Vehicle: 2012 Lexus CT200h F-Sport
Price as tested: CDN$36310
Total mileage of the entire test: 600km
Fuel economy: 7.5 liters per 100km (70% city/30% urban cycle)

Lexus has made a huge fuss about introducing the world’s first hybrid Sportback. Our first impression wasn’t exactly favourable when we drove it last year. As it doesn’t provide a decent blend of ride, handling, performance and economy in a classy package. Yes, we liked CT’s clean and uncluttered styling, which is something of a rarity in Lexus today. The optional F-Sport does add a bit of spice to the mix.

What is still made us disappointing about the driving experience, is Lexus uses a sluggish 1.8 liter engine mated with Lexus Hybrid Synergy Drive using Lithium-Ion batteries. The result is 134 hp but doesn’t feel anything close to it. Another disappointment is it never able to get the posted fuel economy. We aren’t even damn anywhere close to its factory suggested economy, let alone beating it, on our days of driving.

Another problem with CT is F-Sport’s optional 19″ wheels, which makes the ride quality very harsh without giving much back when it comes to handling. The “Sport” button supposedly to adjust the damper but just make CT rides even harsher. This F-Sport doesn’t worth the extra dough as it makes CT rides like on wooden tires. With steering doesn’t give back much feedback. The entire dynamic equation is a huge letdown.

We like CT’s initutive interface, which is typical of Lexus interior. However, the backseat feels cramped for a hatchback. Luggage space is acceptable if not outstanding.

If you are looking for a more stylish Prius with the cachet of “Lexus” badge, perhaps CT200h is the right car for you. Otherwise, we would recommend diesel offerings from CT’s main rivals.

Likes:
Styling
User-friendly interior
Low trunk liftover

Dislikes:
Sluggish engine
Poor fuel economy
Awful ride quality
Unremarkable handling

Competitions:
Audi A3 TDI
Mercedes B200
VW Golf TDI

Vehicle: 2012 Acura TL SH-AWD Tech with 6-speed manual
Price as tested: CDN$46990

Performance: While TL’s base 280hp 3.5 liter V6 is far from being a underperformer, its the 3.7 liter which standard on all the SH-AWD TL as the engine of choice. Its not only 3.7 liter has 25 more ponies and 57 lb/ft of torque more than the 3.5 liter. Its a more willing revver at both mid and upper range when pushed it to the max. With 305 ponies and 273 lb/ft of torque driven through all 4 wheels makes more senses than going through front wheels. This powertrain also comes with all the spice of technologies one expects from Acura. As everything else from i-VTEC, 4-valve-per-cylinder with throttle-by-wire all come together in a nicely engineered package. When it comes to level of refinement, smoothness and flexability; no one has ever able to doubt Honda’s engineering prowess. There aren’t many companies able to duplicate the same kind of engineering delicacy into their normally aspirated powertrains as Honda does. TL is the prime example of this very aspect. Another engineering excellence is how superb Honda’s manual gearbox feels. The clutch is light and progressive, with excellent engagement point and feedback. The shifter feels solid, well-defined and slice through the throw like a sharp knife through the better. All have done in elegantly engineered manners which is typical of Honda.

Handling: While the entry-level TL is a front-driver, our tester comes with Acura’s SH-AWD. What makes Super Handling so special is the way its able to let the outside wheel pushed the inside wheel when entering a corner. If, which is a big IF, the inside wheel continues to spin, Acura’s superb VSA starts to kick in to save driver from rears its ugly heads. On the track, it makes TL a very balanced car to throw around. Its even more obvious on an open road, as it serves as an active safety and performance-oriented feature to aid driver when its time to push TL harder and harder when going in and out of a corner. It makes TL more of a driver’s driver’s car. It provides plenty of fun-to-drive characteristics without losing the comfortable ride. When it comes to ride quality, its suspension is comfortably compliant while absorbing all those patholes and roughness with ease. Its firm without feeling harsh. The steering provides excellent feel and feedback, while precise when its time to attack a corner. Understeer and body rolls are minimal.

Brakes: With 4-wheel discs and standard ABS, TL stops precisely. The stopping distance is short while pedal always feels solid and reassurring. Its also fade-free after a couple of hard stops. ABS doesn’t step in unnecessarily is an added bonus.

Interior: TL’s trunk mirrors those of a letter box. The liftover is high with tall side sills. Even the padded trunk hinges won’t hide the fact that it doesn’t have proper fold-down rear seats.

Up front, TL’s center console has no less than 50 buttons. While having buttons are certainly more initutive than any of those stupid single knob controlling all the damn functions, its just as overkill, in terms of execution. The rest of the interior is finished with world-class materials with top-grade workmanship, as we all expect from an Acura.

Conclusion: Before the economy gone south and Acura uglified TL in 2009, TL has always been one of the most desirable sports sedans on the market. The reasons for its desirability is mainly for very good reasons. The combination of sweet powertrain, sports car like handling with interior amenities that put many more expensive to shame; add to the fact that it doesn’t have the ostantatious of driving a BMW is a big plus in many consumer’s minds. Acura finally gives TL a more pleasing looks on this revision while adding the tasty 6-speed manual to the mix. While it isn’t as drop dead gorgeous as its predecessor, it certainly better than 09-11 which I won’t want to touch it with a 3-foot pole.

Competitions:
Audi A4 Quattro
BMW 335i X-Drive
Mercedes C350 4-Matic
Infiniti G37X
Lexus IS350 AWD

OVERALL VERDICT FOR 2012 Acura TL SH-AWD
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 5/5

Overall rating: 4/5

Vehicle: 2012 Fiat 500 Pop Convertible
Price as tested: CDN$19995

Performance: How can you make the Cinquecento even more fun? Just give it a shoot with its top open. Subject to this edition of test drive. The affordable Italian fun from Fiat.

It used to be “open top” and “Italian” usually don’t come anywhere inexpensive, just look at those Maserati and Ferrari. With the introduction of the Cinquecento convertible, just about anyone can have a bit of affordable Italian open top passion.

A fun convertible has to begin with a good powertrain. As with the cheerful 500, its convertible silibing comes with the same Multijet 1.4 liter SOHC 16-valve 4-cylinder powertrain. While having 100 ponies and 97 lb/ft of torque certainly won’t let your heart bumping as fast as a 458 Italia, it is adeuate to move 2416 lb of passionate Italian through its paces. The 500 has got to be one of the lightest convertibles anywhere in the market, given how Fiat engineers have stiffened the chassis for improved rigidty and stiffness. The result is a little convertible that can move. It doesn’t have any annoying cowl shakes when driven through railroad tracks and washboard pavements, basically eaten up those expansion joints easily. On the other hand, this engine has provided peppy lanuch and responsive mid-range given its modest performance figure. This Multijet has lived up to our expectation of being a refined engine, even if its a bit rough at the top end. The 5-speed manual is standard on our Pop, which provides decent throw with a progressive clutch. The gear ratios have set to provide comfortable highway cruising while low enough for enthuisastic launch. For a characterful convertible, it has more than enough grunt to move its worth. However, its the 6-speed manumatic which is a gearbox of choice for 500. An extra gear really makes a whole world of difference, when it comes to engine revving at high rpm and less buzzy than manual unit.

Handling: The single biggest difference between Cinquecento and Cinquecento convertible, is latter doen’t offer “Sport” in addition to “Pop” and “Lounge”. That is fine since most convertible buyers are looking for comfort rather than all-out handling. However, it doesn’t mean 500 won’t deliver, when it comes to dynamics. In fact, its a delight to drive. The standard suspension is both comfortable compliant and supple when pushed. The suspension is compliant enough to absorb all the bumps and roughness, while its supple enough to attack corners. Fiat doesn’t mess up with its dynamic package whatsoever. Its still as blast to drive as its hardtop silibing, without giving up anything with the roof down. When the roof is up, its as sincere and well-isolated as any Cinquecento. With the roof down, let’s just enjoy the beautiful sunshine when pushing the 500 through the black top twisties on a hot sunny day. The electric power steering provides exceptional feel and feedback, its very responsive and precise. There are minimal body rolls, while understeer is well-tempted by its excellent stability control. This ESC has provided high threshold for enthuisastic driver to have a bit of fun before actually stepping into the equation. Having fun is just an understatement to 500 convertible.

