2010 Buick Lacrosse

The Buick LaCrosse is a completely new car, a global car really - featuring German architecture, a Chinese-designed interior and a North American-inspired body, the LaCrosse is to be sold around the world. And, frankly, that is where the ``new'' GM needs to succeed. Gone are the days where U.S. sales alone determined the health of Detroit-based automakers. In fact, Buick is the No. 2- selling brand in China, a market that may very well out-buy all of North America this year.

The Buick LaCrosse will come dressed in three trim levels - CX, CXL and CXS - which will see a price starting at $32,745 and topping out at $40,745. The main engine choice is a 3.0-litre V6 that is directly injected and has variable valve timing (VVT). It makes 252 horsepower and 215 pound-feet of torque. An optional 3.6L V6 boosts those numbers to 280 hp and 259 lb-ft of torque. This winter, a third option will be offered - a 2.4L four-cylinder (182 hp and 172 lb-ft of torque) for the really fuel conscious. This is the same engine found in the Chevy Equinox SUV and its estimated fuel consumption is said to be a frugal 10.4 litres per 100 kilometres in the city and 6.6 L/100 km on the highway. All four engines are coupled to a six-speed automatic transmission with adaptive shift controls and a shifter-mounted tap-up/tap-down control.

A Buick mainstay is an interior that is rich and classic with a Cadillac- like dashboard sweep that flows into the door skins. Materials are soft to the touch, and even the plastic and two-tone colour schemes are pleasant, highlighted with faux wood and metal accents. Along with the usual upscale offerings, other comfort features include a head-up display, heated steering wheel, dual-zone air conditioning, panoramic sunroof, power rear sunshade and USB and Bluetooth hookups.

The LaCrosse is offered with a choice of front-wheel drive or all-wheel drive (the latter features a 60/40 torque split that varies as the computer determines traction needs).

Howard J. Elmer

Retro cool; 2010 Chevrolet Camaro

The new Camaro, though shaped like the iconic '60s version, is modern enough that it won't be branded a fuddy-duddy's car. Even better is that it is truly a modern car underneath that (semi-) retro skin.

For instance, like its Challenger and Mustang competition, the most satisfying version of the new Camaro is the 6.2-litre LS3 V8, hooked up to the manual transmission. It boasts 426 horsepower and accelerates the Camaro to 96 kilometres an hour in a scintillating 4.7 seconds. It's also relatively civilized to boot. Combined with the slick TR6060 six-speed manual transmission, the SS's V8 powertrain feels far more sophisticated than anything originally designed 40 years ago has a right.

Where the Camaro absolutely kills its domestic competition is the performance of the base six-cylinder. Essentially the same 3.6L DOHC direct fuel-injected V6 that powers the Cadillac CTS and other premium GM products, in Camaro guise the engine pumps out a creditable 304 hp. That's enough to motivate the car to 96 km/h in just a hair more than six seconds. Not only that, the 3.6L feels very lively. Once past 3,500 rpm, it revs freely and quickly and, will wonders never cease, it gets decent gas mileage.

The biggest surprise, though, is the car's handling. Lighter than its domestic competition, it also sports the independent rear suspension and wears - in RS V6 and V8 guises, at least - low-ish-profile 20-inch Pirelli PZero performance radials.

Save for steering being a smidgen overboosted, the better-equipped versions of the Camaro handle very well.

The Camaro's interior, with a few caveats, fares well. The fit of the various body panels is excellent. There's more room than anticipated, especially in the rear, and the leather on the top-of-the-line model is excellent.

There are a few gaffes, though. While the driver's side of the dash is well styled, the passenger's side is just a huge slab of plastic. As well, the four- face instrument pod - oil pressure, oil temperature, transmission fluid temperature and battery voltage - that is really the interior's calling card is only available on the topline Camaros. Without it, the base versions seem very bare.

Still, the Camaro surprises and delights. The base V6 starts at a very competitive $26,995, and the SS costs $40,995. It's worth the money.

David Booth

Small but mighty; 2010 Chevrolet Equinox

The first product launch for the ``new'' General Motors is a sport-utility vehicle, albeit a small one - the 2010 Chevrolet Equinox. And GM staff wasted no time in drawing that parallel - smaller is the future.

