Published on YouTube: GMC Debuts Full AT4 Premium Off-Road Lineup with 2022 Terrain Preview

GMC Debuts Full AT4 Premium Off-Road Lineup with 2022 Terrain Preview
GMC Debuts Full #AT4 Premium Off-Road Lineup with #2022 Terrain Preview： Editor's Note: The timing for launch of the refreshed GMC Terrain has been ...
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Published on YouTube: 2022 Subaru BRZ: What We Know So Far - Car and Driver

2022 Subaru BRZ: What We Know So Far - Car and Driver
Prioritizing affordability and lightweight agility over high horsepower and high-priced exclusivity, the 2022 Subaru BRZ continues to be a pure sports car for ...
via YouTube https://www.youtube.com/watch?v=XnBs2GzBGg8

Published on YouTube: Ferrari 296 GTB an evolution of Ferrari’s mid-rear-engined two-seater sports berlinetta concept

Ferrari 296 GTB an evolution of Ferrari’s mid-rear-engined two-seater sports berlinetta concept
Ferrari #296 #GTB: Ferrari revealed its 296GTB today, claiming it as the first ever Ferrari-badged road car powered by a six-cylinder engine. We must point out ...
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Ford Moving toward Build-to-Order, Away from Packed Dealer Lots

'I know we're wasting money on incentives,' says CEO Jim Farley, acknowledging the way people buy cars and trucks is changing.

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Published on YouTube: BMW M serious Review Specification & Presentation

BMW M serious Review Specification & Presentation
BMW #M serious Review Specification & Presentation.
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Off-Roading-Modified 2007 BMW Z4 M Listed for Auction on Bring a Trailer

The seller of this BMW Z4 M turned it into an all-terrain beast, adding burly tires, a custom suspension, and a pair of spares poking out of the rear hatch.

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Published on YouTube: Audi Dakar 2022 the RS Q e-tron Review Specification & Presentation

Audi Dakar 2022 the RS Q e-tron Review Specification & Presentation
Audi Dakar 2022 the #RS #Q e-tron： Audi was a dominant force in Group B rally in the mid-1980s, earning two manufacturers' championships with the ...
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Published on YouTube: lotus performance

lotus performance

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Two horses that kept a nation running

There aren’t many around today but that doesn’t mean five million Citroen 2CVs — or Deux Chevaux (two horses) — weren’t produced over a period spanning an amazing 41 years.

It’s a feat equaled by only a very few cars before or since. But the truly remarkable thing about the car was that it could barely be considered a car at all.

Originally envisioned by company founder and chief engineer André Citroën, the 2CV (a government designation relating to the car’s taxable horsepower rating) would prove to be the perfect vehicle to get his fellow citizens moving — albeit slowly — under their own power.

Citroën himself would not live to see the 2CV come to fruition. He died virtually penniless in 1935, shortly after selling his bankrupt company to Michelin Tire. A year later, Pierre Boulanger, a Michelin-appointed director-general, began work on a companion vehicle to the larger Traction Avant, the only car manufactured by Citroën at the time.

As with Ferdinand Porsche’s Volkswagen Beetle, the four-door 2CV was conceived as an inexpensive people’s car. The prototype 2CV sedan featured a retractable roof, trunk lid and doors covered in cloth. Boulanger referred to his creation as “four wheels under an umbrella.” A single headlight, a speedometer and ammeter were the only gauges. The flimsy canvas-covered seats resembled lawn furniture and could easily be removed from the car for use as such.

One of the more innovative aspects about the 2CV was its softly sprung independent suspension. Boulanger decreed the car should be capable of carrying a basket of eggs across a plowed farm field without cracking a single shell.

Production commenced in September 1939 but was halted with the beginning of the Second World War. As the battles raged and Nazi occupation reached France, Boulanger and his associates revamped and updated the 2CV’s design, ready for the day when they could return it to the assembly line.

Nine years later in 1948, a reconstituted 2CV (fitted with metal doors and two headlights) was presented to the international press at the Paris Motor Show.

Almost immediately, the sounds of laughter and derisive comments echoed throughout the Salon. Amid the glitz and glamor of more exotic machinery, the sad-looking bare-bones 2CV, with its corrugated tin-hut-looking body and flip-up hinged side windows, appeared to be a faux pas of nightmarish proportions.

The car-hungry French, however, ignored such journalistic snobbery and saw the car for much more. The Deux Chevaux was an immediate hit, and for some obvious reasons. The war had devastated the nation’s economy, which, by the late 1940s, was only beginning to recover. With money in short supply, cheap wheels were preferable to no wheels at all.

The 2CV was also inexpensive to service. For example, the screwed-on body panels and hinged doors could easily be removed for repairs. In fact, the entire body shell could be peeled from its steel chassis by loosening just 16 bolts. The car could even stretch an imperial gallon of gasoline (4.5 litres) to cover 56 miles (90 kilometres).

The only obvious downside — not counting oddball design — was its complete lack of performance. Given enough time and on prairie-flat pavement, the 2CV might eventually reach a much-anticipated top speed of 69 kilometres per hour.

Throughout its existence, the 2CV was given frequent (and much desired) mechanical and exterior upgrades. Engine displacement was eventually increased to 602 cubic centimetres, while horsepower topped out at 33. Eventually, the 2CV was capable of reaching 110 kilometres per hour.

Available in a single shade of grey until 1959, some interesting two-tone combinations added some charm.

As the Deux Chevaux grew in global popularity, so did the number of manufacturing locales. At its zenith, factories in 12 countries were busy satisfying a steady demand for these econo-boites (boxes).

In its final two years, the 2CV was manufactured solely in Portugal under the Charleston name, complete with formal paint scheme, deluxe interior and slightly sturdier bumpers.

By the end of its life, the once inexpensive (less than $1,000) car was retailing for around $10,000. Although it had attained cult status, production volume no longer warranted the effort and Citroën’s once innocuous but lovable vehicle came to the end of the line in July 1990.

Loved for its honesty, economy and durability, the mighty Citroën 2CV helped restore economic health to a nation consumed by war. It also provided the advantages of personal mobility to an otherwise disadvantaged society. Along the way, it even managed to put a smile on the faces of those fortunate enough to drive, or even ride in one.

The post Two horses that kept a nation running appeared first on WHEELS.ca.

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Published on YouTube: The All-New 2022 Subaru BRZ

The All-New 2022 Subaru BRZ
The All-New #2022 #Subaru #BRZ： Maybe you thought it wasn't possible; turns out, it was. The RWD sports car praised for its razor-sharp handling, response ...
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Published on YouTube: 2022 Hyundai Ioniq 5: What We Know So Far - Car and Driver

2022 Hyundai Ioniq 5: What We Know So Far - Car and Driver
2022 #Hyundai #Ioniq 5: What We Know So Far - Car and Driver: The 2022 Hyundai Ioniq 5 is a new all-electric compact crossover with advanced technology, ...
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The Cheapest Auto Insurance in Tulsa, Oklahoma

Tulsa is one of the most densely populated cities in the Sooner state.

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Auto Insurance Fayetteville, North Carolina: Everything You Need to Know

North Carolina has experienced an increase in traffic accidents recently.

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What to Do After An Accident That Is Not Your Fault

Know what to do after an accident that is not your fault can save you from expensive compensations and legal issues.

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Does an Accident Go on Your Driving Record? Everything You Need to Know

Does an accident go on your driving record? Yes, a car accident always appears on driving records, even in a no-fault state.

