First Impressions: Tesla Model S

Times they are a changin,’ it used to be driving a Porsche or Aston Martin would get heads turning on the sidewalk. Today, only heads full of grey hair snap to attention at the sound of a grumpy V-8, the younger generations won’t lift their heads from vital smart-phone attention for anything less than a full electric vehicle (EV). It’s the eco cars that are now all the rage, yet the Tesla Model S is a car that grabs everyone’s attention.

Tesla has created an all new driving experience with the Model S, starting from scratch in redesigning the automobile as a whole. It’s not the anemic EV stereotype but a sleek and mean rocket, overflowing with tech and sports a sexy look. It won’t just be science geeks wanting a rip in this ride.

The coolness factor gets turned to eleven with touch operated door-handles, and a dash void of any dials or buttons, just a 17-inch iPad-like interaction interface that controls everything one would want with the car, fully adjustable to the user with steering wheel controls. With a key fob the car turns on by sitting in the driver’s seat and off by getting out. Best of all, the S cures range anxiety, getting 257km with the base, opt for the more expensive 85kWh battery and that number improves to 480km. It is the first road trip capable EV.

The beautiful thing about electric cars is their ability to make the exercise of driving relaxing. The smooth propulsion of electric power will actually calm you in the worst congestion yet will shoot your body full of excitement on a clear road. The S shoved me into the seat back like nothing I’ve ever driven and corners nearly as well. However, it’s also practical with two massive trunks and seating for up to five adults and two children.

I end with this; there are few modern cars that I would buy, and furthermore, I loathe automatic transmissions. However, Tesla has created an all new joy of driving with the Model S and I yearn to one day own one.

Specs:

Price: $ 64,500 base, $ 114,300 as tested

Engine: Rear-mounted, three phase, four pole AC induction motor, RWD

Power: 416 hp, 443 lb-ft

Weight: 2,223 kg

 

Range: 257 km with 40 kWh battery, 370 km with 60 kWh battery, 480 km with 85 kWh battery

Review: 2011 Toyota 4Runner

There is a distinct trend happening today when it comes to full-size SUV’s. They’re all turning into CUV’s. The once proud Jeep Grand Cherokee, Ford Explorer and Dodge Durango have all joined the Honda Pilot and Chevy Traverse in deleting their frame on body construction in an effort to increase fuel economy and on-road handling. However, there is still one player sticking to its guns, choosing to keep its girder underpinnings – the Toyota 4Runner.

While all the 4Runners competitors, minus the Nissan Pathfinder, have reaped the rewards of an all-new platform underneath them, the 4Runner has failed to compete in terms of on road handling and performance. However, in the fuel efficiency department, the 4Runner is only at a disadvantage on the highway, matching its rivals in town. The bold new look that was ushered in last year along with a lower ride height, has made improvements however the old 4Runner still feels like a truck and not a sedan when running errands around town.

However, one of the very real benefits of keeping with a body on frame construction is its off-road durability and capabilities. The 4Runner has long been regarded as a stout overlander, so the question is, how capable is the current generation in getting itself dirty?

I took the 4Runner Trail Edition to the Whipsaw Trail to find out just how good the 4Runner could handle the great outdoors. It didn’t take long to find just about every condition one could hope to find off-road. Dusty gravel, rutted dirt, rock crawling, deep mud and even snow covered the first 20 km of the trail. For the majority of the trail, 2WD would suffice; however, once the road began to climb into the back country, 4WD-high would need to be called upon. Thankfully the Trail Edition came with a manual transfercase shifter instead of the rather irritating dash mounted electric dial.

When the terrain got steep and muddy, the Trail Edition offered me several different options to tackle the situation. I could just throw it in 4WD-low and control my accent with the throttle and brake. Then there is the Multi-Terrain Select System that allows me to control wheel slip in four different surfaces with settings for “Mud and Sand”, “Loose Rock”, “Mogul”, and “Rock”. On top of that, if things get a little beyond the your skill level, the Trail Edition is even equipped with Crawl Control. This system is like a cruise control for off-road conditions, you just select either low, medium or high, and the traction control will keep the vehicle moving between 1.5 and 5 kmh over the terrain. Both dials are found on the ceiling with sunroof controls, and actually work quite well in their selective operations, although it kind of took all the fun out of controlling the vehicle myself. Off-roading after, is all about testing your driving skill, getting a computer to do all the work just seems like cheating. However, for the beginner, its ideal for perfecting how you approach each obstacle.

Despite all the cool features that make you look like a star negotiating slippery situations, a couple weaknesses showed themselves when the going got rough. To help give the 4Runner competitive fuel efficiency numbers, the ride height is a little low for an off-roader, a situation made even worse by the standard running boards which are nothing more than food to decent sized rock, as I found out. Then when we reached some rutted out mud, the tires showed their worth, and I’m guessing they don’t cost Toyota much. On dry surfaces, the 4WD makes up for the tires weak grip levels, however, in the mud, the treads clogged easily and lateral traction meant I had several close calls when the truck slipped off the high ground into the ruts.

When we made it to camp the 4Runner had a few more surprises in store. For one, the two 110v outlets meant that I could keep cell phones and laptops up and running even deep in the wilds. The rear cargo area had a handy sliding floor that made loading and unloading much easier. If the six best years of your life were spent in grade seven, then you’ll be happy to know that the 4Runners interior is as simplistic and organized as any manufacturer could make. A sharp design that is the envy of most Toyota interiors also has buttons and dials large enough that even an arthritic would love.

Mechanically, the 4Runner proved itself extremely competent off-road. While all the new terrain management gizmos helped make it easier to drive off-road, the drivetrain was more than capable of handling everything I threw at it. It’s only weaknesses turned out to be its ride height and tires, two of the first things that off-roaders will modify after their purchase. However, as a trail edition, you really shouldn’t have to invest large sums of money to bring the 4Runner up to its true potential. Like the Wrangler Rubicon, it would be nice to see Toyota offer the Trail Edition with a little extra clearance and a proper set of All-Terrain tires.

Factory Tour: Koenigsegg

Remember the days when the mere sight of a Lamborghini Diablo, or Ferrari 308 was a memorable experience. Yes, the prestige of a Lamborghini, Ferrari or Porsche seems to dull when you begin to see each multiple times on a daily basis’ being driven by people who don’t seem competent enough to tie their own shoelaces. However there is a new breed of supercar working their way to the top. Italian builder Pagani, the rejuvenated mark of Bugatti and the unsuspecting Swedish builder Koenigsegg; represent today what Porsche, Lamborghini and Ferrari where in the 60’s. They are true low production hand built supercars that exude soul, character, cutting edge style and most importantly, unfathomable performance.

