2009 NISSAN MURANO SL AWD

Review by Russell Purcell, Photos courtesy Nissan Canada

The Murano has been a bestseller for Nissan since its debut as a 2004 model, but the crossover segment it helped create has swelled to include a long list of worthy rivals. In an effort to maintain its substantial share of this burgeoning market, Nissan has completely redesigned the Murano for 2009.

A quick look at the spec sheet reveals that the new model is a touch longer, taller and heavier than the model it replaces. Most of the Murano’s groundbreaking good looks are carried over, but a flashy new front-end treatment with twin chrome grilles and wraparound, projector headlights give the new model a futuristic look. Wider fender flares capping big alloy wheels help give the Murano an aggressive stance, while LED taillights, dual exhaust tips and an integrated spoiler help modernize the view from the rear.

I found the passenger compartment to be very roomy, even when packed with four adults and a load of luggage, and the ride was quiet and very refined. The large greenhouse offers excellent visibility, and all the switchgear and controls are well-placed and intuitive to use. The new dash layout and instrumentation made for a pleasant environment, as did the significant improvement in the quality of materials and fit-and-finish. Storage duties are handled by a host of bins and cubbies, as well as the carpeted cargo area easily accessed via the available power-operated rear hatch. A fold-away cargo organizer is a highlight design feature that will hopefully be copied by other manufacturers.

The engineering team were busy under the hood, as a revised version of Nissan’s proven 3.5-litre V6 makes its home here, now offering a healthy 265 horsepower (up 25 hp) and 248 lb-ft of torque. This proved more than enough to hustle this mid-sized CUV from stoplight to stoplight in congested city traffic, but it truly came into its own during a couple of 800-kilometre road trips. Runs from 0-100km/h take about 8 seconds, but the Murano loves to cruise at triple digit speeds.

Nissan is a leader when it comes to the use of continuously variable transmission (CVT) technology, and it shows in the Xtronic unit employed on the new Murano. Power is efficiently delivered to all four wheels, as required, based on driving style and engine load. The powertrain proved very smooth, even under hard acceleration.

Advanced systems like Vehicle Dynamic Control and Traction Control serve to help the all-wheel drive and CVT systems get the power to the ground. Should conditions get too slippery, a driver-selectable centre differential lock can be activated at the touch of a button to evenly split torque between the axles and maximize traction at slow speeds. Ventilated disc brakes featuring the latest anti-lock advancements are backed up by both Electronic Brake Force Distribution and Brake Assist technologies.

There are three trim levels offered for 2009, all employing the same engine, transmission and Nissan’s “intuitive” all-wheel drive system. Nissan has dropped the front-wheel drive variant for our market.

The entry Murano S starts at $37,648 and is well-equipped with the usual power accessories as well as 18-inch alloy wheels, power heated outside mirrors, rear privacy glass, push button ignition, dual-zone automatic climate control, in-dash six-CD audio system with six speakers and auxiliary input, tilt/telescoping steering wheel, rear cargo cover, and a full complement of airbags (front, side and side curtain).

The Murano SL (as tested) adds rain-sensing windshield wipers, a Bose audio system with 11 speakers, XM Satellite Radio, RearView back-up camera, power adjustable driver’s seat, heated front seats and power up rear seatbacks. Several option packages are available to bridge the gap between this model and the top-of-the-line LE.

For the buyer with deeper pockets, the Murano LE ($47,498) features leather seating, 20-inch wheels, a dual panel moon-roof, power lift-gate, Xenon headlights, Intelligent Key keyless entry and ignition system, driver’s seat memory, heated rear seats and Bluetooth phone capabilities.

Unit body construction and an independent suspension give the Murano the comfort and handling characteristics of a sporty sedan (the Murano shares much of its platform with the Altima), so it will continue to attract those consumers reluctant to get on the SUV bandwagon. Add to this the fact that the 2009 Murano offers more power, more luxury, and more room for less money than the first generation model, and demand could soon outstrip supply.

Story and photos by Budd Stanley, additional photos courtesy of BMW

Late November 2007, I found myself lapping BMW’s Performance Driving Centre in the driving rain behind the wheel of the all-new BMW X5. With one of the head engineers guiding me around the track, he claimed to me that this new “SAV” or Sports Activity Vehicle as BMW insisted on calling it, could handle a corner as well as its 3-Series sibling. After about ten laps, I believed him, with the aid of the direct-injected 4.8L V8 heaving the 2,380 kg SAV out of the corner with the utmost of ferocity. As a performance car enthusiast, I’ve never really been a big fan of this segment of vehicle, but the new X5 gave a good smack in the face that told me a versatile vehicle can also be fun to drive.

