Vehicle: 2012 Ford Focus SE sedan with Powershift and SE Winter Pkg
Price as tested: CDN$22063

Exactly how great is the new Focus? It had been finalists for both our Directshift and North American Car of the Year. One of the reasons why its so significant, is because we have been getting cheapened revised Focus across the pond, until Ford’s latest “one Ford” strategy takes place with the helm of Alan Mulalley.

Over the years, we had been getting the watered-down version of the Ford Focus. While the rest of the world had been getting the European Focus since 1998, our shore had to deal with the cheapened version of the original car. For 2012, we are getting the real deal. Alan Mulalley’s “one Ford” strategy has been working like charm. Both the Fiesta and Focus are smash hit in the subcompact and compact class. The incoming Kuga-derived Escape and Mondeo-derived Fusion will certainly be a grand slam duck hit in the marketplace.

Ford haven’t changed a single bit of what makes new Focus such a smashing hit around the globe. In fact, all the merits of what makes European Ford so special remains intact across the shore. Talking about European Ford, the first thing that comes to mind is the chassis dynamics. Although our sedan tester feels significantly softer than its hatchback counterparts, it continunes to shine through the black top twisties. The utilization of Torque Vectoring ensuring the inside wheel pushes the outside wheel into a corner, which eliminates unwanted understeer, is a welcome technical bit. A technological engineering tour-de-force which we usually seen in much more expensive AWD sports sedan. Ride quality continues to be impressive. The controlled handling and balanced ride quality are what make European Ford so appealing. Even in the softened Focus sedan, we continue to smitten by its appealing dynamic qualities. Steering feel and feedback are exceptional.

Inside, all the materials used are top-notch while workmanship are first-rate. The cloth seats in our SE tester are well-foamed and very well put together. While some of the controls feel a bit too complex at first glance, it tends to get used to over a short period of time.

We were impressed with Focus combined with manual gearbox. However, the Powershift which is an automated manual isn’t so. Ford engineers need to get the whole software refined. The reason is because it lacks the smoothness and crispness of many of its rival carmaker’s automated manual. Otherwise, its 160hp and 146 lb/ft of torque 2.0 liter motor continues to be a smooth operator.

Uninstrusive trunk hinges and low trunk liftover pretty much wrap up the Focus sedan. It is a world-class compact which is able to put smiles on every driver’s face without breaking the piggy bank. The handling is sweet and delicate, it rides like a much more expensive luxury car. And even in the somewhat basic trim level, Ford provides a reasonable array of standard features for the money.

The European Focus is definitely worthy of the wait. Ford better not tease us with the ST so long.

World class….all the way.

Likes:
Overall execution
Handling and ride compromise
Engine performance
Build quality

Dislikes:
Overcomplex center stark
Automated manual needs more refinement
Significantly softer handling of the sedan vs hatchback

Competitions:
Chevrolet Cruze
Mazda3
Hyundai Elantra
Kia Forte
Honda Civic
Toyota Corolla
VW Jetta

Vehicle: 2012 Chevrolet Sonic LTZ Turbo
Price as tested: CDN$21990

Performance: The Aveo has came across as one of the worse cars I have ever driven, its so nasty to drive which I can put it on the same list as original Kia Sportage and Dodge Nitro. GM has promised lots of good things about the Sonic, a subcompact which Chervolet has high hopes.

While the base 1.8 liter DOHC 16-valve motor has 135hp and 125 lb/ft of torque, which is more than enough for a subcompact. Its the 1.4 liter turbocharged 4-cylinder which is the engine of choice. It has 3 more horses and, more importantly, 23 lb/ft more torque than the 1.8 liter motor. Since both are based on the form of Ecotec engine architecture, the level of refinement and smoothness have been well-proven in Sonic’s bigger brother. The form of a small turbocharged engine provides desired result, when it comes to performance and economy. On the one hand, it doesn’t have the annoying turbo lag one associates with small 4-cylinder turbocharged engines. On the other hand, it delivers exceptional fuel economy even when pushed it to the max. During the day of our test drive, it averages 5 liters per 100km, which is nothing short of amazing. Along with an efficient powertrain comes a well-ratioed 6-speed manumatic gearbox. While the low 1st and 2nd gears are short enough for peppy acceleration, along with eliminating turbo lag. 3rd and 4th are always keeping the engine in its sweetspots. 5th and 6th have made for a comfortable highway cruising overdrive gears. That’s even if our loaded LT has to carry around 2800 lb.

Handling: If you still have distaste about how nasty the Aveo drove, you can completely forget about it. The Sonic is everything but when it comes to dynamic equation. It began with a stiff and rigid chassis, which serves as a great foundation for suspension components to hang its heads. The nasty chassis flex of the Aveo has gone for some rigid chassis refinement. When pushed the Sonic through the twisties, it exhibits terminal understeer while body rolls have been well-mannered. It all have done while providing some driving feel and feedback, which you won’t find in its predecessor. The amount of feel and feedback through the electric power steering has translated into driving fun. This translates into a dynamic package which is, finally, the equal of the Fiesta and Mazda2. Suspension is both sporty and comfortably compliant, while absorbing all the bumps and roughness with ease. On the other hand, GM’s excellent Stabiliztrak provides helping hands, when it comes to eliminating understeer, when pushed the Sonic to the max. Dynamically speaking, Sonic is able to put smiles on driver’s face which its something its predecessor can only be dreamed of. It has really shown how top notch engineering is able to translate a poorly executed car into an exceptional car. Sonic is the prime example.

Brakes: While Aveo’s brake pedal is infamous for being numb and spongy, Sonic’s braking performance continues to impress. While its still relying on front discs and rear drums, with standard ABS on our LT Turbo variant. The stopping distance is short while pedal always feels firm and solid. The pedal actually have some lives to its travel, which is something you have never heard of in the Aveo. ABS doesn’t step in unnecessarily is an added bonus.

Interior: Fold the rear seats completely flat, the Sonic has 30.7 cubin inch of luggage space. When they are in the upright position, it has 19 cubin inch. The hatch opening is wide and squared, which has made the luggage area rather spacious consider its physical dimensions. Add to the fact that it comes with a privacy cover and rear washer wiper, it pretty much wraps up the whole versatile equation. There are also some party tricks which have spoken for Chevrolet’s attention-to-details in Sonic’s interior refinement. You can extend the cargo space by flipping the cargo floor lowered into the bottom, as well as hiding the privacy cover behind the rear seats instead of removing it.

Both the use of materials, fit-and-finish and design have made a huge leap forward over its predecessor. The velour seats feel well-foamed and comfortable. All the HVAC and stereo are placed ergonomically on the center console. However, I am not fond of its digital instrumentation gauges. The row of warning lights surrounding the digital instrumentation gauges just look plain gaudy.

There are enough space for 2 adults at the back of the Sonic, however, just don’t try to put the 3rd one in the middle.

Conclusion: After driven the Sonic, its no wonder Chevrolet decided to ditch the Aveo nameplate. That’s because the Sonic is as far apart from the Aveo as possible. The Sonic not only has a competitive powertrain, it handles like a diggin with a sharp-looking exterior. It is finally a match for any top-tiers in the subcompact segment.

Competitions:
Mazda2
Ford Fiesta
Honda Fit
Hyundai Accent
Kia Rio
Toyota Yaris

OVERALL VERDICT FOR 2012 Chevrolet Sonic LTZ Turbo
=====================================
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: 4/5

Overall rating: 4/5

Vehicle: 2012 VW Passat TDI Clean Diesel Highline with Sport Pkg
Price as tested: CDN$40612
Mileage since picked up: 60km
Regular maintenance: 0
Unscheduled repairs: 0

While its pretty much well-known that Directshift is a huge fan of VW Passat, the general audience certainly disagreed. The previous Passats simply were too quirky for their own good. It doesn’t provide as much mainstreamness to the consumers as what Camry, Accord, Malibu or even Altima deliver in the process.

VW has taken a playbook from Honda. This playbook has worked exceptionally well for Honda, as there are two different versions of Accord. While the European Accord nee Acura TSX, provides sharp handling and playful character, the North American Accord is all about comfortable highway cruising and value content. Unlike Honda, however, VW decided not to bring the European Passat across the Atlantic. The twist is to produce the new Passat in VW’s new Chattanooga Plant for North American consumption.

Our first impression with the new “mainstream” Passat has been extremely well, unlike Jetta with similar approach. In fact, its so good that Passat TDI was good enough to earn our “Green Car of the Year” beating Buick LaCrosse E-Assist and Chevy Cruze Eco.

How well will this made-in-America Passat fare, when it comes to ownership experience? Does it continue to deliver VW’s trademark fun-to-drive factor during the process of blending in the mainstreamers?

We will continue to update over the next few months.

Vehicle: 2012 Mercedes C250 Coupe with Bi-Xenon headlight Pkg, Sport Pkg and Premium Pkg
Price as tested: CDN$44100

Performance: If you were one of those who bought your original C-Coupe due to low lease rates, you are right because that was the only reason to purchase that craptacular hatchback. For 2012, Mercedes has tried it again.

The 2nd iteration of C-Coupe has 3 different type of engine configurations. Right from 451hp C63 AMG to the highlight of our tester. With the introduction of CGI BlueEfficiency technologies into Mercedes powertrains, it finally brings direct fuel injection + turbocharged into Stuggart’s bonnets. That’s despite the fact that Stuggart has been 6 years later than Ingolsdadter, who has pioneered this nifty tricks of putting high performance and efficiency all at one compelling package.

