2012 VW Tiguan

Vehicle: 2012 VW Tiguan Highline 4Motion with Technology Pkg and Sport Pkg
Price as tested: CDN$50008

Performance: Facing with many stiff competitions from both Korea and Germany, its about time for VW to revise their compact Tiguan crossovers.

Beneath the redesigned grille lies VW’s world-renowed 2.0TSI powerplant. This turbocharged 2.0 liter DOHC 4-cylinder 16-valve unit is good for 200 ponies and 207 lb/ft of torque, which even if Tiguan has to carry 1541 kg on our top-of-the-range Highline trim. It still has plenty of get-up-and-go whenever driver nails the electronic throttle. Unlike many of the turbocharged engines, this TSI doesn’t have the annoying lag, which tend to make the car feels rather ordinary before certain rpm. In fact, it spools up quickly and efficiently, on whenever demands it. That makes the Tiguan has the fuel economy of a small 4-cylinder, we averaged of 12 liters per 100km, which has to be considered to be really good given its performance prowess and overall mass. When it comes to refinement, NVH and smoothness; this TSI engine is simply world-class. Its engine idling and revving quality are anything but feel like a 4-cylinder, in fact, it feels more like a V6. Mated with this engine is VW’s 6-speed Tiptronic gearbox. While the gearbox has excellent gear ratios, which the bottom two gears are low enough for peppy acceleration. Middle 3rd and 4th always keep the engine in sweetspot while 5th and 6th for comfortable cruising. The lack of a proper paddle shifters are something that its been crying out for. Without the paddle shifters, its better to leave the gearbox in “D” for comfortable cruising abilities.

Handling: Based on Golf’s excellent architecture, Tiguan has a great place to begin with. Combined with the excellent 4Motion AWD, which automatically transfers the power from the front wheels to all four wheels, whenever it detects wheel slippage. Along with the excellent ESP which eliminates both understeer and oversteer. The Tiguan feels pretty much like a hot hatch, when it comes to dynamic abilities. The body motion is well-controlled, while the suspension is exceptionally calibrated, for both sharp handling and comfortable riding quality. The result is a crossover which handles like a hot hatch while riding like any proper luxury car. The electric power steering provides sharp and responsive feedback. When its time to push the Tiguan into a corner, the body first takes a set before it settles itself nicely with well-calibrated suspension.

Brakes: With 4-wheel discs and standard ABS, Tiguan’s braking system up to the high standard usually set by VW. The stopping distance is short, while pedal feels solid and easily modulated. All combined with the ABS which acts up at the right time wrap up the whole equation.

Interior: The Tiguan’s luggage space is nicely layout. With proper carpeting, a low liftover and fold-down rear seats; Tiguan has up to 56.1 cubin feet of cargo space. It also has a rear washer/wiper to clean off the back window. If there is a drawback, its the rear glass doesn’t open independently.

With Highline’s huge sunroof, it opens up Tiguan’s cabin nicely. The rest of the interior is typically VW form-follows-function philosophy. No electronic gimmicks. Everything else is about top-notch build quality and workmanship. The leather seats are both comfortable and well-foamed.

Conclusion: If there is one huge drawback of Tiguan, its the use of Premium fuel. Other than that, its still has enough merits to challenge the new rivals. The interior is comfortable, along with a great chassis with a nifty 4-Motion AWD system. Until the arrival of a more North American-oriented compact crossover from VW, Tiguan should solider on nicely for a couple more years.

Competitions:
BMW X1
Honda CR-V
Hyundai Tucson
Kia Sportage
Nissan Rogue

OVERALL VERDICT FOR 2012 VW Tiguan
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

2012 Ford Focus hatchback

Vehicle: 2012 Ford Focus SEL hatchback with Luxury Package
Price as tested: CDN$26949

Performance: While the original Focus is the most recalled car in history, Ford has claimed the new version revolutionize the whole segment. Has new Focus really revolutionzed this ultra-competitive compact segment? We will find out after this test drive.

As with any Focus, its available with both sedan and hatchback. However, any of the offerings is currently motivated by a world-class 4-cylinder powertrain. Along with direct fuel injection, TI-VCT and throttle-by-wire. This 160hp powerplant is able to run on Regular 87 octane gasoline. With 160 ponies and 146 lb/ft of torque, this DOHC 16-valve really moves the Focus with authority. Unlike the Focus engines of yore, this engine is both a smooth and refined operator. Gone with original Focus’s rather rough and noisy racket, in with a superbly refined and potent powertrain. The TI-VCT really have a desired effect when adding better low-end grunt to Focus’s performance. Mesh the light throttle, Focus takes off without any hesitation. On the other hand, it doesn’t feel run out of breath when pushing this engine further up the rev range. Our tester comes with the standard 5-speed manual. The throws are sharp and precise, while clutch is progressive and easily modulated.

Handling: In the automotive universe, product is the main core to any success. Ford, as a motor company, has learned plenty of mistakes over the years. When Ford intended to push for “1 Ford” back in the early 90s with the Contour and Mystique (many in the industry joked them as Detour and Mistake :D ), it was a failure because of their beancounters cut corners on the original Mondeo underpinnings. After current CEO, Alan Mulally, took helm of FoMoCo, he decided to use “1 Ford” strategy agaon instead of having different models on the same chassis around the world. The major reasoning is European Ford has always been judged as the gold standards across the pond. Secondly, its the reduced cost for unnecessary to develop two different models for different continents. The first successful story was the subcompact Fiesta introduced last year, the latest Focus is the latest example of this prime strategy. What makes this strategy works so effectively, is they decided not to watering down the exceptional European suspension for our North American consumption. The dynamic abilities haven’t gone south even if Focus has across the Atlantic. They only re-engineered the ride height and some suspension calibration, so that it can accommodate our winter tires.

What makes the Focus handles so beautifully through the corners? It all begins with a world-class platform that is completely free of any cracks and rattles. The simple fact is that the fundamental for Focus is so good, its able to handle much more powerful engines in the upcoming ST and RS. Another major advancement to Focus’s front-drive chassis is the Torque Vectoring System, which is able to dial out 99% of the understeer. The whole system uses the outside wheel to transfer power to the inside wheel, which dials back the power transfer to the offending wheel with less power. With more power on the outside wheel assisting the inside wheel, its able to take the vehicle out of the corner smoothly without any drama. That means the Focus has minimal to no understeer when pushed. The whole system is similar to Audi’s Sport Differential. Only in Focus its accomplished in a front-driver while Audi executed in a more complicated AWD fashion. On top of that, Focus’s electric power executes impressively. In the past, electric power steering both is numb and lack of precision, current offenders have to be those from BMW. Focus’s system is anything but. There are plenty of feel and feedback, while being precise, responsive with sharp turn-in reflexes. Body rolls are minimal. On the other hand, its ESC remains an uninstrusive type. That means any enthuisast can have a chance to dial a bit of tail out before it steps in to save from ugliness. Push the Focus on any black top twisties, it exhibits the same kind of driving fun we always fond on hot hatches. Golf GTI is being the prime example of this very leading class of hot hatches. The base Focus provides the same kind of smiles when getting behind the wheel. Imagine what would happened with the hot Focus ST and RS coming on the horizon. :D

Brakes: The new Focus comes standard with 4-wheel discs and standard ABS, along with Brake Assist. The pedal always feels solid and superbly modulated, while remains fade-free after a couple of harsh stops. ABS doesn’t step in unnecessarily is an added bonus. BA doesn’t grab your leg like ghost shown how much engineering Ford has put it through.

Interior: Along with low liftover and minimal side intrusions, Focus’s luggage area is impressive with the rear seats fold down. It has 44.8 cubin feet with rear seats fold down, while having 23.8 when seats up. Focus has the most luggage space in any compact car. If there is one pet peeve, its the rear seats don’t go completely flat into the floor. Pity. :(

There is nothing further from the truth that Focus has the best interior in its class. The use of plastic and leather materials are world-class. All the instrumentation gauges are clear and analog, while automatic climate control is initutive and user-friendly. The aluminum trim has added some sportiness to the already classy interior. In terms of switchgears, its hard to find anywhere close to this sort of classy finish in this end of the price ladder. Leather seats are both supple yet firm; without losing the right thigh, back and side supports while playing in corners.

Conclusion: The new Focus has simply blown me away. :D Everything from the docile handling to interior appointment are world-class. Has Ford revolutionized the compact segment with the introduction of the 3rd generation Focus? It surely does. The new Focus has joined Mazda3, as Directshift’s benchmarks in this tough segment.

Competitions:
Mazda3 Sport
VW Golf
Toyota Matrix
Kia Forte5
Hyundai Elantra Touring

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

Overall rating: 4.75/5

2012 Toyota Yaris SE

Vehicle: 2012 Toyota Yaris SE automatic
Price as tested: CDN$19990

Performance: When Toyota introduced the Echo in 2000, it revolutionized the whole subcompact scene. Will Toyota able to do the same all over again with the new Yaris?

