Vehicles Blog

Updates from April, 2012

• Beijing • On the Eve of Auto China 2012, held this year in Beijing, Volkswagen Group, which includes Volkswagen, Audi, Bentley, Bugatti, Lamborghini, Porsche, Seat and Skoda, used the famed Water Cube to showcase its future wares — the very place Michael Phelps used to turn the swimming world on its ear.

  Why go to such extraordinary lengths? Potential.

  Related

  • Auto China 2012: Horsepower and sex appeal

  • Ford set to quadruple SUV sales in China

  While the United States and Germany remain strong markets for the VW Group, it is China that leads the way — of the Group’s almost 2.2-million vehicles delivered in the first quarter of 2012, 30% went to China. Here are some of the highlights from Auto China 2012:

  

  Graeme Fletcher for National Post

  The Bugatti Veyron 16.4 Grand Sport Vitesse is powered by a monster 7.9-litre W16 engine that delivers warp-like speed and has a thirst for fuel that’s second to none.

  Bugatti Veyron 16.4 Grand Sport Vitesse

  The Veyron 16.4 Grand Sport Vitesse is powered by a monster 7.9-litre W16 engine that delivers warp-like speed and has a thirst for fuel that’s second to none. With a maximum output of 1,200 horsepower and a mind-numbing 1,106 pound-feet of torque on tap, this open-top speedster runs to 100 kilometres an hour in 2.9 seconds and on to its top speed of 410 km/h! Perhaps more remarkable is that the chassis and race-derived suspension give the Bugatti a claimed lateral acceleration of 1.4 g! Now, lest you think that speed and ultra-high lateral g-forces would ruffle the occupants’ hair, fear not — with the windbreak in place, Bugatti says holding a normal conversation at 200 km/h is still entirely possible. I can hear it now. “Will you slow down or I’m getting out.” “Yes, dear.”

  Porsche Cayenne GTS

  The Cayenne GTS, shown at top, which sits between the S and Turbo models, arrives with a meaner look and a 24-millimetre lower ride height. Along with its beefed up look — the larger air inlets in the front fascia being the biggest giveaway — comes a 4.8-litre V8 engine that pushes 420 hp and 380 lb-ft of torque through an eight-speed manumatic and all four wheels. The net result is a monster truck that runs from rest to 100 km/h in 5.7 seconds and on to a top speed of 261 km/h. Remarkably, the penalty for the extra power and performance is pegged at just 0.2 litres per 100 kilometres more than the base Cayenne S. To ensure the requisite sound emanates from the engine, Porsche has included its twin-flow Sound Symposer system. Essentially, two acoustic channels are linked to the A-pillars. When the driver hammers the gas, flaps in the channels open, giving the occupants an aural treat by amping up the intake noise. Of course, while all of this is going on, flaps in the exhaust are opened to give the GTS a snappy snarl.

  
  

  

  Graeme Fletcher for National Post

  Following on the heels of the debut of the tin-top electric Bug comes the Volkswagen E-Bugster, a sassy-looking convertible that’s powered by an 85-kilowatt electric motor.

  Volkswagen E-Bugster

  Following on the heels of the debut of the tin-top electric Bug comes the E-Bugster, a sassy-looking convertible that’s powered by an 85-kilowatt electric motor. It gets its power from a 28.3-kWh lithium ion battery pack that weighs just 80 kilograms. According to VW, this is enough for a 180-km driving range and a run from rest to 100 km/h in 10.8 seconds. The pie-in-the-sky aspect is the claim that the E-Bugster can be “refuelled” in 35 minutes at a charging station equipped with the right charger. Good luck finding that when you need it.

  

  Graeme Fletcher for National Post

  China also played host to the world premiere of the Nissan Sylphy.

  Nissan Sylphy

  China also played host to the world premiere of the Nissan Sylphy. Normally, it might slide by as being another of the numerous models that will not be sold in Canada. Well, the Sylphy will become the next-generation Sentra. As with the recently released Altima, the Sylphy/Sentra has been kicked up a notch or two both in terms of its style and content — it is much less entry-level this time around. Up front, a new grille and headlights that are underscored by LEDs accentuate the car’s wider stance, and the side profile of the car shows far more character than the outgoing vehicle. At the back end there are more LEDs in the tail lights. The interior also takes a big step forward, with much less hard plastic and more content, including push-button start and a smart key. A new 1.8L engine that’s married to Nissan’s next-generation Xtronic continuously variable transmission will power the Sylphy/Sentra. While there were no hard numbers released, Nissan says the combination will deliver better performance and fuel economy.

