Among the exotic Aston Martins, Ferraris and Lamborghinis at the Geneva Motor Show last week were a couple of gems that I hopefully predict will land on our shores.

The first is Ford's small truck, the Ranger Wildtrack, which Ford says is intended for overseas markets but not North America. What? With Ford Ranger sales coming to end after some three decades, and the SportTrac no longer being offered, Ford will be left without a small truck in what remains a popular segment in this country.

Ford will no doubt be concerned about lost F-150 sales if it brings out a small truck, but with rising fuel costs, the bigger brother becomes less appealing, even with the thrifty EcoBoost engine. Fuel costs are already hitting sales, with Ford truck sales in February down 14 per cent. Potential small truck buyers will be forced to go over to Toyota to kick tires on the equally ancient Tacoma (expected to get upgrade in 2013) or Nissan for a look at the Frontier, or Suzuki counterpart, the Equator. With Ford on a massive product offensive that seems to have recently come off redline, the Ranger will not only fit business objectives (more global models), but tie in with the funeral for the Ranger. It would also beat the Toyota Tacoma to market. 

Hyundai, also on a product onslaught, won't want the good times to stop rolling just yet and could quickly fill a niche market that I suspect still has some currency in this country - wagons - with its hot-looking i40. With Mazda and Acura sadly backing out of the wagon segment, and Mercedes and Audi stepping up, there is a widening hole in the low-cost wagon category that has some potential behind it as SUVs fall out of favour (again to high fuel cost) yet buyers still demand utility.

I will bet my kids' March allowance that both of these vehicles make their way to Canada in the next year. There is no way Ford and Hyundai will let Toyota steal the show.

[Ranger Image, top: Adrian Moser/Bloomberg]

[Hyundai image 1, Hyundai, handout; Image 2: Fabrice Coffrini, AFP/Getty]

The snowmobiler pulled up beside me as I was clearing snow from the Audi’s front wheels. Behind us lay the 1.6-km of snow-covered lane that leads to my old wooden cottage that sits on a quiet bay of Bobs Lake near Westport, Ont.

“How did you get through there?” he asked, shutting off his loud, smelly old Ski Doo. “My truck is a 4x4, and I don’t think I could get past some of the parts where I saw your tracks.”

Me either. I did not think the Q5 would have gotten through our snowy lane so many times. But it did, over and over again, reaching my old place at the end of the unplowed lane each weekend without issue, and, more importantly, without ever getting stuck over the past eight weeks. That seems to be the story of this long-term test: that no matter what old man winter threw at Audi’s compact utility, the Q5 did one better.

And through the test, which concludes this week, I have grown to absolutely adore the Q5, not just because it has been so capable, but because it felt so good to drive every day, never once giving me so something to genuinely complain about. Sure, I wasn’t thrilled with what seemed like lazy shifts in the eight-speed transmission, but switching over to the dynamic mode in the Q5’s Active Dynamic suspension, or over to manual mode, cured that instantly.

My wife, who never cares what she drives, has never been more enthusiastic about an automobile. “I love that car,” she would say after any time behind the wheel.

And why not? At $41,200 to start ($45,300 for the Premium Plus package), our 2.0-L Turbo Q5 had many things other than the drivetrain to like, as my logbook can attest: Under favourite things I noted: Audi’s Advance key that locks, unlocks with a touch of the door handle; the push-button start; the fact the headlamps can be left in the on position yet still go out when you shut off the ignition; an auto climate system that really is automatic and doesn’t ever need to be adjusted; the incredible Bang & Olufsen sound system (do not buy a Q5 without this $1,100 option); the clear, Bluetooth phone interface with voice activate dialing — say, call home and it begins calling home; the feel of the shift knob and steering wheel; LED taillights and LED DRLs; the power tailgate (never thought I would like), the huge side mirrors with Audi’s Side Assist blind spot warning system; the way the side mirrors dim in conjunction with the rear-view mirror; the click and feel of the buttons; the digital speedometer in addition to the round gauges; the large back-up camera and parking sensors.

