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Updates from May, 2012

  • Although I grew up during the original muscle car era — drooling over the Mustang Boss 302, Camaro Z28 and American Motors AMX — my true passion for fast cars belongs to an earlier decade, thanks to the colourful writings of Ken Purdy. His tales of post-war sports cars and the doomed heroes who drove them graced the pages of Playboy and other periodicals from the back half of the 1950s until his untimely death in 1972. (No, I was never allowed to read Playboy, just a soft-cover collection of his best works from that educational publication. I still have that well-thumbed soft cover, loose pages and all.)

    One of the things that struck me about those swoopy sports racing cars from the 1950s was how lightweight they were. One of my favourites, the Jaguar C-type, tipped the scales at 939 kilograms. Another fave, the Mercedes 300SLR, weighed even less, a mere 830 kg. Compare those with the likes of the new Viper or the Corvette Z06, both a corpulent — by comparison — 1,521 kg. (Don’t get me started on the 1,873-kg Camaro ZL1.) Yes, the Vette and Viper boast more than double the horsepower, handle better and are far safer bets in the event of an accident, but everything that makes them easy to drive quickly and safely by just about any schlub with a licence (including Yours Truly) comes with a weight penalty. Don’t you sometimes wish for something light, tight and sassy yet still safe?

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    I do, which is why the most testosterone-fuelled version of the Mini Cooper S — the wickedly addictive John Cooper Works (JCW) edition — remains a constant favourite. Powered by a highly boosted, premium unleaded-sucking turbocharged 1.6-litre four-cylinder, the 208-horsepower subcompact hatchback consistently punches above its weight, which, incidentally, is a trim 1,210 kg. (Yes, the realization that the Cooper would be considered a porker by 1950s’ sports car standards is not lost on me.)

    While there are other hot hatches out there more powerful and/or less expensive (Mazdaspeed3, Volkswagen GTI, Fiat 500 Abarth, Subaru WRX), I have yet to find anything that equals the JCW in total dedication to sub-rosa scofflaw behaviour. The car literally begs to have the wheels driven off it, yet it is just as rewarding at legal (or, at least, near-legal) speeds. It is zippy rather than all-out fast, although 6.5 seconds to nail 100 kilometres an hour is nothing to sneeze at. Still, the most rewarding aspect is running through the gears of a tightly spaced, very precise six-speed manual, right hand working in conjunction with left foot to deliver satisfying rushes of speed with every change-up. (The first bozo that asks about paddle shifters will get a virtual stink-eye from moi.) Get really aggressive on the throttle and both hands had better be on the steering wheel; that breathed-on four generates enough torque through the front wheels to get the grippy P205/45R17 Dunlops squirming.

    Assisting in the JCW’s zippiness is the extra-starch-stiff suspension setup, which allows the hatch to carry a lot of speed through the corners with no significant body roll. Just
    a quick tug on the heavily weighted steering wheel and the car will track through a corner as if on rails. The obvious downside is that every imperfection in the tarmac is keenly felt, while potholes and railway tracks should be avoided where possible. I believe I’ve used the expression “like being shot out of the sky by a surface-to-air missile” before. It’s apropos here.

    For a little car, the Mini Cooper JCW carries a big price tag — $36,900 to start — with options easily taking it into the 40s. That said, the car packs a lot of features into its 1,210 kg — not only the requisite go-fast equipment but also a full measure of modern conveniences. The $42,830 tester came with the usual power items, plus heated seats, a power glass sunroof, navigation system and Mini’s own version of the BMW iDrive. It also came with a unique colour combination that turned many heads as well as elicited numerous positive comments. A particularly bright red roof and mirror caps (a no-charge option) offset the car’s rather stately Eclipse Grey Metallic shade, with a lovely set of black alloy wheels to complete the picture. I thought the whole effect was stunning, though definitely not for shy and retiring types.

    Inside, the cabin was swaddled in something Mini calls Championship Red Lounge Leather ($1,900), essentially black leather with red piping — pricey but oh so stylish. As per Mini practice, the centre-mounted and humongous speedometer dominates the dashboard, with everything else in a supporting role. Headroom and legroom are plentiful up front, but the latter is in seriously short supply for anyone in the unfortunate position of occupying the back seats. Then, again, anyone thinking the diminutive hatchback is a true four-seater needs a reality check.

    Accepting the limitations of a high-performance car that is also modestly sized, my biggest beef with the JCW (and all Minis) is the stupidly designed pull-type door handle, which invariably pinches the hand in its mechanism.

    In a bad mood or a funk? Simply get into this car and give it a workout. All your cares and worries will disappear. Six hundred horsepower in a two-ton muscle car is a fleeting amusement, something to experience and brag about but seldom use. Two hundred and eight horses in a lightweight and sport-enhanced hatchback is an all-day guiltless pleasure.


    8:00 am on May 21, 2012
     

  • I can’t remember if it was the first or second time the price of gasoline rose above $1.20 a litre, but it was around that time that I stopped really caring whether mid-sized family sedans came with six-cylinder engines or not. Oh, I might miss the silky smoothness of a half-dozen under-stressed pistons moving up and down, delivering a surplus of horses to effortlessly waft the car along at highway speeds, but the more fuel-efficient four-cylinder versions had vastly improved and were no longer the coarse gutless wonders they once were. Plus, any engine that lengthened the time between costly fill-ups at the pumps was OK by me.

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    Some automakers have become so confident in their four-bangers that they have dropped V6s from their sedans’ powertrain repertoires — think Hyundai and its Sonata or, a little more upscale, Audi and the A4. Recently, Mazda officials have said that the next-generation Mazda6, due out next year as a 2014 model, will not be offered with a V6, instead relying on some version of the automaker’s newly developed SkyActiv four-cylinder.

    That’s a year away, though, which means Mazda has to soldier on selling the existing 6 with consumers (at least, the more aware ones) knowing a brand new model is in the pipeline — not an ideal situation.

    Although the Mazda6 was considered bold in 2009, in terms of its design, sporty handling and increased cabin size, since then, Toyota’s Camry, the Kia Optima/Hyundai Sonata near-twins, Subaru’s Legacy and the Volkswagen Passat, among others, have all been totally redesigned — the first three sedans with highly styled exteriors that render the Mazda6’s look a bit less forward by comparison. Plus, there will be new versions of the Nissan Altima and Honda Accord this year.

    Still, it’s not as though the 6 is without merit. It continues to be offered in two trims — the base GS and the topline GT — either available with a 170-horsepower 2.5-litre four-cylinder (which is the more popular choice in Canada) or a 272-hp 3.7L. Four-cylinder models come standard with a six-speed manual transmission — a rarity in the family sedan segment — or an optional five-speed manumatic (standard with the V6).

