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2012 Volvo V60 T6 AWD

Vehicle: 2012 Volvo V60 T6 AWD with 4C Chassis
Price as tested: CDN$52600 (Estimated)

Performance: Volvo station wagons have always been the definition of form-follows-function. With Volvo’s latest move from boxy to swoopy in their latest V60. Will V60 become the victim of form-over-function? We will be finding out after this test drive.

Along with its S60 silibings, V60 has been sourced with a wide variety of engines. Our particular V60 comes with the usual array of Swedish turbocharged personality in straight-6 format, while lesser models come with both 4 and 5-cylinders as well as turbodiesels. The “T6″ designation is pretty clear about what this engine means. A turbocharged straight-6 24-valve DOHC with all sorts of advanced technologies, right from the variable valve timing to throttle-by-wire. Nonetheless, Swedish carmakers have been famous for producing exceptional low-pressure turbo engines for years. T6 is no exception. In fact, its 325 lb/ft of torque has moved V60 off-the-get-go extremely nicely. On the other hand, 300 Swedish stallion has made V60 a willing revver right up the rev range. That’s very impressive consider 1714kg of Swedish level of weight has to carry through its sleek body. Mesh the light electronic throttle, V60 takes off without breaking a sweat. All have done without the annoying turbo lag. The turbo spools up quickly and efficiently without fuse. Mated with this sweet T6 is Volvo’s 6-speed Geartronic, the name for this Swedish carmaker’s manumatic gearbox. While the gear ratios are properly done, which match perfectly with T6′s willing character. Volvo’s hefty manumatic remains a no-no on our books. We would like to see a swifter and less bulky reaction to the manumatic. Given V60′s sporty character, Volvo should offer paddle shifters even as an option. Otherwise, its a very refined and smooth powertrain combination.

Handling: The last time we were smitten by Volvo wagon’s dynamic abilities was early 90s 850 Turbo and T5-R sportswagons. The V70R produced right after 850 Turbo had been rather underwhelming if a bit too benign for our taste. Enter the new V60 T6. Volvo has done plenty of homework when its time to replace V70. While the V70 has plenty of power, its chassis dynamics never back up its neat turbo engines.

The V60 has addressed V70′s dynamic weaknesses. While the outgoing V70 felt somewhat loose and overdamping when pushed, V60 comes back with fluidty and confidence on the same corners. It all begins with a wonderfully stiff and solid chassis, which we already praised much in the S60 sedan. Volvo’s latest revision of its 4C adjustable damper system has addressed its sore. The previous iteration of 4C has poor compromise between handling and ride. With the new 4C, its “sport” setting really transforms V60 from its “comfort” setting’s full-lined luxury car into a real sportswagon. All have done without losing the suspension suppleness and firm ride quality. The ride quality is firm and supple while comfortably compliant enough to absorb all the bumps and roughness. The steering provides nice feel and feedback, with much better response than previous Volvo set-up. Rounding out V60′s active safety package is the nicely set-up AWD when mated with electronic stability control, its really hard to get it out of line even when pushed aggressively through hairpins. There are minimal body rolls while safe understeer is expected.

Brakes: With 4-wheel discs and standard ABS, V60 has stopped commandably without fuss. The stopping distance is short, while pedal feels crisp and linear. The brake pedal always feels alive without any fades, even after a couple of harsh stops. ABS doesn’t drop in unnecessarily is an added bonus.

Interior: In the past, Volvo wagons have always been about function with a bit of form. Its boxy, quirky, stylish and very practical. The main reason is due to Volvo’s classical boxy styling. Volvo decided to take a bold step by giving V60 form before function. That means V60 has lost some of its practicality in flavor of style. While the luggage area remains nicely done, with classy padding and plenty of storage space. The swoopy style has taken over its versatility side. If you compare the volume of S60′s trunk versus V60′s hatch, former has 380 liters while latter has 430 liters, both without folding the rear seats. What makes V60 superior than S60 is the ease of loading, while sedan has to break some of your dignity before getting anything out of its swallow trunk. When the 40/20/40 rear seats fold down completely, V60 is able to swallow up to 1241 liters of junk at the back. However, its amount of luggage space is less than those of its German rivals. Its also far less than the V70 which V60 intended to replace.

Considering the following numbers, with the rear seats unfolded, for V60′s intended competitions:
A4 Avant: 490 liters
3-Series Touring: 460 liters
Mercedes C-Class Estate: 485 liters
VW Passat Variant: 603 liters

In comparison, outgoing V70 had 540 liters.

Consider class-leading utility has always been what Volvo wagon faithful have been looking for years. That’s the main reason why they kept trading in for another when the next model coming up. V60 might have lost some Volvo loyalists to some of its rivals in the long haul.

The rest of the inside is similar to those of S60. That means nice use of plastic and leather materials. Those leather seats are both comfy, relaxing and supportive without feeling confining. As per Volvo tradition, those has to be considered some of the best seats in the auto business. The auto climate control and stereo are typical Swedish initutive if a bit quirky to use. The aluminum trim on the center console has added a bit of sportiness to the black on black interior. Instrumentation gauges are clear and analog, while everything is nicely executed in the cabin.

Conclusion: I always have a soft spot for those boxy yet quirky Volvo station wagons since I was a kid. While the Audi Avant represents the best of German sensibilities with Bauhaus school of design styling language, Volvo wagons are about being boxy and quirky, with a sense of Scandinvia humors while delivering through its performance prowess. The 745GLT and 855 Turbo are the perfect examples. The latest V60 T6 has delivered both performance and dynamic abilities, which are able to live up to 855 Turbo’s tradition. However, it has taken form over function when it comes to utmost practicality which defined the Volvo wagon tradition. Perhaps one really has to sacifice some squared space for drop dead gorgeous looks……:)

Competitions:
Audi A4 Avant
BMW 3-Series Touring
Mercedes C-Class Estate
VW Passat Variant

OVERALL VERDICT FOR 2012 Volvo V60 T6 AWD
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3.5/5
Value-for-money: 4/5

Overall rating: 4/5

2011 VW Golf R

Vehicle: 2011 VW Golf R 5-doors with DCC
Price as tested: CDN$42800 (Estimated)

Performance: Golf R32 has always been our favourite hot hatch. Will the new Golf R continue this trend? We will tell you after this test drive.

