Autovision Spring Issue 2009

• ACURA TL SH-AWD • AUDI R8 V10 • FORD FUSION HYBRID • HARLEY-DAVIDSON ROCKER • BMW HP2 SPORT • • INFINITI FX35 • LEXUS RX 350 • MAZDA3 • BMW 335d • NISSAN 370Z • TOYOTA VENZA • MINI CONVERTIBLE • • VOLKSWAGEN GOLF • VOLVO XC60 •

AUTOVISION SPRING 2009

LET THE SUN SHINE

31 luxurious convertibles

WHAT’S NEW A furious motorcycle concept and a Mercedes SLR commemorating Stirling Moss

GEAR HEAD Canadian designer fulfills his dream

TRACK ATTACK

II

Motorcycling at its finest

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focus on convertibles Let the sun shine

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Track Attack II Hooning around the race track

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gearhead Canadian designer fulfills his dream

previews Volkswagen Golf

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Infiniti FX35

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Nissan 370Z

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Harley-Davidson Rocker

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BMW HP2 Sport

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Ford Fusion Hybrid

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Audi R8 V10

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Acura TL SH AWD

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Volvo XC60

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Lexus RX 350

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Mazda3

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BMW 335d

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Toyota Venza

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Mini Convertible

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Publisher David Booth (416) 510-6744 dbooth@autovisionmagazine.ca • Consultant Brian Harper • Gear Head Graeme Fletcher • Gadget Guy Lowell Conn • Creative Pixel Manipulator/Editorial Assistant Steve Maver • Print Production Manager Phyllis Wright 416-510-6786 • Copy Editor Martha Uniacke Breen / Pat Cancilla •

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what’s new A furious motorcycle concept and a Mercedes SLR commemorating Stirling Moss

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INSIDE

Oh, Lord, I’m going to get some letters on this one. Here we are in the midst of the biggest crisis in automotive history with the Big Three literally on the verge of collapse and the worldwide economy veering off the track toward recession/depression/choose your economic holocaust. Yet, my solution to this four-wheeled mess is to, wait for it, raise gasoline taxes. And not just a little, symbolic uptick, but massive increases. Huge even.

Before you pillory me on a pyre of fiscal conservative angst, please be aware that I absolutely hate taxes. Nonetheless, and despite loving cheap gas as much as the next consumer, raising the price at the pumps could minimize collapse toward U.S. dependence on foreign oil, reduce pollution and, ironically, help save the North American automakers. The first two points have been argued ad nauseum and with little effect since consumers have continuously rejected the concept of higher tariffs on our precious gas. But, in times past, higher fuel prices have always been seen as anathema for the domestic automakers, which relied heavily on the profits from gas-guzzling pickups and gargantuan SUVs. The difference now is that, after years of stifling development on fuel-efficient vehicles and relying on gluttonous V8s, the Big Three have finally committed themselves to increasing fuel economy and reducing greenhouse gases. Ford has announced its EcoBoost engine program, Chrysler increased hybrid technology and General Motors has spent lavishly on its Volt program. All have decreased pickup production as well as shuttered SUV plants and/or shelved future full-sized sport utility development. Whether it be good corporate behaviour or simple economic sense, all have committed to reducing their environmental footprint.

Now gasoline costs two greenbacks a gallon/80 cents a litre. Already, pickup sales south of the border are resurgent, if nowhere near all time highs. The public demand for more economical cars is less prevalent and the consumer’s love for anything with a hybrid badge is waning.

The problem is that things such as the shuttering of plants, the development of turbocharged V6s to take the place of V8s and the engineering of a lithium-ion battery capable of the rigours of automotive propulsion takes years. These are not things that can flicked off at a moment’s notice only to be restarted two years hence when the price of crude oil goes up again (for who among us thinks this downswing is permanent). While Chevrolet’s Volt has a chance of persuading consumers to pay a premium for its gas-sipping technology at a buck-and-a-half a litre, it stands precious little chance at showroom success if fuel costs 75-cents-a-litre.

The best thing for our environment and, again ironically, the domestic automakers then might be a dramatic hike in gas taxes. Complain all you will about how painful it was to fill your gas tank, but don’t forget that we all behaved a little better and more frugally when high-test was $1.44 a litre. We drove a little less, we traded in our vainglorious SUVs for something with better fuel economy and there was even an increase in car-pooling. More importantly, it forced the Big Three to develop superior technology, plans they (and we) can ill afford to change.

It’s even possible the whole process could be revenue neutral. Any increased revenue from gasoline could be returned to the consumer via a GST rebate. In the United States, the monies could fund the billions and billions of dollars that saving the Big Three will cost. Yes, administering such a program would be difficult, but it would be not nearly as troublesome as dealing with the twoand-a-half-million jobs lost should Detroit stop manufacturing automobiles.

And to all those who’ve already started laying irate “pen” to keyboard, please note that I recently changed my e-mail to DBooth@I-can’t-hear-you.com.

By David Booth

what’snewconcepts to mainstream Porsche 911 GT3 In a long line of ultimate Porsches, this may be the most, er, ultimate-ist.

Going on sale late this year as a 2010 model for $138,100, the naturally-aspirated GT3 takes the 911 deeper into Turbo territory with an amazing 435 horsepower. Porsche says the 3.8-litre flat six will scoot the GT3 to 100 kilometres an hour in just 4.1 seconds. And, if OPP Commissioner Julian Fantino isn’t looking, it’ll top out at 312 km/h. Porsche’s Active Suspension Management and antiroll bars make quick work of corners and, for the first time, the GT3 comes with stability management to contain all that power.

Volkswagen BlueSport

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Small, sporty and aimed at the young at heart, Volkswagen’s new BlueSport roadster concept looks suspiciously like an Audi TT (if you’re going to mimic someone’s design, Audi is always a good choice), but the “Blue” part of its moniker means it is powered by one of Volkswagen’s latest-generation 2.0L turbodiesels. That gets you 172 hp, 258 pound-feet of torque and a zero-to-60 miles-per-hour (naught to 96 km/h) time of just 6.2 seconds. Better yet, all that open-air sportiness is accompanied by a 42 (U.S.) miles-per-gallon average fuel economy, claims Volkswagen.

Mercedes-Benz SLR Stirling Moss One of the great things about being a storied marque is that you have all manner of historical figures to commemorate. In Mercedes’ case, prime among those is Stirling Moss, the winner of the last Mille Miglia. The SLR Stirling Moss is, in fact, the second SLR to commemorate the legendary racer, following the 2007 release of the 722 Edition honouring Moss’s 1955 Mille Miglia race win.

The Stirling Moss is far more radical, adopting dramatic styling revisions that hearken back to Moss’s open-top SLR 300. There’s no windshield or roof, just two small wind deflectors to reduce the air flow penetrating the cabin.

Power comes from the SLR’s 5.5L supercharged V8, boosted in this case to 650 hp. Production will be limited to 75 units beginning next June, and the last of the SLRs will carry a sticker price of 750,000 Euros.

Audi Sportback Concept Competing with BMW for the hearts of the young and young-at-heart, Audi jumped into the sedan-dressed-up-as-a-coupe fray with its A5-based Sportback Concept. Emboldened by the success of Jaguar’s XF, the Mercedes CLS, and Volkswagen’s Passat CC, Audi’s four-door coupe is a substantial 4,950 millimetres long, yet only 1.4 metres high, for a wind-cheating silhouette.

The concept’s aerodynamic profile helps get optimal fuel economy out of the 3.0L V6 turbodiesel. Audi promises the diesel-powered Sportback will sip fuel at the rate of just 5.9 litres for every 100 kilometres travelled. Other highlights to the lightly disguised production car are a large panoramic sunroof and the LED headlights that are quickly becoming an Audi trademark.

THE TOTALLY, COMPLETELY, 100% NEW MAZDA6. WITH 272-HORSEPOWER, AVAILABLE BLIND-SPOT MONITORING

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Lincoln C Concept Looking to break into new market segments, Lincoln also used its new C Concept as a showcase for its ever-expanding Sync communications technology.

Based on the company’s small-car platform, the five-door hatchback uses a 1.6-litre EcoBoost turbocharged four for 178 horsepower and 5.5L/100km fuel economy on the highway. As for Sync, Lincoln sees the highest-echelon version of the system becoming completely interactive, with voice recognition as well as a computer that can read e-mails aloud and co-ordinate events on your personal electronic calendar.

Cadillac surprised the assembled journalists at this year’s North American International Auto Show with an Electric – Extended Range Vehicle based on the upcoming Cadillac CTS Coupe.

Essentially the Chevy Volt’s E-Flex architecture adapted to the luxury segment, the four-seater Caddy promises 64 kilometres of gasoline-free motoring before its batteries run out of juice. The electrified CTS may make even more sense than the Volt (which was driven into the show in its production format, by the way), since its audience can better afford the premium the E-Flex architecture engenders, at least in its first, most expensive generation.

SYSTEM, FIRST-OF-ITS-KIND INTERIOR WELCOME LIGHTING AND MORE. SEE DETAILS ON PAGE 41.

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Cadillac Converj

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Nissan GT-R Spec V Oh, gee, here’s just what the world needs; a faster Nissan GT-R. Currently rated at a ridiculously low 480 hp (when most pundits think the actual rating should be closer to 550), Nissan is applying its SpecV magic to its iconic supercar and boosting up the turbochargers for even more horsepower. It also gets lighter magnesium wheels for quicker acceleration and reduced unsprung weight. There’s also a heaping dose of carbon fibre — Recaro seats, rear spoiler, front grille, etc. — for exactly the same effect. Considering that the Nissan is currently the second-fastest car around the Nürburgring (after the new Corvette ZR1), it seems unnecessary, but so very desirable. Unfortunately, the SpecV version will be exclusive to Japan and only sold through seven dealers. The cost?

About 15,700,000 yen or about $207,000.

I can’t tell you whether Honda’s new Fury will be smash sales success. I don’t know how much it will cost. Or even whether it’s just the start of a long line of new radical Honda customs.

But I can tell you that this latest custom is accompanied by the best tagline Honda has ever coined for any of its cruisers; “It’s the chopper you would build for yourself – if you had a factory instead if a garage.”

In this case, bold words are matched by bold styling, the Fury looking all the world like an escapee from Orange County Choppers. The raked out VTX1300 features the longest wheelbase – 1808.5-millimetres – of any Honda production motorcycle. It rides on the now de rigueur 200 series rear tire while the front hoop is a skinny 90/90-21 affair. There’s a single shock rear suspension that emulates the “hardtail” look and the Fury is the first of Honda’s 1,312 cubic centimetre V-twins to enjoy fuel injection.

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Honda Fury

PREVIEW

2010 Volkswagen Golf

Downsized, Not Compromised B Y C L A R E D E A R I N R E Y K J AV I K , I C E L A N D

olkswagen wants to nudge the bar to new heights in the compact sedan segment at a time when consumers are looking to downsize their vehicle aspirations.

With buyers’ preferences shifting from big gas guzzlers to trimmer, more efficient models, interest in smaller vehicles is on a roll. But shoppers still want the touches of luxury and comfort they’ve become accustomed to in their large sedans and SUVs, and VW is confident the upgrades it has made to this sixth generation of the popular Golf will meet those expectations.

The arrival of the new Golf in Canada next year will signal the end of a familiar nameplate — the Rabbit will again fade into the bushes, replaced by the Golf badge.

Although only on the market in our country for a couple of years, the current-generation Rabbit was actually known as a Golf outside North America — and it had been on sale for three years globally before it showed up here.

The Golf is a key product for VW worldwide. In Canada, it trails only the City and Jetta in overall sales.

Bruce Rosen, VW Canada’s director of marketing and communications, says his company, which is now independent of its U.S. cousin,

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intends to build a “family of Golfs” that could eventually include the City and Jetta Wagon. Initially, however, the family will be limited to a threedoor sedan and a five-door hatchback, plus a new GTI iteration that was be introduced at the Paris auto show.

Canadian specifications are still being finalized, but the new Golf will share the same 2.5-litre five-cylinder engine currently in use here, while the GTI will be powered by the 2.0L TSI engine. The transmission choices will be a six-speed manual or a six-speed automatic, while VW’s DSG feature will be added to the GTI. The 2.5L, which develops 170 horsepower and 177 pound-feet of torque, is exclusive to North America, so it wasn’t unexpected that the fleet of Golfs available in Iceland didn’t include that engine. I did, however, have an opportunity to drive the European 2.0L TDI “clean” diesel (140 hp) and the 2.0L TSI (160 hp), both in five-door hatchbacks. The output of the 2.0L TSI is comparable with the Canadian engine, so the peppy performance I experienced here should be representative of what buyers at home will enjoy when the 2010 Golf hits our streets. It climbed up Iceland’s lava hills with ease, cruised smoothly on the winding it primary and secondary roads, and had

plenty of extra grunt when a request for passing speed was made.

The 2.0L TDI was even more responsive, snapping quickly into full song whenever the go pedal was pushed. There was no trace of the engine knock associated with many diesel engines — just quiet, smooth power. In fact, it was so quiet I found myself easing well past the 90-kilometres-an-hour limit before the flashing lights of a gendarme brought a quick return to the posted speed. It’s a shame this engine isn’t on the option list for the new Golf, although Rosen says the door isn’t completely closed to the idea.

The handling capabilities of the new Golf are superb. On a winding, secluded route, the Golf was pushed far beyond typical limits, but it coped without a fuss. In fact, it was downright fun to play with.

While the new Golf has been redesigned inside and out, it’s the high level of quality and quietness inside the cabin that impresses most; its quietness on the road approaches that of the premium Phaeton. The look and feel of the materials inside, as well as the fit and finish throughout the car, indicate the high level of quality VW is bringing to the compact segment.

Downsizing shouldn’t mean buyers have to compromise quality and comfort, and, with the new Golf, they won’t. s

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Its cabin is almost as quiet as the premium Phaeton’s

” Base Price: $20,000 (est.)

Engine: 2.5L DOHC I5 Transmission: six-speed manumatic Length: 4940 mm (194.5 in.)

Fuel Consumption, L/100 km: city - 10.7, hwy. - 6.9 (2009)

FOR MORE INFORMATION, CIRCLE REPLY C ARD NO. 38

Vorsprung durch Technik www.audi.ca

INTRODUCING THE NEW A4. WE SWAPPED THE POSITIONS OF THE DIFFERENTIAL AND TORQUE CONVERTER TO MOVE THE FRONT AXLE FORWARD FOR PERFECTLY BALANCED AXLE LOADS. THIS ALLOWED US TO MOVE THE ENGINE BACK FOR IMPROVED WEIGHT DISTRIBUTION. ALL OF WHICH ALLOWS YOU TO DRIVE WITH SUPERIOR HANDLING. THE NEW A4. BRILLIANT.

AJAC’S 2009 BEST NEW LUXURY CAR OVER $50,000.

