Author: AutoTrader.ca

Ready To Haul
Alexandra Straub, Canadian Auto Press

The 2010 Honda Ridgeline EX-L Navi and I have a like/dislike kind of relationship. Over the years, I’ve driven a few of the Japanese automaker’s signature trucks and, well, I like its configuration and utility, but I’m not the biggest fan of its steering. Traditionally, I like a truck whose steering wheel is easier to turn and, for lack of a more technical term, its rather stiff. This, I think, has been my biggest hurdle in my conversion toward loving this vehicle.

2010 Honda Ridgeline EX-L Navi

But as I get older, I’m noticing the things that bothered me a few years ago don’t bother me as much now. Or the qualities I disliked about some vehicles now pull my heartstrings. This time around, my experience with the Ridgeline was a lot more pleasant. I am a huge truck lover, but never seemed to jive with this pickup because of the stiffer steering. Perhaps all the trips to the gym have finally paid off! It didn’t seem as bothersome to me as much anymore, and while I’m still not entirely converted I’m on the right path.

It almost seems a little odd for me to have this gripe because the Ridgeline itself is a great truck. I quite enjoy its front MacPherson strut and rear multi-link suspension, whether I’m running around town or cruising on the highway. It’s stable, handles corners well and feels very sturdy. Plus, its integrated closed-box frame with unit-body construction is very safe and ideal for towing. I also don’t mind its unique exterior design that mashes well with its set of 18” aluminum alloy wheels and P245/60R18 tires.

What I think works in favour of the Ridgeline is its SUV-like characteristics. It only comes with the crew cab configuration, which is ideal for anyone who gets the pleasure of sitting in the back. It is comfortable and is definitely bearable, especially if going on an extended drive. It could not only pose as a great family vehicle, but a great work vehicle as well. And as Hannah Montana would say, it is “the best of both worlds!” I love her.

Unlike most top-of-the-line Honda interiors, the Ridgeline’s centre stack wasn’t cluttered with buttons. The design is easy-to-follow and very straightforward. The white and red backlit gauges gave the all-black dash a nice contrast in colour. Plus the presence of the navigation system added even more colour to a potentially drab interior. One thing I remember from previous Ridgeline test drives is that the space between the centre stack and the centre console is an ideal area to place my handbag, especially when someone is sitting shotgun. The centre console also proved to be very useful. Although it isn’t shaped like the traditional console, it’s very functional and stored my nick-knacks just perfectly.

Another feature I thought was pretty cool was the Ridgeline’s “trunk.” It’s a lockable compartment located beneath the bed. It is also the same area where the spare tire is stored. There’s a decent amount of space where tools, camping equipment or what have you can be securely placed. There is, however, a slight disadvantage to this configuration especially if this truck is actually being used for hauling purposes. For example, if the bed is loaded with, lets say mulch or gravel, chances are, all the contents would need to be emptied in order to access the compartment where the spare tire is located. That could pose a significant problem in the event of a flat. Not only would it be difficult and time consumer to do, but most major freeways would not allow you to shovel mulch or gravel onto the shoulder or median. If the bed were loaded with a heavy machine, such as a Honda Quad (which the Ridgeline’s bed is tailored to fit perfectly!) it would most likely have to be unloaded and loaded on to gain access to the storage bin. In general, this will most likely not be an issue, it’s just something to consider.

Although I didn’t haul around a quad (even though I would have loved to because that would mean I own one), it sure felt like I did when it came to fuel consumption. Thanks to the powerful and very capable 3.5L, 24-valve, SOHC, VTEC V6 engine, a standard 5-speed automatic transmission with Grade Logic Control and a curb weight of 2,070 kilos (4,564 lbs), this puppy sucked back the fuel. It uses an estimated 14.1L/100km in the city and 9.8L/100km on the highway. And when most of my driving is done in the city, I definitely felt it at the pump. Then again, it does have Honda’s Variable Torque Management 4-wheel drive system (VTM-4) and a towing capacity of 2,268 kg (5,000 lbs), 250 horsepower and 247 lb-ft of torque, so I guess all of the power comes as a price.

It’s not only the fuel consumption that can cost you quite a bit of green, but also the Ridgeline’s price tag. The fully loaded EX-L Navi has an MSRP of $45,280 (including the $1,590 Freight & PDI charge). Without all the goodies the base model has an MSRP of the $36,580 (including the same Freight & PDI).

I’m glad I’m starting to warm up more to Honda’s Ridgeline. It is indeed a functional truck with all the goods of an SUV. That’s a great combination in my books.

New Terrain for GMC
Alexandra Straub, Canadian Auto Press

The all-new 2010 GM Terrain has hit the streets.  The latest from the American auto manufacturer comes in the compact crossover SUV form and is making its presence felt on the road.

2010 GMC Terrain SLT AWD

From the outside, the Terrain is very distinct in its styling. It’s bold-looking and has a nice balance of squared off edges and angular lines. Its athletic fender flares add character and its P235/55R18 all-season tires with 18” aluminum wheels give it a “bling” factor. While I’m undecided on whether I’m a fan of its styling, it seemed to catch on very well with the public since I caught people staring at it almost everywhere I went.

I am, however, a fan of what’s under the hood. Like the Chevy Equinox that shares architectures, the Terrain can be outfitted with two different engines starting with an all-new 2.4L 4-cylinder, which actually has the best in-segment fuel economy for highway driving at an estimated 6.1L/100km. An all-new 3.0L, 24-valve, DOHC V6 VVT with Direct Injection engine that produces 264 horsepower and 222 lb-ft of torque is optional. The V6 doesn’t do quite as well in the fuel economy department as the 4-cylinder, but it is nevertheless fairly reasonable as it only uses an estimated 12.3L/100km in the city and 8.4L/100km on the highway. The 3.0L engine is optional on both the SLE and SLT trims at $2,050, and no matter whether you opt for the 4-cylinder or the V6 you’ll get a 6-speed automatic transmission as standard equipment.
Another redeeming feature of the Terrain is how it drives. Its four-wheel independent suspension with front and rear stabilizer bars feels very sturdy at highway speeds and makes the Terrain a comfortable city vehicle. It handles road imperfections well and didn’t leave me feeling stiff when I drove through construction zones. I did, however, find that the Terrain felt ‘big’ to drive. Although it is categorized as a compact crossover SUV it has a bulky feeling. This is not necessarily a bad thing considering I really enjoy GMC SUVs. The addition of the AWD was probably a contributing factor to its stiffer feel. Overall, would I have liked it to feel a little softer? Perhaps, but this Terrain wasn’t bad at all. (more…)

What a Blast!
Trevor Hofmann, Canadian Auto Press

The 2010 Acura TSX is much the same as the 2009, except for one important ingredient, the availability of a high-performance V6. And while that might not seem like much on the outside, it makes all the difference in the world when the pedal hits the floor.

2010 Acura TSX V6

I was initially concerned the big 3.5-litre would throw this delectably agile four-door off balance, but no worries here. This is Acura after all, the premium division of Honda… an automaker well known for building cars with superb handling dynamics.

Too much torque going through the front-wheels challenged early V6-powered Acuras, causing a noticeable tug on the steering wheel when accelerating quickly. The TSX V6 seems to have eradicated the problem, however, so it’s just gobs of fun whenever right food hits the mat, and let me attest that it’s extremely difficult to remain responsible when behind the wheel.

The sizeable V6 makes 280hp at 6,200 rpm and 252 lb-ft of torque at 5,000 rpm, which is a lot for a car that only weighs 1,666 kilos (3672 lbs). The V6 comes standard with a 5-speed automatic featuring manual shift mode and proper paddle shifters behind the steering wheel spokes, optional with the base car, so if you want the ultra-slick close-ratio 6-speed manual transmission, a joy to shift, you’re going to have to step down to the base engine, itself an excellent performer that delivers a little bit more at the pump too.

Achieving 10.5L/100km in the city and 7.0 on the highway, the DOHC, 16-valve I-4 beats the SOHC, 24-valve V6 by a marginal 0.8L/100km in the city and 0.4 on the highway if you can keep your foot off the throttle; the V6 gets 11.3L/100km in the city and 7.4 on the highway. Keep in mind, however, that premium fuel is recommended with both engines to maximize performance and economy, a hefty price to pay at the pump.

Capable of spinning higher than the 7,000 rpm needed to achieve its 201 maximum horsepower, the 2.4-litre four puts out a healthy 170 lb-ft of torque at 4,300 rpm for a spirited drive. You’re going to have to balance the initial cost difference between the two powertrains, the nominal fuel economy benefit and the minor feel-good environmental bonus for the ability to go like the dickens when you want to. It’s all about priorities so I’ll leave it there… you’ve likely already made up your mind after all.

