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 NASCAR-themed car washes to debut in U.S. Stock car racing fans will now be able to make pit stops at NASCAR-themed car washes.The Daytona Beach, Fla.-based racing league says it has reached an exclusive licensing agreement with the Utah-based 1903 Car Wash Co. and aims to create 40 branded locations around the United States in the next four to five years."Nascar has had considerable success in branding properties in different market categories," says Blake Davidson, Nascar's managing director of licensed products. "With millions of fans passionate about car care, we are excited about this concept."NASCAR is opening its first 13 branded camping locations in eight states this month. It recently joined with Morgan RV Resorts and Silver Cos. and plans to create hundreds of "NASCAR RV Resorts."NASCAR says it's the No. 1 spectator sport in the United States, with more of the top 20 highest-attended events than any other sport.Attendance decreased at nine of the first 10 races in 2010, with crowds down about 10% overall, USA Today reported last week.Bloomberg News(Photo: Jamie McMurray leads the field at the start of the NASCAR Sprint Cup series SHOWTIME Southern 500 at Darlington Raceway on May 8 in Darlington, S.C. Credit: Geoff Burke/Getty Images)
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 Top 10 fuel-efficient vehicles for 2010 By Patricia Cancilla, National PostThe Top 10 green vehicles in Canada include two diesels this year. That may not sound like a lot, but it's two more than last year. The list includes some of the usual suspects, plus some new additions.Based on fuel consumption ratings garnered from Natural Resources Canada, in partnership with Transport Canada, following are the Top 10 fuel-efficient vehicles in this country for 2010:Note: All figures are based on fuel costing $1 a litre for regular gasoline, $1.10 a litre for premium gasoline and diesel. Estimated annual fuel use is based on an annual driving distance of 20,000 kilometres, with a mix of 55% city and 45% highway driving.TOYOTA PRIUS Despite its recent recall problems, the mid-sized Toyota Prius is still the most fuel-efficient vehicle in Canada.The 1.8-litre four-cylinder hybrid has a fuel consumption rating of just 3.7 litres per 100 kilometres in the city and 4.0 L/100 km on the highway.Annual regular fuel costs for the Prius are $760. The hybrid's CO2 emissions are the lowest at 1,748 kilograms a year.HONDA CIVIC HYBRID Honda's compact Civic Hybrid holds the second spot for fuel efficiency.The 1.3L four-cylinder hybrid sips regular fuel at a rate of 4.7 L/100 km in the city and 4.3 L/100 km on the highway. The Civic Hybrid uses $900 worth of fuel each year and emits 2,070 kg/year of CO2 emissions.HONDA INSIGHT/EXHonda also picks up third-place fuel efficiency honours for its Insight.The 1.3L four-cylinder compact consumes 4.8 L/100 km of regular fuel in the city and 4.5 L/100 km on the highway.The Insight uses $940 worth of fuel annually and emits 2,162 kg/yr of CO2.The 1.3L four-cylinder Insight EX consumes 5.0 L/100 km of regular fuel in the city and 4.6 L/100 km on the highway.The Insight EX uses $960 worth of fuel a year and emits 2,208 kg/yr of CO2.FORD FUSION HYBRIDFord's mid-sized 2.5L four-cylinder Fusion Hybrid has a fuel consumption rating of 4.6 L/100 km in the city and 5.4 L/100 km on the highway.It drinks $1,000 worth of regular fuel annually and emits 2,300 kg/yr of CO2.SMART FORTWO CABRIOLET/COUPEThe Smart fortwo has a 1.0L, three-cylinder engine and consumes a relatively small 5.9 L/100 km of fuel in the city and 4.8 L/100 on the highway.Annual costs for the premium-fuel-sipping Smart cabriolet and coupe are $1,188. The fortwo has a 2,484 kg/yr rating for CO2 emissions.LEXUS HS 250hThe 2.4L four-cylinder Lexus HS 250h uses 5.6 L/100 km of fuel in the city and 5.9 L/100 km on the highway.It costs $1,140 to fill up the Lexus with regular fuel. The hybrid emits 2,622 kg/yr of CO2.TOYOTA CAMRY HYBRIDToyota's mid-sized 2.4L four-cylinder Camry Hybrid has a fuel consumption rating of 5.7 L/100 km in the city and 5.7 L/100 km on the highway. It uses $1,140 worth of regular fuel each year and emits 2,622 kg/yr of CO2.AUDI A3 TDI WAGONThe diesel winner in the Top 10 most fuel-efficient vehicles in Canada, Audi's A3 TDI wagon (pictured), gets kudos for its 2.0L four-cylinder turbocharged engine, which consumes 6.7 L/100 km of diesel in the city and 4.6 L/100 km on the highway.Annual diesel fuel costs are $1,276 and the A3 emits 3,132 kg/yr of CO2.NISSAN ALTIMA HYBRIDNissan's mid-sized Altima Hybrid, with its 2.5L four-cylinder engine, consumes 5.6 L/100 km of regular fuel in the city and 5.9 L/100 km on the highway.Annual fuel costs are $1,160, while CO2 emissions are 2,268 kg/yr.VOLKSWAGEN GOLF TDI CLEAN DIESEL/GOLF WAGON TDI CLEAN DIESELRounding out the most fuel-efficient vehicles of 2010 is the Volkswagen Golf TDI Clean Diesel. The compact 2.0L four-cylinder turbocharged engine uses 6.7 L/100 km of diesel fuel in the city and 4.6 L/100 km (automatic) and 4.7 L/100 km (manual) on the highway.The 2.0L four-cylinder wagon uses 6.7 L/100 km of diesel fuel in the city and 4.6 L/100 km (automatic) and 4.7 L/100 km (manual) on the highway.Annual fuel costs are $1,160, while CO2 emissions are 3,132 kg/yr.(Photo: Based on fuel consumption ratings from Natural Resources
