Between Asian, American and European auto makers, it is an understatement that the Europeans have been, to put it mildly, reluctant about hybrid technology. What’s not to like about hybrids? Stellar fuel economy is a good thing, right? Sure it is, but keep this in mind: Europeans have been living with mega-high gas prices for decades, and embraced the diesel engine as the fuel-sipping motor of choice. Providing bucket loads of torque, smooth performance and clean emissions that appeal to their domestic market, you can see why European car companies are not throwing all their chips into the hybrid car idea.

And that philosophy works fine…in Europe. In North America, the perception of the diesel engine seems permanently stuck in 1982. Memories of your quirky neighbor’s Mercedes-Benz 240D or Peugeot 505 belching black smoke or your uncle’s Oldsmobile diesel self destructing every 2,000 miles have seemingly left permanent scars on the psyche of the North American car buyer. I will plead with anyone that will hear me that today’s diesels are the model of refinement. No smoke. No self-destruction. Another factor may be that we are simply creatures of habit. Truth be told, not every gas station sells diesel fuel, and with that fact it is justifiable that some buyers would be turned off.

Volkswagen already offers the Jetta with a diesel, and has a loyal following, but they want more. Hence, the Jetta Hybrid. The view from VW seems to be that the car buyer seeking great gas mileage defaults to a hybrid vehicle. Or, to be blunt, the average fuel conscious car buyer is thinking about a Toyota Prius. Not a Jetta TDI. Make no mistake, VW has a solid fan base of its diesels, but taking the long view, VW sees this is as a cult following, while hybrid technology has been more widely accepted on our shores.

To look at the Jetta Hybrid, well, it looks like any Jetta you see on the road every day. It would take a true VW fanatic to tell the difference between this and any run of the mill Jetta. Apart from some hybrid badges, a slightly different front grill, different wheels and a modest rear spoiler, you would never know the difference. And that design language works for many people who like the idea of hybrid technology, but don’t feel the need to shout to the world that they care more about the environment than you. As with all current Jetta’s, it is a fine looking car, even if it has lost some of its German accent in an effort to appeal to more Americans.

While the exterior styling got a tad generic to appeal to more buyers, Volkswagen slashed the price of the Jetta, and no where was that more apparent than the interior. The Jetta Hybrid softens the blow slightly with a padded dash and better armrests, but this is still a far cry from quality of materials seen in Jettas of the past. The keyless ignition button, placed just ahead of the shifter seems like an afterthought and not at all intuitive. The black slab of hard plastic that on the center console with two holes for drinks was more likely designed by an accountant, not an actual interior designer. The contrasting black/light grey leatherette seating surfaces are the main departure from other Jettas. You get the feeling VW management sent a memo saying the interior has to be different somehow, but don’t let it cost us any money. It’s obvious, and VW, you’re not fooling anyone.

The positives of the Jetta’s cabin remain. Seats offer decent comfort, visibility is excellent, and plenty of room is available in the back seat, but again it is disappointing that VW went cheap and deleted the rear seat vents seen on the last generation Jetta. Jettas have always been known for generous trunk space, and among hybrids, the Jetta is at the top of the class. Still, the batteries have to go somewhere, and the Jetta Hybrid loses about four cubic feet of trunk space. That’s not a lot, but it gave me pause as to how I would pack a full-size suitcase.

Hybrids have a well-deserved reputation for being an absolute bore to drive. Thankfully, the Jetta Hybrid is not. Powered by a 1.4L turbocharged four cylinder, along with the electric motor make a combined 170hp, paired to a seven-speed DSG automated manual transmission. In essence, it is the drivetrain that is a hybrid designed for people who hate hybrids. No wheezy, weak-kneed engine coupled to a miserable CVT wailing at 5,000 rpm just to get up a hill here, thank you. VW claims a 0-60mph time of 8.6 seconds, making the Jetta Hybrid one of the quickest on the market for its class. The Jetta Hybrid also has a rear independent suspension, something VW gave up with on lesser Jettas in the interest of cost cutting, but here it returns to better support the extra weight of the batteries. With decent pep, controlled road manners and quiet highway ride, the Jetta Hybrid is an accomplished performer. EPA fuel estimates are 42/48 MPG city/highway, which are impressive figures, but according to the trip computer, I wasn’t even close to attaining those lofty figures.

The Jetta Hybrid follows the rest of the Jetta family’s trim options with S (factory order only), SE, SEL, and SEL Premium. Our test car was the top of the line SEL Premium. Standard features included SiriusXM satellite radio, dual zone auto climate control, LED tail lights, sunroof, navigation, heated seats, power driver’s seat, Fender premium audio, bi-xenon headlights, rear view camera and 17″ alloy wheels. With a first aid kit as our test car’s sole option, the tally comes in at $32,010USD, including delivery. And that is where the Jetta Hybrid completely loses me. Yes, I understand that hybrid technology comes at a higher price. But this comes in a car that was built to a price. You can buy a 2013 Jetta for less than $17,000. And sitting in this $32,000 Jetta Hybrid, I am constantly reminded of that fact.

