Automotive Business School of Canada at Georgian College

So, is anyone surprised that Hyundai has gone out and busted through some boundaries again? This company seems virtually unstoppable, turning everything it touches into automotive gold as of late. The new Veloster has a name that is difficult to pronounce right on first attempt, but it only takes one try to like this little car. While the styling may be a little too much for some, it has all the right curves to pique our interest. The recently announced Veloster Turbo has now stolen most of the thunder, but that one’s still a ways off, so let’s focus on here and now. The Veloster is available in a veritable rainbow of colour choices, but we were given a Triathlon Grey example with black cloth interior. On colourful versions equipped with the Tech Package, the wheels are upgraded to 18” rolling stock with body-coloured inserts running through each of the five spokes. Our monochrome tester received black spoke inserts rather than grey to contrast the wheel colour.

With its wide maw and glaring headlights, the petite Veloster looks like it’s going to attempt to swallow you whole. Big fender arches create a wide front end on the car, but it helps direct wind past the wheels to create less drag, so it’s functional as well as stylistic. The Veloster comes packed with a lot of kit inside and out for its measly starting price of $18,999. On the exterior, the base Veloster already delivers 17-inch alloy wheels, fog lights, and center-mounted exhaust outlet that looks concept-worthy. Moving up to the Tech Package buys you an upgrade to 18-inch wheels with the coloured inserts and a panoramic sunroof.

Of course, the unique selling point of the Veloster is its 4-door hatchback configuration. That’s right, four doors, including the hatch. This is the car that tries to please everyone, including the driver that wants to pilot a sporty two-door coupe, and the passengers that desire easy access into the back seats. To an extent, it does succeed in this mission, becoming a sort of Jekyll and Hyde story in the process. You see, the passenger side of the Veloster hides an extra door; and not a suicide door like some previous 3-door attempts in the industry, but a real independent door. Mind you, with that sloping roofline, you’ll need to warn back seat riders of the low entry point if you value their noggin.

Inside the car, the standard equipment keeps wowing the audience, as even in the base model you’ll find goodies such as a 7-inch touchscreen to handle multimedia activities and display the image from the standard backup camera! Also standard is Bluetooth connectivity, steering wheel-mounted audio and cruise controls, heated front seats, and push-button start. These are unparalleled features for under $20K. For an additional $3,500, the Tech Package ports more features into the interior such as navigation for that already-present 7-inch touchscreen, two extra speakers for the audio system, and leather-wrapped steering wheel/shift knob. The front buckets in the Veloster are well-bolstered and perhaps a bit firm, but they hold you in place magnificently during spirited driving exercises.

The biggest drawback of the Veloster is its lackluster performance capabilities. Of course, the forthcoming Turbo will eliminate that issue rather efficiently, but again, we don’t have the Turbo yet. The Veloster now makes do with the 1.6 liter four-cylinder direct injected unit cribbed from the Accent, and it feels exactly the same, except for the fact that the Veloster is actually heavier than the Accent, and therefore, slower. For all the sporting good looks of the Veloster, it seems to be lost when you try to put your foot down. The 1.6L features the same output seen in the Accent, which is 138 horsepower and 123 lb-ft of torque. Not exactly monster numbers, but it does play towards impressive fuel economy. However, because of the weight differential, again the Veloster loses this game to the Accent. Throughout our test week of driving, we averaged 8.8 liters per 100 kilometers. The Veloster w/Tech Package and 6-speed manual is rated at 7.2/4.9 (city/hwy), so you can see we fell a bit behind the mark.

So if it can’t win on power or efficiency, what does the Veloster have to compete against its lesser brethren? For starters, much prettier styling. Add to that the substantial amount of standard equipment found in the Veloster, and it makes a pretty decent case for itself. If it were our money being spent, however, we’d most certainly be holding out for the Veloster Turbo.

[Show as slideshow]

[View with PicLens]

123►

We like…

• Sporty, youthful styling
• Loads of standard equipment for under $20K

We don’t like…

• Performance doesn’t live up to styling
• Lack of steering feedback
• Long clutch travel

Quick Spec Summary

2012 Hyundai Veloster
Triathlon Grey with Black Cloth w/Black Leatherette Bolsters
6-speed manual transmission
1.6 liter I4 – 138 hp / 123 lb-ft
Curb Weight – 1,243 kg / 2,740 lb
50 L tank – 7.2 / 4.9 L/100km (city/hwy)
Recommended Fuel – Regular

Base MSRP – $18,999
Options – $3,500
Destination - $1,495
Total MSRP – $23,994

Options on Tester

• Tech Package – $3,500

Chuck Reimer for Auto Addiction
**Full disclosure: at the time of this writing, this author was on a co-op work term with an automotive manufacturer; however, this press vehicle was driven prior to employment.** 

The Hyundai Genesis was an impressive car when it was first thrust upon the world as the most expensive and most powerful car Hyundai had ever attempted to sell. 7 Series size, 5 Series performance, 3 Series price. Still, it was a Hyundai, and it would take an extremely open-minded luxury car buyer to see the merits of plunking down $50,000 on something with that slanted ‘H’ on the hood (which is why it isn’t there). Removing the corporate logo from the schnoz wasn’t enough to fool as many buyers as they’d initially hoped, and their sales targets were a long ways away from reality. But nevertheless, here was a car that showcased the best of the best from Hyundai, a company that people were still struggling to take seriously in 2008. Four years later, people seem to have adjusted to the notion of a Hyundai luxury car, and never being ones to sit on their heels, this prompted Hyundai to make the Genesis even better. 2012 brings about a slew of mechanical changes, the most noteworthy being the addition of a 5.0 liter V8 in the new R-Spec trim, punching a 429 horsepower hole into the wind. Not far behind in terms of significance is the upgraded 3.8L Lambda V6, which now benefits from direct injection treatment, pushing the power up to 333 hp and 291 lb-ft of torque; a 15% increase in power, all while returning almost identical fuel economy. But that’s not all; the 2012 Genesis sedan receives a new 8-speed automatic transmission across the board, helping to improve smoothness of power delivery and fuel efficiency even more.

The exterior received mild tweaks as well, with a new headlight design that integrates a swoopy LED positioning light into the light fixture. This creates a very cool look when you see the car approaching at night. The 18-inch wheels on our tester looked a little small in a 7 Series-sized car, and we would certainly recommend moving up to 19s, or even 20-inch wheels wouldn’t look out of place here.

The interior of the Genesis is where the luxury magic happens, and our tester was loaded up with the optional Technology Package, which adds premium features such as Smart Cruise Control, electric rear window sunshade, navigation system with 8-inch display, and a 17-speaker Lexicon audio system that assaults your eardrums in glorious 7.1 surround sound. And these are features on top of already standard equipment such as heated front and rear seats, push-button start, and leather-wrapped, heated steering wheel. The Genesis is made to coddle its occupants, and it does so in majestic fashion, with acres of soft leather and room in the back seat to sprawl out and relax as your chauffeur takes you about town (wishful thinking?).

On the road, the Genesis exhibits a fair amount of body roll, more than we were expecting for a so-called ‘sport sedan’, especially after having previously spent some time in the Genesis R-Spec. The suspension seems to be permanently set to comfort mode, which is perhaps more fitting to the car than the notion of ‘sport’. The steering is weighted heavy, and this is one area where you can most obviously tell the influence of the BMW 5 Series that was benchmarked in the engineering of this car. We were a little disappointed at the real world fuel economy of this car after having visions of direct injection and 8-speed transmissions dancing in our heads. The Genesis V6 is rated at 11.1/6.9 liters per 100 kilometers (city/hwy), and after a week of mixed driving, we came away with an average of 11.2 L/100km. Overall, this isn’t a bad result for a car that weighs a better part of two tons, but we expected better highway results than we were able to manage.

Our tester was as loaded as much as is possible in the V6 configuration and totalled up at $51,259 including delivery & destination. Consider the fact that the BMW 5 Series starts at $54,500 and goes up quickly from there if you were to add in all the premium tech goodies that the Genesis has. In fact, when similarly equipped, the 5 Series will hit you for an additional $15,000 over the price of the Genesis, not to mention the 90 horsepower advantage the Genesis holds over the BMW. Yes, when you look at the apples to apples comparison, the Genesis is a considerable bargain in the luxury world, but alas, the luxury buyer is typically wrapped up in image and brand cachet, not how much of a deal they got. That being the case, the Hyundai will lose to the BMW every time. Perhaps it’s time the bigwigs at Hyundai sat down at created their own luxury arm, one that eschews the bargain basement image that Hyundai unfortunately still carries.

