The Car Shop

2010 Audi A5

info.dccd@gmail.com (Fredj A. Jad) — Tue, 17 Mar 2009 14:22:09 PDT

The 2010 Audi A5 Cabriolet, and the high-performance S5 Cabriolet, will go on sale in 2009. TheCarConnection.com’s team of car experts have previewed the new car and bring you this advance information before the first drives of the A5 Cabriolet and S5 Cabriolet take place early next year. The numeric ratings presented here are based on extensive driving experience with the similar Audi A5 Coupe and S5 Coupe

Walter d’Silva, Audi’s head designer, once called his A5 Coupe the most beautiful car he’d ever drawn. How to top it? Surgically, precisely remove

the roof and transform the two-door coupe into the 2010 Audi A5 Cabriolet.

Experts have rated the A5 and S5 among the best two-doors on the market, and the new four-seat convertible shares much of the

exciting two-door’s shape, from the shoulders down. Aside from the convertible roof—fabric for compact size and to eliminate the tall, square tail that hardtop convertibles require for storage—the A5 Cabriolet and high-performance S5 Cabriolet stay in the A5 family with a strong, deep grille; a sideview like some sort of German Chevy Camaro; and a sexy rear end with just enough detail to accent its shape, not overwhelm it. The Cabriolets do get distinctive rear LED lighting, and S5 Cabriolets get optional aluminum trim for mirrors and the interior.

Elsewhere inside, the cabin is much the same as the coupe, with a slightly busy dash shape that cocoons drivers and occupants and maybe a touch less sophistication than Audis from the last generation.

Three engines charge the performance of the Cabriolet. The base engine is a 2.0-liter turbocharged four-cylinder with 211 horsepower and 258 pound-feet of torque. Front- and all-wheel-drive versions are available with this engine; front-drive versions use a continuously variable transmission, while quattro AWD versions get a six-speed automatic. Top speed is 130 mph. Audi’s 3.2-liter V-6 is also offered with 265 horsepower, AWD and the six-speed automatic. The top-range version is the S5 Cabriolet; it sports a turbocharged 3.0-liter V-6 with 333 horsepower and 325 pound-feet of torque, quattro all-wheel drive and a seven-speed S-Tronic dual-clutch transmission. Its top speed hits 155 mph, and it offers a rear differential that splits power between the rear wheels when traction is needed. Audi’s Drive Select system allows drivers to change the feel of transmission shifts, power delivery, steering and suspension.

The A5 Cabriolet’s cabin likely will be as snug and inviting as that in the A5 Coupe. For the convertible edition, Audi fits a 50/50 split-folding rear seat for access to the small trunk. The front seats on base versions are amply comfortable, but experts find the S5’s seats exceptionally supportive and firm for all types of driving.

Safety features on the 2010 Audi A5 Cabriolet and S5 Cabriolet include dual front and side airbags, as well as anti-lock brakes, traction and stability control.

The long list of features on the new A5 Cabriolet include a folding fabric top that Audi says saves weight and space compared to a folding hardtop, while also delivering a quiet cabin. The usual climate controls, power features and leather interior trim are fitted to all versions, as is a heating system at head level for top-down comfort. Audi’s Intelligent Key system with pushbutton start is offered, as are the MMI system that uses a mouse-like controller to direct navigation, climate, and entertainment functions. Other features will include Bluetooth, bi-xenon headlamps, a rearview camera, side-lane assist (which warns drivers of vehicles in blind spots), and a Bang & Olufsen audio system.

The 2010 Audi A5 Cabriolet and Audi S5 Cabriolet bows at the 2009 Geneva motor show; it goes on sale in the U.S. in the fall of 2009. Pricing hasn’t been announced.

Four-seat convertibles can be split into two groups: soft-tops and folding hardtops. The Audi A5 Cabriolet’s German kin include the Mercedes-Benz CLK Cabriolet, which chooses a slightly less practical soft top in exchange for a smooth, flowing shape. A hugely powerful AMG edition is offered. The remaining vehicles are offered as hardtop convertibles, and the BMW 3-Series Convertible has one of the more pleasing shapes, to go with its tenacious handling. Both Japanese convertibles are new for 2009; the Infiniti’s top-down looks seem superior, while the Lexus’ interior room may offer a bit more space.

2009 Audi TT

info.dccd@gmail.com (Fredj A. Jad) — Tue, 03 Feb 2009 07:35:34 PST

The 2009 Audi TT adds a new model to its roster, the TTS. Four-seat Coupe hatchback and two-seat Roadster convertible models are available. Base Coupes and Roadsters are called 2.0T and have front-wheel drive or Audi's quattro all-wheel drive. They use a turbocharged 200-hp 2.0-liter 4-cylinder engine. Both body styles are also available as the AWD 3.2 quattro and use a 250-hp 3.2-liter V6. A 6-speed manual transmission is standard on 3.2s. Optional on those and standard on the 2.0T is a 6-speed automatic transmission. The TTS also gets a turbocharged 2.0-liter 4-cylinder, but in this guise, it makes 265 hp. The TTS only comes with the automatic transmission. It has standard 18-inch wheels, along with slightly sportier exterior styling and unique interior trim. Available safety equipment on all TTs includes ABS, traction control, antiskid system, and front side airbags. The 2009 Audi TT has standard leather upholstery and automatic climate control. A magnetic suspension system is standard on the TTS and optional on other models. It allows drivers to alter suspension settings for comfort or high-performance driving.

The All New Audi 2013

info.dccd@gmail.com (Fredj A. Jad) — Sun, 05 Apr 2009 20:48:54 PDT

Hi Can you Wait 5 years? yeah you can

2009 BMW 3 Series

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 15:57:08 PST

Introduction

Another year, another round of subtle changes to make one of the most heralded automobiles ever made even better. For decades, the BMW 3 Series has been the benchmark in the entry-level luxury car market -- be it in sedan, coupe, convertible or wagon guise. Typically, this BMW has offered a magnificent blend of restrained luxury, top-notch build quality, just-right size, ample feature content and a ride/handling balance that other manufacturers have been unsuccessfully trying to copy for ages.

For the 2009 BMW 3 Series, a few changes have been made to keep its superior status intact. Some of the sedan and wagon's more questionable styling elements have been rectified. These models receive a new front fascia that's reminiscent of the sexier coupe and convertible, and their streamlined cabooses mark a return to the more attractive BMW tradition of L-shaped taillights. The coupe and convertible have been left alone this year, and that's fine with us, as the sedan and wagon were the only members of the family that needed some cosmetic surgery.

Elsewhere, the much-maligned iDrive electronics interface, which comes with the optional navigation system, now features physical menu buttons surrounding the mouselike iDrive controller. While this certainly improves the system, opting for iDrive still means that the standard, fairly straightforward stereo controls are replaced by a much more complicated network of menus and submenus. In unequivocally good news, the navigation system itself is now hard-drive-based and features real-time traffic information.

Later in the year, BMW's first clean-diesel engine for the United States will debut in the 2009 335d. This twin-turbocharged six-cylinder will make prodigious power and yet manage remarkable fuel economy of 23 mpg city and 33 mpg highway, according to BMW, while meeting the latest strict emissions requirements of all 50 states.

The 2009 BMW 3 Series is poised to remain America's best-selling luxury car, and for good reason -- it's an honest-to-goodness driver's car that's nonetheless comfortable and stylish enough to appeal to a wide range of consumers. This isn't to say that there aren't other worthy contenders. The Infiniti G37 offers 335i power for 328i

money, the Cadillac CTS offers an extra dollop of interior room and the latest Audi A4 offers all-weather capability in a stylish package. All are admirable alternatives; however, none is good enough to knock the 3 Series from its traditional perch.

