Every year, the editors at Post Driving put together a New Vehicles section featuring new model reviews written by members of the Post Driving team. Following is a selection of reviews of new models for 2010:
Check out our gallery of 2010 models
SPORT & PERFORMANCE
2010 Aston Martin DBS Volante
I was previously impressed with the DBS Coupe, the Volante's predecessor. Six litres of high-revving, DOHC V12 bristling with 510 horsepower is hard to argue with, especially when it's accompanied by an exhaust note that could have been written by Chopin or Wagner.
In the Volante, the effect is even more delicious since there's a completely open roof, providing access to that marvellous exhaust note. I know that reading about how good a car sounds makes for a seemingly facile reason to laud a $310,100 automobile, but for true lovers of the internal-combustion engine, the DBS's cacophony is pure aural delight.
As for the rest of the car, it is essentially a Coupe with its top lopped off. Other than a slightly more robust rear suspension subframe, the Volante needs no further frame stiffening despite the loss of its roof. Over some extremely lumpy English B-roads, there was no perceptible cowl shake whatsoever, even after selecting the seriously firm suspension setting.
The aforementioned stiff suspension also makes the Aston Martin extremely nimble for something originally intended for more sedate grand touring. Despite having some of its V12 mounted ahead of the front axle, the DBS proves remarkably adept at navigating tight turns at sports car speeds. Even in its convertible form, the DBS is the one DB9 variant that feels as if it might be comfortable being flung around a race track at speed.
Inside the Aston, the materials are all exquisite. Four cows or so sacrificed their skins so one Aston Martin interior could be lined. The electronic key has crystal inlays and the gearshift knob is beautifully polished aluminum, cool to the touch and easy to shift through its six gears despite a clutch that insists on engaging quite late in its travel. David Booth, National Post
2010 Audi R8 5.2 V10
The new R8 with its 5.2-litre V10 engine is just plain radical. Not only does the R8's monster, naturally aspirated engine attain the Holy Grail of more than 100 hp per litre of engine displacement, it only has to motivate 3.1 kilograms of automobile for each of the stallions it develops. It is a wickedly fast automobile.
The V10 is a work of art, delivering 525 hp and 390 pound-feet of torque, 80% of which is ready to run at 1,000 rpm.
Power is fired to the road through a six-speed manual transmission or Audi's optional R tronic box. The manual's gate is easy to live with and the clutch pedal action is pleasantly light. The sequential R tronic has paddle shifters and accomplishes what's needed.
From the transmission the power reaches the massive P235/35R19 front and P295/30R19 rear tires through Audi's quattro all-wheel-drive system. In this case, the system sends 85% of the engine's power to the rear wheels, which imparts a rear-drive feel to the road-ready race car.
When it comes to handling, the R8 is nothing short of amazing. The two-mode system (comfort and sport) delivers the right amount of damping. When loafing along, the ride comfort is commendable. Yes, it is firm, but it does not rattle your fillings loose. Drop the hammer and the lot firms up to banish body roll. Factor in the razor-sharp steering and a massive set of brakes (optional ceramics on the test car) and the R8 can be driven into a corner at alarming speeds without fear of fade.
When not thrashing around a race track, the R8 V10 does an impeccable impersonation of a full-on luxury car. The wingback seats are wrapped in buttery-soft leather, there's a navigation system, power everything and a delightful 425-watt Bang & Olufsen sound system with 12 speakers.
The R8 V10 is a world-class supercar that balances its awesome power with the niceties of life. Graeme Fletcher, National Post
2010 Audi S4
It takes but minutes on the narrow, winding country roads to begin to appreciate how sweet the next-generation Audi S4 is - it's a four-door sedan that behaves like a true sports car.
This fifth-generation S4 has deviated from the previous iteration by swapping the throaty V8 for a potent V6 that not only delivers 333 eager horses but a wide band of pulling power. The source of this impressive power is a 3.0L six-cylinder, the newest member of Audi's V-engine family. It combines a completely new version of Audi's FSI fuel injection technology with a Roots-type supercharger - plus a pair of intercoolers - to deliver near-instant response. Better yet, it accomplishes this while using approximately 27% less fuel.
The new S4 comes with a smooth six-speed manual gearbox, or one can opt for the seven-speed S tronic dual-clutch transmission. With the latter, you can drive in fully automatic mode, letting the box make the gear choices, or you can engage the paddle shifters on the steering column or stir the shift lever directly if you're in a sporty mood.
Of course, as with all Audis, the S4 comes with the quattro permanent four-wheel-drive system, which splits engine power 40/60 front to rear in normal driving. When needed, that output can be redistributed within fractions of a second.
The S4 is based on the redesigned A4 sedan, which has been stretched to provide more interior room, especially in the rear-seat area.
The S4 will only be offered in Canada as a sedan; the Avant wagon model will also be available in Europe. Clare Dear, National Post
2010 Audi A5/S5 Cabriolets
While most competitors have gone to a rigid-and-retractable roof setup for their cabrios, Audi is bucking that trend and sticking with a fabric roof for the A5 and S5 in the interest of low weight, speedy operation and more cargo space. Indeed, opening or closing the fabric top takes only about 15 seconds and can be done while the car is in motion, provided the speed does not exceed 50 km/h.
Performance enthusiasts who crave sunshine may be disappointed to learn that the droptop S5 is not powered by the lusty 4.2L V8 found under the hood of the S5 coupe but rather by the supercharged 3.0L V6 derived from the A6 sedan. Rated at 333 horsepower in the S5, this blown V6 is no slouch, but it does not have the throaty sound common to V8 engines.
On winding roads, it is easy to hustle the S5 along, thanks to its very stiff chassis, standard quattro all-wheel-drive system, the broad and constant torque band of the supercharged engine and the standard fast-shifting seven-speed S Tronic double-clutch gearbox, which is absolutely stellar.
The A5 Cabriolet will be available in Canada with the 3.2L, 265-hp V6 engine, standard quattro all-wheel-drive as well as the Tiptronic automatic gearbox. Compared with the S5, the A5 feels more relaxed and drives like a solid touring car, but it does not relish being hustled around corners as much as the faster S5. Gabriel Gelinas, National Post
2010 Audi TT RS
Not only does the new TT RS boast a whopping great 340 hp from its 2.5L engine, it does so with the promise of everyday drivability, Audi having the audacity to offer such a hot rod with its standard four-year powertrain warranty.
The four-wheel-drive Audi scoots to 100 kilometres an hour in just 4.6 seconds.
Like so many turbocharged engines, the RS's 2.5L shuts down quite early. Though it's redlined at 6,800 rpm, those maximum 340 horses arrive at a relatively low 5,400 rpm and, although the power doesn't drop off dramatically, revving much past 6,000 rpm serves little purpose.
Unlike TTs past, the RS's chassis is also up to the job of handling all this performance. Certainly, the coupe version's combined aluminum and steel framework is stiff enough to handle the new-found turn of speed. But what really makes the RS stand out is Audi's new high-tech magnetic ride suspension. Essentially shock absorbers with damping fluid that reacts to electrical impulses, the magnetic ride system is one of the most sophisticated and quickest-reacting adjustable suspensions available.
The TT has always been a car for the small of frame, but the RS's seats are the tightest I have ever experienced. If your Levis are any wider than a 34 regular fit, you may have trouble fitting into the RS. The rest of the car's interior is standard Audi fare, which is to say a combination of excellent build quality and the finest quality leather and trim bits. As befits the RS's pure sports car intent, the switchgear is far more basic than standard fare.