© 2009 Audi Canada. European model Audi A4 3.2 FSI quattro Sedan shown with optional equipment. “Audi”, “FSI”, “A4”, “quattro”, “Vorsprung durch Technik”, and the four rings emblem are registered trademarks of AUDI AG. To find out more about Audi, see your dealer, call 1-800-FOR-AUDI, or visit us at www.audi.ca.

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PREVIEW

2009 Infiniti FX35

Improvement On The Original B Y DAV I D B O O T H

f all the vehicles I have tested, one of the least likely candidates for cult classic status is Infiniti’s FX35. Oh, sure, from its inception it’s sported a striking visage, what with its “bionic cheetah” styling, big ole wheels and a countenance that is just a bit more daring than your average sport-utility replicant.

But SUVs, sporty or not, are a dime a dozen these days, and except for odd creatures with specific abilities such as Land Rovers, few seem to generate much loyalty.

Everyone might lust after an SUV, but few are undyingly loyal to a specific model.

Except for the first-generation FX35. I have known many an Infiniti owner that swears by it, enough that many actually lament the end of their lease. In marketing circles, the loyalty to the FX35 was made even more odd since it is the runt of the litter, pride of place in the FX series going to the then “45” version powered by a muscular V8. But as all-powerful as the larger version was, it was a rough-riding beast, which sacrificed much in the way of creature comforts for its sporting aptitude.

No such compromises marred the FX35, and for a select crowd, there was just nowhere else they could get such a dramatically styled SUV with so much performance for so little money. In other words, there were some very big shoes to fill for the totally revamped 2009 version.

One could accuse Infiniti of wimping out a little in the styling department, as the 2009 model doesn’t look much different from the 2008. But, to give Nissan’s luxury arm credit, the modest changes the company made haven’t softened the FX’s edge. Indeed, the 2009’s gaping front grille looks even more predatory than before, and the bulges on its quarter panels are a little more pronounced.

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FX35 owners are loyal to their Infinitis

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Base Price: $50,700 Engine: 3.5L DOHC V6 Transmission: seven-speed manumatic Length: 4859 mm (191.3 in.)

Fuel Consumption, L/100 km: city - 13.3 hwy - 9.3

It’s under the hood, where the updated VQ35HR 3.5-litre V6 lives, that the real upgrades have transpired.

Now breathing through twin throttle bodies, the FX35 boasts 303 horsepower. That’s enough for a mid-six-second zero-to-100-kilometres-an-hour acceleration time, reason enough almost to forget about the fuel-hogging new 5.0L FX50 version.

What’s truly surprising is how sporting the six-cylinder sounds. Vee-sixes are notoriously difficult to make sound appealing. The Infiniti, though, sounds rorty as all get-out, like it wants to (as Eddie Murphy sang so mediocrely) party all the time. Matched to a close-ratio, paddle-shiftable seven-speed automatic, the 3.5L likes to rev, its penchant for high rpm very much like Nissan’s own 350Z sports coupe. The allusion is apt, since its engine is all but identical.

The FX35 also does an admirable job of emulating the Z’s cornering ability. Though it rides on higher-profile 18-inch tires rather than the FX50’s 20s, there’s still plenty of grip and precious little roll. It seems silly to buy an SUV so it can emulate a sports car, but if that’s what you want, that’s what the FX35 delivers. It also does so without the buckboard ride of its V8-powered sibling (or the BMW X5 that the FX50 so slavishly tries to emulate).

It may not be Lexus RX-soft, but it will not shake the fillings out of your teeth either.

Inside, there’s an elegance that was missing in the first generation. The build quality is excellent, as are the materials. And even if they aren’t quite up to Audi’s top-notch standards, they’ll do quite nicely. The FX35’s cabin also doesn’t lack for amenities, loaded to the gills (properly packaged, of course) with one of the better navigation systems, an excellent stereo and even ventilated as well as heated seats. The killer app — the technology you can boast about to all your friends — would be Infiniti’s Around View Monitor system, which essentially offers you a 360-degree view of everything around the FX via a set of four exterior cameras and the nav system’s LED screen.

In most every way, the 2009 FX35 improves upon its predecessor. It is larger, sportier, more powerful and better appointed. It succeeds where so many sophomore efforts have failed; it improves on the original. s

It doesn’t idle. It lies in wait.

In a world where only the strongest survive, speed and agility reign supreme. With 291 HP and Super All-Wheel Control, the Mitsubishi Lancer Evolution has no shortage of either.

Welcome to the top of the food chain.

TM

LancerEvolution.ca

MITSUBISHI MOTORS - GO FAR and LANCER EVOLUTION are trademarks that are used by Mitsubishi Motor Sales of Canada, Inc., licensed from Mitsubishi Motors of North America, Inc.

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PREVIEW

2009 Nissan 370Z

More Power, Lower Price B Y DAV I D B O O T H I N L A S V E G A S , N E VA DA

ports car dynamics, at least at first blush, are a simple case of Grade Three mathematics. More power is always good. So is lighter weight. Combine the two so that the power to weight ratio is superior to the previous model, and simple long division would seem to indicate that your hot rod will be quicker. If you can also simultaneously make the chassis stiffer, it might even handle better as well.

Given these criteria, then, Nissan’s new 370Z must be considered a success. Its new 3.7-litre V6 is 26 horsepower healthier (332 hp in all) than the old 350. It’s also some 50 kilograms lighter, and the combination of the two almost ensures that the 370 will feel sportier than its predecessor. As well, Ian Forsyth, director of corporate product planning for Nissan Canada, says that thanks to numerous undercar stiffening elements, the new Z is stiffer (between 22% and 30%, depending on the criteria) in both torsional and bending stiffness.

If the numbers are any indication, then, the new 370Z has seen all its performance criteria enhanced. The proof in the pudding in this case was Spring Mountain Motorsports park in Pahrump, Nevada, where even though there are mountains in the distance, the track itself is as flat as a board save for one giant gully the designers decided to pave through rather than fill in.

It is, however, twisty as a snake slithering across a desert, most of its corners bending through 180 degrees or more. It poses little challenge to the Sport packageequipped (forged 19-inch wheels, Brembo brakes, 245/40R18 front and 275/35R19 rear sport radials) 370.

As advertised, the chassis feels both stiffer and more

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Performance is basic mathematics.

More power plus less weight means more speed

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Base Price:

$39,998

Engine:

3.7L DOHC V6

Transmission: six-speed manual Length: 4245 mm (167.1 in.)

Fuel Consumption, L/100 km: city - 11.6 hwy - 7.7

nimble than its predecessor while remaining stable.

As for the engine, it is undoubtedly more powerful, its horsepower not quite impressing as much as its torque that, though only up two pound-feet at its peak, offers up 90% of its 270 lb-ft all the way from 2,000 to 7,000 rpm.

It’s a miles-wide powerband that makes much rapid rowing of the six-speed manual (a seven-speed auto is also available) superfluous.

It is, in fact, said manual tranny that is the 370’s biggest advancement, at least on the race track. Besides offering better action — shorter, more precise throws — the 370Z offers the world’s first Downshift Rev Matching system for a manual transmission. A plethora of sensors in the rear wheels and gearbox precisely match the engine revs to the next gear down so that each downshift no matter how quickly executed or at what speed is absolutely smooth, all without the driver performing the traditional heel-and-toe pas de deux on the gas and brake pedals. Manually operable automatic transmissions (manumatics) have offered this automatic rev-matching system for years, but this is the first application for a manual gearbox, and it is definitely a significant improvement.

All that speed, is, of course, appreciated, but performance was never the 350Z’s weakness; an interior that looked like it was designed in the dark and constructed in China was. There were no less than four different hues of silver-painted plastic inside the previous Z and, yes, they clashed. The interior was the reason I always counselled readers to opt for the better-accoutered Infiniti G35.

Nissan has done a much better job this time around.

There is still a lot of silver-painted plastic, but it is of much better quality. There’s a bunch of the now-trendy suede-like leather in the seats and door trim, and the majority of the plastic bits are soft to the touch. Nissan also makes much of the fact that, this being a sports car, the tachometer takes centre stage over the speedo.

The biggest boon to the 370’s popularity, though, may be its new price. Nissan Canada has reduced the base 370’s price to $39,998, a far cry from the $49,948 that even the cheapest 350Z commands. And that’s a number you don’t even need Grade Three math to understand. s

FOR MORE INFORMATION, CIRCLE REPLY C ARD NO. 39 With the purchase of any new Harley-Davidson® model from an authorized Canadian Harley-Davidson® Retailer, you will receive a free, full one-year membership in H.O.G.® We support the Canada Safety Council Rider Training Program.

Always ride with a helmet. Ride defensively. Distributed exclusively in Canada by Deeley Harley-Davidson® Canada, Richmond and Concord. Deeley Harley-Davidson® Canada is a proud sponsor of Muscular Dystrophy Canada. ©2009 H-D.

290 HORSES. THE ALL-NEW 2009 MAXIMA. It’s amazing what good breeding can produce. For starters, race-inspired paddle shifters* commanding a 3.5L V6.

Or, innovations like the Nissan Intelligent Key® with Push Button Ignition, Bluetooth® Hands-Free Phone System, and a bold new design that’s sure to turn heads. You think the Maxima looks good? Wait until you see it in full stride. nissan.ca

SHIFT power

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*Available on the 3.5 SV Sport Package. 速The Bluetooth work mark and logos are owned by Bluetooth SIG Inc., and any use of such marks by Nissan is under licence. The Nissan names, logos, product names, feature names, and slogans are trademarks owned by or licensed to Nissan Motor Co. Ltd. and/or its North American subsidiaries.

twowheels rollin’ down the highway 2009 Harley-Davidson Rocker

Corporate Cool B Y DAV I D B O O T H

hat will Orange County Choppers do now? For years now, the Tuttles and the various less televised chop shops catering to the monied and restless, have feasted on the Boomer desire for authentic ‘custom’ motorcycles. They’ve chopped, lowered and extended enough Harleys to actually start a small franchise (the Tuttle’s actually have a retail store in New York where you can purchase some of their abominations, er, creations).

The popularity of this trend has not been lost on Harley-Davidson, the starting point if you will, of the custom craze. Surprisingly, for the longest time, Milwaukee was content to be but the feeder in the chain, the provider of the basic engine and chassis that customizers then welded, channeled and bobbed.

No more. With the advent of the new Rocker (and the slightly better-equipped Rocker C), Harley is effectively offering the corporate version of the custom. The ingredients are all there; the 240-millimetre wide rear tire, the rear fender that hugs said meaty rear tire like spandex does Pamela Anderson and a raked-out front end that, while not quite as ludicrous as a San Francisco bobber, is nonetheless extended enough to be authentic. That the Rocker looks good is an understatement; it is the best styling job yet from the company that virtually invented the cruiser segment.

But good looks are all well and good.

Indeed, for those buying limited production run one-off customs, it is perhaps enough.

But Harley-Davidson is also in the business of selling motorcycles that actually perform to a wide-ranging audience and not all are willing to sacrifice substance at the altar of style.

The problem, as anyone who has driven a chopper, is that stylish rear tire. Macho that fat rubber may look, but 240-mm rear tires usually seriously bung up low-speed handling, initially making the bike hard to turn in and then once leaned-over prone to falling in. In fact, the Rocker shows little such reluctance, handling much like any other custom with a normally-sized rear tire. Even that super skinny 90-mm front hoop — so necessary for the “look” — doesn’t adversely affect the Rocker’s steering. Indeed, it’s easy to ignore the Rocker’s radical-for-a-production-bike chassis.

Ditto, though perhaps to a lesser degree, the Rocker’s faux hardtail suspension. Of course, this homage to the aftermarket “rigid” look is yet another take on Harley’s “softail” suspension, that is to say that while it is a tremendous advance over a spine-crushing hardtail, compliance and travel are limited. Smoother roads pass underneath the Rocker comfortably, but the potholed moonscapes that pass for Ontario’s thoroughfares these days challenge the Rocker’s abilities.

In truth, I can easily live with a little bit of a rough ride. I would, however, much prefer a second front disk brake. The Rocker, at 300 kilograms, is not a light bike and with 1,584-cc of V-twin muscle behind it, there’s just not enough whoa! power. Besides, a twin disc setup adds a bit of symmetry that single-sided brakes do not enjoy.

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That Twin Cam 96 engine, though hardly the latest thing is high-tech internal combustion, is the most sophisticated Harley powerplant yet.

Vibration is minimal (thanks to twin counterbalancing shafts), startup instantaneous and throttle response encouraging if not quite in the league of Harley’s own big-inch CVO powerplants. Of course, the entire plot is helped

by Harley’s newish Cruise Drive transmission which not only is quicker shifting but features a taller top gear for more relaxed cruising.

The differences between the Rocker and Rocker C are largely aesthetic. The majority of the Rocker’s hard parts are covered with a unique “satin stainless” paint while the C-model receives trick ghost flames on the tank and fenders and color-matches the swingarm,

finned “horseshoe” oil tank, and other bits. But by far the coolest component is the trick “twoin-one” saddle. While initially appearing as simply a solo seat, a quick tilt and flip produces a rear with a suitable-for-short-distances pillion pad that unfolds a hidden “get lucky” rear perch. Token as it may be, it still will allow a short street ride.

The Rocker, and especially, the Rocker C are the most authentic customs from HarleyDavidson yet. That it also happens to be a more than passable motorcycle is just the icing on the cake. s

have a theory about dating. On first reconnoiter, I deliberately (yes, deliberately) make sure I’m not on my best behaviour. In fact, I will be abnormally (again, that’s abnormally) terse, abrupt and perhaps even just a teensy-weensy bit of an — wait, what’s that word the editors won’t let me use that describes a certain bodily orifice — oh yes, a big poop.

Naturally, this means that I don’t get many second dates. But, having bottomed out on the first, it leaves massive room for improvement for the second.

In fact, on those extremely rare occurrences when I get the opportunity for a repeat performance, I can almost assure that I will exceed expectations, surprising said date that I am not indeed a flaming, er, big poop.

BMW obviously adheres to the same theory. For quite some time now, the company has been trying to convince us that its sportiest Boxer, the S (in 1100 and 1200 guises) is racetrack ready.

It has even raced said beast around the world in various Twins and “Thunder” classes.

Truth be told, however, previous “S” BMWs, though exemplary sportbikes for the road, were verily boat-like on the track. They were heavy, had cranky gearboxes when shifted quickly and vibrated like a tramp steamer when revved hard. They were fine for moderate track riding, but winning races aboard them was a triumph of will over engineering.

So like those poor women who dementedly return for second date with yours truly, my expectations on testing the latest incarnation of the high-performance Boxer, the HP2 Sport, were moderate indeed. Even if the thing was reputed to weigh but 178 kilograms and did have some new fancy double overhead camshaft cylinder head, surely it would still be a recalcitrant beast at best; faster yes but not much happier about it.

