2013 BMW X1 Video First Drive

When it finally lands on U.S. shores this winter, theBMW X1 will have maneuvered itself into a tight parking spot--wedged narrowly between the most feature-rich mass-market crossovers, and BMW'sown more practical, more expensive X3 ute.

The X1's been on sale for a few years around the world, but BMW waited to bring it here until our new X3--the current South Carolina-built one--went on sale, and until it found enough global production capacity to serve America.

Now with just enough space made for the X1 in the lineup, it's up to car buyers to decide if they've made enough brand space for the luxurycrossover--if it's the right step up from a smaller sedan, or maybe too much downsizing from a larger SUV.

                                                  

That's the question that's circled around the X1 since our first drive, a few hours spent with a four-cylinder all-wheel-drive model during this year's North American Car and Truck/Utility of the Year driving (where I serve on the 50-journalist jury). The X1 undoubtedly has the usual BMW virtues in its corner, with deft handling at the top of the list--but does it offer up enough utility to make it a better choice than something bigger and possibly cheaper?

The X1 blends more easily in with BMW's car lineup, even than its bigger crossovers--which veer hard out of the way of the usual butch SUV styling memes. Its height and ground clearance get disguised with glassy hatchback cues, and even the tall nose melts away into artfully elongated headlamps. Minus the slightly bulging wheel wells, the X1 almost could qualify as a 3-Series hatchback.

That's hardly a stretch, since some of the X1's running gear is derived from the previous generation of 3-Series vehicles. The 2.0-liter turbo four is BMW's latest, with direct injection and gutsy acceleration to 60 mph in about 6.3 seconds. It's coupled to an eight-speed automatic with paddle shift controls that defy other automakers' logic--that paddles don't belong in utility vehicles. Underneath, this X1 offers either rear-wheel or all-wheel drive, as an sDrive28i or an xDrive28i, with one key difference--electric or hydraulic power steering, respectively. We've only driven the latter, with optional variable-ratio Servotronic control, and find it hard to find fault. With independent suspension all around, the X1 has more body roll but completely carlike road manners. On 18-inch wheels and tires, it held its composure on truly terrible road surfaces, too.                                                                                                        There's another X1 available--a 300-hp, turbocharged 3.0-liter in-line six model with xDrive, with optional M Sport add-ons that bring variable-torque-split xDrive (also available on the four-cylinder). We haven't yet driven this version, so stay tuned. And we weren't able to drive the X1 off-road at all, save for some Michigan-style gravel and dirt side roads. We suspect that's the most any owner will encounter, too.

Performance is in line with BMW standards, but interior space is at the small end for any BMW product aside--Z4 aside, of course. In front there's fine leg and head room, but width cuts down on console space so much, a second cupholder has to hang off the console's side. The back seat is an abbreviated space, with only enough leg room for short trips toting four adults, though two kids in back find plenty of space. The rear seats do a better job at getting out of the way for cargo, reclining and folding nearly flat.

                                                         

The X1 hasn't been crash-tested yet--but while it gets the mandatory safety gear, it doesn't have standard Bluetooth or a rearview camera, features you'll find in most sub-$20,000 sedans. It does offer a standard USB port; power features; automatic climate control; and HD radio. The options list shows a panoramic glass roof; mobile-app connectivity; satellite radio; a cold-weather package; and Harmon Kardon audio.

We'll revisit the X1 once we set up seat time in the six-cylinder model. For now, we've given it some preliminary ratings and put down as much as we can in our usual long-form review. Watch the video here for a quick look--and for more, see our full review of the 2013 BMW X1.

2013 Chevrolet Camaro - Review

     

Likes

• Classic but contemporary looks
• 30-mpg highway for the base engine
• Balanced handling gets better with 1LE

Dislikes

• Visibility an issue even in convertibles
• There's not enough head room
• There's not enough rear-seat leg room

Now in its fourth year since its rebirth, the Chevrolet Camaro's finally fleshed out almost all of its potential. With a lineup of coupes and convertibles from base LS models to the king of smoky burnouts, the ZL1, there's a Camaro of almost any stripe for anyone who will never, ever, don't even think about it, drive one of thoseFord pony cars. Not even if you paid them.

This year's lineup includes the LS, LT, SS (and 1LE), and ZL1 Camaro. They share some common cheekbones: that rock-'em, sock-'em styling that's beyond polarizing. If it's what an eighth-grader would draw if they could draw the next Camaro, so be it: it's outrageous in every inch of its sheetmetal, from the too-low roofline to the squared-off haunches. The cockpit's less so, but gets better as you spend more, since SS and ZL1 Camaros can be trimmed up with suede and leather and brightly colored trim pieces.

       The stock Camaro is a V-6, with 323 horsepower and a choice of six-speed automatic and manual transmissions. It's the foundation for greatness, and in truth, it doesn't fare too badly as a sports car. It's quick enough to 60 mph to earn the name, and the combination of rear-wheel drive, electric power steering, and an independent suspension yield a comfortable ride and reasonably nimble responses. An EPA rating of 30 mpg highway might actually overshadow this version's performance credentials.

Still, it's the V-8-powered Camaros that draw almost everyone into the whole notion of the Camaro. The 6.2-liter V-8's lyrical engine note is a hypnotic for men of a huge range of ages. We're looped by it too--and by the gripping 60-mph runs of 5 seconds or less. There's ample room for improvement over the base SS and its tendency to understeer (it's the huge 20-inch staggered tires and front-end weight bias)--and the cure's found in the new 1LE package that rights out the tires to equal sizes, tightens up the steering and manual gear ratios, and lets loose some easy, controllable oversteer much sooner in the Camaro's cornering calculus.

There's another development, way up on the price and performance ladder--the ZL1 coupe and convertible. They're strapped to a supercharged, 580-hp version of the same engine, with either transmission, and fitted with the magnetic shocks found in the Corvette and some Cadillacs. Zero to 60 mph times drop to 3.9 seconds, while top speed floats to a supercar-style 184 mph. It's almost beyond the reach of the Camaro nameplate, overlapping the stock 'Vette by a good margin except in price--still about $60,000.

