2012 Jaguar XJ - Review

Jaguar's come a long way from its baroque recent past. Starting with the 2007 XJ and proceeding with the 2009 XF, its cars transformed from museum pieces into striking works of art. The big XJ sedan underwent the change in life in 2011, and this year it's back in all its glory.

The formerly frumpy XJ is now all about chic, and it's clear the do-or-die ethos inside Jaguar was the only thing that could have brought us the stunning, sexy XJ. Part Aston and part XF, the biggest Jaguar is now its boldest offering, with a prominent mesh grille, and a roofline that looks as strong and delicate as an arched bridge. Some of the details win, and some elude us: the blacked-out rear roof pillar should be brushed aluminum, which is what the XJ is made of. And the rear end is so elemental, it's almost understyled, with long, thin taillamps draped down the decklid in a fussy, arty way. Inside, the XJ's Hollywood all the way, with bubbly air vents, a pop-up transmission controller and wide panels of wood trim on concave door panels. It distills lots of current Jaguar themes, but sometimes the materials don't hold up as well to the touch as they do to the eyes.

With a six-speed automatic delivering power from a V-8 engine, with or without supercharging, the rear-drive XJ has a lightness and a dynamic edge compared to its rivals, mostly stemming from the actual light weight of its aluminum architecture. We're entertained as hell by its demeanor, even if it's the base 385-horsepower V-8 in the XJ and XJL. Throw on the supercharger, and let the good times whine to 470 hp or even 510 hp in the Supersport, and we're all in. The base car cuts down 0-60 mph runs in 5.4 seconds; with the supercharged 470-hp engine, it's down to 4.9 seconds. The Supersport nails them flat at 4.7 seconds. All versions are limited to a top speed of 155 mph, but new Sport and Speed packs with new aero tweaks are allowed to venture up to 174 mph, where you'll find unlimited Audis and BMWs and Benzes, not coincidentally.

That aluminum structure builds in a deft handling edge that's purer than in some other luxury cars. The XJ lacks some of the endless electronic modulations that bedevil some German sedans, though there are sport buttons for both the electronic shocks and the engine/transmission/steering combination. The Brit's better for it, as the XJ has more predictable reflexes, without the wild handling tangents of its competition.Big ventilated disc brakes with anti-lock, brake drying and good pedal feel match the XJ's crisp new feel, and Z-rated tires of up to 20 inches stick tenaciously. The long-storied ride isolation of Jaguar is history, replaced by an athletic, taut feel.

Even the XJ's seats play a role in that feel, and so does the daring roofline. Together, the physical closeness of the XJ's interior makes it feel more sporting. The seats are firmer and flatter, with more adjustments and heating and ventilation, but there's less head and leg room in front and, especially, in back. It's tight at the knees on either side of the front console, but leg room is lavish, especially on long-wheelbase cars. The sunroof slims down headroom in front, and in back, the XJ really isn't comfortable for adults six feet tall or more. Trunk space is the largest in the class, but smaller than the bin in the Ford Taurus.

Neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) has crash-tested the new sedan. The new car also sports six airbags, anti-lock brakes, traction and stability control, as before. There's a blind-spot alert system built into each XJ, and adaptive cruise control is option. A rearview camera is standard.

The 2012 Jaguar XJ comes in four versions: base 385-hp trim, in either short- or long-wheelbase bodies; with a supercharger, 470 hp, and a long wheelbase; and as an XJ Supersport, with 510 horsepower and a $3000 surcharge if you want to supersize into the long-wheelbase version. All cars come with a panoramic sunroof; an AM/FM/CD/DVD/MP3/HD/Sirius/30GB hard drive audio system; USB connectivity and Bluetooth stereo audio; a navigation system with voice control; and automatic climate control. The XJL versions add a four-zone climate control; all cars get ventilated front and heated rear seats, while massaging front seats and ventilated rear seats are standard or available on all versions. We'd demand the thrillingly clear 1200-watt Bowers & Wilkins audiophile system, but wonder if its bass is enough for today's listeners. Best of all the features--and standard--is Jaguar's service plan, which pays for everything except gas and tires for the first five years or 50,000 miles of use.

2012 Hyundai Equus - Review

Hyundai's Equus sedan is in its second year of irritating the likes of Lexus and Infiniti. A luxury sedan with all the credibility of an LS 460 or an M37, the Equus can also go toe to toe with the large luxury sedans from Germany in features and finishes--while undercutting them by thousands on its pricetag. The Equus may not deliver the prestige or the handling of the best vehicles in its class, but it's a striking bargain for those who don't mind a more softly sprung luxury sedan, or a great deal.

The Equus doesn't have the daring styling that the younger, cheaper Hyundai Sonata and Elantra share. It's more a mishmash of familiar cues, from cars like the Mercedes-Benz E-Class and Lexus LS. The distinctiveness of other Hyundais is muted here: it's a car designed for different priorities, aimed more at pleasing Korean executives in the home market than winning over new North Americans to the Hyundai fold. It's still a fine-looking car, with an upswept tail and tapered side glass, and a maturity that follows through in the cabin. Inside its vault doors, the Equus is very much a convincing luxury car, with more Lexus and Mercedes cues interwoven with its own themes--like the winged metallic trim that surrounds the dash vents, and is echoed in the Equus' logo on its hood and on its LCD touchscreen during start-up mode.

In its first year on sale, the U.S. Equus shared a powertrain with the smaller Genesis sedan. For 2012, the bigger Hyundai V-8 is standard on all Equus sedans, while it's offered on just one Genesis trim level. The 5.0-liter V-8 is rated at 429 horsepower in the Equus, and with 376 pound-feet of torque as well, the Equus bests the LS 460 and the Benz S550 in output. It's teamed with a new eight-speed automatic that only adds to the heady rush of power that shaves a tick or two off the Equus' mid-six-second 0-60 mph times. The new engine also sounds a bit richer, with a more mellow and rounder exhaust note. The old Equus never really strained to deliver power, but what luxury-car shopper will turn down 44 extra horsepower? Fuel economy does dip slightly with the new drivetrain to 15/23 mpg--and when it comes down to the standard measure of ultra-luxury sedans, the Equus' controlled ride and sweet steering are well shy of the marks set by the latest BMW 7er and Benz S-Class, even the Infiniti M37, though to us, it's a toss-up as to whether the Equus handles better than the Lexus LS.

Inside, the Equus gives up little ground on features or room. Front passengers face a dash slathered in leather and birch or walnut trim, framing a big LCD screen that displays audio and navigation functions; a knob-style controlled, like iDrive and COMAND, dials up different radio stations, ambient temperatures, or destinations. Back-seat drivers get the best treatment: there's an airline-style right passenger seat that reclines on some versions, and it comes with an extendable footrest--but the Equus doesn't quite have enough spread-out leg room to extend the footrest far enough. Our Equus is actually the short-wheelbase version, and Hyundai hasn't confirmed we'll ever get the long-wheelbase version. The same seat can have Shiatsu-style massage functions as well, so you'll probably get over the tight toe room--but the passenger on the left side will be out of luck, as the features aren't offered on that chair.

Other luxury features on the Equus include standard Lexicon audio; adaptive cruise control; ventilated front seats, and leather upholstery. A lane-departure warning system is a new option this year: it sounds an alert when the Equus crosses lanes for more than a second, and tugs the seatbelt when the car crosses over for more than three seconds. Other safety features like Bluetooth and a rearview camera are included for free.

