2013 Dodge Dart. (Courtesy of Dodge)

Austin and the Hill Country that surrounds this thriving city situated in the heart of the Lone Star State was the proving ground for the newest Dodge product to be offered to the American public.

Communities like Dripping Springs, Oak Hill, Bee Cove, and Buda extended their hospitality by providing travel through rich grasslands and timberlines crowded with timid deer in the brush and lazy-eyed cows in pastures green.

Meadows filled with an eternity of blue bonnets and Indian paintbrush, watered by ample rainfall and creeks that often washed away the roadbed, gave rest to a wandering mind. Lunch under a grove of shaded pecan trees made the Texas BBQ, topped off with Mexican beans, potato salad, and peach cobbler, all the more palatable.

And then there was the car. And what a car the Dodge Dart truly is.

The Dart comes in 12 exterior colors, 14 interior colors, and five trim levels: SE, SXT, Rallye, Limited, and RIT with a starting suggested retail price of $15,995.

Three powerful-efficient engines and three transmission choices that offer unsurpassed safety features and world class aerodynamics are Dodge standards for this compact car class.

The 2013 Dodge dart will be available in five trim levels: SE, SXT, Rallye, Limited and RIT with a starting suggested retail price of $15,995.

“The all-new Dodge Dart is a ground breaking car that will surprise and delight customers who want a no compromise, fun-to-drive car that’s a great value,” said Reid Bigland, President and CEO Dodge Brand, Chrysler Group LLC.

Dart is designed with dynamic lines and curves from every angle, along with a little attitude. The face of the Dart was styled with the unmistakable Dodge split cross hair grille, but with modern, sleek looking “floats” in the front fascia.

Add in the racetrack tail lamps with piano black accents and it brings into focus a kind of enlightened confidence for the driver.

The interior of the Dart. (Courtesy of Dodge)

The front of the 2013 Dart has been designed for smooth air flow around and below the car without compromising styling or engine cooling requirements.

A lower radiator close-out panel is positioned below the front fascia. This lower front end appearance helps to reduce drag while still allowing for an 8-inch curb clearance. I really like Dart’s smart styling and distinctive exterior design.

Loaded With Cool Amenities

The interior is a blend of modern precision craftsmanship, state-of-the-art-technology, exciting bursts of color, and hand sculpted shapes.

The 2013 Dodge Dart is loaded with cool amenities and unexpected features for both driver and passengers. Items like solar control glass, low wash fluid warning signal, front courtesy/map lamps, soft touch instrument panel, power locks and windows, rear stabilizer bar, front seat reactive headrests, and electronic power steering are all standard on all trims.

Blind-spot monitoring, Parkview rear back-up camera, and dual zone automatic temperature control with humidity sensor are available on several trims.

The Dart will be powered by three fuel-efficient, powerful, state of the art 4-cylinder engines. Drivers can select from a new 160 hp TigerShark 2.0 L engine, a 160 hp 1.4 L MultiAir turbo engine, and a new 184 hp TigerShark 2.4 L MultiAir engine.

These three engines are combined with three transmissions: 6-speed manual, 6-speed automatic, or 6-speed dual dry clutch transmission.

The 2.0 liter TigerShark engine mated to the 6-speed transmission has an EPA fuel economy rating of 25 miles per gallon city/36 mpg highway/29 mpg combined. The 1.4 liter multi air turbo engine mated to the 6-speed manual transmission has an EPA fuel economy of 27 mpg city/39 mpg highway/32 mpg combined.

The Dodge Dart’s re-entry into the US compact sedan segment is based on the award-winning Alfa Romeo Giulietta. The Giulietta platform was lengthened and widened, creating a spacious sedan that meets the wants and needs of the North American consumer.

This proven modular design allows multiple models to be built using the same basic underpinning, resulting in improvements in quality and reliability, as well as reducing costs, development work, timing, and tooling.

The body structure of the Dart is composed of 68 percent hot stamped ultra-high strength steel resulting in an architecture that is lightweight, modern, and solid.

The lightweight MacPherson strut front suspension is specifically tuned to minimize camber loss, resulting in more responsive steering and great handling while improving ride quality and reduction in road noises.

The Dart starts with a strong foundation—10 standard airbags which include dual-stage adaptive venting, front driver and passenger air bags, front-seat-mounted pelvic and thorax air bags and rear-seat-mounted pelvic air bags, front driver and passenger knee air bags, and all-row side-curtain air bags.

The Epoch Times publishes in 35 countries and in 19 languages. Subscribe to our e-newsletter.

Durhl Caussey writes a car column read around the world. He can be reached at this paper or dcaussey@sbcglobal.net.

The new Dodge Viper. (Courtesy of NetCarShow.com)

You had to know that once Chrysler got its financial mojo back, it would not let Chevrolet’s Corvette ZR-1 or Ford’s Shelby Mustang go unanswered.

Ready to hiss it out, an all-new Viper was introduced at the New York Auto Show. Slithering away from Dodge’s rock, Viper will be sold under the Street Racing and Technology (SRT) brand.

“After a gut-wrenching period of uncertainty, the Street and Racing technology brand team is extremely proud that our hand-built in Detroit, flagship supercar is back and ready to take on the performance car world,” said Ralph Gilles, President and CEO of SRT.

“Beyond being the flagship for the new SRT brand, the launch of the 2013 Viper proves that we simply would not let the performance icon of the Chrysler Group die. Willed to live on by a very special group of performance enthusiasts inside the company and across Viper Nation, this SRT team under our new leadership was challenged to not just continue the legendary Viper, but to create a world-class supercar that would showcase the very best we have to offer.”

You will never mistake the cross-bar air intake, arching fenders, and sloping backlight as from anything but a Viper. More attention was paid to aerodynamics for enhanced performance, but all of the iconic styling cues remain.

Fortunately, designers finally gave the car an interior worthy of its pedigree. All of the expected electronics, with touchscreens and voice controls, are present.

Under the aluminum and carbon-fibre skin is an 8.4-liter all-aluminum V10 engine that generates 640 hp and 600 lb-ft of torque. A Tremec 6-speed manual transmission and driver-selectable suspension system compliment the wicked engine.

For those of you who though Fiat’s control of Chrysler might doom such hyper-exotic machinery, remember the Italian company also keeps Ferrari, Maserati, and Alfa Romeo in its stable.

The Epoch Times publishes in 35 countries and in 19 languages. Subscribe to our e-newsletter.

2012 Kia Rio (Courtesy Kia)

The Rio 5-door is conveniently designed to carry passengers, cargo, or a combination of both, thanks to its easily adjustable seating configuration.

The 5-door has 15.0 cubic feet of cargo volume. The 4-door sedan has 13.7 cubic feet. The 60/40 split-folding with the rear seat down increases space to 49.8 cubic feet for the 5-door. The concealed cargo cover allows you to store your valuables safely out of sight.

The cabin in the Rio is both stylish and comfortable.

The Rio comes in three trims: LX, EX, and SX. For one week I drove the Rio EX 5-door here in Texas. Then the following week for 4 days I drove the luxurious SX sedan on a journey from Miami, Florida, down the Florida Keys to Key West and back.

Both vehicles performed admirably. All three trims and 2-door designs offered the same 1.6 liter 4-cylinder aluminum block and head with 16 valves, DOHC, and Dual Continuously Variable Valve Timing (CVVT).

Engine hp is 138 at 6,300 rpm and torque is 123 lb-ft at 4,850 rpm. EPA fuel efficiency is 30 mpg city and 40 mpg highway. In Dallas I averaged 36 mpg, but driving in Florida I netted an average 45 mpg.

The LX is offered in a 6-speed manual and all three trims are available in the electronically controlled automatic with overdrive.

The cabin in the Rio is both stylish and comfortable. The EX and SX models feature sleek metal paint interior trim, while the SX includes refinements such as leather seat trim, and the 6-way adjustable driver’s seat makes the ride all the more comfortable.

The inside is designed so gauges are easy to read. And the Rio EX and SX have steering-mounted controls that let you conveniently operate the audio system, Bluetooth wireless technology-enabled devices, and cruise control. Power windows with one-touch automatic up and down are as easy to use as your thumps are to take flight.

Also located at the bottom on the steering wheel are the trip and reset buttons. Because of how they are positioned, both my driving partner and I kept inadvertently resetting the trip mileage button. I talked to Kia engineers and they promised to remedy that.

The two cup holders near the seats comfortable held small bottles or cans of refreshments. But cups of 16 ounces or more were doomed to spill. A 20-ounce beverage was just too much for the holders to handle.

Inside the Rio (Courtesy Kia)

Air bag and seat-belt sensors, and front seat-belt pretensioners are standard features found on all three trims. A reinforced body, tire pressure monitoring system, and a standard latch system provides lower anchors and tethers for children. Hill assists, anti-lock brakes, vehicle stability management, and traction control are additional standard safety features.

Cruising the Keys

Driving around the Florida Keys was a wonderful experience. The Rio was comfortable and offered good visibility from inside. As we crossed the channel bridges there was little cabin noise, even though the elevation would cause increased noise in most other brands.

Even an occasional sunning alligator on the roadway caused us little deterrent from our normal route.

In 1912, a train track was built from Miami to the Florida Keys to bring tourists and fishermen to small villages and fishing camps along the way, and eventually to Key West. Most of the camps are gone now, and the villages have grown with Key West, one of the most exciting places to visit.

As we drove south in the Rio, dark clouds captured us with heavy rain only to release us shortly into bright sunlight. There were only skeletal remnants of the once busy train track. You could still see some of the track in the distance now loaded up with sea birds rather than passengers, and acting as an anchor for tied-up fishing boats.

Key West is a town of excitement and energy. The Kia Rio reflected that same energy and excitement. Great restaurants were everywhere, with a trolley providing easy access to the entire town.

That night I parked in front of a restaurant called Sloppy Joe’s. I ate a platter of wonderful seafood as spectators and sidewalk pedestrians admired my Rio.

The next morning, as roosters crowed to wake me and wild cats prowled the streets and alleys seemingly to hurry me along, we started our trip back for Miami.

Durhl Caussey writes a car column read around the world. He can be reached at this paper or dcaussey@sbcglobal.net.

The Epoch Times publishes in 35 countries and in 19 languages. Subscribe to our e-newsletter.

2012 Nissan Versa. (Courtesy of NetCarShow.com)

There are many parts of the Nissan Versa sedan that leave much to be desired, but for some lovers of the Japanese brand, it may be the perfect combination of large car space and small car price.

The question is, is that enough to overcome the frumpy styling and sub-class interior?

I’ll say this for sure: I like the new Versa much better than the previous one. I’ve driven many. The old car drove well enough, but the overlapping plastic planks that comprised the dashboard top clunked together and rattled at every bump. However, the interior was always roomy and the styling was pleasant enough—two attributes that carry over to the new car.

Inside, what you notice first is the cavernous rear seat space. This is a compact car, competing with subcompacts at the lowest end of the market, flaunting legroom that would challenge a Lincoln Town Car. Versa’s large dome roof accommodates four passengers easily while its trunk, tucked under a high deck, embarrasses many mid-size sedans.

Besides air room, it was easy to appreciate the 6-way manually-adjustable front driver’s seat, cruise control, power windows, CD player, USB iPod input, Bluetooth, large front and rear cup holders, and silver trim on the instrument panel.

What will not win the Versa rave reviews are the uncountable plastic panels that make you feel like you’re on an amusement park ride. Even the door armrests are hard plastic! Everything looks good, but everything you touch is tougher than Tupperware. Dodge tried the same strategy with the Caliber, offering a roomy cavern filled with plastic, and it fell flat on hard surfaces.

Outside, styling is modern and fluid, but not particularly elegant.

The stubby nose and long, aero C-pillars that flow into the trunk lid are great for maneuvering and slick aerodynamics (0.31 drag coefficient), but don’t make the most handsome car. It’s not as elegant as other streamliners, and while the drag coefficient is good, it is far from class-leading. Our test vehicle came in bright blue paint, which I actually liked. Hubcaps looked fine.

Good Fuel Economy

Under the flowing curves is a 109 hp 1.6-litre DOHC four-cylinder engine that had no problem launching onto freeways and maintaining 80mph. Connected to a continuously-variable transmission (CVT), the engine delivers 30/38-MPG city/hwy—most excellent given the generous passenger space.

There will be no racing a 370Z, but that’s not the point. This car is all about space and efficiency for the dollar. On that measure, it exceeds expectations.

Handling is on par with the engine—adequate, but not invigorating. A compliant suspension with front and rear stabilizer bars absorbs the rough stuff, settles nicely on the Interstate, and can manage its way through on-ramp curves.

I would not suggest heaving it through mountain switchbacks with much enthusiasm because you’ll come out with tires pleading for mercy. Driven sensibly, the 15” wheels do a great job of balancing comfort and handling.

“This new Versa Sedan, a ‘clean sheet’ ground-up design, takes small cars in a new direction, proving that you don’t have to sacrifice style for affordability, interior roominess for a smaller footprint, or drivability for high mpg.”

That’s mostly true. Compromises were made, but most buyers won’t care. With the new Versa, they’ll get a comfy car that doesn’t break the bank. While you can get a Versa for an unbelievably low $10,990, our test car came with a $15,840 sticker—still a great bargain.

The Epoch Times publishes in 35 countries and in 19 languages. Subscribe to our e-newsletter.

Honda Motor Co. Ltd.'s Acura announced on May 17 that it is voluntarily recalling 56,881 of its 2007 and 2008 TL sedans in North America. Pictured is a 2012 model of the Acura TL. (Honda Motor Co. Ltd.)

Honda Motor Co. Ltd. announced on Thursday that its luxury vehicle division Acura is voluntarily recalling 56,881 sedans in North America to replace a power steering hose.

The recall affects 52,615 TL sedans from the model years 2007 and 2008 in the United States and another 4,266 in Canada. The Japanese automaker said overtime the hose could leak fluid and evenb cause a fire.

Up to now, “no crashes, injuries, or fire have been reported related to this issue,” Honda said in a statement.

Honda recalled 273,000 TLs in 2008 for a similar problem. The previous recall affected the 2004 through 2008 models.

2012 Mazda 3 (Courtesy of NetCarShow.com)

Mazda’s tag line is, “Always The Soul of a Sports Car.” Or they could have said, “There’s a little bit of Miata in every one of our vehicles.”

It’s all true. Drive the Mazda CX-9 full-size crossover, CX-5 compact crossover, Mazda5 mini-van, or the entry-level Mazda2, and all feel sportier than most of their competitors. It’s what separates Mazda from the rest. It’s what makes the Mazda3 different than other compacts.

Our “i Touring” test model fits between the basic Mazda3 and full-on rally sport MAZDASPEED3 models. It’s a nice balance of sporty looks and handling without being beaten to death in city traffic. Especially in the 5-door bodystyle, it’s a car that actually likes touring.

From first glance, you can tell the Mazda3 is not like other compacts.

Much of the styling echoes sportier Mazdas like the Miata and RX-8. The brand’s trademark 5-point grille and cat’s eye headlamps are present, as are accentuated front fenders, sweeping roofline, and arching rib that rises from the front wheelwell through the tail lamps. Aerodynamic enhancements to the front facia and 16” alloy wheels hint at the car’s performance.

The car’s sporting intentions continue inside. The arched roof opens up a substantial amount of cabin space. Four people fit comfortably.

Designers raked back the control stack and simplified controls by setting the radio/temperature read-out high in the driver’s sightline. When equipped with a navigation system, the read-out is in the upper dash. Everything is easy to use after a few minutes’ orientation.

Our test car had a leather-wrapped three-spoke sport steering wheel with integral audio, Bluetooth, and cruise controls. Like the gearshift, the tilt/telescoping wheel falls right at hand.

There’s also a ton of versatility. Lots of cubbies, large glove compartment, deep cupholders, and a center console provide space for all of your toys and tools.

Rear seats fold flat (60/40 split) to allow long objects to fit through from the enormous trunk. Auto up/down drivers’ side power windows, satellite radio, and an iPod input jack keep you connected. Safety is enhanced by side curtain airbags.

A True Driver’s Car

Moving this sporty chariot is Mazda’s SKYACTIV 2.0-litre four-cylinder engine, connected to the front wheels through a quick-shifting 6-speed manual transmission, generating 155hp and 148 lb-ft of torque.

The powertrain feels plenty peppy as it tugs at the steering wheel and scoots the car down the road. It’s easy to shift the transmission like a pro, making this a true driver’s car. Perhaps best of all, fuel economy is rated 27/38-MPG city/hwy.

“SKYACTIV technology is not just an engine—it is a new generation of advanced vehicle performance and efficiency,” said Jim O’Sullivan, president and CEO, Mazda North American Operations.

“SKYACTIV technology embodies Mazda’s philosophy of engineering only vehicles that are fun to drive, satisfying to own, and environmentally responsible, and there is no better vehicle to start than with the Mazda3, one of the most exciting sport compact cars on the road.”

Along with the powertrain, engineers focused efforts on achieving crisp steering responses, agile handling from the four-wheel independent suspension system, and a feeling of control whether driving on long smooth Interstates or switching through favorite back roads.

The body structure is especially rigid, which allows the suspension and steering to work their magic and absorb bumps like a lead brick. Electronic stability control and 4-wheel anti-lock disc brakes stand by just in case.

If you like touring, or just want to eat an on-ramp on the way to work, this Mazda is ready to go. Expressive styling, articulate handling, excellent fuel economy, and a roomy, useful interior add up to a great little ride. As always, this Mazda has the soul of a sports car.

With an as-tested price of $20,425, the Mazda3 competes against the Honda Civic, Chevy Cruze, Ford Focus, VW Golf, and Hyundai Elantra.

The Epoch Times publishes in 35 countries and in 19 languages. Subscribe to our e-newsletter.

2013 Ford Escape (Courtesy of Ford Motors)

The 2013 Ford Escape was launched this spring in San Francisco. The new Escape should be one of the best-selling SUVs in America as the 2013 model boasts 11 new features as well as best-in-class fuel economy for 2013.

“We call our all-new Escape the ‘smarter utility vehicle’ because it offers the strengths that customers today really value—fuel economy, versatility, and new technology that makes driving and living with the vehicle easier and more fun—all wrapped in a sleek, more modern design,” said Raj Nair, group vice president, Global Product Development.

The Escape offers two EcoBoost engines with direct fuel injection and turbocharging to deliver better mileage and fuel savings. The 2.0-liter engine has 240 hp and 270 lb-ft of torque, while the 1.6 liter provides 178 hp and 184-lb-ft of torque.

The EcoBoost engines have a 6-speed Select Shift automatic transmission that is calibrated to allow drivers who want a manual driver’s experience to control gear selection from a switch. The standard North American engine is an updated 2.5-liter naturally aspirated I-4, producing 168 hp and 170 lb-ft of torque, mated with a 6-speed Select Shift automatic transmission.

Some of the new exclusive features are hands-free power liftgate that is operated by the kick of a foot, and curve control, which is a class-exclusive technology that slows the vehicle when it corners too fast, while helping to accelerate through turns.

Torque vectoring control is a new intelligent technology 4WD system that helps deliver outstanding handling no matter the road condition, plus off-road traction and Blind Spot Information System with cross-traffic alert such as backing out of a parking space. This is a technology I feel is needed on every vehicle.

Active park assistance that makes parallel parking a snap and SYNC with MyFord Touch that lets drivers manage information through voice commands on easy touchscreens are two more features. However, the SYNC system is the only Ford technology that proved challenging for me and left me with a degree of uncertainty.

2013 Ford Escape interior. (Courtesy of Ford Motors)

The Escape is sleek in looks and fun to drive. Its active grille shutter system reduces wind resistance to help improve aerodynamics and fuel efficiency. The EPA certified Escape at 33 mpg average with the 1.6 L EcoBoost engine. In fact, all powertrain options promised a delivery of 30 mpg or better on the highway.

The Pacific Coast highway with side trips inland through majestic old forests afforded opportunities to drive through some of the most scenic landscape in America. Winding roads curving to near mountain tops and flat road pathways along lush valleys gave me an idea just how good Escape would handle and how the technology would work on anyone’s home turf.

Extremely clear quality audio, a sleek exterior, great torque under the hood, and a sleepy-quiet inside makes the $22,470 to $32,120 price range seem well worth the investment.

Durhl Caussey writes a car column read around the world. He may be reached at this paper or dcaussey@sbcglobal.net.

2012 Hyundai Veloster (Courtesy of NetCarShow.com)

Hyundai is making a pretty good feast of devouring competitors to the stylish new Accent sub-compact, award-winning Elantra compact, Tucson crossover, and Sonata mid-size sedan.

While none of those cars are the most powerful or fastest in their classes, they are making rodents quake with their advanced style, handling, warranties, pricing, and load of features.

They look sexy, even while topping the fuel economy charts and offering value. This carnage continues with the Veloster.

You won’t exactly think Raptor when you step into the standard 138 hp 1.6-liter direct-injected 4-cylinder engine, whether connected to the 6-speed manual or optional 6-speed dual-clutch automatic transmission.

