Currently browsing category

General

2012 Dodge Charger

Vehicle: 2012 Dodge Charger SXT Plus RWD with sunroof, adaptive cruise control and back-up camera
Price as tested: CDN$41335

Performance: Other than those 2 performance highlighting Hemi engine technologies in R/T and SRT-8, the biggest difference make between the new versus outgoing Charger has to be the availability of the sweet Pantastar V6. With the old Chrysler V6, its never known for being refined and smooth operator. It was as rough as a rock but certainly not as tough as one. With the Pentastar, Charger finally receives a world-class V6 powerplant that is able to match the like of Nissan VQ. This thing is not only a smooth operator at any rpm, its also willing and able without any hestiation at any given speed. The amount of refinement and engineering attention Chrysler has given to this Pentastar is as much as they were with the Hemi. In case of performance, it has a good 292hp and 260 lb/ft of torque mated to, yet another, 8-speed automatic gearbox. The combination as a whole is a harmony, which is rarely find in Chrysler products of yesteryears. It exceeds the expectation when it comes to responsiveness and trackability, through light throttle response. Although the 8-speed automatic’s gearlever isn’t exactly as initutive as I originally thought, its shifts are crisp and smooth, while willing to both up and downshifts have pretty much wrapped up Charger’s delightful peformance package. And we have to remember this full-size sedan is costing at nearly 4000 lb, which is whopping even for its sheer size.

Handling: The Charger begins with a rock-solid structure with suspension components to hang its hats. In terms of suspension, Chrysler engineers have done a nice enough job on dialling up proper calibrations. That, in turn, provide a firm and reassurring feel when pushed Charger through its paces even for its sheer size and weight. In the past, you won’t expect a Charger to be a capable handler. The new one, however, delivers dynamic capabilities as good as anything else on the market. Along with the near-perfect weight distribution through rear-drive dynamics, Charger is able to scoop through corners and twisites you won’t expect. On the other hand, its a very delightful surprise especially when our SXT tester comes with optional sports suspension. Its firm enough without beating passengers up, in terms of ride quality. The sports suspension is able to dial out most body rolls. Its both supple and cushioned when going through its paces. Electro-mechanical steering provides progressive feel and feedback, with plenty of precision and responsiveness through the system. The ESP has acted exceptionally on controlling understeer and oversteer. But for our harsh Canadian winter, having winter tires on optional AWD is better than RWD. That’s why the optional AWD, which is a proactive variety, is worth the extra 2 grand with extra sense of security.

Brakes: With 4-wheel discs and standard ABS, Charger’s braking system provides confidence-inspiring set-up. The stopping distance is short while pedal feels crisp and linear. All have done with an ABS which doesn’t intervene unnecessarily.

Interior: At the back of the Charger, there is enough legroom. However, there are much head and legroom due to its sloppy C-pillars. The stepped-up center tunnel doesn’t give much legroom to center passenger neither.

The cheap and crappy Dodge interior has gone for classy and sophiscation with the new Charger. The materials are classy while instrumentation gauges are clear and analog. Both auto climate control and U-connect touch-screen infotainment center are initutive to use.

Conclusion: Along with other Dodge products, Charger represents a giant leap forward over previous car. Both the interior, drivability and powertrain have taken a huge step forward over its predecessor. Although the exterior styling is more evoultionary than revolutionary, its what underneath the skin that counts.

Competitions:
Chevrolet Impala
Nissan Maxima
Ford Taurus
Honda Accord
Toyota Avalon

OVERALL VERDICT FOR 2012 Dodge Charger
=====================================
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: 3/5
Value-for-money: 3/5

Overall rating: 4/5

2012 Fiat 500 Abarth

Vehicle: 2012 Fiat 500 Abarth with leather sports seats
Price as tested: CDN$26570

Performance: When the little 500 first came to the market about a year ago, we loved the car but found missing “something…something”. The Abarth has promised the return of that important ingredient of being a hot hatch.

Come to the rescue of that missing ingredient in the form of forced induction. In Abarth’s tradition, it a form of turbocharger on top of Fiat’s Mulitijet 1.4 liter DOHC 16-valve mill as in the mainstream 500. Come along with electronic throttle, revised ECU mapping and exhaust system; the Abarth comes in at 160 ponies and 170 lb/ft of torque. That are 59 more horses and 72 lb/ft more torque than standard 500. While the improvements on the paper might not sound significant, the seat-of-the-pants feedback are much more dramatic. The most amusing thing about the whole Abarth equation is the entertaining engine note. You won’t mistaken it as any of those boring German engine note, instead, its the other side of Italian passion which usually find in Ferrari costing couple of times more than the little Abarth. Push the Abarth through the mix, it doesn’t exhibit any turbo lag one associates with small turbo engine. The turbo rush combined with the healthy middle and upper range make for one heck of a ride. While I love the way its clutch feel, its also downright progressive. The 5-speed manual’s throw has something to be desired. It lacks the crisp and precise feel of some of its rivals. So does the power doesn’t come alive until reaching sweetspot at 3500rpm. As for the gearlever, however, there will definitely be an aftermarket short shifter to the rescue because its an Abarth. In the meantime, its gear ratios are well proportioned and gates well-defined. At 2587 lb, 500 Abarth has come it alive as one of the lightest hatches we have ever put through the paces. :)

Handling: While the base 500′s dynamic equation is certainly not shabby, Abarth has taken of what’s the meaning of a proper hot hatch to a new height. The recalibrated Abarth sports suspension is not only able to ride firmly yet comfortably, its able to deliver the level of suppleness and rebound damping which are capable enough to put Abarth through its paces on the track. Combined with its relatively lightweight, tendicous grip and ideal balance when driven the Abarth through the black top twisties and racetrack alike; it will definitely go down the road as one of the most fun cars we have ever tested in Directshift. The steering is sharp and precise, without feeling twitches. There are minimal body rolls while understeer is close to non-existence. The amount of balance of Abarth’s chassis engineering is nothing than astounishing. Push the Abarth through its paces, it would keep beckoning for more. While the standard 500 exhibits similar amount of driving pleasure, it feels rather underengined due to its capable chassis. The extra oomph and a recalibrated suspension really have done marvelously to 500′s potential. Press the “Sport” button on the dashboard, the steering firms up without feeling unnecessarily heavily, while providing more of those feedback one seeks for when dancing on the track or just plain weekend fun. :D

Brakes: With 4-wheel discs, standard ABS and Abarth’s relatively lightweight; it makes for a combination of a near perfect braking feel. The stopping distance is short while pedal feels firm and well-modulated. The whole stopping distance is short while pedal never felt spongy after hard stops. Bringing along the ride come an ABS which only acts necessarily.

Interior: An extra turbo boost gauge, an annoying shift light and a superb sports bucket seats have basically wrapped up the difference of Abarth’s cabin. The Italian flair continues inside the Abarth with sporty instrumentation gauges, leather stitched gearlever and a flat-bottom sports steering wheel. The annoying trait of a thick A-pillars, which block overhead traffic signal and an useless backseat basically tell your passengers: This is a 2-seater Abarth. :) While the leather front buckets are exquistely made as those in expensive Ferrari cousin, it needs more lateral support for craving corners on a racetrack.

Conclusion: The 500 Abarth has brought along plenty of Italian character with the fun of a proper hot hatch. While it has some compromises but its amount of driving fun certainly justifies those shortcomings. Most of all, it has the kind of docile lightweight character which have been missing in many of today’s hatches.

To sum it up perfectly. Abarth will be another welcome addition to Directshift’s most desirable garage pieces. And that’s along the lines of a R8 V10, 911 GT3 RS, Cayman R and Golf R. :D

Competitions:
Ford Focus ST
Hyundai Veloster Turbo
Mini Cooper S
VW Beetle 2.0T

OVERALL VERDICT FOR 2012 Fiat 500 Abarth
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4/5

2013 Lexus GS350 F-Sport

Vehicle: 2013 Lexus GS350 F-Sport
Price as tested: CDN$58950

Performance: Previous GS were underwhelmers of the underwhelmers. Lexus has promised the 4th generation GS will be a contender against its formiddable competitions. Has the new GS350 really able to fulfilled the expectations?

Carryover from 3rd generation GS, its the same 3.5 liter DOHC 32-valve V6. However, the V8 GS460 will not make it with this generation. Instead, Lexus would use their proud Hybrid Synergy Drive mated with V6 as GS450h as flagship model.

What this 3.5 liter V6 delivers to the party is Lexus-esque refinement and smoothness. When you drive a Lexus, you expect sublime ride quality with church-like quietness. This engine has delivers aplentry despite of its 6-speed maumatic. With 306hp and 277 lb/ft of torque, however, it provides tons of refined yet elegant performance one expects from a luxury car wearing the “L” badge. Drop the anchor, the GS takes off like a scooping cat with its light throttle. With advanced technologies like direct fuel injection, variable valve timing on both intake and exhaust side; GS350 feels as eagerly to rev at the lower end of the spectum right through the rev range. What makes me somewhat disappointing is Lexus’s choice on transmission. While the rest of the class has soldiered with either 7 or 8-speed manumatic, they still give GS350 a 6-speed variant. Credit must give where credit is due. The unit is smooth enough to well worthy of the Lexus nameplate. However, when the rest of the industry has started to talk about a 10-speed automatic, having a 6-speed in a premium luxury sedan doesn’t seem to make it. What Lexus engineers have done is to give this 6-speed a low enough 1st gear ratio for peppy acceleration, while having 5th and 6th to suit its comfortable cruising characteristics. A 7 or 8 speed would let the gear ratios determined its sweetspots more effectively, which means it would use its rpm more efficiently. That would make for a more responsive yet more economical powertrain especially consider GS350 is weighting in at 3795lb. Another logic defy with GS’s gearbox is the same problem as the rest of the Toyota manumatic. On whenever speed you are driving, regardless of 120 km/h or 60 km/h. Every time you pull it into manumatic mode, it automatically becomes 4th gear. Given its maumatic variety, it should let driver to have complete control of the gearbox. Those who have came out of such an execution should get fired immediately. Its neither providing any driver involvement or getting the best fuel economy.

