2011 Buick Regal Turbo

Since the launch of the Enclave in 2007, Buick has repeatedly touted a decline in average buyer age that still has yet to push the brand’s demographics into the fat sections of America’s population pyramid. Though the year-old LaCrosse appears to be helping Buick’s central PR narrative, even it is, at best, not your grandfather’s Buick. Despite a brand heritage based on a traditional, suburban American image whose fading appeal is evidenced in Buick’s pre-Enclave demographics, the long-term health of GM’s entry-luxury (or “premium,” to use GM-speak) marque depends on continued progress away from the “blue hair” image it has so richly earned over the past several decades.

It should come as no surprise then, that the 2011 Regal is the most substantive break from Buick’s past to date. And no wonder: born in Germany as the Opel/Vauxhall Insignia, the Regal is as traditionally American as a Kraftwerk album. In Europe, the Insignia is sold as fashion-forward competitor in the mass-market, midsized segment. In the context of a Buick that still offers a taste of the geriatric image it’s desperate to escape in the G-Body Lucerne, the Regal is unapologetically marketed as a sports sedan. And until a recently-approved high-performance GS version arrives, the 220 horsepower Turbo version is the bellwether for both the Regal’s sporting pretensions and Buick’s desire to attract a new kind of buyer.

The decision to launch the Regal on 200 miles of twisting road east of San Diego, California is testament to just how much Buick believes in the Regal’s sporting credentials. And this was no mirror-smooth, touring course either. Tight hairpins, deep compressions, nasty potholes and impossibly narrow, rough roads left the Regal no opportunity to fake the funk. Nausea-control armbands left in each Regal’s center console weren’t just for show either: several of Buick’s reps were looking decidedly green around the gills at the stops between driving stages.

And no wonder. The Regal Turbo we tested proved not only to be the best-handling Buick ever (damning with faint praise, to be sure), but also an accomplished athlete by any reasonable comparison. The Regal Turbo is by far the most enthusiast-oriented application of GM’s Epsilon II platform to date, and was, throughout the test, a poised and willing dance partner. The front-drive chassis provided considerable grip through fast sweepers, performed sharp direction changes with aplomb and carried its 3,600 pound claimed curb weight with unexpected grace. And though a far cry from the squishy, all-day touring comfort that previously defined Buick chassis and suspension setups, it never felt overly harsh or hard-core. Even fitted with optional 19 inch wheels (reminiscent of the Jaguar XF’s), the ride remained impressively smooth.

Of course, on the kind of roads that one finds in the hill country east of San Diego, a well-settled chassis alone isn’t enough to deliver true enthusiast performance. The loaded Turbo model we drove was equipped with an active damping system that will be optional on Turbo models when they arrive at dealer lots later this year. With this option comes the choice of three modes, Normal, Touring and Sport, selectable with buttons on the instrument panel. According to the engineers responsible for developing the Regal Turbo, the car itself will even choose between the different modes based on its analysis of real-time telemetric data.

With Sport mode engaged, the difference in suspension, steering and drivetrain settings were immediately noticeable, and is clearly responsible for many of the superlatives in this review. Because Sport mode is self-activating, however, it’s hard to say how a Turbo model without active damping would perform, and its advantages are based on an imperfect comparison to the 2.4 liter, normally-aspirated base Regal with 18 inch rims.

But even with the performance-enhancing wheel and active suspension upgrades, the Regal Turbo we drove was not a perfect athlete. The impressively-fettled chassis, and firm, flattering suspension were consistently let down by a hydraulic-assist steering setup that failed to live up to the Regal’s promise of sports sedan performance. From the moment I slid behind the wheel, it felt almost comically disconnected from the wheels, and driving through downtown San Diego in Touring mode, my concern with the super-light, feedback-free, and vague on-center feel through the Regal’s helm only grew. Based on the number of fellow testers who waggled their wheels in curiosity on the way out of town, like Formula 1 drivers breaking in their Michelin tires on a warm-up lap, I wasn’t the only one who took notice.

And sure enough, as soon as the drive’s first leg got into the curvy stuff, the steering came into focus as the weakest link in the enthusiastic driving equation. The vagueness on-center, which was mitigated (but not removed) by pressing the Sport button, robbed the Regal’s driver of confidence when diving into an apex, while the overboosted lightness prevented a steady flow of communication between the road and the driver. As a result, it was extremely difficult to feel out the limits of the Regal’s capability, and one couldn’t help but get the impression that an otherwise capable chassis was going underexploited. Moreover, it limited the Regal’s ability to flatter the driver, an key consideration for an entry sports sedan.

These steering feel complaints are popular whipping boys for road testers, but I wasn’t the only one left cold by the Turbo’s aloof tiller. Halfway through the test, Vehicle Line Engineer Jim Federico admitted that our Turbos fell short on steering weight and feel. He insisted that he understood the need to improve the steering heft on Turbo models, and promised that this would be “dialed in” by the time Turbos hit dealerships later this year. Federico is clearly an engineer who takes his job seriously, but we’re bound by the Great Communicator’s principle of trust but verify on this count.

