Vehicle: 2011 Ford Mustang V6 Coupe Pony Pkg with Interior Upgrade Pkg
Price as tested: CDN$25961

Performance: Although the updated Mustang V6 doesn’t come with Ford’s impressive Ecoboost twin-turbo V6, its power delivery didn’t disappointed us for one single bit. In fact, its a delightful surprise that even without Ecoboost. The Mustang V6 is able to deliver such a stunning performance in base trim. As with the upgraded V8 GT, both of these engines receive Ford’s advanced Ti-VCT or what Ford called Twin Independent Variable Camshart timing. That is able to improve the engine output while improving the fuel economy. In V6 guise, the Mustang delivers 305 ponies and 280 lb/ft of torque. That means plenty of low-end grunt when driven off-the-line, both the mid and upper ranges are equally impressive. In terms of acceleration, this V6 equals last year’s V8. The seat-of-the-pants feel suggests the same story. This V6 is not only powerful, its also extremely refined and smooth. At the same time, delivering superb engine note that is music to every driving enthuisast’s ears. No wonder Ford has to upgrade the V8 with the same Ti-VCT technology in order to produce 415hp and 309 lb/ft of torque, or those die-hard V8 Mustang fans would feel very pissed off. On top of that, the 6-speed manual has perfect gear ratios. That’s despite it still suffers from Mustang’s low throw and slight rubbery gates. The clutch, however, its light and progressive.

Handling: With the introduction of the new Mustang, Ford has proved itself that muscle car doesn’t mean only going straight line. Thanks to a stiff chassis and a superb calibrated suspension, the Mustang V6 hangs itself like a magnet on the road. The suspension is comfortably compliant which means it rides firmly without being harsh on all the rough pavements. Its European firm but far from being harsh. The body motions are well-controlled. When pushed the Mustang into a corner, the suspension takes a set and begin to settle itself in nicely. Steering provides good feel and feedback with enough precision. Just like its rear-wheel-drive 50/50 perfect weight distribution, the entire car feels very balanced and agile when hustled around corners. When mated to Ford’s AdvanceTrac with ESC, which is an uninstrusive type that doesn’t step in unnecessarily. It all wraps up Mustang’s sophiscated dynamic package.

Brakes: With 4-wheel discs and standard ABS, the new Mustang no longer has the spongy pedal feel as the Mustang of a decade or so ago. The stopping distance is short, while pedal always feels reassuring and confidence-inspiring. Add to the ABS which only acts necessarily. The Mustang is as good as it gets.

Interior: Just like the rest of the vehicle, Mustang’s inside feels as sophiscated as its driving experience. Previous Mustang interiors were cheap and nasty, the new Mustang feels classy and sophiscated. Thanks to the use of quality plastic and leather materials in the cabin. Those leather seats provide decent thigh and back support, although we would prefer more side support when cornering.

Conclusion: A drive in the Mustang V6 has proved why Ford is the only American carmaker without getting any government bailout. When they launched the Mustang last year, its already acclaimed as the best muscle car in the business. With the introduction of two upgraded powertrains, its able to use Mustang’s chassis more wisely. As for the V6, its so powerful and refined that one could possibly make those who bought a V8 last year as the most regretful event in his or her lives.

OVERALL VERDICT FOR 2011 Ford Mustang V6
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 5/5

Overall rating: 4.5/5

Vehicle: 2010 Mercedes E350 4-Matic sedan with Premium Pkg
Price as tested: CDN$66800
Mileage since picked up: 7100km
Regular maintenance: 0
Unscheduled repairs: 1

No matter how Mercedes claims their build quality and reliability have improved over the years. Nothing can beaten the true ownership experience. We have encountered the first problem with our long-term E-Class. When we were driven on a highway, there were all sorts of warning lights came on like christmas tree on the dashboard. We called Mercedes roadside assistance for help, they were gladly tow back to service center for a close inspection. In the meantime, we offered a B200 as a loaner car before they finally diagonsed and fixed the issue.

On the next update. We will report on what problem have Mercedes found with our long-term E350.

Vehicle: 2010 VW Passat R36 Wagon
Price as tested: CDN$52000

Performance: What “R” stands for in VW is exactly like what “S” stands for in Audi, its the performance version of the more sedate silibing. The 3.6 liter DOHC 24-valve VR6 has been messaged to a potent 300 horses and, most importantly, 300 lb/ft of torque. As proven as VW’s VR series of powertrain, the R36 is the last of the great breed. That’s primarily because VR engine series has entered the final phase of the lifecycle, after nearly 2 decades serving VW family. Another reason is this engine will no longer able to withstand the tough emission regulations currently dictated by the governments. Despite that, with an impressive 300 hp and lb/ft of torque; its able to move the heavy 1747kg Passat wagon with authorty off-the-line. The credit has to go to VW’s proud Direct Shfit Gearbox. This dual clutch gearbox is not only have the uncanny abilities to rev match, heel and toe for the enthuisast. Its also able to provide exceptional efficiency and economy. On the other hand, the paddle shifters on the steering wheel are able to drop a gear on whenever gear. With all of these great engineering put through the powertrain, its able to make the R36 from launch to 100 km/h in 5.6 seconds. What is impressive judging by its weight. Even if VR6 has entered the final phase of its lifespin, its level of refinement and engine note really intoxicating. The low-range, is as expected, responsive. Both the mid and upper ranges won’t run out of breath even when driver pushed hard.

Handling: The level of marvelous engineering continues through the chassis. While the standard Passat platform has been known for its solid and well-made, the recalibrated suspension has taken it into new height. The suspension is firm and well-planted, without feeling harsh and ungainly, on washboard pavements. Even when driven through patholes and expansion joints, R has the uncanny abilities to absorb all those roughness with ease. Unlike many so-called sports cars, R36′s ride quality is as impressive as its driving experience. The power steering provides plenty of response and sharpness, without feeling twitchy. Its precise without feeling overly sensitive. Although it uses front-bias Haldex AWD, unlike previous Passat did. There are minimal understeer when pushed. The ESP has acted reasonably uninstrusive whenever driver wants to push the R into the envalope. As for the amount of body rolls, once again, exceptionally well-controlled and composed. The R36 is a dynamically delightful sportswagon.

Brakes: With large 4-wheel discs and standard ABS, the R stops amazingly given its curb weight. The stopping distance is short. Pedal always feels solid and reassuring to driver’s right foot. Its also fade-free after a couple of harsh stops. Another credit has to be its ABS only acts up necessarily.

Interior: Being a family wagon, VW has done a great job on designing a superbly layout luggage area. It all begins with a low liftover, then add a boxy cargo area which add extra versatility. Not to mention the rear seats can completely fold down with all those tie-downs and cubbyholes. It makes us wonder why would anyone buy a Tiguan and Touraeg.

The single biggest highlight to R36 is the wonderfully supportive leather/Alcantara sports seats. They are able to haul driver in all the right places without feeling confining. The use of tasteful aluminum trim has added a sense of sportiness to Passat’s usual interior layout. All the switchgears have a high-quality tactical feel, the use of plastic materials in the cabin are top-notch. Automatic climate control and stereo are both initutive.

As always with Passat, the rear legroom and headroom are spacious. Its also comfortable enough for 3 passengers aboard, which can’t say about in many of R36′s peers.

Conclusion: Passat R36 is definitely be a great sent off to VW’s legendary VR6 engine series. The wagon has answered the question which many have asked when buying a family car but without sacifice the joy of driving. If you want a family wagon but want the driving pleasure of a sports car, the Passat R36 has done this job relatively well. It also has done it with a huge price advantage over many of its much more expensive competitions.