Also free is the Equus' white-glove service. Instead of visiting a dealer, owners can simply schedule a pick-up and loaner car through a mobile app. In the first year of sales, Hyundai gave out free Apple iPads to owners; the 2012 models get a full paper owner's manual instead. We'll take the lavish treatment over a free tablet over the Equus' lifetime, thanks--and we'd definitely consider a sub-$60,000 Equus if the Lexus LS topped our new-car shopping list, because the new big Hyundai is a plush, credible four-door that brings ultra-luxury amenities down to the semi-well-heeled masses.

2012 BMW 1-Series - Review

BMW's smallest offering in the U.S., the 1-Series, carries forward into 2012 with a few tech upgrades but otherwise unchanged fundamentals, including its pair of engines and trims. That's not a bad thing, however, as the 1-Series continues to be one of the most impressive entry-level luxury sports cars on the road. 

Technically, there are three 1-Series offerings right now, including the 2012 128i, the 2012 135i, and the 1-Series M Coupe. The M Coupe, however is nominally a 2011 model, despite just going on sale in the last few months. 

Both of the non-M models share similar styling, and are available in coupe and convertible form. The styling is crisp and clean, with the 135i showing a little more sport and aggression in its basic configuration, but the overall impact of the 1-Series' look has a tendency to fall into love-it or hate-it classification for many. Inside, the 1-Series can be a bit drab, with a functional but simple dash and center stack, a predominantly black finish in base trim, and perhaps more plastic than you'd expect in a luxury car, but upgrades and custom elements can change this--for a price.

Comfort inside the 1-Series is generally good, though the back seat is very tight for adults. The front seats are well-bolstered and offer fair head and leg room, though some may find the seats too well-bolstered. Controls can be over-abundant and confusing, but once learned, BMW's system makes logical--if not intuitive--sense. Storage space in the cabin is somewhat limited, but the trunk is decently sized.

Power is never short in the 1-Series, with the 128i generating 230 horsepower from its naturally-aspirated 3.0-liter in-line six-cylinder engine. The 135i adds a twin-scroll turbocharger to boost power to 300 horsepower. The 1-Series M Coupe outranks both, with sizzling performance from its two turbos and 335 horsepower. Both of the standard 1-Series models are fun, quick cars, with sharp reflexes balanced against good ride quality. An optional M Sport package can sharpen both the appearance and the handling. The 128i is available with either a six-speed manual transmission or a six-speed automatic, while the 135i can be had with a seven-speed dual-clutch in place of the automatic. 

Features abound in the 1-Series, a BMW strong suit that's in full effect here despite the entry-level positioning. From BMW's iDrive infotainment system to high-end leather and wood interior upgrades, parking sensors to heated seats and steering wheel, there's something for almost everyone, particularly lovers of luxury. Many options are available a la carte, but some are grouped into packages; one thing to be aware of is that the 128i's $30,000 base price can quickly rocket into the mid-$40,000 range or higher with extensive upgrades. 

Safety is no sweat for the 1-Series, though the NHTSA and IIHS haven't rated the 2012 model. Standard safety equipment includes: advanced front and side airbags for driver and passenger; front and rear head protection systems; pre-tensioning safety belts; anti-lock brakes; a crash sensor that shuts off fuel flow, kills the engine, and unlocks the doors; and a computer system that integrates deployment of both active and passive safety systems when it senses a crash. Optional safety extras include an anti-theft alarm system, rear parking sensors, xenon headlights, automatic high-beams, and BMW Assist roadside assistance services.

Jeep Compass And Patriot Replacement Delayed Until 2014

According to Automotive News Europe, the SUV planned to replace both the Jeep Compass and Patriot, has been delayed until 2014.

Originally intended to go into production in 2013, the code-named B-SUV has been delayed so that Fiat can expedite engineering on its European products, like the Sedici compact. The delay also means a one-billion-Euro expansion of Fiat's Mirafiori plant will be pushed back to late 2013. The delays come after Fiat performed a spending review regarding future investments.

The B-SUV is reported to be smaller than both the current Jeep Compass and Patriot, and will be sold in both the United States and in Europe, along with other markets.

We'll continue to bring you news as more details trickle out regarding the B-SUV, until then make sure to read our latest reviews of the 2012 Jeep Compass and Jeep Patriot.

2012 Audi R8

Unique in Audi's range as a mid-engine supercar, the R8 has built its reputation from scratch in just a few short years. Despite not having the track record of Lamborghini or Ferrari in supercar construction, Audi has put the Italians and everyone else on notice.

For 2012, the R8 is available in three core guises: theSpyder (convertible), Coupe, and R8 GT. The Spyder and Coupe are two takes on the standard R8, while the GT sharpens both looks and performance to the next level. All three share the same basic low-slung, cabin-forward, athletic-haunched stance, however, as well as the same key styling elements, like the aggressive front end, the side "blades," and the brow-like LED daytime running lights.

The Coupe and Spyder are both available with a choice of either a 4.2-liter V-8 rated at 430 horsepower or a 5.2-liter V-10 good for 525 horsepower. Either will provide exhilarating performance, but the big V-10 is the way to go if you're hankering for real speed. Of course, the most focused of the group, the R8 GT, is an even better choice in that regard, generating 560 horsepower from a tuned version of the same V-10, with less weight, a more focused setup, and better overall handling.

All R8s handle very well, however, owing to their rear-biased quattro all-wheel drive, mid-engine weight distribution, and finely tuned magnetic-ride suspension settings. 

Inside, the R8 is surprisingly roomy, with tall drivers finding no fault in space available. Materials are high-quality, the design is modern and appealing, and all of the Audi technology and convenience options you'd expect are available, including MMI navigation with real-time traffic, Bluetooth, and a high-end audio system.

As for safety, the 2012 Audi R8 hasn't been tested by the NHTSA or IIHS, but it offers a wide range of standard and optional safety equipment, including driver and passenger dual-stage airbags, side airbags, knee airbags, head and thorax airbags, stability control, parking system with rearview camera, hill hold assist, and a body shell designed to distribute and absorb crash energy.

2012 Toyota Prius

For more than a decade, the Toyota Prius has been the public face of hybrid cars. A new, third-generation model was completely redesigned for 2010 to offer more features and even higher gas mileage. Now, for 2012, the Prius name expands beyond the iconic hatchback to include two new models.

The 2012 Toyota Prius hatchback hardly meddles with the pattern established in 2004: It's a five-door hatchback with a high tail and a split rear window. It's the most aerodynamic shape for a five-passenger mid-size car, and the Prius has one of the lowest drag coefficients of any car on the market--all in the service of fuel economy, which the EPA rates at a combined 50 mpg.

Inside, the styling is Space Age, complete with a "flying buttress" console that offers storage space underneath, though it can be hard to get to. The dashboard splits information into two areas: an Information Center mounted high and close to the windshield base, and more conventional instruments behind the wheel closer to the driver. Plastic surfaces are mostly hard, but the effect is distinctive if hardly luxurious.

The 1.8-liter engine is paired with Toyota's Hybrid Synergy Drive, which uses a pair of motor-generators that can power the car solely on electricity (at speeds up to 30 mph), add torque to supplement the engine power, and recharge the battery pack during engine overrun or braking. The combined output of the engine and hybrid system is 134 horsepower.