  Volvo V40

  Looking like a four-door version of the V30, the all-new V40 is an upscale hatchback that features an oversized sunroof. The interior is certainly a cut above what one expects, with soft-touch materials, watch-like gauges that present information in three distinct formats, along with two of the most comfortable front seats in the business. There is also decent rear seat legroom and 11.8 cubic feet of cargo space. No word on when or if it will come to Canada but, should it make the transatlantic crossing, it will likely arrive with a 180-hp, four-cylinder engine with direct injection and a turbocharger. The latter ensures that 177 lb-ft of torque is delivered at a low 1,600 rpm. As shown, the V40 was offered with a six-speed manual or six-speed powershift transmissions. In keeping with Volvo’s safety philosophy, it will come with everything from lane keep assist and blind spot monitoring to Volvo’s advanced pedestrian detection system.

  

  Graeme Fletcher for National Post

  The award for least noteworthy launch goes to Range Rover. It revealed a special edition of its popular Evoque crossover — one designed in conjunction with former Spice Girl Victoria Beckham.

  Miscellaneous

  The award for least noteworthy launch goes to Range Rover. It revealed a special edition of its popular Evoque crossover — one designed in conjunction with former Spice Girl Victoria Beckham. The bespoke finish includes 20-inch wheels, a rich leather interior and rose gold accents dotted throughout the three-door Evoque. According to Gerry McGovern, Land Rover’s director of design, “Victoria herself inspired the use of rose gold. She was wearing dark clothes and a rose gold man’s watch. Apparently, it was the contrast between a slim feminine wrist and a man’s watch that got Land Rover’s mojo going. A grand total of 200 will be available worldwide. Why bother?

  

  Graeme Fletcher for National Post

  Having shocked the world at the Geneva Motor Show with its take on a luxury SUV, Bentley was usurped as the purveyor of the ugliest vehicle on display in China by the Geely Emgrand GE.

  Having shocked the world at the Geneva Motor Show with its take on a luxury SUV, Bentley was usurped as the purveyor of the ugliest vehicle on display in China by the Geely Emgrand GE. To say it was battered with a really big ugly-stick is being way too polite! The bulbous nose and gigantic big mouth bass-like slatted grille are only eclipsed in the ugly department by the ungainly crest atop the hood. And, trust me, the view from the rear doesn’t get any better.

  
  

  

  
  2:00 pm on April 23, 2012
   

• You gotta love capitalism. Yesterday’s terrorist haven is today’s burgeoning market. In a recent report in Automotive News, none other than Iraq is the new darling of major automobile manufacturers. The automotive tome noted that Volkswagen, General Motors, Ford and Chrysler are all pushing to expand their presence in the formerly (and, skeptics might say still) war-torn Middle Eastern country.

  Related

  • Motor Mouth: I hoard motorcycle parts. Just in case

  • Motor Mouth: Marchionne seeks automotive threesome

  Iraq’s automobile market is currently less than 100,000 units annually, but, thanks to rising incomes, rapid economic growth and so-called safer streets (hey, only “1,500 Iraqi civilians were killed by bombs, sniper and roadside ambushes last year,” according to Automotive News, down from a peak of 34,500 in 2006), so Automotive News is reporting that some major players are forecasting growth of as much as 30%. General Motors already sells 32,000 cars there a year, making it the company’s second largest market in the Middle East after Saudi Arabia. That’s a mere pittance compared with the 9.025 million vehicles The General sold last year, but the company had targeted the Middle East for expansion. Sectarian violence, improvised explosive devices and state-fuelled religious intolerance be damned, we can sell them some cars, so let’s build us some dealerships.

  Of course, any additional successful market is desperately needed if the auto industry’s recent revival is to continue unabated. China is, by most estimations, slowing its recently explosive growth. Ditto India. And just when you thought we could go back to ignoring the Europeans (thanks to the collective sigh we all breathed when Greece’s bond devaluation deal was finally signed) comes news that the entire EU auto market is about to come tumbling down, dragging all of us with it.

