2012 Ford Mustang Boss 302          

By Gerry Frechette

Back in 1969, there were few American performance cars that could actually turn corners with any alacrity. The game was all about going fast in a straight line. One exception was the Ford Mustang Boss 302, the car on which the factory Trans-Am road racers were based. Of course, today, your average economy car will out-handle most cars from 40 years ago, and today’s performance car will run with any race car from back then.

The Mustang, of course, has had several commemorative editions in the last decade, although sadly not yet a Grande. The latest is the Boss 302, making full use of the new 5.0-litre engine to create the most faithful rendition yet of one of the iconic models from the past.

The new Boss is far from just a stripe-and-trim special, as Ford has performed serious upgrades to its mechanical components. The hallmark of the old Boss was deep breathing and high rpms, and that is certainly the case on the new one. All the tried-and-tested hot rodding tricks were applied to the engine, such as ported heads, high-lift camshafts, and a lightened valvetrain. Down below are forged aluminum pistons and forged steel connecting rods. Up top is a short-runner composite intake manifold.

The result is an increase in horsepower from 412 to 444, a slight reduction in torque (to “only” 380 lb-ft) that isn’t noticeable, and a screaming redline of 7,500 rpm, which is high for a 2.0-litre, much less a 5.0. Fittingly, the only transmission is a Getrag close-ratio six-speed manual, and the rear axle is a suitably low-ratio 3.73:1, optionally available with a Torsen limited slip which should be mandatory, especially since it comes with the equally required, and excellent, fabric-covered Recaro seats. No brainers, both of them.

At the corners, the suspension is upgraded with higher-rate springs and five-stage adjustable dampers that can be tuned with a screwdriver whenever the owner wishes. We didn’t try that, but the “regular” setting felt plenty stiff and controlled in street use. The front end is lower than the regular 5.0 by 11 mm.

The wheels are nineteen-inchers on Pirelli P-Zero summer tires, 255/40ZR19 front and 285/35ZR19 rear. The electric power steering can be programmed for Comfort, Standard or Sport feel, the latter being to the “immediate” side. The brakes are upgraded with Brembo four-piston calipers clamping 14-inch discs up front, and performance brake pads in the rear. And the exhaust system, loud enough when its full length is used through the mufflers, has a cut-out that exits in the rear fender well, just in case the owner wants to “lose” the stock baffles and bypass everything (like, the mufflers) aft of the rear axle.

Do you get the picture? Ford has left no stone unturned in building a very serious performance car. Having said that, the biggest impression is not so much the added power and speed, but more the chassis’ capabilities, the added balance in handling, steering and braking, given the live axle back there. The Boss enables and rewards enthusiastic driving just that much more than the 5.0.

From the outside, the Boss has been styled to remind you of the 42-year old model, down to the inverted-C body-side decals, and the Yellow Blaze Tri-Coat Metallic paint that is pretty close to the iconic colour of the old Trans-Am race cars. Four other colours are available, including the white of our tester. Also prominent are an aerodynamic splitter below the grille and a rear spoiler reminiscent of the old car, that doubtlessly improve the aero performance of the car, too.

Inside, the look is completed by Alcantara leather steering wheel rim, revised instrument graphics, black ‘billiard-ball’ shift knob and “Powered by Ford” door sill plates.

For those to whom all this performance is not quite enough, there is also a Laguna Seca edition with even more radical running gear, probably most suitable as a track day car, or just as a rare collectible, given there were some 35 of them made for Canada. On the other hand, the “regular” Boss 302 had some 300 units allocated to Canada, so odds are good there might still be some left.

So, what can you compare the Boss to? For the money, which is $49,649 base price, it obviously slots in with the Camaro SS and the Challenger SRT8. But it is not far-fetched to compare it to the likes of the BMW M3 and Mercedes-Benz C-Class AMG. The driving experience would be subjectively a bit different, but the performance capabilities would be quite similar – at a lot lower price.

Unfortunately, we didn’t get to work out the Boss 302 on a track, but driving as spiritedly as we dared on public roads including wide open highways, we can attest that it has performance to spare, and more importantly, that its capabilities are balanced and accessible, moreso than other cars with one- or two-hundred more horsepower.

Put that together with the obvious heritage appeal of the Boss 302, and you have a performance car that excels on all levels.