It may catch a Fiesta or Sonic sleeping, but it’d better take a big bite and run quickly to survive the skirmish when something barely faster catches it. Properly revved, there’s still plenty of pep to step into freeway traffic or slip through town. Fuel economy ratings of 28/40-MPG city/hwy are sweet trades for the power deficit.

Admittedly, most of the reptile hunters who tread into Hyundai showrooms are not terribly concerned about blowing Cobras into the weeds. They’ll be more seduced by the Veloster’s funky cool styling. Its most distinguishing feature may be the front-hinged rear passenger-side door, perfect for letting friends and offspring off at the curb, but the car cuts a swath right through the sub-compact scene.

You’ll know its family by the angry grille and swept-back headlamps. The 18-inch alloys with black trim are cool, but the Kammback rear and hunkered stance set it apart. It’s both tough and cute. The front is enhanced with LED lighting, foglamps, and chrome grille surround with piano black highlights.

Impressive Interior

Stylists spun silk inside. Let’s be clear that like the Accent, Veloster is built to a price point. That means there’s a lot of hard plastic. However, the dash has a rubber sheen that makes it feel soft to the touch and doors are padded in all the right places.

Silver-painted surfaces on the dash and doors, alloy pedals, leather-wrapped steering wheel and shift knob, and piano black accents dress up the space nicely. I especially like the gray fabric on the seats that reminds me a little of the houndstooth used in ‘60s Camaros. Our car came with a panoramic sunroof and power headliner cover that make the most of spring days.

The sporty twin-cockpit lay-out echoes other Hyundais and makes a perfect place for the touchscreen, large gauges, and rocket-igniter push button keyless ignition below the radio/climate control stack. Huge cup-holders, 60/40-split/fold rear seats, wide hatchback, and lots of cubbies keep everything in good kit.

I would definitely spring for the Dimension Premium Audio with separate amp and subwoofer, navigation, rear camera, and XM Satellite radio. Bluetooth hands-free phone connection, auto up/down driver window, and heated mirrors add convenience.

Continued on next page: For the tech-savvy …

2013 VW CC (Courtesy of Volkswagen)

It was at the Ritz-Carlton in Half Moon Bay on the beautiful Pacific, with the cultural Mecca of San Francisco as its backdrop, that Volkswagen chose to launch its new car lineup.

Over three days in March, journalists from around the world were able to drive the legendary Volkswagen Beetle, New Golf, and Golf R, as well as Eos, Jetta, the flagship SUV Touareg, and the new 2013 CC.

The CC Sport had its first debut at the 2008 North American International Auto Show in Detroit.

In an area that encompasses sand beaches and cliffs that shelter and dress the Pacific Coast, going east towards the rich vineyards and produce fields in dark mountain shadows and high plateaus further east, I got to drive some of the finest American-produced automobiles.

The 2013 CC Sport Plus is one of the most affordable 4-door coupes in the marketplace, and the car I have chosen to write about. By the way, CC stands for Comfort Coupe.

The CC has an outstanding outside wrapping of candy-white while inside is colored in a wonderful rich luxury white.

The 4-cylinder models offer the acclaimed turbo charged 200-hp I-4 engine with a choice of 6-speed manual or DSG transmission. The VR6 models have a heady 280 hp and 265 lb-ft of torque. A new front drive V6 Lux model has been recently introduced.

The automatic transmission was my choice for the challenging route and it did splendidly. It shifted smoothly; not once did it hesitate or jerk.

One of the features I liked the most was the lighting. Bi-Xenon headlights, LED daylight running lights, LED taillights, and LED license plate illumination are standard in all 5 trims.

The EPA has CC getting 31 mpg highway and 22 mpg city. But my driving experience netted me a combined average of 28 mpg.

Electro-mechanical power steering, special variable assists, multilink independent sports rear suspension along with elective stability controls, anti-slip regulation, electronic differential lock, and anti-lock breaking are some of the safety and durability features that are standard on all models. The standard price for the CC is $32,850.

Side impact curtains, head restraints for all passengers, child safety rear door locks, and tire monitoring systems are valued safety devices that German engineers have made standard features.

Power adjustable exterior mirrors, rear seat arm posts, power heated seats, and cruise control are comfort and convenient features as Bluetooth and media device interface handle the technological aspects of the driving experience.

Continued on next page: US a Significant Market …

2013 Ford Taurus. (Courtesy of Ford Motors)

Two years ago, Ford reintroduced a new full-size sedan called Taurus. Taurus is a hallmark crafted vehicle that has a large amount of comfortable space and numerous amenities, yet starts at approximately $26,000 while getting 17-19 mpg in town and 25-29 mpg on the highway. 

The popular 5-seater comes in three trim levels and a super sporty model called the SHO. The SHO is filled with spirit and “giddy-up,” with special technologies that enhance the Taurus all the more. 

Mark Fields, Ford president for the Americas, stated that the Taurus is a prime-rated vehicle with obsessive attention to detail. He went on to say that Taurus is a high-quality, fuel-efficient car that Ford leadership has committed to providing for its customers. 

The Taurus EcoBoost 3.5-liter V6 engine delivers 365 hp and 350 lb-ft of torque. The SHO delivers this kind of power in an all-wheel drive format and gives 25 mpg on the highway, leaving competitors in the dust. This SHO package manages to maintain the good mileage while at the same time providing great performance. 

Taurus technologies include SYNC/MyFord Touch with LCD screens and steering wheel-mounted five-way toggles, and nary a button or gauge for consultancy. The screens display personal information, helping to keep the driver’s attention focused on the road.

Items such as parking assist, and options like heated and cool leather-trimmed seats, rain sensing wipers, rear camera, and rear window power sunshade keep the driver comfortable while using little effort to battle the elements. 

Inside the Taurus (Courtesy of Ford Motors)

Let’s talk a little about safety, because at Ford safety means a whole lot. These technologies include Trinity front-crash architecture, SPACE architecture (Side Protection And Cabin Enhancers) improved airbag restraints, safety canopy with rollover sensors, Electronic Stability Control, collision warning with break support, and Blind Spot Information System—to name just a few. 

It is one thing to write about a particular vehicle and something completely different to drive it. For two days in Portland, Oregon, while it poured rain one minute and fed the ground with bright sunlight the next, I drove the Taurus, making this landscape the background for my Taurus driving review. 

Taurus drove well as a luxury sedan should. However, letting the pedal down on a straightaway or taking a curve slightly slower added to the exhilaration of the experience. 

Outside, Taurus has a redesigned aerodynamic look with a wider wheel stance and muscled hood concluded with full LED tail lamps. 

Inside, Taurus is rich-looking and soft to the touch. The driver and passengers are surrounded by a stellar ring of technology reminders. This car is made for moving in an aura of quietness and refinement of quality.

Some Taurus models are also available with a 2.0 liter EcoBoost engine that gets 240 hp and 270 lb-ft torque.

The new 2013 Taurus is manufactured right here in America at Ford’s assembly plant in Chicago. As mentioned earlier, the pricing starts at around $26,000 for an entry level model, and up to $39,000 for the SHO.

Durhl Caussey writes a car column read around the world. He may be reached at the paper of dcaussey@sbcglobal.net. 

2012 VW Tiguan. (Courtesy of NETCARSHOW.COM)

In the jam-packed world of crossovers, the 2012 Volkswagen Tiguan carves its own niche. 

Targeting buyers looking for more “sport” than “utility” in their driving experience, Tiguan offers the only standard turbocharged engine in its segment. Add to this handling that has a distinctively European feel, and you have a fun-to-drive vehicle with a healthy dollop of utility.

A crossover as a sports car? That would be overstating the Tiguan’s highway prowess. However, it is more engaging on the road than many of its peers. It is also a bit pricier.

For 2012, VW addressed the front- and rear-end styling elements. It adapted the Touareg face to the smaller crossover along with a new headlight design. 

The new tail lamps are also based on the Touareg’s. Changes in the automatic transmission resulted in a 2 mpg bump in highway fuel economy. The remaining changes have more to do with trim-level content than anything of real substance.

Volkswagen dropped off a $31,345 Tiguan SE for this report. VW groups more expensive extra features into the name and base price of some models. In this case, it was actually a Tiguan SE with Sunroof and Navigation. A standard SE slots in below the top-of-the-line $34,795 SEL and sells for $29,455.

Anchoring the Tiguan lineup is the $23,660 Tiguan S, followed by the limited-edition $25,995 LE. The S comes in a more expensive version with a Sunroof, while the SEL has a higher priced iteration with Navigation and upgraded audio.

Adding 4Motion—VW speak for all-wheel drive—available on any trim level except the LE, increases the bottom line by $1,955. Under most conditions, 90 percent of power goes to the front wheels. However, when they slip, this system can direct as much as 100 percent of power to the rear wheels.

Packing 18 more hp than the Chevrolet Equinox and 25 ponies more than the Hyundai Santa Fe, the Tiguan delivers spirited acceleration from its 2-liter turbocharged four-cylinder engine. All but the base S funnel engine output to the wheels via a 6-speed, driver-shiftable automatic transmission. The base S gets a 6-speed manual tranny unless you pop for the automatic at a $1,500 premium.

The EPA rates fuel economy for Tiguans equipped with the automatic at 22 mpg in the city and 27 mpg on the highway. This is in line with competitors. The Equinox rates the same in the city and 5 mpg better on the highway. The Santa Fe posts 2 mpg less in city driving and an additional 1 mpg on the highway.

More of a Driver’s Vehicle

Consisting of MacPherson struts in front and a multilink setup in the rear, the suspension is tuned more toward handling and control than ride quality. That’s not to say that the passenger experience is harsh, but the Tiguan is simply more of a driver’s vehicle than most of its competitors.

Along with antilock disc brakes are the usual array of safety elements, such as stability control, traction control, electronic brakeforce distribution, and emergency braking assist. Inside, six airbags are standard.

With each generation of crossovers, the interiors get better and better. Tiguan doesn’t need to aspire to some segment benchmark in this area; its cabin is a class leader in styling, fit, and finish.

Where Tiguan might fall a little behind the competition is interior space. This is true whether looking at passenger space, where Tiguan has two or three inches less in front- and rear-seat legroom than Equinox or Santa Fe, or cargo capacity in which Tiguan lags by notable amounts.

Tiguan has 24 cubic feet of cargo room with the second-row seat in place versus 31.5 cubic feet in the Equinox and 34 cubic feet in the Santa Fe. With the second-row seat folded, Tiguan’s cargo room expands to 56 cubic feet, while Equinox jumps to 64 cubic feet and Santa Fe to 78 cubic feet.

Functionality is the order of the day in the Tiguan’s interior styling. The lines are clean and rather simple. All of the systems are logically organized across the instrument panel. German imports tend to over-complicate the controls; not so in the Tiguan.

The front seats are comfortable, offering adequate support. A reclining split rear seat is an up-level touch.

Every Tiguan is equipped with full power accessories, remote keyless entry, air conditioning, trip computer, heated outboard mirrors, cruise control, tilt-and-telescoping steering wheel, Bluetooth connectivity, and an 8-speaker audio system with CD player and auxiliary input jack.

The LE is basically the automatic-equipped S with faux leather seating, heated front seats, and iPod interface.

SE swaps out the S’s 16-inch wheels with 18-inch alloy ones, and adds fog lamps, power recline for the driver’s seat, and an upgraded audio system with a touchscreen, redundant steering wheel-mounted controls, and iPod interface.

The SEL bumps up the wheel size another inch while adding keyless start, multi-adjustable power driver’s seat, rain-sensing wipers, automatic climate control, and Bi-Xenon headlights.

Not sold in the numbers of many competitors, Tiguan isn’t a common sight. Not only does it provide a degree of individuality to its owners, it is unique in its attitude. Who cares if its somewhat stingy cargo hold demands an extra trip on moving day. The above-average driving experience will more than make up for it.

Firstly, I would strongly recommend that car owners get an NCT done before they trade in their car as it has a significant impact on its value. Anyone who rings me and asks me for an opinion on a car the first question is, ‘Is it NCT’d?’. The second question is, ‘Has the timing belt been done?’ 

If you are buying a car that should be NCT’d but is not, you have to ask why? Generally the reason is that it has failed on something expensive like emissions or another expensive component. However, for a car that is in good shape and that can pass the NCT, it is imperative to get it done as it will have a big impact on the re-sale value.

If you have a 12 or 13 year-old car once you put an NCT on it, it can be worth up to 1,300 euro. With no NCT it may be worth around 300 euro. Generally a car with an NCT is judged as being safe to drive.
If you are trading in, and you have a diesel car you won’t have a problem getting a fair price for it because there is a big demand and they cost less to tax. If, however, you have a large petrol engine the value may have dropped substantially compared with what you originally paid for it. People sometimes get a shock when they discover this.

If you do have a 2007 2-litre diesel engine that you are trading in, shop around for the best price. This is because they should be easy to sell on as they fall under tax band B which means they are reasonably cheap to tax. Therefore, they will be easier for the garage to offload to a new customer and make a profit on. Bigger engine petrol cars are likely to sit around the forecourt for quite a while because there is no demand for them.
There are now 1.3 and 1.6 turbo diesel cars that are phenomenally powerful and unbelievably efficient, and are a great buy. I think the diesel technology has come along as far as it can, I don’t see it improving much further. There is huge demand for these cars second-hand so make sure you redeem its value when trading in. Currently, there are not enough of these cars to match demand so it is driving up prices.

Before you bring the car to the garage go to a valeter and get a professional valet. This ensures you won’t lose a few hundred euro needlessly. Spend between 50-100 euro to get it cleaned inside, outside, and even get the tyres blackened. Then bring it for the trade in or take pictures of it for the website to sell it. You could do a test; bring a dirty car to a garage and get it valued, then get it valeted and bring it to another garage. I guarantee you they will knock 1,000 euro off it. Part of the reason for this is that it says a lot about the person who is driving it. If the car is dirty, it’s obvious that the owner didn’t take care of the car, but if the car is nice and clean with a service record then the buyer can have more confidence.

It can be very hard for a non-professional car sales person to judge the value of a car. I would recommend looking at the Car Buyers Guide or carzone.ie and checking what cars with a similar spec are going for on the market.

Mercedes-Benz SLK350 2012. (COURTESY OF NETCARSHOW.COM)

The Mercedes SLK350 always seems to lose in performance comparison tests pitting it against its rivals from BMW and Audi. 

Out on the road, though, I’ve always found the opposite to be true. Mercedes’ compact roadster absolutely stomps the BMW Z4 and Audi TT when it comes to real-world curb presence and practicality.

Okay, so maybe that doesn’t mean much on the track. But when you’ve got to live with a car, it’s more likely that comfortable seats are going to outweigh seconds shaved off of lap times most of the time. 

The latest SLK350, redesigned last year, addresses both the design and performance, and offers significant improvements to both. In fact, it does a great job of transcending the dubious stigma of being the “smallest” Mercedes on sale in the U.S.

A lot of the SLK’s new-found swagger is derived from the new face, which makes it clear that the SLS supercar is in the gentleman sportster’s family. 

A long hood, upright grille and a very prominent Mercedes three-pointed star combine with wide-set headlamps to give the SLK a substantial yet powerful and athletic face in spite of its relatively compact dimensions. The body widens and rises toward the rear, so the car looks like it’s ready to pounce. 

The retractable hardtop looks good up or down, and there are three top choices: a standard metal top, a panoramic glass roof, and a slick “Magic Sky” electrochromic roof with an adjustable tint level. Press the button on the rear view mirror, and the Magic Sky roof darkens or lightens to your preferred level.

The interior is cozy without being cramped, and provides a more upright driving position than many small sports cars. Burl walnut accents are available, as is a sun-reflecting leather interior that stays cool to the touch in summer. 

It seems like there’s never enough small-object storage space in the SLK’s cabin, but it’s a comfortable place for two human beings, with grippy seats and sills that are just high enough to give a supercar feeling without making you feel like you’re in a bathtub. 

Mercedes’ COMAND infotainment display takes some getting used to but once you’ve learned its ins and outs it works as well as the similar systems from BMW, Audi, and Lexus. 

Convertible Comfort

Dropping the top takes about 20 seconds, and there’s still 6.4 cubic feet of space in the trunk even when it’s lowered. When the top is down and the weather is cool, Mercedes’ available AIRSCARF and AIRGUIDE systems kick in to keep things comfortable. 

AIRSCARF directs air from the heater through a vent in the seat, blowing a warm breeze right across the back of the neck, while AIRGUIDE is an adjustable wind-blocker that attaches to the roll hoops behind the seats. I had the SLK’s top down on a sunny 45-degree day; AIRSCARF and the seat heaters kept me comfortable enough for a 40-minute drive.

Don’t think that Mercedes is trying to lull you to sleep, though. Quite the opposite, in fact. 

The SLK350 features Mercedes’ ATTENTION ASSIST system as standard equipment. Borrowed from the E-Class, ATTENTION ASSIST monitors steering for erratic inputs that signal driver drowsiness, and flashes an alert if it thinks you’re getting too sleepy to drive. It’s intelligent enough that it won’t flash warnings during spirited driving.

The SLK is motivated by a new direct-injection 3.5 liter V6. It’s the same size as its predecessor, but enjoys a hp bump as well as improved fuel economy, if you can remember to keep your right foot light. The intoxicating rush of 302 hp makes lead-foot excursions something of a constant temptation, however. 

A new 7-speed automatic transmission puts the power to the rear wheels, and it’s smooth and responsive. It also improves fuel economy. Driven carefully, the SLK350 provides 29mpg on the freeway. Paddle shifters on the steering wheel allow quick manual gear changes.

A 4-wheel independent suspension and rack and pinion steering provide compliant yet responsive handling. The brakes seem almost intuitive, and that’s partly because they are. When the accelerator is lifted quickly, a Brake Priming function moves the pads closer to the rotors in anticipation of a sudden stop. 

The SLK350 is comfortable and responsive, though it’s still not as sharp-edged as a Z4, TT, or Boxster. That said, it’s much more comfortable on the road than all three of those, and when it come to cars you’d hop into and drive cross-country it takes a few jumps up the list—especially since ATTENTION ASSIST will even tell you when it’s time to stop for the night.

The new SLK350 has inherited more than just supercar looks from the SLS; the new interior appointments and improved handling make it seem to have moved up a tax bracket or two. If curbside reactions are any indicator, this is an improvement that’s not lost on passers-by, either.

Happily, the price of entry hasn’t changed that much. 2012 SLK350 pricing starts at $54,800. With the addition of satellite radio, AIRSCARF, a navigation system, the Magic Sky Control roof, and other options, my test SLK stickered for $66,805.

2012 Azera (COURTESY OF HYUNDAI MOTORS)

The 2012 Azera has a dynamic and assertive design that has been harmonized with discipline and restraint. Outside, flowing side character lines accompany wrap-around taillights that add visual width to projected stability.

Azera’s exterior view is definitely attractive, but the modern and premium interior styling was what I found most appealing. The cockpit-like driver’s space was open, appearing expansive. Signature ambient lighting captured the sophisticated graphic lines to project a high tech image.

The navigation with 7-inch touchscreen and rear-view camera along with Dimension 450 watt AM/FM/Sirius/CD/MP3 Lexicon Logic 7 audio system with external amp and sub woofer are all standard features. It amazes me how all this technology comes with a car priced at around $30,000.

Let me continue on with some interior features either unavailable in competing brands or costing considerably more.

Ventilated front seats, heated front and rear seats, driver seat cushion extension, power rear sunshade, and manual rear side window sunshade are examples. All these are important when dealing with the extreme heat of the summer and frigid cold of winter.

Azera has nine airbags total, which is two more than Avalon and three more than Ford Taurus: front and side impact bags, rear side impact airbags, side curtain airbags, and driver’s knee airbags.

Also included in this safety ensemble is stability management, rear parking sensors, and impact-reducing front seats. This is the first time I have heard of this feature. But all these things work together for higher safety and informative protection.

Azera’s 3.3 L gasoline direct injection DOHC V-6 engine gives you the power for heavy duty road work or for a patient, leisurely drive.

Azera weighs in with 293 hp and 255 lb-ft torque. This powerful engine still delivers EPA city 20 mpg and 29 mpg highway. But while driving the Azera last month along the Mississippi Coast highway, and again for a week in Dallas, I averaged well over 34 mpg.

2012 Genesis 3.8 (COURTESY OF HYUNDAI MOTORS)

The New Genesis

The 2012 Hyundai Genesis has a 3.8 L DOHC V-6 aluminum engine that produces 333 hp with direct injection and dual continuously variable valve timing, mated to an 8-speed automatic transmission.

The Genesis is a stylish and upscale luxury sedan. Its interior reflects leather and aluminum trim pieces with soft touch plastic, featuring glistening wood grain trim and smart switchgear, giving the driver a feeling of individuality and exhilarating freedom.

The Genesis is more than just a classy vehicle. The 5-link front and rear suspension helps the high performance Genesis turn while holding onto roads that may be terribly bumpy or comprised of washboard lane dots.

Genesis has SACHS Amplitude Selective Damping (ASD) shock absorbers that help maintain optimal tire and road contact on corners. Incredible torsional rigidity and rear wheel drive helps to inspire a smooth, comfortable drive for both driver and passengers.

