New car reviews

2011 BMW 335i Cabriolet: A country cruising dream come true

2011 BMW 335i Cabriolet: A country cruising dream come true

Gary Grant ⋅ New car reviews ⋅ , , , , , ⋅ No comments

2011 BMW 335i Cabriolet

It seems like Fall has come early in Ontario this year. During the 3rd week of August, the family here in The Garage spent some time in cottage country and noticed that the leaves had already begun to change. On Sunday this past week, when I finished up shooting the Drift Mania event at Mosport, I decided that it was warm enough to drive home with the top down. I was in for a real treat.

Sliding behind the wheel of the 2011 BMW 335i Cabriolet, I belted up and reached down to the center console and depressed the button that brings us to open sky mode. All 4 power windows lower themselves and then the folding hardtop begins its Transformer act, as it disappears beneath the rear deck. A quick stab of the ignition button and the 300 horsepower, twin turbo 6 rumbles to life with that distinct straight 6 growl. I shift the automatic shifter over into manual mode and roll away gently in first. Pulling out of the track, I lay firmly into the throttle and the back end steps out a little before the stability control reigns it in a bit.

As I head West, passing fields of drying corn and forests containing splashes of gold and orange, it occurs to me that this is what the 335i Cab was meant for. This is the essence of late summer cruising. Top down, enjoying the last warm days of summer with the Sirius satellite radio pumping out 1st Wave tunes. A speedy pace isn’t needed, because this experience is all about soaking in the countryside.

That isn’t to say that a speedy pace isn’t possible. With all those ponies on tap, the 335i has plenty of get up and go, it just doesn’t feel necessary. This is the same engine used in the rabid 135i, but thanks to its larger size and the automated roof the Cab weighs in at 560 pounds more than the little brother. That extra weight makes for an entirely different level of performance. One would suspect that the buyer looking for truly rapid transit would be looking at either the 135i or be drooling over an M car.

Our tester combined a rich Vermillion Red Metallic exterior with an exquisite interior wrapped in Oyster Dakota Leather. The combination looks spectacular, especially with the top down. The dash is set off by Bamboo Anthracite Trim which adds nicely to the elegant interior.

While the driving experience with the 335i Cab is wonderful, there are a few practicality issues that might affect the buying decisions of some consumers. Most European engineers still don’t understand North American coffee culture and the folks at BMW seem to be part of that crowd. The cup holders seem like an afterthought at best and aren’t large enough to hold a travel mug. The back seat would be fine if the driver and all three passengers were all under 5’6″, but with a 5’10″ driver, the left rear passenger had best have no legs. On the other hand, 95 pound Enzo found it quite comfortable and enjoyed the open air drive. With the space taken up by the roof and mechanism, the trunk is rather small. On one trip to the store, 3 bags of groceries filled the space.

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All that being said, it is doubtful that most buyers will be using the 335i Cabriolet as their primary vehicle. As equipped, our tester rang in at $73,800 CDN. The consumer who can afford that likely also have another vehicle or two in the driveway that they can use to transport their clubs to the golf course in, which is a good thing because they aren’t going to fit in the Cab.

Then again, perhaps the smart owner will choose to leave their gear at the club, so they can decompress while experiencing the drive out to the country. With this car, the experience is what matters most.

2011 BMW 135i Coupe takes over top spot on the wish list

2011 BMW 135i Coupe takes over top spot on the wish list

Gary Grant ⋅ New car reviews ⋅ , , , ⋅ 1 comment

2011 BMW 135i Coupe

It goes without saying that most auto writers drive a lot of different cars on a week to week basis. As a result, many tend to get a bit jaded when it comes to driving something new. It also means that a car has to be pretty special in some way to elevate it to a position on the personal wish list. My own list to date has consisted of 2 very different sports coupes, one from Japan and one from North America.

When I say different, I’m not kidding around. The Nissan 370Z has killer looks and the driving experience is everything one might want of the street or the track while the Mustang GT offers killer V8 grunt and growl yet adds in a touch of practicality. For a Dad with a flock of kids, the Mustang’s usable rear seats and decent sized trunk are most welcome. Both are 2 door coupes with in excess of 300 horsepower reaching the road through the rear wheels. The 135i follows the same pattern. Like the Mustang, it offers the functionality of a real back seat.