Certainly, the rest of the car screams of Audi's best. The company's success at endurance racing has to be credited for its ability to make what should be a highly strung and short-lived go-kart feel so
sophisticated. David Booth, National Post
2010 Chevrolet Camaro
The new Camaro, though shaped like the iconic '60s version, is modern enough that the young won't brand it a fuddy-duddy's car. Even better is that it is truly a modern car underneath that (semi-) retro skin.
For instance, like its Challenger and Mustang competition, the most satisfying version of the new Camaro is the 6.2L LS3 V8, hooked up to the manual transmission. It boasts 426 hp and accelerates the Camaro to 96 km/h in a scintillating 4.7 seconds. It's also relatively civilized to boot. Combined with the slick TR6060 six-speed manual transmission, the SS's V8 powertrain feels far more sophisticated than anything originally designed 40 years ago has a right.
Where the Camaro absolutely kills its domestic competition is the performance of the base six-cylinder. Essentially the same 3.6L DOHC direct fuel-injected V6 that powers the Cadillac CTS and other premium GM products, in Camaro guise the engine pumps out a creditable 304 hp. That's enough to motivate the car to 96 km/h in just a hair more than six seconds. Not only that, the 3.6L feels very lively. Once past 3,500 rpm, it revs freely and quickly and, will wonders never cease, it gets decent gas mileage.
The biggest surprise, though, is the car's handling. Lighter than its domestic competition, it also sports the independent rear suspension and wears - in RS V6 and V8 guises, at least - low-ish-profile 20-inch Pirelli PZero performance radials. Save for steering being a smidgen overboosted, the better-equipped versions of the Camaro handle very well.
The Camaro's interior, with a few caveats, fares well. The fit of the various body panels is excellent. There's more room than anticipated, especially in the rear, and the leather on the top-of-the-line model is excellent. There are a few gaffes, though. While the driver's side of the dash is well styled, the passenger's side is just a huge slab of plastic.
Still, the Camaro surprises and delights. The base V6 starts at a very competitive $26,995, and the SS costs $40,995. It's worth the money. David Booth, National Post
2010 Ford Shelby GT500
Setting the limited-production Shelby apart from everyday Mustangs is not just badging and a cleaner, meaner front end tied to a power dome aluminum hood but design input from Carroll Shelby himself. Exterior changes are tastefully done. But easily the most satisfying aspect of the GT500 is its new-found level of refinement.
The twin-disc clutch engages with ease. The Brembo brakes are excellent. Shifts are crisp and delightfully short. Taller ratios in fifth and sixth result in better fuel economy. More importantly, the lower ratios quiet the cabin while cruising, so the engine is turning at a mere 1,500 rpm at 100 km/h. The car's horsepower jumps to 540 from 500.
With 510 lb-ft of torque from the supercharged, 5.4L V8, that's enough blazing saddles to make the Shelby feel as fast as a Porsche 911 Turbo. The standard limited-slip rear differential makes the rear wheels behave with predictability, aided by traction control that can be set to sport mode or completely shut off.
Not hard to notice is the GT500's delicious sound. That crisp, unmistakable bark from the four-inch chrome ports tells the world this is an all-American muscle car that has finally matured to the point where it can proudly wear the name of a legend. Derek McNaughton, National Post
2010 Hyundai Genesis Coupe
The Genesis Coupe is likely to upset more than a few apple carts. Consider this: The Coupe is based on the exemplary Genesis sedan framework, is as sexy as a supermodel and costs but $34,995 in its fully loaded GT trim, replete with big rubber and Brembo brakes. It doesn't take a huge imagination to realize it will draw an appreciative crowd.
For one thing, the new coupe is rear drive like the sedan, a layout that virtually guarantees sports car bona fides. Equipped with the GT's 19-inch wheels, sticky Bridge-stone Potenza rubber and precisely metered rack-and-pinion steering, the Genesis is seriously sporty.
The Coupe also steers and handles with élan. Will it corner with a Nissan 370Z? Doubtful. Nonetheless, this is a bona fide, "scorch around turns and brake wa-a-ay deep into corners" sports coupe. The only major improvement I could envisage would be a moderate weight loss since the coupe weighs 1,592 kg.
In the engine compartment, the Genesis offers two choices - the 3.8L V6 that serves as the base engine in the sedan and a new-for-Hyundai 2.0L turbocharged four-cylinder. Naturally, the 3.8L forms the backbone of the GT version and its 306 hp is more than ample motivation. It also sounds great. Its only (small) flaw is a little softness to its low-rpm response, an attribute easily addressed with the slick-shifting, six-speed manual.
The 2.0 turbo sports only 210 horses. I say only because there is an important mitigating factor - the car's $24,495 price is incredibly cheap for a full-sized, rear-drive sports coupe (even the full-zoot GT costs only $30,745).
The Coupe is another premier automobile from Hyundai. It is not quite the tour de force the Genesis V8 sedan has morphed into, but its combination of performance, style and excellent value mean Hyundai has once again forged into yet another market niche with a serious contender. David Booth, National Post
2010 Jaguar XFR
Jaguar's newish XF is nothing like the conservative, retro-styled S-Type it replaced. One of those coupe-styled sedans spreading through the luxury segment like wildfire, the XF is the first Jaguar sedan in almost a decade to break loose from the strictures of traditional styling and actually goes back to what Jaguar has historically done best - design avant-garde, forward-looking automobiles. And now that Jaguar has tacked one of its famed R badges to the XF's butt, it is determined to become the sporty car company it once was.
Evidence can be found in the new XFR's spec sheet, which shows 510 hp from a new 5.0L supercharged V8.
The word that instantly comes to mind to describe the XFR's attitude is sharp - as in the throttle responds sharply to one's right foot, the huge 380-mm front ContiTeves discs respond sharply to a healthy stomp on the brake pedal and the Dunlop SportMaxx front tires bite sharply into the tarmac when negotiating hairpins at speed. Where previous Jaguars always felt soft compared with their direct rivals, the new XFR provides stiff competition for the BMW M5 and Mercedes' CLS63 AMG.
In fact, the XFR feels more powerful than either, easily outpowering both at engine speeds below 3,000 rpm. Although the XFR boasts its 510 hp at 6,500 rpm, it is the 461 lb-ft of torque that stretches all the way from 2,500 to 5,500 rpm that really impresses.
The chassis is similarly aggressive. Tossed energetically into corners, the XFR reacts more like a BMW than a traditional Jaguar. Roll is well contained, grip remains assured well past the limit of common sense and there's never any question of the suspension giving up the ghost and turning into a wallowing beast. As advertised, the computerized suspension - with continuously variable damping - offers a decent ride, yet it can firm up enough to all but eliminate body roll.
Perhaps the best news is the new XFR's price. At $85,300, it costs barely more than the last iteration of the S-Type R. If this be Tata ownership, then we should consider it a blessing. David Booth, National Post
2010 Jaguar XKR
Jaguar has two all-new engines for 2010. The more powerful of those, the supercharged AJV8 Gen III, is a masterpiece and is available in both the new XFR and the revitalized XKR.
In the new XKR's case, there's a sense of transformation. Each successive iteration of the XK series has moved the big coupe/convertible further away from that poncy XJ-S boulevardier that so proclaimed Jaguar as the sporting car for the old at heart.
With the addition of Jaguar's 510-hp, supercharged 5.0L V8, the break with that flaccid past is complete. Beyond just its outrageous power, the new 5.0L blown V8 is responsive like few other engines. There's power everywhere, the surge when you mat the throttle is relentless, even at higher speeds, and even a brush of the throttle has you cruising at a buck-ninety when you really just wanted 150 km/h.
What's even more impressive, however, is how the entire powertrain reacts when you pump the throttle. The XKR's response is razor sharp, the V8 instantly responding and the six-speed ZF automatic downshifting to just the right gear to take advantage of its labour.
