Expert Car Reviews

How do you make a very good thing better? In the auto sector's mid-size sedan segment just add a gasoline-electric hybrid drivetrain and start collecting the kudos. It's obviously not so easy or every manufacturer would have done it, not to mention the many that tried and had limited to zero success would've instead been reaping rewards instead of lamenting losses. Wisely, Hyundai started slower than some of its rivals, its first attempt at a Sonata Hybrid arriving in February of 2011. The car did fairly well as far as HEVs go, Hyundai's advanced Blue Drive powertrain boasting preferred full-hybrid technology with an EV mode that let owners drive around at low speeds under full-electric power, this possible due to a powerful electric motor supported by a more advanced lithium polymer battery instead of the antiquated nickel-metal hydride units its closest rivals were using. At least as importantly as this advanced tech and the impressive fuel economy that went with it, the final 2015 model five-cycle EnerGuide rated at 6.6 L/100km city, 5.9 highway and 6.3 combined, the Sonata Hybrid looked better than the regular Sonata thanks to a deeper more premium grille design and some other nice details that dressed up exterior and interior styling. It could be argued that the same holds true for the all-new 2016 model.

Photo: Karen Tuggay, Canadian Auto Press

Photo: Karen Tuggay, Canadian Auto Press

At least I like the new Sonata Hybrid's styling more than the regular Sonata, once again mostly because its grille is bigger, bolder and a bit more unique. The car's nicely detailed combination projector headlamps are craftily designed with unique graphics, a highlight of all Sonatas being a strip of metallic brightwork up top that visually blends into chrome beltline mouldings that stretch to the rear quarter windows before wrapping up and around the greenhouse and then back down the A-pillars to meet up close to where they started. Back up front, an attractive set of LED driving lights look sharp within chrome bezeled faux brake vents just below those headlights, while base Hybrid plus Hybrid Limited and Ultimate models incorporate similar chromed bodyside mouldings to the conventionally powered Sonata in top-line Ultimate trim.

Photo: Karen Tuggay, Canadian Auto Press

Unique to the Hybrid Limited and top-line Hybrid Ultimate, however, are aerodynamically flat stylized five-spoke 17-inch silver alloys with grey painted pockets on 215/55R17 Michelin rubber, which suit the car's sporty yet elegant design well. The trunk lid on all Hybrid models gets a small but noticeable spoiler whereas the bumper is capped off with a matte black diffuser style valance, while in between both are apostrophe-shaped taillights infused with LEDs for a highly complex, sophisticated look, especially alluring at night. It's a good looking car, bold up front and understated in back while suitably inoffensive all-round, and as it turns out the changes weren't only about pulling eyeballs, proven by the Hybrid's industry-leading 0.24 coefficient of drag.

Photo: Karen Tuggay, Canadian Auto Press

All the better to enjoy the drive, which is set up for quiet comfort first and foremost, although it's plenty capable through the curves. I tested it to make sure, first adjusting its standard Drive Mode Select system to Sport, which firmed up steering effort, quickened throttle response and allowed the Shiftronic manual mode-enhanced six-speed automatic to delay shifts so as to let the engine rev higher, and headed to a regular haunt that meanders along a lazy local river, providing plenty of long sweeping corners and tighter more complex curves that combine with less than ideal pavement to really test a car's ability at managing extremes while keeping driver and occupants comfortably at ease. The Sonata Hybrid is no Genesis Coupe, of course, but it held its own through the more aggressive sections, hardly hinting at the broken pavement and crumbling edges bordering the road's perimeter, the manually actuated six-speed autobox delivering much better response than the segment's usual listless CVT, while the car really came into its own when the convoluted ribbon of tarmac straightened for higher speed cruising. The Sonata Hybrid is wonderfully stable on the highway too, tracking effortlessly and always comfortable, an ideal road trip companion.

Photo: Karen Tuggay, Canadian Auto Press

Power comes from a full-parallel hybrid drive system that allows it to run on internal combustion power, solely on electric motive force or a combination of both. While similar to the old powertrain the 2016 model features a new upgraded combination of electrified-ICE propulsion, with an Atkinson-cycle version of Hyundai's

Photo: Karen Tuggay, Canadian Auto Press

aptly named "Nu" 16-valve, DOHC 2.0-litre D-CVVT direct injected four-cylinder incorporating an extremely high 13.5:1 compression ratio and capable of 154 horsepower and 140 lb-ft of torque on its own, although the car's electric motor adds another 38 kW (51 horsepower) and 151 lb-ft of torque for 193 net horsepower and an as-yet undisclosed net torque rating that puts plenty of near instantaneous twist down to the front wheels. It uses a new 1.62-kWh (56-kW) lithium-ion-polymer battery that's slim enough to fit under the cargo floor allowing for a flat loading compartment and 10 percent increased trunk capacity of 380 litres (13.4 cubic feet), not to mention 60/40 split-folding rear seatbacks for enhanced cargo/passenger flexibility, these last items very unique amongst hybrid sedans.

Photo: Karen Tuggay, Canadian Auto Press

I don't normally start talking trunk usability before mentioning anything about the interior, but hybrids can quickly turn me around. As it is, the Sonata Hybrid Limited offers up a particularly luxurious cabin that includes a padded and stitched leather-like shroud over the primary gauge package, a soft-touch dash top overall, the latter folding over the instrument panel ahead of the front passenger with the same pliable plastic sweeping down each side of the centre stack to the two-thirds point, where the main controls end. Hyundai finishes the front and back door uppers in the same soft synthetic as well, while padded and stitched leatherette inserts, part of the Limited upgrade, sit atop a similar treatment for the door pulls and armrests, everything looking and feeling very upscale. These were done out in a two-tone effect in my test car, the non-black surfaces finished in beige including the leather upholstery with perforated inserts, a nice match to the Graphite Blue paint outside.

Photo: Karen Tuggay, Canadian Auto Press

Even the faux woodgrain that divided the two interior colours looks authentic and surprisingly quite rich, while it actually feels pretty real on the door panels. Tap it on the dash and you'll quickly be reminded that this Sonata is no Jaguar. Still, the colourful primary gauges are much clearer than anything from Coventry, this Hybrid's dials filled with HEV-specific features such as Charge, Eco and EV info along with an HEV battery life meter on the left side, plus a speedometer with a fuel gauge on the right side, the centre housing a crystal clear 4.2-inch TFT LCD multi-information display defaulting to the usual hybrid energy flow schematics unless you flick a button featuring a pages-style graphic on the right hand steering wheel spoke to change it to compass, radio info, service instructions, user settings including driving assist, which opens up to rear cross traffic assist on or off, plus a coasting guide where you can add sound prompts; "Door" that lets you set up auto lock to engage on speed, shift or not at all, auto unlock when you turn off the ignition or shift into park or not at all, double press unlock on/off, and smart trunk on/off; "Lights" with three, five or seven flashes for the one-touch signals (I've never seen that before) or not at all, headlamp delay on/off, and welcome lights; "Sound" that lets you stop the blind spot detection system's audible prompts; "Convenience" that allows you to automate the steering position; "Service Interval" that lets you preset an interval by mileage or months; and an "Other Features" prompt where you can automatically reset the average fuel economy to read "0" after ignition, after refueling or not at all, a fuel economy unit setting to display in L/100km or km/L, a temperature choice of C or F, and the option of a gear position pop-up display, or not. Is that enough detail for you? Techies will enjoy this car, although it's all easy to figure out so anybody can feel like a brainiac.

