Vehicle: 2010 Volvo S80 T6 AWD with Tech Package
Price as tested: CDN$65710

When the 2nd generation S80 launched back in 2007, we were criticized for its choice of the powertrains. While the base 3.2 liter I-6 is a better buy, it doesn’t have the performance needed in such a heavy car. The 4.4 liter V8 is just too rough and coarse, without the real performance one demands of a high-powered V8 luxury car. Then Volvo came out with a 3.0 liter in-line 6-cylinder turbo with 281 hp and 295 lb/ft of torque. While that won’t make the S80 beats class-leaders like the A6 and E-Class, it surely would make this flagship Volvo got the performance and refinement that it has always needed it.

For 2010, Volvo has given S80 a mid-cycle facelift. Exterior wise, its hard to find the difference between the original car. Its the interior that has given some nicer materials. Those seats are as ones expect from Volvo, simply superb. Although you won’t find the hard seats as in German rivals, those softer Swedish seats will always leave you cool and fresh after a long journey.

When it comes to ride and handling, the revision has given S80 some improvement. The ride quality is softer and more cushioned, on the other hand, the driving experience is more sure-footness. Although you won’t attack the corners as in the same manners as in the A6 3.0T Quattro, this S80 T6 AWD certainly lives up to the billing as a comfortable highway cruiser.

If you have got tired of all those German luxury sedans, S80 T6 is worth a look in the marketplace for a nice competent ride. It has all the active and passive safety features one expects from a Volvo. Plus it looks much better than the BMW 5-Series by a long shot.

Likes:
Comfortable interior
Ride comfort
Torquery T6 powertrain

Dislikes:
Competent but boring driving experience
Trunk access
Lack the cachet of its German rivals

Vehicle: 2010 Land Rover LR4 with HSE Luxury Pkg (7-seater) and Heavy Duty Pkg
Price as tested: CDN$73560

Performance: The new LR-V8 is sourced from its sister company, Jaguar’s AJ-V8, as both Jaguar and Land Rover are under the India’s Tata umberlla. That isn’t come as a surprise as sharing engine is the way of saving costs in today’s automotive world. When it comes to engine refinement, LR-V8 is not shabby compares to other major V8s in its class. While this 5.0 liter DOHC 32-valve V8 with dual variable valve timing has 375 ponies and same amount of torque, it sounds promising on paper. Even though it has a proper V8 and variable valve timing for heavy breathing, nothing beaten the law of physics when it comes to weight. Weight is the biggest enemy on vehicle performance and efficiency. The LR4 seems to be gulity on both counts. With more than 2 tones of British wood and leather-lined luxury, it makes this 375hp beats only more than adquate when pushed it off-the-line. It doesn’t have the same grunt as many of its rivals during low-end acceleration. 375 lb/ft of torque at merely 3500rpm has helped its weight somewhat but certainly far from being crisp. Throttle response is, well, sluggish. The 6-speed manumatic’s very low 1st and 2nd gear ratios have helped LR4’s porky acceleration. Thankfully, with tall 5th and 6th gear. It makes LR4 cruises more relaxing when it reaches the high speed. This engine really needs to rev in order to keep it alive. When you are revving to keep it alive, all you got is the fuel economy penalty. If you happen to buy LR4, be prepared to live near gas stations. As our test average of no less than 20 liters per 100km during the day of our test drive.

Handling: Land Rover engineers have finally sorted out its predecessor’s biggest shortcoming. The previous Discovery were known for sensitive to crosswinds, tippy through corners and unstable on highway speed. All of those were the opportunity cost when sole emphasis is on class-leading off-road capability. With the LR4, Land Rover’s off-roading prowess remains intact and legendary thanks to its Hill Descent Control with Gradiant Descent control. LR4’s air suspension and revised steering have made it a much more confident SUV when pushed through corners. While it still doesn’t have the on-road handling edge as those car-based crossover, it managers to curve a corner without scaring both driver and passengers away. When it comes to highway stability, LR4 finally is able to match its competitions. The body rolls and understeer are very well mannered. While the steering feel remains somewhat darty and vague at speed, the level of precision and responsiveness are up to the task for those who drive their LR4 primarily to the shopping mall and school driveway. The latest mid-size Land Rover continues to ride nicely. It absorbs bumps and roughness extremely well without breaking a sweat.

Brakes: Consider LR4 weights 2 tones, its 4-wheel discs and ABS have managed quite a remarkable stopping distance. Both the pedal feel and modulation are confidence without feeling any fades after a couple of hard stops. The ABS acts at the right time at the right place have seal the deal for the LR4.

Interior: When the 3rd row of seats are in place, there aren’t much cargo space left. That’s where all the fun begins. LR4’s 3rd row of seats are really awkward to fold them down, they are very heavy at th same time. On the other hand, if you need to use the 3rd row. They are tough and heavy to raise them back on.

The rest of the interior have used some nice plastic and leather materials abound. There are plenty of soft-touch plastic and leather seats simply exceptional. That’s until you get used to all those British ergonomic quirks through the controls.

Without the back-up camera and parking sensors, LR4’s slightlines are medicore especially with the 3rd row of seats in place. With both features on hand, it makes the back-up much easier.

Conclusion: The LR4 is a much improved breed over its Discovery predecessors. It also stands apart from all other SUVs which don’t have as much off-road capability with the cachet of a Land Rover. The LR4 is finally a Land Rover worthy of consider when shopping for a mid-size SUV.

OVERALL VERDICT FOR 2010 Land Rover LR4
=====================================
Performance: 2.5/5
Handling and ride/fun-to-drive: 3.5/5
Interior/ergonomics/user-friendliness: 3.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 2.25/5
Value-for-money: 3/5

Overall rating: 3/5

Vehicle: 2010 Subaru Outback 2.5i Limited Package
Price as tested: CDN$35795

Performance: Starting on 4th generation of Legacy, the only wagon bodystyle available is the Outback. Regular Legacy wagon is no longer available as Subaru thinks it doesn’t have enough demand to justify its existence in the marketplace. The subject of our test drive is the new Subaru Outback.

The 3rd generation Subaru Outback is only powered by 2 engines. The base 2.5 liter SOHC flat-4 16-valve with both 170 hp and lb/ft of torque, or the uplevel 3.6 liter flat-6 with 256 hp and 247 lb/ft of torque. The base 2.5 is what most would choose given its price point and performance. This flat-4’s 170 lb/ft of torque might seem not much in its class, it certainly gives its job done relatively well. That’s especially true with its maximum torque arrives at 4000 rpm. The mid-range is surprisingly peppy while top range seems to fell a bit. But still, its able to move Outback Limited with authority. The throttle response is instant without being abrupt. That distinctive Subaru engine note remains intact. After years of refining the powertrain, this flat-4 is as refined and smooth as any in-line 4-cylinders anywhere in the world. The new Outback is standard with one of the world’s best CVT gearbox. To put this into perspective, we have always love Audi’s Multitronic and Nissan’s Xtronic. Both of these have always been considered as the world’s best CVTs. Subaru used to produce CVT before in the Justy era. The new Lineartronic is just that. It provides the best of both world when it comes to gearbox efficiency with much smoother gear changing sensation for ultra fuel efficiency. It also have paddle shifters for those who want to control the rpm on the steering. In short, a very delightful performance package indeed. If the only drawback to the CVT gearbox in the new Outback, is what mated with the base 167hp 2.5 liter engine, it tends to get rough and noisy when accelerating from 0 to 100 km/h

Handling: Given Outback’s higher ride height than standard Legacy, most would have thought its not a capable handler as its supposed to be. In Outback’s case, its a complete opposite. The Outback drives just like any sportswagon, just with slightly higher center of gravity. The Legacy platform provides exceptional chassis rigidty and stiffness, which means there are zero rattles and cracks when pushed through railroad tracks. The Outback rides surprisingly well, as it absorbs all the patholes and roughness, what we called poorly paved Canadian roads. Combined with Subaru’s assymertrical AWD, its really hard to nail the Outback to its ugly head. The most pitiful, however, its the Vehicle Dynamic Control, isn’t available with the 2.5i. One has to opt for the flagship 3.6 before getting this active safety feature standard. The steering, as expect, provides Subaru’s hallmark feel and feedback with wonderful precision. While there are quite amount of body rolls and understeer when pushed, its all but very well-tempted with a nice calibrated suspension.

Brakes: With 4-wheel discs and standard ABS, the new Outback provides excellent pedal feel. The pedal feel strong and solid, while the modulation is easy and have some lives to it. ABS only acts up at the right time is the added bonus.

Interior: Fold the 60/40 split fold down rear seats, you can put anything else into the back of the Outback. The biggest bouns is the cargo area is squared like a box. As the old saying goes, the boxier the design, the more practical the space is. The same goes for Outback’s cargo space. Subaru designers have put lots of cubbyholes plus a nice plastic cargo net, in order for any messy stuff one has to put at the back.

