My name is Peter and I like minivans.

I’ve owned two. If I were to raise another family (ha!), I’d buy one. I tell my domesticated friends who are looking at crossovers to buy minivans. They tell me where to get off.

2011 Nissan Quest LE

There. I’ve said it.

While minivans will forever remain terminally uncool, Nissan, a company never afraid to go out on a stylistic limb, is doing its part to help ease the pain. The all-new fourth-generation 2011 Quest is a funky looking rig, and one that will surely have the tongues a waggin’ at the schoolyard.

Sure, it’s a big box on wheels, but it comes across as intriguingly post-modern retro with its steeply raked windscreen, slab sides and wrap-around greenhouse that is part Jules Verne and part 50s Chevy Nomad. Jeez, it might even be cool.

But maybe it’s time to retire the “minivan” handle. There is nothing mini about the seven-seat 2011 Quest, which my 13 year-old daughter dubbed the Big Blob of Beige (BBB). While its footprint matches most competitors, the BBB’s 1855 mm height has it towering over the Grand caravan by 100 mm. Headroom is more than generous. Compared to the Toyota Sienna, there’s an additional 70 mm of airspace for your beehive or Stetson.And there is a minivan market out there, despite Ford, GM and Hyundai bailing from the segment. The Dodge Grand Caravan was Canada’s #3 seller in 2010, and both Toyota and Honda have introduced all-new Dad-illacs for 2011.

Built on an expanded Murano/Maxima platform, power comes from Nissan’s venerable VQ 3.5-litre V6, making 260 hp, 240 lb.-ft. and driving the front wheels through a continuously variable transmission (CVT).

While the exterior may be rad, the inside is trad, and lovingly rendered here in top-line LE trim with supple leather, soft-touch surfaces, and wood-like trim. It’s a swanky, Infiniti-class cabin that makes the competitors look low-rent.

The first and second-row captain’s chairs are supremely comfortable (there is no second-row bench option) and the flip-up third row (powered in the LE) is habitable by smallish humans. If there are complaints, the riders are so far back you may not hear them anyway.An ergonomic misgiving is the dash-mounted shifter that partially obstructs the audio and HVAC controls.

They can also be drowned out by the LE-standard a 9.3-gig infotainment system with 13 Bose speakers.

Parched passengers are in luck. I counted sixteen cup holders.

Other niceties in this $48,498 blinged-out behemoth include 18-inch alloys, powered side doors and lift gate, navigation system with an eight-inch display, rear-seat DVD entertainment, blinds for the rear side windows, Nissan’s new air-scrubbing advanced climate-control system, blind-spot warning, and xenon headlamps, Topping it off, literally, was the $2,000 dual moonroof package.

On the road, the Quest’s dynamics match its upper-crust appointments. The ride is limo smooth, the cabin quiet, and the 3.5-litre V6 pulls strongly and smoothly. The best thing you can say about this continuously variable transmission is that you don’t notice it. Nissan does know its way around CVTs, and the Quest is further proof of this assertion.

I’ll confess, when first laying eyes on the BBB my initial thought was, “There’s going to be a little less meat in the broth this week”, what with gas prices going through the roof. But it wasn’t that bad. Nissan claims best-in-class city mileage at 11.1 L/100 km with highway coming in at 8.1 L/100 km. Over a week of admittedly light pedaling, I saw 11.6 L/100 km on regular fuel.

In the real world of diaper and daycare duty, this over-50-grand lux LE will be as rare as a full night’s sleep. Indeed, with a starting price of $29,998 for the base steel-wheeled Quest S, most parental pragmatists will be shopping at the Dodge store where a Grand Caravan can be had for around 20 large. As such, the Quest is here to butt heads with a pricier batch of boxes: the Toyota Sienna, Honda Odyssey and VW Routan.Steering feel is fine but the handling is pretty doughy – the Grand Caravan is more agile if you care about such things in a minivan. The tight turning circle pays dividends when parking, as do the XXL side mirrors and back-up camera.

The second rung $35,048 Quest SV gets one-touch power sliding doors, 16-inch alloy wheels, tri-zone automatic temperature control, power driver’s seat lumbar adjustment and Quick Comfort heating, fog lights and a conversation mirror. Shamefully, still no Bluetooth.

Moving up to the $38,798 SL begets leather, 18-inch alloys, power liftgate, eight-way power driver’s seat, Homelink, auto-dimming inside mirror with compass, auto headlights, outside mirrors with integrated turn signals, rear-view monitor, Bluetooth and iPod connectivity, and remote steering wheel controls.

Of course, minivans are all about utility, so how does this Nissan stack up? Differently.

While all competitors have third row seats that tumble into the floor, the Quest’s “cheap” seats flip forward, leaving the load space and useful deep covered cargo hold behind said chairs unaffected. Handy.

Similarly, the second row seats fold down easily, creating a flat floor with little effort. Those who have wrestled with seat removal or even Chrysler’s Stow ’n Go seats will appreciate this.

But here’s the rub. The load floor is much higher than in the others, so if moving antiques, building supplies or rock bands is your thing, ultimate load space is way down – around 40 per cent less when looking at the Sienna or Odyssey. That said, you could still throw a fridge in there if you had to.

For some, the Quest’s comfort, high-class cabin and ease of use will win out over ultimate carrying capacity. And whether you love or hate the styling (I didn’t see much middle ground here), you can be sure of one thing – you won’t go unnoticed.

Pricing: 2011 Nissan Quest LE

Base price: $48,498

Options: $2,000 (dual powered moonroof)

A/C tax: $100

Freight: $1,560

Price as tested: $52,158

Specifications

Buyer’s Guide: 2011 Nissan Quest

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

As a child of the late-1970s, I grew up gawking at the cars of the ’70s and 1980s, so it was the simple, angular (some might say uninspired and ugly) designs of the period that activated my car nut gene.

2011 Scion tC

It took me a couple of days before I clued into why I like the look of this Scion tC as much as I do: its body is pretty much all straight lines and tight angles. It’s hardly a dead ringer for the many dud designs that came out around my formative years, but the commonality is in the simplicity of the tC’s look, a real contrast to the compound curves, swoops and rounded edges that dominate new cars right now.

The tC is one part of Scion’s 2011 Canadian invasion. This budget-oriented Toyota brand finally reached Canada last year (as 2011 models) after being available in the U.S. since 2003. This is the sports car of the line-up, contrasting with the utilitarian xB and subcompact xD. Nothing about the Scion line looks much like anything wearing the Toyota name, but the tC is indeed based on an existing Toyota model, in this case the Avensis family car the company sells in Europe and the United Kingdom.

The 2.5-litre four-cylinder engine under the tC’s hood isn’t sports car material – it’s mainly known for powering Camrys. Still, it’s a nice motor, revving smoothly and pulling hard to its 6,200 r.p.m. redline. It feels stronger than its 180 horsepower and 173 lb.-ft. power ratings suggest, too, particularly as my tester was fitted with the optional six-speed automatic transmission (a six-speed stick is standard).

Credit the tC’s European roots for its tautly-tuned chassis, which blends sharp handling with a firm ride that rarely got uncomfortable. This car’s affinity for twisty roads is reinforced by the thick-rimmed, small-diameter, flat-bottomed steering wheel. Toyota says the Scion brand is aimed at a young demographic, some of whom are bound to be enthusiasts, and the tC’s performance fits the company’s marketing quite well.

The tC’s interior speaks of 1980s-era retro, too. There are no swoopy dash panels or sexy curves to the centre stack; instead, the dash is all straight lines and high cowl, something like my first car, a (very) used 1986 VW Jetta. Aside from the tacky Alpine stereo (it sounds great, but looks cheap), the control layout is a model of simplicity, with everything a cinch to figure out and within easy reach of the driver’s seat.

Scion is an entry-level brand, and it shows in the interior materials (hard plastic, mostly) and the amount of engine noise that gets into the cabin (the credit/blame for some of this goes to the exhaust, which sounds quite good in hard acceleration), both of which I was expecting. More of a surprise was the amount of road noise (a lot), even taking into account the winter tires my tester wore.

The front seats are comfortable, but tying into the tC’s performance is the generous bolstering that creates terrific lateral support for aggressive driving. The tC’s comfort is boosted by a surprisingly – for a coupe – roomy interior. Generous rear seat legroom is the measurement that most obviously gives away this car’s family sedan roots, though the slope of the rear roofline makes a noticeable cut into rear seat headroom. Rear seat ingress and egress present the usual coupe challenges.

Coupes are not generally known for their capacious cargo holds, but the tC’s hatchback body style helps it avoid that stereotype, endowing it with a 416-litre capacity. That’s a notable bump compared to one of the tC’s closest competitors, the Kia Forte Koup, a true coupe whose trunk is a smaller 358 litres. The tC could accommodate a couple of medium suitcases, and the rear seats fold (not flat, though) for more space.

Natural Resources Canada’s fuel consumption ratings for the tC are 8.9/6.3 L/100 km (city/highway). My tester averaged an impressive 10.3 L/100 km in a week of winter city driving.

tC pricing starts at $20,850. The automatic transmission is a $1,050 add, and the Alpine stereo is worth $535, for a total of $22,435 before freight and taxes.

The tC is easily out-sported in its class by cars like the VW GTI, Mini Cooper S, Honda Civic Si and the rear-drive Hyundai Genesis Coupe, but it’s a surprisingly fun car given its mundane roots. If you can live with the noisy, low-rent interior, the tC is a fun and practical little hatch with a very attractive price-tag.

Pricing: 2011 Scion tC

Base price: $20,850

Options: $1,585 (Automatic transmission, $1,050; Alpine stereo, $535)

A/C tax: $100

Freight: $1,390

Price as tested: $23,925

Specifications

Buyer’s Guide: 2011 Scion tC

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

This may come as a surprise, but I was really looking forward to driving the 2011 Yaris. Now before you write in to AJAC challenging my qualifications as an automotive journalist, let me be more clear: I had the opportunity to drive the Yaris after a week behind the wheel of a Honda CR-Z hybrid, a car that, despite its sporting pretensions, I drove as if I was burning the last tank of fuel on the planet.

2011 Toyota Yaris sedan

The CR-Z’s approach to encourage efficient driving is very in-your-face. For example, there’s green-to-blue-to-red dash lighting to show you exactly how environmentally-friendly your driving habits are at any given moment. There’s also an Eco mode that introduces lazy throttle response and reduced climate control effectiveness to the driving experience. After one week of short-shifting at 1,700 rpm and holding up traffic while pulling away from every intersection, I found that my city-only consumption in the CR-Z hovered around 8.2 L/100 km.

So I drove the Yaris, sans trip computer, just as I would any other car. I accelerated smartly from stops, enjoyed what felt like spirited throttle response after Eco mode in the CR-Z, and on the odd occasion even drove more than one passenger around. After filling the tank, I calculated a consumption of 9.0 L/100 km, or only about 10 per cent higher than that of the painstakingly-driven CR-Z. Now, you tell me what’s more fun.Enter the Yaris: a fairly basic compact car, the Yaris has none of the eco-frills of the CR-Z, and it will most certainly not be cross-shopped against the sporty two-seater. What it does provide, though, is an old-school approach to efficiency. The Yaris is a light car (at 1,060 kg, it undercuts the CR-Z by a full 150 kg) with its only propulsion coming from a gas-powered internal combustion engine. Fuel consumption is rated at 7.0 L/100 km in the city and 5.7 on the highway. Since we’re comparing, the CR-Z gets better ratings of 6.5 and 5.3, but I’m after real-world numbers.

The point here is not that the Yaris is a fun car to drive (because it’s not), but that light, efficient cars can achieve consumption figures within spitting distance of those achieved by hybrids, without the additional weight and complexity of on-board batteries.

The Yaris I drove was the four-door sedan with the “B” (a.k.a. Convenience) package. If that description doesn’t get your pulse racing, I don’t know what will. Base for the sedan is $14,990. Opting for the four-speed slushbox adds $1,000 to the price, while the “B” package adds a further $2,725 to the bottom line. It also adds a bevy of desirable features, like air conditioning, power windows and locks with keyless entry, heated exterior mirrors, and a few other goodies.

Our tester also included the dealer-installed Bongiovi-enhanced audio system for $334.50 (more later), bringing the as-tested price to $18,050 before destination and taxes. There’s also a “C”, or Enhanced Convenience package, that adds cruise control for another $530.

While the Yaris is low on frills, Toyota has introduced the “Star Safety System” on all of its models for 2011. That means even the $13,995 Yaris hatch gets a full suite of collision-avoidance features, including traction control, vehicle stability control, anti-lock brakes, brake assist, electronic brake force distribution, and “smart stop” technology. The latter of those cuts fuel delivery and allows the brakes to take precedence in the event that both pedals are applied at the same time.Toyota doesn’t go out of its way to make the Yaris look like something it isn’t; a strategy that has its pros and cons. On the pro side, no customer will be duped into thinking they bought something that’s hip and sporty, but rather they’ll know they spent their money with economy and efficiency in mind and that’s exactly what they got. On the downside, though, Toyota is not making any effort to appeal to the younger car buyers out there. Not a problem, perhaps, since its youthful Scion division sells the xD for about the same money (this doesn’t help new car shoppers here in Winnipeg, though, but that’s another discussion).

While newer entries such as the Mazda2 and Ford Fiesta can compete against Toyota’s standard safety suite, the Kia Rio, Hyundai Accent, and Chevrolet Aveo don’t measure up in this regard.

The Yaris’ 1.5-litre four-banger makes the most of its 106 hp and 103 lb.-ft. of torque thanks to variable valve timing; it’s a shame the slushbox can’t reciprocate because it only has four forward gears. Nonetheless, the engine is smooth and refined despite its diminutive size.

As expected, the Yaris is suspended on MacPherson front struts and a torsion-beam rear setup; the finished product managing rough roads with more grace than anticipated. The ride is still a bit busy, but very good for this class. And because the car’s front and rear drop off rather quickly, its bright greenhouse affords an excellent view of its surroundings.

Inside, a Yaris trademark continues with the centrally mounted instrument cluster. The overlapping speedometer and tach dominate the small panel; nestled in the corner is a small digital odometer and fuel level display. Coolant temperature is relegated to a dummy light.

I’m a fan of the dual dash-mounted cup holders and wish more car companies would find room for them there. Overall it’s a comfortable interior but it has about as much pizzazz as the outside; certainly a car for the just-get-me-from-A-to-B set.Beneath the centre dash vents is the head unit for the Bongiovi-enhanced audio system. I’ve been impressed by the Digital Power Station in a few Toyota vehicles (Toyota, having signed a deal with Bongiovi Acoustics, is the only car company in Canada to offer this factory-backed accessory) but became less so after listening to it in the Yaris. The system works with what it has (which, in the Yaris, is not much) to digitally optimize audio quality, but at the end of the day it’s a weak system with four tinny speakers, so the DPS doesn’t work wonders like it does in other vehicles.