So what makes these marks so prestigious? I went to Sweden to look in and get a behind the scenes look at how Koenigsegg takes passion, ambition and acute attention to detail to build one of the worlds truly great supercars.

After a fire in 2003 burnt the companies small factory to the ground with all tools, molds and spares inventory, company founder Christian von Koenigsegg decided that the show must go on. He set up shop in a Swedish Air Force hangar at the airport just north of the small town of Angelholm. Ironically enough, the hangers prior residents was the Swedish Air Forces 1^st Flight Squadron, whose soul purpose was to test highly secretive experimental fighters. Now instead of building some of the most deadly aircraft in the world, the building produces the once fastest production car ever made. Fastest, before the Gumpert Apollo took the title a few years ago. As a tribute to the hangars heritage, each Koenigsegg has the 1^st Flight Squadrons insignia; that of a ghost, emblazed into the rear window of every vehicle.

Building one of the worlds most expensive, and most manic cars to be street legal bears little resemblance to the robotic production lines of Volvo’s Torslanda factory a couple hundred kilometers north, just outside of Goteborg. Torslanda pumps out 1000 vehicles per day and employ’s over 5000 people, while Koenigsegg employs 54 people and handcraft 20 cars per year. While I was there they had 3 cars in production and one chassis hot from the kiln. These cars are not a mass of stamped sheet metal welded together. Von Koenigsegg wanted to build a truly special car, a car that would be lighter, more powerful and faster than anything else on the road. For this you need a factory that resembles a Formula One Constructors shop more than car factory, and for this, a Koenigsegg has more in common with F1 than your basic commuter.

The building process starts with skilled hands cutting and laying out sheets of Carbon over a honeycomb aluminum core. These soon-to-be body parts are vacuum-sealed and cooked in a kiln. Then these newly formed pieces t get sent to the finishing department where they are either painted in the customers preferred colour, or for those getting the Limited Edition, all the carbon is sprayed with a clear coat then meticulously polished to a mirror finish. 

While skilled hands are creating these bodies, and readying them for finishing, a machine shop goes to work creating the magnificent V8 engine that pushes the CCXR to 254 mph. Casting their own blocks in house, the engine has two uses. Power delivery and being the rear structural member; much like an F1 car. Coupled with twin superchargers, the engines are capable of 870 hp, and 1018 hp when tuned to run on biofuel. Mated to the engine is a 6-speed Richardo gearbox, which we saw in a ready state in the engine shop with rear suspension and massive composite brakes.

With the engine and gearbox section ready, the cars begin assembly on the production line as all the glorious bits get pieced together. At the first station the car is just pieces, but further down the line at the final stop, the alignment is measured and the car is ready for test drive on the companies private track on a nearby runway. When the car is mechanically sorted, it is sent out to have the interior installed, then is readied for shipping to its lucky and wealthy owner.

To visit the factory is an amazing experience and the skill and passion that all the staff put into each and every little task in a cars production is inspirational.

Review: 2011 Porsche Boxster Spyder

The Porsche Boxster is easily one of the best sports cars on the market today, and by all means I love the car. The coming together of a mid-engine sports car with excellent fuel efficiency and impressive cargo capacity for this segment is truly impressive. However, it still feels a little watered down for a Porsche. Brought in as an entry level Porsche, the car just feels like it’s lacking the zest for life compared to other Porches. The Boxster S, gave the model a performance shot in the arm, waking it up a little. However, while as good as the S is, there still seems to be something missing.

Problem is, with the increasing availability and ease of use of Porsche vehicles today, the high performance brand is now being bought by not just performance enthusiasts, but by those eager to display their wealth. This means Porsche need to design the Boxster to be attractive to everyone, and not just immature boy racers like me.

However, there is now a third version of the Boxster, and I’m happy to say, it’s an angry one. Yes, the engineers back in Zuffenhausen where let out of their cages, told to go take in a couple track days, have a couple pints afterwards and come up with a Boxster that’s full of energy and life. The result is this, the Boxster Spyder.

 

First thing first, the whole point of this car is to be a lighter more nimble version of the Boxster S designed to give the driver a more exciting driving experience, and let me tell you, they have most certainly succeeded. Short of building a GT3 version of a Boxster, the Spyder ticks off just about every box of modifications that I would do to the car. Make the car 80 kg lighter - check. Give the engine a slight boost in power - check with 10 extra horses. Make it look meaner, with a speedster double hump on the rear deck – check. Give me carbon fibre seats that hold you like full competition seats but are still comfortable enough to go on a 500 km road trip – most definitely check!

So on paper it’s meaner, it looks meaner, but how is it to drive. Well, let me tell you, the Spyder is a breath of fresh air to anyone that is getting tired of today’s cars being packed full of luxury and safety conveniences, spoiling the cars fun-to-drive drive nature. The Spyder is a Boxster on speed, shivering and shacking, wanting to go faster and faster. It is as close as you can get to a Lotus Elise, in terms of driver communication with the car, without all the storage and seating issues that hamper anyone over the age of 16. The steering is surgical, the chassis is near telepathic in its predictability, and the driver can feel a surge of life exude from sitting in the drivers seat. This truly is a driver’s car.

However, that’s not to say there aren’t any complaints about the Spyder. Lets start with the top. The butt of the majority of the complaints about this car comes from its unique top. One of the largest weight savings areas was the top, so this lighter and much more complicated version was created to keep the weight down first, and the weather out second. Jeremy Clarkson even went so far as to call it nothing more than an umbrella. While the operations do take a while to get used to, and in Vancouver it’s not exactly water tight, I actually think its pretty cool, and the immature boy racer in me would much rather have this than the regular Boxster top.

The fabric loops that act like door handles are case in point number two. Most people will not take kindly to these and many of my own passengers were dumbfounded as to how to open the door, but again, the immature boy racer in me loved them. They’re different, basic, like a racecar. Mind you, if I were paying $70,500 for a sports car, I’d rather not have Porsche put a big ugly screw right in the middle of it, at least try to hide it. Along with the minimalist interior you don’t get a radio, or A/C, so posers, turn around and go back to your Escalades and Hummers.

