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Follow-up test

Follow-up test: 2012 Toyota Camry 4-cylinder and hybrid

Vehicle(s): 2012 Toyota Camry LE with Upgrade Pkg
2012 Toyota Camry hybrid LE
Price as tested: CDN$26120 (4-cylinder) CDN$26990 (hybrid)

In the last 3 decades, words “Toyota” and “Camry” are the definition of what a mid-size family car should be. However, this gold standards have got a huge beating in the last few years from its Korean counterparts. In fact, Toyota had to go back to drawing back 18 months ago after Toyota dealers viewed the initial product.

We had put the V6 through the paces. Although its not the most groundbreaking of all the family sedan, its usual combination lives up to Toyota’s “doing everything well but nothing outstandingly”. Surprisingly, we actually liked it especially with V6′s firmer handling and ride compromise.

What Toyota really sold the most, on a contrary, is the 4-cylinder LE trim. On the other hand, hybrid represents Toyota’s continuous commitment to this green technology.

In terms of interior quality, LE doesn’t have the luxurious feel we had seen from XLE and SE uplevel trims. Instead, its the basic trimming with the expected material quality. What we liked about Camry’s interior is how comfortable it is. There are some cheap pieces around the center console and door panels but its already a huge leap forward over 2007-2011 predecessor. Some of the carpeting feels low-rent. Its interior certainly won’t knock the socks off Audi’s world-leading design. But it got what its job done relatively well. Another area we are really impressed are the amount of rear legroom and luggage space.

As for powertrain, the hybrid uses Aktinson Cycle mated with 2.5 liter 4-cylinder engine. Latter is the same engine as its base silibing. With its EV and Eco modes, which are able to make it in full electric mode or in most economical mode. When its driven in full gasoline mode, it won’t be able to generate the posted fuel economy as with every other hybrids we have driven. Toyota’s posted fuel economy is 5.9 liters per 100km. Unfortunately, we are only able to get 7 liters per 100km. Both are combined highway and city mileage. 200hp with Aktinson Cycle has provided more than enough grunt. If you are looking for fully economical Camry, I would take a serious look at 178hp 4-cylinder engine with 170 lb/ft of torque while saving all the pennies over the hybrid. Toyota’s 4-cylinder powertrain has always been impressed with its V6-like refinement and silky smoothness. The 6-speed automatic with 4-cylinder and CVT mated with hybrid are equally compelling, in typical Toyota fashion.

However, in yet another Toyota playbook. The 6-speed manumatic has one duff execution. Whether you are driving 120 km/h or 100km/h, when its time to shift into manumatic mode. It automatically shifts into 4th gear rather than 6th or so forth, which is supposedly to be the most efficient overdrive gear. What Toyota always done is back to 4th, then ask the driver to manually upshift or downshift by themselves to the right gear. A proper execution of a maumatic should let driver in complete control in maumatic mode, not relying on 4th, whenever it moves

Unlike SE with firmer damping, LE drives like what we expect from a Camry. A softly sprung family sedan which focus on comfort. In this regard, Camry never disappointed. Its soft without feeling like a wet noodle. The steering remains numb and darty, without much feel and feedback. But its the Lexus-like supreme ride quality is what makes Camry so appealing. Yes, there are plenty of body rolls and understeer. But for an appliance, Camry LE has got the job done. Its also has done exceptionally well.

Unlike Sonata, Optima and Passat; Camry didn’t really brought up anything new to the table in this ultra-competitive segment. What it really does is to provide a competent family sedan with usual array of safety features with Toyota reliability. LE is the exact trim level of what 99% of Camry target audience is looking for.

Likes:
Smooth drivetrain
Improved interior quality
Superior ride quality
Feature content

Dislikes:
Fuel economy (hybrid)
Soft handling
Instrusive trunk hinges
Redundant manumatic mode (4-cylinder)

Competitions:
Chevrolet Malibu
Honda Accord
Hyundai Sonata
Nissan Altima
Kia Optima
VW Passat

Follow-up test: 2011 BMW X5 XDrive 35i & 50i

Vehicle(s): 2011 BMW X5 XDrive 35i with Premium Pkg and Rear View Camera with top view
2011 BMW X5 XDrive 50i with 3rd row seats
Price as tested: CDN$66140 (35i) CDN$76400 (50i)

