mily members’ experiences with Hyundais in the past (from the Pony to the Stellar, right up to the ‘03 Accent)unfortunately, not all of them were positive. However, those stories proved just how far the Korean automaker has come over the years

Looking at this car, one might be surprised to see Hyundai’s off-kilter “H” resting on the rump, but trust me, it’s there. Sleek and full of “fluidic” design (their words), the Genesis shows Hyundai’s dedication to stepping it up and really bringing a sense of luxury to their brand. From nose to tail, the Genesis makes a statement. It’s not as much of a statement as the Equus (its more prestigious brother), but it certainly has something to say.

Head on, the first thing you’ll notice are the newly-integrated LED accents in the headlight design. Giving the car an aggressive, feline-like look, the new headlights are just the beginning. Move your gaze down the side panels, across the sportier rocker panels and back to the trunk, and you’ll spot the redesigned taillights above the dual asymmetrical exhaust tips that, in my opinion, balance the Genesis out perfectly.

Two versions of the Genesis will be offered in 2012, a base 3.8L and a much sportier, more-powerful V8 R-Spec version. Engine aside (which I will get to in a moment, don’t you worry), the looks differ from model to model only in the alloy wheels and the rear badge; 17” for the V6 version and 19” for the R-Spec.

In all honesty, I barely noticed the difference between the two models and had to pay attention to the trunk badging to assess which Genesis I was about to get into, which I like. One of the only other companies I know who make their sportier models hard to detect are Audi—it’s like a subtle “Try me” on the road.

Since its introduction, Alpine TDM 7561 Cassette player model gives you the quality and design excellence that Alpine TDM 7561 is famous for. Besides playing cassettes, you get the ability to control the functions of a CD changer, so if you want to add one to your system now, or sometime in the future, you won’t have to purchase a separate control unit. And the Alpine TDM 7561 RCA PreOut terminal makes it easy to add a subwoofer to improve sound quality.

even for Honda. But almost nine years later, the Acura EL is still one of Acura’s most popular models.
It helps to start off with a winning platform. The EL is based on the Civic sedan, but has different exterior styling and interior trim, more luxury features like automatic climate control and optional leather upholstery, standard side airbags, and standard four wheel disc brakes with ABS. It also uses the 127 horsepower 4 cylinder VTEC engine that’s only available on the Civic Si sedan and Civic Si Coupe. Starting at $22,200 for the EL Touring model with a five speed manual transmission, the EL is $700 more than a top-of-the-line Civic Si sedan which doesn’t have rear disc brakes, automatic climate control or side airbags - but does have a standard moonroof.
An optional 4-speed automatic transmission adds $1,000 to the price bringing an EL Touring AT model up to $23,200. The EL Premium model goes for $24,200 with the manual transmission and $25,200 with the automatic. Premium models add leather seats, heated front seats, and a power moonroof as standard.
Start up the engine, and there is surprisingly little vibration through the steering wheel and seat. To my ears, the EL’s 1.7 litre 4-cylinder engine is quieter than in the Civic Si - there is some buzziness on acceleration, but for such a small engine, it’s surprisingly smooth and quiet. As well, the 4 speed automatic transmission shifts seamlessly. New, double-edged window seals and improved insulation in the doors were made standard for 2004, and they appear to be working.
A couple of points about the automatic transmission: the shiftgate is straight, not gated (which I prefer). ‘P,R,N,D,D3,2′ is indicated beside the shift lever and in the instrument cluster, another good thing. The transmission is responsive to kick-down, and it features grade-logic programming which will automatically hold it in a lower gear while descending or ascending a slight grade - all good things. My only complaint is that the shift lever release button does not have to be pressed to put the transmission into D3 from Drive, or from Drive into Neutral. On a few occasions, I slipped the lever from Park into D3 with

TI has had a larger impact on the auto business I so love than I have, at least up until this moment. A third one, for those that might like to know, was Porsche throwing a turbocharger in the 911 for the first time. Noteworthy I reckon.

