2011 Lemon Aid Luxury Cars

Luxury cars are expensive to buy and maintain, and can be less reliable than mainstream cars. Cutting-edge safety equipment like side-curtain air bags, active head restraints and electronic stability control were first seen on luxury cars before they filtered down to less exalted vehicles. Luxury cars continue advancing safety with features like radar-guided cruise control and blind spot monitoring systems. Volvo, a pioneer in safety research, has, with its revolutionary City Safety and Pedestrian Safety systems, vaulted into the lead in the commercial application of advanced safety systems. In addition to safety equipment, the careful design and weight of luxury cars enhance safety as well.

A trend in the luxury car market is the greater availability of all-wheel drive. Audi, BMW, Cadillac, Infiniti, Lexus and Mercedes-Benz offer all-wheel drive variants of key models this year. An unwelcome fad in this segment, as it is in others, is the move to bigger and bigger wheels, with 17 inch, 18 inch, and even bigger rims becoming the norm. The large tires are often hard-riding, wear quickly and are be costly to replace. Winter tires for the larger wheels can be very expensive when you can find them, which is not always possible.

There is little new for 2011 in this segment other than the Volvo S60, but there are a few early 2012 releases, including mid-cycle remakes for the Acura TL and Hyundai Genesis sedan.

Sales in this segment are robust, with many nameplates enjoying year-on-year sales increases. Part of the reason for robust delivery figures are cheap leases that make driving an entry-level version of some fabled brands no more expensive than it would be to pilot a more prosaic car. In a quest for increased market share, some luxury marques risk diminishing the lustre of their brands as their cars become too common a sight on Canadian streets.

What’s new
Mid-cycle remake including a new front end, revised rear styling, a six-speed automatic transmission and increased fuel economy.

Performance
The SH-AWD’s big V6 pulls strongly and makes stirring sounds at higher revs. Smooth and responsive automatic transmission. The all-wheel drive system aids traction but doesn’t eliminate torque steer under strong acceleration. The SH-AWD model rides very firmly in town but becomes suppler as speeds rise. Road noise suppression is disappointing. Spacious interior. Most APA drivers found the TL’s big front seats comfortable, but a transverse bar that rests under the upholstery part way up the seatback irritated two very tall individuals. The cabin has clear gauges and some nice styling touches. The dash centre stack contains a plethora of haphazardly placed controls, especially on navigation-equipped TLs. Spacious interior. The oddly shaped trunk makes packing difficult. Very good audio system.

Reliability
Not rated, insufficient data. Predicted above average reliability. Four years/80,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain.

Comments
An early-release mid-cycle freshening of the Acura TL went on sale as a 2012 model in March of 2011. While retaining Acura’s current frontal iconography, the grille of the updated TL is dimensionally smaller and is framed by a delicate bead of chrome. Body colour elements now bridge the gap between the grille and the headlamps. The hard vertical line at the bumper centre-point remains, but there is now a horizontal breakpoint spanning the width of the front end which expunges the battering-ram bumper look highlighted previously. The contours of the lower air intakes are less rectilinear now, and have gained some bright accents. Other that a smoother fascia and new taillamps, the rear end of the TL is little altered. The cabin is much the same as before as well. Horsepower figures for both engines are unaltered, but Acura note internal changes have reduced friction and enhanced fuel efficiency, which has been further improved by a new six-speed automatic transmission. The automatic transmission has a manumatic mode that blips the throttle on downshifts. Acura claim that the TL is smoother and quieter for 2012. A new Elite range-topper, with a blind spot information system, is available. Built in the United States.

Pricing
Technology and Elite upgrades are priced to reflect their additional content. At $4000, the SH-AWD 3.7L powertrain option reflects reasonable value. Compared with a base model Lexus ES350, a base TL is priced roughly $2700 less, with monthly lease (48 months, $0. down) payments about $40. less per month than they are for the Lexus. Monthly finance payments (60 months, $0. down) for the base TL are roughly $100 less per month than they are for the base Lexus ES350. TL sales fell 25 percent last year.

Safety
Standard seat-mounted side airbags and side-curtain airbags. The TL was rated Good in the IIHS frontal, side and rear impact tests. Not rated for Rollover. Standard ABS and ESC.

What’s new
No wagon for Canada. Very late introduction 2011 model. A restyled front end looks less bombastic than last year. USB port and satellite radio added. Hard disc drive is now featured on navigation-equipped cars. Navigation is no longer available with manual transmission.

Performance
The 2.4L four is smooth, quiet, flexible and delivers strong performance. The TSX’s smooth clutch and precise gearchange make the manual transmission a joy to use. Careful suspension development has created a car that handles with confidence but also delivers resilient ride characteristics. Precise, nicely weighted steering and strong brakes. The small side windows restrict outward vision for lane changes. Comfortable seats front and rear, with good space in front and class average room in the rear seat. The cabin is dominated by a gigantic curving dashboard housing clear instruments as well as a prominent centre stack that suffers from button glut. Cabin materials are no better than average.

Comments
The 2.4L four can be hooked up to the front wheels via either a six-speed manual transmission or a five-speed automatic, which is the only transmission offered with the V6. Three trim levels, a cloth upholstered base model, a comprehensively equipped Premium variant, and a Tech version of the Premium trim level, are offered this year. Made in Japan.

Reliability
Not rated, insufficient data due to limited sales. Predicted above average reliability with lower servicing costs than European competitors. Four year/80,000 km bumper to bumper warranty, five years/100,000 km on the powertrain.

Pricing
The Premium and tech packages are priced to reflect the additional content they bring. At $3900, the V6 engine, only available with the Tech package this year, is extremely expensive. Acura generally offers some enticing cash rebates at the end of the model year. TSX sales rose about 5 percent last year.

Safety
Standard seat-mounted side airbags and side-curtain airbags. The TSX was rated Good in the IIHS frontal, side and rear impact tests. Not rated for Rollover. Standard ABS and ESC.

