The Automotive Area

2012 Jaguar XKR S Specs, Prices, Pics and Reviews

2011-09-20T11:56:00.000+07:00

Jaguar calls the XKR-S the company’s “most responsive, powerful, agile, and driver-focused production car.” It’s also the quickest ever. Yes, it’s quicker and more potent than even the 1992–94 XJ220 supercar.

Stout claim, but the numbers back it up. The twin-turbo 3.5-liter V-6 in the XJ220 we tested 18 years ago [November 1993] generated 542 horsepower and 475 pound-feet of torque.

The supercharged and direct-injected 5.0-liter AJ V-8 propelling the XKR-S huffs up 550 horsepower at 6500 rpm and 502 pound-feet of torque between 2500 and 5500 rpm. Throttle response is instantaneous and linear, and the aural accompaniment is habit-forming.

Like the other XKs, the XKR-S employs a responsive six-speed automatic (with paddle shifters for manual operation). Jaguar expects the car to reach a mile per minute in 4.2 seconds (the XJ220 did 4.4), with a governed top speed of 186 mph.

Equally impressive, the S achieves the same EPA ratings as the XKR—15 mpg city and 22 highway—just above the gas-guzzler threshold.

After a day herding this quickest of all cats over mountain roads, we’re inclined to doubt Jaguar’s performance claims. Unless something goes terribly wrong, the XKR-S will be much quicker to 60 than the company forecasts. Hell, last time we tested an XKR, it did the deed in 4.0.

Thanks largely to revised exhaust plumbing—which allowed attendant tweaks to the fuel mapping—the S version of the engine tops the XKR’s output by 40 ponies. Applying the old dollars-per-horsepower formula, the XKR-S price premium may look a little steep. The 2012 XKR coupe will start at $97,500; the XKR-S coupe (a convertible may come along later) will be $132,875 when it reaches showrooms in October.

That’s about $884 per additional filly. But there’s much more to the package than mere muscle.

Let’s start with the functional. The suspension features new aluminum knuckles, stiffer springs (by 28 percent, front; 32 percent, rear), active dampers, revised rear geometry, and an active (read: torque-vectoring) differential. The active diff allowed the chassis team to raise the stability-control threshold.

Static ride height is 10 mm (0.4 inch) lower, and the S rolls on 20-inch forged aluminum wheels wearing a set of Pirelli P Zeros (255/35 front, 295/30 rear). Remarkably, its ride quality is supple. Grip is barnacle-like, and when the driver exceeds the car’s limits—which requires determination—he’ll feel the diff helping to keep the front of the vehicle ahead of the stern.

Aerodynamics are another stability enhancer. Besides reduced ride height, the S sports a new carbon-fiber front splitter and rear wing, rocker-panel extensions, and a rear diffuser. The aero doodads reduce high-speed lift by 26 percent, says the company.

Interior furnishings are distinguished by a pair of supportive leather-clad bucket seats, more aggressively bolstered than their XKR counterparts; elegant needlework; pewter-anodized aluminum trim (nary a splinter of wood); and the expected infotainment electronics, including premium audio and a somewhat finicky nav system. Learn More...

Source : http://www.caranddriver.com

2012 Hyundai Veloster Specs, Prices, Pics and Reviews

2011-09-19T11:47:00.000+07:00

On the heels of redesigned Elantra compact and Accent subcompact, the new 2012 Veloster adds a coupe to Hyundai's burgeoning small-car offering (see them compared).

The distinctive Veloster is a true three-door hatchback: It has a liftgate, two front doors and a single rear door on the curb side for easier backseat access. By Hyundai's estimation, the Veloster competes with the likes of Honda's CR-Z hybrid and the Scion tC, and might be cross-shopped with the Fiat 500, Mini Cooper and Volkswagen Beetle.

The 2012 Hyundai Veloster is a distinctive, high-mileage sport coupe that hints at the excitement to come in future variants.

Hyundai simplifies things by offering just one Veloster trim level starting at $17,300, distinguished only by three interior color schemes, which include gray, black and a red-and-black combination. The interior choices depend on the exterior color chosen. Options include an automatic transmission for $1,250 and two feature-filled packages. With currently known options, the Veloster tops out at $23,310.

I drove the Veloster with both manual and automatic transmissions.

Exterior & Styling

Somehow Hyundai has managed to design another car that looks unique and stylish without being overly polarizing (or just plain ugly). Available in seven colors, including bold yellow, orange and green, the Veloster stands out as something entirely new.

Seventeen-inch alloy wheels are standard. The optional Style Package, for $2,000, includes 18-inch wheels, fog lights and a chrome grille surround with piano-black highlights, along with interior feature upgrades. Different 18-inch alloy wheels with body-colored spokes join additional features in the Tech Package, which requires the Style package, adding another $2,000 (for $4,000 total).

The Veloster also introduces Hyundai's first exterior graphics options, which include stripes and other designs. They're available when ordering or at the dealership.

Ride & Handling

I've called out handling as an area in which Hyundai needs improvement overall. For example, though the new Elantra is more than capable enough, it doesn't match the athletic Ford Focus or Mazda3, or maybe even the Chevrolet Cruze. I also find the Genesis Coupe too skittish. The Veloster's dynamics and roadholding are among the best Hyundai offers — when equipped with the optional 18-inch wheels.

My chief complaint about the Veloster is its steering, which feels numb on-center and tends to wander at low and medium speeds, improving somewhat on the highway. Beyond the steering issue, the Veloster is exceptionally light — starting at 2,584 with a manual transmission — and it feels that way. As important, it manages its weight well, with admirable balance for a front-wheel-drive car, and minimal body roll.

The optional 18-inch tires showed no evidence of the automaker's quest for fuel efficiency, as some low-rolling-resistance (a.k.a. traction-resistant) tires on small cars do. The Kumho Solus KH25 all-season tires, rated P215/40R18, are well matched to the Veloster.

Note that I didn't drive the standard 17-inch tires, which are Nexen Classe Premiere CP671s rated P215/45R17. Though they're ostensibly all-season tires, these give me pause. The same models proved inferior in the cold and snow earlier this year on a 2011 Kia Optima, on which they were also standard equipment. Pay extra attention to these tires if you test drive the Veloster, even if it's not cold out, and consider the 18-inchers if you have any concerns.

Power

Handling can't be divorced entirely from engine power, because there has to be enough oomph to pull the car out of a corner, and here the Veloster's modest power comes into play. Shared with the Accent is a 1.6-liter four-cylinder engine that generates 138 horsepower at 6,300 rpm and 123 pounds-feet of torque at 4,850 rpm. Thanks to direct injection and variable valve timing, the little 4-cylinder offers pretty broad torque delivery across the rev range. The six-speed transmissions make the most of it, launching the Veloster quickly when needed.

Taking on hills and powering out of sharp turns demands lower gears, keeping the driver — or the automatic — busy. The manual is a competent player with a forgiving clutch and a relatively short shifter equipped with a foolproof button for entering Reverse gear, to the left of 1st. (Why don't more automakers use this design?)

The more impressive choice is the automatic, a six-speed EcoShift DCT, standing for dual-clutch transmission — Hyundai's first. The dual-clutch automated-manual design means little to the average driver but can feel different to the more attuned operator. While DCTs are usually touted for their fast shifts, the overriding goal is lower weight and greater efficiency, and Hyundai's version takes it a step further by using a dry clutch system rather than a hydraulic design. So far the only dry-clutch DCTs we've experienced come in the Ford Fiesta and 2012 Focus, which have their detractors.

When in Drive mode, the DCT behaves like any other automatic transmission. You can also slide the lever to the right and then shift up and down sequentially, or use the standard shift paddles on the steering wheel.

I'm impressed with the DCT. It performed nicely over a couple of miles of stop-and-go city driving. When I let off the brake at a stop, it would begin to inch forward after minimal delay. I noticed none of the balkiness or vibration we experienced just a week ago with the 2012 Ford Focus SFE. The transmission shifts up through the gears smoothly and without drama, and it doesn't downshift too conspicuously as you slow to a stop. It also downshifts reasonably quickly when it's time to pass. Hyundai engineers erred on the side of comfort, opting for smoother shifts rather than quick, hard transitions — a wise decision. They say it shifts faster when in manual mode, but I found the difference to be minimal.

There's no automatic sport mode, but there's an Active ECO button on the dashboard that intrigues me more than similar modes from other brands. Rather than change the shift behavior directly, it affects the accelerator pedal — not making it less sensitive but instead damping out sharp changes in position, smoothing the engine response and improving efficiency, Hyundai says, by up to 7 percent. What this does is make the regular Drive mode more responsive than some cars' are, because of their manufacturers' pursuit of higher mileage. The transmission also reacts quickly to sharp jabs of the accelerator pedal, kicking down one or more gears for passing power. Learn More...

Source : http://www.cars.com

2011 Ford Edge Specs, Prices, Pics and Reviews

2011-09-16T14:27:00.000+07:00

I've never had a more intense love/hate relationship with a car than the one I experienced during my test drive of the 2011 Ford Edge.

Starting MSRP $27,640–$38,775

There are many things to be excited about with this newly refreshed model that received some styling changes, significant interior upgrades and has such promising family utility, but it's all thwarted by the driving experience and features inside the car that simply don't work.

When driving the Edge, it seems like it weighs a ton. I felt like I was hauling a herd of elephants in the back despite the V-6 engine's considerable power. Once you get it moving, this five-seat crossover starts feeling a little boat-like — big, bulky and disconnected from the road. I could never quite find that sweet spot when accelerating; I either took off crawling or lunged forward too aggressively.

When I had to brake quickly because of a trash can on the loose in the middle of the freeway, I was quite shaken by how it fish-tailed briefly under pressure.

The 2011 Ford Edge has a starting MSRP of $27,640, but my test car — a Limited trim with front-wheel drive — cost $40,480.

EXTERIOR

The 2011 Edge is one of the most attractive crossovers on the road. It looks sharper than your average mom-mobile. The subtle exterior design changes, including the new grille and rear taillights, definitely give it a fresh look, resulting in a more upscale appearance. If you're into bling, you won't be disappointed by the sparkle from lots of chrome on the grille and big wheels, either.

It's hard to imagine the Edge's step-in height being too cumbersome for most children, but the doors are bulky and heavy and assistance may be needed there. The Edge is also wide, so be careful when pulling into parking spaces and driveways while you're adjusting to its width.

Parents will appreciate the power liftgate, which goes without saying is a coveted feature for multitasking moms and dads. The Edge's cargo area was so deep that I could really pile things up back there.

The Edge's gas mileage was another big turn-off. It gets an EPA-estimated 19/26 mpg city/highway. My weeklong test drive consisted of primarily city driving, and I averaged 15.5 mpg. Yes, my test car had a 3.5-liter V-6 engine with 285 horsepower, but I wasn't pushing it hard enough to warrant such low gas mileage. On the bright side, you can fill up with regular unleaded gasoline to soften the blow at the pump.

SENSE AND STYLE

Family Friendly (Not Really, Fair, Great, Excellent): Great/Excellent

Fun-Factor (None, Some, Good Times, Groove-On): Some

INTERIOR

The 2011 Edge feels and looks luxurious from the driver's seat. Overhead, you'll find Ford's Vista Roof, a panoramic moonroof over both the first and second rows that will wow parents and children alike. My test car had an alluring brown leather interior that looked rich and stylish when paired with the piano-black surfaces and faux wood trim.

The huge screen in the center stack has impressive color-coded displays for navigation, entertainment, phone and climate, and the two LCD screens on each side of the speedometer coordinate with the screen in the middle. The graphics look fresh and modern, and you can toggle between many different screens to get various types of vehicle information. The controls in the center stack are not buttons — they're touchpads — and they look futuristic.

Aside from its looks, the cabin is roomy. Grandma couldn't stop exclaiming how she had a ton of legroom while riding in the backseat, and the front passenger seat had no problems accommodating other long-legged companions with a rear-facing infant-safety seat behind them. My storage needs were satiated by the center console up front, which has a built-in pen and tissue holder to brighten any organization enthusiast's day and a deep bin below. Additionally, there was an incognito cutout under the center stack where I could stash my purse. It all seemed too perfect — good looks and fantastic functionality for a family? I was completely smitten until I turned the key.

