The Scion iQ – when a Yaris is just too much car

Review by Budd Stanley, photos courtesy of Scion Canada

The Smart ForTwo has not had the smoothest of introductions to Canada, as the little four-wheeled two-seater has garnered a huge amount of hate. I am even surprised by the automotive racisms displayed by my own kin, hatred for the car just because it is small. What did the ForTwo ever do to you?

And so, Scion now has a large task at hand to prove that great things can come in small packages as it has now launched the Scion iQ to the North American wolves. But guess what? They’ve done it right.

For a car that is only three metres long, the engineers have done a great job to make this little runt a true four-seater. However, it’s not as bad as it may sound, as most compact cars have rear seats that are considered disciplinary devices for children. The iQ can fit three adults comfortably, though, with help from clever interior design. Seats are given extremely thin backs to make the most of the space provided, but an asymmetric front dash in front of the passenger allows the right seat to move forward, well in front of the driver, giving ample leg room to one rear seat. The other spot behind the driver can still be used to punish the naughty.

Of course, with a car this small, safety is a primary concern, and I think Scion has actually gone a little overboard here, with all the electronic driver aids one could want, and somehow fitting no fewer than 11 airbags. Getting in an accident might bring back fond memories of Zorbing in New Zealand.

Despite being a low-segment vehicle, the interior appointments were quite impressive, with a design and build quality easily besting the outgoing Yaris and even beating up a bit on its Scion brethren. The gauge cluster in particular is quite pleasing to the eye, but the secondary screen showing fuel and economy figures are hard to see on a sunny day due to reflections.

But how is it to drive, you’re likely asking? Well, the “large for its size” 1.3L four-cylinder pushes the little iQ along quite respectably. With a turning circle of a ridiculously minuscule 3.9 metres, this 960-kg vehicle is a blast in the city. The steering is so quick and direct that it would put a Mitsubishi Evo to shame, and I found that u-turns after missed streets were so eccentrically fun, I was missing turns on purpose, just to challenge the car’s unique abilities. However, with such a small wheelbase and quick steering, the car is very fidgety on the highway at speeds over 80 km/h.

As usual, my love/hate relationship with the CVT continues, as the iQ comes standard with the fuel-efficient transmission that gave me an impressive 5.4L/100 km rating even with a heavy right foot. Nevertheless, for those not hell bent on hyper-miling, a manual box would work well in the iQ. Despite the uninterrupted howl of the CVT, the iQ exceeded all my expectations and was not only a fun car to look at, but was good fun to operate as well. The added versatility will likely pull a few more people over to the small side; however, for those who hate the micro-cars, their numbers are only going to get larger.

SPECIFICTIONS:

MSRP: $16,760

Price as tested:

Layout: Front Engine, FWD

Engine: 1.3L 4-cylinder

Transmission: CVT

Curb weight: 960 kg

Fuel Efficiency (city, hwy, comb.): 5.5L/100km, 4.7L/100km, 5.1L/100km

Transportation in Canada changes with the first true production EV

Review by Budd Stanley, photos courtesy of Nissan Canada

One of the most common questions I get asked is, “When am I going to be able to buy an electric car?” Finally, I can answer, “today.” Yes, both Toyota and GM have plug-in vehicles they demand be called Evs; however, the fact is, there is still a gas burning engine in there, and you still have to fill it with fuel, even if it’s less often. But now, Canada has its first true mass-produced EV, the Nissan Leaf.

While many journalists seem to think the Leaf looks dorky, I don’t agree, and actually think that the futuristic design is not only gutsy, but also quite well done. Raised headlights also act as aerodynamic devises, channeling air around the mirrors and A-pillars. Sleek long and narrow LED taillights stretch from the rear bumper all the way up to the large roof spoiler, which in the SL trim classes, houses a solar cell that provides power to the 12-volt ancillary battery.

The futuristic design also works its way into the interior, where a stylish centre stack provides occupants with quality HVAC, stereo and navigation display and operations. This is also where the “Carwings” system is found, giving operators several different ways to monitor and set up just about every aspect of the electric drive system to suit the owner. Ideal options for those who want to get up close and personal with their Leaf include the ability to program the charging system to work within cost effective hours when plugged in, the ability to adjust energy conservation settings designed to extract the most distance from the current charge, and also a history of your driving habits, efficiency, and data logging usage. It even plots range rings on the navigational map to show you how far you can go.

However, if you are a person who wears a tinfoil hat and likes to hold yourself up in your bedroom reading conspiracy files online, be warned – the man is watching. This system allows owners to access all the information with their smart phones and even operate several onboard controls as well. This also means that Nissan is watching and recording this information. But what’s worse is this now makes the car susceptible to hacking and possibly viruses. Nissan says the programming codes for the onboard computers are extremely complex and near impossible to break, but we all know how industrious hackers can be, and the Leaf can be a blank canvass for those who find the way in.

Like the centre stack, the gauge cluster in front of the driver is equally smart, informing the driver of the driving efficiency, how many kilometres they have left in the batteries to ease those range anxiety fears, and the usual trip information like time, speed, distances and temperature, split between an upper and lower screen. Both gauges and centre stack use extremely high-quality graphics and are completely interactive with controls on the steering and dash. However, I’m afraid these fantastic displays are about the best thing going for the interior, as they are surrounded in cheap hard plastic materials trimmed with equally depressing fabric. Not the kind of materials I would want in a car that just cost me $38K. While I’m on a rant, I might as well express my displeasure with the massive A-pillars that fill the drivers side-frontal vision. Yes, the steeply raked windshield makes the car much more fuel efficient, but the driver is nearly blind coming around left-hand corners. That said, the seats are comfy, there is a great amount of interior space, and the steering wheel feels good in my hand, while the rear passenger space and rear cargo area is also generous. The Leaf may look like a compact hatch, but it really is more of a mid-size.

But let’s get to the good part, the heart of what makes the Leaf the most important vehicle on the market today, the fact that it’s an EV. Range is a big issue with those who may think ill of the EV, and while the Leaf is not ideally suited for road trips, an efficient driver in ideal conditions can eek a very usable 220 km out of a full charge. However, sitting in gridlocked urban traffic, the worst you can do is 100 km, a figure that will meet 90 percent of the city slicker’s daily needs, but on average, Nissan says 160 km can be had in normal driving conditions. Then there is the charging; simply put, 18-hours on the 110-volt plug overnight will fill the batteries from empty, while the 220-volt charger will do the same in  seven hours. Most owners will never fully drain a battery, so those are worst case scenarios. The batteries have been tested in the cold, submerged in water, hit by a 65-km/h collision and struck by lightning and still come with an 8-year, 160,000-km warranty. Yes, for 220-volt charging, you will need to install a charging unit at home, which will cost around $2,500. And finally, this is the first of the breed, so there will be a hefty price to pay. MSRP starts at $38,395, but the Quebec and Ontario governments are offering up to $8,500 incentive rebates on purchases, and up to $1,000 towards a charger installation.