There’s more however, being that the V6 gets some special suspension tuning that can really be felt. I mentioned earlier that the big V6 doesn’t pose any negatives in the corners, but I’d go even further to say that the car I tested recently actually holds the road better than the 130-kg (287-lb) lighter entry-level TSX. Of course it makes sense that Acura would make sure its top-line trim level would outdo its lower model, and part of its one-upmanship comes from 18-inch rims on 235/45R18 all-season tires compared to the 17s shod with 225/50R17 all-seasons.

Like the four-cylinder model above base, opting for the larger engine makes you choose between two flavours, V6 Premium and V6 Technology, the latter which includes everything in the Premium and more; yes, very flavourful indeed. Go with the Premium and you’ll enjoy an upgrade to perforated leather-trimmed seats and trim, with two-position memory for the driver, a really good premium audio system with XM satellite radio and a USB connector, plus automatic xenon headlamps and fogs. The Technology Package adds a six-disc CD player to that upgraded sound system, a navigation system with bilingual voice recognition, and a reverse camera. And by the way, the only difference between the four- and six-cylinder models when it comes to these packages is the aforementioned upgrade to18-inch wheels and tires.

Incidentally, all TSX models come with dual-zone automatic climate control, tilt and telescopic steering, heated side mirrors with integrated turn signals, speed-sensing variable intermittent wipers, heated seats (fabric without the Premium upgrade) with 8-way driver and 4-way passenger power adjustment, an auto-dimming rearview mirror, front illuminated vanity mirrors on both sides, a powered glass sunroof, power windows, power locks with keyless entry, a 60/40 split-folding rear seat, and a decent audio system with single-CD featuring MP3 playback, an auxiliary jack and Bluetooth connectivity. Also standard are dual front, front side-thorax, plus front and rear side-curtain airbags, plus ABS brakes, traction and stability control, and a tire pressure monitoring system.

Those wanting something made-in-Japan will appreciate that the TSX is manufactured in Sayama, and those who want something built in North America can ante up for the larger TL. The TSX is relatively compact in comparison, measuring in at 4,726 mm (186.0 inches) long, 1,840 mm (72.4 inches) wide, 1,440 mm (56.6 inches) tall, and features a wheelbase spanning 2,705 mm (106.4 inches). It rides low to the ground at 150 mm (5.9 inches), and sports a reasonably large 357 litres (12.6 cu ft) of trunk space.

A comprehensive warranty of four years or 80,000 km is normal for the premium class, as is its five-year, 100,000 km powertrain warranty. The TSX has been a reliable performer in all third-party studies, so it’s a good bet for long-term dependability.

While the base TSX starts at $32,990, the four-cylinder with the same Premium package that comes standard with the V6 starts at $36,290. That means it only takes $3,500 to move into the $39,790 TSX V6. A four with the Technology package starts at $39,290 while the same upgrade with a V6 will set you back $42,790. And Acura should be commended for not penalizing those who want to save on fuel economy while doing their best for the environment, by making these two packages virtually the same on both models.

All in all, I loved my week with the upgraded 2010 Acura TSX V6. This is a fabulous little four-door sedan, and factoring in the slight increase in fuel economy with the added performance its V6 offers, plus only a $3,500 initial cost difference, it would be difficult to pass up the larger more powerful engine. Really, you’ve got to try it for yourself. This car is a blast to drive.

Venerable Sport Utility
Chris “Emmy” Jackson, Canadian Auto Press

The Chevrolet Suburban is the original full-size Sport Utility Vehicle (SUV). Since its introduction in 1935, this large-scale people and cargo mover has outlasted competitors like the International Travelall and Dodge Town Wagon in the 1960s before becoming one of the first vehicles at the now named SUV party. As the Suburban gained popularity with drivers from the suburbs, it gained creature comforts and family-friendly features, but has never lost its workmanlike edge.

2010 Chevrolet Suburban

The Suburban still offers the best of several worlds: serious people, cargo and towing capacity, rugged four-wheel drive and copious creature comforts. For 2010, heavy-duty Suburbans benefit from the availability of the powerful 6.0-litre Vortec V8 engine, and new interior amenities.

Styling is shared with the Chevrolet Tahoe, whose shorter platform is designed for buyers who don’t need the Suburban’s ultimate capacity. A bold Chevy-truck grille with a body-coloured centre bar proclaims this truck’s identity. The Suburban is a king-size station wagon, and its silhouette reflects this, with a long hood and an equally long cargo area behind the rear seats. Subtle aerodynamics such as close-tolerance body panels up front and wind-cheating mirrors help to reduce the effect of the Suburban’s size on its fuel economy.

Once known for its utilitarian bent, the Suburban these days is a much more comfortable place for up to nine passengers. Comfortable chair-like seats up front are blessed with plenty of elbowroom thanks to a wide console and forward-sloped dashboard. Power adjustable pedals and excellent visibility help to make this big vehicle comfortable for a wide range of drivers. Seat-mounted side airbags for the driver and front passenger are newly available. Woodgrain trim flows from door to door, with satin silver accents, and the standard sound system now includes a USB port for connecting to portable music players. XM Satellite Radio is available. Bluetooth connectivity is available with a new premium interior package, as are three-zone climate control and GM’s handy remote start system. Full luxury is also on the menu if desired, with power-folding rearview mirrors, heated leather seats, a backup camera, navigation system and power tailgate. A rear-seat DVD entertainment system is also available.

To most Suburban buyers, it’s the machine beneath the cabin that’s important, and for 2010 the big SUV’s capability is increased thanks to the 6.0-litre V8 engine that’s been added to the Suburban 2500 lineup. This engine produces 352 horsepower and a very healthy 382 pound-feet of torque, and bumps the Suburban’s maximum towing capacity to 4,354 kilos (9,600 pounds). The standard Suburban is powered by a 320-horsepower, 5.3-litre V8. Variable valve timing is used across the board, and all Suburbans are E85 ethanol-capable, flex-fuel vehicles, not that there are many refueling stations to take advantage of E85 in Canada. Six-speed automatic transmissions are standard, and the Suburban is available with rear- or four-wheel drive. A locking rear differential is available.

The suspension blends truck-like strength with car-like comfort. The base Suburban uses coil-over shocks at all four corners, while the beefier Suburban 2500 features a torsion bar front suspension and the more traditional leaf springs at the rear, to increase its hauling capability. The Suburban, like the Tahoe, is very adept at “driving small.” It’s one of the largest vehicles on the road, but a combination of surprisingly nimble, direct steering and a responsive suspension keep it from handling like a beached whale. The Suburban is no sports sedan, of course, but around town it’s very easy to manage, and as a freeway traveler it’s comfortable even when fully loaded. Disc brakes are used at all four corners, and antilock brakes and electronic stability control are standard. Chevy will also equip the Suburban for serious work, with snowplow prep, trailer towing and off-road packages available from the factory.

Chevrolet’s biggest SUV is also the most long-lived nameplate in the industry, with almost eighty years of production under its belt. The Suburban is more than just an extended-wheelbase Tahoe; it’s the original SUV, and one of the few that has stayed true to its dual-natured purpose in life. Pricing for the Suburban starts at $51,880.

Competitive Coupe
Chris “Emmy” Jackson, Canadian Auto Press

Popularity for sport coupes is a mercurial thing. At the moment, two-doors are out, as buyers buckle down and focus on more practical vehicles that are good looking, and can also tote a family and cargo. The trend in speedy two-doors is toward resurrected rear-wheel drive muscle cars, and the front-drive hot rods that were all the rage four or five years ago are all but forgotten. Has the Mitsubishi Eclipse been passed over by the changing winds of automotive fashion?

2010 Mitsubishi Eclipse GT Coupe

Well, not exactly. The Eclipse retains its curvy, futuristic looks in the face of the retro brigade from Ford, Chevrolet, Dodge and Nissan, and it’s sticking to front-wheel drive while competitors like the Hyundai Genesis Coupe have gone over to rear-wheel drive. For 2010, the Eclipse distinguishes itself with additional comfort and convenience items and a revised front and rear aspect. The soft-topped Eclipse Spyder is still available as well.

The current-generation Eclipse didn’t look like anything else on the road when it first hit the streets in 2006, and that remains true now. The styling is laid back to the extreme, with short overhangs front and rear and a windshield slope so steep that it could’ve been inspired by Lamborghini. The newly restyled front end features a large jet intake-inspired grille similar to that worn by the Evolution sports sedan, and projector-style headlamps. The greenhouse and passenger cabin are but a bump in the arched silhouette, and at the rear the Eclipse gets clear taillights and a dual exhaust on V6 models. Eclipse GT models feature a rear spoiler and HID headlamps. There’s not a single piece of chrome on the Eclipse, except for the Mitsubishi badges; this car is sleek, monochromatic and purposeful.