I hadn't even made it down the block before the MyFord Touch system crashed. MyFord Touch is new for 2011 and responsible for about 80 percent of my frustration with this vehicle. MyFord Touch is an optional interface used for the car's entertainment and navigation systems. The system crash didn't affect my ability to keep driving, but I pulled over just to be sure I didn't accidentally hit some reboot button. Attempting to troubleshoot, I turned the car off to simulate a "restart" with no success. Then, after physically exiting the vehicle, doing a lap around it and climbing back in, I seemed to have successfully rebooted the system — until it crashed again. Did I mention that I hadn't even left my street yet? Learn More...

Source : http://www.cars.com

2012 Volkswagen Beetle Specs, Prices, Pics and Reviews

2011-09-16T14:09:00.000+07:00

There is an undeniable appeal to a nostalgia ride, whether it be a Mini Cooper, a new Fiat 500 or the car that really started it all: the Volkswagen New Beetle.

Now, the 2012 VW Beetle has received a much-needed update. The result is a more sophisticated coupe that's also a better daily driver.

Though the Beetle — dropping "New" from its name — is high on style and comfort, the engine is particularly loud, disrupting an otherwise pleasant driving experience.

Style

There is perhaps no car more iconic than the Beetle. Maybe the Jeep Wrangler is as identifiable, but no other car has been so loved that it spawned a childhood pastime like slugging a sibling in the arm at the sheer sight of one on the road.

The 2012 is a seamless transition from the New Beetle that debuted to wide acclaim in 1998. Hard edges now replace rounded shapes on the front bumper; a steeper windshield adds more blockiness; and a higher belt line means narrower windows and a sleeker profile. The rear is still as curvy as ever, though, with wild taillights finishing the look.

VW makes no apologies for the sharper design, saying it is deliberately more masculine.

Inside, the integrated flower vase is gone, but it won't be missed in the high-style layout. A typical two-tone interior color scheme, like tan seating with a black dashboard, is accented by piano black along the doors and dash. That trim can be replaced with white or red lacquer accents — to match the exterior color — on certain trim levels.

The elegantly done gauge cluster is unique to the Beetle. The three gauges fit the shape of the car better than the wider, two-gauge cluster found in the Jetta and Passat. Materials quality is definitely appropriate for the car's price; it's much more akin to the new Passat's higher-caliber interior than to the Jetta's, which aims at entry-level buyers and costs thousands of dollars less.

The front seats are comfortable, with plenty of support, but I found them a bit narrow for my back and shoulders. I assume smaller occupants will be more comfortable. You'll also have to be smaller to enjoy the tight confines of the backseat. This is to be expected in most coupes, though, and while the specifications don't suggest it, there certainly seems to be more room inside the Beetle than you'll find in tinier competitors like the Fiat 500 and Mini Cooper.

Performance

If you're buying the Beetle for its style but want affordability, you'll want to opt for the 2.5-liter five-cylinder engine; that version starts at $20,895 with an automatic. It's a competent powertrain, but the engine buzzes loudly, intruding into the cabin even during modest acceleration. The six-speed automatic transmission is simply adequate. A manual base model will be released in 2012 and will start at $18,995.

The base engine's 170 horses get you to highway speeds with assurance but not exhilaration, while steering is a bit vague. The brakes are above average. Does this sound like a ringing endorsement? It shouldn't to performance fans, but most buyers will appreciate the Beetle's very comfortable ride, airy cabin, and lack of road and wind noise — especially considering the wind was extreme most of the time I tested this car.

The 2012's addition of more than 3 inches of width means there's more stability when taking sweeping off-ramps, along with more room between front occupants. But it doesn't feel nimble like a Mini, which is 5 inches narrower.

The biggest negative is the loud engine and subpar mileage, rated 22/29 mpg city/highway with the automatic. The Mini Cooper gets 28/36 mpg with an automatic, while the Fiat 500 gets 27/34 mpg.

Upgrade to the Beetle Turbo versus the 2.5L and you'll be making an investment in driving enjoyment. For the extra $3,600 — no small sum — the turbocharged, 2.0-liter four-cylinder offers spritely acceleration, snappier handling, a Sport mode that actually feels sporty, and a warbling engine noise that sounds welcoming. (It's still too loud, though.)

The 200-horsepower turbo doesn't seem like much of an upgrade on paper, but teamed with a dual-clutch six-speed automatic transmission, this car far outpaces the base model.

The Turbo doesn't even give up much ride comfort for the added fun quotient, and it gets better mileage: 22/30 mpg.

Performance junkies still won't find the Beetle Turbo to be enough for them, despite its limited-slip differential for better handling. That's why VW sells a GTI version of its Golf hatchback. For those interested in the Beetle mystique, the Turbo delivers just enough.

A diesel Beetle will be released sometime in 2012, with estimated mileage of 29/40 mpg.

Features & Pricing

The base Beetle, with a starting price of $18,995 with a five-speed manual transmission, won't go on sale at the model's launch, and VW is not advertising it yet; it's expected next year. When 2012 Beetle sales begin this fall, the least expensive version will be the next higher trim level, called the Beetle L, at $19,795.

When they arrive in 2012, base Beetles will come with 17-inch alloy wheels, power windows with one-touch up and down, cloth seats, cruise control, 50/50-split folding rear seats, a trip computer and an eight-speaker stereo.

The L adds leatherette (faux leather) seating, heated front seats, a second glove box, Bluetooth and a media interface for digital accessories like iPods and smartphones. Automatic-transmission models start at $20,895. A base Mini Cooper with an automatic is $20,750.

Instead of separate options, VW creates trim levels. The next one up, the 2.5L with Sunroof, goes for $22,295 with the manual, $23,395 with the automatic. It adds a large panoramic sunroof that makes an already bright cabin even more open. It also includes a center armrest, a leather steering wheel with controls for the trip computer and stereo, keyless entry, push-button start, a touch-screen radio and three months of Sirius Satellite Radio.

The Beetle L with Sunroof, Sound and Navigation is $24,095 with the manual and $25,195 with the automatic. It adds 18-inch wheels, a navigation system and a premium Fender stereo.

I tested the Fender system with my iPhone, streaming music from Spotify, and it worked well. Sound quality is good, and there's plenty of bass when you want it. The navigation system and interface are a tad quirky, and there will be a learning curve if you're coming from another system. Even though it looks like a portable Garmin nav system, the inputs and controls are very different.

A similarly equipped automatic Mini Cooper is $25,750, and it can be had only with 17-inch wheels.

The Beetle Turbo starts with the features of the Beetle L at $23,395 with a manual and $24,495 with the DSG automatic transmission. It adds 18-inch wheels, alloy pedals, fog lights, gloss-black exterior mirrors, glossy black interior trim, sport seats with upgraded cloth, and a leather shift knob.

The Turbo's uplevel trims vary slightly from the L's. Next up is a Beetle Turbo with Sunroof and Sound that goes for $26,395 with the manual, $27,495 with the DSG. It gets the same extras as the L's Sunroof package, plus the Fender premium stereo.

The top trim is the Beetle Turbo with Sunroof, Sound and Navigation, which mirrors the L options but adds real leather seats and leather trim on the doors and dash. It costs $27,995 with the manual and $29,095 with the DSG.

Safety

At this time, the 2012 Beetle has not been crash-tested by either the federal government or the Insurance Institute for Highway Safety.

The Beetle comes standard with four-wheel-disc brakes, stability control and side curtain airbags for front and rear passengers.

Beetle in the Market

At first glance, the Beetle seems like an oddity. Do shoppers want another nostalgia-laden two-door hatchback? But the car's high-quality interior and style, plus its competitive price, mean it can go toe-to-toe with the Mini Cooper, offering a more civilized driving experience — if not as much fun behind the wheel. Learn More...

Source : http://www.cars.com

2011 Nissan Sentra Specs, Prices, Pics and Reviews

2011-09-13T19:29:00.000+07:00

Some cars get all the attention, and the Nissan Sentra isn't one of them. Its name isn't always uttered in the same sentences as models like the Honda Civic and Toyota Corolla, but after driving one it's clear that it should be; this car deserves to be on compact-car buyers' shopping lists.

While you probably wouldn't regret getting a Civic or Corolla, the Sentra outdoes those cars in some areas and offers a number of upscale features for exceptionally affordable prices.

In the world of everyday, economy transportation, the Sentra is a pleasant surprise — a hidden gem for those willing to give it a try. I tested an uplevel Sentra 2.0 SL. This trim level starts at $18,560, but with options its as-tested price was $20,630.

Styling

The Sentra's tall stance and short hood and trunklid make the car look a bit stubby in profile. It's not nearly as sleek as the Civic, which is still futuristic looking even though it's been around in its current form since the 2006 model year — an incredible feat. I like the Sentra's design more than the Corolla's, which is about as bland and nondescript a car as you'll find these days. For a side-by-side comparison of the Sentra, Civic and Corolla, click here.

Not everything's right with the Sentra's design. A couple of our editors, myself included, weren't fond of the car's clear-lens taillights. This design cue was a fad a few years ago, and it's time for Nissan to ditch the look.

The Sentra comes standard with steel wheels, but our 2.0 SL had 16-inch alloy wheels with an eight-spoke design. Alloy wheels always dress up a car's exterior, and 2.0 S and 2.0 SL models get chrome door and trunklid accents that serve the same purpose.

Driving It

The Sentra's off-the-line performance is good, with acceleration that's much more effortless than the Civic or Corolla, both of which are offered with traditional automatic transmissions with fixed gears. The Sentra's optional continuously variable automatic transmission, which my car had, provides an infinite number of gear ratios, and that allows engine speed to remain more constant, and usually quieter.

Nissan has done a remarkable job tuning the Sentra's drivetrain. Performance-oriented SE-R and SE-R Spec V models are available with a 2.5-liter four-cylinder engine, but I tested the base 140-horsepower, 2.0-liter four-cylinder that goes in the majority of Sentra trim levels. The engine was paired with the optional CVT, as mentioned, but a six-speed manual is standard. Nissan is one of the few automakers using CVTs in many of its cars and crossovers, and the Sentra proves the automaker knows what it's doing.

Overall, the Sentra feels like it has a larger engine under its hood than it does, but not at the expense of fuel economy. The infinite gear ratios in a CVT allow the engine to operate in its most efficient range, and the Sentra with the CVT gets a competitive 26/34 mpg city/highway. That beats the manual transmission's 24/31-mpg rating. Predictably, gas mileage drops with the larger four-cylinder, down to 24/30 mpg with the CVT and 21/28 mpg in the manual-transmission model, which also prefers premium gas.

Like many other cars with smaller engines — the Civic and Corolla included — the Sentra's four-cylinder doesn't have a lot of power in reserve for highway passing. It accelerates up to highway speeds confidently and cruises easily with fast traffic, but don't expect a burst of power if you stab the gas pedal. If you do stab it, you're more likely to get just a slight bump in speed and more engine noise.

I like the Sentra's ride quality, though some Cars.com staffers who drove it thought the suspension was noisy over rougher stretches of road. I noticed some noise over big bumps, but the suspension craftily blended good damping abilities without sacrificing steering response and overall nimbleness.

The Civic handles well but makes occupants pay with a noisy cabin. The Corolla isolates you but doesn't encourage you to push it on a winding road. The Sentra, meanwhile, falls somewhere between the two. It provides a quieter, more comfortable driving experience than the Civic but isn't as softly sprung as the Corolla. It's a nice balance that delivers the benefits of both approaches in one car. Learn More...

Source : http://www.cars.com

2011 Nissan Frontier Specs, Prices, Pics and Reviews

2011-09-10T13:24:00.000+07:00

Full-size trucks are a chore to drive in the city — we know; we've done it — so we wanted to see how Nissan's midsize Frontier would handle an urban environment, as well as a junkyard run to get some used parts.