Electric motors are magnificent things, and when they are properly placed into a vehicle, the effects are astounding. It is likely the smoothest running powertrain I have ever driven, and produces next to no noise other than a slight whine. It provides instantaneous torque right from the start, and holds that acceleration right up to a top speed of 140 km/h. Even at 100 km/h, I kicked the throttle and the Leaf punched me into the back of the seat with all 206 lb-ft of torque. In the right modes, in the right mood, I bet that the Leaf would give a fair number of V6-powered vehicles something to worry about at the traffic light.

However, this is an EV we’re talking about, and high performance is not going to be on the minds of 99 percent of the 16,000 people who have shown interest in one day owning this car. But despite its impressive capabilities, the Leaf is a very zen automobile to drive, even for this race car driver who loves to play with a car’s limits. The silence of the drivetrain and the smooth power, along with the contemplation of producing zero emissions at a cost of around $4 a fill-up, and you really do start to get the warm and fuzzies, as the car does an amazing job of relaxing you. Commuting home in gridlock traffic could easily be an after-work stress reliever. Well, that is until you hit a bump in the road, and the firmly dampened struts and high efficiency tires send a shock through your back. Unfortunately, with the added weight of the lithium-ion batteries under the seats and the ride of the ultra-high rolling efficiency Bridgestones wrapped around the wheels, the Leaf is better suited to smooth tarmac.

When if comes to getting behind the wheel of the Leaf, Nissan has done a masterful job of engineering a car that gives up little in the way of sacrifices for the luxury of running on electricity. Save the fact you plug the car into an electrical outlet and it makes nearly no sound, you wouldn’t even know that it was something special. But that’s just what Nissan has had to do just to ensure that the transition from ICE to EV is not only smooth, but a willing transition by those who are not yet sold on the idea of electric propulsion. However, after getting my own time behind the wheel of the Leaf, I can positively tell you that I am a believer. The Leaf is only the start of very good things to come.

SPECIFICATIONS:

MSRP: $38,395

Price as Tested: $40,895

Layout: Front Engine, FWD

Motor: High-response synchronous AC Motor

Power: 80 kW, 206 lb-ft

Curb weight: 3,375 lb

Range: 100 km to 220 km with an average of 160 km

Charging time: 18 hours with 120V, 7 hours with 240V

Story and photos by Gerry Frechette

Kia is making big waves in the auto business, building on last year’s growth with what looks to be another stellar year. Not only has Kia introduced several new models since last year, but they have all been completely redesigned, going from non-descript to some of the most distinctive on the road.

A case in point is the new Optima, formerly known as Magentis, the mid-size sedan. It must be said that the platform and technology of it mirrors that of its cousin, the Hyundai Sonata, and that is no bad thing, because it means that the Optima is now available as a hybrid. Beyond that, this car goes its own way as far as exterior and interior design, with Kia pursuing a more youthful and aggressive image.

The Optima is one of the first of the newest generation of hybrids, with technology that is a major advance on what we have known for the past dozen or so years of them. The batteries are lithium-polymer, developed in-house, and they offer smaller size and weight, more power, and quicker charging. The result is more interior and trunk room than the Optima would have had with the old-style nickel-metal hydride batteries, the ability to drive solely on electric at 100 km/h for up to a couple of minutes, and much more of an “assist” from the electric motor at highway speeds, resulting in lower highway fuel consumption (4.9L/100 km) than previous hybrids could deliver.

The other big factor that contributes to the Optima Hybrid performing as well as the “regular” version of it is that the transmission is a six-speed automatic, instead of the CVT that previous-technology hybrids were (and still are) saddled with. It makes a big difference in driveability and enjoyment of the car. There is now nothing the Optima Hybrid owner has to sacrifice to get performance on a par with the gasoline version. The 2.4-litre four and the motor combine to deliver 206 hp and 195 lb-ft of torque. Like most hybrids, there is an Eco mode that takes away some power in favour of maximizing efficiency, so you have that choice.

Exterior and interior design has been totally revamped on Kias, and it must be said that the Optima is one of the sleekest mid-size sedans on the road, with muscular proportions and a classy look that is let down only by the weird-looking wheel design, admittedly a subjective criticism. The interior is roomy and comfortable, both front and rear, and you would really think you are in a car that sells for much more than its base price of $30,595.

Given that pricing, you will be impressed by the level of standard equipment on the Optima Hybrid. It includes heated power front seats, auto climate control, tilt and telescopic steering, cloth/leather seats, Bluetooth, a rearview camera, and the highly-rated new UVO Infotainment system that offers wireless audio streaming, voice control and a hard drive for storage, along with all the device connectivity you could want. Name a safety feature, and it is included, too.

The $35,495 premium model we drove adds a panoramic sunroof, navigation, cooled front seats, heated rear seats and steering wheel, and nicer trim. There isn’t really much you would want beyond that in a mid-size sedan.

On the road, the Optima Hybrid is solid and composed, even on the tight mountain roads we drove it on. It is a good compromise between sporty handling and smooth ride, and is very quiet in operation. Considering its room, comfort, performance, design, the latest technology and green credentials, this latest effort from Kia is one of the best values for the money in a mid-size sedan.

Story and photos by Gerry Frechette

Over all the generations of the Volkswagen Jetta, there has been a sporty version that closely approximates the spirit of the Golf-based GTI, in terms of equipment and performance. The Jetta has long been known as the “Golf with a trunk” and priced a little higher, but that has changed with the latest Jetta, which has been moved down into the heart of the compact market and is therefore now priced lower than the Golf. That pricing profile holds true for the new Jetta GLI – it is the sedan version of the GTI, but costs less.

