5-day long-term test drive: 2008 Infiniti EX35
Price as tested: CDN$50650
Total mileage through the test: 1100km

Compact premium crossover is a the fastest growing segment in the industry despite of rising fuel prices. The latest addition is the Infiniti EX35. We have a chance to put EX through the paces to see whether its practical and efficient enough in a couple of days.

EX’s VQ35DE is a smooth and willing performer, thanks to 297hp and 253 lb/ft of torque. Even with its refined 5-speed manumatic gearbox, we were unable to achieve its posted fuel economy figure. We have an average of 14 liters per 100km, with 80% freeway and only 20% city driving. That 80% of highway driving usually consists of heavy bumper-to-bumper traffic but we still expect better figure. This powertrain is quiet enough for most of our cruising journeys.

The ride quality is the most delighful surprise given Infiniti’s typical underdamping suspension, as we have witnessed in both G35, G37 and M35X testers. It absorbs bumps and roughness pretty well. Handling is decent if not remarkable, confidence enough for crossover purpose.

The other disappointment, other than fuel economy, is the interior space. The rear seat leg and headroom are tight, so does cargo space. The front isn’t exactly spectacular neither. That’s despite its workmanship and fit-and-finish are above Infiniti’s usual standards. The back-up camera with bird’s view is quite a nice feature, especially for a crossover with such a large rear blindspots on the D-pillars.

If you are looking for a compact premium crossover with a V6, I suggest to wait for the Mercedes GLK and Audi Q5 before making the final decision. The EX35, just like the rest of the Infiniti product range, is doing everything well but nothing outstandingly. A similarly priced Acura RDX with its excellent 2.3 liter i-VTEC turbo and AWD offer more dynamically entertaining and efficient package, with more versatile cargo space to boot.

Vehicle: 2009 Pontiac G8 GT with 1SD Package
Price as tested: CDN$41830

Performance: There are 3 powertrains currently available in the G8. The 256hp 3.6 liter VVT that shares with the exceptional Cadillac CTS. On the uplevel GT and GXP, however, both use GM’s tried-and-true pushrod V8 to push the heavy sheetmetal around. On our GT tester, its the 6.0 liter 16-valve V8 that has 361 horses and 385 lb/ft of torque at driver’s disposal. The highest trim level, GTP, uses a 6.2 liter with 402hp and 400 lb/ft of torque. With 361 horses underneath the hood, power has never been an issue. In fact, there are aplentry thoroughout the rev range. As with most pushrod engines, it is not a rev-happy engine as they tend to run out of breath above 6 grand. However, its the low and mid-range that are most impressive with this 6.0 liter V8. There are tons of low-end grunt with 385 lb/ft of torque at just 4400rpm. Consider our tester is weighting in at 4000 lb, the level of acceleration and responsiveness are impressive. Mated to this motor is GM’s Hydramatic 6-speed manumatic gearbox. The shifts are smooth and coordinate, as with all GM automatic. With its overdrive 6th gear highway cruising ratio, its only revving at 1500rpm @ 90 km/h which is truly impressive. Another area worthy of praise is the gear ratios for 1st to 3rd gears, which provide awesome acceleration. Just an instant throttle input and G8 takes off without any drama. The throttle response is quick with the usual GM over-sensitive tip-in kind of affair. The manumatic also works exceptionally well. With G8’s performance prowess, its encouragement of a manumatic mode can have desired effect on squeezing the best performing and economy altogether. Speaking of economy, unfortunately, our test average of 16 liters per 100km is the biggest shortfall of this pushrod V8.

Handling: G8 is basically a rebadged Holden Commodore sold down under. Commdore has always been based on the now-deficit Opel Omega platform. Omega was available as a Cadillac Catera about 8 years ago on our shore. The latest Commdore is basically using the modified and upgraded version of that proven Catera platform.

Since this platform is a good foundation to start with a sports sedan, its solid and sound without any kinds of groans and rattles. Its stiff enough to handle G8’s huge horsepower output. We managed to push G8 aggressively while still couldn’t detect any kinds of chassis flex.

The steering has decent feedback and responsiveness, with enough precision to dub G8 a sports sedan. Both the suspension and springs are nicely calibrated to provide sharp handling through turns. We are surprise G8 is quite capable through the track despite of its cumbersome size and weight. All wrap up in a dynamic package which doesn’t sacifice any ride comfort. The ride is firm without feeling harsh. Push through the course, there are quite amount of body rolls. However, the suspension is composed enough to settle itself after those rolls. GM’s stabiliztrak doesn’t kick-in unnecessarily for G8’s sporting intentions. It allows for a bit of an oversteer before it steps in. On the other hand, it got safe understeer when pushed into a corner before oversteer occurs. Its kind of safe setting that all modern cars come with for easier control.

Brakes: I usually complaint GM’s dead pedal feel during this time. No so with the G8. G8’s large 4-wheel discs is good enough to haul this heavy beast to a haul in an efficent fashion. The pedal feel and modulation are solid enough after a couple of hard stops. ABS only steps in when its needed.

Interior: When it comes to cargo space, G8 is a hit-and-miss affairs. The high liftover and high sills have created a narrow opening for the trunk. Not to mention the lack of 60/40 fold-down rear seats. It only comes with a center portion of a fold-down rear seat. The whole scanario is like a larger ski pass through. GM claims its for chassis stiffness for not offering full rear seats fold down. I called it corner cutting.

The rest of the interior is spacious and comfortable. The automatic climate control is efficient, while air-conditioning is powerful enough for our 30+ degrees weather. The leather seats provide decent support while cornering. However, there are couple of drawbacks. With the orange backlighting in the instrumentation for information like tire pressure, gear indicator and trip computer; it tends to blur out during sunlight even with sunglasses on. The same goes for the stereo backlighting. It has got to be one of the stupidest design handbrake ever! The release switch is on the top of the level. Its stiff to release with this poor ergonomic design. Another pet peeve is the location of central door locks, power mirror and window switches. It placed altogether in a little area besides the stupid handbrake. Driver has to reach far right to operate the power window. Just when adjusting the window and mirrors, its easily mistaken as the door lock switch. Last but not least, its the cheesy plastic on the center console and dashboard. With GM’s usual great effort of using high-quality plastic in CTS and Malibu alike, I expect more from this G8.

There are plenty of head and legrooms at the back of G8. It is the kind of limo-like space we expect from a full-size sedan.

Conclusion: Despite of my criticisms, G8 is the best Pontiac sedan GM has ever made. There are lots to like in the G8. Plenty of power, decent handling and lots of interior space. With 361hp sold at 41 grand, its also bang-for-the-buck. If you find 361 hp is just not enough, 402 hp with 6-speed manual certainly would meet your match. That’s if you can bear its fuel economy.

OVERALL VERDICT FOR 2009 Pontiac G8
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Performance: 5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 5/5

Overall rating: 4/5

Vehicle: 2009 Infiniti FX50 with Navi & Mobile Entertainment System Pkg, Technology Pkg and Sport Pkg
Price as tested: CDN$70650

Performance: While the standard FX is powered by Nissan’s proven VQ35DE, its the uplevel V8 FX that has got the delightful upgrade. 390hp is what the new 5.0 liter V8 serves under the hood of this uplevel FX50. The 5.0 liter V8 hosted lots of advanced engineering right from the CVTCS variable valve timing to VVEL, which stands for Variable Valve Event and Lift. Combined all of these with its DOHC 32-valve V8. Its a welcome upgrade from the potent 4.5 liter resided in its forebear. This 390 horses and, equally impressive, 369 lb/ft of torque have moved this heavy beast pretty well. With close to 4600 lb of leather-lined luxury, this FX remains a potent and responsive vehicle to drive. The throttle response is quick. While the bottom end has been doing aplentry with maximum torque arrives above 4 grand, its the mid-range that is most impressive. The 7-speed manumatic has managed to provide decent gear ratios for both low-end acceleration and highway cruising. Although its got 7th gear as overdrive, FX50 is definitely not the kind of SUV to consider if you are after fuel economy. Our test average of 18 liters per 100km is horrordous even with its performance prowess. FX35, with its 303hp has more than enough grunt in today’s world. Plus a much better fuel economy. On the other hand, this 7-speed has smooth up and downshifts. The shifts are crisp and refined. The addition of a manumatic mode would make this FX an even better car to drive. The downshift rev matching has created a bit of a sequential gearbox feel, although when it comes to speed, far from it.

Handling: One of FX’s biggest highlights has to be its CDC, or what Nissan called Continuous Damping Control. This system automatically adjust the suspension damping under different driving conditions. Driver can control CDC with both comfort and sport mode on the center console. We found CDC really has done a good job on softening FX’s infamous rough-riding characteristics on comfort mode. Even with its huge 20 and 21 inches in our FX35 and FX50 testers, this system managed to create a decent enough ride comfort in sport mode. This is a system that Nissan should made it optional in the outgoing FX. The previous car’s ride quality is simply punishing under all road conditions. The intelligent AWD system has worked hand-in-hand with the chassis to provide a secure driving dynamics. This is a rear-bias system that has worked decently with its Rear Active Steer, which allows a bit of an oversteer when pushed through corners without sacificing the AWD security. On the other hand, FX’s steering feel is decent while manage to engineered enough precision and responsivness. Its stability control is good enough to step out most of the time, while secure enough for those who usually treat FX as a fashionable item. The amount of body rolls is better than average while understeer tends to surface without pushing really hard.