As if to prove that, the Equinox I drove featured the first use of an all- new 2.4-litre four-cylinder engine that claims a highway fuel economy rating of just 6.1 litres per 100 kilometres - a figure that beats both the Honda CR-V and Toyota RAV4 with similar engines. GM claims 1,164 km on a single tank of gas in the four-cylinder Equinox.

The new Equinox is the second generation of this compact SUV, which first debuted in 2004. Built in Ingersoll, Ont., the sport-ute retains more or less the same dimensions as the first generation as well as the same platform but with significant other changes, particularly inside and under the hood. For instance, the first-generation Equinox did not offer a four-cylinder engine. And the second row of seats has grown to where GM claims the SUV has the best rear legroom in its category. Certainly, getting in and out is easy and the multi-flex rear seat (which has several recline settings) is comfortable. Also, the wide rear hatch opens to reveal decent cargo space and storage pockets. Along with a six-speed automatic transmission, standard models are front-wheel drive, although an AWD version is available.

A 3.0L V6 version will also be available and this 255-hp engine is more than enough for the truck. The key consideration here would be towing. With the V6, one can trailer a decent 1,364 kilograms, while the four-cylinder is rated for only 454 kg.

Inside, the interior is angular and supple. The dash is pulled toward you and splits the cabin side to side, with the centre stack the focus for most of the controls and storage spaces. Noise levels are good, meaning it's quiet inside - and overall handling is fine.

Pricing on the Equinox starts at $25,995 for a well-equipped, four-cylinder, front-drive LS model. There is also the mid-level LT and the range-topping, V6- powered, AWD LTZ ($35,070).

Howard J. Elmer

Flexing it's muscles; 2010 Ford Flex Limited

Having driven the Lincoln MKT equipped with its new EcoBoost V6 engine for a week, I had a pretty good idea of what to expect from the latest edition of the Ford Flex. The key upgrades are the improved handling characteristics, a massive boost in power and the attendant performance increase the two facets bring. The 2010 Flex Limited I tested also debuted a technology that wowed some of the world's toughest auto cynics.

The manner in which the Flex's suspension was set up originally represented a balanced blend of ride comfort and handling. For 2010, the Limited's ride height has been dropped by 10 millimetres and the spring and damper rates have been increased by 20 per cent and 12 per cent, respectively. There is now much less body roll, the feel and feedback from the electrically assisted steering is crisper without feeling twitchy. And thanks to the all-wheel-drive system and optional P255/45R20 tires, understeer was remarkably benign.

The other welcome feature was Ford's AdvanceTrac stability control system. It not only does the usual under-/oversteer compensation, it includes trailer sway control and drift compensation. The latter uses the electric steering to counter the pull or drift caused by a crowned road or gusty crosswind. Its operation on the drive proved to be so seamless only the lack of pull/drift alerted the driver to the fact it was working.

The bigger story is the addition of Ford's EcoBoost engine to the range- topping Flex Limited. When compared with the base naturally aspirated 3.5-litre V6, the EcoBoost engine puts an additional 93 horsepower and 102 pound-feet of torque at the driver's disposal - an effortless 355 hp and 350 lb-ft of torque at just 3,500 rpm. The difference in performance is manifold. Adding direct fuel injection and two turbochargers to a reinforced version of the base 3.5L engine allows the EcoBoost engine to deliver V8-like performance and V6-like fuel economy.

The Flex's new piece of technology is a self-parking system that is so simple to use it blows the doors off other systems.

Ford's Active Park Assist relies on four ultrasonic sensors (two of which form the cross-traffic alert system) and the ability to spin the steering wheel with the electric power assist. Pushing a button activates the self-parking system. The system now ``looks'' for a suitable parking space. When it senses the right spot, it tells the driver to stop - the message flashes on the information screen. The driver selects reverse, lifts off the brake and the system does the rest. And, it backs into the space at a speed most drivers dare not try.

The system is also uncannily accurate - it parallel parks with the wheels a mere 50 millimetres from the curb.