There were clear maneuverability and parking advantages that came with this truck's smaller size, but in one particular way the V-6 Frontier is a lot like its larger siblings — and not in a way you'd want.

In short, while the V-6 Frontier packs a lot of useful capability in a condensed package, if you've had a chance to sit in any of the newer full-size trucks on the market, you may be disappointed with the Frontier's cabin styling.

To see a side-by-side comparison of the 2009 and 2010 Frontier, click here.

V-6 Gas Mileage, Performance

One of the disappointing elements of the V-6 Frontier — and one that many people in the market for a smaller truck will likely be concerned about — is its gas mileage. With an automatic transmission and four-wheel drive, it gets an EPA-estimated 14/19 mpg city/highway, which is similar to what the full-size Ford F-150 and Chevrolet Silverado pickup trucks achieve with V-8 power. If you're looking for better gas mileage, rear-wheel-drive Frontiers come with a standard four-cylinder engine that gets up to 19/23 mpg with a five-speed manual.

Aside from its gas mileage, I like the V-6 drivetrain. The 4.0-liter V-6 makes 261 horsepower (the most of any midsize six-cylinder pickup) and offers strong acceleration when merging on the highway or pulling away from a stoplight.

The V-6 Frontier I tested had the optional five-speed automatic (a six-speed manual is standard), and the transmission is a smooth-shifting unit. However, it likes to run in a high gear, even when cruising at midrange speeds, to keep engine rpm low and save fuel. This didn't prove detrimental to performance because the V-6 is so powerful.

Size & Maneuverability

The Frontier has grown over the years with various redesigns, a trend that's affected both trucks and cars. That said, it's still pretty easy to drive the Frontier in the city.

Even on Chicago's narrow downtown streets, which are often lined with waiting cars half-pulled to the side of the road, you have a good sense of where the corners of the Frontier are, which enables you to scoot around other vehicles without having to slow to a crawl, as you might in a full-size truck. It's no more difficult to maneuver the Frontier in a parking garage than it is to pilot a traditional midsize sedan there.

Truck buyers will like the Frontier's tall stance for improved visibility and ground clearance. The V-6 Frontier I tested was an SE 4x4 trim, and it offers a high seating position that gives you a great view of the road ahead without requiring extra effort to climb into the cab, like some full-size trucks demand.

An Outdated Cabin

Full-size truck interior quality has made huge strides in recent years, but compact and midsize trucks — which mostly sell in smaller volumes than do full-size ones — haven't received the same level of attention. That's the case with the Frontier, which has fairly basic cabin plastics and finishes that don't compare well to the newer interiors of the Ford F-150 and Ram 1500, to name two. And those two don't cost much more than a V-6 Frontier. Learn More...

Source : http://www.cars.com

2011 Infiniti M56 Specs, Prices, Pics and Reviews

2011-09-10T13:11:00.000+07:00

The 2011 Infiniti M37 and M56 replace the 2010 M35 and M45. The difference in name reflects switches to a 3.7-liter V-6 and a 5.6-liter V-8, both of which provide more power, as you'd expect.

Many other upgrades come with this complete redesign. (See the two model years compared.)

Though beautifully styled inside and outside, the redesigned 2011 Infiniti M sport sedan is frustrated by some quirks and glitches, and it's not as affordable as it used to be.

The M comes in three versions: the M37, M56 and an all-new hybrid version, the M35h. The gas-only versions are rear-wheel drive but offer optional all-wheel drive (designated by the "x" suffix). Unlike some competitors, including the BMW 5 Series and Acura TL, the M sedan doesn't offer a manual transmission. We tested the M37x and both the M56 and M56x, but did not drive the M35h.

Transmission Misbehavior

Though the car impresses, its sport-sedan billing leads me to start with my main complaint: The seven-speed automatic transmission has a chronic case of indecision. Stomp on the accelerator from a standstill, and all is well. Ditto for normal, sedate driving. But when the time comes to pass or get moving more quickly once you're already in motion, the car bogs down as the transmission hunts for a gear.

In this regard, Infiniti's earlier five-speed automatic was better. This pattern is all too familiar: Automakers make the change to higher gear counts for their automatic transmissions — for all of the undeniable benefits — and then the immediacy of the accelerator response suffers, an unacceptable and unnecessary tradeoff.

I cited similar frustrations with the competing BMW 535i's new eight-speed automatic, but the problem is more pronounced in the M37. Further, BMW's V-8 version, the 550i, performed much better, while the M56 exhibits the M37's same bad habits.

Unless you're content to take over shifting responsibility using the transmission's manual mode and gear selector (or shift paddles that come with the optional Sport Package), the best mitigation is the Sport mode on the center console's Infiniti Drive Mode Select knob. Along with making the accelerator pedal more sensitive, it makes the transmission hold onto lower gears longer, cutting down on the delay. But that also serves to decrease the M56's mileage, an already unimpressive 16/23 mpg city/highway with all-wheel drive or 16/25 mpg without. The M37x is rated 17/24 mpg, and the M37 is 18/26 mpg. The M35h hybrid gets an estimated 27/32 mpg.

To help drivers maximize mileage, IDMS also includes an Eco mode, along with Normal and Snow. Eco does the opposite of Sport. I found it most attractive when using the adaptive cruise control, because it kept the car from surging forward aggressively if the car ahead of me moved out of the lane. It also eliminated the system's tendency to slow or brake too aggressively when the lead car slowed. Unfortunately, on a highway trip in winter, the system failed completely because the bumper-mounted laser sensor became caked with ice, prompting a "Clean Sensor" alert on the instrument panel. This also meant the optional Forward Collision Warning had become disabled. When the sensor fails, you don't simply lose the adaptive operation; the cruise control quits altogether.

This might have been a rare and unlikely occurrence, but it's one I've never experienced with the more common radar-based active cruise control most brands employ.

Take the V-6

In what is becoming a common refrain, I'm pleased to report that you don't need a V-8 in this car. Between the M37's robust 330-horsepower V-6 and seven-speed transmission, it's more than quick enough, even for a luxury buyer. If you still want more power, perhaps to offset the added weight of all-wheel drive, the V-8 provides exhilarating performance and wonderful exhaust sound when running full-tilt. Learn More...

Source : http://www.cars.com

2013 Lexus GS350 Photos and Info

2011-08-28T15:07:00.001+07:00

Thanks to an unveil in Pebble Beach we finally have our first good look at the 2013 Lexus GS350 we previously drove heavily camo’d prototypes and, with it, the future look and styling direction of the Lexus brand.

The company also let drop that it would unveil the inevitable hybrid version at September’s Frankfurt auto show. About a month after that, the company will show the F-Sport version at the SEMA show in Las Vegas.

The new GS350, the fourth generation of the company’s mid-range sedan, will be the standard-bearer of Lexus’s new, more “passionate” approach to the premium-car market. Our first driving experience in camouflaged examples of the car, in both standard and F-Sport versions, bear out that oft-repeated passion claim.

The GS350’s styling is considerably, and thankfully, more subtle than the frankly hideousLF-Gh concept car from this year’s New York Auto Show. The ’13 GS sits on a two-inch-wider track, giving it a more planted look. It is, as is the fashion, festooned with LEDs front and rear. Its one truly distinctive visual signature is a new front grille shape that Lexus calls “spindle” shaped. Okay. It looks something like a large square grille that been cinched in about two-thirds of the way up either side. Expect to see a lot of this shape in the coming years.

When the GS350 goes on sale in February of 2012, it’ll be powered by a largely carry-over 3.5-liter V-6, which uses both port and direct injection. The engine makes 306 hp at 6400 rpm (a bump of 3 hp from the last GS350) and 277 lb-ft of torque at 4800. The car carries a six-speed automatic transmission. It will be available in rear or all-wheel-drive versions.

Inside the slightly larger interior is mounted a massive 12.3-inch infotainment screen on which owners can noodle with Pandora, conduct local searches on Bing, and a host of other options. Lexus has packed that interior with all manner of standard and optional electronic whiz-bangery. The optional Mark Levinson audio system pumps out 835 watts. Sensors in the seats allow the climate-control system to direct flow to passenger and not empty seats, says the company, which also claims a nice bump in system efficiency for the effort.

There’s a new infrared camera mounted to the steering column that keeps an eye on where your eyes are pointed. The camera is integrated into the car’s pre-collision system, so that if a crash appears imminent and the driver is not looking ahead, he’ll get an earlier warning signal than the system would otherwise provide. The system can, of course, initiate braking as well. There’s a bevy of other tricks too, including night vision, a head-up display, blind-spot monitoring, and active lane-keep assist.

The company has not yet announced pricing but we expect it to start in the $48,000-to-$50,000 range. Pleasantly surprising as the shape may have been, price is one thing we knew wasn’t going to change much on this one. Learn More...

Source : http://www.caranddriver.com

2012 Porsche 911 Carrera and Carrera S Pics and Reviews

2011-08-28T14:52:00.000+07:00

The Porsche 911 became an icon almost the instant it arrived nearly 50 years ago, so when it comes up for a redesign, relatively small steps have usually won the day.

Bowing at the 2011 Frankfurt auto show, the seventh-generation 911 Carrera and Carrera S may look to follow that pattern at first blush, but there are some radical changes albeit not as large as the shift from air- to water-cooled engines underneath the largely familiar shape.

Iconic Details, Bigger Package

Indeed, as we’ve seen from a preponderance of spy shots, Porsche designers made sure the new 991 generation looks the part. Its iconic fender shapes, ovoid headlamps, and fast tail remain, but it looks fresher and sleeker. The nose has a more aggressive lower fascia, although the LED running lights are still located directly atop the intakes.

The headlamps gain more complex innards, and the side mirrors move from the A-pillar to the door. Around back, the taillight elements are squinted and smaller, the chunky blocks around the license plate have fallen off, and the quad exhaust finishers are replaced with a more understated duo of outlets.

Sitting lower overall, the stretched wheelbase (by 3.9 inches) gives the car a lower stance, an impression furthered by the wider front track. Porsche is withholding full specifications, but we’re told the overall length is only slightly up from the 997 generation. The new body makes more use of aluminum and Porsche says it’s 100 pounds lighter. It retains the same 0.29 Cd, and now is said to have virtually no front or rear lift, thanks in part to a wider, variably extending rear spoiler.

The new cabin reflects the Porsche Carrera GT–like design that’s marked new Porsches since the Panamera, with a sloped center tunnel placing the shifter closer to the steering wheel. The execution is simpler than in the Panamera or Cayenne, though, with fewer buttons. The traditional five-pod instrument cluster keeps a large tachometer in the center, while a useful multifunction color display finds a home to the right of that. The 2+2 seating layout remains, but don’t expect those tiny back seats to offer much more room even with the extra space between the wheels.

The Juicy Stuff

The 911 is a driver’s car, and our extensive experience in a prototype confirmed that Porsche kept dynamics at the top of its priority list. We’ll have to wait for a turn behind the wheel of the finished product, though, before our fears are allayed regarding the 2012 911’s electro-mechanical power-steering system. We wouldn’t normally be this skeptical, but a big steering change made in recent BMWs—to a fully electric system—resulted in a numb tiller, so we’re feeling a bit burned. A Porsche spokesman, however, tells us that the setup is specific to the 911 and that “the steering is the most important part of a Porsche.”

Other mechanical updates include a new engine for the base Carrera. Downsized by 0.2 liter from its previous iteration, the 3.4-liter flat-six (it’s different from the 3.4 found in the Cayman and Boxster) in the 991 will make 5 more hp than the 3.6, for a total of 350. The Carrera S will get 400 hp from its 3.8-liter, an increase of 15. Porsche claims a PDK-equipped Carrera will hit 60 mph in 4.4 seconds, or 4.2 when dispatched with the assistance of the optional Sport Chrono package’s launch control. Those times drop to 4.1 and 3.9 seconds for the Carrera S. We figure we’ll see a tenth or two better than Porsche’s estimates. Maximum velocity is 179 mph in the base car and 188 mph in the S. Learn More...