The Yaris proves that you don’t need to pay a hybrid premium to drive green. It’s a compelling value for those who place efficiency and safety above style and panache in their daily drive.

Pricing: 2011 Toyota Yaris sedan

Base price: $14,990

Options: $3,060 (“B” Package of air conditioning, power windows and locks with keyless entry, heated exterior mirrors, $2,725; Automatic transmission, $1,000; Upgraded stereo, $334.50)

A/C tax: $135

Freight: $1,350

Price as tested: $19,535

Specifications

Buyer’s Guide: 2011 Toyota Yaris

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

We recently tested a Nissan Juke SL AWD with Nissan’s new “torque-vectoring” all-wheel drive system that transfers power both front to rear and side to side at the rear wheels for improved traction and handling – a similar system to Acura’s Super Handling All-wheel Drive. This is an excellent safety feature for driving on wet, icy or snowy roads, and hopefully, this technology will migrate to other Nissan vehicles as well.

2011 Nissan Juke SL FWD

Unfortunately, the Juke’s AWD system is available only when matched to a continuously variable transmission – the standard six-speed manual transmission comes only with front-wheel drive.

Still, you can save about three thousand dollars by choosing the Juke front-driver with a manual gearbox, and it’s arguably more fun to drive with a manual transmission; plus it’s about 118 kg (258 lbs) lighter, weighing in at 1323 kg (2917 lbs). Another benefit to choosing the front-wheel drive Juke is the addition of a large, removeable plastic storage bin under the cargo floor made possible by the absence of a rear differential. It’s a great place for keeping cold drinks, groceries or valuables you want to keep out of sight.

Another difference between the front-wheel drive Juke and the all-wheel drive model is the type of rear suspension: the FWD model has a semi-independent torsion beam setup while AWD models offer an independent multi-link suspension. Having driven both (at different times) I don’t recall any major handling differences, but in theory the AWD model is better equipped to handle uneven road surfaces and provide a better ride. Still, torsion-beam rear suspensions, like that used in the Golf for many years, are proven to offer good handling and ride qualities in small cars.

Driving impressions

The Juke’s engine is a relatively small 1.6-litre DOHC 16-valve four-cylinder, but with the use of direct fuel injection, variable valve timing, and a turbocharger/intercooler, horsepower is a healthy 188 at 5,600 rpm and maximum torque is 177 pound-feet from just 2,000 rpm up to 5,250 rpm. Accelerating from a standing start, the engine feels a bit weak until about 2,000 rpm (turbo lag), but then it takes off with a surge of power that pushes the Juke from zero to 100 km/h in 8.0 seconds, according to AJAC. However, AJAC tested a Juke AWD with a CVT, and I suspect the lighter, front-wheel drive Juke with a manual transmission would be a least a half second quicker.The FWD Juke’s standard six-speed manual transmission has a meaty, shift knob that pokes out from what looks like a motorcycle fuel tank in the centre console. It’s easy to reach and easy to shift, and clutch engagement is generally smooth. However, the clutch is a bit sensitive when engaging First gear unless you give it some revs, and the first gear ratio is a bit too low, with the result that you need to rev it high before you move into second gear; shifting from second through sixth gears is a more progressive transition. At a steady 100 km/h in sixth gear, the engine turns over a quiet 2,600 rpm.

Juke SL models, both FWD and AWD, are equipped with a driver-selectable electronic performance adjuster called Integrated Control (I-CON) that gives the driver a choice of three different throttle and steering response settings, Normal, Sport and Eco. In the CVT-equipped Juke, Sport mode also includes simulated gearshifts and the ability to shift manually using the shift lever.

As you might suspect, Eco mode retards the throttle for slower acceleration and easier steering. Normal mode improves throttle response, while Sport mode offers a more aggressive throttle and steering feel. The one you choose will depend on whether you want to maximize fuel economy or enhance performance, but every time you start the Juke it defaults to Normal mode. Personally, I enjoyed the extra performance of Sport mode.

Perhaps because of this, my average fuel consumption worked out to about 10.6 L/100 km. Official Energuide figures are 8.3 L/100 km (34 mpg) city, and 6.4 L/100 km (44 mpg) highway when equipped with the manual transmission. The Juke with a CVT and AWD offers slightly better fuel consumption in the city, and slightly worse on the highway, but there’s not a significant difference. Premium gas is recommended for the Juke but not required.

Being a fairly small, light vehicle, the Juke stops quickly: AJAC recorded a 100 km/h to zero braking distance of 42.1 metres (138 ft.) in the dry. The Juke comes with standard four wheel disc brakes, ABS, Brake Assist, and substantial 215/55R-17-inch all-season tires.

With such a short wheelbase, the Juke is surprisingly nimble, has a good turning circle, and even though it has a high ground clearance, a tall roof, and a relatively narrow track, it feels quite stable when cornering aggressively. Understeer and oversteer are mitigated by standard electronic stability control and traction control. With a short wheelbase, the ride can be choppy and somewhat firm. However, its high ground clearance should prove an advantage on snow-covered side streets next winter.

The Juke driver has good visibility except at the right rear corner where a thick C-pillar and rear head restraint block the over-the-shoulder view. A variable intermittent rear wiper is very useful in keeping the rear window clean, and Jukes with the optional navigation system include a rear-view camera that’s handy when backing into a parking space. Interestingly, the driver can see the front turn signals through the windshield because they are on top of the front fenders under those bulging glass covers – this is the only vehicle I know where this is possible!

As other reviewers have reported, the Juke is a fun vehicle to drive with a playfulness you won’t find in slightly larger crossovers like the Hyundai Tucson, Mazda CX-7, and even the Acura RDX. That’s partly because the Juke is smaller and more nimble than those vehicles with a small, but lusty turbo engine that loves to rev. There isn’t really another vehicle on the market similar to it.

Interior impressions

The Juke’s small size has some disadvantages. The cargo area behind the rear seats is a joke. The floor height is very high and the sloping hatchback eats up a lot of vertical space. However, as mentioned earlier, the FWD Juke has a hidden storage bin under the cargo floor which measures about 90 cm wide by 15 cm deep. And once you fold one or both of the split rear seatbacks down, there’s plenty of cargo room. But if you want to transport four passengers and their luggage, you’re out of luck unless you have a roof carrier.

Another disadvantage of the Juke’s small size is access to the rear seats. The curvature of the wheelwell and the slope of the roof make for a rather narrow door opening when compared to the front doors. And while rear headroom and legroom is sufficient for adults and the raised front seats provide generous footroom, the rear seat does feel tight.

Up front, it’s a different story where there is more headroom and legroom. The driver’s seat is height adjustable but the front passenger seat is not, and neither have lumbar adjustment. The sporty leather wrapped steering wheel tilts up and down but doesn’t telescope in and out. Cloth seats are standard, but my Juke SL had the optional leather seats with seat heaters that are bundled together with the optional Navigation package and premium Rockford Fosgate audio system ($2,600). That’s a very good deal when you consider what’s included. One thing missing in the Juke is a centre armrest.

Between the speedometer and tachometer is an orange backlit information display with small fuel and coolant displays, odometer, outside temperature indicator, and trip computer which can be toggled between average fuel economy, instant fuel economy, time to destination, and distance to empty.

The Juke’s optional five-inch colour screen in the centre console provides audio and navigation functions and a rear-view camera when the transmission is put into Reverse. Though the screen is smaller than some of its competitors’, I found the letters and graphics easy to read and touch-screen ‘buttons’ easy to operate. Most of the audio controls – volume, Seek, Tune, Station – are traditional manual buttons anyway. And the steering wheel includes separate controls for Volume and Seek as well.

I also liked the navigation system’s ease of use and direction instructions, both visual and audible. After warning the driver of an upcoming turn, the map displays a large arrow and distance to the turn so that you don’t miss it. Inputting a destination can be done a number of different ways, and drivers’ can choose fastest or shortest route that minimizes toll booths, freeways or ferries. A real-time traffic information alert also shows road construction and delays. The map also shows points of interest. The navigation system can be set for English, French, or Spanish.

Commercial-free XM satellite radio, with a limited time subscription, is also included with the optional Navigation package, and that’s what I listen to when it’s included. Auxiliary, 12-volt and USB ports are also included on the lower console in front of the shift lever and Bluetooth hands-free phone system is standard in all Jukes.

Perhaps the most interesting part of the instrument panel is the dual climate control and driving mode display. By pressing the ‘Climate’ button, the illuminated display buttons switch to climate functions like fan speed and ventilation choices and the display shows climate functions. By pressing the “D-Mode” (Driving Mode) button, the same buttons switch to the I-CON mode with Normal, Sport and Eco, and the display shows performance functions. The latter even includes a turbo boost gauge, engine torque display, G-force meter, and fuel economy history.

The only drawback with this system is that if you want adjust the climate controls while in D-Mode, you first have to switch back to Climate mode. However, since it’s an automatic climate control system, this is not usually necessary.

My Juke SL test vehicle had the keyless door unlocking and keyless start feature which enables the driver to lock and unlock the doors and start the vehicle without using the ignition key. The driver simply pushes a black button on the door handle to lock and unlock the doors, and once in the driver’s seat, pushes the ignition button to start the engine. This is a useful, time-saving feature, but there is a flaw: if you hand your Juke over to your spouse and forget to give them the key, and they drive away and stop the engine, they won’t be able to start it again. Yes, this has happened to me!

Verdict

Those who prefer a traditional manual transmission will have to give up the advantages of all-wheel drive if they want a Nissan Juke, but they will save money on the price-tag, and still enjoy the Juke’s unique combination of weird looks and driving fun.

Pricing: 2011 Nissan Juke SL FWD

Base price: $23,548

Options: $2,600 (Leather seats, navigation system with five-inch colour touch-screen, rear-view monitor, Rockford Fosgate audio with subwoofer and upgraded speakers, XM satellite radio, USB connector)

A/C tax: $100

Freight: $1,560

Price as tested: $27,808

Specifications

Buyer’s Guide: 2011 Nissan Juke

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

With the mid-sized crossover segment hotter than a two-dollar pistol, it’s pretty easy for vehicles to get lost in the shuffle as the latest offerings get all the media attention and advertising dollars. The hot commodities for 2011 are the new Hyundai Santa Fe, Kia Sorento and refreshed Ford Edge. Last year the Chevy Equinox and GMC Terrain basked in the limelight.

2011 Mazda CX-7 GX

And way back in 2006 (introduced as a 2007) it was the radical Mazda CX-7 with its steeply raked windscreen and sculpted front fenders that had the tongues a-waggin’.

A recent stint behind the wheel of the front-wheel-drive 2011 CX-7 GX drove home the fact that shoppers should not simply default to what they spy in the glossiest ads. This Mazda holds up as one of the better crossovers on the market, especially if style, build quality and driving dynamics are high on your priority list.

For 2010, the CX-7 underwent a mid-life makeover, getting Mazda’s leering corporate visage, interior upgrades, structural strengthening and improved sound insulation. Of more significance was the availability of an entry-level GX front-wheel-drive-only model powered by a naturally-aspirated 2.5-litre four putting out 161 hp and 161 lb.-ft. of torque.

My GX tester was fitted with the $2,995 Luxury Package that added power moonroof, leather upholstery and door trims, leather-wrapped steering wheel and shift knob, heated seats (eight-way power driver’s with manual lumbar support and four-way power passenger), Bluetooth and automatic climate control.Priced at $27,995, this got the CX-7 under the 30 grand threshold, as the only model pervious was the pricier all-wheel-drive turbo version.
For 2011, the GX’s price drops by $1,500 to $26,495. To get into all-wheel-drive, the GS starts at $29,995.

This is on top of the GX’s standard 17-inch alloys, rain-sensing wipers, telescopic steering wheel, traction and stability control, brake assist and Multi Information Display (MID).

First impressions of the CX-7 GX are favourable. The interior is stylish and well screwed together featuring soft-touch plastics and nicely padded arm rests on the doors (one can’t overstate the importance of the tactile experience), a multi-function steering wheel and some tasteful dark-chrome accents.

It’s a handsome and airy cabin with excellent forward vision, coming across as a couple of steps up in quality from most rivals. It looked especially rich with this tester’s tan leather.

There is a plethora of buttons on the centre console, but they are logically arranged and well marked, so learning your way around doesn’t take much time. The upper dash houses the LCD Multi Information Display that offers trip computer functions and maintenance info.

Demerits include deeply recessed major gauges that are hard to read in bright sunlight, single-setting seat heaters that are too toasty, and the MID which oddly has a crisp white readout on the left side, and contrasting red and dated digits on the right. Nothing serious, but a transgression that would have a designer unceremoniously booted out of the back door at Audi.

This DOHC 2.5-litre four that generates 161 hp and 161 lb.-ft. of torque at 3,500 rpm also does duty in a number of other vehicles, including the Mazda6, Mazda3, Mazda5 and Ford Escape. Mated to a smooth five-speed manumatic (no manual transmission is offered), it provides sufficient urge and doesn’t get thrashy when pushed like many large displacement fours – thanks in part to its integrated balance shafts and the six rubber isolators that support the powertrain.

On the highway, the GX settles into a relaxed and stable cruise, showing 2,000 rpm at 100 km/h. It was remarkably free of wind and road noise.

Structurally, it is very solid yet feels light on its feet. And yes, at 1,588 kg, it’s a relative lightweight. The ride leans towards the firm side, but this pays off in sporty handling.Over twisty blacktop this entry-level CX-7 shows the typical attributes of a Mazda: fine steering feel, good body control and a general dynamic cohesiveness that suggests the development engineers do enjoy driving.

Back seat room is typical for this class, but cargo area falls behind the Toyota RAV4, Honda CR-V and Hyundai Santa Fe, offering 848 litres behind the rear seats (Toyota and Honda are just over 1,000 litres, the Santa Fe at 968) and 1,658 litres with the back seats folded. This is about 400 litres shy of that trio, and in line with the Nissan Rogue.

Official fuel consumption figures are 10.4 L/100 km city and 7.2 L/100 km highway on regular fuel. I came in at around 9.5 L/100 km.

The CX-7 may be into its fifth year, but it still looks crisp and modern and delivers a satisfying driving experience. The fact that this entry level GX has come down $1,500 in price for 2011 is good news – except for those who purchased one last year.

Pricing: 2011 Mazda CX-7 GX

Base price: $26,495

Options: $2,995 (Luxury Package of power moonroof, leather upholstery and door trims, leather-wrapped steering wheel and shift knob, heated seats (eight-way power driver’s with manual lumbar support and four-way power passenger), Bluetooth and automatic climate control)

A/C tax: $100

Freight: $1,595

Price as tested: $31,185

Specifications

Buyer’s Guide: 2011 Mazda CX-7

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

If the idea of a $70,000 Hyundai sounds too odd for words, just remember: there was a time when a high-end Toyota sounded pretty strange as well, until people got used to the idea of Lexus.

