Just like MJ & Diana sang in The Wiz, the best way to describe the Prius driving experience is to say you are gonna ease on down the road. Despite those who seem to enjoy the high speed fuel economy the Prius offers, this is a machine dedicated to economy and drivers be ready to drive appropriately. Just ease it on down the road.

Our tester was the base model 2010 Prius which actually looked almost sexy draped in Barcelona Red Metallic paint which rings in at an MSRP of $27,800 Canadian. At this level the Prius comes with comfortable seating, front and back, that are clad in a rather basic but nice bisque colored cloth.

On the outside, Prius has always had an attractive style that while understated is distinctly modern. If the transportation people during the time of Logan’s Run designed a car, it would look like a Prius. The exterior lamps look quite rich, while the front and rear emblems have sort of a blue halo inside that the kids and even a few adults considered quite cool. Personally, I like the angle of the functional real spoiler that finishes off the rear hatch. It just looks a little racy, even if it is there to improve highway fuel economy.

The interior styling is unfortunately signature Toyota nice. That is to say that the fit and finish are exceptional and the surfaces have a nice tactile feel, there is just no passion involved. Sure, the shifter is tres cool and the digital display is fun and informative, I was just hoping for something a bit more exciting. Front seats are comfy and feel like they would fine for a long trip, while the back seat is quite large. Typical of a hatchback, the Prius offers a good amount of usable storage space, with a large storage bin beneath the cargo area floor to keep items away from prying eyes. Fold the back seats down and an active couple have tons of space for camping gear or a trip to Ikea.

I must admit that I haven’t reviewed many hybrid vehicles, because I don’t feel that they are the solution the Canadian market needs. Most hybrid systems are most effective at speeds below 50 or so km/h, which is fine in deep urban settings, but not much use for those who commute from the burbs every day. I’m happy to say that the Prius has gone a long way towards changing that opinion.

The hybrid system in the Prius has 3 modes. EV, where the car runs solely on the electric motor, Eco, where electric and gas systems work in harmony and Power, where the gasoline engine is a bit more involved. I found that the EV mode shuts itself off somewhere between 38-40 km/h, which makes it useless for most driving, unless cruising around a parking lot. I tried the Power mode briefly, to see if there was indeed more power and yes, it is somewhat quicker. The whole point of this exercise was to see how economical the Prius would be for our family, so ECO mode was the way to go.

I haven’t driven a Prius since 2005 and the drivetrain has improved dramatically. In most cases, the transition from electric motors to gas engine are completely imperceptible. I don’t just mean you can’t feel the transition, but also can’t hear it! With 98 horsepower from the 1.4l gas engine and 80 horsepower from the electric motor flowing through the CVT, the Prius driver isn’t going to win any stoplight wars. Then again, that is hardly the reason for buying a green vehicle. When trying to achieve fuel economy, the acceleration is a tad on the slow side but the elation that one feels when filling up the tank far outweighs the missing rush of speed.

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So how did we do on our quest for economy? I made 2 trips into the city, with the cruise control set well above the optimal fuel economy range. The rest of the week though was spent doing what a hybrid does best: tootling around town. We achieved a very respectable 4.8 l/100 km. If you are an old Miles Per Gallon type like me, that number doesn’t make a great impact, but the fill-up certainly did. We drove the Prius 413 km. On the fuel gauge, that registered as just a tic over a half tank. I held my breath, thinking it could be a huge tank. We used exactly 21 liters of gas to go over 400 km! Absolutely incredible!

I still believe that a hybrid is not for everyone and consumers should think very carefully about their driving habits before choosing any hybrid. That said, the Prius is by far the most normal feeling hybrid I’ve driven and the one that our family would buy if we were in the market for a small hatch that has the ability to carry 5 people in comfort. In today’s fast paced world, it wouldn’t hurt any of us to slow down a little anyway and just ease on down the road!

“That’s a Hyundai?”

