Adrénaline Auto Guides

By Michael Hozjan  

On Easter Saturday race track owners, race team owners, racers, race fans and almost everyone associated in the racing community got together in Cornwall Ontario to bid a fond farewell to one of racing’s greatest.

Above:Race teams brought their cars out in memory of the king of announcing

He didn’t own a race team, he didn’t own a racecar nor track, he never even raced himself, but Brian Mulligan will be missed by thousands on both sides of the Canada/US border. Brian you see, was a track announcer. Let me correct that he was THE track announcer. Mr. Mulligan (he’d probably hate me for calling him Mister – he was that kind of down-to-earth guy) started his announcing career in the mid sixties at the now defunct - turned airport -Cedar Dragway, just west of Montreal, he moved on to Napierville, south of Montreal in 1966. In no time at all, his friendly persona and his ability to announce in English and French quickly wielded him into other racing disciplines. 

Brian’s voice soon echoed throughout Canada and the United States. In 1970 when Sanair International opened, Brian was the obvious choice for owner Jacques Guertin. A year later when Guertin snagged the NHRA to host a Canadian event, Brian was “ The Voice of the Grand Nationals”.  The NHRA must have liked what they heard as in 1972 he was asked to announce the Winter Nationals in Pomona, California. That was just the beginning, he’d go on to the Gatornationals in Gainesville Florida, as well as drag races in Columbus, Ohio, and Syracuse New, York.  

Above: Two drag racing icons, Brian shares a laugh with Linda Vaughn, Miss Hurst at the inaugural Canadian Drag Racing Reunion. Brian was inducted into the Canadian Drag Racing Hall of Fame in 2016

Back home he was also a reporter for CTV’s Montreal station, CFCF, bringing stock car racing into our living rooms.

Not one to hibernate, in winter snowmobile races beckoned him and he became as popular in that segment as he was in automobiles. In summer when he wasn’t barking out at car races, he’d be covering motorcycle races and boat races, including the inaugural Long Sault Regatta.

Above: One of the hazards of announcing in the cold

I met Brian when I was 17, not at a racetrack but at Action Motorsports, a speed shop in Montreal’s Rosemount district. His friendly demeanor went above and beyond that of a simple salesman, he made you feel like the whole store relied on you.

It would be a couple of years later while I attended my first drag race at Sanair International that I swore I recognized the voice coming over the loudspeakers. In later years, with his multitude of pages on drivers’ statistics, he would be instrumental in helping me with my articles in racing magazines and newspapers.

Above: Brian was at home whether on an oval or drag strip

When I was asked to run Montreal’s most popular cruise night I knew I needed and needed a charismatic, bilingual emcee, Brian Mulligan was a no brainer and he didn’t mind the 100 km commute once a week.

Above: Doing what he did best, this time at a Montreal Cruise Night

His heart was as big as it can get as he supported several charities, volunteering his time to fundraising and helping the community.

He suffered a brain tumor in 2011, something that would be fatal to the average person, yet Brian bounced bag to the surprise and chagrin of his doctors, and so over the last few years he’s been announcing at tracks close to home, including Cornwall Raceway and Mohawk International Raceway in Hogansburg New York, across the river from his hometown.

Above: Never to be taken too seriously, Brian was always smiling

Brian didn’t take life to seriously, always smiling and hamming it up whenever the occasion arose. Like donning a red ball on his nose in the middle of announcing. His heart was as big as it can get, always ready to support a charity and volunteer his time to fundraising and helping the community.

Over the years Brian was inducted into multiple sports and motorsports Halls of Fame.

Above and below: Just two of the dozens of awards Brian received 

On March 1st 2023 Brian moved on to announce the races in heaven, having succumbed to Alzheimers. He’s survived by his wife Huguette, brother Richard, and two sons Daniel and Patrick. 

Above: The Mulligan name continues in racing circles with Brian’s son Patrick

Patrick continues in the family racing tradition marketing racing fuel, promoting and consulting races, teams and drivers alike, and like his father is always smiling.  

When I opened the email from my buddy at Volkswagen Canada I thought it was a late April Fool’s joke. I mean a carbon foot print from on line activity... well I guess we do use electricity. 

Anyways for Earth Day the folks at Volks at powering down their website to run at a fraction of the power. MORE IMPORTANTLY, if you visit vw.ca today Volkswagen Canada will plant a tree for each visit. 

Also available at Genuine Convenience In Alexandria, ON

Also available at Passion Diecast in Laval - 427 St. Martin West

Available at Dan’s Rod Shop Saint - Phillipe, QC

Specials available for Car Clubs and Cruise Nights

By Michael Hozjan

OK all you old aging hippies and all you young wanna be hippies, here’s the one you’ve been waiting for since you sold that splitty or bay window – before the prices skyrocketed past the stratosphere. I’m referring to off course the iconic VW Type 2 more commonly known as the Volkswagen Bus or Van.

Volkswagen finally pulled the wraps off the long awaited successor this week, and it looks like it was well worth it. Christened the ID. Buzz – hmmm – I can see the TV commercials now; Willie Nelson driving and Snoop Dog riding shotgun on their way to a show – or going a bit nostalgic with Cheech and Chong heading to Woodstock in a ’64 23-window and magically arrive at Max Yasgur’s farm– 53 years later in the Buzz- and with all the animated commercials hitting the air, how about the Freak Brothers cruising Haight-Ashbury with Fat Freddy’s cat in the back. No flying Mustangs in this San Fran clip.

On a serious note, Volkswagen decided the World Premier should be held in Hamburg, more specifically, Schuppen 52, the dock where thousands of buses and vans were shipped from, headed to customers around the world. The docks are now solar powered, which made the location even more appropriate as the ID.Buzz is fully electric.

Above: The ID. Buzz looks great and will undoubtedly lead to imitators 

While we’ve been teased about its design studies for years, the end product clearly shows its ancestral linage. From the large VW crest mounted below the beltline to the short overhanging front and rear ends. Rounded lines with two-tone color scheme complete the trip down Nostalgia Boulevard. From there, although we’re not flying yet, we venture into the Jetson’s era with more gadgets and gizmos than this Baby Boomer needs, or wants.

