Vehicles Blog

Updates from January, 2012

• Detroit • As is the norm, Cobo Hall, the home of the North American International Auto Show, was littered with hybrids of one stripe or another, along with a smattering of full-on electric cars. There was even an indoor arena where journalists and punters alike could take the electrified ride of their choice for a drive. That’s the good news. The bad news is that hybrids are simply not selling.

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  While the number of hybrid and/or pure electric vehicles has grown enormously of late, the number of buyers willing to put their cash on the barrel has not. Canadians have purchased almost 18 million vehicles over the past 11 years. Of that number, just 58,000 were hybrids. So, why the antipathy?

  In the earlier days, the reason was likely the fact that this was emerging, untested technology. As such, many — wisely to my mind — applied that old axiom of not buying a new car in its first year.

  That was then. To date, the modern hybrid has proven to be as reliable as anything on the road. There are many Toyota Prius taxis that have 300,000 and 400,000 kilometres on the odometer, and they still purr away as quietly and efficiently as ever. And many of them are still storing electric energy in the original battery.

  The next step is the addition of plug-in capability to a regular hybrid. Ford will launch no fewer than three plug-in hybrids within the next year or so, including the next C-Max. The plug-in advantage is simple — the electric-only driving range rises enormously, which cuts fuel consumption and emissions. This is one part of the green solution. The better solution, however, is found with the extended-range electric vehicle. At this point, the only extended-range electric vehicle available — and, make no mistake, it is an electric vehicle and not a glorified hybrid — is the Chevrolet Volt.

  The Volt’s strategy is very simple. Plug it in, recharge the main battery and, for the first 60 km of the drive, the car is powered electrically. When the battery is exhausted, a gasoline engine comes to life and begins to drive a generator that then powers the electric motor. At no time does the gasoline engine ever drive the vehicle — there is no physical connection.

  The Volt also stores excess power produced by the engine as well as energy captured through regenerative braking. This allows it to run on electricity even after the battery’s driving range has been exhausted. It all sounds very complex, which it is, but it also works so seamlessly that, when tooling about town, the Volt drives like an electric vehicle, and that includes the time the gasoline engine is servicing the electric motor.

  The proof of how well the whole lot comes together is found in the numbers of my Volt tester: It had consumed an average of 3.6 litres per 100 km over the first 4,353 km put on its odometer. That, by any standard, is exceptionally good. For the commuter who has a round trip of less than 60 km, the Volt could actually suffer from a problem, albeit a welcome one — bad gas!

  The Volt is about to get some competition in the form of the Mercedes B-Class E-Cell Plus concept shown in Detroit, which will go into production in 2014. When the B-Class was totally redesigned (the next-generation model will hit Canadian roads later this year), it was designed to accommodate all powertrain forms. As such, the platform will accept anything from a conventional gasoline engine and gearbox to the fuel cell-powered version coming down the road. Between these two bookends sits the E-Cell Plus. In principle, it operates just like the Volt but with a twist — as well as driving a generator at speeds below 60 km an hour, the engine can be used to power the E-Cell at highway speeds. It uses both the electric motor and gasoline engine to drive the vehicle through a newly developed automatic transmission.

  The E-Cell’s electric side comprises a 136-horsepower electric motor and a lithium ion battery. While Mercedes-Benz does not list the battery’s size at this point, the company says it will supply 100 km of electric-only driving, which is enough to satisfy the demands of 80% of all commuters. The gasoline side features a three-cylinder turbocharged engine that puts out 67 hp. While this may seem a little on the light side, Mercedes says the electric/gasoline combination delivers enough power to whisk the E-Cell Plus to 100 km/h in less than 11 seconds and on to a top speed of 150 km/h while returning an extended range of 600 km.

  The extended-range electric vehicle is going to provide the bridge between the need to cut automotive pollution and the dawning of the hydrogen age. These vehicles are extremely frugal, which means they produce significantly fewer emission than the very best gasoline-only automobile and conventional hybrids. However, key to this technology’s success is found in the fact that it does not leave the driver with a bad dose of range anxiety after driving 80 km. That is the single biggest hurdle facing all pure electric rides such as the Mitsubishi i-MiEV and Nissan Leaf.

  
  

  

  
  5:40 pm on January 13, 2012
   

• Detroit • While the underlying theme of the North American International Auto Show was the greening of the automobile, the more overt them keyed on style. Regardless of manufacturer, elegant style was to be found on every stand. The Big Three, a group not known for pushing the stylistic envelope, unveiled some stunning rides. The European manufacturers countered with some equally provocative designs. For any lover of the automotive form, it was a veritable festival of eye candy.

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  Cadillac
  The Cadillac ATS is set to become the brand’s new entry point. The rear-drive luxury sedan is said to be the lightest in the category (some 45 kilograms lighter than the Audi A4 and Mercedes-Benz C-Class). When it lands, the ATS will be offered with three engine choices. The base unit will be a 2.5-litre direct-injection four that’s good for 200 horsepower. In the middle sits a 2.0L turbocharged four that kicks out 270 hp while the top model features a 318-hp 3.6L V6. A little further out, a diesel engine will be added to the mix.

  The power is put to the pavement through a six-speed manual gearbox or six-speed manumatic that comes complete with magnesium paddle shifters. To ensure the requisite handling, the ATS will also be offered with General Motors’ driver-adjustable magnetic ride control suspension, Brembo brakes and an ideal 50/50 weight distribution.

  Chevrolet
  Since emerging from its dalliance with bankruptcy, GM has blossomed. The next new thing in Chevrolet’s portfolio is the Sonic RS. In this case, the suspension has been lowered and firmed to improve the handling, there’s a go-faster body kit, sport seats and sport steering wheel along with aluminum pedals. So far, it’s all cosmetic; however, beneath the hood sits GM’s up-level 1.4L turbocharged four — it puts forth 138 hp and 148 pound-feet of torque, which promises to put some serious spring in the Sonic’s step. Power is relayed to the road through the front wheels and a six-speed manual gearbox.