I’ve heard this statement from the media and consumers so many times it is almost becoming a cliche. During our week with the 2011 Hyundai Sonata, I heard it even more often and with more emphasis. Someone even asked me what model of Mercedes I was driving!

To say Hyundai has come a long way over the past 3 decades would be a rather large understatement. At a time when designers are scrambling to find ways to make the mid level sedan stand out from the competition, the stylists at Hyundai have managed to pen a design that not only stands out, but stands above the segment. Our GL model tester wore steel wheels with hubcaps, but with the optional alloys, the Sonata could easily pass for a car that sells for double the $24,249 sticker.

The interior styling is as crisp and modern as the exterior, with attractive surfaces that fit well and have a quality feel. There is none of the hard edged plastic that is prevalent in some of the traditional domestic models in the same segment.

As a mid level model, the seating is clad in rather plain but nice enough fabric. Where the Sonata sets itself apart though is in the interior space. One passenger who was well over 6” tall, commented that the back seat had far more legroom than his full size Benz. In fact, there was a good 4” between his knees and the front seat back. It goes without saying that there is more than enough space for 3 kids to be comfortable back there.

I often find that cloth seats don’t offer enough support for my bad back on a long drive. I drove the Sonata from Toronto to Ottawa and my back felt great when I arrived.

North American consumers often choose SUV’s over sedans because of the utility factor. In other word, many sedans just don’t have enough cargo space. The trunk in the Sonata is huge and the opening is large enough to actually make the space useable.

The 2011 Sonata is powered by a 2.4l 4 cylinder that is mated to a 6 speed automatic that shifts so smoothly that it almost feels like a CVT. While not an outright performance sedan, the Sonata moves along smartly and there is more than enough oomph for most drivers.

On the road, the Sonata is confident and stable, handling Ontario’s rather challenging highways with ease. NVH engineers have done their homework on this one, as the Sonata’s interior is art gallery quiet, which allows one to enjoy their favourite road tunes to their fullest.

Many entry level vehicles skimp on the features, forcing consumers to choose more expensive option groups to get the features that many of us consider must haves these days. Hyundai has obviously put some thought into the content Canadians expect, as the Sonata is full of goodies. The audio system includes XM satellite, CD, iPod/mp3 input and most importantly, bluetooth connectivity. Power windows, locks and air conditioning are all standard, as is keyless remote with security system.

The mid-level sedan segment offers some curious choices. A similarly equipped Mazda6 lists for $23,195. At $1,100 less than the Hyundai, it is a natural competitor. Having driven both in the same trim level, I have to say I would be hard pressed to make a choice. I think the Sonata’s styling would win me over. At the other end of the scale are the Camry and Accord which are priced at between $700 to $1,200 higher than the Sonata and many of the conveniences that the Mazda and Hyundai offer are optional or not even offered. Most glaring here for me is that bluetooth isn’t offered on the Accord LX. In today’s world, that is just unacceptable.

With the 2011 Sonata, Hyundai is bringing style, comfort, utility and value to the family sedan market. Consumers who are in the market for this type of car owe it to themselves to put old biases aside and visit the local Hyundai dealership. They may just find they utter that same cliche.

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Cadillac is one of those brands that everyone, regardless of background, has a long standing perception of. Throw away what you thought before, because the 2010 SRX ain’t your Zaidy’s Caddy!

First things first: The all new 2010 SRX is sexy as hell. From the knife edged body lines, well placed bling and jewel like exterior lamps, everything about the exterior looks hot. Inside, quality leather surfaces abound, broken up only by pearled chrome and real polished wood. The look is elegant yet sporty and certainly modern. Much attention has been paid to lowering ambient noise levels and it shows. Even with a football field sized glass sunroof, the SRX is nearly silent at highway speeds.