Handling: What the GS350 F-Sport brings to the party include a stiff and solid chassis foundation, an adjustable damper which effectively change its driving characteristics; as well as superb near perfect rear-wheel-drive weight distribution. Previous GS was pretty drab to drive, that has pretty much explained its dismal sales volume. The new GS’s driving experience has taken a huge turn for the better. The adjustable dampers, which have a set on both “Normal”, “Sport” and “Sport Plus”. This system’s concept works similar to Audi Drive Select or Porsche’s PASM. With “Normal” mode, GS just cruising in as comfortably as any Lexus does. Soft, silky smooth and relatively refined to the ride quality. Isn’t this a Lexus hallmark to begin with? :D Turn the knob into “Sport”, it really have changed GS’s character into a real sports sedan without having to lost any of Lexus’s classical ride quality. The most extreme is “Sport Plus”, which set everything into sportiest atmosphere, right from suspension damping into steering ratio. However, we found this to be stiffest and not suitable for GS’s personality. I would leave it on “Sport” as it best combines sharp handling, sublime ride quality with a suspension that is both supple and cushioning passengers for the ride. With all modes, however, GS350′s electro-servotronic steering produces delightfully good feel and feedback, with responsiveness and path-tracking abilities never heard of in previous GS. That makes GS a downright fun sports sedan to play with in the first place. The body motions are well-controlled thanks to the superbly damped sports suspension on our F-Sport tester, along with the rear wheels able to turn 2 degrees with the adjusted of the electric steering, while its ESC acts as a guardian angel whenever driver rears its ugly head is an added bonus. If you would like to have more all-wheel security with the new GS, there is always a GS350 AWD available.

It used to be GS lacks handling polish, dynamically speaking, when compared to its rivals. The new GS is able to run rings around class-leading Audi A6 while leaving BMW 5-Series and Mercedes E-Class trailing behind.

Brakes: With large 4-wheel discs and standard ABS, GS stops as well as it drives. The stopping distance is short, while pedal always feels solid and well-modulated. Even after a couple of harsh stops, it remains fade-free. Add to the fact that ABS doesn’t step in unnecessarily round out the whole dynamic equation.

Interior: The ergonomics and use of quality materials in the new GS are spot-on. Unlike some of its rivals, the multimedia is controlled by a knob with a set of buttons for the ease of choosing the menu on the 12.3 inch screen in the center console. By using the step-like execution, it makes the mouse an initutitve yet user-friendly way of multimedia instead of other’s annoying system. Unlike the previous GS, which some controls have to hidden by the tiny storage beside the door panel. There are even redundant controls on the multi-function steering wheel. Everything else is logically located and easy to use. You can control the climate by using buttons on the center console or using the mouse. Either way, its a piece-of-cake yet pretty much true to Japanese’s user-friendly tradition of electronics. The muti-adjustable leather seats are both comfortable and well-made, driving position is easy to find with nice instrumentation cluster to wrap up the front cockpit.

Previous GS was anything to write home about at the back. The new one finally have head and legroom for passengers despite center tunnel intrusions.

I like the fact that its trunk is nicely padded with minimal side instrusions and low liftover but, unfortunately, come with instrusive hinges. Another dislike is its lack of a proper fold-down rear seats.

Conclusion: “3 strikes and you are out” almost faced by GS when Toyota CEO wanted to scrap the entire model. He decided to give GS a new lease of life with the latest redesign. This redesign has transformed GS from a mickey mouse into caterpillar. While the use of 6-speed manumatic and new design language are certainly debateable, the rest of the package is not. The interior is the textbook example of simplicity, while its handling rates as one of the best, in terms of sportiness. It has shown the new direction for Lexus………hopefully…!!

Competitions:
Audi A6 3.0T
BMW 535i
Mercedes E350
Infiniti M37
Hyundai Genesis V8

OVERALL VERDICT FOR 2013 Lexus GS350 F-Sport
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4.5/5

Short test: 2012 BMW 320i

Vehicle: 2012 BMW 320i with Lighting Pkg, Premium Pkg and 8-speed Steptronic
Price as tested: CDN$44120

Differing from previous entry-level 3-Series, F30 320i finally has some features deserving a luxury badge. Auto climate control and 8-way power adjustable driver’s seat come standard as expense to stiff competitions. That’s despite the fact that Xenon headlights and a ski pass through have to add as option package. Perhaps BMW just think dim-and-nickeling customers aren’t good enough, so they are rob-and-stealing from customers on every single option can forced those who are shopping for a 320i to upgrade to a higher margin 328i.

Speaking on 328i, 320i shares the same N20, which BMW’s engine designation for a 2.0 liter turbocharged 4-cylinder engine. Despite of all the latest in technologies right from Double VANOS, direct fuel injection, electronic throttle and everything else in between. It only provides 181hp and 184 lb/ft of torque in 320i guise. Take this into perspective. Saab, the iconic but now deceased Swedish car manufacturer, who pioneered turbocharged technology in everyday cars back in the 80s. Their 1993 900 Turbo was able to deliver 175hp and 188 lb/ft of torque. Unlike the N20, it was a refined operator. What we have to give credit where credit is due, however, is the N20 in 3-Series guise already the most refined and sound best, among those in Z4, 5-Series and X1. 184 lb/ft of torque also given out enough bottom end responsiveness for those who are daily driving their 320i. Those who are really have to put a F30 through the paces have to pick the N55-powered 335i. With 1495kg, 320i isn’t exactly consider as light by any standard. You can have either a smooth 6-speed manual, with typical BMW’s light and progressive clutch. Or the 8-speed Steptronic on our tester.

Unlike 328i and 335i, 320i doesn’t divided into those so-called “Lines”. What that means is our 320i comes with standard suspension and electro-mechanical steering. You have to give credit where credit is due, again. The foundation for 3-Series has always been great to begin with. Solid and rigid without any flexes and rattles. What its disappointing is how stodgy and detached a base 3-Series feels without sports suspension. It used to be 3-Series with base suspension rides exceptionally well but return with sure-footness handling. F30 doesn’t inspire such confidence, what it provides is Lexus-like ride comfort even with RFT. Steering feel is decently good and responsive. If this is the direction BMW wants to take their 3-Series to, this company has lost its way. But it doesn’t mean it will lost its bottom line…..as there are plenty of consumers clamouring for the prestigous of its badge……

Interior wise, it comes standard with leatherette seating which is both comfortable and well-made. The rest of the interior quality is underwhelming. The main benefitting factor of longer wheelbase is the improved rear legroom and luggage space. As we have said earlier, we are glad to see base 3-Series receives the auto climate control and 8-way power adjustable seats as standard features. At least you won’t have to explain to your friend why his less expensive Elantra Limited got auto climate control, while your E90 323i still has to use rotary knob to control fan speed.

The 320i, just like the last 328i Sport Line. Both of those remind us of a luxury sedan rather than a proper sports sedan. It doesn’t exhibit the kind of handling sharpness and feedback we used to love about its forebears. I guess, for typical 3-Series customers these days, they won’t care. As for the 320i itself, we would just treat it as a cheap admission into BMW family who wouldn’t consider Mini and 1-Series a “real BMW”.

Likes:
Rigid chassis
Improved feature content
N20′s fuel economy
Supreme ride comfort

Dislikes:
Uninspiring drive
Racket engine sound
Poor interior quality

Competitions:
Chevrolet Malibu
Buick Regal
Honda Accord
Toyota Camry
Nissan Altima

2012 Fisker Karma

Vehicle: 2012 Fisker Karma Eco Chic
Price as tested: US$116000

Performance: The Fisker Karma. Its big, its bold, it comes with lots of new technologies and its stunning. But is it a good Karma or bad Karma?

The Karma is an interesting car, nonetheless. But does its mechanical delivers of what we expect from an upper luxury car? It all begins with an lithium ion batteries provided by A123 System, these batteries are able to produce up to 161hp on electric side. On the other hand, the gas engine is delivered by GM as its Ecotec series with turbocharged boost. Its able to provide up to 260hp. The combination works exceptionally well when you consider its able to produce up to 959 lb/ft of torque with 408hp on driver’s command. The command is between those 2 buttons reside on the thick center console. Press the “sport” button, the power is delivered through gasoline engine through power generator. If you happen to be on the greener side of the day, take the “HEV” mode. However, I would take the “Stealth” mode as its like the “auto” default which delivers the most efficient of all of them. What it is, unfortunate, is how much the Karma weighting in at 4650lb. That’s 3-tonnes of weight north of what a Dodge Durango has. It makes a Grand Cherokee as lightweight as a 911 in comparison. That makes Karma isn’t as responsive or brisk as its numbers suggested, nor it doesn’t deliver the goodies as its price commanded. What it lost in power actually delivers good enough refinement, that’s what an EV is all about. Its also refine and silky smooth enough to be travel in style

Handling: Despite the fact that Karma rides on ASF, its weight has taken a toll of which the manners it handles. It just feels very cumbersome when pushed it to the mix, despite of its RWD configuration. There are just too much weight carrying through the process. The suspension is compliant enough to deliver a comfortable if not exactly class-leading ride quality, however, its good enough in this caliber of class. What it doesn’t deliver is the steering feel and feedback. Just forget the driving experience of a Tesla Roadster, as both of these are EVs. Tesla delivers one of the most tasty driving experience I have ever, Karma is the exact opposite. While the Tesla provides lightweight, sure-footness driving fun. Karma delivers porky, cumbersome and rather numb experience. Given its RWD configuration, it has aplenty of understeer. Body rolls are pronounced when driven to the max through corners. Color me disappointed. :(

Brakes: With large 4-wheel Brembo discs and standard ABS, Karma’s stopping distance is more than acceptable given its holy god weight. However, its regenerative braking delivers a numb pedal which is normal with regenerative braking. Even ABS kicks in unnecessarily on sunny day.

