Vehicle: 2008 Porsche Cayenne GTS with Tiptronic-S, PDCC and Variable Assist Power Steering
Price as tested: CDN$97220

Performance: We have reviewed both the Cayenne S and Turbo S in the past. This time, its another Cayenne with S in its last time. This is the Cayenne GTS.

The Cayenne GTS sits in between S and Turbo. Right in the heart of Cayenne’s ever-growing model range. The GTS comes with an excellent 4.8 liter DOHC 32-valve V8 with aplentry of horsepower and torque, 405hp and 369 lb/ft of torque to be exact. This powertrain is both quick and refined enough for not upping to the the more powerful Turbo with 500hp. The astounishing Turbo S is another story. Its capable to go from 0-100 km/h in 5.7 seconds which is very fast for such a heavy SUV, one that weighting in close to two tons. Its eager in the bottom end thanks to its maximum torque arrives at just 3500rpm. The top end is enhanced by Porsche’s advanced VarioCam Plus, which designed to add air to its breathing for the intake valves. Both the mid-range and top end are equally willing to rev even with the optional 6-speed Tiptronic-S on our tester. As with other Porsche Tiptronic, this one has wonderful fuzzy logic programs that adjust to each driver’s throttle input for maximum performance. That means its willing to up and downshifts, while the gear ratios are perfect. The 1st and 2nd gears are low enough for its 369 lb/ft to take off, while the top three gears are high enough for this GTS as a relaxing Autobahn cruiser.

Handling: What makes the GTS different than the more powerful Turbo silibing is the chassis setting. Both the Turbo and Turbo S have the most aggressive chassis settings I have ever tested in an SUV, even for those rivals which have as much performance creditals as Cayenne. With the GTS, the chassis has set to be more civilized and livable for most drivers. While the GTS still has some nifty technology like the optional PDCC, or Porsche Dynamic Chassis Control, which is able to adjust body motions when pushed enthuisastically. This system worths every pennies, as GTS’s cornering prowess is nothing short of amazing for an SUV, without losing daily drivability. The ride quality is both comfortable and sublime. The body rolls are almost non-existence for an SUV with high center of gravity. Suspension is able to take a set while the PDCC put it into action. It would settle itself beautifully without scaring both driver and passengers. For an SUV, GTS’s PSM, or what Porsche stands for electronic stability control, is an uninstrusive type. As it works hand-in-hand with Cayenne’s advanced AWD system. It only steps into equation when the AWD has reached its outer end of saving the driver from the nasty. This AWD acts as a 1st level of protection before PSM steps in. On the other hand, GTS’s steering is Porsche sharp and precise, even with the optional Variable ratio assist power steering on our tester. Along with PASM, or Porsche Active Suspsension Management, GTS remains unflattered with it sets at “sport” through corners. With it sets at “comfort”, GTS could well be the most comfortably compliant Porsche Cayenne ever produced.

Brakes: With huge front and rear discs, plus standard ABS. GTS’s stopping prowess is as impressive as its handling prowess. The stopping distance is impressive while the pedal feel remains fade-free after couple of hard stops. Both the pedal feel and modulation are wonderful, indeed.

Interior: Inside, you would find anything one expects from a Porsche. That means excellent use of plastic and leather materials in the cabin. Those sports seats are simply superb. It hugs the body through corners tightly thanks to the shoulder and thigh supports. The rest of the instrumentation gauges and center console are typical Cayenne fanfare.

Conclusion: If the Cayenne Turbo S is the ultimate of the ultimate SUV, GTS is the most balanced package of all. Its handling and ride compromise is more ideal for those who don’t need a more aggressive chassis setting. Great brakes and an engine to die for.

OVERALL VERDICT FOR 2008 Porsche Cayenne GTS
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

3-day long-term test drive: 2008 Audi A4 2.0T Quattro Progressiv sedan
Price as tested: CDN$42150
Total mileage through the test: 500km

Just like its arch-rival BMW 3-Series and Mercedes C-Class, Audi A4 has always been regarded as one of the crown jewels in the luxury sports sedan category. As a farewell to the outgoing 8E platform, we decided to put one final test drive through its paces.

With the facelifted B7. Audi has replaced its 180hp 1.8T to 200hp 2.0T in 2006, along with suspension and interior upgrades. Our test drive is a 2.0T with Tiptronic and Quattro AWD system. While this 200hp and 207 lb/ft of torque engine have served exceptionally well with its FWD Multitronic silibing, we found Tiptronic a lazy relation to this great powertrain. Put it in “D”, the response to upshift and downshift are sluggish. “S” or Sport mode has improved although its still far from the crispness of a DSG or efficiency of a CVT. We hope the new Tiptronic, which have a new software that consists of 600 fuzzy logic programs, in the upcoming new A4, would serve this shortcoming. As for fuel economy, its at a respectable 12.5 liters per 100km given its heft of AWD and slowness of Tiptronic.

Handling is as good as ever. The 50/50 Torsen Quattro remains one of the most sophiscated AWD systems in the world. The 40/60 rear-bias system in the new model should make it even more fun-to-drive, especially given the new engine placement. Steering is light and precise with good feedback. The ride quality is world-class. Body rolls are well-controlled even with the standard suspension on our tester.

Even at the end of its lifecycle, A4’s interior materials and fit-and-finish remain the gold standards for others to judge. There are plenty of soft-touch plastic materials in the cabin. A4’s biggest shortfall, rear legroom, will be addressed with the next car’s larger dimensions.

