Chevy’s Malibu will be “lightly electrified” when re-designed for 2013. “What in batteries does ‘lightly electrified’ mean,” you may ask? Apparently, “hybrid” was too much for the last Malibu to live up to. Its system was expensive and did little to wean the car off fossil fuels. Re-booted and uplifted, the 2013 Malibu ECO with eAssist benefits greatly from junk, err lithium-ion batteries, in the trunk.

The system stores energy during deceleration and through generators in the brakes, then assists the gasoline engine when a little extra power is needed heading up a hill, getting off the line, or to keep the transmission from shifting down and guzzling more fuel. To keep things simple, eAssist can’t run the Malibu only on electricity. Most drivers should expect a 3-year pay-back from these fuel savings.

It’s not all about the electric system. The 182hp 2.4-litre four-cylinder engine under the power dome hood earns its keep, as does the quick-shifting six-speed automatic transmission with manual shift mode. All Malibus will come with four-cylinder engines. eAssist contributes 15hp additional thrust, making it the most powerful Malibu until a turbo debuts later next year. Fuel economy is rated 25/37-MPG city/hwy.

Malibu is a stylish car, familiar in its big cross-bar grille and Camaro-inspired quad taillamps,. There’s also a lot of engineering hidden in the design details. The headlamps and grille greet the wind with smooth curves while sharp creases in the rear help to provide the car with a minimum of drag resistance. Behind the grille are shutters that close to divert airflow when not required for engine cooling. Lightweight alloys and low rolling resistance tires hold the road and earn a modest bump in MPGs.

Careful attention has been paid to airflow (i.e. wind noise) around the mirrors, and extensive insulation provides a quiet cabin in which you can enjoy Chevrolet’s MyLink® system. Voice controls USB-connected MP3 players, CDs, Pandora internet radio, and XM satellite radio. Bluetooth is standard; navigation is optional. Go old-school and tune in your favorite AM or FM station with a big tuning knob – much better than small fiddly buttons.

The cabin’s upscale materials, blue lighting that seeps out of the dashboard, convincing fake wood, and round gauges in square housings could have come from a Cadillac that copulated with a Camaro – it’s elegant and sporty. Rear legroom is a little tight, but shoulder space was increased. Safety is enhanced with 8 airbags: Dual front, front side, side curtains, and front knee airbags.

Hot-shoeing it through Texas hill country, just outside of Austin, the car shows its athletic side. The chassis felt nicely planted as I pushed it through hairpin corners, only once eliciting nanny-genies from the electronic stability program. Although there’s no hydraulic pump assisting the steering, the electric system felt more natural than other’s I’ve tested. Still, if you want a sports car, buy a Camaro.

Families of all types bought the outgoing Malibu, but not so many with a hybrid system. I like the new Malibu much better. Lightly electrified and styled to impress, Malibu ECO sales begin this spring with a base price of $25,995.

2013 Chevy Malibu ECO
Five-passenger, FWD sedan
Powertrain: 197hp (total) 2.4-litre I4, Lithium-ion batteries
Suspension f/r: Ind./Ind.
Wheels: 17”/17” alloy f/r
Brakes: Re-gen disc fr/rr with ABS
Must-have feature: Style, MPGs
Manufacturing: Oshawa, ON
Fuel economy (city/hwy.): 25/36 mpg
As tested price: $34,470

A safe first step towards sport

Lexus wants to add some dynamism and excitement to its lineup, beginning with the luxury sedan it hopes is ready to take on German rivals head-to-head. The 2013 Lexus GS represents the Japanese luxury brand’s new focus on driving dynamics, along with a new design that will migrate to the rest of the lineup. And frankly speaking, it’s the GS’s bold grille that could take the most getting used to.

Love it or hate it, the controversial front fascia finally gives Lexus something to talk about other than J.D. Power ratings and whisper-quiet cabins. For the first time in a long time, a showroom fresh Lexus doesn’t feature an exterior that immediately fades into the background of the luxury market. And with the exception of the look-at-me grille, the rest of the new GS is well proportioned and classy.

The same is true of the cabin, even though one base model I tested felt noticeably heavy on black plastic. There is lots of stretch out space both front and rear, and I felt immediately comfortable with the layout of the controls. For anyone who judges a car based on a quick test-drive at the dealership, the new GS should score plenty of bonus points for its user-friendly interior.

Performance isn’t too shabby either. The base engine in the GS350 is a 306-horsepower 3.5-liter V-6 coupled to a smooth-shifting 6-speed automatic transmission (with manual controls for when you feel like taking control). Lexus reps told us to pay attention to the exhaust note and, sure enough, the GS emits a nice growl when you punch the gas pedal.

The driver can use a control located on the center console to choose between different driving modes: ECO, SPORT S, and SPORT S+ on models equipped with luxury or sport option packages. I pretty much avoided ECO mode, which felt like it throttled back power way too much for a modest bump in fuel economy. The GS felt much peppier when kept in SPORT S or SPORT S+. The handling – while occasionally a little artificial in its weighting – is a noticeable step in the right direction for the Lexus brand.

Lexus will also offer four-wheel-drive, as well as a hybrid model. The GS450h combines an electric motor with the standard 3.5-liter V-6 for a combined output of 338-hp. According to Lexus, this is enough for a 0-60 mph time of 5.6 seconds. Unlike the outgoing GS450h, which was noticeably short on cargo space, the new version repositions the battery pack so it doesn’t devour trunk room. Fuel economy is an impressive 29/34-mpg during city and highway driving.

Given that Lexus wants to toughen up its image, I spent the majority of my driving time with the GS350 F Sport. This model boasts a firmer suspension, larger front brakes, staggered 19-inch alloys, and revised aerodynamics amongst other changes. The F Sport immediately feels a degree or two more dialed into the road, without getting unsettled over bumps and ridges. Yet without any actual increase in horsepower, choosing the F Sport could come down to whether or not you prefer its edgier exterior design.

The GS range arrives next February. Pricing has not been officially announced, but expect a base GS350 to start around $47,000 while F Sport and Hybrid variants should begin somewhere in the region of $55,000.

When size matters.

During the media drive of the 2012 Scion iQ, an auto journalist leaned over and said, “I guess this is the future” with a notable lack of enthusiasm. Stretching only 120.1 inches in length – and seemingly as wide as it is long – the iQ has a squat stance and, yes, it does look pretty futuristic. Yet from the deflated tone of this fellow’s comment, my guess is that he’s referring to the iQ’s modest 94-horsepower engine and extreme packaging solutions for passengers and cargo.

