Story and photos by Russell Purcell

On July 16, 2010, “a new era in sustainable mobility” for British Columbia began as Stephen Beatty, Toyota Canada’s Managing Director, handed over the keys to one of the five Toyota Prius Plug-in Hybrid (PHV) test vehicles that will be plying Canadian streets for the next year as part of the Japanese company’s global PHV test trial program.

Toyota Canada has partnered with fifteen trial partners in four provinces (B.C., Manitoba, Ontario and Quebec) in the first phase of the nationwide program. The partners, mostly government departments, educational institutions and energy companies, were carefully selected to help test the car’s new technology in real-world use for the next calendar year. Members of the test groups in each province will share one vehicle.

In British Columbia, the partners include the B.C. Institute of Technology (BCIT), BC Hydro, City of Vancouver, the Ministry of Energy, Mines and Petroleum Resources and the University of Victoria’s Institute for Integrated Energy Systems.

The Car
The Prius PHV is based on the third-generation Prius Hybrid and shares many of its components – which is probably a good thing, as the Prius has gained a loyal following and is the number-one selling hybrid vehicle in the world. Under the hood of the Prius PHV you will find the venerable 1.8-litre Atkinson-cycle, four-cylinder gasoline engine and electric power train that comprise the company’s proven Hybrid Synergy Drive; however, the PHV utilizes a battery pack with a much larger capacity.

Its new lithium-ion batteries enable all-electric operation at higher speeds and for longer distances than those in the conventional Prius Hybrid. Toyota’s literature claims the PHV has a range of 20 kilometres (13 miles) on electric power. That may sound short, but that’s with the car travelling at speeds up to 100 km/h on electric power alone. This means that the first portion of any full-charge trip will require little, if any gasoline, as the engine will only kick in to power subsidiary systems.

Keen observers will notice what looks like a second fuel flap on the front fender of the Prius PHV. Opening it reveals the receiver port for the charging unit which permits the user to juice-up the car’s battery packs from a typical 110-volt outlet. This is accomplished by using what is basically a three-prong extension cord fitted with an SAE-standardized connector plug for electric vehicles. It takes a mere 180 minutes at 100 volts, or an even more impressive 100 minutes at 200 volts (a 220-volt home charging station is in development).

The Batteries
The big advantage of switching to lithium-ion batteries over the traditional nickel-metal hydride units is that the new batteries don’t require “conditioning” and don’t have a “memory” effect, so they can be charged at any time. Lithium-ion also has a higher energy density, and the new packs fitted to these test units have effectively quadrupled electrical energy output when compared to the battery pack of a typical Prius.

Despite the added weight of the larger batteries, performance and handling remain on par with the standard car, but fuel efficiency has improved significantly. The Prius PHV achieves a fuel consumption of just 1.75 litres per 100 kilometres (161 mpg Imperial) which is expected to reduce fuel consumption by 83 percent and reduce CO2 emissions by almost four tonnes per year. The current Prius consumes 3.7 L/100 km (76 mpg) in city environments, and 4.0 L/100 km (71 mpg) on the highway.

The Prius PHV is expected to become available to the public in 2012.

The Study
All five test vehicles will be fitted with special telematics equipment to record vehicle and hybrid system performance for the duration of the test period. Using this feedback, engineers and product planners will be able to track “critical technical and consumer acceptance feedback of the Prius PHV, unique to the Canadian market.”

The main goal behind the project is to produce sustainable mobility, and in the case of the Prius, the addition of PHV technology helps transform it into an electric vehicle with a realistic operating range.

“We expect that coupling B.C.’s clean energy resources with the cutting edge technology of plug-in hybrids will lead to a real impact on lower greenhouse gas emissions in this province.” – John Yap, Minister of State for Climate Action.

The City of Vancouver is taking a real leadership role when it comes to the environment, so it comes as no surprise that local officials and city planners were ready to embrace this test program.

“Vancouver is trying to be the greenest city in the world, so we ask that all new developments have a plug-in. So we’re ready to go. We are just waiting for the Prius and other plug-in cars to come on the market.” – Vancouver Deputy Mayor, Ellen Woodsworth.

PHV vs. pure EV
While other companies are working towards offering pure electric vehicles, the viability of these is likely to be hindered by what is called “range anxiety.” The reality is that unless you live in an urban centre like Vancouver or Toronto, a pure EV makes little sense due to the lack of charging locations and the geographical distance between them. Cars like the Prius PHV, on the other hand, can offer excellent fuel efficiency and zero emission capabilities without the stress of worrying about whether you’ll make it to the next charging station.

The group of B.C. partners has “committed to testing the Prius PHV and sharing with Toyota and each other their experiences driving in the real world.” Hopefully this program will enable Toyota and its partners to gain consumer acceptance for these innovative cars, as well as to help Toyota re-establish its reputation as a world leader in the automotive community.

Review and Photos by Gerry Frechette

Put yourself in Mazda’s shoes. You have one of the most popular compact sedans on the market in the first-generation Mazda3 sedan. Most of its owners wouldn’t think it needed to be replaced. But, after the usual five years of its life cycle, and even in these uncertain times for the auto industry, it is time to launch a new version. Can the old one be improved upon in any significant way? Can its sales success be continued?

The answer has to be an unequivocal “yes” on both counts. The new 3 is here, and those who considered the old one to be about as good as it can get will have plenty to be impressed with. As you might expect, Mazda has made an even more “Zoom-Zoom” compact car.

Newly available in the 3 is the big 2.5-litre four first seen in the 6 sedan, replacing the previous 2.3, and its 167 hp and 168 lb-ft are certainly plenty for a compact. Standard engine is still the 2.0-litre four, and in the lighter sedan, it proved to be more than adequate, especially with the five-speed manual. The 2.5 gets a six-speed, and both are available with five-speed automatic.