Reaching highway speeds in our tester was a breeze thanks to the optional 2.8l turbo V6 that produces 300 horsepower and 295 ft/lb of torque. A super smooth 6 speed automatic sends power to all four wheels when needed. Government test ratings shows this combination delivers combined city/highway fuel economy of 11.6 l/100 km. On our road trip, we manage to eek out 12.2 l/100. While that number isn’t too far off the ratings, it should be pointed out that we had the SRX fully loaded with 5 people and a full cargo area and we were traveling well above the speeds that the tests are recorded at. Given the level of performance and the type of driving, I was rather happy with the fact that we had well over 600 km from a single tank.

The down side to this performance and economy is that the 2.8 turbo is only allowed to drink premium fuel. Not too big a deal south of the border where premium isn’t too much more expensive than regular, but here in Ontario there is often a 20 percent or higher price difference.

Dual zone heater controls and heated front seats ensure that passengers are comfy in any weather Ontario can throw at us. Front and back seat passengers are treated to every technological toy know to motoring kind. From the vanishing lcd screen to the navi to bluetooth and XM Satellite radio, driver and front seat passenger are well looked after. The highlight for the kids has to be the big dual lcd monitors for the dvd player.

The back seat has one major flaw if your family includes 3 kids. The 2 cupholders reside in the fold down center armrest, meaning that a road tripping family of 5 doesn’t have any cupholders in the back. If you’ve only got 2 kids, you’re good.

As I’m one of the few who really cares about the U part of the S/CUV equation, namely Utility, I can’t get over how cool the SRX’s cargo area is. A U shaped aluminum track is embedded in the cargo area floor. This track provides for movable tie down points to keep your stuff from floating around. An optional cross bar barrier separates the space to keep large objects upright. There is also more storage space hidden beneath the floor.

Pricing for a front wheel drive SRX in Canada starts at $41,575 while our tester, a premium package with every toy imaginable rang in at $62,770. To put that into perspective, the 300 horsepower BMW X5 starts at $62,800 and climbs to $69,590 when all of the same options are added in. Some may think the X5 buyer is a lofty target, but both vehicles offer many of the same attributes.

Grandma and Grandpa used to float their Caddy down to Florida for the Winter, showing off their style to the shuffle board set. Modern Grandparents are a whole bunch cooler than that and so are Modern Cadillacs. The SRX is so good that buyers are likely going to be folks who might have never stepped foot in a GM store. Perhaps they have been loyal to the European brands. Times have changed in the car industry and so have the vehicles. Buyers of the traditional upscale imports might be surprised when they slide behind the wheel of the SRX. They might even find themselves driving off in their own Caddy.

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The Jeep Wrangler Unlimited Rubicon is so true to its roots, that I have to spend time in one every chance I get. We all have those things in life that we love so much that we just can’t get enough of, despite their failings. In some consumer’s eyes, a vehicle like the Rubicon has lots of flaws. We’ll just let those folks continue to drive their beige hybrid while we get on with enjoying life.

If I said I loved everything about the WU, I would be telling a minor untruth. The reality is that the fuel economy is a bit rough with gas prices being what they are these days. That said, we acheived 14.8 l/100km in our week with the Rubi and that included an afternoon in low range. Not too bad, all things considered.

The only other thing I had issues with is that it is the only manual transmission vehicle that I have stalled almost every time I’ve driven one. This time, I figured out why. The Rubicon has a feature called Hill Start Assist, which applies the brakes when the truck is stopped on a hill and the clutch is released. This is to prevent one from rolling backwards on a hill. A neat feature, but in this case a bit too aggressive. I tend to use very little throttle when I leave a stop, which might explain the super long life I typically get from a clutch. That light touch however is not enough to trigger the HSA to release the brakes. As a result, the engine stalls. This time, the best one was when I stalled it in front of our daughter’s high school. Real smooth Dad. Fortunately, this feature can be disabled.

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Beyond that, I unapologetically love everything about the Jeep-est of the Jeeps. This is only my second video review and my editing skills still need more than a little polishing, so be gentle! Also, our first time with a new wireless microphone. It seems it was a bit more windy than I thought.

