DRIVING

G R A E M E F L E T C H E R

What is it? If it is going to matter in China, it must have an L in its name. Audi already sells the long-wheelbase A4L, A6L and the A8L models, now comes the first long-wheelbase crossover, the Q5L.

Stretching the wheelbase and exterior length by 88 millimetres gives the rear seat passengers an additional 110 mm of knee room without decreasing the cargo ca-

pacity, which continues at 550 to 1,550 litres.

Where the Q5L differs from those sold on this side of the Pa-cific is in content.

All but the base model get the high-end MMI Navigation Plus infotainment and Audi’s Virtual Cockpit as standard fare.

Move up one more rung and a Bang & Olufsen Sound System with 3D sound is included.

Why does it matter? The tur-

bocharged 2.0-L four-cylinder engine works with a standard seven-speed S-tronic transmis-sion and Quattro all-wheel drive.

Through Audi’s Drive Select system, the driver can choose between Comfort, Auto, Dynamic, Efficiency and Individual driving modes. When in Dynamic mode, the Q5L runs from rest to 100 km/h in 6.7 seconds.

When will Canada get it? The Q5L is aimed exclusively at the Chinese market, but if it did come to Canada, could it be badged Q6?

Should you buy it? The launch of the new Q5L in China is the start of a barrage of 10 new crossovers

from Audi by 2022. Many will be electrified, with either plug-in hy-brid or all-electric variants in the mix.

It’s part of a plan that will see the

company’s sales in China rise from the 660,000 mark to 1.3 million in that time frame, says Audi chair-man Rupert Stadler.Driving.ca

Upscale technology simply the norm in stretched-out, China-only Audi Q5L

The 2018 Audi Q5L is the first of 10 new crossovers, many expected to be electrified, being launched by 2022. G RAE M E F L E T C H E R/D R I V I NG

Lengthened crossover provides more rear-seat legroom, high-end nav system

Big news out of Dearborn as Ford announced it will kill off every single tra-ditional car it sells in the North American market, except its signature Mustang, by 2020.

A spokesperson stated Ford will end production of the Fiesta in May 2019, the Taurus will get the axe in March 2019, and the Fusion will be culled at an unspecified time before 2020.

The Focus will live on as the Focus Ac-

tive, a CUV-ified version of the car com-plete with lifted ride height and black plastic fender flares. By 2020, Ford plans to make 90 per cent of its lineup CUVs, SUVs, trucks and commercial vehicles.

The move comes as no surprise amid falling car sales and rising crossover sales.

In a world where the Honda Accord is outsold by the CR-V, this had to happen sooner or later. Driving.ca

FORD CULLING MOST OF ITS CARS

Ford will stop making the Taurus.

C O S TA M O U Z O U R I S

D E N V E R , C O L O . People usually associate full-size diesel pickups with large-displacement and noisy yet powerful engines, but that’s not the case with Ford’s new, diesel-powered F-150.

At least, not with two of those three factors. For 2018, Ford has added a fifth engine choice for its full-size pickup.

Joining the 3.3-litre V6, the 2.7-L and 3.5-L EcoBoost V6 engines, and the 5.0-L V8 is an all-new 3.0-L diesel engine.

It’s the first time a diesel engine has propelled an F-150 in more than three decades.

This new engine is less than half the displacement of the 6.7-L Power Stroke diesel available in the F-Series Super Duty — and it is quiet. It’s the same Ford-designed engine you’ll find in the Range Rover HSE diesel and it shares similar specs, though it is configured differently to facili-tate packaging. It adds about 159 kilograms to the F-150’s weight.

Regular folk can get the 3.0-L V6 turbo diesel in the Lariat,

King Ranch and Platinum trims with a SuperCrew cab and either a 5.5- or 6.5-foot bed, or with a SuperCab and 6.5-foot bed.

Trucks destined for fleet customers are available with the diesel in the same cab and bed configurations, but across lower trim levels, including the XL and XLT.