The suspension and braking systems are basically carry-over designs with improvements for strength and firm feel. Driving the 3 will certainly make you forget you are in what is, after all, an economy sedan, such is its sporty demeanour.

Also making you forget that is the 3’s interior, a strong point in the last generation that has been upgraded even more on the new one. For example, the front seats are larger in key areas, and more supportive than before. The Multi Information Display, including navigation if so equipped, is located higher up on the dashboard for easier viewing. The interior lighting system is creative and multi-dimensional.

Of course, the engineers never stop trying to improve their cars, and the 3 is more rigid for better crash-worthiness and handling, and more quiet for increased comfort. Changes to the intake and exhaust systems yield more pleasant engine sounds in both acceleration and deceleration.

As before, the Mazda3 is available in both Sedan and Sport (hatchback) body styles, and in GX, GS and GT models. Even the base GX sedan (for $15,995) is nicely equipped with power windows/locks/mirrors, tilt/tele wheel and auxiliary input (but not air conditioning) at that price. From there, of course, the choices are extensive, and a loaded Sport GT will set you back most of $30K, although with all the packages on it, it will have the likes of stability control, moonroof, leather seats, navigation, ten-speaker Bose audio with satellite radio, and adaptive bi-xenon headlights. Quite a list…some economy car.

And, oh yes, we haven’t forgotten to comment on its “happy face” front end. Some might consider that big grin of a grille to be a bit overdone, but it is, after all, better than a “sourpuss” look, and suits the car. Someone in the aftermarket will offer a big set of plastic teeth to complete the look….

The Mazda3 builds on its previous success and should easily be able to hold its position at the top of the Canadian car sales charts.

Review and photos by Russell Purcell

For 2010, the Porsche 911 Turbo has been redesigned to ensure that it is armed with the equipment to compete with the swollen ranks of high performance offerings that are now vying for the attention of wealthy enthusiasts. The car’s overall styling has been updated, but the big news is under the hood and iconic bodywork, as the car benefits from an entirely new drivetrain and the availability of one of the world’s greatest automatic transmissions.

The 2010 911 Turbo is the seventh generation of the German company’s supercar offering and as significant a milestone as this is, it pales in comparison to the substantial mechanical upgrades featured on the car. The first 911 Turbo hit our shores in 1976, and though the family resemblance is obvious in the 2010 edition, the driving experience and performance is not. With more than twice the horsepower of the original and all-wheel drive, this car may just be the ultimate canyon carver. In fact, it is so well-balanced that you can attack corners with abandon, executing the perfect line, lap after lap.

The big news is that there is an all-new engine shoe-horned into the rear engine compartment – a 3.8-litre flat-6 sporting twin turbochargers and direct injection. Substantially lighter than the outgoing 3.6-litre variant, this new powerplant generates more horsepower and torque, and Porsche engineers have almost completely excised turbo lag from the equation.

The car now has 500 horsepower and 480 lb-ft of torque on tap, but the advanced all-wheel drive system helps distribute this prodigious power to all four wheels in a very efficient and predictable manner. The wide power band (1,450-5,000 rpm) ensures that passing manoeuvres are stress-free, as extra power is instantly accessible when you apply your foot to the throttle. The car accelerates like a cruise missile and I kid you not, second gear pushes you so deep into the seatback that active resistance on your part may help you tone your abdominal muscles. Sprints from 0-100 km/h happen in the blink of an eye, as a Turbo equipped with the PDK transmission and launch control reaches that seemingly novel target in a mere 3.4 seconds.

Porsche fits the Turbo with a 6-speed manual transmission as standard fare, but most buyers will likely pony up for the optional 7-speed Porsche Doppelkupplung (PDK) double-clutch gearbox ($6,200). This innovative transmission is a technological marvel, and is so fast in its execution of gear changes that most of Porsche’s factory drivers prefer this transmission to the manual box.

Models equipped with the PDK can also be ordered with the optional three-spoke steering wheel ($670) with lightweight gearshift paddles (a first in a 911) as an alternative to the standard steering wheel and its somewhat lazy shift buttons. A discrete display on the left-side spoke indicates whether you have activated either Sport or Sport Plus mode, while a similar notice illuminates on the right-side spoke when Launch Control is active.

Handling is this car’s forte, as the combination of PASM (Porsche Active Suspension Management), PTM (Porsche Traction Management) all-wheel drive, and the best brakes in the business help keep the car’s lightweight wheels (wrapped in sticky rubber) planted to the tarmac as you apex hunt using the car’s lightly assisted steering. The new car also benefits from a lighter curb weight, which translates into an increase in speed, but also helps make the car more fuel efficient despite the increase in its engine size and substantial power gains.

Styling is evolutionary rather than revolutionary, but new LED running lights and the sinister taillights first featured on the lesser 911models finally find their way to the Turbo. Spoilers and ducting direct air to the brakes and turbos while other aerodynamic tweaks channel airflow in such a way that the car is able to reach its 300+ km/h terminal velocity with little resistance and sufficient downforce. The active, dual-plane spoiler that sits atop the rear engine cover differentiates the car as a Turbo, and unlike those affixed to many cars, is more than window dressing.

There is no doubt that this car is one of the fastest cars on the planet. The problem is, however, that everyone knows it. This means that every yahoo on the road wants to test his mettle against this Germanic rocket, and you will soon notice that each and every time you stop at a traffic light, it would appear you are being beckoned into the staging area by the driver in the next lane.

