offering of the exclusive Denali line on a heavy-duty GMC pickup. The

Sierra Denali HD leads a comprehensively redesigned lineup of 2011

Sierra 2500HD and 3500HD trucks that go on sale in early summer –

including the most powerful diesel engine in the segment.

Sierra HD’s new 6.6L Duramax turbo diesel delivers 397 horsepower

(296 kW) at 3,000 rpm and 765 lb.-ft. of torque (1,037 Nm) at 1,600

rpm.

“The new Sierra Denali HD is the latest expression of GMC’s Denali

philosophy of blending capability with premium features and styling,”

said Lisa Hutchinson, GMC product marketing director. “It is a premium

tool that offers many comfort and infotainment features, along with a

maximum towing capacity of 15,600 pounds with the segment’s most

powerful diesel – that’s enough to tow a 34-foot-long, three-axle

travel trailer.”

The Sierra Denali HD comes exclusively on the 2500HD chassis, in a

4WD crew cab standard box configuration. A Vortec 6.0L gas

V-8/six-speed automatic powertrain is standard and the new Duramax 6.6L

turbo diesel/Allison 1000 six-speed transmission powertrain is

available.

The iconic Denali four-bar, chrome grille with round air inlets

distinguishes the Sierra Denali HD on the outside, along with

body-color bumpers, chrome door handles, chrome accents and 18- and

20-inch polished forged aluminum wheels.

The balance of the new 2011 Sierra HD lineup is identified on the

outside by new, three-bar grilles and powertrain-badged louvered hoods,

along with a revised, full-width chrome steel front bumper and a new

family of 17-, 18- and 20-inch wheels. It’s beneath the skin, however,

where they are truly separated from their predecessors – and the

competition. Highlights include:

• Increased towing capability (20,000 lbs./9,072kg) and payload (6,335 lbs./2,873 kg) supported by all-new fully-boxed,

  high-strength-steel frames and strong suspensions for maximum

  capability and exceptional ride characteristics

• Five of the 12 3500HD models offer a payload capability greater than

  6,000 pounds vs. Ford Super Duty’s single model greater than 6,000

  pounds

• Thirteen of the 22 2500HD models offer apayload capability greater than 3,100 pounds vs. Ford Super Duty’s

  single model greater than 3,100 pounds

• New 6.6LDuramax diesel delivers segment-best power, up to 11-percent greater

  highway fuel economy, up to 63-percent lower emissions, B20 biodiesel

  capability and quicker acceleration

• Larger gastank and fuel economy improvements allow up to 680 miles (1,090 km)

  between fill-ups with the 6.6L Duramax turbo diesel

• All-new “smart” exhaust brake feature provides greater control on grades and reduced brake pad wear
• An array of control features, including trailer sway control,

  integrated trailer brake control, hill start assist, automatic grade

  braking, intelligent brake assist and larger brakes

• Purposeful technology, including available mobile WiFi, USB

  connectivity, Bluetooth connectivity, XM Satellite Radio, OnStar 9.0

  and navigation.

“GMC has been one of the industry’s strongest truck brands for more

than 100 years, and we back the 2011 Sierra HDs with a comprehensive

five-year/100,000-mile powertrain warranty that provides the best

coverage in America,” said Hutchinson. “From the segment-best diesel

power to the segment-best warranty, these trucks deliver strength and

peace of mind on all fronts.”

Following are details of the new and redesigned product features of

the Sierra Denali HD and the other Sierra 2500HD and 3500HD models.

The Sierra HD lineup brings greater capability.

The details: Depending on the model, Sierra HD models offer:

• Increased fifth-wheel towing capacity of 20,000 pounds (9,072 kg)
• Conventional towing capacity increases up to 23 percent, with a maximum of 16,000 pounds (7,272 kg)
• Improved payload capability of 6,335 pounds (2,873 kg) on a complete vehicle
• Gross Combined Weight Rating increases to 27,500 pounds (12,500 kg)
• Gross Vehicle Weight Ratings increases up to 17 percent to 13,000 pounds (5,909 kg)
• Front Axle Weight Rating increases by up to 25 percent to 6,000 pounds (2,721 kg)
• Snow plow capability for all 4WD cab configurations.

“You can see by the ratings numbers that the Sierra HD lineup is

more capable, but the trucks are also better performers in the

intangible qualities that bond owners with their trucks,” said Rick

Spina, vehicle line executive. “They accelerate quicker – especially

when fully loaded – stop more confidently and deliver a smooth, quiet

driving experience that you have to experience to fully appreciate.”

The new 2011 Sierra Denali pairs capability with premium features.

The details: The new Sierra Denali HD is offered

exclusively in the Crew Cab standard box configuration on the 2500HD

chassis, providing a spacious cabin with room for up to five. As with

other Denali models, including the new Acadia Denali, the cabin is

unique with standard premium touches. It includes Denali-specific

brushed aluminum trim, power-adjustable pedals, a Bose premium surround

audio system and 12-way power seats. Along with an optional heated

steering wheel, heated and cooled leather-appointed seating is

available. The exterior is offered in three colors: Black, Stealth Gray

and White.

On the capability front, the Sierra Denali has a gross vehicle

weight rating (GVWR) of 10,000 pounds (4,536 kg), a payload capacity of

2,959 pounds (1,342 kg) and a maximum trailering rating of 15,600

pounds (7,076 kg) with a fifth-wheel hitch. The maximum conventional

hitch trailering rating is 13,000 pounds (5,897 kg).

Engineers developed 11 all-new, fully boxed frame assemblies to

improve durability and ride characteristics and support increased

capabilities.

The details: The frames have increased cross sections and

use more high-strength steel for greater durability, higher towing

capacity and improved ride and handling; the front sections are

hydroformed. The bending and beaming stiffness of the frames is

increased 92 percent and 20 percent, respectively, with the fully boxed

sections enhancing torsional stiffness by a factor of five. Also,

larger engine and transmission mounts, coupled with a

125-percent-stiffer front frame structure, provide greater vibration

control, while hydraulic body mounts are incorporated under the cab

section on extended and crew cab models for a more isolated feel

inside. Engineers addressed common customer and aftermarket uses when

designing the new frames, including adding access holes to the rear

frame section to enable easier installation of

fifth-wheel/gooseneck-style hitches. Also, the frame-mounted hitch for

conventional trailering is stronger, with a box-tube design. It

supports up to 16,000 pounds (7,257 kg).

Sierra HDs feature a new, stronger independent front suspension – enabling snow plow installation on all 4WD models.

The details: A completely redesigned independent front

suspension system offers up to a 25-percent greater front axle weight

rating – up to 6,000 pounds (2,721 kg) front gross axle weight rating

(FGAWR) – so a snow plow can be used on all 4WD cab configurations with

the available snow plow prep package. Sierra’s signature short-long

arm/torsion bar front suspension design is retained, but now features

new, forged steel upper control arms that are stronger and lighter than

their predecessors. The new lower control arms are made of

precision-machined cast iron to handle the greater loads. Five

different torsion bar rates support five different front gross axle

weight ratings (a single torsion bar was previously used for all

models). This helps stabilize the range of trim heights of various

models under load, while enhancing appearance, handling, durability,

tire wear and alignment. The trim height is adjusted on each bar via a

single bolt, easily allowing the height to be changed to account for

the weight of a snow plow or other accessories. The Sierra HD front

suspension now uses a pair of urethane jounce bumpers on each side,

instead of one, for improved load management; and there’s a new upper

shock mount attachment design that’s positively connected to the frame

with two fasteners. This design eliminates squeaks and clunks, while

supporting higher load capability and increased durability.

COMPETITIVE FACTS: Compared to competitors’ beam-axle front

suspensions, the Sierra’s independent front suspension provides a

better ride, more accurate trim height control (with fewer parts) and

greater flexibility to adjust the alignment for weight and tire

sensitivity.

A new asymmetrical leaf-spring rear suspension supports greater loads.

The details: Matching the Sierra HD’s greater strength and

capability is a rear suspension designed to support greater loads. It

features a new, larger asymmetrical leaf-spring design that also

contributes to improved ride and handling characteristics. The

asymmetrical design is derived from unequal front and rear spring half

lengths, which minimize axle hop and enhance traction control

efficiency. 2500HD models feature a two-stage leaf-spring design, while

3500HD models have a three-stage design. All models feature 3-inch-wide

(76 mm) leaf springs that are 20-percent wider than previous models.