No matter which Camaro you choose, the pitfalls are common. The low, sleek roofline means a shortage of headroom for taller drivers, and the high beltline makes it hard to see out of the car for shorter ones. The back seat is suitable only for children, and the trunk, despite the car's overall size, is diminutive

     .Safety and convenience features abound, and the NHTSA rates the Camaro coupe at five stars overall. Features are also ample, with OnStar standard and navigation newly available; Bluetooth, USB, and iPod connectivity are offered as options or as standard gear, and a head-up display mimics the one found in the Corvette. Convertibles get power-folding soft tops with glass windows, and standard rearview cameras. The ZL1 bundles it all together in instantly collectible form--but even SS Camaros, especially 1LEs, show the same potential to entertain auctioneers long after they've thrilled their original drivers.                   

2012 Coda Sedan - Review

Likes

• Straightforward, simple sedan
• Anonymous design draws no attention
• Delivers close to 100-mile range

Dislikes

• Marginal build quality
• Styling bland at best
• Many annoying detail flaws

Among startup electric-car makers, Coda is probably the least-well known. Its 2012 Coda Sedan is now on the market, in California only, and it offers a blend of virtues and drawbacks for the dedicated plug-in car buyer.

The Coda Sedan is an all-electric four-door sedan that blends a Chinese-manufactured body with a lithium-ion battery pack and electric drivetrain installed in the United States. The battery contains 31 kilowatt-hours of usable energy--more than all competitors (except the much pricier Tesla Model S range)--and gives slightly more range. The EPA rates the Coda at 88 miles of range, though our road test suggests it may deliver close to 100 miles of mixed-use real-world range in temperate climates.

The body styling is somewhere between plain and invisible, neither objectionable nor ugly. The car simply vanishes in traffic, not necessarily a bad thing. The trunk is large, the car holds four adults comfortably in a compact four-door sedan body, and it's easy to place in traffic due to its slab sides, square corners, and large greenhouse.

Inside, the Coda Sedan looks good on the surface, but proves to be full of odd details and outright flaws behind the wheel. The seats are comfortable, and the car is pleasant enough to drive. It's the little things that prove irritating, leading to the impression that Coda has released the beta version of a car to the paying public.

Just a few examples include a door armrest inches lower than the console elbow rest, blue odometer numbers that turn invisible in sunglasses, flimsy door handles, an interior mirror that traps your fingers against the sunglasses holder in the roof while adjusting it, and pale grey plastic already discolored after a day of having blue jeans rub against it.

                               

The performance delivered by the Coda's 100-kilowatt (134-hp) electric motor is adequate to keep up with traffic. The car handles rush-hour stop-and-go traffic, high-speed freeway mileage, and twisting mountain roads with composure if not enthusiasm. Like many electric cars, it's smooth and quiet enough that it appears to be traveling more slowly than the speedometer proves.

Build quality is a major concern in the Coda, with evidence of its small-company roots visible in several places. We noticed some loose wiring under the hood, hand-applied black electricians' tape wrapping wires, and misaligned trim and door seals.

The Coda Sedan hasn't been crash-tested by either the NHTSA or the IIHS, and it includes little added safety equipment beyond the legal requirement. It comes with six airbags (front and side bags for the front seats, plus one side-curtain bag on either side for outboard passengers), plus anti-lock brakes, electronic stability control,and a tire-pressure monitoring system (all now mandatory equipment). Niceties found in other compacts--like adaptive cruise control, reversing cameras, and other advanced safety systems--are not available.

The no-bargaining base price of a 2012 Coda Sedan electric car is $37,250, plus a mandatory $895 delivery fee, for a bottom line of $38,145. It qualifies for a $7,500 Federal income-tax credit, a $2,500 California purchase rebate, and various other incentives.

2013 Ferrari California - Review

While it's certainly not the most drop-dead gorgeous design Ferrari has ever built, the California is unique in the lineup, and it's perhaps the most practical car in the Ferrari fleet--short of the much more expensive FF, of course. 

In terms of styling, the California is actually the oldest of the company's current offerings. That means it doesn't share in the same up-swept, narrow headlights, or the wide, full-front air dam/grille seen on the 458 Italia, FF, and F12berlinetta. But the 2013 Ferrari California bears its own styling traits well--swoopy lines suggest classic roadster proportions, while modern touches like sculpted side and door panels, multi-LED lighting, and the slick folding hardtop roof put firmly in the current era. 

Inside, the California offers a handful of standout details, including an offset F1 badge in the dash and a graceful aluminum arch spanning the center console, and swathes of fine leather wrap the cabin and its firm but comfortable front seats. The overall look and feel is of quality, carefully selected materials and well-constructed parts--historically, not a typical Ferrari trait. There's even a fair bit of space in the trunk and in the cabin for a weekend's odds and ends, or even, in 2+2 form, a pair of children. 

Under the hood, however, lies the beating heart of a true Ferrari: a V-8 engine rated at 490 horsepower and 373 pound-feet of torque, a 30-horsepower and 26 pound-foot rise for 2013. With a curb weight of 3,825 pounds (66 pounds lighter than before, explaining the "30" appended to the California's name this year), the 2013 California gets to 60 mph in 3.8 seconds, with a top speed of 193 mph.

As for handling, the last time we drove one, we noted the California's willingness to run up to about 9/10ths--but no more. Braking is great, power delivery is effortless, and the suspension is well-managed--but it's not a track-ready setup, and it's not shy about it, because it's not intended to be. A new Handling Speciale package can help minimize body roll further and sharpen up its reflexes for those that want to live closer to the edge.

As for features, Ferrari's various personalization programs let you equip any of its cars, including the California, with just about anything you could imagine--budget providing. Standard gear includes a navigation system, USB connectivity, and, yes, even cupholders. New for 2013 is a collection of triple-layer colors, in addition to the almost 5,000 combinations of exterior and interior finish previously available. 

The folding hardtop (which opens or closes in just 15 seconds) is complemented by pop-up rollover protection for greater safety, and a rear backup camera is available.

