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 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.

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 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 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.

2012 Nissan Quest

After a long drought without new products, the minivan segment saw every one of its competitors replaced or refreshed in the 2011 model year. That's epic change--or so it seems. For the best sellers--Sienna, Odyssey, the Chrysler minivans--the changes were more updates than reinventions. Not so for the Nissan Quest, which changed everything, from the place it was built to the way it offered up seating for seven. It wasn't all for the better, and though the Quest is still one of the top choices for families that want one vehicle to do it all, it's fallen back in the pack.

The latest Quest is smaller and taller. It loses its droopy look for an upright stance and lots of flared lines in front, with a straight-edged passenger box that's more than a little like that on the Ford Flex crossover, with a pillarless look down its sides and a blunt, almost vertical tail. It's crisp and angular, and clearly derived from its home market, where it's been on sale as the Elgrand for a couple of years. The interior design is more formal, less risky, too, with lots of woodgrain trim across a fairly plain-looking dash that stacks some controls in unintuitive places. The audio controls are split into two locations, and some switches are to the right of the shifter, halfway out of sight.

A 3.5-liter V-6, coupled to a continuously variable transmission, is the Quest's only powertrain. It doesn't grumble as much here as it does in some other Nissans, and it's pretty perky for such a large vehicle. The steering has good feedback, the CVT has some pre-programmed "shift' points to cut down on typically rubbery response, and body roll is tempered more than in other big minivans. In all, the Quest has the best handling of its kind, which follows its slightly more compact footprint. Gas mileage is among the lowest of the front-drive minivans.

The Quest's use of space is a little disappointing. It's still a big vehicle in the grander scheme, and front-seat passengers won't lack for leg or head room, or for storage of small items. From there, the Quest slips behind other minivans, first with sliding side doors that don't open wide enough to load in large people or objects. The last time around, the Quest had fold-away seats in the second and third rows. Now the seats fold forward, but don't disappear into the floor, and they can't be removed. The third-row seat folds flat, too, but stays in place while every other minivan's third-row seat folds away to create a flat cargo floor. A lot of usable space is lost in the process, and in a type of vehicle that places a priority on seating, space, and safety, it's a let down.

The IIHS says the Quest earns "good" ratings for front and side impacts, but gives it "acceptable" scores for roof crush. The base van comes with the usual airbags and stability control, but all-wheel drive is not offered, and to get Bluetooth and a rearview camera--essential safety items, we think--you'll have to spend more than $32,000. With major options--such as power side doors and a power tailgate; leather; satellite radio; and a DVD entertainment system--it's possible to spend nearly $40,000 on Nissan's minivan.

2012 Nissan Sentra

The 2012 Nissan Sentra is a compact sedan that appeals to shoppers looking for a practical, affordable, economical small sedan. Just below the Altima mid-size sedan yet a little more substantial and refined than the Versa sedan, the 2012 Sentra hits a size and price sweet spot also occupied by the likes of the Honda Civic, Toyota Corolla, and Ford Focus.

While the Sentra borrows many cues—including the flared-outward headlamps and prominent fender flanks—from the still-current Altima sedan and Maxima, this small sedan's somewhat slab-sizes look and blunt rear design end up looking a bit dated compared to newer, more curvaceous rivals. Sportier SE-R and Spec V models are dressed up a bit more. The Sentra's instrument panel is a little more chunky and angular than those of most other small cars today, but a nice neat center stack has well-arranged controls and there's a good driving position from upright seating and a relatively low beltline.

Most of the Sentra models you find at the dealership will pair a 140-horsepower, 2.0-liter four-cylinder engine and Xtronic CVT; it's a decent combination for city driving, but on hills and in passing it can feel a bit sluggish or delayed. There's a six-speed manual gearbox that makes the Sentra a lot more enjoyable, but it's only offered in the base model. The sporty SE-R trim brings a larger 2.5-liter engine making 177 hp, matched only to the CVT. Then at the top of the line, the performance-focused SE-R Spec V gets a 200-hp, 2.5-liter four, hooked up to a six-speed manual gearbox. Suspension tuning that's very different between trims, with the firmer tuning giving the Spec V especially a much tighter, more eager personality. But gas mileage is a letdown throughout the Sentra line; even with the base engine, it's several mpg lower than in many rival models.

Refinement and ride comfort remain strengths for the Sentra. The Sentra comes in only a single sedan body style, but it's a well-designed one, with tasteful but budget-grade appointments. Front seats are somewhat flat and unsupportive, but it's easy to find a good driving position and there's just enough rear space for a couple of adults—thanks to the rather high roofline. . While the seats themselves are flat and unsupportive, with padding that just won't work for long trips, most will be happy with the space and the driving position. The back seat, too, is a place good enough for adults for a trip across town.

Compared to many compact-sedan alternatives, the 2012 Nissan Sentra has unimpressive safety ratings, with mostly 'acceptable' ratings from the IIHS and just three-star ratings for frontal and side impact from the federal government. Side and side-curtain airbags are standard, as are active head restraints.

For less than $17k In its base 2.0 form, the 2012 Sentra is a makes a good commuter car and is a strong value for the money, with power windows and locks, air conditioning, tilt steering, split-folding backseats, and a 160-watt  sound system all stanard. Sentra 2.0 S or 2.0 SR trims get you a few more extras like a center console, keyless entry, and a trip computer, while the high-end 2.0 SL adds leather and Bluetooth; but the issue with both of these models is that they cost a lot more and only come with the CVT. For 2012, the Sentra 2.0 S can be optioned with a navigation system that includes five-inch touch screen and USB/iPod connectivity. A special-edition package on the SR also loads it with popular options.

At the top of the range, the SE-R gets a sport-tuned suspension, big 17-inch alloy wheels, special badging, sport seats, and a number of other extras. The Spec V takes the performance package another step, with extra bracing, upgraded brakes, summer performance tires, driving lamps, and exclusive lower bodywork.

