With the Bush adminstration announced to provide short-term loan of 17.4 billions of bridge loan to both General Motors and Chrysler Corporation today. GM will be the one to watch as Chrysler, whose future remains in doubt, given their lackluster product portfolio. As for Ford, this company already on the restructuring process of cutting dealers and improving their products significantly in recent years. It should be the most healthy and strongest down the road.

So, what do we at DirectShift think of how GM should restructure themselves in order to survive? GM products have improved significantly in the last couple of years, since Bob Lutz and Rick Wagoner have taken the helm of this company. The biggest improvements have to be the exterior and interior styling, dynamic abilities, refinement, use of materials and level of fit-and-finish. Take the Chevrolet Malibu and Cadillac CTS, these 2 cars are head-and-above those of their unremarkable predecessors.

With General currently having 8 brands but with less than 20% of market share, they have to reduce to 3 brands maximum in order to substain its profitability. It isn’t like 2 to 3 decades ago when GM still had 50% of market share to substain the profitability of so many brand overlapping each others.

Here is what we think which brands should go and stay within GM’s portfolio:

Hummer: With full-size SUV sales in the toilet, this brand should ditch as soon as possible. It has absoultely no viable future holding for Hummer whatsoever.

Saab: Before GM became the major stockholder of this once-proud Swedish niche carmaker, Saab products have flair, character, performance and dynamic qualities with its tiny but interesting 2 product line-up. This brand is the classic example of how an American giant mismanaged an unique Swedish brand. They simply have milked their current line-up for way too long with infusion of new technologies and designs that used to be the hallmark of Saab. The rebadging of previous Impreza and Trailblazer as 9-2X and 9-7X also have pissed many long-time Saab loyalists without gaining new customers. While 9-3 and 9-5 were once considered as contenders to German heavyweights when launched couple of years ago, they haven’t aged gracefully with all of their competitions received new design or already facelifted. GM should sold Saab back to Swedish company, by maintaining its uniqueness and niche. We are pretty damn sure Swedish firm will know how to manage Saab far better than what GM did. Give this company enough resources, their engineers are able to come out with innovations to stand out.

Pontiac: This is another GM brand that should be going away. The Solstice can give it to Chevrolet as Corvette “Junior” and G8 replaces Impala as Chevrolet’s flagship sedan. There aren’t any vehicles in this brand that aren’t overlapping with other brands.

Buick: Except for Mainland China, Buick doesn’t have much brand recognition and cachet anywhere in the world. While keeping the exciting Mainland Buick portfolio like the upcoming Opel Insigina rebadged Regal, take the entire Enclave/Lacerne/Allure with it to China. Kill this brand in North American market.

GMC: GMC is basically a rebadged Chevrolet Truck. This is the classic example of how GM loved to have product overlapped each others. Kill GMC and leave Chevy Truck is more than enough. Even with only Chevy Truck, its market share and profitability are enough to substain its market share given both full-size truck and SUV sales are tanking.

Saturn: GM have got Saturn really really right in the last 2 years. This company will be well-served as an alternative to another affordable European brand: Volkswagen. All the Astra, Aura, Vue, Outlook and Sky are all great cars. It will also be served well for customers who want more European flavor as an alternative to more mainstream Chevrolet. Given Ford will be bringing the European models like the Fiesta and Kuga sometimes next year, By merging Saturn with European Opel, Saturn will likely be the one that customers will cross-shopped. Its going to be sad if GM decides to ditch this brand. As Saturn has the freshest and strongest line-up in the industry right now.

Chevrolet: This has to be the mainstream brand that GM needs to tackle Honda and Toyota. The new Malibu has proved to be a real contender in mid-size family sedan segment. The upcoming Cruze is going to be a hot contender. Electric car Volt, performance-oriented Camaro and Corvette all serve as its halo cars.

Cadillac: The new CTS has proved Caddy is coming back. CTS-V is a really wonderful sports sedan that can easily give any AMG, RS and M a-run-for-their-money. GM should market Cadillac as a comfort and luxury-oriented brand instead of performance-oriented brand, say Lexus/Mercedes versus Audi/BMW/Infiniti/Acura. Their core products should focus on both refinement and comfort. Leaving the V-Series to go after performance crowd is more than fine as halo cars. First the new CTS, the upcoming SRX also looks promising.

With gas prices at the paramount, small is big this year. We have divided small cars into 2 different categories, those below and above 20 grand. Here are the nominess.

Small car of the year (below $20k) nominess:
Honda Fit
Chevrolet Aveo/Suzuki Swift+
Smart Fortwo

While the original Smart For2 was quite an innovative concept, it was nasty to drive and cheaply made. The 2nd generation has improved both ride quality and use of materials by a huge margin. With the inception of a gasoline motor as a replacement to the diesel, while shifting quality is a quantum leap forward. Unfortunately, it remains impractical and overpriced in this segment. The Aveo, as well as Swift+, is another example of how to improve an unremarkable car. The new car marks a big improvements in every conceptable areas without losing the city-friendliness of its predecessor. Its more refined, more comfortable, better build with acceptable dynamics. That leaves us to the new Honda Fit. When the original Fit first introduced back in 2007, it already been named as the benchmark in this highly competitive segment. The 2nd generation marks a much better car than it replaces. More interior space, better chassis rigidity, smarter gearbox and a handling dynamics that feel more like a hot hatch than an affordable subcompact. Combined with the superb 1.5 i-VTEC with 5-speed automatic, its a clear winner in this segment.

Small car of the year nominess (above $20k) nominess:
Toyota Corolla
Toyota Matrix/Pontiac Vibe
Saturn Astra

Both the Corolla and Matrix/Vibe are basically same car underneath with different skins. The 1.8 liter in both Corolla and Matrix/Vibe are refined and quiet, while both serve as a point A to B appliance exceptionally well. The 2.4 liter has served Matrix/Vibe equally well with the exception of the aging 4-speed automatic. The reactive AWD system doesn’t help matters neither. At the same time, their use of interior materials and driving experience are subpar compare to our winner in this segment. That is the Saturn Astra. This is basically the same car sold in Europe as Opel Astra. The balanced combination of power, handling dynamics, styling, quality and active safety feature are incomparable in its price ladder. Having Stabiliztrak standard in this segment is something never heard of. Plus the entertaining driving experience, a refined 1.8 liter Ecotec and excellent interior quality make it a clear winner in this segment.

Here in Directshift, we defined family car as a category slots in between sports sedan and small car. This category usually reserves for Japanese manfacturers. Is it the same? Here are our nominess.

Family car of the year nominess:
Chevrolet Malibu hybrid
Mazda6
Nissan Maxima

After the successful introduction of new Malibu last year, GM decided to give Malibu an environmental-friendly boost with its best family sedan ever. The result is a hybrid that handles as well as its gasoline silibings, with significant price advantage over its competitions. Maxima’s VQ35DE has always been the benchmark V6 engine in the industry. Nissan have put lots of thought into the chassis and suspension tunings to make Maxima a sporty sedan again. However, with 290hp on the front wheels isn’t so much a good idea even as a family sedan. The interior materials and fit-and-finish are much improved over its predecessor. Is it the “4DSC” in the making? Certainly its not. If you want a family car that drives like a sports car with the ambience and comfort of a family sedan, look no further than the Mazda6. While the outgoing Mazda6 was great enough to earn our car of the year in the past, the new one is even better. The base 2.5 liter 4-cylinder engine with 170hp is plenty, optional 277hp 3.7 liter derived from CX-9 is overkilled. Interior is loaded and finally come with a proper real seat space. Its also beautiful enough to grace the roadway. That set, Mazda6 earns our pick for family car of the year award.

Sports sedan of the year nominess:
Audi A4
Pontiac G8
VW Passat CC

The Audi A4 has always been the crowd jewel of sports sedan. Its not only looks stunning with class-leading interior design, its also a lot fun-to-drive in both front and all-wheel drive models. For 2009, Audi redesigned their bread-and-butter model with larger dimensions for better interior space. The optional Audi Select Drive have transformed a great sports sedan into an awesome one. While the 3.2 liter 265hp is refined and powerful, its the 211hp 2.0T that is the real deal as it have more torque than V6 silibing. Pontiac G8 is basically a rebadged Holden Commodore, which have sold in Australia for such a long time. If you want the best bang-for-the-buck when it comes to all-out hp, G8 is your ticket. The GT has an excellent V8 while GXP is just an overkill. Handling is precise and responsive. Its the best sedan GM has ever made. That is if you can accept its interior ambience and lack of a proper fold-down rear seats. When you think of Passat, you usually think of a German family sedan. With the introduction of CC as a “coupe” version. It makes for a sportier drive thanks to the stiffer suspension, faster steering and even sleeker looks to boot. Even with only 4 seats, the CC is comfortable and extremely well layout. Both the 2.0T 200hp and 3.6 V6 280hp mated with 6-speed Tiptronic are simply a joy-to-drive. That said, it has to take a backseat to the new A4. This generation of A4 simply makes a good thing even better. That nearly balanced engine placement for proper weight distribution, excellent sports suspension and Audi Select Drive are enough to earn our sports sedan of the year.

Luxury car of the year nominess:
Hyundai Genesis
Lincoln MKS
Acura TL

Just 20 years ago, who would have thought Korean can build a proper luxury car? The Genesis is a perfect example of how Korean is able to produce a very luxury car as much as German and Japanese do. With both excellent V6 and V8 engines, great driving dyanmics with superb comfort to world-class quality at a price that undercuts its rivals. That is the winner in the making. MKS is the best Lincoln ever made. Its not only looks the part, its also drives decently well even if its tuned more toward comfort than all-out performance. It is also attractively attired and look apart. Acura TL has always been considered as one of the luxury benchmarks, the same goes for the new car. With SH-AWD and a potent 3.7 liter V6, the 3rd generation has to be considered as the best TL to date. With lots of standard features and a beautiful interior to boot, TL has spoken a lot of value for money with its Acura badge. That set, TL has to take a slight backseat to the significant Genesis in the luxury category. The Genesis is not only drives well, looks good, got great value. The most important aspect is its possibly the most significant car this year. If you though the significance of Japanese entered luxury spectum 2 decades ago with the Acura Legend and Lexus LS400 are huge, wait till you drive the Genesis.

Despite of the gas prices, we still have seen many performance cars being introduced this year, so we have to divided them into 3 different categories. Sports performance, rocket performance and ultra performance. Here are the nominess.

Sports performance car of the year nominess:
Acura TSX
Mini Cooper S JCW
Subaru Impreza WRX 265

The TSX always represents the best of performance luxury value, the same with the new version. Its electric power steering is decently weight with all the luxurious features, while 201hp 2.4 i-VTEC provides decent performance. Not to mention its balanced ride and handling compromise that only Honda is able to do. Just how much fun can John Cooper Works create with the latest Cooper S, a single word: a lot. With a faster steering, stiffened suspension and a host of upgrades. It makes an already likeable car into a lovely hot hatch. It also have done without sacificing the daily drivability with the usual attractive Mini package. Best of all, JCW kit comes with factory warranty. After Subaru successfully introduced the WRX 224 and 300hp STi, WRX 265 serves as a balanced compromise between the 2. If you find the STi just a bit too harsh for your daily commute and 224hp is just isn’t your cup of tea, 265 is the WRX to beat. With the choice of both sedan and hatchback, this 265 also means variety. Combined with Subaru’s world-class assymertical AWD, precise steering and ride comfort at an affordable price, this WRX 265 is the winner of our sports performance car of the year.

