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FIRST DRIVE ~ 2012 Kia Rio5 Hatchback

Tue, 15 Nov 2011 10:29:00 -0500

FALL CITY, Wa.: Kia continues to add or replace models at a dizzying pace, the latest being the 2012 Rio5 five-door sub-compact hatchback.

Since January 2010 Kia has introduce nine vehicles. That will increase to 10 early next year with the arrival of the Rio four-door sedan.

And it won’t stop there. Kia has a brace of vehicles in the pipeline throughout the coming year.

The Rio, like the Optima, is a bread and butter car for Kia. Thus Rio is one model they have to get right.

The 2012 Rio5 is offered in five trims with starting prices beginning respectively with the LX ($14,095), LX+ ($15,595), LX ECO (17,695), EX ($16,995) and EX Luxury ($20,295).

Driving the front wheels is a 1.6-litre gasoline direct injection (GDI) inline four-cylinder engine with a standard six-speed manual or optional six-speed automatic transmission.

Achieving what is claimed a class-leading 138 hp (123 lb/ft of torque) it has a fuel rating of 6.6/4.9L/100 km city/highway for the manual and 6.8/4.9L/100 km city/highway for the automatic. That highway figure translates to 58 mpg.

It is the first sub-compact to offer Idle Stop and Go (ISG) technology as an option on the LX model where the engine turns off when the vehicle is not in motion such as at a stoplight or in traffic.

The engine restarts automatically when the driver lifts off the brake pedal, resulting in lower levels of fuel consumption and emissions.

At the press launch we were told ISG, while it sounds simple, requires a lot of extra engineering and computerization such as a reinforced battery.

Another example is the starter motor. On a standard car the motor has a normal life span of 50,000-60,000 starts. The motor on an ISG car has to last for at least 350,000 starts.

Another gas saving technology item on the Rio5 with automatic transmission is the Active ECO system. Turned off and on by a button to the left of the steering wheel, when activated, it optimizes the engine and transmission for best fuel economy.

While it was conceived in Kia’s design studios in Irvine, Calif., the Rio5 has a very European look to it. That’s not surprising, as one of Kia’s major markets is Europe.

During the press launch, I followed one and, from the rear, it looked very much like a VW Golf especially with the very bold wheels similar to the Golf GTI.

From the side, however, that upward flowing character line first seen on the Optima sedan and Sportage CUV is clearly evident and is a design cue that continues to evolve.

The Rio rides on an all-new platform that is longer, wider and lower than the previous generation.

Suspension at the front is MacPherson struts, coil springs and a stabilizer bar with a torsion beam axle suspension in the rear.

Despite the $14,095 starting price, Rio’s chassis features a high-strength steel structure that includes an innovative “Halo Body” construction designed to help protect occupants in certain side impact and rollover collisions.

Standard safety features include six airbags (dual advanced front and front-seat mounted side as well as full-length side curtain), side-impact door beams, height-adjustable front seatbelts with pre-tensioners, three-point seatbelts for all seating positions and Lower Anchors and Tethers for Children (LATCH).

Also standard on all Rio trims for increased driver and passenger safety are Electronic Stability Control (ESC), four-wheel disc brake with Anti-Lock Braking System (ABS), Hill-start Assist Control (HAC) and Vehicle Stability Management (VSM), which coordinates the car's ESC and ABS to help the driver stay in control of the vehicle.

The base LX includes body-colour door handles and side mirrors and 15-inch steel wheels with 185/65R15 tires. Also standard is a rear spoiler which not only ads to the sporty design of the new Rio but also improves aerodynamics.

To accentuate the premium look, side mirrors are attached to the door rather than the plastic triangle like so many others in the segment.

Also standard are: power windows, driver’s seat height adjuster, map lights, illuminated vanity mirrors, trip computer, sliding centre console armrest and 60/40 split folding rear seats.

Tested here is the EX automatic with UVO infotainment system that starts life at $18,795. As driven, it has a window sticker price of $20,500 including a shipping fee of $1,455.

Not only does the Rio5 look European, it feels like it. With length a fraction over four metres and a wheelbase of 2.6 metres, the wheels really are out to the four corners of the car.

The wider the track, the better the stability in terms of pitch and yaw. Where you feel this is in sweeping corners of which there are hundreds in northern Washington State.

On the highway, the Rio5 is surprisingly quiet, one of the reasons being the outside mirrors mounted on the door not the A-pillar.

You have to keep an eye on the speedo as speed can creep up on you as my co-driver found out when he was stopped for speeding on the freeway.

I used the ECO button a few times. If you are travelling on highway speeds, there is a noticeable decline in power almost like gearing down without the noise.

Once you get to a desired highway speed, click on the cruise and the fuel saving begins, which is where I’d probably use it the most.

In town with the ECO on, acceleration is sluggish off that line, not slow mind you, but the computer is working overtime to adjust the need for speed with this need to optimize fuel consumption.

Every time I look around the latest model is larger than the vehicle it replaces and that is true of the 2012 Rio5.

The rear seat is now livable for adults while the view from the front seat is much better because of the sense of driver and passenger space created when the interior designers scooped out every square centimeter they could to make the Rio5 feel more roomy.

All in all, the new Rio5 is a major improvement over the out-going model and is a contender in the sub-compact segment to be taken seriously.

BODY STYLE: sub-compact hatchback.

DRIVE METHOD: front-engine, front-wheel-drive

ENGINE: 1.6-litre DOHC inline four-cylinder (138 hp, 123 lb/ft)

FUEL ECONOMY: 1.6-litre manual, 6.6/4.9L/100 km (43/58 mpg) city/highway; automatic, 6.8/4.9L/100 km (42/58 mpg) city/highway

CARGO VOLUME: 425 litres behind rear seat, 1,410 litres seat flat

PRICE: LX manual $14,095, LX auto $15,395; LX+ manual $15,595, LX+ auto, $16,895;, LX ECO, $17,695, EX manual, $16,995, EX manual UVO, $17,495, EX auto, $18,295, EX auto UVO, $18,795 and EX Luxury, $20,295.