Brakes: With 4-wheel discs and standard ABS, 500 stops accordingly. The stopping distance is short, while pedal always feels solid and well-planted. It doesn’t feel spongy even after a couple of harsh stops. On the other hand, ABS doesn’t nil in unnecessarily wraps up the impressive package.

Interior: Whether you consider it a full convertible or just a canvas top, it just opens up 500′s beautifully done cabin nicely. The cloth seats on our Pop have been well-foamed and very comfortable. All the major controls are ergonomically placed and initutive to use. Its level of simplicity and austerity have become a rarity these days, given the irritating trend of modern interior has to be complicated for complicated’s sake.

If there is one major flaw, it has to deal with 500 ragtop’s luggage space. Although 500 is a subcompact but the so-called luggage area, one really have to considered what to pack before going on a simple weekend getaway. While its more spacious than some of its rivals, one still has to consider whether to bring toothpate or toothbrush along the trip.

Conclusion: The 500 convertible is definitely a nice piece. The combination of poise, character and fun are enough to justify its nothing more than a canvas top. Now you can drive up beside a Ferrari California, tell the owner parks next to you on a traffic light “I have an Italian convertible for only costing 10% of yours!”

Competitions:
Mini Cooper convertible
Smart For2 convertible
Mazda MX-5
VW Eos

OVERALL VERDICT FOR 2012 Fiat 500 Convertible
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 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: 2012 VW Jetta GLI
Price as tested: CDN$27475

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

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

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

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

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

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

Dislikes:
Instrusive trunk hinges
Undefended ESP

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

Vehicle: 2012 Nissan Versa SL
Price as tested: CDN$16298

Performance: Cheap car used to drive and feel cheap. This is the 2nd generation of Nissan Versa, which Nissan claims its the least expensive car which has a big car feel.

While the Versa has bought nothing new, when it comes to technological advacements to the table, consider its a basic transportation. Its powertrain has done more than its worth for its asking price. It all began with a rather sophiscated directly injected 1.6 liter DOHC 16-valve 4-cylinder engine with the usual variable valve timing and electronic throttle, all good enough to generate 109hp and 107 lb/ft of torque. A jump of 2 horses and reduce torque by 4. However, those who are looking for a basic appliance possibly won’t care about how much stallion going through the front wheels. What they really care is the fuel economy. Thanks to Nissan’s Xtronic CVT, this engine is able to get around 6 liters per 100km on the day average of testing, is very impressive. That’s especially true when you consider a loaded SL is weighting in just barely under 2500 lb. What is less impressive is how noisy this engine has to ranked up from south to 100 km/h. One has to listen to such a noisy racket for 11.5 seconds when accelerating from standstill to highway speed, which is rather annoying. Despite of its noise, this little engine is refined enough for highway speed, if its still busy at upper end of the rev range.

Handling: Given Versa’s basic transportation mode, one shouldn’t expect it to drive like a GT-R. That’s where we found it to be quite impressive given its pricepoint. While its nothing remarkable, dynamically speaking. Its balance of ride quality and confidence-inspiring driving experience should be fine enough for most of its target audience. Although it can’t compare to the likes of Honda Fit and Mazda2, which have charming dynamics to appeal to both enthuisasts and commuters alike. What the Versa provides is the fail-safe driving dynamics. While its narrow 15″ tires don’t provide much grip, body rolls feel rather pronounced and terminal understeer are not too far away. Its the ride quality which should make Versa appeals to those who are looking for cost-saving transportation mode. It rides with much more expensive car, when it comes to smooth out the roughness and frosties on the poorly paved roads. There aren’t exactly much feel and feedback going through its electric power steering, despite its quite responsive on its turn-in. The standard ESC certainly would serve well for those who are looking for active safety feature standard across the board.

Brakes: The standard active safety feature is another area which makes Versa attractive at such a pricepoint. Along with standard ESC, it has ABS standard across the board right from the S stripper right up to our loaded SL. The front discs, rear drums with standard ABS are able to provide decent enough stopping distance with good pedal feel all around. ABS has acted at the right time certainly added up to the points.

Interior: The original Versa’s biggest selling point was interior space. The same goes for its successor. With one more inch of rear legroom, Versa is not only offers the best interior space in its class. Its better than those of a Mercedes E-Class when it comes to rear legroom.

What is not impressed at all has to deal with its trunk layout. I don’t expect a 15 grand subcompact to have uninstrusive trunk hinges. However, I do expect it to have wider side sills and lower liftover point for luggage loading. The result is a trunk which has the opening of a letter box. Even if it has fold-down rear seats, it doesn’t help much neither.

The rest of the interior is typical subcompact. It got all the necessary items from a supportive cloth seats to user-friendly HVAC. However, there are seas of hard plastic across the dashboard and center console.

Conclusion: When the economy turns sour and everyone has less disposable income. A basic transportation like Versa makes so much sense. As it stands, it provides excellent fuel economy with class-rivalling interior space. However, its dorky looks might not be everyone’s cup of tea.

Competitions:
Chevrolet Sonic
Ford Fiesta
Hyundai Accent
Toyota Yaris
Kia Rio

OVERALL VERDICT FOR 2012 Nissan Versa
=====================================
Performance: 2.5/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 2.5/5

Vehicle: 2012 Chevrolet Volt with Premium Trim Pkg w/ Graphic Door Trim and Rear Vision Camera w/ Park Assist Pkg
Price as tested: CDN$45485

Performance: The single biggest headache for driving any EV is range anxiety. One always have to think how long they can travel before running out of juice. Unlike internal combustion, which you can fill up gasoline at a gas station. EV has to plug-in for recharge for electricity. In Volt’s case, however, Chevrolet has designed a tiny 4-cylinder engine to supple gasoline for electricity to recharge. This gasoline engine has about 80hp but need to use Premium fuel.

What happens if an owner only use about one single tank of gasoline per year? Chevrolet engineers have designed a system, which allows the Volt to use all of the gasoline, under a year period. It will dried it out by itself, while reminding driver to refill that small tank of gasoline again.

Just like any plug-in EV. The 16 kWh lithium-ion batteries can be charged by both 120 or 240 voltage outlets. On a fully charged Volt, GM claims its about to go up to 80 km. However, our testing reveals its about 55-60 km/h, which is enough for 90% of the driving public. That means if you commute long distance between home and work, the small gasoline engine would step in eventually to save you from calling tow-truck home for recharging. While the tiny 10 liters gas engine might sound small, its actually work perfectly fine before any of those annoying range anxiety kicks into your mind when running out of juice.

That leaves a single area worths debating, on whether Volt is a full EV or a plug-in hybrid. I consider Volt as a full EV with the gas motor as assistance. That’s a neat execution, as most car driving public, yours truly included, would feel helpless without anywhere to recharge the batteries. With the assistance of a gasoline engine, the batteries would recharge themselves while milking over with gas home.

Exactly like other EV, it has only a single speed to choose from its variable ratio gearbox. Mesh the light throttle, the Volt takes off in silent which need to get used to after driven internal combustion engines. Combining 149hp and 273 lb/ft of torque, Volt takes off in a silky manners which only an EV is able to do. 273 lb/ft of torque is amazing even if Volt is weighting in at 3781 lb. Most of the weight it has to carry are those batteries, motor and all those sophiscated engineering in between.

What is most impressive, however, is that driver can choose between “electric”, “power” and “mountain” modes. The “electric” mode is able to use energy is its most conservative style, while “power” and “mountain” would squeeze out more for maximum performance. “Electric” would best serve on city driving, while “power” reserves for highway usage and “mountain” is pretty obvious.

Handling: Volt is based on GM’s worthy Delta 2 architecture, which is plain famous for its rigidty and stiffness. In Volt’s case, it needs to occupy all those lithium batteries along with motor in front and anything in between. GM has slightly modified this architecture for EV purpose. The desired result is as good as it gets. While you won’t find the handling prowess of a Corvette, Volt has done for what its worth as an EV. The car feels well-planted when driven through corners. Its a pleasant EV with ride comfort as a major priority. Its able to absorb all the bumps and roughness with ease. While there are safe understeer and body rolls aren’t too far away, Volt is a far from being a wet noodle when driven hard. I expect Volt to be a nasty driver, in all revelation, it handles as decently as an Delta 2 vehicles this architecture is based on. While the only drawback is the steering. The electric power steering just devoid of any feel and feedback, it feels like a plastic joint has loosen between the steering wheel and wheel below. The response is more than adequate, so does precision.