    Other than the previously mentioned inherent smoothness of the six-cylinder engine, the GT-I4 tester lacks for little, its near-$30,000 price tag ensuring a satisfactory number of modern conveniences and safety features. And the four-cylinder, while not the latest word in technical sophistication (lacking, for now, Mazda’s SkyActiv fuel-saving trickery), goes about its business with a minimum of fuss and bother. Yes, it is a tad growly under acceleration, but it smoothes out rather nicely when cruising along. There is enough oomph from the 2.5L four to get the sedan to speed in reasonable time and the five-speed makes the most out of the engine’s available torque. The self-shifting aspect is a nice touch, with generally crisp upshifts but little in the way of added sportiness. Critics will note that most of the 6’s newer competitors offer more power from their four-bangers, which tend to be paired with six-speed autoboxes.

    However, the one primary benefit of the four-cylinder — enhanced fuel efficiency — is somehow lacking in the 6. It’s reputation for middling fuel economy was borne out with a test average of 10.1 litres per 100 kilometres in a mix of city and highway use.
    Speaking of reputations, Mazdas have always been about sportier handling, no matter what the vehicle or its drivetrain — and the GT-I4 follows this formula. The sedan trades a measure of coddling for road feel — an acceptable compromise in my books. It’s a nimble car to drive with well-weighted steering and a suspension setup that is more European in feel than its Asian peers. The large-ish P235/45R18 rubber assists in the road-holding duties — to a point. Get too frisky with the 6 and its nose heaviness (weight distribution is 60/40 front to rear) will make itself known in the form of progressive understeer. Traction and stability control systems act as safety backups.

    I’ve been somewhat baffled by Mazda’s use of GT to connote its cars’ top trim level. To my mind, GT should represent something with a decidedly sportier bent than other models, rather than luxury and mod-cons. No matter, the GT-I4 tester is very well fitted, with all the usual power items plus an AM/FM/CD/MP3 stereo with six speakers, Bluetooth hands-free phone system, leather interior, heated front seats, auto dimming rear-view mirror with HomeLink and speed-sensing door locks. Content doesn’t necessarily equate to luxury, however, and the cabin is where the Mazda6 is most dated. There is too much hard black plastic in use and the instruments and controls with their orange jet-fighter-like illumination are positively retro. Credit, though, must be given for enough room for six-foot adults, the high-mounted bucket seats and the car’s generally good sightlines.

    This version of the Mazda6 is no longer at the forefront of the family sedan segment. But that doesn’t mean it’s out to pasture. If you can live with merely average fuel economy (for a four-cylinder sedan) and styling that’s no longer overt, you will be rewarded with a car that thinks it’s a sport sedan. If style and fuel economy are your thing, just wait a year. The 2014 Mazda6 will knock your socks off.

    THE SPECS

    Power 170 hp @ 6,000 rpm; 167 lb-ft of torque @ 4,000 rpm
    Transmission Five-speed manumatic (optional)
    Brakes Four-wheel disc with ABS
    Tires P235/45R18
    Price: base/as tested $29,395/$30,595
    Destination charge $1,695
    Transport Canada fuel economy L/100 km 9.4 city, 6.5 hwy.
    Standard features Power windows, door locks and heated mirrors, cruise control, automatic dual-zone climate control, AM/FM/CD/MP3 stereo with six speakers and auxiliary audio input, keyless entry, external temperature
    display, power driver’s seat, heated front seats, leather interior, anti-theft alarm system, trip computer, auto-dimming rear-view mirror with HomeLink, centre console with slide armrest and storage box, xenon automatic headlights with manual levelling, speed-sensing door locks, 18-inch alloy wheels, fog lights, LED tail lights
    Options Automatic transmission ($1,200)


    1:00 pm on May 14, 2012
     

  • Buicks have long been all about cruising comfort — the float-on-air ride, cossetting cabin and life’s little luxuries. For the buyer well on in years, the formula worked; for the younger crowd, it did not. Buick’s transformation and its desire to seek a younger customer started with the introduction of the Regal. It still brought a luxurious and comfortable cabin, but the new-found thrust was to provide some semblance of driving pleasure. It worked very nicely.

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    The Verano is the next car aimed at rejuvenating Buick’s image and attracting that more youthful buyer. In the end, the Verano is so much of a clone of the Regal that it takes a keen eye to differentiate the two cars — the slightly more pronounced nose and the fact the character line that runs through the side of the car is reversed are the two key differences. It is all very subtle, to say the least. Now, that is not a knock against Buick — it works very nicely for BMW!

    The Verano is also very close to the Regal in terms of size — its wheelbase is 53 millimetres shorter, measuring 2,685 mm. In terms of the practical effect this has, well, it means there is slightly less rear-seat legroom. And while the 14-cubic-foot trunk is 0.2 cu. ft. smaller than the Regal’s with the optional Bose sound system aboard, it is actually 0.1 cu. ft. larger minus said system. In the end, it requires a tape measure to really quantify the differences.

    Up front, the Verano delivers ample room, comfortable seating and a refined finish — visually and build quality-wise, the Verano sets a new standard for Buick. The materials are obviously off the top shelf and the colour combinations brighten up the cabin nicely. Likewise, standard equipment abounds, especially if one opts for the Leather Edition. This thing counts all of the usual power toys, full leather and the aforementioned nine-speaker Bose audio system to go along with the heated seats and steering wheel. The Leather Edition also earns a seven-inch colour screen that integrates the infotainment and phone functions into one convenient format that can be accessed via the touch-sensitive screen or through voice command. The tester also featured an optional power sunroof and attractive 18-inch wheels. As I say, it’s loaded, and for less than $30,000.

    If there is a niggle, it is paying $380 for premium paint. Unless one wants basic black, white or silver, one will pay a premium — $995 for the white diamond tri-coat finish!
    Where the Verano truly shines is in the quietness of its ride. The firewall features not one but two noise-deadening blankets, there is extra insulation between the roof panel and headliner and more beneath the carpeting and in the trunk along with laminated glass in the front side windows and triple door seals. It is all part of Buick’s QuietTuning offensive. The effect the work has on the ambient cabin noise is extraordinary — there is no extraneous noise. In fact, the lack of any significant aural feedback seems a little eerie at first.

