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Short test

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

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

Short test: 2012 Acura TSX

Vehicle: 2012 Acura TSX Premium
Price as tested: CDN$36885

Just how much do we love the original TSX? We voted the original TSX as the “sports sedan of the year below $35k” in 2004 while its larger silibing TL took the above $35k honor in the same year.

2012 has signalled as the final year for this European Accord. The 2013 ILX will be replacing the much-loved TSX as an entry-level luxury sports sedan in Acura’s new product portfolio.

TSX has always been judged as one of the most composed and balanced sports sedan we have ever driven. While the American Accord is designed for wide sketches of Interstates, European Accord is engineered for having fun on black-top twisites. The same kind of roads which made German sports sedans great. With the TSX, it beckons for more while you are having fun at twisities or or a local race track. Its track breed nature is what driven TSX as a great driver’s car. The superbly weighted steering which provide wonderful feel and feedback. Body motions are well-controlled with understeer is almost non-existence. You won’t find any better suspension calibrations anywhere else other than an European-breed TSX.

With 201 ponies powered underneath the hood, Acura’s refined 2.4 liter provides world-class refinement and flexability. What makes Honda 4-cylinder such a beauty, is its uncanny abilities of producing high-revving motor which are both reliable and dependable in the long haul. Try that in a BMW? You probably have to go back to your “prestigous” BMW service department million times during warranty. 172 lb/ft definitely not much by class standard. However, it manages to produce enough flexability and trackability on daily driving. If this 4-cylinder is not enough for you. Acura offers a TSX V6 which provide 280hp and 252 lb/ft of torque. However, the paybacks are more front-heaviness and slightly softer handling compares to hard-edged 4-cylinder counterparts. The 5-speed manumatic offers nice gear ratios, although having one more gear woud do wonders to both of these powertrain’s sweetness through the rev range.

The materials used inside TSX have been very nice. It got what you expect from an Acura. If there is one dislike, however, is there are too many buttons around the center stark right onto the multi-function steering wheel.

What a great farewell to one of our all-time favourite sports sedans. Along with great execution, top-notch reliability and world-class reputation; TSX has served Acura exceptionally well over the years. ILX will have a toughjob ahead on filling the void left by TSX, a job which certainly not an easy task, by any standards.

Likes:
Sweet powertrain
Sharp handling
Sublime ride quality
Refinement

Dislikes:
Beak grille
Too many buttons on the center stark
5-speed manumatic

Competitions:
Audi A4
BMW 3-Series
Mercedes C-Class
Lexus IS250
Infiniti G25

Short test: 2012 Mini Cooper Countryman

Vehicle: 2012 Mini Cooper Countryman with Lounge leather, automatic gearbox, comfort pkg, light pkg, sound pkg, convenience pkg, comfort pkg and style pkg
Price as tested: CDN$37320

The Countryman serves as an upgrade for those Mini loyalists, who want to keep driving the brand while buying the next crossover. While the Cooper S might look like a bit of a sketch, when you consider a loaded up version costing as much as $50k. A loaded Cooper could cost up to $37k like our tester does. The Countryman, just like the rest of the Mini range, isn’t about anything bang-for-the-buck. Its all about brand image.

As with every Mini, Cooper is standard with a 1.6 liter DOHC 16-valve 4-cylinder with 121hp and 114 lb/ft of torque. The engine of choice has to be the turbocharged Cooper S, if you are willing to shell out the extra dough on monthly lease payment. This 121hp engine feels only adequate with Countryman’s 1340kg of curb weight, which is porky, even for a compact crossover. 114 lb/ft of torque arrives at 4250rpm doesn’t help much. However, its the optional 6-speed Steptronic with paddle shifters really help the engine a whole lot especially with low 1st and 2nd gear ratios. Another benefit is the paddle shifters who allow driver to find the right sweetspot in the engine rev range, when their pocketbook can’t find their sweetspot to pay for a 181hp Cooper S.

Inside, Countryman initially started with 4-seater but will come with a 5-seater later on its lifespin. The rest of the interior is typical Mini, which means lots of rounded circles and quirky ergonomics. The turn signal blinking continues with BMW/Mini’s annoying lack of detent between pushing for full turn signal or just lane changing flashes.

In terms of handling, Countryman’s All-4 system continues to mated well with its Dynamic Stability Control. While you won’t mistaken a Countryman as a classic Cooper in corners. It remains stable and flat when pushed through corners. There are minimal body rolls while understeer is terminal. Steering provides nice feel and feedback even with the unnecessarily heavy low speed effort. It also rides better than all the Minis we have ever tested.

If you are purely looking for a crossover with Mini cachet instead of other mainstreamers, Countryman serves as a decent choice in a sea of RAV4 and CR-V. However, once you start adding options. Sensibilities suddently become a distant second to emotions, as with most Mini purchase.

Likes:
Sophiscated AWD system
Steptronic gearbox
Confidence handling
Ride quality

Dislikes:
Underpowered
Price when loaded
Interior layout and quality
Controversial styling

Competitions:
BMW X1
Nissan Juke
Honda CR-V
Subaru Forester
Toyota RAV4

Short test: 2012 Mercedes C250 sedan

Vehicle: 2012 Mercedes C250 sedan with Sport Pkg and Premium Pkg
Price as tested: CDN$40100

This is a C250 with a twist. That’s primarily because it comes standard with a directly fuel injected with turbocharged engine, which we have anticipating for such a long time. While it has the same 201 ponies as its sluggish silbing, C250 with 2.5 liter V6. It has 228 lb/ft of torque versus 181 lb/ft of torque. Torque alone is a huge improvement. Another improvement is more refined and no longer feels like a dog. When mated with Mercedes’s renowed 7-speed manumatic gearbox, it makes for a sporty and willing combination, in which entry-level C-Class has never been heard before.