In fact, just like my performance should I actually attain that aforementioned second encounter, the HP2 surprises. For one thing, the 1,170-cc engine doesn’t feel like its flywheel

I

2009

B Y DAV I D B O O T H

SPRING

HP2 Sport

AUTOVISION 17

2008 BMW

weighs as much as the Titanic’s anchor. Rev it and the big twin responds like a real race bike and with an appropriate bark worthy of its (optional) Akropovic pipes.

From the first spurt, it’s obvious this is a different BMW. That lighter flywheel, along with the aforementioned special heads, lets the big twin rev to 9,500 rpm, a speed that would have had previous twins spitting valves and rods. Better yet, it makes horsepower all the way to that 9,500 rpm, making anywhere between 118 and 126 horsepower at the rear wheel (depending on the specification and who you are willing to believe). Either way, motivating what is, for BMW, a very light bike this makes the HP2 mondo rapid. For those looking for a comparison, the HP2 feels even torquier than a Ducati 848 but a few ponies shy on the top end. That’s amazing performance for a motorcycle more typically spotted touring, not racing.

If the HP2’s engines impresses, its handling positively astounds. Truly surprising is that the HP2 feels light and is easy to turn into corners. Where previously versions felt almost chopper-like when approaching hairpin turns, the HP2 Sport dives in like Michael Phelps chasing gold. Again, if you’re looking for a comparator, it actually initiates corners with greater ease than the aforementioned 848 and, equipped with Ohlins shocks front and rear, the HP2 feels very stable at aggressive lean angles. Like the Ducati, the HP2’s major weakness is a reluctance to be tossed from side to side for ess corners, hardly a surprise considering that its wheelbase stretches a substantial 1,487 millimetres (58.5 inches).

More of a revelation, however, is the performance of the front Telelever suspension.

Basically a MacPherson strut turned sideways, previous iterations of the Telelever felt vague at big lean angles and its vaunted anti-dive technology — wonderful for safety in street riding — made turn-in at racing speeds maddeningly slow. The HP2’s version, however, offers the rider surprising feedback through the handlebars and, perhaps because the bike is so light, the HP2 carves a tight turn quite easily.

All that said, the HP2 still isn’t a sportbike of the Ducati 1098’s speed. But it is, by some margin, the sportiest Boxer twin ever. And considering the attention BMW is likely lavish on its S1000RR superbike, it’s also unlikely that BMW will develop a faster Boxer any time in the near future. The HP2 may be as good as BMW’s Boxer gets. s

PREVIEW

2010 Ford Fusion Hybrid

Save Money, Grow A Tree

BY CLARE DEAR IN DEARBORN, MICH.

ord is not letting the gloom and doom of Detroit prevent it from showing it has products that can compete with those from the import manufacturers. In fact, it’s challenging one of the benchmark Japanese brands in what could turn into a real brawl over bragging rights in the mid-sized hybrid sedan segment.

Ford is taking dead aim at the Toyota Camry Hybrid, the leader in the hybrid family sedan segment. The technology being tucked into the new Fusion is the same second-generation system being used in the Escape Hybrid, which made that vehicle the most fuel-efficient compact SUV on the planet. True, Ford borrowed its initial hybrid technology from Toyota when it launched its first eco-friendly SUV five years ago. However, in the interim, it has developed two generations featuring its own technology.

Transport Canada’s ratings show that the new Fusion will outperform the Camry Hybrid at the pumps, with city mileage pegged at 4.6 litres per 100 kilometres, outdistancing the Toyota by about 1.1 L/100 km. On the highway, the Fusion Hybrid sips fuel at a rate of 5.4 L/100 km, compared with the Toyota’s 5.7 L/100 km. Those fuel consumption numbers are also an improvement over the Escape Hybrid, which is rated by the U.S. EPA at 7.0 L/100 km in the city and 7.4 L/100 km on the highway.

F

“

The Fusion Hybrid is at the Camry Hybrid

”

AUTOVISION 18

SPRING 2 0 0 9

aimed directly

Base Price:

$31,999 Engine: 2.5L DOHC I4/electric Transmission: CVT Length: 4841 mm (190.6 in.)

Fuel Consumption, L/100 km: city - 4.6 hwy. - 5.4

During a one-hour test drive in the new Fusion on urban streets and highways around Dearborn, I managed to post a combined average of 6.35 L/100 km. While I wasn’t exactly being delicate with the throttle, I did pay attention to Ford’s SmartGauge instrumentation, which is designed to coach drivers to attain better fuel mileage.

This unique gauge package has four operating modes, from the basic large, centrally positioned analogue speedometer to the full show: a pair of 10.9-centimetre, high-resolution LCD screens on either side of the speedometer. The full-on mode relays such details as the battery power levels and average and instant fuel mileage when the vehicle is running in electric-only mode and when the gasoline engine is engaged. One additional feature is a tree graphic, with leaves and vines that “grow” as one’s driving becomes greener.

Conversely, the leaves disappear when one opts for a heavy foot. I was concerned my tree might become a flaming bush, but I actually ended up with some greenery on the branches.

The Fusion Hybrid’s powertrain consists of Ford’s latest four-cylinder, a 16-valve, 2.5-litre engine with variable camshaft timing. It’s been revised to

operate on the more fuel-efficient Atkinson cycle, and in that configuration generates 155 horsepower and 136 pound-feet of torque. It combines with an electric motor to provide output to an electronically controlled, Aisin Powersplit continuously variable transmission. Supporting the system is a new Sanyo battery pack that’s 30% smaller in volume than the Escape’s pack, but it produces 28% more power. It’s also 23% lighter.

Ford engineers have also improved the regenerative braking system, which recharges the battery. It captures 94% of the energy produced during braking in city driving, feeding that energy back to the battery pack.

Another improvement over the Escape’s system is the start/stop cycles. In the Fusion, the gas engine will engage and disengage twice as frequently, depending on demand, yet the change is virtually seamless.

During my drive, I was hard-pressed to detect when the gas engine kicked in, except for the visual indicator on the instrument panel.

In terms of performance, the Fusion Hybrid has surprising kick, especially when accelerating from a standstill or stepping up to merge with highway traffic. One could easily mistake this package for a conventional powertrain, given its overall quietness and performance.

Available this spring, the 2010 Fusion Hybrid is the latest indicator that Ford has turned a corner. Able to take on the segment leader on an even or even superior footing, the Fusion Hybrid is a huge step forward for the Blue Oval. s

Bring your family to see ours.

Welcome to Honda Powerhouse, an exciting and revolutionary experience for the whole family that is uniquely Honda. Where you’ll find the complete line of Honda products – from motorcycles and ATVs to snowblowers and generators – to power your family fun.

Whether you’re a new or returning rider, our high level of expertise will help you find the Honda that’s right for you. And with a wide range of Hondas available for test ride, this is the place to experience the benefits of a Honda for yourself. So visit your local Honda Powerhouse and bring your family to meet ours. To learn more, visit www.powerhouse.honda.ca.

Motorcycles

Lawn Equipment

Outboards

Side-by-Side

Personal Watercraft

Generators

ATVs

Always wear the proper safety gear while operating your Honda product. Always be safe and abide by all local laws and read your owner’s manual thoroughly. Never ride beyond your own or your Honda motorized vehicle’s capabilities.

FOR MORE INFORMATION, CIRCLE REPLY C ARD NO. 49

PREVIEW

2010 Audi R8 V10

One Wickedly Fast Automobile B Y G R A E M E F L E T C H E R I N M A R B E L L A , S PA I N

f the A in Audi’s nomenclature equates to ample and the S stands for sporty, then the R in the new R8 with its 5.2-litre V10 engine just spells radical. Not only does the R8’s monster, naturally-aspirated engine attain the Holy Grail of more than 100 horsepower per litre of engine displacement (100.9 in this case) it has to motivate only 3.09 kilogram’s of automobile for each of the stallions it develops. One hundred kilometres an hour appears in a scant 3.9 seconds. Yes, this is one wickedly fast automobile.

The V10 engine is a work of art — both visually and technically. Using variable valve timing on each of its four cams, direct fuel injection and a high 12.5:1 compression ratio, it delivers 525 horsepower and 390 pound-feet of torque, 80% of which is ready to run at 1,000 rpm. More remarkable is that each of the 10 pistons has to go from rest to 26.9 metres per second and back to rest before doing it all over again 8,700 times every minute. We’re talking Formula One piston speeds here. The engine also uses dry sump lubrication, which prevents the precious internal components from starving for oil when the car is pulling its mind-numbing maximum lateral 1.2 g force.

All that power is fired to the road through a six-speed manual transmission or Audi’s optional R-tronic box.

I

“

One hundred kilometres an in a scant 3.9 seconds

”

AUTOVISION 20

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hour appears

Base Price:

$170,000 (est) Engine: 5.2L DOHC V10 Transmission: six-speed manual Length: 4435 mm (174.6 in.)

Fuel Consumption, L/100 km: city - n/a hwy. - n/a

The manual’s gate is easy to live with and the clutch pedal action is pleasantly light — so many hypercars use a clutch that almost needs two feet to depress it. The sequential R-tronic has paddle shifters and accomplishes what’s needed. However, when compared with Audi’s twin-clutch gearbox, this thing finishes second.

The shifts are a little lazy in the normal mode and almost too abrupt in sport.

The caveat is that on the race track, R-tronic is the better choice.

From the transmission, the power reaches the massive P235/35R19 front and P295/30R19 rear tires through Audi’s quattro all-wheel-drive system.

In this case, the system sends 85% of the engine’s power to the rear wheels, which imparts a rear-drive feel to the road-ready race car. If slippage does occur, up to 30% of the drive can be sent forward, which keeps the electronic nanny’s intervention to a minimum. On that note, don’t turn the overseer off. Those foolhardy enough to do so will find out first hand what separates Michael Schumacher from a hack like me.

Things happen so fast that the mortal mind simply can’t keep up.

Thankfully, when it comes to handling, the R8 is nothing short of

amazing, the magnetic ride shock absorbers icing the cake. The two-mode system (comfort and sport) delivers just the right amount of damping; when loafing along the ride comfort is commendable, but drop the hammer and it firms up to banish body roll. Factor in the razor-sharp steering and a massive set of brakes (optional ceramics on the test car) and the R8 can be driven into a corner at alarming speeds without fear of fade. The combined effects of the suspension, quattro drive and the 44%/56% front to rear weight distribution keep the R8 neutral all the way to the ragged edge.

Another big part of the R8’s turn of speed boils down to the basics. The R8 uses Audi’s ultra-light, all-aluminum, space frame technology. This keeps the chassis’s mass to just 210 kg.

Likewise, the engine weighs only 258 kg. This means the R8 with the six-speed manual tips the scales at just 1,620 kg, remarkable given the leather-lined interior and lengthy list of standard equipment.

When not thrashing around a race track, the R8 V10 does an impeccable impersonation of a full-on luxury car.

The wingback seats (complete with power base and backrest bolster adjustments) are wrapped in buttery-soft Nappa leather, there’s a full-on navigation system, power everything and a delightful 425-watt Bang it Olufsen sound system with 12 speakers.

So, there you have it — a world-class supercar that balances its awesome power with the niceties of life. How does it actually feel?

Indescribable. s

Power Brokers.

< The Boulevard M90. New for 2009.

The M Series of Boulevard Cruisers establishes the benchmark for the Power Cruiser class with an aggressive blend of V-Twin styling and performance that speak for itself every time you crack the throttle. From 800cc all the way up to 1800cc, Suzuki has a Boulevard to suit your style as well as your wallet. Add to this outstanding fuel economy, quality workmanship and focus on performance and you have everything you need to become your own M Series Power Broker.

DISCOVER THE PERFORMANCE

FEEL THE POWER

EXPERIENCE THE SUZUKI WAY OF LIFE!

FOR MORE INFORMATION, CIRCLE REPLY C ARD NO. 37

suzuki.ca Boulevard M90 model shown with optional solo seat cover.

Specifications, product features and colours are subject to change without notice. PDI, Freight and administration fees apply. “PDI charges from $176 to $528 and freight charges from $78 to $169 are extra dependent on model.” Read your owners manual carefully and always wear a helmet and protective gear when operating your Suzuki motorcycle and remember to observe all safety regulations. Be responsible, take a rider training course and always respect the environment. See your participating Authorized Suzuki dealer for complete details. Suzuki. Way of Life.

PREVIEW

2009 Acura TL SH-AWD

Sedan Powers Over Pavement

BY GRAEME FLETCHER

ne of the things many have come to expect from Acura is a car that’s designed with purpose. This means a blend of power and handling to go along with the creature comforts expected of an entry-level luxury car. The new TL delivers all of the above; the new SH-AWD (Super Handling AllWheel Drive) is a formidable package and when equipped with the Tech package, ramps it up to the point where it is as much about luxury as it is the thrill of the drive.

Power for the SH-AWD comes from an upsized 3.7-litre V6 engine.

While the base 3.5L engine is fine (280 horsepower and 254 pound-feet of torque), the larger engine delivers a much healthier kick — 305 hp and 275 lb-ft of torque. The difference is that the 3.7’s VTEC (Variable Valve Timing and Lift Electronic Control) works on both the intake and exhaust cams.

Mat the gas and the TL SH-AWD scoots to 100 kilometres an hour in 6.6 seconds and bridges the 80-to-120km/h gap in an equally enthusiastic six seconds. The engine also remains suitably quiet when forced to work.

Part of the SH-AWD’s alacrity is down to the five-speed manumatic.

The ratios are knitted together such that the engine remains in its sweet spot whenever the driver decides to push on. Lift off and the box upshifts

O

“

Power for the SH-AWD comes from 3.7-litre V6 engine

AUTOVISION 22

SPRING 2 0 0 9

an upsized

”

Base Price:

$44,490 Engine: 3.7L SOHC V6 Transmission: five-speed manumatic Length: 4966 mm (195.4 in.)

Fuel Consumption, L/100 km: city - 12.3 hwy. - 8.1

quickly to promote fuel efficiency. As a team, the powertrain works together in rare harmony. For 2010, the TL SH-AWD will also be offered with a new six-speed manual box.

The TL’s SH-AWD is an advanced all-wheel-drive system that not only splits the drive torque between the front and rear axles, it can also split the power between the left and right rear wheels when cornering.

Under light throttle conditions, most of the power is fired through the front wheels. Get on the gas and up to 60% of the power is relayed rearward.

Head into a fast corner and most of the power is again sent to the rear wheels, which helps to balance the car. At the same time, the system over-speeds the outside rear wheel (it turns 5% faster than the inner wheel). The transfer of power across the rear wheels when cornering accomplishes a couple of good things. First, it physically turns the car into the corner, which means less steering input is required, which reduces the likelihood of understeer.

Second, as the risk of understeer is much lower, the need to use the

regular electronic stability control system is much reduced.

Combine this ability with a solid suspension and P245/45R18 tires and you have a car that drives as though it’s on rails. In the SH-AWD application, the springs are stiffer, the damping is firmer and there is better roll stiffness.