The GTI is perhaps one of the most emulated, revered and appreciated cars of the previous generation; in other words, from the past 30 years. It and the Golf/Rabbit single-handedly shaped the compact-car segment, one of the most important categories of automobiles in the world.

Fast forward through six generations of GTI and we find ourselves facing what could be considered by modern VW GTI enthusiasts as the greatest one ever. Old-school Volkswagen fans will always revert to the original MK1s and MK2s as being the real deals, however by the looks of it and on paper, this GTI cannot and will not be overlooked or ignored.

The “new” car certainly looks like a GTI, but Volkswagen is not one to miss an opportunity to insert subtle little details here and there on the car’s body. Blacked-out mirror caps, front grille and headlight/taillight clusters as well as Golf R side skirts make a world of a difference, as do the wheels. My pick falls on the optional 19” 5-spoke Glendales, which are the bomb when in motion. The basic Watkins Glen 18” alloys are BBS-like, which would normally work for me, but when 19s are to be had, they can rarely be beat.

Cabin dressing remains mostly untouched; strategically-placed Edition 35 logos do find their way on the front seats and door sills. The gearshift sports the famous golf ball knob, and parts of the door panels have a special Black Array-type finish. My faves are the sport seats which are like the optional leather ones we get in Canada; the side bolsters are more prominent and they hold you snugly in place. The “Jacky” plaid pattern is also to my liking and belongs in an anniversary car which winks back to a time when plaid was really in.

e 2012 Acura TL’s refined new look includes a redesigned front bumper with improved aerodynamics, a revised grille, updated headlights and switch signals, a brand new fog light-weight style and a shorter front overhang. The TL’s styling changes a lot of closely align the general style direction of Acura as, for instance, the TL’s new lower front fascia openings are similar in style direction as those seen on
well-liked

The 2012 TL is offered in varied configurations together with a selection between front-wheel-drive and all-wheel-drive. The performance-minded 6MT model can still be offered within the 2012 TL lineup, serving to broaden the TL’s charm among luxury performance sedan patrons. However, the TL 6MT goes well beyond the addition of a novel transmission. Acura engineers developed a whole performance package for the 6-speed model that has varied enhancements to handling, steering and reliability.

A quintessential element of the Acura TL’s mission as a performance luxury sedan is to supply the most potential driving enjoyment for enthusiast drivers. Thus, the TL offers a selection of 2 all-aluminum powertrains. the quality three.5-liter V-6 develops 280 horsepower and 254 lb-ft of torque and drives the front wheels through a classy Sequential SportShift 6-speed automatic transmission with steering wheel mounted paddle shifters and Grade Logic management System. The 3.5L options technologies sort of a Drive-by-Wire™ throttle system, Computer-Controlled Programmed Fuel Injection (PGM-FI), Variable Valve Timing and raise Electronic management (VTor the intake valves and a sport-tuned exhaust system with twin tips. The 3.5L V-6 delivers robust power and 20/29/23 mpg (city/highway/combined) fuel potency whereas meeting California’s stringent emissions certification.

The Acura TL takes the driving expertise to following level with the supply of the Super Handling All-Wheel Driveodel, that options a three.7-liter V-6 engine developing 305 horsepower and 273 lb-ft of torque — creating it the foremost powerful Acura sedan ever. With further options together with a cold-air intake system, Variable Valve Timing and raise Electronic management for each intake and exhaust valves, and a high-flow, sport-tuned twin exhaust system with four exhaust tips, the S powertrain actually delivers racetrack-quality performance.

In addition emissions certification and delivers city/highway/combined fuel economy of 18/26/21 mpg (6AT model). The innovative SH system is exclusive to Acura and by using torque vectoring, throughout laborious cornering beneath acceleration it will send a lot of torque also on overdrive the skin rear wheel, thereby making a “yaw moment” that enhances vehicle dynamics by generating a turn-in impact.