When it comes to dynamics, W204 never disappointed. We always been smitten with C-Class’s well-honed combination of sporty handling and sublime ride quality. The slightly revised suspension geometry has taken it into new height. While the steering still has Mercedes’s typical numb off-center feedback, its responsive and precise enough as a sports sedan. On the other hand, its suspension is compliant enough to take out all of the road’s roughness in Mercedes style.

Inside, its where the most significant change to the C-Class. The use of materials are much improved, with more soft-touch plastic and nicely put together leatherette seats. The instrumentation gauges are both analog and sporty, without losing the form-follows-function one associates with a Mercedes.

If there is one major pet peeve, its the new powerhouse doesn’t come standard with 4-Matic AWD. In the Great White North, 4-Matic is a make or break deal. For those who have to deal with a 4-Matic, perhaps you should wait a bit longer.

Likes:
Styling
Heightened performance
Nice bland of handling and ride
Interior quality

Dislikes:
No 4-Matic available
Numb off-center steering feel

Competitions:
Acura TSX
Audi A4
BMW 3-Series
Volvo S60
Lexus IS250

Short test: 2012 Hyundai Elantra

Vehicle: 2012 Hyundai Elantra Limited
Price as tested: CDN$22699

There aren’t many small cars in spotlights as much as the 5th generation Elantra. While the previous Elantra were all very worthy compact family sedans, the new version has taken it to the new height. Thanks to Hyundai’s new fluidty sculpture design language, which transform all of Korean giant’s product range from bland to sleek. The succeed of #5 has begun right here.

Along with stunning looks, new Elantra does come with sophication to back up its good looks. Its refined 1.8 liter DOHC 16-valve provides 148hp and 131 lb/ft of torque. While it certainly won’t win any drag races, its good enough for most of the daily driving. The amount of engine refinement and smoothness are on par with anything else from Japanese counterparts. If there is one drawback, its the manumatic mode always stuck in 5th gear. Hyundai has taken this setting with Toyota’s playbook. Since its a manumatic, it should give all control to the driver instead of pre-setting the gear. Otherwise, its 6-speed manumatic is sweet as a nut with proper gear ratios.

Dynamically speaking, Elantra is a very satisfying if a bit of an austere drive. While you won’t find the same handling sharpness as in the Ford Focus and Mazda3, what Hyundai exceeds in ride comfort and balanced handling. While we would love to see a quicker steering ratio, its steering provides sure-footness feel and feedback with enough responsiveness. The ride quality is sublime and should be judged as class leading. There are minimal body rolls and understeer is well-tempted. The state-of-the-art ESC provides excellent active safety whenever driver rears its ugly heads.

Inside the Elantra, its all about quality. The use of materials and workmanship are world-class. You can even get standard features unparallelled with anything in this price ladder. Heated rear seats, auto climate control, Bluetooth capability and redundant steering control are all standard on our Limited version.

Just two decades ago, no one would believe Hyundai have won North American Car of the Year while BMW produces awful cars. How time and things have changed. BMW is producing cars which are nothing to write home about, while Hyundai is getting homerun after homerun. The latest Elantra is the prime example. While there are those who might argue “beauty is skin deep” before they actually driven a Hyundai. With their solid engineering, Hyundai is definitely “beauty is more than skin deep”. Its not only Elantra has a potent powertrain, handles relatively well while comes with lots of generous equipment. The exceptional value quotient and ever improving residual value would have Japanese worries.

If I am looking for a compact family sedan without care for edgy handling, for my money, Elantra is the class leader. :)

Coming up next. The new Elantra Coupe and GT.

Likes:
Stunning looks
Feature galore
Value-for-money
Potent powertrain

Dislikes:
Soft steering feel
Instrusive trunk hinges
Slightly sterlie driving experience

Competitions:
Chevy Cruze
Kia Forte
Mazda3
Ford Focus
Honda Civic
Toyota Corolla
VW Jetta

Short test: 2012 Volvo S60 T5

Vehicle: 2012 Volvo S60 T5 with Driver Support Pkg, Premium Pkg, Premium Sound, Metallic Paint and Navigation
Price as tested: CDN$51605

For those who have found T6 AWD a bit out of their price range, Volvo starts to offer a more affordable T5 in FWD guise. We have always been impressed with Volvo’s latest effort on producing a sports sedan, which is finally worthy as a successor to their 850 Turbo about a decade ago.

With the T5, its 250 Swedish forced induction stallion and 266 lb/ft of torque are more than capable of moving this heavymetal around. The main reason is this 5-cylinder turbocharged engine provides silky smooth delivery of performance right from the get-going to middle of the rev range, while providing decent engine note and NVH to justify its luxury car status. Despite its 30 less horses and 59 less lb/ft than its T6 counterparts. It doesn’t feel like lacking. In fact, this engine has aplenty for most situations. It has plenty of low-end torque for traffic light acceleration while enough middle grunt for highway passing move. The smooth delivery of power without the annoying turbo lag. It really does shown how capable Swedish carmakers are able to engineered with forced induction powertrains. The combination of efficiency and effectiveness of light-pressure turbocharging is extremely impressive in T5 case.

Even without the benefit of AWD, S60 remains a very capable car in FWD form. The suspension calibration is world-class especially with optional 4C chassis system. The steering provides reassurring feel and feedback, while the ride is more relaxing, which is more in-tuned with its Swedish personality than many of those more aggressively tuned German peers. As for its 4C, it remains as calm and comfortable as any full-lined luxury car. Press the “sport” button, it quickly transform S60 from a full-lined luxury car into a sports sedan. The “advanced” is better leave for track purpose, which is rare judging by S60′s family car status. The most comfortable setting has to be in “comfort” which we think its most suitable for its character, while leaving the “sport” when your family isn’t around.

