Author Archives: Steph Willems

About Steph Willems

A Canadian man with a love for cars, likely born 50 years too late.

2015 Ford Focus: new face, familiar ride

Ford wasn't prepared to let the Focus fade from the compact car scene. For 2015 it receives a major refresh.

Ford wasn’t prepared to let the Focus fade from the compact car scene. For 2015, it receives a significant refresh.

Subtle improvements keep restyled compact in the game

No car model wants to end up going the Marlon Brando route, lamenting “I coulda been a contender” to their friends over a beer.

That can happen when models are left to wither on the vine by an uncaring parent company. Like a retiree passed by a teenager on the highway, the model with the oldest hardware and least attention can soon find themselves in last place.

Ford’s perennially popular Focus has been a reliable seller for the company since its introduction in the late 1990s.

The current generation debuted for the 2012 model year, arriving in sedan and 5-door hatch form with an edgy European design that highlighted its global architecture, and packed with the latest technology aimed at safety and comfort.

However, the recent increase of standout compact offerings – including those from resurgent North American brands – saw the Focus run the risk of being overlooked in a crowded marketplace.

New year, new face: The Focus now shares front-end traits with its bigger brother Fusion.

About face: the Focus now shares front-end traits with its big brother, Fusion.

Equipment

The refreshed 2015 Focus arrives with a new face and a longer list of available equipment. Incremental improvements have been made throughout the vehicle to keep the model fresh, but nothing radical simply for change’s sake.

Up front, a wide, horizontal slat grille with chrome accents brings the Focus’ design more in line with the larger Fusion.

Unlike some mid-cycle design tweaks, this significant makeover (which also includes the lower fascia, hood, taillights and trunklid) represents an improvement, not just a change. The cleaner lines and chrome, plus the new LED accent strips above the headlights (which double as daytime running lights), adds an upscale element to the Focus.

The Focus Titanium comes with an 8-inch screen to display SYNC information and the standard back-up camera.

The standard engine remains a 2.0-litre direct injection four-cylinder, generating 160 horsepower and 146 foot-pounds of torque. A five-speed manual transmission comes standard, with Ford’s six-speed dual clutch PowerShift automatic optional on lower end models and standard on the top-line Titanium.

For 2015, economy-minded buyers can option their Focus with a 1.0-litre EcoBoost three-cylinder previously found only in the subcompact Fiesta. That tiny engine makes a respectable 123 horsepower and 125 foot-pounds of torque, and comes mated to a six-speed manual transmission.

Also available in the Focus lineup is the hot ST hatch, with a 2.0-litre EcoBoost making 252 horsepower, and the Focus Electric, an all-EV model. Diversity of options seems to be Ford’s game for its volume compact.

Inside the vehicle, minor but meaningful changes have been made to the dash layout and steering wheel to reduce the sense of clutter and enhance user friendliness. The parking brake has also been moved further aft, now located discreetly between the seats.

On the tech front, Ford offers a host of standard equipment in the Focus, including its SYNC infotainment system (featuring voice activation, hands-free calling, and USB and mobile device connectivity), and a rear-view camera. A number of additional high-tech features can be optioned.

A little more black, a little less busy. That’s what Ford accomplished with the dash of the Focus during its makeover.

Driving impressions

Our Focus tester was a top-line Titanium model decked out with all the options Ford could muster.

Inside, the leather-trimmed seating looked stylish and matched the soft plastics of the dash. Though flat in appearance, the 8-way power driver’s seat (with lumbar support) proved extremely comfortable.

A nice touch in the cabin is the ambient nighttime lighting, which bathes door handles, map pockets, cup holders and foot wells in a soft, cool blue. Outside, parking lamps mounted in the side mirrors illuminate the ground beneath the front doors for entry and egress.

The 6-speed dual-clutch automatic unfortunately doesn't have its own gate for manual shifting. A shallow, thumb-actuated shifter is offered, but is easily ignored.

The 6-speed dual-clutch automatic unfortunately doesn’t have its own gate for manual shifting. A shallow, thumb-actuated shifter is offered, and is easily ignored.

Though it’s a feature that few buyers would demand in a compact, domestic sedan, it’s nevertheless a classy touch.

Our tester’s PowerShift automatic made good use of the standard 2.0-litre engine’s power, but the drivetrain was sometimes ‘buzzy’ at low speeds, as the tranny would hold on to lower gears in preparation for acceleration. Under normal or vigorous acceleration, shifts were quick and smooth – hallmarks of a dual clutch transmission.

Geared for economy (upshifts are enthusiastic, downshifts hesitant), the transmission, teamed with the high-compression engine, makes for great fuel economy.