We have a long history with Suzuki here at Driven Wheels, yet this is the first time we’ve reviewed one. Back in the 90′s we performance rallied a Swift GT and did all sorts of navigational rallies and track days in another one. It felt great to finally get behind the wheel of a Suzuki again.

This is our first ever video road test here at Driven Wheels, so I’m pretty excited. While we’ve done lots of video over in The Garage, they have all been professionally produced by our video guru, Scott Simmons. Today’s review was shot and edited by non other than yours truly. I know it is far from pro, but I would love to hear your thoughts.

Since the first Altima appeared in 1993, Nissan’s smaller sedan has been just that. A Sedan. For the 2008 model year, Nissan took a page from Honda and Toyota and created a coupe version of their popular 4th generation Altima. If Accord and Camry coupes appealed to singles and couples, then so should an Altima Coupe. Sales must have responded as for 2010 the Coupe is still on the market and just underwent some massaging for the 2010 model.

Our tester was a 2010 Altima Coupe 3.5 SR in black with matching leather interior and the optional technology package. Power comes from Nissan’s award winning 3.5l VQ series 6 cylinder engine which in this platform is tuned to put out 270 horsepower. In our tester all those ponies made their way to the front wheels through Nissan’s proven CVT transmission. While the CVT wouldn’t be my choice, it is a perfect fit for the V6 powered Altima Coupe where the target consumer likely values smooth, comfortable power delivery over outright performance. Don’t let my bias towards shifting my own gears fool you though, as the Altima Coupe is plenty quick when it needs to be it just feels less aggressive than say a G37.

Government fuel ratings list the Altima Coupe with this drivetrain as achieving 10.2 l/100 km in the city and 7.3 on the highway. During our time with the car, we covered just under 600 km and all but 150 of that was city driving. Even with a rather heavy foot, we still managed a combined usage of 10.7 l/100 km, which is closer than most vehicles come to hitting the test numbers.

On the outside, the Coupe is nothing short of sexy, displaying far more sensual curves than the competition. Likewise on the inside, the curves are all in the right places. Front seat passenger’s curves are well coddled in the supple leather bucket seats, which are heated. On those early Spring mornings here in Ontario, we can still appreciate the bun warmers. Unlike many other coupes on the market, the Altima actually has 3 seat belts. One gripe we had is the driver’s seat back does not have a quick release to allow rear seat entry and the right side has a handle located on the inboard side of the seat that is tough to operate from either side of the car. Those rear seat passengers had best be small as our 3 kids were a bit cramped back there. You would be best advised not to attempt a drive to Florida with more than 2 of you.

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Cargo area isn’t the strong suit of any coupe and the Altima is no different. 3 hockey bag test? Fuggedaboutit! That said, most buyers in this segment either don’t have kids yet or the kids have flown the coop. With the 60/40 split rear seats folded flat, there is more than enough space for a couple to go touring in style.

Nissan has a knack for doing in car techno toys well and the Altima does not disappoint here either. The technology package includes navigation with a 6.5″ display, am/fm radio with satellite radio, aux mp3 plugins, bluetooth audio and phone and a 9.3 gig onboard music server. If that weren’t enough, the traditionally difficult coupe rear view is eliminated with a rear view camera system.

For the consumer who wants a bit more style than a traditional sedan offers, but doesn’t want the all out performance of a car like the 370Z, a mid size coupe is a perfect solution. The Altima Coupe is arguably the most stylish car in the segment and with a starting price of $27,348 for the 4 cylinder, it is about $400 cheaper than the Accord. Our V6 tester was loaded up with goodies which brought the sticker to $39,148.

It is becoming a bit of a tradition for the Grant family to take some sort of a local road trip over the March break and evaluate a vehicle’s ability to fulfill the needs of a family of 5. A few years ago there was a big SUV of some sort, last year we split it between a Mazda5 and a CX-7. This year, we all clambered into a 2010 Nissan Rogue to head east of the city for a minor pee wee hockey tournament in Belleville, Ontario. The Rogue would be jammed with hockey gear and enough stuff to keep a small nation afloat for weeks. I wasn’t sure it was all going to fit.