Rocket performance car of the year nominess:
BMW 1-Series
Mitsubishi Lancer Evolution
Subaru Impreza WRX STi

When BMW introduced the 1-Series, they want to create a reincarnation to the legendary 2002. In reality, its far from it. Yes, it got both excellent 230hp 2.8 I-6 and 300hp 3.0 I-6 twin-turbo matched with BMW’s ideal 50/50 rear-drive balanced handling. But the rest of the package have left something to be desired. This is the 1st Lancer Evolution that Mitsubishi brings over to Canada and it already proven itself as a great car. Start with the sophiscated AWD system, world-class dual-clutch gearbox and feisty handling. This is gonne become some of the most desirble performance rides for years to come. The WRX STi, however, is only available with 300hp uptuned 2.5 liter flat-4 turbo by Subaru’s Technical International Department. A performance department that is famous for producing fast and fun Subarus in the past. Matched with STi’s assymertical AWD, civilized yet fun handling and hatchback versatility. So the STi picks up our rocket performance car of the year.

Prestige performance car of the year nominess:
BMW M3
Mercedes C63 AMG
Lexus IS-F
Cadillac CTS-V

The BMW M3 has always been a tough act to follow when it comes to combining the best of performance, luxury, handling and value. The new version’s 420hp V8 is delicous enough to replace outgoing model’s benchmark straight-6 motor. With its M-Drive, it also handles like its on rail. Best of all, the newest version comes in all flavor from sedan to convertible. Mercedes AMG models have always been known for breaktaking straight-line acceleration but underwhelming in corners, not anymore with the C63. The C63 handles as sweetly as anything else in this class. It also comes with all the right equipments, firm ride quality and price advantage over its predecessor. The cachet that combines both Mercedes tri-star and AMG are unmatched in this group of rivals. With the introduction of the IS-F, Lexus wants to shave off its boring image. That set, they want the “F” stands for “fun” and “fast”, which the real meaning equals “Fuji motor speedway”. Unfortunately, both its driving dynamics, engine performance to interior ambience have got beaten hard by the other 2 competitions in this group. Imagine dropping a 6.2 liter American V8 into America’s best sports sedan. Give it a magentic ride suspension with tendicous grip. Putting 550 horses and 550 lb/ft of torque through the rear wheels via a sweet 6-speed manual or manumatic gearbox. Its not only provides the best enjoyment ever from GM, it could pretty well be one of the world’s best performance value in the marketplace. The CTS-V is not your typical American performance ride which focus more on power than refinement, its also got awesome interior refinement that doesn’t look out place in an Audi. Handling wise, the magentic ride suspension provides the equal measure of controlling body motions without losing the ride comfort once associates with Cadillac. Steering is the best from this American premium carmaker. If standard CTS is the best Cadillac ever produced, This CTS-V could well be the best car GM has ever made.

Just a year ago, the CTS just lost barely to the C350 Sport in the sports sedan category. This year in the prestige performance car category, its an equally tough choice between the Benzo and Caddy. Both the C63 AMG and CTS-V represent of what you can get the best from your money today. In CTS-V’s case, it represents a giant leap forward that Cadillac is coming back by producing a performance car that is not only goes fast on straight line, its also very capable in the corners. The C63 also represents the same forward thinking for AMG to produce a performance car that is equally impressive on going straight as well as goes around corners. These 2 cars are just too close to call a clear winner in this category. At the end of the day, we called it a tie between C63 AMG and CTS-V.

Exotic performance car of the year nominess:
Maserati Grand Tourismo/Grand Tourismo S
Nissan GT-R
Porsche 911 Carrera 2/Carrera 2S PDK

When talking about combining style and performance, no one does it better than Maserati. Their Grand Tourismo and Grand Tourismo S are the best examples of how you can combined Italian’s passions for performance and styling in a tastefully attired package. With 405 and 433hp, those romatic Italian are equally great to drive as they are great to look at. The GT-R has always been regarded as Japanese’s most prouded sports car. Its level of performance, packaging, practicality and value put through the whole equation is unrivalled at its price range. With 480hp amazing horses, one of the world’s best dual-clutch gearbox and a sophiscated AWD system. It makes for a truly rewarding drive. Porsche 911, we all know its the world’s most famous sports car. For 2009, it finally got the PDK dual-clutch gearbox that it should get back in day 1 in both Carrera models. This gearbox makes for much better response and return a more respectable fuel economy than the Tiptronic-S gearbox that it replaces. With new direct fuel injection technology, C2S has 385hp through its flat-6 configuration. A very rewarding drive indeed.

This is a very tough category as all 3 are great performance cars. But at the end of the day, my take would be the GT-R as its performance is unrivalled anywhere in its price range. This is simply the best performance vs value today!

Sports coupe of the year nominess:
Audi S5
Audi TT-S
Dodge Challenger SRT8

The Audi S5 and TT-S are both in the Audi S-family of performance coupes. With S5′a new engine placement and rear-bias 40/60 Quattro system, beautiful exterior and interior plus 340hp of 4.2 liter FSI V8 performance. It makes Audi’s latest performance coupe performs as well as it looks. With 272hp and 258 lb/ft of torque from the massaged 2.0T in the latest TT-S. Audi finally able to put the TT against some of the world’s best sports coupes namely Porsche Cayman. If Chrysler builds every car as good as the Challenger, they would be in much better position than nowaday. The Challenger SRT8 could well be the best car Chrysler has made after divorced with Daimler. Its Hemi 6.1 liter has an amazing 425 ponies put through rear-drive’s dynamic handling abilities. Unlike Challenger of ole, it also handles surprisingly well with precise steering and nice body controls. Its just the interior left me cold with its price tag. There is a sports coupe that handles like a sports car with ride quality of a luxury car, interior ambience is as classy as anything else. Engine that is sweet as a nut with the availability of a rear-bias AWD system. It also means our sports coupe of the year goes to the Audi S5.

Convertible of the year nominess:
BMW 1-Series
Mercedes SLK350
Audi TT-S roadster

Just like its coupe silibing, the 1-Series has 2 nice powertrains both are based on BMW’s legendary 3.0 liter straight-6 family. It also handles exceptionally well with solid body strucutre. The 230hp 128i is the best buy of the entire 1-Series range. If you are looking to buy a 1-Series convertible, 128i should be your take. Ever since Mercedes introduced the current SLK, it continues to establish itself as a hardtop roadster benchmark thanks to its excellent combination of classy style, understated elegance and unflappable dynamics. The 3.5 liter V6 is sweet as a nut especially match with Mercedes’s well-renowed 7-Speed Gronic transmission. TT-S is a high performance roadster of a design icon. With its 272hp upgraded 2.0T, security of Haldex Quattro AWD and interior workmanship only Audi can. One can drive out to town with its stylish classy look and on the racetrack with its sports car pedigee. That said, it can easily be won our convertible of the year.

With gas prices at all-time high, consumers are changing to small and practical alternative to their thirsty SUV. Wagon is the best combination of sporty handling and utility when needed. Here are the nominess.

Wagon of the year nominess:
Audi A4 Avant
Volvo V70
VW Jetta wagon

Just like the A4 sedan, its Avant silibing is equally impressive. Its extra dimensions not only create additional rear legroom that this model has always been cried out for. Its the additional dimensions for the cargo that makes this wagon really appealing. Combined with the optional Audi Select Drive, 2 excellent powertrains and rear-bias 40/60 Quattro, it surely is a winner in the making. The V70 has the largest interior space of this group. The versatility and loading process of Volvo’s large wagon is unbelievable thanks to their expertise in making a practical wagon. But when it comes to sportiness, Volvo is never known for building a fesity one save the 850 T5R and V70R AWD. For 2009, Volvo adds a good T6 turbo engine as an option to the underwhelming 3.2 liter V6 standard in the V70. This 281hp really makes the V70 does. However, the handling is far from entertaining and boring at best. Jetta wagon’s most appealing trail has to be its wondeful 2.0TDI. Not only its efficiency and powerful, its also run on clean diesel technology called Bluetec. Its 235 lb/ft of torque is simply astonishing for a diesel with 140hp on tap. It also handles relatively well thanks to VW’s expertise of tuning a fun little car, Jetta wagon is no exception. But it only takes a slight backseat to our winner in this segment, the A4 Avant. The Avant is simply the best definition of sports utility vehicle. The rear-bias Quattro system with additional cargo space simply unbeatable in this ever growing segment of wagon.

Crossover of the year nominess:
Dodge Journey
Ford Flex
Chevrolet Traverse

Exactly like the Challenger, the Journey is another great effort by Chrysler despite of all of its well-documented troubles. Its not only good value as it starts just below $20k, it got plenty of space. Even if its based on the Avenger platform, it handles surprisingly well. There are plenty of interior cubbyholes for storage. Its a surprisingly well layout vehicle. The Ford Flex, as it name stands, its a very flexible vehicle. One would be surprise on how stylistic Ford’s designers can go with the Flex. The styling is unique in a sea of cookie-cutter crossovers. Interior is finished with high-quality materials that are probably Ford’s best efforts today. Its comfortable and handles surprisingly well. With 262hp and 243 lb/ft of torque, it also got enough power. The Tranverse is basically Chevy’s version of last year’s winning Buick Enclave, Saturn Outlook and GMC Acadia. You can travel comfortably with 8 passengers on board. With interior materials and fit-and-finish that are simply world-class. It got decent road manners with a cushy ride quality. However, our winner goes to the Ford Flex. In the past, you can only have crossover with utility. In the Flex, you can also travel with style and character. Its availability of AWD with V6 engine at such a good interior space have made this a winner over the equally good Traverse.

Compact SUV of the year nominess:
Subaru Forester
VW Tiguan
Toyota RAV4

Subaru Forester has always been considered as the gold standards when it comes to compact SUV. Its the definition of active safety provided by Subaru’s proven assymetical AWD. Both normally aspirated and turbocharged 2.5 liter flat 4 provide decent performance. On the other hand, it has great handling and versatility to boot. VW’s first foray into the compact SUV market with the Tiguan is the right one. As it combines the virtunes of all VW products with the nifty 4Motion AWD system available on higher trim levels like Comfortline and Highline. It handles like its on rail with ride comfort that feels more like a luxury car than its small car underpinnings. It also has the best interior of the whole group. The RAV4 got slight facelift this year, although its a pretty dreadful one. The rest of the car remains likable as its 3.5 liter V6 provides plenty of power with Toyota’s usual refinement. The 7-seater version adds versatility with a decent AWD system. That’s despite of its rather cheaply made interior which unmatched with the rest of the car. That left us only 2 choices. The Forester or Tiguan. For years, Subaru is the benchmark in this segment and we finally saw its biggest threat. That is the VW Tiguan. Its able to beat Forester dynamically with better interior to boot, so our compact SUV winner is the Tiguan.