Body Styles, Trim Levels, and Options

The 2009 BMW 3 Series is available in sedan, wagon, coupe and hardtop convertible body styles. All come in base rear-wheel-drive 328i trim, while the coupe, sedan and wagon also come in all-wheel-drive 328i xDrive guise. All but the wagon are available in rear-drive 335i trim, while the sedan and coupe can be had in 335i xDrive form. Later in the model year, a diesel-powered 335d sedan will arrive.

Standard equipment on the 328i models includes 16-inch wheels, heated side mirrors, a sunroof, leatherette vinyl upholstery, automatic climate control and a 10-speaker CD stereo with an auxiliary input jack. Coupe and convertible versions come with slightly more equipment, including a sport-tuned suspension on the coupe and a power-retractable hardtop on the convertible. In addition to its more powerful engine, the 335i adds 17-inch wheels, xenon headlights and power front seats with driver memory. The 335d should be similarly equipped.

Most 3 Series cars you find on dealer lots will be equipped with the Premium Package, which adds leather upholstery (heat-reflective in the convertible), auto-dimming mirrors, Bluetooth connectivity, BMW Assist telematics and, on 328i models, power seats with driver memory. The Sport Package specifies a firmer suspension on convertibles, sedans and wagons, and all get larger wheels, sport seats and steering wheel, and special "Shadowline" exterior trim. The Climate Package adds heated front seats and steering wheel, retractable headlight washers and fold-down rear seats (though the latter are unavailable in the convertible). Many of these items can be had as stand-alone options.

Among the à la carte options are a navigation system with iDrive controller, keyless ignition/entry, active cruise control, front and rear parking assist, an active steering system (335i only), paddle shifters for the optional automatic transmission, xenon headlights (328i), rear window shades, satellite radio, HD radio, iPod adapter and a Logic 7 surround-sound audio system

Safety

Standard safety equipment on the 2009 BMW 3 Series includes antilock disc brakes, stability control, run-flat tires, front-seat side airbags and full-length side curtain airbags. The convertible lacks the side curtains, but the regular front side airbags extend up to head level, and there are also pop-up rollover hoops. The stability control system integrates several features designed to improve braking performance, such as periodically wiping the brake rotors dry when the windshield wipers are in use, and automatically snugging the pads to the rotors when the driver abruptly lifts off the throttle.

In government crash tests, the sedan and wagon received four out of five stars for frontal collision protection and five stars for side protection. The Insurance Institute for Highway Safety gave the 3 Series sedan, wagon and convertible the top rating of "Good" in its frontal-offset crash test. The sedan and wagon also scored a "Good" for side crash protection, but the convertible received a second-lowest "Marginal" score because of insufficient rear seat head protection and possible torso injuries for those in the front.

2008 BMW Z4

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 13:24:26 PST

The BMW Z4 is one of the more intriguing sports cars currently available. It's known for its engaging handling and steering, thrilling inline six-cylinder engine and distinctive styling. Although its stated horsepower ratings are equaled or surpassed by those of some less expensive machinery, the Z4 counters with a lighter curb weight and, in most cases, a more rewarding driving experience. Recent improvements have made the latest Z4 the best yet, and older models are still a very viable choice for a used sports car.

The BMW Z4 is built at the company's Spartanburg, South Carolina, facility, and has been in production since the 2003 model year. It's a successor to the original Z3 and is the company's only two-seat sports car. It features traditional characteristics such as a front-engine/rear-drive layout, a hunkered-down stance, a long hood and rearward positioning of driver and passenger. Another notable element is the car's chiseled exterior design, which BMW says is used to add tension to the car's shape.

The BMW Z4 is available as a roadster with a convertible top or a fixed-roof coupe. For the roadster, there are two trim levels: 3.0i and 3.0si. The Z4 3.0i comes with features such as 17-inch wheels, stability control, antilock brakes, power mirrors and windows, manually operated seats and vinyl upholstery. A 3.0-liter inline six-cylinder engine rated at 215 horsepower is standard, as is a six-speed manual transmission. A six-speed automatic is optional.

The Z4 3.0si features 18-inch wheels, a few upgraded interior features and a 255-hp 3.0-liter inline six. A few options are also available for both trim levels, including a Premium package with a power-operated top and a Sport package designed to improve the vehicle's handling capabilities. The Z4 Coupe is offered in the 3.0si trim only.

Even without the Sport package, the Z4 rewards drivers with an engaging driving experience. In Edmunds.com reviews of the BMW Z4, editors have praised the car's sharp reflexes and quick acceleration. The Coupe possesses a slight advantage in terms of handling due to its added body rigidity. For shoppers desiring even more performance, there's also an M-powered version of the Z4.

Because of a major update for 2006, Z4 models from this year and onwards are a better choice than earlier models, if price is no object. This update included the mid-year release of the coupe body style, the 215-hp and 255-hp engines, and the six-speed automatic. Other changes to the BMW sports car included a retuned standard suspension for better ride quality, a higher final-drive ratio for improved acceleration, new wheel designs, additional braking functionality for the stability control system, updated front and rear styling and minor interior trim updates.

From 2003-'05, BMW Z4 models were identified as either 2.5i or 3.0i. The 2.5i has a 2.5-liter, inline six-cylinder engine that makes 184 hp, while the 3.0i uses a 3.0-liter straight six that generates 225 hp. For transmissions, there is a five-speed manual (standard on the 2.5), a six-speed manual (standard on the 3.0), a five-speed automatic or, as on the M3, a six-speed Sequential Manual Gearbox (SMG). There were a few minor changes made during this period in terms of feature content, but none of them were significant enough to make one model year more desirable than another.

2009 BMW X6

info.dccd@gmail.com (Fredj A. Jad) — Sat, 21 Feb 2009 19:17:58 PST

It’s a “sports activity coupe”—or so BMW wants you to think of the 2009 BMW X6, which marries the sport-utility architecture of BMW’s X5 SUV with a coupe-like profile.

Reviewers from around the Web were confused by the 2009 BMW X6. “Is the X6 beautiful? Ground breaking? Fashionable? Or does it come across as a lifted five-door hatchback?” Car and Driver asks.

“The front is all BMW with a big twin kidney grille and fighter-jet-size intakes at each corner,” Edmunds thinks. “The roof line goes on forever in profile, giving the X6 a hatchback-style look that's unique at best, a little too forced at worst.” Jalopnik says, “its looks are promising yet flawed,” and calls the rear end “huge”—while Edmunds believes it’s “kind of a supermodel from behind.”

The BMW X6’s roofline may seem familiar to sportscar fans. Truck Trend says “BMW designer Adrian van Hooydonk claims [it] is cribbed from the 6 Series.” They call it “striking”; so long as you “obscure the lower third of the X6,” it could pass as a sports coupe. Popular Mechanics goes to the extreme: “we think it’s positively dripping with machismo.” That machismo might be why Jalopnik notes, “that lip on the rear hatch is taller than an F-150's tailgate.”

Inside, the 2009 BMW X6 wears a more traditional outfit. The dash is similar to that in the X5, with dark trim pieces and lots of buttons and controls, though BMW’s iDrive handles much of the climate and entertainment functions. TheCarConnection.com notes that the center console rides up high, giving the cockpit a tighter and more claustrophobic feel.

2009 BMW X5

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 13:20:45 PST

The 2009 BMW X5 lineup gains a new diesel model, as well as new trim-level designations. This premium midsize SUV seats up to seven and is offered in three models, each with standard all-wheel drive. The xDrive30i replaces the 3.0si and has a 260-hp 3.0-liter 6-cylinder engine. The xDrive48i replaces the 4.8i and has a 350-hp 4.8-liter V8. Due in calendar 2009 is the xDrive35d, which has a 265-hp 3.0-liter turbodiesel that is emissions legal in all 50 states. All X5s come with a 6-speed automatic transmission. Maximum towing capacity is 6000 lb. Standard seating is for five, but an optional 3rd row expands capacity to seven. Available safety features include ABS, traction control, antiskid system, front side airbags, and curtain side airbags. Hill descent control is standard. All X5s have BMW's iDrive that uses a single knob to control entertainment, communication, navigation, and climate functions. An optional Sport Package includes BMW's Active Roll Stabilization, which counters body lean. Active Steering, designed to quicken low-speed steering response is available when the Sport Package is ordered. Also optional are a navigation system, head-up instrument display, DVD entertainment, rearview camera with front and rear obstacle detection, heated front and rear seats, and BMW Assist concierge service with wireless cell phone link.

