Vehicles Blog

Updates from January, 2012

• Kudos to Hyundai for a brilliant and strategic marketing move that saw the company not only place its Veloster three-door coupe in the Automobile Journalists Association of Canada’s (AJAC) Best New Sports/Performance Car Under $50,000 category (as part of the Association’s late-October TestFest program that has it choose its annual Car of the Year award), but actually win the category. In doing so, the compact coupe bested the likes of the Buick Regal GS, Dodge Charger SRT8, Honda Civic Si Coupe, Kia Optima SX, Mercedes C-Class Coupe and VW Jetta GLI.

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  What makes the Veloster win so masterful (and, by all accounts, shocking) is that the car is many things — particularly oddly proportioned — but it is by no stretch a performance car. Indeed, in one rather important criterion for assessing performance — acceleration — the 138-horsepower, 1.6-litre-four-equipped Veloster’s zero-to-100-kilometres-an-hour time of 9.7 seconds and 80-to-120-km/h time of 7.0 seconds was the slowest among all the contenders.

  That small four runs like a champ, but it doesn’t have much guts below 3,500 rpm. Fortunately, at least in the case of my tester, it is hooked up to delightfully slick six-speed manual that has one of the best mechanical movements of any car in the $20,000 range. And, for those who give as much weight to fuel economy as outright oomph, the Veloster is positively miserly at the pumps; my week with the car generated an average fuel economy of 7.3 litres per 100 kilometres.

  Thanks to its trim 1,243-kilogram weight and a tight suspension setup, the Veloster demonstrates an agility on the bendy bits that somewhat mitigates its pedestrian acceleration. The downside is that the suspension’s firmness transmits every irregularity in the road straight to the seats of the occupants; manhole covers were particularly painful.

  So, the Veloster makes a rather wimpy sport coupe. Well, then, it must have a winning personality, right? Yes, it does, if the idea of a massive amount of content at an extremely competitive price point puts a smile on your face. The car starts at $18,999; which gets you a seven-inch touchscreen LCD multimedia system with a (very much needed) backup camera, air conditioning, proximity keyless entry with push-button start, heated front seats, power windows and heated side-view mirrors, cruise control, tilt and telescopic steering wheel, a six-speaker AM/FM/XM/CD/MP3 audio system with iPod/USB/auxiliary connectivity, steering wheel audio controls and Bluetooth.

  THE SPECS

  Type of vehicle Front-wheel-drive compact hatchback
  Engine 1.6L DOHC four-cylinder
  Power 138 hp @ 6,300 rpm; 123 lb-ft of torque @ 4,850 rpm
  Transmission Six-speed manual
  Brakes Four-wheel disc with ABS
  Tires P215/40R18
  Price: base/as tested $18,999/$22,499
  Destination charge $1,495
  Transport Canada fuel economy L/100 km 7.2 city, 4.9 hwy.

  The tester was further equipped with the Tech Package. And for $3,500, you can now add 18-inch alloy wheels, panoramic sunroof, navigation system, 450-watt premium audio system, leather-wrapped steering wheel and shift knob, premium cloth seats with faux leather bolsters, aluminum alloy pedals and automatic headlights.

  While the content is first-rate, just as impressive is that  there is ergonomic cohesiveness to the techy cabin. The front seats are comfortable and well bolstered, and there is good legroom and headroom for the driver and front passenger — more than is intimated by the Veloster’s rakish profile.

  As for the rear passengers, it helps if they are young, limber and not overly tall, given that significant crouching is required avoid smacking one’s head while making a graceful ingress. That said, the Veloster’s designers deserve some recognition for integrating a full, conventionally hinged, passenger-side rear door into the body rather than, say, a smaller rear-hinged access door such as is found in the Mini Clubman.

  And this brings up the Veloster’s polarizing looks. While I admire the coupe’s overall boldness, everything aft of the front doors is far too radical for my tastes. Overall, I think of it as a young person’s car, definitely not the sort of sporty little runabout someone of my years would want to be driving.

  While the right demographic, my twentysomething daughter, who calls it “the spaceship,” noted a far more practical reason for just saying no — truly sub-par rearward visibility. The rake of the back hatch makes the rear window almost useless and creates huge blind spots. Yes, the backup camera helps, but parking the Veloster is still a chore. A blind spot monitoring system definitely needs to be added to the car’s suite of safety devices.

  Hyundai has been on a winning streak for quite a while, with increasing sales and a highly regarded product portfolio. I honestly don’t know if the Veloster will help keep that streak going or whether it will be an uncharacteristic dud. As hoary a cliché as it is, only time will tell.

