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.

2012 Suzuki Kizashi - Review

The Suzuki Kizashi is one of the best compact sedans on the market. But as it is, many shoppers might not even think to put it on their list of prospective models. That's because Suzuki—and Suzuki dealerships—simply haven't made much of a name for themselves in the U.S. market. If you can see past that lack of brand cachet, the Kizashi shines as a premium, sport-flavored alternative to the likes of the Volkswagen Jetta or Chevrolet Cruze. 

Even a couple of years after its debut, the Kizashi remains one of the better-looking sedans. It's more than a foot shorter than most mid-size sedans, but on the upper edge of what would be considered a compact, and the Kizashi strikes some great proportions, combining a rather traditional sedan profile with a dressed-up look and sportier stance. Inside, the Kizashi is feels a class above most other value-conscious four-cylinder compact or mid-size models, with a little bit of sports-car swoopiness in the two-tier instrument panel design, a large, hooded gauge cluster, and just a tiny touch of chrome to punctuate the look but not overwhelm. The sporty, upscale look and feel is enhanced by well-bolstered sport seats and quality coarse cloth or ventilated-leather upholstery. 

A gutsy 185-horsepower, 2.4-liter four-cylinder engine moves the Kizashi plenty quick, and provides spirited performance either with the available continuously variable automatic transmission (CVT) or standard six-speed manual. With the CVT, the Kizashi comes either with front-wheel drive or the new i-AWD system, which is configured for enhanced cornering and managed via the stability control system; but of the combinations, our favorite remains the front-wheel-drive Sport model with the manual gearbox. Overall, though the Kizashi feels athletic, and excellent suspension tuning, body control, and grip give it a nimble, tossable feel. Brakes employ Akebono performance calipers, and they feel strong but a little touchy.

Gas mileage for this powertrain is one weakness; EPA ratings aren't that impressive, though ranging from 20 to 23 mpg in the city and 29 to 31 mpg on the highway.

Those who think of some compact models as a little too small but don't want the sacrifice in maneuverability that comes with a mid-size car will appreciate the Kizashi's 'just-right' size. Suzuki hasn't accomplished any magic with interior space here, though; the Kizashi is more of a compact sedan than a mid-size one on the outside, and the same rings true inside. But nice, supportive bucket seats provide a great driving position and plenty of support for taller folks. The Kizashi doesn't have a lot of space In the back seat, but you'll definitely be able to accommodate a couple of adults back there for a drive out for lunch.

The Kizashi really shines in the details. Throughout the interior, materials feel a bit different than most other models in this class, with nicely grained plastics plus soft-touch and padded surfaces in most of the places you'd brush against. Ride quality is on the firm side, but you'll never feel rattled; it also damps out road noise surprisingly well considering that it favors sportiness over outright comfort.

Federal crash-test scores still haven't been given to the Kizashi, but the IIHS rates it 'good' in all but its roof-strength test ('acceptable' there). Eight airbags are standard, including rear side bags, which still aren't common in this class.

The 2012 Suzuki Kizashi continues to put its best foot forward in terms of features for the money. Even when optioned with that, a loaded Kizashi SLS Sport still totals well under $30k. Suzuki typically offers few if any options on its U.S. vehicles, instead including a strong list of standard features, and the Kizashi takes that to a new level with all Kizashi's including keyless entry and dual-zone climate control. GTS Sport and SLS Sport step up to a lowered suspension that rides 10 mm lower (but not really any harsher) than the base setup; a bolder, lightweight wheel design; a trunk spoiler; body sill extensions; a more aggressive front fascia; and a bolder, 'aero' look. Sport models also get snug, leather-trimmed sport seats with contrast stitching, plus a number of other extras. A navigation system is available as a relatively low-cost option and includes a rear camera system, real-time traffic, and iPod controls.

2012 Toyota 4Runner - Review

In the 1990s and even earlier last decade, the Toyota 4Runner occupied a place in the market that was very much mainstream. But as most families shoppers moved over to safer, more comfortable, and more efficient car-based designs (like Toyota's own Highlander), Toyota kept the 4Runner tough and very much a truck—relegating it to niche status.