While I’m sure BMW didn’t have Mustang owners in mind when they penned the 1 series, certainly the 370Z was one of the prime targets. The truth is that the 135i falls squarely in between these two great cars on the road.

Our tester was stacked up with all of the package groupings that are available, which adds pretty much any creature comfort and gizmo known, with the possible exception of a navigation system. Perhaps most significant of the bunch are the M Sport package and the dual clutch transmission. The casual observer might be somewhat confused by the M Sport package, which does not turn the 1 into an actual M car, rather it gives a bit more of a sporty look with electronically adjustable sports seats, M badged trim and unique 18″ alloy wheels.

All the techno and comfort goodies are great, but the real star of the show here is the driving experience. At the heart is a 3.0 liter, twin cam, twin turbo straight 6 that generates 300 horsepower and and equal 300 lb/ft of torque and emanates that wonderful straight 6 growl that BMW’s are known for. As the rpm’s climb, that growl turns to a wail that stirs the soul. Rather than the stock 6 speed manual, our tester was equipped with a dual clutch transmission similar to the unit in use in the M3. In the past, I complained that BMW used shifter paddles in the 135 that worked in the opposite manner of the M3. BMW has now standardized their paddle locations and functions to the more intuitive style used in the M3.

As more manufacturers begin using DCT technology, I’ve become aware that the only time I actually use it in any of our testers is when we actually get the cars on a track. Around town, it is actually more enjoyable to leave them in auto mode. Not so in the 135i, as the shifts are so quick and crisp that I couldn’t wait to finger shift the beast. A nice side effect is the healthy blat that erupts from the pipes on hard acceleration shifts. One complaint some consumers have about DCT technology is the fact that they don’t usually shift as smoothly as a traditional automatic. In auto mode, the programmers have done a great job ensuring that up and downshifts are as smoothly or smoother than what some consumers are expecting.

Like the other two competitors, the 135i is an absolute blast to drive. The monstrous torque easily breaks the rear wheels loose at the whim of an exuberant driver and the computer nannies are calibrated to allow a bit of slip before reining things in. With a stab of the right pedal in pretty much any of the 7 gears, the 135i takes off like a scared cat. On a twisty back road, the taut chassis gobbles up the countryside while the driver pretends he is actually Hans Stuck lapping the Green Hell in a DTM M3.

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The BMW starts at $43,000 which is in the same ballpark as the almost $42,000 370Z but is a healthy $12,000 more than the Mustang. The difference among all 3 cars is most easily noticed in the interior, where the fit and finish and quality of materials in the BMW truly is that far ahead of the pony car. The interior of the Zed is much closer, but still only seats 2 and doesn’t have much of a trunk.

There is that old cliche that variety is the spice of life. If that is true, then perhaps my short wish list is better with 3 cars rather than just 2. I wouldn’t want to take the other 2 off my list, but the 2011 135i has definitely taken over the top spot.

  1. Number Plates: Looks very nice indeed. The price tag may put a people few off and I think the Mustang offers good…

2010 Dodge Challenger RT Classic: a back country beast

2010 Dodge Challenger RT Classic: a back country beast

Gary Grant ⋅ New car reviews ⋅ , , , , , ⋅ No comments

It has been 2 years since I last drove a Hemi powered Dodge Challenger around the road course at Pocono Raceway and I still hadn’t gotten around to driving one on the street until a few weeks ago. I was interested to see if the car still turns heads here in Durham region, where its muscle car war rival the Camaro, is built. I was also looking forward to treating the neighbors to a bit of V8 rumble. Especially the GM engineer down the street who drive’s a 6 cylinder Camaro!

