Yukon Hybrid big in many ways

I’m still trying to figure out if I should feel proud or embarrassed for picking up a GMC Yukon Hybrid on Earth Day recently.

Yes, it’s a fuel-lovin’ four-wheel drive truck that seats more people than my living room can, but it also uses a great new hybrid system that can, in theory, give it fuel economy numbers almost equal to more compact SUVs like the Acura RDX.

Either way, I’ll say this much - I’m glad I had a chance to try this behemoth of a truck out for a week (yes, despite gas prices currently hovering at around $1.25 across Canada).

The Yukon Hybrid is brand spankin’ new for 2008, and GMC didn’t do things halfway in developing it. The vehicle’s 2-mode hybrid system is a joint venture between GM, BMW and DaimlerChrysler, and works like many hybrids on the market these days - at low speeds, the vehicle uses either all-electric power, all-gasoline or a combination of both, while at higher speeds the vehicle uses either electric plus gasoline, or all gasoline.

In addition to that, the Yukon hybrid employs GM’s Active Fuel Management technology; when full power isn’t needed, the truck automatically and seamlessly shuts off four of its eight cylinders, which is simply another way to save on gas.

GM didn’t stop there though. With the hybrid version of the Yukon, the automaker also used lightweight aluminum on the hood, liftgate and wheels, lowered the front of the vehicle, and added a small rear spoiler for improved aerodynamics. The lowered ride height and unique fascia actually gives this Yukon the edge over its gasoline-only brethren when it comes to looks, too. Now if only GM could rid of a few of the seven or eight ‘HYBRID’ decals splashed all over the exterior …

The question is: does all of this actually make the Yukon - the dictionary definition of a gas-guzzling SUV - something noticeably less harsh on the environment and your wallet?

The answer is yes, but I’d like to throw an asterisk there. Because though I was happy with the economy numbers I finished with, it took a lot of work. A LOT - as in always driving the speed limit, absolutely no quick stops or starts, and using cruise control whenever possible, just for starters. Heck, I can count on one hand the number of times I turned on the air conditioning over the course of seven days - literally. And keep in mind the windows were almost always rolled up as well. No shortcuts here!

All of these things allowed me to manage an average of 12.0 L/100 km. after a little more than 600 km. of travelling over a mix of city and highway driving (more city than highway).

That may seem like a high number, but don’t forget that this is a full-size SUV that weighs a little less than three tons. For comparison’s sake, remember what an improvement this is over the Flex Fuel Yukon 4×4, which has an estimated fuel economy rating of 19.9/13.8 L/100 km. (city/hwy) on regular gasoline … 12.0 L/100 km. doesn’t look so bad after all.

The Yukon Hybrid is for the most part still a beast of a machine when needed though. Utility is still the name of the game here and any Yukon, hybrid or not, has to be able to carry, pull and hold a lot of stuff to be considered buyable. And it does.

The V8 under the hood helps it tow up to 6,200 lbs., and the hybrid version comes standard with heavy duty trailering equipment that includes a weight-distributing hitch platform with two-inch hitch receiver. Oddly, it feels slow during regular passing manoeuvres on the highway, even with no cargo and only one person inside.

The Yukon fits eight passengers thanks to a standard 50/50 split three passenger third row seat. It’s a little tough getting past the second row to the third but once two people are seated (I suggest you rarely put three people back there), it’s moderately roomy. The second and third row seats, meanwhile, are thoroughly cozy and supportive.

General Motors did a fantastic job when it redesigned its full-size SUVs in 2007 and the formula isn’t changed much for 2008 - the interior especially. All controls are simple, clear and easy to read and the important ones also sit on the steering wheel (standard) for even more convenience. The materials inside aren’t really of extreme quality, but neither are they cheap.

It’s important to remember that buying a full-sized hybrid SUV like the Yukon isn’t enough if you truly care about saving on gas, as opposed to just making a lame attempt at an ‘I’m environmentally-conscious!’ statement. If you’re willing to make some sacrifices in terms of how you drive, the Yukon Hybrid is a definite step in the right direction.