As with the new Legacy, Outback’s interior materials are all from the top shelf. This is definitely the best interior Subaru has ever come out with. There are plenty of soft-touch plastic on the dashboard and door panels. The leather seats are made from nice cow hides, which is both supple and comfortable.

Conclusion: Instead of calling it an Outback, Subaru should renamed it as the SUV. As the Outback offers the best of both “Sport” and “Utility” in an attractively attired package. It got plenty of power, handles exceptionally well and superb comfort. It is also more affordable than most SUV on the market.

OVERALL VERDICT FOR 2010 Subaru Outback
=====================================
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: 4/5
Value-for-money: 4/5

Overall rating: 4/5

Vehicle: 2010 Porsche Panamera Turbo with 18-way adapative sports seats with memory pkg and Park Assist
Price as tested: CDN$158810

Performance: When it comes to building performance car, Porsche is no stranger to anyone else. The Panamera, however, is Porsche’s first foray into the Porsche sedan segment. A great performance sedan has to begin with a great engine. Our Panamera Turbo is the best testament to this area. When you put a 4.8 liter DOHC 32-valve V8 with two turbochargers with Porsche’s direct fuel injection, which dubbed DFI. It creates a monster that has 500 horses and 516 lb/ft of torque. The result is simply astounishing even Panamera weights in at 4343 lb of Gemran leather-lined of luxury. The throttle response is sharp and quick, without all those annoying overly responsive tip-in as we used to in many performance luxury cars. The exhaust note is Teutonic solid. Driver is able to change the exhaust note through one of the many buttons on Panamera’s center console. Its not only the low-end acceleration is impressive, both middle and upper ranges are equally amazing thanks to Porsche’s DFI and VarioCam Plus. Even with two turbos always in full boil, there is any annoying turbo lag that is so common with turbocharged cars. Those turbos kick in instantly and efficiently without breaking a sweat. 7-speed DPK or what Porsche stands for Direct Shift Gearbox is the only transmission available with the Panamera. As with all the DSG we have ever driven, this has to be the quickest transmission available. Its not only quick on the way upshift, its able to rev match when downshift with heel-and-toe build into the equation. It shifts quicker than any race car driver just by using the nifty paddle shifters. However, Porsche’s execution of paddle shifters take some time to get used to. As we already complained in the 911, Cayman and Boxster with similar system. Given Porsche already in the VW Group, they should implement the design that works so flawlessly in both VW and Audi.

Handling: Talk about chassis rigidty, no one would ever doubt Porsche engineered the best-of-the-best chassis in the world. The Panamera has set another world standards when it comes to chassis rigidty and stiffness. While there remain plenty of electronic nannies that are able to compensate for Panamera’s weight, when it comes to cornering prowess. Those electronics works flawlessly with both chassis and driver itself. The PDCC dials out 99% of body rolls when pushed. As we all expected, Porsche’s PASM or Porsche Active Suspension Management’s “Sport Plus” really gives Panamera a healthy does of sportiness. Both the suspension, steering and optional sports seats tighten up for better response. That’s already on top of the exceptional response through the use of “Sport”. The steering is sharper and more precise. While the suspension feels stiffer, it remains fairly compliant when driven over rough pavements. While Sport rides comfortably, Sport Plus rides firmly without feeling overly harsh. PSM has always been the most uninstrusive stability control in the market. The same story goes with the Panamera. When it comes with the excellent AWD system, which senses more power to the rear wheels until it detects slippage. It gives Panamera a true rear-driver feel without losing the confidence of an AWD in winter climate. Combined with all those nifty electronics, its really hard to get it rears its ugly heads.

Brakes: Porsche’s large 4-wheel discs and standard ABS have never disappointed us before. Panamera continues to impressive with its short stopping distance. The pedal feel and modulation could well be the best sedan I have ever tested. The pedal never felt spongy regardless of how many times we nailed it during hard stops. Always firm, always solid and never fade really does define Porsche’s awesome brakes.

Interior: Slip behind the wheel of the Panamera, all you find is a true driver’s environment. All the instrumentation gauges, stereo and climate control are logically layout. Both the leather and plastic materials are from top-shelf, as one expects from a Porsche costing north of 150 grand. If there is one dislike, its there are just way too many buttons around the center console.

Panamera’s 4-seater configuration explains why its back seat’s legroom is fairly spacious. If the headroom is at a premium due to its slightly low roofline. All the seats are wrapped up in superb leather that provide top-notch support during cornering.

Panamera’s hatchback design has given it plenty of cargo space especially when the rear seats fold down. Unfortunately, the liftover is too high for loading heavy luggages.

Conclusion: Even if the Panamera has 4 doors, it feels every inch a Porsche right from its engine to handling dynamics. There aren’t many cars that are able to match its overall balance of performance and luxury at its price range, certainly not from any of its hometown rivals.

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

Overall rating: 4.5/5

Vehicle: 2010 VW Jetta Wolfsberg edition with 6-speed DSG and rear side airbags
Price as tested: CDN$27275

When VW redesigned the Golf for 2010, its platform stablemate Jetta continues to sail with the outgoing Mk5 platform. Jetta’s latest Wolfsberg is the latest addition to VW’s best-selling car in North America.

Back in 2008, we gave Jetta GLI “Best Affordable Performance” title. The same lovable traits apply equally to the Jetta Wolfsberg. Precise handling, fun-to-drive, superb ride quality and lovely interior.

For less than 30 grand, there are many sedans as fun-to-drive as a Jetta Wolfsberg with 200hp 2.0T FSI engine. This award-winning engine provides plenty of power without the penalty when it comes to fuel economy. It has the power of a V6 but use fuel like a standard 4-cylinder. The credit has to go to its advanced direct fuel injection (FSI) technology. The DSG’s quick and efficient shifting character is another credit. On “D”, it already provided quick shifting. Put it into “S”, it shifts quicker than anyone with a clutch. All have done beautifully with the typical mechanical trait of German engineering.

In terms of driving dynamics, Jetta Wolfsberg exceeds. The steering is razor-sharp with excellent feedback. Both body rolls and understeer are well-tempted. Sports suspension is firm yet supple, without feeling harsh.

Interior continues VW’s trend on put together some of the best interiors in the business. Effective auto climate control, superb leather seats and use of soft-touch plastic materials.

When you consider Jetta Wolfsberg loaded at 28 grand, its an irresistible package that is different to overlook. It comes all the merits of German engineering’s finest, with significiant price advantage over any German sports sedans available on the market.

Likes:
Performance
Handling and ride
Price/value

Dislikes:
Revised version coming soon
Generic styling (for a VW)

Vehicle: 2010 Ford Transit Connect XLT Wagon with rear parking sensors
Price as tested: CDN$30049

Interior: Since Ford’s Transit Connect is a different kind of cargo mover, instead of reviewing what are the nuts and bolts of its performance. We begin our review with Transit’s cargo space.

With all the seats fold down, Transit’s completely flat cargo space is able to haul 135 cubin feet of items with ease. The flood is covered with hard plastic for easy cleaning. Its not only it comes with plenty of space, its able to haul 1600 pounds which aplentry for any kinds of small business to even couriers. If you have a bit of extra dough, Ford has accessories available to customize the cargo space in the Transit. Its really a small cargo space that is able to do lots of tasks.

In our XLT Wagon tester, it got an extra 2 row of seats for passengers. They are as comfortable as those on the front with plenty of headroom and enough legroom.

On the front, its a spartan interior as one expects from a cargo mover. While we won’t expect Transit to have the same kinds of soft-touch plastic materials as from any luxury car, its durable and tough enough to haul on its hold. The driving position feels like sit on top of it instead of inside. The velour seats are firm and comfortable, with plenty of back support. Both the stereo and manual climate control are logically placed, while the switches are large enough to operate with glove hands. Speaking of switchgears, all the buttons and knobs inside the Transit have high-quality tactical feel. The whole interior is very well layout and well-made.

Performance: Unlike the Euro-spec Transit, the North American bound Transit is only available with one single engine combination. Its Ford’s tried-and-true 2.0 liter DOHC 4-cylinder 16-valve Duratec unit, mated with 4-speed automatic. With 136hp and 128 lb/ft of torque, its more than capable to move the Transit with authority off-the-line, despite of its 3470 lb of curb weight. The 4-speed automatic has done an excellent job by providing superb low gear ratios for peppy acceleration, when haul with all the goods. The final drive ratio is also engineered with haul all the goods and dirts in mind. Duratec’s engine refinement and smoothness have proven to be good match to Transit’s utilitarian character. Its a pity Ford decided not to bring its sweet diesel powertrain with manual gearbox to our shore.