Our fuel economy might also have fallen under favourites too, since I averaged 11.2-12L/100km in the city, and between 8 and 9.5L/100km on the highway, depending on speed limits. That’s not quite the advertised rating of 7.7 highway and 10.6 city. But it is winter, and at my last fill up, the reading on the dash said I had a range of 820 kms from its 75-litre tank. Yes, it requires premium fuel.

Under dislikes of my logbook, I have — honestly — nothing written down. Sure, I would like more space for the size of my family (wife, two sons and a lab), but not all families need the same space I do. And the middle seats fold forward for those not needing them. I would  have liked more cargo areas up front, though, more and deeper cubbies to put all my stuff; but I am surprised to find only blank space where I should have found something about which to object. Not even the interior lighting — usually a weak spot for every vehicle — was objectionable.

So where does that leave us? Saddened at the prospect of bidding our Q5 goodbye. Our tester rang in at  $55,400 with options — $45,300 to start but also including navigation ($3,200), which was good but I could live without it, Panorama roof ($2,300), beautiful and maybe in summer I would want, but could do without in winter; 19-inch alloy wheels (absolutely, for $1,000), Audi Drive Select, not sure about choosing this option, but it sure brings out the sporting side of the Q5; and the Bang & Olufsen sound, $1,100 (must).

At the start of this test, I never imagined the Q5 would be so capable and so enjoyable. I feel journalistically shallow for failing to find much to criticize — ok, no Bluetooth audio streaming without an adapter, there you go — and have ended up writing weekly dispatches only glowing in their praises of the Q5.

But the Q5 deserves it. The Audi never failed in its mission. As far as measuring its ability to handle a Canadian winter, one in which the snow never seemed to stop, the Q5 and its quattro AWD system scoffed at the entire season, across every road and trail in every type of weather. We pushed it over terrain not many Q5s in the real world will ever face — proving that for anyone wanting a vehicle that can outmuscle a northern winter, the Q5 is all the vehicle anyone will ever need.

Click here to read the full series, Audi Q5 Chronicles

Even after all the Audi Q5 and I have been through over the past several weeks — blazing through snow deep enough to strand most ordinary 4x4 trucks — I doubted whether to proceed Saturday.

The storm that blasted through the region last week left behind about 20 centimetres of new snow. I had already chosen not to take the unmaintained road that leads to the 1.6 km laneway to our cottage on Bobs Lake near Westport, Ont. because it would now be close to having 50 cms of snow on it, and, besides, the snow banks were so tall I wouldn’t have cleared them. So we drove on plowed roads to the start of the lane.

(The beginning of the 1.6-km lane to our cottage, with haunted house on left.)

As I turned the Q5 – packed with our family’s weekend gear — onto the laneway, I was stopped by the sight before us: The lane sparkled in the sunshine, blanketed by a thick coat of fresh white flakes, inviting us to dive in. But it was clearly deep, and the incline of the first section had me suspecting the Q5 was sure to get stuck this time. There was, however, too much gear to carry in; I also had a friend nearby in case we got stuck. So, there was only one solution: Traction control disabled? Check. Switched to manual mode? Check. Everyone hanging on? Check.

Poof! Snow flew from all four wheels and over the hood as we dove in. Holding the engine between 3,000 and 4,000 rpm (maximum horsepower is at 4,300 rpm), I kept the Q5 squirming, bouncing, sliding and slicing through the snow. Twice, we were unable to get over small hills, but after backing down and taking another run at them, we made it over and through, past the trees and over the ruts to the end of our lane. Utterly amazing. I know this sounds like hyperbole, but I was shaking my head in disbelief that we made it, thinking that if I were buying a compact utility, this would be the one. 

But I’ve also come to realize the Q5 is more than a snow machine. The tiny 2.0T that might have seemed like a crazy idea a few years ago for a compact utility vehicle has proven that is the engine of choice, that all the usual objections to owning a four —they’re rough, coarse, lethargic — have been conquered through intelligent engineering.

The Q5’s 2.0T has a good snarl to it as the revs climb. Thanks to the high boost turbocharging (14.7 psi of boost) torque is felt immediately, all 258 lb.-ft of it available as low as 1,500 rpm. Above 1,500 rpm, the engine feels smooth too, not at all rough like traditional four-cylinders. At idle, the engine is quieter than it should be. There is no vibration. And coupled to the eight-speed automatic, the torque and gearing make for a great deal of zest.