Acura RDX

This article is not available in English. Dorénavant, se procurer un véhicule à vocation unique ne sera plus possible. À une certaine époque, une voiture familiale servait uniquement à transporter la famille au camping et faire les courses. De nos jours, ce même véhicule familial doit remplir une multitude de rôles; transporteur de luxe, un tout terrain et même une voiture sport. Il ne faut surtout pas oublier que ce véhicule doit également être économique.Le RDX d’Acura répond bien aux exigences d’un véhicule familial moderne et polyvalent. Acura a entrecroisé les gènes des TL, MDX et CSX Type-S dans un modèle qui chevauche plusieurs créneaux. Tout comme l’EX35 d’Infiniti et le X3 de BMW, le RDX est un VUM de luxe compact. Sur ce dernier point, il ne faut surtout pas oublier que l’utilisation du terme compact aujourd’hui ne veut pas nécessairement dire petit ou dimensions ajustées. Le RDX est plus large que la nouvelle Honda Accord berline et sa longueur correspond à 10 cm de plus que celle de la Civic berline. C’est donc dire que les proportions du camion sont justes et que l’habitacle peut accueillir cinq passagers.

La silhouette est musclée et sûre d’elle-même. Le RDX affiche une confiance qui plaira à ceux et celles qui recherchent le côté prestige, mais sans tout ce chrome. La calandre Acura lui va à merveille, tout comme celle du MDX, un qualificatif qu’on ne peut appliquer à la nouvelle TSX, mais je m’éloigne du sujet. De l’extérieur, tous les RDX sont identiques et c’est un aspect très appréciable de la part d’Acura. Par conséquent, tous les RDX sont équipés avec les jolies jantes de 18 pouces, les phares antibrouillard et les embouts d’échappement double. Si vous préférez démarquer votre RDX du peloton, Acura met à votre disposition une panoplie d’accessoires, dont des jantes de 19 pouces et un ensemble de jupes de performance.

Même si le RDX est beau au regard, selon moi, c’est l’habitacle qui fait toute la différence. Il accorde parfaitement la technologie, le cuir, le sport et le confort. Premièrement, il nous propose d’excellents sièges surtout à l’avant. Si Volvo a la cote pour les voitures européennes sur ce point, c’est Honda/Acura qui remporte la palme chez les fabricants japonais. Le niveau de support est confortable autant pour un long périple vers la Floride qu’une aventure sur les routes sinueuses de la Gaspésie. L’instrumentation est exhaustive avec une jauge de pression du turbo et elle est parfaitement agencée avec les contours en aluminium et les autres accessoires. De tous les systèmes d’interface à écran non tactile, celui d’Acura est de loin le meilleur. La roulette au centre de la portion centrale est intuitive; seuls les contrôles audio nécessitent un moment de réflexion avant d’agir.

Deux autres points importants priment chez Honda/Acura, la qualité de l’assemblage de leurs voitures et le souci porté au moindre détail. Que ce soit pour la Fit ou la RL, chaque produit Honda reçoit le même niveau d’attention. La planche de bord du RDX doit comprendre près d’une douzaine de composantes différentes, mais lorsqu’on regarde le produit final, on a l’impression que le tout n’est qu’un seul morceau. De plus, les matériaux sont d’une belle qualité.

Ceux qui sont soucieux de l’environnement, mais pour qui sacrifier la performance est une situation difficile à envisager, le moteur à quatre cylindres de 2,3 litres turbocompressé du RDX répondra à leurs exigences. Puissant avec 240 chevaux et 260 lb-pi de couple, ce moteur tricote le trafic, les autoroutes et les dépassements avec beaucoup d’aisance. La boîte automatique à cinq rapports SportShift avec mode manuel est constamment aux aguets des demandes de son maître. En situation de conduite moyenne, soit environ 60 % en ville et 40 % sur l’autoroute, ce groupe propulseur est en mesure de maintenir une consommation moyenne d’approximativement 10,5 litres aux 100 km. Mes données sont le résultat de 75 % de conduite en ville.