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Driving Without Insurance in Washington: Everything You Need to Know

Driving without insurance in Washington is not advisable.

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Driving Without Insurance in Indiana: Everything You Need to Know

Indiana law mandates that all drivers carry a minimum amount of car insurance to operate a motor vehicle on state roadways.

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How Much Does SR22 Insurance in Washington State Cost?

If you live in Washington state and you get caught driving without insurance or are cited for a DUI, you're required to file an SR22 insurance form to reinstate your driver's license.

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Driving Without Insurance in Tennessee: Everything You Should Know

Driving without insurance in Tennessee can lead to severe consequences.

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Everything You Need to Know About Driving Without Insurance in Texas

Driving without insurance in Texas attracts severe penalties and fines that range between $175 and $350.

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Everything You Need to Know About Driving Without Insurance in Utah

Driving without insurance in Utah is a serious traffic violation.

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Everything You Need to Know About Driving Without Insurance in Georgia

Driving without insurance in Georgia is illegal and amounts to hefty consequences.

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Penalty for Driving Without Insurance: Everything You Should Know

The penalty for driving without insurance varies from state to state across the U.S. except for Virginia and New Hampshire.

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Driving Without Insurance in Michigan: What You Should Know

Like most states, Michigan requires all drivers to carry a minimum amount of car insurance to operate a motor vehicle on state roadways.

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How Much Is Rideshare Insurance? Everything You Need to Know

If you're thinking of earning some extra cash by driving for a rideshare service, it's a good idea to purchase rideshare insurance.

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What Are the Most Expensive Cars to Insure?

When calculating your car insurance rates, your provider will take several factors into consideration, including what kind of car you drive.

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How Long Does a Speeding Ticket Affect Your Insurance?

Sometimes even the most careful motorists drive over the speed limit for one reason or another, resulting in a speeding ticket.

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How Much Does Insurance Go Up After a Fender Bender?

Car accidents are an unfortunate part of driving.

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Cadillac amped for its electric future, details lighter and stronger Ultium batteries

The brand once known for tail fins and supercharged V-Series engines plans to leave this decade as a builder of electrified vehicles. We recently learned Cadillac is winding down development (not production – there’s a difference) on its internal combustion engines, meaning the models and trims currently on sale are the last of a breed. Going forward, the brand named after the man who literally founded the city of Detroit is going to be powered solely by electrons.

First out of the gate will be Cadillac’s first fully electric SUV. Called the Lyriq, it’ll be a crossover-type vehicle with a new take on the brand’s design cues, packing available Super Cruise and the ability to drive an estimated 480 km on a single charge. Plans call for it to appear in Canadian showrooms next autumn with reservations beginning about a year prior to that time.

But what about the technology behind all this? GM has gone all-in with their Ultium brand, applying the name to batteries and drive units it will use in these systems. Speaking to the latter, all of the company’s next-gen EVs will powered by a family of five drive units, together known as Ultium Drive. There will be front- and rear-wheel drive units, a so-called ‘assist’ all-wheel drive, plus two for trucks. Names for the latter are revealing of future plans, since they are referred to as ‘truck front-wheel drive/rear-wheel drive’ and ‘truck dual motor’, respectively.

These five drive units will work in concert with electric motors to get power to the ground. GM says they expect to use one or more of three motors – a primary front-wheel drive motor, a primary motor which can be configured for front or rear wheel drive, and an all-wheel drive assist motor.

So that’s propulsion. What about energy storage? A common knock on electric cars by those who’ve never driven one is the fear of running out of juice while cruising the back forty. Many advancements have been made in this area, by a variety of battery makers, including the tech being developed by GM. In fact, the company claims their Ultium-based EVs will be capable of driving ranges of up to 724 km when fully charged, a distance to rival any traditionally powered car packing a full tank of fuel.

In another neat innovation, engineers on the Ultium project say they’ve fandangled an innovative way to stack cells in a battery.  The platform apparently has the unique flexibility to use pouch cells stacked either vertically (pickups and SUVs) or horizontally (performance vehicles), allowing them to use similar building blocks in different ways to make a variety of electric vehicles. Think of it as stacking hardcover books on a shelf upright versus lying down. One orientation permits different heights of books, while the other allows for different widths or lengths. Also, compared to the current-gen Bolt EV, these batteries weight 25 per cent less.

General Motors is already at work on the next evolution of its Ultium battery cells. GM R&D Lab Group Manager Mei Cai, PhD, displays a working prototype of a battery cell with a lithium metal anode, a significant step on the path to remarkable energy density breakthroughs, with even more power and range at lower costs. This cell has already completed more than 500 deep charge/discharge cycles. (Photo by Steve Fecht for General Motors)

GM is touting their battery management system as being almost completely wireless, reducing connections within the batteries by almost 90 per cent. This explains some of the weight savings. With this tech, more room is available for more cells (or ones of different design), providing better driving range. There is also talk of this innovation furthering the ability to repair and replace parts of the battery ecosystem in an EV; fewer parts means potentially easier servicing and perhaps even the ability to swap out portions of the system late in the car’s lifecycle. GM says the system could even be upgraded over time with new software-based features via smartphone-like updates. Plans are also in the hopper for extensive recycling and recovery programs.

There’s plenty of work to go around. The company has announced it will increase its EV and AV investments from 2020 through 2025 to USD $35 billion, representing a 75 per cent increase from its initial commitment announced prior to the pandemic.

The post Cadillac amped for its electric future, details lighter and stronger Ultium batteries appeared first on WHEELS.ca.

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Published on YouTube: 2022 Toyota Mirai First Look

2022 Toyota Mirai First Look
2022 #Toyota #Mirai First Look.
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Mercedes EQE Electric Sedan Teased ahead of Munich Reveal This Fall

Mercedes showed a teaser of its upcoming mid-size electric sedan. The automaker also announced an electric AMG model and an EV Maybach concept.

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Published on YouTube: 2021 Mini Cooper GPS functionality review

2021 Mini Cooper GPS functionality review
2021 #Mini #Cooper #GPS functionality review.
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Bowler's Defender Challenge Spec Series Rally Truck Looks Like an Absolute Blast

With a new Land Rover Defender comes a new Defender Challenge competition truck. It will make its debut in the single-make race series in Iceland in August.

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Tested: 2021 Chevrolet Silverado 1500 RST Is All about the Engine

A 420-hp 6.2-liter V-8 helps the Chevy Silverado keep up.

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2022 Mitsubishi Outlander

Review, Pricing, and Specs

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Mitsubishi Confirms New Outlander Plug-In Hybrid Arriving in 2022

The new PHEV model promises a bigger battery and more powerful electric motor, and this time around it will offer a third row of seats.

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Mitsubishi Teases All-New Outlander PHEV With Next-Gen Hybrid System

Mitsubishi Canada has just confirmed there will be an all-new version of the Outlander PHEV crossover. It will come with a new hybrid system and will, for the first time here, offer a third row of seating thanks to the new architecture.

The current PHEV model got a larger battery for 2021 and a larger engine as part of a new hybrid system. At the time, it wasn’t clear when a new model matching the gas-powered 2022 Outlander would arrive. Now it appears that the vehicle will go on sale sometime before March in Japan and then later in 2022 here in Canada and the U.S.

While the release is short on details, we can see what appears to be the taillights and roofline of the 2022 Outlander, though fitted with a plug for electric charging. Expect that plug to offer fast charging like the current Outlander PHEV model.