OVERALL VERDICT FOR 2010 VW Passat R36 Wagon
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 5/5
Value-for-money: 5/5

Overall rating: 5/5

Vehicle: 2010 Honda CR-V EX-L
Price as tested: CDN$34990

Performance: Unlike so many of its rivals, Honda only put 4-cylinder in their latest CR-V. As everyone would expect from Honda, this particular 4 banger is a very good one. Pumping out 180 ponies from Honda’s well-renowed 2.4 liter SOHC 16-valve 4-cylinder with well-known i-VTEC variable valve timing technology, it moves the CR-V off-the-line with both refinement and power. 161 lb/ft of torque certainly serves this compact crossover exceptionally during bottom end, especially its maximum torque arrives at 4400rpm. The level of refinement, NVH and smoothness should be judged as the best in any normally aspirated 4 banger, regardless of price. As this is the carmaker which engineered world’s highest hp per liter in S2000′s 2.0 liter DOHC VTEC a decade ago. As we have mentioned many times in the past, Honda is the world’s best engine builder; as well as world’s best normally aspirated 4-cylinder producer. Bar none! 5-speed automatic is the only gearbox available in the CR-V’s EX-L. Despite the lack of manumatic mode for enthuisastic driving, this 5-speed automatic is a honey of a gearbox. As it provides silky smooth up and downshifts. The shifts are coordinated with proper ratios to suit CR-V’s needs. Both the engine and gearbox work in a perfect harmony. The power from this 180hp would also make you forget about opting for a V6, considering today’s gas prices. If you really want a 6-cylinder crossover, Honda would serve you with the Accord Crosstour and Pilot.

Handling: Since the original CR-V back in the 90s, Honda has based this compact crossover on the Civic platform. Judging by how good the latest Civic drives, it doesn’t come as a surprise CR-V won’t be a disappointing drive. Civic’s underpinnings are excellent to begin with, as both are based on a stiff and rigid chassis. Put a well-calibrated suspension and springs; CR-V handles just like a “Civic station wagon” with reactive AWD. Maybe because Honda wants customers to go over to Acura showroom for classier RDX, Honda has left the better SH-AWD to its upmarket division. That leaves Honda’s reactive AWD called RealTime 4WD for CR-V. While it certainly not a terrible sytem, its a system which only works when the computer detects any slippage on the rear offending wheels before sending any power from the front. CR-V is basically a FWD for most of the time, before it detects slippage. On the other hand, both the steering feel and feedback are what one expects from Honda. The steering feels precise and responsive, with nice feel and feedback to driver input. There are some safe understeer, especially with this reactive AWD system. Same goes for controlled body rolls. Whenever anything goes wrong, there is always an Vehicle Stability Control waiting in the wings. This sytem works as a perfect harmony with RealTime 4WD system, which is a godsent in Canadian winter. Last but not least, is CR-V’s superb ride quality. It absorbs all the bumps and roughness with ease. It filters out all the patholes without feeling floaty.

Brakes: With 4-wheel discs and standard ABS, CR-V’s brakes perform decently. The stopping distance is short while pedal feels decisive and solid. Its all you would expect from Honda. The pedal always feels alive without spongy while ABS only acts necessarily.

Interior: CR-V’s cargo space is large for its size. When you fold down the 40/60 split fold-down rear seats, it got 72.9 cubin feet of cargo space. Best of all, the entire cargo area is squared with nice cut-off on both sides. There are plenty of cubbyholes underneath, including CR-V’s trademark picnic table. The loading is easy thanks to low liftover. If there is one drawback, its the rear window doesn’t open indepedently.

Up on the front, CR-V’s use of materials and fit-and-finish are up to Honda’s high standards. In our loaded EX-L, it got comfortable leather seating and automatic climate control. The climate control is effective by cooling and warming up the interior.

Conclusion: The CR-V has always been considered as one of the better compact crossovers in the market. It is certainly so. As it combines good performance, handles relatively well with a nice interior to boot.

Here lies the rough, though. Like our loaded tester EX-L, without the Navi, already cost up to 35 grand. The nearby Acura store has a RDX for less than 40 grand. But that comes with a more upscale nameplate, plusher interior, SH-AWD and a 240hp 2.3 liter turbo engine. The final decision is whether you prefer to fill up your Honda CR-V with regular gas or Acura RDX with premium gas.

OVERALL VERDICT FOR 2010 Honda CR-V
=====================================
Performance: 3.5/5
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: 4.25/5
Value-for-money: 3/5

Overall rating: 4/5

Vehicle: 2010 Toyota Land Cruiser Prado Luxury edition
Price as tested: CDN$55700 (Estimated)

Performance: In North America, we got Lexus GX570 which is a luxury-laden SUV. In the rest of the world, however, its called Land Cruiser Prado which the GX is heavily based on.

What makes the Prado different than the GX570 is the heart. With the GX570, it sourced a 5.7 liter DOHC 32-valve V8. The Prado, however, uses a smaller 3.4 liter DOHC 24-valve V6 with dual VVT-i to move 2 tones of Japanese metal. This smaller powerplant’s performance figure doesn’t disappoint. As it got a healthy 275 horses and 300 lb/ft of torque to motivate this heavy truck. All it does with Toyota’s usual fashion of delivering a silky smooth ride. Although its not as refined as the V8 in GX570, this V6 is a smooth operator in all rpm. VVT-i works for both intake and exhaust help its mid and upper range. Whenever driver drops the throttle, 300 lb/ft of torque moves this heavyweight truck off-the-line with authority. The 5-speed automatic gearbox works as a perfect partner, as it scores with low enough gear ratios for peppy acceleration. 3rd and 4th gears would keep this V6 in full force while 5th gear works as a perfect overdrive. If Toyota is able to put another gear, it would make the Prado an even more comfortable car on highway speed.

Handling: You wouldn’t expect the Prado to handle like a Cayenne on-road is its main engineering focus is off-road. When it comes to off-road capability, Prado can basically drive up any rough terrain without breaking a sweat thanks to its nifty Multi-Terrain Select System. When it comes to on-road, Prado is a delightful surprise especially when you consider its based on a body-on-frame rather than unibody platform. While there are plenty of body rolls through corners, Prado remains calm and composed thanks to its well-calibrated suspension. The steering feels vague and dead, however, it works fine when driving off-road. The KDSS or what Toyota called Kinetic Dynamic Suspension System, adjusts the rear anti roll bars for exceptional off-road prowess. Combined with a good 4WD system, Prado can climb anything short of a high rise building.

Brakes: Given Prado’s 2 tones of weight, its brake pedal has performed much better than expected. The 4 wheel discs with standard ABS have worked well to perform slow speed crawling when going downhill on a slope. On the other hand, it stops the Prado surprisingly well on-road. The brake pedal feel is about average. The pedal feels crisp and alive. While the ABS doesn’t have any unwanted intervention is another good thing.

Interior: At the back of the Prado, its tailgate opens on the sideway rather than on top. According to Toyota, this is designed for picking up gears when going off-road. The back glass is opened independently from the tailgate is another good design from Toyota.

The 3rd row has acceptable space for passengers. However, if you need to carry longer items and seat 7 persons occassionally, better leave the 3rd row completely flat for maximum versatility.

In the front of the Prado, you got everything you expect from a premium SUV. It has auto climate control, nice set of leather seats and wood trim to add warmth. The driving position is easily find thanks to 8-way power adjustable seats and tilt/telescope steering. As with most recent Toyota, the whole dashboard is finished with cheap nasty plastic. No matter how much wood and leather Toyota put into the Prado, they still can’t hide the cost-cutting measure with all the cheesy plastic trim pieces.

Conclusion: The Land Cruiser Prado is a very decent SUV. As it combines excellent off-road capability, mated with a practical interior and attractive styling. Its just a shame that it doesn’t got the interior quality that it deserves in the first place.