This Progressiv model marks the farewell to the chassis that has served Audi’s bread-and-butter car exceptionally well in the last 7 years. How will the new chassis measures up to the wonderful new C-Class and excellent 3-Series? We will find out in the future full-blown test drive soon.

Vehicle: 2008 Porsche Boxster S with Sport Design Pkg, PASM and 18″ Carrera Classic wheels
Price as tested: CDN$88230

Performance: The Boxster, as with its hardtop silibing, Cayman, is powered by 2 excellent powertrains. The base is a 245hp 2.7 liter flat 6 with 201 lb/ft of torque. Upgrade to S and one receives a wonderful 296 hp 3.2 liter flat 6 with 251 lb/ft of torque. Both of these engines are smooth operators. If you can afford the premium of S over the 2.7, 3.2 liter is the engine of choice in both Boxster and Cayman twins. Along with the usual solid while Teutonic engine note that is truly distinctive Porsche flat-6, it got all the usual advacement like VarioCam Plus for better breathing. As one expects from a Porsche, power has never been an issue even in the base car. The uplevel 3.2 liter is simply a gem of a motor in both low and high rev. It never runs out of breath when a driver revs it through redline, on the other hand, it doesn’t sacifice its daily drivability with plenty of low-end torque. 251 lb/ft arrives at 4400rpm as maximum torque is nothing short of impressive. Mated to this 3.2 liter is a 6-speed manual or 5-speed Tiptronic-S. If you really want to enjoy the driving of a great roadster, take the manual. For pure cruising ability, take the Tiptronic. Along with the clutch that has great engagement point and great feedback. Sweet is the best description of all Porsche manual gearbox. The throws are short and gates precise. Gear ratios are simply perfect for Boxster’s dual purpose as a cruiser. When there is an urge, its also aggressive enough for curve craving.

Handling: It would be hard pressed to find a Porsche that has a flexy chassis. All of Porsche’s chassis are build up to the highest standard with wonderful stiffness and rigidty. That explains the lack of any cowl shakes usually associate with convertible when driven over rough roads and patholes. The Boxster also rides like a luxury car even with the stiffest setting when PASM in “sport” mode. However, its sports car status remains unflattered with flat cornering abilities. When press the PASM in “sport” mode, both the suspension and springs tighted for more hardcore driving. Despite of the extra stiffness, this roadster rides firmly without feeling harsh. Its as equally livable with its “sport” as with regular setting. Steering is simply a delight. Its precise and sharp without being twitchy. Not to mention there are great steering feel both on and off-center. With its mid-ship, near perfect 50/50 weight distribution; its hard to find a more balanced and composed roadster in the market. Porsche’s stability control, or Porsche Stability Management (PSM). It got threshold enough for true enthuisasts who want to experience oversteer with it completely turns off. Or the one that is completely on for most daily driving. PSM, without a doubt, is the industry’s best stability management system.

Brakes: Porsche brakes are known for its capability on the track as on the road. This Boxster’s brakes are equally impressive. The stopping distance is short. While the brake pedal feel and modulation are nothing short of astounishing. Its completely fade-free after a couple of hard stops, on the other hand, ABS doesn’t step in unnecessarily.

Interior: Just like the Cayman, Boxster got both front and rear cargo areas for 2 passengers on the go.

The rest of the interior is typical Porsche. That means all the nice plastic and leather materials in the cabin. It also scores with an effective automatic climate control for maximum cooling when the top opens. Those leather sports seats have great support when play.

Conclusion: Just like the original Boxster which came out in 97, this latest generation continues to set the standards for others to judge when it comes to building a proper roadster.

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

Overall rating: 4.5/5

Vehicle: 2008 Mini Cooper S John Cooper Works with JCW Comfort Pkg, Comfort Access, Chrome Line interior and Media Connect
Price as tested: CDN$43360

Performance: With John Cooper Works behind the helm of the already impressive 1.6 liter 16-valve DOHC 4-cylinder turbo engine in the Cooper S. This engine has been upgraded to 208hp and 192 lb/ft of torque, up from standard Cooper S’s healthy 172hp and 177 lb/ft of torque. With the overboost feature standard in the JCW, this 192 lb/ft of torque will upped to an amazing 207 lb/ft of torque with a touch of the “sport” button on the center console. Consider this JCW S has a curb weight of 1225kg, it still has plenty of “go” to back up its legendary John Cooper Works with Cooper S’s performance linkage. This JCW’s turbo boost up without the usual turbo lag once associated with small displacement turbocharged engine. Plus everything have done in a linear and refined fashion even in a hot hatch. The throttle response is instant and prompt. On the other hand, its top end feels surprisingly willing for a small forced induction engine thanks to the advaced variable valve timing technology. 0-100 km/h in only 6.5 seconds is considered as quick despite its weight. The sweet 6-speed manual gearbox is the only way to go in JCW. The clutch engagement point is perfect, while the gates are sharp and well-defined. While the throw still has that somewhat long linkage as in other Mini Coopers we have ever driven, thanks to JCW, it already got a huge improvement from a driver’s perspective.