In contrast to its steering, the Regal’s two-liter, twin-scroll turbocharged Ecotec engine is extremely well-suited to this application. Making 220 horsepower and 258 lb-ft of torque, the direct-injection engine provides plenty of usable power. Buick’s reps were quick to point out that the Regal Turbo offered comparable torque to the Acura TSX V6 (which makes 254 lb-ft), despite coming up a good 60 horsepower short of its arch-rival. And despite the many on-paper similarities between these two cars, this comparison offers a keen insight into the Regal’s soul.

The turbocharged Ecotec is not a rev-happy screamer, preferring to focus on mid-range power, and offering surprisingly refined performance. A subtle but unmistakable turbo whistle greets the driver under acceleration, before being drowned out by a restrained, though less-than-entirely-musical note as the engine charges up the rev counter. The results are certainly effective, feeling at least the claimed second faster to 60 MPH than its normally-aspirated cousin, and in non-enthusiast driving it’s smooth, refined and quiet.

As an enthusiast-oriented engine, however, it could stand to offer more in the way of soul. In fact, the lack of rev-rewards almost make the wait for manual transmission versions (coming in Q4 of this year) a non-event. Almost. Unfortunately, the six-speed automatic also takes away slightly from the Regal’s dancing abilities. Letting off the throttle and brushing the brakes on the entrance to a corner almost always leaves the slushbox in a higher gear than the exit requires. Truly spirited driving requires almost constant contact with the gas pedal, and early, subtle throttle inputs to keep the transmission from confusing itself coming out of a tight bend (the transmission offers a “manual” mode which helps in this regard, but not paddle shifters which are even available on the Malibu). Luckily, the chassis can take corners at a high enough speed to allow earlier gassing than you might expect, but tight hairpins can take some wind out of the Turbo’s progress and stringing fast corners together takes some planning. Again, it wouldn’t be at all fair to call the Regal “unsporty” on this count, but it also doesn’t flatter the driver the way a true enthusiast’s sedan can.

But there I go again, criticizing a Buick for failing to live up to “true enthusiast” standards. In the real world the Regal Turbo is not only more than capable of entertaining anyone currently considering a front-drive, four-door sedan, it also offers an experience that jives surprisingly well with my concept of what a Buick should be. The smooth, quiet powerplant is complimented by a an impressively quiet cabin, which in turn compliments the chassis’s well-moderated balance between ride and handling. The exterior styling, though an undeniable break from Buick’s heritage of ventiports and sweep-spear lines, is handsome and well-detailed but subtle nearly (although not quite) to the point of anonymity. How Buick is that?

Similarly, the interior is well-appointed with surprisingly high-quality materials, and more importantly, surprisingly few low-quality materials. The interior’s Teutonic simplicity is a refreshing (if somber) break from the often overwrought interior designs that have emerged from GM in recent years. Unfortunately, it does suffer similarly from GM’s propensity for IP button overpopulation. The only real letdowns: an all-too familiar steering wheel from GM’s corporate parts bin, and seats that, though comfortable, offer little meaningful side-bolstering for the sub-200 pound driver. This last point is yet another quibble with the Regal’s sporting pretensions, and a possible clue to the nausea that afflicted several Buick reps on the test drive, as the chassis also outclasses the seat’s ability to hold the driver in place during spirited driving.

Is the Regal Turbo a “real” Buick? That’s a debate that will likely rage on until the folks who can still remember a glory year for the brand have died off. It’s certainly different, but with a crossover already in its lineup and compact sedans and MPVs on the way, Buick’s managers aren’t letting fear of the unknown stop them now. And with this less-visceral, more refined alternative to front-drive sports sedans (notably the TSX), they certainly could have taken a less-Buick-like step into the unknown. But whether it will continue the sales momentum that the LaCrosse has undeniably built up over the last year still remains very much to be seen.

On paper, the Regal Turbo’s just-under $30k price point puts it in competition with the base, four-cylinder TSX while offering power closer to the $35k TSX V6. But what exactly the loaded Turbo I drove, with navigation, active suspension damping, 19 inch wheels and more will end up costing is an open question as GM has not yet released full Turbo pricing. And with Federico’s last-minute steering tweaks and a manual transmission as yet untested, there’s still a lot we don’t know about the Regal’s sporting capabilities… let alone any sporty Buick’s youthful-customer-attracting capabilities.

General Motors offered to fly me to San Diego and put me up in some swanky digs for this launch event. I turned down this kind offer, but over the course of the event I did receive three delicious meals, a 2 GB Buick-branded USB drive (which I instantly lost), and two small pies (one stop on the test drive was a pie shop) which I was afraid to take on the airplane, and gave to a friend.