Handling: Consider Transit’s status as a cargo mover, one would have thought Transit would handle like wet noodle. As with many European Ford, the Transit starts life with a strong and rigid platform which is completely free of groans and rattles. Given Transit has commercial vehicle underpinnings, its handling capabilies are able to hold its own through corners. The steering is the biggest surprise, however. Commercial vehicles used to have numb and dead steering. The Transit, on the other hand, provides crisp and response steering that remain calm and settled. Ride quality is comfortable with a sense of European suppleness. Suspension is comfortably compliant which absorbs bumps and roughness exceptionally well. There are body rolls and understeer but they are nothing compared to those full-size vans. Unfortunately, active safety features like stability and traction control are only standard on our XLT wagon configuration. They are only offer as seperate options in cargo van configurations, as they said, what a pity. Judging by the fact that small business owners and couriers use this cargo mover day in and day out, electronic stabililty control and traction control should be standard across the board. Shame on you, Ford.

Brakes: With front discs, rear drums and standard ABS. Transit’s stopping distance and pedal feel are probably the best out of any commerical vehicles today. The stopping distance is short and commandable. Unlike many of those full-size vans, the brake pedal actually has some lives to it. After a couple of hard stops, the brakes remain fade-free while ABS only steps in necessarily.

Conclusion: Ford is on a bit of a roll lately. It all begins with the introduction of the Flex, Fusion Hybrid, Taurus, Mustang and, lately, Transit Connect. There will be a Fiesta and all-new Focus coming on the horizon. As for the Transit Connect, let’s just say it is on a-class-of-all-its-own.

OVERALL VERDICT FOR 2010 Ford Transit Connect
=====================================
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: 5/5

Overall rating: 4.25/5

Vehicle: 2010 Chevrolet Malibu LS
Price as tested: CDN$25345
Total mileage of the entire test: 650km
Fuel economy: 9 liters per 100km (70% city/30% urban cycle)

If there is one GM product that is able to challenge the best of Japanese’s domination in the mid-size segment, Malibu is definitely the one. Chevrolet has made no bones that everything else that Honda and Toyota can do, they can do it much better. That has proven in our long-term Malibu LS with Ecotec 4-cylinder engine. Even without the need to upgrade to a hybrid or V6, this 4-cylinder is as refined as any Accord with 2.4 liter or even Camry with the revised 2.5 liter. 169hp and 153 lb/ft have done what it should do with a 4-cylinder mid-size sedan while returning impressive fuel economy. Even with 3415 lb curb weight, the 5-speed automatic moved the Malibu with authority.

When it comes to handling, Malibu scores exceptionally well. Not only does the steering is precise and return good feedback, the suspension no longer have the loose feel one used to in General products. The ride quality is exceptional, which absorbs all the bumps and roughness like in any luxury cars costing twice as much.

The interior is superb, as it uses world-class materials right from the comfortable velour seats to soft-touch plastic on the dashboard. All the controls are logically placed, without even the need to check out owner’s manual for direction. Initutive and user-friendly best describe Malibu’s excellent interior.

The Malibu is definitely a great car even at its base form. As it got plenty of power with only a base 4-cylinder, handles exceptionally well and interior is a good place on a long trip. Those who are shopping for an Accord and Camry, while overlook such a great car would be a pity.

Likes:
Handling and ride
Performance
Interior quality and ergonomics
Price/value

Dislikes:
Slightlines
Not available with AWD

Vehicle: 2010 Honda Accord Crosstour EX-L 4WD Navi
Price as tested: CDN$40450

Performance: Considering the Crosstour weights at 2 tons, it doesn’t come as a surprise its lack of a 4-cylinder available. That’s despite the fact that Honda’s 2.4 liter i-VTEC 4-cylinder has more than enough to move Crosstour off adequately with 200 ponies. With the only availability of 3.5 liter SOHC V6 with i-VTEC variable valve timing technology, it certainly able to move Crosstour willingly if not breathtakingly with 271 hp and 254 lb/ft of torque. As one expects from Honda, the powertrain is silky smooth with exceptional refinement and flexability. Something the world’s best engine builder that has been well-known for years. Its not only the bottom end is willing to pick-up swiftly, both mid and upper ranges are very willing and eager as with all Honda engines. 5-speed automatic is the only gearbox available with the Crosstour. The gear ratios are well-spaced, both up and downshifts are coordinated without any drama. The 5th gear is tall enough to give Crosstour a great highway cruising ability for its purpose. What it lacks is the manumatic mode.

Handling: Honda’s chassis rigidty and stiffness have always been highly regarded as some of the best enginnered in the world. Given Crosstour is based on Accord platform, which has always been judged as the benchmark in the mid-size family sedan segment. The Crosstour certainly won’t be disappointed. While Crosstour’s ride is firmer than regular Accord sedan, it certainly far from being harsh. It has managed to absorb all the bumps and roughness with ease. Its suspension is comfortably compliant with a sense of European suppleness as one expects from latest Honda product, which is always good on our books. The steering is precise and responsive, with a sense of driver feel and feedback only received from Honda. However, Crosstour’s RealTime 4WD is a FWD until it detects slippage before it delivers power to the offending wheel. That means its a reactive instead a proactive system. What the saving grace is whenever the RealTime 4WD won’t be able to save anyone from rearing its ugly heads, there is always a Vehicle Stability Control waiting in the wings. When pushed Crosstour through its paces, there are some safe understeer from its reactive AWD system while body rolls are quite pronounced given its center-of-gravity.

Brakes: Once again, considering Crosstour’s hefty weight, its braking performance is much better than average. Both the stopping distance and pedal feel are all within Honda’s usual high standards. The stopping distance is short while pedal feels alive. The hallmark of the system is the ABS doesn’t step in unnecessarily.

Interior: Instead of fold down the 60/40 rear seats with switches on top of those seats, Honda has cleverly placed the release buttons on top of the cargo area. Its more initutive considering when anyone is lifting cargos, they don’t need to go back-and-forth to fold the whole lot down. There are 25.7 cubin feet when all the rear seats fold down which are huge. However, what’s limiting the cargo capacity is the sloppy D-pillars.

Just like the Insight, the rear wiper only clears the top portion of the window. That means it doesn’t clean the small one before. Combined the sloppy pillars and window, Crosstour’s rear sightlines are simply poor at best. Without the assistance of back-up camera and parking sensors, one can always reserve an appointment at bodyshop for repainting the rear bumper.

The sloppy D-pillars have cut into the rear headroom at the same time. It makes the headroom at a premium for anyone over 6 feet tall.

On the front, its everything you expect from a flgaship Accord. That means world-class use of plastic and leather materials in the cabin. The instrumentation gauges are clear and analog. On the other hand, we found the center console too button-happy. We count no less than 50 buttons for the auto climate control and stereo alone, not to mention the multi-functions steering.

Conclusion: If you can get pass Crosstour’s controversial looks and limited rear headroom, its certainly an Accord “station wagon” that is worth considering. It got a decent enough V6 engine which its smaller CR-V silibing lack, handles relatively well despite of its reactive RealTime 4WD and more than generous cargo space for most needed.

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

Overall rating: 3.5/5

2009 was a year that most carmakers would rather forgotten, as we have seen the biggest sales drop and many of those storied brands have gone. As we are looking forward to 2010, here are what we are predicting in coming years.

1) Mercedes and BMW will continue to sell most (by Mercedes and BMW’s definition of “most” equals 98%) of their cars through cheap lease rates and artificially high residual values, even if their resale value have taken a beaten over the last few years due to supply over demand on used market.

2) Those ungainly looking hatchbacks, crossovers…whatsoever (BMW 5-Series GT, Honda Accord Crosstour and Acura ZDX) will have huge incentive to move out of dealer lots by mid-year.

3) Toyota/Lexus’s quality will continue to drop, as they kept beating up their suppliers on corner cutting. Toyota/Lexus of the 2010 is no longer made like it was in 1992. While those early 90s Camry and Previa can last forever, god knows how much quality problems will have with those 2010 Matrix and Sienna.

4) Given Chrysler’s lack of core product introduction in 2010, while Fiat’s reestablishment in North America market is a big question marks. We wonder how long can Chrysler last?

5) Hyundai and Kia will continue to eat into the market share currently dominated by Honda and Toyota. When you can get a Hyundai Genesis V8 for the same price as an Acura RL, which one would your rather get?

6) Audi will continue to have sales growth with exciting product offensive without those incentive to move metals like its cross-town rivals: Mercedes and BMW.

7) After Audi, Subaru’s successful attempt of mainstreaming their once-quirky affordable AWD will continue to have sales growth. Who would have thought the dismiss of flameless Subaru and parking light switch on top of steering column can please both enthuisasts and general audience?

8 ) This year will be the big year of small car. As we will see Mazda2 and Ford Fiesta will be going to challenge the class-leader: Honda Fit. If VW is really going to bring the Polo, its going to be a fun party.

