First Impressions: 2013 Honda Civic

Let’s start out by saying I’ve always liked the Civic, in particular in its last generation as it sported a unique look that made it stand out from the rest of the econo-boxes. The problem began when those other econo-boxes started to build much more interested designs. On top of that, they’ve filled those designs with fantastic new features that you would only find on only top tier luxury barges. Then when it came time to redesign the Civic for the 2012 model year, more than a few journalists were unimpressed with the result, myself included.

As others were striving forward with new unique designs and technology, Honda chose to take a more mainstream direction, leaving a car that needed a sharp eye to catch what work had actually been done. Likewise, the interior treatment seemed even more cheap and plastic than before, but what’s worse, Honda finally succumbed to pressure for more torque, putting a big lazy 2.4L engine into the Si rather than the high-strung 2.0L I have loved for well over a decade. The result was disappointing to say the least, yet sales did not waver as the Civics golden name and price kept the car on top of the sales sheets.

However, you can only fall upon your laurels for so long and after only one short year, Honda is already showing a mid-cycle refresh of the Civic for 2013. So what’s new? Well, the 2013 model receives all-new front and rear exterior styling, new wheels and extensive interior styling upgrades on all models. The devil is in the details and the new exterior looks do go a long way in improving the styling while the new soft touch materials on the dash and doors also bring the Civic up to par with the rest of the top end of the compact segment. Mechanically, retuned steering and firmer suspension sharpen the Civics’ handling, and actually made the car feel much more refined and sharper while on a short test drive, something lacking last year.  Also, extensive body and chassis upgrades further improve the ride comfort and interior quietness. Honda has also packed Bluetooth HandsFreeLink, Bluetooth Audio,  colour i-MID display, USB/iPod connection, heated front seats, text messaging feature, easy to use steering wheel audio controls standard equipment on Civic LX, the highest sold model.

The result is a much higher quality vehicle from the 2012 model year, everything the Civic should have been in the first place, it’s good to see Honda is getting back on track after a few very trying years. However, I’m still not happy with the move to a torqueier but lazier 2.4L powering the Si, although I seem to be a minority. Regardless, Civic fans have a much better, more competitive vehicle to take on the likes of Ford, Hyundai, Chevy and Mazda. And maybe I’ll have my screaming 2.0L in the hot hatch rumoured to be coming our way soon. More on that later.

SPECS:

Price: $15,440 - $26,190

Engine: 1.8L I-4, 2.4L I-4

Power: 140hp-128lb.ft. (1.8L) - 201hp-170lb.ft. (2.4L)

Layout: Front Engine – Front Wheel Drive

Weight: NA – Slightly heavier than 2012

Fuel Efficiency (City/Hwy/Com) L/100Km: 7.1/5.0/6.2 (1.8L) - 10.0/6.4/8.4 (2.4L)

 

 

First Impressions - Chevrolet Volt

 

 

It is the environmental halo car of the newly reorganized GM, the new direction for a company that needed drastic change to become competitive once again. I was looking forward to driving the Volt, two years after having tested the prototype in electric mode only. While I’ve been a pretty big fan of the electric car, the Volt was a good meal that left a sour taste in my mouth.

Let’s start with the good, because deep down, it is a good car. I love the looks; the interior design is fantastic for a company that used to launch vehicles with interior designs that were outdated before they even made it to the production line. Build quality has been vastly improved over older GM’s; the Volt is a solid, tight feeling car with high quality buttons and dials. For the first time I’ve driven a car where the light dimmer switch actually dims all light emitting sources inside the car from a single point, even the annoyingly bright high beam light. And finally, the serenity of electric drive; this car is so quiet that the loudest distraction was the gears in the differential coming under load when pulling away from a stop, bravo GM, in electric mode the Volt is a champ.

However, there is a lot of damning issues left unfinished, imperfections that really should have been taken into account back in the research and development days, simple and common sense issues that should have been sorted before the car was ever put into production. Dual screens bombard the driver with distracting information while the centre stacks layout is confusing at best. Even after a week I couldn’t figure out how to get certain operations to work, and had my eyes away from traffic far too much. However, even when I was watching the road, massive A-pillars with a steep rake killed peripheral vision, making left-hand turns almost a crap shoot. The rear-view mirror is mounted high on the windshield behind a raised portion in the roof. This not only obscures the majority of the view out the back but even rendered the auto-dimming function completely useless. The blind spots are large and the shifter will draw blood putting the car in park.