The 2.0-litre/PowerShift combination is rated at 8.9 litres/100km in the city and 6.2 litres/100km on the highway, which translates into 31.7 mpg (Imp.) city and 45.6 mpg highway. The city numbers were easy to match in real life, and one two-hour drive on rural secondary highways returned a figure of 5.3 litres/100km (53.3 mpg).

Models with the five-speed manual are a little thirstier, going by factory mileage numbers, but would deliver a livelier driving experience.

In rural and urban driving, the Focus shone in the handling department. The optional 18-inch painted aluminum wheels on our tester (17-inchers come standard on Titanium models) came wrapped in low-profile rubber, which allowed the Focus to hold the road with authority.

Heavily weighted steering with no hint of play added to the sporty feel of the car.

Low profile tires can sometimes deliver a jarring ride in areas prone to road cracks and frost heaves, but the pliable suspension of the Focus soaked up the imperfections surprisingly well. A lack of body or suspension rattles made the Focus feel taught and put-together.

Active Park Assist and BLIS with cross-traffic alert are two two options you won’t want to be without.

Open roads are fun, but eventually everyone has to navigate a parking lot. The available safety features in the Focus helped tame parking paranoia, thanks to a rear-view camera (displayed on the Titanium’s 8-inch monitor) and Ford’s BLIS system.

The system alerts the driver to fixed obstacles around the vehicle, and monitors for approaching vehicles when the driver is backing out of a spot. This electronic nanny takes a car with already good rearward visibility and makes it almost clairvoyant.

If your parking spot of choice is of the parallel variety, available Active Park Assist allows the driver press a button and follow directions, as the Focus eventually takes over and parks itself (with some driver inputs). It works, but it’s creepy at first.

Other high-tech safety aids included blind spot warnings (via an amber LED light in the side mirrors), and lane departure warnings. Drift too close to the centre line or adjacent lane and the Focus will shake the steering wheel to grab your attention. Drift too close to the shoulder, and you could get a fatigue warning, complete with a chime and an illuminated warning in the gauge cluster.

Yes, the Ford Focus is spying on you, but it’s for your own good. And, presumably, you paid for it.

While the loaded Titanium model came in over $31,000 with all options and fees factored, a base S sedan begins at $16,799. Sure, you won’t be able to wow your friends with Knight Rider-like levels of gizmos, but the body and engine will be the same.

With the 2015 Focus, Ford has made meaningful improvements to an already competent vehicle. There are newer ‘all new’ compacts out there, but the Focus shouldn’t be overlooked just for that – especially when you consider the sum of its contents.

A comfortable yet sporty ride, laundry list of high-tech features and new face makes the Focus a worthy compact to consider.

Torch bearer

This is it: the Lincoln Continental. And yes, it will be built (Image: Ford Motor Company)

As predicted (and anticipated), Lincoln took the wraps off a resurrected Continental at the New York International Auto Show this week, a few days after an eager Ford Motor Company introduced the model online.

Described as a concept, the new Lincoln flagship is apparently very close to what buyers can expect when it goes into production next year.

Big, stalely and modern, the new Continental made a big impression, garnering accolades from journos and the public alike, though Bentley insists the sedan is a rip-off of its own Flying Spur (an accusation made on Facebook, no less. How catty.)

Attractive lower-body chrome trim accentuates the Continental’s lines, length, and perceived luxury (Image: Ford Motor Company)

Mechanical details are fairly scarce, as Ford choose to talk about luxury, history and the design process during and after the introduction. We do know that the Continental will be powered by a Lincoln-exclusive 3.0-litre twin-turbo V6, but what wheels will do the driving is still a mystery. Many have speculated that it will be an all-wheel-drive vehicle.

Ford president and CEO Mark Fields said work on the new model began in 2013, while design teams were working on a replacement for the MKS. The proposed designs were lacklustre, so they decided to start fresh by introducing the Continental name into the process.

Cocoon yourself in luxury, says Lincoln. I wouldn’t be calling shotgun with this ride (Image: Ford Motor Company)

Unlike ‘MKS’, the word ‘Continental’ does stir something inside people, and it helped nudge the designers in the direction of ‘classic, full-figured American luxury’.

Overall, the concept is very good.

Clean lines, the right proportions, nothing too busy, gaudy or chintzy.

Maybe this humble blogger is asking for too much, but I can’t help but wish for more when it comes to the front. There’s nothing wrong with the front facia and grille – they’re as clean and understated as the rest of the vehicle – but I was hoping for something that cried ‘Lincoln!’ a little louder.

Not necessarily a knock-off of classic Lincoln grilles from the 60s and 70s, but a stronger design statement. I’m not even sure what that would look like.

As it is right now, I see more Ford in that front than Lincoln. Minus the rest of the vehicle, I can see the front end belonging to a modern-day Ford Galaxie or LTD.