9) Even if Saab is able to be saved by Spyker, we can only foreseen this iconic Swedish brand being an Euro-only brand for the first few years. As GM nearly completely tranished the Saab franchise in North America, completely destroyed the resale value by annoucing its “wind down”.

10) Ford will continue to be America’s #1 domestic carmaker with their exciting new products. Not only they have created a niche with the excellent Transit Connect, both the new Taurus and Fusion have got rave reviews. Incoming Mustang with new 5.0 liter V8 is going to be an awesome beast. And that 2.0 Ecoboost 4-cylinder……

This year, we divided small cars into 2 sub-categories, both above and below $23 grand. We also have seen the resurgence of hatchbacks in these affordable segments.

Small car of the year (below $23k) nominess:
Kia Soul
Nissan Cube
Toyota Yaris

The Soul serves as a halo vehicle for Kia because of its cute-as-a-bug styling and loads of standard features. In the 4U version, it got all the standard ESC and ABS without having to add them in a package is a real bonus. While the standard 122hp 1.6 liter 2U got decent enough power, its the 4U’s 142hp 1.8 liter that seal the deal. The Cube, is as its name suggests, looks like a box that it came in. With the 1.8 liter 122hp engine with an efficient CVT gearbox, a versatile interior and unique character. This car will definitely do well for Nissan as an entry-level subcompact for years to come. The Toyota Yaris, a replacement to the once trendsetter Echo, received a facelift for 2010. Despite of its hosts of improvements, it remains too plasticky and not practical in this field of subcompact. Not to mention its just too expensive if you opt for the loaded one. By a narrow margin, Soul wins our small car of the year below $23 grand simply because of the standard ESC and ABS in the 4U. Its amount of cargo space and plenty of power sold at a superb price has made it an obvious winner in this category.

One vehicle that is worth waiting for in this subcompact segment is the 2011 Ford Fiesta. The Fiesta will be the 1st car that is going to be nominee for our 2011 overall car of the year.

Small car of the year (above $23k) nominess:
Mazda3 Sport
Hyundai Elantra Touring
Mitsubishi Lancer Sportback

When the Lancer debut back in 2007, we loved it so much that we hailed it as our overall car of the year. It has served well as Mitsubishi’s comeback kid. Fast forward 3 years, Mitsubishi introduced the Sportback version. While GTS’s 168hp 2.4 liter is good, its the Ralliart’s 2.0 liter turbo with dual clutch gearbox that is one hell of a car. Its a light Evo without feeling losing anything. While the Ralliart gains in performance, Ralliart’s sloppy C-pillars have cut down rear headroom and cargo space. What a pity. There aren’t any carmaker has come a long way as much as Hyundai. It was known for building crap cars like Pony and Stella 2 decades ago, to our favourte Genesis today. The Elantra Touring is a great example of Hyundai’s car building philosophy. It combines an attractive package right from the powertrain the interior ambience. The European driving experience and smooth 138hp 2.0 liter engine have given us great impressions right from the start. Mazda3 has always been considered as a gold standard in compact class. The combination of excellent performance, even with base 148 2.0 liter GS in sedan. Mazda3 Sport’s 167hp 2.5 liter is just a screamer. Sporty driving dynamics and classy interior quality are truly defined its class leading status. In terms of versatility, the sedan is good and hatchback is great. Because Mazda3’s shoe is too large to fill, we have to give it our nod for small car over 23 grand.

Family car of the year nominess:
Subaru Legacy
Buick LaCrosse
Ford Taurus

Subaru Legacy, just like the rest of the Subaru line-up, has given a much more mainstream looks than its predecessors. However, it doesn’t sacifice its performance and AWD capability defined by this quirky Japanese brand. Right from the 2.5i’s 170hp with CVT to the amazing 2.5GT, Legacy got all the areas covered. The CVT has worked surprisingly well with the boxer engine, which is a perfect mate to Subaru’s assymertical AWD. 2.5GT is a screamer while 3.6 H6 serves as a good alternative to many European sports sedan. Its a pity Legacy no longer available in wagon form. When you mentioned the word “Buick”, the association of “1 leg in the grave” has been stereotyped. The LaCrosse is about to change that with good driving dynamics, a beautiful interior and a sweetheart of an engine. While the styling looks a bit too generic, it actually got a style called its own. The original Taurus was such an innovative car 2 decades ago, the last few Taurus were simply an insult to this great nameplate. The latest Taurus is about to change that. Not only does it got some style, the 263hp 3.5 liter Duratec has some power under its belly. The availability of both front and all-wheel-drive will appeal to different buyers. Ford has managed to produce some of the best interiors in domestic industry. The Taurus handles surprisingly well, without losing the ride comfort of an American sedan. This is another tough segment. Our final racking was between the Ford Taurus and Buick LaCrosse. At the end of the day, we chose the Ford Taurus simply because it represents a more significant step forward for an American car company. 2 decades ago, Taurus was the benchmark which Toyota and Honda have to measure against. A decade ago, Taurus was an unremarkable car with ugly styling. The latest one not only brought back the once halo nameplate, it also signifies how far Ford has come in the last few years.

After we announced the winners of the most mainstream segments in the market, its time for us to introduce the nominess of our new category.

Green car of the year nominess:
Honda Insight
Toyota Prius
Ford Fusion Hybrid

The Honda Insight was a quirky little car which focus only on fuel economy. The new Insight is a more complete package. Honda doesn’t sacifice the fuel economy of the original car while bringing the new Insight with more space, more power and more competitively priced. It handles exceptionally well for a hybrid, just a pity the ride quality is so bouncy and rough at times. If there is one iconic vehicle that represents the hybrid revolution, it has to be the Prius. Just like the new Insight, the Prius is going mainstream with its 3rd generation. The interior is practical and finally, Prius is available with an EV mode that can cruise with battery alone for maximum efficiency. Despite that, we still couldn’t get close to Toyota’s claimed fuel economy figure. The Ford Fusion is a hybrid that is virtually no compromise. The Aktinson cycle has worked exceptionally well with the gas engine to provide best fuel economy at all times. Its not only drive like any Fusion, it rides like one. Despite the lack of fold down rear seats, Fusion remains practical at all times. Best of all, we managed to get fuel economy that is closet to Ford’s claim. That alone enough to give Fusion Hybrid our first Green car of the year award.

Because luxury segment doesn’t have enough cars to fulfill this year, we will go straight to “money no object” prestige category. There is, however, one car worth mentioning to be a nominee in the luxury category. That’s BMW is exceptional 335d with 3.0 liter turbo diesel engine. This car is good enough to be our favourite 3-Series right now, even without a proper 6-speed manual and availability of Touring sportswagon.

Prestige car of the year nominess:
Mercedes E550 Coupe
BMW 750Li
Porsche Panamera

If there is one car represents Mercedes brand, that has to be the E-Class. The E-Class has long been Mercedes’s bread-and-butter product. For 2010, Mercedes introduced the new E-Class. The new E-Class has a more boxy looks that appeal for more substance. It also solves many of its predecessor’s quality problems. The E550 Coupe is not only looks apart, it also performs like what a Merc should be. The chassis is solid while handling is forgiving, if not exactly entertaining, the Mercedes way. Add a 382hp 5.5 liter V8 and a sublime ride quality, you got a perfect grand touring coupe. BMW’s 7-Series used to be consider as the benchmark in the upper crest, not anymore. Even if BMW has given the 7-Series a better appearance, more initutive i-Drive and all the electronic nannines you could possible want in a flagship BMW. Its no longer the trendsetter for the upper class. While the 400hp 4.4 liter V8 scored with twin-turbo, its hefty curb weight won’t save its cumbersome dynamics and questionable front end styling. That left our the obvious winner in the prestige segment. Panamera not only provides what one expects from Zufferhensen. Sporty driving dynamics and awesome performance. Its interior is very well-made and layout. While 4-seater does have some compromise, it got more than enough space for most getaway. Its also a upper luxury car that look at home as much as in the golf course. If the 400hp V8 isn’t enough, there is always a 500hp twin-turbo V8 with DPK would definitely make your heart pounding.