The powertrain is a little more stiffly suspended than before and imbued with the steering rack of the limited-production XKR-S. Like the engine, the handling is more aggressive than in the past, turn-in is sharper and roll is all but totally contained.
The interior, swaddled as it is in English cowhide and wood trim, is extremely luxurious.
Price-wise, the XKR can be something of a bargain - if it's compared with the Mercedes SL 63 and BMW's M6. Otherwise, the $107,000 Jaguar Canada wants for the coupe and the $114,000 it wants for the convertible is pricey, though still far from outrageous. David Booth, National Post
2010 Mazdaspeed3
The second-generation Mazdaspeed3 ups the visual ante without being gaudy.
Outwardly, the large hood scoop, a body kit that includes a rear spoiler and RX-8-like front fenders, a different grille and LED tail lights are the key differentiators.
Inside, the design will be familiar to anyone who has driven the Mazda3 hatch. The addition of a snazzy red fleck to the cloth/black leather sport bucket seats (the same fleck is also picked up in the trim accents and door panels), a different gauge cluster and boy-racer pedals (the lone concession to gaudy) are the key upgrades. The only other giveaway, which speaks to the Mazdaspeed's potential, is the boost gauge nestled between the tachometer and speedometer.
The highlight of the latest Mazdaspeed3 is its engine. The direct-injected 2.3L four-cylinder engine employs a turbo, which blows 15 psi, and an air-to-air intercooler that sits atop the motor - the hood scoop is functional as it feeds air directly through the intercooler. With 263 hp on tap, each of the blown stallions has to motivate only 5.65 kg of automobile. The real beauty, however, is the 'speed's seemingly endless torque plateau. The lag-free turbo puts 280 lb-ft of torque at the driver's right boot at just 3,000 rpm. Stand on the gas and the Mazdaspeed3 rips off the line with its oversized P225/40R18 tires scrambling for grip.
Mercifully, the limited-slip differential quells most of the expected torque steer, as the traction control system prevents the tires from melting during the process. What an unexpected rush! Mazda claims a zero-to-100-km/h time of 6.1 seconds and an 80-to-120-km/h time of five seconds. It feels so much faster, somewhere around 5.7 and four seconds, respectively.
Power is fed to the pavement through a six-speed manual box that features revised ratios. First gear is abnormally low (3.214:1); second through fourth gears then keep the engine at a roaring boil. Only when one shifts into fifth do the ratios drop below 1:1! It is a short-shifting box that seems to relish a snappy shift.
The Mazdaspeed3's brakes have been upsized to deal with the increased performance. The 320-millimetre ventilated front discs and 280-mm solid rear rotors provide fade-free stopping power. Even after being beaten with a heavy foot corner after corner, the pedal remained crisp and responsive.
The enormous smile at the end of each and every lap tells the Mazdaspeed3's dynamic story better than words. There are some supposedly sportier rides that should be as much fun to drive. Graeme Fletcher, National Post
2010 Mercedes E63 AMG
The Mercedes E63 AMG's 6.2L V8 pushes no fewer than 518 stallions (up 11 hp) and 465 lb-ft of torque through a new transmission to the road through P285/35R18 rear tires. As a combination, the powertrain is nothing short of spectacular.
Tromp the E63's loud pedal and things happen in a hurry. The high-revving V8 (it redlines at 7,200 rpm) spins up to speed quickly as the exhaust tone changes from purposeful to ferocious. It takes all of 4.5 seconds to warp 1,840 kg of leather-lined luxury to 100 km/h, and the big E turns the 80-to-120-km/h passing trick in 3.5 seconds.
In fact, the rate of acceleration begins to tail off only as the car nears its electronically controlled top speed of 250 km/h. Remarkably, this engine posts these very quick times while sipping 12% less fuel than did the previous engine.
The powertrain's other highlight is the AMG Speedshift MCT (Multi-Clutch Technology) seven-speed automatic transmission. The key to its livelier feel is that the traditional torque converter has been replaced with a mechanically more efficient multi-plate wet clutch. The transmission also offers four distinctly different driving modes and a launch control system.
Speed is nothing without the ability to carve corners. Here, the E63 succeeds yet again. The AMG Ride Control sports suspension uses steel springs up front, AMG-tuned air springs at the back and electronically controlled dampers at both ends.
The car's interior touches complete the go-faster theme. The 14-way sport seats deliver impeccable lateral support, the steering wheel, complete with paddle shifters, puts some heft in the driver's hand and there are brushed stainless steel pedals (something I could live without).
The first AMG-tweaked car to taste success was the 300 SEL that won its class and finished second overall at the 24-hour race at Spa-Francorchamps in 1971. The latest E63 AMG is another ‘bahn burner of the first order. It is incredibly fast, it handles like the dickens and it certainly qualifies as more than luxurious. The fact it's a spacious four-door sedan tops things off. For a driver with family commitments, it is the ideal set of wheels - family friendly and race track ready. Graeme Fletcher, National Post
2010 Nissan 370Z Roadster
Since the first open-air model - the 1993 300ZX targa-top - Nissan's Z car has enjoyed a special spot in the hearts of those who prefer to go topless. The latest 370Z Roadster rides on a wheelbase that's 100 millimetres shorter than the previous 350Z, the body has been strengthened and the ragtop is completely new. It's a combination that will see the Z's popularity continue unabated.
The revisions start with the bolder look and continue throughout the cabin. Soft-touch materials ring the predominantly black interior, and the layout is logical for the most part. There are only two options available - the Sport package and the Sport package with navigation. The latter includes a hard-drive navigation system with 9.3 gigabytes reserved for music storage.
The new convertible top is a cinch to operate. Holding a button raises and lowers the roof in about 20 seconds. This can be accomplished without having to apply the parking brake and at speeds of up to five kilometres an hour. The fact the fabric roof folds down into its own compartment means the luggage space remains the same regardless of roof position - 4.2 cubic feet.
Power comes from a 3.7L V6 that puts a healthy 332 hp at the driver's disposal. Power is relayed to the rear wheels through either a six-speed manual or a seven-speed manumatic. Both work equally well. The manual has a refined gate, a light clutch and a welcome twist - it rev matches on downshifts (a feature that's part of the Sport pack). The system is smart enough that it knows which gear the driver is about to select and so it blips the throttle accordingly. The manumatic does the same rev-matching trick whenever the driver pulls back on the downshift paddle. The upshot is that it does not matter which box one selects as both do the engine justice.
Likewise, the handling is top-notch. There is virtually no cowl shake. Credit the increased stiffness built into the new car. When pushed, the 370Z hunkers down and exhibits a neutrality that's rare. The 370Z Roadster is fun to drive and has plenty of power. However, it's the new pricing that will seal the deal. The base car retails for $46,998, and the Sport model is $50,998. Graeme Fletcher, National Post
2010 Porsche 911 GT3
The GT3 is a race car with a licence plate. It is both insanely fast and extremely responsive, reacting with such immediacy to every input that it allows for instant connectivity between driver and asphalt.
The biggest change has taken place in the engine bay, with displacement that has risen to 3.8 litres from 3.6. This results in a 20-hp hike to 435 hp at 7,600 rpm and an increase in torque to 317 pound-feet at 6,250 rpm (from 289 lb-ft).
The direct-injection technology introduced on both the 911 Carrera and the Boxster S remains conspicuously absent on the new GT3. Ditto the newly developed PDK double-clutch gearbox, which was passed over because it would add 30 kg to the car's weight- and because GT3 owners prefer to change gears by way of the ultra-precise shifter, with throws that have been shortened by 20% on the new car. The new GT3 is also one of the most satisfying cars to drive, with a rich and enthralling engine note that will have you gunning the engine to the redline with almost reckless abandon.