FIRST DRIVE ~ 2012 Buick Verano

Thu, 03 Nov 2011 09:35:00 -0400

NEW YORK CITY: "I think this is the quietest car Iπve ever driven," my co-driver said.
One of the most experienced autowriters on the planet, he wasn't talking about a Rolls-Royce, a Mercedes-Benz or a Lexus, but the $22,595 Buick Verano compact sedan.
The bane of auto engineers is "sizzle", the sound the tires make on wet pavement. Because of its high-pitched hiss, sizzle is the hardest noise to keep out of the cabin.
Yet there we were at 50 mpg in the pouring rain in the base Verano where the sizzle was not just faint, but non-existent.
Another problem engineers face is the engine roar when you are at full throttle caused by the air going through the intake manifold. On the Verano, the manifold looks not unlike a saxophone, and in a sense, it is. With a number of interconnected chambers, the howl of the air is tuned out.
It's part of what Buick calls QuietTuning that involves 12 noise reduction and noise cancelling measures including: 5.4-mm-thick acoustic-laminated windshield and 4.85-mm-thick acoustic laminated side glass that minimizes wind noise; acoustic insulation material on both sides of the front steel dash panel and under the hood that reduce engine noise; and five layers of acoustic insulation material in the headliner, including a premium fabric on the visible outer layer that muffles wind noise.
How Buick got rid of sizzle was by using three layers of acoustic insulation material in the doors.
There's a lot more to QuietTuning than I have space to detail, but I have to mention the heat-activated baffles in various pillars, crossbars and other structural members that are even designed to seal and close sections of the body structure that could transmit noise or allow water leaks.
The heat-activated baffles are inserted at strategic areas of the body structure and expand in paint ovens to fill the structural cavities.
You would think all this attention to noise reduction was being reserved for a top-of-the-line sedan, but the 2012 Verano is, in fact, Buick's first entry into the compact car segment and thus its most affordable model.
There will be four trim models starting at $22,595 topping out with the full leather model at $27,620.
All are powered by a 2.4-litre, inline four-cylinder engine producing 180 hp and 171 lb/ft of torque driving the front wheels through a six-speed automatic transmission.
Standard features include ribbon fabric seating, soft "ice blue" ambient lighting, OnStar (six month free trial), StabiliTrak electronic stability control, ABS and Intelligent Brake Assist and 10 standard air bags. Automatic climate control, power windows and steering wheel radio controls are also standard.
Available as an option is Buick's IntelliLink system. It uses Bluetooth or a USB to connect a driver's smartphone to the touch-screen display radio expanding current Bluetooth and USB capabilities to allow smartphone control via voice activation and steering wheel-mounted controls.
In addition to Buick IntelliLink, a nine-speaker Bose sound system specifically engineered for the Verano's interior is available on all trim levels above the base level.
At the press launch in Connecticut, Buick engineers also talked a lot about the work that went into the MacPherson Strut front and Watt's or Z-link rear suspension in relation to providing a smooth and quiet ride.
The drive route started near the Lincoln Centre in the heart of Manhattan. Outside of Tokyo, I don't know where so many car and trucks are packed into so little space. Here you have to know where all four corners of the car are and the rearview mirrors must be precisely positioned.
The Verano's compact size helped but so did the quick steering. Because you kind of move along as opposed to go forward in New York, having brakes that modulate well is a major plus and this the Verano did.
Finally out on the parkway heading north the first thing my partner and I noticed was how good the new radio system was until it dawned on us the reason was also due to the lack of road noise
The transmission is the new, second-generation six-speed automatic that goes a long way to improving gasoline consumption. Transport Canada has yet to release the official numbers but one source has estimated 9.3/64L/100 km city/highway.
One of the ways the transmission conserves fuel is by allowing negligible engine braking. Coming down one incline and taking a foot off the gas, the Verano actually picked up a little speed.
There seems to have been as much work done on the interior as on noise. Soft touch materials abound and the two-tone earth colours are pleasing.
One thing I noticed was a thin, slotted vent running vertically up the A-pillar of each front window. Instead of the air coming out of the dash, the vents pump it directly onto the window surface for almost instant demisting.
Back seat legroom is meager. With the front seat all the way back, you can barely put your hand into the space between.
Cargo volume is 396 litres (14.0 cu ft) with the subwoofer installed with the optional Bose sound system or 405 litres (14.3 cu ft) without.
While roomy, it means the trunk lid is high so reversing should be done gingerly as there is no backup camera available.
Buick sees its immediate competition as the Acura CSX, Audi A3 and Lexus IS 250 and Verano is certainly in league with them in terms of fit, finish and ride.
But considering the starting price and what the buyer gets, I think Verano throws a very wide net to Mazda3, Ford Focus and VW Jetta buyers as well.
The Buick has already done much to change the perception of it as catering to older owners to vehicles such as the Regal and Enclave that are comparable to anything on the road and are definitely skewed to a younger demographic.
By offering the compact 2012 Verano, Buick is literally on the road to changing how people think about the brand.

BODY STYLE: compact sedan.
DRIVE METHOD: front-engine, front-wheel-drive.
ENGINE: 2.4-litre DOHC inline four-cylinder (180 hp, 171 lb/ft)
FUEL ECONOMY: Regular (est.) 9.3/6.4L/100 km city/highway
CARGO VOLUME: 405 litres (14.3 cu ft); 396 litres (14.0 cu ft) with optional Bose sound system
PRICE: $22,595-$27,620 not including $1,495 shipping fee

ROAD TEST ~ 2012 Volkswagen Jetta GLI

Thu, 20 Oct 2011 09:40:00 -0400

Volkswagen brings back sporty Jetta GLI for 2012
Okay folks, enough whining about the cheaper Jetta.

Sure, its base engine is no powerhouse, and there’s a torsion beam suspension in rear (which probably means zilch to most people), not to mention rear drum brakes on lower trim levels – also something that would escape many buyers.

More noticeable would be the abundance of hard plastic on the inside. Keep in mind, however, that VW had to pinch a few pennies here and there to drop Jetta’s base price by a whopping six grand.

But to call the new Jetta a disappointment would be to ignore the competition. Corolla, Civic and Mazda3 all start under $16K, and now the same can be said of Jetta – which like the others can be optioned up as your budget allows.

Which brings me to the one Jetta that should please even the staunchest naysayers – the recently-launched GLI.

In this new model, which starts at $27,475, all of the above gripes have been corrected. The torsion beam has been replaced by a multi-link rear suspension. There’s disc brakes all around, and many of the hard plastics have been upgraded to soft-touch materials.

More importantly, at least to me, is its powerplant, which is the same one found in the GTI: a 2.0-litre, TSI turbocharged engine that delivers 200 hp and 207 lb/ft of torque.

That’s a lot of grunt for a vehicle that only weighs just over 1,400 kg – and with peak torque on tap from a low 1,700 rpm, there’s no noticeable turbo lag.

Which is some of what I experienced during an afternoon at Mosport International Raceway’s driver development track, where Canadian Auto Journalists put the 2012 GLI to the test.

It is one thing to live with a vehicle for a few days – taking it on your daily commute or for a good run on the highway.

It is quite another to go to the track where you’re pushing it beyond where a typical driver would dare go. At least one who respects the law…

It was here where the Jetta GLI earned my respect. It does look sportier than a garden-variety Jetta, with its unique front bumper and honeycomb grille, smoked tail lights and red brake callipers.

But appearances aside, this Jetta is truly worthy of its GLI badging.

Stomp the pedal and the throttle response is brisk, as is the acceleration. This action delivers yet another reward, a throaty snarl, thanks to its sound actuator.

Part of the induction system, the actuator is integrated into the intake system upstream of the cylinder head. The exhaust note you get on acceleration is purely mechanical and, according to VW officials, “relies on the flow of air to create the sound, sort of like a muffler in reverse.”

Needless to say, it created for me a temptation to drive less than fuel efficiently, probably putting me well off the GLI’s rating of 9.8/6.2/8.2 L/100km (city/hwy/comb) for the manual, and 8.8/6.1/7.6 L/100km (city/hwy/comb) for the DSG.

The six-speed manual is a joy to work, with its crisp, precise shifter and light clutch.

The six-speed DSG automatic with Tiptronic, which will likely account for 60-70 percent of GLI sales, shifted reasonably quickly, with its double-clutch setup. I did find, however, that while in “sport” this transmission would shift north of the redline when pressed hard.