Handling: Along with the already stiff and strong chassis that Mini has known for, JCW has upgraded the most important ingredient to Cooper’s ride and handling. That is the sports suspension. JCW has produced a sports suspension that rides less harshly than those in the standard S. In the standard S, we complained the ride as too harsh for daily driving. With this JCW S, while the ride remains firm, it doesn’t feel as harsh in reality. What it really surprise is how it manages to produce a nearly flat cornering abilities without sacificing the ride comfort. Its the ideal handling and ride compromise thanks to the supple JCW sports suspension, which has dialed in the perfect damping, for both cornering prowess and daily drivability. As for understeer, its almost non-existence even when pushed. The steering is sharp and precise, without feeling too twitchy on bumpy roads even with its sensitive fast steering ratio. Thanks to CBC and DSC-3, which stands for Cornering Brake Control and Dynamic Stability Control, its tough to get JCW-S into trouble. The DSC-3 only steps in when this little fun car starts to rear its ugly heads, which have enough threshold for any enthuisasts to play with its over and understeer. This JCW simply has taken Cooper S’s go-kart handling into a new height. Its really that good!

Brakes: With its standard 4-wheel discs and ABS, JCW has one of the best braking systems I have ever tested. The stopping distance is short while the pedal feels superb. Its ABS only steps in necessarily. Even after a couple of high-speed stops, it remains fade-free.

Interior: You won’t feel any difference between a JCW and an S inside. Its the usual Mini instrumentation gauges. There remain too many buttons around the center console, as well as many rounded designs. Those bucket seats hug driver and passenger with excellent side and thigh support when cornering.

As with the hatchback, this JCW has dismal rear interior and cargo space. If you prefer to have a more pratical Mini, Clubman is the way to go. Clubman Cooper S is also benefitted from this JCW upgrade.

Conclusion: With the JCW Cooper S, you got everything you want to get through aftermarket with the benefit of factory warranty. In addition, all of these have been done with JCW’s expertise in Mini engineering through engine and suspension upgrades. That alone is good enough to justify the premium over the standard Cooper S.

OVERALL VERDICT FOR 2008 Mini Cooper S John Cooper Works
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 3/5

Overall rating: 4/5

Vehicle: 2008 Lexus ES350 with Ultra Premium Pkg
Price as tested: CDN$43600

A follow-up test is what we at Direct Shift always have a second thought on a particular vehicle, so we decided to test drive it in a shorter period to see if we appreciate more or less. But it isn’t a long-term review which usually hold the vehicle for a couple of days. This week we begin with the Lexus ES350.

The ES350 has always been regarded as one of the quietest cars in its price bracket. While its definitely not a driver’s car, nor any Lexus is a true driver’s car even the IS-F. Lexus has done a really good job on engineered an ES as a luxury car that focus more on engine quietness, interior comfort and soft ride quality.

The silky smooth of ES350’s 3.5 liter V6 with 272 hp and 254 lb/ft of torque. It got enough grunt for those who are looking for luxury. The engine smoothness is simply amazing for this price class. It rivalled those of many of its European competition’s V8s. Our biggest surprise is how Lexus addressed the harsh 6-speed automatic gearbox. It was a really harsh system when we drove it 2 years ago. Lexus has finally made it up to their high standards of being a carmaker which has a trademarked smooth powertrain. The ES350 is no exception.

The leather seats are soft and supple. Softness has been Lexus’s trademark when it comes to leather hides. With its level of quietness through engine isolation and superb isolations on the door panels, ES350 could very well put any passengers into sleep mode on highway speed.

Although not much suppleness through the suspension, it rides like a Buick with a very soft setting that creates a senes of floatiness with Lexus’s confidence. That kind of driving experience has served Lexus’s typical audience well for the last decades, it will continue to succeed with that loyal crowd. That kind of ride quality and engine refinement also what 99% of driving population want in the marketplace.

We actually appreciate the ES350 more than the initial test drive because we can really feel how the general population feel about this year. Its level of engine refinement, soft yet floaty ride comfort and engine insolation what we most consumers are looking for. That’s why it continues to do well without the infusion of enthuisasts. And it will continue to do so.

Vehicle: 2009 Mercedes SL600 with AMG Sports Pkg and Distronic
Price as tested: CDN$181100

Performance: As one expects from a Mercedes SL, there are a variety of engines to choose from. Ranging from the SL550 with 5.5 liter V8 to the astounishing SL65 with twin-turbocharged V12 engine. Our tester sits in the middle. As it comes with a V12, which is expected with the SL600 designation. What makes it different than the V12 in SL65 is this motor isn’t hand-made by AMG. It isn’t a “one man one engine” AMG V12 as the one in SL65. Even though its not an AMG, it doesn’t mean this SL600 is slug. It is everything but as its 6.0 liter V12 biturbo engine makes a wonderful 610 horses and a whooping 612 lb/ft of torque. This beast can easily spin-off the wheels when accelerating off-the-line due to the amount of power has to gone through. Despite its SOHC instead of DOHC, its equally impressive at the bottom end as the top end. And the most impressive thing is. This able engine spools up like tomorrow without those annoying turbo lag. That’s except its not as willing and eager as SL65 at the top end of the rev range even if it has 7 ponies advantage. With 0 to 100 km/h is just over 4 seconds, SL600 is simply a monster. The throttle response is smooth and quick, with the usual Mercedes firm tip-in. Matched with this engine is the 5-speed manumatic. Why Mercedes refused to put in their excellent 7-Gronic 7-speed maunmatic is because they haven’t engineered one that is able to withstand such horses. The gear ratios matched perfectly with this very powertrain. The shifts are as smooth as mirrors, while gear ratios are tall enough for highway cruising at 4th and 5th. On the other hand, the lower gears are low enough for good acceleration while eliminating wheelspin. Mercedes is also smart enough to design paddle shifters on the steering wheel. The paddle shifters are good enough to let you forget about driving on “D” when driving on black-top twisties.