First Drive: 2012 Volkswagen Passat [Review]

It’s now built in Chattanooga, Tennessee, and maybe even speaks with a decidedly Southern drawl (Achtung, Y’all!) But with the 2012 Volkswagen Passat, the people’s carmaker is making its second attempt in gaining a U.S. manufacturing presence.

According to VW officials, the new Passat is designed, engineered and tested in Germany for North American tastes. (The Passat will also be sold in Canada and Mexico.) VW has been here before and success was less than palpable, but the automaker hopes that a couple of decades of experience will turn the tables in this, one of the most competitive segments in the industry.

So hop in, turn on the Fender-branded audio system and let’s hit the road as Leftlane checks out the 2012 Volkswagen Passat.

On the map
Chattanooga is not totally foreign to foreign cars, or domestics for that matter. An automotive landmark that goes by the name of “Honest Charley’s Speed Shop,” is here, offering everything for the hot rod aficionado in search of a needed part or to channel the ghost of “Honest Charley, Hisself.”

Next door is tire manufacturer Coker Tire Company, which is known worldwide for its continuation series of obsolete and out-of-manufacture tires for classic and collector cars. With character Corky Coker at the helm of both businesses, the city of Chattanooga has long been a part of the automotive landscape.

The Passat, meanwhile, is a new look for a venerable nameplate. A five-passenger sedan, it will be available in three trim configurations and three engine choices. Look for a base 2.5-liter five cylinder, a 2.0-liter turbodiesel TDI and a 3.6-liter VR6 naturally-aspirated V6 engine.

The Passat is up against some pretty stout – and conservative- competition in this, the most competitive segment of the market: Midsize family sedans.

New and improved
It’s a cliché for certain, but one that V-Dub hopes to drive home to prospective buyers when the car goes on sale mid-summer. Of note right up front: The 2008 Passat offered 128 build combinations. The 2012 model offers 15. By combining options into various trim packages and option groupings, VW has managed to become more efficient in the build- and buying process at the same time.

If you liked the old Passat (and, judging by sales figures, you’re pretty much alone), VW is selling an updated version in Europe, where this ‘Mericanized Passat won’t be on offer.

The hope is that all markets will be taken care of by offering something for potentially every type of buyer. Just a hint of that something includes three choices of engine and four transmissions: A five-speed stick or six-speed Tiptronic automatic for the 2.5-liter, a six-speed stick or DSG automatic (a dual clutch unit with ultrafast shifts) for the TDI and only the DSG for the VR6. Enough acronyms? Let’s make it simple: The TDI and VR6 both offer the more advanced transmissions.

On the safety side of things, this new Passat manages a new intelligent safety function, which unlocks doors, and turns on the four-way flashers, presumably after the ABS and active head restraints have helped you survive a crash.

Brooks Brothers meets Southeastern Tennessee
The overall appearance of the 2012 Passat verges on excessively conservative. But the question is, “will it play in Peoria?” We think it will, something the sleeker outgoing model never did. The Passat was designed in Wolfsburg, Germany, with U.S. sensitivities such as size, interior space and other considerations all in place. We also think they paid attention to the size of their prospective customers/occupants.

A very upright-styled grille starts things off with horizontal chrome bands and the large VW crest. Featuring horizontal designs, the new Passat displays a visual strength in profile that starts from the multi-terraced hood and drops down through many layers. In fact, we count nine different layers of horizontal lineage from the roof to the rocker panels.

Conservative for sure, but it should definitely have more legs (longer life) as a result. In many ways, it’s the complete opposite of what we’re seeing from South Korea’s Hyundai and Kia. It’ll be interesting to see how it all plays out in the long run, that’s for sure.

A traditional pod dashboard starts things off inside with an available faux wood trimming. Inspired by the dashboard found in the VW Touareg, the Passat’s dash features a two-gauge binnacle that offers the driver a tachometer and speedometer with LCD screen in between that displays navigation, audio and vehicle information. A multi-function display operates available Premium VIII navigation, audio, and Bluetooth functions.

Overall, the Passat is loaded with upscale cues throughout. We liked the feel and thickness of the leather-wrapped steering wheel and the use of soft-touch material in all the right places, something we can’t say about the Passat’s little Jetta brother. But not all was perfect. An analog clock sits at the top of the center stack. A little cheesy at the moment, it would look much better with the addition of some chromed hands instead of the plastic pieces in place right now.

Seats were comfortable for the four-hour drive that took us from Chattanooga through Lynchburg (say hello to Jack Daniels). We do think the adjustable front seats would be that much better with a seat-bottom height adjustment instead of the limited movements they currently offer. We arrived at our destination of Tootsie’s Orchid Lounge in Nashville, Tennessee, where live music is always on tap. Conversely, the Fender Audio System, which our tester was outfitted with, gave us a live concert hall experience inside our own private rolling listening room.

The surprising take-away from the Passat was the cavernous rear seating area. We were totally chuffed by how much legroom was really there.

Motivation
The base, and most popular engine, VW reckons, will be the 2.5-liter inline, five-cylinder engine with multiport fuel injection. It produces 170 ponies at 5,700 rpm, and 177 lb–ft. of torque at 4,250 rpm. This is the one engine that we think might be left wanting in a car this size, although the 21/32 mpg EPA ratings aren’t a great tradeoff compared to some more powerful and less thirsty rivals.

Next in line is the 2.0-liter, four-cylinder, turbocharged direct-injection TDI diesel. It cranks out 140 ponies at 4,000 rpm and a stump-pulling 236 lb-ft. of torque. VW mileage estimates have the TDI achieving 43 mpg highway (31 in town), with a range of nearly 800 miles per fill-up.