Scion and its parent company, Toyota, like to refer to the iQ as a 3+1 seat vehicle. Unlike the 2-passenger Smart Fortwo, the iQ does have a small rear bench that can (possibly) accommodate two passengers. The front seats are staggered, the front passenger seat sits slightly forward of the driver. In a pinch, you could squeeze one full-size adult into the rear. But the room aft of the driver is miniscule; legroom is almost non-existent unless the driver scoots his seat all the way forward.

And unless you fold the rear seatback down, cargo room is limited to a couple of three-ring binders or a laptop (standing on edge). I actually uttered an unprintable expression of ‘surprise” when I opened the hatch and saw the trunk space. Then again, you do have the choice to haul people or stuff in the iQ. So it’s hard to knock the compromise between people versus cargo hauling capability.

The iQ proved to be very capable on city streets and highways. Like other tiny city-cars, you’ll probably suffer from ‘phantom hood and ghost trunk’ when parking the iQ for the first time – don’t worry, you still have loads of room. It’s about one foot longer than a Smart, though you’re still dealing with a car that’s perfectly sized for tight parking spots. The iQ is also highly maneuverable, thanks to a nimble 12.9 turning circle. Making a U-turn is rarely so much fun!

Under the hood is a 94-hp 1.3-liter 4-cylinder engine coupled to a CVT (continuously variable transmission) gearbox. The iQ held its own on the highway, cruising along comfortably and relatively quietly at a steady 70 mph. Acceleration is decent, with a 0-60 mph time of approximately 10 seconds. You’re not going to win many drag races, but the iQ also doesn’t feel like it will run out of power during highway merges.

Of course, especially sharp bumps and ridges can unsettle the suspension of the iQ more than, say, small cars like a Fiat 500, Ford Fiesta or Toyota Yaris. There is only so much ride comfort that can be squeezed into a small 78.7-inch wheelbase. More importantly, the iQ’s fuel economy is only mid-pack, with an estimated 37-mpg highway average. Not bad, but I would have expected better when larger sub-compacts (and a few compacts) now routinely offer 40-mpg highway averages.

With a starting price around $16,000, the iQ comes loaded with plenty of standard features and a whopping 11 airbags. So rest assured, safety is not an issue here. The Scion iQ isn’t a bad deal, especially if you’re looking for a car to run short errands or live where parking spots are scarce. But unless you really need to downsize, it’s hard to see what the iQ offers versus larger rivals that provide real rear seats, more cargo room, and similar fuel economy.

Auto sales have been picking up speed lately, outpacing analysts initial predictions. As a result, we’ve seen a steady increase in traffic — particularly where car reviews are concerned.

Of course, we’re happy to see that our list of LGBT-friendly automakers remains the most-viewed page at Gaywheels.com. Apart from that, though, the top spots for November were mostly reviews and articles about specific makes and models. (Even better: once again, all of the top ten rides were manufactured by gay-friendly companies.) Here are the cars that made the cut last month:

1. 2011 VW Golf GTI vs. 2011 VW Golf TDI
2. 2007 Mitsubishi Outlander
3. 2011 Subaru Impreza WRX and WRX STI
4. 2008 Lexus GX 470
5. 2010 Chevrolet Camaro SS
6. 2008 MINI Cooper Clubman
7. 2011 Lexus LFA – Preview
8. 2011 Volkswagen Jetta
9. 2011 Chevrolet Cruze
10. 2011 Toyota Sienna

Buick’s comfort-oriented LaCrosse goes green.

The good news, especially if you’re a Buick PR rep, is that I’ve really enjoyed a week spent with the 2012 LaCrosse eAssist. The handsome 5-passenger sedan is comfortable, quiet, roomy, and it offers an EPA rated 25/36-mpg in city and highway driving. The bad news, also if you’re a Buick PR rep, is that I’m kind of embarrassed to be gushing over the fine attributes of a Buick sedan.

I know that the brand is revamping its image and has sport-themed models like the turbocharged Regal GS to prove it. The latest LaCrosse has maintained Buick’s cozy highway-cruiser manners, while jettisoning the pillow-soft ride and ultra-numb steering of past editions. I’ve enjoyed driving the V-6 and inline-4 cylinder models – though the near-silent 303-horsepower 3.6-liter V-6 would probably be my pick.

That choice might need some revising. The LaCrosse eAssist is proving equally capable, thanks to a powertrain that combines a 182-hp 2.4-liter 4-cylinder engine and hybrid motor. This is not your conventional hybrid, capable of powering the car on electric power for short distances and at low speeds. Instead, Buick refers to this as a mild hybrid system.

Under acceleration, the electric motor/generator provides an additional 15-hp and 79 lb.-ft. of torque to take some of the burden off the gas engine. The engine shuts down automatically at stoplights, to help save fuel, then instantly restarts when needed. Regenerative brakes feed power to the electric motor, while low rolling resistance tires and electronically-controlled shutters in the front grill help eek out a few extra mpgs.

On the road, the LaCrosse eAssist is almost as whisper-quiet as the V-6 models. Acceleration from 0-60 mph is approximately 9.0 seconds, which is within a few tenths of the non-hybrid inline-4. Best of all, the eAssist’s fuel economy is much better than either model. The standard 4-cylinder averages 19/30-mpg, and the V-6 is rated at 17/27-mpg.

There are some sacrifices, however, when it comes to packaging. Trunk space suffers slightly, since the battery pack is mounted behind the rear seat and eats into the cargo space. The gas tank is also smaller (15.7 gallons versus 18.4), though Buick says overall driving range – thanks to those higher economy figures – remains better in the eAssist model.

There is loads of space in the back seat; your rear passengers won’t have any complaints when it comes to legroom. The cabin controls are easy to understand, even if some design details (like the plastic-chrome surround on the center console) are a little over-the-top. German luxury sedans are still tops when it comes to business-class-like cabins, though Buick has definitely narrowed the gap, or exceeded, many domestic and Japanese luxury rivals.

The LaCrosse eAssist starts at $30,820, including destination charge.

We admit it: we’re statistics junkies. We compare and contrast. We read labels. And at the end of the month, we look back at our traffic stats to find out which car reviews and news articles you’ve enjoyed the most.

With October come two sets of stats: the numbers for September and those for the third quarter of the year. We’re happy to see that in both cases, our list of gay-friendly automakers ranked near the very top of the lists. Other than that, car reviews were on everyone’s mind last month, and none of the more “newsy” pieces we wrote could touch them in terms of numbers. Over the whole of Q3, however, our piece on Adam Carolla and the BMW 7-Series (aka “the gayest car in LA“) admittedly turned a few heads.

