Day 3:

Click Image to Enlarge

It starts with a the hefty six-speed manual transmission, which is just notchy enough to give you that connected-to-the-driveline feeling but not too much so to feel like it was not built correctly. Snapping from gear to gear is a joy, until you have to downshift from third gear to second — perhaps after more practice it would fall into place properly but I tend to push the lever too far to the left, resulting in a lot of grinding or nothing at all. Reverse gear is found over and up above first gear and I seem to be pushing the gear lever into that gate when attempting to hit second gear.

Click Image to Enlarge

On the road though, the 3.8-litre engine pulls and pulls. Get out of second gear at full throttle and you can say goodbye to your new Hyundai and hello to a huge fine, if you are in Ontario. Perhaps it doesn’t feel quick all the time, but the Genesis Coupe is a quick car and it begs you to drive it so.

On the highway in sixth gear the engine hums along at just over 2,000 rpm but with plenty of torque to accelerate easily for a pass without downshifting, and even around town I find myself constantly in fifth or sixth gear.

The entire Genesis driving experience is quite satisfying: the heavy clutch, weighty steering and the well-tuned exhaust make you feel like you are driving something special. The steering is a little darty due to the large sticky tires, but this is a good thing, as directional changes are nearly instant when asked for, and you can feel the Torsen limited-slip differential grabbing as you make tight turns in parking lots. On the highway, the Genesis Coupe isn’t whisper-quiet but it keeps the noise level low enough for comfortable cruising and isn’t so loud you need to crank the stereo.

But I have been cranking the stereo anyways, because it sounds pretty darn good.

Day 1:

Click Image to Enlarge

My tester is an XRS model, which comes standard with quite a few features, including a more powerful, 2.4-litre engine instead of the 1.8-litre engine standard in the other trims.

Click Image to Enlarge

To my surprise, this loaded Corolla is only $22,350, which includes: moonroof, power windows and mirrors, 17-inch alloy wheels, leather-trimmed shift knob and body-hugging front sport seats. For $1,735 you can add heated leather seats — fairly good value to be had here.

Available with an optional five-speed automatic transmission for $1,560, my tester is equipped with a five-speed manual transmission.

With the bigger engine that produces 158hp and 162 lb-ft of torque, coupled to a manual transmission, you would almost think Toyota was attempting to build a vehicle for the driving enthusiast here! The new Corolla does look sporty, with its rear spoiler and XRS badges and sill plates.

2010 Toyota Corolla XRS
MSRP as tested (excluding destination): $22,350

For more information on Toyota and the Corolla visit Toyota Canada

Day 1:

Click Image to Enlarge

Some of the novelty has worn off since the cube’s initial launch. Like any vehicle that is unique, it gets a ton of looks at first, but now nobody seems to be noticing at all — but perhaps I haven’t met the right people.

Click Image to Enlarge

My test model is a SL version with the optional Technology Package, worth $800. Add in $135 for metallic paint and you have one of the least-expensive vehicles I have driven this year, at only $21,633. The tech package adds Bluetooth hands-free phone system, rear sonar system, XM satellite radio, rockford fosgate subwoofer, amplifier and six-speaker premium stereo over the standard features.

Those standard features include: a 1.8-litre engine powering the front wheels through a CVT (continuously variable transmission), stability control, ABS and electric power steering. Appearance-wise, standard stuff includes 16-inch aluminum alloy wheels, fog lights, body-coloured bumpers, door handles and mirrors. And on the inside: steering wheel-mounted audio controls, push button ignition with smart key entry, power windows and locks, power/heated mirrors, automatic climate control, cruise control and leather wrapped steering wheel.

For just over $21,000, the cube certainly packs in a well rounded feature set, and with NRCan rated fuel consumption numbers of 7.3L/100km city and 6.5L/100km highway, it should be decent at the pumps as well.

2009 Nissan cube
MSRP as tested (excluding destination): $21,633

For more information on Nissan and the cube visit Nissan Canada

Day 1:

Click Image to Enlarge Testfest photo by Greg Wilson

This is my first time attending the event, so you will get to learn along with me about the process and some of the vehicles competing here in Niagara-on-the-Lake.