[Show as slideshow]

[View with PicLens]

12►

We like…

• This is the beancounter’s luxury vehicle
• New V6 produces effortless, smooth power
• New styling tweaks

We don’t like…

• 18-inch rims are too small
• Hwy fuel economy
• Too much body roll

Quick Spec Summary

2012 Hyundai Genesis 3.8 w/Technology Package
Platinum Metallic with Black Leather interior
8-speed automatic transmission
3.8L V6 – 333 hp / 291 lb-ft
Curb Weight – 1,801 / 3,970 lb
73 L tank – 11.1 / 6.9 L/100km (city/hwy)
Recommended Fuel – Regular

Base MSRP – $49,499
Options – $0
Delivery & Destination - $1,760
Total MSRP – $51,259

No options on Tester

Chuck Reimer for Auto Addiction

**Full disclosure: at the time of this writing, this author was on a co-op work term with an automotive manufacturer; however, this press vehicle was driven prior to employment.** 

Within the last two years, the Koreans have really made their presence known in the automotive industry. Hyundai has really come into its own, and their subsidiary, Kia, is coming along nicely as well. With design guru Peter Schreyer at the helm, Kia has introduced some fantastic vehicles over the past few years, and the world is beginning to take notice. The media world at least is paying attention, as the gamut of AJAC journalists named the Kia Optima as the Best Family Car Under $30K, and the Optima Hybrid as Best Family Car Over $30K. The new Kia Rio scored a close second place in Best Car Under $21K, a mere 2 points behind the winning Hyundai Accent with which it shares most mechanical parts. Kia has never yet managed to set the sales floor on fire the way Hyundai has, even though our opinion would say that just about every Kia counterpart looks – and possibly performs – better than the Hyundai variant. While the Hyundai Accent leads the sales race in the subcompact arena by a fair margin, the Kia Rio finished 2011 in sixth place. In between, the Nissan Versa and Ford Fiesta make up second and third, while the Mazda2 and Toyota Yaris complete the rest of the field in front of the Rio.

The new for 2012 Kia Rio is quite a piece of kit, and when the consumer world realizes what Kia is offering them, perhaps sales will pick up from sixth place. Our Rio EX tester was finished in Bright Silver Metallic with Black cloth interior, and came complete with a 6-speed manual transmission. While some of these terms may lead you to assume ‘base, base, base!’, our tester was anything but. At a price of $19,100, our tester featured a few niceties in the interior that are generally unheard of in the subcompact segment, such as heated front seats, sunroof, and power folding mirrors. The Rio shares its interior layout with other new Kia offerings (Sportage, Optima) and looks much more upscale than its small size would suggest. The switchgear on the center stack is solid and operates with the smoothness of a Volkswagen. Media is controlled via a mixture of tactile and touch buttons on and around a small colour display, and your sound output can originate from a variety of sources, including auxiliary/USB inputs, CD, or even satellite radio.

The Rio is designed with tidy proportions, wheels pushed out to the corners to maximize interior room, and it has paid off. Not only is the Rio a handsome little car, but the interior is quite roomy as well, even in the backseat. Even adults will be able to sit comfortably in the back without cutting off circulation below the knees. The seats are a touch hard and may become uncomfortable over long hauls.

For such a small car, the Rio has a big face. Big headlights are swept back and run up the better part of the hood line. Large openings underneath house tiny foglights, and in the center of the front bumper, the grille opening gapes at you, as is becoming common in far too many vehicles now.

Under the hood, the Rio hides one of the better mills currently found in the subcompact segment. This direct-injected 1.6 liter sees shared duty in the Hyundai Accent and Hyundai Veloster, and in all applications produces 138 horsepower and 123 lb-ft of torque. The Kia Rio sits right in between the previously mentioned Hyundai vehicles in terms of curb weight, which gives the Accent an advantage in fuel economy. Still, the Rio is rated at a wishful 6.6/4.9 liters per 100 kilometers (city/hwy), almost identical to the Accent. Our test of the Rio resulted in an average of 8 L/100km, which isn’t the best we’ve seen, but it is competitive in the segment.

Our Rio EX tester rang in at $19,100 including delivery & destination, which at one time would have been out of the question for a subcompact car, and even more ridiculous for a Kia. This is a very different time, one in which this asking price is reasonable for the vehicle you get. The styling of the new Rio is bang-on, instantly moving into the (undoubtedly debatable) top spot for best looking subcompact car on the market. If that’s not enough to convince you, the fantastic engine underhood should help sweeten the deal. And we haven’t even mentioned the loaded interior yet, one that will make you pinch yourself to believe you’re in a subcompact car. Heated seats, power folding mirrors, satellite radio, and a sunroof are all excellent features that make your payment worth every cent, and that’s only scratching the surface. Kia has done a fantastic job with this new car, and definitely merits a look if you’re in the market for a subcompact.

[Show as slideshow]

[View with PicLens]

12►

We like…

• Interior quality and features rivals Volkswagen
• Nice notchy 6-speed manual
• Great redesign

We don’t like…

• Buzzy engine note
• Steering is vague; dead spot on center
• Hard seats

Quick Spec Summary

2012 Kia Rio EX
Bright Silver Metallic with Black cloth interior
6-speed manual transmission
1.6 liter I4 – 138 hp / 123 lb-ft
Curb Weight – 1,179 kg / 2,599 lb
43 L tank – 6.6 / 4.9 L/100km (city/hwy)
Recommended Fuel – Regular

Base MSRP – $17,495
Options – $150
Delivery & Destination - $1,455
Total MSRP – $19,100

Options on Tester

• Colour Charge – $150

The Volkswagen Tiguan, refreshed for 2012, represents another step in the German automaker’s new unified design scheme. Most of their vehicles have now undergone the surgery to make them look like part of a family, and as the Tiguan takes its turn under the knife, it receives some genes from the dignified Touareg. At once, the Tiguan looks more mature, becoming less cute/more ‘ute. Our tester was loaded in Highline trim, which means it receives some of the fancier gear to set it apart from the rest of the lineup. In the mix are things like 19-inch Savannah wheels with sporty rubber, Bi-Xenon headlights, and LED daytime running lights which look to be curbed straight from the Touareg parts bin. These things combine to create a sharp-dressed little crossover, albeit an expensive one as well. In this Highline trim, the Tiguan will set you back $44,155, including freight and PDI. For that money, you could just as well go purchase a BMW X3, but the Tiguan will easily rival its German competitor on features and value. It may not have the luxury behind its name, but the technology is all there.

Inside the Tiguan, you might as well be in a BMW for the level of quality and features. In fact, at the price of the VW, the BMW is just getting started, and you’re likely to spend well over $50K to get the amenities in the X3 that our tester displayed. Items like Vienna leather seats, panoramic sunroof, and the Technology Package ($2,300) which adds things like touch screen navigation and a kick-ass Dynaudio stereo system. These are things that would make BMW go, show me the money!!! To a certain extent, you get the same response from VW, who is asking for over $40K for a small crossover, but this vehicle is well worth the price of entry. The seats are covered in sumptuous leather, and VW really knows how to do soft-touch dash materials like no one else. Here’s a hint to manufacturers looking to improve their interior material quality; go study how Volkswagen does it.

The Sport Package ($1,900) is hard to resist for how it transforms the entire look of the Tiguan. The Sport Package includes those aforementioned gorgeous 19-inch wheels, Bi-Xenon headlights, and ‘U’-shaped LED daytime running lights. With these features included, suddenly the Tiguan becomes very chic, upscale, and frankly, a little bad-ass. There’s certainly a touch of attitude in those flared wheel arches. One point we need to mention that detracts from the appeal of the Sport Package is the addition of the so-called ‘sport suspension’. Sure, the Tiguan now corners like it thinks it’s a small sports car, but the sacrifice for this control is ride quality. If you value your spine and perhaps the integrity of your joints, you want to avoid this sport suspension at all costs. This leads us to a nasty conundrum; those LED lights and achingly beautiful 19-inch Savannah wheels are only available with the Sport Package. We’re a sucker for form over function, so sadly, we’d likely sacrifice our comfort for the sake of looking oh so good.