Handling: While SL’s status-of-life is usually surrounds its grand touring capability, its driving dynamics is a delightful surprise given its weight is close to 4700 lb in this SL600. The ride quality has to be amazing as one expects from a Mercedes. It absorbs every bits of roughness pavement and patholes like nothing else on the road, without losing the composure and suppleness usually associates with Mercedes suspension. On the other hand, the steering is precise and have plenty of feedback. Mercedes’s typical numb off-center feel on highway speed remains intact even in flagship SL. The steering ratio is fast without feeling twitchy. Combined the ultra-stiff chassis with great ride comfort and steering, its hard to leftover its stability control system. We still found SL600’s stability control more instrusive than its AMG silibings. It tends to step in too early even before a driver encounter any under or oversteer. With its instrusive stability control, any driver can’t make this SL rears its ugly heads. For enthuisasts, it lacks some fun we usually expects from a rear driver with nearly perfect 50/50 weight distribution. The body rolls are minimal thanks to its nifty active body control.

Brakes: Despite of its 4-wheel discs and standard ABS, SL’s standard SBC or Sensotronic Braking Control, still has that unusual braking feel. What we meant unusual is driver has to step a lot harder to nil the pedal before it stops completely. The lack of braking feel and modulation have made driver has to find the initial bite. Its a system that needs to get used to. Mercedes should go back to hydraulic instead of using electrohydraulic system. On the other hand, the stopping distance is short and braking distance excellent.

Interior: Inside the SL, its everything you expect from a roadster costing nearly 200 grand. All the materials and fit-and-finish are first-rate. With our AMG sports package, the 3-spoke steering wheel provides great grip for hands. The leather seats have excellent bolsters for black-top twisties and enough firmness for pure cruising.

Conclusion: The Mercedes SL has always been judged as the world’s finest car ever made. With the latest revision to the already great car, Mercedes continues to set the standards for others to judge when it comes to building a comfortable grand tourer. The improvement to SL’s driving dynamics are welcome as competitions are closing in with being more grand touring.

OVERALL VERDICT FOR 2009 Mercedes SL600
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Performance: 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: 3/5
Value-for-money: 3/5

Overall rating: 4/5

3-day long-term test drive: 2009 Volvo C30 2.4i
Price as tested: CDN$32360
Total mileage through the test: 900km

When Volvo launched C30 a year ago, we were underwhelmed with its dynamic abilities even with the uplevel T5 form. We had a chance to put a less powerful 2.4i through the paces during a long-term test drive. Have it changed our mind after lived with C30 for a couple of days?

This 2.4 liter 5-cylinder 20-valve with 168hp and 170 lb/ft is the same one as in its C platform silibings, S40 and V50. Even though the powertrain is uninspiring when it comes to character and performance, it gave out a decent fuel economy number through the drive. An average of 10 liters per 100km with 80% freeway and only 20% urban driving. That’s from a company that’s never known for producing cars with good fuel economy, despite of all the environment friendly claims over the years. Volvo’s 5-speed Geartronic has decent overdrive ratio is an added bonus to this fuel consumption.

Volvo’s interior has always been known for its superb seats. C30 is no exception. While those seats are amazing for long journey, it felt short when it comes to playing around corners. The floating console’s ergonomics are decent if the storage space remains lacking. Under 30+ degrees of hot weather, its automatic climate control has worked relatively well with cold air conditioning.

However, the high liftover, narrow cut-off and dismal cargo space don’t help us loading luggage. While the swoopy styling looks neat, especially remind others of the legendary P1800 sports coupe. Its form-over-function doesn’t seem to match well with Volvo’s utilitarian image. The back seat is cramped for long trip.

Handling wise, its typical Volvo fanfare. Everything else is benign without any breakthrough chassis refinement. Ride quality is surprisingly good over the rough pavements and patholes.

C30 2.4i has nothing to stand out of its crowd. But there is where it begins. One has to upgrade to T5 in order to match its rivals like GTI, A3 2.0T and 128i. But T5 has nothing over those competitions when it comes to dynamic capabilites. On the other hand, it doesn’t offer the same kind of go-kart handling as its similarly priced Mini Cooper or value of Japanese sports coupes a.k.a Accord and Altima. What make it attractive is it has the usual Swedish flair and understatement appeal to those who want to own a Volvo hatchback, and that is the name of the game.

Vehicle: 2008 Porsche Cayman S Porsche Design Edition 1
Price as tested: CDN$89100

Performance: The Cayman, riding on the same platform as its Boxster roadster silibing, shares the same mid-ship layout. The S, however, differs from its lesser 2.7 liter silibing with its more powerful 3.4 liter flat-6 powertrain. Its not only uses DOHC as with all Porsche, it also comes with the advanced Variocam Plus that improves high rev breathing. This S has 295 horses and 251 lb/ft of torque at driver’s disposal. The throttle response is wonderfully responsive and smooth, without the usual abrupt tip-in as in Cayman’s immediate competitions. That’s even with the touch of the “sport” button that comes with Sport Choron Package. 251 lb/ft arrives as low as 4400rpm means there are lots of go in the bottom end, while 295 ponies serve well in both mid and up ranges. Mated to this very powertrain is either a 6-speed manual or 5-speed Tiptronic-S manumatic gearbox. The 6-speed manual has to be the sweetest manual gearbox I have ever driven. The throws are short and precise, gates well-defined. As with other Porsches, the clutch has plenty of feedback and engagement point is perfect. Not to mention Porsche flat-6’s aura engine note. This is simply an entertainment to the ears.