The upshot is less body roll when corners and a noticeable decrease in nosedive under hard braking.

The TL’s interior is finished off very nicely. The seats are supportive, the driving position is first-rate and it is attractively functional. Mind you, if you have a button fetish, the TL SHAWD is right up your alley: The centre stack and environs are smothered with buttons, knobs, a mouse-like controller and the push-button ignition switch. Even the steering wheel is crammed to the point of overkill.

Try 18 functions, if you include the paddle shifters. I found the cluttered look a bit of a turnoff.

Elsewhere, the back seat is comfortable and brings enough space for three adults to sit in relative comfort.

Likewise, the 12.5-cubic-foot trunk is more than up to the task of carrying a family’s worth of luggage.

I was a fan of the past TL Type S, but the new TL SH-AWD runs rings around it. There is better power and the ability to put it to the pavement. It also handles like the dickens without giving up on ride comfort. For someone with family commitments, it delivers a rare solution: There’s enough room for the horde without giving up the fun of driving a true enthusiast’s car. s

vw.ca

Did you notice the man on the high wire?

The all-new Passat CC. Once you’ve seen it, you’ll see nothing else.

The Passat CC combines the attitude of a sports car with the comfort of a sedan. It’s a unique 4-door coupe with an optional power tilt panorama vent sunroof and a fuel-efficient 200 horsepower 2.0L TSI engine that consumes only 6.6 L/100 km*, designed to enhance your time on the road. And for enhanced peace of mind, take note of the power-assisted front vented disc brakes, rear solid disc brakes, Anti-lock Braking System (ABS) and Anti-Slip Regulation (ASR). Enjoy the road, even if it does seem a little too short. The all-new 2009 Passat CC. The affordable 4-door coupe, starting from only $31,975**.

2009 Passat CC Best New Family Car over $30,000 Automobile Journalists Association of Canada FOR MORE INFORMATION, CIRCLE REPLY C ARD NO. 48 *6.6 L/100 km highway and 10.0 L/100 km city. Based on Government of Canada’s estimated fuel consumption rating for the base 2009 Passat CC equipped with manual transmission. Actual fuel consumption may vary based on driving conditions, driver habits and vehicle’s additional equipment. **MSRP of $31,975 for base 2009 Passat CC with 6-speed manual transmission. Prices exclude freight and PDI of $1,360, license, insurance, registration, dealer charges, options and applicable federal and provincial taxes. European model shown. Certain options and characteristics may not be available in Canada. Dealer may sell for less. See dealer or visit vw.ca for details. “Volkswagen” and the Volkswagen logo are registered trademarks of Volkswagen AG. “Passat CC” is a trademark of Volkswagen AG. © 2009 Volkswagen Canada.

The 360 Around View Monitor. Available on the new EX.

FOR MORE INFORMATION, CIRCLE REPLY C ARD NO. 43

focuson a snapshot of â&#x20AC;&#x2122;09

AUTOVISION 26

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More information on each of these models is available by circling the appropriate number on the Reader Service Card.

LET THE

SUN SHINE 31 convertibles to put the spring in any day

By Brian Harper

Base Engine

$ 52,900 200-hp, turbo 2.0L DOHC I4

Thanks to its glass rear window and good Optional Engine 250-hp, 3.2L DOHC V6 thermal insulation, the 340-hp, 4.2L DOHC V8 (S4) four-seater A4 Cabriolet Base Transmission CVT, 6-speed manual is a car for all seasons Optional Transmission 6-speed manumatic that can be used without restriction in Drivetrain Front-drive/AWD the winter. Its fully Length 4572 mm (180.0 in.) automatic electrohydraulic hood can be Fuel Economy (l/100 km) 9.0 city, 6.5 hwy. operated up to a speed of 30 km/h, particularly convenient when driving in the city.

The A4 Cabriolet is available with either the 200-hp, 2.0L turbo four mated to a continuously variable transmission or the 250-hp, 3.2L V6, hooked up to a standard six-speed manual.

Front-drive is standard on the 2.0T; quattro all-wheel drive is optional (standard on the 3.2). The high-performance S4 has a 4.2L V8 under its hood.

The Cabriolet comes with strengthened side impact protection and two rollover bars behind the rear seats, which automatically pop up if the vehicle is about to overturn. The head/thorax side air bags provide equally effective protection for torso and head.

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SPRING 2 0 0 9

Base Price

AUTOVISION 27

Audi A4/S4

focuson a snapshot of ’09 Audi TT/TTS

Base Price

Sport and power plus a first-rate driving experience are the cues of the second-generation TT Roadster, introduced last year. And now the open-top two-seater is available in a higher-performance TTS version. The TTS comes with a much-modified version of the base TT’s 2.0L turbo four-cylinder, putting out 265 hp compared with the TT’s 200 hp. The TTS is only available with quattro all-wheel drive, and it sees a magnetic ride sports suspension that lowers the roadster by 10 mm compared with the TT. The TT Roadster (both the front-wheel-drive 2.0T model and the 3.2 quattro version) as well as two the TTS come with a fabric soft-top, with reinforcements made from steel and aluminum, and a large glass rear window. It occupies very little space when folded up and stowed away.

Thanks to the Z-fold, the front section of the roof lies on top of the fabric like a cover.

Base Engine Optional Engine

$49,900 200-hp, turbo 2.0L DOHC I4 250-hp, 3.2L DOHC V6 265-hp, turbo 2.0L DOHC I4 (TTS)

Base Transmission

6-speed manual

Optional Transmission

6-speed manumatic

Drivetrain

Front-drive/AWD

Length

4198 mm (165.3 in.)

Fuel Economy (l/100 km)

9.2 city, 6.6 hwy.

BMW Z4

Base Price $ n/a The new, second-genBase Engine 255-hp, 3.0L DOHC I6 eration Z4 is available Optional Engine 300-hp, twin-turbo 3.0L DOHC I6 in Canada this spring with two engine Base Transmission 6-speed manual models, the sDrive30i Optional Transmission6-speed manumatic/7-speed DCT and the sDrive35i – and Drivetrain Rear-drive without the polarizing Z-line in its front flanks Length 4239 mm (166.9 in.) that muddied its Fuel Economy (l/100 km) n/a predecessor’s styling.

The sDrive30i comes equipped with a 255-hp, 3.0L in-line six. Acceleration to 100 km/h is achieved in 5.9 seconds. A six-speed manual is standard, with an optional six-speed automatic.

The topline sDrive35i’s 3.0L six gets twin turbochargers and direct fuel injection, allowing the engine to pump out 300 hp and accelerate to 100 km/h in 5.3 seconds. In addition to the standard six-speed manual transmission, a seven-speed Double Clutch Transmission is optional, along with an automatic transmission. The new Z4 is the first BMW roadster with a etractable hardtop. The two-piece roof fully retracts electro-hydraulically in 20 seconds.

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SPRING 2 0 0 9

five BMW 1 Series

Base Price

The convertible model based on the 1 Series was all new in 2008, so there are no major updates for 2009. The 128i Cabriolet is powered by BMW’s lightweight magnesium/ aluminum 230-hp, 3.0L in-line six-cylinder engine with Valvetronic. This latest generation powerplant not only provides the 128i with excellent performance, but, following BMW’s philosophy of Efficient Dynamics, also produces improved fuel economy. The 135i Cabriolet comes with BMW’s new twin-turbocharged 3.0L in-line six-cylinder with high-precision three injection, twin low-mass turbochargers and air-to-air intercooler. Winner of the 2007 International Engine of the Year award, this engine produces 300 hp and 300 lb-ft of torque, ensuring outstanding performance while remaining reasonably fuel efficient.

The 1 Series Cabriolet’s exterior styling is a sporty two-door design that is fresh yet instantly recognizable as a BMW.

Base Engine

$39,900 230-hp, 3.0L DOHC I6

Optional Engine

300-hp, twin-turbo 3.0L I6

Base Transmission

6-speed manual

Optional Transmission

6-speed manumatic

Drivetrain

Rear-drive

Length

4373 mm (172.2 in.)

Fuel Economy (l/100 km)

BMW 6 Series/M6

2007 marked the introduction of the fourth-generation 3 Series Cabriolet. Equipped with a retractable hardtop, the 335i and 328i Cabriolets share drivetrains and performance characteristics with the 3 Series Coupes.

The three-piece, lightweight steel roof opens and closes automatically within 23 seconds and disappears completely into the rear end of the 3’s open two-door body.

The topline 335i Cabriolet is powered by a 300-hp, twin-turbo 6-cylinder engine. The 328i comes with a 230-hp, naturally four aspirated 3.0L six. A six-speed manual transmission is standard with both models.

Last year saw the introduction of the high-performance M3 Cabriolet, complete with a 414-hp, 4.0L V8.

Equipped with a six-speed manual transmission, the M3 Cabriolet rockets to 100 km/h in just 5.3 seconds. seven7-speed Double-Clutch transmission is optional.

Base Price Base Engine

Base Price

BMW 3 Series/M3

11.3 city, 7.0 hwy.

$ 55,600

Base Engine Optional Engine

230-hp, 3.0L DOHC I6 300-hp, twin-turbo 3.0L I6 414-hp, 4.0L DOHC V8 (M3)

Base Transmission Optional Transmission Drivetrain Length Fuel Economy (l/100 km)

6-speed manual 6-speed manumatic 7-speed manumatic (M3) Rear-drive 4588 mm (180.6 in.)

11.4 city, 7.3 hwy.

$ 105,500 360-hp, 4.8 DOHC V8

Last year’s 650i Cabriolet received a Optional Engine 500-hp, 5.0L DOHC V10 (M6) refreshed exterior, Base Transmission 6-speed manual including new Optional Transmission 6-speed manumatic headlights and 7-speed manumatic (M6) taillights, while maintaining its sleek Drivetrain Rear-drive and dynamic profile.

4831 mm (190.2 in.)

Standard equipment Length includes 19-inch alloy Fuel Economy (l/100 km) 14.0 city, 8.7 hwy. wheels and Comfort Access, while iDrive incorporates the latest-generation enhanced display, six programmable memory keys and individual air conditioning switches that provide direct access to the air distribution menu.

Adaptive headlights with cornering lights and illumination of all four corona rings are also standard.

A new optional Sport package includes 19-inch alloy wheels, M Sport suspension, M multi-function leather sport steering wheel, contoured engine compartment lid, anthracite roof liner, enhanced exhaust system and two new exterior paint finishes The 650i Cabriolet is powered by a 360-hp, 4.8L V8, mated with a standard six-speed manual transmission. The M6 Cabriolet adds V10 power, available seven-speed SMG gearbox and an aluminum chassis to the equation.

six

$ 103,075

The XLR roadster Base Engine 320-hp, 4.6L DOHC V8 enters 2009 with the Optional Engine 443-hp, supercharged 4.6L DOHC V8 luxurious XLR Platinum and the high-performBase Transmission 6-speed manumatic ance XLR-V versions.

Optional Transmission none Cadillac’s retractable Drivetrain Rear-drive hardtop roadster features revised interior Length 4513 mm (177.7 in.) trim and enhanced Fuel Economy (l/100 km) 14.1 city, 8.1 hwy. electronics. The Platinum is equipped with a 320-hp, 4.6L V8; and the XLR-V is powered by a 443-hp, supercharged 4.4L V8.

Changes for ’09 complement a host of enhancements from the previous model year, including an improved version of the Magnetic Ride Control system and amenities such as a heated steering wheel. The XLR’s advanced technologies also include Adaptive Forward Lighting that enables the headlamps to swivel in concert with vehicle steering, a head-up display, StabiliTrak, heated and cooled seat, Keyless Access with pushbutton start and DVD navigation and entertainment.

The 2009 XLR includes new front and rear fascias and new side fenders. The front fascia includes new fog lamps and specific upper and lower grilles for the Platinum and V-Series.

seven

Chevrolet Corvette

Base Price

$ 75,985

Base Engine 430/436-hp, 6.2L V8 Changes were extenOptional Engine none sive to the 2008 Corvette Convertible — Base Transmission 6-speed manual everything from a larger Optional Transmission 6-speed manumatic and more powerful V8 Drivetrain Rear-drive to refinements in driving characteristics, plus Length 4435 mm (174.6 in.) a host of exterior and Fuel Economy (l/100 km) 12.9 city, 7.7 hwy. interior upgrades. A 430-hp, 6.2L LS3 V8 is standard; an optional two-mode exhaust system ups the rating to 436 hp.

The LS3 with the available six-speed paddle-shift automatic is the fastest automatic-equipped Corvette ever, with zero-to-100-km/h potential of 4.4 seconds.

The optional Z51 Performance Package brings convertible performance very close to the previous-generation Z06. The Z51 offers more aggressive dampers and springs, larger stabilizer bars, Goodyear Eagle F1 Supercar EMT tires and larger cross-drilled brake rotors for optimum track performance while still providing a comfortable ride. The Convertible’s power-operated soft-top is composed of a five-layer fabric that conceals the underlying structure for a good top-up appearance.

eight

Chrysler Sebring

Base Price

$25,495

All-new last year, the Sebring Convertible is a four-passenger convertible with two available automatically latching convertible top options — cloth and a body-colour painted steel retractable hardtop, each of which can be retracted with the push of a button on the key fob. A standard power hard tonneau cover, which neatly conceals the convertible top when retracted, comes on all models (LX, Touring and Limited). An available windscreen reduces wind and road noise.

The convertible’s overall length nine is longer than the sedan’s, which lengthens the side profile and provides enough cargo room in the trunk to hold two golf bags when the roof is retracted.

The Sebring comes standard with a 2.4L four-cylinder – 2.7L and 3.5L V6s are available; the latter coupled with a six-speed manumatic.

Base Engine

173-hp, 2.4L DOHC I4

Optional Engine

190-hp, 2.7L DOHC V6 235-hp, 3.5L SOHC V6

Dodge Viper

Base Price

The 2009 Dodge Viper SRT10 Roadster, unchanged from last year, features a dramatic hood with an efficient hood scoop for air induction and functional hood louvers to facilitate a greater cooling effect for the powerful 600-hp, 8.4L V10 engine underneath.

Several exterior differences exist between the Roadster and Coupe. The only shared body panels are front fascia and fenders, hood and doors. However, all of the iconic Viper SRT10 design cues are consistent, including the signature Dodge crosshair ten grille, deep-cut side scallops, swept-back fenders and lowered hood lines. The Roadster offers 8.4 cubic-feet of storage and its cockpit retains its characteristic red push-button starter and performance-oriented, highly functional instrument panel.

Base Engine

Ford Mustang

Base Price

North America’s best-selling convertible, the 2010 Mustang celebrates its 45th anniversary as the original pony car with a new exterior design, new interior and more power from its available V8. The exterior sheet metal changes include new headlamps, lower fascias, fenders and grille, plus a powerdome hood that adds muscularity while allowing for enhanced air cooling of the engine. The rear end design features aggressively angled rear corners, a sculptured decklid and prominent rear badge.