With a built-in following of the Jetta TDI, VW is modest about sales expectations at around 5,000 Hybrid sales predicted. Critics and VW purists howled with the new down-market Jetta, but the proof is in the numbers. VW is selling more Jettas. It’s that simple. And, selling more cars is the point. The reality is you can buy a Jetta TDI for a couple grand less, get similar fuel economy, keep the trunk space lost from the battery pack, and not worry about the longevity of said batteries. Again, VW knows that they are doing-hybrids are more widely accepted here than diesels, even if the actual dollars spent for car and fuel point wildly in favor of the diesel. To quote Natalie Merchant, “Give them what they want.” Even if it makes no sense, that is precisely what VW is doing with the Jetta Hybrid.

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The Jeep Cherokee Classic, one of the most beloved Jeeps of all time was retired in favor of the Jeep Liberty, which bowed as a 2002 model. Curvier than the traditional Cherokee, the Liberty appealed to a broader audience-especially female buyers-but Jeep purists railed against the softer lines. Jeep responded in 2008 with the second generation Liberty, a more traditionally styled Jeep. The purists may have been satisfied, but sales figures weren’t even close to the first generation Liberty. So, the Liberty quietly slipped into oblivion in August 2012, and is now being replaced with the all-new Cherokee.

And boy, is this a radical departure from the Liberty. Also important, this is the first all-new Jeep since Fiat got their hands on Chrysler. I admit, I’ve always had a soft spot for Jeeps. They are quintessentially American, tough, and maybe even a little crude. I like those qualities, because it gives the Jeep character, personality. As a greying Gen-Xer who once pored over CJ-7 and Wagoneer brochures as a child, that’s romantic and all, but it doesn’t sell a lot of cars to the masses. If the Liberty looked like an old Jeep from the day it was new, the Jeep Cherokee is the exact opposite. This is like no Jeep ever seen before. Yes, the looks are polarizing, but to who? The old codgers?

The new Cherokee may be a risk, but it makes a styling statement, and points a new direction for Jeep. How buyers react is anyone’s guess. But here is what we do know. The Cherokee started production in Spring, and will be arriving in dealers this Fall. Buyers will have a choice of two or all-wheel drive. Four trim levels will be offered: the Sport, Latitude, Limited, and Trailhawk. All Cherokee’s come standard with a 2.4L four rated at 184hp, paired to a nine-speed (not a typo) automatic. With the exception of the base Sport, all other Cherokees also offer an optional 3.2L V-6, rated at 271hp.

The full line of the Cherokee family is described below. Note, all prices show that of the four cylinder,  with 4×2. Four-wheel drive Cherokee’s will add $2,000.

Cherokee Sport: $22,995 USD

The base Cherokee comes standard with full power accessories, a 5″ touchscreen, Bluetooth, LED tail lights, and 17″ steel wheels.

Cherokee Latitude: $24,495

Likely to be the volume model, the Latitude adds exterior trim upgrades like body-colored exterior mirrors and chrome door handles, deep-tint windows, ambient interior lighting and 17″ alloys.

Cherokee Limited: $27,995

The top-spec Cherokee from a luxury standpoint, the Limited adds leather heated power seats, heated steering wheel, 18″ alloys. an 8.4″ touch screen, SiriusXM satellite radio, back-up camera, two-zone auto climate control, and an auto dimming rear view mirror.

Cherokee Trailhawk: $29.495

Or, to keep the Jeep purists happy. The Trailhawk is only available as a 4×4, and is the only Cherokee to wear Jeep’s badge of honor: Trail Rated. More aggressively styled with unique front and rear fascias, unique 17″ alloys, rugged interior trim, this Cherokee adds the off-road goodies Jeep fans demand. Add an increase of a 1″ ride height, tow hooks, skid plates, off-road suspension, heavy duty cooling, auxiliary transmission oil cooler, all-terrain tires, and Hill Ascent/Descent Control, the Trailhawk is there for the Jeep owner who demands his Jeep to be truly off-road ready, and to look the part.

For those who complain Jeep is going soft, relax. The Wrangler is still raw and rugged, and remains the face of the brand. The Garage has yet to review the revised 2014 Grand Cherokee, but we remain confident it still offers the same brawn and luxury as it always has. The reality is the outgoing Liberty was a dinosaur that, while being fully capable off-road, presented too many compromises that the average buyer was not willing to make when so many more refined alternatives were available. With current, if not controversial styling, greater fuel efficiency and reportedly vastly improved interior surroundings, the Cherokee could stand to reverse the Liberty’s steady sale slide. Stay tuned, as The Garage will review the new Cherokee.

In MTV’s 1996 airing of Alice In Chains ‘Unplugged’, it was clear Staley was frail, and heartbreaking to watch. The death of his fiance from a drug related overdose was the final nail that pushed Layne over the edge. The commercial success of Alice in Chains was immense, but Staley’s addiction put a damper on capitalizing on it. Following the death of his fiance, Layne Staley purchased a penthouse condo in Seattle, and essentially became a recluse. The only people he would meet were his drug dealers and a small group of friends.