Mitsubishi says the new Outlander PHEV model will offer more powerful performance from the next-generation hybrid system. It will also offer more driving range. The exact estimate wasn’t given, but the current model uses a 13.8 kWh lithium-ion battery pack and can travel up to 39 km on a single charge.

The 2021 Outlander PHEV offers 80 hp from its front motor and 94 hp from the rear motor. Mitsubishi said it will offer more power, so those figures are a good place to start. The new gas model makes 181 hp, so the hybrid will likely be the quickest model. The all-electric AWD system is expected to continue to the new PHEV.

With a new platform and improved integration of components, including the battery pack, the new Outlander PHEV will accommodate a third row of seats. This third row was found in the previous and current Outlander but was missing from the PHEV. With its inclusion in this new PHEV, it will make this model one of the greenest seven-seaters available.

Mitsubishi didn’t announce when we would see the full specs for the new model, or its pricing. But with it set to launch in Japan “in the second half of this fiscal year,” which starts in October and ends in March, we’ll likely see at around the end of the calendar year.

The post Mitsubishi Teases All-New Outlander PHEV With Next-Gen Hybrid System appeared first on WHEELS.ca.

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Published on YouTube: 2022 Toyota Prius Review Specification & Presentation

2022 Toyota Prius Review Specification & Presentation
2022 #Toyota #Prius Review #Specification & Presentation Toyota is recalling about 2.4 million hybrid cars worldwide that could stall while driving.
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SR22 Insurance in Iowa: Everything You Need to Know

SR-22 insurance in Iowa provides assurance that high-risk drivers have the right coverage.

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Rideshare Insurance in Florida: Everything You Need to Know

Drivers for ride-share services such as Lyft and Uber have special auto insurance considerations.

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SR22 Insurance in Tennessee: Everything You Need to Know

Tennessee requires motorists who have committed risky traffic errors such as reckless driving or driving under the influence (DUI) to file an SR-22 certificate with the state.

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SR22 Insurance in Wisconsin: Everything You Need to Know

An SR-22 certification from an auto insurance company provides proof of insurance for high-risk drivers.

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Driving Without Insurance in Minnesota: Everything You Need to Know

Minnesota requires drivers to carry a minimum amount of liability insurance.

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DUI Insurance in California: Everything You Need to Know

If you need DUI insurance in California, you can expect to pay more than the average amount for auto coverage.

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Driving Without Insurance in Oregon: Everything You Need to Know

When you are caught driving without insurance in Oregon, the penalties may range from fines to vehicle towing to a suspension of your driving privileges.

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Driving Without Insurance in Illinois: Everything You Need to Know

Driving without insurance in Illinois can come with some stiff consequences.

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Everything You Need to Know About Driving Without Insurance in Florida

Driving without insurance in Florida can lead to driver's license and plate suspensions, making carrying the correct coverage in the state critical.

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Car Insurance in McKinney, Texas: Everything You Need to Know

The average car insurance in McKinney, Texas, costs about $1402 yearly.

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Auto Insurance in Knoxville, Tennessee: Everything You Should Know

Auto insurance in Knoxville, Tennessee, is one of the cheapest in the United States.

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Car Insurance in St. George, Utah: Everything You Need to Know

Buying car insurance in St. George, Utah, will cost you an average of $1552 yearly, according to industry data.

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Car Insurance in McAllen, Texas: Everything You Need to Know

If you are planning to buy car insurance in McAllen, Texas, expect to spend an average of $1580 yearly.

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Car Insurance in St Petersburg, Florida: Everything You Need to Know

The average car insurance in St. Petersburg, Florida, costs $2703 per year.

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Auto Insurance in Kissimmee, Florida: Everything You Need to Know

Auto insurance in Kissimmee, Florida, requires all drivers in the area to have Personal Injury Protection, Property Damage Liability, and Bodily Injury coverage.

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Car Insurance in Lewisville, Texas: Everything You Need to Know

Car insurance in Lewisville, Texas, costs $1422 per year on average.

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Published on YouTube: 2022 Audi RS3 A3 Presentation

2022 Audi RS3 A3 Presentation
2022 #Audi #RS3 #A3 Presentation Audi has formally unwrapped the all-new 2022 RS3 sport sedan, the smallest of its high-performance cars (or ...
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Published on YouTube: 2021 BMW M3 competition Review Specification & Presentation

2021 BMW M3 competition Review Specification & Presentation
2021 #BMW #M3 #competition Review Specification & Presentation.
via YouTube https://www.youtube.com/watch?v=7bEX3YGqVm0

Published on YouTube: Porsche 911 GTS Review Specification & Presentation

Porsche 911 GTS Review Specification & Presentation
porsche #911 GTS Porsche is adding the GTS model to the 992-generation 911's lineup, and they have 30 more horsepower than the Carrera S models along ...
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Vincent Hugo Bendix: From elevator operator to a titan of industry

Vincent Hugo Bendix was 16 when he decided to head to New York, alone. All he wanted was a chance. From an early age, the founder of the Bendix Corporation, the company that introduced a reliable four-wheel brake system, showed the kind of spirit that comes around once every century or so.

He was creative, fascinating, outlandish and extravagant. And he was willing to take a few chances. Opportunity, as it turned out, was in the Bendix blood.

Bendix began working as an elevator operator in a hospital, then moved to the maintenance department, where he was taught the basics of electricity. Within two quick years, Bendix worked in an accounting office, a law firm and finally as an engineer.

Early colleagues described him as “someone with the energy and aptitude of 10 men.” But it was the early American mode of transportation that fascinated him.

Bendix began to drift into mechanical engineering. He specialized in automobile engine design, and eventually worked on motorcycles and cars for the Holsman Automobile Company, where he learned all about internal combustion engines.

By 1907, less than 10 years out on his own, Bendix had designed and built his own car: the Bendix Motor Buggy. Seven thousand Bendix machines were built before the mismanaged company declared bankruptcy. It would be the beginning of a legendary run that would cement Bendix as an icon of American industrialism.

After moving back to engineering — while selling Cadillac cars in Chicago to make money — Bendix struck gold. Once night late in 1909, he finished (and quickly patented) what would become known as the “Bendix Drive,” which would eliminate the hand cranking of an automobile engine. The first automobile to use the Bendix starter drive was the 1914 Chevrolet “Baby Grand.”

By the end of the decade, the Bendix starter became a standard in all cars produced in the United States: 1.5 million vehicles.

The sudden fortune led to more money and more time for inventions, including the patent rights for a braking system, which led to the establishment of the Bendix Brake Company in 1923. With his own business, Bendix turned his energy toward perfecting the brake system of the time and, by 1926, he created the first four-wheel automotive system that greatly increased safety.

Production climbed to 3.6 million brakes in 1928, from 650,000 in 1926.

With his auto business in good shape, Bendix expanded into the aircraft business, which was ironic given the fact Bendix hated to fly and only did so a handful of times in his life. After creating the Bendix Aviation Company, he invented the pressure carburetor for aircraft engines, another invention that found its way into almost every American plane.

Bendix built two enormous mansions, one in South Bend, Ind., and in Palm Beach, Fla., as well as his own airfield. He formed his own four-passenger-helicopter company, divorced twice (the second time after reaching a settlement of $2 million in 1932) and, by 1939, listed liabilities of $14 million and assets of a little more than $1 million.

In 1945, at age 63, Bendix died of a heart attack — officially a coronary thrombosis — at his home on East 57th Street in New York City.  Exactly 47 years earlier, he had come to the city with a dream. He left in a coffin, bound for Chicago and a burial in the city’s Grace Memorial Cemetery.