  Bloomberg News is reporting that General Motors sees “clearly deteriorating” sales exacerbating the same kind of production overcapacity that crippled the American auto industry before its bankruptcies/restructuring/debt reduction of 2009 to 2011. According to Dan Amman, GM’s chief financial officer, worsening vehicle pricing — transaction prices are said to have dropped more than $200 in just the last three months — indicate greatly reduced demand. GM, Bloomberg reports, lost $747-million in Europe last year and $15.6-billion since 1999. The $420-million tie-up with PSA/Peugeot-Citroën reported in this column two weeks ago is the company’s most recent attempt to address its overcapacity issues.

  And, unlike the most recent downturn, automakers are not counting on government “scrappage” incentives to artificially boost sales. Despite the recent improvement in Greece’s debt relief, the European economy continues to sour, weighed down by massive debt, debilitating unemployment and chronic over-regulation of the industry. Throw in the fact that, by some estimations, the Europeans may have as much as 20% too much automobile production capacity for current market demands and you have the same recipe for disaster that plagued the U.S. automakers through the last two decades.

  The difference is that our domestic auto industry has already swallowed its Buckley’s — you know, “It tastes awful. But it works” — General Motors declaring bankruptcy (as did Chrysler), shucking income-dragging brands (as did Ford), laying off workers (as did both Chrysler and Ford) and shuttering plants (ditto Chrysler and Ford). Save for the seemingly never-ending death spiral of Saab (and its demise was sparked by GM), Europeans did not react to — or, as those nasty vulture capitalists might say, did not take advantage of — the Great Recession with any dramatic restructuring. Indeed, Fiat CEO Sergio Marchionne recently called for European Union intervention in reducing the industry’s overcapacity, though Volkswagen, the only major European automaker to make a profit last year, rejects such calls for government intervention.
  The result, as anyone who’s ever tried to peel off a Band-Aid slowly knows, would appear to be a simple delay of the inevitable pain. Hence why Opel is crawling into bed with PSA/Peugeot-Citroën and Fiat is willing to sleep with, well, just about anybody. Volkswagen is said to be fuelling the troublesome price declines by using its heft — and profits from its successful luxury brands — to buy market share. No wonder Marchionne has been so preoccupied with expanding his Fiat/Chrysler/Who-wants-to-love-me-now conglomerate.

  Of course, all this may be the same tempest in a teapot that the Greek debt crisis turned out to be (says he, crossing all his fingers and toes in the hopes that he jumped back into the stock market at the right time). The Economist, in its latest issue — Crikey, Ginger! Can It Be … The Recovery?!! — is predicting a steady, if subdued, recovery (albeit with the same aforementioned crossing of hearts and hoping to die) that would seem to make any weakness in the European auto market of minimal consequence.

  Of course, General Motors guaranteed it was not declaring Chapter 11 and Rob Ford promised Torontonians a subway.

  
  

  

  
  8:00 am on March 29, 2012
   

• Haven’t we heard this malarkey before? Sergio Marchionne, CEO of Fiat and erstwhile American automaker Chrysler, wants another partnership, this time with someone out east, say Mazda or Suzuki. It’s all part of Marchionne’s theory that only the largest shall survive the impending shakeup about to wreak havoc in the automotive industry. Or so says his crystal ball.

  Meanwhile, General Motors is hooking up with PSA/Peugeot-Citroën to cure the travails of its perennial money-losing subsidiary, Opel. Of course, having the French telling the Germans how to improve efficiency is a little like the Italians explaining to Americans how to make more reliable cars. Methinks the saviour brings precious little to the table.

  Related

  • Motor Mouth: Harley-Davidson is no longer a niche brand

  • Motor Mouth: Powerplant pollution is not a new concern

  But Marchionne is committed — as GM seems again — to the ideal that, in the automotive world, bigger is always better. The combination of Fiat and Chrysler is still selling about 50% too few cars for its be-sweatered CEO, who sees eight million cars a year as the lower threshold of viability for a major player in the industry (by the way, only GM, Toyota and Volkswagen currently meet that criteria).

  The problem is that, while the merge-and-acquire theorem of success may make sense on a corporate ledger and in the heartless synapses of chartered accountants, it hasn’t worked so well in real life.