I’ve also come to learn that the better way to cure the Q5’s lazy shift patterns in the name of fuel economy is by using Audi’s Drive Select, rather than manual shifting. ADS allows customizable controls for steering, suspension and engine, with comfort mode smoothing out highways heaved by frost, automatic mode good for short trips around town, and dynamic mode ideal for all sporty driving. The only drawback to keeping the Q5 in dynamic mode is that the steering is heavier at low speeds, but the shift patterns are perfect, and it feels a lot faster.

So far in our test, the Q5 has exceeded all my expectations. It has passed every single challenge I’ve put it through — it even squeezed in all our gear on the weekend, though it was tight with two adults, two kids, the dog and all our stuff. But the Q5 has the off-road capability that I had hoped for, as well as the on-road driving pleasure I expect from a premium brand. I’m not sure I will find a more suitable balance in anything else.

(Someone's enjoying the ride!)

Click here to read previous entries and to see more photos.

Chevrolet, Volkswagen, Audi, and Hyundai have already let out a raft of car ads that will appear during the Super Bowl this Sunday.

At about $3 million for a 30-second spot, the ads need to be great, considering more than 106 million people will be watching the big game.

And they are.

Volkswagen's Darth Vader segment is sure to be a favourite, but the Camaro spots are enjoyable too.

Here's a round up of some of the ads released so far.

Volkswagen

Camaro

Chevrolet

Hyundai

Audi

Bridgestone

Nothing like having an Audi Q5 on days like this.

Isn't that a Canadian Tire commercial? For days like these.....Audi should film their own version.

(I've washed the Q5 every week but can't keep it clean.)

With school buses canceled, I ferried my two sons, 10 and 13, to school and was surprised how few cars were on the roads. 

Those that were, took it slow, thankfully — but so many drivers neglected to turn on their headlamps, which in turn activate the taillights. No wonder the government mandates things like daytime running lights. How can anyone not turn on their lights driving in the middle of a major winter storm?

(Ottawa drivers without headlamps turned on)

Our 2011 Audi Q5 is equipped with rear fog lights — two small, red lights housed in the reflectors of the rear bumper — which I turned on for these conditions, the worst I've seen all winter. The snow is blowing horizontally, it's minus 11 C, and the snow is falling hard and fast, with about 10 cms already on the ground on the way to 15-20 cms overall.

(The difference between a smart driver on the right in a GMC Envoy with headlamps on, so tail lights also come on, and a dumb driver in Lexus RX 350 on the left without lights on — and Lexus RX's have bright LEDs for just such days!)

But, as we've seen all along this winter, the Q5 handled the storm and snow with aplomb. The only issue I had this morning was a freezing wiper on the driver's side, which made it hard to see at times.

Other than that, it was easy to move about, the quattro system designed for exactly these kinds of conditions.

Forecasters say we're in for another 10 cms today, and another 10 over the next week, to which I say: Bring it!

Click here to read previous Q5 Chronicles.

I shouldn’t have taken the unserviced road to my cottage. A voice in my head said don’t do it.

I did anyway. And sure enough, I was stopped by the snow trying to get up the first significant hill.

But here’s the remarkable thing: I never got stuck.

This, however, was the closest I’ve been to getting stuck in our 2011 Audi Q5 we borrowed from Audi Canada for eight weeks to thoroughly test its winterlyness. Another 5 cms of new snow had fallen through the week and the snow was resting atop a slippery, slushy mix. As soon as I bounded over the snowbank and onto the unserviced road to our cottage, I knew the conditions were bad, that it was uncertain whether I would make the 5 kms to the end. The temperature was -10C.

Going up hills was the problem, but again I was grinning as the Q5 flung snow into the air from all four tires — the brilliant quattro system sending torque front to back and varying it side to side through braking, trying to pull this compact SUV to the top. At times, I was only inching along, holding the Q5 in 1st gear at more than 4,000 rpm, but eventually the Q5 made it. By the time I reached the end of the road, the wheels were so packed with snow, I had to clear them out by hand.