Steering is precise, and the car seems more agile at speed. Although the suspension is a bit stiff in city driving, it is poised on the track, with the GLI feeling well connected to the asphalt no matter how hard you push it.

Brakes too were more than up to the task. With my driving partner and I alternating 15-minute, back-to-back shifts on the circuit, this Jetta was subjected to an hour of us continually hard on the throttle and brakes and with no noticeable fade.

The big 312 mm ventilated front discs and 272 mm solid rear discs were hot enough to roast hot dogs when we were done, but the standard red painted callipers remained unblistered.

For those of us who won’t be taking the GLI to the track anytime soon, this vehicle is very easy to live with. Like all Jettas, this model has plenty of passenger room, both front and back. Driver and front passenger get a pair of deeply-bolstered sports seats, with horizontally-stitched inserts and red double stitching around the perimeter.

The red stitching is carried on throughout the steering wheel, shifter boot and handbrake grip.

In back, the 60/40 split folding rear seats (with centre armrest and pass through) offer a surprising amount of knee room for a compact car.

Standard features for the GLI include 17-inch alloy wheels; heated eight-way/six-way manually adjustable seats up front; keyless entry with push-button start; dual-zone electronic climate control; six-speaker touch screen audio system with six-disc CD changer, media device interface and aux input; Bluetooth, multi info trip computer and more.

You can upgrade the basic unit with the Luxury Leather Package (includes leather seating and sunroof for $ 2,100), sunroof ($ 1,400), Technology Package (includes navigation and Fender premium audio system for $1,290), 18-inch alloy wheels ($975) and the DSG Automatic Transmission ($ 1,400).

The 2012 GLI is $2,500 less than the 2009 model, but according to VW offers a $2,900 “value enhancement.”

The GLI is a little pricier than the 2012 Civic Si and the 2012 Nissan Sentra SE-R Spec V, but unless you do a content analysis, it’s hard to know if you’re comparing apples with apples.

Lancer Ralliart is a bit higher, and Subaru WRX is thousands more, but with these you get all-wheel-drive.

Suffice to say that GLI pricing is in line with the competition, and for those who have slammed Jettas in general, after the price drop, keep in mind that sales are now up 164 per cent, making the Jetta a top-ten seller in Canada.

Obviously, quite a few of us are buying them.

Which is more good news to VW, having posted 12 consecutive “best ever” months, and moving up in Canadian market share from 2.8 to 3.3 per cent.

As for the Jetta GLI, it nicely rounds out the lineup for the company’s best-selling vehicle, providing a ‘halo’ car for the model range, and giving back driving enthusiasts the Jetta they really want.

BODY STYLE: compact four-door sedan.

DRIVE METHOD: front-engine, front-wheel drive.

ENGINE: 2.0-litre TSI turbocharged inline four-cylinder (200 hp and 207 lb/ft of torque)

FUEL ECONOMY: six-speed manual 9.8/6.2/8.2L/100km (city/hwy/comb); six-speed DSG 8.8/6.1/7.6 L/100km (city/hwy/comb)

CARGO CAPACITY: 440 litres

PRICE: base $27,475; Luxury Leather Package $ 2,100; sunroof $1,400; Technology Package $1,290; 18-inch alloy wheels $975; DSG Automatic Transmission $ 1,400

ROAD TEST ~ 2011 Lexus GS 450h

Tue, 18 Oct 2011 09:09:00 -0400

Lexus GS 450h delivers both performance and fuel economy

Few cars on the road can deliver both performance and fuel economy.

The 2011 Lexus GS 450h is one of them.

But that’s not all you get with this gas-electric hybrid version of Lexus’s five-passenger upscale GS sport sedan.

It also has all the luxury features that Lexus is known for— so in short, you can have performance, luxury and fuel economy all in one nice-looking package.

Although it comes at a hefty starting price of $71,150, environmentally conscious buyers in the market for a luxury sedan no longer have to make compromises when they jump into hybrid technology with the GS 450h.

So how does this luxury sedan deliver performance and fuel economy at the same time?

Well, it’s not like most other hybrids because it starts with a much larger gasoline engine than the norm, a 3.5-litre 24-valve V6 that is mated to a high-torque electric motor, high capacity storage battery and sophisticated power management system.

In all, the Lexus Hybrid Drive produces 339 combined net horsepower, while at the same time achieving an impressive Tier 2 Bin 3 emissions rating.

Power is sent to the rear wheels of the GS 450h through a continuously variable transmission (CVT) with sequential multi-mode shifter and snow mode feature.

The GS 450h is both smooth and powerful on the road, accelerating seamlessly up to cruising speed in a quiet, efficient manner. While not in Prius territory, city/highway fuel efficiency is 8.7/7.8 L/100 km— quite impressive for a luxury sport sedan, but not quite on par with many other hybrids on the road.

As a comparison, the GS 350 AWD gasoline version achieves 11.4/7.8L/100 km city/highway fuel efficiency.

The GS 450h debuted in 2007 and at that time was billed as the world’s first luxury performance hybrid sedan. It is now one of five hybrids in the Lexus fleet, joining the top-line LS 600hL, RX 450h, HS 250h and the new CT 200h compact luxury hybrid.

This makes Lexus the market leader in hybrid technology— not what one would expect from a luxury brand.

Unlike some others on the market, this isn’t an “over the top” hybrid, style-wise. Outside of a couple of badges on the rocker panels, the GS 450h looks just like any other luxury sedan.

It has a streamlined look with a coefficient of drag of 0.27, which is very good for a mid-size sedan.

Inside, the cabin is refined, luxurious and contemporary.

Maple wood trim accents along with chrome and brushed aluminum add to the look of luxury as does the leather covering the seating surfaces, steering wheel, shift knob and door trim.

This is a car that comes fully loaded with dual zone automatic climate control and a classy 14-speaker Mark Levinson Surround Sound AM/FM/DVD audio system with integrated XM satellite radio, Bluetooth capability and MP3/WMA audio capability.

The 10-way power adjustable driver’s seat is comfortable and supportive. I was quickly able to set up just the right driving position into the memory system that has three settings. The front seats are heated and cooled.

Other standard features include 18-inch aluminum alloy wheels, adaptive front lighting with auto leveling, intuitive park assist, rain-sensing wipers with de-icer and Smart Key system with push button start.

The lighting system helps provide a full, well-lit view for night driving by monitoring steering angle and vehicle speed. High-intensity discharge (HID) headlamps are standard fare. Auto leveling ensures the headlamps are always properly aimed through the use of sensors front and rear.

Park assist helps alert the driver to obstacles in potential blind spots with the use of sensors at the front and rear corners of the car. Meanwhile, the wipers automatically turn on when moisture is detected and a heating system in the lower windshield helps keep the wipers from icing up.

Other features include a voice-activated hard disc drive (HDD) navigation system with back-up camera, tilt/telescoping steering column, auto-dimming mirrors, power moonroof and power rear window shade.

There is a full slate of safety features including anti-lock brakes with brake assist, vehicle stability control, traction control, hill-start assist and eight airbags.

On the road, it doesn’t take long to realize that Lexus stresses the performance part of the equation in this vehicle.