The post  Vincent Hugo Bendix: From elevator operator to a titan of industry appeared first on WHEELS.ca.

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Getting around on two wheels, but not a bike

No, it isn’t your imagination. More and more people in urban centres are using electric scooters as a convenient and nimble way to zip across town. Far from being a toy, these battery-powered rides have modern brakes, robust tires and real suspensions.

It’s also “illegal” to ride them in Toronto.

If you operate an electric scooter in the city, you’re technically breaking the law. While the Province of Ontario has a five-year pilot project intended to evaluate the use of e-scooters and examine their ability to safely integrate with other transportation, lawmakers in Toronto chose to opt-out of the program. That means the devices are not allowed to be operated, stored or parked on any public street in Toronto — including bike lanes, cycle tracks, trails, paths, and sidewalks.

So why are they spotted with alarming regularity in the downtown core? Blame (or thank) a level of enforcement that is almost non-existent. For now, most e-scooter riders simply comport themselves around Toronto like bicyclists and others using rideables. This has led proponents of the devices to argue the city’s vote was more of a referendum on keeping large-scale scooter rental companies from depositing hundreds of the devices on our streets.

With those caveats out of the way, we sought to unravel a few intricacies of electric kick-style scooters. This being the Wheels section, we’ll start with performance figures. Some models have a top speed of about 25 kilometres per hour, a velocity which will understandably be dictated by battery level and available traction. The more costly dual-motor models can cruise to a startling 60 kilometres per hour. Prices for an e-scooter will range between $500 to more than $2,000.

Speaking of, how far can the average driver travel on one of these things before it gasps its last electric breath? There’s a saying in auto racing that, “Speed costs money. How fast do you want to  go?” In terms of electric kick scooters, that phrase can be modified to, “Range costs money. How far do you want to go?” Just like road-going electric vehicles, battery size and complexity play a big part in this answer.

Even entry-level electric scooters are good for a range of about 20 kilometres when used in ideal conditions and on a full charge, meaning a rider could round-trip from the CN Tower to Nathan Phillips Square about 10 times before needing to find a power outlet to recharge. More robust models, like the Segway Ninebot KickScooter Max, are good for up to 65 kilometres of all-electric riding and take about six hours to fully recharge.

After spending up to four figures on an electric kick scooter, owners will be apt to secure the thing when popping into the shops. Experts recommend using u-locks, which have a very short shackle, rather than traditional chain locks, since they are slightly tougher for thieves to cut through. Depending on the brand, scooters may also come with concealed GPS units, key start ignition, or NFC (near-field communication) card readers to activate their electric motors.

Some critics of e-scooters being used on city roads will point to the lack of ridership licensing and regulation. These are topics that are being addressed by a group of electric scooter and micromobility retailers from across the country, who have formed the Canadian Micromobility Alliance.

“We are focused on safety,” said Aaron Binder, chief experience officer for Segway of Ontario, one of the alliance’s founding members. He said it is working to develop outlines for insurance products and safety courses. “Advocacy at different levels of government is key to ensure a level playing field in terms of legislation.”

As with bicycles, the Ontario Highway Traffic Act sets out rules and penalties that apply to the operation of e-scooters in areas of the province affiliated with the pilot project, including riding while under the influence of drugs or alcohol.

Binder said high-quality scooters will comes equipped with bells and lights, matching the safety items required on other rideables, like electric bikes. Modern electric and mechanical brakes are also paired with contemporary suspension technologies to keep e-scooter riders—and those around them—safe.

You can be sure with increasing urban densification, there will be no shortage of future conversations about electric kick scooters as an option for those seeking zero-emission transportation.

Escooters are technically illegal in the city of Ontario but laws barring their use aren’t heavily enforced. Advocates have been urging for the gradual implementation of more purchasing outlets, and infrastructure, for escooter riders.

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Stellantis reveals plans for a range of electric crossovers, pickups, and eMuscle cars.

It wasn’t long ago that two of the largest auto conglomerates in the world – Fiat Chrysler Automobiles and Groupe PSA – combined to form Stellantis. Five months later and they’ve announced a major step for EVs.

Stellantis EV Day was chock full of info, most pertinent of which was the 30 billion euros they’ve earmarked over the next five years for this low-emission vehicle (LEV) commitment; they’re targeting that 70 per cent of all European sales be LEVs by 2030, and that 40 per cent of all U.S. sales be LEVs within that same timeframe.

“The purpose of today’s session is to demonstrate to you that Stellantis is now in full execution

mode at full speed on its electrification journey,” said Carlos Tavares, Stellantis CEO. “Five months after its birth, powered by our diversity of people and brands, Stellantis accelerates to lead the way the world moves.”

The big news has to do with their new full battery-electric vehicle (BEV) platform. Actually, there are four platforms labelled STLA Small, STLA Medium, STLA Large and STLA Frame. Each version has a different EV range, starting at 500 kilometres for the Small version at one end of the spectrum, and 800 kilometres for the Large and Frame versions at the other. The first three versions are pretty obvious; Small is for city runabout hatches and crossovers, Medium for compact EVs, Large for all-wheel-drive (AWD) performance vehicles – more on these in a minute – and frame will be a body-on-frame platform for pickups and other commercial vehicles.

The main factor contributing to the modularity of these platforms is the how the motor, inverter and gearbox are all combined and can be configured for AWD, rear-wheel-drive or front-wheel-drive.

While not too much light was shone on what the first vehicles to use these platforms will be, Dodge did tease an upcoming all-EV muscle car, complete with the tagline “Dodge will not sell electric cars. Dodge will sell American eMuscle.”

Ram also got in on the festivities with an announcement of an all-EV version of the 1500 pickup, which, considering the times we’re in, should come as no surprise to anyone. Perhaps more surprising is that while the F-150 Lightning, Cybertruck and Rivian are right around the corner, RAM is pegging 2024 for the 1500 EV. It seems a merger in the time of COVID-19 has its…complications.

When it comes to EVs, however, it’s often about much more than the vehicles themselves. These are highly-technological enterprises that manage to at the same time be relatively high-maintenance. It’s not enough to just develop EVs, you have to be able to sustain them. To that end, Stellantis has already partnered with Electrify America in charger development. They’re investing in a big charger rollout first in Europe, then in South America and on to North America after that.

Stellantis is also working on developing five Tesla-esque gigafactories for battery production. They’re also developing partnerships with both LG and Samsung for battery development, as they say they’re going to need 20 times more gigahertz of battery capacity by 2030.

4xe marches on

While the Wrangler 4xe is the first vehicle to use Jeep’s plug-in hybrid “4xe” tech in the North American market, the smaller Compass and Renegade crossovers have been using the platform in Europe – where it sells rather well – for quite some time.

In that light, today Jeep revealed the first images of the 2022 Grand Cherokee 4xe. Precious few details have been released, but if the Grand Cherokee’s powertrain’s figures match those of the Wrangler, expect 375 horsepower and 470 pound-feet of combined torque, and an all-EV range of around 40 kilometres.

The Grand Cherokee 4xe may not make use of any of the new STLA platforms, but it does represent a significant step toward Jeep’s electrification in North America.

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EV Maker Rivian Plans to Spend $5 Billion on 10,000-Acre Plant

A company document proposing a colossal second factory, likely to be built in Arizona, reveals an $5 billion initial investment from Rivian, according to a report from Reuters.