As VW VR6 engine series has started to age, both in terms of refinement and emission standards. VW needs another engine that is able to step up the plate in their halo R-series of performance cars. Instead of using the newly developed EE888 in latest GTI, VW decided to use the proven EA311 in their halo car. That’s because EA311 offers the same kind of refinement, smoothness with better take on horses and torque. The result is 270hp and 258 lb/ft of torque going through all wheels. All have done without those annoying turbo lags with those tuned turbocharged engines. The smooth delivery of power from all rpm, right from the low of the rev range to the redline, have shown the way to go for a turbo-4 is a right decision. Mated with this engine is VW’s delightful 6-speed DSG. The reason for going for 6 instead of 7-speed is because it is able to handle 258 lb/ft of torque with proven reliability. As usual, this DSG is the godsent in the automotive industry. It shifts quicker than any manual gearbox while offering paddle shifters for any enthuisasts. What makes it so good is the paddle shifters are able to drop the cone at whenever gear you are in. The gear ratios are just damn perfect for R’s sporty character.

Handling: Thanks to R’s transformation from a 6 to turbo-4, the front heaviness of previous R32 have been seriously addressed. What makes the R feels so much sharper to drive than any of its forebears is the optional DCC, or what VW called Dynamic Chassis Control. Press the “sport” button on the center console, it really have transformed a great hot hatch into an astounishing one. Both the steering, suspension and even sports seats are all tightened up for true enthuisastic driving. All have done without losing the compliant through the exceptionally well-calibrated suspension. Then add to the fact that Haldex AWD is one of the best AWD systems in the world, despite of its “detect then grip” characteristics, while ESP acts as a second line of defence, Its really hard to get R out of line even when pushed hard into any corner. The steering is sharp and precise, with great feel and feedback. There are minimal understeer and body rolls. All of these add up to the truly entertaining package that is second-to-none. Oh, all the smiles. :D

Brakes: With 4-wheel discs and standard ABS, R stops like its on a dime. The stopping distance is short, while pedal feels sharp and well-modulated. Even after a couple of hard stops, it remains fade-free. An unintervened ABS rounds out the overall nice package.

Interior: When fold down the rear seats, R has continued to score well with fold down rear seats. Add to the low liftover and minimal wheel instrusions, it can basically say you can have both performance and practicality all in one attractive package.

The biggest highlights to R’s superb interior are its great sports seats and touch-screen stereo system. Former offers wonderful thigh and shoulder supports, while latter is initutive and user-friendly.

Conclusion: As a response to the question I posted on the top. R will continue to be our favourite hot hatch. When you consider the fact that R offers top dog performance, handles like a dream and a superb interior; its an icing-on-the-cake for being our favourite.

Competitions:
BMW 135i
Subaru Impreza WRX STi
Mitsubishi Lancer Evolution

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

Overall rating: 5/5

2011 Suzuki Swift 1.4

Vehicle: Suzuki Swift 1.4GLX with 4-speed automatic
Price as tested: CDN$18500 (Estimated)

Performance: Even though Suzuki is struggling in both US and Canada, despite of their latest product offensive with the impressive Kizashi. It has gain a strong foot hold in Asian markets. Their latest 3rd generation Swift is the prime example of why Suzuki has been so successful everywhere else.

The subject of our tester is sourced by a small 1.4 liter, which is driven by double overhead cam and variable valve timing technology, along with 4-valve-per-cylinder. It has 95hp and 108 lb/ft of torque mating with an optional 4-speed automatic. Even if its a base 1.4 liter, it already solved much of Suzuki’s engines of old. That’s despite we still found some rough engine note on high rpm and while pushing through the middle ranges. However, its more refined and NVH is more acceptable given the pricepoint of the new Swift. The 4-speed automatic, on the other hand, provide a smooth and crisp shifting. What Swift really needs is an additional 5th gear for the automatic in order to use its engine sweetspot more effectively and efficiently. That would make the engine less buzzy without using more fuel. The entire powertrain feels surprisingly responsive, which considering it has to carry a lightweight 1055kg on our tester.

Handling: Considering the fact that the Japanese-market Swift has been famous for its dynamics. Even on our base model, Swift is a very capable little car. While you can’t describe it as a hot hatch like we did with 2nd generation Swift Sport, its certainly live up to Swift’s reputation on being a fun and fragile hatchback. The chassis is solid and flex-free, with the suspension on the right caliberation. We have complained of Swift’s predecessor, especially 1.6 Sport, has underdamping suspension. Suzuki has addressed this issue seriously, even in our base 1.4 Swift. The body rolls are minimal while understeer continues to be terminal, especially when riding with 16″ tires. Steering provides very good feel and feedback, also extremely precise and responsive to driver feedback. Push through corners, it exhibits surprisingly amount of fun factor usually won’t associate with its price tag.

Brakes: Another surprise given its price tag is the standard of 4-wheel discs with standard ABS. This segment usually comes with front discs with rear drums, with ABS as optional. Suzuki has packaged them all in the standard feature list. That said, the stopping distance is short. The pedal feels firm and well-modulated. Even on our humid weather, ABS doesn’t step in unnecessarily.

Interior: At the back of the Swift, it got a much needed rear washer/wiper as standard feature. Open the tailgate, it has 60/40 split fold down rear seats and a surprisingly flat floor. Unfortunately, the fold down rear seats aren’t folding completely flat. Leaving about 2 inches on top of the floor.

The use of materials and fit-and-finish have been much improved over its predecessor. While there are remain some hard plastic on the dashboard an door panels, the grained plastic materials on the dash have made those hard plastic looks so much nicer. Along with clear instrumentation gauges, our loaded Swift tester also gets an efficient auto climate control and more than enough cubbyholes.

Conclusion: After driven the new Swift, it doesn’t come as a surprise Suzuki is such a large player in Asian markets. It got ample amount of power, handles decently well and interior has plenty of amenities. All have wrapped up in an attractive package.

Competitions:
Hyundai Accent
Kia Rio
Honda Jazz
Toyota Yaris
Mazda2

OVERALL VERDICT FOR 2011 Suzuki Swift 1.4
=====================================
Performance: 3/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3.5/5
Cargo/accessibility/layout: 3.5/5
Value-for-money: 4/5

Overall rating: 3.5/5

2011 Nissan Elgrand

Vehicle: 2011 Nissan Elgrand Highway Star
Price as tested: CDN$78000 (Estimated)

Performance: While the base Elgrand serves with Nissan’s QR25DE 4-cylinder, its the uplevel VQ35DE that is the engine of choice. Elgrand’s heavy curb weight of 1930kg certainly explains that. However, it has a willing 280hp and 275lb/ft of torque to move this beast through its paces. Consider Elgand’s physical dimension and weight, its acceleration and responsiveness are a delightful surprises. Then add to the fact that Nissan’s VQ35DE has always been judged as the world’s finest V6 engine. The throttle response is quick, without feeling abrupt. As a move towards economy, Nissan has changed Elgrand’s transmission of choice from traditional automatic to Xtronic CVT. While there are some who dislike CVT’s operational logic. We have always been fond of CVT’s utmost smoothness, efficiency and economy, especially when it has to carry Elgrand’s weight. It also explains why we got an average of 13L/100km which is very good for Elgrand’s segment of luxury minivan.