The 2012 Toyota Prius hardly handles in a way to gladden the hearts of sports-car drivers. The 0-to-60-mph time is just under 10 seconds, and the continuously variable nature of the hybrid system means engine noise isn't proportional to road speed--which can take some getting used to for new drivers. The electric power steering is lifeless and numb (as it seems to be on all Toyota models that use it), but it responds fine and the car gets itself around corners adequately. The blending of regenerative braking with the all-disc friction brakes is excellent, and Toyota's had longer experience than any other maker in refining it.

With the interior volume of a mid-size car, the Toyota Prius hatchback offers plenty of space for four adults, or five if the back-seat passengers are willing to stagger their shoulders. Rear-seat legroom benefits from hollowed-out front seatbacks, but in front, the seat padding is skimpy and the hard-plastic center console cuts into knee room for taller drivers.

The 2012 Toyota Prius fits seven airbags as standard, along with the usual array of anti-lock brakes, stability and traction control, and a tire-pressure monitoring system. Radar-based adaptive cruise control, a rear-view camera, and a lane-departure warning system are all optional, as is a "Safety Connect" system to alert first responders after a crash. The much-publicized Intelligent Parking Assist, which controls the steering wheel to help parallel-park a Prius using the car's cameras--though the driver must brake--is a step in the right direction, though Ford's system is better.

For 2012, the Prius five-door comes in four trim levels: Two, Three, Four, and Five. There's an ultra-stripped-down base-level Prius One, but it's only for fleet purchase, and civilians can't buy it. The lowest-level Two and Three models are priced in the low twenties, but the highest-spec trim levels--with either the Technology Package or the first-in-your-neighborhood solar moonroof panel, which runs a small ventilation fan to cool the cockpit when the Prius is parked--will go upwards of $30,000.

Notable features include the Touch Tracer steering-wheel controls, which let drivers swipe and navigate through menus displayed in the Information Display, keeping their eyes closer to the road ahead than if they focus on the close-in cluster. Remote air conditioning, LED headlamps, Bluetooth, and a navigation system are also available.

The biggest Prius news for 2012 is the addition of two new models. The first is the 2012 Toyota Prius V wagon, which offers far more load space, all the traditional Prius virtues, and a combined EPA gas-mileage rating of 42 mpg. After a series of delays due to the 2011 earthquake and tsunami in Japan, it went on sale late in 2011.

Coming in the early part of 2012 is the Toyota Prius Plug-In Hybrid, the first mass-market Toyota to plug into the electric grid to recharge its battery pack. It's virtually identical to the Prius five-door hatchback on the outside, but its battery pack holds three times as much energy, and plugging it in to recharge gives it 8 to 13 miles of all-electric range against the 1 or 2 miles provided by the standard model. Note, however, that unlike the Chevrolet Volt range-extended electric car, the electric range may not be continuous--the plug-in Prius will switch on its engine at any point it needs more power than the batteries can deliver. The EPA hasn't yet rated the Prius Plug-In Hybrid, and like all blended plug-in hybrids, its real-world mileage will depend entirely on how much it's used in all-electric mode.

2012 Subaru Forester

The 2012 Subaru Forester is a tall, boxy crossover wagon, carrying a rugged-looking, utility-like body over somewhat sturdier passenger-car underpinnings. To us, the Forester strikes a nearly ideal balance for Snow Belt small families—with an almost incredibly roomy interior, carlike handling, standard all-weather all-wheel drive (with good ground clearance), and exterior dimensions that make it just small enough for compact-only spaces.

The Forester hasn't changed all that much since 2009, when it received a complete redesign and gained a somewhat larger body, with slightly more rounded cues compared to its much-loved, more overtly boxy predecessor. In some respects, the Forester is the present-day Volvo 240 wagon—unabashedly utilitarian, with its squared-off corners and tall glass, yet a bit more sophisticated. The Forester is a little plain inside, but its rugged fabrics and easy-wipe surfaces will be a good fit for the understated, outdoorsy crowd.

Last year the Forester got an all-new base engine that produces the same max power as the unit it replaced—though it's a little more responsive, and should have lower maintenance. With the base five-speed manual transmission, performance is quick enough, but the wide ratios of the four-speed automatic remain one of the Forester's most significant drawbacks. XT variants get a little bit of WRX flavor, with a turbocharged four-cylinder with 224 horsepower and 226 pound-feet of torque; they move quickly but are again let down with the four-speed auto. 

Across the Forester lineup, handling remains its strength; it's by far the best-balanced, most dynamically proficient crossover, and the rather low seating position and low center of mass helps instill a stable feel on twisty roads and tight corners. Yet those who need to take on deep snow or a deep two-track to a camping spot will appreciate the 8.7 inches of ground clearance.

If you haven't been inside a Forester before, there's likely far more space than you would have anticipated. The front seating position is at a nice height (though the seats feel short and flat), while you can fit three across in back in a pinch. For 2012, all Forester models get height adjustment for the passenger seat as well as the driver's seat. The backseat folds flat, and the Forester has a lower cargo floor than some of the other vehicles in this class, lending a roomier feel and easier loading. Ride quality is mostly quite soft, yet road noise can be obtrusive on some surfaces, and it's certainly not quiet.

The Forester has a mixed reputation for safety. While its all-wheel drive system, combined with an excellent stability control system, make it very surefooted on snowy or wet roads, its achieved just three-star federal results for side impact. On the other hand, it's again an IIHS Top Safety Pick for 2012.

With either engine, top Touring models are distinguished by their HID headlamps, bright roof rails, dual-zone climate control, one-touch folding rear seatbacks, and electroluminescent instruments. Last year, the Forester got new audio systems, with integrated Bluetooth hands-free functions and an auxiliary jack, plus Bluetooth audio streaming, iPod controls, a USB port, and Sirius Satellite Radio compatibility. A TomTom navigation package—with a portable unit that can detach from the base—remains offered as a lower-priced option when paired with the All Weather Package, but the available nav system on Limited and Touring models now has a 6.1-inch display, voice-activated controls, iTunes tagging, and text-messaging capability.

2012 Hyundai Tucson

Compact crossovers--cute-utes, if you want--make up a crowded field, one with some strong sellers among them. The Ford Escape is 11 years old, and it's still a huge hit. Honda's CR-V lingers near the top ten of sales charts, too. For years, Hyundai's entry in the class was the underwhelming Tucson, but in 2010, it was redesigned to take on the best in the class.

The transformation couldn't be more dramatic, starting with the Tucson's daring sheetmetal. The Tucson actually arrived before the latest Sonata, Accent and Veloster hit the scene, and its "fluidic sculpture" theme predicted what was coming to those cars. It's a brash look for a company that thrived on conservative looks for a decade, dramatic, attention-seeking and attention-getting in its anti-SUV stance. There might be an inch of straight line in its silhouette, the rest given up to curves and surfacing that swells at the fenders and crests at the front and rear. The tail gets a little thick, and there's plenty of brightwork, and it all hangs together as well or better than a Nissan Rogue or an Acura RDX, even. The interior's just a shade less dramatic, with a big LCD screen and vertical blades of metallic trim knifing into bands of tightly grained, low-gloss black plastic.

The Tucson lineup is all four-cylinder, with a price-leading 2.0-liter with 165 horsepower in base versions, offered with either a five-speed manual transmission or a six-speed automatic. We've driven the manual transmission and liked its light shift action, but the automatic improves gas mileage to 23/31 mpg and has pretty clean gearchanges, too. Even better is the optional 2.4-liter four with 176 horsepower and only the six-speed automatic. That combination is good for an estimated 22/32 mpg, and moves the Tucson along at a measured pace with relatively low noise and vibration for a big four. The Tucson isn't quick--and as of yet doesn't have the turbo four found in the similar Kia Sportage--but it's a passable straight-line performer.