But, this is hardly important given the overall impressiveness of the effort, and the earth-shaking realization that Lincoln Is Bringing Back The Continental!

Plenty of glass above the driver; plenty of steel below (Image: Ford Motor Company)

The plot thickens…

If the Continental name returns, could it return Lincoln to the forefront of luxury motoring?

If the Continental returns, could it return Lincoln to the forefront of luxury motoring?

Recently, this humble blog teased you with insinuation and speculation about the possible unveiling of a modern-day Lincoln Continental at next week’s New York International Auto Show.

“It can’t be,” some said.

“Get the f*** out of here,” said others.

“You’re drunk,” opined the rest.

Well, according to the handsome and trendy staff at Jalopnik, there’s plenty of reasons to believe this is exactly what will happen.

Exhibit A? A partially crafted website that gushes about the new Lincoln Continental concept in professional PR-speak. Much mention of “you” and “we”, which is classic ‘personalize-the-carbuyer/automaker-relationship’ jargon.

No images were made available on the page, which was discovered by a Ford fan at blueovalforums.com early on March 25, but the code associated with the page references a 2017 model year Lincoln Continental.

If the Continental name does return, my fingers are crossed for styling elements of the 60s and 70s.

Until now, the bulk of the speculation (when there was any), was that Lincoln would pick New York to tease the 2016 MKS, which currently serves as the aged flagship of Lincoln’s passenger car line.

Any true flagship would require rear-wheel-drive to compete with other luxury automakers, something that can be now be accomplished by Ford’s new and versatile D6 platform.

A source told me this past weekend to expect a rear-drive Lincoln sedan at New York, and it wouldn’t make a whole lot of sense to carry over the MKS name onto a new rear-drive platform when they have the name ‘Continental’ in reserve.

Yes, the MKS exists (relatively unchanged since 2009) and dutifully reflects Lincoln’s alpha-numeric naming trend, but ‘Continental’ has more caché and remains instantly recognizable as a Lincoln model and luxury symbol.

Whether or not the MKS soldiers on in a new guise, slotted beneath a new Continental, what does Lincoln have to lose by trying to recapture the magic of the past?

The brand is still struggling and can use all the attention it can get.

Links:

http://jalopnik.com/mystery-website-reveals-a-lincoln-continental-concept-i-1693592908

http://www.blueovalforums.com/forums/index.php?/topic/58200-mks-to-debut-in-ny-and-may-be-rwd/page-2#entry934779

Mystery date

The Lincoln MKS is due for a styling change, but will it also get a name change? (Cropped image: Ford Motor Company)

What is Lincoln going to reveal in New York?

Anyone who closely follows the ongoing turnaround of the Lincoln brand will know that something new is expected to be unveiled at the New York International Auto Show this April.

This shadowy Lincoln Motor Company vehicle is said to be a large sedan, underpinned by the new, modular ‘D6’ platform developed by parent company Ford and announced late last year.

That platform is the product of a $5 billion cash injection from Ford, designed to end years of stagnation at Lincoln by enabling a slew of possible new products. The D6 platform is said to be able to accommodate front, rear, or all-wheel drive setups.

An all-new flagship model would be beneficial to Lincoln at this crucial time.

The most recent Lincoln product to have work done was the 2016 MKX, which was doing the auto show circuit this winter.

Lincoln’s flagship large car is the MKS, a long in the tooth model introduced back in 2009 that’s in serious need of a redesign. Given the recent attention given to the MKZ, MKX, MKC and Navigator, it’s a no-brainer that the MKS would be next in line to receive a new look, and new architecture.

But will the New York debut be the MKS?

In December of last year, folk-rock icon Neil Young (who is marketing an audio product via his music company Pono) let slip that his product would be available on the 2016 Lincoln Continental. That model name hasn’t existed for over a decade.

Lincoln execs were mum on the issue, according to the Detroit News, leaving people to wonder whether Neil’s years of drug ingestion had left him momentarily confused.

Earlier this year, autoevolution.com speculated on the New York debut, posting information garnered from a source that stated that Lincoln would indeed be unveiling a large, rear-wheel-drive sedan at the show.

Lincoln is under pressure to produce a memorable flagship for the brand, especially when considering rival Cadillac’s planned entry of its range-topping CT6 sedan.

The Continental is Lincoln’s most famous and recognizable nameplate. Is it too much to ask for a revival?

Rear-wheel-drive would make sense, now that the funds and architecture exist to make it happen. But the New York Auto Show website doesn’t tease the MKS, but rather a ‘to be determined’ model.

Now, it could still be the MKS, which could easily appear on new, rear-wheel-drive architecture. But wouldn’t a memorable name – one that defined Lincoln for decades – make a bigger splash?

A source close to the company told me today to expect a rear-drive Lincoln sedan in New York, and cagily hinted that the Continental name can’t be ruled out.