The Mustang convertible still comes eleven in V6 and GT versions. The GT is powered by a 315-hp, 4.6L V8. The standard engine, a 4.0L SOHC V6, produces 210 hp. Both engines are paired with a standard five-speed manual or an available five-speed automatic.

The new one-piece instrument panel design is crafted in a seamless soft-touch TPO skin fully encompassing available aluminum-finish panels.

The seats and armrests have softer materials with high-quality stitching.

Base Engine

210-hp, 4.0L SOHC V6

Optional Engine

315-hp, 4.6L SOHC V8

Base Transmission

4-speed automatic

Optional Transmission

6-speed manumatic

Drivetrain Length Fuel Economy (l/100 km)

Optional Engine Base Transmission Optional Transmission Drivetrain Length Fuel Economy (l/100 km)

Front-drive 4923 mm (193.8 in.)

10.3 city, 6.9 hwy.

$ 92,100 600-hp, 8.4L OHV V10 none 6-speed manual none Rear-drive 4459 mm (175.6 in.)

16.8 city, 9.2 hwy.

SPRING 2 0 0 9

Base Price

Base Transmission Optional Transmission Drivetrain Length Fuel Economy (l/100 km)

$ n/a

5-speed manual 5-speed automatic Rear-drive 4778 mm (188,1 in.)

12.5 city, 7.8 hwy.

AUTOVISION 29

Cadillac XLR

AUTOVISION 30

SPRING 2 0 0 9

focuson a snapshot of ’09 Infiniti G37

Base Price

Al fresco motoring is now available to the Infiniti brand with the new G37 convertible, scheduled to go on sale in the spring. The G37 is powered by a 325-hp, 3.7L V6 with VVEL (for Variable Valve Event and Lift) mated to either an electronically controlled seven-speed manumatic with available magnesium paddle shifters or a close-ratio six-speed manual.

The convertible maintains a coupe-like silhouette with the top up through use of a three-piece “clamshell” retractable hardtop, which allows for the use of a low trunk lid.

Compared with the G coupe, the convertible utilizes all-new body panels from the A-pillar back, twelve along with a 26-mm wider overall width, wider rear track and modified rear suspension.

The G convertible’s interior includes leather seats, a Bose Open Air Sound System that dynamically changes equalization based on outside noise, top position and vehicle speed and an adaptive dual-zone climate control system that adjusts fan speed according to top position and vehicle speed. The automatic top opening/closing sequence takes approximately 30 seconds.

Base Engine

Jaguar XK

Base Price

A new generation of XK and XKR convertible, with all-new V8 engine, delivers more power and performance with greater efficiency for the 2010 model year. The new AJ-V8 Gen III engines are the most advanced and efficient direct-injection engines Jaguar has ever produced. The XKR features a supercharged 5.0L that delivers 510 hp and 461 lb-ft of torque and propels to roadster to 100 km/h in less than five seconds.

The XK Portfolio features a naturally aspirated version of the same 5.0L V8, thirteen delivering 385 hp and 380 lb-ft of torque and gets the droptop to 100 km/h in just 5.3 seconds. Both engines have improved fuel economy and reduced CO2 emissions.

Exterior changes for the XK Portfolio and XKR include a distinctive and new front end design, new LED rear lights and a new lower rear body spoiler.

Inside the cabin, both the XK Portfolio and XKR feature the JaguarDrive Selector that was first seen on the XF to further enhance the XK’s luxury sporting character.

Base Engine

Lexus IS

Base Price

Lexus is augmenting its droptop lineup with the addition of the 2010 IS convertibles. These cars will be available in IS 250 C and IS 350 C versions of the IS series performance luxury sedans. They feature a three-panel integrated hardtop that retracts smoothly and quietly in approximately 20 seconds. A sleek aerodynamic design and a collection of underbody covers help achieve its lowest possible coefficient of drag – 0.29 – while creating minimal wind turbulence in the cabin. New combination tail lamp clusters feature LED lights, and an LED fourteen brake light is integrated within the standard rear spoiler. The interior maintains the luxury touches associated with the IS sport sedans, while new comfort and entertainment features provide a consistent atmosphere regardless of whether the top is opened or closed.

A number of active safety features from the IS sedans transfers to the convertible versions as well, including Vehicle Dynamics Integrated Management, Vehicle Stability Control and an available Pre-Collision System.

Base Engine

204-hp, 2.5L DOHC V6

Optional Engine

306-hp, 3.5L DOHC V6

Optional Engine Base Transmission Optional Transmission Drivetrain Length Fuel Economy (l/100 km)

$ n/a 325-hp, 3.7L DOHC V6 none 7-speed manumatic 6-speed manual Rear-drive 4656 mm (183.3 in.) n/a

Lexus SC 430

Base Price $79,900 The luxury-oriented SC Base Engine 288-hp, 4.3L DOHC V8 430 provides the quiet Optional Engine none security of a hardtop with the open-air enjoy- Base Transmission 6-speed manumatic ment of a roadster. The Optional Transmission none hardtop power roof Drivetrain Rear-drive deploys or disappears silently in just 25 secLength 4534 mm (178.5 in.) onds. There are no Fuel Economy (l/100 km) 12.9 city, 8.8 hwy. latches, no snaps and no covers — just press a button. Attention to the car’s design — from the angle of the windshield to the height of the cockpit cowling to the position of the rear seat wind deflector — means drafts are minimized, so driving with the top down is a pleasure. For 2009, the SC 430 includes a suite of performance, handling, safety, comfort and convenience features. Additionally, buyers may opt for the Pebble Beach Edition, which features an exclusive exterior colour, exclusive interior leather colour and wood trim as well as unique tourmaline wheels. The rear-drive SC 430 is powered by a 4.3L DOHC V8, hooked up to a six-speed manumatic transmission. The SC 430 is equipped with traction control and vehicle stability control systems, plus low-profile 245/40ZR18 run-flat performance tires.

$ 99,000 (2009)

fifteen

385-hp, 5.0L DOHC V8

Optional Engine 510-hp, supercharged 5.0L DOHC V8 Base Transmission Optional Transmission Drivetrain Length Fuel Economy (l/100 km)

6-speed manumatic none Rear-drive 4794 mm (188.7 in.) n/a

Mazda MX-5

Base Price Base Engine

Base Transmission Optional Transmission Drivetrain Length Fuel Economy (l/100 km)

$ n/a

6-speed manual 6-speed manumatic Rear-drive 4575 mm (180.1 in.)

11.4 city, 7.5 hwy.

$ 28,495 167-hp, 2.0L DOHC I4

For 2009, the thirdgeneration MX-5 Optional Engine 158-hp with automatic retains the fun-to-drive Base Transmission 5-speed manual qualities of the original Optional Transmission 6-speed manual Miata and receives 6-speed manumatic updated styling in addition to engineering and Drivetrain Rear-drive equipment upgrades.

4032 mm (158.7 in.)

Three versions continue Length to be offered — GX, GS Fuel Economy (l/100 km) 9.2 city, 7.1 hwy. and GT. Plus, the Power Retractable Hard Top (PRHT) is offered as an option on the GS or standard equipment on the GT. Standard equipment includes the 2.0L four-cylinder engine with variable valve timing, five-speed manual transmission, 16-inch alloy wheels, four-wheel disc brakes with front and rear stabilizer bars, power windows and door locks, AM/FM/CD with six speakers and steering wheel-mounted audio controls, cruise control and keyless entry. A six-speed sport-shift automatic and air conditioning is optional. For the more serious sports car lover, the GS receives a sic-speed manual transmission, 17-inch alloy wheels with 205/45R17 tires, limited-slip differential (LSD), dynamic stability control (DSC), strut tower bar and sport-tuned suspension with Bilstein shock absorbers.

sixteen

Mercedes SLK

Base Price

$ 57,500

Base Engine 228-hp, 3.0L DOHC V6 Mercedes’ designers have face-lifted the SLK Optional Engine 300-hp, 3.5L DOHC V6 for 2009, tweaking the 355-hp, 5.5L SOHC V8 front bumper and rear Base Transmission 6-speed manual apron, penning a new Optional Transmission 7-speed manumatic exhaust pipe design, adding larger rear-view Drivetrain Rear-drive mirrors, darkening the Length 4103 mm (161.5 in.) tail lights and reworking the instrument cluster.

Fuel Economy (l/100 km) 11.2 city, 7.6 hwy.

The V6 engines that power the base SLK300 and SLK350 have also been re-engineered for more grunt and less fuel consumption and emissions. In particular, the 3.5L unit in the SLK350 now puts out 300 hp. The SLK55 AMG retains its 355-hp 5.5L V8. Standard equipment for the SLK300 includes a six-speed manual transmission. The seven-speed 7G-Tronic automatic transmission with shift paddles on the steering wheel is optional on the SLK300 and the SLK350; it has shorter shift times for even more performance. The AMG SpeedShift 7G-Tronic, which has been specifically tuned by AMG for the SLK55, comes with aluminum shift paddles on the steering wheel.

Base Price

Mercedes SL The 2009 SL roadster features new styling with fenders that incorporate bolder headlamps and modified gill-type air outlets behind the front wheels, a redesigned hood with twin power domes and a wider, single-bar grille.

There are four distinct models: the 382-hp, 5.5L V8 SL550, 510-hp, 5.5L bi-turbo V12 SL600, 518-hp, 6.2L V8-equipped SL63 AMG and 603-hp, 6.0L bi-turbo V12 SL65 AMG. In addition, the SL63 AMG can be ordered with an optional performance package that includes AMG high-performance suspension, nineteen 19-inch alloy wheels and larger tires, larger front disc brakes, a limited-slip differential and a smaller AMG sport steering wheel with flattened underside and silver aluminum shift paddles.

The SL600 uses a modified fivespeed automatic, while the SL65 AMG is mated to an AMG SpeedShift five-speed automatic. The SL550 features the 7G-TRONIC, seven-speed automatic.

At the push of a button, the SL’s retractable hardtop can be fully opened or closed in just 16 seconds.

$ 125,000

Base Engine Optional Engine

382-hp, DOHC 5.5L V8 510-hp, bi-turbo 5.5L SOHC V12 518-hp, 6.2L DOHC V8 603-hp, bi-turbo 6.0L SOHC V12

Base Transmission

7-speed manumatic

Optional Transmission

5-speed manumatic

Drivetrain Length Fuel Economy (l/100 km)

Rear-drive 4532 mm (178.4 in.)

15.8 city, 9.4 hwy.

seventeen

Base Engine

$78,400 268-hp, 3.5L DOHC V6

Now in its last year in its present iteration, the Optional Engine 382-hp, 5.5L DOHC V8 CLK cabriolet features 475-hp, 6.2L DOHC V8 two V8-powered modBase Transmission 7-speed manumatic els — the CLK550 AMG Optional Transmission none Edition and the highperformance CLK63 Drivetrain Rear-drive AMG — as well as the Length 4652 mm (183.1 in.)

V6-powered CLK350 AMG Edition.

Fuel Economy (l/100 km) 12.3 city, 7.8 hwy.

The CLK550 is powered by a 382-hp 5.5L V8, which made its first appearance in the 2007 S-Class. The CLK63 AMG Cabriolet has a 475-hp, 6.2L V8 under its hood, one of the most powerful naturally aspirated production V8s ever. The CLK350 Cabriolet is powered by a 268-hp, 3.5L V6.

The AMG Editions of the 350 and 550 come with Mercedes’ Premium Package as standard, along with AMG badging. On the 350, the Premium Package includes Parktronic, Sirius satellite radio, active bi-xenon headlamps with washers and cornering lights, harman/kardon surround-sound audio system, six-disc CD changer and TeleAid with phone pre-wiring.

The Cabriolet roof can be operated at speeds of up to 30 km/h; previously, the car had to be stopped.

eighteen

Base Engine

$ 29,950

Mitsubishi Eclipse Spyder

Base Price

Available in GS and GT-P trims, the 2009 Spyder benefits from styling revisions, plus more available horsepower and safety features. Both the front and rear bumper fascias are redesigned, with the new front end sporting a look reminiscent of the Lancer Evolution. GS models feature single-colour fascia treatments while GT-P models have a two-tone look.

Complementing the new rear fascias is a new dual exhaust system for GT-P models, which boosts the 3.8L V6’s horsepower to 265 hp. The GT-P gains twentyone standard HID headlamps and features standard Active Stability Control.

Standard on all Spyders is a 650-watt Rockford Fosgate premium audio system with six-disc, in-dash, CD/MP3 player and nine speakers.

Additional standard features for the GT-P includes automatic climate control, leather front seats, adjustable power driver’s seat, aluminum pedals and 18-inch alloy wheels.Once activated, the automatic power top folds completely in 19 seconds, underneath a flush-fitting tonneau cover.

Base Engine

162-hp, 2.4L SOHC I4

Optional Engine

265-hp, 3.8L SOHC V6

118-hp, 1.6L DOHC I4

Optional Engine 172-hp, turbocharged 1.6L DOHC I4 Base Transmission Optional Transmission Drivetrain Length Fuel Economy (l/100 km)

6-speed manual n/a Front-drive 3699 mm (145.6 in.)

7.1 city, 5.3 hwy.

SPRING 2 0 0 9

Base Price

Base Price

Reprising the appeal of the first-generation Convertible, the 2009 Mini Cooper droptop, which is available this spring, inherits the DNA of the current family of Mini hatchback and Clubman models with an all-new body/chassis, drivetrain and updated interior.

As previously, there will be two versions, the base Cooper with its 118-hp, 1.6L four-cylinder, and the higher-performance Cooper S, with a turbocharged, 172-hp, 1.6L, each mated to a standard six-speed manual transmission.

Encompassing slightly larger side wintwenty dows, the standard electro-hydraulically operated convertible roof features a glass rear window and fully retracts in just 15 seconds and can be operated with the vehicle in motion up to a speed of 30 km/h. The top can also be opened remotely via the ignition key.

In a touch of whimsy, Mini has equipped the car with the Always-Open Timer, which measures how long the driver and passengers have had the roof down. The Timer is activated as soon as the driver starts the car.

Base Transmission Optional Transmission Drivetrain Length Fuel Economy (l/100 km)

$ 32,298

5-speed manual 5-speed manumatic Front-drive 4583 mm (180.4 in.)

10.5 city, 7.3 hwy.

AUTOVISION 31

Mercedes CLK

Mini Cooper

AUTOVISION 32

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focuson a snapshot on ’09 Pontiac G6 GT

Base Price

Top-down aficionados who need a car that will seat four should contemplate the G6 GT hardtop convertible. In about 30 seconds, the all-weather retractable steel top disappears with the push of a button, allowing the sun to pour into the car. A hard tonneau cover automatically appears as part of the hardtop retraction process, and there is no visible stack when the top is down — it disappears into the storage compartment. An insulated headliner provides acoustic and thermal protection.