Canada, in partnership with Transport Canada, Audi's A3 TDI Wagon is among the Top 10
most fuel-efficient vehicles for 2010. Credit: David Booth for National Post)
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 First Drive: 2010 Smart fortwo edition highstyle By Patricia Cancilla, National PostFuel efficient doesn't have to be synonymous with boring -- especially in the case of the stylish new Smart fortwo edition highstyle.I haven't had this much fun behind the wheel since the last time I drove the Smart fortwo. The only downside to the highstyle is that it doesn't come in cabriolet form, like the regular fortwo. Otherwise, it's just as cute and nimble. So, what's the difference between a regular Smart fortwo and the new edition highstyle? Basically, it's the paintwork -- a very attractive chocolate brown metallic -- 12-spoke 15-inch alloy wheels, aluminum edition highstyle logos on the A-pillar and rear tailgate and an exclusive interior trim that mixes dark and light leather and fabric. Frankly, I prefer the tan all-leather interior of the 2009 fortwo cabriolet I drove, but that's not to say the highstyle interior isn't nice. Just not as nice.Based on the passion coupe, the fortwo edition highstyle offers a long list of standard features, including ESP (electronic stability program) with hill start assist, anti-lock braking system with electronic brake-force distribution, driver and passenger air bags and head and thorax side air bags, power windows, air conditioning with automatic temperature control, electric power steering, the Smart sound system with an MP3 interface, Smart radio 10, a six-disc CD changer and a panoramic roof with sunscreen. Unfortunately, the sunroof cannot be opened. However, the fortwo coupe does have more cargo space in the trunk than the cabriolet, since there's no roof to stow. Basically, that means you can carry two more bags of groceries. If you're a person who buys in bulk, forget about the fortwo in any form.But the car's tiny stature is certainly a blessing when it comes to navigating congested city streets and trying to find parking. Even at $20 a pop, it's virtually impossible to find parking in the big city. But the fortwo will fit just about anywhere. (Considering it's so small, I think Smart drivers should just pay half the price of a parking spot. I parked next to a Chevy Avalanche, which was literally more than twice as long as the Smart. Unfortunately, the grumpy parking attendant didn't agree ...)The new fortwo edition highstyle did put smiles on the faces of less grumpy city dwellers, however. Even the usually hostile-to-cars downtown cyclists gave a nod to the little two-seater. In fact, a husband-and-wife cycling couple followed me into a parking lot, on their bikes, to ask me all kinds of questions about the car: How big is the engine? (It has a one-litre, three-cylinder, 70-horsepower engine.) How fuel efficient is it? (It has a fuel economy rating of 5.9 litres per 100 kilometres in the city and 4.8 L/100 km on the highway.) How much does it cost? (It starts at $18,250.) Is it a hybrid? (No, it has a gasoline engine only.) Doesn't it come in diesel? (It used to, but not anymore.) How much does it cost to fill up? (The annual cost for premium fuel -- it is part of the Mercedes family, after all -- is $1,188, according to Transport Canada. Smart pegs it at $1,080. Either way, it's pretty economical.) Here, the cyclists' smiles become strained. How green can it be if it drinks premium fuel? (The fortwo has a relatively small 2,484 kilogram/year rating for CO2 emissions, or 130 g/km.) The bright smiles return: How do you like your car? (Honestly, it's not mine. I'm just testing it for a week. But I would buy one in a heartbeat if I wasn't occassionally required to transport more than one passenger or if I swore off buying large items such as that ottoman I really wanted that wouldn't fit in the trunk ... )Despite its shortcomings in passenger and cargo space, I still love this little car. It's cute as a button and I can't help but smile when I'm driving it. And people smile back when they see it. Of course, it's incredibly comfortable inside if you're short of stature, like me, although there is plenty of headroom for taller drivers as well. And I, unlike many of my colleagues who have driven the fortwo, love the way it handles. I think it's spunky, while my older colleagues find it unsettling. Yes, the five-speed manumatic transmission can make the drive feel a little choppy if you leave it in auto mode -- as one passenger described it, it feels like someone just learning to drive stick. It's not so bad in manual mode, with paddle shifters to help make things even smoother. It handles well in corners and its size and agility make it incredibly easy to manoeuvre in and out of traffic, especially on narrow city streets. I was a little worried about passing 18-wheelers on the highway, but it turned out not to be a problem at all. The positive attributes of the fortwo -- great looks, a fun ride, excellent fuel economy, agility and affordability -- handily outweigh the downsides -- limited passenger and cargo space. And now, you can be cute and stylish.(Photo: The new Smart fortwo edition highstyle is good-looking, fun to drive and fuel efficient. Credit: Patricia Cancilla/National Post)
