Vehicle: 2010 Mazda3 Sport with moonroof, Luxury Pkg and GT-E Pkg
Price as tested: CDN$29230

Handling: Mazda3 has always been considered as the benchmark in the compact car segment. The original Mazda3 was a huge hit when it first came out in 2004, will the new version upped-the-ante in this competitive segment? We will find out after this test drive.

Just like the original Mazda3, the new version also based on European Ford Focus platform. That helps its level of rigidty and stiffness are right above-and-beyond anything in its price ladder. The base is solid and flex-free, its also strong enough for suspension systems to hang its heads. What is most impressive is the ruggedness and solidity that are only been found in many European sports sedans that cost twice as much as this Mazda3. Of my recent memory, only the Hyundai Elantra Touring has this level of chassis solidty and integrity that are able to match Mazda3.

When it comes to driving dynamics, Mazda3 continues to shine. While the outgoing car’s dynamic abilties are exceptional, the new one is wonderful. The electric power steering provides great feedback and precision, without feeling twitchy. The feedback is balanced without being overly sensitive. I always said Mazda engineered the best out of the electric power steering, Mazda3 makes no exception. Pushed through corners, Mazda3 hangs on confidently and without losing the fun factor. This hot hatch is able to dance on the corners, with minimal body rolls and well-controlled understeer. All have done without compromising anything, in terms of ride comfort. Thanks to its European roots, Mazda3 has a ride quality that is able to combined the best of German suppleness without losing any of its softness to occupy its passengers.

Performance: As usual with Mazda3, the base motor is a 2.0 liter 4-cylinder with 148hp and 135 lb/ft of torque. This engine is more than enough for most purpose. If you are in search for the most powerful Mazda3, you have to upgrade to its new 2.5 liter DOHC 4-cylinder 16-valve motor. This engine already served a much heavier Mazda6 impressively, even in its base form. Consider Mazda3 is a lighter vehicle, this 167hp 2.5 liter definitely brings performance and flexability to the party. With 168 lb/ft of torque arriving at 4000rpm. Mazda3 takes off the line with ease. Its not only it got a responsive throttle, the sweet 6-speed manual gearbox with excellent gear ratios have matched with it perfectly. The clutch also has a perfect blip point. The optional 5-speed manumatic works in similar fashion. As both gearboxs are willing partners to this willing motor. The only pet peeve is its fuel economy. Although the outgoing car’s 2.3 liter isn’t exactly considered great. The new one feels quite thirsty given its small car status. We average a 10 liters per 100km, as an average of 50% both highway and city during test drives

Brakes: Mazda3 Sport comes standard with 4-wheel discs and standard ABS. As expected, Mazda3’s brake pedal and modulation feel great. The modulation is easy thanks to a good biting point while pedal has a balanced feel to it. Not to mention its ABS only intervenes necessarily.

Interior: If you are in quest for a compact car with luxury car appointments, Mazda3 is definitely the one. On our tester with Luxury Package, it comes standard with excellent leather seats which have great side and thigh supports. The interior continues Mazda’s “Zoom..zoom” theme of sporty elements without losing any of its functionality. The auto climate control works flawlessly, so do all the necessary controls. Mazda3 also scores with the best use of interior materials in its segment.

When it comes to versatility, Mazda3 Sport doesn’t give up anything. Firstly, the hatch opens wide and tall for easy access. The liftover is low with wide side sills for loading large cargos. When you fold down the 60/40 split fold-down rear seats, you can put anything into it without breaking a sweat. The most impressive thing is, the whole loading area has been designed with a box-like sharp. So that its perfect for loading and squeeze all the possible spaces.

Conclusion: The new Mazda3 is a giant leap forward over its predecessor, which already considered as a benchmark. The new one will set a very high standards that are very hard to surpassed in this class.

OVERALL VERDICT FOR 2010 Mazda3 Sport
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Performance: 4.75/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.75/5

Vehicle: 2009 Audi Q5 3.2 Quattro Premium
Price as tested: CDN$49250

Performance: On our latest edition of “premium compact SUV renissance”, we take a look at what Audi dubbed as the sportiest SUV on the market. Is the new Q5 really the most dynamic SUV available, or just a pure marketing plot? We will find out after this test drive.

The Q5 is only available with Audi’s proven 3.2 liter DOHC 24-valve V6 with direct fuel injection, advanced variable valve timing and Valvelift system. This engine has been proved to be a refined and flexible unit as we have witnessed in both A4 and A6. In Q5 guise, it got slightly revised to 270 horses and 243 lb/ft of torque. When it comes to throttle response, Q5 has aplentry. Its electronic throttle doesn’t have the usual lag we associate with this system. Its responsive without feeling abrupt. This powertrain is surprisingly powerful consider it has to move Q5’s 4178lb of German leather-lined luxury. 243 lb/ft of torque arrives at only 3 grand means there are lots of get-up-and-go on the bottom range. On the other hand, the enhancement of variable valve timing and Valvelift system has improved this V6’s mid and top ends a whole lot. As we have said in the past, given Audi’s engineering prowess, this V6 should have messaged 30 or 40 more ponies to its full potential. That said, there are rumors that Audi is going to put that amazing 3.0 liter supercharged V6 with 300 hp and torque under the hood of the Q5. If it becomes reality, Q5 will become a detuned S4 instead of A4 SUV. 6-speed Tiptronic is the only gearbox mated to Q5. With the new software, this Tiptronic has a more aggressive shifting points for both up and downshifts. It has a desired effect as it addresses the slow reacting Tiptronic in the past. The short low gear has enhanced pesky acceleration while the top 6th gear has given excellent highway cruising. It clocks at 2400rpm while driven at 100 km/h. Given the vehicle’s weight, it has returned an average of 13 liters per 100km which is very good in this respective class. Its just the lack of paddle shifters on our Premium has discouraged the use of the manumatic mode. But still, that makes a better use of the engine range through the gearlever.

Handling: Given the Q5 is based on the well-received A4 platform, it doesn’t come as a surprise it has an excellent fundamantal to begin with. The chassis is stiff and solid without any sorts of groans and rattles. Audi has moved the engine backward for better weight distribution in their latest MLP platform. Not to mention the use of rear-bias 40/60 Torsen Quattro have given Q5 some wonderful ingedients of a very capable SUV. Even on our tester without the optional Audi Drive Select and sports package, it handles like its on rails. The credit has to go to a well-calibrated suspension that is both compliant and supple. Its firm enough to satisfy any driving enthuisasts, on the other hand, its compliant enough to provide enough damping for a cushion ride. Push through twisties, you can’t find any SUV as fun-to-drive as this Q5. It handles more like a jacked up sports car than an SUV. The steering is sharp and precise, with excellent feel and feedback. It doesn’t have any kind of twitches when pushed. Given its center-of-gravity, Q5’s body rolls and understeer are well-tempted. Best of all, the Quattro system allows a bit of oversteer before the excellent stability control steps in. The ESP doesn’t step in unnecessarily, which acts at the right place at the right time. If the base car already handled like this, imagine the Q5 opts with that nifty Audi Drive Select and S-Line sports suspension.

Brakes: With 4-wheel discs and ABS, the Q5 stops as well as it drives. The stopping distance is short, while the brake pedal and modulation are exceptional. The ABS won’t have any unwanted intervention even during a couple of hard stops during rain. Thanks to the electronic brake force distribution, it doesn’t have much nose dive during heavy braking neither.

Interior: Over the years, Audi has been known for building great interior that has superb layout with excellent materials. The Q5 has taken another step forward. Everything else from the top of the dashboard to door panels have wrapped up with world-class plastic materials. Those soft plastic materials are both classy to the look and touch. The rest of the interior is typical Audi layout. The 8-way power driver’s seat with tilt/telescopic steering can make anyone with any size can find a perfect driving position. Everything else from auto climate control to stereo system are logically done. The Panoramic sunroof on our Premium tester has opened up Q5’s interior, especially the one with all black.

There are plenty of head and legrooms for rear passengers. All the top-notch materials continue at the back from headlining to door panels.

At the back of the Q5, its equally well layout as its practical. It begins with a rear washer/wiper for the rear glass. Open up the hatch, the liftover is low and cut-off is squared for loading versatility. Combined with fold-down rear seats, you can put anything you can imagine at the back of this Q5. There is only drawback, however, is the rear glass doesn’t open independently. Consider Q5’s price tag of $49 grand, it should.

Conclusion: With the introduction of the Q5, Audi has produced another class leader in the compact SUV segment. Not only does the Q5 is the most dynamic SUV in its class, its also look and perform apart without losing anything in terms of versatility. In short, this is the new benchmark in the compact SUV class.

OVERALL VERDICT FOR 2009 Audi Q5
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Performance: 4.5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

Vehicle: 2010 Ford Fusion Sport AWD 3.5 V6
Price as tested: CDN$36749

Performance: Other than the introduction of hybrid to Fusion, the biggest highlight is the addition of a more powerful engine. During our initial test drive of the original Fusion, we found out power is the biggest issue with this otherwise nice car. For 2010, Ford added a 3.5 liter V6 in addition to the 3.0 liter; as well as upgraded the base 2.3 liter 4-cylinder to 2.5 liter.