The nitty gritty end of it is the ID. Buzz is all-electric, riding on Volkswagen AG’s Modular Electric Drive Kit (MEB), which it shares with the ID.4 as well as the Audi Q4 e-tron. Eventually over 80% of VW’s lineup will be based on variants of the platform.

Like the old Microbus, the motor is out back, but this time over the rear axle. It’s connected to an 84-kWh (77 kWh of which is usable) battery pack installed beneath the floor, to maximize space and aide in handling with a low center of gravity. It’s able to produce 201 hp. and 229 ft. lbs. of torque. No range figure was released, but estimates are around 400 kilometres on a full charge. The bus takes fast chargers that will allow you to go from 5 percent to 80 percent battery capacity in roughly half an hour.

There will be a short and long wheelbase versions, sadly the short wheelbase version which measures 2,988 mm (117.6 in) with an overall length of 4,712 mm (185.5 in.) and 1,937mm high (76.3”) will only be available in Europe because the Americans like to supersize everything we’ll get an extra 20 inches added an seating for seven. If you’re wondering, by comparison my old ’56 Kombi measured 2,400 mm (94.5 in.) between the axles with an overall length of 4,280 mm or 14’ 5” and 1.94m high (76”), which means the ID. Buzz is pretty close to the original.

There’s more good news as Volkswagen is building not only the people carrier but a cargo version also! Furthermore the body panels aft of the driver’s compartment are metal and not painted glass. Sliding doors on both sides ease rear seat ingress/egress as well as loading. There’s room for two European pallets in the back (1200 mm x 800mm).  

Above: A far cry from the stark all metal dash of the early microbuses.  Large clean view ahead makes it look more like the bridge of the Enterprise than a minivan. Leather has been replaced by synthetic non-animal materials. 

Greening the ID. Buzz has obviously been VW’s main priority – as it should- and can be evidenced by replacing all the leather with a synthetic non-animal material and using recycled materials throughout. Even the paint is organically based.  

The ID.Buzz begins rolling off the assembly line later this year, with first deliveries due this autumn in Europe. I wish I could say that you can run down to your local VW dealer and pick one up next week but we’ll have to wait until 2023 for it to come on our shores.

There is talk of a camper version coming, will it be from Westfalia-Werke,we’ll have to wait and see. 

If you’re a fan of Kia’s Forte and even if you’re not (and why wouldn’t you be?) there’s some interesting changes to the 2022 model line.

The new year brings with it a revamped front and rear end look giving the Forte a bit more character. There’s also a new GT-Line trim level to add some oomph to the sedan.

The sportier appearance package includes 17” wheels, LED fog lights, sport seats and a sport steering wheel.

A new 10.25 inch nav screen is also standard on the Gt-Line and is available on the other trims.

For those looking for more performance, Kia hasn’t forgotten you and the Forte and Foret5 should feed your appetite nicely with the 1.6L GDI turbocharged inline four pumping out 201 horses and 195 lb.-ft.  By comparison the entry level 2.0L MPI four produces 147 horses with 132 lb.-ft. of torque.

For those of us who haven’t been swept up in the SUV bandwagon and still regard sedans as the best form of transportation, it’s refreshing to see that some manufacturers still give us a choice of what to drive, Volkswagen being one of them.

Yesterday VW Canada announced their prices for two of their stars, you can plant yourself in the driver’s seat of the base Jetta for a mere $22,595 while the top dog GLI comes in at $31,595.

For 2022 both the Jetta and the GLI get a mild mid-cycle facelift with new bumpers, different looking wheels for the various trims and a new color pallet. The greenhouse gets upgraded technology (oh-oh) along with some refreshed look.

The Jetta will continue to be offered in three trim levels with the mid-level Comfortline offering a new Sport package. Distinguishable with dark graphite wheels and a blacked-out grille and trim, the Sport comes with an electronic locking differential, and sport-tuned suspension – great news for enthusiasts. Yes the interior gets some trick looking goodies but you’ll have to wait until I get my paws on it.

If you’re a regular reader of my column you’ll know that I’m not a big fan of what I call mickey-mouse car features. You know the ones I’m talking about – gimmicky items that add hundreds if not thousands of dollars that you tire of like a little kid with his toy watchamacallit on Christmas morning, or you never end up using it. Before I get into Hyundai’s latest gadget let’s look at the plus side of the Tucson.

The Tucson has long lead the charge in Hyundai’s line up and for 2022, Hyundai has let all the cats out of the bag. Once their smallest SUV, the Tucson, like everything else in this crazy “super size me” world has grown, and grown, and grown. For 2022 it’s 6 inches (15 cm) longer and 3 inches wider (7.6 cm) than the outgoing model with the Kona and Venue taking up the small size slice of Hyundai’s crossover pie or where the Tucson was in 2005.

The idea of the current model dates back to 2019 when Hyundai unveiled the Vision T concept in Los Angeles and the finished product isn’t too far removed from the show vehicle – right down to its plug-in hybrid motivation.

While I miss the old small, square boxy first generation runabout I have to give kudos to Hyundai, as the 2022 line up is a bold departure from the previous slab-sided, same-as-all-the-other-SUVs design of the outgoing model. Under the swooping lines, the Tucson’s interior is as far a departure as well, but the big news is its power line up.  

While the Vision T may have brought us a plug-in hybrid, not all 2022 Tucsons are hybrid however. You’ve got five trim levels to choose from to suit your needs/tastes.

You can get into a front-wheel-driver at only $27,799. A 4-cylinder 2.5L GDI gasoline mill with 187 horses and 178 lb.-ft. of torque serves as the base engine. If you absolutely need all-wheel-drive the Preferred trim at $30,199 is your entry level. That’s followed by the dressier n-Line. All gas-powered versions get an 8–speed automatic. Note to Hyundai - it would be really great to offer a true manual trans in your base models – and probably fill your showrooms up with new buyers.

