Voice recognition systems and faulty Bluetooth pairing are as aggravating as ever, J.D. Power and Associates' new Initial Quality Study reported today. Tech-focused Ford remains well below average in the agency's 33-brand ranking, but GM's four brands — Buick, Cadillac, Chevrolet and GMC — all rated above average.

The influential study, which enters its 27th year for 2013, rates overall problems per 100 vehicles — categorized as objective defects and subjective (but specific) dislikes — in the first 90 days of new-car ownership. Missed commands with voice recognition and Bluetooth pairing led overall problems by a significant margin, J.D. Power's David Sargent told reporters at an Automotive Press Association lunch in Detroit today.

Porsche, GMC, Lexus, Infiniti and Chevrolet ranked as the top five brands in this year's IQS; from the bottom, Scion, Fiat, Mitsubishi, Nissan and Mini had the worst rankings. GMC has never broken ninth place before, Sargent noted. Nissan fell from 13th place last year to 30th this year, hurt by a slew of redesigns to some of its most popular cars.

Ford remains an IQS stinker, with its namesake brand coming in 27th for a second year in a row due in large part because of issues with the automaker's MyFord Touch multimedia system, which most Ford models now offer. Ford's Lincoln division, which gets a parallel MyLincoln Touch system, ranked about average.

"MyFord Touch doesn't help the Ford scores," Sargent told reporters. But, he added, "Ford has worked as hard as it is possible to work to improve the system, and all signs are that the new systems are much, much better than the old systems."

The news comes on the heels of Ford announcing plans to add traditional buttons and knobs back to its much-maligned MyFord Touch system, similar to the layout in the MyFord Touch-equipped F-Series pickup. That truck still fell beneath GM's pickups — the outgoing (not the redesigned 2014s) Chevrolet Silverado and GMC Sierra — which swept the light- and heavy-duty pickup IQS awards.

Tech Hurts
A year ago, the 2012 IQS observed a general decline in overall problems except for one area: audio, entertainment and navigation systems, whose problems increased 8% over 2011. J.D. Power redesigned the IQS for 2013 — replacing mailed-out paper surveys with online ones and querying 233 separate problems, versus last year's 228 — so the 2012 IQS scores aren't comparable to 2013's. For an apples-to-apples comparison, the agency converted 2012 scores to its 2013 metrics and found overall problems increased this year to 113 problems per 100 vehicles. Last year's converted score would have been 108. More than one-fifth of all problems involved audio, navigation or multimedia systems — echoing last year's survey, which found high consumer aggravation in the same area.

"The hatred of poor performing voice recognition systems is compelling, and people compare it with Siri" from Apple's iPhone, Sargent said. "Customers don't get that the two are completely different systems."

Siri doesn't get half the commands we give our iPhones, either, so we aren't exactly enthralled with voice recognition at any level.

The IQS stirs a stew of controversy because it groups objective problems, from mechanical bugaboos to multimedia systems that freeze up, alongside subjective gripes or tastes. Those grumblings can skew results for an automaker even if everything works as advertised, and they're far more common these days than objective malfunctions. That said, whether you don't like how the navigation system zooms in and out or that it directs you into a lake instead of a highway, either issue counts the same in this study.

Sargent notes that drivers think of malfunctions as "sort of random occurrences," but they often blame themselves for missing design-related defects when they bought the car — and, ultimately, this causes them to hate the brand even more. It doesn't help that when consumers bring their cars to the dealership for design-related issues, dealers fix just 13% of those issues, J.D. Power says. By contrast, when owners bring their cars in for defects or malfunctions, dealers address them 42% of the time. That's understandable: You can't fix a door handle that was poorly designed, after all; a well-designed handle that breaks off, by contrast, can at least be replaced.

J.D. Power's longer-term Vehicle Dependability Study, which Cars.com references for our $10K used-car recommendations, sticks to objective problems on cars bought three years ago.

