Wednesday, October 26, 2011
2011 Ford Fusion
in the world of popular mid-size sedans, the 2011 Ford Fusion Hybrid claims to be the current fuel-efficiency champ. Whether that claim is sustained or not (and it won’t, when the 2012 Camry Hybrid will arrive), the Fusion Hybrid is tremendously pleasing to drive and remarkably quiet, yet it’s up against some pretty fierce competition such as the Toyota Camry, Kia Optima and Hyundai Sonata to name but a few.
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| In the world of popular mid-size sedans, the 2011 Ford Fusion Hybrid claims to be the current fuel-efficiency champ. (Photo: Rob Rpthwell/Auto123.com) |
Tuesday, October 25, 2011
2012 Mercedes-Benz M-Class
2012 Mercedes-Benz M-Class First Impressions
Introduced in 1997, the first Mercedes-Benz M-Class was one of the first mid-size luxury SUVs on the market, a segment that has grown substantially since then and has become very competitive.
There’s nothing wrong with the current ML. However, rivals like the Acura MDX, BMW X5, Lexus RX and Porsche Cayenne are raising the bar every time a new generation comes around. Has Mercedes succeeded in improving on an already excellent product? Definitely.
What’s plain and simple: the new ML, still built in Alabama, is an extremely comfortable and competent SUV, just like the old one. The suspension is not as firm as in the X5, even when the optional Active Damping System (ADS) is set to the Sport mode. This results in a ride that tackles many types of road surfaces without disrupting the cabin’s serenity. The ML 350 BlueTEC 4MATIC we drove was the perfect companion for the 5-hour road trip that Mercedes organized for us.
Although the steering is light and precise, it would benefit from a quicker ratio; while it’s fine for normal driving, I found that it required a little too much rowing in the twisty, high-speed portions of our mountainside trek. Still, for the ML’s purpose and character, it’s more of a wish than a complaint.
After the 5-hour drive aboard the BlueTEC version, I jumped into a gas-powered ML 350 and hit the trails. Even without the optional AIRMATIC suspension (bundled with the aforementioned ADS), the ML performed admirably through the off-road route and on the 20-mile stretch of twisty gravel roads. Getting to the summer cottage in the boonies should be a cinch in the M-Class, and Mercedes will even add an off-road package sometime in 2012.
Introduced in 1997, the first Mercedes-Benz M-Class was one of the first mid-size luxury SUVs on the market, a segment that has grown substantially since then and has become very competitive.
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| The new M-Class is still built in Alabama. (Photo: Michel Deslauriers/Auto123.com) |
There’s nothing wrong with the current ML. However, rivals like the Acura MDX, BMW X5, Lexus RX and Porsche Cayenne are raising the bar every time a new generation comes around. Has Mercedes succeeded in improving on an already excellent product? Definitely.
What’s plain and simple: the new ML, still built in Alabama, is an extremely comfortable and competent SUV, just like the old one. The suspension is not as firm as in the X5, even when the optional Active Damping System (ADS) is set to the Sport mode. This results in a ride that tackles many types of road surfaces without disrupting the cabin’s serenity. The ML 350 BlueTEC 4MATIC we drove was the perfect companion for the 5-hour road trip that Mercedes organized for us.
Although the steering is light and precise, it would benefit from a quicker ratio; while it’s fine for normal driving, I found that it required a little too much rowing in the twisty, high-speed portions of our mountainside trek. Still, for the ML’s purpose and character, it’s more of a wish than a complaint.
After the 5-hour drive aboard the BlueTEC version, I jumped into a gas-powered ML 350 and hit the trails. Even without the optional AIRMATIC suspension (bundled with the aforementioned ADS), the ML performed admirably through the off-road route and on the 20-mile stretch of twisty gravel roads. Getting to the summer cottage in the boonies should be a cinch in the M-Class, and Mercedes will even add an off-road package sometime in 2012.
2011 BMW ALPINA B7
2011 BMW ALPINA B7 Review
Should you ever want to prove how big a car-nut you are, all you'd have to do is correctly identify the car in the picture gallery as an ALPINA. If your goal is to firmly impress your entourage with your vehicular knowledge, you could add that ALPINA began as a company building typewriters in southern Germany before it moved on to become a BMW tuner.