The Genesis proximity key lets you lock and unlock your car doors with a simple push of a button on the door handle.

Hands-free communication offers easy access to the Driver Information System, where you can customize a myriad of settings to your liking. Find out about the time for an oil change or fluids level check or air compressor stability. Buttons are conveniently located on the steering wheel.

I counted 39 features both inside and out on the Genesis. Everything from premium leather seats and LED headlights to 17-inch alloy wheels and cruise control are listed—all for the standard price of $34,000.

Added features like ultimate navigation, front and rear parking assist, and rear view camera are just some examples of add-ons that increases the cost by an additional $2,500.

The bottom line is this: Genesis is wonderful to drive. It is quiet, powerful, and safe while surrounding you in a kind of luxury unsurpassed in the industry. You drive in comfort surrounded by a family of

2012 Fiat 500c (Courtesy of Chrysler, Fiat Division)

The Fiat 500c is a work horse, plying through rush hour traffic, taking you to the office or classroom. Bad weather, bumpy roads, or crowded expressways are minor inconveniences for such a capable and dependable vehicle.

Or the 500c can be a play pony, carrying you to trendy restaurants or a special party where guests and staff admire and value a quality product that is styled with a wardrobe dressed in Italian-designed fabrics with unique stitching and soft touch accents surrounded by chrome and red brake calipers.

The streets of New York City gave the 500c a test, but even the Big Apple—with potholes, cobblestone streets, slippery highways, and bumpy roadways—could not keep this lively convertible from doing Fiat proud. And this driver shared that pride with a grade of A-plus.

The electric top goes back in stages and easily slides into the rear spoiler even at a speed of 60 mph, then completely folds down once you have reached 50 mph.

Naturally when the roof is down some body strength is lost, but the structure and power are still there, causing little shake even on terrible roadways. Even the roadway from the city up the Hudson River to the peaceful community of Rhinecliff was comfortable.

Electronic stability control, hill start assist, rear park assist, and 4-wheel anti-lock brakes are four reasons the 500c can take on the biggest and baddest road conditions NYC had to offer.

The 1.4 SOHC 16-valve MultiAir Inline 4-cylinders with 6-speed automatic transmission provided the power that allows 500c to cruise nicely at 80 mph and even 90 mph if the need arises. All you need is a tap of the foot.

Outwardly the 500c may look a little like any other small car. But when this 6 foot, 220 lbs of Big Ole Texas Boy slides in behind the leather-wrapped steering that offers tilt position, I am reminded how looks can be deceiving.

Cabin Comfort

The driver’s seat was roomy comfortable, large enough for my slightly overbearing hips yet positioning me so that the vehicle information center was easily approachable. Driver seat memory with driver’s height adjustment made the driving comfortable at the start and continued throughout.

Fiat 500 Abarth. (Courtesy of Chrysler, Fiat Division)

Sirius XM satellite radio, AM/CM/CD/MP3 radio with audio jack provides a time for collective thinking or work encouragement through the entertainment system.

For a small car the Fiat 500c is relatively quiet, helping to add positive dimensions to the cab experience. Fiat’s Blue&Me infotainment system with hands-free communication and USB port allowed me to handle incoming information and welcome dialogue.

The Fiat 500c has a base price of $23,500, but an optional luxury leather package and TomTom Navigation system adds another $2,500.

EPA fuel economy estimates city mpg at 27 and highway mpg at 32. During my drive in the city and north along the Hudson River and back, I averaged 35 mpg.

Fiat brings Abarth to the United States, which seems to highlight the brand in helping to carry the Italian mantel of high performance to American streets.

The all-new 1.4 liter MultiAir turbo engine with Abarth induction and dual exhaust system married with non-traditional small car technologies allows Fiat Abarth to introduce concepts to the American market that were discovered earlier by Europeans.

The high-flow air intake system heightens the 160 hp with 5,500 rpm engine, allowing for 170 lb-ft torque with 2,600-4,100 rpm.

Blue&Me hands free communication, performance cloth high back bucket seats, and power door locks and windows are standard features.

AM/FM/CD/MP3 audio system provides for a smooth atmosphere inside, while the high power-to-weight ratio and limited production volume add to the driver’s spirit of competition and exclusivity.

Abarth is a sleek, comfortably small sports car that gets well over 30 mpg and sells for only $22,000.

Durhl Caussey writes a car column read around the world. He may be reached at this paper or dcaussey@sbcglobal.net.

Ford Edge. (Courtesy of NetCarShow.com)

Americans have made it known their love affair with sport utility vehicles is far from over. They have also made it clear that they disdain rising gas prices. This conundrum has led automakers to create lighter SUVs with more fuel-efficient engines.

While manufacturers are squeezing more mileage out of standard V-6 engines, there are other gas-saving technologies at work. For example, Ford has created a new engine design, creatively called EcoBoost.

EcoBoost combines direct injection with turbocharging, which offers, according to Ford, measurable improvements in gas mileage with no loss in performance.

Ford is rapidly expanding EcoBoost into V-6 and 4-cylinder engine configurations. Ford says it makes a 4-cylinder perform like a V-6 and a V-6 like a V-8. We think it’s been done fairly successfully.

EcoBoost was first used in the 2010 Taurus SHO, a twin-turbocharged V-6 making a V-8-like 365 hp and 350 lb-ft of torque. Variants of the EcoBoost V-6 are also now being used in the F-150 pickup and the Flex crossover, as well as the Lincoln MKS sedan and MKT crossover.

Now, 4-cylinder engines are getting the EcoBoost treatment. Two new examples for 2012 come in the mid-sized Edge crossover and the larger Explorer. While we found the Explorer 4-cylinder EcoBoost a bit sluggish in tests at the Ford proving grounds last summer, we were delighted with the EcoBoost performance in the slightly smaller Edge.

The Edge seemed to be more lively with sharper handling traits. Subsequent timed tests and 300 miles of driving in a variety of conditions over a 7-day period on home turf reinforced our admiration for the Edge’s performance and gas mileage attributes.

The 2.0-liter turbo four is measured at 240 hp and 270 lb-ft of torque, and it’s rated at 30 mpg highway and 21 city. Our trip computer informed us we derived 25.7 mph in combined driving.

That’s better than the EPA’s predicted combined average of 24 mpg. Importantly in this time of rising gas prices, the turbocharged four is designed to burn regular 87 octane gas.

Fuel economy is aided by aerodynamic enhancements such as shutters in the grille that automatically open and close based on speed for increased air flow.

Performance

While we never had more than three passengers on board, we were pleased with the SUV’s performance. It surged from stoplights when requested, and we never encountered a problem passing slower-moving vehicles.

For comparison purposes, the Edge EcoBoost has been measured from 7.5 seconds to about 8 seconds from 0 to 60. That’s on a par with the standard V-6 engine, which is rated at 19/27 with a combined 22 in front-wheel drive format.

Before you get too excited about the EcoBoost, it has its drawbacks depending on your needs. It’s not offered in all-wheel drive and its towing capacity is a rather anemic 1,500 pounds.

But perhaps the biggest drawback is its $995 price premium over the standard V-6. The Edge V-6 starts at $28,595, and with EcoBoost at $29,590, including destination charge. Our well-outfitted SEL test vehicle carried a sticker price of $36,670.

You will have to decide if the EcoBoost fits your lifestyle, and if the gas savings is enough to offset the price difference.

Edge V-6 choices are the standard 3.5-liter making 285 hp and 253 lb-ft of torque, and a 3.7-liter V-6 making 305 hp and 280 lb-ft of torque. Both come in either two-wheel or all-wheel drive and both carry towing capacities of 3,500 pounds.

The 5-passenger Edge, which was introduced in 2006 as a 2007 model, received a major refreshing for the 2011 model year. The result is a considerably improved and sharper looking SUV.

Front seat room is excellent and the seats are comfortable. And they stayed that way after three straight hours on the road. Finding a just-right driving position was not a problem. Leg room in back is adequate and the seats are nicely shaped.

Cargo capacity is respectable 32 cubic feet behind the rear seats. It can be expanded to 69 cubic feet with the rear seatbacks folded.

If you purchase a model with the much-criticized MyFord Touch interface controls, tackle the system head on. Ask a dealer representative to help you understand all the features. Get used to the information screens and how to access them, including through use of voice commands, and you will come out the winner.

Volvo XC60 T6. (Courtesy of Volvo)

Not having visited Arizona in years, I had forgotten what a beautiful place it is.

I was recently given an opportunity by Volvo to make a trip to Scottsdale, where I stayed at the wonderful Montelucia Resort, to drive several of their new models through all different types of surrounding scenery—from snow-covered mountains to desert cactus.

Each vista seemed more breathtaking than the one before, and my driving partner (Jody DeVere of askpatty.com) and I stopped frequently just to enjoy the scenery. Which may be the reason we were always the last ones back from a drive.

Volvo had billed the late February-early March trip as their “2012 Fun, With Some Sun” media drive, and there was plenty of both to enjoy on this junket. Not to mention some great food, including a chili cook-off where we were formed into competing teams to create our own prize-winning versions of the dish that those of us from Texas claim as our own.

Surprisingly, whether we won any chili cooking prizes (like my driving partner did) or not, it turned out to be a highlight of the trip. Maybe not so much for the judges, who had to taste all the various mixtures including some with rattlesnake and several with extra spicy peppers. But it was a terrific team-building exercise.

But we were there to drive, and drive we did—hundreds of miles each day, with our first day a 279-mile trip to and from Sedona in the XC60.

Winding our way from the Montelucia through Prescott National Forest and over snow-covered mountains, we arrived in the picture-perfect town of Sedona, surrounded by gorgeous red rock formations. After lunching at Café Jose with other drivers and the Volvo and Polestar team, we headed back to Scottsdale to get ready for Volvo’s Iron Chef Southwest Chili Cook-off that evening.

Mountain Driving

So how did the small luxury crossover utility Volvo XC60 perform on those up-and-down, twisting and sometimes icy roads over the mountains? Like a champ!

Volvo XC70. (Courtesy of Volvo)

The XC60 T6 R-Design offers a substantial performance upgrade for 2012, with its 3.0-liter turbo-charged 6-cylinder engine delivering 325 hp and 354 lb-ft of torque.

The R-Design has a stiffer chassis than other XC60s, with stronger damping and a more direct steering gear so drivers benefit from more “wide awake and alert” vehicle behavior and precise communication with road surfaces. When you’re coming down the mountain, it’s good to know your car’s awake too!

Thanks to Polestar’s engine performance tuning package adding extra power and torque, the Volvo XC60 T6 R-Design threatened to run away from the speed limit a few times, especially on descents, but the CUV hugged the road like a slug and cornered perfectly.

Volvo introduced a new, world’s first City Safety driver support system with the XC60, to prevent collisions that occur at speeds of 19 mph or less. Using a closing velocity sensor to determine if a collision is likely, City Safety either pre-charges the brakes or stops the vehicle.

Standard equipment on the R-Design includes 20-inch Cratus alloy wheels, and a technology package that includes preventive safety technologies such as Adaptive Cruise Control with Queue Assist; Collision Warning with Full Auto Brake; Pedestrian Detection with full auto brake; distance alert; Driver Alert Control; and Lane Departure Warning.

The base price of the Volvo XC60 T6 R-Design with Polestar performance package was $44,575. Mileage is estimated at 19 in town and 24 on the highway.

Safe in the XC70

The following day (fresh from being defeated at the chili cook-off by my driving partner, whose secret ingredient was Patron Tequila shots for the judges) we hopped into the 2012 XC70 Cross Country Wagon.

We were once again awestruck by the scenery, this time all the desert cacti in bloom segueing into the Superstition Mountains and cliffs on the Apache Trail.

Originally constructed in the 1930s to support development of dams along the Salt River, State Highway 88 is definitely a scenic byway and adventure trail, there were a few times on the drive when we literally held our breath as our sturdy wagon hung onto the overhanging cliff road.

There was one stretch of the winding, narrow road overlooking Fish Creek Canyon that was a real white-knuckle kind of drive. We also encountered a 22-mile stretch of unpaved road that seemed more like 102 miles as we gritted our teeth while slipping and sliding around. Toward the end of the journey we were rewarded with an up-close view of Roosevelt Dam.

The press materials told us the XC70 “is a unique crossover that blends the versatility and practicality of safely transporting people and their gear with the rich heritage of Volvo’s 50-plus years in the premium wagon sector. With its zest for life and the great outdoors, the XC70 is even more appealing for 2012.”

It also drove like a dream, even on some very scary (although incredibly beautiful) roads.

Intuitive Technology

Design improvements include a redesigned upper instrument panel that houses the new standard Volvo Sensus system, letting drivers manage information from the audio unit, navigation system, and other functions, displaying them onto a seven-inch high-definition color monitor. It allows the driver to explore the high-tech features of the car and personalize them to suit their needs.

“Volvo Sensus does not distract the driver from driving. The idea is that the technology should be so intuitive that the user can maneuver the menus without having to first read through the instruction manual. We are one of the few manufacturers to offer the driver access to all the system’s functions via buttons in the steering wheel,” says Lex Kerssemakers, senior VP of product strategy vehicle line management at Volvo Cars.

All the functions can be controlled via buttons built into the steering wheel or via touch buttons located just below the color screen.

Also new is the lower center console design, with silk metal framing the new Cross Avenue aluminum inlay for the 3.2, or the warm look of Classic Walnut Wood inlays for 3.2 Premier, and above trim levels as well as all T6 AWD trims.

Interior ambient lighting changes feature lights integrated behind the center console to emphasize the “floating” feeling of its design at night.

A Technology Package is available on all XC70s, including the above-referenced City Safety technology. Standard on all T6 trim levels is Volvo’s signature All-Wheel Drive with Instant Traction and Hill Descent Control (a feature we really depended on a lot on the Apache Trail).

The XC70 also has heated front and rear seats, heated windshield washer nozzles, headlight washers, rain sensor windshield wipers, and interior air quality system.

Cargo carrying flexibility includes a luggage compartment floor with aluminum rails and movable storage points to secure the load. Side panels also have built-in load anchorage eyelets to keep luggage securely in place. These can be supplemented with multifunctional rails for a variety of hooks, load-anchoring nets, cargo space dividers, and other load related accessories.

For more information, please visit Volvo Cars of North America on their website.

Jo Ann Holt is a journalist and auto writer based in Dallas, Texas, and a member of Texas Auto Writers Association (TAWA).

2012 Infiniti FX35 (Courtesy netcarshow.com)

Highly stylized, the 2012 Infiniti FX combines sporty handling with luxury furnishings, rendering a truly one-of-a-kind crossover.

Infiniti pretty much tossed caution to the wind when it penned the in-your-face lines of its FX. In a world of cookie-cutter vehicle design, the FX stands out like LeAnn Rimes at a Weight Watchers meeting.

Its unorthodox looks aside, the FX upholds Infiniti’s luxury-performance heritage forged by the likes of the M Series and G Series—cars with a reputation for being sporty and fun to drive, as well as posh and sophisticated.

Sprinting to 60 miles per hour from a standing start takes less than seven seconds—pretty decent for an AWD crossover.

Although the top-of-the-line version, the $60,695 FX50, is more powerful and is packed with some extra standard goodies, the FX35, like the $52,445 Limited Edition provided for this evaluation, is the focus here.

In addition to the Limited Edition, there is a $44,595 base FX35 with rear-wheel drive. Adding all-wheel drive will bump up the bottom line by $1,450.

AWD is included in the price of the Limited Edition along with other bits that are extras for the base FX35, like a 360-degree parking camera system, hard-drive-based navigation system with touch-screen display, and a power tilt-and-telescoping steering wheel.

A robust 3.5-liter V6 generates an impressive 303 hp, which is funneled through a 7-speed, driver-shiftable automatic transmission. Sprinting to 60 miles per hour from a standing stop takes less than seven seconds—pretty decent for an AWD crossover.

Fuel economy is about what you would expect in this class. The EPA estimates for the RWD FX are 16 mpg in the city and 23 mpg on the highway. Subtract 2 mpg from the highway number for FXs with AWD.

According to the trip computer, my test Limited Edition posted 16.2 mpg over roughly 50 miles of continuous city driving. The only downside is Infiniti requires premium fuel for the FX.

Many of FX35’s underpinnings were lifted from the G Series. Consequently, you can expect uber-quick steering response, acute handling, and a firm ride.

Some degree of ride quality is typically sacrificed for spot-on handling; the FX is no exception. One opinion uttered from the passenger seat was that the ride was harsh. That’s a relative judgment based on what a person is used to. Firm is a more accurate characterization. It certainly isn’t overly pliant.

Lurking behind all four alloy wheels are disc brakes with anti-lock tempering forward motion. Included are traction control, stability control, electronic brakeforce distribution, and emergency braking assist.

If you pony up the extra $2,900 for the Technology Package, you get a number of additional safety features, such as lane departure warning, lane departure prevention that nudges you back into your lane, intelligent cruise control, rain-sensing wipers, and auto-leveling headlamps.

A function of the intelligent cruise control, intelligent brake assist uses the cruise control’s range finder to gauge the likelihood of a front-end collision by computing closing speeds. If the system concludes an accident is imminent, it sounds a warning and can even apply the brakes.

When parking, Around View Monitor, a 360-degree camera system, is a handy feature providing the driver with a birds-eye view all the around the vehicle.

Luxurious Passenger Space

Thanks to the sloping roofline, entering and exiting either the front or rear door of the FX requires a little bending. Because Infiniti elevated style over function, backseat and cargo space is tighter than others in the segment. Front-seat occupants, though, will be quite comfy.

With the second-row seat in place, FX has 24.8 cubic feet of cargo room. That’s about 13 cubic feet less than a Honda CR-V. Folding the second-row seat, though, boosts the space to 62 cubic feet.

It’s the passenger cabin more than anything that sets a luxury vehicle apart. Infiniti pulled out all the stops in creating a truly luxurious passenger space. The shine of the brushed metal, the look of the real wood, the smell of the leather, and the feel of the textured surfaces all elevate the FX interior. It is beautifully designed and carefully executed.

There is a lot going on here with controls, buttons, knobs, and gauges spreading from the driver’s door through the center console. Some of it may send you rifling through the glove box for the owner’s manual, but generally the systems are fairly easy to operate.

Mounted on the leather-wrapped tilt-and-telescoping steering wheel are the switches for the cruise control and redundant controls for the Bose 11-speaker surround-sound audio system with its CD player and iPod interface.

Other standard features in every FX include full power accessories, heated outboard mirrors with turn-signal indicators, rear-view camera, trip computer, Infiniti analog clock, and Bluetooth connectivity.

Although you can argue with its exterior styling and carp about its stingy luggage space, you have to be impressed with FX’s dynamic handling and performance, as well as its luxurious cabin.

There are a number of luxury crossovers out there from which to choose. But if you want a distinctive vehicle able to defeat foul-weather road conditions, accelerate like a sports sedan, and pamper you like a Palm Beach spa, FX35 has few peers.

2012 Nissan Murano (Courtesy of Nissan News)

The Murano has a sleek interior. You’ll notice that the seats adjust and the steering wheel tilts when slipping into the front seat.

Every single cabin detail adds to the ambiance of the experience. The warm glow of the wood tone interior and brightness of the metal accessories combine with the double-stitched leather appointed seats to make the ride purposeful and personal.

It is easy to stay connected when driving the Murano. The navigation system offers weather, traffic, and restaurant reviews, and of course iPod connectivity adds to the dialogue. You cannot imagine the excitement I experienced when I got the system to identify all the hamburger locations in a few square miles.

The retail price for the Murano is $38,303. But if you add the HDD navigation with the 7-inch VGA monitor, and voice recognition and touch screen that includes the features mentioned above (Platinum Edition Package), an additional $2,000 is charged.

Bluetooth has the hands-free phone system with phone book download. You take calls through Murano’s speakers, which adjusts music volume for each call. The navigation XM satellite radio and intelligent Key/Push Button Ignition are standard features for the Murano.

Memory driver’s seat, dual temperature controls, power seats and windows, power liftgate, and 64 cubic feet of cargo space when the rear seats are folded flat are just a few of the creature comforts so pronounced with Murano.

It has been rainy in Texas this winter, and more rain came Saturday to our once sun-parched state. The usual casual morning drive from Dallas to San Antonio takes about 4 to 4.5 hours, generally passing quickly. But on this particular Saturday, things were different.

A steady and often hard rain fell continually on the trip. On Interstate Highway 35 South, bar ditches were full, spilling their plenty back onto the roadway.

Murano’s bi-functional Xenon headlights and LED fog lights assisted me in maintaining good visibility through fog, mist, and rain, as the LED rear taillights told drivers behind me where I was in the swirling, thick clouds and heavy rain.

The 4-wheel anti-lock braking system and traction control system added assurance to the front wheel drive powertrain with 20-inch aluminum wheels wrapped in all season tires. These made the journey safe for me. The Murano sat tall, helping to give me a feeling of security and well being considering all the chaos outside.

Road construction, stalled cars, snarled traffic, flooded thoroughfares, and accidents were only slight impediments for me on the road south into San Antonio.