With another 15 cms of snow coming this week, however, the unserviced road will likely be deep to drive on. But through these tests I think I have found the upper limit of snow for the Q5 – about 30 cms.
Still, that’s about the worst any Q5 owner will ever attempt to drive through unaided. I am carrying a tow rope.

More likely is the scenario I faced most of the week — driving along lightly snow-covered roads on the way to the ski hill or cottage. On the way to Ski Vorlage in Wakefield, Quebec last Friday evening, a dusting of snow was covering the highway and most of the traffic had slowed. But even though I was driving for the conditions, I still kept passing everyone because I never once felt the absence of grip.

Yes, we’re using Pirelli Scorpion winter tires — which are remarkably quiet on the highway by the way — but the Q5 is confidently sure-footed in these conditions. The xenon light package does a great job illuminating the dark, and headlamp washers keep the lenses clear (though the washers can’t be shut off if you’re driving with the lights on, which means using a lot more fluid).

The cargo area easily took a large ski bag and one smaller bag, with the skis and a snowboard resting flat in the fold down portion between the rear seats.
Sure, I would like more cargo room, like that of a Honda Pilot which has 48 cubic feet behind the second row, but the Q5 (with 32 cubic feet) has slightly more than the Cadillac SRX (28.5) and Acura RDX (29.5) and showed it can easily carry four skiers and their gear without issue — and do it with a high degree of traction. Of course, once at the hill, the snowy parking lot was a snap to negotiate.

I’m still trying to find something I don’t like about the Q5, and other than the early shifting pattern in the eight-speed automatic, there’s nothing, really, to quibble about. It starts easily in the cold, and even in minus 30 is absent of squeaks. The Q5 really is proving that it is more than enough vehicle for a Canadian Winter – though the forecasted storm rolling our way will make the road to our cottage possibly impassable.

We’ll find out Saturday.

(Had some good company on the trip, our lab Lily; hey, paws off the buttons!)

Ok, so it’s clear so far that our 2011 Audi Q5 is not going to get stuck without some major intervention by Mother Nature, so we’re going to point out some interior highlights that make driving the Q5 a delight.

First among them is the elevated driving position, which is van-like, rather than truck like. The heated leather seats are comfortable and supportive. The seat heaters do require two steps to get them set, but once going, they’re very good, warming much of the seat, not just the bottoms. And they’re available for the back seats too.

Some have complained about the two-step functions to many of Audi's controls  — one click to activate the function, another to set it — but once you’re familiar with them, they becomes much less of an issue. Plus, the way the switches feel and sound is good. They snap to action.

High among the best features about this interior, though, is the $1,100 optional Bang & Olufsen stereo. The 14 speakers and 505 watts of digitally amplified sound are as good as systems costing five times that. If you only get one option, be sure it is this one.

Audi’s MMI system, powered by a 40-GB hard drive, would take pages to explain in detail, but let’s just say it is the command centre for almost all functions. It is fairly easy to navigate once you know your way, and what the various buttons do. If you don’t want to use the buttons, there is voice command, which seems to work correctly about 75 per cent of the time. The Bluetooth phone system is spectacularly good, displaying all your contacts on the 7-inch, full colour LCD screen, and two clicks later (or one voice command) you’re dialing. Various colours help determine which function you are in: Green for phone, red for vehicle settings up, brown for music, blue for navigation.

Music streaming to get songs off your iPhone or new BlackBerry, however, requires a special adapter — something that ought to be standard these days to avoid plugging-in the phone every time you get into the car. As it is, the iPod can be plugged in, via a cord in the glovebox. Music is then displayed in the folders of your choice (but not the album covers) on the main screen.

A center screen in the dash cluster between the speedo and tach can display km/h digitally (and be switched to mph for US visits) as well as a distance to empty; also residing here are instant fuel economy, average fuel economy, a speed control warning, as well as other trip functions and an outside temperature reading. The various displays are activated by button on the wiper stalk.

The MMI’s map display is remarkably crisp with clear text and colourful graphics, even for my fortysomething eyes; it also employs real-time traffic and 3D topography to mimic actual buildings. Choosing the optional navigation system also gives you two SD card slots, as well as Audi's rearview camera and parking system, which beeps for front and rear objects in addition to giving wide sightlines out back.

