Hyundai Sonata 2009, capable d’en surprendre
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2008-05-14 05:04:36This article is not available in English. La Sonata fait partie du paysage automobile depuis déjà vingt ans. Où étiez-vous et que faisiez-vous en 1988? Chose probablement assez certaine, si vous étiez sur le point d’acheter une berline intermédiaire, la Hyundai ne figurait pas sur la liste de vos premières considérations. Ah, comme les temps changent! Aujourd’hui, si vous magasinez une nouvelle voiture, notamment une berline, il est fort à parier que la Sonata figure bien haut sur votre liste d’achat potentiel.De toute évidence, c’est le cas pas mal partout au pays. Au Canada, Hyundai n’a jamais fait aussi bonne figure en 25 ans. Le constructeur coréen vient d’atteindre une part de marché frôlant les 5% (4,8% pour être exact). Pensez-y, au milieu de tous ces véhicules de marque GM, Ford, Chrysler, Toyota et Mazda, un véhicule écoulé sur vingt provient de chez Hyundai. C’est quelque chose! Par ailleurs, pour prouver à quel point Hyundai est sur la bonne voie, sachez que le constructeur a vendu plus de voitures en avril dernier que Ford et Chrysler. Le total des ventes est en hausse de 30% pour le mois d’avril 2008 par rapport au mois d’avril 2007, et le constructeur a livré son millionième véhicule le 31 mars dernier. Des questions?
Tout comme pour le quatre cylindres, les nouveaux muscles du V6 sont appréciables. Malheureusement, c’est la transmission qui vient ralentir les ardeurs des moteurs. Évidemment plus axée sur la conduite quotidienne, la boîte automatique n’aime pas se faire pousser. Que ce soit en mode manuel ou automatique, les changements de rapports sont lents et le rétrogradage parfois hésitant. Bon, si l’on conduit normalement et veut tirer avantage de la consommation réduite des moteurs, les boîtes sont tout à fait correctes. Par contre, si vous avez opté pour le modèle GL-Sport (quatre ou six cylindres) parce que vous préférez ajouter un peu de piquant à vos déplacements habituels, vous allez devoir vivre avec la même transmission.
L’ensemble Sport comprend entre autres une suspension à calibration sport, des barres stabilisatrices plus épaisses et des jantes de 17 pouces avec pneus de performance toutes saisons P215/55R17 à flancs plus rigides. Cette Sonata est en fait la Sonata qui a le meilleur comportement routier de tous les temps. Tous les modèles 2009 reçoivent une suspension revue qui améliore grandement le confort de roulement ainsi que la tenue de route. Mais la Sport me laisse un peu perplexe. Hyundai a fait un effort raisonnable pour rehausser l’apparence et les aptitudes routières de la voiture, mais elle n’est pas à point. Deux suggestions si je peux me permettre. Premièrement, je conseille une reprogrammation du module de commande de la transmission pour accélérer les changements de rapport. Une légère révision de toutes les transmissions ne ferait pas de tort non plus, mais bon. Deuxièmement, je suggère de ne plus utiliser les jantes de 17 pouces de l’ancienne Sonata. Vous voyez, les roues de cette version proviennent des GLS et Limited 2006-08 et vieillissent inutilement la voiture.
Hyundai est réputé pour en offrir beaucoup pour l’argent de ses clients. En plus d’avoir partiellement redessiné la voiture et apporté des améliorations sur le plan mécanique, les Sonata 2009 sont moins coûteuses au détail qu’en 2008 en plus d’offrir plus d’équipement de série, dont les freins ABS. Si une guerre devait éclater dans ce segment, je crois que c’est déjà fait. Si les transmissions peuvent être recalibrées et les prix maintenus jusqu’à la refonte majeure prévue pour 2011, la Sonata a tout à offrir à au moins 90% de la clientèle de berlines intermédiaires, incluant la fiabilité.