Now many journalists are complaining that with the Spyder, Porsche are tying to sell you Boxster that is missing a whole whack of parts and are charging a premium for the pleasure of being bent over. However, I like to look at it another way. Just look at it. This Boxster is what a regular Boxster is not, exciting, over the top and a true drivers car. Lets not beat around the bush, a regular Boxster is mostly purchased by wealthy parents to give to their daughters for their sweet sixteen, or maybe the wife keeps it for herself for getting to and from Pilates, the spa and a bit of shopping. A true Porschephile would never really want one because it just doesn’t quite offer the excitement and character of a 911. Lets not forget that all those lightweight and unique bits of bodywork, seats and engine modifications come at only a $3,100 premium over the Boxster S. I challenge anyone to buy a Boxster S and equal the Spyder’s power, weight and aesthetic advantages with the aftermarket for such a price. So really, the Spyder driver is getting a great deal. However, start to tick off the options boxes when you make your purchase; well that’s another story, as this test car came in at a whopping $90,425.

So am I angry with Porsche for bringing a car to market with fewer parts, a feeble leaky roof and a higher price tag. No, I applaud Porsche for building a Boxster that stirs the inner driver in us all, a car that is more about the joy of driving than about the badge one wears on the hood. If you are one that wants a Porsche for the badge, go ahead and buy a Boxster and option it out with all the goodies. I you are a driver, and want a car that becomes an extension of your limbs and will always keep a smile on your face, even with no access to satellite comedy, the Spyder truly is the driving mans Boxster.

SPECIFICATIONS:

Base Price (MSRP): $70,500

Price as Tested: $90,425

Type: 2-passenger Sports Car

Layout: Mid-Engine Rear Wheel Drive

Engine: 3.4L Horizontally opposed 6-cylinder

Horsepower: 320 combined

Torque: 273 combined

Transmission: 6-Speed Manual – Optional PDK

Brakes: Four-wheel discs

Fuel Economy (L/100km): 14.2L city, 7.1L highway

Review: 2011 Toyota Highlander

Toyota are calling the 2011 Highlander changes a mid-cycle refresh, something every manufacturer does to vehicles that have been on the market for a while, to spark some life and interest into them to once again. However, the sheer amount of work that has gone into the 2011 Highlander could easily qualify as an all-new model redesign, with heavy cosmetic and aerodynamic changes to the body, increased capacity and winter heating has been built into the hybrid system while an entirely new engine now powers the V-6 powered Highlanders. While most mid-cycle changes usually consist of new trim levels, or minor fascia work, Toyota’s all out assault on the Highlander has changed the entire character of this mid-sized crossover.

Lets start with the most obvious changes, the new look. is refreshing, and has now confirmed the Highlander is the younger brother of the 4Runner gaining a similar family appearance. The new menacingly styled headlights and grille is refreshing bit of spice to Toyota’s usual mass appeal design recipe. Matched with slightly massaged front and rear bumpers, the new Highlander barely resembles the timid creature that we’ve become used to. Along with these changes, the rocker panels and front sheet metal have also been redesigned to channel air more efficiently around the vehicle in a never ending battle to lower the aerodynamic co-efficient.

There are also big changes under the skin. Gone is the 3.3L V-6 that was normally found in the Highlander, replaced by a quite useful 270-horsepower 3.5L V-6. The Hybrid features upgraded Toyota Hybrid Synergy Drive technology built around a Atkinson cycle version of the 3.5L V-6 and an enhanced electrical motor/generator system, both of which deliver 10% better fuel efficiency. With this addition of three electric motors (one for charging, one powering front wheels, one powering rear wheels) the Highlander Hybrid now boasts a combined horsepower rating of 280, with push button electric-only drive capability, providing the batteries are well charged.

New this year, Toyota has added an Exhaust Gas Re-circulation and Exhaust Heat Recovery systems to the hybrid. The first re-circulates spent exhaust gasses to lower exhaust gas temperatures, which in turn minimizes the need for fuel enrichment. The benefit is a significant reduction of fuel consumption, especially during high-load driving and improved fuel efficiency. The Heat Recovery System recovers exhaust heat to quickly raise coolant temperature during warm-up. This allows the engine to warm up faster thereby, allowing it to shut off for EV driving a full 15-minutes sooner; a handy feature for short winter commutes.

Inside, the dash and door panels are still a sea of hard plastic and don’t possess the most inspiring of designs, however a strip of felt on the door panel did add a small touch of luxury. While the materials may seem cheap, the controls are very simple and easy to use as well as the dash layout. Knobs and buttons have a good solid feel and are extra large just incase you forget where they are. Both the steering and seats have a good range of adjustability to find the optimal position for just about any size.

Toyota have done a masterful packaging job with the back of this SUV, as personal space should be taken up by fold flat seating, fuel tanks, full size spare, and those extra batteries that need to go somewhere. This year every Highlander comes standard with 7-passenger seating thanks to a 50/50 split pop-up third row, so space should be hard to find. Now with many mid-sized utes, these seats are all but useless to anyone north of a toddlers size anyways, and while at first I thought the same of the Highlanders third row, I quickly changed my tune after crawling back there. There is ample headspace for average sized adults and with the second row pushed forwards slightly, legroom is also kind for short trips. However, if there is only five coming along, the rear passengers are treated to a massive amount of space with the 3^rd row folded flat.

On the road, the Hybrid drove straight and true, however steering is very light and void of any real feel for the road. Like most Toyota’s, the Highlander is engineered for a soft smooth ride, however, despite the AWD system, it’s not likely many of these will ever see off-road duty, so I’d personally like to see the suspension firmed up a bit to give a better feel of the road and help the noticeable body roll. What did get me excited was the vehicles fuel efficiency. The Hybrid Synergy Drive worked wonders on the highway, scoring an incredible 7.1L/100km fuel efficiency rating on a 165-km drive, a number besting several compact cars, not to mention Toyota’s own numbers as its rated at 7.3L/100km. However I was not able to get much urban driving in, but Toyota rates the Hybrid at 6.6/100km, an easy figure to match with the help of the EV mode. For the non-hybrid Highlander, expect to see a highway rating of 7.3L/100km, and 10.4L/100km in the city.

All in all, the 2011 Highlander was a pleasant surprise as both the use of interior space and incredible fuel efficiency topped any expectations I previously held for the vehicle. While I’m not a supporter of SUV or CUV vehicles, the new Highlander will surely make prospective station wagon buyers think twice. As of time of writing, Toyota has not yet revealed pricing on the Highlanders, so check out Toyota.ca to get the latest.

SPECIFICATIONS:

Base Price (MSRP): TBA

Price as Tested: TBA

Type: 7-passenger Crossover

Layout: Front engine, AWD, Hybrid assist

Engine: 3.5L V-6 with Electric assist

Horsepower: 280 combined

Torque: 215 combined

Transmission: Electronically Controlled Continuously Variable Transmission (ECVT)

Brakes: Four-wheel discs with regenerative braking

Cargo Capacity: 2,660L seats folded, 290L all seats up

Fuel Economy (L/100km): 6.6L city, 7.3L highway 

Review: Return of the Chief

There are big movements afoot at Chrysler these days. The company that filed for bankruptcy protection just last year, held a sense of uncertainty and gloom over the pentastar brands. However, they are about to break that trend with a plethora of exciting new vehicles.