The subject of our tester comes in the form of a 1.8 liter DOHC 16-valve, with the above mentioned technologies along with driven-by-wire. Don’t be afraid cause we have seen the similar configuration from its neighbor. Our C-Coupe has 201 ponies, while more importantly, 229 lb/ft of torque, moving 1550kg of Mercedes sports coupe. The result is an engine which is far improved over any of Mercedes’s noisy 4-cylinder rackets in the past, both normally aspirated or supercharged variants combined. Its smooth-revving while refined enough to carry Mercedes nameplate on the bonnet, even the NVH control has done exceptionally well. Mesh the typical heavy Mercedes throttle, C-Coupe takes off with ease without any hestiation. If you find C63′s V8 is overkill, there is always a 3.5 liter V6 with 302hp and 273 lb/ft of torque. Mated with this turbo’ed Mercedes is its willing 7-Gronic manumatic with paddle shifters. One of the main reasons to opt for sports package is the paddle shifters on the steering wheel. It allows driver to better manage gears before entering a corner, or just drop a cone during highway passing. On another note, this 7-speed gearbox has provide decent enough ratios in order to eliminate turbo lag on the bottom 4 gears. While leaving the top 3 gears for comfortable Autobahn-like cruising.

Handling: Don’t be mistaken that C-Coupe is based on C-Class architecture while E-Coupe is on E-Class architecture. That’s because both the C and E-Coupes are based on C-Class architecture, for cost saving measure.

That pretty much has explained how good the fundamental on which W204 C-Class architecture has been over the years. We have been praised C-Class sedan for its nice bland of sporty handling and sublime ride over the years. That holds a good foundation for C-Coupe to begin with. However, C-Coupe’s dynamic equation is something of a mix blessings. While C-Coupe’s sports suspension is comfortable compliant enough to absorb all the bumps and roughness of what we can poorly paved Canadian roads, its also supple enough to provide somewhat sporty driving experience. Its overall sharpness and reflexes just don’t feel anything special for a sports coupe. That’s even after we press the “sport” button which, supposedly, sharpen things up significantly, when it comes to suspension and steering input. Yes, it rides on a world-renowed architecture while suspension is nicely damped for providing a decent bland of Mercedes-esque ride quality and sporty dynamics. It just doesn’t provide the amout of driving fun we have exhibited in any of its peers. While the steering has provide nice feel and feedback, without losing Mercedes’s traits of numb off-center responsiveness. The body rolls have been well-controlled and able to manage to set itself up nicely after pushed. ESP, on the other hand, continues Mercedes’s tradition of a rather instrusive type. Dynamically speaking, its leaps and abound ahead of its predecessor. But then again, how many cars aren’t. But it doesn’t provide enough sharp reflexes and driving fun one associate with driving such a vehicle, especially considering how high the bar has set by its stiff rivals.

In most occassions, we prefer coupe over sedan when it comes to dynamic capabilities. Funny thing is, we were very impressed with C-Class sedan’s abilities but got underwhelmed by coupe silibings. What a surprise.

Brakes: On the other hand, C-Coupe’s brakes continue Mercedes tradition on providing sure-footness feel and feedback. It doesn’t exhibit any sorts of brake fades after a couple of harsh stops, while pedal always feels crisp and easily modulated. The stopping distance is short while ABS doesn’t step in unnecessarily.

Interior: The backseat is rather cramped given C-Coupe’s physical dimensions. Thanks to its sloppy C-pillars, it doesn’t have much headroom neither.

As for the luggage space, its surprisingly spacious thanks to low liftover and minimal side sills. Its enough for 2 persons going on a weekend trip without worrying too much about what should or shouldn’t bring.

Along comes the C-Coupe, Mercedes has addressed the materials in C-Class cabin overall. That means better use of quality materials while the center stark, which feature a multimedia interface screen, look much more pleasing to the eyes. The tasteful use of aluminum trim has added sportiness to a somewhat bland interior, especially for a sports coupe.

Conclusion: Although I have been pretty much underwhelmed with Mercedes’s latest effort of resurging C-Coupe, its already leaps and abound ahead of their original attempt a decade ago. While styling is subjective, I have felt too much Accord Coupe’s styling clues in C-Coupe’s overall blandness especially comes to the back end. The interior appointment isn’t as special as its rivals or its platform silibing, E-Coupe.

Will I recommend a C-Coupe to anyone else? Sure, I will especially in C250 guise. That’s primarily because its a superbly engineered directly injected powerplant without having front-heaviness of its V6 silibing. Its handling and ride balance will appeal to those who are shopping for an entry-level Mercedes sports coupe.

Competitions:
Audi A5 Coupe
BMW 3-Series Coupe
Cadillac CTS Coupe
Mercedes E-Class Coupe
Infiniti G37 Coupe

OVERALL VERDICT FOR 2012 Mercedes C250 Coupe
=====================================
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: 3/5
Value-for-money: 3/5

Overall rating: 3.5/5

Vehicle: 2012 BMW X1 XDrive 28i with BMW Apps Pkg, Sport Pkg, Premium Pkg, Convenience Pkg, Lighting Pkg and Navigation Pkg
Price as tested: CDN$46690

Over the years, we have tried to learn to like the original X3. Just when the second attempt of the X3 is a huge improvement over the completely garbage predecessor. BMW has the uncanny abilities to fill that void, a void of producing a rubbish entry-level crossover appeals to those badge whore, by introducing the X1.

When we first drove an X1 with straight-6, at least it has some kind of refinement resemblence of a BMW. After driven a Canadian-only X1 with N20, with has a good 245hp and 258 lb/ft of torque underneath the infamous twin kidney grille. While its torque curve is flexible enough without losing the middle punch. Its a very noisy and rough racket. Its certainly noisier than the N20 of which we have driven in 528i and Z4 XDrive 28i. We only hope the new 320i and 328i won’t have to suffer from this kind of poor refinement. Given BMW’s history of producing terrible 4-cylinders right from the E36 era. Anyone remembered the dreadful 138hp 1.9 liter 4-cylinder in 318i? The rough, noisy and unrefined nature of this N20 certainly brought back the memory of that poor motor. The 8-speed Steptronic with right gear ratios and paddle shifters are only saving grave to the whole powertrain.

What’s next is the dynamic abilities. With our X1′s optional sports package, it makes the already dreadful ride quality even worse. But doesn’t justify with improved driving dynamics. There are aplentry of body rolls and understeer when pushed, even if X-Drive and DTC have combined to make it more forgiving. Then add the electric power steering which provide poor feel and feedback, with unrelentlessly heavy effort on low speed typical of BMW steering.

Inside, X1 continues its beancounting approach to quality. Cheap plastic abound. The leather seats don’t feel substantial and up to premium car standard. Both rear seat and luggage space are cramped.

Consider our loaded X1 comes in above 45 grand. The poor combination of noisy engine, poor ride quality, so-so handling and cheap interior are completely unacceptable in any price class. That’s except if you are douchebags who are begging for that blue and white propeller emblem on the hood, or with that low lease rates. Otherwise, consider the competitions at the bottom of our review before going into that BMW showroom.

Likes:
Comfortable front seats
Clean instrumentation gauges
Chassis which yields great potential

Dislikes:
Ugly styling
Cheap interior
Noisy engine
Rough ride
Poor steering feel
……………………how about the entire car?

Competitions:
Honda CR-V
Kia Sportage
Hyundai Tucson
Nissan Rouge
Mazda CX-5
Toyota RAV4
VW Tiguan

Vehicle: 2012 Hyundai Accent GLS 5-doors Auto
Price as tested: CDN$18399
Mileage since picked up: 30km
Regular maintenance: 0
Unscheduled repairs: 0

Nothing is farther from the truth that Hyundai is the second coming of the industry lately. Along with sleek styling, packs with lots of standard features and lots of bang-for-the-buck. This South Korean automotive giant also provides everything for just about everybody, while delivering mostly everything as promised.

When Hyundai introduced the original Accent back in 1994, it was a vehicle which singlehandly changed consumer’s mind of Korea as nation of producing disposable cars. It was cheap but certainly up to the task for most purposes. In fact, I had a pleasure to drive one as my first girlfriend used to own home back in high school. The 2012 Accent is no longer cheap but it remains affordable. However, it continues to be cheerful while providing lots of fun-to-drive.

Is the latest version up the to stiff competitions in the fierce subcompact segment? We will put an Accent 5-doors hatchback through the paces in the next few months.

Vehicle: 2012 Audi TT-RS Coupe with Titanium Pkg and Sport Exhaust
Price as tested: CDN$73750

Performance: Horray for the return of Audi’s legendary 5-cylinder tubocharged engine. Here is their latest creation, the TT-RS.

As we have said, TT-RS is the first Audi returns to its 5-cylinder turbocharged roots. This return marks the great refinement and smoothness once associates with Audi 5-cylinders of yore, even with its weird cylinder firing orders. The result is a 5 banger that is as smooth as any 6 banger while return the same fuel economy as any 4 banger. Which means it has a good 335hp and 332 lb/ft of torque at driver’s disposal. All have done with any turbo lag one associates with lesser turbocharged motors. Then add the direct fuel injection and variable valve timing technologies, which makes this turbo-5 continues to breath through middle and upper rev ranges. When mated with 6-speed manual gearbox, which is the only transmissionn available in TT-RS. The clutch is light and progressive, with decent feedback. On the other hand, those 6 gears provide excellent ratios for both cruising and peppy acceleration.