  Dodge
  While the name conjures up horrible images from the past, the Dart gives Dodge a true competitor in the compact segment — just about anything would have one-upped the Caliber this car replaces. Based on the Alfa Romeo Giulietta, the Dart will be offered with three different engine choices. The list includes the base 2.0L (160 hp), a mid-level 1.4L turbocharged four (also rated at 160 hp but with a much more substantial 184 lb-ft of torque) and a 184-hp 2.4L four.

  The transmission choices include a six-speed manual, six-speed automatic and a six-speed twin-clutch gearbox. Inside, the clever use of ambient lighting, soft-touch materials and high-tech features introduces a very rich feel to the cabin.

  Ford
  The new Fusion has to rank as one of the best-looking cars at this year’s show — if you see shades of Aston Martin in the front face, you are not alone. It also promises to shake up the mid-sized segment with its broad array of powertrains. It will be offered with hybrid and plug-in hybrid versions, a pair of four-cylinder EcoBoost engines (a 179-hp 1.6L and an up-level 2.0L that’s good for 237 hp!) and a base 2.5L naturally aspirated four. Rounding things out are a choice of six-speed manual and automatic transmissions and front- or all-wheel drive along with an idle-stop system that automatically shuts off the engine when the Fusion comes to a standstill.

  Inside, the cabin is stylish, with a look that keys on a large screen at the top of the centre stack. This and the latest version of MyFord Touch allows the driver to control everything through simple voice commands.

  Mercedes-Benz
  The new Mercedes SL looks very much like a pumped-up SLK but with a twist — the new aluminum body structure is 140 kilograms lighter than its predecessor. It is, as with its smaller sibling, a smart-looking piece that has an ornate face featuring LED daytime running lights along with light tubes that run above the headlights. The SL550 is powered by M-B’s new 4.6L twin-turbo V8. Blowing the air into the cylinders at 13 psi delivers a whopping 429 hp and an even more impressive 516 lb-ft of torque at just 1,800 rpm, all of which is relayed to the rear wheels through a seven-speed manumatic with three driving modes. This gives the lightweight speedster a zero-to-100-kilometres-an-hour acceleration time of 4.9 seconds!

  Mini
  Hot on the heels of the outré Coupe comes the next logical step — a droptop version. As with other Minis, the new Roadster is offered three ways — Cooper, Cooper S and the go-faster Works edition. The key feature is the new fabric roof. After unlatching the header catch, it is lowered manually (there is a power option). Thankfully, it includes a proper glass rear window with defroster. There are also two large rollover hoops that add to the overall look enormously. The one drawback is luggage space. With the top commanding much of the space, it leaves but 8.5 cubic feet of space, although there is a pass-through for longer items. In the end it matters not, as this car is about open-air fun not practicality!

  Porsche
  Following the launch of the 911 Coupe, Porsche revealed the Carrera Cabriolet. In engineering the new droptop, Porsche paid particular attention to mass — this version is 60 kg lighter than the previous model thanks to a rigorous diet and the use of magnesium in the top itself. It takes 30 seconds to raise or lower the canvas roof, and this can be accomplished at speeds of up to 50 km/h. The new Cabrio also benefits from a wind deflector that powers into place rather than having to install it manually after the roof has been lowered.

  Volkswagen
  VW is adding a hybrid model to its popular Jetta sedan. The new powertrain consists of a 1.4L turbo four-cylinder that’s hooked up to a seven-speed twin-clutch transmission. Sandwiched between the two is the electric motor that gets its juice from a 1.1-kWh lithium ion battery. The gas side puts forth 150 hp and 184 lb-ft of torque, while the electric motor chips in with another 27 hp. The combination is good enough to whisk the Jetta to 100 km/h in less than nine seconds while returning an average fuel economy of 5.2 litres per 100 km. A big part of the economy boils down to the Jetta’s ability to drive on electric power alone at speeds of up to 65 km/h and for a distance of up to two kilometres when the conditions are right. The other ace up its sleeve is that, whenever the driver lifts off the gas, the engine shuts off to preserve precious drops of fuel.

  
  

  

  
  3:30 pm on January 13, 2012
   

• With the mainstream market reaching saturation point, more manufacturers are turning to niche products to bolster the bottom line. The list of niche rides ranges from the Honda Crosstour to the Nissan Cube.

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  The latest entrant is the Hyundai Veloster. To say its avant-garde form attracted attention is an understatement. Some loved its sharp shape; most, however, did not. The most cutting comment thrown my way came from a rather prickly critic. He figured “the chocolate body had been left under the hot sun for too long transforming it into an amorphous blob.” Ouch!

  The Veloster is also unusual in that it has but one rear door on the right side of the vehicle. While this extra portal does ease access to the rear seat, space is very much a premium commodity. It is very tight and, as such, really only suited to emergency use. There is little legroom (virtually none with the front seats fully rearward) and even less headroom. The sticker applied to the liftgate drives the latter home — it warns not to slam the lid shut before warning the rear seat riders to duck. As a result, the 60/40-split/folding-rear seat remained flat during my time with the car. This bumped the cargo capacity from 15.5 cubic feet to 34.7 cu. ft.

  The outré form also kills the rearward sightlines — the sash between the upper and lower rear windows splits the scene through the rear-view mirror in half on a good day. The lack of a wiper on the upper glass, which lies in a near horizontal plane, cuts the scene in half again on a wet day, which mandates careful use of the side-view mirrors. All of this explains why the Veloster comes with a much-needed backup camera as standard equipment.