Mid-size SUV of the year nominess:
Nissan Murano
Honda Pilot
Kia Borrego

If you want an SUV with pace and style, you should look no further than the Murano. Other than its attractive styling, lies behind Murano’s look is the excellent 3.5 liter V6 engine with efficient Xtronic AWD. This combination combines with Murano’s sporty handling and comfortable interior. This is going to be a contender to be a winner. The Pilot, as with Honda tradition, is the perfect combination of quality, versatility, space for 7 or 8 passengers to the efficient variable cylinder management system. During our test drive, Pilot returns a superb fuel economy thanks to its advanced VCM in such a heavy beast. Its interior is comfortable although a bit plasticky for Honda’s usual standards. Having 250hp and 253lb/ft certainly not lacking with Honda’s excellent VTM-4 AWD system. The Borrego is Kia’s forey into the mid-size SUV segment. In the Borrego, you are not only getting Kia’s value packaging strategy even in the base model. It got both a 3.8 liter V6 and 4.6 liter V8 to choose from. The handling is reassuring thanks to its good AWD system. Ride quality is well-matched with anything in its class. That said, our winner goes to the Honda Pilot. Its level of refinement and efficiency are just hard to match in this class of heavy SUV. The amazing VCM system is good enough for us to choose it over the other 2 contenders. In the past, you can’t have a heavy SUV with fuel economy. In the Pilot, finally you can have a cake and eat it too!

Luxury SUV of the year nominess:
Mercedes ML320 Bluetec
Lexus LX570
Infiniti FX50

Diesel has really come a long way these days. The perfect example is the Mercedes Bluetec in the M-Class. Its fast, its quiet, its efficient and its torquery. In M-Class’s case, it got 210hp but an astounishing 400 lb/ft of torque. Is this the winner in the making? Lexus’s LX series has always been a standards of combining Japanese-like luxury with rugged capability. For 2009, Lexus has updated the LX to 5.7 liter V8 that is capable of producing 383 hp and 403 lb/ft torque, along with the proper low range gearset for off-roading. However, its just too thirsty in today’s world. Infiniti’s FX50 has always claimed itself as the combination of a sports car and SUV all in one single package. It does provide quite a sporty handling and good performance through its 5.0 liter V8’s 390 hp and 396 lb/ft of torque. Unfortunately, its lack of cargo space and only acceptable rear legroom aren’t going to make it a winner. That set, the superb ML320 Bluetec is the obvious winner of our 2009 luxury SUV of the year.

Winners for 2009 car of the year
=========================
Small car below $20k: Honda Fit
Small car above $20k: Saturn Astra
Family car: Mazda6
Sports sedan: Audi A4
Luxury car: Hyundai Genesis
Sports performance: Subaru Impreza WRX 265
Rocket performance: Subaru Impreza WRX STi
Ultra performance: Mercedes C63 AMG/Cadillac CTS-V (tie)
Exotic performance: Nissan GT-R
Sports coupe: Audi S5
Convertible: Audi TT-S roadster
Wagon: Audi A4 Avant
Crossover: Ford Flex
Compact SUV: VW Tiguan
Mid-size SUV: Honda Pilot
Luxury SUV: Mercedes ML320 Bluetec

Talk about market significance. There is only one car is able to redefine the market this year. About 2 decades ago when Acura, Infiniti and Lexus first came to the luxury car market to challenge the best from Germans, they have succeed during the recession back in the late 80s. Fast forward 20 years, we are experiencing another market recession. There is another luxury car that is capable enough to challenge the best of Japan. Its from a nation that has never known for producing luxury car. In fact, they have just started to establish themselves as quality carmaker who crack up great cars that provide lots of value and a lengthy warranty. That car company is Hyundai and the luxury car is named Genesis. Lexus, Infiniti and Acura. Better watch your rearview mirror because Hyundai is closing the gap with you. Best of all, Genesis has a significant price advantage over its rivals.

OVERALL 2009 CAR OF THE YEAR: HYUNDAI GENESIS

Here are the vehicles which we will be reviewing in the next season:

2009 Audi S4
2009 Audi A6 3.0T
2009 Audi Q5 3.2
2009 BMW 7-Series
2010 Ford Fusion
2010 Ford Mustang
2010 Lexus RX350/450h
2010 Mazda3
2009 Mercedes GLK350
2010 Nissan Cube
2010 Nissan 370Z
2009 Toyota Venza
…………and so much more.

In the meantime, stay tuned for Directshift’s annual car of the year that is coming out in the next few weeks.

Vehicle: Volvo S80 T6 AWD with Luxury and Security Pkgs
Price as tested: CDN$65305

Performance: When we first drove the 2nd generation S80 2 years ago, we were so disappointed that it got nomineed as our one of the most disappointing cars of the year. The 3.2 is underwhelming and V8 is simply unremarkable. Will the T6 change our mind on the S80?

This T6 is an all-new DOHC 3.0 liter straight-6 turbochaged engine, which come with all the variable valve timing technologies for intake and exhaust system. Simply put, this straight-6 is as good as anything else made by BMW, who simply makes the best straight-6 in the world. Its willing, smooth, powerful and willing to rev. This turbocharged engine has a maximum torque arrives as low as 1500rpm for 295 lb/ft, which is more than willing to move S80’s 4409 lb of heavy leather-lined luxury. On the other hand, 281 horses serve its mid-range and top end relatively well. This engine doesn’t have the dying feel of the less expensive 3.2 nor the unrefined experience of the more expensive V8. Swedish’s engineering prowess with their turbocharged technology really have spoken a lot for this S80. 6-speed Geartronic is the only transmission to go with the T6. The gear ratios are perfectly matched for S80’s cruising character. 5th and 6th gear ratios are impressively high for superb highway cruising. 1st and 2nd gears are low enough for peppy acceleration, also making it without all the turbo lag once associates with turbo engine. Combined all the merits of both T6 and Geartronic, you got a powertrain that both S80 and its wagon silibing, V70, have long for since day 1.

Handling: Along with giving S80 a much needed belly boost on performance, Volvo engineers have also given S80 some dynamic improvement to go with the engine. Both the suspension and chassis have been re-engineered for a more confidence driving experience. To begin with, Volvo’s 4C active chassis control has finally given on what its worth on the S80. Instead of riding roughly on “sport” setting or ride like a boat in “comfort” setting. They finally found a happy compromise. Although in “sport” setting, you still won’t treat T6 as a sports sedan due to its comfort-oriented chassis setting. It gives out appropriate steering and chassis response that won’t eat your heart out with decent ride quality. On the other hand, the “comfort” setting finally acts like it starts to realize what does comfort mean. Even if its not the most comfortable riding car in the world, it finally rides accordingly on rough surfaces and poor pavements. Steering feel and response are both acceptable if nothing outstanding. When pushed S80 into a corner, its very obvious this car is tuned for all-out comfort instead of handling. There are plenty of body rolls. Understeer tends to surface as it steps above the limit. While the Haldex AWD has worked exceptionally well with Volvo’s DSTC, the Dynamic Stability and Traction Control, always step in at an alarming rate. That’s fully justifiable as Volvo never expects anyone to push their flagship sedan like a Porsche, nor you should.

Brakes: With 4-wheel discs, standard ABS, brake assist and brake force distribution. S80’s braking performance is better than expected. The ABS won’t step in unnecessarily. While the pedal feel and modulation are solid and inspiring confidence without feeling dead in the pedal.

Interior: The T6 basically has all the items you expect to pay for a flagship Volvo at 65 grand. It all starts with Volvo’s hallmark leather seats, which are truly comfortable and supportive. Everything else from dual-zone climate control and power seats are all standard in the T6.

Conclusion: The T6 is an engine that S80 has always been cried out for since day 1. Its not only got enough power and refinement, its price is better proportioned than both 3.2 and V8 silibings. All of comments regarding T6 vs 3.2 also apply to V70 and XC70, BTW.

OVERALL VERDICT FOR 2009 Volvo S80 T6
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.75/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 3.75/5

Vehicle: 2009 VW Passat CC Highline with 6-speed Tiptronic and Technology Pkg
Price as tested: CDN$44160

Performance: The previous 2 attempts of moving VW upmarket were a flop, will this Passat CC be a flop or flourish? We will have the answer for you after this review.

The CC, just like its Passat sedan and Variant silibings, are powered by similar engines. If you opt for Sportline, you can only get a 2.0T. While Highline can have both 2.0T and 3.6 V6. Our tester comes with the 200hp 2.0T that is so familiar underneath the hood of most VWs. Both from the driver and consumer’s perspective, this engine is a better choice than the 280hp 3.6 V6 due to lighter front end. This 2.0T also has plenty of torque, 207 lb/ft to be exact. Its the amount of torque and the level of refinement so good, you can forget about getting the V6 except you want the 4Motion AWD system. The complete lack of any nasty turbo lag. Turbo spools up quickly and efficiently without any hestiation. There are also 2 trannies available with the CC. You can either get a 6-speed manual or the Tiptronic in our tester. As good as its manual gearbox does, which provide decent gear ratios with nice throws. Its high clutch take off point is what driven me to the Tiptronic. This Tiptronic is a much improved version over its existing attempt. Both up and downshifts are much quicker and swifter, without any nasty hesitation used to associate with Tiptronic. On the other hand, the gear ratios are perfectly matched with CC’s sporty character especially the lower gears. Combined with the instant throttle response, you got a really nice performance package.

Handling: Take a Passat sedan, give it a recalibrated suspension settings and you can pretty much imagine what the CC drives like. If the “standard” Passat is a family sedan with sporty intentions, this CC is every inch a real sports sedan. The sports suspension has a tight and supple feel, exactly what we expect from VW. While its firm enough for enthuisastic drivers, its soft enough to occupy the passengers. Push the CC into corners, there are minimal body rolls. Its body rolls are so well-controlled, that its easily take a set. Minimal understeer when pushed extremely hard. The electric power steering provides excellent road feel and response, with top-notch precision as one expects from a true sports sedan. The ESP also doesn’t have any unwanted intervention until the edge of the envalope. Exactly a good system always wanted by any enthuisasts.

Brakes: CC’s braking prowess pretty much match with its dynamic prowess. The stopping distance is short, while the pedal is firm and easily modulated. Add electronic braking force distribution and brake assist, it also doesn’t have any grabbing feel to driver’s right foot. Combined with an ABS that acts at the right time at the right place, its the hallmark of a good braking system.

Interior: The only compromise with CC’s sloppy C-pillars is the rear headroom. Because of VW’s intentions of marketing CC as a “Comfort Coupe”, it only have 4 seats instead of 5 seats. In VW’s marketing books, if you want to seat 5 persons, take Passat sedan.

CC’s trunk is as spacious as any Passat we have ever tested. Despite of the rather high liftover and narrow opening, as relative to its sedan silibing, it remains a large and spacious trunk. Add 60/40 split fold-down rear seats to the mix, CC remains a versatile package for those on the go.

The rest of the interior is typical of anything we expect from VW. All the leather and plastic materials are top-notch, simply the best-in-class when it comes to workmanship and attention-to-details. The tasteful aluminum trim adds a sporty touch, while break through the beige seats and black dashboard on our tester. The Nappa leather’s quality is nothing short of amusing. Its soft without losing any of the firmness we expect from German seats. Instrumentation gauges are clear and analog. The auto climate control is effective and efficient. Can you find a better interior anywhere else?

Conclusion: While our tester is the Comfortline with Technlogy package, so its loaded up to over 40 grand. But you can basically get the same CC with fewer kits at below 40k for the Sportline. The Passat CC will not only successfully bring VW upmarket, unlike its amusing Phaeton and underwhelming Passat W8, its also a true sports sedan wraps in a “4-door coupe” clothing. So what’s the bottom line? The Passat CC will be a flourish, not a flop.

