My flight to Los Angeles was delayed and my checked luggage isn’t arriving at the carousel promptly. Racing through my mind is the thought that it’s already well into the evening and I have to be at Willow Springs, the famous California club racing circuit, early in the morning. Needless to say, tension is building. There are few things that can ease ones anxiety, however, and one of them is knowing that the latest Aston Martin awaiting your arrival. On this trip, the British sports car maker has its refreshed DB9 coupe waiting for me. I’d heard it had been painted in a custom finish, one to match the DB5 you’ve seen in the famous Bond film, Goldfinger. Just another silver colour, I think. From the other side of the parking garage, I hear the unmistakable sound of the 12 cylinder firing up. My anticipation builds, but I remember that I’m already two hours behind schedule, which is now cutting into a good night’s rest before a serious day of work at the racetrack. As the valet pulls up, I realize I’m entirely mistaken about the colour. The heritage Silver Birch paint on the sensual lines of the new DB9 is a magnificent combination. I’ve always argued that the current range of Astons benefits from lighter colours and this $4,400 paint proves me right. In person, it is sensational and unequivocally evocative of a vintage DB5. With surprising forethought, I remembered to pack a number of small bags instead of a large suitcase. That’s because the DB9’s trunk is not as generous as the company’s flagship, the Vanquish, nor its gorgeous four-door sibling, the Rapide S. I’m able to fit a small suitcase, my briefcase and camera bag in the boot. My other small suitcase and racing helmet are required to ride with me in the cabin. The tension eases slightly as I slide into the leather-covered bucket and get adjusted in the cockpit; it’s now time for a 35 mile drive to my destination. I don’t drive Aston Martins as frequently as I’d like, but I am a dedicated student of the company’s cars. I know where every control is located and the function of each button on the dash. There’s no need for familiarization, so I press the circular D button at the top of the dash to engage Drive and roll out. No need for navigation tonight, I know the way to my destination. First things first, though – let’s exploit each one of the DB9’s 510 horses. Exiting the on-ramp onto the freeway, I gradually increase pressure on the throttle pedal until my right foot reaches the floor. The acceleration is unmistakably smooth – an effortless thrust that can only be produced by a V12. Highly illegal speeds are a fraction of a second away, time to back out of the throttle. The factory says the DB9 is good for zero-to-100 km/h times in the mid-four second range. That feels about right. I like to think that Aston Martins are made for high-speed, cross-Continental journeys – “Why don’t we have dinner in Paris, darling?” – and the broken, uneven freeways of Southern California are an affront to the DB9. For 2013, there is a new three-mode suspension and these freeways demand the softest setting, Normal. I let the transmission shift into sixth gear, let the V12’s revs drop, set cruise control to a reasonable speed and, in no time at all, arrive at my destination. Around dawn, my alarm chimes and I’m out of bed. After coming to terms with the fact I haven’t had enough sleep, I realize there’s a key to an Aston Martin in my jacket pocket. My day is already looking up. From here it’s a two-hour drive to Willow Springs, which necessitates a stop for coffee. The DB9 does have a vaguely functional cup holder that also doubles as an armrest. With a small coffee cup in place, I begin to feel a little cramped. It’s like Aston Martin’s CEO and accomplished racing driver, Dr. Ulrich Bez, is telling me that perhaps some of our North American habits aren’t aligned with those of Europeans. I get the message.The Aston navigates through town to the freeway and, even though exotic cars are a dime a dozen in California, the DB9 elicits countless positive reactions from motorists. I’m fairly certain they’re reacting to the car, not the bloke behind the wheel. In the near future, hydraulically-assisted power steering will disappear, much to the dismay of enthusiasts. For now, though, Aston Martin retains that classic steering feel that can only be delivered by a fluid-based system, and the DB9 is a pure joy to steer. Without flinching, the Aston eats up over a hundred miles of California freeway to get me to the edge of the Mojave Desert, where Willow Springs International Raceway was constructed in 1952. Cleverly built into the foothills of the Tehachapi Mountains, it looks to be more challenging than I had anticipated. The DB9’s cabin is pleasantly simple and although I’ve been sitting in the coupe’s minimalist bucket seat for a couple of hours, I arrive at Willow Springs rested and relaxed for a full day on track. Infinitely adjustable, massaging seats may be nice to have in your grand tourer, but a well-designed and –constructed seat is all you really need. Today calls for testing a Porsche 911 GT3 fitted with Carbon Revolution’s one-piece carbon fibre wheels, but from time to time I can’t help catching a glimpse of that beautiful Aston Martin on the other side of pit wall. Eventually, there is a break in the on-track action and the devil on my shoulder plants an idea. He whispers, “Take the Aston for a lap…” I’ve never explored speeds in an Aston Martin beyond those on the highway and I know that Willow Springs’ sweeping final turns will set me up with plenty of corner speed to accelerate down the front straight. I can’t resist… I need to know what the DB9 feels like at extra-legal speeds. Once you pull one of the Touchtronic II’s shift paddles, you have manual control of the transmission. As soon as I pull onto pit lane, I’ve already given up automatic shifts. Around the circuit, prudence gets the best of me and I take it easy to protect the tires, but as I reach turn eight, my speed increases. And increases. I set up the DB9 for the perfect line through turn nine so that I exit onto the front straight with maximum speed. The V12 shoves me back into the seat as I push the throttle to the floor. A flash of red light from the dash’s digital display tells me I’m running out of gear. Shift to fourth. The unmistakable wail of those 12 cylinders resonates off the pit wall. Another flash of red, pull the lever, fifth gear and I’m well above any speed limit. Corner one is fast approaching and I glance at the speedo – I see 130 mph. That’s 209 km/h per hour for us Canadians, and the DB9 is nothing but composed and confident at those speeds. The carbon ceramic brakes scrub over half that speed, without any drama, before I must turn into corner one. While I’ve found handling limits in each Aston Martin I’ve driven, with the smallest V8 Vantage being the most nimble, I’m pleased to learn that even the 1,785-kilogram DB9 is controlled and changes direction with immediacy. The standard carbon ceramic brake package of the 2013 model lowers unsprung weight, improving the DB9’s handling and feedback for the driver. Plus, whether I’m attacking corners or navigating California’s notorious stop-and-go freeway traffic, I find these brakes to be the best of their kind from any manufacturer. They’re progressive, just like the best cast-iron brakes, but with the legendary fade resistance for which carbon ceramics are known. Before I leave the circuit, I take a few more laps in the Porsche. Although I’m driving the 911 for an entirely different task, I can’t help but compare these two cars. The Porsche is simply a different beast than the gorgeous DB9. The contrast between these two coupes couldn’t be greater. They are polar opposites in the world of sports cars. Where the 911 GT3 is uncompromisingly focused on performance, the DB9 offers power, composure, luxury and elegance in equal measure. With my energy spent and the day’s work at the track done, I pack up the DB9 and point the long hood towards the City of Angels. Driving this beautiful Aston Martin back to L.A., I’m forced to smile. I relax into the seat and realize that today I’m the luckiest bugger in the world. Specifications 2013 Aston Martin DB9Base Price: $196,500Engine: 5.9L V12Horsepower / Torque: 510 hp / 457 lb-ftConfiguration: FRTransmission: 6-speed automaticFuel Economy Ratings: 21.6 / 10.0 / 14.3 L/100 km (city / hwy. / comb.) Story by Brian Makse | Photography by Brian Makse, Brian McGee and Aston Martin