Photo: Karen Tuggay, Canadian Auto Press

Photo: Karen Tuggay, Canadian Auto Press

The centre stack gets an equally feature-filled infotainment system with colours and graphics similarly rich, the controls of which are housed in a narrow strip of knobs and buttons just below, or once you're within a given function, just by pressing the touchscreen. It gets radio functions including satellite, media, phone, navigation with an excellent mapping system, plus an info screen displaying hybrid details such as average fuel economy (which was 8.5), a rather simplistic eco driving graph, and an energy flow graphic. There's a quick guide too, showing you how to use the touchscreen, Bluetooth, navigation, the home screen and voice recognition; a SiriusXM Data section that gets you traffic, stocks and sports updates, plus a section showing various voice commands. Lastly, a Set Up button on the dash accesses navigation, sound, display,

Photo: Karen Tuggay, Canadian Auto Press

phone, voice recognition, clock, language and keyboard, screen saver and system info settings as well as preferences. Again, it's all easy to figure out and implement.

The Hybrid Limited's standard seven-speaker Dimension audio system is superb, by the way, no matter what type of music you're listening to. Its bass tones were rich enough for dance tracks and highs clear and crisp enough to get the most out of classical or jazz, all of which was available via satellite radio or Bluetooth streaming. Of course, newer '90s and classic rock sounded great too, as did new wave and reggae. I tried it all, including talk, while enjoying the comfort of standard dual-zone auto HVAC. I liked this system more than usual thanks to a useful "Driver Only" button that allows wind in the face for one and nada for the other, while standard three-way heated seats and a heatable steering wheel made the car feel warm quickly.

Photo: Karen Tuggay, Canadian Auto Press

That power-adjustable driver's seat was extremely comfortable and made even better due to powered lumbar that adjusted to exactly the right position to soothe an aching back, while those in the rear offered loads of leg, hip, shoulder and headroom plus adjustable two-way seat heaters as well. Additionally, rear vents allowed directional heat or air, front seat back pockets provided storage for reading material, side window sunshades provided freedom from glare, and the panoramic sunroof overhead made everything feel more spacious.

Photo: Karen Tuggay, Canadian Auto Press

As you might expect many of features mentioned come as part of the Limited upgrade, specifically the 17-inch alloys, leather upholstery, leatherette instrument panel hood and door panel stitching, leatherette door inserts, heatable rear seats and sunshades, plus the panoramic roof, while items not yet discussed include high-gloss window surrounds, etched aluminum premium doorsill plates, LED interior lighting, an auto-dimming electrochromic rearview mirror with a HomeLink garage door opener and a digital compass, and a larger eight-inch touchscreen infotainment system with navigation and even clearer rearview camera, all for $33,799 plus freight and dealer fees.

You can get even more by choosing the previously noted Hybrid Ultimate, which for $37,499 adds HID headlamps with auto high beam, adaptive cruise control with stop-and-go capability, ventilated front seats, driver's side memory, even better nine-speaker audio, rear parking sensors, lane departure warning and forward collision warning.

Photo: Karen Tuggay, Canadian Auto Press

I'm guessing you didn't notice the amber lights on my test car's side mirrors, these visual warnings joining audible ones for the Sonata Hybrid's standard blind spot detection system with lane change assist and rear cross traffic alert, a lot of kit that's usually not part of a base mid-size model, especially one only costing $29,649 plus freight. These get pulled up to Limited trim, as do the automatic headlights, LED daytime running lights, LED turn signals integrated into the heatable and powered side mirrors' housings, LED taillights, windshield wiper de-icer, proximity keyless access which even includes a hands-free "Smart Trunk" that automatically opens when you, with proximity-sensing key fob in pocket, stand within a metre (three feet) of the rear bumper for more than three seconds, while the standard Sonata Hybrid list goes on to include pushbutton ignition, heatable front seats, a heatable leather-wrapped steering wheel, leather-wrapped shift knob, 4.2-inch colour TFT LCD multi-info display, cruise control, dual-zone auto climate control, rearview camera, Bluetooth hands-free phone connectivity, and AM/FM/CD/MP3/iPod audio with satellite radio and USB/aux plugs.

Photo: Karen Tuggay, Canadian Auto Press

As I said in the beginning of this review, the way to make a good mid-size sedan even better is to add a hybrid drivetrain, and with the new 2016 Sonata Hybrid it's an altogether more impressive near-luxury car that will no doubt impress those shopping in this class, as will its very compelling price point. Altogether, Hyundai delivers style, performance, a premium-trimmed cabin and an impressive load of standard and available features, all capped off with a five-cycle EnerGuide fuel economy rating of 5.9 L/100km city, 5.3 highway and 5.6 combined for the base car and 6.0 city, 5.5 highway and 5.8 combined for Limited and Ultimate trims. And yes, these are even better numbers than the last Sonata Hybrid. A lot better! So is the car. I recommend that you experience the 2016 Sonata Hybrid for yourself.

I have to say the Yaris Sedan's downturned grouper fish face is growing on me, the subcompact four-door certainly delivering its own unique character in a class that hasn't always been so risky. Then again, the Yaris Hatchback this new four-door shares its name with is no staid and conservative wallflower either.

Unlike the Yaris Hatchback, the new Yaris Sedan is the first Toyota I can remember that's not actually a Toyota behind that elaborate new nose. The closest we've seen to this is the Scion FR-S/Subaru BRZ duo, the Scion known as Toyota GT86 in other markets, but this was a collaborative effort between two brands from the get-go, Subaru partially owned by Toyota no less, while the opposite has happened in year's past with some Toyotas transformed into Pontiacs and Chevys, the Matrix remade into the Vibe and much before that the Corolla into the Nova (and Geo Prizm), but this is an entirely different scenario. The Yaris Sedan is actually a Mazda2 with a nose job, that's it. It gets even more convoluted when going to the U.S. where the Yaris Sedan is badged as a Saturn iA, ironically the bestselling model that underperforming brand has had in a very long time.

Photo: Karen Tuggay, Canadian Auto Press

That's got to hurt. I mean, Scion tried to sell its (actual) Yaris-based xD for years and it flopped, but now this Mazda2-based upstart is a hit? That should make the folks in Hiroshima smile. It helps that the new Mazda2 is not yet available in North America, so we're not familiar with its rear end design that's essentially unchanged on the Yaris four-door. The big grille opening and headlight design are from Toyota, a dramatic departure from what Mazda offers in other markets, although the rear portion of those lights, where they meet up with the front fenders, is identical.