Handling: After Nissan changed Elgrand from FR to FF, it doesn’t detract any of its driving characteristics whatsoever although some has lamented its cost-cutting means. That said, Elgrand continues to set a very high standard when it comes to dynamic abilities for such a large minivan. The steering remains precise and responsive, even has nice feel and feedback without feeling any numbness as its rivals. Highway Star’s sports suspension is comfortably compliant when absorbing all the bumps and roughness. The sports suspension only changes the spring rates for more compliant ride, versus its rival’s softly sprung character. Push the Elgrand through corners, it feels confidence-inspiring while hiding its size relatively well. There are plenty of body rolls and understeer is pronounced. Thanks to eletronic stability control, its able to make Elgrand even more sure-footness. Its able to save Elgrand from rearing its ugly heads with its right intervention, which has always been a nice thing.

Brakes: Once again, consider Elgrand’s weight, its braking performance is much better than average. The stopping distance is commandable while pedal feels average at best. An upgrade to aftermarket brake discs wouldn’t amiss for any of this luxury minivans. On the other hand, ABS only intervenes when necessary.

Interior: Its hard not to mention the opulent interior appointment in any of these luxury minivans. The Elgrand continues to set standards when it comes to the level of materials and fit-and-finish. Both the leather and plastic materials are top-notch. You can get all the luxurious items one can possibly want, including a back-up camera.

Both the 2nd and 3rd row are provided by superb leather bucket seats, with aplentry of legroom and headroom.

Conclusion: The move from FR to FF doesn’t detract anything from Elgrand’s class-leading status. In fact, it has improved its 3rd row headroom and luggage space without losing its opulent character. Those improvements are enough to put Elgrand at the top of the list when it comes to this very segment.

Competitions:
Toyota Alphard/Vellfire
VW Caravelle
Mercedes R-Class

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

Overall rating: 4.5/5

2011 Acura TSX sportwagon

Vehicle: 2011 Acura TSX sportwagon with Technology Pkg
Price as tested: CDN$41500 (Estimated)

Performance: While TSX sports sedan is available with both sweet 4-cylinder and V6, its wagon silibing only comes with a sole powertrain. That sole powertrain is Honda’s advanced yet proven 2.4 liter DOHC 16-valve 4-cylinder with 201hp and 170 lb/ft of torque. Along with technologies like drive-by-wire and i-VTEC variable valve timing, this engine comes with 5-speed manumatic only. While its 5-speed has low enough gear ratios for 1st and 2nd, while 3rd and 4th are always keeping this great engine in sweetspots. No matter how tall the gearing is on 5th, it cries out for a 6th gear for a more comfortable cruising demeanor. On the other hand, any enthuisasts are able to override the standard mode into manumatic mode regardless of gears. The paddle shifters on the steering wheel allow driver to control the rpm more appropriately when its time to have fun. Even if it has to carry 3623 lb, this 4-cylinder is always be a willing partner whenever driver asked for it. As usual from Honda, its a happy revver right from the low to the high rev range. As we have witnessed in both legendary S2000, Integra Type-S and Civic Si; there is no better engine manufacturer than Honda. Their normally aspirated 4-cylinder is the best testament to that very fact.

Handling: When it comes to front-driver dynamic abilities, no one has ever come close to Honda. Given the fundmantal aspect that TSX is basically a loaded up European Accord, it makes the whole package even more enticing than before. Even with the additional weight wagon has to carry over the equivalent sedan, it doesn’t unsettle TSX’s agility and docile nature. The steering continues to provide sharp yet responsive feedback. Body rolls are minimal while understeer is so tempted, as expected, TSX continues to be one of the most balanced front-drivers I have ever tested. When pushed the sportwagon through corners, driving pleasure is what comes through driver’s mind loud and clear. In the past, you won’t expect to have a practical sportswagon to have any driving fun. In the TSX, you can have the cake and eat it too.

Brakes: With 4-wheel discs and standard ABS, TSX’s braking performance continues to be impressed. The stopping distance is short while pedal feels firm and solid. ABS doesn’t generate any kind of unwanted intervention is an added bonus.

Interior: The biggest highlight has to be its versatile cargo area. Along with a low liftover, minimal side instrusions and plenty of cubbyholes; TSX has 25.8 cubin feet of luggage space when rear seats are up. When rear seats are completey fold down, there are 60.5 cubin feet of luggage space. In fact, it has more luggage space than many of those so-called crossovers in the market.

Up front, its the standard TSX fanfare. World-class fit-and-finish and material quality. Those leather sports seats provide superb comfort without feeling confining.

Conclusion: When Acura first launched TSX, it was considered as a highly desirable sports sedan simply due to its amazing combination of performance, handling capabilities, feature galore and practicality. The addition of a sport wagon has made this already potent car even more desirable. It got all the space that it has always been needed without losing anything when it comes to dynamic abilities.

Competitions:
Audi A4 Avant
BMW 3-Series Touring
Cadillac CTS wagon
Saab 9-3 SportCombi

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

Overall rating: 4.5/5

2011 Toyota Wish 2.0

Vehicle: 2011 Toyota Wish 2.0 Sports Version
Price as tested: CDN$32000

Performance: Wish has two poweplants available. The base version is powered by 1.8 liter DOHC 16-valve 4-cylinder with 144hp and 155 lb/ft of torque, which is only adequate for most daily driving. However, its the uplevel 2.0 liter engine with 158 ponies and 170 lb/ft of torque that is the engine of choice. This engine is a smooth operator at both low and high rpm, even if we have to push hard given its 1440 kg. What we really wish is Toyota can give Camry’s 2.4 liter into Wish’s bonnet. That would be really sweet powerplant for such a compact crossover. Unlike the previous Wish, the revised version with a 7-speed CVT with paddle shifters. The CVT has given Wish exceptional efficiency and economy, while the paddle shifters are good enough for any driver to control its rpm. On the other hand, Wish’s CVT offers both sport and economy modes for driver’s wishes. The sport mode really driven the Wish to shift at higher rpm, while leaving the paddle shifters that are able to override anytime is an added bonus.

Handling: Given Wish’s status as a crossover which is able to seat 7 persons, its dynamic abilities are better than what we have expected. The sports suspension has addressed previous Wish’s softly sprung charactistics, while comfortably compliant to absorb all the bumps and roughness. Steering is precise enough but remain rather numb and dead. The body rolls are controlled given its size and weight. As we would expect, there are safe understeer when pushed. Although its not as entertaining to drive as Mazda5 and Honda Stream; it certainly got what its serve in the marketplace.

Brakes: With 4 wheel discs and standard ABS, Wish’s stopping power is more than adequate for what its worth. The stopping distance is short while pedal feels solid and reassuring. However, ABS does kick in a bit too early for our liking.