As with most high-brow tuners, ALPINA made its name by modifying BMWs for racing purposes in the late '60s. From then on, ALPINA has become its own car manufacturer concentrated on making excellent BMWs even better.
By the way, if there's a car enthusiast in your entourage, he or she will not be as impressed with your knowledge of low-volume car brands, as the signature 20-spoke wheels and “ALPINA Blue” patented metallic paint colour are tell-tale signs of an exclusive ALPINA car.
Heck, the parking attended at the Rogers Cup tennis event immediately recognized the car as an ALPINA and directed me to a secluded portion of the lot, noting that no harm would come to the car in that area. As I walked out of the lot, I noticed many Mercedes S-Class', Audi A8s and regular 7-Series BMWs amongst the “normies” in the rest of the lot.
Should you ever want to prove how big a car-nut you are, all you'd have to do is correctly identify the car in the picture gallery as an ALPINA. If your goal is to firmly impress your entourage with your vehicular knowledge, you could add that ALPINA began as a company building typewriters in southern Germany before it moved on to become a BMW tuner.
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| According to ALPINA, the spoilers reduce lift by 30% up front and by 15% in the rear. (Photo: Sébastien D'Amour/Auto123.com) |
As with most high-brow tuners, ALPINA made its name by modifying BMWs for racing purposes in the late '60s. From then on, ALPINA has become its own car manufacturer concentrated on making excellent BMWs even better.
By the way, if there's a car enthusiast in your entourage, he or she will not be as impressed with your knowledge of low-volume car brands, as the signature 20-spoke wheels and “ALPINA Blue” patented metallic paint colour are tell-tale signs of an exclusive ALPINA car.
Heck, the parking attended at the Rogers Cup tennis event immediately recognized the car as an ALPINA and directed me to a secluded portion of the lot, noting that no harm would come to the car in that area. As I walked out of the lot, I noticed many Mercedes S-Class', Audi A8s and regular 7-Series BMWs amongst the “normies” in the rest of the lot.
2011 Lexus CT
2011 Lexus CT 200h Review
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I feel like I've had a bit of an epiphany of sorts.
No, it wasn't a matter of rediscovering God or even myself; I didn't stumble upon a hidden talent or realize my life path wasn't the right one; in fact, nothing really changed – save for my driving style over the course of a week. (Insert collective gasp here.)
When I first heard I was going to get behind the wheel of the new hybrid Lexus, I admit I rolled my eyes just a little. Before I knew anything about the car, I'd already passed judgement based on previous hybrid experiences (which had been less than favourable). However, as I did a bit more research and started to look at pictures and even spot a few on the road, I got a bit more excited. And here's why:
No, it wasn't a matter of rediscovering God or even myself; I didn't stumble upon a hidden talent or realize my life path wasn't the right one; in fact, nothing really changed – save for my driving style over the course of a week. (Insert collective gasp here.)
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| Sure, it's a hatch, but it's a sporty, modern-looking hatch that's angular and choppy in all the right places. (Photo: Sébastien D'Amour/Auto123.com) |
When I first heard I was going to get behind the wheel of the new hybrid Lexus, I admit I rolled my eyes just a little. Before I knew anything about the car, I'd already passed judgement based on previous hybrid experiences (which had been less than favourable). However, as I did a bit more research and started to look at pictures and even spot a few on the road, I got a bit more excited. And here's why:
2011 Ford Taurus
2011 Ford Taurus SHO Driving Impressions
What We Drove
Why We Drove It
SHO stands for Super High Output and that is enough reason to drive this2011 Taurus (view photos). The Ford Taurus SHO is a stealth performance car packaged in a mainstream family sedan with subtle styling clues. We did a complete review of a 2010 SHO last year, but this time we drove the SHO in the dead of winter with road conditions ranging from snow covered, slushy, ponding water from heavy rain, to dry but salt coated. The less than ideal footing allowed Ford’s big performance sedan to show another talent. The latest generation Taurus SHO comes standard with all-wheel-drive and Ford’s AdvanceTrac electronic stability control. This is one performance car that doesn’t need to stay in the garage when conditions aren’t warm and dry.