Competition

Consumer Guide Automotive places each vehicle into one of 18 classes based on size, price, and market position. Premium Midsize SUVs are similar in size and construction to Midsize SUVs. Most, in fact, are gilded versions of Midsize SUVs; though a few are exclusive upscale designs.

Our Best Buys include the Acura MDX, Buick Enclave, and Lexus RX. Our Recommended pick is the Mercedes-Benz M-Class.

New or significantly redesigned models include the Infiniti FX and Mercedes-Benz M-Class. The Chrysler Aspen adds a gas/electric hybrid model, and the Mercedes-Benz M-Class and R-Class add a new diesel powerplant, as does the Volkswagen Touareg 2.

2009 BMW X3

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 13:18:58 PST

BMW’s model update rampage continues with the presentation of the 2009 X3 that obtains the company’s new SUV/Crossover designations that were first introduced in the X6. As an example, the 2.0-litre gasoline entry-level model will now be designated “X3 xDrive20i”, and the most powerful diesel model will now bear the name “X3 xDrive35d”. Unduly complicated in our opinion –what’s wrong with using a simple name like X320i or X3 20i?

Name change aside, the 2009 model year X3 that goes on sale this fall features an updated interior with upgraded materials, new rotary knobs for the radio and the optional navigation system and a chromed handbrake button. Furthermore, BMW introduced two new special edition models of the X3 xDrive dubbed Lifestyle and Exclusive as well as adding new options in terms of paintwork colours, interior trim, alloy rims, and storage boxes. -Continued

In concern of the special edition models, the X3 Lifestyle gets 18-inch light-alloy rims in double-spoke design on the xDrive35d and, respectively, 17-inch V-spoke wheels on all other model variants. Inside, the Lifestyle edition features a leather steering wheel, seat upholstery in Pearlpoint/Pearl cloth/leather as well as the gearshift and handbrake lever gaiters finished in black.

This particular package is completed with interior trim in Space Grey metallic, with an alternative choice of four other trim variants. The X3 xDrive Lifestyle is offered with a new Space Grey metallic along with eight more colours

As for the X3 Edition Exclusive, it receives 18-inc alloy wheels in a Y-spoke design. In the cabin, among other things, the Exclusive features standard, sports and, respectively, comfort seats in Nevada leather, a leather steering wheel, armrests at the front, as well as interior trim in light burr walnut. Furthermore, the Edition Exclusive comes with xenon headlights, a headlight washing system, a rain sensor, and a lights package. Outside, the new colour Mineral Green metallic is exclusive to this Edition with an alternative choice of nine other paintwork colours.

Both Edition Models of the four-cylinder versions of the X3 are finished with kidney grille bars in Graphite metallic and feature an oval chrome tailpipe on the exhaust. In addition, both Edition Models may be further upgraded by BMW Individual features in the interior.

And if that isn’t enough, BMW also offers a new Comfort Package Plus as an individual option on both Edition versions of the 2009 X3. The package includes Servotronic steering assistance, a multifunction steering wheel, automatic air conditioning and a climate comfort windscreen, an interior mirror with automatic anti-dazzle function, the BMW Business audio system including HiFi loudspeakers, an additional storage package, and a ski-bag.

Depending on the model variant, the Comfort Package Plus starts at a price of €1,950 –don’t ask why… The prices of the new Edition Models range in Germany from €36,700 for the X3 xDrive20i Edition Lifestyle to €53,950 for the X3 xDrive35d Edition Lifestyle, and €39,650 for the X3 xDrive20i Edition Exclusive up to €56,050 for the X3 xDrive35d Edition Exclusive.

2009 BMW M5

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 13:15:37 PST

The BMW M5 sedan is the hot ticket for the enthusiast driver who needs a four-door sedan but wants performance on the far side of legal speeds, is comfortable with cutting-edge technology, and doesn't mind low fuel efficiency. Based on the 5 Series chassis with distinctive air-cheating body panels, the M5 is powered by BMW's 500 horsepower V10 engine capable of zero to 60 mph in 4.5 seconds, with a variety of high-tech gizmos controlling power, shifting and handling.

(Click here to use Leftlane's Price Quote Form to get BMW M5 pricing information from a trusted local dealer. Zero obligation)

The core of the M5 is the most powerful engine in BMW's line-up, a five-liter V10 based on BMW's F1 engine, producing 500 horsepower and 383 pound-feet of torque. As with most other high-performance luxury sedans, fuel efficiency is the trade-off for this level of power with the V10 rated at 17 mph on the highway and only 11 mpg in city driving.

Power is transmitted to the rear wheels through an equally innovative 7-speed sequential manual gear box that uses Formula 1 technology to shift much faster than would be possible with a manual gear box. Unfortunately, most reviewers have found this first-generation SMG to be clunky under normal driving conditions, so most still prefer the no-cost optional six-speed manual transmission.

The BMW M Drive system allows the M5 owner electronically to select the level of damping desired (comfort, normal, and sport), with electronic steering assistance tied to damper setting. In addition, the system allows selection of three levels of engine power and throttle response, several shift-program settings on the SMG gearbox, and variable dynamic stability control settings.

Built on the 5 Series chassis, the car is fitted with a distinctive front spoiler and air intake, side gills, and unique rocker panels, and rides on 19-inch alloy wheels with Z-rated 255mm front and 285 mm rear tires.

Interior fitting options include heated M sport front seats, extended leather upholstery, and brushed aluminum accents. The M is also equipped with a unique gauge cluster to set it apart from the standard 5 Series. The Premium Sound audio system uses 16-high-performance loudspeakers, with a full range of input sources.

Commensurate with its performance, the M5 has a full complement of safety features, including BMW's largest brakes with drilled, ventilated brake rotors, 2-stage Smart Airbags, and standard front-seat side-impact air bags with front and rear head protection system, and optional rear-seat side-impact air bags, and BMW Assist in-car telematics system for four years.

2009 BMW M6

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 13:12:44 PST

It’s six in the ay-em, on a Monday morning. We’re passing through 85-miles-per-hour on Ontario Provincial Highway 22 in an Interlagos blue metallic BMW M6. The V-10 is purring sweetly underhood. There is not another car in sight. Steve McQueen had it right when he uttered the phrase that is emblazoned in the mind of every auto enthusiast: “Speed is life, everything else is just waiting.”

(And what is with the Namby-Pamby, artificially slow 100 kilometer-per-hour (62 mph) speed limit, as posted alongside the primary and secondary highways throughout this otherwise beautiful province? This entire country has the population of the state of Wyoming within its borders, and they can’t see fit to goose the limits just a little bit? But I digress…)

I’m on my way to Detroit, where I will join the rest of the auto scribes flying into town to sample Ford’s new F-150. But for now, we’re cruising in something considerably slicker.

What is it?

The M6 Coupe is the latest in a long line of luxury performance coupes that go back to 1972. It’s a hot-rodded version of the 6-Series personal sports car from BMW. Technically, you could call it a 2+2, but we don’t think you’d like the back seat on a cross-country trip unless you still fit into a child safety seat.

What’s it up against?

As far as divisions are concerned, “M” is BMW’s answer to Mercedes-Benz’s AMG, Audi’s RS, Jaguar’s R, and well, you get the idea. The M6 is built in Dingolfing, Germany, about an hour northeast of Munich. As far as direct competitors, put it next to a Porsche 911 Turbo, a Jaguar XKR, a Maserati GranTurismo S and others of that ilk. With one or two exceptions, you’ll quickly find you’ve priced yourself into the six-figure territory.

