When it comes to building traditional station wagon with utility in mind, those who are seeking to buy European would definitely have Volvo in mind. That’s similar to what you have to buy a Subaru when buying a traditional Japanese station wagon with AWD.

Everything else from Volvo’s 245, 745 and 765 have always been the definition of what an utility vehicle stands for. While they aren’t as stylish as Audi Avant, Volvo’s boxy wagons have always been practical, highly utility, handles decently with good enough powertrains to match their unique character. 850 T5-R sportswagon used to be the first wagon to enter BTCC in the early 90s with great result. As with 850 T5-R, 850R and V70R AWD; Volvo wagons are as good as it gets.

When Volvo invested heavily into the XC70 Cross Country, which is basically a jacked-up V70, in North America. They have put less resources into traditional wagon like V50 and V70. We have seen the hugely successful XC60 and XC90 crossovers, which are extremely practical thanks to Volvo’s expertise on buidling utility wagons. In 2011, Volvo will be dropping V70 in flavor of XC60 and XC70 due to “customer demand”. Although the incoming V60 based on all-new S60 will be more stylish and less practical given its rounder looks, its pretty much unsure whether Volvo will bring it across the ocean.

We can pretty much count how many station wagons left in the market right now. Impreza has changed from wagon to hatchback. Outback has replaced Legacy wagon. 5-Series Touring won’t be coming over in flavor of the pointless X6 and 5-GT. Mercedes has firmly believed GLK can taken the place of the C-Class wagon, although E-Class wagon will be debuting soon. Audi remains commit to their Avant even with limited engine choices. Good luck if you can find some Passat wagon in VW showroom. Even Saab isn’t sure whether 9-3X will replaced 9-3 SportCombi when this quirky Swedish brand reestablish itself by the end of this year.

Perhaps most consumers don’t even know those crossovers are basically a guessied-up wagons……….

Vehicle: 2011 Porsche Cayenne Turbo with Sport Pkg and Comfort Plus Pkg
Price as tested: CDN$138175

Performance: When Porsche came out with the original Cayenne 7 years ago, it has quickly become the gold standard which others have to be judge when it comes to building a proper SUV. Is Porsche able to up-the-ante with their 2nd generation? We will find out after this review.

You can basically opt for anything right from the 290hp 3.6 liter V6 to the 550hp Turbo S with the Cayenne. Our subject is the latest Turbo. If you have thought you have driven a powerful SUV, you should have tried the Cayenne Turbo before saying about. That’s because with 500 ponies and 516 lb/ft of torque moving a 2-tonnes truck, this 4.8 liter DOHC V8 twin-turbo really moved this heavy Porsche with authority. It all have done without any annoying turbo lag when both turbos spool up. As with all Porsche, the engine comes with latest technologies like direct fuel injection and Variocam Plus. The best thing of all Porsche has to be its Teutonic engine note, which is always entertaining while music to every enthuisast’s ears. The engine always delivers superb refinement, smoothness and NVH; without losing to its performance prowess. Mated with this powertrain is Porsche’s refined 6-speed Tiptronic-S gearbox. This manumatic not only able to up and downshifts at redline, its also allow driver to drop cones with paddle shifters at any gear. Its gear ratios are perfectly match for Turbo’s sporty character. As the 1st and 2nd gears are low enough for exceptional acceleation, while leaving 5th and 6th tall enough for comfortable cruising. 3rd and 4th are always keeping the turbo engine in full boil.

Handling: We have always wondered what Porsche could make the original Cayenne Turbo handles like a sports car rather than an SUV. Their latest generation has taken the best to a new height. As we have known, this platform has been famous for its level of stiffness and rigidty. So that its able to handle as much horsepower as 550hp in the flagship Cayenne Turbo S. Along with all those electronic nannies right from PASM and PDCC, which enhance Cayenne’s driving characteristics. Then combined with world’s best ESC called PSM or Porsche Stability Management, which could well be the most uninstrusive stability control in the business. Not to mention the excellent AWD system that is mated to the rest of the equation. The result is an SUV that drives like other SUV in the business. The center-of-gravity is low even if the whole truck is tall. That means the driver feels like driving the best sportswagon rather than riding on a tall SUV. Porsche’s traditional awesome steering has transformed into Cayenne Turbo perfectly. The ultimate precision, directness and surgical feedback are something only Porsche engineers could do with an SUV. There are minimal body rolls when pushed Turbo into any corners. Its air suspension is comfortably compliant which means it rides just like any luxury car on the road, while providing sure-footness handling for most drivers. On the other hand, press the “Sport” button on the PASM really transformed the already sharply focused SUV into a real sports car. That’s if the driver has the ability to handle such a powerful SUV on a racetrack or just on black-top twisties. There are many carmakers wish they can combined sublime ride quality with sharp handling, not many have come even close to Porsche. There are even those who are dreaming of engineered an SUV like a sports car, many are not even close to Porsche. In fact, if the Audi RS6 Avant is the best sportswagon in the world. Cayenne Turbo has to be the best SUV in the world. The same holds true 7 years ago, it remains an undeniable fact today.

Brakes: Porsche Turbo brakes have always been highly recognized for their ability to haul anything to stop without any hesitation, right from their legendary 911 Turbo to their latest Panamera Turbo. The Cayenne Turbo is the prime example of how Porsche engineered a braking system more powerful than the engine itself. Even if it has to carry 2 tonnes of German prestige the brakes remain fade-free and solid even after a couple of hard stops in hot weather. The pedal remains solid and confidence-inspiring stops after stops. ABS doesn’t step in unnecessarily wrap out the hallmark of a wonderful braking system.

Interior: At the back of the Cayenne, it has a rear wash wiper which is something really needed for a hatch. The liftover and side cut-off are squared off for ease of loading into the back of the Cayenne. With the rear seats fold down properly, Cayenne can hold anything else without breaking a sweat. If there is one drawback, its the rear glass doesn’t open indenpendently, which it should.

If you think the original Cayenne interior is the result of Porsche’s cut-cutting from 996 era, the new one is anything better. The whole interior layout is exactly like the Panamera, right from the instrumentation gauges to the button-busy center console. However, the use of materials are all top-shelf, which justify the price tag Porsche charged for the Cayenne. Those power leather sports seats provide multiple adjustments while offering excellent back, thigh and side support even when cornering.

Conclusion: “If it ain’t broke, don’t fix it” has always applied to any successful product. When its time to redesign the segment leader, any carmaker has to take a huge risk of losing current customers while gaining new ones. Fortunately for Porsche, they are able to turn the Cayenne into an even better car. In short, its the new benchmark as the whole package.