This is not our first experience with the Rogue, as I drove a pre production version a couple of years ago and then reviewed an 09 last year. I came away with a positive feeling about Nissan’s CUV on both of those occasions so I was expecting good things on this trip. The Rogue wasn’t about to let me down.

Two years into production, the styling inside and out still look fresh, perhaps even more so than some of the competition. Fit and finish are at expected levels and the interior surfaces have a comfortable, contemporary feel to them. This trip was less about style than it was about utility, so let’s get on with it.

In my last review I commented that the rear seat was big enough that 3 kids were comfy and spread out enough that they weren’t on top of each other. Here we are a year later, with kids that have grown like weeds, yet there were no major incidents due to crowding and no complaints of being uncomfortable. The teenager even managed to keep her bag full of laptop, iPod and other assorted junk in the back seat.

Out back, we had previously noted that the Rogue failed our 3 hockey bag test, but that 2 fit just fine. On this trip we had only one huge hockey bag but there was a vast assortment of duffle bags, backpacks and hockey sticks. I was a bit surprised that the Rogue swallowed all of it and that I was still able to see out of the rear view mirror. As the photo shows, We couldn’t have jammed much more in without invading the seating areas. For a longer driving trip though, without the massive hockey bag, there would be more than enough space.

Nissan’s 2.5l 4 cylinder produces 170 hp and 175 lb/ft of torque which propels the Rogue comfortably down the road. It is less sporty feeling than its Infiniti cousin, the EX 35 or the BMW X3, but is in the same field as the VW Tiguan. In other words, a nice family driver. During our time with the 09, we recorded fuel economy very close to the government test ratings of 8.3 l/100 but this time things were a bit different. Over 838 km of mainly highway driving, we recorded 11.5 l/100km. The difference is that the previous test was just normal driving with myself or 1 passenger and a couple of hockey bags. When you bump that to 5 people and a full cargo area, fuel economy is bound to be affected.

I’m very happy to say that the Rogue is still a vehicle that I very much enjoy and that fits our family lifestyle very well. My only gripe with it is my personal aversion to the feel of a CVT transmission, but most families would probably find the fuel economy savings that go along with it to be more important to them. If your family is looking for an alternative to the monster SUV, the 2010 Nissan Rogue should be on your short list of vehicles to investigate.

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Historically, most cars that have been labelled elegant have been of the larger variety. The very concept of automotive elegance has long been molded by the coach built luxury autos of the Thirties. Infiniti, Nissan’s luxury division, has brought true elegance to an unlikely market segment: the CUV.

The CUV market is a fairly recent segment intended to make those who need the utility of an SUV coupled with a smaller, more efficient package. Smaller and more efficient often equates to cheap and cheerful which is fine for many consumers but some want a smaller footprint that still offers a level of prestige and performance. These are the folks that Infiniti created the EX35 for.

Visually the EX looks like a 2/3 scale version of its big brother FX, combining muscular, sensual curves with jewel like fit and finish. Tastefully applied chrome and brushed metal accent the curves, while LED tail lights and adaptive headlights complete the exclusive but sporting look. Inside there is everything one has come to expect from an Infiniti. Supple leather coddles passengers and brushed aluminum accents are highlighted by maple inserts on the center console. Instruments and controls are surrounded by deep violet accent lighting which drew admiring comments from several passengers. A small thing, but the little details are what makes a vehicle of this caliber stand out from the competition.

Our tester was a Journey model with heated, 8 way power adjustable seats up front. The rear seats offer a 60/40 split for versatility and power seat back release that makes lowering the seats a simple effort without the need to crawl into the back. The rear seats are positioned farther back, giving rear seat passengers more legroom than in the EX’s Nissan cousin, the Rogue. While guests will be more comfortable, cargo area suffers from this move though I suspect the target customer will not be too concerned about this. A week’s groceries for a family of 5 fit just fine, though it only holds 1 hockey bag with the seats up.