In the get-up and go department, the Tiguan is only available with the perky, turbocharged 2.0L from the wicked GTI hatchback. The Tiguan is much portlier than the compact hatch, so naturally those available 200 horses are not as responsive, but the crossover is no slouch. A bit of turbo lag does rear its ugly head when trying to get off the line quickly, but you get over that pretty fast when the full effect kicks in and brings you up to speed in an efficient manner. While the Tiguan is offered with a 6-speed manual in the base trim, the all-wheel drive trim is only available with a Tiptronic 6-speed automatic. For some added fun factor, the GTI hatch will supply paddle shifters when the automatic is chosen, but the Tiguan gives you no such choice. The automatic does offer a manual mode as well as a Sport mode, but alas, not at the same time.

The Tiguan 4Motion all-wheel drive has fuel economy ratings of 9.8 L/100km in the city, and 7.4 L/100km on the highway. During our week of driving, we averaged a not-so-impressive 10.5 L/100km.

Initially, we were thrown by the steep entry price to the Tiguan, but after experiencing all the technology inside this vehicle, the comfortable, high-quality interior, not-so-comfortable ride, and great new styling including the Sport (appearance) Package, we might have been convinced that this is, indeed, a bargain! There are other manufacturers that might be able to throw together a package that on paper looks like it has all the same features for a much lower price, but there really isn’t anyone save the luxury marques that can come close to presenting the level of quality throughout every part of a vehicle like Volkswagen does.

[Show as slideshow]

[View with PicLens]

12►

We like…

• High quality interior materials and switchgear
• Sport Package styling additions

We don’t like…

• Rough ride of sport suspension
• 19-inch wheels & LED lights only available with Sport Package

Quick Spec Summary
2012 Volkswagen Tiguan Highline
Pepper Grey Metallic with Black Vienna Leather interior
6-speed automatic transmission
2.0L Turbo I4  – 200 hp / 207 lb-ft
Curb Weight – 1,647 / 3,631 lb
64 L tank – 9.8 / 7.4 L/100km (city/hwy)
Recommended Fuel – Premium

Base MSRP – $38,375
Options – $4,200
Freight & PDI - $1,580
Total MSRP – $44,155

Options on Tester

• Sport Package – $1,900
• Technology Package – $2,300

Chuck Reimer for Auto Addiction

**Full disclosure: at the time of this writing, this author was on a co-op work term with an automotive manufacturer; however, this press vehicle was driven prior to employment.** 

Let’s get one thing out in the open right off the bat. The new 2012 Chevrolet Sonic is not the Chevrolet Aveo. Well, at least not in North America. GM has had an extensive history of building cars they’d like to forget not long down the road, and the Aveo is certainly one of them. Although this new subcompact is still sold as the Aveo in other world markets, GM is hoping that slapping a new moniker on the tail of this little car will be enough to erase the memories created by the last eight years of Aveo production. We spent a week with the new Sonic, and within a very short time, any subpar subcompact fears were dismissed. Our tester was a 2012 Chevrolet Sonic LT 5-door hatchback finished in Victory Red with Dark Titanium/Jet Black interior with premium cloth seats. Is this smallest GM (for now) capable of competing in the new era of extremely competent small cars?

Competition
In a segment where 6 of 11 cars are all-new within the last year, the Sonic has got a tough battle ahead. In 2011, the Hyundai Accent ruled the subcompact segment, outselling the second place Nissan Versa by almost 8,000 units. Not too far behind in third is the Ford Fiesta, which has gained major momentum since its release as have many other Ford products. Rounding out the top 5 are the plucky Mazda2, and Toyota Yaris, which had lost a lot of steam coming up to its recent redesign. After only three months of sales in 2011, the Sonic certainly didn’t leap to the front of the pack, but it did manage to outsell the lackluster Scion xD. And somehow, the out-of-production Aveo managed to end the year in sixth place, likely thanks to overstock and major incentives.

Exterior Design
In profile, you’d have to take a second look to realize that this isn’t the Aveo. It’s not until you walk around the car that you begin to notice the details etched into the design of the Sonic that distinguish it strongly from its forbearer. For those who know, the differences are immediate, and mere mention of similarities may perhaps be considered insulting. From the front, the Sonic looks angry, brow furrowed and scowling. The hood features sculpted ridges over especially distinctive headlights; two circles protrude out of the headlight assembly uncovered, daring you to clean out the bugs that will inevitably get stuck in the little crevices. In the center, Chevy’s two-piece grille is tied together by a bowtie as is now standard on recent Chevrolet products.

Our tester wore standard 15-inch aluminum wheels, but handsome 17-inch options are available with the LTZ trim. The rear door handles are cleverly hidden in the ‘C’ pillar, giving the Sonic the appearance of being a 3-door hatch. The taillights feature the same sculpting as the lights at the front, and a spoiler rests on the back of the roof, providing shade for the rear window.

Interior Design/Functionality
Inside the Sonic is a design motif that will be familiar to Cruze owners, featuring a steering wheel that looks lifted straight from the Cruze, and the center stack has the same ‘Transformers’-inspired design as is becoming par for the course in Chevy vehicles of late. One different aspect is the gauge cluster behind the steering wheel, which is designed to look like it came from a sport bike. To the left, a large tach is housed in a circular enclosure, with gear teeth counting up the rpm range. Intruding into the right of the circle is a rectangular display that delivers other pertinent information to the driver, such as speed, fuel gauge, gear selection, and a trip meter. All the switchgear in the Sonic is pleasant to the touch and doesn’t feel like you’ve stepped into the typical so-called ‘penalty box’ subcompact. The cloth seats were heated, which was appreciated, and the cloth was comfortable.  We prefer this over cheap, flimsy leather that some manufacturers use in small cars to try to appear premium.

Engine
Our tester was equipped with the base engine, a 1.8 liter four-cylinder engine that ports out 135 horsepower and 125 lb-ft of torque. Compared to most other subcompacts, this is nothing to scoff at, but this isn’t even the best choice. The venerable 1.4L turbo mill from the Cruze is also available in the Sonic, with extra torque to help you scoot around town. We never felt the need to complain about a lack of power in our tester, so we can only imagine that the extra dose of push would have made the little Sonic a hoot to drive. The power in the Sonic is dialled in aggressively, making it difficult to get off the line smoothly and in an efficient manner; it’s one or the other. Once you give up yearning for the smooth take-off and realize that it’s begging to be driven harder, the fun begins and you realize that they may not have been kidding when they said the Sonic was tuned by Corvette engineers. Not that this car will ever give you the impression you’re in a Corvette, but you quickly tune into its eagerness.

Ride/Handling
Keeping with the raring to go mentality is the handling. Once you become comfortable enough to throw the Sonic into some hard corners, the car begins to show you how capable it really is. Show it a quick corner, and it will surprise you with a little tail-wagging mischief as you come around the bend. The car straightens out naturally and allows you to thrash your way into the next corner. This is how this car is most comfortable, which unfortunately means that in daily driving exercises, the ride is rather harsh when you’re meandering about town. This car is definitely more comfortable being rowdy, and it will reward you with lithe steering and accurate responses to your inputs. The brakes too, are a little lumpy when used lightly, but come into their own when you need the full stop.

Fuel Economy
When driven in manner approved by David Suzuki and Co., the Sonic will reply in typical small car fashion; as rated, at 7.7/5.6 liters per 100 kilometers. However, as you’ll note from previous statements, our driving habits weren’t exactly reflecting Mr. Suzuki’s wishes, and we fell short of the mark by a significant margin. What is the price for fun? Well, for the Chevrolet Sonic, we’d count it in the range of 8.6 L/100 km, as was the result of our driving week. Sometimes you can’t have it all. In those cases, you have to take a step back and evaluate your priorities.

Value
Typically, the purpose of purchasing a small automobile is to be frugal; in the cost of the vehicle, and likely also at the pumps. As such, we’ve been programmed to believe that you cannot have any servings of fun with helping of responsibility. The Chevrolet Sonic is here to disprove the theory, albeit with a driver at the helm that can lift their right foot up more often than we did. And with as much fun as we had with our LT tester, we can only imagine what a terror this little car would be with the turbo bee under its bonnet.