Specifications 

Base MSRP: $49,649

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

Engine: 5.0L DOHC 32-valve V8 

Transmission: 6-spd manual

Horsepower: 444 @ 7,400 rpm

Torque: 380 lb-ft @ 4,500 rpm

Brakes: 4-wheel disc, ABS, EBD

Curb Weight: 1,645 kg (3,632 lb)

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)

2012 Mercedes-Benz SLK350   

Review and Photos by Gerry Frechette

The two-seat sports roadster is a vehicle with which Mercedes-Benz is intimately familiar. Indeed, the company was building such cars at least as far back as 1934, as documented in the last issue of RPM. Of course, the SL has been the iconic model for several decades, but it has gradually moved way up into the prestige segment. Mercedes introduced the SLK in the late 1990s to fill a more “popular” price and size range, and the third generation of the car has just been launched.

The basic specs are the same as with the first two versions – front-mounted V6, rear-wheel drive, and folding metal hardtop – but of course, the new SLK350 is new and improved in every objective measurement. We had the chance to find out on a long two days of driving, doing the iconic “Alberta grand tour” from Calgary through Banff, Lake Louise and Jasper, ending in Edmonton.

At first glance, the new SLK appears much more muscular and aggressive than before, and that is no illusion, as Mercedes wants to broaden its appeal to sell more of them to men. The front end is quite reminiscent of the SLS supercar, which is to say it has a large, assertive grille of a design that is obviously becoming a styling signature for the brand. The side air vents are said to pay homage to the  300SL of yore, while the curvaceous rear flanks give a muscular look and allow a wider rear track. The AMG Styling package, standard in Canada unlike other markets, adds even more masculinity.

The interior, too, is thoroughly revised to be more luxurious and refined, with sporty touches like red ambient lighting and a new steering wheel and instrument cluster design. The dashboard is a very “no-nonsense,” almost retro design, especially the four large round air vents. A multitude of buttons are located on the centre stack in a potentially confusing fashion, with the COMAND controller knob on the console giving easy access to the new telematics including navigation. The SLK has no shortage of room in any direction, even for 6-foot-plus tall people, and not just with the top down. The seat can be moved back far enough, and tilted up under-thigh thanks to its multi-adjustability, to give those longer of leg a large degree of comfort on extended drives.

The trunk in a retractable hardtop like this one can be the biggest compromise in the vehicle, given that the folded top takes much of the available luggage space. And while that has to be said for the SLK, one is left with enough room for a couple of medium-size soft-sided bags and various smaller odds and ends, enough to at least be able to both bring some stuff and enjoy top-down motoring. In short, for a compact sports roadster, the SLK offers an unexpected level of overall space compared to similar cars with retractable hardtops.

Under the aluminum hood is an engine that sounds familiar – a 3.5L V6 – but which is all-new, the SLK being the first of what we can expect to be many Mercedes models to have this engine. With third-generation direct injection, piezo injectors and multi-spark ignition the main improvements, the new engine pumps out 302 horsepower, only a couple more than the previous version in the SLK, but torque goes from 265 to 273 lb-ft, at a much lower rpm level, resulting in improved mid-range response. It’s all enough to power the 1,540-kg car to 100 km/h in 5.6 seconds, which is quick for any non-AMG Mercedes, with lower fuel consumption, too. There will be an SLK55 AMG V8 in a few months, as well as an SLK250 with 1.8-litre turbo four and, we are told, a manual transmission, which is not available with the V6.

The automatic box is the excellent 7G-Tronic 7-speed unit, which is a torque converter design, not a twin-clutch manumatic. Having said that, it shifts “right now” up or down, especially in Sport mode, and the paddle shifters can be used to impose your own ideas of engine revs on it in Manual mode. We shouldn’t admit it, but we let the transmission do its own thing quite often, and saved the self-shifting for those twisty roads we encountered.