Brakes: FX’s braking system is a surprise one. Consider its porky 4300 lb in base FX35 trim to our tester’s near 4600 lb, it managed to produce a commandable braking distance. The braking feel is solid and linear. Surprisingly lack of brake fade after couple of hard stops. Thankfully, ABS steps out of the picture until absolutely necessary.

Interior: FX has never known for its versatility. Swallow cargo cut-off with high liftover have created limited versatility in the outgoing model, its pretty much remain intact in the latest iteration. 62 cubin feet of cargo space with rear seats fold down is decent if not outstanding. Consider FX’s price, we expect the rear window to open seperately. Sadly, it doesn’t.

The leather seats are comfortable and well-foamed. Infiniti has got one of the most user-friendly navigation system in the business, one in our FX is no exception. The instrumentation gauges are clear and analog. Infiniti interior has never known for good quality. The original FX and G’s use of materials are simply disasterous. The new FX has improved although still far from class-leading. It remains as a good effort from Nissan beancounters, nonetheless. There are too many buttons control the auto climate control, stereo and navigational system in the center console. If you love buttons, you would love this FX.

Due to the sloppy C-pillars, FX has only acceptable rear headroom and legroom is average. The C-pillars is another reason why FX got dismal cargo space with the seats up.

Conclusion: The FX has always been a mixbag when it comes to crossover world. Its styling is debatable enough to be controversial. I personally think its ugly. After looked at the new one, the old one starts to look decent if aged poorly. Interior is comfortable if cramped. There are many compact premium sportswagons, which are even more capable than FX, offered more cargo space. It got good performance. But Infiniti can hardly convince those who are shopping an X5 and Cayenne to drop by their showroom. With its horrordous fuel economy, its definitely a wrong car introduced at a wrong time. That’s simply because there are many sportswagons offer as much performance prowess for better economy.

OVERALL VERDICT FOR 2009 Infiniti FX50
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Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 3.5/5
Fit-and-finish/build quality: 3.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 3/5

Overall rating: 3.5/5

Vehicle: 2009 Toyota Corolla XRS
Price as tested: CDN$21655

Performance: With the introduction of the new XRS, the outgoing model’s fun yet rev-happy Yamaha-developed 1.8 liter VVTL-i has gone for a more mundane engine. This is the same 2.4 liter DOHC 16-valve 4-cylinder VVT-i engine as in Camry. The result is a more muted driving experience without all those high string revving fun of the previous motor. The high revving, cam changing sound and aura of the previous XRS have gone for history. In for the more refined, for a econosport, more boring is even more appropriate in this case. 158 horses definitely won’t get anyone who is shopping for econosport heart pounding neither. While 162 lb/ft of torque is more than enough for typical Corolla buyers, it isn’t going to make it when consumers are cross-shopping its more powerful peers. The saving grace is Toyota’s usual engine refinement and NVH remain intact with the latest generation of XRS. The drivetrain smoothness have always been amazing in Toyota’s 4 bangers. In 2.4 liter guise, its no exception as it has been used along the Toyota range for the last couple of years. Unlike the previous XRS, which was only available with stick shift. The new XRS is available with both 5-speed manual or automatic. This 5-speed automatic should go into the more popular 1.8 liter Corolla and Matrix with the same 2.4 liter. Its a wrong marketing move for Toyota to put a competitive auto gearbox in the more expensive so-called “performance” model while leaving mainstream model with the outdated 4-speed auto gearbox. Speaking of the 5-speed manual, the shifts are decent if the throws are long. The gates are surprisingly well-defined. As with usual Toyota clutch, the engagement point is easily found and light. If its too light for driving enthuisast, especially in a car which supposed to be a performance model. Another problem is the lack of a 6-speed. While I am driving on the freeway, this 2.4 liter feels buzzy at top 5th overdrive. This car needs another gear. The moral of the story? The entire Corolla and Matrix range need an extra set of gear for their transmissions, regardless of engine choices.

Handling: Corolla, just like the rest of the Toyota range. The chassis is detached and have a wooden feel in its response. The latest XRS is no exception. Its a delightful surprise for the outgoing XRS as the previous car provides much better steering feel than the latest version. Toyota really needs to get their heads up when tuning electric power steering. It feels like a remote control with all of their latest electric power steering. The competely lack of feedback and precision already unacceptable in a garden-variety version of Corolla, its totally unforgivable in a so-called performance version. The Vehicle Stability Control, is a competent if not exactly uninstrusive system. It steps in quite abruptly when pushed. There are plenty of body rolls and understeer when driven hard. Ride quality, on the other hand, has to be rated as the best in the sports performance class. You won’t feel any hard riding quality in this XRS as in other sports compact. Unfortunately, it doesn’t have the sort of driving fun as in other sports compact neither.

Brakes: All wheel discs with standard ABS is what all sports compact should come standard. Thankfully, XRS does. The pedal feel is decent with proper modulation. ABS kicks in only when necessary. The Electronic Braking Force Distribution also helps nose dive to a minimal.

Interior: The nice fabric covered sports seats are the single biggest highlight of the XRS’s interior. It has enough thigh and back support when pushing hard into a corner. The tastefully done aluminum trim have done a good job of brightening the boring interior. The rest is typical Corolla. Logically layout center console and instrumentation. Even costing north of 21 grand, its level of corner cutting plastic materials remain intact in this XRS.

Conclusion: Instead of packaging an XRS as a sports performance Corolla, this 2.4 liter with 5-speed auto should go into LE and S instead. That’s because this is an engine combination that is most suitable in its mainstay profile. Its a pity Toyota decided to put the uncompetitive engine and gearbox at the wrong end of the spectum. This 2.4 liter is a “neither/nor” in the sports compact class, while 1.8 liter is the inappropriate compromise in an ultra-competitive small car class. The latter is perfect for CE as an entry-level a.k.a rental purpose. Those who buy this 2.4 would appreciate its smoothness in a Corolla, especially with an extra gear. By the way, this extra gear also would work much better in a Matrix. Maybe we should wait another 5 years for next Corolla redesign in order to get the right powertrain choice. But then again, I might never understand what’s going on Corolla’s target audience and product planner’s minds.

OVERALL VERDICT FOR 2009 Toyota Corolla XRS
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Performance: 3/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 3/5
Value-for-money: 2/5

Overall rating: 2.5/5

Vehicle: 2008 Mercedes C63 AMG with Premium Pkg and Navigation Pkg
Price as tested: CDN$69500

Handling: We already impressed enough with standard C-Class’s dynamic abilities, especially in Sport guise. Give AMG engineers a twist and they really transformed the garden-variety C-Class into a monster. As with all Mercedes, the foundation is already soild and stiff enough. AMG engineers have recalibrated the sports suspension and springs for them to hold onto the the monsterous V8, which we will tell you later on. The result is a performance sedan that Mercedes has never gone before. Previous AMGs are rocketship on straight line but got handful on black top twisties, save the CLS and CLK63 Black Series. This C63 is as capable as anything from Audi’s RS and BMW’s Motorsport division. The steering is sharp and precise, with plenty of feedback both on and off-center. However, there is one dynamic trait that is typical of Mercedes remains intact. That’s the slightly numb off-center during high cruising speed. Its a godsent from AMG to offer 3 different threshold of ESP. The highest setting is the most instrusive one, which is highly recommend for daily driving. Even if its the highest setting, its already less intrusive than all the Mercedes ESP has come before. The 2nd threshold is the setting that allow a bit of instrusiveness when the car rears its ugly heads. This is best for those who haven’t got used to its monsterous horses when first experienced on track. The lowest setting means no matter how hard an enthuisast wants to press this AMG, it won’t step in. All come down to the driving skill of the driver. This system’s desired effect is to give the driver total control over how much understeer and oversteer they want when pushing on track. Speaking on track driving, this C63 is truly a blast-to-drive. With near perfect 50/50 rear-drive weight distribution, it creates a balanced drive that is equally forgiving as entertaining. Thanks to the adaptive damping which adjusts to all driving situation, this supersedan’s ride is firm but far from harsh. It also dials out 99% of all body rolls. That explains its flat cornering through the turns on the racetrack.

Performance: This 6.3 liter “one man one engine” AMG 32-valve DOHC V8 slots into a sedan that weights in at near 4000 lb has created a monster. The throttle response is amazing. Its level of acceleration can easily broken your neck when not used to the little instant response of the throttle. Its engine note is Teutonic-like solid all around the rev range. Engine refinement, smoothness and NVH are all up to Mercedes’s standards. Certainly, its 443 lb/ft of torque at 5000rpm explains how great its bottom end. While its breathtaking 451 hp would make its top end breathing endlessly. Without an excellent transmission, everything else would be wasted. Thanks to AMG’s 7-speed Speedshift gearbox with paddle shifters, its gear ratios are perfect for C63’s sporty character without losing the cruising ability while on top gears. The 0 to 100 km/h time of 4.5 seconds really explain how this compact Mercedes can outrun anything with a sports car monikor, with practicality to boot.