Photo: Karen Tuggay, Canadian Auto Press

If it sounds like I'm complaining or in some way saying this is a bad thing, I'm not. If any company were looking for a partner to share its good brand name with, Mazda would be a smart choice. Fiat is doing likewise with the new Mazda MX-5 roadster, a resurrected Fiat 124 Spyder on the way as a result, although you won't be able to see that the two share the same underpinnings as easily as you can with this car or the aforementioned FR-S/BRZ.

Photo: Karen Tuggay, Canadian Auto Press

The Yaris Sedan benefits from chrome trim around the big grille's edges and combination headlamps that look quite attractive, while its mirror caps and door handles are body-colour so as not to look too base, while the wedge-like Mazda2 taillights are nicely detailed. The car's lines are swoopy from front to back, the side profile showing off its aerodynamic sculpting best. That's where you can see how far the hood bends downward as it nears the grille, and get a good visual on the lower belt line that sweeps upward as it passes over the back door. Simple plastic covers over steel rims look nice from a distance, effectively hiding rear drum brakes that never look good when framed by more open alloy wheels.

Photo: Karen Tuggay, Canadian Auto Press

Being that Toyota Canada decided not to make the Yaris Sedan a Scion iA, which poses questions about the future of the Scion brand in Canada, there was no need to follow Scion's one-trim-fits-all business model, which in the end allows for more flexibility in pricing. The Yaris Sedan is still a "premium" product compared to the Yaris Hatchback, with a base price of $16,995 plus freight and dealer fees compared to $14,775 for the hatch, but Toyota is able to offer that entry-level trim as well as Premium trim that starts at $20,200. Still, even in base "no-name" trim the Yaris Sedan is likely nicer than you'll be expecting inside.

Its Mazda overtones are impossible to miss if you're familiar with the normally competitive Japanese brand. It starts with Mazda's metallic edged wing-style primary gauge package, with a largish circular speedometer at centre, a tiny digital tachometer, odometer and gear selection display to the left and another digital grouping of gauges to the right, including fuel, average fuel economy (which was good at 7.0 L/100km) and an exterior temperature display. The steering wheel is also obvious Mazda kit. While not leather-wrapped the tilt and telescopic three-spoke design is quite sporty, with a metallic twinned spoke at bottom, while it's filled with high-quality redundant audio, Bluetooth phone, multi-information display, voice recognition and cruise control switchgear.

Photo: Karen Tuggay, Canadian Auto Press

Another Mazda-sourced asset is the tablet style infotainment display atop the dash, although this isn't the full colour high-resolution system I usually find in Mazda test vehicles, my Yaris Sedan incorporating a narrower LCD display with a more rudimentary set of features. Still, with a power/volume knob at centre, a row of three presets to each side, plus Tune, FM/AM, Media (Bluetooth, Phone, Music and Text), Menu, Auto Memory, and a Folder toggle, it offers a lot of choice.

Photo: Karen Tuggay, Canadian Auto Press

The stereo is actually quite good for this class, with plenty of power and decent tone. There's no CD, but that probably won't matter to the Yaris Sedan's younger target demographic that will appreciate the USB port and Bluetooth streaming audio much more. The HVAC system is simple with three rotating dials and A/C, and while it was easy to operate it took a long time to heat up the car. Despite being only about two degrees Celsius outside it took 10 minutes before the car warmed up enough for us to feel relatively comfortable, and that was at full heat using the recycling mode when it worked. We had to wait about eight minutes before we could use that because each time we tried the car up so badly we had to go back to fresh air mode. It brought back memories of sitting up front with my dad in his '66 VW Beetle wiping the windshield while he drove. I appreciate the endearing thought, but a heating and defog system like this isn't good enough for Canadian winters let alone our moderate Vancouver climate. Also, I must admit to missing heatable seats now that temperatures are hovering around freezing in my area, although these are available in the aforementioned pricier Premium package.

Photo: Karen Tuggay, Canadian Auto Press

Photo: Karen Tuggay, Canadian Auto Press

As far as interior detailing goes, the Yaris sedan is similarly outfitted to the hatchback, especially the stylish contrast stitched leatherette dash pad that runs from the left side of the centre stack to the rightmost corner, but that's it for soft synthetics. Still, the way the circular dash vents are visually tied together with a thin strip of metallic trim that acts as a directional controller for a hidden vent in between is downright artistic, plus the matte black carbon fibre-look surfacing on the steering wheel spokes, surrounding the power window switches, inside the cubby on the lower centre stack (the outside of the pillar-like buttresses are finished in a shiny version of the same treatment), etcetera, is almost as impressive as the blue patterned seat insert material, which I obviously like a lot. The black woven cloth used for the bolsters shows up on the padded door inserts as well, the entire interior coming together very nicely.

Photo: Karen Tuggay, Canadian Auto Press

The front seats should be comfortable enough for most, I certainly had no issue, while those in the rear offer good lower back support. It's a narrow car, par for the course in the subcompact class, which means there's room for two adults or three kids abreast at best, although three adults can be squeezed in. There's no centre armrest either, but the side armrests are rubberized for comfort like those up front and the woven cloth inserts I spoke of a moment ago continue into the back. Those rear seats split 60/40 incidentally, opening up the reasonably accommodating 382-litre (13.5 cubic-foot) trunk when required for longer cargo.

Photo: Karen Tuggay, Canadian Auto Press

The Yaris Sedan stands out even more when it comes to standard and optional feature sets, the base model getting a host of equipment many subcompacts don't even offer in top trim levels, with items not yet mentioned including keyless entry (and yes, the key fob is one of Mazda's really upscale flip out designs), pushbutton ignition, powered locks and windows, powered heatable side mirrors, an overhead console with two very bright interior lights and a handy sunglasses holder, cruise control, rear seat heater ducts, and everything you'd usual find in Toyota's Star Safety System such as ABS with electronic brake-force distribution, brake assist and a brake override system, traction control and dynamic stability control, plus front and rear seatbelt pretensioners with force limiters as well as front and side airbag protection, while security is enhanced with an anti-theft engine immobilizer.

All of this safety kit along with a super strong, well engineered body shell has resulted in the highest Top Safety Pick + rating from the U.S. Institute for Highway Safety (IIHS), albeit for the identical Scion iA, whereas the U.S. National Highway Traffic Safety Administration (NHTSA) hasn't rated it yet. As for Mazda's overall reliability rating (remember it's really a Mazda2 behind that grille), J.D. Power and Associates doesn't rate the brand as high as Toyota or Scion, yet it was above average in the latest 2015 Vehicle Dependability Study (VDS) that ranks brands and individual models after three years of ownership.