Lexus IS more sport than luxury
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2008-04-19 05:56:15When we look back on 2008 and consider the best automotive value in Canada, some may look at the Hyundai Accent L and its dirt-cheap $9,995 MSRP, or on the opposite end of the scale, the Lexus LX570, a new model that went down in price by almost $17,000.But whereas you won’t have so much as air conditioning in the Accent and you still have to be substantially wealthy to be able to afford the LX570, the 2008 Lexus IS250 is a gorgeous vehicle that has a mind-bogglingly low price. The base IS250 is almost $5,000 cheaper compared to 2007’s model … and you don’t have to run your own law firm to consider it and its $31,000 base price tag.
The price isn’t the only thing that makes the IS250 appealing though - far from it. This may be Lexus’ entry-level vehicle, but it still retains many of the qualities of its more expensive siblings. It has a whisper-quiet engine, an absolutely pristine interior and Lexus’ attractive new L-Finesse styling.
It may not be sporty enough for those drivers who eat horsepower for breakfast and wash it down with a healthy serving of torque, but when you consider the whole package (not just performance), it makes a case for itself as a truly compelling compact luxury sport sedan.
Though the rear-wheel drive IS250 is the model with the aforementioned $31,000 base price, my tester was equipped with all-wheel drive. The AWD IS is a little heavier and its weight distribution is slightly less balanced than its RWD brother, but for a Lexus - a luxury badge not known for its sportiness - it’s still a lot of fun.
Even before getting into it though, it’s easy to tell that the IS doesn’t have the same attitude as other Lexus cars. It has a short back end and a long front end, giving it a roadster-like silhouette. The taillights sweep around the sides and grow larger moving toward the front, giving it the appearance of moving forward, and the exterior for the most part is uncluttered, so the focus here is obviously more on driving and not so much on just looking good (even though it really, really does).
Once you do step in, it’s difficult to deny that the interior does ooze Lexus from every air vent and cupholder. The seats are more soft and cushy than they are supportive - which doesn’t help when you’re testing out just how well the vehicle handles - and you’ll feel guilty every time you track mud or rain onto the floor mats. This isn’t to say the interior is bad. It’s actually downright immaculate, but again for performance snobs, this may not be enough.
The IS comes available with one of two V6 engines - a 2.5-litre and a 3.5-litre. A glance at the IS250’s spec sheet may not elicit much in the way of excitement when you look at its numbers, but it does feel like a finely-tuned sport sedan once you stop feeling the leather and gazing at the chrome, and start pushing the throttle, turning the steering wheel, and clicking the paddles.
Those steering wheel paddles come standard on the AWD IS250, and let you manually control the six-speed automatic, which is both good and bad. The transmission automatically kicks into fourth gear whenever you move into manual mode - which is great if you’re going 100 km/h and trying to pass someone on a highway, but it makes absolutely no sense if you’re trying to pass someone on a city street while in third gear and you need every bit of torque that peaks at 4,800 rpm.
I just made sure to choose from one mode or the other every time I got in the car; always give myself full control, or always give the vehicle full control.
There are other nice touches that make this a fun little sedan to drive, like an orange light that surrounds the speedometer and tachometer at whatever vehicle/engine speed you choose. It doesn’t make the car go any faster, but hey, it’s fun to look at.
And as enjoyable and truly luxurious as the less-expensive IS sedans are, there are still a wealth of options and packages available to make even the most discerning buyer satisfied. It’s a shame that Bluetooth is only available in tandem with the expensive navi package though.
The IS250 may not be up-to-par with other sports sedans when looking solely at performance numbers and behaviour, but it’s still a fine-handling machine, and with a base price as low as $31,000, its inadequacies can be forgiven.