On the one hand, S60 has some of the best seats in the business. On the other hand, it has one of the most annoying trunk layout ever. The rest of the interior is typical Swedish sensibilities, with initutiveness we rarely seen from its German counterparts.

Since S60′s first inception in 2001, it has always been our favourite Volvo. With the introduction of the 2nd generation, Volvo is able to keep the goods while addressing its weakness when it comes to dynamic abilities. Volvo has finally able to rectify its poor compromise in previous S60R’s 4C adjustable damping system. It has worked equally well in our T5 FWD as good as T6 AWD. Hopefully, Volvo’s new management would see the light and give us the new S60R.

Likes:
Swedish turbocharged personality
Comfortable seats
Potent I-5 engine
Handling and ride

Dislikes:
Interior ergonomics
Trunk layout

Competitions:
Acura TSX
Infiniti G25
Lexus IS250
VW Passat

Short test: 2012 Ford Focus SE sedan

Vehicle: 2012 Ford Focus SE sedan with Powershift and SE Winter Pkg
Price as tested: CDN$22063

Exactly how great is the new Focus? It had been finalists for both our Directshift and North American Car of the Year. :) One of the reasons why its so significant, is because we have been getting cheapened revised Focus across the pond, until Ford’s latest “one Ford” strategy takes place with the helm of Alan Mulalley.

Over the years, we had been getting the watered-down version of the Ford Focus. While the rest of the world had been getting the European Focus since 1998, our shore had to deal with the cheapened version of the original car. For 2012, we are getting the real deal. Alan Mulalley’s “one Ford” strategy has been working like charm. Both the Fiesta and Focus are smash hit in the subcompact and compact class. The incoming Kuga-derived Escape and Mondeo-derived Fusion will certainly be a grand slam duck hit in the marketplace.

Ford haven’t changed a single bit of what makes new Focus such a smashing hit around the globe. In fact, all the merits of what makes European Ford so special remains intact across the shore. Talking about European Ford, the first thing that comes to mind is the chassis dynamics. Although our sedan tester feels significantly softer than its hatchback counterparts, it continunes to shine through the black top twisties. The utilization of Torque Vectoring ensuring the inside wheel pushes the outside wheel into a corner, which eliminates unwanted understeer, is a welcome technical bit. A technological engineering tour-de-force which we usually seen in much more expensive AWD sports sedan. Ride quality continues to be impressive. The controlled handling and balanced ride quality are what make European Ford so appealing. Even in the softened Focus sedan, we continue to smitten by its appealing dynamic qualities. Steering feel and feedback are exceptional.

Inside, all the materials used are top-notch while workmanship are first-rate. The cloth seats in our SE tester are well-foamed and very well put together. While some of the controls feel a bit too complex at first glance, it tends to get used to over a short period of time.

We were impressed with Focus combined with manual gearbox. However, the Powershift which is an automated manual isn’t so. Ford engineers need to get the whole software refined. The reason is because it lacks the smoothness and crispness of many of its rival carmaker’s automated manual. Otherwise, its 160hp and 146 lb/ft of torque 2.0 liter motor continues to be a smooth operator.

Uninstrusive trunk hinges and low trunk liftover pretty much wrap up the Focus sedan. It is a world-class compact which is able to put smiles on every driver’s face without breaking the piggy bank. The handling is sweet and delicate, it rides like a much more expensive luxury car. And even in the somewhat basic trim level, Ford provides a reasonable array of standard features for the money.

The European Focus is definitely worthy of the wait. Ford better not tease us with the ST so long. :D

World class….all the way. :D

Likes:
Overall execution
Handling and ride compromise
Engine performance
Build quality

Dislikes:
Overcomplex center stark
Automated manual needs more refinement
Significantly softer handling of the sedan vs hatchback

Competitions:
Chevrolet Cruze
Mazda3
Hyundai Elantra
Kia Forte
Honda Civic
Toyota Corolla
VW Jetta

Short test: 2012 BMW X1 XDrive 28i

Vehicle: 2012 BMW X1 XDrive 28i with BMW Apps Pkg, Sport Pkg, Premium Pkg, Convenience Pkg, Lighting Pkg and Navigation Pkg
Price as tested: CDN$46690

Over the years, we have tried to learn to like the original X3. Just when the second attempt of the X3 is a huge improvement over the completely garbage predecessor. BMW has the uncanny abilities to fill that void, a void of producing a rubbish entry-level crossover appeals to those badge whore, by introducing the X1.

When we first drove an X1 with straight-6, at least it has some kind of refinement resemblence of a BMW. After driven a Canadian-only X1 with N20, with has a good 245hp and 258 lb/ft of torque underneath the infamous twin kidney grille. While its torque curve is flexible enough without losing the middle punch. Its a very noisy and rough racket. Its certainly noisier than the N20 of which we have driven in 528i and Z4 XDrive 28i. We only hope the new 320i and 328i won’t have to suffer from this kind of poor refinement. Given BMW’s history of producing terrible 4-cylinders right from the E36 era. Anyone remembered the dreadful 138hp 1.9 liter 4-cylinder in 318i? The rough, noisy and unrefined nature of this N20 certainly brought back the memory of that poor motor. The 8-speed Steptronic with right gear ratios and paddle shifters are only saving grave to the whole powertrain.