Photo: Karen Tuggay, Canadian Auto Press

Back to features, if you want those heatable front seats you'll need to step up to the previously noted Premium package that also adds fog lamps, twinned five-spoke 16-inch alloy wheels, a backup camera housed within the full seven-inch tablet style infotainment display atop the dash that I've experienced in Mazdas before, an excellent system that lets you control its features with an easy to reach rotating knob and set of quick access buttons on the lower console, while six-speaker audio offers better sound quality than the base model's four-speaker system.

Photo: Karen Tuggay, Canadian Auto Press

All Yaris Sedans get the same 1.5-litre four-cylinder engine good for 106 horsepower and 103 lb-ft of torque, which isn't exactly powerful, or at least not initially. My six-speed automatic-equipped tester took a bit of time to respond to throttle input, but after revs ramped up it really liked to go, whereas Sport mode allowed the engine to rev higher towards redline before each shift, which can either be left to the transmission's own devices or managed manually via the gear lever for a sportier feel overall. I imagine the base six-speed manual would make the Yaris Sedan even more fun to drive, but comments on such will have to wait for a future review.

Even on its base steel wheels the Yaris Sedan gets the same 185/60R16 all-season rubber that circles the Premium model's alloys, and it handles pretty well, which is both a Mazda trait and an attribute I've grown to appreciate with the Yaris Hatchback. Both come equipped with a similar front strut and rear torsion beam suspension, yet each car manages to overcome some of the high-speed handling challenges encountered when compared to a multi-link rear design. This said, most subcompacts choose the torsion beam setup in back due to lower costs and less intrusion on luggage space, which as mentioned already is pretty good in this four-door. As for ride quality the Yaris Sedan was quite smooth and comfortable, while it tracked very well on the highway.

Photo: Karen Tuggay, Canadian Auto Press

This car's got the goods when it comes to fuel economy too. While the manual might be a bit quicker off the line the price you'll pay is a five-cycle EnerGuide rating of 7.6 L/100km city, 5.7 highway and 6.7 combined, whereas the automatic gets a slightly more agreeable 7.2 city, 5.6 highway and 6.4 combined. I certainly could live with either.

Photo: Karen Tuggay, Canadian Auto Press

That's the way I feel about the entire car. While I experienced some trouble getting the heater to warm up as fast as I would've liked, which could have been something to do with the car I was testing, the rest of the Yaris Sedan was way above average. From the quality of materials inside and how everything was put together to its impressive load of features, not to mention its road-going performance, great fuel economy and top-tier safety rating, I'm impressed.

Who makes the boldest, toughest looking pickup trucks on earth? That depends on personal taste of course, but Toyota makes a good argument for being on top of that list with its latest Tundra.

There's as much chrome on this truck's grille as a big-rig Freightliner. It wraps right overtop the front of the hood and all the way over to each combination headlamp before diving down to where the front bumper begins, a light metallic matte grey centre cap the only chrome relief, although it's bookended by circular fog lamp-enhanced chromed corners at both sides. Of course there are plenty of engine vents sliced horizontally across the brightwork monstrosity, even a thick, broad one at top that's too close to the grille to be a hood scoop albeit fulfills the same purpose and looks plenty assertive doing so, while those headlamps are filled with metal brightwork and de rigueur LEDs.

Photo: Karen Tuggay, Canadian Auto Press

It's pretty obvious this truck isn't base, that mostly fleet-purchased model featuring more matte black plastic in one area than you've likely ever seen, usually made even more apparent thanks to the majority of companies' choice of Alpine White paint. My absolute top of the line Tundra 4x4 CrewMax Platinum 1794 Edition was no white knight, but rather a kingly Sunset Bronze Mica that went further to look bejeweled with chrome mirror caps, chromed door handles and chrome wheel finishers that are actually covers overtop alloys underneath. The rear end design gets a body-colour bumper with integrated top steps and a nicely finished tailgate with stylish taillights at each corner. The look is strong and anything but subtle, but Toyota fortunately backs up all this flashy boldness with some serious muscle under-hood.

Photo: Karen Tuggay, Canadian Auto Press

That would be the brand's 5.7-litre V8 also found in the full-size Sequoia SUV and Lexus' even more capable LX 570, a brute of an engine when it comes to pulling power and accelerative force, albeit nicely refined for a pickup truck. The DOHC, 32-valve 5.7 i-Force mill comes standard with the four-door CrewMax body, complete with dual variable valve timing with intelligence (VVT-i) and an electronic throttle control system with intelligence (ETCS-i), the end result being 381 horsepower and 401 lb-ft of torque fed to all four wheels via Toyota's Super ECT six-speed automatic with manual shift mode that gives the so-equipped Tundra a considerable 4,305-kilo (9,490-lb) trailering capacity and 590-kg (1,305-lb) payload. Its four-wheel drive is the usual part-time system activated via a simple dial on the dash, although for most driving you'll want to leave it in 2WD or 4H to save on fuel.

Photo: Karen Tuggay, Canadian Auto Press

Normally when we think of Toyota vehicles fuel efficiency comes immediately to mind, but this isn't the big truck's forte as witnessed by its claimed five-cycle EnerGuide rating of 18.2 L/100km city, 14.1 highway and 16.3 combined. Unfortunately I forgot that Toyota doesn't ask we journalists to fully fill up this truck after a week's drive because they know many wouldn't even bother booking it (we're not exactly high up on the food chain), but there's no free gas voucher available for Tundra customers so you'll be left refueling its 144-litre tank to the tune of $172.80 at the cheapest price in my city, at least today. You lucky folks in Toronto are paying 28 cents per litre less than we Vancouverites so, first, quit your bellyaching and go buy a Tundra because you can afford a mere $132 and change per tank-full, whereas the same fill in Edmonton will only cost you $110. No wonder so many Albertans buy pickup trucks.

Photo: Karen Tuggay, Canadian Auto Press

Of course, ridiculously unfair fuel prices aside (Vancouver pays even more than Iqaluit, Nunavut, although pump prices are less here than in Yellowknife, Whitehorse and many other Northern communities, so I'll shut up now), my comparison just helps uninitiated truck users appreciate the size of a pickup truck's tank, while the reality Toyota faces are key competitors that are better addressing that inequality at the pump with thriftier fuel economy and even more pulling power. Ouch! Sorry, Toyota, but that's the cold, hard truth that I felt very deep in my own personal wallet, and not as painfully with the Ford F-150 3.5-litre Ecoboost 4x4's 13.9 city, 10.5 highway and 12.4 combined rating, or the Ram 1500 3.0 EcoDiesel 4x4's 12.1 city, 8.8 highway and 14.1 combined numbers, both of these six-cylinder engines good for 420 lb-ft of torque. If you're ok with only 383 lb-ft of torque then both 4WD-equipped GM trucks achieve 14.6 L/100km city, 10.3 highway and 12.7 combined, while even the General's top-line 6.2-litre V8 with 420 horsepower and 450 lb-ft of torque does better with a rating of 16.3 city and 11.6 highway (they don't offer a combined rate).