Interior: Karma’s interior materials and workmanship are what we expect from this price range. Nice soft touch plastic with supple leather. However, its interior space is something left to be desired given its physical dimensions. I just plain feel cramped inside. The amount of space inside feels as small as a 3-Series while outside is larger than a 7-Series. The touch-screen infotainment system isn’t exactly user-friendly and initutive during standing still, good luck when driving.

Because of the huge center tunnel for the lithium-ion batteries, its only a 4-seater. Just when you thought A7 and CLS are able to offer 5-seater, when the folks at Audi and Merc are ready. Fisker won’t be offered with this option at all because of the packaging. Same goes for the rather comical trunk space for its size.

Conclusion: California is a place where delivers innovation with execution excellence. Apple and Tesla have delivered those with joy. Fisker, however, isn’t up to the slouch. Its porky, handles and rides only acceptably with a cramped interior. Its multi-media interface isn’t exactly anything to be proud of neither. Although it looks stunning and a technological marvel, I just don’t like it.

God only hopes Atlantic is able to deliver on promise, on 2nd try.

Competitions:
Audi A8
BMW Activehybrid 7-Series
Tesla Model S
Hyundai Equus
Lexus LS600hL
Mercedes S400 hybrid
Jaguar XJ

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

Overall rating: 2.5/5

2013 VW CC

Vehicle: 2013 VW CC Highline V6 4-Motion
Price as tested: CDN$48475

Performance: Without proper performance, it won’t be a proper sports coupe. In the case of this affordable 4-door coupe, which are available with 2 hearts of the matters. The base engine is the world-class 2.0TSI with 200hp and 207 lb/ft of torque, which already a hoot to drive. Or simply opt for the 3.6 liter 24-valve VR6 lies underneath the sleek hood of our tester. With 280hp going through the front wheels, on the other hand, having 265 lb/ft of torque working on taking this beauty off-the-line is the classic example of refinement and smoothness through the rev range. That’s despite of this swoopy coupe’s 3628 lb of Germanic leather-lined of luxury. Along a silky smooth powertrain comes an equally compelling 6-speed Tiptronic gearbox with paddle shifters. As far as Tiptronic gearbox goes, no one else executed better than VW. The same is said for the CC. As the shifts are crisp and smooth, with willing up and downshifs while lining up with proper gear ratios. Best of all, those flappy paddle shifters on the steering wheel are able to override at any given times.

Handling: The CC shares the same architecture as the European PQ46 Passat, which just replaced by the widebody Passat last year. While the widebody Passat is designed for wide interstate with tall buildings called America, CC is engineered toward twisty mountain bits and historical buildings called Europe. The holy grain of CC’s delightful dynamic equation lies beneath an extremely well balanced chassis with nicely calibrated suspension. The end result is a CC which feels at home on a mountain twisties as well as absorbing bumps and roughness, of which we called poorly Canadian roads. The suspension is comfortably compliant, on the other hand, its firm and supple enough to take every bits of corners with ease and joy. Push through corners, CC feels composed without feeling twitches. There are minimal body rolls and understeer is well-tempted by ESP, which acts as a guardian angel on controlling both under and oversteer when needed. In short, its as capable and as much fun-to-drive as everything we expect from VW. CC is no exception. :) When combining the effective 4-Motion AWD with its nicely tuned suspension, its like having a cake and eat it too in tough Canadian winter climate.

Brakes: With 4-wheel discs and standard ABS, CC’s braking system is up to the task. ABS doesn’t act unnecessarily is a given. While pedal feels firm and well-modulated are something we all expect from VW.

Interior: Despite of its swoppy roofline, there are more than enough headroom. Legroom isn’t as spacious as larger Passat but certainly aplentry. CC has finally become a proper 5-passenger family sedan, even if the center passenger isn’t exactly comfortable.

Up front, its everything we expect from VW. The cabin quality zooms world-class quality, CC is no exception. Nice grain of soft touch plastic and supple leather materials. All the switchgears have tactical, high-quality feedback which is very much VW. Driving position is easily find with multi-adjustable power seat with tilt/telescope steering column.

Conclusion: If you are lusting after an Audi A7 or Mercedes CLS’s image of swoopy 4-door coupe but finding their price hard to swallow, here comes your CC. This CC is capable of doing everything equally good as those two without breaking your piggy bank. The biggest bonus is CC finally comes with a handy 5-seat configuration, which would make it even more appealing than ever.

Competitions:
Acura TL
Audi A4
BMW 3-Series
Mercedes C-Class
Buick Regal
Volvo S60

OVERALL VERDICT FOR 2013 VW CC
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

2012 Jaguar XKR-S Coupe

Vehicle: 2012 Jaguar XKR-S Coupe with Bright Pkg and heated front windshield
Price as tested: CDN$143800

Performance: So how does a “S” combined with “R” in a XK come out with? It promises to be a fun ride. :)

When it comes to Jaguar, “R” stands for high-performance variant of an existing model similar to what “RS” is to Audi and “M” is for BMW. What an “S” on top of “R”, it promises to make a great car even better. In XKR-S’s case, its based on a XKR’s V8 supercharged which come with 32-valve, variable valve timing and electronic throttle. The messaged version of AJ-V8 Version #3 has 40 more ponies and lb/ft of torque, respectively. That comes to a healthy 550 stallion and 501 lb/ft of torque at driver’s dispoal. The biggest difference between having a supercharger versus a turbocharger is there is absolutely no lag in the process. With turbocharger, it has the annoying lag for a few seconds before the boost comes in. As for the supercharger, whenever driver mesh the throttle, supercharger steps in without any sort of hestiation. Along with its unlimited amount of power, XKR-S comes with healthy does of refinement which won’t be out of place in a Jag. While the engine note sounds pretty entertaining, thanks to the V8 which it is based on. The blower doesn’t have the rather irriating boring note with this kind of set-up. On the other hand, it doesn’t run out of breath at both middle and upper rev ranges. Along with the rather annoying JaguarDrive Selector shifter, which only god bless you, whenever any of those infamous electronics gone wrong, in a British car. It comes with a nicely ratio 6-speed manumatic through steering paddle shifters. The ratio has been engineered to be perfectly suit for XKR-S’s performance characteristics. The 1st and 2nd are low enough to launch this beast around, while 5th and 6th are tall enough for XK’s famous GT personality. The paddle shifters are able to override at any given gears, in order for enthuisasts to drop a cone when entering or exiting a corner. That’s if only Jaguar designers are able to come out with any initutive shifter design. Previous J-gate shifter certainly had character, latest knob shifter is just plain irriating as an understatement. Oh please……only god knows when will those annoying British electronic is going to bite in the ass…….:(

Handling: While the original XK8 has never known for being a true sports car, its only more than a sporting grand touring similar in style to those of Mercedes CL and BMW 6-Series. The XKR-S with recalibrated suspension really have able to transform from rather sedate GT into a real sports car. Whenever driver choose the “Dynamic” mode in the JaguarDrive Control, when those knob actually works acccordingly, according to British gods. Mind you. :) Its able to stiffen up the suspension, make the gearchange more eagerly and quicker throttle response. The whole concept is similar to Audi DriveSelect and Porsche PASM, which are the hallmark to this kind of adjustable dampers. The XKR-S is able to change its personality 180 degrees. The steering becomes sharper, more precise and responsive. The suspension calibrations have remarkably sharper without losing the British ride quality one associates with Cat. There are less body rolls, while its electronic stability control is able to let driver to have a pretty high threshold to have a bit of oversteer after a set of terminal understeer when pushed. The dynamic driving experience wrapped up with a nice perfect rear-wheel-drive 50/50 weight distribution. Whenever you push the XKR-S through corners or on track, it exhibits the level of driving fun which we haven’t experienced in Jaguar for a long while. While you won’t be mistaken a Jag as a Porsche with Zufferhensen’s razor sharpness and sensibilities, its able to put together a bit of sharpening fun in British gentleman fashion.

Brakes: With large 4-wheel discs and standard ABS, XKR-S has performed exceptionally well. The stopping distance is short, while pedal feels firm and solid. It remains fade-free after a couple of harsh stops. It doesn’t have the annoying pedal sponginess once associates with Jaguar of yesterday. All wrap up with ABS which acts up at the right time, at the right place.

Interior: If you have getting tired of all those German sensible interiors, XKR is where it is all about. Along with those superb sports bucket seats, which wrap the driver in the right place without feeling confining. Its interior ambience has a sense of British passion and elegance, which you won’t find anywhere else. As it got top-notch leather and plastic materials thoroughout the cabin. The Bowers and Wilkins stereo is simply a joy to hear.

Because of the poor sightlines, the standard back-up camera is a godsent.

Conclusion: British jokes aside, the XKR-S could well be the best Jaguar ever built. Along with the great powertrain, comes excellent dynamic abilities while loading up with the usual British elegant fashion. What makes it really impressed is XKR-S can finally be competing with the best of the world, as a bona-fida sports car. Which we can’t be said for previous XKs.