The larger leaf-spring design supports increased rear gross axle weight

ratings across the board. On the 2500HD models, the rating is 6,200

pounds (2,818 kg) – up from 6,084 (2,765). On 3500HD models, the rating

increases to 7,050 pounds (3,204 kg) on single-rear-wheel models and

9,375 pounds (4,261 kg) on dual-rear-wheel models – the latter

representing a nearly 14-percent increase over the previous 8,200-pound

(3,727 kg) rating.

Sierra HDs deliver a more refined driving experience, with more capable ride, handling and steering.

The details: Longer wheelbases – ranging from 133.6 inches

(3,395 mm) to 167.7 inches (4,259 mm) – and wider front/rear tracks

enhance the ride and handling characteristics of the Sierra 2500HD and

3500HD, giving them a greater feeling of smoothness and control. The

longer wheelbases and wider tracks are complemented by the new, stiffer

frames, new jounce bumpers, shock mounts and hydraulic body mounts to

provide a solid, smooth and isolated driving experience. New shocks

were specially valved to support the new trucks’ weight ratings, while

balancing excellent ride characteristics. Also enhancing the driving

experience is a revised steering system designed to support the trucks’

greater front gross axle weight rating. It includes a new, larger

steering gear, power steering pumps and linkages. The pumps (different

parts for gas and diesel models) deliver greater pressure for reduced

steering effort in low-speed and parking maneuvers; they are also

quieter. On some models, the new linkages feature a compliant joint

added at the pitman attachment to enhance handling.

The new 6.6L Duramax turbo diesel delivers segment-leading

torque and up to 63-percent lower NOx emissions; and is B20-capable.

The details: The workhorse Duramax 6.6L turbo diesel V-8 is

more powerful and durable for 2011, delivering segment-best horsepower

and torque – 397 horsepower (296 kW) at 3,000 rpm and 765 lb.-ft. of

torque (1,037 Nm) at 1,600 rpm – lower emissions and B20 biodiesel

capability that promotes a domestically produced renewable fuel. The

new Duramax 6.6L features:

• NOx emissions reduced at least 63 percent over 2010 models
• Quieter operation
• High-pressure (30,000 psi/2,000 bar) Piezo-actuated fuel system for

  greater fuel efficiency, improved performance and reduced emissions

• “Smart” exhaust brake feature that enables controlled vehicle slowdown on downhill grades without actuating the brakes
• Selective catalytic reduction after-treatment system using diesel

  exhaust fluid (DEF) injection to provide the best overall diesel

  characteristics and performance – with a range of about 5,000 miles

  (8,000 km) between DEF refills

• Combustion andafter-treatment have been optimized to provide about 700 miles (1,125

  km) between diesel particulate filter regenerations – a 75-percent

  improvement over the previous system and a significant contributor to

  improved fuel efficiency, as the regeneration process requires

  additional fuel

• B20 biodiesel capability for an alternative fueling option
• Internal revisions that improve durability.

With nearly 1.3 million Duramax 6.6L engines produced since 2000,

they have proven exceptionally durable and dependable. The internal

elements that helped build its reputation are enhanced for 2011,

including:

• Main bearings’ profiles changed to enhance oil film thickness
• Oil pump flow increased for increased pressure at low speeds
• Modified turbocharger oil circuit for increased pressure at the turbo and faster oil delivery
• The connecting rods’ pin ends are modified to provide increased piston support
• New, higher-strength piston design that eliminates bushings to provide lower reciprocating weight
• An EGR cooler bypass reduces high-mileage soot deposits in the cooler and EGR circuit.

COMPETITIVE FACTS: Compared with Ford Super Duty’s

urea-based system, Sierra HD’s selective catalytic reduction

after-treatment system delivers better overall diesel performance, with

a range of about 5,000 miles (8,000 km) between DEF refills. Its

optimized combustion and after-treatment process provides about 700

miles (1,125 km) between diesel particulate filter regenerations – a

better capability than Ford’s.

New Allison 1000 six-speed automatic transmission works with the

Duramax 6.6L to deliver greater fuel economy, quicker acceleration,

greater towing capability and exhaust brake system.

The details: The enhanced Allison 1000 is strengthened to

handle the higher torque capability of the new 6.6L Duramax engine,

while also helping to improve fuel economy and provide seamless

assistance with a new exhaust brake system. Greater efficiency is

delivered through reduced “spin loss” – meaning, the transmission

channels more of the engine’s power to the axles, allowing it to do

more with less fuel. The Allison 1000 also features driver shift

control with tap up/tap down shifting and a patented elevated idle mode

cab warm-up feature. Also, the tow/haul mode reduces shift cycling for

better control and improved cooling when towing or hauling heavy loads.

The six-speed configuration retains its two overdrive gears for optimal

efficiency. Performance with the Duramax/Allison combination is also

improved over previous models, with preliminary testing showing 0-60

mph times of less than 9 seconds and quarter-mile times of less than 16

seconds in 2500HD models. That’s about 0.3-second and 0.5-second

quicker, respectively, than previous models.

A strengthened Vortec 6.0L/Hydra-Matic 6L90 six-speed powertrain is standard in all models.

The details: The Vortec 6.0L gas V-8 with variable valve

timing returns to the new Sierra HDs, along with a strengthened version

of the Hydra-Matic 6L90 six-speed automatic transmission. This

combination delivers excellent performance and efficiency, with a

greater emphasis on low-rpm power. It is enhanced for 2011 with greater

idle refinement.

The engine is rated at 360 horsepower (268 kW) at 5,400 rpm and 380

lb.-ft. (515 Nm) at 4,200 rpm in trucks with GVWRs up to 10,000 pounds.

It is rated at an estimated 322 horsepower (240 kW) at 4,400 rpm and

380 lb.-ft. of torque (515 Nm) at 4,200 rpm in trucks with GVWRs

greater than 10,000 pounds.

The 6L90 is enhanced for greater strength, smoothness and quietness via:

• Adding four attachment bosses to the transfercase adapter (4WD models) for increased strength and smoother, quieter

  performance

• Increasing the cross section size of the transfer case adapter for greater strength
• Adding a new, stronger output shaft
• Adding a new heat shield and vent hose.

COMPETITIVE FACTS: Ford’s new Super Duty models share the

same transmission between their gas and diesel engines. Sierra HDs’

Allison 1000 and Hydra-Matic 6L90 transmission were developed for the

specific horsepower, torque and operating range differences that

distinguish the diesel and gas engines.

Brake feel and performance is greatly improved.

The details: The standard four-wheel disc system is

completely revamped to deliver smoother, more immediate and

confident-feeling performance. Four-wheel, four-channel ABS is standard

on all single-rear-wheel models and a three-channel system is standard

on dual-rear-wheel models. The front and rear rotors are larger in

diameter – 14 inches (355 mm) – and width on all models to support

their increased capacity, weight ratings and trailering ratings, while

the calipers are stiffer and stronger. The hydroboost brake booster

calibration is revised for reduced pedal effort, and the travel of the

pedal is also revised for a more comfortable, confident feel. Larger

wheel hub and bearing assemblies complement the new brake system, and

the rear rotors attach to the wheel hubs for easier servicing.

Sierra HD’s ‘smart’ exhaust brake feature provides greater control and reduces brake pad wear.

The details: A new standard feature on Duramax-equipped

models is the “smart” exhaust brake. This driver-selectable feature

uses the turbine control of the variable geometry turbocharger and the

compression of the engine to generate backpressure, slowing the vehicle

without applying the brakes. It is integrated with the cruise control

feature and varies the braking to account for the grade and vehicle

load. The exhaust brake allows for virtually effortless driving and

towing, with seamless and quiet operation. It also helps prolong brake

life and prevents overheating the brakes on long, downhill grades.

Comprehensive safety features and functional technologies include trailer sway control system and hill start assist.

The details: The 2011 Sierra 2500HD and 3500HD models have

a comprehensive roster of safety features and functional technologies

that include:

• StabiliTrak electronic stability control system on all single-rear-wheel models
• Larger, four-wheel disc brakes with standard four-wheel ABS
• A new high-strength steel tubular frame cross member that enhances safety and improves crashworthiness
• Seat pelvic/thorax and head curtain side air bags available on 2500HD
• Available rear backup camera
• Segment-exclusive OnStar 9.0
• Trailer sway control system on all single-rear-wheel models
• Hill start assist (standard on single-rear-wheel models)

The trailer sway control system provides an added measure of

confidence when towing a trailer. The system senses conditions of

trailer sway and intervenes with braking and/or reduced engine power to

bring the trailer under control and keep it on its intended path. The

system uses electric trailer brakes when a trailer is plugged into the

standard wiring harness of the truck and its performance requires no

input from the driver. The hill start assist system is automatically

engaged when sensors detect the vehicle is on a grade of about 5

percent or greater. It holds the brakes for about 1.5 seconds or until

the gas pedal is pressed, preventing rollback – it is particularly

effective when towing, giving the driver time to switch from the brake

pedal to the gas pedal without rolling.