Sports sedan of the year (below $50k) nominess:
Kia Forte Coupe SX
Mazdaspeed3
Ford Taurus SHO
VW Golf GTI

Kia’s first foray into the sports compact is a nice one. the Forte Koup not only offers plenty of bang-for-the-bang, its 2.4 liter 173hp engine provides more than enough grunt and handling dynamics that is as good as anything else in its class. If there is one thing that ruled out the Forte as the winner in this segment is its rubbery and notchy shifter. Mazda3 has always been one of our favourite cars, Mazdaspeed3 makes a great car even better. It all begins with a messaged 2.3 liter turbo engine that bumps out 263hp and 280 lb/ft of torque. Even with so much torque going through the front wheels, it remains a truly wonderful car to drive thanks to smart chassis and suspension tuning. Combined with a beautiful interior, you can a delightful icing on the cake. Unfortunately, its slight torque steer has made us wish for an AWD system. After a 9 year hitaus, the Taurus Super High Output is back with force. The new SHO receives a much needed chassis improvement, including a better steering and Haldex AWD system. The icing on the cake is the engine. The 3.5 liter Ecoboost engine gives out 365hp and 350 lb/ft of torque without any serious turbo lag, all return with reasonable fuel economy. It is also surprisingly refined and civilized given its sporty intentions. Exactly how you can improved an already perfect car? VW Golf GTI is a prime example of how to improve a breed. It takes a wonderful 200hp 2.0T engine, a class-leading dual clutch or manual gearbox with a well-sorted out suspension. Then combined with a superb steering and delicate chassis while wrap in a practical yet nice-looking package. The result is a hot hatch that is able to haul groceries from Costco while having fun on black top twisties. As usual, the final tally was between MSP3 and Golf GTI. Our take is the Golf GTI, as its a more balanced dynamic package that combined Teutonic integrity and rigidty. Even with less horsepower than the MSP3, its overall chassis balance and fitness are more appealing to us.

Sports sedan of the year (above 50k) nominess:
Audi S4
Mercedes E63 AMG
Jaguar XFR

Based on a very worthy sports sedan, the new S4 has taken the A4 chassis to a new height. It all begins with a 333hp 3.0T supercharged engine, a rear-bias Torsen Quattro system with Audi Drive Select. Plus the Sport Differential that is able to distribute the power side-by-side. The result is nothing less than astounishing. AMG used to stand for straight-line performance but handling not anywhere close to its rivals. Mercedes decided to change that with the E63 AMG. With a 6.2 liter V8 that delivers up to 518 ponies, a balanced chassis and an interior that is very welcoming. All have done with proper handling dynamics that only has to take a backseat to smaller C63 AMG. You got a very sweet package. While previous S-Type R was an also-run in an upper luxury sports sedan class. The new XFR has given Jag a much needed boost, in terms of driving experience and character. Along with 510hp and wel-honored chassis, it got an interior that is no longer feels as old school as Jaguar of old. If only the Jaguar Drive Selector would work more initutively with the paddle shifters. However, our choice goes to the new S4. It is nearly half the price of both the Jag and Merc but its definitely not half the car. Its more than capable to challenge the other 2 rivals when it comes to racetrack and on a twisty mountain roads. You aren’t likely to run into a better deal when it comes to buying a sports sedan. Its pity the new S4 isn’t come with an Avant sportswagon anymore.

Sports car of the year nominess:
Ford Mustang
Nissan 370Z
Hyundai Genesis Coupe

The Ford Mustang has long been a muscle car favourite. As it combines classic good looks with decent performance. The new one has keeping with its tradition while giving it a much needed interior, which is a huge improvements over its predecessors. When it comes to handling, its the best of all the muscle cars. Its capable on both the racetrack and it is on the open road. Since the introduction of the Z, Nissan has defined what a true performance value really is. As its 3.7 liter V6 engine in full boiling, the Syncromatch 6-speed manual gearbox match it perfectly like a harmony. As with the Mustang, 370Z finally received the interior that it deserves back in 350Z day. When it comes to talking about bang-for-the-buck, there is a new kid in town. This kid is from South Korea called the Genesis Coupe. With the 3.8 liter V6 that bumps out 306hp to a sweet FR platform. A superb driving dynamics with plenty of driving pleasure delivered through the delicate chassis. All come in a package that is priced lower than its direct rival, you got this year’s sports car winner.

Performance car of the year nominess:
Audi R8 V10
Porsche 911 GT3-RS
Chevrolet Corvette ZR1

Talks performance car, no one would ever forget about Porsche 911. GT3-RS is a race ready track version of the already amazing GT3. Although it feels a bit harsh on the road, its full capable on the racetrack given its race car status. When Chevrolet introduced the ZR1, it 638hp supercharged motor has made Z06’s 505hp rather tame. Combined with a full race-ready chassis and a sweet 6-speed manual, all you got is possibly the best car GM has ever come out in history. If the original R8 V8 already set a new standard. R8 V10 just takes it to another level. Along with the 525hp 5.2 liter V10, the sweet 6-speed manual gearbox and magentic ride suspension. You got a ride that is equal to anything else on the racetrack, without losing the civilization one expects from this Ingolsdadt firm. As much as we love the 911 GT3-RS, our final choice has given to the R8 V10. We just feel its a more all-rounded performance car as a whole.

Convertible of the year nominess:
Infiniti G37
Ford Mustang
Lexus IS350

The G37 signifies Infiniti’s forey into the convertible market. It begins with a wonderful chassis with a 3.7 liter V6 engine. It also looks apart despite of its rather dismal trunk space. But it gains back with excellent value equation when it comes to feature laden content. Best of all, this car is the prove that Infiniti is fast gaining back the market share once lost to its Japanese rivals. One of G37’s direct rival is Lexus’s new IS350. Just like G37, its a fully retractable hardtop convertible that is good for all season open-top motoring but the lack of trunk space. Unfortunately, IS350 also lacks the real potent performance and dynamic capability of what makes the G37 so attractive. Just like the Mustang coupe, the new Mustang convertible received a much needed interior and dynamic improvement. The availability of both V6 and V8 engines would appeal to most audience. Along with classic good looks and lots of standard features, the Mustang convertible will certainly do well for Ford. Our convertible of the year winner goes to Infiniti’s G37. The combination of a nice chassis and a great engine at such a value package is attractive, it also serves as a halo car for Nissan’s luxury division.

Wagon of the year nominess:
Cadillac CTS
VW Golf TDI
Audi A6 3.0T

If we have to choose our favourite American luxury car, CTS should be the one. For 2010, Cadillac introduced a CTS sportswagon. This wagon has anything you want in a CTS with the extra cargo space, its also as capable as its sedan silibing does without have to give us anything. As with any compact wagon, it looks sleeker than a sedan. Unfortunately, the 304hp 3.6 liter needs more power to push this hefty wagon around. If its a CTS-V, it could possibly take our award already. Replacing the 3.2 V6 in A6 Avant, this 300hp supercharged motor already proven to be a beast. It all doesn’t have to sacifice fuel economy with wonderful acceleration. The handling is as delicate as one you expect in an Audi, as its Torsen Quattro and precise steering have proven it to be a capable performer. VW finally ditched the short-lived Rabbit badge for Mk5 in flavor of the evergreen Golf badge in Mk6 guise. The Golf receives an even richer interior materials, a recalibrated chassis and a 2.0TDI that has proven its worth in our long-term Mk5 Jetta wagon. Along with 140hp, it got 236 lb/ft of torque while returning only 6 liters per 100km average. Combined with sporty handling and a superb highway ride, it aces our wagon of the year award.

Crossover of the year nominess:
Subaru Outback
Toyota Venza
Chevrolet Equinox

The Outback has always been a jacked up Legacy wagon at best, Subaru has made no bones about it when they invented this segment. The new Outback has improved what its predecessor lacks. It got more space, more engine choices right from base 2.5i to uplevel 3.6 H6 and an excellent symmertrical AWD system. The higher center of gravity doesn’t detract anything when it comes to driving experience. It has a big shoe to fill as Outback has to take Legacy wagon’s loyal customers along when latter is gone for 2010. Based on the Camry platform, the Venza is the sportiest handling of the whole chassis family. Its not only looks apart, the Venza has 2 potent engines. The uplevel 3.5 liter V6 with 268hp is a sweetheart. Along with a nice interior and decent amount of cargo space, the Venza would have Toyota executives worry about Highlander’s existence. The new Equinox was the 1st vehicle introduced after GM filed for bankruptcy. If the Equinox is any indication, it means the giant is back. The outgoing Equinox’s nasty interior materials, blend styling and unsophiscated handling/ride quality have become a things of history. The new one is a competitive crossover with good performance, handles exceptionally well and looks quite good. Its also priced attractively compare to many of its rivals. The optional 3.0 liter V6 with 264hp is as refined as any Japanese rivals. It also got many nifty features that shown Chevrolet engineers’ attention-to-details. While all 3 contenders are all excellent cars, our crossover of the year goes to the Chevrolet Equinox as its the most significantly improved of the bunch.

Premium SUV of the year nominess:
Audi Q5
Volvo XC60 T6
Mercedes GLK350

When Mercedes introduced the GLK, we know its bound to be a hot seller due to its attractive price point and loads of standard feature. It also good decent handling and ride like a Mercedes does. The 268 hp 3.5 liter V6 with 7-speed manumatic gearbox is a nice match with the whole chassis. The XC60 could well be the sportiest Volvo ever made. Along with its excellent T6 engine that provide decent amount of torque and refinement, its ride quality is sublime. In the interior, Volvo’s hallmark seats and Swedish interior design are proven it to be a contender in this competitive segment. However, both of them lack the overall packaging of our winner. The Audi Q5. With 265hp 3.2 liter V6 and a 6-speed Tiptronic gearbox, the Q5 already have a sporty feel. The Torsen 40/60 Quattro system and optional Drive Select have added wings to the tiger. This is the sports car of the compact SUV. As sporty as it is, Audi doesn’t sacifice anything when it comes to cargo versatility and interior ambience. As expect from an Audi, the class-leading interior materials and design are something to die for. While the sporty driving experience is something you are looking forward to after starting the car.