Handling: When TT-RS is mated with its Magnetic ride suspension, its able to dial out 99.99% of body rolls when pushed through corners. That makes the already fun roadster handles even sweeter than which already in TT-S. While the Haldex AWD has dialled some terminal understeer when pushed, it remains a very balanced dynamic package. Then add the steering which provides nice feel and feedback, on the other hand, provide sharp and precise through the process. Body rolls are minimal. As with all good ESP, it remains highly uninstrusive until driver rears its ugly heads.

Brakes: With 4-wheel discs and standard ABS, TT-RS has one of the best brakes we have ever tested. The stopping distance is short, while pedal always feels solid and easily modulated under pressure. ABS doesn’t have unnwanted intervention is an added bonus.

Interior: The beautifully put together interior has added the awesome sports seat to the mix in TT-RS. In a nutshell, you can hardly find any interior that is more artistically designed and made as TT interior.

Conclusion: Not only does Audi TT-RS represent the first major challenger to Porsche Cayman R, its engineering significance have brought back the halo memory of Audi’s traditional straight-5 turbocharged engine previously placed underneath all the performance 4-ringers of its glorious history. One can only imagine how those stallion put through the upcoming Coupe Quattro with significantly better engine layout.

Competition:
Porsche Cayman R

OVERALL VERDICT FOR 2012 Audi TT-RS Coupe
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

Vehicle: 2012 Volvo S60 T6 AWD with BSIS, Park Assist Camera, 4C Chassis and Navigation system
Price as tested: CDN$50625
Mileage since picked up: 7300km
Regular maintenance: 0
Unscheduled repairs: 0

The last Volvo which truly put the smiles on my face was the 1995 850 T5-R. Since then, Volvo started to become boring when it comes to driving experience while styling is getting bold. That’s ironic because Volvo’s styling language has been getting impressive with right proportions without losing the boxiness used to stood for this Swedish brand.

This 2nd iteration of Volvo’s mainstay S60 has proven this Gotheberg-based carmaker starts to produce fun car all over again. While it doesn’t have the razor sharpness of its more aggressively-tuned German rivals, its merits are good enough to challenge them, on back-top twisties. Volvo 4C system is able to dial out 99% of the body rolls while keeping the handling checking at hands, its one of the better adjustable damping systems we have ever tested.

There are few things which annoyed out of me. The first thing is Volvo’s trademarked floating center console, which dated back to 2004 S40/V50. While it looks cool and cyber, with all the HVAC and stereo controls all placed on top with large knobs. The storage space behind the console is small yet inconvenience. Volvo’s blind-spot warning system has irriating warning sound. This kind of noise would encourage anyone to turn it off. If you are getting an S60, please go with the aluminum trim, for god’s sake. Its faux wood trim feels and looks so faux, it would give any faux item poor repuation. Lastly, as with all Volvo sedan’s trunk. Its both swallow with tall liftover and narrow side sills. It forced anyone who have seriously checked out the trunk to take its wagon silibing. But there is no V60 in sight for our shore.

However, 305hp with Haldex AWD certainly won’t annoyed out of me. Instead, its one entertaining powertrain combination. Its both refined and smooth cruiser, without feeling disconnected through its steering feel and feedback. When you are behind the wheel seating on one of the world’s best seats in the business, it keeps reminding me Volvo still has guts to produce some fun when it comes to luxury sports sedan.

The bottom line? I just wish Volvo will produce a performance variant of the S60, in the form of an S60R. Pretty damn sure S60R will be good enough as a reincarnation to the 850 T5-R. In yellow please.

Likes:
Swedish turbocharged personality
Nimble handling
Unique character
Ergonomic interior

Dislikes:
Faux wood trim
Lack of interior storage space
Swallow trunk
BSIS warning sound

Competitions:
Audi S4
BMW 335i X-Drive
Mercedes C350 4-Matic

Vehicle: 2012 Scion iQ
Price as tested: CDN$16760

Performance: High iQ or low iQ? That’s the question begs to be asked on this review, as Scion iQ has squarely aimed at the Smart For2. Has the iQ really upped-the-ante in the microcar segment? We will have the answer after this test drive.

While the 1.3 liter DOHC 16-valve 3-cylinder with dual VVT-i certainly won’t make anyone drag race iQ versus a sports car, its the first low displacement application appeared on any Toyota products on our shore. This 1ZR-FE has 94 horses and 89 lb/ft of torque, which mated to a relatively lightweight 996kg, which should be considered as the lightest 4-seater vehicle in the business. While we will be discussing about whether iQ is a “proper” 4-seater in the latter part, this iQ has enough grunt to move its metal around. While you won’t use us use the word “powerful” and “breathtaking” on describing the iQ, its certainly has done what its worth as a city commuter. While this little mill certainly feels busy on the mid and upper range of the speedometer, it has decent enough torque to move in the city. That’s exactly what this car is designed for. The engine sounds a bit rough and noisy when mesh with the light electronic throttle. Unlike For2′s annoying sequential shifter, Toyota has smartly incorporated a CVT into iQ’s powertrain combination. What CVT can do for a small displacement is amazing. As it doesn’t have torque converter to taken out power from the gearbox. Instead, its seamless delivery of power provides utmost efficiency by weighting in both throttle input and weight. That set, its always in the engine’s sweetspot once it reaches driver’s desired speed. In iQ’s application, it also has engine braking applied when driver pushed into “B” mode.

Handling: Because of iQ’s city car status, one shouldn’t considered it to drive like a sports car except you are a complete moron. For what iQ’s worth, it handles surprisingly well given its tall center-of-gravity and a softly sprung suspension. The suspension has taken a set once you push the iQ into a corner, exhibits terminal understeer and get back on its line properly. It feels far more confidence-inspiring in an iQ than an equivalent For2, on the same bit of twisties roads. However, iQ is not a driver’s car. Far from it. The electric power steering feels typical Toyota detached and numb, although its responsive and precise. There are quite amount of body rolls when slightly pushed. The VSC has performed of what it should be, when its time to control both understeer and oversteer. That’s very important given iQ is most driven by new drivers and city commuters.

Brakes: With front discs, rear drums and standard ABS. iQ has stopped decently. The stopping distance is short, while pedal feels firm and solid. Include the ABS which doesn’t have much unwanted intervention. iQ has performed much better than expected.

Interior: iQ’s luggage space and back seat is pretty much an either/or proposition. If you have the very cramped backseat in place, the amount of luggage space is nil. If you fold down the rear seats completely, but you have to remove headrests first, while completely into the flat floor. The iQ has better than expected luggage space for two persons.

As for the backseat, which can we say “dog seat”? We can only say iQ’s backseat is the result of marketers based on consumer clinic. When the engineers and designers said “We don’t need a backseat in a tiny car!”, those marketers say “We do because For2 doesn’t have it. We have a marketing advantage.” One say “We do”, another one say “We don’t”. Since we no longer live in an engineering-driven world. Instead, its a marketing-driven business controlled by beancounters. Beancounters agreed with marketers on iQ “needs” two more seats for better sales. Let me tell us. iQ DOESN’T NEED a backseat because its a plain tortune at the back.

On the front, its all simple instrumentation gauges of what we expect from Toyota. The use of materials and workmanship are certainly good given its city car status. The well-foamed cloth seats are relatively comfortable for a daily trip to Safeway.

Conclusion: Despite of my criticisms, I have to give credit to Toyota engineers for having the guts to better a For2 with the iQ. Its a more civilized and refined package than its most direct rival. The question remains to ask on whether you are low or high iQ when buying an iQ. If you are buying an iQ based on value, which its price suggests it has to compete with some much more refined and versatile competitions. Then your iQ might needs to be re-evaluate. If you are buying an iQ based on emotional value, then its a different story altogether.

Competitions:
Smart For2
Fiat 500
Mazda2
Ford Fiesta
Scion Xd

OVERALL VERDICT FOR 2012 Scion iQ
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 2.5/5
Interior/ergonomics/user-friendliness: 2.5/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 1/5
Value-for-money: 2/5

Overall rating: 2.25/5

Vehicle: 2012 Honda Civic EX-L sedan
Price as tested: CDN$24390
Mileage since picked up: 7500km
Regular maintenance: 0
Unscheduled repair(s): 1

Honda’s 9th generation Civic. A vehicle which this famed Japanese carmaker has delayed a year for some minor makeover, especially for its fuel economy. While we had a pretty good time with it during the whole 7500km of long-term driving, there are couple of aspects which its already fallen behind the crowd. Honda, just like BMW. Both companies used to known for producing fun cars with innovative technologies back in the 80s-90s, have been resting on its laurels, for as long as I can remember.

While it remains reliable, as should with all Honda products. We had plenty of dash rattles over the period we have driven the vehicle. The main reason is the dashboard has been filled with low-rent materials with poor fittings. Worse of all, it already felt and looked dated. In comparison to 8th generation Civic, which still has a dashboard which remains innovative and classy to the touch.

