Author: AutoTrader.ca

Sub-Quattroporte Model to Allow Quattroporte to Grow
Canadian Auto Press

There are auto news stories that just make sense and then there are some that leave us with our heads shaking. Thoughts of Maserati returning to the midsize sport sedan arena do both, it makes absolute sense from a business point of view and simultaneously makes our heads shake, but with the latter they’re shaking vertically.

Maserati Planning Midsize M5 Competitor

Certainly, we’d give the nod to a smaller sport sedan from the company that brought exotic into the realm of relative affordability. The thought of Maserati’s Ferrari-derived V8 stuffed into a smaller, lighter package will likely get enthusiasts whipped up into a collective frenzy, and for good reason.

What makes this story more than just mouth-watering speculation is that it’s very real. News of a smaller sport sedan comes as part of an announcement made by Fiat, Maserati’s parent company, which stated that a new sub-Quattroporte four-door would be part of its five-year growth strategy.

Rather than target Audi’s A6, BMW’s 5 and Mercedes-Benz’ regular E-Class directly, the new Maserati Quattroporte-lite will be positioned higher on the pecking order, more directly against the S6, M5 and E63 AMG, with performance to match and likely a price that comes close to these legendary German sport sedans, but far less than the entry point for the current larger Quattroporte.

The Quattroporte, mind you, is not as large as full-size rivals from Audi, BMW, Mercedes, and now Jaguar, which has finally shown up with a serious competitor in the full-size premium sedan segment. Therefore, the Q will likely grow to its former mid ‘70s through late ‘80s Quattroporte III size, when it stole the hearts of well-heeled yuppies the world over. A larger more opulent Quattroporte would be in keeping with the brand’s history too, which offered a Quattroporte Royale variant in 1986 as its top-line flagship model.

More speculative, a smaller bodied and overall lighter midsize sport sedan could lend itself to a smaller and sportier coupe and roadster bearing the Trident front and back. Could a modern-day Mistral be in our future? Collective Maseratisti fingers are crossed.

Automotive theatre at its best
By Nauman Farooq

Product placements can be the best thing for a company and its products. But they can also be a kiss of death. Take Aston Martin for example. Most people recognize the brand for its association with James Bond and quite frankly many people like that. But some people are uncomfortable with this tie-up because they feel people will look at them as wanna-be agent 007.

2010 Aston Martin V8 Vantage

So today we won’t look at this 2010 Aston Martin V8 Vantage Coupe as James Bond’s potential company car (007 does prefer the bigger DBS model afterall), but instead focus on it as just a car, to see how good or bad it actually is.

Let’s start with the looks. It was penned by Henrik Fisker and was first shown in concept form back in 2003. Time has done nothing to diminish its appeal. It always was and still is one of the most breathtakingly gorgeous automotive designs ever. Even now it turns heads everywhere it goes, drawing in admiring glances. So if you don’t like getting noticed, look elsewhere.

If you like cheap, plasticy interiors that rattle, look elsewhere again, because the quality of materials used to make its interior can only be described as first-class. Almost every surface is covered in leather or aluminum, and any bits made of plastic are made from the finest stuff. The minute you open its swan-like doors (they tilt slightly up as you open the door, so you won’t scrape them on a high curb) you can tell by just the smell that this is an exquisite machine, built mostly by hand. Having toured their production facility in Gaydon, England, I can tell you first hand that the people working there love their work and take their time making sure everything looks and feels perfect.

Slam the light aluminum doors behind you as you sit, and you will first notice the comfortable, form fitted seats. You will also notice that you sit rather low in this vehicle. Even after adjusting the seat to my liking, it still felt like sitting in a go-kart. This takes surprisingly little time to get used to.

The dials in the instrument cluster also take a little getting used to. Yes, they are absolutely gorgeous to look at, but the white numbering on an aluminum finish is not the easiest to read. You’ll also notice that while the speedometer turns clockwise, like it should, the rev counter turns anti-clockwise. This also takes a little getting used to. But if getting used to its few nuances means spending more time with it, that is hardly a chore now is it!

Spending more time in it means going for a drive, and that is where its beauty shines the brightest. The second you plop in its key into the center of its “Engine Start” button (why they haven’t gone for a keyless ignition system like the ones found in all the new Jaguar’s is beyond me), and press it all the way in, you hear the starter motor whirring for about a second before the engine fires up with a fierce growl. This motor means business, but that wasn’t always the case.

You see, when the V8 Vantage was first introduced, Aston Martin was owned by Ford Motor Company, who also owned Jaguar at the time. To save money, Ford gave Aston a Jaguar motor, which itself had been around for awhile. The AJ26 motor started life in 1996 as a 4.0-liter lump, producing 290 hp. In 2003, it was enlarged to 4.2-liters and made 300 hp. When Aston Martin first got hold of this engine, they enlarged it slightly to 4.3-liters, but managed to coax 380 hp. While this motor sounded great from the get go, it lacked the performance one expected from such a car. It wasn’t slow by any means, but neither was it jaw droppingly quick. Now though, the car has finally got the engine it always deserved.

It might still only be a variation of the old Jaguar motor, but it now displaces 4.7-liters and produces 420 hp and 346 lb/ft of torque. So now it goes as well as it sounds. Accelerating from 0-100 km/h is dealt with in 4.9 seconds according to Aston Martin, but in reality it feels quicker than that. Top speed is quoted at 290 km/h, which makes it faster than the planes the O.P.P. uses to patrol our highways.

But figures are one thing; its how the car makes you feel is what makes this such a joy to drive. Because while it is no where near the fastest car you can buy for under $200,000, the emotions it creates in you certainly makes it one of the best.

You will love how sharp the throttle response is, you will love the immediacy of its brakes, and you will love how the steering translates the roads in the palm of your hand.

I’m sorry if I am sounding like I am writing a brochure on this car, but it truly is that good.

It even handles well, not race car well, but well enough. It prefers taking flowing corners rather than be tossed through tight corners. The culprit is its weight. Despite its almost all-aluminum construction (even the chassis is made from bonded aluminum), this car weights in at 1630 kg. That is quite hefty for a car that is smaller in size than the current Ford Focus sedan.

So this is not a track day toy, it is best suited for a grand tour. Fittingly, Aston Martin’s only dealer in Ontario is called Grand Touring Automobiles.

So if you want to go far away with a companion, you’ll find this two-seater has ample luggage space under its hatch. It won’t cost you much to drive it either because it easily manages 14-liters/100km, and that is despite having some full-throttle runs along the way.

It will cost you quite a bit to buy though. The V8 Vantage starts at $135,495. Throw in options like special paint, parking sensors, Bluetooth, satellite navigation, N400 package sills and a sports pack, and that price can rise very quickly indeed. My very loaded test car came to $175,000, despite it having just a regular six-speed manual gearbox rather than the optional Sportshift gearbox with pedal shifters.

So cheap it ain’t, but then again, buying an Aston Martin was never a rational decision. You’d buy it if you’d fall in love with its looks and personality. Afterall, you wouldn’t marry someone just based on their stats; you marry the person that makes you feel a certain way. The Vantage has enough charms to woo just about anyone, and this latest version is such a big improvement over the old Vantage that if you had driven the old model and were not particularly impressed, you seriously need to have a go in this new one.

Let this automotive love affair begin.

Continuing Legendary Tradition
Brian Armstead, Canadian Auto Press

Cabriolet was originally a term that meant “to cavort” or “cut a caper.” In the 1700s, the term came to be used to describe a two-wheeled horse carriage with a folding leather top. Later, any carriage for hire became known as a “cab,” hence today’s synonym for a taxi.

2011 Mercedes-Benz E-Class Cabriolet

In the late 1800s, the first motor vehicles were all open cars, with no tops at all. As automobiles developed in the early 1900s, most were still convertibles.

As the automotive industry evolved through the 1900s, the term “Cabriolet” acquired a specific meaning – a convertible that seats at least four people. While Mercedes-Benz produced some of the world’s most collectible convertibles and Cabriolets across a 120-year history, its modern era began with the launch of the 1993 E-Class Cabriolet, its first four-seat convertible in several decades. A slightly smaller CLK Cabriolet followed in 1999, and a second-generation CLK Cabriolet line was offered through the 2009 model year.

It was Mercedes’ passion for open-air motoring at its best that led me to purchase a mint 1994 E-Class Cabriolet. My car has won awards with my local Mercedes-Benz club, and folks are always offering me wads of money for it. No deal. This one stays with me. Why? Because it was ahead of its time, offering four-seat convertible luxury, with stellar safety features such as automatic roll bars, anti-lock brakes and traction control.

When you get behind the wheel of my ’94 and turn the key, the seatbelts are “presented” to you by motorized arms. Burl walnut adorns the centre console, with premium leather cosseting your body. Under the hood lives a straight six that pumps out 217 horsepower. Plenty of get-up-and-go, but certainly not barn-burning performance. My E320 sold for $85,000 USD new, mostly because the complicated canvas top mechanism was hand assembled. It was and still is an amazing car, though more of a boulevard cruiser than canyon carver. After test-driving the 2011 Mercedes E350 and E550 Cabriolet, many of the attributes of the ‘90s-era E-Class Cabs are present, with serious updates on luxury, performance, handling and safety.

The new Cabriolets are not only stunning in design, and fully complemented with luxury, but they also kick some major tail when you don your leather driving gloves for a serious performance drive.

The Great Smoky Mountains in Tennessee provided the testing ground for the solidity and rigidity of the new E-Class Cabriolet platform during the press launch for the car. Removing the metal roof from a vehicle presents major challenges for convertible designers, as the roof is a major structural member. Cut the “roof” off of a sturdy eggshell, and the “body” becomes a quivering mess. The same applies to convertible cars. The new E Cabriolets use high strength steel and full chassis bracing in all critical areas and exhibited absolutely no cowl or body shake over varied road surfaces. I expected that, as my ’94 was extremely rigid, with just a hint of cowl shake over the worst of roads. I knew that Mercedes would not launch an all-new E-Class Cabriolet until they had it just right.

What I did not know was that this topless machine would be such a stellar handler. Get a bunch of automotive journalists together and toss them the keys to a V6 or V8 powered automobile, and you are bound to have fun. Toss in heavy spring rains and rough road surfaces on day two of our test drive, and you are bound to have some sad faces. No problem with the new Cabriolets though, as both models feature a unique and innovative “AIRCAP” system, an amazing piece of engineering comprised of over 200 parts. At the push of a button, AIRCAP reduces air turbulence at all four seats, allowing year-round driving with the top down.

AIRCAP consists of two units – a wind deflector with a mesh screen that can extend about 2½ inches above the windshield frame, and a second deflector between the rear seats. In short, the deflector on the windshield frame raises the airflow over the interior while the mesh screen raises the air pressure in the interior slightly. The second deflector between the rear seats reduces backflow into the cabin. AIRCAP literally creates a sea of heated air in the winter and cooled air in the summer. Additionally, AIRCAP quiets the interior, making it easier to communicate among all four occupants. In comparison to many other air management devices, AIRCAP doesn’t require any installation or removal, and doesn’t take up valuable room in the trunk or the rear seats. It looks odd when it is in the open position, as it messes up the smooth lines of the car. It works so well however that you will not mind the temporary disruption of exceptional styling.

AIRCAP works in conjunction with the AIRSCARF head and neck level heating system that debuted on earlier Benz convertible models. Combining the two innovative systems truly means the new E Cabriolet can be used with the top down in all but the coldest weather.