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

Overall rating: 4.5/5

Vehicle: 2010 Infiniti G37 Sedan Sport M6 with High Tech and 4-wheel Active Steer Pkgs
Price as tested: CDN$59128

Performance: One of the major reasons for considering an Infiniti G is power. With G37 replaces G35, Infiniti decided to up this ante with more horsepower and torque. The latest guise is motivated by possibly the world’s best V6 engine. This VQ37HR has always been highly praised in DirectShift as it provides silky smooth delivering of exceptional performance, without losing any stream while pushing through redline. In the latest G37, it has 328hp and 269 lb/ft of torque at driver’s disposal. The throttle response is excellent without feeling too twitchy. Unlike some of its rivals, Infiniti’s normally aspirated engine doesn’t have any of those annoying turbo lag. Its not only a torquery powertrain, its also a very willing one to rev. Our Sport M6, as indicated by its model name, comes with a sweet 6-speed manual gearbox. Its not only the clutch is light and progressive, the gear ratios are well-matched to VQ37HR’s willing characteristics. The throws are short and precise, while the gates are well-defined.

Handling: Infiniti has built its reputation on producing a fun-to-drive and sporty sports sedan alternative to more expensive German rivals for a long time, right from the original Q45. The latest G37′s chassis, once again, provides itself to be a true rivals to those German brands. The chassis rigidty and stiffness are impressive. Its based on a solid foundation for suspension components to hang its heads. On the other hand, the sports suspension on our G37 Sport is comfortably compliant without feeling harsh. Its supple yet comfortable, exactly what one expects from a proper German sports sedan. The ride is firm but definitely far from harsh. The near-perfect 50/50 weight distribution from its front-engine rear-wheel-drive layout provides balanced yet agile handling dynamics through corners. Pushed the G37 Sport through twisties, all it provides are plenty of driving fun. The steering offers excellent on and off-center feedback with sharp turn-in. The icing on the cake is the optional Active Steer Package, which is a system which gives the rear wheels more active into the corners when pushing without losing the composure of a proper rear-driver. Combined with Infiniti’s Vehicle Dynamic Control, you aren’t get anymore driving fun than pushing the G through black top twisties. Last but not least, its the body motions very well-controlled.

Brakes: With 4-wheel discs and standard ABS, G stops exceptionally well. The stopping distance is short while pedal always feels solid and reassuring. After a couple of hard stops, it remains fade-free. The brake pedal actually has some lives to it is an added bonus. Add to the ABS that doesn’t step in unnecessarily rounded out the excellent dynamic package.

Interior: Infiniti finally addressed the single biggest criticism of the original G, and that’s cheap interior. The original G35′s interior is cheap and plasticky. The latest G37 finally matched up to its main rivals. As it has plenty of soft-touch plastic materials on the dashboard and door panels. The aluminum trim is a tasteful yet sporty touch to the well laid-out interior. All the instrumentation gauges are clear and analog, while auto climate control and navigation system have to be the most initutive in the business.

We are very appreciate of Infiniti designers finally put the power seat switches on where it should belong. Infiniti used to put switches on the seat bolsters which are ergonomically incorrect. They are in the right place where its on the side of the seats.

If the biggest drawback is the lack of a proper fold-down rear seats, only center ski pass through to go from the trunk into the interior. Although G37 got a nicely padded trunk hinges with wide cut-off. Combined with the high liftover and lack of proper fold-down rear seats, it suddently make the G37 not as practical as one would have thought judging by its physical dimensions.

Conclusion: After years of staying behind those of Lexus and Acura, Infiniti has finally come out on top with the latest G37. The G37 Sport not only have a great engine, handles exceptionally well, looks apart and comes with plenty of features. Its also offers great value compares to most of its German competitions. If you are in the market looking at IS350 and TL, make sure you test drive the G37. You might end up with this G37 instead of its Japanese counterparts.

OVERALL VERDICT FOR 2010 Infiniti G37 Sport
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4.25/5

Vehicle: 2010 Mazda3 Sport GT
Price as tested: CDN$25195
Mileage since picked up: 3500km
Regular maintenance: 0
Unscheduled repairs: 0

Without a doubt, Mazda3 has one of the best interiors in this competitve segment. Both the use of materials and fit-and-finish are world-class. All the switchgears have high-quality tactical feel in its operation. Its also a very polite car as it said “Hello” when you fire up the engine, while saying “Good Bye” when turn off the ignition. The cloth sports seats on our Sport GT provide wonderful thigh and back supports.

In terms of cargo space, its low liftover with squared side sills provide a box-like luggage space for ease of loading. One can load possibly everything into the back of the Mazda3 without breaking a sweat. This alone would make buying a sedan a rather redundant choice given the price difference.

Vehicle: 2010 Lincoln MKT AWD Ecoboost
Price as tested: CDN$54980

Performance: Last year we were really enjoyed the driving experience of the Ford Flex. The Lincoln MKT is loosely based on the same platform. Whether it will come out as a purely Flex with lipstick or is it really a Lincoln flagship? We will find out after this test drive.

Our tester comes with Ford’s hyped Ecoboost engine series, as we already given lots of praises in the Taurus SHO. The same story applies to the MKT. The 3.5 liter DOHC V6 24-valve with two turbochargers are producing 355 horses and 350 lb/ft of torque. It is able to move this 2 tones of heavy beast with authority off-the-line. All have done without the annoying turbo lag one associate with turbochargers of the past. Both turbos spool up quickly and efficiencly without any fuse. The variable valve timing also helps this Ecoboost engine’s mid and upper range when pushed. The overall refinement and flexability on Ecoboost engine is simply impressive. When mated with direct injection technology, the fuel efficiency in this MKT has been stellar. We got an average of 13 liters per 100km which is impressive in this segment. The flexability and revving quality already blown a German company’s same system away. Best of all, it delivers power of what it should be. Without a proper gearbox, no matter how good an engine is simply useless. In MKT’s case, it got an excellent 6-speed manumatic with paddle shifters. Not only the lower gears set to low ratios to improve acceleration. Both 5th and 6th are tall enough for MKT’s cruising abilities. The availability of paddle shifters encourage shift’em by yourselves to better use of Ecoboost rev ranges.

Handling: The MKT handles surprisingly nimble consider how much it weights. While the suspension has been softened up for more luxurious-oriented Lincoln-esque ride quality, it continues to impress through the corners. I half expected MKT handles so confidently and reassuring when pushing through twisties. As suspension has done a good job of providing a supple yet comfortable ride, without sacificing the handling dynamics through right damping characteristics. Although the steering feels a bit vague and numb, precision and response are more than adequate. While there remain plenty of body rolls, they are more than tempted consider its vehicle size. MKT’s AWD system has done a good job of combining with AdvanceTrac, which acts as safety curtains, before any driver rears its ugly heads. The AdvanceTrac only steps in before AWD is unable to save from oversteer and understeer, which acts as second line of defence in active safety.

Brakes: Consider MKT’s curb weight, its brake pedal has done a more than good enough job to haul this beast to a standstill. The stopping distance is short and pedal feels reassuring. The pedal always feels confidence-inspiring with lots of lives to it. On the other hand, ABS only acts necessarily.