It was at this global launch that BMW teased us with the diesel version as the European media were also in attendance. While the gasoline powered X5s impressed, the diesel-powered version had me quite intrigued, although at the time, there were no plans to bring the diesel to North America. The truth of the matter is that North Americans (mostly Americans) just don’t like diesel vehicles, unless it’s a work truck. Well, a lot has changed in the last couple of years. Fuel prices, along with environmental and economic concerns, mean that people are now looking to spend their money in a much smarter way. And thus the market is beginning to look at diesel in a whole new way.

And so we have it, the X5 diesel is here, now named the BMW X5 xDrive35d. Yup, it’s a mouthful. This new line in the X5 breed features BMW’s award-winning 3.0L turbocharged straight-six with the new BluePerformance Advanced Diesel technology. So, what is BluePerformance, and what does it mean to you? Well, this technology will likely make you think diesel rather than buying a smaller gasoline powered car.

BluePerformance is BMW’s achievement from the Bluetec development project. This was the research into making diesel technology cleaner and more socially acceptable. In other words, you get a diesel-powered vehicle with excellent mileage and huge power, without the noise, smoke or smell of a conventional diesel-powered vehicle. This is done by utilizing direct injection from its common rail-type fuel system that contains fuel pressurized to 1,600 bar or 26,000 psi. Two turbochargers, mounted sequentially, keep turbo lag at a minimum, while providing effortless power throughout the rev range, and giving the mid-size vehicle 265 horsepower and a massive 425 pounds-feet of torque to complete the performance side of the equation.

On the environmental side, the diesel’s exhaust uses urea injection to lower NOX emissions. After being injected into the exhaust gases, the urea solution creates ammonia that then converts the nitric oxides (NOX) in the exhaust into environmentally friendly nitrogen and water vapour. Like similar systems, the urea supply must be refilled occasionally; however, by equipping the X5d with 23 litres of urea capacity in a pair of tanks, one of which is heated to ensure a fluid urea solution in temperatures below -11 degrees Celsius, BMW has managed to fit the urea refilling periods within the standard scheduled maintenance stops, and will cover the cost of the refills and solution for the first four years or 80,000 kilometers.

So this technical talk is all well and good, but does it make diesel a more seductive fuel alternative? In a word, yes! The result is that you have a vehicle with all the versatility of an SUV, the class and handling of a performance luxury sedan, the power of a large V8 matched with the economy of a small V6 sedan. I don’t know about you, but that sounds like a winning combination to me. And that’s exactly how it feels on the road.

The sheer amount of low-end torque means both nipping around town and passing on the highway are near effortless and more civilized acts. A gasoline-powered vehicle requires downshifts to put it in the needed power band, and the engine revs hard to pull you past slower traffic. With the diesel, you only have to press the throttle, and allow the mountain of torque to thrust you forward. When matched to the xDrive AWD drivetrain, the usefulness of all this lowdown torque made the X5 surprisingly competent off the beaten path. The xDrive system includes a centre diff with a collection of clutch packs to provide torque to either front or rear axles, with a static distribution of 60 percent rear, 40 percent front, and the capacity to send full power to either end. With the DSC on, traction was maximized, and the lack of wheelspin got the BMW up a steep and slippery grade with ease. Conversely, with the DSC off, the diesel’s low-range torque and excellent six-speed automatic transmission kept the wheels spinning to power out of sticky situations. For a full report on how the X5 compared to its luxury SUV competition in off-road conditions, be sure to check out the Spring issue of Trucks Plus Magazine.

The only downside that I personally found with the diesel, was that it wasn’t gasoline. I love a great sounding engine, and the BMW gasoline straight-six does play a magical tune. Also, I love shifting gears and playing in the rev band, and you really just don’t need to with this vehicle. So, the diesel is almost too efficient for me, as high revving and gearshifts are simply not needed. For the average consumer looking at getting into an X5, this will likely not be a problem, and to be honest, it is something I could easily live with.

Review and Photos by Gerry Frechette

Electric cars have been around as long as the car itself, over 100 years. The issues with electrics have always been major ones. Things like cost, range, cold-weather performance, speed, weight, and charging time all go to the heart of the ownership experience. But, as in most fields, modern technology has a way of making large concerns into smaller ones.

The lithium-ion battery is the game-changer for the auto industry, and while we hear mostly about plug-in hybrids that will deliver the range of a gasoline-powered car, many people only need a city car for commuting, with a shorter range. A car like the Mitsubishi iMiEV (pronounced eye-meev), which stands for Mitsubishi Innovative Electric Vehicle.

Based on the gas-powered i model sold in Japan for a few years, the iMiEV is a pure electric, powered by Li-I batteries which are lighter, more powerful and take much less time to charge than the old-tech batteries. Charging time from full discharge ranges from 14 hours at 110V, through 7 hours at 220V, right down to 30 minutes via a “Quick Charger” that will be supplied.