This hybrid actually has guts, thanks to the 339 combined hp of the gasoline and electric engines.

It accelerates smoothly and crisply and at speed, it cruises effortlessly. Depending on your driving needs, there are four settings for the adaptive variable suspension— from comfort to sport.

One drawback with this, as in many hybrids, is the limited trunk space due the battery pack that sits just behind the rear seats and eats up trunk room.

However, my hockey bag fit just fine and there would be no problem with a set of golf clubs. There is no pass-through, however.

So while the GS 450h is a pricey piece of automotive hardware, it is one of the few hybrids on the market that really does offer performance for the serious driving enthusiast. It also has all the luxury features one would expect in a Lexus and gets the fuel economy of many four-cylinder vehicles.

Lexus has been the leader in hybrid technology and the GS 450h is in a class by itself as a midsize performance hybrid sport sedan.

BODY STYLE: four-door luxury sport sedan.

DRIVE METHOD: front engine, rear-wheel drive.

ENGINE: 3.5-litre DOHC 24-valve V6 combined with a high-torque electric motor (339 combined hp, 267 lb/ft torque with gas engine only).

CARGO CAPACITY: 300 litres (10.6 cu ft).

FUEL ECONOMY: 8.7/7.8/8.2L/100 km (32/36/34 mpg) city/hwy/combined.

PRICE: $71,750, as tested $73,835.20 including $1,950 freight and PDI.

FIRST DRIVE ~ 2013 Audi A5/S5

Mon, 17 Oct 2011 16:43:00 -0400

JEREZ, Spain: Amazing!

Here it is the fall of 2011 and I’m driving the 2013 version of the Audi A5/S5 Coupe and Cabriolet.

Time waits for no one especially in the auto industry.

While the models tested were European spec, Audi is not shy when it comes to letting the engineering do the talking.

In fact, the press briefing for Canadians at the launch in Spain was lightening quick with a simple overview and then we were let at it.

The A5 and S7 versions for Canada will arrive in the middle of next year as 2013 models, but after that, what versions of the A5/S5 Coupe and Convertible we get could vary mightily from the cars driven in Spain.

When the A5/S5 Coupe and Cabriolet bowed four years ago, the A5 came with a 3.2-litre V6 (265 hp. 243 lb/ft) and the S5 had the big 4.2-litre V8 (354 hp, 325 lb/ft).

Audi has been on a campaign to lessen weight as part of its “every gram counts” engineering strategy.

This is partly done in the A5/S5 with small, lighter engines with produce the same power but with reduced fuel consumption.

The A5 now gets a 2.0-litre turbocharged inline four-cylinder engine producing 211 hp and 258 lb/ft of torque. The S5 will arrive with a supercharged 3.0-litre V6 with 333 hp and 358 lb/ft of torque. The only holdover is the RS5 that retains the V8 now with 450 hp.

There are a number of diesels we won’t get and a fascinating 1.8-litre direct injection turbo four-cylinder we probably won’t see until the next generation A4 or maybe even the A3.

Driving the 1.8-litre to the airport in Spain, we had three people on board. It went like a big-bore V6 down the highway with one of my colleagues at the wheel passing anything and everything along the way.

Equipped with the new eight-speed S-tronic automatic transmission, shifts were imperceptible.

The transmissions we will be getting are a mix of a six-speed manual and seven-speed or eight-speed Stronic.

For example, the A5 Coupe with seven-speed S-tronic and quattro goes from 0-100 km in 6.5 seconds.

In the 333 hp S5 Coupe acceleration time is from 0-100 km/h in 4.9 seconds, a 0.2-second improvement over its V8-powered predecessor.

Fuel consumption numbers are vague at this point but look for approximately 9.5/6.5L/100 km city/highway from the 2.0-litre and 12.9/8.1L/100 km city/highway for the 3.0-litre.

Both models will be equipped with the latest version of Audi’s famed quattro all-wheel-drive with a front/rear torque basis of 40:60 per cent.

Part of the S5 drivetrain is Audi’s crown gear and sport rear differential. It measures the torque going to the front and back wheels and then makes sure traction is applied where it can best be used.

At this writing inclusion of the system on the Canadian A5s had yet to be decided.

Audi’s quattro all-wheel-drive is so good you don’t even know you have it. That sounds strange but it’s true.

With a front or rear-driver, when you punch the pedal you feel which end has the grip right way. Do that in an Audi and the car digs in and goes without any fuss.

That’s because the system is constantly moving torque around so effectively it is transparent to the driver.

The roads in Spain are skinny and dangerous and when it comes to road etiquette, the locals just don’t care. You can be on a long straight at 100 km/h and suddenly come to a 20 km/h double switchback without signage and be faced with some ancient sedan trying to cut the corner to save whatever is left on the brake pads.

Here, believe me, quattro proves its worth.

Several of the safety systems first seen on the A7 have found their way into the A5/S5 such as lane departure warning system, adaptive cruise control and a driver fatigue sensing system that alerts the driver to pull over and take a rest.

Current A5/S5 owners will be pleased to know styling is pretty much the same with edges hardened that, I was told, improves the aerodynamics and thus uses marginally less fuel.

It’s hard with the space I have to get into the build quality and technology in this car but I’ll start with the passenger area of the S5 Cabrio.

It begins with full Nappa leather throughout and front sport seats that you can tell were designed to grip the driver and front passenger during high-speed driving and handling.

The Cabrio I drove came with Audi Drive Select adaptive dynamics system, which in its current form allows the driver to fine-tune the amount of power steering assistance, the response of the throttle and the automatic transmission’s shift points.

The latest version of the system adds a fourth ‘Efficiency’ option to its settings list, which originally offered ‘Comfort’, ‘Auto’ and ‘Dynamic’ modes. In the Efficiency mode, all the above functions, plus the air conditioning unit, are configured for minimal power consumption.

The controls for the optional MMI Navigation Plus with its large hard drive, seven-inch colour monitor, 3D graphics and DVD player have also been improved. The number of hard buttons has been reduced from eight to four and the volume control now features a joystick cap for simpler track selection. Voice control and digital radio reception also received some fine-tuning.

In Europe they have a navigation system that uses real-time Google map displays. If you are driving along and see a building or river on the monitor, you can look out and there it is.

Whether we will get this is probably not going to happen as I was told the internet in North America is not fast enough to cope.

At this point pricing is still very much up on the air but the current price walk from the A5 Coupe to the S5 Cabrio is $46,700/$60,500 and should remain fairly close for the 2013 model as Audi has pretty rigid model-pricing scale.

BODY STYLE: Four-seat sports coupe and convertible.

DRIVE METHOD: front-engine, all-wheel-drive.

ENGINE: 2.0-litre DOHC turbocharged inline four-cylinder (211 hp, 258 lb/ft); 3.0-litre supercharged V6 (333 hp, 358 lb/ft)

FUEL ECONOMY: Premium (Est.) 2.0-litre, 9.5/6.5L/100 km city/highway; 3.0-litre 12.9/8.1L/100 km city/highway for the 3.0-litre.