2013 Honda CR-V - Review

Honda takes pragmatism to an extreme with the CR-V, and provided you know that's what you're getting you'll be very satisfied. Somewhere smaller than the Pilot SUV and Odyssey minivan yet packing a lot more utility and space than the Civic--or even the Accord--the 2013 Honda CR-V is the zenith of compact-crossover space efficiency and versatility, and it's one of the safest vehicles on the market. If you're cross-shopping this kind of vehicle for family use, it's likely that it will meet your requirements in just about every way--except performance, perhaps.

Cutting right to the chase, and to what families want and need: The 2013 CR-V has what we think is the best rear seat-folding arrangement of any vehicle in this class; and that's combined with impressive back-seat comfort and good ride comfort in general. Open one of the back doors, and with one arm and a simple pull of a strap, in a very fluid motion the lower cushion tumbles forward into the footwell, the headrest angles forward, and the rear seatback flips forward, all tucking nearly behind the front seat, to a completely flat position. Cargo loading is also a snap, as the liftover height is only 23.6 inches. And up front, there's a minivan-like selection of cupholders, cubbies, and cargo trays.

The other high point for the CR-V is safety. In National Highway Traffic Safety Administration (NHTSA), the CR-V has earned five-star results overall, as well as in frontal and side impact testing. It's also earned top 'good' scores in all tests from the Insurance Institute for Highway Safety (IIHS) and is a Top Safety Pick. A Multi-Angle Rearview Camera is available and offers three different views (wide, normal, and top) to help you see obstacles (or children).

That's the good. The bad depends on what kind of discerning (or demanding) shopper you are, because in both exterior styling and performance, the CR-V is fine for a family vehicle, but lacking pizazz for those with upmarket tastes or any kind of performance sense. Its exterior last year evolved only slightly, with the front and rear styling spruced up a bit and the front end made more noticeably carlike. Meanwhile, Honda dropped the cargo floor a few inches, as well as the seating, which opened up more space, but the net effect of this inside-out design move is that it can appear a little homely from the outside compared to stylish, rakish (and space-compromised) entries like the Ford Escape or Kia Sportage. Inside, the simplified, streamlined serves it well, with climate controls just below audio controls, and a small, five-inch ‘i-MID’ trip-computer and audio screen just above it all.

Performance is the other down side compared to other vehicles in this class. The CR-V doesn't steer or handle with much verve; has a five-speed automatic at a time when most rivals have six-speeds; and Honda has skipped direct injection here. That said, what you get is smooth and even, just not all that quick. Part of the blame is that Honda opted for taller gear ratios for better fuel economy: EPA fuel economy ratings land at 23 mpg city, 31 highway with front-wheel drive, or 22/30 with four-wheel drive—making it the highest-mileage all-wheel- or four-wheel-drive vehicle in this class. Just as in some of Honda's other models, there's a big green 'econ' button on the dash, to engage more frugal parameters for the powertrain and A/C.

The CR-V isn't the trail vehicle that some of the hardier crossovers like a Subaru Forester or Jeep Patriot are, but its available Real Time all-wheel drive is a good tool set for snow-covered roads, or even mud.

For 2013, the Honda CR-V keeps pace with the market in terms of connectivity, and it includes a well-rounded feature set; the only caution, for those who like to add some extras like a navigation system or satellite radio, is that to get them you may have to move all the way up to the much more expensive EX-L model. There, you do get a few upgraded interior trims, plus leather upholstery, a ten-way driver’s seat, heated front seats, automatic climate control, heated mirrors, and a higher-power (328-watt) audio system with subwoofer.

2013 Ford C-Max - Review

The 2013 Ford C-Max Hybrid represents the first straight-up competitor to the legendary Toyota Prius hybrid, and it's home-grown and assembled in Michigan. This is Ford's first dedicated hybrid, meaning there's no gasoline-only version of the C-Max sold in the U.S. In exterior size and internal capacity, the tall, compact five-door hatchback neatly splits the difference between the standard Prius Liftback and the new-for-2012 Prius V wagon.

The C-Max Hybrid model will be followed in a few months by the C-Max Energi, the first-ever plug-in hybrid Ford has offered. It will face off against the Prius Plug-In Hybrid, though it promises a longer all-electric range. But we haven't yet driven that car, and this review deals solely with the hybrid model--which will be the volume seller in the C-Max range.

The exterior styling of the C-Max starts with the large trapezoidal grille of the Ford Focus Electric, and then adds the accent lines and window angles of Ford's "kinetic design" to what is really a small minivan, or perhaps a tall and upright five-door hatchback. Inside, however, the C-Max has a rich and stylish dashboard and a number of high-end options that make the comfortable interior a luxurious place to spend time.

Ford's hybrid C-Max is rated at 47 mpg on the EPA combined test cycle, just marginally worse than the 50-mpg Prius Liftback but better than the Prius V's 42 mpg combined. On the road, its 2.0-liter four-cylinder engine and electric motor deliver 54 hp more than the Toyota Prius powertrain. In practice, that means that the C-Max is far less stressed and desperate-sounding under hard acceleration; its engine is more turbine-like than the desperate howl of the Prius. Its handling, regretably, is far from the agile and lithe feel of the Focus compact it's based on--the heavy C-Max tends toward the ponderous on the road.

Our test C-Max was well built and offered more interior space than the Prius Liftback, plus a bevy of practical features that will make it a useful vehicle for carrying around families of four of five and their gear. Ford expects the hybrid C-Max to achieve top safety ratings, though it has not yet been crash-tested by either the NHTSA or the IIHS.

At $25,995 including delivery, Ford has kept the base price of the C-Max Hybrid below that of the Prius V wagon (starting at $27,345 with delivery), though the hybrid C-Max costs about $1,200 more than the base Prius Liftback model. While the standard Prius will continue to reign as the most fuel-efficient (non-plug-in) car sold in the U.S., the added cargo capacity, people space, and fuel economy of the C-Max--and its more relaxed operation under heavy loads--may prove formidable competition for the Prius V wagon.