On said roads, we came to appreciate the firm but compliant ride and handling characteristics of the SLK, no doubt enhanced by the Dynamic Handling Package, also standard in Canada unlike other markets. It is an electronically-controlled fully automatic damping system, which reacts to all road surfaces and minimizes body roll in corners. It really works well. Also included with this technology is Direct-Steer and  Torque Vectoring Brakes. The Direct-Steer system offers more handling and agility than the standard steering, while also reducing the amount of physical effort required when parking. In critical conditions, the Torque Vectoring Brakes produce a defined rotational movement of the vehicle about the vertical axis through selective brake actuation at the rear wheel on the inside of the bend. This adds to the stability and feel of precision in aggressive cornering manoeuvres. We can confirm that the SLK turns in crisply and has a nice feel of balance.

Beyond these major systems, there is almost no end to the safety and comfort technology built-in to the SLK. The Airscarf system introduced on the last version is an air vent in the top of each seat, for those cool top-down days. Airguide is a wind deflector system, made of acrylic glass and mounted to the back of the two head restraints, that directs turbulent air flow around the occupants. Attention Assist will let you know if it thinks you are not paying attention due to drowsiness. The Media Interface gives complete connection for electronic devices. There are many more, but the new feature we like the most, which ironically we couldn’t experience because the pre-production cars we drove didn’t have it, is one that is an industry first.

It is called Magic Sky Control, and once you get past the “far out, man” name, what it does is switch the panoramic glass roof of the hardtop from transparent in the “Light” setting to opaque in the “Shaded” setting, so you can control just how much light and heat reaches the cabin. All this is done with new glass technology, and one hopes that it can be applied to the upper portion of the windshield of cars, too, so we can finally do away with the most archaic part of any car – the sunvisors.

But we digress. The SLK is available in several combinations of interior trim, including two-tone leather, two types of genuine wood including on the steering wheel, aluminum, and carbon fibre. The Mercedes designo program offers further customization. The special Edition 1 version, of which there were only 15 built for Canada, even came in Glacier Grey paint, which is a flat grey with no gloss at all. We’ll withhold comment on that look….

The new SLK is, as one would expect in this age of auto technology, better in every way than its predecessor, especially if you relate to its newly masculine image. The new V6 is a strong performer, the transmission and suspension are programable for luxury cruising or sporty performance, the built-in safety technology sets the standard in this class, there is more space for two adults and their stuff than one might expect, and there is a wide range of options to tailor an SLK to individual taste.

Subjectively, it just seems more mature and substantial than the other cars in this class. Given it is a Mercedes, that should not be surprising.

Specifications

Base price (MSRP): $66,500

Type: 2-door, 2-passenger hardtop roadster

Layout: Front engine/rear-wheel drive

Engine: 3.5L V6

Transmission: 7-speed auto

Power: 302 hp

Torque: 273 lb-ft @ 3,500 rpm

Curb weight: 1,540 kg

0-100 km/h: 5.6 sec.

Brakes: Vented discs, front and rear, ABS

Fuel Economy (L/100km, city/hwy): 10.6 / 6.9

$66,500

10.3/6.9/8.8

We pit four top-level performance cars against each other to find the best driver

Story and photos by Budd Stanley

We may be coming to the end of summer, but before we start the deep plunge into winter, we take a look at a group of high-performance sports coupes that can make the final Sunday drives of the year a little more pleasurable. In terms of true driving pleasure, there isn’t much that can touch a good sports coupe, combining the fun of a roadster with performance and aerodynamics of a hardtop. It’s a competitive class of vehicle, and all four vehicles tested are extremely closely matched in terms of outright performance. So we took our four favourites out for a rip to see which was the best driver’s car.

The Cheap Thrill

Let’s start with the most affordable coupe in our comparison, the slightly easier to digest, $47,000 Nissan 370Z Nismo special edition. It’s an odd looking body that sits over those aggressive wheels, but once you start to take in the little details, you can see that there is an exotic deep down trying to get out.

Much like an exotic, the Nismo can be a bit of a brute when driving around town with a clutch that works more like a light switch and super wide and sticky tires that pull the car all over the road when driving in grooves. However, where this car exceeds is when you start to give it some willy. The Nismo is a car that just isn’t happy unless you are kicking the living hell out of it. As a result it can be hugely rewarding to drive when pushed to its limits. It is a car that just wants to run.

While the Nissan has the heaviest feet in the bunch, it does boast an extremely low centre of balance and well planted feel to the ground. It also has a great sensation of speed, meaning slow Sunday jaunts are nearly as exciting as high-speed rips through the mountains, a trait sadly lacking from the other high-tech, high-quality riding competition. As a result of that weight, the Z can really suck up the fuel when pushed, while the seats are a bit uncomfortable and the already ridiculously bad rear vision is made even worse with the additional wing.