Aston Martin ONE-77Base Price: £1,200,000 GBPEngine: 7.3L V12Horsepower / Torque: 750 hp / 533 lb-ftTransmission: 6-speed semi-automatic0-100 km/h: 3.7 sec.Fuel Economy Ratings (L/100 km): N/ATop Speed: 354 km/hWebsite: astonmartin.com Aston Martin VanquishBase Price: $296,000Engine: 6.0L V12Horsepower / Torque: 565 hp / 457 lb-ftTransmission: 6-speed Touchtronic automatic0-100 km/h: 4.1 sec.Fuel Economy Ratings (L/100 km): 17.8 / 8.5 (city / hwy)Top Speed: 295 km/hWebsite: astonmartin.com   Audi R8 GT / SpyderBase Price: $228,000 / $242,000Engine: 5.2L V10Horsepower / Torque: 560 hp / 398 lb-ftTransmission: 6-speed R-Tronic manual0-100 km/h: 3.6 sec.; 3.8 sec.Fuel Economy Ratings (L/100 km): N/ATop Speed: 320 km/h / 317 km/hWhat's new? Most powerful R8 yetWebsite: audi.ca Bentley Continental GTBase Price: $196,700 USDEngine: 6.0L twin-turbo W12Horsepower / Torque: 567 hp / 516 lb-ftTransmission: 6-speed ZF Quickshift automatic0-100 km/h: 4.5 sec.Fuel Economy Ratings (L/100 km): 22.2 / 10.1 (city / hwy)Top Speed: 318 km/hWhat's new? New V8 GT Speed versionsWebsite: bentleymotors.com Bentley Continental GT V8Base Price: $227,000Engine: Twin-turbocharged 4.0L V8Horsepower / Torque: 500 hp / 487 lb-ftTransmission: 8-speed automatic0-100 km/h: 4.8 sec.Fuel Economy Ratings (L/100 km): 15.4 / 7.7 / 10.6 (city / hwy / combined)Top Speed: 303 km/hWebsite: bentleymotors.com Bugatti Veyron 16.4 Grand Sport VitesseBase Price: $2,400,000Engine: 8.0L quad-turbo W16Horsepower / Torque: 1,183 hp / 1,106 lb-ftTransmission: 7-speed automatic0-100 km/h: 2.6 sec.Fuel Economy Ratings (L/100 km): N/ATop Speed: 410 km/hWebsite: bugatti.com Ferrari 458 Italia / SpiderBase Price: $269,900 / $315,000Engine: 4.5L V8Horsepower / Torque: 570 hp / 398 lb-ftTransmission: 7-speed dual-clutch F10-100 km/h: 3.4 sec.Fuel Economy Ratings (L/100 km): 11.8 (combined)Top Speed: 325 km/hWebsite: ferrari.com Ferrari F12 BerlinettaBase Price: $349,000Engine: 6.3L V12Horsepower / Torque: 731 hp / 509 lb-ftTransmission: 7-speed dual-clutch F10-100 km/h: 3.0 sec.Fuel Economy Ratings (L/100 km): 15 (combined)Top Speed: 340 km/hWhat's new? All-new, and the fastest Ferrari everWebsite: ferrari.com HTT Pléthore LC-750Base Price: $400,000Engine: 7.0L supercharged V8Horsepower / Torque: 750 hp / 655 lb-ftTransmission: 6-speed sequential automatic with paddle shift0-100 km/h: 2.9 sec.Fuel Economy Ratings (L/100 km): N/ATop Speed: 390 km/h (est)What's new? Canada’s supercar, race-style steering wheel displayWebsite: httsupercar.com Lamborghini Aventador LP700-4Base Price: $430,000Engine: 6.5L V12Horsepower / Torque: 700 hp / 507 lb-ftTransmission: 7-speed double-clutch semi-automatic0-100 km/h: 2.9 sec.Fuel Economy Ratings (L/100 km): 24.7 / 10.7 (city / hwy)Top Speed: 350 km/hWhat's new? New Roadster versionWebsite: lamborghini.com Lamborghini Gallardo LP 550-2 / SpyderBase Price: $200,800 / $240,500Engine: 5.2L V10Horsepower / Torque: 550 hp / 397 lb-ftTransmission: 6-speed e-gear automatic0-100 km/h: 3.9 sec. / 4.2 sec.Fuel Economy Ratings (L/100 km): 20.1 / 9.2 / 13.3 (city / hwy / combined)Top Speed: 320 km/hWebsite: lamborghini.com Lexus LFABase Price: $400,500Engine: 4.8L V10Horsepower / Torque: 552 hp / 324 lb-ftTransmission: 6-speed ASG automatic0-100 km/h: 3.7 sec.Fuel Economy Ratings (L/100 km): 31.4 / 14.7 (city / hwy)Top Speed: 325 km/hWhat's new? Limited Nürburgring Package (50 cars)Website: lexus-lfa.com Maserati GranTurismo Sport Base Price: $147,500Engine: 4.7L V8Horsepower / Torque: 444 hp / 380 lb-ftTransmission: 6-speed automatic0-100 km/h: 4.8 sec.Fuel Economy Ratings (L/100 km): 22.7 / 9.7 (city / hwy)Top Speed: 298 km/hWebsite: maserati.com Maserati Quattroporte Sport GT SBase Price: $143,170Engine: 4.7L V8Horsepower / Torque: 434 hp / 361 lb-ftTransmission: 6-speed automatic0-100 km/h: 5.0 sec.Fuel Economy Ratings (L/100 km): 23.9 / 10.9 (city / hwy)Top Speed: 287 km/hWebsite: maserati.com McLaren MP4-12C / SpiderBase Price: $247,500 / $275,000 (est)Engine: Twin-turbocharged 3.8L 90° V8Horsepower / Torque: 616 hp / 443 lb-ftTransmission: 7-speed Seamless Shift Gearbox (SSG)0-100 km/h: 3.1 sec. (est.)Fuel Economy Ratings (L/100 km): 17.1 / 11.4 (city / hwy)Top Speed: 333 km/h / 329 km/hWebsite: toronto.mclaren.com McLaren P1Base Price: $1,200,000*Engine: 3.8L twin turbo V8 with KERS*Horsepower / Torque: 800 hp (700 hp engine, 100 hp KERS) / 540 lb-ft*Transmission: 7-speed dual clutch automatic with paddle shift* 0-100 km/h: 2.9 sec.* Fuel Economy Ratings (L/100 km): N/ATop Speed: 345 km/h* What's new? Everything. And we can't wait to see it.Website: mclarenautomotive.com* All specifications speculative Mercedes-Benz SLS AMG Coupe / RoadsterBase Price: $206,900 / $213,200Engine: 6.2L V8Horsepower / Torque: 563 hp / 479 lb-ftTransmission: 7-speed SpeedShift DCT automatic0-100 km/h: 3.8 sec.Fuel Economy Ratings (L/100 km): 16.3 / 10.7 (city / hwy)Top Speed: 317 km/hWhat's new?  A hefty GT and GT3 version    Website: mercedes-benz.ca 2014 Porsche 918 SpyderBase Price: $845,000 USD (est)Engine: 4.6L hybrid V8 with KERS Horsepower / Torque: 770 hp (570 hp engine, 200 hp KERS) / 553 lb-ftTransmission: 7-speed PDK dual-clutch automatic0-100 km/h: 2.9 sec. (est)Fuel Economy Ratings (L/100 km): N/ATop Speed: 370 km/hWhat's new? The whole car, available 2014Website: porsche.com SRT Viper / GTSBase Price: $99,995 / $119,995Engine: 8.4L V10Horsepower / Torque: 640 hp / 600 lb-ftTransmission: 6-speed manual0-100 km/h: 3.5 sec. (est.)Fuel Economy Ratings (L/100 km): N/ATop Speed: 332 km/hWebsite: drivesrt.com

Audi RS5Base Price: $77,000Engine: 4.2L V8Horsepower / Torque: 450 hp / 316 lb-ftTransmission:    7-speed S-tronic automatic0-100 km/h: 4.7 sec.Fuel Economy Ratings (L/100 km): 13.7 / 9.2 (city / hwy)Website: audi.com Audi S6 / S7 / S8Base Price: $82,300 / $89,300 / $130,000Engine: 4.0L twin-turbo V8Output: 420 hp, 405 lb-ft / 520 hp, 481 lb-ft (S8)Transmission:    7-speed S-tronic automatic / 8-speed Tiptronic automatic (S8)0-100 km/h: 4.7 sec.; 4.1 sec. (S8)Fuel Economy Ratings (L/100 km): 12.7 / 8.3 (S6 & S7); 13.8 / 8.3 (city / hwy)What's new? New 4.0L power plantWebsite: audi.ca Alpina B7 Bi-Turbo AWDBase Price: $154,000Engine: 4.4L bi-turbo V8Horsepower / Torque: 540 hp / 538 lb-ftTransmission:    8-speed ZF Switch-Tronic automatic0-100 km/h: 4.6 sec.Fuel Economy Ratings (L/100 km): 13.5 / 7.8 (city / hwy)What's new? AWD only for CanadaWebsite: alpina-automobiles.com BMW M5Base Price: $101,500Engine: 4.4L TwinPower Turbo V8Horsepower / Torque: 560 hp / 500 lb-ftTransmission: 7-speed M Double-Clutch automatic0-100 km/h: 4.4 sec.Fuel Economy Ratings (L/100 km): 14.4 / 9.2 (city / hwy)What's new? No more V10Website: bmw.ca 2013 BMW M6 CoupeBase Price: $124,900Engine: Twin-turbocharged 4.4L V8Horsepower / Torque: 560 hp / 500 lb-ftTransmission: 7-speed M double clutch automatic (DCT)0-100 km/h: 4.4 sec. Fuel Economy Ratings (L/100 km): 13.2 / 8.6 (city / hwy)Website: bmw.ca 2012 Cadillac CTS-VBase Price: $72,600 / $75,460 (Sport Wagon)Engine: Supercharged 6.2L V8Horsepower / Torque: 556 hp / 551 lb-ftTransmission: 6-speed manual0-100 km/h: 4.6 sec. (est.)Fuel Economy Ratings (L/100 km): 14.9 / 10.6 (city / hwy)Website: cadillac.gm.ca Chevrolet Corvette 427 ConvertibleBase Price: $94,540Engine: 7.0L V8Horsepower / Torque: 505 hp / 470 lb-ftTransmission: 6-speed manual0-100 km/h: 3.9 sec.Fuel Economy Ratings (L/100 km): 14.3 / 8.3 / 11.6 (city / hwy / combined)Website: chevrolet.gm.ca Chevrolet Corvette Z06Base Price: $88,220Engine: 7.0L V8Horsepower / Torque: 505 hp / 470 lb-ftTransmission:    6-speed manual0-100 km/h: 3.8 sec. (est)Fuel Economy Ratings (L/100 km): 14.3 / 8.3 (city / hwy)Website: chevrolet.gm.ca Chevrolet Corvette ZR1Base Price: $120,000Engine: 6.2L supercharged V8Horsepower / Torque: 638 hp / 604 lb-ftTransmission:    6-speed manual0-100 km/h: 3.5 sec.Fuel Economy Ratings (L/100 km): 15.4 / 9.6 (city / hwy)What's new? 60th anniversary packageWebsite: chevrolet.gm.ca Fisker KarmaBase Price: $109,000Engine: 2.0L turbocharged hybrid 4-cylinder, dual electricHorsepower / Torque: 403 hp / 959 lb-ftTransmission: Single Ratio0-100 km/h: 6.5 sec.Fuel Economy Ratings (L/100 km): 7.1 / 6.2 (city / hwy) (after 50 km electric range) Jaguar XFRBase Price: $86,900Engine: 5.0L supercharged V8Horsepower / Torque: 510 hp / 461 lb-ftTransmission:    6-speed Sequential Shift automatic0-100 km/h: 4.9 sec.Fuel Economy Ratings (L/100 km): 14.1 / 9.3 (city / hwy)What's new? XFR-S (U.S. only)Website: jaguar.com/ca Jaguar XKR-SBase Price: $139,000Engine: 5.0L supercharged V8Horsepower / Torque: 550 hp / 680 lb-ftTransmission:    6-speed Sequential Shift automatic0-100 km/h: 4.4 sec.Fuel Economy Ratings (L/100 km): 18.9 / 8.6 (city / hwy)Website: jaguar.com/ca Lotus Evora SBase Price: $88,100Engine: 3.5L supercharged V6Horsepower / Torque: 345 hp / 295 lb-ft Transmission:    6-speed manual0-100 km/h: 4.4 sec.Fuel Economy Ratings (L/100 km): 14.2 / 7.5 (city / hwy)    Website: lotuscars.com/ca Mercedes-Benz CLS 63 AMG  Coupe Base Price: $111,200Engine: 5.5L bi-turbo V8Horsepower / Torque: 518 hp / 516 lb-ftTransmission:    7-speed SpeedShift automatic0-100 km/h: 4.4 