Driving the iMiEV is much like any other sub-compact car, with the exception of instantaneous, maximum torque right from rest, which is the feature that all electric motors have always delivered. Given that torque is crucial for overall performance in real-world conditions, the iMiEV is well-suited for a city environment, which it is designed for.

With a projected range of 120 km (depending on terrain and temperature) and top speed of 130 km/h, the iMiEV would be an ideal commuter car from the close-in suburbs to the downtown of any Canadian city. The cost of a charge-up would be about $2.00.

On the other hand, the projected cost of the car when introduced in Japan this year will be nearly twice that of the gas-powered version, about $35,000 or so, illustrating that Li-I batteries will cost a lot when they come to market. But if you are saving $10 or $15 per day just in fuel, the numbers just might add up over the life of the car.

Look for the iMiEV to be launched here as soon as late 2010.

Specifications:

MSRP: ————————– Unknown
Vehicle Layout: —————– Rear motor, RWD
Engine: ——— Permanent magnet synchronous electric motor
Transmission: ——————- Direct drive
Horsepower: ——————– 63
Seating Capacity: ————— 4
Curb Weight: ——————- 1,080 kg
0-100 km/h: ——————- 10 secs approx
Maximum Speed: ————— 130 km/h
Fuel Economy L/100 KM city/hwy: - 0.0/0.0

Review and Photos by Gerry Frechette

One of the hottest market segments these days is the premium-branded mid-size crossover vehicle, which give you the cachet of the sedans on which most of them are based, with the added room, utility and commanding driving position of a small SUV.

Hard on the heels of its new A4 sedan, Audi now offers the Q5, and the parameters listed above pretty much describe this latest effort from Ingolstadt. Beyond that, it is essentially an A4, which is no bad thing.

Under the hood is the familiar 3.2-litre FSI V6, smoothly delivering 270 hp and 243 lb-ft. It would be nice, though, to be able to choose the other engine from the A4, the 2.0-litre turbo four, which has even more torque and economy, to say nothing of the 2.0-litre diesel available in most civilized parts of the world. Maybe next year…

Backing up the V6 is a six-speed Tiptronic automatic and quattro AWD, so nothing here is unexpected in a mechanical sense. Ditto the hardware at the four corners, which is all-independent suspension, big disc brakes and 18-inch wheels.

Audi has been impressing a lot of folks with its interiors, and the Q5 keeps up appearances. It not only looks high-quality, it is a very pleasant place to spend hours in. Eight-way power heated leather front seats are standard, and they are very supportive and comfortable.
Drivers of these premium vehicles want technology, and the Q5 has as standard or available the latest Multi Media Interface system with hard-disk Jukebox, Bang & Olufsen 505-watt audio with Virtual Surround Sound System and 14 speakers, and HDD-based navigation with voice recognition and choice of 2D map, 3D terrain model, or bird’s eye view. This stuff is really getting into the realm of what would have been considered science fiction only five years ago…

The Q5’s over-the-road capabilities are no fiction at all, though. Considering its size and weight, it handles well by any measure, completely on a par with the A4 sedan and any other similar CUV, if not better. The engineers have done quite a job putting a “lighter” feel into the steering and brakes than one would expect from a vehicle like this.

The Q5 will be a big hit for Audi.

Specifications
MSRP: —————————- $43,400
Vehicle Layout: ——————– Front engine, AWD
Engine: —————————- 3.2L DOHC V6
Transmission: ——————— 6-spd automatic
Horsepower: ——————— 270
Torque: ————————– 243 lb-ft
Brakes: ————————– 4-whl disc, ABS, EBD
Curb Weight: ——————– 1,895 kg
0-100 km/h: ———————- 7.2 sec
Fuel Economy: —————- (L/100 km, city/hwy) 11.5/9.0

Story and photos by Budd Stanley

BMW’s last version of the Z4 had two different variants, a ragtop roadster and a hardtop coupe. With the second iteration of the Z4 now upon us, BMW has taken a slightly different path. The two different versions have now been merged into one. A hardtop roadster that can be a coupe when the weather turns nasty, or an open-top roadster when cruising under the sun.

Now, there are several problems that usually come with employing a retractable hardtop. The first is the look. Retractable Hard-Top Vehicles, or RHTV’s as I will call them, tend to look good in one guise, and look a little off when transformed. I must admit that the Z4 seems to have pulled off an exception to this trend, as it looks great top up or down. Not to mention both the interior and shapely new exterior styling are quite captivating, and intriguing. The new design gives the car a more stylish and refined look to match its sporty character.