Unfortunately, while the rest of the industry have advanced the source of directly fuel injection. Yaris still stuck with the same powertrain combination as a decade ago. That’s the same old, same old 1.5 liter DOHC 16-valve 4-cylinder with VVT-i. It has a decent 106 ponies with an acceptable 103 lb/ft of torque at driver’s disposal. Mesh the light throttle, Yaris takes off quite easily. Although this is a proven powertrain which is downright reliable, its no longer the hallmark when it comes to refinement. During the initial launch of the Yaris in low rpm, it feels relatively smooth. However, it feels rather buzzy when pushing this engine to the max. The biggest problem has to be its 4-speed automatic. Just when the rest of the segment has moved from 4-speed to dual-clutch gearbox to 5-speed variety, Toyota is still stubborn to this aged combination. This aging combination of powertrain has made Yaris revved at a high 3000 rpm while driving at 110 km/h, which is buzzy on a highway ride. If Toyota is able to put a CVT or even 1 more gear in the gearbox, the highway ride would be more relaxing.

Take a look at the competitions:
Honda Fit has 117hp, 106 lb/ft of torque and 5-speed A/T
Mazda2 has 100hp, 98 lb/ft of torque and 4-speed A/T
Ford Fiesta has 120hp, 120 lb/ft of torque and 6-speed dual clutch gearbox
Hyundai Accent has 138hp, 123 lb/ft of torque and 6-speed A/T
Kia Rio has 138hp, 123 lb/ft of torque and 6-speed A/T

Except for Mazda2, all of Yaris’s competitions have moved from 4-speed into more advanced gearbox technologies for superior refinement and gearchanging efficiency.

Handling: The single biggest difference between our SE tester vs LE is the stiffer shocks and springs. The result is a Yaris which handles much better than before. While the standard suspension on the LE feels rather softly sprung, SE feels sharper and more responsive. However, it doesn’t mean Yaris handles like a hot hatch. In fact, it still handles like a Toyota appliance. It all begins with a rather solid, if detached, chassis. Then add a responsive if darty and vague electric power steering to the mix. Ride quality is comfortable while absorbing all the bumps and roughness with ease. There are plenty of body rolls, even if body motions are well-controlled. Terminal understeer is kinda expected in a subcompact appliance. ESC is standard on with Toyota’s “Star Safety System”, which is a godsent in any cases.

Brakes: Front discs, rear drums and standard ABS; Yaris’s stopping distance is more than acceptable. Pedal feels solid and reassurring, while ABS has stepped in at the right time at the right place.

Interior: The single biggest improvement to Yaris’s interior design is the instrumentation gauges. I have never been fans of Yaris’s center instrumentation gauges. Toyota has smartly placed it in front of the driver instead of center positioning. Another improvement is the use of plastic materials, which feel classier and less plasticky. Those velour seats are comfortable with the right support. The rest of the interior has been very well layout with stereo placed on top of the HVAC, except for the bland looks.

Open the Yaris’s hatch, it has a low liftover with minimal side instrusions. However, the fold down rear seats are able to go completely flat with the luggage space is a neat design.

Conclusion: “Its just a car” is the tagline for 2012 Yaris. Toyota is right on the money. That’s because Yaris is really “just a car” for what its worth. Just like every other Toyota products, its doing everything well but nothing outstandingly. While its not exactly a poorly executed product, it isn’t exactly a stealler one neither. Pity. As for the question I asked at the top. Toyota no longer revolutionize the subcompact with the new Yaris. Instead, its resting on its laurels, while watching peers raced past them.

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

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

Overall rating: 3/5

2012 Land Rover Range Rover Evoque Coupe

Vehicle: 2012 Land Rover Range Rover Evoque Coupe Dynamic with 20″ wheels, Black Panoramic roof, Ebony headliner,Adaptive Dynamic, Blind Spot Monitoring, rear seat entertainment, satelite radio and 4-seater Pkg
Price as tested: CDN$70075

Performance: Beneath Evoque’s sleek hood lies Land Rover’s 2.0 liter DOHC 16-valve 4-cylinder turbocharged engine; which comes along with direct fuel injection, variable valve timing and electronic throttle as hosts. With 240 ponies and, more importantly, 340 lb/ft of torque. Its able to move Evoque quite efficiently if not remarkably quick off-the-line with its 3680 lb of British gentleman like of luxury. Along comes with a refined 4-cylinder turbocharged engine, which doesn’t have any of those annoying turbo lag. Its quite free-revving in both middle and upper rev ranges for Land Rover standard. By LR standard means its mostly for low-end torque for off-road capability. You won’t be mistaken an Evoque is from the same automotive giant called Tata, as it shares the same annoying pop-up shifter as in Jaguar. While it looks like a neat idea, it will be a P.I.T.A when there are any electronic problems occurred in the Evoque. Given LR’s gluesome quality history, its bound the happen pretty soon. However, the 6-speed gearbox has worked decently well with this powertrain.

Handling: Unlike any LR or RR came back, Evoque is purely an on-roader rather than a true off-roader. Put the Evoque into “Dynamic” mode, its quite a capable crossover to begin with. The MagneRide adaptive damping is able to adjust the suspension by controlling both body rolls and pitch. Which, in turn, is able to dial out 99% of body rolls when pushed the Evoque through twisties. For a crossover, Evoque’s corners are as sharp and flat as anyone can imagine. Along with the sophiscated AWD system, which works exceptionally well with its dynamic stability control, its also provide exceptional active safety to both driver and its occupants. The steering is sharp and precise, without any of those annoying traits one used to be with off-road oriented LR. This on-road oriented Evoque provides nice steering feel and feedback, which is a rarity in LR products. The result is a crossover which is pretty much fun around a twisties as on the open road. However, its ride quality isn’t exactly class-leading. As it rides firmly without absorbing all the bumps and roughness with ease. You pretty much feel all the expansion joints given the harshness through suspension damping.

Brakes: With 4-wheel discs and standard ABS, Evoque’s braking performance is as good as it can get. The stopping distance is short, while pedal feels solid and easily modulated. It doesn’t have the numbness and spongeness of LR’s usual pedal travel. ABS has acted more on par with anything on-road oriented instead of off-road oriented, which is what Evoque is all about.

Interior: If you are expecting Range Rover kind of space inside an Evoque, you are pretty much done. Evoque is all about form-over-function. The lack of proper headroom on all positions. If you thought the backseat is cramped in 4-door Evoque, our Coupe is even worse. The luggage space is at a premium, even if it claims to have 550 liters. When both of the seats fold down, there aren’t going completely flat. Instead, it left as a bit of a slope for a box to floating around in an unsafe manner.

However, the use of quality plastic and leather materials in the cabin in world-class. We haven’t found any panel misfitting or dash rattles as in most LR we have tested before. The leather seats are formed with top-notch materials, which provide wonderful back, side and thigh supports. There are plenty of ergonomic quirks right from the annoying shifter to auto climate control, which needs time to get used to.

So let all those ergonomic quirks continue with both of the starks. There are way too many functions going on both of the starks, which control everything from turn signals, headlight operation to right side’s washer/wiper with busy graphics.

Conclusion: Land Rover claims Evoque is all about emotions. Judging by the loaded price and its compromises, you pretty much have lots of emotions for shelling out 70 large grand for a cramped 2-door crossover with 240hp “only”. All those emotions, however, have generated from the sleek styling to the cachet of owing the smallest of the Range Rover portfolio. If you have such emotions with lots of disposable income, while appreciate the best on-road driving LR ever. The Evoque is a car for you.

4-door competitions
===============
Acura RDX
BMW X1
Lexus RX350
Infiniti EX35
Mini Countryman Cooper S

Coupe competition: None

OVERALL VERDICT FOR 2012 Land Rover Range Rover Evoque Coupe
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 2/5

Overall rating: 3.5/5

Long-term update: 2012 Volvo S60 T6

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: 4500km
Regular maintenance: 0
Unscheduled repairs: 0

As we entered late September, we already had our first rain and windstorm. It already proven to be a great time to test S60′s combination of Haldex AWD and DSTC dynamic stability control systems. These two systems work together extremely well during poor weather. While the AWD acts as a second line of defence to its stability control, which means former starts to stepping into the equation while latter has reached its thresold. It works exceptionally whenever driver hits a patholes on highway speed in such a dire weather. The sure-footness chassis fitness mated to a steering, which provide confidence feel and feedback. Altogether make S60 a very safe and sound family sedan. When added to S60′s 4C chassis control, its able to put together a package which is both safe and fun in a stylish package. When the weather starts to get sunny, S60 is beckon to be driven with sporty road manners. It acts as both a proper family sedan with luxurious appointment, or a sports sedan with unique Swedish personality.

On our final update, we will wrap things up which include one very annoying trait.