Luxury SUV of the year nominess:
Acura MDX
BMW X5-M
Lincoln MKT

If you are looking for an SUV with beast like performance, BMW’s X5-M is the one to beat. With 555hp 4.4 liter V8 twin-turbo, its as fast as any sports car with the interior space to boot. It also got a sharp handling but ride comfort is a trade-off, no matter how soft you set it into M-Drive. The Lincoln MKT is loosely based on Ford’s highly rated Flex. The uplevel Ecoboost 3.5 liter V6 twin-turbo has proven its worth when it comes to performance and efficiency. Unlike large Lincolns of the past, its quite a capable handler with superb comfort. However, its garish styling takes something to get used to. That left us to our winner of the luxury SUV segment. If you are seeking for an SUV with plenty of luxury features, sporty handling and good performing engine, MDX is the obvious choice. For 2010, Acura has revised the gear ratio for better acceleration while returning impressive fuel economy for large vehicle. The cornering is confidence-inspiring without losing all the fun one expects from Acura. Ride quality is simply outstanding given MDX’s sporty dynamics. All in all, an obvious winner.

Winners for 2010 Car of the year
=========================
Small car below $23k: Kia Soul
Small car above $23k: Mazda3 Sport
Family car: Ford Taurus
Green car: Ford Fusion Hybrid
Prestige car: Porsche Panamera
Sports sedan below $50k: VW Golf GTI
Sports sedan above $50k: Audi S4
Sports car: Hyundai Genesis Coupe
Performance car: Audi R8 V10
Convertible: Infiniti G37
Wagon: VW Golf TDI
Crossover: Chevrolet Equinox
Premium SUV: Audi Q5
Luxury SUV: Acura MDX

2009 has to be the saddest year of the auto industry for decades. Both GM and Chrysler declared bankruptcy. Brands like Pontiac and Saturn will be going the way of Oldsmobile and Plymouth. Volvo’s future remains uncertain at this point of writing. This year hasn’t seen any particularly significant car that has changed the industry, unlike last year’s Hyundai Genesis. While the Audi R8 V10 has, once again, raised the benchmark when it comes to daily supercar. Its price tag won’t make it into the overall winner. But certainly would be a horonable mentioned. However, our overall car of the year is from the same German manufacturer. With its overall pricing and packaging, it has changed the scene of both sports sedan and luxury sedan. This car not only makes those who will be buying any entry-level luxury sedan think twice, it also would make those who are shopping for a much more expensive upper luxury sports sedan think twice before signing the dotted line. It got a wonderful powertrain, handles like its on rail, safe, comfortable and come with all the toys one could possibly wanted for making driving fun. Just like its more expensive R8 silibing when its comes to supercar class, it has reset the standard of what a sports sedan should be. DirectShift’s 2010 overall car of the year is the Audi S4.

OVERALL 2010 CAR OF THE YEAR: AUDI S4

Vehicle: 2009 VW Jetta Wagon 2.0TDI Highline with 6-speed DSG, rear side airbags, ESP and Sirius Satelite radio
Price as tested: CDN$33035
Mileage since picked up: 12800km
Regular maintenance: 0
Unscheduled repairs: 0

The reason why many consumers dismissed the purchase of diesel was its engine cluttering during cold weather start-up. With the new clean diesel technology in the latest 2.0TDI, we have proven its as quiet and refined as many gasoline engine counterparts. Its only when one approaches the engine bay before noticing the slight cluttering sound. The latest clean diesel engine is also easy to start with a twist of a key. No fuss. No drama. The use of engine oil to cool down the turbo part of the diesel engine means it no longer needs any engine cool down before shut off the engine. As expect from cold winter weather, one would expect gas mileage would get worse due to longer engine warming period. Will the astounishing fuel economy got affected by the cold weather? We will find out after this cold and harsh Canadian winter.

Vehicle: 2010 Audi Q5 3.2 Quattro Premium
Price as tested: CDN$49250
Mileage since picked up: 9500km
Regular maintenance: 0
Unscheduled repairs: 0

After we have spent a couple of months with the Q5, one thing comes out loud and clear. Audi’s Quattro all-wheel-drive system is performing exceptionally well. Its not only enhance its performance, its a proactive system that work like a dream in the rainy fall weather. The sure-footness of the well-calibrated suspension with a nice steering set-up. Combined with the latest generation of ESP, it acts as a guardian angel when we hit those pour of water from the patholes. These 2 systems alone save us from those nasty situations with grace. As we are entering the harsh Canadian winter, we are intending to find out whether Q5 lives up to its reputation as an all-weather performance-oriented compact SUV for months to come.

2009: Hyundai Genesis
2008: Mitsubishi Lancer
2007: VW GTI
2006: Hyundai Sonata
2005: Chrysler 300
2004: Mazda3
2003: Mazda6
2002: Nissan Altima
2001: BMW M5
2000: Hyundai Elantra
1999: VW Golf and Jetta

Last year, it was the runaway winner: Hyundai Genesis, who took our overall car of the year. Which car will take the honor as DirectShift’s 2010 car of the year? Stay tuned as we are going to announce all the category winners and overall car of the year on Monday, December 21st.

Here are the cars which will be featured on our upcoming season:

2011 Acura TSX wagon
2011 Audi A8
2011 Buick Regal
2011 Chevrolet Cruze
2011 Ford Fiesta
2011 Honda Accord Crosstour
2011 Infiniti M
2011 Infiniti G
2011 Mazda2
2010 Nissan Altima
…..and so much more

Vehicle: 2010 Range Rover Sport Supercharged with extended leather pkg, rear differential lock and surround camera system
Price as tested: CDN$92160

Performance: The latest update to Range Rover Sport is the engines. Instead of using the outgoing 4.4 liter, it basically shares Jaguar’s AJ-V8. This latest iteration is a 5.0 liter DOHC 32-valve V8. On the “mild” Rangie Sport, it got a 370hp normally aspirated version of this 5.0 liter. The subject to our tester is “wild” Rangie Sport with supercharged. Thanks to the Eaton blower, this Rangie Sport has 510 ponies and 461 lb/ft of torque at driver’s right foot. Given how smooth and refined the AJ-V8 engine already resided in Jaguar, it doesn’t come as any nasty surprise in this Rangie. The supercharged sound sporty through the exhaust note, it doesn’t have the wheezy blower sound once associate with supercharged engine in the past. The credit of all this power delivery has to go to its 6-speed manumatic gearbox. With proper gear ratios, it always keeps the supercharged engine at its full boil. The availability of manumatic has encouraged the use of manual shifting for sporty driving experience, which works well with Rangie Sport’s character. Combined 510hp with a nicely ratio gearbox, its able to move 2 tons of British leather and wood lined of luxury with authority. What makes me really surprise is the engine feels strong and willing to move at both middle and upper range of the rpm.

Handling: When you consider Rangie Sport is based on the shorter LR4 platform instead of traditional Rangie platform, you are bound to expect it has a more nimble feel on-road than its larger silibing. All of these are true when hustle the Rangie Sport through a set of twisties. While you won’t find the same kind of handling sharpness as in the Cayenne Turbo or X5-M, Rangie Sport is able to hold its hold through corners. What it sacifices some of its driving dynamics gains back in supreme ride comfort. Range Rover has always been known for its Jaguar-like ride quality, Rangie Sport is no exception even with its firmer suspension setting. Its firm without feeling harsh. The suspension is comfortably compliant with a sense of suppleness built into the equation. Steering provides good feel and feedback, with decent precision without feeling twitches when pushed. Combined of all these with Dynamic Stability Control and Cornering Brake Assist, Rangie Rover handles confidently. Last but not least is Land Rover’s well-honored 4-wheel-drive system works exceptionally well off-road withot losing composure on-road. Both the 4WD, DSC and CBC work as a perfect harmony which is a pleasant surprise on a vehicle this large.

Brakes: With 4-wheel discs and standard ABS, Rangie Sport stops exceptionally well given its weight. The Brake Assist doesn’t grab driver’s leg to the bottom of the floor when it activates. That means ABS isn’t going to step in unnecessarily until the driver asked for it. The brake pedal feel solid and reassuring.

Interior: After all these years, Land Rover still refused to give us the one-piece tailgate that is so user-friendly. The split tailigate is not only difficult to load luggage aboard, the hinges for the lower tailgate has spoken for plenty of warranty claims due to too many users sit on top of it. The only good thing is you have to open the top half first, that means you can throw those small items inside the luggage area before opening the stupid bottom door. All I can say is those stubborn British never learned.