The first vehicle to receive the increased attention is the 2011 Jeep Grand Cherokee. Billed as a luxury off-roader, the Cherokee is another SUV that tries to mix top levels of luxury into a vehicle capable of getting itself dirty where ever the driver may care to take it. Many have failed in this attempt, and indeed, the last generation Grand Cherokee lacked a quality interior, while the drive was still very much soft-road oriented to to do battle with other high-end SUV's.

That changes for the 2011 model year, however. The new Grand Cherokee gets a bold new look, vastly improved interior design, and with help from an old elegance with Daimler, it now has a body stiff enough to take on even the most expensive in the business.

While exterior received a fair amount of attention, it was not the weak point of the outgoing model. The interior of the 2010 lacked any real luxury appointments and was of a design that seamed to age in front of your eye's. Jeep put a full court press into updating the interior to a higher standard. A sharp new design is complemented by premium soft-touch materials. However, it's the little details that make the Cherokee's interior truly great. Door storage bins are tapered, chrome vent handles have a soft rubber grip, while aluminum scuff slats line the rear cargo area add an extra touch of class. Drivers are also offered several feature upgrades including real wood and leather, heated steering wheel, heated and ventilated front seats, heated rear seats, four-way power lumbar controls, rain-sensitive wipers, Keyless Enter-N-Go, ParkView rear back-up camera and power tilt/telescoping steering column with memory. It's a coming together of hundreds of little insignificant details that make the interior of the Grand Cherokee a such a great place to spend your time.

Many will fondly remember the diesel version of the Cherokee that proved to be quite popular that offered increased off-road, towing and fuel efficiency abilities over the gasoline counterparts. As of yet there is no diesel version coming to Canada, however,  Jeep are quick to point out that the all-new flexible-fuel, 3.6L Pentastar V-6  gets better fuel efficiency than the outgoing diesel. The Pentastar engine features an 11 percent improvement in fuel economy, delivering up to 10.2 L/100km, Variable-valve Timing, 290 hp and 260 lb.-ft. Of course those that want a little more rumble under the right foot can opt for the 5.7L HEMI V-8 in the top three trim levels.

Moving our way down the driveline, Jeep has offered up three different 4x4 options to choose from. The Quadra-Trac I, Quadra-Trac II and the Quadra-Drive II. Quadra-Trac I is a full-time AWD single speed transfer case with a 50/50 torque split offered on the base V-6. Quadra-Trac II is an electronically controlled two-speed unit that is available with a 2.72 low range ratio and Selec-Terrain, which allows the driver to choose from five different surface conditions. Auto is designated for everyday driving. Snow, is tuned to minimize oversteer and maximizes traction. Sport reduces traction control and gives a RWD feel. Sand/Mud maximizes traction and allows for additional wheel slip. Finally Rock is available in 4-Low and activates hill descent.

Along with the drivetrain layouts, Jeep is now offering Quadra-Lift, which implements air springs in place of the regular coil springs found on the base V-6. Controlled with the Selec-Terrain or manually, Quadra-Lift allows the Cherokee to be lowered nearly 4 cm for entry and exit, will lower 1.3 cm for performance driving or can raise the Cherokee 3.3 cm in off-road I, or 6.6 cm in off-road II. In off-road II, the Cherokee reaches a top ground clearance of 21.8 cm, for off-road duties.

So now that we have the technicals out of the way, lets get into the drive. I chose the base Laredo as my first vehicle as this comes standard with the all-new Pentastar V-6. Smooth is the optimum word here, as both the engine and the ride were revelation of quality. The V-6 pulled strong throughout the power-band and really was as efficient as Jeep promised. Having to settle for the base engine never seemed so good, in fact I actually preferred it over the rather brutish and guzzling HEMI counterpart. My only complaint was with the aging 5-speed automatic transmission, which lost a lot of rpm on upshifts and struggled to find the right gear going up hills. This should be rectified with Chrysler just signing a deal to build the ZF 8-speed automatic, that will likely make its way into the Cherokee in a few years time.

However, one of the most enduring factors that was left with me in driving the Cherokee was the increase in quality handling. The base Cherokee drove as smooth as a Lexus, and could likely give a BMW a run in the handling department. The strength of the new chassis is blatant, and really takes this vehicle into another level. The base V-6 was a joy to drive in the twisties, however, I found that the big V-8 with the Quadra-Lift suspension was much softer and moved around more than I would have liked. Were the base Cherokee made huge new strides in on-road abilities, the Quadra-Lift equipped V-8 reminded me of the older, softer Cherokee, one more suitable for those who intend to use it off-road

It is a Jeep after all, and Jeeps go anywhere. Don't let the flashy new disguise fool you, as this is one of the most capable luxury off-roaders going and is Trail Rated. Set loose in the Hollister Hills Recreational Area, we dragged the Cherokee up some impressive washouts and down steep sandy drops. Despite being equipped with all-season tires, the Cherokee upheld the brands recognitions for off-road excellence. For the four-wheeling gear-heads out there frothing at the mouth to know what type of numbers equate to in the off-road department, ground clearance is listed at 218 mm, with at 26.3-degree approach 26.5 departure angles and and a break-over of 18.8-degree with standard suspension. Opt for the air springs and those numbers change to 270 mm, 34.3-degrees, 29.3-degrees and 23.1-degrees.

The 2011 Grand Cherokee is currently being shipped to dealerships and will be available in four different trim levels. The base Laredo E which only comes with the Pentastar V-6 and starts at $37,995. The Laredo X upgrades interior features and offers the HEMI and Off-Road Group II as an option with Selec-Terrain and Quadra-Lift. The Limited comes standard with Quadra-Trac II, Selec-Terrain and HID headlamps and starts at $46,998 while the Overland tops the line with standard GPS, Quadra-Lift and 20-inch wheels. For a vehicle who's next closest rival is represented by the Land Rover Range Rover, the Cherokee represents a massive bang for buck in the luxury 4x4 segment.