What’s new
Minor exterior and cabin trim changes. Revised audio systems.

Comments
The 2L four can send power to front wheels, or optionally, to all wheels. Transmission choices for front-wheel drive models are a six-speed manual transmission or Audi’s S tronic clutchless manual gearbox. The quattro model is automatic only. The interior is elegant, practical, and constructed from attractive materials. The A3’s capacious cargo area can be increased by folding the split back rear seats. Reports in the automotive press praise the smooth, flexible 2L four, and the S tronic’s slick operation. The 2L diesel ($1350) engine and S tronic transmission combination delivers impressive performance, refinement and fuel economy in other VW Group product. Precise, nicely-weighted steering and compliant suspension round out the on-the-road experience. Made in Germany.

Reliability
Average reliability. Reliability should be similar to the Golf GTI it is based on. Some reports of engine sludge and failed ignition coils. Expect high maintenance costs and expensive parts prices. Audi’s $750.00 optional service plan that covers scheduled maintenance up to 70,000 km, is recommended. Four year/80,000 km bumper to bumper warranty. Twelve year warranty against perforation corrosion.

Pricing
The Premium package represents reasonable value. The quattro drive system is a $2950 option on the base 2L and costs $3300 extra on the Premium model. At $1650 the S Tronic (DSG) automatic is expensive. A Volkswagen Golf GTI four door (which provides the drivetrain for the A3) is priced roughly $4000 less than a similarly-equipped base A3. A3 sales increased about 10 percent last year.

Safety
Standard front seat-mounted side airbags and side-curtain airbags. The Audi A3 was a Top Safety Pick, rated Good in the IIHS frontal, side, rear and rollover tests. Standard ABS and ESC.

What’s new
The base car loses its split-fold rear seat. New Premium Plus trim level. Eight-speed automatic transmission replaced the previous six-speed automatic.

Performance
The 2L four is quick, smooth, flexible and economical. Well sorted ride and handling. The steering is over-assisted below 60 km/h and too heavy over that speed. High interior noise levels. The A4's cabin is one of the roomiest in the compact luxury segment and easily bests the room available in either the BMW 3-series or the Mercedes-Benz C-Class. The cabin design, usually the highlight of an Audi, reflects design confusion and cost cutting. Avoid the navigation system as too many basic controls are forced to plot the confusing, distracting and graphically-impaired display screen. Good cargo space on the wagon. Great audio system.

Reliability
Average reliability until the four year mark, after which problems and service costs escalate. Expect high maintenance costs and expensive parts prices. Audi’s $750.00 optional service plan that covers scheduled maintenance up to 70,000 km, is recommended. An Audi bumper to bumper extended warranty is recommended if you are not leasing. Twelve year warranty against perforation corrosion. Four year/80,000 km bumper to bumper warranty.

Comments
Mainstream A4s are powered by a 2L turbo four, with a supercharged 3L V6 found under the hood of the S4 high performance niche model. A4 buyers can choose either front-wheel drive or Audi’s quattro all-wheel drive system. The front-wheel drive model employs a continuously variable transmission (CVT) to send power to the wheels; a six-speed manual transmission and an eight-speed automatic are available with quattro drive. The quattro system is standard on the S4, with buyers having the option of either a six-speed manual transmission or a seven-speed S tronic (DSG) clutchless manual transmission. The Avant wagon is offered in a single 2L-quattro automatic form. Made in Germany.

Pricing
The quattro drive system is a $3500 option on the base A4. The 2L Premium package is reasonable value. The Avant is priced $1500 to $2200 higher than a similarly-equipped sedan. A4 sales increased about 30 percent last year.

Safety
Standard seat-mounted side airbags and side-curtain airbags, optional rear side airbags. The Audi A4 was rated Good in the IIHS frontal, side, rear and rollover tests. Standard ABS and ESC.

What’s new
The 2011 1 Series was released in the spring of 2010.

Comments
On sale in Europe in hatchback form since 2004, coupe and convertible versions of the 1-Series went on sale in Canada in spring of 2008. Compared with the 3-Series on which it is based, the three-box 1-Series is built on a 100 mm (3.94 inch) shorter wheelbase, is 220 mm (8.7 inches) shorter, 34 mm (1.4 inches) narrower, 28 mm (1.1 inches taller), but only about 40 kg (88 lbs) lighter. While the 1-Series hatchback is no style icon, the three-box shape, with a bubble roof and separate trunk, looks chunky and stubby. Much ink has been spilled comparing this car to the iconic 1602-2002 Series, the car that set BMW on the path to what it is today. However, other than the high shoulder line, the new car shares few styling elements with its lithe and chic ancestor. The 1-Series cabin design is similar to that of the 3-Series. It has crisp, clear instrumentation, as well as some overly-complex minor controls. Cabin fit and finish are very good. Comfortable front seats and plenty of legroom are enjoyed by front passengers, but rear seat legroom is very tight. Reasonable trunk space. Engine choice in Canada is restricted to two versions of BMW’s 3-litre six, the normally aspirated 128i and the turbocharged 135i. Power reaches the rear wheels via a six-speed manual transmission regardless of which engine is chosen. The 128i can be fitted with a six-speed automatic transmission, with a seven-speed DCT optional on the 135i. Made in Germany.

Reliability
Not rated, insufficient data. Four year/80,000 km bumper to bumper warranty, free scheduled maintenance for the first four years/80,000 km. BMW is not a signatory to the CAMVAP arbitration protocol. A BMW extended bumper to bumper warranty recommended if you are not leasing.