Any breakthroughs?

Using iDrive controls to access the M-Drive functions, the M6’s power output is adjustable to three different power levels. Add to this, suspension and steering preferences which all can be combined, and you have all sorts of combinations that can be turned on and off via a twist of the iDrive knob.

We’re still not sold on the Wheel of Fortune control, but we agree this is a better laid out system than that of previous generations. Think of the newly improved iDrive like Windows XP: It’s reasonably functional and decently usable, but there are better approaches out there. Unfortunately, it looks more like Windows 3.1. Did the transmission engineer design the graphics for the user interface?

Another breakthrough: A digital/acoustic engine oil-level warning. More on this later.

How does it look?

When we saw the new 6-Series at its launch in Spain in the fall of 2003, for the upcoming 2004 model year, we were seeing just one of the initial offerings from BMW director of design Chris Bangle. Upon further squint, we noticed Porsche design cues (among others) shining through, and we can say that nearly five years later, the old girl still looks good – if a bit polarizing. Subtle ground effects, a more pronounced tail spoiler, M-design wheels, aero-mirrors and the ubiquitous M-badging all around the M6 help to set it apart from any other run-of-the-mill 650i. All new BMWs will be sporting LED illumination at front and rear, which adds to the sinister appeal of this M6.

Another cool, but possibly overlooked touch: BMW has equipped the M6 with a carbon-fiber roof panel, which accomplishes two things. One is that it reduces the total weight of the car, which is a good thing any way you look at it. Second is that removing the steel roof lowers the vehicle’s center of gravity, which enables more agile cornering than a standard 6-Series. Unfortunately, you lose the sunroof in the process. BMW offers its M3 coupe with a choice of a standard sunroof or a carbon fiber top. For those of us that aren’t trying to achieve Nürburgring lap records, the sunroof would be a nice option.

And inside?

Overall, the cabin isn’t as aesthetically pleasing as what Audi or Mercedes-Benz might churn out, but it’s still top shelf. The cockpit is very functional and the seats are excellent, as is the fit and finish. The Silverstone II Merino leather in a creamy off-white is not our idea of a high-performance color, but we suppose it must impress some interior designer somewhere. The rest of the interior makes up for the questionable hue with carbon-fiber accents, a black leather-wrapped steering wheel with M’s tri-colored thread stitching, and a leather-covered dashboard and binnacles. We’re a little worried the carbon look will go out of style quicker than a Fast and Furious lime green Mitsubishi Eclipse, so we’d probably opt for wood trim if given the choice.

Along with the millions of little Alcantaras that died for your roofliner, the full-leather treatment will set you back another $3,500 over the base $100,000. But it’s all the little bits that when combined add up to make a really great cabin. Great seats, an adjustable steering wheel with telescoping and tilt functions, a heads-up display and a sexy purr that doesn’t get lost within the audio system all do their part to ensure an amazing driving experience, especially during an early morning jaunt through the Ontario landscape.

But does it go?

With a full-tilt-boogie list price of $111,320, it damn well ought to. And truth be told, with five liters of Formula 1-inspired power under the hood, it does. But that’s not the only story. The ten-cylinder engine pumps out 500 horsepower, and 383 lb-ft. of torque, just not all the time. With the help of the engine’s steplessly variable valve timing, the engine can be “re-programmed” to provide “only” 400 horsepower, which is the default setting.

That may be fine for a daily commute, but come track day, power can be dialed into the P500 or P500 Sport mode. Both offer 500 horsepower, just at different engine map points. Additionally, Electronic Damping Control, (EDC), Dynamic Stability Control (DSC) and other functions can be programmed into a setting that’s accessible through the iDrive controller and they can further be programmed into the M button located on the steering wheel.

Sitting in and driving the M6 is more akin to wearing the car. Like a fine suit, it just fits well, and lends confidence to the maneuvers you’ll attempt while behind the wheel. Credit the all-aluminum suspension bits, with electronically controlled gas-strut shocks, for the ability to cycle through Normal, Comfort and Sport spring rates for the great handling. Using the very slick six-speed manual (our test car was not equipped with the SMG Gearbox), BMW estimates you’ll see 60 mph in 4.5 secs. And, once again, speed is artificially limited by the manufacturer to 155 mph. You’ll also see a fuel pump more frequently than you would driving a Prius, but that’s not the point. For the record, expect 11 mpg in the city and 17 on the highway.

As an aside, we had occasion to see the oil level warning light several times through our trip. The M6 uses sensors to monitor the dry sump system. When we pulled off to check the oil level with our own eyes, we simply could not locate the disptick. Thinking we were dipsticks in our own right, we called BMW, who told us that the M6 doesn’t have a dipstick, lest owners dab a little oil on their fingers. In the end, the M6’s oil level turned out to be fine, though we do question having to rely on electronics.

Overall, and except for the faulty oil level sensor, the M6 is still a technological tour de force. For model year 2009, the M6 remains untouched, except for the addition of Carbon Black Metallic as a new color choice.

Why you would buy it:

Because a 500 horsepower V-10-powered ‘bahn burner that fits like a custom-tailored suit suit is your idea of great fun. And, hey, if you’re a Wall Street CEO feeling flush with $700 billion in your back pocket, you have to spend that government bailout somewhere!

Why you wouldn’t:

Because you are technologically challenged and you think the Internet is just a passing fad.

2009 BMW M6 Coupe base price, $99,300. As tested, $111,320.

Silverstone II Merino Leather, $3,500; Heated steering wheel, $200; Carbon fiber black trim, $300; Comfort Access, $1,000; iPod adapter, $400; Heads Up display, $1,200; HD Radio, $350; Sirius satellite radio, $595; Enhanced premium sound, $700; Destination, $775; Gas Guzzler Tax, $3,000.

2009 BMW M3

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 13:01:38 PST

The new fourth-gen BMW M3 was debuted stateside earlier this year for auto journos and other “persons of interest,” as the authorities are apt to say. From Cannery Row in Monterey, California, to nearby Laguna Seca Raceway, and through nearly 140-miles of stomach-twisting mountain roads, we had a chance to familiarize ourselves with the new E92 Coupe during a week long total immersion into the BMW product line.

Backstory

The week began with an introduction to the Rolls Royce Phantom and Phantom EW (extended wheelbase) sedans, followed by the Phantom Drophead, and Coupe. Next came the Mini Cooper Clubman, and the new 1-Series, followed by the M3 from BMW’s M high-performance division. It was worth the wait.

The New M3 is a departure for those who have been fans of the compact sports coupes from the beginning. The M3 first arrived in North America in 1988. Power from a 2.3-liter four-cylinder engine put down 192 horsepower. For reference’s sake, the Ford Pinto of the 1970s was powered by a similar-sized engine, but without any of the intestinal fortitude of the former.

Generation two arrived in 1995 with a 3.0-liter, then 3.2-liter 240-horsepower I-6 powerplant. A companion sedan and convertible appeared shortly thereafter.

Version three dropped on these shores in 2001 and was produced until mid-2006. Power output grew to 333 horsepower from the 3.2-liters. Then came the introduction of the new 335i in late 2006. Powered by its sequential twin-turbocharged I-6 with an output of 335 horsepower, it made the outgoing M appear anemic. What was BMW to do? What indeed…

Flash forward to the present, and we are cruising past artichoke fields in the Central Coast region of California (Castroville, the “Artichoke Capital of the World”). The engine in our white-with-black carbon-fiber roof paneled M3 Coupe is calmly humming along in almost a docile tone. We slow through school zones and past town centers until speed limits again approach highway velocity where we can cause the engine to roar by way of steady pressure on the loud pedal.