The AIRCAP system also has an ancillary benefit. Of course when testing the new model, we wanted to lower the power canvas top to experience open-air motoring. We did just that and got caught in a heavy downpour midway through our trip. Yes, most convertible cars will keep you fairly dry if you drive fast enough that the wind rushes over the windshield frame and pushes the rain that would normally drench you out of the way. The AIRCAP raises the wind zone so high that you can cruise at lower speeds in pouring rain with just an occasional drop or two of rain to wipe from your brow. Yes, we caused quite a scene with our fellow drivers, who must have thought we were getting wet and just didn’t care. Now, Mercedes does not promote this as a benefit of the AIRCAP system, but I sure think it is.

Under the hood, the E350 comes with a 3.5-litre V6 that produces 268 horsepower and 258 pound-feet of torque. V6 acceleration time is 0-100 km/h in 6.9 seconds. The V6 returns an estimated 13.8 L/100km city and 9.0 highway on the less optimistic US EPA rating system. The 5.5-litre V8 in the E550 is a beast, with 382 horsepower and 391 pound-feet of torque. Zero to 100 km/h comes up in a scant 5.3 seconds, and the V8 returns a surprising 15.7 L/100km city and 10.2 highway. The sound of the V8 under partial or full throttle is worth the additional cost you’ll pay in reduced fuel economy, and initially.

On the road, the E-Cabriolet is so well sorted I thought the driveline was all-wheel drive. Handling in the rain at high speed was just phenomenal, and thoroughly reassuring. Handling in dry weather reminded me of my canyon runs in the Mercedes-Benz SLS AMG supercar. The E-Class Cabriolet makes use of a strut-type front suspension that combines two lower links with a coil spring strut, along with twin-tube gas shocks and a stabilizer bar. At the rear, Mercedes’ venerable five-link suspension has been refined for use in the new Cabriolet. The links, wheel carriers and struts have all been revised.

Convertibles have and will always be less safe than their hard-topped cousins (for the E-Class Cabriolet that is the E-Class Coupe), but that does not mean they are unsafe. To help prevent rollover accidents, Mercedes employs the latest electronic stability control on the Cabriolet. Should you in fact roll over, automatic rollover bars pop up in milliseconds to protect you. Nine airbags are standard, including a driver’s knee airbag and side head airbags for front seat occupants. Rear side airbags are standard, with two additional rear bags optional, for a total of 11 airbags when fully equipped. The innovative “Attention Assist” system couples a steering sensor with intelligent software that can identify behaviours that drivers make as they begin to get drowsy. The system senses drowsiness and alerts the driver. Optional automatic emergency braking, which is activated if a collision is likely, and adaptive high beams that use a small windshield-mounted camera to control high-low beam operation automatically are additional safety features. PRESAFE collision mitigation is also standard. The E-Class Cabriolet is now the “Gold Standard” for convertible safety, surpassing Volvo’s excellent C70 drop-top in standard or available safety features.

So why did Mercedes-Benz use a traditional canvas top instead of going with a retractable hardtop convertible roof? After all, Mercedes initiated the modern-day retractable hardtop trend with the introduction of its SLK. To me, the styling of the new E-Class really answers that question. The car has powerful, dual character lines that strengthen side panels. Aggressive rear wheel flares tie in to a raised decklid. Dual exhaust tips are oval on V6 models and square on V8s. The canvas top, available in black, blue or beige, just looks right on this powerful cabriolet. Nearly an inch thick, the three-layer insulated soft-top is waterproof and windproof. The top opens or closes in about 20 seconds (we appreciated this closing speed during our rainy drive!). Pushing a short lever between the front seats or pressing a button on the “SmartKey” proximity sensing remote unit operates the top. If the automatic closing system ever fails, for example if the battery goes dead, the hydraulic system can be depressurized quickly, so the top can be closed and locked manually.

You already know that this convertible is a stellar handler, but is it comfortable? Yes it is. Seats are firm but supportive, and ride quality is just superb. It absorbs bumps and other road imperfections with ease. Interior luxury is also first rate, with wood, leather and quality plastic trim all melding without a fuss. Yes, my favourite seatbelt presenters still hand front occupants the belts via power arm extenders. Premium harman-kardon audio cuts through wind noise well with the top down, but lacks low-end bass power. Rearward vision with the top down is good, but shorter drivers complained about the rear mesh screen that works in conjunction with the AIRCAP to reduce interior turbulence. Rear vision with the top up can be a challenge when checking your right blind spot, which is sizeable. I never felt unsafe when changing lanes, you just have to look carefully and be sure your side view mirror is properly aligned.

I did have a surprising vision problem looking out the windshield. At the upper centre of the windshield, the rearview mirror is connected to a plastic housing that contains a camera and sensors for onboard safety systems. Very tall drivers (I am 6’9”) will find this a major blind spot, as you cannot see over the top of the rearview mirror. I found several occasions where I had to dip my head to see under the mirror/housing, particularly on the curvy roads in the Smoky Mountains. If you are tall, take a long test drive to see if this is a problem for you. I checked with other tall drivers on the press launch event and this did not bother them at all.

The 2011 E-Class Cabriolet is a complete, four seasons fun machine. The E350 retails for $56,850 in the US while the E550 sells for $64,800 USD – both prices about the same as the outgoing, smaller, CLK models. Canadian prices have yet to be release, but when the car goes on sale later this spring, expect a price hike of about $7,000-$10,000 CAD.

4.6 Sounds a Lot Better than 5.9 in a Performance Car
Trevor Hofmann, Canadian Auto Press

When an automaker discontinues a model they normally do so for good reason. Certainly there’s the odd circumstance where a plant is closing down and a given model is let go due to having no home to produce it, but more often than not cars get axed because they’re not selling well. Audi’s compact A3, mind you, is not one of those cars, but rather it’s one of Audi’s best sellers and certain to be part of its lineup for years to come. Nevertheless, not all trims in the A3 lineup have been successful. There was wailing and gnashing of teeth by enthusiasts when the V6-powered 3.2 quattro was dropped from the line, but those same enthusiasts should be thrilled by the addition of the A3 2.0 TDI.

2010 Audi A3 2.0 TDI

A 2.0-litre diesel supplanting a 3.2-litre V6? Welcome to the second decade of this century, ladies and gentlemen, an era when emissions and fuel-economy issues rule the roost after decades of performance stats dominating the minds and hearts of auto enthusiasts. Of course, in order to pull the enthusiast’s chain, performance must be part of the equation, and with the A3 2.0 TDI, especially in S line trim as my example was outfitted, the ideal balance of both is realized.

The A3, no matter the drivetrain, is the poster child of compact luxury. Compared to its rivals, Audi’s smallest North American offering delivers an extremely high level of premium refinement, with higher quality plastics, better switchgear, top-tier features and beautiful metal accents, everywhere. Don’t get me wrong, I love BMW’s little 1 Series, but there’s too much cheap plastic inside, and Mercedes’ B is better and extremely safe and practical, but simply not as “special” inside or out, whereas Volvo’s C30 is, well, a Volvo, but while not carrying quite the same cachet it delivers the second best cabin in the segment. Acura’s CSX is a Honda Civic in drag, and if you include it in the premium segment you’ll also have to include Mazda’s 3, while the Mini is brilliant, but falls into the smaller B-segment. Audi’s thought process appears to be, you don’t have to live with less, even if you’re going small to save the planet, save at the pump, and save at initial purchase. I like that philosophy.

My week with the A3 2.0 TDI S line was one I won’t soon forget. Actually, I came away thinking that it would be the car I would likely buy if I were in the market for a new vehicle right now. I’m big on fuel-economy and large on performance, while I’ve got kids and gear and therefore need the added space a hatchback-cum-wagon offers. It fits my lifestyle to a T, and while a crossover such as the A5 might do likewise, the A3 doesn’t lose much in cargo capacity while I like the smaller exterior dimensions, lower centre of gravity and handling benefits these attributes provide.

For 2010, other than the addition of this 2.0 TDI model and discontinuation of the 3.2 quattro, only the availability of the S line sport package on 2.0T Premium models and an exchange of exterior colours, Sphere Blue Metallic for Lava Grey Pearl Effect, denote changes from last year.

As an overview, the A3 comes in one body style in North America, a five-door hatchback. In reality, however, it’s shaped more like a sport wagon, and being that wagons are getting hotter these days, its sales are bound to grow beyond their already strong numbers. Lesser models get Audi’s snappy little 2.0-litre turbocharged four-cylinder, dubbed 2.0T, while the rich kid on the block is the aforementioned TDI, a 2.0-litre direct-injection turbocharged diesel. The 2.0T gets front-wheel drive and makes use of a six-speed manual transmission or an optional six-speed, electro-hydraulically controlled, dual-clutch, direct-shift gearbox known in VW-speak as DSG and Audi lingo as S tronic. If you want quattro all-wheel drive you’ll have to take the S tronic transmission, but believe me it’s no sacrifice. The TDI only comes in front-wheel drive and can only be had with the six-speed S tronic. Trim lines include base, Premium and my test example’s S line.

The 2.0T cars get all of the usual luxury features standard, such as power remote locks, power windows, dual-zone automatic climate control, cruise control, heated and powered exterior mirrors, variable intermittent wipers, 17-inch alloy wheels wrapped in 225/45R17 all-season rubber, fog lamps, plus CD/MP3 stereo with auxiliary input and satellite radio pre-wiring, while the A3 TDI gets a similar list. On the unusual side A3 buyers get standard heated leather seats and heated washer nozzles. The Premium package adds rain- and speed-sensitive windshield wipers, auto-dimming exterior and interior mirrors, Bluetooth connectivity, a panoramic sunroof, a power driver’s seat, a multi-function four-spoke leather-wrapped steering wheel, plus interior lighting package. My tester featured this latter package, and it was a real dream to live with because of it.

2010 Audi A3 2.0 TDI

Even better, my car had a sport suspension, S-line exterior trim, and three-spoke steering wheel, which made it a blast in the curves. Truly, I couldn’t get enough, and the TDI powertrain feels plenty good off the line, but I’m not going to pretend it was as grin inducing as the outgoing 3.2 or even the 2.0T. Just to put things into perspective, the old V6 made 250-horsepower and 236 lb-ft of torque, whereas the new TDI might fall short on horsepower, at 140, but delivers an identical torque rating. The horsepower of the V6 would be something you’d notice in the higher rev ranges, but the real kicker of the diesel is that full torque is available at a mere 1,750 rpm with a wide band to follow. Interestingly the gasoline-powered 2.0T makes max torque of 207 lb-ft at only 1,700 rpm, and its output is rated at 200 horsepower. So what about acceleration? While the TDI feels strong off the line, and it is initially, the numbers speak for themselves at 9.1 seconds to 100km/h compared to 6.9 by the 2.0T. The old 3.2 hit 100 km/h in a mere 5.9 seconds. Both current engines are fabulous, so you’ll have to decide what you want from a performance perspective, although with the TDI performance is measured on a different scale, with fuel economy being the key differentiator.

The 2.0T with the base six-speed manual isn’t bad for the compact luxury class at 10.4 L/100km in the city and 6.7 on the highway, as is the same front-wheel drive machine with the autobox at 9.4 L/100km and 6.9 respectively; the 2.0 AWD achieves a slightly less attractive 9.6 L/100km city and 7.5 highway. What about the TDI? Strangely, Audi doesn’t even list the fuel economy of this model on its Canadian web site, or it’s hidden so well that it’s near impossible to find. It gets worse. In their press release about winning Green Car of the Year, an impressive feat, they didn’t mention its fuel economy either. What gives, Audi? Fortunately they were smart enough to include a link to David Booth’s article on the car and in that review the rating of 6.7 L/100 km in the city and 4.6 on the highway was shown. The number is impressive and one of if not the highlight of this model, so Audi, take a hint from David and me… put it front and centre on your site! Geesh! Someone must have failed their marketing 101 class. Another positive for the TDI, the 2.0T needs premium unleaded while the 2.0 TDI simply uses diesel.