If true, this would be big news for those who have longed for the triumphant return of that storied nameplate, which brings with it images of iconic, Kennedy-era sedans that defined American luxury.

We’ll have to wait and see whether these wishes will be satisfied – the show begins April 3 – but it’s nice to see some buzz building around Lincoln again. Whatever sedan is unveiled, we can only hope that it’s pleasing to the eye and a competitive entry into its class.

Suicide doors, I’m sure, are definitely too much to ask for.

Links:

http://www.detroitnews.com/story/business/autos/ford/2014/12/17/neil-young-lincoln-continental/20560119/

http://www.autoevolution.com/news/exclusive-2016-lincoln-mks-confirmed-for-new-york-auto-show-debut-91495.html

http://www.autoshowny.com/galleries/debuts

French connection

Straight outta France: 2006-2008 Renault Mégane CC, spotted in Ottawa, Ontario.

Is there heroin in the rocker panels?

There’s no telling who owns this 2006-2008 Renault Mégane, but the diplomat plates imply it’s a bigwig from the Republic (who really wanted to bring his car with him).

Exotic imports aren’t as big in Canada as they are elsewhere, so it was a treat to eyeball this French interloper, seen parked outside a Euro-centric garage near the ritzy diplomat enclave of Rockcliffe Park.

Diplomatic plates make this French tourer all the more intriguing.

The Mégane is Renault’s bread and butter offering – its all-important C-segment (small family car) model that space-conscious, overtaxed Europeans flock to in droves.

First offered in 1995, the Mégane has sprouted every possible body style over its two decades of existence, though the retractable hardtop CC (for ‘coupe-cabriolet’) is by far the rarest.

Yes, you would really be living large as you cruised down the Avenue des Champs-Élysées in Paris – passionately, of course – in one of these babies.

Crafted by famed design studio Karmann, this era of Mégane CC could be had with a wide variety of engines, ranging in size from 1.4 to 2.0 litres. As for sales, it was wildly successful in its home country, and saw healthy sales in neighbouring Britain.

Seriously, what gives?

The model remains in production and continues to garner accolades, including kudos for providing a lower entry price for convertibles. However, at £23, 795 for a 2015 model, it will still set you back over $44,000 in Canadian currency.

Since spotting this example, I’ve yet to see it on the roads. Hopefully, if Mr. Diplomat is still in town, the coming warm weather will lure it outdoors for some top-down motoring.

Then I’ll get my chance to ask about that bull emblem on the trunk lid.

A whole new ‘Bu

The 2013-2015 Chevrolet Malibu (’15 seen here) will be a distant memory once the new model arrives, hints GM (Image: General Motors)

2016 Malibu to repent for sins of the past

It’s no question that the current generation Chevrolet Malibu has been something of a failure to launch, posting declining sales figures even as a car-hungry public mobs dealerships in search of new rides.

Even with a name as recognizable as they come, Chevrolet hasn’t seen the same success with the Malibu that almost every other mass-produced midsize on the market has as of late. Sales of the Malibu have dropped since its 2013 model year introduction, despite an emergency styling refresh for 2014.

This is something of a fluke for a model that is normally quite consistent in sales, and it seems to have jarred the folks over at General Motors.

Heading towards the April 1 unveiling of the all-new 2016 Malibu at the New York Auto Show, GM appears ready to try and win back lost ground with their bread-and-butter midsize, even going as far as releasing a teaser video featuring a camouflaged test vehicle undergoing a torture test.

https://www.youtube.com/watch?v=uJ-WjxviFUA

It’s hard to see under all the wrappings, but GM states the new ‘Bu will be based on all-new architecture, feature four extra inches of wheelbase (translating into better rear legroom and interior volume), and tempt buyers with a sleeker roofline and profile.

About 300 pounds lighter than the current model, the slimmed-down 2016 Malibu promises to make mileage gains from its 2.0 and 2.5-litre four-bangers.

All of these changes are in response to criticisms of the 2013-2015 model, which was either too cramped, too heavy, too bland or too thirsty, depending on who wrote the review.

A wheelbase stretch should give the 2016 Malibu a sleeker profile than present (Image: General Motors)

To show prospective customers that the Ninth Generation Malibu will be Like a Rock as well as Tried, Tested and True, Chevy claims that 43 years of data collected from their car’s onboard spy modules went into the development of the new sedan.

This information, sourced from the Nixon era onwards, supposedly helps Chevy determine how to plan for – and prevent – vehicle wear.

Will the new Malibu wear on people’s patience, or return the model name to prominence? We’ll find out once it goes on sale in the fall of this year.