For 2012, the 4Runner enters its third year since a complete redesign (for 2010) that again kept its toughness intact, and placed an even greater emphasis on off-road ability. Styling remains unchanged; with that redesign, the 4Runner became higher, chunkier, and more rugged, with a higher beltline and more flared wheel wells. While inheriting some of the imposing appearance from the Sequoia and Tundra full-size trucks, the 4Runner sticks to more of a conservative, traditional SUV look toward the rear, with a wide, downward-sloping C-pillar looking to past generations of the 4Runner.

Overall, the 2012 Toyota 4Runner drives much better—and more athletically—than its trail-crawling appearance might suggest. Steering feel and maneuverability are unexpected delights in the 4Runner; at low speeds especially, the 4Runner handles with better precision and control than you might expect from such a big, heavy model, and visibility isn't bad. But you'll be reminded you're in a tall vehicle with soft sidewalls and a safe suspension calibration if you attack corners too quickly.

A 4.0-liter V-6 engine, makes 270 horsepower and 278 pound-feet of torque, and feels plenty quick either off the line or at highway speeds. V-6 SR5 models are offered either with rear-wheel drive or a part-time four-wheel-drive system, while Trail models are only offered with that 4WD system. Limited models get a separate full-time four-wheel-drive system that's more road-oriented.

In Trail grade (the off-road model), the 4Runner includes a host of electronics and systems meant to complement the sturdy off-road hardware. Base models can be a little pitchy on rough pavement, but Limited models get yet another setup: a so-called X-REAS system with electronically adjusting dampers, geared for flatter cornering and pavement surfaces. The Kinetic Dynamic Suspension System (KDSS) that's optional in the Trail model uses hydraulics to reduce motions on-road or increase off-road traction and riding comfort, with more wheel travel in that situation.

You won't find the 4Runner to be quite as roomy inside as less trucklike options such as the Honda Pilot or Ford Flex, but it's up to par in comfort for the first two rows of seating. Front seats are wide and supportive—they look and feel great with the available perforated leather upholstery—and the driving position is excellent. In the second row, which adjusts for rake, adult-sized occupants will also feel at home. The third row is only good for kids—and hard to get to.

But as decent as the 4Runner is for passengers, it's disappointing for cargo and overall versatility. The flip-forward folding third row is easy enough to use, but the body is rather narrow and the cargo floor is quite high.

The way the 4Runner's controls are arranged—and the feel of them—is a highlight of its interior. Off-road-focused controls are located in an overhead console, keeping the center stack of controls straightforward and accessible, with large buttons and knobs that have a great tactile feel. A secondary display sits atop the center stack, and redundant steering wheel controls access audio and Bluetooth functions. The instrument panel and door trim build on the fundamentals seen in the Tundra pickup and Sequoia SUV, but with better attention to detail. It's macho and utilitarian, but the chunky center stack and easy-to-read gauge cluster highlight a macho, utilitarian look and common-sense simplicity.

All 4Runners also come with eight standard airbags, including front side bags, side-curtain bags for the second and third rows, and front knee bags for the driver and passenger. Some include a small screen built into the rearview mirror that provides a fish-eye camera view backward for parking assistance. Safety Connect, a system that's similar to General Motors' OnStar, is available. About the only safety blemish is an only 'acceptable' IIHS roof strength score.

Base 4Runner SR5 models start just below $30k and actually include a good level of equipment; but the off-road purists who also sometimes need to haul the family will want the Trail model, which includes all the off-road goodies plus upgraded audio, a USB port, iPod connectivity, and Bluetooth audio streaming. Top Limited models step up to 15-speaker JBL premium sound, with a Party Mode that biases output to the rear tailgate speakers. Paired with the optional pull-out rear cargo deck, it's an instant tailgate party. 

New to the Limited for 2012 (and optional on other models), the 4Runner gets redesigned audio systems, plus Toyota's Entune services and HD Radio with iTunes tagging.

2012 Toyota RAV4 - Review

Of all the modern compact crossover models for 2012, the Toyota RAV4 remains one of the better picks its size for daily family-hauling needs. But looking at its conservative, traditional, faux-rugged SUV appearance, you might not expect that at all.

That's because the RAV4's design is an odd conglomeration of what SUVs were and where they're going, in terms of both style and layout; the design—with the spare tire hanging on a side-opening hatch—seemed a little confused when this generation was first launched for 2006. While the interior layout and roofline are along the same lines as those of fresh crossover designs, most of the RAV4 lineup also still bows to the most rugged SUV designs that were popular a decade or more ago—including that spare tire.