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 Preview: 2010 Ferrari California
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 Monaco auction event achieves sales of more than $40-million RM Auctions has announced its inaugural Sporting Classics of Monaco event held on May 1 was a resounding success, achieving
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 Audi unveils lighter, faster R8 GT sports car Audi has unveiled a limited-production version of it R8 sports car -- the R8 GT -- that is more powerful, lighter and faster. The 5.2-litre V10 has been increased to 560 horsepower and vehicle weight has been reduced by roughly 100 kilograms. As a result, the R8 GT accelerates from zero to 100 kilometres an hour in 3.6 seconds and reaches a top speed of 320 km/h.The exclusive series is limited to 333 units. Each R8 GT has a badge with its production number on the shift lever knob.Thanks to its aluminum Audi Space Frame (ASF) body, the production R8 5.2 FSI quattro weighs only 1,625 kg - with quattro permanent all-wheel drive and optional R tronic transmission. Engineers took an elaborate approach involving every aspect of the R8 and, in the end, the R8 GT tips the scales at 1,525 kg.The windshield of the R8 GT is made of thinner glass; the bulkhead between the passenger cell and engine compartment, as well as the window in the rear hatch are made of strong, lightweight polycarbonate. These three modifications saved nine kilograms. The fixed rear wing is good for an additional 1.2 kg; thinner sheet metal and additional cutouts shaved 2.6 kg from the aluminum front hatch. The long rear hatch is made of carbon fibre-reinforced plastic (CFRP) - an advantage of 6.6 kg. The rear bumper and the sideblades of this same material save an additional 5.2 and 1.5 kg, respectively. The engineers also shaved every possible gram of weight from the R8 's technical components. They shaved one kilogram from the power brake system, four kilograms from the aluminum caps of the brake discs and 9.4 kg from the battery. The engineers also found 2.3 kg in the air intake module and 2.8 kg in the insulation of the engine compartment.The interior also harboured substantial weight-savings potential. The new, lightweight carpeting accounts for 7.9 kg); the bucket seats with a chassis of glass-reinforced plastic (GRP) account for 31.5 kg. Numerous additional measures targeted the interior, the exterior and the technology, such as higher-grade, lighter steel for the exhaust system's tailpipes.The exterior of the R8 GT underwent numerous modifications that further sharpened the appearance. Many of them also reduce the weight and enhance the aerodynamics. The R8 GT produces even more downforce when driven fast than the production model - without any increase in the Cd value (0.36) or frontal area.The modifications to the rear of the car are particularly apparent, beginning with the fixed wing of matte carbon. The ventilation louves on both sides of the rear hatch and the CFRP bumper, which integrates the large, round tailpipes and vents for the wheel wells, have been redesigned. The larger diffuser is made of carbon fibre composite; the licence plate bezel and the wide slats at the rear are in matte titanium gray. .Changes to the engine electronics coaxed an additional 35 hp from the V10, which now produces 560 hp from a displacement of 5.2 litres. The torque curve peaks at 398.28 pound-feet at 6,500 rpm, 7.4 lb-ft more than in the production version. The V10 has a specific power output of 107.6 hp per litre displacement. Its power-to-weight ratio is 2.72 kg per hp. The engine redlines at 8,700 rpm.National Post(Photo: The lighter, faster Audi R8 GT will be limited to a production run of 333 units. Credit: Handout)
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 Beijing Auto Show: Luxury & oddity stand side by sideBy Graeme Fletcher, National Post China is rapidly becoming the cornerstone of the luxury car market -- just about anything sold here is offered with an extended wheelbase. Audi, for example, sells long wheelbase versions of both the A4 and A6 (Chinese exclusives). The latter is the staple of the chauffeur-driven fleet in Beijing. AUDI A8 L
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 Preview: 2011 Kia Sportage/ 2012 Optima
By Graeme Fletcher, National PostSeoul, Korea o Kia is in the midst of product revolution. In Canada, the Forte, Forte Koup, Soul and Sorento are all new. The balance of the year will see an all-new Sportage and the introduction of a five-door Forte. Early next year, the Optima (which replaces the Magentis in the lineup) will be followed by the range-topping Cadenza, both 2012 models.