  Up front, the cabin is well conceived — the instrumentation is as attractive as anything offered. It’s also loaded to the nines when the Tech Package is along for the ride. In the tester’s case, it included the desirable power options including an oversized sunroof, a decent audio package and a navigation system. The use of a touch-sensitive screen eased access to all functions including Bluetooth. There are, however, a couple of anomalies. First, the grab handles on the front doors do function as intended, but they block access to the switches located behind them. Second, there is not much in the way of front seat headroom — my head rubbed annoyingly on the sunroof’s sunshade whenever it was closed.

  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.

  A 1.6-litre four-cylinder engine powers the Veloster. The use of direct injection and variable cam timing on both the intake and exhaust sides sees it produce 138 horsepower and 123 pound-feet of torque. It is a refined unit that returns very respectable fuel economy — a test average of 6.4 litres per 100 kilometres.

  The power was put to the pavement through a six-speed manual gearbox. While the gate is a little notchy in nature it proved to be easy enough to live with in an urban environment, which turned out to be a very important asset. In order to get the best out of the engine it must be rowed — and rowed frequently. For the shiftless at heart, there is a six-speed twin-clutch transmission available.

  And so to the Veloster’s biggest rub. Something that looks fast when it’s standing still and suggests velocity in its name should be capable of backing up the claim. Sadly, that’s not the case. It takes the Veloster a full 10 seconds to reach 100 kilometres an hour and a leisurely 7.3 seconds to accomplish the more important 80-to-120-km/h passing move. In the end, the sluggish performance left me thinking this car would have been more aptly named the Slowster. Fortunately, there is a turbocharged version in the plans.

  Upping the available torque, and it is the lazy nature of the torque that plagues overall performance, would transform things enormously.

  Where the Veloster does shine is in the handling department. The suspension does an admirable job of controlling unwanted body motion as the Tech Package’s P215/40R18 tires provide the required lateral grip. The blend puts understeer at arm’s length while the response to steering input is both poised and precise. The steering is also nicely weighted for a system that’s electrically assisted. It’s such the electronic stability control system remains dormant much of the time. The downside is the suspension’s taut nature and low-profile tires combine to slap over abrupt bumps, which jostles the riders.

  If from all of this you get the impression I was less than enamoured by the Veloster, you’re right on, and I happen to be one of the few that actually liked its perky style. In the end, the lack of power, tight headroom and a near redundant back seat killed it for me and underscored its niche status. Again, to quote that prickly commentator, it is as though the target customer is a “5-foot-7 dateless guy.” Who am I to argue with such single-minded logic?

  
  

  

  
  2:00 pm on January 6, 2012
   

• This past summer, I had the pleasure of cruising top-down in BMW’s 650i Cabriolet. It was a delightful ride that keyed on sporting comfort. The new Coupe is the Cab’s Mr. Hyde — a formidable sports car that actively urges the driver to take liberties. It’s not any single facet that makes the car, it is the manner in which it all comes together.

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  Power for the Coupe comes from BMW’s oh-so-sweet 4.4-litre V8 and a pair of turbochargers. The ram effect of the intercooled air brings 400 horsepower and 450 pound-feet of torque at 1,750 rpm. This low entry point means there is no lag and, with the turbos blowing a gale, the twisting power stays with the program through 4,500 rpm, which is where the stallions begin to stretch their long legs. The eight-speed manumatic then stretches out the sweetness over a very broad range. The first six gears key on performance; the top two are overdrives. The latter ease the engine’s thirst and bring relaxed highway cruising.

  From here, power is fed to the road through the xDrive all-wheel-drive system. Under normal driving situations, 40% of the power  is sent to the front wheels, the remainder to the rear. When needed, it can adopt an even 50/50 split. The beauty of the setup is a rear-drive feel without the tendency for the back end to snap out of line anywhere near as frequently as so many mega-horsepower rear-drivers. This brings remarkable civility to a large, heavy car.

  Even when the gas pedal is hammered from a standstill, the 650i just picks up its exaggerated side sills and sprints forth with alarming alacrity. It takes a scant 4.9 seconds to flash through 100 kilometres an hour and on to an electronically governed top speed of 250 km/h (I did not test the latter). Likewise, when it’s time to pass a slower vehicle, the 3.2-second 80-to-120-km/h time means there is no white-knuckling involved. The unspoken benefit is the power plateau, which is such that the transmission rarely needs to kick down. When it does, it drops a cog or three in an instant. The combination works in complete harmony.

  Ditto the chassis and suspension. The 650i features BMW’s dynamic damper control and adaptive drive. The former monitors wheel movement 400 times a second and adjusts the shocks accordingly; the latter employs active anti-roll bars. Varying the roll bar tension dials out all body roll and the usual vices. Throw in a delightfully precise steering setup and the optional P245/35R20 front and P275/30R20 rear tires, and getting the big coupe to come unglued takes some seriously ham-fisted sawing at the steering wheel. The driver basically has to screw up monumentally before the electronic stability control system steps in to right the wrong.

  THE SPECS

  Type of vehicle All-wheel-drive luxury coupe
  Engine Twin-turbo 4.4L DOHC V8
  Power 400 hp @ 5,500 rpm; 450 lb-ft of torque @ 1,750 rpm
  Transmission Eight-speed manumatic
  Brakes Four-wheel disc with ABS
  Tires P245/35R20 front; P275/30R20 rear
  Price: base/as tested $101,500/$132,400
  Destination charge $1,995
  Transport Canada fuel economy L/100 km 13.5 city, 8.3 hwy.