The A3 comes standard with all the safety features you might expect in a premium-class car, such as disc brakes all-round with ABS and the usual electronic extras, plus standard traction and stability control, the latter what I consider to be the most important safety advancement ever created. It gets all the usual airbags too, with the added bonus of optional rear side-impact bags.

The warranty is average for a premium car at four-years or 80,000 km bumper-to-bumper, while general reliability of the non-TDI (not enough time to collect data on the TDI) is passable. Consumer Reports doesn’t have much good to say about pre-2008 cars (again not enough data for newer models), whereas J.D. Power and Associates gives it a rather mediocre score of 5.0. On the positive, the A3 scores extremely well in crash tests, and then there’s that sensational fuel economy I mentioned previously, resulting in a stellar 986.8 km (613.2 mile) range capability compared to the class average of 693.3 km (430.8 miles). Yes, almost 1,000 km per 55-litre tank!

Speaking of volumes, the A3 can manage 370 litres (19.5 cu. ft.) of cargo space behind the rear seats, ample for most peoples’ needs, while the back seatbacks fold 60/40 if additional space is needed for longer items.

At the end of the day, or more accurately the end of the week for my test run, the 2010 Audi A3 2.0 TDI was an ideal travel companion. As a luxury commuter it hardly could get better, and when it came time to fill it up before returning the keys, it was a pleasantly joyous occasion costing only $30 for a regular week’s driving. Yeah, I suppose I’m in love. So see ya later, 3.2 quattro. You can have your 5.9-second run to 100. This is a new era, and I’ll take 4.6 L/100km… for a “performance car” 4.6 sounds a lot better than 5.9 anyway.

New Four-Door Coupe Sign that BMW Design is in Good Hands
Canadian Auto Press

Some time ago BMW teased us with a full-size four-door coupe concept simply called CS Concept, and we all got pretty excited that it might see the light of day. After all, it was the most beautifully styled BMW we’d seen in years, and would have made a flagship worth of the vaunted CS nameplate. But alas the automaker officially killed any plans to produce it, if there actually ever were any, dashing the hopes of millions of roundel fans.

BMW Concept Gran Coupé

Now there’s new hope, and while the Concept Gran Coupé might not possess quite the fluidity of form that the CS captured, it is mighty good looking and appears close enough in design to the upcoming 5 Series to be a likely four-door coupe candidate.

Mercedes set the ball rolling with its CLS, forever changing the auto industry with a new four-door coupe segment, although now that the segment is established many give the honour of first four-door coupe to Maserati and it’s ultra-sleek Quattroporte that arrived on the scene a year earlier. Since then a variety of players have entered the scene, from the comparatively entry-level Volkswagen CC to the decidedly upscale Aston Martin Rapide, as well as Porsche’s shockingly good Panamera and Audi’s upcoming A7.

The Concept Gran Coupé, if produced, would fill the D-segment and target its main rivals directly; the CLS is based on MB E-Class architecture and A7 shares Audi’s MHB “modular architecture” with the A6; the Passat CC, also midsize, is not considered to be a direct competitor and the Rapide is in a different class altogether.

Those that have seen the next 6 Series are reporting that the Concept Gran Coupé is much the same other than side profile, the 6 will feature two doors instead of one and sport more rake in the C-pillar. Whether the Concept Gran Coupé sees the light of day or is a four-door tease of the next 6 Series two-door coupe, or the next 6 Series itself, or for that matter something altogether new, remains to be seen.

Still, the Concept Gran Coupé boasts particularly attractive lines, especially the roofline that is 100 mm (4 inches) flatter than either the 5 or 7 Series sedans and features frameless doors for a coupe-like presence. LEDs all-round bring it up to modern-day spec, while the interpretation of BMW’s trademark twin-kidney grille leading into a beautifully sculpted, pronounced hood and lovely recessed headlamp clusters is especially appealing. The lower front fascia’s air intakes are assertive without being overtly aggressive and sleek front-side panel air vents tastefully penned. The Gran Coupé’s deeply sculpted door panels add to the car’s muscular, almost animalistic edge that will likely be universally loved, while those who lean towards tradition will appreciate the trademark L-design taillights.

The Concept Gran Coupé and new 5 Series show signs that BMW is evolving from its previous flamed surface design language initiated by the famed (or infamous) Chris Bangle and 7 Series designer Adrian van Hooydonk. While some have lambasted van Hooydonk for the 7, and his Rolls-Royce Phantom design, it’s important to remember that he was also responsible for the much-lauded CS Concept mentioned previously. Likewise, van Hooydonk, still in charge of BMW’s global design, is also responsible in part for the current 1 Series, updated 3 Series, new 5 and, ahem, 5 Series Gran Turismo, updated X5, love it or leave it X6, much-improved 7 Series, gorgeous new Z4 and, of course, this latest Concept Gran Coupé.

The Concept Gran Coupé is a sign that BMW’s future design language is in good hands; it will be interesting to see how the new prototype affects upcoming production cars.

Chauffeur Not Included
Alexandra Straub, Canadian Auto Press

Very rarely do I say I would rather be the passenger in a vehicle than the driver, after all, I like to be the one in control. It’s my job. But the 2010 Lexus LS 600h L is one of those vehicles that I would have no problem sitting in the back of, relaxing and enjoying the experience of this particularly unique luxury sedan.

2010 Lexus LS 600h L

Granted, this is one phenomenal vehicle to be behind the wheel of. It is luxury with a capital “L.” From the look of the polished wood trim juxtaposed with the leather covered upper instrument panel, to the feel of the premium leather seats against my derriere, to the touch of the suede-lined roof against my fingers, it’s just divine. Even the touch-screen and new-for-2010 HDD based Navigation System is incredibly easy to use and friendly to the eyes. Yes, it’s a luxury vehicle yet it’s also a driver-friendly vehicle.

Some luxury sedans require learning a secret code to understand what each button means. Not in this Lexus. The only drawback of this vehicle is the position of the 9” LCD monitor for the rear DVD player. It is mounted to the rear end of the centre console and does not fold down. Needless to say I hit my elbow a few times when entering the sedan and it made it very arduous to place my handbag in the back when someone was sitting shotgun. Then again, I wouldn’t have this problem if I was the passenger not the driver, would I?

Another characteristic this Lexus enjoys that is not only critical for a limousine but dumbfounding considering the car’s length is its turning circle. It might sound like an odd thing to mention, but even with its sizeable P245/45R19 all-season tires and 19” aluminum alloy wheels and long wheelbase, it can turn on a dime or more accurately 12 meters (39.4 ft). Everyday driving is a breeze. Upon first glance, or any glance for that matter, the LS 600h L is not a small vehicle. Its size might even be a little overwhelming to some, but from behind the wheel it doesn’t feel big or bulky, is extremely smooth on the pavement and very easy to park. After all, the LS has pretty much every corner covered when it comes to sensors thanks to its Advanced Parking Guidance System (APGS) and the rearview camera, which is as clear as my mom’s new HD television.

Where I had the most fun, though, was in the back seat. I’m not talking about ‘that’ kind of fun either! While I was parked outside waiting for my husband, I decided to hop in back where my sister-in-law was already sitting. There I had the Friday night of my life. Where else can I get to sit in the back of the most expensive hybrid Lexus makes and enjoy a vibrating shiatsu massage with my feet perched comfortably on a retractable ottoman? Massage and ottoman features are only available on the right side (passenger side) of the LS 600h L, the side I was seated on so I literally was in the lap of luxury. Too bad we forgot to bring a DVD because the Premium Executive Package that includes these items also adds a DVD entertainment system with satellite TV. And when we wanted some privacy to people watch, all it took was a push of a button for the power rear window sunshades to pop up. Gosh, I could live in the back of this vehicle. All it needs is a fridge and a shower. I think we sat there for over an hour and I’m pretty sure this is one of the few instances when I told David to take his time; I was in no rush. Astonished by this, he said to me, “This car must have magic woven into its fibers.” I concur and expand: the rear seat has magic fingers.

What happens under the hood is also pretty magical. Features aside, what makes this luxury sedan so amazing is the fact that it’s a hybrid. Lexus is no stranger to the ‘green’ world since its model lineup has four hybrid options. The LS 600h L gets the most powerful available, a 5.0-litre, 32-valve, V8 engine which works in conjunction with three electric drive motors and a dual mode, Electronically Controlled Continuously Variable Transmission (ECVT). The result is a net 438 horsepower and 385 lb-ft of torque, so there is no shortage of get up and go. Also, Lexus Hybrid Drive is a full hybrid system meaning it can use the gasoline-powered internal combustion engine (ICE) alone, the electric motors alone, or both together, meaning the ICE and electric motors are optimized to make fuel economy as good as it can be or power as instantaneous as possible, depending on the situation.

When it comes to fuel economy, I still marvel at how well the LS 600h L performs, especially since it’s an All Wheel Drive (AWD) vehicle. On average it uses and estimated 10.6L/100km in the city and 9.1L/100km on the highway. Considering all the horses under the hood, that’s amazing. Throughout my test period I drove close to 400kms, barely reached under half a tank and didn’t spend a small fortune filling it up. Buying the car itself is another story since its base MSRP is $119,950. With the Premium Executive Package ($24,050) the MSRP jumps to $144,000. I’ll be saving my pennies for quite some time.

Speaking of dreams, the 2010 Lexus LS 600h L is a dream to drive or be driven in. Its refined ride, to-die-for features and Hybrid Drive system makes this a truly exceptional vehicle, not only on the inside and out, but underneath the hood, too.

Chevy Looks Ready to Expand Volt Lineup
Canadian Auto Press

It’s taken Toyota a dozen plus years before mere rumblings of an expanded Prius “range” started hitting the news, but Chevrolet appears ready to capitalize on its Volt nameplate before the first car hits the road.

2010 Chevrolet Volt MPV5 Crossover

The sedan is forthcoming as a 2011 model, but Chevy shows that it doesn’t want to stop there.  Revealed in Beijing, the five-door Volt MPV5 concept rides on the same Voltec architecture as the four-door Volt.

The Volt MPV5 concept is just that, a concept, but the fact that Chevrolet is showing it verifies that it has plans to expand on the a name that’s almost become as well known as Prius.  The Voltec architecture, however, is far more advanced than the Prius, being an extended range EV that sources drive power from electric motors and uses a small gasoline engine as a generator to restore battery power; the Prius, like other hybrids, uses electric motors to support a conventional internal combustion engine.

The Volt MPV5’s powertrain is the same as the Volt sedan, rated at 150 horsepower and powered by a 16 kilowatt-hour lithium-ion battery pack.  The Volt MPV5 should be capable of similar performance as the four-door model, but greater drag from its increased frontal area means its electric range is reduced to 51 km (32 miles) from the Volt sedan’s 64 km (40 miles).

It doesn’t take an eye for detail to see the similarities between the Volt sedan and MPV5, the new crossover sporting the same grille design, basically the same headlamp cluster shape, like taillights, while the overall body style mimics the upcoming Orlando crossover.