Competitions:
Audi R8 V10
Mercedes SLS AMG
Porsche 911 Turbo S

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

Overall rating: 4/5

2012 Mercedes ML350 Bluetec

Vehicle: 2012 Mercedes ML350 Bluetec with Bi-Xenon headlight pkg, Premium pkg and Sport pkg
Price as tested: CDN$67800

Performance: Here in Directshift, we have always been a huge diesel fans. So when its time to test drive the third iteration of Mercedes’s hugely successful M-Class, we decided to take the Bluetec instead of gasoline out for a spin. Given M-Class’s 2-tonnes curb weight and today’s skyrocketing gas prices, having a diesel-powered SUV makes more senses than any gasoline silibings. Take the M-Class, for example. Our Bluetec has 240hp and V8-like 455 lb/ft of torque. The ML350 gas version has 302hp and 273 lb/ft of torque. Since its an SUV instead of an all-out sports car. Torque is more important than horsepower, since most of our driving needs are in lower spectum of the rev range. With 455 lb/ft of torque comes in at 1600 and 2400rpm, we are able to spin the tires off-the-line during acceleration. That’s how impressive modern diesel technloogy is. Its refinement and smoothness are what make most buyers unnoticed of diesel cluttering, except for going outside of the vehicle. Its a relatively quiet and smooth operator. A refinement and quality which are up to what we expect from the engineers at Stuggart. The most impressive aspec has to be its fuel economy. With 2-tonnes of German luxury, we are able to achieve 10 liters per 100km during test drive. With the gasoline ML, we won’t be able to get anywhere 15 liters per 100km. Except for your neighborhood doesn’t have any diesel filling station, otherwise, Bluetec is the engine of choice.

Handling: Ironically speaking, Jeep’s impressive Grand Cherokee was co-developed with Mercedes-Benz before these two companies filed for a divoence. So it was Jeep’s turn to introduce their GC last year before Mercedes introduces the new ML this year.

Dynamically speaking, ML’s chassis rigidty and stiffness are up to the high standards set by Mercedes. Along with a host of new technologies from Agility Control, Airmatic air suspension and Active Curve System. All of these are combined to make ML a hoot-to-drive. While the Airmatic is able to dampen the ride quality to new standard, which have the usual sublime Mercedes cushionness to Germanic suppleness. The ACS is able to balance the silky smooth ride quality with balanced handling. Then add the sophiscated 4-Matic AWD, which the M-Class is able to drive along even with one wheel has traction thanks to 4-ETS, are able to make it an SUV that is a pleasure yet comfortable to drive. The steering provides nice feel and feedback, with typical Mercedes numb off-center feedback. The responsiveness and tracking precision are, once again, impressed me a lot. Add to the state-of-the-art ESP, its really hard to rear ML’s ugly heads even if any driver has pushed it too damn hard into a corners. In terms of dynamic abilities, only a VW Touareg is able to give ML350 a serious run-for-its-money.

Brakes: Mercedes brakes have never been disappointed. So does the new ML. Given its 2-tonnes curb weight, its able to stop commandably without breaking a sweat. The stopping distance is good, while pedal feels alive and well-modulated. ABS acts up at the right time wraps out its impressive dynamic package.

Interior: If you remember the original ML, its interior was a horrible place with cheap plastic. The new ML comes with classy materials which are on par with anything else in its class. There are aplenty of soft-touch plastic around the dashboard and door panels. The leatherette is easily trick anyone into the real leather, except for the smell.

That brings us to our vent. The ML starts at around $60k, which is expensive by any means. The leather package has to add $2450 to get the real hides. Consider both Touareg, Q7 and even X5 have leather seats as standard feature, Mercedes still wants to charge us is completely ridiculous. Although Mercedes leatherette is famous for its quality and durable wear. For any luxury car over $60k, I expect the real stuff.

Open up the power lift tailgate with the rear seats fold down completely, ML has 71 cubin feet of luggage space. There are nice washer/wiper for the back glass, while the liftover is reasonably low. However, the rear glass doesn’t open independently is a shortsighted.

Conclusion: Without a single doubt, this is the best ML ever. Both the gasoline and diesel powertrains are sweet as nuts. It handles exceptionally well with some of the best riding quality in town. Both passenger and luggage space are in spades. With tri-star emblem, you should also get one of the best lease deal anywhere in its segment.

Competitions:
Audi Q7
BMW X5
Porsche Cayenne
VW Touareg

OVERALL VERDICT FOR 2012 Mercedes ML350 Bluetec
=====================================
Performance: 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: 4.5/5

2012 Volvo S60 T6 AWD R-Design

Vehicle: 2012 Volvo S60 T6 AWD R-Design with Driver Support Pkg and Navi system w/premium sound
Price as tested: CDN$58865

Performance: Audi has RS, BMW has M and Mercedes has AMG. On the other hand, Swedish sensibility equals Polestar as their performance arm. Our R-Design happens to receive the Polestar treatment, as its sweet T6 engine receives 35 ponies boost and 29 lb/ft of torque improvement over the regular T6. That means 325 stallion and 354 lb/ft of torque of Swedish turbocharged personality. As we have always smitten from Swedish turbocharged philosophy, which means it has zero turbo lag while retains world-class refinement which always mean its a proper Volvo. That said, this turbocharged 6-cylinder 3.0 liter 24-valve engine delivers plenty of kick from the low rpm, thanks to the turbocharged pressure while the middle and upper range benefit from variable valve timing. The result is R-Design takes off the line with authority, even if it has to carry a porky Swedish 3877 lb of sensible luxury along its wrist. While its 6-speed manumatic retains its usual composure of deliver a smooth and crisp shift points, its lack of a proper paddle shifters on the steering is a huge oversight especially consider R-Design is the performance aspect of Volvo. Despite that, the electronic throttle is light without feeling overly sensitive. All in all, it remains silky and elegance as of what we all expect from a sporty Volvo.

Handling: As all the previous S60 reviews have denoted, we are a huge fans of this platform. With R-Design, it has taken its dynamic aspects into a new height. With R-Design, it got stiffen shocks and springs to back-up its goodies, as well as its lowered 1.5 inches. Which, in the meantime, its already a class-beater with unique Swedish accent. Along with improved rebound damping, T6 also received adjustable dampers called 4C System. While the early system wasn’t exactly spectacular, Volvo has refined the latest version in this S60. The sport chassis really have made S60 dance through corners like no other Volvo ever came before, possibly except for last 850 T5-R. Both understeer and body motions are well-tempted. On the other hand, its 4C would be best to leave it on “auto” as a default as its already good enough to make it a proper sports sedan, while having steering sets to highest effort as it provides the best feel and feedback in all the 3 settings. When its Haldex AWD mated with Volvo’s DSTC ESC, its able to combined sportiness with a sense of safe and security one expects from Volvo. That’s despite the fact that Haldex is a front-wheel-drive configuration before it detects slippage before it starts to take action. However, its sensitivity is both quick and linear, it would make any driver unnoticed in its process. Torque vectoring, which is another feature, which enable the slippage on the outside wheel by sending the power from the inside wheel. That makes for less understeer, which equals less steering input when pushed through a corner to provide a more balanced driving experience. Thanks to Polestar with all the upgrades, it has transformed S60 from a really good sports sedan into a great sports sedan. How sweet it is? :D

Brakes: With large 4-wheel discs and standard ABS, this R-Design stops like its on a dime. The stopping distance is short, while pedal is firm and easily modulated. Its easily the best brake pedal feel I have ever tested in Volvo in my recent memory. ABS acts accordingly is another bonus.

Interior: The cabin of S60 has always been nicely done. Along with Volvo’s ergonomics, which are user-friendly and initutive, right from its climate control to stereo layout. The use of plastic and leather materials in the cabin have to be considered as some of the best among its peers. Both the leather sports seats have got to be the world’s most comfortable seats ever designed by human beings. Its comfortable and hug you in all the right places, while leaving everyone feeling fresh even after a long trip. The driving position is spot-on, instrumentation gauges are clear and analog.

The rear seats are equally spacious for two outboard passengers while leaving center one to be a squeeze.

As for luggage space, anyone needs to have a dignity would need to reconsider putting their baggages deep into the trunk. However, the nicely padded trunk hinges and decently carpeted have done exceptionally well for such an upmarket luxury car.

Conclusion: “60-series” is definitely a homerun for Volvo. We had a blast on both XC60, S60 and V60 in T6 guise. S60′s T5 gave us a hint on Volvo’s formula on affordable luxury sports sedan, then our long-term T6 AWD gave us nice memory through the mileage. Latest R-Design is how Volvo keeps evolving its winner formula. :)

After the depature of S60/V70R in 2009, many would have thought whether Volvo will come out with a spicy version of its bread-and-butter. Although R-Design isn’t as racy as its predecessor, its certainly a compensation for what we have missed in those twins. Polester is able to turn the best Volvo ever, into an even better one. Its tranformation from a really good sports sedan into a great sports sedan have proven Swedish is still able to turn out some of the best sports sedans in the world. :)

R-Design is about 6 grand more than similarly-equipped standard T6 AWD, does it worth it? For my money, it worths every single pennies. :D

Competitions:
Acura TL SH-AWD
Audi A4 Quattro
BMW 335i X-Drive
Cadillac CTS-4
Mercedes C350 4-Matic
Infiniti G37XS

OVERALL VERDICT FOR 2012 Volvo S60 T6 AWD R-Design
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 5/5

Overall rating: 4.5/5

2013 Infiniti JX35

Vehicle: 2013 Infiniti JX35 with Premium, Driver, Deluxe Touring and Driver Assistance Pkgs
Price as tested: CDN$60350

Performance: Infiniti has always been somewhat left field, when it comes to luxury car. Their latest JX promises to be the most mainstream of all of their left fielders. Will soccer mom find join in one? We will have the answer after this review.

