Review: 2020 Volkswagen Tiguan

Several people commented on how “sharp looking” the Volkswagen Tiguan was. It looked like a mid-size SUV to me. Maybe we are all correct.

My Tiggy was a 2020 model year. The 2021s will be arriving in VW showrooms soon, but the internals of the new model will be a carry-over. Tiguan starts at $29,770 for the base Trendline front-wheel drive trim level. Four-wheel drive (4MOTION in VW-speak) is standard on the rest of the range, with Trendline at $32,040, Comfortline $34,865, IQ.DRIVE $37,670, and Highline $40,395.

My tester was an IQ-DRIVE with the only option available and a third row of seats, at what seemed a reasonable $760. I have no idea what “IQ-DRIVE” means; maybe that’s why this nomenclature will be dropped for 2021. But the vehicle never fails to remind you – open either front door, and those letters are projected at your feet. Among those carryover bits is the 2.0 litre turbocharged four cylinder engine (184 horsepower from 4,360 to 6,000 r.p.m.; 221 lb-ft of torque from 1,600 to 4,360 r.p.m.), and the eight-speed automatic transmission.

The handsomeness of the exterior is continued inside, with typical VW design and execution, with matte black no-reflection materials. Proper round dials for speedo and tach, with coolant temperature and fuel level nestled respectively within with all white-on-black for good readability.

Various additional tidbits of information such as fuel consumption, trip odometer, back-up SatNav screen, and controls to shut off most of the nanny systems, are in a multi-function panel between these two main dials.

The central screen with proper round knobs for volume and function selection is bright and clear. It can display a stunning array of stuff, including a “drive coach” to help you minimize fuel consumption.  However, as in the GTI I tested recently, if you want to adjust the radio, you lose the SatNav screen. This should be handled better. Below this screen is a set of nice round knobs to control most of the HVAC functions. On the centre console is a round knob with a push button inside it. This works the drive mode selection function. Rotate then push the knob to select the program you want – Snow, Normal, Off-Road, etc.

Some of these modes offer additional options that you select from the main screen, which I found confusing, having to move back and forth between the screen and the controller. This all will require a long weekend reading the Owners Manual, and maybe six weeks of practice before you figure out all the permutations and combinations. Most likely, you’ll find one the combo you like, and just leave it alone.

For me, it was the “Sport” mode, although it did keep the engine revs higher than did the more sedate settings, which might have an impact on fuel consumption. Other high-techery includes Android Auto, Apple CarPlay and MirrorLink capability, a WiFi hotspot, 12-volt outlet, and USB outlets galore. Minor controls for windows and mirrors look just like those in my 2003 Jetta, dead simple to understand and use.

The seat upholstery in this trim level is “leatherette”. I’d rather have had plain cloth, but that’s only available in Trendline models. I found the seats acceptably roomy, comfortable and supportive. Heated seats are provided for four of the five riders. The Owners Manual says there is also a heated steering wheel; with that manual in hand, I searched for it for about an hour without success. Turns out the button for the driver’s seat heater also turns on the steering wheel heater. Who knew? Thomas Tetzlaff, VW Canada’s PR man, did. But I didn’t find this out until I returned the vehicle. Still, the mystery solved.

The middle row of seats is split two-thirds left side / one-third right; each part is movable independently fore-and-aft to provide flexibility for distributing legroom between second and third row passengers. Getting into that third row calls for some agility, or smallness of stature.

Lots of storage spaces for cups and bottles, even a spot for a bottle of windshield washer fluid in the cargo area.

Should you need assistance reversing, the central screen switches to a split view, with both overhead and “right behind you” displays. That view stays on the screen for a few seconds after you shift back into Drive, for reasons that don’t seem obvious.

Review 2020 Volkswagen Tiguan

Tiguan’s camera sits out there on the tailgate, rather than being tucked in behind the VW logo on the trunk lid like the GTI, so it will get dirty right quickly. Also like the GTI, Tiguan gets the manual shift pattern for the transmission backwards in my opinion. It just has to be back for upshifting, forward for downshifting.  But in a vehicle like Tiguan, you’ll probably let it shift for itself anyway.

The engine gets a bit loud as revs rise, although at higher speeds, road noise takes over. This was exacerbated by the winter tires on my tester, a more-than-acceptable trade-off given the weather I encountered during my test period. Performance is fine with that strong low-end torque means acceleration is satisfyingly brisk. The transmission shifts smoothly and quickly, requiring little throttle pressure to initiate a downshift.

On occasion from rest, however, it seemed to take a brief moment to make up its mind to get rolling. In the cut and thrust of city driving, this can be a bit of a bother. As you would expect from a VW, handling is sharp, with precise turn in, and stable behaviour. The ride quality is also more than adequate.