  General Motors, as the name implies, has been a veritable smorgasbord of disparate automakers, some still current (Chevrolet, Buick, Cadillac and GMC), some recently departed (Saab, Saturn, Oldsmobile, Pontiac and Hummer) and still others long forgotten (McLaughlin, Oakland and countless more). But, although the company has recently returned to what I am sure it sees as its rightful place atop the global sales chart, its success is hardly about the bigger-is-better motif. Indeed, quite the opposite; the company didn’t return to the black until its recent forced ditching of underperforming brands. Its recent success has more to do with jettisoning debt, contracts and loads of unloved model lines than any expansion of its portfolio.

  Ditto Chrysler. It seems like only yesterday that Daimler was welcoming the Auburn, Mich.-based automaker into its bosom only to have the entire merger of unequals fall apart in internecine jealousies nine years later. Does anyone really think it is Fiat’s superior management that is floating Chrysler’s boat or, as is more likely, the shedding of debt and obligation through bankruptcy that is feeding the company’s recent glorious turnaround?

  Meanwhile, Ford, arguably the most successful of Detroit’s once mighty Big Three, became the darling of the automotive media largely because it dumped — voluntarily in this case — all its extraneous brands. Aston Martin, Jaguar, Land Rover and Volvo were all sold/dispensed/thrown-to-the-wolves so that it might concentrate on its core brand (OK, two core brands, but many wish the Blue Oval would also deep-six laggardly Lincoln as well). Even then — and still — profitable Mazda, one of the apples Marchionne reportedly covets, was largely shunted aside.

  Even the latest darling of the grandiose, Volkswagen, is finding managing so many disparate interests difficult. Remember three years ago when VW’s takeover of Porsche was imminent? Well, the actual nuptials are still as elusive as a George Clooney “I do” and, indeed, VW’s majordomo, Ferdinand Piech, is in trouble with German law-and-order types because a German court couldn’t figure out whose interests he was serving when the whole mess went down (Piech served on the supervisory board of Porsche at the time of the imbroglio while also being the chairman of VW).

  Meanwhile, the other apple of Marchionne’s eye, Suzuki, is in the midst of a separation from Volkswagen as acrimonious as any Kardashian divorce. The German and Japanese automakers penned a stock-swap partnership back in 2009, but that fell apart when Suzuki approached — you guessed it — Fiat for a new diesel engine instead of relying on partner Volkswagen (if this is starting to sound like TMZ Television or an episode of Big Love to you, you’re not the only one).

  The more you look at recent automotive history, the more the odds are against the success of mergers/partnerships, so much so that one has to wonder about the true motivation of these recent developments. I suspect General Motors’ announcement of the Peugeot alliance is just GM doing what it has traditionally always done, trying to acquire expertise. And, likewise, I suspect that Marchionne’s true rationale for incessant acquiring/partnering is that he wants to dilute the importance of the troublesome Fiat division as much as possible (since he took over the Italian automaker, he’s been fighting with Fiat’s unions and trying to move as much production as possible out of Italy). Indeed, things seem so desperate Automotive News is reporting that Marchionne tried to broker an alliance between GM and Fiat (cue those Hollywood bed-hopping metaphors again).

  GM will not solve Opel’s over-capacity production problem and declining market share by joining hands with similarly challenged Peugeot. And the solution to the problem of managing two disparate car companies with vastly different cultures is not to make it a threesome. Contrary to what actor Bill Paxton and his band of merry Mormons think, the solution to one troubled relationship is not adding yet another spouse to the household.

  And, if the drama in the four-wheel world isn’t enough, CAR magazine is reporting that Audi, Volkswagen’s luxury arm, is looking to purchase superbike specialist Ducati, possibly by mid-April.

  
  

  

  
  8:00 am on March 15, 2012
   

• Hyundai’s Elantra was declared the 2012 Canadian Car of the Year by the Automobile Journalists Association of Canada (AJAC) at an early morning news conference at the Canadian International Auto Show in Toronto. This follows its Car of the Year honours in January at the North American International Auto Show in Detroit, a marketing boost for the car with the fastest U.S. sales growth in the Korean automaker’s lineup.

  Related

  • Preview: 2012 Hyundai Elantra/Accent

  • Hyundai adds European flair to handling, design

  Hyundai won three out of the 11 “Best New” categories, announced in October 2011. All “Best New” category winners are eligible to compete for the overall crown of either the “Canadian Car of the Year” or the “Canadian Utility Vehicle of the Year.” The Hyundai Elantra was also the winner in the “Best New Small Car over $21,000″ class.