Handling is predictable, and the Tucson rides better than it steers. The slightly firm, settled ride on higher-end versions comes to base versions this year, in the form of more sophisticated shocks and retuned bushings. While the road manners are much better than the last Tucson, the new engine-speed-sensitive electric power steering is a weak spot. It brings with it a small turning circle, great for parking-lot squeezes, but the steering feel isn't as linear as the better electric systems from VW and Ford, and there's little direct feedback from road surfaces. 

It's more spacious than before as well, and the new Tucson bests some luxury crossovers for interior space. It's smaller by a good margin than the Honda CR-V and Subaru Forester, but four adults, especially those in front, will find ample room in all directions. The rear seat has just enough headroom for taller adults, and good leg room. Given the choice, we'd steer clear of the optional leather seats: the front leather buckets have short bottom cushions that tilt down at their leading edge, leaving them less comfortable than they could be.

The Tucson earns the IIHS' Top Safety Pick award, but the NHTSA hasn't crash-tested the latest version. Curtain airbags and stability control are standard, while Bluetooth and a rearview camera are available. Visibility is an issue in the Tucson: its heavily styled rear end has thick pillars and less glass than, say, a CR-V.

All versions have standard power windows, locks, and mirrors; cloth seats; remote keyless entry; air conditioning; and an AM/FM/XM/CD player with USB port. The options list has as many upscale features as some entry-luxury sedans. There's Bluetooth; telescoping steering; leather seating; heated front seats; steering wheel audio controls; a power driver seat; 17-inch wheels; automatic headlights; and dual-zone automatic climate control. More expensive options on the 2012 Tucson include a panoramic sunroof; premium audio; and a touchscreen navigation system fitted in tandem with Bluetooth streaming stereo audio and a rearview camera. Go whole-hog on the options, and the Tucson can reach $30,000.

2012 Subaru Outback

The 2012 Subaru Outback, largely unchanged in its third year, sits right in the mid-size sport utility class, though whether it's a wagon or a crossover utility can be endlessly debated. It competes with five-seat utilities from the Toyota Venza and Volvo XC60 to the brawnier but less capacious Jeep Grand Cherokee. The Outback's design offers space and real-world practicality--much more so than some of its competitors--along with good handling and high gas mileage. In some of the lower trim levels, it's also a remarkable value, saving buyers as much as $3,000 upfront.

Styling of the Subaru Outback includes what the company calls "SUV details," with thicker roof pillars, exaggerated wheel arches, and a chunkier look than its predecessors. It's 2 inches wider and a remarkable 4 inches taller than the previous model, but length stays the same despite almost 3 more inches in the wheelbase--which enlarges the rear door openings and makes the rear seat capacious indeed. At 8.7 inches, its ground clearance bests virtually any competitor, including Jeep's range-topping Grand Cherokee. The interior styling is less noticeable, with a swooping dashboard design that's pleasant without being particularly polarizing.

The 2012 Subaru Outback comes with all-wheel drive on every model, but it's lighter than most other AWD competitors. That means the 170-horsepower, 2.5-liter flat-four engine moves it along just fine when paired to the company's Lineartronic continuously variable transmission (CVT) or the six-speed manual gearbox offered on lower-end models as well. Subaru's CVT is one of the better examples of the breed, not too obtrusive under full-throttle acceleration but quick enough to move the car away from rest. The optional 256-hp, 3.6-liter flat-six engine comes only with a conventional five-speed automatic. That combination is smooth and quiet, and definitely gives better acceleration through its range. It's probably more fun to drive, but that comes at the cost of significantly lower gas mileage. The four with CVT is rated at 22 mpg city, 29 mpg highway, for a combined 24-mpg rating--but the best the six can do is a combined rating of just 20 mpg. The larger engine is offered only with the Premium and Limited trim levels.

One of the 2012 Outback's unexpected delights is the handling and roadholding. The 'boxer,' or horizontally opposed, engine keeps the center of gravity low, so that despite its high ride height, the Outback handles better than virtually any other crossover or wagon--and it drives like a car, not a truck. The feel from the electric power steering isn't tremendous, but the vehicle really comes into its own off road. As Subaru and its owners routinely demonstrate, the stiff structure, abundant wheel travel, and electronic control systems can take the Outback up slippery slopes and rutted trails that many other crossovers just can't handle.

There's copious front and rear legroom in the 2012 Subaru Outback, and the rear seat can accommodate nearly any size of adult in comfort, including headroom. There's no option for a third-row seat, however; if you need that, Subaru still offers its low-volume Tribeca crossover. The interior materials aren't particularly luxurious, with scuffable hard plastics on high-contact points like the lower door panels and center console, but they reflect the Outback's utilitarian, built-to-be-used side.

Build quality is good and everything seems well screwed-together. And if you're concerned about such things, all Subaru Outbacks sold in the U.S. are built in Indiana. The IIHS has rated the 2012 Subaru Outback a "Top Safety Pick."

For 2012, the Outback gets a new pair of audio systems, and even lower-line models can now be ordered with optional 17-inch alloy wheels and the All-Weather Package that includes heated front seats and door mirrors, and wiper de-icing. There are three trim levels--base 2.5i, Premium, and Limited--starting at a MSRP of just $23,295 and moving up to the mid-30s for the most tricked-out Limited model. Options include a 10-way power driver's seat; a power moonroof; dual-zone automatic climate control; and a Mobile Internet system that can turn the entire car into a mobile WiFi hot spot with the addition of a wireless cellular modem card. The optional navigation system is voice-activated and includes a reversing camera that displays on the 8-inch screen at the top of the center stack.

The new 2012 standard audio system is an AM/FM stereo with a single CD player and Bluetooth phone and audio connectivity, iPod control, USB and auxiliary jack as standard, and six speakers. Subaru Outbacks with that system are pre-wired for Sirius XM satellite radio, which can be installed by the dealer. The higher-end audio, optional on the Premium models and standard on the Limited, is a Harmon/Kardon system with a 4.3-inch LCD display, standard XM satellite and HD radio, and nine speakers including a sub-woofer.

2012 Subaru Tribeca

The Tribeca is Subaru's mid-size crossover—a little larger than the automaker's rugged Outback wagon, and as the name hints, a little more urbane in purpose. 

That's the idea, but in reality it's hard to see why to choose the 2012 Subaru Tribeca over the Outback if they're beside one another at the dealership. While at the time of its original launch, or even when it last got a major overhaul, for 2008, the Tribeca was not only larger but more advanced and luxurious than the Outback, but now they're about the same size, and the Tribeca's only key point of differentiation is its third-row seat—which the Outback, and many other crossovers its size do not have.

Updates to the Tribeca in recent model years have been kept to a minimum. In its current iteration, the Subaru Tribeca looks sleek and curvy, but not overtly so, and its styling details—at least on the outside—feel carefully calculated to offend no one. While the exterior of the Tribeca is quite unremarkable, the interior makes more of an impression. The curvy, once-futuristic cockpit-like interior of the original model remains; Its heavy-handed use of matte-metallic-finished plastics also feels very 2005, but its ambient lighting still adds a classy touch.