Tiguan passes the mirror test – you can adjust them far enough out to eliminate the blind spots. And, the ignition off/ headlights off test too – switch the lights on when you buy the car, and never touch that knob again. On the downside, the VW’s door locks re-lock themselves if you drop below about 15 km/h.

In today’s market, there seem to be about a million mid-size SUVs to chose from. All of them are pretty good.

If crisp road manners and excellent handing are at the top of your wish list, Volkswagen’s Tiguan should be on your shopping list.

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

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First Look: 2021 Honda CMX1100 Rebel

The 2021 Honda CMX1100 Rebel is a new middleweight cruiser that starts with a parallel-twin motor out of the storied Africa Twin adventure bike.

Yup, a new cruiser coming to a segment that’s supposedly on the ropes. American Honda is still hanging on to the Fury and a couple of Shadows; but Honda Canada has dropped everything in the cruiser category outside of smaller sibling Rebel 300 and Rebel 500 models.

The CRF1100L Africa Twin’s 1,084 cc parallel-twin-cylinder engine, with its 270 degree phased crankshaft and uneven firing interval, already mimics the V-Twin throb of a classic cruiser. The new Rebel is lighter and stronger than the 1,300 cc Honda middleweight cruisers of the past, with this modern motor making 87 hp and 72 lb-ft of torque for a best-in-class power to weight ratio. Honda’s engineers added flywheel mass and retuned the powertrain for more bottom oomph and mid-range punch, altering valve timing and lift for an even stronger “pulse” feel. And the evocative exhaust note has been tweaked to match.

Engine power is managed via Throttle By Wire (TBW), Honda Selectable Torque Control (HSTC) and Wheelie Control. There are three pre-set modes selectable from the left-hand switchgear – Standard, Rain and Sport – along with a User mode that allows the rider to customize from those categories. Honda Canada is offering a six-speed manual transmission model and an automatic-shifting six-speed Dual Clutch Transmission (DCT) version (the first DCT application in a cruiser).

The new CMX1100 Rebel blends bare-boned ‘bobber’ style with modern tech and styling, starting with a tubular steel frame serving as an exoskeleton for the blacked-out engine, exhaust and mechanicals. Seat height is 700 mm. That is about a half-foot lower than the Africa Twin’s perch. It’s also slightly higher than most Harley cruiser seat heights, but low enough for the classic cruiser feel of “sitting inside the bike”. And the bike architecture still allows for a 35-degree lean angle, adding a sport edge to the Rebel’s laid back leisure cruising character.

Cartridge-style front forks are mated to 43 mm stanchions and twin rear shocks feature a 12.5 mm rod and pressurized piggyback reservoir. Front and rear suspensions allow for spring preload adjustment. And the Rebel 1100 sits on fat tires with ABS braking comes courtesy of a mono-block four-piston caliper grabbing a 330 mm floating disc up front and a single piston caliper with 256 mm disc in the rear.

The rear seat pad can be easily removed to make a solo rider statement. And the ignition key, inserted cruiser-style into the left side of the frame also unlocks the rider’s seat to reveal a three litre storage compartment with USB-C charging port.

Starting with stripped-back minimalist style, the CMX1100 mixes traditional cruiser cues with modern techs and upgrades. It’s narrow-bodied with a scalloped, two-tone 13.6-litre flangeless fuel tank, steel fenders, standard cruise control, offset negative LCD instrument display and with four LED bulbs burning bright inside a traditionally round headlight housing.

First Look 2021 Honda CMX1100 Rebel

The CMX1100 Rebel should hit the sweet spot with a Goldilocks-like just-rightness of style, sport and swagger and, with its blacked-out, blank canvas potential for personalization, riders will be able to enhance their style with accessories that include windshield and headlight cowl options, heated grips, tank pads, short front fender, wheel stripes, seat and passenger seat options as well as backrests, rear carriers, luggage racks and more.

The 2021 CMX1100 Rebel will arrive at Canadian dealers March 2021, available in Bordeaux Red Metallic (6MT only) and Gunmetal Black Metallic (6MT and DCT).

MSRPs are $12,999 (6MT) and $13,999 (DCT).

First Look 2021 Honda CMX1100 Rebel

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Wild Turkey’s Playing Chicken with the Traffic in Mississauga

This all started about three months ago when I was driving with my wife west along Skymark Avenue in Mississauga when she stopped telling me how much she loved and admired me and started yelling, “Stop! Stop!”

As I’m an eyes-on-the-road-all-the-time kind of driver, I yelled back: “Stop where?” And she said, “Over there! There’s a huge bird over there.”

So I turned left into a driveway and stopped. “Where?” I asked her, ever so calmly.

“There,” she said, pointing at this – yes – big bird that was standing on a patch of grass in the middle of a stretch of pavement that connected several industrial-style buildings.