As annoying as this proved to be, it isn’t nearly as annoying as the fact that cruising around in a 911 Turbo is akin to hitting the streets with an assault rifle tucked under your arm. You’re going to attract the attention of the local constabulary on a regular basis. Trust me, I felt like my name had been penciled in at the top of the Most Wanted list by the amount of police contact this car seemed to beg for.

Unlike some drop-top designs, the 911 Turbo Cabriolet retains the rigidity of its fixed roof counterpart and its handling capabilities are on par as well. This means that there is virtually no cowl shake and rattles are non-existent. I had the opportunity to pilot the Turbo Cabriolet on a 700-km extended road trip that included a mountain highway whose surface had been ravaged by the hardships of winter, and despite the poor road conditions, the car tracked straight and true, and the cabin remained free of unpleasant road and wind noise.
The roof itself is still a canvas-type structure rather than a folding hard shell design, but it is lightweight, impeccably finished and very quick to deploy. I should point out that even at triple-digit speeds and faced with adverse weather conditions, the roof proved excellent at reducing the intrusion of both wind and road noise.

With the top down, there was only mild turbulence, and it was easy to converse with my passenger without having to raise the volume of my voice. A folding wind blocker resides in the front boot, and when fitted over the rear seating area, it made the cockpit a very serene place to be.

If you plan to use the car to its fullest potential, then you might want to consider a couple of upgrades to the menu. Porsche offers Ceramic-Composite brakes (PCCB) as a stand-alone option. At $12,050 they are far from cheap, but if you plan to explore the performance and handling limits of the car on a regular basis (read: track day), it might be a small price to pay. I had the opportunity to play with a coupe so equipped on the twisty road course at Mission Raceway Park, and came away impressed with the incredible braking power of these specialized binders. After extended use by a handful of drivers throughout the day, I was unable to detect any degradation in stopping power. With a car as potent as a Porsche Turbo, having confidence in the car’s braking system is a top priority.
My test car featured Porsche’s Sport Chrono Package, which apart from allowing the driver to monitor and record lap times, also adds an over-boost function to the car’s twin turbos. Torque rises to a tire-scorching 516 lb-ft, but the sweet spot in the power band shrinks to 2,100-4,000 rpm. In reality there will be very few occasions where it will come into play, but when it does, the road ahead had better be clear.

Porsche Torque Vectoring (PTV) is the company’s innovative system that employs a mechanical limited-slip rear differential to actively enhance vehicle dynamics and stability in an effort to make the car’s steering more precise and the handling more agile.

Porsche’s Exclusive and Tequipment departments offer a palette of special colours and leather interior options, but if you really want to go crazy you can order a host of carbon-fibre accessories including bucket sport seats that can be adapted for a harness.

The 2010 Porsche 911 Turbo represents the perfect blend of cutting-edge technological innovation, ultra high performance, and world class luxury in a car that is civil enough to use for everyday transportation.

Review by Gerry Frechette

General Motors is clearly positioning the Cadillac CTS line against the luxury sedans from Europe’s top auto makers, who have all long embraced the station wagon as the best solution to the need for extra space without getting into larger, less efficient vehicles. Ironically, in the last decade, the Europeans all had to build crossovers when the American market dictated it, but the wagons continued in their line-ups, with relatively low sales on this side of the Atlantic.

It is in this market situation that Cadillac has recently launched the CTS Sport Wagon, building on the established strengths of the well-received CTS sedan, and offering a degree of style and usefulness that even the Euro wagon lover would notice. Cadillac’s first wagon in its history is also the only wagon available today from a domestic manufacturer.

Like the Euro wagons, the CTS makes a compelling case against driving anything even close to truck-based, as it has plenty of interior space (although perhaps not a great amount for rear seat passengers), full-time all-wheel drive, and the ride and handling of a car.

Like the sedan, the wagon has the choice of a 3.0L or a 3.6L V6 under the hood, and with the former not being the most torquey such engine, the clear choice is the 3.6, which is direct injected and blessed with 304 horsepower for excellent drivability. Backing it up is a six-speed automatic (no manual available, unlike the sedan) that, like most of them today, is in a rush to get into high gear and keep the revs under 1,500. Fortunately, there is a sport mode with manual shifting capabilities.

The bigger cargo area is, one would think, the main reason anyone would choose the wagon over the sedan, and it is well appointed for actually dealing with various types of cargo. Aluminum rails built into the floor allow tie-downs to slide into whatever position is needed. The floor itself lifts in sections, and there is a useful compartment underneath with a rubber mat that can be removed and cleaned.

Our tester was the 3.6L Premium AWD model, and add the Preferred Equipment Group, one of the most expensive options packages we have ever seen at $8,720, and you have the works. The PEG has everything from Bose surround audio and all modern connectivity, to the huge Ultraview sunroof, to wood trim, to rear parking assist, to navigation, and much more. If you only want one or two of these things other than the audio/navigation, too bad, you have to get everything. Two standalone options were classy polished aluminum wheels at $830, and the crystal red tintcoat paint job, which you have to really like at $1,295. Yikes!

But in a car like this, which starts at $53,790 anyway, another $10,000 in options is palatable. It is more than competitive with the Euro wagons, and a high-style, better-performing alternative to crossover SUVs. And if you think you’d want more power, just wait for the CTS-V with 556-hp V8, coming soon.

Review by Gerry Frechette

There has been some discussion as to just what to call the new Honda Accord Crosstour. Some, including Honda, call it a CUV, as in crossover. Others think it is nothing more than an Accord hatchback or station wagon, neither being a description that is generally in favour in North America. It is certainly a car-based vehicle, with no ‘truck’ intentions.

Whatever you choose to call it, the Crosstour is an Accord sedan-based car designed to fulfill multiple roles, with elevated levels of utility thanks to its much larger cargo space and available all-wheel drive.