It is not any less equipped, however, and the heart of the car, the 2.0-litre turbo four engine with 200 horsepower, is the same as in the GTI, with generous torque available across almost its entire rpm range. The GLI moves out smartly, with either transmission. The six-speed manual is slick shifting and enthusiasts will love its feel, while the six-speed DSG twin-clutch box is quicker to shift and delivers lower fuel consumption, plus, of course, no clutch in traffic, but at a $1,400 hit. To this day, I still don’t know which I’d have if I bought this car or the GTI.

The power is distributed to the front wheels via VW’s XDS cross differential system that can brake the inside front wheel on a tight turn, thereby masking most of the understeering tendencies of an FWD car like the Jetta, if not extending the life of the front brake pads.

The other major mechanical improvement is the incorporation of a multilink independent rear suspension, an upgrade on the beam axle on regular Jettas. Not only that, but the suspension gets a sport tuning workover, with stiffer springs, beefier control arms and lower ride height by 15 mm. Needless to say, the differential and suspension have a good effect on handling, as we discovered in a day of bombing around the small road course at Mosport near Toronto. The GLI felt glued to the track at the highest of speeds.

The sport motif is in evidence throughout the GLI, with the supportive eight-way manually adjustable sport seats (in cloth/leatherette or optional leather, but sadly, not the plaid cloth that looks so good on the GTI) and beefy steering wheel all trimmed in red stitching, plus aluminum pedals, unique 17-inch wheels (18s are optional), sport-look bumpers, red-painted brake calipers, and special grille and taillights. Luxury and convenience features include Bluetooth, touch screen audio system, Climatronic A/C, keyless entry, and Media Device Interface that lets you connect and control your iPod through the audio system. Not to be overlooked, the soft-touch finishing of the dashboard, which didn’t make the cut in the regular decontented Jetta, is back on the GLI.

Options are few. The Technology Package adds navigation and Fender Premium Audio for $1,290, a reasonable tariff for two worthwhile features, while $2,100 gets you the Leather Luxury Package, with leather and sunroof, neither of which would be on my GLI.

Not only does the GLI cost less than the GTI at $27,475, it is less than the previous ’09 Jetta GLI by some $2,500 – and contains some $2,800-worth of added equipment, too, according to VW. It’s a good deal for the most sporty of VW sedans, considering it has a trunk and more interior room than GTI, too. The GLI puts VW solidly in the compact sport sedan game against its Asian rivals.

Review and photos by Russell Purcell

There are few things as pleasant as motoring around in a luxury convertible on a warm evening.  And when the car is as a refined and sporting as the BMW 650i Cabriolet, you truly feel like all is right with the world.

First impressions

The BMW 650i Cabriolet has been thoroughly re-designed for 2012. It is however, immediately recognizable as a BMW product due to the inclusion of several of the brand’s more iconic styling features such as the requisite twin-kidney grille and halo-ringed headlamps.  This latest generation of the brand’s status car is longer, wider and lower than the outgoing 6-Series model. I suspect that most will admit it is visually more appealing than the rather ungainly Bangle design it replaces.

The Top

The top is of a canvas cloth construction which keeps the weight down and makes way for increased cargo room in the trunk, and I found it insulated enough to keep both wind and road noise from intruding on passenger enjoyment. Its operation is a simple one-button affair, but it did seem to take a little longer than most. BMW literature claims it will retract in a mere 19 seconds, but mine never came close to that number. The up process on the other hand, was completed in the advertised 24 seconds. When deployed, the complete top is hidden away under a hard panel which acts as a tonneau cover, giving the car a really slick, finished appearance.

Unfortunately, the same cannot be said of the top when it is in place, as the rear section seems overly complicated by long buttresses of cloth that reach far beyond the rear window area. From the side, they resemble wide roof pillars and look appropriate, but when approaching from the rear they look clumsy and awkward. In a perfect world, the 650i would be reserved for cruising on sunny days, so you could leave it safely tucked away in your garage minus the top.

One feature I did like very much was the ability to lower the glass rear window. This allowed me to create a breezy cabin without retracting the roof, and the cabin was free of the odd wind buffeting that often occurs when you drop the side windows at speed.  As much as I enjoy spending time behind the wheel of an open-topped automobile, prolonged exposure to the sun can really put a damper on your enjoyment.

Motivation

Under the extra-long hood resides one of the sweetest powertrains on the road today, that being BMW’s exceptional, twin-turbocharged, 4.4-litre V8 engine mated to a cutting-edge, eight-speed manu-matic transmission. If you are one who likes to row his own gears, BMW does offer this car fitted with a six-speed manual gearbox.

This ultra-smooth V8 produces a very healthy 400 horsepower and 450 lb-ft of torque. Acceleration is strong and linear, especially when the driver elects to shift the gears manually using the paddle shifters, and sprints from 0-100 km/h occur in less than five seconds. The twin-turbochargers spool almost immediately and help produce a torque band broad enough to ensure that power is always on tap should you find the need to execute a passing manoeuvre, or just exercise a few speed demons. The exhaust rumble is meaty enough to captivate the enthusiast buyer (especially when the top is down), but civil enough to preserve the serenity sought by those looking for luxury.

Behind the wheel

The driving experience will elicit smiles all-round as the driver is able to tweak the car’s handling and power delivery to suit his or her intentions as well as the road ahead, using BMW’s twin marvels of engineering – Adaptive Drive and Dynamic Drive. There are four dynamic presets (Comfort, Normal, Sport and Sport+) which seamlessly transform the car’s handling and performance parameters at the touch of a button. While obviously not a sports car, the 650i will surprise, as it uses its long wheelbase, dynamic suspension and extra weight to help it stick to the road in corners and track with a level of precision usually reserved for much smaller automobiles. Steering feel is communicative, but I did feel like the electronic assist was a little overbearing at times.

The big disc brakes felt solid and allow the driver to rein in this sexy speedster with very little drama, and in short order. They are backed up by a host of electronic aids designed to maximize and maintain brake effectiveness, and during my travels they remained strong and fade-free despite being faced with some of B.C.’s most challenging roads.

With the top retracted, I expected the car’s cabin to be a turbulent affair when travelling at speed, but to my surprise, it remained quite calm, even at triple digit speeds. I found that I was able to maintain a conversation with my front seat passenger with ease, and I could even communicate effectively with my tightly-packed rear seat passenger if I put the windows up.

When travelling on less-than-perfect road surfaces or crossing railroad tracks, many convertibles reveal themselves to be mechanical maracas, but the 650i Cabriolet’s structure is very solid. I am pleased to report that I failed to detect any significant rattles or evidence of cowl shake during my time with the car.