Here are J.D. Power's awards for individual model classes:

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Tesla is recalling 1,228 model-year 2013 Model S electric vehicles due to a problem with the seats that could cause seatbacks to come loose in an accident, according to the National Highway Traffic Safety Administration.

Affected vehicles were manufactured between May 10 and June 8, 2013. An improper method for aligning the left-hand seatback striker to the bracket may have weakened the weld between the bracket and the frame of the vehicle. In the event of a crash, the left-hand seatback may not stay mounted, increasing the risk of injury to passengers.

Tesla will notify owners of the recall but has not yet provided a notification schedule; dealers will inspect the left-hand second-row strikers and fix the problem for free by installing additional mounting hardware to ensure a proper joint between the bracket and the frame. Owners can call Tesla at 650-681-5000, NHTSA’s vehicle-safety hotline at 888-327-4236 or go to www.safercar.gov.

Cars.com editors have referred to the 2013 Mini Cooper S Paceman using terms like "odd-looking" and "impractical" but also "fun to drive." Such is life for a vehicle that projects a bit of its own identity crisis: not exactly a coupe but not quite an SUV, and more or less a Countryman minus a couple of doors and a sleeker roof. The version we tested was the S Paceman All4, the model's optional all-wheel-drive version among its three trim levels; the base model offers only front-wheel drive while the high-performance John Cooper Works only comes with all-wheel drive.

Cars.com 2013 Mini Paceman Review

The Paceman All4 starts at $29,200 but can run much higher. Our test car came to $39,800 with a host of options (all prices include a $700 destination fee).

All Paceman models come standard with a 1.6-liter turbocharged four-cylinder mated to a six-speed manual transmission, with estimated fuel economy of 23/30 mpg city/highway. Other standard features include sport alloy wheels with performance run-flat tires; seven airbags; a sport leather, tilt/telescoping steering wheel; Sport mode for quicker throttle and steering response; cruise control; power windows; and Bluetooth connectivity. The Paceman All4 also includes a four-year, 50,000-mile limited warranty; free maintenance for three years or 36,000 miles; and four years of roadside assistance.

Options include an automatic transmission ($1,250); black-leather interior ($1,500); the Cold Weather Package with heated mirrors and front seats ($750); navigation with voice command, smartphone integration and real-time traffic info ($1,500); a sunroof and automatic climate control ($1,250); and 19-inch alloy wheels ($1,750).

Check out the photo gallery below by staff photographer Evan Sears.

Our long-term Honda Civic is getting much more use this summer as competitors flow into our test fleet. While a few may have grumbled about us pitting the redesigned 2013 Civic against the outgoing and outdated 2013 Toyota Corolla, they shouldn't have much to complain about with us pitting it against the even more thoroughly overhauled 2014 Kia Forte.

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However, there was a bit of a disparity this time around too. Our Forte test car was a fully loaded EX trim with a 173-horsepower, 2.0-liter four-cylinder. The base Forte comes with a 148-hp, 1.8-liter four-cylinder that is more comparable to the Civic's 140-hp, 1.8-liter four-cylinder, the car's only engine apart from the hybrid and Si versions.

If the engine wasn't a big enough difference, the nearly $6,000 bump in the Forte's MSRP and all the associated goodies arguably didn't make for a fair fight. Would the results of driving the two be as one-sided as the numbers implied? Editors David Thomas and Joe Wiesenfelder took the two on a loop of city, suburban and highway driving to find out.

Interior quality: Forte
David Thomas: Going from the top-end Forte EX to the base Civic LX was pretty shocking in terms of everything the Forte was sporting, including the nice leather seats and gadgets. But the Civic didn't feel cheap in comparison. I liked the sporty cockpit design of the Forte too.

Joe Wiesenfelder: I'm favoring the Forte. The 2013 Civic's interior is definitely improved over the 2012, and it's elevated overall by the bright displays, but the Forte's interior quality is evenly high in all directions. I compensated for the additional features; we've seen more modest versions of the Forte, too, and it's damn nice.

Acceleration: Forte
JW: Forte has this one in the bag. Between the stout engine and six-speed automatic, it has acceleration to spare, and the transmission is nice and responsive.