PRICE: (Est.) $46,000-$62,000

FIRST DRIVE ~ 2012 Kia Soul

Thu, 13 Oct 2011 09:49:00 -0400

FALL CITY, Wa: One thing about the Korean carmakers - they never stand still.
In 2009, Kia introduced the Soul as a 2010 model.
It was a radical departure from the humdrum models like the Spectra and Magentis that had gone before.
But more than that, it was the harbinger of the Peter Schreyer design language that, with the Forte compact car, signalled not just a new design direction, but a corporate culture shift.
And that direction is beating the competition at their own game and that includes the Europeans, the Americans and, yes, even the Japanese.
They are doing it by offering leading edge engineering be it powerplants, transmissions, fuel savings, electronics and all at attractive price points.
No matter how well a vehicle is selling, the Koreans keep on improving anything and everything.
The 2012 Soul is a perfect example.
It's only two years old and probably the best (and some might say the only) slab sided car on the market.
It starts with two brand new engines.
While they are the same displacement that's about the only similarity. The 1.6-litre inline four-cylinder with gasoline direct injection now produces 138 hp (up 16 hp) and 123 lb/ft of torque while the new 2.0-litre inline four-cylinder produces 164 hp (up 22 hp) and 148 lb/ft of torque.
The 1.6-litre features Kia's Idle Stop and Go (ISG) technology as an option. It temporarily turns off the engine when the vehicle is not in motion in situations such as standing at a curb or at a stop light. The engine restarts automatically when the driver releases the brake pedal, resulting in lower levels of fuel consumption and emissions.
You'd think stop/start would be rather simple, but it is very complex. For instance a special reinforced starter motor is needed. The normal life of a starter is about 50,000-60,000 crank-overs. In the ISG Soul it has to be good for at least 350,000 starts because the car has be restarted so many more times.
I tried the ISG on my way to the press launch site in northern Washington State. The system worked as expected and should result in a 10 per cent saving in fuel consumption in real life.
Kia officials said the inclusion of ISG is actually the first step towards the eventual electrification of the brand. Stop/start is an essential part of hybrid and full electric cars.
Also new for 2012 is a six-speed manual and six-speed automatic transmission that drives the front wheels.
Fuel consumption is rated at 7.4/5.6L/100 km city/highway for the 1.6-litre manual, 7.5/5.6L/100 km for the automatic and 7.0/5.4L/100 for the ISG. The 2.0-litre is rated at 7.9/5.8L/100 km city/highway for the manual and 7.9/5.5L/100 km for the automatic.
With a starting price of $16,595, there are seven trim levels, the 1.6 ($16,595-$18,995), 1.6 ECO ($19,995), 2U ($18,995-$20,195), 4U ($20,495-$22,695), 4U Retro ($23,495), 4U Burner ($24,195), and 4U Luxury ($25,395).
There's a lot standard even on the base model including electric power steering (EPS), tilt and telescopic steering column, power windows, door locks and mirrors, heated front seats and Bluetooth hands-free phone connectivity.
Also standard are front fog lights, auto-off headlamps, body-coloured door handles and outside mirrors, rear wiper/washer, variable intermittent windshield wipers, privacy glass on the hatch and rear side windows, four-wheel disc brakes and 15-inch steel wheels fitted with P195/65R15 tires.
A long list of standard driver and safety aids includes: front seat active headrests, dual front advanced airbags, and front seat-mounted and full-length side curtain airbags. An Antilock Brake System (ABS), Electronic Stability Control (ESC), Traction Control System (TCS), Electronic Brake Distribution (EBD), Brake Assist System (BAS), Hill-start Assist Control (HAC) and Vehicle Stability Management (VSM) also are standard, as are front and rear crumple zones, side-impact door beams and Lower Anchors and Tethers for Children (LATCH).
The suspension is unchanged with MacPherson struts, coil springs, rear mono-tube gas shock absorbers and stabilizer bar at the front.
At the rear is a transverse torsion beam axle with trailing arms, coil springs and mono-tube shock absorbers for a smooth ride and minimum intrusion into the cargo space.
A sport-tuned suspension is standard on 4U trims.
For my money, I'd go for the 2.0-litre although the 1.6-litre has the benefit of gasoline direction injection and is very frugal.
However, I found the 2.0-litre more gutsy and with the six-speed manual (as tested), there was as much power as I would normally want. It was also better at merging onto super highway traffic which is a big thing with me.
But around town, the 1.6-litre with ISG is probably the way to go if your driving is primarily urban. Gasoline prices arenπt about to go down, so if you are leery of the extra cost of a hybrid or electric car, the Soul becomes an interesting alternative.
In terms of the overall styling, Kia has kept exterior changes to a minimum with a larger grille and headlights with two rows of LED along the bottom - amber for turn signalling and clear for daytime running.
At the rear there's a switch to LEDs for the taillights while the interior gets a dashboard facelift.
One thing that should be noted is the available UVO powered by Microsoft voice-activated infotainment system with a 4.3-inch color touch screen and rear camera display matched to an all-new eight-speaker Infinity audio system that enhances the sound with a center speaker, subwoofer, external amplifier and speaker lights in a rainbow of colors that pulse to the beat of the music or add mood lighting.
There are still a number of interior trim colours and textures including a tartan plaid on the Retro model. This worked well for MINI so Kia, never one to miss a trend, is on it.
Seating is still more than adequate for five adults and cargo, thanks to the box-like architecture is 546 litres behind the rear seat, 1,511 litres for the seat folded.
So if want to add a little Soul to your life, remember itπs still hip to be square.

BODY STYLE: Compact hatchback.
DRIVE METHOD: front-engine, front-wheel-drive
ENGINE: 1.6-litre DOHC inline four-cylinder (138 hp, 123 lb/ft); 2.0-litre DOHC inline four-cylinder (164 hp, 148 lb/ft)
FUEL ECONOMY: 1.6-litre manual 7.4/5.6L/100 km city/highway, 1.6-litre automatic, 7.5/5.6L/100 km, 1.6-litre ISG 7.0/5.4L/100; 2.0-litre manual, 7.9/5.8L/100 km, 2.0-litre automatic, 7.9/5.5L/100 km
CARGO VOLUME: 546 litres behind back seat, 1,511 litres with seat folded
PRICE: 1.6 ($16,595-$18,995), 1.6 ECO ($19,995), 2U ($18,995-$20,195), 4U ($20,495-$22,695), 4U Retro ($23,495), 4U Burner ($24,195), and 4U Luxury ($25,395).

FIRST DRIVE ~ 2012 Toyota Camry

Wed, 12 Oct 2011 14:28:00 -0400

PICTON, On.: The 2012 Camry represents the single largest launch in the history of Toyota Canada.

Eclipsing the $5 million spent in 2006 to promote the Yaris, Toyota is leaving no medium untouched to get out the message. From an eight-page glossy broadsheet newspaper insert with 2.5 million circulation, to a national magazine and broadcast deal with Rogers, to Twitter/Facebook/Internet and announcing it as the official car and truck supplier to the Winnipeg Jets, Toyota clearly intends to reinforce its position in the mid-size sedan segment where it has been the top seller for 13 of the last 14 years.

And at one of the largest assemblages of Canadian automotive journalists I have seen under one roof, Toyota Canada president and CEO, Yoichi Tomihara, said the woes of the past are behind Toyota and, “we are back in the car business ... and I love it.”