2011 Hyundai Equus

That’s pretty much the type of success Hyundai is anticipating with the Equus, its high-end luxury model that’s new here for 2011. The company only expects to sell about 100 of them this year (skater Brian Orser has purchased one), but it could be the beginning of an entirely new direction for a company that’s moved almost all of its models to new heights of refinement in the last little while. In addition to top-line features, the new sedan also comes with an equally new “owner experience” that includes Equus-specific service, a dedicated line to the company’s head office, and even an iPad that holds the owner’s manual. It’s all part of the company’s plan to target such marques as BMW, Lexus and Mercedes-Benz, but at a considerably lower price.

My tester was the five-passenger Equus Signature at $62,999. There’s only one step up, the Equus Ultimate, which seats four and rings in at $69,999. My “base” model, if that term applies, includes such items as heated and cooled seats, driver’s side massage, real wood accents including the heated steering wheel, heated rear seats, climate control with automatic defogging, air suspension, navigation system, power sunshades, rain-sensing wipers, adaptive xenon headlamps, lane departure warning system, adaptive cruise control, power-folding auto-dimming mirrors, and a very impressive stereo system by Lexicon, whose only other automotive client is Rolls-Royce.The Equus – the name is Latin for “horse” – is based on a lengthened platform from the Genesis sedan. It uses that model’s 4.6-litre V8, tuned for the Equus’ heavier weight, producing 385 horsepower and 333 lb-ft of torque and mated to a six-speed automatic transmission. Those figures are rated with premium fuel, but the Equus can run comfortably on regular-grade fuel with a power drop to 378 horsepower and 324 lb.-ft. of torque. For next year, the Genesis and Equus will trade in the 4.6-litre for a 5.0-litre V8.

The Ultimate moves even closer to its high-end rivals by adding a wide-view front camera, power-operated trunk, rear vanity mirrors, power-operated rear head restraints and cooled storage box. Rear-seat passengers enjoy heated and ventilated seats, eight-inch monitor, power lumbar, and for the right-hand passenger, a seat that folds out like a La-Z-Boy lounger and includes a shiatsu massage function. Only one passenger can enjoy the laid-back position because the right front seat has to be slid forward almost to the dash for the rear seat to unfold.

Some 27 dealers are carrying the Equus, in British Columbia, Alberta, Ontario and Quebec. If it needs service, someone comes to your house to pick it up and then deliver it later, giving you a Genesis as a loaner vehicle in the meantime. If you’re serious about buying one but don’t have the time to come by the store, Hyundai will even bring one to you to test-drive.

It’s a handsome car which, in Hyundai fashion, bears some resemblance to other models. Depending on the angle, I could see strong hints of Lexus and Buick in its styling, and one friend thought it might even be a Maybach by its grille. Only the stylized “H” logo on the trunk lid gives any hint of its parent company; nowhere is Hyundai’s name written on the vehicle. It’s also quite a nice unit inside, with good-quality materials and just enough wood trim woven into the clean design. It’s especially beautiful at night, with well-appointed theatre lighting and full white backlighting on all controls. Even the door-mounted buttons for the seat adjustment are surrounded with a thin white illuminated line.

The 4.6-litre V8, known as “Tau” in Hyundai-speak, deserves the spot it earned on the Ward’s 10 Best Engines list. It’s deliciously smooth and powerful, although it’s so quiet that it can be unnerving to look down at the speedometer and see how far over the limit you’ve unwittingly strayed. Gentle, gradual pressure produces linear results, but if you hit the throttle hard, you’ll feel a slight, momentary resistance to the pedal. According to Hyundai, that’s because the car – lifted pretty much straight from Korea with only a few changes for our market – is primarily meant as a chauffeured vehicle in that country, and it reminds the driver not to jostle the passengers. The transmission shifts smoothly and pretty much unnoticeably, but while there’s a manual mode on the shifter, there are no paddles on the steering wheel. The official fuel ratings are 13.4 L/100 km (21 mpg Imp) in the city and 8.2 (34) on the highway. In combined driving, I averaged 12.5 (23).

While the car doesn’t feel as heavy as it is, the softly-sprung suspension can be a bit wallowy, and the undercarriage can be noisy on broken pavement. There’s a “Sport” button, which is where I kept it most of the time: it tightens up the undercarriage to where I’d expect it to ride normally. You definitely won’t mistake it for an Audi A8. It’s rear-wheel drive only; all-wheel is not available. The air suspension can be raised via a button, but it automatically returns to normal height over 70 km/h. The steering is accurate but, similarly to a large Lexus, there’s very little feel or feedback to it. The car is extremely relaxing to drive, but there’s no emotion. You turn the wheel, the car quietly obeys, the seat massages your back, and all is good and right with the world. It’s the automotive version of Prozac.

The controls are a combination of a central screen operated by a joystick, and several buttons for commonly-used items. The designers have put it all together the way these things should be properly done. Functions you don’t use as often, such as vehicle settings and navigation systems, are accessed through the screen. Buttons are used for such tasks as climate control, seat temperature and window defogging, which shouldn’t require you to page through computer screens while you’re driving. A separate set of controls in the rear seat pull-down armrest allows passengers back there to handle several functions as well, including the stereo, sunshades, climate and their heated seats.

Every so often you come across something that reminds you of its more humble beginnings, though. The base model doesn’t come with a power-operated trunk, and the lid doesn’t spring up when you press the key fob, which makes it tougher when your hands are filled with groceries. Some of the hardware feels a bit fragile, too, including a hinge on the centre console box that developed a clicking sound when it was opened.

On the other hand, it doesn’t have the cachet of those nameplates, which means a great deal at this level. Volkswagen found that out with its top-end Phaeton, and Hyundai is, after all, the company that recently advertised its Accent as the cheapest car in Canada.Where this Equus will end up in the market remains to be seen. On one hand, the fully-loaded version is $70,000 against the starting prices of such targets as the Lexus LS460 at $83,100; Jaguar XJ at $88,000; Audi A8 at $99,200; Mercedes-Benz S-Class at $107,800; and BMW 7 Series at $110,300.

My unproven theory is that the big story behind the 2011 Equus isn’t the vehicle itself, but its role in the company’s future. According to a Hyundai rep, the automaker didn’t spin off a separate higher-end brand, as Toyota did with Lexus, due to the high cost and length of time it takes to establish a new company. Each of the 27 dealers selected to carry the Equus had to invest a substantial amount of money and time into it. With only about 100 cars expected to sell across all of Canada for the year, it really doesn’t seem like a smart investment if this model is all there is. Instead, my speculation is that Equus will grow from a single car into the company’s high-end brand, gradually branching out rather than starting from scratch.

On the whole, standing in the showroom right now, I’d spend $49,999 for the satisfying Genesis 4.6 Sedan and keep the extra $20,000 in my pocket. The Equus is pleasant to drive, but still has some edges that need to be smoothed out. Some tweaks to its handling and suspension are needed to move it closer to the top of its game.

But that’s right now, and I fully expect that at some time in the future, Hyundai’s high-end models – whether they’re known as Equus, as I suspect, or something else – will one day be named as full competitors to the top-end brands the company has in its sights right now. I’ve seen this company go from the Pony to this. I think there’s still room to go from here.

Pricing: 2011 Hyundai Equus Signature

Base price: $62,999

Options: None

A/C tax: $100

Freight: $1,760

Price as tested: $64,859

Specifications

Buyer’s Guide: 2011 Hyundai Equus

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS).

The last thing an auto manufacturer wants is for potential buyers – that is, anyone with a driver’s licence and a bank account – to be unaware of its products. While most driving Canadians know about Mitsubishi, many are not familiar with the Endeavor SUV.

2004 Mitsubishi Endeavor

A brand-new model for 2004, the Endeavor certainly started on decent footing, riding atop the same platform as the Galant mid-size sedan, which was redesigned the same year.

Price-wise, the Endeavor slotted in between the compact Outlander and the similarly-sized, truck-based Montero. The Endeavor was attractive, if generic, even when it was new, its looks inspiring about as much excitement as a discussion of the merits of soft versus firm tofu.

The Endeavor borrowed its 3.8-litre V6 from the Galant and Montero (though the Montero employed it in a rear-drive layout, where the Galant and Endeavor are front-drive based vehicles); in the Endeavor, it produced 215 horsepower and 250 lb-ft of torque. Basic Endeavors were front-drive, with all-wheel drive being an option.

Find a used Mitsubishi Endeavor on AutoTrader.ca

Despite the Endeavor’s rather modest power output – at least by current standards – Mitsubishi recommends using premium fuel; regular can be used, but with reduced peak performance. There’s a fairly lengthy discussion on this topic in the Endeavor forum at Mitsubishi-Forums.com.Between 2004 and 2007, the Endeavor’s fuel consumption numbers strayed little from the 2004 ratings of 13.7 L/100 km (city) and 9.4 L/100 km (highway) for a front-drive model. Choosing all-wheel drive didn’t affect city consumption significantly, which increased to about 14 L/100 km, but highway consumption increased to 10.1 L/100 km.

Reliability seems to be good: Consumer Reports notes few serious trouble spots. Several owners posting at Mitsubishi-Forums.com say the check engine light in their trucks comes on regularly; apparently, a software update for the engine control unit will fix the issue, but in some cases, the light appears to have been triggered by a bad oxygen sensor.

Propellor/drive shaft bearings seem prone to failure in early (mostly 2004 model year) Endeavors. It seems Mitsubishi has covered this under warranty in most cases; this is unrelated to a recall concerning the Endeavor’s propeller shaft. These early trucks also had noisy differentials caused by an improperly manufactured gear.

Some owners complain about water leaking into the interior thanks to a blocked air conditioning drain that allows water to build up in the HVAC assembly behind the dash. While the fix is technically simple, it’s a pain in the butt, say those posting at Mitsubishi-Forums.com. Consumer Reports notes that bad blower motors are common, and that blocked drain could be the reason, as the pooled water can short the motor out.

The Endeavor looks like a textbook case for why it’s not always wise to buy a new car in its first year of production. While the above examples might paint the Endeavor as a minor nightmare to own, it appears that the more serious issues were addressed for 2005 and subsequent model years, making these newer versions solid vehicles in the reliability department, at least where the big stuff – engine, transmission and all-wheel drive system – are concerned.

For access to detailed technical information, check out this page. It offers “any and all service information related to Mitsubishi vehicles,” but is not free: 24 hours’ access costs $20 (presumably U.S. currency) and an annual membership runs $1,500(!).

According to Canadian Black Book, used Endeavor values run from $7,700 for a 2004 LS FWD model to $27,175 for a 2010 SE AWD. A 2006 Endeavor, which should be free of the teething problems that affected 2004 and (possibly) some 2005 models, is worth $12,850 LS FWD trim, or $15,275 with AWD. Despite the Endeavor’s virtual no-name status in the SUV field, it has held its value pretty well, coming in cheaper than mainstays like the Honda Pilot and Toyota Highlander, but not by that much. Credit Mitsu’s decent reputation for durability for that.

From the Insurance Institute for Highway Safety (IIHS), Endeavors with side airbags earned a “good” rating in both frontal offset (2004-2008) and side impact tests (2007-2008). In 2004, it earned five stars all around from the National Highway Traffic Safety Administration (NHTSA) save for front passenger protection in frontal impacts, where the rating was four stars. Side airbags were standard only in higher trims in 2004, but were made standard in 2005. Side curtain airbags became standard kit in 2007.

The Endeavor’s decidedly un-special stats – a four-speed auto, 215 horsepower and no seven-seat option – mean this truck is likely often overlooked. Its strong reliability makes for an underrated truck that should prove a smart choice for a used mid-size crossover.

Pricing

Black Book Pricing (avg. retail) May, 2011:

Online resources

The most useful Endeavor resource I came across was at Mitsubishi-Forums.com. The similarly-named MitsubishiForums.com offers an Endeavor section too but it’s not as busy. Both are worth a look, however.

Recalls

Transport Canada Recall Number: 2005047; Units affected: 1,376

2004-2005: On certain vehicles, the parking brake pedal cable lock nut may not have been tightened to the proper torque specification during assembly. The lock nut may loosen and come off, which will reduce the effectiveness of the parking brake. This condition could allow the vehicle to roll if the automatic transmission is not placed into the PARK position. Correction: Dealers will tighten the lock nut.

Transport Canada Recall Number: 2004254; Units affected: 878

2004: On certain vehicles, the retaining bolts that attach the propeller shaft to the center bearing flange and/or the rear differential flange may be missing, not sufficiently tightened or over tightened. If the retaining bolts were to fall out, the drive to the rear wheels may be interrupted. In the worst case, the drive shaft may fall down, increasing the potential for a vehicle crash. Correction: Dealers will install new retaining bolts.

Transport Canada Recall Number: 2004253; Units affected: 3

2004: On certain vehicles, the rear foot of the driver’s side seat bracket may develop a crack, resulting in reduced strength of the seat anchorage. In the event of a crash, the seat could become detached, increasing the risk of occupant injury. Correction: Dealers will inspect the driver’s seat bracket to determine whether it requires replacement.

Transport Canada Recall Number: 2006056; Units affected: 122

2005: On certain vehicles, the metal used to manufacture the front disc brake caliper may be brittle due to improper metallurgy. This could lead to breakage of the brake caliper and subsequent unexpected partial loss of braking force. Unexpected partial loss of braking force could result in a vehicle crash. Correction: Dealers will inspect and, if required, replace the front brake calipers.

Transport Canada Recall Number: 2005268; Units affected: 122

2005: On certain vehicles, the brake master cylinder was improperly assembled which can result in reduced braking pressure and increase brake pedal stroke. Should this condition occur, the braking distance required to stop the vehicle will increase and may lead to a vehicle crash. Correction: Dealers will replace the brake master cylinder.

Transport Canada Recall Number: 2008017; Units affected: 468

2007: On certain vehicles, the passenger-side outboard seatbelt anchor may separate during a vehicle crash. As a result, the seat occupant may not be properly restrained, increasing the risk of personal injury or death. Correction: Dealers will replace the right front seatbelt assembly.

Transport Canada Recall Number: 2008100; Units affected: 4,353

2004-2008: On certain vehicles, the ignition key interlock cable may allow the interlocking cam to fall forward and allow the ignition key to be removed from the ignition when the gearshift mechanism is not in the PARK position. If the driver does not shift to PARK before removing the key, and fails to engage the parking brake, the vehicle could roll and a crash could occur. This could result in property damage, personal injury or death. Correction: Dealers will affect repairs.

Transport Canada Recall Number: 2008374; Units affected: 2,366 (includes other models)

2005-2007: On certain vehicles, the bracket that is the anchor point for the left rear fuel tank mounting strap may have been improperly formed during the manufacturing process. This may have caused the metal to spilt in the area where the bolt holds the fuel strap to the underside of the vehicle. In the event the tank is full of fuel and the vehicle is involved in a serious collision the bracket could break and the tank could drop down. This situation could result in a fuel leak and the possibility of a fire. Correction: Dealers will inspect and if necessary install a reinforcement cap to the fuel tank bracket.