Specifications:

MSRP: $37,995 - $49,995

Type: 5-door, 5-seat SUV

Layout: Front engine/4x4

Engine: 3.8L V-6/5.7L V-8

Power: 290/360

Torque: 260/390

Transmission: 5-speed automatic

Brakes: Ventilated discs (front and rear)

Fuel economy: 13.0 L/100km City; 8.9 L/100km Hwy/15.7 L/100km City; 10.6 L/100km Hwy

Review: BMW X6 ActiveHybrid

BMW have dived into yet another segment of the automotive field, that of the hybrid. They are not new to green motoring, as massive amounts of capital and R&D have been invested into the companies successful diesel vehicle lines, while all-electric versions of both BMW's and MINI's are currently undergoing consumer testing for future production. However, the power that a hybrid vehicle has in todays eco-fanatical market is a strong one, one they have now joined.

In typical BMW style, the first hybrid to adorn the spinning blue and white prop badge has a heavy dose of performance injected into the recipe. Hybrids are most often known to be overweight and underpowered vehicles, however the ActiveHybrid X6 is packing 480 hp and an earth moving 575 lb-ft of torque. The ActiveHybrid version of the X6 has made no sacrifices in the name of a eco-friendly monicker. It is exactly the same as the regular 4.4L V-8 powered X6, with the addition of a NiMH (nickel-metal hydride) battery pack located under the cargo area floor, some minor tuning and a hybrid electric propulsion system.

Like many hybrids, the X6 has to deal with the added weight of the extra hardware mounted on board. With all the standard luxuries that you expect with any BMW, the X6 balloons to 2,580 kg in weight, something that does present a handicap in several area's. One area is this has effected is the low speed electric only drive. With a good charge on the battery, the X6 can be driven lightly under purely electric power, up to 60 kmh. However, the added weight makes the technique of keeping as much load off the throttle a tough affair, and only the most patient drivers will be able to get the most out of the batteries charge.

The ActiveHybrid is considered a performance hybrid, however, a hybrids purpose is fuel efficiency. As BMW already have an industry leader in the form of the X5d, the X6 weight strikes once again, as I averaged 12.1L/100km in the X6, and 9.2L/100km in the X5d. As the X5 is by no means a slouch in the performance department as well and has the advantage of more cargo space, better visibility and by my accord, better looks than the X6.We may have ourselves an inter-brand rivalry building here.

While driving in the city may be a tricky affair, in terms of getting the most out of the electric drive, driving on the highway is an absolute pleasure. The steering is as direct and communicative as any BMW, and those seats are the best in the business. The acceleration potential of the X6 is something to behold despite the weight. The big raspy V-8 barks, the electrics spark to life and the big X6 effortlessly powers forward down the road to the surprise of unsuspecting  motorists. But there is a draw back with the X6's abilities. Like most luxury vehicles, the drivers sensation of speed is quite dulled, this matched with massive power, and with three different variables to distribute power, I found that the X6 would often gain up to 40 kmh of speed on the freeway without my knowing. The highly recommended heads-up display showing my speed in the windshield tipped me off to the situation just in time to rectify it before coming across a radar wielding officer.

Likewise, I was unhappy with the brake pedal. A brake pedal in hybrid vehicles is only used to tell an onboard computer how hard you want to brake, it then directs that information to both the regenerative braking system on the electric motors and the actual brakes themselves. As such, the brake pedal has zero feel and pourly connects the driver to the vehicle. It felt like there was a balloon stuck underneath the pedal. Also, I'm never a fan of the active brake force adjustments which changes the force of braking used.

There is no doubt about it, the ActiveHybrid X6 is an impressive bit of kit, and a great vehicle that proves hybrids can be exciting vehicles. However, with the quality of the X5d available for over $30,000 less then the ActiveHybrids $99,900 starting price, it may not be the right choice for those looking for the best fuel efficiency. The  ActiveHybrid will be attractive to those with an insatiable appetite for a high performance crossover, with the unique coupe look couple with the stigma of driving a hybrid. 

Comparison: Seriously Fast Utes

Two years ago when the all-new M3 was unleashed into the press fleet, I naturally planned a road trip into the mountains to enjoy it's near racecar-like abilities. The M3 marries seriously stiff handling and a 418 horsepower, high revving V-8, sending power to very wide tires designed for the warmth of summer. Being May, the threat of snow while rocketing over two high altitude summits should have been minimal. You can imagine my horror to see snow falling ahead, even beginning to accumulate on the road surface. Driving in snow is nothing new to me, but in a car with such a volatile mixture of inadequate rubber and overly aggressive horsepower in a very expensive package that I did not own, definitely got the adrenaline pumping.

With BMW's latest M-badged vehicle hitting the streets, many journalists have seemed a bit confused by the Bavarian carmakers thinking. The X6 is a strange enough vehicle on it's own, but to produce an M version has baffled many as to the target market for such a vehicle. However, surviving my snowy encounter at the wheel of an M-powered machine, the X6 M makes perfect sense to me. Its an AWD SUV that portrays the most extreme of BMW's performance intentions, so you can still enjoy the performance of an M-badged BMW while heading to the ski resort in the dead of winter.

It was this same line of thinking that saw the creation of another similarly controversial vehicle – the Porsche Cayenne. Porsche were tired of seeing 911 owners jumping into Land Rovers as soon as weather went south, and so created a vehicle to fill a growing void. While the Cayenne Turbo S is the flagship of a large line of SUV's leading the way in terms of out right power and price, the GTS is the Cayenne built for the driver. If a 911 Turbo owner bought a Cayenne, it would be the Turbo S. Then the GT3 owner will buy a GTS. The GTS is here because a true driver cares little about quoting horsepower and 0-60 numbers to fellow poser's, a true driver drives for the pleasure of doing so. A true driver enjoys a vehicle that communicates well with the driver, and is engineered to give that “at one” feeling with them.

Both these vehicles are high performance special editions of standard vehicles, but the characteristics that they provide to the driving enthusiast means this comparison would be disgraceful without the inclusion of another vehicle that also portrays the same dedication to performance driving. The Infiniti FX50's abilities propels it into contention with its more prestigious and expensive rivals.

Its the performance and feel that set these vehicles apart. So lets start with acceleration.When your goals is to make a 2,400 kg vehicle perform like an exotic sports car, building big power is a must. The X6 M leads this category with a 555 hp twin turbo 4.4L pumping out 150 more hp then the rest. With cross-bank flow situating the turbos between the two head, boost is built quickly and the BMW emits an odd yet harmonic two-toned scream from the four rear pipes. Despite the increased bulk of the X6 M, the power to weight ratio does not lie, soundly beating both the Porsche and Infiniti. The GTS's mill has been messaged with and extra 20 hp over the S, which like 5.0L unit of the FX, has a more linear and predictable power curve than the BMW. However, while the driveability of the normally aspirated engines are preferred, the massive output from the BMW wins this round.