One more bit of good news: every vehicle on these two lists is manufactured by a gay-friendly automaker. Perhaps Hyundai, Kia, and Suzuki will come around soon. (We’re not holding our breath on Porsche.)

And so without further ado, the stats on Gaywheels car reviews:

September 2011
1. 2011 VW Golf GTI vs. 2011 VW Golf TDI
2. 2010 Chevrolet Camaro SS
3. 2007 Mitsubishi Outlander
4. 2011 Volvo XC60
5. 2010 Cadillac Escalade ESV Platinum
6. 2011 Toyota Sienna
7. 2008 MINI Cooper Clubman
8. 2011 Subaru Impreza WRX and WRX STI
9. 2008 Lexus GX 470
10. 2012 Nissan 370Z Roadster

Q3: July – September 2011
1. 2011 VW Golf GTI vs. 2011 VW Golf TDI
2. 2007 Nissan Quest
3. 2007 Mitsubishi Outlander
4. 2010 Chevrolet Camaro SS
5. 2010 Cadillac Escalade ESV Platinum
6. 2011 Toyota Sienna
7. 2011 Volvo XC60
8. 2011 Volvo XC60 Road Trip Adventure
9. 2008 MINI Cooper Clubman
10. 2008 Lexus GX 470

When the previous-generation Nissan Z was delivered to me for the first time, the gentleman who handed me the keys was wearing a half-cup of coffee. As I soon discovered, the sport suspension package was stiffer than the Ingalls’ Conestoga on Little House on the Prairie. By the next morning, I was also sporting a mocha latte. I hoped the latest 370Z Roadster would be kinder on clothing.

For starters, it’s much more of a looker. Smooth, sexy curves begin at the nose, rise through razor headlamps, kick up over the menacing alloy wheels, and finish off in a pleasantly round rump. It traded industrial chic for a design that has more visual candy and better ties it to the original 1970 Datsun 240Z. Optional (and very attractive) Metallic Black Cherry paint transitions from java to plum in sunlight.

The interior is more contemporary Infiniti than disco-era Z. I could do without the netted material on the seats, but the leather bolstering along with heated and cooled cushions are great – perfect for split-season driving. Suede and stitched coverings soften the doors, console buttresses, dash, and doors. Some may not like the big round tachometer front and center, but it reminds me of a Porsche.

So does the chunky leather-wrapped three-spoke steering wheel. Automatic climate control, in-dash navigation, USB, Bluetooth, and push button starting add today’s expected technical hardware. My partner enjoyed rocking out to Cindy Lauper on the Bose audio system.

Nissan’s 332hp 3.7-litre V6 loves to be revved. You can get a 7-spd automatic transmission, but skip that and go straight for the 6-speed manual. It has crisp, tight motions and comes with SynchroRev Match™, which automatically blips the throttle for smoother downshifting. An S button quickens pedal response, but requires an intelligent foot for smooth shifts. It also takes a bite out of 18/25 mpg city/hwy fuel economy. The car’s aluminum chassis provides a good balance of ride comfort and corner carving fun, though you’ll never be in any doubt that this is first and foremost a sports car.

Yet you could drive the 370Z all day long, and still be refreshed enough to put the top down and go for a long moon-lite cruise. Flip one button in the console to spring the top into action and quickly store itself under a flush tonneau behind the seats. We had the standard black top, though oenologists will appreciate the Bordeaux top with wine-colored interior.

Okay, so the car’s tiny trunk is a joke – don’t even think of taking along more than a carry-on and computer bag. The 370Z has plenty of power, though not enough to scare any V8-powered Camaros, Mustangs, and Chargers. Your mother will never warm up to the stiff suspension, but this isn’t your mother’s sports car. The latest 370Z is smoother, easier to drive, and nicer to the touch. It might not be my favorite sports car, but it’s definitely my favorite Nissan Z. And at least there will be no more crying over spilt café.

Nissan 370Z Roadster
Two-passenger, RWD convertible
Powertrain: 332-HP 3.7-litre V6, 6-speed, manual transmission
Suspension f/r: Ind/Ind
Wheels: 19”/19” f/r
Brakes: 4-wheel disc/ABS
Must-have feature: Smooth operator
Manufacturing: Japan
Fuel economy: 18/25 mpg city/hwy
As tested price: $47,370

The 2012 Land Rover Range Rover Evoque adds chic design to the legendary off-road prowess that has always been an integral part of the Land Rover brand. I discovered just how happy the Evoque is to claw up steep inclines and scrabble over muddy trails during several rainy days spent in the U.K. with this littlest Land Rover.

Land Rover likes to remind everyone that the Evoque is the brand’s smallest and most fuel-efficient vehicle. It’s also worth mentioning, however, that Land Rover has traditionally built very big, very rugged, and primarily V-8-powered sport-utilities. The current 375-hp Range Rover SUV manages 12/18 mpg during city and highway driving.

The 240-hp direct injection, turbocharged, inline-4 cylinder in the Evoque handily beats those figures. Fuel mileage in the Evoque is rated at 19 mpg city/28 mpg highway. Coupled with all-wheel drive and a 6-speed automatic transmission, the Evoque accelerates from 0-60 mph in about 7.0 seconds.

Driving on British highways, the Evoque felt relaxed and comfortable. Power is more than enough for passing slower traffic, though the engine sometimes sounded too raspy for a vehicle with a starting price of $44,000. A bit more purr and little less grumble would be welcome here, but it’s not a deal breaker.

What I love about the Evoque is that the handling lives up to the sporty exterior. This isn’t a crossover to challenge Lotus or Porsche when it comes to corner-carving dynamics. Yet the Evoque could have stumbled badly if the handling failed to offer at last sedan-like levels of control.

Despite some seriously crummy weather along the route, the Evoque deftly got me through narrow and challenging roads in the north of Wales. With only some totally unimpressed and soggy-looking sheep as my witness, I can vouch that the Evoque maintained its composure even when the guy behind the wheel (i.e. me) felt like calling it a day and parking at the nearest pub.

Credit to Land Rover for sticking with the trip’s agenda, including off-road sections that were fast becoming swamps. As the rain poured down, the Evoque picked its way along rocky roads and through gooey mud that would have sucked my (totally inappropriate for the weather) sneakers off my feet — had we gotten stuck, which we didn’t.

Hill descent control is particularly eerie for the uninitiated, but the system kept the Evoque moving steadily downward with no sliding and only a minimum of steering input from yours truly. I was more interested in how the Evoque dealt with paved roads but, in the interest of maintaining the brand’s integrity, it’s nice to know Land Rover instilled the Evoque with off-road cred.