A while back we spent some time with a 6 cylinder Challenger SXT and found that the Mopar platform is by far the most family oriented of the 3 traditional domestic muscle car competitors. Unlike the Mustang and Camaro, the Challenger’s back seat comfortably seats 3 kids, even when 1 is a teenager. Likewise, family life is easily accommodated by the Challenger’s massive trunk that easily swallows a couple of hockey bags.

Some might argue that a muscle car isn’t a family car, but not everyone can afford a weekend only toy in the garage, but they still want to have some fun with their daily driver. The Challenger nicely combines the pony car heritage while offering a nice dose of practicality.

As Tom Williams found a few months back, the Challenger still has the power to crane necks, at least in the RT model. Our tester looked stunning in Deep Water Blue Pearl, which was perfectly accented by the classic black full length RT striping. Completing the look was the 20″ chrome wheels that sparkle like jewels beneath the deep blue. The combination did more than turn heads, it drew compliments almost everywhere I parked it.

For 2010, the Challenger RT boasts a 5.7 L HEMI V8 that produces 376 horsepower and a whopping 410 lb/ft of torque. In our case, that power made its way to the rear wheels through a 6 speed manual transmission. For you nostalgic types, that gearbox is made by Tremec, who also produced transmissions for the Trans Am race cars back in the day. Sadly, the shifter is a bit vague feeling, meaning that one actually has to pay attention to what gear one is in. On the bright side, with all that torque, it doesn’t really matter what gear you are in as there is enough grunt in any gear at just about any speed. So much so that engineers have included a feature that forces the driver to shift from first gear directly into fourth to allow for improved fuel economy. Personally, I could do without the skip shift feature, as I would rather enjoy second gear than get great gas mileage!

Around town, the RT feels like an old muscle car. It feels big and maybe a bit imposing (in a good way) but like most rear wheel drive cars it has a pretty tight turning circle, so parking lots aren’t as much of a stress factor as they are in a Camaro. On the highway, the big V8 just lopes along smoothly, getting surprisingly good fuel economy. In our week with the car, we managed to acheive 10 l/100 km combined city and highway driving and by no means was there any attempt made to save fuel. The HEMI sounds so great that one just has to crack the throttle at every possible opportunity.

On rural 2 lane roads, the suspension feels a little bit soft and the front end wanders a bit as the front end rises on moderate to hard acceleration. This feeling was a little disconcerting at first, but then I found myself on a series of deserted back country roads. Through the Mopar I began to channel my inner Kowalski as my afternoon drive begin to feel like a scene from Vanishing Point. On these empty backwater roads, the Challenger came to life. This is not a track car, it is a car that is just dying to gobble up vast stretches of country roads. Leaving a stop, hard on the throttle, the front end rises hard at the rear tires scramble for traction on the crumbly old tarmac. Up through the gears, the speedo jumps madly as the car rockets forward. When the wide twisty bits appear, using just enough brakes to unsettle the back end, the RT is easily steered with the throttle. Even onto a gravel surface, the softer suspension settings seem to be designed to soak up a bit of roughness as the car is completely drama free.

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Through the back road experience, the sensory experience of retro inspired interior, V8 propulsion and an unmistakable roof line brought me back to the high school years when a few friends and I drove Mopars. There was even a white 1970 Challenger, just like Kowalski’s steed. In fact, Kowalski would feel right at home behind the wheel of the 2010 Challenger RT with one exception: The brakes work!

2011 Infiniti QX56: Dinosaur or right on time?

2011 Infiniti QX56: Dinosaur or right on time?

Gary Grant ⋅ New car reviews ⋅ No comments

“Dad that Infiniti is sicker than the Escalade!”
12 year old Duncan

Recently another Canadian web writer wrote that the QX56 was a dinosaur. She went on to wonder who would want drive this monstrous brute, even calling it a brontosaurus. We all have our opinions, but I’m here to tell ya that the young lady was way off on this one.

For 2011, the mighty Infiniti QX56 was completely redesigned. The exterior styling no longer mirrors its less opulent cousin, the Nissan Armada, favoring instead the exaggerated front end curves of Infiniti’s FX line up. While I was a fan of the older model’s unusual roof line, I get the feeling that I was in the minority.