Brakes: While many would have lamented GM’s regenerative braking system, Volt’s pedal feel and modulation are actually perform better than expected. It doesn’t have all sorts of numbness one expects from regenerative braking. The pedal feels crisp and alive, with ABS steps in at the right time.

Interior: Considering the fact that Volt is a hatchback design, its amout of luggage space is somewhat of a disappointment. While we forgive the fact that there are 16kWh of lithium-ion batteries beneath the trunk, the luggage space is comical for Volt’s physical dimensions. Its enough for 4 persons with small handbags, possibly with 2 different chargers, in case the motel you are going to staying in have plug-in chargers. Its a pity consider the 40/40 split fold-down rear seats don’t help much neither.

The same goes for the lack of leg and headroom at the back of the Volt. With the center tunnel, Volt’s backseat feels cramped. But you certainly feel very cozy with the center console given the smallness.

All the switchgears are finished in high-quality tactical feedback, right from the auto climate control to the stereo system. The center console also hosts a large display for showing how the batteries are recharging to how much juice left, before the gas motor steps in for assistance. It all have done in an initutive and user-friendly manners. A proper gearlevel also gives driver a sense of changing from P to R, even if only one gear would keep the EV moving instead of pushing buttons like other EVs do. Other than some of the dash materials remain “enviroment friendly” or rather cheesy, as well as the design is a bit too blocky, stylistically speaking. Volt’s interior is generally well executed.

The pet peeve, however, has to do with its elevated rear roofline which limits rear sightlines.

Conclusion: “Leading edge” has never been a description for GM. Volt would definitely change people’s perception on GM’s innovation of cutting edge technologies. This EV has great engineering and technologies all packed together, in a manners, in which all have been executed in world-class fashion. In which GM really have revolutionized the EV world with such a remarkable, game changing machinery.

Competitions:
Nissan Leaf
Mini E
Mitsubishi i-MIEV

OVERALL VERDICT FOR 2012 Chevrolet Volt
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4.5/5

Vehicle: 2012 Volvo S60 T6 AWD with BSIS, Park Assist Camera, 4C Chassis and Navigation system
Price as tested: CDN$50625
Mileage since picked up: 3230km
Regular maintenance: 0
Unscheduled repairs: 0

In the good ole’ days, whenever there is a Volvo sedan introduced. There will always be a wagon equivalent debut alongside. While this case still applies to the rest of the world, it won’t applied to Canadian market with the latest S60. XC60 crossover is the closet item to V60 wagon on our shore, at least until Volvo realized they will lost a bunch of loyalists.

In terms of luggage space, S60 continues the fact that Volvo trunk has to designed like a letter box. The opening is narrow while space is swallow, even if it has padded trunk hinges to avoid crashing into the groceries. For those who have got used to the versatile space of a traditional Volvo boxy wagon, S60′s luggage space has left something to be desired. In fact, this is a way to force their potential customers into XC60 with fatter gross margin.

As for interior space, mid-size Volvo has always been pretty impressive. There are more than enough rear head and legrooms, with some of the best seats in the planet. The use of plastic and leather materials are, as expected, one of the best in the business. Interior design is cohenive without losing Swedish’s form-follows-function. The controls for both climate control and navigation are initutive, with large knobs on the center console.

As we are entering a rainy Canadian fall, it will be a testament to how well its AWD performs under those conditions.

Vehicle: 2011 Scion Xd with automatic
Price as tested: CDN$18100

Performance: Has the Xd past its “prime”, or is it still a worthy subcompact to consider in a sea of great cars? We will have the answer at the end of this review.

Although Xd rides on the same architecture as Yaris, it comes in the form of a 1.8 liter instead of a 1.5 liter in its Toyota silibing. The Xd is basically a JDM Ist wraps with Toyota sub-brand’s hippy badge. This 1.8 liter DOHC 16-valve 4-cylinder comes with both dual VVT-i variable valve timing and electronic throttle. In terms of automotive technologies, this powertrain is true to Toyota’s tried-and-true philosophy. However, this powertrain has shown a sign of age when pushed. While 128 hp and 125 lb/ft of torque are certainly up to daily needs, it feels rather noisy and rough in both middle and upper range of the rpm. To add insult to the injury is the optional 4-speed automatic. With the 1st and 2nd gear ratios aren’t low enough for healthy acceleration off-the-line while 4th just isn’t tall enough, it makes the transmission hunting for gears all the time when ratios are as wide as a hole. When the whole industry has moved from 4-speed into 5 or 6-speed even CVT, Toyota’s stubborn on insisting the “proven” 4-speed automatic in their products are completely unforgivable. Add to the lack of refinement and poor NVH, you get the whole picture. If you are deeply in love with Xd, its highly recommended to go with the 5-speed manual instead of this 4-speed automatic. Not only the gear ratios are much better proportioned, its light and progressive clutch would certainly help for a better use of this engine.

Handling: Thanks to Xd’s Yaris architecture, Xd handles surprisingly well given the age of this chassis. While you still would find the usual Toyota dynamic characteristics, right from a detached chassis to numb steering. Its road manners are surprisingly sure-footness without the usual softly sprung personality one associates with Toyota products. In fact, its quite rightly damped to suit Scion’s hippy image. Although its hard to describe Xd as anything sporty, even the sportiest Scion tC can only be describe as sporting in a sea of Golf GTI and Mazdaspeed3. The Xd is confidence enough to push through twisties without any signs of hestitation. There are plenty of body rolls when pushed, even if the body motions are well-controlled. Terminal understeer is guaranteed, given the target audience’s age group. What is most impressed is the standard VSC, or what Toyota language of ESC. This system acts as a guardian angel to eliminate understeer and oversteer, whenever a driver has reared Xd’s ugly heads. Considering Xd starting at somewhere below 20 grand, having Electronic Stability Control standard certainly worth an applause.

Brakes: Along with the VSC, ABS has come standard across the board. That’s a huge bonus because an inexpensive car doesn’t have to sacifice when it comes to active safety. The front discs with rear drums have stopped the Xd accordingly. The stopping distance is short, while pedal feel and feedback are much better than expected. Although the ABS tends to intervene a bit too early for my liking, it remains a very good braking system as a whole.

Interior: Fold down Xd’s rear seats, it got more than enough luggage space given its physical dimensions. The low liftover and minimal side instrusions actually make it a rather boxy place for loading luggages.

Everything else is well-placed with stereo above HVAC. The cloth seats have nice foam, which provide decent back and thigh support. However, the use of plastic materials are something I am not fond with. While it isn’t particularly cheap, it doesn’t feel expensive at all. As for the instrumentation gauges, I don’t fond of its 3-pod layout. The lack of a temperature gauge is the sign of corner cutting.

Conclusion: Its not only the Xd has past its “prime”, its Scion has past it at the same time. Until the Smart For2 rival, iQ, comes along, Scion has to soldier on with those aged products. Its a pity because Xd has brought nothing new to the table.

Competitions:
Chevrolet Sonic
Ford Fiesta
Mazda2
Honda Fit
Hyundai Accent
Kia Soul

OVERALL VERDICT FOR 2011 Scion Xd
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 2.5/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 3/5
Value-for-money: 2/5

Overall rating: 2/5

If this is a perfect world, Saab would be producing the 2nd generation 9-5 sedan and Sportcombi wagon for 2012 model year. The 9-3 Griffin, final edition of the current model, already for sale in the showroom. Their CEO Victor Muller already shown up with new concepts in the Frankfurt auto show. Unfortunately, we don’t live in a perfect world.

Unlike many carmakers which have seen the end of the road, Saab has taken most headlines in both automotive and financial news in the last years. Why?

Because Saab is a niche carmaker which have brought many joys and innovations to the automotive industry.

1969 99 was the first vehicle pioneered with the mainstream use of turbocharged engine. As most carmakers have joined the ranks of efficient and powerful 4-cylinder turbocharged engine, which provide the fuel economy of a small 4 while having the power of a 6, Saab was the first company who pioneered this move. Even when Saab was under GM’s umberlla, those genius in Trollhattan have invented the assymetrical turbocharged 6-cylinder engine, which improve the low-end torque while eliminating the annoying turbo lag, in 9-5. When it comes to safety feature, Saab has invented active head restraints.