Transport Canada Recall Number: 2010362; Units affected: 797

2006-2008: On certain vehicles, the software programming in the Heating, Ventilation, Air Conditioning (HVAC) controller may allow a combination of numerous data inputs to temporarily overload the calculation capacity of the controller, resulting in incorrect signals to be transmitted to the heater case mode door. This may cause the mode door to move to unselected positions during heater operation until the controller recovers and returns to proper operation. Over time, this excessive movement may damage the mode door shaft. These conditions could affect defroster performance, resulting in delayed clearing of the windshield, which could compromise safe vehicle operation and increase the risk of a crash. Correction: Dealers will replace the HVAC controller assembly, inspect the mode-door shaft for possible damage, and repair the mode-door shaft if necessary.

Transport Canada Recall Number: 2011012; Units affected: 4,969

2004-2010: Certain vehicles, operated in areas where road salts are frequently used in winter, may be exposed to road debris (mud) mixed with road salt. This material can become trapped between a reinforcing bracket and the fuel filler pipe, potentially causing corrosion. Over time, corrosion could create a leak in the fuel filler pipe that could result in fuel leakage when fueling the vehicle. Fuel leakage, in the presence of an ignition source, could result in a fire causing property damage and/or personal injury. Correction: Dealers will replace the fuel filler pipe of vehicles equipped with the first-generation version. Vehicles assembled with the second-generation filler pipe will be inspected and, if severe corrosion on the fuel filler pipe is observed, the pipe will be replaced with a third-generation version. For vehicles where corrosion of the fuel filler pipe is not observed, an anti-corrosion wax-like material will be applied to the filler pipe, and the inner wheel well shield will be replaced with an updated part that provides improved protection against mud intrusion and accumulation. ** Note: This recall supersedes recall 2010050.**

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

Used vehicle prices vary depending on factors such as general condition, odometer reading, usage history and options fitted. Always have a used vehicle checked by an experienced auto technician before you buy.

For information on recalls, see Transport Canada’s web-site, www.tc.gc.ca, or the U.S. National Highway Transportation Administration (NHTSA)web-site, www.nhtsa.dot.gov.

For information on vehicle service bulletins issued by the manufacturer, visit www.nhtsa.dot.gov.

For information on consumer complaints about specific models, see www.lemonaidcars.com.

If you’re not concerned about the recent rise in fuel prices, you must have money to burn.

2011 Toyota Highlander Hybrid

I filled up yesterday (first week of May in Ottawa) at $1.34/litre for regular fuel. Our weekly fuel bill for two vehicles has gone from about $85.00 at this time last year to $125.00. It is money that I would prefer not to burn.

Needless to say, I’m a little cautious these days with my right foot. With two perfectly good vehicles, we’re not about to trade in for better fuel efficiency. So we practice more fuel efficient driving (see Paul Williams’ article, Tips on driving “fuel-efficiently” to get the most from a tank of fuel.

But if you are looking for a new vehicle, you have two choices, really – buy smaller, or buy more efficient. The former will always be the better, lowest cost choice, but not everyone has that choice. Families with three or more children may find that a compact car or SUV has just too many compromises to be viable.

Safety features are the same across the board, with Toyota’s Start Safety System – stability control, traction control, anti-lock brakes, electronic brake-force distribution, brake assist, smart stop technology, dual stage driver and passenger front airbags, front seat side mounted airbags, driver knee airbag, roll-sensing front and rear head and side curtain airbags and driver knee airbag are all standard, as are active headrests with whiplash protection, three point lap and shoulder seat belts in all seating positions, child seat anchors and child protector rear door locks.With its seven passenger seating capability, roomy rear seat and flexible storage, the Toyota Highlander has the right combination of size and seating for the larger family; and with three powertrain options and a variety of equipment levels, it is available in a price to suit most budgets – from $31,500 for the front-wheel drive, four-cylinder Highlander to the $51,650 four-wheel drive, six-cylinder, gas/electric hybrid Highlander Hybrid Limited.

Hybrid models – such as our test vehicle – also get Vehicle Dynamics Integrated Management (VDIM), a feature normally found only in more expensive Lexus models. VDIM provides more precise control of the electric power steering, stability control, ABS, brake assist, electronic brake-force distribution and engine torque to manage vehicle stability.

Drivetrain options include the entry-level 2.7-litre, four-cylinder, producing 187 hp and 186 lb.-ft. of torque. Towing capacity is rated at 1,587 kg (3,500 lbs). It is available with front-wheel drive and basic equipment levels only. But with a combined city/highway Energuide fuel consumption rating of 9.0 L/100 km, it is a viable option for the fuel consumption conscious owner.Depending on your need for luxury, you can get a Highlander equipped with cloth or leather seating, manual or automatic climate control, manual or power operated front seats, and metallic look or wood grain trim. Items such as cruise control, power windows and door locks, keyless entry, fog lamps, variable intermittent wipers with windshield wiper de-icer, heated side mirrors, roof rails, automatic headlights and alloy wheels are all standard. Spend the money and you can order such features as steering wheel mounted audio and climate controls, power rear hatch, power sun roof, back-up camera, navigation system, premium audio system, Bluetooth connectivity and larger alloy wheels.

V6 models are combined with four-wheel drive and can be equipped from basic to opulent. The 3.5-litre V6 engine produces 270 hp and 248 lb.-ft of torque and has an Energuide rating of 10.9 L/100 km for combined city/highway driving.

Our test vehicle, the 2011 Toyota Highlander Hybrid 4WD-i falls right in the middle of the Highlander price range at $42,850 and is equipped with the third drive-train option, the gasoline/electric Toyota Hybrid Synergy Drive.

The Highlander Hybrid combines a gasoline engine with a high-speed electric motor. The front wheels are driven by the gasoline engine and an electric motor. Power from the gasoline engine and electric-drive motor is distributed to the drive wheels via an electronically controlled continuously variable transmission. There is also an engine-driven generator and a rear electric motor that can charge the battery pack, which in turn provides power to the electric motors as needed. The generator motor also acts as a starter motor for the gasoline engine. The Highlander Hybrid does not need to be plugged in. Electricity is generated by the gasoline engine and stored in a battery pack located under the rear seat.

For 2011, the Highlander Hybrid receives a new, more powerful, 3.5-litre gasoline engine. Net system horsepower – the power of both the gasoline engine and electric motor combined – is 280, up 10 hp from 2010. Torque drops slightly, 2 lb.-ft., to 210 lb.-ft. A new exhaust gas recirculation system improves efficiency, while a cooled exhaust heat recovery system improves cold-weather performance.

Energuide rates the Highlander Hybrid at 6.6 L/100 km in the city and 7.3 L/100 km on the highway – the hybrid achieves its best fuel consumption in the stop and go of city driving – and a combined rating of 6.9 L/100 km. However, during a week of driving, the best I could achieve was 9.4 L/100 km. Canadian government fuel consumption testing generally underestimates fuel consumption and the methods employed give more optimistic estimates for hybrids than other vehicles.While the V6 gasoline powered Highlander has a full-time four-wheel drive system in which the gasoline engine drives both the front and rear wheels and divides torque between the front and rear axles depending on driving conditions, the gasoline engine and an electric motor in the Hybrid drive only the front wheels. If front-wheel slip is detected, a dedicated rear electric motor provides power to the rear wheels for additional traction.

One shouldn’t compare one vehicle’s real world result to another vehicle’s Energuide estimate – Energuide will always win. But it should be noted that the fuel consumption with this Highlander Hybrid was as good or better than I recorded with any of the compact, four-cylinder SUVs I’ve tested in the past year.

This is a seven-passenger SUV, weighing in at 2,105 kg (4,641 lbs.). It has the power of a large V6, but uses fuel like a four-cylinder. It brightens your day when you pull up the gas pump for a weekly fill-up.

And it does have power. While the accelerator is set up for a leisurely step in, a fuel saver in normal traffic, pressing down hard brings the 3.5-litre and electric motor to action, making passing and merging a breeze.

At slower speeds, the Highlander Hybrid is perfectly quiet and the transition from electric power to hybrid power and back again is nearly transparent. While older hybrids would not switch to electric-only power above speeds of about 30 km/h, the 2011 Highlander Hybrid will switch at speeds as high as 70 km/h and if decelerating will shut the engine off at speeds over 80 km/h.

As well, older hybrid models were noted for having “sticky” brakes. Brakes on hybrids are used to regenerate electricity and tended to grip hard, particularly near a full stop. The brakes on the 2011 Highlander Hybrid felt no different than in any other non-hybrid vehicle.

For 2011, the Toyota Highlander and Highlander Hybrid received a mid-term facelift and improved standard and optional equipment. Changes include a standard 50/50 split third row bench seat in all models, rear-heating and ventilation controls, and Bluetooth connectivity and XM satellite radio on all but the base 2.7-litre model.

Standard features on our base hybrid model include a power eight-way adjustable driver’s seat, premium cloth seats, tilt and telescopic steering wheel, manual air conditioning and heating, six-speaker AM/FM/MP3/WMA stereo with compact disc, auxiliary input and USB input, keyless entry, power door locks and windows with driver side auto up and down, cruise control and electrochromic rear view mirror with digital compass.On the outside, the Highlander receives new front fascia, grille, hood, fenders, headlights, rear bumper, rear combination tail lamps, rear spoiler and new aluminum alloy wheels. The Highlander Hybrid can be differentiated by its specific grille and front bumper treatment, and hybrid emblems.

Standard Optitron gauges include a kilowatt power meter next to the speedometer and a 3.5-inch display in the centre console which doubles as a trip meter/system operation display and rear-view camera display.

A comfort package can be ordered at additional cost which adds leather, heated front seats, power rear hatch and flip up rear hatch glass and smart key. Further, the Highlander Hybrid Limited adds 10-way adjustable driver’s seat, four-way power passenger seat, tri-zone automatic climate control, wood grain trim, steering wheel-mounted audio and HVAC controls, nine-speaker JBL audio system and navigation system.

Not everyone wants a leather interior and I would be quite happy with the cloth upholstery found in our base hybrid tester. However, I found it odd that a vehicle costing over $42,000 came with manual heating and air conditioning controls when most competitors in this price range are equipped with automatic climate control.

Many will argue that you can buy a lot of gas for the difference in price between the similarly equipped V6 4WD Highlander ($35,750) and the Highlander Hybrid ($42,850). But in Canada, there are no other mid-size hybrid SUVs that can be purchased as cheaply as the Toyota Highlander Hybrid. While some people may feel that improved fuel economy is hardly worth the additional cost, there are many who feel that the Highlander Hybrid offers them an opportunity to reduce their carbon footprint while still meeting their needs for passenger and cargo carrying capacity.

Pricing: 2011 Toyota Highlander Hybrid

Base price: $42,850

Options: None

A/C tax: $100

Freight: $1,560

Price as tested: $44,510

Specifications

Buyer’s Guide: 2011 Toyota Highlander

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

Despite soaring fuel prices, North America’s growing distaste for foreign oil dependency and the general greening of our collective consciousness, pickup trucks are doing quite nicely, thank you. In fact, sales are through the roof.

2011 Ford F-150

(David Suzuki, if you’re reading this, best go take a walk).

Last year, the segment was up 20 per cent (while compact cars sales actually fell) and year to date, the Ford F-150 pickup has posted a record for the number of vehicles sold (including cars) in Canada for the period. Ever.

In case you think this is some kind of aberration, the F-150 has been the top selling vehicle in Canada for 45 years.

(Okay David, you can come back now.)

For 2011, Ford has broomed the F-150’s engine bay, ditching the two 4.6-litre V8’s and the 5.4-litre V8 to make room for a quartet of brand new powerplants that reduce fuel consumption across the line-up by 20 per cent. Additionally, all 2011 F-150s get a new six-speed auto with Tow/Haul mode. According to Ford engineers, this twelfth generation F-150 is now “complete”, as the 2009 redesign was waiting for these engines.But here’s some encouraging news. According to Ford, fuel economy is now on the pickup buyer’s radar, leaping to about number 10 on the list of important criteria. Ten doesn’t sound like much, but in years past fuel economy rated somewhere between pastel running boards and lipstick holders.

The entry-level engine is a 3.7-litre V6 that puts out a class-leading 302 hp, 278 lb.-ft. of torque and gets best-in-class fuel economy – 12.8 L/100 km city and 8.9 city. You can get into a regular cab, rear drive F-150 with this engine for $19,999.

Next up is the DOHC “Coyote” 5.0-litre V8, borrowed from the Mustang but modified to make more low-end torque (380 lb.-ft.) with less top-end power (360 hp). This is a thoroughly modern engine with independent variable camshaft timing. The compression ratio has been reduced to allow the use of regular fuel, of which it consumes 13.9 L/100 km in the city and 9.7 on the highway.The smallest engine option has historically accounted for an equally small part of the F-150 pie, but Ford is cautiously optimistic that this may change. This is an eager and snarly six-pot, and the fact that it is tow rated for 6,100 lbs may be all the engine a chunk of pickup buyers need.

This 5.0 is a strong and great sounding engine and will likely be the volume seller. Tow rated at 10,000 lbs., it costs $1,000 over the 3.7-litre V6.

For those who need the biggest and baddest V8, Ford has shoehorned the iron-block pushrod 6.2-litre V8 from the Super Duty line into the F-150 for 2011. With 411 hp and 434 lb.-ft. of torque, I didn’t hear any of the Ford brass bragging about this lump’s fuel economy, which sits at 16.9 L/100 city and 11.4 highway. This is more of a specialty item, which can be optioned on most F-150s and comes standard with the Harley Davidson model and the SVT Raptor.

I drove a Platinum edition with this engine (about $67,000 worth), and yes, it convincingly hauls some serious butt.

While this engine has the same name, displacement and architecture as the V6 EcoBoost in the Ford Taurus SHO, Ford Flex and Lincoln MKT, not one part is shared. From the aluminum block to the turbos, this is a different animal.The big news underhood is the available 3.5-litre V6 EcoBoost, which is a game changer in the pickup world. For a $1,000 premium over the 5.0-litre V8, this twin-turbo, direct-injection, DOHC engine (technologies as foreign to traditional pickups as bicycles are to fish) is available across 90 per cent of the line-up. Fuel economy is impressive (12.9 city, 9.0 hwy), but Ford is also pitching this as the workhorse of the bunch.

Convincing die-hard truckies that a high-tech turbo V6 will out-do a V8 while also proving reliable will be Ford’s biggest challenge. By the numbers, at least, it’s really not such a tough sell.

The blown V6 makes 365 hp and 465 lb.-ft. of torque way down in the rev range, and it shares the highest tow and payload rating (11,300 lbs and 3,060 lbs respectively) with the 6.2-litre V8.