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2022 Bentley Bentayga

Review, Pricing, and Specs

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There's Talk of Chevy Replacing the Camaro with an Electric Sports Sedan

The gas-powered Camaro could be killed off within the next few years as GM prepares to go fully carbon neutral with its new lineup of EVs.

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Everything we know about the 2022 Kia EV6

Electric vehicles have a cool feature that doesn’t get highlighted often enough: the same battery that powers the electric motors can also be used to power external appliances and electronics.

Kia Canada chose a unique way to demonstrate this: the very first EV6 to arrive on Canadian soil powered the guitarist’s amp while Canadian singer-songwriter Fefe Dobson performed her upcoming single, Fckn In Love, in an exclusive live concert to commemorate the launch.

The Kia EV6 is the brand’s first product built on Hyundai Motor Group’s E-GMP dedicated platform for electric vehicles. Here’s what we know after taking a live and up-close look at the vehicle.

A short-range version exists, but Canada won’t see it. This is the right call: range anxiety is a major barrier to EV adoption in Canada, and Kia Canada representatives point out that they have other products in their line-up for those who don’t see long range as a priority. The EV6 will be positioned as a flagship vehicle for the brand and will be sold here in its long-range version only, which employs a 77.4 kW battery to achieve an estimated (and as-yet untested) range of 480 kilometres on a single charge in the base rear-wheel drive model. The brand expects selecting the all-wheel drive version, which will comprise the majority of sales in Canada, will shave roughly 25 kilometres off this range, and selecting the higher-powered, range-topping GT model will take off another 25 kilometres. That still puts the minimum range estimate at an approximate and unofficial 430 kilometres, which is robust enough to meet Canadians’ expectations.

The EV6 will be capable of high-speed charging. With the EV6 being capable of 400-volt and 800-volt charging, it will be compatible with the fastest Level 3 public chargers currently available. At an 800-volt charger, the EV6 will go from 10 to 80 percent charge in 18 minutes.

Three trims will be available at launch. The base EX model will be sold with rear-wheel drive as standard, which will employ a single electric motor on the rear axle to produce 225 horsepower and 258 lb-ft of torque. That torque will be fully available from a complete stop, as is the case with all electric vehicles. The EX will also be available with all-wheel drive, which will be standard on higher grades. The EX AWD and GT Line will add a second electric motor to the front axle for a total output of 370 hp and 446 lb-ft of torque. On the line-topping GT performance grade, both motors receive an output bump to produce a total of 576 hp and 545 lb-ft of torque. Aside from the power increases, these trims will be differentiated with standalone exterior bumpers and other surfaces, and four wheel styles will be offered ranging in size from 19 to 21 inches.

The EV6 is extremely aerodynamic. Efficiency is paramount in electric vehicles. Kia reports that the EV6 achieves a 0.28 coefficient of drag, which is a remarkably low figure thanks to the EV6’s relative flat hood and windshield line, active air intakes, and sculpted underbody.

Sustainable materials are used in the interior. EV buyers are eco-conscious as a rule, and Kia has acknowledged that here by incorporating vegan leather and suede into its interior finishes.

Its technology is designed to be modern but usable. The EV6 features a pair of 12.3-inch screens mounted below a single pane of glass, one being the digital instrument cluster and the other an infotainment screen. (The fact that it looks an awful lot like the configuration Mercedes-Benz has been employing for several years now is hard to ignore.) A head-up display that incorporates augmented reality graphics will also be available. The car we previewed could not be started, so we don’t have much information on what these systems will look like in action as of yet.

The exterior design looks better in person than we expected. The preview images of the EV6 showed some unique styling cues that made it hard to predict what the vehicle would look like in real life, but a cursory first look makes a strong impression. Exterior lighting is LED-based all around, and while the intricately detailed headlamps are eye-catching, the most impressive detail is in the wraparound taillamps, which meet with the rear wheel wells at a dramatic angle and employ a faceted chrome accent to reflect the red light. An integrated rear spoiler projects a welcome light onto the ground from the rear of the vehicle, and the door handles are flush to the surrounding surfaces, a Kia first. Inside, a dedicated electric platform allows for a flat interior floor, which creates space for leg room and storage.

We’ll still need to wait a few months to drive it. The first deliveries of the Kia EV6 are expected to take place early in 2022.

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Mercedes me Charge will offer access to more than 7,000 Canadian charge points

Mercedes-Benz has just announced new charging infrastructure plans for Canadian buyers and drivers of its upcoming Mercedes-EQ models. The automaker is partnering with ChargePoint and creating the Mercedes me Charge system. There will be new home charging options as well.

At launch, the new Mercedes me Charge system will give customers access to more than 4,900 public charging stations across the country. The company says that’s more than half of all networked charging points in Canada. Thanks to the ChargePoint partnership, customers will be able to use the charge stations of that company as well as those of Flo and other networks.

Access to more than 2,400 “semi-public” charge ports will also be part of the program. These are chargers located at workplaces and other locations like hotels that would normally be access-controlled to only those who work there or to hotel guests.

To help keep its charging green, Mercedes-Benz said that it would use a program that ensures that all power put into one of its EVs will see an equivalent amount of renewable energy put into the grid. Mercedes says this helps reduce CO2 footprint, but that it also increases green energy demand and helps develop new green power sources.

Starting at the end of the year, Mercedes-EQ will add Plug & Charge. This is a new vehicle feature that skips most of the steps of starting a charge session, signing into the right account, and needing multiple billing accounts. With Plug & Charge, you plug in and you charge. The car and charging station bill your car’s account automatically.

Lastly, a partnership with Flo and Qmerit will offer a Flo Home X5 smart charger with four-year warranty and Qmerit installation. Customers will be able to finance their home charging station, through this partnership, using Mercedes-Benz Financial Services just like their vehicle purchase or lease.

“Canada is a significant and highly anticipated market for Mercedes-Benz when it comes to the new Mercedes-EQ sub-brand,” said Mercedes global head of charging partnerships Nico Dettmer. “Mercedes-EQ drivers in Canada can look forward to a sizable and rapidly expanding public and semi-public charging station infrastructure that will allow them to travel easily across Canada.”

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OPINION: Start Saying Goodbye To The Manual Transmission

Only about 1.2 per cent of new cars sold in North American are equipped with a manual transmission.

No. I’m not happy about this. And yes, journalists have been sounding an alarm about the death of the manual transmission for over a decade now.

But as unfavourable as it is, and as alarmist as it sounds, it is time that we all start accepting just how little life is left in the manual transmission as a mass consumer product. The noble manual transmission now faces just too many threats to survive much longer.

Electric cars are one such threat. A big one.

Like the advent of electronically controlled fuel injection, auto manufacturing is about to see a massive shift in how it produces cars. And just as ‘enthusiasts’ complained about losing carburetors in favour of the more efficient fuel injection systems, so too is there a kind of automotive puritan uprising against EVs… because time is a flat circle, apparently.

However, one legitimate gripe to have against EVs is that it makes the inclusion of a manual transmission essentially impossible — or at the very least, completely unnecessary.

Electric vehicles don’t have gearboxes, because they don’t have a flywheel, because they don’t have an engine. The only kind of gearing you get in a Tesla, for example, is through a differential to deal with power distribution and cornering.

You could theoretically simulate a paddle shift automatic with an electric motor, but all you would really be doing is deliberately slowing down your acceleration while being less power efficient. And there would still be no clutch, so what would be the point, really?