Audi A5/S5 Return of the coupe
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2008-04-17 23:52:01Looks like Audi is coming of age and is finally on par with its German rivals. After revamping its whole line of base models, Audi is now focussing its energy on more specialized models. While these don’t exactly bring in a lot of money, they do a lot for the company’s image, proving that it has matured. Audi introduced two speed machines, the RS4 and R8, and is now back to grand touring coupes with the A5 and S5 models.When it comes to coupes, Audi is no novice. We all remember the first Audi quattro, affectionately called the Ur quattro, which was introduced in 1980 and sold in Europe until 1991. The major models in this market are now sport coupes, including the BMW 3 Series coupes and the Mercedes CLK. The new S5 might even match up with bullets like the Mercedes CLS and the BMW 6 Series - maybe not in terms of proportions, but in style and attitude.
Six or eight cylinders?
In Canada, the choice won’t be hard to make. The first car in this line is the A5 3.2 which, like the S5, will only be offered in Canada with quattro all-wheel drive. Hidden under the hood is a V6 engine making 265 horsepower. This model could use a little sprucing up, but prices for options haven’t been released yet. Look further down the line at the S5 4.2 and I bet you feel butterflies. It comes with the same engine as the S4, a 4.2-litre V8 that produces 354 horsepower. Both these engines have direct fuel injection, which Audi has dubbed FSI.
When the A5 and S5 are released this fall, they’ll only be offered with a 6-speed manual transmission. If you want an automatic, which includes a Tiptronic mode, you’ll have to wait until next year. And forget a direct shift gearbox - these just aren’t compatible with longitudinal engines. Audi breaks new ground in Europe, where some of its models with front-wheel drive get an 8-speed automatic.
A matter of style
It’s no news that when it comes to cars, style sells. And this is especially true for coupes. One thing that Audi understands well is that these cars turn heads. Under the direction of Italian designer Walter de’Silva, Audi has produced one of its most stylish vehicles ever. In fact, de’Silva goes so far to say that it is Audi’s greatest beauty yet. Just one look and you feel that you have to have one.
The S5 is the most striking, since it has a number of sporty features. Its front end is particularly impressive, with the daytime driving lights made up of a row of LED lights in the optical unit, which gives the vehicle a unique and intimidating style.
When it comes to wheels, I’ve found Audi’s designs a little too classic. While this is true in the A5, I have to admit that the S5 really surprised me, breaking away from the manufacturer’s usual style. Designed to let you catch a glimpse of the black brake callipers, the wheels on the S5 do a lot for the overall look of the car.
Sitting in the lap of luxury
In keeping with its reputation for cushy interiors, Audi has lined the A5 and S5 with rich fabric. Yet it showed a little restraint and everything is in good taste, with just the right amount of sportiness. The designers clearly had driver comfort in mind when they put all the instruments and central console together in a single block. Ergonomically speaking, they couldn’t have done better.
Another nice touch is the perfectly integrated navigation system screen, which doesn’t interrupt the style. Each with four seats, the A5 and S5 bring together the sporty lines of 2-seater speedsters and the practicality of sport sedans. Although the back seats are best-suited for children, two adults can fit with relative ease, as long as you don’t have giants up front.
Aboard the S5, you’ll find a few features that kick up the sportiness another notch or two, such as sporty trim, a unique steering wheel, a titanium background for the instrument panel and suede on the seats with the S5 emblem.
On the road
Get behind the wheel of the A5 or the S5 and you’ll quickly see why these are grand touring vehicles and not race cars. Whereas the S4, RS4 and R8 are all about pure performance, the A5/S5 duo combines performance and driving comfort. The Luxury Sport theme is confirmed with steering that is somewhat lighter than in other models. Although it is a less powerful vehicle, the A5 is agile on turns, thanks to its lower weight, especially in the front.
If I had a wish, I’d ask the V6 engine to growl a little more. As it stands, it seems a little dead in sport drive mode. On the other hand, the V8 inside the S5 rumbles just enough to satisfy the driver without being irritating. Playing with the manual transmission and accelerator is much more fun when every time you gear up you feel like you are in a powerful race car.