OVERALL VERDICT FOR 2009 VW Passat CC
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.5/5

Vehicle: 2009 Dodge Challenger SRT8
Price as tested: CDN$42845

Performance: We don’t expect anything less from Chrysler’s Sport and Racing Technology division, certainly not for this vehicle. This Challenger has an amazing 6.1 liter Hemi V8 massaged by guys at SRT division. The result is nothing short of amazing. It got no less than 425 horses and 420 lb/ft of torque. Power is definitely not an issue with this Challenger. The end result is a powertrain has the ability to smoke the asphalt through its astounishing 420 lb/ft of torque at 4800rpm. Although 4800rpm seems high on paper, it doesn’t really matter in SRT8’s real life performance thanks to that 420 lb/ft. On the other hand, its never feel breathless as 425hp scoots through the rev range. Its equally eager in the mid-range for highway passing. Even with all the performance gains, it doesn’t lost any of the composure and refinement one expects from Chrysler’s very best Hemi V8. You can either get a smooth shifting 6-speed manual or 5-speed Autostick in this Challenger. The Autostick is a willing gearbox to this excellent powertrain. While the 1st and 2nd gears are low enough for great acceleration, the top 5th gear is tall enough for relaxed highway cruising. Eager to up and downshifts when the driver needs is another area why this SRT8 is so entertaining. All have done with the entertaining rumble engine note that is so reminiscent of the classic American muscle car.

Handling: One area that doesn’t remind anyone of classic American muscle car is Challenger’s dynamic abilities. If the standard Challenger’s driving experience is good, this SRT8 is simply great. It all begins with a strong and solid chassis that is completely free of groans and rattles. It also holds a strong foundation for suspension components to hang its heads. Combined with reclibrated suspension and rebound damping for more aggressive manners, this SRT8 handles like its on rail. The steering, unlike many Chryslers in the past, actually is precise and provide plenty of feedback. It doesn’t feel twitchy on high-speed. On the othe hand, the recalibrated sports suspension doesn’t eat your joints out on rough pavements and patholes. It rides as civilized as any sports sedan does. The ESP isn’t exactly uninstrusive on SRT with so much power on its hands. Its level of instrusiveness is more than understandable given the function of an ESP as an active safety feature, which is able to save drivers from rearing its ugly heads. There are slight body rolls but the Challenger tends to give itself a set as it rolls. Both understeer and oversteer have caught to a minimal.

Brakes: With 4-wheel discs and standard ABS, Challenger possibly has the best pedal feel ever come from Chrysler. The stopping distance is short while pedal feel and modulation are excellent. An added bonus is ABS doesn’t have any unwanted intervention.

Interior: Other than the amount of hard plastic used in the cabin, the biggest criticisms of the Challenger are its lack of proper cargo and rear seat space. Given the size of the Challenger, it has far less interior space than many of the smaller sports coupe have left something to be desired.

The interior is surprisingly well layout for Chrysler products. Everything else is placed ergonomically. Those SRT sports seats are supportive and able to hug driver and passenger exceptionally well when pushing through twisties.

Conclusion: At the time of our writing, Chrysler is in the news of possibly purchase by General Motors. This Challenger could well be the best Chrysler I have ever tested in my recent memory. It got an excellent combination of performance, handling, style and value especially with the SRT8. If Chrysler’s previous products were every bit as good as this Challenger, its future would look amighty better than it is.

OVERALL VERDICT FOR 2009 Dodge Challenger SRT8
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4/5

Vehicle: 2009 Subaru Impreza WRX 265 5-doors
Price as tested: CDN$34895

Performance: When Subaru introduced the current WRX last year, who would have thought they will come out with a more powerful and tigther version of its very likeable performance car.

While all of them are all based on Subaru’s tried-and-true 2.5 liter flat-4 DOHC 16-valve turbocharged engine block, there are 3 different flavors between the base WRX to the flagship STi. While the base WRX has 224hp and STi scores 300hp, its the middle 265hp that is the subject to this review.

So how does the extra 41 horses and 18 lb/ft of torque measure up? It makes the already potent WRX a much more responsive and willing car from the same motor. The message on the powertrain through engine mapping and exhaust really have this matter. Even if Subaru has upped the turbo boost, it doesn’t have the annoying turbo lag one associates with small turbocharged motor especially those from Subaru. The result is the turbo spools up as soon as you step on the willing gas pedal. In terms of throttle response, let’s just say its as good as the engine. 5-speed manual gearbox is the only transmission on the 265 version. While the 224’s gearbox feels a bit notchy and rubbery, 265 has much better shifting feel. Clutch is light and progressive with a ideal bipping point. Even if both the shifting and clutch feel aren’t as engaging as the superb unit on STi, it really does improve a lot over the 224 version. However, we still wish for an additional gear on both 224 and 265 for a less buzzy highway ride.

Handling: Other than the extra ponies under the hood, 265’s biggest highlight has to be its Dunlop 225 series 17″ tires. It provides plenty of grip when pushing the 265 through corners. Subaru has managed to correct the much criticized body rolls on 224 with the 265. The 265 has much tighter body motions. That means there are fewer body rolls than those with the 224. As it enters a corner, the body is able to take a set quickly and efficiently with minimal body rolls. Both understeer and oversteer have been kept to a minimal when pushed. With stiffer springs and upper strut mounts taken out from STi, it doesn’t come as a surprise that 265 received as much attention as its more race-breed silibing. The steering is quick while providing all the right feedback and resposiveness we expect from a Subaru. On another note, combining Subaru’s famous assymetrical AWD and an electronic stability control, have added active safety to the already entertaining dynamic package. In short, a job well done.

Brakes: With large 4-wheel discs and standard ABS, 265 has as much braking prowess as one expects from a WRX. The stopping distance is short while pedal is easily modulated. ABS doesn’t step it unnecessarily is an added bonus.

Interior: Slip behind the wheel of 265, its typical WRX fanfare. The biggest highlights are the red stitching and WRX logos on the awesome sports seats. It remains a very functional interior with all the right instrumentation and switches placed at a perfect place. While it certainly lacks emotion in terms of interior design, its more than make up for its excellent ergonomics and superb driving position.

Conclusion: With the introduction of the 265, Subaru’s WRX family is about completed. The 265 worths every dough over the standard 224. It got a swifter engine, a much tighter handling package and even a more cheerful interior. If you find the 224 just a bit too blend and STi is out of your reach, 265 could well be the perfect compromise in the WRX family.

OVERALL VERDICT FOR 2009 Subaru Impreza WRX 265
=====================================
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: 5/5

Overall rating: 4.5/5

Vehicle: 2009 Infiniti M45 Sport
Price as tested: CDN$69800

Performance: There are 2 different powertrains reside underneath M’s bonnet. The base car comes with VQ35DE with 303hp and 268lb/ft of torque. As we have experienced with all M35 that comes standard with ATTETS-AWD, 303hp feels somewhat lacking. However, its the 4.5 liter V8 that is the engine of choice in M’s case. That powertrain is not only sweet as a nut, its got performance to boot. That means its good for 325 ponies and 336 lb/ft of torque. That 22 extra horses and 68 lb/ft of torque really make the M does. It transforms the M from a boring luxury sedan into one with sporty flair. Along with all the advanced CVVTCS variable valve timing technology, this luxury car certainly isn’t lacking anything called speed. Its willing in both low, mid and even high rev ranges. The throttle response is quick and responsive without the usual abrupt feel of some of its peers. The only transmission that is available on M45 is the smooth shifting 5-speed manumatic. This gearbox is not only willing to up and downshifts, it also learns driver’s behaviour quickly and effectively through its fuzzy logic program. This is a truly good match with this willing V8 motor. On the other hand, without such a willing gearbox. The base M35X would have become pretty much a dog.

Handling: Along with a stiff chassis as a good fundmental, our M45 comes standard with the optional sports package. New for 2009, you can choose an M45 with AWD with standard suspension or RWD with sports package. What makes the Sport different than the rest of the M range is the addition of rear active steer, 19″ wheels and stiffer suspensions. Combined the already good chassis with the sports suspension, it makes the M45 drives more like a sports sedan than a luxury sedan. With nearly perfect 50/50 weight distribution and active rear steer, M45’s tail is able to have some oversteer whenever an enthuisastic driver wants it to. The best of all, M’s Vehicle Dynamic Control or VDC, is not intended to step in unnecessarily until the vehicle rears its ugly head. This suspension is able to absorb bumps and roughness relatively well without the usual floatiness so many on luxury boats. The steering provides decent feedback and its precise enough to please most enthuisasts. Its also weighty enough without being too light.

Brakes: Consider M45’s 4004 lb of leather-lined luxury, its braking performance is a delightful surprise. The stopping distance is short. Brake pedal feel and modulation are decent enough to haul this beast to a stop without any hestiation. Combined with an ABS that doesn’t have unwanted intervention, you pretty sum up its overall dynamic package.

Interior: With the recent facelift of the entire M range, Infiniti has improved its use of materials and level of fit-and-finish a whole lot over the earlier car. That means M finally got the plastic materials that are on par with anything in its class. The rest of the layout is typical Infiniti. That means a lot of standard features from power leather seats to dual zone climate control.

The biggest disppointment has to be found in the trunk. Consider M’s trunk liftover already high, its lack of a proper fold-down rear seats and narrow opening would only make loading luggage worse.

Conclusion: Unlike Infiniti’s previous attempts of cracking on the higher end of the luxury spectum, this M45 represents a real deal. It got plenty of power, handles surprisingly well and offer lots of features for the money. Just like the G37 sedan we just reviewed, M45 is another Infiniti worths of consideration if you are looking for something that offer lots of content for the money with a luxury nameplate.

OVERALL VERDICT FOR 2009 Infiniti M45 Sport
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 3/5

Overall rating: 3.25/5

Vehicle: 2009 Infiniti G37X AWD Sport with Technology Pkg
Price as tested: CDN$51415

Performance: Infiniti vehicles used to have nothing worthy to write home about. Will this ever changed with the introduction of the G37? We will find out after this test drive.

The G37 is basically an upgraded version of the existing G35. As its designation stands, G37 means it uses VQ37VHR instead of VQ35DE in G35. VQ has always been regarded as the world’s best V6 engine series. The latest 3.7 liters is no exception. With 328 hp and 269 lb/ft of torque, that is 22 more horses but, disappointing, only 1 more lb/ft of torque than G35. Throttle response is quick and linear. Power is never an issue with G35, G37 is no exception. 328 hp has made G37 one of the quickest cars in its class. Its also one of the most responsive one. While the extra 1 lb/ft of torque feels disappointing on paper, its maximum torque arrives at 5200rpm is more than acceptable. Consider the capability of this willing V6, it feels somewhat lack of torque at its displacement. The standard of all the latest variable valve timing technlogies have helped the G breaths much better than before. That means the VQ engine finally have the high-end grunt to go with the rest of the peers. Having the maximum torque at lower rpm would make this G launch so much swifter. However, there is a saving grace. G’s 7-speed automatic has low enough ratios for 1st and 2nd for swift launch. While the 6th and 7th are certainly tall enough for comfortable highway cruising. Its manumatic mode has rev-matching capability to encourage performance driving. The paddle shifters have worked exceptionally well in this case.