Personally, I love the new look and obviously so does my kid. More telling though was the reaction around town. The first day the mighty QX lived with us, I dropped off our teenage daughter at high school and watched as 2 crowds of young dudes went spastic at the sight of the beast. Over the following week I was approached by many people in parking lots who wanted to see the newest Infiniti. Others waved and smiled while stopped at intersections. People absolutely dig this truck.

The interior is all new as well and not surprisingly, it is furnished in most elegant style. Real wood trim, luxuriant leather and soft touch surfaces abound. As one might expect, the flagship people mover is a technophile’s paradise.

Up to 7 passengers are coddled in style in 4 bucket seats and a 3rd row bench seat. One place many large SUV’s fail is that they leave out the storage space when all rows are full of passengers. Part of the reason the QX is so large is that functional cargo area remained part of the equation. With rear seats displaced, the cargo area looks somewhat like an airplane hanger.

One major complaint from drivers of the previous generation Armada/QX56 was the brakes. The brakes felt like they were seriously undersized for the heft of such a large vehicle. When slowing to exit the highway, one wondered if the truck was actually going to make it. Beyond the driving sensation, the brakes had a very short life span, lending credence to the suspicion that the vehicle was under braked. The good news is that the 2011 model has brakes that feel right up there with the best!

The technology bug goes further than the toys inside, as the drivetrain has been heavily reworked as well. A new 5.6l aluminum block, twin cam V8 with direct injection produces 400 horsepower and 413 lb-ft of torque. All of that power reaches all 4 wheels through a 7 speed automatic transmission. This huge power increase (up from 320 hp for 2010) ensures that the 2011 QX56 drives more like a smaller passenger car than it does a XXXX kg SUV. Even with all that heft, we managed to record 16 l/100 km in mixed city & highway driving.

I wrote some time ago that North Americans will continue to crave large SUV’s as long as we continue to have large, active families. The folks at Infiniti are right on the mark with the 2011 QX56 from a family point of view. The reactions the vehicle elicits from people on the street prove that this is the right vehicle for Infiniti at the right time.

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No dinosaurs were hurt in the writing of this review.

2011 BMW X5 xDrive50i

2011 BMW X5 xDrive50i

Gary Grant ⋅ New car reviews ⋅ , , , , ⋅ No comments

2011 BMW X5 xDrive50i

My ride a few weeks ago was a BMW X5 xDrive50i and given that I was shooting at Mosport all week, I didn’t expect to drive it much. For knocking around the dirty, dusty track, I usually prefer to drive my own crusty old 4×4.

To be honest, I’m usually drawn more towards SUV’s that excel in the U department more than the form department anyway but I decided to use it for the drive up to the track on Tuesday morning. That one drive changed my plan for the week. The X5 is an absolutely stunning back road cruiser and I couldn’t pull myself out of it for the rest of the week. It meant that I walked to many of the spots I would have gone in my own truck as I didn’t want to scratch the BMW, but I need the exercise anyway.

Our tester was equipped with the Executive, Technology and Audiophile packages, which means it had just about every option that has ever been devised for an automobile and likely a few that most drivers have never even thought about. From dark bamboo trim to heads up display, navi, voice controls, a killer stereo with satellite radio and much more, the 50i is a techno gadget junkie’s paradise.

While it may be redundant to say that the interior of a high end BMW is more than nice, there are a few things that must be mentioned. The 10 way adjustable power seats move in ways I’ve never experienced. The most useful is the seat back that adjusts for rake in 2 different ways and adjusts for width, ensuring the absolute best positioning for front seat passengers. In our tester, the seats are clad in black perforated Nevada leather. The fronts are heated and cooled, while the rear seats are heated as well. Perfect for keeping the spoiled chitlins from whining on a cold Ontario morning. The interior is concert hall quiet, perfect for enjoying the magnificent audio system. Overhead is a massive, 2 piece panorama sunroof that brings the outdoors in on a warm day. A nice touch is that both panels tilt, offering front and rear seat ventilation.