The Safety Officer

The Audi TTS has one of the most iconic, yet unique, looks in the business. The scratch-your-head styling continues on in the interior, and while it’s not loved by all, I think it’s the looker of the bunch. The dash is the most usable and the seating is also class-leading with an aggressive low and adjustable positioning.

Powering the TTS is the magically competent 2.0L turbo four-cylinder nestled well ahead of the front wheels under the hood, which does wonders to what should be the most sluggish car in the quartet. Giving up a massive 1.7L to the 370’s 3.7L mill, this car is still as quick as any of our testers.

The safeness of the AWD system, while making the car the finest all-weather, all-season car of the group, unfortunately mutes the tossability and feel of the car. It’s not boring, but it’s just not as reactive or communicative as I would have liked in a high-performance sports coupe. This is also coupled by a stability control system that just won’t completely cut out, steeling edge of your seat controlability from the driver.

The Fun Killer

BMW calls its cars “The Ultimate Driving Machine,” and granted, BMWs are among the finest cars I’ve ever driven, matching front engine-rear wheel drive performance to 50/50 weight distribution. Their capabilities are immense, with electronic do-dads to match. However, somewhere along the way, BMW seemed to forget that the joy of driving comes with the marriage between man and machine, not man and computer. With Dual Clutch automatic transmissions, electric emergency brakes, i-Drive computers and stability control that won’t turn off completely, the Z4 is a car that is constantly being the mother hen, questioning every risk. But what’s worse is that BMW has done away with the mechanical limited-slip diff, and replaced it with software working the brakes.

I spent many days in this car on some of the greatest roads in the world, and it performed beautifully and like the Audi, had a fantastic interior. However, as soon as I wanted to explore limits and have some fun, it vetoed every decision I made, making it more frustrating than fun.
The Surgeon

And so we finish up with Porsche’s Cayman S. It may not be the prettiest of the bunch, but it is the most responsive. The mid-engine layout means that is difficult to drive, but once you figure it out and grab it by the scruff of the neck, it is by far the most rewarding. When it comes to handling and steering, this car really is like a neural surgeon on the tight and twisties. Since Porsche finally put an LSD in the Cayman, this car has really come alive and now drives to its full potential. And let’s not forget about that fantastic sound that comes out the back when the loud foot gets heavy.

The driving positioning is ideal, the steering and pedals are fantastically direct. Then there is the Porsche feeling you get when sitting in anything with the Stuttgart horse on the hood. It’s just a warm and fuzzy feeling that you know you’re sitting in something special. However, the most fun-to-drive car of the bunch also comes with some serious drawbacks as well. Number one is the price, and Porsche’s notorious options costs, the interior and dash are not as nice as the others and you are instantly a target in the eyes of the law.

Conclusion

Obviously, results may vary for those with different priorities, but mine come down to what car I’m going to have the most fun in while driving. And that is the Cayman, with its telepathic steering, fuel efficiency and mid-engine layout. In a perfect world, this is what I would drive; however, it’s not. $70,000 is a massive price over the other three. So, in the real world, the Nismo makes more sense and its back-to-basics engineering means it’s the one of the bunch I’d most likely be driving home if the lottery doesn’t turn out.

Specifications:

Nissan 370Z Nismo

MSRP: $46,898

Engine: 3.7L V6

Power: 332 hp, 270 lb-ft

0-100 km/h: 4.6 seconds

Gearbox: 6-speed manual or 7-speed automatic

Layout: Front Engine, RWD

Differential: Viscous LSD

Curb Weight (distribution F/R): 1,498 (54/46)

Fuel Efficiency: 11.6L/100km city, 7.7L/100km hwy

Audi TTS

MSRP: $57,900

Engine: 2.0L I4

Power: 265 hp, 258 lb-ft

0-100 km/h: 5.2 seconds

Drivetrain: 6-speed manual or 6-speed automatic

Layout: Front Engine, AWD

Differential: Viscous LSD

Curb Weight (distribution F/R): 1,315 (58/42)