Interior: The use of materials and fit-and-finish are more than up to Lincoln standards. There are plenty of soft-touch plastic and leather around the dashboard. All the instrumentation gauges and major HVAC are all within easy reach. Both the climate control and stereo system are easy to figure out.

The second row of seats are comfortable. On our loaded version, it comes with a cooler for those on a long trip. Lincoln claims its cooling ability is twice as fast as refrigator in your home.

As with most crossovers, there aren’t many cargo space with the third row up. With the third row folds down, there are more than enough space to carry luggages with 5 persons on board.

Without the back-up camera and back-up sensors, MKT’s slightline is simply poor thanks to the thick pillars. With those features, it makes backing up the MKT a far more easier and safer job.

Conclusion: Before I started the test drive, I was expecting MKT is only a Flex with a lot of chrome to make it a Lincoln. But I came away impressively as MKT feels like every inch a Lincoln, with enough merits to challenge some of its intended rivals.

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

Overall rating: 4/5

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

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

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

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

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

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

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

Vehicle: 2010 Volvo V50 2.0 Powershift
Price as tested: CDN$32500

If you are regular Directshift reader, you probably know we are huge fans of sportswagon and double clutch gearbox. Given Volvo is the master of producing practical sportswagon, with the infusion of their new double clutch gearbox called Powershift. What is the end result?

Ever since Audi innovated the Direct Shift Gearbox in the Mk1 TT 3.2 Quattro, we have been smitten by its efficiency and speed provided by the double clutch concept. In the case of Volvo, its gear engagement and clutch blipping between shifts are as good as anything from Audi. The rev match when downshift is quick without losing all the compousure one expects from Volvo. As for upshift, Volvo engineers have done a marvelous job for second clutch to engage the even gears. They have also given Powershift the same shifting feedback as traditional automatic gearbox with torque converter, which in turn, appeal to those traditional Volvo clients. In the past, we have criticized Volvo’s manual shift gate as too stiff to up and downshifts. Volvo have addressed that issue with Powershift for giving it a crisp shift gate. But, as always there is a but. The Powershift doesn’t come with a proper steering paddle shifters. That means whether any driver would do an up or downshift through the gates is beyond me.

In terms of driving experience, Volvo has always been about benign yet safe dynamics. All these combined together make a very secure and civilized car to drive. However, its definitey can’t be considered as a driver’s car. It just makes the V50 feels sporting due to its sports suspension, instead of sporty as some of its German competitors do.

The 145hp and 157 lb/ft of torque have given V50 a decent enough performance, especially with the Powershift. The level of refinement and flexability are a delightful surprise given how sluggish the previous 2.0 liter in the outgoing V40. It makes for a much more inspiring drive for those who are looking for a comfortably riding wagon.

Even for a company as conservative as Volvo, the double clutch gearbox has served a wonderful purpose of combining excellent fuel economy. Our V50 tester comes in at a porky 1890kg but return a respectable 9.5 liters per 100km during all city driving. As well as environmental friendliness which is what Volvo is famous for. Combined with a comfortable interior and a cargo space which makes SUV redundant, this 2.0 would serve as a good base engine for V50 for years to come.

Likes:
Practical and versatile wagon
Competent ride and handling
Comfortable

Dislikes:
Not as much fun-to-drive as its rivals
Cramped backseat

Vehicle: 2011 Hyundai Sonata Limited
Price as tested: CDN$28999

Performance: The previous Sonata was good enough to earn Directshift’s coverted Car of the Year award. Is the new Sonata any better than the impressive outgoing car? We will find out after this review.

Unlike the previous Sonata, the latest iteration is no longer available with V6 engine. That’s because Hyundai has scheduled a 4-cylinder turbo and hybrid coming on the horizon. In the meantime, this 2.4 liter DOHC 4-cylinder 16-valve comes with dual variable valve timing for both intake and exhaust. As well as advaced direct fuel injection technology. With 198 ponies and 184 lb/ft of torque at driver’s disposal, the latest Sonata provides the most horsepower in its respective segment. Not only does this direct injected motor provides exceptional refinement and flexability; its powerful enough to let anyone forget about opting for the V6. Its also enough to motive 3316 lb of South Korean leather-lined of luxury with ease. However, the incoming 274 hp 2.0 liter turbocharged 4-cylinder is what we are all waiting for. If you just can’t wait for this forced induction Sonata, the current normally aspirated 2.4 liter is more than capable to suit your needs. Mated with this impressive 4-cylinder is the 6-speed manumatic gearbox. Previous Hyundai used to have a rather tall ratios for bottom gears. Not anymore. The new Sonata has properly low gear ratios for 1st and 2nd for enthuisastic launch while leaving 5th and 6th for superb highway cruising, on the other hand, leaving 3rd and 4th to keep the engine in all sweet spot. There are paddle shifters on the steering wheel for manumatic mode, unfortunately, it won’t allow any enthuisastic driver to drop gears on “D”. That makes the paddle shifters rather redundant in its purpose. A paddle shifters should allow driver to drop the gears whenever its needed.

Handling: The Sonata begins with excellent foundation, which means rigid and stiff chassis for suspension components to hang its heads. That means the chassis is completely lack of anything called cracks and rattles even when driven through rough Canadian roads. What makes us impressive with the Sonata is the European supple ride quality Hyundai engineers dialled with the suspension. We already praised this kind of suspension tuning prowess with the impressive Genesis and Elantra Touring, both of these cars have Teutonic enough driving feel to let anyone forget about anything Japanese. The new Sonata isn’t any difference. While the ride is soft and cushioned on washboard pavements and expansion joints, it won’t feel any kind of softness one associates with some of its peers. On the other hand, the suspension yields firm driving dynamics without compromising anything in terms of comfort. While there are still some minor body rolls and safe understeer does surface. All have done with confidence and sure-footness when pushed this Sonata through twisties. The steering provides good feel and feedback, with top-notch precision and responsiveness. Sonata’s ESC doesn’t step in when pushed in the corners until driver rears its ugly head. That’s already considered uninstrusive given Sonata’s family car status.

Brakes: With both 4-wheel discs and standard ABS, the Sonata provides impressive braking feel and feedback. The pedal always feels alive even stop multiple times during hot summer weather. It doesn’t exhibit any kind of fades, along with ABS which doesn’t step in unnecessarily, have rounded out Sonata’s impressive dynamic package.

Interior: Slip behind the wheel of the new Sonata, you would have thought you are sitting in an Audi. That’s because the use of plastic and leather materials are world-class. Fit-and-finish is top-notch. All the panel gaps are tight and fitting. The dual-zone auto climate control is initutive thanks to the human-like pictogram for fan position. The stereo is equally initutive and easy to use. Instrumentation gauges are clear and analog.