Links:

http://media.gm.com/media/us/en/gm/news.detail.html/content/Pages/news/us/en/2015/mar/0311-malibu.html

http://www.goodcarbadcar.net/2011/01/chevrolet-malibu-sales-figures.html

Acura RDX: comfy, competent crossover

The coldest February on record didn’t deter the 2015 Acura RDX from seeking snowy adventure.

The following review ran in the Oye! Times automotive section on Feb. 20, and can be viewed here:

Acura must have figured luxury crossover buyers didn’t like weighing equipment options, so it made everything standard on its smallest utility vehicle.

Well, almost everything.

The Acura RDX comes in one trim level, with one available drivetrain and just a single available upgrade – a technology package that our tester came with. Competing in a crowded market, the folks at Acura must have felt it was better to put everything in one basket to sweeten the package.

Introduced for the 2007 model year, the second generation of the Acura RDX appeared in 2013 with a new look and a simplified drivetrain.

The Acura RDX shares many of the styling cues of its larger brother, the MDX.

A strong, Honda-sourced 3.5-litre V-6 replaced the high-tech turbo four of the previous generation, while a simpler AWD system replaced Acura’s previous SH-AWD system. This changed reduced the vehicle’s weight by about 130 pounds, while boosting gas mileage considerably. The previous 5-speed automatic transmission gained an extra gear, which can take credit for the large bump in highway mileage.

The RDX’s styling can best be described as ‘safe’, with the marque’s corporate ‘shield’ grille offering brightwork up front and an angular body behind it.

With a somewhat wedge-shaped nose and angular body panels, its profile is similar to that of its larger stablemate, the MDX. Both chose to forgo the coupe-like rooflines that are making inroads into the utility market.

While it doesn’t swivel heads like the edgier crossovers on the market, the design does enhance interior volume and helps cater to those not looking to make an overt design statement. After all, the RDX is a luxury vehicle first and foremost – meaning it’s reserved on the outside, but will coddle you on the inside.

And coddle, it does.

Equipment

The dated, button-heavy centre stack in the 2015 RDX will be mostly gone come 2016.

The RDX is something of a hot rod amongst its peers, coming equipped solely with a 3.5-litre i-VTEC V-6 making 273 horsepower and 251 foot-pounds of torque. Many compact crossover SUVs these days come with standard four-cylinder engines, and an increasing number are doing away with a six-cylinder option altogether.

The steering wheel mounted paddle shifters for the 6-speed automatic aren’t likely to see much use in regular driving – the shifts are so delayed as to make the feature almost pointless – though they would assist in holding gears while climbing a steep grade.

Up front, there’s ample legroom, a cavernous console with numerous plug-in points, and standard Bluetooth hands-free calling. Our tester’s optional technology package added Acura’s navigation system (with voice recognition and 8-inch display screen), as well as a 10-speaker, 410-watt premium audio system.

A dual-zone climate control system and power tailgate were also included in the package.

Leather comes standard in the RDX, and the 8-way power driver’s seat features adjustable lumbar support. Both front seats are heated, which is a welcome necessity during a winter as cold as this one.

Creature comforts and effortless power are the hallmarks of this right-sized Acura.

A leather-wrapped steering wheel and shift knob are par for the course, and look nice, but the dated-looking dash could use a lot of work. The centre stack – a mass of hard black plastic – is button-heavy and confusing, with climate control, clock, and stereo information crowded into an inch-high display strip.

The contrast between the dashboard’s hard and soft plastics isn’t appealing to the eye, and the quality of both materials don’t seem worthy of this class of vehicle. Acura would be wise to adopt the modern, less cluttered dash layout of the larger MDX for use in the RDX.

A saving grace for the dash situation is the locating of stereo, Bluetooth and other controls on the steering wheel.

In the rear, a healthy 26.1 cubic feet (739 litres) of cargo volume is available behind the second row seats, which can fold flat and feature a 60/40 folding seatback. Rear legroom is generous at 973 millimetres.

Driving impressions

Excellent front and rear seat legroom makes the RDX a nice venue to spend time.

The RDX isn’t particularly heavy for a crossover, at just over 3,800 pounds, which makes for effortless acceleration and passing. The V-6 emits a throaty growl under heavy throttle, which is pleasing for the horsepower enthusiast, yet seems almost at odds with the vehicle’s conservative image.

The steering isn’t heavy in the RDX (that wouldn’t be fitting for a luxury vehicle, after all) but it is precise, making the RDX feel nimble and balanced, despite having a suspension geared towards a softer ride.

With cracks, potholes and frost heaves littering the roads during this colder than average winter, a softer suspension – coupled with meaty P235/60 R18 tires – helped soak up the minor road imperfections and offset the worst ones.

At highway speeds, some road and wind noise intruded into the cabin, but not excessively. Despite the poor road conditions and frigid temperatures encountered during the test period, the RDX’s body and fittings exhibited no squeaks or rattles, which helped reinforce the vehicle’s sense of quality.