Handling: With the optional PASM, or Porsche Active Suspension Management. Any enthuisasts can choose whether they prefer the lowered suspension, tighter steering feel and more contoured sports seat with the touch of a “sport” button in the center console. The result is simply astounishing. Standard Cayman without this option already have excellent driving prowess. With this optional PASM, Cayman’s cornering ability is amazing to be exact. The cornering is flat and body rolls are non-existence even when driver pushed it beyond limits. Both under and oversteer are well-tempted thanks to Porsche Stability Management, or PSM, which has to be the most uninstrusive stability cotrol system anywhere in the planet. Steering is sharp and precise, with wonderful driver feedback. Driver can feel all the roughness on the pavement without transfer the kickback back to the steering wheel. All of these have come with a ride quality that is as supple and sublime as any luxury car does. Its firm without being harsh.

Brakes: There isn’t anything else have as much braking prowess as a Porsche, the same goes to the Cayman S. This S’s braking performance is amazing. With short stopping distance, a sure-footness pedal feel and the optional Porsche Ceramic Composite Brake provide fade-free stopping experience. The ABS only steps in necessarily while electronic brake force distribution has done a great job distributing brake forces during hard stops.

Interior: Along with the superb sports seats that are able to haul driver and its passenger comfortably. It even provides great thigh and side supports when cornering. The rest of the interior is typical Porsche’s form-follows-function. All the instrumentation gauges are clear and analog. Sport Choron Plus package’s swivel mounted time display for track driving is mounted on the center of the dashboard. All the buttons for PASM and PSM are mounted below automatic climate control for easy access. The stereo is smart enough to place above climate control for nice ergonomics. The rest of the interior is up to Porsche’s standards of materials and fit-and-finish.

Instead of having only 1 trunk as with Cayman’s peers. Cayman has both front and rear for luggages with its midship layout. It has enough space for 2 persons on a weekend trip getaway or simply for a grocery shopping.

Conclusion: The Cayman S is truly an engineering masterpiece. Its a Porsche midship sports car that has both grace, pace and space. All of these come in a package that is less expensive than a 911 while the premium over Boxster justifies every pennies.

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

Overall rating: 5/5

Vehicle: 2008 Saab 9-3 Turbo X Sport Sedan
Price as tested: CDN$57095

Performance: Saab’s introduction of the Turbo X is supposed to be a reincarnation to the legendary 900 Turbo SPG. The SPG has always been the standard of how a sports sedan with Swedish flair should be build. Its a blast to drive without losing the composure and comfort one associates with this Swedish marque.

While the SPG didn’t have trillion horsepower, its 175hp 16-valve high-pressure turbocharged engine was a giant killer between 80-120 km/h acceleration. With the Turbo X, it receives the same GM-sourced 2.8 liter DOHC 24-valve V6 as its lesser Aero silibing. It got 280 horses and 262 lb/ft of torque, that is 25 more ponies and 5 lb/ft of torque than the standard Aero. This engine has plenty of torque as 262 lb/ft only arrives at a low 2000rpm. However, its slightly fell short when it comes to high end grunt when pushed. In the mid-range, it performs admirably if not outstandingly consider its a V6 with high-pressure turbo variety. There are many normally aspirted V6 that is able to outperform this turbo V6 in the mid-range. It certainly doesn’t have the authority of SPG’s giant killer 80-120 km/h in 2nd and 3rd gears. Throttle response is prompt and responsive. The Aero X can be opt for a 6-speed manual or 5-speed automatic. The gates are notchy and throws are not well-defined. Clutch feels featherweight and lack of feedback. If you are buying an Aero X, take the 5-speed automatic because it got decent gear ratios without the compromise of the manual gearbox.

Handling: With the addition of the new and advanced Haldex AWD, which is able to transfer the power from a minimum of 5% up to 100% to the rear axle depending on which offending wheel needs extra power. Its also capable of delivering up to 40% of rear axle to the offending wheel by applying the electronic limited slip diff. Unlike the earlier Haldex design, this one is proactive instead of reactive.

Haldex AWD aside, 9-3’s chassis starts to show its age in the face of new rivals. While the chassis remains sound and stiff, it doesn’t feel as rock-solid as many of its German competitions. There remain a quite an amount of understeer even with the benefit of new AWD system. The electronic stability control has acted decently if not exceptionally uninstrsive in most cases. The steering feels featherweight and lack decent driver feedback. It needs more on and off-center feel with added precision, that’s despite the turn-in is crisp. The suspension is able to settle itself after taken a set of body rolls. Body motion control is about average if not superb as a sports sedan. Ride quality, however, its a delightful surprise. Saab engineers always able to tune their ride soft without losing the suppleness one associates with Swedish car. The X is no exception.

Brakes: With 4-wheel discs and standard ABS, the X’s pedal feel is strong and solid without any signs of fade. Both the stopping distance and pedal feel are up to the high sports sedan standards. ABS only acts necessarily when needed.