Without a doubt. The BMW X5 has always been judged as one of segment’s benchmarks when it comes to performance and handling. For 2011, BMW has managed to improve its base powertrain while upped-the-ante with its flagship V8 engine. Thanks to the forced induction technology, namely turbochargers. The base 3.0 turbo engine has replaced the normally aspirated engine. With 300hp and 300 lb/ft of torque, its more than capable to move X5′s heavyweight with authority. The 8-speed manumatic gearbox provides decent gear ratios for both engines. As for the turbocharged V8, it has 400hp and 450 lb/ft of torque. Both of these engines provide all the usual refinement and silky smoothness well-known by Bavarian carmakers. However, BMW still haven’t addressed the biggest issue with X5′s tip-in throttle response through the revised 2nd generation. As with the original and pre-facelifted 2nd iteration X5, the throttle tip-in is just too damn sensitive. While its more than accepable in a performance-oriented M3 with indivudal throttle body, its completely unforgivable given X5′s station-in-life as a grocery getter crossover. Pity.

The rest of the dynamic package continues to be one of the trendsetters in the segment. The steering provides decent feel and feedback, while precise enough to dubbed it a BMW. X-Drive has worked exceptionally well with DSC and DTC. All those DSC and DTC would work to eliminate wheelspin when one wheel got over or understeer, before the AWD steps in to save the nasty. So its really hard to get X5 into ugly heads until driver goes reckless. The suspension is comfortably compliant with the sort of Teutonic suppleness once known in all German products.

Except for the very cramped 3rd row seats and far from being initutitve shifter, the interior is very well layout. The use of high-quality plastic and leather materials are up to the standards in its class. The i-Drive maladies have become a much more initutive affair than any of the previous versions. When mated with the Panoramic sunroof, X5′s interior would become a very airy place to spent time in.

Its hard to replace a vehicle which no longer consider as a segment benchmark, the same story goes for the X5. As there are similarly priced competitions which combined a superior driving experience with styling and value to boot (Q7, Cayenne, Touareg). While there are those which are slightly less expensive are able to offer more features with much better reliability (MDX, FX and Grand Cherokee notwithstanding). At least X5 offers decent styling proportions, which the rest of the BMW range don’t.

Likes:
Heightened performance of the much-needed base engine
Surprisingly docile handling
Brakes
Interior features and amenities
Styling (unbelievable consider its a BMW!!!)
Low lease rates

Dislikes:
Far from initutive shifter
Cramped optional 3rd row seats
Rear glass doesn’t open independently
Reliability concern of turbocharged I-6′s high pressure fuel pump
Mouthful naming system
Unnecessarily heavy steering for a CUV

Competitions:
Audi Q7
Mercedes GL-Class
Porsche Cayenne
VW Touareg
Lexus GX470

Follow-up test: 2011 Lexus IS250C

Vehicle: 2011 Lexus IS250C Automatic with Navigation Pkg
Price as tested: CDN$54500

After the failed attempt to challenge the likes of Mercedes and Jaguar convertibles with the SC430, Lexus launched a more affordable entrant into the retractable hardtop convertible with the IS last year. In just 2 short years, Lexus relaunched a facelifted version of the ISC (along with IS sedans).

With nearly 4000 lbs, IS250C is basically a dog even with 204 horses on tap. 185 lb/ft of torque has moved the ISC off-the-line leisuely. When we first drove the IS350C last year, we were underwhelming with its performance even if it has 300 ponies. The 6-speed manumatic gearbox delivered Lexus-like silky smoothness with paddle shifters, which is a godsent given IS250C’s adequate delivery of smooth engine power.

Dynamically speaking, IS250C continues to be underwhelming. No matter its rear-wheel-drive configuration and nearly 50/50 perfect weight distribution. The driving experience is sterile and detached. The biggest forte is the sublime ride quality which ride every inch a Lexus. Its an area where the flopped SC430 failed to achieve with its thick side wall tires. The steering always feels numb and vague. There are plenty of body rolls when pushed. If you are looking for a fun convertible to enjoy the black top twisties, there are much better alternatives out there.

In terms of standard features, IS250C have got what one expects from a Lexus. There are nice use of plastic and wood trim pieces on the dashboard. The leather seats are soft and supple. However, ISC continues to tight and confined theme of its sedan silibing both front and back.