    The Verano also borrows from the Regal when it comes to its motive power. In the Verano’s case, the 2.4-litre Ecotec engine, which uses all of the latest technologies, makes 180 horsepower and 171 pound-feet of torque. That is two fewer hp and one fewer lb-ft of torque than the Regal. As employed in the Verano, this engine delivers decent performance and a run from rest to 100 kilometres an hour in 8.7 seconds.
    The power is then fired through the same six-speed manumatic transmission and the front wheels. The box itself is a slick unit that slips through its gears seamlessly and it is willing to kick down when needed. The powertrain combination is effective, wafting the Verano to speed effortlessly while returning pretty good fuel economy — a test average of 8.7 L/100 km.

    Ride-wise, the Verano has been imbued with the ability to control unwanted body motion without sacrificing the overall quality of the ride. The sensation of smoothness is undoubtedly helped by the aforementioned quietness within the cabin. As a result, the Verano is aptly described as a sporty boulevardier. The electric steering has some real feel to it, the up-level P235/45R18 tires minimize understeer and, more importantly, the Verano drives through a corner in a manner that’s just not expected of a Buick. It all comes together very nicely.

    At the launch of the Verano, I wondered why anyone would take the more expensive Regal over Buick’s latest entry. My time with the Verano on home turf confirmed that initial impression. The Verano, especially the Leather Edition, brings as much or more equipment, a quieter ride and better fuel economy for less money. The base Regal with its cloth seats is, at $30,085, already more expensive. Option it up to the same equipment level as the Verano Leather Edition and, would you believe, the premium soars to more than $5,000 for what basically boils down to more rear-seat legroom — 86 mm to be exact, but who’s counting?

    THE SPECS

    Type of vehicle Front-wheel-drive compact sedan
    Engine 2.4L DOHC in-line four
    Power 180 hp @ 6,700 rpm; 171 lb-ft of torque @ 4,900 rpm
    Transmission Six-speed manumatic
    Brakes Four-wheel disc with ABS
    Tires P235/45R18 (optional)
    Price: base/as tested $22,595/$29,725
    Destination charge $1,495
    Transport Canada fuel economy L/100 km 9.9 city, 6.2 hwy.
    Standard features Dual-zone automatic climate control, power locks, windows and heated mirrors, cruise control, six-way power driver’s seat, heated front seats, heated tilt and telescopic steering wheel, AM/FM/CD/MP3/satellite radio with nine speakers, auxiliary inputs and steering wheel-mounted controls, Bluetooth, keyless entry and push-button start, trip computer, fog lights
    Options Power sunroof ($1,100), 18-inch wheels ($525), premium paint ($380)


    8:00 am on May 14, 2012
     

  • It’s not often that I am totally out of my element on four wheels, but Ford’s Raptorized version of the iconic F-150 is about as far away from the Booth psyche as it’s possible to get and still use fossil fuels. Jacked-up off-road pickups have always figured somewhere between Oprah Winfrey interviews and emergency dental surgery on my to-do list. In other words, driving this particular truck was alien; I might as well have donned a spacesuit.

    But my associate and resident truck guy, Howard J. Elmer, raved about it and it does have an SVT (as in Special Vehicle Team, the guys who massage Mustangs) 6.2-litre V8 under the hood. Surely I could stand with some expansion of my horizons.

    And expansion — or, more accurately, expanse — is what I got! The first, second and lasting impression, for this effete, motorcycle-testing, BMW-loving auto dandy was of the immense size of the beast. I suspect I would gain some measure of familiarity with its girth in long-term ownership, but in my short, week-long association, I never really came to grips with its sheer enormity. This F-150’s dinosaur-like outer dimensions (Hey, Ford named it the Raptor, not I) determined where I felt comfortable driving, the space I afforded other almost assuredly intimidated motorists and especially where I parked. Indeed, parking became a major issue.

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    Downtown parking lots are simply not designed for 5,888-millimetre SuperCabs that feel like they’re riding on stilts. All you muy macho Garth Brooks fans can scoff all you like, but parking this requires the skills of a tugboat captain and the precision of an orthoscopic surgeon. The only reason there’s not a rash of scratched and dented Nissan Sentras downtown is that discretion became the better part of valour and I simply refused to park — at least legally — anywhere that I had to squeeze between two cars, my theory being that few tow trucks are equipped to haul anything so massive from its ill-gotten parking spot.

    Another lasting impression was of height. One definitely climbs into the Raptor. Indeed, I suspect my elderly parents would need either a ladder or one of those portable lifts to gain access to the cabin. Those flashy running boards are not an option, folks, because climbing into the Raptor is really a great alternative to the one-legged squats my chiropractor swears is a great workout for my recalcitrant gluteus maximus muscles (yes, my ass) that he says are the cause of all my back woes.

    But, once ensconced in said skyscraper, there’s another surprise: The Raptor is sensationally — at least for a pickup — equipped. There are acres of leather, an excellent stereo, seat heaters and all manner of so-called luxury items. Who knew that all those weekend rednecks were closet hedonists. See? There’s common ground.

    The other noticeable attribute is that King Kong of a motor. Yes, it’s a big old American V8 (albeit one with its camshafts above its cylinder heads but just two valves in each cylinder), but it actually feels quite sophisticated. Years of development and some very smart engine management software have at least somewhat civilized the beast. The exception to all that civility is, of course, the throaty exhaust music that, true to the spirit of the Raptor being a legitimate off-road racer, sounds a little like a barking NASCAR, albeit one dressed up in its best black tie and muffler. It’s an impressive powertrain.

    And I am sure that, given its head on appropriate terrain — that would be some place with bumps and mud, methinks — it’s probably the very state of the art. To be sure, it’s accoutred with all manner of topflight aftermarket goodies — 35-inch BFGoodrich All-Terrain TA/KO 315/70-17 tires, Fox shocks, custom springs, struts and prop shafts that look robust enough for a monster truck — that would make smooth the roughest of trail and send the deer and antelope scurrying. Elmer, our resident mud monkey, says it all adds up to 286 millimetres of suspension travel in the front and a whopping 307 mm in the rear. He says this is a good thing; I choose to believe him.

    Of course, I used none of it. The one pronouncement I can make to anyone buying a Raptor is that he or she should use it for its intended purpose, namely, sending Sierra Club backpackers and lost Prius owners (possibly the same thing?) scurrying for cover. If you’re thinking of buying a Raptor because it’s a cool-looking truck that will get you noticed, you should be made aware that there are equally attention-garnering blingy cars that don’t exact quite the same penalty. That said, however, I must say that the Raptor was more civil than I thought it would be, if only because I was expecting a buckboard chariot with precious little charm and even less civility.