Interior: Just like X’s exterior, its only available with only one color inside. The black interior feels drab and austere, that’s despite of the aluminum and carbon fiber trims. The use of materials felt cheap and plasticky for X’s price tag. Level of fit-and-finish is about average in this class. There are just too many American GM sourced switchgears in 9-3’s cabin. While those switchgears have worked wonders in the Malibu and Aura, it doesn’t work well with a Swedish car. All those GM interior pieces have made 9-3’s interior an afterthought feel, something we don’t expect to see in a Saab.

Conclusion: So, at the end of the day, does the 9-3 Turbo X recapture the aura of the 900 Turbo SPG? I doubt it. While the SPG doesn’t have lots of horses, its chassis fitness isn’t the top of its class and the shift quality isn’t exactly crisp; its quirky and fun loving character have put lots of smiles in any enthuisast’s heart. It can’t be said about the Turbo X. Yes, it got a V6 turbo, a proper AWD and center key ignition. It just doesn’t capture the heart of the enthuisast like its forebear used to be.

As for 9-3 itself, it was considered as one of the top contenders when it first debut in 2003. Times have changed, so do the competitions. It desperately needs a complete makeover to keep it updated.

OVERALL VERDICT FOR 2008 Saab 9-3 Turbo X Sport Sedan
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Performance: 3/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 3/5
Value-for-money: 2/5

Overall rating: 2.25/5

Vehicle: 2009 Nissan Maxima SV Sport with Xtronic CVT
Price as tested: CDN$39950

Performance: Nissan claims Maxima has got back its “4 door sports car” mojo with its latest offering. Any good sports sedan has to begin with a proper engine. The new Maxima is no exception. It all begins with Nissan’s legendary VQ engine series. With its latest iteration, its a 3.5 liter V6 24-valve DOHC, or what we usually referred to it as VQ35DE. It has got all the latest advancement in variable valve timing on both intake and exhaust valves for better engine breathing. It has 290 horses and 261 lb/ft of torque at driver’s disposal. As one of the world’s finest V6 powertrains, its level of refinement is simply top-notch. Nissan’s renowed control of NVH, smoothness and flexability in their legendary VQ engine series remain intact in their latest example There are plenty of low-end grunt, as witnessed by its 261 lb/ft of torque arrives at 4400rpm. All this power is put through Nissan’s Xtronic CVT. Xtronic has always been considered as one of the best CVT available in the market. In Maxima’s case, it works equally well. Driver can also control which articial gear they are in with the steering wheel mounted paddle shifters. The level of seamless gearchange match decently with Maxima’s supposedly luxury character, as suggested by its MSRP. While the mid-range is equally potent with 290hp, VQ35DE has always been felt short on the high rpm.

Handling: Based on the modified and upgraded chassis shares with the Altima, Maxima has a good foundation to build itself on. With our SV Sport tester, it got stiffer suspension and rebound damping, larger front and rear stabilizer bars for more spirited driving experience. For a high-powered front-driver, Maxima still exhibits the same nasty habit as its predecessor. Putting 290hp through the front wheels isn’t a good idea. It has been a heavily criticized dynamic trait in its predecessor, although it got slightly improved, it doesn’t take away the fact that it is an overpowered front-driver. Another dynamic deficit is the amount of understeer when pushed. No matter how hard Nissan engineers have tuned the suspension and rebound damping.

Its not that Maxima is a completely handicapped handler. Its safe understeer is easy to control for 99% of driving population than its rear-drive peers. The steering provides familiar steering feedback and precision we have used to Maxima nameplate. With Maxima’s dynamic deficit, it isn’t hard to understand why its stability control has acted like madness when its start to get understeer and oversteer. Ride comfort is what makes Maxima stands out. It absorbs all the bumps and patholes with ease. It actually rides like more like a luxury than a sports sedan.

Brakes: With 4-wheel discs and standard ABS, Maxima provides good braking feel and stopping distance. Its brake assist doesn’t grab driver’s right foot before ABS activates. On the other hand, ABS only steps in when necessary.

Interior: Maxima’s interior is decently layout. With stereo placed above automatic climate control for easy access. The instrumentation gauges are clear and analog. Those leather seats are comfortable with good side supports. While the amount of cheap plastic has been mostly eliminated in Maxima’s cabin, we still find some nasty pieces around the center console and door panels. It is much better than before, unfortunately, still far from being class leading.

Although the Max got 60/40 split fold-down rear seats, it doesn’t take away the fact that it got a high liftover, narrow opening and tight side sills.

Conclusion: Maxima was the crown jewel of Japanese sports sedan when it first incepted in 1976. It was fast, it was fun, it has lots of bang-for-the-buck and it had great build quality. This title was completely tranished when the previous generation Maxima debuted in 2004. So it begs the question, can Nissan bring its mojo back with the 2009 version? I don’t think so. It just doesn’t have the soul and spirit that made Maxima stands out above the crowd. Its 290hp VQ35DE does provide silky smooth driving experience. But it doesn’t feel as capable as its forebears nor its peers. Its sad to see Nissan has sold the soul of its once sports sedan icon completely.