By the time it's all over, in 2012, Kia's oldest vehicle will be the Borrego, the vehicle that kicked off the revolution a little more than 18 months ago. That, by any standard, is remarkable. Perhaps only Ford, which has managed to transform itself from a truck company into a full-line purveyor in the last two years, comes close.
At Kia's Namyang research and development centre, a group of Canadian autoscribes were given a brief -- and it was all too brief -- opportunity to drive the Sportage, Optima and Cadenza.
The Sportage has morphed from dreadful (the original model still ranks as one of the worst vehicles I have ever tested) into a segment- leading contender in just three generations. The outgoing model was not a bad effort, even if it was stylistically dry. The replacement earns some needed flair (the Audi-like LED daytime running lights that underscore the headlights add a distinctive touch) and more space. The Sportage, which is now more crossover than SUV, rides on a longish 2,640-millimetre wheelbase. It's also 90 mm longer overall and 25 mm wider. The resulting stance is purposeful -- the extra width, P235/55R18 tires on the top EX model and the reduction in height (by 60 mm) makes it look rather sporty. The interior is also attractively laid out (the two-tier treatment of the audio and climate controls is different yet attractive), the materials are off the top shelf and the desired flexibility is in place.
New powertrains support the Sportage's athletic bias. At launch, it will arrive with Kia's 2.4-litre four-cylinder that develops 176 horsepower and 168 pound-feet of torque. It can be teamed with either a six-speed manual or six-speed automatic transmission in front- or all-wheel-drive models. In 2011, a 2.0L turbocharged four will be added to the lineup. It ups the power to 260 hp and 238 lb-ft of torque, which is right up there with the competition's V6 engines.
While the driving experience was limited to a couple of straight-line drags at the R&D centre, two things came through loud and clear. The 2.4L engine and six-speed automatic is a refined combination that delivers a rewarding turn of speed. Second, the all-wheel-drive system is very good at quelling unwanted wheelspin, this despite the pouring rain. What little wheelspin did surface was quickly dealt with by the standard traction and stability control systems.
As with the Sportage, my first impression of the Optima is one of overall substance, especially the strong styling. Early sketches showed promise; the finished sedan lives up to that promise very nicely. (There was also a heavily camouflaged wagon floating around, but there's no word from Kia yet if it will be offered in Canada.) Inside, the marginal plastics have gone in favour of materials that are now in keeping with the Optima's position in Kia's product lineup -- the French stitching on the optional leather that fronts the dash was well above the expected norm in this segment. There is also plenty of equipment. The base LX comes with air conditioning, the usual power toys, Bluetooth and a decent audio package that includes Sirius satellite radio. The mid-range EX adds automatic climate control and an eight-way power driver's seat. The SX brings a brighter gauge cluster, leather seats and oversized 18-inch rims wearing P225/45 tires. Kia's Uvo (a Ford Sync-like system with next-generation voice recognition) will also be offered.
Beneath the brightwork, the car's wheelbase has been stretched by 75 mm to 2,794 mm. The Optima also earns two new engines and a six-speed automatic transmission (the SX features paddle shifters). The base 2.4L GDI (gasoline direct injection) four develops 200 hp, while the uplevel turbo 2.0L four-cylinder delivers 274 hp.
The third powertrain offering is a hybrid that teams a 2.4L Atkinson-cycle engine (which delivers better efficiency) with a 40-hp electric motor and 275-volt lithium polymer battery. The system, which was developed in-house, also features a clutch between the engine and electric motor, which allows the Optima Hybrid to operate on the electric motor alone, gas engine alone or a combination of both power sources. The net system output will be somewhere around 210 hp and 195 lb-ft of torque.
Sadly, the two-kilometre drag strip was not long enough to get a sense of the car's handling, and the billiard table-like tarmac did not allow ride quality to be evaluated. That aside, the base 2.4L GDI engine and six-speed automatic proved to be surprisingly quick; it was also suitably quiet and refined. There was, however, a quirk I did not like: Whenever the driver switches from Drive into the manual mode, the box automatically downshifts from sixth gear to fifth. At speeds above 80 km/h, the downshift is both unnecessary and annoying. Why not let the driver make the choice? After all, that's what the manual mode is supposed to be all about.