Civic used to stand for nimble, light-on-its-feet, agile and spirited performer. The current car stands for boredom. It doesn’t exactly provide sharp handling with class-leading ride quality, which was the hallmark of the Civic franchise. The ride feels choppy over all sorts of pavement, and the handling dynamics, just boredom the hell out of me. There are also plenty of road noises.

The i-MID multi information display and “Eco” buttons are just some of the gimmicks Honda tried to come out with the new Civic. To some extend, there are some features better not having standard instead of being redundant.

If you are looking for a bland-looking compact family sedan with the cachet of the Honda badge on the hood, Civic is reliable enough to put on your shopping list. Does it sound like a Toyota Corolla? Surely, it does. If you are looking for the best compact, Civic is no longer at the top of the chart. No wonder, by the time of our writing, Honda decided to go back to drawing board by pre-maturing revised the current Civic for 2013 after harsh complaints from dealers and consumers alike. We have seen the exact same story happened within Honda family not too long ago. Its called the 4th generation Acura TL.

Perhaps, for some arrogant car company, they have never learnt the mistakes and bound to repeat all over again.

As the old saying goes. Pay me now…pay me later.

In the meantime, we are waiting for what’s up in Honda’s sleeve with the premature revision in 2013 Civic.

Likes:
Comfortable interior
Reliable
Honda reputation
Fuel economy

Dislikes:
Bland styling
Cheap interior
Choppy ride
Unremarkable handling

Competitions:
Chevrolet Cruze
Mazda3
Ford Focus
Kia Forte
Hyundai Elantra

Vehicle: 2012 Honda CR-V Touring
Price as tested: CDN$34990

Performance: Powering up the new CR-V is Honda’s familiar 2.4 liter DOHC 16-valve engine. Along with i-VTEC variable valve timing and electronic throttle, this engine has a good 185 ponies and 163 lb/ft of torque. What makes Honda different from other carmakers when redesigned their popular crossover is the lack of an uplevel turbocharged 4-cylinder or V6. Because as good as this 4-banger does, its truly has served CR-V’s purpose exceptionally well. That means the usual array of refinement, smoothness and NVH as we all expect from Honda’s engineering team. Although its only 163 lb/ft of torque, its low-end is peppy without feeling sluggish. When pushed the CR-V through the paces, 185hp has more than asking for in a crossover costing over 1608kg in our loaded Touring trim. As with most Honda engines, they are willing to rev through middle and upper rev ranges without breaking a sweat. Mated with this smooth powertrain is the equally compelling 5-speed automatic. Since Honda has said its customers don’t need manumatic mode, its surely good enough to leave it in “D” as it has perfectly fine gear ratios. The bottom 1st and 2nd are low enough for responsive acceleration while 4th and 5th are tall enough for superb cruising.

Like most Honda, new CR-V has an “Econ” button which helps fuel economy after press that “green” button. Honda has claimed its able to improve fuel economy by up to 15% with that button press, by using ECM to control the throttle response and gearbox mapping to achieve that desired economy. However, it tends to lost a bit of performance.

Handling: CR-V’s dynamic abilities have never been disappointed. In fact, Honda has found a sweetspot for combining confidence handling with superb ride quality which are near perfect compromise for its target audience. The result is a compact crossover which deliver a sure-footness handling sharpness with a sense of comfort dial through the equation. Although its RealTime 4WD is a “slip first before system steps in” reactive variety, it has served 99% of the consumers perfectly right. If you are looking for an advanced full-time AWD in Honda family, one has to upgrade to nearby Acura store for the RDX. In terms of driving feel, it continues Honda’s trend of deliver excellent stering feel and feedback. The electric power steering not only does help save fuel, Honda’s setting won’t be upsetting its responsiveness and feedback too much through the process. There are minimal body rolls, while terminal understeer is expected drama consider CR-V’s reactive system. However, all are able to solve with the advanced VSA which are able to save any drivers from rearing CR-V’s ugly heads when driven above the limits.

Brakes: With 4-wheel discs and standard ABS, CR-V delivers a brake pedal feel of what it should be. The stopping distance is short, while pedal always feels solid and reassurring. Unlike Honda in the past, ABS doesn’t step in unnecessarily while pedal remains fade-free after a couple of harsh stops.

Interior: In the past, one has to open the tailgate to fold down the rear seats in any cars. There is a new party trick with the new CR-V. There are pull levers on both side of the rear seats for folding them completely. With this design, its far more user-friendly when hauling lots of heavy stuffs. Just open the side door and do this little trick. Sometimes, its the smallest thing that makes the biggest difference.

In terms of luggage space, CR-V continues its versatile tradition. Along with a nice low floor and liftover, it has a huge 70.9 cubin feet with the seats down. When the seats are up for extra passengers, it has an already plenty 37.2 cubin feet of cargo space. A privacy cover comes standard to keep goods from thieves, on the other hand, everything has been nicely carpeted and finished. If there is one major flaw, however, its the rear glass doesn’t open independently.

Up front, CR-V’s user-friendliness continues. All the major controls are initutive and ergonomically correct. The auto climate control in our Touring provides effective heating during winter. The i-MID multi-information display has served everything else from Bluetooth incoming call to average fuel economy. The green light on the speedometer tells driver how “green” are they driving. Rest of the interior has completed with nice materials and quality workmanship.

Conclusion: “If it ain’t broke, don’t fix it”. Honda is obviously getting the 4th generation of CR-V right from the start. As it combines an ideal blend of performance, handling, comfort and feature content with the usual Honda quality. While its not as technologically remarkable as some of its major rivals, its conservative approach would continue to help CR-V keep its compact crossover selling crown for years to come.

Competitions:
BMW X1
Hyundai Tucson
Kia Sportage
Mazda CX-5
Nissan Rogue
Toyota RAV4
VW Tiguan

OVERALL VERDICT FOR 2012 Honda CR-V
=====================================
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: 5/5
Value-for-money: 4/5

Overall rating: 4/5

Vehicle: 2012 Ferrari FF
Price as tested: CDN$300000

Performance: Any driving enthuisasts would gone nuts when they heard the words “Ferrari” and “FF” altogether, in fact, they have a completely different meaning to what “FF” originally mean in the industry. Subject to this test drive, Ferrari’s first foray into the world of AWD sports cars. Is it a real Ferrari? Have those Italian delivered what they promised?

Given FF’s status as a grand tourer which intended to replace 456GT, it doesn’t come as any nasty surprises that its standard with a sweet V12 powertrain. Unlike many of those 12-cylinder powerplants we have driven in many upper luxury cars right from Mercedes to Bentley, this one is not only smooth as a mirror. It delivers with the usual Ferrari soul and song. In the automotive world, there aren’t any engine note which come as passionate and entertaining to any enthuisast’s ears as those from Maranello. This front-mounted 6.3 liter V12, along with all the advanced engineering sophistcation, produces a wealthy 651 stallion and, more importantly, 504 lb/ft of torque, at driver’s right boot. As one has expected, power has never been an issue. What its really an issue is how much FF weighting in on the scale. Its close to 2-tonnes curb weight doesn’t feel very much Ferrari-like, as I would expect something lighter from this Maranello fun factory. That said, FF’s acceleration remains breathtaking while launching this heavy beast is simply a-piece-of-cake. The icing-on-the-cake is Ferrari’s masterful F1 gearbox, which has both “sport”, “comfort”, “winter”, “wet” and “esc off”…it just has about every mods for everybody. Given FF’s status as a GT, its good enough to leave it in “comfort” as suspension is comfortably compliant enough for passengers, while firm enough when driver needs to attack corners. All of these mods also have changed the shifting characteristics of the gearbox. Different shifting geometry right from more aggressive on “sport” while launching on 2nd gear during “winter” mode. As for gear ratios, they are properly weighted while always willing to up and downshifts, regardless of which mods driver has set to.

Handling: What the “FF” means “Ferrari Four”, that means its the first Ferrari which comes with AWD. Unlike many of those AWDs on the market, FF is basically a rear-driver until driver dials in “comfort” or “snow” modes. Ferrari claimed 4RM, is 50% lighter than conventional AWD. Dynamically speaking, it provides RWD driving experience without losing any confidence when its time to hit the snow mountains. The real reasoning behind 4RM only activates during those 2 modes is primiarly because, during comfortable cruising and snowy weather, you don’t need to use the more aggressive rear-driving modes. Unlike so many of those pretentious rear-bias AWD, namely BMW X-Drive, 4RM actually works as advertised. During “sport” and “esc off”, it drives more sporty than any grand touring peers out there. Its ride quality is firmer than many of its competitions, without losing the usual Ferrari feel and feedback. When dialled in “comfort”, it rides as silky smooth as any luxury cars without losing any suspension suppleness which makes Ferrari so famous. Pushed the FF hard into corners, it exhibits minimal body rolls, while both understeer and oversteer are superbly tempted.

Brakes: With large 4-wheel discs and standard ABS, FF provides exceptional brake feel and feedback as one expects from a Ferrari. The stopping distance is short while pedal feels strong and solid. Even after a couple of hard stops, it remains fade-free. ABS doesn’t step in unnecessarily is an icing-on-the-cake.

Interior: The biggest highlight to the FF is the amount of luggage space. With the rear seats up, it has 450 liters. With the rear seats folding down, its able to eats up to 800 liters of luggage. All have done with minimal wheel instrusions and low liftover.