Loosely based on the praiseworthy Murano architecture, JX marks the first front-drive based Infiniti since the departure of the Cefiro-based I35. That said, JX35, as its designation denotes. It shares the well-honored and proven VQ35DE as the rest of the Nissan/Infiniti range, which has to be a very good one despite of its age. With 265hp and 248 lb/ft of torque “on paper”, many would have thought its going to be a breathtaking performer. In real life situation, its only more than adequate given JX’s 4237 lb of hefty curb weight. A close to 2.5 tonnes of curb weight certainly isn’t going to light JX’s belly like a 370Z, however, it remains to be a composed and refined unit promised by the legendary if aged VQ engine series. Which really have said about the merits of VQ, as it has aged gracefully over time. Along with the proven VQ35DE, JX mates with Infiniti’s Xtronic CVT. As far as CVT goes, Nissan has always done a bang up job with their nicely engineered unit. The problem with JX’s CVT has nothing to do with its execution, as a smooth operator which provide seamless sensation with decent fuel economy. The issue has to do with its motor boating which tend to make the engine lacking, when its time to accelerate through its light throttle. If JX is able to cope with the 7-speed automatic unit as in the M hybrid, it would make the acceleration in a more elegant and quiet manners than this CVT did. Despite of my criticisms, it has done of what its worth when it comes to people mover.

Handling: Given its on Murano architecture, it doesn’t come as a surprise that JX’s foundation is solid-as-a-rock. There remain free of any cracks and rattles, which the suspension geometry is able to deliver a class-leading ride quality, which sums up in one word: sublime. However, when pushed JX through corners. Its soft suspension has tuned toward comfort over sharp handling, especially when compares to its edgy rival from Acura. That means JX has plenty of body rolls, which understeer is easy to encounter. That said, its steering provides decent enough feel and feedback to suit its crossover character. Which makes up the flip side of JX’s dynamic equation. Compare to its chassis silibing or even arch-rival MDX, JX feels uninspiring to drive through its detached dynamic characteristics. However, its proactive AWD with a nice set of ESC would give any soccer mom a sense of security when they have reared JX’s ugly heads when driven a bit too hot into a shopping lot parkade.

Brakes: With 4-wheel discs and standard ABS, JX’s braking prowess has up to Infiniti’s usual high standards. Despite of its hefty curb weight, the brake feels crisp and solid. While ABS never delivered the goodies at the wrong time at the wrong place, which is the hallmark of a good braking system.

Interior: If you remember the cabin of the original G35, “crappy” is the perfect word. A decade later, JX’s cabin is nothing but classy and well-crafted. Gone are the cheap and cheesy plastic, in with much nicer use of leather/wood/plastic materials altogether in an interior which worthy of Infiniti’s premium badge. The instrumentation gauges are clear and analog, which the center infomation center is initutive and user-friendly, as per Japanese tradition. Those leather seats feel supple and hug you in all the right places.

What’s the most impressive piece of engineering is Infiniti engineers are able to put 3 rows of seats in, with a nice party trick. Usually, when you put a babyseat in the middle row. Which is where you supposedly to put, as it shouldn’t be put in front facing the airbag nor 3rd row as it faces the oncoming traffic. You have to take it out before anyone is able to get into the 3rd row. With the JX, one can slide the 2nd row in and out with the babyseat in place. While its only a small thing, sometimes, its the smallest thing which makes the biggest difference.

Along with this party trick, there are tri-zone climate control which is able to ensure everyone is able to enjoy the ambience inside the JX. Both the 2nd and 3rd row are able to occupy any human beings in place, comfortably.

In terms of practicality, JX scores well with nicely flat floor after completely fold down both 2nd and 3rd row of seats. However, like most crossovers, there aren’t much luggage space left with 3rd row in place. So when it comes to the “moment of truth”, JX’s 3rd row continues to be “either/or” affair despite of its usefulness for passengers. Despite that, it still has 15.8 cubin feet despite of 3rd row’s existence.

There are two features worthy of mentioning. The Panoramic sunroof has opened up the interior 180 degrees, especially with our black interior. Another feature is the back-up camera, which is a godsent consider JX’s poor rear sightlines.

Conclusion: Infiniti has always been on the quirky side of the Japanese luxury, right from the early grilleless Q45a. There is, finally, a mainstream Infiniti for the masses, which is called JX. Along with a well-appointed interior and competitive pricing, Infiniti’s customer service and reliability record will surely appeal to those soccer mom who can’t get past MDX’s polarizing styling nor German’s quality glitches.

The bottom line? Soccer mom rejoice. :)

Competitions:
Acura MDX
Audi Q7
BMW X5
Buick Enclave
Cadillac SRX
Land Rover LR4

OVERALL VERDICT FOR 2013 Infiniti JX35
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 2.5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 5/5
Value-for-money: 4/5

Overall rating: 3.5/5

2012 Mercedes SLS AMG Roadster

Vehicle: 2012 Mercedes SLS AMG Roadster with B&O sound system, AMG CF exterior and interior trims
Price as tested: CDN$232500

Performance: Remove the Gullwings, Mercedes has beautify the SLS with its a gorgeous ragtop with only added 40 kg to coupe’s curb weight. Given all the additional stiffness needs to add to roadster’s body rigidity, this kind of weight addition on top of the porky weight has to be considered quite amusing by today’s standard. On top of that, roadster still using coupe’s 6.3 liter DOHC 32-valve V8 with a whopping 563 stallion and 479 lb/ft of torque. Having this kind of power is nothing short of amazing by anyone’s standard. Stomp onto SLS’s heavy Mercedes-esque electronic throttle, it takes off like a rocketship with 479 lb/ft of torque. On top of that, along with advanced technology like variable valve timing ensure strong middle to top-end performance. SLS also comes with a handy 7-speed dual-clutch gearbox which works like a champ. Not only does the paddle shifters work, regardless of gears. It has exceptional gear ratios which mated with this AMG powertrain extremely well. Add to the fact that it shifts crisply and smoothly, as any gearbox we expect from the land of Stuggart.

Handling: The main reason for SLS AMG handles so well begins with its near perfect rear-wheel-drive weight distribution. With its front midship engne layout creates close to 50/50 perfect weight distribution, along with a world-class chassis rigidity and superb suspension geometry. It doesn’t come as a surprise SLS AMG handles like a diggin’, both on the track or begging for open roads. The suspension has been calibrated with a sense of suppleness without feeling too bouncy, as it absorbs all the bumps and roughness exceptionally well. The biggest dividend paid by the stiffened roadster body shell, however, its the completely lack of any cowl shakes usually associate with driving a convertible. Even when driven hard over railroad track or expansion joints, SLS roadster remains planted and solid as a rock. While steering still has some usual Mercedes off-center numbness, its already far improved over all the Mercedes steering racks we used to drive. Both the steering response and feedback are on par with anything in exotic car class. Put the AMG Drive Select unit into “Sport” mode, its able to transform SLS from a really good sports car into a great car, by enhancing its suspension to steering to firmer setting. The beauty is none of them have sacificed Mercedes’s usual comfort. The change of setting also change ESP’s instrusiveness to higher degree by allowing some oversteer when throwing it throuugh a corner on a racetrack. Wrap things up, there are minimal body rolls while under to oversteer are well-tempted by all those state-of-the-art technologies.

Brakes: With large 4-wheel discs and standard ABS, SLS stops as well as any world-class sports cars. The stopping distance is short, while pedal feels solid and crisp. ABS doesn’t step in unnecessarily is truly an added bonus.

Interior: With the roadster, you won’t need to deal with coupe’s annoying Gullwings. Latter has driven me nuts when its time to close and get into the vehicle. Roadster’s conventional doors make getting in and out much easier. However, roadster’s downside is making SLS’s already tiny trunk even smalller. You better perpare on what to bring on, even a short weekend getaway, because there aren’t much else can fit into this comical trunk.

On top of that, its the same interior as its coupe silibing. That means it looks too much like an E-Class without any exclusivity. Another problem is the annoying navigation system, which is far from anything initutive. On the flip side, instrumentation gauges are clear and analog, while those sports cars are awesomely comfortable.

Conclusion: So, at the end of the day, would I choose an SLS coupe or roadster? I would take this roadster in a heartbeat, simply because it offers none of coupe’s annoying trait while retaining its performance prowess. What really seals the deal for me, is how it handles and stunning looks. Those are enough to justify the premium over its Gullwing silibing.

Competitions:
Audi R8 V10
Ferrari 458
Porsche 911 Turbo S

OVERALL VERDICT FOR 2012 Mercedes SLS AMG Roadster
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4/5

Long-term update: 2012 VW Passat TDI Clean Diesel

Vehicle: 2012 VW Passat TDI Clean Diesel Highline with Sport Pkg
Price as tested: CDN$40612
Mileage since picked up: 2850km
Regular maintenance: 0
Unscheduled repairs: 0

One of the main reasons for buying a VW is its fun-to-drive factor. Many would have thought the Americanized Passat have lost some of those magic VW touch. The new Passat drives like a VW, feels like a VW and its every inch a VW. While we prefer a quicker steering ratio for more responsive dial into a corner, its more than willing to cope with everyday situation, which is what a mid-size family sedan is all about. The architecture, which shares with Jetta and Beetle, are rigid and solid. In fact, it feels exactly like a German car should be. Suspension is comfortably compliant and supple. The overall balance between handling and ride are what set VW apart from other competitions.