The rest of the interior dressed up nicely with top-shelf materials. Everywhere else is wrap up in leather stitiches or top-quality soft-touch plastic materials. Leather seats are typical Britiish firm with excellent bottom and thigh supports. However, those British quirks in ergonomic sense are “same old, same old”. Perhaps those annoying quirks we found are considered as character in British sense, mind you.

Conclusion: The Rangie Rover has plenty to going for it. It has excellent performance, handles exceptionally well and interior ambience is superb. What makes me really surprise is how comfortable its ride does, compare to its rivals. Now you can added Rangie Sport to the list of high-performance SUV.

OVERALL VERDICT FOR 2010 Range Rover Sport Supercharged
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 3.5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4/5

Vehicle: 2010 Lexus HS250h Premium with Premium Sport Pkg
Price as tested: CDN$41400

Performance: Although HS’s designation suggest HS has 2.5 liters of performance prowess. Its based on Toyota’s well-proven 2.4 liter DOHC 16-valve 4-cylinder with Atkinson Cycle batteries. What makes the use of Atkison Cycle so appealing to carmakers especially Toyota and Ford is their efficiency on providing good fuel economy and generous torque. We have experienced the desired result with the impressive Fusion hybrid. Regarding the HS, combining the Atkinson Cycle with that 2.4 liter engine produce a healthy 187hp and 138 lb/ft of torque. Thanks to the Atkinson Cycle battery pack, its maximum torque arrives at 4 grand with is quite potent given HS is weighting in at 4686 lb. It is able to move HS more than adequately if not outstandingly off-the-line. The transition between battery and gasoline is surprisingly seamless thanks to Toyota’s experience on engineering hybrid powertrain for years. On the mid-range, Toyota’s variable valve timing or VVT-i is able to produce decent performance when the urge of power is needed. As with most hybrids, HS is powered by a CVT. This CVT matched hybrid’s powertrain. What makes CVT so appealing in the hybrid world is its gearless seamless feel and feedback combined with hybrid’s quiet ride, that makes them such a perfect companion. Unfortunately, the availability of “EV” mode has handicapped HS’s ability to use full electric on anything above 20 mph due to its engineering capability. Given hybrid is most economical when running fully on electric before gasoline motor steps into the equation, Toyota should engineered the “EV” mode to reach a minimum of 50-70 mph. That’s when we called it an achievement. Until then, HS is still unable to generate the sort of fuel economy that is anywhere close to Toyota’s claimed figure. While Toyota claims HS is able to do a combined city and highway fuel economy of 5.7 liters per 100km, we are only able to get 7.3 liters per 100km. That is 16% apart from the manufacturer’s claim. As we have said before, only Honda Insight and Ford Fusion are able to get close or even beaten manufacturer’s claim fuel economy figures through our testing. Given Toyota’s engineering prowess in their Hybrid Synergy Drive technology, we expect a lot more from their fuel economy. Both Prius, RX450h, GS450h, LS600hL and to their latest HS250h are getting no where close. What a pity!

Handling: Given the fact that HS is based on Europe’s mid-size Avensis chassis, it doesn’t come as a surprise its a very good fundamental for an entry-level Lexus hybrid. The chassis is solid, rigid and completely free of any cracks and rattles. But if you are looking for a sports sedan hidden behind HS’s controversial styling, you are looking at the wrong column. Despite our HS tester is equipped with optional sports package, which consist of sports suspension and quicker steering ratio. The HS is from from being sporting, let alone sporty. While the steering provides decent response, both the turn-in and center feel are numb. The feel and feeback from the steering ranging from vague to dead. Press the HS hard through corners, there are plenty of body rolls. The Vehicle Stability Control is an instrusive type, which is a godsent given how soft HS’s suspension is. Even though the platform is solid-as-a-rock, Toyota’s detached chassis feel remains intact. What the HS really shines is its silky smooth ride quality. Its not only absorbs all the bumps and roughness of what we defined poorly paved Canadian roads. It even eats up those patholes as comfortably as another hybrid that costs twice as much, which is the Mercedes S400.

Brakes: With 4-wheel discs and standard ABS, HS’s regeneative braking doesn’t have other hybrid’s rather numb to the pedal feedback. The brake pedal actually have some lives to it when press hard into the metal for a couple of hard stops. ABS doesn’t step in unnecessarily is an added bonus.

Interior: What makes HS such a huge compromise, in terms of interior packaging, begins with the trunk space. Its not only it doesn’t have proper fold-down rear seats, unlike its less expensive Prius silibing. The trunk opening is narrow, liftover is too high and cut-off is just plain embarrassing. While one can store 2 golf bags with the luggage for weekend getaway. It takes lots of dignity to get those out from the trunk, without hitting your head. Another area where Toyota cut corners is the use of the unpadded instrusive trunk hinges, which would crash into anything you put inside the trunk while cutting cargo space. Given HS’s price tag starts north of 39 grand, I expect better attention-to-details in the luggage area. If Mercedes and Audi are able to afford extra paddings on their trunk hinges, I don’t see why Lexus is unable to do it with the HS.

Slip behind the wheel of the HS, you find an initutive mouse to let driver to control everything else from auto climate control to navigation system. Unlike the dreadful BMW i-Drive, Lexus’s Remote Touch Controller is both initutive and user-friendly.

However, there are some plastic materials that don’t live up to Lexus’s reputation of producing some of the nicest interiors in the business. While those cheesy plastic can find home safely in a Corolla and Camry, it just looks out of place in a car wearing a “L” emblem. When it comes to material quality, I found the ES250 from 2 decades ago more appealing.

Just like the trunk space, HS’s rear seats feel cramped or adequate depending on your height. The sloppy C-pillars don’t help the headroom neither.

Conclusion: Lexus’s marketing slogan for new HS is “All New, All Hybrid and All Lexus”. While I can certainly understand the “all new” part. It am not quite sure about “all hybrid” as its compromise between performance and fuel economy can’t live up to Toyota’s reputation on Hybrid Synergy Drive technology. The poor packaging of interior and cargo space with cheesy interior materials definitely not live up to “all Lexus” part neither. Perhaps Lexus should change their slogan to “All New. All debateable styling. All Compromises” is more suitable to HS’s overall lurkwarm execution.

OVERALL VERDICT FOR 2010 Lexus HS250h
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Performance: 3/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 2.5/5

Vehicle: 2009 VW Jetta Wagon 2.0TDI Highline with 6-speed DSG, rear side airbags, ESP and Sirius Satelite radio
Price as tested: CDN$33035
Mileage since picked up: 8600km
Regular maintenance: 0
Unscheduled repairs: 0

As you have seen in our earlier review, VW Canada has revised the Jetta wagon to Golf wagon for 2010. The most significant change to the overall package is the interior. The chassis has been stiffened and suspension reclibrated for better ride comfort while yielding for sharper driving dynamics. Best of all, even the base Trendline can be opt with ESP. On a contrary, VWoA will keep the Jetta wagon through the revision. As American have a better name recognition with the Jetta nameplate than Golf nameplate. Due to the Jetta is a sedan and Golf is a hatchback.

After 2 generations of Jetta wagon in Canadian market, will the change to Golf wagon a change for the better or worse. Time will tell.

Vehicle: 2010 Ford Taurus SE FWD
Price as tested: CDN$30449

While the top-of-the-range SHO is powered by an Ecoboost V6 engine, the base Taurus comes with Ford’s venerable 3.5 liter Duratec V6. Our base SE comes standard with front-wheel-drive while SEL can be opted with Haldex AWD, the same system as in the SHO. With 263hp and 249 lb/ft of torque, it is more than enough to move the Taurus off-the-line when mating with 6-speed automatic. Our SE tester, our SEL and SHO, isn’t come standard with manumatic. However, the decent gear ratios have served this 24-valve DOHC V6 relatively well despite of its heavy curb weight (4015 lb to be exact on our tester!). Unfortunately, it feels somewhat lazy to throttle response when it comes to up and downshifts.

Handling wise, Taurus scores well with nice steering feedback. Ford’s large car platform has derived European driving and riding characteristics even on our base car. The ride is compliant and supple, with some terminal understeer one expects from a family sedan. We are also glad to see stability control comes as standard as an active safety feature.

The velour seats provide decent support. Even on the base model, the interior layout and materials have to be Ford’s best effort yet. The use of interior lighting from the dashboard to the center console are classy. It doesn’t feel like any Ford come before. In the past, Ford interiors used to be cheesy with poorly layout control (especially those mickey mouse stereo buttons). Ford’s interiors are on par with the best in the world nowaday.

In the real estate world, its all about location. In the automotive world, its all about product. Ford has proved that they can survive without government bailout by producing atttractive products. The new Taurus is a perfect example. As it provides a decent blend of performance, handling, ride comfort while come with lots of standard features at an attractive price.