2012 Nissan Leaf

Vehicle: 2012 Nissan Leaf
Price as tested: CDN$38395

Performance: The first thing I have to get used to when driving an EV is how amazing quiet it is. One can just start the vehicle by just push of a button, the same as changing gear on a knob which has park, reverse and forward altogether. Once you get passed all these quirks, its time to get to know how to charge the batteries. There are two voltages for charging at the back of the Leaf. You can charge up 110 volts for 16-17 hours while 120 volts for up to 7 hours. After a full charging, you can drive up to 150 km/h on each charge. That’s more than enough for 99% of the driving public which use a commuter car between work and home. However, the range anxiety is what made me a bit obvious. As the range is decreasing while stuck in traffic, as well as battery lifespin usually affects by cold and hot weather. One better get used to calculate how much you commute before heading out of your fully charged garage. Since its on full electric instead of anything internal combustion, the idling is everything but dead quiet. Mesh the light throttle, Leaf takes off easily without hestiation. Only thing you can tell is from the speedometer on the speed you are driving. Considering the fact that Leaf has about 107 ponies with all the batteries fully charged, its more than capable on all kinds of daily driving. Its 207 lb/ft of torque is just plain amusing even for an EV weighting in at 1525 kg. With the “Econ” mode, you can conserve more electricity before reaching a location with electric chargers available.

Handling: Although the Leaf looks like a Versa, it doesn’t share its floorpan with its internal combustion silibing. Leaf is on an indepedently developed EV floorplan, which is able to host the lithium battery at the back while motor at the front. While its certainly far from the intoxicating driving experience as we had in the awesome Tesla roadster, Leaf won’t leave anyone disappointed. Pushed through the corners, Leaf reacts confidently and ressaurring without any sorts of dliemma. Sure, you won’t be mistaken it as a Tesla. But it got what it has done as an EV commuter. That’s what Leaf is about all. It drives no differently than any internal combustion counterparts. The suspension is tuned toward comfort rather than sportiness. Despite that, we actually find its ride quality exceptional. Its able to absorb all the bumps and roughness with ease. Understeer is easy to encounter when pushed. On the othe hand, steering leaves a-lot-to-be-desired as it feels darty and numb. It doesn’t have the sort of feel and feedback that we used to with Nissan products. Pity.

Brakes: With 4-wheel discs, ABS and regenerative braking; Leaf’s pedal feels confidenting inspiring given its EV status. The stopping distance and pedal feel more than acceptable. Regeneative braking usually feels numb and dead. Leaf’s pedal is anything but crisp and linear to the touch. That’s despite ABS slips in a bit earlier than I expect.

Interior: Other than those gauges tell you about the driving range, its no difference than any internal combustion car inside the Leaf. While the use of materials and fit-and-finish are using “environment protection materials”, which means kind of plasticky. It doesn’t say Leaf’s interior quality lacks any attention-to-details. Everything else has been initutive and user-friendly, in typical Japanese fashion. However, thanks to the thick rear pillars, the sightlines are horrible when backing up. The center screen, which consists of how much power has consumed with navigation system shown your current location, it surely won’t give you any excuse for needing a tow truck home when Leaf is running out of juice. Nuff said. :)

There are a few pet peeves for this affordable EV. Just like many of those EVs, the backseat and luggage space are cramped. Because of the placement of the lithium ion batteries, it certainly taken out some usable luggage space. Another complaint is the lack of legroom while headroom is at a premium. Liftover to the luggage area is relatively high, which equals difficult loading to cargo area. Even if it has a proper fold down rear seats to expand the amount of space, the rear seats don’t go completely flat into the floor.

Conclusion: The Nissan Leaf is as good as it gets for an EV, especially considering its price and daily livability. What makes the Leaf so appealing is the way it drives, without the looks only a mother could love.

Competitions:
Chevrolet Volt
Mitsubishi i-MIEV
Mini E

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

Overall rating: 4/5

2012 Toyota Prius V

Vehicle: 2012 Toyota Prius V with Touring and Technology Pkg
Price as tested: CDN$36875

Performance: Is “V” stand for Victory or Versatility with the latest addition to the Prius family? We will have the answer at the end of the test drive.

Since the V shares the same Aktinson Cycle as standard Prius, the same goes for the proven 1.8 liter DOHC 16-valve 4-cylinder. The whole system puts out a decent 134 ponies and 105 lb/ft of torque. While 105 lb/ft of torque doesn’t sound like much on paper, it delivers surprisingly amount of grunt when mesh the gas pedal. The lithium-ion batteries deliver torque in a silky smooth manners, while the transition between electric and gasoline is nothing but seamless. All have done in a typical refined Toyota fashion. The result is a hybrid package that is both silky smooth, quiet and refined which exactly is what Prius is known to deliver since day one. Press the “Econ” button on the dashboard, you are able to travel with the best fuel economy as its able to run with full electric instead of any gasoline through its process. Put into “Power” mode, V puts out surprisingly amount of grunt but at the expense of electric-only fuel economy. However, I leave at “Normal” mode for most of the time while letting the computer does the rest of the job for me. Unlike the last Lexus CT and HS which left me cold. V’s CVT actually provides surprisingly refined and quiet manners when pushed it to the max. Its also able to enhance V’s excellent fuel economy, given V is weighting in at 3274 lb.

Handling: So does a taller roofline and an extra 200 lb add any dynamic penalty to the standard Prius? Thoroughout the whole test drive, we don’t feel any difference between a Prius hatchback and V. V does surprise us a whole lot when pushed it through the paces. While the electric power steering can provide more sure-footness feel and feedback, with sharper turn-in reflexes. Its able to do its job relatively well given V’s status-in-life as a comfortable roundabout. It doesn’t lost anything to its hatchback silibing, when it comes to time to play around the corners. While you still would find Toyota’s typically detached chassis feedback, it remains solid without any annoying cracks and rattles. The chassis rigidty is world-class, as with the rest of the vehicle. There are terminal understeer and body rolls are more than acceptable. V’s ESC tends to get a bit too instrusive when pushed really hot. However, its all completely acceptable as its a hybrid family wagon instead of a sports car.

Brakes: The V has surprised us again with decent braking feel and feedback. Unlike many of the hybrids with regenerative braking system, which tends to feel numb. This system actually has some lives to its pedal feel. The stopping distance is short while pedal feels surprisingly firm in its travel. Add to the fact that ABS doesn’t step in unnecessarily is an added bonus.

Interior: The V really started to get interesting as you open the hatch. With a low liftover and minimal side instrusions, V provides better luggage space than many of those compact crossovers provide. With the rear seats up, it has up to 34.3 cubin feet of cargo space. With the rear seats fold completely flat into the floor, which we at Directshift always given nod to such a safe layout. The V is able to swallow up to 67.3 cubin feet of luggage. That’s more than Ford Escape and Chevrolet Equinox can offer.

Seating at the back of the V is equally spacious. As the rear seats are able to move forth and aft, also able to recline for maximum comfort. The more upright stance of the V has provided far superior headroom than the standard Prius. What we are really glad to see is Toyota Canada decided not to offer 3rd row position for V, unlike its Japanese domestic model. As we all known, cramming a tight 3rd row into such a compact vehicle would create “either/or” effect for both luggage and passenger space.

Up in front, V’s use of materials are much improved over the standard Prius. There are enough soft-touch plastic materials on the dashboard to justify its price. V is the first Toyota to offer its Entune multi-media interface. While its initutive enough for a Japanese product, a driver still needs to take their eyes off the road to have to control. For what its worth, its best to leave it to passenger to gain control of all those interface.

Conclusion: What the Prius does to the hybrid universe is like what MX-5 Miata does to the roadster world. Both of these cars are iconic in their respective segments. The Prius “V” definitely stands for both “Victory” and “Versatility”. Not only does it adds the extra dose of versatility on top of the attractive interior, it also handles relatively well with refined power delivery. All have done without losing the economy and efficiency one associates with the Prius franchise. In fact, the V is so good. If I were Toyota, I would start to worry about its Matrix sales.

Competitions:
VW Golf TDI wagon
Mercedes B200
Toyota Matrix

OVERALL VERDICT FOR 2012 Toyota Prius V
=====================================
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: 5/5
Value-for-money: 4/5

Overall rating: 4/5

Long-term update: 2012 Honda Civic EX-L

Vehicle: 2012 Honda Civic EX-L sedan
Price as tested: CDN$24390
Mileage since picked up: 3500km
Regular maintenance: 0
Unscheduled repair(s): 1

As we put more mileage onto our long-term Civic, we started to find out some quality issue. The corner cutting of the 9th generation Civic has started to surface in the midset of our long-terming. We have found out some annoying dash rattles on the center console. Brought it back to Honda dealer, we are glad they have fixed it in one day. While we applauded the efficiency of Honda dealer for fixing our problem, we were disappointed on Honda’s pitfall when it comes to build quality.

Speaking of interior feature, we have tried to compare the fuel efficiency by using the green “Econ” button versus using our right foot regularly. Honda claimed the “Econ” button is able to give softer throttle response, in order to give driver a sensation on saving fuel by 10-15%. However, we actually found out it actually encourages to drive more aggressively as everything else have been soften significantly. This is not only limited to Honda, we have the same complaint for Hyundai and Infiniti, on the same system respectively. Engineers just use the computer to trick driver on slower throttle response = slower up and downshifting. Unfortunately, the result is usually completely different as we have tried in real world situation. No matter on whether we press the redundant “Eco” assist button, we are still manage to get an average of 6.5 liters per 100km regularly.