DT: There were only a few times I thought the Forte actually "blew away" the Civic, but it was clearly faster in most situations.

Braking: Forte
DT: The Forte didn't wow me in the braking department, but it is nearly impossible for me to say the Civic was significantly superior. This is a hard one to call.

JW: Though this is a clear improvement over the previous-generation Forte, I agree the matchup here is pretty close. The only difference I felt was under heavy braking where the Forte retained better pedal feel and linearity than the Civic, possibly because of our Civic's rear drum brakes. A Civic EX might fare better with its four-wheel discs, which are standard on the Forte.

Handling: Civic
JW: This is another example of vast improvement over the Forte's previous generation, but it's not quite enough to overtake the Civic. Its road holding and controllability are good, but more refinement is needed, and its steering doesn't compare to the Civic's. The user-selectable power assist is cute, but it doesn't translate to the Civic's spot-on assist and feedback at virtually any speed.

DT: I was utterly confounded by the Forte's selectable steering modes. The most confidence-inspiring in tight turns was the Comfort setting, while Sport didn't add anything to the handling dynamics. Overall, the poor steering feedback on any of the settings had me choosing the more predictable Civic.

Noise: Forte
DT: One thing I noticed immediately in the Forte was just how quiet the cabin was. The door shut with a nice thud that felt more solid than the respectably solid thunk of the Civic. On the road the Civic — even though quieter than the 2012 — let a lot more noise seep in, especially at higher speeds.

JW: Forte has this one. Even though its engine is a little raspy at high revs, it seldom intrudes — sort of the opposite of the smooth-revving but audible Civic. I noticed the tires singing pretty loudly, but it was only on certain surfaces and was probably more noticeable because the noise signature was inoffensive overall.

Ride: Forte
JW: The Civic's ride quality is emerging as its leading downside. Even the Corolla felt more comfortable! The suspension is expertly designed and capable, but its firmness wears on me — and this is with our car's 15-inch wheels and tall sidewalls. I found the Forte more livable, even with its 17-inch wheels.

DT: I drove my parents in the Forte the following weekend, and they were impressed that a compact Kia had such a smooth ride. Compared to the Civic there was no question it won out.

Mileage: Civic
Whether you look at EPA ratings or the trip computers from our route, the Civic bests this higher-powered Forte significantly. The Civic is rated at 28/39/32 mpg city/highway/combined while the 2.0 Forte is rated 24/36/28 mpg. The less powerful Forte is only marginally better at 25/36/29 mpg.

During our drive, the Civic's trip computer read 35.5 mpg while the Forte displayed 32.6 mpg. The difference is smaller than the EPA suggests. Combined EPA mileage is 14% better for the Civic, and in our driving we saw only 9% better. But since both were showing returns between combined and highway ratings — which are closer to 8% better for the Civic — the results seem quite accurate.

*We filled up both cars at the same gas station at the same time and reset trip computers before this test. Weather was mild.

Seats: Forte
JW: This is a highly subjective aspect. For me, the Forte was more comfortable. More than anything, it's about the Civic's lumbar support: There's too much, and you can't back it off.

DT: If they were base model to base model it might be a hard choice, but if we're comparing the cars as-tested, the heated and cooled driver's seat in the Forte has to win out even if comfort wasn't its strong suit.

Multimedia: Forte
DT: Here's where $6,000 in extras pay off. The Forte had a full navigation system with large digital screen, voice-activated music search and an upgraded stereo. I didn't find the sound quality that terrific though, but it is still a step over the Civic's four-speaker set-up.

JW: This is the unfair part of the fight. Of course the Forte was better. As for the stereo, I'd have to test a base Forte to know for sure, but it's hard to imagine it's as bad as the Civic's. ...

Results
The Forte wins seven out of the nine categories with its upgraded engine and features to go along with a higher price tag. Although we're thinking with a 30% edge in price the Forte should easily win.