Source : http://www.caranddriver.com/

2012 Volkswagen Jetta GLI Specs, Prices, Pics and Reviews

2011-08-28T14:34:00.000+07:00

The new Volkswagen Jetta has been a bit of a disappointment for many of us. On the surface, the car seems to have taken a step backward, adopting an ancient engine in base trim while getting heavier, cheaper, and bigger.

But Americans wanted a bigger Jetta especially in the back seat that was more competitive on pricing, and that’s what we got. But we also got a less-enjoyable driving experience, much to the chagrin of VW loyalists not to mention those of us here at Car and Driver. Despite this, VW has been selling the new Jetta in droves. Thankfully for enthusiasts, the Jetta GLI has arrived to redeem the Jetta.

For starters, the GLI is not just a Jetta with more motor. It dumps the standard car’s torsion-beam rear axle for a more-capable multilink rear suspension, giving the GLI a truly independent suspension that does an excellent job of managing body wobbles and transitions. Plus, the GLI is 0.6 inch lower than other Jettas, giving it a sportier stance and lowering the center of gravity.

Oh, It’s You Again. Well, Good

Like the last-generation GLI, the new car is propelled by the GTI’s turbocharged four-banger mated to a manual or dual-clutch automatic, both with six speeds. With lots of low-end torque—at 1700 rpm, the peak of 207 lb-ft is just above idle—this is one of our favorite engines on the market today. It’s called on by every Volkswagen model save the Touareg and Chrysler-built Routan and appears in a bunch of Audis, too. As it does in the GTI, the iron-block 2.0-liter makes 200 hp. One thing the GLI has that the GTI doesn’t is a throaty, rumbly, and enticing exhaust note. Mash the throttle, and you’ll swear the sounds have to be coming from something other than such a small turbo engine.

Unfortunately for throttle mashers like us, the GLI lacks an off button for the stability control, although VW says it is looking into making the system defeatable. This is probably the car’s biggest fault. It wasn’t a problem on our short drive of the car, but we know it will hurt acceleration. That button is how the driver engages launch control, and unlike most other VW products with the DSG dual-clutch automatic (an $1100 option), the GLI lacks this max-acceleration feature. With the slick six-speed manual, the GLI should reach 60 mph in about 6.7 seconds versus 6.4 for the last-gen car. We did not have the chance to drive a GLI with the dual-clutch, but it should come close to the manual-trans car’s 0-to-60 time, and we predict both will pass the quarter-mile mark in 15.2 seconds.

Even with stability control imposing strict limits, the GLI is plenty of fun. Two hundred horsepower might sound like too little, but it’s actually perfect. Sure, more power could be handy at times, but overloading the front wheels would kill the GLI’s smoothness. As it is, this output is a great balance between power and comfort. The car never exhibits a hint of torque steer and has just enough punch to keep things interesting.

As with most electric power-steering setups, the GLI’s lacks decent feedback. But weighting is excellent, and it builds naturally through the GTI-like flat-bottom wheel, without the clearly delineated and unwelcome steps in resistance we’ve found in other electrically assisted racks.

Like a Soap Bar, but Now with Pizazz

All the usual exterior appointments are here: a new grille with a GLI badge, a new front air dam, red brake calipers, and dual exhaust tips. More heavily bolstered seats and some red stitching set this model’s cabin apart from those of lesser Jettas. A navigation system will run you $900, but it’s only available after you’ve spec’d the $2050 Autobahn package (sunroof, faux-leather seats, 18-inch wheels, and premium audio system). Learn More...

Source : http://www.caranddriver.com

2011 Volkswagen GTI Specs, Prices, Pics and Reviews

2011-08-26T09:15:00.000+07:00

Never the fastest or most outlandish-looking car in its class, the Volkswagen GTI has long been the civilized sport compact like a grunge guitarist with a haircut and a Men's Wearhouse suit.

Redesigned for 2010, this still holds true. The GTI looks rakish but not rowdy; it prefers balance to sheer power. The kids will prefer a Mazdaspeed3 or Subaru WRX, but the GTI will keep its fans — and were it not for Volkswagen's dual-clutch gearbox, which our test car had, I'd be among them.

A performance-oriented compact that's related to the Golf — formerly the Rabbit — the 2010 GTI comes in two- and four-door versions, which you can compare with the Golf, Rabbit and 2009 GTI here. Last year's drivetrains remain: a turbocharged 2.0-liter four-cylinder with a six-speed manual or six-speed dual-clutch automatic. I tested an automatic, four-door GTI.

New Face

Slightly wider but identical in length and wheelbase to its predecessor, the sixth-generation GTI has Volkswagen's most sinister face this side of the resurrected Scirocco hatch — which, sadly, we won't see here. Red pinstripes run horizontally across the grille, splitting it cleanly from the lower air dam. Taken together with the nose-jobbed 2010 Jetta wagon, this could signal an end to Volkswagen's half-decade experiment of grafting grilles and air dams into the same visual unit. I don't mind the new look, but it bears mentioning that the grille-meets-bumper theme was distinctive. You could spot a Volkswagen sporting that design a block or two away, and that may not be the case anymore. The new GTI is sharp, but conventionally so.

Contrast that with the well-done rear. Volkswagen scaled back the outgoing GTI's dominant black cladding a great deal; it now sits at the bumper's bottom lip, with an exhaust pipe at each side. See, thisis the sort of hunkered-down look we always wanted.

Standard equipment includes fog lights, a rear hatch spoiler and 17-inch alloy wheels. Eighteen-inch rims and xenon headlights are optional.

Similar Power

With the dual-clutch transmission, the GTI leaves stoplights quickly, but it doesn't blast away like a WRX or Mazdaspeed3 can. Stay hard on the gas, and Volkswagen's 200-horsepower turbo four-cylinder delivers lively acceleration at higher revs, with little of the Mazdaspeed3's torque steer. There's usable power with little hint of turbo lag in almost any situation; peak torque comes at just 1,800 rpm, so you can pass cars on the highway even in 6th gear.

That's fortunate, because the dual-clutch automatic hates downshifting like Conan hates NBC. It upshifts as soon as possible, with virtually no power interruption, but coaxing a downshift out of the thing takes patience — or a swift kick on the gas. Squeeze the pedal entering a bend in the road, and the transmission often stubbornly refuses to kick down to a lower gear until long after you needed it to. The same goes for highway passing. Get used to 6th gear; 5th and 4th are on lunch break.

The GTI's Sport mode mitigates some of this — it holds lower gears longer and kicks down faster — as do the standard steering-wheel paddle shifters. In my book, though, that's not a solution. Call me old-fashioned, but I want a responsive gearbox when I put it inDrive, not Sport mode or with me using paddles to shift.

At low speeds, some dual-clutch automatics — including the seven-speed unit in the S5 convertible from VW's sister brand Audi — work nearly as smoothly as conventional torque-converter automatics. The GTI's does not. It clunks around hesitatingly in parking lots, and it takes a moment too long to settle into Drive or Reverse during multipoint turns. Learn More...

Source : http://www.cars.com

2012 BMW 650 Specs, Prices, Pics and Reviews

2011-08-24T09:14:00.000+07:00

One of the greatest leaps in automotive progress this past decade has been the taming of the convertible.

Starting MSRP $90,500

Once requiring a tradeoff — open-air enjoyment versus performance and year-round comfort — today's convertibles are increasingly civilized beasts, making the body style more practical than ever.

Despite its considerable handling and power, however, the gorgeously redesigned 2012 BMW 650i has missed out on all that progress.

It remains a convertible at heart, with an incredibly loud ride and a gigantic blind spot with the top up. When the top's down, though, drivers will enjoy a pleasant open-air experience as a terrific-sounding exhaust powers them down sun-kissed roads.

New Looks

The redesigned 650i is striking. The hood seems even longer now, with extremely small kidney grilles up front. New taillights — similar to those on the recently redesigned 5 Series — change the rear design significantly. The retractable canvas top connects to the car with long rear cowls that are even more pronounced than last year's.

It's a stunning look, top up or down, with an elegant cabin to match. It also borrows from the new 5 and 7 Series with an updated iDrive multimedia system, a digital gauge cluster and comfortable leather seats that add to the upscale feel of this $90,500 convertible.

Performance

The 650i is the only 6 Series trim available for 2012; the convertible is hitting the market ahead of the hardtop coupe. The rear wheels are powered by a 400-horsepower, twin-turbo 4.4-liter V-8 engine. It comes with either a six-speed manual or eight-speed automatic transmission at no additional charge … sort of. The manual gets 15/22 mpg, and with that comes a $1,000 gas-guzzler tax.

My test 650i came with the eight-speed automatic, good for 16/24 mpg city/highway. Performance fans won't mind the eight-speed: It shifts quickly and smoothly, and steering-wheel-mounted shift paddles allow for manual shifting.

The 650i also has separate settings that allow you to select a Sport mode that delivers faster accelerator response while maintaining a normal suspension setup. A second sport mode — Sport+ — alters the suspension and stability control system for more serious driving.

For most drivers, the first Sport mode will be all they need. Even in the Normal and Comfort settings — meant for a slightly softer ride — owners get a lot of acceleration on demand, with a healthy exhaust note.

It doesn't have the guttural sound of Jaguar's XKR convertible — a faster, more powerful competitor — but it's just enough to enjoy when the top is down.

For such a large vehicle, the 650i handles exceptionally well. Like the new 5 Series, it doesn't have an overly heavy steering feel, but it still delivers excellent feedback through twisty sections of road. And even with its considerable length, the 650i is relatively easy to navigate through parking lots.

Like the 5 Series, the 650i features a type of regenerative braking to help overall mileage, similar to the technology hybrid and electric cars use to store energy generated from slowing the car down. In our test of the 5 Series, the car's brake feel suffered, but it appears BMW may be working on that issue with successive models; the 650i's regenerative braking system was not as noticeable.

Given its fuel economy ratings, the 650i could use all the mileage help it can get. That said, we doubt most luxury owners look at mileage as a primary factor when buying a V-8-powered convertible. Learn More...

Source : http://www.cars.com

2011 Nissan Cube Specs, Prices, Pics and Reviews

2011-08-24T09:00:00.000+07:00

For 2010, Nissan has added another trim level to the boxy Cube, the Krom (with a long O, pronounced "chrome").

The Cube is otherwise unchanged for 2010 (see them compared), and Kelsey Mays' 2009 Cube review details the lineup well. I'll concentrate on the new Krom.

In short, the Krom turns the affordable Cube into a more distinctive and definitively less affordable Cube, whose higher price I suspect will turn off many, many buyers. It also has a dorky name. Chrome with a K? It's no better than the Kia Forte Koup (coupe). Why do automakers do this?

At $20,440, the Krom adds a whopping $6,450 over the suggested retail price of the base Cube 1.8. Perhaps more relevant, it's $2,990 more expensive than the closest trim level, the 1.8 SL.
Here's what it gets you: The bumpers are more prominent, adding almost an inch to the car's length, and the grilles are chrome. Sill extensions give the Krom a lowered look, and the 16-inch alloy wheels are specific to the trim level, being — you guessed it — chromed. (The SL also has 16-inch alloys, but they aren't chromed.) The Krom also has a spoiler atop its rear swing gate.

The interior has exclusive black and gray seat fabric, aluminum pedals and titanium-tone trim around the vents and gear selector. The Krom is also the only version to get steering-wheel stereo controls. Standard features that are optional on the 1.8 SL include a backup camera, which employs a small display in the dashboard, and keyless access.

The Krom is as much an enigma as the regular Cube, if not more so. I don't know if it's their styling that makes the Cube's boxy-car competitors more universally appealing, or the fact that the Scion xB has been around longer and has become old hat. See how the Cube, xB and Kia Soul fared in our Cars.comparison of 2009 models.

Comfort Levels

I remember finding our 2009 Cube 1.8 S' driver's seat rather uncomfortable. The 2010's seemed better, though it doesn't appear to be different, aside from the fabric. Another editor, who took the Krom on a longer trip, was unimpressed: What was soft on a short drive translated to unsupportive over the long haul. As before, front passengers wanted an inboard armrest; only the driver's seat has one.