sec.Fuel Economy Ratings (L/100 km): 13.9 / 7.6 (city / hwy)Website: mercedes-benz.ca Mercedes-Benz E63 AMG / WagonBase Price: $99,700 / $102,300Engine: 5.5L bi-turbo V8Horsepower / Torque: 518 hp / 516 lb-ftTransmission: 7-speed SpeedShift automatic0-100 km/h: 4.3 sec.; 4.4 sec.Fuel Economy Ratings (L/100 km): 13.6 / 8.8; 13.8 / 9.0 (city / hwy)What's new? Carbon-ceramic brakesWebsite: mercedes-benz.ca Mercedes-Benz SL65 AMG RoadsterBase Price: $158,900Engine: 5.5L bi-turbo V8Horsepower / Torque: 530 hp / 557 lb-ftTransmission: 7-Speed Sheedshift automatic0-100 km/h: 4.3 sec.Fuel Economy Ratings (L/100 km): 13.2 / 8.6 (city / hwy)Website: mercedes-benz.ca Mercedes-Benz SL 550Base Price: $123,900Engine:  4.7L twin-turbo V8Horsepower / Torque: 429 hp / 516 lb-ftTransmission: 7-speed automatic0-100 km/h: 4.6 sec.Fuel Economy Ratings (L/100 km): 11.9 / 8.1 (city / hwy)Website: mercedes-benz.ca Mercedes-Benz SLK55 AMG RoadsterBase Price: $80,500Engine: 5.5L bi-turbo V8Horsepower / Torque: 415 hp / 398 lb-ftTransmission: 7-speed SpeedShift Plus automatic0-100 km/h: 4.6 sec.Fuel Economy Ratings (L/100 km): 10.9 / 7.3 (city / hwy)Website: mercedes-benz.ca Nissan GT-R / Black EditionBase Price: $103.980 / $113,380Engine: 3.8L twin-turbo V6Horsepower / Torque: 545 hp / 463 lb-ftTransmission: 6-speed dual-clutch automatic with paddle shift0-100 km/h: 2.9 sec. (est)Fuel Economy Ratings (L/100 km): 12.9 / 9.2 (city / hwy)What's new? More power, new interior trimWebsite: nissan.ca 2012 Porsche 911 Carrera SBase Price: $110,000Engine: 3.8L flat-6Horsepower / Torque: 400 hp / 325 lb-ftTransmission: 7-speed manual (7-speed PDK optional)0-100 km/h: 4.5 sec.Fuel Economy Ratings (L/100 km): 10.6 / 7.3 (city / hwy)Website: porsche.ca Porsche 911 GT3 RS / GT2 RSBase Price: $154,600 / $279,500Engine: 3.8L Boxer V6; 3.6L twin-turbo Boxer V6Horsepower / Torque: 450 hp / 317 lb-ft; 620 hp, 516 lb-ftTransmission: 6-speed manual0-100 km/h: 4.0 sec.; 3.5 sec.Fuel Economy Ratings (L/100 km): N/AWebsite: porsche.ca Porsche 911 Turbo SBase Price: $183,400Engine: 3.8L twin-turbo flat 6-cylinderHorsepower / Torque: 530 hp / 516 lb-ftTransmission: 7-speed PDK automatic0-100 km/h: 3.3 sec.Fuel Economy Ratings (L/100 km): 12.7 / 8.1 (city / hwy)Website: porsche.ca 2014 Porsche Cayman SBase Price: $72,900 - $76,560 (PDK)Engine: 3.4L flat 6-cylinderHorsepower / Torque: 325 hp / 272 lb-ftTransmission: 6-speed manual / 7-speed PDK automatic0-100 km/h: 5.0 sec.; 4.9 sec. (PDK)Fuel Economy Ratings (L/100 km): 8.0; 7.7 (PDK) (combined)What's new? All-new model arriving spring 2013Website: porsche.ca Tesla Roadster Sport 2.5Base Price: $147,300Engine: 375 volt AC electricHorsepower / Torque: 299 hp / 295 lb-ftTransmission: Single-speed fixed gear0-100 km/h: 3.7 sec.Fuel Economy Ratings (L/100 km): N/A (394 km max range)Website: teslamotors.ca

Audi S4 / S5Base Price: $53,000 / $55,900Engine: 3.0L supercharged V6Horsepower / Torque: 333 hp / 325 lb-ftTransmission:    6-speed manual0-100 km/h: 5.1 sec.Fuel Economy Ratings (L/100 km): 13.8 / 8.3 (city / hwy) Website: audi.ca Audi TT RSBase Price: $67,600Engine: 2.5L turbocharged 5-cylinderHorsepower / Torque: 360 hp / 343 lb-ftTransmission:    6-speed manual0-100 km/h: 4.3 sec.Fuel Economy Ratings (L/100 km): 12.6 / 6.8 (city / hwy)    Website: audi.ca BMW M3Base Price: $71,700Engine: 4.0L V8Horsepower / Torque: 414 hp / 295 lb-ftTransmission:    6-speed manual0-100 km/h: 4.7 sec.Fuel Economy Ratings (L/100 km): 15.2 / 9.7 (city / hwy)What's new? V8 EngineWebsite: bmw.ca Cadillac ATS Premium CollectionBase Price: $48,225Engine: Turbocharged 2.0L 4-cyl.; 3.6L V6 Horsepower / Torque: 272 hp / 260 lb-ft (4-cyl.); 321 hp / 274 lb-ft (V6)Transmission: 6-speed automatic; 6-speed manual (2.0L turbo only)0-100 km/h: 6.3 sec.Fuel Economy Ratings (L/100 km): 2.0 – 9.9 / 6.3 (RWD auto), 10.3 / 6.6 (AWD auto); 3.6 – 11.1 / 7.1 (RWD auto), 11.7 / 7.5 (AWD auto) (city / hwy) Website: www.cadillac.ca Chevrolet Camaro 2SS Coupe / ConvertibleBase Price: $43,220 / $49,100Engine: 6.2L LS3 V8Horsepower / Torque: 426 hp / 420 lb-ftTransmission:    6-speed manual0-100 km/h: 5.4 sec. (est)Fuel Economy Ratings (L/100 km): 13.4 / 8.3 (city / hwy)Website: chevrolet.gm.ca 2013 Chevrolet Camaro ZL1Base Price: $58,000Engine: Supercharged 6.2L V8Horsepower / Torque: 580 hp / 556 lb-ftTransmission: 6-speed manual0-100 km/h: 4.1 sec. (est.)Fuel Economy Ratings (L/100 km): 14.9/10.6 (city / hwy)Website: www.chevrolet.gm.ca Chrysler 300 SRTBase Price: $48,095Engine: 6.4L HEMI V8Horsepower / Torque: 470 hp / 470 lb-ftTransmission:    5-speed automatic with paddle shift0-100 km/h: 4.7 sec. (est)Fuel Economy Ratings (L/100 km): 15 / 8.7 (city / hwy)What's new? Beats Audio sound systemWebsite: chrysler.ca Dodge Charger and Challenger R/T / SRTBase Price: $37,845 (R/T) / $48,995 (SRT)Engine: 5.7L HEMI V8; 6.4L HEMI V8 Horsepower / Torque: 370 hp / 395 lb-ft; 470 hp / 470 lb-ftTransmission:    5-speed automatic (paddle shift on SRT)0-100 km/h: 5.5 sec.; 4.7 sec.Fuel Economy Ratings (L/100 km): 15 / 8.7 (city / hwy)   Website: dodge.ca Ford Mustang Boss 302Base Price: $48,799Engine: 5.0L V8Horsepower / Torque: 444 hp / 380 lb-ftTransmission: close-ratio 6-speed manual0-100 km/h: 4.2 sec. (est.)Fuel Economy Ratings (L/100 km): 13.6 / 7.8 (city / hwy)Website: www.ford.ca Ford Mustang GTBase Price: $34,549 Engine: 5.0L V8Horsepower / Torque: 420 hp / 390 lb-ft Transmission:    6-speed manual0-100 km/h: 4.6 sec.Fuel Economy Ratings (L/100 km): 12.2 / 7.6 (city / hwy)Website: ford.ca Ford Mustang Shelby GT500Base Price: $61,699Engine: Supercharged 5.8L V8Horsepower / Torque: 662 hp / 631 lb-ftTransmission: Tremec 6-speed manual0-100 km/h: 4.4 sec.Fuel Economy Ratings (L/100 km): 14.3 / 8.5 (city / hwy)Website: www.ford.ca Ford Taurus SHOBase Price: $57,460Engine: 3.5L twin turbo V6Horsepower / Torque: 365 hp / 350 lb-ftTransmission:    6-speed SelectShift automatic0-100 km/h: 5.8 sec.Fuel Economy Ratings (L/100 km): 12.2 / 7.8 (city / hwy)What's new? Front and rear stylingWebsite: ford.ca Hyundai Genesis Sedan R SpecBase Price: $53,499Engine: 5.0L V8Horsepower / Torque: 429 hp / 376 lb-ftTransmission:    8-speed automatic with Shiftronic0-100 km/h: 5.3 sec.Fuel Economy Ratings (L/100 km): 11.3 / 8.5 (city / hwy)Website: hyundaicanada.com Infiniti G37 / IPL CoupeBase Price: $46,800 / $57,300Engine: 3.7L V6Output: 330 hp / 270 lb-ft; 343 hp, 273 lb-ftTransmission:    7-speed Driver Sport automatic0-100 km/h: 5.6 sec. (est); 5.3 sec. (est)Fuel Economy Ratings (L/100 km): 11.0 / 7.4 (city / hwy)What's new? IPL convertibleWebsite: infiniti.ca Lexus IS-FBase Price: $72,650Engine: 5.0L V8Horsepower / Torque: 416 hp / 371 lb-ftTransmission:    8-speed Sport Direct Shift automatic0-100 km/h: 4.8 sec.Fuel Economy Ratings (L/100 km): 13.0 / 8.5 (city / hwy)Website: lexus.ca Mercedes-Benz C63 AMGBase Price: $66,900Engine: 6.3L V8Horsepower / Torque: 451 hp / 443 lb-ftTransmission:    7-speed SpeedShift automatic0-100 km/h: 4.5 sec.Fuel Economy Ratings (L/100 km): 15.8 / 10.1 (city / hwy) Website: mercedes-benz.ca Mini John Cooper Works GPBase Price: $44,900Engine: 1.6L turbocharged 4-cylinderHorsepower: 218 hp / 207 lb-ftTransmission:    6-speed manual0-100 km/h: 6.3 sec.Fuel Economy Ratings (L/100 km): 9.4 / 7.1 (city / hwy)What's new? The limited edition JCW GPWebsite: mini.ca Mitsubishi Lancer Evolution GSR / MRBase Price: $41,998 / $51,798Engine: 2.0L turbocharged 4-cylinder Horsepower / Torque: 291 hp / 300 lb-ftTransmission: 5-speed manual (GSR);5-speed twin-clutch automatic (MR)0-100 km/h: 5.4 sec. (est)Fuel Economy Ratings (L/100 km): 12.4 / 8.7; 12.6 / 8.9 (city / hwy)Website: mitsubishi-motors.ca Nissan 370Z / RoadsterBase Price: $40,978 / $47,478Engine: 3.7L V6Horsepower / Torque: 332 hp / 270 lb-ftTransmission:    6-speed manual0-100 km/h: 5.5 sec. (est)Fuel Economy Ratings (L/100 km): 11.8 / 7.9; 11.8 / 8.1 (city / hwy)Website: nissan.ca Porsche Boxster SBase Price: $69,500Engine: Water-cooled horizontally-opposed 3.4L Boxer 6-cyl.Horsepower / Torque: 315 hp / 266 lb-ftTransmission: 7-speed PDK automatic0-100 km/h: 5.1 sec. (est.)Fuel Economy Ratings (L/100 km): 9.6 / 6.6 / 8.4 (city / hwy / combined)Website: www.porsche.ca Volvo S60 R-Design PlatinumBase Price: $50,325Engine: 3.0L turbocharged V6Horsepower / Torque: 325 hp, 325 lb-ftTransmission:    6-speed Geartronic automatic0-100 km/h: 5.5 sec.Fuel Economy Ratings (L/100 km): 11.7 / 8.0 (city / hwy)What's new? Rebel Blue paint optionWebsite: volvocanada.com