Interior: Just like many of those compact crossovers, the 3rd row is an either/or kind of proposition. You either fold down that 3rd row for maximum cargo space or use the last row for short trip.

On the front of the Wish, there are all the necessary items you expect from a proper crossover. Everything else from auto climate control to stereo and a nice set of velour seats wrap up the interior. The center screen also serves as a back-up camera given its limited rear sightlines. Unfortunately, everything else has been nailed down by those very cheap plastic.

Conclusion: The latest Wish signifies a quantum leap forward over its predecessor. Everything else from the engines to interior amenities have improved significantly to compete with its rivals. All those are more than welcoming even if its a mid-life revision.

Competitions:
Mazda5
Honda Stream
VW Touran

OVERALL VERDICT FOR 2011 Toyota Wish 2.0
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 3.5/5

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

2011 Audi A1 1.4T

Vehicle: 2011 Audi A1 1.4T Ambition
Price as tested: CDN$27500 (Estimated)

Performance: Audi would love us to think A1 as the “next Big Audi”. Is it really as “big” or just a tarted-up small car? We will tell you after this test drive.

Our tester comes with Audi’s 1.4 liter turbocharged engine, which has both FSI direct fuel injection and variable valve timing technologies packed into this tiny package. All of these are enough to produce a good 122 ponies and 135 lb/ft of torque, which are considered as very good for a subcompact. What this engine offers are the level of refinement and sweetness you won’t find in any of the subcompacts. Its not only its a smooth operator right from dropping the anchor through the rev range. Its also completely lack of any turbo lag one associates with small turbocharged engine, if only this engine is more rev-happy at high rpm. Mated with this powertrain is Audi’s award-winning 7-speed dual clutch gearbox. Its not only the shifts are crisp and smooth, its dual-clutch variety helps motivate this 1575kg subcompact off-the-line with ease. However, the real form comes with the incoming twincharger with 160hp, which will make the lightweight A1 even swifter.

Handling: What makes the A1 differs from any of its rivals or any subcompact is the classy and expensive feel when getting behind the wheel. It all starts with the solid and rigid chassis, while the suspension calibrations are ideal for excellent ride and handling compromise. Our standard suspension is not only rides comfortably through all the roughness, it has a sense of suppleness you won’t find in any subcompacts. Its ride is firm but far from being harsh. Dynamically speaking, A1 handles surprisingly sharp even if its not considered as a hot hatch. Hot hatch will come in the form of A1 in 1.4TSI 160hp format. The suspension is firm and compliant when pushed through corners. os The electric power steering is sharp and precise, without all those twitches one associates with lesser package. All have done with minimal body rolls and understeer. To wrap up this luxurious subcompact package is the uninstrusive ESP, which allows any enthuisasts to have some fun before it starts to intervene into the equation. Considering how sporty the standard suspension our A1 has, you have to wonder how sweet and docile the optional S-Line sports suspsension is.

Brakes: With 4-wheel discs and standard ABS, A1′s stopping distance is short while pedal feels reassuring and confidence-inspiring. Its ABS has acted accordingly without having too much intervention. Brakes are fade-free even after a couple of harsh stops.

Interior: Fold down the rear-seats, A1 has surprising amount of luggage space. Combining the fact that the side wheel intrusions and low liftover, A1 has good enough luggage space judging by its physical dimensions.

When it comes to attention-to-details, use of materials and workmanship; Audi has always been judged as the leader in the industry. The A1 is no exception. It starts with a great set of instrumentation gauges and superb auto climate control, then add the initutive MMI to wrap up the ergonomic package. On the other hand, the use of materials are best-in-class. There are plenty of soft-touch plastic on top of the dashboard to door panels. The leather seats wrap the driver up without feeling confining.

While getting in and out of A1′s backseat is a PITA, judging by its physical dimensions, its rear head and legroom are more than adequate.

Conclusion: If the A3 continues to set the benchmark as the premium compact, which is a segment pioneeered by Audi back in 1996. The A1 will set a very high standard when it comes to premium subcompact. That’s because everything else from the classy interior to expensive driving feel, have set a high water marks, previously unmatched by anything else in its “size class”. If only Audi has set the admission price lower while not so much dim and nickelling……….!!!!

Competition:
Mini Cooper
VW Golf
Volvo C30

OVERALL VERDICT FOR 2011 Audi A1 1.4T
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 4/5

2011 Toyota Crown Royal Saloon

Vehicle: 2011 Toyota Crown Royal Saloon 3.0
Price as tested: CDN$64500 (Estimated)

Performance: When you consider the fact that Crown Royal shares the same underpinnings as Lexus GS300. That means its the same powerplant as GS300. That means its the same DOHC 24-valve V6 3.0 liter engine with dual variable valve timing and intelligence. Although it has 231hp and 250 lb/ft of torque at driver’s disposal, I still looking for more. That’s primarily because it has to motivate 1650kg of Japanese traditional luxury through it paces. Toyota needs to give Crown its sweet 3.5 liter, same engine as GS350, instead of GS300, if they want it to has the real turn of speed. Without the 6-speed automatic, which geared for comfortable highway cruising. The Crown would feel even more sluggish when pushed. Thankfully, the very low 1st and 2nd have made it has proper acceleration down low. On the other hand, 5th and 6th are tall enough for relaxed cruising.

Handling: Ever since Crown’s inception as a traditional luxury car, its goal is to engineered a vehicle that is focus more on ride comfort rather than all-out handling. When it comes to ride comfort, its second-to-none. That level of floatiness and silky smoothness are able to beaten Lexus LS460, which is world-renowed for its silky ride quality. Handling wise, its better than expected. The steering feels vague and dead, even if its precise enough. Regardless of its rear-wheel-drive balance, its not for flat out handling no matter how you asked for it. There are plenty of understeer and body rolls are pronounced. Its ESC tends to intervene quite rapidly when driver tends to push hard. However, all those are understandable as Crown isn’t intended to be a driver’s car.

Brakes: With 4-wheel discs and standard ABS, Crown is able to perform as we expect. Although there are plenty of nose dive, its remain rather commandable even if its very softly sprung. The pedal feels average even if its confidence-inspiring, ABS only acts up accordingly when asked for it.

Interior: At the back of Crown, it has uninstrusive trunk hinges which is a rarity in today’s cost-cutting Toyota. However, the lack of proper fold-down rear seats and high liftover have limited its luggage space.

There are plenty of head and legroom at the back of Crown. In terms of rear legroom, its limo like at best.

The front of the Crown is very nicely done. There are nice wood trim to add warmth, while those leather seats offer superb support. The center information display offers back-up camera which tops out the whole interior package. In terms of materials, Crown scores exceptionally well. As there are plenty of soft-touch plastic on board with tight gaps around the dashboard.