One drawback to the C-Max is the lack of all-wheel drive. The C-Max Hybrid effectively replaces the discontinued Ford Escape Hybrid crossover utility vehicle, but fully half of all Escape Hybrids were sold with a mechanical all-wheel drive system--pretty much mandatory in the Northeast and snowy or mountainous states. The C-Max is front-wheel-drive only, and Ford has no plans to offer an all-wheel-drive model. That's a major missing item, in our view.

While the Prius pioneered the high-efficiency segment Toyota has dominated for 12 years, at last there's a credible competitor that in some ways is a better car than the fabled Prius. The biggest challenge Ford faces, in fact, may be simply convincing those crucial California Prius buyers to consider the C-Max in the first place.

Toyota Camry Vs. Honda Accord: Compare Cars

Back in the 1980s, Toyota and Honda hit their stride in the U.S. with the Camry and Accord, two models that have come to epitomize the American mid-size sedan. Since then, both models have been thoughtfully evolved to keep pace with what families need in a frugal family sedan, and while they've never been all that stylish, they've always been smart and sensible—as well as among the top sellers on the market.

Style and performance definitely take second stage for most of the budget-oriented family shoppers who consider the Accord and Camry. They're more concerned with whether there's enough interior space and comfort in a sedan, whether it's safe, and what kind of features you get for the money.

Both the Camry and Accord offer a comparable package—and they're about the same size, overall—but the Accord emerges as the winner from a space and comfort standpoint. The rather flat, unsupportive front seats that are included in most of the Camry models (except SE models) are inferior to the front seats in the new 2013 Accord, as they have improved back support and better bolstering. We think most shoppers will also prefer the trim and materials in mainstream Accord EX models to that in the comparable Camry LE, as it's just a little more upscale in look and feel. In back, both of these models have rooflines that don't tuck dramatically downward, like some models in this class, so they're among the better choices for carrying adults in the back seat. With its rather low beltline and a little more side glass, the Accord offers a slightly better view outward for those in back—possibly eliminating the need for Dramamine.

Toyota and Honda have paid more attention to refinement this time around and added extra noise insulation, but thanks to standard Active Noise Control and Active Sound Control on the Honda Accord—which especially help cancel out road noise—the Accord is the clear winner here, too. For ride quality, the Camry is the softer of the two in most of its trims, although the Accord's firmer calibration brings crisper handling response.

The Toyota Camry is one of the best safety picks in its class, including top crash-test ratings across both U.S. test agencies—with Top Safety Pick status from the IIHS and a five-star overall score from the federal government. At the time of writing, the U.S. agencies haven't yet released crash-test ratings for the 2013 Accord, but Honda already anticipates top ratings from both—including a 'good' rating in the new IIHS small overlap side test, which might make it one of the first mainstream sedans to achieve it. Both models offer some sophisticated advanced safety technology, including Forward Collision Warning, Lane Departure Warning, and Adaptive Cruise Control, as well as a cool new LaneWatch system that shows you an expanded view from the in-dash display when you click the turn signal lever. Toyota is offering a blind-spot monitoring system, as well as a rearview camera system. Our only complaint is that, with either of these models, not all these safety features are offered a la carte and you need to step up to pricier and more luxurious models in order to get them.

The market has evolved to expect connectivity features even in lower-priced vehicles, and both of these models cater to that expectation, with standard Bluetooth hands-free calling, Bluetooth audio streaming, and a USV port. But Honda has gone well beyond that, also including SMS text capability, Pandora audio streaming, dual-zone climate control, and an eight-inch i-MID display. Provided you're looking at one of the more affordable trims, we think Honda is the winner here, too—but only slightly.

The Camry still wins for fuel economy—for now, that is, if you consider that the Camry Hybrid is widely available and has excellent gas-mileage ratings of 43 mpg city, 39 highway. But if you're weighing the mainstream models against each other, the Accord emerges as the more frugal. Honda won't have a Hybrid model until the 2014 model year, when it will also introduce a Plug-In Hybrid model. In the meantime, looking at the rest of the lineup, the Accord earns an excellent 27/36 mpg with its new direct-injection four-cylinder and continuously variable automatic transmission (CVT), while the four-cylinder Camry gets 25/35 at best. V-6 Accords are especially smart and efficient, with ratings of 21/34, while Camry V-6 models stand at 21/30.

If you need to settle what could at this point be close to a tie for some, it's worthwhile to take a longer look at the styling and performance of these two cars. Don't count on either of these models to add excitement or sex appeal. With the Camry's current design purely evolutionary, and Honda proudly touting that it designed the Accord from the inside out, these aren't models designed to catch your eye from a distance. In fact, they're both very likely to blend in with

For 2012, the Toyota Camry was completely redesigned—although the changes were so subtle and evolutionary you might not have even noticed. The 2013 redesign given to the Accord is roughly in the same league—although the Accord does look a slightly more exciting and better proportioned on the outside, with more of a premium look inside. Of course, on the outside, especially, both of these models have been upstaged by the Hyundai Sonata, as well as the daring new Ford Fusion.

As far as performance goes, these are two of the only remaining mid-size models to offer an available V-6, and in both cases it's a smooth, refined, and very strong option. In the Accord especially it gives this Honda more of an Acura feel. Both models are also very smooth with their base four-cylinder engines, and the new CVT in the Honda doesn't succumb to the undesirable drone and rubber-band feel that CVTs so often do. The Camry is downright dull to drive, although it has a more responsive feel in SE versions; on the other hand, the Accord gets the higher score here because of its well-tuned steering and crisp, light driving feel.

While the Camry doesn't lag far behind the Accord in any one way—well, except styling, perhaps—Honda has produced a more compelling design and driving experience that still hits all the marks for practicality, comfort, and features.

2014 Mazda MAZDA6 - Review

For many years, the current-generation Mazda6 has been easy to single out as one of the sportiest and best-driving mid-size sedans on the market. Yet it's somehow missed the mark and very few shoppers have paid attention, or even put this excellent model on their shopping list.