Sports cars are frequently visibility-challenged, especially when the design is uncompromisingly aerodynamic. The Eclipse is a surprise in this respect. Good front and side visibility is aided by narrow A-pillars and a lot of glass. There are some good-sized blind spots to the rear, but the Eclipse remains easy to drive. The cockpit is comfortable for two, and offers short-distance seating for four. Most of the space is lavished on the front passengers, of course.

Mitsubishi has always taken pride in allowing its owners to blast the tunes, and the Eclipse’s optional 650-watt Rockford-Fosgate sound system is more than adequate for the task. The nine-speaker audio powerhouse includes a ten-inch subwoofer in the cargo hold. It eats into the 444 litres (15.7 cubic feet) of cargo space a bit, but the Eclipse isn’t about getting groceries anyway. Sirius Satellite Radio is available as well.

Engine choices include a 2.4-litre four-cylinder and a long-legged 3.8-litre V6. The Eclipse GT’s V6 gains two horsepower thanks to the new dual exhaust system, bringing its output to 265 horsepower. Both engines feature Mitsubishi’s MIVEC variable valve timing and four-valve, single overhead cam construction. A quick drive in the 162-horsepower four-cylinder equipped Eclipse GS shows that the more economical Eclipse is entertaining around town as well, with a broad powerband that’s surprisingly well-suited to the optional four-speed automatic. Both Eclipse grades come with manual transmissions as standard–a five-speed in the four-cylinder GS and a six-speed in the six-cylinder GT. The GT’s available autobox is a five-speed.

Road manners are very good; the Eclipse is less hard-edged than some sport coupes, but that just means it’s easy to live with. The fully independent suspension uses MacPherson struts up front and a multi-link rear, and offers a good blend of around-town comfort with twisty-road reflexes. Stepping up to the Eclipse GT adds stiffer anti-roll bars, and an under-hood strut tower bar to add a bit more sharpness to the car’s responsiveness. Mitsubishi’s Active Suspension Control is now standard on the Eclipse GT. Antilock brakes and a tire pressure monitoring system are standard across the board.

The Eclipse has been a stalwart of the sports-car scene for many years now, and its “attainable-exotic” styling still stands out on the road. It’s an affordable grand-touring car for two, with comfortable freeway manners and enough performance–even in four-cylinder form–to make getting around town entertaining. Eclipse pricing starts at $25,998 for the four-cylinder, manual transmission-equipped GS model.

Still a Jeep, Sort Of
Mary Chapman, Canadian Auto Press

“It’s a Jeep Thing… You Wouldn’t Understand.”

I used to know what that meant. I even had a license plate holder bearing the slogan on an old Wrangler I kept around. We owners were smug about Jeep’s vaunted off-road performance and, mostly, the brand’s whole spare, rough-hewn, proletariat thing. So what if you bounced around a bit, or that you bought seat pillows from Canadian Tire. These were fun workhorses, not to be confused with anything else.

2010 Grand Cherokee Limited

And now…

I’m not wholly sure what Jeep’s image is, except that it appears to be more inclusive.

Not that there’s anything wrong with that. And besides, in this economy, it’s probably smart to appeal to as many wallets as possible.

Take the 2010 Grand Cherokee Limited. Ever since its debut in 1992, the SUV has prided itself on being able to conquer any driving condition, whether on- or off-road. This latest iteration continues a tradition of innovation with new technologies and refinement, and matches up nicely with other five-passenger sport-utes. Five years into its last overhaul, it rides and handles better than ever.

Thank goodness it’s styled the same. I love the long, clean lines, the signature seven-slot grille and trapezoidal wheel openings. My options package included nice 18-inch aluminum chrome-clad wheels and all-terrain tires. The interior is a little less impressive, considering Jeep’s intentions. The cabin feels somewhat claustrophobic, and there’s not much headroom for this six-one frame. But my leather-trimmed seats were comfortable enough. There’s 60/40 split seating in back, where three adults can sit, albeit not in primo-SUV environs. Real wood notwithstanding, too much plastic abounds. The roofline nixed third-row seating, still leaving only 991 litres (35 cubic feet) of cargo space behind the second row.

There is a plethora of standard goodies on the Limited, including rear a back-up camera, remote start, rain-sensitive windshield wipers, audio jack input, tilt/telescoping steering, GPS navigation, “SmartBeam” headlamps and heated front and second-row seats. Electronic stability control with electronic roll mitigation maintains vehicle stability in a variety of road surface and weather conditions.

Performance, ah, yes, is where Cherokee leaves poseurs behind. There’s refinement here, too, owing to the vehicle’s light unibody and “Trail-Rated” independent front and five-link rear suspension systems. The Cherokee no longer rides roughly on-road and has purist off-road ability. My tester featured the optional Quadra Drive II, which combines a full-time transfer case with front and rear electronic limited-slip differentials, and was mated with hill descent control for some rough-and-tumble rural Michigan cheer. I was only out there for a short while, long enough to whip up those old Jeep vibes. Cherokee gobbled up soil with aplomb.

For 2010, the Grand Cherokee is available in North Edition, Limited and S Limited trims. It features a standard 3.7-litre V6 powerplant, which delivers 210 horsepower at 5,200 rpm and 235 pound-feet of torque. My Limited tester had the optional 5.7-litre HEMI V8 with variable valve timing, which generates an impressive 357 horses and 389 pound-feet of torque. The HEMI’s fuel-saving multi-displacement system sweetly shifts to four-cylinder mode when less power is needed and to back to V8 mode when oomph is called for. The V8 HEMI gets the EPA equivalent of 18.0L/100km city/12.4 highway, or in less conservative Canadian EnerGuide rating, 15.5L/100 km in the city and 10.6 on the highway — not bad when sidled next to other off-roaders. Transmission is a five-speed automatic with manual mode in the base model and in the Limited a five-speed automatic dubbed Multispeed because of its unique alternate second-gear ratio for smoothing out downshifts and increasing efficiency.

Other optional equipment included an automatic headlamp leveling system, high-intensity discharge headlamps, engine block heater and hill-start assist.

The Cherokee does well in government safety ratings, nabbing top five stars for front and side crashes, and four stars for rollovers.

Here’s the deal: this is one very, very nice $48,395 vehicle, but probably isn’t the best choice for lugging family around.

But if you’re going to go off-road?

Yup, it’s a Jeep thing.

Award-Winning Crossover SUV Moves to Next Level
Arv Voss, Canadian Auto Press

Acura’s first generation MDX was produced from 2001 to 2006, all the while breaking new ground in the growing luxury crossover SUV marketplace. An all-new second generation MDX was introduced for 2007, taking the best qualities of its predecessors and expanding upon them, pushing forward on the performance front through suspension tuning on Germany’s famed Nürburgring racetrack, and adding a higher level of sophistication through more luxurious appointments and technological offerings such as Acura’s Super Handling All-Wheel Drive (SH-AWD) system.

2010 Acura MDX

In terms of its visual appeal, inspiration for the bold, lean and contemporary design execution for the second generation MDX came from high-powered mega yachts — elements such as the adoption of large, clean surface areas accented by decisive line breaks, coupled with dynamic surface curvature treatments. The new MDX is longer, wider and lower, and features a longer wheelbase than the original MDX, with the new dimensions creating a more athletic overall appearance. The styling continues to reflect a harmonious blend of utility, luxury and tastefulness that is a continuation of themes found in other Acura vehicles, including the bold new “Power Plenum” grille treatment, which unfortunately is not a favourite of many brand loyalists.

The Acura MDX for 2010 updates styling cues with a more aggressive look front and rear, and adds a more refined 3.7-litre engine and a new 6-speed SportShift automatic transmission.

The MDX continues in one basic trim level, but with specific option packaging treatments designed to meet particular consumer needs and desires. There is a Technology Package that includes Acura’s Navigation System with voice recognition and rear view camera; “AcuraLink” satellite communication system with real-time traffic; an incredible theatre quality 410-watt Acura/ELS premium sound system; rear entertainment; “HandsFreeLink” wireless telephone interface with phonebook import; a GPS-linked, solar-sensing, tri-zone automatic climate control system with humidity control; and premium perforated leather-trimmed seating.

The Elite Package includes the Technology Package and features Active Damper System sport suspension, exclusive alloy wheel design, auto-leveling Xenon high-intensity discharge headlamps, exclusive interior trim, ventilated front seats with specially contoured seat foam covered by perforated Milano premium leather, a sport steering wheel with unique design racing-inspired paddle shifters and textured metallic interior accents, the Collision Mitigating Braking System, Adaptive Cruise Control, Blind Spot Information system and the aforementioned Active Damper System. If that’s not enough to satisfy your requirements for comfort and convenience goodies, there’s an extensive list of available dealer installed accessories.