The 2012 Subaru Tribeca is powered by a 256-horsepower, 3.6-liter flat-six engine, with torque sent to all four wheels via a five-speed automatic transmission and a symmetrical all-wheel-drive system. Performance from the flat-six engine is respectable, but it's not up to par with some of the other strong V-6 crossovers in this class, like the Ford Edge. Gas mileage isn't especially good for this class, with the Tribeca returning 16 mpg in the city and 21 mpg on the highway. But push the Tribeca hard into a corner and you'll find one of the Tribeca's best attributes:  It has good body control and better steering than most other vehicles of this type. Plus, 8.4 inches of ground clearance and standard all-wheel drive can make this all-wheel-drive vehicle pretty impressive in deep snow.

There's nothing particularly noteworthy about the Tribeca's packaging—though it does fit three rows into a manageable footprint that's pretty easy to park. Inside, the second-row bench slides fore and aft and adjusts for rake, so it's easy for adults to get comfortable; but they'll also have to balance precious legroom with the third row. In front, the seats are supportive and actually come with some side bolstering, but some will find the curvature of the dash to cut in on knee space. Otherwise, ride quality is smooth and controlled, with the same standards of refinement as in 3.6R versions of the Legacy and Outback.

We feel confident in saying that the Tribeca is one of the safest picks among mid-size crossovers; it's scored excellent marks in Insurance Institute for Highway Safety's (IIHS) crash tests and was a Top Safety Pick for 2011. For 2012, Subaru has redesigned the head restraints; side-impact airbags for the front seats and side curtain airbags for first- and second-row passengers but not for third-row passengers remain standard. We still do recommend the rearview camera option, though.

The 2012 Tribeca remains offered in Premium, Limited, or Touring trims, with the touring model gaining a moonroof, a navigation system, and a reversing camera, all as standard features. The base Premium is generously equipped, too, with fog lights, 18-inch wheels, power driver and passenger seats, and heated front seats.

The Subaru Tribeca looks, inside and out, like a slightly more upscale take on the family wagon of our day—the mid-size crossover vehicle. That's to say, it's a little sleek and curvy, but not overtly so, and its styling details—at least on the outside—feel carefully calculated to offend no one.

It hasn't always been this way. When the Tribeca was first introduced about five years ago the model had a trend-setting snout, with rounded headlamps and a 'winged' grille inspired by Subaru's aircraft history. Turned out the design was very much love-it-or-hate-it (more the latter), so the Tribeca underwent a major overhaul for 2008, with a more conservative, anonymous front end that shoppers seem to like better.

While the exterior of the Tribeca is quite unremarkable, the interior makes more of an impression. A curvy, overtly futuristic (read, already feeling dated) cockpit-like interior of the original model remains; it's a handsome setup in the details, and its ambient lighting is especially extensive. But some might find a bit too much matte-metallic trim, and away from the instrument panel the interior feels nice but unremarkable.

2012 Honda Fit

The Fit is Honda's entry-level model (and lowest-priced model) in the U.S., and it perhaps comes closest to emulating what the Civic used to be: well-configured, affordable transportation with a fun-to-drive edge.

While the Civic has become somewhat larger, softer, and more anonymous in look and feel over the years, the smaller Fit manages to feel nearly as roomy thanks to its tall, upright body style and still-best-in-class 'Magic Seat' seat-folding arrangement.

Depending on how you see the 2012 Honda Fit—and how you value a voluptuous exterior—you might be turned off somewhat by its obvious preference of function over form. It's difficult to make a super-practical, small, tall hatchback like the Fit look even vaguely sexy, and the tall proportions arguably make it look like a scaled-down minivan in some respects. Inside, the Fit has an airier feel than in some other small cars, with a relatively low (by today's standards) beltline and a vast expanse of dashboard ahead, due to the rakish windshield. 

You won't find impressive performance from the 1.5-liter i-VTEC four-cylinder engine in the 2012 Honda Fit, but provided you don't have a stopwatch in your hand you'll find it quite fun-to-drive with the manual gearbox. A five-speed automatic is also offered and comes with paddle-shifters in Fit Sport trims. And though sheer velocity might not come easy in the Fit, its handling and maneuverability are stellar, with this small hatchback possessing a responsive, tossable feel around town or in tight corners.

The Fit feels just fine at 80 mph, and settled enough for longer-distance highway cruising. Honda claims to have made the Fit even quieter for 2012 with more insulation from road noise.

If you're cross-shopping a lot of small cars, you'll notice that while appointments are simple and sturdy in the Fit, something is very different—in a good way—about its interior packaging. The Fit makes the most out of a small space, for both passengers and cargo--and it feels like Honda has applied some minivan ideas here. There's enough headroom and legroom for two adults—or three kids—in back, and the so-called Magic Seat folds flat by lifting a single lever and pushing the seatback forward, with no need to remove rear headrests in the process. In front the driving position is upright but comfortable, with a good view forward.

The cargo floor is especially low for easy loading, amassing an impressive 20.6 cubic feet of EPA cargo room. In addition, there are two glove compartments (upper and lower), plenty of cup holders (redesigned in the center console for 2012), and many useful storage compartments and cubbies in the center console, dash, and doors—as well as under the back seat.

The Honda Fit has earned respectable safety ratings from the IIHS, although it roof strength score was just 'acceptable.' That said, the 2012 Honda Fit offers an especially strong body structure, along with a long list of safety features including front seat side airbags, full-length side-curtain bags, electronic stability control, and anti-lock brakes.

The 2012 Honda Fit includes plenty of features and option possibilities and manages to buck the stripped-down small-car stereotype in this respect. Both the Fit and Fit Sport models include a pretty generous list of features, and for 2012, equipment on the Fit Sport has been bolstered, with additional dash trim, steering-wheel audio controls, and upgraded seat fabric. Air conditioning; power windows, locks, and mirrors; cruise control; keyless entry; a USB input; and an MP3-compatible CD sound system are included with the base Fit. The Fit Sport gets larger 16-inch alloy wheels, cruise control, keyless entry, a security system, and USB connectivity for the sound system, along with sporty cues throughout. Offered only on Fit Sport models is a package adding the navigation system. The navigation system now includes Bluetooth hands-free connectivity and streaming audio, but that's unfortunately the only way to get it.

2012 GMC Terrain

New in 2011, the GMC Terrain comes back for the 2012 model year with minor changes, mostly to its infotainment systems. 

The Terrain is the junior member of the GMC family, the smaller of its two crossovers (the Acadia is the other). A close relative of the Chevrolet Equinox, the Terrain shares most of the Chevy's good points, including tidy proportions, a relatively roomy interior, and a list of thoughtful features for people and cargo. Front-wheel drive is standard, with all-wheel drive an option, and the Terrain gets up to 32 mpg on the EPA highway cycle, making it a great choice in a field that includes the Ford Edge, the Honda CR-V and the Toyota Venza. 

The Terrain's a standout in styling, but it could dial down its extremely aggressive look. Chunky, large fenders flare out in an overly exaggerated way around the wheel wells, and they give the Terrain a look that's part Tonka, part novelty. The upright stance and the tall, broad grille are more traditionally GMC, and probably enough of a distinction by themselves, from the softer-looking Equinox. The Terrain's cabin is much more conventionally styled--it's more soft and carlike, with just the right amount of blocky detail and metallic trim, more in tune with the tasteful cabin of the larger Acadia.

Both powertrains available in the Terrain are shared with the Equinox, right down to their great gas-mileage ratings. On base vehicles, there's a 2.4-liter four-cylinder engine with direct injection, making 182 hp. Upscale versions have a 264-hp, 3.0-liter direct-injected V-6. Both are teamed to six-speed automatic, which in our experience could use some more refinement in its shift points and in the gear swaps themselves. Dig deep into the four-cylinder, and you'll probably find it has plenty of power for almost every need; we think the V-6 is only necessary if you're always filling all the Terrain's seats, or maxing out the six-cylinder's 3500-pound towing capacity.