Standard on the 2012 TL are 17×8-inch split 5-spoke forged aluminum wheels with Bridgestone Turanza P245/50R17 all-season tires. The obtainable Technology Package has proprietary Michelin Pilot Pall-season tires for the 17-inch wheels, with 18×8-inch aluminum wheels fitted with P245/45/18 all-season tires for the TL model with Advance Package. The TL SH model includes as customary 18×8-inch 5-spoke aluminum wheels with Michelin Pilot P245/45R18 rubber. obtainable on with Advance

he instrument layout was quite a pleasant surprise. I especially liked the location of the speedometer, just below the windshield. As a result, you can keep an eye on the road and watch your speed at the same time. The digital display also makes it easier to read. The tachometer is found in the lower tier of the instrument panel, slightly hidden by the steering wheel. Fortunately, the red indicator light next to the speedometer (as well as the sound of the engine) will tell you how high the car is revving.
A number of controls prove hard to adjust — the navigation system, for one. I simply could not get used to it, which is strange since the Honda Accord’s and Odyssey’s are pleasant to work with. Why complicate things when you’re an expert at making them so simple is beyond me.

Time to have fun!
The steering is very precise but does not offer much feedback from the road. The i-VTEC of our tester was mated to a 6-speed manual transmission (oddly enough, the website of Acura Canada mentions a 5-speed manual). This gearbox handles like a charm. The well-positioned shifter offers ultra-short throws, which makes it extremely fun to manipulate. Only the sixth gear is hard to engage, although you quickly get used to it. The engine and transmission are excellent teammates and their operation results in a refined yet sporty driving experience. Honda enthusiasts will love the exhaust note coming from the i-VTEC at 6,300 rpm: it starts with a sweet rumble and culminates in a shrill scream. Clearly, the CSX Type-S wants you to hear all its power.

Acceleration times are pretty good, too: 0-100 kph in 7.8 seconds and 80-120 kph in 5.15 seconds. Since our tester was equipped with winter tires, braking distances from 100 to 0 kph were longer than usual at 53 meters. With summer tires, however, expect a 10-meter improvement. The high-performance engine offered an average fuel economy of 11.7 L/100 km during our test week (premium gasoline, of course).

During snowstorms, this Acura’s traction and stability control system steps into play far too quickly for sporty drivers. I had to turn it off to avoid wearing out the brake pads unnecessarily. The rest of the time,
left it activated.

r launched its trend-setting Pacifica tall wagon as a combination sport utility vehicle and minivan, an idea that other manufacturers have since wholeheartedly adopted. The vehicle, which was priced on the premium side of the scale, was available in either front- or all-wheel-drive versions and employed a variety of 3.5-, 3.8- and 4.0-litre V6 engines that ranged in output from 200 to 253 horsepower. A four-speed automatic transmission was employed on all models. Sales remained sluggish throughout the Pacifica’s five-year life span and it was retired from the Chrysler fleet at the enThe first-year Pacifica’s packaging included plenty of space for six passengers, or five from 2005-’08 if the base model with its second-row bench seat was selected (a decision that deleted the third-row twin buckets). The vehicle’s minivan roots were revealed in the relatively soft suspension settings that were ideal for highway cruising and absorbing rough roads. Interior accommodations were comfortable enough and included a floor console on six-passenger models that extended past the second row. The optional on-demand all-wheel drive setup was useful when experiencing inclement weather or rough-road conditions and was the choice of most original purchasers. Overall styling could best be described as attractive, but conservative.

With a vehicle curb weight of 2,045 kilograms or more, the base 200-horsepower 3.8-litre V6 that was standard on all but first-year Pacificas was at best a tepid performer. The optional 3.5- or 4.0-litre V6s, both rated at about 250-horsepower, were far better picks, especially for heavy hauling or towing purposes. Whatever the powerplant, fuel economy was less than impressive. Both the second and third rows of seats could be folded flat for maximum cargo space, but when transporting people, the back row’s limited leg room made it suitable only for small fry, especially on long journeyd of the 2008 model year.