  
  

  

  
  2:15 pm on January 6, 2012
   

• OK, just in case you missed the news (and despite earlier media reports that it would), Audi did not drop the 4.2-litre V8 from the 2012 S5 Coupe in favour of the 333-horsepower supercharged 3.0-litre V6. That is not going to happen until the refreshed 2013 model comes out.

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  In a hurry to pick up the car, I had failed to see the discreet V8 emblem on its flanks and was expecting to hear the supercharged six fire up. The second I hit the push-button start, however, the distinctive bark from the dual exhausts instantly alerted me to the news. And, not to dismiss the blown V6 — I had sampled its goodness in the S5 Cabriolet earlier this year — the rich sound and immediate thrust courtesy of the V8’s 354 horses is what defines the Coupe’s reputation as a pre-eminent sport coupe.

  Naturally, there are downsides, the foremost of which is the fuel economy penalty — Audi’s engineers have indicated a 20% improvement in fuel consumption will be realized with the supercharged V6. As it was, the 13.6 litres per 100 kilometres of premium unleaded I averaged during my week with the tester was a fiscal reminder that one pays for one’s performance pleasure.

  In everyday usage, the S5 displays formidable grip. Naturally, much of this comes down to the quattro all-wheel-drive system and its self-locking centre differential. Under typical driving conditions, it distributes a majority of the engine’s power to the rear for a sportier feel — 40% to the front axle and 60% to the back. In the event the wheels at one end start to slip, the differential transfers a majority of the power to the other axle.

  THE SPECS

  Type of vehicle All-wheel-drive luxury sport coupe
  Engine 4.2L DOHC V8
  Power 354 hp @ 6,800 rpm; 325 lb-ft of torque @ 3,500 rpm
  Transmission Six-speed manumatic
  Brakes Four-wheel disc with ABS
  Tires P255/35R19 winter (optional)
  Price: base/as tested $67,200/$75,450
  Destination charge $1,995
  Transport Canada fuel economy L/100 km 12.8 city, 8.9 hwy.

  However, grip and handling performance were ramped up in the S5 tester with the addition of the $4,000 Audi Drive Select with quattro sport differential. The sport differential varies the power between the rear wheels as needed and depending on the driving conditions. Ultimately, it improves traction and helps prevent understeer when cornering at higher speeds.

  Meanwhile, Audi Drive Select offers up to 27 distinct driving configurations, which provide a balance between performance and comfort driving. It manages the adaptive suspension, steering feel, transmission shift points and throttle response to the driver’s choice of Automatic, Dynamic, Comfort or Individual settings. Automatic is the default mode and it seems to offer the best balance between comfort and performance. Pushing the dash-mounted button for Dynamic noticeably sharpens the S5’s demeanour — you can actually feel the car tense, like a tiger ready to spring. It’s a little extreme for rush-hour traffic, although the throttle blip on downshifts is music to the ears.

  Should you decide to unleash the beast, it will pin you back in your seat as the tires claw the pavement and launch the S5 forward with maximum thrust. One hundred kilometres an hour comes up in a titch more than five seconds, Audi claiming identical times for both the six-speed manual and the six-speed Tiptronic manumatic versions (the tester was equipped with the latter).

  My only beef with the Tiptronic is that manual use of the console-mounted gear lever — as opposed to the paddle shifters — requires pushing the selector forward to upshift, pulling it back to downshift. Others may disagree, but, having driven stick shifts for more years than I care to admit, that’s counterintuitive to my thinking. There’s no such problem using the paddles, though — the left one downshifts while the right upshifts. And, with the Dynamic mode punched, those shifts are crisp and clean, settling the coupe into a performance rhythm that is a delight to explore.

  Said exploration doesn’t come at the expense of an overly harsh ride, either — even in the aforementioned Dynamic setting. Yes, the S5 is a German sport coupe, so the term “European firm” should be expected. But, even when shod with low-profile winter rubber, the car doesn’t beat up its occupants. As for braking, with 320-millimetre ventilated discs up front and 300-mm solid discs at the rear, the S5’s stopping power is massive.

  The S5 has a handsome, muscular look to it, one that is maturing rather than ageing. The same applies to the cabin, which retains Audi’s leadership role for interior design among the higher-end car companies. The dash layout is clean and logical with bright, clear instrument gauges, well-marked controls, all the modern conveniences a $67,200 sport coupe should command and plenty of room in comfortable, well-bolstered heated seats for the front occupants. Considering the S5’s overall size and rakish roof design, any rear-seat passengers should be of shorter stature.