Saab has always been about form-follows-function in Scandinvania language, its the perfect car for the anthesis of the German lowest common denominators. An individualistic brand with plenty of character, driving fun and practicality. The 1995 9000 Aero, with its proven 225hp B234 2.3 liter 4-cylinder turbocharged engine, could well be the perfect description of a “sport utility vehicle”. Its docile and nimble, rides comfortably with full-size interior accommodations. When it comes to dynamic abilities, it didn’t lost anything to then Audi C4 S6 and BMW E34 M5; with the advantage of hatchback practicality.

Its hard to mention Saab without the iconic 900. 900 was basically a 99 riding on a sleeker looking body shell and better crash protection, in flavor of US crash standard. 900 was available from a 2-door coupe, 4-door sedan, 3-door and 5-door hatchback to, what is remain to be the best proportioned convertible to date. Its wraparound front screen, hockey stick roofline, upright driving position and ergonomic cockpit are remain the definition of what this Swedish brand is all about. 900 Turbo SPG, known in the rest of the world as 900 Turbo 16V, with black on black. It continues to be one of the best sports sedans ever produced in the last century. While Saab products have its faults like manual gearbox with low throw and lumpy clutch, lack of proper footrest and refinement might not up to German snuff; its the perisable character which have made them stood out.

For many Saab devotees, the introduction of the 1995 NG900 was the beginning to the end of Saab. The unrefined Opel-derived V6 engine, which need to change timing belt at an immature 40000km. It doesn’t have the delicate dynamic charm of its predecessor while the styling remains controversial. The revised 1999 improved many of the shortcomings. 9-3 Viggen remains a very desirable purchase. In 2004, when Saab decided to put hatchback on their chopping block by introdction of the NG9-3. There are so many have already thought Saab has ended in the wrong direction, by chasing Audi and BMW instead of doing of what they do best: producing hatchback.

Despite of the GM-izing of those Saab products, there are merits which remain Saab in both 9-3 and 9-5. Fun-to-drive, tossable, comfortable riding quality, spacious and torquery turbo rush. However, they have lost the ingredients which have made its forebears so special to drive. They have lost the personality of what made Saab stand out among its German peers.

The biggest reason for Saab’s downfall was GM’s unwilling to invest in this historical brand. When all the German heavyweighters: Audi, BMW and Mercedes. To a lesser extend. Acura, Lexus and Infiniti. Even recently, Cadillac and Hyundai. Have the capacity and cash to invest to improve their products generation after generation. Take Audi, for example. They have evolved the A4, their bread-and-butter model, from 1996 to current. Each year, they have new improvements made to the core product to make it competitive and class-leading. The same goes for BMW 3-Series and Mercedes C-Class. All of these are Saab 9-3′s intended competitions. To make it even worse, GM supposedly to replace the OG9-5 back in 2004. Thanks to General’s beancounters, they have forced Saab to produce a pathetic facelift while continue to ride on its aged architecture. Its not until 2011 before an all-new 9-5 debuts.

It would be ashamed to see such an iconic carmaker closed down its doors. The world will become a boring place without all those quirky Swedes with center ignition and upright aircraft-inspired bucket seats. Both the 1988 900i and 1993 900S 16V, which my family owned, will always held a special place in my heart.

Vehicle: 2012 Kia Rio 5 hatchback EX Luxury A/T
Price as tested: CDN$20795

Performance: Is 3rd time the charm or 3 strike and you are outta here? Kia has high hope for their 3rd iteration of their Kia subcompact, a car destined to become the game changer in its class.

Powering the little Rio comes in the form of only one single powertrain. Rio comes in with a 1.6 liter DOHC 16-valve 4-cylinder, which is good for 138 ponies and 123 lb/ft of torque. These numbers not only provide Rio with the most responsive car in its respective segment, it also brings wide arrays of world-class refinement and smoothness to the party. Despite the fact that our loaded Rio EX-L has to carry 2628 lb of luxury-lined features in this subcompact body, it remains a very peppy little car for its own right. Gone is the rather noisy racket 4-cylinder of previous Rio of yore, in with the newly refined yet superb delivery of power in a silky manners. Mesh the light electronic throttle, Rio takes off easily without any hestiation. Mated with this world-class powertrain is the 6-speed manumatic. This gearbox is every bit as good as the engine itself. The shifts are crisp and smooth, while the first 4 gears are setting low enough for bottom-end accleration and mid-range passing. 5th and 6th are tall enough for comfortable highway cruising. The very reason why Rio is able to deliver an impressive 6 liters per 100km is the utilization of GDI, or Gasoline Direct Injection, which provide for better performance. More importantly, its able to deliver a more efficient engine without losing anything, when it comes to horses and torque delivery. Put together a directly injected little engine with the right gearbox, it makes Rio a peppy little car which deliver on both performance and economical fronts. Its like having a cake and eat it too..:D

Handling: Push the Rio through corners, it exhibits driving pleasure in a delicate manners. While sharing the same architecture as its company silibings, Accent, their chassis tuning philosophy makes a 180 degrees difference between these two models. To put this into perspective, the difference between Rio and Accent is as significantly different as between Cayenne and Touareg. That set, for a small car underpinnings, this architecture is every bit as good as anything else in the world. The chassis is rigid and solid, while there are good place for suspension to hang its hats. The suspension is both sporty, supple and superb calibrated to provide class-leading driving feel and feedback. The chassis communication is every bit as the steering itself. The electric power steering provides excellent feel and feedback, with plenty of responsiveness and precision. When its time to put Rio through its paces, it remains confidence-inspiring without losing any driving fun one associates with driving a stylish subcompact. The result is Rio delivers both driving pleasure without losing any comfort for passengers. The suspension is comfortably compliant, which is able to absorb all the bumps and roughness. On the other hand, its able to take a set by itself after the body rolls settled in. The body rolls are minimal, while understeer has been well-tempted by a great set of ESC. Compare to its silibing, Rio feels sporty-oriented while Accent feels comfort-oriented.

Brakes: While Rio features front discs and rear drums, without standard ABS. Rio’s stopping power performs as admirably well as its dynamic equation. The stopping distance is short, while pedal feels solid and reassurring. In short, its just as world-class as the whole Rio itself. It remains fade-free while ABS doesn’t drop in unnecessarily.

Interior: Speaking of standard features, our Rio EX-L comes in a whole nine yards. It comes with many standard features beyond the its own class or anything above, in short, its plain amusing. Outside temperature gauge, back-up camera, heated steering wheel, cooling glovebox, keyless go and auto climate control…are just a few of those luxurious features you usually find in a luxury car, you are able to get all of them in a Rio for just 20 grand.

The interior styling is as funky as outside. With those funky buttons for auto climate control, which is an effective and initutive system. Kia has its own multimedia system called Uvo, which is similar to Ford’s Sync system. Once again, its every bit as initutive as one expects from Korean electronics.

As for the use of materials, Rio scores again. The leather seats are well-foamed, while all the plastic materials are nicely molded with excellent fit-and-finish. Just like the rest of the package, this Rio continues to be world-class.

However, the fold-down rear seats aren’t going completely flat into the floor while the side sills are swallow are Rio’s major pet peeves so far.

Wrapping up the Rio is the standard Start/Stop system, which is able to turn itself off when the vehicle is completely stop. When driver starts to release the brake, say from a stoplight, the engine starts again. This feature is able to eliminate emissions while providing zero fuel economy during engine idle. Exactly like the direct injection, Rio is the first car to have this as standard feature.

Conclusion: Its pretty amusing for a company, which used to produce some unremarkable cars, in just a decade ago. They are turning out game changer thanks to solid engineering, great design with innovative technologies. Rio is a perfect example of how Kia is able to transform itself in just a few years. What a terrific car it is!

Competitions:
Chevrolet Sonic
Mazda2
Ford Fiesta
Hyundai Accent
Honda Fit
Toyota Yaris

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

Overall rating: 4.5/5

Vehicle: 2012 Honda Civic EX-L sedan
Price as tested: CDN$24390
Mileage since picked up: 2650km
Regular maintenance: 0
Unscheduled repairs: 0

We are still not fond of Civic’s poorly-made interior, which consists of cheap plastic with questionable fit-and-finish. Its design is not cohesive at best. It looks like something came from the 80s, when the Japanese cars were just at the beginning phase of learning from their European counterparts. What is most disappointing is the 2-tier instrumentation gauges bring nothing new to the table. Although the i-MID mult-function display provides all sorts of information, right from Bluetooth capability to average fuel economy, everything is able to control from the steering’s redunant control. The screen just placed way too far away from the driver’s eyesight. On the other hand, there are too much brittle plastic on the dashboard and door panels. Civic used to have one of the better made interiors in the business, the 9th generation no longer carries that advantage. The leather seats in our loaded EX-L certainly provides the right amount of support on the right places. However, we have found Honda has used some cheaper foam to produce a less expensive seats. The foam feels softer and not as rich as before.