The cabin has all the luxury items you’d expect, including leather seating, a thick-rimmed steering wheel, handsome plastics on the dash, and a cool rotary shift knob on the center console. Of course, driving on the “wrong” side of the road made getting used to the layout a bit more time consuming.

I’m going to admit something slightly embarrassing here in the hopes that other people out there, who suffer from the same thing, won’t feel so alone.

OK, here goes.

I’m a virgin.

…a BMW-virgin.

I’ve driven many Audis, Vokswagens, Mazdas, Infinitis, Cadillacs and even a few Porsches, but never a car with the blue and white roundel on the hood.

All that changes today as I step into the new, 2011 BMW 5-series.

Today, I become a man. Or, something…

What Works

Good news first. The 535i is packing a 3.0L, inline 6-cylinder motor with a twin-scroll turbocharger, and it likes to party. Its 300hp will get you to 60mph in about 5.5 seconds, and a $250 speeding ticket in another four seconds. While that might sound raucous, the turbo six delivers its power in a very smooth fashion, whooshing your passengers up to 100mph without them realizing it.

The exhaust note and rumble this inline six-cylinder makes might be the best part of the entire car. As the growl builds from 3,000 to 4,000rpm, it will only egg you on to keep revving and increase your aural pleasure. Keep in mind that approach will make mincemeat out of your fuel economy.

The view from the driver’s seat is pretty fantastic as well. Most of the luxuries you’d expect to find in a large German sedan are there. Fine leather and rich wood surround you, along with a 10-way adjustable seat with heat, but oddly, no cooling in this particular 5-series with the near $68-grand price tag.

There’s also a bird’s eye view camera system, which makes it possible for you to see everything around the car on the dash screen. If you back into something or clip someone’s bumper because you thought you had enough space to make the turn, it really is your fault this time.

What’s So-So

Let’s just jump right to the often-dissed BMW iDrive system. After so much discussion, I probably don’t need to explain it at this point, but briefly, it is the multi-function dial on the center console that controls most of the systems in the car.

It’s not really the dial itself that is bad, it’s the way the system is laid out and appears on screen. Navigating through the many levels of menus just isn’t as user-friendly as it could be. Like any technology, though, the more you use it, the more sense it makes

Right next to the iDrive dial is another piece of questionable technology: the shifter for the 535i’s 8-speed, automatic transmission. For whatever reason, it’s been styled to look like a Norelco electric razor and has some slightly-less-than traditional looking controls. I suspected this might throw off certain drivers so I tried a quick experiment.

I had two people from, let’s say, slightly advanced generations, sit in the driver’s seat. All I asked them to do was turn the car on and put it in drive. Figuring out the push-button start didn’t cause too much trouble, but when it came to the shifter, things got hectic. There was double-clutching of the shifter, pushing of multiple buttons at once and general confusion. The BMW alert chime sounded several times to alert them something was not being done correctly.

Both found it needlessly complicated. That should, at the very least, get BMW’s attention as their target market for the 5-series would likely be drivers of their age.

Once you get the 5-series moving, the handling is pretty good, and a bit strange, all at once. The good part is that, like many BMW’s before it, this 5-series can take a bend in the road quite well. As part of the optional Dynamic Handling package, this Bimmer has adaptive suspension dampers, along with the standard anti-roll bars, to make sure you corner quickly and flatly.

The strange part is that the steering feels…strange. The culprit is BMW’s electric-assisted steering system. While I know I can take a corner quickly in the 535i, the steering feels so light, it just comes off as unnerving. It’s something you really have to feel in person to understand.

On the plus side, BMW’s xDrive, all-wheel-drive system has been updated and now features torque vectoring. When going through a corner, this system will brake the inside rear wheel, while feeding more power to the outside rear wheel, to help you rotate the car through the bends.

Past the techno-whiz bangs, the new exterior design is a nice step forward from the old model. Where the 2010 5-series had many slab-sided surfaces, the 2011 model has new, tightly formed sculpting and some sharp, leading lines to it. It’s still conservative, sure, but in the luxury sedan market you can’t expect massive spoilers and crazy, sweeping sheet metal.

What Sucks

I know it’s probably ridiculous to bitch about this, but the alert chime in the 535i drove me up the wall. It is the most polite-sounding “hey, idiot, your seatbelt isn’t on” chime I’ve ever heard. A chord played on a marimba, I believe.

The fact that it comes on with such frequency is what gets annoying. Yes, I know I didn’t push that button on the shifter. Yes, I know the lights are on. Yes, I know my seatbelt isn’t on, give me five seconds to put it on before you start yelling at me. Yes, I know I started the car, what the hell is wrong with that??

On a completely different plane, the side mirrors on the BMW are much too small. I found myself wanting more rear visibility in that department.

Wrap

In the end, the 535i is a little two-faced. You’ve got a hot-tamale powertrain and chassis, but it’s being cooled off by a conservative, vanilla luxury design style and a steering system that leaves you confused.

None of that is likely to bother most of the 5-series’ potential customers, though. The 5’er is an extremely comfortable, very capable luxury cruiser.

As for me, I’ll save my pennies for the much hotter, harder (way more expensive) M5 sedan. Monte Carlo Blue and the 6-speed for me, please.

2011 BMW 535i xDrive – $52,400
-Premium Package – $1800
-Premium Package 2 – $4500
-Dynamic Handling Package – $2700
-Sport Package – $2200
-Cold Weather Package – $1050
-Comfort Access Keyless Entry – $1000
-Side & Top View Cameras – $800
-Space Gray Metallic Paint – $550
Destination – $875
TOTAL – $67,875

Mercedes-Benz didn’t join the midsize luxury SUV craze, they invented it. The first M-Class introduced Americans to the idea that a luxury car could be a durable all weather, all road condition vehicle without requiring it to carry a six-digit price tag. Now, in its third generation, the M-Class has improved by leaps and bounds, shedding the original design’s body-on-frame construction, somewhat bland interior, and obnoxious rough ride for a driving experience worthy of the Mercedes three-point star.

For 2012, the M-Class model lineup remains relatively unchanged, but everything else about the M-Class is new from the ground up. All new sheet metal displays a crisper, more purposeful look, one that seems to share the same aggressive stance as the SLK and S class cars. The grille is also new, as are the tail lamps, pronounced side sculpting and multi-spoke wheels, but the familiar flared C-pillar—a styling cue dating back to the first M-Class—is still in place. I like the look of the new M, but I must admit a fondness for the previous model’s front end which I think was more detailed and somewhat more athletic. The 2012 M-Class is also a bit longer and wider than last year’s model, which translates into improved interior and cargo space, although there is still no third-row seat.