So, is the new GT3 any faster than the previous model? Yes, but not by much. The dash to 100 km/h now takes 4.1 seconds, 2/10ths of a second quicker than before, and the top speed is rated at 312 km/h. Even though that might not sound like much of an improvement, consider how high the bar had been set by the previous GT3. The new engine puts out 114.5 horsepower per litre of displacement, has an 8,500-rpm redline (up 100 from the previous engine) and is equipped with no less than seven oil pumps in order to effectively cope with the high g-loads experienced on race tracks.
The new GT3 is also equipped with an improved version of the Porsche Stability Management system, which is so well calibrated it only intervenes when the situation truly calls for it.
Style-wise, the new GT3 gets bigger air intakes both front and rear. At the back is a massive fixed rear wing with sideplates reminiscent of the ones on the racing GT3 and that bear the designation 3.8 in reference to the engine's displacement.
The new GT3 is a perfect example of Porsche's philosophy of constant improvement. There is no quantum leap forward, just a relentless raising of the bar through myriad incremental modifications and upgrades to the car's various systems. This results in a machine that is greater than the sum of its parts - the GT3 is the best 911 yet. Gabriel Gelinas, National Post
2010 Porsche 911 Turbo
Porsche says its all-new 911 Turbo has less turbo boost - 11.8 psi versus 14.7. That doesn't initially sound like a good thing. The good news is that turbo boost is one of the few things diminished. Indeed, horsepower is up to 500 from 480, torque increases to 480 lb-ft from 460 and there are now seven speeds in its automatic (PDK) gearbox rather than five. That's because the Turbo not only gets a boost in displacement, to 3.8 litres from 3.6, but also receives an all-new Direct Fuel Injection (DFI) system, which dumps fuel directly into the combustion chamber rather than the intake manifold. One of the benefits is that the fuel remains cooler and also the combustion can be better controlled. Being able to raise the compression ratio allows better response and better fuel economy.
Of course, what everyone really cares about is the performance - Porsche says the Turbo's top speed is 312 km/h and its zero-to-100-km/h time is officially rated at 3.4 seconds. It sprints through the quarter-mile in just 11.4 seconds.
All those figures are achieved with Porsche's new PDK transmission. It may replace the Tiptronic as the "automatic" in the Turbo's lineup, but, in reality, the PDK is a seven-speed, automatically actuated, dual-clutch manual transmission. Having that seventh speed helps fuel economy by reducing revs at highway speeds and, because the extra gears are more closely spaced, it helps acceleration, too. But, what really enhances the Turbo's acceleration is its "launch control" mode. Push the "sport plus" button on the dash, depress the brake pedal while mashing the throttle and, as soon as you lift your left foot, the 911 rockets ahead with the computer modulating both clutch and throttle until it senses there's enough traction.
The 911 Turbo also has such automated gadgets to aid its handling. Besides the all-wheel-drive system that is almost mandatory to make all the torque manageable, there's also traction control and Porsche Stability Management. This last is vastly improved over its predecessors, not intruding quite as early in the proceedings as the original over-enthusiastic system.
According to Porsche, all these goodies add up to the 2010 911 Turbo being 10 seconds faster around the famed Nürburgring circuit. David Booth, National Post
2010 Volkswagen GTI
For almost as long as Volkswagen has had the Rabbit/ Golf, it has had the higher-performance GTI. The new German-built Gen VI debuts a thorough refreshening of its body and interior, the refinement of the carryover Gen V's powertrain and an increased level of technical sophistication.
Under the hood is the carryover turbocharged 2.0L, direct-injection TSI four-cylinder. With 200 hp and 207 lb-ft of torque, VW claims a zero-to-100-km/h time of 7.2 seconds for the six-speed manual and 6.9 seconds for the dual-clutch, six-speed DSG transmission.
The new GTI is a beautifully composed machine that while quick in a straight line well past the point of legal speed limits lives for the twisty bits.
While I'm a dedicated manual gearbox user, the optional DSG - a dual-clutch transmission using direct shifting that automatically engages and disengages gears sans clutch pedal - is a delight. A computer engages one clutch on the next gear needed, just as it releases the other clutch from the previous gear. Drivers have a choice of using the console-mounted stick shift or steering wheel-mounted paddle shifters. Upshifts are instantaneous and seamless; downshifts are equally quick.
At first viewing, the new GTI doesn't seem as aggressive as its predecessor, but that changes the more one takes in the details such as the grille and character lines. The new GTI also sits slightly lower than its predecessor - by 26 mm - and is about 20 mm wider.
While the sixth-generation GTI will find itself up against quicker and/or less expensive cars, it's doubtful many will match the VW in refinement, comfort and prestige. Brian Harper, National Post
LUXURY
2010 BMW 750i XDrive
Despite the fact the new 7 Series was launched at the beginning of the year, BMW is already expanding the model range. Toward the end of this year, a new V12-powered 760i will arrive with a new eight-speed automatic transmission. There is also the addition of BMW's sophisticated xDrive all-wheel-drive system to the 750i. This is a first for the 7 Series and something that's destined to become very popular because of the ability it adds to an already sure-footed sedan.
Under normal circumstances, xDrive splits the power 40/60 front to rear. The beauty is that because the system monitors a number of different sensors xDrive is proactive, which means it begins to redistribute power before the car loses traction. When travelling at speed, the system relaxes the power split (20/80 front to rear). Conversely, matting the gas sees the system lock the centre differential. This splits the power evenly front to rear and banishes unwanted wheelspin.
Naturally, there's a topflight electronic stability/dynamic traction control system. This electronic overseer not only does the usual understeer/oversteer correction in conjunction with xDrive (it alters the power split to compensate for any wayward tendencies), it also features something called Performance Control, which uses the brakes to physically turn the vehicle into a corner.
The xDrive model features the same 4.4L twin-turbo V8 as in the regular 750i. This motor is not only sublimely smooth, it packs a hellacious punch when the gas is nailed. When the turbos spool up to speed, which happens in a hurry, the engine produces 400 hp and 450 lb-ft of torque anywhere between 1,800 and 4,500 rpm, which allows the 7 to run to 100 km/h in approximately 5.5 seconds.
Adding the ability of xDrive to the usual accoutrement that defines the 750i is a smart move because of the manner in which it all comes together. Graeme Fletcher, National Post
2010 Lincoln MKS
Ford's EcoBoost program is essentially a new range of V6 engines that benefit from a combination of direct-fuel injection and turbochargers to offer the power of a big-displacement V8 but with the fuel economy of a small six.
The greatest surprise is that the turbocharged V6, as found in the Lincoln MKS, is as torquey as a larger-displacement V8. In fact, it is more so. Thanks to Ford's decision to use two tiny turbochargers instead of one larger compressor, the turbines are able to spool up at lower engine speeds, providing more boost - and, therefore, more torque - at lower rpm. Ford claims that the MKS's maximum torque of 350 lb-ft is available at a low 1,800 rpm.
Nonetheless, the MKS feels plenty powerful off the line and in passing manoeuvres. There's virtually no turbo lag since those two small compressors react so quickly and there's plenty of urge to move the MKS, despite its somewhat portly 1,944-kg curb weight.
Lincoln has added an all-new suspension calibration for the EcoBoost MKS. Stiffer in every regard, the boosted version is far more sporting. On the track, the turbocharged MKS remained flat and on line, more committed to handling high speeds than any Lincoln yet. The MKS feels as sporting as an Audi A6, an appropriate comparator since, like Audi's mid-sized sedan, it too features an all-wheel-drive powertrain.
The MKS interior is also superior to the original's. There's a tan leather version that is positively European and some luxurious new faux leatherette used on the dashboard, door trim and door handles.