  It’s inevitable some motor head will bring up the fact that both of the S5’s primary competition, namely the new Mercedes C 63 AMG Coupe and the estimable BMW M3 Coupe, offer up considerably more horsepower (451 and 414, respectively). And, if I was doing a track test of all three, the Audi might not look so hot. Out in the real world, however, the S5 displays what I consider to be smart power — more than enough to give it a definite performance edge over the milder A5 (and more than enough to get you into trouble with the local constabulary if you choose to be imprudent) yet not enough to overwhelm the car. Plus, its quattro drive is a decided bonus during the winter months.

  As it stands, the S5 is a very satisfying, top-shelf sport coupe, plain and simple.

  
  

  

  
  9:00 am on December 29, 2011
   

• It must be an age thing, because I have never truly understood why the younger generation supposedly thinks a box on wheels is cool. Honda gave it a run with the recently discontinued Element. Nissan has the Cube, Kia the Soul and Toyota Canada, with its importation of its youth-oriented Scion brand from the United States, has the xB. (Ford’s Flex crossover could be considered the über box on wheels, but its demographic is far older and more monetarily flush than the others.)

  Practical I understand. A box is practical. A box holds stuff. Wagons are boxy. So are sport-utes. Both hold stuff. But wagons and sport-utes can also be stylish and cool — think Cadillac CTS Wagon or Nissan Murano, to name a couple. Boxes on wheels such as the Element, the Cube and — the test subject — Scion xB? Not so much. (I admit the Soul has a certain funky charm to it.)

  Now, automotive marketing information company J.D. Power and Associates’ profile of a typical xB buyer states the “urban utility vehicle” (Toyota-speak) has a younger clientele than do most vehicles in its segment. Since I am firmly entrenched in middle age, I asked my daughter — currently saving for wheels — and a member of the Scion’s intended youthful audience, if the xB held appeal. Admittedly, I had a clue to her answer. The first time I brought an Element home, she nailed it to the wall by calling it the “butt-ugly car” and shielded her eyes in mock horror. My guess to her probable opinion of the xB was dead on. “Dad, it’s like driving a moving van.”

  What about all the accessories available to personalize the car and give it a more distinct identity? I pressed. “No matter how your wrap it, a box is still a box,” she said.

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  OK, then, no sale to this university graduate; time to change mindset. From a strictly functional viewpoint, how does the Scion fare? Well, being a box, interior dimensions are most impressive given its overall size. Headroom and legroom are almost excessive when compared with other compact cars. Getting in and out of the cabin, whether through the front doors or the back doors, is a breeze, which has me thinking it would make a practical car for someone with infirmities. Visibility is good for the most part, although the letterbox-shaped front windshield is a little off-putting at first, contributing to a slight claustrophobic feeling that is at odds with the cabin’s roominess. The windshield pillars are also fairly thick. Ditto the rear pillars, which make mirror placement critical for checking blind spots.

  THE SPECS

  Type of vehicle: Front-wheel-drive compact utility vehicle
  Engine: 2.4L DOHC four-cylinder
  Power: 158 hp @ 6,000 rpm; 162 lb-ft of torque @ 4,000 rpm
  Transmission: Four-speed manumatic (optional)
  Brakes: Four-wheel disc with ABS
  Tires: P205/55R16
  Price: base/as tested: $18,270/$19,290
  Destination charge: $1,390
  Transport Canada fuel economy L/100 km: 9.5 city, 7.2 hwy.

  Behind the 60/40-split fold-flat back seats, there’s a roomy 21.7 cubic feet of cargo space, with a flat floor to meet the needs of the youth market’s supposedly active lifestyles. Strangely enough, it’s also a convenient place to stash groceries.

  Inside, the cabin showcases the xB’s budget-based price of $18,270, albeit with some thoughtful touches to alleviate the abundance of textured plastic. For interior storage the xB offers a driver’s convenience tray, a glove box, a console box and front door storage. Beneath the rear seats a fixed tray provides hidden storage and can accommodate small items such as cameras, laptops, CDs, etc.

  The instrument gauge cluster, including the speedometer and deep orange multi-information display, sits centred on the metal tone-accented dash. Frankly, I wish Toyota would stop this practice and place the pod in front of the driver where it belongs. Upon starting the engine, “xB” flashes on the information display and one can toggle through the clock, outside temperature, instantaneous fuel economy, average fuel economy, distance to empty, trip timer or the average speed.