The bird looked like a turkey. Wanting a closer look, we got out of our vehicle – I was testing a Mercedes-Benz G 63 SUV at the time – and approached it, slowly.

There was another guy there, taking pictures of the bird, which was just standing and looking around. Before my wife asked, the fellow said, “Yes, he’s a turkey-turkey,” as distinct from a chicken or a goose.

“Let’s leave him alone,” I said. “I don’t want to upset him. He’s probably escaped from a processing plant around here, or something. Let’s let him enjoy his freedom.”

The fellow taking the pictures agreed. “He can’t fly, so he won’t get far. Somebody will probably come and pick him up.”

As we left, my wife said, “I think I’ll call him ‘Jack.’ That way, the next time I see him, I won’t say, ‘Stop, there’s a huge bird over there,’ I’ll just say, ‘There’s Jack,’ and you’ll know what I mean.

My wife likes to name the birds and animals we come across. For years, we would see a German Shepherd guarding a junkyard near Mavis Rd. and Central Parkway in Mississauga. He was a real junkyard dog, so she called him ‘Bubba.’ On a highway near Sutton, a donkey is often in a field and she calls him ‘Don Kay.’ She’ll say, on days when it’s really cold, “‘Don Kay’ is out today without a coat. I’ll have to speak to his owners.” And I’ll say, “Yeah, okay.”

A few days after we first met Jack the Turkey, we were driving along the same road – my wife’s work is in the area – and here he was again, but this time he was out in the middle of the street, acting very menacingly toward cars. Pecking at them.

But he didn’t look like our Jack. His neck was longer, he wasn’t as heavy in the middle and he looked more sleek – a little bit like a Canada Goose but not, if you get my drift. I told my wife he looked like a wild turkey. I’m not an expert, but he looked like the label on a bottle of Wild Turkey bourbon, of which I do have knowledge, although not recently.

Whatever, we didn’t want him to get hurt, or worse, so we called Animal Services, who said there wasn’t really anything they could do. “We could send somebody out to shoo it off the road, but that’s about all,” the woman said. “It probably has a mate and they could have a nest in the area,” she added, before hanging up.

Two days later, we saw it again. Except, there were two this time. One was eating in the boulevard and the other was out on the road, playing chicken with the traffic. “It’s Desi and Lucy,” exclaimed my bird-naming wife. “Just like Animal Services said.”

But that was the one and only time we saw them together. I saw Desi – I mean, I think it was Desie – a bunch of times after that: on the road, even in parking lots, peck, peck, pecking away at cars. And then, around the first of December, he disappeared. I feared the worst.

You can imagine how I felt the other day, then, when I read the following story in the Mississauga News, datelined Dec. 31, which was New Year’s Eve:

“Watch out for Tom today, he’s in a ‘fowl’ mood,” wrote reporter Alexandra Heck.

“Peel police are fielding complaints about an ‘angry turkey’ blocking traffic near Matheson Boulevard and Explorer Drive in Mississauga (which is in the neighborhood where we’ve been seeing it).

“Officers say the bird was pecking at cars and asked drivers to proceed with caution through the area.

“Police attended the scene along with Animal Services, but the bird managed to escape.

“‘Our feathered friend evaded capture with its impressive 40 km/h speed,’” police tweeted.

That’s right: 40 km/h. That’s on foot. Wild turkeys can fly as fast as 50 km/h, if they feel threatened.

And speaking of feeling threatened. Desi is likely seeing his reflection in the paint on those cars and thinks he’s fighting off an enemy intruding in his territory.

Who’s maybe also thinking of taking a crack at Lucy, too.

Norris McDonald is a retired Toronto Star editor who continues to write for Wheels under contract

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Carte Blanche – We Need a Driver Training Revolution

One of the things I’m proudest of in my career is that I literally “wrote the book” on safe driving. Well, co-wrote it, with Doug Mepham.

It was part of what we thought was a cleverly-named program called the “Road Scholarship”, sponsored by Labatt Brewery. The content of that book formed the syllabus of a program that was taught to thousands of university students across the country for several years, initially by Gary Magwood, and later by Ross Bentley.

I personally know of one person who took the course and credits it for giving him the skills needed to avoid a dangerous driving scenario. He remains convinced that what he learned helped him avoid what would have resulted in a serious, possibly fatal, crash.

I know he’s not alone.

Why this level of driver training isn’t mandatory in every jurisdiction in this country remains a mystery. That would be the first step towards reducing the carnage on our roads. The second step? Let’s begin with the fact that currently, you pass a driver’s test when your sixteen, and you’re good until you’re 80.