The MKS is simply the best Lincoln ever made. David Booth, National Post
2010 Jaguar XJ
The new XJ is both aggressive, especially in the front, and sensuous, as in the rear coupe-like swoopiness.
The chassis is much more a continuation of the current XJ's technology. That's actually a good thing since the current XJ has arguably the world's most advanced aluminum technology. Stiff in the extreme yet noticeably lighter than equivalent sedans sculpted out of steel, the aluminum construction should help both performance and fuel economy.
The 2010 model rides on dual wishbone suspension all round, though the new version only uses air suspension in the rear where the 2009 uses it at all four corners. Jaguar says its new emphasis on sportiness means the front springing has been stiffened already and the continuously variable damping suspension provides much of the same effect as the air bladders did before.
Also making an appearance in the XJ is the new electronically controlled rear differential that first made its appearance on the recently refreshed XKR.
The XJ makes use of the latest series of direct-injected and variable valve-timed 5.0L V8s that just started showing up in XKs and XFs. Like those cars, the normally aspirated version is good for 385 hp. The supercharged version will sport two configurations, one with 470 ponies and another, in the limited-edition "super-sport" model, 510. While neither is outrageously powerful compared with some of the monster motors coming out of Mercedes and the like, remember the XJ is made of aluminum (with a little magnesium thrown in for even lighter weight) and weighs just 1,900 kg. The 4.9 seconds Jaguar says the 510-hp version takes to accelerate to 100 km/h seems pessimistic. Expect it to be significantly quicker.
Jaguar has really gone to town with the brightwork. Virtually every item in the XJ's interior, from the seat adjuster buttons to the centre piece of the air vents, has some chrome tidbit. Door trim, steering wheel trim, even the surround to the cup holders is chromed. It's quite a contrast to the subdued Jaguar interiors of old.
It's difficult to not be impressed with the new XJ. With its new engines, Jaguar's promise of competitive performance does not ring hollow. The interior is just the right combination of traditional British warmth and high-tech gadgetry. And, though the styling is likely to polarize a few, it is bold and striking. David Booth, National Post
2010 LEXUS HS 250h
Lexus is introducing an entry-level luxury sedan that's exclusively a hybrid. The 2010 HS 250h is the fourth gas/hybrid product in the lineup, but the first to be designed from the ground up to accommodate a gas/electric powertrain.
With a base price of $39,900, the HS 250h fits nicely in the Lexus lineup, between the IS series and the ES 350. Its overall length is 4,695 millimetres, slightly shorter than the ES. That length ensures decent manoeuvrability without compromising interior space.
With MacPherson struts up front and a double wishbone suspension in back, the sedan delivers a comfortable ride while maintaining good handling manners. The electric power steering was quite responsive and feedback was decent, lacking the numbness found in some similar electric systems.
Inside, the cabin is spacious, with heavily sculpted front seatbacks providing additional legroom for the back benchers.
A single powertrain is offered - the Lexus Hybrid Drive with a 2.4L four-cylinder running on the fuel-efficient Atkinson cycle and producing 187 hp and 138 lb-ft of torque. This gas engine is coupled to a two-motor hybrid system, with the second motor driving the generator that charges the hybrid battery pack. It also serves as the engine starter. The power output is channelled to the front wheels through an electronically controlled continuously variable transmission (CVT).
This powertrain is the next generation of hybrid technology from Lexus, stepping even further ahead than the systems on the recently introduced RX 450h. For example, the battery system is more compact and efficient, and its placement has been positioned to still provide a decent amount of trunk space - 12.1 cubic feet.
Three trim levels are offered. The base Premium model includes dual-zone automatic climate control, push-button start and a 10-speaker audio system with USB audio input jack, Bluetooth connectivity and XM satellite radio. For an additional $1,500, one can step up to the Sport Package, which adds a sport-tuned suspension, 18-inch aluminum alloy wheels, heated seats, sport pedals and illuminated scuff plates.
The Ultra Premium Model that goes for $48,750 includes a 15-speaker Mark Levinson surround-sound audio system, heated and ventilated front seats, a next-generation, voice-activated navigation system with backup camera, rain-sensing wipers and adaptive front headlamps with automatic levelling. Clare Dear,
National Post
2010 Mercedes-Benz E-Class Sedan
Mercedes has totally revamped the E-Class with styling that has a muscular, dynamic presence. The front overhang has been trimmed back 24 mm, while the beautifully sculpted rear end is 20 mm longer. The sedan's overall height has been lowered, while the width has been broadened. The attractive profile is tied together by a prominent new accent line that runs from the front wheelwell to above the rear wheels.
Standard equipment on all E-Class sedans includes an AMG Sports Package with 18-inch wheels, a lowered sport suspension, larger cross-drilled front brake rotors with four-piston calipers and special body styling.
Three powertrain choices are available: The volume model will be the E350 with a 3.5L V6 that produces 268 hp and 258 lb-ft of torque. The E550 steps up the performance level a notch, thanks to its 5.5L V8 with 382 horses on tap and 391 lb-ft of torque. Both engines are mated to a seven-speed automatic transmission with steering wheel-mounted paddle shifters. The driver can also select Comfort or Sport modes, which remap the tranny's shifting behaviour.
These models also include the fourth-generation 4Matic all-wheel-drive system used on the C-Class, S-Class and GLK. It's a more compact unit that's 20% lighter and it splits the engine's torque 45/55 front to rear - compared with the previous generation's 40/60 split - to improve the car's dynamics.
For the ultimate driving experience, an AMG version features a potent 6.2L V8 that kicks out 507 hp and 465 lb-ft of torque, coupled to a seven-speed automatic, exclusive to AMG, with multi-clutch technology to harness the power and transmit it to the rear wheels. Clare Dear, National Post
2010 Mercedes-Benz E550 Coupe
The E550 has a 382-hp, 5.5L DOHC V8. There's also a very healthy 391 lb-ft of torque available as low as 2,800 rpm. With it, the Coupe accelerates like a leopard - zero to 100 km/h in just 5.2 seconds - doing it with all the bearing and sophistication one expects from a Mercedes. Oh, and gas mileage isn't horrible, either. Throw in a slick-shifting, seven-speed automatic with steering wheel-mounted paddle shifters and one has a very sophisticated way of scaring the bejesus out of the slow and incompetent.
Then there's the E-Class's ride and handling. The new Agility Control Suspension and Dynamic Handling package, standard on the E550, eliminates the stiff ride often associated with the sportiest of Benzes. Essentially a quicker-reacting variable damping system, the E550's four shocks are adjusted individually to react to different-sized bumps. And the sporty E-Class Coupe rides surprisingly well.
The E550 not only handles better than the base model with regular suspension, it also rides better. It's not often you see improvement in both diametrically opposed attributes. Throw in the Dynamic Handling package, which offers manual adjustment to further firm up the suspension, variable, speed-sensitive steering, a more liberal electronic stability program and enhanced throttle response from the engine and there's a decidedly boy racer attitude from this E-Class.
The E550 can virtually park itself thanks to its Parktronic system. This guides the E550 into a parking spot and, at any speed below 35 km/h, actually scans the side of the road for adequate parking spaces.
If you like your luxury coupes on the conservative side, the new E-Class Coupe is a dramatic leap forward from the outgoing CLK, which was based on a lesser platform, was less powerful and did not handle as well as this new coupe.
The E550 is filled chockablock with luxury, safety and performance goodies. No less should be expected from Mercedes. David Booth, National Post
2010 Mercedes-Benz S400 Hybrid, S600
For 2010, the Mercedes-Benz S-Class has been freshened and there's a totally new model - the rear-drive S400 Hybrid. As before, the largest of Mercedes sedans features many of the company's latest innovations. These innovations include state-of-the-art drivetrain technologies, interior features and new safety systems. The facelift touches both the exterior styling and interior ambiance.