This excellent 3.5 liter V6 is only available with the Sport AWD. It has 263 horses and 249 lb/ft of torque at driver’s disposal. The sluggishness of the 3.0 liter has addressed dramatically with the latest 3.5 liter. As it provides plenty of power thoroughout the rev range, even if it carries the additional weight of AWD. While the impressive low-end torque of 249 lb/ft arrives at 4500rpm seems high, it works exceptionally well without any hestiation as the smaller engine. On the other hand, the variable valve timing has helped Fusion’s top range a whole lot without feeling breathless. The throttle response is quick and abrupt. The sweet 6-speed manumatic is the only gearbox offers in the Fusion. It has to be considered as one of the smoothest and quickest manumatic available in the family car class. The 1st gear is low enough for peppy acceleration, on the other hand, the 6th is tall enough for comfortable cruising. The manumatic mode has reacted fast to driver input without lazy to up and downshifts. This gearbox is the perfect match for this willing engine to provide exceptional performance. Something that Fusion needed since day 1.

Handling: While the original Fusion has been known for its rigid and stiff chassis, as well as sure-footness handling; the addition of AWD has added an extra bracket of security to the already good car. Our tester comes with the sports suspension, which have firmer damping characteristics to provide a more exciting driving experience. It really worths the extra pennies to opt for Fusion’s sports suspension as it provides an ideal balance of ride and handling. The cornering abilities of the standard Fusion already judged as one of the best in this segment, the sports suspension has taken it into another level. This Fusion feels every bit as good as any German sports sedan costing thousands more. The steering is sharp and provide plenty of driver feedback, it also doesn’t feel twitchy. On the other hand, the AWD is a perfect partner to Ford’s Advance Trac with Electronic Stability Control. Before the ESC steps in to save the driver from any crashes, the AWD is the one who steps in by detecting the offending wheel. If there is any offending wheel which is detected to be slippage, the very good AWD system would step in. If all else fails, ESC would step in before the vehicle heads into a crash. That also means ESC only steps it necessarily without being instrusive. Everything else has been worked exceptionally well altogether. Push through corners, the Fusion exceeds with controlled body rolls and safe understeer which expected from a mid-size family sedan. You know what’s most surprising of all is how the ingedients put together. The Fusion provides decent amount of driving pleasure and road feel which are lack in some of its rivals. Another delightful surprise is how well this sports suspended Fusion rides. Its damping characteristics has sorts of European supple feel, which doesn’t feel softly sprung nor overdamping. Ford engineers have dialed in enough firmess for driver without sacificing comfortable ride for passengers.

Brakes: With 4-wheel discs and standard ABS, the new Fusion’s brake feels as confidently as the vehicle itself. The stopping distance is short. While the brake feel and modulation are solid. It doesn’t have any softness to the pedal feel of previous Ford products. On the other hand, the ABS only steps in at the right time at the right place which is a godsent.

Interior: Ford’s interiors really have come a long way in recent years, the new Fusion is no exception. Gone is the cheap plastic pieces in the old car, in with the softer and classier plastic materials. The rest is the environment that is a very nice place to spend time in. Both the dual zone climate control and Ford’s In Sync system have worked really nicely. The leather seats on our Sport model provide plenty of support for both thigh and leg.

At the back of the Fusion, it got uninstrusive trunk hinges, which means it won’t crashed into any groceries put underneath. That’s despite of the somewhat high liftover, Fusion’s trunk is quite spacious and easy to load cargos into. However, it doesn’t have any handle to access to the trunk except from the keyfob or trunk release inside. If you consider as one of the doors to access to the interior, it needs a damn handle for god’s sake!

Conclusion: Ford has done a marvelous job of revamping the Fusion. Its not only getting an AWD, which adds a significant marketing bonus to the Fusion range. It also solved what Fusion really needed in day 1, and that’s power. With both 3.5 liter and an AWD, Fusion can finally fly with any of the top contenders in this competitive family car segment. If you are looking for a family car that has both pace and grace, its hard not to overlook the Fusion.

OVERALL VERDICT FOR 2010 Ford Fusion
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Performance: 4.25/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

Vehicle: 2009 Mini Cooper convertible with 6-speed Steptronic, paddle shifters, convenience pkg, sport pkg, style pkg and Dynamic Traction Control w/EDLC
Price as tested: CDN$35435

Performance: As you would expect from a Mini, those are the usual suspects when it comes to engine choices. Subject to our latest convertible tester is equipped with Mini’s entry-level engine, at least in North America. That is a 1.6 liter DOHC 16-valve 4-cylinder with variable valve timing. With 118 hp and 114 lb/ft of torque, its definitely won’t perform anything like a Porsche when it comes to acceleration. But its the 6-speed Steptronic that has taken a bit of performance out of the vehicle. While the Steptronic has low enough gear ratios for 1st and 2nd for decent acceleration, it still won’t move the Mini convertible with grunt thanks to its hefty 1280 kg of open-roof metal. The paddle shifter’s location isn’t exactly spectacular neither. With the “-” placed on top of the steering while “+” at the bottom, it just doesn’t have the ergonomics one expects from driven a driver-oriented car. At least in the case of the Mini. If you want to have better performing Mini, better opt for the 6-speed manual gearbox. The manual has decent clutch and gearbox with well-defined gates. If you can afford more dough, the Cooper S with turbo engine or just upgrade that with John Cooper Works; that would make the Mini convertible a fast yet furious cute car for a hot sunny day.

Handling: Mini has always been known for its go-kart like handling right from its heyday, the same goes for the convertible. It all starts with a stiff and sound structure. In the case for convertible, Mini enginners have reinforced all the pillars while placing the rollbars at a more elegant moves for styling. That means its completely feel of anything called cowl shakes, which is what a poorly structured convertible would create when driven over washboard pavements and railroad tracks. Our tester comes optional with 17″ wheels and sports suspension. As in the case with the hatchback, the convertible rides roughly over any bumps and roughness. We think the base suspension with 16″ wheels are capable enough for Mini’s chassis, as it provides equally sharp handling without sacificing ride quality. The best riding Mini with sports suspension, has to be the longer wheelbase Clubman. With what most who buy convertible is looking for a cruise on a sunny day, base suspension is capable enough for 99% of the target audience. On the other hand, the Mini exhibits minimal body rolls and understeer when pushed through corners. The steering, as usual, provides exceptional road feel and precise enough without feeling twitchy. When it comes to dynamic stability control, Mini’s system remains uninstrusive and won’t step in unnecessarily. It remains lots of fun when pushed the Mini around hairpins and curves. But having to sacifice daily drivability with sharp cornering abilities don’t worth it. If its unbearable in the hatchback Cooper S, its simply too harsh in a Cooper convertible.

Brakes: With 4-wheel discs and standard ABS, Mini’s braking performance is very well-expected. As the stopping distance is short, with brake feel and modulation are top-notch. As it combines with a good ABS that won’t kick in with unwanted intervention.

Interior: When it comes to luggage space, Mini convertible is good enough for 2 persons on a weekend getaway.

Right in the front, its all the typical Mini styling clues and ergonomics clues as we have seen from both hatchback and Clubman silibings. Everything is designed around a circle right from instrumentation gauges to door handle. The use of materials and workmanship have improved over its predecessor, with fewer rattles. Those leather sports seats hug both driver and passenger comfortably when playing on black-top twisties.

All the new Mini convertible have an “Always Open” gauge comes as standard. It tells the driver how long they have opened the roof during the trip. While its fun at first, the novelty will wear off as its nothing more than a grimmick. Frankly, it won’t even be leave much use even for its passengers.

Conclusion: Mini have done a very good job on improving the convertible, especially when it comes to interior quality and everyday practicality. But as with buying any Mini, make sure you choose what you need instead of what you want. Drive both Steptronic and manual gearbox, as well as with or without sports suspension before signing the offer.

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

Overall rating: 3.5/5

Vehicle: 2010 Kia Soul 4U Burner M/T
Price as tested: CDN$20995

Performance: Unlike the Rio, the Soul’s target market is Generation Y which is looking for something cool and hip. On the other hand, Rio appeals to those who are looking for a more appliance set of wheels.

Soul is only motivated by 2 different engines. For the base model, Soul comes standard with a 1.6 liter with 122hp and 115 lb/ft of torque, which is adequate for most of Soul’s target audience. If you really want to get the best performance out of your Soul, the 2.0 liter is the engine of choice. This DOHC 16-valve 4-cylinder engine has Kia’s variable valve timing which dubbed CVVT, that enhances its top end performance. On the paper, its 142 ponies and 137 lb/ft of torque might not make your Soul breathtaking. But it certainly gets its job done relatively well. When you consider its 137 lb/ft of torque is available at 4600rpm, it tends to move the Soul off the traffic light with ease. The throttle response is quick without being abrupt. While it tends to get a tad noisy on high rpm, when you zip through the city streets with Soul’s funky looks, you better keep it at most of its engine’s sweet spot to let other road users spot this funky box. Given Soul’s status of life as an entry-level car, its refinement and NVH have done a pretty decent job. Our tester comes with 5-speed manual gearbox, which have a rather long throw despite the gates are pretty well-defined. The clutch is light and progressive with a good blipping point for take-off. The high gearing of 5th gear also makes Soul rides relaxingly on the freeway, despite of its buziness.