Le comportement routier du RDX est talentueux, surtout si vous avez un léger penchant pour les apex. Grâce en partie au système de traction intégrale SH-AWD, le RDX ne demande qu’à être guidé et les suspensions et les quatre roues s’occupent de la traction. Le RDX jouit d’une des meilleures tenues de route dans sa catégorie, mais ce n’est pas au détriment d’un roulement agréable. À moins de viser les nids de poules, le RDX maintient la stabilité et le confort en tout temps.

Si les freins sont plus qu’à la hauteur des performances de l’Acura, la direction le semble moins. Même s’il offre une bonne prise, le volant est un peu grand et amplifie l’assistance omniprésente de la direction; en autres mots, elle est exagérément légère. Un véhicule au tempérament plutôt axé sur la conduite sportive devrait avoir une direction mieux dosée.

À titre comparatif, le RDX propose le rapport entre équipement et prix le plus attrayant. Du côté des performances, le RDX ne présente pas les statistiques les plus impressionnantes, mais il ne faut pas percevoir ce point comme étant un handicap réel. Ce que je trouve particulièrement engageant chez le RDX est qu’il n’est pas aussi reconnaissable qu’un X3, se passe du chrome de l’EX35 sans toutefois passer pour un véhicule « normal ». Le RDX est un choix songé qui saura transporter luxueusement la famille au chalet sans trop consommer.

New TSX

There are times when the theory of evolution plays with one’s emotions and driving the second generation Acura TSX is one of those times.The 2009 version is slightly larger and a whole lot more fun to drive. On top of that, it’s more comfortable and contains more safety features.

Acura says its “entry premium” sedan is aimed at young professionals in their early to mid-’30s. In other words, they’re after the “look-at-me-crowd” with an eye to performance.

Demographic-setters be damned. This car appeals to me, too, and I’m well past the mid-’30s. I’m also not a look-at-me, attention seeker. Neither is my wife, who also likes the car.

Why?

Well, it looks good – a well-proportioned wedge shape with sharp lines and a solid stance. On the inside, the test car’s leather appointments are well crafted, the seats are comfortable and the passenger gets power seat adjusters. Both up-front seats get heat – which for my liking could be hotter, especially in the lower back area.

The test car came with everything you can put on, or in, a TSX. The company bills it as the Technology Package and it brings the price tag to $40,300, still not bad considering the equipment.

The base car, which starts at $32,900 brings considerable bang for the buck as it is. You get a moonroof, power passenger seat, remote entry, power everything, heated cloth seats, premium 7-speaker audio system and Bluetooth HandsFreeLink cell phone interface.

A premium package adds leather seats, XM radio, driver seat memory, and digital media auxiliary USB jack. The technology package gives you Acura/ELS Surround premium audio system with note feature for XM radio, navigation system with bilingual voice recognition, and a rearview camera.

Honda does manual transmissions so well, and that’s the basis for gear selection for all TSX models. It’s the kind of transmission that has you running up and down through the gears just for the fun of it.

The five-speed automatic offers steering wheel-mounted paddle shifters which work well enough, if you’d rather let electrics handle the job. The slushbox moves through the gears easily and smoothly and doesn’t hunt around for the right gear on long inclines.

To access the manual mode with its paddle shifters, you pull the gear selector straight back – no wacky gate system. Once there, you find this is a true sport shift – the transmission will hold the gear right to redline.

I have no problem with that nice bit of work, I just don’t like the left hand/right hand upshift/downshift system. Seems I’m always crabbing about this, but I’d rather be able to shift up or down with either hand.

But I certainly have no problem with what that transmission is connected to: Honda’s i-VTEC system that gets 201 horsepower out of a 2.4L 16-valve four-cylinder engine and it gets those horses moving with 170 lb.-ft. of torque (172 with the manual shifter).