Pricing
1-series pricing begins at $35,800 for a base 128i coupe. The convertible body style is priced $5400 to $5500 higher than the coupe, and upgrading to the turbocharged engine costs $7200 on the coupe and $7300 on the convertible. Options are many and expensive. There is an $800 charge for metallic paint, leather upholstery is priced at $1900 and be prepared to pay $1600 if you want to go shiftless. Where the 1-series looks like a bargain is when it is compared with the BMW 3-series. The coupes are priced from $8500 (128i) to $10,400 (135i) less respectively than a 3-series coupe powered by the same engine, with the convertible 128i $16,100 cheaper than a 328i, and the 135i convertible priced $20,400 lower than a 335i cabriolet. 1-series sales receded about 25 percent last year, to about 1900 units.

Safety
Seat-mounted side and head airbags are standard on the coupe, with seat-mounted thorax and head airbags standard on the convertible. Not crash tested by the IIHS. Standard ABS and ESC.

What’s new
No changes of note since the early release of the 2011 models in the spring of 2010.

Performance
BMW’s sophisticated inline six engines impress with their flexibility and low rotational inertia that bestows a delicious effervescence to their operation. The inline six makes a glorious noise, but makes it more quietly than previous BMW engines. The turbocharged 335i combines stirring performance with impressive refinement. The manual gearchange is light, precise, and is allied to a smooth and docile clutch. With quick, precise steering, tenacious grip, and strong, easily modulated brakes, the 3-Series is a car with a tremendous sense of balance. Despite low-profile tires and sports suspension, the ride is firm but never harsh. The small diameter steering wheel and quick steering ratio imparts a heightened agility that seduced and irritated equal numbers of drivers. Very good exterior paintwork and panel fit. The cabin uses shapes more than applied ornament to express a clean, spare, almost avant-garde interior ambience. Cabin materials and assembly are top notch for the most part. Instrumentation will be familiar to BMW owners, as will the red gauge lighting at night. Don’t look for a temperature gauge, as it has been banished to a read out on the trip computer. The climate controls are confusing and the air conditioning has trouble cooling the cabin on hot days. The stellar sonic qualities of the audio system are let down by diabolical controls. Some minor controls, like the exterior mirror controls, are initially hard to find. Front seating comfort, even with the optional ultra-bolstered sports seats, is good for all sizes of drivers. The rear seat is comfortable, but legroom is just adequate and headroom is tight for the tall.

Reliability
Average reliability. Durable mechanical units. Expensive parts and service, with some electrical problems predicted as the car ages. Avoid the complex active steering option. Four year/80,000 km bumper to bumper warranty, free scheduled maintenance for the first four years/80,000 km. BMW is not a signatory to the CAMVAP arbitration protocol. A BMW extended bumper to bumper warranty recommended if you are not leasing. Expensive, fast-wearing run-flat tires.

Comments
The 2.5L 200 horsepower 323i, 3L 230 horsepower 328i, 300 horsepower turbocharged 3L 335i and the 265 horsepower 335d diesel are all available with rear-wheel drive in the sedans, with the 328i and 335i powertrains available on rear-wheel drive coupes and convertibles. The new 335is, available only in coupe and cabriolet body styles, puts out 320 horsepower. The all-wheel drive 328ix is offered in sedan, coupe, and wagon formats, with the 335ix available in sedan and coupe body styles. Power can flow to the rear wheels, or all wheels, via manual or automatic transmissions with six speeds. The automatic transmission-only 335d is not offered with all-wheel drive. Power from the M3’s V8 is sent to the rear wheels via a six-speed manual transmission or a seven-speed dual clutch automated manual. Made in Germany.

Pricing
The all-wheel drive system is priced from $700 on the 335 to $2600 on the 328 sedan. The wagon body style (328xi only) bears an MSRP $1600 higher than the equivalent sedan. BMW charges $2000 (335) to $2800 (328) more for a coupe than a sedan powered by the same engine. The convertible body style commands a $13,000 to $15,500 supplement over the coupe. It will cost you $270 per horsepower for each of the 20 extra horsepower ($5400 all in) provided by the engine in the 335is. Very expensive options. The 3-series is the undisputed king of this segment, outselling the Mercedes-Benz C-Class (admittedly with more body styles) by 75 percent, and the Audi A4 by 250 percent.

Safety
Standard seat-mounted side airbags and side-curtain airbags. The 3 Series was rated Good in the IIHS frontal, side and rear impact tests. Not rated for Rollover. Standard ABS and ESC.

What’s new
Coupe now on sale. V-versions of all three body styles are now available.

Comments
The design of the CTS reflects an aesthetic polish not seen from GM since the 1960s. With modern shapes, traditional wood and alloy accents, attractive materials., some interesting shadow lighting and careful assembly, the cabin is an exemplar of contemporary luxury. Tight rear legroom. Two mainstream V6 engines, a 3L and a 3.6L V6 litres, are offered in the CTS. The base 3L V6 produces 270 horsepower, with the 3.6L version rated at 304 horsepower. A six-speed automatic transmission can be linked to either drive system, with a six-speed manual offered only on rear-wheel drive CTSs. The CTS handles very well but has a less agile feel than the BMW 3-Series. Fierce power is allied to impressive refinement in the supercharged 556 horsepower 6.2L V8 “V” versions. Made in the United States.

Reliability
Insufficient data, not rated. Few complaints were received on the previous model, but the current mechanical units are unproven. Four year/80,000 km bumper to bumper warranty including free maintenance, and a 5 year/160,000 km powertrain warranty. A bumper to bumper extended warranty from GM is recommended if you are not leasing. APA members can get a discount on the warranty from a dealer recommended by the association.

Pricing
The bigger 3.6L V6 costs $4260 more than the base 3L. All-wheel drive is priced $2625 on top of the ($1700) automatic transmission which is mandatory with all-wheel drive. Expensive option packages. Prices for the wagon body style varies from $1585 to $2400 more than a similarly-equipped sedan. The coupe (3.6L only) is priced $1310 to $3565 less than a similarly-equipped sedan. Leasing, an important factor in the luxury market, is now available. Heavy depreciation. CTS sales increased about 20 percent last year.