Handling: Soul’s fundamental begins with a solid and rigid chassis that is completely free of any flex and rattles. That means its good for suspension to hang its heads. Kia engineers have done a really good job of compromsing ride and handling given its rather basic origin. The steering provides decent response and feel, it feels surprisingly precise during turn-in. Despite of Soul’s rather high driving position, its understeer isn’t as exaggerrated as what it supposed to be. In fact, its the exact opposite. There remains quite some terminal understeer as expect from a small car. Although there are some body rolls, due to its exaggeration from the tall driving position. Its actually very well-mannered. The Soul tends to settle itself confidently after the suspension takes the set after those rolls. However, we found Soul’s ride a bit choppy and busy on rough pavements. Especially on those washboard pavements with its sports suspension and 18″ wheels. Except for the base 1.6L, Soul comes standard with electric stability control, which is an active safety feature that works exceptionally well with its chassis. It doesn’t step in unnecessarily until driver rears its ugly heads. On a contrary, it acts as a guardian angel when any of its target audience gets too hot in the corners.

Brakes: The Soul 4U comes standard with 4-wheel discs and ABS on all 2.0 liter models. Unfortunately, the base 1.6 liter got only front discs/rear drums without offering an ABS as an option. Even though 2.0 liter is a no-brainer choice, it doesn’t mean those who settle for base car has to settle without ABS and rear disc brakes.

Despite of my criticism of Soul’s packaging, its brake feel and modulation are above class average. The pedal feels firm and solid. While ABS doesn’t step in without any warning or unwanted intervention, even during our pouring day of testing. The stopping distance is short and sure-footness, as well as reassuring.

Interior: The Soul’s interior is as funky as its hippy exterior styling. In our 4U Burner, it got standard with very sharp red theme to come together with black standard trim. While it certainly not my taste, this is definitely suitable for its target audience who is looking for something hip and cool.

The use of interior materials are more than acceptable consider Soul’s small car status. While you still can find plenty of hard plastic, those plastic doesn’t have any ungainly seams which are poorly molded from the suppliers. Kia designers have put together those plastic very well in order to make them look rich and expensive. All the switchgears from the center console’s climate control to power window switches have a tactical, high-quality touch to their details. On the other hand, the instrumentation gauges are clear and analog. Those velour seats are well-foamed and comfortable.

The back seat of the Soul can sit 2 comfortably and 3 in a squeeze. Headroom is impressive thanks to Soul’s boxy looks.

The most impressive aspect of Soul is how versatile its cargo space. It all begins with a low liftover which have a squared low and side sills, thanks to its boxy looks again. After fold down the rear seats, once again, without removing headrests. You can basically put everything else into the Soul with ease. All it come with a completely flat floor without any poorly engineered budges inside. Another area Kia designers have paid serious attention is the door handle for the hatch. Every cars should have door handle for the hatch and trunk, if you consider those as doors to access inside the vehicle. Finally, the rear washer/wiper is a godsent in rainy weather on a hatchback. Thank you very much.

Conclusion: The Kia Soul is a delightful set of wheels for those who are looking for practicality and looks. Not only does it has good engines, handle surprisingly well and it has been designed for those who have the need for interior space. The most attractive aspect is the Soul has priced accordingly.

OVERALL VERDICT FOR 2010 Kia Soul
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Performance: 3.5/5
Handling and ride/fun-to-drive: 3.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 4/5

Overall rating: 3.75/5

Vehicle: 2009 Audi A6 3.0T Quattro Premium with S-Line sports pkg, power & manual rear side sunshades and side airbags
Price as tested: CDN$71950

Performance: Don’t be mistaken by the “T” designation. Unlike Audi’s usual fashion, this “T” isn’t designated for a turbo or Biturbo engine. Instead, this is a “T” with a twist. This new A6 is powered by Audi’s 1st forey into the supercharge world in the last 4 decades. Audi has mated a 3.0 liter DOHC V6 24-valve with an Eaton supercharge, as well as FSI direct fuel injection and variable valve timing. The result of all of these world-class engineering creates an amazing 300 horses, while equally impressive 300 lb/ft of torque. This is already a detuned version of upcoming high-performance S4 and S5’s version. With such an impressive figure, this engine delivers what it promises. There are plenty of low-end torque as 300 lb/ft arrives at a low 2500rpm. On the other hand, it doesn’t lost anything when pushed this Eaton-powered V6 through mid and high rev range. It doesn’t feel any slight short of power at any rpm.

The beauty of having a supercharger rather than a turbocharger is the instant delivery of silky-smooth power, also the lack of lag usually associates with a turbo.

The throttle response is quick without feeling abrupt. 6-speed Tiptronic with paddle shifters is the only gearbox available on A6. Thanks to the new and improved software, it makes this Tiptronic shifts efficiently and effectively without all those sluggish respond one associated with this kind of slushbox. Audi has placed the paddle shifters on proper location, as left for downshift and right for upshift, which are perfect ergonomics. On the other hand, the low 1st and 2nd gears have given this beast wonderful acceleration. Combined all of these ingredients, it makes no wonder why this supercharger V6 is able to move 4123 lb of German leather-lined luxury from 0-60 mph in less than 6 seconds. Most impressive of all, we got an average of 8.8 liters per 100 km during our testing!

Handling: The A6 begins with a wonderfully stout and solid platform for suspension to hang its heads. That means its a chassis that is completely free of cracks and rattles, this has to be considered as one of the most rigid platforms in the segment. The 3.0T only comes standard with Audi’s famed Quattro system, in latest guise, it delivers 60% of the power to the rear wheels to create a RWD feel without losing the confidence of an AWD. Our tester comes with an optional sports package, which means it has a firmer suspension and springs + 19″ wheels. One would have thought having a sports suspension would make this luxury car having an unyielding harsh ride as a compromse for outright handling. It isn’t! The result is a suspension that is equally supple yet comfortable. Its Teutonic firm and supple but definitely far from being harsh. The credit goes to the right calibration of both suspension damping and spring rates. Not only does the optional 19″ wheels add bonus to A6’s look department, it has a desired effect to this puppy’s overall driving experience. Push through the corners, A6 responds responsively without losing any of the driving pleasure. The steering provides excellent feel and feedback, the right amount of weight and precision also added to the overall driving pleasure of the entire vehicle. As with Audi’s tradition, its ESP is an uninstrusive type as it doesn’t step in unnecessarily. It has designed as a secondary cushion on top of the Quattro system. If the driver does rear its ugly head, even with the superb Quattro system, ESP would step it before an crash happens. Be warn though. Both Quattro and ESP are still unable to beat the law-of-physics. Both understeer and oversteer are easy to control, as well as body rolls are minimal when pushed. Dynamically speaking, this A6 3.0T is a very pleasnt package.

Brakes: With large 4-wheel discs and standard ABS, A6’s braking performance is up to Audi’s high standards. The stopping distance is short. Even after a couple of hard stops, it remains fade-free. Both the pedal feel and modulation are exceptional. Thanks to EBD, it doesn’t exhibit any nose dive during hard braking. What’s most impressive though, is the ABS only acts at the right time at the right place.

Interior: Over the years, Audi has earned the reputation as the leader when it comes to interior workmanship and design. The A6 is no exception. All you find is world-class materials that are both soft to the touch and fit with ultimate precision. The leather sports seats on our tester have provided wonderful thigh and side support when playing. Matched with power adjustable steering column and driver’s seat, anyone at any size can fit into the A6 nicely.

You also find a nice array of auto climate control and a user-friendly MMI. Unlike some of its rival, MMI is designed with buttons. So its user-friendly when it comes to search for stereo or just want to change parking sensor setting.

There are plenty of head and legrooms at the back of this A6, as one would expect from a car of this caliber.

Combined with a low liftover, uninstrusive trunk hinges and fold-down rear seats, the A6 can put as much as 450 liters of cargos at the back. Its also very well layout either. With cubbyholes and same kind of quality carpeting in the trunk.

Conclusion: This new A6 will become another world beater in its respective class. You can just view the amazing 3.0 supercharged engine as an added bonus to the already exceptional driving dynamics, especially if you opt for the S-Line package, as well as the class-leading interior and stunning exterior.

OVERALL VERDICT FOR 2009 Audi A6 3.0T
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 5/5

Vehicle: 2010 Volvo XC60 T6 with Luxury Pkg 2, Convenience Pkg and Tech Pkg
Price as tested: CDN$56460

Performance: We began our compact premium SUV renissance series with the impressive Mercedes GLK. Subject to this edition of test drive is another compact SUV from yet another premium manufacturer, Volvo. So does XC60 really the sportiest Volvo as what those Swedish claimed to be? We will find out after this test drive.