I’ve said it before, I’ll say it again, with little hope anything will come of it: mandatory re-testing every ten years, at specially-built facilities throughout the country, would not only reduce the carnage on our roads, it would reduce the death rate and the massive heath care costs for those who survive the crash. It would also create thousands of jobs, in site construction and management, trainers, and evaluators. And, it would all pay for itself.

Why wouldn’t every politician in the land jump on board a project like this?

In these current times when we are ever more aware of our mortality, it’s worth remembering that car crashes rank near the very top on the “person-years” lost criterion, given that these victims tend to be younger than those who succumb to other issues. Yes, such as COVID-19.

The other fact is that our driving tests in this country are woefully inadequate, and don’t even cover such things as driving on slippery roads, or what to do in the event of a skid. Slippery roads? Skids? In Canada? Who would ever encounter such a thing?

There are some driving schools that do teach these skills. I sent all our four of my kids to one of them, Young Drivers of Canada, because I personally knew Peter Christianson, who took the company over in 1975 from Heinz Naumann who founded it in 1970.

Young Drivers doesn’t just “teach to the test”, i.e., give you what you need to get over that disgracefully low hurdle. The fact that most people fail even that test tells you all you need to know about how bad most driver training is in this country. If they had to pass the driving tests in either England or Germany, they’d be Uber or Lyft clients for life.

Come on, politicians. You were elected to help people live better lives.

Get on it.

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Review: 2021 Lexus NX 300

Guessing which Lexus model rules the sales charts might not be too difficult given how long it has been around for and how common a sight it is on our roads.

Being in continuous production since 1998 will do that. And this nameplate certainly has produced a loyal following among North American consumers during its run.

If you guessed the Lexus I’m talking about is the Canadian-built, mid-size RX crossover, give yourself a gold star. The RX is indeed the bestselling Lexus in both Canada and the U.S., and not by a little either. In 2019, its sales almost doubled the second-best selling Lexus stateside and finished almost 1,500 units ahead of the runner-up in Canada.

Like the RX, the number two Lexus in both countries is the same vehicle and is the focus of this review: the compact NX crossover. If you didn’t guess it was runner-up don’t worry, you can keep the gold star.

What’s impressive about the NX’s standing as a reliable seller in the Lexus lineup is that it has only been around for a fraction of the time of the RX. The NX is still in its first generation, hitting the market in late 2014 as a 2015 model with a facelift in 2018.

Built on the same platform as the Toyota RAV4, the NX comes in two basic forms, gas (300) and gas hybrid (300h). The focus of this review is the former, which is powered by a 2.0-litre turbocharged four-cylinder engine (235 hp / 258 lb-ft) that’s paired with a six-speed automatic transmission and standard all-wheel drive.

Despite existing in just two basic forms, the NX is available with a slew of option packages. I count six on the Lexus Canada website, including the one installed on my Ultrasonic Blue Mica 2.0 tester: F Sport Series 3, which for an extra $15,150 adds a long list of optional goodies.

A lack of space prevents me from listing them all, but among the highlights are triple-beam LED headlights, LED daytime running lights, push button starter, heated steering wheel, power tilt and telescoping steering wheel, 10.3-inch multimedia display, power moonroof, 18-inch alloy wheels and a lot more.

Review 2021 Lexus NX 300

As one might imagine, all this stuff turns the NX into quite a luxurious and sumptuous ride, but it does bring the MSRP perilously close to $60,000 before taxes, which is well into the territory of the bigger, more powerful and roomier RX. As I often say, piling on loads of extras can really upend the value proposition, so my suggestion is to exercise some restraint when ordering.

With that said, the NX is a compelling option. It’s contemporarily handsome in a way that doesn’t feel over-styled or gussied up with too many unnecessary flourishes, something that cannot be said of all Lexus products. To these eyes it looks good without trying too hard.

On the inside, the NX has aged well. The leather touch points in the seats, steering wheel, dashboard and door trims look and feel good to the touch, and the exposed stitching provides an air of sophistication and attention to detail.

Some of the switches and knobs are starting to show their age, but everything is well placed, clearly marked and easy to use. The climate control button icons are a bit small and difficult to read, but they’re on mechanical switches so I can’t complain too much.

Review 2021 Lexus NX 300

The 10.3-inch multimedia screen offers pin-sharp resolution and is fast responding to inputs, which is greatly appreciated. I’m not the biggest fan of the touchpad controller, because it can be distracting and fussy to use, but it’s preferable to the mouse-like device Lexus used for years with its multimedia systems.

As for the drive, the NX isn’t going to knock your socks off. If that’s what you’re looking for, you’ll be disappointed. Despite loads of F Sport kit, performance really isn’t the NX’s bag. The 2.0-litre turbo four provides decent acceleration off the line and gets zoomier the more one mashes the throttle. But be warned, it gets noisy when leaned on.