The ISC is perfect for those who are looking for a comfortable blvd cruiser, with plenty of standard features and the all-weather rectractable hardtop. But it lacks the most important ingredient which made driving a convertible so much fun on a hot sunny day. That’s the capability of putting driver at a smiling face when pushed it into the limit. While I am always recommend buying a convertible with most usable power due to their cruising ability. Unfortunately, IS250C fails to achieve the harmony of having fun with right amount of power. On the other end of the scale, Infiniti has achieved that balance with G37 (with both putting premium on comical luggage space).

Likes:
Sublime ride comfort
Silky smooth powertrain
Interior feature content

Dislikes:
Merely adequate power
Detached driving experience
Comical luggage space

Competitions:
Audi A5
BMW 328i
Mercedes E350
Infiniti G37

Follow-up test: 2011 Ford Fiesta sedan

Vehicle: 2011 Ford Fiesta SEL sedan
Price as tested: CDN$18412

Thanks to American and Chinese’s love affair for a *proper* sedan with a trunk, or what British called a “saloon with a boot”. The Fiesta sedan is the result of those unthinkable love affair. In Europe, however, everyone choose a hatchback or wagon over an equivalent sedan for extra versatility and sleeker looks.

While the sedan silibings received the same impressive dynamic package as its cool hatchback, it certainly lacks the character. Not only does the trunk on top of the hatch looks awkward, although its not as stylistically challenged as original Echo and Focus sedan. It certainly looks far better than Chinese-only Mazda2 sedan, which hopefully not, coming to Stateside. As with all the subcompact sedan, don’t expect to have any expensive uninstrusive trunk hinges packaged nicely at the side of the trunk. Those instrusive hinges will crashed into any groceries underneath the trunk.

Given the price difference, its hard to imagine anyone would sacifice the extra practicality of a sleeker hatchback for the awkward looks of its sedan silibing. While Ford has claimed the sedan would be the bigger seller of the Fiesta, both Toyota and Nissan are able to prove their calculations are wrong. As Toyota sold more Yaris hatchback than sedan, so does Versa hatchback than sedan.

Likes:
Excellent ride and handling
Interior ergonomics
Price attractively
Overall execution

Dislikes:
Awkward proportion
It needs an extra gear for less buzzy highway ride
Price difference between sedan and hatchback is negligence

Competitions:
Toyota Yaris
Chevrolet Sonic
Honda Fit
Mazda2
Nissan Versa

Follow-up test: 2011 Infiniti M37x

Vehicle: Infiniti M37x AWD with Premium Pkg and Deluxe Touring & Technology Pkg
Price as tested: CDN$75561

We were came away impressively with the M56 Sport. However, most of M’s sales would be the V6 version with VQ37HR engine. This 3.7 liter DOHC V6 has always been highly praised at Directshift for its level of engine refinement and flexability, the same goes for M37′s application. Not only does it address previous M35′s lack of power, its also a smooth operator that suits its luxury car character. 330hp and 270 lb/ft of torque certainly help a whole lot in this regard.

With Infiniti’s intelligent AWD which works seamlessly through the process by delivery all-weather traction, when mated with standard suspension and VSC. M37′s handling prowess is as impressive as M56 does, with more superior ride comfort on washboard pavement. For most driver’s perspective, this well-calibrated standard suspension is more comfortable but doesn’t sacifice any of its handling prowess. The steering is equally precise, same goes for the exceptional control of its body motions and uninstrusiveness of VSC.

Inside, M37 received the same kind of classy materials as its M56 silibing does. Everything else from stereo control to dual-zone climate control are very initutive. The leather seats provide exceptional support for both driver and passenger.

If you don’t need the extra grunt of a V8, M37 is more than capable for most driver’s needs in a mid-size luxury sedan. It provides the equal amount of driving pleasure and luxury without breaking your bank account. In short, a very impressive package.

Likes:
Sweet VQ37HR
Handling and ride compromise
Interior materials and fit-and-finish
Amount of standard features standard

Dislikes:
Annoying “Eco” mode with non-linear throttle response
Trunk liftover and cut-off
Lack of a proper fold-down rear seats
Instrusive stability control

Competitions:
Audi A6 Quattro
BMW 535i X-Drive
Mercedes E350 4-Matic

Follow-up test: 2011 Saab 9-3

Vehicle: 2011 Saab 9-3 2.0T Sport Sedan XWD
Price as tested: CDN$38500

Other than the all-new 9-5, Saab’s return to the marketplace has included the 9-3 series. While the 9-3 has been aged compare to all of its rivals, it still has enough merits to compete with competitions in the lower end of the spectum.