  Actually, once past the car’s polarizing looks and debatable marketing quest, the xB is not a bad-driving rig. Sharing the same platform as Toyota’s Matrix, the Scion is powered by a surprisingly smooth 2.4-litre DOHC four-cylinder with Variable Valve Timing with intelligence (VVT-i) mated to a standard five-speed manual transmission (a four-speed manumatic is optional). While not overly muscular at 158 horsepower and 162 pound-feet of torque, it doesn’t have to contend with too much bulk — the xB tips the scales at 1,399 kilograms. As such, the box posts acceleration times competitive for small entry-level cars — 9.9 seconds to get from zero to 100 kilometres an hour and 7.9 seconds to pull off an 80-to-120 passing manoeuvre. Fuel economy isn’t that bad, either; I averaged 9.5 litres per 100 km in a mix of highway and suburban commuting.

  Although sports car handling isn’t the xB’s forte, it isn’t nearly as tippy as it might appear — the front MacPherson strut and rear torsion beam suspension does yeoman work in keeping the car settled. Plus, the brakes — 10.8-inch ventilated discs in the front and 11-inch discs in the rear, with standard ABS — have the Scion coming to a controlled stop from 100 km/h in 43.7 metres.

  Credit where it’s due, the xB doesn’t scrimp on the safety front. In addition to the four-wheel anti-lock brakes with electronic brake-force distribution and brake assist, a full complement of air bags, vehicle stability control with traction control and a first-aid kit are all standard.

  There is genuine value and utility to the xB, both of which underscore the fact it would make a great little runabout for someone with a need to haul stuff and who is looking for an economical first car. But, for me, it’s almost impossible to get beyond this Scion’s anti-style.

  Ultimately, the xB reminds me of a line of dialogue from the great sci-fi movie Planet of the Apes. Toward the end, Charlton Heston’s character, Col. Taylor, says to the ape Doctor Zira: “Doctor, I’d like to kiss you goodbye.”

  Zira: “Alright, but you’re so damned ugly.”

  
  

  

  
  2:00 pm on December 27, 2011
   

• Oh, the conflict that bubbled up when I first got behind the wheel of the new Volkswagen Passat. The very first thought upon walking up to it — and confirmed after sitting in it — was “the fools have gone and Americanized it.” And I wasn’t referring to the fact the car is now being manufactured in Chattanooga, Tenn. No, this sedan, once a favourite of mine for its Audi-like road manners without the Audi price (although, sometimes, a little too close to its upscale sibling for my liking) has been redesigned, upsized and dumbed down for the North American market — specifically, North American roads and North American-sized butts.

  Frankly, I was working up a hate-on for this car, featuring “the new look of Volkswagen.” The only saving grace was the 2.0-litre turbodiesel four-cylinder under its hood, easily the best engine of the 2012 Passat’s three-motor lineup (a 2.5L gasoline five-cylinder and  a 3.6L V6 being the others).

  Then I took a deep breath. Look at it from Volkswagen’s point of view, I said to myself. Like every other automaker, it wants to increase its market share, especially in the United States, where previous Passat models haven’t exactly set the world afire — too small and too expensive. If the masses want bigger, simpler and more generic, then that’s what it’s going to get — with a few unique VW touches thrown in.

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  And the best touch is the 140-horsepower turbodiesel four. It’s always been a paragon of fuel efficiency; it now adds a quiet and a smoothness that enhances the new Passat’s driving pleasure — perhaps a little too much. On at least a couple of instances, I found myself cruising at what I thought was regular highway speeds (110 to 120 kilometres an hour depending on traffic and road conditions) only to glance at the speedometer and see in excess of 130 on the clock. Yes, the engine is that unobtrusive.

  It also has enough oomph to it when required for passing situations, thanks to its 236 pound-feet of torque, which is available from a low 1,750 rpm. Oh, the hard numbers aren’t that impressive — 10 seconds to accelerate to 100 kilometres an hour and 7.4 seconds to get from 80 to 120 km/h — but the car, which weighs a solid enough 1,541 kilograms, feels quicker.

  THE SPECS

  Type of vehicle: Front-wheel-drive family sedan
  Engine: 2.0L DOHC four-cylinder turbodiesel
  Power: 140 hp @ 4,000 rpm; 236 lb-ft of torque @ 1,750 rpm
  Transmission: Six-speed manumatic
  Brakes: Four-wheel disc with ABS
  Tires: P215/60R16
  Price: base/as tested: $28,875/same
  Destination charge: $1,365
  Transport Canada fuel economy L/100 km: 6.9 city, 4.9 hwy.

  As for fuel economy, I averaged seven litres per 100 kilometres in an even mix of suburban commuting and in-town traffic. For those who place fuel economy high on the car shopping list, remember that the diesel engine is most efficient on the highway, not in stop-and-go — the opposite of hybrids. At 120 km/h, the four-cylinder is turning over at a lazy 2,100 rpm.