The new look brings revised front and rear fascias, new LED daytime running lights and tail lights and reshaped exterior mirrors, while the twin tailpipes, which bark delightfully when the driver presses the gas pedal, have been integrated into the rear apron. Inside, there's a new steering wheel with standard paddle shifters, better front and rear seats and some very nice trim accents.
Parktronic now comes with Parking Guidance. At speeds below 35 kilometres an hour, the system scans for a parking space that's at least 1.8 metres longer than the vehicle. When found, a "P" illuminates in the instrument cluster. The system even helps the driver back into the space by indicating how much steering input is required.
Another camera brings the Night View Assist Plus system to life. At night, the infra-red camera has the ability to "see" into the darkness. It is way cool - when activated, the scene ahead of the car replaces the speedometer in the instrument cluster. The advantage is the system's ability to identify pedestrians that might not be visible to the driver.
Finally, there's Attention Assist. This system monitors the driver's behaviour and looks for the first signs of drowsiness. If it determines the driver is beginning to nod off, it provides both audible and visual warnings, including flashing a coffee cup symbol in an attempt to get the driver to take a break.
The big news is the new S400 Hybrid, a mild hybrid that blends an electric motor with a 3.5L, Atkinson-cycle V6 (the hybrid components add about 75 kg to the car's mass). The electric motor, which doubles as the starter and alternator, is sandwiched between the engine and the modified seven-speed automatic transmission.
It's a seamless system that functions such that the driver is almost completely unaware this S-Class is different from the other models - the idle-stop feature, which can operate at speeds below 15 km/h, is one of the few giveaways. The beauty of the system is that it puts a net system output of 295 hp and 284 lb-ft of torque at 2,400 rpm at the driver's disposal (the electric motor contributes 20 hp and 118 lb-ft). Mat the gas and, with the hybrid system giving its all, the heavy S 400 (all 2,050 kg of it) romps to 100 km/h in a speedy 7.2 seconds. Remarkably, it manages this level of performance while returning a combined European test cycle fuel average of 7.2 litres per 100 km.
The beauty of the S400 is its lack of compromise. By mounting the main 120-volt lithium ion battery under the hood, there is no decrease in cargo capacity, The 19.7 cubic feet of trunk space is exactly the same as in the other models.
Likewise, the driving experience is without compromise. Unlike so many hybrids that employ regenerative braking, the S400's pedal is crisp underfoot, which makes modulating it that much easier. The new direct steering system provides excellent feel and feedback, the suspension hunkers down whenever the car is pushed and, because of the adaptive damping and 54/46 front-to-rear weight distribution, the S400 feels alive and dynamic.
S600 On that note, if true dynamism is sought, hop behind the wheel of the S600. Its twin-turbo V12 engine kicks out 510 hp and a tire-shredding 612 lb-ft of torque at 1,800 rpm. Mash the gas pedal and the turbos propel this 2,250-kg, leather-lined missile to 100 km/h in just 4.6 seconds, and performs the 80-to-120 passing move in 3.3 seconds. On the autobahn, the big S rockets to 220 km/h in what seems like the blink of an eye. Between 80 km/h and 180 km/h, the speedometer's needle rises faster than the tachometer's pointer! One can only dream of taking the S65 AMG and its 603 hp (and mind-blowing 738 lb-ft of torque at 2,000 rpm) for a drive.
The S600 is awash with features. All of the new technologies are in place plus active body control with crosswind stabilization. An AMG package and a dual-screen rear entertainment system are the only options. Graeme Fletcher, National Post
2010 Porsche Panamera Turbo
Anyone thinking Porsche's new Panamera will be the fastest four-door ever engineered will need to re-calibrate his or her expectations. Sure, the top-of-the-range Turbo version sports 500 hp, but that number is bested not only by Mercedes' AMG CLS63 and the more expensive AMG S65 but also the much more modestly priced supercharged Cadillac CTS-V.
What the Panamera brings to the table is intangibles, those attributes that neither dynamometer nor stopwatch can measure. It's that indefinable quality that sees the suspension, steering and powertrain work as a cohesive unit.
Not that the Panamera isn't fast. Outfitted with its PDK seven-speed double-clutch transmission as well as the optional launch control system, the Panamera Turbo will launch its 1,970 kg to 100 km/h in just four seconds. Even the base Panamera S gets there in a scant 5.4 seconds, thanks to its 400-hp variant of Porsche's naturally aspirated, DOHC V8; the all-wheel-drive 4S accomplishes the same task in but five seconds.
The surprise is that the fastest (and most expensive) version is not the most satisfying, at least for those drivers for whom sporty motoring is more than just matting
the throttle from a stop sign. Bulging with 500 hp and a meaty 516 lb-ft of torque, the twin-turbo'd Panamera is rapid indeed. The downside of all that muscle is a rather abrupt throttle response.
Much more satisfying is the naturally aspirated V8 of the S and 4S. What it lacks in horsepower and torque it more than makes up in control. The response to throttle tip-in is perfectly linear - as opposed to the Turbo's seeming magnification of your request - so tossing the Panamera through a series of tight corners is far easier. And though it pales somewhat in drama compared with the Turbo, it's impossible to consider the base car as anything but fast.
Inside the Panamera, there is a plethora of buttons controlling everything from the suspension firmness to the throatiness of the exhaust. The instrument panel is very reminiscent of the 911's except that one gauge area is also used for a miniature navigation display in addition to the system's main LCD screen.
But the real difference is that the Panamera has a real back seat. Four large adults can comfortably fit, provided they aren't basketball players. Even the trunk is impressive, swallowing three large suitcases, a computer bag and two motorcycle helmets easily.
What might dampen demand is that the base S starts at $115,100 and the cost of a Panamera Turbo can stretch well past $200,000 if you take the 30 or so pages of options seriously. David Booth, National Post
SEDANS
2010 Buick Lacrosse
The Buick LaCrosse will come dressed in three trim levels - CX, CXL and CXS - which will see a price starting at $32,745 and topping out at $40,745.
The main engine choice is a 3.0L V6 that is directly injected and has variable valve timing. It makes 252 hp and 215 lb-ft of torque. An optional 3.6L V6 boosts those numbers to 280 hp and 259 lb-ft. This winter, a third option will be offered - a 2.4L four-cylinder (182 hp and 172 lb-ft of torque). Its estimated fuel consumption is said to be a frugal 10.4 litres per 100 kilometres in the city and 6.6 L/100 km on the highway. All four engines are coupled to a six-speed automatic transmission with adaptive shift controls and a shifter-mounted tap-up/tap-down control.
A Buick mainstay is an interior that is rich and classic with a Cadillac-like dashboard sweep that flows into the door skins. Materials are soft to the touch, and even the plastic and two-tone colour schemes are pleasant, highlighted with faux wood and metal accents.
The LaCrosse is offered with a choice of front-wheel drive or all-wheel drive (the latter features a 60/40 torque split that varies as the computer determines traction needs). Howard J. Elmer, National Post
2010 Ford Fusion Hybrid
The Ford Fusion Hybrid's new 2.5L engine dishes out 156 hp and 136 lb-ft of torque at a low 2,250 rpm. The 75-kW electric motor chips in with another 106 hp, which produces a net system output of 191 hp and 136 lb-ft of torque. This is enough to motivate the Hybrid to 100 km/h in 8.6 seconds.
By adopting a new 275-volt nickel metal hydride battery pack, Ford claims it is possible to get the Hybrid up to 75 km/h on electric power only. The Fusion Hybrid has a driving range of more than 1,120 km from its 65-litre tank.