On our final update. We will wrap-up Civic’s overall experience.

And the winner was……

2011: Buick Regal
2010: Audi S4
2009: Hyundai Genesis
2008: Mitsubishi Lancer
2007: VW GTI
2006: Hyundai Sonata
2005: Chrysler 300
2004: Mazda3
2003: Mazda6
2002: Nissan Altima
2001: BMW M5
2000: Hyundai Elantra
1999: VW Golf and Jetta

Audi has promised great things with the new A7 Sportback. Hyundai has both Veloster, Accent and Equus up the sleeve. Kia has become the most attractive of all the mainstream manufacturers, when it comes to design lauguage. The lengthened Passat has finally pit VW up against mainstream mid-size family cars. But will anyone of these cars going to be on our podium?? We will have the final answer in the next couple of weeks. :)

2012 Audi R8 GT Coupe

Vehicle: 2012 Audi R8 GT Coupe
Price as tested: CDN$228000

Performance: “Light makes might” have always been the yardstick for producing a great sports car. So, how does this bespoke version of the R8 drive?

In order to match its “GT” designation, Audi has shedded the weight of the R8 V10 by 180kg while adding 35 stallion to the mix. That means the GT has a 560 stallion with 1525 kg of curb weight. That means the GT has a world-class of carrying 2.7hp per each kg. As a result, the GT takes off like a rocketship with a mesh of the rather light throttle. It takes approximately 3.6 liters to hit the high water marks.

To put this into perspective, those genius at Audi GMBH have taken the weight out of the battery, carpeting, rear hatch, rear bumper and a fixed hood…etc in order to gain those weight saving. All have done with losing the performance edge of the original R8 V10.

Our tester comes with the R-Tronic. While Audi has been famous for developing class-leading dual-clutch gearbox, R8 has to stuck with this R-Tronic manumatic. While the gear ratios are well-spaced, its the linkage and execution which have lots to desired. The gear changing feels rough and bouncy. When it comes to tranny engineering, this R-Tronic has to be considered “dinosaur age”. Its almost a no-brainer to get the GT with its 6-speed manual instead of this crumsy R-Tronic, which latter is an absolute “no no” in such a proper sports car. On the other hand, the 6-speed comes with sweet throw and a clutch, which has well-defined bipping points with great feedback.

Handling: When you combined the Quattro all-wheel-drive, which provide tenacious grip, when mated with an excellent calibrated suspension. Its really hard to get the GT out of line, with a set of great electronic stability control. When pushed the GT through the racetrack, it exhibits no body rolls. Unlike so many sports cars, R8 actually rides comfortably thanks to its supple suspension. The suspension, on the other hand, is able to absorb all the bumps and roughness at ease. What is most delightful about GT’s dynamic package, is how relaxing anyone can drive it at and beyond the limits with the usual Audi silky elegant manners, through its paces. That’s down to the fact that R8 GT is a very civilized sports car. The body rolls are non-existence, while understeer and oversteer are so well-tempted. Except you are going really reckless into a hairpin, its extremely difficult to rear its ugly heads.

Brakes: With Audi Ceramic brake discs and standard ABS, R8 GT has world-class pedal feel. It has got to be one of the best brake pedal feedback second to both Porsche GT3 and Ferrari. The stopping distance is short, while pedal always feels solid and well-modulated, even after a couple of harsh stops in hot weather. ABS doesn’t step in unnecessarily is truly an added bonus.

Interior: The single biggest difference to standard R8′s interior is everything else is covered with Alcantara. Alcantara is basically a suede-like material which enhance grip and supportive through its use on those race buckets. The rest of the equation has great white-face analog gauges and a nice auto climate control for complete comfort.

Conclusion: This bespoke R8 really does, when it comes to balancing track-ready performance and daily drivability. It costs 43 grand more than the regular R8 V10. Does it worth it? I say its worth every single pennies. :D

Competitions:
Porsche 911 GT2/GT3-RS
Lamborghini Gallardo LP 570-4
Ferrari 458 Italia

OVERALL VERDICT FOR 2012 Audi R8 GT Coupe
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 5/5

2012 Hyundai Veloster

Vehicle: 2012 Hyundai Veloster Ecoshift DCT
Price as tested: CDN$20399

Performance: There have been many Hyundai sports coupes came before the Veloster, on the entry-level scale. Everything right from the early Scoupe to the Tiburon had been either underwhelming or beaten by ugly sticks. On the other hand, Genesis coupe has been receiving rave reviews right from the other end of the chart. Will the new Veloster followered its forebears or its more expensive silibing? We will have the answer right after this test drive. :)

During initial launch, Veloster is only available with one powertrain underneath its sleek hood. The DOHC 16-valve 4-cylinder 1.6 liter comes with a host of advanced technologies. Gasoline direct injection, variable valve timing and throttle-by-wire, to name a few. That’s enough to give Veloster a nice boost with 138 stallion and 123 lb/ft of torque. Even if 138hp and 123 lb/ft of torque won’t set your heart pounding, its definitely far from being disappointed. That’s even if this little puppy has to carry 2657 lb on its wrist. When it comes to engine note, its surprisingly entertaining thanks to its well-tuned exhaust note. Mated with this sweet powertrain is Hyundai’s first foray into the hot dual-clutch gearbox arena. In terms of engineering integrity and efficiency, Hyundai’s unit is every bit as good as the one in a VW. That’s saying a lot because this system shifts crisply, brisky, efficiently and quickly without feeling dowdy engineered. In fact, its an engineering tour-de-force. As with any of these systems, driver can shift on the steering’s paddle shifters which are able to override at any given gears.

The real deal of Veloster’s performance will be the upcoming turbocharged version, which Hyundai has promised to have 208 stallion. It will be one heck of a ride it is. :D

Handling: Veloster is basically using the floorpan of the Accent with the modular of the Elantra, which means sharing both of their merits onto one tidy package. The result is an excellent fundamental which combined the best of their subcompact and compact offerings. The chassis is rigid and solid, while its free from any cracks and rattles. On the other hand, suspension components have a nice place to hang its hats on the floorpan. All combined to make Veloster handles every bit as fun as anything you throw at it. The electric power steering provides nice feel and feedback, with great precision and responsiveness. While the ride is firm, its far from being harsh and ungainly. While you won’t find those patholes unnoticed on those poorly paved roads, it won’t make you teeth chattering. The beauty of the whole engineering is the combination of ESC with EPS in the Veloster. Hyundai engineers are able to incorporate stability control with electric power steering, in order to detect when will be the driver starts to drift out of control before it steps in as a helping hands. That makes Veloster one of the most composed front-drivers I have ever driven. In fact, it has to be one of the most fun I ever have. The suspension is well-damped enough for exceptional body controls, while understeer is minimal.

Brakes: Along with impressive dynamic abilities, Veloster also comes with impressive braking prowess. While it has the standard 4-wheel discs with ABS, its the amount of feedback and modulation which are very delightful. The stopping distance is short, while pedal feels solid and reassurring. It all wraps up the entire braking package with uninstrusive ABS.

Interior: The highlight to Veloster has to be its 3rd door which access from the passenger side. Even though the door is narrow, it offers much better access than those traditional 2-door coupes which need to access through sliding through the passenger seat. While the legroom is surprisingly spacious for a coupe, the sloppy C-pillars have limited headroom.

Open the hatch, it has acceptable luggage space. That’s despite of its high liftover and side sills. If you need more vesatile luggage space, go for the Accent hatchback. In this Veloster, you need to sacifice some practicality for its stunning looks.

The front of the Veloster is all about the driver. The bucket seats provide nice support for all the right places without feeling confining. Everything else have been very user-friendly and initutive. The touch-screen interface is not only attractive, its as easy to use as the rest of the car.

Conclusion: The Veloster has set a very high standard when it comes to the affordable sports coupe. Along with the gorgeous styling and world-class engineering, its also drive like a diggin’ with plenty of attractive features. In fact, it is the new sports coupe benchmark.

Competitions:
Honda CR-Z
Honda Civic coupe
Kia Forte Koupe
Scion tC
Mini Cooper
VW Beetle

OVERALL VERDICT FOR 2012 Hyundai Veloster
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 5/5

Overall rating: 4.25/5

2012 Mini Cooper S Coupe

Vehicle: 2012 Mini Cooper S Coupe with BRG, Punch leather, black headlights, heated front seats, DTC, comfort access, style pkg, sports pkg, chrome pkg and wired pkg
Price as tested: CDN$39570

Performance: Its pretty much a given on which powersource the Cooper S has. Exactly like the one standard in hatchback, Clubman, convertible and Countryman; Mini’s latest offering comes standard with the same turbocharged 1.6 liter DOHC 16-valve 4-cylinder with 181hp and 177 lb/ft of torque. Along comes Valvetronic, direct fuel injection and electronic throttle. This familiar powertrain continues to come with familiar “overboost” feature. For up to 30 seconds, its able to boost the torque from 177 to 192 lb/ft of torque with the touch of a “sport” button on the dashboard. Its very useful when passing on the freeway, as well as accelerating off a traffic light. All have done without the annoying turbo lag one associates with turbocharged engines. Even if the Coupe weights in at 2679 lb, its so willing which makes Cooper S takes off with ease. The engine note is what have been expected from a Mini Cooper S. Deep. Solid and entertaining. Mated with this familiar engine is the sweet 6-speed manual. With the progressive clutch that provides right feedback, gates are well-defined and nicely ratioed have pretty much wrap up the familiar Mini equation.