The rear compartment is surprisingly comfortable for a grand tourer. Its comfortable without feeling confining even if its a 4-seater configuration.

In front, its the same world-class material and fit-and-finish as one expects from a Ferrari. It is simple, mostly initutive in its controls and austere in a way of what an Italian sports car should be. Those leather sports seats should be judged as industry’s gold standards.

Conclusion: Ferrari has delivered an excellent grand tourer, which combines wonderful all-weather capability with amazing practicality. In engineering terms, its a real Ferrari when you look pass its controversially bulky exterior and SUV-esque curb weight. Have those Maranello engineers delivered what they have promised? They surely do. But I am remain unsure whether this is the Ferrari which I am lusting after.

Competition:
Bentley Continential GT Supersports

OVERALL VERDICT FOR 2012 Ferrari FF
=====================================
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: 5/5
Value-for-money: 4/5

Overall rating: 4/5

Small car (between $16k and $21k) nominess:
Kia Rio
Hyundai Accent
Chevrolet Sonic

All of these subcompacts represent a giant leap improvements over their predecessors. While I always have soft spot for Accent, its a toss between Sonic and Rio as the final winner. While I love the way Sonic handles, I can’t get past its digital instrumentation while Rio’s feature amenities are just too attractive. So my pick would be the Kia Rio.

Winner: Kia Rio
Runner up: Chevrolet Sonic

Small car (above $21k) nominess:
Ford Focus
Hyundai Elantra
Honda Civic
Subaru Impreza

The playful Civic has finally become a thing of history, so does its title for the best compact. I love the way Subaru transformed a little quirky duckling into a caterpillar called Impreza. However, its nowhere near these two finalists when it comes to market significance. If there isn’t a Focus, Elantra could have taken this category with flying colors. While its hard to overlook Elantra’s sharp styling and feature amenities, Focus takes the title simply due to the market significance this European-inspired compact provides. Add to the fact that it handles like a diggin’ with the class-leading interior quality, its easily taken the title in this category.

Winner: Ford Focus
Runner up: Hyundai Elantra

Family car nominess:
Kia Optima
VW Passat TDI Clean Diesel
Toyota Camry

Just like Focus and Elantra, family car category is another hard pick between Optima and Passat TDI. Passat’s upsized dimensions finally appeal to North American, especially with its TDI Clean Diesel and VW’s typical lovely interior appointments. However, Optima in 2.0T guise is something hardly resistable. While the rest of the segment used to stand for bland and boring, Kia is able to make a statement with its stunning Optima. 277hp 2.0T could run on Regular 87 gasoline is just a delightful icing-on-the-cake as this segment winner.

Winner: Kia Optima
Runner up: VW Passat TDI Clean Diesel

People mover nominess:
Mazda5
Chevrolet Orlando
Toyota Prius V

The V makes a welcome addition to the world’s best-known hybrid franchise. However, its the choice between 5 and Orlando. While 5 has always setting the tones in the people mover category, especially with its Zoom..Zoom dynamics, Orlando came in with more versatile interior configuration. I always love 5, as I have recommended countless people to choose it. Its the Orlando which represents a first major serious rival to take on the venerable 5. So that makes Orlando a slight winner over the 5 despite its lack of belly under the bonnet.

Winner: Chevrolet Orlando
Runner up: Mazda5

Luxury car nominess:
Infiniti M Hybrid
Chrysler 300C
Acura TL SH-AWD

TL’s sweet combination of sharp handling with SH-AWD and 3.7 liter V6 is something irresistable, mainly due to its more pleasing styling clues. As for the M, its as good as it gets for a luxury hybrid. My pick, however, has to be 300C. The hosts of improvements Chrysler has put through its flagship are amazing. Refinement, performance, dynamic abilities, quality and less polarizing styling. All of these have made 300C a dead giveaway winner over the more reputable Japanese rivals.

Winner: Chrysler 300C
Runner up: Infiniti M Hybrid

Prestige car (money no object) nominess:
Audi A7 Sportback
Mercedes CLS
Hyundai Equus 5.0

2 decades ago, no one would ever believe this Korean giant is able to come out with a flagship as defining as the Genesis. Hyundai has taken a step forward with the Equus. A luxury cruiser which wouldn’t look out of place in a golf course crowded with German and Japanese counterparts. CLS continues to set the trend for a 4-door coupe which it had created. But the A7 has taken this segment simply because of its market impact. In a segment where they would never accept a hatchback, Audi has innovated with the A7 Sportback with runaway succeed. The A7 3.0T takes the title with its nifty Audi Driver Select adjustable dampers and significance it had created by selling most expensive hatch in North America, both literally and figuratively.

Winner: Audi A7 Sportback
Runner up: Mercedes CLS

Sports/performance (below $50k) nominess:
Hyundai Veloster
VW Beetle 2.0T
Honda Civic Si Coupe

This segment is all about affordable fun. Unfortunately, the one which set the standard has to take a backseat to those newcomers. I have applauded VW for the giant leap forward with The Beetle. Its 2.0T 200hp guise is just a nice prediction of how the incoming Beetle R could foreseen. On the other hand, Veloster is the new standard for affordable, sporty and fun. Its the 21st century CR-X which Honda won’t be able to do with its disappointing CR-Z. Even without the rumored turbocharged, Veloster already put lots of smiles on my face. Its a tie in this very tough segment. Beetle has advanced from a fashionable car into a properly executed sporty car, while Veloster is the new yardstick for other carmakers to judge when it comes to affordable cool.

Winner(s): VW Beetle 2.0T tie Hyundai Veloster
Runner up: Honda Civic Si Coupe

Sports/performance (above $50k) nominess:
Audi TT-RS
BMW 1M
Porsche Cayman R

Another tough segment. 1M is the first BMW that I actually find the “soul” of what BMW used to stand for in E30 and E36. Unfortunately, its just looks like a 135i with bad nosejob. TT-RS’s sweet I-5 turbocharged engine brings back Audi’s performance tradition of I-5 turbo + Quattro traction in a furious package. We loved Cayman, love Cayman S even more and we could died for a Cayman R. Dual trunks, midship engine, a choice of 6-speed manual or PDK in a world-setting suspension. The only drawback is asking for more seat time on a Porsche track event.

Winner: Porsche Cayman R
Runner up: Audi TT-RS

Sports sedan/coupe nominess:
Buick Regal GS
Hyundai Genesis 4.6 R-Spec
Mercedes C-Coupe

Buick Regal was good enough to win our coverted COTY. GS taken it to another level. Unlike the ugly duckling of the past, C-Coupe finally has the good looks to back up its mechanical ingreidents. While C250 is good enough for most drivers, its the astounishing C63 AMG, which is the rocketship of this compact Mercedes coupe. Back in 2008, Hyundai has taken the world by storm with the introduction of the Genesis. Their latest upgrade with 4.6 liter V8 plus all the goodies have made it a clear winner in this group. A simple revision already made a great car even better, just imagine the next generation…:)

Winner: Hyundai Genesis 4.6 R-Spec
Runner up: Buick Regal GS

Exotic performance (money no object) nominess:
Audi R8 GT
Ferrari 458 Italia
Porsche 911 GT2-RS

If you want the absolute best, just take the absolutely the best car in the planet. GT2-RS is raw, R8 GT is civilized. 458 Italian just represents ultimate Italian fun. All of these cars have awesome handling, absolute acceleration that could taken your breath away with heart-pounding braking prowess. 458 is the clear winner. Absolute best. No contest.

Winner: Ferrari 458 Italia
Runner up: Audi R8 GT

Convertible nominess:
Chevrolet Camaro
Fiat 500
Mercedes SLK350

On a hot sunny day, nothing else is better than driven in a ragtop. 500 is the most affordable Italian ragtop available, its also looks as cute as a bug. Just be patient when you stomping on the gas pedal. Camaro represents of what can a ragtop be made from a nicely engineered muscle car despite of its form-over-function. With SLK on its 3rd iteration, Mercedes has finally got it right…absolutely right, so it picks our convertible of the year winner.

Winner: Mercedes SLK350
Runner up: Chevrolet Camaro

SUV/CUV ($50-70k) nominess:
Mini Cooper S Countryman
Dodge Durango
Land Rover Range Rover Evoque

SUV/CUV (Luxury) nominess:
BMW X3 XDrive 35i
Jeep Grand Cherokee SRT-8
Mercedes ML350 Bluetec

Both the Durango and JGC’s huge European influence through new M-Class’s chassis have paid divided on their exceptional road manners. Durango used to stand for crappy, cheap and practical. It has become a classy, sophiscated and continue to be practical crossover which is able to sit 7 persons. Its pretty much a default pick above the sluggish Explorer and cramped Evoque in $50k-70k SUV/CUV segment.

As for luxury, its the pick between 2 chassis silibings. The choice between awesome performance with poor fuel economy or excellent performance with great fuel economy is tough. But, just like SLK for ragtop, Mercedes finally got ML right 3rd time a champ. So I pick the ML with that great diesel engine.

Winner: Dodge Durango
Runner up: Land Rover Range Rover Evoque

Winner: Mercedes ML350 Bluetec
Runner up: Jeep Grand Cherokee SRT-8

Our next two new categories are all related to the environment. EV and Green car for 2012.