Step on the gas and the car responds instantly, whether you’re passing on the highway or getting off the line at a traffic light. Power is there when you need it.

It’s not often you get even close to Transport Canada fuel consumption figures, but the test car did it. I didn’t believe it after driving 300 km, so I reset everything and had another go at it around town and on the highway for another 300 km…8.9L/100 km combined with the automatic transmission. That’s the combined figure for TSX with the manual transmission.

No, I wasn’t babying it, either. I was having too much fun playing in corners. This car loves the bendy bits.

On dry roads, stability control with traction control jump into the fray only when you get the car considerably out of shape…and that’s not an easy thing to do. When roads get icy (and I had this thing when a spring blizzard belted the Calgary area), the system ensures you maintain course.

The new generation has developed better manners on the road. The ride is smoother and the cabin is much quieter than before, a nice place to enjoy your music on the 10-speaker surround sound system. The only time I noticed wind noise was in a howling 60 km/h crosswind and even then it wasn’t unbearable.

Cabin space is good for four people and the trunk can swallow a rather impressive amount of gear. If two people are on a road trip, the split/folding rear seatback drops down to increase the hauling capacity.

Here, in short, are some other highlights about this car:

Headlights provide excellent illumination. You don’t find yourself straining to see ahead in the dark.

Navigation system is easy to get along with and the mapping is quite up to date.

Phone interface sets up easily and works well.

The switch for the power moonroof is on the overhead console (and about time, too!).

Backup camera provides a good rearward view and stays cleaner longer when the roads get crappy.

If you’re looking for a car in this category, be sure you put the TSX on your to-look-at list.

Audi Q5

This article is only available in french. La catégorie des VUS compact de luxe est en plein effervescence. Les BMW X3 et Land Rover Freelander ont fait cavalier seul pendant quelques dans ce segment, mais l’arrivée récente de véhicules comme l’Acura RDX et l’Infiniti EX est venue changer les choses. Sous peu, Volvo introduira aussi son deuxième utilitaire sport, le XC60. Et voilà qu’Audi vient tout juste de dévoiler officiellement son nouveau joueur dans ce segment, le Q5.D’abord lancé en Europe, le Q5 sera offert là-bas avec un choix de trois motorisations. Deux d’entre-elles seront des diesel, tandis que l’autre, à essence, nous sera le seul destiné. Il s’agit d’un V6 de 3,2 litres FSI développant 265 chevaux et 243 lb-pi de couple. Ce moteur sera accompagné d’une boîte automatique Tiptronic à changement rapide ainsi que du système de traction intégrale Quattro à prise permanente. Notons que ce système permet d’offrir jusqu’à 85% du couple aux roues arrière, mais aussi jusqu’à 65% vers l’avant.

Avec le Q5, Audi n’entend pas offrir un véhicule d’entrée de gamme. Le niveau de luxe et de caractéristiques de série promet donc d’être relevé, comme en fait foi le communiqué de presse. On parle ici d’un système d’accès et de démarrage sans clé, de la climatisation automatique à trois zones, de la sellerie de cuir avec assise chauffante et d’une chaîne audio à huit haut-parleurs. Le Q5 sera aussi le premier véhicule à adopter la troisième évolution du système d’interface MMI.

Bien sûr, le prix du Q5 n’a pas encore été dévoilé. Le véhicule devrait fait son apparition en Amérique du Nord d’ici environ un an.

BMW 5 Series: A magnificent rendition

The BMW 5 Series needs no introduction. This 2008 550i may be the best car I have ever driven. It is not the fastest car. It is not the most exciting car. It is not the most expensive car. It is just an extremely competent rendition of what we traditionally refer to as a car.

The 550i can carry four adults with some luggage, has an engine in the front with an automatic transmission, has traditional proportions, is of average size and from afar, doesn’t look like anything special. If you compare the BMW 550i to its bread-and-butter equivalents, like the Toyota Camry or Ford Taurus (which represent what the classic definition of a modern car is), the 550i is magnificent.