Click Image to Enlarge

There is quite a large list of vehicles to test (53, to be exact) in 12 categories. Obviously, there just is not enough time for everyone to test every car, so we have been assigned vehicles and categories which we must evaluate before 5pm on Wednesday. Once we have tested all of our assigned vehicles, we are free to test other cars if we desire and if time permits.

I am assigned to Prestige (over $75k) which includes: Audi R8 5.2FSI, BMW 750i, Mercedes-Benz S400 Hybrid and the Porsche Panamera. Not a bad list of dream cars, if I do say so myself. I am also responsible for Sports/Performance (under $50k) which includes: Chevrolet Camaro, Ford Taurus SHO, Hyundai Genesis Coupe, Mazdaspeed3, Mitsubishi Lancer Sportback Ralliart and the Volkswagen Golf GTI.

Last, but not least, I’ll need to tackle Convertibles on a sunny day. This category includes: Audi A5 Cabriolet, BMW Z4 Roadster, Lexus IS350C and the Nissan 370Z Roadster.

The full list of eligible vehicles is available on AJAC’s website.

Visit this blog daily for updates — this should be an exciting week!

Day 1:

Click Image to Enlarge

And for a guy like me being coddled while also getting to play with the new gizmos and gadgets in a tester, well it makes my thoughts of racing and fast cars disappear along with the warm weather… well, almost. This week’s tester, The Lexus RX 450h, tries to do it all; it’s a hybrid, a mid-sized luxury SUV and it has quite a few gizmos to keep you - and the kids - entertained.

Click Image to Enlarge

The “base” model RX 450h starts at $58,900 a hefty sum, but to some not so much considering the amount of technology you get along with the prestigious Lexus badge. Of course at that price you still get most of the bells and whistles you would expect in a luxury SUV such as a 3.5-litre V6 engine that is assisted by electric motors driving both the front and rear wheels of the AWD drive system. Also standard are all the safety devices you would expect in a Lexus: stability control, ABS, hill start assist, traction control, electronic brake force distribution and enough air-bags to cushion you in almost any accident (side, front, knee, curtain).

Then the list of standard luxury features begins: dual-zone climate control, power tilt and telescoping steering wheel, 9-speaker audio system, power heated leather seating, backup camera, 18″ aluminium wheels, rain sensing wipers, bi-xenon headlamps with adaptive front lighting system - the list seems to never end. That was just the standard model, the RX 450h is available in two additional trim options. For $3,400 more you can add the touring package which adds a 12-speaker audio system, voice activated navigation, 19″ wheels and wood trim steering wheel.

But it doesn’t end there. My tester is equipped with the ultra premium package which comes in at a whopping ultra premium price of $12,500. It adds a 15-speaker Mark Levinson stereo (incase 12-speakers are not enough for you), everything in the touring package of course, dual rear screens so your rear seat passengers can keep entertained, heads up display, premium leather, LED headlamps, radar cruise control, and a side camera package.

So there you have it — this week I’m immersed in gadgets — unfortunately it doesn’t seem as though this Lexus can park itself, but I can probably manage just fine.

2010 Lexus RX 450h
MSRP as tested (excluding destination): $71,469

For more information on Lexus and the RX 450h visit Lexus Canada

Day 1:

Click Image to Enlarge

The pricing is the first shock — my tester is an SX model, in which the only available option on top of the healthy standard feature list is an automatic transmission, for $1,200. Heated seats, leather, 17-inch alloy wheels, sunroof, climate control, fog lights, satellite radio and a six-speed manual transmission are some of the features. All of this for $21,495? Am I in some kind of dream land? This seems like a bargain and I haven’t dug very deep yet.

Click Image to Enlarge

From my limited time behind the wheel, I have noticed one thing that stood out, and that was the torquey engine, with its smooth powerband from 1,500 rpm all the way up to redline. Taking a look at the numbers confirms what I felt by the seat of my pants: a 2.4-litre engine powers the Forte Koup with 170hp and 168lb-ft of torque; these are very competitive in this sporty coupe class that would include such cars as the Honda Civic and Chevrolet Cobalt. Perhaps you could also throw the Mazda3 sport in there as a competitor.