The final engine is a 3.6-liter VR6 V-6 fuel-stratified injection (FSI) engine that makes a segment leading 280 horsepower and 258 lb-ft. of torque. A great and powerful performer, our only wish is that it did not require premium fuel for optimum performance. Speaking of fuel, Volkswagen estimates 20/28 mpg for the 3,446 lbs. VR6.

The Passat is a unibody construction with a pair of struts with lower control arms, coil-overs and anti-roll bars. The rear is a multi-link kit with telescopic shock absorbers, an anti-roll bar and an acoustically decoupled rear axle. A hydraulically-controlled rack and pinion steering system is speed sensitive and builds up resistance, as speed increases as well as when the vehicle is shifted into sport mode.

VW officials were very quick to point out how the Passat suspension has been tuned for US roadways, while keeping the characteristic fun-to-drive German sensibilities in place. For the most part we would agree. But we did notice a couple bugs: Steering in the range of 50 mph seemed a bit sloppy. When shifting into sport mode it offered a marked improvement.

Further up the road, we observed the DSG holding gears longer than we found appropriate, at one point even past redline, at which point we took matters into our own hands with the use of the steering wheel mounted paddle shifters. We pulled the car over at a driver’s change point and shut it down. After restart, the problem never appeared again, so we will chalk it up to electronic gremlins at work.

Seeing that the Passat is not scheduled for sale until September, they have ample time to address the issues – something VW is no doubt trying its best to do in order not to repeat its last U.S. manufacturing experience.

Leftlane’s bottom line
Bugs aside, we think V-Dub really has a contender with the 2012 Passat. Improved at most every turn, it is not the sexiest design out there, but that could help its longevity in the marketplace.

Add to that, the fact that VW Group is cognizant of climbing fuel costs and rightly aware of the diesel engine’s place in the segment. Combine all of that with a priced-right starting point of $19,995, and no-charge three-year/36,000 mile Carefree Maintenance program and it’s clear that VW is going for “Great for the price of good, v2.0.”

2012 Volkswagen Passat base price range, $19,995 to $28,995.

Words and photos by Mark Elias.

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Buy Dad a Book: Father’s Day Automotive Book Review Collection

Bud’s Book

Bud?  Bud Who?  Bud Lyon, that’s who.  You may not know Mr. Lyon, but he’s a brilliant, largely self made, really wealthy car collector guy who may not live too much longer. And his book, commissioned by his rather wonderful wife Thelma, was written by a guy who didn’t live long enough.  The late David E. Davis, Jr., and former Automobile and Motor Trend Art director Larry Crane assembled the story of this most amazing guy, Bud Lyon.  The Lyons are Pebble Beach stalwarts, and have bettered countless car shows and drive events by bringing any of their fine automobiles there. If you own any device containing an electric surge protector, you have Mr. Lyon to thank. Bud built a great family, a terrific car collection, several successful businesses, and a great life by being a good guy, working hard, and having – no doubt about it – his share of good luck along the way.  David E. extracted many wonderful anecdotes from Lyon’s family and friends, and this book reads more like an artfully assembled family scrapbook than a clinical journalistic effort. Go ahead; meet some interesting people like Thelma and Bud Lyon.  It’s worth the fifty bucks.  It’s available from Amazon or Automobile Quarterly’s book store.

GT/CS

That’s as in Ford Mustang GT/California Special.  No matter if you’re a fan of the original ‘68 GT/CS, or the current gen Cal Special, this is the ultimate fan guide.  In fact, its official title is GT/CS Recognition Guide & Owner’s Manual.  And heaven bless its author/designer Paul M. Newitt for doing it.  Newitt is the ultimate GT/CS fan — he sold his own 390 big-block powered Cal Special to finance this book project.  Along the way, he asked me if that was the right thing to do, and I told him I couldn’t really answer that, but that in the end, it was for the greater good of this special breed of Mustang.  He ultimately agreed, and I hope sells enough books to buy himself another one someday.  This hardbound volume is densely illustrated and packed with facts you never knew, and a few you probably won’t care about.  But the archival photos and authenticity information make it more than worth every cent of its $100 cover price.  Just 2000 copies will be printed.  So don’t dally.  Order from the author direct at pmndesigns.com

Ten Days in Sicily

The original Mille Miglia was an impressive test of man and machine, but I personally place the Targa Florio atop the heap of the great Italian open road races.  Author Ton Adriaensens is a serious writer and sports car aficionado.  And he has put together this gem of a book based on the following premise and events: Ten days in Sicily is based on a story of four British young men who went to Sicily in May 1966 to watch the last real road race, the Targa Florio. Arriving in time for the Syracuse Grand Prix, they drove their Fiat 124 saloon press car to Syracuse to watch this first GP race in Europe for the new 3.0-liter formula.

Not all teams had a new 3.0-liter engine ready – except for Ferrari, Brabham and Cooper, all still used ‘old’ machinery. John Surtees won the race in the new Ferrari. Jack Brabham experienced trouble early in the race with his Repco 3.0-liter V-8 and was out as were both the new Cooper-Maseratis driven by Jo Siffert and privateer Guy Ligier.

The next weekend – May 8 – all four were present for the start of the Targa Florio. They experienced the excitement of the pre-race practice runs, combined with a commemorative run to celebrate the 50th anniversary of the Targa – the Trofeo Marathon – for veteran and vintage cars with special guest Elisabeth Junek.