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Vehicle safety has come a long way since Volvo first introduced the three-point seatbelt in cars way back in 1959. Recently, we've all come to rely on safety features like antilock brakes, traction and stability control, and six airbags as standard equipment in most of our cars. The year 2014 will usher in a whole new era in vehicle safety with a whopping 10 or more standard airbags popping up in many vehicles.

We're all familiar with driver and passenger front airbags, driver and passenger torso airbags, and curtain side airbags. However, new innovations in airbags demonstrate car manufacturers' focus on safety as crash tests get ever harder. Here's an overview of some of the newest "extracurricular" airbags you'll find in many new cars today:

Knee Airbags: Affordable cars like the Dodge Dart, Jeep Grand Cherokee, Buick Verano and a whole slew of Chevrolets (like the Spark, Sonic, Impala, Malibu and Cruze) are offering 10 standard airbags, including driver and passenger knee airbags. These airbags inflate from under the dash to help prevent common lower-leg injuries in crashes. Larry Kwiecinski, engineering group manager for the GM Global Safety Center, noted, "In our vehicles without knee airbags, the vehicle structure, the seatbelts and the instrument panel are all designed to help absorb crash energy and reduce lower-leg injuries as well. Knee airbags are just another tool in our toolbox."

Center Airbags: GM developed the first center airbag after monitoring common side crash injuries. These airbags inflate from the inboard side of driver's seat, between the driver and passenger. They provide restraint and support to both the driver and passenger in a side crash, as well as cushioning any potential impact between the driver and passenger. These are standard on all 2013 Buick Enclaves, as well as GMC Acadias and Chevrolet Traverses outfitted with a power driver's seat. These airbags are particularly worth noting since, "The front center airbag ... has real potential to save lives in side crashes," according to Russ Rader, spokesman for the Insurance Institute for Highway Safety. GM is working to reduce the amount of packaging space needed for center airbags in order to increase the number of cars that they'll appear in.

Rear Curtain Airbags: In 2012, Scion launched the industry's first rear curtain airbag on its tiny Scion iQ. In the event of a crash, these airbags inflate between the glass of the rear window and the rear passenger's head restraints, protecting rear passengers from breaking glass and other debris.

Seat Cushion Airbags: With that same 2012 Scion iQ, along with the 2012 Toyota Yaris, we saw the industry's first seat cushion airbags. These inflate from the seat cushion, underneath the driver's and front passenger's knees, to help prevent the occupant from submarining underneath the lap portion of the seatbelt.

Seatbelt Airbags: Ford debuted inflatable airbags installed directly in seatbelts on its 2011 Ford Explorer. These seatbelts help reduce the severity of a crash for rear passengers by distributing the force of the impact over a wider area of the airbag versus a traditional belt. It's a $595 option on most Explorer models and is also available on Ford's Flex and Lincoln MKT.

Photos courtesy of Safercar.gov, IIHS, GM and Ford

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Chrysler announced today that it will launch a campaign to inspect — and if necessary — fix nearly 2.7 million Jeep SUVs that the government claims are unsafe due to a problem with the fuel system that could possibly lead to fires.

Chrysler Says Jeeps are Safe; NHTSA Wants Recall

The vehicles in the action — which Chrysler is not labeling a recall — are 1993-2004 Jeep Grand Cherokee and 2002-2007 Jeep Liberty SUVs. Chrysler will perform "a visual inspection of the vehicle [that] will, if necessary, provide an upgrade to the rear structure of the vehicle to better manage crash forces in low-speed impacts."

According to our sources at Chrysler, the fix will be implemented depending on whether or not the Jeeps have a trailer hitch installed. If a Jeep has a factory-installed or Mopar accessory hitch installed, no enhancements will be made. SUVs without a hitch will get one installed. This is the "rear-end upgrade" being discussed.

A trailer hitch generally includes a hitch receiver, which is a large piece of welded metal that does add strength to a vehicle's structure. A quick search on Mopar's site shows the parts for such a fix cost around $300 for a 2003 Jeep Liberty.