Handling: Dynamically speaking, the Coupe is all-Mini. That means sharp and precise handling when pushed it to the max, regardless its on the racetrack or beckoning on the open road. Thanks to the famous solid and rigid chassis, which have been the hallmark of the Mini brand. The steering provides sharp and responsive feel and feedback, without all the twitches one expects from a sports car. There are minimal body rolls and understeer is well-tempted. With the uninstrusive stability control, any enthuisastic drivers are able to press the Coupe a bit at the limits before it starts to step in. That’s godsent because it allows for higher threshold on oversteer after terminal understeer. However, the ride quality isn’t on par with the handling quality. Along with our run-flat tires, which we have loved to hate on all the BMW and Mini products. The ride is choppy without actually absorb the bumps and roughness acceptably. You can feel every expansion joints and washboard pavements through the hard suspension. We pretty much love supple ride quality, which have a nice combination of firm ride and solid handling. But a relentlessly harsh suspension as a trade-off for better handling seems to be the latest dynamic thought of Mini engineers. All we can say: Thank you very much. When press the “sport” button on the dashboard, which is supposedly to firming up the driving characteristics. While the adjustable suspension damping does improve handling a whole nine yards, it makes Coupe’s ride quality a nitemare on poorly paved roads.

Brakes: The braking performance is up to the standard set by Mini. That means short stopping distance, with pedal always feels firm and well-modulated. The pedal always have a lives to its travel. Even after a couple of harsh stops, it remains fade-free. ABS doesn’t have any unwanted intervention is truly an added bonus.

Interior: Form-over-function pretty much say it all. Open the hatch-esque trunk, it has 9.8 cubin feet of cargo space which isn’t much by any coupe standard. Thankfully, Mini haven’t squeezed the cramped backseat into the coupe. Instead, their designers are smart enough to scrap it for the sake of slightly better luggage space.

Up front, thanks to the lowered roofline. Anyone as tall as 5″10 would have difficulity checking out traffic light. Another problem is the low A-pillars which generate poor visibilities up front. The same goes for the back with its thick and low C-pillars. The tiny back and side screens don’t have much neither. With poor sightlines all around, it needs both back-up camera and parking sensors as parking assistance. Otherwise, you would need to visit your nearby bodyshop in no time.

But there is one trick up Coupe sleeve. And that is the first retractable rear spoiler on a Mini, or on any BMW Group products. Given there aren’t any cutting-edge technologies coming out from this arrogant auto giant lately, its pretty much guaranteed they would overhyped this new feature for awhile.

Conclusion: Mini is a cash cow for BMW Group. Their latest creation of a Coupe certainly is a prime example. With the Coupe’s low roofline, its pretty much guaranteed there will be a Roadster coming on a horizon. Abeit with as much compromises as the Coupe we tested. The Mini Coupe is for those who want the sake of a Mini Coupe, instead of going for other brands. Those are the ones who are willing to accept the compromises: poor visibilities, lack of luggage space and choppy ride quality. As the old saying goes “love is blind” pretty much well described.

As for those who us who prefer more traditional approach, as well as a huge fans of the Classic Mini Cooper. Hatchback remains the only Mini we would take.

Competitions:
BMW 128i
Honda CR-Z
Hyundai Genesis 2.0T
VW Golf GTI

OVERALL VERDICT FOR 2012 Mini Cooper S Coupe
=====================================
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: 2/5
Value-for-money: 2/5

Overall rating: 3.5/5

Long-term test drive: 2012 Fiat 500 Sport

Vehicle: 2012 Fiat 500 Sport with 6-speed automatic and moonroof
Price as tested: CDN$22300
Total mileage of the entire test: 1420km
Fuel economy: 6 liters per 100km (70% city/30% urban cycle)

Here in Directshift, we have always been smitten by Fiat 500. Its quirky Italian character mated with an interior, which you can’t find anywhere in its price range or above. Fortunately, we were lucky enough to put one through its paces during hot August.

Given it only has 100hp, we were quite accepted its adequate performance when we drove both coupe and cabriolet in initial stages. However, we found its power is lacking when we had more time behind the wheels. Its 100hp and 98 lb/ft of torque just felt lack of power when pushed, its also downright noisy and rough at highway speed. The most disappointing fact is the fuel economy. With the optional 6-speed automatic, we were unable to get anywhere close to posted figure. We managed to get 6 liters per 100km, with full air-conditioning on through the whole time. Compare to the likes of Honda Fit and Hyundai Accent, which are both subcompacts which are able to get much better fuel economy with far superior performance.

Handling wise, 500 is go-kart esque especially when the “sport” button is pressed on the center console. The steering feels light and progressive, while ride quality has absorbed most of the road surfaces relatively relaxing.

We weren’t quite fond of the thick A-pillars, which have blocked 45 degrees of front visibilities. Another ergonomic quirkness is the power window location, which supposedly to put on the door panels instead of the center console. Otherwise, interior has been very well-finished with nice materials. The body-colored trim has freshed up the whole interior, so does the Panormanic sunroof which opened up the interior nicely.

The backseat is relatively cramped when try to get two persons on board. Along with the limited luggage space, its best to leave the back seats completely fold flat.

Although I feel a bit cold, when it comes to 500′s performance and economy. I still would put it as one of the most desirable cars as I have ever driven. The driving fun behind one of the lightest and lithest hatchbacks anywhere on the market. Its unique Italian flair and character would put any of those subcompacts to shame. The attractive price and packaging would let anyone forget about its limited practicality. I just can’t wait to try the hot and spicy 500 Abarth, which promises to be a great hot hatch. :D

Likes:
Italian flair and character
Lithe handling
Rigid chassis
Curb weight

Dislikes:
Feels underengined with its rigid chassis
Cramped backseat and luggage space
Front visibility
Fuel economy

Competitions:
Ford Fiesta
Honda Fit
Mazda2
Mini Cooper
VW Beetle 2.5

2012 Buick Regal GS

Vehicle: 2012 Buick Regal GS
Price as tested: CDN$43840

Performance: We have named Regal as our coverted Car of the Year last year. Buick has taken their very best with the new Regal GS, a very promising sports sedan. :)

Along with the impressive Regal Turbo we tested and loved, Buick continues to use this nicely proven 2.0 liter DOHC 16-valve Ecotec in their sportiest Regal offering. The result is a sports sedan which is able to do anything but….it has a potent 270 ponies and 295 lb/ft of torque at driver’s right foot. Both the torque and horsepower are impressive given Gran Sport has to carry 3717 lb of German and American combined lined of luxury. When its time to drop the anchor, the GS takes off with authority. All have done without the annoying turbo lag one associates with uptuned forced induction turbocharged engines. In fact, its all about smooth and silky delivery of turbo rush right from the get-going to the upper end of the rpm range. This Ecotec engine has the advanced technologies right from direct fuel injection, variable valve timing to electronic throttle. What I find most impressive is GM doesn’t required to use Premium gasoline, instead, they just recommend for maximium performance. Mated with this excellent engine is the only 6-speed manual gearbox. While the throw feels a bit too long, its gates are well-defined and clutch progressive, although I would prefer a better clutch feedback given GS’s sporty intentions.

Handling: We were very amazed on how exceptionally handled when we first driven Regal last year, Buick is able to take the GS a notch higher to challenge some of the finest sports sedans in the world. Combined with the rigid and solid chassis, which stands up to give GS’s recalibrated sports suspension a place to hang its hats. That means its a Buick which is as capable on the track as it is on the open road. However, there is one disappointing fact given Buick Regal GS is basically an European Opel Insignia OPC made-in-Canada. With the OPC, it has AWD standard but on GS, it has FWD but AWD is unavailable at best. For a high-powered front driver, there is a slight torque steer when opening up the GS on both 1st and 2nd gears. Also, there are more understeer expected given its 270hp going through the front wheels. I have to wonder why GM’s US headquarter has to cut the corners on offering AWD standard on GS, which would make it as a more enticing package. Other than that, GS has scored with one of the world’s best ESC called GM’s Stabiliztrak, which has the uncanny abilities to correct both under and oversteer whenever driver overcooked the Regal. The steering feel and feedback continue to be impressed, while extremely precise and responsive. Dynamically speaking, it remains one of the most entertaining and finest driven sports sedans anywhere in its class even without the availability of AWD. It has really shown the chassis engineering at GM Europe have done a marvelous job with the Insignia, without “lost in transition” when turning into a Regal.