2012 Jeep Grand Cherokee SRT-8

Vehicle: 2012 Jeep Grand Cherokee SRT-8 with Luxury Group and Panoramic sunroof
Price as tested: CDN$62985

Performance: When Jeep redesigned their iconic Grand Cherokee last year, we were impressed enough that we chose it over the exceptional VW Touareg and Porsche Cayenne as our “luxury SUV of the year”. So how does SRT magic transform the already intrigued Jeep Grand Cherokee? We intended to find out.

Although the SRT has to weighting in at 2.5 tonnes of Detroit leather-lined of luxury, its heavily massaged 6.4 liter pushrod V8 is able to pump out 465 stallion, yet equally stunning 465 lb/ft of torque at driver’s disposal. Any of these American pushrod V8 has been famous for having excellent low-end torque, 465 lb/ft of torque continues to prove that fact. In fact, its able to haul the 2.5 tonnes of beast through the paces with ease. Mesh with the light electronic throttle, SRT takes off like a rocket. Although there have been many been lamented that, for a performance ute of this caliber, Jeep should stick with DOHC instead of OHV pushrod variety, its able to squeeze out more power through this sort of engine block without having increase the productivity cost. Mated with this rocketship is Jeep’s 6-speed manumatic with paddle shifters. Unlike so many American counterparts, Jeep has engineered the paddle shifters to kick in at any given gears. Which makes driving SRT more fun when dropping a gear before entering a corner. That said, 6th gears are more than enough to spaw out gears in my books. As there are both short and tall enough for peppy traffic light acceleration or comfortable highway cruising. All without having to mess with so many damn gears while hunting for the right ratio.

What is most impressive fact is how SRT-8 compares to its rivals.
Grand Cherokee SRT-8 has 465hp starting at $55195
X5 M has more hp, 555, starting at $98300
Cayenne S has 400hp starting at $73400
Cayenne Turbo has more hp, 500 to be exact, starting at $120000
Range Rover Sport has 375hp starting at $73200

While there are those which have more stallion, none of those offered the same bang-for-the-buck as SRT-8.

Handling: Grand Cherokee’s European heritage shines through when it first originated, as its based on the same architecture as the new Mercedes ML-Class. Its even more impressive after SRT tuned sports suspension with adjustable damping system. The result is a 2.5 tonnes of beast which handles like anything but a sports car. Select “track” mode, the whole suspension has been huckered down for pure driving pleasure which is sharp enough for any track event, even if the ride is a bit harsher than those of the more civilized “sport” on the same token. Compare both of these modes, I would choose “sport” as its suspension damping is aggressive enough for even the most demanding driving environment. The ride quality is more civilized and compliant than on the “track” setting. However, for 99% of driving needs. “Auto” has the best compromise between ride comfort and right handling at the right mix. As it automatically adjusts its damping characteristics through computer when it comes to driving environment. Regardless of modes, the steering provides excellent feel and feedback. It has one of the most precise steering rack in an ute, the other side of a Porsche Cayenne Turbo. Ride quality is supple and firm without feeling harsh. When pushed hard into twisties, its ESC is uninstrusive enough for high threshold. When its mixed with the excellent 4WD system, its able to save driver from rearing SRT’s ugly heads when things got boiled.

Brakes: Even if SRT costs 2.5 tonnes at its wrist, its braking performance remains as delicous as its abilities. The stopping distance is short, while pedal feels solid and confidence-inspiring. Unlike so many Chrysler brakes of the past, SRT’s enlarged brake discs provide excellent feel and feedback without having any fades, after a couple of harsh stops. Another forte is the ABS doesn’t act at the wrong time.

Interior: With the rear seats fold flat, it has a spacious 68.7 cubin feet of cargo space. When they are in upright position, it has 35.1 cubin feet. Combined with the low liftover and minimal side instrustions, SRT-8 has aced when it comes to luggage versatility. Add to the fact that the rear glass is able to open independently, which is a rarity these days. It really does proves Grand Cherokee’s attention-to-details are at its finest.

The same goes for its interior appointment. In the past, Chrysler’s interior is about as “good” as Rubbermaid when it comes to plastic. Gone is the cheapness, in with the classy plastic and leather materials. The SRT leather sports seats provide all the support at all the right places, without feeling confining. With the Panoramic sunroof, its able to open up the cabin nicely.

Conclusion: If there is only one pet peeve, its about how thristy SRT-8 is able to get when fully pushed it full its paces. We had an average of 22L/100km on the whole day of full throttle fun. Ouch. However, this is the last thing you should put in your mind when buying an SRT-8. That’s because its able to provide as much driving fun as driving a sports car without any of its utility. What it really takes the cake is how attractively priced when compares to its European rivals, all without having to carry the baggage of those “badges”. That’s exactly what I called bang-for-the-buck.

Competitions:
BMW X5/X6 M
Porsche Cayenne S/Turbo
Range Rover Sport

OVERALL VERDICT FOR 2012 Jeep Grand Cherokee SRT-8
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

2013 Ford Taurus SHO

Vehicle: 2013 Ford Taurus SHO
Price as tested: CDN$56895

Performance: When Taurus SHO returned for 2010, the single biggest issue was power. One reason is down to its curb weight, which still haven’t changed much 4338lb. The single biggest changes is the addition of Ford’s delighful Ecoboost twin-turbo V6. With 365 staillion and 350 lb/ft of torque, its able to move the SHO with authority. Along with having twin turbo, it also comes with advanced techs from variable valve timing, electronic throttle and a host of updates which make SHO more pleasurable to drive. The result is an SHO which finally worthy of its “Super High Ouput” designation, as it doesn’t have any turbo lags when both turbos spool up. All have done with a silky smooth manners, well worthy of a luxury sports sedan title. Combined with a nice engine note with Ford Ecoboost’s superb refinement, it makes SHO a refined driving experience. The 6-speed maumatic comes along for the ride with the SHO, which combined nicely done gear ratios. Finally, Ford has figured out how to make paddle shifters override after two years. Horray for such an improvement. :)

Handling: No one has ever doubt SHO’s sleeper like driving dynamics. The latest SHO contines that tradition, as it combines AWD with latest in technology which is called Torque Vectoring. Torque Vectoring is able to deliver the torque to the wheel with most grip, which means less steering input when turn into a corner. Less steering input = sharper and quicker turn-in = less understeer. Then add alongside a proactive AWD which provide the right distribution of power at the right time. The desired result is a SHO which handles like a diggin despite of its curb weight. Whenever those two active safety items can’t saved your ugly heads, there is always a state-of-the-art ESC waiting in the wings to save your nuts. The bottom line? Taurus SHO is as much fun-to-drive as any sports sedans out there. The steering provides nice feel and feedback, without feeling twitches. There are minimal body rolls and understeer only surfaced when pushed really crazily into a corner.

Brakes: With large 4-wheel discs and standard ABS, SHO has provided nice enough stopping prowess given its weight. The stopping distance is short, while pedal always feels nicely modulated. The pedal always feels crisp and refined, while ABS only acts up at the right time certainly wrap up the whole package.

Interior: The cabin of the SHO has been very well-made. Along with nice soft-touch materials on the dashboard and door panels, most controls are user-friendly and initutive. Ford has finally fixed the annoying glitches with MyFordTouch with more user-friendly interface. The automatic climate control is both initutive and effective. Driving position is easily find with telescope and tilt column, when mated with those comfy multi-adjustable leather sports seats which haul you in the rigth places.

Both rear head and legroom are aplentry, the same goes for the luggage space. Latter offers low liftover with narrow side sills. Best of all, the hinges are nicely boxed in with nice carpeting to justify its premium.

Conclusion: The SHO solves an age old dliemma. If you want a family sedan which is able to seat 4 persons comfortably but need to have some driving fun, this Taurus SHO is your ticket. The improved powertrain has enough guts, while its new Torque Vectoring adds sharp handling and active safety to the mix. What seals the deal for me is the styling, which finally has a sense of character instead of pure blandness of old. Its an SHO that is finally able to run with the top dogs. :)

Competitions:
Acura TL SH-AWD
Audi A4
BMW 3-Series
Dodge Charger
Mercedes C-Class
Infiniti G37

OVERALL VERDICT FOR 2013 Ford Taurus SHO
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

Short test: 2012 Honda Fit Sport

Vehicle: 2012 Honda Fit Sport with automatic
Price as tested: CDN$19980

When an engineering-driven car company becomes arrogant and complacement, their products usually become aggravate. As we have seen in BMW for the last couple of years, Honda should be add to this sad group lately. On the one hand; those 5-Series, 6-Series and 7-Series are execution letdowns. On the other hand; those Accord Crosstour, CRZ, Insight and Civic are complete disappointments. Honda’s subcompact Fit, seems to be the only survivor under the new beancounter management. Will the revised version able to keep its crown?

We have always smitten by Fit’s world-beating road manners. It has what makes a Honda a Honda. Unlike the new Civic, which is bloated and uninspiring to drive. Fit is docile, nimble and provides plenty of driver feedback. The responsive handling, which combined with a steering with meaty feel and feedback. A well-tuned chassis and superbly calibrated suspension combined to make a delightful package. It feels very engaging to drive. The well-engineered chassis continues with supple ride quality. Its able to absorb bumps as comfortably as cars costing twice as much, all have done with European suppleness, dial in the suspension damping. However, ESC is only standard on top range Sport as our tester. Those DX and LX are not even available as an option is completely unforgivable.

Reponsive handling aside, a peppy engine is what makes Honda a Honda. Although Fit’s 117hp 1.5 liter engine won’t win any drag races, it serves its purpose as a smart commuter really well. The well-honed refinement of Honda hallmark 4-cylinder VTEC engine remains intact. 5-speed automatic has worked like harmony with this little motor. Add to the fact that 106 lb/ft of torque provides decent low-end range while returning less than 6 liters per 100km, for a non-diesel and non-hybrid. Fit is the best testament to Honda engineering at its finest.