Our 9-3 comes with Haldex XWD, or what Saab dubbed Cross-Wheel-Drive, which is a really neat Haldex system that is able to transfer power from side-to-side and left-to-right. Something that even VW’s Haldex system isn’t able to do yet. This is a sophiscated AWD system that justify the pennies over equivalent FWD counterparts on the 9-3. Dynamically speaking, 9-3 is competent given the age of the platform. The steering provides decent feel and feedback, even though its a bit too light for our taste. The XWD + ESP has controlled understeer extremely well, the same goes for body motions.

The engine is the same tried-and-true 2.0 liter 4-cylinder with 210hp and 221 lb/ft of torque. Even with the additional weight of AWD, its still able to move the 9-3 with ease. However, Saab’s rubbery manual gearbox with a rather ungainly clutch have messed up with the entire package.

Interior wise, 9-3 has suffered from corner cutting right from the last facelift. Its not until the new owner, Spyker, has got their acts together to fix that annoying trait for incoming new generation. Except for the trademark Swedish leather seats, the rest of the interior just feels tired and cheaply-made.

Before the next generation 9-3 arrives within 3 years, the current car has to remain solider on with lots of factory rebate to keep the stock moving. That’s the sad fact that even the Spyker has to face. Saab will be able to see the lights at the end of the tunnel, if the incoming 9-3 is able to do to Saab on what A4 did to Audi just a decade ago. A wonderful car that singlehandly turnarounded a proud carmaker which famous for their innovations and uniqueness.

Likes:
Torquery 4-cylinder turbocharged engine
Forgiving dynamics
Sophiscated AWD

Dislikes:
Interior materials
Price (before all the factory rebates)
Bland styling (for a Saab)

Follow-up test: 2011 Subaru Impreza 2.5i Sport

Vehicle: 2011 Subaru Impreza 2.5i Sport 5-doors automatic
Price as tested: CDN$26695

When you asked anyone to name an affordable AWD with proven reliability, decent build quality and versatility to boot. Subaru would be the name to mention. Impreza is the car that should take the title. As you can get a base sedan over above 20 grand to a loaded hatchback with Limited Package for less than 30 grand.

Subaru decided to ditch its hallmark wagon in flavor of hatchback in the current iteration of Impreza. Although it might have lost some of Subaru’s quirky character during transformation, it haven’t lost anything in terms of overall execution.

Our tester comes with the optional sports package which consist of larger wheels, front foglights, bluetooth, moonroof and halogen headlights. This package is the most attractive of the Impreza range, as it slots above convenience package and below the leather-lined Limited.

Subaru’s proven 2.5 liter SOHC flat-4 with 170hp and 170 lb/ft of torque provide more than capable performance even with the additional weight of symmertrical AWD. However, it needs a gearbox with more gears. As 4-speed automatic has limited the wider use of gear ratios to better use of this powertrain. It would also make the engines less buzzy on the highway. With either a 5 or 6-speed automatic, better yet, with a paddle shifters. It would make Impreza a more attractive buy.

Handling wise, its competent and reassuring. Thanks to the platform with share with the rocket WRX and STi, its solid and rigid while providing a great foundation as a family car. As with Subaru, its confidence enough to provide driving pleasure through nicely weighted steering and well-calibrated suspension geometry.

Given the physical dimension, there are plenty of cargo space with or without the rear seats completely fold flat. The interior feels spacious and well layout.

The latest Impreza is the right step to bring Subaru into a more mainstream market. Its not as quirky as Subaru of the past without losing any of its unique character. The addition of an excellent AWD plus a well suited chassis should be it into anyone’s shopping list.

Likes:
World-class AWD
Handling and ride compromise
Overall chassis balance and composure

Dislikes:
Price on a loaded Limited
Subpar interior materials
Sedan’s generic looks

Follow-up test: 2011 BMW 550i XDrive

Vehicle: 2011 BMW 550i XDrive sedan with M Sport Pkg, Technology Pkg and Dynamic Handling Pkg
Price as tested: CDN$85300

What a difference a decade make. Just a short decade ago, E34 and E39 were our favourite cars in their respective mid-size luxury sedan segment. BMW 5-Series was the sports sedan trendsetter which set a very high standard. E39 was so good, which consistently won our car of the year awards for different segments, while M5 has won our overall car of the year when it was introduced.