Brakes: With large 4-wheel discs, Brembo calipers and standard ABS; GS has to be one of the best braking GM have ever tested. The stopping distance is short, while pedal always feels firm and well-modulated. Even after a couple of harsh stops, it remains fade-free even in hot weather. The added bonus is ABS doesn’t have any unnwanted intervention wraps up the whole dynamic package.

Interior: The rest of the interior is as equally well-appointed as any Regal, except for that fact that GM comes in with a nice set of sports seats. These seats are supportive and hug you in all the right places without feeling confining.

For a sports sedan, there are more than enough rear head and legrooms for 2 while 3 at a squeeze. Trunk space is spacious with low liftover and minimal side sills.

Conclusion: For those naysayers who still think Regal is “your daddy’s Buick”, its obviously they haven’t driven one. While the standard Regal is impressive enough to turn everyone’s heads on how brilliant it handles, GS is able to turn it up a degree or two. The GS is not only served well as a full-lined luxury sedan, its also a very capable sports sedan. Because of the stigma of the Buick badge, I would consider it as a true sleeper.

Competitions:
Acura TSX V6
Audi A4
BMW 3-Series
Mercedes C-Class
Lexus IS250

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

Overall rating: 4/5

2012 Mercedes CLS63 AMG

Vehicle: 2012 Mercedes CLS63 AMG with AMG Performance Pkg, Premium Pkg and AMG CF trim
Price as tested: CDN$127700

Performance: Before Mercedes innovated the original CLS in 2004, coupe used to stand for 2-doors. After many copycats followed by other manufacturers, Mercedes improved the original concept with the 2nd iteration of the CLS. The most important question remains on whether CLS is the one to beat on this segment?

As one would expect from the house of AMG. Its biturbo 5.5 liter DOHC 32-valve V8 is a gem of engineering excellence. Mesh the heavy throttle as all Mercedes does. The CLS takes off like a rocketship. With 518hp and 516 lb/ft of torque. With the additionof optional AMG Performance Pkg on our tester, it transformed from 518hp to 550hp while torque up from 516 lb/ft to 590 lb/ft. Given these numbers, the desired result is nothing short of amazing. The biturbo set-up doesn’t generate any kind of annoying turbo lags when stepping into the throttle. There are just aplentry of power right from the bottom of the rev range right into redline. All have done with the usual array of refinement, silky smoothness and NVH one associates with Mercedes luxury sedans. In the guise of CLS63 AMG, its one heck of a supersedan. Mated with this amazing powertrain is Mercedes’s 7-speed dual clutch gearbox with paddle shifters, dubbed AMG Speedshift, in Mercedes marketing terms. Once again, Mercedes’s hallmark refinement with gearbox continues to be impressive. With the paddle shifters able to override at any given gears is an added bonus. That is easily explain why its able to move 2415kg of CLS63 with so much ease. Add to the fact that the engine note is one sort of entertainement, its just gonna prove that genius at AMG is able to transform a good one into a great one.

Handling: If you have guessed CLS is the sporty version of the E-Class which its loosely based on, then you are dead on about this puppy. Along with the wonderfully stout and solid chassis, while adding Mercedes’s Airmatic suspension to the mix to combine a sublime yet composed package. The single biggest improvement to CLS’s dynamic package has to be its steering rack. Mercedes steering used to have dead on-center feel and feedback, which is never my cup of tea. With the new steering rack on CLS, which will spaw through all future Mercedes products. Both the on and off-center feedback have addressed 180 degrees, turn-in and responsiveness have improved dramatically. Mercedes steering used to drive us nuts, this one has given us a delightful surprise which give this tri-star brand a whole new direction for producing sporty products. Other than the steering, the Airmatic’s “sport” setting has changed CLS’s character significantly. With “comfort”, it rides as sincerely and comfortably as any full-size Mercedes sedan. With the press of a “sport” button, it has changed from a full-lined luxury limosine into a true sports sedan. The steering becomes sharper while suspension has stiffened up, for less body motion, when pushed it to the max. The latest generation of ESP has improved its instrusiveness, although it remains quite abruptly instrusive whenever driver wants to have its tail out. What is most impressive is whenever driver press the “Sport Plus” on AMG 63, its able to transform it from a luxury sedan into a real sports car. Combined with the fact that its a rear-driver with ideal 50/50 weight distribution, CLS could well be the most capable Mercedes with 4-doors and a trunk. Last but the least, its still able to provide a Mercedes-esque ride comfort which one expects from Stuggart. Its a sporty driving machine without beating the passengers up.

Brakes: With large 4-wheel discs and standard ABS, its able to stop the heavy CLS63 AMG with ease. The stopping distance is short, while pedal feels solid and reassurring. Even after a couple of hard stops, its still able to stop without any brake fades. Add to the ABS which doesn’t step in unnecessarily is an added bonus.

Interior: If you expect the 4-seater CLS to have decent headroom, then it have lost of whole point of the “4-door coupe”. The legroom is more than acceptable. However, the C-pillars have given out rather catastropbic feel for rear passengers. The same goes for the rather swallow trunk space. Even if it has a nicely padded trunk hinges, CLS’s luggage space is the new definition of how a letter box “should” be designed. However….however……..:)

The silver lining to all those who complaint CLS as form over function is the availability of an E-Class sedan. All of the space have lost in CLS will certainly found aplentry in this classic Mercedes mid-size luxury sedan, if you don’t mind running into all those silver and grey ones at the same intersection…..:D

Its in front where CLS exceeds. The use of classy materials with top-notch fit-and-finish are dead giveaway for a car costing this much. Those leather sports seats provide superb comfort for both short and long distance travel. However, its navigation system is not the most initutive I have used.

Conclusion: When the original CLS came out, many have wondered whether there will be a 2nd generation since it was an answer no one has asked before. In fact, this concept is so successful that there are so many copycats have followed suit. The CLS remains the one to beat in this “different” category. That’s despite the fact that its styling isn’t as bold and stunning as the original car came out.

Competitions:
Aston Martin Rapide
Audi S7 Sportback
Porsche Panamera Turbo

OVERALL VERDICT FOR 2012 Mercedes CLS63 AMG
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4/5

2012 Toyota Camry SE V6

Vehicle: 2012 Toyota Camry SE V6 with Premium Pkg
Price as tested: CDN$32160

Performance: The Toyota Camry, a family sedan crown which has always been considered as a benchmark. Will it still be able to keep this crown despite of all the new competitions?

The powertrains for the 7th generation Camry have been familiar. As the 4-cylinder remains the carryover 2.5 liter 16-valve with 178hp and 180 lb/ft of torque mated with 6-speed automatic. With this engine’s well-honed refinement and responsiveness, this is the engine most would purchase in their Camry. Then there is 3.5 liter V6 DOHC 24-valve, with VVT-i variable valve timing, as with its 4-cylinder silibings. This engine has a good 268 horses and 248 lb/ft of torque at driver’s disposal. In terms of engine smoothness, quietness and refinement; Toyota’s V6 has always been judged as one of the finest in the industry. Its NVH is world-class with engine idling as quiet as many V8 in rivalling firms. On our SE V6 version, it comes with a nifty 6-speed manumatic with paddle shifters on the steering. Given Camry’s rather slate image, having paddle shifters on the steering seems like a dream a decade ago. This paddle shifters have worked exceptionally well without losing the smooth composure one expects from a Camry. Even on full automatic mode, Camry’s 6-speed automatic is sweet and smooth. Not only does the extra gear works decently with comfortable highway cruising. Low 1st and 2nd provide peppy acceleration for both 4 and 6-cylinders. Same goes for having 3rd and 4th for engines working at their sweetspots. What is most impressed is Toyota still keeping its V6 despite of less than 10% taken rate across the family car spectum, despite of many of Camry’s peers have dropped it for whatever reasons. Another area is Toyota has lost some of Camry’s weight. Its 4-cylinder version has lost as much as 150 pounds. Although Camry is not a sports car, having diet has always been good for both performance and economy reasons. That pretty much explains Camry’s light-on-its feet feedback.

How is how the new Camry faces its rivals when it comes to horsepower and torque:

Kia Optima/Hyundai Sonata: 2.4L 4-cylinder 200hp + 168 lb/ft of torque. 2.0L 4-cylinder turbocharged 270hp + 269 lb/ft of torque
Honda Accord: 2.4L 4-cylinder 190hp + 162 lb/ft of torque. 3.5 V6 271hp + 258 lb/ft of torque
Ford Fusion: 2.4L 4-cylinder 175hp + 172 lb/ft of torque. 3.5 V6 263hp + 249 lb/ft of torque
Chevrolet Malibu: 2.4L 4-cylinder 170hp + 158 lb/ft of torque. 3.6 V6 252hp + 251 lb/ft off torque
Mazda6: 2.5L 4-cylinder 170hp + 167 lb/ft of torque. 3.7 V6 272hp + 269 lb/ft of torque
VW Passat: 2.5L 5-cylinder 170hp + 177 lb/ft of torque. TDI 4-cylinder 140hp + 236 lb/ft of torque. 3.6 V6 280hp + 259 lb/ft of torque

Toyota Camry: 2.5 4-cylinder: 178hp + 180 lb/ft of torque. 3.5 V6 268hp + 248 lb/ft of torque

Except for the fact that Camry’s 4-cylinder is significantly short of power compares to Korean trio, its V6 has more than enough belly to match up its rivals.