The GMC Sierra HD lineup is broader than ever.

The details: For 2011, the Sierra heavy-duty lineup expands

to include 11 2500HD models and eight single- and dual-rear-wheel

3500HD models – including a new 3500HD Crew Cab with a 6.5-foot cargo

box. Other models are offered in WT, SLE and SLT trim levels, while

popular features such as the EZ Lift tailgate and rearview camera

system are retained.

Sierra HD professional-grade interiors are refined and well-appointed – and ready to work.

The details: From the available remote starting feature to

the unimpeded access offered by the 170-degree-opening rear access

doors on extended cab models, the 2011 Sierra HD models reflect the

professional grade blend of refinement and functionality for which GMC

is known. The interiors have excellent attention to detail and are

quieter – thanks to the range of the truck’s enhancements. The stronger

chassis, quieter Duramax engine and even details like a quieter power

steering pump contribute to the Sierra HD delivering exceptional

quietness.

Along with quietness, Sierra HD models are designed for work. The

interiors feature numerous storage compartments, providing covered

access for everything from work gloves to laptops. For those who use

their truck as a mobile office, Sierra HDs deliver with available

mobile WiFi, USB connectivity, Bluetooth connectivity, XM Satellite

Radio and a navigation system. Multiple charge points enable multiple

electronic devices to operate simultaneously; and when equipped with

the available navigation system, XM NavTraffic offers real-time updates

of traffic conditions (in selected areas) that can help plan the most

effective route to the job site.

Sierra HDs are ready for the long haul – and the cold.

The details: The 2011 Sierra HDs drive farther without

stopping to refuel. A new, 36-gallon (136 L) fuel tank is standard on

all models and, with the improved fuel efficiency of the powertrains,

enables a cruising range of about 680 miles (1,090 km) with the Duramax

6.6L. Cold-weather customers will appreciate the Duramax 6.6L’s quick,

reliable start-up, with a starting time on par with gas engines. Its

glow plug cycle time is the segment’s best in all temperatures, taking

no more than 3 seconds in temperatures as low as -20 F (-29 C). There’s

also a cab heat-up feature that allows the engine to idle faster in low

temperatures to warm the interior more quickly.

The 2011 Sierra HD lineup has the best warranty coverage in America.

The details: All 2011 Sierra 2500HD and 3500HD trucks work

under the best warranty coverage in America: a five-year/100,000-mile

limited powertrain warranty, plus roadside assistance, courtesy

transportation and other features that provide assurance that GMC backs

its trucks for everything the road offers.

About GMC

GMC is evolving to include more fuel-efficient trucks and

crossovers. The GMC Terrain is a smaller SUV that offers 32 mpg highway

fuel economy along with the capability, engineering expertise and

refinement that have defined GMC for more than a century. Complementing

the Terrain are the Acadia eight-passenger crossover, Yukon and Yukon

XL and Sierra pickups. Today GMC is the only manufacturer offering

three full-size hybrid models. Details on all GMC models are available

at www.gmc.com.

# # #

SPECIFICATIONS
2011 SIERRA DENALI HD

Overview

Engines

Transmissions

Chassis/Suspension

Turning Circle

Brakes

Wheels/Tires

Dimensions

Exterior

Weight and payload ratings

Cargo box

Interior

Capacities

Trailering

*SAE certified.

Note: Information shown is current at time of publication.

SPECIFICATIONS

2011 SIERRA 3500HD

Overview

Engines

Transmission

Chassis/Suspension

Turning Circle

Brakes

Wheels/Tires

Dimensions
Exterior

The wider body design gives the 2011 WRX an aggressive road presence and also allows wider track dimensions. An increase of 35 mm in the front and 40 mm in the rear track, firmer rear subframe bushings and wider 17-inch wheels and tires deliver improved grip.

“The new wide-body designs for the 2011 WRX give this performance icon a new level of street presence,” said Katsuhiro Yokoyama, president and CEO of Subaru Canada, Inc. “This is one more step on the continuous evolution of the WRX to give driving enthusiasts an even more compelling all-wheel drive performance package.”

The 2011 Impreza WRX models arrive in Subaru dealerships this summer. All are powered by a 265-horsepower turbocharged/intercooled 2.5-litre Subaru Boxer engine teamed with a 5-speed manual transmission. The highly responsive engine produces 244 lb.-ft. of torque at 4,000 rpm. The WRX has been the focus of continuous improvement since its introduction. For example, the 2009 model received the 265-horsepower engine and a significant chassis tuning upgrade. For 2010, the new Limited package expanded the WRX model’s appeal to a broader range of driving enthusiasts.

New Designs for 2011

The WRX will now share the WRX STI wide body design, including the newly developed 4-door version. This change underscores the high-performance character of these models when compared with the rest of the Impreza model lineup. Significantly, curb weight for the 2011 WRX models increases by just 33 pounds over the 2010 models, preserving their powerful acceleration performance.

The WRX 4-door design is based on a “wide and low” concept that gives the car an aggressive road presence. Like the wide-body design already used for the 5-door WRX STI, the new 4-door has widened front and rear track dimensions and wider, more projecting front fenders and rear quarter panels. The design maintains a consistent flow from front to rear bumper, creating a distinctive identity and a sense of stability.

In front, the 2011 WRX models feature sharpened bumper corners to accentuate the “wide and low” profile. A jutting lip spoiler with three-dimensional detailing emphasizes the cars’ sporty intent and the headlights now have a silver-painted inner housing. The newly designed front grille with black base and blacked-out Subaru wing highlights the headlights’ shape to give the entire front end a more powerful appearance, accentuated by larger grille and bumper intake openings. The WRX also features its own version of Subaru’s polished stainless steel quad-tailpipe exhaust, with tailpipe diameter enlarged to three inches.

For the 2011 WRX 4-door model, new, wider fenders are stretched out on the side more than the tail lamps, and this accentuates a look of stability. The new design details contribute to an improved drag coefficient.

Wider Track Enhances Handling

Giving the 2011 WRX the same widened body design as the WRX STI allowed Subaru to also widen track dimensions and install wider wheels and tires. These changes, along with firmer rear subframe bushings, help to reduce body roll and improve cornering stability.

In the 2011 WRX models, front track measures 1530 mm versus 1495 mm for the 2010 WRX; rear track is now 1540 mm versus 1500 mm for the 2010 model. The standard wheels are now 17 x 8 inches versus 17 x 7 inches in the 2010 model, and tire size is now 235/45R17 versus 225/45R17.

Symmetrical Full Time All-Wheel Drive and Vehicle Dynamics Control

Standard Symmetrical full time All-Wheel Drive, which forms the common core technology on all Subaru models, gives the Impreza WRX a significant handling and performance advantage over front-wheel drive competitors. Symmetrical full time All-Wheel Drive is a complete system comprised of the Subaru Boxer engine and the full-time power distribution system (which varies by Subaru model and transmission). The aluminum boxer engine and efficient, symmetrical drivetrain layout help to lower the vehicle’s centre of gravity, which in turn contributes to its sporty handling characteristics.

The 2011 Impreza WRX uses the Continuous AWD version of Symmetrical All-Wheel Drive. A viscous coupling locking centre differential nominally distributes torque 50:50. Should slippage occur, this system transfers more power to the wheels with the best traction. The Vehicle Dynamics Control (VDC) stability and traction control system is standard. Hill Holder featured on all Impreza models equipped with a manual transmission, can momentarily prevent the vehicle from rolling backward when being driven away from a stop on an incline.

It is important to note that, in Subaru vehicles, traction control plays a second line of defense against wheel slip after AWD torque distribution. In contrast, some all-wheel drive systems on the market lack the performance advantage of a locking centre differential and rely solely on traction control to redistribute torque away from slipping wheels.

Sporty, Spacious and Versatile Interior

In the WRX models, exclusive Anthracite Black checkered upholstery accented by red stitching sets the tone for the sporty interior. All WRX models are equipped with standard aluminum-alloy pedal covers and driver’s footrest. Performance-design front seats integrate the backrest and head restraint into a single structure. As a sporty accent, the instrument panel’s electroluminescent gauges use indicator needles that sweep the gauge faces upon engine startup.