Power for the MDX comes from a 3.7-litre V6 that generates 300 horsepower along with 270 pound feet of torque. The V6 engine redlines at 6,500 rpm, making as much power as some competitive V8s, while managing to deliver ultra-low emissions and improved fuel economy ratings the EPA equivalent of 14.7L/100km city and 11.2 highway. Premium unleaded fuel is required. Power is delivered to the ground through Acura’s SH-AWD system through a new electronically controlled 6-speed automatic transmission with “Sequential SportShift” and “Grade Logic Control.”

My 2010 Acura MDX tester sported a Dark Cherry Pearl metallic exterior finish with a Gray and Charcoal interior and simulated Koa wood-grained trim accents. It came equipped with a number of packages and accessories to drive the price up, but the added luxuries made it a very nice ride indeed. The base MDX price is set at $51,990. The price admittedly represents a substantial investment, but please keep in mind that this is a premium, luxury SUV.

Some view the MDX as fitting into the crossover SUV category, while others perceive the MDX as a 7-passenger minivan. It reality, it happens to be both, in addition to being a great deal more. Power is more than adequate, placing the MDX in the performance category with sedan-like handling characteristics and ride quality. Stability and traction control also contribute to vehicle security and handling attributes. The SH-AWD system is perhaps the most significant feature as far as vehicle stability and handling is concerned, as the advanced system varies the torque distribution between the front and rear axles, as well as between the left and right rear wheels, providing maximum grip under all driving scenarios. The system operates seamlessly and automatically, overdriving the outside rear wheel up to 1.7-percent faster than the front wheels helping the vehicle to “rotate” around a corner.

Add a high level of versatility and functionality, and the fact that the MDX provides the amenities and ambience of a luxury sedan, and you have quite a package. The Acura’s largest offering is also ready to handle towing a load of up to 2 268 kilos (5,000 pounds).

The 2010 MDX represents the eighth Acura product to be designed and engineered in the United States. The quality fit and finish, synonymous with the Acura brand, exemplifies the craftsmanship that has come to be expected of Acura vehicles — and the continued improvement never seems to end. Toss in the 4-year / 80,000-km limited warranty, along with the 5-year / 100,000-km limited powertrain warranty, and the price tag doesn’t seem out of line at all.

A Good-Looking Value-Packed Four-Door
Trevor Hofmann, Canadian Auto Press

The Chrysler Sebring and Dodge Avenger get a lot of flack from critics for not measuring up to segment expectations, and to be fair to the naysayers the former Sebring, at least, was a very attractive car that sold extremely well, so for many the new one has been a letdown. The new Avenger, however, takes the styling reins from Chrysler and hands them over to Dodge thanks to Charger design cues, and the overall look is good, especially in upgraded R/T trim like my tester.

2010 Dodge Avenger R/T

Let’s get real for a minute. Despite criticism from auto journalists and other industry types the Dodge Avenger sells quite well, and one of the reasons it gets the nod by so many midsize consumers is the appealing styling I just mentioned. The other is price, and with an MSRP of $20,245 for the base SE, making it the lowest priced midsize sedan on the market, it packs a pretty good punch. Then factor in discounts that can be in the thousands and you’ll quickly add up value that’s near impossible to come by with any rival.

Standard features include air conditioning with filtration, power windows, central power locks with remote access, power mirrors, a tilt and telescoping steering column, cruise control, variable intermittent wipers, a driver’s seat height adjuster and manual lumbar support, a front passenger seat that folds flat for carrying longer cargo that can span from the dash to the very rear of the trunk via 60/40 split-folding rear seatbacks, Stain Repel stain and odor-resistant seat fabric, the Chill Zone beverage storage bin, a Media Centre 130 audio system with four speakers and an AM/FM/CD/MP3 head unit plus an audio jack for external devices, plus much, much more. Body-colour door handles make the standard car look more upscale, although the black mirror housings detract from that a bit.

The standard safety equipment list is pretty long too, featuring four-wheel disc brakes with ABS, dual front airbags, side thorax airbags for front occupants and side-curtain airbags for all four window passengers, plus active head restraints for those up front, and tire pressure monitoring. While a front stabilizer bar is standard, traction and stability control is optional, as are 17” alloy wheels with larger 215/60R17 all-season tires to improve handling and therefore accident avoidance; the standard 16” wheel is steel with a wheel covering riding on 215/65R16 all-season rubber.

Another extra is the Hands-Free Convenience Group that adds Uconnect wireless connectivity and Sirius satellite radio. The SXT adds 17-inch alloy wheels, fog lamps, an 8-way power driver’s seat, a leather-wrapped steering wheel with audio controls, and a six-CD/MP3 stereo with six speakers, while the R/T’s rear spoiler is optional, as are six Boston acoustic speakers and the Leather Interior Group.

Base Avenger SE models and the SXT get a 16-valve, DOHC 2.4-litre four-cylinder engine with variable valve timing (VVT) that’s good for 173hp and 166 lb-ft of torque mated to a 4-speed automatic. Last year there was a 2.7-litre V6 offered in SXT trim, but it has been dropped for 2010 in favour of a simpler two-engine range. To get a six-cylinder you’ll need to ante up to R/T trim for its 24-valve, DOHC 3.5-litre V6 with 235hp and 232 lb-ft of torque.

The 3.5 is a good, strong engine that delivers jump from the stoplight and plenty of zip up to highway speeds, while shifts are quick and well controlled thanks to its more advanced 6-speed automatic, enhanced with AutoStick manual mode. In all trim levels the Avenger’s ride is exemplary. Really, it’s smooth and capable over rough inner-city road surfaces and, I’m guessing, the uneven pavement, frost heaves and potholes our rural roads are subject to. This comes with a tradeoff, however, as handling is only adequate at the lower levels and merely ok in R/T trim, and that’s with this model’s standard 18” chrome alloy rims and 215/55R18 all-season performance tires. To be fair, my R/T held its grip quite well when pushed through curves at a rapid rate, but transitional response was lacking and lean was very apparent. Most drivers, however, will appreciate the aforementioned comfortable ride, so I don’t see this as a major issue overall.

My R/T tester will set you back $24,545, but for that price it’s a relative steel with features over and above the powertrain upgrade that include heated leather seats, a premium woven headliner, body-colour heated mirrors, a rear spoiler, sport-tuned suspension, firm-feel steering, and front and rear stabilizer bars, plus the powertrain upgrade and larger wheel and tire package, of course.

The top-line Boston Acoustics audio system that comes with USB audio input, a 30-gig hard drive (good for a 4,250 song capacity according to Dodge) is superb, with CDs slotting in behind the 6.5-inch display that powers out of the way for accessing the changer (a cool feature that will impress your friends). My tester came with the voice activated navigation system and back-up camera too, and it all works very well.

While performance by the audio system or on the road in the R/T is good, the Avenger is also quite practical in any trim level, with roomy front and rear seating, albeit encased in harder, shinier plastics than some might like, and a decent sized trunk at 377 litres (13.3 cubic feet). You can even tow up to 900 kilos (2,000 lbs) with the optional engine, 227 kilograms (500 lbs) more than most front-drivers can; the base engine’s tow rating is 450 kg (1000 lbs).

More important to most will be a fuel economy rating of 9.7L/100km in the city and 6.6 on the highway for the four-cylinder, which is extremely good for a midsize car. Step up to the much more powerful V6 and you’ll get stung in the city with a rating of 12.9L/100km, although its highway rating is only slightly thirstier at 7.7L/100km. And take heart that the Avenger only needs regular fuel at the pump, saving a significant amount over cars that need premium. Warranty coverage is average at 3 years or 60,000 km comprehensive and 5 years or 100,000 km powertrain.

All in all I found my Avenger R/T more enjoyable than I expected, and easily worth its extremely reasonable price. Even without discount this car would be a good deal, but add in the savings you can work out at the dealer level along with any incentive programs being offered by Chrysler and a new Avenger might become difficult to resist. The fact that it’s a good-looking car certainly weighs heavily in its favour too.

All-Wheel Drive Available on 3.6L V6 for 2011
Canadian Auto Press

It wasn’t all that long ago that four-cylinder engines were the norm in the midsize class.  Cars like the Toyota Camry and Honda Accord began life by only offering a four-cylinder, as did Nissan’s Altima.  Now there appears to be a move back to four-cylinder motivation for much of the same reasoning behind the original cars’ popularity, fuel economy.