2011 Ford Taurus SHO Driving Impressions
The twin turbocharged 3.5-liter EcoBoost V6 produces 365 horsepower at 5,500 rpm and 350 lb-ft of torque between 1,500 and 5,250 rpm. That sounds like a handful in a sedan on snowy roads. Yet with all-wheel-drive and traction control, we found that when driven with a reasonably light touch on the accelerator, the SHO was a foul-weather friend. It goes where it is pointed and the traction control works as promised. The AWD system inspires confidence and makes the SHO reassuring to drive.
With 102 more horsepower and 101 more pound-feet of torque than the 3.5-liter V6 that comes in other Taurus models, the EcoBoost SHO engine is impressive yet very controllable. The twin turbo design allowed Ford engineers to provide boost at both low and high rpm. As noted, the torque peaks at just 1,500 rpm and continues all the way up to 5,250 rpm. That’s important because the Taurus SHO is a big, heavy car. It tips the scales at 4,361 pounds. Still, the SHO has serious power and traction; it will sprint from 0-60 mph in just 5.2 seconds.
The six-speed automatic transmission offers a manual shift mode and there are up-and-down paddle shifters at 10 and 2 o’clock on the steering wheel. Manual shifting is fun, but for the slippery conditions we primarily left the shifter in “D” and practiced our best winter driving techniques with good results.
EPA rates the Taurus SHO at 17 mpg for the city cycle and 25 mpg on the highway. From our observations those numbers are reasonably accurate. Cold weather has a negative effect on fuel economy and we averaged between 20 to 22 mpg on most trips. A steady 65 mph cruise on the highway allows the SHO to loaf along in sixth gear and deliver 28-29 mpg. Of course, if you have a heavy right foot, mileage will suffer, especially around town.
2011 Porsche Boxster Spyder vs. 2011 Audi S4
2011 Porsche Boxster Spyder vs. 2011 Audi S4 - Comparison Test
The Audi’s mistake-proof grip and Porsche’s pinpoint precision are interesting counterpoints…
Talk about an embarrassment of riches. On one hand, we have the most powerful, most firmly sprung, lightest and quickest production Porsche Boxster on the planet (albeit with a fussy 2-piece carbon/canvas “emergency” top that remained in place only long enough to take a static photo). And on the other, the Audi S4 whose 3.0-liter supercharged V-6 delivers whip-quick, preternaturally strong surges of acceleration from seemingly everywhere in the rev range, each wheel driven through a sophisticated awd system that’s augmented by the optional rear torque-vectoring differential.
Monday, October 17, 2011
2011 Mercedes-Benz SLS AMG
 2011 Mercedes-Benz SLS AMG. Click image to enlarge |
Related links More Mercedes-Benz SLS AMG reviews on Autos.ca Manufacturer’s web site Mercedes-Benz Canada |
Review and photos by Peter Bleakney
Photo Gallery:
2011 Mercedes-Benz SLS AMG
2011 Mercedes-Benz SLS AMG
The 2011 Mercedes-Benz SLS AMG may have been the worst choice for our relaxed summer tour of Niagara wine country.
To clarify, this is by no means a slag on Mercedes-Benz’s brilliant reinterpretation of its legendary 1955 300SL Gullwing. In fact, this retro-modern projectile is worth every penny of its $198,000 asking price, in my opinion.
It’s just that my wife, Claire, bless her heart, has a slight aversion to sudden g-forces of the lateral and linear variety; and bellowing V8’s; and heavy right feet. She also has no problem expressing her distaste for hooliganism at the wheel by jabbing said offender in the right shoulder with great swiftness.
Thus my conundrum.
  2011 Mercedes-Benz SLS AMG. Click image to enlarge |
You see, as soon as that gullwing door swung shut I discovered an additional passenger within. That would be the Devil, perched on my left shoulder and goading me towards all kinds of wickedness. “Come on you wimp, plant it! What’s a night on the couch?” It didn’t help that this car was jet black. Temptation, I know thy name.
While the SLS’s party trick is a pair of roof-hinged doors, it’s what lives under that long hood that gives Beelzebub such sway – an AMG-designed, 563-hp 6,208 cc, naturally-aspirated V8 that brings 469 lb.-ft. of torque to the party.