Above: A 1.6L turbocharged four is backed up with hybrid motor

Next up the dollar scale is the Luxury Hybrid at $38,899 followed by the Ultimate Hybrid at $41,599 with the Plug-in hybrid starting at $43,499 and topping off at $ 46,199. Regardless of which hybrid you opt for they’re powered by a 1.6L turbocharged four cylinder making 180 horses and 195 lb.-ft. of torque. When mated to the 44.2kW (59 hp) electric motor, the combined output jumps to 227 horses and 258 lb.-ft. in torque. It’s when you get into the plug-in (PHEV) variant that you get the biggest jump in performance numbers – 261 horses. The hybrids are all-wheel-drive and mated to a 6-speed automatic torque converter transmission. Oh and expect to see a fully electric model soon.

The greenhouse

Before I go further let’s look at where you’ll spend the next few years of your life – behind the driver’s seat. Here too Hyundai has gone above and beyond any expectations I may have had about the Tucson. The new Tucson is as welcoming inside as it is inviting outside, quality materials are laid out in a simplistic horizontal modern dash. Adding to the upscale look and feel are clean digital gauges and a 10.25 “ infotainment/navigation screen integrated into the console, not like an afterthought billboard that many of its competitors have done.

With the larger size comes a spacious interior that will easily accept five adults. Leg, head and shoulder room are abundant and there’s 38.7 cu.ft. of cargo room behind the rear seat and 74.8 cu.ft. with the back rest folded. Though the cargo area is wide, the backrest doesn’t fold deep enough top provide a flat floor throughout.

Heated/vented front buckets and a heated rear bench are standard. Steering wheel mounted controls include the audio system but why are radio dials taboo?

On the road

I spent a week behind the wheel of an Ultimate Hybrid, a non plug-in or HEV (for hybrid electric vehicle). In layman’s terms it means never having wrestle with cables and looking for outlets to plug the truck in to charge the batteries, just drive it.

The biggest difference between the two is the plug-ins’ ability to go further in electric only mode. Tucson claims the plug-in will go 53 kms in electric mode – stay tuned as I hope to verify it. I was able to squeeze about 5 kms in electric mode feathering the throttle through my dirt roads before the gas mill kicked in.

Of course the larger scale of the new truck has its obvious benefits; most notably a smoother, more composed ride, and the Hyundai shines in isolating the driver from road irregularities – far more than its competitors which include the Subaru Outback, Toyota’s RAV4, Honda CR-V and the Ford Escape, to mention a few in the hotly contested niche.

Above: Large opening hatch gives access to 38.7 cu.ft. of space behind the rear seats. 

Hyundai has done a superb job of refining the Tucson’s powertrain, transitioning seamlessly from gas only to hybrid boost and back. Compared to its competitors I have to say the Tucson’s underpinnings is barely audible, even the start/stop engine engagement is quieter than most. Power delivery is smooth and linear but the Tucson is not a performance SUV, nor does it pretend to be, the hybrid system works remarkably well getting it around town but lacks the gitty up and on the highway. Still I suppose most buyers won’t notice.

Braking is aided by the regenerative hybrid system. My tester’s towing capacity was rated at 2,000 lbs. On the thirst meter the Tucson brought in a decent 8.6l/100kms.

A remote controlled parking system allows drivers to move the Hybrid forwards and backwards using the key fob is one of those questionable features I mentioned earlier.  You can pull the Tucson out of a garage/parking spot or reverse it into a tight parking space after the occupants have left the vehicle. Sounds great on paper doesn’t it.

 While sitting around the coffee table the other night, a friend commented, “If your garage is that full, maybe you should empty the garage.” To which my girlfriend commented, “You’re inviting for the guy parking next to you to dent your door.” Food for thought indeed. Then the system worked intermittently while I was trying to photograph it. Best one out of three. Which leads to ask, do you really, I mean really want it?

Thumbs down include no spare but a tire mobility kit…just the item you’ don’t need when you bend a rim or suffer a blowout, and please oh please give us manually operated hand brakes NOT e-brakes.

Back on the plus side, living in the boonies, I appreciated Hyundai’s wide reach of the LED headlights, lighting up a good swath of the road ahead of me, lighting up tree lines and culverts without blinding on coming drivers – something more than one manufacturer should take into consideration.

Verdict:

It’s hard to believe how quickly and how well the Tucson has grown from its humble beginnings in 2005. Hyundai isn’t about to let its popular seller be swallowed up by the competition and it shows. I can’t recall another vehicle that has gone this much quieter overnight. Sure there are those that claim it and then those that do it. Add Tucson’s reliability record and you have a clear winner.  

Price as tested: $43,524.00*

* Includes dealer prep and destination charges.

Warranty:

Good news for all you tire kickers, gear heads and even new vehicle purchasers, the Montreal International Auto Show returns for 2022. Expect to see a slew of electric stuff. 

2023 Acura Integra Prototype

There’s a lot to cheer about with the return of the Integra nameplate. It’s the first turbocharged Integra to leave the assembly plant. A high output 1.5L VTEC inline four supplies the propulsion. Enthusiasts will be thrilled to learn the Acura will offer a 6-speed manual tranny!

Above; Looks like another competition for who gets the largest crest. But seriously the latest Integra continues in the marque’s tradition of clean design. The 5-door hatchback is shown. 

Acura tells us that prices for the popular people mover should start in the mid 30s.  

Honda Passport TrailSport

Well Honda has finally done it. They’ve given us an SUV that isn’t catered to city slickers who believe they need a 4x4 to go shopping at Walmart in 2 inches of snow. The Honda Passport TrailSport – there’s a mouthful, is the first SUV in Honda’s history to actually not only look the part of an all terrain vehicle, but if judging by the press reports, will actually be able to take on the big boys in the segment

The TrailSport edition features standard intelligent Variable Torque Management (i-VTM4®) marketing speak for an all-wheel drive system with true torque vectoring.

Before I go any further let me apologize if this is the second time you see this, but it seems the original posting disappeared into the net’s purgatory somehow, or maybe Canada Post got its hand on it for delivery 

Words and Pics By Michal Hozjan

“Is it Italian?” – “ I thought it was an Aston Martin.” – “ So now you’ve got an Aston.”- “ The back looks great, but the front is killer.”

