2-day long-term test drive: Mercedes C300 Sport 4Matic
Price as tested: CDN$47900
Total mileage through the test: 560km

Since Mercedes introduced the current iteration of C-Class, we love it so much that we have named it our 2008 sports sedan of the year. We finally have a chance to put C-Class’s most popular model, C300 Sport with 4Matic for 48 hours to completely enjoy the vehicle.

For a sports sedan that is equipped with a 3.0 liter V6, its fuel economy is a delightful surprise at 12.5L/100km with an average of 70% highway and 30% of highway driving. Mercedes’s excellent 7-Gronic auto gearbox helps this a whole lot thanks to high 7th gear ratio for superb cruising. Mercede’s usual smoothness, quietness and refinement have lived up to its high standards. 228 horses and 221 lb/ft of torque provide plenty of power. It all have done in typical elegance Mercedes fashion.

Steering provides decent feedback, even though its light. Sports suspension provides excellent damping on both well-paved and poorly-paved roads. We were really enjoying its true sports sedan driving feel, which were a dream in previous C-Class save for the AMG.

Its the interior that is a great place to spend time in. Unlike the last C-Class, which have been ruined by poor plastic materials. The new one is nicely finished. In our Sport model, its level of aluminum trim creates a sense of character with thick sports steering wheel. Although the seats are leatherette, the comfort and support are very much a Mercedes. Firm and comfortable thoroughout the whole trip. The climate control is easy to figure out, without all those quirks once in Mercedes-Benz. Its also lack of rattles and cracks that were so infamous in its predecessor.

The bottom line? We are really looking forward to have a full test drive of the C63 AMG rocketship.

Vehicle: 2009 VW Tiguan Comfortline 4Motion
Price as tested: CDN$33975

Performance: There is only one single engine that is currently powered the Tiguan, albeit a great one. Its the 2.0 liter DOHC 16-valve 4-cylinder turbocharged, with direct fuel injection and variable valve timing technologies. It has 200 horses and 206 lb/ft of torque for driver’s disposal. As we have said before, this powertrain is the benchmark for small turbocharged motor when its comes to refinement and NVH. It got the performance of a larger 6-cylinder with the economy of a 4-cylinder. The throttle response is quick and smooth, while the low end responses of the engine is peppy. It doesn’t have the annoying trait that we used to in turbo engine, which is turbo lag. Married to this turbo 4 is the 6-speed Tiptronic gearbox. With the new software, this Tiptronic finally have much better responses to throttle input. Both the up and downshifts are quick, especially when set it into sport mode. The gear ratios for first 3 gears are low enough for eager acceleration, while the 5th and 6th are tall enough for comfortable cruising. We only wish Tiguan would come standard with VW’s astounishing DSG dual-clutch sequential gearbox, which would match its sporty character perfectly. Even with the Tiptronic, our test average of 9L/100km is excellent for a mini-ute weights in at more than 3400 pounds.

Handling: The Tiguan is based on the same chassis as Golf and Jetta, so its a given for its excellent driving dynamics. The chassis is already stiff and stout without any signs of cracks and rattles. Its the same good old foundation we expect from a VW. The electric power steering is nicely weighted, with plenty of driver feedback and quick responses. Its weight increases gradually as the speed increases, even at low speed, the weight feels promising. The 4Motion on our Tiguan is the Haldex system, which is a front-drive until it detects slippage. While this is not the full-time system, it works exceptionally well even under the pouring weather. The body rolls are minimal, while the understeer is all under controlled. ESP in the Tiguan is an uninstrusive type. When we pushed the Tiguan hard and aggressive during this kind of weather, it doesn’t step in until the vehicle has rear its ugly heads. Its a very composed and entertaining package. It has to be considered as the sports car of a mini-ute. It all comes without sacificing the sublime ride comfort. It absorbs every bumps and nuts with ease, while providing a sense of suppleness from German-engineered suspension.

Brakes: With 4-wheel discs and ABS, Tiguan’s braking feel has to be considered as the best-in-class. The stopping distance is short while pedal feel is simply outstanding. I have never driven a mini-ute can have such a composure after couple of hard stops even in this kind of weather. The bonus is the ABS doesn’t kick in until absolutely necessary.

Interior: Everything else have been logically layout in the Tiguan. The instrumentation gauges are clear and analog. Stereo has placed above the climate control for great ergonomics. Knobs for both of them are large enough with glove hands. Not to mention all the world-class dash materials one expects from a VW. The cloth seats are well-foamed and provide great support. If there is only minor drawback, however, its those mickey mouse buttons for the hatch release, ESP and clock adjustment. They placed down below the center console. With their small sizes, its hard to use with gloved hand in such location.

The rear passenger area has plenty of head and legrooms. It can seat 2 comfortably but 3 in a squeeze.

When it comes to cargo space, Tiguan scores another round. The liftover is low and lots of cubbyholes for storage. Before the rear seats fold down, you got 23.8 cubic feet of cargo space. With all the seats fold down, it can get as much as 56.1 cubic feet of nicely carpeted cargo space.

You would expect the glass to open seperately from the hatch, it isn’t on the Tiguan. It should for extra versatility.

Conclusion: The Tiguan is, indeed, the game changer in the mini-ute segment. It got a great engine, wonderful driving dynamics, decent AWD system, superb brakes and very versatile. Its attractive styling is just an added bonus to the already enticing package. It has set a new benchmark in its fiercely competitive segment.

OVERALL VERDICT FOR 2009 VW Tiguan
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.75/5

Vehicle: 2008.5 Mazda3 Sport GX with 4-speed Sportmode automatic
Price as tested: CDN$17895

Performance: Mazda3 Sport used to be available with only one engine. That’s the wonderful 156 hp 2.3 liter DOHC 4-cylinder in uplevel GT model. With the skyrocketing gas prices, its no better time to introduce an entry-level engine in a fun hatchback. Mazda does exactly like with the introduction of the Mazda3 Sport with the equally potent 2.0 liter powertrain. Even if its 300cc down, it got the same 16-valve DOHC treatment as with its larger silibing. 148 horses and 135 lb/ft of torque are nothing short of performance, despite its 8 hp and 15 lb/ft short of its 2.3 silibing. The throttle response remains smooth and instant. Our tester comes with the optional 4-speed automatic with manumatic mode. This gearbox provides decent gear ratios, especially good with high cruising gear ratio for highway cruising. However, it wouldn’t be amiss to add another gear. This gearbox has provided the performance of impressive low end and mid range, an extra gear would only provide an even more relaxing high speed cruising.

Handling: Riding on narrower 15″ on our GX instead of 16″ on GT and GS, Mazda3’s driving dynamics remain fun and confidence-inspiring. Mazda3 is riding on a world-renowed chassis that is shared with European Ford Focus and Volvo C30/S40/V50, without a doubt, this has to be considered as one of the world’s best compact car chassis all around. Mazda3’s electric power steering continues to be impressed, with plenty of road feel and excellent precision. It tracks the path correctly without being too twitchy. Ride quality, thanks to the smaller 15″ wheels, is even more comfortable than its larger silibing. There is minimal understeer and body control is superb.

Brakes: I really have to give mod to Mazda for providing 4-wheel discs as standard feature even on a 17k base model. Best of all, ABS is a standard fare. The braking performance and distance are top-notch. The stopping distance is short, while the pedal feel and modulation are excellent. ABS doesn’t step in until absolutely necessary.

Interior: Slip behind the wheel of a Mazda3, you would be mistaken as a car costing twice as much. The use of plastic materials are classy. There are plenty of soft-touch plastic around the dashboard and center console. The instrumentation gauges are clear and analog. The center infocenter for stereo is clear without the usual interference from the sunlight. The cloth seats in our GX is well-foamed with superb comfort. All the switchgears have a high-quality, tactical feel. Unlike some of its peers, Mazda3’s base model doesn’t feel cheapening out compares to uplevel model.

Conclusion: Its hard to imagine Mazda3 already on the market for 4 years. Mazda has done a great job by engineered such a great driver’s car at this affordable price. With the introduction of the 148hp 2.0 liter in Mazda3 Sport 5-door guise, those who want a hatchback will have a more affordable alternative. While the Mazda3 sedan remains a looker, its hard to beat hatchback’s utmost versatility and hot hatch driving experience. Despite of our wanting of additional gear in the 4-speed automatic, our test average of fuel economy remains an impressive 7L/100km. An extra gear would simply be doing amazing in this somewhat heavy 1295kg small car. The bottom line. Mazda3 remains the gold standard where others are judged when it comes to small car.

OVERALL VERDICT FOR 2008.5 Mazda3 Sport GX
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.75/5
Fit-and-finish/build quality: 4.75/5
Cargo/accessibility/layout: 5/5
Value-for-money: 5/5

Overall rating: 4.75/5

3-day long-term test drive: Toyota Prius Special Edition Premium
Price as tested: CDN$32530
Total mileage through the test: 400km

The Prius has always been considered as the high water mark of all what all hybrids are judged. I have driven Prius a couple of times in the last couple of years, however, this is the only time that I had a chance to put it through the paces in a few days.