The leather steering wheel feels very good, but I long for a heated steering wheel. There could be way more cubbies and hatches to put stuff, and a much larger centre storage box would be welcomed.

The optional panoramic sunroof is an absolute dream, however, letting in whatever sunshine is available as we make our way through winter. The Q5 sure is making it easy to tough out the cold.

“You’re willing to risk your family just so you can drive this through some snow and have something to write about?”

The “risk,” according to my safety-conscious wife, was taking the 2011 Audi Q5 we have on loan from Audi Canada for two months along 5 km of unplowed road the day after more than 12 cms of snow blanketed our cottage country this past weekend.

The country road, marked with a warning that says No Winter Maintenance, already had about 10 cms of snow on it, so it was getting deep with all the fresh powder. The main problem was not so much a fear of getting stuck, or sliding off the road – both genuinely legitimate possibilities — but having that happen with a dead cellphone, the day's temperature struggling to rise above -12 C, and seemingly no one around.

“We’ll be fine; quite worrying yourself,” I assured her with all the blind confidence of a typical man. “Yeah, mom, quit worrying,” chimed our two yong boys in the back seats, cosseted by their own seat heaters, completely oblivious to the road conditions or genuine potential for getting desperately stuck.

I have to admit, my wife’s worrying (and ensuing silence) had the unusual effect of making me second guess the decision to try this road, as well as the fortitude of the Q5, which was now at risk of become high-centered because the snow was higher than the undercarriage, despite its 7.9 inches of ground clearance.

But I had tested out the Q5 the day before, when the snow was still falling, along some nearby uphill driveways and hills. Out there, the Q5 had no issue whatsoever ascending hills in which I had to engage 4Lo the year before in a Toyota 4Runner. Still, with the few extra centimeters that fell that afternoon, it shouldn’t make the road out that much more difficult. Or so I assured myself.

Over a snowbank the Q5 bounded, and down along the road. My wife gripped the door handle. I kept the Q5 slow but steady, watching for any snowmobiles that might be using this road as a trail since there were sled tracks all over the place. Up the steepest hill, the Q5 wheels began to slip a little but forward momentum was never ultimately compromised as the quattro system switched torque delivery to whatever wheel wasn't spinning. More wheel slip came on the deeper parts at the top of the hills, but with a touch more throttle the Q5 pulled ahead.

And so it went, over hill and dale, until the farm at the end of the road was in sight, and a short cut through the bush tempted me to try it. “Should we?” I asked my wife, looking at the snow-covered trail.

“Go for it,” she said, now as convinced as I am that snow is not something the Q5 will ever have to worry about.

See the press release, below, for full details.

January 13, 2011 - Montreal:  Today during media day at the Montreal International Auto Show, the Automobile Journalists Association of Canada (AJAC) announced the top three finalists in three overall award categories as follows:

2011 Chevrolet Cruze (Image credit: Handout/GM)

2011 Canadian Car of the Year:
- Chevrolet Cruze (Gallery: 2011 Chevrolet Cruze)
- Ford Fiesta (Gallery: 2011 Ford Fiesta)
- Volkswagen Jetta TDI Clean (Gallery: 2011 Volkswagen Jetta)

2011 Canadian Utility Vehicle of the Year:
- Ford Edge (Gallery: 2011 Ford Edge)
- Hyundai Tucson (Gallery: 2010 Hyundai Tucson)
- Volkswagen Touareg (Gallery: 2011 Volkswagen Touareg)

2011 Best New Design:
- Audi R8 Spyder (Gallery: Audi R8 Spyder)
- Jaguar XJ Supercharged (Gallery: 2011 Jaguar XJ)
- Mercedes-Benz SLS AMG (Gallery: 2011 Mercedes-Benz SLS AMG)

The three winners will be declared at approximately 8:20 am on Thursday, February 17th at the Canadian International Auto Show in Toronto.

Eleven category winners were eligible for the top honours after being announced last October during the association's annual "TestFest.   General Motors won three of the eleven categories while both Ford Motor Company and Volkswagen Canada each garnered double wins.  Other category winners were the BMW Group, Hyundai Canada, Porsche Canada and Toyota Canada. 