The Acura RDX comes standard with full-time all-wheel-drive.

In heavy snow, and on partially covered highways, the RDX’s all-wheel-drive system helped maintain the vehicle’s composure, with the rear axle kicking in as needed. For the most past, the system stays in the background, waiting to ride to the rescue of wheel slip.

To counter momentum, four-wheel disc brakes (ventilated on the front) did a good job of stopping the RDX quickly, and the pedal had a consistently heavy feel. Some brakes are mushy in the upper level of travel then come on too strong, causing the diver to reflexively back off. There was none of that with the RDX.

With a big V-6 under the hood, the RDX’s doesn’t set records for being frugal on gas. Acura lists the RDX’s city fuel consumption at 12.1 litres/100 km, while highway driving nets 8.7 litres/100 km.

A jaunt of about 120 km on rural two and four-lane roadways returned 9.0 litres/100 km, while outfitted with snow tires. City mileage averaged factory estimates.

Retailing at $41,690, the Acura RDX sees competition from the likes of the Lexus NX, which features edgier styling and retails for almost the same price, but doesn’t offer a V-6 engine. The Lincoln MKC, another turbo four-only model, undercuts the price by a couple of grand.

A suspension tuned for comfort didn’t dampen the RDX’s sporty drivetrain and precise steering.

Despite the new competition, annual sales of the second generation RDX far exceed those of the first generation, showing that Acura’s strategy for the model is clearly paying off.

With its abundant space and standard features, the Acura RDX capitalizes on themes of comfort and convenience – a plan that seems to have served it well. With the second generation RDX now its third year on the market, and with some styling elements starting to show their age, Acura decided to freshen up the model for the 2016 model year.

A facelifted RDX was recently unveiled at the Chicago International Auto Show, sporting an updated look and minor equipment tweaks. A more chiseled front end, restyled headlights and taillights, and a simplified dash layout are among the most notable changes.

The 2016 Acura RDX is expected to go on sale in the spring of this year.

British Steel

Pre-1953 Ford Prefect, spotted in Kazabazua, Quebec.

When your average North American thinks of a British car, it’s usually an image of a Jaguar, Rover, Austin, Lotus or MG that pops into their head.

Not Ford.

Those classic English marques definitely made an impact on both sides of the pond, but Ford of Britain should get credit for dutifully cranking out staid and sensible vehicles for the driveway of the everyman.

It’s hard to imagine now, but for decades, Ford of Britain marketed their vehicles in the U.S. and Canada alongside their more familiar counterparts from Detroit. This was especially prevalent in the early postwar period and 1950s, as the British models undercut the American models in price by quite a bit.

The Prefect’s 1.17-litre engine made a whopping 31 horsepower.

They also undercut them in power, comfort, and size.

The Ford Prefect was a big name among British cars. As an uplevel version of the Ford Popular and Ford Anglia (naming models wasn’t their strong suit), the Prefect was introduced in 1938 and continued in production – minus a three year gap to accommodate a pesky global conflict – until 1961.

Following World War 2, a devastated England geared up its factories, and, using existing dies, tools and plans, built and exported cars to save its financial life. Ford of Britain sales and service networks were set up in North America to handle the influx (Latin America and Australia being other big customers).

Per capita, the British Fords proved more popular in Canada than the U.S.

Ford of Britain workers are seen constructing Prefects in 1950.

Whether it was the Commonwealth factor or the long-standing love affair with domestic vehicles south of the border, Canada’s sparse population soaked up 235,000 British Fords between 1948 and 1973.

In 1950 alone, a Baby Boom-era Canada bought up 14,804 British Fords, a good number of them Prefects.

Your author’s mother often recalled the Prefect of her Alberta youth, one of several British imports purchased by her budget-minded father (the others being an Austin and a Vauxhall).

Throughout the model’s run, the body received only one significant upgrade – in 1953, when the upright, pre-war look was ditched for something more contemporary.

The mechanics of the Prefect were as basic as you could get, and wouldn’t win you any races. The only powerplant available was a side-valve 1.17-litre four cylinder making 31 horsepower and 46 foot-pounds of torque, mated to a three-speed manual transmission.

Vintage North American ad for British Ford cars.

Compared to the V8-powered American Fords of the same time period, the Prefect seemed to have more in common with the Model T (especially considering that it retained the capacity for crank-starting).

With a top speed of about 65 miles per hour (105 km/h), you wouldn’t want to try passing logging trucks in the Rocky Mountains in a Prefect. But, driving a Prefect was better than not driving at all, hence why British imports became popular with the cost-conscious.

Despite the number of vehicles sold here in the Great White North, British Fords are scarce. The Prefect at the centre of this post, spotted in a field near Kazabazua, Quebec, was a rare surprise.