  The optional six-speed automatic is well suited to the engine, shifting cleanly and taking full advantage of the engine’s grunt. It also comes with a manumatic mode, operated through the centre console-mounted shift lever. Given the torque-rich nature of the turbodiesel, I can’t fathom why someone would feel the need to self-shift, but the option is there. The one annoying feature of the tranny is that there is no detent for Drive, allowing the shifter to slide into sport mode if one is not paying attention. (That would be me — once.)

  The new Passat has lost some of its handling edge, although it hasn’t turned into a barge by any means. Steering feel remains sharp and it doesn’t wallow in harder turns such as highway on-ramps. There is some lean, though, and the ride is far more compliant. The only element I actively disliked was the mushy brakes — too much pedal travel before they grabbed, and then they grabbed hard.

  Not that the previous Passat was the epitome of style, but it at least had a familial connection to the rest of the Volkswagen lineup. The new version, however, has a generic anonymity to it that blends in with the crowd, especially when viewed in profile. The sedan could easily pass for a Ford, GM or Honda four-door. The horizontal lines in the sheetmetal emphasize the Passat’s length, which, at 4,868 millimetres, is 88 mm longer than its predecessor. The upside of the increased dimension is a cabin that will fit five adults without complaint, not to mention allowing for a cavernous 15.9 cubic-foot trunk.

  While on the subject, the cabin layout shows the same restraint as the exterior design. Unlike the high-tech layout of Hyundai’s Sonata, the Passat displays a conservatism that is likely to excite few while offending none. There’s a lot of dark plastic, but it’s the soft-touch kind and displays a nice grained texture. The instrument panel is wide and uncluttered, the controls are logically placed and the cloth seats are comfortable and, since the tester was the Trendline+ trim level, heated as well. However, considering the tester was also $28,875, the fact that the seats are manually adjustable and not powered strikes me as a poor decision on the part of the planners.

  I’d be lying if I said I was blown away by the new Passat. It’s good, but it has lost a good deal of its predecessor’s personality. Still, after driving it for a week, it obviously makes a far better family sedan than the previous models ever did and will definitely add more to VW’s corporate coffers.

  Equally, the TDI version is a must for those wanting superior fuel economy. Diesel technology might not be as sexy or as eco-friendly as hybrid powertrains, but one cannot fault its frugality. In Volkswagen’s Passat, it comes close to brilliant.

  
  

  

  
  2:00 pm on December 26, 2011
   

• “I love it when you test luxury cars,” my wife sighed contentedly, switching on the seat heater to bring warmth to the muscles in her lower back, strained after a “strenuous” exercise class. The smile on her face bordered on rapturous.

  It was a simple, succinct comment, and one that, at that moment, I couldn’t find any reason with which to disagree. I, too, was loving the fact I was driving a luxury car. And the fact that it was Audi’s redesigned A6, replete with a 310-horsepower supercharged V6 under its long, curved hood, only added to the positive vibes. While my better half was soaking up the heat and taking in some of the more hedonistic delights offered by the upscale sedan’s Premium Plus trim level, I was getting in touch with its more dynamic aspects, which, being an Audi, are quite considerable.

  In truth, it was only a short period ago that I would be more inured to the A6’s charms. Being a long-time motor head and an unabashed admirer of that automotive sub-segment known as the sport sedan, I would be looking at the smaller, tighter A4 and its quicker brother the S4. But age — not to mention the unwelcomed reality of road congestion, poor driving habits and draconian speed laws — has had a certain mellowing effect. The A6 is no wimp — not with said supercharged V6, plus eight-speed manumatic transmission, programmable driver modes and quattro all-wheel drive — yet its softer side reveals a more complete, graceful car.

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  Considering this new, seventh-generation A6 is a fair-sized sedan (length is 4,925 millimetres), its redesign imbues it with a conservative athleticism that shrinks its appearance. It’s not as stylistically aggressive as Mercedes’ E-Class sedan, looking sportier rather than cutting edge — credit the long hood, low roof line, well-placed body style lines and LED headlights.

  THE SPECS

  Type of vehicle All-wheel-drive luxury-sport sedan
  Engine Supercharged DOHC 3.0L V6
  Power 310 hp @ 5,500 rpm; 325 lb-ft of torque @ 2,900 rpm
  Transmission Eight-speed manumatic
  Brakes Four-wheel disc with ABS
  Tires P255/35R20 winter (optional)
  Price: base/as tested $65,700/$78,300
  Destination charge $1,995
  Transport Canada fuel economy L/100 km 11.3 city, 7.4 hwy.