Prius’s 1.5 liter DOHC 4-cylinder 16-valve mill with VVT-i is good for 76 hp alone, combined with the electric motor which have another 50 ponies. It got 126 horses on driver’s disposal. Thanks to the electric motor, it has 295 lb/ft of torque from Toyota’s Hybrid Synergy Drive. The driving experience is a quiet and smooth, although its not as quiet as we expect from a hybrid. Its also feel downright peppy when driving actually needs the power. The transition between electric and gasoline motors are not exactly seamless neither. When it comes to fuel economy, it is disappointing for highway driving. It isn’t terribly good for city driving when running on electric motor. A test average of 9L/100km isn’t spectacular, consider our long-term A3 Sportback 2.0T has an average of 7L/100km with the same driving distance on same driving situations.

Handling and braking performance are as ones we expect from a hybrid. Of all the hybrids I have driven, ranging from Civic to LS600hL. The only driver’s hybrid was the flopped Accord hybrid, its because its too powerful and expensive for hybrid’s status of lives. Prius’s steering is lifeless and numb, chassis is as detached as anything else from Toyota. Ride quality is comfortable, with a sense of Lexus floatiness dialled in the process. The regenerative braking system continues to produce numb and dead pedal feel.

Interior is actually well-made with nice fit-and-finish and decent materials. We love the comfortable cloth seats, as well as the large space. Prius’s hatchback is another reason why we would rather choose it rather than Camry hybrid in the first place. The center screen is not only serve as a gimmick for hybrid system’s working process, it also works as a back-up camera.

After spend a couple of days behind the wheel of a Prius, I have learned a few things about this hybrid benchmark. It remains a status symbol even though it has been on the road for quite a while. Everyone thought you are a movie or political stars behind the wheel of a Prius. The engine shut down during idle is a good design because you can still have air conditioning on, a pretty cold one, mind you. Driven over 140 km/h feels floaty thanks to its soft suspension and low-resistance energy-efficient tires. Only attempted for one time. The rest of the time I remained below 120 km/h for “somewhat” better fuel economy and more confidence-inspiring ride. Thank you very much, Toyota, for setting a suspension like that, in order to encourage full electric and safe driving. You won’t be avoid a hefty fuel bill because Prius still needs gas to run. Fuel economy isn’t anything special when comparing to equivalent gasoline-powered cars. The bottom line. If you want a fuel efficient, fun-to-drive and powerful car that won’t need to worry about battery’s replacement cost, new era diesel is the best solution in the time of superficial gas prices.

Vehicle: 2009 Subaru Forester 2.5XT Limited
Price as tested: CDN$34895

Performance: As with its predecessor, the new Forester is powered by both a turbo and normally aspirated horizontally opposed 4-cylinder engines. Both engines feature DOHC, 16-valve. On the normally aspirated version, it features an intelligent active valvelift system while turbocharged version just use a standard type. While the base 170 ponies and 170 lb/ft of torque normally aspirated version is more than capable in moving this 1500 kg beast through the 4-speed automatic gearbox. Its the potent 224hp turbo version that gives Forester a serious punch. Consider this is the detuned version of the 2.5 liter turbo engine in the astounishing STi performance car, this is a willing powertrain that is able to give Forester a true sleeper status. With 226 lb/ft of torque arrives at 2800rpm, it has no shortage of low-end grunt. Its also surprisingly smooth off-the-line due to the lack of turbo lag. Just like the latest WRX and STi, Subaru has refined its personality with more refinement as a trade for the hardcore character. Despite that, Subaru flat 4’s distinctive engine note remains intact. On the other hand, its as willing to rev as any Subaru engines have gone before. Unforunately, there is one major flaw. While this 4-speed automatic with manual shift has been a proven technology for Subaru products, this Forester needs a 5 or 6-speed for better highway gearing. Both the turbo and normally aspirated flat-4 feel buzzy at high rpm despite of its rev happiness. Thankfully, the gear ratios for 1st and 2nd gears are low enough for quick acceleration and elimination of turbo lag. Both the 5 or 6-speed automatic would work much better with these powertrains. Consider Subaru is an engineering-driven company, it shouldn’t be hard for them to engineer a superb automatic for all of its products.

Handling: Subaru has always been known for its superb chassis dynamics, great suspension calibration and AWD system; the new Forester is no exception. This assymertical AWD really gives us lots of confidence when pushing it through corners, even if we tested it during the heavy rainfall in May. Its a fool-proof system that provides active safety for daily driver and wonderful driving dynamics for enthuisasts. The steering, as with all Subarus, provide excellent feedback and responsiveness. Its level of precision is the other side of a Porsche. Its really the best of what you expect from a crossover. While there are some body rolls and understeer, both have been very well-controlled despite of Forester’s high center of gravity. We have to give nod to Subaru engineers for designing a Vehicle Dynamic Control that remains uninstrusive even in a crossover. Its not stepping in until it rears its ugly head. This is both an enthuisast and consumer-driven system that please both buyers. Ride comfort is both firm and comfortable. It soaks up bumps and patholes with suppleness, while completely lack the softness we have experienced in some of its peers.

Brakes: Subaru’s 4-channel, 4-sensor ABS with 4-wheel discs have provided world-class braking performance in this Forester. The stopping distance is short, while pedal is firm and easy to modulate. Even under the heavy rain, the ABS won’t kicked in until absolutely necessary.

Interior: Subaru interiors have gone a long way in just a few short years. Their interiors used to have quirky but cheap materials. Forester is the best example of Subaru interior have gone rich and mainstream. The leather seats have nice grain with decent support. Layout has been similar to the Impreza, as Forester has shared platform with its smaller silibing. The instrumentation gauges are clear and analog. With stereo placed above auto climate control for excellent ergonomics. As with the Impreza, the driving position is driver-oriented thanks to the perfect positon of pedal, steering, shifter and seat.

There are enough rear headroom but the legroom remains fall short of its rivals.

The cargo layout is excellent. With a low liftover, a squared cut-off and plenty of storage spaces; you can basically haul anything in its 872 liters with the rear seats unfolded. With the rear seats completely fold-down, Forester is able to haul 1784 liters of cargos.

Conclusion: When Forester first incepted in 1998, it has quickly become the benchmark of its segment thanks to its smart packaging and swift driving dynamics. A decade and 2 generations latter, Subaru continues to make the best even better. The base version has enough grunt to move groceries for its target audience, its the full boost turbo version that is able to put smile on everyone’s face.

OVERALL VERDICT FOR 2009 Subaru Forester
=====================================
Performance: 4.75/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

Vehicle: 2008 BMW M3 Coupe with Executive Pkg, M Drive Pkg and high gloss shadow line
Price as tested: CDN$81695

Performance: After a decade with the lengendary straight-6 powertrain in E36 and E46 generations of M3s, BMW decided its time to opt for V8 to challenge the best compact supersedans which have the similar powertrain layout. The result is a 4.0 liter 32-valve DOHC V8 with the latest Valvetronic and Double VANOS technlogies, that improves engine breathing and performance. The result is a superb performing engine with 414 hp and 295 lb/ft of torque at driver’s disposal. To make this engine even more interesting, the use of individual throttle bodies for each cylinder has created amazing throttle response thoroughout the rev range. The throttle response is quick and without the usual abrupt take-off we have experienced in some BMWs. As with all BMW powertrains, its a rev-happy engine that loves to sing at high rpm. On the other hand, the engine note is as intoxicating in low rpm when accelerating. Equally impressive is the 6-speed manual gearbox. The shifts are typical BMW smooth, with wonderful gates and throws. Clutch is light and progressive. In order to make the performance to a higher level, latest M3 is available with M Drive. Which allows the enthuisastic driver to set at different settings from engine rev to seat bolstering. When set at “power”, it makes a whole lot of difference. The M Drive is an option worths every pennies.

Handling: When it comes to chassis stiffness, rigidty and rear-drive 50/50 perfect weight distribution, 3-Series’s fundamental is hard to fault. The optional M Drive would make this an even more interesting when the “M” setting that gives it a stiffer rebound damping for better dynamics. The steering weight has a desired effect as it feels heavier. The steering feedback, precision and responsiveness are ones expected from BMW Motorsport division. Another nice enhancement is the M Differential Lock, which makes the M3 has zero wheelspin when taking off the traffic light on heavy throttle. The EDC, or Electronic Damping Control, also acts hand-in-hand with all those systems accordingly. Set EDC with “sport plus” and “M” on M Drive, its about as good as anything else. As expect from an M3, the cornering is sharp and flat, with only minimal body rolls. BMW has dialled in a bit of safe understeer when pushed for better control on daily driving. However, its excellent DSC-3, remains a superb system which have 3 settings. The lowest setting, which is completely shut off, allows for a total oversteer when the enthuisastic needs on the racetrack for maximum fun. The most delightful surprise is the level of ride comfort M3 provides. Its not only have a sense of Teutonic suppleness dials in through the rebound damping, its ride is firm without being twitchy on rough pavements. Its firm, controllable and far from being harsh.