    What I got was a surprisingly capable, albeit very niched, rendition of Ford’s ubiquitous F-150. The secret to Raptor ownership then, as with all such specialty vehicles, is one of managing expectations. If you really plan to go bounding over hill and dale, then the Raptor is as sophisticated a machine available (save perhaps a Range Rover) that is off-road proficient. On the other hand, wannabes will find it more punishing than a bed of nails. I suspect that true afficionados would have it no other way.

    THE SPECS

    Type of vehicle All-wheel-drive full-sized pickup
    Engine 6.2L SOHC V8
    Power 411 hp @ 5,500 rpm; 434 lb-ft of torque @ 4,500 rpm
    Transmission Six-speed manumatic
    Brakes Four-wheel disc with ABS
    Tires All-Terrain TA/KO 315/70-17
    Price: base/as tested $55,999/$64,079
    Destination charge $1,500
    Trasport Canada fuel economy L/100 km 19.1 city, 14.2 hwy.
    Standard features Power door locks, windows and mirrors, front and rear air conditioning with micron air filter, AM/FM/six-disc CD player, Sirius satellite radio, steering wheel-mounted audio controls, wireless phone connectivity, cruise control, information display, tilt steering wheel, cloth/leather seats, power front seats, heated front seats, auto headlights, dual front air bags, dual side air bags, AdvanceTrac with RSC (Roll Stability Control), trailer sway control, safety canopy system, SecuriLock passive anti-theft system, tire pressure monitoring system, SOS post-crash alert system, MyKey programmable vehicle key


    1:00 pm on May 11, 2012
     

  • After wandering off into the stylistic wilderness, Jaguar is back with an eye-catching look, a new-found poise and, if you pony up the dosh, as much vigour as anyone could possibly want. The XJ’s lines are sleek and the roof with its two-panel sunroof is seductively swoopy. It all wraps a cabin that is, in a word, exquisite. Now, just in case one forgets one is driving a Jaguar, there are 20-plus logos/nameplates in/around the XJ — now, that is overkill.

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    Inside, the leather is sumptuous, the carpeting just so and the optional carbon-fibre trim is beautifully finished. No manufacturer does upscale quite as well as Jaguar. The front seats, for example, are fully articulated, heated and cooled and extremely comfortable. Slide rearward and things are just as swanky. Unless one is NBA-like in size, it really does not mandate the long-wheelbase XJ to find complete comfort. Aft of that is an enormous 18.4-cubic-foot trunk. Surprisingly, the enormity of the space does not hurt the tail and the manner in which it is so neatly bustled.

    The instrumentation follows the exterior’s spiffy lead. It is dark until the Jag is fired to life. At this juncture, the lot appears in much the same manner as the icons on an iPad when it’s first switched on. While the graphics are analogue and feature a nifty torchlight feature that lights only the numerals near the speedometer needle, the whole lot is, in fact, digital and very attractive. Ditto the beautiful analogue  clock that’s finished in an iridescent blue. Below that, the large centrally mounted eight-inch screen allows easy access to the navigation, climate, phone and media functions. Occasionally, the icons (and backup camera) seemed to take a while to react, but, otherwise, all proved to be hunky-dory. That stated, I found it easier to pair the Jag to my phone rather than doing it through the touchscreen. The other minor nit is the heft of the smart key — it is just way too heavy and cumbersome!

    For many, what lies beneath the immaculate paint goes unnoticed — the vast majority of the body is constructed of aluminum. This means the XJ is around 150 kilograms lighter than a steel body, which keeps the mass to a manageable 1,839 kg while providing a solid base of operations for the advanced suspension and its adaptive damping. By monitoring body movement up to 500 times a second, it manages to deliver a consummate ride minus the body roll I expected. As a result, the large XJ is remarkably adroit at carving its way through a series of switchbacks. Likewise, the steering delivers first-rate feel and feedback. It is as though the car has borrowed its namesake’s claws. It digs in and hangs in well beyond all rational limits. It was just not what I expected: The XJ is every bit as much a sports sedan as it is luxury conveyance.

    The XJ is offered with a range of engine options. The base unit, and the one in the test car, represents enough — a 5.0-litre V8 that puts out 385 horsepower and 380 pound-feet of torque at a low 3,500 rpm. It wafts the occupants and all of the aforementioned opulence to 100 kilometres an hour in 5.7 seconds and accomplishes the 80-to-120-km/h passing move in an equally speedy 4.6 seconds.

    The alternate engines retain the 5.0L displacement but gain a supercharger. In base form, this blown motor puts forth 470 hp and a substantial 424 lb-ft of torque, which cuts the run to 100 km/h to 5.2 seconds. However, for those moments when more than enough is still not quite enough, there is the tweaked version — this thing makes 510 hp and 461 lb-ft of torque. When pressed to the max, it chops a further 0.3 seconds off the acceleration time. At 4.9 seconds, this is one fast car and would be my choice were the pricing not so prohibitive — although that is relative, I guess.

    Regardless of the engine, the power is put to the road through a six-speed automatic transmission and the rear wheels. Unlike most other cars, there is no shifter until the car is started. At this point, it rises gracefully out of the centre console and gives the driver access to a number of modes — Normal, Sport, which sharpens the throttle and stretches out the shift points, and Winter. The latter has the opposite effect to Sport, calming things in an attempt to prevent wheelspin on a slippery road. There are no complaints with the box or the manner in which it operates — it is the model of civility and shifts impeccably. It is, however, a cog or two shy of the competition’s  — Audi has eights speeds and Mercedes-Benz has seven speeds. BMW also offers eight speeds on the high-end 7 Series. Aside from cutting overall fuel consumption, the extra gears reduce the spacing between shifts, which would enhance an already silky transition.

    I was not expecting to be wowed by a large luxury sedan. The XJ managed to accomplish that in ways I did not expect. Of course, I was expecting a delightful cabin, but the fit, finish and quality of the materials were more impressive than anticipated. Likewise, I was expecting a soft-riding boulevardier — that the XJ is, but, as mentioned, it also does a very credible job of doubling as a true sports sedan. Heck, I could even live with the XJ’s thirst — a test average of just shy of 15 litres per 100 km made me wince as much as my wallet. In short, Jaguar has rediscovered its roots very nicely.