2011 Buick LaCrosse

The Japanese cars in question quickly replaced the equivalent Detroit iron that had long been the midsize mainstay.  Cars like the ‘70s and early ‘80s era Chevrolet Malibu, Ford Fairmont and Dodge Aspen were domestically-built answers to the fuel economy crisis, smaller and more efficient than their predecessors, but hardly as fuel-friendly as the aforementioned Japanese upstarts.  Such massive variances have disappeared within today’s four-door midsize market segment, Chevrolet’s new Malibu easily comparable with Toyota’s Camry or Honda’s Accord.  The new Buick LaCrosse, however, can only be compared with upper crust Lexus and Acura models that cost thousands more.

That LaCrosse will soon get a much more fuel-efficient alternative drivetrain than either its Lexus or Acura equivalents.  The same all-aluminum, dual overhead cam, four-valve 2.4-litre four-cylinder engine that Chevy uses for its new Equinox, a 24-valve, DOHC mill with direct-injection, variable valve timing and flex-fuel capability, plus an efficient six-speed automatic, will come standard.  It makes 182-horsepower and 172 lb-ft of torque, similar performance numbers as offered by Japanese rivals.  Its EPA equivalent 7.8L/100km highway rating is exceptional too, and will do much for LaCrosse marketing efforts, which will also be helped along by the 2.4 achieving Ward’s Auto World magazine’s 2010 “10 Best Engines” for North America list.

“Direct injection (DI) was designed into the 2.4L to boost fuel efficiency and for refined power,” said Chris Meagher, chief engineer for Ecotec engines.  “The VVT (variable valve timing) system is tuned to work in tandem with direct injection to achieve optimum fuel economy and lower emissions.”

The introduction of the new four-cylinder means the end of the previous standard engine, a 3.0-litre V6 available in the CX and CXL.  Previously all-wheel drive could only be had with the entry-level engine, but now it will be available in the top-tier 3.6, where more buyers will likely be willing to spend extra for the added performance benefits.

Modestly Enhanced for New Model Year
Arv Voss, Canadian Auto Press

The first generation Infiniti FX was originally introduced in 2003 with what some may reference as a bizarre, but arguably unique approach to both design and engineering that radically emphasized the sport factor over a traditional focus on utility. Infiniti’s second generation bowed during the 2009 model year. As the FX lineup enters its second year of the second generation, models include the FX35 and the flagship FX50.

2010 Infiniti FX35

Both drive configurations of the FX35 are powered by a 3.5-litre V6 that delivers 303 horsepower at 6,800 rpm along with 262 pound feet of torque, and both feature all-wheel drive with Infiniti’s ATTESA E-TS AWD system. The FX50 is powered by a 5.0-litre, 32-valve V8 that generates 390 horsepower at 6,500 rpm and develops 369 pound-feet of torque at 4,400 rpm. All Infiniti FX models meter power to the drive wheels via a 7-speed electronically controlled automatic overdrive transmission with manual shift mode, adaptive shift control, downshift rev matching and “Snow” mode. Paddle shifters are available for FX50 models.

The FX series is in essence, a radical embodiment and expression of both sport and utility attributes that delivers above average power, luxury and technological features and equipment.

The 2010 FX hasn’t changed visually in its basic form, but rather employs modest enhancements. The FX still displays the racy proportions of a sports car, with a body that sits lower than the majority of traditional SUVs. The hood is long and low, providing an unencumbered forward view, and the long wheelbase generates the impression that the vehicle is much lower than it really is. Overhangs are short, and even though the centre of gravity is low, there is no compromise in ground clearance. Headlights and taillights appear to be set into the sides of the FX, flanking a black chrome grille and contributing not only to functionality, but to improving vehicle aerodynamics as well. The distinctive functional side air vents that appear just aft of the forward wheel well (they also contribute to a reduction in front end lift by a full five percent, improving high speed stability) continue for 2010, as do available 21-inch wheels.

The interior provides a raft of standard and optional equipment, including leather appointed seating surfaces; a 12-point “Sequential Welcome” lighting system, available hand-stained and polished Maple wood trim, Infiniti “Intelligent Key” with push button start, rearview monitor, and a sliding moonroof. The FX’s navigation system comes with XM NavTraffic with real time information (where available) and a 9.3-gigabyte hard drive. There are also heated and cooled front seats, an iPod interface, aluminum pedals and seat and mirror synchronization. The advanced climate control system, “Around View” monitor and “Scratch Shield” paint are features worth noting from a long and equally impressive list of standard and optional equipment.

My test Infiniti FX35 was a rear-wheel drive model with a Midnight Mocha metallic exterior finish, complemented by a Light Mocha and Charcoal interior treatment highlighted by polished wood trim and Satin Silver accents. The base FX35 MSRP is set at $52,300 but increased substantially after adding options that included aluminum roof rail crossbars, the Technology Package with Lane Departure Warning and Prevention, full-speed Intelligent Cruise Control, Distance Control Assist, Intelligent Brake Assist with Forward Collision Warning, Front Pre-crash seat belts, Rain-Sensing Front windshield wipers, Adaptive Front Lighting System and Auto-leveling front headlights, the Deluxe Touring Package with 20-inch 5-spoke alloy wheels shod with all-season V-rated tires, maple interior accents, aluminum pedals, tonneau cover, Premium Package, and navigation system.

The FX35 is a sophisticated and futuristic transportation pod that excels in both performance and visual appeal – at least for most people, while admittedly, it may be a little over the top in terms of its exterior styling and impact for more conservative types. But, even if you don’t like its space age form, you have to appreciate the design details. It delivers the driving sensation of a sports car, with the added functionality of an SUV. The emphasis is clearly and genuinely placed with the emphasis on sport rather than utility as already alluded to. Utility isn’t forgotten altogether though – the five-passenger, four-door FX is still equally capable of performing mundane tasks, while moving down the road at a rapid rate. AWD models are also capable of leaving the pavement behind in rapid fashion.

The FX is extremely agile considering its more than two ton mass, with a comfortable ride quality, once you’re inside. Getting there however, requires ducking due to the sharp curvature of the roofline – at least if you happen to be much more than six feet tall.

The 3.5-litre V6 delivers a pleasing exhaust note through its exhaust outlets with chrome finishers when a heavy throttle is applied, and despite the SUV’s weight, it manages to get acceptable fuel economy – perhaps not outstanding mind you, but tolerable for a vehicle of its type. If the FX35 appeals to you visually, you’re bound to appreciate its overall abilities. It is truly a performance-oriented crossover.

Comfort Coupe
John Birchard, Canadian Auto Press

What do you think the letters “CC” represent in the Volkswagen CC?  Cunning Coupe?  Classy Car?  A Volkswagen representative assures me that the correct answer is: Comfort Coupe.  Whatever the letters stand for, the CC represents an elegant offshoot of the Passat, another solid offering from VW.

2010 Volkswagen Passat CC 2.0 TSI Sportline

The handsome outline of the CC calls to mind the Mercedes-Benz CLS, with its sloping roof and coupe-like profile.  No matter the source of inspiration, Volkswagen has turned out a slinky-looking product that’s priced far lower than the CLS, which will nick your wallet for a lofty $88,500.  Volkswagen is pricing the CC at a very reasonable $33,075 for the base model, but you can spend more than $45,000 for the 3.6-litre V6 version equipped with a six-speed automatic transmission and all-wheel drive. Be advised, though, that you are not getting a “stripper” should you choose the Sport or Luxury trim levels.

With the CC Sportline (my test vehicle), you get the 2.0-litre turbocharged four-cylinder engine, a six-speed manual transmission and sports suspension.  My test car had the optional six-speed Direct Shift Gearbox automatic, which added $1,400 to the total.  The standard equipment list is lengthy: 17” alloy wheels, automatic climate control, leather-covered multi-function steering wheel and shifter, driver and passenger power comfort seats with leatherette seating surfaces, ABS, anti-slip regulation and yaw control, brake assist, electronic differential locking, six airbags and split folding rear seats.  There’s an AM/FM stereo with eight speakers and a six-disc in-dash CD changer plus Bluetooth connectivity, as well as an electric parking brake, power exterior mirrors and cruise control.

The exterior design features a lowered roofline, a clean-looking chrome grille up front with a prominent VW logo.  Its four doors are frameless. Viewed from a distance, the car appears to be crouching, ready to leap like a big cat.

Volkswagen is considered among the best when it comes to executing vehicle interiors, and the CC does not disappoint.  The placement of gauges, displays and operating controls contribute to an ergonomically pleasing and functional cabin.  The materials used and the manner in which they fit together is up to standard.  The seats of the test vehicle were supportive and comfortable.

Outward visibility is somewhat compromised by the low roof and sharply slanting rear window.  That low roof does not appreciably cut down rear seat headroom, by the way.  And speaking of the rear seats, there are two of them, not three.  This is a four-passenger car with the rear seats formed to the backsides of a pair of adults.  There is a solid console between the seats to further discourage a third person from climbing aboard.  All in all, the CC interior is thoughtfully designed and nicely executed.