Safety
Standard seat-mounted side airbags and side-curtain airbags. The CTS was a Top Safety Pick, rated Good in the IIHS frontal, side, rear and rollover tests. Standard ABS and ESC.

What’s new
V8 horsepower increases from 375 to 385. Improved suspension. Mirror-integrated turn signals relocated.

Comments
The V6 is smooth, quiet and responsive. Impressive performance and serenity from the V8 engine, which is nevertheless superfluous for North American driving conditions. The Genesis handles with confidence and feels well planted on the road, but at the expense of ride, which is disappointingly choppy for this type of car. Precise steering and strong brakes. The cabin, with clear instruments, smoothly-integrated controls and luxurious materials, is very elegant. Seat comfort is good, front and rear, and rear legroom is ample considering the rear-wheel drive layout of the car. The Genesis has a fantastic audio system and logical navigation controls. Option packages and the V8 engine are expensive. Width for those in back seat is less generous than in the wider Mercedes-Benz E-Class. Two engines, a 3.8L V6 and a 4.6L V8, are offered. Power reaches the rear wheels via a six-speed automatic transmission in both cases. Made in South Korea.

Reliability
Not rated, insufficient data. Five year/100,000 km bumper to bumper to bumper warranty.

Pricing
Pricey Premium package. Good value V6 Tech and V8 upgrades. Though the Genesis has similar specifications and features as the Mercedes-Benz E-Class and BMW 5-series, it is priced against cars like the Toyota Avalon and Nissan Maxima. The base Genesis V6 sells for about $30,000 less than a Mercedes-Benz E350 4Matic sedan.

Safety
Seat-mounted side airbags front and rear, and side-curtain airbags are all standard. The Genesis sedan was a Top Safety Pick, rated Good in the IIHS frontal, side, rear and rollover tests. Standard ABS and ESC.

What’s new
Early release 2012 Genesis goes on sale in the summer of 2011. The 3.8L V6 now features direct fuel injection and gains 43 horsepower, for a total of 333. The 4.6L V8 steps aside in favour of a larger V8 that produces 429 horsepower, 59 more than before. Regardless of the engine, power reaches the rear wheels via a new eight-speed automatic transmission. The exterior enjoys a few minor styling tweaks and the cabin is mildly revised as well.

What’s new
The previous five-speed automatic transmission has been replaced by the seven-speed automatic used in the related G models.

Comments
Based on the G37, Infiniti’s EX35 lifestyle wagon is built on the same wheelbase, but is 119 mm (4.7 inches) shorter, 30 mm (1.2 inches) wider and 121 mm (4.8 inches) taller than its showroom mate. The EX35 may be elegant, but it is hardly a paragon of efficient packaging. A tall wagon format generally bestows a roomier cabin than a sedan based on the same wheelbase, but the rear seat of the EX35 has less room than that of its sedan counterpart. In addition, with the rear seat in place, cargo space is little different than what the sedan permits, albeit access is much better than it is through the constricted trunk aperture of the G37. That said, the EX35 is a splendid car and charmed all who drove it, to the point where many people concluded they could overlook its challenged packaging in its exchange for the pleasure the EX35 provides. The driver and passenger enjoy ample room and repose on comfortable, supportive seats placed in a cabin endowed with clear gauges and straightforward controls that is carefully constructed from quality components. The EX35’s driving position is excellent and the view through the windshield is somehow very satisfying. The 3.5L V6 is strong, flexible, mechanically smooth and well matched to its responsive seven-speed automatic transmission. The EX35’s chassis serves up a firm yet resilient ride, handles with verve and is very stable on the highway. Nicely weighted and geared steering and strong brakes round out the EX35’s dynamic abilities. If the EX35 has a fault, it is an exhaust system that is described as either “sporty” or “intrusive” depending on whose opinion you solicit. The parking proximity system works very well, allowing the car to be positioned very precisely. Superb audio system. Made in Japan.

Reliability
Above average reliability. The G37 the EX35 is based on is rated above average for reliability. Four year/100,000 km bumper to bumper warranty, 6 years/110,000 km on the powertrain.

Pricing
The Luxury and Journey base packages are exceptional value. The Journey Premium Navi and Navi tech are priced to reflect their additional content. EX sales increased about 15 percent last year.

Safety
Standard seat-mounted side and side-curtain airbags. The EX35 was rated Good in the IIHS frontal, side and rear impact tests. Not rated for Rollover. Standard ABS and ESC.

What’s new
New 218 HP 2.5L G25 and G25x sedans available. There is now a standalone moonroof option on the base G37x. The G37 sedan is, except for the 6MT model, exclusively all-wheel drive. Infiniti Performance Line (IPL) coupe added.

Sedan
Performance
The new 2.5L V6 furnishes strong speed gathering and relaxed cruising. The seven-speed automatic transmission swaps cogs smoothly but the constant shifting can get tiresome. The 3.7L V6 delivers electrifying acceleration. Neither engine is particularly smooth, and combine with an intrusive exhaust system and prominent road noise to undermine the luxury car experience. Well-judged ride and handling compromise for a sporty sedan. Pleasantly weighted and geared steering. Strong brakes. The all-wheel drive system works very well in inclement weather. Among Japanese-branded luxury cars, the G best replicates the driving experience of the German cars it competes with. Comfortable seats and a good driving position. Clear instrumentation and logical controls. The tiny trunk aperture is the portal to a barely adequate trunk.

Reliability
Above average reliability. Expensive brake servicing predicted. The G37 is cheaper to maintain than European competitors. Four year/100,000 km bumper to bumper warranty, 6 years/110,000 km on the powertrain.