While the coupe-like roofline has sacificed some of the headroom from a boxier profile, its actually not as terrible as most would have thought. The leg and elbow room are impressive for Sonata’s rear passengers, thanks to US EPA’s large-car rating for its interior space. Sonata is the second car in the mid-size family car segment to classify as a large-car, in terms of interior space. First car is the current Accord introduced in 2008.

Although the trunk liftover is a little bit high and side sills are a bit narrow, loading luggages into the Sonata remains fuss-free. Along with proper fold-down rear seats, the full-size Sonata is able to swallow any luggage of any size human car possibly think of. However, the use of instrusive trunk hinges have cut into many of those groceries below.

Conclusion: If you think the previous Sonata already a great car, Hyundai is able to turn such a great car into an even better car. It got plenty of power, even if the 274hp 2.0T haven’t come along. It handles relatively well. The most impressive aspect is Hyundai is able to design a sexy family sedan without losing any of the interior space that this segment needed. Its the other way around! In short, Hyundai has upped the ante in this important segment.

OVERALL VERDICT FOR 2011 Hyundai Sonata
=====================================
Performance: 4.75/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

Vehicle: 2011 Mercedes E550 Cabriolet with Premium Package
Price as tested: CDN$80700

Performance: Mercedes has just about every E-Class for everybody. We have reviewed the E-Class sedan and coupe, there will be a wagon and the highlight of this test drive. The E-Class Cabriolet.

The Cabriolet, as with its coupe silibing, is available with both V6 and V8 guise. While we are feeling solely disappointed that Mercedes Canada refused to bring their impressive direct fuel injection technology with the V6, which dubbed CGI BlueEfficiency. We were downright impress with Mercedes V8 offering. This 5.5 liter V8 DOHC 32-valve has a whopping 382 ponies and 391 lb/ft of torque, moving the E-Class Cabriolet’s 2295kg of Teutonic open air of motoring with ease. The credit has to go to Mercedes’s smooth 7-speed G-Tronic gearbox, which has excellent gear ratios for both low and high end. The 1st and 2nd gears are low enough for peppy acceleration, on the other hand, 6th and 7th are tall enough for awesome highway cruising. That’s when leaving anywhere between 3rd and 5th to keep the V8 in full boil. On the other hand, there are paddle shifters on E-Class’s thick steering wheel for manumatic mode. We are glad to see Mercedes is willing to let any driver to drop a few gears even when in “D” through the paddle shifters. That makes for much better control of the whole vehicle. Its pretty hard to doubt Mercedes V8′s world-class refinement and smoothness. It won’t feel anywhere that’s lack of power at any rpm. The throttle response is linear and quick without feeling too abrupt. That’s exactly what a Mercedes stands for. Calm, stable and powerful.

Handling: The Cabriolet, just like the Coupe, is based on a modified C-Class platform. That’s different than sedan and wagon which are based completely on E-Class platform. Either way, both are world-class platforms which are worthy of mentioning. Mercedes platform has always been famous for the rock-solid structure, which never felt any cracks and rattles. With the Cabriolet’s case, its completely free of anything so common on convertible. That’s called cowl shakes. Even when driven aggressively through railroad tracks and roads with patholes, there are any slight sense of cowl shakes transform into the cabin. The rest of the vehicle feels just like every other E-Class, which is rigid and solid. Its suspension is comfortably compliant, which provide firm handling without losing any ride comfort one associates with Mercedes products. When pushed the E-Cabriolet through twisties, there are slight body rolls. The standard Dynamic Package really enhances this E550′s character with the press of the “Sport” button on the center console. It really transform the E-Class from a plain blvd cruiser into a capable handler. Not only does the suspension stiffen up, the steering provides much better feel and feedback in return. The ESP in Mercedes has always been instrusive for our liking, which steps in a bit too early, when pushed hard into corners. However, given the status-of-life as a comfortable highway cruising. This kind of ESP instrusiveness is more than forgiving. The steering provides decent feel and feedback, even though Mercedes’s numb off-center feel remains intact. All and all, a complete enough dynamic package.

Brakes: Mercedes Benz’s braking performance has never been disappointed, the same goes for the E-Cabriolet. With 4-wheel discs and standard ABS, the E550 stops with confidence. Mercedes’s BA, or Brake Assist, won’t grab driver’s leg as aggressive as other similar systems. The brake pedal feels solid and alive all the time. ABS doesn’t step in unnecessarily is truly a hallmark of what make a great braking system.

Interior: You got what you pretty much expect from a Mercedes with the E-Class Cabriolet. The use of materials are notch above those nasty and hard plastic used previously in CLK, however, it won’t make A5 lose any sleep. The leather seats are finished in soft and supple leather hides, which provide excellent thigh support.

The rear seats are comfortable enough for two persons with the roof down. With the roof up, there is almost no headroom whatsoever.

The reason Mercedes remains true to soft-top instead of all those retractable hardtop is the amount of luggage space. As we have experienced with many hardtop convertible, there is almost none luggage space even for two persons on a weekend getaway as we have seen in both Infiniti G37 and Lexus IS350. With the soft-top configuration remains in the E-Class, it got more than enough luggage space for two persons on a weekend trip. Its also spacious enough to bring some shopping bags back home.

Conclusion: Mercedes is about to complete its E-Class range with the latest Cabriolet. Just like the rest of the E-Class range, its what Mercedes-Benz is all about. Classy, stable, calm, luxurious, understated with authority.

OVERALL VERDICT FOR 2011 Mercedes E550 Cabriolet
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.25/5

Vehicle: 2010 Mini One with Steptronic
Price as tested: CDN$21500 (Estimated)

If you thought Canadian-only Cooper Classic is already basic enough, wait tlll you try the Mini One. It all begins with the detuned 98 hp and 103 lb/ft of torque, from the same 1.6 liter DOHC 4-cylinder engine as the Cooper Classic. While the Cooper’s 120hp already felt adequate for most daily driving, this 98hp is barely enough to move One’s 1135kg of weight. In all honestly, its nothing more than a loud and noisy little mill. Even though its already better than last year’s 1.4 liter 85hp as in previous One, its still a gutless and rough powertrain. To make things worse, the 6-speed Steptronic’s 1st and 2nd gears just don’t have low enough gear ratios to move this heavymetal around. If you have to get an One, better go for the 5-speed manual which moves this gutless metal around.

When the One has the power, it handles as remarkably as any other Minis. The steering is typical Mini sharp and precise, with plenty of feel and feedback. There aren’t much body rolls when pushed, as long as it has enough power to move it around. Mini’s DSC-3 stability control is an uninstrusive version. However, with One’s medicore delivery of power. Even the most aggressive driver can’t moved the One oversteer when pushed hard into a corner. That’s primiarly because of Mini’s stiff and solid chassis, which has been overridden the medicore engine for proper driving pleasure.

Inside the One, its nothing but basic transportation until you opt for those expensive features. The 2-spoke steering feels ancient without any multi-function steering. The cloth seats feel rental-car like, while there are only manual air conditioning and stereo with basic CD function standard.