To prove the point, he announced Toyota/Lexus/Scion will have no less than 20 new or refreshed models on the road by the end of 2012.

Toyota calls the 2012 Camry its “New Era” sedan. For some 30 years, the Camry excelled at providing reliable and sensibly priced mid-size ride and comfort – and it still does.

But for 2012, Toyota, to my surprise anyway, is talking about the Camry also offering “emotional appeal” not just with stylish interiors and exteriors but a sense of something more.

For instance, with 10 standard airbags, Toyota believes the driver will feel glad he/she is keeping passengers safe or, with claimed best in segment fuel economy, will feel good about reducing his/her carbon footprint.

The first emotion I felt concerned the interior size of the new Camry. With the front seat all the way back, I could just touch the pedals while the backseat legroom would do justice to an airport limousine.

The other emotion buyers will feel is relief in terms of their wallets.

Prices have been reduced across the board from $800 up to $2,700 depending on the model, while content has increased dramatically. An example is $4,000 of added equipment on the topline XLE-V6.

There are five Camry models starting with the LE ($23,700), SE ($26,950) and XLE ($29,900) all with a 2.5-litre, DOHC inline four-cylinder producing 178 hp and 170 lb/ft of torque. Fuel consumption is listed at 8.2/5.6/7.0L/100 km city/highway/combined.

Next are the SE-V6 ($29,900) and XLE-V6 ($33,700) with a 3.5-litre DOHC V6 making 268 hp and 248 lb/ft of torque while returning 9.7/6.4/8.2L/100 km city/highway/combined.

There is one transmission, a six-speed automatic. With a second generation of people who have never learned to drive a manual, there is really is no need for a manual.

The other Camry in the mix is the Hybrid in LE and XLE trim with 200 net horsepower.

It uses a 2.5-litre gasoline engine with CVT transmission instead of the previous 2.4-litre. In LE form, fuel consumption is listed at 4.5/4.9/4.7L;/100 km city/highway/combined. Prices have yet to be announced so I will be driving this in the future in a separate road test.

In addition to the 10 aforementioned airbags, all Camrys come with Toyota’s Star Safety System which includes Vehicle Stability Control (VSC), Traction Control (TRAC), Anti-lock Braking System (ABS), Electronic Brake-force Distribution (EBD) and Brake Assist (BA). It also features the standard Smart Stop Technology brake-override system. An electronic tire pressure monitoring system is standard equipment.

There are really too many detail improvements to discuss here but one is “vortex generators”, one between each outside mirror and the A-pillar and one at each rear taillight. Gleaned from Toyota’s F1 program, they force air to flow closer to the body thus reducing drag.

While the suspension remains coil springs over MacPherson struts at the front and multi-link rear, the geometry is much changed. A lot of work was done to reduce pitch while cornering and stability were reworked for what Toyota calls a “flat ride.”

I drove the SE, LE and, primarily, the SE-V6.

With its 56 extra body welds and revised suspension, the V6 is very entertaining with its paddle shifters that automatically blip the throttle when shifting down.

But for my money, the 2.5-litre is the one to have.

During the press launch in the Picton area, I took off on my own for a few hours because I know the area well.

Roads there are good, but narrow and the Camry is a big car but because it tracks as well as it corners, it felt more like a European sedan than one aimed primarily at North Americans.

With the leaves turning seemingly before my eyes, the Bloomfield, East Lake and Cherry Valley areas of Prince Edward County never looked so lovely.

The 2.5-litre was very responsive aided by the six-speed automatic that shifted up and down so smoothly I had to look down from time to time to see what gear I was in.

Another nice touch was the standard audio system with a 6.1-inch screen and six-speakers. It displays energy use, fuel consumption, and if you go for the SE or XLE, there is a back-up camera.

Integrated in the choice of two steering wheels is a one-thumb click switch on the left spoke that controls a number of functions meaning you don’t have to take your eyes off the road or hands off the wheel.

Driving back to Toronto in the LE as a passenger, I had a better chance to look at the fit and finish of the interior.

There were many little things such as the stitching around the main instrument binnacle, the way the B-pillar is bowed out to give more space between the seat and the door and more cup and beverage holders than I could count.

Finished in a two-tone upper black and lower beige with matching seat and door trim beige, that LE is the one I’d be looking at.

Yes, as Tomihara-san said, Toyota is back but this time it’s up against strong opposition such as Ford Fusion, Hyundai Sonata, Chevrolet Malibu and Kia Optima with the Koreans, in particular, taking no prisoners when it comes to content and cost.

But Toyota has not been the mid-size segment leader for 13 out of the last 14 years by accident.

With its reputation for build quality and content-for-the-dollar, the 2012 Camry has what it takes to make the leader for the 15^th year.

BODY STYLE: mid-size sedan.

DRIVE METHOD: front-engine, front-wheel-drive

ENGINE: 2.5-litre DOHC inline four-cylinder (178 hp, 170 lb/ft); 3.5-litre DOHC V6 (268 hp, 248 lb/ft)

FUEL ECONOMY: Regular, 2.5-litre, 8.2/5.6/7.0L/100 km city/highway/combined; 3.5-litre, 9.7/6.4/8.2L/100 km city/highway/combined

CARGO VOLUME: 425 litres (15.0 cu ft)

PRICE: 2.5-litre, LE ($23,700), SE ($26,950) and XLE ($29,900); 3.5-litre, SE-V6 ($29,900), XLE-V6 ($33,700)

FEATURE ~ Ford Ecoboost Engines

Tue, 30 Aug 2011 10:04:00 -0400

Ford gives the 2012 Edge and Explorer an EcoBoost

ROMEO, Mi.: If you don’t think the automakers are doing enough for the environment, read on.

While almost every manufacturer is starting to roll out electrified vehicles, the fact remains the internal combustion engine will be here for years to come.

But major advances are being made and one comes from Ford with its EcoBoost technology.

By integrating independent variable valve timing, piston cooling jets, direct fuel injection, more efficient turbocharging and lessening friction in internal mass Ford is now significantly increasing EcoBoost production.

In effect, an EcoBoost V6 has the power and torque of the V8 and the new 2.0-litre inline four-cylinder, the focus of this story, has the power of a V6 along with four-cylinder fuel economy.

This engine will start appearing in the 2012 Ford Explorer and 2012 Edge coming this fall.

With 240 hp and 270 lb/ft of torque, it has 30 more horsepower and 15 lb/ft of torque more than the 4.0-litre V6 found in the 2010 Explorer.

That’s right, more ponies and torque from an engine half the size.

Ford recently had a group of Canadian autowriters out to its sprawling proving grounds in Romeo, Michigan, to try out the new power plant in the 2012 Edge and Explorer.

The 2.0-litre appears almost tiny especially when sitting in an engine bay designed for a big V6.

Other than the engine, both models are identical to the current 2011 Edge and Explorer except a 3.5-litre V6 is now standard replacing the old 4.0-litre.

The 2.0-litre will be a $1,000 option and only available on front-wheel-drive (FWD) versions. All-wheel-drive (AWD) models offer strictly the 3.5-litre.

A six-speed automatic is the only transmission available.