Those are just some of the comments I got during my week behind the wheel of the G70, but it’s so much more than a handsomely executed body.

Every once in a while a car (or truck) comes along that completely knocks your socks off. The Genesis G70 is such a car. I had heard some twenty somethings rave about the Genesis but didn’t really pay too much attention. “Just another dressed up Hyundai with more gadgets than needed.” I thought. Well I couldn’t have been more wrong.

Beneath the skin is a chassis that that successfully combines all the elements to make this a true well-poised luxury sports sedan that can go up against Europe’s best.

Indeed Hyundai has hit the ball out of the park with the G70 in looks, performance, comfort and pricing. I’m sorry did I say Hyundai, well Genesis is no longer sold under the Hyundai banner but rather as its own entity. Think Lexus/Toyota, Acura/Honda. Three models currently make up the Genesis line, the entry level G70, the G80 and the flagship G90.

 Above: The silky smooth 360 horsepower 3.3L twin turbo V6

The G70 comes in two very different versions, a sporty rear wheel drive powered by a 255 horsepower, 2.0L four cylinder, punching out 260 lb-ft of torque through a 6-speed manual transmission. Yes Virginia there is a rival to the 3 Series  - and I suspect there’s a lot of angry bigwigs in German boardrooms wondering just how their Korean counterparts can be just as much fun to drive at a fraction of the price. Hopefully I’ll get some seat time in the 2.0L Sport. Stay tuned.

My introduction to the Genesis line came with the 3.3T Prestige version. It comes packed with a twin turbocharged 3.3L V6 delivering 365 horses and 376 lb-ft of oomph to all four wheels.  This seems like the sweetheart package among the marque’s admirers I encountered during my tenor with the car. While there’s no standard transmission available with the V6, I quickly discovered there’s still plenty of excitement even with all four wheels supplying the traction. Genesis engineers have dialed the chassis perfectly so that standing on the go pedal will get the back end out – albeit in a controlled manner. Making you look like a better driver than you are. The engine purrs like a kitten and is perfectly matched to the eight-speed automatic. Whether you’re passing semis on the T-Can or snaking your way to the lakeside cottage, the G70 doesn’t disappoint in performance or comfort. Stopping power comes from Brembos on all four corners.

Come to think of it the last time I had this much fun in a four-door sedan was in another Korean, the G70’s corporate cousin, the Kia Stinger. While the two share the same engines and transmissions their personalities are widely different. To begin the Genesis has had 46 mm shaved from the Stinger’s wheelbase. As a result the G70 is easier to toss into a corner and yet despite the tighter dimensions, it doesn’t give up anything in comfort. Think of the Stinger is the hot rod in the family tree.

 Above: Smart design continues into the cockpit

The G70 also gets a more luxurious treatment for its interior materials highlighted by the quilting on the plush leather seats and door panels. Open the driver’s door and you can see the detail that the designers have given the G70. The Koreans have always been known to add more standard equipment to their entry level trims than anyone else and the G70 is no exception. The two door mounted speakers, are works of art, and there are 15 of them scattered throughout the greenhouse providing sound for the Lexicon sound system. My only knit pick is the billboard touch screen. It may be easy to use but it looks like an afterthought slapped in in the last minute.

 While the twenty somethings in my posse admired the dash, ironically, middle-aged men who raved over the infotainment graphics. Maybe they’re just trying too hard to be in the scene. As for me, regular readers will know that I give high marks to ease of use over confusing displays anytime of day and the G70 wins.  

The front half of the cabin is spacious with an abundance of leg, head and hip room, and while some may pooh pooh rear seat legroom, it is still roomier than most of its German counterparts. Those who absolutely need boardroom-like rear legroom and a larger trunk should go with the Stinger.

You don’t have to spend much time behind the steering wheel to see why the G70 has garnered multiple awards including the coveted North American Car of the Year.

Above: You know I’m not a fan of the mickey mouse spares but at least you still get one in the G70.   

Pics and words By Michael Hozjan

I hate to say it folks but winter is coming, and it’s just around the corner. Every year I get asked the same questions, “What snow tire should I get or what’s the best snow tire?”

Well first let me say that they are no longer snow tires but winter tires. What’s the difference? Snow tires were made just for that, snow, they made little or no effort to compensate for the cold temperatures that often precede snow. Winter tires work better from late fall to early spring than any summer or all season tire ever will. Winter tires start to do their thing at 7 degrees Celsius.

Variables

As to which tire you should by, well I wish it were that simple. There’s no real magic formula as to which one will work best in your area, especially with changing weather patterns. The large snowfalls that we used to have a few decades ago in the region have gone, replaced by freezing rain, rain or bitterly cold temps fluctuating to melting overnight. Each scenario ideally requires a different tire, but face it we’re not going to change tires every night for the next day’s forecast.  

Your tire choice also depends on where you live and how you drive. Is it almost all freeway, are at the other extreme, mostly on unpaved gravel roads where a studded tire or chains are almost a prerequisite. Driving habits and abilities also factor into the equation; a buddy of mine is terrified to drive on ice, so I recommended a winter tire with better ice grip while another buddy drives rear wheel drive cars exclusively and needs a tire more capable of cutting through deep snow.

Then you have have deep slush with frozen slush under it, rain soaked roads with wet snow.  In other words a cornucopia of challenges.

To tell you to buy Brand A and not Brand B would be a lie. There isn’t one tire manufacturer that’s better than another. I’ve driven Continental’s winter rubber compounds and have loved one line and hated another, which makes tire buying choice even harder. It’s not necessarily Conti’s priciest tire that’s the best, nor is it’s cheapest tire the worst. The same goes with other brands, I’ve had Bridgestone’s Ice Radial on one of my cars for years and love it so you can imagine my dismay when I had an Ice Radial on one of my many testers and hated it.

Would your tire be able to stop you in a whiteout?

So what should you do?

If you just bought another car and haven’t purchased your winter tires yet you are in luck. Despite what the new or used car salesman will tell you, going with the same size winter tire as your summer/all season units is just wrong.