On the Utility side of things, the cargo area is as accommodating as one would expect in an SUV of this size. Here too, BMW has chosen a 2 part design for the tailgate. The upper section on our tester was power operated and allows for easy access to most items. The lower section is opened by an easy to operate latch and drops down to allow better loading ergonomics for larger objects.

I could go on for a couple of thousand words describing all of the cool features on the 50i, but the heart and soul of the thing is the drivetrain. Drive it like an old lady and it is a nice people mover. Add in a little more boot and the beast gently awakens and changes your perspective of SUV’s forever. Suddenly, all of the niceties aren’t so important anymore.

Working backwards from the norm for a moment, all four wheels are fed by BMW’s xDrive all wheel drive system. While all wheel drive may seem like a luxury to some, many of us consider it a necessity in snow country. In a vehicle as powerful as the X5 50i, the awd even comes into play on dry pavement if one is a little exuberant with the right pedal. A large, heavy SUV with lots of power needs a bit of help providing decent fuel economy, so BMW has fitted the 50i with an 8 speed automatic. Yes, I said 8! The unit shifts flawlessly in every driving situation. Shifts are barely perceptible during moderate driving, while more spirited driving produces crisp, smooth shifts both up and down.

Now that my attempt at creating drama is out of the way, lets get down to what makes the X5 xDrive 50i so special; The engine. Under the hood is an all aluminum, 32 valve, twin turbo V-8. The 4.8 liter, direct injected monster produces 400 horsepower and a whopping 450 lb-ft of torque, ensuring instant, stump pulling power at any speed. The performance is more fitting of a high end sports sedan than a utilitarian people mover. More so than any other SUV I’ve driven, the 50i is fun to drive!

So BMW’s drivetrain teams have stuck an 8 speed transmission on the back of a 400 horsepower V-8 in an attempt to deliver acceptable fuel economy numbers. How did they do? Surprisingly well if my week it any indication. My own 10 year old 4×4 with a 3.0l V-6 and a paltry 170 hp usually gets about 450 km from a 65l fill. Even with my rather enthusiastic right foot, 65 liters took us 473 kilometers. That works out to 13.7 l/100km, which isn’t too far off the published ratings of 12.9 l/100. While that number may sound a bit high to some folks, remember that this is a 400 horsepower vehicle that weighs 2,440 kg (5368 lb). Thinking back to my old V-6 truck, this is incredible efficiency.

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Some critics flaw reviews that don’t include any negative points. Sadly, I only have one complaint about the new 2011 BMW X5 xDrive 50i and that is the fact that I won’t likely be able to afford one any time soon. A base (if you can call it that) 50i stickers for $74,300 cdn, while a loaded up version like our tester rings in at $88,500. We’ve reviewed other vehicles at this price point and quite frankly they’ve left me scratching my head wondering who would pay this much money for them. Perhaps their designers should have a look at the new X5 to see what an 80ish thousand dollar vehicle should be.

2010 Toyota Prius: Ease on down, ease on down the road

2010 Toyota Prius: Ease on down, ease on down the road

Gary Grant ⋅ New car reviews ⋅ , , , , , , ⋅ No comments

Just like MJ & Diana sang in The Wiz, the best way to describe the Prius driving experience is to say you are gonna ease on down the road. Despite those who seem to enjoy the high speed fuel economy the Prius offers, this is a machine dedicated to economy and drivers be ready to drive appropriately. Just ease it on down the road.

Our tester was the base model 2010 Prius which actually looked almost sexy draped in Barcelona Red Metallic paint which rings in at an MSRP of $27,800 Canadian. At this level the Prius comes with comfortable seating, front and back, that are clad in a rather basic but nice bisque colored cloth.

On the outside, Prius has always had an attractive style that while understated is distinctly modern. If the transportation people during the time of Logan’s Run designed a car, it would look like a Prius. The exterior lamps look quite rich, while the front and rear emblems have sort of a blue halo inside that the kids and even a few adults considered quite cool. Personally, I like the angle of the functional real spoiler that finishes off the rear hatch. It just looks a little racy, even if it is there to improve highway fuel economy.