Acura ILXBase Price: $27,790Engine: 2.0L iVtec 4-cyl. / 2.4L iVtec 4-cyl.Horsepower / Torque: 150 hp / 140 lb-ft (2.0L); 201 hp / 170 lb-ft (2.4L)Transmission: 5-speed auto. / 6-speed manual0-100 km/h: 10.1 sec.Fuel Economy Ratings (L/100 km): 8.6 / 7.2 (2.0L); 9.8 / 8.3 (2.4L) (city / hwy)Website: www.acura.ca Buick Regal GSBase Price: $36,845Engine: 2.0L turbocharged 4-cylinderHorsepower / Torque: 270 hp / 295 lb-ftTransmission: 6-speed manual0-100 km/h: 6.7 sec. (est)Fuel Economy Ratings (L/100 km): 11 / 7.4 (city / hwy)Website: buick.gm.ca Chevrolet Sonic RSBase Price: $23,560Engine: 1.4L Turbocharged 4-cylinderHorsepower / Torque: 138 hp / 148 lb-ftTransmission: 6-speed manual / 6-speed auto.0-100 km/h: 8.0 sec. (est)Fuel Economy Ratings (L/100 km): 7.5 / 5.8 (manual); 8.2 / 5.9 (auto) (city / hwy.)What's new? All new for 2013Website: chevrolet.ca Honda Civic SiBase Price: $26,190Engine: 2.4L 16-valve DOHC iVtec 4-cyl. Horsepower / Torque: 201 hp / 170 lb-ftTransmission: 6-speed close-ratio manual0-100 km/h: 8.5 sec. (est.)Fuel Economy Ratings (L/100 km): 10 / 6.4 (city / hwy)What’s new? Revised front and rear exterior styling (sedan), redesigned interior, recalibrated suspension and steering, new NVH reduction measures, more standard features. New colours: White Orchid Pearl, Kona Coffee Metallic (exterior); black (interior) Website: honda.ca Dodge Dart R/TBase Price: $23,995Engine: 2.4L 4-cylinderHorsepower / Torque: 184 hp, 171 lb-ftTransmission: 6-speed manual0-100 km/h: 6.1 sec. (est)Fuel Economy Ratings (L/100 km): N/AWhat's new? All new for 2013Website: dodge.ca Fiat 500 AbarthBase Price: $23,995Engine: 1.4L turbocharged 4-cylinderHorsepower: 160 hpTorque: 170 lb-ft0-100: 7.1 sec. (est.)Fuel Efficiency (City/Hwy): 7.1 L/100 km / 5.7 L/100 kmTransmission: 5-speed C510 manualWebsite: www.fiatcanada.com Ford Focus STBase Price: $29,999Engine: Turbocharged 2.0L EcoBoost 4-cyl.Horsepower / Torque: 252 hp / 270 lb-ftTransmission: 6-speed manual0-100 km/h: 6.7 sec. (est.)Fuel Economy Ratings (L/100 km): 8.9 / 6.2 (city / hwy)Website: www.ford.ca Honda Accord EX-L CoupeBase Price: $35,390Engine: 3.5L V6Horsepower / Torque: 278 hp / 252 lb-ftTransmission: 6-speed manual0-100 km/h: 6.4 sec. (est)Fuel Economy Ratings (L/100 km): 11.5 / 7.1 (city / hwy)Website: honda.ca Hyundai Genesis Coupe 2.0 R-Spec / 3.8 GTBase Price: $28,799 / $36,999Engine: 2.0L twin-scroll turbocharged 4-cylinder / 3.8L V6Horsepower / Torque: 274 hp / 275 lb-ft; 348 hp / 292 lb-ftTransmission: 6-speed manual0-100 km/h: 5.8 sec.; 5.5 sec. (est)Fuel Economy Ratings (L/100 km): 10.0 / 6.6; 11.5 / 7.3 (city / hwy) Website: hyundaicanada.com Hyundai Veloster TurboBase Price: $25,999Engine: Turbocharged 1.6L 4-cyl.Horsepower / Torque: 201 hp / 195 lb-ftTransmission: 6-speed manual0-100 km/h: 7.2 sec. (est.)Fuel Economy Ratings (L/100 km): 8.3 / 5.7 (city / hwy)Website: www.hyundaicanada.com Kia Optima SX TurboBase Price: $33,995Engine: 2.0L turbocharged 4-cylinderHorsepower / Torque: 274 hp / 269 lb-ftTransmission: 6-speed Steptronic automatic0-100 km/h: 6.8 sec. (est)Fuel Economy Ratings (L/100 km): 8.7 / 5.7 (city / hwy)Website: kia.ca Mazda MX-5 Miata GTBase Price: $29,145Engine: 2.0L 4-cylinderHorsepower / Torque: 167 hp / 140 lb-ftTransmission: 6-speed manual0-100 km/h: 7.8 sec.Fuel Economy Ratings (L/100 km): 10.1 / 7.2 (city / hwy)Website: mazda.ca Mazdaspeed 3Base Price: $29,940Engine: 2.3L turbocharged 4-cylinderHorsepower / Torque: 263 hp / 280 lb-ftTransmission: 6-speed manual0-100 km/h: 6.6 sec. (est)Fuel Economy Ratings (L/100 km): 11.5 / 8.0 (city / hwy)Website: mazda.ca Scion FR-S / Subaru BR-ZBase Price: $25,990 / $27,295Engine: 2.0L Boxer 4-cylinderHorsepower / Torque: 200 hp / 151 lb-ftTransmission: 6-speed manual0-100 km/h: 7.7 sec.Fuel Economy Ratings (L/100 km): 9.6 / 6.6 (city / hwy)Website: scion.ca / subaru.ca Subaru WRX STi / 5 doorBase Price: $38,195 / $39,095Engine: 2.5L turbocharged Boxer 4-cylinderHorsepower / Torque: 305 hp / 290 lb-ftTransmission: 6-speed close-ratio manual0-100 km/h: 4.9 sec.Fuel Economy Ratings (L/100 km): 12.6 / 8.8 (city / hwy)Website: subaru.ca Volkswagen Beetle SportlineBase Price: $29,575Engine: 2.0L turbocharged 4-cylinderHorsepower / Torque: 200 hp / 207 lb-ftTransmission: 6-speed manual0-100 km/h: 7.5 sec.Fuel Economy Ratings (L/100 km): 10.3 / 6.7 (city / hwy)Website: vw.ca Volkswagen Golf GTIBase Price: $29,375Engine: 2.0L turbocharged 4-cylinderHorsepower / Torque: 200 hp / 207 lb-ftTransmission: 6-speed manual0-100 km/h: 6.6 sec. (est)Fuel Economy Ratings (L/100 km): 9.9 / 6.7 (city / hwy)Website: vw.ca Volkswagen Golf RBase Price: $39,675Engine: 2.0L TSI turbocharged 4-cyl. Horsepower / Torque: 256 hp / 243 lb-ftTransmission: 6-speed manual0-100 km/h: 5.7 sec.Fuel Economy Ratings (L/100 km): 10.9 / 7.5 (city / hwy)Website: www.vw.ca Volkswagen Jetta GLIBase Price: $27,590Engine: 2.0L turbocharged 4-cylinderHorsepower / Torque: 200 hp / 207 lb-ftTransmission: 6-speed manual0-100 km/h: 6.8 sec. (est)Fuel Economy Ratings (L/100 km): 9.8 / 6.2 (city / hwy)Website: vw.ca

Raising the bar, lowering the boom Canyon Point, Utah – Every single time I’m given the opportunity to drive a new Land Rover on an off-road course, I come away slack-jawed in amazement at what these vehicles are capable of. Recently, my third such experience saw me behind the wheel of the 2013 Land Rover Range Rover. It was the most impressive yet. First, a few raw facts surrounding this entirely new luxury SUV, which Land Rover proudly labels as the most refined and most capable in the world. The fourth-generation Rover has been redesigned and reengineered from the ground up; this is more a case of revolution over evolution. Credited as being the world’s first SUV with an all-aluminum body, the new Range Rover is 39% lighter than the outgoing, steel model. This translates into a gargantuan weight savings of up to 420 kg, depending upon the individual model chosen. Not only is the body lighter than ever before, it’s also significantly sleeker. In fact, the silhouette of the new model, with its rounded front and back ends, is downright racy compared to previous generations. Though the look has, arguably, softened a bit, the Range Rover is more capable than ever when it comes to the rough stuff. In North America, there will be two different powerplants available across four different model lines. Here, in Canada, at least initially, we will receive only two of the four models: the Supercharged and the top-of-the-line Supercharged Autobiography. The remaining models, the Range Rover and the Range Rover HSE, may show up later in 2013. No plans have been announced to bring either of the two diesel-powered models or forthcoming diesel hybrid to North America. The base model is motivated by a five-litre V8 engine that produces an even 375 horsepower and lb-ft of torque. The Supercharged, as you may have guessed, features a blown version of this and the requisite jump in performance is massive – to the tune of 510 hp and 461 lb-ft. Both engines are linked to an eight-speed ZF automatic transmission. Combined with a new lightweight body, the best word to describe the on-road performance of the Range Rover Supercharged is 'effortless.' The sprint from zero-to-100 km/h takes just over five seconds, making this is one of the swiftest SUVs on the planet, the most extreme and/or absurd cases notwithstanding. The engine and transmission combination is very smooth; the speed is, of course, ready to be unleashed, but the overall demeanour of the Rover is more akin to that of a luxury cruiser than a purebred performance machine. On the open road, it is remarkably smooth, refined and controlled, particularly when its “off-road capabilities” are taken into consideration. (Credit to the completely revised adaptive air suspension system.) The transmission and lightweight structure produce some fairly stunning improvements in fuel efficiency: the new model s expected to show a 9% gain. If economy isn’t the aim, the transmission can be manipulated via the standard paddle shifters. With its high seating position, generous glass area and solid overall feel, this premier SUV is an extremely enjoyable ride that is capable of delivering hours of quality drive time. But, as has been the case over the past 65 years or so, the true measure of any given Land Rover is not how well it performs on-road, but how well it performs off-road. Rest assured, the new Range Rover is more than up to the task – nothing short of amazing when it comes to time to hurdle obstacles in the road – it's no shrinking violet, no pseudo-SUV better suited to opera duty, no pretender that is, under the skin, all show and no go. Oh, no. For the off-road portion of the drive event, the Land Rover took us to what can only be described as the most remote spot in the continental United States – a barren stretch of land just across the Arizona border into southern Utah. We veered off the lightly-beaten path and onto an even less-used dirt road that meandered along the same kind of land that is familiar to visitors of the Grand Canyon. While we didn’t scale giant cliffs or power down massive drop-offs, we weren’t