Sure, there is the BMW 750i, but it is a luxury land-yacht, and something else all together. The 550i is not over the top in any one way: it is just very good at everything you could ask a car to be.

Now, we wonder why everyone isn’t already driving this premium German sedan. Well, the answer is simple: $86,200. What you get for your money is a 5 with recently revised styling, a 4.8-litre V8 driving the rear wheels, a six-speed automatic and a slew of techno gadgets that are actually useful. As a bonus, the M trim package (derived from BMW’s high performance M cars) is a no-charge option on the 550i.

Some may say they can get a Chrysler 300C with nearly as much power and nearly as many options as the 550i for half the price. Those who say that don’t have the money (not that I do), and are only guessing what the 550i is like.

When you get into the driver’s seat, it feels like something different. The seat is a little on the stiff side, but once adjusted, fits like it was moulded around you. The M steering wheel is oddly satisfying to hold in your hands. There are no cheap bits anywhere in the interior, and its design is almost more like furniture than that of a functioning automobile.

The controls and ergonomics are a highly discussed subject — a result of BMW’s iDrive. If it is your fist time with it, you will get frustrated. I have used it in a few BMWs now, and find it easy. So if you are buying the car, don’t worry, you’ll get the hang of it.

As long as the key fob is inside the car, the engine will spring to life with a quick jab of the start button. It idles quietly, and gives no impression that it makes 360 hp and 360 lb.-ft. of torque. Moving, or rather selecting, the transmission into drive is done by pressing a button and pulling back on this joystick-like thing; reverse is the opposite, and park is a button on top.

As soon as you make a few turns in the parking lot, turn onto the road and give it a little throttle to see what happens, its price tag is immediately justified. You are quietly and quickly pushed down the road and when you reach a speed that feels like the speed limit, you are in fact doing 30 km/h over. It gains speed subtly, yet with vigour.

There is just the right amount of engine noise and vibration to let you know what’s going on. With the throttle down, on anything other than a straight-ahead drag-style launch, the traction control light blinks at you constantly.

My tester had $7,300 in options including comfort seats, heated rear seats, park distance control, seven-channel audio system, lane departure warning system, head-up display, voice control and navigation system.

The lane departure warning system is interesting. Instead of beeping at you as some similar systems do, the steering wheel rumbles slightly to let you know you might be drifting in your lane. The head-up display is pretty cool as it displays your speed in orange digits that appear to be floating about three inches off the hood. The Bluetooth cellphone connectivity is super easy to use, and makes chatting while you drive a pleasure.

There is nothing specific that jumps out as being fantastic with the 550i. Its defining feature is a strong overall sense of competence and poise. When you drive at more than 100 km, sit in construction, have a meeting on the fly, battle traffic and enjoy doing it, you will understand what $86K can buy you.

Fact File

2008 BMW 550i

As tested, before tax: $86,200

Options: Premium Package ($3,300) includes comfort seats, heated rear seats, park distance control, logic 7 sound system; Technology Package ($4,000) includes lane departure warning system, navigation, head-up display, voice control ($4,000).

Freight: $1,995

Configuration: Front-engine, RWD

Engine/transmission: 4.8L V8 / 6-speed automatic with sequential shift

Horsepower: 360 @ 6,300 rpm

Torque: 360 lb.-ft. @ 3,400

Fuel required: 70 litres, premium

EnerGuide fuel ratings (L/100km): 13.3 city. 8.3 hwy

Observed fuel economy (L/100km): 12.2 combined

Warranty: 4 years / 80,000 km

MSRP range: $59,900 - $113,200

Engines available: 3.0L I6 (230 hp, 200 lb.-ft.); 3.0L twin-turbo I6 (300/300) 4.8L V8 (360/360); 5.0L V10 (500/383)

Transmissions available: 6-speed manual; 6-spd auto with sequential shift; 7-spd auto with sequential shift

Competition: Mercedes-Benz E550, Audi A6 4.2, Infiniti M45, Lexus GS430

Strengths: Such poise, great power, engaging drive

Weaknesses: May hurt retirement fund

Explanation of towings paints a different picture

Last month MontrealRacing.com reported on the large numbers of modified vehicles being towed in the Montreal area. Many members were at a loss to explain why their modified vehicles were being towed by Police instead of being issued inspection. We set up a meeting with the officers who were involved to find out what the situation was.