I drove a 2011 Acura CSX the other day. The Canadian-only CSX is basically a repackaged JDM 8th generation Civic. All the interior details are far exceed those of the 9th generation.

If the only merits to 9th gen. Civic’s interior is the amount of rear legroom. Without the center tunnel, its still able to seat 3 persons comfortably without any complaints. Unfortunately, those rear passengers still have to deal with those cheesy plastic abound.

Vehicle: 2011 Porsche Panamera Turbo S with 18-way adaptive sports seats
Price as tested: CDN$200935

Performance: As anything with a Porsche that comes with an “S”, it denotes a higher performing version of an existing model. Just when a “turbo” and “S” collaborate together, it usually means something awesome. That’s the case with the introduction of the Panamera Turbo S. It turns the 4.8 liter DOHC 32-valve V8 biturbo from a rather “sedate” 500 stallion to 550 stallion, which upping the torque figure from 516 to 553 lb/ft of torque. The result is nothing but astounishing given Panamera is weighting in at 1995kg. Its able to take you from north to 100 km/h in less than 4 seconds. Just flip the switch between “Sport” and “Sport Plus” on the Sport Choron, the turbo is able to go into overboost for 10 seconds with 599 lb/ft of torque. All have done with the usual Porsche aura, I meant the engine note. The throttle response is laser-sharp without feeling overly twitchies. Mated with those awesome engine is Porsche’s PDK, which is Porsche buzzword for dual clutch gearbox. Along with paddle shifters which are able to override at any time, its software has matched with this powerband exceptionally well. The shifts are crisp while gear ratios very well proportioned. It works in a harmonic and refined package which is a rarity in any price range.

Handling: When Porsche originally introduced the Panamera, many people, including yours truly wondering if this is a “real Porsche”. A drive in a Turbo version has all of us changed our original opinion. The Panamera is 100% a “real Porsche”, in terms of performance and dynamic experience. Porsche is about driving purity and dynamic leadership in each of the respective segments. The Turbo S has proved, once again, that Panamera handles like a digging. Along with the wonderfully stout chassis, which uses a bespoke architecture, for this very sports sedan. It comes with a clever yet proactive AWD system, which is able to work hand-in-hand with Porsche’s PASM and PSM. When you press the “Sport” or “Sport Plus”, its already tidy handling has sharpened up eventually to provide even more entertaining driving experience. The suspension has stiffened up while the sports seats are able to hug driver more tightly through the corners. This setting has allowed the PSM, or Porsche Stability Management, to have the highest thresold to allow for oversteer on the racetrack. The result is a Porsche sports sedan which handles like a dream. Through the corners, its as flat as a gravy on a plate. The steering is the best in the business, with wonderful feel and feedback, while responsive and precise. There are minimal body rolls while under and oversteer are superbly controlled. The PDCC and PTV, latter equals Porsche’s Torque Vectoring, has provided desired effect to control over and understeer when exiting a corner. What really made Porsche stood out from the crowd, unlike one Munich carmaker, is their refusal to use any of those run-flat tires. Porsche’s commitment to performance tires have provided far better grip without losing any of those supple ride comfort. There are carmakers which produce great handling cars, also those who are capable of producing comfortably riding cars. However, most of them have dreamed of producing cars which yield great handling capabilities without losing any ride quality. But none of them are able to come out with such a perfect harmony as Porsche does with their suspension tricks.

Brakes: With large 4-wheel disc brakes + PCCB, Panamera’s stopping distance is as amazing as its performance and dynamic abilities. The stopping distance is short, while pedal feels firm and solid. This has to be the best brakes I have ever tested in anything with 4-doors. It remains fade-free after a couple of harsh stops, while ABS doesn’t step in unnecessarily.

Interior: Porsche’s interior used to be austere and spartan, for good reasons. Panamera’s interior is anything but luxurious. All comes with top-notch plastic and leather materials. If there are pet peeve, its the speakers on the A-pillars are somewhat reflective to the dashboard.

Along with fold-down rear seats for its fastback versatility, Panamera also has a spacious backseat. That means a Porsche can have driving fun with four instead of two on board.

Conclusion: Whenever Porsche wants to go into a respective segment, their goal is to produce the very benchmark. As we have witnessed with the Cayenne, which already proved to the gold standard of luxury SUV. Panamera is another case of which Porsche is able to upped-the-ante in the segment which they have never been ventured into. With the Turbo S, Porsche wants to stay on top of this upper luxury sports sedan category.

Competitions:
Aston Martin Rapide
Audi A8L W12 Quattro
Bentley Continential Flying Spur
Jaguar XJ Supersport
Mercedes S63/S65 AMG

OVERALL VERDICT FOR 2011 Porsche Panamera Turbo S
=====================================
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: 4.5/5

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

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

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

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

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

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

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

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

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

Competitions:
BMW X1
Subaru Forester 2.5XT
VW Tiguan

Vehicle: 2011 Smart ForTwo Convertible Brabus
Price as tested: CDN$24900

Performance: Although the ForTwo does come with a Brabus model, it doesn’t mean its performance is anything as breathtaking as any Mercedes with the Brabus badge. ForTwo’s DOHC 1.0 liter 3-cylinder 12-valve remains 70hp and 68 lb/ft of torque for this city car. Even with the Brabus badge, it doesn’t receve European’s 102hp from this little mill. Either way, this engine is capable enough for most city driving. While it tends to get rough and noisy when pushed, especially when anyone has to face with that lazy 5-speed manumatic gearbox. Although 2nd generation of Smart already improved the ultimate laziness of its manumatic gearbox in its original car, its still not up to the standard. The saving grace is the paddle shifters can override the gearbox at any given time, which means driver “at least” has the chance to control their own fade when its time for passing on a city street. What we are really impressed with the Smart has to be the fuel economy. During the day of our testing, we average only 5 liters per 100km. That is excellent by any standards.

Handling: With Brabus’s stiffened suspension and springs, ForTwo handles more confidently than before. That’s especially true when you have to enter a corner with a sense of enthuisasm. But that doesn’t mean ForTwo has the handling capabilities to run with a sports car. Those Brabus upgrades only make driver more reassurring and confidence-inspiring when its time to push this city car. Given its city car status, ForTwo’s handling is more than acceptable. The steering continues to feel darty when driven through broken pavement, however, the response to driver input is more than acceptable. There are plenty of body rolls and understeer when pushed. Thankfully, there is an ESP always waiting whenever you want to try too hard with this little car. The biggest surprise is the lack of cowl shakes driven over rough roads and railroad tracks, given ForTwo’s admission price.

Brakes: The front discs and rear drums, with standard ABS, provide better than average braking performance. The stopping distance is short while pedal feels solid and well-modulated. Its a good enough system for a city car.

Interior: Slip behind the wheel of the ForTwo, it has basically everything you expect from a city car. The Brabus version has standard heated leather seats, which provide decent support. All the materials and fit-and-finish are more than acceptable given this car’s status-in-life as a city roundabout. Instrumentation gauges are clear and analog, while all those HVAC and stereo are initutive to use.

Conclusion: The ForTwo Brabus is a Brabus by name, not by nature. That’s simply because it doesn’t receive Europe’s 102hp transplant, while the suspension upgrade isn’t enough to justify the cost over lesser Passion. If you are attacted by Brabus’s appearance upgrade, however, that makes for a completely different story entirely.