far off, either. The off-road course took us four hours to traverse. (We were forewarned it would be a long day behind the wheel.) During these four hours, we encountered nearly every kind of weather pattern and all sorts of terrain: sand, snow, mud, sun, dirt, gravel, ruts and rocks... plenty of rocks. While navigating this trail, we encountered three different spots where, to the untrained eye, the task seemed insurmountable. The first, a rocky incline followed immediately by a right-hand turn. The second challenge, an even more brutal rocky incline that featured a tighter, 90-degree left-hand turn in the middle. Third, a series of rock steps that looked all-too-ready, willing and able to punish the undercarriage of the Range Rover. Approaching each of these obstacles, the sanest course of action would have been to turn back or find another way around. Yet, with the expert guidance of the Range Rover driving instructors, these climbs became a walk in the park before a visit to the opera. Previous versions could handle these conditions as well, but the ease with which the new model clambered, ploughed and powered over everything in its path was downright amazing. The previous terrain response system required the driver to switch among different settings depending on whether you were faced with sand or snow or rocks. The new, second generation version is fully automatic; its internal brain monitors conditions, wheel slippage and steering angle and provides the perfect style of power delivery to match the conditions. In fact, the new Range Rover is so smart, adaptable and amenable, I kept the transmission in Drive the entire time rather than shifting into a lower gear as suggested at various times.   We were in Lo range from the start of the trail and stayed there the entire time, but everything else about the drive was fully automatic. It’s worth noting the entire fleet of Range Rovers rode on showroom-ready all-season tires mounted on 20-inch alloy wheels; part of the trail was an extremely muddy section and the tread on the tires was not shedding any of it. It boggles the mind to think what this thing could do when fitted with off-road tires. The new Range Rover possesses countless excellent attributes that I haven’t covered in the least, including the luxurious interior, wealth of entertainment options and plethora of active safety systems. These features are worthy of more specific mention, for sure, but suffice it to say they are merely the icing on what is a very tasty cake. Perhaps there are other SUVs out there that could tackle similar terrain or offer an equal amount of versatility and sheer comfort when switching from on-road to off-road and vice versa. But I’d need to see it to believe it first. Until that time, the 2013 Land Rover Range Rover stands alone at the top of the mountain.

The cayenne-peppered cake you can't eat, but wish you could Exploring the sweeping bends, sharp turns and short straights of Southern Ontario's Niagara wine route in Porsche's latest Cayenne GTS is perhaps a dream come true. This latest SUV from Zuffenhausen grips the road like white on sauerkraut, steers through corners with sports car-like immediacy, soaks up the rough surfaces of Niagara Region's ill-maintained back roads like an off road racer, and thunders through the valleys with a bellowing exhaust note that could only be made by a Porsche V8. A performance sport utility vehicle might seem like a rolling oxymoron, but if any company can make a tall box on wheels handle like it's on rails, it's definitely Porsche. Yet, the Cayenne GTS is more than that. Although it's powered by the same normally-aspirated V8 found in the pedestrian Cayenne S, the GTS has more power, accelerates more quickly and sits lower, making this Cayenne more aggressive and a top choice for those drivers who like their SUVs with a serving of speed. Porsche created the GTS to fill the gap between the Cayenne S and the wicked Turbo – it's more than just the Turbo model less the pair of turbochargers. The GTS, particularly with the optional black exterior package, looks unique among Cayennes. The contrasting black trim, Turbo-esque air intakes and subtle body-colour fender flares distance the GTS from its less sporting brothers. It sits lower, shorter than the S by 24 mm, which only serves to give it a more aggressive stance and, since it's a Porsche, that stance is backed up by its performance. Engineers at Zuffenhausen have a long-standing reputation for understating the outright performance of all Porsches. The Cayenne GTS is no exception to this practice. Officially, the Cayenne is said to accelerate from zero-to-100 km/h in 5.7 seconds. The seat-of-the-pants-meter tells a different story, however. On a grippy road surface, the GTS feels quicker, as if it will hit 100 in closer to five seconds, despite its 2,085-kg curb weight. An exclusive lower final drive ratio helps the GTS achieve a licence-confiscating 261 km/h top speed. The revised 4.8-litre V8 uses all the tricks to make its 420 hp and 369 lb-ft of torque. Direct fuel injection, four valves per cylinder, variable valve timing, and a dry sump oil system make the GTS powerful, but – gasp – surprisingly efficient. The Cayenne is rated at 14.2 L/100 km in the city and an almost miserly 9.6 on the highway. Real world numbers always vary, so expect to see high teens in the city and around 11 at highway speeds, depending on your willingness to use the throttle, of course. While the Tiptronic name may have been slandered when first installed in 911s of old – make no mistake – the eight-speed Tiptronic automatic is a marvel in the GTS. Eight cogs give the V8 exceptional flexibility and maximize both performance and efficiency. While shifts aren't PDK-quick, they are as immediate as you'll find with any automatic and gear changes, up and down, are smooth enough to avoid upsetting the balance of the GTS. Porsche accomplishes this with a little engine management trickery – during shifts, cylinders are deactivated briefly to adjust engine speed faster. The aluminum paddle shifters that accompany the standard Sport Design wheel (otherwise optional on other Cayennes) give the driver direct control over the gears. Porsche Traction Management is standard on the GTS. PTS is a simple name for what is a very sophisticated active all-wheel drive system that integrates an electronically-controlled, central clutch for front-rear torque distribution, an electronic limited-slip differential (which uses the braking system instead of a mechanical differential), as well as traction and stability control systems. These all work together, harmoniously, to ensure ideal torque distribution and control in all driving conditions – from aggressive acceleration out of a slow corner to low-grip situations like our Canadian winters. To the driver, the system is simply indiscernible, and the GTS seems to always have grip no matter the driving conditions. Plus, the GTS uses an exclusive shorter final drive ratio. In line with the GTS' sporting nature, Porsche Active Suspension Management system is standard equipment. Optional on down-range Cayennes, PASM is another way of saying the GTS has sophisticated shocks with electronically-controlled damping. The PASM dampers are paired with conventional steel springs, with double wishbones in the front and an independent multi-like rear suspension. With the optional meaty 21-inch tires, the GTS is confident at speed in any corner and soaks up road imperfections with aplomb. Like all Porsches, the brakes were bred for German autobahns, as well as the race track. The 360-mm rotors up front are clamped by six-piston aluminum calipers. In the back, the GTS uses a still formidable set up – four-piston calipers and 328-mm rotors. Repeated, heavy braking on Niagara's winding roads never taxed the GTS' stoppers and any fade was never detected. Of course, on the GTS, the brake calipers are painted red for that sporting touch. The GTS comes equipped with sports seats that are a clear upgrade over the standard chairs. The aggressively-bolstered cushions keep you in the driver's seat and it's comfortable and supportive for even the longest trips. Those of average height, though, will find climbing over the bottom bolster aggravating on a daily basis. On the open road, visibility is superb, which is a Porsche hallmark. It's only when parking the GTS you will perhaps need some assistance. The optional front and rear park assist helps tremendously, because you simply can't see much out of the small rear window. Audiophiles may argue that a fine sound system has no place in a motor vehicle,but the Burmester sound system is perhaps the best available feature of the GTS. It transforms the cabin of the Cayenne into a virtual theatre, concert hall or studio depending on your musical