Conclusion: Toyota continues to evolve its legendary Crown through better interior amenities, even more sublime ride comfort with traditional Japanese luxury. Its a pity it doesn’t receive the engine it deserves.

Traditional Japanese competition: Nissan Fuga
Price competitions:
Audi A6
BMW 5-Series
Mercedes E-Class

OVERALL VERDICT FOR 2011 Toyota Crown Royal Saloon
=====================================
Performance: 3.5/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 3/5

Overall rating: 3.5/5

2011 VW Touran 1.4TSI

Vehicle: 2011 VW Touran 1.4TSI Highline with 7-speed DSG
Price as tested: CDN$27350 (Estimated)

Performance: While there are many powertrains available for Touran, the subject of our tester is powered by VW’s sweet twincharged engines, which combined both supercharge for low-rpm while turbocharge for middle and upper ranges. In Touran’s case, it has been rated 10 more hp and 5 lb/ft of torque than its Golf counterparts. That means it has 170hp and 180 lb/ft of torque through this twincharged engine. The throttle response is peppy, even if Touran has to carry 7 passengers. Just don’t judge the book by its cover, especially when it comes to engine displacement. This twincharger delivers 6-cylinder performance with the fuel consumption of a 4-cylinder. While Touran is weighting in at 1580kg, the whole Touran is a willing performer. What makes the Touran so responsive and such a willing performer is VW’s superb 7-speed dual-clutch gearbox, which provide world’s fastest speed when it comes to up and downshifting. The uncanny abilities of providing crisp down and upshifting have done greatly to fuel economy and efficiency. The paddle shifters on the steering wheel just add to the fun anyone can have with the Touran.

Handling: No one would ever doubt VW’s chassis engineering prowess. When you consider Touran is riding on world-renowed Golf chassis, there would be no doubt on its chassis rigidty and stiffness. That makes Touran what an exceptional handler when it comes to corners. Touran exhibits controlled body rolls and safe understeer when pushed hard into twisties. ESP doesn’t step in unnecessarily, although it acts as a guardian angel due to its people mover status. The electric steering provides excellent feel and feedback, with enough precision and response to driver input. Ride comfort rates at the top of its class. When it comes to overall dynamic abilities, Touran is able to give its class-leader Mazda5 a-run-for-its-dollars. It is a people mover that provides plenty of driving pleasure without losing any occupant comfort.

Brakes: When it comes to braking prowess, Touran definitely lives up to VW’s billing. The stopping distance is short, while pedal feel is solid and reassuring. The pedal always feels alive and confidence-inspiring, while ABS doesn’t step in unnecessarily is an added bonus.

Interior: The biggest drawback to Touran’s interior packaging is the short of luggage space when the 3rd row is up, which is almost none. The 3rd row, however, doesn’t fare much better. Its the complete lack of head and legroom. The 3rd row is better leave for small children, not even considering for adults on a short trip.

2nd row is more than acceptable given Touran’s physical dimensions. All things considered.

In front, Touran continues VW’s class-leading use of plastic and leather materials. There are plenty of soft-touch plastic materials on the dashboard and door panels. The instrumentation gauges are clear and analog, while auto climate control and touch-screen stereo are initutive. Leather seats are well-foamed yet comfortable.

Conclusion: Despite of my criticisms of Touran’s interior space, it would work decently if you consider it as a Golf wagon with 2 extra seats for occassional use. The rest of the car is very well-executed, as does with every VW products. It has plenty of power, handles extremely well with class-leading use of materials. In short, a very nice package.

Competitions:
Mazda5
Honda Stream
Toyota Wish

OVERALL VERDICT FOR 2011 VW Touran 1.4TSI
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4/5

2011 Nissan Qashqai+2

Vehicle: 2011 Nissan Qashqai+2
Price as tested: CDN$36800 (Estimated)

Performance: Even though Qashqai’s name is hard to understand, its performance figure definitely isn’t. The QQ is sourced by the same 2.0 liter 16-valve DOHC 4-cylinders with Nissan’s CVTC or their advanced variable valve timing technology. The result is this 4 banger is able to produce 139hp and 146 lb/ft of torque motivating a porky 3254 lb of metal. Despite of all those weight carries around, QQ is able to manage its performance accordingly. The engine is both a smooth operator during idling or when push through the rev range. What makes QQ’s performance so briskly thanks to the fact that Nissan is committing heavily into developing CVT or Continuously Variable Transmission. CVT is a neat concept which delivers both performance, efficiency and economy in a seamless way; as it doesn’t have torque converter which slips power away. In the case of QQ, it has a proper paddle shifters for those who want to control the rpm whenever its time to push the engine. Judging by the fact that Nissan Xtronic is one of the finest CVT in the market, it doesn’t get anything better than this. The throttle response is decently responsive without feeling too abrupt.

Handling: What makes the QQ so much fun-to-drive is the use of proactive AWD combining with the excellent dynamic stability control, then add a sporty-oriented suspension and rigid chassis. The end result is a crossover that handles more like a sports sedan than an SUV. The sports suspension is comfortably compliant when driven through all the patholes and roughness. In order to make QQ’s dynamic package more impressive, Nissan has sourced its springs from Sachs. Sachs is the famous spring producer in the automotive industry. When a large carmaker sourced specific springs for a crossover from a famed manufacture for producing sports springs, you know they are very committed to making QQ a truly sporty crossover. The spring rates are properly damped with all the sportiness one associates with Nissan’s upper market Murano, which is one of our favourite mid-size crossovers. The steering provides excellent feel and feedback, while its path-tracking abilities are excellent without losing all the sharpness. Thanks to the properly rated suspension and springs, the ride comfort is both supple and sublime. There are safe understeer when pushed, while body rolls are more than acceptable given QQ’s crossover status.

Brakes: With 4-wheel discs and standard ABS, QQ has managed to stop itself accordingly. The stopping distance is short while pedal always have some lives to it. The pedal feels firm and solid while ABS doesn’t step in unnecessarily is an added bouns.

Interior: Just like many of those compact crossovers with the 3rd row, its a either/or kind of affair. If you want proper luggage space, fold them down into the floor completely. The 3rd row, however, better leave for your worse friends as its simply a tortune to sit at the back.

When all the seats are folded, QQ’s luggage space has layout surprisingly well. With minimal side wheel intrusions and low liftover, QQ is able to swallow as many cargoes as your imagination does. Our 7′s extra dimensions over stanard QQ has added more space. At the back of the QQ, it has a washer/wiper to clean dirts out from the back glass. Its just the seams between the glass and body panel would attract as many dirts as possible. Another issue is the rear glass doesn’t open independently, which it should.