Although the cars differ slightly in terms of suspension, both offer a sporty ride while ensuring comfort on the road. It’s too bad that the people who can afford this kind of machine generally don’t make the most of its capabilities. They like what these vehicles look like on paper, but rarely experience the full capabilities of their cars.
Without a doubt, Audi has taken an important step toward becoming the reputed manufacturer it hopes to be. The company has struggled to find its defining characteristic, but it now looks as though style will be its trademark. And I’ve got to say, they’ve done it right! The Audi A5/S5 will make your heart race…
Summary
Test vehicle: 2007 Audi S5 2007
Price range: $78,000 (estimated price)
Test model: Audi S5 4.2 quattro
Test model price: n/a
Options: None
Freight: $700
EnerGuide ratings: n/a
Reported fuel consumption: n/a
Basic warranty: 4 years/80,000 km
Competition: BMW 335Ci coupe; Infiniti G37 coupe; Mercedes-Benz CLK; Volvo C70
Strengths: Unusual style, ergonomically designed interior, powerful transmission, quattro all-wheel drive
Weaknesses: Some equipment only available as options Read more
Links
07:00 PM
2008-04-13 11:37:44|
www.sportcompactperformance.com www.contemporarymotorsport.com www.montrealspeedingtickets.com www.sportcompactsherbrooke.com www.teamcarsperformance.piczo.com |
Ford exploring new ground
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2008-03-31 23:27:04The Explorer America concept is truly exploring new ground for the popular SUV - in the form of fuel-saving technologies.Ford says that the concept can provide approximately 20 to 30 percent fuel-economy improvement over today’s current V6-powered Explorer, while still allowing up to six people to ride inside.
The Explorer America concept would be fitted with either a 2.0-litre, 4-cylinder engine with EcoBoost technology that would produce 275 hp and 280 lb.-ft. of torque or a 3.5-liter V-6 delivering about 340 hp.
This concept would also go from body-on-frame to unibody construction to reduce weight and allow for better driving dynamics, and the engine would be mated to a 6-speed automatic transmission.
The Explorer America is quite the looker, with Ford’s three-bar grille, as well as having muscular styling, a power dome hood, wrap-around rear glass panel window and sliding rear door.
Mitsubishi Lancer EVO 2008, enfin en sol Canadien.
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2008-01-29 22:42:09The average Canadian has likely never heard of what many diehards lovingly call an “Evo,” but now that Mitsubishi’s Lancer Evolution series is finally and officially here, it’s just a matter of time before word gets around!
The Evo has been sold Japan, Australia and other Asian markets for many years, but never in Canada.
The previous nine high-performance Evo editions were direct descendants of the original 1981 Mitsubishi Lancer 2000 Turbo rally car and launched into production in 1992 to fulfill homologation rules for World Rally Championship group “A” competition.
Americans were allowed into the party five years ago when the first U.S.-spec Evo VIII went on sale there. The U.K. began importing a few years before that. We’ve been on the outside looking in ever since, with fingers crossed. The frontal impact area had been the main barrier to importing it north of the border. On previous generations the Evo’s large, front-mounted intercooler came at the expense of a proper-size crumple zone. As a result, it was deemed unsafe for public roads.
Fortunately, the Lancer’s new performance-engineered global architecture means this is no longer the case. It’s also being used in the new Outlander SUV. Since the Detroit and Montreal auto shows, Mitsubishi claims to have amassed 150 deposits in excess of $5,000 or more for new Evos.
Based on the 2008 Mitsubishi Lancer models (DE, ES, SE and GTS) launched last summer, the first shipments of the 600 rally-bred Evolution X models allotted for Canada began arriving mid-January 2008. While they do share the same basic DNA and model underpinnings, the Evo is a lot more powerful and fun to drive. Not to diminish the importance of these lower-priced Lancers and what they’re capable of, but the Evo is a super-pumped-up version of the Lancer.