Without a third-row seat, the Terrain might strike some family shoppers as less useful, but we've found the Terrain quite comfortable, even for four adults. GM has carved out good space inside a tidy package, and fitted the Terrain with very comfortable front bucket seats and a rear bench with enough support.The rear seat slides over an eight-inch span so passengers or cargo can get higher priority, and the seats fold to boost storage up to 31.6 cubic feet. However, the Terrain's cargo floor is high for its class, and the seats don't fold completely flat. All versions have a big, deep glove box, a storage bin over the center stack of controls, and an armrest storage bin deep enough to hold a small laptop. Wind and powertrain noise are admirably low in the six-cylinder models, but four-cylinders have noticeable drivetrain whirs and ticks--one of the classic soundtracks to today's direct-injection engines is a ticking as fuel is delivered, and it's pretty evident here, though the four-cylinder gets a noise-cancellation system that's meant to cut down on perceived cabin noise.

Excellent safety scores are part of the Terrain profile. The NHTSA gives it four stars overall, while the IIHS calls it a Top Safety Pick. Along with curtain airbags and stability control, a rearview camera is standard--and necessary, since the Terrain's styling creates big blind spots.

All Terrains come with standard climate control; AM/FM/XM/CD sound with a USB port for media players; keyless entry; a power driver seat; and ambient lighting. Newly standard is a touchscreen-driven audio system that will also be able to connect music apps on smartphones to the car's audio system, enabling Bluetooth voice control and streaming music from sources like Pandora. Options include remote start; Bluetooth; a rear-seat DVD entertainment system; and a navigation system with hard-drive map and music storage.

2012 Lexus HS 250h

The 2012 Lexus HS 250h hasn't exactly set the sales charts on fire, and with the arrival of the Lincoln MKZ Hybrid last year, it lost its title as the luxury hybrid sedan with the highest gas mileage. Introduced as a 2010 model, it uses some parts from the iconic Toyota Prius hybrid, along with a larger 2.4-liter four-cylinder engine and hybrid system like the one used in the Toyota Camry Hybrid. It has relatively less in common, though, with the newer Lexus CT 200h luxury hybrid hatchback, which is slightly smaller inside.

The blunt nose and cab-forward body give the HS 250h distinctive silhouette, but it's nowhere near as sleek as other Lexus sedans. Size-wise, the HS 250h is larger than the Mercedes-Benz C-Class and the Lexus IS, the compact Lexus sport sedan, though it's about six inches shorter than the softer Lexus ES sedan.

Inside, the instrument panel has a futuristic design with a center stack that's wedged outward, containing the audio, climate, and infotainment controls. If the optional navigation system is included, its screen pops up from the center of the dash. It's controlled with the Lexus Remote Touch mouse controller on the console, which is more intuitive and simpler than many of the screen-controls systems in other luxury brands--though it does require the driver to focus on the screen, rather than the road, for a long time.

The 147-horsepower, 2.4-liter Atkinson Cycle four-cylinder engine is paired with Toyota's Hybrid Synergy Drive system, which uses a pair of electric motor-generators that can run the car on electric power alone at low speeds. They also add supplemental torque to the engine, and recharge the nickel-metal-hydride battery pack on engine overrun and regenerative braking. Maximum power between the engine and drive motor is 187 hp. While the HS 250h isn't slow, it's not tuned for a sporty performance feel. The "power" mode makes it perkier (and the "eco" mode takes it close to sluggishness). It accelerates well in the critical 20 to 60 mph range, and accelerates from 0 to 60 mph in 8.4 seconds--quicker than the Prius, despite a weight penalty of 600 pounds.

The EPA rates the 2012 Lexus HS 250h at a combined 35 miles per gallon, one-third lower than the stellar 50-mpg figure of the Toyota Prius, but certainly better than the mid- to high 20s of most small luxury sedans--including both the Lexus IS and ES. It's also lower than the combined 42-mpg of the smaller CT 200h, which is more rewarding to drive as well.

The handling of the HS is safe but not particularly inspiring. The car leans a lot on cornering, a penalty of its soft suspension, and the nose dives on braking as well. The electric power steering is quick and fairly well weighted, but ordering the Touring Package is the best way to make the Lexus HS enjoyable to toss around. It includes sport-tuned suspension and larger 18-inch alloy wheels. Brakes are a high point of the HS, with none of the touchiness or non-linear action found in hybrids from makers with less experience than Toyota in blending regeneration and friction braking.

Despite the tall cowl, the HS 250h is slightly short on headroom in front and very short in the back. The front seats are mounted high, and can't be lowered enough to make tall drivers comfortable. In addition, the sharp edge of the center stack is uncomfortably close to the driver's right knee. In the rear, the HS feels more cramped than a Camry and even a Corolla. Three adults isn't really a possibility for the rear seat. Interior materials are luxury, and the mix of optional leather and the many electronic features conveys an upscale impression, though not quite one of outright luxury.

Noise is well suppressed inside the car, with an acoustic windshield and three-layer seals on the doors isolating occupants from whatever nastiness is occurring outside the HS. The downside of this, though, is that the engine is remarkably obtrusive when revved hard--when you need power for a passing maneuver, perhaps. It simply shouldn't be that loud in any car from a luxury marque with the word "perfection" in its slogan.

Standard features on the 2012 Lexus HS 250h are appropriate to a near-luxury small sedan, but the list of options is long, and lavish on the technology side. Lexus says the all-LED headlamps were a segment first, and they can be paired with Adaptive Front Lighting, Intelligent High-Beam, and headlamp washers. Other available offerings including dynamic radar cruise control, both front and rear views on the monitor, a new heads-up display (which works quite well), and the Intuitive Park Assist system. There's also a lane-keeping assistance feature that first warns drivers when they start to stray out of their lane, and then applies correction to the steering to guide the car back between the lines.

As you might expect on a Lexus, the 330-Watt Mark Levinson audio system sounds fine. Connectivity is provided via Bluetooth and a USB port, a 12-Volt power outlet is standard, and SiriusXM satellite radio can be ordered as well.

2012 Cadillac CTS

It took a generation, but today's Cadillac CTS can truly bill itself as "world-class." When it bowed in 2003, the entry-level Caddy lacked a certain refinement in styling and materials--not to mention the coupes, wagons, and super-sport derivatives that Audi, BMW, Mercedes, even Lexus already had on tap.

Since it emerged in 2008, the second-generation CTS has pitched Cadillac, at long last, into the heated battle waged between the likes of the BMW 3-Series, Mercedes-Benz C-Class, Audi A4, even the Infiniti G37 and Lexus IS. A truly sporty sedan, it now counts Coupe and Wagon models along with its Sedan stock and trade--and has a world-beating CTS-V lineup as its trump card.

Of all these cars, the CTS may be the most distinctive, and most attractive. It's flashy, yes, but the Cadillac Art & Science theme doesn't suffer from the me-too syndrome that endangers some of the cars in this class. There's no way you'd mistake its edgy, bladelike fenders and sparing use of chrome for anything but American, and those are just the big themes. Some details are mesmerizing, like the upswept headlamps on all versions, or the V-taper on the rear ends of the coupe and wagon. Of all the versions the Wagon is the most arresting--and that's an accomplishment. Every CTS shares an interior that's a great leap ahead for GM, if still a little cluttered and glitzy. Sharply delineated, with some functions and controls scattered around, subservient to the look, the CTS' cabin pretty much flips off the German less-is-more ethos, and goes for pure dazzle. It gets the contours right, but some of the plastic pieces still stand out a little too easily from the otherwise high level of trim quality. To be fair, that's more common across the luxury board these days.