The Cube has an edge over the xB and Soul in one comfort aspect: ride quality. It soaks up bumps well, which gives it another advantage on pockmarked city streets. Likewise, even though the Krom is almost an inch longer than other Cubes, it's 4 inches shorter than the Soul and roughly 10 inches shorter than the xB, which makes it good for small urban parking spaces. The turning diameter is 33.4 feet, tighter than the Soul and xB, both of which are more than 34 feet.

Boxy Dynamics

I have no reason to believe the Cube is unstable, and it has a standard electronic stability system, but it does feel more top-heavy than the other boxes — and definitely more so than conventional cars. It's also more susceptible to crosswinds, as I learned on a gusty day of highway driving.

The Cube is modestly powered, and our car's continuously variable automatic transmission cost us a little off-the-line acceleration compared with last year's six-speed manual. It also seemed slower than it actually was. Though Nissan's CVTs are among the best-executed on the market, they characteristically let the engine rev up to high rpm, often at unexpected times, which gives the impression of straining. In truth, it's just finding the most powerful and/or efficient combination of engine speed and gear ratio.

It pays off. The CVT is rated 27/31 mpg city/highway, and the manual gets an estimated 25/30 mpg. This beats the xB (22/28) and the Soul's smaller engine (26/31). Of the three, the Soul gives the most options, challenging the Cube with its smaller engine and the xB with its more powerful one (24/30). Learn More...

Source : http://www.cars.com

2011 Subaru Legacy Specs, Prices, Pics and Reviews

2011-08-24T08:37:00.000+07:00

The Subaru Legacy has been redesigned for 2010 and now boasts a bigger backseat and improved gas mileage, with the same nimble steering the 2009 model had.

Starting MSRP $19,995–$31,395

Snowbelt drivers will appreciate its standard all-wheel drive, which few competitors offer.

Among midsize family sedans, the Legacy is a jack of all trades. In trying to do everything, though, it doesn't master very much. The Legacy doesn't feel as high-rent as some of its competitors — particularly the suburb-infesting Honda Accord. Nor will its polarizing styling work for everyone.

The 2010 Legacy — you can compare it with the '09 model here — comes in base, Premium and Limited trim levels, with a four- or six-cylinder engine. The related Outback wagon, also redesigned for 2010, is covered here.
I drove a four-cylinder Legacy Limited. There's also a turbocharged four-cylinder available in Premium and Limited trims, though it only comes with a stick shift.

On the Road

Today's four-cylinder family cars are hardly the dogs they used to be (my point of reference being the mid-90s Accord I drove in high school — a car that won me few stoplight-revving contests and even fewer dates). The Legacy gets up and goes without protest, with around-town oomph that's comparable to a four-cylinder Accord or Toyota Camry. At highway speeds, Subaru's continuously variable automatic transmission takes a while to serve up the passing power you asked for, and the same is true on hills. If you prefer to shift your own gears — or just want to save $1,000 — a six-speed manual comes standard.

The all-wheel-drive system provides a confident grip — six-cylinder models get a more sophisticated all-wheel-drive system that's supposed to give the car a more rear-wheel-drive-like experience — and the steering wheel carves corners with admirable precision. Unfortunately, those same maneuvers cause excessive body roll, like you'd expect in a Camry. Subaru says suspension tuning is the same across all variants.

Ride quality is good and wind noise is low, but road noise with my test car's 17-inch wheels seemed loud. Above 70 mph, crosswinds can make the steering wheel a bit jittery. I spent a good chunk of time on the interstate making minor corrections to stay on course. The Camry has its own problems — mostly its numb, lollygagging highway steering — but the Accord feels more settled than the other two.

Four-wheel-disc antilock brakes are standard, with turbo and six-cylinder models getting beefier discs. My Legacy's brakes worked well, with a linear pedal feel and decent stopping power.

Gas mileage, at an EPA-estimated 23/31 mpg city/highway with the CVT, is better than last year's four-speed automatic Legacy, but it trails segment leaders like the 33-mpg Camry and Chevrolet Malibu and the 34-mpg Ford Fusion. Subaru's standard all-wheel drive adds weight. With that in mind, its mileage is hardly below par: The all-wheel-drive Fusion's best mpg numbers are 18/25 mpg (though that's with a V-6 engine). Ford doesn't offer all-wheel drive with the four-cylinder, so the Legacy's price of entry for an all-wheel-drive midsize sedan is roughly $8,000 less than Ford's, with 5 mpg of fuel savings to boot. Learn More...

Source : http://www.cars.com

2011 Kia Soul Specs, Prices, Pics and Reviews

2011-08-24T08:20:00.000+07:00

For a guy in his 20s, I am terminally unhip. I checked out this week's Billboard chart toppers, and I remain skeptical that Flo Rida is anything but a Sun Belt state.

Starting MSRP $13,300–$18,495

It's safe to say I am not one of the trendsetters Kia pegged to drive its 2010 Soul, a new hatchback that goes the way of the Scion xB and Nissan Cube. These cars are supposed to be cool.

Is the Soul? Perhaps, but as it turns out, the question is irrelevant. Whatever you think of its styling, it's hard to debate that the car packs a lot of value for the money, even for a value-oriented econohatch. That should appeal to plenty of buyers, hip or not.

Trim levels include the base Soul, Soul+ ("Soul Plus"), Soul! ("Soul Exclaim") and Soul Sport. (I'm sticking with Plus and Exclaim — no symbols, bro.) I tested a Soul Plus with an automatic transmission. All trims come standard with a stick shift; an automatic transmission is not available on the symbol-less base model.

Youthful Styling?

Relative to the xB and Cube, the Soul looks the most conventional — a bit like a miniature delivery truck. Compared to any other cars, though, its styling is left-field nutty. Some may decide the bug-eyed headlights and stunted tail have a certain charm. Others may find the whole look too cartoonish to take seriously. I never warmed to it, but most Cars.com editors disagree: It's unique, it's different, they said. It's the sort of look young drivers will go for. While they're listening to Flo Rida, apparently.

At about 162 inches long, the Soul falls halfway between the Cube (156.7 inches) and xB (167.3). Sixteen-inch alloy wheels are standard on the Soul Plus, while the Exclaim and Sport get 18-inch rims — impressive for a sub-$20,000 car.

Inside

If the Cube gets the award for richest interior materials and the xB wins for overall roominess, the Soul comes out ahead in cabin design. Click here for a full rundown on all three interiors. Suffice it to say Kia stuck to conventional shapes, so you won't find the upright facings and hard contours that both competitors employ. This feels distinctly more carlike, and elegantly so: Though the materials are hard to the touch, most have a textured finish that looks entirely respectable. The gauges have high-rent, if uninspired, backlighting, and the A/C dials and turn signals move with sturdy, well-oiled precision. Other areas lapse to econobox standards — the center console armrest is rock-hard, and the flip-down grab handles slam shut — but on the whole, quality is good.

I'm not as enthusiastic about the roominess. Relative to other small hatchbacks, there's less space around the gearshift for your knees to spill out. Headroom is good, even in my moonroof-equipped test car, but the driver's seat has limited range to move forward and back. I'm 5-foot-11, and I could have used an inch or so more rearward travel room. Driver's seat height adjustment is standard on all but the base model, but a telescoping adjustment for the steering wheel is unavailable. Telescoping steering is still rare among small cars, but with cars like the redesigned Honda Fit and Ford's upcoming Fiesta getting it, it's clearly on the rise. So to speak.

The backseat is adult-friendly, though the cushions could sit a bit higher for better thigh support. Amenities are limited: Cupholders are limited to one in each door-pocket cutout, and there's no center armrest, which the Cube offers. Folding the seats down creates 53.4 cubic feet of maximum cargo room, which is decent compared to the larger hatchback field, but less than the Cube and xB offer.

Hatchback Roominess Compared
	Kia Soul	Nissan Cube	Scion xB	Honda Fit	Toyota Yaris
Base price	$13,300	$13,990	$15,750	$14,750	$13,305*
Behind 2nd row (cu. ft.)	19.3	11.4	21.7	20.6	9.5
Behind 1st row (cu. ft.)	53.4	58.1	69.9	57.3	25.7
*Four-door hatchback; two-door hatch starts at $12,205. Source: Manufacturer information for 2009 models, except 2010 Soul.

No-Frills Driving

Piloting the Soul is a forgettable experience — it's competent enough to satisfy on the daily commute, but it's never really fun. I found power around town adequate, even with two additional occupants and some light cargo. A 122-horsepower, 1.6-liter four-cylinder goes in the base Soul, which only comes with the five-speed manual transmission. All other trims, including my test car, have a 142-hp, 2.0-liter four-cylinder. It teams with the five-speed manual or a four-speed automatic.

At higher speeds, a fifth cog in the automatic might help. Its lack is especially noticeable in 30-to-50 mph highway traffic, where 2nd and 3rd trade places frequently: Second gear is clearly at the end of its rope, but 3rd leaves you short on power. I haven't yet driven the Cube, but the xB, which also has a four-speed auto but gets the Camry's 2.4-liter engine, has enough oomph to overcome such issues. Learn More...

Source : http://www.cars.com

2011 Saab 9-4X Aero XWD Specs, Prices, Pics and Reviews

2011-08-22T00:26:00.000+07:00

It’s a Cadillac SRX crossover in Swedish clothing. The Saab 9-4X shares its platform, an assembly line, and most of its mechanicals with the Caddy.

The top-dog Aero XWD, tested here, is powered by the 300-hp, 2.8-liter turbocharged V-6; a 265-horse, 3.0-liter V-6 is the base engine. Cadillac dropped both of these mills from the 2012 SRX lineup, introducing a 308-hp, 3.6-liter naturally aspirated V-6 for all trims. Good for Cadillac, bad for Saab: The turbo 2.8 and the 3.0 are deeply unsatisfying powerplants, and they make the 9-4X’s assigned task—delivering steady sales to a brand in desperate need of them—that much tougher.

How Does It Drive?

You might assume the 9-4X drives like an SRX, and you’d be correct, although not so fast. We mean that colloquially and literally, because, although the 9-4X behaves largely like the Caddy, it’s noticeably slower—more on that in a bit—and stiffer. In our first experience with the Saab, we noted a supple ride in the comfort and sport suspension settings, but the Saab felt overly firm on the roads surrounding our Michigan HQ.

Things obviously got worse over the burliest broken pavement and loud, too, with suspension noises booming through the cabin. The stiffness makes for a flat attitude during cornering, but the trade-off isn’t really worth it in a luxury crossover. The same goes for the steering, which is excessively quick off-center; great in a track car, not so much here, where simple tracking corrections result in intralane ping-ponging.

The 2.8T exhibited the same surging and nonlinearity we experienced with this engine in the SRX, and it tugged the 9-4X to 60 mph in 7.7 seconds and through the quarter-mile in 16.0 seconds at 91 mph. Those numbers trail the 2.8T SRX’s which weighed a scant 11 more pounds—by 0.5 second, 0.4 second, and 2 mph. The Saab’s stiffer suspenders couldn’t trump the Caddy on the skidpad, either, posting 0.82 g versus 0.84 (the two wore identical Michelin Latitude Tour HP rubber).

Finally, the 9-4X’s brake pedal felt as hard and responsive as a cinder block, and the binders it actuated added 14 feet to the SRX’s 70-mph-to-0 figure, for a total of 187. At least we didn’t experience the same fireworks display in the IP during the braking test that we did with the Cadillac, which complained of overheating brakes.

How Does It Stack Up?

We’d put the 9-4X among the top tier in its segment—if the discussion were limited to styling. Favoring hard lines over the soft curves that characterize much of its competitive set (the ultra-creased SRX excluded, of course), the 9-4X looks great sitting still or in motion. And since it’s a Saab, it’s unlikely you’ll run into another one for weeks at a time, which ought to keep it looking fresh. But the comparison can stop right there. The interior has quality materials and soft surfaces, but its sea of black plastics is much too drab for the luxury set, and its Saab-esque touches—center-console-mounted start button, matrix vents, “night panel” function—aren’t quirky enough to save it. We do like the multifunction display in the gauge cluster, though, especially the altimeter-like redundant speed display. In terms of everything else, there are quicker, better-driving, higher-quality offerings from Acura, Audi, BMW, and Volvo, to name but a few.