Rain beat so hard on the roof that it sounded like nearby artillery, as the wind moved past the car in moans of distant thunder. An inconvenience for drivers but welcomed by parched fields, receding lakes, and thirsty livestock.

The rain was so impressive that day that I kept looking for a bearded, older gentleman surrounded by frightened animals.

Murano is powered by a 260 hp. 3.5 liter DOHC V-6 engine that has 240 lb-ft torque. The engine is powerful but still allows EPA fuel economy estimates of 18 mpg in the city and 24 mpg on the highway.

A continuously variable transmission eliminates discrete gears; its single flexible belt eliminates gear hunting and keeps the engine in its “sweet spot,” whether accelerating or set on cruise.

The rear monitor alerts activate automatically telling you if there is danger or an object behind you. I wished the Murano had a rear camera, which I hear will become mandatory in the next year, or two model years.

The instrument panel is well lit, but not too bright, while the knobs and buttons are easy to read as symbols are readily identifiable and mastered.

Durhl Caussey writes a car column read around the world. He may be reached at this paper or dcaussey@sbcglobal.net.

2013 Chevrolet Malibu Eco. (Courtesy of General Motors)

Lines converge, shapes take form, and curves seem to have purpose as Malibu takes all these images to produce a sleek performing vehicle with the appearance of athletic grace.

A dual port grille design with an iconic bowtie announces the Malibu’s approach from 100 yards away.

Jewel-like halogen headlamps that enhance the aristocratic look flow into the exterior styling and tasteful chrome accents. Seventeen-inch aluminum wheels, daytime running lamps, and front fog lamps accompany LED clear-lens tail lamps that gets attention coming and going and both sides.

Malibu is sound mechanically with the Ecotec 2.4 L DOHC 4-cylinder engine. A 6-speed automatic transmission with E-assist, electric motor generator, cruise control, and electric power steering gives Malibu an estimated 37 mpg on the highway and 25 mpg in the city.

Remote vehicle start brings easy access to the Malibu cabin, which expresses a feeling of roominess and comfort.

Tilt and telescopic steering column, driver power seats adjusts, 8-way power recliner and lumbar adjusts, and front passenger 4-way manual 2-way power vertical seat make for a great driving experience for both co-pilot and driver.

Knobs that address dual-zone air conditioning, XM radio and temperature are large enough and easily identified in a blue ambient light for making easy adjustments without distraction while driving.

Theft deterrent, a rear vision camera system, and tire pressure monitor system are three coveted safety features.

I have never had the need for a tire pressure monitor system before, but last week changed that.

I was driving on the freeway when the tire monitoring system alerted me that the right rear tire’s pressure had dropped to 27 lbs. I missed the first exit and by the time I got off at the next one, pressure had dropped to 21 lbs. I found a station as the monitor read 19 lbs.

I put a little extra air (36-lbs) in the tire and parked it for the night in my garage, because it was so late the local tire shop had closed. The next morning the pressure was down to 20 lbs.

I drove slowly to the tire repair place, where they found a small nail in the tire. I cannot imagine what could have happened had the tire gone flat or blown out while driving on a big city roadway late at night. This monitoring will always be a must on any future car I purchase.

Child locks, rear doors and windows are additional items that are standard features for Malibu.

Durhl Caussey writes a car column read around the world. He may be reached at this paper or dcaussey@sbcglobal.net.

Land Rover Range Rover. (Courtesy of NetCarShow.com)

The pocket-protector types tasked with updating vehicles at Land Rover satisfied themselves tinkering around the edges of the 2012 Range Rover. Minor cosmetic adjustments and a couple of new option packages are about the only changes from 2011.

Land Rover earned a reputation for spotty reliability during the past decade, but has been improving of late.

It hasn’t won the reliability battle yet, but made up some significant ground in 2011, according to J.D. Power and Associates in its 2011 Initial Quality Study. It needs to do better, but the current trend is promising.

Land Rover supplied a $95,670 supercharged version of its Range Rover for this evaluation. For the budget minded, the $80,275 entry-level HSE is also available. Besides a $15,000 base-price difference, a key element separating the two models is under the hood.

There are two interpretations of the same 5-liter V8 engine power Range Rover. The HSE derives its giddy-up from the 385 hp normally aspirated version, while the Range Rover Supercharged develops 510 hp with a supercharged edition.

By Land Rover’s stop watch, the Supercharged sprints from a standstill to 60 miles per hour in a blistering 5.9 seconds. The HSE needs an extra 1.3 seconds. Both numbers are notable for a vehicle tipping the scales at over 5,700 pounds.

An 8-speed, driver-shiftable automatic transmission hustles output from both engine variants to the wheels. Range Rover owners shouldn’t expect a Christmas card from the Sierra Club. Whether the engine is supercharged or not, the EPA rates Range Rover’s fuel economy at a stingy 12 mpg in the city and 18 mpg on the highway.

Deep pockets and an affinity for the smell of leather and wood aren’t the only qualifiers for buying a Range Rover. A seriously competent off-roader, it can successfully tackle the toughest terrain. Its typical ground clearance is a healthy 8.7 inches, but its electronic air suspension has extended height for sailing over many obstacles.

All manner of safety and off-road systems, such as Roll Stability Control, Hill Descent Control, and Gradient Acceleration Control, are among Range Rover’s standard equipment. There is also a multi-mode Terrain Response system that automatically adjusts its traction response to different surfaces like mud, snow, sand and rocks.

The bottom line is that if any passenger vehicle can overcome a particular piece of real estate, the Range Rover will.

At the core of the electronic air suspension are MacPherson struts and gas-filled shock absorbers in front and a double-wishbone setup with gas-filled shocks in the rear. Disc brakes on all four wheels feature antilock, traction control, stability control, electronic brakeforce distribution, and emergency brake assist.

Tight on Interior Space

Although the exterior styling has evolved a bit from the square, it-looks-like-the-box-it-came-in styling of older Range Rovers, it still sits upright with rather flat surfaces and angled edges.

Its packaging, though, doesn’t translate into as much interior space as you might think.

Headroom, as well as legroom for both front and second-row passengers, is about average for large luxury SUVs. Available as $1,250 option is the reclining rear seat package that also includes four-way power headrests.

Cargo room, at 35 cubic feet with the second-row split bench seat in place and 74 cubic feet with that seat folded, could be better. This is less than some competitors like Infiniti’s QX56 with 112 cubic feet or the Lexus LX 570 with 83 cubic feet of maximum cargo room.

Arguably a dated design, the two-piece rear door doesn’t offer the convenience of a liftgate. The button on the key fob only releases the glass half of the rear door. You must manually unlatch the bottom half, which then folds down—a hassle if your hands are full.

Yards of leather accented by loads of real wood—10 pieces by Land Rover’s count—cover nearly every interior surface.

You certainly won’t feel gypped sitting in one of the well-sculpted front seats; luxury oozes from every inch of the cabin. An overwhelming array of switches, buttons and knobs protrude from every surface including the leather-wrapped steering wheel.

Reinforcing the high-tech feel of the cabin are virtual gauges and a seven-inch color touchscreen.

Every Range Rover comes with full power accessories, three-zone automatic climate control, heated outboard mirrors and rear seat, navigation system, power tilt-telescoping heated steering wheel with redundant audio controls, sunroof, rearview camera, trip computer, front-rear parking sensors, power multi-adjustable front seats, six airbags, and Bluetooth connectivity.

Topping it all off is a 14 speaker Harman Kardon 7.1 surround-sound audio system with CD player, satellite radio, and a USB connection with iPod interface.

In addition to the more powerful engine, stepping up to the Range Rover Supercharged adds adaptive air suspension and Brembo brakes.

Although my test Range Rover Supercharged already carried a substantial price tag, it only required four options to pack another 10 grand on to the bottom line for a grand total of $104,120.

And not one bit of pampering is sacrificed for all that off-road competence.

2012 Jeep Wrangler Rubicon. (Courtesy of Chrysler/Jeep Newsroom)

For one week I drove a vehicle that I dreamed about as a young man. My dream car was handsome in style, had numerous conveniences, was easily adaptive, could cross through or up over any terrain, and attract women.

Finally, at age 64 my dream came through with the 2012 Jeep Wrangler Rubicon.

The week of my Jeep drive, I found it heavy on style, splendidly adorned, and with the terrain crossing skills of a goat. But light on that attracting women feature—at least for me.

Rubicon was voted “Best 4×4 Vehicle of the Decade” by Four Wheeler Magazine. “Rubicon is a road warrior with Tru-Lok electronically locking differentials, and mud tires and Rock Trac Transfer Case,” the magazine concluded.

Rubicon is tough-looking outside with BF Goodrich Mud Terrain Tires mounted on 17-inch Moab Wheels. Fender flares are matched to the body color. My Rubicon was painted flame red with black fender flares and bumpers.

The Rubicon has two tow hooks on the front and one on the rear, which would no doubt come in handy when extricating itself or another vehicle from rough terrain.

Fog lamps, automatic head lamps, deep tint sunscreen windows, and power-heated mirrors are all standard items and part of the base price of $33,570.

Rubicon’s cabin is clad in durable cloth seats. Leather-trimmed bucket seats and heated front seats could add about $900 more to the price. However, a four-way position adjuster is standard on the driver’s seat.

The media center 130 CD/MP3 delivers premium sound by seven Infinity speakers and an 8-inch subwoofer with 318-watt amplifiers. Sirius XM satellite radio is also part of the package.

Power windows with front one-touch-down features are accompanied by power locks, remote key entry, temperature and compass gauge. Also included is my favorite feature, reclining bucket seats.

Wrangler has standard removable full-frame doors and a fold down windshield. You can select your available canopy with the Sunrider soft top.

The doors are easy to remove, but the leather hinges are not strong enough to keep the doors open on their own—they actually have to be held open. While the doors are easy to open and close, they can close unexpectedly because there is nothing in place like a stronger hinge to keep them open.

I am told by Jeep engineers that this is the way the vehicle was made and that having removable doors is more important than keeping the door open without effort, although there has been some discussion on the matter.

This was fine with me, but the wife wasn’t that easily persuaded when the door closed on her long evening dress.

The Pentastar 3.6 L V-6 24-valve VVT engine boosts a 40 percent increase in hp while delivering 285 hp and 260 lb-ft torque. A 5-speed automatic transmission completes the ensemble.

If you drive off road for fun or have road challenges as a daily routine, Rubicon may be just the vehicle for you.

Durhl Caussey writes a car column read around the world. He may be reached at this paper or dcaussey@sbcglobal.net.

2013 Ford Mustang Boss. (Courtesy of NetCarShow.com)

Like other great marques, the Ford Mustang evolves over time, getting ever better.

Year-to-year changes may seem insignificant, but they add up to entirely new cars in a short period of time. Changes made during 2011 and 2012 added refinement and style to all models.

But as the 2012 model year rolls into 2013, Ford prepares for a new Boss.

“Everything we did for 2013 is consistent with and links directly back to our 1970 heritage. The reflective stripes and hockey stick graphic in particular mean something to Mustang enthusiasts,” said Dave Pericak, Mustang chief engineer.

“Last year, we proved the car had what it takes to perform, and this year we focused on enhancing its eye-catching looks and celebrating its history.”

If it takes you a few seconds to catch the reflective stripes, you sure as heck won’t miss the available School Bus Yellow paint and snarling, air-gulping grille with chrome pony proudly positioned mid-stride.

Gray colors the grille, mirror caps, and rear spoiler for a contemporary touch. Special badging and dual-gray alloys set the car apart. The more prominent grille, splitter, and functional hood extractor accompany standard HID headlamps and LED tail lamps.

Fog lamp plugs can be removed with a screwdriver to improve cooling on track days. Smoked tail lamps, and a black panel between, leave their signature as the Mustang accelerates away.

The original Boss 302 was finessed by stylist Larry Shinoda, who also played an important role in the ‘63-‘67 Corvette’s design. It had front and rear spoilers, black hood, and racy side stripes.

Under the hood, a Windsor small block V8 with Cleveland heads put down a claimed 290 gross horsepower (actual output was much higher). Stiffer springs and shocks were nearly a match for the engine’s output.

That little history lesson is only to help put the 2013 Boss into perspective. The new model will generate 444 hp (net) and 380 lb-ft of torque. Engineers focused on giving the car a smooth idle and manageable low-end torque for getting the groceries.

The short-throw shifter is a joy. Exotic hardware upgrades include a race-inspired clutch and limited slip differential with carbon fibre plates; a torque-sensing Torsen limited-slip differential is optional.

Anywhere you throw it, the Boss 302 is sure to blast a path.

State-of-the-Art Chassis

Keeping that power in line is a chassis that engineers for the old Boss could never have conceived.

High-rate coil springs, stiff bushings, and large-diameter rear stabilizer bar work in coordination with a lower ride height to improve handling. Adjustable shocks and struts are standard on Boss Mustangs. The 19-inch black alloy racing wheels not only look good, but help the Pirelli PZero tires stick like spider legs.

Boss-specific Brembo brakes with four-piston calipers and specific ABS calibration allows drivers the most fun without getting into trouble. Despite prayers to every world deity, a solid rear axle remains.

Given all of the exciting performance specs and aggressive exterior, you might be surprised to learn one of the car’s best attributes is its humble little interior.

Large analog gauges, twin-cowl dash design, and adjustable-lighting gauges are as expected in a modern Mustang. Ford SYNC voice-activated connectivity via Bluetooth-enabled cellphones, USB iPod connections, and hands-free navigation system is standard for 2013.

Drivers will also enjoy the new Track App that monitors on-track performance with an LCD display. Recaro front seats and interior trim finally befit a car of the Boss’ caliber.

I realize that for some of you, a measly 444 hp simply won’t do. It’s OK, because Ford also went to work on the 2013 Shelby GT500. Its 5.8-litre supercharged aluminum V8 engine makes a whopping 650 hp, churns 600 lb-ft of torque, and can touch 200 mph.

Revised gearing helps it steer clear of the Fed’s gas guzzler tax—an amazing achievement. The Shelby doesn’t quite have the chassis of some of its rivals, but downforce-inducing aerodynamics and an adjustable suspension system keep it firmly on the ground.

“SVT keeps the Shelby GT500 on the cutting edge of technology and takes muscle car performance to new heights,” said Jost Capito, director of Global Performance Vehicles and Motorsport Business Development.

“We encapsulated every aspect of performance in this car—whether it’s 0-60, top speed, racetrack, or quarter-mile times. Beyond that, the daily driver also will find this car perfectly fits his or her needs.”

2012 Toyota Prius c. (Courtesy of Toyota Newsroom)

Auto writers were invited back to Austin, the “greenest” center of Texas, last week to test drive Toyota’s newest addition to the Prius family, the Prius c.

This urban-friendly, stylish hatchback promises to deliver the highest rated city fuel economy of any (unplugged) vehicle at 53 mpg in town and 46 on the highway.

As the literature explains, the letter “c” represents “city” in the Prius c name. The all-new Prius c joins the Prius Family, including the third generation Prius Liftback, the versatile new Prius v, and the Prius Plug-in Hybrid, which will also be available in early 2012.

With over two and a half million units sold worldwide, Prius remains the world’s premier eco-vehicle brand.

The letter “c” might also translate to compact, since Toyota is calling this gateway vehicle a sub-compact. However, it seems larger than most sub-compacts, and actually has quite a bit of leg-room in the driver’s and front passenger seats. It is small enough that it can be easily maneuvered into all kinds of tight spaces, which should make it even more attractive to city dwellers.

The Prius c is also very affordable, with a starting price of $18,950, adding to its appeal to the younger demo they seek to attract.

It will also be that younger demographic who crave the c’s impressive array of technology. Electronics features include a standard 3.5 inch full color TFT multi-information display, Bluetooth hands-free phone capability, USB port with iPod connectivity, and available Display Audio System with Navigation and Entune.

Four Grades

The Prius c is offered in four different grades, with all models equipped with a Hybrid Synergy Drive 1.5 liter DOHC, 16-valve engine with VVT-i, a 60 hp permanent magnet AC synchronous motor, and a 144 volt nickel-metal hydride battery that generates 25.9 hp for a total hybrid system output of 99 hp.

All models also contain nine standard airbags and Toyota’s Star Safety System that includes Vehicle Stability Control, traction control, anti-lock brake system, electronic brake-force distribution, brake assist, and smart stop technology.

The Prius c One ($18,950) is the basic model that includes such standard features as automatic climate control, tilt-telescopic steering wheel with audio, climate, multi-information display and Bluetooth hands-free phone controls, and remote keyless entry with illuminated entry.

Prius c Two (starting at $19,900) adds a 6-speaker audio system, variable intermittent windshield wipers, a 60/40 split fold-down rear seat with adjustable headrests, cruise control, engine immobilizer, center console with armrest and storage compartment, and a cargo area tonneau cover.

Prius c Three starts at $21,635, and adds enhanced technology that includes a 6.1-inch touchscreen, Sirius XM Satellite Radio, HD Radio with iTunes Tagging, USB port with iPod connectivity and control, vehicle information with customizable settings, and advanced voice recognition.

Toyoyta’s Entune has such bells and whistles as Bing and Pandora, real-time traffic, weather, sports, and other info available, and lots of apps “on the way.”

The Three grade also has color-keyed outside door handles with touch-sensor lock/unlock feature, a tilt/telescopic steering wheel and lift-gate with push button start and remote illuminated entry. Buyers of the Three can also add 15-inch alloy wheels and a power tilt/slide moonroof with sunshade as an option.

The Prius c Four grade ($23,230) has 15-inch 8-spoke alloy wheels standard, to boast of top of the line quality. The Four grade also has SofTex-trimmed heated front seats, color keyed heated power outside mirrors with turn signal indicators, and integrated fog lamps. Optional equipment includes 16-inch 8-spoke alloy wheels and power tilt telescopic moonroof.

Toyota spokesmen said they expect the best sellers to be grades Two and Three for the Prius c. These two grades may account for 80 percent of the c model sales.

Clever Design

New Prius c owners will find things aren’t always where they used to be in the cleverly designed vehicle, which situates key drivetrain components within the chassis to help optimize interior space and handling.

The gas engine, transaxle and power control unit are positioned to help enhance weight distribution and lower the center of gravity, which aids handling. The hybrid battery is placed directly beneath the rear seat while the fuel tank is beneath and just aft of the rear seat. This allows more interior space for passengers and gear while lowering the center of gravity to improve handling.

The Prius c’s eye-catching exterior colors include three new colors—Habanero, Moonglow, and Summer Rain Metallic—along with Blue Streak Metallic, Absolutely Red, Black Sand Pearl, Magnetic Gray Metallic, Classic Silver Metallic, and Super White.

Some of the features on the Prius c frankly left me fully aware that I am NOT the demographic the engineers were looking for when designing this car.

For instance, the Prius c is equipped with an advanced 3.5-inch Thin Film Transistor (TFT) full-color Multi-Information Display (MID) that illustrates drive information and energy usage in a fun, easy-to-read manner. The display offers Energy Monitor, Drive Information, and an ECO-Score display that illustrates driving scores for each portion of a trip.

Personally, I don’t have any desire for such driving scores. However, for those who are like my son who loves to play video and computer games and definitely loves to keep score, an ECO-savings display allows for gasoline costs and a comparison vehicle to be pre-set to help the system provide an ongoing estimate of the actual cost savings enjoyed driving the Prius c.

The system can also display this data as a longer-term savings record, calculating savings and consumption over the span of months. The Prius c offers a Touch Tracer display that coordinates driver tactile action on the steering wheel controls to a visual indicator on the multi-informational display atop the dashboard to help keep the driver’s gaze closer to the road.

As for this driver, I will just watch the road and leave the comparison bragging to others. But if you’re just looking for a fun little car to zip around town in, the Prius c is a definite contender. The Toyota Prius c will arrive at your local dealer in March.

Jo Ann Holt is a journalist and car columnist based in Dallas, Texas, and a member of the Texas Auto Writers Association (TAWA).

2013 Dodge Dart. (Courtesy of NetCarShow.com)

Given gas prices and an unsure economy, the compact car segment has been burning hot.
World-beating models like the Chevy Cruze, Ford Focus, Hyundai Elantra, and Honda Civic have come out in great form while the Dodge Caliber has mostly stood still.

Additionally, Fiat is under requirement by the federal government to build a new compact in the U.S. before it can take further control of Chrysler. Announced for the upcoming Detroit auto show, Dodge is aiming its Dart.

Dart will combine Dodge swagger with Alfa Romeo DNA to become a world-class compact like no other. Its underlying architecture is based on the Alfa Romeo Giulietta, but styling will be an evolution of themes seen on the re-designed 2012 Charger.

The Alfa is a gorgeous Italian design in basic form. Adding Dodge signatures like a split-crosshair grille, projector headlamps, LED taillamps, 18” alloys, and dual exhausts should give the car more attitude.

Three 4-cylinder engines will be available: Fiat’s “Tigershark” 16-valve 2.0-litre, 16-valve 1.4-litre MultiAir Intercooled Turbo, and Tigershark 16-valve 2.4-litre MultiAir.