  The driver can also tailor the 650i to the drive through the four-mode dynamic drive control system. The Comfort+ and Comfort modes are best for prowling suburbia — the suspension is soft and the throttle is relaxed. The sport mode brings more enthusiasm to the drive and allows the driver to sharpen the suspension, powertrain or both. Pick the latter. Then there is the Sport+ mode. It brings yet more urgency to the drive and engages the dynamic traction control system, which allows the car to drift much farther before it reins in the fun.

  If you are lucky enough to have the coin the Coupe commands, the M Sport Package is mandatory. It’s not so much the body kit and upsized wheel/tire package, nor is it the LED fog lights (all of which add much more machismo to the look), but, rather, it’s the sport exhaust system that adds the defining touch — an angry snarl to an already intoxicating note. When driven slowly, the tonal quality reaches a burbling roar just as the transmission upshifts. Stand on the gas and the basso profundo spurs the driver onward as a silly grin grows in proportion to the music the exhaust elicits. A buddy of mine was so enraptured by the sound, it’s now his ring tone — and they call me Gear Head!

  Inside, the 650i is richly attired. The leather is both soft and full, lovingly wrapping the instrument panel. The heated/cooled seats are fully articulated and supremely comfortable, and the driving position is just about perfect. The tester also arrived with a bewildering array of electronics — high beam assistant, head-up display, lane departure warning, blind spot detection, night vision, adaptive cruise control with stop and go and no fewer than six cameras. These things allow the driver to poke the Coupe’s long nose blindly out of a driveway and see to the left and right. They also provide the usual backup camera and an around-car view that shows all four sides. With the exception of the head-up display and blind spot monitoring, I found most to be surplus. However, the optional Bang and Olufsen sound system definitely doesn’t fall into that category! The clarity of its sound is flawless, even when cranked to ear-splitting levels.

  Yes, the 650i Coupe is expensive and its 2+2 format will not suit someone with family commitments, but, as a sports car, it is exceptional. It is wickedly fast when it needs to be, yet is also a wonderful boulevardier when that’s the order of the day. Make mine Vermillion red with the matching extended Nappa leather interior and M package.

  
  

  

  
  2:00 pm on January 5, 2012
   

• The Canadian-built Dodge Caravan has been Canada’s best-selling minivan for the past 27 years. That, in an age where fads and tastes change almost weekly, is no easy feat. The reason behind its popularity, however, is not difficult to grasp — there are few vehicles that morph from people carrier to cargo hauler with anywhere near the same sort of ease. The secret lies in Dodge’s clever Stow ’n Go seating, which is the best in the segment by a long chalk.

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  Aside from the obvious flexibility advantages and the fact there’s no need to haul a heavy seat out of the van and find somewhere to store it, it is the seat comfort that continues to surprise me. In order to fit into the in-floor storage wells, the seats must be compact in nature, which usually means thin padding and little comfort. The Grand’s seats are surprisingly comfortable, even on a longer drive. Then there’s the mix-and-match nature of the cabin. With all of the seats in place, there are two large storage bins ahead of the middle-row pews, a deep well behind the third-row seat and 32.7 cubic feet of storage space.

  Switching to the cargo mode is a snap. Stow the third row and the Grand offers 83 cu. ft. of space to haul stuff. Dropping the middle row, which is a one-handed affair after lifting the hinged floor section, maxes things out at a cavernous 144 cu. ft. More importantly, the space is nicely squared off, the floor is flat and there are no annoying gaps between the folded seats — no more lost toys!

  The cabin is also very nicely finished. Gone are the hard, overly grained plastics in favour of soft-touch materials that are both richer and fitted together properly. Dodge’s Achilles heel has always been fit and finish. The layout is also smarter than before. For a utility vehicle, the cockpit is very driver-centric. All key controls fall within easy reach, the instrumentation is clean and concise and the desirable items are in place. In the tester’s case, this included an upgraded audio system with a 6.5-inch touchscreen, a 30-gigabyte hard drive (enough for 6,700 songs!), a rear DVD player and a backup camera. This last item is important. While the Grand’s sight lines are very good, the distance from the driver to the rear bumper leaves a lot of unseen real estate when backing into a tight spot.

  THE SPECS

  Type of vehicle Front-wheel-drive minivan
  Engine 3.6L DOHC V6
  Power 283 hp @ 6,350 rpm; 260 lb-ft of torque @ 4,400 rpm
  Transmission Six-speed manumatic
  Brakes Four-wheel disc with ABS
  Tires P215/65R16 (optional winter)
  Price: base/as tested $19,995/$26,170
  Destination charge $1,400
  Transport Canada fuel economy L/100 km 12.2 city, 7.9 hwy.

  In terms of the drive, the Grand Caravan is a distant relative to its siblings from just a couple of years ago. Nowhere is this more evident than the powertrain. In the past, if you were buying at the bottom end of the Grand Caravan spectrum, you were forced to live with a gas-guzzling 3.3-litre V6 that worked with a four-speed slush-o-matic. This all changed last year when Chrysler’s new 3.6L Pentastar V6 and six-speed manumatic became the lone powertrain offering. The change does not seem significant on the surface, but, in reality, it is enormous. Output leaps to 283 horsepower and 260 pound feet of torque from 175 hp and 205 lb-ft.

  Likewise, there is an enormous difference in the noise. The old V6 grumbled loudly when forced to work; the Pentastar spins freely without protesting the fact. This combination not only equates to much less interior noise, it also brings a rewarding turn of speed. The Grand canters to 100 kilometres an hour in 8.5 seconds and boasts a sporty sub-six-second 80-to-120-km/h run. Remarkably, it does this while consuming less fuel.