What’s the Cost?

This top-level 9-4X Aero XWD starts at a substantial $48,835. That’s more than an Acura MDX with the Tech package, an Audi Q7 Premium Plus, a BMW X5 xDrive35i, or a Land Rover LR4 HSE, to say nothing of the excellent Audi Q5 or Volvo XC60. Our test vehicle rang the bell at $52,130, which included a $1450 panoramic sunroof and the $1845 Rear Passenger package, which nets a dual-screen DVD entertainment system, heated rear seats, and a trizone automatic climate-control system.

A base front-wheel-drive 9-4X with the 3.0-liter V-6 begins at $34,205, which is a much more acceptable price for the crossover. But if it were our money, we’d hit the dealerships of any of the other aforementioned makers before looking here. That whole "savior of Saab" thing? The 9-4X could use some help of its own. Learn More...

Source : http://www.caranddriver.com

2011 Dodge Durango R/T Hemi RWD / AWD Reviews

2011-08-22T00:13:00.000+07:00

Through its first two generations, the Dodge Durango was sort of an enthusiast secret, a quietly competent and unusually fun-to-drive SUV.

After shepherding a last-gen truck for 40,000 miles, we concluded, “Does it get better than this? Maybe. But not much.” Sales of the Durango certainly didn’t get any better. After moving 137,148 of the trucks in 2004, Dodge watched Durango sales nose-dive to barely half that two years later and a mere 21,420 in 2008, after which point the Durango disappeared.

Now it’s back. If you studied only the critical dimensions, which are nearly dead on with the old truck’s, you’d be forgiven for thinking Dodge spent the interim working on a face lift. But you’d be wrong. For starters, there’s the small matter of the absentee frame. The formerly body-on-frame Durango now rides on a unibody platform it shares with the Jeep Grand Cherokee, the same platform Mercedes-Benz will employ under its next ML and GL.

Durango Tango

Whereas its Jeep cousin perpetuates that brand’s dirt fetish, the Durango pursues sport in a different discipline. The two trucks’ suspension layouts are the same, but the Dodge is longer than the Jeep by a full 10 inches, with an extra five between its axles. Additionally, the Durango’s shock and spring rates are stiffer, and it has larger anti-roll bars. The R/T further stiffens the shocks and springs and lowers the ride height by 0.8 inch. Like the Heat and Citadel trims, the R/T includes 20-inch wheels.

All that stiffening paid off. The Durango is a handler, with minimal body roll—particularly for something so tall. It’s also very well balanced. Note that the RWD’s 50/50- and AWD’s 51/49-percent front-to-rear weight distributions are the sort of figures that get us excited about sports sedans. There’s a touch of understeer at the limit, and a delightful enthusiasm for rotation, which is easy to control and rein in with the all-wheel-drive system or prolong without it. The AWD R/T proved to be slightly better on the skidpad, where we recorded 0.81 g of stick compared with 0.79 g for the rear-driver.

Steering like this is a treat in an SUV. It’s slow off-center—all the better for relaxed highway tracking—and effort builds as the limit nears and the wheel offers a good amount of feedback. The AWD R/T’s hero brakes need just 169 feet to stop the big bruiser from a freeway tempo, with the rear-drive R/T taking an additional eight feet. The downside to the R/T is serious tromp from the 20s. They crash over bumps and potholes, and the stiffer suspension sends hefty tremors through the body shell and steering column. It’s an expected trade-off in a performance vehicle but not one we anticipated in an SUV. The complaints might be quieter, however, were our roads smoother.

Superb Seats, Subpar Seats

With a tilting-and-telescoping steering wheel standard on all Durangos, it’s easy to find the perfect driving position, and the front seats fit the ute’s sporty persona. They are comfy and supportive, with the right amount of bolstering for a sporty family vehicle—enough to let you know they care without encouraging the sort of driving that’ll have the rugrats screaming in their child-safety seats. The Magnum-esque window line and thick C- and D-pillars (necessary to meet rollover standards) do hinder visibility, however.

The rearview camera, part of a $695 package that includes navigation, is a worthwhile investment. Our AWD R/T had it and also came with a rear-seat DVD entertainment package ($1695) that, interestingly, requires the sunroof ($850) (a ceiling-mounted entertainment system and a sunroof often are an either/or proposition). Another $695 netted a towing package—with the Hemi, the Durango is rated to tow up to 7400 pounds—and $750 was wasted on adaptive cruise control. The AWD Durango’s total was $43,400, eye watering but not totally unreasonable for a workhorse family vehicle with a stonking V-8. The RWD example we tested came in at a more reasonable $37,390, including only the $850 sunroof option.

Every Durango except the two-row-only Heat comes with standard seating for seven. The second- and third-row seats fold flat, but to do so, they are very thin, with hard cushions. And although they flop with simple one-handle actuation, the effort required to raise them is substantial. Maybe Dodge is trying to help American moms tone their arms. Also, third-row volume shrinks nine cubic feet compared with the last Durango’s. This used to be one of few SUVs that could comfortably haul three rows of adults, but no more. At least with the second row folded, access for the kids is easy.

This is all the more reason to sit in the left-front seat, where your right foot gets to conduct the Hemi underhood. The Hemi is standard on the R/T, optional on the Citadel and Crew—$1495 for rear-drivers, $1895 with all-wheel drive. (The Heat and the Express only get the V-6.) With an iron block, pushrods, a 5800-rpm redline, and port fuel injection, the Hemi seems out of date compared with today’s high-tech mills, but high tech is hardly a prerequisite for great sound. The audio argument might be the best reason to upgrade to the barrel-chested V-8. Learn More...

Source : http://www.caranddriver.com

2013 Infiniti JX Crossover Concept

2011-08-19T14:50:00.000+07:00

Infiniti doesn’t exactly want for SUVs or crossovers, with the QX56, FX35/FX50, and EX35 all on its current roster. What the luxury brand does need, however, is a family friendly SUV or crossover, something to battle the Audi Q7 and Acura MDX, among others.

The QX is too huge and thirsty—not to mention too expensive—to fill the role; the twitchy, sporty FX lacks cargo space and a third row; and the five-seat EX is simply too small. Enter the JX.

The vehicle is for now technically a concept, but this is pretty much what you’ll see in production form at November’s L.A. auto show. It’s a three-row, seven-passenger family hauler, with space efficiency, convenience, and fuel economy as its priorities. Infiniti promises the JX will pack a “powerful V-6,” the displacement of which in liters is unconfirmed but probably rhymes with “pee-joint-jive.” Output should fall in the neighborhood of 290 hp, and since the JX will make use of Nissan’s D platform (Maxima, Murano), front-wheel drive will be standard. All-wheel drive will be an option.

The transmission is a “sport-tuned” continuously variable unit, which, if not for the existence of anaffordable, Toyota-based Aston Martin, would be the ultimate automotive oxymoron. But Nissan—Infiniti’s parent company—is one of very few automakers who have proven that it can do a CVT well, and the JX’s unit will incorporate a Sport mode that, when active, will cause the transmission to simulate a regular automatic. No specific number was given, but we’d guess seven or eight ratios will be plucked from the CVT’s theoretically infinite spread to act as the “fixed” gears, if only to keep up with competitors who boast similarly endowed conventional automatics.

Hybrid Could Arrive Soon

Infiniti has stated that hybrids will become an increasingly large part of its strategy. It offers only the M35hright now, and the JX seems a likely candidate to be the brand’s second gas/electric. It’s possible that a hybrid JX would use a smaller, more efficient V-6—the 2.5-liter already found in the G25 sedan, for example. Evidence to support this theory exists in trademark applications filed by Infiniti last summer, including one for “JX25h”.

Infiniti provided an official look at the interior, but we already knew what to expect up front thanks to spy shots captured earlier this summer. The dashboard will look instantly familiar to anyone who’s been in an Infiniti in the past few years, with the corporate steering wheel, shift knob, and gauge treatments all present. The center stack will undulate as it does in the brand’s other vehicles, with the volume and tuning knobs, radio presets, and CD slot on an upright face at the bottom; an angled slab housing the infotainment and HVAC controls above that; and the navigation and information screen at the top, flanked by two central vents. Some chassis adjustment (likely throttle response and transmission behavior) will be available via a knob mounted on the center tunnel. The cabin's most visually interesting element might be the slashes of wood cutting across the door panels.

Behind the front occupants, Infiniti is talking up the flexibility of the second and third rows. The company says that the second row will offer 5.5 inches of fore and aft travel, and that the JX will have “adult-sized” room in the way back. The middle row of seats will tilt and slide to aid ingress and egress to the third row. Goodies on offer will include blind-spot monitoring, Infiniti’s first application of cross-path detection—it watches for vehicles coming from the sides as you reverse—a 14-speaker Bose stereo system, a panoramic roof, and the recently announced Infiniti Personal Assistant service.

A Crescent for the Fertile

Infiniti describes the D-pillar treatment, previously seen on the C-pillars of the Etherea and Essenceconcepts, as a “crescent cut,” which sort of makes us want a Croissan’Wich. The pillar swoop is a bold hallmark that will spread to all future Infinitis, and it provides a dash of sizzle to a boring vehicle type. Some elements of the JX, especially in profile, remind us of the Dodge Durango (front fender sculpting) and the Mercedes-Benz GL-class (body-side crease, tall A-pillar), but that’s no knock. There are only so many ways to go about wrapping a two-box, seven-passenger SUV, and the JX does so in attractive fashion. Learn More...

Source : http://www.caranddriver.com

2012 BMW Z4 sDrive28i Specs, Prices, Pics and Reviews

2011-08-19T14:29:00.000+07:00

Any new engine is big news to us, but when a new powerplant comes along and replaces one of our favorite engines BMW’s naturally aspirated inline-six in this case we pay extra-close attention.

This fall, the base Z4 and 5-series won’t have the perfectly demure and smooth-revving inline-six. Instead, the Z4 sDrive28i and the 528i will have a new turbocharged 2.0-liter four-cylinder implanted between their front fenders.

On paper, the new engine is off to a good start. BMW claims the turbocharged 2.0-liter makes 240 hp at 6500 rpm and 260 lb-ft of torque at a very low 1250 rpm. The redline is 7000 rpm. Compared to the naturally aspirated six of the 2011 Z4, the new engine comes up short by 15 horses, but bests it by 40 lb-ft. Given that it has two fewer cylinders, it’s also shorter, and the majority of the engine’s mass sits behind the front-axle line.

Boosted Engine, Elevated Aggression

The transplant has changed the Z4’s character. It’s a little more ill-tempered, a little louder, a bit more likely to spit in public. The engine isn’t rough, but there is a slight coarseness from the engine and the exhaust under stress. The bark is appropriate for a sports car; it makes the Z4 a bit more exciting and alive. There are other thrilling noises, too. Whereas BMW’s other boosted engines keep their turbo whine to a minimum, as if they’re embarrassed by it, step into the boost in the Z4 and the turbocharger whistles proudly.

At 2.0-liters, there wouldn't seem to be much displacement to quickly spool up the turbocharger. But the twin-scroll turbo (each turbine is fed by two cylinders) builds boost with a whiny glee. There’s barely a delay between hitting the throttle and feeling the thrust. Switching into “Sport” mode livens up the throttle response. Those used to the naturally aspirated six-cylinder will not be disappointed. A very brief wait for the boost proves worth it once the 260 pound-feet of shove arrive.

BMW claims that the new engine brings 0-to-60 acceleration with the manual down by 0.1 second to 5.5, and that the optional eight-speed automatic will better the time of the old six-speed auto by 0.4 second, dropping it to 5.6. We figure both guesses might be a bit optimistic. Expect the sprint to take a couple more tenths with either transmission.