    THE SPECS

    Type of vehicle Rear-wheel-drive full-sized sedan
    Engine 5.0L DOHC V8
    Power 385 hp @ 6,500 rpm; 380 lb-ft of torque @ 3,500 rpm
    Transmission Six-speed manumatic
    Brakes Four-wheel disc with ABS
    Tires P245/40R20 front/P275/35R20 rear (opt.)
    Price: base/as tested $88,000/$93,400
    Transport Canada fuel economy L/100 km 13.1 city, 8.5 hwy.
    Standard features Dual-zone automatic climate control, power windows, locks and mirrors,
    heated/cooled 14-way driver’s seat, heated steering wheel, smart key with push-button start, 600-watt AM/FM/CD/DVD/MP3/Sirius satellite audio with 14 speakers, auxiliary inputs and steering wheel-mounted controls, 30-gigabyte hard drive-based navigation system with voice activation, music storage capability and eight-inch touchscreen, Bluetooth, power tilt and telescopic steering, front and rear park assist with backup camera, rain-sensing wipers, blind-spot monitoring
    Options 20-inch wheels ($3,500), carbon-fibre trim ($1,600), heated windshield with timer ($300)


    8:00 am on May 10, 2012
     

  • Frankly, I expected something more dramatic. Mazda has put its reputation — if not its existence — on the line promoting its fuel-saving and performance-enhancing SkyActiv technologies, but I wasn’t feeling it. For all intents and purposes, the Mazda3 Sport GS-Sky looked, felt and drove like every other 3 I’ve tested — the hairy-chested Mazdaspeed3 über-hatch notwithstanding.

    Not that this was a particularly bad thing. Since Mazda replaced its well-known and well-regarded compact Protegé with the 3 for the 2004 model year, the latter became the very face of the Japanese automaker in North America, accounting for nearly half of its sales in Canada and the United States. For a few years, it was the second-best-selling car (behind the Honda Civic) in our country. It has been lauded for its good looks and sporty driving characteristics, copping many awards in numerous countries, including Canada. And, despite its  star fading slightly in the face of unrelenting competition, the second-generation version is still worthy of consideration for anyone shopping for  economical transportation.

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    Still, no longer under the ownership of Ford, the newly liberated and much smaller Mazda finds itself lacking a presence in certain market segments, notably environmentally “responsible” hybrids and electric vehicles.

    The company’s near-term solution is SkyActiv, involving a complete reworking of the internal-combustion engine and transmission among other things to deliver, in Mazda’s words, “the next generation of advanced vehicle performance and efficiency.” And all this high-tech trickery is being rolled out in the Mazda3, “one of the most exciting sport compact cars on the road,” according to Jim O’Sullivan, president and CEO of Mazda North American Operations.

    Bold words. So you’ll forgive me if I was expecting a little more fanfare, a bit more flair. After realizing my life was not about to be transformed, I took stock of what the hatchback GS-Sky was promising, starting with the direct-injection SkyActiv-G 2.0-litre four-cylinder engine mated to a SkyActiv-MT six-speed manual transmission. Unlike the 148-horsepower/135- pound-feet-of-torque MZR 2.0L DOHC four-cylinder found in the base GX model, the SkyActiv has a significantly higher compression ratio of 12:1 and delivers 155 hp at 6,000 rpm and 148 lb-ft of torque at 4,100 rpm.

    I’m used to the added oomph provided by the larger 167-hp 2.5L four-banger, so the additional power gains of the SkyActiv 2.0L over the base engine went unnoticed. That said, it seems well suited to the 3, capable of hustling the Sport along at a good clip, eager to rev and reasonably quiet. The six-speed was equally up to the task, with a sporty, fluid shift feel and short throws. Those are additional benefits, though, with a direct correlation to Mazda’s mission of providing a sporty driving experience. The primary goal of this SkyActiv engine is to provide superior fuel economy. When equipped with the six-speed manual, the Sport hatchback is rated at 7.2 litres per 100 kilometres in the city and 5.1 L/100 km on the highway (city fuel economy with the available six-speed automatic is better), giving the five-door a maximum driving range of 980 kilometres from the 55-litre gas tank. Yet, in a mix of suburban driving and highway use, I averaged a not particularly thrifty 9.1 L/100 km. I’ve gotten the same or better fuel economy from other compact cars — without all the supposed high-tech engine trickery. What a letdown!

    More than its Japanese rivals, Mazda has developed a reputation for instilling fun and deft handling in its small cars beyond their price points. The 3 Sport is no exception, demonstrating a pronounced level of what I like to call “flingability.” The 2012 model sees the adoption of an electro-hydraulic power steering system and revised tuning of the front and rear shocks. The body has also been reinforced for greater rigidity. All enhance the flingability experience without negatively affecting the comfort level.

    As part of its mid-cycle refreshening, the 3 sees subtle changes to its exterior, notably a new front fascia, new wheels and an updated five-point grille opening. Small improvements were made to the front bumper and underbody parts to more effectively streamline the flow of air travelling beneath the floor. Other aerodynamic aids include increasing the size of the floor under-covers and increasing the rigidity of the front tire deflectors to prevent deformation. The result is that the GS-Sky has a slippery 0.29 co-efficient of drag, which Mazda says is a 6% improvement over the 2011 model.

    The 3’s cabin is also the recipient of an update. Black is used throughout the centre stack and shift gate, ostensibly to provide a bolder look. Satin polished trim was added to high-use areas, such as the outer rings of the climate control dial switches and the audio panel, as well as the ventilation louvres on the centre panel. Whether intentional or not, accentuating the location of these common controls and switches makes them easier to locate, reducing the amount of time one’s eyes are off the road. There’s still too much hard plastic throughout the dash area, though, and Mazda will have to step up its game in this area in the face of competition.

    OK, so the Mazda 3’s SkyActiv technologies don’t come with a hallelujah chorus and its real-world fuel efficiency didn’t live up to the hype. That leaves the user friendliness of the hatchback layout, a sporty driving disposition and a price tag (slightly more than $20,000) that is not too hard on the wallet. In this regard, the Sport GS-Sky is still a pretty good car. Still, I would be lying if I didn’t say I am disappointed. Simply, I expected better.


    8:00 am on May 7, 2012
     

  • In the world of automotive design, coupes have long been the most expressive stylistically — so much so that there are four-door sedans masquerading as two-door tin-tops. It is the light and lithe lines that make them so appealing. In the case of the Kia Koup, it is the kicked-up beltline, rear diffuser and laid-back windshield that give it an athletic look. It’s a design that’s clean, uncluttered and has the all-important proportions.

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    The clean/uncluttered philosophy follows through to the cabin. Here, the Koup has been equally well conceived and executed with the same single-minded purpose. The SX’s seats, for example, are first-rate — there’s plenty of lateral bolstering and decent under-thigh support. As for content, the SX arrives loaded to the nines. Standard stuff includes everything from the usual power toys and cruise control to tilt and telescopic steering and a decent audio package that includes both USB and iPod inputs. Beyond the expected basics, the SX brings full leather, automatic climate control, a spiffy gauge cluster, Sirius satellite radio, power sunroof, fog lights and aluminum pedals. The test car also included the Luxury package and its navigation system.