Photo: Karen Tuggay, Canadian Auto Press

If you've spent most of your time in the saddle of one of GM's half-tons, or Ram's 1500 you might find the Tundra's ride a little firm. Believe me, you'll feel each and every bump and every road imperfection underneath its big 275/55R20s. There's little doubt its stiff suspension makes off-roading less comfortable too, but it's a deft handler that manages curving roads with agility unless unsettled on a big bump mid-corner, while nobody should question the Tundra's ability to get to the great outdoors and back in one piece.

Photo: Karen Tuggay, Canadian Auto Press

Toyotas are rugged to the core, and their 4x4 prowess is legendary. Likewise, you might spend a bit more on fuel getting wherever you need to go, but once again you'll actually get there thanks to the brand's incredible dependability. In the most recent J.D. Power and Associates 2015 Vehicle Dependability Study (VDS) Toyota was the highest-ranking mainstream volume brand, only bested by two premium brands that don't make pickup trucks, one of which was Toyota's luxury brand, Lexus. This said, that same study rated the two GM pickups and the new Ram higher than Toyota's Tundra after three years of ownership, so there's a mix of good and bad news with this bit of third-party information.

Photo: Karen Tuggay, Canadian Auto Press

All full-size pickup trucks offer higher end models designed to attract well-paid contractors and other well-to-do roughnecks, the crème de la crème amongst Tundras being this Platinum 1794 Edition. The "1794" designation commemorates the year the JLC Ranch was founded, which was the land Toyota purchased to build the Tundra's San Antonio, Texas assembly plant. The 809-hectare (2,000-acre or in other words 157 football field-sized) property, originally founded by Canary Islander Don Juan Ignacio Perez de Casanova (really, we couldn't make a name that good up) went from employing four (yes, 4) to about 6,000 people (that's a lot of angry Texans who won't like what I just said about the Tundra's fuel economy), and I have to say the truck is a respectable salute to the once-proud family farm.

I can just imagine Don Juan sitting upon his similarly coloured saddle-brown perch, albeit fitted to an entirely different type of one-horsepower steed than this workhorse. The 1794's embossed leather is truly stunning even amongst premium-level pickup trucks, with perforated inserts and heavily textured bolsters that even include a rich strip of suede-like material theoretically for holding backside in place while power-sliding it down Texan backcountry gravel roads (or gravel pits closer to home). The entire cabin is truly something to behold, especially across the instrument panel and tops of each door where the same saddle leather is stitched together with white contrast thread, not to mention padded nicely underneath, that theme continuing onto the big, fat armrest between the seats (complete with a chromed and star-emblazoned "1794 EDITION" plaque at centre) as well as the lower console around the shifter, along with more of that wonderful suede used for edging. Yup, it's one rich rancher's ride.

Photo: Karen Tuggay, Canadian Auto Press

Anyone who's lived in Texas or anywhere else in North America will be all too aware of our collective love for faux woodgrain interiors (or not), and the 1794 Edition takes this tradition to new lengths. First off, it actually looks like the real deal and eye-popping to boot, but one shoulder rub, or worse, tap with the knuckles will instantly remind of '70s era Buicks and the like. To be fair, the woodgrain down each door panel feels quite substantive, a lesson in doing it right I'd say, but the "planks" across the dash are hollow and fake feeling. I figure if an automaker wants to include wood in any vehicle they ought to either install genuine lignum or make the environmentally friendly imitation stuff feel real. Fortunately the partially leather-wrapped and wood-encircled steering wheel, plus the wood on the shift knob is 100-percent authentic on both counts, and nicely matches the disingenuous stuff, so Toyota gets a 50-percent grade as far as woodgrain goes, which is a pass in most schooling systems.

Photo: Karen Tuggay, Canadian Auto Press

Photo: Karen Tuggay, Canadian Auto Press

Now that we're on a slightly negative note, Toyota doesn't cover the Tundra Platinum's interior with as many soft-touch synthetic surfaces as top-line trucks offered by most domestic rivals, the GM trucks and Ram 1500 in particular, but as noted the surfaces it does finish to a higher scale are really done out nicely. Along with the just noted stitched leather-like soft bits, the dash gets an attractive satin-silver treatment surrounding the centre stack that visually carries over to the gear selector surround, while loads of chrome detailing blings up the cabin. A nicely laid out primary gauge package is easy to read in any light, and at centre is filled with a small but colourful and very clear multi-information display that showed my fuel economy at a very honest 17.5 L/100km throughout my weeklong test.

Photo: Karen Tuggay, Canadian Auto Press

Atop the centre stack is another clear and bright full-colour high-resolution display, albeit this one's a touchscreen for the infotainment system. It splits to show more info at a glance, and includes an exceptionally clear backup camera, a colourful and very accurate navigation system with excellent mapping, plus loads of useful Toyota apps. Below the infotainment screen is a dual-zone automatic HVAC system with a digital display showing fan speed, vent direction, temperature readouts on both sides, plus heatable and/or ventilated seats, which are three-way controllable for each feature. The JBL audio system is very good and still comes with a CD player, a feature I happen to appreciate, but it should be noted I was also able to connect my smartphone via USB port or Bluetooth streaming audio, and hands-free phone, of course.

Photo: Karen Tuggay, Canadian Auto Press

All the features specific to the 1794 Edition have been mentioned already, and include that big chrome grille surround, bright grey centre bumper cap, chromed steel front bumper ends, the 20-inch chrome-clad wheels, all the woodgrain and leather/suede interior upgrades, plus the associated trim badging, while features that come as part of this model's Platinum trim include power-folding and power-adjustable heatable side mirrors with integrated turn signals and puddle lamps, the aforementioned heatable and ventilated seats that are also 10-way adjustable for the driver (even featuring powered lumbar and variable-length lower cushion adjustment) and four-way adjustable for the front passenger, plus a 60/40-split rear bench seat with a flip-down centre armrest and flip-up lower cushions, a powered tilt and telescopic multifunction steering wheel with memory that also adjusts the side mirrors and driver's seat, the seven-inch infotainment system with navigation and 12-speaker JBL display audio system noted earlier, most of the chrome interior accents, the billet-style grille, colour-keyed rear bumper, and spray-in bedliner.

Photo: Karen Tuggay, Canadian Auto Press

Items pulled up from Limited trim include the previously noted chrome mirror caps and door handles, the fog lamps, leather dash trim and dual-zone auto HVAC, plus auto on/off headlamps, an auto-dimming rearview mirror, clearance and backup sensors, a garage door opener, a powered moonroof, a bed rail system with a set of four tie-down cleats, an anti-theft system, and blind spot monitoring with rear cross traffic alert, whereas features the come standard on the base 4x4 CrewMax SR5 that are also included with this 1794 Edition include the 3.5-inch TFT multi-information display, backup camera and soft door trim noted earlier, as well as keyless entry (yes, it would've been more convenient with proximity access and pushbutton ignition), variable intermittent wipers and a windshield de-icer, cruise control, dual illuminated vanity mirrors, and a powered vertical sliding rear window (how cool is that?), as well as its 5.5-foot cargo bed, removable locking Easy Lower & Lift tailgate that drops down as smooth and noiselessly as a Lexus LS' glove box lid, a tow package including a heavy-duty hitch receiver, 4+7 pin connectors, trailer brake controller prewire, a supplemental transmission cooler and transmission temperature gauge, and lastly all the usual airbags as well as a knee blocker each for the driver and front passenger.