OVERALL VERDICT FOR 2010 Toyota Land Cruiser Prado
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 2.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 3/5

Overall rating: 3.5/5

Vehicle: 2011 Mazda2 GS
Price as tested: CDN$22005

Performance: Over the last few years, Mazda have got homerun after homerun. Everything from Mazda3 to Mazda6 to MX-5 Miata have enjoyed rave reviews after rave reviews. Subject to this review is the 2011 Mazda2. Is this Mazda2 destined to be another homerun for Mazda? We will find out after this test drive.

Mazda2 comes with only one single powertrain. That’s the 1.5 liter DOHC 16-valve 4-cylinder with variable valve timing. It has 100 horses and 98 lb/ft of torque at driver’s disposal. Although on paper, 100hp and 98 lb/ft of torque feel a bit underwhelming, it actually feels much more responsive than what the specification suggests. The throttle response is instant and linear. This little motor’s refinement and smoothness are up to those stanards set by Honda and Toyota. That’s despite you can still feel some kind of buzziness and roughness on the top end of the rev counter. You can either opt for the smooth shifting 5-speed manual on our tester or go with the 4-speed automatic with the Mazda2. The 5-speed is a better choice when mating to this little mill, as it has excellent clutch feedback. The gearbox has well-defined gates and throw is short. Clutch is light and progressive. What makes the Mazda2 so responsive and light-on-its-feet even with only 100 ponies. Its Mazda2′s light 2306 lb curb weight. Combined with the high hp vs weight ratio. This little Mazda really feel like a hot hatch. As we have experienced with Protege5 and original Mazda6. You won’t need tons of horses to get the most driving fun out of Mazda these days. That’s where we will bring it to the dynamic abilities of this very Mazda.

Handling: Since Mazda2 shares the same world-renowed platform with Ford Fiesta, its no doubt Mazda engineers have an excellent place to start tuning this little car. This platform is completely feel of anything called cracks and rattles. The level of chassis rigidty and stiffness are simply amazing for entry-level segment. Combined with Mazda’s renowed sporty suspension calibrations. Mazda2 really feels like what a lightweight hot hatch should be. Its electric power steering provides awesome driver feel and feedback, without any of the over sensitivity one associates with driving a sporty car. The suspension is comfortably compliant when driven over patholes and roughness of what we called poorly paved Canadian highways. On the other hand, the superb calibrated suspension manages body motions exceptionally well. Understeer is minimal. With the Mazda2, you are not only getting an economical car. As with all Mazda, you are also getting a true driver’s car. Just like a Miata and all the Mazda we have loved over the Zoom…zoom revolution, Mazda2 just beckons for more whenever driver pushed it. The more driver pushed the Mazda2, the more it feels happier on black top twisties. Twisties? What twisties?

Brakes: Even if the Mazda2 comes with front discs and rear drums, its stopping distance and pedal feel are what we all expect from sporty Mazda lately. The stopping distance is short while pedal feels alive. Its standard ABS doesn’t step in unnecessarily is an added bonus.

Interior: The slight disappointment for Mazda2 has to be its fold-down rear seats don’t completely fold flat, also the front passenger seat is unable to fold flat neither. Otherwise, Mazda has done a good job with decent cargo liftover height but slightly narrow side sills. Mazda2 has 27.8 cubin feet of cargo space when all the rear seats fold flat, which is exceptional consider its compact dimensions.

The rest of the interior is logically layout. All the instrumentation gauges are clear and analog. The center console’s climate control and stereo are placed on ergonomically friendly location. Those cloth seats are comfortable with decent back and thigh support. As with all Mazda, the use of interior plastic materials and workmanship are excellent.

Conclusion: The new Mazda2 is definitely a capable little roundabout. Even though it won’t set your heart on fire with its average hp rating, you won’t missed its power deficit once you get behind the wheel. Combined the amazing driving experience with a nice-looking exterior and a practical interior; this new Mazda2 definitely be another homerun for Mazda.

OVERALL VERDICT FOR 2011 Mazda2
=====================================
Performance: 3/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4/5

Vehicle: 2010 Mitsubishi Outlander XLS V6 with Navigation and Entertainment Pkg
Price as tested: CDN$40198

Performance: While the Outlander has 2 powerhouses, our tester comes with the uplevel V6 with 6-speed Sportronic. If you can live with a noisy racket that takes the Outlander from rest to 100km/h, thanks to Mitsubishi’s annoying CVT, then the 168hp 2.4 liter 4-cylinder might be an Outlander of choice. Its the 3.0 liter SOHC V6 with MIVEC that is the real deal in Outlander’s case. Even if the Outlander weighting in at 3780lb for our XLS AWD guise. This 230hp and 215 lb/ft of torque V6 is able to move the Outlander with authority off-the-line. The manumatic has to take the credit, as it has low enough gear ratios on 1st and 2nd for peppy acceleration. On the other hand, both 5th and 6th gears are tall enough for comfortable highway cruising. When it comes to general refinement and flexability, this V6 is on par with anything else on the top-tier Japanese and Korean counterparts. Its smooth, quiet and refined while its downright flexible when pushed. Unfortunately, the paddle shifters aren’t placed on the steering wheel. Which means it really neglect the use of the paddle shifters when entering and exiting a corner every time. What a pity. We had the same criticism with the Lancer Ralliart before, it doesn’t come as a surprise Outlander has suffered from the same poor execution of the paddle shifter location.

Handling: The most significant difference between 2010 and 2009 Outlander is the improvement to its AWD system. The new system is called S-AWC. Which has a button on the center console for driver to choose between “Tarmac”, “Snow” and “Lock” on different occassions. Its the same sophiscated system as standard in Lancer Ralliart and Evolution. While most consumers only care about the end result of an AWD system, that’s also the same reason why rubbish system like BMW X-Drive or reactive system like the one in Toyota Matrix still exist in the marketplace right now. What the S-AWC provides is a seamless yet effective system for any driver to choose on different situation. Its very obvious to choose “Tarmac” when the weather is sunny and “Snow” when its snowing outside. The “Lock” enables more power delivers to the rear wheels for better traction in heavy snow. In a nutshell, this is a very sophiscated and superb engineered system that put many others to shame.

As for the rest of the dynamic package, Outlander is a delightful surprise. While it all begins with a solid and strong chassis for suspension components to hang its heads. Its the well-calibrated suspension that provides decent balance of ride comfort and handling. The steering provides very good feel and feedback, with enough precision and responsiveness. The stability control acts as a 2nd line of defence to save any driver from rearing Outlander’s ugly heads below the AWD. There are safe understeer and body rolls as one expects from a crossover. When pushed the Outlander, it remains composed and confidence-inspiring.

Brakes: With 4-wheel discs and standard ABS, the Outlander’s stopping distance is commandable. The brake pedal feel and modulation are much better than average. It doesn’t generate any fades after a couple of hard stops. We are also glad to see the ABS doesn’t step in at the wrong time at the wrong place.

Interior: The Outlander’s interior has been nicely executed for the most parts. Those leather seats provide decent thigh and side support for both driver and passenger. Instrumentation gauges are clear and analog, while the auto climate control is initutive and effective. What makes the whole Outlander interior falls apart has to be its use of plastic materials, which feel rather cheap and cheesy. Then it comes the navigation system that tends to be wash out during sunlight. Lastly, the interior design looks rather blend.

Just like all those crossovers and SUVs with the 3rd row seat. Outlander’s 3rd row is nothing more than a pathetic joke. Those cloth material is so thin and unsupportive, it makes me wonder why would anyone sit there. It also eats up the remaining luggage space when 3rd row is in place. Its best to leave it underneath while using those as cargo area.

In terms of cargo layout, Outlander has executed pretty well. With the tailgate opens a full 90 degrees with squared side sills, one can load all the luggage with ease. Its the split tailgate which makes the loading tougher into the luggage area. Another criticism is the rear glass doesn’t open independently, which it should.

Conclusion: Despite of my criticisms, the Outlander remains a worthy contender in the compact crossover segment. It combines bold looks, nice powertrain and a sophiscated AWD which put many other systems to shame. It is really a nice package.