[Show as slideshow]

[View with PicLens]

12►

We like…

• Great handling characteristics
• Much better styling than Aveo

We don’t like…

• Normal driving characteristics
• Poor fuel economy

Quick Spec Summary

2012 Chevrolet Sonic LT Hatchback
Victory Red with Dark Titanium/Jet Black w/Premium Cloth Seats
6-speed automatic transmission
1.8 liter I4 – 135 hp / 125 lb-ft
Curb Weight – 1,230 kg / 2,712 lb
46 L tank – 7.7 / 5.6 L/100km (city/hwy)
Recommended Fuel – Regular

Base MSRP – $17,495
Options – $2,880
Destination - $1,495
Total MSRP – $21,870

Options on Tester

• Peace of Mind Package – $465
• Sound Package – $510
• Transmission: 6-speed Automatic – $1,500
• Front Driver and Passenger Heated Seats – $405

Chuck Reimer for Auto Addiction

**Full disclosure: at the time of this writing, this author was on a co-op work term with an automotive manufacturer; however, this press vehicle was driven prior to employment.** 

What hasn’t already been said about this car? The Chevrolet Volt has only been on sale in Canada for a few months now, but news surrounding the Chevrolet Volt has been nearly constant since the Volt concept was first revealed in 2007. Now, five years later, the Volt has finally made its way into reality, winning awards, creating controversy, and saving the planet along the way. We’ve seen the Volt, read all the reviews, and even spent a few minutes in it at various ride programs, but even so, we were excited to spend a few days in it as our daily driver. We weren’t able to spend a full week with it like most test vehicles, but the four days we had was enough to get a good sense of its capabilities. Our tester was a 2012 Chevrolet Volt finished in Crystal Red Tintcoat with Light Neutral Leather interior. Our situation was one that would require more time in gas mode than electric, so how does the Volt perform as a regular vehicle?

Competition
The Chevy Volt at this point will appeal to early adopters, people who are eager to try the newest product on the market, and in this case, one that could potentially save them a lot of money at the pumps. The Volt will compete strongly with hybrids that have already developed a presence in the market, and against electric vehicles that are beginning to trickle into dealerships, such as the Nissan LEAF and Mitsubishi iMiev. In its first three months on sale in Canada, Chevrolet has managed to sell 243 copies of the Volt. Since coming to market, Nissan has sold 111 LEAFs and in November, Mitsubishi sold 7 units of the iMiev. By comparison, the Prius, which is the most popular hybrid in Canada, has sold 1,815 cars in Canada this year, and sold more cars in November than Chevrolet has moved Volts in 3 months. At this point, the price of purchase for the Volt and other electric cars is high and may deter people looking for an affordable way to save money on their commute. While every manufacturer would love to sell millions of their green cars, the reality isn’t there, and so the intent is more so one of image, helping companies to bolster their green credibility.

Exterior Design
Even though the production Chevrolet Volt looks almost nothing like the concept that inspired it, the designers have done a fine job creating a striking design for the Volt while ensuring a slippery shape helps the Volt cut through the air. At the front, the Volt wears the standard Chevrolet two-part grille with the bowtie in the middle, but with one difference. The typical grille openings are now covered up because the Volt doesn’t need to have the air cooling the engine. Instead, the coverings help lower the coefficient of drag on the car. A low plastic air dam hangs off the front bumper, directing air around the car and guaranteeing scrapage coming out of driveways and parking lots. Around the side, unpainted plastic skirts lower the body of the car, again for aerodynamic purposes. The wheel wells are filled in by 17-inch five-spoke wheels that look good except for the optional polished aluminum finish. We would prefer a slightly more subtle look to the wheels, but nonetheless, the design is attractive, if a bit plain.

The port to plug in your Volt sits on the driver’s side just ahead of the driver’s door, and on the opposite side, a gas filler door sits in its typical spot just aft of the rear door. As is the style on recent Chevrolet vehicles, the reverse light is housed in a trapezoidal area on the lower center of the bumper, just underneath the licence plate. As with many hybrids, the Volt features a high, flat rear which helps to enhance aerodynamics. The rear window slopes back gradually and your rearward vision is interrupted by a spoiler that cuts through the middle of your view.

Interior Design/Functionality
Older people who may be technologically impaired would do well to avoid the Chevrolet Volt, as the interior looks like it was designed by teenagers who spend too much time playing videogames. The gauge cluster behind the steering wheel and the touch screen in the center of the dash are both loaded with technical displays and readouts that may lead to confusion, and could require a patient salesperson to explain all the functions and features. Trying to cover them all would require many pages; more than we currently have available. Once you become familiarized with the displays, it becomes second nature, and at a glance you see your range in full electric mode, gasoline mode, and combined total range. The screen behind the wheel also shows your speed, how efficiently you are driving, and your direction and cruise control speed if applicable.

Moving beyond the technology, the Volt interior makes a great first impression with lots of color contrast, soft white leather seats, and lots of room to fit four people comfortably. The battery pack runs through the middle of the back seat, creating a tunnel that prompted GM to place bucket seats in the back instead of a bench. Unlike most hatchbacks, the rear seats do not completely block off the rear cargo space under the hatch, providing easy access to items behind the seat, but a cargo barrier is available if desired.

While the design seems nice at first, further inspection raises some questions about interior material quality and placement. For instance, the plastic painted inserts in the front doors presents a colour found nowhere else in the vehicle, and when you compare the rear doors where you might think to find matching inserts, you find instead an entire door panel constructed of low-grade, recycled-look black plastic. Moving back to the uniquely-coloured front door inserts, which flow towards the front of the door and onto the dashboard into panels that simply lie on top of the dash and end abruptly. Not only is this a strange design choice, but the panel gaps where this panel meets at dash and door are atrocious for a production vehicle.

Engine Technology
This is where the Volt becomes interesting, and the money spent here is likely the cause of those interior cutbacks and foibles we mentioned. GM calls the Volt a ‘range-extended electric vehicle’ due to the combination of electric and internal combustion powering the vehicle. This makes the Volt sound suspiciously like a hybrid, but the difference here is that the Volt is never powered by the combustion engine. The 1.4 liter four-banger under the hood simply acts as a generator, powering up to charge the batteries when the charge runs down to a predetermined point. Full output of the 1.4L and two electric motors is 149 horsepower and 273 lb-ft of torque. As per electric vehicle rules, this torque is available at 0 rpm, creating a feel of performance off the line that is unexpected for most vehicles in this class.

The acceleration feel is very normal, except for the lack of engine noise, the Volt picks up speed smoothly and determinedly, only letting up at higher speeds. When you do run out of charge, the engine kicks in and sounds a bit industrial, but on the road the car is well damped and doesn’t let much of the sound into the car. Any sound that does creep in is easily taken care of with a little volume on the stereo.

Ride/Handling
Because of the heavy battery pack that sits low in the body of the Volt, handling is surprisingly neutral and controlled. Body roll is almost non-existent, and the Volt corners confidently unlike most other green-dominant vehicles. The suspension is also very well set up, soaking up bumps and returning a comfortable ride. The Volt features regenerative brakes, which are instantly noticeable and provide strong results with little effort.

Fuel Economy
Because of the setup of the Volt’s battery and gasoline-powered combination, it is hard to rate the fuel economy of the vehicle. If your daily drive was less than the range of the batteries and you had a charging station at home to plug in every day, your fuel consumption would be zero. In the opposite scenario where the car is never charged and runs on gasoline, fuel economy is no better than most compact cars, as the Volt is rated at 6.7/5.9 liters per 100 kilometers. Our test included pick-up with a full charge, which was quickly spent on the highway after only 46 kilometers at approximately 110 km/h. Throughout our test, we were able to half-charge the batteries on two separate occasions, which yielded another 37.4 kilometers of fuel-free motoring. At the end of 4 days, we had travelled a total of 422 km, 83.4 of which were on pure electric. Upon return, we filled the gas tank with 20.62 liters of premium fuel as required. If you calculate fuel economy based on total distance travelled including electric kms, our result was 4.9 L/100 km. However, if you were to calculate the average based on gasoline kms driven, the result shoots up to 6.1 L/100 km. These are both impressive results when compared to the average compact car, and they would certainly be more impressive if the opportunity to charge the car was more readily available.