In the front, QQ is very well-equipped. Those leather seats are well-foamed with proper leg and thigh supports. All the controls right from auto climate control to stereo are very initutive. However, all have done with one big problem. And that’s the use of subpar plastic materials on the dashboard. Pity.

Conclusion: The QQ is definitely a worthwhile crossover to consider as a whole package. As it combines good looks, a very well-equipped interior and competitively priced. What seals the deal for me is how sporty it drives considering its 7-seater status.

Competitions:
BMW X1
Honda CR-V
Toyota RAV4
Hyundai Santa Fe
Kia Sorento
VW Tiguan

OVERALL VERDICT FOR 2011 Nissan Qashqai+2
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4.5/5

Overall rating: 4/5

Short test: 2011 Mazda3 Sport 2.0 i-Stop

Vehicle: 2011 Mazda3 Sport 2.0 with i-Stop
Price as tested: CDN$22800 (Estimated)

If you are long time Directshift reader, you should already known we are huge Mazda3 fans. We loved the original Mazda3, we love the current version even more. We even had a Mazda3 Sport 2.5 as a long-termer, we loved it every moment we get behind the wheel. Our latest tester is Mazda’s latest i-Stop technology, which isn’t available Stateside as we are speaking. Fortunately, we had a chance to try it overseas with our favourite Mazda3.

What makes this i-Stop so special is how well Mazda has engineered it. To put it into perspective, the i-Stop only activates under safe conditions. That’s when the roads are well-paved and driver is completely press the brake pedal. The whole system would start to activate for a maximum of 0.35 second. All have done without ever knew it had happened. The most nifty fact about the whole system is all have done without losing all the electronics working during engine idle. Mazda designers have incorporated an i-Stop counter on the center information center to show driver how long have i-Stop been activated. The numbers of green leaves have shown how “green” each driver during a vehicle ownership. Driver also have the option to turn if off with a “default” switch on center console. It is a small thing. But sometimes, its the smallest detail that makes the biggest difference. :D

Add to the fact that Mazda3 already proven to be a superb driving car with great handling dynamics, class-leading performance and well-finished interior. The i-Stop is simply a delightful icing on the cake. :D

Coming up next. Facelifted 2012 Mazda3 with its neat Skyactiv technology. :)

Likes:
The engineering integrity of i-Stop
Performance
Class-leading handling
Ride comfort
Overall execution

Dislikes:
None

2011 Toyota Ractis Verso

Vehicle: 2011 Toyota Ractis Verso
Price as tested: CDN$23500

Performance: Our tester comes with only one powertrain choice. That is Toyota’s proven 1NZ-FE which is 1.5 liter DOHC 16-valve with VVT-i variable valve timing and intelligence technology. Despite of its smallish size, its level of refinement and flexability are up to what we expect from Toyota. It has a decent 109hp and 115 lb/ft of torque at driver’s disposal. While you won’t be mistaken Ractis as an IS350, it certainly got what it should be done as an economy car. Even if it has to carry 1130kg of weight through its paces. The 7-speed CVT with paddle shifters have worked surprisingly well, which doesn’t generate as much noises as we expected. The paddle shifters are able to let driver to work its way on different rpm to keep the Ractis moving. On the other hand, this powertrain combination has given exceptional fuel economy which we had an average of 6.3 liters per 100km with 80% of city driving.

Handling: While the chassis feels a bit detached and steering continues to have some sorts of numbness, as expect from a Toyota. Ractis’s dynamic abilities are a delightful surprise. The steering feels downright precise and sharp even if its an electric variety. It is able to track its path accordingly without feeling twitches. Ride quality has to be rated as one of the bests, which is able to absorb all the bumps and roughness with ease. Push into corners, Ractis provides some sorts of entertaining factor which have lost with many of Toyota’s small offerings. There are some terminal understeer and body rolls are controllable. Dynamically speaking, Ractis offers a lot of delightful surprises consider Toyota’s recent efforts.

Brakes: With front discs, rear drums and standard ABS; Ractis’s braking performance is another delightful surprise. The stopping distance is short while pedal feels alive. ABS doesn’t step in unnecessarily wrap up the whole dynamic package.

Interior: As a huge hatchback fans, Verso’s luggage space is very appealing. With the rear seats fold down completely into the floor, it got surprisingly amount of luggage space given its compact dimensions. With minimal side instrusions and a flat floor, Ractis is able to swallow anything one can imagine.

There are surprising amount of rear leg and headroom judging by its physical dimensions.

In front, its standard velour seats are well-foamed and comfortable. All the auto climate control and stereo are initutive at best. Unfortunately, everything have been wrapped up with those cheesy plastic.

Conclusion: The Ractis Verso is an exciting offering from Toyota. Its not only its surprisingly entertaining to drive through twisties, its amount of interior space and feature content would make anyone surprise of its merits. What really seals the deal for me is the CVT, when it comes with paddle shifters, don’t generate as much noises as I expected. Best of all, it offers lots of value for your money with a sense of character, which we have rarely seen from Toyota in the last couple of years. If all of the above mean the giant is finally awakening…….hopefully. :)

OVERALL VERDICT FOR 2011 Toyota Ractis Verso
=====================================
Performance: 3.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 3.75/5

2011 Honda Freed

Vehicle: 2011 Honda Freed
Price as tested: CDN$25500 (Estimated)

Performance: Is the Freed able to redefine what the compact people mover as what Honda does with their Fit? Or is the Freed just a Fit with an extra row? We will have the answer after this test drive.

The Freed, as we have said, is based on Fit’s strong underpinnings. That means it receives the same heart as its silibing. That said, it has the identical 1.5 liter 16-valve 4-cylinder SOHC with Honda’s well-known variable valve timing with intelligence called i-VTEC. Which means this engine has 118 ponies and 107 lb/ft of torque at driver’s right foot. While you won’t be able to drag race a sports car with this little Freed, its more than capable for its status-in-life as a compact people mover even have to carry 1280kg of curb weight. CVT is the only gearbox available on the Freed. Without CVT, Freed would be more sluggish than what we expect. However, CVT’s utmost efficiency and economy really do help with Freed’s overall performance. Apart from typical Honda refinement and smoothness, there is a real drawback with Freed’s powertrain. That’s the rather noisy acceleration with the CVT gearbox. If Honda is able to engineer a paddle shifters on the steering or even manumatic mode, driver can control its rpm with less racket-like.

Handling: The Fit has been well-known for its exceptional handling and ride compromise. Freed haven’t lost anything to the Fit, dynamically. While there are more body rolls and understeer when pushed Freed into corners. It remains a very composed and balanced ride, even with higher center-of-gravity and slightly softer suspension. As with most Honda, its very much fun-to-drive. The steering has nice feel and feedback, with good precision. It has tracked its path relatively well. When it comes to ride comfort, it rates as some of the bests in the segment. The suspension is comfortably compliant which absorb all the bumps and roughness surprisingly well. If there is one drawback, its the elevated seating position. It feels like driving on top instead of inside a car, which tends to exaggreate its body rolls and understeer.