OVERALL VERDICT FOR 2010 Mitsubishi Outlander V6
=====================================
Performance: 4.25/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 3.5/5

Vehicle: 2010 Bentley Continental Supersport Convertible
Price as tested: CDN$322430

Performance: If you thought power corrupts anything, then this Supersport really owns anything on the road. The DOHC 6.0 liter W12 48-valve twin-turbo delivers 621 horses and 591 lb/ft of torque with variable valve timing, which is loosely based on the VW Phaeton derived drivetrain, is able to move this 2-tonnes convertible with authority. Absolute power really means anything in the Continental, as its throttle response is responsive without feeling like many sports cars. What it really impressed me is the amazing responsive in both mid and upper ranges. Its linear without feeling abrupt, the linearity has defined Bentley’s sporty elegance in style. Even with twin turbocharging such a large 12-cylinder engine, those British engineers are able to deliver a powertrain that is completely lack of anything called turbo lag. Of course, given the caliber of such a vehicle. The overall engine refinement, smoothness and NVH are above anything else we have ever tested. Mated with this awesome powertrain is the 6-speed manumatic. While the shifts are silky smooth and elegantly moved like the rest of the car does. We are disppointed that the paddle shifters don’t mount on the steering. Instead, it mounts on the steering column which isn’t initutive when you turn the steering. If you can afford a Bentley, you should be able to afford all the gas this beast eats. During the day of our test drive, the Supersport drinks a liter of fuel on every km we tested. As for as how many liters per 100km during our test drive, 99 liters to be exact.

Handling: Given the grand touring nature of the whole Continental series, Supersport has stiffened up the suspension and springs to provide a more sporty personality. The sports suspension doesn’t lost anything when it comes to Bentley’s trademark ride quality, which is both elegantly supple without feeling floaty. Its both comfortably compliant and soft when driven through any patholes, washboard pavement and expansion joints. That has to give credit to the air suspension’s level of adjustment on Continental’s personality when it needed to. Given the weight of this Supersport, the body rolls and understeer are considered as better than expected. Even its steering provides decent enough feel and feedback, while its responsive and precise for some sporty driving through some twisties. The ESC is also an uninstrusive type. It only steps in at the last resort when Supersport rears its ugly head, which is a good thing due to its sporty character. On top of that, the convertible is free of cowl shakes when driven through railroad tracks. The extra stiffness engineered on the worthy VW Phaeton chassis has provided such a strong base as a convertible. Only those who are clueless about auto industry called platform sharing such a bad thing. We don’t even have to mention another great VW Group platform sharing strategy has turned out one great car after another, that’s the one based on Touareg spawn out both Porsche Cayenne and Audi Q7. Which all of these 3 SUVs have been judged as class standard in their respective price range.

Brakes: Given the weight of the Continental, its braking performance is more than capable for hauling this beast down to a complete stop. The stopping distance is short, while the large 4-wheel discs with standard ABS have produced exceptional brake feel and feedback. The brake bite is both progressive and linear, while ABS doesn’t step in unnecessarily.

Interior: Unlike previous Bentley, the new Supersport no longer feels sterile and boring. It feels both sporty and classy. The optional carbon fiber trim has added some sportiness and flair into the superb interior. The leather/Alcantara sports seats are both comfortable and provide wonderful thigh/back support when playing. The entire interior is so exquisite made, it makes everyone inside feels exclusive and special. That’s what makes Bentley so special.

Conclusion: Before VW Group purchased Bentley, it was basically a rebadged Rolls Royce with shoddy engineering and nice workmanship. After VW Group injected huge resources into Bentley, the level of engineering is first-rate without losing any of Bentley’s old school craftsmanship. The Continential Supersport is the prime example of this marriage. Unlike its cross-town silibing, Rolls Royce, which has turned out one ugly beast after another. Bentley keeps coming out with one gorgeous beauty after another. And that is a very good thing indeed.

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

Overall rating: 4.25/5

Vehicle: 2010 Ford Kuga 2.5T
Price as tested: CDN$37000 (Estimated)

Performance: Given Kuga is a performance-oriented crossover to begin with, it doesn’t come as a surprise that our tester comes with one performance-oriented engine. This Volvo-sourced 2.5 liter straight-5 20-valve turbocharged engine comes with 220hp and 240 lb/ft of torque. Given this application works like a dream in Focus ST and RS, it works equally good in a much heavier Kuga. The maximium torque arrives at 1600rpm would only make it even better. Its not only it doesn’t come with any annoying turbo lag, its a smooth operator that is simply silky smooth all the way through the rev range. Thanks to variable valve timing, it also enhances its mid and upper ranges when pushed. Our tester happens to come with 5-speed manumatic which is a surprisingly good mate to this turbocharged engine. The gear ratio is well-matched with its engine characteristics. The 1st and 2nd gears are low enough for peppy launch, as well as good enough to eliminate any annoying turbo lag. 3rd and 4th keep the engine in full boil while 5th works amazingly as a highway cruising mode. All of these combined, it is able to haul Kuga’s 2130 kg of curb weight with surprising authority.

Handling: No one has ever doubt about Focus’s dynamic capbilities. Add a very good AWD system which works hand-in-hand with the electronic stability control and you got a very tidy crossover package. The Kuga is exactly that. Even with the extra ride height, Kuga handles as sharply and entertaining as its lighter Focus silibing. The credit has to go to its world-class chassis that is completely free of any flex and rattles, then add a very good AWD that is able to distribute power whenever its needed. The electric power steering provides excellent road feel with wonderful precision, which should be considered as best-in-class when it comes to feel and feedback. There are some safe understeer and body rolls when pushed, which is more than understandable given its a crossover. In a nutshell, Kuga is a very entertaining to drive crossover that would surprise anyone behind the wheel.

Brakes: With 4-wheel discs and standard ABS, Kuga’s brakes are as impressive as its dynamic and performance. The stopping distance is short while pedal feel is excellent. The pedal always feels crisp and alive, on the other hand, ABS doesn’t step in unnecessarily is an added bonus.

Interior: Slip behind the wheel of the Kuga, you got everything else you expect from an upscale crossover. That means nice materials used all over the cabin. In the past, Ford interiors are drab and boring. The Kuga is anything but as it uses different varieity of colors and materials to break through the cabin. The leather seats are comfortable with decent thing and back support. Instrumentation gauges are clear and analog. Both the auto climate control and stereo are placed on the right location for excellent ergonomics.

The only disapppointing area about Kuga is the back legroom, which is at a premium compares to other equivalent crossovers. Headroom is more than adequate.

In terms of cargo space, Kuga aces it with a completely flat loading floor when mated with a rear fold-down rear seats. The side sills and liftover are designed like a box, so that anyone can load anything else easily. If there is one drawback. Its the rear glass which should open independently from the tailgate, which it doesn’t.

Conclusion: The Ford Kuga is a very nice piece of machinery. As it got an excellent powertrain, great driving dynamics and a superb interior to match its good looks. By the time it makes it across the Atlantic Ocean, Ford will have another homerun on its hands.

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

Overall rating: 4.25/5

Vehicle: 2010 Porsche 911 Sport Classic
Price as tested: CDN$250000 (Estimated)

Performance: The Sport Classic is powered by a reworked version of Porsche’s 3.8 liter DOHC 24-valve flat 6 with all the latest Porsche engineering like VarioCam and DFI direct fuel injection. The messaged version of this Porsche flat 6 has a wonderful dose of 402 horses and 310 lb/ft of torque at driver’s right foot. Although it weights as heavy as a regular C2S, which is weighting in at 1425kg, it doesn’t sacifice any of its Porsche acceleration. The throttle response is instant and response, without feeling too twitchy. The SC is only offered with Porsche’s amazing 6-speed manual gearbox. In terms of clutch feel, there isn’t anything feel as good as anything from Porsche. As it has different stages for driver to have to best engagement point. On the other hand, its 6-speed manual gearbox has to be the sweetest in the business. The throw is short and precise, gates well defined and ratio perfectly set for all out enthuisastic driving. If you want to have a nice cruising on the highway, the 6th gear is tall enough for comfortable cruising. All in all, it combined all with the best flat 6 engine note in the business with a healthy dose of Teutonic soundtrack.