Powering this 10th edition Evo is a brand new engine codenamed 4B11. Gone is the proven 4G63 powerplant that’s graced the engine bays of many previous Evos as well as Eclipses reliably for many years. Mitsubishi’s Innovative Valve-timing Electronic Control system (MIVEC) sticks around on the new all-aluminum intercooled 2.0-litre turbo inline-four. The new engine is 26.5 pounds lighter than its predecessor and slightly more powerful, making a hair over 290 hp, with 300 lb.-ft. of torque peaking just above 4,000 rpm.
Additional standard features on the $41,498, entry-level Evo GSR include a smooth-shifting five-speed manual transmission, steering-wheel accessible Super All-Wheel Control (S-AWC) system, 18-inch Enkei cast aluminum wheels, Yokohama Advan Sport tires, Brembo brakes, Recaro seats, dual exhaust, seven airbags (front, side, curtain and driver’s knee), automatic climate control, power windows/mirrors, cruise, fog lights, aluminum pedals and a GTS-style rear spoiler.
With a 59/41 (front/rear) weight distribution, a standard aluminum hood, roof and front fenders ensure the 1,375-kg performance halo’s centre of gravity is lower and more complaint than standard Lancers. There are no options for the GSR. Instead, Evo pricing and specs is dictated by which trim you want.
An Evolution MR edition is due out in a few months for $47,495. In addition to more convenience and entertainment features, I’m chomping at the bit to try out the six-speed Twin Clutch Sportronic Shift Transmission (TC-SST) with paddle shifters that can only be obtained on this model. MR also has forged alloy wheels by BBS, Brembo brakes with two-piece front rotors, uprated suspension bits, leather and more.
A MR Premium model will add a power sunroof, Rockford Fosgate premium audio, Sirius satellite radio, hard disk drive audio/navigation system with seven-inch LCD screen, and hands-free Bluetooth and steering wheel audio controls for an additional four grand; while a detuned RalliArt edition will bring the number of Lancer trims to eight in 2009.
By comparison, the 2008 Subaru WRX STi sells for $44,995 and comes with navi and I.C.E. goodies as standard. Subaru’s 2.5-litre horizontal boxer four makes 305 hp and 290 lb.-ft. of torque at 4,000 rpm.
I have not driven a 2008 STi and my time with the Evo IX (Euro-spec) is limited to less than an hour, so it’s hard to make direct comparisons. But, where the previous-gen STi and Evo are a bit raw, brutish or hard-edged, the all-new Evolution GSR is a lot more controllable. It’s much better-looking too! Despite lacking some bells and whistles, the Evolution GSR (as seen here) is not for the average Lancer buyer.
Mitsubishi Motor Sales of Canada (MMSC) is calling on all performance-oriented driving enthusiasts with this enticing answer to Subaru’s STi. To help show the wait has been worth it, MMSC recently sent several waves of Canadian journalists to test drive the GSR on southern California’s twisty canyon roads of and the Streets of Willow Springs test rack near Edwards Air Force Base.
Of course, these roads aren’t very indicative of what we have around here; however, they truly separate the men from the boys so to speak. My route starts at the base of Topanga Canyon Road and heads up and away from the Pacific Coast Highway.
The GSR is immediately easy to drive. Pedals could be a bit closer together, but the clutch is firm and responsive and the shifter slides into place effortlessly. Steering is light and precise and you can practically sense the car wants to go faster in every corner.
Throttle response form the 4B11 is excellent and it feels like you’re being shot into the next corner by a high calibre rifle. While the turbo pulls hard from just below 3,000 rpm, it doesn’t jerk the car or make it unstable when it kicks in. Rather, it bolsters the linear power delivery nicely and disguises any turbo lag quite well. First to fourth gears are fairly close together and the car has very little rolling resistance.
Heading northeast on some highways and cruising at 120 km/h, the tachometer settles in around 3,800 rpm in top gear as engine noise starts overwhelming the cabin. While going this fast is illegal in most places, the GSR car could certainly benefit from a sixth gear.