No manufacturer will be untouched by electrification. Just this month, Dodge announced it will be making an “electric muscle car” and Aston Martin has said its planning an electric sports car and SUV for 2025.

But even outside of electric cars, the manual transmission is struggling to find an audience. And that’s because automatics are becoming really, really good.

As little as 10 years ago, if you were a serious performance enthusiast, you had to buy the manual variant of any car as the automatic “slush box” was simply too dimwitted to deliver power effectively.

And in fact, manual transmissions were almost three times as popular in North American in 2010 — about 3.4 per cent of cars sold that year had a manual transmission.

However, things started to change around that time as cars like the Nissan GT-R proved you could actually enhance performance and the all-selling 0-60 m.p.h. time if you removed the possibility for driver error presented with a manual transmission. Of course, performance staples like the Corvette and Toyota Supra have since ditched the manual transmission option entirely and become very, very fast in the process.

Even with nameplates which do still offer a manual, like the Ford Mustang and Porsche 911, the automatic variants are far quicker than their “standard” counterparts. Sometimes by up to half a second to 60 mph (that might as well be a year in car terms).

Granted, there is more to achieving those impressive times than simply removing driver error. Modern automatics are juiced by manufacturers with some gearing trickery to ensure they far outshine the manuals.

Why do manufacturers want the automatic transmission to win?

Firstly, it means that even useless drivers like you or me can hop in any car and feel like a super star driver. And hey, if you spend over $100,000 on your new Porsche, that desire is certainly understandable.

But moreover, manufacturers know that controlled gearing in automatics make greater fuel efficiencies possible. Additionally, because automatics are so much more popular than manuals, they’re much more cost effective to produce.

No accountant looks at 1.2 per cent of all car sales and says, “Yes, those are the buyers we should focus on.”

As a result, there simply isn’t any research and development money being spent on manual transmissions. And so, this performance and efficiency deficit isn’t likely to swing back in favour of the manual. It’s a death spiral for the manual and a “rich get richer” situation for the automatic. No one is buying manual transmissions because automatics are so good. And manuals can’t get any better because no one would sensibly invest in improving them, because demand is so low.

Consider that the familiar and well-travelled Tremec TR-6060 (an evolution of the beloved TR-56, which itself first arrived in the early ‘90s) first debuted in 2007 and is still being used, mostly unchanged today.

“If it ain’t broke, don’t fix it” simply won’t cut it when automatic transmissions are becoming faster, more efficient and more popular every year.

Then there’s all this new safety tech.

Driver-assist features like automatic emergency braking and adaptive cruise control are quickly becoming the norm. Automatic emergency braking, for example, will be available on most models by 2022 due to a voluntary 2019 agreement which was entered into by 20 automakers and the U.S. National Highway Traffic Safety Administration (NHTSA).

Is it impossible to adapt manual transmissions to this technology? No. But it is very, very costly. And giant corporations don’t like “costly”. If we’re being realistic, when it comes to a product which only accounts for 1.2 per cent of total sales, it’s a far more sensible decision to axe that product completely, rather than invest in improving it.

How soon will the manual transmission kick the bucket?

I reckon we could see the very last clutch pedal roll off the assembly line as early as 2025. If I were to place a bet on it, I’d wager we won’t see any new models announced after that date with a manual transmission option.

Again, this brings me no joy at all. And I sincerely hope I’m wrong.

I love driving a stick. I don’t think there’s anything quite like the experience of changing your own gears — you’re never quite more connected to a car than when you’re physically connecting the engine to the road. It feels like you’re directly translating energy into speed.

Moreover, a manual transmission has the magic ability to turn a boring car into a spectacular one. You truly don’t need a lot of horsepower when you have a clutch pedal as is evidenced by cars like the Subaru BRZ / Toyota 86 and Mazda MX-5. A Honda Civic Type R without a manual transmission holds no appeal for me whatsoever. It needs that crucial point of engagement to become alive in the way that it does.

But like it or not, commerce is a democracy and car enthusiasts are a very, very small voting bloc. Miniscule, even. And within that miniscule voting block is the even tinier, microscopic block of manual transmission enthusiasts, and we are a group which is growing smaller by the day.

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The Ectomobile Is Back and Better Than Ever in 'Ghostbusters: Afterlife' Trailer

The newest installment in the Ghostbusters franchise will feature a hot-rodded, heavily modded specter-fighting ambulance. The movie is due out November 11.

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The Lexus LC 500 is The Best Car I’ve Ever Driven

This is not a review of the Lexus LC 500.

Which is just as well because I don’t think the LC 500 would fare too well in an objective piece of consumer advice.

Certainly, at its steep as-tested price tag of $120,000, there are many, many options one would consider as “better value” than the LC 500. The Porsche 911, Ford Mustang Shelby GT500 and Nissan GT-R are just a few other six-figure GT coupes which would not only provide a much higher level of brand recognition and excitement for the neighbour children, but which would simply annihilate the LC 500 in a drag race.

Sincerely, if you’re looking for a blisteringly fast sports coupe from Toyota, you should walk right past the LC 500 and spend around half the money on a new Toyota Supra. It’s faster than the LC 500. And it’s far more exciting around corners.

The Lexus LC 500 is not the fastest car I’ve ever driven. Nor is it the most technologically advanced. It’s not the most lavishly trimmed. It’s certainly not the most practical or fuel efficient. It’s not the most visually interesting or historically significant.

But it is the best. By a far stretch.

What I love most about the LC 500 is that Lexus didn’t bother chasing lap times or funneling in race technology that could never be properly enjoyed on the street.

Instead, it seems that Lexus did what they do best — refine a concept. They focused on making the LC 500 a simply superb, long-legged GT coupe which elevates the simple task of driving to a destination into a sublime, even blissful experience.

The first thing you’ll notice about the LC 500 is its simple silhouette. The iconic, acid trip Lexus front grill aside, the LC 500 is fairly understated when compared next to the kinds of over-excited, desperate designs (read, “Corvette C8”) which are becoming more and more commonplace. The car’s sweeping, long side profile conjures up images of Toyota sports cars past such as the Toyota 2000GT, Lexus LFA and even the Toyota Supra A80.

And despite the obvious homage to the magnificent (though doomed) LFA hypercar, what the LC 500 reminds me of most is an A80 Supra.

A lot of us think of an A80 as the fire-spitting supercar we see killing Lamborghinis to the tune of turbo whistles on YouTube. And they certainly can be that. But the truth is that the A80 is, at its core, a big, lumbering, 2 + 2, GT coupe. They’re floaty, soft, deliberate things.

In truth, the new A90 Supra is far closer to the idea of what most of us think a Supra is in our minds — a sharp, nimble, razor’s edge sports car. The A80 never truly was that. And neither is the LC 500.

At any rate, after you’re done soaking in the exterior and its various carbon fibre accents, you’ll want to get into the LC 500 for a drive, which is a bit like hopping into a velvet-lined X-Wing fighter. The suede, the leather, the brushed aluminum, every dial, everything you interact with feels absolutely exquisite. But somehow it doesn’t feel gotti or brash or overwhelming on the inside (*cough* Mercedes). Everything is simple, elegant and easy to find. Comfortable, too.

Then you hit the start button and the 471-horsepower 5.0-litre V8 roars to life, delivering you one of the most aggressively beautiful engine notes you or anyone on the planet has ever heard. It’s like if someone stuck a heavy metal band in the middle of a symphony orchestra. It’s thunderous and angry, yet melodic and soothingly rhythmic. It sounds like focused rage and feels like being in the middle of an EDM dance pit just before the beat drops.