Over the years tires have become increasingly wider and with it the sidewalls have become thinner. While a wider tire will give better grip on dry pavement, once it gets too wide it won’t heat up enough to give you good grip. (That is why you see race drivers zigzag down the track when things slow down.)

Great if you’re racing, but of little to no value for the average driver.  

By going with a narrower tire you’re reducing the drag co-efficient of a tire and, this is the important one, reducing aquaplaning. As an example: the 1984-1987 Honda CRX shows jumping from 165 to 185 series radials increases drag by 9.3 %.*  So yes you’re wider tires are costing you more in fuel, but we’re here to talk about winter traction.  

Above: A narrower winter tire works best

Aquaplaning is when your tire leaves contact with the road and floats over a thin layer of water and/or slush. A thinner tire will not only help keep you grounded when it gets wet, but also help you get through snow as it lessens resistance and increases digging power.

Think of thin cross country skis and their ability to cut through deep snow. Now imagine trudging through the same snow on wide downhill skis.

If he can loose traction - so can you. A tire has the most grip just before it looses all grip. Everyday the first thing you’ll see in the ditch upside down is the idiot who thought his SUV was infallible.

The Challenge

So simple right, I’ll just go out and get a smaller size tire. Well no. Sadly finding narrower winter tires than the all seasons that came with your ride can be a challenge, as will be the wheels. While some cars like the ’91 BMW 318i listed below did come with a slew of tire/wheel combos, most vehicles don’t.

CD --- tire & rim size (for a 1991 BMW 318i)* 0.293 --- 155 R 15; 5 1/2 Jx15 St. with wheel covers 0.294 --- 165 R 15; 61 2 Jx15 St. with wheel covers 0.297 --- 175/70 R 15; 6 Jx15 St. with wheel covers 0.305 --- 185/65 R 15; 61 Jx15 St. with wheel covers 0.311 --- 205/60 R 15; 61 2 Jx15 St. with wheel covers 0.314 --- 205/60 R 15; 7 Jx15 LM 0.319 --- 225/55 R 15; 7 Jx15 LM

While I wouldn’t suggest going from a 225 to a 155 on your Cherokee, but you would get a noticeable improvement by going to a 205, thus keeping the same size wheel. Complicating matters are the vast choices of wheel sizes and the availability of winter tires in the same size. Don’t expect to get a slew of 19” winter tire choices. A buddy had to go with 17” winters on his Cherokee which runs 18” summers and now swears by the narrow tires.  

There are several factors to keep in mind when changing wheel size:

1)     Take into consideration the overall diameter of your stock tires so as to not throw out your speedometer. A 245/45/R19 tire has a diameter of 27.7”, a 225/55/R18 has the same diameter. So it would make a good alternative size winter.

2)     To complicate things further consider wheel clearance for your brakes. Not a real factor if your daily driver is an SUV or typical sedan but it is if your ride is a performance vehicle.

Check with your tire provider to see what size wheel you should use. Don’t go in and say I have a 7” wide wheel and need winter tires to fit, they’ll just sell you the same size as your summer tires.

You should buy some steel wheels for your winter rubber. Not only will it save you the cost of changing tires every two seasons, steel wheels will hold up to put holes better. If your tire store doesn’t carry the needed wheel size, try contacting Fastco in Vaudreuil, Quebec. Not only do they supply a number of manufacturers with their alloys but also carry a vast assortment of steel wheels that are sure to have your required fitment. Visit them at fastco.ca.

Oh, and just please slow down when the roads are nasty.

Text and Photos By Michael Hozjan

With the last few days of warm weather still upon us and the leaves turning their brilliant autumn shades, I managed to grab the reigns to another Mustang. You’ll recall that a few weeks back I fell in love with the 2.3L four cylinder EcoBoost. This time I’m back in pony car lore with V8 power - the California Special Edition of the GT package.

The California Special (also known as the GT/CS) dates back to 1968 when Ford dressed up its popular pony car with Shelby-esque styling cues from the GT350/500 parts bin. Back then it wasn’t uncommon to have Dearborn produce regional special editions to help boost sales. The GT/CS was based on Carrol Shelby’s "Little Red" '67 hardtop show car.

Over 4,000 California Specials were produced in 1968 for the Golden Coast state. In 2007 Ford reintroduced it as an appearance package and has since been on again off again with the last rendition appearing in 2016 and 2017 model years.

Just as it did back in 1968 for 2021, the $2,500 option is purely a cosmetic piece. It allows you to subtly dress your ride without having to visit the aftermarket shops. On the outside a different grille, front and rear spoilers, side scoops (fake), side stripes, and two-tone 19-inch wheels (over the base car’s 18 inchers) set the GT/CS apart from the other thoroughbreds in the barn.  

Color pallet choices include Atlas Blue, Carbonized Gray, Cyber Orange, Dark Matter, Grabber Blue Metallic, Iconic Silver, Rapid Red, Shadow Black, and Oxford White. Missing is the turquoise hue that I saw every California Special wear back in the 60’s.

On the road

Unlike the 60’s icon, which could be ordered with any mill, six or eight cylinder and any tranny, the 2021 edition relies on the tested and proven Coyote 5.0L V8 for go – which is the standard fare for the 2021 Mustang GT. It pumps out 460 horses and 420 lb-ft. of torque.

 Above: The glorious Coyote 5.0L V8 and the strut tower brace with the California Special script.

The $1,000 Active Valve Performance Exhaust option is a nice touch giving the ‘stang a distinct growl by opening up valves in the secondary set of exhaust pipes.  Admittedly with the car’s automatic rev matching for downshifts it gets a little tiring, thankfully there are four exhaust volume settings that you can choose from on the steering wheel menu to keep your neighbours from coming out with pitchforks in the middle of the night.  

But today’s piece is all about driving the V8, and Ford has given us some noteworthy goodies to make it just that much more appealing (read fun). You know I’m not a big fan of useless mickey-mouse apps, but here you get Track Apps. While it still has some mickey mouse features such as lateral G-force counter it also has Electronic Line-Lock and gives you your lap times and acceleration numbers for those track days. Toggle switches allow you to select your drive mode from Normal to Sport, Track even Drag and Snow/Wet. You can also dial in steering modes (comfort, normal and sport)  and yes, you can still  throw back end out under throttle.    