  The six-speed manumatic transmission contributes to both scoot and economy as the gear spacing matches the engine’s operational characteristics far more effectively. This means less hunting between gears and, when it’s time to get the lead out, much faster kickdowns and a quicker response. The bonus is that loading the Grand up to capacity has much less effect on performance and economy. A test average of 11.3 litres per 100 kilometres, the majority of the test drive being in and around suburbia with little highway driving, truly surprised me.

  Ride-wise, the Grand Caravan is a minivan. The suspension is a tad soft (even in Touring guise), which introduces body roll and allows the front tires to slide into understeer the instant the driver gets a little aggressive. In the grand scheme of things, this matters not since comfort is the more important part of the ride/handling equation. Kudos are warranted for the feel and feedback from the steering, which is much better than the typical minivan/utility vehicle.

  The Grand Caravan and its ilk are rapidly becoming dinosaurs. There are many smaller, more efficient methods of ferrying six or seven riders around on an occasional basis. However, if the need to transport multiple passengers and/or there is a cargo commitment that occurs on a more regular basis, the Grand Caravan still rules the roost. It is comfortable, flexible and more than accommodating, especially for those poor sods relegated to the third row.

  
  

  

  
  9:00 am on December 31, 2011
   

• At the dawn of the automotive age, many vehicles used acetylene to light the road ahead. Since those dimly lit days, the headlamp has evolved to produce the sort of illumination demanded today.

  The first real step forward arrived in the form of the halogen headlight. It produced much more light than the previous incandescent bulb while consuming considerably less power. Then, in the early 1990s, came the xenon headlight. It, too, produced a much cleaner light while consuming even less power. Heading toward the electric era, the consumption of power is going to become an ever more important part of the headlight’s contribution to driving range.

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  Any reduction in power consumption, however, must not come at the expense of the illumination a headlamp provides. The importance of adequate lighting is found in the U.S. National Highway Traffic Safety Administration’s (NHTSA) numbers — almost 50% of all traffic-related fatalities occur at night, yet just 25% of a motorist’s driving time is in darkness.

  For now, the future is the LED or light-emitting diode. The diode itself measures about one square millimetre, which is not much larger than a grain of sand. The reason for this tiny speck’s growing popularity is that it uses electrical energy to generate more white light than any conventional light source, and it does so very efficiently. Regular bulbs produce waste heat in the process of generating light — the LED converts power to light with little heat buildup. The irony here is that the lack of heat means that the lamp itself must be heated to clear away the slushy buildup winter driving brings.

  In terms of efficiency, the current-generation LED headlamps are four times more energy efficient than halogen headlights. As with the computer chip, each year brings a vast improvement in overall efficiency. The prediction is that, by 2018, LEDs will be about eight times more efficient than halogen bulbs. The importance of efficiency comes home to roost when you look at the numbers. Cumulatively, Audis sold in 2008 equipped with LED daytime running lights have cut fuel consumption by about 10 million litres a year. Imagine the potential if all cars were to adopt LED-based lighting.
  Of course, the fact that LEDs offer an extremely long service life and react faster than traditional bulbs adds to their allure. In a critical situation, an LED lights instantly, whereas it takes a regular bulb around 0.2 seconds to warm up and glow brightly. That seems insignificant on the surface. However, at 100 kilometres an hour, a car is travelling at 27.78 metres per second. That 0.2-second lag time translates into 5.56 metres of driving distance. Now, that is a considerable margin and the difference between an almighty bang and a distant miss.

  The true potential of the LED, however, is only just being scratched. Down the road, adding intelligence to the manner in which the headlamp works will make it adaptive and pay big dividends. In this regard, Audi is leading the way. The all-LED headlight system, for example, uses a small video camera in the base of the rear-view mirror and the navigation system to tailor the light pattern according to the driving conditions.
  For example, when the GPS tells the headlamp an intersection is nearing, it shifts from the focused light beam that has been illuminating the road ahead to a wider light pattern that lights up the side streets. This significantly enhances visibility and, ultimately, safety.

  Future-generation LEDs will be capable of reacting to weather conditions, vehicle speed, the distance between vehicles and potentially dangerous situations. The use of a matrix of LED provides optimal illumination and the ability to switch off segments of the light beam according to the need. A forward-looking camera monitors the road. Its input, along with the information from the GPS, will determine how the lights function. From a practical perspective, killing key sections of the beam prevents the light from blinding oncoming motorists as well as a driver ahead — no more glare from the rear-view mirror!

  Using a night vision camera to detect a pedestrian’s heat profile allows the matrix to flash a beam of light toward the person at the side of the road. This not only draws the driver’s eye to a potential hazard, it also warns the pedestrian of the approaching car. It’s heady stuff.

  A little further out is the use of laser lighting. BMW is showcasing its take on laser lights in its i8 hybrid, which is set to debut in 2014. It uses a green laser beam that is fired into a box containing phosphorous. What emerges is a brilliant white light that consumes less power than an LED. Conversely, red laser light is very effective in foggy conditions.

  Unlike a regular light source, which is blocked or reflected by fog, the laser serves to illuminate the fog itself, which warns the car behind. Better yet, the red light being emitted is only visible in fog, which means it is not a distraction on a clear day.

  At this point, cost is the biggest hurdle to the universal adoption of LEDs. However, with mass consumption comes affordability. Today, entry-level cars such as the Kia Rio5 use LEDs as daytime running lights. The future is, indeed, bright.

  
  

  

  
  9:00 am on December 31, 2011
   

• There it sat, a blood red thing wearing its grey baseball cap backwards. To say it stood out like a sore thumb in a sea of other cars is an understatement. It is an odd-looking duck, but, boy, does it ever have road presence. Every time I parked the Mini Cooper S Coupé, it elicited a slew of comments/questions. The comments ranged from gushing praise to the unprintable; the questions were varied, but the most frequent was whether or not it was a hardtop convertible. The answer is, sadly, no. It is a two-door hatchback, but that does not detract from its overt charm and ability to wow the driver.