This book is a lot of money at $235 U.S., but if you love the Targa like I do, there’s nothing quite like it.  Lots of production quality, great photos, and a great vintage story. Visit Enthusiastbooks.com

Road Hogs

Sounds like a rock group, but it’s actually an homage to American luxury cruisers of the 1960s and 70s. There’s not a lot of new, original journalism or information going on here, but it’s a great collection of photos, ads, and anecdotes about your favorite American parade floats.  Just the thing for the current four-dollar-plus-per-gallon environment.  Lots of color, lots of history, nostalgia, and all the things we love about these old chrome plated boats. Available at Amazon.com or through publisher motorbooks.com

TV Tommy Ivo

My pal Tom Cotter has become quite the author; with his series of barn find books, personality pieces (including Holman and Moody, and the great Dean Jeffries) and now he’s gone and told the story of another Hollywood hot rod legend.  Mr. Ivo is a legendary, interesting guy who generally put racing ahead of his acting career. This book is worth it just for the story, but the archival photos really bring it home. If you or your special dad really like hot rodding and drag racing, stop messing around and just get this book; from Amazon or motorbooks.com

Closing speed

Ted West is a seriously good writer.  I wish I had half his skill. And he really knows racing, because he was there. Ted worked at Motor Trend, and our wonderful old defunct magazine called Sports Car Graphic. When he decided to crank out a novel about sports car racing, I couldn’t wait to read it, because I knew it would be good. And it is. It’s strictly fiction, but you’ll recognize the stories and faces behind some of Ted’s colorful characters. Buy it on Amazon or author direct at ted-west.com

ACD; The Reunion

Fancy Auburns, Cords and Duesenbergs?  Then you’ll enjoy The Reunion, a two volume set put out by the ACD club. Great archival pix and solid information from the source that has the stuff (and the museum) on these cars. Proceeds benefit the club, buy direct from acdclub.org.

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Review: 2012 Ford Focus Titanium

Jurgen from Frankfurt and Jerry from Frankfort can finally drive the same Ford Focus once again now that Ford has seen fit to offer essentially the same compact car in the United States as in the rest of the world.

After about a decade of selling a compact sedan that was as competitive at its introduction as it was laughable when it was discontinued, Ford has decided that we’re all worthy of – and that it is capable of making enough money on – one globally-engineered compact car.

What is it?
Engineered primarily by Ford of Europe in Germany, the 2012 Ford Focus is available here in both four-door sedan (as tested) and five-door hatchback configurations. Sharing nothing with its immediate predecessor in North America, it is essentially an updated and reconfigured version of the outgoing Euro-spec second-generation Ford Focus. Buyers in North America missed a generation, instead receiving a badly warmed-over version of the first-generation model. It was bad. Really bad.

But things are off to a good start with this car, which bears little in common other than a name and a general place in the market with its predecessor. We like to be surrounded by nice things, so we anted up for a well-equipped Focus Titanium sedan, the range-topping model in the U.S. Although buyers here want four doors, Ford realized that the two-door coupe Focus it briefly offered here was a flop – so a hatchback is also available once again.

At $25,805 as tested, the Focus Titanium is at the opposite end of cheap. But Ford is banking on buyers moving en masse to compact cars as gasoline prices continue to climb, so it felt the need to offer more luxe than is normally associated with the compact class. It’s a theme we encountered first, arguably, with the Focus’ Mazda3 platformmate, and it’s something we’re also seeing from the Chevrolet Cruze and the Hyundai Elantra.

What’s it up against?
Were you paying attention? Aside from its three main rivals above, Focus has the class leaders (at least in terms of sales) in its sights: Honda Civic and Toyota Camry.

But don’t count out the Volkswagen Jetta and Kia Forte as worthy competitors.

Any breakthroughs?
While base models play to the mainstream, our loaded up Focus Titanium offered quite a few add-ons and gee-gaws.

Ford’s MyFordTouch infotainment system takes center stage in a high-resolution display mounted high on the console. Working with the Sync connectivity system co-developed with Microsoft, MyFordTouch is a geek’s best friend. And we mean that in a literal sense, since the system is a bit socially awkward and not especially quick on its feet.

Ford aims the Focus at enthusiasts, too, so our Titanium was optioned up with a $595 Handling Package with 18-inch alloy wheels, performance tires and a sport suspension.

Mechanically-speaking, the Focus features a fast-shifting, fuel-saving dual-clutch transmission mated to a 2.0-liter direct-injection four-cylinder.

What’s it look like?
The latest recipient of Ford’s kinetic design language first introduced in Europe about half a decade ago, the Focus looks like a mini-Taurus from many angles. It eschews the bulky Gillette-inspired grille seen on its Fusion sibling for a gaping fascia. Some called it a catfish look, while others asked if it was missing some panels. The general initial impression wasn’t favorable, but things started looking up once we wandered around to the side of this four-door.

Appearing narrower and taller than it is from some angles, the Focus benefits from an expansive greenhouse and a sleek shape that looks more like a sloping hatchback sedan than a sedan. Its sides are clean and devoid of unnecessary accoutrements, while big tail lamps reach well into the rear fenders. The rear end – or the derriere, if you will – was our favorite Focus angle. Tidy without being bland, it looks and feels very European with its extra reflectors and wide license plate parking spot.

Our tester’s Handling Package gave it big five-spoke alloy wheels wrapped in ungodly expensive Michelin Pilot Sport 3 tires. Replacing all four will run you $1,092 for rubber alone, according to the Tire Rack.

And on the inside?
Shield your eyes! We’d invest the $450 we could have spent on our tester’s Artic White Interior Style Package in our tester in our Michelin Rubber Replacement Fund.

Curious white-and-black scheme aside, there’s much to like about the Focus’ new digs. A driver-centric dashboard puts a unique four-spoke steering wheel in front of the captain. Clear gauges with a high-resolution trip computer display are nice touches not normally seen in compact cars, although lower-spec Focuses – Focii? – lose the LCD screen. A second hood in the center of the dashboard covers the big MyFordTouch screen, while touch-sensitive audio controls and more traditional dual-zone automatic climate controls rest further below. The gear lever is canted at an angle and a funky parking brake pokes out right next to the driver’s thigh. Moving back, you’ll find a pair of heated seat switches and a center armrest covering a dual-level storage area.