Aesthetics - (3.5/5)

Overall, the M3 Coupe appears to have taken the best cues from the current 3-series coupe and improved upon them. Subtle side skirts help to enhance the “dropped” appearance of the car, while under-platform refinements to the near-flat floor help to enhance under-floor airflow. The vehicle is nicely accented with the M logos located in the center of the “gills” on each side of the car.

Curiously, of all the color schemes available in the M3 Coupe, the white body with black carbon-fiber roof combination is the most attractive. It appears almost like a club-racer color scheme common in Japan. Having the carbon lid achieves some functional goals, too. Weighing 11 lbs less than a regular steel top, it helps lower the car’s center of gravity. Of course, it also lowers the car’s overall weight. But who are we kidding — it’s mostly for the novelty.

The trouble with the new M3 is that, in more sedate colors, it’s easy to mistake it for a regular 3-Series. Of course, this has always been then case for BMW’s “M” cars. Bulging fenders aside, untrained observes won’t notice much of a difference between an M5 and a 550i, for example. With the new M3, BMW decided to add a few more design cues to spice things up. The brawny engine requires extra clearance under the hood by way of a “powerdome.” The dome is a welcomed enhancement that separates the posers from the performers.

The new 3-Series coupe by itself has more road presence than press photos might suggest. The M3 takes the look a few steps further, and as a result is much more noticeable on the road than one might think. The front is particularly aggressive, and the side profile is far more interesting in person than in photography. We’re not entirely sold on the Honda Civic-esque rear 3/4 view, but the rows of LED in the taillights do a good job of distracting from this.

Whether the new M3’s exterior will stand the test of time remains to be seen. Previous M3s have managed to stand the test of time thanks to their very distinctive looks. Most enthusiasts are split on whether BMW’s latest effort lives up to this standard, and so are we.

Cabin - (4/5)

We can’t complain too much about the M3’s new interior. The interior coddles you in well-bolstered seats that managed to keep small, and larger drivers firmly in place. Everything presents itself, just as it’s supposed to. A beefy leather-wrapped steering wheel is tilt and telescope adjustable; it’s nicely accented with the colors of BMW’s M racing division (Blue, Purple and Red). It’s a color-scheme you see repeated throughout the cabin. The carbon fiber interior inserts are neither attractive nor functional, so we’re glad the “ricer” look is optional.

The purpose of optional LCD-screen-based iDrive, among other things, is to reduce the amount of clutter produced by buttons and dials. But for a company whose interiors are creeping dangerously close to IKEA territory, we think a little clutter might be a good thing.

We’d call the M3’s cabin boring, except for the fact that every other interior in the segment this side of an Audi S5 is equally bland. That’s not to say it’s ugly or uncomfortable — it’s just not inspiring. Order the leather seats in red if you’re looking for a bit more visual stimulation.

Technology - (4/5)

Order the iDrive-equipped model and you’ll see a twin-binnacle dashboard housing the gauges directly in front of the driver, and the iDrive screen to the right. For the computer- and smartphone-literate the iDrive system isn’t as bad as some folks would have you believe, but better designs are surely on the drawing board somewhere.

Just to the left of the six-speed manual shifter are three buttons that comprise the controls to the M Drive, included in the optional Technology package. Through the use of these buttons, the M’s Dynamic Stability Control (DSC), Electronic Damping Control (EDC) and engine response can be engaged or disengaged as desired. The result allows for more wheel slippage, softer or firmer ride quality and engine response—normal, sport or sport plus. An “MDrive” button is located on the steering wheel that enables the driver to store the preferences.

In a nod to the phrase “racing improves the breed,” BMW has borrowed from their F1 engine-building program by incorporating a technique that casts engine blocks from an aluminum/silicon alloy. This silicon alloy whose crystals line the cylinders obviates the need for a specially coated cylinder bore. Topside, the injection system is made of eight separate throttle bodies for quicker response. Trust us. It is quick.

Performance - (5/5)

The new M5 sedan’s ten-cylinder engine has been met with rave reviews, so for a car whose alphanumeric badge has two less digits, it seems almost poetic BMW decided to simply chop off two cylinders from that monstrous V10 to make a smaller, lighter V8.

Simply put, the engine in this new E92-bodied M3 is a piece of Teutonic industrial art. Lighter than the six-cylinder M3 motor it replaced, it is not as attractive as the 4.2-liter found under the hood of Audi’s RS-4. Instead, it is covered with a big glob of plastic cladding over the injection system, which sports a little bling in the form of an M-badge. Turns out this cladding houses the M’s airbox.

From that point, the powerplant becomes all business. At 4.0-liters, and 414 horsepower at 8400 rounds-per-minute, the engine displays an incredible power to weight ratio of 8.8 lbs to one horsepower. And did we mention high-revving? Torque weighs in at 295 lb-ft, and BMW says there is enough of it to launch the M3 from naught to 60mph in a claimed 4.7 seconds.

This is an “M” car, so everything you’ve read thus far is irrelevant until the most important question is answered — How does it go? Like Stink, thank you.

The BMW Double-Vanos system of its variable-valve timing technology delivers the appropriate power for nearly every situation, while at the same time lowering emissions. The good stuff does not just reside up top, either.

Through the use of aluminum suspension parts, from the front and rear axles, to the control arms and dampers, added strength and lightness are achieved throughout the new M3, improving chassis dynamics along the way.

During BMW’s track day at famed Laguna Seca Raceway, we were given the chance to see probably every behavioral trait that the M3 possesses. From the kick-in-your-pants acceleration to the mild understeer exhibited through the Andretti Hairpin the car is absolutely well sorted, keeping the average driver out of trouble. Bump the DSC switch and feel the tail wiggle for a more exhilarating entrance and exit through the turn. If you don’t set up correctly, expect a bit of tire squeal, too! Pass through turn five, stand on the gas and ease onward to the uphill straight, pulling right to connect with the sweeping left turn apex of turn six. Accelerate as much as you can and then stand on the brakes with their 14-inch cross-drilled compound rotors, turn hard left and aim for the dead tree. Do this correctly, and you avoid the gravel pits on both sides and will have found the quickest way to thread the needle through the famed Laguna Seca “Corkscrew.”

Hit the gas through the Rainey curve and approach the quick right-hander on the way towards pit-in for the end of this roller coaster ride. If you are nice to the ride attendant, he may let you stay in and go again!

2008 BMW 7 Series

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 12:58:40 PST

Introduction

As with the other top-shelf, full-size luxury sedans, the 2008 BMW 7 Series sits at the top of the premium car food chain, a great white shark in a tank of mostly pilot fish. Performance, luxury, space and high-tech features are found in great abundance here.

When it was last redesigned in 2002, the BMW 7 Series shocked Bimmer-philes with its odd styling details, chief among them a trunk lid that looked like it had been swiped from another car. This generation also introduced iDrive, BMW's multifunction controller that tended to bedevil even the most devoted technocrats.

Yet in spite of those quirks, this generation of the 7 Series has been a solid sales success for the legendary carmaker, thanks to its typical BMW traits of spirited acceleration, communicative steering and agile handling that make it feel like a car two-thirds its size. Contributing to this large sedan's nimble nature are standard active antiroll bars (Active Roll Stabilization) that automatically stiffen to reduce body roll. Those looking for even more adroit handling can opt for either the Sport Package (in the 750 versions), which provides firmer suspension calibrations, or the active air suspension (Adaptive Ride Package) that automatically firms up when the car is being hustled along a curvy road.

Although the 7 Series' iDrive has been roundly criticized, it has become somewhat more user-friendly through the intervening years while other luxury brands follow suit with similar multifunction controllers, which exist to minimize dash clutter. Compared to its chief rivals, however, the Bimmer's still lags behind, as Audi's MMI system is the most intuitive, with Mercedes' COMAND falling somewhere between its fellow Germans. Its Lexus and Jaguar competitors utilize touchscreens.