So the story of Layne’s Trans Am are a bit mysterious. There is no question this is his car, and it is for sale. Hit the link if you are interested. It is a 2000 Pontiac Firebird Trans-Am with the high performance WS-6 package and a six-speed manual. The ad reads that Layne personally ordered the the car, optioned to the hilt. What I do not get is the car has 26,000 miles on it. Layne Staley was a recluse after 1997, never leaving his penthouse. When the police found Layne Staley dead, he was 6’1″ and weighed 86lbs. With a man that ill, how could he possibly muster the energy to drive a top-spec Trans-Am? Even so, the chance to own a car owned by one of the most iconic, and tragic singers of the Seattle grunge scene is tempting.

There are some car stories out there that are so fascinating, they bear repeating-not just for those who lived and remember that time, but for those too young to recall. Here at The Garage, we are members of Generation X, who grew up with the notion that Japanese cars were great cars with exceptional reliability, but luxury? Not a chance. That changed in 1986 when Honda introduced Acura as an upscale brand, and the automotive world held their collective breath to see if North Americans would accept the notion of an upscale, premium Japanese car. They did, and the Acuras were, and are fine cars, but Toyota had far bolder plans. Forget about accepting the notion of accepting a premium Japanese brand. Toyota was creating the Lexus LS, and its sole mission was to target the vaunted, legendary Mercedes-Benz S-Class. Remember, Toyota’s most luxurious car ever sold here prior was the Cressida. To say the project was an ambitious one is putting it mildly.

And so the Lexus LS debuted in 1990, and was quite a success. Infiniti answered with its Q-Series, but that car failed to find as many buyers, and eventually faded away. Acura has yet to even try to compete against the LS. It is a remarkable success story of a company entering a very hostile market dominated by German marques of great distinction and provenance. At the time, Lexus was doing the unthinkable. Now, in 2013, the Lexus LS is completely accepted as a peer to the Audi A8, BMW 7-Series, and of course, its target, the Mercedes-Benz S-Class. While the auto magazines out there continue to gush about its German rivals, the LS has generally been respected, but overlooked.

With a refresh for 2013, that needs to change. From the start, the LS has been described as a good looking car, but a little lacking in personality. Luxurious, yes, but memorable, no. With the spindle grill now seen across the Lexus line, the LS has finally, after all these years, seemed to have gotten its own identity at the top of the luxury car class. The inverted Lexus ‘L’s’ continue at the front end with daytime running lights. For once, you know that it is a Lexus coming up behind you. Curvy fender flares and a sculpted hood surface provide an air of elegance and seriousness befitting a car of this stature. Our test car, finished in Fire Agate Pearl, a sort of cigar paper brown that seemed to hint at the age of the ‘Mad Men’ television series. Offset with optional 19″ alloys, our LS460 had a level of presence and gravity unlike no other LS before it.

First and foremost, the Lexus LS was, is, and always will be a full-size luxury sedan, and it is the cabin that makes all the difference. Here, the LS excels. In a car of this level, when you settle in behind the wheel, you need to feel as if you are in a special car. Ultra-soft leather, muted metals, gorgeously finished and sculpted wood surround you. This is not simply a space for occupants to sit in to reach a destination, it is akin to observing fine furniture. Yes, the attention to detail and craftsmanship is that good. But it exists in a perfectly functional environment with seats offering exceptional comfort and support. Of course, the latest in technology and infotainment is right there, but Lexus presents it all in a very user-friendly format. Lexus understands that true luxury is to pamper and relax you, not intimidate, such as some of the LS’ chief German rivals often do.

The Lexus LS460 is motivated by a 4.6L V-8 rated at 386hp, paired to an 8-speed automatic. Buyers have the choice of rear-wheel or all-wheel drive, but the latter choice will cost you six horsepower. For a New Englander like myself, the assurance of all-wheel drive is the way to go. Lexus claims a 0-60mph time of just under six seconds. Some reviewers complain the LS does not offer as much power as some of its rivals. Notice I said ‘not as much’ instead of ‘not enough’. Having logged plenty of miles on the interstate and on country two-lanes, the LS460 had plenty of power in every situation thrown at it, and even offered a nice purr from the V-8 when pushed.

In speaking of the nature of the LS on the road, the operative word is ‘composed’. This may be a large, heavy car, but from behind the wheel you would never know it. The mark of a great handling large car is that it never feels large-the LS shrinks around you. On a Spring drive up to gorgeous Kent Falls, Connecticut, I was easily keeping up with an Audi S4 on the scenic, curvy roads of Route 7. He was pushing it, as was I, and I can imagine it must have shocked him how well I kept up, as my passengers were as cool as cucumbers. That said, I wouldn’t challenge the S4 to a lap at Laguna Seca, but it speaks volumes of the work of fine-tuning the LS’ handling that it never even broke a sweat with a spirited drive in the country with a pure-bred sport sedan.

While the Lexus LS was once a one-flavor for all car, several variations now exist. Rear or all-wheel drive, standard or long wheelbase, hybrid, and the more aggressively tuned F-Sport. Our test car was a standard wheelbase LS460 with all-wheel drive. As you could expect, the list of standard features is generous, including HID bi-xenon headlights, LED exterior and interior lighting, Safety Connect (similar to GM’s OnStar services), Navigation, a huge 12.3″ hi-res display screen, Lexus Enform to hook up with your smartphone apps, intuitive park assist, moonroof, leather seats, wood and aluminum trim, and premium audio, for a base price of $74,935USD. To that, our test car added Blind Spot Monitoring with Rear Cross traffic Alert, the Comfort Package (ventilated front seats, power rear sunshade, heated rear seats, power trunk), 19″ alloys, Semi-Analine leather interior with Alcantara headliner, and a Mark Levinson 19 speaker audio system for a total of $82,010, including destination charges. Inexpensive? Hardly.