Performance: The XC60 comes with only one single powertrain. Thankfully, this is Volvo’s best powertrain to date. We have experienced on how impressive Volvo’s T6 engine with the S80. True to Volvo’s Swedish tradition, this engine is turbocharged. Matching an in-line 6-cylinder with a turbocharge plus variable valve timing, DOHC and 24-valve mean this XC is definitely not a dog. Unlike of what its bigger brother, XC90, launched. Volvo launched XC60 with the right powertrain. This engine is as good as anything else in this class. With 281hp and 295 lb/ft of torque at driver’s disposal, power is never an issue. What’s most impressive is it all does without the usual annoying turbo lag that plugged most turbo engines. Its level of refinement, smoothness and NVH are simply excellent. The throttle response is quick and linear. What Volvo engineers really have done with T6 is it doesn’t feel short of power when revving on high rpm, which have been the usual criticism of previous Volvo motors. 295 lb/ft of torque at 1500rpm means there are plenty of low-end torque. Another great thing is it doesn’t feel sluggish when carrying 1928kg of Swedish leather lined of luxury. Without a proper powertrain, the XC60 won’t performed as good. The familiar 6-speed Geartronic is the only gearbox for the XC60. The gears are properly geared while the shifts are crisp and smooth. Although Volvo’s typical harsh manumatic character remains intact. It kinda tell you that driving a Volvo should be relaxing instead of enthuisastic in its comfortable ambience.

Handling: Based on the all-new platform that shares components with S80, XC70 and V70. It means XC60 uses the best components from Volvo’s parts bin on its underpinnings. That set, XC60’s chassis is strong yet rigid in traditional Volvo fashion. Its completely free of flex and rattles when driven through railroad tracks and rough pavements. XC60’s another bonus is the excellent AWD system that works handi-in-hand with Volvo’s DSTC dynamic stability control. Both work together seamlessly. As for whether this is the sportiest Volvo ever made. On our tester which comes with Volvo’s advanced 4C active chassis system. Driver can choose from Advanced, Comfort and Sport for suspension setting. On the other hand, steering efforts from Low, Medium or High. Even when we chose Sport suspension and High steering setting, we found the ride a bit too stiff legged. Leave it at Comfort with Medium steering effort seems to be the best compromise. The suspension doesn’t feel significant difference between settings although its much stiffer in Sport. Comfort is the softest and most comfortable. On all steering setting, however, both the feedback and response are decent while forgiving. The suspension has the usual supple quality with usual Volvo’s softness which is always a good idea for Volvo’s target audience. There are body rolls and understeer, however, they are well-controlled. When it comes to body rolls, Volvo engineers have managed to give XC60 a chance to roll a bit before settling itself. That works exceptionally well for any driver alerts before anything starts to happen. Even when things do go wrong, there is always a very good DSTC waiting in the wings to save from ugliness.

Brakes: With 4-wheel discs and standard ABS, XC60’s braking performance is much better than expected given its curb weight. The stopping distance is short, while both pedal feel and modulation are performed exceptionally well. Its ABS won’t step in necessarily is yet another added bonus.

Interior: When you talk Volvo interior, its hard not to mention their superb seats. Those seats provide excellent support for all places without feeling harsh and confining, they also make anyone seat on those feel relaxing on long journey without getting tired. Another Volvo trademark is their floating console. Everything else from climate control to navigational system work exceptionally well, ergonomics, on the floating console. Its when you need to grab miscellaneous from the back of the floating console, it makes for a long grab from underneath the dashboard. The rest of the interior is very well-finished. With tasteful aluminum trim, wood trim and plenty of soft-touch plastic to add class.

At the back of the XC60, it got plenty of head and legrooms for both passengers.

Unlike XC90, XC60 has a one-piece hatch. It starts with the rear washer/wiper for added safety. Open the hatch, there are plenty of cargo space with or without rear seats folded down. The cargo area is very nicely carpeted. All those nice tie-downs have shown how much experience Volvo has engineered a practical and versatile wagons in its history. The side sills and liftover are low for easy access. If there is one drawback, however, its the rear glass won’t opened indepedently. It should!

Conclusion: XC60 could well be the sportiest Volvo ever made, the other side of the S60/V70R and 850 T5-R. That is not its most important selling point, however. Its the balanced combination of performance and comfort that are most impressive with the XC60. It all have done without the losing the usual calm composure that defined the Volvo brand.

OVERALL VERDICT FOR 2010 Volvo XC60
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 3.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 3/5

Overall rating: 3.75/5

Vehicle: 2009 Audi A4 2.0T Multitronic with Bi-Xenon headlights and rear side airbags
Price as tested: CDN$40450

Although Audi is most famous for its Quattro all-wheel drive system, the most popular model in the A4 sedan range has always been the front-drive with Multitronic CVT gearbox. Ever since the introduction of B6 back in 2001, FWD has been accounted for nearly half of all Audi sedans sold in Canada.

Audi finally bought this popular engine combo to our shore a couple of months latter than its Quattro counterparts. Its the same 2.0 liter turbocharged DOHC 16-valve with FSI direct fuel injection as we tested earlier last year. You would have thought putting 211 ponies and 258 lb/ft of torque through the front wheels are going to have those nasty front-drive habits. Not so with the new A4, in fact, its as balanced and natural as anything else I have ever driven. 258 lb/ft of torque doesn’t create any torque steer or terminal understeer. Audi’s latest platform really have done a marvelous job even if its a FWD. Position the engine behind the front axle around the center line have made the A4 an even better driver’s car than before. Its 8-speed Multitronic CVT continues to shine. Its not only sweet as a nut. The efficiency of this CVT has put it above any of those systems I have tested before. The available of manual mode is a wonder for those who prefer to shift for controlling rpm in a CVT.

Because Audi Canada positioned A4 FrontTrak as an entry-level model, so it doesn’t have the Premium Package nor S-Line Package available as its Quattro silibings. That doesn’t mean its a stripper. In fact, it comes loaded with all the conceptable features including vanity mirror light and great auto climate control. Interior, as usual, has class-leading materials and fit-and-finish.

Our only pet peeve with the sedan has to do with its trunk layout. While the trunk hinges are boxed in with nicely layout carpeting. The opening is narrow despite of the low liftover and wide side sills. It makes loading large luggages a PITA.

If you are looking for an affordable European sports sedan with great fuel economy and interior space to boot, this A4 FrontTrak should be on top of your list. What it really stands out among its rivals are the level of standard features and CVT gearbox. Its a pity Audi still haven’t introduced a similar configuration for the more versatile Avant wagon.

Vehicle: 2009 BMW 335d with 6-speed Steptronic, Sport Pkg and Executive Pkg
Price as tested: CDN$58200

Performance: Unlike all the 3-Series we have driven before, the subject of our tester is the one powered by a clean diesel unit. Although its desingation is 335, its actually a 3.0 liter twin-turbo diesel engine with BMW’s legendary DOHC in-line 6 configuration. While its horsepower rating is at 265, its the torque that is truly astounishing. Make it 425 lb/ft of torque, which is at the range of any gasoline V8 engines. When you have 425 lb/ft of torque arrives at low as 1750 rpm, the 335d can easily spin the wheels off-the-line. The twin-turbo diesel in-line 6’s torque is nothing short of amazing. Another astounishing fact is the diesel unit doesn’t lost any of BMW I-6’s legendary refinement and quality. All have done without the annoying turbo lag we experienced with 335i Steptronic. 6-speed Steptronic is the only gearbox matched with the diesel unit. It got excellent gear ratios for quick acceleration off-the-line with that wonderful 425 lb/ft of torque, while the top 5 and 6th gears are tall enough for comfortable Autobahn cruising. Its a pity it doesn’t come with BMW’s sweet 6-speed manual gearbox, as that would make this twin-turbo diesel even sweeter with even better fuel economy. Despite that, the Steptronic continues to generate an average of 7 liters per 100km during the day of our testing. That’s a very good fuel economy figure consider 335d weights at 1735 kg of German leather-lined luxury.

Handling: Its hard to fault BMW’s chassis, as it always provides excellent stiffness and rigidty, for suspension to hang its heads. The 335d’s dynamic abilities continue to shine with its gasoline silibings. We are glad to see BMW product planners don’t offer Active Steering as an option for the gas burner, as it provides a true BMW driving feel. Another delightful fact is the underwhelming X-Drive AWD doesn’t come as an option in the 335d. The result is the typical RWD 50/50 perfect weight distribution, which gives the 335d a balanced yet agile feel that defined the 3-Series. The steering provides wondeful feel and feedback, its precise with the right amount of weight. BMW’s DSC-3 continues to be an uninstrusive variety. As it won’t step it at the wrong time that detract any driving enthuisast for having some oversteer fun. The 335d’s over and understeer are easy to control and composed enough even for unskilled driver. Pushed through corners, the body rolls are minimal. Our tester comes with optional sports suspension. This suspension is supple enough for enthuisastic driving without losing the softness to occupy its occupants. It absorbs all the bumps, roughness and washboard pavement with ease. That is the sort of balance and composure we expect from a 3-Series, instead of those gimmicky Active Steering and underwhelming X-Drive that detract its driving abilties.