While the model itself is far from the minds of modern-day Canadians (and Brits), the Prefect gained lasting recognition after a confused main character in Douglas Adams’ The Hitchhiker’s Guide to the Galaxy adopted the car’s name in an effort to appear “inconspicuous” among locals.

Links:

http://www.enfostuff.com/history/A_Brief_History_of_English_Fords_in_North_America.html

http://www.otodata.com/cars/Ford/Prefect/68193.html

Mazda3 GT keeps the fun, adds class

The 2015 Mazda3 GT surprised with its affection for snow.

The following review appeared in the Oye! Times automotive section on Feb. 26, and can be viewed here.

Is the Mazda3 GT as good as it gets when it comes to affordable, sporty compact cars?

It could very well be.

Two weeks in the 2015 Mazda3 GT revealed the taught, shapely sedan to be a comfortable, refined performer, and a surprisingly good vehicle for tackling the worst of Canadian winters.

It’s not hard on the eyes, either.

When the third-generation Mazda3 debuted for the 2014 model year, the cartoonish ‘smile’ that adorned the front end of the previous generation had been wiped away, replaced with a mature and subtly elegant look.

Mazda likens its company-wide KODO design language to a cheetah pouncing on prey, which isn’t a bad metaphor. Viewed from any angle, the Mazda3’s long hood, short deck and curvaceous flanks hint at the proportions of the classic Jaguar E-Type of the 1960s – another famous automotive cat.

Equipment

Mazda’s CONNECT system allows the driver to control infotainment systems from this console-mounted dial.

The GT is the Mazda3’s top trim level, and comes with all the goodies needed to stand out from the rest of the lineup.

Under the hood lies Mazda’s SKYACTIV-G 2.5-litre four-cylinder engine, a high compression (13:1) direction-injection powerplant that makes a smooth 185 horsepower and 184 foot-pounds of torque.

A six speed manual transmission comes standard, and is the gearbox you’d want in a sporty car like this. With short, notchy throws and a lower gearing than the optional six speed automatic, the transmission helps the driver wring the most fun out of the GT’s engine.

The GT ditches the 16-inch wheels of the base and mid-range Mazda3 in favour of 18-inch alloy rims, wrapped with wide 215/45R18 rubber.

This tester came with the optional luxury group, which added leather upholstery and interior trim to the GT’s long list of standard features, which includes a power moonroof, fog lights, 9-speaker Bose audio system, heated seats, rear backup camera and power everything.

Heads up! Mazda’s flip-up speed display keeps your eyes on the road.

To aid the driver, the GT employs Mazda’s heads-up driving display, which projects the vehicle’s speed onto a flip-up glass panel above the instrument panel. Gimmicky but useful, it helps keep your eyes on the road.

The seats, shod in black leather with red stitching, were a little flat on the bottom, but were infinitely adjustable.

The rear seats folded down to expand the 12.4 square foot trunk, which is on the small side for its class (No worries, as the Mazda3 comes in a hatchback version for those wanting more cargo space).

The nerve centre of the Mazda3 uses a 7-inch touchscreen display mounted atop the dash (eyes on the road, people!), controlled by a large rotary switch located on the console. The MAZDA CONNECT infotainment system controls all radio, audio input, navigation and wireless connectivity functions, and was easy to get used to.

Mazda’s KODO design language doesn’t ignore the taillights.

Besides being user-friendly, the CONNECT system serves to de-clutter the dash, which is reserved mainly for the dual-zone climate controls.

That sparse but expansive dash, coupled with the tasteful use of shiny bits and decent quality interior trim pieces, made the Mazda3 GT look and feel like a low-end German luxury car. That’s not a bad thing to be compared to.

Driving impressions

Lower gearing helped the Mazda3 respond quickly in city driving and reduced the need for downshifting.

If isolation from engine and road noise is a sign of luxury, then the Mazda3 GT comes close to attaining that status.

The SKYACTIV-G engine only lets on that its running when the throttle is opened up, and even then there’s little vibration or harshness to be felt through the vehicle.

The 2.5-litre never feels like it’s working all that hard, and under brisk acceleration, the engine note in the cabin remains muted.

Fitting for a model with a reputation for sportiness to uphold, the GT’s suspension is on the firm side, which makes softening winter road cracks and frost heaves a challenge.

The worst pavement imperfections make their presence widely felt, an issue compounded by the GT’s wide low-profile tires, but they were at least buffered somewhat. The cure – a softer suspension – would run the risk of turning a sporty car into a marshmallow and ruining summer driving fun.

Despite the war zone roads and frequent snowfalls, the Mazda3 felt planted and stable in all conditions. It felt, actually, like it was several hundred pounds heftier than it was.