Sedan
Comments
Except for the rear-wheel drive G37 Sport model, all G sedans are fitted with a seven-speed automatic transmission. The Attesa ET-S all-wheel drive system has an active centre clutch that distributes torque to the axles depending on requirements on snowy surfaces, but maintains a rear wheel bias under normal conditions. Made in Japan.

Pricing
The all-wheel drive system costs around $4000 on a G25, but is a $5000 value. Overpriced Sport packages. Other packages are reasonable value. Compared with a Mercedes C250 4Matic, a G25x is roomier, more powerful and has leather seats, for about $1300 less. Total G series sales increased about 10 percent last year.

Coupe/Convertible
Comments
Rear legroom on the coupe is adequate, but headroom is tight. Small trunk. All-wheel drive is available on the coupe. Very tight rear legroom and trunk space in the rear-wheel drive only hard top convertible. Made in Japan.

Pricing
The coupe is priced $2500 to $3160 more than an equivalent sedan. The all-wheel drive system is priced $2500 higher than a similarly-equipped rear wheel drive coupe. There is a $9100 supplement if you pick a convertible over a similarly-equipped coupe. The G37 coupe and convertible are significantly cheaper than the equivalent cars from the BMW 3-series.

Safety
Standard seat-mounted side airbags and side-curtain airbags. The G37 sedan was rated Good in the IIHS frontal and side impact tests and Marginal in the IIHS rear impact test. Not rated for Rollover. Standard ABS and ESC.

What’s new
The ES will now run on regular fuel but lost four horsepower in the process. Brake override function is now standard. Standard all-season floor mats.

Comments
The design of the Camry-based ES350 is not too far distant from its donor vehicle. The interior is yet another manifestation of the Lexus “restrained opulence” school of design. Front legroom is good, but rear seat legroom is more adequate than generous. Power comes from Toyota’s ubiquitous 3.5L twin cam V6. Performance is strong, and in Lexus tradition, quiet. Smooth paint and good panel fit outside, with pleasant materials and rigorous assembly inside. Made in Japan.

Reliability
Predicted reliability is above average. Four year/80,000 km bumper to bumper warranty, 6 years/110,000 km on the powertrain.

Pricing
The Navigation and Premium/Navigation option packages are overpriced. The Premium Ultra with navigation upgrades are good value. The base ES is priced $2660 more than a base Acura TL, with a $3100 gap existing between an ES base with Navigation and a similarly-equipped TL. The ES is a good choice if you seek a quiet, smooth, roomy and comfortable car without the “sporty” feel and attendant harshness that are the predominant themes in entry-level luxury cars. Good value leasing. ES350 sales declined about 10 percent last year.

Safety
Seat-mounted side airbags and side-curtain airbags are standard equipment. The ES350 was rated Good in the IIHS frontal and side impact tests, Marginal in the IIHS rear impact test. Not rated for Rollover. Standard ABS and ESC.

What’s new
Revised grille. Restyled taillamps. Revised packages. Except for the F Sport, all IS350s feature all-wheel drive for 2011.

Performance
Despite a modest 204 horsepower, the 2.5L V6 under the hood of the IS250 never feels underpowered, and is smooth and quiet in the Lexus tradition. The transmission is responsive and shifts smoothly. Where the IS stumbles is its ride, which is choppier than expected in a car of this class and can’t match the unflappable composure of its German competitors. Confident handling is undermined by electric power steering that is too light and devoid of feel. The cabin is very attractive, especially in premium versions of the IS. The front passenger compartment is snug, especially on all-wheel drive models, as the propshaft to the front wheels intrudes into the space the driver would prefer to use for their right leg. Rear seat legroom is at the tight end of vehicles in the luxury compact segment.

Reliability
Predicted reliability is above average. Four year/80,000 bumper to bumper warranty, 6 years/110,000 km on the powertrain.

Comments
The second-generation IS series enters its sixth year on the market with few substantive changes. Lexus offers two engines, two transmissions and two drive systems on mainstream IS models. The IS250 is powered by a 204 horsepower 2.5L twin cam V6, with a 3.5L version of the same engine producing 306 horsepower in the IS350. Lexus does offer a rear-wheel drive IS250 with manual transmission, but most IS250s will be fitted with a six-speed automatic, which is the sole choice for all-wheel drive variants. The IS350 is exclusively all-wheel drive except for rear-wheel drive F Sport variant. The all-wheel drive system employs a 30/70 front/rear torque split under most conditions, shifting to a 50/50 split on slippery roads. The special order IS-F, powered by a 416 horsepower 5L V8 sending power to the rear wheels via an eight-speed automatic transmission, is also available. Made in Japan.

Pricing
All-wheel drive costs anywhere from $2750 to $3500 on the IS250. Overpriced option packages except for the Leather and Moonroof, and the IS350 AWD Moonroof/Navi and Luxury/Navi packages. Moving from the IS250 to the IS350 costs roughly $7000. An IS250 with rear-wheel drive is priced about the same as a BMW 323i, but includes leather seats and a much better warranty. An all-wheel drive IS350 with the Luxury/Navigation package is priced roughly $7000 less than a similarly-equipped BMW 335xi. The IS cabriolets are $12,000 (250) to nearly $16,000 (350) cheaper respectively than a BMW's 328i and 335i cabrios. IS sales dropped about 10 percent last year.

Safety
Standard seat-mounted side airbags and side-curtain airbags. The IS250/350 was rated Good in the IIHS frontal and side impact tests, and Marginal in the IIHS rear impact test. Not rated for Rollover. Standard ABS and ESC.

What’s new
Hybrid model, using the powertrain from the Fusion Hybrid, is now available. New colours.

Comments
The MKZ’s grille, reminiscent of the landmark 1940 and 1941 Lincoln Continentals, is the chief exterior styling element separating the MKZ from the Ford Fusion it is based on. The elegant cabin is almost completely bespoke, sharing only a few elements with the Fusion. The 3.5L V6 is hooked up to a six-speed automatic transmission with a manumatic function, but the hybrid powertrain transmits power to the wheels via a CVT. All-wheel drive is available on V6-engined models. Driven briefly by the APA, an MKZ equipped with the Sport package was quick, quiet and nimble. The MKZ is a nicer car overall than the more expensive MKS. Made in Mexico.