Brakes: With 4-wheel discs and standard ABS, 335d’s braking prowess certainly lives up with BMW’s usual standards. The stopping distance is short, while both pedal feel and modulation are sure-footness. After a couple of hard stops, it remains fade-free. The bonus marks goes to the ABS that only acts up necessarily.

Interior: Except for the tachometer that have a lower redline, the rest of the interior is typical 3-Series. Which means the use of materials and fit-and-finish are nothing outstanding, nor its anything terrible. BMW has improved the materials during the revision, however, its still far from being class-leading in workmanship and design.

Conclusion: Even if the 335d doesn’t come with a manual gearbox, it has quickly become our favourite 3-Series today. As BMW provides the right option packages with proper RWD configuration and an awesome twin-turbo in-line 6 diesel engine, without all the gimmicks available with its gasoline silibings.

OVERALL VERDICT FOR 2009 BMW 335d
=====================================
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: 4/5

Overall rating: 5/5

Vehicle: 2009 Nissan Cube 1.8SL with Technology Pkg
Price as tested: CDN$22998

Performance: Given the fact that Cube shares the same platform as Versa, it doesn’t come as a surprise that they both share the same powertrain. Its the 1.8 liter DOHC 16-valve 4-cylinder with Nissan’s variable valve timing called CVVTCS. While this engine has decent refinement and flexability, as one expects from Nissan’s engineering prowess, which is able to produce some great engine like VQ engine series. This 122hp mill just isn’t able to move Cube’s 2842 lb with authority. Thankfully, 127 lb/ft of torque has created more than adequate performance when move the Cube off-the-line. On the other hand, without Nissan’s renowed Xtronic CVT. This engine would definitely be shoot down when it comes to power department. The CVT really gives this Cube a more than adequate move consider its status of life as a lifestyle boxy car. If not, it would be simply a sluggish box on wheels with poor aerodynamic. The seamless feel has created a luxurious feel during acceleration without all the power loss from traditional automatic gearbox with torque converter. Its a smart move from Nissan to make CVT across the board, while making this Cube delivers the power that it should be.

Handling: For those who have read our earlier reviews with Versa, we weren’t fond of its dynamic abilities right from day 1. Surprisingly, Cube has given us a bit of a surprise, dynamically, simply because Nissan has positioned it as a box car. The rather tall driving position has created a sense that you are driving on instead of in the car, as one expects from all of these box cars. But Nissan has managed to create a rather sure-footness feedback from the chassis and suspension, which are unfound in its Versa silibings. The suspension is able to absorb all the roughness and washboard pavements with ease, without much complaining. It is soft enough to cruise along the beach to show your “box car lifestyle” while having enough firmness to control body motions. The steering has more than acceptable response but the off-center feels a bit numb, on-center is about average. There are quite amount of body rolls and understeer is pronounced, once again, all expected from a box car.

Brakes: Cube comes standard with front discs, rear drums and standard ABS. We have to give credit for Nissan offering ABS as standard feature across the board, which is a great move. On the other hand, this ABS system is one of the better offered in the market. As it won’t rear its ugly heads until its absolutely necessary. The pedal feel and modulation are capable even with Cube’s heavy cube weight.

Interior: Its very obvious that Nissan has engineered Cube for North American market, right from the tailgate. Unlike many of those side hinged tailgate, which opens on the wrong side of the road. Suzuki is the biggest offender with their Grand Vitara. Nissan has put the tailigate hinge on the left side, so that when its opened. Both the hauler and the cargo are facing the sidewalk instead of all the cars passing by. While the floor is generally flat in the Cube, we just can’t accept the fold-down rear seats have that 2 inch seats up above the rest of the floor. This has been a much criticism in the Versa, the same goes for the Cube. There are 2 other pet peeves with Cube’s cargo area layout. The 1st one is the high liftover, which is as high as the fold-down rear seat. Another area is the rear glass doesn’t open independently from the tailigate.

The rest of the interior is as hippy as the exterior. Everything else from the instrumentation gauges to dashboard are very trendy, very match with the box car culture. Unfortunately, the rest of the interior continues to stuck with some cheap and nasty plastic. As for instrumentation, the fuel and temperature gauges lighted up in orange tend to wash out during sunlight. To make it even worse, it washes out even more when wearing sunglasses. Not only Cube, Sentra and Rogue have suffered the same design issue.

As with all box car, there are plenty of headroom for both front and rear passengers. The rear legroom is more than acceptable given Cube’s size.

Conclusion: The Cube is a surprisingly good little car. It got a good amount of space with abundance of standard features, along with Nissan’s good reputation for building reliable transportation. Just be patient with its acceleration when its time to show off your hip box car lifestyle.

OVERALL VERDICT FOR 2009 Nissan Cube
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 2.25/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 2.75/5

Vehicle: 2009 Hyundai Elantra Touring GL Sport - Automatic
Price as tested: CDN$22395

Handling: Hyundai has been on a roll lately. Its not only their astonishing Genesis has won Directshift’s overall car of the year, it has also named as North American Car of the Year and Canadian Car of the Year. It really shows how far Hyundai has come along in the last 20 years. Will this Elantra Touring serve as another winner in Hyundai’s stable? We will find out after this test drive.

The Elantra Touring is an Elantra with a twist. It doesn’t share its platform with the Elantra sedan nor any of its chassis tuning. Hyundai didn’t change any settings when bringing the European i30 as Elantra Touring to our shore, which is a very good thing.

The Touring has none of its sedan silibing’s softness. Instead, Touring has a plenty of European hot hatch feel that should make any driving enthuisasts happy. Its exceptionally well-damped when driven through washboard pavement and on any roughness. What is really impressive me is how Hyundai engineers have managed to balance the firm handling without losing the supple ride quality in this Touring. Its European firm and supple without being harsh. The suspension has been extremely well-calibrated for both all-out handling and ride comfort. When it comes to balancing sporty handling with sublime ride quality, this Elantra Touring is able to run rings with class-leading Mazda3 Sport and Rabbit 2.5. The steering provides excellent feedback, very responsive and exceptionally precise. It also provides the right amount of weight with its thick-rimmed steering. When pushed through corners, the Touring excels with minimal body rolls. Understeer is only surfaced when pushed into limits. While the cornering limits is high with the Touring, its the European driving feel that makes it truly an amazing car to drive. If there is one car that Hyundai should build a performance hatch on its basis, this amazing Touring is more than capable to build a hot hatch to rivalled those of Golf GTI.

Performance: The Touring shares the same powertrain with its soft sedan silibings. It uses the same 2.0 liter 4-cylinder 16-valve DOHC with advanced variable valve timing. When it comes to engine refinement and smoothness, this powertrain has impressed us when Hyundai launched Elantra sedan back in 2007. The same goes for the Touring. Its smooth revving right from the low to high rpm without any of the harshness and roughness. 138 horses and 136 lb/ft of torque are also aplenty to move Touring’s 3112 lb of metal. The Touring comes standard with a smooth shifting 5-speed manual or 4-speed automatic on our tester. This auto tranny provides low enough 1st gear for peppy launch while the top 4th gear is high enough for comfortable cruising. Consider how much progress Hyundai has been in the last couple of years, this Touring should equipped with a 5-speed automatic to provide a higher gear ratio for an even more relaxed cruising. While the rest of the segment has moved from 4 to 5-speed automatic, this 4-speed just feels somewhat lacking in this impressive car.

Brakes: Our Elantra GL with Sport Pkg comes standard with 4-wheel discs with ABS. However, it doesn’t mean all Touring comes standard with ABS. The ABS only offers from L w/preferred equipment package to our GL w/sport pkg. The base L doesn’t even offer it as an option. Consider the Honda Fit which already come with ABS standard, even in the base DX trim. Its totally unforgivable for Hyundai’s move. As for the brakes, this Touring provides excellent pedal feel and modulation. The pedal feels firm and solid, while the ABS doesn’t step in unnecessarily. For a good ABS system, this one is as good as you can get.

Interior: Slip behind the wheel of the Elantra Touring, you will feel its build quality and use of materials rivalled those luxury cars twice its price. All the switchgears have a solid, tactical feel. There are plenty of high-quality soft-touch plastic around the dashboard and center console. It all comes standard in a flawless fit-and-finish to wrap up the overall package.

As for the cargo space, this Touring continues to impress. It all starts with a much-needed wash wiper for a proper hatchback to clear off the rear screen. The hatch opens with a squared side sills and low loading floor for excellent cargo access. Once inside, you have 60/40 split fold-down rear seats. Best of all, you can fold the seats down without removing headrests. Thank you very much.