Likes:
Handling and ride
Interior
Price/value

Dislikes:
Poor brake feel
Tight trunk access
Smallish rear seat legroom

Vehicle: 2010 Honda Insight LX
Price as tested: CDN$23900

Performance: When the original Insight introduced about a decade ago, it was being criticized as overpriced, cramped and too quirky for its own goods. With the introduction of this 2nd generation Insight, Honda promises to be a mainstream hybrid for everyone. Has Honda delivered what they promise? We will find out.

The new Insight is motivated by a set of batteries with 13hp and 58 lb/ft of torque, its called Integrated Motor Assist or IMA. On the other hand, its gasoline engine is a small 1.3 liter 8-valve SOHC with Honda’s well-renowed i-VTEC variable valve timing technology. The gasoline engine has 85hp and 65 lb/ft of torque. Although this engine is engineered for economy instead of performance, they actually deliver plenty of power for all daily driving. The changes are seamless between IMA and gasoline engine. Its also surprisingly quiet with Honda’s usual refinement and smoothness during its work out on gas. As expected, its very quiet during cruising speed with IMA alone. This Insight only comes standard with one gearbox. Its a CVT, which is perfect for mating with hybrid powertrain cause it delivers seamless yet efficient work manners on both D, S and L. What is the most delightful fact about this Insight is it actually delivers fuel economy that is close to the factory rating. We had an average of 5 liters 100km, which is only 0.2 liters behind of what the manufacturer claims. We also have to give Honda credit for giving out realistic figures on both battery and gasoline motor’s real world horses and torque. While many hybrid rival carmakers don’t provide fuel economy anything close to real life experience, Honda certainly isn’t one of them. That really shows Honda is the world’s best engine manufacturer.

Handling: Another delightful fact about this new Insight is its based on Honda’s well-renowed Fit subcompact platform. The Fit platform has been known for providing class-leading handling and ride compromise with wonderful use of interior space. Its a perfect “fit” for this affordable hybrid as a fundamental. That has explained of Insight’s low admission price. Most importantly, this platform is solid-as-a-rock for suspension components to hang its heads. While on our tester, LX, which doesn’t come with VSA, or what Honda dubbed Vehicle Stability Assist. The system we tested in uplevel EX is well worth the pennies. As it is an excellent active safety feature that acts as a helping hand when the driver rears its ugly heads. The electric power steering provides excellent feel and feedback, with precision and responsiveness we all expect from Honda. There are plenty of body rolls and understeer is obvious when pushed hard into corners. What we found most surprising is how much fun the Insight drives. Unlike many of its hybrid peers, Insight is actually a pleasure to drive without getting bored easily. Our only criticism is Insight’s ride quality. We found the suspension has calibrated a bit of overdamping when driven through all the washboard pavements, patholes, expansion joints and railroad tracks. On a smooth surface, the suspension is very capable and certainly up to Honda’s high standards of combining superb ride and handling. On poorly paved roads, this Insight needs to get better damping characteristics for its target audience. Dynamically speaking, this Insight exceeds of all my expectation of being a hybrid.

Brakes: Hybrid’s regenerative braking usually comes with nasty and mushy pedal feel. It isn’t with the Insight. Although the pedal feel still haven’t matched regular gasoline and diesel-powered cars for feedback. This Insight provides better than average pedal feel and modulation. The regenerative braking doesn’t grab driver’s right foot too much during heavy workload. Another bonus is the ABS doesn’t act unnecessarily.

Interior: As we have mentioned earlier, the biggest benefit of consolidate Fit’s platform is the amount of versatility. Insight impresses with its full flat rear floor with 60/40 fold-down rear seats, low loading floor and practical hatchback practicality. For a hybrid, the Insight’s cargo space is as good as it gets. The biggest problem is you really can’t see anything through the rear-view mirror due to its sloppy hatch.

The velour seats are comfortable and well-foamed. Honda has designed a nifty instrument to gauge driver on how to drive the Insight properly. When you pushed the “Eco” button, there are numbers of “trees” glow to tell you whether you drive in IMA or gasoline. On the speedometer, the green light means its running on IMA while blue means on gasoline. While I feel its more of a grimmick at first hand, it works quite nicely as I put more miles on this Insight. It really does encourage the fuel saving driver manner of a hybrid vehicle.

The rest of the interior have been very well layout. The automatic climate control is logical and effective. The A/C is cold without feeling freezed. Everything else from climate control to stereo to trip computer all fall right at hands. There is one major flaw, which has to do some of the plastic materials used in the Insight. It just lacks the tactical and quality feel one expects from a car company of this caliber. It just doesn’t feel as soft and supple as what a Honda should be. The rest of the switchgears feel high-quality and tactical, though.

While we found enough headroom, the legroom is at a premium compares to its rivals.

Conclusion: Except for its name, everything else is radically different in the new Insight. Its finally a mainstream hybrid that is affordable, capable and, most of all economical. In the past, you have to drive a hybrid for a long period of time to compensate for the running costs and premium over its gasoline equivalent. With this new Insight, you finally have a hybrid that will return the all the costs in a short period of time. What really impresses me is the significant price advantage the Insight over its peers.

OVERALL VERDICT FOR 2010 Honda Insight
=====================================
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: 5/5

Overall rating: 4/5

Vehicle: 2010 VW Golf Wagon 2.0TDI Highline with 6-speed DSG
Price as tested: CDN$31840

Performance: Is it a Jetta or is it a Golf? Subject to this edition of test drive, we are going to review the Mk6 iteration of the compact VW wagon. Instead of naming it Jetta wagon as South of the border, VW Canada has aligned its latest offering as Golf wagon.

There aren’t any compact wagon as suitable with a diesel powertrain as Golf does. As the latest generation features VW’s new Clean Diesel. What makes this Clean Diesel so special is that it can run on low-sulphur diesel recently available on our shore, which already been available in European nations for ages. This 2.0 liter TDI is good for 140hp. What makes it amazing is that it has 236 lb/ft of torque available at 1750rpm. It has more torque than any of its 6-cylinder competitions without losing anything, when it comes to fuel economy and refinement. Compared with the 1.9TDI used to be reside in VW of old, this new Clean Diesel is cleaner, quieter and, most important of all, much cleaner. All have done without the annoying turbo lag once associates with small displacement turbodiesel engine. Our Highline tester comes with optional 6-speed DSG gearbox. What this gearbox does is to have twin-clutches. One for the odd numbers of gears and another for even numbers. It makes up and downshifts much quicker than any manual gearbox, without using the clutch by the left foot. On the other hand, it returns an impressive 6 liters per 100km an average during our test drive.

Handling: With the Mk6 platform, VW has upgraded Mk5 platform with higher chassis rigidty and stiffness. Combined with the recalibrated suspension and spring rates. The Golf Wagon handles as good as anything else when it comes to carving corners. The electric power steering is precise with plenty of feel and feedback. The suspension is comfortably compliant, which absorbs all the roughness and patholes with ease. The single biggest improvement to the Mk6 is VW finally makes ESP standard across the board, right from Trendline to Highline. Not only ESP works as an active safety feature for both unskilled drivers, as well as in poor weather conditions. It also proved to be a life-saving feature in front of all those airbags and side curtains. When it comes to handle over and understeer, the ESP acts uninstrusively without stepping in unnecessarily. There is a slight amount of body rolls and terminal understeer, as one expects from a family sedan. But this Golf Wagon is a family wagon with a sense of sporty intentions.

Brakes: With 4-wheel discs and standard ABS, the Golf Wagon stops on a dime. The stopping distance is short and pedal feel is lively. The brake pedal actually has some lives to it on its travel. The ABS only steps in at the right time at the right place.

Interior: If you thought the interior of the Mk5 is nice, the Mk6 has taken it into another level. There are even softer plastic materials inside the cabin. All the plastic and aluminum trim are nicely put together, with a sense of German functionality and style. The leather seats are comfortable without feeling confining. If you go with the Highline, the Panoramic roof has opened up the rather drab all-black interior nicely.

With the rear seats folded down, the Golf Wagon has 66.9 cubin feet of cargo space. It has plenty of cubbyholes for storage and a privacy cover for security sake. The only drawback is there is no place to put privacy cover anywhere inside, when the rear seats folded down. At the back of the Golf Wagon, the rear wiper actually covers up most of the rear screen. Best of all, there is a tailgate handle. Thanks, VW.

Conclusion: The new Golf Wagon is a practical roundabout that is very hard to overlooked. It got plenty of power, handles exceptionally well and an interior to die for. The most impressive is the fuel economy, an average of 6 liters per 100km is nothing short of astounishing.

OVERALL VERDICT FOR 2010 VW Golf TDI Wagon
=====================================
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: 4.5/5
Value-for-money: 4.5/5

Overall rating: 4.5/5