Competition:
None

OVERALL VERDICT FOR 2011 Smart ForTwo Convertible Brabus
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 3/5
Value-for-money: 2/5

Overall rating: 2.25/5

Vehicle: 2011 Chrysler 300C Base with sunroof, Sound Group and Safetytec Group
Price as tested: CDN$45470

Performance: As with most “new era” Chrysler, the 300 comes either with the excellent Pentastar V6 or the hallmark V8 engine in our tester. As expect from a Chrysler 300C, its Hemi V8 is sweet-as-a-nut. If you aren’t worry about hefty fuel bill, Pentastar’s 292hp and 260 lb/ft of torque through a 3.5 liter DOHC with variable valve timing is certainly enough for most occassions. As the Pentastar has to be considered as one of the finest V6 engines on the planet. In terms of refinement and NVH, Pentastar is as good as anything from Nissan’s wonderful VQ engine series without breaking a sweat. Our tester comes with Chrysler’s exceptional Hemi V8. It comes in the form of a 5.7 liter variety, while adding variable valve timing and fuel saving MDS technology. This sort of technology would ensure the engine runs on 4-cylinders until driver really hammer the vehicle. As for the Hemi itself, it has a good 363hp and 394lb/ft of torque to move this heavymetal. 4270 lb of it. This engine is not only impressive on the low-range. Its mid and upper ranges are even more impressive as driver push through it paces. The only gearbox that mated with Hemi is the 5-speed manumatic. While the manumatic function works exceptionally well, in order to get most of its Hemi power. Its best to leave it in “Drive” for most occassions, as it provides low enough gear ratios for those 1st and 2nd gears. Leaving 3rd and 4th gears to keep the engine sweetspot and 5th gear for amazingly comfortable highway cruising. Chrysler has both Pentastar and Hemi as their major powertrain sources right now. Whether you should take Pentastar or Hemi depending on whether you value best in performance or getting performance without huge gas bill.

Handling: It isn’t surprise 300C always provides decent dynamic abilities, as it rides on a superb platform which is completely free of cracks and rattles. The result is a modular platform that has a nice place for suspension components to hang its heads. While 300C’s forte has always been its serena ride comfort, which has a sort of Germanic suppleness dials in through the whole equation. Its handling certainly lives up to its dynamic image generated through its ancestor. You can either opt for the optional AWD, which works exceptionally well through Canadian winter thanks to its proactive approach. Or stick with RWD, which provides near perfect weight distribution of 50/50. That means the 300C handles as good as any rear-drive rivals. The suspension is comfortably compliant, which absorbs all the bumps and patholes with ease. It also provides excellent damping when pushed the 300C through twisties. The steering provides decent enough feel and feedback, while precise enough without feeling twitches. Its ESP remains uninstrusive until driver rears its ugly heads. When it comes with 300′s AWD system, it acts as second line of defence before it starts to activate. That left the AWD as first security before it starts to save driver from over and understeer. Body rolls are minimal when pushed hard through corners.

Brakes: With 4-wheel discs and standard ABS, 300C has offered of what we expect from a luxury car. The stopping distance is short, while pedal always feels well-modulated and solid. Its very reassuring, unlike Chrysler brakes of the old days. The brakes are fade-free while ABS doesn’t step in unnecessarily.

Interior: Except for the lack of proper handle for the trunk, which one has to get inside the vehicle to use the release button or through the remote keyfob. 300′s luggage space is well layout. The trunk floor is layout with nicely carpet with a low lift floor for lugage loading.

What is most impressive is how Chrysler improves its interior quality. In the past, Chrysler interiors were patented from Rubbermaid. That means its made of hard rotten plastic and leather material which is paper-thin. Ever since the introduction of the class-leading Grand Cherokee, Chrysler’s interior has been a radical depature from the past. The latest iteration of 300 speaks the same story. Its use of materials are world-class. There are plenty of soft-touch plastic materials on the dashboard, the switchgears have a high-quality tactical feedback which put any BMW ashamed. The leather hides are thick, supple and soft to the hands. Stylistically speaking, its far more inspiring and classy than 300 of the past. It really is a huge leap forward for Chrysler, when it comes to interior execution.

The rear area is equally spacious, as it has plenty of head and legroom. The same goes for the materials on the back. Instead of looking at those cheesy plastic on the door panels, rear passengers can have a chance to sit on quality chair while resting their hands on door panels which made of nice materials. Finally, you don’t have to feel like a torture box in a Chrysler.

Conclusion: There are lots to love in the new 300C. Both powerplants are world-class. Whether you choose Pentastar or Hemi won’t go wrong. It handles exceptionally well, for both RWD and AWD. What really makes me impressed is the interior execution, which finally makes 300C worthy of its luxury car status. What seals the deal for me its the price. For a loaded 300C, you get everything from a heated steering wheel, dual zone climate control, Bluetooth capabilities with all the necessary for your i-Pod and adaptive cruise control. That’s lots of car for your hard earned money.

Competitions:
Acrua RL
Dodge Charger
Infiniti M37
Lexus GS350

OVERALL VERDICT FOR 2011 Chrysler 300C
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

Vehicle: 2011 Subaru Forester 2.5X Touring Package
Price as tested: CDN$28695

Performance: The biggest highlight to the revised Forester has to be its powertrain. In the past, one has to stick with the base 165hp 2.5 liter which is only adequate when it comes to performance. Or opt for the uplevel 2.5XT’s forced induction turbocharged motor for some real ponies. For 2011, Subaru has addressed Forester’s power issue with the DOHC 16-valve flat-4 which bumps out 170hp and 174 lb/ft of torque. While both the horsepower and torque’s ratings aren’t making a huge difference, the seat-of-the-pants feel has been much improved. Gone is the base Forester’s sluggish and remedies when pushed through mid and upper rev range, with much more responsive throttle-in right from the get going on the low rpm. That’s huge improvement when its time to merge onto freeway or just on a traffic light turning left. However, Forester still stick with the 4-speed automatic. It needs at least 2 more gears to give this engine more space to stir the pot on all the sweetspots. Its just 2 gears too short for this engine to work its way properly.

Handling: The Forester has always been judged as one of the most capable crossovers on the market. The latest revision hasn’t made any dent on this very reputation. While the suspension is comfortably compliant for both driver and passengers, while riding on all those rough pavements. Its firm enough to give any enthuisasts a bit of driving fun when its time to push the Forester through the corners. Mated with Subaru’s assymertical AWD which has to be considered as one of the better systems on the market. Its really hard to get Forester out of the picture except driver is going to do any nasty behaviour. The steering feels prompt and direct, with exceptional precision, which already has become a hallmark of Subaru’s dynamic equation. Combined with the Vehicle Dynamic Control which acts uninstrusively, while serving as a second defence to the AWD. The body rolls are well controlled while only some terminal understeer when pushed.

Brakes: With 4 wheel discs and standard ABS, the latest Forester continues to impress with its braking prowess. The stopping distance is short while pedal always feels solid and reassuring. Gone is the mushy brake pedal of Subaru in the past. In with the strong and fade-free brakes which is capable of handling couple of harsh stops without breaking a sweat.

Interior: At the back of the Forester, it all begins with a nice low lift floor with squared side sills. Then add Subaru’s standard plastic floor mat, fold down rear seats and minimal wheel instrusions. Forester has done exceptionally well when it comes to luggage space. If there is one drawback, however, its the rear glass should open independently. Sadly, it doesn’t.

The rest of the interior is very well layout. Anything from climate control to stereo are logically placed yet initutive. In the past, Subaru interiors used to have weird materials with quirky layout. New Forester is pretty much as mainstream as it does without going left field.

Conclusion: Subaru’s latest revision to the Forester will continue to keep it competitive alongside the new rivals. The improvement in base powertrain certainly makes out the most of the already excellent crossover, then add Subaru’s reputation on affordability and reliability. It is definitely a crossover that worth a note when its time for a car shopping.

Competitions:
BMW X1
Toyota RAV4
Honda CR-V
Kia Sportage
Hyundai Tucson
VW Tiguan

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

Overall rating: 4/5

Vehicle: 2012 Kia Optima Turbo SX
Price as tested: CDN$35450

Performance: Pedal to the metals. This car company has shown no signs of stopping. Kia has made another strike into the fiercely competitive family sedan segment with the introduction of the Optima. A car that replaces the anonymous Magentis. It promises to be a great ride.