OVERALL VERDICT FOR 2009 Nissan Maxima
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Performance: 4.5/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 3/5

Overall rating: 3.5/5

Vehicle: 2009 Honda Pilot Touring
Price as tested: CDN$49920

Performance: The Pilot, as always, is powered by a sole powertrain. This is Honda’s 3.5 liter SOHC V6 24-valve with i-VTEC. Its good for 250 hp and 253 lb/ft of torque. Consider Pilot is a heavy vehicle, weighting in at close to 2100 lb for our loaded Touring tester, it needs a large engine to motivate a monster. As one expects from a Honda, this engine is a marevlous engineering when it comes to refinement, smoothness and NVH. Its also surprisingly peppy both off-the-line and in the mid range. 253 lb/ft of torque arrives at 4800rpm has provided decent pick-up for such a heavy vehicle. Its only mated with a 5-speed automatic gearbox. The gear ratios are low enough for decent acceleration while the 5th or overdrive gear is tall enough for comfortable highway cruising. There is one drawback, however, its the lack of a 6th gear. Consider Pilot’s competitions, Mazda CX-9 and Hyundai Veracruz, have both 6-speed automatic gearbox. Honda should offer one more gear in the Pilot since its a, first and foremost, an engineering-driven company. An additional gear would make Pilot an even more comfortable and relaxing highway cruiser than it already does.

What make Pilot stands above the rest of the peers is the standard of the Advanced Variable Cylinder Managment, or what Honda called VCM. This technology is able to adjust how many cylinders it needs to use depending on engine rpm, engine speed and the load it carries. Pilot is the 1st 6-cylinder SUV to offer this feature, while its Accord silibing was the 1st 6-cylinder sedan to come with this advanced technology. This Pilot is able to run on both 3, 4 or 6 cylinders at times. So does it work in real life situation? Our test average of Pilot’s fuel economy of 12 liters per 100km average is nothing short of impressive, we actually beaten Honda’s official fuel economy figure.

Handling: Pilot’s VTM-4 AWD system is a seamless system that most drivers won’t noticed when it starts to work. Its VTM-4 lock has a desired effect when one will get stuck, it will transfer the power from the other 3 wheels to the offending wheel when pushed the button on the dashboard. The added bonus is this VTM-4 lock is able to work up to 80 mph.

Other than the advanced AWD, Pilot’s driving dynamics is a delightful surprise consider its status of life. The steering provides decent feedback and responsiveness, its delighfully precise when pushed. The chassis is stiff enough without any twist and rattles. Its the sort of build quality and chassis refinement we expect from Honda. While there are quite amount of body rolls and understeer. The suspension is composed enough to settle itself after it releases the load. Its also supple enough to provide a comfortable ride quality without all those loose feel that is so familiar with Pilot’s competitions. It feels firm without feeling bouncy. Pilot’s Vehicle Stability Assist has worked accordingly. While you won’t expect Pilot to have the capabilities of a Porsche Cayenne when pushed, Pilot’s VSA only steps in when necessary. Judging from the target audience Pilot is going after, its level of instrusiveness is more than understandable before it rears its ugly heads.

Brakes: With 4-wheel discs and standard ABS, as well as brake assist. Pilot’s braking performance is much better than expect consider of its 3900 lb curb weight. The stopping distance is decent while the pedal has an eager feel to driver’s right foot, which really shows how much effort Honda has put through when engineered the Pilot.

Interior: Both the 2nd and 3rd row of the Pilot are surprisingly comfortable. When it comes the 3rd row, it got decent amount of head and legrooms thanks to Pilot’s boxy profile. Honda designers have put nice touches for both 2nd and 3rd row seats like cupholders and center armrest. 2nd row’s middle passenger is more comfortable than 3rd row.

The driver’s seat is equally comfortable and ergonomic friendly. There is a huge trip computer in the center of the dashboard, while the stereo, automatic climate control and automatic gearlever all placed around the console area. That means everything else feel right at driver’s hand when needed. There is one huge criticism, unfortunately, regarding Pilot’s interior quality. There are just more hard plastic than I expect in a Honda, or a vehicle costing close to 50 grand.

The hatch’s liftover is low and have a wide cut-off. Honda designers has figured out the way to open the rear glass to throw small items into the cargo area, instead of forcing to open the rear hatch.

Conclusion: The Pilot is the swiss army knife of SUV. It got an excellent powertrain, handles surprisingly well and superb interior layout. If you are in the market for a surprisingly fragile V6 SUV that is able to seat 8 persons, you should look no further than this Pilot.

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

Overall rating: 4/5

Vehicle: 2009 Ford Flex Limited AWD with Vista Roof, voice-activated navigation system and monopaint application
Price as tested: CDN$44674

Performance: Given the stylish Flex is based on the same underpinnings as Taurus, it doesn’t come as a surprise that it shares the same powertrain. It is the same Duratec 35, as its designation indicated. Its the 3.5 liter Duratec DOHC V6 with 262 hp and 248 lb/ft of torque. With 262 ponies on driver’s disposal, this powertrain is capable enough to move 4600+ pounds of leather-lined luxury on our loaded Limted AWD tester. 248 lb/ft arrives at 4500rpm is another reason why Flex is flexible off-the-line. We found it surprising that Flex has a more peppy and responsive acceleration than its chassis silibing, Taurus X. Mated with this motor is the 6-speed automatic gearbox. The gear ratio is perfect for Flex, as its lowest gears are low enough for good acceleration, as we have experienced. On the other hand, the top 6th overdrive gear ratio is tall enough for relax cruising. We have clocked 100 km/h revving at 2000rpm is impressive for a crossover with a V6. Other than comfortable cruising, this kind of gear ratio is good enough for decent fuel economy. The throttle response is quick. This Duratec 35 application is refined and low NVH is a delightful surprise.