Familiarities and Floor Mats

The eight-speed is expected to be the more popular transmission choice. Those customers will find that the auto is paired perfectly to the little four. The eight speeds keep the engine in its happy boost zone and shifts are quick. Manual transmission feel is typical BMW, accurate albeit a little rubbery. We did find the clutch a bit slow to engage after a quick shift and a rapid clutch-pedal release, though, which isn’t very sporting.

BMW will start building the four-cylinder Z4 this September. Look for it in dealers soon after. At $49,525, this new Z4 is unfortunately $1200 more than last year's base 3.0-liter Z4. The increase is slightly offset by more standard equipment, such as Bluetooth, an alarm, a trunk pass-through, and floor mats. So, in addition to that extra 40 lb-ft of torque, you also get free floor mats. Learn More...

Source : http://www.caranddriver.com

2012 Toyota Yaris Specs, Prices, Pics and Reviews

2011-08-19T14:13:00.000+07:00

Toyota is usually pretty straightforward with its marketing—usually. But the new campaign for its 2012 Yaris at first left us scratching our heads. “It’s a car!” Toyota proclaims.

And here we thought that was obvious. Then we had the opportunity to drive a preproduction Yaris around the artsy west Los Angeles suburb of Culver City and realized Toyota was indeed right: It’s a car. And that’s about it.

It’s a Hatchback!

The 2012 Yaris is available in base L, mid-grade LE, and sportier SE trim levels and is a three- or five-door hatchback—“liftback” in Toyota-speak. The Yaris sedan has been discontinued. Toyota says hatchbacks currently account for 70 percent of Yaris sales, and eliminating the sedan helps reduce the number of build combinations from 24 to 9.

Credit must be issued to Toyota’s styling team for turning its price leader into a decent-looking little hatch. No Yaris model will spook anyone on the road, but at least the previous model’s baby fat was trimmed away.

All Yarises stare down the road with a more predatory gaze, and the top-of-the-line SE features darkened headlamp surrounds, aluminum wheels, a more aggressive front bumper with fog lights, and a rear fascia incorporating what Toyota calls a “diffuser.” In response to that last bit, allow us to invoke a term often deployed by the Yaris’s youthful target market: LOL.

The 2012 Yaris, however, breaks little ground from a design standpoint, either for Toyota or for subcompacts in general, brimming as the eensy-car market is with exuberant designs from Fiat, Mini, Ford, Chevy, Hyundai, and even Toyota’s own Scion division.

Still a Turd of an Engine, but SE Adds Actual Sportiness

There’s nothing new under the hood, either. The 2012 Hyundai Accent and the 2012 Kia Rio are bringing pricey but proven direct-injection technology and six-speed manual transmissions to the class—helping make 40 mpg the new magic number for subcompacts to beat—but the Yaris carries last year’s blasé 106-hp, 1.5-liter four-cylinder into 2012 with few changes. Said engine was no pot of thrills in the last-generation Yaris, and it is no better with a new body wrapped around it. Transmission choices remain a five-speed manual and a four-speed auto. Still, Toyota was able to nudge fuel economy up a smidge and predicts the new Yaris will bump its EPA estimates from 29 mpg city and 36 highway with the manual and 29/35 with the automatic to 30/38 and 30/35, respectively.

It is worth noting the superior driving feel of the SE versus the softer L and LE. With its somewhat quicker steering ratio, 16-inch aluminum wheels (one inch larger than L and LE steel wheels), stickier 195/50 tires (V rated!), and sport-tuned suspension, the SE has far sharper turn-in and better body control. The throttle response is snappier, too, and the upgraded brakes (discs at all four corners versus the front-disc, rear-drum setup on other trim levels) have real bite. The trade-off comes in the form of a ride that is not only harsh and bumpy, but—thanks to modest insulation—loud, too. Interestingly, there is a huge compromise in turning circle. The wider tires’ range of motion was clipped, yielding a low 2.3 turns lock-to-lock (versus 3.0 on the L and LE rack) but a massive 36.7-foot turning circle—six more feet than that of the other Yarises and more than six inches wider than that of a Camry.

Ho-Hum Cabin

The greatest compliment we can pay to the Yaris’s interior is that it no longer offends. Gone is the horrendous dash design of the last-gen model with its awful center-mounted gauges and vertically stacked HVAC knobs that only accentuated the Yaris’s narrowness. For 2012, the instruments (including silver-trimmed meters on the SE) have been repositioned in front of the driver—where they belong, thank you—and the audio system is nestled within a large, double-DIN-size housing that appears ready for a navigation system upgrade, even though no such option is available. The front “sport” buckets on SE models get more aggressive side bolsters, although lumbar support is lacking in any and all Yaris front seats. The rear seats, however flat the cushions might be, have reasonably good seating positioning and nice, theater-style views ahead.

Like the design, the materials inside the Yaris are improved, too. The asymmetrical dashboard is set off by large swaths of light-gray accent trim that is made of soft-touch material on LE and SE trims. (The only soft-touch anything on base L models is the seat fabric, which actually is quite good.)

The $14,875 L comes standard with air conditioning, a CD player, iPod and USB connectivity, power locks, a new single-arm windshield wiper, and a raft of safety features such as stability control, whiplash-reducing seats, and nine airbags (including driver knee airbags and antisubmarine front-seat-cushion airbags). The LE makes life more livable with the addition of power windows and mirrors, HD Radio, Bluetooth connectivity, a split-folding rear seatback, audio controls on the steering wheel, and chrome and metallic trim bits, all for $16,385 with three doors or $16,860 with five. Finally, the five-door-only, $17,160 SE adds standard cruise control and the aforementioned sport seats and silver gauge faces. The automatic transmission is an $800 upgrade.

Informal Comparison Time

Since many Toyota buyers operate with tunnel vision regarding brands, the 2012 Yaris will most likely sell at least as well as the outgoing model. But alas, the Yaris will not be sold in a vacuum, so we brought along one of its newest competitors, the 2012 Hyundai Accent five-door, to our Toyota drive for an informal side-by-side comparison. Next to the Hyundai, with its slick exterior styling, refined interior, gargantuan cargo hold, more powerful and efficient powertrain, and similar price points, this author feels the Yaris falls short.

The number of new models in this segment cries out for a more comprehensive comparison, including fresh entries such as the upcoming 2012 Kia Rio and Chevrolet Sonic. Although we don’t believe in foregone conclusions, from what we have experienced, we wouldn’t expect a podium finish for the Yaris. It is, after all, just a car. Learn More...

Source : http://www.caranddriver.com

2011 GMC Terrain Specs, Prices, Pics and Reviews

2011-08-19T13:40:00.000+07:00

It should come as little surprise that the new GMC Terrain, a corporate twin to the redesigned Chevrolet Equinox, retains most of its sibling's strengths and weaknesses.

Starting MSRP $24,500–$31,650

The wild card — or, more appropriately, the elephant in the design studio — is the Terrain's styling. If it works for you, the Terrain is every bit as competitive as the Equinox. One caveat, however: Unless you need the towing capacity, avoid the V-6. The Terrain shows its best colors in four-cylinder form.

In ascending order, trim levels are the SLE1, SLE2, SLT1 and SLT2. All four come standard with the four-cylinder engine and front-wheel drive. All-wheel drive is optional on any trim, and the V-6 is optional on all but the SLE1. On each trim, you get a little added content if you choose the GMC version versus the Chevy, which accounts for the Terrain's higher price.
I drove a front-wheel-drive V-6 SLT1, though I've driven both engines in the mechanically identical Equinox, which you can compare to the Terrain here.

Going & Stopping

Having driven both the four-cylinder and V-6 Equinox, I can attest that the difference in power isn't appreciable unless you're pushing the car hard or carrying a load of people. My V-6 Terrain drove the point home: With 264 horsepower on tap — and no all-wheel drive to weigh things down — I'd expect a bit more oomph, especially given that competitors like the V-6 Toyota RAV4 feel downright fleet-footed. The Terrain does, however, weigh a few hundred pounds more, and so it lumbers along at a more leisurely pace.That lumbering can be an issue. A six-speed automatic is standard, but it isn't exactly the paragon of responsiveness. Kickdown takes too long at any speed, and it's often accompanied by uncertain gear hunting. I also noticed a vexing case of accelerator lag. It has a way of creeping up on you: Acceleration from stoplights was acceptable, but when driving around 30-40 mph it occasionally took a full second for the Terrain to respond to my right foot. I'd invariably respond by stabbing the gas pedal harder, and when the cavalry finally arrived I'd get overkill.

If anything, the 182-hp four-cylinder should have enough power for most drivers. I didn't detect any of the V-6's accelerator lag in the four-cylinder Equinox I tested, and the pedal felt tuned for quicker response. Overly responsive accelerators are an old trick for a lot of four-cylinder cars — and a short-lived one, when you need sustained power up an on-ramp — but I never found the base Equinox gutless. The same should be true of its GMC sibling.

GMC and Chevrolet have Toyota — and everyone else, for that matter — beat in four-cylinder gas mileage. With an impressive 22/32 mpg city/highway with the four-cylinder and front-wheel drive, the Terrain beats all competitors with similar configurations. Adding all-wheel drive or the V-6 knocks mileage down quite a bit; at that point, the Terrain ranks midpack.

Gas Mileage (combined city/highway, mpg)
	All-wheel drive	Front-wheel drive
2010 Toyota RAV4	21 - 24	22 - 24
2010 Honda CR-V	23	24
2010 Nissan Rogue	23	24
2010 GMC Terrain	20 - 23	20 - 26
2009 Subaru Forester*	21 - 22	--
2010 Ford Escape	20 - 22	21 - 24
2009 Hyundai Santa Fe	19	20
*Forester with turbo engine requires premium fuel. All others use regular. Source: EPA data; variances are due to various transmissions and engines offered.

Four-wheel-disc antilock brakes are standard, but the pedal has a mushy, trucklike feel, so smooth stops can take some practice. On the upside, suspension dive while braking is fairly minimal.

When properly equipped, the four-cylinder Terrain can tow 1,500 pounds. The V-6 tows a competitive 3,500 pounds. Learn More...

Source : http://www.cars.com

2011 BMW 1 Series M Specs, Prices, Pics and Reviews

2011-08-19T13:15:00.000+07:00

Based on the BMW 1 Series, the 1 Series M takes its place among M performance versions of the 3, 5 and 6 Series cars and the X5 and X6 SUVs.

Starting MSRP $46,135

Though the name "M1" seems a natural, BMW used that moniker for a 1978 supercar and thus considered it off-limits for this one. I'll call the 1 Series M the "1M" for short. It’s available for the 2011 model year only.

The BMW 1 Series M is nearly as well-rounded as the larger M3, but any advantages — beyond its lower price — are hard to find.

Size is perhaps the 1M's best reason for being. Over the years, criticism has grown in concert with the M3's size and weight, and the 1M is closer in size to the original M3, which was introduced to North America in 1988. As for weight, well, at 3,296 pounds, it outweighs the '88 by more than 550 pounds. That said, you're unlikely to find any modern car that's anywhere near as light as its 23-year-old forebear, and at least it's 408 pounds lighter than the M3 coupe and 77 pounds lighter than the 135i.

The M Formula

Following the M car formula, the 1M features increased power, a manual transmission, rear-wheel drive, a modified suspension, fat tires and a distinctive look — perhaps more distinctive than the other Ms. The car's track is 2.8 inches wider in front and 1.8 inches wider in rear than the regular 1 Series, so the fenders have swollen as well, resulting in an exaggerated, almost cartoony style that might appeal to some BMW fans — and turn off others. Familiar 19-inch alloy wheels are shared with the M3's optional Competition Package.

Bursts of Power

The 1M's powertrain is the car's high point, providing ample torqueat low engine speeds for a satisfying launch. This twin-turbocharged3.0-liter inline-six-cylinder produces 335 horsepower at 5,800 rpm and 332 pounds-feet of torque at 1,500 rpm. For comparison, the 335i coupe uses a single-turbo 3.0-liter I-6 with 300 hp and 300 pounds-feet. The displacement and compression ratios are the same, but the 135i's boost pressure is 8.7 psi and the 1M's starts at 11.6 psi. I say "starts" because the 1M's turbo can up the pressure to 14.5 psi for a momentary burst of torque, rated at 370 pounds-feet.