Handling: Based on 911′s classic rear-wheel-drive and rear engine layout, along with the best chassis stiffness and rigidty in the world. The Sport Classic is probably the best driving 911 second to the GT3 RS. What makes the CS differs from other 911 is the surprising ride comfort even with the PASM set at “Sport”. It simply rides as good as any sports sedan without losing the wonderful dynamic qualities one expects from a Porsche. While in the standard Carrera, “Sport” feels very firm and solid over the expansion joints. In the CS, it rides more compliant without losing the comfortably compliant character of a 911. On the other hand, set in “Comfort” and SC just rides very comfortably along the highway. The steering feel and feedback remain the best in business. As it got the wonderfully precise and sharp responsiveness without feeling too twitchy. To wrap things up, Porsche’s PSM or Porsche Stability Management remains the most uninstrusive in the business. It doesn’t step in whenever driver wants to have fun. Once an enthuisastic driver turns the PSM off completely, it would be completely out of the picture completely. The second stage allows a bit of intervention and the last stage is for a complete electronic intervention. All in all, 911 SC is such a wonderful driving experience. Push the SC through the twisties. All you have is fun, fun and even more driving fun whenever you push the SC. Is that what driving a Porsche is all about?

Brakes: There are many excellent braking systems in the world but there aren’t many created equally. That’s what makes Porsche’s braking system is well performed. It all begins with Porsche’s Ceramic brakes which are able to take all the abuses from the heat on the racetrack. That means there are no brake fades whenever driver nails the pedal million times on extreme weather. The stopping distance is short while ABS never steps in unnecessarily.

Interior: Slip behind the wheel of the Sport Classic, all the 911′s classic layout remains intact. The instrumentation gauges are clear and analong. The stereo system and auto climate control are logically placed, they are also very easy to use without taking eyes off the road when playing. Porsche’s leather sports seats have always been considered as the world standard. It remains true in the SC. Anyting can find any driving position easily with the tilt/telescope steering and all-way power leather sports seats with adjustable side bolsters.

Conclusion: Not only does the ducktail reminds anyone of the earlier Sport Classic, its exhilirating driving experience has spoken the same too. This is the civilized version of the original 911 Sport Classic with 21st century Porsche engineering. How sweet is it?

OVERALL VERDICT FOR 2010 Porsche 911 Sport Classic
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 4.5/5

Vehicle: Porsche Panamera V6 with heated front seats
Price as tested: CDN$89835

The Panamera has proved itself to be a runaway success, after launching the high-powered versions. In order to appeal to those consumers who are more willing to take the looks and cachet of a Porsche, Zufferhensen has launched a V6 for 2011.

With 3.6 liter DOHC 24-valve, 300hp and 295 lb/ft of torque, at driver’s right foot. The Panamera V6 is certainly not a sluggish performer. Its able to satisfy most daily driving needs. The 295 lb/ft of torque arrives at 3750rpm certainly helps. Then add the 7-speed PDK which is simply a marvelous of engineering, its able to take the 1760kg to 100 km/h in 6.3 seconds. The level of refinement and NVH are certainly up to Porsche’s usual high standards. That’s despite the engine note sounds wimpy.

Even without optional air suspension or PASM, V6 handles surprisingly well. The cornering continues to be sharp and sure-footness, then add the perfect 50/50 weight distribution and world’s most precise steering. The Panamera handles more like a sports car than a luxury car. All have done without losing the luxury car’s ride comfort.

The interior continues Porsche’s high-quality and driver oriented theme. The standard leather seats are well-made and supportive, same goes for the rear passengers.

So that begs the question. Has the Panamera lost anything with the base engine? It doesn’t. Its able to widen up Panamera’s appeal without losing the character of being a real Porsche. It just makes the world’s best sports sedan more affordable.

Likes:
Tidy handling
Ride comfort
Affordable way to own a Porsche with 4-doors and usable trunk

Dislikes:
Wimpy engine note
Dime and nickel on options

Vehicle: 2011 Honda CR-Z
Price as tested: CDN$23490

Performance: Honda CR-X used to stand for pocket rocket in Japanese laugage, is the latest CR-Z live up to its reputation? We will find out after this test drive.

Unlike its forebears which powered by gasoline engine only, the CRZ uses Honda’s hybrid system. The CR-Z uses a 1.5 liter 16-valve DOHC 4-cylinder engine mated with Honda’s Intergrated Motor Assist hybrid drive. On our model equipped with CVT, it has 122hp and 123 lb/ft of torque. Compared with its manual gearbox silibing, it has 2 lb less for CVT application. The transition between electric power and gasoline engine is seamless. Its 10 KW electric motors are enough to move the CR-Z from standstill to 100 km/h in 10.5 seconds. The general refinement of this 1.5 liter motor have lived up to Honda’s reputation as the world’s greatest engine builder, for the most parts. When mated with the CVT, CR-Z’s run from zone to 100 km/h is a noisy racket during acceleration. All you hear is noise, noise and more noise when you need to accelerate. Given CR-Z’s reputation as a hot hatch, I would recommend the 6-speed manual gearbox. As it provides excellent gear ratios without losing Honda’s trademark gear throw precision and progressive clutch. However, don’t expect this hybrid to get the posted fuel economy. During the day of our tester, we only got an average of 8 liters per 100km which is disappointing. With its curb weight of only 1236 kg and mated with an efficient CVT, Honda can and should do a whole lot better when it comes to fuel consumption. Sadly, CR-Z isn’t one of their best efforts.

Handling: When it comes to building excellent foundation for chassis, no one does it better than Honda. The latest CR-Z is a prime example as the chassis is a solid and rigid foundation for suspension components to hang its heads. The suspension combines ride and handling surprisingly well. Its comfortably compliant when pushed CR-Z into corners. There are minimal body rolls when pushed, so does understeer. The suspension takes a set right after the initial rolls and composed itself into a turn, which is what we all expect from Honda. The steering provides sharp reflexes with excellent feel and feedback. CR-Z’s ESC is an uninstrusive type which doesn’t act up unnecessarily, which is a good thing consider its hot hatch status.

Brakes: Unlike so many hybrids with regenerative braking, CR-V’s brake feels solid and reassuring. While one won’t called its stopping performance outstanding, its certainly live up to Honda’s reputation as a performance car builder. The regenerative braking doesn’t feel spongy and numb whenever driver nails the pedal, which is a very good thing.

Interior: Even if the CR-Z has a rather flat cargo area, its high liftover doesn’t seem to help things neither. The reason for such a high liftover has to do with its battery packed underneath the cargo area. What this car really needs is the back-up camera as the rear sightlines are poor at best.

As for the rest of the interior, there are plenty of hard plastic which seem to be out of place in a Honda. However, the switchgears are of tactical feedback and the velour sports seats are comfortable. Getting in and out of this CR-Z also needs to get used to. As you are most likely climbing out instead of stepping out of the cabin.

Conclusion: So at the end of the day. Does the CR-Z live up to its legendary CR-X’s reputation as a great hot hatch? It certainly lives up to its reputation when it comes to handling and driving pleasure. However, the rest of the performance and practicality don’t equal to the sum of its parts. There are just too much compromises when it comes to hybrid powertrain and amount of cargo space, even if its primarily a 2-seater. Honda has produced many nice cars over the years. Unfortunately, CR-Z isn’t one of them.