  Aside from the Coupé’s ability to roar through a corner without flinching, it is the power at play that makes this car so much fun. It is not super powerful — it has what it needs.

  There are precious few cars where the power and platform complement each other. Often, it takes monster tires and an assertive electronic nanny to bring civility to the drive. The Coupé’s motivation is such that the nannies stay quiet, which leaves the driver free to enjoy the drive. The turbocharged 1.6-litre four delivers 181 horsepower and 177 pound-feet of torque at 1,600 rpm. The use of a twin-scroll turbo not only eliminates any hint of lag off the line, it also gives the driver access to 192-lb-ft of torque when it is most needed. This overboost mode puts some added spring in the throttle response — it takes seven second to sprint to 100 kilometres an hour and 5.6 seconds to accomplish the 80-to-120-km/h passing move. That’s what the clock says. The reality is the Coupé feels so much faster because of the responsive nature of the engine.

  On the highway, the engine does run a little quickly (around 3,000 rpm at 120 km/h), but because of the engine’s inherent smoothness it does not come across as loud or stressed. The bonus is, even in sixth gear, the elevated rpm means the Coupé remains responsive to a quick stab at the gas.

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  Selecting the Sport mode sharpens things a lot, which serves to extend the hoot factor. It not only brings more immediacy to the throttle and firms the steering, it also adds a delightful backfiring burble to the exhaust note under deceleration. If only the car would remember my preference — I had to select Sport every darned time I started the car.

  The six-speed manual gearbox is an absolute delight to row. The gate is defined, the throws are short and the clutch is light and has the bite point in the right place. It is such it makes me wonder why anyone would opt for the available automatic.

  THE SPECS

  Type of vehicle: Front-wheel-drive compact sport coupe
  Engine: Turbocharged 1.6L DOHC four-cylinder
  Power: 181 hp @ 5,500 rpm; 177 lb-ft of torque @ 1,600 rpm
  Transmission: Six-speed manual
  Brakes: Four-wheel disc with ABS
  Tires: P195/55R16 (optional winter tires)
  Price: base/as tested: $25,290/$35,790
  Destination charge: $1,595
  Transport Canada fuel economy L/100 km: 7.7 city, 5.6 hwy.

  The Mini Cooper S Coupé is also a thing of beauty when the road deviates from the straight-ahead. Inanimate objects don’t feel, but from behind the wheel it is as though the Coupé is willing the driver to pick up the pace. Inevitably, it happens. The sport package, which should be considered a must, firms the suspension without making it too taut and brings larger P205/45R17 tires. The combination keeps the Coupé planted and unwanted vices at bay. More remarkable is the fact it manages to make a nose-heavy car feel neutral and balanced. Point the Coupé at a corner and it tucks in as it pulls for the apex. Nail the gas at this point, gently unwind the steering and it romps off down the road leaving most cars mired in their own mediocrity. It is fun personified.

  The Coupé’s interior is all Mini from the B-pillars forward. It has the centrally mounted speedometer, a column-mounted tachometer and toggle switches galore. The format is pretty straightforward, although accessing some of the functions through a rather small series of controls proved to be a pain. As such, it is one of those set-and-forget propositions — set it all up once and don’t mess with a good thing. The seats are very comfortable and the driving position just about perfect. The same cannot be said of the rear sightlines. The view through the rear-view mirror is pillbox-like when standing still. As soon as the rear spoiler deploys (80 km/h), it halves the scene to the rear.

  The cabin does have some semblance of storage space. There is a shelf behind the front seats and a door in the rear bulkhead that allows longer items to be accommodated à la oversized ski pass-through. Nonetheless, the capacity is pretty skimpy — just 9.8 cubic feet and that includes the shelf. While I’m picking nits, there is a parcel shelf that’s split in two. Half is attached to the tailgate, half to the rear bulkhead. The nit is the rattle — I would throw the bulkhead half away.

  If you’re in search of a practical set of wheels, don’t bother driving the Mini Cooper S Coupé — the cabin does not accommodate much more than the two occupants. However, if you want a mode of expression, this car is right up your alley. It demands attention and calls it to its occupants. That, however, is not its most endearing trait. The Mini Cooper S Coupé proved to be as much fun to drive as it’s possible to have while wearing loafers. Every trip, even the most mundane, just seemed to reinforce its enormous fun factor.

  
  

  

  
  9:00 am on December 26, 2011
   

• After launching the Boxster, Porsche hinted at a roofed version to broaden its appeal. That car arrived in the form of the Cayman, which delivers the same lovable traits as the convertible Boxster but in a car that is much more dynamically focused, especially in R guise.

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  The R is one serious road rocket with a truly sweet powertrain. While it employs the same 3.4-litre flat-six as all but the base Cayman, the numbers have been upped to 330 horsepower and 273 pound-feet of torque at 4,750 rpm. That’s a lot of power in a 1,320-kilogram roller skate. The sound the engine makes when the power begins to come on cam has to be experienced to be believed — it wails like a deranged banshee. The oh-so-sweet siren reaches its spine-tingling crescendo about two rpm before redline and nanoseconds before a needed upshift.

  The stampeding ponies are fed to the P265/35R19 rear tires through a locking rear differential and Porsche’s optional PDK twin-clutch automated manual transmission. It’s as good as any transmission I’ve tested, simply because its operational logic is bang on. It functions flawlessly when left to its own devices, yet, pull back on one of the paddle shifters, and it responds in an instant. Select manual and it’s just that — thank you.