Photo: Karen Tuggay, Canadian Auto Press

All of this kit comes in a cabin that's amazingly large and accommodating, the front seats wonderfully comfortable with superb lower back support and so easily adjustable that any body type should be able to find a comfortable position. In back the CrewMax cab's legroom is a limousine-like while the seats are also very good for the class, the only negative to this ultra large cab being the rather short five-foot-six box just noted in back. Of course, if the CrewMax came fitted with a regular box it would extend beyond the length of usability, at least for most peoples' needs.

Photo: Karen Tuggay, Canadian Auto Press

Fortunately you can flip up the lower rear cushions if you want to use the rear seating area for stowing cargo, but there's not as much rear-seat load versatility offered in this truck as with some others. For instance, some include the ability to construct a flat loading floor via foldable mechanisms attached to the underside of the seat, while the Tundra doesn't include any built-in compartments for stowing belongings either.

This is a common theme with the Toyota's full-size pickup truck. For instance, the back bumper includes hard plastic steps on each of its two topmost side sections and a similarly hard lower step in the middle portion, the latter easier to use while climbing up into the box, but they're not rubberized and therefore can be quite slippery in the rain or snow. This process nevertheless works pretty well if you're ok with stepping over the closed tailgate when climbing up onto the bed, but when the tailgate is already lowered it's quite a stretch up to those corner steps, and there's only a mere toehold provided, which I've learned by experience, can easily result in a slip and resultant knee-bash against said bumper. Alternatively, GM cuts a standard step into each corner bumper that's easier to stretch up to, while Ford's optional retractable step, which gets pulled out from a hidden compartment within the tailgate and lowers to allow really easy access to the bed, is the most innovative approach to pickup truck loading gear, while the blue-oval brand also offers a set of kick-out retractable sidesteps. Oddly, this top-line Tundra didn't include any sidesteps at all, making ingress and egress to the cabin very difficult for my five-foot-eight frame and a real jump for my five-foot-nothing partner, a serious fail for a top-line luxury pickup truck. Fortunately, Toyota offers these as options.

Photo: Karen Tuggay, Canadian Auto Press

Photo: Karen Tuggay, Canadian Auto Press

As you read this you might start thinking that I don't like the Tundra and wouldn't recommend it, but that's far from the truth. Due to its high-quality workmanship and good Toyota name I give it a solid thumb up for those who like what it has to offer, but if the Japanese brand seriously wants to eat into the million-plus half-ton pickup truck market in a big way it needs to offer some sort of easier alternative for climbing up into the bed without straining a groin muscle, while it should also hurry up and get the promised Cummins diesel to market, while it may also want to think about improving some interior plastics to make it feel a bit more upscale.

This Platinum 1794 Edition certainly looks the part inside and out, mind you, while it's a very strong performer, should be as reliable as most Toyota products, and I must say its very reasonable as-tested $57,285 asking price is truly impressive for such a fully loaded luxury ride, so I believe it's worthy of your consideration. One thing's for sure, you'll enjoy a much more exclusive ride that'll get long, envious stares from neighbours and passersby, or at least that's what I experienced, along with some very positive comments from strangers walking past. I've rarely had that with any pickup truck, something that's hard to put a price on, but one any proud owner enjoys each and every time it happens.

When I was a kid of 13 years the original 6 Series arrived at our local auto show where my dad and I ogled over it like two school kids checking out the pretty new girl that was way out of our league. Ok, creepily weird to contemplate a 'tweenager and 46-year old white-hair sizing up the same young woman, but you get my analogy. After spending too much time on the BMW show stand we wandered over to Porsche's section to learn more about the 924 we'd been reading about in PM and other buff mags, which believe it or not was more within my dad's financial reach, and finally ended up getting serious with a then-new VW Scirocco, after driving (of course with me riding shotgun) the Ingolstadt-powered Zuffenhausen creation first. How we both would've loved to have had time in the 630CSi, but my dad's machine/welding/fab shop foreman salary wouldn't allow such extravagance. As it was, I learned to drive manual behind the wheel of that '76 VeeDub.

Photo: Karen Tuggay, Canadian Auto Press

I've since driven both an old E24 635CSi and a number of even older E9s including a 2800CS, a 3.0CS and a few 3.0CSi coupes in my quest to buy one of the latter two, the E9 being on my personal favourite list, and if you don't know already the much-lauded predecessor to BMW's 6, arriving before any "Series" cars existed at all. It's hard to believe that when the then-new 630CSi came on the scene in 1976 it made that outgoing 3.0CSi look somewhat stale and dated, but such is how almost anything new can even initially cause a future collectible to seem like yesterday's news. That's how many of us felt when the very long-in-tooth 635CSi and M6 duo were effectively replaced by the 8 Series (E31) in '89, after an amazing 13-year run, and even more so when Henrik Fisker's beautiful Z8 (E52) became the new BMW flagship a decade later in 1999, although I can't say I was quite as excited when my then favourite exotic (I had the Z8 tester twice and managed to extend my time in the first car four additional days) was effectively replaced by the second-gen 6 Series in 2003.

Photo: Karen Tuggay, Canadian Auto Press

I drove them all, the 8 Series an inherent understeerer due to too much weight over the front axle, the Z8 brilliant in every way as long as you had the chutzpah to master it without electronic nannies, and the 2004 645i Coupe a thoroughly impressive performer that I initially experienced at its global press launch in Malaga, Spain during the fall of the previous year, after which I tested the 6 Series Cabriolet (E64) during BMW's Southern California event the following March (we even stayed at the storied Beverly Hills Hotel, the real Hotel California), a car, like the hardtop, that I appreciated more for its drivability than its looks. My first stint in an M6 was that same E63 body style in 2006, while BMW was kind enough to lend me a then-new 2013 F13 version nine years later, an almost identical car to the 2016 model driven most recently.

Photo: Karen Tuggay, Canadian Auto Press

Finally, in the here and now, the current M6 Coupe and 6 Series Coupe it's based on are aging gracefully, a design whose long, lean lines beguiled me when it first debuted just over four years ago. Of course, four years is hardly old compared to the original E24's baker's dozen, but today's much more competitive, faster paced environment wouldn't allow for such a lengthy tenure unless we're talking anachronistic military-grade 4x4s. As it is the wheels have been updated to gorgeous machine-finished twinned-six-spoke 20-inch alloys with black painted pockets, which do a good job of modernizing this two-door's overall appearance without changing wheel diameter. Still, the 6 is no compact, so even these immense rims are unable to make it look any smaller than it is, but its slender shape certainly is elegant.