Brakes: With large 4-wheel discs and ABS, C63’s braking prowess is nothing short of astounishing. The stopping distance is short while pedal feels alive even after a couple of hard stops. It doesn’t have any fades after all those hot laps and aggressive braking on the racetrack. Impressive indeed.

Interior: The single biggest highlight are those bolstered AMG sports seats. The supports are superb when you are really going at it in the corners. Plenty of side, back and thigh supports. They are all covered with nice cowhides, which are supple and soft. The rest of the interior is typical C-Class layout. Great set of white dial instrumentation gauges, excellent auto climate control and tasteful use of aluminum trim.

Conclusion: The new C63 is a truly impressive piece of engineering marvels. It got a great powertrain, handles wonderfully and a nice interior to boot. When you factor in the fully loaded price of just below $70 grand, its also bang-for-the-buck. This is a supersedan that appeals to both rational and emotional side of the equation. The best buy of all supersedan, regardless of price, nevertheless.

OVERALL VERDICT FOR 2008 Mercedes C63 AMG
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 5/5

Overall rating: 5/5

Vehicle: 2009 Dodge Journey SXT AWD
Price as tested: CDN$27595

Performance: The Journey is powered by two different engines. In the base SE, its standard with the rough and noisy 2.4 liter DOHC 16-valve 4-cylinder world engine, which is a joint venture program between Chrysler, Mitsubishi and Hyundai. This 173 horses and 166 lb/ft of torque 4 banger is adequate for a crossover weighting in north of 3800 pounds. However, its the optional 3.5 liter V6, which is the High Output variety, according to Chrysler, that is the engine of choice. While 235hp and 232 lb/ft of torque are nothing spectacular consider the level of engine displacement, its the work ethics that really suitable to Journey’s status of life. With 232 lb/ft of torque arrives at 4 grand, its more than enough to motivate this 4229 lb pig of crossover. While the bottom end is more than enough, its the mid-range that is most impressive. With the maximum horsepower delivers at 6400rpm, it certainly has plenty to deliver even with 7 passengers on board. The throttle response is quick and smooth. Mated to this V6 is a 6-speed automatic with AutoStick. AutoStick to Chrysler is what manumatic means to the rest of the world. The shifts are smooth and coordinate, while the lower gears are low enough for peppy acceleration. That is certainly helps a whole lot with this heavy crossover during acceleration. On the top gears, it cruises comfortably especially the tall 6th gear. Unfortunately, if you are looking for something economical to run. You shouldn’t consider this powertrain at all. At the day of our testing, the test average of 13L/100km is thirsty. The fuel economy would only get worse with 7 passengers and their belongings on board.

Handling: Journey is based on the same platform as Avenger. While we were underwhelmed by Avenger’s dynamic abilities, we have a delightful surprise with the Journey. Even though the chassis isn’t of anything spectacular, it serves this crossover pretty damn well. Chrysler engineers have done a great job of balancing the ride and handling. It rides as good as any crossovers we have ever driven. Both the suspension and springs absorb bumps and roughness with ease. The AWD system works accordingly. The steering provides decent feedback and response, its even more surprising that it is damn precise. There are certain amount of body rolls and understeer. Its understandable that ESP is an instrusive type, as it really needs to step in accordingly in a crossover. There is safe understeer, as we all expect from a crossover, with safety and comfort in mind.

Brakes: With 4-wheel discs and standard ABS, Journey has a commandable braking performance even with its heavyweight. The stopping distance is acceptable while pedal feels solid. This is a break from the usual numb braking feel norm once associates with Chrysler products.

Interior: When it comes the ergonomics, the Journey scores well. The stereo is smart enough to place above the climate control. There are plenty of storage spaces on the center console, underneath the front passenger seat and behind the 2nd row floors. Another bonus is the ease to get into the 3rd row seat, which can’t said about the same thing regarding Chrysler’s previous attempt on crossover, the flopped Pacifica. The Yes! Essential seating materials look durable even though its roughness is questionable. However, its firm enough to haul everyone comfortably on both long and short journeys.

Having said that, the disasterous use of rock-solid, cheap plastic materials remain thoroughout the cabin. Another drawback is the location of the shifter, which placed way too forward on the sloppy center console.

With the 3rd row seat in place, you don’t get much cargo space. With them fold down, it got 120 more liters of space for all the belongings. It also got a neat LED flashlight standard across the board.

Conclusion: Chrysler’s first attempt to crossover was an unsuccessful one. The Pacifica was underpowered, handles like a boat and not versatile enough. With the introduction of the Journey, Chrysler has learned the mistakes of the Pacifica by adding more power and give it better driving dynamics. When it comes to versatility, its unbeatable in its price range. The low admission price is an added bonus. The bottom line? Journey has to be considered as one of the best efforts from Chrysler today.

OVERALL VERDICT FOR 2009 Dodge Journey
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Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 5/5
Value-for-money: 4/5

Overall rating: 4/5

Vehicle: 2009 Mercedes CLS63 AMG with AMG Performance Pkg and Premium Pkg
Price as tested: CDN$142900

Performance: Performance rocketship is the best description of this Mercedes. Instead of using the blower in the pre-facelifted CLS55, AMG has upped the ante with this normally aspirated V8 DOHC 32-valve powertrain. The result is a even silkier ride than the one it replaces. A whooping 504 horses put through the pavement is something that is hard to describe. It lauches like a missile on rail. With 504 horses serving the ultra eager top end of the rev range, 465 lb/ft of torque is astounishing when it comes to bottom end acceleration. It all comes in a package that doesn’t short of refinement one expects from a Mercedes-Benz. Not to mention the wonderful Teutonic engine note that is a true music to the ears. AMG’s 7-Gronic manumatic is equally capable, as with AMG Speedshift enhancement really gives this car a huge boost when it comes to redline up and downshifting. In garden-variety Mercedes, say a CLS550, Mercedes has protected it shifting program to discourage of aggressive shifting pattern. With the AMG enhancement, its even more eager and willing to shifts for better responsivenss and acceleration. A truly breathtaking ride indeed.

Handling: AMG is a performance division that not only does “one man one engine” awesomely, they also create some of the best driving beasts in the world. While the previous AMGs have a tendency for overpowering itself, especially when it comes to the instrusiveness of its electroic stability control. They have tempted the CLS’s chassis for less instrusiveness of its ESP, on the other hand, have made it more capable than all the AMG sedans have gone before. Even if the ESP remains an instrusive variety when it comes to performance sedan, it certainly doesn’t step in as eagerly as its CLS55 or C32 predecessors. When it comes to driving dynamics, CLS has always been regarded as one of the best handling Mercedes sedans ever. CLS63 is no exception. The steering is firm and provide great road feel, despite of Mercedes’s typical somwhat dead on-center feel on highway speed. It is a very balanced car thanks to its close to perfect 50/50 rear-drive chassis. Body rolls are superb consider its an over 4200 lb sports sedan. Even with its ESP’s design stance, you can still have a bit of oversteer when pushed. Its semi-active air suspension with adaptive damping system provides surefootness, entertaining handling without sacificing the supple ride quality typical of a Mercedes. Even if an enthuisast sets it into sport mode, it doesn’t have the bone-jarring ride which we usually associate with a sports car. That’s the beauty of German engineering.

Brakes: With huge 4-wheel discs and ABS, CLS’s pedal feel and modulation are nothing short of amazing. The stopping distance and pedal bite are simply world-class.

Interior: Inside the CLS, it better have every toys you possibly wanted including a microwave. The materials and fit-and-finish are first-rate. The use of carbon fiber trim has made the usually boring Mercedes interior a break from the mood. Leather sports seats provide plenty of thigh and side supports, while they are firm enough for a long trip.

The limitations of being a 4-seaters and headroom are possibly the only drawbacks. If you want a more sensible sports sedan riding on the same chassis, E63 is the one to go.

Conclusion: The CLS continues to impress us with its sleek and entertaining dynamic package. Even if Mercedes has opened up a can of worm for debating whether its a sports coupe or sports sedan, its concept is good enough for others to follow. With this CLS63, it remains a performance car that is hard to beat.

OVERALL VERDICT FOR 2009 Mercedes CLS63 AMG
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.5/5

2-day long-term test drive: Mercedes C300 Sport 4Matic
Price as tested: CDN$47900
Total mileage through the test: 560km

Since Mercedes introduced the current iteration of C-Class, we love it so much that we have named it our 2008 sports sedan of the year. We finally have a chance to put C-Class’s most popular model, C300 Sport with 4Matic for 48 hours to completely enjoy the vehicle.

For a sports sedan that is equipped with a 3.0 liter V6, its fuel economy is a delightful surprise at 12.5L/100km with an average of 70% highway and 30% of highway driving. Mercedes’s excellent 7-Gronic auto gearbox helps this a whole lot thanks to high 7th gear ratio for superb cruising. Mercede’s usual smoothness, quietness and refinement have lived up to its high standards. 228 horses and 221 lb/ft of torque provide plenty of power. It all have done in typical elegance Mercedes fashion.

Steering provides decent feedback, even though its light. Sports suspension provides excellent damping on both well-paved and poorly-paved roads. We were really enjoying its true sports sedan driving feel, which were a dream in previous C-Class save for the AMG.