Although the RAV4 doesn't seem modern in appearance, it's fully up to class rivals in performance. The base 179-horsepower, 2.5-liter four-cylinder engine is smooth, responsive, and has enough power to keep most drivers happy, while a 269-hp, 3.5-liter V-6 remains optional; as such, it has the ability to sprint with hot-rod-like authority or pull off astonishingly quick passes. All RAV4 models come with an automatic transmission—four-speed with the four-cylinder, five-speed with the V-6. In either case, the RAV4 is offered with either front- or four-wheel drive. The optional AWD system uses electronic control to send power rearward when slippage in front is detected, and offers a true 50/50 fixed power split with a 4WD Lock mode.

For such a tall, soft-riding vehicle, the 2012 Toyota RAV4 handles surprisingly well, yet its ride is by no means harsh. The interior of the 2010 Toyota RAV4 features an attractive two-tier instrument panel, good seats, a nice upright driving position, and plenty of storage spaces. 

The RAV4 teeters between compact and mid-size, but in any case, it's one of the few vehicles of its stature to offer a third-row seat. The third row officially expands the RAV4's capacity to seven, but you certainly won't have much luck trying to get adults to ride in the RAV4's third row. For that, you'll need to move up to the larger Highlander. But the seat design doesn't eat up much if any cargo space; when they're not occupied by children, they stow nicely in a recessed area of the cargo floor. Small third row seats and cheapish interior materials are about all there is not to like inside. Otherwise, well designed seating, good seating comfort, and top-notch assembly quality, along with a tight, quiet cabin, the RAV4 has covers all the bases.

Three different trims of the 2012 Toyota RAV4 are offered—each with a choice of the four or V-6—so families are covered in seeking a RAV4 that's right, ranging from basic and fuel-efficient to luxurious or sporty and powerful. The base model includes a Lexus-like electroluminescent instrument panel, remote keyless entry, a tilt/telescoping steering wheel, power mirrors, three 12-volt outlets, ten cup holders, and cruise control. The top Limited model can be optioned like a luxury model, with leather seating areas, heated front seats, and the SUV-requisite rear seat DVD entertainment system to keep the kids entertained.

For 2012, sound systems have been completely revamped, and all models now include Bluetooth hands-free connectivity. With the new Display Audio systems, Bluetooth music streaming is also included, while in Limited models HD Radio with iTunes tagging, text-to-voice capability, and XM satellite radio are added. Also wrapped in is Toyota's Entune suite of services, with a range of data services and apps like Pandora streaming.

If you choose the right model, you can do without the external spare; a Sport Appearance Package remains available, creating a more carlike silhouette by deleting it. Just that one change, combined with some other minor changes, make the RAV4 look much more like the crossover wagon it is.

2012 Mercedes-Benz E Class - Review

Mercedes-Benz's E Class lineup is no longer comprised only of sedans, and maybe a wagon. It's now a full family of models--with four body styles, including Coupe and Convertible models, in addition to scorching E63 AMG  Sedan and Wagon models.

Among all of these E Class variants is a design presence that's unmistakably German, with more aggressively worked sheetmetal and some crisper cues on the outside, made good with an interior that, for the most part, brings back the fine materials and trims--plus the stout, tight feel--that had previously brought luxury shoppers in droves.

The most popular models in the E Class lineup pack new powertrains under the hood for 2012, while the entire model line otherwise gets a set of relatively minor changes. Base E350 models include a completely new 3.5-liter direct-injection V-6, making 302 horsepower, while E550 models get a new 4.6-liter direct-injection V-8 that makes 402 horsepower. A 210-horsepower, 3.0-liter turbo-diesel V-6 is included in BlueTec models. And at the top of the line, performance-oriented E63 AMG models get a 518-hp, 5.5-liter biturbo V-8 built by in-house tuner AMG. 4Matic all-wheel drive is also optional on much of the Sedan range (E350 and E550 models), and later in model year 2012 it's offered in Coupes for the first time.

The base V-6 in the E350 is much-improved in terms of smoothness, and regardless of the model or engine chosen, however, the E-Class range rewards the driver with adjustable suspension settings, a responsive seven-speed automatic, and improved, yet still comfortable, driving dynamics. The E63 AMG kicks the whole show up a notch, with 518 horsepower from its 6.3-liter V-8 engine, and reworked AMG-tuned suspension.