Seventy of Canada's top automotive journalists spent four intensive days in Niagara-on-the-Lake conducting back-to-back comparative testing of 144 "all new" or "significantly new" 2011 vehicles. This was no easy task.  Their vote results were determined from more than 40,000 individual data points established in the testing program.  That information includes not just specifications and features but actual performance data and subjective ratings on up to 23 different characteristics - from interior roominess and comfort to ride quality and handling ability.

The seventy journalists are all members of the Automobile Journalists Association of Canada (AJAC) whose primary purpose is to provide consumers with sound, objective, comparative data for use as a resource buying guide when considering the purchase of a new car, truck of SUV/CUV.  

The journalists' vote results were compiled on-site by the international accounting firm KPMG and kept confidential even from AJAC until the winners' press conference.  KPMG will return on February 17th at the Toronto show with four envelopes that announce the 2011 overall winners.

Consumers that want to compare a Ford Fiesta to a Mazda2 or a Volkswagen Jetta,  or a Jeep Grand Cherokee with a Honda Accord Crosstour, need look no further than the AJAC web site:  www.ajac.ca > Canadian Car of the Year Awards > Results

Still looking to buy a 2010, 2009, or even an older vehicle?  AJAC archives the comparative test data and vote results from previous years on its web site.  
Check it out:   www.ajac.ca > Vehicle Comparisons

For more information on the 2011 Canadian Car of the Year Awards, either visit our AJAC web site, call the AJAC office 1.705.924.3444, or send an email t beth@ajac.ca.

Montreal and Ottawa-area residents should keep their eyes peeled for this Audi A1 wearing an Ontario dealer plate and buzzing about the snow-covered backroads near Montreal.

The A1, which has so far been denied to North Americans, might just be the first and only A1 to step its quattro feet in Canada.

Or maybe not? Could this cold-weather testing of the quattro system be a sign that Audi will bring this car here?

We certainly hope so.

See the press release, below, for full details.

AUDI A1 QUATTRO PROTOTYPE MAKES A CHILLING DEBUT
11/01/11

-Developmental version of forthcoming all-wheel-drive premium subcompact hatchback is tested on snow-laden roads around Montreal
-Newcomer will ensure quattro has full representation across the Audi range
-An Audi A1 quattro prototype that brings all-wheel-drive to the premium subcompact hatchback segment for the first time is currently undergoing a baptism of fire grappling with freezing conditions on Canada's densely snow-packed roads.

The one-off development car is one of the stars of the 'Fascination of quattro' event taking place in Montreal to celebrate the past, present and future of the legendary four-wheel-drive system, which reached its 30th anniversary in 2010. It reaffirms the Vorsprung durch Technik brand's commitment, made at the 2010 Paris Motor Show, to underpin future high performance variants of the A1 with this proven driver aid.

The latest member of the burgeoning quattro family uses technology very similar to that used in A3 and TT models. At its core is an electronically controlled, hydraulically actuated multi-plate clutch located in front of the rear axle for an optimized distribution of weight. Inside is a package of plates that rotate in an oil bath.

During normal driving, the clutch sends most of the engine's power to the front wheels. If the front axle loses grip, the clutch can instantly transfer torque to the rear axle by forcing the plate packages together. A pressure reservoir helps the electric pump to develop the necessary oil pressure.

The UK A1 range currently offers a choice of ten front-wheel-driven models powered by 1.2-litre TFSI (86PS) and 1.4-litre TFSI (122PS) petrol engines and a 1.6-litre TDI (105PS) diesel, and is priced from £13,420 OTR to £18,665 OTR.

Even before it filters into the most diminutive of Audi models, the quattro system is already a feature of over 120 variants in the Audi line-up, from the A3 hatchback through to the R8 super car.

Ten centimeters of snow had fallen in the week, making for an unpredictable Sunday trek to the cottage, where I was headed to cut up for firewood a 75-year-old maple that had fallen during a thunderstorm in summer.