Now Mazda is in effect giving this sedan a rethink, with an all-new third-generation 2014 Mazda6 due sometime in early 2013. It adopts the philosophies of its lean-performance SkyActiv engineering initiative, gets a new look that's more voluptuous and muscular than ever, and should offer improved interior space, better safety, and a more extensive feature set. Mazda has also moved production for the U.S. version back to Japan.

Design-wise, the Mazda6 builds on the Kodo “soul of motion” design language that it's used for its new CX-5. We like what we see in initial pictures, with a curvaceous, cohesive look outside, and details in front and in back that stray from identikit sedan convention. The side mirrors have been moved rearward, along the doors rather than on the A-pillar, to help improve visibility. Inside, we see a continued development of Mazda's more driver-focused layout, with dark and contrasting trims and hooded gauges, but tweaked here for an upright layout that should lend more of a feeling of spaciousness.

The much-loved (but also thirsty and slow-selling) V-6 model of the Mazda6 is now gone from the lineup, replaced by two different versions of the SkyActiv four-cylinder engine. A 2.0-liter version making about 155 hp, while a new 2.5-liter SkyActiv engine will make its debut in the Mazda6, making about 189 hp and 189 pound-feet of torque. In the Mazda3 this smaller engine gets up to 40 mpg, while it gets up to 35 mpg in the CX-5, so we anticipate a highway rating of 36 to 38 here in the Mazda6.

Essentially, we expect the next-generation Mazda6 to drive with the leanness and frugality that we've experienced in the all-new Mazda CX-5, as well as the revamped Mazda3. Transmissions will include six-speed manual or six-speed automatics, and at least at launch all Mazda6 models will have front-wheel drive. All models will get electric power steering. It's also the first model to include the i-ELOOP system that combines start-stop with a higher-capacity (capacitor-based) brake-energy regeneration system—although it's unclear at this point whether this will be offered in the U.S., or in a special green model.

A diesel is reportedly on the way, too, and likely to come to the U.S., although it might not join the lineup until the 2015 model year.

Packaging hasn't changed dramatically, although the new model is slightly narrowed and shorter; wheelbase is just slightly longer, while front and rear overhang have been reduced. One potential issue we see in early pictures is that the roofline looks more rakish than ever, and that could interfere with the usability of the back seats (legroom and kneeroom are improved, however). Otherwise materials and cabin appointments look a big step ahead compared to the last car, which felt rather drab in its base trims. Mazda boasts that the new model has a class-leading 0.26 coefficient of drag, and as with Mazda's other new models we expect noise and vibration to be improved (it never was much of an issue with the outgoing car).

New active-safety features in the 2014 Mazda6 will include High-Beam Control (HBC) and Adaptive Front-lighting System (AFS), and a Hill Launch Assist feature will be included. Rear Vehicle Monitoring, a Lane Departure Warning System, a Smart City Brake Support system, and an Emergency Stop Signal (to notify of panic braking) are other safety features that may be included or on offer. Mazda also boasts that the new body structure is much lighter (200 pounds less due to ultra-high-strength steel), yet designed for top ratings in tests around the world, while the front seats have a new anti-whiplash design.

We expect the 2014 Mazda6 to reach dealerships in the first quarter of 2013.

2012 Nissan Cube - Review

The 2012 Nissan Cube remains a bit of an oddity in the U.S. market—not quite a van, but almost; not quite a crossover wagon, but almost; but through and through, a quirky vehicle that's unrivaled in style and packaging. 

Simply put, the Cube is a box on wheels, but the details really make the design. Its rounded corners can make the Cube's look seem a little appliance-like; then look closer at the asymmetry of its windows, and the flared sheetmetal for the wheel wells and rear fascia, and it gains a gravitas that the Scion xB lacks. Inside, the Cube's design sounds weird, with a "Casual Lounge" theme in the cabin that gives it the curves of a Jacuzzi tub—with a rounded, recessed instrument panel running through to the door panels and carving out areas for the front occupants, along with water-ripple styling cues that echo throughout.

Adequate but far from exciting is how we'd sum up the Cube's driving experience. With its 122-horsepower, 1.8-liter four-cylinder engine, powering the front wheels, the Cube can move rapidly—especially at low city speeds—but especially with the continuously variable automatic transmission (CVT), it can feel a little sluggish on the highway. The available six-speed manual gearbox has a nice linkage and tends to make the engine feel perkier, but a slow throttle calibration works against any quick-and-nimble impression. So do a very softly sprung suspension and extremely light steering feel. The Cube is also a bit susceptible to crosswinds, so we've found ourselves overcorrecting sometimes when thrown off course. The soft suspension is a smart setup for most city driving, as it soaks up jarring expansion strips and even modest potholes without drama.

Inside, the Cube is actually even more spacious for passengers than the exterior design suggests. Front seats are soft, wide, and supportive, and a step up from those offered in the Nissan Versa and Sentra models, while the bench in back can easily accommodate two tall adults and has a pull-down center armrest. In a pinch, three can fit across—though it's quite narrow—and the rear bench not only slides fore and aft but the backrest reclines somewhat (though not flat). The trade-off for the great back seat—and probably why it's so comfortable—is that it doesn't fold flat into the floor as in most other crossovers, hatches, and minivans. Cargo versatility is, in fact, a sore point, and it might be hard to get past why you can't easily fit that coffee table, or other boxy item, into the boxy vehicle.

Ride quality and refinement are Cube strengths; it's quieter and more sophisticated-feeling than most shoppers in this price class will expect. Road noise is well muted, the engine is luxury-car smooth at idle, and while it's no surprise there's some wind noise, we didn't sense any of the boomy resonance that's common in other small-car models at high cruising speeds. And while short-wheelbase vehicles like this can be pitchy at highway speeds, this isn't the case here. About the only down side of the cabin is that up close, the materials and plastics can look a little cut-rate in places—around edges and such.

The 2012 Cube hasn't been tested by the federal government, but with a solid set of safety features and IIHS Top Safety Pick status, it's looking like one of the reasons to favor this vehicle over one of its rivals.