The compact layout of the double-wishbone rear suspension helps to minimize intrusion into the cargo area, providing a wide and deep luggage compartment. In the 5-door model, the wide and flat load floor can accommodate two Tour-size golf bags when the rear seat backs are in the upright position. In the 4-door model, which is 165 mm longer than the 5-door model, the trunk can accommodate three Tour-size golf bags. A 60/40 split-folding rear seat further boosts cargo capacity and convenience, and the 4-door model also features a rear seat fold-down centre armrest.

Proven Subaru Safety Technology

Every Impreza is built using Subaru’s unique Advanced Ring-Shaped Reinforcement Frame body structure with front and rear crumple zones, proven in Subaru models for over a decade to provide outstanding crash protection. All Impreza models feature a 4-wheel disc Anti-lock Brake System (ABS) with Electronic Brake-force Distribution (EBD) and Brake Assist. The WRX has larger front brakes than other Impreza models. Brake Assist analyzes the force and stroke on the brake pedal and increases hydraulic boost to provide enhanced emergency braking, also activating the ABS system early if needed.

All seats provide 3-point seatbelts (height-adjustable for outboard positions), and the front seatbelts have electrically triggered pre-tensioners and force limiters. Side-curtain airbags are standard on all Subaru models. The Subaru Advanced Frontal Airbag System (SRS) features front seat side impact airbags and a driver’s side front airbag that deploys according to the driver’s proximity to the steering wheel. In the passenger side front seat, a sensor module detects weight – first determining if the seat is occupied, and if so by a child or adult – to control airbag deployment. As part of the system, the dashboard features an “Airbag” indicator light.

About Subaru Canada, Inc.

Subaru Canada, Inc. is a wholly owned subsidiary of Fuji Heavy Industries Ltd. of Japan. Headquartered in Mississauga, Ontario, the company markets and distributes Subaru vehicles, parts and accessories through a network of over 85 authorized dealers across Canada.

Some of today’s brightest ideas are advancing the state of the art in LED’s, or Light Emitting Diodes. Solid-state LED’s are not only super bright, they’re also getting quite intelligent, allowing their owners to do more things with fewer fixtures.

LED’s have been around for decades – for example, many early digital watches and calculators had LED displays – and TV sets are now going LED, at least as far as their backlighting is concerned. LED’s for safety lighting have been available to the trucking industry for years and they’re becoming more popular in the consumer transportation field, as witnessed by the proliferation of LED tail lights and daytime running lights that are cropping up on an increasing variety of cars.

Besides their brightness, LEDs’ advantages include long life, energy efficiency, and flexibility. The downside is that LED’s are generally more expensive than their old tech, incandescent counterparts. This is typical of newer technology, however, and in the years since LED’s first appeared their prices have come down substantially.

According to Mark Assenmacher, Director of Marketing for Peterson Manufacturing, LEDs’ advantages outshine incandescent regardless of price, making them a compelling choice for companies looking to enhance their bottom lines.

“At one time LED’s were 10 times the cost of incandescents,” Assenmacher says. “But even then some fleets jumped on board because they could see the long term benefit, especially for places like up on the high rails – they didn’t want their people climbing up there on ladders replacing light bulbs.”

Assenmacher says LED’s last six to 10 times as long as incandescent lights, are imperious to road shock and have no bulbs to break. He also says they’re cheaper and easier to use in the long run which, figured on a cost per mile basis explains why a lot of trucking fleets are going LED.

Peterson and other manufacturers currently offer a wide variety of LED products for the transportation industry, mostly safety lighting such as marker lights, turn signals and taillights. “It’s pretty much commonplace to go to LED’s now,” says Assenmacher, “Though some guys still stick with incandescent – it depends on the segment of the market.” He points to the container chassis market as one place where incandescent lights are still popular, because “They have pilferage problems and don’t want to spend the extra (for LED’s).” For the most part, however, “Fleets are looking to companies like ours to give them a complete system: wiring harness, premium LED’s, a lot of the time with hard shell connectors to keep corrosion out and help them keep the trailer on the road and avoid down time and repair costs.”

Assenmacher says “value” LED’s can cost two or three times an incandescent version but, since some LED’s have a rated life of 100,000 hours, they’re a good investment. “And if you want to step up to one that’s got all the bells and whistles and hard shell connectors and all that, for longevity,” he says, “You’re going to pay more, maybe three to four times more, but you’ll get all the benefits.”

Peterson “Smart Lamps” combine strobing LED with a turn signal override, so the functions of a class 2 warning lamp and a turn signal can be performed with a single unit.

Peterson’s first Smart Lamp was a 36 diode, four inch round model introduced mainly to the refuse (garbage truck) market. When the driver activates the turn signal with the new lamp, the alternating triple flash strobe automatically shuts off on that side, resuming when the signal light is cancelled. The unit is self contained, with no requirement for a separate controller.

“That’s kind of the wave,” Assenmacher says, “Asking your LED’s to have more functions, to offer solutions.” He says the new smart lamp is an integrated, hassle-free solution for refuse, maintenance and service vehicles and is more compatible and easier to install than other strobe systems.

Grote Industries is carving its own LED path. At last year’s Mid-America Trucking Show the company unveiled LightForm technology that, as vice president of sales and marketing Dominic Grote claimed at the time, will alter dramatically the way the industry uses lighting.

The LightForm thin-film, solid-state lighting device is only a millimeter thick and can be bent, flexed and twisted – so you can even install it around corners. Grote claimed such a lamp can be “peel-and-stick” mounted and can achieve the same photometric requirements as a traditional LED lamp, but with just two percent of the material. He also says it should virtually eliminate installation hassles and costs.

Around the same time Grote was introducing Lightform technology, Truck-lite was taking the wraps off a seven inch round LED headlamp they say brings “A new level of performance for seven inch round forward lighting 12 volt applications, offering the extended life and energy efficiency of light emitting diode technology.”

Truck-lite says its new LED headlamp (the follow-up to a 24 volt version being used by the U.S. military), meet or exceed all applicable DOT requirements for headlights and offers “a perfect blend of thermal management and light output to produce an aesthetically pleasing beam pattern.” The company says the new headlamp is designed to replace any standard seven inch round headlight in 12 volt applications and can be aimed using standard mechanical equipment.

Each lamp uses 10 high output LED’s and Truck-lite says they should last up to 50 times as long as a typical headlamp, while offering improved visibility.

The bad news is a high price compared with traditional headlights. The company says, however, that the improved durability, extended life and safety benefits (they’re also said to offer 30 times the impact strength of glass), ensure their value even.

Higher prices can often turn people toward cheaper “knockoff” versions, and such is the case with LED fixtures. “There are imitators out there,” Assenmacher admits. “They bring lights in and you can buy them cheaper in a truck stop, but you’re not getting the complete solution.” Assenmacher says such lights are “Just a quick fix and you’re probably going to have some corrosion problems down the road.”

Assenmacher warns that some product may also not be compliant with motor vehicle safety standards, even if they’re labeled as compliant. “That’s something buyers should be cognizant of,” he says, adding that “Fortunately, most OEMs and fleets are looking for a quality manufacturer that stands behind the product.”

It seems, then, that LED’s are an increasingly bright idea for those seeking true enlightenment.

For a company that has prided itself on the concept of “Zoom-Zoom”  for many years, Mazda may seem to be doing a silly thing by “down-powering” its CX-7 SUV. Yet that’s exactly what it has done for the 2010 model year.

The CX-7 has traditionally been sold with a turbocharged four cylinder engine and is a pretty great SUV/Crossover. In fact, Mazda’s media website calls it “The Crossover SUV with the Soul of a Sportscar,” and I agree with that claim. It’s hard to find any Mazda that isn’t fun to drive,  even the “microvan” 5 is a comparative blast.

But that turbo four did have a drawback: thirst. I drove one on a 600 mile road trip a couple of years back and thought I’d have to take out a second mortgage on my house to pay for the gas (it was a heckuva fun mountain drive, though!).

So, apparently throwing “Zoom-Zoom” to the wind for 2010, Mazda has introduced a new, more entry level GX model and powered it with an “all-new” naturally aspirated DOHC 16 valve 2.5 liter four-cylinder engine it rates at 161 horsepower @ 6000 rpm with a maximum torque of 161 lb.-ft. at 3500 rpm.

Mazda says the new engine includes chain-driven camshafts and four valves per cylinder,  with counter-rotating balance shafts in the oil pan to provide “A dramatic reduction in the vibration and harshness often found in large-displacement four-cylinder engines”.