Technophiles will be in seventh heaven in the EX, as the list of toys is rather awe inspiring: Bluetooth for phone & audio, USB iPod/mp3 connectivity, hard drive navi with voice controls, XM satellite radio, Around View monitor system, Bose premium audio with 11 speakers including 2 subwoofers, lane departure warning, intelligent cruise control. The list continues, but you get the idea.

At the heart of the Ex35 is Nissan’s award winning 3.5 L V-6 engine that gave the 350Z its name. It has been used in a variety of applications and different states of tune while proving to be a robust and reliable performer. It also sounds pretty darned cool. In this application it supplies 297 hp and 253 lb/ft of torque. All that power makes its way to either the rear or all four wheels depending on what model you choose, through a slick shifting 5 speed automatic transmission. Thankfully, they chose not to use a CVT unit in this application.

Out on the road, the EX ride is comfortably firm with a nod more towards the sporting end of the spectrum. In other words, you might wish to slow down a bit before crossing the local train tracks if you choose the optional 18″ alloys like our tester had. The EX feels connected and stable at all speeds though we were unable to really hustle the little trucklet through any windy roads due to the remnants of winter. Equipped with aggressive snow tires, our tester wasn’t really able to put the power down without activating the traction control as the softer tires scrambled to find traction on the salt crusted road.

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Fuel economy is only available as an estimate at this point from Infiniti and I forgot to reset the trip odometer so I can’t report our accurate numbers. The estimate is 12.9 l/100 km in the city and 8.6 on the highway and I get the feeling this is close to what we achieved.

With a Canadian base price of $41,250, the EX35 is positioned at the high end of the CUV market but is actually a great value when compared to some of the competition. BMW’s X3 xDrive30i begins at almost 5 grand more and is short by 37 horsepower. Loaded up with all the toys, both vehicles top out at $49,900 but the Infiniti still has that extra oomph and a bunch of techno goodies that aren’t available on the German machine.

All in all, the 2010 Infiniti EX35 is an elegant and sensual beast that the club valet would just love to test drive park for you and the neighbors might just be fooled into thinking it is cute little CUV that you bought to cut back on fuel costs. You, like the valet, know better. The EX35 has soul.

It wasn’t too long ago that Kia was known as Hyundai”s younger cousin and for building little, entry level cars. Looking back, you could almost say they were the little car company that could. As the brand worked hard to turn those entry level buyers into repeat customers, they also grew the product line up. As the consumer’s families matured, so did Kia’s offerings. Today, they offer an ever expanding line up that fits the lifestyle needs of just about every family. Perhaps most exciting is that Kia has been able to continue improving quality and yet still offer greater affordability than any other company.

Just as those early buyers have matured, many of them expanding their own families, Kia has expanded their family to include a full size SUV of all things. The Kia Borrego is a 7 seater that offers buyers a choice of drivetrains depending on their needs. It’s somewhat interesting that they would choose to launch it at a time when many manufacturers are trying to move away from the stigma of large vehicles.

While Kia has been far from conservative with some of their latest designs, they have chosen not to rock the boat with Borrego. The traditional domestic competitors have been using the 2 square box design basics for years with their SUV’s for decades and there doesn’t sound like they are changing any time soon so it makes absolute sense for the new kid on the block to follow suit. The Borrego is an attractive people mover, but don’t expect any visual surprises. That being said, the number of times I heard “that’s a Kia?” during my week with the Borrego was amazing.