  Audi is a huge proponent of lightweight, rigid, composite body construction, which includes numerous aluminum components and high-tech steels. The automaker claims the new A6 has had its body weight reduced by about 30 kilograms when compared with its predecessor. At 1,835 kilograms in its loaded V6-powered form, the A6 is solid but not bulky, which shows up in the way it drives.

  The car moves very easily through traffic, better than it probably should given its length and station in life. The supercharged V6 builds its maximum power quickly and easily, allowing the A6 to hit 100 kilometres an hour in less than six seconds when prodded. The eight-speed S tronic transmission offers both a sport mode that delays upshifts and a manual mode replete with paddle shifters (not that I used either much; it’s plenty quick when left alone). Also, when driven at a more relaxed pace, it offered up a reasonable 12.1 litres of premium unleaded per 100 km in a mix of city and suburban usage.

  Handling is quite acceptable, the quattro system directs 60% of the engine’s power to the rear wheels and 40% to the front under normal operation, though as much as 70% can be directed to the front or 85% to the back under more extreme road conditions. The electro-mechanical power steering has a good heft to it.

  The ride was a little more compromised as the tester came with the $2,700 S Line Sport package, which features low-profile, speed-rated P255/35R20 rubber (winter tires, in this case) and sport suspension.

  Even with the driving mode set for “comfort,” tarmac irregularities are noticeable. (Pushing the “Car” button on the centre console allows a choice of a number of driving modes — comfort, automatic, dynamic and individual. This last allows the suspension and steering and/or the engine and transmission settings to be modified. In dynamic mode, potholes, railway tracks and the like more than made themselves known throughout the cabin.)

  Speaking of which, the A6’s spacious cabin — a blend of comfort, luxury and high-tech modern conveniences/amusements — is a simply wonderful place to while away the hours on a lengthy commute. Particularly appreciated, especially while driving at night, are the crisp and clear main gauges in the instrument pod, with their white numerals. It’s just a simple detail, but one some manufacturers still can’t seem to get right.

  While on the subject of night driving, the tester was fitted with the $4,000 Vision Package, which not only includes a head-up display — speed, navigation instructions, cruise control, warning messages and infotainment lists are projected right on the windshield — but also night vision. I thought this feature a bit gimmicky until I turned up one particularly dark street, where it picked up and highlighted in a ghostly yellow hue a couple strolling on the sidewalk, a woman and her dog crossing the street and the young idiot (dark clothes, no helmet, no light) riding his bike — all before they appeared in the car’s headlights. Is the Vision Package expensive? Yes. Is it worth it? Definitely!

  I hated returning the A6 to its rightful owner, although not as much as my wife. But even though I am now driving a seriously potent S5 sport coupe in its place — which is sorely tempting the motor head side — I am still missing the smooth, quiet sophistication of the A6. And that is about as strong a testament I can give to what is obviously a good car.

  
  

  

  
  11:35 am on December 20, 2011
   

• When it first debuted in the late 1990s, the Dodge Durango was one of the most no-nonsense, overtly macho, stripped-of-any-luxury-pretense sport-utes around, the SUV based on Chrysler’s Dakota pickup, from which it received most of its bulked-up styling cues.

  Its second iteration, the 2004 model, picked up on the bigger-is-better theme that was the raison d’être of the then-hugely popular sport-ute market. And, when the recession — and a consequent spike in the price of gas — hit a half-decade later, it was this bloated form that was killed off when the market tanked.

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  Chrysler jumped back into the segment last year with the third go-round, a Durango neither as testosterone-fuelled as the first nor as big as the second but as a three-row, seven-seat vehicle spacious enough to carry a large brood and somewhat more attuned to the current realities. It dumped its previous body-on-frame structure for a unibody format that’s shared with corporate sibling Jeep (Grand Cherokee) as well as past owner Mercedes (M-Class). The end result is that the Durango is a more upscale crossover than its predecessors, albeit one that, when Hemi V8-powered, still has the ability to take a trek into the deep woods.

  However, the tester, in topline Citadel trim (there’s also the SXT, Crew Plus and R/T) was powered by the 3.6-litre DOHC Pentastar V6, which means the Durango doesn’t get the two-speed transfer case and low range to go exploring the boonies. Neither does it get the new-for-2012 six-speed manumatic that is part and parcel of the Hemi, which means a portion of the Pentastar’s all-round goodness is subdued by the slick-shifting but otherwise ordinary five-speed autobox. This is discouraging because the 290-horsepower Pentastar has the technology and ability to be one of Chrysler’s truly standout powerplants. It is a super-smooth engine, whisper-quiet at cruising speeds and not much louder under moderate acceleration.