Inside, the MPV5’s dash and instrument cluster looks near identical to the Volt sedan, and doesn’t seat any more people either.  The new crossover would likely be more comfortable thanks to its upright stature, mind you, and as far as cargo space is concerned, the concept is much more accommodating than the real thing at 864 litres (30.5 cubic feet) compared to 301 litres (10.6 cu ft) for the sedan.

So, will this concept become the real thing?  A production Volt MPV5 is more than likely for myriad reasons, the first being almost certain success.  Another bonus is reduced CAFE ratings for GM’s light truck lineup on the whole.

China may be the locale of introduction, but the stylish crossover would likely be sold in North America as well due to strong name recognition and our penchant for all things hybrid-electric.

Could a two-door coupe like the original Volt concept be next?

Urban SUV Boasts Bold Masculine Look
Trevor Hofmann, Canadian Auto Press

When Honda first came out with the Pilot I spent a week with the rather large midsize crossover, and loved it. Stylistically it left me wanting, looking much like a larger variation on the CR-V of the era, albeit not quite as daring, but it featured a well-made interior and fabulous flexibility for occupants and cargo. What’s more it drove brilliantly, with great maneuverability at low speeds, easy drivability at any speed, and even decent handling. But that was then and this is now.

2010 Honda Pilot

Enter the 2010 Honda Pilot, a model that was fully updated a year and a half ago for 2009, and hardly changes this year. Nevertheless it’s worth revisiting, even if you don’t care about the three new exterior colours added to the palette, Alabaster Silver Metallic, Crystal Black Pearl, and Polished Metal Metallic, or the three they discontinued, Billet Silver Metallic, Formal Black and Sterling Grey Metallic. As for me, I particularly like the Taffeta White of my tester, featuring a nice Black Leather interior; Blue has been discontinued, incidentally.

Strangely, Honda has received some flack for the new Pilot’s exterior design, but what doesn’t work for some certainly works for me. Truly, the new Pilot’s styling is my favourite element of the 2009 upgrades. It’s a bold look that harks back to the original plethora of box-like sport utility vehicles, 4x4s that were on the scene when the SUV acronym was created, such as the Jeep Cherokee, Dodge Raider/Mitsubishi Montero, Toyota Land Cruiser, and Isuzu Trooper, which was actually rebranded as the somewhat ill-received Honda Passport, if you remember.

Inside it’s a step up from these older utes in every way, with much more appealing design, otherworldly ergonomics, in comparison, and more high-grade features than anyone from yesteryear could have imagined in a luxury sedan, let alone an SUV offered by a mainstream entry-level brand. What’s a better comparison is how the Pilot stacks up against its current competition, and in this respect it does very well. Its interior styling is attractive in a modern, somewhat minimalist fashion, and ideal if black is your thing. Yes, there’s black plastic everywhere, although it isn’t the nice soft-touch variety that I’ve been known to laud, yet rather the harder shinier stuff that I often criticize. Obviously if less than premium plastics are a problem for you, you won’t be buying a Pilot, or a Toyota Highlander for that matter, and therefore you might want to look at one of Honda’s competitors that offers a more premium-like interior without any price hike, but this is likely not an issue with many buyers, as there are a lot of Pilots and Highlanders out there, and the Pilot offers many other attributes.

Yes, the Pilot does some things extremely well, so well in fact that my week with the vehicle had me completely forgetting anything that bothered me at first. That same interior is wonderfully easy to live with, not to mention the centre stack, with its clear green plastic surface, is oh-so-cool looking and ultra easy to navigate. Now that we’re on the subject, the navigation system is excellent, one of Honda’s strong suits, as is the audio system. Easy to use with good sound quality, while the rear DVD entertainment system was nice to have, I suppose, but my kids only really enjoy such things during long trips, as do I. The third row seat, however, is popular with the kids anytime. It’s decent enough for smaller adults too, something that can’t be said about most sixth and seventh seats in the midsize segment (the Pilot actually offers seventh and eighth third-row seats, further setting it apart). When folded, cargo space is more than adequate, but with the third row upright space is compromised significantly compared to others in this segment, such as the aforementioned Highlander, Ford’s Flex, Hyundai’s Veracruz and GM’s Traverse, Acadia and Enclave. To be specific, the Pilot manages a mid- to full-size sedan-like 510 litres (18.0 cu ft) behind the rear seats, 1,351 litres (47.7 cu ft) behind the second row and 2,463 litres (87.0 cu ft) behind the first, whereas the Traverse, for example, measures 691 litres (24.4 cu ft) behind the third row, 1,948 litres (68.8 cu ft) behind the second and 3,296 litres (116.4 cu ft) behind the first row. Wow! That equals 30-percent more cargo volume than the Pilot.

Of course, with a negative there’s almost always a positive, the Pilot’s being that it’s a lot lighter than the 2,298-kilo (5,066-lb) Chevy at 1,959 kilograms (4,319 lbs) in front-drive LX trim, and 358 mm (14.1 inches) shorter overall at 4,850 mm (190.9 inches) for the Pilot and 5,208 mm (205.0 inches) for the Traverse, so therefore the Honda is easier to maneuver in tight locales like back lanes, parking lots and curbside while parallel parking. It’s only fractionally longer than Chevy’s Equinox, let alone the domestic brand’s full-size Traverse, the Honda appearing large due to its blocky stance and visual height. Along with ease-of-use in confined areas, the Pilot handles well on the open road, managing corners better than many in the class and riding comfortably over rougher back roads as well as when cruising the highway. It’s quiet inside, partly due to an isolated suspension setup and also thanks to a well-insulated cabin.

2010 Honda Pilot

The Pilot’s 3.5-litre 24-valve V6 is hardly raucous either. It moves off the line well considering my full-load example’s 2,090 kilos (4,607 lbs), aided by 250 horsepower available at 5,700 rpm and 253 lb-ft of torque at 4,800 rpm, plus a five-speed automatic transmission with no manual mode; not that many people who buy into this segment would bother to shift on their own. There was a time, however, when a five-speed automatic gearbox would have been seen as state-of-the-art, but today it seems that five forward speeds is the minimum requirement, with most of Honda’s competitors already using six-speed gearboxes in their crossover SUVs. To be fair to Honda, they were one of the first automakers to move out of the four-speed camp, citing better performance and most importantly reduced fuel consumption with the extra gear. And truthfully, the fuel economy isn’t bad for this size of SUV at an estimated 12.7 L/100km in the city and 8.7 on the highway in front-wheel drive guise, or as was the case with my all-wheel drive tester, 13.1 L/100km in the city and 9.1 on the highway, both aided by the lower cost of regular unleaded. Its relatively thrifty mileages estimates are partially the result of Honda’s Variable Cylinder Management (VCM) system that allows the V6 to run in 6-, 4- or 3-cylinder mode, depending on need.

If you want to do some light-duty off-roading, the Pilot’s all-wheel drive system features a driver selected Lock mode at speeds below 30 km/h, which, along with 204 millimeters (8.0 inches) of ground clearance, should be more than enough for most peoples’ needs. If you want more, you might want to look at a Ridgeline that offers similar interior room forward of the rear section but a boxed frame integrated into the otherwise unibody design. This allows the Ridgeline slightly better towing too, although an all-wheel drive Pilot is still excellent for its class at 2,045 kilos (4,508 lbs), towing almost its full weight. In front-wheel drive trim it can manage a reasonable 1,590 kg (3,505 lbs).

That base front-drive model can do more than tow. It comes relatively well stocked until you look at the top-line Touring example I was driving. Standard Pilot LX features include power windows, power locks with keyless remote entry, heated power-remote mirrors, CD/MP3 audio, cruise control, front and rear air conditioning, automatic headlamps, tilt and telescopic steering, variable intermittent wipers, an intermittent rear wiper, tinted glass, 60/40 split-folding second- and third-row seats, a rear cargo net, roof rails, integrated trailer hitch, a tire pressure monitoring system and 17-inch alloy wheels inside 245/65R17 all-season tires.

The second-tier EX adds trim items like body-colour door handles and mirrors, plus fog lights to the exterior, as well as ambient console lighting to the interior. Additional features include tri-zone automatic climate control, a 6CD audio upgrade with steering wheel-mounted audio controls, an eight-way power driver’s seat, heated front seats, a conversation mirror, exterior temperature gauge and security system.

Move up to the EX-L and you’ll get leather seats and trim, a leather-wrapped steering wheel, a four-way powered passenger seat, powered glass sunroof, XM satellite radio, an auto-dimming rearview mirror, and a reverse camera with rearview mirror display. The EX-L RES adds the aforementioned rear-seat DVD entertainment system.

My Touring tester included a few extra goodies such as the navigation system I mentioned earlier with reverse camera display, plus truly appreciated front and rear parking sensors, a handy powered liftgate (not to be confused with a hand-powered liftgate), Bluetooth hands-free, two-position driver’s side memory, a premium 6CD audio system with USB connectivity, heated second-row outboard seats, trailer connection wiring, and a 115-volt power outlet.

All Pilots come with a full assortment of airbags standard, including side-thorax and curtain-type airbags, while ABS brakes plus traction and stability control is also standard equipment. Additionally, this Alabama-built crossover SUV is backed by a three-year or 60,000 km comprehensive warranty with powertrain coverage that covers five years or 100,000 km.

As mentioned, while the Pilot didn’t measure up to every hope and desire I have in an SUV, I enjoyed my week behind the wheel. I took opportunity to move some furniture and other household items to storage, and everything fit well inside while what didn’t strapped onto the roof rails with ease. In other words, there might be others in this class with more interior cargo space, but the Pilot certainly measured up to my needs by its excellent balance of interior space and overall maneuverability, as well as all of its other attributes, capped off with styling that, once again, really works well for me. I left the Pilot wishing I could spend another week with behind the wheel, and this isn’t always the case with my test vehicles.

Stunning Super Coupe
Arv Voss, Canadian Auto Press

It isn’t often that a car appears on the scene that literally stuns the senses – every single one of them – while creating a strong urge to own it, or at least to experience driving it. The R8 from Audi creates such a stir, taking its place as the new “Lord of the Rings” in their lineup. Some will likely argue that the A8L holds that title, and they are certainly entitled to their opinion, as admittedly it’s an elegant sedan with its own impressive performance credentials.

2010 Audi R8 R tronic Quattro

Audi’s two-seat sports coupe is incredibly capable in terms of its performance as it is alluring in its visual appeal. The mid-engine Audi R8 has taken its name as well as much of its developmental DNA from the German automaker’s five-time Le Mans winning R8. The production R8 came just three years after the unveiling of Audi’s Le Mans quattro concept show car.

The R8 is Audi’s first mid-engine production sports car, combining the company’s experience acquired from a host of motorsports victories with unique and innovative styling and technological know-how.

Power for the “Ferrari-esque” 2010 R8 comes from a longitudinally mid-mounted 4.2-litre V8 that churns out 420 horsepower at 7,800 rpm, while delivering 317 pound feet of torque from 4,500-6,000 rpm. The potent engine connects to either a six-speed manual gearbox or Audi’s R tronic sequential-shift automatic transmission. The driving energy is directed to all four wheels via Audi’s quattro permanent all-wheel drive system. The engine’s mid-mount position is a major plus in the R8’s driving dynamics, with a weight distribution of 44 percent forward and 56 percent out back. The heart of the R8 is its engine, which is prominently showcased through the rear hatch glass. Subdued LED lighting is optionally available as well for viewing the engine is all its glory at night.