At a recent Ford event, we towed 6,500 lb trailers in an F-150 EcoBoost, a Dodge Ram 5.7-litre Hemi (390 hp, 407 lb.-ft.) and a Chevy Silverado 5.3-litre V8 (315 hp, 335 lb.-ft.). The Chevy got the job done but felt the weakest. The Dodge’s Hemi was strong and sounded fabulous but like the Chevy, it had to see about 4,000 r.p.m. before the real power came on. The EcoBoost drove more like a turbo-diesel engine, providing lots of low-end grunt with little apparent effort.

Driving the EcoBoost unladen over some country roads proved it to be a swift and very quiet pickup, although the observed 13.4 L/100 km was considerably off the claimed economy- best to use these figures only for comparison.

There was also a short drag strip set up, where the EcoBoost consistently beat all comers, even edging the F-150 Platinum with the honkin’ 411-hp 6.2-litre V8.

The only area where the EcoBoost falls short is in character. While the V8’s were howling out their lusty Detroit song, this turbo-techie went about its business with a bland exhaust note and bit of turbo whistle. Interestingly, without the V8 soundtrack the EcoBoost never felt as fast as the others.

The EcoBoost certainly makes the most sense on paper, however, delivering the most torque, maximum tow rating and fuel economy that is only one point off the entry-level V6. Ford claims buyers will recoup their $1,000 premium over the 5.0-litre V8 after three years of fuel savings. Will this be enough to pry pickup buyers away from their cherished V8s?

When I first tested the new-for-2011 Buick Regal last year, I was impressed by the car’s chassis, but was left wanting more from the base powertrain, a 2.4-litre engine and slow-witted six-speed transmission I found ill-fitted for a vehicle billed as a sport sedan.

2011 Buick Regal Turbo

The Regal’s “other” engine, added to the option list last fall, is a 2.0-litre, turbocharged four-cylinder. It makes 220 horsepower and 258 lb.-ft. of torque to the 2.4-litre’s 182 hp and 172 lb.-ft., a relatively small boost in power that makes a world of difference in this car.

To be clear, the Regal’s base engine is not a bad motor. It’s a smooth-running mill whose only fault is that it’s a better fit in a family car than in one GM insists on calling a European-bred sport sedan. The Turbo model, with its uprated motor, fixes most of the problems I had with the lesser model.

The transmission, the same six-speed automatic used in the base car, gets along better with the turbocharged engine. It’s more responsive here, downshifting promptly when acceleration is called for, and generally behaving more decisively than it did in the 2.4-litre car I drove last year. The manual shift mode is pretty good, too, obeying the driver’s commands in a timely fashion.Starting with the most obvious improvement, the turbocharged motor is a snappy piece with great throttle response, and its generous torque, all of which is available from 2,000 rpm, makes for great off-the-line performance. The motor is smooth, too, and in the absence of the throaty exhaust note that the Regal’s six-cylinder competitors offer, is still no hardship to hear in hard running.

The automatic is the standard transmission choice in both cars, but a six-speed manual is available for the Turbo model.

With the 2.0-litre motor, the Regal’s Natural Resources Canada fuel consumption estimates are 11.5/7.0 L/100 km (city/highway); my tester averaged 12.5 L/100 km in the city and 8.9 in about 1,000 km of driving from Ottawa to Toronto and back. That result was disappointing, but I suspect strong winds on both travel days contributed to that surprisingly high number. Last year’s 2.4-litre tester averaged 10.4 L/100 km in a 50/50 split of city and highway driving.

The basic Regal boasts great handling, but the Turbo ups that ante with the addition of the optional Interactive Drive Control system. Choosing Touring mode ramps up the suspension’s roll control for flatter, more balanced cornering, and a Sport setting firms up the ride significantly, reduces power assist to the steering and sharpens the engine and transmission’s responses to the gas pedal.

Sport mode also has the effect of improving the car’s already impressive steering feel, allowing more feedback from the front tires through to the steering wheel rim. My only problem with this adjustable suspension is that it’s not a stand-alone option across the Regal Turbo line; you have to spend nearly $40,000 to get it, a bit of a reach from the car’s $35,000 base price.

Comfortable seats and the Regal’s great high-speed composure make the car a great long-distance cruiser. The Turbo model’s interior is cut-and-pasted from its lesser cousin, so it boasts the same good stuff and suffers from the same sore points. The latter include a tight rear seat whose space is closer to that of a compact sedan than the mid-sizers it’s priced against, and a rear door frame that’s easy to whack your head on as you get in and out. Another interior nitpick is an automatic climate control system that blows cold air before the engine warms up. The dashboard layout is logical, but a little more brightwork would lighten the mood, and all the panel cutlines at the bottom of the centre stack make it look cluttered.

The trunk is large, easily accommodating a medium suitcase, an acoustic guitar case, three laptops and a few other sundry items. The rear seatbacks fold almost flat revealing a generous opening between the trunk and passenger cabin. A nice touch are the rear seatbelt keepers that prevent the belt from getting caught behind the seatback when returned to its upright position.

For $34,990, the Regal Turbo’s standard features include heated front seats, 12-way power passenger seat with lumbar adjustment, rear-seat power outlet, leather and a rear park-assist system. My tester had the 1SN option group, which adds a power sunroof, rear seat airbags, nine-speaker stereo, Xenon headlights, 19-inch wheels and the Interactive Drive Control system, which bumped the cost to $39,445; adding navigation would have added another $3,230. The six-speed manual transmission, for drivers so inclined, is a no-cost option.

Buick says it’s trying to skew its demographic to include younger drivers, and in base form, the Regal’s chassis is a big step toward that goal. The Turbo model is a massive leap, however, making good on what was wrong with the base car, and improving what was already right.

Pricing: 2011 Buick Regal Turbo

Base price: $34,990

Options: $4,455 (1SN Package of sunroof, rear seat airbags, nine-speaker stereo, HID headlamps, Interactive Drive Control and 19-inch wheels)

A/C tax: $100

Freight: $1,450

Price as tested: $40,995

Specifications

Buyer’s Guide: 2011 Buick Regal

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

If you’re looking for a sensible family vehicle, the 2011 Land Rover LR4 will not be, as the Brits say, your cup of tea. However, for those open to owning a piece of British automotive royalty that is just as happy mall-crawling as it is rock-crawling, this tall boy from the UK makes for an intriguing proposition.

2011 Land Rover LR4

Sybaritic pleasure and extreme off-roading capability make strange bedfellows, but that’s what Land Rover is all about. As you may know, this model Landie, which sits below the Range Rover and Range Rover Sport in the marque’s hierarchy, experienced a significant metamorphosis for model year 2010, enough that its moniker gained a digit – the LR3 became the LR4.

First, they addressed the LR3’s tippy on-road demeanour, mitigated with the addition of enlarged anti-roll bars, stiffened dampers and a new steering rack. Visually, new headlight clusters, LED taillights and some exterior cosmetic tweaks gave it more upscale distinction. The LR3 to LR4 transformation also included a completely redone interior, bringing it more in line with big brother Range Rover.

The other major improvement was found under the hood. An all-new Jaguar-sourced direct-injection 5.0-litre V8 kicked the horse count up by 75 to 375 hp, along with 375 lb.-ft. of torque. This is a terrific engine, featuring crisp throttle response, linear power delivery and a robust exhaust note. Hooked to a six-speed automatic, the LR4 moves out smartly.

The LR4 is the odd duck here, still sporting a low-speed transfer case and serious off-road capability. But would we expect anything less? It’s a tough cookie, with a unique structure of a monocoque body shell on a ladder frame that Land Rover calls Integrated Body Frame. Building the passenger compartment and engine bay like a unibody vehicle while bolting the drive-train and suspension to a ladder frame pays off in structural rigidity, cabin isolation and towing capacity – 3,500 kg with the optional tow package.The 2011 LR4 kicks off at $59,900, which casts it in a pretty favourable light when looking at the other V8-powered European offerings: the Mercedes-Benz ML550 4Matic at $69,700, the BMW X5 xDrive5.0i at $74,300, and the Porsche Cayenne S at $72,700. The Audi Q7 no longer comes with a V8.

This also makes for a hefty 2,567 kg curb weight. So it’s no surprise this porky SUV with the drag coefficient of a Holiday Inn gets lousy fuel mileage. During my week of testing, the LR4 dented my wallet to the tune of 16.3 L/100 km of premium gas. Ouch.

Owners will need to come to peace with the fact that they are spending extra gas money to haul around a whack of dedicated off-roading kit that they’ll likely never use.

And trust me, what’s not being used is the real deal. Having experienced several days of extreme jungle off-roading in an LR3, I’ve seen what these SUVs are capable of, and it is truly astounding.

The LR4 gets a few upgrades for 2011. They include standard heated steering wheel, Hill Start Assist and Gradient Acceleration Control (helps the driver negotiate severe slopes/gradients encountered in off-road driving conditions), available black lacquer finish interior trim, halogen headlamps on the HSE Package that now include LED signature lighting, premium audio upgrade available on HSE Package and a new Vision Assist Package for HSE and HSE LUX Packages that includes xenon HID headlamps (HSE only, already standard on HSE LUX); Adaptive Front Lighting System (AFS; swivelling headlights); Automatic High Beam Assist (AHBA) and a Surround Camera System.

My tester had the full-blown HSE LUX package that adds $10,800 to the bottom line. For this you’re getting a lovely supple leather upgrade, two third-row seats, keyless entry, park-assist and rear-view camera, ambient lighting, memory for driver’s seat, steering column and exterior mirrors, active Xenon headlights, centre console cooler box, and a killer 480-watt 14-speaker Harmon/Kardon audio system that is one of the best I’ve heard. Being a musician, this audio would seal the deal for me. It is clear, accurate and uncoloured. Who ever tuned this deserves to be knighted.

Furthering the luxury quotient were the $2,200 Vision Assist Package (five-camera Surround Camera System, Xenon headlamps with Adaptive Front Lighting and Automatic High Beam Assist) and $430 in piano black interior trim. So we weren’t hurting for creature comforts or techo-goodies.

Both steering and braking feel get high marks, and the LR4 eats up highway kilometres in serene opulence.On the road, the 2011 LR4 feels like no other SUV in this class. The seating position is high, the belt line is low, and visibility is fantastic – features that make off-roaders happy. It still feels a bit tippy, and brisk cornering is not the LR4’s strong suit, but the ride is smooth and quiet, and the short-ish wheelbase and tight turning circle make this big ute surprisingly manoeuvrable.

The interior is rich, beautifully designed and well crafted, and its uniquely British ambience is enhanced by the smell of fine leather on a warm day. There is enough headroom for a Palace Guard and his bearskin hat.

Not all is scones and clotted cream in here, though. Second row legroom in not generous, and the rear wheel arches cut into the back doors, making ingress and egress awkward.

There was also an intermittent glitch in the driver’s seat memory system where on start up, instead of defaulting to position one, it went somewhere else entirely.The touch-screen infotainment interface feels and looks dated, and if you want the Radio Broadcast Data System active (it relays artist and song information), the station presets show random words or call letters instead of simply “107.1” or “92.5”. Weird.

The two third row seats are certainly serviceable for adults, however, with plenty of headroom, dedicated HVAC vents and cup holders.

If you do venture off road, the LR4 has your back. Air suspension puts it on its tippy toes, and shift-on-the-fly low-speed transfer case along with locking front and rear differentials spell go anywhere capability. Terrain Response, controlled by a rotary dial in front of the shift lever, calls up five programs (General Driving; Grass/Gravel/Snow, Sand; Mud and Ruts, and Rock Crawl) that optimize the throttle response, drive-train parameters, traction control, stability control, and transmission mapping for the selected conditions.

There’s more. The LR4 has a deep, pressure die-cast oil pan to accommodate the extreme tilting angles it can negotiate. Belt drives are waterproofed, as are the alternator, air conditioning compressor, power steering pump and starter motor should you find yourself fording a deep stream – none of which makes a lick of sense in the real world. But this is a Land Rover, dammit, and this is what Land Rover does.

The LR4 is quirky, regal, charming, never dull and always cosseting. Smell the leather. Crank up the audio. Twirl the Terrain Response knob and dream of muddy jungle tracks and vast deserts.

Pricing: 2011 Land Rover LR4

Base price: $59,990

Options: $16,410 (HSE LUX Package (7 Seat) $10,800; Santorini Black Metallic Paint $600; Vision Assist Package $2,200; 20″ 10-Split Spoke Alloy Wheels $2,200; Roof Rails $180; Black Lacquer Finish Trim $430)

A/C tax: $100

Freight: $1,270

Price as tested: $77,770

Specifications

Buyer’s Guide: 2011 Land Rover LR4

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

The Scion brand arrived in Canada in 2010, but the arrival slipped under the radar for a lot of consumers. So much so that most people I encountered while test driving the 2011 Scion xD didn’t know the brand, and couldn’t identify its origin.

2011 Scion xD

If you’re one of those people, here’s the scoop. Scion is a Toyota brand, targeted to younger buyers, and operating in the U.S. since 2003 (if you see a used 2003-2010 Scion for sale, it’s a U.S. car). Three models are offered in Canada, with a fourth set to debut in the near future. Current models are the xD, xB, tC, with the not-yet-released iQ microcar completing the line-up later in 2011.

That’s it for the history lesson; let’s talk xD.

Starting at $17,200, the xD is a front-wheel drive, five-door hatchback that you can actually buy for $17,200 (plus freight and taxes) and feel like you’ve got a well-equipped vehicle. The Xd has standard air-conditioning, power windows, keyless entry, satellite-ready audio (requires kit) with auxiliary input jack and USB input, cruise control, three-spoke tilt steering wheel with audio controls, power mirrors with integrated turn signal repeaters, multi-information display, digital clock, and split-folding, rear seats that also slide and recline, to mention key items.

Powered with a 1.8-litre, four-cylinder, dual-overhead camshaft engine with intelligent variable valve timing, the Scion Xd makes 128-horsepower at 6,000 r.p.m. and 125 hp at 4,400 r.p.m. The transmission is a five-speed manual, with the four-speed automatic adding $900.Our Barcelona Red test vehicle was equipped with an automatic transmission, bringing its price to $18,100 ($19,625 with taxes, fees and freight included).

The full range of safety equipment is fitted to the Xd, including vehicle stability control, traction control, anti-lock brakes (disc front, drum rear), front and side airbags, front and rear side curtain airbags and seat-belt pretensioners.

The Scion xD is by no means a tiny car, but its 42-litre fuel tank puts it in the “subcompact” category. However, today’s subcompact is yesterday’s compact, and four — maybe five — people will not be cramped in this car, plus there’ll be room for cargo behind the rear seat.

To give you an idea of relative size, at 4250 millimetres in length the Xd is longer than the subcompact Toyota Yaris hatchback (3825 mm), but shorter than the compact Mazda3 (4500 mm). It is about the same width as the Mazda3, however (narrower by only 25 mm).

Even though it has a small fuel tank, it has a correspondingly low rate of fuel consumption. The official numbers are 7.4/5.9 L/100 km, city/highway for the manual transmission version, and 7.6/5.9 L/100 km city/highway for the automatic. Either way, it’s a fuel-sipper, and you should see 500 km per tank in the city, requiring a fill-up of 35-litres, depending on what’s left in the tank when the gauge shows empty.