Interior space was improved with the latest E Class redesign, a couple of years ago, with better back-seat space than before. Wagon models have even more versatility, with fold-down seats, an open cargo space, and two temporary-duty, rear-facing third-row seats. Wagons also get a new power tailgate. Across the line, build quality is tight, materials selection is mostly excellent, and quietness is a strength.

The E Class family offers an impressive number of above-and-beyond active-safety features--many of them optional--to detect driver drowsiness, monitor blind spots, control high beams automatically, maintain a set following distance, and help keep you in your lane. And two of the body styles have earned Top Safety Pick status from the IIHS.

Sedans are offered in Luxury or Sport guise--a matter of appearance and taste, really. Luxury upgrades include voice-controlled navigation; Sirius and HD Radio; rearview camera; heated seats; numerous electronic safety assists; massaging seats; Bluetooth; an upgraded, 610-watt audio system; and much more.

2012 Toyota Camry - Review

Toyota has given its lineup of best-selling Camry sedans a full redesign for 2012, but at first look you might not even know it. Nearly everything—every piece of sheetmetal, every element of the Camry's underbody structure, the suspension, and all the interior components—is different in the 2012, with only some engines and transmissions carried over. Instead of trying to make the new car radically different, Toyota essentially took a look at the existing car and asked how it could redesign nearly every component to make a better end result for core values like comfort and safety.

The Camry's new design (yes again, it's really new) definitely skews toward pragmatism at every possible opportunity. Corners are a little boxier this time, for aerodynamic reasons; front A-pillars are narrower (yet stronger) for better visibility; and the roofline has been tucked up and back just a tad for rear headroom.

Besides, the Camry has never been one for sex appeal. It's been such a strong seller for its combination of soft ride and roomy interior appointments, and for its strong value for the money, reliability, resale value, and other very sensible factors.

In most of those respects, the 2012 Toyota Camry is even better. Overall, the Camry rides and drives in a more refined, responsive way, and the package and features have been much improved. Thanks to some very significant weight savings, the base four-cylinder Camry performs better than ever, while the V-6 fills a niche for those wanting a particularly strong, refined (yet still budget-priced) sedan.

Toyota has refocused the Hybrid model, making it a more significant part of the model lineup and offering it in both LE and XLE trims. It's both better-performing and more frugal this year, gaining many of the improvements to the nickel-metal-hydride battery pack and Hybrid Synergy Drive that the Prius got last year. Just like the previous-generation Camry, the Hybrid version feels about as quick as the base four—possibly a little more so when you tap into full electric-motor boost. And the mileage improvement is phenomenal: 43 mpg city, 39 highway for the LE.

With 10 standard airbags, Toyota has reclaimed top safety ratings with the 2012 Camry. It also has made Bluetooth hands-free connectivity a standard feature; sound systems have been upgraded; and the Entune system allows easy access to integrated apps—for Pandora music streaming, for instance. 

Volkswagen, Hyundai, Ford Ace Total Value Survey; Detroit Posts Gains

Every year the Strategic Vision marketing firm surveys thousands of American drivers, asking them to rank their rides on hundreds of criteria like fuel economy, technological innovation, warranty, and expected resale value. This year's findings offer good news for hybrid and electric car manufacturers, and -- for the first time in more than ten years -- good news for Detroit, too.

Strategic Vision's 2011 Total Value Index is based on responses from 68,088 folks who purchased vehicles between September 2010 and June 2011. The company took its survey data and calculated the best-scoring models in each class and the best-scoring brands overall.

The winners

In terms of total brand score, Volkswagen came out on top. Strategic Vision's executive director, Dr. Darrel Edwards, explains that VW performed so well because it produces vehicles that offer good value at competitive prices: "You get so much for such a reasonable, affordable cost with short-term issues (like MPG, plus performance) and long-term issues (like expected dependability and even resale)". Hyundai came in second, and Ford rounded out the top three.

In terms of segment winners, though, something interesting happened: Detroit automakers walked away with 11 first-place rides, which was more than either Asian or European automakers could claim. In this study, Detroit hasn't bested its competitors from those parts of the world in over a decade.