Ford’s new diesel claims 250 horsepower, but more signifi-cantly, 440 pound-feet of peak torque from as low as 1,750 rpm, which is more torque than the 2.7-L EcoBoost, 3.3-L V6 and 5.0-L V8 gasoline engines.

It’s this bountiful output that contributes to this newest F-150’s diesel class-leading haul-ing power, with a payload of up to 2,020 lbs and a towing capacity of up to 11,400 lbs for fleet vehicles. Non-fleet trucks have slightly lower specs, at 1,940 and 11,000, respectively.

The engine mates to a 10-speed automatic transmission, a pow-ertrain combination that returns a claimed fuel consumption of 9.5 L/100 kilometres combined, or as low as 8.0 L on the highway,

on two-wheel-drive models. No other full-size pickup claims numbers that low. Four-wheel-drive models use about 1.2 L more fuel, combined.

Emissions-reducing diesel exhaust fluid is contained in a 21-L tank that is good for about 16,000 km before needing a refill. The F-150 diesel is also equipped with an automatic start/stop function to further reduce emis-sions and fuel consumption, and it is quite smooth in operation.

The engine is exceptionally quiet, and if you don’t tell some-one sitting in the cab that there’s a diesel engine under the hood, they’d probably never know.

The only thing giving the spark plug-less mill away is the low redline and low engine speed on the highway, as it spins at about 1,400 rpm at 100 km/h. Despite its relatively small displacement and excellent fuel economy, the engine is powerful — especially down low in the revs — and it hauls close to its claimed trailer-pulling capacity, again, in sur-prising silence.

Another less likely environ-ment where the engine empha-sizes low-end torque is on a closed off-road course. The course was made muddy and nearly impassable by earlier

rain, yet despite lacking a locking front differential (the rear locks) and rolling on OEM tires at normal pressures, the truck is remarkably capable.

It climbs steep, slippery slopes and wades through deep mud bogs with remarkable ease, and with very little fuss under the hood. The 10-speed automatic shifts smoothly with barely per-ceptible gear changes, which is expected because gear ratios are spaced closely together. There is a gear indicator in the central-dash display that shows which gear is selected, and you can often see the numbers change without feeling anything.

A fuel economy challenge loop during the test included traffic lights, long uphill sections and some highway stretches. I hyper-miled a two-wheel-drive F-150 on this loop, producing a remark-

able 40.6 miles per gallon, or 5.8 L/100 km. While this number is unrealistic, it’s not unreason-able to expect close to or bet-ter than the factory-claimed numbers under normal driving conditions.

Ford has done an excellent job with the 3.0-L V6 Power Stroke diesel in terms of fuel efficiency, silent operation and performance.

However, the premium to pay for this new engine ranges from $5,650 to $8,200 above the stan-dard gasoline engine, depending on trim level. So, if you want to take advantage of the money saved on fuel, it’s really some-thing that you should consider if you’re a high-mileage driver or you intend to keep your F-150 for many years.

The F-150 Power Stroke diesel will arrive in dealers this spring.Driving.ca

F I R S T D R I V E

FORD ADDS DIESEL TO F-150

The 2018 Ford F-150 Diesel boasts a 3.0-L, 250-horsepower engine that puts out 440 pound-feet of peak torque from as low as 1,750 r.p.m. P H O T O S : C O S TA M O U Z O U R I S/D R I V I NG

The 2018 Ford F-150 Diesel sports a 10-speed automatic transmission.

New quiet 250 horsepower 3.0-L engine

same as the one used in Range Rover HSE

S A S K A T O O N S T A R P H O E N I X T U E S D A Y , M A Y 8 , 2 0 1 8 P A G E B 4

A N D R EW M C C R E D I E

P O R T A L B E R N I , B . C . ‘It’s an SUV that drives like a car!’

To me, that automaker market-ing slogan has always smacked of hard-selling a veggie burger that ‘tastes like meat!’ Inherent to each statement is the unsaid truth that to convince the buying public on the suspect merits of the former is to equate it to the bona fide merits of the latter. Which leads to the obvious conclusion: Why would I sacrifice settling for an SUV/soy patty when it’s really a car/beef burger I desire?