The G6 also offers cargo room, with 12.6 cu. ft. of trunk space when the retractable hardtop is twentytwo up and 2.2 cu. ft. when the top is stowed. The G6 convertible undergoes stringent water tests at the factory to ensure a dry, hardtop-quality interior, and a double-hinged trunk lid facilitates stowing. It opens like a conventional trunk for cargo storage, but it is reverse-hinged to accept the folding hardtop. All G6 GT models feature a standard 219-hp, 3.5L matched with a four-speed manumatic with manual shift control. The GT convertible has an optional 222-hp, 3.9L V6.

Base Engine

219-hp, 3.5L OHV V6

Optional Engine

222-hp, 3.9L OHV V6

Base Transmission

4-speed manumatic

Pontiac Solstice

Base Price

Pontiac substantially upgraded the rear-drive Solstice for 2008 with new technologies and increased standard features.

Content changes for ’09 are few, but they include anti-lock brakes, traction control, StabiliTrak electronic stability control and a limited-slip differential as standard equipment on all models. Other standard equipment includes a premium acoustic headliner, OnStar with Bluetooth capability, Driver Information Centre and tire pressure monitoring system.

All Solstices come with racinginspired sport bucket seats with seattwentythree back storage, leather-wrapped manual shift knob, AM/FM/CD stereo, rear window defogger, tilt steering and easy-tooperate cloth convertible top with glass backlight. The base Solstice is powered by a 173-hp, 2.4L Ecotec four-cylinder.

The GXP features a 2.0L turbo fourcylinder that kicks out 260 hp. It is also outfitted with high-polished stainless steel dual exhaust outlets and front and rear fascia extensions. Inside, the standard cloth or available leather seats are embroidered with a choice of grey or red accent stitching.

Base Engine

Porsche Boxster

Base Price

A thorough refeshening for the 2009 model years sees a newly enlarged, 255-hp, 2.9L flat-six engine for the Boxster, while the S gets a power boost to 310 hp from its direct fuel injection, 3.4L six. A new six-speed manual transmission is standard, with the available PDK (double-clutch gearbox) seven-speed manumatic transmission replacing the Tiptronic.

The two-seaters also receive new front and rear ends.

New halogen headlights with integrated direction indicators are reminiscent of the lights on the Carrera GT, while LED rear lights taper twentyfour to the outside and integrate into the modified rear end. There is also an available Lights Package featuring bi-xenon headlights, dynamic curve lights and LED daytime driving lights.

A new suspension setup gives the Boxster a combination of even greater driving dynamics and enhanced comfort.

All Boxsters feature the latest generation of Porsche Stability Management with two additional functions — Brake Pre-Loading and Brake Assistant.

Base Engine

255-hp, 2.9L DOHC flat6

Optional Engine

310-hp, 3.4L DOHC flat6

Optional Transmission Drivetrain Length Fuel Economy (l/100 km)

$ 36,995

none Front-drive 4803 mm (189.1 in.)

12.2 city, 7.6 hwy.

Porsche 911

Base Price $ 107,600 While the refinements Base Engine 345-hp, 3.6L DOHC flat6 to the appearance of Optional Engine 385-hp, 3.8L DOHC flat6 the 2009 911 Cabriolet are minor in nature, Base Transmission 6-speed manual powertrain revisions are Optional Transmission 7-speed manumatic much more substantial.

Drivetrain Rear-drive /AWD All 911s receive new engines, which boast Length 4435 mm (174.6 in.) direct fuel injection. The Fuel Economy (l/100 km) 11.3 city, 7.9 hwy.

3.6L boxer six in standard models goes to 345 hp from 325; the new 3.8L in the S gains 30 hp to 385 hp.

The optional PDK double-clutch gearbox takes the place of the Tiptronic S. This seven-speed, double-clutch transmission is lighter, more efficient and quicker shifting. All-wheel-drive models distribute power to all four wheels via the electronically controlled Porsche Traction Management system found previously only on the 911 Turbo.

The 911 Cabriolets boast unparalleled low weight among convertible roof structures. This light folding top assembly stows below the cars’ beltline for a low centre of gravity, which translates to superb vehicle dynamic control. The fully automatic top opens and closes completely in about 20 seconds and may be deployed while the car is moving.

$ 29,055

twentyfive

173-hp, 2.4L DOHC I4

Optional Engine 260-hp, turbocharged 2.0L DOHC I4 Base Transmission Optional Transmission Drivetrain Length Fuel Economy (l/100 km)

5-speed manual 5-speed automatic Rear-drive 3992 mm (157.2 in.)

11.0 city, 7.9 hwy.

Saab 9-3

Base Transmission Optional Transmission Drivetrain Length Fuel Economy (l/100 km)

$ 58,400

6-speed manual 7-speed manumatic Rear-drive 4342 mm (171.0 in.)

11.2 city, 7.4 hwy

Base Price $ 54,695 Saab engineers Base Engine 210-hp, turbocharged 2.0L DOHC I4 developed the 9-3 Convertible to deliver a Optional Engine 280-hp, turbocharged 2.8L DOHC V6 premium convertible Base Transmission 6-speed manual with a level of structurOptional Transmission 5-speed/6-speed automatic al integrity, build quality Front-drive and driving refinement. Drivetrain It is built from “the Length 4633 mm (182.4 in.) driver outward,” Fuel Economy (l/100 km) 11.1 city, 7.3 hwy. meaning that cabin ergonomics, instrumentation, controls and seating position are all developed from the driver’s perspective.

Changes are minor for 2009. Last year, designers made the Convertible interior window frame and A-pillar black, to better coordinate with the instrument panel. The soft-top headliner is parchment, providing a more roomy feeling inside the car when the soft top is up.

The 9-3 2.0T, powered by a 210-hp, turbo four-cylinder, features newly designed 16-inch wheels, a power driver’s seat, body-colour rocker panels and bumper skirts. 9-3 Aero models get a more powerful version of the 2.8L V6 Turbo engine (280 hp) and a choice of six-speed manual or six-speed automatic transmissions.

twentysix

Saturn Sky

Base Price $ 31,295 The two-seater Sky Base Engine 173-hp, 2.4L DOHC I4 features a sexy, striking profile and sophisticat- Optional Engine 260-hp, turbocharged 2.0L DOHC I4 ed interior design. The Base Transmission 5-speed manual 2009 model is essenOptional Transmission 5-speed automatic tially carried over from Drivetrain Rear-drive last year.

The Sky is equipped Length 4091 mm (161.1 in.) with a 2.4L DOHC Fuel Economy (l/100 km) 11.0 city, 7.9 hwy.

Ecotec four-cylinder with variable valve timing that delivers 173 hp, mated to a five-speed manual with a short-throw shifter.

The Red Line performance model features a 260-hp, turbocharged 2.0L four, GM’s first direct-injection offering in North America.

The Red Line builds on the chassis and equipment of the Sky with additional hardware — such as a performance-tuned suspension — to increase performance. The Red Line also features several unique interior and exterior differences compared with the base model, including dual polished aluminum exhaust outlets and 18-inch polished aluminum alloy wheels.

Volkswagen New Beetle

Base Price

Unchanged from last year, the New Beetle convertible, available in Trendline, Comfortline and Highline versions, is powered by a 2.5L five-cylinder gasoline engine, delivering150 hp and 170 lb-ft of torque. Power is delivered to the front wheels with a choice of two types of transmissions. A five-speed manual transmission operates smoothly with a hydraulic clutch. An available six-speed manumatic allows for both automatic and driver-selected gear changes using the gear selector.

The iconic cabin includes a t wentynine single-bezel instrument cluster housing a large, easy-to-read speedometer and a smaller tachometer and fuel gauge.

Chrome accents enhance the instrument cluster and the dashboard air vents. In a nod to the importance that drivers place on their music, the auxiliary input jack has been placed in a more visible location in the centre console.

Base Engine

Volkswagen Eos

Base Price

VW calls the Eos the world’s first four-seat, hardtop convertible with an integrated glass sunroof. A sliding glass roof is incorporated into the retractable hardtop. Roof movement is accomplished via a switch in the centre console that activates eight hydraulic cylinders with mechanical linkages. In 25 seconds, the hardtop is completely and automatically lowered. The front roof panels, including the glass sunroof, slide under the forward roof panels as the entire roof area rises from the C-pillar to what would be a B-pillar and is stored thirt y beneath a rear deck.

An optional Trunk Lid Assistance program with integrated bumper sensors monitors up to 20 inches behind the vehicle and prevents the roof from operating if any object or obstruction is detected.

The Eos comes with one engine 200-hp, 2.0T turbo four-cylinder with a standard six-speed manual — and is available in Trendline and Comfortline trim levels.

Base Engine

Volvo C70

Base Price

Redesigned in 2007, the C70 hardtop convertible saw an increase in horsepower and an enhanced options list last year. The model sees minimal changes for 2009.

The C70 is powered by a turbocharged, 2.5L, 227-hp, five-cylinder engine that drives the front wheels through either a six-speed manual or an optional five-speed automatic transmission with Geartronic.

With its power retractable hardtop, the C70 offers buyers two cars in one: a closed-top thirtyone coupe or an open-air convertible in approximately 30 seconds. The standard equipment list has been enhanced with the addition of heated front seats, Bluetooth mobile phone wireless connectivity and a Sirius Satellite Radio system.

Updated for 2009 is the optional HDD Navigation System with Real Time Traffic, Remote Control and Map Care.

The software has been revamped to offer more scrolling and viewing features.

Base Engine

$ 26,975 150-hp, 2.5L DOHC I5

Optional Engine

none

Base Transmission Optional Transmission Drivetrain

5-speed manual 6-speed manumatic Front-drive

Length

4091 mm (161.1 in.)

Fuel Economy (l/100 km)

10.2 city, 7.1 hwy.

t wentyseven

t wentyeight

Base Transmission Optional Transmission Drivetrain Length Fuel Economy (l/100 km)

none 6-speed manual 6-speed DSG with Tiptronic Front-drive 4410 mm (173.5 in.)

10.0 city, 6.6 hwy.

SPRING 2 0 0 9

Base Price $ 21,250 The Smart fortwo was Base Engine 70-hp, 1.0L DOHC I3 redesigned last year Optional Engine none with a more powerful gasoline engine replac- Base Transmission 5-speed manumatic ing the previous models’ Optional Transmission none diesel unit. Combined Drivetrain Rear-drive with 100% recyclable body panels, the subLength 2695 mm (106.1 in.) compact is an ideal 5.9 city, 4.8 hwy. urban commuter vehicle Fuel Economy (l/100 km) for the eco-conscious.

The fortwo Passion cabriolet is equipped with a five-speed automatic transmission with manual shift mode, central remote locking system, three-spoke leather steering wheel with shift paddles, power windows, power steering, heated seats and a tridion safety cell.

The Passion cabriolet comes with a soft-top with a heated rear glass window that is fully automatic and can be infinitely adjusted to any position while driving at any speed. To convert the car into a full cabriolet, the side roof bars can be removed and stowed in a special compartment in the tailgate.

Then there’s the Brabus cabriolet, which offers special design elements in a sportier package. Sportier exhaust tuning along with a sports chassis and suspension components have been designed to offer a smooth ride and added comfort.

Optional Engine

Optional Engine Base Transmission Optional Transmission Drivetrain Length Fuel Economy (l/100 km)

$52,095 227-hp, 2.5L Turbo I5 none 6-speed manual 5-speed manumatic Front-drive 4582 mm (180.4 in.)

11.3 city, 7.5 hwy.

AUTOVISION 33

Smart fortwo

$ 35,975 200-hp, turbocharged 2.0L DOHC I4

uccess, for those seeking the lazy man’s road

S

to contentment, is simply setting your sights low enough. For those of us of modest talent, the road to personal gratification is not so

much the struggle for lofty goals as setting your goals low enough that you don’t have to struggle. So, as an example, last year’s first annual Team Rigor Mortis race track group test was a phenomenal success — not because we went incredibly quick or that anyone set any lap records but simply because nobody crashed, no one had a heart attack and none of the bikes blew up. Oh, the joys of low expectations.

It appears, however, as with most things that start out simply, that Team Rigor Mortis’ test fest will grow beyond our wildest dreams. This year, not only did manufacturers deliver all manner of exotic European goodies to Shannonville’s Motorsport Park — a Triumph 675, a Ducati 848, an Aprilia Tuono R and a Buell 1125R (hey, the motor is from Austria) — but one shop actually sent its tuner to fettle two of its charges.

This caused all manner of consternation among the assembled Rigor Morti. What if he noticed that we’re really old? What if he asks if we want more rebound damping and we don’t know? And will he figure out that this is a giant lark and we’re having way too much fun to call this work?

To make matters worse, one of our stalwart crew

AUTOVISION 34

SPRING 2 0 0 9

was absent because of that pesky out-of-town-forwork thing and his substitute was none other than Yuji Kikuchi. Now, I know none of you know that name, but Yuji is Nicky Hayden’s chassis tuner. Yes, that Nicky Hayden. Yes, I do mean the 2006 MotoGP champion. Surely, he would notice our lack of talent?

Track Attack II Once again we prove, in our own ham-handed way, that more power does not always mean more fun. In the hands of everyday riders, linear handling, light weight and a user-friendly powerband are the keys to a fun day of hooning around a race track

BY TEAM RIGOR MORTIS’ DAV I D B O O T H PHOTOS BY CHRIS KNOWLES

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AUTOVISION 36

Thankfully, it all worked out. Chris McDermott of RevCycles in Toronto (who lent us their track-prepared 675 and 848) turned out to be a true gentleman, never once commenting on Yours Truly’s lack of speed. As for Yugi, he was so busy wobbling around the track his own self that he hardly had any time to notice our foibles.

Our choice of bikes this year sure helped disguise our creeping maturity. First, let me note that the RevCycles Triumph and Ducati were something of ringers, as both had a bunch of aftermarket goodies — the Triumph sported some way-trick BST carbon-fibre wheels and an Arrows exhaust, the Duke some magnesium wheels and a complete Ohlins suspension redo — but, my gosh, do they ever make you feel like you know what you’re doing.

The Triumph was the pick of the majority of us for top track star, thanks to its combination of a razor-sharp chassis and its unique 675-cubic-centimetre three-cylinder engine that pumps out more torque than comparable 600-cc four-cylinders. Though it may not quite have the top-end horsepower of a Honda CBR600RR, that’s a small sacrifice for having such a wonderfully flexible engine. And the Triumph’s chassis is nothing short of astounding. It turns as sharply as a Yamaha R6, feels as light as a feather and brakes like a demon. What’s more, McDermott swears that the Triumph’s stock wheels are so light that BST items can be an unnecessary vanity, so if the track-prepped RevCycles Triumph is too expensive at $18,995, they’ll sell you a stock 675 for $11,999.