Also interesting to note: hybrids and electric cars scored high with owners. In fact, four such vehicles landed at the top of their respective segments: the Chevrolet Volt, the Honda Civic Hybrid, the Lincoln MKZ Hybrid, and the Nissan Leaf (though not, curiously enough, the Toyota Prius). Strategic Vision says this is an important development, because "the acceptance for more hybrid models is beginning to 'turn the corner' of general approval and even desirability".

That does, however, raise an interesting point about Strategic Vision's survey -- namely, that vehicles are rated solely by the people who own them. In other words, scores of the Chevy Volt were determined only by folks who've bought a Chevy Volt, scores of the Nissan Leaf were determined only by Leaf owners, and so on. That probably explains why those models -- which have a base of enthusiastic early adopters -- had two of the highest scores on the survey, despite selling in comparatively low volume. 

For a complete look at Strategic Vision's winning models, take a gander at the list below, which is ordered by the top score in each segment. Note that even though the Honda Civic Hybridplaced at the top of the list in terms of total value, scores for the rest of the Honda fleet weren't enough to put the brand in the top three. 

Small Car: Honda Civic Hybrid -- 812
Small Multi-Function: Nissan Leaf -- 807
Mid-Size Car: Chevrolet Volt --  836
Mid-Size Multi-Function: Volkswagen Jetta SportWagen  -- 761
Large Car: Volkswagen CC  -- 798
Near-Luxury Car (statistical tie): Cadillac CTS Sedan  -- 819
   Lincoln MKZ Hybrid  -- 817
Luxury Multi-Function: Acura TSX Wagon  -- 802
Luxury Car: Audi A8 Sedan  -- 816
Specialty Coupe: MINI Cooper Hardtop --  826
Premium Coupe (statistical tie): Chevrolet Corvette Coupe -- 812
   Cadillac CTS Coupe  -- 810 
Mid-Specialty: Honda Accord Coupe --  798
Convertible: Ford Mustang Convertible --  795
Premium Convertible Coupe (statistical tie): BMW Z4 -- 800
   Volvo C70  --  798
Standard Pickup: Honda Ridgeline  -- 693
Full-Size Pickup: Ford F-150 --  787
Heavy-Duty Pickup: Ford F-250/350  -- 733
Minivan: Honda Odyssey  -- 734
Entry Utility: Hyundai Tucson --  757
Mid-Size Crossover Utility: Ford Flex --  763
Mid-Size Traditional Utility:Dodge Durango  -- 761
Large Utility: GMC Yukon --  755
Near-Luxury Utility: Volvo XC60  -- 781
Luxury Utility (statistical tie): Porsche Cayenne -- 780
   Audi Q7  --  779

2013 Mercedes-Benz SL Class - Review

Powerful and agile, the 2013 Mercedes-Benz SL 550 isn't quite a sports car. According to its creators, it's "the S-Class of sporty cars," and that's a keen distinction in a class of $100,000 two-doors that range from sleek machines like the Jaguar XKR to raging performance addicts like the Chevy Corvette Z06 and the brand-new Porsche 911.

And though it's grown more intense, and even more dynamically capable in this generation, the SL's also become more comfortable and impossibly, more luxurious. Same as it ever was, it's the epitome of the one percent, even while it's the one percent of sporty cars that declines the sportscar badge outright.

Priced from $106,375, the SL 550 brings a new look that's working its way back gradually to the glory days of Mercedes two-seaters. If you never cared for the bank vaults penned by Benz in the early 1990s, the exuberantly wide, brash new SL looks crisper, and more masculine. It's emphatic from the front, charming with the top down, a bit of a mismatch from the rear where the slim rear end and taillamps seem to come from another car, another studio entirely. The cockpit? It's executed with precision, drilled with aviation-style vents and implanted with a big LCD brain.

A gutsy twin-turbocharged, 4.7-liter V-8 takes over for the old normally-aspirated base V-8, and it's a snappy, responsive, torqueaholic engine rated at 429 horsepower and 516 pound-feet of torque. It trounces the last SL 550 to 60 mph by almost a second, hitting the magic number in 4.5 seconds, and Mercedes is estimating the downsized engine, seven-speed automatic, and stop/start tech wedding them together will net a 30-percent improvement in gas mileage. Top speed's set at a relaxed 130 mph.