We had a very busy day in Romeo with other activities such as comparing the Focus to the Honda Civic for ride and handling and the Focus against the Hyundai Elantra for fuel economy not to mention a chance to wail away in a 444 hp Boss Mustang.

I did the Focus briefly and didn’t go for the Mustang as I wanted as much seat time in the Edge and Explorer as possible.

I haven’t driven many Fords lately and, in fact, I believe this was the first time I’ve driven an Edge.

The exercise was primarily on public roads but also a road course on the proving grounds with a lot of elevation changes and very tight corners.

First up was an Explorer, the mid-range XLT model, with 18-inch aluminum wheels and the transmission with Selectshift sequential manual mode. Four-wheel discs with ABS, and Ford’s stability control called AdvanceTrac with included Roll Stability Control (RSC) are standard on the Edge and Explorer.

Very well fitted out inside, the Explorer lived up to its “same power as a V6” billing from launch. Responsive to gas pedal inputs, the six-speed and the 270 lb/ft of torque made merging onto the Interstate swift and clean.

Later on the proving ground test track, I did notice a gap between the four lower and two upper gears when left in Drive. This was partly due to the steep grade leading down to a sweeping corner where I didn’t brake but carried as much speed as I dared through before tromping the pedal to head back uphill where there was a slight bog.

The Edge, despite the same drivetrian, was surprisingly different and faster.

That’s primarily due to the Edge being some 500 lb lighter (3,998 lb vs. 4,503 lb) but then again, the Explorer is designed for up to seven passengers and the Edge is strictly a five-seater.

I won’t say the Edge flew around the track, but the balance was much better particularly on one off-chamber portion where the Explorer wanted to drift but was reigned in by the AdvanceTrac.

The Edge was also noticeably quicker off the line and merging, not surprisingly, was faster than the Explorer.

In terms of cargo volume, the Explorer is the winner with 80.7 cu ft while the Edge has 68.9 cu ft with the second row seats folded.

Towing is restricted to 2,000 lb in both vehicles. Maximum payload in the Explorer is 1,670 lb compared to 909 lb with the Edge.

About the only area where the 3.5-litre is better is towing. With properly equipped AWD models, the Edge can haul up to 3,500 lb and the Explorer up to 5,000 lb.

Besides the power, the big payoff is in fuel savings.

The EcoBoost Edge is rated at 9.9/6.6L/100 km city city/highway compared to 11.1/7.2L/100 km for the 3.5-litre. With the Explorer the numbers are 10.4/7.0L/100 km city/highway compared to 11.7/7.8L/100 km for the 3.5-litre.

As noted above, the EcoBoost option adds $1,000 to the price of the 2012 FWD Edge and Explorer which run at $27,999-$37,999 and $29,999-$41,199 respectively.

Ford officials noted in Romeo they will have five electrified vehicles on the road next year but the focus is on EcoBoost.

There are some 180,000 EcoBoost cars and trucks on the road in North America right now.

Much to Ford’s surprise is the V6 EcoBoost F-150 pickup is outselling the V8 and 41 per cent of all vehicles sales currently are EcoBoost.

Topping it all off is the fact that Ford intends to have 90 per cent of its cars and trucks EcoBoost equipped by the 2013 model year.

So the next time someone tells you the auto industry isn’t trying to make greener, cleaner cars, just say EcoBoost.

FIRST DRIVE ~ 2011 Kia Optima Hybrid

Tue, 23 Aug 2011 11:42:00 -0400

NANAIMO, B.C.: Kia likes to use as its slogan “The Power To Surprise”.

Well, now that can be restated as “The Electric Power To Surprise” with the 2011 Optima Hybrid.

With a number of innovations such as a lithium-ion polymer battery pack, the Optima Hybrid boasts more than 300 patents.

It is possible to drive the Optima Hybrid at up to 100 km/h on battery power alone.

The drivetrain is one of the first to follow what seems be the next step in hybrid technology.

It consists of an engine coupled to an electric motor that feeds torque to a six-speed automatic transmission. It does away with torque converters or CVT transmissions making for a simpler and lighter drive system. This is a full parallel hybrid system and can be driven in zero emission mode, and/or in blended gas-electric mode. When the car comes to a stop and the electrical load is low, the engine shuts off to completely eliminate idle fuel consumption and emissions.

The engine is a 2.4-litre twincam inline four-cylinder producing 166 hp and 154 lb/ft of torque. The electric motor has 40 hp and 151 lb/ft of torque for a combined 206 hp and 195 lb/ft of torque. Fuel consumption is rated at 5.6/4.9L/100 km city/highway.

The battery is the first lithium-ion polymer in the auto industry. Lithium-ion holds a charge 25 per cent longer than the nickel hydride batteries used in many other hybrid cars.

With 30 kW of power, the new polymer technology allows engineers to produced a smaller battery pack than its competitors, weighing just 95.9 pounds (43.6 kilograms).

Adding to the uniqueness of the design is its Hybrid-Starter-Generator (HSG). It is an 8.5 kW starter motor-generator belt-driven off engine and operating at the same 270 volts as the electric traction motor and the lithium polymer battery. It is used only to start the engine and then to charge the hybrid battery and does not add any power.

Almost everything that could be converted to electric power from power-robbing belts was done such as the Electric Power Assist Steering (EPAS) system that instantly provides assistive torque only when it is needed during steering maneuvers.

The Optima Hybrid also features an electrically driven air conditioning compressor so that climate control can be maintained in the cabin even when the engine is off. As with the electric power steering system, the electrically driven air conditioning compressor reduces the overall load on the powertrain, cutting fuel consumption; allowing for more precise, on-demand, control.

Another interesting feature, in addition to aerodynamic measures such as underbody drag reduction, is an active air flap at the radiator that closes at 100 km/h to stop air from building up inside the engine bay.

The drag coefficient resulting from all these efforts is just 0.26.

The Optima Hybrid considered mid-size, it is actually closer to full-size. It is very handsome with the eye-catching lines penned by award-winning chief designer Peter Schreyer.

One thing I hadn’t noticed before is a scallop along the top of the windshield that mimics that of the upper part of the front grille. That’s attention to detail.

There are two versions of the car starting at $30,595 for the Hybrid and $35,495 or the Hybrid Premium with, as Kia says, comes “with every possible option”.

On the left side of the instrument panel, the tachometer has been replaced by a round energy display called the Eco Guide. It is marvelously simple with a needle showing when the car is on battery or engine power or a combination of both.

On the lower left spoke of the steering wheel is a little green button marked “Eco”. The Optima Hybrid operates in the energy conservation mode at all times unless the driver turns the Eco mode off.

This provides more power for sporty motoring and does make a noticeable difference in the driving characteristics of the car.

Highway 4 that runs from Nanaimo where the press launch was held and Tofino on the other side of Vancouver Island is mountainous terrain with some very steep uphill sections and sinuous twisty roads hacked into the sides of granite rock.

Passing in Eco mode was leisurely at best. With Eco off, the Hybrid’s unfettered engine and motor really dug in.

The electric steering was positive if a bit heavy at slower speeds but far better than the first generation that were slow to react and felt dead on centre.

The six-speed automatic has adaptive learning and is able to adjust itself to suit the driving style of the person behind the wheel.