What’s next is the dynamic abilities. With our X1′s optional sports package, it makes the already dreadful ride quality even worse. But doesn’t justify with improved driving dynamics. There are aplentry of body rolls and understeer when pushed, even if X-Drive and DTC have combined to make it more forgiving. Then add the electric power steering which provide poor feel and feedback, with unrelentlessly heavy effort on low speed typical of BMW steering.

Inside, X1 continues its beancounting approach to quality. Cheap plastic abound. The leather seats don’t feel substantial and up to premium car standard. Both rear seat and luggage space are cramped.

Consider our loaded X1 comes in above 45 grand. The poor combination of noisy engine, poor ride quality, so-so handling and cheap interior are completely unacceptable in any price class. That’s except if you are douchebags who are begging for that blue and white propeller emblem on the hood, or with that low lease rates. Otherwise, consider the competitions at the bottom of our review before going into that BMW showroom.

Likes:
Comfortable front seats
Clean instrumentation gauges
Chassis which yields great potential

Dislikes:
Ugly styling
Cheap interior
Noisy engine
Rough ride
Poor steering feel
……………………how about the entire car?

Competitions:
Honda CR-V
Kia Sportage
Hyundai Tucson
Nissan Rouge
Mazda CX-5
Toyota RAV4
VW Tiguan

Short test: 2012 Volvo XC90 3.2 R-Design

Vehicle: 2012 Volvo XC90 3.2 R-Design Plantinum with BLIS and Climate Pkg
Price as tested: CDN$61225

Swedish automakers love to milk their products until its completely gone dry. They tend to have at least two minor revisions until a complete makeover, which usually last more than a decade. In XC90′s case, Volvo has already milked it for one revision. For 2012, Volvo decided to have another revision until the supposedly all-new generation coming soon.

If you are one of those customers, who prefer to have a traditional interface system in the interior. XC90 is definitely the right car for you. It doesn’t have the multimedia interface, which is the current automotive trend to control all the functions inside a vehicle right from programming your keyfob to setting up adjustable dampers. XC90 remains to have traditional stereo and HVAC controls right with all those large knobs, which are very initutive and user-friendly, as per Volvo tradition. Despite of its age, XC90′s interior materials and workmanship have been able to take the time being. That isn’t come as any surprise as Volvo’s 200 and 700/900-Series have aged quite gracefully back in this Swedish carmaker’s glorious days.

The 240hp and 236 lb/ft 3.2 liter straight-6 remain to have quite a string to move XC90′s nearly 2-tonnes of curb weight. Its much better to move XC90 with its now deficit Yamaha-developed V8, while its slightly more powerful than the sluggish 2.5 LPT 5-cylinder. This motor already felt aged, when it comes to refinement and smoothness. Even more so, when it comes to performance and responsiveness. The 6-speed manumatic have gear ratios which seem to be rather overly wide-spaced for fuel economy instead of brisking performance, which this 3.2 motor deserves to get, with shorter lower drive ratios on 1st and 2nd gears. The tall 5th and 6th do help 3.2′s more relaxing highway ride.

XC90′s architecture dated back to the original S80, which was Volvo’s large car platform back in those Ford PAG era. Given its age, this architecture has aged remarkably well. However, it doesn’t have the rock-solid structure as found in newer rivals, both in the same or lower of the price spectum. Ride comfort remains the forte of XC90′s comfort-oriented setting. Both the steering feel and suspension dynamics have shown its age quite literally, when pushed XC90, through the slightest of the twisties.

The 3rd row remains a cramped place. Its also a “either/or” kinda of affair between 3rd row and luggage space.

All of these have come down to the timing of the next redesign. Given the excellence of the new S60 and XC60, next XC90 is going to be a very promising great ride. The big question marks for the helm at Geely is “when”?

Likes:
Comfortable seats
Initutive controls
Comfortable ride
Factory rebates

Dislikes:
Dated chassis
Dated driving feel
Dated design
Dated powertrain

Competitions:
Buick Enclave
Honda Pilot
Mazda CX-9
Lincoln MKX
Toyota Highlander

Short test: 2012 VW Jetta GLI

Vehicle: 2012 VW Jetta GLI
Price as tested: CDN$27475

When the Mk6 Jetta came out last year, many of us have considered it a regressive instead of a progressive move. Cheap interior, rear drum brakes with rear beam suspension. VW has promised us a GLI, which basically is a sporty version of Jetta. The GLI received a 200hp 2.0 liter turbocharged engine with direct fuel injection, multi-link rear suspension and interior materials which are up to standard of what VW used to known for.

The multi-link rear suspension really have paid dividend when it comes to dynamic abilities. GLI feels every bit as a sports sedan as GTI as a hot hatch. The turn-in is sharp and crisp, with minimal understeer and body rolls. What standard Jetta lacks, in terms of driving sophiscation, GLI brings back aplentry. When pushed GLI on track or open road, it provides plenty of driving pleasure as what VW stands for. An affordable German car which provides as much driving fun as many of its more expensive counterparts.

Along with 200hp, 207 lb/ft mated with astounishing 6-speed DSG provides wonderful piece of engineering. This 2.0T has been judged as the world’s best 4-cylinder turbocharged engine right from day one. It worths every pennies, with plenty of low-end torque without any sorts of turbo lag. The turbo spools up quickly and efficiently without any hestiation. As for its DSG, try find any gearbox which up and downshift as quickly and efficiently, at any price range.

While there are still some cheap pieces in minor area. VW finally gives back what it has been known for in years, classy interior materials. The top of the dashboard finally wraps up with soft-touch plastic that is worthy of the VW emblem. The leather sports seats provide plenty of side, back and shoulder support without feeling confining. Unfortunately, instrusive trunk hinges remain at the back of the Jetta.