    The only quibble is that some of the plastics are still hard, if nicely textured, and the inclusion of a standard sunroof. It puts a crimp in the available headroom — those taller than 6-foot-1 will get friendly with the sunshade. The sunroof should be a delete option on the SX.

    The back half of the Koup has been equally well thought through — the rear seat will accommodate two adults with legroom to spare (credit the Koup’s 2,650-millimetre wheelbase). As is usual, getting to the back seat requires some agility and, as with the front area, headroom is at somewhat of a premium. However, when viewed as somewhere to put one’s briefcase, it all works. Ditto the trunk — it makes light work of 12.6 cubic feet of one’s stuff and offers the flexibility of 60/40-split/folding rear seatbacks.

    Where the bulk of the Forte range employs a lively 2.0-litre four that churns out 156 horsepower and 144 pound-feet of torque — both numbers are stronger than the entry-level norm — the SX benefits from a larger 2.4L four-cylinder that employs variable valve timing on both the intake and exhaust cams. This not only ups the output to 173 hp and 168 lb-ft of torque, it brings a much broader powerband. Indeed, this engine is noticeably smoother and it is, more importantly, so much faster to respond to throttle input.

    The test car arrived with a six-speed manual transmission. There is an optional six-speed manumatic available. The manual is passable, although I did not care for the gate’s feel and the fact the clutch bites late in its travel. That stated, once used to things, it is possible to shift without the box balking at the workout. Regardless, I would go with the manumatic. The difference it makes to the acceleration rate and fuel economy is not worth worrying about. It does, however, make the Koup far easier to drive in stop-and-go traffic.

    In the end, the powertrain combination delivered a surprising turn of speed. The SX’s zero-to-100-kilometres-an-hour time comes in at a respectable 8.7 seconds. It also boasts a deceptively quick 80-to-120-km/h passing time of 5.2 seconds in third gear. That is as fast as many more expensive rides. The capper is found in the bolder exhaust note when the car is being driven with purpose — it speaks to the engine’s willing nature and the fact it loves to rev without sounding thrashy.

    The ride and handling characteristics are also surprisingly good because the SX utilizes a much sportier suspension than the base cars. The beefed-up spring and damper rates dial out practically all body roll, the response to steering input is way crisper and, thanks to the P215/45R17 tires, there’s much less understeer at the limit. Likewise, the braking is commendably fade free. Even after several full-on stops, the brakes still felt crisp under foot. In the end, the Koup SX proved to be (and, more importantly, feel) as sporty as its key competitor — namely, the Honda Civic coupe.

    The Forte Koup is a strong entrant because of its thoughtful, uncluttered design and, given the pricing at play, the overall value for one’s hard-earned loonie. It arrives with a ton of equipment, the right blend of ride and handling characteristics and a healthy dose of personality. In other words, there’s little to dislike. Ironically, it was the use of the K in the Koup nameplate that bugged me the most. I could even suffer the indignity of having people laugh as my creaky bones are lowered into the back seat. If cheesy is where Kia is at, the use of the K more than works. I hate texting lingo and the ease with which miss-spelled words are so readily accepted and, more annoyingly, become fashionable. So, if it was a play on words Kia wanted, why not go whole hog? May I suggest the Canadian version be henceforth called the Coupe-eh!

    THE SPECS

    Type of vehicle Front-wheel-drive compact coupe
    Engine 2.4L DOHC in-line four
    Power 173 hp @ 6,000 rpm; 168 lb-ft of torque @ 4,000 rpm
    Transmission Six-speed manual
    Brakes Four-wheel disc with ABS
    Tires P215/45R17
    Price: base/as tested $18,995/$24,595
    Destination charge $1,455
    Tranpsort Canada fuel economy L/100 km 9.2 city, 6.2 hwy.
    Standard features Automatic climate control, power locks, windows, heated mirrors and sunroof, cruise control, six-speaker AM/FM/CD/MP3/Sirius satellite audio with steering wheel-mounted controls and auxiliary/USB inputs, voice-activated Bluetooth, tilt and telescopic steering, leather seating, heated seats, keyless entry, trip computer, alloy pedals, 60/40-split/folding rear seats, six air bags
    Options Luxury package ($1,100), including navigation system, electrochromatic interior
    mirror, LED tail lights and chrome door handles


    1:00 pm on May 4, 2012
     

  • Drivers everywhere love the Volkswagen Golf GTI. And so they should: The car provides one of the purer driving experiences available from a small car, transforming a regular Golf into a minor pinnacle of performance. The same formula should apply then to the 2012 GLI, the automaker’s highest performing Jetta, right?

    Well, not so fast.

    The GLI is certainly no run-of-the-mill Jetta. Riding on smart-looking 18-inch wheels, the $27,475 (to start) Jetta GLI offers more power over the standard car, uses an independent sport-tuned suspension, a better interior (with a great, flat-bottom leather steering wheel) and a sportier exterior. It is the Jetta I would choose if a Jetta were in my future — even rising above the much-adored Jetta TDI (diesel) because, in part, the GLI’s fuel economy is so good.

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    Out on the highway, at mostly 120 kilometres an hour, it was not hard to achieve 6.5 litres per 100 km in the GLI — pretty close to Transport Canada’s rating of 6.1. In town, my average again hovered very close to the official figure of 8.8 L/100 km. Yes, the diesel is more frugal, but it doesn’t have the same sporting personality or snazzy looks. It’s as though the front-wheel-drive GLI beats with an entirely different heart. And while it’s about the same price as the diesel, it’s cheaper than the GTI by some $1,900 before tax.

    The performance bargain is evident the moment the GLI’s premium fuel is forced into the 2.0-litre in-line four-cylinder, the same engine used in the smaller GTI, and it lets loose all 200 horsepower and 207 pound-feet of torque. There’s a wee curse of turbo lag followed by a rush of acceleration that falls off at its peak, not quite the linear and smooth delivery I was searching for, but nothing to start a forum discussion about either.

    Actually, my complaints about the GLI are scant: The tiny start button, awkwardly located, seemingly needed to be coaxed to make it work correctly. It drove me batty with its inconsistency, which was followed by an unpleasant-sounding start, almost as if metal was scraping against metal.

    And I could not, as part of the keyless entry, regularly lock the doors by the door handle with the key in my pocket; nor would the electronic display between the gauges register speed in digital numbers the way I like.