On the outward part of the drive I got the fuel consumption down from 7.4L/100 km at start to as low at 6.6L/100 km at one point. That changed dramatically back to 7.3L/100 km with the Eco off through the mountains.

On flat ground and driving with a light right foot getting down to around 6L/100 km in real world driving is definitely possible.

I drove the “base” version but I thought I was in the Premium because it was that well equipped including (to mention just a few) trip computer, auto-dimming rearview mirror, Homelink and compass, heated front seats, memory driver’s seat, power driver and passenger seat, power lumbar driver seat, impact-sensing door unlock, fully automatic climate control (dual zone), rear climate ventilation, cooling glove box, and the UVO Audio Infotainment developed with Microsoft that is probably the most advanced system of its type in the world at this time.

When it comes to safety, the Optima Hybrid leaves nothing out with six airbags, anti-whiplash front active headrests, four-wheel antilock brakes (ABS), Electronic Stability Control (ESC), a Traction Control System (TCS), a Brake Assist System (BAS) and Hill Assist Control (HAC) all being standard.

This is a very enjoyable car to drive and, frankly, I almost forgot it was hybrid because of the way it felt and handled.

There are more and more hybrids on the road but this is the best I’ve driven to date.

BODY STYLE: Mid-size sedan

DRIVE METHOD: front-engine, front-wheel-drive

ENGINE: 2.4-litre DOHC inline four-cylinder (166 hp, 154 lb/ft); 30 kW electric motor (40 hp, 151 lb/ft); combined 206 hp, 195 lb/ft

FUEL ECONOMY: 5.6/4.9L/100 km city/highway

PRICE; Hybrid, $30,595; Hybrid Premium, $35,495

TEST DRIVE – 2011 Toyota Highlander

Thu, 18 Aug 2011 09:59:00 -0400

Highlander the ideal travel partner for family vacation

By Neil Moore

Carguide Magazine

I’ve always had a soft spot for Grand Bend.

Located on the southeast shore of Lake Huron, about an hour from Sarnia, this resort town has arguably the nicest beaches in Ontario – and with warm turquoise waters that wouldn’t be out of place in south Florida.

Its bustling main street is lined with ice cream shops, restaurants, gift shops and beach wear boutiques.

And it was with this quaint place in mind that my wife and I planned our recent family vacation at the nearby Pinery Provincial Park. It also has fine beaches, and is, conveniently, just a few clicks south of the Bend.

As usual, I try to line up the ideal vehicle for each family vacation, and this year it was the 2011 Toyota Highlander.

Certainly a step up from the ’75 Chevrolet Monza I drove during my university days, but not quite the Porsche, BMW or Mercedes-Benz I had envisioned for my return visit a couple of decades later.

Back then as well, I travelled a little lighter. Other than the obligatory box of beer, my philosophy was that if it didn’t fit in the backpack, it didn’t come.

Today, I was cramming nearly every nook and cranny of the Highlander’s 2,700-litre cargo capacity with lawn chairs, coolers, sleeping bags, a family-sized tent and several massive bins of assorted camping gear. It was like a LeBaron store on wheels.

The Highlander has been around since 2000 and has since grown in size and seating capacity from five to seven passengers.

Of course, with only two kids but a ton of cargo, the 50/50 standard third row was folded flat for the duration of our trip.

I did, however, have an opportunity to check it out beforehand, and as expected, found rear knee room rather tight. But this can be remedied as there’s a surprising amount of travel in the middle row. The key word here is compromise.

Unlike the Cadillac SRX I borrowed last year, the Highlander was able to swallow everything – including the inflatable sink. It was not as posh as the Caddy, but still had an attractive and comfortable cabin. There are wide and supportive seats up front and plenty of head and knee room in the reclineable second row.

Fit and finish is typical of Toyota, with tight seams, a nice mix of materials and every control, button and knob functioning precisely and without looseness or wiggle.

My tester, the Highlander 4WD V6 ($35,750), was optioned up further with the $4,150 Sport Package, which adds several interior comforts such as leather seating surfaces (heated up front) and three-zone automatic climate control.

The base 4WD unit still provides plenty of standard equipment, including keyless entry with hatch release, eight-way power driver’s seat, backup camera, tilt and telescopic steering wheel, 3.5-inch multi info display, Bluetooth and six-speaker AM/FM /XM/CD/ MP3/WMA audio system with aux and USB Inputs and steering wheel controls.

On the outside, you get 17-inch alloys, heated power mirrors and power tailgate with jam protection. I like the flip-up rear glass, which allows you to drop in a few last-minute items without opening the entire tailgate and watching the works spill out on the driveway.

The Sports package also adds a couple of exterior goodies like 19-inch aluminum alloys and power moonroof.

All this brings the price well north of $40,000 once you tack on freight and other fees, so if your budget is tight, consider the front-drive, four-cylinder Highlander that starts at $31,500.

On the road, the family was well taken care of in the Highlander’s hushed cabin. The vehicle’s tight seams, wind-smooth underbody and good aerodynamics (0.34) contribute to this, as does a quarter liner in the rear wheel housing.

Both kids were comfortable in the 40/20/40 second row. It does have a middle position, but it’s narrow and minimally padded, with a backrest that doubles as a drop-down armrest. My recommendation would be to fold and remove it, after which it can be cleverly stowed under the large front console.

Separation between the kids on any long trip is always a plus.

All V6 Highlanders come standard with a 3.5-litre, 24-valve engine that delivers 270 hp and 248 lb/ft of torque. Power is routed through a five-speed automatic transmission with sequential shift mode, delivering quiet, smooth, yet brisk acceleration.

The Highlander is no wimp in terms of launch and will get you up to speed surprisingly quick. Keep in mind, however, the 12.6/8.7 L/100 km (city/hwy) fuel economy rating goes out the window if, like me, you’re a bit heavy on the pedal.

Overall, the Highlander was the perfect travel partner, delivering a cosseted ride, ample power, and more importantly, no drama. We cruised comfortably and effortlessly along the county roads west of London through some very flat, but surprisingly scenic farmland.

Big skies and lush green fields were punctuated by the occasional cluster of giant wind turbines, providing a surreal accent to the region’s wide vistas.

After nearly four hours on the road, we arrived at our destination, rested, refreshed and ready for the beach.

The Highlander may not have made a bold first impression against the backdrop of newer Mustangs, Challengers, Camaros and Corvettes – not to mention the assortment of classic cars – but then again, neither did I.

Still fit, but clearly no longer in my twenties, I climbed out of the SUV laden with backpack, beach umbrella, sandbucket and shovel – and my five-year-old daughter clinging to the other hand.

I’ll probably wait until the kids grow up, or my impending mid-life crisis, before considering the next flash car.

Until then, I’d happily make do with a family hauler – like the Highlander – to get us around safely, comfortably – and without fanfare.

Toyota Highlander 4WD V6 2011 at a glance:

BODY STYLE: mid-size SUV

DRIVE METHOD: front-engine, four-wheel-drive

ENGINE: DOHC 3.5 Litre DOHC, 24-Valve V6 (270 hp and 248 lb/ft of torque)

FUEL ECONOMY: 12.6/8.7 L/100 km (city/hwy)

PRICE: Highlander 4WD V6 $35,750; with Sport Package (as tested) $39,900

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