MultiAir is Fiat speak for optimum control of air intake and combustion within the engine, resulting in 15 percent additional torque, 7.5 percent improvement in fuel economy, and 10 percent reduction in CO2 emissions.

Following an investment of $600 million, the new Dart will be built at Chrysler’s assembly plant in Belvidere, IL. The investment includes a 638,000 sq. ft. body shop, machinery, tooling, and material handling equipment. Plant modifications have been underway for a year and a half, culminating in the vehicle’s on-sale launch early next year.

2012 Subaru Impreza. (Courtesy of Subaru Newsroom)

Impreza provides a roomy interior along the line of last year’s model, except it is built on a longer wheelbase, but with shorter overhangs. The Impreza wheelbase is 104.1 inches and stretches in length to 180.3 inches.

The trunk has 12 cubic feet of space, providing more than enough room for numerous sacks, bags, racks, and suitcases.

The Impreza engine is a DOHC 4-cyl. 2.0 liter boxer, squeezing out 148 bhp at 6,000 rpm and 145 lb-ft torque at 4,200 rpm.

Subaru has increased mileage by 30 percent from last year, giving you 27 mpg city and 36 highway mpg. This makes Impreza one of the most fuel-efficient gasoline engine all-wheel drive passenger cars in the country.

The base price is $19,795, but all-weather alloy wheels (16 x 6.5-in. aluminum) and a moon-roof package can be had for an additional $2,000.

Impreza drives well and corners adequately. However, cabin noise is a little high. The thing I liked the most was the interior which was roomy, appeared to have high quality material, and the latest infotainment and connectivity technology.

The interior. (Courtesy of Subaru Newsroom)

Speaking of technology, the Impreza has AM/FM stereo and single-disc CD player with MP3 and WMA capacity, 6 speakers, Bluetooth audio streaming and hands-free, iPod connectivity, central USB port, and a 3.5 mm aux. jack.

A quick trip to Sewell Subaru here in Dallas allowed me to get instructions and become familiar with the items mentioned. My wife had gotten a new iPod and took control of the Impreza for a short time. With a smile, she promised to return the vehicle to me in a few days. And she did—just in time to return it to the manufacturer.

In Impreza, a new cabin design places the windshield farther forward to increase the feeling of interior spaciousness. The cabin felt larger and it was convenient for me, as I kept that space filled with books, magazines, and a map of Texas.

An ambient red light enhanced the comfortable mood, while the knobs that directed the radio and air conditioning have an easy-to-find method. A small center window under the top of the dash indicated time, temperature, and mileage.

Having cruise control switches and Bluetooth hands-free control buttons located on the face of the steering wheel made adjustments close and convenient.

The center console and adjustable armrest are convenient, and three storage areas offer additional room for what wouldn’t fit on the dash. I never once misplaced my cellphone as there is a place in the console that accommodated it nicely.

Durhl Caussey writes a car column read around the world. He may be reached at this paper or dcaussey@sbcglobal.net.

Driving the all-new 2012 Porsche 911 Carrera S in the snow at Porsche Camp4. (Courtesy of Andrew Taylor)

Drifting sideways in the all-new Porsche 911 Carrera S is a great feeling. Driving it on ice left me with a face sore from grinning wide and long.

It’s not as if driving on ice is in my blood. In 1975 my father bought a Renault 12TL—an odd little French 4-door sedan with a 1.7L engine, front wheel drive, and a manual gearbox.

This, at a time when our neighbours drove Lincolns or wood-panelled Chevys. For small town Nova Scotia, it was a very, very unusual car.

Not long after buying it, my father took me out to show me what it could do in the snow. He took the car up the back hill, revving through the gears and showing me the advantages of winter driving with front wheel drive.

All I remember is his arms flailing wildly trying to control the car, and the little Renault plowing ahead in the wrong direction, regardless of which way he turned the steering wheel.

Years later I would learn that this plowing is called under-steer, a horrible trait that most front wheel drive cars are tuned towards in the name of safety.

Driving on ice requires very little input from the steering wheel and a lot of input from the accelerator pedal.

Nearly 40 years later I’m standing at the Mecaglisse Autopark in Quebec in the depth of winter. I arrived at the track on a crisp Tuesday morning. The snow is pristine, white and deep, the sky cloudless and blue.

Laid out before me is a perfect line of the new Porsche 911 (991,) the first real redesign since 1998 of the sports car whose legend goes back almost 50 years.

It’s Porsche Camp4. I am among 30 Pfaff Porsche enthusiasts about to learn all about oversteer and understeer on ice--in brand new Porsches.

For the uninitiated, Kai, the German Porsche Factory driver, explained the differences between oversteer and understeer.

“Ven you understeer, you zee vot you hit. Ven you oversteer, you hear vot you hit.”

Continued on next page: German precision; spinning out of control; nostalgia; photos …

The Fiat 500C. (Courtesy of Netcarshow.com)

Anybody who knows me is fully aware that I enjoy espresso—from a shot, in a macchiato, or just as a latte. I pay my fair share to keep a well-known coffee shop in business. 

During a trip to Italy, I fell in love with REAL espresso. But what I had never experienced until I ran into the Nespresso Pixie espresso machine was Italian-quality espresso in North America. Better still, it brews in a minute, frothed milk included, for under a dollar. I can have it anytime. 

It’s a delight—affordable and delicious. Think of the Fiat 500C. That’s C as in “Cabriolet.”

Open the top and let your espresso feel the wind. It only takes one easy-press button to slide back the canvas top to “just open” for cool winter air, “mostly open” for a healthy shot of sky, or “completely retracted” to blow your hair back. No matter where you leave the top, the door frames and roof rails stay in place. It’s a great balance between a sunroof and full convertible. 

Best of all, the top can be retracted while moving at low speeds—perfect for city traffic. You can go from covered to exposed in a fraction of the time my Pixie makes a drink, and requires pressing no more buttons.

I’ve also been known to own a quirky car or two during the years, a VW Beetle, Mini, and Smart included. So it wasn’t much of a stretch to warm up to the 500’s heritage styling cues. Large round headlamps, whisker badge detail, sloping rear roof, and side body surfacing are all lifted from the original Cinquecento from the ‘50s and ‘60s. 

Even with top retracted, the basic look of the car remains, keeping it handsome or ugly, depending on your perspective. Elegant rounded tail-lamps complete the order.

If deliciousness comes in small capsules, the interior is savory. You wouldn’t want to ride in the back seat very long, but the front is roomy for two. Seats sit high for easy entry and plenty of legroom. Heated leather—available in as many colors as my Pixie—body-color dashboard, and a choice between white and black leather on the steering wheel, add spice. 

Automatic climate control, adjustable steering column, center armrest, and satellite radio seal this little canister. In Italian tradition, the steering angle is weird and the pedals are fit for beautiful women with narrow feet, but you come to enjoy them. I just wish Fiat would make it easier to lock and unlock the darned doors from inside; I drove it a week and never found the switch (thank goodness for key fobs).

My new Java toy makes a little noise as it works its wonders and so does the Fiat. Under its famous hood is a 1.4-litre multi-air four-cylinder engine that brews up 101 hp and 98 lb-ft of torque. If you like the full-blown Italian experience, go for the 5-speed manual transmission and shift to your heart’s delight. 

For city use, I’d choose our test car’s 6-speed automatic with manual shift mode. Press the “Sport” button for more direct throttle and steering. The engine makes enough power, but under full throttle sounds like it is killing hamsters. Fuel economy rates a miserly 30/38-MPG city/hwy. with a manual and not-so-miserly 27/32 with an automatic.

A Comfortable Ride

For a car with such a short wheelbase and tall body, the 500C handles well. Its independent front, torsion beam rear suspension set-up is a little harsh over rough roads, but mostly provides a comfortable ride. The stiffness makes sense when you sweep it through country roads and enjoy quick reflexes. 

The 500C is also light years ahead of some of its rivals on the highway. You can comfortably cruise at 80mph and not feel like you’re on the edge of insanity.

Fiat’s little cabrio is available in base “Pop” and upscale “Lounge” trim levels, but both can be painted an array of sexy colors like Nero (black), Bianco (white), Argento (silver), Mocha Latte (you get it), Verde Chiaro (light green), Rosso Brillante (bright red), and my favorite, Espresso.

Some things are better enjoyed in Italy. Espresso and cars used to be two of them. Thanks to Nespresso and Fiat, both can be enjoyed in full flavor stateside.

Price as tested came to $25,850, although the 500C starts at $19,500. A Pixie with frother comes in under $300. I’d get both. Competitors for the 500C include the Smart ForTwo convertible, Scion iQ, and Mini Cooper convertible. None taste as sweet.

Note: If you want a slightly larger shot of 500C, pull a lungo and wait for the 2013 500L. It will come with all of the 500’s handsome Italian looks, but adds a longer wheelbase, two doors, human-size rear seats, and a wider body. It’s Fiat’s answer to the Mini Countryman, but should lose little of the little 500’s kick.

2012 Nissan Sentra (COURTESY OF NISSAN NEWS)

The Nissan Sentra has four trim levels (Sentra 2.0, Sentra 2.0 S, Sentra 2.0 SL and Sentra 2.0 SR) plus two ultimate sport compacts (Sentra SE-R and Sentra SE-R Spec V) that have added up to 200 hp and numerous high-performance features.

My Sentra 2.0 S has a suggested retail price of $17,990 while getting a city mpg of 27 and a highway mpg of 34. That’s over 400 miles between fill-ups.

Advanced technologies like Bluetooth and a navigation system with real-time traffic updates could add an additional $2,000, but even without these items Sentra 2.0 S is packed with all sorts of possibilities.

The Sentra has a powerful 2.0 L DOHC 4-cylinder engine with 140 hp and 147 lb-ft torque. The CVT (continuously variable transmission) is “gearless.” It keeps the engine performing in optimal rpm ranges for efficient cruising and fast response.

Inside, Sentra is amazingly spacious, from the massive glove compartment that is deeper than a well to the 13 cubic feet in the trunk, and plenty more when you use the 60/40 split fold-flat seats.

The bottom cushion flips forward, the headrests remove quickly, and the seat backs easily fold down to create an ultra-useful flat surface. This flexibility allows you to move people or haul goods—or even both at the same time—all in comfort and security.

The Sentra handles wonderfully.

The 6-way adjustable driver’s seat makes driving comfortable, even if you have a bad knee and too much tummy like me.

The 6-speaker audio system with AM/FM/CD/aux interface system for iPod is ideal for the technology buff or music aficionado. I don’t have an iPod but grandson Austin does, and his reaction when he used his when riding with me was “Cool, Granddad.”

Inside the 2012 Sentra (COURTESY OF NISSAN NEWS)

Fresh, cool air comes in abundance, and I didn’t have to worry about ragweed or any of the other scores of spores I’m allergic to. There is a cabin micro-filter that keeps the bad stuff out.

The Vehicle Dynamic Control helps should you start to over- or under-steer. This VDC system reduces output and/or applies brake pressure to specific wheels to help you steer on the right path.

Other systems like anti-lock brakes, brake override, and electronic brake-force distribution help to make your trip a safer one.

Power adjustable side-view mirrors, body side molding with chrome inserts, and a rear deck spoiler with integrated brake light makes your passing pleasing to fellow drivers and spectators.

Sentra sits on 16” steel wheels with full wheel covers and all-season tires.

It also has an advanced air bag system that includes dual stage supplemental front air bags with seat belt sensors and an occupant classification sensor. If the front passenger seat is empty, a sensor will deactivate the air bag. Four side-impact protective supplemental passenger air bags are actually built into the front seat, moving as you adjust your seating position.

Durhl Caussey writes a car column read around the world. He may be reached at this paper or dcaussey@sbcglobal.net.

2012 Dodge Charger SRT8 (courtesy of netcarshow.com)

Mick Jagger howled, “Hold on to your head; hold on to your hat. You’re screaming down the alley and never coming back,” in the Rolling Stones’ 1989 hit song “Hold On To Your Hat.” He could easily have been singing about life with the 2012 Dodge Charger SRT8.

A brute by any measure, the Charger SRT8 is good old American in-your-face performance at its best. Although it has a nicely appointed cabin chock full of creature comforts, it is all about getting down the road quicker than the guy in the next car—almost regardless of what that car might be.

Sure there are some other sedans out there that can hustle to 60 miles per hour from a standstill in about four and a half ticks of the stop watch, but they are few and far between. And only the 2012 Subaru WRX STI can do it for less money.

A brute by any measure, the Charger SRT8 is good old American in-your-face performance at its best.

It’s tough to argue with the greenies who will say that you don’t need a 470 hp 6.4-liter Hemi V8 to go to the grocery store. Indeed you don’t, but it makes the trip a heck of a lot more fun. What will also add to the enviro commandos’ distress is that this is 45 hp more than last year’s 6.1-liter Hemi V8. Stop the madness!

You can opt for more tame Chargers with either a 292 hp 3.6-liter V6 or a 370-horsepower 5.7-liter V8; but when faced with people who think a 98 hp three-cylinder engine is all the get-up-and-go you really need, even a less aggressive Charger is too much.

So you might as well fork out the $46,647—which includes a $1,000 gas guzzler tax—for the mad-dog SRT8 and let your tree-hugging friends form a picket line in front of your garage.

Any muscle car worth its salt should be rear-wheel drive, as is the Charger. All those ponies and the 470 lb-ft. of asphalt-spewing torque arrive at the rear wheels by way of a 5-speed automatic transmission. 

Unfortunately, if you want to stir the tranny yourself, you’ll have to make do with the automatic’s manual mode. Shifts are through either the gear-shift lever or the paddles mounted on the leather-wrapped, flat-bottom, heated steering wheel.

There is no way to dress up the Charger SRT8’s city fuel economy to make it sound better. The EPA estimates it at 14 mpg. That’s only better by 1 mpg than the big, honking Toyota Land Cruiser. 

However, thanks to the Fuel Saver Technology that shuts down four cylinders when the car is cruising, the EPA-estimated highway mileage is a more reasonable 23 mpg. Still not great by Toyota Prius standards, but it’s pretty good for all the under-the-hood performance.

At the Charger SRT8’s four corners are 20-inch alloy wheels wrapped in performance Z-rated tires. Monitored by an antilock system, brake rotors the size of man-hole covers and four-piston, red-painted Brembo grabbers drag this beast to a stop.

Short and long arms up front and a multi-link setup in the rear provide the backbone of Charger’s four-wheel independent suspension. The SRT8 gets an adaptive damping suspension (ADS) that computes factors such as speed, throttle position and lateral acceleration to instantly re-tune the suspension as the situation changes. Two distinct modes, Auto and Sport, allow the driver to set the ADS to normal driving patterns or more track-like patterns.

Traction control, stability control, emergency braking assist and electronic brake-force distribution are all standard.

Roomy Cabin

Capable of seating five, but better suited for four, the cabin reflects the Charger SRT8’s performance DNA. 

Big, beefy, heated and ventilated 12-way power adjustable front bucket seats snug their occupants between massive side bolsters. Even the rear seat’s heated outboard positions are deeply sculpted to help hold passengers in place. Nappa leather with perforated suede inserts cover the seats.

Front and back, legroom abounds. Six-footers may find backseat headroom a bit stingy; otherwise, there’s plenty of space. Expansive with a wide opening, the trunk holds up to 16.3 cubic feet of stuff—about the same as the Mercedes-Benz S-Class.

Dominating the center of the dashboard is the large, 8.4-inch color touchscreen that oversees several of the systems like audio and the standard hard-drive navigation. Intuitive in its operation, it is easy to master. Some of the luxury brands should take note.

Also standard is the Electronic Vehicle Information Center that includes timers for 0-to-60, one-eighth and quarter-mile acceleration, as well as braking distances and lateral g-forces.

Just about everything to be found in the Charger SRT8 is standard. There are only a few options like the $745 Driver Confidence Group that includes blind-spot monitoring, rearview camera and rain-sensing wipers, and the $795 adaptive cruise control.

Dodge even throws in a one-day professional instruction session from the Richard Petty Driving Experience.

The 2012 Dodge Charger SRT8 may not make the environmentalists happy, but it will put a smile on any boy or girl racer’s face.

2012 Chrysler 200 S Convertible (Courtesy of Chrysler Media Department)

There are two key words that are synonymous with this keen convertible. Ride and handling. Chrysler engineers got busy and made a vehicle that demonstrates a performance of excellence.

MacPherson struts sit up front to provide optimum balance of ride and noise isolation. These struts are supported by multilink coils in the back. Large diameter front and rear swaybars stiffen body mounts and soft ride rate, contributing to a smooth and controlled ride.

These drivetrain and suspension enhancements assist in the reduction of noise vibration and stiffness of drive. Plus, Chrysler has a five-year/100,000-mile powertrain warranty. The 18-inch x 7.0-inch aluminum polished/painted S wheels provide a great balance and a quick response.

The two engines available for the 200 line-up are either the 2.4L four-cylinder engine or the 3.6L Penstar V-6 engine. My 200 S had the V-6 and a 6-speed automatic transmission with standard auto stick shifter that allows clutchless manual or automatic gear selection for the best driving experience.

EPA fuel economy estimate is 19 mpg in the city and 29 highway mpg. However, I must admit that I got an average of only 15 mpg during my week of driving.

The base price was $32,070, but optional equipment like the advanced media center, GPS navigation, Tungsten metal top, and one-year Sirius XM traffic service added an additional $3,000 to the price.

The 200 S convertible had the retractable steel hard top. When the top is down and stored, the trunk capacity is still more than enough to easily fit two golf bags or enough fishing gear for several anglers.

A classic power soft cloth top is also available. It folds easily into the trunk, making it simple to enjoy the open air experience. Both features maintain a seamless look when lowered, thanks to a power hard tonneau cover. It takes about 30 seconds to raise or retract, while an automatic hard cover conceals the storage area when the top is down.

The interior of the 200 (Courtesy of NetCarShow.com)

Inside, the 200 S commands attention. Power doors and windows, remote start, rear window defroster, and air with automatic temperature are all easy to reach from the heated leather bucket seats with suede inserts and 6-way position.

When you get out of the 200 S and look back, you can’t help but notice all the things people noticed when you drove up and parked.

A winged grille and glimmering badges, clutching a sculpted front and rear fascias, and dual bright exhaust tips give an additional shot of brightness. The standard door handles and power heated mirrors add to the other pristine features of the 200 S.

LED light piping accents the headlamps leaving the viewer with a sense of great appearance and illumination. Even the cup holders are surrounded in beautiful ambient light.

Should you continue to glance, moving toward the rear, you will surely notice the LED tail lamps and center-mounted stop lamps.

Yep, the car looks great from any angle or view.

However, the navigation system proved a challenge. Try as I might, I simply couldn’t master the system. It was just too sophisticated and difficult for a mere plebian like me to understand.

Durhl Caussey writes a car column read around the world. He may be reached at this paper or dcaussey@sbcglobal.net.

2012 Cadillac SRX (Courtesy of Netcarshow.com)

A new engine lands the 2012 Cadillac SRX in the thick of the luxury-crossover hunt.

Gathering together the gaggle of luxury crossovers is something akin to lining up the Stepford wives—each is attractive and nearly perfect. Let’s call them the Stepford Crossovers. Numbered among them are the BMW X3, Audi Q5, Infiniti EX, Lincoln MKX and so on. Each is a terrific vehicle in a mix of, well, terrific vehicles.

Although the Cadillac SRX shared the neighborhood, until 2012 it has been more like the recently arrived, outsider wife, playacting in an attempt to fit in. It looked good, but its heart just wasn’t in it. Even so, last year it still managed to push aside all but the Lexus RX 350 for top sales honors in the segment.

To address the issue of heart, Cadillac jerked out last year’s 265 hp 3-liter V6, transplanting in its place a version of the 308 hp 3.6-liter V6, lifted from the CTS. Engineers fussed with the new engine to adapt it to the SRX’s FWD configuration.

The new V6’s peak torque is up nearly 20 percent over last-year’s V6 to 265 lb-ft, and is available from a low 2,400 rpm to about 5,300 rpm, translating into enhanced acceleration whether from a standing stop or when passing slower traffic.

Carried over from 2011, a 6-speed, driver-shiftable automatic transmission wrangles the V6’s ponies to the wheels. AWD is available as an option on all but the base SRX, ranging in price from about $2,500 to $2,800, depending on the trim level.

To make better use of the new V6’s output, there is a Sport mode that causes the transmission to hold the shifts longer and downshift earlier. Also available is an Eco mode that coaxes the opposite behavior out of the tranny for marginally better fuel economy than normal mode.

With the added power of the larger V6 comes a slight hit to fuel economy; however, the EPA still rates the FWD versions at 17 mpg in the city and 24 mpg on the highway. This is not the best mileage in the segment—some competitors get as much as 2 mpg more. Opting for AWD drops the numbers by 1 mpg for both the city and highway ratings.

With an eye toward sharper handling, the engineers tuned the four-wheel independent suspension a bit on the firm side. MacPherson struts up front and a multi-link setup in the rear provide the core of the architecture. Stabilizer bars fore and aft tie together the right and left sides.

Cadillac offers the SRX in four trim levels: Base, Luxury, Performance, and Premium. AWD versions of the two top trim levels also get an adaptive damping system that instantaneously reacts to changing conditions and driver input.