    The interior quality of the GLI ranges from typically good and tight German specifications to some plain and cheap plastics. Good thing the excellent Bluetooth, simple navigation and clear-sounding, 400-watt digital Fender audio system kept me distracted enough not to dwell on some of the interior parts.

    Aside from those minor gripes, the GLI does a good job of being a pleasing sedan, with a large trunk, ample rear-seat legroom and some of the sweetest steering I have enjoyed outside of a BMW or Porsche. While some have complained the electromechanical steering in the GLI is numb and light, it seemed perfectly weighted to me, with excellent response and immediate turn-in. Honestly, it was one of my favourite parts in the GLI package. The deft steering made the car feel eminently playful. Although the car weighs a not insignificant 1,432 kilograms, the GLI never felt nervous on the winding country roads that surround
    Ottawa. There is some wind and road noise, however, and the tester suffered from an annoying suspension squeak whenever it suffered a significant jolt.

    The six-speed, dual-clutch automated manual transmission, however, shifted crisply and cleanly, even if it tends to shift somewhat early in full auto mode. Switching over to sport mode cures the transmission of its efficiency exercises, and paddle shifters behind the steering wheel make the manual mode the most fun of all. In essence, the multi-mode options on the DSG gearbox make the GLI malleable to whatever mood most suits its driver.

    THE SPECS

    Type of vehicle Front-wheel-drive compact sport sedan
    Engine Turbocharged 2.0L DOHC four-cylinder
    Power 200 hp @ 5,100 rpm; 207 lb-ft of torque @ 1,700 rpm
    Transmission Six-speed DSG automatic
    Brakes Four-wheel disc with ABS
    Tires P225/40R18
    Price: base/as tested $27,475/$33,240
    Destination charge $1,365
    Transport Canada fuel economy L/100 km 8.8 city, 6.1 hwy.

    But is the GLI a true driver’s car? On paper and in theory it certainly should be. The car, built in Puebla, Mexico, carries forward the DNA of the Golf GTI. Essentially, it aims to be a larger GTI with a trunk. Indeed, it looks sharp, rides well and offers decent performance. The problem, then, might not be with the GLI itself but rather its GTI sibling, which has set VW’s performance metrics so high that the GLI has to be that much better. The new GLI is certainly a rewarding car, but it needs to be better, sharper, leaner and more capable than its smaller peer if it’s going to earn the highest praise all by itself.


    1:00 pm on April 27, 2012
     

  • The 2013 Lincoln MKT now wears the company’s new split-wing grille, a distinctive design cue that will eventually roll out across the entire lineup. Beyond the new look, the one thing that struck me is just how far Lincoln has come in just a few years. Look at the Town Car and it is as technologically moribund as any vehicle on the road today. The MKT, on the other hand, is loaded with leading-edge technologies, all of which are designed to make the driver’s life easier and/or safer.

    For example, push a button and the MKT begins to scan the curb for a parking spot large enough to accommodate more than five metres of crossover. When it identifies a spot, it tells the driver to stop, select reverse and control vehicle speed using the brake. The rest of the parking manoeuvre is done automatically — the steering wheel spins left and right as the car is parked to perfection. It is the simplicity of operation that is the most impressive part of the package. Lexus requires all manner of different tasks to be completed before it backs into a space at a snail’s pace.

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    In fact, the MKT delivers more technology than some of its more expensive competitors. The tester arrived with a voice-activated navigation system, a superb THX-certified sound system, adaptive cruise control, a backup camera, cross traffic alert and MyKey. The latter allows the driver to limit the MKT’s capability when Junior takes the keys. There are also lane departure warning and blind spot monitoring systems. The latter is handy because the MKT’s sightlines are not all they could be — it has as much to do with size as anything.

    The rest of the interior is finished with excellent attention to detail. Everything is touch-sensitive, up to and including fan speed and audio volume. Likewise, the screen at the top of the stack, which gives the driver access to the phone, navigation and entertainment functions, is touch-sensitive and a doddle to use. More impressive is the dashboard and the instrumentation contained therein. Flanking the speedometer are two additional screens. The right screen mirrors the information found on the main screen, while the left screen allows the driver to choose as much or as little information as desired. It is very slick and certainly the best way of presenting the information I have yet encountered.

    Aft of that are two bucket seats on either side of an onboard refrigerator (overkill) and another two that comprise the third row. In both cases, the seats are powered. Touch a button and the third row is powered down into its well. Likewise, one touch flips the middle row forward and opens up access to the back seat.

    Naturally, there is a powered liftgate — it includes a soft button by the licence plate that powers the gate open when it is touched with one’s boot. As for space, there is a ton. A roomy 17.9 cubic feet behind the third row, 39.6 cu. ft. with the third row folded and a whopping 75.9 cu. ft. with the middle row flat.

    The MKT is powered by Lincoln’s 3.5-litre EcoBoost engine. With the twin turbos blowing at full gale, it puts forth 365 horsepower and, more importantly, 350 pound-feet of torque. This gives the heavy 2,276-kilogram MKT a spirited launch — enough, in fact, that it scampers to 100 kilometres an hour in 7.5 seconds and manages the more important 80-to-120-km/h passing move in 5.5 seconds.

    All of this power is relayed to the road through a six-speed manumatic with paddle shifters and a very competent all-wheel-drive system. In normal driving conditions, the system powers the front wheels; however, the instant it detects a problem, it sends power rearward in just 16 milliseconds. As such, the system is proactive in all but name.

    THE SPECS

    Type of vehicle All-wheel drive full-sized crossover
    Engine Twin-turbo 3.5L DOHC V6
    Power 365 hp @ 5,700 rpm; 350 lb-ft of torque @ 3,500 rpm
    Transmission Six-speed manumatic
    Brakes Four-wheel disc with ABS
    Tires P255/45R20 (optional)
    Price: base/as tested $50,550/$61,630
    Destination charge $1,600
    Transport Canada fuel economy L/100 km 13.1 city, 8.8 hwy.

    The one thing the MKT does very well is balance the ride/handling equation, and it all boils down to the continuously controlled damping. The system monitors the suspension 500 times a second and makes the necessary real-time adjustments anywhere between 20 and 50 times a second to deliver the right damping at any given time. It certainly had the desired effect, as the amount of body roll for such a large vehicle was limited to a handful of degrees, yet it has a very smooth ride. The system allows the driver to select Comfort, Normal or Sport modes. The last does a number of good things including firming the suspension and adding some needed weight to the steering feel. In the end, it was the setting of choice. There’s also a Sport mode for the transmission. When selected, it locks out sixth gear: If the driver forgets to upshift once up to speed this action kills fuel economy. As such, it renders the setting redundant for the vast majority of the MKT’s driving life.