Once you loaded up an One, a proper Cooper won’t be too far sketched from Mini’s traditional long list of optional features. Given the amount of power delivered by the One, its guaranteed not to be a success even if Mini decides to bring it to Canada. Perhaps Cooper Classic is barebone enough for Canadian already.

Likes:
Rigid and stiff chassis
Nice steering feel

Dislikes:
Rough and sluggish engine
Basic standard features
Expensive when loaded
One can buy a BMW for its badge, seems like Mini is heading the same direction with the One.

Vehicle: 2009 VW Scirocco 1.4TSI with DSG and DCC
Price as tested: CDN$28600 (Estimated)

Handling: When VW introduced the original Scirocco back in 1974, it was all about driving fun. After 20 decades, VW reintroduced Scirocco with the same philosophy as its ancestor. What is it about? Its aout driving fun, fun and even more driving fun.

The latest Scirocco shares the same world-renowed chassis as its Golf silibings. That means a wonderfully stiff and rigid chassis for suspension components to hang its head. It won’t have any sorts of cracks and rattles. The end result for the Scirocco creates a truly wonderful sports car that can also serve as a practical hatchback. Combined with the nifty Dynamic Chassis Control (DCC), which have 3 settings (Auto/Comfort/Sport). Leave it at Auto and it adjusts the suspension firmness through the computer by the road surface and driver behaviour. In Comfort mode, its as comfortable as riding in a Passat with a firmer ride. The most astounishing has to be Sport mode. While in Auto mode, the body rolls and understeer are minimal. In Sport mode, they are all but non-existence. The electric power steering provides exceptional feedback and extremely precise, without any of those twitches one associates with less civilized sports cars. The most delighful surprise has to be its ride quality. Its comfortably compliant without feeling harsh or ungainly. Curving up corners just make you smile in the Scirocco. It really does bring lots of driving pleasure through its exceptional setting. Curves and corners, Scirocco can just eat it with plenty of smile for the driver. The icing on the cake is the ESP won’t step in unnecessarily.

Performance: Our test Scirocco comes with VW’s amazing twincharger engine. It all begins with a 1.4 liter DOHC 16-valve with variable valve timing and direct fuel injection, then add supercharger for the low rev range and turbocharger for those on the top. Spool up the supercharger at the low rpm has elminated much of the sluggishness for those without. When spooling up the turbocharger above 2000 rpm, its transition between blower and turbo are seamless. The throttle response is quick and instant. When pushed the Scirocco through its 7-speed DSG, it makes this little puppy feels like a 6-cylinder than a plain-jean 4-cylinder in its smooth process. The 7-speed dual clutch gearbox shifts as smoothly and efficiently as its 6-speed, with a taller 7th speed for highway cruising. It makes such a small displacement engine revs at 1900rpm @ 100km/h. That would make for excellent fuel economy. On the othe hand, 1st and 2nd gears are low enough for blower to spool up quickly and smoothly. The paddle shifters allow for a quick downshift at Drive, means driver can drop a cone whether there is a need. On the Sport mode, its shifts are more eager and rev higher before upshift. In a nutshell, its performance creditals are as impressive as its dynamic ingredients.

Brakes: With Scirocco’s 4-wheel discs and standard ABS, its braking prowess certainly lives up to its billings. The pedal feel and modulation are exceptional, without a hint of brake fades after a couple of hard stops. The ABS doesn’t step in unnecessarily is another added bonus.

Interior: Inside the Scirocco, you find a superb driver’s environment. The sports seats hug both driver and passenger when they are playing through those corners. All those instrumentation gauges and center console layout are typical VW layout. The touch-screen stereo placed above auto climate control are logically placed. It also makes for one cool interface. If there is one drawback, its the moonroof only allows for tint without slide due to the sloppy roofline.

Even though the back is also bucket seat variety, its better to leave those for short trip. Cause you are very close friend with the tailgate window.

In terms of cargo space, the liftover is low and side sills quite narrow. When fold down the rear seats, which is what you should most of the time, it got more than enough space for two persons on a weekend trip.

Conclusion: The Scirocco is a truly awesome sports car. This car not only serve the sporty equation extremely well, it also serve the daily drivability side equally well. If you don’t need to get extra 2 sets of doors, there is no reason to buy a similarly equipped Golf. In short, Scirocco will set a standard for others to judge for years to come.

OVERALL VERDICT FOR 2010 VW Scirocco 1.4TSI
=====================================
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: 5/5

Overall rating: 5/5

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

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

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

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

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

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

Vehicle: 2010 Mercedes C250 CGI BlueEfficiency Sport
Price as tested: CDN$42800 (Estimated)

While Mercedes’s 2.5 liter V6 is a smooth operator, it never delivers when it comes to power. Its even worse when mated with 4-Matic AWD system in latest C250 guise. For 2010, Mercedes replaces this unremarkable V6 with a 1.8 liter 4-cylinder, coupled with turbocharged and direct injection technologies. All of these have made for a much more satisfying drive when it comes to performance. Although its hp rating is the same as 204hp, its the torque delivery with 236 lb/ft of torque that is really impressive. That means it doesn’t have any sluggishness as we have experienced with all the Mercedes’s entry-level 6-cylinders in the past. With 236 lb/ft of torque delivers at just around 2000rpm, that means there is plenty of get-up-and-go down low. With the variable valve timing enhancing for both mid and upper range, there is no shortage of breathless when pushing it through the rev range. The 5-speed manumatic is up to Mercedes’s usual high standard on delivering silky smooth shifts. While it doesn’t have the 7-Gronic gearbox as with the V6 powerplants, 5-speed is capable enough thanks to proper gear ratios. The paddle shifters on the steering wheel have suited its sporty characteristics really well.

When it comes to dynamic abilities, optional AMG sports package’s Dynamic Ride Control really have made a big difference. Press the “Sport” button on the center console, it transforms the C-Class from a luxury sedan into a true sports sedan. The steering feel and feedback are progressive, although off-center still has that Mercedes numbness. Body rolls are minimal while ESP acts on the right time. The ride is comfortably compliant on all the rough surfaces.

The sports seats come with the optional AMG sports package have hauled the driver and passenger when playing. 3-spoke sports steering provides plenty of grip. All the auto climate control and stereo are placed logically as we have seen from the latest C-Class.

This 1.8 liter turbocharged direct injection engine is a welcome replacement to the unremarkable 2.5 liter V6, especially when it comes to performance and refinement. In this day and age, when every carmakers are bragging for fuel efficiency and environment protection. Mercedes should deliver this BlueEfficiency technology to North America sooner better than latter.