(Photo: The Kia Optima (top) and Sportage (below) showcase the Korean automaker's new-found styling boldness. Credit: Handout)
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 Preview: 2011 Chevrolet Cruze
By Clare Dear, National PostMilford. Mich. o The initial impression of Chevrolet's new compact Cruze sedan is that it's a mini-Malibu -- and that opinion sits well with the bow-tie brass. Their intention is to deliver mid-sized comfort, dynamics and amenities, but at compact-sized pricing and fuel efficiency. And although pricing and final fuel numbers won't be known for several months, this global product is right on target with its other objectives.
The Cruze is already available in 60 markets around the world, but North Americans won't get their hands on it until the third quarter of this year. With the compact category evolving as the fastest-growing segment in the industry (it's expected to be the second-largest in the United States by 2012), coupled with the consumer trend to downsize, the timing is right for this car. In fact, it is expected to be General Motors' single largest volume small-car line globally.
During the preview at General Motors' Milford proving grounds, Chevy executives described the Cruze as a "transformational" car for the brand, a product that will be sought after by consumers and will be better than competitive models such as the Honda Civic and Toyota Corolla. It's expected to generate "huge volume for the brand" and, as a major player for GM globally, the team working on developing the North American edition is enduring unprecedented scrutiny.
As a result of that corporate focus, the Cruze is undergoing intensive testing here, even though it's a model already on sale elsewhere. For example, although it has already earned five-star-equivalent crash ratings in several overseas markets, including Korea, China, India, Australia and Europe, the North American version is undergoing extensive additional evaluations at GM's vehicle safety facility.
In addition to significant structure and system analysis, GM engineers have already written off 20 to 30 Cruzes in destruction (crash) tests. The body count went up by one during my visit, with test vehicle No. 17269 sacrificing itself in a side-impact crash by taking a midship hit from a 1,500-kilogram sled (with a Ford F-150 snout, no less) careening down the track at 50 kilometres an hour.
The dust had hardly settled when technicians were already scouring the remains, documenting the physical damage. From this untrained eye, the results were reassuring, with the side pillar making a limited intrusion into the cabin, while air bags helped minimize potential injuries to the occupants.
Obviously, safety is a key issue and the Cruze will be offered with a full suite of standard features, including four-wheel ABS (with brake-force distribution), electronic stability and traction controls, breakaway pedal assemblies, OnStar automatic crash notification and a segment-leading 10 air bags -- two front, two knee, a pair of side curtains that protect both rows of seats, plus seat-mounted side-impact bags front and rear.
Chevrolet also wants the Cruze to be a class leader in ride, responsiveness and quietness. After doing several laps on the test circuit in several Cruze iterations, as well as a Civic and Corolla, it appears the car has attained that goal. The suspension, with MacPherson struts up front and a unique torsion beam and Watts-link arrangement in back, has a European feel (firm but compliant). The Cruze stayed well planted on bumpy sections of the track, while the Japanese competition skittered about.
Similarly, the Cruze had a noticeable advantage in the noise/vibration department. Its 18 acoustical treatments, including an acoustical laminated windshield with triple sealing at its base and hydraulic ride bushings, keep the cabin well isolated from road and wind noise.
The Cruze will be offered as a four-door sedan in four trim levels (LS, 1LT, 2LT and LTZ), with two suspension options (touring and the firmer sport package.) Two engine choices will be available -- a 1.4-litre turbocharged Ecotec four-cylinder generating 138 horsepower at 4,900 rpm and 148 pound-feet of torque at a low 1,850 rpm, or a naturally aspirated 1.8L four-cylinder that pumps out the same horsepower (but at 6,300 rpm) and 123 lb-ft of torque at 3,800 rpm.
Transmission choices are a fully synchronized six-speed manual or the global 6T40 six-speed automatic. The gearing in the manual box has overdrive ratios in fourth, fifth and sixth to enhance fuel economy while the first three cogs are underdriven for better acceleration.
A special Eco model will be offered that uses the 1.4L turbo engine coupled with the six-speed manual. (A version using the automatic box is in the works for later introduction.) Chevy engineers set a target of 5.0 litres per 100 kilometres on the highway for this car, giving consumers the benefit of hybrid-like fuel efficiency without having to shell out the higher price tag such products command. However, it was made quite clear the Eco will not be a stripped model. Instead, huge efforts have been exerted to reduce weight and improve the car's aerodynamics to achieve the target consumption rating.