So what else do you get in this little Kia as standard? A host of unexpecteds, that’s what: heated leather seats, voice activated Bluetooth hands-free, front windshield wiper de-icer, side-curtain, front seat-mounted side and dual front mounted airbags, four-wheel disc brakes with ABS, traction control and stability control.

The Koup seems like a compelling package from my experience so far. I wonder what this week will have in store for it and me?

2010 Kia Forte Koup SX
MSRP as tested (excluding destination): $21,495

For more information on Kia and the Forte Koup visit Kia Canada

Day 1:

Click Image to Enlarge

It does have A/C, though, so at least I am not having to sit, waiting, for the windows to defog for hours in the rain. Other standard features of the “pure” make up a very short list. Keyless entry, power windows, ABS braking with electronic brake distribution, electronic stability control and an AM/FM/CD player with two speakers are about the only items I would consider features on the “standard features” list. The rest include things like a roof, heated rear window, seats, etc., all things you pretty much expect in a car.

Click Image to Enlarge

But that’s okay; there’s nothing wrong with basic transportation. My tester does have a few “options,” like a tachometer and clock pod on the dash, which were added as a $160 option, and $55 all-weather floor mats round out the goodies. Standard is a 70hp three cylinder engine, replacing the previous 45hp diesel, a switch made as an appeal to buyers in the diesel-hating US of A. The fortwo uses a five-speed automatic transmission with manual mode to transfer power to the rear wheels. The entire drivetrain setup fits in the “trunk” area just over the rear wheels, so it’s quite the engineering marvel, really.

Rated at 5.9L/100km city and 4.8L/100km highway, I hope to achieve somewhere around the average of these two numbers (5.4L/100km), a figure that would make this the second most fuel-efficient vehicle I have ever tested besides the Honda Insight, which achieved 5.2L/100km over the course of the week. I hope the smart does better, because if not, I really do question the purpose of this car, given some of the compromises that must be made to drive it — the most notable being only having two seats.

2009 smart fortwo
MSRP as tested (excluding destination): $15,205

For more information on smart and the fortwo visit smart Canada

Day 2:

Click Image to Enlarge

When I picked up my tester from the dealership, the sales manager was telling me how sales have dropped in half for him since the government eliminated its rebates for fuel-efficient vehicles. He said he sold about ten a month before, then the government dropped the rebates and the sales dropped to five a month. Sales numbers indicated, year over year, a sales drop of 39 per cent, so I guess his numbers were not too far off the norm.

We can’t forget that car sales in general are down quite a bit this year so it doesn’t come as a huge surprise to me that smart sales have been affected. Perhaps the novelty of this car has worn off as well; there certainly can’t be as many people buying it for the novelty factor like they did when they first came out.

Click Image to Enlarge

Basic is basic: there is a little cubby to the left of the steering wheel, and reaching into the “trunk” is easy enough since the car is small. The surprising find for me was the bin inside the tailgate that creates a nice storage area that I previously didn’t realize existed; there is enough space inside for some groceries. Head room is great; tall drivers should not have to worry about looking like a clown crawling out of a little car.

The one thing I realized with the smart’s diminutive size is that it isn’t really much narrower than a typical car, and the doors are huge, so although you may squeeze into that small parking spot you may not be able to get out once you try to swing those gigantic doors open.

Day 3:

Click Image to Enlarge

I am surprised by the pep the smart has to offer. I remember driving the older diesel version and it was brutally slow, where accelerating at anything over 80km/h seemed to take an eternity. The new gas-powered smart seems capable enough to accelerate with traffic, and if I am being honest, there have been many times where I have been behind someone, yelling “hurry up!” when merging onto the highway.