Likes:
BlueEfficiency technology
Excellent handling and ride compromise
Superb sports seats
“Sport” in AMG sports package worths the extra dough

Dislikes:
Low frequency engine note
Dead off-center steering feedback
Minor interior cheap pieces

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

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

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

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

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

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

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

Likes:
Build quality
Handling and ride
Refinement

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

Vehicle: 2011 Ford Fiesta SES hatchback
Price as tested: CDN$20649

Performance: It comes as no surprise Ford didn’t need any of government’s bailout dollars, as they have homerun after homerun. Everything started from Flex to Fusion hybrid are all wonderful vehicles. Will the new Fiesta give Ford another homerun? Or is it a contender to be our overall Car of the Year? We will find out after this review.

The Fiesta, unlike its chassis silibings, Mazda2. Uses a more powerful Duratec-based 120hp and 112 lb/ft of torque 1.6 liter DOHC 4-cylinder with variable valve timing. Although 120 ponies don’t sound like much, its actual seat-of-the-pants feedback suggest otherwise. While its about 200 lb more than equivalent Mazda2, as well as 20 more horses than Mazda2. But the engine responsiveness don’t feel any differently. This motor is the equal of anything from Honda and Toyota, when it comes to engine refinement and smoothness. I expect rough and crude before I drove the Fiesta. I came out very impressively with its luxury car refinement and quietness. That’s despite there are still some level of noisy in the cabin when driven on higher rpm. 112 lb/ft of torque also work up the low rpm relatively well. Mated with this willing little motor is the smooth shifting 5-speed manual gearbox. The shifts are crisp and precise, with well-defined gates and decent throw. Clutch is light and progessive, while returning decent feedback.

Handling: European Ford has always been renowed for its excellent dynamic qualities. The European breed Fiesta is certainly one of them. It all begins with a stiff and solid foundation, which is completely feel of any cracks and rattles even when driven hard over patholes and railroad tracks. Then add the European suspension which has the uncanny abilities to combined supple ride quality with enough firmness with excellent handling prowess, the result is a little car that really make the thing does. The electric power steering provides awesome feel and feedback with amazing precision. Then add the uninstrusive stability control, which doesn’t step in unnecessarily. That means it encourage any enthuisasts to push the Fiesta with bit of fun before Ford’s excellent AdvanceTrac steps in. The body motions are well-controlled with minimal understeer when pushed hard into any corners.

Brakes: With front discs, rear drums and standard ABS. Fiesta’s brake feel is top-notch consider its at the lower end of the price spectum. What really impressed me is Ford packaged ABS as standard feature even on the entry-level Fiesta S. On the other hand, the ABS doesn’t step in unnecessarily is an added bonus.

Interior: Ford interiors have gone a long way in recent years. Fiesta is certainly one of them. The interior styling and color theme are refreshing for a Ford. Fiesta’s use of materials and fit-and-finish are certainly up to the standards of this class. Instrumentation gauges are clear and analog. The stereo placed on top of the dashboard with the information screen is very logical to use, its also smart enough not to wash out in the hot sunlight. The climate control is finished in large knobs, which have high-quality tactical feel to its operation.

If there is one drawback, it has to be the rear seats don’t go completely flat into the floor. As well as the front passenger seat doesn’t fold flat. Otherwise, the rest of the cargo space is well-finished and provide decent cut-off for ease of loading.

Conclusion: Ford is on a roll lately, everything else from the Taurus to the Mustang are all homerun. The latest Fiesta is another prime example, as it combines cool looks with excellent handling and potent engine. All come with an attractive price that include plenty of standard features. In a nutshell, Ford is finally back at the game in the subcompact segment.

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

Overall rating: 4/5

Vehicle: 2011 BMW 535i with Sport Pkg, Technology Pkg and Dynamic Handling Pkg
Price as tested: CDN$77100

Performance: As with all the 5-Series has gone before, its available with 3 different powertrains. The mild 240hp 3.0 liter straight-6 DOHC with 240 horses, the spicy 300hp 3.0 liter with twin-scroll turbocharger and the extra spicy 400hp 4.4 liter V8 twin-turbo; which are available in 528i, 535i and 550i, respectively. The highlight of our tester is BMW’s new N55 3.0 liter with twin-scroll turbocharged engine with 8-speed Steptronic gearbox, which we think it will be the best-seller within the 5-Series range. Since we have driven the 550i in the pointless GT trim, we won’t bother to review this powertrain all over again. As refined as the base 240hp mill, its an underwhelming unit given 5-Series’s curb weight. Its the 300hp and 300 lb/ft of torque that is the real deal with the 5. Unlike the previous BMW twin-turbo mills we have driven in both 3, 5 and 7-Series. They have finally done what a good turbocharged engine does, that’s get rid of that annoying turbo lag. Along with all those advacements like Double VANOS and Valvetronic one expects from Bavarian, this straight-6 twin-scroll turbo finally delivers of what we believe its the best turbocharged effort from Munich. This engine is able to move 5′s 4090 lb Teutonic leather and wood lined of luxury with authority. The throttle response is quick. It has an urgency whenever driver needs to push this 535i around. It also pushed around the mid and upper range without losing its composure. The 8-speed Steptonic has worked amazing with this I-6 turbo, which has 1st and 2nd gears set low enough for peppy acceleration (as well as to eliminate turbo lag), while leaving 7th and 8th tall enough for comfortable cruising. However, we felt it has too many gears as the gear ratios from 3rd to 6th have seem redundant even if they keep the turbo engine in full boil. The paddle shifters mounted on the steering have encouraged any enthuisastic driver to use all the gears whenever needed. Whether anyone has the patient to flip around 8 gears are beyond my knowledge.

Handling: BMW has known for building solid foundation for their platform. Their latest 5-Series is no exception. The platform is both rigid and solid, without any hints of cracks and rattles. What makes the sedan different than the pointless GT silibing is the driver position and the tuning philosophy. With the GT, BMW has tuned more toward blvd cruiser instead of a capable handler. With the sedan, it finally receives the dynamic attention of what a 5-Series should be. Even with the annoying run-flat tires, the 5-Series rides surprisingly civilized with the optional sports suspension. The sports suspension is both comfortably compliant when riding on rough pavements, while firm enough for any enthuisastic driving mannners. We are glad our tester doesn’t have the controversial Active Steering, which has taken all the feedback and precision from its steering. With this sports and dynamic handling packages; its already good enough for any kinds of black top twisties. The Active Steering isn’t worth the extra dough to get it as a proper option. In the meantime, the steering isn’t as sharp and precise as what a BMW should be even without Active Steering. The latest generation 5-Series electric power steering just doesn’t have the direct feedback and ultimate precision as its E34 and E39 predecessors did, although it already provided better feel than the system currently offers in Toyota Corolla and Matrix. Unfortunately, which isn’t saying much about this 535i’s rather numb and darty steering. If one without Active Steering already felt like crap, imagine how numb and uncommunicative with that annoying option. Combined with 5-Series’s rear-wheel-drive 50/50 perfect weight distrubution, an uninstrusive DSC-4 dynamic stability control and you have a pretty delightful dynamic package. Both the body rolls and under/oversteers are well-tempted given the weight of the entire car.