Here comes the F10 5-Series, which uses a shortened 7-Series platform. The addition of X-Drive has added benefit for those who are looking for added security in Canadian winter, which they insist they have to get a mid-size luxury sedan with a double kidney grille on the front to impress their neighbor. However, with X-Drive on top of any BMWs. The so-called M Sport Pkg should be renamed “M Sport appearance package”. Other than the bodykit and nicer sports seats, the suspension doesn’t get any desired upgrade. The Dynamic Handing Package has improved the driving feel with the touch of the “sport” button on Dynamic Damper Control. It won’t take away the fact that latest 5-Series has a very numb and darty feedback through the electric power steering. It feels more like playing a video game than driving a proper car. The run-flat tires don’t help its ride quality neither. There are plenty of body rolls and understeer is pronounced. Given the amount of understeer through the underwhelming X-Drive, perhaps the electronic stability control should intervene more for god’s sake.

The improved version of the I-Drive is more user-friendly, with those buttons. But not exactly initutive, with the complicated interface. This is the first new 5-Series which we haven’t felt any dash rattles as we have experienced in 535i and 550i GT.

The 5.0 liter V8 twin-turbo is a gem of an engine with 400 ponies and 450 lb/ft of torque. Its 8-speed Steptronic has done a very good job on mating with this V8 powertrain when it comes to gear ratio and smoothness. The paddle shifters on the steering wheel help the course when its time to up and downshift this exceptional motor. Having said that, the level of refinement and smoothness are up to the high standard set by BMW.

The addition of an X-Drive has made F10 more of an underachiever on top of the already underwhelmer with the latest 5-Series. Numb steering feel, huge body rolls and poor ride quality wrap up the dynamic package. While the interior materials remain pretty good and rear legroom certainly improved, it proves BMW has ridden their reputation on their nameplate rather than on engineering integrity anymore. What a pity. :(

Long lives the legendary E28, E34 and E39 5-Series.

Likes:
Twin-turbo V8 performance
Improved rear legroom
More conservative styling

Dislikes:
Poor steering feel
Ride quality from RFT
Uninitutive I-Drive
Bland styling
Fuel economy

Follow-up test: 2010 Ford Transit Connect

Vehicle: 2010 Ford Transit Connect Wagon XLT
Price as tested: CDN$28299

When we first drove the Transit Connect, we were very impressed with its interior space. Its certainly understandable why there are many couriers and cab companies already purchased Transit Connnect as the vehicle of choice. Our Transit is a fully loaded 5-seater wagon version, given its compact size, all the passengers have ample leg and headroom.

As for luggage space, once you open up the wide opening doors. There are plenty of cargo space abound. Its also exceptionally well layout with overhead shelf for smaller items.

The use of plastic materials and fit-and-finish are very good for a commercial vehicle. There are durable but classy looking plastic surface for ease of maintenance. On the other hand, you would also find soft-touch materials on some places in order to justify its price tag.

The driving experience is totally European. Although it uses the simple commercial vehicle suspension specifications, its able to handle corners with ease. Thanks to Transit Connect’s European Ford origin, the chassis is world-class. So does the superbly tuned suspension with the right amount of damping. That means its a commercial vehicle that has a sense of sportiness in its feel. The steering feels sharp and direct. When pushed the Transit into a corner, it reacts confidently and responsively to driver’s input.

While 136hp and 128 lb/ft of torque from a 2.0 liter 4-cylinder engine is more than adequate, its the 4-speed automatic that needs the extra gears to better use of its powerband. Perhaps the European origin of the Transit Connect, which dictates the choice of Ford’s excellent diesel engine with manual gearbox has forced Ford to choose this powertrain combination for our shore.

It usually takes trillion horses in order to earn a place in Tom’s favourite list. The Ford Transit Connect now joins the ranks of Nissan Z + GT-R, VW Golf GTI, Audi R8 + RS series, a couple of Porsches, Subaru Impreza WRX STi, Mazda MX-5 Miata and Honda S2000. The Transit is an unique vehicle that has the merits, for both commercial and family purposes. It also serve them with plenty of character. In this day and age, when car design blendness (as with Toyota) and ugliness (as with BMW) are “keywords” of the industry. Its a rarity to see a niche vehicle with such an adorable personality.