OVERALL VERDICT FOR 2011 Honda CR-Z
=====================================
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: 2/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 3/5

Vehicle: 2010 Suzuki Alto 1.0 with 4-speed automatic
Price as tested: CDN$15000 (Estimated)

Performance: For such a lightweight supermini with a tiny engine, one would expect the Alto to be rough and crude. While you won’t expect the same kind of refinement as in a Lexus, the Alto’s engine is surprisingly refined given its tiny displacement. With less than 1000cc of displacement while hosting 12 valves in a 3-cylinder powerplant, the Alto has 67 ponies and 75 lb/ft of torque at driver’s disposal. Yes, its slow at pick up while mid-range is adequate and top end is breathless. The throttle response is quick enough for a city car. It is very much a pleasant surprise given the low admission price point. Our tester comes with a 4-speed automatic. As one would expect from a city car, don’t expect paddle shifters come as standard with this automatic. On the other hand, Suzuki has set a very low gear ratiio for 1st gear for good acceleration. 2nd and 3rd gears keep this little mill on full boil, 4th makes Alto rides acceptably on higher speed. Better yet, this kind of supermini deserves a proper 5-speed manual gearbox to fully utilizes its engine performance.

Handling: With Alto’s simple underpinnings as it rides on rear coil springs, it rides and handles surprisingly well. There are plenty of body rolls when pushed due to its narrow 14″ tires and soft suspension. The reason for the soft suspension is because of the origin of this car. Its primarily engineered for the rough surface on Indian roads. While its softly sprung, it doesn’t mean the Alto doesn’t handle competently. The steering feel and feedback are decent, while providing good response. However, the turn-in feels numb and dead. Understeer is well expected in such case.

Brakes: With front discs and rear drums, Alto’s pedal feel is more than acceptable. The stopping distance is short and linear. Unfortunately, ABS isn’t available even as an option.

Interior: With the rear seats fold down, Alto has more than enough cargo space given its tiny physical dimension.

The rear legroom and headroom are surprisingly roomy, once again, given its physical dimensions. Just don’t put three persons at the back except you want to punish the one in the middle.

On the front, Alto has all the features one expects from a supermini. Everything from air conditioning to a well-made velour seats are much better than expected given its price range.

Conclusion: The Alto really shown why Suzuki is such a force to be reckon with in Asian market, as it has done eveything else reasonably well without leaving anything disappointed. The icing on the cake is how well-made given the price point.

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

Overall rating: 3/5

Vehicle: 2010 Cadillac CTS-4 3.6 AWD Wagon
Price as tested: CDN$63930

Performance: The American wagon is coming back! The subject to this test drive is Cadillac’s foray into an arena that has been dominated by German for years. The Cadillac CTS wagon.

The CTS wagon has the same powertrains as its sedan silibing, sans the awesome ZR1-derived V8 in CTS-V. The base CTS comes with a 270hp 3.0 liter V6. However, our loaded tester comes with the upsized 3.6 liter DOHC V6 with direct fuel injection and variable valve timing. 304 hp and 273 lb/ft of torque have extracted from this engine. However, given its weight of 4310 lb as tested. The CTS wagon feels somewhat porky even with the uplevel 304hp engine. Imagine how slow it would be with the basic 270hp. However, the level of refinement of this V6 is simply world-class. Not only does the engine is a smoother operator, the NVH and refinement are able to match anything as good as equivalent Lexus when it comes to quietness. Another great aspect of the powertrain is the smooth 6-speed automatic gearbox. Not only does it shifts smoothly with coordination. The gear ratios have matched this powertrain exceptionally well. Without the short low 1st and 2nd gears, it would make the CTS wagon feels even slower off-the-line. Fortunately, that is not the story. Its able to launch it with authority. The 5th and 6th gears are tall enough for comfortable cruising. However, the lack of paddle shifters on the steering wheel doesn’t encourage enthuisasts to play with the rpm. Which is a pity consider CTS’s sporty demanor. Mesh the sensitive throttle, typical of GM product, CTS seems to accelerate adequately if not breathtakingly. Cadillac has promised to bring us a CTS-V wagon to challenge the likes of RS4 Avant in Europe. It just can’t come soon enough!

Handling: Does the extra box affect the docile dynamics of the CTS we already loved? Definitely not. It all starts with a great chassis, with is ultra-solid and completely feel of any rattles. Then match with a nicely-calibrated suspension and a good AWD system, the CTS wagon simply handles like its on rail. When it comes to cornering prowess, the CTS wagon is able to give the class-leading A4 Avant Quattro a-run-for-its-money. Not only does the roadholding abilities of the CTS is simply superb, the AWD matched with Cadillac’s StabiliTrak have given it a very forgiving driving feel. Its extremely hard to get the CTS out-of-line with both of these excellent active safety features. On the other hand, the steering provides very good feel and feedback, with level of precision one has never seen in an American wagons in the past. While there are still some amount of body rolls and understeer when pushed hard, it remains composed. The AWD certainly worths the extra dough in Canadian winter, as it put safety and security, along with an entertaining drive in one single package.

Brakes: With 4-wheel discs and standard ABS, the CTS wagon has excellent pedal feel. The stopping distance is short and pedal is easily modulated. Unlike previous GM products, CTS’s pedal feels alive even after a couple of hard stops. ABS doesn’t step in unnecessarily is an added bonus.

Interior: When set the wagon apart from the sedan is the amount of versatility in this CTS. In the sedan, you have to reach deep inside to get anything. In the wagon, there is a squared cargo space that anyone can put anything else inside without a sweat. Match with the split fold down rear seats, one can put anything as large as a fridge inside this CTS. With wagon’s awesome practicality, you have to wonder why there are still anyone buying an equivalent sedan especially in CTS’s 33 cubin-in of squared cargo space.

In the front, its what you would expect from a Cadillac. There are plenty of soft-touch plastic and nicely stitched leather all around the dashboard and door panels. Those leather seats provide excellent support without feeling confining. Except for the tiny buttons for dual-zone climate control, its really hard to find flaw in the best interior Cadillac has ever made.

At the back, the more upright C-pillars actually improved the headroom for the back seat passengers. There are plenty of legroom for 3 passenger aboard at the back of the CTS.

Conclusion: Here in DirectShift, we already considered a sportswagon a true “SUV”. It got the sporty dynamics of a sports sedan, practicality of a wagon all wrap up in one attractively attired package. This CTS wagon is such of a well-engineered sportswagon. You have to wonder why there are still so many people buying an SRX?

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

Overall rating: 4.5/5

Vehicle: 2010 Audi A4 2.0T Quattro S-Tronic Avant
Price as tested: CDN$43200 (Estimated)

This is the classic example of what we North American are always getting the shorter end of the stick, when it comes to gearbox choice. Although we got DSG in both A3 and S4, our A4 has to opt for the 6-speed Tiptronic instead of the 7-speed S-Tronic currently available worldwide.

Its still the same lovable 2.0 liter DOHC turbocharged 4-cylinder with 211hp and 265 lb/ft of torque. What makes the whole power delivery different is the use of the Direct Shift Gearbox or DSG, in 7-speed. This gearbox has always been judged as the world’s quickest shifting gearbox in the world. It shifts quicker than any manual gearbox with a clutch pedal. Instead, its an automated manual gearbox with two clutches. One clutch for odd gears and another one for even gears. It makes for such a smooth and coordinated shifts that only race car driver can only dream about. Not only it shifts like a dream, it doesn’t sacifice anything in terms of fuel economy. As you are already in 7th gear even when driven 60 km/h on Drive. Push into Sport, it becomes more eagerly shift at higher rev. The icing on the cake is the steering paddle shifters can override at any driving mode for up and downshifting. It all does it in one silky and responsive fashion.