Handling: For the 1st time ever, G’s AWD version started to offer sports package since 2008 with G35X Sport. This model soldiers on with the 2009 G37X. What the sports package does is to add stiffer suspension and shocks, as well as larger 18″ wheels. This sports package really does for the G. It makes the G handles exceptionally well with its excellent ATTETS-AWD. Its also one of the world’s most sophiscated AWD ever available. Its able to transfer up to 50% of power to the offending wheel without traction. That means if any one of the G’s wheels got stuck, it can keep moving. The sports suspension has matched this AWD to provide confidence-inspiring handling. The steering provides decent feedback and response, with enough weight for confidence. G’s VDC, or Vehicle Dynamic Control, works hand-in-hand with ATTETS-AWD. This electronic stability control won’t step in until the AWD can’t save the nasty. That means it adds an extra protection on top of the existing stiff chassis, a decent suspension setting and security of AWD. On top of that, there are minimal body rolls while under and oversteers are well-tempted. This sports suspended G has a ride quality that is matching with the rest of the class, as an added bonus.

Brakes: With 4-wheel discs and standard ABS, G has provided decent enough pedal feel and response. Its modulation is easy to control and modulated. ABS only steps in without unwanted intervention is an added bonus.

Interior: As with all the Infinitis we have tested before, the latest G is loaded it to the ninth. Everything from power seats to dual zone climate control are all standard features. However, they still haven’t figured out the way to mold out interior with plastic and leather materials that are high-quality. We still have felt too much cheap plastic pieces and leather has a tiny feel. It just feels unacceptable in a luxury car costing 51 grand.

What makes the G really sad is the level of versatility. Its not only lack of a proper fold-down rear seats, its opening is narrow and cut off tight. The hight liftover is just making things worse. The ski pass through just doesn’t cut it.

Conclusion: With the introduction of the G37 sedan, Infiniti finally has a car that is worthy enough of consideration in the marketplace. Its also good enough to match with the rest of the competitions. If you are looking at the new TL, you should take a serious look at this G37 before signing the dotted lines.

OVERALL VERDICT FOR 2009 Infiniti G37 sedan
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 2/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 2/5
Value-for-money: 3/5

Overall rating: 3/5

Vehicle: 2009 Audi A3 2.0T Quattro Sportback S-Tronic with S-Line and Titanium Pkgs
Price as tested: CDN$46400

Performance: The sole powertrains that motivate the A3 are the same lovely 2.0 liter DOHC 16-valve turbocharged engine with direct fuel injection and variable valve timing, or the more powerful 3.2 liter V6 with the same host of advacements. Consider the 2.0T already got 200 horses on tap, power has never been an issue with the A3. With 207 lb/ft of torque at only 1800rpm, this little 4 banger performs like a V6 with the fuel economy of a 4 cylinder simply because to the turbocharger and direct injection technology. Its not only silky smooth, its also willing to rev and lack of any turbo lag once associates with turbo engines. Given the price premium you have to pay for the 3.2 liter V6 with only 50hp advantage, 2.0T is a definite buy in the A3 except you really love V6 refinement and smoothness. Matched with this engine is the world’s best dual-clutch gearbox, which Audi calls it S-Tronic. Its not only it shifts quicker than any manual gearbox, its also very fuel efficient. With the nifty paddle shifters on the steering wheel, you can basically override the “D” and “S” anytime whenever your need desires.

Handling: The biggest highlight for 2009 A3 is the available of Haldex Quattro on the 2.0T. Instead of forcing customers into V6 before having the benefit of Quattro all-wheel-drive, Audi has made a smart move of offering such a good system on their entry-level engine. In the past, if you want a 4-cylinder
Audi with Quattro, you have to go with the A4.

Along with the confidence-inspiring Quattro system, there is one option you have to opt for if one loves to have the most hot hatch fun with the A3. The $3700 S-Line consists of stiffer suspension and springs, sharper steering, sports seats and steering wheel worth every dough. While the suspension is firmer than the A3 with Premium package, it doesn’t sacifice anything with its supreme ride quality. It rides as good as A3’s standard suspension. Also this year is the standard magentic ride suspension on all A3 Quattro, regardless of engine choices. Without the magentic ride suspension, the A3 handles really well. With the magetic ride, it simply handles great.

As usual, the A3’s electric power steering provides excellent driver feedback and communication. Although Audi still haven’t fixed the sole complaint we have with its low-speed weight. That set, it remains precise and far from twitches when pushed. ESP remains an uninstrusive type which doesn’t step in unnecessarily. Both body rolls and understeer have been very well tempted. For a hot hatch, it just can’t get anything better than this.

Brakes: The A3 is standard with 4-wheel discs and ABS. While the ABS only steps in at the right time at the right place, its brake pedal feel and modulation have got what it takes to match the rest of the exceptional package.

Interior: As you would expect from an Audi, everything are loaded to the ninth in this A3. The interior materials are simply unbeatable. There are plenty of soft-touch plastic materials on the dashboard and door panels. Instrumentation gauges are clear and analog. The leather sports seats come with S-Line package are simply superb. If you opt for the Titanium package, the interior is decorated with the tasteful Piano wood which is a break from the norm.

Conclusion: So, here begs the question. Why would anyone buy an A3 for the same dollars given the A4 has a more superior, proactive Torsen Quattro system? While the A4 has the true sports sedan and wagon feel to it, A3 is the definite choice as a premium hot hatch. A3 also has a more compact size to A4. In short, the A3 remains the benchmark when it comes to premium hot hatch segment.

OVERALL VERDICT FOR 2009 Audi A3 Sportback
=====================================
Performance: 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: 4/5
Value-for-money: 4/5

Overall rating: 4.5/5

Vehicle: 2009 Acura TL
Price as tested: CDN$41815

Performance: Beneath TL’s interesting looking body lies a heart of a lion. The new TL is motivated by an exceptional V6, which has 3.5 liters of displacement, along with all the advanced i-VTEC technology combined with SOHC and 24-valves. This engine is anything but. Its not only smooth and willing to rev, as one expects from Honda. Its also extremely quiet and refined at the same time. With 280 ponies and 254 lb/ft of torque at driver’s disposal, performance has never been an issue with TL. The impressive 254 lb/ft of torque arrives at 5000rpm, which seems high when its on paper. Its actually eager and peppy at the low end, without sacificing Honda’s hallmark high revving character in all of its excellent engines.

Unlike other cars with manumatic, which driver usually has to move the lever to the next gate for complete manual shifting. The new TL has a silver lining behind its “D” and “S”. Whenever driver selects both of these gears, they can activate the manumatic mode through the nifty paddle shifters on the steering wheel. That encourages more manual shifting than related on the gate. This has to be one of the best 5-speed automatic ever available on the planet. The part and full throttle kick-down are amazing, so does the speed of up and downshifting. Its also allow driver to rev it pass redline before upshifting. This is the type of gearbox which all other automakers have to judge when they are going to design the next slushmatic.

Handling: When it comes to dynamic abilities, TL has always been regarded as one of the better ones on the market. With the new generation, TL is finally available with SH-AWD after much-criticized with its torque steer and understeer as in previous car. The improvement is significant enough even in our front-drive tester. Honda enginners have cured the nasty torque steer even with 280hp going through the front-wheel. Everything from the suspension caliberations to steering ratio have improved to change that aspect. The result is a car that as delicated and balanced as any other front-drive Honda I have ever driven. The electric power steering provides plenty of weight and feedback, with a nice level of responsiveness through the turn-in. The body rolls are minimal with a sense of understeer when pushed. VSA or Vehicle Stability Assist remains uninstrusive even when pushed hard into a corner. It allows a decent level of speed into a curve until the helping hand steps in. That’s the hallmark of a good stability contol system.

The single biggest difference between the new and previous TL has to be the inheritant softness through the suspension. The new car feels more softly sprung, even when comparing with the previous non Type-S TL variant. All have done without losing Acura’s European suppleness and firmness through the suspension feedback to the driver. That translates into a more comfortable ride quality on all the patholes and roughness of what we called Vancouver. On the other hand, it also means Acura will come out with a firmer spring sportier TL called Type-S pretty soon.

Brakes: With 4-wheel discs and standard ABS, TL’s braking performance certainly lives up to its name. The stopping distance is short, while both the brake feel and modulation are reassuring and confidence-inspiring. When drop the pedal into metal, ABS doesn’t step in unnecessarily unlike some lesser system.

Interior: The single biggest drawback of the TL has to be found around the trunk. Along with the lack of fold-down rear seats, the sloopy trunk cut-off and artifically high liftover have given TL limited accessibility and versatility in car of its size. You will lost a sense of dignity when loading up heavy luggage into TL’s trunk for such a terribly high liftover. With only a ski-pass through, the size of the luggage also will be limited. Even if the actual trunk is deep and the size is pretty large, it won’t be able to swallow much else inside. In TL’s case, its definitely style-over-function in this regret. Shame on you, Acura.

The rest of the interior in finished in top-notch materials with excellent fit-and-finish. There are plenty of high-quality plastic all over the dashboard and door panels. Leather seating material is soft and supple, with a sense of firmness for proper support. The seats are comfortable with all the supports in all areas. The instrumentation gauges are clear and analog. All the automatic climate control and stereo are placed on a logical location for excellent ergonomics. In terms of ergonomics, there are at least 30 buttons in the center console for both occassions. Whether you like it or not, button-happy interiors are here to stay in all Acura products sans the entry-level CSX premium compact.

There are plenty of legroom at the back of the TL, its also spacious enough to fit 3 adults properly across. The headroom seems to be at a bit of a premium given the sleek C-pillars they have designed with the new TL.

Conclusion: While the new TL’s styling is debatable, its level of engineering gone through this wonderful set of wheels are nothing worth to debate. Its not only drives exceptionally well, it got a great powertrain and a beautiful interior to boot. With $41k as starting price, its also a smoking deal given its Acura nameplate. The bottom line? TL remains the high water marks in the luxury sports segment.

OVERALL VERDICT FOR 2009 Acura TL
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 1/5
Value-for-money: 5/5

Overall rating: 4/5

Vehicle: 2009 Mercedes B200 Turbo with Premium Pkg, Sport Pkg, Bi-Xenon headlight Pkg and Entertainment Pkg
Price as tested: CDN$43175

Performance: The B-Class remains available with 2 different powertrains. The base B200 is powered by an uninspiring 2.0 liter DOHC 16-valve 4-cylinder with 134hp and 132 lb/ft of torque. Or you can upgrade to our tester: the uplevel B200 Turbo. As its designation noted, its basically the same 2.0 liter 4-cylinder with a turbocharger. This extra forced induction really makes the B-Class does. As it transformed the car from a rather uninspiring and boring drive into a more rewarding driving experience. 193 horses and 206 lb/ft torque, which is 59 more hp and 74 more lb/ft of torque truly make a world of difference even in a crossover. The throttle response is decently quick. Thanks to the optional CVT gearbox. B200 Turbo also got a delightful gas mileage. We averaged 8.3 liters per 100km during our initial day with the vehicle. All have done without the usual turbo lag, as the turbo spools up efficiently and quickly at 1800rpm all the way up to 4850rpm.

Handling: If you are going to buy a B200 Turbo, make sure you opt for the optional sports package. This package consists of 17″ wheels and sports suspension that have made the B a much better driving car. Although in the same price range, B’s dynamic abilities are far from entertaining, as we have witnessed with A3 Sportback. The stiffer suspension, springs and shocks all have given this B much better driving abilities. The steering has quicker steering ratio, which means the steering feels sharper and not as numb as the earlier car. While you still got a lot of body rolls, as expect from a crossover, it isn’t as overexaggerated as in the base B without sports suspension nor earlier models. Mercedes should have launched the sports package earlier in B’s lifecycle. On the other hand, the ride is compliant and supple with the usual comfort one expects from a Mercedes-Benz. ESP remains instrusive type. But at least in the process of going through twisties, this B sports has got a much improved driving experience before it steps in.