Click Image to Enlarge

Like every automobile journalist before me, and perhaps every one to come after me, I am going to say that the transmission is the most horrid contraption on the market. It takes a count to one to complete a shift, and that is an eternity. It feels like you are driving in a car with someone learning how to use a manual transmission. Letting off the accelerator when it shifts or when shifting manually seems to help, but I think it is more of a perception than anything else, as it still takes a second for the shift to occur.

The new fortwo is quieter than the diesel version as well; although road noise is still there, the engine noise is greatly reduced. The suspension is stiff but not overly so, although I tend to be more forgiving in this regard. It is stiff like a sports car, but this is no sports car. Handling is… well, okay. Just like most people don’t accelerate to merge with any urgency, the average commuter does not drive anywhere near ten-tenths of a car’s abilities, and for this type of driving, the smart car seems to handle fine. It is difficult to tell if it understeers, as the steering simply gets firmer when you turn the wheel more. As a result, it feels like it is understeering when in reality you just need to muscle your way through the turn.

Of course, visibility is great. I attempted to adjust my mirrors to remove blind spots and was disappointed that the mirror didn’t go very far, until I realized there is no blind spot since the car ends two feet behind my head! Am I having “fun” driving the smart? I don’t think so, but I’m surviving and it does a reasonable job of getting me to the office and back. It doesn’t do it any better than any other car though, but does it do it any worse? Well, besides having the most annoying transmission in the world, I can’t say it really does.

Day 4:

Click Image to Enlarge

Some don’t think the smart concept works in North America while others like the idea of the smart. Either way, it’s an interesting concept. For me though, I’d pick up a $10,000 Hyundai Accent with its better ride, better handling and a more quiet and comfortable interior. Its fuel consumption might not be as low, but don’t forget that the smart takes premium fuel. Servicing on the smart is a little unique, too, and may require taking the car to a Mercedes dealership. I’m sure they treat all their customers great, but how much will the bill be?

I expected more of a “cult” atmosphere driving the smart, but not once was I waved at by a fellow smart driver (and there have been many other cars that prompted owners to salute me while driving by). Everyone who asked me about the car seemed interested in hearing about it or said, “I always wanted to try one,” but none of them ever followed through once they heard the price. Only time will tell if sales will pick back up and if smart is going to catch on in the US and create demand for perhaps an even better version.

*Rating out of 5:

2009 smart fortwo
Acceleration
Handling
Comfort
Interior
Audio System
Gas Mileage

*Rating based on vehicle’s classification

2009 smart fortwo
MSRP as tested (excluding destination): $15,205

For more information on smart and the fortwo visit smart Canada

Day 1:

Click Image to Enlarge

First thing I noticed about the new 2010 Mazdaspeed3 was the updated speedometer. I remember clearly that in the 2007 Mazdaspeed3 that I drove, 200km/h was at 12 o’clock, 100km/h was at the nine o’clock position and I was constantly in the position of speeding frequently and at risk of being locked up for it. For 2010, the speedometer is updated, placing a more sane 140km/h at 12 o’clock, no longer deceiving you into thinking you are going too slowly.

Click Image to Enlarge

Of course, there are a bunch of other changes as well, and most of those can be found in articles describing the differences between the 2009 Mazda3 and the 2010, as most of the new Mazdaspeed3’s guts are shared with the more pedestrian 2010 Mazda3. The interior is updated on the “Speed3,” with more bolstering for the front seats and leather inserts.

The drivetrain remains unchanged from the previous generation Mazdaspeed3: a 2.3-litre engine turbocharged to 263hp and 280lb-ft of torque. This power is then sent to the front wheels through a six-speed, short-throw manual transmission where it then attempts to hook up with the road. Be gentle at first and you will succeed.

Other notables in the Mazdaspeed3 include: Xenon headlamps, power adjustable driver’s seat, dual-zone climate control and a seven-speaker Bose stereo system. The 2010 Mazdaspeed3 is approximately $1,600 more than the outgoing 2008.5 Mazdaspeed3, but it includes a navigation system and a little more sophistication and elegance — so, to me, the two cars are about equal, value-wise.

2010 Mazdaspeed3
MSRP as tested (including destination): $34,590

For more information on Mazda and the Mazdaspeed3 visit Mazda Canada