The GLI, is indeed, a Jetta for we driving enthuisasts instead of 99.9% of car buying population. That’s because it finally received what we demand in the first place. VW is, first and foremost, a progressive company. We were disappointed with their regressive move on “lowest common denominator” Jetta. But we are very delightful on the move with this Jetta GLI.

Likes:
Interior improvement
2.0T/DSG combo
Sports seats
Handling

Dislikes:
Instrusive trunk hinges
Undefended ESP

Competitions:
Acura TSX
BMW 323i
Hyundai Sonata 2.0T
Kia Optima 2.0T

Short test: 2012 Kia Sportage SX Turbo

Vehicle: 2012 Kia Sportage SX Turbo
Price as tested: CDN$36995

Its pretty hard to imagine the 3rd iteration of the Sportage is such a radical depature from the original one. When a world-class engineering team mated with industry-leading design team, the result is simply amazing. This has pretty much summed up of what’s happening at Kia nowaday. Their latest Sportage is the prime example.

In order to give Sportage more performance creditals, its not that the standard 2.4 liter version is a sloush. Kia gives us the 2.0 liter turbocharged 4-cylinder with 260 ponies, and more importantly, 269 lb/ft of torque, on the uplevel SX trim. Along with 260hp and 269 lb/ft of torque, SX has added larger 18″ wheels, multi-adjustable leather seats and the whole nine yards to the already impressive package. The result is a Sportage which is able to launch from north to 100 km/h in 5.2 seconds, which is simply world-class by any sketches of standard. Its even more astounishing consider Sportage is basically a CUV weighting in at 3466 lb.

To put this into perspective, consider Sportage’s competitions.
BMW X1 XDrive 28i with new 4-cylinder 2.0 turbo: 244hp/258 lb/ft of torque. 6.7 seconds costing @ $44390
VW Tiguan Highline with 4-cylinder 2.0TSI: 200hp/207 lb/ft of torque. 7.8 seconds costing @ $37775

Along with the performance prowess of Sportage turbo, its top-notch AWD is able to match with state-of-the-art stability control, which is able to turn the steering 3 degrees on the outside wheels to add proactivity to the driving experience. Another benefit is less understeer when driven hard into a corner. That makes Sportage as sharp to drive as any of the sports sedans out there.

The rest of the packaging continues to be impressed. The use of materials and workmanship are nothing but outstanding. The auto climate control and navigation system are initutitve, while the back-up camera located in the rear-view mirror is clear even if its a bit tiny.

And by all means. You get such a delightful performing package without having to use the extra pennies for Premium 92 Octane gasoline. That’s as impressive as you can get as an overall package.

Likes:
260hp of turbo rush
Tight handling
Build quality
Stunning looks

Dislikes:
Stiffer ride from 18″ wheels
Rear glass doesn’t open independently

Competitions:
BMW X1
Subaru Forester 2.5XT
VW Tiguan

Short test: 2011 Volvo S40 T5 R-Design

Vehicle: 2011 Volvo S40 T5 R-Design with Technology Pkg and BSIS
Price as tested: CDN$42195

Name an entry-level Volvo which considered as a commercial success in the last decade? You probably can’t name any. Both the current, soon to be discontinued, and outgoing S40 were pretty much an underwhelmer when it comes to sales volume. None of them can come anywhere close to legendary 240-series, when it comes to generate sales volume and profit for this niche Swedish carmaker.

While the S40 was an excellent car when it first introduced in 2004, we at Directshift has named it as our “sports sedan of the year” over the worthy Subaru Legacy GT. Volvo has milked this model for this long. It just doesn’t age particularly well, in front of many of its stiff competitions.

While the 227hp and 236 lb/ft of torque T5 5-cylinder engine provide class-leading performance. In terms of “class”, its alongside those of the Acura TSX and Audi A3. We have considered those two as class-leaders, when it comes to overall package. The rest of S40′s package has been a letdown as it aged. Strictly speaking, it doesn’t age gracefully, when it comes to dynamic abilities and interior space. Dynamically speaking, its a benign driving experience without any driving fun when pushed S40 through the twisties. Both the rear seat legroom and luggage space are at premium. Ergonomics wise, it suffers from Volvo’s usual floating console quirkness. Its a love’em or hate’em affairs.

The biggest problem faced by S40 has to be its price. When you loaded up a T5, which is the only powerhouse. Its competing with even stiffer competitions from the upper end of the sports sedan spectum. Its pretty much above TSX/A3 territory, which driven into the likes of A4, 3-Series and C-Class. If you are shopping for a Volvo, newly introduced T5 isn’t too far away. On the other hand, S60 is a more sophiscated package to begin with. Better chassis dynamics, more comfortable interior and, most importantly, usable interior space.

When Volvo introduced the original S40 a decade ago, many wondered whether it is a proper replacement to the 240. In terms of overall execution, pricing strategy and quality; these three items can’t hold water against its ancestor.

Just to think of it. 244 was overengineered with elegant but simple engineering, interior is spacious, austere yet functional, dependable, reliable, comfortable and easy to drive. That’s despite its nasty to drive, dynamically speaking. 245 comes with unequalled amount of luggage space thanks to its boxy, utilitarian looks. I don’t think S40 and V50 are able to duplicate such a successful original formula.