The second problem with an RHTV is storage space. That big roof has to go somewhere, and trunk space is almost always the sacrificial lamb. The Z4 is no different here as the 310L of truck space is reduced to 180L with the roof packed away. Now, for two people packing light for two weeks, we were just able to get the roof down. However, lazy in packing and some souvenirs soon meant the roof was stuck in coupe configuration.

Finally, the third problem is body rigidity. So often, convertibles fail miserably here, but the Z4 was an impressive surprise. With the roof up, the body felt as rigid as any coupe, but the big surprise was with the roof down. Without the support of the roof reinforcements, the increase in body flex was nominal, and barely noticeable. And body rigidity is an important part of the performance of this car. It is BMW’s only real sports car, after all. So how does it go down the road, you ask? Well, like a bat out of hell, I say!

I had the great fortune to be able to test the Z4 in just about the greatest place possible, the Alps. Pulling away from Munich on the A8 Autobahn, it seemed a good time to find out the car’s top speed. With the 300 hp 3.0L inline 6 of the sDrive35i at full howl with both turbos glowing red, 256 km/h is what the dash told me as we gobbled up tremendous amounts of terrain per second, the car always giving a planted and confident feeling. All well and good, but a sports car is all about the curves. While I was already impressed by the car’s curves, I am now talking about the ones in the road.

Entering into the Alps, I headed off to sample several famous passes, riddled with dangerous corners and life-ending drops. Child’s play for the Z4. The car’s balanced chassis and brakes are magnificently tuned to absorb any kind of abuse the Stelvio or Furka could throw at it. Interaction and communication between car and driver needs no translation, as the Z4 quickly becomes an extension of your own extremities. However, the biomechanical feeling seemed to short circuit when it came to the electrical side of the equation. Now I am one who likes to have full mechanical control over a car, but the Dual-Clutch 7-Speed automatic and electronically controlled limited-slip differential did tend to dull driver control when approaching the vehicle’s limits, despite their inherent increase to the vehicle’s performance. That being said, the Z4 sDrive35i still represents one of the most complete sports cars available today.

Specifications:

MSRP: —————————————————————$61,900

Layout: ——————————-Front Engine, Rear-Wheel Drive

Engine: ——————————————3.0L Twin-turbo Inline-6

Transmission: -7-Speed Automatic Dual Clutch with manual shift

Power: —————————————————————–300 hp

Torque: ————————————————————– 300 lb-ft

Brakes: ————————————————— Four-wheel Disc

Curb Weight: —————————————————–  1,585 kg

Towing Capacity: ——————————————————–N/A

0-100 km/h: ———————————————————-5.2 sec

Fuel Economy (city/hwy): —————————12.2/8.2 L/100km

The Mountain Goat Gets More Refined

Review and images by Russell Purcell

Since its debut as a replacement for the Land Rover Discovery in 2005, the LR3 has earned a loyal following of affluent buyers who have embraced the model for its prestigious nameplate, luxury trappings and proven all-terrain prowess.

For 2009, the LR3 remains unchanged mechanically, but continues its evolution with regards to appearance and equipment availability. Styling refinements include body-coloured bumpers and fender flares, new door and tailgate handle finishes, clear turn signal lenses, new wheel designs, and options such as Sirius satellite radio and a heated steering wheel.

Slipping behind the wheel, you will immediately be impressed by the fit-and-finish of the interior. The leather hides that drape the seating surfaces are supple and abundant, and all interior panels feature high-grade plastics and trim pieces that are appealing to both the touch and eye. The compact gauge cluster is simple and well-designed, and most vital switchgear and controls are within easy reach. I say most, as the window switches are poorly placed atop the door panel near the A-pillar. This requires even very tall users to have to lean forward or adjust their regular seating position to operate them. It also places them in the splash zone for raindrops when the window or door is opened.

The dash is dominated by a large, near-vertical centre stack that is capped with a navigation system, placing it within easy reach of the driver. This 7-inch touch-screen is recessed enough to protect its screen from glare, and is called to perform a host of secondary functions such as the status of the vehicle’s advanced four-wheel drive system. Audiophiles will enjoy the high-end harman/kardon audio system (AM/FM/CD/MP3), but I must admit that its controls are small, and can be difficult to operate while driving. Luckily there are secondary controls for the basic functions to overcome this on the four-spoke steering wheel. HVAC controls are glove-friendly, and the dual-zone climate control system, heated wipers, washers and mirrors should help tame Canada’s varied climate. Second- and third-row passengers won’t feel left out, as heating and ventilation have been very effectively routed throughout the cabin.