Its the interior that is a great place to spend time in. Unlike the last C-Class, which have been ruined by poor plastic materials. The new one is nicely finished. In our Sport model, its level of aluminum trim creates a sense of character with thick sports steering wheel. Although the seats are leatherette, the comfort and support are very much a Mercedes. Firm and comfortable thoroughout the whole trip. The climate control is easy to figure out, without all those quirks once in Mercedes-Benz. Its also lack of rattles and cracks that were so infamous in its predecessor.

The bottom line? We are really looking forward to have a full test drive of the C63 AMG rocketship.

Vehicle: 2009 VW Tiguan Comfortline 4Motion
Price as tested: CDN$33975

Performance: There is only one single engine that is currently powered the Tiguan, albeit a great one. Its the 2.0 liter DOHC 16-valve 4-cylinder turbocharged, with direct fuel injection and variable valve timing technologies. It has 200 horses and 206 lb/ft of torque for driver’s disposal. As we have said before, this powertrain is the benchmark for small turbocharged motor when its comes to refinement and NVH. It got the performance of a larger 6-cylinder with the economy of a 4-cylinder. The throttle response is quick and smooth, while the low end responses of the engine is peppy. It doesn’t have the annoying trait that we used to in turbo engine, which is turbo lag. Married to this turbo 4 is the 6-speed Tiptronic gearbox. With the new software, this Tiptronic finally have much better responses to throttle input. Both the up and downshifts are quick, especially when set it into sport mode. The gear ratios for first 3 gears are low enough for eager acceleration, while the 5th and 6th are tall enough for comfortable cruising. We only wish Tiguan would come standard with VW’s astounishing DSG dual-clutch sequential gearbox, which would match its sporty character perfectly. Even with the Tiptronic, our test average of 9L/100km is excellent for a mini-ute weights in at more than 3400 pounds.

Handling: The Tiguan is based on the same chassis as Golf and Jetta, so its a given for its excellent driving dynamics. The chassis is already stiff and stout without any signs of cracks and rattles. Its the same good old foundation we expect from a VW. The electric power steering is nicely weighted, with plenty of driver feedback and quick responses. Its weight increases gradually as the speed increases, even at low speed, the weight feels promising. The 4Motion on our Tiguan is the Haldex system, which is a front-drive until it detects slippage. While this is not the full-time system, it works exceptionally well even under the pouring weather. The body rolls are minimal, while the understeer is all under controlled. ESP in the Tiguan is an uninstrusive type. When we pushed the Tiguan hard and aggressive during this kind of weather, it doesn’t step in until the vehicle has rear its ugly heads. Its a very composed and entertaining package. It has to be considered as the sports car of a mini-ute. It all comes without sacificing the sublime ride comfort. It absorbs every bumps and nuts with ease, while providing a sense of suppleness from German-engineered suspension.

Brakes: With 4-wheel discs and ABS, Tiguan’s braking feel has to be considered as the best-in-class. The stopping distance is short while pedal feel is simply outstanding. I have never driven a mini-ute can have such a composure after couple of hard stops even in this kind of weather. The bonus is the ABS doesn’t kick in until absolutely necessary.

Interior: Everything else have been logically layout in the Tiguan. The instrumentation gauges are clear and analog. Stereo has placed above the climate control for great ergonomics. Knobs for both of them are large enough with glove hands. Not to mention all the world-class dash materials one expects from a VW. The cloth seats are well-foamed and provide great support. If there is only minor drawback, however, its those mickey mouse buttons for the hatch release, ESP and clock adjustment. They placed down below the center console. With their small sizes, its hard to use with gloved hand in such location.

The rear passenger area has plenty of head and legrooms. It can seat 2 comfortably but 3 in a squeeze.

When it comes to cargo space, Tiguan scores another round. The liftover is low and lots of cubbyholes for storage. Before the rear seats fold down, you got 23.8 cubic feet of cargo space. With all the seats fold down, it can get as much as 56.1 cubic feet of nicely carpeted cargo space.

You would expect the glass to open seperately from the hatch, it isn’t on the Tiguan. It should for extra versatility.

Conclusion: The Tiguan is, indeed, the game changer in the mini-ute segment. It got a great engine, wonderful driving dynamics, decent AWD system, superb brakes and very versatile. Its attractive styling is just an added bonus to the already enticing package. It has set a new benchmark in its fiercely competitive segment.

OVERALL VERDICT FOR 2009 VW Tiguan
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.75/5

Vehicle: 2008.5 Mazda3 Sport GX with 4-speed Sportmode automatic
Price as tested: CDN$17895

Performance: Mazda3 Sport used to be available with only one engine. That’s the wonderful 156 hp 2.3 liter DOHC 4-cylinder in uplevel GT model. With the skyrocketing gas prices, its no better time to introduce an entry-level engine in a fun hatchback. Mazda does exactly like with the introduction of the Mazda3 Sport with the equally potent 2.0 liter powertrain. Even if its 300cc down, it got the same 16-valve DOHC treatment as with its larger silibing. 148 horses and 135 lb/ft of torque are nothing short of performance, despite its 8 hp and 15 lb/ft short of its 2.3 silibing. The throttle response remains smooth and instant. Our tester comes with the optional 4-speed automatic with manumatic mode. This gearbox provides decent gear ratios, especially good with high cruising gear ratio for highway cruising. However, it wouldn’t be amiss to add another gear. This gearbox has provided the performance of impressive low end and mid range, an extra gear would only provide an even more relaxing high speed cruising.

Handling: Riding on narrower 15″ on our GX instead of 16″ on GT and GS, Mazda3’s driving dynamics remain fun and confidence-inspiring. Mazda3 is riding on a world-renowed chassis that is shared with European Ford Focus and Volvo C30/S40/V50, without a doubt, this has to be considered as one of the world’s best compact car chassis all around. Mazda3’s electric power steering continues to be impressed, with plenty of road feel and excellent precision. It tracks the path correctly without being too twitchy. Ride quality, thanks to the smaller 15″ wheels, is even more comfortable than its larger silibing. There is minimal understeer and body control is superb.

Brakes: I really have to give mod to Mazda for providing 4-wheel discs as standard feature even on a 17k base model. Best of all, ABS is a standard fare. The braking performance and distance are top-notch. The stopping distance is short, while the pedal feel and modulation are excellent. ABS doesn’t step in until absolutely necessary.

Interior: Slip behind the wheel of a Mazda3, you would be mistaken as a car costing twice as much. The use of plastic materials are classy. There are plenty of soft-touch plastic around the dashboard and center console. The instrumentation gauges are clear and analog. The center infocenter for stereo is clear without the usual interference from the sunlight. The cloth seats in our GX is well-foamed with superb comfort. All the switchgears have a high-quality, tactical feel. Unlike some of its peers, Mazda3’s base model doesn’t feel cheapening out compares to uplevel model.

Conclusion: Its hard to imagine Mazda3 already on the market for 4 years. Mazda has done a great job by engineered such a great driver’s car at this affordable price. With the introduction of the 148hp 2.0 liter in Mazda3 Sport 5-door guise, those who want a hatchback will have a more affordable alternative. While the Mazda3 sedan remains a looker, its hard to beat hatchback’s utmost versatility and hot hatch driving experience. Despite of our wanting of additional gear in the 4-speed automatic, our test average of fuel economy remains an impressive 7L/100km. An extra gear would simply be doing amazing in this somewhat heavy 1295kg small car. The bottom line. Mazda3 remains the gold standard where others are judged when it comes to small car.

OVERALL VERDICT FOR 2008.5 Mazda3 Sport GX
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Performance: 4.5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.75/5
Fit-and-finish/build quality: 4.75/5
Cargo/accessibility/layout: 5/5
Value-for-money: 5/5

Overall rating: 4.75/5

3-day long-term test drive: Toyota Prius Special Edition Premium
Price as tested: CDN$32530
Total mileage through the test: 400km

The Prius has always been considered as the high water mark of all what all hybrids are judged. I have driven Prius a couple of times in the last couple of years, however, this is the only time that I had a chance to put it through the paces in a few days.

Prius’s 1.5 liter DOHC 4-cylinder 16-valve mill with VVT-i is good for 76 hp alone, combined with the electric motor which have another 50 ponies. It got 126 horses on driver’s disposal. Thanks to the electric motor, it has 295 lb/ft of torque from Toyota’s Hybrid Synergy Drive. The driving experience is a quiet and smooth, although its not as quiet as we expect from a hybrid. Its also feel downright peppy when driving actually needs the power. The transition between electric and gasoline motors are not exactly seamless neither. When it comes to fuel economy, it is disappointing for highway driving. It isn’t terribly good for city driving when running on electric motor. A test average of 9L/100km isn’t spectacular, consider our long-term A3 Sportback 2.0T has an average of 7L/100km with the same driving distance on same driving situations.

Handling and braking performance are as ones we expect from a hybrid. Of all the hybrids I have driven, ranging from Civic to LS600hL. The only driver’s hybrid was the flopped Accord hybrid, its because its too powerful and expensive for hybrid’s status of lives. Prius’s steering is lifeless and numb, chassis is as detached as anything else from Toyota. Ride quality is comfortable, with a sense of Lexus floatiness dialled in the process. The regenerative braking system continues to produce numb and dead pedal feel.