Handling: For engineers working on a solid and rigid architecture would give suspension components a great place to hang its hats, Camry has done exactly the same with its improvements. While its never known for handle like a sports sedan, nor its intended to be. The SE version tested with stiffer shocks and springs remain rather softly sprung, if its more confidence-inspiring through the corners than its lesser silibings. There are plenty of body rolls, even if the suspension has taken a set before it settles itself nicely in corners. Terminal understeer isn’t too damn far away, whenever driver nails it through twisties. No matter what the SE designation wants you to think, just don’t consider it as a bona-fida sports sedan. Mind you. Its a comfortable family sedan with sporting looking trim. Thanks to the state-of-the-art stability control which works exceptionally well, in order to eliminate both understeer and oversteer. While the electric power steering continues Camry’s tradition of soft, vague and lack of any driver feedback; it feels surprisingly responsive to driver input. What really exceeds is ride quality. The rebound damping Toyota engineers have done to its suspension really have given a Lexus-like ride on XLE trim while provide equal cushion feel on SE and LE trim levels.

Brakes: With 4-wheel discs and standard ABS; Camry has stopped decently well. The stopping distance is short, while pedal feel feels nice and solid. ABS doesn’t step in unnecessarily have added to a sense of confidence on whenever driver nails its pedal.

Interior: If you are regular Directshift reader, you would know Toyota’s interior quality have been got knocked consistently. With the new Camry, Toyota has addressed this issue seriously. Gone with the cheesy and cheap plastic with rough edges, in with classy and soft plastic materials which feel justifying the price tag. The leather material on SE and XLE feel softer and supple without less pleather like. Although it certainly won’t make interior leaders, VW and Audi, lost any sleeps. This is a quantum leap forward its predecessor, when it comes to materials and finishes.

There are plenty of head and legrooms for the rear passengers, which is spacious for a family sedan.

As for luggage space. Despite of Camry’s instrusive trunk hinges, it has a nicely sized trunk with low liftover and minimal side sills. With proper fold-down rear seats even if its not 60/40 variety, its able to swallow anything you can dream of. If you still want more luggage space, Venza and Highlander are possibly better answers than Camry.

Conclusion: The new Camry will continue to serve as a decent family automobile thanks to its decent combination of performance, safety features and superb comfort. Its address of interior quality and weight would be more than welcoming for its target audience, which most likely won’t care. Although its no longer judged as the benchmark, it remains as one of the better ones in this competitive class of mid-sizers. Which is what exactly a Camry is all about.

Competitions:
Chevrolet Malibu
Honda Accord
Hyundai Sonata
Kia Optima
Ford Fusion
Mazda6
VW Passat

OVERALL VERDICT FOR 2012 Toyota Camry SE V6
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 3.5/5
Fit-and-finish/build quality: 3.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3.5/5

Overall rating: 3/5

Short test: 2012 Volvo XC90 3.2 R-Design

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

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

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

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

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

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

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

Likes:
Comfortable seats
Initutive controls
Comfortable ride
Factory rebates

Dislikes:
Dated chassis
Dated driving feel
Dated design
Dated powertrain

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

2012 Honda Civic Si Coupe

Vehicle: 2012 Honda Civic Si Coupe
Price as tested: CDN$25990

Performance: The Civic Si has always been Honda’s crown jewel when it comes to sport compact. That’s mainly due to its reputation for providing reliable yet fun performance at an affordable price. Will the new Si able to keep its title, given the arose of many of its stiff rivals?

Unlike the previous Si, Honda decided to ditch the high revving 2.0 liter DOHC in flavor of this 2.4 liter mill. The reason Honda has dropped the 2.0 liter DOHC 16-valve is mainly due to the lack of torque. What its really ironic is the most fun is when revving up Honda’s VTEC through the upper end of the rev range. Anyone remember the legendary S2000 and Integra Type-R?

As for the 200hp 2.4 liter DOHC 16-valve 4-cylinder itself, its a good enough drivetrain mainly due to the fact that it has 170 lb/ft of torque. Honda really has addressed the torqueless complaint about the previous “fun” 2.0 liter when the maximum torque arrives at only 4000rpm. That makes for more tractable driving characteristics during low rpm, which is better for the shot-and-go traffic light race. On the other hand, this engine continues to be a happy revver whenever you pushed through middle and upper range of the equation. The work ethics is typical Honda’s elegant of engineering fashion. High level of refinement, entertaining VTEC engine note and superb NVH control. Another Honda gold standard is the wonderful 6-speed manual. Not only does the manual throw is clear and precise, the clutch is light and progressive while providing the exactly the same kind of feel and feedback enthuisasts wanted.

The silver lining behind all those power upgrade is the lack of new technologies one expects from each generation of Civic. We have seen Si’s competitions have been benefitted from turbocharged + direct fuel injection motor and double clutch gearbox. Instead, Honda gives its sports coupe the powerhouse which has been used in more sedate silibings. Is it a good or bad thing? You decide. But there will surely lots of controversies between driving enthuisasts and Honda fans alike for years to come.

Handling: Along with the chassis that is as solid as a concrete house, it also serves as a great foundation for Si’s well-calibrated suspension to hang its heads. Unlike the base Civic, Si benefits from sports-tuned suspension and limited slip differential. While the setting has been pretty natural and composed, typical of Honda front-driver fashion. It just doesn’t create the same kind of driving excitement as we experienced from sporty Civic of yesterday. The electric power steering provides a rather vague off and on-center feedback, even though its pretty damn precise while responding accordingly. Push the Si through corners, it feels rather benign rather than all-out driving fun. Its a composed and safe dynamic package which better dubbed it a Civic Sport than a Civic Si. The body motion has been well-controlled thanks to the well-damped sports suspension. On the other hand, both LSD and ESC have controlled understeer decently when pushed aggressively.

What have been missing in the whole package is Civic’s world-renowed fun character. Civic used to be the benchmark which others are judged, when it comes to driving fun in affordable sports/performance segment. With the introduction of the new Si, Honda has traded its fun loving character for a more boredom driving experience. It has lost the great steering feel, sharp reflexes, wonderful chassis communication and driving pleasure one associates with Civic franchise. Whether its able to please a more wider audience or plain lost the enthuisast crowd, only tell will tell. But this transition will definitely be as controversial as Honda ditched its neat front double wishbone suspension for less expensive MacPherson Strut on its 7th generation a decade ago.

Brakes: With Si’s 4-wheel discs and standard ABS, it pedal feels solid and reassurring. The stopping distance is short while pedal feels confidence-inspiring. The ABS doesn’t step in too abruptly is an added bonus.

Interior: Except for the nifty i-MID, which provides all the informations from fuel economy to Bluetooth capability. Honda doesn’t bring anything new to the party. That’s even if you can consider the VTEC meter as a gimmick to the boy-racer crowd who usually go gaga on Civic Si. The VTEC gauge, which has a couple of dots to show you, when its kicking in. Its more of a gimmick than anything else in my book.

The rest of the interior has been wrapped in cheap plastic. Along with the digital speedometer, which keeps flying around between 80 and 90 km/h. The interior design just doesn’t feel coordinate and modern enough for 21st century. In fact, the execution feels more 80s Hyundai than a 2011 Honda. However, its Si sports bucket seats have hugged driver and passenger in all the right places without feeling confining.

The backseat is cramped due to the low roof. There is always a Civic sedan for far superior rear seat space.

Unfortunately, Honda still refused to bring us Si hatchback after SiR hatchback failed miserably a couple of years ago. What its really ironic is how successful Mazda and VW, which will soon join by Ford and Hyundai. All of these companies have successfully market hot hatch. If Si has hatchback configuration, then we won’t have to deal with its rather high liftover and instrusive trunk hinges alike.

Conclusion: The new Si certainly will continue its status as a reliable and safe performer in the sport compact class. But the lack of groundbreaking technologies and class-leading dynamics will hurt its run with rivals in the long haul. That’s especially true when the whole segment has moved forward, Honda decided take a regressive instead of a progessive approach to, once their technological showcase, in their leading affordable segment. Perhaps we can look forward to another 5 years for a 10th generation Civic………oh well…….

Competitions:
Mazdaspeed 3
Hyundai Veloster
Kia Forte Koup
VW Beetle 2.0T

OVERALL VERDICT FOR 2012 Honda Civic Si Coupe
=====================================
Performance: 3/5
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: 3/5

Overall rating: 3/5

2012 Nissan GT-R

Vehicle: 2012 Nissan GT-R Black Edition
Price as tested: CDN$109900

Handling: Flagship GT-R has always been the showcase of Nissan’s engineering prowess. Given the engineering perfection and dynamic integrity of previous car, Nissan is about to improve its performance icon for 2012. Has Nissan messed up with an already great car or are they able to upped-the-ante? We will find out after this test drive.

