2012 Audi R8

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

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

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

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

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

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

2012 Toyota Prius

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

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

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

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

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

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

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

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

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

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

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

2012 Hyundai Tucson

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

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

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

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

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

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

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

2012 Subaru Outback

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

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

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

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

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

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

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

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

2012 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.