Photo: Karen Tuggay, Canadian Auto Press

Interestingly, the original 850Ci was heavily criticized for its overall size and curb weight, but take note it was actually quite a bit smaller than the new 6 and not much heavier even with its massive V12 shoehorned behind its M1-inspired nose. So equipped it weighed 1,975 kilos (4,354 lbs) compared to 1,939 kg (4,275 lbs) for the U.S.-spec twin-turbo V8-powered 650i Coupe. We don't get that car here in Canada, nor do we have access to the rear- and all-wheel drive 3.0-litre straight-six 640i version, or for that matter the rear-drive 650i, the result of our smaller market being a base 650i xDrive Coupe that hits the scale at an even more daunting 2,000 kilos (4,410 lbs). That's 25 kg (55 lbs) more than the original 850i, but before we attempt to directly compare the two cars let's remember that BMW has come a very long way with chassis engineering, powertrains and driveline performance since the '90s.

Photo: Karen Tuggay, Canadian Auto Press

Photo: Karen Tuggay, Canadian Auto Press

Even the comparatively lightweight 1,815-kilo (4,001-lb) U.S.-spec 640i has more muscle within its turbocharged straight six than the old 850Ci's V12 at 315 horsepower to 296. Sure the 850Ci would eventually increase its output to 322 horsepower and finally 375 in 850CSi trim, but once the 840Ci became available, a great deal more 8 Series buyers purchased that 282-horsepower model than the pricier 850, the "entry-level" 840 a better driver in my experience due to only 1,830 kg (4,030 lbs) of total mass, with less of that over the front wheels. Still, the U.S.-spec 640i offers a better power to weight ratio than that old '90s machine, while the new F13's overall balance, no matter the chosen powertrain or driveline, would easily put even the best E31 to shame.

As for size, before I mentioned it earlier in this review you might have also found it difficult to believe the new 6 is larger than that 8 Series, the now classic two-door measuring just 4,780 millimetres (188 inches) long with a 2,685-mm (105.7-inch) wheelbase, 1,854 mm (73.0 inches) wide and 1,341 mm (52.8 inches) tall for a particularly elegant shape even by today's standards, whereas the new 6 has been stretched to 4,897 mm (192.8 inches) in length with a 2,850-mm (112.2-inch) wheelbase, 1,902 mm (74.8 inches) wide plus a height of 1,369 mm (53.9 inches). That's growth of an astonishing 117 mm (4.6 inches) from nose to tail and 48 mm (1.9 inches) from side to side.

Photo: Karen Tuggay, Canadian Auto Press

Such is the state of the modern luxury sports coupe, its mega mass due to crash and pedestrian safety regulations, the luxury equipment expected for such a pricey car, and the need to base it on an ever-growing 5 Series sedan that's facing the same market and regulatory demands, that in the case of this M6 Coupe is all overcome by the technical prowess of TwinPower turbocharged V8 performance tweaked to 560 horsepower and 500 lb-ft of torque in base trim and an even more outrageous 600 horsepower with its Competition Package included; a seven-speed dual-clutch automated transmission that shifts even quicker than the great Nelson Piquet could swap cogs in his F1 championship-winning Brabham BT52-BMW; an active differential that variably distributes torque between the rear wheels to optimize grip and stability when changing lanes or accelerating out of a curve; electronic shocks that automatically (or manually) adjust damping force as required; specially tuned Servotronic steering that dynamically adjusts assistance to suit a given speed; performance-tuned electronic traction and stability control systems; massive cross-drilled rotors with yet more electronic braking aids (with carbon ceramic brakes available); and the list of techno wizardry going on and on.

Photo: Karen Tuggay, Canadian Auto Press

Photo: Karen Tuggay, Canadian Auto Press

Fortunately the M6 Coupe is no larger than any of the other current 6 Series two-doors, actually weighing less than some at just 1,928 kilos (4,250 lbs) thanks to its awe-inspiring carbon-fibre roof panel, which has the added benefit of lowering the car's centre of gravity too. This isn't the only CFRP addition, a stunning albeit optional carbon-fibre diffuser stuffed between four jumbo pipes at its tail end, the rest of the lightweight material found as available embellishment inside.

That diffuser and the M Performance titanium exhaust system come as part of a $25,000 Ultimate package that also includes self-cinching doors, active multifunctional seats with ventilation, a Bang & Olufsen stereo, a surround view monitor, active blind spot detection, lane departure and collision warning.

I have to say, as stunning as that exhaust quad and blackened diffuser looks, the M6' styling enhancements are more modestly applied than those on the M4. It gets an aggressive lower front fascia, of course, with the usual centre cooling intake at bottom and intercooler/brake ducts to each side, the latter two surrounded by some sweet looking aero sculpting for directing air, plus the expected baby blue, dark blue and red "///M6" badge tacked onto the glossy black grille slats, plus the same M6 insignia attached to decoratively chromed engine vent on the rear portions of each front fender, as well as a tastefully understated rear deck lid spoiler capping of the back end, but it doesn't have the mean look of an M4.

Photo: Karen Tuggay, Canadian Auto Press

As noted the carbon theme continues inside, with large glossy inlays across the instrument panel, centre console, door panels and next to the passengers ensconced within its abbreviated rear quarters, looking much more appealing than aluminum, piano black lacquer or wood, at least to my eyes. Of course there's plenty of billet aluminum trim too, the nicest bits reserved for the Bang & Olufsen speaker grilles set within each door, albeit the centre-mounted spatial tweeter that automatically rises up from within the dash top at startup really takes the cake as far as making an entrance goes. The rest of my tester's cabin was beautifully finished finely stitched leathers in dark anthracite and light grey tones, the roof pillars and headliner done out in a sumptuous suede-like material.

Photo: Karen Tuggay, Canadian Auto Press

The steering wheel, with it's thick leather-wrapped rim trimmed with blue and red M stitching, all held in place via wonderfully thin, almost retro spokes, nevertheless filled with all the expected redundant controls, is a rare bit of automotive art. It's flanked by long metallic shift paddles that combine with the wheel to frame BMW's classic four-dial primary gauge package, albeit this one featuring a high-resolution colour TFT background complete with every type of information display conceivable, the M's comprehensive user-programmable engine, suspension and steering settings allowing just about any combination of Efficient, Sport or Sport Plus setting for the powertrain and Comfort, Sport or Sport Plus choices for the suspension and steering systems. Like I said earlier, BMW has the M6' mass issues covered with tech galore.