Conclusion: This Elantra Touring will surely be another home-run for Hyundai. Not only does it got a classic good looks, it has plenty of grace and pace to go along with its world-class quality. This is a very attractive package that is hard to overlook in the market.

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

Overall rating: 4.75/5

Vehicle: 2009 VW City Golf with 6-speed Tiptronic, air conditioning, comfort pkg and side curtain protection pkg
Price as tested: CDN$20995

There are only 2 cars on the market that have lifespin last as long as a decade. First off, Saab 9-5, which have already gone through the third facelift, albeit a very bad one, since its inception in 98. Another car which should go into this list of evergreen but desperately needs to be replace list has to be Canadian-only VW City Series. Thankfully, VW Canada decided 2009 is the final year for both City Golf and City Jetta.

We have a final chance to get behind the wheel of a City Golf before its going to be replace by the upcoming subcompact Polo, in about 2 years. When Mk4 chassis first came out, we were impressed with its overall combination of Teutonic styling with beautiful interior at a reasonable price back in 99. In fact, we were so impressed. We got one as our own.

Our City Golf is powered by VW’s evergreen if seriously aged 2.0 8-valve 4-cylinder with 115hp. While this engine has a rather flat torque curve, which means enough torque for most daily driving. Its 122 lb/ft of torque works surprisingly well with Tiptronic. That means this ancient engine can always work in its sweet spot, which is somewhere below 4 grand. After 4000rpm, this aged motor would become loud and coarse when pushed. Its a decent appliance engine for most daily purpose. But when you consider its 20k price tag, there are many better powetrains in its similar price class, namely Honda Fit’s impressive 1.5 liter i-VTEC. Especially when you consider our test drive through the whole test average 9 liters per 100km, which is unacceptable in this day and age.

When it comes to chassis rigidty, this platform continues to be impressed. The steering is light and precise, with plenty of feedback and responsiveness. It rides impressively on all the rough pavements and patholes even with its basic suspension setting. We must give credit when credit is due. City Series has a far more luxurious ride quality than all of its equivalently priced competitions.

Speaking of luxurious, the use of interior materials and fit-and-finish are unparalleled anywhere in its price class. Just a decade ago, this interior was used as a benchmark for any family car. It aged gracefully thanks to a great design with top-notch materials. The cloth seats are both comfortable and supportive.

There are still plenty to like in City Golf’s cargo space. With fold-down rear seats and a low lifting area, we are able to put as much as possible. The only thing a decade-old design lacks is Fit’s complete flat floor when the seats folded down.

The City Series represents a gap that VW desperately needs to fill in the entry-level segment. While having a rebadged previous model works well, in the short-term. It needs a proper subcompact in the long haul, that’s very important when Honda nearly owns the market with the Fit. While Toyota has a Yaris and Nissan has a Versa, even Ford is coming out with an impressive Fiesta. The new Polo better be coming sooner rather than latter.

Vehicle: 2009 Honda Element SC-2WD
Price as tested: CDN$31690

Performance: When you first looked at the trim level “SC”, you would have thought this is the Element equips with a supercharge. Instead, this Element is only powered by Honda’s well-proven 2.4 DOHC i-VTEC normally aspirated motor. Even without the help of a supercharger, this Element has performed decently well given its 1640kg curb weight. With 166 ponies and 161 lb/ft of torque at driver’s disposal, this Element is a surprisingly responsive piece of box. 161 lb/ft of torque arrives at 4000rpm has provided decent amount of low-end grunt with the responsive throttle. On the other hand, it doesn’t lost any of Honda’s hallmark rev-happy nature thanks to the advanced i-VTEC variable valve timing. That makes 166 hp runs all the way rev past redline without any of the hesitation one expects from a “box on wheels”. The only gearbox that comes standard with any Element is the 5-speed automatic. As with any Honda automatic gearbox. The shifts are coordinated and willing to kick-down. It also have excellent final drive ratio for comfortable cruising and low enough 1st gear for willing pick-up.

Handling: Although the current Element is based on the outgoing CR-V chassis, in SC’s guise, it comes standard with front-wheel-drive instead of EX’s RealTime4WD variety. The Element remains a confident set of wheels. While we have never been a fans of Honda’s RealTime4WD due to its slip 1st, then detect slippage before AWD steps in to save the nasty. The FWD version has enough capability to handle poor weather confidently, especially with Honda’s excellent VSA with traction control. VSA is an excellent stability control that helps driver avoid all the nasty by correcting under or oversteers. That’s even with Element’s center-of-gravity, VSA combines with the careful calibrations of suspension and springs really given this box car lots of confidence through corners. It also makes Element more tossable and fun-to-drive than many of its peers. Its steering provides decent feel and feedback with right amount of precision. There remain plenty of body rolls and understeer does surface while entering the limits. Honda engineers managed to make Element a practical car that is equally fun without losing the ride comfort consumers are looking in a crossover. That begs a question. Does Element really need that RealTime4WD? That AWD would certainly be an extra line of defence during poor weather. But I would prefer a proactive instead of a reactive system.

Brakes: Our SC comes standard with 4-wheel discs and standard ABS. It all performs within the expectation of being a Honda. That means the brake pedal provides confidence-inspiring feedback and modulation, with proper stopping distance. On the other hand, ABS only steps in necessarily without unwanted intervention.

Interior: Everything else from the climate control unit to the instrumentation gauges have placed in logical Honda manners. While some of the plastic materials are somewhat hard, they have served Element’s purpose as a practical crossover particularly well. The suicide door has made access to the rear easier with a complete flat loading floor. The use of all plastic instead of carpet flooring have created a sense that the Element is for those who truly use the vehicle, instead of babying it.

Conclusion: The latest revision has made Element’s styling easier on the eyes, especially to the mainstream consumers. With the tasteful use of body kit and the addition of SC-2WD trim level also made it more appealing to those who don’t want the more luxurious EX with that so-called 4WD. In this time and age, when everyone is coming out with a “box car” from the entry-level Kia Soul to the upcoming Scions, Honda should take the credit as the innovator in this trend.

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

Overall rating: 3.5/5

If I am a betting man, I would bet every cents on all the best vehicles made from General are usually from the divisions which will be dropping soon. We have witnessed the excellent Intrigue, Aurora and Alero before GM dropped Oldsmoble a couple of years ago. When GM announced they are closing both Saturn and Pontiac divisions, its time for us to pay the last respect for the best cars ever come out.

Vehicle: 2009 Saturn Astra XR 5-doors
Price as tested: CDN$25900

The Saturn Astra, which has been our favourite in our annual car of the year. It also has beaten both Toyota Corolla and Matrix, in our small car above $20k segment. Its basically an European Opel Astra rebadged as a Saturn without any changes. Its fun-to-drive, practical, stylish and got electronic stability control standard across the board. That’s something unheard of in its segment. Most of all, its attractively priced and has to be the best small car has ever produced by GM.

Vehicle: Saturn Aura XR-6 with Sun and Sound Pkg
Price as tested: CDN$35150

Another Saturn, which is Aura, is loosely based on Opel’s mid-size Vectra, in Europe. Except for the rather cheesy interior materials, the Aura is a blast-to-drive right from the base 4-cylinder to the Greenline hybrid version. It handles as good as any fine European sports sedan with refinement and sportiness that have never associate with any GM mid-size sedans of the past. Unfortunately, when Chevrolet introduced the awesome Malibu a year later, it makes the Aura all but redundant because both are riding on the same platform. With Chevrolet receives more marketing budget and interior packaging than the Saturn, it makes the Aura one of the most underrated sedan on the market. What a pity. The Aura was so good, it has beaten out Camry and Altima as our 2006 family car of the year.

Vehicle: Pontiac G8 GT
Price as tested: CDN$42335

Over the years, Pontiac has been known for ugly body claddings with interior materials that made from cardboard. Since the introduction of the Solstice roadster, Pontiac has started to transform itself into more of a performance division that it used to be. But it wasn’t until the Holden Commodore derived G8 arrived last year.

With its 50/50 perfect weight distribution on RWD chassis, G8 handles as good as any European sports sedan costing twice as much. While the base 256 hp V6 has done its job relatively well, its the flagship 6.0 liter V8 on the GT that truly make the G8 flies. With 361hp and 385 lb/ft of torque, a wonderful steering feel and a well-planted chassis, G8 could well be the best performance bargain. It also looks understated elegance with a touch of sportiness. Unfortunately, GM decided to launch G8 at a time when gas prices were at an all-time high. Even with the demise of the Pontiac division, General has promised to save the G8 for the Chevrolet division. As Commodore has been selling in Middle East as a Chevrolet Lumina for years.

Vehicle: 2009 Land Rover LR2 HSE with Lighting Pkg
Price as tested: CDN$47970

Performance: In the middle of our “premium compact SUV reniassance”, we are here to review a vehicle that lays claim to the start of the whole premium compact SUV craze. That is the Land Rover LR2, the updated version to the original Freelander which began selling on our shore back in 2002.