GT-R rides on an independently developed chassis, which doesn’t share with any of its Nissan silibings. The amout of technologies Nissan packed into GT-R are simply astounishing. Everything from an ATTESA-ATS AWD, superb VDC to adjustable dampers are state-of-the-art engineering. What the adjustable dampers, in Nissan’s language is called Bilstein Damptronic, do really have change the personality of the whole sports car. In “Normal” mode, its comfortably compliant with a sense for firmness for daily driving. It doesn’t feel overly harsh nor softly sprung. “R” mode, as what “R” stands for Racing. This is the perfect setting for racecar. Everything else from shocks, suspension, steering weight and sports seats are all tightened up for serious track fun. This mode is too harsh for everyday driving, as the suspension really eats up all the bumps and roughness on the surface of your seat right back to the steering wheel. However, its damn perfect to have great fun on a racetrack. “Comfort” mode is the softest of all 3. Softest doesn’t mean it rides like a M56, however, its relatively comfortable by GT-R’s track-ready status. I would recommend to stay for “Normal” on daily driving while leaving “R” mode for racetrack. “Comfort” better leave it when there is an opposite sex on the passenger seat, cause the other 2 modes are likely too rough riding for her liking. When pushed the GT-R on the racetrack, it feels most happy as it has almost no body rolls. The body motion control is exceptional. Steering’s feel and feedback are on par with anything from Porsche and Ferrari. Without any of the twitches one expects from a purposely-build sports car. There are terminal understeer tuned in, in case for those unskilled driver, before oversteer steps in with full throttle. The excellent VDC has a high thresold for any enthuisasts to choose its setting. “Normal” mode is the most uninstrusive, once again, by GT-R standard. The highest setting “off” remains fuss free while only stepping in before driver lost control at the edge of the limits. All the technologies packed together in a perfect harmony.

What does it all mean for the driver? GT-R laps Germany’s Nurburging racetrack at 7.26 seconds, making it the fastest production car to lap that challenging racetrack. Making it a full second quicker than Porsche 911 Turbo on the same racetrack.

Performance: Any technology showcase for GT-R is its sweet powertrain. This VR38DETT has a whopping 530 ponies and 488 lb/ft of torque, making it 50 more hp and 58 lb/ft of torque, more than previous car. The most obvious improvement has to be its mid and upper range, which its more responsive and willing, when pushed through the rev range. When the twin-turbo spools up, it doesn’t have any of its predecessor’s turbo lag. All have done in a silky smooth manners. The revised mapping through electronics have done wonders for this already sweet engine. Along with the drooling engine note, GT-R’s dual-clutch 6-speed gearbox is another engineering wonders. It shifts quicker than any of the manual gearbox, with the efficiency of using twin-clutches. It shifts quick enogh on “normal” mode, while “R” mode just shifts overly quick except for pure track purpose. Or you can customize your shifting characteristics on “save” mode. That means its able to launch GT-R from standstill to 100 km/h in about 3 seconds. Even if it has to carry a porky 3821 lb around itself. Dynamically speaking, weight is the biggest drawback to GT-R’s meticulous engineering. Once again, all the engineering packed in GT-R is simply sublime.

Brakes: With large 4-wheel Brembo discs and standard ABS, GT-R has possibly the best brakes the other side of a Porsche. That means the brake remains fade-free after plenty of harsh stops on the track. On the other hand, it remains well-modulated and solid under daily driving conditions. ABS steps in necessarily just gonna shown the engineering integrity Nissan engineers have put GT-R through the whole process.

Interior: Considering how large GT-R’s dimensions, its luggage space is cramped. Along with a high liftover and tall side sills, GT-R’s trunk is like a letter box. Its barely enough for 2 persons on a weekend trip with anything larger than compact luggages. That means you have to bring toothbrush but buy a toothpaste when reach the destination.

The same goes for its backseat, lack of anything called headroom and legroom judging by its physical dimensions.

Along with classy use of plastic materials, GT-R’s Recaro sports seats are simply world-class. Those sports seats hug both driver and passenger in all the right places without feeling confining. Although the interior design feels a bit too plain for my liking, it serves its raw sports car purpose perfectly as its typical form-follows-function. No fuss, no mess. Everything else is user-friendly and initutive. The carbon fiber trim adds more spice to this austere interior.

Conclusion: Redesigning a car has always been a tough proportions. Redesigning a performance icon can be a hit or a miss. You either win or lose. In GT-R’s case, Nissan wins!

Competitions:
Audi R8 V10
Chevrolet Corvette ZR1
Ferrari 458 Italia
Porsche 911 Turbo
Porsche 911 GT2/GT3

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

Overall rating: 4.5/5

2012 Hyundai Genesis 5.0 R-Spec

Vehicle: 2012 Hyundai Genesis 5.0 R-Spec
Price as tested: CDN$53499

Performance: Just how to make a great car even better, ask Hyundai about their awesome Genesis will certainly get you the best answer. For 2012, those folks at Hyundai are able to upped-the-ante with the revised Genesis when facing with new and improved rivals. The result is a Genesis which come out with two different upgrades on both V6 and V8 guise. For V6 guise, the potent 3.8 liter V6 recevies GDI which is what Hyundai’s marketing word for directly fuel injected technology. When combining direct fuel injection, variable valve timing and electronic throttle; the V6 Genesis is able to provide up to 333 ponies and 291 lb/ft of torque. For those who don’t need to extra power for an V8, this V6 is about as good as you get in the auto business. The biggest highlight to Genesis should be the newly upgrade “Tau” V8 in the 5.0 form. While this “Tau” engine series has been highly touted as one of the world’s best V8 engines today, for very good reasons. Its level of refinement, smoothness and NVH are able to put many of those German and Japanese counterparts to shame. All have done with latest in technologies right from DOHC to dual variable valve timing control on both sides of the exhaust. Its able to upgrade the already exceptional 4.6 liter V8′s 385 stallion to 429 while upgrading the torque from 333 to 376 lb/ft of torque, respectively. The desired result is an engine which is willing to rev at any given rpm without feeling breathless. While the 4.6 already such a powerful engine to motivate such a heavy beast. The 5.0 moves it even more respectably given its porky 4154 lb of Korean level of luxury. Another upgrade is the use of the 8-speed manumatic instead of a 6 in outgoing car. While the addition of two gears are able to spawn throw the gear ratios more widely for better cruising and environmental ready. Just like all the 8-speed we have driven before, the hunting between those of 3rd and 6th is simply ridiculous by any means. That makes its somewhat slow to downshift in Genesis form. While the manumatic is certainly help the course for enthuisast driver to find their own gear “themselves”, we are much prefer to leave the whole drive in “D” given Genesis’s luxury car status. Despite that, the shifts are smooth and coordinated.

Handling: Its pretty much a given that Hyundai engineers have given a huge amount of time improving what’s likely to be one of the most capable luxury sports sedans on the market. With the availability of a R-Spec in 5.0 form, our Genesis comes standard with sports suspension. Even though one might find the ride a bit firmer than usual, it remains supple and capable for Genesis’s own goods. While you would find all those frosities and roughness gone through the suspension, it won’t leave anyone feeling uncomfortable. Its just the ride is harsher than most expected from a luxury limosine. On the other hand, with Genesis’s rear-drive configuration which translates into near perfect weight distribution. Genesis handles like its on rail. The body motions are well-controlled while understeer and oversteer are look after by state-of-the-art ESC. Steering provides sharp feel and feedback, at the same time, provide enough precision and responsiveness for any drivers. Pushed the Genesis through corners, it exhibits plenty of driving fun even if its weighting in at such a porky arena. The only difference between driving a V6 and V8, is former feels more nimble and docile because latter feel more front-heavy when pushed into a corner. From a driver’s perspective, V6 is a more satisfying drive when driven through black-top twisties.

If there is one wish, its the availability of AWD for the Great White North. While having RWD with snow tires are always a viable idea, nothing beaten the combination of AWD + snow tires in a well-oiled sports sedan in our harsh winter. :D

Brakes: With 4-wheel discs and standard ABS, Genesis certainly lives up to what its promised. The stopping distance is short, while pedal feels crisp and plenty of lives to its travel. It never felt spongy nor have fades, even after a couple of harsh stops.

Interior: Genesis’s world-class interior appointment contines with the latest revision. Along with the amusing Lexicon stereo system, Genesis comes with all the best use of quality material one can possibly find in the industry. The plastic materials have a sense of tactical quality while leather feels soft yet supple. It also comes with one of the world’s most user-friendly navigation system along with the clear back-up camera.

Conclusion: Despite the R-Spec is a rather cheesy designation, its the amount of upgrades which have put the Genesis into an even more competitive position against many of its stiff rivals. While the V8 certainly has what its worth, the V6′s power has never left me wanting more. Combined with delightful dynamic qualities and an attractive interior, its extremely hard to find anything else that is more desirable than a Genesis.

Competitions:
Audi A6
BMW 5-Series
Mercedes E-Class

OVERALL VERDICT FOR 2012 Hyundai Genesis 5.0 R-Spec
=====================================
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