Renault Mégane R26.R

Driving the Renault Mégane R26.R on the snow-covered L-10–a public road-cum-rally track near the famous Nürburgring–is an unforgettable affair. And not simply because summer tires and slush don’t mix. This particular Mégane is a stunning piece of machinery in any condition: no Stateside machine comes even remotely close. And unlike most European unobtainium, it’s no sculpted, Teutonic monument to cash-flow either. It’s French. Cheap gas, Japanese quality and the Detroit-centric Eisenhower Interstate System have given Americans no reasons to contemplate, let alone lust after, French cars in the modern era, but not having this Ferrari-killing hatchback on crack is a bummer. The Mégane R26.R is so wrong it’s gotta be right.

The Mégane R26.R is simply unmistakable, even if it’s a Renault hatchback. Clock the 18-inch alloys and Piet Mondrian-worthy geometric decals in red ink. And there’s the Lunar Grey paint contrasting against the carbon fiber hood: a not so subtle reminder this three-door is far more than the tall roofline and dorky C-pillar implies. Rear spoiler aside, there’s simply no way to get around the Mégane R26.R’s hatchback roots. But this isn’t a rice boy poseur: resting against the near weightless polycarbonate rear/quarter windows gives the kinds of goose bumps that only come from a real race car. Import us cars

Note: first timers will push those side windows while going in for a closer look at the spartan and sporty interior of the Mégane R26.R. And because there’s so little to behold, everything in eyeshot will be serious business: race seats with carbon fiber shells, six point harnesses, an optional roll cage (dressed in red, of course) and suede accents on the tiller and shift knob. The ambiance is bare bones, but what’s left is reasonably appealing in ergonomics and touchy-feely build quality. So it’s still a far better place to kill time than any modern Chrysler product.

And what was left on Renault’s chopping block? A loss of 270lbs from the removal of sound insulation, rear seating, a lone airbag (driver’s side), no radio, fog lights or other ancillary creature comforts. But if you missed the Mégane’s racing pedigree, there’s a “R26.R” badge screwed in the dash to remind all and sundry this ain’t no ordinary French econobox. You know, in case the red wheels didn’t tip you off.

And the greasy bits don’t play around. The Mégane R26.R’s mill comes from the RenaultSport racing parts bin: a 2.0L turbocharged mill, 6-speed transaxle and Michelin Pilot street tires. The (optional) titanium exhaust is a wicked affair, providing unfettered access to the turbo’s prodigious “woooosh” at anything more than quarter throttle. George Lucas never made a Tie Fighter hatchback, but Renault is clearly picking up the slack.

Perhaps you heard that the Mégane R26.R is the fastest production wrong-wheel drive whip on the Nürburgring, earning an 8:17 time slip. While weather conditions kept this review off the ‘ring, driving on nearby country roads shows how the Mégane R26.R accomplished that feat: plenty of suspension travel, a body that stays docile and flat in aggressive cornering and what must be the most communicative steering ever installed on a FWD vehicle. Bumpy roads have little chance at upsetting the Mégane R26.R’s racing line, both the steering and suspension keep the driver informed and in control.

But discretion is the better part of valor with a turbo pushing the front wheels, torque steer still rears its ugly head. With a limited-slip axle, modest power output (230hp/229lb-ft of torque) and a torque peak that’s nearly flat, boost is easy to modulate for post-apex bursts of acceleration. The Mégane R26.R will cook when needed, but the whole affair is subtler than the powertrain (or wheel color) suggests. And that’s not a cop out.

The groovy rotors and Brembo calipers move with a linear feel you rarely see in a (once) mundane compact platform. The Mégane R26.R stops as smoothly as it corners: with only 2700 lbs to halt, there’s no doubt the Mégane R26.R can handle hot lapping on the Nürburgring with grace and pace. And that’s precisely where this car excels, offering owners a rewarding but pain-free way to kick butt on any road course. I’m prepared to forgive Renault for importing the LeCar if they sell us the Mégane R26.R.

Or not. In reality, some performance icons are better left to the brand loyalists. Think of this as the French Cobra R: limited quantities and a lofty asking price of $35,000 USD, not including US federalization. And I reckon an immaculate C5 Corvette Z06 is a far superior track toy, with more creature comforts too. And buying one won’t require a degree in International Business.

And unless Honda jump-starts the Sport Compact genre in the United States, this French sweetheart is merely a tease. Too bad then, that Renault made a true masterpiece. The Mégane R26.R is the ultimate econobox expression, sporting credible looks with hard-edged, useable performance. Perhaps one day gas prices will inspire our premium compact platforms to reach for the stars the way this whip-sharp Renault has…. and maybe someday we’ll all get 5-8 weeks of mandatory paid vacation.