Electric car nominess:
Chevrolet Volt
Nissan Leaf
Mitsubishi i-MIEV

Green car nominess:
Chevrolet Cruze Eco
Buick LaCrosse e-Assist
VW Passat TDI

EV will never be in the mainstream because of the “juice”. In order to choose our best EV, we determined which of this candidate is toughest to run out of gas….ouch batteries while offering best of space and value. i-MIEV is just too tiny for its own goods even with price advantage. Leaf is a full EV with typical Nissan quality. Its the Volt which is the engineering yardstick when it comes to EV. It has a small gasoline engine to keep Volt running when its out of batteries, while using regenerative braking to keep it recharging before full electric starts to kick in all over again. Plus it handles like a normal car with expected feature amenities for its price tag. Most of all, it looks like a normal car than science experiment is a big bonus.

Cruze Eco and LaCrosse e-Assist are another prime examples of fine GM engineering. Both of these GM products are able to achieve close to posted fuel economy figure, even if e-Assist is a battery-assisted variety while Eco is pure compact with fuel saving technologies built, when it comes to aerodynamics and gearing. However, none of them are able to beat the best of a gas burner, especially one comes from the land of Wolfsberg. With the enlarged Passat with TDI Clean Diesel, its hard to choose the other two great GM products over this VW because of the packaging it offers. Its real life fuel economy is so amazing for such a large car, its easily pick as Green car winner.

Winner: Chevrolet Volt
Runner up: Nissan Leaf

Winner: VW Passat TDI Clean Diesel
Runner up: Chevrolet Cruze Eco

Winners of 2012 Car of the Year
========================
Small car (between $16k-21k): Kia Rio
Small car (above $21k): Ford Focus
Family car: Kia Optima
People mover: Chevrolet Orlando
Luxury: Chrysler 300C
Prestige: Audi A7 Sportback
Sports/performance (below $50k): Hyundai Veloster tie VW Beetle 2.0T
Sports performance (above $50k): Porsche Cayman R
Sports sedan: Hyundai Genesis 4.6 R-Spec
Exotic performance: Ferrari 458 Italia
Convertible: Mercedes SLK350
SUV/CUV ($50k-70k): Dodge Durango
SUV/CUV (above $70k): Mercedes ML350 Bluetec
EV: Chevrolet Volt
Green car: VW Passat TDI Clean Diesel

In the past few years, there are many carmakers are able to make in road as much as Hyundai and Kia. Their huge product offensive, long warranty, bold styling, value packaging and improving residual value have transformed carmakers, which used to be considered as a pathetic joke, into true contenders. So we will give our first manufacturer(s) of the year to both Hyundai and Kia.

Manufacturer(s) of the year: Hyundai and Kia

In a segment which it always stands for boredom, Peter Scheyer, the man who was responsible for designing the original Audi TT and VW New Beetle, two of the most iconic designs in history. He has taken Kia from a carmaker with no character at all, into the most attractive mainstream carmaker. Kia Optima, which compete in the most mainstream of the mainstream segment in the industry. Mid-size family sedan. This car’s perish character and personality have completely taken the class by storm. It looks stunning, it has style in spades while keeping form-follows-function in all design details. All have done without losing the space and practicality consumers are looking for in a mid-size sedan, which would also be serve as a proper sports sedan for those who seek some driving fun.

Design of the year: Kia Optima

Our car of the year has to be a game changer. A vehicle which is able to change people’s perception of a certain makes or a particular segment. Korean, in particular, is the one who consistently able to produce game changers in recent years. The same goes for the American. Our final candidates are as follows:

Chevrolet Volt
Kia Rio
Kia Optima
Ford Focus
Hyundai Veloster
VW Passat TDI Clean Diesel

If I am one of those “greenies” who think EV is the vehicle of the future, I would have pick the marvelously engineered Chevy Volt. Unfortunately, I am not one of them. I love the Ford Focus. It gives a completely new meaning to what an entertaing compact can also feel expensive. Passat represents VW finally got what North American want. A comfortable family sedan with efficient diesel engine with aplentry of interior space. Veloster is the new star when it comes to affordable fun. But that’s not matters most during economy downturn. That means its down to two Kias. In just a decade ago, I won’t believe I would have said with their god awful Sephia and Sportage. Both the Optima and Rio have changed the names of the game, in both the family and subcompact classes. My final pick has to be the Rio. Not only does it has a sense of style, it has the character which is a rarity in this boring segment. Combined with the sporty driving experience and unparallelled feature content, add the affordability and build quality. It presses all the right buttons, both emotionally and rationally, as Directshift’s 2012 overall Car of the Year winner.

Directshift’s 2012 Overall Car of the Year winner: KIA RIO

As we are approaching on selecting the best of the best for the year 2012, we will be previewing on what we will be reviewing in the new season starting in January.

2013 Audi A4
2013 Audi S7 Sportback
2013 BMW M5
2013 Cadillac ATS
2013 Cadillac XTS
2013 Mazda CX-5
2013 Ford Escape
2013 Honda CR-V
2013 Honda Accord
2013 Hyundai Elantra coupe
2013 Porsche 911
2013 Scion FR-S
……………………………plus wrapping up our long-term Volvo S60 and Honda Civic, while introducing 2 of the newest members representing the economical side of the industry.

Vehicle: 2012 Buick Verona with Convenience Group and Leather Group
Price as tested: CDN$29115

Performance: Buick’s previous attempt at executing a compact premium car was a disaster back in the 90s. Buick would like you to forget about that Skylark as far away as possible with the new Verona. Has Buick finally achieved the goal? We will tell you at the end of the test drive.

Although Verona rides on the same architecture as the highly-praised Chevrolet Cruze, it doesn’t share any of its powertrain. In fact, Verona shares the same powerplant as its larger silibing. A DOHC 2.4 liter 16-valve unit, which comes with variable valve timing, electronic throttle and its directly injected. All that said, it has 180hp and 172 lb/ft of torque coming from this smooth and quiet unit. Given GM’s experience of engineered the well-proven Ecotec over the year, this powertrain is basically bulletproof which has been proved to be as solid as a rock. The level of NVH and quietness are simply world-class. The same praise also goes for GM’s 6-speed manumatic. Unlike the unit in Cruze, the gear ratios are much better proportioned. As with all GM auto units, the shifts are crisp and precise without any drama.

However, all aren’t that rosy when compares Verona with its competitions. The biggest problem is its weight. Our loaded version comes in at 3300lb which is nothing less than a porky pig by any sketches of standards. The biggest issue with the engine, however, is that it feels rather underengined given how good the chassis has been. Although having 180 ponies sound potent for a compact, it feels rather gutless even if Verona has the typical light throttle response as all GM products. GM has promised a better powerplant, which comes in the form of a turbocharger unit based on Ecotec, would come underneath Verona’s hood. I say. Bring it on, Buick. Verona needs a turbocharged 4 sooner rather than latter.

Handling: Given Verona shares the same impressive architecture as Cruze, its undoubtly it has an absolutely excellent chassis to ride on. That has given its suspension components are great place to hang its hats. Unlike many of Verona’s intended rivals, however, this car is intended to be comfort and luxury-oriented rather than sport-oriented. That’s very obvious when it comes to Verona’s suspension tuning. The suspension is easily taken a set after pushed through the corners, which is able to settle itself down, after a set of body rolls. As expected from this chassis, body motions are exceptionally controlled. There are some terminal understeer, as expect from a comfort-oriented luxury sedan. As with Cruze silibing, steering provides excellent feel and feedback, without feeling numb and featherweight, as with many Buicks of the past. The entire car’s European influence is obvious, right from its chassis setting to suspension damping. While you certainly won’t mistaken it as an A3 or TSX when driven around the black top twisties, it certainly would serve those who are seeking the same level of silky smoothness as ES350. The ride quality is very impressive, indeed. What makes it so damn impressive is it combines the European suppleness, when dialling in the suspension geometry. All without losing the softness and cushionness one associates with Buick brand. Add to GM’s top-notch Stabiliztrak stability control, its really hard to rear this compact Buick’s ugly heads no matter how aggressive its driver intended to be.

Brakes: With 4-wheel discs and standard ABS, Verona’s pedal feel continues to be impressed. The stopping distance is short, while pedal feels firm and solidly modulated. It doesn’t have the spongy and doggy pedal feel of Buick compact of its bad ole days. In fact, its on par with anything Buick has come out lately. Not only ABS doesn’t stepo in necessarily, its pedal remains fade-free after couple of harsh stops.

Interior: Although the trunk liftover is high and side sills are rather narrow, its luggage space is pretty spacious given Verona’s compact dimensions. However, its poppy stick hinges tend to hit into every groceries underneath is an absolute no-no in my book.

There are enough space for 2 adults but rather cramped with 3 at the back.

If you remember the last compact Buick, its interior layout and materials are disasterous. The Verona is everything but…everything else has been finished in quality materials right from the soft-touch plastic on the dashboard to the supple leather seats. The touch-screen is initutive, so do its navigation system and auto climate control. The “engine start” button placed alongside stabilty control on top of the dashboard is a smart move. The main reason for Verona’s church-like quietness is Buick’s incorporate of double-laminated glass all around. That alone put the Verona as quiet as anything I have tested from Lexus and Mercedes.

However, Verona doesn’t come with a full power driver’s seat is something that shouldn’t be forgiven. It only have partially powered for driver and full manual for passenger side are disappointment, given its price tag. When you are paying for a Buick, you expect everything else to be loaded including full power driver’s seat.