The engine note sounds like it was composed by Mick Gordon.

A beat later and your gauge cluster illuminates to life as the digital tachometer — another hangover from the LFA — presents itself and gives you a quick taste of what it’s like to watch the needle bounce off the rev limit.

With a dial on the upper right-hand side of the gauge cluster, you can select Sport + mode, which will turn all of your dials an aggressive white and red colour scheme. Your throttle stands ready to deliver all of the 471 horsepower on a dime and the steering feels sharp and precise in a way it’s beginning to seem only Toyota can dial in.

Of course, if during your drive you find yourself caught in a torrential thunderstorm on the highway (which I did several times during my time with the LC 500), simply flip the dial into Comfort mode and the LC 500 stays perfectly planted and unwavering at speed.

Whatever the opposite of white knuckles is, that’s what this car gives you.

Which is not to say it can’t put an enormous grin on your face. In fact, I challenge anyone to not be filled with pure joy when they bury their foot into the accelerator and listen to the 5.0-litre V8 sing.

You will accelerate hard through every underpass just to hear the engine note more clearly. Every. Single. One. And it will never, ever get old.

And while the LC 500 is no track monster, it’s not exactly a slouch either. Pinning the accelerator is a bit like punching a panda bear in the face. At first, you feel guilty for doing something so crude and barbaric to such a majestic creature. But then, you simply aren’t ready for the savagery of the response.

Every exhaust burble from the screaming V8 upon upshifts will restore your faith in humanity.

Here’s the best way I can describe the experience of driving an LC 500.

Imagine a 5.0 Mustang GT, with roughly $80,000 worth of extra value put into every aspect of the car that wasn’t the raw performance. That’s $80,000 to improve the interior, the ride and the driving feel in ways in which the driver will immediately recognize and appreciate.

In a lot of cars with price tags over $100,000, it can be very difficult to work out exactly where all that money goes. In an LC 500, you get a keen sense of where every dollar is at work.

I said about the entry-level Lexus IS that what it did well was remove friction. “Refinement” is Lexus’ signature move and that is what’s on full display in the LC 500 — refinement of the GT coupe experience. But what that really means is that it makes every journey feel special and stress free.

If it helps, think of the LC 500 less like a lavish Supra and more like a bargain Aston Martin.

Things I don’t like?

I suppose it is kind of hard to see out of the driver’s side blind spot. And the sound system is just okay. Also, I think Michelin Pilot Super Sport tires are all kinds of wrong for this car. They’re grippy, sure. But they’re also too noisy and ride too rough for a car which is, in every other way, unconcerned with raw performance at the expense of refinement. I never thought I would say this, but the tires actually communicate too much road feel for this car.

Also, on the subject of wheels, I don’t like the rims. Toyota seems to be one of the last holdouts to put chrome rims on their sports cars and it just looks horribly dated.

Knit picks aside, the LC 500 got under my skin in a way I didn’t think was possible. It felt like more than a car. It felt like a companion. And that is the absolute best (and most difficult) trick a car can pull off.

A Nissan GT-R, for example, when you start to drive it hard, communicates to you, “Don’t worry. I’ve got this.” It communicates confidence to your brain.

But an LC 500 says, “Don’t worry. I’ve got you.” And that communicates companionship to your heart.

Admittedly, it is possible I’ve developed an emotional relationship to the LC 500 because it came into my life for a very memorable occasion, albeit a very sad one.

I had my LC 500 tester the same week my partner’s father passed away after a long and arduous fight with brain cancer. Not only did my forest green LC 500 allow me to urgently transport my partner from downtown Toronto to her grieving family in Kitchener with equal parts haste and comfort (through those nasty thunderstorms), it provided everyone with a little bit of joy on an otherwise dark day.

We even had a good laugh about how the LC 500’s interior was the same colour as my father-in-law’s beloved 1981 Camaro Z/28 — a car he had owned since new.

And so beyond being a spectacular engineering achievement and an essentially faultless car to drive, the LC 500 became a friend because it was present for such a significant day.

There are plenty of other cars which have made an impression on me because of a significant memory. A 2018 Mustang GT took me on a tour of Hawaii’s big island and earned me my first speeding ticket in the USA. A 2012 Nissan GT-R savaged me around a race track and gave me a new appreciation for speed. A 2019 Honda Civic Type R ushered me through back country roads on cool fall days and was the first press car I ever reviewed for a publication. I still wonder what became of my 2004 Mazda RX-8 — the first stick shift and JDM car I ever owned.

And like those machines, I’ll always remember that green LC 500 and the small bit of joy it provided on an otherwise grim, rainy July day.

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Jeep Gladiator Gains the Wrangler’s Gecko Green Paint

The bold color, a limited-run option available on the Wrangler since the spring, can now be ordered on the Gladiator until October.

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Formula E Festival set for Vancouver

In 2017, Montreal held a round of the FIA Formula Electric championship, better known (and marketed) as Formula E, and it turned out to be a one-and-done proposition.

Instead of using a portion of the permanent Grand Prix circuit on Isle Notre-Dame, organizers insisted on carving out a track through city neighbourhoods near the downtown. This movie essentially trapped hundreds— if not thousands— of residents who couldn’t use their cars to come and go during the weekend. Some residents also couldn’t walk out of their front doors during certain hours of the day (unless they bought a ticket to the race, of course).

The city was cash-strapped, but money to promote and present what was called the Montreal ePrix was, apparently, no problem. Streets not scheduled to be repaved for years were paved anyway, and money for 24-7 security was easily available.

Promoters of the doubleheader – a race was held Saturday and another Sunday – were convinced they would have a crowd of 50,000 over the two days. They missed by 5,000 but more than one observer put that down to the popularity of the Formula One Grand Prix of Canada, which attracts more than 100,000 on race day when it’s held in Montreal each June.

After watching a large part of the centre of the city shut down and public money spent as if it was water, the people of Montreal rebelled that autumn by replacing the once-popular mayor Denis Coderre in favour of Valerie Plante, whose first decision in office was to cancel the remaining five years of the Formula E contract.

Formula E reacted by suing the new mayor for $16.5 million; they settled July 12 for $3 million.

That settlement announcement was made just days after press releases were sent out revealing an ePrix will be held in Vancouver next summer over the Canada Day weekend, June 30 to July 2. The promoters, a Montreal-based organization called OSS Group Inc., say they learned from the mistakes made at the first ePrix. They view “green” Vancouver is a better location for a race centred on sustainable development and promise that the event will be a prime summertime event in Vancouver in the years ahead.

According to the organizers, the Formula E festival will be three days of concerts, environmental business conferences and, of course, the race. The fun will be held in and around the downtown Vancouver neighbourhood of False Creek, where a highly successful Indy car race was held in the 1990s and early 2000s.  In the later years, the Indy cars found it harder and harder to race there because development company, Concord Pacific, kept building condos in the middle of the track and race sponsors started to squirrel away money in preparation for the 2010 Vancouver Winter Olympics.

Sponsor Molson decided to pull the plug over the Olympics, in particular – plans had the Olympic Village being built over the south end of the track – but also because some residents of those snazzy new condos started to complain about the noise. Formula E doesn’t have to worry about noise complaints as much since the electric cars only emit a noticeable whine, so you know when they’re coming.