    The Pontiac Aztek was dubbed the original SUV — Seriously Ugly Vehicle. The Lincoln MKT gives it a run for its money, at least based upon the reaction to its looks during my time with it. There’s no question it is big, bold and, perhaps, a tad too brash for most tastes. The good news is that the MKT has a ton of inner beauty!


    8:00 am on April 27, 2012
     

  • By expanding its C-Class lineup to again include new two-door models, Mercedes-Benz says it is targeting new customers, giving them a stylish and supposedly sporty car that will introduce them to the brand.

    Spending time behind the wheel of the base C 250 Coupe, it’s patently clear the argument for style is going to be easier to make. Defining the relativity of its sportiness will take more effort.

    Let’s start with the sure thing: Now a true coupe rather than the hatchback layout of the last model, the new Coupe wears its fresh design with an air of sophistication that easily meets, if not exceeds, its $39,900 price tag. It takes all the bold styling cues of the C-Class sedan and blends them into the lower wedge-shaped silhouette. From the side, the long wheelbase and the short front and rear overhangs create an optical illusion, making the compact-sized car look larger than it is. Interestingly, from the rear, the Coupe looks slimmer than it is, the width seemingly reduced by the steeply raked rear window, angled C-pillars and tapered rear-quarter panels.

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    It’s not until the hood is popped that one gets a clue that the Coupe might be a bit of a letdown in the go-fast department. Previous C 250s — that’s to say the sedan versions — were powered by a 2.5-litre V6. Now, however, the engine of choice for rear-drive C 250s — sedans and coupes — is a turbocharged direct-injection 1.8L four-cylinder (the AWD C 250 sedan retains the V6). Yes, even the upwardly mobile are getting in on the fuel economy act. The fact that both the C 250 and V6-powered C 350 wear BlueEfficiency badges affixed to their front fenders is a fairly direct indicator of Mercedes’ shift to greener sensibilities.

    That’s not to say the turbo four is a milquetoast. It does generate a stout 201 horsepower from its boosted four cylinders (the same as the 2.5L V6), plus 229 pound-feet of torque at a low 2,200 rpm. If not scintillating, the C 250’s acceleration is at least reasonable when the pedal is put to the metal — the Coupe will hit the 100-kilometres-an-hour mark in about 7.5 seconds. But, under part throttle, there’s not a tremendous amount of urge until the turbo is well spooled up.

    Paddle shifters are offered as part of a $1,900 Sport package to help keep things on more of a boil. Those who prefer using the seven-speed manumatic’s gear lever to self-shift will pooh-pooh the fact that upshifts and downshifts are accomplished through a side-to-side motion of the lever instead of forward and backward. Shades of Chrysler.

    The most disquieting thing, though, is the sound of the engine under load. One expects calm — make that serenity — from any Mercedes powerplant that hasn’t been given the AMG golden hammer. Yet, under more than light throttle, engine noise will be as noticeable as any four-pot belonging to cars costing half as much. Needless to say, it takes some readjustment in attitude.

    Any mechanical coarseness would be easier to take if superior fuel efficiency was achieved. My week with the C 250 generated an average of 9.8 litres per 100 kilometres with a lot of city driving thrown into the mix. That’s not overly profligate, but I was hoping the engine’s parsimony would shine a little brighter.

    If the C 250’s response to the throttle is a little tepid (and one could always fork out bigger bucks for the C 350 and its 302-hp V6 or the mega-power C 63 AMG, for that matter), the two-door’s ride and handling more than live up to expectations. The Coupe comes standard with something Mercedes calls an Agility Control suspension. Essentially an amplitude-dependent damping system, when driving normally with low shock absorber impulses, the damping is automatically reduced for improved comfort. When shock absorber impulses increase, such as high-speed cornering or a quick manoeuvre, the maximum damping forces are set for greater stability. Working in conjunction with the front MacPherson struts and rear independent suspension setup, it’s easily the Coupe’s most impressive performance aspect.

    As part of the aforementioned Sport package, the C 250 also comes with direct steering, dynamic package and smart-looking 17-inch AMG five-spoke wheels, all of which sharpen the ride and handling.

    Interior-wise, the Coupe’s cabin puts on a brave front, decked out with the look and feel of a megabuck ride, replete with shiny wood and aluminum accents. The instrument panel is a three-gauge setup that is nicely trimmed with metallic rings, the three-spoke steering wheel is thick and well padded and the various controls and buttons are well detailed. There’s a standard 5.8-inch central display above the centre stack, with the radio controls and HVAC buttons directly below. The audio system’s speakers are tinny, at least when listening to the news — something I’ve experienced in other Mercedes models — and a major annoyance.

    As for Mercedes’ claim that the Coupe is a full-fledged four-seater, that’s a definite maybe. Certainly, there’s a lot of room for the front-seat occupants, but if they’re long-legged and have the seats back in their tracks, then legroom and knee room for the rear-seat passengers are in short supply.

    Given the Coupe’s raked rear window and wedge shape, rear-view visibility is not the best. While pricey, the $3,000 Premium package includes Mercedes’ Parktronic with parking guidance, an audio/visual warning that lets you know if you’re getting too close to something, whether backing up or going forward. The package also upgrades the audio to a harman/kardon surround-sound system with satellite radio and adds heated front seats, auto-dimming mirrors and power folding exterior mirrors.

    THE SPECS

    Type of vehicle Rear-wheel-drive sports coupe
    Engine Turbocharged 1.8L DOHC four-cylinder
    Power 201 hp @ 5,500 rpm; 229 lb-ft of torque @ 2,200 rpm
    Transmission Seven-speed manumatic
    Brakes Four-wheel disc with ABS
    Tires P225/45R17 front, P245/40R17 rear
    Price: base/as tested $39,900/$46,065
    Destination charge $1,995
    Transport Canada fuel economy L/100 km 9.7 city, 6.4 hwy

    As an entry point to the upscale life (something the lower-priced B-Class does not convey), the C 250 Coupe is a mixed bag. On the plus side, it looks the part inside and out, it handles and rides very well and delivers solid if not outstanding fuel economy. Conversely, there’s an uncharacteristic gruff note to the turbo four-banger and performance — as measured by acceleration — is merely OK.

    I would be more disappointed if the Coupe line consisted of just the 250. But there’s the C 350 and monster C 63 AMG to placate the power junkies. Ultimately, the C 250’s attributes outweigh the negatives; it’s too stylish a car to ignore.


    1:00 pm on April 25, 2012
     

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