The interior styling is unfortunately signature Toyota nice. That is to say that the fit and finish are exceptional and the surfaces have a nice tactile feel, there is just no passion involved. Sure, the shifter is tres cool and the digital display is fun and informative, I was just hoping for something a bit more exciting. Front seats are comfy and feel like they would fine for a long trip, while the back seat is quite large. Typical of a hatchback, the Prius offers a good amount of usable storage space, with a large storage bin beneath the cargo area floor to keep items away from prying eyes. Fold the back seats down and an active couple have tons of space for camping gear or a trip to Ikea.

I must admit that I haven’t reviewed many hybrid vehicles, because I don’t feel that they are the solution the Canadian market needs. Most hybrid systems are most effective at speeds below 50 or so km/h, which is fine in deep urban settings, but not much use for those who commute from the burbs every day. I’m happy to say that the Prius has gone a long way towards changing that opinion.

The hybrid system in the Prius has 3 modes. EV, where the car runs solely on the electric motor, Eco, where electric and gas systems work in harmony and Power, where the gasoline engine is a bit more involved. I found that the EV mode shuts itself off somewhere between 38-40 km/h, which makes it useless for most driving, unless cruising around a parking lot. I tried the Power mode briefly, to see if there was indeed more power and yes, it is somewhat quicker. The whole point of this exercise was to see how economical the Prius would be for our family, so ECO mode was the way to go.

I haven’t driven a Prius since 2005 and the drivetrain has improved dramatically. In most cases, the transition from electric motors to gas engine are completely imperceptible. I don’t just mean you can’t feel the transition, but also can’t hear it! With 98 horsepower from the 1.4l gas engine and 80 horsepower from the electric motor flowing through the CVT, the Prius driver isn’t going to win any stoplight wars. Then again, that is hardly the reason for buying a green vehicle. When trying to achieve fuel economy, the acceleration is a tad on the slow side but the elation that one feels when filling up the tank far outweighs the missing rush of speed.

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So how did we do on our quest for economy? I made 2 trips into the city, with the cruise control set well above the optimal fuel economy range. The rest of the week though was spent doing what a hybrid does best: tootling around town. We achieved a very respectable 4.8 l/100 km. If you are an old Miles Per Gallon type like me, that number doesn’t make a great impact, but the fill-up certainly did. We drove the Prius 413 km. On the fuel gauge, that registered as just a tic over a half tank. I held my breath, thinking it could be a huge tank. We used exactly 21 liters of gas to go over 400 km! Absolutely incredible!

I still believe that a hybrid is not for everyone and consumers should think very carefully about their driving habits before choosing any hybrid. That said, the Prius is by far the most normal feeling hybrid I’ve driven and the one that our family would buy if we were in the market for a small hatch that has the ability to carry 5 people in comfort. In today’s fast paced world, it wouldn’t hurt any of us to slow down a little anyway and just ease on down the road!

2011 Hyundai Sonata: Stylish look for a value price

Gary Grant ⋅ New car reviews ⋅ , , , ⋅ No comments

“That’s a Hyundai?”

I’ve heard this statement from the media and consumers so many times it is almost becoming a cliche. During our week with the 2011 Hyundai Sonata, I heard it even more often and with more emphasis. Someone even asked me what model of Mercedes I was driving!

To say Hyundai has come a long way over the past 3 decades would be a rather large understatement. At a time when designers are scrambling to find ways to make the mid level sedan stand out from the competition, the stylists at Hyundai have managed to pen a design that not only stands out, but stands above the segment. Our GL model tester wore steel wheels with hubcaps, but with the optional alloys, the Sonata could easily pass for a car that sells for double the $24,249 sticker.

The interior styling is as crisp and modern as the exterior, with attractive surfaces that fit well and have a quality feel. There is none of the hard edged plastic that is prevalent in some of the traditional domestic models in the same segment.

As a mid level model, the seating is clad in rather plain but nice enough fabric. Where the Sonata sets itself apart though is in the interior space. One passenger who was well over 6” tall, commented that the back seat had far more legroom than his full size Benz. In fact, there was a good 4” between his knees and the front seat back. It goes without saying that there is more than enough space for 3 kids to be comfortable back there.