Brakes: With front discs, rear drums and standard ABS; Freed’s braking performance has done surprisingly well too. The stopping distance is short, while pedal feels firm and well-modulated. ABS doesn’t step in unnecesarily while pedal remains fade-free.

Interior: Given Freed’s physical dimensions, its 3rd row feels surprisingly well. Just like many of those compact people mover, the 3rd row is a neither/nor kinda affair. If you have to sit 2 more people, luggage area is pretty much non-existence. Fold the 3rd row onto the side, Freed has a decent amount of cargo space given its size.

The 2nd row continues to sit comfotably for 2 persons thanks to those well-foamed bucket seats with armrests. As with most of these compact people mover, the 2nd row passengers have to leave in order to let 3rd row get in and out.

In front, its interior quality is good enough for Freed’s price. The materials are decent while panel gaps are tight. All the auto climate control and stereo are initutive, while instrumentation gauges are clear and analog. If there is one drawback, its the thick A-pillars which have blocked some visibility to the front. That means you won’t be able to see anything right from the A-pillars to the hood. Get used to its visibility or kiss your front bumper “good bye”.

Conclusion: As for the questions I posted on the top. The Freed is more than only a Fit with the 3rd row of seats. Its a Fit with so much more. It has more interior space, more interior amenities and even more understated styling. In fact, it has set a new standard when it comes to compact people mover.

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

Overall rating: 4/5

2011 BMW 523i Touring

Vehicle: 2011 BMW 523i Touring with M sports suspension and Panormanic sunroof
Price as tested: CDN$65500 (Estimated)

Performance: Does grass really greener on the other side? Our latest tester seems to think that way. The subject to our latest test drive. BMW’s latest 5-Series Touring, a version of the 5-Series which unavailable Stateside.

Despite of all the performance claims, our tester arrived with 5-Series’s base engine. Unfortunately, this 204hp 2.5 liter DOHC 24-valve straight-6 also served as Canadian’s basic 323i’s powerhouse. While there is nothing unfortunate about BMW hallmark I-6′s level of refinement, smoothness and NVH. Its really a pity when it has to match with latest Touring’s 2380kg of curb weight. The 180 lb/ft of torque doesn’t help much neither. What it really helps is the eager 8-speed Steptronic. This Steptronic’s ultra-low 1st and 2nd gear ratios certainly help the course of launching this beast. As with all 8-speed gearbox, there are just too many damn gears in between super low 1st and 2nd vs super tall 7th and 8th. The gear hunting between 3rd and 6th just make this motor worse, when it comes to responsiveness. That’s even if it helps its fuel economy marginally. If you want to make out of this sluggish motor, use the paddle shifters on the steering.

The moral to the story is 5-Series Touring is available with both smooth-as-a-silk 3.0 liter normally aspirated 528i or N55 twin-turbo in 535i, for those who are seeking for a proper performer.

Handling: What makes the 5-Series Touring such a balanced vehicle is down to 2 folds. Its rear-wheel-drive 50/50 proper weight distribution and optional M sports suspension. Once you get passed these 2 areas. 5-Series Touring just feels as underwhelmingly as all the latest 5-Series offerings. The Touring does exceed in the same low driving position as its sedan silibing, unlike the disgusting Gran Tourismo which like driving on top instead of inside. Its cost-cutting run-flat tires just make the ride choppy on washboard pavement, especially when mated with the capable sports suspension. Because of the entry-level status of 523i, our tester doesn’t equip with any active dampers. The steering just feels numb and darty, completely lost the sort of road feel one associates with BMW in the good ole days. However, its DSC remains uninstrusive. There are controlled body rolls, while understeer and oversteer are well-tempted. The ultimate driving machine, this is not. Instead, BMW should rename Bavarian Marketing Works is more approrpriate slogan.

Brakes: However, its braking performance lives up to BMW’s good reputation. The stopping distance is short, while pedal feels well-modulated and solid. The pedal feels firm even after a couple of hard stops, while ABS doesn’t activate unnecessarily.

Interior: Unlike many of the crossovers, Touring’s rear glass opens independently from the tailgate. That makes for a huge surprise given BMW’s latest rounds of corner cutting. Once the tailgate opens, Touring offers more space than any of those GT or X5 when rear seats fold down. Its minimal side instrusion does help the course too.

In front, its the same old, same old 5-Series interior. That means the materials are not bad but far from class-leading. The latest i-Drive is more initutive than before.

Conclusion: Despite of my criticisms, the latest 5-Series Touring remains a far better choice than both GT and X5. It offers far better dynamic qualities and interior space than either of them. All have done with proper styling that is both sporty and elegance. In fact, it proves grass is indeed greener on the other side.

OVERALL VERDICT FOR 2011 BMW 523i Touring
=====================================
Performance: 2.5/5
Handling and ride/fun-to-drive: 3.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 3.5/5

2011 VW Caddy Panel Van

Vehicle: 2011 VW Caddy Panel Van with 6-speed DSG
Price as tested: CDN$26500 (Estimated)

Performance: Our tester comes with VW’s delightful 1.9TDI engine. This engine has a good 104hp and, most importantly, 180 lb/ft of torque, at driver’s disposal. While the horsepower isn’t exactly spectacular in its class, its the torque which is most impressive of all. It doesn’t come as a surprise VW’s TDI has been highly praised as one of the finest turbodiesels around. Its so smooth, willing and NVH are exceptional. Mated with this delightful engine is VW’s 6-speed dual clutch gearbox. Its dual clutch variety has produced exceptional up and downshift efficiency, with uncanny smoothness thanks to its well-honed engineering. If there is one drawback, however, its the lack of paddle shifters. Pity.
ni
Handling: Considering Caddy is based on Golf platform, it doesn’t feel exactly like a commercial vehicle. In fact, it drives exactly like a Golf with a more commercial-derived chassis and suspension tuning. I expect rude and crude like most commerical vehicle does when push Caddy through cornes. It comes as a downright surprise that its very refined and sophsicated for a commercial van. Ride is sublime without the usual harshness one associates with commercial vehicle. The electric power steering feels as sharp and precise, as those in a Golf. The feel and feedback are excellent, while path tracking is equally impressive either. There are some body rolls, as well as terminal understeer. ESP acts as a perfect active safety tool whenever its driver rears its ugly head. Dynamically speaking, its as well-planted and confidence-inspiring as driving a Golf.

Brakes: With 4-wheel discs and standard ABS; Caddy’s braking prowess certainly up to VW’s usually high standard. The stopping distance is short while pedal feels reassuring. Even after a couple of hard stops, it remains fade-free. ABS doesn’t step in unnecessarily wrap up the entire dynamic package.