Value is another big plus. Considering the 2012 Nissan Cube will likely maintain its base price of about $15k, it's impressive that it includes air conditioning, keyless entry, full power accessories, and an auxiliary audio input, all standard. Moving up to S models gets you Bluetooth, steering-wheel audio controls, cruise control, and other upgrades, while the SL is the starting point for a loaded Cube. Fog lamps, rear parking sensors, XM Satellite Radio, a Clarion speaker upgrade, and a subwoofer are all part of an SL upgrade package, and the nav system is SD-card-based, with a five-inch color screen plus XM NavTraffic capability. And for the shopper wanting a more customized look, Nissan offers more than 40 dealer-installed accessories.

For 2012, in addition to five new exterior colors, the Intelligent Key entry system is newly standard on top SL models, and S and SL models get a passenger-seat armrest in addition to the driver's seat one. There's also a new package offered for the 1.8 S CVT model that adds navigation, the rearview monitor, Intelligent Key, Rockford Fosgate audio, and 15-inch alloy wheels. The Krom model has been discontinued.

2012 BMW 6-Series - Review

As BMW's lineup of cars and SUVs grows, the 6-Series continues to find new ways to express its potential. The 2012 model brings a fresh dash of technology and style to both its convertible and coupe variants.

Style is number one with the 2012 BMW 6-Series, and that's immediately apparent: from the taut, sculpted hood to the stylized flanks and the sweeping roofline (in the case of the coupe) the new 6-Series screams, "look at me!" in the most civilized, urbane way possible. The all-new design for 2012 is still eminently BMW, and instantly recognizable as a 6-Series, but it's aggressively posh in a way its predecessor wasn't.

Under the hood lurks a pair of engines to back up its fast looks. In the 650i, a twin-turbo 4.4-liter V-8 engine provides 400 horsepower. That's more than enough to ably motivate the roughly 4,200-pound coupe or convertible. Mated to BMW's eight-speed transmission, it sends its power to the rear wheels (or to all four wheels in the case of the 650i xDrive model) with smooth, even-tempered vigor. The 300-horsepower 640i model replaces the brawny V-8 with BMW's familiar turbocharged 3.0-liter in-line six-cylinder for yet more smooth acceleration and surprisingly solid gas mileage: up to 31 mpg on the highway.

Both the Coupe and the Convertible handle well for large grand tourers; neither is as nimble as a true sports car, but both are ready and willing partners on a curving canyon road. Unlike their sportier alternatives, however, the 6-Series duo demolish highway miles with comfort and grace.

That comfort comes courtesy of some very well-designed and roomy front seats. The rear seats in either Convertible or Coupe are best-suited to small children or luggage, though they can hold adults, particularly with the top down in the convertible, for shorter distances. Materials, design, and layout are all top-notch: precisely what you'd expect from BMW, particularly in the $73,000-$85,000-plus range the 2012 6-Series inhabits. A wide range of appearance and equipment packages are available, allowing the buyer to customize the look, feel, and function of the 2012 6-Series to a very high degree of personalization.

Technology also features prominently in the new 6-Series. A Bang & Olufsen audio system delivers audiophile-grade entertainment and a touch of classy looks thanks to its drilled-metal speaker covers. BWM's Apps platform is also on display through the iDrive infotainment system, with custom-built integration and compatibility with an ever-increasing number of social, entertainment, and media apps. As you'd expect, the 2012 6-Series is also chock full of high-tech driving aids, including monitors to sense sleep deprivation, guide lane-keeping, aid in parking and reversing, and maintain distance from traffic in cruise control mode.

Safety is no afterthought here either; BMW designed the Coupe and Convertible separately from the ground up to maximize rigidity and crash-worthiness as well as weight and sporting capability. Standard stability and traction control, anti-lock brakes, a full complement of airbags, and the aforementioned driving aids all roll into a very high-tech safety profile. Due to their very recent release, none of the 2012 6-Series models have yet been crash tested by the NHTSA or IIHS.

2012 Mitsubishi Lancer - Review

As Mitsubishi tries to remake itself as an automaker focused around electrified vehicles and green-tech ideas, the Lancer line of compact cars carries on--and still really stands out in a sea of low-priced sedans. While the Lancer's close resemblance to the high-performance Lancer Evolution and Ralliart models (covered under a separate review) is definitely a selling point, even in its more affordable, basic Lancer models this family of vehicles remains a lot of fun to drive.

Last year, Mitsubishi expanded availability of the Lancer Sportback (five-door hatchback) body style, and made it available in more affordable ES trim. For 2012, Mitsubishi is adding . For 2011, Mitsubishi has dropped the former GTS model and replaced it with the Lancer GT, a model that has much of the same equipment as the GTS but now includes all-wheel drive, at a more affordable price compared to the turbocharged Ralliart.

Not much else has changed for the Lancer lineup, which still manages to be one of the most distinctive compact cars, in terms of styling. The aggressive, sharklike snout, chunky proportions, low-and-lean stance, and high beltline give both the sedan and Sportback a nice look. The mid-level Lancer ES gets color-keyed door handles and mirrors, but it's the larger wheels of GT models that especially serve to fill out those proportions and help the design pop. Inside, the Lancers aren't nearly as alluring; although the layout is sporty, trims and materials tend to be on the drab side.

Power for Lancer DE and ES comes from a 152-horsepower, 2.0-liter four-cylinder engine that's just perky with the five-speed manual and just gutsy enough with the continuously variable (CVT) automatic. The 168-horsepower, 2.4-liter four that comes in the Lancer GT can move this small sedan or hatchback with more confidence, and GT models with the CVT get magnesium steering-wheel paddle-shifters with six simulated gears to suit high-performance driving.

Overall, Lancer DE and ES models should be thought of as cheap wheels that handle better than most other models in this price range—though not with all that much verve. With its larger wheels, firmer suspension, and upgraded braking, the GT (if it's like its predecessor, the GTS) provides a driving experience that's almost on par with the turbocharged Ralliart. On the flip side, a stiff, juggly ride is the tradeoff, along with more road noise. Also bringing a downmarket feel to the Lancer is the collection of decidedly basic materials used in the cabin; there's lots of hard, hollow-sounding plastic.