Brakes: As one expects from a Mercedes, braking performance never disappoints. The stopping distance is short and sure-footness, while the pedal feel solid and reassuring. Add electronic braking force distribution and brake assist to the mix, and you rounded up the whole dynamic package.

Interior: With both sports and premium packages in our tester, the B Turbo got a very supportive leather/cloth seats that provide decent support. While the automatic climate control is a truly effective unit. Mercedes has upgraded the interior materials in the whole B-Class range. That means the plastic is much softer to the touch and finally worthy of the Mercedes nameplate.

The most impressive aspect is B’s cargo space. With the seats up, it got 544 liters. With the seats fold down, it got 1530 liters. Its also nicely layout with privacy cover and all the cubbyholes.

Conclusion: The 2009 B-Class is a much better car than the one it replaces. Not only does it handles decently, especially if you opt for the sports package. The interior is nicely attired with all the luxurious features you possibly want in a Mercedes-Benz, plus that amazing cargo utility.

Here lies the rough. The B200 Turbo starts at $34k which seems like a good value. But if you add both premium and sports packages plus CVT, it could go up to $38k without even have Xenon headlight. The price climbs very quickly as you add up all the option packages, that could escalate into C230 range, which is a more attractive and better driving car than the B200 Turbo.

OVERALL VERDICT FOR 2009 Mercedes B200 Turbo
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 5/5
Value-for-money: 2/5

Overall rating: 4/5

Vehicle: 2009 Lexus IS250 RWD automatic with Sport Pkg
Price as tested: CDN$42950

Performance: The real reason we review the IS series even during this facelift is because Lexus claims its improvements are good enough to dubbed it “all new”. But for us, we want to find out whether IS is enough to challenge its formiddable competitions.

The major area Lexus claims as all-new is the reprogrammable 6-speed automatic gearbox, that’s why we decided to put it through the paces. Lexus claims it has a completely new fuzzy logic program that make it up and downshifts much more efficiently. When this 6-speed manumatic gearbox’s effectiveness when up and downshifting, also the prompt kick-down are typical high Lexus standards. We don’t feel anything significantly improved when it comes to shifting speed. It remains a refined, no fuss gearbox that feel very much a Lexus. The paddle shifter location on the steering wheel, on the other hand, are still on the same unergonomically designed behind the steering wheel. Consider what Lexus always claims themselves as the most user-friendly when it comes to luxury car manufacturers, IS250’s paddle shifter location is going the opposite direction of what it claims to be. Shame on you, Lexus!

As for the rest of the powertrain, it remains the same underwhelming 204hp 2.5 liter DOHC 24-valve V6 with direct injection and dual variable valve timing technologies. In this time and age, when even a supposedly economical-oriented 2.5 liter straight-5 in a VW Rabbit is able to pump out 170hp. Having 204hp in a 2.5 liter V6 with all those technlogies is nothing to write home about, especially when Lexus wants to compete in the fiercely competitive sports sedan category. At a time when Audi A4 2.0T got 211hp, Mercedes C280 got 228hp and BMW 328i has 230hp, having only 204hp isn’t enough to compete. If you look at C230, 323i and A3 2.0T having similar hp but come with a more eager engines than IS250, Lexus’s competitiveness is completely going down the toilet.

This engine isn’t particularly responsive nor quick given IS250’s curb weight of 1558kg. Yes, it still retains Lexus engine’s smoothness and composure.

Handling: Despite what Lexus engineers claim to have a sharper sports suspension, particularly on our IS250 with sports package. It still drives like the same ole, same ole. Although the response is quicker and steering feels slightly sharper. The rest of the package remains a boring car tried to be a sporting car. Pretending to be sporting seems to be the best description of what this generation of IS to be. Sporty is a word that Lexus engineers always dream of but never able to achieved. Sporting is getting close but no cigar. Yes, you can finally turn off the annoying VDIM we first experienced 3 years ago. But it remains stepping in at an alarming rate. The chassis remains numb and detached even if its stiff. Steering remains numb and dead, completely devoid of any road feel at all. The ride comfort is smooth but never have the level of suppleness IS’s competitions have known for years. Unfortunately, its still far from Lexus’s magic carpet ride benchmarked from ES and LS. There are plenty of body rolls and understeer are excessive for rear driver.

Brakes: With 4-wheel discs and ABS, the pedal feel of IS250 remains decently solid. While the inital pedal travel still have the sort of Lexus softness in the pedal. Its a pretty confident braking system that at least much with its price tag.

Interior: If you are expecting IS to have anything called decent rear legroom and trunk space, then don’t expect anything. IS’s rear seat legroom has to be considered as a cruel punishment by any sedan standards. As for its trunk space, its a Japanese joke.

The rest of the interior remains cramped, even in front. Although it got clear and analog instrumentation gauges and Lexus’s trademark soft leather materials, the rest of the dashboard are covered in some cheap plastic that look expensive. It looks expensive but feels cheap to the touch. The interior design has started to show its age.

Conclusion: The industry keeps changing and so do IS’s competitions. If the IS’s rivals keep resting o their laurels, this car could leapfog to the top of its class. Unfortunately, they aren’t. The reality is this car can barely keep up with the class.

OVERALL VERDICT FOR 2009 Lexus IS250
=====================================
Performance: 3/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 1/5
Value-for-money: 2/5

Overall rating: 2.5/5

Vehicle: 2009 Maserati Gran Turismo S
Price as tested: CDN$136880

Performance: When Gran Turismo first introduced, it was only available with one powertrain. That is an already exceptional 4.2 liter DOHC 32-valve V8 with 405 hp and 339 lb/ft of torque, respectively. Maserati engineers just can’t stop to make a good thing even better. For 2009, GT will come with an optional uplevel powertrain with 500 more cc. What this extra displacement does also add a dose of horses and torque. 433hp and 361 lb/ft to be exact. Although 28 hp and 22 lb/ft more than the “base” GT doesn’t sound like much, in the real life, it makes a big difference. With maximum torque arrives at 4750rpm for the S really makes this a real screamer. Both cars do come with a sexy exhaust note that only Italian can. If you think the 405hp version’s top end as eager, 433hp is just an astonishing beast when pushed through the rev range. All without sacifice the usual engine refinement and quality that one expects from those Italian engineers. GT-S is only available with one gearbox. That is the nifty MC shift, which is sort of similar to those F1 sequential gearbox. In the “normal” mode, the shifts are quick. When you check up to “sport”, its blindingly quick. This gearbox not only provides efficient shifts that matched with these powertrain’s enthuiastic character, it also have as much character as driving a manual gearbox. The result is a gearbox that combines the virtunes of manual without losing the daily comfort of an automatic with ultimate efficiency. That’s why this kind of sequential is the gearbox of the future.

Handling: Although Maserati claims the GT as more of a grand tourer than a true sports car. It actually feels like a sports car that rides like a grand tourer. In order to produce a great coupe, this GT begins with a strong and stout chassis. Then give it a well-caliberated suspension and springs that combined virtually flawless ride and handling compromise. The part that really seal the deal for me is the optional Skyhook system. When put into “sport” mode, it really transforms the GT-S from a grand touring coupe into a true sports coupe. The body rolls are almost non-existence. Thanks to GT-S’s rear-drive 50/50 weight distribution, its overall balance also contributes to why its lack of oversteer when pushed really hard into a corner. There is a slight safe understeer but nothing really shows up thanks to the excellent stability control called Maserati Stability Program. Steering is sharp and precise, with great road feel and weight. It all have done without losing the grand touring comfort Maserati claims it to be. Its truly a Grand Turismo with a touch of Sport flavor adds, especially if you opt for the optional Skyhook system. An option that worths every pennies.

Brakes: GT’s braking performance is nothing to be ashamed when compare to other sports cars in this segment. The stopping distance is short and pedal feel is top-notch. The ABS doesn’t act as any unnecessary intervention when it isn’t needed to step in. Maserati also adds an electronic braking force control to the mix as an added bonus.

Interior: When you are paying $130 grand for a Maserati, you expect the best when slip behind the wheel. The GT is no exception. It all starts with a great set of leather sports seats and an user-friendly dashboard with logical layout. All have done with the Italian flair instead of those sensiblites one associate with German rivals. Everything else from the dashboard to the door panel are stitched in superb leather materials. It looks classy and sporty at the same time.

For a grand touring coupe, GT’s backseat is a bit tight especially its headroom. That’s primarily because of the sleek C-pillars cut into rear passenger’s headroom.

Conclusion: Both the Gran Turismo and Gran Turismo S represent the best of design talent and engineering excellence. When you compare their prices to the competitions, it also represents a lot of value for money in the overall packaging. The bottom end? They offer both Italian passions and romance which truly lack in this segment.

OVERALL VERDICT FOR 2009 Maserati Gran Turismo/Gran Turismo S
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.75/5

Vehicle: 2009 Hyundai Genesis V8 with Technology Pkg
Price as tested: CDN$48995

Performance: Being a high-perfomance sports luxury sedan, its best to have both V6 and V8 as sole engine choices. In Genesis’s case, both of these V6 and V8 are world-class. While the base 3.8 liter DOHC 24-valve V6 with 290hp and 324lb/ft of torque is extremely good, the uplevel DOHC 32-valve 4.8 liter V8 is great. Both come with Hyundai’s variable valve timing CVVT. Not only this V8 is able to consume regular gasoline with slight hp penalty vs premium gasoline, 368 vs 375 to be exact. But frankly, in real life experience, you won’t feel any difference. What a driver really feels is how refined, flexible and powerful this 375 ponies put through its paces. The level of refinment, NVH and flexability are up to any standards set by Mercedes and Lexus. On the other hand, the bottom rev range is eager thanks to 333 lb/ft of torque only arrives at 3500rpm. In regular gas’s case, its slightly less at 324 lb/ft of torque. All the delivery are through the exceptional 6-speed Shiftronic by ZF. The shifts are crisp and smooth, while perfectly matched with this V8’s performance character. The gear ratios are ideal with the 1st and 2nd gears are low enough for enthuisastic launch, 3rd and 4th are good for acceleration while 5th and 6th are perfect for relaxed cruising on the freeway. On the other hand, the manumatic mode would make this engine even more responsive. Which means it encourages shifting at the redline during up and downshifts are an added bonus. The same also applies to V6’s automatic gearbox. What really surprise is how much both of these motors love to rev pass redline, which is rare occassions in luxury cars that only focus on mid and low rev range.

Handling: Hyundai’s first foray into the rear-drive platform already created a very praise for this Genesis. The platform is strong and solid, without any sorts of cracks and rattles. Hyundai has emphasis the excellent front/rear weight distribution of 50/50 to create balanced driving experience. The result is simply astouishing. With Genesis’s emphasis more on comfort than all-out handling, its driving dynamics is actually extermely capable in all circumstances. There are slight body rolls that are able to settle itself after a set, while the Electronic Stability Control has large enough threshold for some oversteer before it starts to correct any driver’s error. On the other hand, the ride is comfortable with a sense of European suppleness. That’s very obvious consider Hyundai has made no bones that Genesis has targeted German heavyweights for their supple yet firm ride quality. The low-speed ride has a bit of floatiness that won’t feel uncontrolled. The steering provides plenty of feel and response, with decent weight on high speed. That leaves us to the only pet peeve of the overall wonderful Genesis dynamics, that is the featherweight on low speed. Pushed through corners, Genesis is able to entertain its driver as well as cozy its passengers with world-class ride quality. This is indeed a very impressive dynamic package. If this platform already able to create such a highly capable luxury car, just imagine how sweet the Genesis coupe will be.