Value
This car represents a giant leap forward for GM for their involvement in aiding the greenification of the automotive industry, and is truly a great accomplishment for the company. With so much all-new and unproven technology buried in the development of this car, it’s no wonder they have to charge so much, as the starting price of the Volt is a staggering $41,545. Our tester was then saddled with a few options which brought the grand total before taxes to $49,725. Fortunately, the Ontario government will give you back $8,230 on your purchase at the dealer, making the deal significantly easier to swallow. It is clear to see that you’re paying for the technology and not the quality of the car, as we mentioned the interior gaffes earlier, but all in all, this is a great achievement for GM.

[Show as slideshow]

[View with PicLens]

123►

We like…

• Noiseless driving in pure electric mode
• Smooth, effortless power
• Well-balanced cornering

We don’t like…

• Massive panel gaps
• All-touch interior controls

Quick Spec Summary

2012 Chevrolet Volt
Crystal Red Tintcoat w/Light Neutral Perforated Leather Seats
Continuously Variable Transmission
1.4 liter I4 & 2 Electric Motors – 149 hp / 273 lb-ft
Lithium Ion 16 kWh Battery Pack
Curb Weight – 1,715 kg / 3,781 lb
35 L tank
Recommended Fuel – Premium 91 octane

Base MSRP – $41,545*
Options – $6,730
Destination – $1,450
Total MSRP – $49,725
*Before gov’t rebate of $8,230

Options on Tester

Premium Trim Package – $1,695
Exterior Colour: Crystal Red Tintcoat – $565
17” x 7” 5-spoke Forged Polished Aluminum Wheels – $695
Rear Vision Camera & Parking Assist Package – $795
Radio: AM/FM/DVD-ROM w/Navigation – $2,295
Bose Premium 6-speaker Audio System – $695

Chuck Reimer for Auto Addiction

This is one of those rare occurrences when Canada receives a brand new product that will not be going on sale in the United States. The Chevrolet Orlando was originally scheduled to be sold all across North America, but at some point, the decision was made that our southern neighbours wouldn’t appreciate the qualities of the Orlando. Claimed to be the most fuel-efficient seven-passenger vehicle on sale in Canada, the Orlando packs three rows of seats into a fairly compact package. We’re typically of the opinion that vehicles smaller than a Suburban shouldn’t be forced to make an attempt to carry more people than it really has room for, so we were sceptical about the usefulness of that last row in the Orlando. Our tester was a 2012 Chevrolet Orlando LTZ finished in Summit White with Medium Titanium Leather seats and Mineral Silver interior accents. Can this truly qualify as a useful seven-passenger vehicle, or is that just a gimmick to attract small families?

Competition
The Orlando, as a small crossover-ish family hauler, comes into a tough and competitive segment against best-sellers like the Ford Escape, Dodge Journey, and Honda CR-V, which are the top three small crossovers on sale in Canada this year. In its first two months on sale in Canada, the Orlando hasn’t made any major inroads yet, but it has already managed to outsell the now-defunct Dodge Nitro and slow-selling Nissan Cube, and is closing in on the Chevrolet HHR. As it gains traction in the marketplace, the Orlando looks to go into 2012 with more gusto. With a new Ford Escape and Honda CR-V coming shortly, these leaders don’t look to be giving up any ground anytime soon, but the Cruze-based crossover will be looking for inspiration from the popular compact and perhaps make an impact for Chevrolet next year.

Exterior Design
The Chevrolet Orlando appears to borrow some styling cues from the cutesy-tough GMC Granite concept from a few years ago, but the compact box design of the Granite has been biggie-sized to squeeze more people inside. The Orlando rides on the same underpinnings as the popular Cruze compact sedan, which definitely makes it a crossover, but the profile creeps into the its-not-a-minivan territory. The Orlando stares at you with big eyes and that familiar bow-tie split grille, and our LTZ tester adds foglights into the mix at the bottom corners of the front bumper.  As you move around the side of the vehicle, you see the 18-inch wheels of the LTZ package that look much better than the standard 16-inch wheels on the Orlando. Our white tester hid most of the sculpting on the side of the vehicle, making it appear a little slab-sided, but on a darker colour, you would actually see some character lines.

The beltline is high, and when paired with the sloping roofline, the windows appear small, especially towards the rear of the vehicle. If you did manage to coerce someone into the third row seat, they wouldn’t have much of a window to peer out of. The squared-off, angular taillights match the simplified design of the Orlando overall, but it’s a clean look.

Interior Design/Functionality
If you’ve seen the interior of the Chevy Cruze, the Orlando will make you feel right at home, as the styling of the dash, center console, and steering wheel are almost identical. This is by no means a negative comment, as the Cruze has a friendly interior with well-placed, clearly marked buttons. The most obvious detail missing in the Orlando is the mesh-cloth on the dash which we liked in the Cruze. Instead you’ll find an expanse of hard-knock plastic that doesn’t look as catchy as the Cruze, but chances are it will hold up better over time. The most interesting interior feature, or so we thought, was the little cubby hidden behind the multimedia buttons. A quick depress of the centermost button on the bottom of the unit will allow the face to spring upwards, revealing a small, hidden compartment that serves as useful storage for your phone or iPod, and cleverly, GM has opted to place the AUX and USB connections inside for easy hook-ups.

The leather seats in our LTZ tester, while not of the highest grade leather, served to be comfortable anywhere we went. One point of frustration is the seat adjustment levers, and no, you don’t get power adjustable seats, not even in this loaded model which prices north of $30 grand. The lever for adjusting your seat back is placed at an uncomfortable and awkward location just behind the seatbelt attachment. After one attempt at finding a comfortable seating position, you will pray that the only other potential drivers will have your exact height and build, as to avoid having to set it again.

Engine/Transmission
GM has produced a prolific amount of 2.4 liter four-cylinder engines, but this is not your garden-variety Cobalt 2.4L. The Orlando, like the Chevrolet Equinox, uses a direct-injected 2.4L, which in this application produces 174 horsepower and 171 lb-ft of torque on regular unleaded gasoline. The Orlando is a bit of a porker, tipping the scales at 1,637 kg/3,609 lb, which means that the available 174 hp will need to be used efficiently to get around. Surprisingly, the Orlando exhibits spritely acceleration, never feeling sluggish or tired. Power is distributed well off the line, and although it has to work a little harder to pull up to highway speeds, the engine doesn’t feel strained doing so.

The Orlando is equipped as standard with a 6-speed manual transmission on lower trim levels with a 6-speed automatic standard on our LTZ tester and optional on LS and LT trims. This 6-speed is smooth at any speed, and does offer a manual shift mode, but we didn’t want to scare the proverbial kids, so we decided it was best left in ‘D’.

Ride/Handling
While the Orlando does provide a smooth and drama-free ride, its slab-sided panels do tend to catch the wind on the highway which does two things; wind noise is significant on the highway, and as you get up to speed, you’ll find the light steering allows you to get pushed around easily, forcing you to make constant small corrections to stay center in your lane.

Fuel Economy
Chevrolet promises the best fuel economy for any seven-passenger vehicle on sale in Canada today, and while we were sceptical, the Orlando is a relatively small crossover with a relatively small, and modern powerplant. On paper, the Orlando LTZ with automatic transmission is rated at 10.6/6.9 liters per 100 kilometers (city/hwy). We judge our good, average, and not-so-good based on how far under, close to, or over 10 L/100 km a vehicle returns, and anything in this class under 10 is a good thing. On that note, we’re happy to announce that we managed to squeak under the bar at 9.8 L/100 km after our week of driving.

Value
The base Orlando starts at under $20K. That is value defined, but as all value propositions go, you get what you pay for, meaning, you’ll get four doors and seating for seven, but anything else will cost you. So then, our LTZ tester with all the goodies rang in at $32,000 including options and destination charge. If your prerogative is to carry seven people, you’d better hope at least two of them are really small. If you want a small crossover with decent room for five, and the option for an extra seat to punish your kids in, the Orlando provides a stylish package that can be had for a low starting price. Just watch your wish list, as the options can add up in a hurry.