The 2012 Mitsubishi Lancer has a fundamentally good package, with good front seats and enough space to fit a couple of adults in the backseat for short trips, but it falls short with respect to interior noise and refinement. The five-door Sportback body style is offered now in ES and GTS trims and brings a little more cargo space and versatility—especially if you fold the backseats forward. Otherwise, backseat space is identical between the two.

If you want the Evo or Ralliart look, but not their high prices; the Lancer GT comes with a sport suspension, big 18-inch alloys (a fresh design this year), fog lamps, rear spoiler, and air dams, plus automatic climate control, high-contrast gauges, and sport seats. GT models include a USB port plus FUSE, a hands-free system that allows voice-command access to phones and media players. Back at the affordable end of the scale, base Lancer DE sedans include power windows and locks, keyless entry, and a 140-watt sound system.

2012 Mazda MAZDA6 - Review

The 2012 Mazda6 is one of the best-packaged and fun-to-drive mid-size family-worthy sedans—one of the best-looking, too, we think—but it's a shame that it never even makes it on most shopping lists.

Though it's essentially the same size as the Toyota Camry, Ford Fusion, and Honda Accord, the Mazda6 manages to appear a little leaner and more purposeful. It's attractive from any angle, but the sculpted front fenders and broad wheel arches give it an especially aggressive look from the front. It remains a little more conservative (which some might appreciate) from the front compared to other recently redesigned models like the Mazda3 and Mazda5. Inside, the Mazda6 feels sporty, even in base trims, with flowing lines, hooded instruments, and a smaller-size three-spoke steering wheel. 

You shouldn't have any reservations about sticking with the base 2.5-liter four-cylinder engine that Mazda6 'i' (including base SV, Sport, and Touring) models get. It's reasonably fuel-efficient (not nearly as much as class leaders like the Hyundai Sonata though), and it feels perky whether you go with the six-speed manual or five-speed automatic. Step up to the V-6, however, and you might not be able to go back; the 3.7-liter engine churns out 272 hp, along with plenty of accessible low-rpm torque, making the Mazda6 feel like a muscle-sedan. It's a hoot to drive, but it's also quite a bit thirstier. No matter what, you get nice capable brakes with a firm pedal feel, reasonably good, athletic handling, and a ride that straddles the line pretty well between comfort and sharpness. Those expecting a serious sport sedan, or moving up from a Mazda3, might want things even tighter though.

The 2012 Mazda6 won't let you down in any way with respect to seating comfort, cargo space, or ride quality. Front seats are a little more supportive than most in this class, the backseat is good enough for adults, and the trunk is the largest in this class, at 16.6 cubic feet. Although the release for the rear seatbacks is a little clunky, they fold forward to a flatter position than most, too. And for those used to the higher levels of road noise in some of Mazda's other vehicles, the 6 is surprisingly refined and quiet inside.

Safety is one point of concern. The Mazda6 hasn't been crash-tested under the revised federal system, and it earns only 'acceptable' in the IIHS roof strength test and 'marginal' in the seat-based rear-impact test.

But it's very well-featured for the money, and especially in four-cylinder form, a bargain (at around $20k for the base SV) compared to some segment leaders--especially when you consider the Mazda6's more entertaining steering and seating comfort. Bluetooth is still lacking on base models, but the Mazda6 does include air conditioning, a tilt/telescopic stsering wheel, power windows and locks, rear-seat heated ducts, and a six-speaker audio system with aux input. At the top of the range, Grand Touring models gain items like leather upholstery, heated front seats, a multi-information display, keyless illuminated entry, cruise control, a dual-zone climate control system, fog lamps, and a power moonroof.

Why I Always Wear Seatbelts And You Should Too: The Flipbook

If you ever seriously wreck a car, you never forget the experience.

And it may be the most effective way yet devised to burn into your brain how important seatbelts are to keeping you alive and reducing the injuries you sustain.

In 1985, I wrecked my 1979 Volkswagen Rabbitwhile driving a twisty road in San Francisco. I might not be writing this if I hadn't been wearing my seatbelt.

With houses only on one side and seven sweeping curves--six of them banked--the road winds down a mini-canyon and was one of my favorite places to wring out a car.

On a foggy evening with light drizzle just starting to fall, the road surface got greasy all of a sudden.

When the rear end of the Rabbit--a front-wheel drive car, remember--came around and I started to slide backwards at 40 mph, I knew I was in trouble.

For the record, the Rabbit had no airbags, as unimaginable as that may seem today.

It was a very slow experience. It's a cliche, but life really did flash in front of me.

My memory of the crash is a series of snapshot images:

(1) Is that the rear end losing grip?

(2) I'm sliding sideways on a downhill curve. Oh [deleted].

(3) I'm facing backwards.

(4) That was the left rear quarter hitting the rail. Hmmmmm.

(5) Still sliding backwards and sideways. I must have bounced off that rail.

(6) That's the right front hitting the rail on the other side of the road.

(7) We've stopped.

(8) I'm in a wrecked car on the crest of a blind curve.

(9) The driver's door won't open.

(10) I really hope no one hits me.

(11) Do I have to kick this door open?

(12) I can't brace myself because my seat frame broke and it's laying flat.

(13) It's open enough.

(14) I'm out.

(15) I'm standing on the side of the road. It's quiet.

(16) Everything hurts, but everything works.

(17) Now what?

Once the cops came and pushed the car to the side of the road, I could examine it.

There was exactly ONE undamaged body panel: the right rear door.

The front of the car hit so hard that the transmission case attached to the engine cracked.

The car was a write-off; I walked away with a swollen hand from slamming into the window when the car hit the barrier.

I also had a diagonal purple seatbelt bruise across my chest, a lot of soreness, and a severe case of the shakes.

And THAT is Why. I. *ALWAYS* Wear. Seatbelts. And. Make. Everyone. In. My. Cars. Wear. Them. All. The. Time.