Likes:
European trait of sublime handling and ride compromise
Versatility/practicality
Unique character

Dislikes:
Power window location
4-speed automatic
Lack of diesel availability

Follow-up test: 2011 Porsche Panamera V6

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

Follow-up test: 2010 VW Scirocco 2.0TSI

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

Follow-up test: 2010 Audi A3 2.0TDI

Vehicle: 2010 Audi A3 2.0TDI Premium with S-Line Pkg and Bi-Xenon headlights
Price as tested: CDN$42450

There are cars that are sporty to drive, there are cars that are practical and there are cars that are efficiency. The answer to all of those questions is probably the subject to this test. Audi’s latest A3, the TDI version.

Just like our long-term VW Jetta wagon, A3 uses the same 140hp 2.0TDI. This engine provides V6-like torque with 4-cylinder efficiency, 236 lb/ft of torque to be exact. Both the seat-of-the-pants feel and real numbers have proved the fact that it is the best of both worlds. You can have both performance without sacificing anything when it comes to fuel economy. Its level of refinement and NVH are so remarkable, one would be hard to tell it is a diesel engine until you hear its clutter. 6-speed S-Tronic dual clutch gearbox is the only transmission choice with A3 TDI. The proper gearing of this gearbox has mated it perfectly with the diesel engine.

When it comes to driving dynamics, A3 TDI aces it. Along with S-Line suspension, its springs have been recaliberated with sportier driving experience. The steering is sharp and precise with the right weight. It handles no difference than any A3s we have driven. The body motions are well-controlled and understeer is minimal.

Inside, its everything else you expect from an Audi. All the top-notch materials with excellent dash layout. If the only drawback is there is no place to put the privacy cover whenever the rear seats completely fold down. Otherwise, a package that is very hard to resist consider it got Audi cachet, German quality and excellent dynamics. The only problem is whether you should choose an A3, with sportier driving experience or Golf wagon, with more cargo space.

Likes:
Exterior and interior styling
Delicate driving dynamics
Superb 2.0TDI + S-Tronic DSG gearbox
Fuel efficiency

Dislikes:
Price/value becomes an issue when loaded up the A3
Golf wagon provides more cargo space than A3
Where to put the privacy cover when seats fold flat?

Follow-up test: 2010 Lexus HS250h

Vehicle: 2010 Lexus HS250h with Ultra Premium Pkg
Price as tested: CDN$48750

Sometimes you really can’t polish a turd no matter which badge you put on the front. That’s exactly the story when Lexus tried to market their HS250h. It all begins with a decent enough European Avensis chassis, then give it an econobox styling (it looks like a Corolla from all angles), a rather cramped and plasticky interior. To add insult to the injury, it have basically the same powertrain as a Camry hybrid.

So what if you can get the same 187hp 2.4 liter 4-cylinder engine mated with Atkinson cycle electric motors, with a more spacious interior and equal amount of luxurious features. In terms of looks, Camry looks more upscale than a Corolla. Camry is more upmarket than Corolla. Camry isn’t exactly handle like a Porsche but HS250h’s dynamic doesn’t have anything to write home neither. No one wants to buy a 40 grand Lexus that looks like a freaking Corolla. Only thing missing is the more prestigous Lexus emblem on the front.

The HS250h is all about compromise. Compromise when it comes to styling, quality to value. If you really want a luxury badge that provides great fuel economy, go with A3 TDI. If you are going to buy a hybrid for the sake of buying a hybrid as a status symbol, there is a Prius sold in a Toyota showroom near you.

Likes:
Proven Hybrid Synergy Drive from Toyota
Seamless operation in the hybrid system

Dislikes:
Poor value quotient
Interior space and quality
Cramped trunk
Why not buy a Camry hybrid instead?

Folllow-up test: 2010 Hyundai Elantra sedan

Vehicle: 2010 Hyundal Elantra GL Sport Automatic
Price as tested: CDN$22699

With all the attention surrouning Genesis, Genesis Coupe and Elantra Touring these days. Most would probably forgot about Hyundai’s bread-and-butter car, Elantra sedan. Although the Elantra sedan doesn’t share platform with the Touring, both are excellent grocery getters in their own ways.