Two engines, a choice of manual or paddle-shifted automatic transmissions, and an option for all-wheel drive allow drivers to configure their CTS in some interesting ways. Price is the reason to stick with the base 3.0-liter, 270-horsepower V-6 with direct injection, in sedans or wagons. It's smooth, relatively quiet, and puts out reasonably brisk performance. All coupes and other wagons and sedans get a revamped version of GM's 3.6-liter direct-injected six-cylinder this year; we haven't driven it yet, but the 318-hp six is sure to be our preference, with its 48-hp advantage over the base engine, and its close specs to the outgoing engine. Definitely give a pass to the balky manual six-speed transmission: it's only offered on base coupes and sedans, and in any case, GM's GM's six-speed automatic, with paddle shifters and sweet gear changes, is a better companion for sporty driving, anyway. All body styles have an option for all-wheel drive, and it extracts the usual weight and gas-mileage penalty--but makes the CTS more usable in the northern tier.

We've driven most of the available combinations of drivetrains, and in all, the CTS has some common traits, no matter how it's configured. Steering is a highlight, even crisper when a sport package with summer tires is added--the "FE3" setup on rear-drive models. Ride quality is well-controlled on sedans and especially on wagons, while the stubby coupe can feel a tad more busy. In the grander scheme, the CTS has finally hit its intended targets for ride and handling, just as Infiniti's done with the G37 lineup. All CTS vehicles are rated at 18/27 mpg except for the AWD sedans and wagons, which earn 18/26-mpg ratings, and manual rear-drive coupes, which are rated at 17/25 mpg.

Performance is very good, but like other cars in this segment, the CTS could use some more elbow room. The cabin is comfortable but snug, though the Wagon's longer rear door openings make it more useful, as does the extra 25 cubic feet of passenger space. The wagon also lets owners flip down the rear seats for a total of 53.4 cubic feet of room. The coupe doesn't lose much legroom compared to the sedan, but it's noticeably cramped, especially in rear-seat headroom. On all versions, sport sedans are inferior to the base ones, and have an odd concave padding down the middle of their cushions. There's a base "leatherette" upholstery, but most cars you'll see on lots will be outfitted with a fine grade of leather.

All CTSs are loaded--it's really just a matter of how loaded, and which tech and audio upgrades are specified. The sedan comes with power doors, locks, and mirrors; cruise control; automatic dual-zone climate control; a power driver seat; a tilt and telescoping steering wheel; an AM/FM/CD/XM audio system with auxiliary jack; an air filtration system; and automatic headlamps. The Sport Wagon adds a power tailgate to that list. The major options include a panoramic sunroof; a particularly advanced, easy-to-use entertainment system with hard-drive music storage and memory to hold radio broad-casts; a navigation system with real-time traffic; ventilated seats; a pet cover for the wagon's cargo hold; and 18- or 19-inch wheels and tires, to go with different suspension packages and all-weather or summer tires. For the 2012 model year, Bluetooth is standard across the board.

2012 Hyundai Veracruz

The 2012 Hyundai Veracruz is conservative to a fault. It lacks the pizazz of a seven-seat Ford Flex or the hybrid aura of a Toyota Highlander. Instead, it executes the basics of family vehicles very well, with ample room and good safety scores occasionally tempered by its lower gas mileage and cargo space.

Anonymous but handsome still, the Veracruz doesn't resort to the kinds of folds and creases that have turned some big crossovers into caricatures. It's simply a good-looking vehicle, relatively unadorned by details like the Chevy Traverse, but without the upscale ritz of a Buick Enclave. Hyundai says the inspiration was the Lexus RX, and that vehicle's sleek and flowing shape are smoothed out even more here--a complete departure from the Sonata, Accent and Veloster, Hyundai's latest styling efforts. It's more adventurously, slightly, inside, where attractive soft-touch finishes lift it above the dreary plastics found inside a Honda Pilot, for example. It's a flowing, curvaceous design without too many ergonomic foibles and no miscues.

A single powertrain drives the Veracruz. it's a 3.8-liter V-6 with 260 horsepower and 257 pound-feet of torque, teamed up with a six-speed automatic. Performance is adequate, not blistering, thanks to the Veracruz' chunky 4300-pound curb weight. It doesn't step off the line smartly, but once it's up to speed, the drivetrain keeps up with highway cruising pretty well. The transmission needs improvement: in our most recent drives, the automatic hesitated to downshift and had a lumpy shift quality not common with Hyundai's newer efforts. Even in manual mode, it won't allow redline shifts.

Softer handling is the Veracruz's defining trait compared with some of the big sellers in the class. Steering is light and doesn't have much feedback in corners. Body roll is plentiful, but that translates into a plush ride quality that's one of the Veracruz' best features. Slightly smaller than other seven-seat crossovers, the Veracruz can feel easier to maneuver and to park. All-wheel drive is an option, but the weight penalty and dip in gas mileage (to 16/21 mpg) means it's better left to those who live in four-season climates and really need it.

The Veracruz is spacious in the first two rows of seats, and adults will have enough room in the front four positions, with space in the second-row bench for a smaller person. The third-row seat isn't quite big enough for fully grown humans, though, in proportion with the rest of the Veracruz' body. Cargo space suffers from that too; the curvy rear end cuts into rear-end space that's a snap to tap in a Flex.

Safety scores are available from the IIHS, which gives the Veracruz "good" scores for front- and side-impact protection. The NHTSA hasn't re-tested it since a formula change in the 2011 model year, though. Curtain airbags and stability control are standard, but to get a rearview camera or Bluetooth, you'll have to order them as options. Blind-spot monitors and other more exotic tech innovations are not offered.

All Veracruz crossovers come with power windows, locks and mirrors; air conditioning; an AM/FM/CD player; tilt/telescoping steering; and a power driver seat. Major options include a sunroof; a CD changer; 18-inch wheels; and a power tailgate. A new feature this year is an Alpine audio system with satellite and HD radio, streaming radio via Pandora and Bluetooth, a rearview camera, DVD playback and touchscreen navigation--but it's only available on the Limited model.

2012 Chevrolet Silverado 1500

The Chevrolet Silverado lineup spans a huge swath of the full-size pickup market, from sport trucks to hybrids to heavy-duty models. For 2012, it hasn't changed much, but it still stacks up well against newer trucks like the Ford F-150, Ram 1500, and its close kith and kin, the GMC Sierra 1500.

Chevy's full-size trucks come in a form to suit nearly every possible kind of truck user, from exurban hipsters to urban construction crew chieftans. Shoppers can opt into one of three body styles, and one of two interior designs; from among four gas engines and two automatic transmissions, or one gas-electric drivetrain; and from bed lengths ranging from the smallest 5'-8" bed on Crew Cabs and Hybrids, to the 6-6" bed on all versions save for the Hybrid, to the 8' bed offered on all versions except the Hybrid.

The Silverado's styling remains safe and a little plain, when compared to the Ram or Toyota trucks. It's one of the oldest designs on the block and it shows in its less obvious looks. That's not to say it's not handsome--Chevy's trucks have a way of looking good for decades and we suspect today's Silverado is on its way to the same distinction. The interior's unique in that it comes either with a console and more upscale trim, or as a more basic design without the console and without the woodgrain trim, both handsome and organized thoughtfully. No matter how you cut across the lineup, the Silverado look seems to be aging well.