Every SRX has four-wheel disc brakes with antilock. Included are traction control, stability control, electronic brakeforce distribution and emergency braking assist. Inside, six airbags help protect passengers in the case of a collision.

Cadillac delivered a $49,960 Premium AWD SRX for this evaluation. You can spend as little as $36,360 for the FWD Base version. Spread out in between are the other two trim levels.

Inside Sophistication

The SRX cabin can accommodate five, but a passenger relegated to the middle position in the back seat must make do without a headrest.

This is a sophisticated cabin packed with luxury appointments and some techno-geek features.

Passenger space is about average for the segment. Thanks to the panoramic sunroof that’s standard in all but the Base model, rear-seat headroom is somewhat compromised in the more expensive trims. The adjustable power rear liftgate opens to reveal 29 cubic feet of cargo space with the split-folding, reclining second-row seat in place and 61 cubic feet of room with that seat folded.

The Base SRX gets a seat covering that does a convincing impression of leather; other trim levels get actual leather.

The heavily sculpted exterior styling carries into the interior. It’s a collection of sharp angles and corners. A busy place, the center stack houses a dizzying display of knobs and buttons that seem complicated at first glance, but are rather easy to master.

When equipped with the hard-drive-based navigation system, the 8-inch touchscreen rises out of the center of the instrument panel when the ignition is engaged.

Accessories

Every SRX comes standard with full power accessories, heated outboard mirrors, dual-zone automatic climate control, keyless entry/start, eight-way power-adjustable driver’s seat, tilt-telescoping steering wheel with redundant audio controls, Bluetooth connectivity, OnStar with free one-year subscription, and a Bose-infused eight-speaker audio system with CD player, USB port, and iPod interface.

By the time you work your way up to the Premium trim, included in the standard features are 8-way power-adjustable front passenger seat, tri-zone automatic climate control, front-rear park assist, rain-sensing wipers, heated steering wheel, rearview camera, real wood accents, heated-ventilated front seats, heated rear seats, hard-drive-based navigation system, and a Bose 10-speaker 5.1 surround-sound audio system.

2012 Mercedes C 250 Coupe (Courtesy of Mercedes)

The C 250 is the introductory model to Mercedes C-Class of thoroughbreds. Sophisticated luxury is delivered with sporty style. Technology is wrapped around craftsmanship and quality.

The 2012 models have over 2,000 improvements in engineering, safety innovations, and body styling.

The C 250 coupe has an all-new 201 hp 1.8L 4-cylinder engine that packs 229 lb-ft of torque, allowing you to go from 0-60 in 7.1 seconds, yet gets an incredible 31 mpg on the highway. Power flows seamlessly through a 7-speed automatic transmission.

I drove the C 250 hard and fast for a week, over various road conditions and through a variety of weather situations. When I turned it back in to the manufacturer, there was still more than a quarter tank of fuel left. So there was a week of stylish comfortable driving of a vehicle that used gas at the rate of a small compact.

The Sport Coupe has staggered width (225mm front, 245mm rear) 17-inch 5-spoke wheels, brake assists, a sound-optimized exhaust and a lowered sport-tuned suspension. It is wider at the rear axle to put power more assertively to the pavement, allowing a more surefooted acceleration grip without compromising the feeling of agile steering.

The C 250 is eye catching, whether passing another vehicle, pulling into a parking space, or waiting for the valet to bring your Mercedes around for you to load. People will pause, and some point, but they all smile, especially the ladies.

Inside is a whole array of comfort, safety, and convenient features: power/tilt steering and telescoping steering column, panorama sunroof, dual zone automatic climate control, Bluetooth interface for hands-free phone use, and central controller with 5.8” high mounted display.

Inside the C 250 Coupe (Courtesy of Mercedes)

The 10-way power driver seat with 4-way power lumbar support positions you at a personal comfort level, allowing you to command all technological features with effortless ease, whether examining the trip computer or viewing the 4.5” instrument cluster display.

I was surprised to find a car with such sporty attributes as the C 250, so technology-laden and driver-encouraging, yet remaining friendly to a tall, physically unfit driver.

Whatever my comfort level or slouched sitting position, the C 250 provided a bucket seat of satisfaction, uncommon in a car with a sporty attitude. This adaptive driver’s seat allowed me to develop a sense of command and a feeling of organized passion for the experience.

The Mercedes C 250 comes with a 4-year/50,000 mile warranty and a 24-hour Roadside Maintenance Program, among others.

The standard suggested retail price is $37,320. Adding the rear camera and Premium 1 Package consisting of Sirus XM satellite radio, heated seats, surround sound system, and much more could tag an additional $2,000 onto the sales price.

Durhl Caussey writes a car column read around the world. He may be reached at this paper or dcaussey@ssbcglobal.net.

Cadillac CTS-V Coupe (Netcarshow.com)

 Looks great; goes fast.

If forced to sum up the 2012 Cadillac CTS-V Coupe in four words, that’s the four we would use. More specifically the CTS-V carries an appealing concept-car design that has miraculously made it into the ranks of production cars, and it houses supercharged muscle measured at 556 hp.

Beyond its stunning exterior and its pin-you-back-in-your seat performance, the CTS-V comes with amazing refinement, interior quality, and style usually reserved for European sports coupes, and a comfortable ride that we figure will suit just about anyone—and anyone who thrives on adrenalin rushes as a perk.

Tested on the famed 12.9-mile Nurburgring Nordschleife circuit, where it seems every sports car goes these days to earn its credentials, the CTS-V has proven it can stand toe-to-toe with the likes of the BMW M3, Audi RS5, Mercedes-Benz E63 AMG, and Jaguar XFR.

The CTS-V is perhaps the most refined sports coupe in the history of North American car building, capable of unassuming daily jaunts to and from work in the quiet confines of luxury, a cross-country vacation where long-distance comfort is paramount, or just cruising the streets at a sightseeing pace on a warm summer evening.

Slap on the Superman outfit and this same car becomes a “track ready” juggernaut capable of conquering—in the hands of a skilled driver—such venues as Laguna Seca or Virginia International Raceway.

For those of us who aren’t “track ready” and simply like to occasionally slake our thirst for speed, the CTS-V is capable of 0-to-60 runs in a breathtaking 3.9 seconds and a quarter mile in 12.2 seconds at 118 mph.

Cadillac first attached the performance V moniker on the CTS sedan in 2004, but the original was a little rough around the edges with a 5.7-liter 400 horsepower V-8 under hood mated to a six-speed manual transmission. Granted, that original CTS hotrod sedan was a hoot to drive, but compared with the new V, it’s the difference between night and day.

The current generation V first hit the streets in 2009 in sedan form. Last year the sedan was joined by the CTS Wagon and by the outrageously gorgeous coupe, vaulting Cadillac to the pinnacle of performance and refinement.

Here’s what you get with the CTS-V coupe: a 6.2-liter supercharged V-8 producing 556 horsepower and 551 pound-feet for torque mated to either a six-speed manual or a six-speed automatic transmission in a rear-drive format. Also standard are high-performance yellow caliper Brembo antilock brakes that will stop the car in an amazing 104 feet from 60 mph.

Although the automatic transmission comes at no extra charge, you would be well served to test drive a CTS-V with the manual. Its drivability is noteworthy in a car with this much torque, offering short, slick throws matched to a well-weighted clutch that will not put stress on old, worn-out knees.

Also part of the performance package is General Motors’ magnetically controlled adaptive suspension, 19-inch wheels, and a limited-slip differential that first saw light of day in top line Corvettes.

The Cadillac excitement does not come without a rather steep price tag. The base car, without options, stickers for $64,090 including destination charge.

Options aren’t necessary to get most of the go-fast goodies. But options are available. For instance, our test car carried $7,990 worth including $3,400 Recaro high performance heated and vented seats. Another $1,300 went for a special black diamond tri-coat paint job. The bottom line was $72,080 including a gas guzzler tax penalty of $1,300.

Rear visibility, headroom issues

The CTS-V excitement also comes with a few other tradeoffs in addition to price.

Like so many cars that come nearly intact from concept show car to reality, there are some functional deficiencies. It is one thing to admire a cutting-edge design on the turntable at the Detroit Auto Show and quite another to put a working version of the design on the road.

For instance, rear visibility is poor. The rising beltline, large C-pillars and a steeply raked rear window make for less than optimum conditions while backing. To the rescue are standard parking sensors and a rearview camera.

If you drive a model with the sunroof, headroom is at a premium. Our heads just cleared the roof even though we are of short stature. So we can imagine the problem that may face someone over six feet or someone with a long torso. Back seat passengers, once squeezed into place, will also find head room issues, but legroom is decent.

If carrying four passengers is the rule rather than the exception, perhaps considering the CTS-V sedan or Wagon might be the wiser move.

As in most coupes, large doors can be hazardous in tight parking situations, so beware of the sheetmetal next to you.

Trunk space is just adequate (10.5 cubic feet) for a large mid-sized coupe, but a narrow opening is further restricted by large gooseneck hinges that intrude deep into the trunk. The rear seatbacks do fold down for additional hauling space.

The abysmal gas mileage for the automatic of 12 mpg city and 18 mpg highway on premium gas looks like a drawback. But in reality, people in the market for this type of world-class performance probably consider less-than-stellar fuel economy a necessary expense. The 6-speed manual is not dramatically better with an EPA rating of 14/19.

The interior of the coupe is nearly identical to the sedan, and that’s not a bad thing.

The coupe has a unique navigation screen setup, perhaps the best in the business. When in use the screen emerges from the dash at the touch of a button, and when not needed it can be retracted leaving a small section visible as a touchscreen display for the Bose 5.1 surround sound audio system.

The striking exterior appearance, first-class cabin and luxury treatments throughout, combined with world-class performance and handling make the CTS-V something uniquely special.

2012 Buick LaCrosse (Courtesy of GM Buick Division)

Buick divides LaCrosse into six equipment groups (classes). Premium I is near the middle range of the group, but differs somewhat from the highest Touring class. Yet many features can be added as options to the Premium I class.

LaCrosse brings together the best in advanced performance, entertainment, and technology.

Mechanically LaCrosse is sound, featuring the Ecotec 2.4L four-cylinder DOHC engine that generates 182 hp with 6,700 rpm and 172 lb-ft of torque with 4,900 rpm. All tied together with the Gen II Hydra-Matic 6-speed automatic transmission with Driver Shift control. Alternatively, there is also a 3.6L V6 engine, producing 303 hp.

The 2.4L engine features eAssist technology offering 36 highway mpg, making it the most fuel-efficient sedan in its class.

Remarkably, eAssist integrates a compact electric motor, an advanced lithium-ion battery, and the efficient direct injected Ecotec engine. As you brake, eAssist captures energy in the battery. You get the mileage and gas savings, but not at the expense of diminished performance.

LaCrosse has the power to excel on the onramp, and the intelligence not to waste fuel while seemingly stranded at a red light. According to the US Energy Department, 17.2 percent of a vehicle’s fuel is wasted when the engine idles.

The beautiful exterior showcases LED tail lamps, Halogen fog lamps with Projector Technology, and power-heated outside mirrors.

Ice-blue ambient lighting welcomes you on the inside, and the instrument panel rests low and away, designed to give the cabin a sense of openness.

Inside the LaCrosse (Courtesy of GM Buick Division)

Once inside, just sit back in the French seam-stitched, comfortable ventilated and heated seats, admiring the chrome accents and dark poplar wood-grained door paneling.

Navigation, XM Satellite radio, AM/FM/XM stereo, and the CD/mp3 player auto tone control with 7-speakers bring you the warmth and coziness of sound that lends good listening to good feeling.

Outside, the landscape changes. But inside the quiet allows me to listen to myself and daydream. Then I realize just how boring I am.

Finally, I turn on the XM radio, whistling to a familiar tune. Yes, all is well! “All is well with my soul.”

Durhl Caussey writes a car column read around the world. He may be reached at this paper or dcaussey@sbcglobal.net.

Newman’s of Ashbourne have run garages in Ashbourne since 1929. The current owner of Newman’s Garage, John Newman, said: “My Grandfather opened the first garage run by the Newman family in 1929. It was situated where San Remo currently are in the village. That was the original garage.”

In the early days, Mr Newman’s grandfather sold petrol, oil and also quite a few Honda 50 motorbikes. He was one of the main Honda dealers in the area for a long time. At the time Ashbourne had a population of approximately 280 people.

Today, Newman’s Garage has a fourth generation Newman, Jack Newman, who is a mechanic with the company. Jack’s passion for cars extends beyond repairing and selling them -- he is also a rally driver who tunes up his own cars for racing.

Like many family businesses there is no official start date for young family members, and youngsters just start helping out wherever needed. Mr Newman said: “Initially I worked in the garage serving petrol, then helping to fix the cars. I don’t really remember starting to work here, it has just been a continual part of my life.”

Mr Newmans brother Ronnie is also involved in the business, and works in the panel beating and spraying painting part of the business.

Currently the most popular cars sold in Newman’s garage are the more economical models. “Small petrol cars are the most popular cars that we sell at the moment. Parents are coming in to buy cars for their children who are heading off to college,” said Mr Newman.

According to Mr Newman, apart from students, many car owners are looking to get a smaller car: “Everybody coming in the gate is looking to downsize.

“We had half a dozen people through that gate yesterday, and every one of them was looking to downsize due the economy,” he said.

“Up until 2008 the most popular cars sold were high end, big engine cars. That ended with a bang, and a wave of people started to come in to downsize.

“We did a lot of commercials during the good times, a lot of commercial jeeps. That type of sale has also dried up due to the changes in the economy. The main cars that we sell now are more economical, affordable cars. Having said that we still sell the full range for those that are interested, from a Mercedes to a Nissan Micra -- we cover the full spectrum,” said Mr Newman.

The repair-shop has been part of the tradition since the first garage opened, so Newman’s is not limited to car sales. Mr Newman said, “We do a lot of repairs, servicing, and a lot of NCT work, tyres, the full range of car services.”

Regarding reliability of cars over the last decade, Mr Newman said they have progressed enormously mechanically; however, there are now more problems with the new technology that has been adopted by car manufacturers.

“The technology has come on in leaps and bounds, and we have had to react quickly to it. We have all the equipment necessary to repair and maintain this new technology, but it is still the cause of many problems in modern cars, whereas typically before it was mechanical problems,” he said.

Newman’s Garage is not limited to selling only the cars the garage has in stock. Mr Newman explained: “We can source any type of car for our customers, and we have done so for a long time. Customers come in and tell us what they are looking for, and we will source it for them.”

The Newman family’s passion for cars extends beyond selling and repairing them. Generations of the family have enjoyed different forms of motor sports, said Mr Newman. “My father took us to stock car racing in Santry and Mondello Park when we were young, and the love of motor sports took hold. From stock car racing when I was 14, to motor cross, and today I still do closed-road car rallying. In fact, I have a race next Sunday, so wish me luck!”

By Alan Tobin

The NCT is a safety test for cars to ensure they are roadworthy and safe. Gone are the days when you could see a car with its exhaust hanging off, or that is teeming with rust. The test ensures these cars are taken off the road.

The NCT essentially checks the car from the bottom up to make sure that everything is in good working order. It’s a very thorough test, and lasts around 25 minutes. The technicians test everything, including your emissions, to make sure the car is environmentally sound.

When you are preparing for the NCT and if you are pretty confident of passing, then check your bulbs, check your lights, make sure the headlights are focused, ensure the car is tidy and remove the hub caps. Some garages do a “pre-NCT”: at the Ashbourne Auto Clinic we do one for 45 euro, but for the month of February the pre-test is free (limited to 5 a week). With a Pre-NCT, the garage spends about the same amount of time on the car to ensure it will pass as the NCT would take. There are many things under the car that are very difficult for an owner to check; for example, a piece of brake pipe could be perished, tyres or suspension bushings could be worn. On the NCT website there is a complete list of things that they test for.

Some people get their cars serviced before the NCT, but this is not really necessary. If the car is in good condition and if it’s not due a service, it should be fine. What many people do is put the car through the test, and if there is a problem, they then approach a garage with a particular issue they need resolved. Indeed, people often know when their car is going to fail because it has not been running right.

The five most common reasons for failing the NCT are:

• Wheel alignment
• Headlight focus
• Small things, like blown bulbs
• Tyres, especially tread depth etc.
• Minor things like failing to remove hub caps, or even the boot not being emptied

After you fail the NCT you have 28 days to repeat the test, and the repeat will cost you 28 euro. The NCT (National Car Testing Service) will give you a list of things that need to be done, and you just need to bring the car to your garage to get it repaired. For an old car, the garage will know from examining the list whether it is worth repairing at all, and advise you accordingly. Nine times out of ten, it’s a simple job to fix the problem so that the car can pass.

One problem car users should be very worried about is structural damage. Sometimes people buy second-hand cars with no warranty and, unfortunately, many such cars have been involved in accidents. We recommend, therefore, that our customers buy cars from registered SIMI garages. 

As was reported in the news a few years ago, there used to be some corruption in certain isolated NCT testing centres, but that has since been cleaned up. There is now a whistle-blower hotline for the general public, and if they think there is wrongdoing during the NCT process they can report it at 1890 928 580. The NCTS now take this issue very seriously. 

Every second car that takes the NCT fails. If you take good care of the car during the year and get it serviced regularly, you shouldn’t have any problem passing.

Nissan Frontier (Courtesy of NetCarShow.com)

This truck is ready to roll! With a 4.0-liter engine packing 261 hp, you won’t find a more powerful V6 in its class. A massive 281 lb-ft of torque allows you to tow an estimated max 6,500 lbs. So if you go off road, on the track, or just sitting in your driveway at home, you are going to be proud of Frontier PRO-4X.

Texas, like most of the southwest, is in drought conditions. But the night before I got the Frontier PRO-4X, the heavens opened up. Before delivery the next day, nearly four inches of rain had fallen and it was still raining. The air was cool and the ground saturated, filling up bar ditches and low lying areas in fields. Perfect mudding weather.

High electrical wire towers stood like sentinels against the clean blue winter sky, as wide stretches of land underneath these wires provide a fingered pathway to the electrical-hungry city of Dallas. Below these towers lie rugged, brush covered patches of caverns and ravines, encouraged along by clear spots duned high with winter grasses. Perfect mudding country.

For three hours, the Frontier and I had a blast. With water to the bumpers and splashed mud up to the windows, we slid in arched curves around ravines and rocketed up from the caverns. Sometime there was too much mud for the wipers to handle, but it didn’t stop the sounds of mud being flung from16-inch off-road tires onto the front and back windows.

When 4×4 mode wasn’t enough, I just flipped the switch to activate the electronic locking rear differential. This off-road feature delivers equal power to both rear wheels to boost traction and helps to keep the truck moving. When engaged, it works in conjunction with the 4-wheel active brakes to limit slip. The rear differential keeps the rear wheels powered to move you ahead. Active Brake Limited Slip helps provide the traction needed up front to help maintain steering control.

Hill start assist helps when starting from a stop on steep hills. It holds brake pressure for a few seconds, allowing you enough time to switch from the brake pedal to the accelerator.

When driving down a steep grade in 4WD, just flip a switch, ease your foot from the accelerator, and the hill descent control kicks in automatically, maintaining speed and brake pressure to help provide a controlled descent. But a steep muddy hill can still be exciting even though the truck is slowly controlling your descent.

Bilstein off-road performance shocks, electronic locking rear differential, 4-wheel activated brake limiting slip, skid plates, and 265/75 R16 BF Goodrich rugged trail T/A tires make the experience more fun and safer when going into off road territory.

All this stuff is complemented by the aforementioned 16-inch tires on 6-spoke alloy wheels, halogen fog lights, powered by a 5-speed automatic transmission.

From Mudding to City Streets

After three hours of mudding and two hours cleaning, the Frontier was ready for a night on the town.

The Nissan Frontier's interior. (Courtesy of NetCarShow.com)

Power door locks and windows, Bluetooth, XM satellite radio, cruise control, and an 8-speaker audio system make for a wonderful ensemble to prowl the city looking for your favorite night spot or restaurant.

I suggested to my wife that we get a hamburger and soda and watch a new movie called Haywire. After all, my testosterone level was elevated, and I was still enjoying the high from the mudding. I insisted on this because the mudding experience made me head of my household.

Later, after a quiet candle light dinner at a cozy French restaurant, feasting on crepes suzette and escargot and listening to quotes from a new book titled “The Woman In Charge,” we went to the opera to enjoy a wonderfully moving piece called “Madame Butterfly.”

Getting back in the truck afterward, I observed a little piece of mud on the floorboard. A smile crossed my face. Noticing, my sweetheart asked what I was thinking about. I just smiled and replied that I was thinking about the wonderful champagne and the ambiance of the restaurant and that butterfly thing I had just witnessed.

So remember, should it start to rain the Frontier PRO-4X has front rear splash guards and front tow hook to help a wayward commuter out of the ditch.

The Frontier PRO-4Xgets 14 city mpg and 19 highway mpg of gas. Manufacturing suggested retail price is $30,060. In case you are wondering, the butterfly thing cost me $114, the French Restaurant bill was $186, plus I had gas for two days.