Certainly, everything is a vast improvement from before. And the look is genuinely unique, unlike anything else seen in the compact car world – especially in black and white. We actually grew to like our tester’s matte white dashboard finish, although it instantly showed finger smudges. The white steering wheel, seat, door panel and floormat trim never resonated with us.

At least the front seats were comfortable, although the leather wrapping them felt more econocar of yore than mini-premium machine.

Materials were a mixed bag. While there are more soft touch surfaces than you’ll find in most rivals, we noticed several misaligned panels, lots of flash lines and a generally inconsistent feel to the trim. We were especially miffed at the flimsy interior door pulls, which seemed to want to take the panel – but not the door itself – with them when tugged.

We also weren’t thrilled with MyFordTouch, which seems more gimmicky than genuinely useful. Although the basic premise of the system is simple enough, its displays are needlessly busy and the system is annoyingly laggy. Switch Sirius stations and you’ll wait a couple of seconds for artist and song information to show up. So to the limited redundant buttons; we think six preset buttons should be present on every dashboard. Even BMW got the hint with its iDrive.

But back seat riders had little reason to complain. Plenty of room for two – or three in a pinch – make the Focus one of the roomier offerings in the segment. The same couldn’t quite be said for the trunk, which featured a full-size spare tire that propped up the trunk floor about three inches higher than it should have been. Then there was the Sony subwoofer, which ate even more room. We could just barely wedge a roll-aboard suitcase into the trunk on its side. Skipping the Handling Package and Sony audio system will net you a deeper and wider trunk.

But does it go?
Ford offers the Focus with just one engine but three transmission styles in the U.S., including the six-speed dual-clutch automatic unit with a manual mode tested here. Lesser Focuses come with a five-speed stick or a six-speed dual-clutch without the manual mode.

Regardless of transmission, the 2.0-liter direct-injected four-cylinder puts out a decent 160 horsepower at 6,500 rpm and 146 lb-ft. of torque 4,450 rpm. Not lacking in refinement, the 2.0-liter sets the standard for smoothness in the segment. With horsepower and torque peaking fairly high in the rev range, drivers need to give the four-cylinder a bit of a workout, but that’s not the buzzy affair it is in so many rivals.

Dual-clutch transmissions usually require an acclimation period, but the Focus’ PowerShift-branded unit delivers such syrupy smooth shifts that we really wondered if our tester had been mistakenly equipped with a traditional automatic. If you’re looking for rapid-fire shifts like Volkswagen’s DSG unit, you won’t find them. Instead, the transmission is smooth and relaxed, although it wasn’t shy about downshifting when called upon. Instead of paddle shifters, the higher-spec Focuses get a toggle switches on the side of the gear lever. They’re not much fun to flap around, but they do at least fire off decent manual-style shifts.

A thick-rimmed four-spoke steering wheel feels great in drivers’ hands, but that’s about all we really liked about the Focus’ steering. Numb but nervous at speed, the steering felt exactly like what it is – artificial electric power steering. Weighting was inconsistent, especially over undulating terrain, where the big 18-inch tires wanted to dart every direction. Especially directly off center, turn-in was oddly imprecise.

That’s not to say that the Focus isn’t sporty in its reflexes. Video game steering aside, the chassis is remarkably rigid without feeling heavy. Once tossed into a corner, the fully independent suspension settled in nicely, providing ample grip and a pleasantly neutral feel. Unlike rival Chevrolet Cruze, the Focus doesn’t nose-dive its way through corners, which means that its multi-link rear suspension is well sorted.

Aside from some clunks over rough pavement, the Focus otherwise gave us the feeling that it was an upscale car at a (generally) non-upscale price. Road noise was limited, second only to the silent Cruze, and the tiller settled itself nicely once on the highway.

And speaking of highway, we never quite saw the EPA’s suggested 37 mpg highway figure, but the 27 mpg in the city seemed achievable. We averaged about 31 mpg in mixed driving – a tick above norm for compact cars. You’ll fill up often, though, since the tank is a miniscule 12.4 gallons compared to the 15 gallons you’ll find in most rivals.

Why you would buy it:
Ford has finally built a solid and competitive compact car. Go easy on the options and this is a likable four-door.

Why you wouldn’t:
MyFordTouch’s 100-plus page owner’s manual scared you off.

Leftlane’s bottom line
In its attempt to be a jack-of-all-trades – a sports sedan with an upscale feel at a decent price – the 2012 Ford Focus comes up short. But if you stayed away from a few options – namely, MyFordTouch and the Handling Package, you’d wind up with a reasonably-priced compact four-door that does just about everything else right.

Not quite as classy inside as the Cruze and not quite as fun as the Mazda3, the Focus nonetheless strikes the kind of balance that buyers singing the compact car gospel are often seeking. It deserves serious consideration – just know what you’re getting into before you spec it up since it forces a surprisingly large number of compromises in its effort to do everything right.

2012 Ford Focus Titanium base price, $22,270. As tested, $25,805.
Package 401A, $1,295; Winter Package, $470; Handling Package, $595; Arctic White Interior Style Package, $450; Destination, $725.

Words and photos by Andrew Ganz.

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First Drive: 2012 Mercedes-Benz CLS550 and CLS63 AMG [Review]

Mercedes-Benz, like a shark, never remains motionless for long. Constantly trying to improve the breed, they revise, renew and reinvent their latest and greatest. That is why we traveled to Napa Valley to drive the marque’s newest, the 2012 Mercedes-Benz CLS550 and CLS63 AMG. Otherwise we would still be driving the original Benz Patent-Motorwagen from 1886… or at least a big ’80s 560SEL.

As one of the originators of the four-door coupe style championed back in 2004, Mercedes-Benz was not content to sit on their hands as others, including some Korean upstarts, approached the playing field. Figuring two can play at that game, M-B enlisted the talents of Korean-American designer Hubert Lee and his team to pen a new look to this already classic vehicle.