Brakes: With 4-wheel discs and ABS, the 5-Series stops decently well given its weight. The stopping distance is short while pedal feels alive. The pedal actually have some lives to it when drop the anchor. After a couple of hard stops, it doesn’t exhibit any fades. ABS acts accordingly, as it doesn’t step in unnecessarily.

Interior: With the shortened 7-Series platform, BMW has claimed 5-Series has improved its much-criticized space problem with both rear trunk space and legroom. While you won’t find the same limo-like legroom in the latest 5-Series as its A6 and E-Class rivals; it has improved at a reasonable rates over all the generations have gone past before. E34 has to be the worse offender when it comes to comical rear legroom. Finally, those who sit at the back of the 5-Series won’t complaint of why a less expensive Camry has better legroom and elbow room.

As with the rear legroom, the trunk has become larger. At long last, a 5-Series is able to swallow luggages comfortably with the rear passengers without losing any dignity. However, the liftover is high for loading luggages. That’s despite the side sills are boxy with fold-down rear seats and proper hinges.

When it comes to interior materials and workmanship, the latest 5 finally addressed some of the cheap pieces in the center console. The switchgears are much higher quality with tactical feel. There are plenty of soft-touch materials on the dashboard, center console and door panels. Although the tactical feedback won’t make Audi back to the drawing board, its certainly a huge improvement when it comes to material choices. But, it has to be a big *BUT* with the quality of fit-and-finish with the latest 5-Series. We have witnessed the loose rear armrest in the 550i GT we drove, as well as horrible wood trim rattles. Oh dear, how consistent is that with BMW quality these days. We witneesed exactly the same drama with this 535i sedan. Make things worse, the wood trim on the door panels actually make more rattles on a railroad track than the GT. When you are buying a 70 grand German luxury car, I expect something much more than those quality problems.

Conclusion: After 7 years with the underwhelming outgoing car, BMW finally replaced it with a much improved iteration. It looks much better (finally, even if it looks blend), the interior has got the attention it always needed, the annoying turbo lag is gone with N55 over N54 and handles relatively well.

Then here lies the rough. 5-Series used to be the standard which others used to judged in the middle luxury segment. Even if the latest car has improved so much, its no longer the trendsetter that it used to be 2 generations ago. That’s exactly the case with both 5 and 7-Series. If you aren’t lusting after the blue and white propeller emblem, perhaps Infiniti M37 is a better choice if you are looking for a rear-drive mid luxury sedan.

OVERALL VERDICT FOR 2011 BMW 535i
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 4/5

Vehicle: 2010 Suzuki SX4 hatchback JLX AWD CVT
Price as tested: CDN$24695

Performance: The single biggest improvement to the revised SX4 has to be its automatic gearbox. In the past, we criticized its gearing is too high for low gears and lack a proper 5th gear for highway cruising. Suzuki addressed this problem by giving us a CVT gearbox. What makes modern CVT so appealing in any senses is their gearless sensation, which provide ultimate efficiency when delivering power through the wheels and fuel economy. While there have been some good and bad CVTs over the years. The good ones are namely Audi Multitronic and Nissan Xtronic, while the poor ones are those from Chrysler. Suzuki’s version is certainly the middle-of-the-pack. It got enough refinement and smoothness to make SX4′s standard 2.0 liter DOHC 4-cylinder 148hp off-the-line with ease. Its 144 lb/ft of torque certainly helps to launch this puppy with authority. In the past, one has to use the manumatic mode to rev the SX4 at launch due to tall 1st and 2nd gearing. With the new CVT, SX4 can sails smoothly without any sort of roughness we have witnessed with yesteryear’s model. On the top, CVT makes SX4′s highway ride less buzzy and quieter than before. If one does have the urge to rev the SX4′s 2.0 liter up, there is always a paddle shifters for them to control the rpm through those artificial gears. However, the only drawback is the CVT is noisy when pushed the engine hard from 0 to 100 km/h.

Handling: SX4 with optional AWD handles surprisingly well, given its AWD system is mainly a FWD-bias variety. That means the AWD only starts to activate when it detects an offending wheel got stuck, then it starts to transfer the power from front to rear. Despite that, it remains a fairly confidence-inspiring vehicle when pushed through corners. The steering has nice feel and feedback, with enough precision to track through the path. Suspension is comfortably compliant which absorbs bumps and roughness relatively well. While there remain some safe understeer as with all those FWD-bias AWD vehicle, it remains a composed little car when hustle through twisties. Suzuki also gives SX4 standard ESP across the board, which works hand-in-hand with the AWD system, is a godsent in Canadian winter.

Brakes: With front discs, rear drums and standard ABS, SX4′s brake feels reassuring. The stopping distance and pedal feel reasonable. The pedal feels crisp and actually have some lives to it when press into the metal. ABS only steps in necessarily makes SX4 a very controllable car to drive during winter.

Interior: If there is one drawback to SX4′s interior packaging, its the fold-down rear seats don’t sit completely flat on the floor. There is about an inch or so above the floor.

As for the rest of the interior, SX4′s materials are more than reasonable given its price range. There are some rich materials on the dashboard and door panels, with we never used to be seen in Suzuki of the past. The velour seats are comfortable and well-foamed to provide decent support. Instrumentation gauges are clear and analog. On the other hand, the knobs for the semi automatic climate control and stereo are large enough to use with gloved hands.

Conclusion: Suzuki has done a very good job on redesigning the SX4. The addition of AWD with the CVT really have made SX4 even more appealing than before. Combined with its reasonable driving dynamics and a comfortable interior, those who are shopping for an affordable ride with AWD should seriously consider an SX4.

OVERALL VERDICT FOR 2010 Suzuki SX4 hatchback
=====================================
Performance: 3.5/5
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: 3.25/5

Vehicle: 2010 Kia Forte Koup SX
Price as tested: CDN$23175

Performance: As with the Forte sedan, the Coupe is powered by either a 2.0 or 2.4 liter 4-cylinder 16-valve DOHC engine. While the EX comes standard with a 155 hp 2.0 liter, the highlight is the SX with 173hp. This is the new generation of Kia 4-cylinder that will soon find its home in the upcoming Hyundai product, namely next Elantra. The subject of our tester’s 2.4 liter bumps out 173 hp and 158 lb/ft of torque. When it comes to refinement, flexability and NVH; it is every bit as good as anything from Toyota and Honda. The engine is a smooth operator when pushed. Thanks to variable valve timing, this engine is willing to rev and strong in both mid and upper range. In the Forte Coupe, it got a healthy does of exhaust growl which we won’t find in its sedan silibing. My only pet peeve with the Forte Coupe’s powertrain is the 5-speed manual geabox. While it provides good gear ratios for both top and bottom, its the shift quality that isn’t able to match its rivals. The throws are long and rubbery. It just doesn’t have the precision of, say a Civic Si. However, clutch take-off is progressive and light. That means the optional 5-speed Steptronic is a better choice, since it offers equally satisfying drive without the rather sloppy shifter action.