preferences. Thankfully, Porsches don't require a special cable for iPhone connectivity – the standard USB is all you need. Another option that adds heavily to the bottom line is the GTS interior package. While it makes for a more visually exciting interior – red contrasting stitching and red seat belts – it's an expensive option at $3,940. Among SUVs, very rarely do you get to have your cake and eat it too. The Porsche Cayenne GTS is an exceptionally well-rounded machine, capable of driving in virtually any conditions. From carving corners to taking the family to the cottage to going off road, the Cayenne GTS is a sport utility that truly does it all. Specifications2013 Porsche Cayenne GTS Base Price: $93,600 Engine: 4.8L V8 Horsepower / Torque: 420 hp / 380 lb-ft Configuration: FA Transmission: 8-speed automatic Fuel Economy Ratings: 14.2 / 9.6 / 12.1 L/100 km (city / hwy. / comb.) Options on Test Vehicle: Extended exterior package painted high-gloss black ($4,170); self-dimming mirrors ($480); comfort lighting package ($290); Sport Chrono package ($310); power tilt/slide moonroof ($1,360); heated rear seats ($600); GTS interior package in Carmine Red ($3,940); PCM with navigation ($4,200); front/rear park assist with camera ($2,000); Burmester sound system ($6,500); 21" Cayenne Sport Edition wheels ($1,560). A/C Tax: $100 Freight: $1,115 Price as Tested (before taxes): $120,225 Basic Warranty: 48 months / 80,000 km

Drop-top road rocket Miami, FL – The Lamborghini Aventador is far too fast for public roads, that’s all there is to it. When I drove the original closed-roof model, introduced in 2011, it was on public roads. More specifically, these were the public roads outside Bologna, where traffic is fairly thick, the paved surfaces narrow and the Lamborghini felt a bit like Godzilla visiting Tokyo. Based on that experience, there was next to nothing I could write about that car’s performance, apart from saying that when the road went straight in brief bursts, the Aventador responded like a lit fuse. To sum up in full, it was the second-most frustrating supercar driving experience, next to driving a Bugatti Veyron in rush hour on the Don Valley Parkway. For the introduction of the convertible version of the Aventador, a much more product-appropriate driving experience was arranged: a visit to Homestead Speedway outside of Miami, followed by the requisite leisurely drive to make sure the audio system and other sundry items worked as advertised. No one is under the illusion the Aventador Roadster will be anyone’s regular track car… unless that anyone is an oil baron with more money than common sense. Even the hardtop version is unlikely to see much track duty; for this kind of purpose, Lamborghini has the more appropriate Gallardo range, including the race-ready Super Trofeo. But to reiterate: The Aventador is a very fast car and it’s best tested in a facility with plenty of open road, even more run-off area, and emergency medical assistance ready and waiting. This is, after all, a 700-hp supercar with all-wheel drive, three distinct engine management settings, including one called “corsa” (“track”) and a launch control system. Since the introduction of the coupe, a few significant changes have been made to the 6.5-litre V12: cylinder deactivation technology and an automatic start/stop system have combined to cut fuel consumption by some 10%. (New versions of the coupe now use the new engine as well; both versions stick with the single-clutch, eight-speed automatic transmission.) There’s also been some fairly ingenious engineering taking place at Lamborghini HQ to convert the coupe into a convertible. The roof consists of two removable carbon fibre panels that weigh six kg each. Once removed, the panels fit into the storage compartment under the hood in what is a fairly complex stack-and-latch system. With the panels stored, luggage space is reduced greatly, making even weekend getaways a tricky proposition.   There are other differences between the roadster and the coupe. The entire back hatch area on the roadster features a spine-like design that allows the V12 to remain the focal point. With the roof panels removed, the Roadster is even more striking than the Coupe. Overall, the conversion to drop-top status has added just 50 kg to the weight of the car – astonishingly low, especially when considering the torsional rigidity of the Roadster is on par with that of the Coupe – making it only fractionally slower than its predecessor: It completes the run from zero-to-100 km/h in three seconds and has a top speed of 350 km/h. There’s nowhere better than a racetrack to verify such figures. The plan was not to use the full oval at Homestead – that would have been an interesting adventure in and of itself – instead, we used one corner of the oval, linked to an infield course. This set-up provided ample opportunity to feel how the Lamborghini handled tight corners, quick transitions and, of course, rapid acceleration. The first session was all about familiarization, especially as I was tasked with wheeling a right-hand drive version. Setting the car in “strada” mode to start proved to be a less than inspired choice: Although the “most relaxed” setting seemed like it might be a good way to learn about the Aventador Roadster and it does offer the least tail-happy torque distribution for the AWD system (30% front; 70% rear). It also triggers the most aggressive traction control intervention. All of this made for a herky-jerky few laps as I easily exceeded the limits of adhesion – according to the on-board computer – and was met with the proverbial throwing out of the electronic anchor. A few times, I could count tenths of a second slipping away as I waited for the power to return while exiting a corner with too much gusto. The next time around, things worked better, but only slightly better. The “sport” setting, the middle-of-the-road in terms of electronic intervention, also features, surprisingly, the most tail-happy torque distribution (10% front; 90% rear). The Roadster wasn’t completely happy in this setting either – or, more accurately, it wasn’t happy with me attempting to send that entire 90% to the gigantic rear tires before the front wheels were completely straight.   Second lesson learned. What was needed was far less babysitting and far more freewheeling track action. Thus, for the third and all subsequent sessions, it was “corsa” mode or bust. From that throttle-tipping point on, progress was made. The Aventador showed far more willingness to being tossed into the tight corners. As familiarity with the track grew, there were no indications the traction control system was kicking in – with an AWD system and massive tires (optional 20-inch rubber in the front, 21-inch numbers in the back), it takes some effort to stay on the proper racing line and still manage to get the Lambo out of shape. From that point on, it was a matter of building speed and getting closer to the limits of the car. A quick chat with one of the Lamborghini instructors, Richard Antunicci, confirmed I was too impatient with the throttle. He also suggested coasting into the corners rather than trail braking. Back in 2003, Antunicci beat Lewis Hamilton, Robert Kubica and Nico Rosberg in an F3 race in Korea. My thinking: If he offers some advice that runs contrary to common thought on how to generate speed in an AWD supercar, I’m going to listen. I did listen. He was right: By coasting into the corners and being more patient with the throttle, the Aventador felt far more stable and more able to put the power down coming out of the corners. By the end of the track session, I was finally feeling the car move around underneath me in controlled little power slides and the enormous reserves of power coming from that ferocious V12 seemed a bit easier to control. Then, the tires on all the track cars slipped away and it was time to return to the garage for good.   In listening to the comments of other journalists after the action had concluded, one thing became clear: The Aventador is very easy to drive quickly and very difficult to drive very quickly. More than one of my colleagues overshot turns and ended up on the grass. A few others spun out. And still more were driving so slowly, they were clearly intimidated by the car. So, no, the 2013 Lamborghini Aventador Roadster is not a track car. But it is a car you could take to the track if you were so inclined. Bring your reflexes, though, because this thing will test your capabilities to their fullest. Prices for the latest Lamborghini begin at $485,000. Specifications2013 Lamborghini Aventador RoadsterBase Price: $485,000Engine: 6.5-litre V12Horsepower / Torque: 700 hp / 509 lb-ftConfiguration: MATransmission: 7-speed ISR automaticFuel Economy Ratings: 24.7 / 10.7 / 16.0 L/100 km (city / hwy. / comb.)