The National Highway Traffic Safety Administration had not suggested a fix. The federal agency generally waits until the automaker determines how to proceed before announcing a formal recall.

Chrysler maintains that there is no defect with the vehicles and that they were built to the same standards as — and performed as well as or better than — competitive vehicles at the time.

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The sporty Infiniti FX just got sportier for 2013 as the luxury crossover — now called the FX37 — gets a more powerful 325-horsepower V-6 along with improved fuel economy. Cars.com reviewer Mike Hanley says what's most notable is how the low-slung FX37 punches up the driving experience without sacrificing utility. Can you overlook some subpar cabin features and limited visibility? Watch the video and decide.

Chrysler is recalling 12,907 model-year 2013 Dodge Dart sedans due to a powertrain problem that could cause the engine to stall in cold weather, according to the National Highway Traffic Safety Administration.

Affected vehicles were manufactured between March 1, 2012, and Feb. 28, 2013, and are equipped with a 1.4-liter MultiAir turbo engine and dual dry clutch transmission. The sedan’s engine could stall when the temperature is 20 degrees or colder, increasing the risk of a crash.

Chrysler will begin notifying owners starting this month, and dealers will reprogram the powertrain control module for free. Owners can call Chrysler at 800-247-9753, NHTSA’s vehicle-safety hotline at 888-327-4236 or go to www.safercar.gov.

You can have the radio on, your hair slicked back and those Wayfarers on, but if you want to complete the romantic image of Don Henley's "The Boys of Summer," you'll need one more essential element for your drive along the beach — even if that beach is only in your mind. Cars.com can help you research the droptop you're daydreaming about with its Convertible Buying Guide, where you'll find photos, invoice prices, expert reviews and car ratings to help you narrow the field. Follow the link below to get started.

Cars.com Convertible Buying Guide

Toyota's Venza offers the passenger and cargo room of an SUV but the look and ride height of a wagon. It scores high on the family-friendliness scale thanks to a comfortable, roomy backseat, but loses points for awkwardly placed Latch and tether anchors.

How many car seats fit in the second row? Two

What We Like

• After removing the head restraint, it was easy to install the booster on the wide, flat seats. The buckles are on stable bases, which should make it easy for kids to buckle independently.
• There was plenty of room for the rear-facing convertible seat. The front-passenger's legroom wasn't impacted.
• There was also enough room for the infant seat; the front passenger had to move the seat up a bit to accommodate the car seat, but there was still a comfortable amount of legroom.

What We Don't

• The inboard Latch anchors are crowded by the seat belt buckle, blocking access and complicating the installation of all of our seats. The stiff leather seat cushions didn't help matters.

• The tether anchors are also in a less-than-convenient place; all three are under the cargo area’s carpeting under plastic covers.

Grading Scale

A: Plenty of room for the car seat and the child; doesn't impact driver or front-passenger legroom. Easy to find and connect to Latch and tether anchors. No fit issues involving head restraint or seat contouring. Easy access to the third row.

B: Plenty of room. One fit or connection issue. Some problems accessing third row.

C: Marginal room. Two fit or connection issues. Difficult to access third row.

D: Insufficient room. Two or more fit or connection issues.

F: Does not fit or is unsafe.

About Cars.com's Car Seat Checks

Editors Jennifer Geiger and Jennifer Newman are certified child safety seat installation technicians.

For the Car Seat Check, we use a Graco SnugRide 30 infant-safety seat, a Britax Roundabout convertible seat and Graco TurboBooster seat. The front seats are adjusted for a 6-foot driver and a 5-foot-8 passenger. The three child seats are installed in the second row. The booster seat sits behind the driver's seat, and the infant and convertible seats are installed behind the front passenger seat.

We also install the forward-facing convertible in the second row's middle seat with the booster and infant seat in the outboard seats to see if three car seats will fit; a child sitting in the booster seat must be able to reach the seat belt buckle. If there's a third row, we install the booster seat and a forward-facing convertible.

Parents should also remember that they can use the Latch system or a seat belt to install a car seat.

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