Under the hood are two engine choices. The first is a 3.5-liter V6 engine that develops 302 horsepower and is EPA rated at 17-mpg city and 22-mpg highway. The second option is 3.0-liter BlueTEC diesel V6, generating a respectable 240 horsepower but a stump pulling 455 pounds-feet of torque. That second number is important because torque is the force needed to move an object quickly from a standing start, as well as pull heavy loads once in motion. Best of all, the new 3.0-liter diesel engine returns fuel economy figures of 20-mpg city and 25-mpg highway. The test cars were all 4MATIC all-wheel drive models, but I suspect the fuel economy numbers for the front-drive M-Class will be slightly higher. (Ed note: see correction in comments below.) As I spent most of my driving time behind the wheel of the diesel, I can say with some assurance that this is the best diesel V6 Mercedes has ever produced. Smooth, efficient and nearly silent (you can’t hear the diesel clatter inside the M-Class, but its still audible standing outside the car) the BlueTEC diesel is only a $1,500 option that I would take in a heartbeat.

No matter which engine you choose, they are teamed to a new seven-speed automatic transmission with manual shift mode. Although this transmission works well and helps the M-Class achieve maximum fuel economy, I was still able to detect a bit of a lag when operating the manual mode, prompting me to just leave it in drive and let the computer make the all the decisions. Also new is the available Dynamic Handling Package that features a hydraulically-controlled front stabilizer bar that disconnects on straight roads but comes online in the curves helping to reduce body roll and lean. The package also continually adjusts the shock setting and ride height to ensure a smooth yet controlled ride.

Inside, Mercedes has stepped up the M-Class’ luxury look and feel, with more wood trim, a more contemporary looking dash and more detailed stitching on the seats and door panels. The long tradition of placing the cruise control stalk at the 10 o’clock position has been rethought, relocating it to a spot where it is less likely to be mistaken for the turn signal stalk. On diesel models, a laminated windshield greatly reduces noise from the diesel engine, while also shutting out wind and road noise. Of course, luxury features such as a power sunroof, rain-sensing wipers, keyless entry and go, and heated front seats are standard, but you can go hog wild and opt for heated and cooling front cup holders, leather seating, a panoramic glass moonroof, GPS navigation and a 830-watt, and a 14-speaker harman/kardon audio system. Check all the option boxes and your M-Class will run you about $65,000. You can even get an iPad docking station, which I think is pretty cool for just 65 large! Of course, all of Mercedes’ legendary safety features are in place, as well as some optional aides such Lane Keeping Assist and Blind Spot Assist.

Look for the Alabama-built M-Class to go on sale this September. The first models to arrive will be the 4MATIC all-wheel drive cars, followed in about 12 months by the front drive variant. A V8 powered M Class should arrive by Spring of 2012 followed by a hybrid model shortly there after.

Elantra hits it

I won’t tell you which one, but I was recently driving a competitor to the all-new Hyundai Elantra when discussing it with an auto-writing colleague. I mentioned how unimpressed I was with the big-name compact I was driving and couldn’t wait to get into the Elantra.

He said, “Could you have believed that 10 years ago? You want to give up a top-selling car with a world-class reputation and can’t wait to get in a Hyundai! I’m with you man. Me too.”

Hyundai’s world-class reputation precedes the Elantra. People ask me all of the time about the hot Sonata, especially the 274-HP Turbo and 40-MPG Hybrid models. That’s usually one breath before they go on and on about the Genesis coupe and sedan or Tucson crossover. Yeah, I’m with you man. These new Hyundais are a dream. So, what about the Elantra?

To make the point that you get a lot for the money, Hyundai sent over a base model with hubcaps and a manual transmission. Usually, automakers woo and coerce journalists with up-level trim packages that include heated leather seats, premium audio, and a convenience package that does everything but serve steak on silver. It’s like double martinis before the sales pitch. For the Elantra, they didn’t even offer a Diet Coke! I think, “It must be good.”

As an appetizer, Hyundai feeds us the Elantra’s cab-forward “Fluidic Sculpture” design that trickles down from the larger Sonata. When little boys imagined the future, this is the shape they had in mind. The team at Hyundai’s North American Design Center in Irvine, CA gave the Elantra a shape that is both sleek and aerodynamic (about the same drag coefficient as the ultra-slippery Chevy Volt). An arching body has more character than a jellybean with strong wheel arches, rigid surfacing on the bodysides, and attention to detail in how the A-pillars flow into the hood and chrome inside the headlamps line up with grille trim. It is expertly done and quite beautiful.

Intriguing shapes flow inside the large cabin. There’s plenty of space for four passengers and their entire luggage; rear seats fold down for bicycles and bigger toys. The twin-cockpit dashboard is a more stylish version of the Sonata’s and features a cool pinched center control stack. Large analog gauges, four-spoke steering wheel, wide dead pedal, and 32 oz. cupholders make driving easy. Designers sweated details like knurled detailing on the major knobs, silver finishes on the doors, “audio zone” arrangement, and easy-to-use climate controls. The audio system sounded excellent for a compact sedan and comes with a CD player, USB input for iPods, and available XM Satellite Radio. Safety is enhanced by a full array of airbags.

At least until Hyundai decides to throw on a turbo and attack faster competitors, every Elantra achieves 40-MPG Hwy. You don’t need a special package, low-resistance tires, or articulating grille shutters. You just need the standard 148-HP 1.8-litre four-cylinder engine attached to either a 6-speed manual or 6-speed automatic transmission. With 29-MPG city and the excellent highway ratings, the Elantra can travel up to 500 miles on one tank, or roughly four stops given my usual Diet Coke intake.

So, hit the road, Hotchkiss. You know in the first ten feet of driving some cars that you are going to like them and it took about that long to warm to the Elantra. The clutch engages comfortably and the shifter slips into gear with a precise push. Plant your Puma into the throttle and the little engine zings up to its redline, screeches the front tires, and begins its sprint up to above-legal speeds with ease. Unlike in the competitor mentioned above, the Elantra’s electric power steering is near perfect to the touch and provides the right amount of tension off-center. As with the Sonata, the car’s heart beats in your hand.

The independent front, torsion beam rear suspension system provides the right balance of comfort and fun. Electronic stability control, traction control, and anti-lock brakes with brake force distribution (varies brake forces due to vehicle load) & brake assist (provides extra boost when emergency is detected) stand by just in case. If this is the way small cars are going to drive in the future, who needs mid-sizers?