Weight-reducing measures include replacing the car's audio speakers with lighter units, saving about a kilogram. The weld flanges have been trimmed by a millimetre or two, while the Watts link in the rear suspension has been deleted (although the pending automatic version will have the setup.) The carpets are lighter than the standard Cruze models. The 17-inch tires, borrowed from the new Volt, are ultra-low-rolling resistant and they're mounted on lighter alloy wheels.
To help the Eco model slip more smoothly through the air, the front fascia has been lowered and an air dam added. There's also an underbody belly pan and shielding around the tire wells and rear axle, and a spoiler has been attached to the deck lid. Another aero initiative is the addition of shutters on the lower grille opening that close as the car's speed increases, reducing the Eco Cruze's drag coefficient by 0.016 Cd. Chevy engineers say the Eco Cruze has the lowest drag coefficient in its class.
Chevy brass believe the Cruze is the right car at the right time. My initial impressions suggest they're right.
(Photo: The Chevrolet Cruze may be small, but General Motors is taking pains to make sure it's a segment leader. Credit: Handout)
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 Preview: 2011 Ford Fiesta
By Clare Dear, National Post
San Francisco o Finally, Ford can be a player in the B-segment market with the arrival of the 2011 Fiesta in June or July. The company hasn't had a product in this small-car category since the forgettable Aspire, which faded from view in 1997. That's a long time to be without a model in a segment that's especially significant in Canada.
The Fiesta, which will be offered as a four-door sedan and a five-door hatch, comes with an impressive pedigree -- it's been the best-selling car in Europe for years and is now setting sales records in Asia as well. In fact, many have questioned why Ford has dragged its feet about bringing such a wonderful small car to North America.
No doubt the rising cost of gas has played a role in changing the company's thinking, with consumers now looking for more fuel-efficient vehicles. The trend to downsizing, too, is making such vehicles more appealing. Whatever the reasons, the small-car expertise Ford Europe has demonstrated over the years is now being shared with this global model. It should be a winner in Canada.
The Fiesta shares its styling DNA with the rest of the Ford lineup, with a bold exterior design, attractive interior and impressive dynamics. The front reflects the family's signature look, and there's a strong character line along the side that sweeps up to the stylish rear end. While following a five-door on the road here, the look seemed to me to share a striking resemblance to the new Subaru Impreza hatch.
Folks who've equated small cars with a cheap look and feel will be surprised -- the Fiesta is loaded with features you wouldn't expect in this segment.
"B-cars don't need to look like an appliance," says Frank Davis, executive director of Ford's North American product program.
In addition to the exterior styling cues and choice of nine vibrant paint hues, the interior has numerous upscale touches. The upper instrument panel has a soft-touch pad, rather than the hard plastic expected in this segment. I especially appreciated the similarly soft padding on the armrests. The centre of the instrument panel is dominated by control buttons arranged in a manner that has the look and feel of a cellphone keypad -- a design feature that should sit well with younger buyers. (It's also so intuitive older users will find it easy to operate.)
Seating is comfortable, at least up front. Leg and knee room in the rear is cramped, especially if the front seats are back in their tracks, though the space is adequate for children.
Depending on the trim level, there's a choice of several leather or cloth coverings with heated seats available. And there is a choice of three colours, whether you opt for fabric or leather. In fact, Ford says the Fiesta has 15 features not found on any other car in its class, including electric power-assist steering with drift-pull compensation and active nibble cancellation (shimmy feedback), AdvanceTrac stability control and seven air bags -- all standard. There's also an available advanced version of Ford's Sync system, a voice-activated technology that's now capable of interacting with smartphone applications.
But the greatest advantage the Fiesta delivers over prime competitors such as the Toyota Yaris and Corolla, Honda Fit, Hyundai Accent, Nissan Versa and the new Mazda2, is its driving dynamics. Fortunately, Ford's North American engineers have not dumbed down the Fiesta's strong European handling characteristics. This is a nimble car that's a joy to drive -- and a hoot to drive hard. It carves hairpin corners, sticking where you put it. Yet the hard ride you'd anticipate as a tradeoff for such road-hugging abilities isn't there -- its ride is firm but certainly compliant.
Another impressive attribute is the Fiesta's quietness. "For many customers, exceptional quietness equates to quality," says Davis, so Ford's engineers have paid special attention to make this car a quiet cocoon, adding an acoustic laminated windshield and noise-deadening insulation in the roof liner, doors and pillars. That attention has paid off. Despite driving in serious winds here, the noise level was very subdued. In fact, Ford says the Fiesta is quieter on the road than a Corolla, and I can't dispute that claim.
Fuel mileage is a critical factor, especially in this segment, and the Fiesta beats the competition here, too. Ford says the Fiesta's rating of 6.9 litres per 100 kilometres in the city and 5.1 on the highway (with the six-speed automatic) is the best in its class. (Transport Canada ratings for the five-speed manual gearbox are 7.1 city and 5.3 highway.)