Unlike many SUVs that are basically glorified pickup trucks, the LR3 has been engineered to tackle some of the world’s most difficult terrain. As a result, the driver has the ability to dial the vehicle’s standard height-adjustable air suspension, transmission, centre differential and chassis settings to match the road surface, weather or angle of incline/decline. The Terrain Response System features a large rotary dial, and two thumb levers reside immediately aft of the chunky shifter, allowing the more adventurous driver to select the perfect parameters for whatever conditions may come along (settings include modes for gravel and snow, mud and ruts, sand, or rock crawling). Add to this the potent combination of Hill Descent Control, all-terrain ABS, and true low-range gearing, and you will find very few areas out of reach.

My test vehicle was a top-of-the-line HSE model featuring the potent 300-horsepower 4.4-litre V8 engine, but base model LR3 SEs come equipped with a 216-horsepower 4.0-litre V6. Both engines come mated to the same 6-speed automatic transmission and permanent four-wheel drive system. The V8 gives the LR3 the legs to sprint away with a healthy growl whether traversing a riband of asphalt or exploring hill and dale, but I did find it a bit anemic when the vehicle was fully laden with passengers and gear. Some buyers may want to wait for the upcoming LR4, as its engine bay will be filled with a 5.0-litre V8 that is rumoured to deliver 375 horsepower and 375 lb-ft of torque, a powerplant that will be better able to hustle the substantial weight of a vehicle of this type. The six-speed transmission is a smooth operator, and does a very good job of keeping the engine in its optimal range whether in stop-and-go city traffic or hitting the highway.

The overall driving experience is serene and civil, but don’t expect handling to be on par with the likes of a Cayenne or Touareg. The tall, long body and significant weight conspire to keep you on your toes when cornering at speed, as a relatively high centre of gravity promotes some body roll. Wind and road noise is minimal, and the cabin remains quiet as the air-suspension absorbs the effects of road surface irregularities, speed bumps, and post-winter potholes.

The interior is outfitted with five seats in most LR3s, but my HSE unit came fitted with a third row comprised of twin, compact rear seats. These seats are optional and are available in all models, but it should be noted that they are best reserved for agile children, as access is a challenge for lanky teenagers and adults of any size.

There is no shortage of cargo room in this vehicle and there are bins, cubbies and cup-holders throughout the cabin. The wide centre console also includes a small cooler box to keep your drinks chilled. The rear hatch is a two-panel design featuring a fold down tailgate as well as an upswing hatch to protect you from the weather. The second and third row seats fold perfectly flat, establishing a stable foundation for your gear (providing 2,557 litres of effective space), and an extended ceiling allows the LR3 to carry taller items than most.

Standard premium features on the HSE include 19-inch alloy wheels, dual-zone automatic climate control, Optikool privacy glass, Straight-Grained Walnut or Grand Black Lacquer, two-panel sunroof, eight-way power leather seats, heated seating in all rows, navigation, Bluetooth capability, and a 550-watt harman/kardon Logic7 audio system with 14 speakers. Additional safety features include front and rear park assist, an electronic parking brake, Bi-Xenon adaptive headlamps, and a full complement of airbags (including side and curtain units).

It will be interesting to see if new owner Tata Motors can maintain the high level of quality and reliability that Land Rover’s last two owners (BMW and Ford) worked so hard to achieve. With a host of competent rivals from the likes of Porsche, Volkswagen, Audi and Lexus available for similar money, Tata’s engineers have their work cut out for them. Hopefully, they will see the need to focus on preserving the unstoppable off-road capabilities of the Land Rover line, rather than trying to match the comfort and luxury levels of their marketplace rivals, as this is where their strength lies. I fear that Tata may already be headed down the wrong path, as my test vehicle arrived with significant damage to the now-painted rear bumper shroud after another journalist took it off-road, a situation that would not have been an issue on previous models.[PSGallery=4npjra8qu]

Review and Photos by David Symons

Inspired Performance

Review and Photos by David Symons

When first approached about going to Montreal to test drive the new Infiniti G37 hardtop convertible and noting that there would be a side trip to the Cirque de Soleil headquarters, I wasn’t quite sure what the tie-in was going to be.  As was pointed out during our tour of their facilities, “Cirque” is really quite protective of their brand image, as well they should be having started from quite humble beginnings in rural Quebec to now having more than 4,000 employees worldwide. In 2009 alone, Cirque du Soleil will present 19 different shows simultaneously throughout the world to a total of 15 million people, and has grown to be synonymous with top flight, imaginative and performance-driven entertainment. The fact that they chose Infiniti as their first and only automotive partner, I think speaks volumes to the high esteem in which they obviously hold Infiniti’s brand. The feelings are obviously mutual…and only fitting, as Infiniti’s newly coined global branding tag line is Inspired Performance.

