Monthly Archives: March 2015

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.

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)

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.

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?

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.

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.

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?

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)

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)

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 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.

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 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.

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.

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.

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.

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.

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.

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.

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.

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