[Show as slideshow]

[View with PicLens]

12►

We like…

• Surprising power from DI 2.4L
• Hidden compartment behind multimedia unit
• Simple, contemporary styling

We don’t like…

• Pointless 3^rd row
• Awkward seat adjusters

Quick Spec Summary

2012 Chevrolet Orlando LTZ
Summit White with Medium Titanium w/Mineral Silver Accents w/Leather Seats
6-speed automatic transmission
2.4L I4  – 174 hp / 171 lb-ft
Curb Weight – 1,637 / 3,609 lb
64 L tank – 10.6 / 6.9 L/100km (city/hwy)
Recommended Fuel – Regular

Base MSRP – $28,495
Options – $2,010
Destination - $1,495
Total MSRP – $32,000

Options on Tester

• Leather Seating Surfaces – $910
• Power Tilt-Sliding Glass Sunroof – $1,100

Chuck Reimer for Auto Addiction

As we began to plan our trip to TestFest this year, we needed a vehicle that would meet several criteria; it needed to be comfortable for a road trip, fuel efficient, and able to transport several people with luggage. Enter the Lincoln MKZ Hybrid. It checked off all of our prerequisites and it gave us a great chance to compare luxury hybrid with the Kia Optima Hybrid we had just driven the week prior. The MKZ is currently one of the oldest vehicles in the Lincoln lineup, but is the only option for buyers looking for a hybrid. Lincoln is working up to a brand refresh, but before that kicks off, how is the current product presenting itself as a viable option in the luxury segment? Our tester was a 2011 Lincoln MKZ Hybrid finished in Ingot Silver Metallic with Charcoal Leather interior. How does the MKZ Hybrid fare in its intended role, and more importantly, is it worth the premium over the Ford Fusion Hybrid?

Competition
The midsize luxury segment doesn’t see sales figures like the rest of the midsize cars in Canada. The top-selling Mercedes E-Class in the luxury segment has sold less than one-fifth as many units as the top-selling Ford Fusion in the midsize, and the Lincoln MKZ, which shares underpinnings with the Fusion, fares even worse at one for every twelve Fusions sold. Nonetheless, the MKZ continues to hold its own, outselling newer competitors such as the Audi A6/A7, Infiniti M56, and Jaguar XF. Lincoln hasn’t received enough attention from Ford over the past decade, and while Ford bigwigs have promised to rectify this situation, Lincoln must trundle along with the rebadged Ford products they’ve been given.

Exterior Design
The MKZ carries on with a shape that evokes thoughts of yesteryear, with very simple design that breaks no new ground, not now and likely not even when it was fresh. Lincoln’s much-maligned signature split-wing grille may be the boldest design element on this car, and even it doesn’t create any controversy in this application. For all intents and purposes, this may be the new Buick for Buick owners who feel betrayed by a new, exciting design language that bids much younger. Yes, this car, and the entire Lincoln lineup are seriously in need of fresh, innovative designs to spark a new interest in the brand. If it sounds like we hate Lincoln, we don’t; we’re just young, and appreciate stirring designs that portray emotion and soul, something we find utterly lacking in this car.

Interior Design/Functionality
Unfortunately, the interior is designed with much of the same flair as the exterior, which is to say, not much at all. The highlight of the interior of the MKZ is the seats, which are covered in soft, Bridge of Weir leather and perforated to allow heating and cooling of your backside. The black leather is lightly offset by brown-ish piping that runs along the outside edge of the seat. Knowing full well that the majority of our test was going to be spent on the highway, we were grateful for those seats which were very comfortable over long stretches of highway.

The switchgear and dash layout in this car are good and bad at the same time. Much of the buttons used throughout the car, such as windows, locks, steering wheel buttons, etc. are still holdovers from Ford’s previous product cycles, and they do very little to invoke a feeling of luxury or quality in the vehicle. The buttons feel cheap, and the lock/unlock noise sounds like you’re sealing a military bunker. Newer Ford/Lincoln vehicles have thankfully replaced these buttons with much better equipment, but along with them comes the MyFord Touch system which is quite frankly the worst user interface we’ve seen in a modern vehicle. So in the MKZ then, you take the good with the bad; out-dated buttons and switches, but at least they’re still tangible buttons and switches.

Engine/Transmission
Like the Kia Optima Hybrid we drove earlier, the MKZ Hybrid uses the same combination of small four-cylinder plus electric motor to achieve V6-like power with four-cylinder economy. That’s largely where the similarities end, as the Lincoln uses a 2.5 liter inline-four without the direct-injection of the Kia, and the battery pack is different as well. The MKZ uses a tried-and-true 26 kWh nickel metal hydride battery that feeds the electric motor for 106 horsepower. This combines with the gasoline engine which produces 156 horsepower and 135 lb-ft of torque, for a total hp output of 191 hp. This may not seem like much, but the instant torque of the electric motor is greatly beneficial off the line, providing responsive acceleration. Unlike the Optima that can switch into electric mode at highway speeds, the MKZ maxes out in electric mode at 75 km/h but the more powerful electric motor means you can actually drive around town in electric mode quite easily without upsetting everyone behind you.

The Lincoln, like most hybrids, employs a continuously-variable transmission to distribute the power to the front wheels. The MKZ has a fairly quiet cabin, so the drone of the CVT doesn’t infiltrate your personal space too badly, which is a blessing.

Fuel Economy
For all the highway driving that we did during our test, we weren’t able to meet the low rating of the MKZ Hybrid, which is 5.6/4.9 liters per 100 kilometers (city/hwy). For a car that weighs close to two tonnes, that seems to be optimistic, so we were still more than satisfied with our results. According to our driving, the 66.2 liter tank should be able to transport you for over 900 km before running dry, which works out to our result of 7 L/100 km. In real world driving, this is subcompact territory, and you can do it in a midsize luxury car weighing over 1,000 lb more than most subcompacts.

Value
In MY 2011, the Lincoln MKZ Hybrid was available for the exact same starting price as the MKZ AWD, which was the first time any manufacturer had offered a hybrid for no premium over the standard gas engine variant. Moving into 2012, Lincoln has opted to up the entry price of the hybrid but has packed it with more standard features and equipment than you’d get in the 2011 model. This was a smart move, because in MY 2011, the difference in price between the MKZ and Ford Fusion Hybrid was only $3,200, which could lead to confusion for the consumer. Our tester was loaded up with all the goodies for a total MSRP of $45,075, which puts some distance between itself and the Fusion, but also puts it into dangerous territory against other, more luxurious brands. However, if you’re looking for the most fuel efficient luxury car available, as Lincoln claims, then the MKZ might be a good place to start looking.

[Show as slideshow]

[View with PicLens]

12►

We like…

• Physical buttons for stereo and HVAC
• Smooth, quiet ride
• THX-certified stereo sounds great

We don’t like…

• Outdated styling
• Switchgear is not high-quality
• Lack of solid brand identity

Quick Spec Summary

2011 Lincoln MKZ Hybrid
Ingot Silver Metallic with Black Leather interior
CVT automatic transmission
2.5L I4 with battery pack – 191 hp / 136 lb-ft
Gasoline Engine – 156 hp / 135 lb-ft
Electric Motor – 106 hp
Curb Weight – 1,702 / 3,752 lb
66.2 L tank – 5.6 / 4.9 L/100km (city/hwy)
Recommended Fuel – Regular

Base MSRP – $34,700
Options – $8,825
Destination - $1,550
Total MSRP – $45,075

Options on Tester

• Radio: THX-II Certified Premium Sound System – $1,000
• Voice-Activated DVD Navigation System – $1,600
• Vision Package – $4,000
• Adaptive High Intensity Discharge Headlamps – $625
• Power Moonroof – $1,600

Chuck Reimer for Auto Addiction

Little did we know when we took the keys to our vehicle for the week that we would be driving the 2012 Best Family Car over $30K, according to the Automotive Journalists Association of Canada. Now that another annual TestFest has gone by, we expect to see sales of Korean cars to soar based on their five collective category wins, with the Optima sedan taking two categories; the Optima also took home Best Family Car under $30K for the non-hybrid sedan. Illusions of such grandeur weren’t dancing in our head when we tested the fuel-sipping Optima, but we can understand why it was chosen. Our tester was a 2011 Kia Optima Hybrid finished in Bright Silver Metallic with Black Leatherette interior. What did the AJAC journalists see in this car that made it stand out above all the rest?