So the turbo is gone from the entry level CX-7 and you might think that would reduce it from “Zoom-Zoom” to “Zoom” at best. And you’d be right, though that doesn’t tell the whole story.

In practice, the lack of that second “Zoom” does affect its performance and the baby CX-7 isn’t as fast or as fun as the turbocharged models. And the new four banger is a bit buzzy. That said, the 161 horses prance nicely and I never had trouble keeping up with other traffic during my week with the Mazda. I did miss the turbo, but I didn’t miss the gas bill.

And that’s where the entry level CX-7 shines compared to its brothers: I averaged 23 miles per gallon with this version of the CX-7, which was actually a splash better than what I got in the Toyota Highlander Hybrid I drove the week previously, and I drove the hybrid gently, to see how good my mileage would be.

The Mazda is a lot nicer to drive, too and, despite it being a mite smaller than the Highlander and offering only two rows of seats (Mazda’s CX-9 offers three, if you need them), I think it would be a more pleasant vehicle to own if you’re the type who considers driving to be more than just getting from Point A to Point B.

The transmission is a tightly-shifting five speed automatic with sport mode. It works well, but perhaps a five or six speed manual could be offered to take best advantage of the single “Zoom” aspect of the entry level CX-7.

The “baby” CX-7 is available only with front-wheel drive, by the way.

For 2010, the CX-7’s exterior features a revised lower front grille similar to the RX-8, MX-5 and Mazda3’s – except that it doesn’t look nearly as goofy as the 3’s “Tow Mater” smile. New front fog lamp bezels are parked beside the grille and the rear fascia has been revised as well. I always liked how the CX-7 looks, and the minor tweaks haven’t hurt it.

Mazda says it has used higher quality materials and graining inside the CX-7, which they say cuts down on the dirt that lodges between the dimples. If they could figure out how to adapt this to human skin, I might never have to bathe again!

There are a few other tweaks as well, like new armrests on the doors, chrome-plated rings on the center and side air conditioner vent louvers and a new gauge design that includes blackout meters with three-dimensional dials ringed in blue illumination. There isn’t as much red illumination as there has been in past Mazdas, which is a good thing: I find red displays hard to read.

A new steering wheel (with audio controls on it) debuts for 2010, and there’s a Bluetooth interface for your telephone as well – and it works with portable audio devices now, though not, apparently, mine. Fortunately, there’s also an auxiliary jack.

The instrument panel has been worked on, too, Mazda adding a new Multi Information Display (MID) in the middle. It not only offers typical trip computer functions, but you can also get a rear-view camera.

The vehicle drives very nicely, though I found the brakes quite grabby. The four wheel discs work fine but all you have to do is think about pushing on the pedal and the thing stands on its nose.

And the seats need a little more side bolstering because under spirited cornering they tend to toss you into the door or center console.

A nice touch is moisture sensing wipers, but the wipers themselves leave about two inches of uncleared area between the end of their sweep and the edge of the windshield on the driver’s side.

Still, it’s a very nice vehicle. If push came to shove, I’d probably get the turbo and rape the environment a little more, but if you don’t mind losing that second “Zoom”, this entry level CX-7 will probably serve you well.

The CX-7 starts at $22,300 U.S./$27,995 Canadian.

6 Appeal…

Likewise, Mazda’s lovely 6 sedan is also available with engine choices – either a four banger or a V6. That isn’t new; the 6 has always been available that way. What surprised me when I drove the current 6 upon its release a year or so ago was just how competent its four cylinder engine is; the V6 would really be a case of gilding the lily, not that I mind gilded lilies!

A test of the V6 still eludes me, but I got to spend a little quality time in the four banger again, this time equipped with the automatic transmission, and once again came away loving Mazda’s “big” sedan.

The Mazda6 is one of the most attractive mainstream sedans available in North America, and it’s also good enough to have snagged the “Best New Family Car ($22k-$30k)” in the 2009 Automobile Journalists Association of Canada (AJAC) Canadian Car of the Year contest. It’s comfortable, equipped well and, as a Mazda must, it has enough of that intangible “Zoom-Zoom” to make it an interesting and fun vehicle to drive.

Not a lot has changed for 2010, a model year that see it getting more of a refining than a re-defining, and that’s fine. There isn’t a lot to improve.

My test unit was the four cylinder in GT trim, which is slightly more upscale than the base GS. The GT trim level adds such stuff as larger wheels (18 inch), LED taillights, a leather interior, power adjustable heated front seats, automatically dimming mirrors, an upgraded audio system with a six disc CD changer.

All four cylinder 6’s also come with tire pressure monitoring, four-wheel disc brakes with ABS and electronic brake force distribution, traction control, front and side airbags,  side air curtain air bags, and an anti-theft alarm system with engine-immobilizer. Also standard are power windows, a tilt/telescoping steering wheel with cruise control and audio switches built into it.

The base stereo is a reasonable AM/FM/CD with six speakers and MP3 capability (you also get an auxiliary audio input). Air conditioning with a micron air filter is standard, as is a 60/40 split fold down rear seat.

My test unit also had the luxury package, and that adds stuff like Xenon HID headlights, a smart keyless entry system with push button ignition (always a welcome feature), a Blind Spot Monitoring System, BOSE audio system with CenterPoint surround sound and 10 speakers (and it’s pretty good, though by no means the best I’ve heard in a car), a Bluetooth interface that works with a phone or an MP3 player (but, alas, not with mine!). SIRIUS satellite radio compatibility is also included.

The 2.5 liter four cylinder features double overhead cams, 16 valves and variable valve timing. Mazda rates it at 170 horsepower @ 6000 rpm (with 167 lb.-ft. of torque @ 4000 rpm), which isn’t bad for a normally-aspirated four banger. Obviously, this 6 isn’t going to win you many drag races, but if you’re interested in some gas savings coupled with very good performance (and the “Zoom-Zoom” bonus!), this engine should suit you well.

A six speed manual transmission is standard on the four cylinder models, with a five speed automatic (with Sport mode) available as an option. My test unit had the automatic this time and it works fine. I wish Mazda would offer paddle shifters; maybe that’s being saved for 2011.

A six speed auto is optional on the V6 version and the extra gear probably makes a difference.

Visibility from the driver’s seat is excellent, the trunk is huge, and the car is just all around nice.

As you may have noted, I love Mazdas and while the wonderful 3 is the company’s bread and butter model, the 6 is better looking, more roomy and, if you opt for the V6, more powerful as well (not counting the hot Mazdaspeed3). It’s ideal for people who want the Mazda driving experience in a bit bigger package that doesn’t have a goofy-looking grin.

The base Mazda6 starts at $19200 U.S./ $23,195 Canadian.

I kid you not; of all the vehicles I’ve driven over the past decade or so, none got as much attention from neighbors, strangers and passersby as the Molten Orange (which looks like red to me) Raptor. Not Porsche, not Mercedes Benz, not Lexus; none of them had people gather in front of my house or in parking lots or on the streets, peeking into the Raptor like kids pressing their faces against a candy store window.

I have to hand it to Ford. They’ve certainly created a show stopper.

At heart it’s a Ford F-150, an extremely popular truck, but Ford unleashed its Special Vehicle Team on it and even if you aren’t a truck guy it’s hard to deny what they’ve accomplished. Not only is the Raptor a real looker as far as trucks are concerned, they say it’s also able to, er, (with apologies to Rodgers and Hammerstein) “Climb Ev’ry Mountain” and (arrhg!) “Ford every stream”.

I neither climbed nor forded (well, I Forded), but I did slip into the Raptor for a road trip during some particularly vile winter weather that made me very happy for its prodigious four wheel drive capabilities, which took what would have been an ordeal and made it a very pleasant experience. Of course it isn’t only the truck’s stability that makes driving it great. The Super Cab is very comfortable and well-equipped, its front buckets nice enough to be in my home theater.

F-150 SVT Raptor is tough, fast, aggressive, and built with the off-road enthusiast in mind

Ford describes the SVT Raptor as a “purpose-built, high-performance off-road truck versatile enough to take on the most challenging desert adventures as well as the everyday commute.” Derrick Kuzak, Ford’s group vice president for Global Product Development, says that “Like its fighter jet and dinosaur namesakes, the F-150 SVT Raptor is tough, fast, aggressive, and built with the off-road enthusiast in mind.”

I’ve never thought of the F-22 as an off-road vehicle before, but I guess it is in a way n- though it does need a nice, flat drag strip for the beginning and end of its off-road adventure.

The SVT Raptor is discernable immediately from garden variety F-150’s, starting with a distinctive grille with “Ford” carved into it, a different front bumper, vented hood and functional hood and fender extractors (instead of stuck on appliqués), and FOX Racing Shox.