Brakes: Just like the rest of the dynamic package, M3’s braking performance lives up to what we usually expect from BMW. The stopping distance is exceptional, while the pedal feel and modulation are amazing. After a couple of hard stops, its completely fade-free. ABS doesn’t intervene until absolutely necessary.

Interior: The M3 is loaded it to the ninth. It got a great set of BMW Motorsport sports seats that have great side, thigh and back support for cornering. Instrumentation gauges are clear and analog. The rest of the interior is typical 3-Series fanfare. The use of materials are acceptable if not outstanding, even if BMW is charging 80 large grand for an M3.

Conclusion: This is, without a doubt, the best M3 ever produced. It got an even better performance, more entertaining handling thanks to those smart electronic aids and the usual creature comfort.

OVERALL VERDICT FOR 2008 BMW M3
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 4.5/5

Vehicle: 2008 BMW X6 xDrive35i with Rear Climate Pkg, Premium Sound Pkg, Sport Pkg, Activity Pkg, Premium Pkg and Technology Pkg
Price as tested: CDN$75900

Performance: Because of X6’s performance sport utility “coupe” status, BMW has to offer it 2 different twin-turbo engines to match its billing. But during the initial launch, BMW only introduces the straight-6 twin-turbo engine, while leaving the V8 version for late introduction. This is the same 3.0 liter twin-turbo DOHC I-6 24-valve as we used to love in both 1-Series, 3-Series and 5-Series. Even with X6’s curb weight of 2220kg, this wonderful motor still move it with grace and pace. With the impressive 300 horses and 300 lb/ft of torque, power has never been an issue with this motor. It moves the X6 beautifully without any drama. The smooth delivery of twin turbo performance also done it without the usual nasty drama once associated with two small turbos, it is completely free of turbo lag. The turbos just spool up whenever a driver drops the anchor. Although the throttle remains a bit over-sensitive when taking off, its input is constant and good to modulate. As expect from BMW’s awesome straight-6 engineering prowess, it never tends to run out of breath at high rev range. Matched with this motor is the familiar 6-speed Steptronic. The same with all the latest BMW gearshift design, its hard to call them as user-friendly. However, the smart use of gear ratios really help to move this motor a whole lot in X6’s case. Not to mention the shifts are smooth and coordinate, with the ratio high enough for highway cruising for maximum fuel economy.

Handling: BMW has always been known for its stiff and well sorted-out chassis, the same goes for the X6. Riding on the same strong and sound platform as the hugely succssful X5, its hard to fault its chassis dynamics. Unfortunately, X6’s steering lacks BMW hallmark precision and feedback. It feels lousy at low speed while darty at high speed. The steering weight isn’t as confidence-inspiring as one we expect from BMW. The ride is more than acceptable with its optional 20″ wheels that come standard on our optional sports package. The ride is firm but not exactly harsh, although its harsher than X6’s intended rival: Porsche Cayenne. Cayenne S and GTS’s ride quality is superb with its air suspension. X6’s ride is similar to those Cayenne without PASM. Given X6’s high center of gravity, its body rolls are very well-controlled. However, it can never reached Cayenne’s flat cornering ability through twisties. BMW’s DSC-3 remains an uninstrusive stability control. It works hand-in-hand with xDrive AWD system to provide maximum traction when needed. This system also provides RWD feel with the safety and security of AWD. Its good to allow some oversteer when pushed, even if its in such a tall vehicle like an X6. Both understeer and oversteer are easy to control.

Brakes: With 4-wheel discs and standard ABS, X6’s braking prowess certainly live up to its propeller emblem. The stopping distance is short, while pedal feel and modulation are excellent.

Interior: If you are craving an SUV with proper rear passenger and cargo spaces, X6 should be taking out of your shopping list. Both head and legrooms are at premium in the backseat. If you are 6 foot tall, good luck to your head when getting into this puppy.

Despite of BMW’s claim of 570 liters when rearseat unfolded to 1450 liters when those seats folded, the cargo space is dismal. With the high liftover and a sloppy C-pillars to cut into the rear cargo space, a 60/40 fold-down rear seats can’t solved this basic problem.

The rest of the interior layout is similar to those of the X5. The instrumentation gauges are typical BMW fanfare. Gear lever is the controversial and unfriendly design that have been a hallmark of most recent BMWs. The leather sports seats are well-foamed and very comfortable. Leather materials are of top-notch quality, which are supple and soft to the touch.

Conclusion: X6 is an answer which no one has questioned before. We don’t need a sport utility vehicle that looks like a coupe. Its coupe-like rear profile has compromised many of the utilities consumers are looking for in an SUV. BMW already got an SUV that performs and handles as well as any sports car on the market, and that’s called an X5. Despite of X6’s coupe billings, its driving dynamic doesn’t measure up to what we expect from a BMW. Suffice to say, its quite a disappointment.

OVERALL VERDICT FOR 2008 BMW X6
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 1/5
Value-for-money: 2/5

Overall rating: 2.5/5

Vehicle: 2009 Acura TSX Premium with automatic
Price as tested: CDN$39225

Performance: Before Acura introduces the 2.2 liter i-DTEC diesel engine sometimes next year, TSX is currently powered by one engine. Its the same 2.4 liter 4-cylinder 16-valve DOHC i-VTEC that has been widely praised in the outgoing model. Even though the hp has been dropped from 205 to 201, its torque actually increases from 164 to 172 lb/ft of torque for driver’s disposal. This kind of torque figure was only seen in more expensive 6-cylinder sports sedan a few years ago, Honda is able to tune with such an impressive numbers for a 4-cylinders.The result is a refined sports sedan that provides a much wider powerband for better acceleration. With 172 lb/ft of torque arrives @ 4300 rpm, there is plenty of bottom end for quick acceleration off-the-line. As expect with all Honda motors, this 2.4 is a rev-happy powertrain. It never run out of breath at high rpm, as it has the eagerness to rev with even more entertaining engine note. The throttle response is quick and linear. Its available with both a wonderfully smooth 6-speed manual or the 5-speed manumatic in our tester. The beauty of this manumatic is the “sport” mode. Whenever you put it into “S”, you can just drive it regularly or perform a manual shifting. The manual shifting has duplicated the rev-matching style we have usually associated with sequential gearbox. The shifts are smooth and clean, with proper gear ratios for low-speed acceleration while high enough for comfortable highway cruising. It also encourages a shift to high rpm before up and downshifting, that is a perfect match for rev-happy Honda motor.

Handling: As with the outgoing model, TSX’s European Accord dynamic trait has shown through its driving demanor. Although the new version has grown-up with more refined road manners, its still provide as much fun as its predecessor. The electric power steering provides decent weight and feedback, its also wonderfully precise and responsive. The suspension is compliant without losing its European flavor. It has a level of suppleness tuned in with its firmness to provide a comfortable ride, without losing the grip one expects from a sports suspension. It is a very composed car through the corners even during the pouring rain. Both the body rolls and understeer are minimal, while the VSA, what Acura called for stability control, won’t step in until absolutely necessary. Its got to be one of the most balanced front drive sports sedans I have ever driven. The delightful surprise is the new TSX is more civilized than before, it has grown-up without losing the fun loving character of the superb predecessor.

Brakes: With 4-wheel discs and ABS, TSX’s braking performance has matched its handling prowess. The ABS doesn’t kick in until necessary, even under the heavy rainfall on the day of our testing. Both the brake feel and modulation are excellent. The EBD, or Electronic Braking Force Distribution, has eliminated nose dive properly during heavy braking. A very well-engineered system indeed.

Interior: As you would expect from an Acura, the interior is loaded it to the ninth. It got everything from 8-way power driver’s seat to dual zone climate control. The leather seats are well-foamed with nice leather materials. Both the dashboard and door panels are wrapped in high-quality plastic. The center infocenter is useful without being washed out by sunlight. If there is any criticism, it has to do with too many buttons on the center console and steering wheel. There are 13 buttons on the steering that controls stereo, Bluetooth and cruise control.

The backseat is spacious, with plenty of head and legrooms. Its the 3rd passenger who sit in the middle will find a little bit cramped.

The single biggest criticism has to be the cargo area. Despite of its 60/40 split fold-down rear seats, its high liftover and narrow side cut-off have limited the level of versatility into the trunk space. Once you are able to access, it got 12.6 cubin inch of cargo space.

Conclusion: When Acura first introduced the original TSX back in 2003, it was considered as one of the best sports sedans you can buy for 40 grand. It was a runaway success for Acura from the get-go. Fast forward 5 years later, Acura needs to repeat the successful formula with the original car by providing more to the overall package. More interior space, more torque and more standard feaures without losing the fun character. TSX will be even more successful by the time its highly anticipated 2.2 liter i-DTEC introduces next year.