The LR2 is only powered by a sole motivator is a Volvo-sourced 3.2 liter straight-6 DOHC 24-valve engine with variable valve timing technology. Although this engine has 230hp and 234 lb/ft of torque, it has to move LR2’s 4255 lb of British leather-lined luxury. While it isn’t exactly sluggish, it isn’t breathtaking neither. What this straight-6 really shines is the refinement department. As its as smooth and refined as BMW’s legendary normally aspirated in-line 6 quality, its also willing to rev. What it really needs is extra 30-40 ponies to move this heavy piece of metal off-the-line. Even though 234 lb/ft of torque at 3200rpm is decent, it just feels adequate if not underpowered, for most daily driving. 6-speed manumatic is the only gearbox mated with this engine. The shifts are smooth and coordinated. Consider the adequate performance this straight-6 offers, the manumatic mode is certainly encouraging to use as it better use the engine’s power. Thankfully, the lower gear’s ratios are low enough to move it off-the-line without too much hassle. The top gear ratios also don’t feel to lagging to make LR2 a buzzy and noisy ride at high speed. Despite that, this engine is much improved over Freelander’s lackluster 2.5 liter V6.

Handling: What Land Rover really shines is the off-road prowess their vehicles perform in the rocks. But what sets LR2 apart is its equally at home on the road as its in the rocks. LR2 is the most capable on-road vehicle Land Rover has come out with. It all begins with a stiff and solid chassis, for all the suspension components to hang their hats. Without all these solid fundamantal, it wouldn’t make a proper Land Rover a true off-road vehicle. The “hill descent control” works exceptionally well when driven downhill. On the other hand, its handling capabilities are a delightful surprise. The steering provides excellent feel and feedback, without any precision on-road. Both understeer and body rolls are expected. Its DSC, or Dynamic Stabiliity Control, has worked exceptionally well to save driver from the worse. It works hand-in-hand with the 4WD system and Cornering Brake Control for fool-proof active safety in both good and bad weathers. Dynamically speaking, LR2 is a delighful package.

Brakes: With 4-wheel discs and standard ABS, LR2’s braking performance has performed decently. Given LR2’s hefty weight, the stopping distance is short while brake feel is sure-footness. ABS only acts up necessarily without any unwanted intervention.

Interior: What really seperates LR2 apart from its predecessor is the use of materials and fit-and-finish inside the cabin. Gone is the cheap and nasty plastic materials, in with all the classy materials that are on par with its Land Rover name. The rest of the interior has been decently layout. With clear and analog instrumentation gauges, effective auto climate control and superb Connolly leather seats. These leather seats are really supportive at all the right places, with quality of materials only from Connolly. However, there is one major pet peeve. Its the placement of the power window panel on driver’s seat. Instead of ergonomically placed in the door panel, Land Rover decided to place it on top of door panel. A weird British ergonomic thought, I guess.

At the back of the LR2, it got a proper wash/wiper. It also have a low lift floor for easy loading for luggages. With fold down rear seats, you can put absolutely everything including a refrigator into the back of LR2.

Conclusion: The LR2 is a giant leap forward over its predecessor in every conceptable area. It really brings Land Rover into a competitive territory against all the newly arrived compact premium SUV on the market. What really seperates LR2 from the rest is the off-road prowess and British accent, which are something you won’t find in any of its rivals.

OVERALL VERDICT FOR 2009 Land Rover LR2
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Performance: 2.25/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 3.5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 3/5

Vehicle: 2009 Nissan Teana 2.5 Deluxe
Price as tested: HK$309800

Performance: Unlike the Altima available on Stateside, which is motivated by a 4 and a V6. Teana, which only available in Asia, are available with V6s. You can opt for the optional VQ35DE in the flagship model. Or just stay with the VQ25DE as with our tester. As with all VQ we have driven before, this engine series to be considered as the world’s best when it comes to refinement, smoothness, quick and NVH level. Nissan has done an exceptional job when it comes to balance off all aspects of VQ engine, this VQ25DE is no exception. With CVTC variable valve timing, DOHC and 4-valve per cylinder; this engine is able to squeeze 182hp and 185 lb/ft of torque. While top end has certainly improved over the previous VQ20DE and VQ23DE previously resided in Cefiro, it still doesn’t feel as eager as its larger displacement silibings. What it really shines is 185 lb/ft of torque available with 4000rpm. Combined with Nissan’s proven Xtronic CVT, it really makes Teana a superb highway cruiser. We also have to mention Xtronic is one of the world’s finest CVT, about as good as Audi’s Multitronic which is the world standard. The Teana takes off in a serious manner thanks to decent throttle response even if the CVT doesn’t have manuatic mode.

Handling: Teana shares the platform with both Altima and Maxima, which means it begins with a very good fundamental. What it really surprise is given how softly sprung the Teana is, it remains as composed and civilized through the corners. The ride comfort is simply outstanding in the Teana. Although it feels soft and floaty, it never makes the driver feels lack of confidence thanks to its good calibrations of suspension. It actually exhibits level of confidence unseen in such a softly sprung cars before. However, we wish to see more suppleness dials in the suspension for more European-like ride quality. Teana’s level of softness feels more like a Lexus than a Mercedes. When pushed, body rolls are pronounced and understeer surfaced right before entering the limits. Steering has decent response but feels rather vague, its quite linear though. Nissan’s Vehicle Dynamic Control works well for controlling understeer and oversteer in the Teana, which is a godsent given how soft this vehicle is.

Brakes: Teana’s 4-wheel discs and ABS provide equally confidence-inspiring braking feel despite of all its softness. The brake dive is well-controlled thanks to its great set of Electronic Brake Force Distribution or EBD. The pedal feel and modulation are balanced, with ABS only steps in necessarily.

Interior: What makes the Teana stands out in sea of family sedans is the interior comfort and ambience. Everything else is engineered for true comfort right from the wide, comfortable seats to the console that has a tasteful wood-trim finishes. With power seats and tilt/telescope steering, anyone can find a comfortable driving position easily.

The backseat is equally spacious with plenty of head and legrooms. Teana got a limo-like legroom which is a rarity in this class of family sedan.

At the back of the Teana, it got trunk hinges that are boxed in without hitting any cargos. While the trunk opening is wide and liftover is acceptable, the area between the top of the trunk to the sills are just too narrow.

Conclusion: If Nissan is able to bring the Teana 3.5 as an Infiniti I35, this car will definitely be a contender in a comfort-oriented luxury sedan segment currently dominated by the Lexus ES350. It also proves how good this Teana 2.5 already is when it comes to balance of all aspects. Its really is a very nice package.

OVERALL VERDICT FOR 2009 Nissan Teana
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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: 4/5

Overall rating: 4/5

Vehicle: 2009 VW Jetta Wagon TDI Comfortline with 6-speed DSG, Panorama sunroof and ESP
Price as tested: CDN$33265

If you are in search for the best combination of fuel efficiency, green technology without losing the fun of driving a car. Clean diesel is the best solution to the answer. While hybrids simply lack the drivability and cost of replacing those aging batteries are unimaginable. Diesel will provide a much more long-lasting driving experience with reliability to boot.

In real estate world, location is what it matters. As for the case of diesel engine, efficiency and fuel economy are what make them so impressive.

The best example of buying a clean diesel that everyone can afford is VW, or else, you have to pay twice more to buy a Mercedes Bluetec. Our Jetta wagon comes with the new 2.0 liter TDI with 140hp. The most impressive fact is this VW has 236 lb/ft arriving as low as 1750rpm. That means it combines the fuel efficiency of a 4-cylinder with the torque of an equivalent V6. Our test average of 6 liters per 100km is nothing short of amazing consider Jetta wagon weighting in at 1490kg. Another nifty technology that brings such a great fuel economy is the DSG. We have been very impressive with this dual clutch technology when it comes to providing fastest shifting gearbox in the entire world. What make us more impressive is it generates such an astounishing fuel economy with TDI without losing its performance edge. The shifts are quick, smooth and abrupt without a lose of hestiation. The level of refinement is world-class either. You won’t be able to detect this is a diesel powertrain until you are up close besides the hood, its even quieter inside the vehicle.

As for the rest of the car, its typical VW execution. That means it handles relatively well. Interior materials and fit-and-finish are world-class. The Panoramic sunroof has opened the rather drab black on black interior on our tester.

With the gas prices on the paramount, the demand for this VW wagon will certainly outstrip of the supply simply because of its overall package. Its not only sporty to drive, its extremely versatile and well-finished. Best of all, its attractively priced and running cost is reasonable. VW should renamed it a Jetta “Sport Utility Vehicle” instead of a Jetta “Wagon”.

Vehicle: 2009 Mitsubishi Lancer Sportback Ralliart TC-SST
Price as tested: CDN$33498

Performance: Other than the Lancer Evolution and Ralliart, Mitsubishi also introduced the Lancer Sportback for 2009. Unlike the outgoing Sportback, the latest iteration is more of a hatchback than a wagon. Have we seen this route before? Subaru has successfully transformed its Impreza wagon into a hatchback.