Building on the success of three special-edition Wrangler vehicles produced last year, the Jeep brand is introducing its latest Wrangler model: the new 2011 Jeep Wrangler Mojave.

Paying tribute to the well-known and rugged western desert Mojave Trail, Jeep Wrangler Mojave features a unique desert theme inside and out, and an aggressive wheel and tire package to tackle the toughest terrain.

“The Mojave Trail is known for expeditions, exploration and a rugged environment that features elevation, sand, canyons, a river crossing and hill climbs – the perfect landscape for the Jeep Wrangler,” said Mike Manley, President and CEO — Jeep Brand, Chrysler Group LLC. “By creating the Jeep Wrangler Mojave, we are able to deliver another specialized vehicle that Jeep enthusiasts will love, while drawing new customers into Jeep showrooms.”

Spanning 138 miles, the Mojave Trail begins near Laughlin, Nev., and travels to Afton Canyon near Barstow, Calif.

Available in Wrangler and Wrangler Unlimited models, the 2011 Wrangler Mojave arrives in Jeep showrooms in June.

Jeep Wrangler Mojave
Based on the Wrangler Sport model, the Mojave’s unique desert theme conveys off-road Wrangler fun. Exterior features include a body-color hardtop and fender flares, “Mojave” and lizard decals on the hood and rear, and the Sahara model’s side steps. Jeep Wrangler Mojave also offers an aggressive Wrangler Rubicon tire and wheel package, with mineral gray 17-inch wheels shod with 32-inch tires. Finishing touches on the exterior include a black fuel filler door and taillamp guards.

Inside, Wrangler Mojave’s seats are dark saddle leather with a lizard logo embossed on the front seats. Unique driftwood surrounds the vents, front-passenger grab handle, steering-wheel spokes and door-handle inserts. Mopa tread pattern slush mats and overhead grab handles complete the Mojave package.

The new 2011 Jeep Wrangler Mojave is available in Sahara Tan, Bright White and Black.

The Jeep Wrangler Mojave option is available at a U.S. Manufacturer’s Suggested Retail Price (MSRP) of $29,195, excluding $750 destination.

New 2011 Jeep Wrangler
Jeep continues to refine the successful Wrangler formula by combining legendary, benchmark capability with an all-new interior that delivers rich styling with significantly upgraded touch surfaces, occupant comfort and versatility, and a premium appearance courtesy of an all-new body color hard top for the popular Sahara model.


New 2011 Jeep Wrangler interior highlights include a redesigned instrument panel and new storage areas with improved ergonomics and upgraded materials. A new lockable console and upgraded door armrest areas boast comfortable touch points, while a redesigned center stack is easier to reach and operate. Heated, power mirrors are now available, and drivers and passengers will enjoy enhanced visibility courtesy of larger rear windows.

All-new steering-wheel controls allow the driver to operate the radio, cruise control, handsfree phone and other vehicle functions while keeping hands on the wheel. A new USB interface connects to storage devices for use with the vehicle’s Media Center, which now includes streaming Bluetoothaudio. Twelve-volt accessory outlets have been added and a new 110-volt outlet is available to provide

Acura is the luxury vehicle division of Japanese automaker Honda Motor Company. The Acura brand has been used in the US, Canada, and Hong Kong since March 1986 to market Honda’s luxury and performance vehicles and near-performance vehicles. The Acura brand was introduced to North America partly because Japan imposed Voluntary Export Restraints for the USA market, and it presented an opportunity for Japanese manufacturers to export more expensive cars.Get the latest Road & Track coverage on production vehicles and concepts from Acura. Plus, photos, video and pricing information.

’s something to be said for under-promising and over-delivering on one’s goals; just ask Stephen Harper… or any one of the Vancouver Canucks, for that matter. People are sadistic individuals (again, reference Vancouver) just looking for a way to get a leg up on their fellow man by any means possible (ahem… Vancouver), and nothing sets them up for greater success in this endeavor than to overpromise and under-deliver. So it was with some trepidation that I approached the single most-hyped car I’ve ever encountered.