Rolling sculpture
We think it’s one of the most alluring designs on the road. The 2012 Mercedes-Benz CLS is the bee’s knees and even has what the designer has called knees. It’s a four-door, four passenger sedan–there is no room for a fifth passenger with the center console equipped versions. How’s that for family planning?

The new CLS is available as the CLS550, the CLS550 4Matic (think all-wheel-drive), and the CLS63 AMG (think “holy mackerel!”). New direct injection V8 engines power all models. The CLS550s utilize the 4.6-liter twin-turbo engine, while the CLS63 AMG’s heart beats under the hood in the form of a 5.5-liter biturbo engine.

It used to be, for those in this segment, that fuel economy was not an issue. Now that gasoline prices are skirting along the edge of four bucks a gallon, that’s no longer the case. To that end, the new CLS incorporates an engine in the 550 model that, while smaller than the outgoing version, gets 26 percent better fuel economy and 13 percent more power.

In the CLS63 AMG, an Eco-mode allows for auto stop/start functions, which occur when the driver puts his foot on the brake, when stopped. As soon as the brake is released, and the accelerator is depressed, the engine re-fires and is ready to go. Multi-spark and multi- squirt technologies help to deliver more powerful and energy-saving efficiencies under the hood.

A secondary function in Sport, Sport+ and Manual modes offer quicker shifts by cutting fuel flow to the cylinders, which assists in quicker shifts. An aggressive popping noise lets you know this is occurring, which can be music to an enthusiast’s ears.

Distronic cruise control watches the distance between you and other cars in front of you and pre-charges the brakes should the system anticipate a shunt. Adjustable ride controls make their way to the center console in the AMG, and allow the driver to remap the engine, the transmission and suspension systems to various degrees for a personalized ride characteristic. This can be instantly recalled by pushing the so-called AMG button located next to the shift controller. These functions are all part of the AMG Speedshift MCT7-speed sport transmission’s operations.

Despite all the other innovations, our favorite feature is the available Drive-Dynamic function in the multi-contour seats. Dive into a turn, and the outside bolsters of the front seats inflate to keep their occupants in place.

Deceiving looks
Evolving from the original segment-creating original of 2003, the new CLS is at once a combination of familiar and unknown. A pair of strakes flanks the front air intake with the performance-Star in the center of the grille. The grille’s look is reminiscent of the SLS AMG supercar that is at the pinnacle of modern Mercedes-Benz performance. New LED running lights, and taillights complete the high-tech transformation.

A hockey stick-like stamping in the side panel gives a line of visual interest that doesn’t exist on the myriad of slab-sided vehicles available today. The “paddle” of the hockey stick gives way to what designer Lee has termed the vehicle’s “knees.” Overall, we don’t get the feeling of swoopiness that we were first so enamored with in the original CLS. Instead we see a more mature and more refined looking sedan. Perhaps more conventional is the adjective we are looking for.

The CLS550 starts with standard M-B flair inside. A three-spoke steering wheel takes the tiller position with choice wood accents and a standard stem-on-the-stalk gear selector. Matching wood trim carries the theme throughout the rest of the cabin. A pair of cupholders populates the center console.

Order the CLS63 AMG, and you get a black stitched leather interior with flat-bottomed three-spoke steering wheel. Carbon fiber trim inserts carry forth the high-tech effect. In place of the cupholders found in the more sedate model, look for dynamic ride controllers as well as the gear selector and the user programmable AMG button.

Does it throw down?
Can we get a hell yeah? The CLS550 and its 4.6 twin-turbocharged direct injection V8 is no wallflower by any stretch. Producing 402 horsepower and 443 lb-ft. of torque, with all of that coming on at 1,800 rpm and holding steady up to 4,750 rpm, you end up with an impressively flat power band. The EPA says to look for 18 city and 26 highway mpg. Zero to 60 happens in 5.1 secs, which is impressive for a 4,158 lbs. vehicle. Look for a 130 mph top end.

Order the CLS63 AMG and you find yourself in a whole different realm. A 5.5-liter direct injection engine with twin turbochargers pushing through 14.5 lbs of boost, the net result is a whopping 518 horsepower and 516 lb-ft. of torque. But that’s for the mildly tuned version, which is good only up to 155 mph. Order the available AMG performance package and you’ll instantly find 550 horsepower and 590 lb-ft. underfoot. Not a ride for poseurs, 0-60 mph with this setup occurs in 4.3-seconds. Maximum speed tops out at 186 mph.

Riding on Airmatic suspensions, the cars are not quite Jekyll and Hyde but enough to let you know the difference. While the CLS550 is tossable to a large degree, the CLS63 AMG dials itself in (with driver input) to fully personalize the ride. The end result, which we experienced on a route from Northern California’s Napa to Sonoma counties showed just how agile a car this really is. Power was arrived at via a mere tap. But what a piece of ear candy it is. The sound emanating from under hood was the automotive equivalent of bourbon to a twelve-stepper.

Cornering was impressive and the Drive Dynamic automatic bolsters were more than capable of keeping you planted squarely behind wheel. Get in over your head, and two pairs of 14.2-inch ventilated and perforated disc brakes pull you back from the edge. That’s if you have left the traction control in an active state. The CLS63 AMG’s lane departure warning and prevention system was handy but also tended to impose while negotiating the twisties on the way to Heraldsburg in Sonoma County.

Using torque vectoring, the CLS63 gave us haptic feedback through the wheel and also caused braking to occur on the inside wheels when crossing the line, both literally and figuratively. In the situation of the winding roads, it was a welcome addition. If a turn indicator was engaged, the warning cancels itself when it realizes that crossing the line was the intention.

Leftlane’s bottom line
Mercedes-Benz and their AMG performance division have revitalized what was one of the more innovative designs on the road, and pushed it a lot farther in the process.