  THE SPECS

  Type of vehicle AWD full-sized SUV
  Engine 3.6L DOHC V6
  Power 290 hp @ 6,400 rpm; 260 lb-ft of torque @ 4,800 rpm
  Transmission Five-speed automatic
  Brakes Four-wheel disc with ABS
  Tires P265/50R20
  Price: base/as tested $50,195/$52,545
  Destination charge $1,400
  Transport Canada fuel economy L/100 km 13.0 city, 8.8 hwy.

  What it sounds like with seven aboard and towing 2,818 kilograms of whatever (its maximum rating) I don’t know. Then again, one of the road crew who was busy repairing my street (and with an obvious crush on the Chrysler brand), said, “That Durango is so gorgeous I wouldn’t be towing anything with it.”
  Now, I wouldn’t go so far as saying gorgeous, but there is a strong, solid look to the Durango, highlighted by the signature crosshair grille, muscular wheel arches and curves that flow back in through the doors. The 20-inch chrome alloy wheels are a classy touch as well. However, the Citadel also tips the scales at a hefty 2,312 kg, which — along with just five forward cogs — does put a damper on outright zip (it takes the better part of 10 seconds to reach 100 kilometres an hour) and strain the engineering efforts that went into maximizing the V6’s fuel efficiency (I averaged 16.1 litres per 100 kilometres during my week with the beast).

  Then, again, road-hugging weight in combination with four-wheel independent suspension, near-50/50 weight distribution and surprisingly responsive steering and handling imbue the Durango with driving dynamics most uncharacteristic of a large sport-ute.

  Indeed, one would probably have to look to Europe (Mercedes GL, Audi Q7, et al.) to find a comparable blend of handling and comfort. Certainly, the Durango has surpassed the likes of its competition (Chevy Tahoe, Ford Expedition, Honda Pilot, Nissan Pathfinder and a couple more) in this regard. Credit a short/long arm front suspension and multi-link rear suspension with isolated front and rear cradles for the improved on-road handling and comfort. Credit stiffer shock and spring rates and large sway bars for tight handling and limited body roll when making hard turns.

  As nice a surprise as the handling is, it’s nothing compared with the interior, which is at a level not seen in previous Durangos. Granted, considering the Citadel’s $50,000 sticker price, a degree of comfort and amenities should be expected. Still, it’s gratifying to see the new Chrysler sweating the details, something the old Chrysler didn’t.

  A liberal use of soft-touch material adds to the refinement, as do tighter panel gaps. Nappa leather is standard on the Citadel, perforated on the seats, which are comfortable as well as heated and ventilated. The automaker claims more than 30 storage areas, 28 seating configurations and a rear cargo area of nearly 85 cubic feet for the Durango. I didn’t need that much space, but with just the third-row seats folded, there was plenty of room for a full set of newly purchased winter tires and rims.

  The advantages to the Citadel include the standard blind spot monitoring system with Cross Path Detection (though the latter is overly sensitive) and the adaptive cruise control with Forward Collision Warning. Add those to such modern conveniences as a power sunroof, power rear liftgate and media centre with navigation and there is little wanting in the topline Durango. There are a few quibbles, however. Those of shorter stature (such as my wife) will find climbing into the big Dodge a full upper-body workout. And I found the navigation system’s graphics too fussy and the information system not as user-friendly as it could be.

  Those are relatively minor beefs, though. All in all, I was completely surprised at how good the Durango is. It might not be able to get down and dirty like the original model, but, for those needing a full-sized, seven-seat SUV for recreational hauling, the Durango will serve both purposes well. The fact it will also deliver a superior driving experience and a solid measure of comfort and luxury just reinforces the fact that Chrysler is right back in the game.

  
  

  

  
  2:00 pm on December 11, 2011
   

• There is something unusually dissonant in the land of harmony and quietude, a low rumble that initially intrudes, then blends into the sea of traffic sounds or disappears altogether with the playing of music, only making its presence again obtrusive when passing power is called for.

  That discord is the initial engagement of the 3.5-litre V6 turbodiesel residing under the hood of Mercedes’ E 350 BlueTec, said E-Class an otherwise inspired blend of all things smooth, luxurious, safe and serene. By the measure of other diesels, the BlueTec is by no means overtly loud or displeasing. It is a highly sophisticated unit that is both clean running and exceedingly fuel-efficient. Compared with the silky silence of the gasoline V6 that I’ve sampled in numerous other Mercedes vehicles, however, the BlueTec is gruffer. It quickly settles into its rhythm, though, and easily disappears into the subconscious — only to reappear when it comes time to fill up at the pumps.