The full aluminum body of the R8 is constructed via Audi’s Space Frame design – an ideal synthesis of minimal weight and maximum rigidity providing an optimum basis for superior driving dynamics, while delivering a power to weight ratio of just 3.70 kg/hp (8.16 lbs/hp). When one first beholds the R8, its purpose and caliber is instantly evident – its stance is wide and low to the ground, with the accentuated rear end seeming to flex its ample muscle, much like a runner ready to bolt out of the starting block with the firing of the starter’s gun. The car is just 4,430 mm (174.4 inches) long, riding on a 2,649-mm (104.3-inch) wheelbase, and standing a mere 1,250 mm (49.2 inches) in height.

The front end showcases the familiar trapezoidal styling of Audi’s single-frame grille, flanked right and left by oversized air intakes. The four-ring Audi logo badge is positioned on the hood above the grille. The innovative LED headlights (with wicked LED Daytime Running Lights), with their clear-glass covers, join flush to the air intake tops. The roof displays a low, gently sweeping arc, and just aft of the doors is a large-surface “sideblade” air deflector that sweeps between the wheel arch and the roof section, delivering air to feed and cool the mighty V8. The paint finish of the sideblades may be coordinated with the body colour, or finished in Carbon Fibre or Oxygen Silver metallic. The side view reveals a dynamic line above the wheel arches while the shoulder line blends the front end, side, rear, and the doors along with the transition to the sideblade with a strong presence, emphatically highlighting the typical Audi rounded wheel housings that purposefully accommodate the large wheels and tires. A pair of circular exhaust pipes sits at both the right and left sides, above the diffuser openings.

Additional downforce for the R8 comes from an automatically extending rear spoiler that deploys at speed, and automatically retracts at lower speeds. It may also be operated manually.

Despite the car’s compact dimensions, the cabin, which is positioned far forward, a feature typical of mid-engine sports cars, is spacious and comfortable. Behind the cabin, and situated just ahead of the rear axle, is the V8 engine, a jewel of engineering art.

The interior accommodations are dominated by a driver-oriented cockpit arrangement. The instrument panel above the centre console is angled slightly towards the driver, and the flat-bottomed steering wheel enables ease of ingress and egress. There is generous space for the two occupants, where comfort levels are well beyond the average found in most high-performance sports cars, with space behind the seats to stow large bags, or even two golf bags. The luggage compartment at the front has a capacity of approximately 99.1 litres (3.5 cubic feet).

My test Audi R8 quattro with the R tronic 6-speed sequential manual gearbox was done in a Jet Blue metallic finish outside with a two-tone Luxor Beige and Black interior. It rode on standard 19-inch wheels and tires. The base price is set at $141,000 with the 6-speed manual or $152,500 with the R tronic transmission. Metallic paint at $800; $6,900 Enhanced Leather Package; $4,500 Premium Package with Audi’s parking system with rearview camera, Hill Hold Assist, auto-dimming and folding exterior mirrors, and Storage Package; $2,900 Navigation System Plus; $2,300 Bang & Olufsen sound system, $2,000 Black Alcantara headliner bumped the final sticker to $172,400. The standard equipment and features inventory is extensive, while the options list continues on with some highlights being the $4,300 Carbon Sigma package a highlight adding carbon fibre interior trim, doorsills and side mirror housings; Carbon Sigma Sideblades at $2,900; Carbon Engine Compartment Trim at $4,500; and LED headlights for $3,500, just to name a few.

The Audi R8 is a gorgeous vehicle that stops nearly all observers in their tracks – it’s an attention magnet that people follow, take cell phone photos of, offer thumbs up for… and more. The proportions of the R8 are about as close to perfect as a car can get. It is a beautifully sculptured, street-legal racecar for all intents and purposes.

The 420 horsepower generated is almost turbine-like, up to the peak rev ranges, delivering a sound that is evocative enough to rival a Ferrari. In spite of its brute power, the car is just as suited to normal, everyday cruising. Stabbing the throttle catapults the R8, nailing one to the seatback and setting all four wheels ripping at the pavement. The R8 hurtles from 0-100 km/h in a mere 4.6 seconds, and is capable of attaining a top speed of 300 km/h (185 mph). Redline is reached at 8,250 rpm.

Ride quality is necessarily firm for optimum performance and control, but not uncomfortable. The direct, hydraulic rack-and-pinion steering delivers a positive and on-centre feel to the driver. Standard damping may be replaced by the “Audi Magnetic Ride” adaptive damper system.

The machine-knurled metal control knobs are as attractive as they are functional. The auxiliary power outlet is set a bit far back, stretching a radar detector power cord. A crabbing effect was encountered at slow speed with the wheel turned lock-to-lock – so, don’t engage in tight U-turns.

The Audi R8 is a car that, given the wherewithal, I would add to my stable in a heartbeat. It is near perfect with “drop dead gorgeous” looks and exhilarating performance. The R8 is at home on the street, on an autocross course, or on the track, though I much preferred the manual gearbox over the R tronic, which is a single clutch unit with a lag similar to BMW’s SMG unit. The R tronic has been noticeably improved upon though, and is now smoother than before. Audi’s DSG dual clutch automatic system is superb, but apparently not up to handling the R8’s torque load.

The Works
Alexandra Straub, Canadian Auto Press

Nissan’s Altima, whether in sedan or coupe body style, has sold almost 3.2 million units worldwide. I guess it’s safe to say that Nissan is doing a pretty good job with their midsize four- and two-door. The pretty good job that they’re doing gets a little better with the introduction of the 2010 model. This fourth generation vehicle line receives a few tweaks here and there to make both sedan and coupe more attractive and appealing.

2010 Nissan Altima 3.5 SR Coupe

Included in the upgrades is a restyled front fascia with a new grille giving it a more modern look, and with the 2010 Altima Coupe in 3.5 SR trim, a new 5-spoke aluminum alloy wheel design set on P235/45VR18 all-season tires. Along with standard safety features like 4-wheel disc brakes and ABS with EBD, a Traction Control System (TCS) and more, Vehicle Dynamic Control (VDC) is now standard on all Altima models. There was also a name change for trim types, so the SE designation is out and the SR is in.

When it comes to the interior styling, I’m still sitting on the fence because I haven’t decided if I like it or not. I really do like its simplicity and easy-to-use 4.3-inch touchscreen display, but I’m not a huge fan of the all-black-with-minimal-accents dash and centre stack. It’s too much black for me and I’d like to see more of a contrast. But then again, the all-black does give it a sophisticated feel and appealed to a lot of my passengers. I will say that it’s not necessarily the strongest-looking interior in its class since I feel the Hyundai Genesis Coupe and Honda Accord Coupe put up a pretty good fight.

Since this Altima is a coupe, I didn’t really expect it to have the comfiest rear seat when sitting back there for a short-haul road trip. And it didn’t. A couple of my girlfriends and I headed down to Seattle for the day and unfortunately, one of them had to sit in the back. Liz, who is about 5’8”, had a hard time getting in and out of the rear since the seats are a little fussy when trying to move them back and forth. Also, she had a hard time sitting still in her seat. She felt the seats were “too reclined” and not ideal for long trips so she had to sit forward in order to be more comfortable and to hear any kind of conversation that was going on. There also wasn’t enough head or legroom. That was compounded because she sat behind Sarah who was in the front passenger’s seat, and Sarah is 5’10”. That’s not to say we didn’t have a lot of fun, because we did, it just took some shifting to and fro to keep my passengers in good spirits.

And speaking of good spirits, the Altima Coupe, when driven solo or with just one other passenger, did make a lot of people smile, including me. The main smile-making feature of this car is its 3.5-litre, DOHC, 24-valve, V6 engine which produces 270 horsepower and 258 lb-ft of torque. The engine, which in this case was linked to the optional Xtronic CVT (Continuously Variable Transmission) with manual mode ($1,300) performed flawlessly. While I haven’t been a fan of CVTs on 4-cylinder models, it’s a perfect fit with the V6. Acceleration is smooth and the engine is very responsive. I also enjoyed the low-pitched grunting noise that the exhaust created as this coupe accelerated.

The Altima was also very comfortable taking charge in the handling department. Laced with an independent front subframe-mounted strut-type and a multi-link rear suspension, this bad boy wasn’t afraid to let it all out yet keep it all together when it came to taking tight turns. Furthermore, its highway speed stability was no issue at all. It felt sturdy and confident, especially when overtaking other cars in passing lanes.

I also took a strong liking to the optional premium audio package ($3,150), a new feature for the 2010 Altima. It comes with a potent Bose AM/FM audio interface plus nine Bose speakers, the aforementioned 4.3-inch colour display, a USB port with iPod connectivity, Bluetooth, XM satellite radio, a rearview camera and more. The sound quality is fantastic and gets two thumbs up from me. And now that BC’s law prohibits the use of handheld phones while driving, Bluetooth is my new best friend. Pairing my phone with the Altima’s system was effortless, and I’m thankful for that especially since I would not consider myself an expert when it comes to tech gadgets.

Fuel economy with the 3.5L V6 isn’t actually that bad, using an estimated 10.2L/100km in the city and 7.3L/100km on the highway. Perhaps it’s my lead foot that lead to less-than-favourable fuel results in the city, because my reality was nowhere near the aforementioned estimate, but I can’t really complain because I really liked listening to the exhaust when I got on the throttle! Because of my more conservative highway driving, mind you, I achieved more-than-favourable overall results.

Lets talk numbers. The base price of the 3.5 SR Coupe is $34,698. With the optional CVT transmission, premium audio system and metallic exterior finish, the MSRP (including freight and PDI, but not taxes) comes to $39,383. For all the bells and whistles you’re getting with the fully loaded, and I mean fully loaded Altima Coupe, that’s a very competitive price tag.

Overall, I would give the 2010 Nissan Altima Coupe 3.5 SR five enthusiastic cylinders out of six. While the interior is relatively bland and doesn’t facilitate taller people into the rear seats comfortably, the Coupe’s driving dynamics really sold me. It was a blast in the corners and even more fun off the line, and I’d be more than happy to do it all again!

New Powertrain and More
Dave Van Sickle, Canadian Auto Press

Ford’s Super Duty is already the most popular heavy-duty pickup on the market, sometimes outselling heavy-duty Dodge and Chevrolet trucks combined. The new 2011 Super Duty lineup demonstrates that the Ford truck team isn’t resting on its laurels, but still focused on continuous improvement.

2011 Ford Super Duty

And those improvements are everywhere. The real news, however, is the all-new powertrains, one of which features the new 6.7-litre Power Stroke V8 turbocharged diesel engine. For years, Ford equipped its heavy-duty trucks with diesel engines supplied by Navistar. That’s all changed. Designed and built in-house, the new Power Stroke delivers 735 pound-feet of torque at 1,600 rpm and 390 horsepower at 2,800 rpm – 85 pound-feet and 40 horsepower more than the outgoing product.

For those who don’t want or need a diesel, the new 6.2-litre V8 gasoline engine delivers 405 pound-feet of torque at 4,500 rpm and 385 horsepower at 5,500 rpm; the new engine is E85 (Ethanol) compatible, useful if you travel to the south or can find a station that sells it north of the 49th.

The new diesel engine features inboard exhaust architecture, where the exhaust manifolds are located in the valley of the engine and the intakes are on the outside. The cylinder heads are essentially turned around from where they would be in a conventional V8.

The turbocharger is located in the engine’s valley so it can be directly connected to the exhaust manifolds. A dual-sided compressor wheel runs in a single housing, allowing a single unit to function as a twin-turbocharger system in a smaller, more efficient package. It combines the fast response of a small turbocharger with the ability of a large turbocharger to move and compress large amounts of air. This arrangement shortens the connections between manifold and turbo, reducing the system’s overall volume, resulting in faster spool up and reduced lag. It also places components that need to be in cooler air away from hot exhaust pipes.