  When the PDK is along for the ride, the Cayman R offers three driving modes, which really do change the R’s personality. Normal mode is great about town. Crank up the tone of the drive and the Sport mode comes into its own. The throttle is sharper and each gear is held longer to emphasize the R’s true potential. For track days, there is the Sport Plus setting. This includes a launch control function and even faster gear shifts, and it allows the back end to go walkabout a lot farther than with the other two modes. If there is a danger of the driver overcooking it, it still manages to rein things in and prevents unscheduled lawn mowing. Finally, for the truly adventurous, there is an off option.

  All of this brings some seriously quick acceleration times. It takes the Cayman R all of five seconds to run from rest to 100 kilometres an hour and it
  accomplishes the 80-to-120-km/h passing move in just 3.2 seconds!

  Then there’s the handling side of the R’s dynamic personality. The stiff chassis and suspension combine to dial out basically all body roll. This keeps the tires planted and the cornering forces well up the scale. In short, it’s truly tenacious through a corner. The R decimated my favourite set of sweepers like no other car before it. That’s remarkable, made all the more so because the test car was wearing winter rubber. Naturally, the steering is wonderfully weighted and its precision is just about perfect. Ditto the brakes. Even after several back-to-back full-on stops, there was no evidence of fade.

  That single-minded dynamic focus does have a drawback: The penalty for the R’s ride-on-rails cornering ability is a really taut ride. When driving the car slowly in an urban environment, the potholes jar its occupants to attention.

  The Cayman R’s cabin is minimalist in its execution — there are pull straps in lieu of door handles and air conditioning and a sound system are options. However, the R has a noteworthy upgrade — the carbon-fibre front seats. Yes, they are awkward to get in and out of (the small door apertures and the tight cabin don’t help matters), but the support they deliver is well worth the effort. They look and feel as though they were lifted right out of a race car, so they hug the driver and passenger such that they do not budge when the R is flexed to its full potential.

  Cargo capacity is as tight as the cabin — there’s 5.3 cubic feet under the hood and 9.2 cu. ft. beneath the rear hatch. The Cayman could do with a rear wiper because of the lazy lie of the rear window. Checking Porsche Canada’s website shows it is an available option ($420), along with a whack of other items including the aforementioned automatic A/C and heated seats. In fact, the option list is so extensive it’s possible to drive the Cayman R’s base price of $75,600 to more than $130,000! That’s not nickel and diming, that’s bucking a potential customer royally.

  If you’re looking for a track car, they don’t come much better than the Cayman R. It has power aplenty and its tenacity through a corner is a thing of beauty. Turn the electronic nannies off and it will drift through said corner leaving a blue haze in its wake.

  The flip side is a tight cabin that is difficult to get in and out of and rearward sightlines that are far from good. The bigger hitch, options aside, arrives if you intend to use the Cayman R as a daily driver. If that’s the case, make sure you have a very good dental plan!

  
  

  

  
  9:00 am on December 25, 2011
   

• The reason the Toyota Camry has been North America’s favourite family sedan for donkey’s years is simple — it has done everything expected of it well. No, it does not stand out in any particular area, but, when the family needs to get from A to B, it does it in style, holding five adults realistically and with the trunk space needed to
  accommodate their luggage (15.4 cubic feet). The new Camry sticks to Toyota’s time-honoured formula — although some will suggest this is to the detriment of the latest version.

  First, no one is going to mistake the seventh-generation Camry for anything other than a Camry. This means a rather staid look that’s more about packaging what’s on the inside than it is about giving the exterior look any real visual punch. The toe-the-line style is a surprising move given Buick’s radical reinvention, some sweet-looking entrants from Hyundai and Kia, not to mention those competitors on the near horizon — the next-
  generation Ford Fusion (it will be shown at the North American International Auto Show in Detroit in January) is a stunner and there’s a new Honda Accord on the way. Any and all would dearly love to conquest a Camry customer.

  There are no quibbles with the new interior style, which is upscale and inviting to the eye. The materials are very good, as is the overall comfort and quietness and, with the exception of a couple of anomalies, the layout is first-rate. It’s obvious Toyota spent a great deal of time getting it right. The front seats are very accommodating (sadly, be prepared to pay if you want them heated), there are no blind spots to speak of and there is enough rear-seat legroom that the Camry qualifies as limo-like — the sculpted nature of the front seatbacks adds 45 millimetres of knee room to an already spacious ride.

  The anomalies are minor but out of step nonetheless. First, the audio control module on the left side of the steering wheel looks like an afterthought, which runs contrary to an otherwise integrated execution. The second anomaly is just plain odd. Look at the centre stack and it is not immediately obvious the Camry XLE arrives with a standard navigation system as there is no button to push. Rather, one has to push the App button, tap the map icon on the touch-sensitive screen and then confirm that one will obey the rules of the road and drive accordingly. Only then does the map appear. The methodology transforms what was a one-step operation into a chore.

  Where Toyota needs to be taken to task is under the hood. With the exception of an extra gear in the manumatic transmission, the Camry’s motivation carries over from the previous generation. The test car arrived with the base 2.5-litre four-cylinder. It puts out 178 horsepower and 170 pound-feet of torque and it does not sound overly thrashy in the process. While the numbers are far from outstanding, there is enough at the driver’s right foot to deal with the cut and thrust of a morning commute, including passing a slower car when the need arises. The tester trotted to 100 kilometres an hour in just more than nine seconds and managed the more important 80-to-120-km/h dash in six seconds. Loading the car up with passengers does blunt the edge, but it’s not enough to fret over.

  The four-cylinder is also remarkably good on gas given the size of the car is it moving — a test average of 9.2 litres per 100 kilometres was much better than I expected. All of this stated, the four-cylinder engine does make the uplevel 268-hp V6 an important option if you’re shopping for more than acceptable.