With all that power producing breakneck speeds, a proper drivers vehicle needs to be brought under control quickly with a great amount of stability. All three of our test vehicles came equipped with race inspired braking systems larger than the wheels on many cars. Featuring multi-piston aluminum calipers biting into discs as large as 15 inches on the BMW, these vehicles are no slouch when it comes to stopping power. We did not get solid numbers in term of stopping distance, however we found that the weight of both the BMW and Porsche proved to put these vehicles at a disadvantage to the Infiniti. The X6 M and GTS started to loose feeling under heavy and extended use. For street use all three cars brake magnificently, but the FX seemed just that little bit better.

Acceleration and braking are all important performance factors in sports cars, but its the handling and feel that will determine if a crossover can compete with a sportscar. The Cayenne is supposed to be every bit as dominant on a track as the 911, likewise, the X6 M should live up to the standards held by all M vehicles. Both companies have done a wonderful job making the handling part a reality. The X6 M has extremely firm suspension that goes into racecar mode at the touch of the “M” button. The Porsche is equally potent, but with less flamboyancy, as a softer ride coupled with adjustable ride-height makes carving up a corner a little less demanding. Also, it is the only vehicle that comes with an available manual gearbox, something I require in a true drivers car.

That being said, the FX50 had the best feel of the three, even if you're stuck with an auto. While the BMW and Porsche have exceeding abilities, they still feel like SUV's in the end. The FX50 may look big, but when you get inside, it wraps around you and tells you what the car is doing by feel. When you throw the FX50 into a corner it's light weight, low center of gravity and and car like feel inspires confidence. It just feels at home on a winding mountain pass, as much as any sportscar.

Despite how good all the vehicles are at tearing up the tarmac, a winner still needs to be chosen. If money wasn't an option, I would pick the Cayenne GTS as I think it is the most beautiful of the bunch and offers me a manual gearbox. If I was going to be spending all my time at the track, I'd have the X6 M. It's technology and it's tenacity speed inspires aggressive driving; it truly is the racecar of the bunch. However for me, I'll be enjoying rough surfaced roads winding up and over mountains. The FX50 finds that sweet spot between road vehicle and high-performance handler, without sacrificing to much to make up for the size of the vehicle, and all at the best price. While the FX50 looks like its taken a few smacks from the ugly stick, its “car-like” feel, predictable “toss around” nature and good communication with the driver makes it my favourite.  

History: The Bubble Cars

They may not be high performance machines that left their names on the record sheets of famous motorsports events. But there is no questioning these cars significance to automotive history and their legitimate status of classic automobiles. They are the Bubble Cars and they brought mass transportation back to war ravaged Europe.

 

Europe was left in quite a state after the most bloodiest and destructive wars to ever explode on the Earths surface. Germany was raised to the ground by allied bombers, and it would be years until some of the most basic of services would be returned to the general public. Its economy was in shambles and fuel was in extremely short supply, only to become scarce once again in the 60’s during the Suez crisis. It was these set of challenges that brought about these little Bubble Cars, designed to be economical, yet provide their owners with sheltered transportation. I say sheltered transportation because these cars were little more than scooters that could be driven in, rather than ridden on.

 

Several manufacturers starting building these interesting little automobiles soon after the war. Companies like Messerschmitt, who were temporarily banned from building aircraft, turned to mass-producing microcars with the guidance of aircraft engineer, Fritz Fend, who had been working on the idea for some time. Under Fends direction, the first vehicle to enter production at Messerschmitt's Regensburg factory was the KR175. The KR stood for Kabinenroller, which in turn means "scooter with cabin." And that’s all they were, nothing more than three wheels, a light metal skin and was powered by a 173 cc (10.6 cu in) Fichtel & Sachs air-cooled single cylinder two-stroke engine mounted in front of the rear wheel, just behind the passenger's seat. Fend designed the car with a transparent acrylic bubble top, much like those found on the fighter planes of the day. It was a trait carried on through the Messerschmitt evolutions as well as many other microcar manufacturers. It was this feature that coined the fraise “Bubble Cars,” carried on by future models such as the BMW Isetta, whose entire bodies took the shape of a bubble or teardrop.

 

Messerschmitt would go on to build the KR200, a updated three-wheeler with a 191 cc engine producing a whopping 10 horsepower to move the 230 kg car all the way up to 90 kmh. At a cost of only 2,500 DM the 200 became a great success, selling 40,000 examples and spawning competition from rival aircraft builder Heinkel as well as BMW, Fuldamobil, Citroen, Velorex, Iso, Peel, Trojan and Reliant.

Needless to say these cars have turned into cult classics. Their miniature size couple with the massive amount of character they exude has made them much sought after by collectors and admirers alike. The problem is not many survive today despite being mass-produced fifty years ago. But one car that was produced in such great numbers and was so stylish for its era, has long since represented this class of automobile has to be the iconic Isetta.

 

While many think it was BMW that designed and built the Isetta, it was actually the Italian firm Iso SpA that conceived the car. Iso was building refrigerators, motor scooters and small three-wheeled trucks when company owner, Renzo Rivolta decided to try his hand at the microcar sector. Designed with the traits of the companies other businesses, you’d think that a car designed to look like a fridge riding on two scooters would be a design monstrosity. Quite the opposite, the Isetta was an instant darling unveiled to the press in 1953. Unlike the Messerschmitt, where the driver sat in front of the passenger, the Isetta was a side-by-side, while the entire front face represented the only door. With the steering wheel, controls and instrument panel connected to the hinged door, access was made easier to the bench seat. However, in the event of an accident, and providing the passengers still had legs, the canvas sunroof would act as a secondary escape route. 

Under the rear parcel shelf was a 236 cc two-stroke two cylinder that provided 9.5 horsepower to the two narrow rear wheels via a chain. While the cars top speed was only 75 kmh, but weighing in south of 500 kg, the car was capable of getting 70 mpg. It was all going great for the little Isetta, but with the introduction of the Fiat 500C in 1954, the cars popularity began to slip, and Rivolta began to license the car out to just about anyone who would listen. In 1955, BMW produced the first German made Isetta, dropping in one of their own 247 cc four-stroke, one-cylinder motorcycle engines that upped the cars power to 13 horsepower. Other than the engine the car was identical to the Iso version, so much that parts were interchangeable. But the BMW version was a massive hit and garnered much better sales. BMW would go on to update the car, calling it the Isetta 250, as it featured a new 250 cc engine and updates to the suspension. A 300 and longer wheelbase four-seater 600 versions were added to the line-up as sales toped an unprecedented 161,000 units by the cars demise in 1962.