2013 Hyundai Genesis Coupe 2.0T, Scion FR-S, Subaru BRZ Choosing a Scion FR-S over the Subaru BRZ or vice versa is like picking black or white at the start of any new game of chess. Everyone knows you should choose white in order to go first, but whoever gets black has the benefit of seeing the first move. The Combatants The 2013 Scion FR-S and Subaru BRZ are both powered by the same horizontally-opposed 2.0L four-cylinder Subaru Boxer engine that makes 200 hp and 151 lb-ft of torque. Although the engine is clearly tagged as both Toyota and Subaru, the speedometer and tachometer aren't as quick to pledge an allegiance to either automaker. Were it not for other subtle differences in exterior garnish, colour choices, multimedia options, interior materials and suspension tuning, you'd be hard pressed to tell them apart without any badges or at night. Badged the Toyota GT-86 almost everywhere in the world but North America, these two worthy successors to the highly-popular and underrated AE86 Corollas of the mid-to-late 1980s are bringing back the affordable rear-wheel-drive sports car to reinvigorate brand loyalists whilst appealing to new and younger buyers for both companies. The offspring of a marriage-of-convenience between the two Japanese automakers, the two coupes practically mirror one another from the wheels right on down to their key fobs. The parts-sharing shenanigans are quite obvious inside and out, but easy enough to forgive when you consider Subaru and Toyota have set egos aside for the benefit of enthusiasts. Tale of the Tape The FR-S stickers for $25,990 while the BRZ starts at $27,295. The same six-speed manual transmission is standard on both cars. An automatic is available as a standalone option that costs $1,180 extra on the Scion and $1,200 more on the Sube. Part of the reason for Subaru's higher MSRP is the Scion's standard multimedia head unit does not offer navigation while the BRZ one does. Both are from Pioneer, though the Subaru piece is much nicer to look at and use. Road and wind noise are quite prevalent inside both cockpits and the centre console on both base models is more plasticky than the shinier optional Sport Tech package the Subaru can be equipped with. Scion offers radio upgrades as well, but Bluetooth phone and audio capabilities are standard for the two brands. There's a rattle in one of the Subaru's front speakers – evidence someone before me had a hard-on for cranking up the volume (perhaps to drown out the noisy cabin). The roof liner is a bit flimsy in both vehicles and there is nowhere to conveniently put a pair of sunglasses overhead or elsewhere when not in use. Although I prefer the sportier grip factor of the Toyota product's body-hugging cloth seats, the more contemporary monotone look of the Subaru feels a tad more premium. Helping are leather-covered BRZ seats (which share the same support skeleton) and plenty of head and front legroom in each cabin – tall drivers fear not. The small-diameter steering wheels are free of extraneous controls, which I like, and provides a good amount of feedback. It's obvious these cars target the hearts and souls of driving enthusiasts as opposed to the casual commuter. Despite the fact there are Latch anchors for securing baby and child seats in the hardly-functional rear seat, they do well enough at that. Tit for Tat Neither Scion nor Subaru could figure out the cup holder situation though. In both cockpits, the removable centre console tray has provisions for two bevy cups and makes cleaning up spills relatively easy. However, it's tricky to reach unless you are a contortionist or have arms and claws like a T-Rex. Might I suggest a better place for your hot morning coffee can be found in the lower door panel where left-handed drivers might not find it so awkward (as this right-handed one can attest). The 196-litre trunk is bit small and there's no exterior trunk popper button in the handle or anything like that. Another funny thing is the horn sounds like it's coming from the passenger side door whenever it's honked. The Subaru horn sounds cornier for some reason, but I find its exhaust note more natural-sounding compared to the FR-S, which sounds a bit forced. The heart of each car is, of course, the Subaru Boxer engine. The FR-S and BRZ manual is smooth and isn't notchy when moving in and out of the gates whatsoever. It's perhaps a touch tall, but nothing a short shifter kit can't fix. The Subaru clutch has a really nice feel to it – not too hard or soft with medium push-back that translates to a nice performance feel. The same pedal feels a lot lighter and the engagement point much higher in the Scion, perhaps because the test mule has almost 10,000 more kilometres on its engine than the BRZ does. It shows with a rough idle. The sixth gear is like a big bonus unlike so many long lost five-speed Subaru manual transmissions. Subaru Canada and Toyota Canada both gave me one week with their version of the new 86 coupe last fall. They both returned pretty reasonable fuel economy numbers – the FR-S averaging 7.6 L/100 km over 788 km while the BRZ saw 7.8 over 695 km of combined local and highway driving Both cars have been successful in bringing affordability back to the performance car category in spades. They offer excellent value at the low end of the sporty RWD coupe price scale straight out of the box. Fun? Yes. But far from perfect. Let's Get it On! A few weeks later I drove them both again during the Automobile Journalist's Association of Canada's (AJAC) annual “TestFest” event back-to-back-to-back on the street and the track versus the 2013 Hyundai Genesis Coupe 2.0T R-Spec and seven more current competitors (all FWD or AWD) in AJAC's “Sports/Performance Car (under $50,000)” category. The other entries being the Chevrolet Sonic RS, Fiat 500 Abarth, Ford Focus ST, Honda Accord Coupe, Hyundai Veloster Turbo, Mini Roadster and Volkswagen Golf R. Only the highest-rated vehicle can be considered for the overall CCOTY, which will be announced at the 2013 Canadian International Auto Show in Toronto. Whether to choose the BRZ over the FR-S may boil simply down to whether you fancy yourself more of a Subaru person or a Toyota person. But, whoa there sirs! These aren't the only ponies in the affordable RWD coupe game. Lest we forget the Hyundai Genesis Coupe? Let's not. The (Next?) Contender I drove the 2.0T R-Spec last spring at Hyundai's 2013 media launch, both on public high-desert roads and on the at the Spring Mountain Motorsport Ranch road course in Pahrump, Nevada. A few months later, they let me tear around the Mosport DDT in one at the last Hyundai Fun Day. The Korean-built coupe doesn't just fall to the wayside. With a 250 mm longer wheelbase, 80 mm wider track in the front and rear plus host of other features, the Genesis Coupe doesn't just feel like more car, it is more car. It can be had with either a 348-hp 3.8L V6 or the turbocharged four-cylinder in the 2.0T model, which enjoys 274 hp and 275 lb-ft of torque whether or not you go for the basic trim that starts at $26,499. As tested, the 2.0T R-Spec sells for $28,799 all in. Spring for it and Hyundai adds a Torsen limited-slip differential, R-spec calibrated suspension, upgrades the wheels from 18 to 19 inches and also pimps out the four-wheel ABS brakes with 340 mm front and 330 mm rear ventilated discs and four-piston calipers from Brembo to make the price of admission even more attractive. Compared to the competition, the Gen Coupe feels more substantial all around – solid if you will – with a larger, quieter cockpit featuring better-placed cup holders and nicer fit-and-finish to start. Seating is not as firm nor supportive, but sufficient and worthy of being called sporty nonetheless. The pedals are placed well for easy heel-and-toeing while the six-speed manual transmission is geared well for cruising and spirited track driving; though it does fight back occasionally when downshifting into second. The hydraulic steering system provides excellent feedback and linear response – both important for enthusiast drivers – however, is prone to overheating during steering-intensive exercises such as running a tight slalom and/or autocross course. And, like it or not (many people do), the Hyundai has a multifunction steering wheel to control other things in the car besides its direction. To Your Corners! Like the BRZ and FR-S, the Genesis has a three-stage traction and stability control system that can be defeated to squeeze as much dynamic performance out of the superbly well-balanced chassis as possible when desired. Despite giving up a couple hundred kilograms in curb weight and, in spite of the extra horsepower and torque of the present company, the 2.0T feels better planted, more predictable and easy-to-drive when it is being driven hard out on a road course. Naturally, the high-performance Bridgestone summer tires (standard on the R-Spec) are part and parcel to this. All three cars also have the latest in-car infotainment goodies like double-DIN head units with Bluetooth phone and audio streaming, iPod, USB, aux and 12-volt connections. They each have a non-split folding rear seat – Scion advertises a second set of wheels and tires will fit back here for weekend track excursions – but the Genesis boasts 332 litres more cargo and trunk capacity in addition to 350 litres more interior passenger space. Passengers might not enjoy the perceived extra rear legroom, however, upon discovering the aggressive rear glass angle can make for a bumpy ride if you catch my drift. Speaking of which, each can be drifted quite easily. Although, the Hyundai has the most responsive and best-balanced chassis of the lot, which makes finding and modulating the perfect yaw moment via the throttle that much easier. The limited-slip feels the most neutral and the clutch has the most grown-up feel to it. “The Genesis is a car for grown-ups,” said one colleague when comparing this affordable threesome during the AJAC TestFest event. Going the Distance The BRZ and FR-S behave similarly to one another out on the Niagara District Airport runway's handling course. The spring rates on the BRZ are not as aggressive in the rear, giving it a more comfortable and compliant ride on a day-to-day basis. Both are fun to drive on the track too – with the traction control systems switched off of course. The Subaru is more stable through fast sweeping corners while the more-aggressive Scion suspension is a bit more tail-happy. This is most evident in the short slalom section of our modest test course while both are fairly limited by the Michelin Primacy HP tires – shared with the Prius by the way – anywhere but public roads. While the grip levels aren't exactly prodigious, the Boxer engine's power and torque aren't exactly shredding them