Putting the power to the ground and adding to some fuel savings for highway travel is a 3.55:1 posi-track diff. I netted an impressive 11.12L/100km and that was with some spirited driving – gotta test the V8’s mettle.  

Above: The gas cap, like the side scoops are purely cosmetic. Spoiler is a nice touch.

The Mustang is an American muscle/pony car and not a sports car, so as such the GT/CS does a great job as a tourer. The GT/CS is softly sprung to help ease our pot holed roads and add to the driving comfort, yet still manages to swallow up winding roads and highway exit ramps with ease when not pushed too hard. The independent rear axle does away with wheel hop when the go pedal gets mashed – an inherited malady of the old solid axle. Sadly the more aggressive handling goodies available with the GT Performance Package is not available with the CS.

Large brake calipers peaking through the spoked wheels give you an idea of what it takes to slow the 460 horses but there’s more nosedive than I’d care for in a performance ride.  

The safety suites include Adaptive Cruise Control, Blind Spot with Cross-Traffic Alert, Lane-Keep, Pre-Collision Assist with Automatic Emergency Braking. It’s the first time that I’ve seen cruise on a manual trans and was particularly welcomed one night during a number of radar traps on a local highway.  

The interior

The cockpit also gets the CS touch with Miko Suede door and seat inserts and red contrast stitching. A carbon hex aluminum instrument panel highlights the dash and just in case you forgot what you’re driving there’s a California Special script logo on the glove box and the floor mats and GT/CS embossed on the front headrests.

My tester arrived with the 12” digital instrument cluster, heated steering wheel, voice-activated touchscreen, nav and adaptive cruise control totaling $2,200 on the options list. For sound, a Bang & Olufsen 12-speaker sound system was standard .  

The safety suites include Adaptive Cruise Control, Blind Spot with Cross-Traffic Alert, Lane-Keep, Pre-Collision Assist with Automatic Emergency Braking. It’s the first time that I’ve seen cruise on a manual trans.

 The verdict

It’s hard to dislike the iconic muscle power of the V8 Mustang, no matter how much the EcoBoost makes more sense; you can’t beat the torque of the 5.0 litre.

I haven’t driven a Mustang in a number of years and this year’s cars have proven that Ford has done its homework in keeping it on top of its game. At the risk of repeating myself the Mustang is an excellent cruiser that takes to the open road with agility and fineness, while still giving us the rawness of its past. I can see why it’s so popular among enthusiasts regardless of their age. The GT/CS package is a nice touch that sets it apart and should keep its value at resale.

As far as build quality, I have to tip my hat to Ford, the convertibles were solid and I can’t recall witnessing any cowl shake, a common trait among drop tops.

Price as tested: $63,440 *

*Includes delivery and destination fees

Warranty: 3 yr/60,000 km basic

5 yr/100,000 km powertrain

Acura Integra: sleaker than ever

Acura RDX: 600 ponies to go

Acura has given its flagship SUV, the RDX a mid-cycle facelift with larger corner snouts and a quieter interior with more premium features. Acura claims that the retuned suspension and Integrated Dynamics System make it the most comfortable and dynamic RDX yet.

There’s a Sporty RDX A-Spec now available with Platinum Elite Package which should entice new buyers.

New colour schemes include Phantom Violet Pearl, Liquid Carbon Metallic and Long Beach Blue Pearl – available exclusively on the limited-production PMC Edition.

What’s a PMC Edition you ask? Simply put it’s a hand-crafted, limited-production 2022 RDX electrified 600-horsepower beast that shares its power with the NSX Type S supercar. Wearing a Long Beach Blue Pearl paint with Orchid Milano leather interior the PMC should be easy to spot. Only 15 units will be made available in Canada, so get your order in. No prices have yet been released.  

All-new Honda Civic scores top dog in all evaluated IIHS categories

Honda is riding high these days, and for good reason, both the Civic Sedan and Hatchback have garnered Top Safety Pick+ awards from the Insurance Institute for Highway Safety (IIHS). It’s the highest possible rating awarded to manufacturers.

Above: The Civic sedan, below the hatchback

Among the various criteria the Civic scored high for its standard front crash prevention system, which earned “SUPERIOR” ratings from IIHS in vehicle – to - vehicle and vehicle – to -pedestrian avoidance tests.

In total eight Honda models have earned 2021 TSP ratings or better.

Spotted: Ford Bronco and Jeep Grand Wagoneer and Ford Bronco

Two legendary names reappear for 2022.

This is the Bronco we’ve been waiting for. OK it still has no V8 under the hood, opting instead for various turbocharged mills. But it does come in two and four door variations, and yes with removable doors and top. Prices start at a very reasonable   for the two door powered by the 2.3L EcoBoost and a 7-speed manual trans. That’s a six-speed with one crawler gear!

I’m not going to let the cat, (err horse) entirely out of the bag, stay tuned.

Above: Will we see the faux side wood grain that was a Grand Wagoneer trademark - we’ll have to wait and see.

Twenty three speakers, 3d surround sound, 471 horses with 455 lb.-ft. of torque through a fuel efficient 6.4L V8 capable of towing 9,850 lbs. Sounds great doesn’t it. Prices start at $100 grand for the base trim Grand Wagoneer.

Of course if you want the looks but don’t need all the hoopla, the Wagoneer at $79,995 might be more your cup of tea. The 5.7L V8 with ETorque hybrid can still haul 10,000 lbs. with a slew of techno devices and the biggest acreage for legroom in all three rows for the category.

Volkswagen Tiguan gets more of the standard equipment that you want

For 2022 the Tiguan gets a completely revised front end, featuring new LED light signature and an available illuminated light line flanking the VW logo, and optional updated R-Line design elements. There are four new alloy wheels ranging in size from 17 to 20 inches and seven colour choices. The interior colour palette includes Cinnamon leatherette and Noisette (Hazelnut) leather.