With rear seats up, Fit has 20.6 cubin feet of cargo space. With those down, it doubles up to 57.3 cubin feet. All with a complete flat floor for loading of any large luggages. It has more space than any cars in its class or class above.

The Fit is the last Honda which remain true to this iconic Japanese company’s engineering-first philosophy. Everything else from the huge cargo space to peppy engine have shown how well-integrated the entire package is. Only god knows if those beancounters will messed up with the next Fit…….:(

Likes:
Responsive engine
Handling and ride
Versatility
Overall execution

Dislikes:
Front visibility
ESC isn’t a standard feature across the board
No paddle shifters

Competitions:
Chevrolet Sonic
Ford Fiesta
Fiat 500
Mazda2
Toyota Yaris

2012 VW Golf R

Vehicle: 2012 VW Golf R 5-doors
Price as tested: CDN$39675

Handling: We Canadian have missed out both Mk4 and Mk5 Golf R32. Thankfully, VW Canada is bringing us a Mk6 Golf R as a compensation. :)

Every great hot hatch has to come with a great dynamic equation. Golf R certainly up to the task for that requirement. Compare to a more mainstay Golf GTI, VW has recalibrated its suspension geometry, while stiffening up the chassis and adding Haldex AWD to the party. The desired result is nothing less than astounishing. The suspension is both supple and firm enough for enthuisastic driving, on the other hand, its comfortably compliant enough for daily driving. Unlike many of those sports cars, which tend to beaten you up like crazy on patholes and washboard pavements. R has eaten those up with ease. The XDS is another electronic aids which given the power to the outside wheel. It’s work ethics is similar to Torque Vectoring, for the most parts. As its gives most power to the outside wheel = less steering input = less understeer = smoother way out of the corner. On paper, it looks impressive. In real life situation, it works like champ when combined with the effectiveness of Haldex AWD system. That means R has minimal understeer when pushed through corners, although it does surface to give driver some needed attention. Its electro-mechanical steering provides sharp and responsive feedback without feeling abrupt. Its both calm and deliver the right amount of feedback to what driver needs it most. ESP doesn’t step in unnecessarily added to the fun of driving a hot hatch.

Performance: VW has messaged their venerable EA888 2.0T engine series for R’s performance aspect. That means its 265 stallion and 243 lb/ft of torque at driver’s right foot. As we all expect from this world-leading turbocharged 4-cylinder engine, its level of refinement and NVH are nothing but amazing. VW has taken it a notch by upping the horsepower to 265, which means its even more capable than ever. That’s especially true when revving it pass middle and upper rev ranges. Thanks to remap ECU, along with all sorts of variable valve timing and electronic throttle as hosts. All have done without the annoying turbo lag one associates with small turbocharged motor. The R only comes with a well-designed 6-speed manual gearbox. In the past, I wasn’t fond of VW’s manual gearbox with its rubbery gates. R’s application has to be their best effort. As the gates are well-defined, gear ratios are nicely set and clutch, well, its light and progressive with the proper feedback.

Brakes: Here comes along the braking system, one that’s well worthy of the R badge. If you expect large 4-wheel discs and standard ABS to provide admirably well, you are extremely correct. As it provides short stopping distance, with brake pedal that is fade-free after a couple of harsh stops. The pedal always feels firm and well-modulated. ABS doesn’t kick in abruptly is a given.

Interior: Most sports cars come with compromises when it comes to luggage space, Golf R isn’t. With the rear seats up, it has 14.6 cubin feet of cargo space. When its fold completely flat into the floor, it quickly expanded to 45.9 cubin feet of usable luggage space. As per VW standard, everything else has been nicely carperted and box in. There are low liftover with minimal side instrusions.

Up front, the biggest highlight are those awesomely supportive sports bucket seats and flat-bottom steering wheel. The dash materials continue to be impressive, so does the initutiveness of its auto climate control. Finding driving position is a-piece-of-cake with tilt/telescopic steering column and multi-adjustable driver’s seat.

Conclusion: There are sports cars which handle like a digging but with lots of compromise. Then there are plain jean family car which is practical but boring as hell to drive. Golf R, however, is the happy compromise of both counts. Its a hoot to drive, efficient, effective and practical. All does so with a price that is easy to swallow. No wonder Golf R continues to be one of Directshift garage’s most desirable to own members.

Competitions:
Audi A3 Quattro
BMW 328i
Subaru Impreza WRX
Mitsubishi Lancer Evolution

OVERALL VERDICT FOR 2012 VW Golf R
=====================================
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

2012 BMW 528i X-Drive

Vehicle: 2012 BMW 528i X-Drive with BMW Apps, Premium Sound, Rear Comfort, Technology and Navi Pkgs
Price as tested: CDN$67700

Performance: There are a couple of new things happen with F10 this year. The breathtaking new M5, an unremarkable hybrid version, a new turbocharged 4-cylinder replacing its straight-6 and a new X-Drive drivetrain. Subject to this test drive represent the last two items.

Replacing BMW’s turbine-like straight-6 this year, N20 has been lied underneath the hood in everything from Z4 to X3. 5-Series is the latest model to receive this 240hp turbocharged motor. While it has a good 240hp, and more importantly, 260 lb/ft of torque, at your right foot. Mostly would notice the exhaust note sounds rather rough and unrefined, which is certainly not the best engine note we have experienced from land of Bavarian. That’s especially unfortunate when you consider BMW has been late to the party, when compare with its 4-ringer and tri-star rivals. Yes, having 260 lb/ft of torque by delivering at 1250rpm certainly helps the bottom end. In fact, it feels more responsive than the 3.0 I-6 that it has replaced. Which that particularly nice I-6 has the same amount of hp and 20 lb/ft short of torque. We have felt a hint of annoying turbo lag at around 1300rpm. However, with all those technologies right from Double VANOS, electronic throttle, direct fuel injection and Valvetronic to the mix. It has a decently healthy middle and upper ranges when press. One would have thought by turning into “Sport” or “Sport Plus” would make N20 reponse quicker, unfortunately, its just going to make it even noisier with more aggressive ECU mapping through the 8-speed manumatic gearbox. The biggest problem lies with F10′s weight. With our tester loaded with everything, as well as sharing the same platform as larger and heavier 7-Series, it comes at a lofty 4001 lb. Oh dear. :( The 8-speed Steptronic, however, comes handy with paddle shifters on the steering wheel and very nicely done gear ratios. That set, you can get both the engine sweetspot and efficiency right at hands. As long as you can figure out the annoyance of that gearlever. More on that latter.

Handling: What you get when sharing a basic architecture with larger silibing has to paid penalty for its weight and size. 5-Series certainly has paid for that penalty dearly. In the good ole’ days, you won’t noticed its a 5-Series until you get out of the driver’s seat because of its lithe and nimble characteristics which made them so special. The F10 is the hefty and crumsy successor of 5-Series former self, which isn’t an understatement. Its Servotronic steering is completely free of feel and feedback, although its decently precise. Its just feel numb and dead without transmitting proper information to driver’s hand. When push the 528i through its paces, with its X-Drive AWD drivetrain, it would certainly give power to the rear wheels before it starts to activate for all-weather traction. The result has made the 5-Series feels more numb and cumbersome than ever. The Dynamic Damper Control’s “Sport” and “Sport Plus” are supposedly to be sharpen up when press. Sadly, it just makes the ride quality with FRT worsen to the mix. But they don’t exactly translate into sharper handling when press it to the max. I would rather leave it as “Comfort” and so be it. The same changes don’t translate into better steering feel. Pity! There are plenty of body rolls, while understeer is pronounced long before reaching the liberties. As AWD, DSC and DTC start to work nicely together; its very hard to get into oversteer. But given the sheer bulk of 528i, you surely don’t want that kind of weight translates into oversteer with its poor steering sensation. Its sad but its true. The whole driving experience of this 5-Series has bored me to death. :( Sheer Driving Pleasure, my ass, more like Sheer Boring Pleasure.

Brakes: At least the braking performance lives up to BMW’s reputation. Those large 4-wheel discs and standard ABS have provided up to the task braking performance. The stopping distance is short, while pedal feels linear and sure-footness even with 528i’s curb weight. Not to mention ABS does work as advertise. In which case, we would forgive BMW for designing a good braking system.

Interior: Given 528i’s sheer size, having a spacious backseat is a given despite middle passenger has to suffer due to center tunnel instrusion. The same goes for a nicely sized trunk, with nicely padded hinges and carpeted floor for neatness.

Up front, the materials and workmanship have put together nicely. However, those BMW annoyances are just like ghosts around you. The stubborn electronic turn signals without proper detent have annoyed me to death. You have to press down a few seconds before it reached that “electronic lock” is a very stupid execution. Its just designed for the sake of the sake of those “technological gimmick”. Why not just give us a traditional turn signal stark instead?

Another annoyance has to be that gearlever. Press “P” for parking is logical. When its time to reverse, you have to push up. Going foward has to pull down the gearlever. Once again, the detents are pretty damn poor. Neither initutive nor user-friendly. If designing such an execution is for showing “different as different’s sake”…..then so be it.

Rest of the interior is typical 5-Series. Clean instrumentation gauges that even blind can recognize its a BMW. Multi-adjustable driver’s seat with steering column has made for an easy find of driving position. An improved i-Drive with more user-friendly buttons to close from the menu wrap up the cabin.

Conclusion: While there are those who wish for a much quieter 4-cylinder turbo engine or more nimble road dynamics, those who are buying a 528i certainly won’t care. That’s especially in the face of an Audi A6 and Mercedes E-Class. That’s because those who are going to get a 528i isn’t the type of person who would care about the same kind of adranline driving experience as an 1M. As long as it has a fancy blue-and-white propeller emblem on the hood, comfortable interior and an attractive enough monthly lease rates; it would continue to do well for BMW.