If ever a car could justify its price on sound alone, the SLS AMG might be the one. Pressing the start button on the centre console awakens the hand-built V8, bringing it to an ominous idle. Blip the throttle and the revs jump like there’s no flywheel. From there on it bellows like the hounds of hell, wailing to a metallic 7,250 rpm redline.
But it doesn’t stop here. On overrun, there is a cacophony of burbles, blats and pops spewing from the twin tailpipes that only a conservatively muffled large-displacement bent-eight can provide.
Hell yeah!
 2011 Mercedes-Benz SLS AMG. Click image to enlarge |
As we burbled our way along the bucolic roads of wine country, I told the devil to shut his cake hole, respected Claire’s wishes (and her left jab) and relied on my memory of past road and track experiences in the SLS AMG to enliven the drive.
Despite its appearance, sound and layout, the 2011 SLS AMG is not an untamed rear-drive beast waiting to bite you at the first opportunity. Sure, it’s not the dynamic equal of a Porsche Turbo S or Audi R8, but its brand of retro-brutish performance is easily accessible. It is neutrally balanced, shows astounding grip and very quick turn in. With the standard limited-slip rear differential, you can put the power down hard and early when exiting corners.
And that long hood is not just for show – the dry-sump V8 is nestled low and well back behind the front wheels. It connects to the new 7-speed dual-clutch rear transaxle (developed in conjunction with Getrag) via a 167 cm carbon-fibre drive shaft. The SLS brags a 48/52 front to rear weight bias.
  2011 Mercedes-Benz SLS AMG. Click image to enlarge |
As might be expected, visibility from within is not great, but the simple cabin is exquisitely crafted with deeply bolstered Nappa leather seats, large rotary vents and silver-faced gauges that hark back to earlier times. This car benefited from a $5,100 extended interior carbon fibre trim package on top of the “regular” $5,000 carbon fibre upgrade. Yikes!
With the optional $1,700 AMG sport suspension, the ride is hardly cosseting, but neither does it punish. The steering is surely accurate, although not as tactile as in the Audi or Porsche.
Claire: “Aww, look at the new-born lambs.”
The Devil: “Hey loser. Here comes a big sweeper. I dare you.”
Me: “Shut up!”
Claire: “Pardon?”
And so it went.
 2011 Mercedes-Benz SLS AMG. Click image to enlarge |
A rotary switch on the centre console gives the driver a choice of four shift maps. Controlled Efficiency (C) is the most relaxed – it starts in second gear – while Sport (S) gives 20 per cent faster shifts with rev-matching on downshifts. Sport Plus (S+) further sharpens shift time and Manual gives complete control over upshifting. There is also an RS (race start) launch control setting.
The ESP (electronic stability control) has three levels: normal, the more lenient sport mode and off. Once you’ve tailored the car to your liking, this dynamic cocktail can be stored and called up via the AMG button.
This tester was fitted with the optional $14,200 carbon ceramic brakes. Yup, you read that right. For track work, these lightweight units make sense, but compared to the standard steel units, they are grabby, harder to modulate and are prone to squeak.
After parking on the main drag in Niagara of the Lake, I popped the doors and started taking pictures. Within minutes it became almost a mob scene. The car was surrounded by gawkers and cell-phone snappers. One girl actually jumped in so her boyfriend could take a picture. Did the Devil make her do it?
 2011 Mercedes-Benz SLS AMG. Click image to enlarge |
Time for our getaway: I politely shoed them off, and cleared the crowd with a couple of jabs on the happy pedal.
And then, as I approached the on-ramp to the QEW, it happened. My right hand (involuntarily, mind you) reached down and selected Sport Plus. My left hand tickled the paddle and flicked down a trio of gears. My right foot… well, you know.
The SLS squatted for half a beat, the massive rear 295/30ZR20-inch Contis did a quick sidestep and then we bolted like a raging feral beast, powering through in a beautifully defined arc.
The only thing louder than the exhaust was a strange cackling in my left ear.
Pricing: 2011 Mercedes-Benz SLS AMG |