The Montreal Police Special Services division is located at Neighbourhood station 23, just south of the Olympic Stadium in the East end of Montreal. This division takes care of non conventional matters such as vehicle modifications. Present at the meeting were tuning specialist André Côté, Constable Savard, Constable Bégin and two other officers of station 23.

The officers began by explaining a little bit about where the laws on modified vehicles can be found. As most people are already aware the SAAQ has a basic guide for modified vehicles which can be found here. However there is another document called the Mechanical Inspection Guide which goes into much more detail about the severity of certain infractions. In the legend it explains that a yellow exclamation mark is found next to a minor infraction and a red hand is found next to major infractions.

On pages 76-78 you’ll find details infractions with respect to tires. Some major infractions include tires that can rub against a fixed part of the vehicle, tires that have been worn past the tread indicator and tires where the metal reinforcement filament is protruding or is visible. If you search through the document you can find examples of other major infractions such as a cracked frame or headlights & taillights that do not function.

These major infractions are significant because the CSR section 636.2 gives police permission to issue tickets, issue inspections, or seize a vehicle if it has a major infraction. The police explained that every vehicle that was towed had a major infraction and showed a photo to prove it. Each and every car that was issued tickets, sent to inspection or seized was fully documented with photo evidence in the event the case goes to court.

Some of the cars in the photos were appalling in terms of road worthyness. A majority of them were towed for tires that were in contact with the fenders or tires that were worn past their limit of use. There were cars that had so much metal protruding from the tires that it’s amazing they were still inflated. Some cars tires were rubbing so much against the inside of the fenders that it looked as if someone took a knife and started hacking away at the tire.

Many of these owners are MontrealRacing.com members as was evident by the number of new discussions created on the subject last month. What the police found interesting and wanted to point out was that the impression these individuals were giving in the discussion forum (yes the police do read the forum) that nothing was wrong with their vehicles and that they were victims of an injustice. The evidence the police had gathered seemed to indicate otherwise. Perhaps the number of new discussions was resulting not so much because the owners thought their vehicles were legal but that the severity of the consequences was highly unexpected. It was after all the first we’ve heard of vehicles being towed for modifications. Nevertheless the law gives police this power in certain situations.

Other infractions were given for the usual illegal modifications such as any aftermarket muffler (illegal for a few years now) vehicles without orange reflectors in the front or red reflectors in the rear, windshield band stickers greater than 15 cm from the top, removal of air bags, removal of factory seat belts, removal of the rubber on the pedals (apparently it looks more race-like), and window tints that are too dark. All of these modifications are prohibited by the guide put out by the SAAQ years ago and should be common knowledge by now. If you don’t modify your car on the cheap then you will have no problems whatsoever.

They explained that contrary to what we had reported, most of the vehicles seized were done during other police traffic operations and not specifically targeted.

So why is this happening now, who is involved and what can we expect from the police in the future? This was addressed in the meeting but there are a few points that need to be examined further before we can report on it. A follow up article will be written in the coming weeks to address these issues as well as some additional legal ones that have come to our attention since the meeting.

After the meeting we went to go look at the MontrealRacing.com Integra Type R. The vehicle has a set of Neuspeed sport springs, 17-inch Fast wheels with 205-40-17 tires, a carbon fiber hood, AEM cold air intake and a factory Acura skirt kit. The tires are at their limit of usage and will need to be changed soon as indicated by the marker on the tire. The metal is not protruding from the inner sidewall as is common when a vehicle has negative camber. The turn signals can be replaced for white ones as long as a yellow reflector is present near the signal. The exhaust is stock so there is no problem there.