While the Scion brand is marketed to younger buyers here and in the U.S., I can see the xD being perfectly suitable for consumers in any demographic. Its exterior design is current but not quirky (Scion describe it as “menacing,” but they exaggerate), and inside you’ll find a conventional arrangement of instruments and controls (the combination speedometer/tachometer is different, and works fine).

The vehicle itself is a basic two-box design, quite square, and therefore well-suited to maximize interior space. Outward visibility all-round is very good, and you do sit a bit higher in an xD than you would in a competitive sedan, for instance. This gives you a good view of the road ahead.

Inside, there are numerous storage areas, a double glovebox, drink and cup holders, supportive seats, and a grey cloth interior complemented by faux aluminum trim on the centre stack and door panels. Controls are straightforward and functionally designed.

On the road the xD is stable and smooth; the engine can be heard if you’re paying attention, but there’s no harshness or vibration. The xD feels solidly constructed, and its four-speed transmission, while not as sophisticated as some five and six-speed units, does its job well, and settles down to a low engine speed for cruising on the highway (which optimizes fuel economy). There can be, however, considerable wind noise generated at speed, especially when driving into the wind.

We did experience some slippery road surfaces during our test period, and the standard xD traction control system was helpful from a standing start at an icy intersection, for example. We had no control issues at all.

The xD arrives with steel wheels with covers, but can be optioned with 16-inch alloy wheels for $1,350, or 18-inch alloys starting at $1,785 (both 18-inch wheels do not include tires). Other accessories include a cargo cover ($300), premium Alpine audio ($535), XM satellite radio kit (($685), rear spoiler ($480) and a range of TRD (Toyota Racing Division) suspension, exhaust and appearance items.

How you order your Scion xD depends on your priorities. If you’re looking for a contemporary multi-purpose vehicle and a real value proposition, the standard Scion xD is hard to beat. Then again, if you’d like to join the Scion “nation,” customize your vehicle with a range of performance and appearance add-ons, and network with other owners through electronic media and local clubs, an xD is your ticket to ride.

Either way, Canadians are sure to like Scions, and now that the brand is being marketed more aggressively, they’ll also know what one is.

Verdict: Practicality and value in a contemporary package; adequate performance for normal driving requirements; cheap to run; alloy wheels add pizzazz but are pricey, plus you need to buy tires for them.

Pricing: 2011 Scion xD

Base price: $17,200

Options: $900 (four-speed automatic transmission)

A/C tax: $100

Freight: $1,390

Price as tested: $19,590

Specifications

Buyer’s Guide: 2011 Scion xD

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

This Korean-built, compact SUV was totally redesigned in 2010 with dramatically curvy styling which Hyundai describes as “an antidote to boring design,” perhaps a not-so-subtle jab at the boxy styling of some of its competitors. It also reflects Hyundai’s current approach to vehicle styling which has seen dramatic makeovers of its volume sellers, the Sonata, Elantra and Accent.

2011 Hyundai Tucson GLS AWD

The other big change for 2010 was a new 176-hp 2.4-litre four-cylinder engine that replaced both previous four and six-cylinder powerplants; as well as new six-speed manual and automatic transmissions that replaced five-speed manual and four-speed automatics respectively. Hyundai’s decision to replace the optional 2.7-litre V6 engine with the new (but more powerful) 2.4-litre four-cylinder engine was, and is, a gamble. Ultimately, this was done for reasons of fuel economy and reduced emissions but there are buyers who prefer the smoothness and “torquey-ness” of a V6 engine, and those who just don’t want a four-banger – they will just have to look elsewhere. Still, it should be pointed out that the Honda CR-V and Subaru Forester have done just fine with their exclusive four-cylinder engines.

For 2011, the Tucson GL ($24,299), GLS ($26,799) and Limited ($32,249), all come with the standard six-speed automatic transmission with ‘Shiftronic’ manual shifting mode – the six-speed manual has been dropped from the GL. All-wheel drive can be added to the GL and GLS for an extra $2,000, and it is standard on the Limited model.For 2011, the Tucson remains basically the same, but there’s a new entry-level model with a smaller 165-hp 2.0-litre four-cylinder engine, standard five-speed manual transmission, and an attractive starting price of $19,999. This model appears to be targeted at buyers with a limited budget rather than those who want better fuel economy. With the manual transmission, its fuel economy is actually worse than a Tucson with the 2.4-litre engine and standard six-speed automatic transmission: 10.1/7.4 vs 9.5/6.3 (L/100 km, city/hwy). However, a Tucson L equipped with the optional six-speed automatic is marginally more fuel efficient with city/hwy ratings of 9.1/6.5 L/100 km. To Hyundai’s credit, this model is also more fuel efficient than the front-wheel drive Honda CR-V, Toyota RAV4 and Nissan Rogue.

Today’s review is the mid-level Tucson GLS trim with optional all-wheel drive, likely to be one of the most popular models because of its sub $30,000 price-tag and high feature level. It has an MSRP of $28,799 plus a rather hefty $1,760 Freight and Delivery charge, bringing the as-tested price to $30,559 (plus taxes).

Driving impressions

The Tucson’s all-aluminum 2.4-litre DOHC 16-valve four-cylinder engine is rated at 176 horsepower and 168 lb.-ft. of torque, and features continuously variable valve timing on both camshafts and a variable intake induction system for better engine breathing and more torque. Its horsepower and torque ratings are competitive with other four-cylinder vehicles in this class.

With this engine, the Tucson is responsive off the line and surprisingly smooth at highway speeds, although the engine is a little growly while accelerating. When AJAC tested the 2010 Tucson GLS AWD, it recorded a 0 to 100 km/h time of 10.6 seconds. While that doesn’t sound fast, it’s not out of line with its competitors. AJAC’s test of the Honda CR-V AWD showed a time of 10.3 seconds, the Subaru Forester AWD 10.7 seconds, the Kia Sportage AWD 11.2 seconds, Chevrolet Equinox FWD 9.9 seconds, and the surprising Nissan Rogue FWD CVT with 8.9 seconds.

Top gear in the Tucson’s six-speed automatic transmission is like an overdrive gear, enabling low engine revs at highway speeds and very good fuel economy on the highway. I recorded an engine speed of just 1,900 rpm at 100 km/h, and my average fuel economy over a week was 9.5 L/100 km in a 50/50 mix of city and highway driving. That’s pretty good for an AWD SUV. The six-speed auto also includes a manual shift mode for times when the driver wants to take control.

A unique feature in this class is the Tucson’s Downhill Brake Control. By pressing a button on the dash, the driver can drive down a very steep hill without using the brakes! The Downhill Brake Control automatically modulates the brakes for a slow descent. I tried it and it works well! It’s the equivalent of having a Low Range gear, at least when going downhill. As well, standard Hillstart Assist prevents the Tucson from rolling back on a hill after you take your foot off the brake and before you move your foot to the accelerator pedal.The Tucson’s optional all-wheel drive system runs in front-wheel drive most of the time to save fuel, but it can respond instantly and automatically to a loss of traction by sending power to the rear wheels. As well, the driver can manually lock up the centre diff by pressing a button on the dash for a 50/50 front/rear power distribution at speeds up to 30 km/h. This is most useful when trying to ascend a steep, slippery hill, or when trying to get out of a snowbank. Tucsons also have electronic traction control to reduce wheelspin and stability control to help prevent loss of directional control when making a turn on slippery surfaces.

In AJAC’s braking tests from 100 km/h to zero, the Tucson was about average with a recorded a distance of 41.8 metres, compared to the CR-V with 42.5 metres, the Forester’s 41.5 metres, the Sportage at 41.7 metres, Equinox (FWD) in 42.0 metres, and the Rogue FWD with 40.6 metres. The Tucson comes standard with four-wheel disc brakes, anti-lock brakes, electronic brakeforce distribution, brake assist, and 17-inch tires.

A tight 10.5 metre turning circle makes the Tucson easy to park and manoeuvre in the city, although visibility over the shoulder is somewhat restricted by the C-pillar. The Tucson’s large rear window includes a wiper with an intermittent wipe setting, as well as a washer and defroster to keep it clear of grime.

With its car-like unit body construction and fully independent suspension (front MacPherson strut and rear multi-link rear) the Tucson’s handling is nimble and it feels stable in corners, although the ride can be a bit firm over bad pavement – not unlike a lot of other vehicles these days.

Interior impressions

The Tucson’s combination “leatherette” and fabric seat upholstery is a great idea: the leatherette is easy to keep clean and the cloth seat inserts are warmer when you sit on them. Even so, both front seats have seat heaters with high and low temperature settings.

The cabin has adequate room for four or five adults. The front seats are comfortable and the driver’s seat has a manual height adjuster, but no lumbar adjuster. I liked the wide footwells and large footrest for the driver’s left foot, the upright positioning of the power window buttons, and the padded centre armrest. The Tucson’s tilt/telescopic steering wheel and console shifter are positioned well and the instruments are easy to see, although the small blue digital display between the gauges can be hard to read – it includes fuel and coolant displays, gear selection, average fuel economy, average speed, trip timer, driving range, ‘Eco’ driving reminder, and trip odometer. The larger black-on-blue display in the centre dash is much easier to read from a distance although it is subject to glare. iPods and phones can be placed in the lower centre console where there are auxiliary and USB ports and two 12-volt outlets.

At the rear, adult passengers have generous footroom under the front seats, and adequate headroom and kneeroom. There’s a fold-down centre armrest with two cupholders, map pockets on the back of front seats, and door pockets. The rear side windows go all the way down.

Standard equipment on the Tucson GLS includes the ‘leatherette’ seats with fabric inserts (exclusive to the GLS), front seat heaters, leather-wrapped tilt and telescopic steering wheel with audio and cruise controls, air conditioning, power windows and locks, AM/FM/MP3/CD audio system with XM satellite radio and six speakers, USB and iPod integration, auxiliary port, Bluetooth hands-free phone, cruise control, keyless entry, alarm, tinted rear windows, and split folding seatbacks.

Standard safety features in the Tucson include front, side and curtain airbags, five head restraints and active front seat head restraints, three-point safety belts at all five seating positions, front seatbelt pretensioners and load limiters, and two outboard rear Lower Anchors and Tethers for Children (LATCH) child-seat anchors.

Access to the cargo area is via a hatchback which opens and closes easily, however the loading height is fairly high and the cargo area behind the rear seats is smaller than most of its competitors. A removeable, sliding cover keeps the cargo area’s contents private. The cargo floor and rear seatbacks are carpeted but the side walls are not. A small bin on the right side behind the wheelwell is handy for milk jugs; underneath the floor is a temporary spare tire and hidden storage space for small items.

Verdict

The Tucson offers an interesting combination of expressive styling, roomy cabin, decent fuel economy, and good value, but cargo space is below average and the ride is a bit stiff.

Pricing: 2011 Hyundai Tucson GLS AWD

Base price: $28,799

A/C tax: $100

Freight: $1,760

Price as tested: $30,659

Specifications

Buyer’s Guide: 2011 Hyundai Tucson

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

Introduced in 2007, the Versa was Nissan’s entry in a class of entry-level cars that included the Toyota Yaris, Honda Fit, Hyundai Accent and Chevrolet Aveo. All of those cars were notable in some way, but they were also all small. Not surprising in a category where pricing begins not far off the $10,000 mark, but the Versa’s claim to fame was its size. It was marketed as a subcompact, and yet offered a roomier interior and more refined performance than just about anything it could be compared to price-wise. The Versa was large enough inside that Natural Resources Canada classed it as a mid-sized(!) car for the purposes of its fuel consumption ratings.

2007 Nissan Versa

The Versa was sold in four-door sedan and hatchback body styles. Power was provided by a 1.8-litre four-cylinder that generated 122 horsepower and 127 lb-ft of torque. Unusually, three transmissions were offered: a six-speed manual was the base gearbox, and a four-speed automatic and a continuously variable transmission (CVT) were the options.

The 2010 model received the expected mid-model makeover, which included a new grille, wheel designs and updated interior fabrics.In 2009, the sedan’s packaging and pricing were altered to make it a true base model: it was offered only with a new 1.6-litre engine (107 hp/111 lb.-ft.), five-speed manual or four-speed automatic transmissions, and came with very few features (even a radio was extra).

Fuel consumption figures in 2007 were 7.9/6.1 L/100 km (city/highway) with the CVT; 7.9/6.3 with the four-speed auto and 8.5/6.2 in stickshift form. For 2008, the CVT’s figures improved to 7.5/6.0 L/100 km, and dropped again in 2011, to 7.2/5.7. With the 1.6-litre engine, ratings were 7.7/5.8 with a five-speed manual and 7.8/5.9 with the automatic.

Find a used Nissan Versa on AutoTrader.ca

Thus far, the first generation Versa has held up quite well, reliability-wise. Consumer Reports gives the Versa an average used vehicle rating, but the problems noted by the publication are minor. The big stuff, like the engine and, importantly, the continuously variable transmission, which is still a relatively new technology, are solid.

There’s the matter of climate control blower motor resistors failing, which leaves you with a fan that will only run on the highest setting. The fix is simple and inexpensive.

The check engine light makes frequent appearances. This can be caused by a number of components in the car’s emissions control system, and the easiest way to find the cause is to take the car to a garage with on-board diagnostic equipment. That costs money, though, and if you don’t want to spend it, try this procedure.

Beyond that, watch for noisy brakes and interior squeaks and rattles, both of which are common.

The Versa fared well in crash safety, earning “good” ratings in the Insurance Institute for Highway Safety’s (IIHS) frontal offset and side impact tests, and scoring four stars (of five) in the National Highway Traffic Safety Administration’s (NHTSA) frontal and side impact tests. Curiously, the 2011 model scored only “acceptable” in the IIHS’ side impact test, due to a higher likelihood of torso and pelvis/leg injury for the driver.

Used Versa values range from $9,300 for a 2007 S sedan, to $16,950 for a 2010 SL hatchback with sunroof and sport and luxury option packages. (2011 values weren’t available at the time of this writing.) A 2008 Versa SL hatch with the Technology Package (upgraded stereo, Bluetooth) is worth $12,225.

Price-wise, there are many cars the Versa can be shopped against, but in terms of comportment, the closest thing might be a VW City Golf or Jetta, the fourth-generation models that were carried over as entry-level models when the fifth-gen Jetta and Rabbit were introduced. The City models weren’t as comprehensively-equipped, so if you’re into the latest tech (or what was the latest tech in a three or four-year-old car), the Versa is the better choice; on the other hand, the Volkswagens are the more entertaining cars to drive.

What I’d suggest is that, given its subcompact price point, unusually roomy interior and grown-up driving demeanour, the Versa is an affordable alternative to many cars priced to compete in the compact class (Civic/Corolla/Elantra, among many others). Given its good reliability record, the Versa should be near the top of your list if you’re after comfortable basic transportation.