Even with the base suspension, the A4 handles like a sports car wrapped up in a wagon fashion. The rear-bias 40/60 Torsen Quattro mated with a wondefully stiff chassis, it makes for an excellent driver’s car. The steering feels sharp and precise, with the right feedback. The body rolls are well-controlled while understeer is minimal.

Slip inside, its all the class-leading interior materials and fit-and-finish that are very much typical Audi. The plastic and leather materials are first-class, same goes for MMI’s features are easily to figure out. Our tester came with the tasty orange leather interior which is a break from Audi’s general somber black on black mood, what a refreshing change.

Its only until North American consumers realize the benefit of double clutch gearbox, instead of flavoring the traditional automatic with torque converter. Then we might have chance to see DSG in the upcoming mainstream A4 and A6. Otherwise, we only have chance to experience it in more expensive S4 or premium hatch A3 Sportback.

Likes:
World’s finest double clutch gearbox
Nice handling and ride compromise
Class-leading interior materials and design
Avant versatility

Dislikes:
Base wheel design
Sedan version’s trunk layout

Vehicle: 2010 Acura TSX V6 Auto w/Tech Pkg
Price as tested: CDN$42790

Performance: Acura promises lots of things with the new TSX V6. Does it deliver? We will find out after this test drive.

Acura decided to slot a TL-derived 3.5 liter DOHC V6 instead of using the originally planned diesel version in the uplevel TSX. While it might be a good thing for those who are seeking for V6 refinement without having to upgrade to TL, it does lost a bit of customers who have been waiting for the exceptional Honda diesel powerplant. This 3.5 liter DOHC 24-valve V6 is good for 280 ponies and 254 lb/ft of torque, all deliver in Acura’s refined manners. Its so smooth and refined really have proven Honda’s the world’s top engine producer. No matter you are low at the bottom or revving through the rev range, this VTEC V6 always feel eager when pushed. This engine is only available with 5-speed manumatic which is as sweet as a nut. As it delivers superb low gear ratios for 1st and 2nd for peppy launching, while leaving a tall 5th for comfortable cruising. The middle 4th gear always be in full boil between the lower and higher gears. Acura engineers have done a really good job on mating the gearbox with the engine, which have worked in perfect harmony. One thing that is really pitiful is the extra 79hp and 82 lb/ft have to offset an additional 194 lb, which makes this V6 doesn’t feel particularly powerful when compared to lesser 4-cylinder silibing especially with both mated to 5-speed manumatic

Handling: TSX has always been known for its sporty handling dynamics. With the V6 guise, Acura engineers decided to trade a bit of sportiness for more luxurious ride. Despite that, the TSX V6′s driving experience remains pretty sharp and precise. Thanks to the stiff chassis and well-calibrated suspension, its able to attack corners with utmost precision and confidence. While the front is a bit heavier than its lesser 4-cylinder silibing, its amount of understeer is very well-tempted when pushed through the corners. The electric power steering provides decent feel and feedback with excellent path-tracking abilities, its also surprisingly precise. TSX’s Vehicle Stabiility Assist is an uninstrusive type, which means it doesn’t step into the equation unnecessarily. Last but not least is TSX V6′s superb ride quality. We have always been praised about TSX’s excellent combination of ride and handling since its inception in 2004. With the V6, it takes its class-leading ride quality into even higher note. It absorbs all the bumps and roughness with ease without losing a sense of European suppleness through the transition. Even if the V6 is primarily developed for North American market, it doesn’t lost the plot that TSX’s European Accord roots.

Brakes: With 4-wheel discs and standard ABS, the TSX V6′s braking performance is about as good as its dynamic abilities. The stopping distance is short while pedal always feels firm and solid, without a sense of numbness. The ABS doesn’t step in unnecessarily is an additional bonus.

Interior: Except for the rather high liftover and narrow side sills, TSX’s trunk space remains spacious especially when the rear seats folded down. While the trunk hinges aren’t uninstrusive type, it has boxed in with nice padding. That means it won’t crashed into anything else underneath. If you want more practicality in TSX’s tidy package, its sportswagon promises to bring both versatility and style into the party in the coming year.

In the front, V6′s interior is typical TSX fanfare. That means nice use of classy materials and fit-and-finish. Both the navigation system, Bluetooth and auto climate control are very initutive in typical Honda fashion. As we have complained with many of the Acura interiors lately, its just too button-happy. That’s already excluded the multi-function steering wheel.

Conclusion: With the introduction of the V6, TSX will be more into the mainstream market instead of only focusing on enthuisasts as with its exceptional predecessor. The only problem I have seen is TSX V6′s pricing. Like our loaded V6 with Technology Package which costs $42790, it isn’t too far from TL with Technology Package, which costs $45385. With the TL, you got a larger car with more spacious interior but more cramped trunk space. Albeit an ugly looks compared to TSX’s more conservative styling.

OVERALL VERDICT FOR 2010 Acura TSX V6
=====================================
Performance: 4/5
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: 3/5

Overall rating: 4/5

Vehicle: 2010 VW Scirocco 2.0TSI
Price as tested: CDN$37600 (Estimated)

If there is one car VW really needs to bring it to Canada, Scirocco has to be the top candidate.

It all begins with the 210hp 2.0 liter TSI engine that comes with both variable valve timing and VW’s advanced direct fuel injection technology called FSI, which puts out 265 lb/ft of torque that is more than many of the V6 rivals on the market. Then mated with the exceptional 6-speed DSG gearbox. As we have tested many times, it shifts quicker than any manual gearbox with heel-and-toe by race driver while returning respectable fuel economy.

Then comes to wonderfully docile chassis. We don’t have to mention how rigid and chassis VW’s chassis is. Then add a DCC which VW stands for Dynamic Chassis Control. Press a “Sport” button on the dashboard, everything else from suspension to steering are all boosted up for all out playing. All without sacificing the daily drivability of the Scirocco, as “Sport” setting is supple enough while regular “Comfort” just rides like a Passat on all those expansion joints and washboard pavements. The steering is all sharp and precise, while there aren’t any body rolls even on “Comfort” mode. If the GTI is the ultimate definition of a hot hatch fun, wait till you try the Scirocco.

The interior is equally well layout with classy materials. Even if the cargo space isn’t exactly huge, its enough for two persons on a weekend getaway. Best yet, fold down the rear seats for maximum cargo space while treat this Scirocco as a true 2-seater fun.

Instead of bringing us the aged City Golf and City Jetta, VW Canada should bring this Scirocco to us if they really care about reinventing the VW brand north of the border. It will also give VW’s image of producing fun and affordable hatchback a refreshing change in the marketplace, which currently consider VW as an also-ran brand behind those of Honda and Toyota.

Likes:
Sharp handling
Civilized ride comfort
Bold styling

Dislikes:
Rear sightlines
GTI 3-doors have more rear leg and headroom than Scirocco

Vehicle: 2010 Audi A5 2.0T Quattro S-Tronic Quattro Sportback
Price as tested: CDN$47500 (Estimated)

Handling: Given B8 chassis’s dynamic capabilities already hard-to-fault in both A4 and Q5, Audi has taken it a step forward with the introduction of the A5 Sportback. The newfound B8 platform is not only much more balanced, thanks to moving the engine closer to the middle of the entire car. Its rear-bias 40/60 Torsen Quattro have given the already dynamically impressed car a more pleasant drive in bad weather. Although our tester only comes with standard suspension without the Audi Drive Select and Sport Differential, it handles extremely well through the corners. The steering is sharp and precise without feeling too twitchy. On the other hand, the standard suspension is comfortably compliant which absorbs all the bumps and roughness exceptionally well. What makes us impressed is the stiffer setting over the equivalent A4 has made A5 Sportback an even sportier drive without losing any ride comfort. Body rolls are very well-controlled while understeer and oversteer are minimal when pushed. ESP only steps in when necessary, which is the sort of electronic stability control that every driving enthuisasts wish for. Perhaps all cars should handle this well. If the A4 is considered as one of the most superb handlers in the sports sedan and wagon segments, A5 Sportback has to be judged as the best handling hatchback anywhere in the market. And that is only with the standard suspension. Just imagine how sweet the A5 Sportback is with the optional S-Line sports suspension, Audi Drive Select and Sport Differential. The latters have proven to be a dream with the new S4, a sports sedan that is great enough to earn Directshift’s 2010 Car of the Year.