While high-speed cruising for any extended period could possibly damage one’s ears, the five-speed’s strengths start to become more obvious shortly after arriving at the base of Little Tujunga Road. If the hairs on my neck had known of the driving pleasures that lay ahead they’d have been standing on end because, over the next 50 or 60 miles of this winding mountainous tract, Mitsubishi’s Super All-Wheel Control system (S-AWC) as well as my own nerves were put to the test.
Besides ABS with EBD, S-AWC uses a number of different active technologies to ensure the car’s attitude stays in check (and on the road). The Evo’s active centre differential (ACD), for instance, manages torque from front to rear while active yaw control (AYC) sends the proper inputs to the left and right. Active stability control (ASC) keeps the car from spinning out while exiting cornering and I found the system to be quite transparent. As in, I barely noticed it.
The new Evo is wider and heavier than previous versions, but it has not given up a thing in terms of performance. In fact, this version has been improved upon in practically every area from steering response to controllability and traction to stability. The Brembo brakes with one-piece front rotors are fantastic (the MR versions will be even better) and they were still going strong after hours.
At the track, the five-speed goes from chump to champ and the GSR does everything you tell it to. Even with the ASC turned on, I was the sole driver to get the GSR’s back end a bit loose while exiting the tight turn two. The car is very predictable and, on the tight little autocross course MMSC had set up for us nearby, I put into a Scandinavian flick (deliberate oversteer or drifting around a corner) on my first attempt with minimal effort.
On or off the track, the new 2008 Evo GSR should resonate with customers on two fronts. One is the technical or performance side, which the car has plenty of. The other is its design – its aggressive stance is in line with expectations. I think the MR edition will do particularly well in Canada, however, the pent up demand for the Evolution here will help propel sales of the Lancer GTS above expectations.
Mitsubishi and Subaru Canada are set to do battle this year as both car makers will support several Canadian rally teams. And, a heated rivalry between these famous rally icons is just what the sport needs.
Fact file2008 Mitsubishi Lancer Evolution GSR
MSRP range: $41,498-$51,498
Freight and PDI: $1,495
Configuration: Front engine, all wheel drive
Engine/Transmission: Turbo 2.0L 4-cyl/5-spd manual
Horsepower: 291 @ 6,500 rpm
Torque: 300 lb.-ft. @ 4,000 rpm
Fuel required: 59 litres, premium
Warranties: Basic – 5 yrs/100,000 km; Powertrain – 10 yrs/160,000 km
Report cardFuel efficiency: 3.5
Value for the $: 3.5
Styling: 4.5
Comfort: 3.5
Performance: 4.5
Overall: 4/5
Competition: Audi S4, BMW M3, Infiniti G35/37, Subaru WRX STi
Strengths: Well-rounded performance oriented package; S-AWC system is great!; 300 lb.-ft. from a 2.0-litre turbo (what more could you want?)
Weaknesses: No real cruising gear; interior feels a bit cheap; lack of options
BMW 5 Series: A magnificent rendition
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2007-10-24 23:16:23The 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
Hybrid Cars
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2007-03-01 12:59:03
It has been almost twenty years since the Environment has been as important in the minds of North Americans as it is today. For many months now we’ve seen consistent and numerous news headlines regarding global warming. I think this is a good thing as it seems the planet is finally taking the subject seriously. I consider myself an environmentally conscious person and I always make the extra effort to recycle and conserve energy as much as possible. I just attended “Less Talk, More Action” the climate change conference that was held in downtown Montreal with speakers including Al Gore and David Suzuki and I fully support what they are trying to accomplish.
We hear of automakers are releasing more and more Hybrid models to accommodate the increasing demand to go green. I called a local Toyota dealership the other day and asked them how long the waiting list is for a Prius Hybrid. To my surprise the salesman told me about a week. I then called Honda to find out how long it would take to get a Civic Hybrid. Again, to my surprise, the wait was no more than two weeks.
So if these are all good things then why am I consistently frustrated after reading articles on Hybrid cars? While it may seem like the time of the Hybrid car is here I’m afraid I’m going to have to take exception to that argument.