The subject to this edition of test drive is the Lancer Sportback Ralliart. Ralliart is basically a detuned Evo with the same 4B11 powertrain and sophiscated AWD system. When it comes to Ralliart’s performance, it has 237 ponies and 253 lb/ft of torque based on the same 2.0 liter turbocharged DOHC 16-valve wih MIVEC. Although its 54 hp and 47 lb/ft of torque less than the Evo, it doesn’t mean Ralliart is anything short of power. In fact, its complete opposite. What it offers is the similarly responsive and willing powerhouse that is completely lag of turbo lag. Usually a detuned version has more turbo lag based on the same motor, not so with the Ralliart. When it comes to refinement and flexability, its equally impressive with the Ralliart as with the Evolution. The top-end won’t feel breathless thanks to Mitsubishi’s variable valve timing or MIVEC. Matched with Ralliart’s 4B11 is the same TC-SST dual clutch gearbox as the Evo. When it comes to shifting speed and efficiency, nothing beats dual clutch gearbox.The paddle shifters have encouraged the use of dual clutch gearbox behind the steering wheel.

Handling: While the base Lancer’s fundamantal is nothing to ashamed about, when it comes to chassis stiffness and rigidty. Ralliart is a step forward over the GTS without losing anything from the flagship Evo. That best sums up how good the Ralliart drive. Its sophiscated AWD system has worked exceptionally well with all the electronics. It acts as a first line of defence before stability control steps in. That means the electronic stability control won’t rear its ugly heads until driver got really wrong with the Ralliart. When it comes to active safety, this AWD with ASC have worked like a guardian angle for both enthuisasts and daily driver looking for a safe compact car. Lancer Ralliart’s another aspect of a good hot hatch is the suspension is firm without being harsh. While its firm enough for any enthuisasts to attack black-top mountain twisties, its rebound damping didn’t lose anything when it needs to ride out all the roughness of what we called poor Canadian roads. Body rolls are well-controlled. Understeer is minimal although its quite obvious when start to take liberties on the limits. The steering provides decent feedback and response, its also surprisingly precise for its own goods.

Brakes: With 4-wheel discs and ABS, Ralliart’s braking performance is about as good as it gets. The stopping distance is short, while pedal feel and moduation are on par with anything in its class. ABS won’t step in unnecessarily.

Interior: What really seperates Ralliart from standard sedan is the versatile of a hatchback. It got a much-needed wash/wiper for rear windshield during rainy weather. As you open the hatch, it got a low liftover with wide side sills for loading cargos into the hatch. Combined with the fold down rear seats, you can put anything including a refrigator into the back of the Ralliart.

The rest of the interior is typical Lancer. That means cheesy interior plastic with tacky carbon fiber trim on the dashboard. However, those standard Recaros have awesome support.

Because of the swoopy roofline, Sportback has lost some of its rear headroom although legroom remains decent in this class of compact car.

Conclusion: If you are simply looking for a practical Mitsubishi hatchback, Lancer Sportback GTS offers a good enough package especially it finally comes standard with 2.4 liter instead of 2.0 liter in the base Lancers. However, one has to get used to its noisy CVT during initial acceleration.

While Ralliart is almost like a perfect package, its price tag is hard to swallow consider Mitsubishi’s brand image and reputation over its classier rivals namely VW GTI and Acura CSX. Both offer better quality, especially in the cabin, than the Ralliart. Even though Ralliart’s drivability is nothing like a “poor man’s Evo”, its market positioning is more like a “neither/nor” when compare side-by-side with lesser GTS and flagship Evolution. What we are really looking forward is the Lancer Ralliart Evo.

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

Overall rating: 3/5

Vehicle: 2009 Kia Magentis LX-V6 Luxury
Price as tested: CDN$28195

Performance: As with all family sedans, Magentis is available with 2 different engines. The standard one is a 2.4 liter 4-cylinder with 175hp and 169 lb/ft of torque. While this engine is more than adequate, it doesn’t have the refinement of the uplevel V6. Although this 2.7 liter V6 DOHC 24-valve with Kia’s variable valve timing, only able to put out 194 horses and 184 lb/ft of torque are nothing special. It all delivers in a competent manner that is a delightful surprise. When it comes to engine flexability, putting 184 lb/ft of torque at 4500rpm is more than enough to move Magentis with authority. Mated to this motor is the standard 6-speed Steptronic manumatic gearbox that has the decent ratio. While the low gears have small enough ratio to give Magentis an enthuisastic launch, the 6th gives it a comfortable ride.

Handling: Based on the same chassis as the Hyundai Sonata, the Magentis has a excellent fundamental for suspensions to hang its hats. That also makes the Magentis completely free of cracks and rattles through large bumps and washboard pavements. Dynamically speaking, Magentis is a competent car that handle relatively well. The steering provides decent feedback although the turn-in feels numb. It also needs a more spot on off and on-center feel. Ride quality, on the other hand, exceeds. As Magentis is engieered as a comfort-oriented family sedan rather than a sport-oriented family sedan. That explains its body rolls are quite obvious through corners while it exhibits some terminal understeer.

Interior: While the pre-facelifted Megentis’s interior is far from being cheap, its also far from class-leading. The latest revision has given Magentis a much-needed materials that finally put it somewhere close to the top of its class. Both the plastic and leather materials are far classier, while the fit-and-finish have taken to a new height. When it comes to features, Magentis is very generous. Its not only comes with standard leather seats on our Luxury version, it also comes with exterior temperature gauge and auto climate control.

Conclusion: The new Magentis is a fairly confident ride. While it doesn’t do anything particularly outstanding, it doesn’t do anything offensive neither. That is exactly the sort of car that most consumers need when shopping for a family sedan. If you are looking for a family sedan with lots of standard features with price significantly undercut its rivals, plus a lengthy warranty. Kia Magentis is a car that’s worth a close look.

OVERALL VERDICT FOR 2009 Kia Magentis
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Performance: 3/5
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: 2009 Nissan Versa sedan with automatic transmission pkg, convenience pkg and ABS pkg
Price as tested: CDN$17123

Performance: There is no better time to introduce a base model with an entry-level compact during economy downturn. Nissan decided to decontent the Versa sedan with a 1.6 liter instead of hatchback’s 1.8 liter, while cutting some of its standard features and left it as an option. But there is a catch, which we will tell you later on.

Instead of using the 122hp 1.8 liter as its hatchback silibing, Nissan decided to source the 1.6 liter from across the shore. This 1.6 liter has 107 ponies and 111 lb/ft of torque, in relative to 1.8 liter’s 122hp and 127 lb/ft of torque. While we were terribly unimpressed with that 1.8 during our initial test drive with Versa a couple of years ago, this 1.6 liter is just add forst to the snow. This 1.6 liter continues to feel unrefined and noisy when pushed, also feel rather gutless on low-end pick-up. The most fortunate fact of the whole powertrain combination is the use of 4-speed automatic, which won’t create as much noise as its Xtronic when pushed hard during acceleration. But anything is in relative to price, especially when Nissan considers this as the “recession edition”. When you factor in the base price of this Versa sedan, all those rough and noisy engine notes have become forgivable. The 4-speed automatic, on the other hand, has a low enough gear ratio for 1st gear during acceleration. Its surprisingly comfortable with high gear ratio for 4th gear while 2nd and 3rd are spaced out enough in between. Even though Xtronic is an efficient combination due to its gearless CVT, we actually find the 4-speed automatic a more refined choice for the Versa.

Handling: Versa’s dynamic qualities have never impressed us. Its soft suspension combines with tall center-of-gravity have made Versa drives more like a minivan than a compact. There are just too much body rolls, which already exaggerrated with its tall driving position. The soft suspension has added insult to the injury during process. The standard 15″ wheels won’t helped neither. Understeer is the name of the game whenever you start to push the vehicle. Steering feels darty and numb, without any feedback. The best attribute of this Versa is the ride quality. In the hatchback, we felt choppy and ungainly. The smaller wheels actually help it improves the ride comfort.

Brakes: Despite of its so-called affordability, Nissan is stupid enough to offer an ABS package. That package alone adds $500, plus you have to add that additional $1 grand for convenience package to get it. Criticism aside, Versa’s front discs and rear drums provide better than average pedal feel. The stopping distance is acceptable while ABS, as so equipped, acts at the right time at the right place.

Interior: Versa’s best attribute has always been its spacious interior and decent use of materials. In this Versa, however, you have to add $1 grand to get all the necessary features. Without that convenience package, Versa sedan only comes with a steering wheel and an engine. This package adds power windows, locks, mirrors; a stereo, a clock and air conditioning. When you add both ABS and convenience package, along with auto transmission package; all of these are going to add up to $17 grand. That price is enough to get a better Versa hatchback with 1.8 liter engine.

Conclusion: Although Nissan has responded to the economy downturn with the introduction of a decontented Versa sedan, it doesn’t offer as much value as one expected. As we have mentioned earlier, the base car only comes with a steering wheel and an engine for $12 grand. Add up all the features, then it becomes poor value with $17k. What a pity!

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

Overall rating: 2/5