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last year, with more aggressive styling and substantial suspension and running gear changes, so they're far from outdated.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.

2012 Buick Verano

The all-new 2012 Buick Verano certainly isn't the first compact sedan from Buick. But while past lackluster efforts have been merely badge-engineered versions of Chevrolet models, GM argues that the Verano is something markedly more luxurious—and worth the extra few thousand over the nearly identically sized Chevrolet Cruze.

The Verano is, in all fairness, a completely different vehicle. It's assembled in a different plant than the Cruze and shares no body panels, as well as no parts above the floorpan—even though these two models do share a common architecture. Inside, the Verano gets richer leather, a standard voice-activated touch-screen infotainment system, and true luxury features like a heated steering wheel.

Especially from the side, the Verano tends to look like a large sedan—in particular, Buick's LaCrosse—sized down. The long, arching roofline and additional front mini-windows tend to stretch it out a bit visually, as do the low hoodline combined with the bold vertical grille. We like most of the chrome accents—including the light strokes of chrome that angle around the rear corners then angle downward to the center in back—but the Buick 'ventiports,' which have again found their way atop the Verano's fenders, look tacky as ever.

The Verano, with its 180-horsepower, 2.4-liter direct-injection four-cylinder engine, is by no means quick; but its six-speed automatic transmission has been fully reworked for quicker yet smoother responses, so it's a very refined combination. Four-wheel disc brakes provide plenty of stopping power, even if the pedal feel is old-lux spongy. Handling is better than you might think, given the Verano's relatively soft ride; it's safe, responsive, and even quite fun, with a sense of confidence and more enjoyment than in cushy alternatives such as the Lexus ES 350.

The Verano's EPA ratings, of 21 mpg city, 31 highway, aren't all that impressive next to some other non-luxury compact sedans—like the Chevrolet Cruze or Ford Focus, for example—but they're better than nearly all luxury-brand sedans its size (except for hybrids like the Lexus HS 250h and Lincoln MKZ Hybrid).

What does distinguish the 2012 Verano from less-expensive compact sedans, along with many premium-brand models, is its phenomenally refined, comfortable, quiet interior. Quiet Tuning is a keyword at Buick, and it describes much of the Verano's personality. Through meticulous sound-deadening measures like triple-sealed doors, laminated side glass, an acoustic windshield, and various foams, baffles, and mats, the Verano is very, very quiet inside. Buick has worked to isolate road, wind, and engine noise, so even if you're driving the Verano hard, on some of the coarsest surfaces, you'll be able to have a soft-spoken conversation.

Interior appointments are also worthy of being compared to those of any luxury car this size. And thanks to its front-wheel-drive layout, the Verano has a very spacious interior. Front seats are superb, with all-day support for a wide range of drivers, along with plenty of seat travel and headroom for the tallest drivers. Rear seats are well contoured for adults, too; the only thing that calls the Verano out as a compact is the need to compromise legroom between front and rear if there are several lanky occupants riding at once. Trunk space is large and well-shaped, and rear seatbacks fold forward nearly flat, with a wide opening.

Crash-test ratings aren't yet out for the 2012 Verano at the time of posting, but GM expects to achieve top five-star federal results, as well as Top Safety Pick status from the IIHS. Equipment-wise, it's all here: ten standard airbags, electronic stability control, and anti-lock braking with brake assist, as well as OnStar Automatic Crash Response. Rear parking assist is available.

The Verano is clearly not a Cadillac, but it's not priced as one either. For just $23,470, the base 2012 Buick Verano comes equipped with an impressive roster of features, including dual-zone automatic climate control, steering-wheel controls, Bluetooth, a USB input, and the Buick Intellilink touch-screen interface, which includes voice controls as well as Pandora and Stitcher apps. A Convenience Group adds heated side mirrors, an auto-dimming rearview mirror, and rear parking assist, while a Leather Group adds to that heated seats, a driver power seat, Bose surround sound audio, push-button keyless start, and premium leather upholstery. A heated steering wheel and nav system are among the few options, with a fully loaded Verano priced well under $30k.

Planning For Comfort During Long Road Trips

Planning for Comfort During Long Road Trips. Find out how to stay alert and comfortable during long road trips with these guidelines developed by someone who knows what it's like to stay behind the wheel of a car, Porsche race car driver Patrick Long.

(NewsUSA) - Road trips can provide a great source of tunes, good conversation and relaxation throughout any travel season. However, long hours on the road can often result in body aches, poor nutrition and other challenges for drivers stuck behind the wheel.

To avoid such pitfalls and make the experience a bit less taxing on the body, champion Porsche race car driver Patrick Long has developed a set of guidelines for drivers everywhere.

Long, an American Le Mans Series race car driver who can be in his car for up to 12 hours at a time, recommends these tips for any kind of distance driving:

Fuel-Up:

If you pack a small cooler with water bottles and healthy snacks like fruits and veggies, this can deter the temptation to reach for non-healthy items on the road.

Stability:

Stability should be your number-one concern when taking a long road trip. Many people stick pillows behind their backs for lumbar support, but the main goal is to always have your spine straight. Sit with the seat fully contacting your back; allow the structure of the seat to do its job in supporting your spine.

Body Positioning:

Maintain proper posture by not leaning one way or the other in the seat. According to the National Highway and Traffic Safety Authority, a driver's hands should both be placed on the outside of the steering wheel on opposite sides. Long recommends the "9 and 3" hand position. Having proper position in the car is also relative to the pedals -- if you're too close you're cramped. If you're too far away, you'll end up slouching down to reach them. Sit close enough to the wheel so there's a slight bend at your elbows and keep your arms relaxed.

Take Frequent Pit Stops:

For longer-distance road adventures, take frequent pit stops in order to stretch your legs and improve the blood flow in your body. To prevent a sore lower back experienced after driving, focus on core stability and strength exercises. Long suggests planks, leg lifts and crunches on an exercise ball to strengthen your core.

To find more information about Long, check out www.porsche.com/usa.

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