Don't Toast Those Buns! Seat Warmers Can Cause Rashes, Scarring

If you live in one of America's colder climate zones, you know the importance of seat warmers. But according to CBS Minnesota, seat warmers aren't all they're cracked up to be. In certain cases, the amenities can lead to rashes and permanent scarring for passengers.

The problem affects people who take long trips in their vehicles without turning off the seat warmers after the interior has heated up. It's a bit like what's commonly called a "heat rash", and it causes symptoms similar to those seen in people who allow laptop computers to rest on their laps. (Which is where you'd think they're meant to go, of course, but that's not the case.)  

The condition has been given the unfortunate name of "Toasted Skin Syndrome". That's a shame, because it's actually a serious problem. Over time it can change the color and texture of the skin along the lower back, upper legs, and buttocks. In severe cases, it can tint the skin and leave permanent scars.

We're not doctors -- not by a long shot -- but while the weather's still nippy, we suggest you be a bit more aware of your car's seat warmers and turn them off once the vehicle has gotten comfortable. If you're already experiencing symptoms of Toasted Skin Syndrome, see your dermatologist. If caught early enough, some of the symptoms may be reversible. 

For a quick overview of the problem, catch this news segment from CBS Minnesota.

2012 Kia Rio - Review

We've seen it before, with the Optima, the Sorento, the Forte and Soul. Now it's the 2012 Kia Rio's turn, and it's another major upgrade into the big leagues. The Rio is as good as the last Honda Civic we truly enjoyed driving--the pre-2006 version--and joins the Chevy Sonic, Ford Fiesta and Hyundai Accent as one of the new benchmarks in the subcompact class, with looks, features and efficiency as its most convincing bullet points.

European designers draw European-looking cars, and that's true with the Rio, more so in the five-door hatchback than the four-door sedan. The bland bubbly shapes of the past have dissolved into a wedgy look with lots of body sculpting behind the front wheels, Kia's new signature grille in front (chromed on sedans, blacked-out on hatchbacks) with large trailing headlights and a rounded rear end. The five-door is pert and clean and interesting for the first time in the nameplate's history. And while it's tough to draw sedans on this scale, but the Rio succeeds better than just about any of its competitors. It's even better inside. The cockpit's nicely finished dash hashes together 1980s econobox chic with airplane-style toggle switches, a medium-to-large LCD screen and a soft-touch panel on most trims for a distinct look with BMW outlines and glory-days Honda finishes.

There's one powertrain in all Rio sedans and hatchbacks for the 2012 model year, and it's a smooth, and pretty powerful, 1.6-liter four with direct injection and 138 horsepower, as much as the Hyundai Accent and the turbocharged Chevy Sonic. It's not as truly quick as the Sonic feels, but the Rio's combination of its four and a six-speed automatic is one of the highlights of the car. The four-cylinder's pretty well muted and the transmission shifts cleanly, without any noticeable driveline shock and with quick response that Ford's PowerShift automatic hasn't matched in our drives. There's a six-speed manual transmission we haven't driven, too, but Kia thinks only five percent of drivers will want it. The four/six combination nets estimated EPA figures of 30/40 mpg for either transmission, without special fuel-economy packages, putting at the top of the subcompact class. There's also a start/stop packaging coming later in the year as a $400 option; it shuts off the engine at longer pauses and restarts it when the brake pedal is released, adding one mile per gallon to the Rio EX's city fuel economy.

Ride and handling hardly compare with the old Rio. We're still bigger fans of the Sonic's cheerful scrabble under turbo power, and the Fiesta's electric steering leads in tuning, but the Rio acquits itself better than any small Kia has, and mostly above the mean for such a short-wheelbase car with a basic strut and torsion-beam suspension. On fairly smooth roads in Texas and Nevada, the Rio rides comfortably, with little of the bounding and crashing that truly small cars used to count among their worst traits. The steering loads up on weight quickly, with the usual electric-steering lack of feedback. The feeling of continuity between those two systems is what works best, even with the slight uptick in heft in the more sporty Rio SX.

Kia pitches the Rio squarely in the subcompact class, with 88 cubic feet of interior space. Cars like the Honda Fit and Hyundai Accent put more cubes on paper with their boxy rear ends, and the Nissan Versa is a bit larger. The Rio lines up best alongside the Ford Fiesta, with a 101.2-inch wheelbase, an overall hatchback length of about 160 inches, and a cargo hold measuring 15 cubic feet (13.7 in the sedan, which goes on sale late in 2011). The Rio's front seats have good, long bottom cushions and great, long seat travel, putting a good foot forward for solo drivers or pairs of adults. The back seat is more confined than in the Fit, with no adult-sized knee or head room to spare; its Accent cousin does a better job of providing space for four, and in luggage room too, where the Rio's nicely squared-off cargo hold nonetheless leaves the right kind of space for roll-on bags and Costco boxes.

Safety scores aren't yet available from the IIHS or from the NHTSA. The 2012 Rio has the usual airbags, anti-lock brakes and stability control, as well as hill-start assist. A rearview camera is an option, as is Bluetooth.

All Rio five-doors come with a pricetag of $14,350 including a $750 destination charge. That sticker brings standard 15-inch wheels; a manual transmission; a rear spoiler; tilt steering; split-folding rear seats; an AM/FM/CD player with satellite radio and a USB port; and steering-wheel audio controls. The automatic is a $1200 option. The $17,250 Rio EX adds air conditioning; power windows, locks and mirrors; cruise control; tilt/telescoping steering; and Bluetooth. The $18,450 Rio SX adds 17-inch wheels and sport tuning; bigger front brakes; fog lamps; power-folding heated side mirrors; and LED taillamp and headlamp accents. It also gets Kia's version of the Microsoft-powered voice controls sold by Ford as SYNC--only the Kia flavor has fewer available voice commands for phone and audio. Major options include UVO on EX models; a navigation system that replaces the UVO system on SX models; pushbutton start on the SX; and also on the SX, leather seats, a sunroof, and front seat heating. All models have Kia's five-year, 60,000-mile warranty.