Even without heated bum warmers, alloy wheels, and tri-surround symphonic reverberation, or whatever audio engineers call it, the Elantra hits it out. It drives as well as some cars costing twice its price and couldn’t be easier to enjoy. At least one of its competitors should watch it as this whistler lands in its lap! Given an as tested price of $16,930 that mainly adds A/C and cruise to a base car, the rest of the field includes the Toyota Camry, Chevy Cruze, Ford Focus, Honda Civic, Mazda3, VW Jetta, and Nissan Sentra.

2011 Hyundai Elantra GLS
Five-passenger, FWD sedan
Powertrain: 148-HP 1.8-litre I4, 6-speed manual transmission
Suspension f/r: Ind/torsion beam
Wheels: 16”/16” alloy f/r
Brakes: Disc fr/rr with ABS
Must-have feature: Style, MPGs
Fuel economy (city/hwy.): 29/40 MPG
Manufacturing: Montgomery, AL
As tested price: $16,930

Note: Hyundai is NOT a gay-friendly automaker. For a complete list of gay-friendly manufacturers, click here.

I Take Myself, My Editor and a Volvo XC60 On a Long and Well-Deserved Vacation

The XC adventure began with a flight to LA on a Sunday where I was promptly shipped to the Weston hotel and forced to eat delicious food almost immediately. I mention food because the only thing I love more than playing around in new cars is stuffing my face. Really, it’s a horrible habit; a horrible, tasty habit. Here I would meet all of my fellow adventurers and get to know each other before the following day when we became competitors. At this point, I really didn’t have an idea of what Volvo had in store for us, or just how much fun I was going to have getting to know these people and drive the stunningly beautiful 2011 Volvo XC60 half way across the country. I teamed up with my editor-in-chief, Joe Tralongo, who lazily made his way to the car port just in time to catch the last available XC60. He’s 48, I’m 24. I think it’s going to be a long, long drive.

Team Gaywheels departed from the Weston early Monday morning. Our picture taking extravaganza began when I noticed the New Jersey license plate affixed to our test car. I felt compelled to do my best Jersey Shore pose while kneeling for a photo because I’m an adult and that’s what adults do. I told Joe the Situation had nothing on me, at which point he responded, “Huh?”

After a quick rundown of our supplies (cameras, music and directions), we set to work. First things first, I was assigned the task of configuring the navigation system and figuring out our path for the trip ahead. The XC60’s navigation was slightly difficult at first using rotary knobs and pretty, but illogical, graphics to do what a simple touch screen (think Garmin) could do only about 10 times quicker. However, in the following few hours I found that, with some simple fumbling through screens and allowing myself time to get the feel of the speed and rotation of things, I was able to quickly and efficiently get to the screens I was looking for and set the destination. The split screen navigation allowed for a closer, more detailed shot of where we were driving in one screen while another gave a bird’s eye view showing what was to come further down the road.

Once I had the destination set, I began to play with the XC60’s sound system. I can’t go anywhere without my music so I was thrilled to learn our vehicle was equipped with Volvo’s best Premium audio system that drives 650-watts through 12 speakers and a separate powered subwoofer. The sound was crisp and filled the car with everything from progressive electronic (for when we felt like “driving aggressively”) to Sia (when we were discussing life on life’s terms). The same screen is used for both the navigation and the iPod commands, but the convenient part was that the screen kept the immediate directions on top in case the driver found themselves toggling through screens and needed to remember what street they were looking for had they disabled the command voice as we immediately did (authority issues).

The XC60 is loaded with other technological wonders all aimed at making you and me better (and safer) drivers. The car did everything but drive itself, and one could even say that it bordered on actually turning a driving experience into one of simply steering. When the old man, err, Joe was at the wheel, the XC60 constantly alerted via a series of rapid fire audible beeps that the vehicle was wandering out of its lane (Volvo calls this the Lane Departure Warning system.) Joe explained he was not wandering from his lane but simply changing lanes without using his turn signal. Since the system works by monitoring the painted white lane markers, any attempt to cross said markers will trigger the system’s response. After a short while we stopped for a driver change and I climbed behind the wheel. It wasn’t long before I got to experience another XC60 assist: Adaptive Cruise Control. Unlike normal cruise control, the Volvo system uses sonar to detect vehicles ahead and keeps the car at a safe distance, regulating the vehicle’s speed and even applying the brakes to avoid a collision. Learning the system takes a bit of research. Of course I could have just read the owners manual, but who does that? I was a bit frustrated by the preset speeds, which are staggered at five mile intervals. After playing around a bit more, I discovered a separate button on the steering wheel would let me move up or down at one mile increments. In all, the XC60’s cockpit is clean and simple and logically arranged. The only real complaint on the driver’s side of the car was that the steering wheel prevented me from seeing the stalk-mounted windshield wiper controls. Come nightfall the XC60’s cabin is lit up by the subtle blue LED lights that littered the dash and both speedometer/odometer spheres.

For a ten hour road trip, I can’t think of a better vehicle in which to ride than the XC60. The potent 300-horsepower 3.0-liter engine in our T6 R-Design never failed to impress, offering up gobs of power for passing and just flat out running, but still returning fuel economy in the mid 20 range. When we finally arrived at our destination, a lovely resort at the end of a secluded canyon in Gateway, Colorado, I got a chance to ditch Joe and take another Volvo favorite, the XC70 wagon, out on the muddy roads of clay that surrounded the entire area. The power in front of me was immediately apparent as I decided I wanted to press down firmly with my right foot once or twice. As with the XC60, the XC70 presented a sleek interior, only this time the navigation and rear view back-up screen raised itself form the dash board directly beneath the rearview mirror. This could get a little irritating when I was backing up a lot in the mud as the screen would be up and down repeatedly, but I’m sure I’d get over it eventually. I don’t suppose the common driver finds themselves going back and forth in thick mud over and over as we were that day either, unless of course their cheating spouse is laid out in the road ahead. The car moved through the terrain easily, even with the traction control still on. It had plenty of power and control that made some of the more difficult places (mud, streams, rocky areas and climbs) easy as pie.

The appearance, intelligence, and sheer power of the XC class is nothing short of impressive. I think drivers of all ages and backgrounds could easily find themselves falling in love with these brilliantly designed vehicles, which have all the bells and whistles of a luxury sedan combined with the abilities of a rugged SUV. My experience with them was enough to show me that they are remarkable moving machines.

The Passat shows volks its big wagen.

Volkswagen has something big to show you, and it can even be viewed online. No, it’s not the “Mini Vader” Super Bowl commercial, although it’s pretty bitchin’! You can also forget about naughty pics of naughty politicians. During its recent media launch, VW’s P.R. team gave a dissertation that contained references to inches, but fortunately they were discussing the 2012 Passat’s longer shadow and not the size of its underpinnings.