  The new transmission works very nicely and showcases the engine in its best light. However, there is yet another anomaly. Whenever the manual mode is selected, the gearbox downshifts from sixth gear to fourth — without regard for speed. Invariably, this puts it in the wrong gear, which forces the driver to manually correct an automated move. Why is there an automatic function in the manual mode? It makes no sense whatsoever and effectively renders the manual side redundant for me.

  When it comes to ride quality, the Camry is a Japanese Buick. It takes a mighty gnarly bit of road to get the suspension to feed any jostling back to the passengers. In this regard, the Camry is first-rate. The flip side sees the overall setup being a little too soft to provide any real sense of handling. Certainly, the amount of roll is limited to a handful of degrees and the feedback afforded by the electrically assisted steering is all it should be, but the overall driving sensation does not spur the driver onward to the next set of sweeping curves. In fairness, a big part of the mushy feel/feedback came down to the snow tires the test car was wearing. They allowed the Camry to slip into understeer long before it would otherwise.

  So, carping aside, is the Toyota Camry about to lose its favourite status? I think not. The quibbles are, in the grand scheme of things, minor in nature and not enough to put a dent in the Camry’s popularity.

  
  

  

  
  8:58 pm on December 9, 2011
   

• The list of cars sold in Canada but not in the United States is depressingly short. Over time, it has included some good rides such as the Acura EL and Toyota Echo along with some real dogs. One only has to look back to the bad, old days when the Ladas and Skodas of this world were using Canada as the launching point for a foray into the U.S. market.

  The latest to join this abbreviated list is the Chevrolet Orlando. It is another product from GM Daewoo (yes, that Daewoo), one that is heavily based on the Chevrolet Cruze. In this case, it is large enough to accommodate seven riders yet small enough to be a city-friendly conveyance. As such, it swells the ranks of the mini-minivan market.

  As with the other contenders in the segment, namely the Mazda5 and Kia Rondo, the Orlando is an either/or proposition. With seven riders aboard, cargo capacity is limited to just 3.6 cubic feet of space — it is essentially a vertical load area with little depth to it. Dropping the third row flat, which is a one-handed operation, opens up a large cargo area (General Motors does not provide a number) while providing enough space to carry five adults — four if they happen to be of the large variety. Lowering the middle row reveals a commendably flat floor and 56.3 cu. ft. My lone wish is for a fold-flat front passenger’s seat — it would allow much longer items to be accommodated inside the Orlando with the tailgate closed.

  Up front, the Orlando is very Cruze-like in its layout. The anomaly is the plastic that rings the cabin. While it is of decent quality, it is a mismatch of types. Some of it is textured, some not, some is piano black, other bits are titanium-like. Then there are the chromed door handles and air vent surrounds. It makes little sense. Likewise, forcing someone to move up to the top-level Orlando to enjoy toasted buns in not a wise move either.

  THE SPECS

  Type of vehicle Front-wheel-drive compact crossover
  Engine 2.4L DOHC four-cylinder
  Power 174 hp @ 6,700 rpm; 171 lb-ft of torque @ 4,900 rpm
  Transmission Six-speed manumatic
  Brakes Four-wheel disc with ABS
  Tires P215/60R16 (optional winter)
  Price: base/as tested $19,995/$24,815
  Destination charge $1,495
  Transport Canada fuel economy L/100 km 10.6 city, 6.9 hwy.

  Quibbles aside, there are two very cool features. The first is a small button by the power window switches. When depressed, it not only locks out the rear windows, it also activates the childproof door locks — someone was obviously thinking. The second feature is something that’s destined to catch on and not just within GM. On the radio’s faceplate there is a button — push it upward and the whole faceplate lifts to reveal a fair-sized compartment that houses USB and auxiliary inputs. The beauty is that it allows an iPod to be plugged in and the face closed, which keeps it hidden and away from prying eyes.

  The Orlando is powered by GM’s ubiquitous 2.4-litre Ecotec engine. It puts out 174 horsepower and 171 pound-feet of torque. In this application, the available oomph is up to the task of ferrying a couple of riders around with the desired punch. From a standstill, the Orlando runs to 100 kilometres an hour in 10.4 seconds and accomplishes the more important 80-to-120-km/h passing move in seven seconds. The nit has to do with the noise the engine makes when it’s pressed to redline. Thankfully, this is an infrequent occurrence. Using the Orlando to capacity does blunt the edge noticeably — this is where the turbocharged torque of GM’s 2.0L peppy turbo four would pay big dividends.

  The tester fired its power to the front wheels through a six-speed automatic transmission that is typical GM — smooth and refined. There is a manual mode, but, given the Orlando’s station in life, it is not going to see much use. In somewhat of an unusual move, the Orlando arrives with a manual transmission as the base unit on all but the range-topping LTZ. This begs the obvious question — why? This is not a speedster where stirring one’s own gears amps up the fun; it is a utility vehicle that keys on its multi-passenger/cargo ability.

  The Orlando’s ride and handling characteristics are surprisingly good. Unlike many seven-passenger rides, the suspension has a planted feel that limits body roll almost as well as it cushions a rough road. Likewise, the steering delivers great feedback and it is nicely weighted across a broad speed range. The brakes are also up to the task of hauling the Orlando down from speed without fading into oblivion. This holds true when there is a full complement of passengers aboard. At last, here’s a multi-passenger vehicle that does not bore the driver to death.

  The Orlando cannot do what a full-on minivan does, but that is not where it comes into its own. Its forte is found in its availability to carry seven people without feeling like one is driving a bus. In somewhat of an irony, the original Honda Odyssey minivan failed in the mid-’90s because of its size; the Orlando is likely to succeed because of it.

  
  

  

  
  2:00 pm on December 7, 2011