Interior is actually well-made with nice fit-and-finish and decent materials. We love the comfortable cloth seats, as well as the large space. Prius’s hatchback is another reason why we would rather choose it rather than Camry hybrid in the first place. The center screen is not only serve as a gimmick for hybrid system’s working process, it also works as a back-up camera.

After spend a couple of days behind the wheel of a Prius, I have learned a few things about this hybrid benchmark. It remains a status symbol even though it has been on the road for quite a while. Everyone thought you are a movie or political stars behind the wheel of a Prius. The engine shut down during idle is a good design because you can still have air conditioning on, a pretty cold one, mind you. Driven over 140 km/h feels floaty thanks to its soft suspension and low-resistance energy-efficient tires. Only attempted for one time. The rest of the time I remained below 120 km/h for “somewhat” better fuel economy and more confidence-inspiring ride. Thank you very much, Toyota, for setting a suspension like that, in order to encourage full electric and safe driving. You won’t be avoid a hefty fuel bill because Prius still needs gas to run. Fuel economy isn’t anything special when comparing to equivalent gasoline-powered cars. The bottom line. If you want a fuel efficient, fun-to-drive and powerful car that won’t need to worry about battery’s replacement cost, new era diesel is the best solution in the time of superficial gas prices.

Vehicle: 2009 Subaru Forester 2.5XT Limited
Price as tested: CDN$34895

Performance: As with its predecessor, the new Forester is powered by both a turbo and normally aspirated horizontally opposed 4-cylinder engines. Both engines feature DOHC, 16-valve. On the normally aspirated version, it features an intelligent active valvelift system while turbocharged version just use a standard type. While the base 170 ponies and 170 lb/ft of torque normally aspirated version is more than capable in moving this 1500 kg beast through the 4-speed automatic gearbox. Its the potent 224hp turbo version that gives Forester a serious punch. Consider this is the detuned version of the 2.5 liter turbo engine in the astounishing STi performance car, this is a willing powertrain that is able to give Forester a true sleeper status. With 226 lb/ft of torque arrives at 2800rpm, it has no shortage of low-end grunt. Its also surprisingly smooth off-the-line due to the lack of turbo lag. Just like the latest WRX and STi, Subaru has refined its personality with more refinement as a trade for the hardcore character. Despite that, Subaru flat 4’s distinctive engine note remains intact. On the other hand, its as willing to rev as any Subaru engines have gone before. Unforunately, there is one major flaw. While this 4-speed automatic with manual shift has been a proven technology for Subaru products, this Forester needs a 5 or 6-speed for better highway gearing. Both the turbo and normally aspirated flat-4 feel buzzy at high rpm despite of its rev happiness. Thankfully, the gear ratios for 1st and 2nd gears are low enough for quick acceleration and elimination of turbo lag. Both the 5 or 6-speed automatic would work much better with these powertrains. Consider Subaru is an engineering-driven company, it shouldn’t be hard for them to engineer a superb automatic for all of its products.

Handling: Subaru has always been known for its superb chassis dynamics, great suspension calibration and AWD system; the new Forester is no exception. This assymertical AWD really gives us lots of confidence when pushing it through corners, even if we tested it during the heavy rainfall in May. Its a fool-proof system that provides active safety for daily driver and wonderful driving dynamics for enthuisasts. The steering, as with all Subarus, provide excellent feedback and responsiveness. Its level of precision is the other side of a Porsche. Its really the best of what you expect from a crossover. While there are some body rolls and understeer, both have been very well-controlled despite of Forester’s high center of gravity. We have to give nod to Subaru engineers for designing a Vehicle Dynamic Control that remains uninstrusive even in a crossover. Its not stepping in until it rears its ugly head. This is both an enthuisast and consumer-driven system that please both buyers. Ride comfort is both firm and comfortable. It soaks up bumps and patholes with suppleness, while completely lack the softness we have experienced in some of its peers.

Brakes: Subaru’s 4-channel, 4-sensor ABS with 4-wheel discs have provided world-class braking performance in this Forester. The stopping distance is short, while pedal is firm and easy to modulate. Even under the heavy rain, the ABS won’t kicked in until absolutely necessary.

Interior: Subaru interiors have gone a long way in just a few short years. Their interiors used to have quirky but cheap materials. Forester is the best example of Subaru interior have gone rich and mainstream. The leather seats have nice grain with decent support. Layout has been similar to the Impreza, as Forester has shared platform with its smaller silibing. The instrumentation gauges are clear and analog. With stereo placed above auto climate control for excellent ergonomics. As with the Impreza, the driving position is driver-oriented thanks to the perfect positon of pedal, steering, shifter and seat.

There are enough rear headroom but the legroom remains fall short of its rivals.

The cargo layout is excellent. With a low liftover, a squared cut-off and plenty of storage spaces; you can basically haul anything in its 872 liters with the rear seats unfolded. With the rear seats completely fold-down, Forester is able to haul 1784 liters of cargos.

Conclusion: When Forester first incepted in 1998, it has quickly become the benchmark of its segment thanks to its smart packaging and swift driving dynamics. A decade and 2 generations latter, Subaru continues to make the best even better. The base version has enough grunt to move groceries for its target audience, its the full boost turbo version that is able to put smile on everyone’s face.

OVERALL VERDICT FOR 2009 Subaru Forester
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Performance: 4.75/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

Vehicle: 2008 BMW M3 Coupe with Executive Pkg, M Drive Pkg and high gloss shadow line
Price as tested: CDN$81695

Performance: After a decade with the lengendary straight-6 powertrain in E36 and E46 generations of M3s, BMW decided its time to opt for V8 to challenge the best compact supersedans which have the similar powertrain layout. The result is a 4.0 liter 32-valve DOHC V8 with the latest Valvetronic and Double VANOS technlogies, that improves engine breathing and performance. The result is a superb performing engine with 414 hp and 295 lb/ft of torque at driver’s disposal. To make this engine even more interesting, the use of individual throttle bodies for each cylinder has created amazing throttle response thoroughout the rev range. The throttle response is quick and without the usual abrupt take-off we have experienced in some BMWs. As with all BMW powertrains, its a rev-happy engine that loves to sing at high rpm. On the other hand, the engine note is as intoxicating in low rpm when accelerating. Equally impressive is the 6-speed manual gearbox. The shifts are typical BMW smooth, with wonderful gates and throws. Clutch is light and progressive. In order to make the performance to a higher level, latest M3 is available with M Drive. Which allows the enthuisastic driver to set at different settings from engine rev to seat bolstering. When set at “power”, it makes a whole lot of difference. The M Drive is an option worths every pennies.

Handling: When it comes to chassis stiffness, rigidty and rear-drive 50/50 perfect weight distribution, 3-Series’s fundamental is hard to fault. The optional M Drive would make this an even more interesting when the “M” setting that gives it a stiffer rebound damping for better dynamics. The steering weight has a desired effect as it feels heavier. The steering feedback, precision and responsiveness are ones expected from BMW Motorsport division. Another nice enhancement is the M Differential Lock, which makes the M3 has zero wheelspin when taking off the traffic light on heavy throttle. The EDC, or Electronic Damping Control, also acts hand-in-hand with all those systems accordingly. Set EDC with “sport plus” and “M” on M Drive, its about as good as anything else. As expect from an M3, the cornering is sharp and flat, with only minimal body rolls. BMW has dialled in a bit of safe understeer when pushed for better control on daily driving. However, its excellent DSC-3, remains a superb system which have 3 settings. The lowest setting, which is completely shut off, allows for a total oversteer when the enthuisastic needs on the racetrack for maximum fun. The most delightful surprise is the level of ride comfort M3 provides. Its not only have a sense of Teutonic suppleness dials in through the rebound damping, its ride is firm without being twitchy on rough pavements. Its firm, controllable and far from being harsh.

Brakes: Just like the rest of the dynamic package, M3’s braking performance lives up to what we usually expect from BMW. The stopping distance is exceptional, while the pedal feel and modulation are amazing. After a couple of hard stops, its completely fade-free. ABS doesn’t intervene until absolutely necessary.

Interior: The M3 is loaded it to the ninth. It got a great set of BMW Motorsport sports seats that have great side, thigh and back support for cornering. Instrumentation gauges are clear and analog. The rest of the interior is typical 3-Series fanfare. The use of materials are acceptable if not outstanding, even if BMW is charging 80 large grand for an M3.

Conclusion: This is, without a doubt, the best M3 ever produced. It got an even better performance, more entertaining handling thanks to those smart electronic aids and the usual creature comfort.