OVERALL VERDICT FOR 2009 Acura TSX
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.75/5
Fit-and-finish/build quality: 4.75/5
Cargo/accessibility/layout: 2/5
Value-for-money: 5/5

Overall rating: 4.5/5

Vehicle: 2008 BMW 128i Convertible with 6-speed Steptronic w/paddle shifters, Sports Pkg and Premium Pkg
Price as tested: CDN$48400

Performance: Just like the 1-Series coupe, its convertible silibing is powered by similar powertrains. We were impressed enough with its twin-turbo straight-6 in 135i coupe. Because we tend to enjoy convertible in lesser power, we have chosen the 128i as the highlight of this review. Just like 328i and 528i, 128i is powered by the equally potent 230hp 3.0 liter straight-6 DOHC 24-valve with BMW’s advanced Valvetronic and Double VANOS technologies. 230hp certainly not shabby even if the convertible weights in at 3571 lb, which is a pig consider 128i’s compact size. However, its acceleration and responsiveness are enough to compensate through 200 lb/ft of torque. Despite 200 lb/ft of torque is nothing outstanding for a 3.0 liter straight-6, it arrives at low 2750 rpm which helps matters a lot. Add to the adaptive 6-speed Steptronic, which have the optional paddle shifters, that encourages manual shifting on the steering wheel. The gear ratios matched with the engine decently. Helping the matters is the paddle shifters that make it feels a lot more when going for it. Without the paddle shifters, this 1 doesn’t have as much going.

Handling: Since BMW has engineered the 1-Series convertible at the same time as its coupe, both have the same integrity and rigidty. Its completely free of any cowl shakes when pushed through railroad tracks or on twisties. The handling is as impressive as its coupe silibings, with razor-sharp steering that provide excellent precision and feedback. With the optional sports package, this 128i comes with optional 18″ wheels which really have gripping the road surface. On the other hand, the ride is firm without being harsh. That’s extremely important for convertible’s cruising ability. Its DSC-3 is as uninstrusive as in any Bimmers.

Interior: Because of 1-Series’s miniature size, BMW has decided to go with soft-top instead of 3-Series’s hardtop variety. That helps its cargo space. With the top up, this 128i is capable to haul 305 liters of luggages. Volume aside, the amount of space inside the trunk is as tiny as its coupe silibings.

The amount of space inside this convertible is about as cramped as in the coupe. You can hardly called the back a proper backseat. Those are best describe as dog seats. With the top down, of course, headroom isn’t an issue. With the top down, those backseat passengers are better only for short trip. Punishment is the best word to desribe the experience in any 1-Series’s backseat, regardless of a hatchback or coupe or convertible.

Conclusion: Interior space aside, this 128i is a welcome addition to BMW’s convertible family. Its performance and driving experience are worthy enough to wear the propeller emblem, its also the most attractively priced 1-Series in the entire range. Its biggest hurdle will be the redesigned Mini Cooper S convertible coming this fall.

OVERALL VERDICT FOR 2008 BMW 128i Convertible
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 1/5
Value-for-money: 4/5

Overall rating: 4/5

Vehicle: 2008 Mercedes-Benz E320 Bluetec with Bi-Xenon Headlight Pkg and Premium Pkg
Price as tested: CDN$72975

Performance: When Mercedes first came out with E320 CDI about 2 years ago, we were impressed enough. That was then. Mercedes is a car company that never rest on its laurels. When it comes to diesel technology, Mercedes has proved they can upped the ante with their latest Bluetec technology. Just how far has this Bluetec improved over the existing CDI. The horsepower has jumped from a 201 to 210 while torque has improved from a healthy 369 to an astounishing 400 lb/ft. Even if the horsepower increase isn’t significant, its the torque that is most important for diesel. 369 lb/ft of torque already better than equivalent E500 back in those days. 400 lb/ft of torque, has once again, put its V8 E550 silibings, behind. And that is from a V6 diesel powertrain. This DOHC 24-valve V6 Bluetec has amazing level of engine refinement and quality. The NVH quality really has engineered to put many of those quiet V8 engines to shame. Its so quiet on the inside, you can hardly noticed its a diesel. Its only on the outside that you can hear slight diesel sound. Matched with this wonderful Bluetec is Mercedes’s hallmark 7-Gronic gearbox with manumatic shift variety. The ratios are excellent, which are low enough for quick acceleration and quiet enough for Autobahn-like cruising. Mercedes gearbox has always been known for its level of crispeness and smoothness, this unit is no exception. Whenever you put the responsive throttle down, there is always the usual Mercedes quietness to combined with its performance authority.

Handling: What makes this Bluetec handles as delightfully as any E-Class has gone before? It all begins with a rock-solid chassis that is from anyone else but Mercedes. With 50/50 perfect weight distribution from its rear-drive configuration and a rightly calibrated suspension, its not hard to imagine how good can this Merc handles. The steering is sharp and responsive, while being extremely precise. The Mercedes trait of slightly dead off-center feel remains intact on highway speed. Suspension is firm enough to enjoy all the black top twisties while supple enough to provide superb ride quality. Both suspension and springs are supple without being bouncy and comfortable without being softly sprung. Not to mention Mercedes’s amazing high-speed stability remains intact in the latest E-Class. Even if the ESP is an instrusive variety, as one expects from Mercedes’s safety first priority, its safe enough for Bluetec’s status of lives as a comfortable and efficient luxury sports sedan.

Brakes: With 4-wheel discs and standard ABS, this Bluetec sedan shines through the braking tests. The stopping distance is short without exhibiting any kinds of brake fades after a couple of hard stops. Pedal feel and modulation are simple world-class.

Interior: Slip behind the wheel of this Bluetec, everything else is typical Mercedes E-Class affairs. The use of excellent plastic and leather materials in the cabin. The thick leather seats provide awesome support for cruising, surprising amount of side support when an enthuisastic driver wants to have fun on the twisties. There are enough wood trim to add warmth. Instrumentation gauges are clear and analog. Automatic climate control is both smart and effective.

Conclusion: The Bluetec is, without a doubt, the best diesel-powered passenger car I have ever driven. Other than its class-leading 6.8 seconds 0-100 km/h acceleration figure, it also have all the merits that make a gasoline-powered E-Class without paying the huge gas bill. What really amazed me is the average fuel economy we got during our initial test drive. An average of 8 liters per 100 km is a truly amazing figure for a luxury car weighting in at 3850 pounds. It proves you can have a cake and eat it too.

OVERALL VERDICT FOR 2008 Mercedes-Benz E320 Bluetec
=====================================
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: 4.5/5
Value-for-money: 5/5

Overall rating: 5/5

Vehicle: 2008 BMW 135i Coupe with M Sport Pkg, Premium Pkg and Comfort Pkg
Price as tested: CDN$49800

Performance: The 1-Series, as with its 3-Series silibings, is powered by both normally aspirated 3.0 liter DOHC 24-valve straight-6 and the same powertrain with twin turbos. Hence the 128i and 135i designations. We will reviewed the 128i in future episode. The highlight of this review is the 135i with whooping 300hp and 300 lb/ft of torque. As with the 335i, this engine performs amazingly even if its BMW’s first effort for turbocharging for the gasoline motor in the last couple of decades. The last BMW turbocharged sports sedan was 2002tii, which is another piece of amazing machinery. With only 1560kg to pull along this little 1-Series with 300 ponies, the performance is nothing less than staggering. The throttle response is instant and responsive, even if its a bit too sensitive on the travel. As expect from such a well-engineered powertrain, the turbos spool up quickly and efficiently without any drama. That drama is called turbo lag. Because of the 300 lb/ft of torque available at such low rpm, there is a slight wheelspin when driven hard off-the-line. Not to mention this twin-turbo straight-6 is as equally rev-happy as BMW’s normally aspirated straight-6 engine. Equally impressive is the slick-shifting 6-speed manual gearbox. The throws are short and precise, with a clutch that is light and progressive. The blipping point is just about perfect. Gear ratios match amazingly with this wonderful engine. Consider its 0-100 km/h arrives in a short 5.4 seconds, that’s as fast as the outgoing M3 with 3.2 liter I-6. The difference is M3 needs to rev high in order to get the best out of the box. In the 135i, however, all you need is to drop the anchor. Its all done in a more relaxed manners.

Handling: With 50/50 perfect front to rear weight distribution for rear wheel drive/front engine configuration, along with usual BMW goodies called a wonderfully stiff chassis. The 135i handles like its on rail on both track and city streets. Even with the run-flat tires and M sports suspension, its ride quality is civilized without being harsh and uncomfortable. The ride quality has the usual suppleness and firmness we expect from BMW suspension. On the other hand, the suspension handles every curves with grace. The cornering is almost flat thanks to the smartly calibrated M sports suspension and stiffer springs. Steering, as expect from BMW, is precise and provide plenty of feedback. We had the chance to sample to drive both 1-Series with or without Active Steering. Active Steering remains an option that isn’t worthy to get for any driving enthuisasts. It just taken away the typical BMW steering feel. All it does its to give artifical steering feel and non-linear left-to-right transitions. The DSC-3 is a stability control that remains totally uninstrusive until the driver really needs it. BMW has designed a system that has 3 settings that allow for complete shut-off, partly instrusive or completely instrusive. Even if you set it in completely insturisve mode, it remains uninstrusive for daily driving until driver rears its ugly heads. There is a slight understeer when pushed for safe control on daily driver. However, once the DSC-3 completely shut off, 135i can get totally sideway with all the oversteer that one needs on the racetrack.