The BIG news is that all trim levels now come with VW’s 4MOTION all-wheel-drive as standard equipment. The sole motivation for getting the compact sized SUV down the road is a 2.0L turbocharged four cylinder pumping 184 horses and 221 lb.-ft. of torque to the wheels through an 8-speed automatic.

Those of us stuck in the Snowbelt for the next six months will appreciate the heated front seats and steering wheel, now standard across the board.

There’s plenty more goodies available so stay tuned…

Words and Photos By Michael Hozjan

What’s in a name? Well if you’re like my posse of twenty and thirty something’s, it’s the difference between cool and not cool. Case in point Kia’s midsize four door sedan the K5, formerly known as the Optima. I can see some of you already grimacing, but its true. In a move that can be described as nothing short of genius, someone at Kia decided to upgrade the car and make it appealing to the youth market by simply getting rid of a stodgy old moniker.

I can’t recall anybody ever being excited when the Optima was mentioned. All that has changed with the K5. Admittedly it does sound cooler, kind of like F16.

The K5 comes in four different trim levels (LX, EX, GT-Line and GT) with prices starting at $31,460 for the base LX model and climbing to $42,360 for the GT. The K5 continues Kia’s tradition of bringing more bang for your shopping dollar. A heated steering wheel, smart key access, push button start, lane keep assist and blind spot avoidance are all too often found on competitors’ mid level trim lines, for Kia, they’re standard fare on the base car.

There’s more to the K5 persona than just a name tag, gone is the normally aspirated, anemic four cylinder that propelled your uncle’s Optima. Sadly so are the hybrids. The base engine is a turbocharged 1.6L four that delivers 180 hp and 195 lb.-ft. of torque to all four wheels through an 8-speed automatic. It powers the first three trim levels and while it won’t shatter any records, it’s smooth, responds quickly to throttle inputs and should be more than adequate for most drivers. You also get the choice of front or all-wheel-drive with the 1.6L.

My tester came with the more potent 290 horsepower, 2.5L turbo mill that punches out 311 lb.-ft. of torque, through a dual clutch 8-speed automatic. For the extra bucks you get a heads-up display, premium Bose sound system, twin exhaust, plus the usual array of driving aides. In an odd turn of events the GT is offered only in the front drive configuration.

As the GT designation implies this K5 gets a sport-tuned suspension, bigger binders to help stop the added horses and wider 19” rubber. It’ll hit the century mark in 5.5 seconds.

Above and below: Not my usual interior shots, I had so much fun driving the K5 I forgot about my task at hand. 

Interior

Like the exterior, the K5’s cockpit looks fresh with a modern air to it and could be mistaken as belonging to a pricier sports sedan. Fit and finish is top rate, as are Kia’s choice materials right down to the faux leather seats. You get heated/vented buckets, ambient lighting and wireless charging pad. Head, leg and shoulder room is generous for the front seat occupants and rear seat legroom is way beyond the 3 Series bimmers.  

Within three minutes of setting myself in the leather bucket seat I’ve adjusted the seat, set the mirrors, connected my phone, and set my sat radio stations, all without cussing. Voila, simple and to the point, unlike this week’s overly complicated, infuriating sedan. Yes Kia needs to talk to their sound system suppliers to properly set the favorites but other than that, the K5’s controls are easily manipulated and are intuitively placed, the infotainment screen is big, bright, simple to navigate and very responsive.

You can select and customize drive modes and customize the displays in the instrument cluster.

The K5s arrive with cruise, collision mitigation, lane keep. The on screen pop ups keep you in the loop as to which safety systems are in use, and can easily be switched on and off. Again not like this week’s dictorial ride.

You know immediately this is going to be a fun drive.

On the road

I’ve set this before about Kias, so excuse me for repeating myself, but it needs to be said. With their engineers coming from Germany’s top builders it comes as no surprise that the K5 steers, handles and responds better than its front drive competitor., If the rear wheels would be pushing the car instead, than  it would give the big buck Germans a run for their money. If you’ve read my comments on the Stinger GT, well think of the K5 as its smaller athletic brother. If the K5 would be rear wheel drive It would 

The K5 may be classified as a family sedan but with 290 horses on tap eager to be awakened, its one special family. The K5 will easily light up the 19-inch front tires. Whether your right foot is having a heavy day or you’re just out cruising taking in the autumn colors, the trim exclusive  8-speed automatic is perfectly matched to the engine.

The K5’s size lends itself to more enjoyable drive and is easier to toss into a corner than the Stinger. The GT’s larger brakes bring the sporty sedan to controlled stops time and again with little to no fade – just the ticket for those long curvy lakeside roads. The suspension holds up well to most of our third world rated roads without sacrificing too much in seat comfort.

The seats are firm and supportive yet I wouldn’t hesitate for a minute to take this car for a cross-country road trip.

Verdict

I wish Kia would offer the GT trim in all-wheel-drive. Having said that I’ve already put it on my short list as the ride to book for our gang-of-four trip to the Detroit Autorama when and if it reopens in March. It’s capable of swallowing all our gear, give us the ride and comfort we demand and not kill our fuel budget.

If you’re looking for a smart sedan with evocative good looks, that’s easy on the budget as well as on your senses, then run don’t walk to your nearest Kia dealer.

Price as tested: $42,610*

*Includes colour charge, dealer prep, taxes and destination charges

Words and Photos By Michael Hozjan

No matter which pickup camp you favor, be it Chevy, Ram, GMC or one of the Japanese versions you have to admit that Ford’s F-150 has been setting the  benchmark for pickups since biblical times. Sure it has had its share of hick ups, which vehicle hasn’t, but it’s been the segment leader more often than not and Ford is not about to relinquish the spot. This year’s F-150 has received some notable improvements that are sure to make it a favorite with farmers, tradesmen and enthusiasts alike.

It may be cliché, but the F-150 does come in every configuration that you could want to suit every taste, budget and need. You can choose from V6 power to V8 as well as turbocharging and hybrid assist. From two doors to four doors, rear wheel drive or 4x4 as well as three different bed lengths.  