The 848 felt completely different from the similarly liveried Triumph, though no less adept. Its 849-cc double overhead camshaft V-twin is a potent affair, starting to growl authoritatively around 6,000 rpm. Although it revs unusually high for a twin, it has all of Ducati’s legendary torque, meaning the engine’s powerband is very wide indeed.

And true to Ducati legend, the 848 corners as if on rails. More stable at full lean than anything else on the track, the Ducati feels as if nothing short of a 7.2 on the Richter scale could perturb it when scraping footpegs. If there is such a thing as feeling completely comfortable while cornering at racing speed, the Duke inspires it.

That means it steers a little slower than the Triumph. That’s not a problem in most corners, even Shannonville’s tricky double apex that sometimes requires a change of line. But, in ess-corners, where you literally have to flop the motorcycle first to one side and then the other, the Duke is slower on the uptake than the Triumph or even the Buell, for that matter.

The Buell actually caused some consternation in the pits as two of my cohorts placed it behind the Triumph, Duke and Aprilia, while I had it a close second to the 675. The Buell continues to impress with its 1,125-cc Rotax-designed V-twin that makes excellent power all the way from 4,000 rpm to beyond 9,000 rpm. It also steers phenomenally quickly yet remains stable at speed. A little work in the

suspension department (and with a very competitive $12,919 price tag, there should be plenty of money left over to play with) to firm things up would certainly reinforce the Buell’s contention that the 1125R is a serious track weapon.

Those same two quite liked the Aprilia Tuono R, citing its ease of use and tractable power. Really, they were just seduced by its many trick mechanical bits (even I was amazed with the eccentrically mounted gearshift nobbin) and with its absolutely stunning good looks. I’m not much of a fan of the sit-up-andbeg riding position on the track, however. It makes it harder to lean off and move around on the bike. The motor, however — a 998-cc V-twin with a claimed 133 horsepower — is a stonker and it steers with precision. It all makes for an excellent street bike with sporting tendencies. And remember that Aprilia also offers the more track-oriented RSV 1000 with essentially the same engine and a racier chassis.

Though the motorcycles tested were completely different this year, the results share one commonality with our inaugural Track Attack testfest. A 600-cc supersport machine (the 600-cc class has been expanded to accept 675-cc triples) was deemed the all-round best motorcycle for the casually talented rider looking for track day fun. The Duke, had we tested at a higher-speed venue, might have triumphed, but for tight, twisty tracks, the Triumph rules. Neither the Aprilia nor the Buell should be discounted as both found favour with some of our riders and both race around far beyond initial expectations (the Aprilia’s are set low because of its high-bar, naked-bike status; the Buell because motorcyclists are still getting used to the concept of a fully capable sport bike from Milwaukee). s

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BMW reserves the right to make changes at any time, without notice, in colours, materials, equipment, specifications and models. Some models may be shown with optional equipment. Further information can be obtained from your BMW Motorrad Retailer. ŠBMW Canada Inc. "BMW" and the BMW logo "The Ultimate Riding Experience" are registered trademarks of BMW AG, used under licence by BMW Canada Inc. GST and PST (where applicable) extra. Transportation and retailer preparation are extra. Prices are subject to change whithout notice. Retailers are not obligated to sell for retail price.

The new R1200GS: 105hp, Enduro ESA and upgraded drive train.

R1200GS

The Ultimate Riding Experience.

FOR MORE INFORMATION, CIRCLE REPLY C ARD NO. 43

bmw-motorrad.ca

$16,900 *

R1200GS

PREVIEW

Safest Volvo Ever?

B Y DAV I D B O O T H I N S A N F R A N C I S C O

very long time ago — I even had hair — I went to Germany to test the first motorcycle with anti-lock brakes. The year was 1988 and BMW’s K100RS with ABS was the sensation of the year.

It promised much. After all, when you lock the brakes of an automobile you just skid merrily along.

Lock the front wheel on a motorbike and you tend to fall on your head. And any technology that prevented you from sliding along on your keister just had to be a big boon to motorcycle safety.

The only problem was that I couldn’t summon up enough, er, brass to squeeze the front brake lever hard enough to lock the wheel. Falling off a motorcycle is never exactly a fun event. Taking a tumble at 160 kilometres an hour on the autobahn while being tailgated by an impatient German in a turbo Porsche is that much less so.

So, you’ll understand my trepidation.

That I am still here and able to type with both hands is proof that it worked, but the experience taught me that you sometimes have to take things on faith.

Take things such as Volvo’s new City Safety system.

City Safety is basically a laser-guided system that “sees” large objects — such as stopped cars, walls, and even pylons — in the front of the new Volvo crossover and automatically applies the brakes to stop before a collision occurs. According to Volvo, the system so effectively prevents front-end collisions below 30 kilometres an hour that its City Safety-equipped XC60 is the safest car the company has ever produced.

Using some comparably soft balloons (moulded to look like stationary automobiles) as the guinea pig, City Safety stopped the XC60 automatically every time we

“ ”

City Safety stops the XC60 automatically

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A

Base Price:

$50,000 (est) Engine: 3.0L turbocharged I6 Transmission: six-speed automatic Length: n/a mm (n/a in.)

Fuel Consumption, L/100 km: city - n/a hwy - n/a

2010 Volvo XC60 approached the balloon. It’s not a gentle process, however.

Volvo calibrates the system to apply 50% of the XC60’s maximum braking power, and since you’re distracted, it’s a bit of a shock.

Of course, though City Safety is the new technology Volvo will promote around its XC60 marketing, it is far from the only defense in the XC60’s arsenal of safety toys.

Air bags abound, and there’s a radar-based long-distance collision warning, a pre-tensioning system for the seat belts, and whiplash protection. Truth be told, if you get hurt in a Volvo XC60, you’re either a very bad driver or very unlucky.

So, it’s safe. But is it sexy? To our largely jaded public, even a rock-solid attribute such as safety has to be dressed up in a bit of lingerie.

For the most part, the XC60 succeeds. Indeed, this is, by some margin, the best Volvo introduced in recent years. Sporting 281 horsepower and 295 pound-feet of torque, the T6 turbocharged in-line six is more powerful than previous Volvo units, accelerating the XC60 with something approaching alacrity. Typical of its in-line six-cylinder format, it’s smoother than any competitive V6 and the best engine in Volvo’s lineup.

Volvo also makes much of the XC60’s sporting chassis.

And to the degree that it handles better than other Volvos — even the lighter and lower sedans and wagons — it is the company’s best effort so far. Despite an adjustable steering system, however, the feel through the wheel is somewhat lacking, though the suspension is firm enough to promote spirited cornering.

Where the XC60 truly shines is the interior’s execution.

Attractive in the black-and-tan leather version I sampled, the XC60 also sports one of the industry’s better centre stacks, combining the simplicity of previous Volvo versions with a fit and finish worthy of an Audi. The aluminumfinished buttons, switchgear, and trim are the very best I’ve seen, and the light matte-blond wood trim elegant.

There’s plenty of room in both rows of seats, and you can even get a seat heater for the rear bench.

Volvo Canada says the XC60 will start at around $50,000 when it arrives later this spring. That may seem a trifle high, but it is the best Volvo in quite some time.

And it is quite possibly the safest. s

CONTROL POWER

The most powerful Acura ever built. The all-new 2009 Acura TL with SH-AWD.ÂŽ Introducing the all-new 2009 SH-AWD Acura TL. The revolutionary Super Handling All-Wheel DriveTM system produces unparalleled control of the V-6 engineâ&#x20AC;&#x2122;s formidable 305 horsepower, giving you exceptional handling and unwavering confidence in any condition. Using advanced sensors, the system even accelerates the outside rear wheel through tight curves, resulting in exhilarating, razor-sharp cornering. The 2009 SH-AWD Acura TL. Stirring performance plus advanced technology. Visit acura.ca for more information.

FOR MORE INFORMATION, CIRCLE REPLY C ARD NO. 44

PREVIEW

2010 Lexus RX 350

The Incumbent

BY GRAEME FLETCHER

lmost from its first introduction in 1998, the Lexus RX has been a winner. Originally a somewhat staid piece with a 3.0-litre V6 and four-speed automatic, it quickly evolved into the segment leader, the addition of a larger engine and a hybrid version serving only to cement its popularity.

For 2010, the third-generation, made-in-Canada RX has been completely redone. Along with sharper styling and expanded dimensions (the wheelbase is up 20 millimetres) comes a raft of improvements that improves both comfort and performance.

One of the cabin’s key additions is Remote Touch, a device that allows the driver to navigate through everything from the climate and audio controls to the navigation system and vehicle settings. Unlike other such systems, Lexus’s is easy to use. The device is controlled by a main mouse, two enter buttons (one for the driver and one for the passenger), a menu button and final knob that brings the map up without having to delve into any of the menus.

There’s also a toggle switch that allows the driver to scroll up and down the various menus without having to use the mouse. It sounds complicated, but my ageing brain got it without an in-depth lesson.

As for the opulent side, the new

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A

RX offers everything from a superbsounding, 15-speaker Mark Levinson audio system and a headrest-mounted rear-seat entertainment system to a hard drive-based navigation system, a rear-view mirror-mounted backup camera and a heads-up display that shows everything from vehicle speed and audio settings to the nav’s turn-by turn directions.

The RX 350’s 3.5L V6 is essentially a carryover from the previous model, although output rises to 275 horsepower and 257 pound-feet of torque, 90% of which is available from 2,300 rpm. The upgrade is the addition of a new six-speed manumatic that has been tweaked to get the best out of the engine. The end result is a more entertaining drive.

The 350’s all-wheel-drive system has also been tweaked: It is 30% more efficient and 16 kilograms lighter than the previous version.

The hybrid’s version of the 3.5L V6 pushes 245 hp and 234 lb-ft of torque.

It also uses the Atkinson cycle for greater efficiency — an improvement of more than 10% when compared with a conventional engine. The downside is that this cycle typically produces less power. However, the electric side of the RX 450h more than compensates for this shortfall. Using a

lighter, 288-volt, nickel-metal hydride battery and three electric motors, this system has plenty of jam.

The first motor is a combined starter/generator. The other two electric motors, one on each axle, drive the vehicle and provide the regenerative braking needed to keep the main battery charged. Thus, in its latest form, the RX’s hybrid system delivers a combined gas/electric output of 295 hp, which is up 27 hp over the outgoing vehicle. Better news is that fuel consumption has dropped by 8% when compared with the previous vehicle. The addition of an EV switch allows the RX 450h to run longer on its electric side, which again helps fuel conservation.

In terms of ride and handling, both RXs take a step forward. The rear struts of old make way for double wishbones and new shocks. The result is a more comfortable ride, less body roll through a corner and a 13% increase in cargo space. When pushed through a series of sweeping bends, the RX hunkers down and obeys driver input with remarkable accuracy. In the case of the hybrid, there’s also a marked improvement in the feel and feedback from the brakes — most systems that include regenerative braking tend to feel dull and lifeless.

When the RX goes on sale — Feb. 12 for the RX 350 and April 29 for the RX 450h — it will start at a competitive $46,900 for the well-equipped 350. Expect the RX to remain atop the luxury sport-ute market. s

“

Opulence and frugality in one user-friendly sport-ute package

” Base Price: $46,900 Engine: 3.5L DOHC V6 Transmission: six-speed automatic Length: 4770 mm (187.8 in.)

Fuel Consumption, L/100 km: city - 11.6 hwy. - 8.2

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FOR MORE INFORMATION, CIRCLE REPLY C ARD NO. 40

PREVIEW

2010 Mazda3

Refinement Defined B Y G R A E M E F L E T C H E R I N L O S A N G E L E S , C A L I F.

eplacing a car that accounts for one-third of one’s sales is a difficult venture at best. Evolution works, but as other automakers with a similar dilemma have found, it can leave the new car looking old in a hurry. Go revolutionary and the risk of alienating the existing owner base becomes a very real problem.

With the latest Mazda3 sedan, Mazda has walked a fine line. The new look is evolutionary enough to keep the current crop of customers happy, yet it stretches the stylistic envelope far enough that it is destined to attract a raft of new buyers. The new sedan is well proportioned and gains some needed character.

When the sedan arrives early this year as a 2010 model, it will be offered in GX, GS and GT guises. The GX brings things such as power windows, door locks, and mirrors, ABS, side air bags and drop-down side curtains. Moving up the model range adds a lot of equipment (air conditioning, cruise control, heated seats and so on) and some available options not expected at this end of the price spectrum — everything from rain-sensing wipers and active headlights to a navigation system.

One disappointment is that electronic stability/traction control is not offered on the base car and is wrapped up with a sunroof package in the GS. The interior has been reworked very nicely. The softtouch materials that wrap the driver-centric cabin are a cut above the segment norm, as are the ergonomics at play. The key instruments (speedometer and tachometer) sit behind the steering wheel, while secondary information is placed in an elevated position to the right of the driver and in a binnacle that links the dials to the centre stack. It is a cohesive design that is very easy to live

R

“ ”

More powerful and refined economical

AUTOVISION 42

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but no less

Base Price: $15,995 Engine: 2.0L DOHC I4 Transmission: five-speed manual Length: 4590 mm (180.7 in.)

Fuel Consumption, L/100 km: city - 8.1, hwy. - 5.9

with. In fact, the interior layout comes together so well that finding fault is difficult.

When it comes to power, there are two different flavours — hot and hotter. The base 2.0-litre powertrain is very much a carryover, although the inclusion of a quasicold air intake and new five-speed automatic (a fivespeed manual is standard) improves the driving experience. The four-cylinder’s 148 horsepower is enough to deliver an enthusiastic drive that will likely satisfy the majority of prospective purchasers.

The up-level 2.5L four-cylinder, which replaces the previous version’s 2.3L, is a delightful mill that was liberated from the Mazda6. It not only ups the output to 167 hp but delivers a robust 168 pound-feet of torque.

Marry this work ethic to a slick-shifting six-speed manual box and things are decidedly rosy. The five-speed automatic works almost as well. There is not quite the same pop off the line, but, once moving, the autobox serves the engine well.

Dynamically, the new Mazda3 takes a big step forward. The outgoing car was no slouch in this department, but a tweak here and an upgrade there deliver better road manners without compromising ride comfort in the least.

It is such that the body’s attitude remains flat even as liberties are taken. This is particularly true of the GT and its larger P205/50R17 tires (the base tire is a P205/55R16); it has a glued-to-the-road feel that is a step above anything offered in the compact family sedan category. The other pleasant surprise is that when pushing the 3 through a corner, its limits are a lot farther out than expected. The delicate feel of the steering is the finishing touch.

There is very little wrong with the outgoing Mazda3.

To many, Yours Truly included, the outgoing sedan sat at the top of the compact class. Yet the latest version is better in every respect. The one thing I did not expect, however, was the car’s improvement in overall refinement — it is good enough to challenge some more expensive rides.

Pricing will be announced closer to the on-sale date.