Brakes: With 4-wheel discs and ABS, 135i’s braking performance lives up to its propeller badge, The stopping distance is short. Pedal feel is exceptional without any brake fades after lots of hard stops. Both the pedal modulation and bite have to be considered as some of the best I have ever tested. ABS only steps in when necessary.

Interior: If you need to travel four passengers, 1-Series certainly isn’t the right car for you. Although it got a backseat that covers in nice Boston leather, the legroom is almost non-existence and headroom is at a premium. The trunk space is equally narrow. Beware of the trunk lid hit your head when open due to its height. Its a little larger than the hatchback silibings we tested last year. Spacious is definitely not the word to describe 1-Series coupe’s backseat and cargo space by any sketching of standards.

The front, however, is a true driver’s environment. Everything else from the pedals, steering wheel, instrumentation gauges and shifter are in perfect position for driver. The leather sports seats provide awesome back and side supports. Stereo is placed on top of the automatic climate control for excellent ergonomics. What is really surprisingly is the level of materials used in the 1 compares to the 3. There are richer interior materials used in this 1-Series than all the latest generation of 3-Series we have tested. Despite that, we are still able to find some cheap plastic pieces in minor areas. However, there is one minor pet peeve. The wood trim looks totally out of place in a sports performance car. Since BMW already offered choices of wood and aluminum inlays in the 3-Series, why not for the 1-Series? BMW interiors of the last couple of years can only be describe as better than average.

Conclusion: The 135i has aplentry of pace and grace for those who are looking for both performance and cachet in a small package. Here lies the rough. If you happen to opt the 135i into the max, its already entered into the 328i’s territory. Despite of lower performance, 3-Series provides better residual value and much superior interior space. That is something the consumers have to put serious thought when considering the 135i. The 128i, however, opens up another can of worms for cannabalizing into a Mini Cooper S. As nicely driven as a 1-Series, its market positioning might be the single biggest reason that is going to hurt itself in the long run.

OVERALL VERDICT FOR 2008 BMW 135i Coupe
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 1/5
Value-for-money: 4/5

Overall rating: 4.5/5

Vehicle: 2008 Mini Cooper S Clubman with Comfort Pkg, Convenience Pkg, Sport Pkg, Chrome Line Pkg and Travel Pkg
Price as tested: CDN$35640

Performnace: The Clubman, as with its hatchback silibings, is powered by one of two engines. The base Cooper is powered by a 1.6 liter 16-valve DOHC 4-cylinder with 118hp and 114 lb/ft of torque, which we will be reviewed in the future episode with its new and improved Steptronic gearbox. Or the same engine but coupled with the turbocharger. With 177 lb/ft of torque and 172 ponies, its certainly no sloush especially its mated with the slick shifting 6-speed manual gearbox. As with all Mini’s stick shift, the throws are long but the gates are precise and well-defined. To add the enjoyment of this manual box is a light and progressive clutch, with a proper engagement point. With the optional sports pkg comes on our tester. The “Sport” button in front of the shifter really gives the S a healthy boost of performance. It increses torque from 177 to 192 lb/ft of torque. Both the throttle response and turbo rush have changed from quick to really fast. If you happen to opt for the Steptronic gearbox, this “Sport” button also improves shifting by 0.05 seconds. It isn’t a huge difference but at least it gives the regular slushbox with faster response when driver really needed it. It really transforms an already nice turbo engine into a wonderful one. It all does without the usual turbo lag. Every time a driver steps on the throttle, the turbo spools up quickly and responsively without any delays. However, it tends to run out of breath at high rpm even with the advanced variable valve timing technology built within this motor.

Handling: Remember last time when we first reviewed the redesigned Cooper S’s sports suspension, we complained about its stiff-legged ride quality. Although Clubman retains all the Mini’s fun-loving character as a sharp-handling hot hatch, it actually got all the harsh ride quality improved just by increase the wheelbase and slightly recalibrated the spring rates. All these have done wonders to what Mini has always been needed. A fun hot hatch that handles like its on rail while absorbing all the patholes and roughness with ease. The lack of suppleness with hatchback’s suspension has always been addressed. It got plenty of supple through the suspension and spring settings. It really does make the Clubman rides like a BMW instead of a harsh-riding unladen full-size pick-up. The electric power steering provides plenty of feedback, the level of precision and responsiveness are amazing. Push the “Sport” button, it would increase the weight of the steering for even better driving feel. The DSC-3, or what Mini stands for ESP, remains an instrusive type. Which means this system allows for oversteer fun before it steps in. The threshold is huge enough for any enthuisastic driver to enjoy a bit of slide. On the other hand, its safe enough when the vehicle rears its ugly head in an emergency situations. Push through the track. We have witnessed minimal body rolls and understeer. That’s a delightful surprise even with the extra length and weight of Clubman, it got as much composure as its hatchback silibings.

Brakes: With 4-wheel discs and standard ABS, Clubman’s braking prowess certainly worthy of the Mini badge. The stopping distance is short. After a couple of hard stops, the brakes are fade-free while ABS doesn’t step in unnecessarily.

Interior: As with all the Minis I have driven, the driving position is perfect. Everything else from the pedals to the instrumentation gauges to the seats are all in perfect driving position. However, its the second half of the vehicle that is the highlight of the Clubman.

You have to get into the backseat through the suicide door on the passenger side. While the back has more leg and headrooms than its hatchback silibings, one still feel a bit cramped compares to its peers. There is a huge drawback with its suicide door, that’s the seatbelt. Whenever I want to get into the backseat, the seatbelt for the front passenger always blocking the way. You have to pull the seatbelt back just to get in. Its a minor pet peeve. But its a pet peeve, nevertheless.

Instead of using the traditional hatch design of its rivals, Clubman remains true to its tradition by offering barn doors. That means there are 2 doors to access to the hatch. Once you get through the high liftover and narrow door sills, due to the opening of the doors have used much of the floor space. You got 32.8 cubin feet of cargo space with the 50/50 split fold-down rear seats. The amount of space is much improved over its hatchback silibings, once again, but still fell short of the competitions.

Unfortunately, the barn doors have spoken for two different kinds of criticisms. Because it opens seperately, the built-in rear defrosters are seperated from both rear windows. That left a huge black line right in the middle of the rear windshield. When you looked at the rear view mirror, you see a huge black line in the middle of the rear windshield. To add frost to snow, Clubman’s thick D-pillars aren’t helping matters. Both left and right are consistented of these huge pillars for blocking 45 degrees vision. Extra caution and parking sensors won’t amiss. Another pet peeve is the rear wipers don’t covered all the area. With the huge black line in the middle, both wipers only covered about 70% both back window.

Conclusion: The Clubman is the beginning of more versatile variants based on the successful Mini brand. While the hatchback and convertible are fun and lovable, many of Mini’s loyal customer base want more practicality instead of shifting to other brands. Here comes the Clubman! It got all the space that Mini has been crying for in day one.

OVERALL VERDICT FOR 2008 Mini Cooper S Clubman
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 4/5

Vehicle: 2009 Jetta Wagon Trendline with ESP and 6-speed Tiptronic
Price as tested: CDN$26660

Performance: The Jetta wagon is currently available with one engine only. Its the upgraded version of the 2.5 liter in-line 5-cylinder 20-valve we have tested in both Jetta sedan and Rabbit before. With 170 hp and 177 lb/ft of torque, its more than aplentry to move this compact wagon. With the latest upgrade over the outgoing 150hp version, the engine note sounds more pleasing and less weird. For most consumers, this is an important consideration because not many have get used to odd cylinder configuration. The same goes to its rather weird engine note. With 177 lb/ft of torque available at 4250 rpm, it has lots of get-up-and-go bottom end of daily traffic light acceleration. 170hp certainly wouldn’t put driver ashamed with it comes to top end acceleration. Our tester comes with the 6-speed Tiptronic manumatic gearbox. Although the shifts are slow, even with the fuzzy logic program adapts to each driver’s needs. The whole gearbox has low enough gear ratio for low-end acceleration and high enough ratio for comfortable highway cruising, while enough gears in the middle for mid-range highway merging speed. If you are looking for more performance-oriented and economy-oriented powertrains in this wagon, you should wait for the 200hp 2.0T or 2.0 TDI coming on the horizon.

Handling: As we have experienced, Mk5 chassis has served different cars with different purposes exceptionally well. GTI for hot hatch, Rabbit for an affordable hatchback while Jetta as a family sedan. With this latest wagon, Mk5 chassis continues to impress with its level of composure. You won’t feel any of the extra size with the additional cargo space at the back of this Jetta. It handles as well as any Jetta we have driven in the past. The electric power steering provides decent enough feedback and precision, even if the low speed feels featherweight. Its ESP only kicks in until the driver reaches the outer end of the limits. That’s a godsent for driving enthuisats. The suspension is compliant with a sense of Germanic suppleness dialed in the whole process. Which means it doesn’t ride as softly as some of its rivals, while absorbing patholes and roughness with ease. There is some safe understeer and body rolls. However, those are more than acceptable consider Jetta wagon’s status of life as a comfortable, affordable wagon.