Yes indeed, the Chevy Cruze is a big deal. Bearing evidence of this seems to be nearly every bus stop, newspaper, and television set in Canada. Even my non-automotively enthused friends perked up at the car’s mention as they enjoyed their first ever utterance of “Oh, I’ve heard of that car!” But approaching it in Carter GM’s parking lot, I struggled to see why. Granted, it looks a damn sight better than any Cavalier that came before, but it’s still far from exciting to gaze upon. Then again, maybe its looks are a product of its global market… if the awards are any indication, it certainly is big in Europe. But here on North American soil where such aggressively vulgar (in an awesome way) vehicles as Corvettes, Camaros, Mustangs, Challengers, and Vipers set the tone, the Cruze’s homogenous shape is a bit staid. Certainly handsome, but staid.

Ah, but then there’s the interior. Typically an area in which General Motors’ products suffer, the Cruze’s interior is little short of a revelation. Looking vastly more fashionable than I had expected, it looks to be more a product of the Buick/Cadillac interior design teams than any Chevy yet. With a complex and curvaceous dashboard seemingly flowing into the well orchestrated centre stack, the Cruze’s frost seats are treated to quite an attractive array of controls, vents, and storage bins. I found the controls, and their layout, to be of particular interest as it felt remarkably similar to the Buick Regal I’d recently driven; a real boon for would-be Cruze buyers, in my mind. And just like the Buick, everything was easy to find and even easier to use.

But, there’s still some of the same problems that have plagued GM cars for years; most notably, their choice in materials… plastics, to be precise. In the Cruze, there’s only one really offensive plastic to be found, but sadly, it’s the most popular variety: the hard, pebbled textured sort upon which the entire interior is constructed. Found adorning large areas of the doors and the lowest portion of the centre console, it’s akin to a particularly loathsome material I’ve come to hate in Honda and Acura vehicles, being too hard to the touch and notoriously prone to scratching. Thankfully though, Chevy’s finally wised up and chosen to cover this material with either cloth, soft-touch rubbery foam, or black and silver trim in the most crucial places. In fact, when equipped with the basic cloth-covered dashboard and door panels, it can look very interesting indeed, and feel just as good.

Now, all this wouldn’t amount to the proverbial hill of beans if it didn’t drive well, and I can say with all the conviction in the world that this is certainly the case. The little 1.4 litre turbocharged four cylinder produces just enough absolute power, but the turbocharger’s powerband pairs exceptionally well with CVT transmission behind it. The combination makes for very linear acceleration, not to mention excellent fuel economy regardless of the driving conditions. In city traffic, it’s reasonably well mannered and doesn’t do the whiplash-inducing squat-n-squirt that so many other CVT gearboxes suffer from, instead responding to throttle inputs smoothly and gradually. The brakes are equally well modulated, and the steering, although being somewhat on the pedestrian side, is still quite good. But it’s when you get it out on the highway that it really comes into its own.

Once up to speed, the Cruze proves that General Motors isn’t kidding around when they claim the car spent some serious time lapping Europe during its development. Extremely well sorted for a car carrying its price tag, the Cruze’s suspension is nigh perfectly damped. The steering, although merely alright in the city, weights up well with a little bit of speed behind it, and the handling feels quite neutral as you progress through a corner. The turbocharged engine and CVT transmission can end up a step behind your intentions, but the chassis is more than willing to play, leaving me wondering when we can expect a lustier engine and manual gearbox below the hood of an SS model.

Overall, it’s hard to fault the Cruze… and that’s a bit of a surprise, given how long it’s been thrust in our faces and how much time we’ve had to concoct reasons behind disliking it. But at the end of the day, it’s just not a bad car. However, that might not be enough. After all, this is the year that will go down in history as seeing a revised Corolla, Focus, and Civic enter the fray, not to mention any number of imposing opposition from Korea and elsewhere. But, whatever th

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