As to performance, think of the CC – at least the 2.0-litre version – as a Grand Tourer.  Two hundred horsepower doesn’t propel the car on quite the same trajectory as the heartier 3.6-litre V6 (280 hp).  According to VW figures, zero to 100 km/h times are 7.8 seconds for the automatic and 7.3 for the four-cylinder with the manual gearbox, while the V6 model gets to 100 km/h in a brisk 6.8 seconds.  Fuel efficiency for the four-cylinder version is estimated at the EPA equivalent of 11.2-city and 7.6-highway.  Expect a bit of a jump at the pump for the V6.

I’ll describe acceleration on the tested Sportline model as “respectable,” quick enough to merge onto a freeway without endangering yourself or others.  The CC is a nimble handler, sticking nicely in turns.  The ride is firm, but not jarring.  The cabin is fairly quiet, with the four-cylinder engine becoming audible, but not obtrusive under hard throttle.  It’s the sort of environment that allows you to cover a lot of miles in a day and do so in comfort.  The six-speed automatic provides quick, smooth gear changes.  The brakes are easily modulated and very good.

The CC includes 24-hour Roadside Assistance for four years or 80,000 km (whichever comes first), a five-year/100,000-km powertrain limited warranty, a four-year/80,000-km new vehicle limited warranty and a 12-year unlimited distance limited warranty against corrosion perforation.

The Volkswagen CC’s snazzy looks combined with its attractive interior, good gas mileage and reasonable price should make it a hot seller.  But in these economically distressed days, it may be that a worthy product goes begging.  That would be a shame, because it’s the nicest sedan package I’ve run across this year.

Sync Gets Customer Satisfaction Rate of 87 Percent
Canadian Auto Press

Could Ford have known how successful its Microsoft-developed Sync system would be when it chose to offer it in all of its North American-bound vehicles in late 2007? It must have had a good indication that buyers would be willing to ante up for full, easy-to-use wireless connectivity.

Sync iTunes tagging

It appears that Ford’s investment is paying off as two million Sync systems are now down the road, the one that capped it off installed in a new 2010 Ford Fusion Hybrid. It also appears that the rate of purchase is increasing, with the first million Sync systems sold needing a year and a half, and the last million only needing a year.

Even better news is that customers are thrilled with the Sync system. Internal surveys show that Sync has customer satisfaction rate of 87%, while 88% of Sync customers would recommend the purchase of a vehicle with Sync to their friends and colleagues. What’s more, 80% of Sync users say that the system improves Ford’s overall image, and 70% state that the Sync system makes them more likely to repurchase a Ford, Mercury or Lincoln product.

Keeping customers in the family is sacrosanct automaker territory, but strong sales for used cars is also important because it keeps the resale value of a brand’s cars high, therefore increasing residual rates that in-turn lower lease rates. Sync does just this, according to the Dearborn-based automaker, with one-year old Sync-equipped vehicles selling for an average of $240 more than their counterparts that don’t have the new connectivity system. Even after two years, cars with Sync systems on board sell for an average of $200 more, says Ford.

Over the years Microsoft and Ford have made the Sync system more appealing with features such as 911 Assist, Directions & Information (TDI), iTunes tagging for HD radio, Traffic info, and its Vehicle Health Report.

GT3 SLS Puts Gullwing Mercedes Back on the Track
Canadian Auto Press

Mercedes-Benz couldn’t have created a GT3-capable racecar from the outgoing SLR. It was simply too heavy. But the new gull-wing SLS is an altogether new kind of sports car; lighter, rigid and more ideal for track competition.

GT3 SLS

Yesterday the German automaker took the wraps off something special indeed, an AMG-prepped customer race version of its very special top-line model. The GT3 SLS uses the same 6.3-litre V8 as the road car, with the final output being set by the FIA. Of course the engine will be modified, but not as immediately noticeable as the car’s exterior.

The core sheetmetal is all the same, but carbon fibre additions transform the look. Truly, from the rear it looks as if Mercedes is paying homage to a car once under its umbrella, the Dodge Viper Coupe. Of course the GT3 SLS is all its own, but the underbody rear diffuser, tall carbon fibre rear wing and other changes give the car decidedly a race-ready look.

Up front there’s more modifications, particularly the deep carbon splitter, revised hood with massive cooling vent, air intakes for cooling the brakes, vents in the front fenders just aft of the wheel cutouts, and side skirts.

AMG smoothed out the underbody too, while adding fuel filler pipes in the C-pillar and central-locking wheels.

Sales begin in the fall with full homologation completion expected before the 2011 race season.

Celebrating the Mini’s 50^th Anniversary
Arv Voss, American Auto Press

The last (new) Mini Cooper was sold in the North America more than three decades ago, criticized and considered an unsafe vehicle by the likes of Ralph Nader – Shame on you Ralph!  The diminutive British icon was created by Sir Alec Issigonis and first introduced on August 26, 1959.  The classic Mini is still a wildly popular cult car.  Supposedly, only 10,000 were sold in the U.S., where this car was tested, over an 8-year period, but today more than 12,000 are registered they must be multiplying, even if they’re not related to the VW Rabbit – so much for Ralph and VW.  In essence, the Mini was an “engineered” car, rather than a “styled” car, hence its incredible popularity and perpetuity.  Love for, and acceptance of the original Mini has been shared over its legendary lifespan by common folk and royalty alike.  Its heritage may well be categorized as neo-European.

MINI Cooper S Mayfair Edition

Reintroduced for 2002, the MINI Cooper Coupe was a modern, up-to-date interpretation of the lovable, cult-status classic, rather than a retro styling exercise.  It represents what the Mini might well have become, had regular evolutionary changes been allowed to evolve naturally.  Both the MINI Cooper and Cooper S are powered by a 1.6-litre, inline four-cylinder engine that resides in an East/West orientation beneath the bonnet, driving the front wheels, as did the original.  The engine block is now made of aluminum rather than iron.  (more…)

Styling is Almost Everything
Canadian Auto Press

If you follow light truck history, you’ll likely remember the most popular compact (well, midsize actually) pickup truck on the market was once the Dodge Dakota. The 1997 through 2004 model was a great looking truck that offered more size for the money than any rival.

Dodge Dakota

It was only upstaged in model year 2005 when Toyota grew its compact Tacoma to compete head-to-head with the Dodge in the newly formed midsize category (although it’s still called compact), a year that simultaneously saw the domestic automaker hit the market with the redesigned 2005 Dakota, and with that entrance it exited the previous generation’s strongest selling point, attractive styling. Sales plummeted to the point that it’s now an also-ran that has been slated for the proverbial axe, while the great looking Tacoma has taken over the lead.

“It’s the natural end of the Dakota’s lifecycle,” said Fred Diaz, president and CEO of the new Ram brand last November when commenting on Dodge’s midsize truck being replaced. “It competes in a shrinking segment. We need to figure out if we can build a smaller, more efficient vehicle that people can use for play and light-duty work. It also has to be more affordable than the current Dakota.”

The Fiat merger opens up new possibilities that could be ideal for a Dakota replacement, or for that matter a next generation Dakota.

“The merger with Fiat has put us in the perfect position to evaluate Fiat’s offerings,” added Diaz. “We could [replace the Dakota] with something in-house but we’re also examining what Fiat has – every model, including Iveco. We’re going to pick the one that makes the most sense to us.”

It is difficult to surmise what Diaz might have been considering when mentioning Iveco, the brand’s only light-duty models appearing to be the full-size Daily/EcoDaily cargo van that would be ideal for replacing the Sprinter van, and the cab and chassis based off of the Daily that could be made into a pickup truck with a lot of work to replace its van-style cabover front end, but Fiat has some small car-based pickups that might fit in well at the lower end, albeit all unibody designs.

The only unibody pickup truck currently sold in North America is Honda’s Ridgeline, and sales dropped off by 51% between 2008 and 2009, with analysts citing its unconventional functionality as part of the problem, so for this reason and the need to make the Ram “brand” more than just a one-model offering (or two if you split up light-duty and heavy-duty Ram pickup trucks), the Dakota might gain a stay of execution.

All said, the argument Diaz makes about the Dakota competing “in a shrinking segment” isn’t necessarily accurate. The Dakota doesn’t compete well against its key competitor, the Tacoma, and for Toyota at least, the market is not shrinking. The Tacoma now commands about 40% of the overall US market while February 2010 sales were actually up 5.7% over the same month last year, despite the brand’s current publicity crisis. This in mind, Diaz might want to consider why the Tacoma, which sells for more than the Dakota, is doing so well.