To prepare to seek approval for the event from city council, and learning from the mistakes of Montreal, the ePrix promoters started meeting with False Creek residents more than a year ago. As a result, OSS Group have the residents and city council firmly on their side. Everyone is waiting with anticipation, however, for September when the promoters say they’ll announce the sponsors and explain how they came up with the estimate of $80 million in economic activity that will be generated by the race.

The OSS Group, incidentally, is made up of three veterans of the motorsports industry: Matthew Carter, who is president and CEO, Anne Roy and Phillip Smirnow. All have vast experience in Formula One, IndyCar and Formula E.

Formula E races are short by F1 and IndyCar standards –  the car batteries only last about 30 minutes or so – and so you don’t need the same amount of room.

Carter said OSS Group has a substantial budget and is prepared for any emergency. “We’re not relying on public funds,” he said. “With all of our backgrounds, we have contacts and good relations so far as sponsorship is concerned. Ticket sales and sponsorship will be our main sources of revenue.

“And we have contingency built into the budget. But we can’t think of anything that will come out of the woodwork.”

I teased Carter that he had about 10 months to rest up because hardly anything gets done until the last minute these days.

“But the real work starts now,” he said, adding that a race CEO had been hired and an office would soon be opened near the track.

“We really look forward to making this a marquee event on the Formula E calendar, while showcasing all that Vancouver and British Columbia have to offer.”

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Ours to Discover: Cobourg. An Ontario town with so much more than just its fantastic beach

About this series: With COVID-19 restrictions expected to ease over the next few months, Wheels wants to inspire you to get ready to explore – but only when it is safe to do so. This series of daytrips and weekend drives highlights great experiences you can have in the province once conditions allow and show you why Ontario is “Ours to Discover” this summer and beyond.

Located just east of Toronto, where Highway 401 and Northumberland County Road 2 meet, Cobourg is just far enough removed from the GTA to maintain its small-town charm. Even with its beautiful swath of beach and an abundance of activities, Cobourg remains low key. Here is how to make the most of a day trip to this picturesque community on Lake Ontario.

In the morning: A fair number of people commute into Toronto from Cobourg, but this town holds its own as a destination. Hit the road at 8 a.m. so you can enjoy a full day’s worth of exploring. Get on Hwy 401 heading east and it will take you about 90 minutes to reach Cobourg. If you’re day tripping on a weekend, make a quick pit stop by taking RR 34 to the Courtice Flea Market, about an hour into your journey. You can buy everything from crystals to refurbished yard tools, but the best scores are in the secondhand furniture stalls, where you can find gems like retro picnic baskets. After, get back onto Hwy 401 and head for another 30 minutes to Cobourg.

Park on King Street and walk to the Cobourg Farmers Market (it is only open on Saturdays) in Rotary Harbourfront Park. One of the oldest in Ontario – it was established in 1839 – the market has a balanced mix of vendors selling fresh produce and ready-to-eat goods, including the award-winning Doo Doo’s Bakery butter tarts (snap them up before exploring as they sell out early), and beverages from small-batch breweries Rice Lake Hard Cider and William Street Beer Co. If you’re not visiting the Cobourg on a Saturday when the market is open, head to Burnham Family Farm Market instead for a great selection of local cheese, baked goods and produce.

A busier than normal Cobourg Farmer’s Market. Cobourg’s annual Harvest Festival took place on King Street throughout downtown Cobourg on Saturday October 7, 2017 in Cobourg, Ont. The event was hosted by the Cobourg Downtown Business Improvement Area and featured a number of events including axe throwing, music, tractors, square dancing and a number of food vendors. Pete Fisher/Northumberland Today/Postmedia Network

Around noon: Drop your market purchases in the car before walking to The El. Once a tapas bar, the El’s new gastropub menu features comfort foods such as fried brussels sprouts and chicken wings, along with tacos and a paella generously filled with shrimp and chorizo. Save room for ice cream at Harbourfront Delights, where they have 24 flavours of soft serve, plus London Ice Cream Company favourites such as Toasted S’mores. Ice cream in hand, explore a few of the shops along King Street: you’ll find a treasure trove of toys and treats for your pets at All Creatures Great and Small, and outdoor-adventure toys for yourself at Green Canoe Outfitters.

In the afternoon: Take Division Street north to get to Legacy Vintage Building Materials and Antiques (open Wednesdays to Sundays until 4 p.m.). Regardless of whether you’re looking to buy a piece for your home, this historic warehouse—it’s formerly the site of the Canadian Pacific Railway Express Yard—offers a vast and fascinating range of vintage pieces, everything from bathtubs and doors to knobs and eclectic bric-a-brac, such as a taxidermied mongoose. It is well worth a visit even to just look around. Established in 1998, Legacy also provides prop rentals to numerous film and TV productions including “It,” “The Boys” and “Anne with an E.”

Next, choose your own adventure: From Monday to Friday, you can head to Victoria Park Beach if you’d like some rest and relaxation. Remember to bring some of the goodies you bought at the market earlier to nibble on. Alternatively, if you’re feeling like you’d rather keep moving, head for a hike. From Legacy Vintage head north on Division and onto County Road 45. This picturesque road winds its way northwest, with lush forest on either side of you. Park at the Woodland Trailhead and then make the easy 30-minute trek up to Lookout Mountain. At 356 metres above sea level, you’ll be rewarded with an impressive view of the forest below.

People on Cobourg beach enjoyed a unseasonably hot day. The hot, humid weather makes Cobourg beach seem more like a summer month then nearly October on Tuesday, September 26, 2017 in Cobourg, Ont. Pete Fisher/Northumberland Today/Postmedia Network

In the late afternoon: Take County Road 29 to Villa Conti Oak Heights Winery in Warkworth to enjoy a glass of wine before dinner. The rolling hills make for a beautiful pastoral backdrop to admire as you savour a sip from its wine menu. Be sure to visit the winery’s farm to say hello to the goats, llamas, bunnies, ducks, sheep and cows before you head out.

In the evening: Cobourg’s beachy vibes will have stirred up a craving for some Mediterranean. Take county roads 29 and 45 back to King Street for dinner at Corfu Grill. This Greek family restaurant serves juicy grilled souvlaki, delectably melty saganaki, and zesty tzatziki—and garlic breath won’t be a concern for the drive home since everyone will be in the same boat.

SIDEBAR: COVID-19 need to know

Cobourg is a part of Haliburton, Kawartha, Pine Ridge Health District (hkpr.ca) and is currently following provincial reopening guidelines. Some businesses or attractions may be closed or operating at reduced capacity. Contact individual businesses for details.

SIDEBAR: For the drive

The drive to Cobourg, with the less than inspiring scenery along Hwy 401, makes having something great to listen to essential. The 90-minute drive each way will fly by as you listen to “The Secret Diaries of Detective Murdoch.” This audio series is a 10-part companion to The CBC television show “Murdoch Mysteries” (Canada’s most watched drama), which is regularly filmed in Cobourg.

TIMELINE SIDEBAR: Drive Guide

• 8 a.m. Leave Toronto
• Drive east along Hwy. 401
• Turn north on RR 34
• Side trip: Courtice Flea Market
• 10:30 a.m. Cobourg Farmers Market
• Noon: Lunch at The El
• 1:30 p.m. Ice cream at Harbourfront Delights and shopping on King Street
• 2:15 p.m. Legacy Vintage Building Supplies and Antiques
• 3:30 Victoria Park Beach or Hike to Lookout Mountain
• 5 p.m. Villa Conti Oak Heights Winery
• 6:30 p.m. Corfu Grill
• 8 p.m. Drive back to Toronto

NOTE: Times are suggestions only

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