Traction control that wasn’t overbearing was a pleasant surprise, and lent itself to a sporty ride.

Mazda’s use of ultra-high-tensile steel in key areas of the body (it’s the first automaker to do so) makes for a stronger, lighter vehicle, and the GT tips the scales at a lean 2,980 pounds.

On the highway and around town, the steering remained heavy and on-centre, with no tendency for the car to wander, even in heavy crosswinds.

That heavy steering helped keep the GT pointed forward in deep snow, while the Michelin X-Ice snow tires our tester came with deserve a lot of credit for keeping their grip.

Unlike some traction control systems, the electronic nanny keeping the GT in check didn’t shut down the party prematurely. Corrections to wheel slip and skids were quite subtle – enough to keep the driver firmly in control while still making the GT a fun vehicle to drive, even in deep snow.

Despite the performance-geared manual transmission, the GT’s gas mileage didn’t stray from factory numbers. On one 100 kilometre highway trip (both 4-lane and 2-lane), the GT returned 6.4 litres/100 km, which matches its official rating.

The Mazda3 weathered the coldest February on record in the Ottawa Valley with ease.

Another trip of similar distance returned 6.1 litres/100 km. In the city, the GT is rated at 9.3 litres/100 km, which is achievable in light traffic (with at least a few green lights).

Thanks to a taller gearset, Mazda3s equipped with the automatic transmission return better fuel economy, both in the city and on the highway. Even thought the majority of GT buyers will go this route, not having an available stick shift in this model would seem like sacrilege.

The ‘fun and sporty’ reputation Mazda developed over the years is still present in the Mazda3 GT, but in a more mature form. With the model’s adolescence now in the rear-view, the newly refined Mazda3 is ready to be appreciated by an adult audience.

“We’re Number 2!”

Buick rises to No. 2 in dependability study, Lexus keeps crown

The Lexus brand, once again, took the top spot when the reliability of 2012 models was tabulated (Image: Toyota Motor Corporation)

No one wants to find themselves at the bottom of a J.D. Power Vehicle Dependability Study.

The market research company tracks vehicle reliability over a three-year period, and has the power to make or break a car company’s reputation.

The most recent study followed the trials and tribulations of 2012 model year vehicles, and ranked brands and models accordingly.

Thanks to the study, Buick now has reason to feel sunny, while Fiat might want to have a friend stay at their side.

The resurgent Buick brand rose to the number 2 spot, one step shy of the pinnacle, which is (and was) occupied by Lexus. Toyota and Cadillac were the third and fourth most dependable brands, with Honda and Porsche tied for fifth.

Clearly, there’s a Toyota-General Motors rivalry at play.

Buick also scored the top spot in the large car segment for its Lacrosse.

Buick rose to the Number 2 spot in this year's J.D. Power Vehicle Dependability Study (Image: General Motors)

Buick rose to the Number 2 spot in this year’s J.D. Power Vehicle Dependability Study, with the LaCrosse topping the large car segment (Image: General Motors)

J.D. Power forms its list by tabulating the number of owner’s complaints per 100 vehicles of each brand. With 273 problems reported from 100 vehicles, Fiat scored dead last in this study.

This isn’t good news for a quirky brand that’s trying to gain a foothold in a challenging market.

Other brands that fell below average were Ford, Hyundai, Volkswagen, Land Rover, Mini, Jeep and Dodge.

While these rankings could cause vehicle owners (or prospective owners) to tug comically at their shirt collars, let it be known that the study records all complaints, many of which concern non-essential but much-used functions such as infotainment systems.

Images of exploding gas tanks, detaching driveshafts, transmissions falling onto the road, and pistons flying through the hood are often the first things that come to mind when people talk about dependability, but this is increasingly giving way to frustrations over wonky technology and non-user friendly interfaces.

Fiat ranked dead last in the vehicle dependability study, which factored heavily on in-car technology. A 2015 Fiat 500X is seen here.

“Technology issues with vehicles are viewed as significant problems by owners, and they typically don’t go away after the honeymoon period of vehicle ownership is over,” stated Renee Stephens, vice president of U.S. automotive at J.D. Power, following the latest rankings.

Buyers demand the latest technology and conveniences in their vehicles, and automakers struggle to keep up with that demand. When the resulting technology is marketed with flaws and drawbacks, buyers tend to be very critical, and won’t forget when it comes time to decide on another vehicle.

It makes you wonder how the Chevy Vega would have ranked had there been touchscreens and Bluetooth in the ’70s.

Links:

http://autos.jdpower.com/ratings/dependability.htm

http://autos.jdpower.com/content/blog-post/xCztqM4/in-vehicle-technology-significantly-impacts-owner-satisfaction-according-to-j-d-power-2015-vehicle-dependability-study.htm

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