Interior impressions

The 650i’s passenger compartment is wrapped in premium leather hides, and fit-and-finish is impeccable throughout the tidy cabin. BMW’s design team sought to increase the level of luxury for this car with the redesign, and it is immediately apparent that they succeeded in this department. The front seat occupants enjoy a cockpit environment that includes supportive bucket seats and deep foot-wells, and all instrumentation and controls are oriented towards the driver. I found more than enough head room for my 6’2” frame up front, but the rear seating area is a different story. It is, sadly, best reserved for luggage, as there is little room for even a small adult’s legs and feet, and access is difficult when the roof is in place. It would also be a good place to stow your golf bag, at least when the top is down. Golfers will be pleased to hear that the trunk will swallow two sets of golf clubs without much wrestling.

BMW’s iDrive system utilizes a large, 10.2-inch display screen to help you navigate through the car’s various systems, as well as display navigational data, various camera views, and of course, play videos. This screen has been designed so that its face is still readable even when bathed in direct sunlight. Unfortunately, the same cannot be said of the gauges housed in the instrument cluster, which became totally useless when harsh sunlight washed over their reflective surface. Luckily there is back-up in the form of a heads-up display system which includes speed readings as part of its driver-selectable information stream.

Technology

Passenger safety is first and foremost when it comes to designing the modern automobile. My test car came equipped with a long list of safety marvels including lane-departure warning, parking assist, and BMW’s incredible Night Vision with pedestrian recognition.

While not an overly large vehicle, I was happy to see that the 650i Cabriolet came fitted with BMW’s full arsenal of cameras. There is a pair of small cameras situated discretely on the front fenders that transmit a view of oncoming traffic to the dash-mounted screen so that the driver can safely enter the roadway from hidden driveways or alley ways. This keeps the car’s long hood from intruding on the flow of traffic. At the other end of the vehicle, a rearview camera is cleverly concealed behind the trunk-lid’s roundel. It proved invaluable when backing up with the roof in place, as rearward visibility is relatively poor. There is also a surround-view system which provides an overhead view of the vehicle’s surroundings which makes parking in tight spaces a far less stressful exercise.

The BMW 650i Cabriolet is a grand touring convertible best suited for the affluent couple looking for loads of comfort, the latest high-technology, and a stylish design that is destined to become a classic. An all-wheel drive variant fitted with BMW’s proven xDrive system is also available for an additional cost ($3,100) which will allow for four-season operation.

Technical Specifications: 2012 BMW 650i Cabriolet

Base Price (MSRP): $106,800

Price as tested: $129,300 (Includes Executive Package $6,900; Technology Package $4,900; Dynamic Handling Package $3,900; Premium Seating Package $4,500; BMW Apps $300; 20-inch wheels $2,000)

Type: 4-passenger, 2-door convertible

Layout: Front-engine, RWD

Engine: 4.4L, twin-turbo, DOHC V8

Horsepower: 400 @ 5,500 – 6,400 rpm

Torque (lb-ft): 450 @ 1,750 – 4,500 rpm

Transmission: 8-speed Tiptronic auto-manual or 6-speed manual

Brakes: Disc/disc

Cargo capacity: 300L / 348L (top up)

Acceleration (0-100 km/h): 5.0 sec

Fuel consumption: [L/100 km]: Automatic – City 13.4 L (21 mpg); Hwy 8.2 L (34.4 mpg)

Story and photos by Russell Purcell

When Audi unveiled its stunning Sportback concept car at the 2009 North American International Auto Show in Detroit, the luxurious, five-door fastback marked a significant styling departure for the popular German marque. Well, the production model of this car has now been released. The A7 is an all-new model for Audi and stands out from its siblings due to the fact that it is a proper four-door sedan masquerading as a sleek sports coupe.

First impressions

The Audi A7 is a stunning looking automobile. During my week-long test period, I became smitten with this Germanic temptress, as did almost every other person she came into contact with. This is one of those landmark designs that is so well executed that even people with little interest in automobiles tend to be drawn to the car. A quick survey of her growing legions of fans revealed that the A7’s initial appeal is the car’s feminine rear end, but the overall consensus was that the entire car possessed more curb appeal than just about any car on the road today.

Styling

The car’s profile is long and sleek, and the car sits low on big, 20-inch, multi-spoke alloys. The roofline sweeps dramatically rearward from the B-pillar and flows gracefully over the car’s wide flanks and sculpted tailgate. A distinct contour circles the car’s waistline and subtle fender flares convey a sense of stability to the car, as it becomes apparent that the bulk of the car’s weight is carried low to the ground. When travelling at highway speeds, a rear spoiler discretely emerges to enhance aerodynamics while adding a sporty flair.

On the road

I was lucky enough to get a chance to take the A7 on a weekend journey to the city of Kelowna in the Okanagan Valley of B.C.. The ride was refined enough to match the luxurious trappings that populate the passenger cabin, but nimble enough to be thoroughly entertaining when the road became twisty. The A7 shares much of its architecture with Audi’s executive flagship, the A8, so it should come as no surprise that the A7 is a relatively large car. In fact, the A7 slots between the big bruiser and the ever-popular A6 with regards to its overall size. This makes it a great touring vehicle with lots of room for both passengers and cargo.

As I wound my way through the network of tunnels on the less-than-perfect road surface that carves through the famous Fraser River Canyon, I marvelled at how the A7 came alive and seemed to respond instantaneously to my inputs. The car followed my selected line with aplomb, and remained planted to the tarmac despite my occasional attempts to upset the balance and induce a slight wiggle. Having the latest iteration of Audi’s venerable quattro all-wheel drive system gives the A7 the surefootedness many buyers are looking for in a modern automobile, and will ensure that with proper tires, I could expect to drive these same mountain roads at any time of the year. Add to this some voodoo engineering in the form of Audi’s Drive Select system which allows the driver to tailor the car’s engine mapping, throttle response, shift-points and steering feel to best suit the driving conditions.

Under the hood

There is only one engine option for the A7, but it is a sweet one. Under the aerodynamically-sculpted hood, you will find Audi’s supercharged, 3.0-litre TFSI V6 engine which is sourced from the S4. This powerplant is a marvel of engineering and efficiency, so you get the best of both worlds. The engine generates 310 horsepower and 325 lb-ft of torque. That might not sound like a lot in a world that seems to offer an abundance of 500-horsepower automobiles, but it does provide enough scoot to shuttle the car from 0-100 km/h in a mere 5.4 seconds. The eight-speed Tiptronic transmission is one smooth operator, and although the top two gears are slated for highway cruising and maximizing fuel efficiency, the lower six seem prepared to engage in spritely take-offs and back road high-jinks. The combination of direct injection and an ultra-efficient supercharger ensure that the driver will always have more than sufficient power on hand to either get out of trouble, or perhaps create a little of his own.