The fuel system injects fuel at more than 29,000 psi to eight-hole piezo injectors that deliver up to five injection events per cycle to spray fuel into the piston bowl. The direct-injection system is calibrated and phased for optimum power and fuel efficiency.

The exhaust gas after-treatment system meets the new, more stringent 2010 emissions requirements for nitrogen oxides, which have been lowered by approximately 80 percent. The system is the same as that offered by other automakers, using a three-stage process that requires the use of a urea solution that Ford calls Diesel Exhaust Fluid. This widely-available fluid, commonly known as Ad Blue, is added to an onboard storage tank through a port next to the fuel fill port.

The valvetrain features dual hydraulic lifters, improving performance and reliability by using two pushrods per cylinder instead of the conventional single pushrod.

An all-new six-speed automatic transmission was designed to manage the high torque produced by the new diesel engine. The improved fuel economy – up 18-percent over last year’s truck for best-in-class results – and greater capability – towing of 11,975 kilos (26,400 pounds) and a 2,957-kilgram (6,520-pound) payload – is due largely to the all-new 6R140 heavy-duty TorqShift six-speed automatic transmission. The new tranny is responsible for more than half of the overall improved fuel economy.

The new transmission features enhanced Tow Haul with integrated engine exhaust braking and SelectShift Automatic capability, which includes Progressive Range Select and a manual mode. A convenient rotary selector on a steering column-mounted stalk controls manual shifting.

A new, stronger torque converter is core to the improved transmission performance. It was designed to allow the transmission to lock earlier, and at a lower rpm—that translates into less slip and better fuel efficiency. The new design has more precise control of the lock-up clutch, allowing better control of converter clutch slip for smoother lock-to-lock upshifts.

The new transmission has a wide ratio span so the transmission now has a lower first gear for better off-the-line performance, and a taller overdrive ratio for improved highway efficiency. While the gearing itself is important, the key to overall efficiency is matching that gearing to the correct axle. With the diesel engine, up to four axle ratios are available on the pickups – 3.31, 3.55, 3.73 and 4.30.

The Power Take Off output gear is linked through the torque converter to the engine crankshaft. This allows the transmission to power auxiliary equipment such as snowplows, aerial lifts, tow truck lifts, cement mixers or dump trucks. The power is available any time the engine is running.

The 2011 Super Duty offers a factory-installed fifth wheel and gooseneck substructure directly attached to the frame. The upper fifth wheel structure can be removed from the bed in less than a minute, making the bed available for regular hauling chores and the gooseneck hitch ball can be removed in seconds. The electrical connection is mounted on the side of the bed wall, for a clean installation.

Ford’s Trailer Sway Control system, integrated with AdvanceTrac and Roll Stability Control monitors the truck’s motion when a trailer is attached. Trailer Sway Control can determine from the yaw motion of the truck if the trailer is swaying and can apply precise braking or reduce engine torque to help stop the trailer sway.

Normal braking is proportional to driver brake pressure for smooth brake stops. If the vehicle’s Anti-lock Brake System is engaged, the trailer brake kicks in to minimize trailer wheel lockup. In trucks with Trailer Brake Control towing trailers with electric brakes, the Ford system can, during a sway event, also apply brakes to the trailer to help stabilize it.

There’s much more to the new Super Duty—things like an information window on the instrument panel that you can scroll through to calculate travel time, average speed, distance and fuel economy. You can even get precise directions about connecting a trailer and it reminds you to plug in the wiring harness, hook up the safety chains and fold up the tongue jack.

And there’s a better ride, better handling and above all better fuel economy. If you really need a truck, take a look at this one.

Available now, 2011 Super Duty prices range from an MSRP of $35,499 to more than $80,000, from the base F-250 right up to the XXXL F-450. The body configurations and load capacities are as varied as your needs require and then some, allowing for the ideal truck for almost any requirement.

Rebirth of the 5.0-Litre V8
Arv Voss, Canadian Auto Press

Not since 1995 has Ford offered a 5.0-litre V8 to power its iconic GT model lineup, and the 5.0-litre is back with a vengeance, setting a new standard for high-volume production engines. The new 5.0 is a DOHC, 32-valve unit that delivers 412 horsepower at 6,500 rpm while generating 390 pound-feet of torque at 4,250 rpm. The engine features variable camshaft timing and all-aluminum construction to achieve these impressive output figures. This all-new 5.0-litre V8 represents the next chapter in the development of the world-class Mustang power portfolio, according to Derrick Kuzak, group vice president, Global Product Development for Ford. GT models for 2011 include a Coupe, Convertible and a special glass roof model.

2011 Ford Mustang GT Convertible

The latest GT Mustangs are a force to be reckoned with in the “pony-car” wars. The GT also notably delivers class-leading fuel economy at 9.0 L/100km via the US EPA rating system during highway driving (the EPA system is more conservative than Canadian government standards). This accomplishment comes on the heels of the Mustang 3.7-litre V6 that ranks as the most fuel-efficient Mustangs ever and the first production car in history to achieve over 300 horsepower (305) and 7.6 EPA equivalent L/100km.

The new 5.0 engine tips the scales at 195 kilos (430 pounds) – a weight savings of more than 20 percent when compared to the previous 5.0 offering. Not only does the new Mustang GT’s engine produce more power more efficiently, the Mustang’s body and chassis design improvements add to the 2011 model’s performance capability. Some examples: the new Electronic Power Assist Steering eliminates the drag of an engine-operated hydraulic power steering pump; and combined with the new six-speed transmissions, the standard 3.31(manual) and 3.15 (automatic) rear axle ratios offer the ideal blend of mellow cruising and flat-out, tire-smoking acceleration. Convertible models provide enhanced structural rigidity with a 12 percent improvement in lateral stiffness. A front strut cross brace is now standard and the “V” brace has been strengthened by adding gussets. The secondary crossmember has also been stiffened while a front “Z” brace has been added, connecting the primary and secondary crossmembers. Stiffening foam was also added to the A-pillars for increased strength.

Aerodynamic enhancements include a new front fascia, tire spats on the rear wheels, modified underbody shields, an elevated (taller) air dam along with an added rear decklid seal.

In terms of design and styling, while the 2011 Mustang GT is not dramatically different from the 2010, new fender badges and side trim join a new engine cover, and the speedometer display is bumped up to 260 km/h (160 mph), while the tachometer redline increases from 6,500 to 7,000 rpm. Two new colours have been added to the exterior palette of Canadian models for 2011: Race Red and Ingot Silver, while Yellow Blaze Tri-Coat is only available in the US.

My 5.0 GT test car was a Convertible equipped with the six-speed manual gearbox and featured a Kona Blue metallic exterior with a Charcoal top and interior trimmed in Satin-finished metal trim accents. The base sticker read $41,699, while the addition of all packages and options can elevate the final amount to $52,379. A California Special package can be selected too, but the top price doesn’t change.

The 2011 Mustang GT Convertible is ideal for drivers with the need for speed and fresh air motoring. The 5.0-litre V8 emits an incredibly sweet rumble from its exhaust in any gear, across the entire broad torque range. Acceleration comes swiftly and pleasingly with either the manual or automatic transmission. The manual gearbox delivers short throws smoothly and precisely, with a little attention needed for sixth gear due to the spring loading.

The ride quality is firm and stable, yet compliant and comfortable, with handing characteristics totally civilized, even when pushed to the edge. Interior ergonomics optimally place switchgear and controls for ease of use and functionality. There’s a power outlet positioned high on the dash, between the air vents that is ideal for plugging in a radar detector, while another resides in the centre console for other accessories such as a cell phone, iPod or MP3 player which may all be controlled through Ford’s amazing “SYNC” telematics system.

During my test drive at Mustang’s press launch, a comparison dragstrip acceleration test was set up between the new Camaro SS V8 and the 2011 Mustang GT – both with automatic gearboxes. Given my nearly identical reaction time to the “Christmas Tree” staging lights for both vehicles, the Mustang achieved a speed of 135.41 km/h (84.14 mph) in 8.902 seconds, while the Camaro turned 127.42 km/h (79.18 mph) in 9.434 seconds.

The return of the 5.0-litre V8 that powers the 2011 Mustang GT is a most welcome addition. It not only delivers admirable power and performance levels, but also great driving fun while enjoying a heightened level of efficiency. It’s a wild horse that’s indeed tamable. Oh, and there are option packages available for personalization as well as a serialized, race-ready, non street legal BOSS version and a Grand-Am certified Homologation Package. Both may be ordered through your friendly Ford dealer, but have a healthy (make that very healthy) checkbook in hand!

Beautiful Styling… Brilliant Technology
Canadian Auto Press

Audi’s A5 won kudos and hearts merely for its beautiful design since its inception, followed up by the equally attractive yet more enticing S5. Now Audi reveals the absolutely intoxicated RS 5, and it will be hard to pass up by those with refined taste and a strong palette for top-tier performance.

2010 Audi RS 5

The new RS 5 sports a maximum of 450-horsepower and 317 lb-ft of torque from a naturally aspirated 4.2-litre V8. Audi calls it a “close relative” to the V10 that powers its flagship R8 sports car.

The RS 5 funnels all that power and torque through a paddle-shift actuated seven-speed sequential-manual S tronic transmission and an innovative compact and lightweight crown-gear centre differential that distributes it to the road via quattro all-wheel drive, of course, this iteration complete with a new torque-vectoring rear differential.

Performance? Hardly a lightweight at 1,725 kilos (3,803 lbs), the mighty RS 5 will sprint from naught to 100 km/h in a blisteringly quick 4.6 seconds and then continue uninterrupted to an electronically governed terminal speed of 250 km/h (155 mph). Ingolstadt will tweak the RS 5 for a top speed of 280 km/h (174 mph) if you ask nicely.

And what about that other, all-important performance figure? When cruising the highway the RS 5 can reportedly achieve a fuel economy rating of 10.8 L/100km, which is better than any competitive sports coupe, according to Audi.

The new RS 5 has a list of goodies too long to list, but driving enthusiasts will appreciate a sport suspension that drops ride height by 20 mm (0.79 inches) complemented by a unique standard set of 19-inch alloy rims wrapped in 265/35 performance tires; 20-inch alloys with 275/30 tires are optional. Framed by the wheels are powerful, internally ventilated discs measuring 365 millimeters (14.37 inches) in diameter at the front axle, clamped down on by eight-piston calipers; 380-mm (14.96-inch) ceramic carbon-fibre discs are optional. Performance-enhanced ABS is part of the package, of course, plus electronic stabilization program (ESP) that includes a sport mode that can be turned off entirely for those adrenaline junkies.

Will the new model be heading to North America? There is talk, but nothing official, although the RS 4 has loyal Canadian and American owners that would likely upgrade to an RS 5, and it’s also likely that the svelte new sheetmetal would lure in new buyers that would otherwise purchase an M3 coupe.

Four Ways to Please
Arv Voss, Canadian Auto Press

Infiniti introduced their third generation G sedan as a 2007 model, and then made improvements to the 2009 model which featured a new, larger 3.7-litre V6 engine that pumped out 328 horsepower and 269 pound-feet of torque, connected to an electronically controlled 7-speed automatic transmission with column-mounted paddle shifters. All but one of the G Series sedans are driven by their rear wheels – the G37x, with the “x” denoting All-Wheel Drive (AWD). For 2010, the G Sedan, Infiniti’s top-selling model, features revised exterior styling, an enhanced interior treatment and upgraded technology features. There are new headlights, and the fog lights have been moved from the headlight cluster to the lower fascia. The interior has been freshened as well.