Perfect for those who think the S-Class too large, and the E-class too small, the CLS is the middle child that never seems to put a foot wrong.

2012 Mercedes-Benz CLS550 base price, $72,175.
2012 Mercedes-Benz CLS63 AMG base price, 96,775.

Words and photos by Mark Elias.

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Review: 2011 Ram 1500 Outdoorsman Crew Cab 4×4

Monday, May 23rd, 2011 @ 11:45 a.m.

The big rig-styled Ram pickup got a little softer when a coil rear suspension was introduced for the 2009 model year, but the latest Ram Outdoorsman model proves the truck is still hard as nails.

So is the latest Ram model too rugged for city life? Let’s find out as we take Ram’s newest trim package for a ride.

What is it?
Based on the standard Ram – in either 1500, 2500 or 3500 guises – the Outdoorsman package adds a few extra features to ensure the truck is ready for the great outdoors. T

hose enhancements include an upgraded front lighting system, towing package, heavy duty cooling systems, black door handles and mirrors, a 115-volt power outlet, Chrysler’s RamBox system with an integrated gun/fishing pole rack, on-road/off-road tires and standard premium cloth seats.

What’s it up against?
Although there isn’t a direct competitor to the Outdoorsman package, Ram buyers will be cross-shopping the Ford F-150, Chevrolet Silverado and Avalanche, GMC Sierra and Toyota Tundra.

Any breakthroughs?
Although we don’t own a single gun, let alone many guns that would necessitate the Outdoorsman’s RamBox-mounted gun rack, we can see how the truck would represent a breakthrough for people who spend a good chunk of their time in the great outdoors.

For city dwellers, the RamBoxes also serve as a great place to stash anything from ratchet straps to groceries. The dual storage compartments feature locks, courtesy lights and even a pluggable drain – should you decide to use either RamBox as an ice chest.

How does it look?
Given the Outdoorsman is just a trim package, it looks like pretty much like every other Ram on the road. However, it does sport a two-tone paint job and “Outdoorsman” decals that set it apart from the rest of the Ram range.

On the whole, we quite like the big-rig looks of the Ram. The inspiration for the current truck may date back to 1994, but the look is fresher than ever thanks to its 2009 redesign.

We admit the rear doors on our quad cab model look a little oversized from the outside, but the added interior space more than makes up for the design’s visual shortcomings. Out back, the Ram is pretty much your standard-issue truck, but a ducktail tailgate does lend some visual interest as do dual exhaust pipes integrated into the rear bumper. Why did it take so long for someone to come up with that idea?

And on the inside?
Although not up to the same standards as Chrysler’s newest passenger cars, the Ram’s interior is quite good – arguably the best in the segment. The Ram features a multitude of soft-touch materials, which is somehow still a rarity in the full-size truck segment.

Our Ram Outdoorsman came equipped with a with a bench front seat instead of the otherwise optional bucket seats and center console. While the center console does give the Ram a more car-like look, we felt the lack of a center console and a column-mounted shifter gave our Outdoorsman a more appropriate utilitarian feel. However, despite a big box in the flop-down armrest, you do sacrifice center storage space for the ability to carry up to six passengers.

Overall, the Outdoorsman’s dash is well laid out, although a stretch is required to reach some of the truck’s radio functions. The Ram does feature steering wheel mounted audio controls but, given their placement on the back of the steering wheel, they do take some practice to get used to.

While we’d prefer leather if we were buying the Outdoorsman – simply for ease of cleaning – our tester’s premium cloth looked great and felt heavy-duty enough to stand up to years of rough use. The front seats offer good support and – as previously mentioned – the quad cab version of the Outdoorsman offers loads of rear-seat room.

But does it go?
Equipped with Chrysler’s still sensational 5.7-liter HEMI engine, the Outdoorsman never left us wanting for more power. Despite its near-5,300 lbs. curb weight, the Outdoorsman can get off the line in a hurry and has no problem merging with highway traffic. However, the Outdoorman’s drivetrain is let down by its five-speed transmission, which is one less cog than the competition.

As a result, the Ram Outdoorsman is rated at just 13/19 mpg, fairly dismal even by big pickup standards. We averaged 14-15 mpg during our week with the truck in mostly city driving.

The Ram’s coil rear suspension does provide a softer-than-expected ride, but there is no masking the Outdoorsman’s body-on-frame construction. Light steering is reasonably price, although not quite as point-and-go as you’ll find in the latest Ford F-Series trucks. But the Ram rides way better, with far less side-to-side bucking. Like most trucks, there is some body flex over rougher surface, but it’s not overly offensive and well worth the off-road gains.

Why you would buy it
You need a weekend getaway car that can haul all your gear, buddies and trailer to the middle of nowhere.

Why you wouldn’t
If you don’t know how to build a fire or bait a hook, the Ram Outdoorsman probably isn’t the vehicle for you.

Leftlane’s bottom line
The full-size truck segment is as competitive as ever, but it’s hard to beat the Ram’s combination of interior refinement, ride comfort and overall utility. The Ram may give up a little in towing to its rivals, but out in the real world, we imagine the Outdoorsman will provide more than enough capability for the average truck user.

Chrysler’s tried and true V8 works well in the Ram, but the truck is begging for a six-speed transmission. However, we expect Chrysler to address that issue in the coming years – possibly with even more cogs.

2011 Ram 1500 Outdoorsman Crew Cab 4×4 base price, $34,810. As tested, $44,310.
Customer Preferred Package 26T, $2,595; Technology Group, $495; 5.7L HEMI V8, $1,310; Fold-away power trailer tow mirrors, $100; Media Center, $1,200; ParkView rear backup camera, $200; Power adjustable pedals, $125; RamBox cargo management system, $1,895; Trailer brake control, $230; Spray in bedliner, $450.