Along with the standard 200hp 2.4 liter 4-cylinder mill on the LX and EX, which is more than enough for most driving conditions given its 186 lb/ft of torque, thanks to advanced technologies like gasoline direct injection and variable valve timing. The real deal has to be the wonderful 2.0 liter turbocharged motor which standard on the uplevel SX. SX is certainly a right designation for this sweet powertrain as it speaks for pure SEX; in terms of refinement, smoothness and NVH. While there are always those who want something more from the standard 200hp, this 274hp is something that makes Optima really desirable. Its not only a turbocharged 4 banger doesn’t have the front heaviness of its V6 rivals, its amount of torque. In Optima’s case, 269 lb/ft of torque, just blown us away completely. Especially when we always consider VW’s 200hp 2.0T as the benchmark in the 4-cylinder turbocharged engine category. Mesh the electronic throttle, the Kia takes off with authority. It doesn’t have any sorts of annoying lag one associates with turbo motor. Along with the lack of turbo lag, it doesn’t feel any breathless on both middle and upper ranges. On the other hand, its 6-speed manumatic has perfect gear ratios to mate with this forced induction powerplant. The paddle shifters on the steering allow driver to more engage in the whole experience. The shifts are crisp and responsive, while the low bottom gears allow the turbo spools up more efficiently without any hestiation. All have to move its 3385 lb of curb weight. The most impressive aspect of the whole powertrain is, even with the amount of performance it provides through the process. It doesn’t need to use any gasoline higher than 87 octane, which we dubbed it as an achievement by Korean engineers. Both VW and Audi already won’t be able to accomplish with EA888 and EE311. Volvo certainly won’t. BMW will definitely not with the incoming N20. Forget about Mercedes’s CGI engine series. This has proven how far Korean engineering has come along in the last 2 decades.

Handling: When you consider the fact that Optima rides on the same floorpan as Sonata, its pretty much have said lots about the whole chassis. The merits of this chassis remain intact, while Kia engineers have recalibrated its suspension geometry and shocks for a more sporty ride than its Hyundai silibings. The desired result is simply outstanding. The electric power steering provides decent feel and feedback, while its precise and responsive. The suspension is both firm and supple, however, it doesn’t bounce off the passengers when driven through rough pavements. In fact, its comfortably compliant enough to absorb all the patholes and expansion joints. Push the Optima through corners, it doesn’t lost any kind of driving pleasure through its precision through corners. In fact, its amount of sportiness made Sonata kind of sedate in comparison. There are minimal body rolls while understeer is tempted. All thanks to Kia’s advanced ESC, which is a state-of-the-art system which acts as a superior active safety feature for both daily commuter and enthuisasts. It only steps in at the right time and the right place.

Brakes: With standard 4-wheel discs and standard ABS, Optima stops equally well. The stopping distance is short, while pedal feels reassurring and solidly modulated. The pedal always have some lives to its modulation, while ABS doesn’t step in unnecessarily.

Interior: The biggest sore has to deal with Optima’s trunk. While its pretty spacious with the rear seats fold down, I wasn’t fond of its layout. The opening is like a letter box. With tall liftover, narrow side sills and intrusive hinges. Latter basically crashed into anything else you put on top of the trunk.

However, I am really fond of Optima’s use of materials and fit-and-finish. The use of plastic and leather materials aren’t too far off from any luxury cars costing twice as match. There are plenty of soft-touch plastic, while leather hides feel soft and supple. The leather seats offer plenty of lateral and thigh support. The instrumentation gauges are clear and analog. While the auto climate control and stereo are both initutive. All have put together in a very stylish fashion. If there is one pet peeve with the Optima, its the rear sightlines are poor at best. That’s primarily due to the thick C-pillars, which block most cars on 120 degrees at your blind spots. For your safety, please double check your right before changing lane.

The backseat is generous, as there are enough leg and headroom. Just don’t sit in the middle because of the center vent on the tunnel.

Conclusion: Calling a family sedan desirable is like describe a white bread as anything but tasty. Family car used to be as bland as a toaster without any sort of desirability. That’s about to change with the introduction of the new Optima. Beneath the stunning style wraps up in an enticing package, which combine both pace and grace altogether in a truly affordable package.

Competitions:
Honda Accord
Toyota Camry
Hyundai Sonata
Mazda6
Nissan Altima
VW Passat

OVERALL VERDICT FOR 2012 Kia Optima SX Turbo
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 5/5

Overall rating: 4.5/5

Vehicle: 2011 Hyundai Sonata Hybrid Premium
Price as tested: CDN$34499

Performance: We have driven both the 2.4 and 2.0T variants of the Sonata. This is the latest version, Sonata Hybrid.

With using the advanced lithium polymer batteries at the addition of the standard Thela-2 2.4 liter DOHC 16-valve engine, along with the Aktison Cycle as an enhancement. This Hybrid Sonata is able to generate 166hp and 154 lb/ft of torque with engine alone. When added with the lithium polymer batteries, which have a desired effect of 25% less weight, 40% less volume and 10% more efficiency. Its able to generate 40 electric horses alone. All of that mean 206 ponies at driver’s disposal. While there are many carmakers who like to overrated their horsepower ratings, you have to give credit to Hyundai for generating honest figure when mating with the electric side of the equation. That said, the batteries are enough to keep the Sonata going as far up as 100km/h before gasoline motors stepping into the mix. That means you are always driven on electric side of the fuel economy until you reach highway speed. After 100km/h, its all about gasoline. The result is a transition which is both seamless and smooth-as-silk. Most won’t noticed the transition except for looking at the center monitor or dashboard. The torquery side of the electric motor has given Sonata a much-needed boost when driven in city. The 6-speed manumatic has worked exceptionally well with the hybrid engine, as it has low enough gear ratios for launching with electric while the top 5th and 6th are tall enough for comfortable highway cruising. As refined as the gearbox does, we still prefer the use of CVT when mating with hybrid powertrain. However, the fuel economy figure isn’t as glossy as we expected from Hyundai. We only managed to get up to 8.9 liters per 100km, which is far and apart from Hyundai’s posted fuel economy figure. That’s even with the help of an “Eco” button, which supposedly to be soften the throttle response and adjust gearchange, for better fuel economy. It doesn’t significantly improve its fuel economy when driven in full gasoline mode.

Here are the fuel economy breakdown of all the hybrids and diesels we have tested to date:
Ford Fusion Hybrid: 6.5 liters per 100km. Posted figure: 4.6 liters per 100km.
Toyota Camry Hybrid: 9 liters per 100km. Posted figure: 5.7 liters per 100km.
Toyota Prius: 8 liters per 100 km. Posted figure: 3.8 liters per 100km.
VW Passat TDI Clean Diesel: 6 liters per 100km. Posted figure: 6.7 liters per 100km.

Hyundai Sonata Hybrid: 8.9 liters per 100km. Posted figure: 5.1 liters per 100km.

Except for Passat TDI, only Fusion hybrid is getting close to factory posted figure.

As for those luxury hybrids. Mercedes S400h, BMW ActiveHybrid-7/X6, LS600h and RX450h….you can basically put those posted figure at the back of your mind. As the achieved real life figures aren’t even damn close to what it supposedly to be.

Handling: While one won’t expect a hybrid to handle like a sports sedan, nor it intended to be. The Sonata continues to handle nicely thanks to the optional 17″ wheels on our Premium. If you prefer to ride a bit smoother, there is always a Standard version with 16″ wheels. Given its softly sprung of the hybrid version, its already proven its worth when it comes to attack corners. The whole driving experience is confidence-inspiring without feeling as boredom as some hybrid rivals do. It has tuned more toward the comfort rather than edgy side of the dynamic equation. There are some body rolls when pushed, though the Sonata tends to take a set before it settles itself down. Terminal understeer is well-expected. Thanks to its state-of-the-art ESC, it tends to save the ugly heads gracefully, whenever someone wants to push the hybrid a bit too hot in a corner. The steerng provides decent feel and feedback, while the off-center feel somewhat vague. It is generally responsive given its hybrid status.

Brakes: While most hybrids with regenerative braking tend to feel numb, Sonata’s system feels solid and well-modulated. The brakes always feel to have some lives to it, whenever driver nails the pedal to the bottom. All without the usual meshiness and numbness associate with regenerative braking systems. Its fade-free even after a couple of hard stops. On the other hand, ABS tends to step in at the right time at the right place.

Interior: The single biggest change to the hybrid is the lack of proper fold-down rear seats, due to the batteries situated at the back of the trunk. Other than that, the trunk is quite spacious for its own right.

Up front, our Premium comes basically loaded. Right from an initutive navigation system to an effective auto climate control which have dual-zone variety. The navigation system’s monitor has a neat trick, which is to display whether Sonata is running on electric or gasoline engine. Driver can also watch the move on the instrument panel.

Conclusion: If you are able to get past its garish and tacky styling, Sonata hybrid is a good family car worthy to consider despite of its disappointing fuel economy. Its both comfortable and loaded it to the ninth, with battery warranty up to 8 years or 100000km. However, it takes a couple of years of driving before compensating $2830 premium over equivalent Sonata 2.4. Whether it is worth the premium depends on how you perceive a hybrid or how “green” you want to “feel”. As for me, I would save $2830 for buying a Sonata 2.4 while using the rest of the dough to plant some flowers at my backyard. Simple as that!