The Fiesta is powered by a 1.6-litre Sigma four-cylinder, a global offering. With Ti-VCT (twin independent variable cam timing), it pumps out 120 horsepower and 112 pound-feet of torque. I found this engine certainly adequate, even peppy around town; but on the highway, when you pushed the pedal to overtake, there was little left in its tank. I was driving the five-speed manual and the solution was to shift down a gear or two and let the little four-banger buzz. Same scenario when approaching even mild grades.
The new six-speed automatic, with dry dual clutches replacing the bulkier torque converter, did a good job of keeping things humming along in the engine's power band. Personally, I'd go with the automatic (a $1,250 option) -- it improves the car's performance and you get better fuel mileage, too.
Pricing starts at $12,999 for the base S four-door, but you'll be getting crank-up windows and no air conditioning at that price. The majority of sales are expected to be in the mid-range SE trim level, starting at $16,099 for the four-door and $16,799 for the five-door, which Ford anticipates will account for 60% of sales in Canada. The top-end SEL (sedan) and SES (hatch) start at $18,199 and $18,899, respectively.
(Photo: The 2011 Ford Fiesta is at the top of its class in the fuel-efficiency department. Credit: Handout)
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 Preview: 2011 Buick Regal
By Scott Deveau, National Post
Frankfurt, Germany o The N
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 Preview: 2011 Porsche Cayenne
By Derek McNaughton, National Post
Leipzig, Germany o Even those who don't pay much attention to the car business will remember the noise that erupted when Porsche announced, roughly a decade ago, it was going to build an SUV.
But the Cayenne, now entering its third generation, has gone on to sell approximately 280,000 units worldwide -- more than 5,600 of those finding homes in Canada. And the departure from building just sports cars was essentially in keeping with the company's roots, going back to 1900 and the World Exposition in Paris when Ferdinand Porsche wowed the world with the Lohner-Porsche -- a car with electric motors on the wheels. Porsche later took his car with four electric wheel-hub motors -- basically the world's first four-wheel-drive vehicle that, remarkable for its time, also had brakes on each wheel -- and combined the battery-powered car with a gasoline engine. So, no, it was not General Motors, Honda or Toyota that invented the hybrid.
Now, Porsche is set to stir the auto world again with the 2011 Cayenne, which adds a hybrid to the company's production portfolio for the first time. Built at the same factory as the Panamera and Carrera GT in Leipzig, the 2011 Cayenne is not so much an evolution from the previous model as it is a revolution, swirling with good looks from every angle, built to an impeccable fit and finish and resonating with an interior rich enough to leave Architectural Digest readers envious. You couldn't say that about the old model. The seats alone are small sculptures, cocooning the driver in a leather lair so comfortable every Cayenne owner will be volunteering to drive anytime anyone needs to go somewhere.
Slightly wider, taller and 48 millimetres longer overall, the new Cayenne might seem like a rolling symbol of contradictions. For instance, even though it's bigger it looks smaller. It has more features, yet lost some 180 kilograms of weight in the Turbo model. The shark-like snout and the rounded fenders in front and back look mean, yet come across as elegant, especially with full LED lighting that's more understated than on the Audi Q7. Also, the Cayenne boasts as much off-road capability as a Land Rover LR4, yet few Cayennes will ever see much dirt, despite a simplified off-road management system complete with locking differentials in the centre and rear.
For such a large vehicle, the Cayenne is blessed with astonishing speed, especially the 500-horsepower Turbo that with 516 pound-feet of available torque could easily nudge the Alberta border closer to B.C. In one open stretch of autobahn on a beautiful sunny day, I came just eight kilometres an hour short of the Turbo's top-rated speed of 278 km/h, yet the SUV felt as though the engine was still gaining on its maximum level of thrust. At that hurricane-like velocity, it would be easy to think the windows would blow out, the paint start to peel and the ride become unnervingly unstable. After all, I was crossing what amounts to almost one football field every second and displacing about as much air as the space shuttle Atlantis on re-entry. Yet, despite some wind noise around the now door-mounted mirrors, there was stability -- comfort, even -- and a sense of control that seems hard to rationalize in the Turbo's 2,170-kg package.
Indeed, the Turbo (with sharp-looking, 19-inch, split five-spoke wheels as standard, 21-inchers as an option) will be the most exciting of the first four Cayenne models to initially arrive in Canada. The $123,900 Turbo will be offered alongside the 400-hp-V8 Cayenne S at $76,000.