Brakes: With 4-wheel discs and standard ABS, Genesis’s braking prowess is as impressive as its handling and performance aspects. Given Genesis V8’s weighting in at 4012 lb, the stopping distance is nothing short of amusing. Both the pedal feel and modulation are excellent, while ABS acts only when necessary. Best of all, its brake assist won’t grab driver’s right foot during emergency situations like many of its rivals do.

Interior: Genesis’s use of materials and fit-and-finish are flawless. Everything from the soft leather seats to the tasteful use of aluminum trim have put together a very nicely attired interior. The leather-wrapped dashboard has created a very classy and rich atmosphere for the beautifully crafted interior. The center console is nicely layout with efficient auto climate control and that wonderful Lexicon sound system in our Technology Pkg.

There are plenty of head and legrooms at the back of the Genesis.

When it comes to cargo space, there are aplentry in the Genesis. While the liftover is a bit high, there are lots of room inside for all the luggage 4 to 5 persons need. If there is a drawback, however, its only have ski pass through instead of a proper 60/40 split fold-down rear seats.

Conclusion: Amazing is just an understatement to describe the new Genesis. This car is the game changer in the luxury car business. It has the ambience, quality, design, refinement, drivability and road presence to challenge the best of rising sun with signficant price advantage. This car is able to do to the Japanese luxury nameplates as what they did to German luxury nameplates back in the early 90s. In short, this could well be the best car I have ever tested so far this year.

OVERALL VERDICT FOR 2009 Hyundai Genesis
=====================================
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
Value-for-money: 5/5

Overall rating: 5/5

Vehicle: 2009 Porsche 911 Carrera S with PDK, PCCB, PASM sports suspension pkg and Sport Choron pkg plus
Price as tested: CDN$129430

Performance: The single biggest headlight to the facelifted 997 is the availability of PDK gearbox, which, in Porsche’s term, as the dual-clutch direct shift gearbox, similar in concept to Audi’s S-Tronic. Unlike Audi’s system, which have paddle shifters mounted behind the steering wheel with left side for “-” and right side for “+”. The upshift and downshift paddles are mounted together in front of the steering column. Press “+” for up and “-” for downshifting. While I still prefer the design of paddle shifters in both VW and Audi, Porsche’s system needs something to get used to. Although its similar design to the outgoing Tiptronic-S system, it still needs to get used to as to how well placed VW put the paddles on their GTI.

Of course, everyone know 911 is mounted at the rear and C2 means its a rear-driver. In C2S’s case, its powered by a sweet 3.8 liter flat 6 with 385hp and 310 lb/ft of torque. The C2, on the other hand, is powered by a 3.4 liter with 345hp and 288 lb/ft of torque. The extra horses and torque of C2S definitely worth every pennies over the C2. Throttle response is wonderfully response without being abrupt. The engine note is such a joy to any driving enthuisast’s ears. With VarioCam Plus, it high revving has enhanced, so that it won’t go breathless when pushed right into the redline.

Handling: Delicate and entertaining are just the beginning to describe 911’s legendary driving experience. The optional PASM, which the choice of a sportier shocks with the press of a “sport” button on the dashboard really makes the car does. The sharper response of the steering, suspension, shocks and even tighter support of the sports seats have given 911 an even more exhilirating driving experience. Not to mention the wonderfully stiff and strong chassis, matched with the superb suspension caliberations. On the other hand, the steering is sharp and precise. Without a doubt, 911 has the best steering feel and response in the entire auto industry. While Porsche is the sole carmaker that never produces any steering that is lack of any feel and feedback. Porsche engineers have dialled a bit of safe understeer when pushed, in order for most buying public to handle 911 easier. If it does get out of hand, there is always Porsche’s famed PSM, or Porsche Stability Management, that is going to save any drivers from any nasty situations. However, PSM has to be considered as the most uninstrusive stability control in the business. With thresold large enough for full oversteer by any enthuisast. Last but not least, body rolls are non-existence no matter how hard you pushed.

Brakes: Porsche’s PCCB, or Ceramic Composite Brakes, really do wonders to 911’s already world’s best braking prowess. The stopping distance is short and pedal feel is simply astonishing. Its completely fade-free after a couple of hard stops, while ABS doesn’t step in unnecessarily.

Interior: When you are paying 120 grand for a Porsche, you expect all the luxurious features. That’s the case with the 911. Everything else from power leather sports seats to superb climate control. The driving environment is all driver’s car. All the instrumentation gauges to secondary control are all of easy reach. The use of materials and fit-and-finish are world-class.

Conclusion: With the introduction of the PDK dual-clutch gearbox, it just makes the world’s finest sports car even better. All the power is going to produce in more efficient manners without losing the composure typical of a 911. A true engineering masterpiece indeed.

OVERALL VERDICT FOR 2009 Porsche 911 Carrera S
=====================================
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: 2/5
Value-for-money: 4/5

Overall rating: 4.75/5

Vehicle: 2009 Audi A4 2.0T Quattro Avant Tiptronic with Audi Drive Select, Sports Pkg and Technology Pkg
Price as tested: CDN$54250

Handling: One of the most lovable aspects of all previous generations of Audi A4 has always been its driving experience. With the all-new chassis that has moved the engine backward for better weight distribution, in Quattro guise, its 53/47 front/rear for an ideal balance. This chassis is also stiffer and more rigid, that means even fewer cracks and rattles for suspension components to hang its heads.

The single biggest highlight of the new A4 has to be its Audi Drive Select system. This is a system that any enthuisast is able to control the level of stiffness of suspension, along with the steering weight. There are 3 settings available through MMI. Auto, Dynamic and Comfort. In Comfort mode, the A4 rides as comfortably as any luxury sedan. In Dynamic mode, it got the sportiest suspension setting (as it already sporty enough with the optional sports package) with firmer steering weight and more weight feedback. For most, leave it in Auto is good enough as it provides an excellent combination of sporty handling dynamics with a supple ride quality.

Even in the Dynamic setting, the A4’s ride quality won’t eaten your heart out as it provides the sort of supple yet absorbing bumps and roughness with ease. The steering provides great precision and feedback without being overly sensitive, as we have experienced with BMW’s dreadful Active Steering system.

When combining a great chassis, Drive Select with the rear-bias 40/60 Torsen Quattro system, the A4 is a wonderful dynamic delight. The rear-bias system has given this all-wheel-drive sportswagon rear-wheel drive feel without losing its all-weather capability. Audi also scores well with its latest generation of ESP that is truly uninstrusive when pushed hard. This system remains step out the equation even when pushed for oversteer when exiting a corner. On the other hand, there are minimal body rolls and understeer is almost non-existence. This is definitely a sportswagon that is perfectly combined the level of sportiness with the cozy of German luxury.

Imagine how good the upcoming new S4 and RS4 with that Sport Differential combined with all of those nifty dynamic abilities already build in the A4.

Performance: There are currently 2 engines available with the new A4. The new EA888 based chain-driven 2.0 liter DOHC FSI turbocharged engine or the 3.2 liter DOHC FSI V6.

From a driver’s perspective, the 2.0 liter is even better given its less front-heaviness. That’s despite with the engine moves backward, the heavier 3.2 liter V6 doesn’t have to give up any of its lesser silibing’s overall balance. Both, fortunately and unfortunately, here lies the rough. Audi will sell more 2.0T than 3.2 for its performance and value alone. While it has planted well for A4’s ever growing sales volume, especially with 2.0T’s amazing fuel efficiency. It isn’t good for Audi’s bottom line since 3.2 is a higher margin vehicle. Things might change when Audi’s clean high-performance 3.0TDI is going to be available in A4 in about a year.

Its the numbers that is most surprising in this A4. With the 2.0T, it has 211hp and 265 lb/ft of torque. While in the 3.2, it got 265hp but with 245 lb/ft of torque. In real life driving, there is a moot point to choose the 3.2 except you want the refinement of a V6 engine. All of these 265 lb/ft of torque and 211 ponies delivered in a silky smooth fashion. This new engine block really does wonders when it comes to manage NVH. Its much more refined and quieter than the 2.0T, based on EE311 engine block it replaces. With maximum torque arrives at 1500rpm. The bottom end grunt is amazing with V6-like performance right from the bottom to the top end. Best of all, all have been done without the usual turbo lag.

The 6-speed Tiptronic’s shifting speed is much improved over the previous version. With 600 different fuzzy logic programs, it has to be judged as the quickest shifting manumatic on the market second to the one in Porsche 911 Turbo. The 1st and 2nd gears are low enough for peppy acceleration. The most impressive aspect is the tall gearing on 6th, which creates a very low-revving character at high-speed. We recorded 100km only at 2000 rpm. Its not only benefitting a quiet ride, such a tall gearing would help fuel economy either.

Brakes: With standard 4-wheel discs and ABS, A4 Avant continues to score well with braking performance. The stopping distance is short, with pedal feel solid and very easily modulated. The ABS only steps in necessarily.

Interior: With the rear seats fold flat, the Avant has 1430mm of cargo space. Even with the seats on upright position, it got 490mm of cargo space. It got more cargo volume than many of those SUVs on the market.

Audi has addressed the biggest criticism of previous A4, that is the rear legroom. Now, it can seat 3 adults comfortably across with proper legroom.

The rest of the interior layout and materials are typical Audi. That means classy materials with class-leading fit-and-finish. All the materials are soft. The leather sports seats are comfortable, while covered in high-quality leather materials. The gauges are clear and analog, with MMI sits logically in the middle of the dashboard.

Conclusion: The new A4 continues to be a world beater. It got excellent powertrains, wonderful driving dynamics and a beautiful interior to boot. Avant’s extra cargo versatility and improved rear legroom are just an added bonus to the already impressive overall package. This car will continue to set the standards for years to come.

OVERALL VERDICT FOR 2009 Audi A4 Avant
=====================================
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
Value-for-money: 5/5

Overall rating: 5/5

Vehicle: 2009 Honda Fit Sport with automatic transmission
Price as tested: CDN$20480

Performance: As with the rest of the Honda range, the new Fit is benefitted from the advanced of i-VTEC technology. With the intelligence part build into Honda’s excellent variable valve timing technology, it improves the bottom end performance which is most needed in the subcompact class. As with the new Fit, its little 1.5 liter 4-cylinder 16-valve SOHC i-VTEC mill is good for 117 ponies and 106 lb/ft of torque. In terms of numbers and real-life experience, both are at the top of its class. The engine refinement, NVH control and smoothness are all up to Honda’s usual high standards. It doesn’t have the noisy racket feel as in many of its competitors. Instead, its a responsive and smooth unit which feel really at home for cars a class or 2 above, which is a very high praised indeed. Even though its on SOHC instead of DOHC, this little motor remains eager when revving into high rpm. Another Honda VTEC character remains intact even with the intelligent build in to improve low-end grunt. While 106 lb/ft of torque might not sound like much, especially with its maximum torque arrives at 4800rpm. It feels aplentry down below. Mated to this class-leading motor is the equally impressive 5-speed automatic. When Honda launched the previous Fit, we criticized the reluctant response of the paddle shifters in the auto box. Because of the lack of a proper manual mode on the gearlever, Honda decided to drop this feature as a whole. This is the right move because Fit’s target audience are usually those who leave it in “D” for the rest of the vehicle’s driving lives. As for the gearbox, its smooth and coordinated. The 1st and 2nd gears are low enough for enthuisastic launch. 3rd and 4th for proper mid-range and 5th is great for comfortable highway cruising. If you still wish to shift’em yourselves, Fit still available with the sweet 5-speed manual. The throws are short and clutch is easily modulated.