Longer than the current model by four inches, the new Passat is sized for America. Nearly all of the additional space is hanging out in the rear compartment. To keep the car from looking like German Chancellor Angela Merkel’s stretched A8, the Passat’s B-pillar was moved rearward to balance the door widths. The shape is uber conservative and exhibits attention to detail in the way creases are cut through the fuel door, subtle rear spoiler, alloy wheels, and three chrome slats dicing up the grille.

Designers must have had pin-ups of the discontinued VW Phaeton’s cabin in their lockers as they contemplated the Passat’s interior. Slabs of woodgrain on the dash and console slather visual munchies while soft-touch materials on most surfaces delight the touch. Authentic leatherette or intoxicating cowhide cover thickly-bolstered seats, which are optionally heated and power-adjustable. Large gauges, an analog clock, leather-wrapped steering wheel, and click-click gear selector are spot on, as are standard dual-zone automatic climate control, auto up/down windows, USB MP3 input, and Bluetooth. The net ambience is of affordable wealth.

I could buy a Passat just for the available Fender Premium Audio System. Every note is reproduced to create the raw sound of a live performance, meaning you hear it naturally from front instead of just around your head. The sound is crisp and clear, free of distortion, highlighting every guitar and violin. Nine speakers and 400 watts are plenty to cut through the clutter of exhaust notes and wind noise.

Under the smooth hood is more sweet music from a range of engines that includes a 170-HP 2.5-litre inline five-cylinder, 280-HP 3.6-litre VR6, and 2.0-litre TDI Clean Diesel. VW expects about 75% of buyers to choose the 5-cylinder that achieves 32-MPG Hwy., while only 12% or so will go diesel to enjoy 43-MPG and a nearly 800-mile range! A 5-speed manual transmission is standard; 6-speed automatics are optional.

Power from the five-cylinder engine moves crisply through the gears on the Interstate, but when moving the Passat’s mass through mountains, it needs more gusto. Trying to pass a farm truck on a short stretch of Appalachian countryside required prayer and hastened breath. The VR6 is a scream, but the diesel’s earth-tugging torque stomps off the line and the engine’s turbo allows for easy high-speed running. VW will eventually need a 200-HP four-cylinder that achieves 35-MPG Hwy. if it wants the Passat to truly measure up. Tepid response from the five-cylinder engine is more than compensated by the car’s agile chassis and steering that is light on-center, but tightens into corners. You rarely feel the car’s heft when dropping curves.

The Passat’s Chattanooga, TN factory is as impressive as the car. During the depths of The Great Recession, Volkswagen wagered a cool billion that it could build a domestically-aimed mid-size sedan that could win against straight-faced rivals from Toyota, Honda, and Ford. The approximately 585,000 sq. ft. facility currently has the capacity to build 150,000 Passats annually, but can be expanded to produce up to 250,000 vehicles of three types. A Passat-based crossover would be a fine addition.

Without question, the roomy Passat is every inch a Volkswagen – a serious car you’ll likely enjoy very much. Making it easier to take is VW’s Care Free Maintenance program that provides service for “non-wear items” during the first 3 years/36,000 miles. A major bonus, prices are nearly $7,000 less than last year and will start under $20,000. Up-level VR6 models with all the trimmings will top $30k.

After a long drive from Chattanooga, stopping in Lynchburg, TN to sample some Jack Daniel’s [ice cream], and arriving in Nashville for dinner at the Country Music Hall of Fame, journalists were treated to Grammy-winner Don Schlitz strumming a song he wrote for Kenney Rogers: The Gambler. We’ll find out if the Passat makes it into the auto sales hall of fame, but Volkswagen built a very nice car. In any dimension, that should curb most risk. Before buying another car, be sure to compare your wagon to Volkswagen’s.

Driving a Bugatti in the Big Apple

With its $2.1 million price tag and mid-mounted 1001-horsepower engine, the Bugatti Veyron 16.4 GrandSport is one of the world’s most exclusive automobiles. For the price of one GrandSport, you can buy nine Ferrari 458 Italias (and still have cash left for a Corvette). So what would inspire anyone to take this multi-million exotic onto the mean streets of Manhattan?

For starters, you don’t mess around with details like ‘where to’ when the chance comes to drive a Veyron. The invitation from Bugatti U.S.A. was to start around noontime from the posh suburban enclave of Greenwich, Connecticut, before heading west to New York State, and down into Manhattan and to the heart of Times Square. My co-pilot was racing driver and three-time 24 Hours of Daytona winner, Butch Leitzinger.

As he deftly steered the Bugatti around road-hogging soccer moms in Porsche Cayennes, Butch offered a few pointers before I got behind the wheel.He assured me the Veyron is extremely “easy” to drive – at least once you forget the wheels and tires alone cost more than $60,000 to replace. His assurances about the car’s normalcy were, of course,followed by a highway merge that felt like being dropkicked by God.

There aren’t many adjectives (at least PG-rated ones) that accurately describe a Veyron’s acceleration. There is a whoosh from the four turbochargers, the bellow of the W-16, and a split second as the four-wheel-drive system and massive tires grab hold of the asphalt. You’re fired down the road with ethereal speed. Top speed is more than 250 mph. The sprint from 0 to 60 mph takes less than 3 seconds.

Sliding behind the wheel, I couldn’t help but notice the speedometer reads up to 280 mph. The seats are exceptionally comfortable and finding all the major controls takes only a minute or two. Anything not covered in rich black leather is finished in solid metal, with brushed aluminum covering the center console. It’s very business-like and, with the top removed (a two person job), there is the bonus of unlimited headroom.

After the first overly cautious couple of minutes, the Veyron GrandSport proves itself to be extremely user-friendly. The suspension is firm, but soaks up bumps with a solidity that makes the car feel like it was honed from solid rock. The Veyron feels like a real car, not simply an expensive toy priced higher than a Central Park East luxury condo. The steering is direct and fluid, though not hyperactive and constantly alive in your hands. That’s a good thing when you have more than 1000-hp lurking over your shoulder.

The 7-speed dual-clutch transmission has shift-paddles on the steering wheel, though you’re better off leaving it in fully automatic mode and focusing on the road ahead. Or in the case of my test drive, the sudden appearance of blinking blue lights directly behind me. I was being pulled over in a Bugatti. The coolness factor was only limited by the fact that I’d actually been doing the speed limit.

The young officer sauntered up to the driver’s side and, peering down at me from his Oakley sunglasses, asked if I knew why I’d been stopped. When I admitted to having no clue, he flashed a smile. “To check out the car, of course,” he exclaimed. After a sigh of relief and quick tour of the car (on the shoulder of I-95 south) we were back on our way – minus any ticket, but also lacking my request for a police escort.