Reliability
Not rated, insufficient data. The Fusion on which the MKZ is based has been very reliable. Four year/80,000 km bumper to bumper warranty including scheduled maintenance, and a six year/110,000 km powertrain warranty. A Lincoln bumper to bumper extended warranty is recommended if you are not leasing. APA members can get a discount on the warranty from a dealer recommended by the association.

Pricing
The Vision package ($4000) includes a navigation system, rearview camera and blind-spot monitoring including a cross-traffic sensor. All-wheel drive costs roughly $2200 when other equipment, standard with the all-wheel drive package, is accounted for. A sunroof-equipped front-wheel drive MKZ is priced about $2000 less than a base Lexus ES350. The MKZ hybrid is priced $3800 higher than a base front-wheel drive MKZ V6. Heavy depreciation makes this a car you will have to keep a long time, or buy used for much less. MKZ sales held steady last year.

Safety
Seat-mounted side airbags and side-curtain airbags are standard. The MKZ was a Top Safety Pick, rated Good in the IIHS frontal, side, rear and rollover tests. Standard ABS and ESC.

What’s new
Last year for the current B-Class. Avantgarde Runout Editions. Limited colour/trim selections.

Performance
The base engine and CVT combine to deliver adequate acceleration from a stop, relaxed cruising and good fuel economy. While generally quiet, the high sustained revs permitted by the CVT lets the engine get quite raucous when maximum thrust is demanded. The sophisticated CVT has regular, sport and manumatic settings. The turbo engine is powerful, and progress is more serene than with the base engine as the engine doesn’t have to work as hard. Precise steering, an absorbent ride and confident handling. The air conditioning works well during hot weather, but the system emits some bizarre noises as it functions. The B-Class is a paragon of space-efficiency. Legroom is very good up front and in the rear, and the trunk is big with the rear seats up, and impressive with the seats folded. The seats are both supportive and comfortable. Big, easily-scanned gauges and, except for the European-type parking lights that confused some APA staffers, the controls are logical and straightforward. Fit and finish are quite good, but the pale interior hues on offer soil too easily. Good exterior panel fit and paint, and the car feels very robust.

Reliability
Not rated, insufficient data. Previous Mercedes cars have had average reliability at least during the warranty period. Expect typical electrical glitches common in European cars. This car is not offered in the United States, so a breakdown there could be a real adventure. If you travel to the U.S. often, another car may be a better choice. A Mercedes-Benz bumper to bumper extended warranty recommended if you are not leasing. Four year/80,000 km bumper to bumper warranty.

Comment
The B-Class is powered by two versions of the same 2L single overhead camshaft two-valve-per-cylinder four. The normally-aspirated unit produces 134 horsepower, with the turbocharged version rated at 193 horsepower. Both engines require premium fuel despite their low-tech specs. Power goes to the front wheels via a five-speed manual transmission on normally-aspirated models and a six-speed manual on turbocharged Bs. A CVT (continuously variable transmission) is optional with either engine. Made in Germany.

Pricing
For its interior volume and the Mercedes name cachet, a basic B-Class is reasonably priced. Mercedes requests a $2500 supplement for the 59 extra horsepower that come as part of the turbo upgrade. The B200 Avantgarde priced to reflect the value of its additional content. The B200T Avantgarde package is a bargain. Individual options are overpriced. The CVT transmission is a $1500 option with either engine. B-Class sales held steady in 2010.

Safety
Seat-mounted front seat airbags, rear side impact airbags and side-curtain air bags are standard. Not crash tested as the B is not sold in the United States. Standard ABS and ESC.

What’s New
L.E.D. running lights are standard on all models except for the base C250. A USB port is now included in the navigation package.

Performance
The linear action of the throttle pedal permits a smooth flow of power to the slick shifting and responsive seven-speed automatic transmission. The V6 engine installed in the C350 accelerates strongly but uses a lot of revs to do so, and has a rumbly exhaust system. Noisy at speed. Precise, linear steering bestows a sense of great agility. Stable handling and a compliant ride, though not as absorbent as on the last C. The ABS displaces the car laterally on loose surfaces. Front seat comfort, driving position and outward vision are all superb. Tight rear seat legroom. Chic cabin style and generally attractive cabin materials, but the knit fabric covering on the lower doors begins to looks shabby quickly. Excellent audio system sound quality. Avoid the navigation system as the controls for the “Command” system are overly complex. The cruise control can be engaged inadvertently as its poorly placed stalk is mistaken for the turn signal, which itself is hidden behind the steering wheel. Smallish trunk. The C-Class was judged the best car in a three car test that also included the Audi A4 and the Acura TL SH-AWD.

Reliability
Not rated, insufficient data. Dealer service is expensive and indifferent. Hard-to-diagnose electrical problems. A Mercedes-Benz bumper to bumper extended warranty is recommended if you are not leasing. Four year/80,000 km bumper to bumper warranty.

Comments
The SL-style Sport package is standard on the C300 and C350 variants, and though optional on the C250, it is chosen by the majority of buyers. Three V6 engines, a 2.5L, a 3L and a 3.5L, can send power to the rear wheels or, optionally, to all wheels, via a seven-speed automatic transmission. The rear-wheel drive versions of the C250 and C300 can be linked to a six-speed manual transmission. The rear-wheel drive C63 AMG is powered by a 6.2L V8. Made in Germany.

Pricing
The 4Matic all-wheel drive system commands an $1800 to $2500 premium over a similarly-equipped rear-wheel drive model. At only $1600 more than a C250 4Matic with the same features, the C300 4Matic is the best value of the range. Huge price bump to move from the C300 to the C350. The C300 4Matic is priced about $800 less than a BMW 328xi. C-Class sales rose about five percent in 2010.