Performance: You can have 211hp 2.0T as our tester, or upgrade to 265hp 3.2 liter V6. If you have more disposable income, S5′s amazing 333hp 3.0 liter supercharged engine would serve you exceptionally well. As the case with our tester. We have already liked this 211hp and 265 lb/ft of torque turbo engine a lot with the A4 and A5 Cabriolet. What makes this powertrain different is the available of 7-speed S-Tronic in European market. While the North American market dictates the use of 6-speed Tiptronic because they felt Direct Shift Gearbox as too complicated for our market taste. The rest of the world’s A4, A5 and Q5 already got the famed S-Tronic as an option with the Quattro AWD system. This 7-speed S-Tronic not only shifts quicker than any manual gearbox while bipping the clutch quicker than any forumla one racer, it doesn’t lose anything when it comes to fuel economy. All these combined have moved 1500kg of German leather-lined of luxury with authority. The shifting quality equals those of any traditional auto geabox while going both up and downshifts. The icing of the cake is the paddle shifters on the steering. It allows for a quick downshift before enterting a corner even when driven in “D” mode. With the “S” or sport mode, any enthuisast can push this 2.0 liter turbocharged engine more eagerly while up and downshifts at higher rpm. As the old saying goes “how sweet is it?”.

Brakes: With 4-wheel discs and standard ABS, the A5 Sportback stops as good as it handles. The stopping distance is short and pedal always feels alive. Even after a couple of hard stops, the pedal remains crisp and responsive. The ABS only steps in necessarily is an added bonus.

Interior: Slip behind the wheel of the A5 Sportback, you got everything you expect from Audi. It all begins with class-leading interior materials in the cabin. All the surfaces are finished in world-class plastic materials that are soft to the touch. The leather seats are tailored for all sizes, as its 8-way power adjustable seats are easy to adjust. There is tilt and telescope steering wheel for all sizes. Its a car that fits all sizes. The MMI-1 in our tester can custom any settings right from basic auto climate control to parking sensors.

Although A5 Sportback’s headroom isn’t as spacious as those of an A4 sedan and Avant. The headroom is spacious while legroom is equally accommodating. A5 Sportback’s rear vents received the same cold and hot air selection for passengers. Its a small thing. But its always been the smallest thing that makes the biggest difference.

The biggest highlight to the whole Sportback is the hatchback versatility. It all begins with the low liftover for easy loading, then add the 40/60 split fold down rear seats for added practicality. Without the rear seats fold down, this Sportback has 480 liters of cargo space. When it all folds down, it has 980 liters which is astounishing in this class of hatchback. What makes the cargo space so impressive is the squared side cut-off despite of the sloppy C-pillars for sleek profile. The whole flat floor is an added bonus to A5′s well-executed interior layout.

Conclusion: The new A5 Sportback redefines the standard of mid-size hatchback. All it stands. It sets the standard when it comes to versatility, performance, dynamic ability and build quality, while everything wrap up in a tastefully attired package that is very much Audi style. If I were Audi, I would start to worry about the sales of A4. As it will surely take away some A4 sedan sales with its sleeker looks and additional cargo space, especially for those who don’t want to be seen in a wagon even if one looks as pretty as an A4 Avant.

OVERALL VERDICT FOR 2010 Audi A5 Sportback
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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: 5/5
Value-for-money: 5/5

Overall rating: 5/5

Vehicle: 2010 Nissan 370Z Roadster A7
Price as tested: CDN$56498

Performance: When it comes to performance, you would never be disappointed with any Z. The same goes for its roadster version. VQ37VHR has always been known as the world’s best V6 engine, in Z’s guise, its no different than its coupe silbing. With 24-valve V6 DOHC and Nissan’s variable valve timing technologies called CVVTCS plus variable valve lift on intake valves, it makes this 3.7 liter a very flexible and fun engine. It all began with a peppy low-end torque with 270 lb/ft of torque, which is very healthy amount of torque arrives at 5200rpm. On the other hand, 332 ponies provide plenty of mid and upper ranges. All it delivers without losing all the breath when pushed it on top of the picture. Our tester comes with a 7-speed manumatic gearbox. This manumatic is as good as any manumatic as we have driven, as it matches this VQ37 perfectly thanks to excellent use of gear ratios. It also comes with paddle shifters for driver to down and upshifts. Unfortunately, Z’s paddle shifters don’t mount on the steering wheel. Nissan decided to mount on the column instead of the steering is a stupid move. When you turn the steering wheel, the paddle shifters should move altogether when driver urge to upshift after exiting a corner.

Handling: Z has always been known for balanced dynamic experience, its roadster version doesn’t disappoint. It all begins with a stiff and solid chassis, then mated with a superb-calibrated suspension and a sharp steering. This Z roadster has to be one of the best handling convertibles I have ever driven. The steering is not only sharp, its precise and provide exceptional driver feedback. Even though its sharp and precise, it won’t have all the twitches one expects from a full-out sports car. The same goes for Z’s civilized ride quality, which is comfortable on all the rough roads. The sports suspension absorbs all the patholes and expansion joints with ease. What it returns is a sports car that attacks corners with fun. I meant plenty of fun through the twisties without losing all the civilization. There is minimal body rolls while under and oversteer are minimal. The best of all, Z’s Vehicle Dynamic Control is an uninstrusive type which means it won’t step in unnecessarily. To wrap up Z’s overall dynamic package is the lack of cowl shakes so commonly known in convertible. All feel very solid and well-planted even on railroad tracks.

Brakes: With 4-wheel discs and standard ABS, Z roadster stops as good as it drives. The stopping distance is short and while pedal feels linear. The pedal feels sharp and solid, on the other hand, ABS only steps in necessarily when needed.

Interior: Slip inside the Z roadster, it finally receives all the interior materials and fit-and-finish that it deserves in day 1. Not too long ago, 350Z was infamous for its cheap interior with poor workmanship. The new 370Z comes with nice classy plastic materials with tasteful aluminum trim pieces on the center console. The orange leather sports seats hug both driver and passenger comfortably while attacking corners. It is also a tasteful mix to the rather somber black dashboard.

The trunk space is enough for 2 persons on a weekend trip. No more. No less. However, the antenna on top of the trunk just detract the whole Z’s styling. What a pity.

Conclusion: The new 370Z roadster is not only attractive when it comes to its dynamic abilities, its most attracting factor has to be its price point. There aren’t many roadsters offering the same kind of performance and dynamic capabilities for those priced above, let alone at less than 57 grand. Now that’s what we called bang-for-the-buck.

OVERALL VERDICT FOR 2010 Nissan 370Z Roadster
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 5/5

Overall rating: 4.25/5

Vehicle: 2010 Mercedes E350 4-Matic sedan with Premium Pkg
Price as tested: CDN$66800
Mileage since picked up: 3500km
Regular maintenance: 0
Unscheduled repairs: 0

While Mercedes has its highly praised direct injection technology for its V6 powerplant in Europe, which is called CGI BlueEfficiency, Mercedes Canada refused to bring this very technology in for warranty reasons. Why is such a proven technology refused to enter for warranty reasons is beyond our knowledge. However, our 258hp 3.5 liter has served us relatively well for the last few months. It provides more than enough performance for our daily driving. The 7-speed manumatic with paddle shifters are willing to up and downshifts. With the help of the paddle shifters, it allows us for a bit of fun. When it comes to fuel economy, E350 delivers with an average of 12 liters per 100km which is much better than we expected.