I often find that cloth seats don’t offer enough support for my bad back on a long drive. I drove the Sonata from Toronto to Ottawa and my back felt great when I arrived.

North American consumers often choose SUV’s over sedans because of the utility factor. In other word, many sedans just don’t have enough cargo space. The trunk in the Sonata is huge and the opening is large enough to actually make the space useable.

The 2011 Sonata is powered by a 2.4l 4 cylinder that is mated to a 6 speed automatic that shifts so smoothly that it almost feels like a CVT. While not an outright performance sedan, the Sonata moves along smartly and there is more than enough oomph for most drivers.

On the road, the Sonata is confident and stable, handling Ontario’s rather challenging highways with ease. NVH engineers have done their homework on this one, as the Sonata’s interior is art gallery quiet, which allows one to enjoy their favourite road tunes to their fullest.

Many entry level vehicles skimp on the features, forcing consumers to choose more expensive option groups to get the features that many of us consider must haves these days. Hyundai has obviously put some thought into the content Canadians expect, as the Sonata is full of goodies. The audio system includes XM satellite, CD, iPod/mp3 input and most importantly, bluetooth connectivity. Power windows, locks and air conditioning are all standard, as is keyless remote with security system.

The mid-level sedan segment offers some curious choices. A similarly equipped Mazda6 lists for $23,195. At $1,100 less than the Hyundai, it is a natural competitor. Having driven both in the same trim level, I have to say I would be hard pressed to make a choice. I think the Sonata’s styling would win me over. At the other end of the scale are the Camry and Accord which are priced at between $700 to $1,200 higher than the Sonata and many of the conveniences that the Mazda and Hyundai offer are optional or not even offered. Most glaring here for me is that bluetooth isn’t offered on the Accord LX. In today’s world, that is just unacceptable.

With the 2011 Sonata, Hyundai is bringing style, comfort, utility and value to the family sedan market. Consumers who are in the market for this type of car owe it to themselves to put old biases aside and visit the local Hyundai dealership. They may just find they utter that same cliche.

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2010 Cadillac SRX: changing perceptions

2010 Cadillac SRX: changing perceptions

Gary Grant ⋅ New car reviews ⋅ , , , , , ⋅ No comments

Cadillac is one of those brands that everyone, regardless of background, has a long standing perception of. Throw away what you thought before, because the 2010 SRX ain’t your Zaidy’s Caddy!

First things first: The all new 2010 SRX is sexy as hell. From the knife edged body lines, well placed bling and jewel like exterior lamps, everything about the exterior looks hot. Inside, quality leather surfaces abound, broken up only by pearled chrome and real polished wood. The look is elegant yet sporty and certainly modern. Much attention has been paid to lowering ambient noise levels and it shows. Even with a football field sized glass sunroof, the SRX is nearly silent at highway speeds.

Reaching highway speeds in our tester was a breeze thanks to the optional 2.8l turbo V6 that produces 300 horsepower and 295 ft/lb of torque. A super smooth 6 speed automatic sends power to all four wheels when needed. Government test ratings shows this combination delivers combined city/highway fuel economy of 11.6 l/100 km. On our road trip, we manage to eek out 12.2 l/100. While that number isn’t too far off the ratings, it should be pointed out that we had the SRX fully loaded with 5 people and a full cargo area and we were traveling well above the speeds that the tests are recorded at. Given the level of performance and the type of driving, I was rather happy with the fact that we had well over 600 km from a single tank.

The down side to this performance and economy is that the 2.8 turbo is only allowed to drink premium fuel. Not too big a deal south of the border where premium isn’t too much more expensive than regular, but here in Ontario there is often a 20 percent or higher price difference.

Dual zone heater controls and heated front seats ensure that passengers are comfy in any weather Ontario can throw at us. Front and back seat passengers are treated to every technological toy know to motoring kind. From the vanishing lcd screen to the navi to bluetooth and XM Satellite radio, driver and front seat passenger are well looked after. The highlight for the kids has to be the big dual lcd monitors for the dvd player.