Words and photos by Drew Johnson.

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First Drive: 2012 Fiat 500c Cabriolet [Review]

Tuesday, May 24th, 2011 @ 11:45 a.m.

With their ever-increasing financial stake in Chrysler Corporation, the timing has never been more right for the return of Fiat to North America.

And what better way to make a splash than by introducing one of the cutest cars ever seen on these shores. The 2012 Fiat 500c Cabriolet, also known in its native Italian as the Cinquecento, is fresh from its regional debut at the 2011 New York show and poised to take the streets of Manhattan.

The only problem is, on this day, New York City finds itself in the midst of a week of torrential downpours.

So much for topless driving.

Top-down, with a twist
Long an Italian icon, the new 500c is the successor to the legendary 500 model that was first introduced in Italy in 1957. Our new model pays homage to that first “little mouse” that took Europe by storm. This is officially the second Fiat model to be introduced in the States since the resurgence, the first being the hardtop version of the very same car.

At the moment, Fiat North America has set their competitive bull’s-eye squarely on the hood of the MINI Cooper, a fair assessment since there aren’t many other itty-bitty droptops in this market.

Reinvigorating a classic
Well, we’ve always considered Italian design innovative so, we’ll give it that. A new dual–ply fabric top manages to keep intrusive noises at bay, and along the way scores kudos for sound suppression at 45 and 70 mph. Add to that a relatively quiet powertrain and perfect sizing for urban encounters of the vehicular kind, and it becomes quite clear these Italians are on to something.

With the expressive headlights, and Fiat logo front and center Salvador Dali–esque mustache strakes, the Fiat 500c has all the makings of an instant cult classic. Then there is the folding canvas top that runs on tracks and is able to be opened and closed within 15 seconds. It manages to stay out of the way of the rear-opening hatch for cargo loading, and can still be activated while the vehicle is moving at up to 60 mph.

The top leading edge of the windshield is a larger than normal piece owing to the fact that the cross member is reinforced to aid in rigidity of the unibody. It apparently works, as we saw while driving on New York state’s less-than-stellar roadways with nary a groan or creak audible into the cabin.

Finally, little Italianesque details, like tiny fog lamps, chrome accents, multiple wheel choices, and 14 exterior colors and additional customizing accessories combine to make what Fiat claims to be over 500,000 different build combinations.

All aboard
Even though its more-than-50-year-old sibling stylistically inspired this neo-Cinquecento, it still manages to look good, with some minor quibbles. The good includes a tilt (but non-telescoping) steering wheel, an armrest for the driver’s chair, decent bolstering on the bucket seats and soft touch materials on the door armrest area.

A large central gauge occupies the business side of the dashboard. In it are the speedometer, tachometer, fuel and water temperature meters that are all located in a round gauge binnacle. Additionally, an LCD display shows route directions from the available TomTom navigation system. To the right of that in the center console, are the radio, simple climate controls, Blue&Me Bluetooth controls and, finally, the transmission shift lever.

There are numerous cubbyholes and change pockets located around the interior, but the floor mounted cupholders come up a tad short as they are apparently designed for Super Big Gulp cups rather than a standard Coca-Cola can.

The interior of the 500c is a combination of what’s right and wrong in the car industry today. We love the two-tone seats, which in the case of our model were red with black uppers. Ditto the body color panel on the dashboard. What we didn’t like were no one-touch window buttons, the use of hard plastic on the top of the dash that harkens back to the cheap quality plastic that Chrysler products used to carry and a headliner that reminded us of lower quality T-shirt material.

Nearly everyone else has proven that a cheap car needn’t feel like a cheap car.

You gotta have heart
At the heart of this matter is an all-new 1.4-liter 16–valve MultiAir engine. The MultiAir system replaces the traditional overhead camshaft with fast-responding electronic solenoids, which in turn help to deliver instant air–fuel adjustment for improved efficiency. Although offered with either five-speed manual transmission, our test model was equipped with the six-speed automatic option. We enjoyed the sport mode, which is engaged by the dashboard-mounted button. Press it and the engine changes over for faster gear changes, a throttle re-map and gear-holding function that allows the engine to be held closer to redline.

Fiat claims this engine, which produces 101 horsepower and 98 lb-ft. of torque, to be the quietest in the segment. They also say to expect 30 mpg city, and up to 38 mpg highway from this little four-banger. We observed a 32 miles-per-gallon average as a result of really putting our collective feet into it while on New York’s highways.

The 500c’s suspension is comprised of MacPherson struts and a stabilizer bar in the front while the rear gets a twist beam with coil spring arrangement. We found the ride enjoyable but generally not as crisp and controlled as what we have experienced in the Mini Cooper.

The tight turning radius on 15-inch all–weather radials was a Godsend with all the diversions and overshooting of our drive route in the pouring rains. So, too, the progressive rate power-assisted steering that was soft and overly boosted during parking and other slow-speed maneuvers while in the city, but became stiffer and more firm while at speed. Just as it should be.

The brakes were just a touch grabby even when gentle application was applied. Our goat was finally got, by the European-style convex outside mirror, that while included for the elimination of blind spots, caused a blind spot of its own with the built-in mirror frame. We hope to try a production piece again soon to see if the system gets a tweak or not.

If they build it, hopefully buyers will come. For those power users, there’s talk of a Fiat/Abarth sports version of the 500c in the future.

Leftlane’s bottom line
It’s good to see another Italian brand back on the continent. Though not perfect, the Fiat 500c Cabriolet will surely find footing in the “New Country” and continue down the road towards la Dolce Vita.

It’s not perfect, but it’ll save you some cash compared to the larger MINI Cooper droptop. Whether that’s money well spent is a decision you’ll have to make on your own.

2012 Fiat 500c Cabriolet base price range, $19,500 to $23,500.

Words and photos by Mark Elias.

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