Interior impressions

The passenger compartment is simple, but sophisticated. It is hard to beat an Audi in this department. Everything is placed to permit intuitive use by the driver, and fit-and-finish is second to none. All but the tallest individual will find the car comfortable, and the car’s utility has been maximized by the addition of a large rear hatch, complete with 60/40 split folding rear seats. The A7 will have no trouble transporting golf clubs, baby buggies, and hockey bags in this commodious space. I even managed to transport a very large aquarium and solid wood stand in the car with the hatch closed. That was an impressive feat!

The Audi A7 only offers seating for four, but this makes for a more comfortable passenger experience. My car featured a distinctive Nougat Brown leather interior that reminded me of a new baseball glove. Not surprisingly, the seats felt almost as stiff as said glove, but as this was a brand new vehicle, I am sure that like a glove, they would soften with time. During my weekend journey to B.C.’s wine country, the seats proved supportive during hard cornering, but comfortable enough for long range comfort.

My test vehicle featured an Ash wood trim with a matte finish throughout the cabin. This unique wood treatment was the first thing to draw comments when passersby peeked in for a look; it made the trim look more opulent, as its mixture of textures and knotholes added some flair to the interior.

Technological showcase

The Audi A7 comes equipped with the company’s well-sorted multi-media interface (MMI). Operation of this multi-purpose control system is much more intuitive than similar systems in the marketplace, and now features a slick, console-mounted touch-pad which helps simplify some of the more common functions. The system’s display screen emerges from atop the dash and offers users excellent visual cues for many of the car’s comfort and entertainment features.

My test unit featured a host of electronic goodies that included the likes of an advanced navigation system, a premium Bose audio system, and a four-zone climate control system.

Safety technologies included Audi’s blind spot monitoring system, adaptive cruise control, and a heads-up display. Audi’s signature LED headlights are distinctive and stylish, but they also provide exceptional coverage and adaptive capabilities when cornering. Other systems include active lane to alert the driver when he or she is wandering outside the lane of travel, and night vision assistance with thermal imaging, which has been engineered to detect pedestrians, obstacles or animals that may be hidden from view of the car’s headlights.

Conclusions

The Audi A7 is a sophisticated new player in a crowded marketplace. However, one thing that definitely sets the A7 apart from most of its main rivals is aggressive pricing. With the price of admission set at a reasonable $68,600, Audi dealerships will probably have a difficult time keeping them in stock. One thing is for certain, a hatchback has never looked so good.

Technical Specifications: 2012 Audi A7

Base Price (MSRP): $68,600-$74,300

Type: 4-passenger, 4-door coupé

Layout: Front-engine, AWD

Engine: Supercharged, 3.0L V6 engine with direct injection.

Horsepower: 310 @ 5,500 – 6,500 rpm

Torque (lb-ft): 325 @ 2900 – 4500 rpm

Transmission: 8-speed Tiptronic auto-manual

Brakes: Disc/disc

Cargo capacity: 535L / 1,390L (seats folded)

Acceleration (0-100 km/h): 5.4 sec.

Fuel consumption: [L/100 km]: City 11.4 L (25 mpg); Hwy  7.4 L (38 mpg)

Review and photos by Russell Purcell

Fans of the Porsche brand have had lots of reasons to celebrate as of late, as the German car maker is capitalizing on its current financial strength and corporate stability to broaden the number of offerings on its menu and even cook up some really tantalizing “special” dishes to satisfy the tastes of its loyal clientele.  Last year, Porschephiles relished the sporty flavour of the retro-inspired Boxster Spyder. This rag-topped vixen left many smitten with desire, and showed automobile fanatics that the designers at Porsche were an adventurous crew open to exploring some new avenues.

This year, I have had the chance to sample two more special cars that have been packaged and engineered to optimize the performance potential of the cars upon which they are based. The 911 Carrera GTS and the Cayman R are truly special automobiles. After spending a week with each of these cars – as well as a day at the track – it became immediately apparent that the chefs in the Porsche kitchen have found the recipe for success – more power and less weight.

Porsche 911 GTS Cabriolet       

The Porsche 911 is one of the true icons in the automotive world. The model was born out of the successful 356 program in 1963 and is quickly approaching its 50^th year of production. With a run that long it has established a very large fan base, and Porsche likes to seed their dreams with special variants on a regular basis.

As much as I would love to put a GT3 in my garage, it would be a little too hard-edged for everyday use. However, a car like the 911 GTS would be the perfect choice for the enthusiast buyer that demands prodigious performance but requires the car to be comfortable enough to handle his or her daily transportation duties. The 3.8-litre horizontally-opposed flat six is only marginally less powerful than the aforementioned GT3, and with 408 horsepower and 420 lb-ft of torque, this car’s acceleration is spontaneous. The car breathes through a special sport exhaust system that emits a gloriously raspy rumble that I could not escape. Driving this car with the top down is an incredible experience, but it is the sound of this automobile that will make every  drive a memorable one.

The GTS is available as a coupe or convertible, and with either a traditional rear-wheel drive layout or all-wheel drive. My test unit was a rear-wheel drive cabriolet painted a beautiful Carrera White, which proved the perfect colour to highlight this car’s curvaceous wide-body design. Bold, 19-inch, RS Spyder wheels are painted gloss black, and feature a centre lock design Porsche reserves for its most potent offerings. Big red brake calipers peek out from behind the wheel spokes and help give the car a visually aggressive appeal. The swollen body work and subtle aero tweaks have been borrowed from the GT2.

The cabin is relatively Spartan, but like all 911s, is designed to place the driver in the optimal setting to become one with the road. The GTS features electrically-adjustable sport seats that proved firm and well-bolstered, and what I would consider one of the nicest-feeling steering wheels in the industry. This wide-rimmed, three-spoke unit is wrapped in the same Alcantara that is used throughout the interior and looked like it belonged in a full-blown race car. Other standard equipment includes automatic climate control, power windows, mirrors and door locks, bi-xenon headlights and a premium audio system that I refused to turn on due to my lust for the mechanical music that embraces this automobile. Of course, a speed activated rear spoiler is onboard to deliver downforce when travelling at higher speeds.