Climb aboard using the substantial side step rails, and you are greeted by a stylish interior that makes use of a variety of plastic and metallic surfaces. While the materials used may not feel quite as posh as some of the high end Euro competitors, fit and finish is excellent. Our tester was equipped with leather seats that look and feel great and the front ones are heated to take the chill off the cold Ontario winter mornings. The second row of seats are perfect for 3 kids and have enough leg room for a big guy like me. In that case, flip down the center armrest and your golf buddies will have a perfect spot for their morning coffee. The third row is surprisingly spacious and entry isn’t too bad either. Somehow I don’t think your golf buddies will want to ride back there, but the kids love it!

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The most important factor when choosing a family vehicle is how well it fits into said family’s lifestyle. In our case, we need to know if a vehicle will carry 5 family members and 3 hockey bags. Even with the substantial leg room in the middle row, the cargo area is gargantuan with the third row of seats folded down. Our hockey load of 3 large bags, a trainers bag and water bottle cage were swallowed with ease. The Borrego doesn’t just offer up space like some minivan though, a trailer hitch is standard equipment and it has the ooph to pull the serious toys too. The towing capacity of the V6 model is 2,268 kg/5,000 lbs while the V8 equipped version can tow a whopping 3,402 kg/7,500 lbs. That is right up there with the big boys.

The 3.8L V6 produces 276 hp and 267 lb-ft of torque that reaches the wheels through a 5 speed automatic and buyers can choose between full or part time 4 wheel drive. In the V8 version, 337 hp and 323 lb-ft reach the wheels through a 6 speed automatic. Our tester was an EX V6 with full time 4 wheel drive and I can honestly say that unless you need the extra towing power, the smaller engine feels perfectly matched to the truck. Government testing rates the V-6 model at 13.0 l/100 km city and 9.4 l/100 on the highway, which is better than most vehicles of this size. Our time with the Borrego included some really cold weather and a lot of short trips when the engine didn’t warm up fully which will go a long way to explaining the 16.3 l/100 that we experienced. Remember folks, you can’t measure fuel economy in the winter!

Obviously Kia set out to emulate and improve on the traditional domestic full size SUV and in many ways they’ve succeeded. Just like the traditionals, Kia offers many, many options so families can outfit a Borrego just the way they like it. Pricing starts at $38,545 for an LX-V6 model, while a fully loaded EX-V8 rings in at $48,395. While that may seem steep to some, remember that the 2wd Chevy Tahoe starts at $49,220 and a loaded up 4×4 can take you well beyond 70 grand. When fully optioned, a Chevy Traverse is only a couple of grand more than the Borrego, but is also a couple of thousand pounds short in the towing department.

While the timing for a new full size SUV may not be the best, Kia has put together a vehicle that offers more to the consumer than the competition does, for a better value. Families who need the capacity of a trucks absolutely must stop by a Kia showroom and take the 2010 Borrego for a spin. You will be surprised!

Back in the Fall, Volkswagen introduced the revamped 2010 Golf Family to the media in Quebec. Our morning drive in the Golf hatches and wagon led to the legendary Circuit Mont Tremblant where we spent the afternoon putting the more enthusiast oriented GTI model to the test on the track. A place by the way that it is very happy!

First appearing in Canada in 1982, the GTI variation of the first generation Rabbit was an immediate hit with enthusiasts. Compact, fun and functional, the GTI was a a blast to drive on the street and even more fun on an autocross course. It sat 4 passengers in distinctively patterned sport seats and best of all it was super affordable. If my feeble brain is right, the price was around $6,200. which left most owners the flexibility to apply a few performance modifications. The car was simple enough that most of these mods could be done by a neophyte with simple hand tools. Throughout the next few generations, the GTI (like most of the competition) gained weight and became less sporting. Purists saw the 5th gen model as an improvement, but still not quite hot enough to live up to the GTI legacy. Enter Mk6.

The 2010 GTI has lines that are unmistakably Golf and subtle touches were added to differentiate the hot version from the more civil models. The front grill is accented by a pair of red stripes, just like the original. Twin tailpipes exit through the rear bumper. Lighting has received special attention also, with wider, blacked out tail lamps and Bu Xenon directionally adaptive headlights. Of course the GTI comes shod with unique 17″ alloy wheels. In other words, the new car looks like a GTI.