But remember-the bogey was always the Mercedes-Benz S-Class. It was in 1990, it is in 2013. Don’t believe me that Lexus is still trying to beat Mercedes at their own game? Consider this. If you demand a V-8 powered S-Class with all-wheel drive, 19″ wheels, and the top-spec audio system-in other words, equipped just as our LS460 was-it will cost you a whopping $25,000 more. That’s something to consider. For the Lexus LS, the quality and luxury were always there. With the 2013 Lexus LS460, the persona and swagger this car has been begging for has finally arrived. And for the price Lexus is charging, Audi, BMW and Mercedes should take notice. The automotive media may have dismissed the Lexus LS, but you heard it from The Garage this is the ultimate evolution of Japan’s premier luxury sedan.

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Sure, we’ve all seen them-the cheesy tv commercials the local car dealership puts on your local tv station. Gimmicks, cheap suits you wouldn’t wish your worst enemy to be buried in, godawful production values and ad copy written by an eighth grader fronted by car salesmen whose acting is so wooden they would not stand a chance of landing a role even the smallest town’s local theater group. You either cringe, or laugh out loud at just truly awful it is. It’s one thing when the ad is by your local Honda, Chevy or Toyota dealer. The cars speak for themselves, and in many cases, sell themselves based on reputation alone. The buyer can laugh off those horrible commercials.

That’s fine when you are one of the best selling brands out there, but what if you are a brand trying to establish a new identity? A brand trying to come off as a premium one at that? That changes things. As automotive journalists, myself and Founding Editor Gary Grant have seen firsthand just how hard car companies try to foster a certain image to their prospective buyers. The work they do is exhaustive, I assure you. You, the car buyer, or casual enthusiast, many not see it, but major car manufacturers today have entire departments focused solely on social media, public perception, and are constantly trying to find new ways to reach out to new car buyers.

Take, for example, Buick. After GM’s restructuring, Buick stands alone as the gap between Chevy and Cadilliac, but was saddled with an aging buyer demographic and somewhat stale cars. Not the sort of thing that gets your adrenaline pumping. Buick’s current line, with the LaCrosse, Regal, and Verano are all fine cars seeking a new, younger, yet affluent audience. The cars are good, but Buick has a long way to go of changing the mindset of car buyers under the age of 60 to want their car.

Buick fully understands the image problem. A couple of weeks ago, I was invited to attend a special event in Boston, the hippest, most vibrant city in all of my native New England. In an effort to tap into Boston’s young, affluent car buying market, the idea was to combine the allure of fine cuisine with the opportunity to see, touch, and sample the latest and greatest Buick has to offer. Not an inexpensive undertaking, but fine food is a clever way of attracting the desired crowd. And hey, even if they do not actually buy a Buick, the casual Bostonian foodee is surely going to tell his/her friends and family that the new Buicks are actually pretty cool cars.

So, you see, Buick is trying their hardest with updating their image, with quality cars to back it up. But…those dealer ads. I won’t name them, but the local Buick dealer is airing a promotion called ‘A Buick for a Buck.” That is, a one dollar down payment for your brand new Buick. The advertisements are relentless, but the tagline on each commercial is the dealer ‘just wants to get you a loan.’ It brings the car down to the lowest common denominator. That it isn’t even about the car anymore.

And therein lies the problem. Buick is trying their hardest to build good cars, and rebuild their image with the aim to appeal to a broader audience-namely, a more affluent audience. But the local Buick dealer is the face of your company, and their message to the car buying public in your area is we will get you a loan as long as you have a pulse. In thirty seconds, the millions of dollars Buick has invested in their cars, and their marketing efforts have instantly evaporated. Buick wants to be an aspirational brand, but with tv commercials like these, they cannot. Buick, as a company, has set its sights on Lexus, but with ads like these, it literally leads a path to Lexus’ door, since they never put junk like this on the air.

Buick, you’ve done the hard work of building a good car. You know you need to reach out the the buyer you want, and you are. But the dealer is where the money changes hands. Sure, I could have gone to Boston, enjoyed the beautiful city and fine food as a backdrop to your cars and come away impressed. But my local Buick dealer keeps telling me if my credit is awful, or if I have one dollar, I can have a new Buick. And to the dealer, don’t tell me you can just get me a loan, tell me you can sell me an awesome car.

It seems like ages ago, but in the not too distant past, Nissan had virtually no presence in the mainstream family sedan market. Stuck between the strong selling Sentra and high-end Maxima was the forgettable Nissan Stanza, a car that failed to resonate with buyers. Meanwhile, the Honda Accord and Toyota Camry had already established themselves as the cars to beat. Twenty years ago, Nissan had enough, and introduced the Altima, a legitimate player with a lot to prove. How the times have changed. 2013 marks the introduction of a new, fifth generation Altima, which is currently Nissan’s best-selling car, and one of the best selling cars in the USA.