On the road, this car proved to offer the perfect mix of comfort and zing, but it wasn’t until I experienced the GTS on the track that I was awakened to its true potential. The “Launch Control” feature that is part of the Sport Chrono Package Plus ($1,690) made me look like a star as I exited the pit lane. The car hammered down Mission Raceway Park’s long straight, and then made short work of the track’s many twists and bends. Steering was precise and the car’s wide track and sticky tires seemed to deliver unmatched levels of grip. My car came equipped with optional PDK 7-speed automatic transmission complete with paddle shifters which allowed me to execute lightning-quick gear changes, as well as Porsche’s optional suspension management system (PASM) to keep my track acrobatics in check. This is a car that allows you to execute the perfect line and embrace the act of driving.

With an extra dose of power, impressive handling, and a hint of exclusivity, the Porsche 911 GTS deserves a spot on my always expanding list of dream cars.

Base price (MSRP): $117,600-125,700 Coupe (6-speed); $128,800-137,000 Cabriolet

Top Speed (km/h): 306; 304

Acceleration (0-100 km/h): 4.6 s; 4.4 s (4.2 s Sport+)

Porsche Cayman R

When the Cayman first arrived in 2006, it caused quite a stir. While many see it as merely a fixed-roof variant of the Boxster roadster, in reality it is much more than that. The Cayman offers the driver a lightweight GT that delivers world-class handling due to its mid-engine layout. In fact, the Cayman S has proven quicker around many a track than its iconic big brother the venerable 911. For this reason, many believe that the company’s product planners have resisted upping the car’s performance potential for fear of robbing sales from the pricier 911 line.

In steps the 2012 Cayman R. A revised version of the proven 3.4-litre flat-six engine now generates 330 hp and 273 lb-ft of torque. While this is just a minor power boost over a standard Cayman S, it feels like more due to the fact that the Cayman R has been reared on a strict diet. Aluminum door skins, carbon-fibre seats, and ultra-lightweight alloy wheels were employed to shed an impressive 55 kilograms from the car when fitted with the six-speed manual transmission, or 30 kilograms in cars ordered with the innovative PDK automatic (like my test unit). My PDK-equipped Cayman R proved to be very quick (0-100 km/h runs are executed in well under 5 seconds), agile, and prepared to dance through corners like a true race-bred automobile. A further 10-kilogram weight loss can be had if you order the car with the optional lithium-ion battery, but at $1,940, it may be cheaper for you to lose some weight.

After spending the better part of a day lapping at Mission with this car, I noticed that I could carry more speed through the corners and when the track became twisty, the Cayman R felt like it was on rails. Every Cayman R is fitted with a limited-slip rear differential, uprated springs and shocks, and beefy anti-roll bars. The car also rides 20 millimetres lower than a Cayman S.

This truly is a precision instrument. One look at the car tells you that it is something special. My car was cloaked in the retinal-searing Peridot Metallic green colour and features Alcantara-lined carbon race buckets and bright red seatbelts. A quick look at my photos will reveal that the Cayman R sports unique black headlight surrounds and matching mirror caps, and very menacing-looking twin black tail pipes. The car is also fitted with a more aggressive aero package that includes a new front fascia, rear diffuser, fixed rear spoiler, and retro-inspired door stripes.

The car’s interior is all business, as much of the traditional luxury equipment like the air-conditioning and stereo are missing from the basic build sheet, including the door pockets and interior handles. The exposed gauge cluster is a retro cue shared with the Spyder, as are the bright red nylon pull loops employed to open the doors.

As a big guy I found this car a tight fit as the seat is fixed on its rails and has limited adjustability due to its competition design. But once shoe-horned inside I didn’t want to get out. Ever! That’s how addictive this car is when you want to explore its performance potential and your driving skills. For this reason, I think the Cayman R is best reserved for use as a track day weapon. I would also avoid this colour, as I found myself becoming increasingly paranoid that it made the car stick out like a beacon, and as such I would end up as the trophy ticket for a bored police officer looking to check out the car.

Base price (MSRP): $75,600 (6-speed); $79,510 (PDK)

Top Speed (km/h): 282; 280

Acceleration (0-100km/h): 5.0 s; 4.9 s (4.7 s Sport+)

Infiniti’s Performance Line – The G37 IPL Coupe

Review and photos by Russell Purcell

When Nissan launched its Infiniti brand to market luxury automobiles, SUVs and CUVs, it had its sights set on competing with the likes of BMW, Mercedes-Benz, Audi, Jaguar and Lexus for affluent buyers in North America. The Infiniti brand quickly garnered a solid client base as the cars were stylish, well-equipped, reliable, and for the most part, fun to drive.  But some buyers really like to drive. BMW created its M Division and Mercedes-Benz spawned AMG to help create automobiles with enhancements to styling, performance and handling. In a similar vein, Jaguar offers its R models and Audi has its S cars. Even Lexus had joined the party with its stunning IS-F. Enthusiast drivers knew that it was only a matter of time before the product planners at Infiniti would develop a performance division similar to that of its competitors, that being the Infiniti Performance Line, or IPL.

I recently had the chance to spend a week behind the wheel of the first IPL offering, that being the 2011 G37 IPL Coupe.  I have always been a fan of the G Coupe as it offered buyers stylish, sweeping body lines, a luxurious and comfortable interior, and of course, a sport-minded driving experience. The IPL takes the G Coupe’s performance up a notch by modifying the 3.7-litre V6 to produce 348-hp, which is a healthy bump of 18 extra ponies over the standard G37 Coupe. This potent powerplant likes you to explore the higher limits of the tachometer, but with 276 lb-ft of torque on tap, it also likes to put the power down. The IPL may still be a luxurious car befitting the upwardly mobile executive, but as the performance offering for the model, it is nice to see that the car has been fitted with a true dual exhaust system. This free-flowing set-up managed to sonically tickle my ears enough that I found myself having to resist driving with the windows down.

The G37 IPL Coupe gets a host of aggressive modifications to the bodywork including a new front fascia, subtle skirting, and a trunk-mounted spoiler. Big, 19-inch sport alloys painted in a hue similar to that of the car add to the tuner look, and it is all capped off by a simple IPL badge on the trunk.