There's plenty of acceleration on hand, and what feels like more grip. Still, we're happier with the SL's base two-mode suspension, with or without the sport wheels and brakes, than with the exotic and expensive Active Body Control upgrade. A composed tourer with a "sport" mode that feels more like "comfort," the stock SL handles wide sweepers with grace, and a fair amount of body roll. The SL's electric power steering doesn't offer up much in the way of feedback, and quickens the further it moves off-center, which makes for some uneven transitions. Human brains can handle that much data, but adding on the active suspension feels like overload. The ride flattens out as promised, but adds another complex handling dimension that's not as linear or as predictable as a more conventional setup.

The SL's cabin has great room and fine fittings. The chairs are wide, and for a surprising range of body types, they can be fitted snugly, thanks to 12-way adjustments, the most useful of which may be the seat extender. There's more shoulder and elbow room, but less room now behind the seats themselves, only enough for a slim briefcase. The trunk holds a roll-on bag or two with the roof raised, or only soft-sided bags when it's lowered, though a trunk button powers the roof panels up and out of the way for slightly easier cargo loading.

As usual, neither safety agency has crashed an SL roadster, but all the latest safety tech is available, everything from Bluetooth to knee airbags to adaptive cruise control. Attention Assist--the digital coffee-cup warning--is standard, and for more than a hundy, we think the rearview camera should be as well. It's bundled in a safety option package along with parking sensors and parking assist, which dials the SL into a tight spot for you, while you manage only the brake.

The new SL's other impressive creature comforts include Airscarf neck vents and the folding hardtop, and new this year, Magic Sky Control, which turns the roof's glass panel dark like a pair of pricey sunglasses. A Bang & Olufsen sound system can replace the standard Harman/Kardon setup, but we're not sold on its bass response or its huge price tag. All SL models also come with Mercedes’ COMAND infotainment system, which includes a 7-inch display screen, a DVD changer, Web browsing with Google search functionality, and navigation.

The SL 550 will be joined further down the track by the high-performance SL63 AMG and SL65 AMG roadsters. Those machines are destined to slice through higher levels of the performance and pricing atmosphere, while we've also heard rumors of a true sub-SL sportscar coming to the Mercedes lineup. To us, that just clarifies what the SL is and what it does better than all other comers: traditional luxury, with a breeze at its back.

Nissan Frontier Vs. Toyota Tacoma: Compare Trucks

If you're shopping for a truck that's smaller than full-size, the choices are fewer this year. Dodge's Dakota is gone; the Ford Ranger's galloped off into the sunset. The Chevrolet Colorado is still around, but due for a major transformation into a true mid-sizer.

That leaves the Toyota Tacoma and Nissan Frontier as the primary alternatives to today's full-size, entry-level trucks. Between them, which one's the best way to cover all the pickup bases?

We'll spare you the drama, but do read on. The Nissan Frontier's been one of the highest-rated pickup trucks on TheCarConnection for the past few years, and in our head-to-head ratings, it easily outpaces the Tacoma, even though Toyota's truck has just been updated for the 2012 model year.

It starts with a win in performance, where the uprated Nissan V-6 is stronger than the Tacoma's, and feels like it. The Frontier also has better (though not great) ride quality, while matching the Tacoma for ultimate towing capacity of 6,500 pounds. While we wouldn't clamor for either available four-cylinder engine, we'd point out that both trucks continue to offer them, for small gains in gas mileage.

The Frontier also has more comfortable trappings for passengers and more interesting ways to tie down cargo. Available in extended or four-door form, it lacks the regular cab offered on the Tacoma, but the Frontier's seats have more support and offer a more natural seating position, at least in front. Of the pair, the Frontier's back bench offers a little more seat comfort.

Both trucks come in short- and long-bed configurations, in rear- or four-wheel drive, though a full-size eight-foot bed is off the menu on both. Nissan antes up a spray-in bedliner and a built-in set of tie-down cleats, making it a great choice for utility buyers. With either truck, an off-road package enables Baja-style trail running that gives these trucks a tuner appeal all their own.

The Frontier scores very well in crash tests, but doesn't offer four-wheel stability control on all models; the Tacoma lags in roof strength and in federal testing overall.

Pickups aren't typically the first vehicles that come to mind when we think of luxury features. Nonetheless, both of these trucks have some infotainment goodies you'd normally find in a plush sedan. The Frontier offers Bluetooth and high-powered audio, while the Tacoma one-ups the Nissan this year with Entune, a system that enables in-truck app connectivity for Pandora, voice commands, HD radio, and Bluetooth audio streaming.