More restrained throttle application will scoot the NX along reasonably quickly, with handling that feels nimble (which is what NX stands for, by the way: nimble crossover), along with a planted ride and a relatively hushed cabin.

In the end, I think the NX is a near ideal premium crossover. It has enough real-world performance for most buyers along with loads of advanced safety tech, plenty of space for passengers and their stuff, with lots of available creature comforts that comes wrapped in handsome packaging. Personally, I’d opt for the F Sport Series 1 package which delivers many of the same features, but for less than half ($7,300) of the cost of the Series 3.

Review 2021 Lexus NX 300

It will be interesting to watch the NX evolve moving forward. Last year Toyota confirmed it will be built at the company’s plant in Cambridge, Ontario beginning in 2022 which will likely coincide with a next gen model. Given its many positive attributes, by then it may have closed the gap to number one considerably. Heads up, RX.

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News Roundup: PHEV Jeep Priced, VW Robochargers, Tesla Updates, More

The first plug-in hybrid Jeep Wrangler is getting close to hitting the market, and now we know how much it will cost. The 4xe uses a 2.0L turbo-four and an integrated electric motor with a 17 kWh battery back to deliver 375 hp, 470 lb-ft of torque and an estimated 40 km electric range. Starting from $54,995 for Sahara trim and $59,995 for Rubicon it will go on sale this quarter. The models should qualify for the full green incentive in Quebec of $8,000, and they do come with a proper low range including the 4:1 Rock Track heavy-duty system for the Rubicon.

 

Meanwhile, if you’re looking for a more traditional Jeep, Indian automaker Mahindra is back to building what is, deep down, as close to the original Willys Jeep as you’ll find anywhere today. After facing multiple suits from Fiat Chrysler over the Jeep copy, The Detroit News reports that the U.S. International Trade Commission decided that thanks to a new grille the Mahindra Roxor no longer interfered with Jeep’s intellectual property. So the off-road-only Roxor is getting ready for a re-launch.

hybrid Jeep Wrangler

 

 

It’s still not full self-driving, but Tesla had a fun update for owners of recently built Tesla models under the tree Christmas morning in the form of a Holiday update. The over the air update made some changes to the touchscreen display and added some new games, but more crucially, it added sound effects to the horn. Yes, the horn on vehicles built after model year 2019 now have Boombox, which lets users cycle their horn through sounds like a goat, applause, coconuts, and, of course, a fart noise. All broadcast through a speaker under the car. Owners can also add up to five custom sounds through a USB drive.

hybrid Jeep Wrangler

 

One of the contestants vying for the title of lowest-priced new car in Canada gets a refresh for 2021, adding some new standard equipment but also a higher price. The Mirage gets a new nose to look like the brand’s crossovers, but the base ES climbs $1,600 to $13,858 without any significant content additions. Up one trim to SE ($17,158), though, and you get a larger screen, alloys, and a driver’s armrest. The top GT spec car is up $1,060 to $20,158. In a segment with much less competition this year thanks to the loss of three competitors, the Mirage is set to arrive at dealers this month.

hybrid Jeep Wrangler

 

Volkswagen Group is looking at innovative ways to solve charging infrastructure issues, and this might be the best so far. It’s an autonomous robot that brings the charging to your vehicle, in any space in the parking lot. The robot picks up a large battery pack at a main station and takes it to your vehicle. It then plugs the energy storage unit into your car and charges it. While yours is charging the robot can manage multiple other vehicles. The system would allow charging at any space in a garage without the need (or cost) to run wiring and charge boxes to every space. Currently a prototype, the system is largely waiting on more availability of car-to-X communication technology.

hybrid Jeep Wrangler

 

Finally, Fiat is down to just one vehicle in Canada for 2021. The 500L and the 124 Spider have been discontinued, leaving the 500X crossover the brand’s only vehicle for the model year. Just over 200 Fiat models were sold in the first three quarters of the year, most of those the 124, so it’s not clear what Fiat’s future is here. They’ll certainly need more models and more volume if the brand has any hope of remaining in dealer showrooms for long.

hybrid Jeep Wrangler

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Five Great Canadian Road Trips to Plan for When This is all Over

Back in early March, when we had no idea how dramatically the world was about to change, my biggest stressor was trying to plan a Vancouver Island getaway for this past summer and finding everything was booked solid.

How time changes perspective.

Today, as we hunker down at home and wait for this pandemic to blow over, daydreaming about what to do with all this pent-up wanderlust is helping me get through the longer days.

But interestingly, it hasn’t once occurred to me that leaving Canada needs to be a part of those plans. I’ve said it many times, and it’s more important now than ever: there is an astonishing of beauty and culture to explore in this country. Plus, our tourism industry is hurting right now and could use a helping hand from us once travel restrictions ease and it’s safe to move about again. If you’ve ever considered curbing that reflex to jump on an overseas flight every time you take a vacation, now is the time to do it.