Taking a look at the Altima’s sheetmetal, it’s clear Nissan went conservative with the redesign. Yes, it’s curvy, even elegant at some angles, and with ample chrome trim it is apparent a more upscale look was desired. The Altima is pleasant to look at, and offends no one. And that works for the huge audience the Altima appeals to. The tradeoff is a completely forgettable car. It’s sort of like listening to Micheal Buble. Yes, he has a fantastic voice, sings the American Standards as good as anyone, and I enjoy his music while I’m listening to it. But if I’m not exposed to his music, I’m not thinking about it. I’m not replaying his songs in my head, or dying to hear his song again. So it is with the Altima. Nice enough to look at, classy enough to show your neighbors, but leaves absolutely no lasting impression at all.

The Garage reviewed the fourth generation Altima in 2010, and we had no qualms about the interior. The new design inside is warmer, more inviting, and more thoughtful than the old car, which is good considering you’ll be spending the bulk of your time inside than out. It’s clear Nissan spent a lot of energy designing a thoughtful, easy to live with, and easy to use cabin. Even our feature laden test car’s controls were simple and intuitive. Comfortable and roomy, the Altima strikes all the right notes. While some critics have moaned about rear seat room, the reality is the Altima has all the room the average family could possibly need. In sum, the Altima’s interior is just right for a trip to the grocery store or a long distance drive.

In the engine room, the Altima offers updated versions of its previous engines. The base engine is a 2.5L four, rated at 182hp. Although some of the Altima’s competition has abandoned the option of a V-6, the Accord and Camry continue to offer one, and so does the Altima. Here, a 3.5L V-6 makes 270hp. Both engines are paired to an updated CVT (Continuously Variable Transmission). No manual is offered. While our last time  out with an Altima had the powerful V-6, this time around we had the four cylinder, which makes sense-it is estimated 90% of all Altimas sold have the four. Which I am pleased to say is quite a refined engine, and for this car, and the typical Altima buyer, is all they really need. However, the Altima has a few feathers in its cap worth mentioning when equipped with the four. Nissan claims 0-60mph in 7.1 seconds, which is plenty quick for a four cylinder in this size. But, when you take in consideration the car’s EPA ratings of 27/38 MPG city/highway, the results are impressive. That sprint to 60 was once the territory of Porsche 944′s and Mazda RX-7′s. Now it’s a family sedan that can sip 38 MPG on the highway.

Yes, it is Nissan’s XTronic CVT that helps make it all happen. And the numbers look great, but mash the pedal to the carpet, and the buzz-killing engine drone sucks all the fun out of the equation. Again, another reality check is needed here. Most Altima owners are not going to floor it. They will drive gently through town, merge seamlessly into highway traffic, and likely never push the engine hard enough to even notice the ‘motorboat’ effect that is the curse of the CVT. And I would be fine with that, but the trouble is, the Altima’s handling is absolutely superb. Steering, brakes, chassis, the whole package is, well, exemplary for this class of car. Put a six-speed manual in this car and the Altima becomes quite the package for the family man with a knack for driving fun. Sadly, the vast majority of Altima owners will never appreciate just how well this car can handle.

The Altima is available as a sedan or coupe, but the coupe is a continuation of the fourth generation car. The four cylinder sedan is offered in Base, S, SV, or SL trim. Our car was the 2.5 SV, the most popular Altima. With a base price of $24,100USD, standard equipment is generous. All 2.5 Altima SV’s come standard with 17″ alloys, power driver’s seat, SiriusXM satellite radio, Bluetooth, RearView monitor, dual zone auto climate control, iPod integration, push button start and chrome exhaust tips. Our test car added the Convenience Package (moonroof, auto dimming rearview mirror with HomeLink, fog lights, and LED turn indicators), floor mats, and navigation. All in, our Altima totaled $27,005, including destination. Overall, a competitive price for a car with sought after features, but nothing that is remarkable.

With the fifth generation Altima, you get a clear sense of what Nissan wanted. To their exterior/interior designers, the message must have been “Listen, we have a good thing going here, let’s not take any risks and screw this up.” And that leaves us with a pretty vanilla car, judging by appearance only. Yet, to the engineers, a different message: “The last Altima was good. Make it better.” The beauty of the Altima lies within it. The engineers were let loose to make the impossible possible. An extremely efficient car that can seat five, sprint from 0-60mph in just a click over seven seconds, and deliver 38MPG. All in supreme comfort with all the amenities of a modern luxury car. The magic of the Altima is not what you see, but what you feel.

There is a glimmer of hope for us enthusiasts. Nissan has prepared an Altima for the Australian V8 Supercar race series. The chassis is so well sorted it deserves to be raced. Surely, an Altima SR could be in the works. For that matter, a NISMO Altima? Take the V-6 with a hot cam and a reprogrammed ECU with a manual, and Nissan has a bargain-priced Audi S4. NISMO, Nissan, are you listening?