  National Post made its award predictions here.

  

  Handout

  AJAC declared the Volkswagen TDI Clean Diesel the 2012 Canadian Utility Vehicle of the Year.

  AJAC declared the Volkswagen TDI Clean Diesel the 2012 Canadian Utility Vehicle of the Year. Volkswagen won the “Best New SUV/CUV ($35,000 o $60,000)” class when the category winners were announced in October 2011.

  The rigorous TestFest evaluation program includes real world driving on public roads — exactly where consumers drive so that the test and vote results posted to the AJAC website are relevant to potential car and truck buyers.

  
  

  

  
  10:28 am on February 16, 2012
   

• Nice, France • The up! is a funky urban runabout that’s just hitting Volkswagen dealerships in Europe. At its launch, it will be offered as a three-door hatchback; however, a five-door derivative is to be shown at the Geneva Motor Show in March. It is part utility vehicle and part passenger car, but it is all about function and choice — there’s Take up!, Move up! and, of course, the loaded High up!, along with the up! Black and the up! White, the car tested.

  Related

  • Preview: 2013 Volkswagen CC offers ‘comfort’ and ‘sport’ modes, depending on your day

  At just more than 3.5 metres long, it qualifies as a compact, but there’s a surprising amount of room — enough that a cowboy can keep his 10-gallon hat on without making friends with the headliner. True, there’s not much rear-seat leg space if the front seats are fully rearward, and getting back there does require agility, but for a family of four or five, it works very nicely.

  The utility side is found in the car’s  cargo-carrying capacity. With the 60/40-split/folding-rear seat upright, it makes light work of 8.7 cubic feet of stuff, and it includes a hard privacy cover, which keeps prying eyes off any valuables stored back there. Folding the seats down opens up a generous 33.6 cu. ft. The fact the space is nicely squared off and the vertical hatch is wide and cut to bumper level makes filling it up an easy proposition.

  Up front, the function continues. The cabin itself is very nicely finished. Yes, there is a lot of hard plastic, but it is nicely textured and it is butted together with the sort of precision one expects of a more expensive ride. The cloth front buckets are comfortable and the driving position is very good, as are the sight lines to the side and rear. Beyond that, there are some clever ideas. The portable navigation system, for example, not only gives directions with a marble-mouth British accent, it also houses a detailed trip computer and it allows the driver to display oil and coolant gauges, pair a cellular phone and access the audio system via the touchscreen or by telling the system what to do.

  When it comes to the engine, the up! features a diminutive 1.0-litre three-cylinder motor that puts forth 75 horsepower and 70 pound-feet of torque. As they appear on paper, the numbers seem awfully underwhelming. A stopwatch backs that impression up! — zero-to-100-kilometres-an-hour runs take 13.2 seconds, which is verging on calendar-like. The up!-side, however, is that it feels so much more responsive and peppy. In fact, the only time the up! felt as though it could do with more motivation was when climbing some of the steeper hills north of here.

  If there is a knock, it is the same as all engines with an odd number of cylinders — the engine note, especially as the tachometer sweeps toward redline, is rather coarse and grumbly. At first, it really did bother me. However, time behind the wheel saw the aggravation factor fade into the background. That stated, if the up! is going to make the trip across the Pond, it should arrive with a four-banger. It would add a little more top-end performance and eliminate the engine’s plaintive tone.

  Much of the credit for the up!’s  surprising peppiness has to do with the five-speed manual gearbox — the only transmission offered at this point. The throws are short, the clutch is light and the ratios squeeze the best out of the engine. The first four gears focus on acceleration, while fifth brings excellent fuel economy. The up! has an average fuel economy rating (based on the European test cycle) of 4.7 litres per 100 km. That is as good as many hybrids.

  The up!’s ride and handling are also very good. The ride is comfortable and the handling is competent. The steering is also nicely weighted steering. When pushed down some pretty twisty blacktop, the up! stuck to the driver’s intended line without the sort of understeering characteristic I was anticipating.

  The up! also shines when navigating the tight confines of a European city. It’s biggest asset is the extraordinarily tight turning circle. At one point, I was heading down a back alley that was getting ever narrower. Right about the time I was beginning to regret following the navigation system’s suggestion for a shortcut, the road opened to about the width of a regular lane — the up! was turned around in a heartbeat.