My bucket list of the places in Canada I still want to see is ridiculously long, so narrowing it down to five is a chore. Here’s what I’ve come up with, but don’t let this list stifle your creativity. A little imagination and ability with Google will net dozens more ideas to fit any taste and budget.

Banff and Jasper National Parks.

I rarely go back to places I’ve already visited, but I’m pining to return to Banff and Jasper because our drive through the area was a peak-season whirlwind when my daughter and I were there three summers ago. There might be a brief respite as restrictions lift when domestic travel is possible but international travel hasn’t yet picked up. If that happens, I’ll prioritize getting back to Alberta and taking our time hiking through mountain trails, driving the Icefields Parkway, and touring the Athabasca Glacier, which is a unique experience that we missed on our first go-around.

Prince Edward Island.

bucket list of the places in Canada

I’ve had this trip mapped out in my head for a few years: read Anne of Green Gables with my daughter, then take her to see this source of classic Canadian literature for herself. I decided to wait until Parks Canada completes its restoration work on Province House National Historic Site so that we can see and learn together about the birthplace of Canada’s confederation. That work is scheduled to be finished by 2022, at which point we’ll make a beeline for picturesque lighthouses, red sand beaches, and Cows ice cream.

Yukon’s Dempster Highway.

bucket list of the places in Canada

I’ve been pining to take this drive for a long time, for a few reasons. On a personal note, there’s only one ocean left on Earth that I haven’t seen with my own eyes, and that’s the Arctic Ocean. With the permanent, year-round extension road to Tuktoyaktuk open as of 2017, it’s now possible to reach it without getting on a plane. On top of that, 2020 has taught us that listening and understanding are keys to embracing diversity, and there’s no better way to learn about Indigenous peoples than to visit welcoming communities with an open mind and heart. These are values that I hope to demonstrate to my daughter through my own actions while she’s still young. (A secondary point: the scenery is also thoroughly breathtaking.)

Saskatchewan.

bucket list of the places in Canada

Why? Mostly because I’ve never been, not even for a drive-through. Canada’s flattest and hardest-to-spell province is often accused of being a boring expanse of wheat fields, but I don’t buy it, and the only way to debunk this is to get out there and find out for myself. Seeing a Roughriders game in Regina and finding what’s left of the sets from Corner Gas in the village of Rouleau are good enough reasons to make the trip on their own, and I’ll figure out the rest once I’m there. Sometimes, the best adventures come from the least-laid plans.

Mingan Archipelago on Quebec’s Côte-Nord.

bucket list of the places in Canada

I’ve taken a few roads trips for which I could be considered certifiable, and this had the potential to be one of them: two summers ago, I packed my daughter and myself up into a pick-up and a tiny trailer and drove us 12 hours northeast of Quebec City to visit the Mingan Archipelago on Quebec’s Côte-Nord. I’m happy to report that if you speak even passable French, Quebec offers easy-going and picturesque driving from end to end, and that trip across Route 138 is one of Canada’s best-kept secrets. From whale and dolphin sightings to the islands’ otherworldly landscapes and ducking to dodge swooping pelicans on Île aux Perroquets, not only would I take this journey again in a heartbeat, but also I can see myself picking up and spending an entire summer there someday.

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2021 will be Northern Ontario’s turn to Benefit from EV Explosion, minister says 

Vic Fedeli, who’s the provincial Minister of Economic Development, Job Creation and Trade, and I have a couple of things in common, among them our affection for northern Ontario.

He’s a former mayor of North Bay and represents the riding of Nipissing in the legislature. I was a kid in Kapuskasing.

We had a long chat just before Christmas about how southern Ontario benefitted in 2020 by $5 billion in auto industry investment that will result in several thousand new jobs and the preservation of thousands of others.

But what really had us excited was how northern Ontario will benefit in the next 12 months as the supply chain for electric batteries and vehicles gets up and running. But first – a review.

Fedeli reminded me that over a matter of weeks in the late part of last year, Ford announced it was investing more than $2 billion to transform its Oakville Assembly Complex into a global hub for battery electric vehicle production, Fiat Chrysler was planning a major retooling of its Windsor Assembly Plant for more electric vehicles and General Motors said it would bring pickup-truck production back to the Oshawa Assembly Plant, which was supposed to close.

“Since 2000,” Fedeli said, “Ontario’s share of North American auto assembly had shrunk from 17 per cent to 12 per cent and our province did not get one dollar of the $300 billion that was invested globally in electric vehicles. So the auto companies, as well as the union, Unifor, deserve congratulations for this stunning turnaround.”