Conclusion: Power aside, both literally with the throttle and physically with the driver’s seat. Verona has done a great enough job for those of us, who are old enough to remember how craptacular the Skylark was. Its also serve well enough for those who think Regal is too large, while they find many of its intended rivals are too rough riding. The bottom line? Buick has another homerun on its hands.

Competitions:
Acura CSX
Audi A3
BMW 323i
Mercedes C250
Lexus IS250

OVERALL VERDICT FOR 2012 Buick Verona
=====================================
Performance: 2.5/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 3/5

Vehicle: 2012 VW Tiguan Highline 4Motion with Technology Pkg and Sport Pkg
Price as tested: CDN$50008

Performance: Facing with many stiff competitions from both Korea and Germany, its about time for VW to revise their compact Tiguan crossovers.

Beneath the redesigned grille lies VW’s world-renowed 2.0TSI powerplant. This turbocharged 2.0 liter DOHC 4-cylinder 16-valve unit is good for 200 ponies and 207 lb/ft of torque, which even if Tiguan has to carry 1541 kg on our top-of-the-range Highline trim. It still has plenty of get-up-and-go whenever driver nails the electronic throttle. Unlike many of the turbocharged engines, this TSI doesn’t have the annoying lag, which tend to make the car feels rather ordinary before certain rpm. In fact, it spools up quickly and efficiently, on whenever demands it. That makes the Tiguan has the fuel economy of a small 4-cylinder, we averaged of 12 liters per 100km, which has to be considered to be really good given its performance prowess and overall mass. When it comes to refinement, NVH and smoothness; this TSI engine is simply world-class. Its engine idling and revving quality are anything but feel like a 4-cylinder, in fact, it feels more like a V6. Mated with this engine is VW’s 6-speed Tiptronic gearbox. While the gearbox has excellent gear ratios, which the bottom two gears are low enough for peppy acceleration. Middle 3rd and 4th always keep the engine in sweetspot while 5th and 6th for comfortable cruising. The lack of a proper paddle shifters are something that its been crying out for. Without the paddle shifters, its better to leave the gearbox in “D” for comfortable cruising abilities.

Handling: Based on Golf’s excellent architecture, Tiguan has a great place to begin with. Combined with the excellent 4Motion AWD, which automatically transfers the power from the front wheels to all four wheels, whenever it detects wheel slippage. Along with the excellent ESP which eliminates both understeer and oversteer. The Tiguan feels pretty much like a hot hatch, when it comes to dynamic abilities. The body motion is well-controlled, while the suspension is exceptionally calibrated, for both sharp handling and comfortable riding quality. The result is a crossover which handles like a hot hatch while riding like any proper luxury car. The electric power steering provides sharp and responsive feedback. When its time to push the Tiguan into a corner, the body first takes a set before it settles itself nicely with well-calibrated suspension.

Brakes: With 4-wheel discs and standard ABS, Tiguan’s braking system up to the high standard usually set by VW. The stopping distance is short, while pedal feels solid and easily modulated. All combined with the ABS which acts up at the right time wrap up the whole equation.

Interior: The Tiguan’s luggage space is nicely layout. With proper carpeting, a low liftover and fold-down rear seats; Tiguan has up to 56.1 cubin feet of cargo space. It also has a rear washer/wiper to clean off the back window. If there is a drawback, its the rear glass doesn’t open independently.

With Highline’s huge sunroof, it opens up Tiguan’s cabin nicely. The rest of the interior is typically VW form-follows-function philosophy. No electronic gimmicks. Everything else is about top-notch build quality and workmanship. The leather seats are both comfortable and well-foamed.

Conclusion: If there is one huge drawback of Tiguan, its the use of Premium fuel. Other than that, its still has enough merits to challenge the new rivals. The interior is comfortable, along with a great chassis with a nifty 4-Motion AWD system. Until the arrival of a more North American-oriented compact crossover from VW, Tiguan should solider on nicely for a couple more years.

Competitions:
BMW X1
Honda CR-V
Hyundai Tucson
Kia Sportage
Nissan Rogue

OVERALL VERDICT FOR 2012 VW Tiguan
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

Vehicle: 2012 Ford Focus SEL hatchback with Luxury Package
Price as tested: CDN$26949

Performance: While the original Focus is the most recalled car in history, Ford has claimed the new version revolutionize the whole segment. Has new Focus really revolutionzed this ultra-competitive compact segment? We will find out after this test drive.

As with any Focus, its available with both sedan and hatchback. However, any of the offerings is currently motivated by a world-class 4-cylinder powertrain. Along with direct fuel injection, TI-VCT and throttle-by-wire. This 160hp powerplant is able to run on Regular 87 octane gasoline. With 160 ponies and 146 lb/ft of torque, this DOHC 16-valve really moves the Focus with authority. Unlike the Focus engines of yore, this engine is both a smooth and refined operator. Gone with original Focus’s rather rough and noisy racket, in with a superbly refined and potent powertrain. The TI-VCT really have a desired effect when adding better low-end grunt to Focus’s performance. Mesh the light throttle, Focus takes off without any hesitation. On the other hand, it doesn’t feel run out of breath when pushing this engine further up the rev range. Our tester comes with the standard 5-speed manual. The throws are sharp and precise, while clutch is progressive and easily modulated.

Handling: In the automotive universe, product is the main core to any success. Ford, as a motor company, has learned plenty of mistakes over the years. When Ford intended to push for “1 Ford” back in the early 90s with the Contour and Mystique (many in the industry joked them as Detour and Mistake ), it was a failure because of their beancounters cut corners on the original Mondeo underpinnings. After current CEO, Alan Mulally, took helm of FoMoCo, he decided to use “1 Ford” strategy agaon instead of having different models on the same chassis around the world. The major reasoning is European Ford has always been judged as the gold standards across the pond. Secondly, its the reduced cost for unnecessary to develop two different models for different continents. The first successful story was the subcompact Fiesta introduced last year, the latest Focus is the latest example of this prime strategy. What makes this strategy works so effectively, is they decided not to watering down the exceptional European suspension for our North American consumption. The dynamic abilities haven’t gone south even if Focus has across the Atlantic. They only re-engineered the ride height and some suspension calibration, so that it can accommodate our winter tires.

What makes the Focus handles so beautifully through the corners? It all begins with a world-class platform that is completely free of any cracks and rattles. The simple fact is that the fundamental for Focus is so good, its able to handle much more powerful engines in the upcoming ST and RS. Another major advancement to Focus’s front-drive chassis is the Torque Vectoring System, which is able to dial out 99% of the understeer. The whole system uses the outside wheel to transfer power to the inside wheel, which dials back the power transfer to the offending wheel with less power. With more power on the outside wheel assisting the inside wheel, its able to take the vehicle out of the corner smoothly without any drama. That means the Focus has minimal to no understeer when pushed. The whole system is similar to Audi’s Sport Differential. Only in Focus its accomplished in a front-driver while Audi executed in a more complicated AWD fashion. On top of that, Focus’s electric power executes impressively. In the past, electric power steering both is numb and lack of precision, current offenders have to be those from BMW. Focus’s system is anything but. There are plenty of feel and feedback, while being precise, responsive with sharp turn-in reflexes. Body rolls are minimal. On the other hand, its ESC remains an uninstrusive type. That means any enthuisast can have a chance to dial a bit of tail out before it steps in to save from ugliness. Push the Focus on any black top twisties, it exhibits the same kind of driving fun we always fond on hot hatches. Golf GTI is being the prime example of this very leading class of hot hatches. The base Focus provides the same kind of smiles when getting behind the wheel. Imagine what would happened with the hot Focus ST and RS coming on the horizon.

Brakes: The new Focus comes standard with 4-wheel discs and standard ABS, along with Brake Assist. The pedal always feels solid and superbly modulated, while remains fade-free after a couple of harsh stops. ABS doesn’t step in unnecessarily is an added bonus. BA doesn’t grab your leg like ghost shown how much engineering Ford has put it through.

Interior: Along with low liftover and minimal side intrusions, Focus’s luggage area is impressive with the rear seats fold down. It has 44.8 cubin feet with rear seats fold down, while having 23.8 when seats up. Focus has the most luggage space in any compact car. If there is one pet peeve, its the rear seats don’t go completely flat into the floor. Pity.

There is nothing further from the truth that Focus has the best interior in its class. The use of plastic and leather materials are world-class. All the instrumentation gauges are clear and analog, while automatic climate control is initutive and user-friendly. The aluminum trim has added some sportiness to the already classy interior. In terms of switchgears, its hard to find anywhere close to this sort of classy finish in this end of the price ladder. Leather seats are both supple yet firm; without losing the right thigh, back and side supports while playing in corners.

Conclusion: The new Focus has simply blown me away. Everything from the docile handling to interior appointment are world-class. Has Ford revolutionized the compact segment with the introduction of the 3rd generation Focus? It surely does. The new Focus has joined Mazda3, as Directshift’s benchmarks in this tough segment.