Ford has integrated distinctive marker lamps into the front end of the truck and you can get an optional paint treatment – which my test unit had – that makes it look as if someone has flung mud at the 5.5 foot box’s flanks (or, alternatively, as if a velociraptor had clawed it). That’s right: you can actually pay to make your SVT Raptor look as if its paint has been all messed up, that your daily driver has been to the ends of the earth and back.

It does look cool, though.

The SVT Raptor is more than seven inches wider than the base F-150, which helped make it a real treat to angle park in a mall parking lot. But it also means there’s plenty of elbow room inside, especially up front but also in the rear bench, which is accessible via rear-hinged “suicide doors”.

There’s a removable tailgate and four tie-down hooks, too. A tailgate step is optional; I wish my sample had been equipped with that ‘cause I had trouble getting into the box (I’m no longer the gazelle I was once!). Fortunately, there were “cast aluminum” running boards along the side of the cab; otherwise, I would have needed a boost.

Powering the SVT Raptor is Ford’s 5.4 liter Triton V8 three-valve engine, rated at 320 horsepower and 390 lb.-ft. of torque.  That doesn’t seem like a lot when you can get about 45 horses more with the Taurus SHO’s EcoBoost twin turbo V6, but the truck didn’t seem lacking in lunging ability. Ford says a new open-valve fuel injection strategy allows for greater spark advance at higher loads and engine speeds, resulting in more horsepower during towing and higher rpm operations, as well as lowering emissions and using fuel more efficiently.

If that power plant isn’t enough for you, Ford says you’ll be able to order a new 6.2 liter V8 designed specifically for “robustness in a truck application”.

An off road truck isn’t all about oomph, of course; it’s also about the suspension. The SVT Raptor features 11.2 inches of usable travel in the front and 13.4 inches in the rear, new upper and lower A arms, tie rod and half-shaft joints. Ford says the truck’s wider track and softer suspension (softer compared to other truck suspensions, perhaps; you won’t confuse this vehicle with a limo) mean “it will comparatively glide over obstacles.”

Pedestrians should take note.

There’s also a big skid plate to protect the engine and front underbody, in case that glide doesn’t quite work out for you.

SVT Raptor also features electronic-shift-on-the-fly, an electronic locking rear differential, an upgraded axle and AdvanceTrac traction control system with Roll Stability Control. Ford says it’s the only system available with a roll motion sensor.  A standard Trailer Sway Control “detects trailer sway by the yaw motion of the truck and takes counter measures to help bring truck and trailer under control.” I didn’t haul a trailer.

Hill Descent Control, Ford’s first application of such technology, uses the ABS to help control the truck going downhill, without riding the brakes. There’s also a special Off Road Mode.

And get this: Ford throws in (well, includes in the price) a prewired Auxiliary Switch Board on the center console for easy aftermarket customization.

The steering wheel is wrapped in black leather with a “molten orange” leather strip at the 12 o’clock position. Ford says this serves as a “centering sight line” that’s especially useful “in extreme driving maneuvers that can often cause the driver to lose perspective of the steering wheel’s center point.” I prefer a good hood ornament with which I can aim the vehicle.

It’s an attractive interior and I loved the cloth-trimmed leather front seats (complete with SVT logo), which are separated by a large flow-through center console that’s big enough to use as a mobile desk and filing cabinet. I had to cool my heels in the truck for a couple of hours on my road trip and my netbook computer fit there really well, perching happily on the console while I typed away.

The steering wheel tilts and, though it doesn’t telescope this wasn’t a big deal because the pedals are power adjustable. Between them, the six way power adjustment of the driver’s seat and the steering wheel’s tilt, it’s easy to find your best driving position.  I missed having a left foot rest, though.

Controls are laid out well and very legible. My sample SVT Raptor also came with an optional rear view camera that was extremely handy on a vehicle with a big, far-off butt. There was also the optional Sony Premium Audio System with its in-dash six disc changer (with MP3), audio input jack and 10 speakers (with a subwoofer under the back seat to ensure passengers there stay regular). It’s a good system, and mine had SIRIUS Satellite radio activated. It didn’t play my torture test DVD-Audio disc properly, however, stripping out the center channel. I doubt that’s a deal breaker.

The GTI beat nine other “Best” category winners that were decided upon at the annual Canadian Car of the Year TestFest last October – plus, of course, all the vehicles that didn’t win each of those categories.

In its own category (Best New Sports/Performance Car Under $50K), the GTI took on and wrestled to the ground the new Chevy Camaro, Ford Taurus SHO, Hyundai Genesis coupe, Mazdaspeed 3 and Mitsubishi Lancer Sportback Ralliart.

The sixth generation GTI is a favorite of others in the automotive media as well. Car and Driver magazine, for example, named the sported up Golf as one of its 10 Best Cars for 2010, proclaiming it as “Relatively inexpensive and supremely practical yet…an immensely entertaining vehicle that’s as happy meandering around mall parking lots as it is being flogged along a great back road.”  In other words, it does pretty well at everything a car should.

VW’s GTI seems to snag these honors regularly, a testament to its enduring design and execution.

The Subaru Outback, winner of the Canadian Utility Vehicle of the Year award, beat out the Chevrolet Equinox and the Toyota Venza in its initial category of “Best New SUV/CUV Under $35K”. It also beat out much more expensive units including the Audi Q5, Volkswagen Touareg TDI Clean Diesel, Lexus RX 450h, Mercedes-Benz GLK350 4MATIC, Acura MDX and Audi Q7 TDI.

AJAC’s TestFest entries are judged on a combination of specifications that are measured objectively along with subjective evaluations by some 70 journalists who attended and voted based on actually driving the vehicles, back-to-back (in each category), on the same roads and under the same conditions on the same day.

The subjective test sessions saw each journalist take each vehicle through real world driving sessions on public roads much, I’m sure, to the chagrin of the local folk. Many vehicles were also tossed around airport runways and taxiways that had been converted to a track for the purpose. Voting covered the drivers’ impressions of each vehicle based on issues such as Styling/Appearance, Interior Quality, Occupant Environment, Driver Position & Ergonomics, Visibility, Roominess/Comfort/Access, vehicle dynamics and more.

As you can undoubtedly imagine, TestFest was a hoot – er, very hard work.

In reality, it was both a hoot and hard work – the week was quite intense, but getting to drive all of those vehicles back to back to back was also a lot of fun, even if we did have to slog through mud for a good part of it, thanks to “Person Nature” opening up the skies.

Three other awards were announced in Toronto: Best New Technology, Best New Green Technology (the latter being a reference to the environment and not the maturity of the technology itself) and Best New Design.

The Best New Technology Award went to Audi’s Drive Select which, according to Audi, “Integrates the technical components that determine the quality of the driving experience – the engine, transmission, steering (optional), shock absorbers (optional) and the sport differential (optional). Drivers can adjust the characteristics of these systems at any time to suit their personal preferences.”

They do this via a control on the center console with which the driver can select from “comfort, auto or dynamic” to tweak the driving experience from, as Audi puts it, “Outstandingly comfortable to intensely sporty” depending on the driver’s preferences.

Best New Green Technology was awarded to Ford’s Next Generation Hybrid System and Smartgauge, technology that’s available on the 2010 Fusion Hybrid. Smartgauge features color liquid crystal displays on either side of the speedometer, and you can configure them to show a variety of “things green”, including fuel and battery power levels, average and instant miles-per-gallon – and even growing leaves and vines that track and reward your efficiency.

I don’t know about you, but the last thing I want is to have a computer deciding whether or not I deserve to be rewarded…

But it does look cool.

And Best New Design went to the BMW 335d sedan, the diesel version of BMW’s popular 3 series, an award given to what AJAC describes as the vehicle that exhibits the best balance of form and function.

The 335d features a TwinPower Turbo DOHC I-6 24 diesel whose horsepower is rated at 265 @ 4200 rpm, which is less than you get from the 335i (300 hp). Its torque, however, is an intoxicating 425 ft.-lb. @ a very low 1,750 (compared with the 335i’s 300), yet it gets a combined city/highway gas mileage rating of nearly 32 mpg.  Needless to say, the 3 diesel is a blast to drive – just like the rest of the 3’s.

All of these vehicles are worthy of their awards, though my personal favorite for Canadian Car of the Year was the Porsche Panamera. Its premium price probably worked against it, but Porsche’s first four door car is a spectacular vehicle. Faster than it has any right to be, especially in the Turbo version I got to drive, it’s also very luxurious and bigger than you might expect given Porsche’s other cars. It’s quite a risk for the company, too, especially in this economy.