Brakes: With 4-wheel discs and standard ABS, this little wagon’s stopping power is as good as any VWs we have tested before. The stopping distance is short while fade is almost non-existence even after a couple of hard stops.

Interior: Fold down the 60/40 split fold down rear seats, the Jetta wagon has 66.9 cubin feet of cargo space. The add bonus is there are plenty of cubbyholes to storage basically everything. The hatch is high enough in order not to hit your head. On the other hand, cargo liftover is low and wide enough to slide any cargos with ease. Best of all, VW’s attention-to-details with quality carpeting in the hatch adds a touch of class to the usual messy cargo area.

The rest of the interior is typical VW fanfare. That means excellent use of materials and fit-and-finish. The semi auto climate control is effective and efficient. Everything else are placed ergonomically, especially stereo above the climate control. The cloth seats on our tester are nicely foamed with decent side and thigh support.

As with all the Mk5 platform, its single biggest improvement has to be its rear seat legroom.

Conclusion: This new Jetta wagon could well be the best definition of what an affordable “sport utility vehicle” stands for. Its performance and handling are fairly sporty, while its amount of cargo space match or beaten many of those compact utes. That’s despite our test average fuel economy is a slightly disappointed 9L/100km, it remains a much better proportioned than any SUV consider the current gas prices.

OVERALL VERDICT FOR 2009 VW Jetta Wagon
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 5/5
Value-for-money: 5/5

Overall rating: 4.25/5

Vehicle: 2009 Jaguar XF Supercharged with adaptive cruise control
Price as tested: CDN$81000

Performance: The new XF is available with two V8 engines, both are the familiar AJ-V8s that we have seen in previous Jags. In the XF Luxury and Premium Luxury, its a 4.2 liter normally aspirated engine with 300hp and 310 lb/ft of torque. However, in our flagship tester, XF Supercharged, uses the same motor as its silibing S-Type R’s 4.2 liter V8 supercharger. This V8 blower has been underneath the hood of both XK, XJ and S-Type; we were quite like its level of refinement and flexabililty. In the XF, its the same story. 420 horses and 413 lb/ft of torque certainly shows it got lots of go. The upcoming XF-R will definitely shown up with more ponies and torques than this supercharged version, with upgraded internal components. There are plenty of torque in the low rpm, even if 413 lb/ft of torque shows up at four grand. The throttle response is quick if a bit too light for my liking. Its level of lightness would feel really at home with those American muscle cars. On the top end, however, its equally fast with that 420 horses never seem to be breathless. This time around, Jaguar knows it is against those moving targets called Germans. With those A6, E-Class and 5-Series consistently got engine and technology upgrades, Jag has to keep a fast motor in order to match their uplevel offerings competitive. That’s because only offered a V8 and a R version aren’t enough in S-Type. The 6-speed sequential gearbox is smooth and seamless. Although the paddle shifters feel somewhat bouncy whenever it needs to up and downshifts, it has done a decently enough job for XF’s personality. The gear ratios are tuned for more cruising than all-out sporty driving, as its most suitable for Jaguar’s character.

Handling: As one expects from a Jaguar, soft and comfortable ride quality have to be a “must”. The same is true for XF. On the highway speed, XF no longer feels as floaty and numb as its predecessor. Jaguar seems to tune well with their latest CATS, or Computer Active Technology Suspension, which is a computer technology that dials out the perfect ride and handling balance depending on the driving conditions. While this system has left us cold in all the previous Jags, regardless of XJ, XK or S-Type; XF’s software has gone for the better. Gone is the floatiness and numbness we associate with Jaguar’s chassis. That’s despite it still lacks the firmness and suppleness we expect from German benchmarks. The level of control remains inferior to its peers when pushed. We are glad to see Jaguar finally offers something similar to Subaru’s nifty Si-Drive in XF. The system is called Jaguar Drive Control or JDC. The Dynamic mode, which is only standard on our Supercharged version, has created far stiffer setting than we have experienced in Jag sedans of past. That’s about as solid as XKR. Although the XKR remains softly sprung compares to its sports car rivals. The steering provides better feedback and response with Dynamic mode, even though its fairly precise even on standard mode. There remains plenty of body rolls and understeer. We are always disappointed with how Jag handles understeer and body rolls. the same remains true with XF. Whenever you press a Jag into a corner enthuisastically, it tends to have huge understeer which could easily turn into nasty. When its already in the nasty situation, it would turn into oversteer which is far more difficult to save than safe understeer. That’s really ashamed consider XF’s near ideal 50/50 balance as a rear-driver.

Brakes: With 4-wheel discs and standard ABS, XF has performed decently in our braking tests. The lack of brake fade after a couple of hard stops, on the other hand, ABS never kicks in unnecessarily. Both the pedal feel and modulation are much better than expected.

Interior: Instead of focusing on using only wood trim, Jag has broken the norm by combining both wood and aluminum trim together in XF interior. That is a refreshing change for a car company that has stuck with its past more than looking into the future. While the interior styling looks plain and blend, the use of materials are surprisingly good consider Jag’s recent efforts. Its definitely classier than the cheapness we have experienced with Nissan/Infiniti and Chrysler; however, still not up to the industry standards. Even though Jag has used nicely stitched leather on the dashboard, one can still find some cheap pieces along the center console and door panels. The leather seats are comfortable and well-foamed. Instrumentation gauges are clear and analog, same goes for the ease of navigation and climate control systems. Both the push button “keyless go” and rotary gear knob are placed ergonomically on the center console. While many found latter as a nifty design, I found it as nothing more than a gimmick.

While the rear has decent legroom, the headroom has been limited due to its C-pillars.

Loading cargos into XF’s trunk is a challenge. Thanks to its high liftover, narrow trunk sill and a trunk deck that could easily hit your head.

Conclusion: At the time of our writing, Tata has announced the purchase of Jaguar from Ford’s Premier Auto Group. XF symbolizes what Ford can do best to turnaround this struggling British carmaker. We have seen the better use of materials and handling/ride improvement over the unremarkable S-Type predecssor with the XF. Unfortunately, the XF remains barely competitive with the top dogs from Germany despite of all those improvements.

OVERALL VERDICT FOR 2009 Jaguar XF
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 2.5/5

Vehicle: 2008 Ford Focus sedan with Sport Appearance Pkg and Luxury Pkg
Price as tested: CDN$22894

Performance: Even if Ford has called it the “new” Focus, which is nothing more than an ugly nose job. Its powertrain remains the tried-and-true 2.0 liter 4-cylinder 16-valve DOHC Zetec motor that has been used since the early days. 140hp and 136 lb/ft of torque seem to be adequate but certainly not class-leading nor earth-shattering by today’s standards. Its not that its level of engine refinement is up to the high standards set by rivalling Honda and Mazda benchmarks. While the Zetec was able to match the previous generation of Civic and Protege back in the early days, its no longer competitive with the current generation of Civic and Mazda3, which both have been regarded as the segment leaders. The only saving grace is the smooth 5-speed manual gearbox and a progressive clutch, which have decent ratios. As for former, the clutch engagement point is light and progressive with decent enough feedback.

Handling: Given this platform has been dated back to the previous European Focus back in 1998, we are downright surprise by how well-engineered it is even by 2008 standards. Because it still has the merits of being a rigid and stiff chassis, American Ford product planners decided to milk the platform until its no longer competitive. However, the latest retuning of the Focus suspension has resulted in a softer and more comfortable small car. Gone is the fun and eager turn-in that made Focus so tossable in the corners. What it gains back is a softer ride with a more cumbersome feel. To put this into perspective, Focus feels more like a Taurus than a Fusion of what it used to be. And we all know how well-engineered Fusion’s sporty chassis is, at the same time, how softly sprung the FiveHundred rebadged Taurus is. The steering remains precise with nice feedback.

Brakes: Our SES Focus is standard with front discs/rear drums and standard ABS, however, its lower trim levels: S and SE, are optional. While Focus is an affordable small cars, Ford should make ABS standard across the board. When you can get an ABS standard on a Fit LX, its totally unacceptable when Ford still makes ABS an optional extra on base Focus. However, its pedal feel and modulation are decent. With the right brake bite and ABS kicks in at the right time. Stopping distance is also surprisingly short.

Interior: All the quirkness of Focus’s interior has gone for bland appearance. While everything else feel well-placed and logically layout, it just looks totally boring. The bloated feel of the center console feels ungainly compares to the quirky looks of the original Focus. Ford has also cut the corners when it comes to interior materials. The soft-touch plastic we used to like in Focus has gone for harder grain. While it still won’t match Sentra and Caliber for their level of interior cheapness, Focus won’t be too far behind. The use of aluminum trim on the center console feels tacky and cheap.