Handling: One of the most likable traits of the outgoing Fit was its entertaining demeanor, the new one is no exception. With a strong fundamental to begin with. A strong and stiff chassis that is completely free of any rattles and cracks, combined with the suspension that is so well-caliberated. The result is a Fit handles as good as anything else out there. The electric power steering has nice balanced of weight and feedback without the usual numbness. The ride quality is supple and comfortable, without any of the loose feeling as with some of its peers. It rides exactly like a Honda does, which combined ride and handling exceptionally without being softly sprung or underdamping. There is a slight body rolls and understeer is minimal. To put understeer into perspective, Fit has to be considered as one of the most balanced front-drive hatchbacks I have ever driven. Fit continues to handle like a sports car wraps in a subcompact car’s clothing. The amount of speed going into corners can rivalled many of those sports cars, however, without any of their bouncy ride quality. How sweet is it?

However, there is not without a major complaint. That’s with the feature difference between Canadian and American market Fit. In the States, you can get a Fit Sport equipped with Vehicle Dynamic Assist or VSA. That’s Honda’s language for electronic stability control. That’s even if you have to opt for the navigational system. Here in Canada, you can’t get this active safety feature regardless of price. C’mon Honda Canada. If you are going to called your company “safety for everyone”. Does Fit stand for no one?

Brakes: We still have to give Honda credit for making ABS standard across the board of Fit despite of VSC’s criticism. With standard front discs and rear drums with standard ABS, Fit’s pedal feel and modulation continue to be the best-in-class. The stopping distance is short, while ABS doesn’t step in unnecessarily. The pedal feel is solid and modulation balanced. This is the hallmark of an excellent braking system.

Interior: Fit’s cargo space continues to amaze when its entered its 2nd generation. Honda has improved the rear-seat fold-down system for improved user-friendliness. In the previous car, you have to pull up the seat cushion before you can fold down the rear seats completely. With the new car, you just have to fold down the rear seats with the switch on the seatbacks. After fold down the 60/40 rear seats, the Fit got 1622 liters of cargo space. With Fit’s tall stance, it got more cargo space than any of its peers or those above. Best of all, the floor is completely flat when all folded down.

When it comes to ergonomics, Fit is almost flawless. Everything else from the stereo to the climate control are so logically layout. Anyone can easily fit the right button with a single glance. The same goes for the clear and analog instrumentation gauges. When it comes to interior materials and fit-and-finish, Fit remains the best-in-class. There are classier materials with even tighter tolerance for gaps. Velour seats are comfortable and well-foamed. If there is one drawback, it has to do with its mickey mouse fuel economy gauge. We always complained if you drive hard, you tend to get worsen fuel economy when we criticized BMW’s fuel economy gauge. Instead of using needle to show liters per 100km as in BMW, Honda decided to use digital bar to show liters per 100km in the Fit. Its even more annoying than BMW’s flawed design.

There are plenty of head and legrooms at the back of the Fit. Pretty much can fit 2 persons comfortably and 3 in a squeeze.

Conclusion: Although many would rather see a more revolutionary approach to Fit’s redesign but, as many have said, beauty is more than skin deep. With the new Fit, it got an even more impressive powertrain. The new i-VTEC truly improves its fuel economy and give it better low-end torque. It handles like its on rail, while the interior space is unrivalled anywhere in its class especially its competely fold-flat floor. The bottom line? Fit continues to be the standards where others are judged when it comes to building subcompact car.

OVERALL VERDICT FOR 2009 Honda Fit
=====================================
Performance: 4.75/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 5/5
Value-for-money: 4/5

Overall rating: 4.5/5

Vehicle: 2009 Lincoln MKS FWD with Interior Aluminum Applique Pkg and Vision Pkg
Price as tested: CDN$51999

Performance: During initial introduction, Lincoln only launched one powertrain for the MKS. This is an upgraded version of Ford’s Duratec DOHC 24-valve V6 family, a modified version of the proven 3.5 liter. In the MKS, its a 3.7 liter with upgraded internal components for an additional 200 liters of displacement. In this case, it has 273 horses and 270 lb/ft of torque at driver’s disposal. When it comes to engine refinement and smoothness, this application has to be the best I have driven among all the Duratecs over the years. Its quiet and smooth enough to wear Lincoln nameplate, its also smooth and refined enough to put MKS into Lexus territory. The isolation Lincoln engineered through the MKS is impressive, as it is as quiet as a church during idle. One would be mistaken the engine has turned off with the level of quietness. The other carmaker that is able to produce engine that is as dead quiet is Lexus, which is what this MKS is targeting right at the beginning. Performance wise, 273 hoses is capable enough to motivate MKS’s 4151lb curb weight. Although the upcoming twin-turbo version would make this ride happier especially if its mated with intelligent AWD, which weighting in at over 4300lb in this 3.7 liter guise. 270 lb/ft of torque is decent if not spectcular for this pig. If not because of the excellent 6-speed automatic’s low 1st gear ratio, MKS would be quite a sluggish launch. Thankfully, both 5 and 6th gears are tall enough for quiet, comfortable highway cruising. Manumatic shifting is also good enough to push this beast through paces better. If you are looking for pure performance aspect, the upcoming twin-turbo is worth the wait.

Handling: MKS is based on a modified version of Ford’s Taurus platform, which, on the other hand, is a modified version of Volvo’s large car platform sharing with S80 and V70. As we have talked trillion times in the past, the single biggest shortfall of this platform has to be its wide turn-radius. Its an non-issue if you live on countryside but spoken huge problem in downtown LA traffic. Otherwise, the chassis is sound and solid, which is exactly what a competitive Lincoln needs. Consider Lincoln’s attempt to put MKS as more of a comfortable luxury cruiser than a capable handler, its driving dynamic is a pleasant surprise. Yes, the steering is featherweight and feedback is artificial. But its good enough for MKS’s target audience and its immediate competition. The suspension is soft, however, it absorbs bumps with authority as it doesn’t feel as floaty as one expects. Thanks to this European-derived chassis, the ride control has a sense of suppleness and firmness never found in previous Lincolns. There remain lots of up and down motions but everything has been well composed, its not something we used to be associate with this brand. There are plenty of understeer when pushed and Lincoln’s AdvanceTrac stability control acts instrusively when driven crazily into a hairpin. But all those are forgiven as its ride and handling compromise are good enough to tackle Lexus ES350, which is what exactly the MKS is going for.

Brakes: With 4-wheel discs and standard ABS, MKS’s braking feel and modulation are another delightful surprise. The pedal doesn’t have Lincoln’s previous dead-on-the-metal feedback, its also good to modulated. ABS only kicks in at the right time.

Interior: The biggest disappointment with MKS’s interior is the lack of a proper fold-down rear seats. You only got a ski pass through. Lincoln claims it would sacifice chassis stiffness. If Volvo is able to afford a fold down rear seats from S80 to XC70 riding on the same chassis, why not Lincoln?

Otherwise, MKS’s interior is a very nice place to be. In the past, Lincoln interior is an ergonomic disaster with tiny buttons placed elsewhere. In the MKS, everything else is ergonomically placed. Everything else from an effective climate control to navigation system with back-up camera, which optional with our Vision Package, are easy to use. The use of plastic and leather materials are classy and elegance. We are very pleased with the use of the soft leather hides that matched well with MKS’s quiet interior. The use of wood trim and color coordination are another praise worth of mentioned. Instead of feeling drab and boring, MKS has a tasteful break between them.

The back seat is spacious and comfortable. Its also nice enough to have rear heated seats which is a welcome feature in cold weather.

Conclusion: Without a doubt, the MKS is the best Lincoln ever made. It has broken the Lincoln norm of being a boring landyatch, once associates with TownCar and Navigator, to being a sophiscated highway cruiser. Its packaging is attractive enough to pit it against Lexus, which is a company famous for making floaty highway cruiser with lots of kits. If you want more power, the upcoming twin-turbo version is worthy of waiting for.

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

Overall rating: 3/5

Vehicle: 2009 Mazda CX-7 AWD GT with Luxury Pkg
Price as tested: CDN$43577

Performance: CX-7 is a driver’s car in every sense of the word. It all begins with the powertrain of choice. Underneath each CX-7 is Mazda’s 2.3 liter 4-cylinder DOHC turbocharged engine with advanced MZR variable valve timing and direct injection, the same engine found in Mazdaspeed3 and previous Mazdaspeed6. This world-class powertrain is good for 244 horses and, amazingly, 258 lb/ft of torque. When it comes to delivering power, this engine is as good as you can get. Despite of the slight turbo lag happens sometimes around 2500rpm, which is exactly where the maximum torque arrives. The turbocharger boils up quickly and efficiency as rpm peaks up. Its an efficient and responsive system that encourage both driver pleasure and flexability. While the high rpm feels a bit short of breath when pushed, it doesn’t feel like its lacking anything. Just not a rev-happy engine as its arch-rival, Acura RDX, does with Honda’s renowed i-VTEC DOHC turbo. Matched with this motor is the sweet 6-speed manumatic gearbox. The gears are crisp and smooth. The manumatic mode is efficient and very willing. With all the right gear ratios at the right places, it all matched this peppy SUV exceptionally well.

Handling: Combined a very good AWD system with a good fundamental, that means an excellent chassis that is completely free of flex and rattles. You can pretty much guess CX-7 is a very capable on-road crossover. In fact, it does. The steering is sharp and responsive, without any twitches when pushed hard. Steering feel is direct and communcative. For a crossover, CX-7 has excellent body motion control and limited understeer. That’s a delightful surprise consider its center-of-gravity. Mazda engineers are smart enough to engineer a crossover with low center-of-gravity for driver’s hip point even if its a tall vehicle. The result is a crossover that is a blast to drive without losing the ride comfort one associates with this type of vehicle. While the ride is a bit firm, its far from being harsh on both rough and smooth pavements. This AWD system has worked exceptionally with CX-7’s DSC, or Dynamic Stability Control. DSC acts as a second level of security after AWD detects any slippage before it steps in. That means this DSC remains uninstrusive until AWD can’t save any driver from CX-7 rears its ugly head. Its a stability control that is both uninstrusive enough for enthuisastic driver while safe enough for those who just treat it as a daily commuter.

Brakes: With 4-wheel discs and standard ABS, CX-7’s braking prowess is enough to matched its performance given its 1782 kg curb weight. Both the stopping distance and pedal feel are top-notch. The same goes for ABS which only steps in necessarily.

Interior: CX-7’s interior wraps up with classy and elegant materials. There are plenty of soft-touch plastic while leather seats are comfortable. With its tilt/telescope steering wheel and 8-way power driver’s seat, everyone of every dimensions can find a proper driving positon easily.

Conclusion: If you are searching for a compact crossover that is both fun-to-drive and comfortable, CX-7 should be the one to beat. It all comes down in a package that doesn’t sacifice any practiality for the sake of driving pleasure, while everything has put together in an attractively attired sportswagon-like style.

OVERALL VERDICT FOR 2009 Mazda CX-7
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4.5/5
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