After our briefing on the car held at the “Cirque” HQ, we set off from Montreal plodding through the congestion that is the ‘Metropolitan’ and ultimately to the relatively open roads heading northwest, en route to the famed Chateau Montebello on the Ottawa River. The day itself was overcast but remained dry at the outset, so my co-driver for the day and I set out with the top down to enjoy the ‘open air’ experience of the G37. And enjoyable it was. Right from the outset, it became apparent that Infiniti had gone the extra mile in designing the cabin in such a way as to limit almost any kind of air turbulence from disturbing the otherwise very quiet atmosphere of the cabin. We no doubt benefited from having the optional wind deflector set up behind the rear seats, but it is also a testament to the modified A-pillar’s design in minimizing “wind howl.”

Complementing the cabin’s overall ambiance is the ‘Bose Open Air’ sound system, which boasts 13-speaker surround sound, including speakers in the head restraint, made all the more effective by the ‘noise compensation technology’ that dynamically changes the sound equalization based on outside noise, vehicle speed, and top position. Very cool technology. Whether you are in the mood for rockin’ out to some classic tunes from U2, or simply finding calm with Vivaldi’s “Four Seasons” playing, either can be equally well experienced with this system. Infiniti has also added a cool adaptive climate control system that effectively regulates the fan speed at both high and low temperatures. In hot weather, for example, the slower you go, the more the fan speeds up to keep the air moving at just the right level to maintain comfort.

Now, as I mentioned, the weather was fine at the outset …well, not so much at about the mid-point of our test run. The precipitation started to fall at a relatively moderate rate (which was fine with us at the time) because the design of this cabin is such that even with the top down and while traveling at moderate highway speeds, we didn’t feel a drop…that is until we turned the next corner. Then with obvious keen acumen regarding changing weather patterns, my co-driver had the good sense to pull over to the side of the road and immediately put the top up (which incidentally took about 18 seconds to fully execute) and mere moments later the deluge began!

The good news is that even with the roof up, this is a very comfortable car to drive, with plenty of room to accommodate good sized folk such as myself. What having the roof up also accomplished was to get our heads out of the clouds, and we turned our attention to the handling and performance of the car. Each G convertible comes equipped with a standard 3.7-litre VQ-series V6 with VVEL (for Variable Valve Event and Lift) rated at 325 horsepower. This is Infiniti’s highest-tech V6 engine and operates with the throttle always wide open, eliminating pumping losses in the engine. The rest of the control is determined by the valves themselves, through variable lift and duration. The net result of which is both good performance and fuel efficiency. What a great engine. Stomp on it, and we’re flying through the very responsive close-ratio 6-speed manual transmission and handling all that Quebec’s notoriously pock-marked roads could throw at it with ease. The car feels very responsive with almost no body-roll as we wheel round and down the highway. This, in no small part, as a result of the four-wheel independent multi-link suspension, large front and rear stabilizer bars and what they refer to as Dual Flow Path shock absorbers. It also helps that it is equipped with sport-tuned steering and sport brakes for just such an occasion of spirited driving.

Infiniti set out to produce a performance-based hardtop convertible that maintained the fluid lines of an elegant coupe,

regardless of the top being up or down.  Retaining the essence and elongated lines of a coupe with a proportionally longer hood, meant not compensating by having to move the cabin forward to accommodate the usual space demands of housing the hard-top roof folding into the trunk. This was achieved by way of having said roof fold into what they refer to as a clam shell configuration, where two pieces of the roof slide underneath and the third goes on top, unlike the mechanics of what other brands in this category use.

In summation, the overall result is a very sleek looking sporty entry into the hardtop convertible segment that complements Infiniti’s lineup very nicely. Can you say Inspired Performance?

Simply Iconic

Review by Gerry Frechette

The word iconic is tossed around with some abandon these days, but in the sports car world, the Datsun/Nissan Z-Car deserves that sort of accolade, after some 40 years of being one of the cars by which others are measured.

True, like many other performance cars, the 1980s were not kind to the Zed, but by the mid-’90s, it was back to being a car that enthusiasts could desire. And now, in 2009, the all-new 370Z moves everything up a notch or two, and it is an object of lust.

The 370’s design language is obviously a modern retro interpretation of the successful Zed theme, with some styling carried over from the last generation, plus more than a bit of the first generation 240Z, with the side quarter windows and gauges as prime examples.

The 370Z model line-up is simple, with a Touring coupe (a roadster is coming soon) plus Sport and Navigation packages, and automatic transmission available. Our tester was the manual Sport model, with 19-inch RAYS forged wheels and Bridgestone Potenza RE050A tires, aerodynamic front and rear spoiler, larger Nissan Sport brakes and SynchroRev Match. That last feature is a first in the industry, and deserves some comment.