  Maybe I’m just inserting my working-class sensibilities into what is assuredly an upper crust car but, for me, the BlueTec’s superior fuel economy easily outweighs its thrum. A week-long test average of 8.4 litres per 100 kilometres for a mid-sized luxury sedan that weighs 1,845 kilograms is more than fair trade, especially when the bulk of my driving was suburban commuting, not long highway runs. In fact, it quickly became my favourite version of E-Class, replacing the E 350 gas — despite giving up 58 horsepower to that model. At 7.8 seconds to reach 100 kilometres an hour, the 210-hp BlueTec is only 0.6 seconds slower (credit 400 pound-feet of torque at a low 1,600 rpm). Meanwhile, Transport Canada rates the BlueTec at 9.7 L/100 km in the city and 6.1 in the highway — the E 350 gas is rated at 12.7 L/100 km in the city and 8.3 on the highway.

  THE SPECS

  Type of vehicle Rear-wheel-drive luxury sedan
  Engine 3.5L DOHC V6 turbodiesel
  Power 210 hp @ 3,400 rpm; 400 lb-ft of torque @ 1,600 rpm
  Transmission Seven-speed manumatic
  Brakes Four-wheel disc with ABS
  Tires P245/40R18
  Price: base/as tested $62,250/$68,680 (2011)
  Destination charge $1,995
  Transport Canada fuel economy L/100 km 9.7 city, 6.1 hwy.

  Considering there’s also a $700 credit between the two 2012 models — $62,700 for the BlueTec, $63,400 for the gas — that’s cash I would pocket in a heartbeat. Other than the price of diesel, which, at the time, was 10 cents higher than regular unleaded, the only negative — though it is fairly significant — is that the E 350 gas comes standard with 4Matic all-wheel drive while the BlueTec is rear-drive only. C’mon Mercedes, this is Canada. Give the E 350 BlueTec the drivetrain it needs and I’ll never look at another high-end sport-ute again!

  Seriously, taking into account the E-Class is more of a boulevardier than an outright sport sedan, its ride and handling aspects are impeccable. The 7G-Tronic automatic knocks off upshifts and downshifts with flawless precision. The steering has a muscular heft to it without being artificial. And one can thank Mercedes’ engineers for the standard Direct Control suspension and select damping setup, which provide a blend of firmness and comfort without going overboard in either department.

  What truly seals the deal with the E 350 is its interior environment, a veritable oasis of comfort and entertainment that kicks stress to the curb and soothes the nerves of frazzled drivers. There’s a full measure of the modern conveniences one would expect from the tri-star brand, including (now that winter is approaching) heated front seats and steering wheel. The Comand controller that operates the audio/visual and communication interfaces is reasonably intuitive. But, what is especially worthy of praise is the instrument cluster, featuring gauges that are clear, sharp and well lit, plus the navigation display, which has to be the easiest to read of any car I have driven in recent memory. The rest of the controls are large, properly marked and fall easily to hand. Finally, the cabin’s sound deadening allows just a hint of the outside world to intrude so as not to seal the occupants in tomb-like silence. The one nit to pick was the audio system’s front speakers, which sounded tinny when I was listening to a news station. This isn’t the first time I’ve complained about the speakers in Mercedes cars, so I expect that the company’s sound engineers are half deaf from all those years of cranking Pink Floyd to 11.

  Mercedes gives up nothing in the safety department, with a long list of devices and backups all designed to keep the car’s occupants safe and the sheetmetal from getting pranged up. Along with the usual assortment of standard safety nannies is Attention Assist, which monitors and evaluates more than 70 different parameters in order to recognize driver drowsiness and provide warning if it detects the driver is nodding off. One option worth considering, especially long-distance drivers, is the $800 Driving Assistance Package.  This includes blind-spot monitoring and Passive Lane Keeping Assist. While the former is self-explanatory, the latter sends a pulse through the steering wheel when sensors detect the car is drifting into another lane. For those who might think that annoying, it can be switched off.

  Although the tester was a 2011 model, there are no mechanical changes to the E 350 BlueTec for 2012, and the cosmetic differences are minor. Plus, the price increase is only $450.

  A dozen years ago, the idea of finding any diesel-powered car desirable would have been laughable. However, the BlueTec engine is just too good to ignore, offering plenty of grunt when needed along with the tangible benefit of compact car-like fuel economy. Also, with the amount of traffic congestion these days, the more comfortable and comforting aspects of fine driving are taking greater precedence over absolute performance.

  The E-Class sedan, no matter what engine resides under its hood, is my definition of attainable desirability.

  
  

  

  
  11:00 am on December 2, 2011