The Crosstour is differentiated from the Accord with a bolder front grille design, and moving rearward from there, it is all large-radius curves from most angles, with a sloped roofline that adds sleekness if not interior space.

Inside, the front of the cabin is obviously derived from the Accord, which is good because that sedan has one of the nicest interiors in the mid-size class. Of course, the rear of the cabin opens up to a large cargo area, and Honda has designed it to be useful to those with the ever-desirable “active lifestyle.” Levers near the interior fender wells allow for one-touch conversion of the seats into the floor and create 1,453 litres of cargo space in the process. A 213 mm-deep under-floor Hidden Removable Utility Box creates 54 L of storage space and includes a removable plastic tray that can be used for the temporary storage of wet or dirty items. Two additional side trays provide additional space for smaller items. The carpeted lid of the cargo box can be flipped over to the plastic side to protect the carpet from dirty items.

Being the top-of-the-line Accord, the Crosstour is available only with the 271-horsepower, 3.5-litre V6 and 5-speed automatic; no four cylinder or manual can be had. The main decision to make in the showroom is whether to stick with front-wheel drive or go for Real Time™ 4WD, which is an on-demand system that sends power to the rear wheels as needed. In the Canadian climate, anything that drives all four wheels is good to have. Should you want the Satellite-linked Navigation System with Bilingual Voice Recognition, the 4WD must be ordered first. There are no other options.

As far as models from which to choose, Honda has really narrowed down the choices, and Crosstour is offered in one version only, the EX-L. Standard equipment is extensive, led by Vehicle Stability Assist, anti-lock brakes and six air bags on the safety side, plus the likes of dual-zone automatic air conditioning with second row ventilation, 360-Watt AM/FM 6-disc audio system with 7 speakers and USB audio interface, moonroof, projector beam headlights, leather-trimmed seating surfaces with heated front seats, and much more.

To drive the Crosstour is to have no unpleasant surprises, especially if you have driven Hondas before. The feel is one of smooth sportiness, with a very refined engine and mechanical package that deliver performance in all normal situations. The interior is nicely appointed and equipped, and if you were thinking of a mid-size sedan like the Accord but could use a little more versatility, the Crosstour might be for you.

Review and images by Russell Purcell

Just when you thought the BMW vehicle catalogue couldn’t get any bigger, the German luxury brand follows up last year’s segment-busting X6 sport activity vehicle with another unique offering looking to create a niche in the marketplace. The 2010 BMW 5 Series Gran Turismo is an interesting vehicle as it melds the best features of a luxury sedan with elements from a crossover utility vehicle (CUV). The resulting “touring” vehicle has been designed to handle all your passenger and cargo duties while maintaining the comfortable and predictable handling characteristics of one of BMW’s outstanding sedans.

The GT derives its platform and current powertrain from the 750i, although it has been designated as a member of the 5-Series family of cars due to future plans for the model (550i GT). This means that the GT offers similar comfort and performance levels to the 750i but at a substantially lower purchase price. Although the GT may actually snipe some buyers away from the more expensive 7-Series, BMW product planners recognize that the GT’s off-beat looks will attract a decidedly different customer to showrooms.

The shape is distinctive and resembles a large hatchback – not unlike Porsche’s Panamera in concept, albeit less aggressive. The look is very modern and showcases some of the design elements of the all-new 5-Series models which will soon arrive on our shores. The vehicle is long and wide, and features a raised roofline. These design elements ensure that the GT’s cabin provides outstanding passenger comfort and maximum cargo space. It also sits higher than a traditional sedan, but step-in height is more comfortable than that of a traditional SUV or CUV design. The driver and occupants benefit from the increased visibility that comes with an elevated seating position and tall windows.

The front visage maintains the twin kidney grilles and BMW’s sleepy-eyed headlights, while the rear of the car features distinctive taillights that resemble a stack of long, neon tubes when illuminated. Despite its unique profile, the GT is immediately recognizable as a BMW product, aided in part by its predecessor the X6.

The interior features a four-passenger layout that BMW’s marketing department refers to as a “lounge-like atmosphere.” You would have to be an actual giant to find yourself lacking sufficient room to stretch out in this vehicle, as the rear compartment puts most first-class jumbo jet cabins to shame. Rear seat passengers will be entertained by twin display screens (part of the $3,500 Multi-Media Package) on which they can view DVDs from the 6-disc changer, or even control individual selections from the hard-drive, CDs or 3-band radio, as well as view and plan details of the navigation system.

My test unit was dressed for the financial district in Neptune Blue Metallic paint, but the Ivory White Dakota leather used for the seating surfaces was a bad choice in my opinion as it already showed staining from the clothing of previous occupants. The heated and ventilated seats were buttery soft, comfortable for long trips, and very supportive when it came time to explore the car’s formidable handling and acceleration.

Most of the controls and switchgear fall readily to both hand and eye. The simple gauge cluster is comprised of four large dials which proved very easy to read with white lettering and markings on black faces. At the bottom of the over-sized tachometer there is a clever Efficient Dynamics scale to let you know when the innovative re-generative braking system is in action charging the car’s battery. BMW claims this system will also improve fuel efficiency by as much as five percent.

The Gran Turismo is loaded with luxurious appointments and high-quality materials, and the level of fit-and-finish is exceptional. All the niceties one expects in a high-end executive sedan – GPS navigation, satellite radio, advanced climate control systems and an incredible audio system – are present and accounted for, including BMW’s iDrive system which has become far more user friendly and intuitive. Unique interior lighting throughout the cabin casts a subtle orange glow across the door panels at night. I didn’t find it distracting at all.