On a manual-transmission car, one ought to match revs when a lower gear is selected, so it doesn’t unbalance the car with engine compression when the clutch is engaged. Many drivers can do what is called “heel-and-toeing” (and it is fun to get right) but others have never got the hang of it. SynchroRev Match actually blips the throttle for you, something that until now we have only seen on the new breed of automatics. I tried it once to confirm that it works, and then turned it off….

Actually, everything mechanical “works” very well on the 370. As can be surmised, the engine is the new-gen 3.7L V6 with 332 hp, up 26 from the last Zed. Even with the usual increases in weight from safety and technology, the new model weighs only 3,280 pounds, some 95 lbs less than before, so the power-to-weight ratio is bumped up, and the 370 is a brilliant performer, aided by incisive steering, big (14- and 13.8-inch) brakes, and great feel in the shifter and clutch. It’s all about balance, and while we didn’t, unfortunately, have the chance to wring it out on a track, a few blasts through our favourite twisties showed that Nissan has nailed the overall performance equation with the 370Z.

The interior environment does its part for the driver, with very shapely and supportive seats grabbing one tightly, given they are leather-trimmed. Those over six feet-tall won’t feel cramped, but they had better not be traveling with much luggage, as space back there is at a premium, especially with the body-stiffening crossbar right behind the seats lessening the possible placements of bags. Golf bags for two might be a problem…

So, the formula is the same as with the original Zed – performance, style and value. The 370Z starts at $39,998, and for that, you get what Nissan calls an “Everyday Sports Car.” We can’t quarrel with that.

Specifications:

Base price (MSRP): ———————————————-  $39,998

Price as tested: —————————————————-  $43,998

Layout: ————–  Front-engine, rear-wheel drive, 2-door coupe

Engine: —————————————————— 3.7L DOHC V6

Horsepower: ——————————————– 332 @ 7,000 rpm

Torque: ————————————————— 270 @ 5,200 rpm

Transmission: ——————————- 6-spd manual / 7-spd auto

Brakes: —————————————— 4-wheel disc, ABS, EBD

Fuel economy: ————————– (L/100 km, city/hwy) 11.6/7.7

Big, Brawny, and Efficient

Review and photos by Russell Purcell

The team at Audi Canada didn’t choose sunny Florida for its recent introduction of the Q7 TDI for the sunshine and fresh squeezed orange juice. Instead, the attraction was Sebring International Raceway, where the parent company’s stunning diesel-powered prototype race cars were set to trounce the competition yet again. The 12 Hours of Sebring is a world class race event where manufacturers like Audi, Peugeot, Porsche and Acura display the high-performance prowess of their latest automotive technologies while at the same time, testing their endurance and reliability. Audi has dominated top-flight sports car racing for the last decade, and for the past few years they have done so powered by diesel engines. It is this success that should translate to strong sales when the brand’s TDI clean diesel offerings soon roll into company showrooms.

The Q7 seemed liked the perfect candidate to spearhead Audi’s diesel resurgence in the Canadian marketplace as it is the company’s largest vehicle, and buyers of seven-passenger sport utility vehicles require plenty of torque for hauling people, cargo and perhaps, even a trailer. While only 3.0 litres in displacement, this relatively compact V6 develops 221 hp, and a stump-pulling 406 pound-feet of torque (the latter at a mere 1,750 rpm). Audi claims the Q7 TDI is 30-percent more fuel efficient than its 3.6-litre gasoline-powered brethren, a savings that makes the $3,500 premium (vs. the Q7 3.6) seem like a relative bargain.

Canadians have been reluctant to embrace diesel automobiles due to lingering misconceptions about smoke, smell, and poor cold weather performance. Other concerns include the perceived regional scarcity of filling stations, and due to diesel’s prominence in industrial and heavy equipment applications, the belief that diesel engines are low tech.

Audi’s latest TDI offerings should help dispel these notions. Unlike diesels of the past, there is no blue smoke or clatter of engine noise. In fact, other than the TDI badge affixed to the rear lift-gate, you would be hard-pressed to differentiate this new model from other Q7s. Twenty years of advancements have engineered cold weather starting issues out of the current TDI engine through the use of “quickstart” heater plugs, and the very precise delivery of diesel via a piezo injection system optimizes the efficiency of the engine. Low tech? I don’t think so.

Current emission standards mandate the use of low sulphur-content “clean diesel” in Canada, and Audi’s 3.0-litre TDI is an ultra-low emission engine that uses a process called selective catalytic reduction (SCR) to reduce emissions of oxides of nitrogen from the exhaust. A biodegradable liquid called AdBlue (which is a 32.5 percent urea solution) is sprayed into the catalytic converter where it reduces all the harmful chemicals into nitrogen and water. It is relatively slow release and is stored in a 24.6-litre tank that will be replenished by service technicians as part of the vehicle’s maintenance program.