Fuel Efficiency: 10.7L/100km city, 7.4L/100km hwy

BMW Z4 sDrive35i

MSRP: $63,900

Engine: 3.0L I6

Power: 300 hp, 300 lb-ft

0-100 km/h: 5.2 seconds

Drivetrain: 6-speed manual – 7-speed automatic double clutch

Layout: Front Engine, RWD

Differential: Electronic brake-controlled

Curb Weight (distribution F/R): 1,590 (50/50)

Fuel Efficiency: 11.2L/100km city, 7.6L/100km hwy

Porsche Cayman S

MSRP: $70,900

Engine: 3.4L Flat-6

Power: 320 hp, 272 lb-ft

0-100 km/h: 4.9 seconds

Drivetrain: 6-speed manual or 7-speed automatic double clutch

Layout: Mid Engine, RWD

Differential: Mechanical LSD

Curb Weight (distribution F/R): 1,350 (47/53)

Fuel Efficiency: 11.1L/100km city, 7.5L/100km hwy

Tasting Mazda’s latest line of highly efficient engines

Story by Budd Stanley, photos courtesy of Mazda Canada

When it comes to manufacturers gloating about how environmentally conscious they are with highly efficient diesels, hybrid drivetrains and even new electric vehicle offerings, it has been suspiciously quiet on the Mazda front. Yes, we’ve heard about them testing hydrogen powered rotarys and dabbling with electrics, but we’ve had no real solid answer about what Mazda plans to do in the next few years to make up ground in the environmentally conscious popularity contest. Well, last month, we got to see just that, as Mazda put on a full-court press to get their plans out in the open.

Essentially, SkyActiv has nothing to do with hybrid or EV technology, but is a philosophy that encompasses engine, gearboxes, chassis and body structure designs aimed to increase fuel efficiency by 30 percent and driver interaction with its cars by 2015, leading up to an EV launch soon after. So how is Mazda going about doing this? Well, to explain all the technical details would take hours, so I’ll try explaining the important parts the best I can.

Let’s start with the engines. SkyActiv will involve both gasoline and diesel engines, and will use familiar motorsport-based engineering to provide optimal efficiency. Any engine builder will tell you that the key to producing a more powerful engine is to increase compression and decrease friction. More or less, this is the basis behind the SkyActiv-G, or gasoline engine. The compression ratio has been increased to racing levels, an amazing 14:1. To give this perspective, a Ferrari 458 has a 12.5:1 compression ratio. In conjunction, pistons, connecting rods and the crankshaft have all been lightened 10 percent, while engine friction has been reduced by 30 percent. To make it all work in the real world, a massive amount of redesign of the valvetrain, exhaust system and crankshaft has been required to optimize efficiency and make it all run smoothly. The result is 15 percent better emissions, fuel consumption and torque while running on 87-octane.

For the diesel, the SkyActiv-D has a very similar engineering process as the SkyActiv-G, but with the D, compression is actually lowered. At an unheard of 14:1, the SkyActiv-D is the world’s lowest-pressure diesel, which enables ideal combustion timing to record a 20-percent improvement in fuel efficiency and emissions, while obtaining Tier2 Bin5 diesel emissions compliance without the use of exhaust treatments like urea.

However, SkyActiv is not just about making the engine a more efficient machine. No, Mazda has taken the project’s philosophy and applied it to the cars’ transmission, chassis and body as well. The transmissions have received a good deal of attention, making for faster more direct shifts and optimal ratios, while the body and chassis receive new metal forming techniques which firm up high-stressed structure areas, improving stiffness, while knocking off nearly 100 kg in weight.

I got the chance to try out each different powertrain option in a fleet of test mules. The gas engine cars provided increased pull and a very linear power band, while the diesels had me completely won over with massive torque, smooth acceleration and maximized gearing. The technology really has stepped up the performance side of Mazda’s game while true efficiency and emissions numbers will have to wait for production.

SkyActiv technology will be making its Canadian debut in the all new CX-5, due out early next year, and yes, the diesels are coming to Canada. However, SkyActiv is only the base mechanical architecture, and will receive a stop/start function and regenerative braking before moving to a full EV drivetrain. From the feedback I was getting from these test mules, Mazda is on the right track. Getting the Zoom Zoom feeling with an EV…. well, that might be another story