In October, the fleet will be joined by the $80,800 S Hybrid, motivated by a supercharged V6. A base V6 model ($58,200) arrives in September and a diesel version with 405 lb-ft of torque could potentially arrive in 2012 as a 2013 model. All Cayennes -- except for the base model that uses a six-speed manual -- will come a new eight-speed Tiptronic manumatic. The S Hybrid, however, will unquestionably be the pride of the fleet, able to achieve impressive fuel economy of 8.2 litres per 100 kilometres in combined city/highway driving, better than many four-cylinder sedans.An hour's drive around the city resulted in a 10.9 L/100 km reading, so driving like a reasoned adult should result in the advertised rating. Like the Turbo, acceleration in the Hybrid S is definitely Porsche-like, thanks to the combined efforts of the blown 333-hp V6, aided by 47 hp from the electric motor. The grand sum of 380 hp is just 20 hp shy of the Cayenne S's V8. Zero to 100 km/h in the hybrid is rated at 6.5 seconds - only 6/10ths slower than the S, The supercharger, too, is positively quiet, yet there's an appropriate growl to the engine under hard acceleration.
Most interesting, the hybrid can "sail" at highway speed, so when the driver takes his foot off the gas pedal, the gasoline engine shuts down and is detached from the drivetrain to avoid drag forces by the engine. In this mode, the electric motor works as a generator, delivering electric power. The feature works up to licence-revoking speeds of 156 km/h. Indeed, it's impressive to see the tach at zero while the hybrid is freewheeling along at more than the legal limit. The second the driver touches the gas pedal, the engine comes back online. The transition between full electric and gasoline electric is as instantaneous as it is unnoticeable -- only the most fastidious of drivers will be aware. Full-power demands are met with right-now enthusiasm. At idle, the engine shuts off completely, as all Cayennes (except the base model) are now equipped with a sensible automatic start/stop function.
But, as impressive as the hybrid technology is, more interesting is the larger picture of how Porsche has put sophisticated engineering and serious performance into an SUV and married it with such a sumptuous interior that points to the higher standard of luxury the brand is trying to achieve. An available Burmester sound system, quite possibly the best car-audio system in the universe, is also a signal of that.The Cayenne may have originally been a questionable proposition, but it now commands such a presence that it would no doubt have made Dr. Porsche very pleased.
(Photo: 2011 Porsche Cayenne Turbo and Cayenne S. Credit: Derek McNaughton, Canwest News Service)
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 Limited production model kicks off Mazda2 sales in Canada Mazda Canada has announced the launch of a special edition of its new 2011 Mazda2 subcompact -- the Mazda2 Yozora.The Yozora -- "night sky" in Japanese -- features a brilliant black exterior finish and a "2" themed decal package on the front driver's side bumper and fender. A unique raised rear spoiler, short stubby antenna, chrome tailpipe and P195/45R16 Toyo Proxes T1R performance tires mounted on special-edition 16-inch alloy wheels complete the design.A tailgate badge, unique floor mats and P185/55R15 winter tires on steel wheels are also included.Mike Collinson, director of marketing and product strategy for Mazda Canada, says the Yozora is aimed at a younger audience. "For under $20,000, Yozora offers the most sought-after accessories and customization in one convenient package."Exclusive to Canada, the Yozora edition has a starting price of $19,280. Only 500 units are being produced and they will be available in July.National Post(Photo: The Mazda2 Yozora is a special-edition model exclusive to Canada. Credit: Handout)
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 Ford's Start takes AutoWeek's Best Concept award As soon as I saw the pictures, I was blown away by the funky coolness of the Ford Start concept, which made its debut at the Beijing Auto Show. Apparently I was not the only one. The stunning red car pulled ahead of 65 concept vehicles to be named Best Concept by the editorial staff at AutoWeek. Small, green, smart and fun, the Start won admirers for its take on kinetic design. More than a design exploration into the feasibility of a future small car, Ford says it previews the smallest engine yet in the growing EcoBoost engine family. Ford has confirmed that the 1.0-litre turbocharged three-cylinder EcoBoost engine powering the Start is going into production, destined for use in future small cars. Describing the Start as "the kind of concept we can wholeheartedly embrace," AutoWeek journalists gave the nifty package a thumbs up. "Great design for such a small car, and innovative use of Ford's EcoBoost technology with an I3 engine," says Roger Hart, AutoWeek's executive editor. "With the Ford Start Concept, we didn't set out to design some sort of utilitarian concept to save the world, nor were we interested in following the competitive trend toward an overly noisy design language," says J Mays, group vice-president design and chief creative officer at Ford. "What we did set out to do was design a personality-driven car that exudes warmth, charm and aspiration ... to design a car worth bonding with."Brian Harper, National Post(Photo: The Ford Start, which debuted at the Beijing Auto Show, was named Best Concept by the staff at AutoWeek, Credit: Handout)
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