Pricing

Black Book Pricing (avg. retail) May, 2011:

Online resources

NicoClub.com’s Versa section is the busiest Versa discussion site I found. Other places to check out include NissanVersaForums.com; NissanClub.com; NissanForums.com; NissanForum.org and NissanHelp.com.

Recalls

Transport Canada Recall Number: 2006186; Units affected: 954

2007: Certain vehicles equipped with a Continuously Variable Transmission (CVT) fail to comply with CMVSS 101. The odometer and trip record counter are calibrated in miles rather than kilometres. Correction: Dealers will reprogram the odometer to record the distance traveled in kilometres. Where such reprogramming is not feasible or practical, the odometer will be replaced with one recording in kilometres.

Transport Canada Recall Number: 2006213; Units affected: 4,782

2007: Certain vehicles fail to comply with the requirements of CMVSS 135. Specifically, the “WARNING: Clean filler cap before removing” portion of the required statement on the brake fluid reservoir cap was omitted. Correction: Updated brake fluid reservoir caps will be mailed to vehicle owners along with installation instructions.

Transport Canada Recall Number: 2007069; Units affected: 6,124

2007: On certain vehicles, the terminals for the passenger side seatbelt tension sensor harness connector may have been damaged during manufacturing process. This could result in a loss of electrical continuity causing the Occupant Detection System to become inoperative. If this occurs, the airbag warning light will come on and the passenger side frontal airbag will not deploy in a crash. Correction: Dealers will replace the connector for the seatbelt tension sensor harness.

Transport Canada Recall Number: 2010434; Units affected: 73,697

2007-2010: On certain vehicles, the relays in the daytime running light (DRL) circuit could have become contaminated with silicon during the assembly process. This could, in some circumstances, cause one or both of the relays to stop functioning, which would cause one or both of the daytime running lights not to illuminate automatically when the vehicle is driven. Should this condition occur, the lack of DRL function may render the vehicle less visible to other motorists and pedestrians, possibly resulting in a vehicle crash. Correction: Dealers will replace the relays for the daytime running lights circuit.

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

Used vehicle prices vary depending on factors such as general condition, odometer reading, usage history and options fitted. Always have a used vehicle checked by an experienced auto technician before you buy.

For information on recalls, see Transport Canada’s web-site, www.tc.gc.ca, or the U.S. National Highway Transportation Administration (NHTSA)web-site, www.nhtsa.dot.gov.

For information on vehicle service bulletins issued by the manufacturer, visit www.nhtsa.dot.gov.

For information on consumer complaints about specific models, see www.lemonaidcars.com.

Back in 2000, the introduction of the Audi TT was something of a revelation. The car absolutely was the darling of automotive media around the world, and accolades for its striking design (both exterior and interior) were legion.

2011 Audi TTS coupe

But conventional wisdom at the time suggested that the TT design would be its undoing. “After all, where do you go from here?” was the typical question, viewing the TT as a vehicle with nowhere to go in terms of its appearance. Basically, the car was seen by most as, “perfect the way it is,” and some even conjectured that after a run of four-to-five years, the TT would be history.

Happily, the TT lives on, unfettered by its cool original looks. On the contrary, it turns out that conventional wisdom under-estimated Audi, and all you have to do is check out the 2011 TT to see what I mean. The car still turns heads, just as it did a decade ago.

Standard transmission is a six-speed DSG dual-clutch “S-tronic,” activated via paddles on the steering column. The transmission also operates conventionally as an automatic; put it in “Drive” and go.We drove a 2011 Audi TTS, which is an uprated and more powerful version of the standard car. Starting at $57,900 and powered with a four-cylinder, direct-injected and turbocharged engine, the TTS makes 265-horsepower and 258 pound-feet of torque, which it puts to the ground through Audi’s celebrated quattro all-wheel drive system.

The TTS arrives pretty much “loaded” with desirable equipment, including 18-inch alloy wheels, bi-xenon and LED lighting, a no-extra-charge choice of leather interiors, aluminum trim, keyless entry and start, the full range of electronic safety assists and a racing-style steering wheel. Options include 19-inch wheels, full-colour navigation system with premium audio and special exterior paint (which is anything except white or orange), all of which our black tester possessed, bringing its price to $62,450.

This year the TTS receives some important upgrades, starting with a revised magnetic ride system with, Audi says, a clearer distinction between normal and sport modes. The system — which is based on magnetic properties of the damping fluid — continuously adjusts to the road surface, and provides the ability to switch between a compliant ride for normal driving and a performance-oriented ride that emphasizes the TTS’s sharp handling.

Other changes include a new grille and fog light surround, and polished black interior surfaces with additional aluminum trim.

Design aside, handling and performance are what the TTS is all about. With a reported acceleration time of 5.2 seconds from 0 to100 km/h, and a confident feeling of stability on all road surfaces, the TTS offers brilliant dynamics for the driving enthusiast.

During our test, the car was completely unfazed by challenging road conditions, always maintaining its balance and poise on the slippery, snow-covered roads. Stopping power was better than expected (we were on winter tires, of course), which is worth mentioning as many all-wheel drive vehicles are great at starting on snow and ice, but, become ordinary when you need to stop.

Despite the wonderful operation of the dual-clutch gearbox, its character is best realized when accelerating hard or downshifting into a corner. Otherwise, it’s a docile automatic, and shifting manually soon loses its novelty in normal stop-and-go urban traffic. This is not so much a criticism as an observation; the thrills are there when you want them, but like all high-performance vehicles, there’s rarely an opportunity to savour the experience.

The engine is a revelation. Developing more power than most V6 and many V8 engines, and consuming less fuel than many four-cylinder engines, the Audi TFSI is creamy smooth and instantly responsive. If ever you can imagine a 2.0-litre powerplant being “mighty,” then this is it, especially when you consider that its 258 lb.-ft. of torque is available at a low 2,500 rpm and it spins happily up to 6,000 rpm. What this means in practice is that you are aggressively propelled from a standing start and would keep going to a stated 250 km/h if only you had a public road on which to legally do it (they exist in Germany…).

The TTS is not a large car, but it provides more than sufficient room for front-seat occupants. There is a tiny rear seat, but adults wouldn’t want to venture there. The TTS is a hatchback, however, so lower the rear seat backs and you have decent cargo room for local duties or a long trip. The hatch is rather heavy to raise, however, and although it would spoil the car’s smooth lines, a rear windshield wiper would be useful.

The navigation system has a sharp display, but its operation is somewhat quirky, as are the instructions provided by voice guidance which rarely names streets or intersections.

The Audi automatic climate control system is excellent, as it has been for years. It’s a set-and-forget system that keeps the windows clear and the occupants as warm (or presumably cool) as they expect. The same can’t be said for automatic systems from other manufacturers.

The TTS is a fine long-distance car, with comfortable and supportive seats and a compliant ride for highway driving when required. Fuel consumption of 9.8/7.2 L/100 km city/highway, and a 60-litre fuel tank give you good range.

If you can get yourself onto a local closed circuit for “track day” entertainment, you’ll love flinging this car around the corners and blasting down the straights. The Audi TTS is European muscle, in a compact, sophisticated package.

Pricing: 2011 Audi TTS

Base price: $57,900

Options: $4,550 (19-inch wheels: $1,000; Navigation: $2,900; Panther Black Crystal Effect paint: $650)

A/C tax: $100

Freight: $1,995

Price as tested: $64,545

Specifications

Buyer’s Guide: 2011 Audi TT

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

It pays to be careful with the products that bring in the dough. Ford learned its lesson about that with the Five Hundred and Freestyle, the cars that (temporarily) replaced the Taurus in 2007. Those two tanked big-time, and it’s debateable whether the Taurus, which has since been redesigned (again) into a very well-sorted full-size sedan, has ever recovered from that gaffe.

2011 Ford Explorer Limited

In Ford’s SUV line-up, the Explorer name commands the same kind of respect that the Taurus once did. It’s popular, but it could be argued that its truckishness kept it from being more popular, especially with drivers who choose a mid-sized SUV with a view to flexible family transportation, rather than for off-road readiness or towing capability. It was with them in mind that Ford decided to move the 2011 Explorer to a unibody platform, in place of the old version’s body-on-frame design.

Initially, the only engine on offer is a 3.5-litre V6 that’s used widely throughout the Ford line. With its 290 horsepower and 255 lb.-ft. of torque, it replaces a 4.0-litre V6 (210 hp; 254 lb.-ft.) and a 4.6-litre V8 (292 hp; 300 lb.-ft.). Despite torque that only matches that of the old V6, Ford says the new Explorer will tow 5,000 pounds (2,267 kg); a 2010 Explorer with the V8 could haul 3,500 pounds (1,588 kg), but could handle up to 7,130 pounds (3,234 kg) when properly equipped.

Limited models get standard adjustable pedals, but I think many may wish these were available in the lower trims, too (they’re not, even as an option).The old Explorer was no pipsqueak, but its replacement is even more visually imposing. More importantly, it’s bigger inside, at least in the front seats, where there’s notably more leg and foot room. Any extra space in the second row is less obvious, where legroom is good, but not as generous as I expected to find in a vehicle this large. Three-row seating is standard, and it’s in the third row that you’ll find a more usable environment than in the previous-generation truck. There’s enough leg- and headroom for average-sized adults, but only children will likely put up with sitting back there for long periods of time. The front seats are long-haul comfortable, a common trait across most of the Ford line-up.

One of the bigger benefits of this redesign is a lower step-in height compared to the last generation Explorer, which makes it a more viable vehicle for everyday use.

For the not-so-everyday owners who miss the off-road abilities afforded by the old Explorer’s truck-based construction, Ford’s solution is a Terrain Management System that’s standard in all four-wheel drive models. Through a console-mounted knob, this allows the driver to set the drive-train to one of four settings (normal, snow, mud or sand) to optimize performance on a variety of surfaces. A muddy backroad was a good proving ground for the “mud” setting; while the truck got through just fine in normal mode, the system makes a tangible difference in transmission shift feel and throttle tip-in with a view to helping the driver maintain momentum and avoid getting stuck. Aside from normal, the most useful setting for most drivers will be snow mode, which orders quicker upshifts and softer shifts in general to help maintain traction in wintry conditions.

There’s also a hill descent control setting that keeps a consistent speed down steep off-road grades, and stability and traction control are standard across the line.

Ford says it benchmarked vehicles like the BMW X5 and Audi Q7 for the Explorer’s on-road performance, and it shows. But rather than driving like a German vehicle (it doesn’t), the Explorer drives like a Ford – high enough praise considering how consistently impressive the Ford crossover line-up is at the moment.

In spite of its off-road bias, the Explorer handles paved roads just as sharply as its smaller, more road-focused sibling, the Flex. A firm suspension helps, limiting body lean in turns and, as a side effect, contributing to a ride just on the annoying side of firm. I’ll take the hard suspension if it means I can bend a vehicle this large into a corner with so much confidence.

Also surprising is the Explorer’s impressive steering feel, courtesy of a variable-assist electric power assist set-up. Steering is light at low speeds for easy parking, and gets noticeably heavier at speed, helping create that good feel at the wheel. Tie that in with strong but never grabby brakes and a well-calibrated throttle, and you get a large crossover that is very easy to drive in stop-and-go traffic.

Notably, the Explorer suffers only a small weight penalty compared to the Flex, with a 4WD Explorer coming in just 25 kg (about 60 pounds) heavier than an AWD Flex. Both use the same 3.5-litre engine, but the Explorer’s extra 28 horsepower seems to be the difference here. Ford says a turbocharged four-cylinder is also on the way for this truck; the idea of a big SUV with a 2.0-litre engine seems ridiculous, but this one, says Ford, is rated at 235 hp and 250 lb.-ft. of torque, which sounds as though it would provide adequate, if not breathtaking performance.

Against the Explorer’s Natural Resources Canada fuel consumption estimates of 12.5/8.8 L/100 km (city/highway), my tester returned a 15 L/100 km in cool weather and city driving.

A six-speed automatic transmission is standard in all Explorers, with XLT and Limited models getting a manual shift mode. It’s a good one, as it is in the myriad other Fords it lives in; the manual shift mode is annoying because shifts are done with a toggle in the side of the shifter, but it’s a good compromise considering Ford’s usual refusal to allow any kind of manual gear selection in its automatic transmissions.

The dashboard is very similar to that in another recently-redesigned Ford SUV, the Edge. My top-end Explorer Limited 4WD tester had Ford’s high-tech MyFord Touch system that, depending on your viewpoint, is either very cool or largely unnecessary. The idea is to keep the driver’s attention on the road by putting basic controls for entertainment, navigation, climate and communications on the steering wheel, and displaying said information in the instrument cluster.The electric power steering also allows for the Explorer’s optional Active Park Assist, part of a $2,400 Technology Package (my tester didn’t have it) that also adds adaptive cruise control with collision warning, rain sensing wipers and Blind Spot Information System (BLIS) with cross traffic alert.

It’s a handy set-up: changing the temperature, for example, doesn’t require much more eyes-off-the-road time than checking your speed. Still, as I said of the Edge I test-drove a few weeks ago, I think keeping a car interior simple is the best way to keep a driver’s attention on the task of driving.

Regardless of your thoughts on that, MyFord Touch places such a priority on putting information and control at the driver’s fingertips that there are compromises to be found in the traditionally-placed audio and climate controls in the Explorer’s centre stack. The smooth, gloss-black panel and its touch-sensitive controls is slick, but from a lack of distraction point of view, finding any of the controls by touch alone is impossible. Lower-end Explorers get a different stack design with similar controls but with raised buttons that make more ergonomic sense.

MyFord Touch is standard across the Explorer line, and the SYNC Bluetooth communications system is standard in XLT and Limited trims, but not offered in the base model.

With all three rows of seats in place, cargo space is limited to 595 litres (21 cu. ft.) in a well behind the third row, while dropping the third row (power-operated in Limited models with the $900 Luxury Seating Package) increases capacity to 1,240 litres (43.8 cu. ft.). Folding the second row makes for 2,285 litres (80.7 cu. ft.), or more than enough for 35 cases of Girl Guide cookies, in case you were wondering.

Explorer pricing starts at $29,999 for a base trim, front-wheel drive model. That price includes a power driver’s seat, cruise control, steering wheel-mounted audio controls, automatic headlights and speed-sensing wipers. To get into a Limited 4WD version like my tester, the starting bid is $44,199. To that, Ford added the $1,750 dual-panel moonroof, navigation (a relative steal at $700) and the $900 Luxury Package off power-folding third-row seat, perforated leather seating, cooled front seats and 10-way power adjustable front seats. Altogether, it added up to $47,549 before freight and taxes.

The new Explorer’s less truck-like construction may turn off some former owners, but it’s a move that shows Ford is in touch with how its SUVs and crossovers are being used. In many ways, it’s just as impressive as the Flex that came before it, with added helpings of off-road and towing ability to sweeten the pot for those who require (or crave) such attributes. Ford took a chance on changing the Explorer, but they got it right.