Competition
As manufacturers turn their eyes towards greening their lineups, new midsize hybrid sedans are popping up on the landscape on a regular basis it seems, and now the Koreans have joined the fray. As the Kia Optima and Hyundai Sonata share platforms and many technical bits, so do their hybrid variants. Toyota has just released their latest Camry, complete with hybrid option, and with Toyota’s leadership in the hybrid game, the Camry Hybrid should prove to be a popular entry for those looking to save on fuel. Ford has their hat in the ring with the Fusion Hybrid, and GM is soon to follow with the Buick Regal e-Assist. Of course, as the Chevrolet Volt isn’t a true electric vehicle, perhaps you could toss it into this mix as well. In the non-hybrid midsize sales race, Ford has led the way through 2011 with the Fusion, and Hyundai has been nipping at their heels all year with their popular Sonata. The Kia Optima has not yet made any big waves on the sales charts, but we expect their recent AJAC category wins should bring awareness to the consumer and help that situation.

Exterior Styling
While most companies choose to differentiate their hybrids in obvious ways to shout out that they’re hybrids, Kia has chosen a more subtle approach to the Optima. There are several features that set the Optima Hybrid apart from the standard issue Optima, but they are tasteful. As with many hybrids, the first initiative in body modification relates to streamlining for lower coefficient of drag. The Optima Hybrid takes a few plays from a well-used book, implementing lower bodywork all around, including a front air dam and active shutters that close at high speeds to improve air flow. The car also rides a little lower, and employs low rolling resistance tires on unique 16-inch wheels designed with a reverse 5-spoke appearance. A silver strip, which doesn’t stand out on our silver tester, surrounds the lower air dam on the front bumper and remains silver on other colour choices, serving as another visual differentiator of the Optima Hybrid. Otherwise, the Optima retains its sleek styling and good looks, reminding consumers that hybrids don’t have to look ridiculous to achieve great fuel economy.

Interior Design/Functionality
At its base MSRP of $30,595, the Kia Optima Hybrid packs quite a few standard features into the cabin to coddle its occupants. The media is handled via Kia’s new Uvo system, which like Ford’s Sync, is built in collaboration with Microsoft. The six-speaker stereo has satellite radio and USB/AUX inputs to allow you to enjoy your music from any source. Other features include dual-zone automatic climate control, heated seats, keyless start, and a reverse camera. Moving up to the Hybrid Premium will cost you a further $4,900, but the interior receives further upgrades, including heated rear seats, cooled front seats, heated steering wheel, panoramic sunroof, and a navigation system.

Our tester had to make do with leatherette and cloth seats, which are attractively styled with nice stitching all around. Two-position memory seating is also standard for those who share the car with another regular driver. As we only spent a few days with this car, we didn’t spend too much time behind the wheel, but the seats were very comfortable when we did. One complaint, however, is the comfort access, which automatically moves the driver’s seat back when the car is shut off. This feature might be useful for older buyers who have difficulty with ingress/egress, but we were unable to find any option to disable this feature. This becomes a nuisance when a passenger is sitting behind the driver, as they will find themselves getting squished by the driver’s seat if they fail to exit the vehicle before the driver shuts off the engine.

In the gauge cluster behind the steering wheel, the traditional tachometer is replaced by a so-called Eco Guide. In this gauge, the left side shows whether you’re charging or draining the battery, and the right side shows the level of charge available for use. In between the gauges, an LCD display has several screens to cycle through for trip and vehicle information, but our favourite was the Energy Flow screen, which displayed in real-time what was happening between the engine, the electric motor, and the wheels.

Engine/Transmission
Being a hybrid, the Optima employs two types of power generators; a traditional combustion engine and an electric motor. The engine is a 2.4L inline-four cylinder, which on its own produces 166 horsepower and 154 lb-ft of torque. The electric motor is powered by a 30 kWh lithium polymer battery, which is different than the typical nickel metal hydride batteries used by many other manufacturers in that it is lighter and more compact, and supposedly will hold its charge up to 25 percent longer. The electric motor, when running solo, provides 40 horsepower and      151 lb-ft of torque between 0 and 1,400 rpm. Combined, the gas and electric motors create 206 hp and 195 lb-ft which is slightly better than the standard Optima’s direct injected 2.4L, but much more fuel efficient.

The most impressive part of this powertrain is how seamlessly it transitions between electric and gas modes, and even at highway speeds on level or downhill stretches, you’ll see the tach drop to 0 and suddenly you’re gliding along on electric power! We became addicted to maintaining electric mode for as long a stretch as possible, which is difficult at times. The Optima Hybrid will go from a complete stop to city speed on pure electric, but only with the slightest of throttle inputs, guaranteeing that you’ll upset any traffic behind you.

Kia is one of the first manufacturers to pair a hybrid with a conventional step-ratio transmission which goes a long way to making you feel as though the hybrid you’re piloting is no different from any other vehicle you’ve ever driven. The Optima Hybrid uses the same 6-speed automatic transmission used in many other applications throughout the lineup.

Fuel Economy
After spending a few days with the Optima Hybrid trying to perfect our game of How Slow Can You Go, we were thrilled at some of the numbers we achieved on the average fuel economy read-out. The Optima Hybrid is rated at 5.6/4.9 liters per 100 kilometers, which we verified is achievable with enough patience. We didn’t always have this kind of time, but you take the good with the bad. We weren’t quite able to match the EnerGuide numbers, but we still managed to average a respectable 6.7 L/100 km. Considering our best real-world fuel economy average for a subcompact car thus far is 7.0 L/100 km, we came away very impressed by the capabilities of this mid-size car.

Value
At its starting price of $30,595, the Kia Optima Hybrid is priced above all but the Ford Fusion Hybrid. This could make it difficult to plead its case, especially against the proven hybrid technology from Toyota in the brand new Camry. The Optima comes standard with more interior amenities, aluminum wheels, and a 6-speed automatic transmission, not to mention better design. All of these things combined to impress the judges at AJAC’s 2012 Car of the Year competition enough to name the Optima Hybrid the Best New Family Car over $30K.

[Show as slideshow]

[View with PicLens]

12►

We like…

• No CVT
• Electric mode at highway speed
• Better than subcompact fuel economy

We don’t like…

• Goofy wheel design
• Can’t disable comfort access

Quick Spec Summary
2011 Kia Optima Hybrid

Bright Silver Metallic with Black Leatherette interior
6-speed automatic transmission
2.4L GDI I4 with battery pack – 206 hp / 195 lb-ft combined
Gasoline Engine – 166 hp / 154 lb-ft
Electric Motor – 40 hp / 151 lb-ft (0 – 1,400 rpm)
Curb Weight – 1,583 / 3,490 lb
65 L tank – 5.6 / 4.9 L/100km (city/hwy)
Recommended Fuel – Regular

Base MSRP – $30,595
Options – $150
Excise Tax – $100
Destination - $1,455
Total MSRP – $32,300

Options on Tester

• Colour Charge – $150

Chuck Reimer for Auto Addiction

As little boys growing up, we all probably had a poster of a Lamborghini, Ferrari, or Porsche on our wall. That was the aspirational picture, something to long for while we grew up. As we get older and adopt responsibilities, our priorities may change, but we never lose that lust for speed and thrills that was represented by the posters on our walls. Every now and then, a manufacturer recognizes that grown-up desire and provides a machine that is both practical tool and raging beast in the same breath. Cadillac is now offering this compromise in the form of the Cadillac CTS-V SportWagon, which melds two worlds together by combining the comfortable, roomy, and luxurious CTS SportWagon with snarling V8 power. This was our chance to live out one week with the adult equivalent of our childhood automotive wet dream, and we dropped everything for this experience. Heart beating a mile a minute, we took the keys and set off. Our tester was a 2011 Cadillac CTS-V finished in Radiant Silver Metallic with Ebony Leather/Suede interior.