  What the up! has going for it is a cute look, surprising utility and a great deal of refinement, all of which would seem to make it a no-brainer for Canada. Sadly, the up! is not likely to land here in the foreseeable future. It all has to do with price and the fact it is built in Europe.

  Ideally, for the up! to succeed here it needs to start at a loonie under $14,000. That, as it stands, is a tall order. However, an optimist might point to the fact that Fiat is managing to push 500s out the door for silly money. I would take an up! over a 500 any day.

  
  

  

  
  2:00 pm on January 27, 2012
   

• BERLIN • Volkswagen, Europe’s biggest automaker, will likely complete its takeover of luxury car group Porsche this year after clearing key hurdles, according to a German media report Sunday.

  Related

  • Preview: 2013 Volkswagen CC offers ‘comfort’ and ‘sport’ modes, depending on your day

  News weekly Der Spiegel writes in its upcoming issue that VW, which owns 49.9% of Porsche, may buy the 50.1% stake in the manufacturer of the iconic 911 car for 3.9-billion euros ($5.1-billion) in 2012.

  The report cites unnamed VW executives.

  Porsche has built up massive debts as it looked to seal a tie-up with VW and Der Spiegel says two previous obstacles now look surmountable.

  Volkswagen will avoid having to pay more than 1-billion euros in taxes for completing the deal before 2014 by creating a holding company to buy and maintain the stake in Porsche, according to the report.

  VW would also meet Porsche’s demands for independence by signing a contract giving the sports car maker control over its investments and models, Der Spiegel says.

  Porsche spectacularly tried to take over VW in 2008, but the attempt failed and the sports car maker was in turn saved by Volkswagen.

  A VW spokesman declined to comment on the details of the report.

  “But in principle, we aim to complete the transaction as quickly as possible,” he says.

  
  

  

  
  10:08 am on January 24, 2012
   

• Having grown up with a continuous supply of Jeep Wagoneer station wagons (plus one or two Land Rovers) in my family, I have never been able to generate the righteous contempt some of my colleagues have for the sport-utility segment. Even my hypocrisy has limits.

  Related

  • Road Test: 2012 Volkswagen Beetle

  Still, I have often pondered the need for oversized (cue Simpsons reference) Canyoneros as gasoline-depleting suburban mall assault vehicles. Fortunately, the spike in fuel prices over the past couple of years, coupled with the recession, seems to have restored some semblance of normalcy to this automotive segment.

  Likewise, I have been conflicted regarding the whole “sport-utility vehicle” nomenclature. Truly, how much actual sportiness is there in these jacked-up four-wheel-drive family wagons?  I’m not talking about blistering acceleration such as is capable from the likes of the larger Jeep Grand Cherokee SRT8 (zero to 100 kilometres in 5.4 seconds) or AMG-infused Mercedes M-Class, just an uptick in performance and handling above and beyond the norm.

  Fortunately, again, there seems to be a fair bit of movement toward the sporting side of things, courtesy of compact-sized SUVs powered by turbocharged small-displacement four-cylinders. Since the Acura RDX got the ball rolling in 2007 (not to take anything away from the original Subaru Forester), we can add the Audi Q5, BMW X1, Kia Sportage, Mini Cooper S Countryman, Nissan Juke, Range Rover Evoque, (revised) Forester and Volkswagen Tiguan (the subject vehicle here) as well as the upcoming 2013 Ford Escape.

  Since its debut for the 2009 model year, the premium-priced Tiguan has been described as the GTI of compact SUVs by the motoring press, and Volkswagen has done little to dissuade us of that notion (its tagline for the sport-ute is “responsibly wild”). It’s not completely without merit since the Tiguan is powered by the same turbocharged 2.0-litre four-cylinder as the GTI hot hatch. Then again, it’s more than 200 kilograms heavier and has a significantly higher centre of gravity — just to throw in some perspective.

  Still, the Tiguan is a handsome rig, made all the more so for 2012 courtesy of a freshening, specifically lighting upgrades and changes to the front and rear ends to give the vehicle more of the “family” look.  Inside, the revisions are slight, with minor changes to switchgear. The drivetrain remains unchanged, however — not that this is a bad thing.