Above: Nearly seven decades separate these two blue beauties

Decisions, decisions

Prices start at $36,174 for the base XL in two-door/6 ½ foot box configuration powered by a 3.3L V6 that develops 290 horses and 265 lb.-ft. of torque feeding the rear wheels through an electronic 10-speed automatic. Sorry folks, Ford has nixed manual trannies. Add another three hundred dollars and you get the more useable 8-foot bed. There are seven more trim levels, XLT, Lariat, Tremor, King Ranch, Platinum, Raptor right up to the $94, 120 Limited. You get a choice of five engine choices including a 3.0L V6 diesel.  

Above: You wouldn’t guess by looking at it that there are 430 horses waiting to be unleashed.

Add to the various trim lines, engine options, cabin sizes and bed lengths and you can see what I mean by a truck for every taste, need and budget. With more variants than I care to count I decided to look at the least thirsty one, the full hybrid version Lariat powered by a 3.5L V6 EcoBoost engine and an electric motor. As a $4,850 option, it sounds pricey, but it also delivers a whopping 570 lb.-ft. of torque and 430 horses. My tester’s towing capacity amounted to 12,400 lbs. In contrast, the base Lariat starts at $61,845 with a 2.7L EcoBoost mill that doles out 325 ponies and 400 lb.-ft. of torque and is rated to tow 8,500 pounds.  

Other options included Group 502A at $4,245.00 (rain sensing wipers, LED projector bending head lights, LED taillights, onboard 400W outlet, heated steering wheel, 10-way power driver’s seat, power passenger seat, heated second row seats, leather seating, adaptive cruise and a slew of driving aides). My tester also came with 275/60Rx20 all terrain tire package at $1000, the $1,300 Sport Appearance package added power running boards and did away with the chrome grille replaced by a more subtle black grille, a twin panel moonroof at $1,750, Bang and Olufson sound system and power tailgate ($800.00 each), FX4 off-road package gets you skid plates to protect your investment’s underpinnings at $950.00, a sprayed bedliner ($600.00), co-pilot assist with active park assist ($1,350.00).  With the ever-increasing sizes and heights of pickups, the $850.00, 360-degree camera is a must, especially if your travels include parallel parking around low-slung cars.

Above: Plugging in your power tools was unheard of just a few years ago now you can use your F-150 as a mobile generator – the Hybrid package can transmit up to 7.2 kW of power.

There were no extra fees for the leather seating, the 20” six spoke aluminum wheels, the towing package and the 3.73:1 electronic locking rear axle.

As you can see the numbers add up rather quickly, nothing new in the pickup world, so how does it stack up?  

Hybrid Power

Ford has been a leader in alternative power for its pickups for years having experimented with [hydrogen] fuel cells in its Ranger line decades ago, and hybrid pickups are nothing new. They’ve been around for a while, some better than others, oddly, the F-150 is the sole full hybrid pickup in the 2021 model line up. It’s also the best. Not only is power transition from full electric to gasoline completely transparent, it’ll even drive on full electric in four-wheel-drive. Ford calls it PowerBoost and it’s available on all F-150 crew cab models regardless of trim, even the base XL line.

Not to be confused with Ram’s e-Torque mild hybrid system, which can’t be driven solely on electricity. Ford’s system consists of a 1.5 kWh lithium ion battery pack that's liquid cooled and engineered to minimize weight. The electric motor makes 41 horsepower (35 kW) integrated directly to the 10-speed automatic transmission.

Best of all the truck self-charges through regenerative braking and engine power, so you don’t plug it in. A workhorse should not be required to have daily downtime. Right?

New look

For 2021 the F-150 got a mild and dare I say welcomed refresh with new skin giving it a modern look.  

New interior

Whether you’re pickup’s needs are for farming, towing or simply commuting, Ford’s stylists have completely redesigned the cabin. Fit and finish is top notch, as are the materials. Borrowing from the Ram, the center console features a large flat workspace ideal for taking notes or working your laptop. My Lariat came with a 12” infotainment screen that thankfully could also be navigated with buttons and dials (screens have a hard time recognizing my finger/hand gestures).

 Above: For extra storage, my truck had a pop-up bin (closed in pic)  under the rear seats - a $200 option. 

On the road

In all honesty I haven’t enjoyed an F-150 as much as I enjoyed this one since the “Bullnose” F-150s of the early to mid ‘80s. Its road manners are above and beyond what I’ve been used to with Ford’s previous renditions and better than most of the competition. With a smooth ride and comfortable seats, road imperfections go virtually unnoticed unless you find a real large pothole.  

Above: How much is too much light? I wish manufacturers would consider oncoming traffic when designing their headlamps.

With gobs of torque (the most ever in an F-150) and a whole corral of ponies under the hood, you would think that the F-150 is a speed demon. Well you’re right, zero to a hundred kms is achieved in just over 5.5 seconds and it’ll do the quarter mile in 13.8 seconds at 164 kph. The 10-speed automatic works perfectly in conjunction with the hybrid package. Whether accelerating from a full stop to highway speeds or in stop and go traffic, shifts go unnoticed.  I can’t recall a single incident where the truck felt underpowered or misstepped a gear. Steering is light yet precise, but I do wish the turning circle was smaller.  

On board scale

Ever wonder just how much you’re carrying? Well Ford has taken the guess workout by offering an onboard scale that measures your payload and sends it to the Sync4 screen and you can even read the weight via an LED display in the taillamps!

The verdict

I’m not a big fan of electric vehicles, (not enough space to explain why here) but I love hybrids, especially those that regenerate themselves. If I can save my gas bill while getting more power what is not to like. While this F-150 fit the bill, I’m an old school pickup guy so for me 8-foot beds are the way to go, and they’ve been making a big comeback in my neck of the woods. Having said that, I’d love to see the hybrid package offered in a regular cab version with the long bed. I’m sure the battery could safely be stored under the bed. Ford doesn’t offer the crew cab with an 8-foot box, once the darling of municipal yards and racetracks alike. Are you listening Ford?  

My combined thirst for the week averaged 10.95L/100kms, unheard of in a full size pickup, much less with these horsepower figures.  

Price as tested $83,715.00 *

*Includes Dealer prep and delivery fees, federal excise tax and off-road discount.