Safety is a priority at BMW so the car comes equipped with adaptive Xenon headlamps, Park Distance Control, a full array of airbags and run-flat performance tires. Available equipment packages offer rear and side-view cameras to assist visibility when parking, Active Blind Spot detection, Lane Departure Warning, and a Heads Up Display. BMW’s Night Vision System is also available as an option ($2,500).
The rectangular, two-part tailgate can be opened via the remote, and should you need to haul large loads or longer items, the rear seats fold almost flat. A handy ski sack is included to keep your equipment from soiling the interior. Great care was taken to separate the cargo area from the passenger compartment so that passengers would feel like they are in a sedan and to prevent noise and smells from interrupting the serenity of the space. When transporting larger luggage items such as golf bags and suitcases, the entire tailgate can be opened, revealing up to 1,700 litres of space.

The rakish roofline and wide rear shoulders hint of the performance potential hidden beneath the 550i GT’s shapely hood. The 4.4-litre, twin-turbocharged V8 features direct injection, and is mated to BMW’s first production eight-speed automatic transmission. Presently, this is the only combination offered, but all-wheel drive (Xdrive) and a turbocharged six-cylinder model will join the party in the future. Acceleration is the strength of this well-sorted combination, and the ultra-smooth gearbox does an excellent job of keeping the engine’s abundant torque (450 lb-ft) always at your beck and call, while at the same time promoting optimal fuel efficiency when operating at highway speeds.

My test vehicle came equipped with the optional Adaptive Drive and Integral Active Steering systems. These two marvels help limit body roll (and lean) and sharpen steering (adjusts the steering angle based on speed of travel) respectively, allowing the GT to perform more like a sports car when the road becomes twisty. The long wheelbase, wide track, sport-tuned suspension, and big 20-inch performance wheels and tires made the car a comfortable cruiser and the stable ride inspired confidence when behind the wheel. Remember, much of the GT’s infrastructure comes from the phenomenal 7-Series sedan, a mechanical gene-pool that blesses this new model with ‘no compromise’ levels of both handling and comfort.

Increased environmental awareness and the downturn in the world economy have made it less socially acceptable to park an SUV in your driveway. However, there are many consumers who require high-capacity vehicles to haul passengers and cargo on a regular basis, and for whom the minivan has no appeal (due to vanilla packaging, generic performance, and the negative social stigma they carry) and for whom the station wagon is too small. The stylish Gran Turismo offers buyers a versatile alternative that carries the panache of the BMW nameplate and definitely stands out from the crowd.

Review and Images by Gerry Frechette

The recipe for a compact crossover SUV has been pretty much cast in stone now. It needs to be car-based, available in front- or all-wheel drive, with four- or six-cylinder power, and suitable for soft-road use. The first-generation Kia Sorento, a tough body-on-frame truck design with real off-road capability, didn’t quite meet that description, so the new generation of Sorento has been completely reworked to give buyers in this segment yet another choice to look at. And they should, as it is fully up to competing with the established models.

Built in an all-new, one-billion-dollar state-of-the-art plant in rural Georgia, the Sorento is really all-new, and Kia looks for it to continue to gain the company the attention and respect it feels it deserves in the marketplace. After a day driving it around Georgia, we see no reason why it shouldn’t do that, as it felt very solid and handled everything including torrential rain with no problems.

We spent the day in six-speed automatic V6-powered AWD and FWD models, with the 276-horsepower 3.5L engine built just down the road a piece at the Hyundai plant in Alabama. Yes, the Sorento is the cousin of the Hyundai Santa Fe made there. This powertrain combination is expected to be the top seller in the line, and it was everything one could want in performance and refinement. The full-time AWD set-up has a locking centre differential that apportions power 50/50 front/rear when slippage is detected. Also available is a new 2.4L four cylinder, available with six-speed manual in front-drive models.

The size of these compact CUVs has been creeping up, and the new Sorento jumps right into the bigger end of the spectrum, with all that implies for interior room. It is one of the few to offer a third row seat, if that is something you think you’d need. Like some other Korean-made cars we have driven recently, the driver’s seat doesn’t quite go low enough for the full comfort of taller drivers (like this writer), reducing the available headroom, but otherwise, the Sorento is roomy, especially in the cargo department, an impression magnified by the flat load floor with the rear seats folded.

Sorento is nicely turned out and well-equipped in either LX or EX trim levels. Standard equipment includes technology like Bluetooth, satellite radio and AUX/USB connectivity, plus all the expected safety gear like Electronic Stability Control, side curtain bags, ABS brakes and active head restraints. All the tech goodies you can think of are optional, including navigation, upgraded audio and automatic A/C.

Fuel economy reflects the latest in drivetrain technology, with a best of 6.9L/100 km on the highway for the four-cylinder FWD automatic, up to 7.9 with the AWD V6.

Sorento prices start at $23,995, but figure on getting more into the $30,000 range to get the V6 and AWD. Any way you go, the new Sorento is a solid new contender in the compact CUV fray.

Review and images by Russell Purcell

Coupes are back in a big way, as both younger consumers and empty-nesters are attracted to the sporty image they convey upon their drivers, as well as the alluring combination of invigorating performance and, typically, the big curb appeal they deliver. Nissan launched its Altima Coupe as a 2008 model, and for 2010 it rolls into showrooms with minor improvements.

Most of the people I surveyed during my week with this car admitted that they found the car’s styling to be attractive, but almost too “safe.” Women seemed to really like its shape and curves, but most of the men I questioned said it didn’t look aggressive enough to put them behind the wheel. This won’t make members of the design team too pleased as they redesigned the hood, bumper, and grille area to give the car a more masculine appearance. Other design tweaks include larger wheels and the addition of projector beam headlamp units.