My test unit looked very expensive, cloaked in its high-lustre Graphic Shadow paint, one of only two colours available for the IPL, the other being Malbec Black. The interior was an all-leather affair with the sport seats tightly wrapped in deep grey hides dressed up with bold red stitching. Brushed aluminum trim is in abundance throughout the tidy cabin, and was cool looking enough that I was tweeting a photo of it before I even started the car. The three-spoke steering wheel, aluminum-capped pedals and compact gauge cluster all add to the sporty look carried through the car.

The car accelerates with just a hint of aggression, and the six-speed manual transmission featured nice, short throws. A seven-speed automatic with shift paddles mounted on the steering column is available as an option. My preference would be the manual gearbox, but I don’t have a bumper-to-bumper commute to contend with on a daily basis.

Handling is crisp and precise, and enthusiast types will appreciate the stiffer springs, sport shocks, and communicative steering. A mechanical-type limited-slip differential and heavy-duty sport brakes make this car a nice tool for lapping duty at the local track. The ride feels firm, but not enough to beat you up if this is your daily driver.

As the high trim offering of the G37 Coupe line-up, this car is loaded with standard features including a premium Bose stereo, navigation, rear-view camera, and a sunroof. The car also benefits from the more powerful engine, and the fact that it will be quite exclusive, as only a limited number will be produced each year.

Specifications

Base price (MSRP): $57,200

Price as tested: $59,120 (Includes: $1,920 freight and PDE)

Type: 4-passenger coupe

Layout: Front engine, rear-wheel drive

Engine: 3.7-litre, 24-valve, DOHC V6

Power: 348 hp @ 7,400 rpm

Torque: 276 lb-ft @ 5,200 rpm

Transmission: 6-speed manual or optional 7-speed automatic

Fuel Consumption (L/100km): City 12.3 (23 mpg), Highway 7.9 (36 mpg)

Affordable Attitude

Story and photos by Gerry Frechette

It is commonplace these days for manufacturers to produce models that make drivers think back to a particular point in time when a certain car was the one to have. It is no great surprise that most such models make one recall the muscle car era from around 1963-1973, even if one was not old enough to know what was happening then.

Dodge was certainly in the thick of the muscle car wars, and the Charger was its light-heavyweight contender. Well, 40-plus years later, the latest Charger sedan joins the Challenger as Dodge’s tributes to that amazing era in American cars. Of course, there was never a four-door Charger back then, but there are enough styling cues on the new one to just about cover any enthusiast’s favourite version. Of course, you can even get a Hemi V8 now that probably has more actual power than the original would if it was rated by current standards, and that makes the Charger the performance leader in the field of big American sedans.

The Charger was first reincarnated several years ago, and this second modern generation is still very similar to it in general proportions and, especially, visual attitude. But of course, just about everything is new or upgraded,  except perhaps the Hemi V8 which dishes out 370 horsepower and 395 lb-ft of torque, and shuts down four cylinders under light loads with its MDS FuelSaver feature. Zero-to-100 km/h is accomplished in the six-second range, and that is hauling pretty well for such a big car. On the other hand, indicated fuel consumption in our time with the car was 13.2L/100 km in 50/50 city-highway driving that was seldom with a heavy right foot. That is almost exactly the NRC rating for city consumption alone, so you know if you are going to boot a Hemi Charger around the city, you are going to pay the piper. At least the Hemi runs on regular gas.

Also available on lesser models is the new 3.6L Pentastar V6 with 292 hp, which should be plenty in a Charger used primarily as a family sedan. Both engines are backed up by a five-speed automatic, but soon you’ll be able to get an eight-speed, which should do good things for both acceleration and fuel consumption. You can manually shift the tranny via the gear lever (no paddles), and it is still that strangely unique side-to-side design, to either side of “D.”

Our tester was equipped with all-wheel drive, which, as usual, leads to some trade-offs associated with added weight (90 kg) and the like. It is a rear-wheel-biased system, and the Charger so equipped has Chrysler’s new on-demand transfer case and automatic front axle disconnect system, so that the drivetrain operates in rear-drive until the front wheels are needed for more traction. All of this mechanical activity is performed without driver involvement, and silently. On-demand AWD is not uncommon, but it is unusual on a RWD-based car.

Changes to the Charger’s all-independent suspension are many, with new springs, shocks, control arms and bushings leading the way. Handling is very composed and sure-footed, leading one to figure the RWD car with aggressive tires would be really entertaining. The AWD has a light and balanced feeling to it in everyday driving, like it is a smaller car than the big brute it is. That comes from Dodge spending time on chassis engineering.

The changes for the better continue inside the Charger, as the previous stark hard-plastic look has been upgraded to a more refined, upscale design. The monochromatic theme of before has been replaced by large swaths of aluminum-look panelling that complements the black door panels and main dashboard, if not the nice tan leather on our tester. The seats are big, firm and supportive, Dodge no doubt being aware of the likelihood of bigger guys buying this car. In that vein, there is plenty of room inside the Charger, as before, both front and rear, which is certainly the main benefit of a big sedan like this.  The trunk, too, is capacious, but you’ll just about need two hands, attached to long arms, to reach way up and close the very stiff trunk lid. And if you do have those long arms and need to drive with the seat far back, you’ll like the adjustable pedals, a feature not seen on many cars.

Among the many, many safety and convenience options our tester had was the new U-Connect Touch system with Garmin navigation. The touch screen has major icons for seven different major functions – Radio, Player (for media devices), Controls, Climate, Navigation, Phone and Settings. From there, you can touch your way to controlling just about everything you’d want to control – and at least one thing you would rather just have a simple manual control for, such as the seat heaters. Nevertheless, this voice-command system is the last word, for today at least, in infotainment technology.

The Charger R/T AWD’s base price is $39,995, but the many options including U-Connect are very reasonably priced, and for under $44,000, you get a big, fast, comfortable, and capable all-weather sedan that you can easily fit five adults into. Oh, and it has that Dodge attitude, too. Just like it did 40 years ago.

Specifications

Base MSRP: $39,995

Price as tested: $43,370

Vehicle Layout: Front-engine, all-wheel drive, 4-door sedan

Engine: 5.7L OHV V8

Transmission: 5-spd automatic

Power: 370 hp @ 5,250 RPM

Torque: 395 lb-ft @ 4,200 RPM

Brakes: 4-wheel disc, ABS, EBD

Curb Weight: 1,828 kg (4,034 lb)

Fuel Economy: (L/100 km, city/hwy) 14.4/8.5

Review and photos by Russell Purcell

When the Camaro returned from extinction last year, it proved a sales winner as performance car fans clambered to dealerships to place their orders and put some new muscle in the garage. When GM followed up this launch with news that a new convertible version was on the horizon, the surge to Chevrolet dealers gained momentum and pre-order lists started to amass extra pages. Well, the Camaro convertible has now arrived, and after spending the better part of a week with one I must say I was impressed.