Before leaving, however, I had some time to slither around the city, where the Q5 provided some fun after I flipped off the traction control and maintained some long sideways drifts along deserted areas where the plows hadn’t yet made their rounds. It felt like a slow-motion version of Ken Block. If anything, the Q5 had almost too much traction, making it difficult to maintain any kind of sideways momentum as the quattro system bit into the soft snow.

We did notice some interior clicking noise from what appears to have been ice forming around the large panoramic sunroof, but otherwise I’ve found very little to gripe about so far. I’ve come to delight in Audi’s Drive Select, which changes the performance dynamics from casual to normal to sporty depending on the setting, but the feature is only available in conjunction with the navigation package instead of being standard or a stand-alone option. I also wish I had paddle shifters behind the steering wheel for the eight-speed transmission, which tends to upshift early in the name of economy. (Best mileage so far: 8.9L/100 km highway.)

Still, I had little trepidation when I reached the unserviced and unplowed 5 km-shortcut that leads to the also-unplowed lane into our cottage near Westport, Ont. This 5 km public road, which usually becomes used only by snowmobiles this time of year, had no tracks on it, other than a few deer and coyote footprints. I switched off the traction control and, for a moment, wished I had the ability to lock the centre differential so that all four wheels would turn with the same torque, but the Q5 does not allow that. I was, therefore, in its hands.

Again, up and over the hills, the Q5 never so much as hesitated once, and my desire to lock the differential was not even remotely warranted. Even on the steepest hill, which I was sure would require more than one attempt, the Q5 ambled up and over as if it were grinning the whole way. Really, I think the only thing that might stop the Q5 is about 30 to 40 centimetres of fresh snow that will be too deep for its 7.9 inches of ground clearance.

On the way home, however, I had a good chance to experience Audi’s Electronic Stability Program ESP when I got a little too exuberant around a snaky bit of road still covered with traces of snow. As the Q5 lost traction because I entered a left-hand corner at 60 km/h, the tail began to swing out. The ESP kicked in just a fraction of second before I began to correct for the skid we were entering. Within a span of what seemed like three to five seconds, the Q5 went from an emerging emergency situation to one of total control. I’m not sure how much of that was due to my corrective measure and how much was the ESP, but I didn’t get into any trouble, which at the end of the day is the desired goal.

Either way, the Q5’s electronics have only served to bolster my confidence in this sport utility, which is looking more and more like it will cruise through one of our winters.

To read more of the Q5 Chronicles, click here:

We may not have been blessed with a big blanket of snow yet, but we did recently get some rain and above zero temperatures, which generally made for one big yucky mess of the unserviced road into our old cottage near Westport, Ontario.

With ice underneath some of that mud and the frost coming out, the road conditions were about as poor as anyone will find on a country or cottage road. It was time to see if the Audi Q5 that we have loan for eight weeks could handle the slippery muck.

To be honest, I think the traction control light came on a couple of times, but that was about all the drama we could muster across our 1.6-kms of unplowed lane replete with hills and gullies. I simply cannot believe how capable Audi’s quattro all-wheel-drive system is — as good as any AWD system I’ve tested, and maybe good enough to keep up with a Toyota 4Runner.

To be sure, I thought it a good idea to gingerly step the 2011 Q5 up a portion of hill in a nearby gravel and sand pit — the same hill where I tested a Ford F-350 Super Duty that took three attempts to complete. My young son, now 10, summed up our feelings when he saw the hill and said: “I don’t think so, dad.”

First try, the Audi chewed its way up and over the hill with, again, not so much as a shrug thanks to the quattro system that has only earned my respect. The quattro system is fully automatic and permanent, meaning it is on all the time and requires no driver input. It uses a torque-sensing (Torsen) centre differential to divvy up torque duties as needed for the conditions, with 40 per cent going to the front, and 60 to the rear in normal conditions to achieve a rear-wheel-drive, performance-like feel. But it can send up to 65 per cent of the force to the front, or as much as 85 per cent to the rear, when needed. All of this happens completely unbeknownst to the driver or anyone else in the vehicle.

Of course the Scorpion winter tires help, but my son, like me, was truly impressed with how easy we conquered the hill climb. So we changed direction and went down the hill, which was now much softer after our initial ascent. The Q5 is equipped with “off-road mode,” activated by shutting off the stability control, which also activates hill-descent control, but it was not needed as the sport-utility effortlessly ambled its way down.