Handling: What makes the Forte Coupe such a delightful to drive on the road and on the track have to do with its chassis. Kia engineers have done a wonderful job of putting together a chassis that is both solid and strong, without any sorts of cracks and rattles. Another credit has to go to Coupe’s recalibrated sports suspension. This sports suspension not only does provide firm and supple cornering prowess for the Forte, it also absorbs bumps and roughness with ease. While its riding qualiy is European firm, its far from being harsh. The steering provides excellent feel and feedback, with precision that could remind anyone of a Honda. There is slight body rolls and safe understeer. Forte’s standard stability control also is an uninstrusive type, which means it won’t step in unnecessarily until driver rears its ugly heads. You are not only getting a safe car with the Forte, you are getting a fun sports compact with Coupe’s dynamic abilities.

Brakes: Coupe’s 4-wheel discs with standard ABS all around make it a true performer on the braking front as with handling front. The stopping distance is short while pedal feels firm and solid. This could well be the best Kia brakes we have ever tested. While previous Kia’s brakes are certainly far from poor, this Coupe is excellent.

Interior: Despite of fold-down rear seats, Coupe has a rather high liftover and narrow opening which are typical for a compact sports coupe. It has enough space for two persons on a weekend getaway, however.

On the front, the Forte Coupe has a leather sports seats which provide excellent back, thigh and side support when cornering. The rest of the interior is logically layout. It got plenty of standard features from Bluetooth capability, heated seats and USB/i-Pod plug-in both trim levels. Unfortunately, some of its dash materials aren’t up to the quality we expect for the rest of the car.

Conclusion: The new Forte Coupe represents lots of value for money. Not only does it handle as nicely as any sports compact out there, it got a powertrain which offer plenty of aftermarket potential. As for feature content, its unbeatable as it got heated seats, electronic stability control, Bluetooth and USB/i-Pod capabilities all come as standard features in both trim levels.

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

Overall rating: 4.25/5

Vehicle: 2010 Mercedes E350 4-Matic sedan with Premium Pkg
Price as tested: CDN$66800
Mileage since picked up: 1050km
Regular maintenance: 0
Unscheduled repairs: 0

When we had our long-term W211 E320 long-termer back in 2003, we complained lots about its interior’s poor fitments and rattles. With the new W212 E350, Mercedes has addressed this problem by giving its cabin far superior use of dash materials and fit-and-finish. Our experience has been positive, so far. Everything else feels tight and solid. Although the level of soft-touch materials aren’t as classy as class-leading Audi A6, its a huge improvement over the lackluster plastic craps used previously in W211 and W210 E-Class.

As for the rest of the cabin, its very comfortable with those firm and supportive leather seats. Those who have ridden in an E-Class always praise of its excellent NVH levels and superb seats. Although those standard seats aren’t designed for black top twisties, its exceptional for E-Class’s awesome cruising abilities. In fact, E-Class already proven to ride so comfortably. It has made us wonder why would anyone bother to get an S-Class.

On our next update, we will talked about its performance.

Vehicle: 2010 Acura ZDX with Tech Pkg
Price as tested: CDN$61485

Performance: Many would have thought Acura ZDX is basically the same car as Honda Accord Crosstour at first glance, they are completely different kinds of beasts under the skin. That’s despite both share simiar amount of criticisms, which we will tell you later.

Unlike the Crosstour, ZDX’s powerhouse is Acura’s 3.7 liter DOHC 24-valve V6 with i-VTEC technology. Despite the fact the ZDX weighting in at 2 tones, its 300 horses and 270 lb/ft of torque have moved its hefty curb weight with ease. Not one would ever doubt Honda’s engineering prowess on producing some wonderful powertrains, this MDX-derived 3.7 liter is certainly one of them. Its not only sound sweetly, its level of refinement and flexability would put many of those German 6s to shame with ease. While the low range is eager given its 270 lb/ft of torque arrives at 4500rpm, its the mid and upper ranges which are most impressive when pushed. They are eager and willing to rev as with all Honda powertrains. There are no shortage of power when pushed this beast at all the rev range. 6-speed manumatic with paddle shifters are the only gearbox. The paddle shifters are allowed to drop a couple of cones even on drive, which is far better than push it into the manumatic mode before activating it. That would allow any enthuisastic driver to drop a few gears before entering a corner. The gear ratios for all the gears are perfectly matched. The lower 1st and 2nd gears are low enough for peppy acceleration while 3rd and 4th will always keep the engine in full boil, leaving 5th and 6th as comfortable highway cruising modes.

Handling: Acura’s crossovers have always been known as some of the sportiest I have ever driven, ZDX is among one of them. Imagine an MDX given a sharper chassis with quicker steering ratio and a firmer ride, ZDX is what all those combined. The quicker steering ratio have given ZDX a laser-sharp steering response and feedback, not to mention wonderful precision withou feeling twitches. The sharper chassis and sportier suspension, along with Acura’s famed Super Handling AWD system work in perfect harmony. The sharp handling created by SH-AWD is something really seperates from its main arch-rival, BMW X6′s X-Drive and lesser silbing, Accord Crosstour’s reactive RealTime 4WD. While the suspension is firm, its comfotably compliant without upsetting the ride quality. When pushed through the corners, ZDX handles confidently with only some understeer and body rolls given its center-of-gravity.

Brakes: With 4-wheel discs and standard ABS, it has managed to make ZDX stops confidently given its gross weight. The stopping distance is commandable while pedal feels much better than average. Even with a couple of hard stops, the brake won’t appear to have any fades. Best of all, ABS doesn’t kick-in at the wrong time at the wrong place.

Interior: Behind the wheel of the MDX is everything one expects from an Acura. All the high-grade use of plastic and leather materials with excellent ergonomics. That’s despite of its button-happy center console which have no less than 50 buttons, sans those on the multi-function steering wheel.

With the 40/60 split fold-down rear seats fold down, there are 55.8 cubin feet of cargo space. The attention-to-details are excellent, including under floor storage and hinges to hang shopping bags. That’s until you get to the D-pillars which cut off most of those cargo space. The sloppy D-pillars and rear window make ZDX needs its back-up camera and parking sensors desperately. Otherwise, the rear sightlines are simply poor at best. Another serious issue with ZDX’s loading is the very high liftover.

Same goes for the rear headroom, its at premium due to its sloppy D-pillars cutting into the interior space. Anyone over 6 feet tall needs to think twice before getting into the back of ZDX.

Conclusion: ZDX, just like its intended competiton, X6, is the question that no one has asked. The MDX offers more interior space, with 2 extra seats. Both MDX and ZDX offer the same sweet powertrain and dynamic package. Subjectively speaking, MDX looks far better han ZDX when it comes to proportions. Have we had the same story before? That was last year when BMW launched the X6 vs the more practical X5.

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

Overall rating: 4/5