Competitions:
Mazda3 Sport
VW Golf
Toyota Matrix
Kia Forte5
Hyundai Elantra Touring

OVERALL VERDICT FOR 2012 Ford Focus hatchback
=====================================
Performance: 4.5/5
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: 4.5/5
Value-for-money: 5/5

Overall rating: 4.75/5

Vehicle: 2012 Toyota Yaris SE automatic
Price as tested: CDN$19990

Performance: When Toyota introduced the Echo in 2000, it revolutionized the whole subcompact scene. Will Toyota able to do the same all over again with the new Yaris?

Unfortunately, while the rest of the industry have advanced the source of directly fuel injection. Yaris still stuck with the same powertrain combination as a decade ago. That’s the same old, same old 1.5 liter DOHC 16-valve 4-cylinder with VVT-i. It has a decent 106 ponies with an acceptable 103 lb/ft of torque at driver’s disposal. Mesh the light throttle, Yaris takes off quite easily. Although this is a proven powertrain which is downright reliable, its no longer the hallmark when it comes to refinement. During the initial launch of the Yaris in low rpm, it feels relatively smooth. However, it feels rather buzzy when pushing this engine to the max. The biggest problem has to be its 4-speed automatic. Just when the rest of the segment has moved from 4-speed to dual-clutch gearbox to 5-speed variety, Toyota is still stubborn to this aged combination. This aging combination of powertrain has made Yaris revved at a high 3000 rpm while driving at 110 km/h, which is buzzy on a highway ride. If Toyota is able to put a CVT or even 1 more gear in the gearbox, the highway ride would be more relaxing.

Take a look at the competitions:
Honda Fit has 117hp, 106 lb/ft of torque and 5-speed A/T
Mazda2 has 100hp, 98 lb/ft of torque and 4-speed A/T
Ford Fiesta has 120hp, 120 lb/ft of torque and 6-speed dual clutch gearbox
Hyundai Accent has 138hp, 123 lb/ft of torque and 6-speed A/T
Kia Rio has 138hp, 123 lb/ft of torque and 6-speed A/T

Except for Mazda2, all of Yaris’s competitions have moved from 4-speed into more advanced gearbox technologies for superior refinement and gearchanging efficiency.

Handling: The single biggest difference between our SE tester vs LE is the stiffer shocks and springs. The result is a Yaris which handles much better than before. While the standard suspension on the LE feels rather softly sprung, SE feels sharper and more responsive. However, it doesn’t mean Yaris handles like a hot hatch. In fact, it still handles like a Toyota appliance. It all begins with a rather solid, if detached, chassis. Then add a responsive if darty and vague electric power steering to the mix. Ride quality is comfortable while absorbing all the bumps and roughness with ease. There are plenty of body rolls, even if body motions are well-controlled. Terminal understeer is kinda expected in a subcompact appliance. ESC is standard on with Toyota’s “Star Safety System”, which is a godsent in any cases.

Brakes: Front discs, rear drums and standard ABS; Yaris’s stopping distance is more than acceptable. Pedal feels solid and reassurring, while ABS has stepped in at the right time at the right place.

Interior: The single biggest improvement to Yaris’s interior design is the instrumentation gauges. I have never been fans of Yaris’s center instrumentation gauges. Toyota has smartly placed it in front of the driver instead of center positioning. Another improvement is the use of plastic materials, which feel classier and less plasticky. Those velour seats are comfortable with the right support. The rest of the interior has been very well layout with stereo placed on top of the HVAC, except for the bland looks.

Open the Yaris’s hatch, it has a low liftover with minimal side instrusions. However, the fold down rear seats are able to go completely flat with the luggage space is a neat design.

Conclusion: “Its just a car” is the tagline for 2012 Yaris. Toyota is right on the money. That’s because Yaris is really “just a car” for what its worth. Just like every other Toyota products, its doing everything well but nothing outstandingly. While its not exactly a poorly executed product, it isn’t exactly a stealler one neither. Pity. As for the question I asked at the top. Toyota no longer revolutionize the subcompact with the new Yaris. Instead, its resting on its laurels, while watching peers raced past them.

Competitions:
Chevrolet Sonic
Ford Fiesta
Mazda2
Hyundai Accent
Kia Rio
Honda Fit

OVERALL VERDICT FOR 2012 Toyota Yaris SE
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 2.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 2.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 3/5

Vehicle: 2012 Land Rover Range Rover Evoque Coupe Dynamic with 20″ wheels, Black Panoramic roof, Ebony headliner,Adaptive Dynamic, Blind Spot Monitoring, rear seat entertainment, satelite radio and 4-seater Pkg
Price as tested: CDN$70075

Performance: Beneath Evoque’s sleek hood lies Land Rover’s 2.0 liter DOHC 16-valve 4-cylinder turbocharged engine; which comes along with direct fuel injection, variable valve timing and electronic throttle as hosts. With 240 ponies and, more importantly, 340 lb/ft of torque. Its able to move Evoque quite efficiently if not remarkably quick off-the-line with its 3680 lb of British gentleman like of luxury. Along comes with a refined 4-cylinder turbocharged engine, which doesn’t have any of those annoying turbo lag. Its quite free-revving in both middle and upper rev ranges for Land Rover standard. By LR standard means its mostly for low-end torque for off-road capability. You won’t be mistaken an Evoque is from the same automotive giant called Tata, as it shares the same annoying pop-up shifter as in Jaguar. While it looks like a neat idea, it will be a P.I.T.A when there are any electronic problems occurred in the Evoque. Given LR’s gluesome quality history, its bound the happen pretty soon. However, the 6-speed gearbox has worked decently well with this powertrain.

Handling: Unlike any LR or RR came back, Evoque is purely an on-roader rather than a true off-roader. Put the Evoque into “Dynamic” mode, its quite a capable crossover to begin with. The MagneRide adaptive damping is able to adjust the suspension by controlling both body rolls and pitch. Which, in turn, is able to dial out 99% of body rolls when pushed the Evoque through twisties. For a crossover, Evoque’s corners are as sharp and flat as anyone can imagine. Along with the sophiscated AWD system, which works exceptionally well with its dynamic stability control, its also provide exceptional active safety to both driver and its occupants. The steering is sharp and precise, without any of those annoying traits one used to be with off-road oriented LR. This on-road oriented Evoque provides nice steering feel and feedback, which is a rarity in LR products. The result is a crossover which is pretty much fun around a twisties as on the open road. However, its ride quality isn’t exactly class-leading. As it rides firmly without absorbing all the bumps and roughness with ease. You pretty much feel all the expansion joints given the harshness through suspension damping.

Brakes: With 4-wheel discs and standard ABS, Evoque’s braking performance is as good as it can get. The stopping distance is short, while pedal feels solid and easily modulated. It doesn’t have the numbness and spongeness of LR’s usual pedal travel. ABS has acted more on par with anything on-road oriented instead of off-road oriented, which is what Evoque is all about.

Interior: If you are expecting Range Rover kind of space inside an Evoque, you are pretty much done. Evoque is all about form-over-function. The lack of proper headroom on all positions. If you thought the backseat is cramped in 4-door Evoque, our Coupe is even worse. The luggage space is at a premium, even if it claims to have 550 liters. When both of the seats fold down, there aren’t going completely flat. Instead, it left as a bit of a slope for a box to floating around in an unsafe manner.

However, the use of quality plastic and leather materials in the cabin in world-class. We haven’t found any panel misfitting or dash rattles as in most LR we have tested before. The leather seats are formed with top-notch materials, which provide wonderful back, side and thigh supports. There are plenty of ergonomic quirks right from the annoying shifter to auto climate control, which needs time to get used to.

So let all those ergonomic quirks continue with both of the starks. There are way too many functions going on both of the starks, which control everything from turn signals, headlight operation to right side’s washer/wiper with busy graphics.

Conclusion: Land Rover claims Evoque is all about emotions. Judging by the loaded price and its compromises, you pretty much have lots of emotions for shelling out 70 large grand for a cramped 2-door crossover with 240hp “only”. All those emotions, however, have generated from the sleek styling to the cachet of owing the smallest of the Range Rover portfolio. If you have such emotions with lots of disposable income, while appreciate the best on-road driving LR ever. The Evoque is a car for you.

4-door competitions
===============
Acura RDX
BMW X1
Lexus RX350
Infiniti EX35
Mini Countryman Cooper S

Coupe competition: None

OVERALL VERDICT FOR 2012 Land Rover Range Rover Evoque Coupe
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 2/5

Overall rating: 3.5/5

Vehicle: 2012 Volvo S60 T6 AWD with BSIS, Park Assist Camera, 4C Chassis and Navigation system
Price as tested: CDN$50625
Mileage since picked up: 4500km
Regular maintenance: 0
Unscheduled repairs: 0

As we entered late September, we already had our first rain and windstorm. It already proven to be a great time to test S60′s combination of Haldex AWD and DSTC dynamic stability control systems. These two systems work together extremely well during poor weather. While the AWD acts as a second line of defence to its stability control, which means former starts to stepping into the equation while latter has reached its thresold. It works exceptionally whenever driver hits a patholes on highway speed in such a dire weather. The sure-footness chassis fitness mated to a steering, which provide confidence feel and feedback. Altogether make S60 a very safe and sound family sedan. When added to S60′s 4C chassis control, its able to put together a package which is both safe and fun in a stylish package. When the weather starts to get sunny, S60 is beckon to be driven with sporty road manners. It acts as both a proper family sedan with luxurious appointment, or a sports sedan with unique Swedish personality.

On our final update, we will wrap things up which include one very annoying trait.