There was something else at play: money. I’m not talking about investments by government; automakers had told the province that Ontario had become too expensive a jurisdiction in which to do business.  “That’s why through lowering taxes, reducing electricity costs and cutting red tape, we reduced the cost of doing business in Ontario by nearly $7 billion a year going forward,” Fedeli said. “That is a stunning number that companies were looking for and thousands of jobs were the result.”

The minister noted that Premier Doug Ford and other members of the government launched a program called Driving Prosperity and then told everybody who would listen (and including some who didn’t), that Ontario is one of the best, if not the best, jurisdiction for auto investments on the continent.

“The plan builds on our unique combination of being among the top automakers in North America as well as being the No. 2 technology centre, making us a standout choice to develop and build the next generation of vehicles,” he said.

That was 2020, then. This year, 2021, promises to see the momentum continue with the development of an electric vehicle and battery supply chain throughout the province. This will include fresh opportunities for the province’s mining industry as electric vehicle batteries require various minerals found in Ontario’s north. As it’s developed, it should make it easier for the province to attract electric vehicle investments from other automakers.

That’s the plan, anyway.

“I can’t contain my excitement for the north,” Fedeli said. “When you think about the town of Cobalt – and by the way, did you know that Cobalt, in its heyday in the early 1900s, had a 1,000-seat theatre and the first electric street car? – it will be reignited because the mineral cobalt is so important to EV production. And they’re exploring for other minerals all through that Timiskaming area.

“Further north, you go to Hearst and they have an unbelievable supply of graphite that’s needed for batteries. Head west of there, north of Red Lake, and there’s huge deposits of lithium up there. The centrepiece, of course, is the nickel that’s mined in Sudbury. So people in northern Ontario are very excited about what happened in the fall and those auto investments are going to prove to be beneficial for all of Ontario.”

Fedeli said, as the Ontario government had to work with Ottawa and the car companies to create autos and jobs, the same holds true for the mining companies.

“The Ministry of Energy, Northern Development and Mines is at the table with my ministry and the mines to determine exactly what they need,” he said. “We’re at that critical juncture where all the parties – Ottawa, us, the industries – have to come together with labour to make sure we have all the right pieces in place to take absolute advantage of this opportunity.”

I know this sounds like a commercial but it really is amazing how not a lot was happening in the auto industry in mid-2020 and then Boom! That explosion can only grow in magnitude during the rest of this year.

I’ll keep an eye on the progress and report back.

Norris McDonald is a retired Toronto Star editor who continues to write for Wheels under contract.

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Review: 2021 Porsche Panamera 4S E-hybrid

Several months ago, I talked – in this space and at length – about all the Porsche cars I’d had the privilege of driving in 2018 and ’19, before COVID-19 brought just about everything to a halt.

I said, when I did a preview of the new Panamera – five models, in fact, ranging from the rear-wheel drive Panamera (starting at $99,300), to the AWD Panamera 4 ($104,600), the AWD 4S E-hybrid ($128,500), the AWD Panamera GTS ($147,400) and the AWD Panamera Turbo S ($202,400) – that I couldn’t wait to drive at least one of them.

Well, several weeks ago, I got my wish. I borrowed a Panamera 4S E-hybrid for a couple of days and, as the advertising says, it really does combine the performance of a sports car with the comfort of a sedan. I was smitten.

The 4S E-Hybrid is a plug-in. The 134 hp electric motor, when combined with an eight-speed, dual-clutch, PDK transmission and a 2.9-litre V-6 twin-turbo engine, generates a system output of 552 hp and a maximum system torque of 553 lb-ft It features an updated battery pack and improved range. When launched, you can go from zero to 100 km/h in 3.7 seconds.

I know this to be true, I’ve found a new test area, a giant parking lot (now empty, because of COVID-19) near the corner of Eglinton Ave. and Satellite Drive in Mississauga. I took the Porsche over there and you have to be really careful because zero to 100 km/h in a tad more than three seconds is a real kick in the pants and you can very quickly be out of control. Hold on, however, and top speed is 298 km/h.

The car is extremely nimble. I took it through my slalom course (tall light standards in that parking lot) and it didn’t feel as if I had to steer it – all I had to do was look and the car seemed to go in that direction. Translation: it’s really easy to drive. One negative: when the weather was damp, the brakes felt spongy. They worked perfectly but you didn’t feel as confident using them as you did when conditions were dry.

Now, lets be honest. The 4S E-Hybrid looks like a stretched 911 in order to accommodate the two additional doors. But because this is a sedan as well as a sports car, that’s okay. The car comes with a Sport Design front end (which was optional on previous Panameras), large side cooling openings and enlarged air-intake grilles. At the rear, a revamped light strip now runs over the trunk lid and connects with the two LED taillight clusters.