But the Isetta, along with all the other Bubble Cars live on thanks to dedicated fans and collectors. With cars with a background like these you’d think they would be only obtainable by wealthy collectors. However, excellent examples are known to sell between $10,000 and $20,000. The hard part is trying to find one.  

Review: Mini Cooper S Cabriolet

With the hardtop version of the Mini Cooper S being on the scene for quite a while now, we’ve all been waiting for the updated convertible version. While the new turbo powered 1.6L in the new car is much more efficient, I find I do miss the whine of the supercharged version that was still the used in the as of yet, original Mini Cooper S convertible. So with the added wait over its hard top brother, I hope to see good things with the new car.

 

Well here it is, the next generation Cooper s Convertible with a freshly updated chassis and a turbo bolted to the exhaust system, the new car mirrors the fresh good looks of the hardtop. Not that there was anything wrong with the old one in the first place. So lets start with the interior. You’ll find the same straight-up driving position as in the last model, and same great pedal arrangement to aid in crisp heal-toe downshifts. That big Speedo/radio gauge is back and bigger than ever, as it seems to be in a territorial war with the steering wheel. Another odd gauge was the timer next to the tach that would let you know how long the tops been down. Cheesy at first, I came to realize its usefulness with a red forehead.

 

As mentioned, the Convertible gets the same mill as the hardtop, a now more efficient 1.6L turbocharged marvel that keeps up to just about any thing that wants to have a go. Sporting direct injection and an impressive 172 hp, the Mini can leave the line with a 7.4 sec spring to 98 km/h, while producing a scant 5.7L/100km on the highway, once your nerves have cooled down.

 

However, controlling your nerves may be a monumental task, as this new drop top has the same playful and exuberant character about it as the hardtop. Hell, it’s a Mini, and Mini’s are meant to be driven by a driver who loves to have fun behind the wheel. That’s just what this car is, as every moment behind the wheel inspires the driver to find some twisties, and open‘er up. However, as a driving enthusiast, there is a problem when doing this, the evil chassis rigidity of a convertible car rears its ugly head.

 

And lets face it, the only real way to make a soft top handle like a hardtop is to weld the doors shut, but Mini have done the best they can to counter act the roofless body movement. With a reinforced floorpan, A-pillars and side-sills, the body has a torsional stiffness increase of 10%. The suspension is also sprung extremely tight, with very stiff dampening to aid in a solid feel. While it all works well to disguise the fact that a convertible just doesn’t have the torsional stiffness of a hardtop, the chassis movement and vibrations do get a bit annoying. That’s for me as a driving enthusiast, however the sun worshipers who love the look and playfulness of the Mini, will likely not even notice.

 

However, this brings us to another slightly annoying trait, and that’s the price. A base convertible S will set you back a $36,350, a hefty jump from the $29,900 asking price for the hardtop. Sir Alec would be rolling in his grave. While I do like the Cooper S convertible’s playful spirit and I really do miss a roofless night drive with only the stars to look at, I have to say I personally am much more at home in the hardtop.

 

Specs:

MSRP: $36,350

Price as tested: $40,017

Layout: Front Engine – Front Wheel Drive

Engine: 1.6L Turbo I-4

Transmission: 6-Speed Manual

HP: 172

Torque: 177

Brakes: Four wheel ventilated discs

Curb Weight: 1,295 kg

Towing Capacity: NA

0-100 km/h: 7.4 sec

Fuel Economy (city/hwy): 7.8/5.7L/100km

Review: Lexus IS-F

The BMW M3. Back in the late 80’s it was the pioneer of the high-performance luxury sedan. It was the Hulk of the automotive world. A regular E30 3-Series was a sporty, good looking, fun to drive vehicle. However, someone ticked off the 3-Series and muscles tore out of its body, wings sprouted out, and a screaming 2.3L struck fear into anyone within earshot. Building such a beast could not go without retaliation however. Soon after, Mercedes introduced the 190E Evolution, also a muscle bound animal. The two locked horns in battle on streets, circuts and stages around the world.

 

Fast forward 20 years. BMW and Mercedes are still at each others throats, although they now have some competition. Audi’s manic RS4 can also be added to the list of horrifically fast saloons. As of late, Lexus has been competing with BMW’s several different levels although have never really stepped up to the plate with a truly high performace machine to rival the M3. Well those days are long gone. Let me introduce the IS-F, the bad boy of the IS series.

 

Like the original M3, Lexus has designed the IS-F to demand authority. Clear identifications that this is not just a IS-250, or 350 are clearly announced with an aggressive low and wide stance, massive wheels, and a pair of badass flare vents on the front fenders to offer extra cooling for the massive V8 shoehorned into the engine bay. There is no doubt about it, this car looks the business. But is its bit as bad as its bark.

 

Yes! With BMW, Mercedes and Audi all having large high revving V8’s, this can be a hard act to follow. No problem for Lexus, they stepped forward with a 5.0L high revver of their own, which slots in nicely between the Audi and Merc. Squeezed into the IS body, this mill propels the car forward with extreme violence. With TC off, be prepare to fight to keep everything straight, as gearshifts from 1^st to 2^nd and 2^nd to 3^rd will have the rear end waving to those you just left far behind. Even with the massive 20-inch rims wraped with 375/30 super sticky Michelin Pilot Sports.

In the handling department, this is a super tight car. The chassis, steering, shifting, suspension, brakes, everything about this car feels tight and firm like an athletes body conditioned for competition. Couple this with excellent seat positioning, the IS-F is extremely good at talking to the driver. The driver can feel every bit of what the car is doing through touch alone.

 

Coming into a corner at speed, (something hard not to do with this car) the IS-F turns in with an incredible amount of frontal grip. This car just will not understeer, however if you get too aggressive with it, be ready to catch the oversteer that will come barreling at you once the rear grip becomes too much.

 

Unfortunetly the flappy paddle gearbox takes away from the drivers envolvement in this car. Lexus see’s this gearbox as a crowning achievement of the IS-F, although I see things a little different. Now before all you statisticians out there email in with your hate mail, yes, a dual clutch automatic gearbox is faster than a manual. Specing out a dream car on paper will have this car looking quite attractive. However, for a true driving enthusiast who is actually going to get behind the wheel, it can be a bit of a handicap. Truth is, it does take control away from the driver, as well as the joy of a perfectly produced downshift. Eight speeds help fuel efficiency and allow you to always be in a good cornering gear, but its easy to get lost in the maze. More than a couple times I’ve come flying into corners and had to look down at the dash to see what gear I was currently at in the sequence of six downshifts. I’ve never really liked paddle shifters, and as this is the only option available for the IS-F, its left the first bad taste in my mouth.