2010 Infiniti G37

The 2010 Infiniti G sedan is available four different ways: the base G37, the G37x AWD, the G37 Sport M6 with a 6-speed manual transmission, and the G37x AWD Sport model. Any of the four G37 Sedans make for a fitting stablemate to the G37 Coupe model lineup. The entire G37 Series (there’s a retractable hardtop convertible too) offers the consumer individual choices that each incorporate sleek styling, scintillating performance and luxurious appointments.

Visually, the G37 Sedan displays an elegant, seductive exterior that is defined by its aerodynamic wave form hood, signature LED taillights, sharply angled A-pillars and powerful stance, along with smaller outside mirrors from the G37 Coupe. Other design cues include a double-arch grille with sculpted grille blades, a unique front fascia and side sills on G37 Sport M6 models and models equipped with the Sport Package, an available rear spoiler, an optional sliding glass moonroof, available heated outside mirrors, and up to eight exterior colours with standard “Scratch Shield” paint (self-healing clearcoat).

Moving inside, the G37 Sedan showcases an expertly crafted, heritage-inspired environment and luxurious features such as a leather-appointed seating and an audiophile-quality Infiniti Sound Studio on Wheels by Bose, which blends Bose’s first three-way front door speaker array utilizing 10-inch woofers with a head unit that incorporates double over sampling and 24-bit Burr Brown Digital Audio Converters. The sound quality is very impressive.

The G37 Sedan’s new engine is integrated into the second-generation FM (Front Mid-ship) platform, which features a four-wheel independent suspension with lightweight aluminum components, resulting in rapid acceleration response and sporty handling. The AWD version G37x adds Infiniti’s “intelligent” ATTESA E-TSTM all-wheel drive system to the stability equation.

Some of the advanced technological features include proximity sensing Intelligent Key with Push Button Ignition and available RearView Monitor, a touch screen navigation system with a 9.3 gigabyte music hard drive, adaptive front lighting (that “bends” around corners before you do), and Intelligent Cruise Control with Preview Braking. Other technologies include a 7-inch colour monitor display, available iPod interface, and Bluetooth hands-free phone system.

All G37s are equipped with standard leather-appointed seating. Along with the standard Washi-style aluminum trim, premium genuine maple accents are optionally available.

In addition to its sensual visual appeal, the G37 sedan serves up a delightful performance package. The acceleration is brisk, with a smooth linear response as it progresses through the gears, automatically or manually shifted. The rev-matching feature will be appealing to many drivers. The ride quality is quite comfortable without being too compliant or too firm. Handling is precise, but for some will seem a bit over-assisted. It is sporty and fun to drive.

The interior appointments lean toward the luxurious level with pleasing fit, finish and textures to enjoy along with all the onboard technology. The layout is intuitive from a driver’s perspective with legible instruments and gauges. Safety and security aren’t lacking in the G37, and the state-of-the-art content provides a heightened sense of security when motoring in a spirited fashion. Which of the four flavours to choose could prove to be difficult, given the attractive possibilities. G37 sedans are assembled by Nissan in Tochigi, Japan.

New MPV to use Lithium-ion Battery Pack
Canadian Auto Press

There have been rumours for more than a year about a new Prius brand taking shape, a move by Toyota that would capitalize on the world’s best-known hybrid nameplate, an icon for the green movement.

Toyota Hybrid X concept

Now we’re starting to get information about the new model via Reuters news agency, which is quoting Japanese daily Nikkei. The new model, a mini-minivan, dubbed MPV in global markets, is an ideal configuration for a hybrid drivetrain. Its five- to seven-occupant layout via two- to three-row seating maximizes people and cargo carrying capability which, combined with dimensions that are smaller than Toyota’s Sienna or any of the North American-bound minivans makes for an environmental footprint with less impact than even the current Prius hatchback.

The new Prius MPV will be the first in Toyota’s hybrid lineup to use a lithium-ion battery pack unless the plug-in Prius arrives on the market sooner, according to Nikkei; both will feature an “in-house” developed battery in as far as it will be developed by Toyota and strategic partner Panasonic Corp. Toyota will manufacture the new batteries at its Teiho factory in Aichi Prefecture, but later is expected to migrate battery manufacturing to their joint venture company, Panasonic EV Energy Co.

The expectation is for the new model to join the Prius hatchback sometime next year as a 2012 model, but it’s still too early to nail down a delivery date or much else about the new model for that matter. All we know is that it will be a “competitively priced Prius hybrid minivan” according to the Reuters report.

Competitively priced Prius models in mind, Reuters also speculated on a smaller lower priced entry-level Prius model based on the FT-CH concept that surfaced at the Geneva show in 2007. Nothing is known of this possibility outside of the Toyota executive and product planning inner circle, but normally such talk is not without reason. As soon as the second Prius model surfaces, we’ll know that an entire Prius lineup is on the way.

Composites and Extensive Use of Riveted Aluminum to Reduce Mass
Canadian Auto Press

Land Rover produces some luxuriously appointed sport utility vehicles, but with that luxury comes excessive weight. And with that weight comes gas guzzling fuel economy. BMW, Mercedes-Benz and Volkswagen solve the problem with clean diesels while Porsche is now producing a hybrid version of its Cayenne SUV, but the best solution, along with engine technology, is reducing overall mass and improve aerodynamics.

Next Range Rover to Lose Weight and Achieve 7 L/100km!

When the next generation Range Rover appears in 2012 it is expected to loose weight dramatically and show up with smoother surfaces to make it slipperier through the wind. First off, while expected to debut with the general shape intact in order to preserve the model’s long-running character, it will be reduced in height, while its blunt nose should be refined to allow for better wind flow.

Expect a riveted aluminum body structure to make an entrance too, of similar design to the Jaguar XJ. Additionally, composite body panels will replace metals along with other weight saving techniques to reduce the SUV’s mass by some 450 kilos (992 pounds), a goal that will benefit the Range Rover in fuel economy, emissions plus on- and off-road ability.

Also expected is the new 3.0-litre turbo-diesel V6 offered in the Jaguar XF and XJ in European markets, reducing CO2 emissions from 300+ grams / km to less than 200 g/km, while fuel economy should near the 7.0 L/100km mark. Land Rover would be smart to offer this drivetrain in North America, and look to Jeep’s Grand Cherokee and, prior to that, Liberty diesel sales as an example of how clean diesel technology is received in the US and Canada. Even more enticing would be a diesel hybrid, expected two years after the new Range Rover launches.

Likely new build technologies and powertrains will make their ways into the entire Land Rover lineup, reducing the brand’s overall CAFE rating in the US, and similar rating systems throughout the world, while offering more competitive products in all segments.

VW Names New Light Pickup Amarok: Inuit for Wolf
Canadian Auto Press

Do you want an Amarok? Well, even if you somehow knew what that was you’re not going to be able to get one unless you live outside of North America.

VW Amarok

Yes, the Amarok is Volkswagen’s new light-duty pickup truck, and despite a good opportunity to go up against the likes of Ford’s popular Sport Trac and Honda’s highly successful Ridgeline it’s only going to be sold in South America, where it launch first, early next year, Central America, next spring, and then Russia, Europe, Africa and Australia.

You’d never know by the prototype’s name, which was simply dubbed “Concept Pickup”, that VW would conjure up something so unorthodox, but it does follow a cast of rather unique nameplates such as Touareg, Tiguan and Routan. The Amarok is at least easier to say and spell than Touareg, and the name conjures up images of running amok in the mud (at least to those who speak English), which is a good thing for a pickup truck.

“This name fits the characteristics of our pickup perfectly, which will set new standards in its class,” commented Stephan Schaller, CEO of Volkswagen Commercial Vehicles. “We took great care selecting this name, which can be used globally and is meant to invoke positive associations in all relevant international markets. The Amarok is a powerful and robust vehicle with great stamina – just like the wolf,” he added.

Just in case you were wondering, Amarok means “wolf” in Inuit, so in the same fashion that Volkswagen’s earlier cars followed a windswept theme, such as Scirocco and Corrado, the company embraces an indigenous theme now; the Touareg is named after a nomadic Saharan tribe. Then again, “he loves stones”, the rough translation for Amarok in most South American jurisdictions, might not go over quite as well.

So is it a wolf in sheep’s clothing? Well, the designers certainly wouldn’t want people to think its styling is timid in any way, and from our view it looks assertive without too much bravado, in keeping with VW’s semi-sophisticated albeit fun-loving brand image. There’s little else we know about the truck, however, other than it will be a four-door pickup truck with four-wheel drive, for starters, with a regular cab to follow, that it was “developed by scratch”, according to a press release, and that it will be “powered by Volkswagen’s powerful yet efficient, next generation common rail turbo diesel engines which will achieve class leading fuel consumption and emissions…” continued the release.

The truck you’re looking at was shown in Sao Paulo at South America’s largest auto show back in November of last year, but it was shown earlier at Hanover’s IAA Commercial Vehicles Show in September. The production model will be built in Argentina.

If this is something you’d buy, and we’re guessing Canadians, which already have an affinity for Volkswagens in general and VW diesels in particular, would buy into the Amarok (after all, it’s name is First Nations Canadian), then you should voice your opinion in this publication as well as to your local VW dealer. VW Canada often opts for vehicles that suit our market and not the US, such as the City Golf and City Jetta models, so there’s a chance enough execs are sitting on the fence with respect to the Amarok that a few plugs from fans will tip the scales.

Advanced Diesel Performance
Arv Voss, Canadian Auto Press

The BMW 3 Series has become an internationally recognized symbol of an intelligent and sporty motor vehicle. It is also the best-selling premium vehicle globally. For 2010, the 3 Series is fundamentally unchanged over 2009 models, retaining the Series’ essential attributes of rear- or all-wheel drive, optimum front/rear weight balance, precise on-centre steering feel and superbly engineered suspension — all of which blend to produce a satisfying driving experience that is quintessentially BMW.

2010 BMW 335d

On the design front, 2010 3 Series updates include a freshened front end, profile enhancement and rear treatment. Up front, the vehicle width is more pronounced and accentuated, though actually physically unchanged. The traditional four-headlight look is emphasized by the lamps’ setting in new chromed “tubes;” the more recently traditional “Corona” luminous rings around the headlights now serve as Daytime Running Lamps on vehicles with high intensity discharge adaptive lights. LED turn-signal lamps display a new, vertically layered look. The car’s profile benefits from the side sills/rocker panels providing a stronger lower accent, while newly shaped side mirrors with crisp new contours also provide an enlarged visual field for the driver. Out back, the bumper, taillights and decklid are all newly shaped for greater emphasis on the 3’s sporting character. The tail lamp’s L-shape is more prominent, and new LED lighting illuminates both the tail and turn-signal lamps. The rear track is actually increased adding more emphasis on the vehicles’ wide stance.

Moving inside, subtle updates in materials and surface textures enhance the ambience of the interior, while refinement of the interior styling and amenities include a more ergonomic placement of power window controls for the driver and new, expanded storage possibilities.