  It’s not the first time I’ve said it nor will it be the last, but VW’s 2.0 TSI four-cylinder is one of the auto industry’s truly great engines, its 200 horsepower more than capable of handling the all-wheel-drive Tiguan’s 1,544-kilogram weight. It’s not so much the ponies but the 207 pound-feet of torque — available from a low 1,700 rpm and sticking with the program all the way to 5,000 rpm — that assists in the SUV’s acceleration time of 9.2 seconds to 100 kilometres an hour, though it feels quicker. That said, for the motorheads out there who want their sport-utes to feel like sport sedans, two of the newest higher-end versions — the more muscular 241-hp X1 and 240-hp Evoque — are significantly quicker (6.8 seconds and 7.6 seconds, respectively, to 100 km/h). The Tiguan’s passing power is quite adequate — 80 to 120 km/h takes 7.2 seconds. As for fuel economy, I averaged 12.7 litres per 100 kilometres (premium unleaded) during my time with the tester, which isn’t too bad for the size of the vehicle and the type of commuting I was doing.

  The engine is mated to a either a six-speed manual (standard on the base Trendline and mid-range Comfortline front-wheel-drive versions) or six-speed Tiptronic manumatic (optional on Trendline and Comfortline and standard on the top-end Highline 4Motion). The tester was the Highline, and the manumatic makes the most of the engine’s low-end grunt. It also upshifts early under light throttle to enhance fuel economy. However, I found that when driving up longer inclines — I live in an area that is quite hilly — the engine revs sometimes dropped to a level that bogged the Tiguan before the transmission downshifted. Shifting into manual mode with the console-mounted gear lever rectified the situation.

  Like the GTI, the Tiguan isn’t the fastest of its ilk, but it is one of the most balanced, with ride and handling that complements the engine. If its performance figures have been surpassed by some of the newer members of the turbo SUV fraternity, it redeems itself with driving dynamics that are simply first-rate. Its fully independent suspension system uses struts up front and a multi-link setup for the rear, which not only capably handles potholed tarmac, it also provides a definite sporting element when taking curves and on-ramps.

  The electro-mechanical steering system has a good heft to it without the numb feeling some similar systems generate and gives the driver a decent accounting of what’s going on underneath him or her.
  After a spell of warm, wet weather, some snow and sleet finally arrived; this meant the 4Motion all-wheel-drive system got to do its thing. The Haldex system comes with the electronic logic to pro-actively lock the differential in certain situations, thereby distributing power to all four wheels before the fronts lose traction. Backed up by four-wheel disc brakes with ABS, traction control and an electronic stability program, the SUV displayed surefooted grip on slippery surfaces.

  Being the Highline, the tester was fully equipped with the necessary modern conveniences and then some, optional Technology and Sport packages adding $4,200 to the model’s $38,875 price tag. The cabin, although laid out in a conservative, straightforward manner, is particularly well finished, with quality materials and above-average fit and finish. Thanks to a massive panoramic power sunroof, the dark interior was a lot brighter and cheerier than it would normally have been. The front seats are comfortable and provide plenty of support for long distances, while there is just enough room in the back row for a couple of six-footers.

  Even though the Tiguan’s sightlines are quite acceptable for an SUV, the rear park distance control was the most useful feature of the $2,300 Technology Package (which includes a navigation system), especially when backing into parking spaces. However, a rear-view camera used to be part of the package, but it is no longer offered — a short-sighted decision, I think.

  Also useful is the trunk area as the 60/40-split rear seats can be folded flat. In the upright position, there’s 23.8 cubic feet of cargo capacity. Dropping both seats more than doubles capacity to 56.1 cu. ft. The front passenger seat can also be folded flat to allow longer items to be carried.
  When it first debuted, the Tiguan, like the Acura RDX that preceded it, managed to establish a sporty reputation against similar-sized but more mainstream compact utes such as the Honda CR-V and Ford Escape while still being less expensive than other European models such as the Q5, BMW X3 or Mercedes GLK.

  Against the likes of the new BMW X1 and Range Rover Evoque, however, that sportiness has been surpassed. Still, the Volkswagen’s highly regarded 2.0 TFSI engine, impressive ride and handling, clean styling and tidy cabin cannot be dismissed. For those looking to downsize from larger sport-utes or upsize from compact sedans, the Tiguan remains a strong candidate.

  
  

  

  
  9:00 am on January 20, 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.

  Related

  • Motor Mouth: Fuel economy is what sells

  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