When it comes to an engaging experience behind the wheel, however, the 2008 BMW 7 Series is still tough to beat. An Audi A8 or Benz S-Class are certainly capable and worthy of consideration, though they still don't speak to a serious enthusiast the way the BMW does. Others worth a look in this segment are the Lexus LS 460 and Jaguar XJ8/XJR, which prioritize a plush ride over sport sedan athletics. The Lexus is sophisticated and opulent, though its antiseptic drive may leave some folks cold. In addition to their expected strong performance, the Jag offerings provide elegant, classical styling that goes a long way in this class. Obviously, none of these choices will disappoint, but for buyers who crave an engaging driving experience above all else, the 2008 BMW 7 Series remains the definitive choice in this high-end shark tank.

For Pricing information, see our Pricing page.

Body Styles, Trim Levels, and Options

The 2008 BMW 7 Series is a full-size luxury sedan that's available in three versions: the V8-powered, standard-wheelbase 750i and long-wheelbase 750Li, and the V12-powered 760Li.

Standard features on the 750s include 18-inch wheels, adaptive bi-xenon headlights, a moonroof, leather upholstery, walnut wood interior trim, 14-way power front seats (including power lumbar support), dual-zone climate control, heated front seats, one-touch windows, Bluetooth, a navigation system with voice control, and a 10-speaker CD sound system with an auxiliary audio jack.

Both 750 models are eligible for a long list of options -- the only difference is that the 750Li can be had with ventilated 14-way power rear seats to complement the extra legroom in the back. There are also a number of available packages, including the Sport Package (firmer suspension tuning, 20-inch wheels and a three-spoke steering wheel), the Adaptive Ride Package (self-leveling air springs and electronic damping), the Luxury Seating Package (a massaging driver seat, ventilated front seats, rear sunshades and a heated steering wheel) and the Premium Sound Package (13-speaker Logic 7 sound system with an in-dash CD changer). For the ultimate in personalization, there is also the Individual Composition package, which offers unique interior and exterior color selections, upgraded leather seating, a choice of wood cabin accents and 20-inch alloy wheels.

Virtually all of the above is standard on the 760Li, including the Adaptive Ride suspension. Additional options on all 7 Series models include keyless ignition, adaptive cruise control and a rear entertainment system (with a six-DVD changer). An exclusive 760Li option is a rear-seat beverage cooler (mounted in the armrest) and individual rear climate controls.

2009 BMW 6 Series

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 12:50:40 PST

The 6-Series Coupe and Convertible are luxurious, high-status vehicles that put ride comfort over sporty performance.

Though competitors like the Porsche 911 offer more capable sports performance, the 2009 BMW 6-Series holds its own in terms of luxury. In fact, Forbes says it's a great choice for anyone who wants to "stand out" and is looking for a vehicle "that blends sporty dynamics and decadent luxury." However, its too-snug backseat and complicated iDrive controls detract from its appeal. Overall, the 6-Series is more about status than everyday practicality and visceral performance.

If you're in the market for a super luxury sports car that values luxury over performance, another great choice is the Jaguar XK. In fact, its nameplate screams refinement. However, if what you're seeking is a thrilling performance, it's hard to beat the Porsche 911 or Dodge Viper. Though both provide loads of raw, unadulterated power, only the 911's got the handling chops to leave performance seekers all-around satisfied.

The 6-Series is available in two body styles: 650i Coupe and 650i Convertible. Both feature a smooth 360-horsepower V8 engine.

2009 BMW 5 Series

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 12:36:55 PST

The BMW 5-Series is among the most exhilarating drives available in the large luxury sedan class. While a few models offer more engine power, none are more engaging on winding roads. BMW's legendary handling prowess and balance are on display in the 5-Series, and the automotive press is pleased with the result.

The Kansas City Star says, "BMWs have long set the standard for sports sedans, and while a handful of competitors have encroached on their territory, the 5-series sedan, and the 535i in particular, is one of the benchmarks against which others in this class are judged."

A few sedans have nearly been judged equal, however. The Audi A6 is less powerful in most trims, but with its Quattro All-Wheel-Drive system, some say its handling is actually more taut than the BMW's. And the new Jaguar XF, with its supercharged V8, can outrun the BMW in a straight line.

The 5-Series is an expensive car, and like many BMWs, one that skimps on storage space. Its chief German rival, the Mercedes-Benz E-Class, offers more space. But the 5-Series holds its value well, and is surprisingly fuel-efficient for a large car built for driving excitement. It does require premium fuel, however.

The 5-Series received a design refresh in 2008, so for 2009 very little has changed. Larger 17-inch tires are now standard on all models, and BMW no longer offers a green-band windshield of a first aid kit in the car.

The 2009 BMW 5-Series comes in four-door sedan or wagon body styles. Sedan trims include the 528i, 535i, and 550i. A performance-oriented M5 trim is also available.

2009 BMW 335d

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 12:31:53 PST

The automotive world is shrinking by the second. After Volkswagen, BMW is now selling diesel-powered cars in North America. A 3-Series sedan called 335d and a new variant of the X5 known as the xDrive35d are now part of the brand's portfolio.

The 2009 BMW 335d finds itself among the most environmentally-friendly cars in Canada!

Wolfsburg's TDI monopoly will soon be no more. A new market segment is fast emerging and the 2009 BMW 335d, the first premium compact sedan to run on diesel in Canada, represents the tip of this iceberg.

Cheaper than a 335i!

Executives at BMW Canada admit that the introduction of these two models will allow them to gauge consumer interest for this "new" genre.

Is it the reason why the 335d ($49,700) turns out to be cheaper than a similarly-equipped, gasoline-powered 335i? The difference is actually $800 in favor of the former, which is only available with an automatic transmission.

The impressive torque generated by its 6-cylinder engine could not be handled by a manual gearbox. In fact, the automaker had to rely on a new autobox that was originally designed... for a V8!

Cutting-edge technology

The market introduction of a new clean diesel fuel (with low sulfur levels) along with new engines that produce less emissions is at the source of this new trend.

We're a far cry away from the BMW 524td that was sold here in the 1980s. The mere mention of its name conjures up bad memories of harsh-sounding diesel powerplants, not to mention their bluish smoke coming out the back under acceleration. It's amazing that these engines used to be all the rage at some point!

2009 BMW 1 Series

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 12:28:44 PST

No Reviews Yet!

2008 Volkswagen Touareg

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 11:29:56 PST

The Touareg is one of the Wolfsburg-based brand's vehicles that, much like the late Phaeton, surprised plenty of long-time Mercedes and BMW buyers. This Volkswagen is far from a "people's car". Competing in the extremely fierce premium SUV segment, the Touareg pits itself against such renowned veterans as the Lexus RX and Mercedes-Benz ML-Class. Needless to say it needs to perform especially well to lock up a spot under the sun.

The next-generation Touareg 2 is commanding and distinctively styled.

The next-generation Touareg 2 is commanding and distinctively styled. Many VW design cues can be found throughout the exterior, starting with the chrome-clad corporate grille which flows into the middle part of the front bumper. Even at first glance, you know you're in the presence of a luxury vehicle. Shiny bits of chrome are nicely integrated here and there, while the quality feel exceeds standards. Fit and finish is commendable both inside and out with a flawless use of materials.

The interior features are further proof of the vehicle's premium character. The Touareg 2 is very well equipped and it spoils those inside. Ergonomics are spot-on: the instruments and controls are readily accessible and they offer lots of possibilities. The same holds true for the HVAC system. The sound quality delivered by the stereo is pretty good too.

Comfort is provided by the adjustable seats that make it easy to find a good driving position. They're quite plush

and accommodating for long trips. Moreover, the interior remains quiet and outward visibility is good, although the small rear window complicates parking maneuvers.