The 335d Sedan represents a significant advancement forward in combining high performance with high fuel-efficiency as an important element of BMW “EfficientDynamics.” Power comes from a 3.0-litre, twin-turbocharged inline 6-cylinder diesel engine. The new turbodiesel features aluminum construction, high-pressure direct fuel injection with piezo injectors, and a turbocharging system that incorporates both a small and large turbocharger for optimum response at either low or higher speeds. The engine delivers 265 horsepower at 4,200 rpm, and generates a whopping 425 pound-feet of torque between 1,750-2250 rpm. The engine delivers power to the rear wheels via an electronically controlled six-speed STEPTRONIC automatic transmission with adaptive control. The 335d is capable of moving from 0-100 km/h in just over 6 seconds with the 6-speed automatic. The engine also features BluePerformance emissions control technology.

BMW BluePerformance controls emissions to a strict level that enables the 335d to be sold in all 50 U.S. States and throughout Canada. Specific features of the BluePerformance system include an exhaust particulate filter and an exhaust after-treatment system.

My test BMW 335d sedan came with a base price of $49,900. The exterior sported an Alpine White finish with prominent side graphics that pronounced its makeup — BMW Efficient Dynamics and BMW Advanced Diesel. The interior featured Black Dakota leather. The final sticker grew to $64,900 after adding the Navigation Package, Premium Package, and the Executive Package.

Except for the side graphics applied for promotion purposes, the BMW 335d sedan’s exterior looks the same as other 3 Series models. It really doesn’t sound like your traditional diesel either, nor is there a noticeable diesel odor when operating. In fact, were it not for the promotional graphics and specific badging, one would be hard pressed to tell the difference between the BluePerformance diesel 3 Series and a conventionally gas-fueled model.

The ride quality and sporty handling characteristics are quite typically BMW – no different, except for perhaps the almost unbelievable 425 pound-feet of torque. The extended range per tank of fuel is another clue that the 335d is diesel-fueled. Fuel economy ratings using the more realistic US EPA rating system are the equivalent of 10.2 L/100km in the city and 6.5 during highway driving.

Basically, until Hydrogen Fuel Cell vehicles and the infrastructure to refuel them become more prevalent, advanced diesel power represents a vast improvement over gasoline-powered vehicles, and the BMW 335d sedan is a fine diesel example.

A Rolls Royce aimed towards drivers
By Nauman Farooq

Rolls Royce is one of the oldest car companies around. They first opened their doors in 1904, however, their first series production car didn’t come until 1906. It was at first called the 40/50 HP, because that is roughly the amount of power it produced.

2010 Rolls Royce Ghost

The press however preferred to call it by its nick name, the “Ghost” or “Silver Ghost.” During its 20 year production run, Rolls Royce had produced 7874 examples of this model, making it one of the most successful cars in the company’s history.

Hoping to repeat the success of this classic, Rolls Royce has just launched an all new Ghost. The new Ghost is the entry-level model, placed under the Phantom line-up, but don’t think this entry level model is equivalent to a Hyundai Accent.

Oh no, in many ways, the Ghost is an equal match for the Phantom. While the Ghost may be 15-inches shorter than the Phantom, it is still 6-inches longer than a BMW 760iL. The Ghost is also quite wide, measuring close to 6.5-ft.

You certainly become aware of its size the very first time you take it out. I was handed the keys to the only Ghost currently in Canada, by the only Rolls Royce dealer in the country, Grand Touring Automobiles in downtown Toronto, On.

The roads close to the dealership are narrow, uneven and broken, and are typically infested with the worst drivers this city has to offer. So it was quite a tense first few minutes as I guided it out of town, giving it a wide birth and not attempting any quick maneuvers.

Once my nerves calmed a bit, I started noticing that this car rides these broken streets unlike anything I have ever driven before. These roads usually can rattle your fillings out, but in the Ghost, it was as if all the bumps and imperfections have been ironed out. Its ride quality is truly impressive.

Once out of town and onto the highway, I pointed it towards Barrie, On. to see how it handles a highway commute. This is also the place I first got to taste this cars most amazing feature, its engine. The Ghost gets a 6.6-liter, direct-injected, twin-turbo charged V12 that produces 563 hp and 575 lb/ft of torque. All this power goes to just the rear-wheels via a brand new eight-speed automatic gearbox.

All this grunt equates to a 0-100 km/h sprint in just 4.9 seconds, and onto a limited top speed of 250 km/h.

Numbers are one thing, but in reality its how it translates into real world performance is another. You’d think a Rolls Royce would be soft and serene, which the Ghost is too. But the moment you stab the throttle, it erupts forwards like it was launched by a steam catapult. It is truly, eye-openingly quick. It sounds good under full-throttle runs too, a trait never seen before on a Rolls Royce.

However, it still doesn’t pretend to be a sports car, because it’s not. That is why its transmission doesn’t feature any paddles for manually changing gears. It just asks you to give it more throttle input and it does the rest for you.

Splendid, but a Rolls Royce isn’t so much about speed as it is about comfort, and this one doesn’t fall short on that either. First of all, out on the highway, I engaged its adaptive cruise control which keeps it from bumping into the car that is ahead of you. If the car in front slows down, so would the Ghost. This system might be available in many other cars, but in the Ghost it works very seamlessly and works all the way down to a full stop. Very clever car this.

Then there are other goodies like night-vision camera, lane departure warning system, heads-up display, above view parking assist system and side-view cameras for when you’re trying to get a better view coming out of a junction. So be in no doubt, this is a very technological car.

All this before I even tell you about its luxury features like the heated and cooled seats with built in massagers, a wonderful entertainment system front and back and its panoramic sunroof. I should inform you that most of these features are an optional extra, hence the price on my test car went from a base of $275,000 to $342,000 with these and many more options, but hey! Its only money.

Before I knew, I was up in Barrie. Met some friends for lunch (they were all very impressed with the car) and then drove back down to Toronto.

The Ghost just eats away motorway miles with ease. The steering at high speeds feels great thus making lane changes in this 5400 lb car a cinch.

So it is a great car, but it’s not perfect. I wished the driver’s seat had more adjustments, but my biggest gripe is against its huge wing mirrors. Their position makes it very hard to spot pedestrians and other cars during left hand turns. So some extra care in needed while undertaking some maneuvers. Other than that, the car is flawless; afterall it even comes with its own umbrellas located in the front doors.

Some might say that other luxury cars offer the same type of gadgets and comfort for a whole lot less money, but that would be missing the point. A Rolls Royce is like a Cartier or Breitling watch. While many cheaper watches can do the same job, in the end, those who can afford get a certain satisfaction from owning a truly rare, hand-made piece. So while you might spot several Mercedes-Benz S-class or BMW 7-series in a day, a Rolls Royce is a rare and pleasant sight. So if you can afford to be different, you should put your name down for the Ghost quickly, since only 12 examples are coming to Canada this year.

Attaining New Heights
Arv Voss, Canadian Auto Press

Mazda’s “fun-to-drive” rotary-powered, four-door, four-seat RX-8 sports car first bowed in 2003, and has since won 52 global awards. To date, nearly 158,000 RX-8s have been sold around the world.

2010 Mazda RX-8 R3

The RX-8 for 2009 evolved further, receiving a freshened exterior and interior design as well as enhanced performance. Add to those improvements a new R3 model aimed at the true driving enthusiast.

The design continued to reflect an athletically sculpted exterior with a unique sense of originality, but with restyled front and rear bumpers and front fascia, sporty, LED headlights and taillights and larger exhaust pipes. A new 10-spoke wheel design was offered in a motif that symbolized the rotary engine. The “freestyle” four-door design remained with its unique “suicide” rear doors. The muscular lines maintained overall classic sports car proportions, while displaying a bold, athletic stance.

Unchanged however, was the core of the RX-8 – a high-powered, lightweight and near perfectly balanced machine powered by the world-renowned 1.3-litre, twin-rotor RENESIS rotary engine, delivering 232 horsepower at 8,500 rpm and 159 pound-feet of torque at 5,500 rpm when mated to the six-speed manual gearbox. RX-8s equipped with the six-speed automatic transmission continue to deliver 212-horsepower and come with steering-wheel-mounted paddle shifters for a Formula 1-style driving experience. Both automatic and manual transmission cars also feature power windows, mirrors and door locks, cruise control and an AM/FM/CD audio system with six speakers, but it should be mentioned the R3 has never been available with an automatic. You’ll need to step up to the GT for that, as last year’s base GS model has been discontinued.

The 2010, RX-8 sports structural reinforcements for improved body rigidity with the rear suspension geometry reconfigured for better handling performance. Driveshaft rigidity is also improved. Performance benefits from a change in final gearing for the manual transmission. The 2010 Mazda RX-8 remains the only mass-produced rotary-powered passenger car in the world.

The rotary engine efficiently performs the four processes of intake, compression, combustion and exhaust by turning a triangular rotor in a cocoon-shaped combustion chamber. The RENESIS engine is both smooth and high revving — all the way to 9,000 rpm (7,500 rpm on Sport A/T–equipped models) — while offering a smaller engine footprint than traditional internal combustion engines (some 60 percent smaller and lighter than a comparably powered V6, and 40 percent smaller and lighter than a four-cylinder). The RENESIS engine features side intake and exhaust ports with nearly 30 percent more intake area and twice as much exhaust area than its predecessors. The efficiencies gained through larger intake and exhaust ports exclude the need for forced induction.

The interior consists of a comfortable and intelligently designed cabin with a driver-oriented cockpit. Enhancements to the interior include a redesigned steering wheel, front and rear seats, and center instrument panel and a new LCD touch-screen navigation system. A variable red zone was also added to the tachometer. The rotary design element is incorporated throughout the interior of the RX-8 in creative ways, appearing in the seats, centre console, shift knob and emergency brake, mirroring subtle exterior detailing in the same rotary motif. Soft blue lighting is used in the RX-8’s instrument cluster, which has been found to reduce eye fatigue and strain.

My RX-8 R3 tester provides the ultimate in rotary-powered motoring by adding a sport- tuned suspension with Bilstein shock absorbers and front suspension cross members filled with urethane foam for better ride comfort. A rear spoiler, side sills, fog lights, Xenon headlights and sportier front bumper are added to enhance the R3’s appearance along with 19-inch forged aluminum-alloy wheels shod with high performance tires. Inside, the R3 model adds a Bose audio system, Bluetooth hands-free phone system, front Recaro sport seats with leather side bolsters, leather-wrapped parking brake and Mazda advanced proximity sensing keyless entry and start system, complete with credit card-like remote.

Active safety features include the use of large ABS-equipped disc brakes on all
wheels as well as precise steering and suspension systems, and Dynamic
Stability Control with TCS; standard across the two-model range. Passive systems include front airbags, seat-mounted side-impact airbags and side-curtain airbags.

My test 2010 Mazda RX-8 R3 (a US example) was finished in Aurora Blue Mica (no longer available in Canada) with a Gray and Black interior. The R3 base sticker is set at $41,995, which includes an impressive inventory of standard equipment and features. Destination and PDI fees of $1,595 bump the final total to $43,590.

While rear headroom is surprisingly good for those up to six-feet, the RX-8, though technically a 4-door, four-seater, really doesn’t allow a lot of back seat legroom, especially behind tall front seat occupants. Front seats are highly supportive and firm, however, while managing to provide a satisfactory level of comfort.

The 1.3-litre RENESIS rotary engine is most responsive in the higher rev ranges, where it seems happiest. Changing gears goes smoothly when paying attention to the side spring load, otherwise, it comes across as a tad on the notchy side and selection of the desired gear may be missed.

The ride quality of the R3 is stiffer than other RX-8 models due to the specially tuned suspension, but the greater stability gained really doesn’t sacrifice comfort to an objectionable level. Handling is crisp, giving the R3 an admirable athleticism. The R3 model definitely takes the RX-8 to new heights.