The back seat has one major flaw if your family includes 3 kids. The 2 cupholders reside in the fold down center armrest, meaning that a road tripping family of 5 doesn’t have any cupholders in the back. If you’ve only got 2 kids, you’re good.

As I’m one of the few who really cares about the U part of the S/CUV equation, namely Utility, I can’t get over how cool the SRX’s cargo area is. A U shaped aluminum track is embedded in the cargo area floor. This track provides for movable tie down points to keep your stuff from floating around. An optional cross bar barrier separates the space to keep large objects upright. There is also more storage space hidden beneath the floor.

Pricing for a front wheel drive SRX in Canada starts at $41,575 while our tester, a premium package with every toy imaginable rang in at $62,770. To put that into perspective, the 300 horsepower BMW X5 starts at $62,800 and climbs to $69,590 when all of the same options are added in. Some may think the X5 buyer is a lofty target, but both vehicles offer many of the same attributes.

Grandma and Grandpa used to float their Caddy down to Florida for the Winter, showing off their style to the shuffle board set. Modern Grandparents are a whole bunch cooler than that and so are Modern Cadillacs. The SRX is so good that buyers are likely going to be folks who might have never stepped foot in a GM store. Perhaps they have been loyal to the European brands. Times have changed in the car industry and so have the vehicles. Buyers of the traditional upscale imports might be surprised when they slide behind the wheel of the SRX. They might even find themselves driving off in their own Caddy.

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2010 Jeep Wrangler Unlimited Rubicon: Double duty family fun

2010 Jeep Wrangler Unlimited Rubicon: Double duty family fun

Gary Grant ⋅ New car reviews ⋅ , , , , , , , ⋅ No comments

The Jeep Wrangler Unlimited Rubicon is so true to its roots, that I have to spend time in one every chance I get. We all have those things in life that we love so much that we just can’t get enough of, despite their failings. In some consumer’s eyes, a vehicle like the Rubicon has lots of flaws. We’ll just let those folks continue to drive their beige hybrid while we get on with enjoying life.

If I said I loved everything about the WU, I would be telling a minor untruth. The reality is that the fuel economy is a bit rough with gas prices being what they are these days. That said, we acheived 14.8 l/100km in our week with the Rubi and that included an afternoon in low range. Not too bad, all things considered.

The only other thing I had issues with is that it is the only manual transmission vehicle that I have stalled almost every time I’ve driven one. This time, I figured out why. The Rubicon has a feature called Hill Start Assist, which applies the brakes when the truck is stopped on a hill and the clutch is released. This is to prevent one from rolling backwards on a hill. A neat feature, but in this case a bit too aggressive. I tend to use very little throttle when I leave a stop, which might explain the super long life I typically get from a clutch. That light touch however is not enough to trigger the HSA to release the brakes. As a result, the engine stalls. This time, the best one was when I stalled it in front of our daughter’s high school. Real smooth Dad. Fortunately, this feature can be disabled.

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Beyond that, I unapologetically love everything about the Jeep-est of the Jeeps. This is only my second video review and my editing skills still need more than a little polishing, so be gentle! Also, our first time with a new wireless microphone. It seems it was a bit more windy than I thought.

2010 Suzuki SX4 JLX: leading the way in the small car wars

2010 Suzuki SX4 JLX: leading the way in the small car wars

Gary Grant ⋅ New car reviews ⋅ , , , , , , ⋅ No comments

We have a long history with Suzuki here at Driven Wheels, yet this is the first time we’ve reviewed one. Back in the 90′s we performance rallied a Swift GT and did all sorts of navigational rallies and track days in another one. It felt great to finally get behind the wheel of a Suzuki again.

This is our first ever video road test here at Driven Wheels, so I’m pretty excited. While we’ve done lots of video over in The Garage, they have all been professionally produced by our video guru, Scott Simmons. Today’s review was shot and edited by non other than yours truly. I know it is far from pro, but I would love to hear your thoughts.
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