Safety
Standard side airbags and side-curtain airbags. The C-Class was a Top Safety Pick, rated Good in the IIHS frontal, side, rear and rollover tests. Standard ABS and ESC.

What’s new
The warranty on the CVT transmission has been reduced to five years/100,000 km from 10 years/200,000 km.

Performance
The robust 3.5L V6 produces fierce acceleration but is louder than expected or appreciated in a luxury car, and, along with excess exhaust and road noise, undermines refinement. Flat cornering, but at the expense of ride, which is overly firm. The nicely weighted and geared steering is over-sensitive at highway speeds. The optional heated steering wheel is an indulgent touch in this class of car. Simple, logical controls. The cabin is generally attractive except for the cheap looking dash gauges. Comfortable seats and good space, front and rear. That said, the Toyota Avalon is significantly roomier in the back seat than the Maxima. Excellent audio system. Big trunk.

Reliability
Reliability not rated. Above average reliability predicted. Three year/60,000 km bumper to bumper warranty, 5 years/100,000 km on the powertrain.

Comments
Based on the Altima, the Maxima presents a bulkier face to the world. The 3.5L V6 musters 290 horsepower in this application. Power reaches the front wheels via a continuously variable transmission (CVT). The rear seatbacks are fixed on cars equipped with the Sport and Premium packages. Avoid the noisy dual panel sunroof. Made in the United States.

Pricing
All option packages except for the Premium are exceptional value. Take a look at the more attractive Altima SR with the Leather package that is equipped roughly the same as a base Maxima, and is nearly $4000 cheaper. A base Infiniti G37 is an interesting alternative to a base Altima. An all-wheel drive G37x with a sunroof is priced about $4600 higher than a base Maxima. The current Maxima has been well received, with sales increasing 40 percent in 2010.

Safety
Standard front seat-mounted side airbags and side-curtain airbags. The Maxima was rated Good in the IIHS frontal and side tests, Marginal in the rear test and Acceptable in the rollover test. Standard ABS and ESC.

Safety
Standard seat-mounted airbags and side-curtain airbags. The Avalon was a Top Safety Pick, rated Good in the IIHS frontal, side, rear and rollover tests. Standard ABS and ESC.

What’s new
The 2011 C30 went on sale in February of 2010, but a further-revised 2011 debuted in the fall of 2010. The naturally-aspirated 2.4i model was discontinued. New Intro, Level 1, Level 2 and R-Design trim designations.

Comments
The sporty S40-based hatchback “lifestyle” tourer is reminiscent of Volvo’s P1800ES from the seventies. The S30 shares the S40’s platform, but is 22 cm (8.7 inches) shorter, with a lower roof than the sedan. Like the 1800 ES, the car has a large glass hatchback door for cargo, but unlike the sports car-based 1800 ES, the C30 is pretty roomy for rear seat passengers. With the “control tongue” centre stack from the S40, the C30’s cabin design is very Volvo. In Europe, the C30 competes in the premium hatchback market along with the Alfa-Romeo Giulietta, Audi A3, BMW 1 Series, Volkswagen Scirocco and the MINI Cooper. Except for the MINI, which might interest some Volvo intenders, the C30 has the market to itself in Canada. Volvo’s steady march upmarket has left many former owners unable to replace their Volvos. The C30 was designed to attract well-heeled younger customers who will stick with Volvo as they age and prosper, but seems to have been found by a middle-aged clientele. Driven briefly by the APA, the C30 delivers strong, linear acceleration with an appealing five-cylinder hum. The smooth clutch connects to a gearchange, which, while not the last word in precision, is completely foolproof. The steering is nicely geared but is too light and quite numb. The ride is absorbent without wallow, and though the car leans a bit in corners, handling is confident. Large, legible instruments and simple, straightforward controls. The interior is generally attractive. Comfortable seats, front and rear. Reasonable cargo space with the rear seat up, very good when the rear seatbacks are folded. However, the deep rear window does cause some cargo security concerns. Made in Belgium.

Reliability
The C30 shares its platform and mechanical components with the S40 and V50 and should have average reliability. Electrical problems can be expected. Expensive rear brake service. A Volvo extended warranty is recommended if you plan to keep the car past the warranty period. Four year/80,000 km bumper to bumper warranty.

Pricing
The (automatic only) Intro trim level is the best value C30. The Level 1 is cheaper than the Intro, but insufficiently so given the content it lacks compared with the Intro. The Level 2 and R-Design packages are overpriced. C30 sales dipped about 10 percent last year.

Safety
Standard seat-mounted side and side-curtain airbags. The C30 was Top Safety Pick, rated Good in the IIHS frontal, side, rear and rollover tests. Standard ABS and ESC.

What’s new
All models feature a turbocharged five, automatic transmission and front-wheel drive. Trimlines renamed Levels I, II and III. Last year for the wagon in Canada.

Performance
The 2.5L turbo is smooth, flexible, emits a delightful five-cylinder warble and is well matched to the five-speed automatic transmission. The suspension provides a well-developed blend of secure handling and an absorbent ride that swallows all but the biggest bumps without complaint. The car feels reassuringly solid on the road, but there were a few squeaks and rattles on the cars tested. The interior is stylish and carefully constructed from high quality materials. The “tongue” that connects the dashboard to the centre console injects a touch of whimsy to the cabin. Very comfortable seating, with good space up front and sufficient space in the back seat. The vertically-challenged trunk on the sedan limits cargo capacity, consider the station wagon.

Reliability
Average reliability. Frequent electrical problems can be expected. Expensive rear brake service. A Volvo extended warranty is recommended if you plan to keep the car past the warranty period. Four year/80,000 km bumper to bumper warranty.