OVERALL VERDICT FOR 2008 BMW M3
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 4.5/5

Vehicle: 2008 BMW X6 xDrive35i with Rear Climate Pkg, Premium Sound Pkg, Sport Pkg, Activity Pkg, Premium Pkg and Technology Pkg
Price as tested: CDN$75900

Performance: Because of X6’s performance sport utility “coupe” status, BMW has to offer it 2 different twin-turbo engines to match its billing. But during the initial launch, BMW only introduces the straight-6 twin-turbo engine, while leaving the V8 version for late introduction. This is the same 3.0 liter twin-turbo DOHC I-6 24-valve as we used to love in both 1-Series, 3-Series and 5-Series. Even with X6’s curb weight of 2220kg, this wonderful motor still move it with grace and pace. With the impressive 300 horses and 300 lb/ft of torque, power has never been an issue with this motor. It moves the X6 beautifully without any drama. The smooth delivery of twin turbo performance also done it without the usual nasty drama once associated with two small turbos, it is completely free of turbo lag. The turbos just spool up whenever a driver drops the anchor. Although the throttle remains a bit over-sensitive when taking off, its input is constant and good to modulate. As expect from BMW’s awesome straight-6 engineering prowess, it never tends to run out of breath at high rev range. Matched with this motor is the familiar 6-speed Steptronic. The same with all the latest BMW gearshift design, its hard to call them as user-friendly. However, the smart use of gear ratios really help to move this motor a whole lot in X6’s case. Not to mention the shifts are smooth and coordinate, with the ratio high enough for highway cruising for maximum fuel economy.

Handling: BMW has always been known for its stiff and well sorted-out chassis, the same goes for the X6. Riding on the same strong and sound platform as the hugely succssful X5, its hard to fault its chassis dynamics. Unfortunately, X6’s steering lacks BMW hallmark precision and feedback. It feels lousy at low speed while darty at high speed. The steering weight isn’t as confidence-inspiring as one we expect from BMW. The ride is more than acceptable with its optional 20″ wheels that come standard on our optional sports package. The ride is firm but not exactly harsh, although its harsher than X6’s intended rival: Porsche Cayenne. Cayenne S and GTS’s ride quality is superb with its air suspension. X6’s ride is similar to those Cayenne without PASM. Given X6’s high center of gravity, its body rolls are very well-controlled. However, it can never reached Cayenne’s flat cornering ability through twisties. BMW’s DSC-3 remains an uninstrusive stability control. It works hand-in-hand with xDrive AWD system to provide maximum traction when needed. This system also provides RWD feel with the safety and security of AWD. Its good to allow some oversteer when pushed, even if its in such a tall vehicle like an X6. Both understeer and oversteer are easy to control.

Brakes: With 4-wheel discs and standard ABS, X6’s braking prowess certainly live up to its propeller emblem. The stopping distance is short, while pedal feel and modulation are excellent.

Interior: If you are craving an SUV with proper rear passenger and cargo spaces, X6 should be taking out of your shopping list. Both head and legrooms are at premium in the backseat. If you are 6 foot tall, good luck to your head when getting into this puppy.

Despite of BMW’s claim of 570 liters when rearseat unfolded to 1450 liters when those seats folded, the cargo space is dismal. With the high liftover and a sloppy C-pillars to cut into the rear cargo space, a 60/40 fold-down rear seats can’t solved this basic problem.

The rest of the interior layout is similar to those of the X5. The instrumentation gauges are typical BMW fanfare. Gear lever is the controversial and unfriendly design that have been a hallmark of most recent BMWs. The leather sports seats are well-foamed and very comfortable. Leather materials are of top-notch quality, which are supple and soft to the touch.

Conclusion: X6 is an answer which no one has questioned before. We don’t need a sport utility vehicle that looks like a coupe. Its coupe-like rear profile has compromised many of the utilities consumers are looking for in an SUV. BMW already got an SUV that performs and handles as well as any sports car on the market, and that’s called an X5. Despite of X6’s coupe billings, its driving dynamic doesn’t measure up to what we expect from a BMW. Suffice to say, its quite a disappointment.

OVERALL VERDICT FOR 2008 BMW X6
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 1/5
Value-for-money: 2/5

Overall rating: 2.5/5

Vehicle: 2009 Acura TSX Premium with automatic
Price as tested: CDN$39225

Performance: Before Acura introduces the 2.2 liter i-DTEC diesel engine sometimes next year, TSX is currently powered by one engine. Its the same 2.4 liter 4-cylinder 16-valve DOHC i-VTEC that has been widely praised in the outgoing model. Even though the hp has been dropped from 205 to 201, its torque actually increases from 164 to 172 lb/ft of torque for driver’s disposal. This kind of torque figure was only seen in more expensive 6-cylinder sports sedan a few years ago, Honda is able to tune with such an impressive numbers for a 4-cylinders.The result is a refined sports sedan that provides a much wider powerband for better acceleration. With 172 lb/ft of torque arrives @ 4300 rpm, there is plenty of bottom end for quick acceleration off-the-line. As expect with all Honda motors, this 2.4 is a rev-happy powertrain. It never run out of breath at high rpm, as it has the eagerness to rev with even more entertaining engine note. The throttle response is quick and linear. Its available with both a wonderfully smooth 6-speed manual or the 5-speed manumatic in our tester. The beauty of this manumatic is the “sport” mode. Whenever you put it into “S”, you can just drive it regularly or perform a manual shifting. The manual shifting has duplicated the rev-matching style we have usually associated with sequential gearbox. The shifts are smooth and clean, with proper gear ratios for low-speed acceleration while high enough for comfortable highway cruising. It also encourages a shift to high rpm before up and downshifting, that is a perfect match for rev-happy Honda motor.

Handling: As with the outgoing model, TSX’s European Accord dynamic trait has shown through its driving demanor. Although the new version has grown-up with more refined road manners, its still provide as much fun as its predecessor. The electric power steering provides decent weight and feedback, its also wonderfully precise and responsive. The suspension is compliant without losing its European flavor. It has a level of suppleness tuned in with its firmness to provide a comfortable ride, without losing the grip one expects from a sports suspension. It is a very composed car through the corners even during the pouring rain. Both the body rolls and understeer are minimal, while the VSA, what Acura called for stability control, won’t step in until absolutely necessary. Its got to be one of the most balanced front drive sports sedans I have ever driven. The delightful surprise is the new TSX is more civilized than before, it has grown-up without losing the fun loving character of the superb predecessor.

Brakes: With 4-wheel discs and ABS, TSX’s braking performance has matched its handling prowess. The ABS doesn’t kick in until necessary, even under the heavy rainfall on the day of our testing. Both the brake feel and modulation are excellent. The EBD, or Electronic Braking Force Distribution, has eliminated nose dive properly during heavy braking. A very well-engineered system indeed.

Interior: As you would expect from an Acura, the interior is loaded it to the ninth. It got everything from 8-way power driver’s seat to dual zone climate control. The leather seats are well-foamed with nice leather materials. Both the dashboard and door panels are wrapped in high-quality plastic. The center infocenter is useful without being washed out by sunlight. If there is any criticism, it has to do with too many buttons on the center console and steering wheel. There are 13 buttons on the steering that controls stereo, Bluetooth and cruise control.

The backseat is spacious, with plenty of head and legrooms. Its the 3rd passenger who sit in the middle will find a little bit cramped.

The single biggest criticism has to be the cargo area. Despite of its 60/40 split fold-down rear seats, its high liftover and narrow side cut-off have limited the level of versatility into the trunk space. Once you are able to access, it got 12.6 cubin inch of cargo space.

Conclusion: When Acura first introduced the original TSX back in 2003, it was considered as one of the best sports sedans you can buy for 40 grand. It was a runaway success for Acura from the get-go. Fast forward 5 years later, Acura needs to repeat the successful formula with the original car by providing more to the overall package. More interior space, more torque and more standard feaures without losing the fun character. TSX will be even more successful by the time its highly anticipated 2.2 liter i-DTEC introduces next year.

OVERALL VERDICT FOR 2009 Acura TSX
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.75/5
Fit-and-finish/build quality: 4.75/5
Cargo/accessibility/layout: 2/5
Value-for-money: 5/5

Overall rating: 4.5/5

Vehicle: 2008 BMW 128i Convertible with 6-speed Steptronic w/paddle shifters, Sports Pkg and Premium Pkg
Price as tested: CDN$48400

Performance: Just like the 1-Series coupe, its convertible silibing is powered by similar powertrains. We were impressed enough with its twin-turbo straight-6 in 135i coupe. Because we tend to enjoy convertible in lesser power, we have chosen the 128i as the highlight of this review. Just like 328i and 528i, 128i is powered by the equally potent 230hp 3.0 liter straight-6 DOHC 24-valve with BMW’s advanced Valvetronic and Double VANOS technologies. 230hp certainly not shabby even if the convertible weights in at 3571 lb, which is a pig consider 128i’s compact size. However, its acceleration and responsiveness are enough to compensate through 200 lb/ft of torque. Despite 200 lb/ft of torque is nothing outstanding for a 3.0 liter straight-6, it arrives at low 2750 rpm which helps matters a lot. Add to the adaptive 6-speed Steptronic, which have the optional paddle shifters, that encourages manual shifting on the steering wheel. The gear ratios matched with the engine decently. Helping the matters is the paddle shifters that make it feels a lot more when going for it. Without the paddle shifters, this 1 doesn’t have as much going.