However, the most disappointing letdown was the Volts fuel efficiency once the petrol engine engaged. Averaging 6.3L/100km, the Volt not only gets its ass kicked by Prius, a TDI Golf also gets nearly 1L/100km better efficiency on the highway, pretty much making the whole point of the Volt mute. The Volt was designed for Range Anxiety racked Americans that want kill their dependence on fuel while still being able to drive long distances. If you need to drive long distances you’re better off buying a Golf TDI that is $15K cheaper and gets better efficiency. A city dweller that does the odd road trip, save $1,500 on a Nissan Leaf with nearly twice the range and save it for a rental when you need to travel.

I know I’ve been hard on it, I do actually like the car, but there are just way too many short comings for a car that costs over $41K. Hopefully a good mid-cycle refresh will iron out most of the issue I’ve had, however, how this car won so many awards is beyond me.

First Impressions: Chevrolet Corvette 427

 

In all my years as an Automotive Journalist, I've yet to put my hands on a Chevrolet Corvette. Stubbornly, I've always shunned the Vette as an "all engine, no poise" poorly built muscle car without really driving one. Well, know I have and I’m beginning to change my tune.

Where I got it right, the interior is painfully ugly and went out of style in the late 80’s. Really, it still uses buttons from that era. The seats feel as though they are planks of plywood with a bit of low-density foam tossed on top. The steering knocks about, the clutch pedal is longer that a tractors and it drives like an old pickup when not pushing it to the limits. Finally it’s the poster car for the man’s midlife crisis, as not one 20 or 30 year old gave me the thumbs up, but every guy over the age of 50 were drooling at the sight of it.

 

Where I got it wrong, it is a beautifully balanced car, the magnetic ride and super sticky, super wide Michelin Pilot Sports will have it bending physics theories in corners, the brakes are some of the best I’ve ever experienced, the seating position is that of a proper sports car. When you do start to push it, the truck feel of the controls goes away and everything starts to make sense, and finally, it’s just really good fun to drive, while having no refinement, no real technology, it harkens back to when sports cars where no nonsense, no frills, single minded speed demons. Other than a USB port to play you favourite music, a GPS unit to save the real man from the embarrassment of asking for directions and traction control to keep everything on the straight and narrow when in civil environments, there is nothing else added to the 427 Vette that doesn’t make it go faster.

So do the old guys know something we don’t? I’m beginning to think they do, or I may be in denial of how much my hairline is degrading. Either way, the Vette is a proper sports car, a car that nostalgically brings back the true joy of driving.

Review: 2011 Ford Explorer

Great explorers must overcome great hurdles in order to not only to achieve their goals, but in many cases, just to stay alive. Sir Ranulph Fiennes was the first man to reach both North and South Poles, but he lost several fingers and toes in the experience. Likewise, Robert Falcon Scott, who raced Roald Amundsen across the Antarctic to realize the dream of being the first man to the South Pole, only to loose the race by 35-days and later his life on the return journey due to improper preparations. In the cutthroat world of the SUV, the waters are not as warm and comfortable as the Caribbean; rather icy and treacherous like the Arctic. The once powerful SUV has had to give way to the surge in popularity of the Crossover, as the public demands a high cargo and passenger volume vehicle that handles like a car.

Enter the Explorer, the pioneer of the modern SUV, however, as of late, with all the Japanese competition as well as Dodge, Jeep and Chevy producing significantly upgraded unibodied utes, the Explorer had become a relic of out of date body on frame technology. Like most of Fords range of new vehicles, 2011 sees all change for the Explorer, with an all-new unibody stuffed with as much technology Ford could squeeze into it.

Other than body construction, the biggest step forward is how much greener the Explorer has become with the new 3.5L V-6 producing 22% better fuel efficiency, with at city rating of 11.9/100km and 8.0L on the highway. All this comes with an improvement in power as well, upping to 290 hp and 255 lb-ft. The upcoming 2.0L Ecoboost that is due later this summer is even more impressive offering up 237 horsepower and 250 lb.-ft. of torque. However, despite its name, fuel efficiency is actually worse than the V-6, with a 13.1L/100km city and 8.7L on the highway.