One of the Fusion Hybrid's more likeable traits is the manner in which it slips between its two power sources. The Fusion's transition comes with a rare seamlessness. Likewise, the brake pedal feel is also much better than the hybrid norm.
The Fusion Hybrid, which sells for $31,999, delivers surprising performance yet sips fuel at a miserly rate while driving like any other Fusion. That, in today's high-tech world, is the biggest compliment. Graeme Fletcher, National Post
2010 Ford Taurus/SHO
As before, the Ford Taurus is offered in three trim levels - SE ($29,999), SEL ($32,299) and Limited ($40,699). The SE's price has dropped by $1,500 without losing any standard features.
The Taurus is powered by a 3.5L V6 engine that pushes 263 hp and 249 lb-ft of torque to the road through a slick-shifting six-speed automatic (with paddle shifters on the SEL and Limited) and either the front or all four wheels. All-wheel drive is optional on the SEL ($2,500) and standard on the Limited.
The reworked suspension controls body motion without giving up on ride comfort. Factor in the light, precise steering and the Taurus does not feel as large or heavy as it really is - it rides on a 2,868-mm wheelbase and tips the scales at 1,920 kg in all-wheel-drive guise.
The twist to the Taurus lineup is the return of the vaunted SHO (Super High Output) nameplate. This version ($48,199) arrives fully loaded (navigation and adaptive cruise are the only options) and features Ford's 3.5L EcoBoost V6. Using direct injection and two turbos, the SHO puts 365 hp and 350 lb-ft of torque (anywhere between 1,500 and 5,250 rpm!) at the driver's disposal. The Eco-Boost engine delivers V8-like power while sipping V6-like amounts of fuel. Ford says the SHO uses 25% less gas than the Infiniti M45 while delivering more power over a broader range.
When compared with the base Taurus, the SHO is decidedly sportier. It features a firmer suspension that reduces body roll by 20% and also earns an electric power steering system that firms up the feedback when driving quickly and larger brakes. This car feels lithe and alive. Likewise, the SHO's all-wheel-drive system remains seamless as it divvies up the power, the transmission's shifts are faster and there is plenty of get-up-and-go. An impromptu 80-to-120-km/h acceleration run was clocked at 5.9 seconds. Graeme Fletcher, National Post
2010 Subaru Legacy
Stretching the wheelbase by 80 mm and upping the width and height by 90 mm and 80 mm, respectively, legitimizes the Legacy's mid-sized status. Likewise, increasing the trunk capacity (up 3.3 cubic feet to 14.7 cu. ft.) and opening up the size of the pass-through adds enough space for a family of four and their luggage.
The base Legacy 2.5i ($23,995) features a 2.5L, four-cylinder engine that puts out 170 hp and 170 lb-ft of torque. It is married to a six-speed manual transmission.
If you want Subaru's delightful PZEV engine, you'll have to dig a little deeper - $26,395. The PZEV motor is based on the regular 2.5L four and meets California's Super Ultra Low Emission Vehicle standards, which puts it on par with many hybrids without giving up anything in terms of power or performance.
The 2.5i test car puts its power to the road through Subaru's sophisticated symmetrical all-wheel-drive system and CVT. The CVT's paddle shifters let the driver flick up/down through six predetermined ratios. The ability to change "gears" breaks up the drone and makes the process more palatable.
The model that really impressed was the new 3.6R ($31,895). The 3.6L flat-six delivers 256 hp and 258 lb-ft of torque and is married to a conventional five-speed automatic that includes paddle shifters.
The go-faster GT ($38,395) replaces last year's spec. B. It arrives with a lively turbocharged 2.5L four that generates 265 hp and 258 lb-ft of torque at just 2,000 rpm and a six-speed manual box. It really rocks when driven with purpose. Graeme Fletcher, National Post
2010 Toyota Prius
More than its two predecessors, the third-generation Prius is almost completely "normal" to drive.
The triangle-shaped, four-door hatchback design is tweaked for improved aerodynamics, the body's ultra-low coefficient of drag improving fuel efficiency and reducing road noise. The front pillar is extended forward and the roof profile altered by moving the top 99 mm rearward, which improves air flow and increases headroom for rear-seat passengers.
The 2010 Prius delivers more performance, thanks to extensive improvements to the Hybrid Synergy Drive. There's a 22% increase in power while also improving fuel consumption by 7% compared with the second generation. The key is the larger and more powerful 98-hp 1.8L Atkinson-cycle four-cylinder. By making more torque, it runs at a lower average rpm on the highway. Use of an electric water pump and a new exhaust gas recirculation system also contribute to fuel efficiency.
The front-wheel-drive Prius is a full hybrid, with the capacity to run on engine alone, battery alone or a combination of both, and with the ability to charge the batteries while the car is running. Total net output is 134 hp. Brian Harper, National Post
COMPACT CARS & SUVs
2010 Chevrolet Equinox
The 2010 second-gen Chevrolet Equinox features the first use of an all-new 2.4L four-cylinder engine that claims a highway fuel economy rating of just 6.1 L/100 km - a figure that beats both the Honda CR-V and Toyota RAV4 with similar engines. General Motors claims 1,164 km on a single tank of gas in the four-cylinder Equinox.
The new Equinox retains the same dimensions as the first generation as well as the same platform but with significant changes inside and under the hood. For instance, the first-generation Equinox did not offer a four-cylinder engine. And the second row of seats has grown to where GM claims the SUV has the best rear legroom in its category. Along with a six-speed automatic transmission, standard models are front-wheel drive, although an AWD version is available.
A 3.0L V6 version will also be available and this 255-hp engine is more than enough for the truck. The key consideration here would be towing. With the V6, one can trailer a decent 1,364 kilograms, while the four-cylinder is rated for only 454 kg.
Pricing starts at $25,995 for a well-equipped, four-cylinder, front-drive LS model. There is also the mid-level LT and the range-topping, V6-powered, AWD LTZ ($35,070). Howard J. Elmer, National Post
2010 Honda Insight
The second-generation Insight earns a proper four-cylinder engine, the fifth generation of Honda's IMA, seating for four and more cargo capacity.
The 1.3L iVTEC engine churns out 88 hp and 88 lb-ft of torque. When teamed with the electric motor, the system delivers a combined output of 98 hp and 123 lb-ft of torque between 1,000 and 1,500 rpm. The secret to the Insight's spry off-the-line performance boils down to the continuously variable transmission and the early entry of torque as the electric motor begins to twist out its contribution from Rev One.
While it's true that the car's performance is not going to wow many drivers, the engine's miserly thirst certainly eliminates pain at the pump. One of the key economy measures shuts the engine down whenever the car is coasting or comes to a standstill. The electric motor fires the engine back to life the instant the driver lifts off the brake. The i-VTEC system is also used to close the intake and exhaust valves whenever the hybrid system switches to the electric-only mode. As the Insight is a mild hybrid, it cannot pull away on electric power alone.
Punching the Econ (economy) button engages the engine's idle stop feature earlier, the air conditioning adopts a more efficient strategy, the blower fan speed is reduced and the throttle is remapped. As before, the Insight uses regenerative braking to keep the main 128-volt battery topped up. Kudos for the brake pedal feel. In the Insight's case, the pedal was crisp and the anti-lock brakes provided short 42-metre stops from 100 km/h.
The Insight is a great little car that squeezes every ounce out of the fuel it sips. Graeme Fletcher, National Post
2010 Kia Forte
The all-new 2010 Forte is destined to move the brand from the boring sector of the market to a place where it can legitimately challenge the likes of the Mazda3 and Honda Civic.
Size-wise, the Forte fits into the heart of the entry-level segment. Its long wheelbase and wide stance put plenty of space in the cabin. The level of standard equipment is also well beyond what one has come to expect from entry-level transportation. The base LX features the usual power items - heated side mirrors, steering wheel-mounted audio controls and Bluetooth. The base car even comes with anti-lock brakes, six air bags and active head restraints.