Competitions:
Ford Fusion Hybrid
Kia Optima Hybrid
Toyota Camry Hybrid
Toyota Prius
VW Passat TDI

OVERALL VERDICT FOR 2011 Hyundai Sonata Hybrid
=====================================
Performance: 3.5/5
Handling and ride/fun-to-drive: 3/5
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: 3.5/5

Vehicle: 2012 Audi A7 3.0T Sportback Premium Plus with LED lighting, ventilated front seats, Bose stereo, head up display w/nite vision, adaptive cruise and S-Line pkg
Price as tested: CDN$86900

Performance: As much as we love the A5 Sportback, Audi is going to bring it across the pond. Instead, they decided to bring us the A7 Sportback. Will this A7 bringing the same sensation as when Audi did with A5 Sportback? We will find out after this test drive.

When a designation comes with anything “sport”, that means this car has to come with a nice powertrain. In this case, A7 succeed with its highly praised supercharged DOHC V6 with 3.0 in displacement and 24-valves, as well as all sorts of latest advancements like variable valve timing and throttle-by-wire. This motor comes with 310 ponies, and most impressively, 325 lb/ft of torque at driver’s right foot. The major difference between a supercharger vs turbocharger is former doesn’t have the annoying lag with the latter. Once the driver steps on the gas, the supercharger spools up quickly and effectively @ 2900rpm without any hestiation. It makes A7 takes off like a rocket even with a porky 4210kg it has to carry with its gorgeous body. 8-speed Tiptronic is the only gearbox mated with this supercharged motor. While we at Directshift already raved about too many damn gears have to go through on each shift, it actually match with A7′s sporty character really well. The low 1st and 2nd gears would keep driver really happy when steps the A7 off-the-line, anywhere between 3rd and 6th would keep this world-class powertrain at its sweetspot while 7th and 8th are making for superb highway cruising. All have done with the same sorts of refinement and smoothness, one expects from a world-class carmaker. The icing on the cake is the paddle shifters on the steering are able to override at any gear, at any given time.

Handling: Technically speaking, A7 shares the same modular as the new A6. When it already have a modular platform as solid and rigid as it is based on, Audi engineers are able to produce some great things on top on such a fundamental. To put this into perspective, the A7 Sportback is on A6 modular is as A5 Sportback is on A4 modular. Dynamically speaking, A7 impresses given its size and weight. The optional 20″ wheels provide plenty of grip through cornerns. Sports suspension feels comfortably compliant on all the roughness and patholes which we damn it poorly paved Canadian roads. While its certainly far from being harsh, its supple yet firm ride provides the kind of feedback anyone with a taste for sportiness would certainly appreciate. On the other hand, the sports suspension has accommplished other main areas exceptionally well. The body rolls are minimal. It also makes for quite an entertaining drive through twisties. That has to give credit to Audi’s legendary Torsen Quattro with rear-bias 40/60 split variety + superbly balanced suspension and shocks calibrations through the entire process. Steering is light and precise, with plenty of driver feel and feedback. The icing on the cake is Audi’s advanced Drive Select. Put it into “comfort” mode, it just rides as comfortably as any luxury car. Put into “dynamic”, its able to transform an A7 from a stately luxury car into a truly sporty fashion with quicker steering and stiffer suspension. Anyone can customize their own settings through MMI. The best setting, however, is the left to “auto” as it automatically adjust to different driver behaviour on different driving conditions. Nifty, indeed.

Brakes: Even if the A7 weighting in at more than 4000 pounds, its brakes are still able to haul the beast to a stop in a sleek fashion. The stopping distance is short while pedal feels well-modulated and solid. ABS doesn’t step in unnecessarily is an added bonus.

Interior: With proper fold-down rear seats, low liftover and minimal side instrusions, A7 has taken versatility into a new level. There are plenty of luggage space with the rear seats fold down, while more than enough when its up.

Due to the sleek C-pillars, A7′s headroom might not be as spacious as its A6 silibing. But there are more than enough legroom and headroom is more than acceptable.

Along with the latest version of MMI, which has to be considered as the most initutive and user-friendly of all the interface. The MMI Touch by using finger writing to recognize a word is a truly smart idea. A7′s interior quality is on par with flagship A8 than anything else. That means first-class interior appointment. Plenty of soft-touch plastic and nicely stitched leather on the dashboard and door panels. The leather seats are equally superb, with plenty of back, side and thigh support. Thankfully, Audi still gives us traditional shifter design instead of its rival’s annoying one.

Conclusion: Audi’s great Sportback concept began with the introduction of 2004 A3, then followed by 2010 A5 and A7 is their latest creation. While there have never been any hatchback that is able to succeed at this price range, A7 Sportback is certainly going to change the norm. Along with its sleek styling and great interior, it comes with an awesome powertrain and top-notch handling to beat, in terms of packaging. Although we won’t be able to get the A5 Sportback, with the A7 Sportback, it already generated the same kind of excitement and sensation.

Competitions:
Aston Martin Rapide
Mercedes CLS
Porsche Panamera

OVERALL VERDICT FOR 2012 Audi A7 3.0T Sportback
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 5/5

Overall rating: 5/5

Vehicle: 2011 Chevrolet Cruze LT Turbo with Convenience Pkg, Connectivity Pkg, TPMS and Sunroof
Price as tested: CDN$24130
Total mileage of the entire test: 520km
Fuel economy: 6 liters per 100km (70% city/30% urban cycle)

It used to be when use the words to describe Chevrolet. Words like remarkable, class-leading and cutting edge are never in the dictionary. Things start to get significantly better after Chevrolet launched the impressive Malibu in 2008, followed by the Equinox in 2010. With the introduction of the Cruze compact, its so good that we at Directshift has given it a runner-up status in the overall COTY.

We finally have a chance to pit a Cruze with the impressive 1.4 turbocharged engine through a weekend long test drive. The result is as impressive as our first impression. Although we are still not too fond of its abrupt down and upshifting with its automatic gearbox, 6 gears to be exact. Another area is where the gearbox feels a bit rough when the engine is cold. Those are the oversight of Chevrolet engineers given how superbly engineered with the Cruze. With 138hp and 148 lb/ft of torque while returned only 6 liters per 100km is extremely impressive, considering the fact that this is not a diesel nor hybrid of any kinds.

Another area which impressed us most is the ride comfort. GM compact used to ride very choppy but return with poor handling, as we have experienced with those Cavalier and Cobalt of the past. With the Cruze, its European influence through its chassis finesse have made its ride quality exceptionally well. In fact, it rides as good as any of the class leaders from Hyundai and Ford. On the other hand, it doesn’t lost much when it comes to handling sharpness. Yes, it doesn’t handle as sharply as Focus and Mazda3. But it yields the same kind of sure-footness and driving manners as good as Elantra while exceeding those of Corolla and Civic alike. Its really an extremely balanced package which provide a near perfect bland of handling prowess with supple ride quality.

If you thought the internal quality of Malibu is impressive, Cruze is even more impressive. Everything is relative to price, BTW. You won’t find any kinds of these classy plastic and velour in GM compact of the past. With the Cruze, its really put Jetta to shame in this regret. The materials are both soft-touch, have nice tactical feedback with classy plasticized moulding in all the switchgears. The velour feels expensive and very supportive. The soggy and cheaply made seats of GM compacts have finally put them in misery. Great job, General.

It was a lofty goal when GM proclaimed Cruze will be a contender in the fiercely competitive compact segment. GM has achieved that very goal successfully. Its not only its able to put many of those well-known names to shame, in terms of execution. Corolla and Civic quickly come to mind. Its able to put GM on the top of many consumer’s mind when shopping for a great compact. The bottom line? Cruze is as good as anything else from Mazda, Ford and Hyundai.

If there is one wish. Its Cruze hatchback should arrive at no better time given its sedan silibing’s successful first year launch.

Likes:
Efficient turbocharged engine
Balanced handling and ride compromise
Fuel efficiency
Interior build quality

Dislikes:
Automatic gearbox’s shifting program
Price when loaded
Base engine

Competitions:
Mazda3
Ford Focus
Honda Civic
Toyota Corolla
Hyundai Elantra