Elantra’s 2.0 liter 138hp provides surprisingly good response and fuel economy. The overall refinement of Hyundai’s 4-cylinder has been world-class, it is as good as anything else from Japanese counterparts. The 4-speed automatic with proper gear ratio has worked exceptionally well with this engine. 136 lb/ft of torque has given it enough grunt to make the Elantra off-the-line while variable valve timing ensures it has a good mid-range acceleration.

If there is one major dynamic drawback, it has to do with Elantra’s featherweight steering. While the Elantra Touring has completely different steering set-up, which makes for far better steering feel and feedback on low speeds. Elantra sedan has numb steering feedback at low speed although it firms up nicely as speed raises. In terms of suspension setting, Elantra has set it more toward ride comfort although handling is sure-footness and confidence. Given its comfort-oriented setting, Elantra’s dynamic abilities have done exceptionally well.

In terms of active safety feature, its ridiculous for Hyundai not to offer Elantra with ABS standard below GL Sport, while ESC isn’t available for trim levels below GLS. The lack of availabiilty of ABS and ESC on base models have made Elantra not as good value-for-money as what we expect from Hyundai.

What is most impressive is Elantra’s interior finishings. As there are plenty of soft-touch plastic materials in the cabin. All the switchgears have high-quality, tactical feel; which have better plastic moldings than some of its Japanese counterparts. The velour seats provide superb comfort, for both front and rear passengers.

If you are looking for a comfortable small car with a trunk, Elantra sedan is definitely a contender in this fiercely competitive class. However, we at Directshift has always been huge fans of hatchback and station wagon. So we would put our money toward Elantra Touring given the choice.

Likes:
Build quality
Handling and ride
Refinement

Dislikes:
Featherweight and numb steering at low speed
ABS isn’t available for trim levels below GL with Sport Package
ESC isn’t available for trim levels below GLS

Follow-up test: 2010 Mazdaspeed 3

Vehicle: 2010 Mazdaspeed3
Price as tested: CDN$32995

When Mazda3 first introduced in 2004, we have made a bold claim that it is the benchmark in the compact segment. As for Mazdaspeed3, its just made a wonderful car even better. When Mazda introduced the all-new Mazda3 in 2010, they also introduced the speedy version.

Unlike the normally aspirated Mazda3 Sport, which upgraded from a 2.3 to 2.5 liters. The latest Mazdaspeed3 remains the turbocharged 2.3 liter with MZR variable valve timing. It has a healthy 263 horses and 280 lb/ft of torque through the use of a smooth 6-speed manual gearbox. The gearbox has short throw and a progressive clutch. The biggest improvement to this 2.3 turbo 4-cylinder is the powerband opens up much wider and sharper as rpm builds up. Unlike the outgoing Mazdaspeed3 and Mazdaspeed 6 we drove, which had a rather limited powerband above 5000rpm. The extra horses really make Mazdaspeed3 does, without turbo lag. It also makes it a huge advantage over Golf GTI, which currently only have 200hp, power wise.

Even if new Mazdaspeed3 has limited slip differetial and recalibrated suspension, putting 263hp through the front wheels might not be a smart idea. While Mazdaspeed engineers have done a marvelous job of torque steer through the front wheels, we still manage to get some through 1st and 2nd gears. There is slight of understeer when pushed. Despite of all those horses putting through the front wheels, Mazdaspeed engineered managed to produce a pretty balanced package. Steering remains sharp and precise and body rolls are minimal. Given the fact that VW already given Haldex AWD to the European-only Golf R20T with 265hp. Mazdaspeed should seriously consider dropping Volvo’s Haldex system into Mazdaspeed3 to eliminate the torque steer. Ride quality remains comfortably compliant without feeling harsh or ungainly.

Interior wise, the single biggest difference between Mazda3 Sport and Mazdaspeed3 is the superb cloth sports seats. These seats hug driver and passenger in all the right places, with the right support on the shoulder and thigh. Rest of the interior continues Mazda3′s class-leading materials and fit-and-finish.

Mazdaspeed3 continues to be one of the benchmarks in the sport compact segment. That’s simply due to its sublime combination of performance, dynamic qualities and value. Getting 263 horses of turbo boost only less than 32 grand is really irresistible, if you asked me.