Moving up to the EX adds larger 16-inch alloy wheels, air conditioning, steering wheel-mounted cruise control, heated front seats, a height-adjustable driver's seat, tilt and telescopic steering wheel adjustment and electronic stability control.
The LX and EX arrive with a peppy 2.0L four-cylinder, which pumps out 156 hp and brings the right blend of performance and fuel economy. When teamed with the five-speed manual box (a four-speed manumatic is optional), this engine spirits the Forte to 100 km/h in 10.5 seconds.
The range-topping SX is a different car altogether. The only option is a five-speed manumatic transmission. Everything from a power sunroof and automatic climate control to leather seats and an upgraded audio system is in place. It is powered by a larger 2.4L engine that puts 173 hp at the driver's disposal. Firing stallions through a slick-shifting six-speed manual box drops the zero-to-100-km/h time to 8.7 seconds and allows the SX to accomplish an 80-to-120-km/h passing move in a speedy 6.3 seconds.
The SX's suspension, brakes and tires have all been massaged to deal with the extra oomph. A sport-tuned suspension and large P215/45R17 tires bring better lateral grip and a more responsive feel to the drive. Graeme Fletcher, National Post
2010 Kia Forte Koup
As with the Kia Forte sedan, the new Forte Koup comes in two distinctly different flavours. The base EX is an about-town runabout that's all about style and comfort; the up-level SX is a delightful ride that keys the sportier side of life.
The biggest difference between the two versions is the engines. The EX employs a lively 2.0L four-cylinder that uses variable valve timing on the intake cam. It churns out 156 hp and 144 lb-ft of torque.
Both numbers are stronger than the entry-level norm. This engine is teamed with either a five-speed manual gearbox or an optional four-speed automatic.
The SX has a larger 2.4L four with variable valve timing on the intake and exhaust cams. This puts 173 hp and 168 lb-ft of torque at the driver's disposal and brings a broader powerband. The 2.4L is offered with a six-speed manual or an optional five-speed automatic with Kia's Sportmatic manual mode.
The EX's suspension is comfortably compliant, dialling out most of the body roll when pressed through a corner. Understeer stays at arm's length. The steering represents a good balance between low effort and quick response. The SX sees a much sportier suspension. The beefed-up spring and damper rates all but eliminate body roll, it has a sharper steering response and, thanks to the P215/45R17 tires, there's much less understeer at the limit.
The Kia Forte Koup puts decent handling, ample power and more than a little style well within the reach of the entry-level buyer. The EX with a manual transmission starts at $18,495, while the full-zoot SX with manumatic tops out at $22,695. Graeme Fletcher, National Post
2010 Kia Soul
The Kia Soul brings an interesting blend of credentials - it's funky, has a ton of utility and brings the ultimate in safety to the entry-level buyer.
Finding electronic stability control (ESC) as a standard feature on an entry-level offering is a rarity. However, it is standard on the Kia Soul 2U. The fact it also comes with six standard air bags and active headrests means the occupants are protected should the worst happen.
There is enough compliance in the Soul's suspension to take the sting out of a rough road, yet body roll is limited to a handful of degrees. Flogging it through my favourite set of sweepers, the Soul felt lithe and athletic.
The base Soul relies on a 122-hp, 1.6L four-cylinder engine. The better choice is the up-level 2.0L engine. It not only bumps the output to 142 ponies, it delivers 137 lb-ft of torque. The five-speed manual box keeps the engine in its sweet spot, the gate is well defined and the clutch is light and progressive. There's an optional four-speed automatic transmission.
Inside, the materials are off the top shelf and the desirable equipment is in place. The 4U tested brought the usual power items and air conditioning along with USB/iPod inputs. The cabin is also comfortable, with plenty of room up front and enough rear-seat space to accommodate three adults.
The Soul has 19.3 cubic feet of space with the 60/40-split seats upright and 53.5 cu. ft. with them flat.
The Soul is a smart vehicle - it has undeniable style and is as functional and fun to drive as it looks. Graeme Fletcher, National Post
2010 Mazda3
With the latest Mazda3 sedan, the new look is evolutionary enough to keep the current crop of customers happy, yet it stretches the stylistic envelope far enough that it is destined to attract a raft of new buyers. The new sedan is well proportioned and gains some needed character.
When the sedan arrives early next year as a 2010 model, it will be offered in GX, GS and GT guises. The GX brings power windows, door locks and mirrors, ABS, side air bags and drop-down side curtains. Moving up the model range adds air conditioning, cruise control, heated seats and so on and some available options not expected at this end of the price spectrum - rain-sensing wipers, active headlights and a navigation system.
The interior has been reworked very nicely. The soft-touch materials that wrap the driver-centric cabin are a cut above the segment norm as are the ergonomics at play.
When it comes to power, there are two different flavours - hot and hotter. The base 2.0L powertrain is very much a carryover, although the inclusion of a quasi-cold air intake and new five-speed automatic (a five-speed manual is standard) improves the driving
experience. The four-cylinder's 148 hp and 135 lb-ft of torque deliver an enthusiastic drive.
The up-level 2.5L four-cylinder, which replaces the previous version's 2.3L, is a delightful mill that was liberated from the Mazda6. It not only ups the output to 167 hp, it delivers a robust 168 lb-ft of torque. Marry this work ethic to a slick-shifting six-speed manual box and things are decidedly rosy. The throws are short and the gear spacing is such that the engine is always sitting in the meaty part of the powerband. The five-speed automatic works almost as well.
There was very little wrong with the outgoing Mazda3. To many, Yours Truly included, the outgoing sedan sat at the top of the compact class. The latest version is better in every respect. The one thing I did not expect, however, was the car's improvement in overall refinement - it is good enough to challenge some more expensive rides. Graeme Fletcher, National Post
2010 Volkswagen Golf
For 2010, the new Golf grows in terms of its look - it is more sophisticated - and the models available.
Along with the familiar three- and five-door models comes the latest GTI and a new wagon - it replaces the Jetta wagon in VW's lineup. The current Golf City continues unchanged until the end of the 2010 model year, when it will bow out for good.
The Golf three-door is offered in Trendline and Sportline, while the five-door and wagon start with the Trendline, move through the Comfortline and on to the range-topping Highline. All models earn much nicer interiors. The materials are off the top shelf, which imparts a richer feel to the cabin, and the layout is entirely logical.
All models share the same 2,578-mm wheelbase, so there's decent room front and rear. The three-door does take some athleticism to climb into the back seat. As for cargo capacity, the three- and five-door models boast 14.8 cu. ft. and 14.5 cu. ft., respectively, with the seats up and 55.3 cu. ft. and 54 cu. ft. with them flat.
The wagon is both stylish and functional. With the rear seats up, the cargo capacity measures a generous 32.8 cu. ft. Dropping the 60/40-split/folding seats flat opens up 66.7 cu. ft., a flat floor and decent width between the wheel arch intrusions.
All models boast a quiet ride, a marked improvement over the outgoing model. In all, there are 120 sound-deadening measures including a laminated front windshield and thicker side glass, all of which add just one kilogram to the curb weight.
The Golf family features electronic stability control as standard equipment on all models - except for the base Trendline wagon and three-door and the Trendline and Comfortline in the more popular five-door model. The base engine in the wagon and both hatchbacks is a 170-hp in-line five that's married to a five-speed manual or six-speed automatic. The optional engine in the five-door and wagon derivatives is VW's proven TDI (turbocharged, direct-injection) diesel. It is offered with a six-speed manual or the aforementioned DSG twin-clutch gearbox. Graeme Fletcher, National Post
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