In the case of the SUV, the fact of the matter is people who purchase one aren’t really that interested in it performing like a car at all. Instead, they like the utility — from passenger room to storage space — and often cite the notion that they enjoy the perspective from the higher seat in comparison to a sedan.

Fair enough. There’s no arguing the SUV/CUV segment has all but eliminated the station wagon and brought the once-omnipotent sedan to its knees. Fortunately for those of us who still like the sensation of driving a car, some automakers continue to refine and fiddle with the sedan format to turn that opening statement on its head and create a car that has features like an SUV.

The latest incarnation of this hopeful trend is the 2018 Buick Regal Sportback, a four-door hatchback for all intents and purposes, and a vehicle that tries hard to fulfil that promise.

And to underscore its serious intentions in offering a fun-to-drive sedan with great cargo capacity, Buick has brought to market a GS version of the all-new Sportback, complete with V-6 power, Brembo brakes and sport front seats.

Recently, I drove both the base Sportback and the GS model on Vancouver Island, covering the 200-or-so kilometres bisect-ing the island from Nanaimo to Tofino. Anyone who has driven this scenic route knows the at-times-harrowing twists and turns along the way — particularly on the stretch between Port Alberni and Tofino — so it was a good test run for the new sedans. My focus here is on the GS model, but for comparison’s sake it was good to get some seat time in the base ver-sion during the trip.

The all-wheel-drive GS differs from the base model (available in front-wheel and all-wheel drive). in performance. The GS has a 310-horsepower 3.6-litre V6 with 282 pound-feet of torque, compared to the base trim’s 2.0-L turbocharged in-line four (250 hp and 260/295 torque in FWD/AWD respectively).

In addition, the V-6 features direct injection, cylinder deacti-vation and stop-start technology.

The GS gearbox is a nine-speed manumatic (no paddle shifters) with an active twin clutch, while the base model’s FWD gets a slightly different nine-speed and the AWD gets eight-speed.

As to the exterior, the GS gets some sport-inspired tweaks to the front and rear ends and side skirts, a rear deck-lid spoiler and 19-inch wheels. The base comes with a choice of 17- or 18-inch wheels.

The GS’s performance person-ality is also on show in the cabin, most notably with the front bucket seats. These perforated performance seats feature inte-grated headrests, thigh supports and power-adjustable lumbar support, heat and massage functions. They are also AGR-certified, meaning a German association of chiropractors have give them the thumbs up. The GS shares the same eight-inch infotainment package with its base stablemates, however it comes with a head-up display option as part of the Driver Confidence II package, which includes a number of tech-based safety features.

What the two trims share, apart from each being built in Germany, is impressive cargo capacity. With the rear seats up, the trunk has 892 L of space; with them down there’s a massive 1719 L. And kudos to Buick for the 40/20/40 rear-seat split, allow-ing two rear seat passengers with skis stored in between.

I piloted the base model and was suitably impressed with han-dling and passing performance. Cabin noise was whisper quiet (and will be even more so with the standard QuietTuning Continen-tal tires, which were not on the testers). Ergonomics were pretty good, though I’d be in favour of more button and dial controls.

The next morning it was into those back-friendly sport seats of the GS and out onto the tight twists and turns of the Pacific Rim Highway. The sport seats certainly performed as adver-tised, and the GS-specific gauges conveyed a different feel from the previous day’s ride. While the engine performance of the GS was also different from the base model, I have to say I was a little underwhelmed. That 50-plus more horsepower didn’t come to the fore as I expected (and hoped!) and while real-time stats might say otherwise, the passing acceleration of the V-6 seemed in line with the turbo four.