The Altima Coupe’s overall design shows hints of its big brother, the G37 Coupe, especially when viewed from the side profile with its tall, wide tail, small rear side windows, and sculpted hood and fenders.
While not as dynamic looking as rivals like Honda’s Accord Coupe or the Hyundai Genesis Coupe, the Altima’s exterior will not offend. For some reason, the car’s wrapper seems past its due date even though it is a recent design, especially when compared to its own stable-mates (370Z and Maxima) which feature aggressive lines and striking shapes. Three passersby thought the car was a Pontiac G6 at first glance, and that car (and brand) is now extinct!

While not a true sports car, the Altima Coupe does have sporty aspirations, as its 3.5-litre V6 delivers 270 horsepower and 258 lb-ft of torque. The driver benefits from perfectly placed gauges and switchgear and an adjustable steering column. Visibility is excellent and the three-spoke steering wheel (complete with onboard controls for audio, communications and navigation functions) proved easy to grip and manipulate.

During enthusiastic driving, the car’s multi-link independent suspension did an excellent job of smoothing out bumps in the road while remaining communicative with the driver. The speed-sensitive power rack-and-pinion steering system leaves the driver feeling in control and the car tracks straight and true, with just a hint of understeer in tight-radius corners.

There is some nose plowing due to the front-wheel drive layout and weight bias (63/37), but engineers have fitted V6-powered cars with larger stabilizer bars front and rear to help counteract chassis flex, body roll, and the annoying wheel shudder that often comes with adding extra power. Acceleration is brisk (when you choose the shift points – more on this later) as the car has a very wide power band and torque steer has been virtually eliminated. A lot of engineering expertise went into designing the suspension on this car to help cancel out some of the handling foibles common to front-wheel drive setups, especially with regards to shocks and springs. All in all, the Altima Coupe offers a driving experience that most drivers will find very satisfying.

The large disc brakes (11.7-inch front / 11.5-inch rear) proved strong and consistent, and provide drama-free stopping power. They come backed by an advanced, four-channel, four-sensor Anti-lock Braking System (ABS) with Electronic Brakeforce Distribution (EBD) as standard kit. Traction and stability control systems also come as standard equipment.

As long as I executed my own gear selections (via the manual-mode side gate) I found the Altima a delight to drive, but when I left the transmission to operate on its own (even in Sport mode), much of the fun factor was drained from the experience. The six-speed Xtronic CVT transmission is no doubt an engineering marvel as Nissan, and its parent company Renault, have embraced the continuously variable transmission concept like no other. Unfortunately, CVTs tend to generate intrusive noise pollution (in the form of engine noise) during hard acceleration as the revs climb while the gearbox searches for its most efficient settings. There is no respite from the buzz of the screaming engine until you lift off the gas pedal as, unlike traditional automatic or manual gearboxes, there are no pauses between gear changes with a CVT. The remedy, of course, is to shift through the “gears” manually, using the smooth-operating and well-placed shift lever on the centre console. Paddle shift levers such as those offered on the 370Z and Maxima would benefit this car and make it more exciting to drive.

For a coupe design, the Altima offers a substantial amount of cargo room (210L), as both rear seats fold flat (via nifty strap pulls in the trunk) and the wide-mouthed trunk reveals a flat-floored well easily accessed by a low lift in height. Both doors feature map bins, and both seat backs have pockets. A large traditional glove box is joined by a big, covered bin at the foot of the centre stack, and a two-tier storage cubby sits where your shoulder rests on the centre console. This latter bin has an upper compartment for wallets and cell phones, while the lower bin hides auxiliary and USB inputs for electronic devices.

The same cannot be said of the car’s interior design, which is current, comfortable, and very attractive. Very supportive front seats for the two front passengers (power operated, albeit the passenger unit offers manual slide) proved comfortable for my large frame over the course of the week, but I wasn’t keen on the idea of sliding into the rear compartment due to my size. As is the case with most coupes, this seating area is best reserved for two smaller occupants.

The Altima Coupe is available fitted with an economical 2.5-litre four-cylinder engine (175 hp / 180 lb-ft) in base (S) trim, or with a peppy 3.5-litre V6 under the hood. No hybrid option exists for the Coupe. Coupe buyers can choose to order the optional Xtronic CVT (with manual mode) with either engine, but a six-speed manual gearbox is standard (sedan buyers cannot order the V6 car fitted with the manual transmission, which is unfortunate).

My test vehicle was a loaded 3.5 SR Coupe which came equipped with luxury items such as 18-inch alloy wheels, dual-zone climate control, Xenon headlamps, integrated fog lights, push button start, heated mirrors and front seats, and an extra-large sunroof. Firm, but supple, leather seating surfaces and textured metal trim pieces highlight the roomy passenger compartment. Bluetooth connectivity and a premium Bose-engineered CD/MP3 stereo (complete with USB connector and XM Satellite Radio capabilities) are on board to keep you entertained and in-the-loop.

The optional Technology Package ($3,150) adds an advanced navigation system connected to a wide (6.5-inch), touch-screen colour monitor (which also plays DVDs and doubles as a rear view monitor when the car is in reverse), voice recognition operation, a 9.3 GB Music Box hard drive for digital files, streaming audio via Bluetooth wireless technology, and audio/video input jacks.

This car is in a tough segment with cars like the Accord and Genesis, but Nissan has priced its car well and has made huge advancements in the reliability department. I must admit, however, that I would order mine with a manual transmission so that I could make the most of this car’s performance potential, while at the same time, carving $1,300 dollars off the purchase price.