Volvo XC60

Over the bridge and through the woods till mödrars hus vi gor. When Volvo first started their love affair with jacked up wagons equipped with AWD and some extra ride height, they had two groups in mind: The Swedes that live in rural Sweden with miles of unpaved dirt roads in the forest which turn to mud in the long dark winter, and the American soccer mom who thinks she needs an SUV like vehicle to cross the puddle in the Neiman Marcus parking lot. Thanks to our recently departed leader Robert Farago, we know how the XC60 does on pavement, but since Volvo offered to give us an XC60 for a week, I decided to take a different approach and review the XC60 in the dirt back-roads of coastal northern California and the icy roads of the Sierra Nevada to see if you can actually combine living off the grid and “Scandinavian luxury.”

On paper the XC60 looks like just what the yuppie doctor ordered. The XC60 boasts a Grand Cherokee and LR2 besting 9.1 inches of ground clearance, the same AWD system as the LR2 (which it should be noted was originally borrowed from Volvo’s S80 to begin with), sexy curves and some rugged looking plastic on the front and rear overhang. At 4174lbs, the XC60 is no lightweight but does somehow manage to be slimmer than both the LR2 and the Grand Cherokee.

Visually the XC60 is actually a departure from the Volvo styling that has been in place since 1999. Volvo’s design department somehow managed to make the XC60 instantly recognizable as a Volvo, yet change the form enough that when parked next to Volvo’s larger XC90 it makes its older brother look ancient.

Inside the XC60 is modern Volvo all the way. The only low point in this otherwise well designed cabin is the Nav system. Volvo used to be known for their trick pop-up nav system, and the coolness factor of the pop-up was a welcome distraction from the basic design of the system. Instead of this arrangement used in all other Volvo models, the Swedish design team crafted an Audi like pod for the nav screen in the center console and moved the screen for the radio up to a strange binnacle on the dash. There are two problems with this: First, the radio controls are way too far from the radio’s screen, and secondly the nav screen looks ill fitted and far too small for the hole they gave it in the dash. Adding insult to injury is the fact that should you not opt for the $1,800 nav system you get a bizarre cubby where the screen should go that tells all your passengers you were too cheap to splurge for the nav. I have been told to expect the new 2011 S60’s totally revamped Nav and audio package in the 2011 XC60, let’s hope so; it can’t get here fast enough.

With the rear seats up the XC60’s sloping rear profile means you are limited to 31cu ft of cargo space which expands to 67 cu ft with the rear seats folded. Compared to the Euro competition the XC60 packs a week’s worth of camping supplies (including water) with relative ease. Once off the beaten track it becomes obvious that the base 17” wheels are more on- than off-road tuned, but fortunately the rest of the suspension is up to the task. Suspension travel is well suited to heavily rutted dirt and mud roads and Volvo kindly supplies approach departure and breakover angles (22, 27 and 22 degrees respectively) which proved useful while navigating the many treacherous roads that litter the Lost Coast region of Northern California. Volvo’s optional skid plates, bumper bars and scuff plates are probably something Volvo should add to their press fleet as it was my mission to go where no $47,000 Euro CUV should ever be taken.

Let’s get things clear from the start, the XC60 is not, and never will be, a rock crawler. If you plan to ford more than a 10”of water or crawl over boulders or logs, then a Wrangler is what you need. If a luxury rock crawler is more your style and you only have $45K to work with, try a used Range Rover. The Haldex AWD system the XC60 uses is capable of delivering a 50/50 power split should it be needed, sending 90% of the power to the front under normal conditions.

Unlike a “true” SUV, the Haldex system operates using a locked center differential (to be honest there is no center diff at all, the transmission has the front and rear power outputs permanently locked), between the rear diff and the transmission lays a Haldex clutch pack that infinitely varies the connection between the transmission and the rear wheels. Power transfer takes less than 1/7th of a tyre rotation should a slip be detected, and the system can vary the clutch pack on its own whenever it feels like it. The system operates as advertised and strikingly well on sand, several inches of mud, steep ruts, a few inches of snow and moderate off-roading. As with many crossover AWD systems, when the going gets icy, the lack of a locking center differential becomes readily apparent. When climbing a steep driveway with an inch of slippery ice coating it, the XC60 spent much of its time spinning the front wheels, it was only when the traction control was disabled that the car shifted power to the rear and made it up the drive. That being said, I clocked over 26 hours on unpaved backcountry roads in the XC60 and didn’t get stuck. There were ditches we had to stop and fill in with logs to traverse, trees that had to be moved out of the way, and jaw-dropped looks from ATV and jacked up Wrangler owners we passed along the way.