Is the all-wheel-drive Sport-back GS, with a price range between $43,000 and just under $50,000, worth the extra money over the base Sportback (FWD $31,845 and AWD $37,345)? Well, if you like a little sizzle with your beef burger, I’d say so. Just don’t expect a double patty.Driving.ca

F I R S T D R I V E

SOLID HANDLING IN

PERFORMANCE RIDE Buick Regal Sportback GS offers power,

personality, and some sweet seats

The 2018 Buick Regal Sportback GS gets some sporty tweaks to the front and rear ends and side skirts, a rear deck-lid spoiler and 19-inch wheels. P H O T O S : A N D R E W M C C R E D I E/D R I V I NG

2018 Buick Regal Sportback GS interior.

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J I L M c I N T O S H

Sometime in the mid-1930s, an employee from the Otaco farm equipment company in Orillia, Ont., travelled to Illinois to look at an interesting device.

It was called the Pulford, and it turned an old car into a tractor. It was made by two brothers in a shop behind their house, and they made Otaco an offer that was impossible to resist. If the company bought one for $85, it could make an unlimited number of copies, at no charge, to sell in Canada.

Pulford was one of about 40 American companies making similar kits. Tractors started out as massive steam-powered machines in the 1870s, but switched to gasoline and gradu-ally downsized alongside the automobile’s development. A key

event came in 1917, when Henry Ford introduced his mass-pro-duced Fordson tractor.

Some crossover between cars and tractors was logical. The majority of the population lived in rural areas, and it made sense to put both products into one sales outlet. International Har-vester briefly made motorized versions of its horse-drawn wag-ons, while the Velie automobile, made by John Deere’s grandson, was sold by tractor dealers.

But while tractors were now cheaper than ever, they could still be $600 or more — too much for many small-scale farmers — while most conver-sion kits cost less than half that. They replaced the car’s rear end with tractor-style wheels, gears, pinion, and rear axle. Used cars could often be bought for as little as 10 dollars, and most

farmers could do the installation themselves.

The conversions weren’t as good as a real tractor. The car kept its front axle, which wasn’t as strong, and overheating could be a problem if the stock radiator wasn’t swapped out for a larger one. But if you couldn’t afford a tractor, it was the next-best thing.

Otaco had an automotive background. It built the Tudhope motorized buggy from 1908 to 1913, and got into farm equip-ment through a partnership with a Winnipeg agricultural company.

The Pulford system it bought was named because it was made specifically for Ford cars, which, thanks to the runaway success of the Model T, were easy to find as used cars for conversion.

Otaco only used the Pulford’s basic design, and its new version, called the Autotrac, could be fitted to just about anything. The company claimed it had spent $40,000 alone on metal-strength research, and gave a six-year warranty on the gears.

Most of the companies mak-ing conversion kits had ceased production by 1940, but pos-sibly because of Canadians’ more frugal nature, the Autotrac soldiered on, and Otaco made them right into the early 1960s. The final tally is believed to be around 6,200 units, and they’re popular with collectors today.

Overseas manufacturers also have a history with farm equip-ment.

For the most part, North Amer-

ican carmakers left tractors to the agricultural companies, but there were some oddities. After the Second World War, small tractors that were perfect for nurseries or for cultivating just a few acres were introduced, such as International’s Farmall Cub or the Canadian-built Massey-Harris Pony.

That gave Powel Crosley an idea. He’d made his money manufacturing radios and the first refrigerators with shelves in the doors. In 1939, he started building tiny, lightweight cars, including little station wagons, convertibles, and sedans.

In 1950, Crosley added a new model, the Farm-O-Road, which he intended as a work vehicle that could also get the family to town. It came with a 26-horse-power engine and pickup box or dump bed, while its options included dual rear wheels, canvas top, hydraulically operated draw bar, and front or rear power takeoffs for powering machin-ery. Implements such as a plow, mower or cultivator could be attached to the back.

At $895 it wasn’t the priciest Crosley, but it was a lot of money for something that wasn’t really a great tractor or, much of a car either. It lasted for three model years until Crosley itself went under, and only around 600 or so were built.Driving.ca

R E A R - V I E W M I R R O R

The strange link between tractors and automakersConversion kits gave new life to old cars,

dual-use models could plow or go to town

An Ontario-built Autotrac system on a 1929 Ford Model A.

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10048288-01_1_1

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