By Shaun Keenan

When most people think of Hyundai, high performance isn’t usually top of mind. Some say it’s the great warranty while others would argue between consistently-improving quality and good value. Whether being frugal is the new cool or not, the 2010 Genesis Coupe delivers both of the above, and while other automakers continue their downward spirals of decreasing sales, the South Korean car maker is among the few gainers in this depressed market.

At AJAC’s annual TestFest event last fall, the 2009 Genesis sedan overcame stiff competition on route to becoming the Canadian Car of the Year ahead of Mazda’s beautiful “6” sedan and the top-selling Toyota Corolla. Being named the 2009 North American Car of the Year didn’t hurt either. But, is the coupe as good as the sedan?

It might even be better. It’s more fun to drive, costs less and pound-for-pound (if you don’t need four doors with a big back seat or a V8 engine) few rear-wheel drive sports coupes are more economical than the Genesis coupe.

The base 2.0T starts at $24,495 with a six-speed manual and $25,595 with a five-speed automatic. A GT trim is available for $30,445, adding a limited slip differential, suspension upgrades, Brembo brakes, 19-inch alloy wheels and more premium upgrades to an impressive list of standard goodies.
My mule ($34,795 as-tested) had the bigger, naturally aspirated 3.8-litre DOHC V6, which produces 306 hp at 6,300 rpm and 266 lb-ft of twist at 4,700 rpm with paddle shifters to roll through the six-speed automatic transmission. Going the six-speed close-ratio manual route shaves $1,800 off the sticker, while stepping up to the 3.8 GT trim adds the $1,800 back on. Rated fuel economy is 11.9 and 7.3 L/100 km, city/highway.

I didn’t get to take it out on a track, but I did put a couple of hundred klicks on it on some of my favourite local roads in Halton Hills Ontario recently, where not even heavy April showers could put a damper on the whole experience.

The coupe did everything I asked of it and more…with a big smile on its fascia! Power from the V6 comes on smoothly and the six-speed ZF automatic is simply great! The car is well-balanced and composed for the everyday driver, though it’s also capable of some hair-raising performance when presented the task.

A manual sport mode allows Shiftronic stick movements, though I prefer the paddle shifters on the back of the steering wheel at nine-and-three o’clock. Either way, the rev-matching is done automatically to prevent jerky downshifts that could upset a chassis.

A Torsen rear limited-slip is standard on 3.8 models, though only the 3.8 GT gets the factory Brembos, tuned suspension and such. I haven’t driven one, but the Macpherson front strut and five-link independent rear suspension on the base 3.8 is fairly sporty and the chassis already quite stiff.

With 18-inch aluminum alloys and Bridgestone rubber on the corners, the coupe is very responsive. Not overly so to the point where it’s twitchy or unpredictable – but rather it responded with a quiet confidence that handled all the curvy and vertically challenging roads I could throw at it. She’s also composed in the braking department, having withstood a barrage of full ABS stops on some empty dead roads during the height of the rainstorm without event.

Electronic stability (ESC) with traction control (TCS) comes standard, and while I spent most of my time in the car with it switched off, it does what it’s supposed to do: meaning, it keeps the back end from walking out on you and reduces wheel spin. When turned off, I found the rears will spin in first gear only (even in the wet) before the tires grab in second and you’re off to 100 km/h in about five-and-a-half seconds.

Weight distribution is 55 to the front and 45 in the rear, and, while this might make the Genesis a touch nose-heavy, it does impart precise and accurate turn-in response. Steering is direct and linear and the wheel itself feels good in the hands while offering a nice amount of feedback for the driver.

Inside, the driving position is good and the leather heated front buckets are worthy of praise for their comfort, support and adjustability. You get a great-sounding six-speaker audio system with Infinity AM/FM/XM/MP3 and CDC capabilities, auxiliary and USB inputs in the centre armrest/storage console, plus Bluetooth handsfree phone operation via the multifunction steering wheel, as well as a 5.6-inch LCD information display. I do however have a few small gripes now that we’re in the cockpit. Not having telescopic steering won’t be an issue for all but… there’s also not a lot of head or legroom for most average-sized adults in the rear seats. While the seatback does fold down to accommodate longer cargo objects, there is no split-seat (meaning it’s two or four people) and the pass-through is somewhat limited due to structural reinforcements back here. Overall fit and finish is decent, though they didn’t shy away from hard plastic surfaces in here – no doubt to keep price in check. As is common with many coupes, rear visibility is not the greatest, but I guess what it boils down to for me personally is that the interior just doesn’t feel quite as refined as the 2004 Tiburon GT Tuscani I fell in love with some five years ago.

Now in terms of the exterior in the style department, the 2010 Genesis Coupe has definitely got the look. I actually think it bears more of a resemblance to the first-generation Tiburon than it does the current G-sedan. Its classic coupe silhouette features short overhangs, a long, wide wheelbase, unique grille and an “emotionally-sculpted Z-line” that runs down both sides of its nicely sculpted body. Fog lights are standard on all trims, but on the 3.8 you also get a power sunroof, auto-leveling HID headlights, mirror-mounted turn signals and a few chrome dress-up items.

Overall – this new offering from Korea affords outstanding driving dynamics and an excellent price-to-performance ratio. It also offers up a nice selection of creature comforts, conveniences, technologies and safety features (like six airbags) that when coupled with its very stylish appearance – help make a strong case for putting the 2010 Genesis Coupe on track to keeping the Car of the Year honours in the Hyundai family….for at least another year. Exhilarating.