I’m presently shopping for a late model vehicle as a second car and I’d absolutely love to get a Hybrid. I need something primarily get to car shows with the MontrealRacing.com kiosk stuffed in the back. A wagon or SUV would get the job done so what options do I have? I’m sorry to say not very many. At the time of this writing, a search on Hebdo found one Lexus RX400h for $53,000 and several Toyota Highlander Hybrids ranging from $35,000 to $55,000. Not exactly the best selection, especially since I was never crazy about the Highlander so let’s alter the search criteria. In fact, let’s get rid of the criteria altogether and assume I want to buy a new vehicle and I don’t care how much it costs. What can I get?
How about a BMW? No. Volkswagen? No. Mazda? Nothing. Chrysler? Same. Nissan must have a hybrid. Nope. In fact, the only automakers offering Hybrid vehicles in their showrooms at the moment are Honda (Civic, Accord), Toyota/Lexus (Prius, Camry, Highlander, GS450h, Rx400h) and Ford (Escape).
What about GM with the Saturn Vue Green Line and those Hybrid pickups? These vehicles managed to get hybrid classification but I cannot in good conscience call them hybrids. They are more like half-hybrids or hybrid wannabes. Their electric motors cannot drive the car like in a real hybrid. They only serve to shut off the motor when you are not pressing on the gas. The emissions are only reduced because less gas is consumed. How much less gas? The Silverado 4WD gets 14.3/11.3 L/100km. The non hybrid gets 17.0/13.1 L/100km. Yes, you read it correctly, a whopping savings of 2.7L/100km for city driving. That is truly pathetic when compared to the competition.
North America’s first Hybrid, the Honda Insight, was introduced way back in 1999 (production stopped last year.) In all fairness to GM I should point out that the Insight is also a half-hybrid but its 1L motor gets the best fuel economy out of any hybrid even today. I would have thought that other manufacturers would have been able to keep a similar pace but that has not been the case. GM attributes the delay to pursuing hydrogen technology first because it thought hybrids would only be a stepping stone toward the zero-emission hydrogen vehicles. Mercedes and VW are bringing more fuel efficient diesel powered cars to our shores as their answer to the green craze. The whole process is painstakingly slow. I don’t want to seem like a conspiracy nut or anything but I do suspect meddling from the oil industry. As long as there is gas to be refined I don’t think we will be seeing any viable alternatives that truly become mainstream. Hopefully I will be proved wrong.
With a selection of only eight Hybrid models being sold at thousands more than their non hybrid counterparts, it feels like we are being penalized for wanting to go green. When hybrids are being sold cheaper than regular cars and the pre-owned market has an ample supply of them, then I might say there is no reason not to own one and frown upon someone who opted for a gasoline model instead. Blame the manufacturers for dragging their feet on fuel efficiency.
On a side note, you may have read reports on former US Vice President Al Gore’s energy consumption at his Tennessee mansion. Gore’s home consumes more energy in a month then the average American household does in a year. The report was conveniently made public the day after Gore received an Oscar for his global warming documentary “An Inconvenient Truth”. Obviously the right wing neoconservatives do not like Gore’s recent surge in popularity. One can logically assume that the bigger the household, the more energy it will likely consume. Do they expect Gore (who came 527 votes away from being the leader of the free world) to move to a $150,000 condo? I sure don’t. Gore offsets his consumption by donating to a company which uses the money to invest in alternative energy anyways.
Gore’s carbon footprint is irrelevant to me. The benefits of his efforts of convincing the world of the impending doom far outweigh any cuts to his own carbon footprint might yield. In the end, the necessary changes to save the environment can only come from big business, not the individual consumer. This doesn’t mean being environmentally conscious is useless. Using your influence as a green consumer is what will force the economy in the right direction but it does mean that no matter how much we try to be individually, the problem won’t go away until our economy is based on non polluting industries.