Competitions:
Audi A4 Quattro
Cadillac CTS
Lexus GS350
Mercedes C350 4-Matic
Infiniti M37

OVERALL VERDICT FOR 2012 BMW 528i X-Drive
=====================================
Performance: 3/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 3.5/5

Long-term update: 2012 Hyundai Accent GLS 5-doors

Vehicle: 2012 Hyundai Accent GLS 5-doors Auto
Price as tested: CDN$18399
Mileage since picked up: 3500km
Regular maintenance: 0
Unscheduled repairs: 0

One of the major attractions of buying a subcompact is its simplicity of engineering. It has lots of advanced technologies packed in a compact package without having all those unnecessarities, which are bound to have quality problems down the road. That explains our Accent’s trouble-free experience as we are heading into the middle of the test. The whole car feels well-made and executed. The attention-to-details are superb, it feels sophiscated right from the engine bay to its exterior styling. Looks sophiscated, feels sophiscated with tank-like build quality have made Hyundai an attractive buy these days. Even if Accent is the entry-level model, it has a sense of tactical quality on every single details. As much as we love driving the Accent, there bounds to be a few pet peeves as we are heading into the final phase of this cheerful long-termer.

2012 Chevrolet Camaro ZL1

Vehicle: 2012 Chevrolet Camaro ZL1 with 6-speed automatic
Price as tested: CDN$61205

Performance: Is this the best Camaro ever produced? We will have the answer right after this review.

Bolt on an Eaton supercharged onto GM’s venerable Big Block Chevy V8, which has 6.2 liters of goodies on your right foot at driver’s disposal. Its basically share the same amazing hardware as its Corvette ZR1 silibing. That means the ZL1 is capable of producing an amazing 580 stallion, and most importantly, 556 lb/ft of torque. While the standard 6-speed manual is sweet and delicate, our tester’s 6-speed manumatic is what most customers would take with the ZL1, according to GM. This auto has been heavily modified to suit ZL1′s performance characteristics, as the gear ratios are well-spaced and low enough for awesome acceleration. It doesn’t lost anything when it comes to engine responsiveness even with only 6 gears. The paddle shifters on the steering are a delight, as its able to override at any gears, for proper downshift before entering a corner. ZL1 has joined the rank of 911, which have automatic provides faster 0-100km/h than its manual counterparts. In ZL1′s case, its only 0.1 second quicker than stick shift. The desired result is definite rush of power right from the get-going through the redline, with the reliability of proven OHV technology, which isn’t anything shabby compares to more modern DOHC. Eaton supercharger’s instant throttle rush has added the join of driving, as it doesn’t have those annoying turbo lag. 3.9 seconds from standstill to 100km/h to be exact, even if it has to carry 4120 lb. :)

Handling: While we have seen many claims from famed Japanese and German sports car manufacturers betting themselves on Green Hell’s track time, its unusual to see an American muscle car there. That has proven how great domestic muscle car’s chassis and suspension engineering are these days. The days of straight-line performer is over for muscle car. In for the very capable and entertaining drive. Rear-drive and near perfect weight distribution certainly help the course. With GM’s well-engineered magentic ride suspension, along with 5 PTM modes, which rank for as civilized as daily driving to “5″ ultimate track driving setting, the ZL1 is one entertaining driving beast in all conditions. In “1″ setting, its as comfortable as a V6 Camaro. With “5″ full track setting, its a beast unleashed on any race track. All those have tuned the suspension and steering to suit each flavor, which has to be judged as one of the most compelling and compliant adjustable dampers in the business. The steering is sharp and precise, at any setting at any given time. The body motions are well-controlled, while both understeer and oversteer are superbly tempted. Most of all, GM’s ESC managed to stay out of the equation until absolutely necessary. Push ZL1 through its paces, you have to wonder American muscle cars have gone a long way. That also has explained why it managed to get Green Hell’s 7:41:27 around the Ring.

Brakes: With 4-wheel large Brembo brakes and standard ABS, ZL1′s braking performance is simply world-class. The stopping distance is short, while pedal always feels solid and well-modulated. Its also fade-free after lots of harsh stops, while ABS acts perfectly.

Interior: Inside, the biggest highlight has to be its ZL1 exclusive leather sports seats and boost gauge. While those sports seats provide great thigh and back support, when pushing ZL1 through the paces. The boost gauge should placed on top instead of below of the dashboard. As usual, there are large amount of hard plastic galore in Camaro’s interior ambience. The dash design which needs a rehaul for better looks.

Cramped backseat, trunk space and poor sightlines continue Camaro’s form-over-function styling exercise. But for the way it looks, who cares about those compromises?

Conclusion: Without a doubt, ZL1 has to be the best Camaro ever. Although its more than 10 grand over the Camaro V8, it worths every single pennies. The amount of engineering attention given to ZL1 have paid the dividend, when it comes to driving pleasure and track performance.

Competitions:
BMW M3
Dodge Challenger SRT-8
Ford Mustang Shelby GT500

OVERALL VERDICT FOR 2012 Chevrolet Camaro ZL1
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 2.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 5/5

Overall rating: 4/5

2012 Toyota Prius C

Vehicle: 2012 Toyota Prius C Technology Premium Pkg
Price as tested: CDN$25340

Performance: Unlike its bigger brothers, the iconic hatchback and V. The C, or what Toyota dubbed Prius “City” is moved by a smaller 1.5 liter instead of a 1.8 liter 4-cylinder motor when mated with those lithium ion batteries underneath the rear seats. Along with the standard fanfare, which means the usual 16-valve DOHC with VVT-i variable valve timing and electronic throttle. It uses Atkinson Cycle with Toyota’s well-known Hybrid Syngery Drive. That means 99hp, which combining 60hp from electric motor and the rest on its 1.5 liter gasser. While its certainly won’t win a drag race, I can only describe it as “adequate” even by subcompact standard. However, that doesn’t mean its short of power. When you consider most Prius buyers are looking for economy instead of performance, having 99 ponies and 82 lb/ft of torque are certainly more than enough given C’s physical dimensions. When its driven on “EV mode”, its only able to do it under 40 km/h on full electric alone. “Eco” mode does reduce the usage of power, in terms of air conditioning and electronic accessories, to conserve energy. On the other hand, C continues to mated with CVT which improve hybrid efficiency. That makes for a smoother and silkier engine quality, also for better highway fuel economy. However, its not without its drawback. The use of CVT which such a small engine would mean engine noise from the get going. Other than that, C is a few of those hybrids which we got close to posted fuel economy. We were getting no less than 4.5 liters per 100km average, despite of its rather porky 2500 lb curb weight for a subcompact.

Handling: Another surpise from this City Prius is how well does it drive. It certainly won’t make you are thinking of a hot hatch. Its a few of those hybrids which have something resemblence of a “steering feel”. Its not exactly Porsche like one-with-the-road kind of steering feedback. Its steering feels crisp, responsive and provide right amount of feel through driver’s hand. When mated a well-calibrated suspension to a good chassis, C handles relatively well for a hybrid subcompact. Along with the nice steering, the ride motion has been decently handled for the most parts. Why? Because the larger 16″ wheels tend to ride quite harshly on some pavements, smaller 15″ which come standard is a better take given Prius as a comfy commuter car. Without the compliant suspension, it would make 16″ rides more harshly than what most Prius buyers needed. There are terminal understeer and quite some of body rolls, but all have been well-controlled. Toyota’s ESC acts as a decent active safety guardian whenever someone has gone crazy with this city car.

Brakes: With front discs and rear drums, along with standard ABS; C doesn’t have the usual hybrid’s regenerative braking’s abnormal behaviour. That means a crisp pedal feel without feeling numb and spongy. Everything is right whenever driver nails it, ABS acts upon at the right time is an added bonus.

Interior: When its time to package those lithium-ion batteries underneath the rear seats, Toyota engineers and designers already put lots of headaches on how to get things right. On the one hand, the hatch opens on full 90 degrees with narrow side sills and low liftover. On the flip side, the fold down rear seats seat 1-2 inch above the floor because of the batteries underneath. That means the luggage has to be flowing around between those seats.

The use of materials are not exactly great, if not exactly bad neither. The leatherette seats are well-foamed but slightly lack of thigh support. While I am not exactly fond of the digital instrumentation gauges, there is a real party trick with its center info screen. The Eco Saving screen has told you how much it cost to fill up and how much you pay for on each km. Another screen is to compare to other vehicle, say your friend’s Highlander , to see how much you have beaten it. Whether its useful is beyond my knowledge, however, its a very neat feature in this C. In the C, the gear lever is finally the conventional on the floor type rather than other Prius’s mickey mouse joystick on the dashboard.

For a subcompact, there are enough leg and headroom for two rear passengers. Just forget about the middle one with its tight quarter.

Conclusion: When I entered this test with the Prius City, I wasn’t expecting much of it. But I came out liking of what its able to provide with its tiny hybrid package. It drives rather spritiedly, as long as you get up to speed with that noisy CVT. Handles relatively well while come with a cheerful interior. Most of all, its cute-as-a-bug. :)

The bottom line? If the Prius C equates of what Toyota is coming out with, this automotive giant is waken up finally.

Welcome back…Toyota. :D

Subcompact hybrid competition: None

Subcompact competitions:
Ford Fiesta
Honda Fit
Mazda2
Hyundai Accent
Kia Rio5
Toyota Yaris

OVERALL VERDICT FOR 2012 Toyota Prius C
=====================================
Performance: 3/5
Handling and ride/fun-to-drive: 3/5
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