Most any Italian car fan in North America had to be excited about the return of Fiat to these shores, and here at The Garage we could hardly contain our excitement. The Fiat 500 adds Italian style and flair in our subcompact car market that’s been missing for some time. However, the car’s tiny footprint meant limited interior and cargo space. With the Fiat 500L, those concerns are addressed while still maintaining the spirit off the 500. This is a formula that has worked for decades with Fiat, and with the added versatility of an extra two doors and added space, Fiat should certainly be in a position to broaden their appeal here in North America.

The 2014 Fiat 500L will go on sale in the US in June, 2013, with a starting price of $19,100USD. All 500L’s share the same drivetrain, a 1.4L four cylinder turbo rated at 160hp. Buyers can choose from a six-speed manual or six-speed dual clutch transmission. All 500Ls are front-wheel drive only; all-wheel drive is not an option at this time. The 500L is offered in four trim levels, detailed below. Prices do not include $800 destination charges.

Fiat 500L Pop: $19,100

The entry level 500L Pop offers standard equipment we’ve come to expect from most cars, namely air conditioning, power windows and locks, and cruise control. Add to that list a six speaker stereo, trip computer, Bluetooth, and a 5″ touchscreen with UConnect.

Fiat 500L Easy: $20,195

Adds 16″ alloy wheels, deep-tint rear glass, leather steering wheel and shift knob, body color mirror caps, center console with armrest and premium audio. With a buyer-friendly price and equipment most buyers desire, I expect the 500L Easy to account for the majority of sales.

Fiat 500L Trekking: $21,195

The 500L Trekking (pictured below) doesn’t provide any additional creature comforts over the 500L Easy, as the changes here are mostly cosmetic. Featuring 17″ alloys, foglights, two-piece front and rear fascias and a lot of grey trim, the 500L Trekking ‘s mission seems to hope to appeal to outdoorsy, active lifestyle types, even if it doesn’t offer any additional utility from any other 500L.

Fiat 500L Lounge: $24,195

The 500L Lounge (pictured at top) picks up where the Easy left off, adding upscale touches like chrome trim, leather seats, heated power front seats, automatic dual-zone climate control, and an auto dimming rear view mirror. Step up to the Lounge though, and the six-speed manual is not available.

But wait, there’s more. In an interesting marketing/sales twist, Fiat is offering all 500Ls in Easy, Trekking and Lounge trims with the $1,700 Premier Package at no charge for the first year of production. Included are a larger 6.5″ touchscreen, ParkSense rear parking assist, back-up camera, and navigation. Stay tuned to The Garage for a review of the 500L as soon as one becomes available to us!

The life of a car guy isn’t always easy or as satisfying as one might think. Most of you know what I mean. You spend your free time reading, thinking about cars, taking care of your own car-just Something associated with cars. And if you keep this up long enough, your family, neighbors, and co-workers are bound to catch on to your curious affliction. You know what happens next-they are going to ask your opinion of what car they should buy. And in North America, every year hundreds of thousands of car guys are asked that same question, yet almost no one ever follows our advice. While I do not have concrete proof to back this up, something tells me that if these people were taking the advice of car guys, the Mazda6 would surely be selling in greater numbers than they do.

So, what’s going on here? Your neighbor Joe leans over the fence, and tells you he’s looking for a nice, mid-size family car, and what do you recommend?. You pause for a moment, think, and respond, as a car guy, recommend the Mazda6. And you roll off what you’ve read in the car magazines, that it is engaging, fun to drive, offers crisp handling and steering. Meanwhile, Joe’s eyes are glazing over, and he doesn’t hear a word you’re saying, because in reality Joe already made up his mind. He’s buying a Toyota Camry, he just wanted approval from the neighborhood car guy. Joe may as well have asked where he should go for Italian for dinner. You tell him about the small Italian restaurant downtown, where the chef makes the pasta fresh everyday, buys farm fresh produce, and then he goes to eat at Olive Garden.

Such has been the maddening problem with the Mazda6, held as one of the most respected mid-size cars available from the auto enthusiast community, yet one that is constantly overlooked by the general buying public. And Mazda has been struggling to find the right answer. While past 6′s have been praised for their handling and fun to drive capabilities, some critics blamed the 6 as being a size too small to go toe to toe with the Accord and Camry. In its 2009 redesign, the last generation 6 grew up in size, yet the sales figures just were not there. I even heard from a Mazda rep that sales of the last 6 never met what the company thought they could sell.

With the all-new Mazda6, you get the feeling Mazda took a step back and figured they couldn’t beat Honda and Toyota by imitation. Instead, they have gone the opposite direction-build on the virtues of the 6 and upon its reputation, and see what that brings. Mazda’s smaller role in the mid-size car business actually works to its benefit, in that style-wise, Mazda can take far more risks without the fear of offending long-time customers. And let’s face it, if Mazda buyers expect a fun to drive car, it should be exciting to look at as well. Even on our base model test car finished in a somber Meteor Gray, there is no way you can miss the deep-dish front spoiler, pronounced grill opening flanked with aggressive-looking headlights that taper back to flowing fender lines for a much softer, elegant look than the front end suggests. Taken as such, the Mazda6 may sound like a disjointed design, but in person, it all blends very well. Style is subjective, but in my opinion, the Mazda6 sits at the top of its class, alongside the Kia Optima and Ford Fusion.

