traffic alert will urgently alarm you of vehicles crossing your path while moving and the world’s most gentle lane-departure assist will keep you from having to slam on the brakes, which would of course spill your boss’ artisan double-cafe-half-sweet mocha latte.

And those are all just the standard options. Our as-tested model came equipped with the “Executive Package”. It’s a quaint little option that will set you back $25,650 for basically a moonroof and some massage units built into your seats. That’s more than the price of a standard VW Golf. Just want to put that out there.

The biggest question to undoubtedly answer when it comes to the Lexus LS 500 is, “Is it really worth $140,000?”

And the answer is, “Not if you’re the one driving it.”

Despite the horsepower and the refinement, it’s not really all that much better to drive than a Lexus IS. Definitely not an ES.

Review 2021 Lexus LS 500 Executive

If what you’re looking to do is blow over $100,000 on a car with four doors that goes like hell and which you’ll enjoy driving, there are so many BETTER options for you. Porsche Panamera. Tesla Model S. Dodge Charger Hellcat Redeye (if you’re someone who isn’t boring at parties).

But if you can afford to hire a driver, then $140,000 is a totally moot point. What you want is to review your PowerPoint presentation while getting your ass massaged on the way to the office. Driving is the furthest thing from your mind.

And if that’s the case for you, then I would recommend the Lexus LS 500 because it’s unbelievably refined, tastefully understated (on the outside) and will probably prove to be more reliable than its competition.

The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.

The post Review: 2021 Lexus LS 500 Executive appeared first on WHEELS.ca.

We use cookies to ensure that we give you the best experience on our website.
By continuing to use our site, you accept our cookies policy terms
Accept cookies Customize cookies