I spent two full days getting acquainted with the Q7 TDI over a wide variety of road surfaces and in conditions ranging from bumper-to-bumper urban congestion, to sinewy, traffic-free back roads, with some long highway cruising in between. The Q7 TDI hustled from a standstill to 100 km/h in a tick over nine seconds, and power delivery from the turbo-charged V6 is strong and linear. The silky smooth six-speed Tiptronic transmission reacts intelligently to best match its shift patterns to the inputs of the driver, while the speed-sensitive, close-ratio power steering has been engineered with the enthusiast in mind. Handling is very good for a 2,500-kg vehicle, as the centre of gravity is quite low for a vehicle of this type, and my Calla White test rig felt planted on its optional 20-inch wheels and low-profile performance tires. Big, ventilated disc brakes, quattro all-wheel-drive, and a host of advanced driver aids kept this torque monster under control.

The 2009 Q7 TDI is available in two trim levels, and can be ordered in either the standard five-seat configuration, orwith an additional two-position third row. If luxury is the order of the day, then you can also replace the second row bench with a pair of individual seats separated by a console. Available equipment includes all the offerings from the Q7 menu, including navigation, premium Bose audio, a panoramic sunroof, and, as in the case of my test unit, the S-Line Sport package.

With recent arrivals of diesel-powered crossovers and SUVs from German rivals Mercedes-Benz and BMW, it is obvious that product planners see Canada as an untapped market for diesel platforms. The Q7’s natural rival is the Mercedes-Benz GL320 BlueTEC 4Matic as it is the only other seven-passenger model to currently offer a diesel. Both vehicles are pretty evenly matched when it comes to performance and technical specifications, but Audi’s Q7 TDI beats it substantially when it comes to pricing, and in our present economy, this will give the Q7 TDI an enormous advantage.[PSGallery=obkj6cimt]

The Definition of Hip

Story and Photos by Gerry Frechette

What is hip? The definitions of hipness certainly can vary with age and many other factors, nowhere more than in the car business. To the 20-something generation, there aren’t many factory-built new vehicles that measure up.

Of course, all the manufacturers want young people as new customers, to get them into the family, so to speak. Over the years, there have been several attempts at brands and vehicles to accomplish just that, but how many 20 year-olds have the money or the credit rating for a new car, or the attention span to relate to traditional promotional activities?

Nissan is the latest to court the youth of the country with the new Cube. Given that it is a known mechanical quantity with regular 1.8L four-cylinder Nissan Versa running gear, the Cube is all about design, product positioning and marketing. Early indications are that it might just have hit the target.

This is actually the third generation of the Cube, it having been sold in Japan for some time now. With small, entry-level cars being popular in Canada, Nissan figured it was time for a small car with distinctive style and function.

Its style is certainly like nothing else. It is short and tall, with the shape of its cabin certainly living up to its name. What makes it seem less square than a certain other small car not officially sold here yet but imported by many, is the rounded off window glass, and the asymmetrical design from the rear, that makes it look like there is no right rear roof pillar. The huge rear gate is hinged at the left, the proper side for access from a right-hand curb.

Inside, the Cube is exceptionally roomy for a small car, thanks to its high roof. But space is only part of the interior story. To use Nissan’s words, it is being positioned as “my room,” “my home away from home,” with comfortable “lounge-style” seating. It is a place for a young person to express his/her personality, and to that end, there are all kinds of clever storage approaches, including a large patch of long astroturf-looking stuff on top of the dashboard. We don’t get that one, but look up, and you’ll see the calming influence of a rippled headliner, just as if you had thrown a pebble in a pool of water. Groovy.

Available is all the must-have technology for personal infotainment, including Rockford-Fosgate audio, XM satellite radio, iPod interface, and Bluetooth. Parents, who will probably be signing most of the cheques down at the Nissan store, will be happy to see all the standard safety gear, including Vehicle Dynamic Control, ABS, six air bags including side curtains, tire pressure monitoring, active head restraints, and more.

If you don’t take part in online communication, you may not have seen any promotion of the Cube. It was all donethrough the creation of online communities, mostly via Twitter and on the dedicated website, hypercube.ca. Nissan had a contest for the best marketing/promotional campaigns by creative people, and some 45,000 were registered. The prizes, announced on June 23, were 50 Cubes! Check out the website to see what it was all about.

As a car, the Cube is an economical, inexpensive, comfortable, stylish and useful vehicle. As a design and marketing exercise, it is something cool and unique in the market that might finally be just what 20-something youth are looking for. That they’ll be getting a good car, too, might be something they’ll discover later.[PSGallery=q7k8xmh0a]