On the road the XC60 handles with more prowess than it’s curb weight or FWD-biased drivetrain would suggest, but unfortunately Volvo’s choice of Goodyear tires isn’t quite up to the task. The Pirelli Scorpions squeal at the slightest provocation and fail to grip when the going gets muddy or icy. Powering this Swedish cute-ute is Volvo’s sweet 3.0L twin-scroll turbo inline 6, which was introduced just a year ago. Quite similar in design to BMW’s new N55 3.0L I-6 engine, the T6 as Volvo calls it, pumps out 281 horsepower and 295 lb-ft of torque with the typically-Volvo flat torque curve. Mated to an Aisin 6 speed automatic, power delivery is smooth and strong, and with a 0-60 time of 7.4 seconds, one might almost say quick, almost. The XC60 climbs up rugged, un-paved muddy trails with composure, never seeming taxed.

One cannot review a Volvo without discussing Safety. Volvo proudly touts the XC60 as the safest vehicle they have ever built, and my experience with the electronic systems in the XC60 may just bear that out. After Volvo’s PR company handed me the keys to the XC60 I hopped on the freeway for my 30 mile drive home and like any techno-nerd the first thing I did was play with the electronics. The first thing the car did was bing at me and tell me I wasn’t driving in an alert manner. I hate it when my car is right. The second thing the XC60 did was scold me for following too closely with LEDs that reflect on the dash. And the last thing the XC60 did for me was save my bacon.

As traffic slowed, the adaptive cruise control disabled (Volvo’s system turns off and returns control to the driver below 5MPH) and my inattention returned. I was distracted by an accident on the other side of the freeway when the XC60 in rapid succession beeped loudly at me and piled on the brakes, snapping me back to attention. “Auto braking by city safety” appeared on the dash, completing the XC60’s party trick. Effective from approximately 2 to 19MPH, the XC60’s laser scanners detect moving and stationary cars and will either come to a complete stop or at least drastically reduce your speed at the last minute to avoid or reduce the effect of an accident. City safety is standard on the 2010 XC60 and I can safely say, it worked as advertised. Of course Volvo includes a whole host of other electronic nannies that are too numerous to list, but it’s safe to say Volvo’s reputation for building Swedish tanks is alive and well.

The XC60 proves that Volvo can make a dirt road-capable CUV with styling flair and enough electronic nannies to satisfy the risk-adverse in the crowd (not to mention your insurance broker). The real question is if buyers will actually cross-shop the XC60 with its German competition. Stacked up to the Q5, X3 and GLK, the Volvo shines with more power, excellent cargo capacity, unique styling and a suitably upscale interior. Starting at $33,000 for the FWD 235HP, model, our Volvo provided tester hit the nosebleed section at a whopping $47,395. Admittedly this can seem like a bargain when you look at the Q5’s starting price of $37,350 and a similarly equipped price of $51,625, the question is: Can Volvo get you to buy one?

2010 Nissan Altima Coupe

For a reviewer, getting handed a car with delivery miles on the odometer is an instant promotion to tribal shaman. You’re given a quick pat on the back before being shoved into a hut with the village’s prettiest virgin. Needless to say, this privilege comes with the sacred duty of keeping the virgin in tip-top shape, otherwise your term as high-muck-a-much will be pretty short-lived. Unfortunately for my political aspirations, the Mazda2 loves being ridden hard. It squeals through corners, snarling like a dog in heat. There’s a lot more fun to be had here than the tiny 185/55R15 Dunlop Sports suggest.

Of course, being on a deadline and with nothing to report but “it’s fu-un”, I knew I needed a different hook for this story. To put the Mazda2 in perspective, I needed to compare it to the class leader. Which just happens to be the Honda Fit. The old girl has just gotten a big time makeover, and she knows more tricks than most anyone else. With Satan as my co-pilot, we head out into the wilderness for a head-to-head comparison.

On paper, the Mazda2’s 102 hp 1.5 liter MZR and 4-speed automatic aren’t very impressive. The Fit has 15 ponies and one gear more. But from a roll, you’d be hard pressed to see a difference. The Mazda’s willing motor and short gears make it much more responsive than the figures suggest, especially at highway speeds. It suffers more deflection in crosswinds, but trumps the Honda in terms of high speed stability over heaves. The steering also firms up much more at speeds, giving you more confidence in dealing with road conditions. While the engine struggles to pull past 100 mph, the Mazda’s small footprint makes it easy to thread through traffic to conserve what precious little momentum you can build up in such a light car. I’d complain about the lack of paddle-shifters or even the ubiquitous +/- Mazdamatic (don’t laugh) that comes on Mazda’s bigger cars, but the transmission downshifts quite willingly whether or not you play with the overdrive toggle.