Another example of Dodge blowing a good thing is the Durango that used to share sheetmetal with the old Dakota, once a great looking SUV and top-seller and now non-existent. Certainly large SUVs have been struggling lately, but Chevy’s Tahoe and Suburban models don’t only sell fairly well, but GM offers duplicates with GMC badging and tarted up versions wearing the crested wreath of Cadillac.

At the opposite end of the spectrum, Dodge went from near oblivion to seriously competitive with its 1994 Ram redesign, the truck that redefined the entire Dodge brand and turned the light truck market upside down. No, to think that styling is merely a key selling point is a mistake. If you don’t have it, styling is everything in the truck market. And the current Dakota clearly doesn’t have it.

Rather than trying to revise the compact pickup truck segment by creating another marginally functional unibody alternative to Honda’s unique offering, Mr. Diaz might want to rethink what was once the market’s strongest competitor. All the Dakota needs is a more efficient powertrain, a higher quality interior, and most important an attractive design. If the new Ram brand creates a compact truck with these qualities, it’ll probably claw its way back to respectability and strong sales.

Diesel Hauler
Chris “Emmy” Jackson, Canadian Auto Press

The first diesel-powered Volkswagens to appear in Canada weren’t particularly promising. In the 1970s, the Volkswagen Rabbit diesel was a diminutive little econobox with a 1.5-litre engine that returned 60 miles per gallon (4.7L/100km… and yes young’uns, we used UK-spec mpg back then – Ed.), but not much in the way of performance. Somehow, that unassuming little car still managed to develop a following, thanks to its fantastic fuel economy and reliable powertrain.

2010 Volkswagen Golf TDI Wagon

Things have come a long way since then. The latest generation of VW’s Turbo Direct-Injection (TDI) powered vehicles offer power, performance and handling that were unheard of in the early 1970s.

The TDI’s frugality and performance are even more desirable when combined with the Golf’s new Wagon body style. Unique wraparound taillights and a sloped backlight set it apart from the average station wagon.

The interior is instantly distinguished when the Golf Wagon is equipped with the available panoramic sunroof. The massive expanse of glass lets the sunshine in, and highlights the airy cabin and big cargo area in back. The spacious interior appointments are up to Volkswagen’s high standards, with clean styling that seems to have come from a price class above the Golf’s. Standard equipment includes air conditioning, cruise control and a tilt-telescoping steering wheel. Available equipment includes V-Tex leatherette seating, Sirius Satellite Radio and an in-dash CD changer. Touch-screen navigation and Volkswagen’s Media Device Interface (MDI), which enables easy use of iPods and other USB devices, are also on the options list. Behind the rear seats, there is 929 litres (32.8 cubic feet) of cargo space. Fold the seats down and the Golf Wagon’s capacity increases to 1,894 litres (66.9 cubic feet).

Like many diesels, the Golf TDI’s 2.0-litre four-cylinder doesn’t produce impressive numbers by North American standards–only 140 horsepower–but horsepower isn’t the diesel’s main selling point. Power is delivered without hesitation thanks to the broad torque band, which provides a healthy 236 pound-feet between 1,750 and 2,500 rpm, and once underway the Golf Wagon TDI is nearly silent at freeway speeds. Direct-injection fuel delivery and an electronically controlled turbocharger ensure that the TDI is clean burning as well as efficient.

On the road, the standard six-speed manual transmission makes the most of the TDI’s power, so this is not one of those “slow” diesels. In fact it drives more or less just like any Golf would, with brisk acceleration and a broad powerband that makes high-speed travel a breeze. A six-speed automatic with Volkswagen’s DSG dual-clutch Tiptronic manual shifting is optional, and doesn’t hurt the fun-to-drive factor. The Golf TDI’s 7.8L/100km city and 5.78L/100km highway fuel economy (on the EPA cycle) rivals much smaller and less enjoyable cars.

The suspension is fully independent, with MacPherson struts up front and a multi-link rear. Volkswagen’s familiar taut and responsive handling is the order of the day, even with a heavy load in the back. Electromechanical power steering offers quick response and is energy-efficient as well. Electronic stability control is standard equipment, as are the four-wheel anti-lock disc brakes. The Golf doesn’t mind being driven hard, and responds confidently to curves. What’s impressive is the Golf’s flexibility; there’s not much difference in road feel between gasoline and diesel models, or between hatch and wagon.

Volkswagen’s TDI models already have a following among the folks looking for a high-efficiency alternative to hybrid-electric vehicles, and it’s growing. The Golf Wagon TDI is a quick, no-compromise way to achieve brilliant fuel economy without sacrificing utility or driving pleasure. Golf Wagon pricing starts at $22,675, and it doesn’t cost that much to add diesel power, all things considered. The Golf Wagon TDI starts at $26,875, a price walk of just over $4,000 that still keeps it well within reach of the average consumer.

Inspired Design and Performance
Arv Voss, Canadian Auto Press

Infiniti’s flagship five-passenger sedan has upped the ante in the mid-luxury sedan class.  The goals of Nissan’s luxury division for the 2011 M lineup included: coming up with a more expressive exterior design without sacrificing interior roominess, providing increased power output along with better fuel economy, and adding exclusive new features that aid in reducing driving stress factors.

2010 Infiniti M56

Infiniti’s new design was skillfully blended with existing styling cues to maintain the M’s brand heritage and DNA.  The form is slippery in terms of aerodynamics — from the low-mounted horizontal grille to the high front fender wells and strong shoulder character line.  A definitive rocker cut line pulls the entire car’s form into a lower, more sinister stance, displaying genuine rear-wheel drive proportions with its long hood and short deck.

The new M is also wider, showcasing a more athletic overall image, with improved proportions that allow it to retain class-leading interior and cargo volume.  And despite the redesign, the new Infiniti M is nearly the same in terms of weight, compared to the previous generation, ranging from a loss of 2.7 kilos (6 lbs) in the M37 to a gain of only 45.3 kg (100 lbs) for the M56X.

The interior is all-new as well, with a theme that manages to reflect the exterior’s premium image.  Coach-built craftsmanship is apparent in the centre cluster flow and the attention to detail in door panels, switchgear and the shift panel.  Interior switches are all-new and specially selected materials generate a warm and welcoming ambience.  The use of genuine Japanese Ash wood trim is standard, with White Ash, hand-buffed with a silver powder finish, optionally available as part of a new Deluxe Touring Package.  The interior of this top-tier model also features special semi-aniline leather, a suede-like headliner and power rear sunshade.

The 2011 Infiniti M comes in four basic models, defined by engine size and drive configuration.  The base model is the M37, followed by the M37X, the M56, and finally the M56X.  Models with the “X” designation feature Infiniti’s intelligent all-wheel drive system.  Power for the M37 and M37X is delivered by a 3.7 litre, 24-valve V6 with sequential multi-port fuel injection that puts out 330 horsepower at 7,000 rpm along with 270 pound-feet of torque at 5,200 rpm.  The M56 and M56X are upgraded to a 5.6-litre, 32-valve V8 that generates 420 horses at 6,000 rpm and 417 pound-feet of torque at 4,400 rpm.

The transmission for both engines is a 7-speed electronically controlled automatic with Adaptive Shift Control and manual shift mode featuring Downshift Rev Matching.  Paddle shifters are available for RWD models as part of an optional Sport Package.  Additional inspired performance comes from “Infiniti Drive” with four selectable drive modes: Standard; ECO, which optimizes setting for greater fuel economy; Sport, which changes shift points for an enhanced performance feel; and Snow, which provides throttle modulation, limiting wheel spin.

A four-wheel independent suspension carries the new M with independent double wishbones, coil springs and a stabilizer bar up front and independent multi-link with coil springs and stabilizer bar in the rear.  The optional Sport Package-tuned suspension features upgraded springs and a double-piston shock absorber design.  Standard tires are 18-inch V-rated all-season performance units mounted on double 5-spoke alloy wheels, with 20-inch W-rated tires on split 5-spoke alloys optionally available, or standard as part of the Sport Package.  Braking is accomplished by four-wheel vented discs with antilock, brake assist, and electronic brakeforce distribution.  The Sport Package provides larger brakes fore and aft.

Other Sport Package upgrades include: a sport suspension with double-piston shocks, four-wheel active steering, where rear wheels turn in phase with the front wheels up to 1 degree; a specific front fascia with dark finish headlamps and grille; sport seats with enhanced bolstering; sport steering wheel and shift knob; and aluminum pedal accents.