The new design is quite an eye catcher if I do say so myself, and sports some distinctly Land Roverish touches that really add to the refinement of the vehicle. Inside the same can be said as a stylish interior design is matched with high quality soft touch materials, while what few buttons there are, give off a very luxurious feel and actuation. However, the coolness factor gets cranked to 11 with both the gauge cluster and center stack satnav, entertainment and HVAC centre.

Like the Fusion, the Explorer utilizes an adaptable digital gauge cluster giving the driver just about any onboard information one could ask for. The Sony controls are all touch sensitive

Along with the cool displays the Explorer has a mass of new drive technology. The list of control system acronyms for the Explorer is large enough to make an Infiniti blush. The Explorer has benefited with a heavy influx of shared technology that has been developed with the specialists expertise of out-going partners Volvo and Land Rover, with excellent safety and off-road abilities.

Lets start with the safety side of the equation. The new Explorer stepped up to bat big time in the safety department with the usual suspects; traction control, ABS and stability control, while adding the BLIS blind spot warning system, cross traffic-alert, adaptive cruise control and collision warning with brake support.  However, if you don’t think that’s enough, Ford have developed an industry first with the introduction of inflatable rear seat belts found in the 2^nd row outboard seats. As a $250 option on XLT and Limited models, this system uses a compressed air container under each seat which fires air into an airbag folded into the seatbelt. The airbag tears through a seam in the belt, tripling its contact area in the event of a collision. Also debuting is Fords curve control system, which will detect if the vehicle has entered a corner too fast, and keeps it on the road by working with all the systems mentioned above, as well as roll over control, effectively controlling speed and skidding.

Land Rover faithful will know the multi-surface interface now found in the Explorer, allowing the driver to choose either snow, sand, rutted or normal driving conditions. Well, that system, known as the Terrain Management System, now makes the Explorer a formidable soft-roader. And just for good measure, Ford has added a hill decent function as well. With the Terrain Management controls in communication with the driving aids, it all combines to create a vehicle with incredible traction in any environment. Despite the Explorers independent suspension and relatively low ride height for an SUV, it performs beyond its mechanical disadvantages. However, that being said, the Explorer is missing one vital part of the Terrain Management System lacks the air springs found in the LR4 and Range Rover models, a feature that massively increases the off-road character of those vehicles. If Ford are smart, they will offer adjustable lift suspension in an off-road special edition, much like but not as extreme as the Raptor.

So, how does it all work in the real world, on roads slick with packed ice? With our tester wrapped with Continental ice tires driving in the standard surface setting already gives the driver a confident feeling on snow and ice as the Explorer is well planted and turns in well. With the multi-surface control set to “Sand” the explorer starts to get frisky as the computers start to allow the wheels to spin up, and the vehicle is allowed to slid around a little bit before traction and stability programs step in. In “Snow” mode, throttle response is cut and the traction and stability programs are working at the hardest to keep the vehicle on the straight and narrow. The result is a phenomenal amount of grip on even the slipperiest of surfaces.

Overall, Ford have done a wonderfull job bringing the aging old Explorer up to date, and none too soon as both Jeep and Dodge have also made eaqually impressive leaps with the Grand Cherokee and Durango. Until driving the Explorer, I was most impressed with the Grand Cherokee’s excellent new unibody. However, with Fords new design, and one of the most impressive interiors in the business, the Explorer just takes over as my pick for the segment. However, like I said above, if you are looking to do some off-roading, something old Explorer owner are quite fond of, I would suggest the Jeep, as they have the advantage of height adjustable air springs, the Explorers one let down.

SPECIFICATIONS:

MSRP: $29,999

Price as tested: $44,199 (LTD AWD)

Type: 4-door, full-size SUV

Engine: 3.5L V-6, 2.0L I-4

Horsepower: V-6 290, I-4 290

Torque: V-6 255, I-4

Transmission: 6-speed automatic

Layout: Front engine, front wheel drive, optional AWD

Brakes: Four-wheel discs

Fuel Economy (L/100km): 11.9L city, 8.0L highway

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: 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