Taken off the high roads and up into the hills, the Mazda2 further impresses. While the ABS kicks in annoyingly early when you’re diving nose-down into a corner with one rear wheel cocked in the air, it’s a better balanced backroads companion than the Fit. It corners flatter than the Honda, and doesn’t grind over midcorner bumps. The Honda’s soft suspension setting and annoyingly low ride height, both a boon on the highway, count against it here. Though both cars have reassuringly firm side bolsters, we found ourselves sliding around a lot more inside the Fit when playing cat and mouse through the esses. The Mazda’s electro-hydraulic steering rack is surprisingly firm and tactile. She may be faking it, like all the new girls do, but she does it like a pornstar. And like a pornstar, she just goes on and on. This little-car-that-could soaks up the punishment long after the Fit has flown into the weeds. Despite not being appreciably heavier than the Mazda2, the Honda Fit seems to have lost some of the spunky edge that made the first-generation car so beloved of enthusiasts, all in search of more refinement. The Mazda2 beats it in both regards, combining comfort and ability much better than either generation of Honda’s supermini.

In fact, I’d venture as far as saying that it’s better than the Mazda3 in similar spec. The Mazda3 also manages to be both supple and sure-footed, but you often get the sense that suspension tuning is quite “all there” compared to its sister car, the Focus. The Mazda2, on the other hand, is more stable over heaves and flatter through the corners. Makes you wonder how good the Fiesta will be.

While the Mazda2 has the usual higher content of hard surfaces and duff fabrics, the funky interior feels more Bavarian than Banzai. It has vault-like sound deadening and (slightly) more supportive seats than the Fit. Even the fat, chunky steering wheel, with its big silver spokes, feels like it’s come off a 1-series rather than a Mazda. It’s an apt comparison, the 1-series has shitty plastic, too.

Others might find a similarity in the subtle contouring of the Mazda2’s flanks. This inspiration, however, is drawn from Mazda’s new “Nagare” (wind) school of design. This wraps the car in curvy lines that, unlike those on the BMW 1-series, actually go somewhere interesting and don’t disappear in mid-thought.

Flame-surfacing aside, there’s a lot of detail in the car itself. The swept-back and pulled-in greenhouse makes the Mazda2 look wider than it is, and the flared arches wrap tightly around the puny 15” alloys this tester came in on. Not that it needs any more rubber. Like the Mini Cooper, the Mazda2 extracts an incredible amount of performance from a tiny amount of contact patch.

Unfortunately, while the Mazda2 is much roomier than a Mini, it’s nowhere near as cavernous inside as a Fit. This may be its biggest stumbling block in penetrating a US market which is still getting used to the Fit subcompact. And our Mazda tester is worryingly bare of such essentials as electronic stability control (available for more money), rear disc brakes (which would help with the braking issue) and side-curtain airbags. There are multiple spec levels for the Mazda2, but ours is bare as bare can be without ditching the radio/i-Pod jack and climate control. Which are nothing to write home about, anyway.

Neither is the straight-line performance. A 0-62 mph time of 11.7 seconds (half a tick slower than the heavier 1.5AT Fit) doesn’t count as exciting in anyone’s books. The 2011 model’s uprated 5-speed automatic should find that extra half-second, though an extra thirty or forty horses would be an even better upgrade. But then, there’s more to driving fun than stoplight drags.

Still, it’s nice to see that “fun” and “frugal” aren’t mutually exclusive. The Mazda2’s 30+ mpg is like finding out the village virgin is good both in bed and in the kitchen. And, unlike the similar and similarly fun Suzuki Swift, she’ll take the kids to school for you, too. The only problem is the dowry she commands. Properly equipped, a Mazda2 costs about as much as a Honda Fit with the same kit. Now, paying Fit money for what is an arguably better car makes a lot of sense. Paying Fit money for what is an undoubtedly smaller one doesn’t. But as with tribal virgins, size isn’t the only thing that matters. The Mazda2’s sweet disposition, raunchy performance and pert looks might be more than enough to win people over.

The test vehicle was loaned to me by Mazda, with a full tank of gas and new tires, for testing purposes. It was returned with a nearly empty tank of gas, slightly worn tires and a big grin.

Nissan revive

Until recently, if you wanted a semi-practical sport coupe for less than $30,000, and pony cars weren’t your thing, you had to get one based on a front-drive sedan. Chevrolet offered the Monte Carlo, Honda offered the Accord Coupe, Toyota offered the Solara, and two years ago Nissan introduced an Altima Coupe. The Nissan was the sportiest of the bunch owing to a dramatically shorter wheelbase and the company’s usual emphasis of handling over ride quality. Then, for the 2010 model year, Hyundai changed the rules of the game by tossing the rear-drive Genesis Coupe into the mix. Given this new addition, the question has to be asked: why would anyone still opt for the Nissan, when the Genesis is the Goodyear tires?

Both the Altima and the Genesis crib from the G35/G37 Coupe, Nissan more legitimately than Hyundai since it owns Infiniti. The Altima Coupe is quite stylish from the rear quarter, with shades of Bentley in its more complex surfaces and no intentionally odd side window outline. But when viewed from the side or front quarter the car’s front-drive proportions take their toll. There’s simply too much visual mass ahead of the front wheel, which itself is too close to the passenger compartment. The door windows are framed. The 2010 SE’s 18-inch wheels and the tested car’s dark gray paint, with a bluish tinge, do make the best of the shape.