Handling: Its hardly a surprise that Flex’s chassis is a stiff and stout one, given it dates back to Volvo’s large car platform. It is completely feel of groans and cracks when driven hard over bumps and patholes. That means its ride quality has a sense of European suppleness on top of American softness is an added bonus. Although Flex isn’t designed as a capable handler, however, we found its dynamic abilities are big surprise. The steering is smooth and precise, with decent on and off-center feels. This is a huge surprise because most of its peers have numb steering feel, its not with the Flex. Ford’s AdvanceTrac, or what the rest of the world called ESP, work decently with its AWD system. This AWD system works as an active safety, which coordinate with AdvanceTrac, to provide the maximum security for its occupants. The result is a crossover that is a surprise when pushed through corners. There are safe understeer and body rolls, as one expects from such a heavy crossover. But everything else is very well-tempted. The biggest drawback, however, its the large turning radius. This has been a well-documented issue with Volvo’s large car platform, it seems to be Ford still haven’t figured out the way to solve such an important issue when it comes to turning radius.

Brakes: Consider Flex’s weight, its braking distance is more than acceptable. Its brake feel and modulation are another surprise. The pedal feels solid and modulation is balanced. ABS also steps out the equation until absolutely necessary.

Interior: Ford’s interior used to be bland, boring and plasticky. Flex is the right step forward. The dashboard and door panels are covered in soft plastic, which have a nice texture and tactical to the touch. The instrumentation gauges are clear and analog. The center screen houses all the information from the radio, climate control and back-up camera. Its worthy of note that driver can change from navigation to climate control with the whole set of buttons below the screen. One can control both side of climate control to rear passenger through the touch screen. Speaking of auto climate control, its a very effective system in such a hot weather.

The faux wood trim and aluminum trim have brighten up the black interior nicely, especially with the airy Vista Roof optional on the Vista.

The 2nd and 3rd row of seats are as comfortable as the ones in front. There are plenty of head and legrooms on both rows.

Ford has done a good job with Flex’s cargo area. Its not only the hatch opens tall enough with a squared-off cut-off space, it also features automatic closing for convenience. To add more convenience, simply fold both 2nd and 3rd row flat. Its versatile enough to put the whole cupboard in with ease.

Conclusion: Flex is a very suitable name for Ford’s newest crossover. As its interior space and cargo space are flexible enough to forget any minivans, especially Ford’s now-deficit unremarkable Windstar and Freestar. Its powertrain and availability of AWD are equally flexible to every needs and wants. Flex is a game changer from Ford’s poor attempt on minivans.

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

Overall rating: 4/5

Vehicle: 2008 Scion XB
Price as tested: US$16370

Performance: The XB is powered by the most proven engine in the entire Toyota powertrain profile. This is the same 2.4 liter 16-valve 4-cylinder DOHC with VVT-i variable valve timing. In XB’s case, it has 158 hp and 162 lb/ft of torque of driver’s disposal. Despite of XB’s compact size, this 2.4 liter has to move 3020 lb of heavy metal around. Both engine refinement and flexability are undoubtly Toyota fashion. As the powertrain smoothness is able to match many of its competition’s V6 offerings. It is silky smooth with a sense of quietness unfound in this price spectum. We are also impressed with how high the gearing for its 5-speed manual gearbox, 100km/h only rev at 2000rpm. Its the same tall gearing find in Camry with the same powertrain. Throttle response is decent. However, this 5-speed manual gearbox has long throw and gates aren’t very well defined. The clutch is the saving grace, as its clutch bite and engagement point are easily found. It is the same fool proof clutch action that is a Toyota hallmark.

Handling: Given XB is based on the proven Corolla platform, it doesn’t come as a surprise it received the same kind of criticisms. The chassis is detached while steering feels numb. We have experienced how darty Corolla’s electric power steering, XB isn’t an exception. Driver doesn’t have any connection between the steering wheel and the road surface. Although the response is acceptable, it is completely lack of anything called driver feedback nor precision. There are plenty of body rolls thanks to XB’s height. Its height also spoken for more understeer than one expected. Tall driving positon notwithstanding. However, it got the same fool-proof handling trait that most Toyota owners have loved. Competent but nothing outstanding. Ride comfort is more than acceptable.

Brakes: The 4-wheel discs with standard ABS provide better than average stopping distance in the XB. The brake bite and modulation are the same story.

Interior: Thanks to XB’s boxy design, it got plenty of headroom. The rear head and legrooms are aplentry, even in front, XB got lots of space. The instrumentation gauges are clear and analog, although I am not a huge fan of electric speedometer which flying around between 81 or 83 mph. I much prefer the traditional speedometer with a needle. Toyota is smart enough to place stereo above climate control. Climate control’s location, however, placed down below right beside shifter isn’t exactly ergonomically correct. When it comes to use of materials, XB feels plasticky especially on the dashboard and door panels. But when you consider its below 16 grand price tag, its acceptable.

Conclusion: The XB really have given me some surprises. It got plenty of space, a smooth and willing 2.4 liter engine with decent value. If you are looking for a comfortable hatchback with grunt over driving dynamics, XB should be on the top of your shopping list.

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

Overall rating: 3/5

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Overall rating: 4/5

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

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

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

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

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

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

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

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

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

Overall rating: 3.5/5

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

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

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

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

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

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

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

Overall rating: 2.5/5

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

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

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

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

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

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

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

Overall rating: 5/5

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

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

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

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

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

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

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

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

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

Overall rating: 4/5

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

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

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

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

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

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

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

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

Overall rating: 4.5/5