Review and images by Russell Purcell

If you’re having a difficult time seeing the beauty of the Porsche Panamera’s exterior design, you are not alone. Judging from the feedback I received every time I parked the car (or even just came to a complete stop), the car’s teardrop styling solicits six out of every ten thumbs to rise in recognition of its curb appeal. If Porsche’s new bosses at Volkswagen go ahead with the proposed two-door coupe variant of this luxurious Autobahn weapon, I am sure its cleaner profile and sultry curves will make those final four thumbs stand at attention.

The back end of the Panamera is unique, but decidedly Porsche. It’s definitely the most prominent styling feature of this sultry grand touring car. After finally seeing the Panamera in person, I came to the realization that, like Nissan’s 350Z, this vehicle needs to be viewed from a standing position; otherwise it can look a bit ungainly. Unfortunately, photographers seem to like to shoot this car from a very low angle, which tends to exaggerate its proportions, giving it a too-much junk-in-the-trunk look. I would also suggest that you order the car with the model designation deleted, as the amount of script required to plaster the name on the rear hatch made it look cluttered.

The car is long and graceful, with obvious 911 elements reflected forward of the windshield, a traditional Porsche curvature to the roofline, and hints of the Cayman in the rear. The interior on the other hand is more luxurious than any Porsche model to date, and the levels of comfort and convenience delivered to its lucky passengers is almost without peer.

The cabin layout offers seating for four individuals in matching sport bucket seats that feature both heating and cooling capabilities. Legroom is abundant in all positions, as is hiproom and headroom. In fact, I have to admit that the Panamera is the first car in which I felt quite small, and trust me, I’m not. The front cockpit features a tall, wide centre console that was inspired by that of the storied Carrera GT. Its top surface is laden with enough switchgear to put a Boeing 777 to shame. Surprisingly, after a couple of days, navigating around this ominous control panel became second nature.

The car is equipped with the blindingly fast 7-speed PDK dual-clutch automated manual gearbox, and in the case of my Turbo test unit, three operating modes (Comfort, Sport and Sport Plus). The latter two electronically alter the stiffness of the suspension, the sharpness of the steering, and the shift parameters of the gearbox. Interestingly, operating in the two Sport modes restricts you to 6 speeds. My car came fitted with Porsche’s Sport Chrono option (which includes addition of Sport Plus mode) allowing the driver to monitor track times via a dash-mounted clock or via the LCD display.

Major options on my test vehicle included big-ticket items like the Burmester audio system ($5,440), the aforementioned Sport Chrono package ($3,110), and RS Spyder Design 20-inch wheel ($2,130). Porsche offers a myriad of options to add further enhance the performance, comfort, and safety of the car, as well as to custom tailor the interior and exterior to meet your needs. My list would include the rear wiper option due to my “wet-coast” location, but I would skip the light interior colours, as the cream-coloured leather in my test vehicle showed the slightest scuff mark and had been stained by someone’s jeans. Owners planning to drive the car to its limits can order ceramic composite brakes in place of the already over-the-top steel units that come standard.

For those audiophiles who are still struggling with the name Burmester, let me explain. Burmester is a German company renowned for their ultra-high-end audio systems. Porsche collaborated with them to bless the Panamera with an entertainment system that has been designed specifically for the car, resulting in the delivery of vocals and music to your ears of unbelievable clarity and depth. A full complement of 16 carefully matched speakers and 1,000 clean watts of power will make your CD and MP3 collection come alive.

Unlike the company’s sports car offerings, the Panamera benefits from a commodious cargo area accessed by the large, remote-operated hatch. The area is concealed beneath a sturdy fabric-covered lid that swings up out of the way with the hatch. Should you need more room, both rear seats fold flat in a 50/50 split configuration. Golfers rejoice!

I had the opportunity to stretch the legs of the Panamera Turbo in late October on a track specifically designed to test the handling dynamics of passenger cars, and although it felt a little less stable than the Audi R8 V10 that was also on hand, it bested the much smaller two-seater in all performance categories including acceleration. Much of this prowess can be attributed to Porsche Dynamic Chassis Control (PDCC), which is an active anti-roll system which helps to reduce body movement when cornering. PDCC works in tandem with Porsche’s Adaptive Air Suspension, which utilizes load-bearing air-spring struts and electronically-controlled dampers to modify the vehicle’s spring rates and ride height. The driver can also manually raise the chassis to clear road hazards and steep ramps.

A long winter excursion from Vancouver to the Okanagan Valley and back took me through some of the highest passes in the country, but luckily, my test vehicle had been thoughtfully outfitted with some high-performance Pirelli winter tires. These ice-cutters allowed the Porsche Traction Management (PTM) system (read: all-wheel drive) to permit me to maintain highway speeds with the utmost confidence, despite the occasional flurry or slippery road surface.

Currently there are three different versions of the Panamera (S, 4S and Turbo), powered by two V8 engines. The entry model is the S, which is rear-wheel-drive, while the more sporty 4S can be ordered with AWD (or not). Buyers of the Turbo benefit from all-wheel-drive as standard fare, as well as a dual-element active rear spoiler in place of the single element model fitted to the S and 4S models. The incorporation of a start-stop engine shutdown system as standard equipment on all models helps the Panamera deliver unexpectedly good fuel economy numbers and hints at the availability of a hybrid model down the road.

The hatchback sedan is not a new concept when it comes to the grand touring class of automobiles, as Porsche’s now-corporate sister Lamborghini considered offering a stretched version of its four-passenger Espada in the late 1970’s. Current talk has the Panamera platform forming the basis for a similar sedan concept from the Italian company called the Estoque, which would no doubt help Lamborghini maintain and expand its own loyal customer base, while offsetting development costs for Porsche. The company has ambitious plans to build 20,000 Panameras per year across the whole product cycle, and as of mid-December, it was halfway to reaching this goal, with almost as many orders in hand.