The boost works: Nail the gas pedal at practically any speed in any gear, and after waiting a half-beat you'll feel the additional tug. I'd find this annoying if the initial power were anemic, but you get respectable response even before the surge. The low-rev torque peak that extends from 1,500 rpm all the way to 4,500 rpm continues to surprise anyone who has decades of turbocharger experience. In some ways, I prefer the 1M's ready torque to the M3 V-8's gentle rise. Despite their relatively small displacement, modern turbocharged direct-injection engines deliver the character that many larger, normally aspirated V-8s no longer do. Fantastic.

BMW didn't mess with the 135i's success: It carried over the six-speed manual's gear ratios, a good match for the 1M. The only difference is a shorter final drive ratio of 3.154 in the 1M versus the 135i's 3.077. I prefer the 1M's shifter and clutch over those of the M3, whose stick is rubbery and disconnected and whose clutch pedal presents a peculiar, nonlinear resistance through its motion. The 1M's shifter isn't my favorite, but it is an improvement, and the pedal is consistent. Borrowed from the M3, the brakes — with their 14.2-inch front and 13.8-inch rear cross-drilled rotors — do a stellar job with this lighter car. Learn More...

Source : http://www.cars.com

2012 Honda Fit Specs, Prices, Pics and Reviews

2011-08-17T15:52:00.000+07:00

The Honda Fit is one devious little subcompact—its dinky size and milquetoast looks belie its incredible interior versatility and surprising athleticism.

But good as it may be, the current Fit bowed in 2009, which means it’s time for the five-time 10Best winner to get an update.

A New Snout for the Fit Sport

The Fit lineup continues unchanged into 2012, and still consists of the base Fit and the Fit Sport. Both get new cup holders, console ambient lighting, and additional sound insulation in the floor, front fenders, and A-pillars—the latter hopefully addressing one of our only complaints about the Fit, its high levels of road noise. To that end, Honda also thickened the glass used in the Fit’s unique front quarter windows. The base car picks up new wheel covers for its 15-inch steelies, as well as body-color side mirrors in place of the black-painted units on last year’s model.

The Fit Sport was given more attention, with new blacked-out headlight surrounds, new 16-inch aluminum wheels, and a reworked front grille and fascia. Inside, the Sport is set apart with a new dark metallic finish replacing the previous black and gray theme; new cloth upholstery; and chrome accents ringing the outboard HVAC vents,
center HVAC control tabs, and gauge pods. In the functional department, the Sport’s steering wheel gains audio controls as standard; buyers previously needed to pony up for the navigation system to add them. If you do need directional guidance and hate your left foot—nav can’t be had with a manual transmission—the system now includes Bluetooth phone and audio-streaming capability, and is also upgraded to run from 16 gigs of flash memory instead of a DVD.

Skip Taco Bell for a Week and You Can Afford the Price Bump

Mechanically, the Fit is unchanged. The 1.5-liter four-cylinder produces 117 hp and 106 lb-ft of torque, and in a recent comparison test with the Mazda 2 and the Ford Fiesta scooted a 2010 Fit Sport manual to 60 mph in 8.3 seconds. The transmission choices remain a five-speed automatic—with manual mode and paddle shifters on the Sport—or a slick five-speed manual transmission that we named one of 2011’s10Best Manuals.

Pricing for the Fit has inched upward for 2012. Base Fits ring in at $15,945 with a manual and $16,745 for an automatic—increases of $75. The Fit Sport costs 50 bucks more than before, with a row-your-own example running $17,680 and one with an auto $17,810.

Finally, the nav-equipped Fit Sport jumps a huge $300 to $20,310. That last number may seem a bit high for such a small car, but no other vehicle in the Fit’s class yet offers the same mix of behind-the-wheel fun and tremendous practicality, and the 2012 version should deliver those goods, too. Learn More...

Source : http://www.caranddriver.com

2012 Volkswagen Eos Specs, Prices, Pics and Reviews

2011-08-17T15:36:00.000+07:00

For those searching for family-centric reviews on the 2012 Volkswagen Eos, I admire your optimism.

Unless yours is a family where the kids are old enough for a part-time job and way too cool to hang out with their parents, the Eos will provide more than a few challenges when expected to perform as a family car.

The 2012 Eos is a two-door convertible that seats four, though the backseat is more a formality than something functional.

It's also a gorgeous hardtop with a sunroof that possesses an air of cool. When the top is down and the sun is shining on the Eos' luxurious interior, it feels fun, stylish and carefree. Unfortunately, those traits aren't at the top of most parents' priority list, so the Eos ends up being unrealistic for family duty.

However, there are certainly no complaints when it comes to driving this car. Good times can be had behind the wheel thanks to its turbocharged engine, and it feels stable and can be kept under control with ease. I underwent a slight learning curve when I was getting used to the way I could physically feel the standard six-speed dual-clutch automatic transmission shifting for me, but it was nothing significant enough to keep me from adapting to it.

The 2012 Eos starts at $33,995. My test car came with all the bells and whistles at the top-of-the-line Executive trim level, which increased the as-tested price to $39,220.

EXTERIOR

From every angle, the Eos looks great — top up or down. Oftentimes, a hardtop convertible will look strange with the top up, as though the proportions aren't quite right somehow, but this is definitely not the case with the 2012 Eos.

Will you attract attention from many an envious person sharing the road with you due to the Eos' good looks and charming frame? Yes. Does that make up for the frustration you'll feel every time you must get your child in and out of this vehicle during a busy day of errands? No. Two-door cars tend to be annoying for families dealing with children in child-safety seats.

The good news is the Eos does provide a creative solution for entries and exits — just put the top down and snap that infant-safety seat into the base or lift your child up and sit them right down into their car seat. You'll earn bonus points for the entertainment value gained as your kids watch the sophisticated mechanics of the top going up and down, making the Eos appear just as cool as any of those cars in "Transformers."

For kids who are old enough to enter and exit a vehicle on their own, they still may need a little assistance sliding the front seat forward far enough so they can squeeze into the back. The doors could be too heavy and potentially awkward for little ones to open and shut independently.

The 2012 Eos' 200-horsepower, turbocharged 2.0-liter four-cylinder engine runs best on premium fuel. The Eos gets an EPA-estimated 22/30 mpg city/highway. I managed to get closer to 25 mpg with my majority of city driving for the weeklong test drive.

SENSE AND STYLE

Family Friendly (Not Really, Fair, Great, Excellent): Not Really

Fun-Factor (None, Some, Good Times, Groove-On): Groove-On

INTERIOR

The girl in me swooned over the Eos' interior styling with a black-colored dash and the most gorgeous shade of red leather seats I'd ever laid eyes on. Its Executive trim level is apropos because everything inside the Eos feels fancy and expensive.

Every feature you're looking for can be found here: heated seats, a navigation system, a backup camera, dual-zone climate controls and Bluetooth connectivity. I especially appreciated being able to toggle between different screens on the navigation system, which showed fuel consumption, navigation instructions, phone commands and audio information. The interfaces were easy to use, and all displays were not only handy but also attractive. Learn More...

Source : http://www.cars.com

2011 Chevrolet Traverse Specs, Prices, Pics and Reviews

2011-08-17T15:21:00.000+07:00

As car buyers gravitate away from SUVs and minivans toward three-row crossovers, the Chevy Traverse has become one of GM's biggest successes.

Starting MSRP $29,370–$40,250

Its good looks, winning drivability and interior quality help it compete well with the rest of the class.

For 2010, the Chevy Traverse remains relatively unchanged from the 2009 model reviewed last year, when the crossover was all-new. You can see what's changed between the two here, or read our 2009 review here. For this review, I tested the top-of-the-line LTZ, front-wheel-drive model that starts at $37,985; the base Traverse starts at $29,224. Our tester's MSRP, with options and destination fee, was more than $41,000.

Utility for Families

There's no escaping it: If you're shopping for a Traverse, there's a good chance you have kids. If you don't, well … you're getting a lot of crossover for your friends. But if you're in the parent group, there are a few things you'll definitely want to know before you consider the Traverse.

As the parent of two kids under age 2, the Traverse isn't a perfect fit for my family. The height of the rear passenger seats is a little too much for lifting kids in and out of their child-safety seats. While it's not so high that young families should immediately cross it off their shopping list, there are a number of vehicles that make the task easier — for example, Ford's low-riding Flex.
While the Traverse is available with a second-row bench, my test car was equipped with two captain's chairs in that spot, which isn't as accommodating for child-safety seats as the standard third-row bench. If you have older kids, they'll likely prefer this setup, as it gives them plenty of breathing space. It also allows for an open pass-through to the third row, which is a nice feature often found in minivans. Families with dogs may also appreciate this. The Flex — and the similar Lincoln MKT — don't feature a large pass-through like this, so it isn't as easy to maneuver between rows.

With the captain's chairs, you can seat a maximum of seven. To seat eight, you'll need the second-row bench. There's an acceptable amount of cargo room with the third row in place, but for road trips you'll likely have to fold one or both of the third-row seats flat to make room for luggage.

There's 24.4 cubic feet of cargo room with the third row in place, which tops competitors like the Flex, at 20 cubic feet, and the Mazda CX-9, at 17.2 cubic feet. Its overall cargo volume is a significant 116.4 cubic feet with both the second and third rows folded flat, compared with only 83.2 cubic feet in the Flex and 100.7 cubic feet in the CX-9.

Performance

The Traverse is a terrific around-town vehicle. I was really surprised by how easy it was to park the three-row crossover; it handled like a much smaller car. Compared with the Flex and even the CX-9, the Traverse is the easiest to drive and navigate in tight spaces.

The Traverse comes with only one engine option: a 281-horsepower, 3.6-liter V-6 teamed with a six-speed automatic transmission and either front- or all-wheel drive. Mileage is above average for the class, at 17/24 mpg city/highway with front-wheel drive and 16/23 mpg with all-wheel drive. That compares with 17/23 mpg in a front-wheel-drive Honda Pilot and 16/22 mpg for an all-wheel-drive Pilot. The front-wheel-drive Flex V-6 gets 17/24 mpg, while the all-wheel-drive model gets 16/22 mpg.

When the Traverse's V-6 debuted in the nearly identical Saturn Outlook and GMC Acadia crossovers, senior editor Joe Wiesenfelder noted a serious delay in gear changes when needing to pass at highway speeds. The problem was remedied in a swift recall, but in the 2010 Traverse I still found noticeable hesitation when needing to pass on the highway. Is it dangerous? Not likely, but it doesn't instill confidence and remains a black mark.

There's plenty of power for cruising at highway speeds, but the more people you load in the Traverse the less energetic it becomes. The Flex offers an optional 355-hp,turbocharged V-6 engine that's rather expensive, but it offers a lot of performance and is unmatched in this class in terms of power. It also gets mileage identical to the non-turbo all-wheel-drive Flex. The Flex SEL EcoBoost with all-wheel drive starts at $36,595 and comes with many of the same features as our LTZ Traverse, like standard leather heated seats.

Safety

The 2010 Chevy Traverse earned the top score, Good, in front, side and rear crash tests from the Insurance Institute for Highway Safety. In the past, this would have garnered it Top Safety Pick status, which it had for 2009, but now IIHS requires vehicles to pass a roof strength test as well, to which the Traverse has not yet been submitted. It does have a four-star rollover rating from the National Highway Traffic Safety Administration. Click herefor a full list of safety features.

Traverse in the Market

It's not the cheapest or fastest three-row crossover on the market, but Chevy is winning over customers with the Traverse's styling. Who would have thought?

Add in its utility and relative nimbleness, and there are even more legitimate reasons to consider the Traverse. This class is increasingly competitive, though, and shoppers would do well to cross-shop the Flex, CX-9 and Pilot. Learn More...

Source : http://www.cars.com