Premium safety is delivered by various electronic driving aids like stability and traction control. There's also a full assortment of airbags to enhance passenger protection in the event of a collision or crash

2008 Volkswagen R32

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 11:26:48 PST

For some people, nothing is powerful enough. A few of them seem to be employed in Volkswagen's Wolfsburg offices. For the past few years now, Volkswagen has been preparing a more exclusive version of its popular compact car.

The R32 is definitely a fun car.

In this category of carefully groomed go-karts, looks, and jaw-dropping performance, play a big role, and that's exactly what the R32 is using as a trump card. Despite the fact that the R32 is actually derived from the Rabbit, the assembly and the attention to detail are superb. It looks like it was born this way.

The integration of a chrome nose diving down to the front rocker panel

is a success. The grille is stylish and the manufacturer added a fairly discrete rocker panel that does have a certain boldness, thanks to the large air intakes. The rear has also undergone some shock therapy, now boasting twin, chrome-plated centre tailpipes and tinted taillight lenses.

The interior is much more sober. Entirely recovered from the Rabbit, it is conspicuous by its German ergonomics but also its utter lack of originality. Certain features remind us of the advertised performance: The flat-bottomed steering wheel, the few brushed aluminum plates, the sporty seats. What really impressed me though is the cool pedal system.

The overall finish is good, in the tradition of above-average German cars. It features generous equipment, which seems normal considering the price tag. The extras include Bi-Xenon headlights, a multi-disc, 10-speaker sound system, an antitheft device, a rain sensor, cruise control and a reverse camera, i.e., all gadgets that distinguish a simple sports car from a true GT.

As a hatchback, space is not its forte, especially when it comes to the cargo area. However, the seats do provoke a little shiver of anticipation on first sight, promising comfort and support worthy of a rally car. Once comfortably seated in a preferred driving position, you quickly remember how Recaro seats earned their reputation; they are simply marvellous

2009 Volkswagen Tiguan

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 11:23:35 PST

Like me, you probably know one or buddies that will always arrive late to a party. It might be because they want to be noticed when they walk through the door, or maybe it's just because they're born that way, being late to any get-together or appointment. But, late or not, you're always glad to see them because you know a party just isn't a party without them.

From every angle, the Tiguan is a nice-looking SUV.

The Tiguan is Volkswagen's latecomer, and it's about time the German automaker crashes the compact SUV segment. But the Tiguan isn't a half-baked deal just to say: "We've got one, too". It may have taken a long time to develop, but it just might have been worth the wait.

Cute as a button

From every angle, the Tiguan is a nice-looking SUV. The front seems to have no bumper, as the lower air dam sweeps upwards to rest under the headlights, while the grille cascades downwards to create a waterfall shape. The only thing that bothers us a bit, and you have to get close to notice it, it that the hood overlaps the top of the front fascia and looks misaligned.

At the rear, the taillights run into the rear hatch, which benefits from a large window. Overall, the Tiguan looks like the love child of the Touareg and the Rabbit, but despite it being a brand-new vehicle on the road, it doesn't seem to attract much attention. Well, maybe that's not a bad thing.

Award-winning engine included

Under the hood of the Tiguan, you'll find Volkswagen's familiar turbocharged 2.0-liter 4-cylinder.

Despite the company claiming that the engine has been revised for the Tiguan, it keeps the same output numbers: 200 horsepower and 207 lb-ft of torque peaking from 1,700 rpm all the way to 5,000 rpm.

The Mighty Mouse engine is mated to the Tiptronic 6-speed automatic with manual mode. We've tested this transmission in various VW and Audi models, and the electronic throttle hesitates for a half-second before reacting during accelerations from a standstill, but it wasn't as noticeable in the Tiguan.

2009 Volkswagen Passat CC

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 11:12:32 PST

The 2009 Volkswagen Passat CC has all the ingredients of a coupe: the aerodynamic styling, the swooping roofline and the aggressive character. Yet, it features not two but four doors. This nifty trick (like the one Mercedes-Benz pulled off with their CLS) is a reminder that this sedan is actually a sporty coupe.

The Volkswagen Passat CC is one of the most stunning new models I had the opportunity to try out this year.

Whatever it is, and whatever definition purists might come up with, I was delighted to find myself on the road with this semi-premium German hero. It's safe to assume that it will make big waves in a market segment currently dominated by the Honda Accord Coupe and Nissan Altima Coupe. The little CC (which stands for "Comfort Coupe") had plenty to showcase during my brief road test around Nashville.

Stylish and classy

In terms of design, Volkswagen may not have reinvented anything, but it sure improved the recipe. The Passat CC displays a striking silhouette, although I must admit that it looks much smaller than the concepts of a year ago.

Officially described as a small midsize car, the CC sports the familiar Volkswagen front grille, not to mention air-slicing, downward-sloping hood lines. Meanwhile, the softly arched roofline further enhances the aerodynamic looks.

It all culminates with a highly modern rear end featuring blood-injected, eye-shaped taillights which follow the character lines on each side of the car. To be quite honest, I must say that the Volkswagen Passat CC is one of the most stunning new models I had the opportunity to try out this year. It definitely has the makings of a small Audi coupe, no matter what company executives might tell you.

Upscale interior

VW designers also surpassed themselves inside. The Passat CC offers a vast interior, nicely supportive seats and a refined-looking dashboard with extensive use of brushed aluminum.

My generously-equipped tester contained a large, user-friendly touch screen for the optional navigation system and multimedia interface. That said, even the base model boasts a comprehensive dashboard and significant design improvements.

Surprisingly, the rear seats are very accommodating and offer ample room for passengers. I even asked a tall reporter from Edmonton, who stands 6'2'', to sit in the back and give me a confirmation. With all that shoulder room and headroom at his disposal, he said he found the trip quite comfortable.

Overall, the interior is pleasantly laid out and material selection is commendable, helping position the Passat CC as an upscale, if not premium, automobile -- exactly what the company wants.

2009 Volkswagen Jetta

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 11:10:17 PST

The cheating's over. After selling a 2006 Jetta TDI well into 2008 because of federal emissions regulations in effect for 2007 models and up, Volkwagen has finally introduced the 2009 model with a brand-new turbo diesel engine. Better yet, the new car costs $2,475 less than the outgoing one.

For 2009, the German automaker offers no less than 16 variations of the Jetta, including sedan and wagons models, the GLI, and excluding the old-school City Jetta.

The Jetta TDI starts at $24,275, and this Comfortline test car carries a $26,775 invoice.

Torque, the magic ingredient

Diesel engines have always relied on

torque to motivate the vehicles they're bolted into. In recent years, though, progress seems to have escalated as all new turbodiesels boast stump-pulling low-rpm torque numbers.

And the TDI is no exception: 2.0 litres, 140 horsepower, but 235 lb-ft of torque. That's quite a step from the previous TDI, a 1.9-litre unit rated at 100 hp and 177 lb-ft. And I still remember the diesel VWs of the '80s, which developed a puny 52 horses in naturally-aspirated spec and 68 horses with a turbocharger.

The oil-burning Jetta gallops to 100 km/h in 8.8 seconds, which is just a little slower than with the 2.5-litre engine. The TDI's power curve peaks at 4,000 rpm but seems to drop like a stone right after that; redline is 4,500 rpm.

But unlike high-revving, twin-cam 4-cylinder engines that are virtually gutless at low revs, the TDI's torque steps in right off the line to get the car moving along swiftly. The result is that under normal driving circumstances, you don't feel much of a difference between the TDI and 2.5 engines. When you listen to the car at idle and during acceleration, it's still unmistakably a diesel, but it's quieter than before.

The all-important number here is its fuel consumption average. Well, in our hands, the TDI is averaging 7.4 L/100 km, which is pretty good considering we didn't do much highway mileage. We seriously doubt you'll rack up 1,100 km on a single tank like VW is claiming (which is basically the 55-litre tank averaging 4.8 L/100 km), but if you've got a light right foot, you'll get close to a thousand kilometres for every tankful.