My test vehicle was a loaded 2SS model equipped with a six-speed automatic transmission. It was cloaked in an eye-popping Rally Yellow and featured the optional stripe package ($585) and black leather seating. The car looks very aggressive as it rolls on large 20-inch wheels and features performance styling cues such as a front air scoop, brake cooling slots, rear spoiler, and a rear diffuser. With the top in the “up” position, the car looks somewhat taller than the coupe model due to a slight alteration in the profile of the roofline and the use of larger side windows. In reality however, the convertible is only one-half inch taller than the coupe. With the top down, the car looks very muscular and your eyes are immediately drawn to the wide rear haunches and raised fenders.

The Camaro SS convertible is available with your choice of one of two 6.2-litre V8 engines (both of which share their architecture with the Corvette LS3 engine) and either a six-speed manual transmission or optional six-speed automatic with manual shift mode. If you choose the slush-box, you will find Chevrolet’s L99 V8 under the hood, which generates a potent 400 horsepower and 410 lb-ft of torque, and also includes Active Fuel Management capabilities, which effectively shuts off half the engine’s cylinders when cruising. Those buyers who truly appreciate the act of driving will probably purchase the SS fitted with the manual transmission, a decision that will deliver the more powerful LS3 to the engine bay. This big thumper will put 426 horsepower and 420 lb-ft of torque at the ready, but will rob you of some fuel efficiency.

The convertible top seems well constructed, taut, and did an excellent job of insulating the passenger compartment from excessive wind, road and engine noise. Visibility is still an issue for taller individuals due to the short windshield and tiny rear window (rear park assist is standard), but outward visibility through the side windows is much improved due to the frameless construction of the doors. Obviously, outward visibility is much improved with the top retracted, which is a plus for taller drivers, but it is still hard to see beyond the tall corners of this car when it comes to placing it in your lane of travel.

Roof operation is quick and simple. There is a single latch at the centre of the windshield cap which is operated by a lever to disengage it. At the touch of a console-mounted button, the windows drop and the top folds quickly (about 20 seconds) into its recess in the trunk. Like previous GM designs, there is a rollaway shield that must be secured in place in the trunk for the roof mechanism to deploy.

The car comes with a semi-rigid, snap-in tonneau cover to hide the top when it is down, but this is best reserved for times when you plan to leave the top down for extended periods. Without it in place however, I did notice that the folded roof succumbed to a substantial amount of lift created by wind turbulence when traveling at highway speeds. It also makes the car look unfinished. The tonneau comes complete with a storage bag which allows you to safely store it in the trunk, but doing so will rob you of even more of the convertible’s limited trunk space. Note: The tonneau was missing in my test unit so my photos reflect the look of the car without it in place.

My test vehicle was able to perform runs from 0-100 km/h in about five seconds all day long. The truth is, the Camaro SS is a fast car in any form, but the convertible variants are a little slower off the line than the fixed roof cars due to fact that they carry more weight (121 kg). Much of the weight gain can be attributed to the additional bracing and structural reinforcements required to preserve the stiffness and handling prowess of the new Camaro in an open car. I went out of my way to seek out railway crossings and drive on less than perfect road surfaces in an effort to induce cowl shake and squire out rattles, but nothing was significant enough to report on.

Handling is very good and the suspension delivers a very sporty feel. Weight distribution is near perfect (52 front /48 rear) and the car has a low centre of gravity. The car responds well to driver inputs and steering is precise and predictable due to the serious chassis strengthening program undertaken by the engineering team at Chevrolet.

Left alone, the automatic transmission seemed to promote efficiency rather than brute force, so I found myself selecting my own shift points using the button shifters mounted to the back of the steering-wheel spokes. This allowed the fun factor to rise, but I would have preferred a proper paddle shifter design. This car is deceptive, as for some reason the designers created fake paddles to act as markers to indicate to the driver whether the hidden shift buttons perform upshift or downshift functions.

The four-piston Brembo brake units are heavy-duty and held up very well to my abuse. They are backed up by GM’s excellent StabiliTrak stability control, traction control, and a full complement of airbags.

There are two trim levels available, 1SS and 2SS. Both share styling and are very well equipped in the comfort and convenience department, but the 2SS adds a very nice Boston Acoustics audio system,  Bluetooth connectivity, steering wheel-mounted audio controls, USB port, and a driver adjustable Head-Up Display. Other niceties include the console-mounted multifunction gauge set, auto-dimming rearview mirror, heated mirrors, heated leather seats, tonneau cover and a universal home remote.

There are very few sporty convertibles in the marketplace and fewer still that can comfortably haul more than two passengers. Factor in the relatively low price of entry for a car with the performance of the Camaro SS and it starts to look pretty attractive if you live in a region with the appropriate climate.

Technical Specifications: 2011 Chevrolet Camaro SS Convertible (2SS)

Base price (MSRP):  (1SS): $43,255 / (2SS): $47,835

Price as tested: $53,600 (Includes $100 A/C tax, $4,215 options, $1,450 destination charge)

Type: 2-door, 5-passenger, full-size convertible

Layout: Front engine, rear-wheel drive

Engine: 6.2L V8, OHV, 16 valves

Power: 426 hp @ 5,900 rpm (LS3) /400 hp @ 5,900 rpm (L99)

Torque (lb-ft): 420 @ 4,600 rpm (LS3) / 410 @ 4,300 rpm (L99)

Transmission: 6-speed manual / 6-speed automatic with steering-wheel shift controls (optional)

Brakes (front /rear): Brembo four-piston calipers / four-wheel disc with antilock

Weight (kg/lb): Auto – 1,891 (4,168), Manual – 1,867 (4,116)

Cargo capacity: Top up – 288L (10.2 cu.ft.), Top down – 220L (7.8 cu.ft.)

Fuel economy (L/100km):  Manual – City 13.2 (21 mpg) / Hwy 8.2 (34 mpg)

Automatic – City 13.3 (21 mpg) / Hwy 8.0 (35 mpg)