Expect the base car to start in the high teens and top out in the high 20s for a loaded GT. s

PREVIEW

2009 BMW 335d

Torquing Performance B Y DAV I D B O O T H

t’s as backhanded a compliment as “Oh, and she cooks so well” or “Really, he’s handy.” Whenever you read a road test of a diesel-powered automobile, the evaluator always emphasizes the word “torquey” as if that is some adjective that the common consumer might actually recognize. Indeed, said author always trots out some outrageous number of pounds-feet specification to emphasize, one supposes, the desirability of all those hyphenated pounds and feet.

The problem is that it’s relatively meaningless to the average consumer. If a car has 425 horsepower, everyone knows that, unless you’re driving a Peterbilt, things are going to move along quite rapidly. But, told that the BMW 335d has 425 pounds-feet of torque, the average Joe is nothing but confused. Any quantity that large would seem to indicate that the Bimmer is powerful. But exactly how powerful? Compared with what? Do I really want all those torques? Throw in the fact that, despite all those foot-poundals, the 335d boasts but a relatively modest 265 horses and the confusion grows. Inevitably, despite this plethora of information, the question remains: “Has this thing got any cojones or not?”

The answer you’re looking for is “Muy cojones.” The 335d scoots to 100 kilometres an hour in just 6.3 seconds.

That’s just 0.6 seconds in arrears of the much-heralded 335i and its 300 horsepower twin-turbo gas engine. This thing is fast. Not as in fast for a diesel, but fast as in when you punch the gas, the 335’s rear tires struggle for grip and, if you have the traction control disabled, the rear end does that slidey thing that’s so much fun in a powerful, sporty automobile.

But what makes the 335d truly different from any diesel you’ve ever driven is the throttle response. Where other oil-burners have boasted horsepower and torque figures akin to the BMW’s, few can boast as freewheeling an engine. Indeed, punch the 335d’s throttle and the response you get is not much different from that previously mentioned gas turbo six. The revs instantly soar and, surprise, surprise, the exhaust note that fills the cabin is definitely on the sporty side.

I

“

Opulence, performance in one sporty package

”

Base Price:

$49,700 Engine: 3.0L DOHC turbocharged diesel I6 Transmission: six-speed manumatic Length: 4531 mm (178.4 in.)

Fuel Consumption, L/100 km: city - 8.5 hwy. - 5.3

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and frugality

AUTOVISION 43

But, if a diesel can but only aspire to match a gas engine’s performance, why all the hubbub? Well, the answer to that would be two simple words; fuel economy.

The 335d’s is simply incredible. Holding a steady 120 kilometres an hour on the highway, I averaged 6.9 litres per 100 klicks. Toning things down to 95 km/h on secondary roads saw that number improve to 6.2.

Overall, including city driving, I averaged 7.8 l/100 km.

And that wasn’t pussyfooting around like you must to achieve the promised advantage of hybrid technology. I was simply hooning around as I always do. Other than the Jetta turbodiesel that I recently tested, I have not tested any cars recently (and I must admit I don’t drive many subcompacts these days) that boasted better mileage. And even the Jetta diesel’s advantage is mitigated by the BMW’s far superior performance.

The one big problem with this so-far rosy scenario is the price of diesel fuel. Many are the reasons being posited for elevated price compared with gasoline, but whatever the truth of the discrepancy, the last time I filled the 335d up, diesel cost $0.87/litre at a gas station where regular unleaded cost but 61 cents. That virtually wipes out the 335d’s fuel economy advantage, at least from a cost standpoint. The one remaining advantage is the 335d’s incredible range, about 750 klicks to a tank at my fuel consumption rate.

So with little cost savings to be had at today’s gas prices and a premium to be paid for the diesel technology, the 335d’s popularity will be limited. It’s a shame, since the motor is so sweet and, of course, the rest of the car is the superlative 3 Series that we’ve all come to love and mythologize. For the diesel derivative to enjoy the same popularity, the price difference between gasoline and diesel fuel will have to balance out. s

PREVIEW

2009 Toyota Venza

Toyota Springs Another Crossover B Y G R A E M E F L E T C H E R I N FA R M I N G T O N , PA

ith the hulking SUV falling out of favour faster than Stephane Dion, the market for vehicles that blend the utility of the breed with better fuel economy and car-like handling is growing. The Venza is Toyota’s take on this burgeoning opportunity. It is roomy, has plenty of flexibility and drives like a car.

Styled after the FTSX concept first shown at the North American International Auto Show in Detroit in 2005, the Venza appears to ride lower than the typical crossover, although it does boast a generous 205 millimetres of ground clearance. It boils down to the optics at play. The long 2,775-mm wheelbase, wide stance and oversized wheel/tire package — P245/50R20s on the V6 models — make it look like it’s hugging the road. It is a handsome piece that might be described as adventurous.

The first thing that impresses is the seat comfort and the ease of ingress and egress. You don’t climb up, as is the case with an SUV; you slide in. Better yet, there will be no pant leg salt stains, as the door closes over the side sill. It’s a small touch, but one that’s going to be greatly appreciated.

The centre stack continues the flowing theme, and it is elegant in its simplicity. All of the buttons are large and readily reached, and the small screen at the top of the stack needs

W

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Flexibility of a minivan, of a car, and the looks of an SUV

AUTOVISION 44

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handling

”

Base Price: Engine:

$28,720

2.7L DOHC I4 Transmission: six-speed automatic Length: 4800 mm (189 in.)

Fuel Consumption, L/100 km: city - 10.0 hwy. - 6.8

little more than peripheral vision to keep an eye on it. The one option that really wows is the 13-speaker JBL sound system. This 605-watt unit fills the cabin with the sort of sound that’s a rare find in a utility vehicle. Sadly, it’s tied up in the navigation package, and this means taking two other packages to access it — read expensive.

The rear-seat experience is the equal of that in the front row. There is plenty of head- and legroom, and enough width to accommodate three adult riders in comfort. Aft of that, the cargo capacity measures a useful 30.7 cubic feet. Folding the rear seats down reveals a flat floor and 70.1 cu. ft. of space. There are also the welcome touches. Beneath the rear floor mat is a washable plastic floor, and there’s a privacy cover, the needed tie-downs and some extra cubbies.

Mechanically, the Venza is basically all new, although the up-level 3.5-litre V6 engine is found in other Toyota products. This engine spins out 268 horsepower and 246 pound-feet of torque. This equates to a strong launch off the line and an enthusiastic mid-range. The six-speed manumatic transmission certainly helps things. If there is a minor gripe, it is that the engine sounds a little gruff when

forced to work at the top end of the rev range.

It is, however, the new 2.7L fourcylinder engine that will likely be the popular unit. It not only dishes out a stalwart 182 hp and 182 lb-ft of torque, it does so in a quiet and unflustered manner. Large-displacement fours are traditionally rather thrashy. The adoption of variable valve timing on both the intake and exhaust cams spreads the power out over a broad range while cutting emissions and improving fuel economy (an average of 8.5 litres per 100 kilometres for the front-drive model). Again, the slick-shifting six-speed box casts the four in a very favourable light.

Both engines are offered in frontwheel drive and all-wheel drive (AWD). The latter is a good system that splits the power on a proactive basis. Under normal circumstances, it sends all of the power to the front wheels. However, as it monitors throttle input, it begins to transfer the power rearward (up to 50%) before wheelspin happens.

The Venza’s ace in the hole is its handling. The suspension is comfortably compliant, yet it manages to control body roll to the point where it is a non-issue through anything but a white-knuckle corner.

Though it may initially look like a tall Camry wagon, the Venza is possibly Toyota’s most dynamic and practical product. That is high praise indeed for the company that sells more cars worldwide than any other. s

PREVIEW

2009 Mini Convertible

How Much Fun Can You Stand?

BY GRAEME FLETCHER IN VILLACH, AUSTRIA

Combine this work ethic with a slick six-speed manual box and the Cooper S is deceptively quick — the convertible runs from rest to 100 km/h in about 7.5 seconds.

However, it is in the mid-range where things really come together.

The blistering 80-to-120 km/h passing move speaks to the S’s turn of speed — five seconds. Punching the Sport button, which remaps the throttle and sharpens the steering, then puts a smile on the driver’s face that takes a week to wipe off.

If the driver gets carried away, the Mini Convertible comes with the usual electronic nannies, but with one welcome addition. After the convertible has been held on a hill for two seconds, the system automatically applies the brakes, which prevents the car from rolling back when the driver moves from the brake to the gas.

Another welcome improvement is the amount of cargo space. The top up/down numbers are six and 4.4 cubic feet respectively. Folding the 60/40-split/folding seatbacks flat opens up 23.3 cu. ft, which is 1.2 cu. ft. more than before.

The last Mini Convertible was a joy to drive. The new car is better is every respect, especially in Cooper S guise.

The turbo brings a turn of speed the old supercharged engine could only dream of. Add the sport package and the road manners it brings and going al fresco Mini style is about as much fun as one can have away from the sheets — even Austria’s chilly 2°C temperatures did not put a damper on the open-air fun. s

“ ” Cute,

fashionable and sportier than ever

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L

of cowl shake — an annoying trait that makes the steering wheel feel as though it is shifting laterally in relation to the body. As such, the new convertible retains the roofed car’s go-kart-like handling when flogged through a series of switchbacks.

The Mini Cooper Convertible comes with a 1.6 litre four and a six-speed Getrag manual transmission or an optional six-speed manumatic ($1,390). If you value style as much substance, the Cooper is the right choice — the 118 horsepower is not exactly the stuff of lore. Neither is the 9.6-second run to 100 km/h.

For those looking for a serious infusion of substance, the Cooper S is the answer. As with its hardtop sibling, the drop-top uses a turbocharged 1.6L four-cylinder engine. The direct fuel injection and twin-scroll turbocharger work hand-in-glove to deliver 172 hp and 177 pound-feet of torque. The unspoken benefit is that the turbo delivers lag-free performance and so torque peaks at 1,600 rpm. Then there’s a clever twist — for a short time, the turbo is allowed to boost its pressure to 14.7 psi from its normal 11.75 psi. This overboost mode bumps the peak torque to 192-lb-ft at 1,700 rpm for even faster exits from corners.

AUTOVISION 45

anding in Canada later this month, Mini’s new Convertible will be offered in two wellequipped versions — the Cooper ($29,950) and Cooper S ($36,350).

The highlight of the latest iteration is its electro-hydraulic convertible top. The canvas lid drops in about 15 seconds, it can be raised at speeds of up to 30 kilometres an hour and it can be opened part way (sunroofstyle) at speeds up to 120 km/h to give the benefits of an open-air ride while providing some protection.

Finally, the top can be raised and lowered remotely through the ignition key.

There’s also a new protective pop-up roll bar that normally hides behind the rear seat backs, but it pops into place in 150 milliseconds if the Mini starts to roll over. While some will lament the disappearance of the previous car’s polished roll bars (the new ones sit 170 millimetres lower), the back end looks less cluttered and the sightlines to the rear are better.

The Mini’s basic chassis has also been reworked. Reinforcing the floor, A-pillars and side-sills brings a lighter structure (down 10 kilograms) that is stronger (up 10%). The outgoing convertible had a solid feel to it; the new one is noticeably better because it’s devoid

Base Price: $29,950 Engine: 1.6L DOHC I4 Transmission: six-speed manual Length: 3699 mm (145.6 in.)

Fuel Consumption, L/100 km: city - 7.1 hwy. - 5.3

gearhead insights into technology

Canadian designer fulfills his dream M AUTOVISION 46

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BY GABRIEL GELINAS

ontrealer Karim Habib was standing with his colleagues in the BMW design group on a deserted former military airfield. The board of directors of the German automaker had just left after having been briefed by BMW design gurus Chris Bangle and Adrian van Hooydonk on the two final full-scale models that were in the running to become the next 7 Series, BMW’s flagship car. The board had just made its decision, and Chris Bangle was ready to announce to his team which design concept had made the grade.

“When Chris Bangle announced the board’s selection of the design I had originated, I felt like a kid whose childhood dream had been realized. I shed a few tears of joy, all my colleagues came over to shake my hand and then I called my girlfriend,” recalls Habib.

The new 7 Series, which was unveiled at the Paris auto show last fall, has been designed by a Canadian, and Habib now belongs to the select group of car designers whose work has actually made it into production.

In the last few years, three other car designers from Quebec have achieved the same distinction. Danny Garant designed the Audi A8 and also worked on the Q7, Simon Lamarre penned the recent Volvo C30 and Ralph Gilles designed the Viper as well as the Chrysler minivans.

Habib was born in Lebanon; his family moved to Montreal when he was 10 years old.

When I asked him if growing up in Montreal had an influence in the development of his later career, he had an interesting answer. “Montreal is a very cosmopolitan city — which can also be said about other major cities in Canada, but Montreal is a place where there is a lot of curiosity about different things… and when one grows up in an environment that nurtures one’s curiosity, it is very inspiring.

“But there’s also perhaps the fact that the artist’s place in society is well established in Canada, and in Quebec in particular.”

Growing up in Montreal, Habib found himself constantly observing and drawing not only cars but also chairs and furniture pieces as well, as design developed into his passion.

After completing his degree in mechanical engineering at McGill University, Habib enrolled in the Art Center College of Design in Switzerland in 1994, before moving over to the California branch of that institution, located in Pasadena, in 1995, where he earned his degree two years later. He was then hired by BMW design boss Bangle. He was first assigned to the interior design department, working on the 5 Series. Habib was later assigned to the

advanced design department and worked on a number of concept cars such as the Concept CS and the Gina Light Concept, before moving to exterior design and the 7 Series.

“When BMW set out to create the 7 Series, we had a series of briefings to define the car in a few words,” says Habib. “First, the car had to have a natural presence. The second character trait was elegance, which is very important for the 7 Series, and in this case we defined it as precise elegance. And, finally, because it is a BMW, it was very important that the car be perceived as performance-oriented, not in an in-your-face kind of way but rather as a calm and confident source of strength.”

When asked if BMW had given him a 7 Series as a thank you for his good work, Habib laughs before saying no. He drives a diesel-powered 1 Series back home in Munich. But he is very much looking forward to getting a 7 Series on loan from BMW Canada for a few days in Montreal, so he can drive over to his parents’ house — they have seen pictures of the new 7 before, but not the actual car. s

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*MSRP for 2009 CTS-VV (excluding freight). Freight ($1420), licence, insurance, registration, PPSA, administration fees, duties and taxes not included. Dealers are free to set individual prices.

 556 hp Supercharged 6.2L V8  Brembo Performance brake system  Magnetic Selective Ride Control suspension  Available Recaro performance seats  Available 6-speed automatic transmission with paddle shifters  0–60 mph (0–96 km/h) in 3.9 seconds  The world’s fastest V8 production sedan ®

®

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IT’S EVERYTHING YOU WANT IN A $200,000 SPORTS CAR. EXCEPT IT’S A $68,500 SEDAN.*

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