Final balloting gave the Panamera fourth place in the overall Canadian Car of the Year tally, behind the GTI, Golf Wagon TDI and the BMW 335d sedan. Shows how much I know!

And while the Outback is a very nice vehicle as well, my favorite of the vehicles I drove in the SUV/CUV segment was the VW Touareg TDI, which came in second. Big, comfortable and with Volkswagen’s usual terrific interior and interfaces, its clean diesel power plant also delivers a decent 18 city, 25 highway mileage – and its 406 ft.-lb. of torque is very impressive.

That doesn’t mean I’d toss an Outback out back, of course! It is also a fine vehicle – and I look forward to getting some quality seat time in it as soon as possible, at which time I’ll report back to you.

Bankruptcies, government takeovers and controversial recalls aside, this is an excellent time to buy a vehicle. There are so many great cars, trucks and SUV/CUV’s today that it’s tough to find a lousy one – though not impossible (I remember well my week in the smart fortwo!). Add to the excellence of the available inventory the fact that dealers are hungry and you have the perfect buying opportunity for consumers.

Assuming they have jobs…

-  “Travel Avalon Class” with Segment’s Only Reclining Rear Seat and

Overall Comfort

-  Modern Technologies Provide Comprehensible Convenience

Toyota introduced the boldly redesigned 2011 Avalon today at the 2010 Chicago Auto Show. Evoking a time when travel was sophisticated, elegant and comfortable, the new Avalon possesses a distinctive new exterior style while offering a restyled interior rich with premium touch points and practical new technologies.

With numerous refinements inside and out, the Avalon remains true to the idea that comfort is honest and uncomplicated, and “Traveling Avalon Class” is rich in simple, familiar pleasures.

The new Avalon has dynamic and expressive lines, and an infusion of comfort, safety and technology advancements that enrich the driving experience. Upgraded equipment and technology features, such as a touch-screen navigation system with real-time traffic, and Bluetooth hands free phone capability with music streaming to the audio system are among the improvements that enhance the 2011 Avalon’s excellent blend of spaciousness, comfort and technology.

“Discerning drivers know that the Avalon is a symbol of fine craftsmanship, and has long been sought after for its well-appointed materials and spacious cabin,” said Warren Orton, Director at Toyota Canada. “The 2011 model adds even more style and features that elevate the driving experience.”

Restyled at Calty Design Research in Newport Beach, Calif., the Avalon is assembled at Toyota Motor Manufacturing Kentucky (TMMK), a “zero landfill” facility that also assembles the Camry, Camry Hybrid, and Venza. It was also developed at the Toyota Technical Center (TTC) in Ann Arbor, Mich.

Dynamic New Exterior

For 2011, Calty restyled Avalon to project an elegant, outgoing presence. A wider, more substantial grille ties into state-of-the-art projector headlamps, working with a broad, undisturbed front hood to suggest a lowered center of gravity and emphasize the Avalon’s wide stance.

The new headlamps, which combine multi-reflector halogen high beams with halogen low beams, utilize light pipes to create a signature, night-time appearance. The front fog lamps, now integrated into a trapezoidal front bumper, provide a wider angle of illumination.

Viewed from the side, the 2011 Avalon is enhanced by additional use of chrome trim, redesigned rocker panels, and reshaped, glare-resistant outer mirrors with integrated turn signals. New 17-inch wheels feature a 10-spoke design with a silver finish.

At the rear of the car, identification is cleanly defined by a single Avalon logo located above the license plate. Dual-exhaust pipes are integrated into the cutaway trapezoid shape of the lower bumper for a modern image. Taillights have been reshaped to reduce turbulence at the rear, helping to create a lower coefficient of drag. The new lights integrate stop, turn and side marker lighting functions in one combined lamp. Unique LED light pipes with dark aluminized sides and both clear and red lenses project modern appearance.

Spacious Interior Built For Comfort

For 2011, a new interior has been designed with a contemporary style. The new interior remains generously spacious and elegant, fitted with comfortable seating and thoughtfully integrated amenities. Coordinated colors and rich wood-grain materials were carefully chosen to convey an optimistic attitude and modern essence.

Standard heated leather-trimmed front seats and seatbacks are fitted with active front headrests, and thicker stitching provides an elegant accent to the interior design.

The rear seating area is configured to seat three passengers comfortably, with ample legroom and reclining rear seats, unique in the segment. The rear headrests have also been reshaped and enlarged for better support, and a convenient flip-down center armrest provides storage when the middle seat is not in use.

A new instrument panel incorporates visually attractive and highly readable Optitron gauges that use graduated white illumination with white pointers. They are set inside smoked lenses and deep chrome rings that add depth and a sense of luxury.

The steering wheel includes controls for Bluetooth hands-free phones, the audio system, climate system, and the information center.

Technology-Enriched Environment

A comprehensive infusion of technology was designed into the new interior to ensure an enriched environment, with enhanced function and connectivity.

New standard equipment includes Bluetooth(R) hands-free phone and music streaming to the audio system from a compatible device, XM satellite radio (subscription required), and both USB and 1/8-inch auxiliary connections for iPod(R) and other audio devices. Each of the three available audio systems can control iPods seamlessly using switches located on the steering wheel and display track information stored in the device.

Toyota’s latest DVD Navigation system has a newly adopted database and is now more easily searched with easier address input. The Navigation system also offers new displays for road icons and points of interest, and a keyboard screen arranged in the same way as a personal computer.

The Avalon XLS standard 12-speaker system offers exceptional sound quality, from the 660-watt JBL Premium Synthesis audio system with enhanced two-coil sub-woofer. The system uses 12 speakers and a 12-channel digital amplifier to deliver profoundly rich, full sound to all seats of the vehicle.

A rear-view monitor function is standard in the rear-view mirror or with the navigation system. The rear-view-mirror image includes on-screen back-up guides that help drivers to back into parking spots or driveways.

Performance and Efficiency Combined

Avalon’s exceptional combination of ample horsepower and excellent fuel economy offers one of the best overall dynamic performances in the large sedan segment.

The 2011 Avalon is powered by a 24-valve, double-overhead cam 3.5-liter V6 engine that produces 268 horsepower at 6,200 rpm. The engine is equipped with the latest dual VVT-i electronic valve-control mechanism that provides a broader powerband, while requiring less fuel and generating fewer emissions. It is mated to a multi-mode six-speed automatic transmission.

The 2011 Avalon is rated at Tier 2 Bin 5 emissions rating and fuel economy ratings are estimated to deliver 10.7 L/100km in the city, 7.0 L/100km highway, and 9.0 L/100km combined.

A roadworthy mix of fine ride quality and accurate driving control is delivered by the Avalon’s MacPherson strut suspension, which uses coil springs at all four corners. Rack-and-pinion steering combines with front-wheel-drive and optimized steering gear for a natural handling feel. Wiper positioning and mirror shapes have been fine-tuned as well.

Simple Comforts Throughout

A dual-zone climate control system has nine air-flow modes for more precise control of interior climate, and a clean-air filter removes dust and pollen. Doors use three stop positions instead of two for easier entrance and exit. A lockable glove box has been fitted with a pneumatic-door damper and inner box illumination. The front-console box has a sliding armrest that moves 119 mm front to rear, able to accommodate a wide range of driver positions. The elegantly stitched top has been widened and padded with a double density cushion material for softness. Inside, there is a 12-volt outlet in addition to the USB and auxiliary audio terminals.

Safety is Standard

The new Avalon’s occupant-safety strategy includes use of extensively tested energy absorbing structures, protective side impact beams and overhead structure, advanced belt systems and active front headrests as standard equipment. Avalon will also have a redesigned accelerator pedal assembly and a brake override system.

Seven airbags, including a front knee bag for the driver, and front side curtain airbags for both rows, are also standard. Toyota’s standard Safety System includes Vehicle Stability Control (VSC), anti-lock braking system (ABS) with Electronic Brake force Distribution (EBD), Brake Assist, and TRAC traction control system. TRAC and VSC functions can be disengaged if the driver needs to free the vehicle if stuck in mud or snow.

A full-size spare and alloy wheel is standard. Each wheel has its own pressure sensor to warn if tire pressure drops, providing the driver with an early warning to find a safe place to change a tire.

Simplified Packaging

The 2011 Avalon will be available only in XLS grade when it arrives in showrooms in the spring of 2010. A high level of standard equipment include power moonroof an eight-way passenger’s seat with lumbar support, driver’s seat cushion extension and Smart Key.