Durhl Caussey writes an automobile column read around the world. He may be reached at this paper or dcaussey@sbcglobal.net.

Dodge Charger R/T (Courtesy of Netcarshow.com)

If you’re one of those drivers who’s just not happy unless you’re at the wheel of a big, rear-drive American sedan (and there are quite a lot of you) then the Dodge Charger is right up your alley.

The Charger’s low and wide, driven by the “proper” wheels, and it’s got a choice of six or eight cylinders under the hood. For additional cool points, it’s also largely inherited the cop-car mantle passed on when the Ford Crown Victoria Police Interceptor bit the dust.

Out on the road, this four-door muscle car exhibits fantastic manners and a highway-gobbling ride.

When it was first introduced, critics slammed the Charger for taking the name of a classic muscle coupe and having the audacity to sport four doors, but this car has grown into its name nicely.

For 2011 the Charger received a handsome facelift and some new option packages. For 2012, an all-new eight-speed transmission arrives to improve gas mileage and drivability. New option packages are also available.

The improvements keep the Charger high on the desirable-family-car list. Muscle-car looks aren’t a prerequisite for family sedans, but nostalgia for the 1960s means that they certainly don’t hurt.

The Charger’s new face is leaner and tougher than before. The slab-sided body and hunched silhouette are the same, but a distinct fender scallop provides a more finished side aspect.

Dodge’s new split-crosshair family grille is nestled between quad headlamps up front, and the sculpted hood flows back into a coupe-like body that finishes with distinctive (and bright) 164-LED tail-lamps styled similarly to those of the Challenger and a dual exhaust.

Some bright new colors accent the Charger R/T, and help the new design to stand out even more. For 2012 Dodge also offers a Road & Track package to the R/T, adding special 20-inch wheels, a blacked-out honeycomb grille, and special interior features. High-intensity discharge headlamps are standard on the R/T as well.

Significant upgrades have also been made to the interior. The Charger gains a bit more styling distance from the Chrysler 300, whose platform it shares, and continues to move in a sporty direction.

Wide, comfortable seats are available in bright red leather should you so choose, and a handsome dash now includes satiny silver trim around the gauges and a high console. The low roofline doesn’t cut into visibility as much as you might expect it to.

It’s quiet on the freeway, too, thanks to new sound deadening and an acoustic windshield. Optional equipment, standard on the SXT and other Chargers, includes dual-zone climate control, heated seats, Sirius satellite radio, a blind-spot monitoring system, and a backup camera.

Dodge has improved the UConnect Touch infotainment system with hands-free texting, voice-command navigation, and iPod control. Even heated and cooled cupholders are available. A choice of 4.3 and 8.4-inch touchscreens is offered. UConnect Touch is also compatible with Bluetooth phones, for additional versatility.

Best of Both Worlds

Out on the road, this four-door muscle car exhibits fantastic manners and an interstate-gobbling ride. The suspension uses short-long arms up front, with a high-mounted upper A-arm and coil springs. The rear is also independent, with a five-link setup.

The Charger R/T is slightly upgraded, with grippier eighteen-inch wheels and a tighter, more responsive suspension featuring high-performance shocks and thicker swaybars. The Road & Track package adds a 3.06 rear axle ratio. Stability control and anti-lock brakes are standard on all Chargers.

Buyers drawn to the Charger because of the associations created by its name won’t be disappointed. Dodge offers two engine choices: a new 3.6 liter V6 making 292 hp and the familiar 370-horse 5.7 liter HEMI V8.

Rolling with the V8 as standard equipment, the Charger R/T comes across as the best of both worlds, with plenty of power, a satisfying roar, and a relatively docile ride for those days when you’ve got baby seats strapped in. The HEMI V8 launches the Charger with authority, and perhaps even a hint of the brand’s newly-developed cop-car DNA.

At speed, the Charger R/T feels like a pursuit vehicle—it’s deadly serious about the business of going fast. Dodge includes its Fuel Saver multi-displacement system which shuts off cylinders when they’re not needed, allowing the Charger R/T to return a semblance of decent fuel economy; it’ll get 25 miles per gallon on the freeway.

A f-speed automatic transmission is standard on the R/T. The new 8-speed automatic, available in 2012, allows the Charger to get 31mpg on the freeway when paired with the V6, and it can be had with rear- or all-wheel drive.

It’s easy to call the Charger state-of-the-art in rear-drive American sedans, since apart from its sibling the

Charger pricing starts at $25,495 for the Charger SE; for the fun stuff, the Charger R/T comes in at $29,995.

The new Mercedes Benz at the 70th Washington Auto Show. (Lisa Fan/The Epoch Times)

WASHINGTON—The 70th Washington Auto Show opened for the week in D.C. Jan. 27 and there was a distinct buzz in the air.

John O’Donnell, executive vice president of the Washington Area New Auto Dealers Association who are organizers of the show, said compared to two years ago, the 2012 show is “pure optimism”.

In 2009, the Big Three U.S car manufactures, General Motors (GM), Ford, and Chrysler were on the brink of collapse.

General Motors, however, reclaimed the title of the world’s top car manufacturer last year and with more than 700 vehicles from over 42 domestic and import manufacturers on display, the auto industry appears to be back on its feet again.

Speaking at the Auto Show opening, David Sandalow, assistant secretary for Policy and International Affairs at the U.S. Department of Energy (DOE), said the U.S. auto industry is infected with a “palpable sense of excitement, optimism, and opportunity.”

By 2050 the number of cars on the road is expected to double globally to 2 billion cars, he told reporters, and more immediately, the industry will add an estimated 100,000 more jobs over the next few years.

Technological Edge

The new Lamborghini Aventador. (Lisa Fan/The Epoch Times)

The buzz at the D.C. show is not just about surviving, however, it is about new possibilities, summed up by the this year’s theme ‘Safety and Sustainability in Motion’ and the special exhibit, “The Advanced Technology SuperHighway”.

With the price of fuel likely to rise and the United States determined to have energy independence, the race is now on for fuel-efficient cars, Sandalow said. “It is a make or break moment,” he said. “We either innovate or be overtaken.”

The United States is looking to position itself as the world’s pre-eminent automaker and has already proposed “landmark fuel economy standards,” Sandalow said.

Last year, the U.S. government, in conjunction with 13 automakers, agreed to boost the fuel economy of cars and light-duty trucks sold in the United States to 54.5 miles per gallon by 2025.

The New Ford Evos. (Lisa Fan/The Epoch Times)

The new agreement more than doubles the current corporate average fuel economy, or CAFE, standard of 24.1 mpg.

And so it is in the area of advanced technologies that the U.S. government is focused, said Sandalow.

The DOE is presently working with U.S. manufacturers, universities, and national laboratories across a portfolio of vehicle technologies including: low temp combustion—estimated to halve fuel consumption by 50 percent in light-duty vehicles; weight reduction—a 10 percent reduction in the engine weight alone can improve fuel economy by 6 to 8 percent; and batteries that will “last longer, go further, and cost less” for electric vehicles, Sandalow said.

Next…Race is On

2012 Nissan Versa (Courtesy of Netcarshow.com)

A clean-sheet-of-paper redesign, the 2012 Versa Sedan offers more passenger space and better fuel economy than last year’s four-door.

Usually—not always, but usually—a carmaker initiates sweeping improvements across the full range of a nameplate’s offerings during a major redesign, but not so with Versa. Nissan opted for a ground-up remodel of the Versa Sedan, but left the 5-door hatchback essentially untouched.

Nissan developed an all-new platform for the 2012 sedan, with fewer parts and lighter by about 150 pounds. Its wheelbase and width remain the same as the last generation sedan, but overall length is increased by roughly half an inch. The 2011 stands 1.5 inches taller in height than the 2012.

Although the exterior dimensions of last year’s sedan and the 2012 are about the same, the styling is dramatically different, highlighted by the 2012’s sleeker profile and aggressively raked rear window. More massive and chiseled, the front end of the 2012 is that of a more substantial car. The rear end is more stylized as well.

From every angle, the new Versa out-points the old for design and curb appeal.

As was the case last year, the 2012 Versa Sedan has a slightly smaller, less powerful engine than the 122 hp 1.8-liter four-cylinder engine found in the hatchback. The sedan gets an updated version of last year’s 1.6-liter four-banger. It makes 109 hp.

My test Nissan was the $15,320 Versa 1.6 SV. It and the top-of-the-line $16,320 Versa 1.6 SL use a continuously variable automatic transmission (CVT) to usher engine production to the front wheels. The entry-level $11,750 Versa 1.6 S comes standard with a five-speed manual transmission. Opting for the CVT tacks $1,770 to the bottom line of the 1.6 S.

Fuel efficiency is very good no matter which transmission does the work. With the manual tranny, the EPA estimates the mileage at 30 mpg in the city and 38 mpg on the highway. This drops to a still very respectable 27 mpg city/36 mpg highway with the CVT.

No one will accuse the Versa Sedan of being jackrabbit quick or library quiet, but for a starter economy car, it can go toe to toe with anything in its segment.

Common to the suspension architecture in the subcompact class, Versa rides on MacPherson struts in front with a torsion beam in the rear. Nissan seems to have tuned the suspension more for ride quality than acute handling.

As the driver, I would be hard-pressed to say my test Versa was big fun to drive, but the steering was responsive and the ride comfortable. It got me where I wanted to go with no drama, which is exactly what you want an entry-level subcompact to do.

Bringing Versa to a stop are disc brakes in front and drums in the rear. An anti-lock system oversees the operation. Traction control, stability control and electronic brake-force distribution are standard on every Versa.

Making the Most of its Dimensions

Inside, Nissan gave Versa plenty of functionality and usable space. With more rear-seat legroom than the Mercedes-Benz E-Class and more trunk space than Toyota Corolla, the Versa Sedan makes the most of its subcompact dimensions.

Quality materials and a high level of fit and finish put the Versa sedan’s interior in the top tier of subcompacts. Although the front seats could be more supportive, they are comfortable enough, especially for around-town jaunts. Even taller rear-seat passengers should have sufficient legroom to keep the whining to a minimum. There are plenty of cup holders, too.

My only real nit to pick with the cabin is the lack of a front center armrest. Otherwise the layout of the instrument panel is contemporary and logical. Large and round, the primary gauges are easy to read.

Operating the climate control doesn’t get much simpler than the Versa’s three-knob system. It was late fall when I had my test Versa, so the air conditioning didn’t get much play, but the heater warmed the entire cabin in minutes.

Some of the luxury German brands could take a lesson from the simplicity of Versa’s audio-system controls. There is nothing the owner’s manual will tell you that you can’t figure out for yourself at first glance. Talk about user friendly.

Within the Versa pecking order, the base S is a bare-bones starter car. It still comes with six airbags, air conditioning, a trip computer, and a two-speaker audio system with a CD player and auxiliary input jack.

Stepping up to the SV adds full power accessories, two more speakers, cruise control and remote keyless entry. To add features like iPod interface, Bluetooth connectivity and a 60/40 split-folding rear seat, you must pony up for the SL trim. The SL also qualifies for the optional $700 Tech Package with a navigation system and five-inch, full-color touch screen.

Being comfortable, competent and economical, Versa is everything expected of a subcompact.

2012 Chevy Sonic. (Courtesy of GM/Chevrolet)

When I first spotted my new test car, a 2012 Chevrolet Sonic 5-door 2LT, one bright and sunny Monday morning in December, it put me immediately into a Christmas-shopping frame of mind. I thought of that old adage, that good things come in small packages. 

What a fun present this festive looking compact car would make for a college-bound student—or even a suburban housewife/journalist who really likes small cars and bright colors.

The test model, a brightly colored Inferno Orange Metallic that sparkled like a diamond in the sunlight, added a sparkle to my eyes and brought a smile to my lips.

Fortunately, driving the new Sonic … proved to be as much fun as looking at it.

Fortunately, driving the new Sonic, with its 1.8-liter 4-cylinder ECOTEC engine with DOHC, 6 speed automatic transmission and agile performance, proved to be as much fun as looking at it.

Chevrolet’s new entry-level small car went on sale last October, and reports say sales have been good. The Sonic also has handling features that you don’t expect to find in an entry-level segment, plus extra room inside and extra versatility throughout. 

Assembled in Orion Township, Michigan, the Sonic comes in three basic trim levels: LS, with the sedan starting at $14,495 and hatchback at $15,395; LT with sedan at $15,695 and hatchback (my test model) at $16,495; or LTZ with sedan at $17,295 and hatchback at $17,995.

Fuel economy is good, too, using regular unleaded gasoline for in-town miles per gallon estimated at 25, and highway mpg at 35. As gas prices start to creep back up, that mileage count becomes increasingly important. 

The manual transmission version gets even better mileage, averaging 29 in-town and 40 mpg on the highway. Transmissions come in 6-speed automatic, 5 speed manual or a 6-speed manual for the 1.4-liter turbocharged DOHC model.

The Sonic boasted some features that were surprising for such an entry-level vehicle, including Hill Hold Assist, oil life monitoring system, driver information center, power windows, deluxe cloth seats, tilt and telescopic steering column, remote keyless entry, intermittent windshield wipers, rear window wiper and washer (5-door), heated outside mirrors, 15” painted aluminum wheels, roof-mounted rear spoiler, and a great audio system. 

Inside the Sonic. (Courtesy of GM/Chevrolet)

The test model did have a special connectivity plus cruise package for an additional $525, which included remote vehicle start, cruise control, Bluetooth for phone and USB port, plus a wheels and fog lamp package for $295 that brought the wheels up to 16” and added front fog lamps, plus I learned the delightful paint job (Inferno Orange Metallic) was an additional $195. (Well worth it for any Texas Longhorn fan).

Total options brought the test model’s price to $17,820, and destination charges added another $760 for a total of $18,580.

The great safety features, however, were all standard. Standard airbags include dual stage frontal plus seat-mounted side-impact airbags for driver and front passenger, front-to-rear side head curtain, and driver and front passenger knee air bags. 

The long list of standard safety features continues with power door locks with lock-out protection and rear door child security, OnStar System with 6-month Directions and Connections Plan and RemoteLink, tire pressure monitor, content theft alarm, Stabilitrak electronic stability control system, traction control, anti-lock brakes, and LATCH (Lower Anchors and top Tethers for Children) System.

I took absolutely no pity on those lumbering SUVs and large pickup trucks circling round and round in hopes of finding a parking place as I zipped right past them to an upfront spot.

2012 Mazda CX 9 (Courtesy of Mazda)

The Mazda CX-9 Grand Touring is an exciting SUV that seats seven in luxury. The Grand Touring has exceptional performance and handling. It is a people-mover that moves folks in a stylish and roomy manner that Mazda prides itself on.

The Grand Touring features a 3.7L V-6 DOHC 24-valve engine that possess 273 hp, 270 lb.-ft. torque and a 6-speed-sport that has active torque split AWD. In city, expect up to 19 mpg and as much as 26 mpg highway.

Inside, Mazda has dedicated itself to craftsmanship. The Mazda I drove had a base price of $34,788. It had the optional 9-inch Rear Seat Entertainment System with SiriusXM satellite radio, DVD player, 5.1 surround sound and 11 speakers.

On top of that, numerous leather features and a Navigation System with voice command and real-time traffic brought the price to $40,850. However, leather-trimmed seats that include an 8-way power adjustable heated driver’s seat and heated front passenger seat are all standard features.

Outside, the beautifully sculpted body lines flow from the stylish headlights all the way to the spectacular taillights. So whether you are coming or going, you are going to look great.

The interior of the CX 9 (Courtesy of Mazda)

The March 2011 issue of Motor Trend Magazine said, “The scrappy fantastic driving Mazda CX-9 is still the best 7-seat passenger SUV you can buy.” And last August, Car and Driver Magazine gave their 2011 Editor’s Choice Award to this mid-size SUV.

The inside feature that I liked the most was the space behind the first and second rows, while the third row legroom was greater than competitors like Honda Pilot and Toyota Highlander.

The added third row storage bins are large enough to hold electronic games and controls for the grandkids. Eight cup holders and four one-liter bottle holders allow plenty of room for soda and bottled water.

A Blind Spot Monitoring system, six standard airbags, roll stability control, front active headrests, triple “H” body construction, and enhanced stability control are some of the ways Mazda engineers provide the driver with peace of mind.

The anti-theft engine immobilizer and anti-theft alarm help to keep the bad guys away from your Mazda. These safety and anti-theft features are standard equipment for the Mazda CX-9 Grand Touring.

This Mazda sits and feels good to drive. I would like to see a little bit more room in the front seats and better mileage in the city.

Mazda is stylish and filled with great technologies. However, to become more competitive with domestic brands there needs to be more emphasis on bringing down unit prices.

Durhl Caussey writes a car column read around the world. He may be reached at this newspaper or dcaussey@sbcglobal.net.

2012 Mercedes-Benz SLK350 (Courtesy of NetCarShow.com)

We marveled at the retractable steel top when we first got our hands on a 1998 Mercedes SLK roadster in the fall of 1997.

It was the first modern hardtop convertible we had encountered and we admired the German automaker’s ingenuity in manufacturing an open-air car that offered the quiet, weather-tight cabin of a coupe while enhancing security.

The first edition, badged as the SLK230, came with a 185 hp turbocharged 2.3-liter that gave it a just-right roadster feel—a fun, sporty, open-air two-seater that featured precise steering and a road-carving suspension.

The new roadster was indeed a work of art; it looked good and drove quite well. But compared to today’s more aggressive premium roadster standards it was rather sedate with a 0-to-60 time of just over seven seconds.

What followed in 2001 was a more aggressive 215 hp V-6, and in 2002 the roadster got the AMG treatment with a monster 349 hp supercharged V-6. The second generation SLK, model year 2005, improved on the original design and came with a 3.5-liter, 268 hp V-6.

The 2012 SLK350, the first offering in the sports car’s third iteration, comes with a new performance-strong 302 hp 3.5-liter V-6 mated to a seven-speed automatic transmission. It’s rock solid, top up or down.

Other engines are on the way, but the new direct-injection V-6 gives the SLK a just-right performance persona. An angry, smile-inducing engine note accompanies pedal-to-metal starts as the roadster soars to 60 mph in just 5.4 seconds. Quarter mile times have been recorded in 13.9 seconds at 102 mph.

Road Warrior

Fast, indeed, but the SLK is more than straight-ahead performance. It’s a true road warrior with the capability to entertain the owner who enjoys weekend trysts with daunting back-road twists and turns. Whether it corners like a Porsche Boxster is neither here nor there. Few drivers, we suspect, will be able to take this roadster to its limits without first reaching a level of mind-numbing apprehension.

The all-wheel independent suspension and thicker anti-sway bars keep the SLK planted while a highly communicative steering wheel gives the driver a high degree of confidence. So do some really great brakes.

If you are looking for more frugal performance and a reduced price tag, Mercedes has you covered.

The SLK lineup will soon include a return to the car’s 4-cylinder roots with a 1.8-liter turbocharged engine making 201 hp and a healthy 229 pound-feet of torque. The SLK250 will be no slouch in the performance department with an expected 0-to-60 time of 6.5 seconds. Fuel economy may be as much an incentive as price: 23 mpg city and 31 mpg highway.

On the other end of the spectrum, thrill-seekers will not have long to wait for a new monster SLK. Mercedes has announced that a SLK55 AMG is planned with a 5.5-liter V-8 under hood making 415 horsepower and 398 pound-feet of torque. Mercedes estimates a 0-to-60 time of 4.5 seconds. It’s expected to go on sale in the U.S. by spring 2012.

The new SLK, in whatever engine configuration you desire, has a stunning presence, carrying such classic features as a sculpted elongated hood and an aggressive, large, in-your-face grille inspired by the Mercedes SLS AMG.

Looking at the SLK in profile, only subtle changes from the previous generation can be noted, including some reworked sheet-metal and what appears to be an emphasis on more bulging fenders. Our test roadster’s looks were helped by the $2,500 sport package that brings 18-inch AMG 5-spoke wheels and sportier fascias and rocker panels.

A Passenger-friendly Convertible

Mercedes has got the hidden steel top styling trick worked out to perfection. With the top up there is no hint the car is indeed a convertible, and with the top stowed there’s no way of telling if the top is steel or fabric. With it closed, the SLK effectively becomes a solid coupe devoid of wind noise and totally free of typical convertible creaks and rattles.

SLK can be ordered with an optional fixed sunroof that Mercedes calls Magic Sky. It uses nano-particles embedded in the glass that change from clear to opaque with the push of a button. It’s a bit pricey, however, at $2,500. A “fixed tint” sunroof is available for a mere $500.

With the top open, the SLK becomes one of the most passenger-friendly convertibles on the planet, well insulated from the wind with a fixed glass deflector as well as optional AirGuide wind-blocker panels ($350).

We didn’t need it on several early autumn evening drives with temperatures hovering around 70 degrees, but our test car came with Mercedes’ innovative AirScarf system that blows warm air at your neck to give a feeling of warmth on colder days.