 

The interior is quite civilized when compared to its muscle bound competition. The seats are not as aggressive, but still hold the driver in place nicely. The dash is pleasing to both the eye and the fingers as many functions are not as complicated as the Germans. Even the rear seats prvide a comfortable environment for terror striken passengers.

 

So at the end of the day, does the IS-F match up to its highly competitive rivals? This group of car are so evenly matched, that choosing a favourite is hard enough as it is, and now Lexus throws in a wild card. Well let me tell you that Lexus got it right, in a big way. It slots nicely in with the entire crowd and holds position like it has been there the whole time.

 

 

Specifications:

Engine: 5.0L V8

Power: 414 hp, 375 lb.ft.

Weight: 1,750 kg

Transmission: 8-Speed Dual Clutch Automatic with manual shift

Price: $66,450

Competition: BMW M3, Mercedes C63 AMG, Audi RS4, Infiniti G37 Sedan, Cadillac CTS V

Review: Jeep Grand Cherokee Diesel

With the introduction of the updated 2011 Jeep Grand Cherokee signaling in a new era for the Cherokee, I thought I’d take one last look Jeeps flagship for its last year of production. And while the new vehicle offers a fresh new look, it’s easy to say that the current Cherokee has withstood the test of time gracefully. It’s still a good, modern looking vehicle that will certainly appease the eye of customers well into its final stretch.

 

The vehicle I had in my possession was the CRD diesel powered Cherokee. And while the North American public comes to grips with the new influx of alternatively powered SUV’s currently flooding the market, the Cherokee CRD has been proving itself for some time now. A product of the short-lived Daimler-Chrysler project, the 3.0L Mercedes built diesel V-6 was one of the best outcomes of the doomed merger. Built in Berlin and benefiting from Mercedes’ Bluetec development, this common rail turbo diesel that is shared with Mercedes and Dodge Sprinter vans, represents the jewel of the Cherokee. Like most modern diesel powered SUV’s, you are treated to V-8 power and performance with the added bonus of V-6 Sedan fuel efficiency. Meantime, as part of the Bluetec R&D project, this engine purrs along quietly, emits no smoke under load and no sulfurous smell.

 

While Hybrids are making an impressive mark on the industry, these are the days of the diesel. The diesel advantage of power, handling, fuel efficiency and versatility so far out weigh the ever-advancing Hybrids. But who wants to take a hybrid off-road? Thus we have the Cherokee CRD, a vehicles who’s sole marketing is based around being a great kid and grocery hauler, while also being Trail Rated, and ready for anything the environment can throw at it.

 

While its on-road manners are a little on the soft and squishy side for me they are decent nonetheless. However it’s off-road where the Cherokee seems most at home, trudging up a mountainous trail. With a solid rear-end, Quadra-drive II 4WD system with electronic two-speed transfer gearbox and optional Limited Slip Diff in the rear, the Cherokee really does love to play in the dirt.

 

While the drivetrain, looks and abilities of the Cherokee CRD motivate to get out and have fun, the interior still leaves something to be desired. The over use of cheap plastics as well as the material used in the seats will have the driver constantly trying to not to slip out of place give the interior a low quality feel. As my vehicle came with a $53,000 price tag, I would have a hard time party with such expense. However, don’t let the price get you down. With Chrysler going into bankruptcy, and with only a year left until the new design starts showing up in showrooms, there are huge savings being passed on to the customers during these hard times. Pricing out this same vehicle can yield a $10,000 savings already. So that cheap looking interior isn’t looking so bad anymore is it?

 

Specs:

MSRP: $32,140

Price as tested: $52,195

Layout: Front Engine – 4WD

Engine: 3.0L V-6 Common Rail Turbo Diesel

Transmission: 5-Speed Automatic with 2-Speed Transfer case

HP: 215

Torque: 376

Brakes: 328 mm-front Disc – 320 mm rear Disc

Curb Weight: 4,724 kg

Towing Capacity: 3,500 kg

0-100 km/h: 7.5 sec

Fuel Economy (city/hwy): 12.0l/9.0L

Review: Infiniti FX50 - Intelligence Operative

Take one look at the all-new Infiniti FX50 and one thing becomes quickly apparent. It is a crossover that looks as though something ticked it off in a serious way. It’s a mean looking piece of machinery that’s for sure. Get in side and have a go at this 5.0L V8 packing beast and you’ll quickly find out that the FX’s bit is just as vicious as its bark. It is a high end, high tech machine that means business. 

 

Anyone who had the pleasure of driving the last generation FX will know that it was a vehicle designed for drivers. It changed the way everyone thought about a performance S- or in this case CUV. So Infiniti would have to dig deep to come up with a suitable replacement. Todays world has changed quite a bit since the introduction of the original FX, so some may wonder why Infiniti would be releasing a larger vehicle fitted with a larger more powerful engine? Well, this new engine manages to produce 70 more horsepower over the 4.5L while increasing fuel efficiency by 12%. This comes from the body going on a considerable diet consisting of Carbon Fibre, Aluminum and Composite panels, while aerodynamics have also been tweaked.

 

Much like a “drivers car,” this is a “drivers Crossover.” Yes, it sounds like an oxymoron, however the FX’s low and wide stance, makes for a good center of gravity, allowing the FX to corner fast and flat. Massive 21-inch tires available on the FX50 make this large crossover feel more like a Grand Tourer. Even sitting behind the wheel, the driver can easily forget they are driving a Crossover. New for this vehicle is a 7-speed automatic gearbox, with the same high quality paddle shifters found in the G37 S which give the same great throttle matching downshifts.

 

While the looks and driving esthetics scream sportscar, the FX is also a top player when it comes to features. This new FX is overflowing with electronic driving aids, all to improve performance and keep the occupants safe. The list reads like that of a quartermasters inventory with enough acronyms to please a General. Intelligent AWD, Intelligent Cruise Control, Intelligent Brake assist, Lane Departure…… The list is endless. To the point where you could think that the vehicle was designed for you specifically by “Q” for use in secret agent activities. 

 

So what does it all do? Well other than a constant barrage of beeps and pinging every time you do something the FX doesn’t like, it warns the driver of impending doom, and if the driver is not alert enough, the vehicle will take appropriate action such as putting negative force on the throttle pedal, applying the brakes or even using brake distribution to encourage the vehicle back into its lane if wandering occurs. The FX will not drive itself, however it does aid the driver in making the correct course of actions.

 

The FX did to me what every other Infiniti has done. It pleasantly surprised me. Ideally I prefer a vehicle more mechanical then electronic, however the FX made up for this with an excellent seating position, sporty steering wheel, impressive performance and great new look. Well great except for those headlights that is.