Color and Trim

Avalon will be available in six exterior colors including one new colour: Sizzling Crimson Mica. Additional colors include Blizzard Pearl, Classic Silver Metallic, Magnetic Gray Metallic, Black, and Sandy Beach Metallic. Avalon XLS will be mated to two leather-trimmed interior colors: Ivory and Dark Charcoal.

Limited Warranty

Toyota’s 36-month/60,000 km basic new-vehicle warranty applies to all components other than normal wear and maintenance items. Additional 60-month warranties cover powertrain for 100,000 km and corrosion with no mileage limitation. Toyota dealers have complete details on the limited warranty.

The redesigned 2011 Avalon will begin arriving at Toyota dealerships in March 2010.

For further information: For full product details and specifications – including a full list of media contacts and digital images – please visit media.toyota.ca

With more than 9.2 million examples of the
Ford Focus sold worldwide since its 1998 launch, the car has played a
leading role in the global C-segment for more than a decade. To better
understand where Focus is going, it’s essential to look back at the
creation of a new standard – exactly what Ford accomplished when the
very first Focus was revealed.

Ford Motor Company released the new Focus, successor to its popular
Escort, first in Europe and the Asia-Pacific region in 1998 and then as
a 2000 model in North America. A major change from the Escort’s soft
lines, Focus exemplified Ford’s New Edge styling cues with upswept
headlamp pods and dynamic, angular lines and set the benchmark in its
segment for driving dynamics.

The new Focus was nominated and won Car of the Year in both the U.S.
and Europe – and has claimed well over 100 major awards in subsequent
years.

Focus Milestones

• 1998 – Focus makes its global debut at the Geneva Motor Show
• 1998 – Focus production begins at Germany’s Saarlouis Assembly Plant (August)
• 1999 – By March, 100,000 had been sold in Europe alone, with 200,000 orders waiting
• 1999 – North American Focus production begins at Wayne Assembly in Michigan and Hermosillo Assembly in Mexico
• 1999 – Ford Focus WRC replaces successful Escort model in the World Rally Championship
• 2000 – Focus introduced in North American markets, wins “North American Car of the Year”
• 2001 – Focus production begins in Taiwan
• 2001 – Focus becomes first flex-fuel European product – capable of running on E85
• 2001 – Focus becomes the world’s best-selling car at year’s end with 917,000 sales
• 2002 – Production begins at Saarlouis for export models for Australia
• 2002
  – Introduction of first performance models, in North America as an SVT
  model and in Europe as the Focus ST170. First Focus RS model is also
  introduced in Europe
• 2002 – Russian production of the Focus begins at the Vsevolozhsk plant near St. Petersburg
• 2003 – Premiere of Focus C-MAX at Geneva Motor Show
• 2003 – Focus begins seven-year run as best-selling foreign vehicle in Russia
• 2004 – 2-millionth Focus produced in Saarlouis (February)
• 2004 – 1-millionth Valencia (Spain) Assembly Plant-built Focus produced
• 2004 – Production begins of second-generation Ford Focus in Saarlouis
• 2004 – Focus production begins in the Philippines
• 2005 – Focus becomes the first E20-capable passenger car in Thailand
• 2005 – North American Focus receives fresh exterior, new interior – first major redesign
• 2005 – Focus four-door production begins in China
• 2005 – Focus ST production kickoff in Europe (October)
• 2005 – Focus production begins in South Africa
• 2006 – Focus five-door production begins in China
• 2006 – Focus Coupe-Cabriolet introduced in Europe, engineered with Pininfarina
• 2006 – 4-millionth Focus built in Saarlouis
• 2006 – All North American Focus production consolidated at Wayne Assembly Plant, Michigan
• 2006 – Ford Vsevolozhsk plant produces 100,000th Russian-built Focus
• 2006 – Focus wins FIA World Rally Championship manufacturer’s title for Ford
• 2007 – Last year for Focus hatchback and wagon in North American markets
• 2007
  – Focus receives five-star rating from China Automotive Technology and
  Research Center in C-NCAP testing, the highest rating to date for a
  C-car in China
• 2007 – Focus wins China Circuit Championship
• 2007 – Focus scores another World Rally Championship manufacturer’s title for Ford
• 2007
  – New Focus introduced in North America (October). Two models
  available: Sedan and, for the first time, a Focus Coupe. Popular SYNC®
  in-vehicle communications system launched
• 2008 – Major facelift of Focus in Europe, introducing kinetic design exterior and new interior
• 2008
  – Focus production in Ford’s Asia-Pacific and Africa region nears
  half-million point with assembly in the Philippines, South Africa,
  Vietnam and China
• 2009 – Valencia produces its 2-millionth Focus (January)
• 2009 – Focus production in China hits 400,000
• 2009 – Production of a new limited-edition Focus RS – the highest-performance road-going Focus ever – begins in Europe
• 2009 – Russian production of Focus reaches 300,000 units (June)
• 2009 – Ford’s first European passenger battery car, a prototype Focus BEV, is displayed at the Frankfurt Motor Show
• 2009 – New Ford Focus ECOnetic debuts, the first Ford of Europe production model with Auto-Start-Stop, Smart Regenerative Charging, Ford Eco Mode and Low Tension FEAD
• 2010 – World preview of the next-generation Focus at the North American International Auto Show (January)

Overall, TCI’s January sales were down 10.4% from January 2009. Lexus division reported a best-ever January with sales up 62.1% with 953 models sold.

Despite the Toyota division recall, a number of models and categories recorded best-ever January sales, as follows:

-  Toyota Trucks: 3,946 (up 3.7%)
-  Lexus luxury SUVs: 584 (up 122.1%)
-  Toyota Venza: 968 (up 114.6%)
-  Toyota Tacoma 4×4: 494 (up 12.3%)
-  Lexus RX 350: 480 (up 231.0%)

“We would like to thank all of our customers for their continued confidence at this time,” said Stephen Beatty at TCI. “We are currently shipping pedal components to our Toyota Dealers and we anticipate modifications to customer vehicles to begin later this week. We also anticipate that new vehicle sales suspended as part of our recall action will resume this weekend.”

With a year-over-year increase of over 32 per cent, January marked twelve straight months of best-ever months for Hyundai, and thirteen straight months of double-digit sales increases for the South Korean company.

“We have a lot to be proud of at Hyundai right now,” said Steve Kelleher, president and CEO, Hyundai Auto Canada Corp. “We’ve just come off our best year ever, and things look very promising for 2010 as well. I’m confident that we will be able to achieve another year of double-digit sales growth and that we’ll break the 100,000 unit barrier again.”

Kelleher believes the company’s new Fluidic Sculpture design philosophy will help the company achieve its goals in 2010. The all-new 2010 Tucson is in dealerships now and is the first model to sport this new design theme. Tucson sales in January were up 153 per cent compared to January 2009. The all-new 2011 Sonata – which will be shown for the first time in Canada at the Canadian International Auto Show later this month – is another model created under the Fluidic Sculpture umbrella and will go on sale within the next two months. Sonata is one of Hyundai Canada’s strongest models; with an increase of over one hundred per cent from January 2009, the completely overhauled model holds significant potential once it goes on sale.

The refreshed-for-2010 Santa Fe recorded a significant increase in sales as well. With its new six-speed transmissions, new four-cylinder engine, and an enhanced V6 powertrain with increased power and improved fuel economy, the 2010 Santa Fe promises to make an impact in the compact SUV segment. Sales in January were up over 48 per cent compared to January, 2009.

Quick Facts:
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Month         2010     2009     % Change   Notes
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January       6,084   4,607   + 32.1 %    Best January ever
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Nameplate       January   January   % Change   Notes
2010     2009
————————————————————————————————————-
Accent         1,191   1,465   – 18.7 %
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Elantra       729     973     – 25.1 %
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Elantra Touring   584     53     + 1001.9 %  First month of sale:
Jan. 2009
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Sonata         801     399     + 100.8 %
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Genesis       66     42     + 57.1 %
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Genesis Coupe   86     0       N/A       First month of sale:
Feb. 2009
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Tucson         840     332     + 153.0 %
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Santa Fe       1,694   1,142   + 48.3 %
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Veracruz       87     86     + 1.2 %
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Hyundai Auto Canada, established in 1983 and headquartered in Markham Ontario, is a subsidiary of Hyundai Motor Company of Korea. Hyundai vehicles are distributed throughout Canada by Hyundai Auto Canada and are sold and serviced through more than 180 dealerships nationwide.