Likes:
Exterior and interior styling
Performance
Handling and ride balance
Lots of value for money

Dislikes:
Torque steer

Follow-up test: 2010 Volvo S80 T6

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

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

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

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

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

Likes:
Comfortable interior
Ride comfort
Torquery T6 powertrain

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

Follow-up test: 2010 VW Jetta Wolfsberg

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

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

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

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

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

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

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

Likes:
Performance
Handling and ride
Price/value

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

Follow-up test: 2010 Ford Taurus

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

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

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

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

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

Likes:
Handling and ride
Interior
Price/value

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

Follow-up test: 2010 Lexus RX450h

Vehicle: 2010 Lexus RX450h with Ultra Premium Package
Price as tested: CDN$71400

The RX450h runs on the same 3.5 liter DOHC V6 engine as its lesser RX350 silibing. However, its the Atkinson-cycle electric power that is the highlight of this hybrid. What this Atkinson-cycle engine has 3 high-torque electric motor and 1 small battery to generate power. It delivers a silky smooth transition between electric and gasoline. When the batteries and gasoline mated together, this powersource has 295 horsepower at driver’s disposal. Unfortunately, it doesn’t deliver the fuel economy as we expected. We only manage to got 11 liters per 100km as an average, which is far from what Lexus have us to believe. The CVT with sequential shift works decently with the hybrid drivetrain, which is a godsent. Unlike some of its rivals, this CVT doesn’t generate annoying noise during acceleration. That’s really live up to Lexus’s quiet reputation.

The rest of the car is typical Lexus RX. The interior is nicely finished with leather seats and wood trim. We still found the gearlever an eyesore which placed on top of the dashboard. With our tester’s Ultra Premium Package, it got an amazingly sound Mark Levinson stereo.

Handling wise, it feels fairly confidence inspiring given RX’s usual softness. There remain plenty of body rolls and understeer is pronounced, despite of the instrusive dynamic stability control. Steering feels soft and numb, fortunately, its rather responsive during turn-in. Its regenerative braking doesn’t have the grabby feel once associates with hybrid. It got sure-footness feedback. The pedal actually have some lives in it.

Consider RX450h’s price is almost 10 grand more than the equivalent-equipped RX350. One has to wonder whether it really worths the premium given the fuel economy goes.

Likes:
Seamless transition between electric and gasoline motors
Amazing ride quality
Quiet and smooth

Dislikes:
Disapppointing fuel economy
Price/value
Won’t generate any driving excitement, as its RX silibing does

Follow-up test: 2010 Toyota Yaris hatchback

Vehicle: 2010 Toyota Yaris 5-doors LE hatchback automatic with Enhanced Convenience Package
Price as tested:CDN$18485

When the original hatchback unveiled back in 2004, it was considered as a benchmark in the subcompact class. Fast forward 6 years later, Yaris is no longer considered as a class standard in this fiercely-competitive segment.

While the little 1.5 liter 4-cylinder engine is bumping out 106 horses and 103 lb/ft of torque, with the usual refinement and revving quality one expects from Toyota. The optional 4-speed automatic is crying out for an extra gear. No matter how tall Toyota engineers have set the 4th gear as overdrive, it still won’t beaten out a 5th gear on the highway. That’s also benefitting fuel economy as a whole. On the other hand, 5-speed manual has long throw while the shifter feels notchy. Despite that, row through your own gears is a better alternative than slushmatic in Yaris’s case.

Handling wise, its fairly confidence-inspiring when pushed through the corners. The electric power steering provides surprising road feel considered its a Toyota. Ride comfort is also on par with the class standard.

While the center instrumentation looked quite trendy during the Echo days, it feels rather annoying these days. One really have to get used to look at the center instead of what in front of the dashboard for information. The dashboard plastic and velour material aren’t up to Toyota’s usual standard. As there are tons of hard plastic while velour feels flimsy, even on our loaded LE version.

But its the average of 6.8 liters per 100km that got most of Yaris sold these days. Plus the Toyota cachet and hatchback practicality. If Toyota wants to take the crown from Honda, they have to work on the interior materials, layout, transmission choice and even cargo configuration.

Likes:
Fuel economy
Nice ride quality
Exterior styling

Dislikes:
Interior styling, materials and dash layout
4-speed automatic gearbox
Rear seat no fold flat into the floor