Handling: Since BMW has engineered the 1-Series convertible at the same time as its coupe, both have the same integrity and rigidty. Its completely free of any cowl shakes when pushed through railroad tracks or on twisties. The handling is as impressive as its coupe silibings, with razor-sharp steering that provide excellent precision and feedback. With the optional sports package, this 128i comes with optional 18″ wheels which really have gripping the road surface. On the other hand, the ride is firm without being harsh. That’s extremely important for convertible’s cruising ability. Its DSC-3 is as uninstrusive as in any Bimmers.

Interior: Because of 1-Series’s miniature size, BMW has decided to go with soft-top instead of 3-Series’s hardtop variety. That helps its cargo space. With the top up, this 128i is capable to haul 305 liters of luggages. Volume aside, the amount of space inside the trunk is as tiny as its coupe silibings.

The amount of space inside this convertible is about as cramped as in the coupe. You can hardly called the back a proper backseat. Those are best describe as dog seats. With the top down, of course, headroom isn’t an issue. With the top down, those backseat passengers are better only for short trip. Punishment is the best word to desribe the experience in any 1-Series’s backseat, regardless of a hatchback or coupe or convertible.

Conclusion: Interior space aside, this 128i is a welcome addition to BMW’s convertible family. Its performance and driving experience are worthy enough to wear the propeller emblem, its also the most attractively priced 1-Series in the entire range. Its biggest hurdle will be the redesigned Mini Cooper S convertible coming this fall.

OVERALL VERDICT FOR 2008 BMW 128i Convertible
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Performance: 4/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 1/5
Value-for-money: 4/5

Overall rating: 4/5

Vehicle: 2008 Mercedes-Benz E320 Bluetec with Bi-Xenon Headlight Pkg and Premium Pkg
Price as tested: CDN$72975

Performance: When Mercedes first came out with E320 CDI about 2 years ago, we were impressed enough. That was then. Mercedes is a car company that never rest on its laurels. When it comes to diesel technology, Mercedes has proved they can upped the ante with their latest Bluetec technology. Just how far has this Bluetec improved over the existing CDI. The horsepower has jumped from a 201 to 210 while torque has improved from a healthy 369 to an astounishing 400 lb/ft. Even if the horsepower increase isn’t significant, its the torque that is most important for diesel. 369 lb/ft of torque already better than equivalent E500 back in those days. 400 lb/ft of torque, has once again, put its V8 E550 silibings, behind. And that is from a V6 diesel powertrain. This DOHC 24-valve V6 Bluetec has amazing level of engine refinement and quality. The NVH quality really has engineered to put many of those quiet V8 engines to shame. Its so quiet on the inside, you can hardly noticed its a diesel. Its only on the outside that you can hear slight diesel sound. Matched with this wonderful Bluetec is Mercedes’s hallmark 7-Gronic gearbox with manumatic shift variety. The ratios are excellent, which are low enough for quick acceleration and quiet enough for Autobahn-like cruising. Mercedes gearbox has always been known for its level of crispeness and smoothness, this unit is no exception. Whenever you put the responsive throttle down, there is always the usual Mercedes quietness to combined with its performance authority.

Handling: What makes this Bluetec handles as delightfully as any E-Class has gone before? It all begins with a rock-solid chassis that is from anyone else but Mercedes. With 50/50 perfect weight distribution from its rear-drive configuration and a rightly calibrated suspension, its not hard to imagine how good can this Merc handles. The steering is sharp and responsive, while being extremely precise. The Mercedes trait of slightly dead off-center feel remains intact on highway speed. Suspension is firm enough to enjoy all the black top twisties while supple enough to provide superb ride quality. Both suspension and springs are supple without being bouncy and comfortable without being softly sprung. Not to mention Mercedes’s amazing high-speed stability remains intact in the latest E-Class. Even if the ESP is an instrusive variety, as one expects from Mercedes’s safety first priority, its safe enough for Bluetec’s status of lives as a comfortable and efficient luxury sports sedan.

Brakes: With 4-wheel discs and standard ABS, this Bluetec sedan shines through the braking tests. The stopping distance is short without exhibiting any kinds of brake fades after a couple of hard stops. Pedal feel and modulation are simple world-class.

Interior: Slip behind the wheel of this Bluetec, everything else is typical Mercedes E-Class affairs. The use of excellent plastic and leather materials in the cabin. The thick leather seats provide awesome support for cruising, surprising amount of side support when an enthuisastic driver wants to have fun on the twisties. There are enough wood trim to add warmth. Instrumentation gauges are clear and analog. Automatic climate control is both smart and effective.

Conclusion: The Bluetec is, without a doubt, the best diesel-powered passenger car I have ever driven. Other than its class-leading 6.8 seconds 0-100 km/h acceleration figure, it also have all the merits that make a gasoline-powered E-Class without paying the huge gas bill. What really amazed me is the average fuel economy we got during our initial test drive. An average of 8 liters per 100 km is a truly amazing figure for a luxury car weighting in at 3850 pounds. It proves you can have a cake and eat it too.

OVERALL VERDICT FOR 2008 Mercedes-Benz E320 Bluetec
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 5/5

Overall rating: 5/5

Vehicle: 2008 BMW 135i Coupe with M Sport Pkg, Premium Pkg and Comfort Pkg
Price as tested: CDN$49800

Performance: The 1-Series, as with its 3-Series silibings, is powered by both normally aspirated 3.0 liter DOHC 24-valve straight-6 and the same powertrain with twin turbos. Hence the 128i and 135i designations. We will reviewed the 128i in future episode. The highlight of this review is the 135i with whooping 300hp and 300 lb/ft of torque. As with the 335i, this engine performs amazingly even if its BMW’s first effort for turbocharging for the gasoline motor in the last couple of decades. The last BMW turbocharged sports sedan was 2002tii, which is another piece of amazing machinery. With only 1560kg to pull along this little 1-Series with 300 ponies, the performance is nothing less than staggering. The throttle response is instant and responsive, even if its a bit too sensitive on the travel. As expect from such a well-engineered powertrain, the turbos spool up quickly and efficiently without any drama. That drama is called turbo lag. Because of the 300 lb/ft of torque available at such low rpm, there is a slight wheelspin when driven hard off-the-line. Not to mention this twin-turbo straight-6 is as equally rev-happy as BMW’s normally aspirated straight-6 engine. Equally impressive is the slick-shifting 6-speed manual gearbox. The throws are short and precise, with a clutch that is light and progressive. The blipping point is just about perfect. Gear ratios match amazingly with this wonderful engine. Consider its 0-100 km/h arrives in a short 5.4 seconds, that’s as fast as the outgoing M3 with 3.2 liter I-6. The difference is M3 needs to rev high in order to get the best out of the box. In the 135i, however, all you need is to drop the anchor. Its all done in a more relaxed manners.

Handling: With 50/50 perfect front to rear weight distribution for rear wheel drive/front engine configuration, along with usual BMW goodies called a wonderfully stiff chassis. The 135i handles like its on rail on both track and city streets. Even with the run-flat tires and M sports suspension, its ride quality is civilized without being harsh and uncomfortable. The ride quality has the usual suppleness and firmness we expect from BMW suspension. On the other hand, the suspension handles every curves with grace. The cornering is almost flat thanks to the smartly calibrated M sports suspension and stiffer springs. Steering, as expect from BMW, is precise and provide plenty of feedback. We had the chance to sample to drive both 1-Series with or without Active Steering. Active Steering remains an option that isn’t worthy to get for any driving enthuisasts. It just taken away the typical BMW steering feel. All it does its to give artifical steering feel and non-linear left-to-right transitions. The DSC-3 is a stability control that remains totally uninstrusive until the driver really needs it. BMW has designed a system that has 3 settings that allow for complete shut-off, partly instrusive or completely instrusive. Even if you set it in completely insturisve mode, it remains uninstrusive for daily driving until driver rears its ugly heads. There is a slight understeer when pushed for safe control on daily driver. However, once the DSC-3 completely shut off, 135i can get totally sideway with all the oversteer that one needs on the racetrack.

Brakes: With 4-wheel discs and ABS, 135i’s braking performance lives up to its propeller badge, The stopping distance is short. Pedal feel is exceptional without any brake fades after lots of hard stops. Both the pedal modulation and bite have to be considered as some of the best I have ever tested. ABS only steps in when necessary.

Interior: If you need to travel four passengers, 1-Series certainly isn’t the right car for you. Although it got a backseat that covers in nice Boston leather, the legroom is almost non-existence and headroom is at a premium. The trunk space is equally narrow. Beware of the trunk lid hit your head when open due to its height. Its a little larger than the hatchback silibings we tested last year. Spacious is definitely not the word to describe 1-Series coupe’s backseat and cargo space by any sketching of standards.

The front, however, is a true driver’s environment. Everything else from the pedals, steering wheel, instrumentation gauges and shifter are in perfect position for driver. The leather sports seats provide awesome back and side supports. Stereo is placed on top of the automatic climate control for excellent ergonomics. What is really surprisingly is the level of materials used in the 1 compares to the 3. There are richer interior materials used in this 1-Series than all the latest generation of 3-Series we have tested. Despite that, we are still able to find some cheap plastic pieces in minor areas. However, there is one minor pet peeve. The wood trim looks totally out of place in a sports performance car. Since BMW already offered choices of wood and aluminum inlays in the 3-Series, why not for the 1-Series? BMW interiors of the last couple of years can only be describe as better than average.