Conclusion: Ford should have brought us the 2nd generation Focus, which is based on the same platform as the Mazda3, insted of continuing milking the original Focus. With the discontinuation of the hatchback and wagon, this “new” Focus will lost appeal to those who are looking for practicality. That’s because one of the most appealing factors of original Focus is the availability of hatch and wagon at its price point. Combined with the lack of advancement when it comes to engine and chassis, Ford has completely lost “focus” when it comes to revised the Focus. That’s a shame judging by how much we love the original Focus.

OVERALL VERDICT FOR 2008 Ford Focus
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 3/5
Value-for-money: 2/5

Overall rating: 2.25/5

Vehicle: 2008 Lexus IS-F with Series 2 Pkg
Price as tested: CDN$68500

Performance: What the “F” stands for in Lexus language equals the “M” of BMW and “RS” of Audi, as its their performance division. As you would probably already guess, “F” stands for “fast”. Its pretty damn true for this IS-F. Unlike the lesser IS250 and IS350, which are powered by 2.5 and 3.5 V6s. The IS-F is powered by a Yamaha-tuned 5.0 liter V8 based on LS460’s proven mechanicals. It scores well with VVTi-E, which is an intelligent electrically driven on intake cam for better performance. It does have a desired effect because it actually works effectively with this 32-valve 5.0 liter V8. It got 416 horses and 371 lb/ft of torque at driver’s disposal, which makes it one of the fastest cars in its class. The amount of torque delivery is linear and silky-smooth, something we all expect from Lexus. Even with this much power goes through the IS, Yamaha engineers continue to produce an exceptionally refined and smooth powertrain that feel very much in a luxury car than in a sports car, even with the sporty exhaust notes. What makes this IS-F so quick and responsive has to be its 8-speed Sport Direct Shift gearbox, which is a similar system to Audi’s S-Tronic. Similar concept to S-Tronic, it got 2 clutches. The first clutch controls 1st, 3rd, 5th and 7th while second clutch controls 2nd, 4th, 6th and 8th. Although its the world’s first 8-speed dual-clutch gearbox, it just has too many gears. The first three gears are good for peppy acceleration while 7th and 8th for quiet cruising. There are just five too many gears for mid-range acceleration. The paddle’s shifter’s speed is on par with the best in the industry, although the beeping sound for upshifting is very annoying. When you are driving a sports car on a track, its expected to upshift at redline. Since this Sport Shift already got gearbox protected for redlinning, the buzzer sound should be deleted. Why not make an upshift warning light for driver instead?

Handling: Lexus engineers wish the “F” stands for fun other than being fast. What they have done is to stiffer up the suspension, also add a “sport” mode to the VDIM. What this “sport” mode does is to allow enthuisasts to have more oversteer fun instead of stability control steps in too abruptly. Unfortunately, it remains as instrusive as other VDIM Lexus I have ever driven. The difference is with the “sport” on, stability control’s threshold would set a bit higher for a little bit of oversteer when pushed extremely hard. While its electric power steering already the better one when it comes to Lexus steering feel, its steering weight remains featherweight and not much feedback communicates through the thick leather-rimmed steering. Even though we have tried to push the IS-F oversteer during a rainy day on the track, it manages to have quite amount of understeer dialled it before VDIM steps in. Just when the tail begins to get out, VDIM already stepped in at an alarming rate. Frankly, for a sports sedan with 415hp, IS-F feels as sterile to drive as other Lexus. But it isn’t so with its rough ride quality. Its sports suspension seems to be lack of any kind of suppleness when going through even the smoothest surface. It eats up every patholes and roughness when the going gets tough. The ride is bouncy and noisy. While this suspension is capable enough to attack corners with confidence, its ride quality certainly doesn’t live up to Lexus reputation. The “F” does mean its fast but certainly far from fun.

Brakes: With large 4-wheel discs and standard ABS, the IS-F’s braking performance is capable even on this rainy day. The stopping distance is commandable while ABS doesn’t step in unnecessarily. That is very important on a wet track surface for driver’s modulation on the brake pedal.

Interior: The biggest differences between standard IS and F are the bolstered sports seats and tasty carbon fiber trim. Those sports seats provide excellent shoulder and side supports. The use of leather materials continue to be soft and supple, which are the qualities of what we expect from Lexus.

The F is a 4-seater sports sedan. While the legroom continues to be very tight, as this is an IS. There are more room for two persons to move due to its 4-seater configuration. The backseat continues to be semi bucket type for better support.

Conclusion: If you consider the F as a very fast IS, you will definitely be satisfied with it. It got the usual array of luxurious and comfortable features one expects from a Lexus. But if you are looking for a fast yet fun sports sedan, Lexus still haven’t produced a proper one yet.

OVERALL VERDICT FOR 2008 Lexus IS-F
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Performance: 4.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 1/5
Value-for-money: 4/5

Overall rating: 4/5

Vehicle: 2008 Porsche Cayenne Turbo S
Price as tested: CDN$135795

Performance: Porsche has increased the Cayenne turbo’s displacement of 4.5 liters to 4.8 liters during this initial revision, for both S and Turbo. In the meantime, Porsche also brought out another mid-level 4.8 liter normally aspirated Cayenne called the GTS. Which is basically a Cayenne S with Turbo looks and brakes. Basically you can consider the S similar to a 911 C4, GTS as a 911 C4S and the subject of our test drive, Turbo S as something similar to 911 Turbo. Breathtaking is just an understatement to describe this Cayenne’s performance prowess. It all begins with the larger 4.8 liter DOHC 32-valve V8, added two turbochargers, advanced direct injection and Variocam technologies. The result is an astounishing 500 ponies and a mountain-moving 516 lb/ft of torque. Combined with the maximium torque begins at 2500rpm with 516 lb/ft of torque, basically anything, I meant anything called a sports car will be outrun by this ute. This 500 horses won’t feel breathless when taken up to 190-200 km/h, its relentless release of power thoroughout the rev range. All of these have done without turbo lags when both turbochargers step-in. Those large turbos just spool up quickly and effectively without fuse. Awesome indeed! Throttle response is just a foot away from being ticketed for speeding. However, everything settled so smoothly and elegantly as in Porsche fashion. Without the smart 6-speed Tiptronic-S gearbox. This Cayenne Turbo’s performance won’t be as staggering as it should be. This Tiptronic gearbox has 500 different fuzzy logic programs to adapt to every enthuisast’s needs. The gear ratios also set to suit everyone’s needs on every occassions.

Handling: Its hard to imagine an SUV with high center of gravity can handle so beautifully. But Porsche has done all those with grace and pace. The PTM AWD system has transferred all the power accordingly for whenever the vehicle gone stuck, it works seamlessly for all kinds of weather and conditions. PDCC, which stands for Porsche Dynamic Chassis Control, works hand-in-hand with the chassis to control body rolls. In fact, it controls the body rolls so amazingly. Its hard to imagine an SUV can corner so flat with such a high rate of speed through the corners. On the other hand, Porsche’s famed PASM or Porsche Active Suspension Management, which is a computer system that controls the suspension damping and steering feel, work like magic with those systems. Press into “sport”, both the steering feel has firmed up while suspension stiffened up for enthuisast driving. Even with PASM sets at “sport”, its ride quality remains firm and supple without being punishing. Set into “normal” driving mode, this Turbo drives as well as any Porsche with more comfortable riding quality. Steering feel, as expected, is plenty while it offers typical Porsche precision and responsiveness. Its got to be the best steering I have ever driven in an SUV. You would have thought for an SUV, its stability system would kick in at an alarming rate. It doesn’t simply because its a Porsche. The PSM, which is Porsche’s meaning for stability control, only steps in whenever the driver has reached the outer edge of the limits. Its also has three settings for its level of instrusiveness even in an SUV. While its usual for Porsche sports cars to have such wide array of adjustments, its unusual for any SUV. All these settings allow different level of instrusiveness for different kinds of drivers.

Brakes: For an SUV that weights nearly two tons, Cayenne Turbo’s braking performance is truly a delight. Its not only its large 4-wheel discs with ABS can stop this heavy SUV with ease, they are also doing it without brake fade. At the same time, its ABS system works only necessarily without being stepping in.

Interior: While the pre-facelifted Cayenne has been criticized for having a few cheap pieces inside, all else have been addressed in this revised version. All those materials use inside are much richer and classier. The cheesy plastic on the center console has become rich plastic materials that are worthy of the crest badge. The leather sports seats have amazing amount of support when pushing this performance ute through corners. Everything else has been very well laid-out from the instrumentation gauges to auto climate control.

Conclusion: One thing that should be put at the back of your mind when driving a monster like this Cayenne Turbo is the fuel economy. We averaged 22 liters per 100km consistently between 50% highway and 50% city driving. The low gas warning light came on at about 400km with this 100 liter tank. Because when you are having so much fun with a performance ute, you shouldn’t worry about the amount of gas it slips every minute!