We found the SLK cabin spacious, and it is loaded with first class materials and a handsome but somewhat conservative dashboard treatment. In fact, the SLK interior fairly well mimics the cabin in the six-figure SLS supercar. Our test car came with optional Bengal Red premium leather ($630) and neat brushed aluminum trim.

Mercedes controls have become more intuitive over the years, but we still found operating the multi-disc CD player a bit of a struggle. On the plus side, there’s no substitute that we have found for the long-standing Mercedes’ seat controls on the door. If there are easier-to-use controls in the industry, we haven’t encountered them.

Mercedes has safety covered with antilock brakes, traction and stability control, knee and side airbags that cover the abdomen and head, rollbars, and a new Attention Assist system that monitors the driver for signs of inattention or drowsiness.

Also available is an optional PreSafe system that anticipates an imminent crash and automatically takes measures to better secure occupants. Yet with all the obvious pride that Mercedes takes with its plethora of safety equipment, missing is a back-up camera and a blind spot monitoring system.

The SLK350 comes with a base price of $55,675 including destination charge. Options are plentiful and can prove irresistible, but they can run up the bottom line.

Infiniti G37 Convertible. (Courtesy of NetCarShow.com)

I had to ask myself, “If I were the new 28-year-old director of the Indianapolis Symphony Orchestra, what would I drive?”

Probably only car people ask themselves silly questions like this, but I may have the answer: An Infiniti G37S Convertible. One might imagine Mr. Urbanski is a classy gentleman who is still young enough to tussle his spiky hair in a car like this. He could do worse.

Styling says you have class, but aren’t opposed to flipping back the power hard top, summoning Studio 54 on satellite radio, and having a go at the throttle.

Getting a view of the sky requires pressing only one button on the center console and letting motors fold the roof away. Just be careful to keep things out of the trunk if this is in your plans—you could crunch a laptop in a heartbeat.

Once open, passengers enjoy heated leather seats (ideal for fall weather) and dual zone automatic climate control that adjusts according to top position and vehicle velocity. The stellar Bose Open Air Sound System includes headrest speakers and automatically changes tuning based on exterior noise. Even at high speeds, I enjoyed my favorite songs through the USB port and rocked out in “The Studio.”

Even if the Infiniti weren’t a convertible, you’d still want so slide inside. One has to acquire a taste for them, but the Monaco red leather seats and red tone Maple wood on the dash, doors, and console go together like Tchaikovsky and Liberace. Thick padding on the doors imbue a sense of opulence.

Instruments that adjust with the steering column and Infiniti’s “piano key” NAV and radio controls make driving easy. Infiniti could kick it up with French stitching on the dash like competitors, and there is some weird shifting of the top when up on rough roads, but compared to most cars, the interior is sporty and pretty.

That’s not all of this car’s sexiness. Curvaceous lines would look appropriate on a high-end sports car, but elegant chrome grille surrounds, aggressive facias (on S trim), high rear deck, and seamless hardtop all look great. I had to tell my grandmother the car was a convertible because she couldn’t tell from inside or out. I would definitely choose the S trim for the sportiest of looks. And why not select poppin’ metallic paint and the S package with 19” alloys? It looks hot!

Oodles of Torque

Planting a big foot in the car’s throttle adds heat. All G Convertibles come standard with a 3.7-litre V6 engine with Nissan’s VVEL (Variable Valve Event and Lift) system. Rated 325hp and 267 lb.-ft. of torque, the rear-drive convertible has no problem getting out of its own way, or anybody else’s. There’s a throaty roar out of the tailpipe that sounds not unlike Pavarotti’s thunder.

A six-speed manual transmission is available, but I’m a big fan of the paddle-shifted 7-speed automatic that features downshift rev matching like the latest Nissan 370Z. Fuel economy is rated 17/25-MPG city/hwy.

A few weeks ago, I drove the convertible version of the G37’s platform mate, the 370Z. As expected, the Nissan is a tight little two-seat roadster designed to handle like a champ. It rides well for a sports car, but is a little rough during everyday driving.

For my own use, I would like the G37 better. It has crisp suspension motions, tight steering, and plenty of power. Yet it keeps just enough interior refinement and slightly softer suspension for a more comfortable experience. It is a car you can relish with the top down on weekends, winding through the mountains, but it would also be comfy on a cross-country journey or while creeping through rush hour traffic.

You could discount a 28-year-old orchestra director as young and inexperienced until you hear the product of his work. And you could deny the Infiniti a first thought compared to the Lexus IS, Mercedes E-Cabrio, Audi A5, or BMW 3-Series. But I wouldn’t until you go for a spin and listen to that Bose audio system.

The G37S Convertible has class, style, and enough youthful exuberance for a fun day’s drive. Price as tested came to $58,125.

By Casey Williams/MyCarData

2012 Honda Civic Coupe (COURTESY OF NETCARSHOW.COM)

There are seven different Civics in the Honda family of cars: Sedan, Coupe, Si sedan, Si coupe, Hybrid, HF, and Natural Gas.

The power behind the regular Sedan and Coupe is a 1.8 L 140 hp 128 lb-ft torque DOHC 16-valve VTEC 4-cylinder engine that EPA fuel economy estimates get an impressive 28 city mpg and 39 highway mpg.

The 2012 Honda Civic has not changed much from the previous model year. The styling, controls and mechanics are much the same as last year.

However, a new natural gas model is being introduced at this time, and should be available by the time this column is published. If this new natural gas model is successful, it could revolutionize the auto industry.

Natural gas is abundant in the U.S., especially in states like Texas. Already public buses and government trucks have become natural gas users. The Civic will get its power from compressed natural gas, which is cheaper, with low emissions, providing an alternative mode of travel. T. Boone Pickens will be proud.

Interior of the Civic Coupe (COURTESY OF NETCARSHOW.COM)

Something I noticed in the literature was a chart that depicts Environmental Performance for automobiles. The global warming scale is from 1 to 10 with the higher the score, the less impact on the environment. The lower the score the more the vehicle will contribute to global warming. The Honda Civic had an incredible score of 9.

The Civic Coupe was fun to drive and handled superbly. However, in all honesty the Civic didn’t upgrade the technology or comfort of the vehicle, rather simply did a slight refreshment in styling from last year’s model.

Even though the Civic hasn’t changed much, Honda still offers a whole gallery of standard technologies like a navigation system, XM satellite radio, Bluetooth audio remote entry system, one touch moon roof and automatic trunk opener.

Safety is obviously paramount to Honda. The Civic has 6 airbags, including side airbags and side curtain airbags, as well as brake-assists, an anti lock system, 3-point seat belts and vehicle stability assist.

The MSRP for an EX-L with navigation system is $23,455, which makes the Civic one of the best buys of the 2012 season.

Durhl Caussey writes a car column read around the world. He may be reached at this newspaper or dcaussey@sbcglobal.net

2012 Kia Forte (Courtesy of Kia)

The 2012 Kia Forte comes in three models (LX, EX, SX), which are all sleek, comfortable, and affordable. The 5-door version is only available in either the EX or the SX trim. The SX model was my test model, again showing the high quality, advanced technology, and comfort features Kia has become known for.

The Forte has Bluetooth wireless technology, Sirius Satellite Radio, and USB/auxiliary input for an MP3 player. Incredibly, these are standard features, the only vehicle in the class to have them.

For peace of mind, the Forte has six airbags and electronic stability control, along with a long list of safety features found on all models.

Under the SX’s sporty hood resides a powerful 2.4L 16 valve DOHC CVVT 4-cylinder iron block and an aluminum head engine that provides 173 hp at 6,000 rpm and 168 lb-ft of torque at 4,000 rpm.

The 6-speed automatic transmission sits atop sport-tuned suspension and monotube shock absorbers. Its 17-inch wheels add to the sports mystic and sleek styling.

The Forte offers class-leading fuel efficiency. The SX has an EPA fuel estimate of 23/32 mpg city/highway, while the LX and EX, with a 2.0 L engine, are rated at 26/36. mpg. An optional Fuel Economy Package for the EX trim adds a “smart alternator,” electric power steering, aerodynamic enhancements, and roll resistance tires, boosting the EX’s fuel economy to 27/37 mpg.

An exciting feature of the new, unique Forte 5-door is the easy access to the roomy cargo area, while split folding rear seats enhance its versatility.

My wife really likes that fifth door when shopping. “It allows me to have optimum packing space (19.4 cu ft.) when loading presents,” she said with an expanding smile. “You can’t imagine how much stuff fits in that car,” she added, handing me back my American Express Card with a wink.

Oh yes, by the time you read this I should be getting the bills for her shopping expedition with the Forte.

2012 Kia Forte interior. (Courtesy of Kia)

The Forte has a long wheel base (104.3 inches) and a wide body, (69.9 inches) which translates into exceptional spaciousness. My favorite space was found in the ample leg room, which allows a whopping 53.0 inches, and there appears to be just a little bit more in the rear seating.

There are many features which make it hard to believe that a Forte SX starts at only $19,395. Things like center console with arm rest and storage area, even a rear seat center armrest, rear window defroster, tilt and telescopic steering column, and EcoMinder fuel efficiency monitor.

But there is an additional six technologies package that has items like: navigation, push button start with smart key, automatic temperature control, and chrome finish outside door handles that can add an additional $1,800.

My test car had the technology package, plus a power sunroof and leather package, which brought the vehicle price close to $23,000.

Durhl Caussey writes a car column read around the world. He may be reached at this paper or dcaussey@sbcglobal.net.

2012 Honda Crosstour (Courtesy of netcarshow.com)

Even in the anything-goes crossover segment, the 2012 Honda Crosstour teases the imagination.

With its reputation for building somewhat unexciting, albeit high-quality and reliable vehicles, we might not expect a crossover with a Honda pedigree to incite double takes—but the Crosstour does just that.

As I drove the $35,900 Crosstour EX-L Navi around my little burg of Greenville, SC, I could almost hear the collective sucking in of breath from gawkers gathered on the street corner as I paused my test Honda for a red light.

When driving the Crosstour, you are sure not to see yourself coming and going at every intersection. Honda doesn’t sell a lot of them—15,556 nationally for the first 10 months of 2011.

At first glance, that the Crosstour is a crossover might not be apparent. It looks more like a four-door coupe. In fact, until this year, Honda called Crosstour the Accord Crosstour, which leads me to wonder if Honda is entirely sure Crosstour is a crossover.

But crossover is what Honda calls it in the press materials, so we’ll go with that.

Honda originally named it the Accord Crosstour because it is heavily based on the Accord. It looks sort of like an Accord might if its family lived next to a nuclear plant with a heavy-water leak.

Under the skin, though, are where the similarities to Accord really stand out. If you are familiar with Accord, you know that being infused with a healthy dose of its DNA is not a bad thing.

Crosstour is very car-like in its road manners and driveability. It uses the same 271-horsepower 3.5-liter V6, and five-speed, driver-shiftable automatic transmission for propulsion that are available in the Accord.
In the Crosstour, this V6 and tranny combine to deliver a 0-to-60 acceleration time of less than eight seconds—about the same as a Toyota Highlander.

Fuel economy is respectable for a crossover. The EPA estimates its mileage as 18 mpg in the city and 27 mpg on the highway. This is better highway performance than the V6 Highlander and better overall fuel performance than the Chevrolet Traverse.

It the spirit of being a crossover, Crosstour can be armed with all-wheel drive for a $1,450 boost to the bottom line. This is a transparent system engineered for foul weather that doesn’t include low gearing for serious off-road adventure.

Behaving very much like a car, it rides on Accord’s four-wheel independent suspension with a double wishbone set up in front and a multi-link arrangement in the rear. Falling soundly on the side of ride comfort, the suspension tuning sacrifices a degree of handling to achieve its goal of insulating passengers from most pavement inconsistencies.

The EX-L’s four 18-inch alloy wheels and rubber hide antilock disc brakes. Traction control, stability control, emergency brake assist, and electronic brakeforce distribution are standard. Other safety features include six airbags and anti-whiplash front seat head restraints.

More Similarities Than Differences

Although not exactly the same, the similarities between the cabin of the Accord sedan and the Crosstour far outnumber the differences. It’s sort of like if your best buddy suddenly began parting his hair on the other side—you would probably realize something was different, but couldn’t quite put your finger on it.
Again, this isn’t a bad thing. Accord’s styling is tasteful and handsome, the seats exceedingly comfortable, and convenience features abound. All of this is reflected in Crosstour.

Crosstour and Highlander wheelbases are only a fraction of an inch apart, but Crosstour is about eight inches longer overall. Sitting a couple of inches higher off the ground, Highlander is 2.5 inches taller and an inch or so wider.

Despite Crosstour’s notably longer length, its 42.2 inches and 37.4 inches respectively of front and rear seat legroom is roughly an inch less in both measures than Highlander. At 51.3 cubic feet, its maximum cargo capacity far outstrips that of Accord, but is less than Highlander and other small crossovers, such as the Chevrolet Equinox.

As is typical of Honda, Crosstour has no factory options. You choose a trim level based on the content you want; to get more standard features, you must move up to the next trim level. The choices for the level of standard features are basically two: the $31,150 EX and the $33,800 EX-L. My test Honda, which is priced out as a second EX-L trim level, had the voice-activated navigation system.

All Crosstours come with full power accessories, remote keyless entry, dual-zone automatic climate control, power sunroof, Bluetooth connectivity, rear backup camera, power-adjustable front seats, tilt-and-telescoping steering wheel with redundant audio controls, a seven speaker audio system with an in-dash 6-disc CD changer, auxiliary input jack, and a USB audio interface.

Springing for the EX-L upgrade adds leather seating, heated front seats, driver-seat memory, and an auto-dimming rearview mirror.

Essentially, Crosstour is an Accord with a larger cargo-carrying capacity and an easier-to-access cargo hold. Crosstour’s rear hatch opens wide for easy loading and unloading.

Otherwise, Crosstour is basically an Accord. A bit heavier and taller than Accord, it isn’t as crisp in the turns as the sedan, but still delivers Accord’s level of quiet and passenger comfort.

2013 Chevrolet Malibu Eco (Courtesy of GMC/Chevrolet)

“Whatever the surface, you feel connected to the road in the new Malibu.” Mark Moussa, global Chief Engineer

“There is a high level of functional fashion throughout the Malibu’s interior.” Crystal Windham, Director, Passenger Car Interior Design

Austin, Texas—home to more tree-huggers, tea sippers, bikers, hikers, and recyclers than you’ll find in all the rest of the Lone Star State combined—made the perfect place to launch an innovative new environmentally friendly car like the 2013 Chevrolet Malibu Eco.

With the start of the Texas hill country just to the north, the area surrounding Austin features winding roads and plenty of hills to climb.

Auto writers recently drove the new Malibu from the elegant Four Seasons hotel in downtown Austin all around Lake Travis, and over to Marble Falls and several other hill country destinations that included lots of winding roads. 

The new body style and aerodynamic design efficiencies helped make the Malibu a real joy to drive, with the sedan performing beautifully even in rainy weather with some slick road conditions. The Malibu Eco also boasts 17-inch wheels and low-rolling resistance tires which help the overall performance.

Meanwhile, back at the Four Seasons hotel, a team of Chevrolet’s finest engineers and designers were gathered to talk to the writers about the new Malibu, which is headed for North American dealerships the first quarter of 2012. 

The Malibu Eco is the first model of the all-new 2013 Malibu lineup to reach dealer showrooms. It has an MSRP of $25,995, including a $760 destination charge. The new Malibu is Chevrolet’s first global midsize sedan and will be sold in nearly 100 countries on six continents.

“With the new Malibu, the design and aero teams collaborated to achieve maximum fuel efficiency for our customers without compromising the car’s visual appeal,” said John Cafaro, Chevrolet Malibu exterior design director. 

Interior of the 2013 Chevrolet Malibu Eco (Courtesy of GMC/Chevrolet)

“The aero and aesthetic evolved simultaneously. Working together, we sculpted the car in a way that makes it more slippery, applied innovative technologies like eAssist and active shutters, and we intentionally designed components such as the rear deck lid and outside rearview mirrors to help maximize fuel economy.”

John Bednarchik, Chevrolet Malibu lead aerodynamic engineer, explained how they tweaked the sedan’s aerodynamics. 

“While car designers favor wheel flares, sharp creases, and other details that add style to a car, what catches the eye may disrupt the airflow, creating unwanted air turbulence and increasing drag. The new Malibu balances design needs with aerodynamic efficiency to truly benefit the customer.”

Some of the integrated design elements include a solid, rigid body structure; refined MacPherson strut front and four-link rear suspensions; hydraulic ride busings and isolated lower A-arms; premium rack-mounted electric power steering gear; chassis control technology such as StabiliTrak electronic stability control, brake assist system and corner brake control; large, ventilated front disc and solid rear disc brakes which deliver a 134-foot stopping distance from 60 mph with 17-inch wheels.

‘Tuning the ride’

“Our development team has been everywhere with the new Malibu, tuning the ride on rural backroads, suburban boulevards, urban freeways and just about every other type of road imaginable. The result is the most finely tuned Chevrolet midsize sedan ever, with controlled dynamics in all driving conditions,” said Mark Moussa, global chief engineer. 

“Whatever the surface, you feel connected to the road in the new Malibu, while also being comfortably isolated from the imperfections and noise of the road,” added Moussa. “The feel behind the wheel is like that of premium sedans that cost thousands more, with a great feeling of control at highway speeds and excellent maneuverability at low speeds.”

The new Malibu Eco has a sportier look, thanks to a wide stance, powerdome hood, and integrated rear spoiler. Exterior design cues include Chevrolet’s dual-port grille, large swept-back projector HID headlamps with three-dimensional execution, larger Chevrolet bowtie badges front and rear, Camaro-inspired taillamps, and a hidden exhaust outlet. 

The Malibu Eco delivers an estimated 37 mpg on the highway, thanks to its new eAssist technology. 
“Malibu Eco’s eAssist system integrates regenerative braking with the latest lithium-ion battery technology, to give our customers significant fuel-efficiency gains,” said Steve Poulos, global chief engineer of eAssist. 

“Providing electric boost to the powertrain system during heavy acceleration and grade driving helps the transmission operate more efficiently. The engine’s start-stop and fuel shut-off during deceleration features add to the fuel savings.” 

Drivers select from several modes including Eco mode, maximizing the frequency and duration of auto-stop; or Comfort mode, which reduces the frequency and duration of auto stop to keep cabin temperatures at the desired efficiency.

The power flow display in the driver information center also tells the driver when the battery is charging (as the vehicle slows), when the eAssist motor is providing a power boost to the engine, and Auto-Stop when the engine shuts off.

The Malibu’s interior offers more than a touch of luxury, with high quality wood and chrome trims and materials and all the technological advances known to mankind in the 21st century. 

The signature dual cockpit design provides a spacious feeling to the cabin, with its integrated center stack and high-tech lighting elements adding to the overall ambience. One innovative feature has a 7-inch touch screen that swivels up to reveal a 6-inch storage compartment for phones or wallets. A 3-point steering wheel tilts and telescopes, and features controls for OnStar, Bluetooth, and other audio and cruise control functions.

The Malibu Eco is available in four cloth and leather color combinations: Jet Black, Jet Black and Dark Titanium, Cocoa and Light Neutral, and Jet Black and Brownstone leather (on LTZ only). Four option packages are also available. 

My prediction is we will see a lot more of this elegant, well-priced midsize sedan on the streets where we live in the very near future. With the Malibu’s good looks, great fuel efficiency, and exceptional performance, this car is a keeper!

Jo Ann Holt is a journalist and auto writer based in Dallas, Texas, and a member of Texas Auto Writers Association (TAWA).

Honda Ridgeline (Courtesey of netcarshow.com)

Among mid-size pickups, the Honda Ridgeline is unique. 

Based on the popular Pilot, but with a highly-reinforced under-frame, the truck is essentially a crossover with a bed. It is the only pickup with a four-wheel independent suspension to improve ride and handling. Despite that, it can still tow 5,000 lbs. and haul a half-ton in its box. An in-bed trunk is large enough to hold a cooler.

Moving the marbles is a 250hp version of Honda’s 3.5-liter VTEC V6 engine. I hope you like it because that’s the only engine choice, connected to a five-speed automatic transmission and all-wheel-drive as standard. 

Engineers installed an integrated tow hitch, transmission and oil coolers, heavy duty brakes, dual radiator fans, and a 7-pin wiring harness to make trailering a cinch. Vehicle Stability Control and Electronic Brakeforce Distribution keep everything under control.

Along with being capable, the Ridgeline also looks pretty good with its chiseled, integrated bodysides, beefy front profile, flying buttress sail panels, and off-road tires.

I especially like the sport edition with a revised grille, wheels, and badges. Inside, a simple-to-use dash can be partnered with navigation, 115v outlet, power sliding rear window, 160-watt audio system, dual zone automatic climate control, moonroof, Bluetooth, and back-up camera.

“The Honda Ridgeline focuses on delivering the most-popular features and capabilities that a majority of recreational truck buyers typically use and need,” said Erik Berkman, vice president of American Honda Motor Co., Inc. 

“As a company that also builds world-class motorcycles, ATVs, marine engines, and power equipment, many features in the Ridgeline represent the best thinking from Honda.”