Comments
Both the S40 sedan and V50 wagon look handsome, nicely-proportioned, and very Volvo. The sole engine available in Canada is a turbocharged inline five with 227 horsepower. Power reaches the front wheels exclusively via a five-speed automatic transmission. Built in Belgium.

Pricing
The station wagon is priced $1500 higher than the sedan. Weather and Premium packages are priced to value. The Tech package is keenly priced. Upgrading to the next trim level represents good value this year. A base S40 Level I is priced $10,000 less than a base BMW 328i sedan. Volvo occasionally extends some amazing incentive offers, it is best to wait until one of these turns up before buying one of these cars. Rapid depreciation. S40 sales were about around 10 percent last year but V50 registrations held steady.

Safety
Standard seat-mounted front side airbags and side-curtain airbags. The S40 was rated Good in the IIHS frontal impact test, Acceptable in the IIHS side impact test and Good in the IIHS rear impact test. Rated Acceptable for Rollover. Standard ABS and ESC.

What’s new
The second-generation S60 debuted as a hyper-premium model, but an early-release mainstream 2012 T5 version joined the lineup early in 2011. The S60 wagon will not be sold in Canada.

Comments
Volvo showed the second-generation S60 at the New York show in the spring of 2010 and the car went on sale in the fall of last year. Styled by Peter Horbury, who has returned to Volvo after many years at Ford, the new S60 is an even more (for a Volvo) radical re-interpretation of the four-door coupe theme he explored with the first S60. The design of the new car is very curvilinear, with an almost fastback roofline. The tall body sides and small windows, makes the car look a bit tank-like, with the undulating side character line that rises over the wheels and drops in the passenger compartment being either a visual distraction or high art, depending on your taste. Like the front ends of other recent Volvos, the front end of the new S60 is a bit bulbous.

The cabin is where the S60 excels. Its design crystallizes the concept of Scandinavian minimalist luxury. Clear instrumentation, logical controls, quality materials and careful assembly distinguish the interior. The 66 mm (2.4 inch) longer wheelbase improves rear seat legroom, a deficiency in the first S60, to the point where adults will now be quite comfortable in the rear seat. The seats are very comfortable.

Following the same launch strategy it used for the XC60, the first S60 on sale was a turbocharged all-wheel drive variant that eventually became the range-topper of the lineup. A mainstream model powered by a turbocharged five-cylinder engine producing 250 horsepower, went on sale early in 2011. This T5 model sends power to the front wheels via a six-speed automatic transmission. Volvo claims that stouter suspension pieces, more direct suspension component mounting, firmer springs and shocks and quicker steering impart a more dynamic driving experience to the new S60 than found in its predecessor. The S60 sees the debut of Volvo’s new Advanced Stability Control system that contains a sophisticated roll-angle sensor that can detect a skid and take corrective action long before a driver is aware of the situation. The new S60 is also graced with Corner Traction Control that applies the brakes on the car’s inner driven wheels and transmits extra power the outer driven wheels to compensate for understeer and permit higher cornering speeds.

The new S60 will feature Volvo’s City Safety system that can help prevent low speed rear-end type accidents, but adds the revolutionary Pedestrian Safety system that can detect a pedestrian, alert the driver, and if no, or insufficient action is taken, apply the brakes at full force to prevent contacting the pedestrian. Volvo claims that even reducing the speed of impact from 30 km/h to 25 km/h can reduce the potential for the impact to be fatal by 20 percent.

Reliability
New model, not rated. Electrical problems can be expected. Expensive brake service. A Volvo extended warranty is recommended if you plan to keep the car past the warranty period. Four year/80,000 km bumper to bumper warranty.

Pricing
The T6 upgrade includes the contents included in the T5 Premium package ($2995), 50 more horsepower and all-wheel drive. If the value of the T6’s all-wheel drive system is pegged at $2500, its extra 50 horsepower costs only $1000. With similar equipment, an S60 T6 is priced nearly $6000 less than a BMW 335xi. Though S60 sales increase by 35 percent last year, only about 200 units were sold.

Safety
Standard seat-mounted side and side-curtain airbags. The S60 was a Top Safety Pick, rated Good in the IIHS frontal, side, rear and rollover tests. Standard ABS and ESC.

What’s new
The V70 was withdrawn from the Canadian market, leaving only the XC70. Reduced internal engine friction increases horsepower figures by five (3.2L) and 19 (turbo). Trimlines renamed Levels I, II, and III. Big price cut for the turbocharged T6.

Comments
The XC 70 is built on a platform shared with numerous European Ford products. The cabin design is chic, modern and luxurious in a discreet Scandinavian way. The base powertrain consists of a normally aspirated 240 horsepower straight six, with a 300 horsepower turbocharged inline six available. Good performance from the base engine and sparkling response from the turbo. Good ride-handling compromise in a solid, safe and quiet car. Hill Descent control that limits speeds to 10 km/h when necessary is standard. Made in Sweden.

Reliability
Not rated, new vehicle. Electrical glitches possible, especially as the car ages. Four year/80,000 km bumper to bumper warranty. A Volvo extended warranty is recommended if you plan to keep the car past the warranty period.

Pricing
The Level II trim upgrade is priced to cover the value of the extra contents it provides. The Level III upgrade, which includes the turbocharged engine, represents exceptional content for the money. Individual option prices are fanciful. The Subaru Outback is a much cheaper alternative for a vehicle with similar cabin and cargo space. Volvo occasionally extends some amazing incentive offers, it is best to wait until one of these turns up before buying one of these cars. Volvo incentives can require big under the table dealer participation, which the dealer will try to make back with a higher transaction price on the car. Rapid depreciation. XC sales fell about 10 percent last year after a 10 percent decline in 2009.

Safety
Standard seat-mounted side airbags and side-curtain airbags. Not crash tested by the IIHS. Standard ABS and ESC.