Graeme Fletcher

High-performing hybrid; 2010 Ford Fusion Hybrid

The Ford Fusion Hybrid's new 2.5-litre engine uses the Atkinson cycle to improve efficiency by more than 10 per cent when compared with the conventional four-stroke cycle of an internal-combustion engine. The downside to the Atkinson cycle is that it produces less power. In the Fusion's case, it works because the electric side of the hybrid's powertrain more than compensates for the shortfall.

The engine dishes out 156 horsepower and 136 pound-feet of torque at a low 2, 250 rpm. The 75-kilowatt electric motor chips in with another 106 hp, which puts a net system output of 191 hp and 136 lb-ft at the driver's right foot. This is enough to motivate the Fusion Hybrid to 100 kilometres an hour in 8.6 seconds despite its 1,691-kilogram curb weight.

Performance, however, is not where the Fusion Hybrid shines. By adopting a new 275-volt nickel metal hydride battery pack, Ford claims it is possible to get the Hybrid up to 75 km/h on electric power only. This is a big part of the reason for the sedan's economical city fuel consumption - the Fusion Hybrid has a driving range of more than 1,120 kilometres from its 65-litre tank.

One of the Fusion Hybrid's more likable traits is the manner in which it slips between its two power sources. Usually, it is only too evident when a hybrid makes the transition from electric to gas and vice versa. The Fusion's transition comes with a rare seamlessness. Likewise, the brake pedal feel is also much better than the hybrid norm.

The Fusion Hybrid, which sells for $31,999, is a very likable car. It delivers surprising performance when the driver calls for it, yet it sips fuel at a truly miserly rate. More importantly, it accomplishes this while driving like any other Fusion. That, in today's high-tech world, is the biggest compliment.

Graeme Fletcher

Tuarus with a twist; 2010 Ford Taurus

Unlike the outgoing box, the new Taurus has style. The character lines let the light dance across the brightwork, giving the look motion even when it's parked. Likewise, the cabin features top-notch materials and a boatload of technology.

As before, the Taurus is offered in three trim levels - SE ($29,999), SEL ($32,299) and Limited ($40,699). The SE's price has dropped by $1,500 without losing any standard features.

The Taurus is powered by a 3.5-litre V6 engine that pushes 263 horsepower and 249 pound-feet of torque to the road through a slick-shifting six-speed automatic (with paddle shifters on the SEL and Limited) and either the front or all four wheels. All-wheel drive is optional on the SEL ($2,500) and standard on the Limited.

As for the driving experience, well, it's remarkably accomplished. To begin with, the reworked suspension controls body motion without giving up on ride comfort. Factor in the light, precise steering and the Taurus does not feel anywhere near as large or as heavy as it really is - it rides on a 2,868- millimetre wheelbase and tips the scales at 1,920 kilograms in all-wheel-drive guise.

The twist to the Taurus lineup is the return of the vaunted SHO (Super High Output) nameplate. This version ($48,199) arrives fully loaded (navigation and adaptive cruise are the only options) and it features Ford's 3.5L EcoBoost V6. Using direct injection and two turbos, the SHO puts 365 hp and 350 lb-ft of torque (anywhere between 1,500 and 5,250 rpm!) at the driver's disposal. Needless to say, it brings urgency to the drive. The advantage to the Eco-Boost engine is that it delivers V8-like power while sipping V6-like amounts of fuel. Ford says the SHO uses 25 per cent less gas than the Infiniti M45 while delivering more power over a broader range.

When compared with the base Taurus, the SHO is decidedly sportier. Not only does it feature a firmer suspension that reduces body roll by 20 per cent, it also earns an electric power steering system that firms up the feedback when driving quickly and larger brakes. When driven with purpose, this car feels lithe and alive. Likewise, the SHO's all-wheel-drive system remains seamless as it divvies up the power, the transmission's shifts are faster and there is plenty of get-up-and-go. An impromptu 80-to-120-kilometres-an-hour acceleration run was clocked at 5.9 seconds.

The new Taurus is light-years ahead of the car it replaces. It has more style, more substance and the wherewithal to tackle its key competitors head on. The SHO then gives it the edge and power needed to run with the big dogs.

Graeme Fletcher

National Post