Perhaps under the new management by Geely, Volvo will finally figure out the right way to execute a proper entry-level luxury sedan or wagon. As the old saying goes “three strikes and you are out”. It might be 3rd time its the charm. :D

Likes:
227hp of turbocharged personality
Best seats in the business
Comfortable ride

Dislikes:
Cramped interior space
Ergonomics
Price

Competitions:
Audi A3
Acura TSX
BMW 323i
Buick Regal
Mercedes C250
VW CC

Short test: 2011 BMW 528i

Vehicle: 2011 BMW 528i with Premium Sound Pkg, Sport Pkg, Technology Pkg, Navi Pkg and Premium Pkg
Price as tested: CDN$63700

How do you make an underwhelming sedan, which is neither sporty to drive nor ride comfortably? All you need to do is to based on your company’s flagship sedan. Softening up the suspension while making it so porky, then add a base powertrain which is both “meh” when it comes to performance and lazy shifting gearbox. You pretty much end up something as saddened as the subject of this short test. BMW 528i sedan.

In just more a decade ago, 528i was a decently powerful mid-size sports sedan which handles like a digging, rides comfortably with austere interior layout. The dynamic edge and performance were fully justified every pennies, even if it has its shortfall when it comes to interior space. The current 528i is just an adequate highway cruiser with poor ride quality, thanks to the RFT, which has been standard fare in all BMW since the inception of the 05 3-Series. Than add a 240hp straight-6 3.0 liter engine with an 8-speed Steptronic, which is very lazy when it comes to up and downshifting. If its without the paddle shifters on the steering wheel, its even harder to get more out of this supposedly responsive powertrain. Its 3814 lb of curb weight doesn’t help a single bit neither. In terms of dynamics, 528i continues to be hugely disappointed. Yes, it got the ideal 50/50 RWD weight distribution and a stiff chassis. It has been completely softened to a point, which makes body rolls your closet companion. Then add an electric power steering with poor road feel, numb off-center feedback and very imprecise to begin with. If I am buying a BMW, I expect BMW level of dynamic abilities. With the F10, it drives like a soft Lexus with wooden tires. Why would I need to consider a BMW if it doesn’t get the kind of reliability and dependability of a Lexus? That’s when you consider the fact that equivalent Lexus rides more comfortably without the RFT.

I loved the E34 and E39 back in the glorious days of BMW. Just drove a 2002 525i prior to this 2011 528i. It doesn’t have lots of horsepower (only 192hp vs 528i’s 240hp :) ) but it never left me asking for more. Engineering is top-notch. Chassis is poised and well-balanced. Its a blast to drive, control is simple and delicious. Layout is sterlie but classy. I have learned to like the E60, despite of all those i-Drive and Active Steering maladies. I have no reserve but to hate the F10, which is the current 5-Series.

Likes:
Spacious interior
Improved i-Drive
Chassis which yields great potential

Dislikes:
Sluggish powertrain
Lazy transmission
Poor steering feel
Feels cumbersome in corners
Weight

Competitions:
Acura TL
Saab 9-5 2.0T
Volvo S80 T6

Short test: 2011 Audi A5 1.8T Sportback

Vehicle: 2011 Audi A5 1.8T Multitronic Sportback
Price as tested: CDN$38500 (Estimated)

Last year, we had a chance to drive Audi’s latest A5 Sportback. Its basically a sporty A4 hatchback that isn’t available Stateside due to its a hatchback. We were really impressed with its overall execution, we decided to give it another try this year with a lesser model. The 160hp 1.8T with Multitronic CVT.

Unlike the 2.0T Quattro we drove earlier, this 1.8T rides on standard suspension instead of optional sports suspension. That doesn’t mean this A5 SB isn’t a capable car, in fact, the standard suspension is able to combine ride and handling in a more civilized fashion which suit most needs more. Even though the turn-in isn’t as sharp, it doesn’t mean its not a sporty handler. The only trade-off is more body rolls when pushed through corners but not at an exaggerrated level. All have done in a composed manners. The 1.8T remains Audi’s silken composure which this brand has been known for, when it comes to handling and ride compromise.

This 1.8T engine is basically a detuned 2.0T, which ride on the same engine series called EA888. Without a doubt, it has to be one of the sweetest 4-cylinder engines ever. Its not only its a smooth operator. It doesn’t have any turbo lag associate with small turbocharged engine. Most importantly, its 184 lb/ft of torque comes at lowly 1500rpm is very impressive. Then mated with the world’s finest CVT, which is called Audi Multitronic. The shifts are silky smooth, as one expects from a CVT. But its also very refined and superbly engineered. Anyone can use the nifty paddle shifters on the steering wheel to control the rpm of this 1.8T, for those who haven’t get used to CVT’s shifting characteristics and operational logic.

Inside, its everything you expect from an Audi. That means its simply a world-class interior right from those comfortable leather seats to class-leading soft-touch materials

Despite of its fastback configuration, A5 SB’s rear legroom is far better than we expected. Our only pet peeve is A5 SB is a 4-seater. That means if you need to sit 5 persons, you have to sacifice some Sportback style while going back to more mainstream A4 sedan or Avant wagon.

Along with the A1, S4 Avant and RS6, A5/S5 SB is another forbidden fruit that is off-limits to our shore. However, Audi will give us the upcoming A7 Sportback which is basically an A6 hatchback. Just like A5 Sportback is A4 hatchback. That’s despite the fact that we will lost the next A6 Avant.

Likes:
Sweet 1.8T engine
Composed handling and ride
Interior quality
Fastback versatility

Dislikes:
Only able to sit 4 persons
Rear sightlines

Hatchback competitions: None
Closet competition: Mercedes C180 CGI BlueEfficiency Estate

Short test: 2011 Subaru Impreza WRX STi A-Line

Vehicle: 2011 Subaru Impreza WRX STi A-Line
Price as tested: CDN$44100 (Estimated)

So how does the optional 5-speed manumatic able to move the best bang for the buck performer? In fact, it moves it surprisingly well given its only the regular automatic transmission instead of the dual-clutch gearbox which has been ever so popular recently. In normal circumstances, those automatic gearbox usually make those turbocharged 4-cylinder engine produces annoying amount of turbo lag. In STi’s case, 305 ponies of forced induction spool up quickly and efficiently. The gear ratios are low enough for swift bottom-end acceleration while 5th gear is perfect for highway cruising. Mated with the paddle shifters that allow manual override, it gives driver far better way to control the engine’s sweetspots. The SI-Drive also has the ability to change the driving characteristics significantly. Put it into “Sport Sharp”, it makes the already sporty driving experience even sharper. The transmission changes gear at higher rpm while suspension tighten up.