Competition
In our tester’s long-roof format, Cadillac faces no equals this side of the Atlantic at the moment. Sure, you can buy 400+ hp four-door rocket sleds from BMW, Mercedes-Benz, and Jaguar, but if you’re as awestruck as we are with the concept of shovelling way too much power into something as domestic as a station wagon, there’s no comparing to the CTS-V SportWagon. AS for segmenting, the CTS matches up in size to the midsizers from other luxury marques but is priced significantly lower, more like a BMW 3 Series or Mercedes C-Class. If you put the CTS in the midsize class, it’s putting up a fair fight against its competitors, sitting in second place only behind the Mercedes-Benz E-Class.

Exterior Styling
The CTS-V SportWagon exudes machismo from every pore, yet somehow when you’re driving a wagon, you’ll fly under the radar, except when someone notices the V8 rumble coming from your family-hauler. For the enthusiast, there are plenty of cues that hint at the capabilities of this car, such as the 19-inch split 5-spoke rims, or perhaps the massive Brembo brakes behind them. At the front, a low front lip spoiler makes sure you take care over speed bumps or steep driveways, and the mesh in the grille is a Cadillac V signature. Another clear giveaway to the beast underhood is the sizeable bulge on the hood which gives enough clearance for 556 hp to fit inside.

Moving around the side, the only thing different here is the larger wheels and brakes we mentioned earlier. A small ‘V’ badge is placed on the front doors just behind the front wheels, but this is only significant to afficianados that are familiar with this designation. At the rear of the car, another ‘V’ badge is affixed to the hatch, and chromed dual exhaust tips poke out from the bumper, which is visually differentiated by flared edges. The whole effect is relatively subtle, but sexy as all get-out. This car looks all business, and while the changes may not be immediately obvious to the common passer-by, Cadillac has tweaked the SportWagon in all the right places to make this a muscular, bad-ass, yet practical beast.

Interior Design/Functionality
The interior has been massaged as well for that elegant mix of business and pleasure. First and foremost, the seats. It may be hard to justify adding almost four grand to the bottom line for a pair of buckets, but place yourself in the driver’s seat and you’ll never look back. Recaro is known for making a fine racing seat that’ll hold you in place; turns out they know how to make those seats luxuriously comfortable, too. Suede inserts on the back and bottom are ventilated to provide heating and cooling to your backside on demand. The back and bottom bolsters are adjustable to provide maximum hugging, and a thigh extension makes sure that every last part of you is properly supported. That same grippy suede shows up on the shifter, steering wheel, and door panel, and feels fantastic in your hands around every turn.

Typically, we haven’t been a fan of Cadillac’s pop-out navigation screen, but it’s a love/hate relationship. The dash looks great when the nav is tucked away, but we hate how it breaks up the clean design when it rises up out of the stitched dash. In our last review of the Buick Regal, we complained about the button rash on the center stack, and Cadillac has really done a great job minimizing that clutter by integrating a few more controls into the touchscreen, and an overall better button layout helps with the ones that are left. One button we spent a few minutes hunting for was the traction control button, which put a smile on our face when we found it in the most obvious of places; the steering wheel, where it is placed for easy access.

Engine/Transmission
This is where it starts to get really interesting. See that bulge on the hood of the car? That is there to make sure the 6.2 liter supercharged V8 fits under the hood. This 6.2L is the LSA, which is a derivative of the LS9 that barks orders from the front of the venerable Corvette ZR1. The LSA is well shy of the ZR1’s 638 horsepower, but the CTS-V still pounds out a substantial 556 horsepower, and the supercharger helps beef the torque output to 552 lb-ft. This car weighs in at 1,924 kg/4,241 lb, which is only 123 lb more than the standard CTS SportWagon, but with 251 extra horsepower the CTS-V carries only 7.6 pounds per horsepower! As described by Rutledge Wood on Top Gear America when the CTS-V SportWagon smoked a Ferrari California in a drag race, “This is faster than stupid fast; this is F U fast!” Yeah, and then when the Stig took it around their track, the CTS-V SportWagon cranked out a time faster than the Mercedes SLS AMG! GM is here to show the world they can build a car that stands up with the best in the world, not just in a straight line, but around a track as well, and you can take your whole family along for the ride. We’re not usually one to throw out stats, but let’s just add in one more; 0-60 in 3.9 seconds. The feeling of this kind of acceleration leaves you speechless, as you leave your words in the dust. This car is ridiculously capable of highly illegal speeds, but thankfully the pedal is heavily weighted, so excessive speed will only be caused deliberately by your extra effort.

The Cadillac CTS-V comes standard with a 6-speed manual short-shift transmission, but unfortunately, our tester was saddled with the optional 6-speed automatic with steering wheel-mounted shift buttons. While the manual is significantly more fuel efficient, the automatic is faster to 60 mph, so you’ve got a decision to make which you prefer. We know we’d prefer the manual, not for the fuel savings, but for the sheer enjoyment. The automatic does a fine job, nonetheless, and while the manual shift mode is pretty snappy, we soon preferred to just leave it in ‘D’.

Ride/Handling
This car is always fantastically composed, whether driving down to the grocery store with your family, or carving corners on your favourite back roads. The CTS-V owes this composure to the complex Magnetic Ride Control system, which uses dampers filled with magnetorheological fluid and sensors that read the road an astounding thousand times per second, and adjust accordingly.

When it comes to bringing massive speed down to earth, Cadillac has employed the services of six-piston Brembo brakes, with discs front and back bigger than the wheels on our first car. Discs in the front are almost 15 inches in diameter, and the back discs are only slightly smaller at 14.7”. Jamming your foot on the brake pedal is only advised in emergency situations, as the stopping force is so powerful,  you may cause passengers to shriek like little children. The steering is speed-sensitive hydraulic-assisted, and is appreciably heavy to allow for precision control. In a car this powerful, the traction control is best left on unless you’re prepared for the effects, but even with the nannies on, the CTS-V safety systems will still allow the tail to wag a little before reeling you back in predictably.

Fuel Economy
Is it wrong to say we were disappointed at how fuel efficient our week turned out to be with this car? Let’s back that up a little before we go on. By no means should you consider this car if fuel economy appears anywhere on your list of vehicle wants, but we went into this test expecting atrocious results, and came out mildly surprised. The CTS-V SportWagon with automatic transmission is rated at 17.7/10.7 liters per 100 kilometers (city/hwy, manual transmission: 14.9/10.5), and at most points of our week, we were not making any attempt to meet those standards. It came as a shock then, at the end of our week when we tallied our mileage to see that we still ended up with a decent 16.8 L/100 km. Still, with a 68L tank that requests, nay, demands premium octane fuel, you’ll still find your wallet much emptier each and every time you pull into a fuel station.

Value
How can you even begin to define the value of a car like this? Our tester, with a few options checked off, totalled up to $84,100. That’s a pretty big price tag for any car from GM, but consider the immense capabilities of this vehicle, and look at what else you can buy that packs 556 hp, comfortable room for 4 or 5 people, and luxury car amenities into a package under $85,000. We’re pretty sure that you’ll come up with the same answer we did; nothing. C’mon, this car can take your friends out for lunch, stop at IKEA for some new furniture, and then head down to a track and spank exotic cars more than twice its price! That’s gotta count for something! All we know is, we absolutely love this car, and after spending a long time lusting after it and a week driving it, we want it more than ever; except with the 6-speed manual. That’s a win for American muscle!

[Show as slideshow]

[View with PicLens]

123►

We like…

• Recaro bucket seats
• Usable for any situation
• V8 rumble sounds great

We don’t like…

• Automatic transmission

Quick Spec Summary

2011 Cadillac CTS-V SportWagon
Radiant Silver Metallic with Ebony Leather/Suede interior
6-speed automatic transmission
6.2L Supercharged V8 – 556 hp / 551 lb-ft
Curb Weight – 1,924 kg / 4,241 lb
68 L tank – 17.7 / 10.7 L/100km (city/hwy)
Recommended Fuel – Premium recommended, not required

Base MSRP – $74,820
Options – $7,730
Destination - $1,550
Total MSRP – $84,100

Options on Tester

• Recaro Heated/Ventilated Performance Seats – $3,910
• Transmission: 6 speed automatic – $1,815
• UltraView Double Sized Power Sunroof – $1,660
• Sueded Steering Wheel – $345

Chuck Reimer for Auto Addiction