On the inside, fit and finish are on par with a MINI, without the oddball design cues that many people find rather annoying. The leather wrapped sport seats in our tester were deeply bolstered, yet were wide enough that my larger than average form fit quite nicely. They also give an indication of the performance the GTI is capable of. The back seat is a big surprise for such a small car in that our 3 kids, aged 9, 11 & 16, had so much room that the teenager commented on how comfortable the back seat is. Once you get inside that is! The 5 door model would probably be more appropriate if the intention was to carry passengers on a regular basis.

Behind the second row of seats lurks another surprise: a huge storage space. We managed to stuff 2 full hockey bags and my trainer’s gear back there while still using the back seat! One of my favourite features of any hatchback is the folding rear seat. Once those seats are folded forward, the space available for stuff is unbelievable. Many people have yet to discover the hatchback and I just can’t understand why. Years ago, Mrs. Grant and I toured all over for weeks on end, camping out of the back of a hatchback. A 3 door hatch is absolutely the best layout for a young couple and the GTI is no exception.

The GTI is powered by a 2.0l, turbo, direct injected, four cylinder that puts out 200 horsepower and 207 lb/ft of torque through the front wheels via a choice of 6 speed manual or a 6 speed DSG dual clutch unit. Our tester had the optional DSG system which is a great choice for the enthusiast who wants the ease of an automatic in traffic but lightning fast shifts at the flick of a paddle. It works to perfection on the track yet I was interested to see if I would actually use the paddles during daily driving. With most manumatics I tend to stick the shifter in D and leave it. The DSG shifts so cleanly that it is actually fun to shift manually and there is a healthy blat noise from the exhaust on high rev shifts, just to remind you this is a turbo. Potential buyers should remember that the DSG is not a traditional automatic and does not shift quite the same way as the uninitiated might expect. Good, but different.

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On the road, the GTI has enough power for any situation as one would expect. I drove it from east of Toronto to Detroit for the North American International Autoshow and found the car quiet and stable on the highway, even with the cruise control set at….well, let’s just say it was set with the actual flow of traffic outside the city. Around town, it is rather entertaining to bomb around in 2nd gear and listen to the burble and pop from the exhaust. I guess some kids never grow up. As they say, fuel economy may vary due to different driving conditions!

In just over 1,300 km of driving, I averaged 9.98 l/100 km which is a fair bit off the government test ratings of 6.3 l/100 highway and 8.7 l/100 city. To be fair, the weather that week was very cold and as I’ve already mentioned, my driving style was certainly not conducive to an economy run. I had fun in the GTI and that always shows at the pump. I was quite pleased to see that 500 km per tank was my average.

No car is perfect and the GTI does have a few small flaws, but they are minor quibbles. The front seat tilt & slide mechanisms are tricky to operate properly, as the handle must be held up while the seat is moved. The cool use of the trunk emblem as door handle is neat, but gets quite dirty in the winter months. That’s it. Somehow I expected there would be more quirks but those were the only things that bugged me.

In Canada, the basic GTI with 6 speed manual begins at $28,675. The reason for the italics is that this is anything but a base car: 17″ alloy wheels, 8 speaker stereo with in dash 6 disc cd player and Bi Xenon adaptive headlights and fog lights are all part of the deal. Add in the leather package (which includes power sunroof) and the Technology package (navi) and you top out at $36,030 plus freight and taxes. While not inexpensive, the level of content and interior feel put the GTI on the same field as several cars costing far more. With that perspective, the GTI is a bargain.

The GTI is a unique combination of practicality and enthusiastic fun. A car that is just as happy on a long trip or zipping around town as it is being flogged around a race track by a weekend warrior. Carrying people and their stuff can wonderfully easy, even in small car when it is as well thought out as the GTI. Certainly the sixth generation of GTI has the spirit of the original built in.