The rest of the driving experience continues through STi’s dynamics. The recalibrated suspension matched with Si-Drive continue its hardcore dynamics for track driving, without losing any of the comfortably compliant for daily driving.

Along with its hatchback versatility and superb bucket seats, the rest of the interior is typical STi. That means its all about functionality.

Although we would prefer the real driving experience of a 6-speed manual, those who don’t want to have any left leg pain during traffic would definitely prefer this 5-speed manumatic. Its all about comfort and civility without losing STi’s legendary performance prowess.

Likes:
Overall execution
Performance-oriented 5-speed manumatic
Handling dynamics
Superb driving position

Dislikes:
Not a dual-clutch variety
Interior materials

Competitions:
Mitsubishi Lancer Evolution
VW Golf R

Short test: 2011 Lexus LS460 Sport

Vehicle: 2011 LS460 with Technology Pkg and Sport Pkg
Price as tested: CDN$94750

So does the optional sports package worth the extra 11 grand? While the Lexus LS has always been famous for its magic carpet ride quality, the optional sports suspension only provides slightly better handling and driver feedback. It makes the LS460 slightly sportier, however, for the sake of a harsher ride quality that isn’t exactly LS-ish. The sports seats are more supportive than standard seats. But for LS’s target audience, they would rather have the wider seats which are more relaxing. The paddle shifters are as redundant, as their target audience would prefer to put it in “D” and have a relax drive home or to the golf course.

The 4.6 liter DOHC V8 continues to be the marvelous wonder, when it comes to quietness and smoothness. Lexus has always been the benchmark when it comes to engineered the world’s quietest car, LS is the prime example. You won’t hear its engine running at idle. As for its 380hp and 367 lb/ft of torque, it just moves the LS460 with authority with that exceptional 8-speed automatic gearbox.

The interior, once again, is what one expects from a flagship Lexus. That means tailored use of top-notch plastic and leather materials in the cabin. Everything else is placed logically. All the controls are initutive and user-friendly. That’s except for the whole interior design, as its exterior design, is completely lack of anything called character. The LS has done what its owner has asked to do without feeling disappointed. However, it won’t make you getting excited.

Even with the optional sports package, it won’t transform the LS460 from a true luxury sedan into a sports sedan. Its more of a sports package by name but not by nature.

Likes:
A V8 engine that continues to set the world standard, in terms of quietness and refinement
Top notch interior materials
Initutive interior controls
Japanese reliability and dependability

Dislikes:
Sports suspension has sacificed LS’s trademark magic carpet ride quality
Sports suspension doesn’t gain enough, dynamically
Sports package consists of features that are useful but won’t allow to choose individually
Combined all the above, sports package doesn’t worth the extra dough

Competitons:
Audi A8
BMW 7-Series
Mercedes S-Class
Hyundai Equus

Short test: 2011 Saab 9-5 Aero

Vehicle: 2011 Saab 9-5 Aero Sedan XWD
Price as tested: CDN$59700

As Saab’s first new car introduction in 8 years, this niche Swedish carmaker has lots on riding on their flagship sedan. Being a flagship, 9-5 needs a proper V6 engine to motivate its size and weight. The Aero is powered by Saab’s turbocharged 2.8 liter DOHC V6 24-valve engine with 300 ponies and 295 lb/ft of torque. Although this powertrain is heavily based on GM’s Ecotec V6 series, its level of refinement is head-and-above those of 6s previously resided in both outgoing 9-5 and 9000. Gone is the previous V6′s roughness during idle and unwilling to rev through the mid and upper range. While the assymetrical turbocharged was a neat concept, it didn’t delivered on what it should be after the peppy low range. The new engine has addressed that aplentry. Saab’s 6-speed manumatic with paddle shifters have worked in rare harmony, once again, huge improvement over the powertrain combination previously resided in V6 Saabs just a couple of years ago.

If there is one issue with 9-5′s dynamics, its the DriveSelect’s Sport setting really have made the ride quality too stiff for most liking especially with the large 19″ wheels on our Aero. While the Sport setting is just too stiff legged even on slightly rough roads, its Comfort mode just made 9-5 way too softly sprung. Unlike Subaru’s Si-Drive and Audi Driver Select, which are able to compromise between ride and all-out handling depending on settings. Saab engineers really have to go back to drawing board to sort out their DriveSelect system before trickle down to upcoming new 9-3 and even 9-2. Perhaps they can learn a few tricks from Porsche’s benchmark Sport Chrono Package.

The interior of 9-5 has been layout decently, generally speaking. Its optional Head-up display tends to wash out while being blurry depending on the sunlight angle. Another problem is Saab still committed to green pointers on the instrumentation gauges, which already looked outdated today. Its completely out of place in a 9-5 which deserve a far classier instrument clusters. As for those Aero seats, its typical Swedish supportive and comfortable. Sadly, the overall shape and the amount of support around the shoulder have nothing on the original 9000 Aero. Its pretty hard to imagine when automotive technology has advanced in the last 2 decades, Saab Aero seats need to take a two steps backward compares to its great forebear.