Inside both the Altima and Genesis put the business of driving—and cost—ahead of style and flash. The Genesis has a more flowing center stack, but the Altima makes do with much less faux aluminum trim. Saving the Nissan’s off-black interior from having the ambiance of a coal bin: red leather seats that look so good you wonder why so many companies offer only gray and beige. The women in my life (okay, a wife and a daughter) loved them. Hyundai offers orange-brown leather, which looks more luxurious but less sporty than the Nissan’s red. The 2010 Altima’s soft-touch IP and padded door panels are a definite step up from the shoddy hard plastic interiors of the first-gen V6 models—but then what isn’t? The primary instruments are attractive, designed to provide much of the appearance of those in a Lexus for much less money.

The good stuff inside the car ends here. All of the other readouts—including the new head unit’s LCD–suffer from Nissan’s inexplicable love for orange lighting. The look, feel, and layout of the various buttons and switches continues to lag the leaders by a substantial margin. For example, the trip computer would be much more useful if the buttons for it were on the steering wheel rather than requiring a reach around. And who thought it would look good to place rectangular temperature readouts within the round HVAC knobs? I suspect the bean counters. The seat heaters never get very warm, and the Bose audio system never sounded right no matter what adjustments I tried—one speaker or another always stuck out above the others rather than blending with them.

The front seats don’t feel quite as good as they look. They’re comfortable, but those in the Genesis Coupe are even more comfortable and provide better lateral support—the bolsters are spaced for larger people in the Altima. The view forward is open, while the view rearward is more constricted—which is where the new-for-2010 rearview camera pays off. Typical of a coupe, in back there’s not enough space for the heads or legs of adults. If you need to put adults in the back seat, then Nissan will sell you an Altima sedan. The Altima Coupe similarly gives up much of the sedan’s trunk space—there are only 8.2 cubic feet of it, and the opening is tight. You’ll be hard-pressed to find a smaller trunk in a car with a non-folding roof. Adding insult to injury, Nissan didn’t include a handle inside the lid, so you’ll dirty your fingers closing it.

Without question the V6 engine is the best part of the Altima Coupe. Variants of the VQ V6 have powered various Nissans and Infinitis since 1994, in 3.5-liter form for the past decade. In some applications the enlarged VQ sounds gruff at higher rpm. Not this one. I cannot recall the VQ ever feeling or sounding better than it does in this car. The V6 pulls very strongly from 3,500 rpm on up, and the sound it makes is downright addictive. Hyundai must find a way to make its V6 sound and feel more like this one. Sure, the larger Korean V6 kicks out better numbers, but subjectively it doesn’t come close.

In suburban driving I averaged 17 MPG partly because I could not keep my foot out of the throttle. How much better would it do driven gently? It’d be easier to find out how many licks it takes to get to the center of a Tootsie Pop. The 6-speed manual transmission’s shift lever is tall and its throws are on the long side when snicking clunking from gear to gear, but it’s still an easy choice over the CVT for any enthusiast.

Surprisingly, given the 258 pounds-feet the 3.5-liter engine produces, there’s very little torque steer. But before sounding the all clear, try shifting gears during full-throttle acceleration—the front wheels perform such a violent double-hop that I initially wondered if something was wrong with the car’s front suspension. Go easier on the throttle and there’s still a bit of the same unless you slow the shift and feather the clutch engagement. A quick check with owners confirmed that the 6-speed Altima V6 suffers from fairly severe wheel hop. The aftermarket offers a fix in the form of traction rods—not a common mod for a front-wheel-drive car. Another, not recommended fix: the CVT. Never has it been more necessary to eliminate “shift shock.” Did Nissan set up the suspension for the CVT, with the manual an afterthought?

The Altima’s handling is thoroughly predictable, even in snow, with minimal roll and minimal understeer…okay, you know the qualification is coming…for a front-wheel-drive car. This said, the steering doesn’t feel as quick or responsive as that in the Maxima. It’s dull in normal driving, but thankfully becomes communicative in hard turns. The Altima Coupe is one of those cars that feels best when driven aggressively. If the only competition were other front-wheel-drive coupes, it would compare well, if only because competitors with their larger dimensions feel even more like the sedans on which they are based. But the Genesis handles better, if still not remotely like a sports car, thanks to the additional chassis modulation afforded by rear-wheel-drive.

The Altima Coupe’s roll control comes at a high price—over all but the smoothest roads the ride varies between annoyingly jiggly and sadistically harsh. My wife likes to read in the car. She couldn’t read in this one. Even with its optional sport suspension the Genesis rides much better. With a ride this bad, the Altima Coupe should handle like a sports car. It doesn’t. Even if it did this price would be too high. Nissan needs to find a way to calm the suspension down.