No longer economy or horsepower leaders, the drivetrains offered in the Silverado still are competitive after a few years on the market. The range of engines includes a 195-horsepower, 4.3-liter V-6 that we'd only recommend to fleet buyers. Among the V-8s, there's a flex-fuel, 302-hp 4.8-liter V-8 in some of the less expensive models; a flex-fuel 5.3-liter V-8 with 315 hp in more mainstream versions, and outfitted with cylinder deactivation for improved fuel economy in XFE models; and at the top of the range, a 6.2-liter, 403-hp, flex-fuel V-8 in the Silverado LTZ. A four-speed automatic is fitted to base V-6 and base V-8 versions, while all other models except for the hybrid have a six-speed automatic that shifts smoothly and quietly, and helps keep those gas-mileage numbers in the ballpark of Ford's higher-mpg lineup. The 5.3-liter is our choice of the gas-only Silverados: it has ample power for almost every need, and comes with only a slight gas-mileage penalty over the basic V-6.

The Silverado Hybrid is quite different from the stock-and-trade Chevy truck, thanks to a two-mode hybrid powertrain that pairs an aluminum-alloy 6.0-liter V-8 with cylinder deactivation and variable valve timing, to an electrically variable transmission (EVT) with four fixed-ratio gears and two electric motor/generators, as well as a nickel-metal-hydride 300-volt battery pack. All together, these pieces combine to produce 332 horsepower and 367 pound-feet of torque, to a net EPA gas-mileage rating of 20 mpg city, 23 mpg highway. The Hybrid's performance isn't radically different from the gas-engined versions, save for the for the exceptionally smooth and quiet operation of the hybrid drivetrain, which runs on electricity alone up to 27 mph. Regenerative braking helps recapture some energy to charge the batteries. Despite its extra heft, the Silverado Hybrid can tow 6,100 pounds with 2WD, or 5,900 pounds with automatic dual-range four-wheel drive.

Across the lineup, the Silverado has some of the best straight-line performance in the class, though the pack has gotten significantly more competitive with Ford's new 5.0-liter V-8 and Toyota's improved V-8s. The Silverado maxes out at 10,700 pounds of towing capacity--and yet, it's still one of the easiest full-size pickups to drive, thanks to communicative steering and good to fair ride quality, which gets noticeably stiffer with four-wheel-drive models.

The Silverado's cabin doesn't meet the flexible Ram 1500 head-on with nifty features, and its cabin has some foibles that you won't find in the F-150 or Tundra, either. Front space is ample, and though the bucket seats could be more supportive for longer trips, we'd still opt for them over the flat front bench for personal use. On Crew Cab Silverados, the rear seat is placed high, stadium-style, and is split 60/40 so it can be folded down for more carrying space, but the rear seatback is nearly vertical, making it uncomfortable for longer trips. The rear access doors on extended-cab models open 170 degrees, for easier loading of small items like a toolbox or a properly folded tent. Throughout the Silverado range, a hushed and refined cabin is standard, with less wind noise and tighter build quality than some of the other full-size trucks in the class.

The Silverado's chief selling point still is its flexible order sheet. With its perennial appeal to work users, the Silverado comes in a staggering array of configurations and build combinations. Stripped-down work versions sticker in the low-$20,000 range, while loaded Hybrid models are priced near $50,000. Standard equipment even includes cruise control, while the options list counts leather upholstery, a new hard-drive navigation system, Bluetooth and USB connections for cell phones, and GM's OnStar telematics system, for everything from directions to emergency services.

2012 Subaru Impreza WRX - STI

While the pedestrian Subaru Impreza sedan and hatchback were thoroughly updated for 2012, the hot-rod Impreza WRX and STI models soldier on with the older and proven body style for another year. Both were restyled last year, with more aggressive styling and substantial suspension and running gear changes, so they're far from outdated.

The 2011 wide-body look includes bulging fenders front and rear, a brawny lower-body look, a macho grille and front-end treatment, and four exhaust tips coming out the back. The new wide-fender styling benefits the four-door sedan most, removing its slab-sided economy-car aspect, whereas the five-door hatchback was always sportier looking. Inside, the trim and upholstery, instrument clusters, and even the audio systems were updated to match.

Both the WRX and STI are offered in either body style. The differences between the two models, though, belie their similar appearances even though they're only apparent once you get behind the wheel.

The 2012 WRX continues with the 265-hp, 2.5-liter horizontally opposed engine, mated to a five-speed manual transmission and Subaru's characteristic all-wheel drive. The STI comes with an even beefier turbocharged flat four, putting out 305 hp, and powering the all-wheel drive through a six-speed manual. Nope, no automatics in the lineup. If you want an automatic, you may not be a suitable WRX or STI buyer. Sorry.

The two engines are only 40 hp apart, but they're tuned quite differently. The WRX is more tractable in all-round usage, with smooth torque coming on fully 1000 rpm lower than its big brother. The slightly larger gaps between each of its five gears makes it feel more flexible, docile even, though in the end less aggressive than the STI.

The STI is jaw-droppingly quick, but can feel flat at low revs until the driver floors it. Once that happens, the engine begins a rising howl and the car rockets forward in a frenzy of acceleration and engine noise. An SI-Drive controller giving the driver the choice of three different tunes--Intelligent (I), Sport (S), or Sport Sharp (S#)--is limited to the STI model. Along with that level of control come stiffer springs, bushings, and stabilizer bars.

A center console switch offers no fewer than six settings to control the lockup behavior of the central differential, and a Super Sport ABS system controls each rear wheel individual to reduce understeer. There's even a "traction" mode in the stability control system, really only meant for track use, that brakes for stability but doesn't cut the throttle at the same time (the system can also be turned off entirely). Larger Brembo performance brakes haul everything down to normal speeds again.

The simpler WRX has fewer of these systems, but is still just as fun to drive--and perhaps easier for mere mortals. With experience, drivers know to blip the throttle while braking, drop a gear, and simply accelerate out of the turn with all four wheels pulling you forward. You can even learn how to make the car induce a little four-wheel slide, very neutral and easily controlled. Both the STI and WRX ride surprisingly well, soaking up ruts, potholes, and other bumps with confidence. And despite their power, the cabin is remarkably quiet inside, though Subaru's traditional weak spot--side mirror noise--is present.

The racing-style bucket seats hold the driver and front passenger firmly in place, but the fixed headrests project forward at an uncomfortable angle.The STI models get fancier black Alcantara trim and upholstery with red stitching, front and rear, though the rear seats remain the standard-issue item from the regular Impreza. Rear-seat space is remarkable for a compact car, with oceans of headroom even for those with tall torsos. From behind the wheel, the instruments are clear--dominated by the central tachometer--and thankfully are for adults, without boy-racer graphics or odd background lighting.

Years ago, the Subaru STI was an economy car with a remarkable engine, all-wheel drive, and handling. Its interior was basic, and it was meant for serious drivers who could put up with some crudeness and a lack of features. Today, WRX buyers would like some of the STI's features, and STI buyers may be eyingBMWs or even Porsches in comparison. So Subaru has added options like leather upholstery and a moonroof, satellite radio, and other quasi-luxury features. Increasingly, these set it apart from its arch-rival, the Mitsubishi Ralliart and Evolution models.