Step inside the Mazda6 and its position as the driver’s car of mid-size sedans is confirmed. Slip into the bucket seat and it is immediately clear that Mazda understands that a driver’s car is all about creating an environment that is driver-centric. It sounds simple enough, but in some mid-size sedans you get the sense the driver is just a passenger with the seat with the steering wheel in front of him. Not here. All controls are clear, easy to use, and within short reach. The meaty, just-right sized steering is a pleasure to hold, and would be at home in any German sport sedan. The same can be said of the beautifully executed gauge cluster. Our base Mazda6 may have been low on frills, but provided a distraction-free driving environment. No, there are not four dozen cupholders, or stowage space for six smartphones, tablets and game consoles, but this isn’t a minivan. That said, the Mazda has a roomy cabin with plenty of room for the family.

Presently, the only engine available in the Mazda6 is a new 2.5L four cylinder, rated at 184hp. Our base model test car featured a delightful six-speed manual. A six-speed automatic is an option, but in higher trim levels the automatic is your only choice. Interestingly, in Canada the manual is available on all trim levels. The 6 has always been known as a car with decent pep, and the new car is no different. However, when it came to gas mileage, the 6 always fell short of the competition-a major no-no when fuel consumption ranks fairly high on most shopper’s list of priorities. Mazda has finally addressed the issue with its SkyActiv technology, and the proof is in the numbers. EPA fuel economy estimates are 25/37 MPG city and highway, respectively, which is an impressive figure. While the powerful but thirsty V-6 is no longer on the menu, Mazda plans to add a 2.2L turbo diesel to North America. Until now, Volkswagen has been the sole provider of diesel powered family cars here, and the addition of a diesel Mazda6 should be interesting.

In North America the Mazda6 is available only as a four door sedan, while foreign markets continue to offer the 6 as a wagon. Trim levels in the US start with the base Sport, Touring, and top-spec Grand Touring. Standard equipment on our Mazda6 Sport included 17″ alloys, dual exhaust, LED taillights, six-speaker audio with USB port, and remote keyless entry. In other words, a pretty basic car, but very attractively priced at $21,675USD, including delivery. Of course, features most purveyors of family cars desire like satellite radio, navigation, and other luxury goods are available on higher trim levels. Yet I took delight in the simplicity of our Mazda6, and marveled that such a well-composed, enjoyable car with this much usable space could be had at this price. Short on content, maybe, but at no time did I ever feel I was driving a cheap car. The high standard of quality and driving pleasure make the Mazda6 Sport an outrageous bargain.

And to all the car guys out there, I sympathize. You passionately tell your neighbor Joe this is the family sedan he wants, for all the reasons  we’ve just shared. And without fail, he shows up the next day, proud of his new Toyota Camry. You politely decline his offer of dinner at Olive Garden, instead opting for the small Italian restaurant in town. And you take the long way home. The reality of the mid-size car war is the Accord/Camry/Altima is they constantly try to appeal to as many people as possible, yet live in terminal fear of offending anyone. The result are near perfect cars that offer practically nothing in terms of personality, or character, the very thing that draws us to cars. The new Mazda6 is a success because Mazda realized they weren’t going to build a Camry killer, but more importantly, is that they didn’t want to.

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I’ve been so busy over at Wheels.ca that I didn’t get around to posting this here. Of course I actually loaded the pics, I just didn’t get around to adding any words.

So, a couple of weeks ago, the NASCAR Camping World Truck Series folks and a gaggle of media types invaded the brand spanking new events centre at Canadian Tire Motorsport Park. Fresh off his boot to the nuts incident, Nelson Piquet Jr. was on hand as an “impartial” test driver to lay down some baselines for the teams when they arrive on Labour Day weekend.

Jeb Burton, James Buescher and Miguel Paludo came along for the visit also, just to see what all of the fuss was about. It is safe to say that everyone was suitably impressed by the incredible new facility.

The big news of the day was that General Motors of Canada is supporting the truck race as the title sponsor. You learned it here last, the first ever road course race for the NASCAR trucks will be called the Chevrolet Silverado 250. Rather fitting really, considering the company’s proximity to the legendary track and Ron Fellows long involvement with the Chevy brand.

Just to give you a taste of what the trucks will sound like, I shot some video footage from corner 5.

Car journalists are an odd bunch. As a group, we tend to get excited about cars that, to be honest, have a very limited appeal to mainstream car buyers. I confess, I get weak in the knees when I think about the 556hp V-8 powered Cadillac CTS-V station wagon paired with a six-speed manual transmission with sinister black painted alloys hiding bright yellow Brembo brake calipers. As awesome such a car like that may be, I imagine there are few takers. At the opposite end of the spectrum lies the Honda Accord, a pillar of the mid-size car community, and a perennial top-selling car in North America. While it may not stoke the fire of lust that lies within every car nut, the reality is the Honda Accord, by virtue of its long history, tenure, and respect by the people who lay down their hard earned cash, is one of the most important cars built today. And when a new Accord appears, it is a big deal.