to pieces either. Both have a tough time keeping up with the more powerful Genesis. On-site performance testing done by fellow AJAC members reveals the huge difference the Brembos make. In fact, the R-Spec needs 37.9 metres of runway to make a complete emergency stop from 100 km/h compared to the FR-S and BRZ with total stopping distances of 40 and 40.8 metres, respectively. In the forward direction, the Genesis hauls from zero-to-100 km/h in 6.9 seconds while the Toyobarus tied at 7.3 seconds; and, from 80-to-100, it does 4.3 seconds versus 5.5 and 5.6 by the Japanese vehicles. For the everyday driver that is looking for an occasional track car – two or three times a season perhaps – that doesn't break the bank and isn't the least bit pretentious, the Genesis Coupe 2.0T is tough to beat. It offers above average performance at a reasonable price and makes for a mighty fine race car too as the 2012 CTCC champion and our very own resident hot-shoe Sasha Anis can attest. The Decision Whereas the Scion FR-S and Subaru BRZ twins are excellent cars that have arrived to market at the right time with the right mix of features and a very fair asking price to appease niche markets and brand loyalists, they simply don't have as much mass appeal as the Genesis Coupe does, which is something I never thought I would say. It ticks all the boxes, pushes all my buttons, got fresh with me out on the test track and finishes atop this particular comparison without much ado, but it didn't win its category at TestFest and neither did the other two. At least a few of my other predictions came true this year. First, the BRZ/FR-S vote was split down the middle. Second, the Ford Focus ST reigned supreme in this price range. As it stands, AJAC's top five 2013 sports performance cars under 50 grand are: 1 – Ford Focus ST (693 points), 2 – Scion FR-S (692), 3 – Hyundai Genesis Coupe 2.0T R-Spec (690), 4 – Subaru BRZ (689), 5 – VW Golf R (684). The latter is the most expensive with a MSRP of $39,675. The Focus ST cost $32,623 as tested. The only thing that could have made this sport compact performance battle even closer and more epic would have been the surprise, last-minute addition of the next successor to the even more popular Nissan 180/240/Silvia platform. Rumour has it one might be coming down the pipeline. Let's all pray it doesn't emerge with either a CVT or FWD. Specifications 2013 Hyundai Genesis Coupe 2.0T Base Price: $26,499 Engine: Turbocharged 2.0L 4-cyl. Horsepower / Torque: 274 hp / 275 lb-ft Configuration: FR Transmission: 6-speed manual Fuel Economy Ratings (L/100 km): 10 / 6.6 / 8.5 (city / hwy / combined) Options on Test Vehicle: R-Spec package ($2,300) – 19” gunmetal alloy wheels, Brembo braking package, performance-tuned dampers, thicker front/rear sway bars, Torsen limited-slip differential, cloth/leather seats A/C Tax: $100 Freight: $1,565 Price as Tested (before taxes): $28,799 Basic Warranty: 60 months / 100,000 km   2013 Scion FR-S Base Price: $25,990 Engine: Horizontally-opposed 2.0L 4-cyl. DOHC Subaru Boxer Horsepower / Torque: 200 hp / 151 lb-ft Configuration: FR Transmission: 6-speed manual Fuel Economy Ratings (L/100 km): 9.6 / 6.6 / 8.3 (city / highway / combined) Options on Test Vehicle: N/A A/C Tax: $100 Freight: $1,495 Price as Tested (before taxes): $25,990 Basic Warranty: 36 months / 60,000 km   2013 Subaru BRZ Base Price: $27,295 Engine: Horizontally-opposed 4-cyl. 2.0L DOHC Subaru Boxer Horsepower / Torque: 200 hp / 151 lb-ft Configuration: FR Transmission: 6-speed manual Fuel Economy (L/100 km): 9.6 / 6.6 / 8.3 (city / hwy / combined) Options on Test Vehicle: N/A A/C Tax: $100 Freight: $1,595 Price as Tested (before taxes): $27,295 Basic Warranty: 36 months / 60,000 km  

 Unleashing the full potential of FWD I’ve gone on record with this statement before and I’ll go on record again now: The modern MINI line-up comprises the very best front-wheel drive experience you can buy at any price. There are some worthy compact competitors out there, but none come close to the MINI in terms of razor-sharp reflexes and sheer seat-of-your-pants fun. In other markets, particularly those where the “hot hatch” is deified, there has been some stiff competition. But this hasn’t happened in North America to the same degree and, at this point in time, this niche segment has been conceded to the little German car with British roots. The modern MINI range has grown exponentially since its introduction. It now encompasses no fewer than seven distinct models with yet more on the horizon. For the uninitiated, there are three levels of performance across the entire MINI range in North America: the base models, the turbocharged S models and the extra over-boosted John Cooper Works (JCW) versions. (There’s also an even faster variation, the MINI JCW GP, but it’s only available in hatchback form.) To gain a deeper appreciation of the fastest vehicles in the current line-up—the JCW selection—BMW Canada organized a one-day, pin-it-and-grin-it event at the Canadian Tire Motorsport Park's Driver Development Track (DDT) this past fall. The premise behind this track day is simple yet powerful: Drive one JCW, then the next, then the one after that, then the one right behind, then the last one. Then, repeat as necessary. Now, for those who have never witnessed a bunch of car journalists being given free reign at a racetrack, it’s a YouTube sensation just waiting to be unleashed on an unsuspecting world. Nine times out of 10, someone’s brain will boil over and a car will go hurtling off the track. So, when someone decides to plan a press event on a tight and technical track like the DDT and give every single journo a car with equal power, I’d have to think there are equal parts bravery and stupidity at work. But this was not the case. Reason being, there were some very watchful experts on hand to make sure everyone had fun and stayed safe at the same time: the instructors at BMW Driver Training / MINI Driver Training. I’ve had the distinct pleasure of being a student of chief instructor Philippe Letourneau and his colleagues on a number of occasions and, for my money, they represent the finest team of advanced driving instructors in Canada. They also have some serious credentials: the instructing team on this day included former open-wheel star Jason Caravalho and past Daytona 24 Hour winner Jean-François Dumoulin. For his part, Letourneau is not only one of the experts on the Discovery Channel show “Canada’s Worst Driver,” he also happens to be a past instructor of 2012 DTM Champion Bruno Spengler. There wasn’t an overabundance of class time—the focus of the day was clearly less on driver development and more on driver fun. The instructors did have us start with a slalom exercise to get accustomed to the crisp handling of the cars. We also performed a braking and downshifting exercise into one of the slower corners, but that was the sum total of the practice. From that point on, it was let loose those hounds—the rest of the day was spent chasing the instructors around the full track, nose to tail. In retrospect, the lapping was in such close quarters and the pace so frenetic, it’s a wonder that no damage was done, apart from some very used tires and brakes. Still on the topic of car components, those that make up the MINI JCW line are, without a doubt, well-engineered and extremely durable. At most track events with stock-specification cars, the wounds will appear sooner or later: a burnt clutch here, consumed brake pads there and an overheating engine to round out the injury list. No sign of that on this day, though. In fact, after one particularly enthusiastic session, I returned to pit lane in the JCW Coupé with the front brakes smoking furiously. I figured it was time to let the car cool down, but Letourneau just smiled and asked: “Ready to go again?” This is just part of the brilliance of the MINI line and, make no mistake, it is not built into every sporty vehicle on the road today. The other aspects of the MINI JCW are equally compelling. The 1.6-litre turbocharged four-cylinder does not produce a huge amount of horsepower (208 to be precise) or a plethora of torque (207 lb-ft, when overboost is taken into consideration). Nevertheless this output is enough to send every car in the JCW fleet sprinting to 100 km/h in around 6.5 seconds. Nice! Even nicer is the way the MINIs handle. From the start, the new MINI has been advertised as having go kart-like handling and this is no stretch—apart from the Countryman, which was not part of our day. Certainly, the intuitive steering is on par with and, in some cases, better than some of the most expensive cars on the planet. For an FWD car, the level of understeer when powering out of corners is minimal, while the grip and cornering stability are exceptional. Of all the cars I drove on this day, the JCW Coupé remains my personal favourite while my least favourite is the Clubman. The Hatch, Convertible and Roadster comprise the middle of the proverbial road. Mind you, there is no lousy car in this collection, but the Coupé has more snap to it than the rest and the Clubman feels less crisp accelerating out of corners. In terms of styling and everyday functionality, the two-seater Coupé and its convertible variant, the Roadster, don’t make a lot of sense because their performance is very similar to the four-seater Hatch and Convertible. But there’s no arguing they’re a wildly-fun pairing. In fact, there’s no arguing every car in the 2013 MINI JCW line offers a very fun driving experience. Specifications: 2013 Mini JCW Base Price: $36,900 Engine: Turbocharged 1.6L 4-cyl. Horsepower / Torque: 208 hp / 192 lb-ft Configuration: FF Transmission: 6-speed manual Fuel Economy Ratings (L/100 km): 8.2 / 6.0 / 7.2 (city / hwy / combined) 2013 Mini JCW Coupe Base Price: $38,400 Engine: Turbocharged 1.6L 4-cyl. Horsepower / Torque: 208 hp / 192 lb-ft Configuration: FF Transmission: 6-speed manual Fuel Economy Ratings (L/100 km): 8.2 / 6.0 / 7.2 (city / hwy / combined) 2013 Mini JCW Clubman Base Price: $38,400 Engine: Turbocharged 1.6L 4-cyl. Horsepower / Torque: 208 hp / 192 lb-ft Configuration: FF Transmission: 6-speed manual Fuel Economy Ratings (L/100 km): 8.2 / 6.0 / 7.2 (city / hwy / combined) 2013 Mini JCW Roadster Base Price: $39,900 Engine: Turbocharged 1.6L 4-cyl. Horsepower / Torque: 208 hp / 192 lb-ft Configuration: FF Transmission: 6-speed manual Fuel Economy Ratings (L/100 km): 8.2 / 6.0 / 7.2 (city / hwy / combined) 2013 Mini JCW Convertible Base Price: $42,900 Engine: Turbocharged 1.6L 4-cyl. Horsepower / Torque: 208 hp / 192 lb-ft Configuration: FF Transmission: 6-speed manual Fuel Economy Ratings (L/100 km): 8.2 / 6.0 / 7.2 (city / hwy / combined) A/C Tax: $100 Freight: $1,595 Basic Warranty: 48 months / 80,000 km