2009 Volkswagen Routan

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 11:06:48 PST

When an automaker realizes that 15 percent of its customers are leaving its showrooms due to a missing product in a specific market segment, it has to find an answer -- and fast. That's what happened at Volkswagen when a failure to include a minivan in its lineup forced some customers to look elsewhere.

When you look at the new Routan, it's hard not to find a resemblance with the Chrysler Town & Country.

Unable to develop their own unique model in a short period of time and, more importantly, maintain costs at a reasonable level, executives of the Wolfsburg-based company asked the uncontested leader, Chrysler, to help them design a new German-flavored people hauler. But how do you take a

typically American vehicle and turn it into something German families will want to own? It's simple, really: you just put some sauce on it -- or so to speak.

When you look at the new Routan, it's hard not to find a resemblance with the Chrysler Town & Country. In reality, only the door panels and the roof are similar, not to mention the overall shape. Thankfully, every other body panel is unique to the Routan. The lines are much sleeker and, actually, even a little aggressive. Displaying many of the brand's traditional design cues, this minivan stands out as a true example of German styling.

German and American vehicles definitely don't share the same personalities and dynamics, which is why Volkswagen engineers spiced things up and injected a good dose of Teutonic character. While fit and finish are a bit more sophisticated, there's still work to do. For instance, bumper integration leaves a little to be desired. Overall build quality is decent, but that's the most I can say. Still, the interior remains more luxuriously appointed than comparable Chrysler models.

Because a number of components have been reworked, including the suspension, the Routan's road manners are more inspiring. Both stabilizer bars have been revised to help deliver a more pleasant ride, which I found pretty comfortable by the way. The 2nd-row captain's chairs are removeable and their seatbacks fold flat to maximize versatility. Unlike other VWs, though, this one lacks a telescopic steering wheel.

2009 Volkswagen Tiguan 2.0 TSI

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 11:03:14 PST

The 2009 Volkswagen Tiguan is part

of a new wave of European compact SUVs. For those seeking foreign prestige, the mid-$30K price range and 200 horsepower will sound pretty enticing and reasonable.

The Volkswagen Tiguan is roughly the size of a BMW X3.Yet, its price range is much lower.

Right now, products that fit this description come from Asia and North America. The RAV4 V6,

Forester and Vue XR are prime examples. Alas, they're not "Made in Europe"...

An alternative to the X3!

The cachet associated to the VW logo elevates the Tiguan to the ranks of the BMW X3. Yet, the latter is over $10,000 pricier. The same holds true for the upcoming Audi Q5, Volvo XC60 and Mercedes-Benz GLK (soon available in Canadian dealerships).

And while we're still waiting for the arrival of the smaller and, hopefully, more affordable BMW X1 and MINI Crossover, the comparison between

the Volkswagen Tiguan 2.0 TSI 4MOTION and the X3 3.0i proves interesting. After all, the former might produce 15 horsepower less, but it strikes back with superior torque at much lower engine speeds.

Besides, the slightly smaller Tiguan is just as roomy as the X3. In fact, you'll find more cargo space in the back, not to mention a greater towing capacity! Based on these facts, the Tiguan looks like an excellent deal compared to its Bavarian rival.

A 4WD Jetta?

The underpinnings of the Tiguan are a bit less prestigious. The vehicle is built on a variant of the Jetta's platform. However, unlike the sedan, it's not manufactured in Mexico. Rather, production takes place in the Wolfsburg assembly plant in Germany! I guess that's one of the aspects of globalization...

Anyway, this family tie also explains why the Tiguan relies on the same 2.0-liter, 4-cylinder turbocharged engine as the Jetta TSI (a.k.a GLI). My tester, a Comfortline model, was mated to a 6-speed automatic transmission with Tiptronic manual mode. Meanwhile, the base Trendline model is

the only one to offer a 6-speed manual.

2009 Volkswagen Passat Wagon 2.0T

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 10:51:11 PST

The Volkswagen Passat is one of those vehicles that fail to inspire at first glance yet their classic elegance becomes more and more apparent as you approach them. Clearly, company designers showed restraint when they penned the lines of this midsize family wagon, focusing instead, and understandably so, on the all-important little details.

The exterior design lacks flair but makes up for it with perfect execution.

Despite looking like the old Audi A6, the 2009 Passat shares a sense of luxury with its premium cousin. The chrome-clad waterfall grille flowing into the lower bumper takes styling to another level. However, time and flying debris will likely show no mercy to this beautiful crown. Other chrome accents are pretty subtle, including the window surrounds and side moldings.

Fit and finish is exemplary, while panel spacing is flawless -- further illustration of Volkswagen's renowned craftsmanship and attention to detail. But like any other wagon, this Passat's wheels, even at 17 inches in diameter, look too small for the size of the car, especially in the back.

The same rigorous approach and spirit are found inside. The dashboard is both modern and understated. With the beige interior treatment and metallic trim, the cabin feels roomy and airy, helping occupants relax and enjoy the ride.

The middle section follows the German trend of stacking the various control groups on top of each other. Greatly improving ergonomics is the fact that every control and knob is readily accessible and easy to manipulate. At night, in typical VW fashion, drivers enjoy powerful, orange and electric-blue backlighting of the instruments.

The overall layout is well executed and finding a comfortable driving position is a breeze. In fact, all passengers will feel at ease, regardless of their shape and size. The tall roof means that headroom is generous both up front and in the back. Cargo capacity, obviously, benefits from the wagon body style: with 1,570 liters available when the 60-40 split rear seat is folded down, one manages to pack a lot of gear in the trunk before running out of space.

2008 Volkswagen Eos

info.dccd@gmail.com (Fredj A. Jad) — Sat, 14 Feb 2009 10:47:15 PST

Eos was the Greek goddess of the dawn. The Volkswagen Eos is a two-door, four-seat, retractable hardtop convertible. It brings on the sun with the press of a button. In a display of modern engineering, the hard roof rises up, the trunk lid opens, the rear window folds, then the pieces neatly stack themselves into the trunk before the lid closes, hiding everything and giving the Eos the clean look of a convertible. Press the button again and the glass-paneled roof arises, unfolds, and firmly latches in place. Eos is now a sanctuary, tight and quiet as a coupe.

Retractable hardtops are nothing new. A few European exotics offered them in the 1930s, and the 1957-59 Ford Skyliner was probably the first mass-produced example of the breed. But Eisenhower-era Americans rejected the increased cost and complexity of the Skyliner, with many preferring to buy a lower-priced, standard cloth-topped Ford convertible off the same showroom floor.

Our standards of comfort have changed since then, as have our concerns about security. Lately manufacturers of expensive luxury roadsters have been offering more and more models with new, high-tech folding metal roofs. With the Eos, Volkswagen has delivered the first of these new-generation folding hardtops that most of us can afford. The Eos is the first modern European hardtop convertible priced under $30,000.

Even with the top down, Eos feels tighter than most older convertibles, with less cowl shake on rough roads. When it is raised, the glass top gives the Eos a unique appearance. And it's entertaining to watch it go up or down, a feat that can be performed by remote control.

Though it's a small car, the Eos seats four, and getting into the back seat is relatively easy. The interior is trimmed nicely, an area where Volkswagen excels.

We were more than happy with the base model, equipped with a 2.0-liter turbocharged four-cylinder engine coupled to a six-speed manual transmission, and loaded with safety features, air conditioning and a decent stereo. The turbo engine delivers brisk acceleration performance and is a smooth companion around town.

Drivers who prefer an automatic transmission, especially those who must commute in heavy traffic, might prefer the V6 engine, although that decision can add $8,000 to the bottom line.

Either way, the Eos represents a good compromise between a sports car and a sedan. It's sporty and practical, and yet offers opportunities for top-down worship of the sun, the moon and the stars