Inside – and I love the cockpit of any Porsche, never mind just the 4S E-Hybrid – you’ll find a new steering wheel and extensive use of leather and premium materials. The Panamera offers speed limit and highway construction information plus an extensive range of assistance systems such as Lane Keeping Assist, Night Vision Assist, Lane Change Assist, Park Assist including Surround View, Adaptive Cruise Control and head-up display.

Review 2021 Porsche Panamera Hybrid

Review 2021 Porsche Panamera Hybrid

My wife and I are both tall but with the seats all the way back, we were very comfy. In fact, we were so comfortable, sliding into this Porsche felt like slipping on a glove. And everything’s at your fingerprints.

The back seat is something else, though. There is not a lot of room back there for people our size but if you don’t travel from Toronto to Kingston and just stick with the short trips, the back seat is okay if you sit up straight.

Speaking of short trips – up to a little less than 30 kms – you should be able to do them in silence: the E-Hybrid comes with driving modes Hybrid Auto and E-Power and a couple of charging modes. When you get to the EV max, the transition from electricity to gasoline is seamless.

Another winner from Porsche.

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

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Opinion: In 2020, The Canadian Auto Industry has Learned some Important Lessons

Who could have predicted that one of the industries that would benefit most from a global pandemic would be automotive?

The ability to keep a distance from others was a make-or-break factor in keeping our loved ones and us safe in 2020. Not only did our cars preserve our health this year, but they also preserved our sanity by giving us access to drive-through activities and socially distant experiences that offered brief respite in an otherwise bleak few months.

The auto industry underwent just as much of a roller coaster this year as the rest of us. While in the end it fared better than most lines of business, it also came face to face with some important lessons that will permanently change the way it operates for the foreseeable future.

Here’s a look at some of the industry’s key takeaways after a tumultuous year none of us will soon forget.

We can buy cars online after all – but it turns out we might not want to. It’s been buzzed about for years, but it took a global pandemic to spur the auto industry into action in figuring out how to take the vehicle purchase process online. Today, it doesn’t take a lot of Google gymnastics to find a dealership that will provide video walk-arounds, answer your questions via text message or email, and let you do a lot of the necessary paperwork from home.

But what’s most interesting about this shift is that it seems not very many of us actually want it to stick. According to a survey completed among Ontario residents by Deloitte this summer, 78 per cent of car buyers prefer to visit a dealership in person as part of their purchase process. In interviews with auto executives this year, I’ve been told more than once that buying a car is unlikely to become like having kitty litter delivered by Amazon. People still like to see, touch, and drive their vehicles before they commit to them for years.

What does this mean for 2021 and beyond? Every individual buyer is going to have a different idea of what the ideal car purchase process looks like, and automakers will be thrashing in the coming months and years trying to find the perfect balance that makes the majority of customers happy.

A lot more of us have cars now, and that’s good news for dealerships. Through the summer and into the autumn, dealerships sold as many cars as they could get their hands on, especially in urban centres where public transit and ride hailing services lost their lustre amid a need for social distancing. That’s good news for the long-term prospects of those dealerships if they play their cards right: those cars are going to need maintenance and repairs over the next few years, even if they are being driven less than they once were because people are working from home more often. This should mean dealership service departments see more business than they would have, provided they can find the magic formula for giving urban and tech-savvy drivers their ideal customer service experience.

This could also mean there’s a serious and looming traffic problem coming as more workers are called back to the office who decide they’d rather bring their vehicles with them. You thought pre-COVID rush hour traffic in Toronto was bad? Brace yourself.

Electrification is getting more important, and it’s going to need help to catch on. Climate change isn’t slowing down for any pandemic, yet a lot of the vehicles that hit the road this year were chosen for their affordability rather than for fuel efficiency. This is a problem that will come to roost over the next few years as governments try to implement zero-emission policies and targets and find that many newer cars are incompatible with their goals – and that drivers aren’t necessarily in a hurry to part with them.

Different automakers are taking different approaches to this problem. Toyota, for example, is focused on getting more conventional and plug-in hybrids into the market, technologies that let vehicles use less fuel without demanding lifestyle changes from their owners. Kia Canada, on the other hand, recently conducted a study that suggests Canadians’ biggest barriers to battery electric vehicle adoption are misconceptions about range and charging infrastructure, so the company is embarking on education campaigns to convince more drivers to consider its Soul EV and Niro EV zero-emission vehicles.

There’s no question that a seismic shift is coming on this front in the next few years. But what we’ve seen in 2020 is that consumers will buy the cars that are put in front of them with the best price and payment terms irrespective of fuel efficiency. Automakers will sell what will sell, so they’ll need to be compelled by governments to push fuel-efficient vehicles if they truly want to alter consumer behaviour.

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