And yet…I enjoyed driving the Altima Coupe more than I did the Genesis Coupe. It just feels so much more eager and alive, asking for and rewarding an aggressive driving style. Which makes it all the more a shame that the chassis punishes much more often than it rewards. An outstanding engine can compensate for a lot of minor shortcomings, but not this major one. The 2010 refresh ought to have done more to raise the rest of the car nearer the level of the engine.

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Volkswagen Eos

Volkswagen has free the first petrol-engined model to feature BlueMotion technology in Britain. Like many a New Year’s resolutions, the Volkswagen Eos will be drinking less from January.

The 1.4 TSI BlueMotion Eos will be available in both S and SE trims with pricing starting from £20,695 and £21,795 ($36,394 and $38,328.50 AUD) respectively.

To help improve fuel consumption the Eos comes standard with regenerative braking, start/stop, hill hold systems and a visual gear modify recommendation. The BlueMotion Eos can accelerate from zero to 100kmh in 10.9 seconds and has a top speed of 195km/h General tire.

Standard equipment on the BlueMotion Eos are similar to the other models with ESP, twin front and lateral airbags, status control, fog lights, automobile windows, automobile heated seats, radio/CD player and 16-inch alloy wheels.

For an extra £1,100 ($1,935 AUD) on the SE you get 17-inch alloy wheels, leather steering wheel, front sports seats, parking sensors, automatic headlights and dusk and rain sensors.

Toyota Camry Hybrid previews ahead of strong 2009

Toyota income in state during 2009 might have been down on the previous year, but they still managed to sell over 200,000 vehicles – 200,991 to be precise.

It’s an outstanding result, when you study that Holden, the number digit player in Australia, sold just 119, 568 cars although, to be fair, the Commodore was our number one selling car for 2009, with 44,387 units touched off the panopticon Hoosier tire.

‘More Australians buy Toyota’ is what Toyota management crapper proudly yell, and that’s no marketing spin. In fact, this was the ordinal straightforward year that the brand has sold more than 200,000 vehicles in Australia, and the only car company to have ever reached that number in a twelve month period.

The ever-popular Corolla, and the unstoppable Toyota HiLux were crowned Australia’s number digit and three prizewinning selling vehicles respectively in 2009.

And in the case of the HiLux, that is a truly remarkable feat, when you study that an essentially commercial vehicle outsold the hugely successful Mazda 3 and Ford Falcon traveller cars.

Toyota Sales and Marketing chief David Buttner, was cautiously optimistic about potential income though 2010, despite his dealer’s order books looking very strong. He is predicting income module be of a similar number to this year, which topped out at a better than expected 937,328, buoyed by the Federal Government’s investment-allowance bonuses.

I’m betting that with the imminent launch of the locally built Camry Hybrid just weeks away, and the launch of a completely new Toyota model mid-year, this module be a very good year for Toyota in Australia.

The general consensus is that we might see the magic million number of cars sold this year in Australia, given that the effects of the worldwide downturn are largely behind us.

Although pricing for the Camry Hybrid has yet to be announced, this is bound to be a income success story for Toyota, if the 1.6 million Prius’s sold globally thusly far, is anything to go by.

On show at this morning’s advise conference was a pearlescent white example, fancy with some rather subtle Hybrid badges on the rear and both face guards.

Lift up the bonnet though, and you module immediately notice the Hybrid Synergy Drive plaque on the engine cover, as substantially as the automobile motor and its bright orange cables.

If your main beat includes schools, shopping malls or the regular extreme hour grind, then less stops at the petrol station are more than certain. Expect city fuel consumption to be as low as 7.1-litres/100km and slightly less for highway driving (6.9-litres/100km) due to both the 2.4-litre four-cylinder engine and the automobile motor working in concert. And that’s despite the battery pack and automobile motor adding approximately 140 kilograms over its petrol powered sibling.

Its all very high-tech inside, especially as you never actually need to remove the key fob from your pocket to start the car, which is the same as the Prius and luxury Lexus Hybrid cars, such as the GS450h and RX450h SUV.

Just hop in, put your foot on the brake, advise the start button, intend away and you won’t hear a thing up to 30km/h, if you’re gentle with the throttle.

Its an unusual experience, but one that I don’t seem to tire of when you realise, via the large centre mounted LCD screen, that the engine has not yet ticked over.

But as soon as you need to accelerate, just hit the right pedal and you module move, very swiftly indeed, as the automobile motor delivers maximum torque instantly.

Australia module be only the fourth market in the world to get the Camry Hybrid with income already going substantially in the United States, Thailand and Japan.

Expect a first steer of the Camry Hybrid in February, and we’ll continue to investigate what the new Toyota model launch might be, later this year in Australia.