Pricing: 2011 Ford Explorer Limited 4WD

Base price: $44,199

Options: $3,350 (Moonroof, $1,750; navigation, $700; Luxury Package, $900)

A/C tax: $100

Freight: $1,450

Price as tested: $49,099

Specifications

Buyer’s Guide: 2011 Ford Explorer

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

Since the creation of Nissan’s upscale Infiniti brand, Nissan’s own Maxima has become a bit of a black sheep. What used to be the company’s nicest car now plays second fiddle to a whole line of vehicles that play in a higher bracket.

2007 Nissan Maxima

The entry-level Infiniti G35 sedan made it easy to forget about the Maxima, considering the Infiniti has historically been priced just a few thousand dollars higher than the Nissan. Certainly, the Maxima deserves a better fate than to languish in the shadow of the G35.

The sixth-generation Maxima was introduced in 2003 as a 2004 model. As with the car it replaced – and that pesky G35 – the new Maxima used Nissan’s excellent 3.5-litre V6, tuned here to produce 265 horsepower. Transmission choices were a six-speed manual and a four- or five-speed automatic. One neat feature was the choice of a two- or three-place rear seat.

The four-speed auto disappeared in 2005, supplanted by the five-speed, which gained a manual-shift mode. In 2007, Nissan felt there was no longer enough demand for a manual transmission in the Maxima, so it was dropped. In fact, both of the previous conventional trannies were ditched for Nissan’s continuously variable transmission (CVT), these days a mainstay of the company’s powertrains. The engine also lost 10 horsepower, for a total of 255.

Find a used Nissan Maxima on AutoTrader.ca

The five-speed auto didn’t do much to affect fuel consumption, but 2007′s CVT made a small difference: that car’s ratings are 11.1 L/100 km (city) and 7.8 L/100 km (highway).In 2004, the Maxima earned Natural Resources Canada fuel consumption ratings of 11.5 L/100 km (city) and 7.3 L/100 km (highway) with a manual transmission and 11.6 L/100 km (city) and 7.9 L/100 km (highway) with the four-speed automatic.

The 2007 model also got some minor cosmetic changes, the most significant of which was the elimination of the big chrome “tooth” in the middle of grille.

Reliability has been okay – Consumer Reports gives the Maxima an average used-vehicle rating – and there are a number of mostly minor bugs to look out for.

A problem with cracked sidewalls on the original-equipment Goodyear RSA tires – Goodyear’s problem more than Nissan’s – is one thing to look for on low-mileage models (that still have the original tires; see two other threads on this topic, here and here). Note that with most used examples, the original tires will be long gone, so this problem likely won’t concern you. Check what tires are on the cars you look at.

The five-speed automatic transmission available in early cars is prone to rough and abnormal shifting. There’s an aftermarket fix that you can read about here. Otherwise, the Maxima’s transmissions – six-speed manual and CVT – appear to be solid.

There’s a problem too with noisy front suspension struts on 2004 models. Click here for a discussion, plus a poll of Maxima.org members on the topic.

It’s apparently quite easy to lock oneself out of a sixth-gen Maxima. One Maxima.org member devised a simple DIY fix for this one.

If the sunroof leaks, read this thread.

And here you’ll find a list of how-tos, a few of which deal with solutions to minor problems.

Consumer Reports notes issues with brakes, suspension and climate control systems in sixth-gen Maximas, mostly in early (2004 and 2005) model year cars. CR also points a finger at paint/body trim and interior quality (squeaks and rattles) as sources of trouble. They list a 2004 Maxima as a so-so used car buy, but 2005 and newer models get an above-average rating.

The sixth-generation Maxima (2004-2008) earned a “good” rating from the Insurance Institute for Highway Safety (IIHS) for its performance in that organization’s frontal offset crash test. In side impact tests, though, it earned a “marginal” rating.

According to Canadian Black Book, used sixth-generation Maxima values start at $10,275 for a 2004 SE with manual transmission and top out at $24,150 for a 2008 SL with navigation. Close to the middle, a 2006 SE with automatic, leather and sunroof is worth $15,700. If you care to cross-shop the Maxima with the Infiniti G35, a 2004 sedan is worth $11,500, and a 2008 with sunroof is valued at $26,450.In National Highway Traffic Safety Administration (NHTSA) tests, the 2004 Maxima earned five stars for driver protection and four for front passenger protection in frontal crash tests, and four stars apiece for front and rear seat occupant protection in side impact tests. Those ratings are the same for Maxima models through 2007.

For some, the Infiniti might be the better value, considering its swankier image. It may also be the better car, period, for a number of reasons. Then, of course, there’s the Altima, which can be kitted out almost as nicely as a Maxima and usually be had for less money.

None of this makes a used Maxima a poor choice, but both the G35 and Altima are good alternatives and may prove to be better value. If you do choose a Maxima, be aware that 2004 models are more trouble-prone than newer cars. When test-driving, pay close attention to the operation of the automatic transmission in 2004 through 2006 models, and a check-up by a trustworthy mechanic wouldn’t go amiss.

Pricing

Black Book Pricing (avg. retail) April, 2011:

Online resources

By far, Maxima.org is the best site I found while trolling around for information. The forums are split up according to generation, and while the sixth-gen section is far from the busiest here (most of the attention goes to the fourth- and fifth-gen cars), there is a lot of useful information to be had, including a handy thread detailing some common issues plus a pretty handy how-to thread. The Maxima forum at NicoClub.com has a lot of information, but it lumps all generations together. NissanClub.com has a sixth-gen forum, but it’s not as busy as the one at Maxima.org.

Recalls

Transport Canada Recall Number: 2006271; Units affected: 135

2007: Certain vehicles fail to comply with the requirements of CMVSS 114 – Locking and Immobilization Systems. The steering wheel lock may engage with the ignition in the “OFF” position, even if the transmission is out of the “PARK” position. Correction: Dealers will inspect and, if required, replace the steering wheel lock assembly.

Transport Canada Recall Number: 2006040; Units affected: 32 (includes other models)

2006: The die used for stamping the rear suspension subframe was out of specification during three days of production. As a result, the thickness of the attachment bracket for the rear lower link may be less than the minimum specification. This could result in a crack forming in the attachment bracket. If a crack propagates through the bracket, the rear lower link may separate from the bracket. Under certain severe driving conditions, stability of the vehicle may be compromised, leading to a loss of vehicle control. Correction: Dealers will inspect and, if required, replace the rear suspension subframe.

Transport Canada Recall Number: 2005341; Units affected: 11,873

2004-2006: On certain vehicles equipped with a driver seat power lumbar support, if the wire harness from the lumbar switch is routed incorrectly, the harness could be pinched or chafed against the structural parts on the underside of the seat when the seat is in the full-down position. An electrical short could ignite the harness cover and cause a fire. Correction: Dealers will replace the lumbar wire harness.

Transport Canada Recall Number: 2004217; Units affected: 2,774

2004: On certain vehicles, the glass for the Skyview Roof may not have been quenched properly after the forming process resulting in temper imbalance. This could create extensive internal stress in the glass and eventually cause the glass to shatter. Correction: Dealers will replace the Skyview Roof glass.

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

Used vehicle prices vary depending on factors such as general condition, odometer reading, usage history and options fitted. Always have a used vehicle checked by an experienced auto technician before you buy.

For information on recalls, see Transport Canada’s web-site, www.tc.gc.ca, or the U.S. National Highway Transportation Administration (NHTSA)web-site, www.nhtsa.dot.gov.

For information on vehicle service bulletins issued by the manufacturer, visit www.nhtsa.dot.gov.

For information on consumer complaints about specific models, see www.lemonaidcars.com.

When Jeep first introduced the Compass for the 2007 model year, many people didn’t know what to think: a front-wheel drive Jeep? What on earth was the legendary off-road company thinking?

2011 Jeep Compass North 4×4

And yet, while Wrangler fans undoubtedly continue to look down their noses at the Compass – one of a trio of platform siblings along with the Dodge Caliber and Jeep Patriot – this little hatchback seems to do okay for itself with buyers, if the number I see on the road is any indication.

It’s gently redesigned for 2011, with handsome new exterior styling that echoes the front of the updated Grand Cherokee, and an interior that retains the same general layout as before but with some better-quality materials, an improvement in fit-and-finish and some new controls. Also new, and added to my CVT-equipped tester, is the availability of Jeep’s Freedom Drive II system, one of nine all-wheel systems available across the company’s line-up. The system runs primarily in front-wheel drive, but when needed, it will send torque to the rear wheels. It can also be locked into 50/50 via a handle on the centre console. When the shifter is put into Low, the Compass includes a 19:1 crawl ratio and hill descent control.

My tester was the Compass North, a Canada-only trim line that slots between the Sport and Limited. The North name is used specifically on a package of heated front seats and leather-wrapped steering wheel with audio controls, although I wonder if the overall trim level name might also refer to John North Willys, the man behind the Willys brand that brought the Jeep to military prominence during the Second World War. The Compass’ standard engine is a 2.4-litre four-cylinder, but if you order a front-wheel Sport or North, you can opt for a 2.0-litre four-cylinder. Chrysler’s pricing structure tends to be confusing, with trim levels often indicated as options on base models, but the Munroney sticker on my vehicle indicated a base price of $21,195 and a final price, after numerous options, of $28,765 before taxes and freight. These included $1,750 for a continuously variable transmission (CVT) in place of the stock five-speed manual, $750 for adding the Freedom Drive II in place of the model’s standard Freedom Drive I, and an upgraded stereo with satellite radio. The Compass has its good points, but I have to admit that it didn’t feel like almost $29,000 worth of car. Especially since, ironically enough, it didn’t contain a compass.This extra low-gear ability allows the Compass, for the first time, to wear the coveted Jeep “Trail-Rated” badge. The badge indicates off-road worthiness in traction, ground clearance, manoeuvrability, articulation and water fording. There is a caveat, however: the Trail-Rated designation is Jeep’s own, not an industry standard, and the company doesn’t divulge exactly what minimum requirements a vehicle must meet in order to earn the badge. That said, having driven a Patriot with the Freedom Drive II system on a challenging snow-covered course through woods and fields, it performed much better than I expected for an “off-road lite” system. Equipped with good winter tires, it made its way around the trail in snow that came up almost to the bumper and then took a deep gully in stride. While it certainly wouldn’t have the rock-climbing cred of the Jeep Wrangler that was also part of the event, it performed just as well as the Wrangler on a trail that would pretty much be the roughest that most drivers would ever ask it to cross. Whatever the Trail Rated badge entails, the Drive II Compass definitely appears to earn the right to wear it.

Still, in the grand scheme of things, the Compass is sized to be an urban commuter, and for most people going about their daily driving chores, this little Jeep may well be a contender among their choices. I really like that all the seats fold down flat, including the front passenger chair, part of the North package. With all seats up, the cargo hold is 75 cm long. Fold the second-row seats and it lengthens to 150 cm, while dropping the front seat opens it up to a length of 245 cm, enough to bring home an eight-foot piece of lumber. On its own, the Compass will tow 450 kg (1,000 lbs), and with the $225 trailer tow prep package added to mine, it increases to 907 kg (2,000 lbs).Part of the problem lies in the CVT. These transmissions are all over the map when it comes to noise and performance: some are very pleasant to drive and some considerably less so, and I’ve sometimes found both types in different vehicles from the same manufacturer. The Compass’ engine, producing 172 horsepower and 165 lb-ft of torque, is a little rough and growly, and the CVT emphasizes that, so the entire package is noisy as it drones up and down the tachometer. It’s not helped by the road noise that comes up from the asphalt, either. Don’t expect to be drag racing too many competitors off the lights, as acceleration is leisurely, and the low gear on the Freedom Drive II supersedes the manual mode that you get on the CVT without Drive II. As my husband wrote down in my notebook, “When accelerating to pass, the Compass has the sound of desperation.” For those who dinghy-tow behind an RV, only the 4×4 with manual transmission can be flat-towed; the CVT model cannot be hooked up this way. The brakes are good, though, with nice pedal feel and solid bite. My fuel consumption was less than stellar, which may have been due to the bitterly cold weather: against published figures of 9.9 L/100 km (29 mpg Imp) in the city and 7.5 (38) on the highway, the best I could get was 13.1 (22) in combined driving.

I really like the ultra-simple controls, which consist of three big dials for the climate system, big buttons for the stereo, air vents that pop open or closed with a quick touch, a centre console box lid that slides forward as an armrest, and clear, easy-to-read instruments in the cluster. The centre console box and an open dash cubby over the glove-box provide quick storage.

The first-row seats are relatively comfortable, although I’d question their ability to remain so on long trips; the second-row seats have okay legroom and they recline slightly, but the Bonneville salt flats have more contours than these cushions. Put the children back there while you can still quiet their complaints with promises of ice cream, and if you’re the driver on carpool duty, remember who fails to make another pot when the office coffeemaker goes dry.Still, there are a couple of sour notes. Should you use a tall travel mug, you’ll probably end up knocking it against the shifter when you take it out of the front cupholder, and if you’ve slid the armrest forward, you’ll hit that when accessing your drink from the rear cupholder. That pales beside a cubby in the centre console that’s covered by the parking brake lever any time the brake isn’t on, rendering it completely inaccessible when you’re driving. Didn’t any of the designers stop and give this a second look?

Pricing: 2011 Jeep Compass North 4×4

Base price: $21,195

Options: $7,570 (Customer Preferred Package of 60/40 reclining and folding rear seats, height-adjustable driver’s seat, fold-flat passenger seat, deep-tint glass, heated mirrors, keyless entry, air conditioning, 115-volt outlet, power windows, power locks, illuminated entry, body-colour door handles and liftgate appliqué and North badge, $3,300; Sirius satellite radio group including auto-dimming mirror with microphone, one-year subscription, Bluetooth and Uconnect voice control, $625; trailer tow prep group, $225; North All-Season Group of heated front seats and leather-wrapped steering wheel with audio controls, $495; Freedom Drive II off-road group, $750; CVT, $1,750; six-CD/DVD/MP3 media centre, $225; full-size spare tire, $200)

A/C tax: $100

Freight: $1,400

Price as tested: $30,265

Specifications

Buyer’s Guide: 2011 Jeep Compass

Crash test results

National Highway Traffic Safety Administration (NHTSA)

Insurance Institute for Highway Safety (IIHS)

The Compass has its feet on both the positive and negative sides of the equation. On the good side, it’s better-looking both inside and out than before, its flat-folding seats make it very practical for carrying goods (at eight feet in total length, it can carry longer items than some pickup trucks), its controls are simple to operate, and its optional Freedom Drive II system works great in rougher terrain without moving to the Wrangler’s bouncy ride. On the down side, its growly engine and transmission don’t measure up to many competitors, some ergonomics could be much better, and it tends to get pricey when you add options. Each buyer must test-drive and decide individually, and there are enough of these vehicles out there that they definitely have appeal to many drivers. It’s up to you whether it’s a Jeep thing that you understand.