Photo: Karen Tuggay, Canadian Auto Press

A widescreen infotainment display sits atop the squat centre stack, filled to the brim with BMW's digital goodies including regular and satellite radio, a multimedia section that features an internally storable music collection, Bluetooth streaming, USB and aux connectivity, while it still includes an optical drive along with the usual phone, navigation, wireless internet, vehicle info, and other settings. BMW fits a thin strip of presets under the CD slot next to fast-access audio mode and radio/track scan buttons, which I found handier than relying solely on the iDrive screen via its rotating controller on the lower console, while a nicely organized dual-zone auto HVAC interface fills out the bottom half of the central instrument panel.

Photo: Karen Tuggay, Canadian Auto Press

I'm not going to go into more detail with respect to features, the M6 filled to the brim with more standard luxury kit than most performance fans want or need and just enough to satisfy the luxury crowd that would rather suit up for this ride than the edgier M4, making this larger sports coupe ideal for long albeit fast road trips where all of life's comforts are most appreciated. That's not to say the M4 isn't equally pampering when it comes to standard gear, it's just purposely less refined about the way it comforts occupants. Both deliver the get-up-and-go goods just as eagerly, however, which made me very curious as to which would be the winner if let loose side by side on a twisting track.

Photo: Karen Tuggay, Canadian Auto Press

My personal and company budget not to the point that I can arrange such a session, I looked to the web for more than one example of these deeds done. Of course, one has to consider that the test cars weren't driven on the same day in identical conditions, but the results are what I expected, and other examples not noted here confirmed my suspicions. Professional driver Claudius Karch, a Nürburgring veteran, managed an 8:05.68 on the longer 20.8-kilometre (12.9-mile) Nürburgring Nordschleife Full track and a 7:44.00 on the slightly shorter 19.1-km (11.9-mile) Nürburgring Nordschleife BTG, while Horst von Saurma was able to circle the longer track in 7:52.00 with the M4. A circuit I know much better from personal experience is California's Laguna Seca, however, where "The Rocket" Randy Pobst managed the 3.6-km (2.2-mile) course in a scant 1:40.52 with the M6 and 1:39.69 with the M4, so it's fairly clear the much less powerful M4 is the more sporting of the two BMW M cars, but only by a hair; the M6 is still shockingly quick for such a large and comfortable 2+2.

Photo: Karen Tuggay, Canadian Auto Press

With foot on the brake pedal (which was oddly finished with a rubber pad, as was the throttle, M pedals normally getting the shiny metal treatment), dash-mounted ignition button pressed, lovely albeit muted engine and exhaust note doing their best to permeate the isolated luxury coupe's cabin (it actually sounds better when outside the car), I released the electromechanical brake via a toggle on the centre console (yep, no "archaic" brake lever here) and nudged the gear selector to the right for "D" and then once more for "S" or sport mode. Strapped into a driver's seat that's beyond just comfortable not to mention ultimately adjustable, foot went to throttle, the audible rush of mechanical noise moved up a significant notch to near spine-tingling levels, as did the overall sensation of forward thrust that pinned my backside into the body-hugging bucket with awesome force, 4.2 seconds of tree-blurring zero-100km/h velocity making me forget everything I ever thought about size and weight gain (my personal mid-rift bulge included), the M6 a shockingly capable Usain Bolt-like sprinter despite its Lennox Lewis size.

Photo: Karen Tuggay, Canadian Auto Press

As you might expect it dances like Ali through the curves as well, those aforementioned seats allowing very little lateral slip despite their all-leather perforated surfacing, its 265/35 front and 295/30 rear ZR20 Michelin Pilot Super Sport performance rubber combining with an aluminum-intensive mechanical suspension and all of those electronic aids previously noted for unfathomably capable handling no matter the speed or corner it gets thrown into, the M6 even capable of fixing problems inexperienced drivers will no doubt create, at least to a point. Even more impressive than its extreme road-holding are brakes that scrub off speed at such an alarming rate you'll need to be careful not to bruise chest and left shoulder from negative Gs if jacket-less, a boon to confidence that lets you push the big coupe faster than you might otherwise would.

Photo: Karen Tuggay, Canadian Auto Press

While I could go on ad nauseam with performance accolades it should be noted that BMW hasn't left the M6 devoid of its EfficientDynamics systems either. Along with the safety regulators inferred earlier there are at least as many environmental governing bodies to deal with, which has forced BMW and every other automaker to engineer fuel saving technologies such as auto idle start/stop, regenerative braking and more into all of its models, the result helping the M6 binge less on premium unleaded than it otherwise would have at a claimed 16.1 L/100km city, 10.8 highway and 13.7 combined.

Photo: Karen Tuggay, Canadian Auto Press

I'm actually a fan of these green technologies and normally let them do their work in the background rather than shutting them down, especially auto start/stop that not only saves fuel but limits noxious fumes while keeping the cabin EV-quiet at standstill, but I rather enjoyed listening to the 4.4-litre V8's wonderful rumble while I found the M6's auto-restart a tad slow and more than just abrupt, even causing adjacent drivers to glance over in wonderment as to why I'd be firing up my car just when the light went green.

Photo: Karen Tuggay, Canadian Auto Press

Now that I'm talking practical issues, it's possible to fit in the M6' back seat, although my five-foot-nothing partner felt cramped enough to remove her boots and rest her feet on the opposite seat, so let's reserve these for little ones, shall we. Odd that the much smaller M4 is a great deal more accommodating in the rear, but still it's nice to have those wee seatlets back there for emergencies.

Now that I'm griping I need to point out my biggest M6 disappointment, how things look under the hood. BMW usually celebrates its M engine bays with glorious carbon-fibre crafted components and other dazzling details, but this turbocharged V8 doesn't have the same bespoke handcrafted uniqueness as the naturally aspirated mills of the past. Don't get me wrong, it's great to see all the exposed mechanical and turbo bits that most manufacturers try to hide with fancy engine shrouds, but the simple black plastic skull cap covering the rear half of the M6' V8 is a bit of a visual letdown.

Photo: Karen Tuggay, Canadian Auto Press

OK, I'm nitpicking a car apart that's truly superb, an absolute marvel of modern engineering. As you can probably tell this wouldn't be my first choice amongst BMW's current crop of M cars, the M4 with a six-speed mixer my favourite, and I'm already guessing that the upcoming M2 will at least be second on my list, although I reserve the right to change my mind after time well spent with a (finger's crossed) upcoming tester. Still, I can't knock this big super cruiser because it does everything so incredibly well while delivering a level of luxury and quality, not to mention fine attention to detail that few premium sport coupes come close to matching, even those from Crewe that cost more than twice its price.

Yes, at $125,000 plus freight and dealer fees, or in the case of my tester $150,000, the M6 isn't for the upwardly mobile, you'll need to have already arrived to apply, but its combination of absolute power and impeccable refinement puts it in a rarified class that few can attain, which for those who are financially capable will make it the BMW to own by default. I certainly wouldn't mind having this car parked in my garage for another week, although that said I can promise you it wouldn't be stationary for much of the time.