When we started this venture, I was inclined to think of the Q5 as utility vehicle more at home in the city. But the more I test the Q5’s limits, the more I realize how thoroughly capable the Q5 is as an off-roader, even though the majority of owners will never use their Q5s this way. For those who do, they can rest assured that if they ever encounter squirmy, messy roads, they’ll have the right vehicle.

Click here to read Week 1 with the Audi Q5.

— Derek McNaughton

Hyundai Canada must have learned something from Volkswagen, which recently priced its base Jetta at $15,875, because today it revealed pricing on the 2011 Elantra.

Despite the Elantra being all new, the base price remains the same at $15,849, yet has $1,900 in extra features. For the top-of-the-line Elantra Limited, the MSRP has been reduced by $1,100 to $22,699 even though it has more than $1,400 in new features and equipment.

Nicely done Hyundai.

Full pricing for 2011 Elantra is as follows: For a photo gallery of the 2011 Elantra, click here.
2011 Elantra L with 6-speed manual transmission
$15,849

2011 Elantra L with 6-speed automatic transmission
$17,049

2011 Elantra GL with 6-speed manual
$17,999

2011 Elantra GL with 6-speed automatic
$19,199

2011 Elantra GLS with 6-speed manual
$19,799

2011 Elantra GLS with 6-speed automatic
$20,999

2011 Elantra Limited with 6-speed automatic
$22,699

2011 Elantra Limited w/ Navigation and 6-speed automatic
$24,699

When the current Honda Accord Coupe made its debut as a "concept" at the 2007 North American International Auto Show, Honda assured us this was the look the car would take when it ended up in production. True to their word, and much to my delight, it did.

Honda did the same thing with the Acura MDX and Acura RDX. Honda is one of the few automakers, it seems, whose "concepts" are honest interpretations of what the company has planned for production.

And so we have what is very likely the 2012 Civic, which, as we blogged earlier, will make its debut at the North American International Auto Show in Detroit in January.

It's a nice-looking piece, having gone back to the drawing board once already. Judging by this sketch released today, I wouldn't expect a radical overhaul of the existing model, but more of maturation of the current car since Honda seems to radically remake the Civic every other generation and the last big remake was in 2006. We hope the car looks this good in the flesh — and that it has a turbo of some sort to bring Honda back into the game.

See the full press release from Honda Canada below for more detail.

TORONTO (December 13, 2010) – The styling direction of the next-generation Honda Civic will debut at the 2011 North American International Auto Show during the press preview on Monday, January 10.

The company released a sketch of the Civic Concept that conveys the sleek and aerodynamic profile of the show vehicle. The production version of the 9th-generation 2012 Civic based on the revealed concept will go on sale in spring 2011. The reveal of the concept vehicle at the auto show will be broadcast live via webcast on: www.hondanews.com/live2011naias.

 

UPDATE: Astute reader Scott Hammond left a comment below, that sent me back to Ford Canada today (Dec. 7)

Here is Ford Canada's response from a minute ago:

"Sorry I was wrong. Ecoboost is in January. The other engines are now. We actually sold our first 2011 F150 today."

Thanks Scott! Still, it's good to at least have a clearer date for the EcoBoost, which I predict will be a big hit in Canada. January isn't that far off now.

Original Post

My neighbour was looking for a new minivan after the transmission on his 2003 Honda Odyssey EX-L blew up on the weekend.

He's the type of guy who needs a truck now and then, so I told him to consider the 2011 Ford F-150 with EcoBoost, which gets as good mileage on the highway as a minivan — as low as 8.1 L/100km for one auto writer recently — yet has 365 horsepower and 420 lb-ft or torque.

At the dealership we went to, the sales guys were guessing, so I called Ford of Canada who confirmed for me today that 2011 F-150s with EcoBoost started shipping last week, so dealers will be getting them 'soon.' That's still no absolute date, but if the trucks are now being shipped, you can bet you'll see them on dealer lots by January.

For my neighbour who's got a dead minivan, that just might work.

[Image, F-150 Lariat. Ford, handout]