As nice as the Aero, we still think 2.0 Turbo 4 is the one to bet when its time to consider the 9-5. That’s because its a more balanced package. The standard suspension provides a more supple ride without losing anything, in terms of handling. The DriveSense system doesn’t do anything to improve the handling and ride, instead its making the worse out of its harmonic balance. We think there will be more customers settle for the Turbo 4. While this recommendation is certainly doing no flavor to Saab’s bottom line, it makes more sense from a driver’s perspective.

Likes:
Swedish flair and character
Refined powertrain
Comfortable interior
Large trunk

Dislikes:
Poor compromise when opt for DriveSense
Rough ride with large 19″ wheels
Interior trim quality

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

Short test: 2011 Chevrolet Aveo

Vehicle: 2011 Chevrolet Aveo LT with Premium Sound Pkg, Sport Pkg, 4-speed automatic and ABS
Price as tested: CDN$21110

2011 marks the end of both the Aveo and its nameplate. Why Chevrolet is so desperately needs to get rid of the Aveo in flavor of the new Sonic nameplate really have demostrated how unremarkable this GMDAT-developed subcompact fare agains its tough rivals.

Considering the fact that the loaded Aveo costs $21 grand with ABS optional, while you can get a similary equipped but class-leading Fit with it as a standard feature. The most pitiful about Aveo’s braking feel suffers from the same fate as the “old GM” product, which means they are spongy and completely lack of any feedback. It takes lots of pressure to take the Aveo from any speed to a halt.

Even though the 4-speed automatic’s fuzzy logic program is very smart in Aveo’s case, its very much willing to up and downshift to compensate for Aveo lack of well-honed refinement. Having do with 4-speed automatic while Fit already have 5-speed automatic. Yes, both Mazda2 and Toyota Yaris are still having to do with 4-speed automatic. At least both Mazda and Toyota have a far superior dynamic abilities than this little Chevy does. This 108hp and 105 lb/ft of torque have enough grunt but certainly not up to today’s refinement.

Dynamically speaking, Aveo’s suspension is tuned toward comfort rather than sportiness. Its certainly far from the sportiest car in subcompact class: Mazda2. The limit is benign and body rolls are very obvious. Steering feels numb and imprecise. However, the chassis is strong enough to compensate for its lost of any driving pleasure. Aveo is best for those who are seeking for appliance than anyone who is looking for driving pleasure.

Without any proper factory rebate, its a very tough job for GM to get those Aveo off the dealer lots. That’s because any properly loaded Aveo with ABS already escalated into its competition’s range. Add to the fact that both Honda Fit, Ford Fiesta and Mazda2 already considered as class-leaders, GM has no choice but to bring the whole program back to the drawing board. As demostrated by their effort on Cruze, the Sonic seems like a very promising solid bet.

Likes:
Comfortable ride
4-speed automatic’s fuzzy logic program
Base price

Dislikes:
Unremarkable handling
4-speed automatic
Price when loaded
Optional ABS

Competitions:
Honda Fit
Toyota Yaris
Ford Fiesta
Mazda2
Nissan Versa

Short test: 2011 Hyundai Sonata 2.0T

Vehicle: 2011 Hyundai Sonata 2.0T Limited
Price as tested: CDN$31749

When talked about a powerful turbocharged 4 banger. The first words that come to mind are usually VW and Audi with their highly praised 2.0T. Hyundai is not the usual suspect in turbocharged 4-cylinder family sedan. This story is about to change with the introduction of the 2.0T variant of the impressive new Sonata.

This 2.0T marks Hyundai’s 1st foray into the direct injection mates with twin-scroll turbocharged technologies. The result is a turbo engine that is both willing to push Sonata’s 3452 lb weight with ease off-the-line. All have done without the annoying turbo lag in low rpm. The turbo spools up quickly, efficiently and effectively whenever driver mesh the responsive throttle. With 274hp from a 2.0 liter turbocharged engine is certainly impressive. More impressive is the amount of torque delivered. 269 lb/ft of torque would make anyone forget about opting for the V6. The level of refinment, smoothness and NVH are another right reasons why Hyundai believes anyone can forget about the more complex V6 for a turbo 4. The dual variable valve timing for both intake and exhaust have given this turbo Sonata a healthy does of mid and upper range performance.

The uprated suspension and springs for the turbo Sonata is another reason why it worths to pay more for forced induction performance over the base car. The handling is sportier while suspension remains comfortably compliant over rough bumps. Steering provides decent feel and feedback. There are slight amount of body rolls and understeer when pushed.

Inside the turbo Sonata, its the same fanfare as other Sonata. That means nice use of plastic materials. The ergonomics for the center console is top-notch with Volvo influenced pictogram for fan positions. Leather seats on our Limited version is comfortable and very well made.

The most impressive aspect of the Sonata turbo is the kind of fuel one can put in. In the past, you have to put 92 Octane or higher for any forced induction engines. With the Sonata turbo, you are not only getting the impressive 274hp and 269 lb/ft of torque from a 2.0 liter turbocharged engine with direct fuel injection. Hyundai engineers are able to tune the compression ratio low enough for Regular 87 Octane gasoline without sacificing any performance. That’s what we called progress in the automotive world.

Here in Directshift, we used to judge family sedan based on the mainstream of Accord and Camry, a more unique approach would be Mazda6 and Nissan Altima. This new Sonata blown them off the doors completely. This is the new gold standard which others would have to measure up in this very segment.

Likes:
Turbocharged personality
Tidy handling and ride compromise
Plenty of standard features
Use Regular gasoline

Dislikes:
Intrusive trunk hinges
Some consumers might never forget about V6 refinement

Competitions:
Honda Accord
Toyota Camry
Ford Fusion
Chevrolet Malibu
Mazda6
Nissan Altima