There is a number of additional packages available, filling the M with myriad features.  The Infiniti M’s technology inspiration delivers a continuation of their “Safety Shield” driver assistance technology featuring Lane Departure Warning, Lane Departure Prevention, Intelligent Brake Assist (Forward Collision Warning), and Intelligent Cruise Control.  An upgraded Blind Spot Intervention System takes blind spot warnings to the next level by applying selective braking, helping the driver to bring the vehicle back to the centre of the driving lane, should a vehicle be detected during an intended lane change.  The new Active Trace Control system aids in enhancing the transition from braking into and then accelerating out of corners, by applying selective braking to help create increased steering response.  Active Noise Control helps to cancel undesirable low-frequency engine sounds by utilizing door speakers when equipped with Bose sound systems.  And a new Forest Air system provides a breeze mode that creates artificial airflow variations while filtering cabin odors, bacteria and viruses.

Base pricing for the 2011 M lineup starts at $52,400 for the M37, notably $3,100 less than the base 2010 M due to offering rear drive.  You’ll need $54,900 for the M37X, $600 less than last year’s version. The M56 with rear-drive is $3,350 less than the 2010 M56, and you’ll need $68,700 for the top-of-the-line M56X, $850 cheaper than the 2010 model.

I was afforded the opportunity to experience the 2011 M37 and M56 S (with Sport Package) during the national press launch, which took place in San Diego, California.  I began my drive with the M56 S and wrapped up with an M37.

The M56 S obviously has considerably more power and provides added amenities, but the M37 base model would prove to be an ideal vehicle for the majority of consumers, as it cranked out plenty of power, yielding outstanding acceleration and superb handling characteristics.  The active steering system isn’t readily discernable, since the steering feel is already positive and on centre.  The ride quality delivered by the Sport Package’s beefier suspension was admittedly firmer than that served up by the M37, which was by no means mushy.

Both the M37 and M56 S haul the mail with aplomb, while holding the road surface tenaciously and remaining flat and stable over challenging, twisty roads.  Both are equally pleasant to pilot in more sedate freeway scenarios.

Both vehicles also feature exceptional comfort levels, while offering a host of technological marvels.  The cabin layout sports ideal positioning for all switchgear, with more than ample nooks and crannies for stashing personal gear.

Bottom line, it’s no stretch to summarize that the team at Infiniti did their homework well, and as a result, successfully achieved the goals that were ambitiously set.  The M in any of its forms proves itself to be a rewarding, safe and secure mid-luxury sedan to pilot in virtually any situation.

Will the US Postal Service Follow Suit?
Canadian Auto Press

It’s the kind of fleet deal dreams are made of.  Ford of Canada appears to have put together an extremely sweet sale last week with Canada Post that will see the automaker deliver a total of 1,175 Transit Connect cargo vans to the national mail service.

Ford Transit Connect

Having gone through a competitive bidding process to select the new postal vans, including initial cost and overall lifecycle expenses, the Transit Connect won with flying colours.  Chief amongst considerations was fuel economy, and to that end the four-cylinder Transit Connect achieves superb efficiency compared to its cargo-hauling rivals at 9.5L/100km in the city and 7.9 in the city.

The new Transit Connect vans will replace the older Grumman Long Life Vehicles (LLV) produced by General Motors, which live up to their LLV nameplate but are not known for fuel economy.

The question remains whether or not the much larger US Postal Service fleet will follow suit, its fleet almost made up largely of Grumman LLVs.   If so, Ford’s US operations would be able to tap into a total fleet of more than 260,000 delivery vehicles.  Being that the Transit Connect is the only true compact delivery van on the North American market, a similar deal to that in Canada appears likely.

Fiat 500EV to be Engineered in Auburn Hills, Michigan
Canadian Auto Press

Although Chrysler’s winged emblem would fit perfectly over Fiat’s badge and strikethrough chrome bar up front on the 500’s nose, the cute little European will serve as a friendly “Hi, I’m back again,” notice to North American consumers that may have parents still remember how difficult it was to get parts for cars that needed them often.

Fiat 500

The modern Fiat is a much different car company than that distant memory, however, and while its cars were once temperamental they almost always delivered high style and reasonably good performance, for the era.  The new 500 will perform in an entirely new way for today’s buyer, mind you, as an ultra-hip urban runabout and outrageously frugal gas miser.  And just announced, also as a pure electric vehicle destined, dubbed 500EV, sure to have North American environmentalists spinning on their axes to get a better look.

The Fiat 500 showed up on Chrysler’s auto show stand this year, but the automaker waiting until now to announce that the 500EV would be arriving in 2012.  Featuring an advanced lithium-ion battery pack, a high-powered electric powertrain module and EV control unit, the tiny commuter will actually be engineered at Chrysler’s Auburn Hills headquarters, and not Italy.

Four Door Muscle
Chris “Emmy” Jackson, Canadian Auto Press

A lot of folks think that muscle cars are exclusively two-door coupes.  The Chrysler 300C SRT8 begs to differ.  Sure, it’s a “luxury performance sedan” that competes with long-distance, high-speed cruisers like the BMW M5 and Audi S6 at a much lower price, but the first time you get on the gas and the HEMI V8 under the hood smacks you in the backside with an unmistakable roar, there’s no doubt that this car has the heart of a dragstrip monster.  The equipment puts the 300C SRT8 in the luxury performance sedan class, but that V8 growl is all muscle car.

2010 Chrysler 300C

The 300C broke ground when it first hit the streets, offering high-luxury looks and a rear-drive powertrain at a relatively affordable price.  At the time, Chrysler was a part of Mercedes-Benz, and the brand took advantage of a bit of German engineering to produce a handsome family sedan with solid, European-influenced construction.  The deal was sweetened with the introduction of the high-performance 300C SRT8.

The looks of the Chrysler 300 haven’t changed much since its introduction in 2005.  The massive grille and four-element headlights that dominate the front are familiar, but don’t look outdated thanks to body-coloured inserts that make for an imposing monochrome look. Luxury and performance are nicely blended with 20×9-inch Alcoa wheels wrapped in high-performance 245-series rubber and an exclusive aluminum grille.  The 300’s upright silhouette and low-roof, high-sides stance gives it a unique road presence.   Subtle ducting has been added for brake cooling, and a small spoiler at the rear is a real aerodynamic aid, not a showpiece.

No holds were barred when it came to the 300C SRT8’s powerplant.  Chrysler installed the big-gun 6.1 HEMI V8 under the hood of its flagship sedan, naturally.  425 horsepower is a lot of grunt, and the HEMI delivers with the appropriate soundtrack.  Chrysler claims a 5 second 0-100 km/h run, and the seat-of-the-pants meter says that’s accurate.  When it comes to real-world performance, the 300C SRT8 has no problem running with a Chevrolet Camaro SS.  A five-speed automatic transmission is standard, and it’s strong enough to control the horsepower without resorting to harsh, unpleasant shifts, and good gear spacing means that it doesn’t run out of steam at higher revs or extralegal speeds.

As you might have guessed from the German influence on the 300C, this car was developed with long-distance freeway travel in mind, and that’s a task at which it excels.  The 300C uses a fully independent suspension consisting of a short-long arm front setup and a five-link rear.  This base has been tightened up with new springs and bushings and the obligatory fat anti-roll bars.  The 300C SRT8 gets unique suspension knuckles that lower the car about half an inch compared to the working-class version.  This is a big sedan, but it can run with smaller sports coupes thanks to excellent front-to-rear weight balance.   The standard electronic stability program with traction control has been retuned so that it doesn’t kick in and spoil the fun–until absolutely necessary, of course.  In slippery weather, it contributes to docile handling.

The 300C SRT8’s crazy horsepower is tethered to reality by massive brakes with big red Brembo calipers that are visible behind the wheels.  The vented rotors measure 360 mm up front and 350 in the rear and will bring the big four-door to a halt from 60 mph (96.9 km/h) in a nosebleed-inducing 33.5 meters (110 feet).

The advantage the 300C SRT8 sports over the average muscle car is that it is a large, comfortable sedan, with two broad seats up front and room for three across at the rear.  Splitting the difference between sports cars and sports sedans, the 300C SRT8 does a good job of combining the best elements of both.  Inside, comfortable yet grippy sueded seats hug the driver and front-seat passenger. Available options include Chrysler’s “Uconnect” voice activated, hands-free Bluetooth phone system; premium audio system with a 30GB music hard drive, touch screen, six-CD changer and DVD/MP3 capability; adaptive cruise control; navigation system; Sirius Satellite Radio and a rear-seat DVD entertainment system.

Critics will complain that the 300C SRT8’s familiar design and arguably outdated chassis give the edge to the Germans in refinement.  Chrysler makes up for that disparity with pure, unadulterated fun, a quality that’s sometimes lacking in luxury sport sedans.  The 300C SRT8’s $48,345 MSRP undercuts the competition by a significant margin.  It’s serious fun.