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Nous voulons des voitures coupé-sport

You wonder sometimes about car manufacturers. Occasionally vehicles are released that just make one stop and say “what are they thinking?” Cars like the Cadillac Cimmaron and Pontiac Aztec are perfect examples of total failure at the corporate level. Sometimes the car companies do not make actual blunders but still leave you wondering what’s going on behind the scenes. Sports car enthusiasts often seem to get the short end of the stick and are left shaking their heads.

For years BMW had a virtual monopoly on the luxury sport coupe segment with the 3-series. Their coupes are well made, sporty and just plain good looking. Then in 2004, Nissan shocked the industry with the release of the beautiful Nissan 350Z and Infiniti G35 coupe. The duo stole the heart of just about every car enthusiast I know. Often I’ve heard people say that (supercars aside) the G35 coupe is the most beautiful car on the road today. I have to say I’d be hard pressed to disagree with that statement. Nissan hit the nail on the head and gave us enthusiasts exactly what we wanted: unbelievable value in a modestly-priced luxury sports car. BMW had little reason to be worried though as their clients stand by the BMW brand like no other but for those who didn’t have their heart set yet, the new duo provided a nice alternative.

The 350Z and G35 coupe reinvigorated Nissan to a certain level of status it hadn’t known since the original Z. I’d have expected a few of the other manufacturers to follow suit but sadly those expectations have not been met. There have been many rumours of a Lexus IS coupe and even some fancy photoshops but where the heck is it? Acura has no plans to bring back the CL luxury coupe that it discontinued in 2003. Mercedes has the C230 Sport coupe but I’d have a hard time classifying it as a sports car. The message conveyed to the auto industry should have been that we want more vehicles like the 350Z and G35 coupe. Why aren’t they listening??

Why did a vehicle like the Acura CL fail when obviously there was a huge demand for this class of car? In my opinion, a sport coupe should be smaller and sleeker. The CL reminded me of a 2nd generation TL minus the rear doors coupled with a bubbly rear end. If I’m buying a coupe, practically isn’t the first thing on my mind. Curiously though the Accord coupe does fairly well and it seems as big and bulky as the CL was. Perhaps the market for entry level coupes differs somewhat form luxury sport coupes but Honda could benefit from following Nissan’s lead in this segment. Since you shouldn’t mess with success, keeping the Accord coupe around its probably wise but the more gutsy move of bringing back the Prelude and CL with newer sleeker designs to compete with the 350Z and G35 would be quite popular among enthusiasts.

As I mentioned before, we are still waiting for an IS coupe to make an appearance. The current IS is sexy enough that it would probably be considered by many would-be coupe buyers except for the fact that Lexus seems to have a love for automatic transmissions. The only model available with a manual transmission is the IS250 RWD. That means that if you want AWD you’re out of luck. If you want an engine that can actually give other cars in the segment a run for their money you are also out of luck. Thank you Lexus for overlooking the enthusiast crowd, most of whom driving an automatic or “tiptronic” vehicle just doesn’t cut it. If BMW can offer a manual AWD vehicle then Lexus can as well. Until then, scratch them off the list of real performance contenders.

GM’s Cadillac CTS-V is also a potential competitor here. Available in 2.8L and 3.6L V6s or the 6L V8 (CTS-V), it offers a descent choice of engines and unlike the Lexus a manual transmission is available on all models. Unfortunately for enthusiasts though, the CTS-V (the one we really want) starts at $71,000. That is roughly $20,000 more than a BMW 335! GM needs to do a little better on that price but other than the CTS is an option to consider.

For now it seems the Germans still have the edge in luxury performance. Hopefully in a few years we’ll start to see a real push from other manufacturers to compete in this prestigious segment.

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