Interior: The biggest highlight to all those panel van has to be its luggage space. With a rear barn doors which are able to open in full width plus 1650 liters of luggage space, any handyman is able to do anything else they want with ease.

In front, it has all the materials and fit-and-finish one expects from a VW. The instrumentation gauges are clear and analog. Even if the driving position is slightly elevated than an equivalent Golf, it doesn’t make you feel like driving “on top” instead of “in” the vehicle. Those velour seats are comfortable yet very well-made.

Conclusion: Along with the Ford Transit Connect and Peugeot Partner, VW Caddy has served as another commercial vehicle which will be on top of our favourite list. It got plenty of power, handles exceptionally well and an interior, that’s both practical and superbly made.

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

Overall rating: 4.5/5

2010 VW Polo 1.4FSI

Vehicle: 2010 VW Polo 5-doors 1.4FSI with DSG
Price as tested: CDN$22400 (Estimated)

Performance: Our tester comes with 1.4 liter 4-cylinder DOHC 16-valve with VW’s well-renowed direct injection technology called FSI and variable valve timing. It has 85hp and 93 lb/ft of torque which mated with 7-speed dual clutch gearbox. Its performance is simply underwhelming when pushed. There are better powerplant in Polo’s stable that has better delivery of power than this 85hp mill. However, we definitely hope our tester is the 1.2 liter turbocharged engine with 105 ponies. That’s because this 85hp little mill can only be describe as adequate if not as powerful as Polo’s arch-rival, Fit’s 1.5 VTEC. Without the help of its 7-speed DSG, which has to be the world’s best dual clutch gearbox. Its not only shifts quicker than any manual gearbox, its also a very economical gearbox. The extra 7th gear ratio is a welcome addition to this engine, which makes driving on the highway much more leisurely. Both the 6th and 7th are tall enough for excellent highway cruising. On the other hand, 1st and 2nd have set very low to improve Polo’s bottom-end acceleration. That makes Polo a far peppy car than one expects for such a tiny powertrain. However, its lack of paddle shifters on the steering wheel have made manual shifting redundant. Whether the owner would use the manumatic mode is beyond my knowledge without proper paddle shifters on the steering wheel.

Handling: Its always hard to fault VW’s chassis stiffness and rigidty, even for an entry-level hatchback called Polo. The Polo handles and rides surprisingly well through black-top twisties. Not only the chassis is rigid and solid, the well-calibrated suspension has enough suppleness to provide Teutonic ride quality through all the pavements. It absorbs all the expansion joints, expansion joints and patholes exceptionally well. In short, Polo is rated as one of the most comfortably riding subcompacts on the market. The electric power steering provides delightfully good road feel and feedback, while its also precise and sharp to driver’s input. There are some body rolls while safe understeer is expected in this class of small car. Despite of its entry-level status, Polo’s ESP doesn’t step in unnecessarily which is always been a good thing.

Brakes: With front discs, rear drums and standard ABS; Polo’s brake feel certainly live up to VW’s high expectations. It doesn’t surprise me at all, as the pedal feels alive at all the times. The pedal feel is solid and easily modulated. ABS acts at the right time at the right place is an added bonus.

Interior: With the low liftover and fold down rear seats, Polo’s cargo space is more than what you expect from this size of car. Its squared cut-off on the side does help the cargo space. There is also a privacy cover to keep all the items safe and sound in this compact space.

On the front, Polo’s use of materials and workmanship are best-in-class. All the plastic and velour materials are world-class and fit with utmost precision. On top of that, the climate control and stereo have placed in location that is easy reach for driver. On the other hand, all those knobs are large enough for driver to use with glove hands. All the instrumentation gauges are clear and analog.

Conclusion: VW has done a very good job on updating its Polo. The new Polo is a very balanced blend of perfomrnace, handling and interior features. All have done without losing the top quality build that is very much a VW.

OVERALL VERDICT FOR 2010 VW Polo 1.4FSI
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Performance: 3/5
Handling and ride/fun-to-drive: 4/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

2010 Toyota Ractis

Vehicle: 2010 Toyota Ractis 1.3 Luxury
Price as tested: CDN$23000 (Estimated)

Performance: When you consider Ractis shares the same platform with Yaris, its base 1.3 liter 4-cylinder engine is basically the entry-level engine choice in the whole series. This little mill has 87 horses and 93 lb/ft of torque, which is a typical commuter car powerplant. While you won’t expect breathtaking performance from a small 1.3 liter, even with both DOHC and Toyota’s variable valve timing technology called VVT-i for intake. The engine sounds refined and smooth for the most part. That’s until you get to its CVT gearbox. When you need to accelerate from standstill to 100km/h, you have to live with about 14 seconds of noise generating from this CVT. We have always been big fans of CVT, the reasons being for its silky smoothness and fuel economy provided through gearless sensation. But Toyota’s CVT is definitely not some of the better ones we have experienced. Better yet, go with Ractis’s 5-speed manual which is a far better choice.

Handling: When pushed through corners, Ractis’s high driving position tends to exaggreate the amount of body rolls and understeer. Unlike the Yaris it is based on, you feel like driving on top instead of inside the car. That’s despite the fact that Ractis’s center-of-gravity is pretty low due to its hatchback origin. On the other hand, the electric power steering feels rather numb and dead. As one expects from Toyota appliance. However, the steering response is decent. The lack of electronic stabililty control is an oversight by Toyota. Perhaps its another corner cutting from Toyota when it comes to active safety feature.

Brakes:Even if the Ractis is standard with brake assist and electronic brake force distribution, the lack of ABS is another oversight in Toyota’s part. The front discs and rear drums provide good enough pedal feel. The pedal feels alive whenever driver pushed it into the bottom, with a couple of hard stops.

Interior: The single biggest difference between Yaris and Ractis is the amount of cargo space for the latter. It all begins with a completely squared cut-off for ease of cargo loading, then a low liftover which cut off on top of the bumper. The icing on the cake is the fold down rear seats which completely fold flat into the floor, which is something the Yaris is never able to achieved.

There are plenty of head and legrooms for rear passengers, once again, thanks to its boxy design.

On the front, I am still not fond of the center instrumentation gauges. The rest of the interior is typical small car layout, which means all the stereo and climate controls are logically placed for excellent ergonomics. Sadly, the use of nasty hard plastic has dampened the whole interior ambience.

Conclusion: With a proper 1.5 liter engine, a sportier suspension and a nicer interior; Ractis could well become a worthy Soul rival in North American market. In the meantime, we might have to stuck with those aging Scion Xa and Xb for a while.

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

Overall rating: 2.75/5

2010 VW Passat R36 Wagon

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

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

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

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

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

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

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

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

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

Overall rating: 5/5