Conclusion: The 135i has aplentry of pace and grace for those who are looking for both performance and cachet in a small package. Here lies the rough. If you happen to opt the 135i into the max, its already entered into the 328i’s territory. Despite of lower performance, 3-Series provides better residual value and much superior interior space. That is something the consumers have to put serious thought when considering the 135i. The 128i, however, opens up another can of worms for cannabalizing into a Mini Cooper S. As nicely driven as a 1-Series, its market positioning might be the single biggest reason that is going to hurt itself in the long run.

OVERALL VERDICT FOR 2008 BMW 135i Coupe
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 1/5
Value-for-money: 4/5

Overall rating: 4.5/5

Vehicle: 2008 Mini Cooper S Clubman with Comfort Pkg, Convenience Pkg, Sport Pkg, Chrome Line Pkg and Travel Pkg
Price as tested: CDN$35640

Performnace: The Clubman, as with its hatchback silibings, is powered by one of two engines. The base Cooper is powered by a 1.6 liter 16-valve DOHC 4-cylinder with 118hp and 114 lb/ft of torque, which we will be reviewed in the future episode with its new and improved Steptronic gearbox. Or the same engine but coupled with the turbocharger. With 177 lb/ft of torque and 172 ponies, its certainly no sloush especially its mated with the slick shifting 6-speed manual gearbox. As with all Mini’s stick shift, the throws are long but the gates are precise and well-defined. To add the enjoyment of this manual box is a light and progressive clutch, with a proper engagement point. With the optional sports pkg comes on our tester. The “Sport” button in front of the shifter really gives the S a healthy boost of performance. It increses torque from 177 to 192 lb/ft of torque. Both the throttle response and turbo rush have changed from quick to really fast. If you happen to opt for the Steptronic gearbox, this “Sport” button also improves shifting by 0.05 seconds. It isn’t a huge difference but at least it gives the regular slushbox with faster response when driver really needed it. It really transforms an already nice turbo engine into a wonderful one. It all does without the usual turbo lag. Every time a driver steps on the throttle, the turbo spools up quickly and responsively without any delays. However, it tends to run out of breath at high rpm even with the advanced variable valve timing technology built within this motor.

Handling: Remember last time when we first reviewed the redesigned Cooper S’s sports suspension, we complained about its stiff-legged ride quality. Although Clubman retains all the Mini’s fun-loving character as a sharp-handling hot hatch, it actually got all the harsh ride quality improved just by increase the wheelbase and slightly recalibrated the spring rates. All these have done wonders to what Mini has always been needed. A fun hot hatch that handles like its on rail while absorbing all the patholes and roughness with ease. The lack of suppleness with hatchback’s suspension has always been addressed. It got plenty of supple through the suspension and spring settings. It really does make the Clubman rides like a BMW instead of a harsh-riding unladen full-size pick-up. The electric power steering provides plenty of feedback, the level of precision and responsiveness are amazing. Push the “Sport” button, it would increase the weight of the steering for even better driving feel. The DSC-3, or what Mini stands for ESP, remains an instrusive type. Which means this system allows for oversteer fun before it steps in. The threshold is huge enough for any enthuisastic driver to enjoy a bit of slide. On the other hand, its safe enough when the vehicle rears its ugly head in an emergency situations. Push through the track. We have witnessed minimal body rolls and understeer. That’s a delightful surprise even with the extra length and weight of Clubman, it got as much composure as its hatchback silibings.

Brakes: With 4-wheel discs and standard ABS, Clubman’s braking prowess certainly worthy of the Mini badge. The stopping distance is short. After a couple of hard stops, the brakes are fade-free while ABS doesn’t step in unnecessarily.

Interior: As with all the Minis I have driven, the driving position is perfect. Everything else from the pedals to the instrumentation gauges to the seats are all in perfect driving position. However, its the second half of the vehicle that is the highlight of the Clubman.

You have to get into the backseat through the suicide door on the passenger side. While the back has more leg and headrooms than its hatchback silibings, one still feel a bit cramped compares to its peers. There is a huge drawback with its suicide door, that’s the seatbelt. Whenever I want to get into the backseat, the seatbelt for the front passenger always blocking the way. You have to pull the seatbelt back just to get in. Its a minor pet peeve. But its a pet peeve, nevertheless.

Instead of using the traditional hatch design of its rivals, Clubman remains true to its tradition by offering barn doors. That means there are 2 doors to access to the hatch. Once you get through the high liftover and narrow door sills, due to the opening of the doors have used much of the floor space. You got 32.8 cubin feet of cargo space with the 50/50 split fold-down rear seats. The amount of space is much improved over its hatchback silibings, once again, but still fell short of the competitions.

Unfortunately, the barn doors have spoken for two different kinds of criticisms. Because it opens seperately, the built-in rear defrosters are seperated from both rear windows. That left a huge black line right in the middle of the rear windshield. When you looked at the rear view mirror, you see a huge black line in the middle of the rear windshield. To add frost to snow, Clubman’s thick D-pillars aren’t helping matters. Both left and right are consistented of these huge pillars for blocking 45 degrees vision. Extra caution and parking sensors won’t amiss. Another pet peeve is the rear wipers don’t covered all the area. With the huge black line in the middle, both wipers only covered about 70% both back window.

Conclusion: The Clubman is the beginning of more versatile variants based on the successful Mini brand. While the hatchback and convertible are fun and lovable, many of Mini’s loyal customer base want more practicality instead of shifting to other brands. Here comes the Clubman! It got all the space that Mini has been crying for in day one.

OVERALL VERDICT FOR 2008 Mini Cooper S Clubman
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Performance: 4/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 4/5

Vehicle: 2009 Jetta Wagon Trendline with ESP and 6-speed Tiptronic
Price as tested: CDN$26660

Performance: The Jetta wagon is currently available with one engine only. Its the upgraded version of the 2.5 liter in-line 5-cylinder 20-valve we have tested in both Jetta sedan and Rabbit before. With 170 hp and 177 lb/ft of torque, its more than aplentry to move this compact wagon. With the latest upgrade over the outgoing 150hp version, the engine note sounds more pleasing and less weird. For most consumers, this is an important consideration because not many have get used to odd cylinder configuration. The same goes to its rather weird engine note. With 177 lb/ft of torque available at 4250 rpm, it has lots of get-up-and-go bottom end of daily traffic light acceleration. 170hp certainly wouldn’t put driver ashamed with it comes to top end acceleration. Our tester comes with the 6-speed Tiptronic manumatic gearbox. Although the shifts are slow, even with the fuzzy logic program adapts to each driver’s needs. The whole gearbox has low enough gear ratio for low-end acceleration and high enough ratio for comfortable highway cruising, while enough gears in the middle for mid-range highway merging speed. If you are looking for more performance-oriented and economy-oriented powertrains in this wagon, you should wait for the 200hp 2.0T or 2.0 TDI coming on the horizon.

Handling: As we have experienced, Mk5 chassis has served different cars with different purposes exceptionally well. GTI for hot hatch, Rabbit for an affordable hatchback while Jetta as a family sedan. With this latest wagon, Mk5 chassis continues to impress with its level of composure. You won’t feel any of the extra size with the additional cargo space at the back of this Jetta. It handles as well as any Jetta we have driven in the past. The electric power steering provides decent enough feedback and precision, even if the low speed feels featherweight. Its ESP only kicks in until the driver reaches the outer end of the limits. That’s a godsent for driving enthuisats. The suspension is compliant with a sense of Germanic suppleness dialed in the whole process. Which means it doesn’t ride as softly as some of its rivals, while absorbing patholes and roughness with ease. There is some safe understeer and body rolls. However, those are more than acceptable consider Jetta wagon’s status of life as a comfortable, affordable wagon.

Brakes: With 4-wheel discs and standard ABS, this little wagon’s stopping power is as good as any VWs we have tested before. The stopping distance is short while fade is almost non-existence even after a couple of hard stops.

Interior: Fold down the 60/40 split fold down rear seats, the Jetta wagon has 66.9 cubin feet of cargo space. The add bonus is there are plenty of cubbyholes to storage basically everything. The hatch is high enough in order not to hit your head. On the other hand, cargo liftover is low and wide enough to slide any cargos with ease. Best of all, VW’s attention-to-details with quality carpeting in the hatch adds a touch of class to the usual messy cargo area.

The rest of the interior is typical VW fanfare. That means excellent use of materials and fit-and-finish. The semi auto climate control is effective and efficient. Everything else are placed ergonomically, especially stereo above the climate control. The cloth seats on our tester are nicely foamed with decent side and thigh support.

As with all the Mk5 platform, its single biggest improvement has to be its rear seat legroom.

Conclusion: This new Jetta wagon could well be the best definition of what an affordable “sport utility vehicle” stands for. Its performance and handling are fairly sporty, while its amount of cargo space match or beaten many of those compact utes. That’s despite our test average fuel economy is a slightly disappointed 9L/100km, it remains a much better proportioned than any SUV consider the current gas prices.

OVERALL VERDICT FOR 2009 VW Jetta Wagon
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Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 5/5
Value-for-money: 5/5

Overall rating: 4.25/5