OVERALL VERDICT FOR 2008 Porsche Cayenne Turbo S
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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: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

Vehicle: 2008 VW Golf GT Sport with DSG
Price as tested: HK$249000

Performance: There aren’t many carmakers that have produced twinchargers successfully. Both Lancia and Nissan have invested into technologies that combined both turbo and supercharge together about two decades ago, unfortunately, both executed unsuccessfully.

Its time for German to show off their engineering prowess through twincharger technology. This time is from Volkswagen. What twincharger is basically combining super and turbocharger, however, these two chargers spool up at different rpm to boost the low-end torque and higher revving characteristics. The instant throttle reponse. Since our tester is a GT Sport, so it came with a more powerful 170hp of the TSI unit. The less powerful TSI came with a 140hp. The transition between chargers are seamless. It improves the bottom range which usually lacks in low engine displacement. In VW’s guise, its a 1.4 liter DOHC with FSI direct injection technology. The transition between lower supercharger kicks in and upper end’s turbocharger steps in are truly delightful. Both are free of turbo and supercharger lags thanks to the smart German engineering. You won’t feel there is any transformation from super to turbochargers thoroughout the entire rev range. What it really feels is the smooth delivery of power at at rpm. Not to mention 195 lb/ft of torque right from 1750 to 5k rpm is simply astounishing. Without a proper gearbox, all those twincharger technologies are a waste. Nothing better than show out their engineering prowess through the use of the wonderful 6-speed DSG. As we have experienced before, its simply a marvelous sequential gearbox that shifts quicker than any race driver with a clutch and a manual shifter. Its shifting speed and smoothness continue to impress us. Its simply a delightful icing in the cake. Its faster than a 1.6FSI, more flexible than a 2.0FSI and much more refined than the 2.5 liter I-5. What’s not to like?

Handling: Even if our GT comes with sports suspension, it remains a softer alternative to the edgier GTI. I have never driven a current generation of Golf that I dislike. Everything from a base 1.6FSI to the R32 rocketship are true driver’s cars, even with different suspension and chassis calibrations. As with the GT, its sportier than the 1.6FSI with standard suspension. Its more civilized daily driver than a GTI because it doesn’t ride as firmly as its sporty silibing. On the other hand, its electric power steering remains sharp and precise.

Brakes: With 4-wheel discs and standard ABS, GT’s braking performance continues to perform up to VW’s usual high standards. The stopping distance is short while pedal modulation is excellent.

Interior: Inside the GT, its basically everything else you expect from a Golf. The interior is well-made with exceptional quality use of plastic and leather materials. All the power items are ergonomic-friendly.

Conclusion: Last but not least, its the fuel economy we generated for the twincharger. We had an average of 7 liter per 100km through 70% city/30% highway driving. That’s nothing less than astounishing for a 1320kg hatchback with a 1.4 liter engine. Its like having a cake and eat it too!

OVERALL VERDICT FOR 2008 VW Golf GT
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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: 4/5
Value-for-money: 4/5

Overall rating: 4.75/5

Vehicle: 2008 Audi S5 with brushed aluminum inlays
Price as tested: CDN$66700

Performance: With the introduction of the new S5, Audi has finally brought back their legendary sports coupe. Because the latest car has to match its forebear’s performance prowess, both on the road and track. A single performance shortfall would make its predecessor ashamed. Not so with the S5. Thanks to the proven 4.2 liter V8 DOHC 32-valve share with the already exceptional S4, it surely have the performance edge to go with the style. With 354hp and 325 lb/ft of torque generating from a refined yet sporty V8, both the acceleration and flexability are nothing short of extraordinary. The throttle response is quick without losing the refined demeanor one expects from this German marque. 6-speed manual is the only gearbox available for S5, until the Tiptronic available latter in this year. The throws are sharp and precise, it also addresses the rubbery feel we once associated with Audi. The clutch is light and progressive, although its take-up point remains as high as all Audis I have ever driven. That’s except for the astounishing R8, which have a clutch take-off that doesn’t feel like any Audi clutches in the past few years. Thanks to its smart use of gear ratios, it keeps this beautifully sounded V8 always in the boiling point.

Handling: With the introduction of the S5, the most significant change for Audi platform is the placement of engine is behind instead of in front of the axles. That makes for an ideal weight distribution even for an AWD. 55/45 front-to-rear weight distribution to be exact. On the other hand, its rear-bias 60/40 Torsen Quattro is a bonus to the already attractive dynamic package. This AWD system gives driver a rear-wheel drive feel without losing the confidence of driving an AWD. Its the best-of-both-worlds on both road and track. On the track, its capable handling shines through. The S5 is very balanced and agile through the corners. Not to mention its ESP remains uninstrusive until driver closes to the end of the envalope. Steering is sharp and precise, with quick responses and plenty of feedback. On the road, all those tricks which provide admirably on track translate into excellent active safety. Although its ride is firm but definitely far from being harsh.

Brakes: With 4-wheel discs and standard ABS, S5’s braking performance is simply excellent. Even after a couple of harsh stops on the racetrack, it remains fade-free while ABS only kicks in at the right time. Pedal modulation is firm and reassuring.

Interior: Simple and understated elegance have always been the Audi trademark interior design. It shines through S5’s interior. The use of materials and fit-and-finish are absolutely flawless. Its leather materials are soft and supple, while all the plastic finishes are possibly the best in its class. Those leather sports seats provide plenty of support when playing with the car.

As with other sports coupes, getting into the backseat might take a bit of hassle. Once inside S5’s backseat, its surprisingly spacious for 2 persons.

Another delightful surprise is the amount of cargo space. Yes, the liftover is high and sill is tall. But its level of accessibility is more than acceptable for a sports coupe.

Conclusion: Although the S5 costs about half of the extraordinary R8, it doesn’t feel like its half the car of its exotic silibing. It exhibits the same level of performance and engineering prowess with practicality of a proper rear seat space, without losing the bauhaus style. That’s what we called bang-for-the-buck.

OVERALL VERDICT FOR 2008 Audi S5
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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: 4.25/5
Value-for-money: 5/5

Overall rating: 5/5

Vehicle: 2008 Audi R8 with Audi exclusive sideblade in body color, Bang & Olufsen Sound system, Premium Pkg and Audi Navigation Plus
Price as tested: CDN$150800

Performance: The R8 is currently powered by the same 4.2 liter DOHC FSI 32-valve V8 as the one in the awesome RS4, with a twist. The difference is this wonderful 420hp and 317 lb/ft of torque is delivered in the midship configuration. That makes for an even better balance than its positioned in the front or the back. As you would expect from a 420hp V8, both the acceleration and responsiveness are nothing less than astounishing. Our tester comes with 6-speed manual gearbox, which scores with perfect gear ratios for both acceleration and cruising. Its also the best manual gearbox I have ever driven in an Audi. Clutch provides plenty of feedback with proper weight for a sports car. With 0-100 km/h in a frisky 4.4 seconds and an engine that is willing to rev, it just makes it even more amazing than it already been.

Handling: Midship engine configuration has always been the excellent fundamental for a great handling sports car. Combined with Audi’s wonderful Quattro AWD and Dynamic Ride Control. The R8 handles like its on rail on both road and track. While the DRC eliminates 99.9% of body rolls when pushed, it doesn’t sacifice any ride comfort. It rides is firm without feeling punished. The Audi Magnetic Ride is another bonus to R8’s wonderful handling dynamics. When it sets to “comfort” mode. Its not like its going to feel like a wet noodle. It just makes it rides softer for comfortable daily driver. On the other hand, when you set to “sport”, the R8 performs admirably on the track. The “sport” setting would make the already amazing steering feel even tighter, more precise and even more responsive. The cornering is flat regardless of which setting you put into the Audi Magentic Ride setting, that’s because this system is so well-coordinated with its DRC. Its ESP system is an uninstrusive variety, which means it doesn’t step in unnecessarily until driver really needs a helping hand. That’s godsent for enthuisast driver as this Quattro is a rear-bias system. It lets driver to have a bit of oversteer fun even with the confidence of Quattro AWD. Its not until at the very moment when the ESP has detected the driver has got its ugly heads, it starts to show its helping hands.

Brakes: With the large 4-wheel discs and standard ABS, R8’s braking prowess has to be the best I have ever tested in my recent memory. The stopping distance is short and pedal feel is superb. Its completely fade-free even after hard runs on the race track.

Interior: Audi has always been known for producing the best interior in the industry, R8 is no exception. There are plenty of excellent plastic and leather materials in the cabin. The Alcantara leather sports seats have amazing back and side support. Alcantara is a material that won’t make driver slips all around when having fun, it gives driver more alert than the usual leather seating surface. The instrumentation gauges are clear and analog. Both the automatic climate control and B&O stereo are logically placed. As good as B&O sound system, its an option costing a whopping $2300.

Conclusion: The Audi R8 is a truly astounishing piece of machinery. Its not only its a hard-to-fault sports car, its also the first serious challenger to the legendary Porsche 911 in history. If I were Porsche, I should start to worry now!

OVERALL VERDICT FOR 2008 Audi R8
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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: 4/5
Value-for-money: 5/5

Overall rating: 5/5