With the Accord now entering its ninth generation though, there have been clouds surrounding the seemingly unstoppable juggernaut that was Honda. For a company that built its reputation on ingenious engineering, it seemed like the fire had gone out. Fun cars like the Prelude, Del Sol and the frantic S2000 vanished. The Honda faithful held out hope the hybrid CRZ would be a modern reincarnation of the well-loved CRX. It wasn’t. The Insight, Honda’s answer to the almighty Toyota Prius has been a sales disaster. The ungainly looking Accord Crosstour left critics scratching their heads. So yes, the automotive media was already wondering about Honda, and then came the 2012 Civic. Boring to look at, boring to drive, and a completely uninspired cabin added up to a car that made the press go mad, with the ultimate crushing blow of Consumer Reports no longer recommending the Civic. The unthinkable had happened.

So, what to expect of the latest Accord? The good news is the Accord is actually a couple inches shorter of the last generation, which had grown in size to the large Acura Legend sedans of the 1990′s. No polarizing looks to be seen here, as we are reminded the Accord is meant to appeal to the widest variety of car buyers possible. Overall it is a clean, tidy package, much better proportioned than the outgoing model. The aggressively styled headlight clusters and honeycomb lower grill opening at the front end of the Accord lends its most distinctive, sportiest look. Our test car was the Accord Sport, which adds handsome 18″ alloys, a rear spoiler and chrome dual exhaust were all nice touches, but only the most ardent Honda buff would be able to spot the difference.

Honda is well-known for user-friendly interiors, and the latest Accord maintains that tradition. Like Accords before it, this is a car with a simple, straight forward driver interface, a car you can simply get in, start up and drive away with nary taking a moment to survey the controls. Everything is where one would expect. Large, easy to read gauges and buttons mean you will likely never need to crack open the owner’s manual. Of course, fit and finish are exceptional. The quality of materials are about what you would expect for this class of car. While not uncomfortable, I always felt like I was sitting on the Accord’s seat rather than in it-the ideal driving position seemed to elude me no matter what I tried. Despite its slightly smaller footprint, the Accord still boasts a roomy cabin with a generous back seat, topped off with a good sized trunk.

Accord buyers have a choice of four and six cylinder engines, as before. The new Accord receives a new inline four cylinder engine displacing 2.4 liters, rated at 185hp. With a less-restrictive dual exhaust, our Accord Sport gets a slight power boost to 189hp. With generous power, the Accord is also frugal on gas, with an EPA rating of 26/35 MPG city/highway. A six-speed manual or a Continuously Variable Transmission are available. Most enthusiasts intensely dislike CVTs with their dreaded droning, motorboat behavior that sucks the joy of driving for the sake of one more mile per gallon. Honda engineers have, by some miracle, developed a CVT that makes you forget it is a CVT in most driving situations. While I commend Honda for this, I am struggling with my perception of Honda-an engineering, innovative car company. Yet a competent CVT and a direct injected engine are just coming out now? Honda once led the way, now they are just catching up to what the competition has had available for awhile now.

The good news is the new four cylinder is typical Honda-silky smooth. The dual exhaust on our Accord Sport makes some nice noises on start up, and with 0-60mph coming in the mid-seven second range, this is really all the engine most Accord buyers need. While some of the Accord’s competition has stopped offering six cylinder engines altogether, Honda still offers one in the form of a 3.5L V-6 rated at 278hp, with a six-speed automatic. With 0-60mph times in the low six second range, the Accord V-6 is one seriously quick family sedan. The Accord makes no pretensions about being a sport sedan, and it never has. That said, the latest Accord offers one of the crispest handling of mid-size family sedans out there today, but never at the expense of passenger comfort. It’s a fine balance, and Honda got it just right.

The 2013 Honda Accord is available in both sedan and coupe body styles. The familiar LX and EX trims are here, but Honda has added Sport and Touring trims as well. The Accord Sport is available only with the four cylinder engine, and is slotted between the LX and EX. In addition to the dual exhaust, 18″ alloys, and rear spoiler, a leather wrapped steering wheel, Bluetooth, Pandora radio interface, SMS text messaging functionality, dual auto climate control, power driver’s seat and rear view camera all come standard. Including delivery, our Accord Sport totaled $24,980USD. One gets the feeling Honda seeks a slightly younger audience with the Accord Sport, but for the price of entry, I feel like Honda missed the boat. The sound quality from the four-speaker stereo is poor. Scion targets young buyers, and they knew from the start a killer audio system is mandatory. Worse, satellite radio is not available. Nor is navigation. Or a sunroof. If you want these features in your Accord, you have to go less sporty. And while a power driver’s seat is nice if I share the car with multiple drivers, but my passenger and I would certainly appreciate heated seats instead, which are not available on the Accord Sport. In fact, no factory options are available on the Accord Sport.

If this review seems harsh, it was not meant to be. In truth, this is one of the best Accords we have seen in a long time, and shows us Honda has not lost the script. The competition for the Accord is the most intense it has ever been. The usual suspects like the Camry and Altima now square off against established cars like the Kia Optima, Hyundai Sonata, VW Passat and Ford Fusion. Yet beginning its ninth generation, this Accord holds true to the core values first seen when the very first Accord rolled off the line in 1976-well engineered, thoughtful design, reliable, dependable, economical, and a little more fun and rewarding to drive than the rest. Thirty seven years later, it is a great relief we can honestly say Honda still knows, and respects what made the Accord great then still holds true today.

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