There was some time to make up if the Veyron was going to make its 2 p.m. appointment in Times Square.Seeing any gap in traffic, all it took was a dab of the gas pedal for the car to streak forward. Vehicles that, only moments before, were far in the distance were reeled in and suddenly only inches away from the Bugatti’s chrome-ringed nose.

Down the West Side Highway, around the tip of Manhattan at Battery Park, and back up the FDR, the Bugatti devoured city traffic. At every red light, other drivers and pedestrians would scramble to snap a photo with their mobile phone. People shouted and waved, and I admired the car’s reflection while cruising past the glass-walled lobbies of Midtown skyscrapers.

On time and with the car in one piece, I hopped out in Times Square and said good-bye to Butch and the Bugatti. Somehow I’d expected to feel a sense of relief. After all, my career was safe again; the burden of piloting a $2.1 million supercar in New York was no longer mine. Instead, I felt like I’d just partied with a rock star but had to leave before the concert began.

Could I ever afford this car? Absolutely not. But could I get used to this kind of four-wheeled celebrity lifestyle? Oh yes, you bet I could! The Bugatti Veyron 16.4 GrandSport is outrageous in every detail: price, power, performance and exclusivity. It’s the most awesome machine I’ve ever driven, period.

Better than before, but is new Civic still a stand out performer?

The 2012 Honda Civic is more efficient than the model it replaces and, in the case of the Si Coupe and Sedan, this nimble compact is also plenty of fun to drive. Now in its ninth generation, there appears to be something for everyone in the new Civic lineup. If you’re not looking to spend a lot of money, the base Coupe and Sedan start at just under $16,000. For driving enthusiasts, the edgier Si Coupe and Sedan offer sharper steering, firmer suspension settings, and a 201 horsepower 2.4-liter engine that loves to be revved. For the fuel-conscious, there is a hybrid model, the fuel-miser HF variant, and even a Civic powered by natural gas.

I recently spent a day driving almost every variant of the new Civic, with the exception of the natural gas-powered model and Si Sedan. The exterior is conservative, and to be honest, telling the old Civic from the new one isn’t always easy. In terms of exterior styling, the Civic is about as daring as a polo shirt and khakis. The overall proportions and front-end treatment are almost identical to the previous model. At the rear, larger taillights make the 2012 Civic much more recognizable.

On the road, the usual Civic attributes are still there. The steering is nimble, perfect for zipping around a city or darting through suburban traffic. The 140-hp 1.8-liter four-cylinder engine in the base Civic sedan (or coupe) offers adequate pep and 28/39-mpg during city and highway driving. Honda offers a six-speed manual and optional five-speed automatic. Unfortunately, there was lots of road noise on the highway. And while the cars I drove were pre-production models, the feel and quality of some interior plastics left a lot to be desired.

And that could be the Civic’s biggest problem. The competition has improved by leaps and bounds, while the latest Civic is just an evolutionary step forward. Don’t get me wrong; Honda’s engineers haven’t been napping. The Civic sedan offers 3.7 cubic feet more interior room, and all models boast standard ABS, along with the safety net of stability and traction control systems. The Civic Hybrid delivers an impressive 44-mpg, while the sporty Si models can zip from 0-60 mph in less than 7 seconds. There is a lot to like about the new Civic. But there is plenty of new competition, especially from North American and Korean automakers.

Until recently, cars like the Ford Focus, Hyundai Elantra, and Chevrolet Cruze either didn’t exist, or they were hapless also-rans compared to the Civic. That’s no longer the case. By opting not to do anything radical — like Hyundai did with the Elantra’s bold exterior, or Chevy’s decision to toss the aged Cobalt for the totally new (and vastly superior) Cruze — Honda has placed the 2012 Civic into a crowded field of extremely worthy economy cars.

Chevy charges ahead with Volt hybrid

“Electric cars are the future, right?”

That question was levied at me by a show-goer during this year’s New York Auto Show, where the fully electric-powered Nissan Leaf had just taken the World Car of the Year award. Worth mentioning is that, only a few months earlier, during the Detroit Auto Show, the North American Car of the Year award had gone to the plug-in hybrid Chevrolet Volt. So score it a tie for EVs and plug-in hybrids (at least in the eyes of the judges).

Unlike the electric-only Leaf, the Chevy Volt uses a 150-horsepower electric powertrain coupled with a small displacement, gasoline-powered engine. When the electrical range is used up – at approximately 40 miles – the 84-hp 1.4-liter engine starts up and powers an onboard generator. This helps extend the driving range of the Volt by 200 miles, more or less. That’s much more than the 100-mile maximum range offered by the Nissan Leaf.

Unfortunately, I picked up my Volt test car in a hurry. Grabbing the keys, I hopped behind the wheel and reached for the…whoa, wait just one minute! The first thing that strikes you about the Volt is that the dashboard is very different from what you’ll find in any Malibu or Cruze. There are displays showing everything from remaining charge left in the lithium-ion battery pack, to the mileage covered while in electric mode.

The center console is covered in white plastic, which is touch sensitive and free of any buttons or toggles. There are cozy bucket seats front and rear (making the Volt a strict 4-seater), and a convenient hatchback, which provides easy loading of the 10.6 cu ft. trunk. But a little time is definitely needed to learn the controls, and Manhattan rush-hour traffic was not the ideal setting for a rapid intro to the Volt cabin.

Yet once on the road, the Volt feels very much like a normal car – albeit a totally silent one when cruising on electric power. A trip to visit my boyfriend’s family in New Jersey had me use up the rest of the Volt’s electric driving range. A light hum and tiny vibration from the front signaled that the gasoline engine had started up and was now powering the electrical motor. In an electric car, I would have been stranded when the battery power ran out. In the Volt, I had range to spare.

The Volt is fairly hefty, with a curbweight of 3,781 lbs. But the ride feels very composed, and the steering offers a good level of feedback and response. My one complaint was with the brakes, which felt overly sensitive at low speeds and a bit too ‘wooden’ when braking on the highway. Maybe the regenerative braking system is the culprit? Whatever the case, the Volt did manage to claw back some electrical power while occasionally coasting on the Garden State Parkway, and as the brakes fed back power while coming to a stop for tolls.

That was enough to give my in-laws a quick demo of the Volt’s electric-only driving mode, even if it was only at parking lot speeds. I decided to plug the car in, though the visit was nowhere near the 10-12 hours needed for a full recharge from a 120-volt outlet. That time is cut in half if you have access to 240 volts. The cord for the Volt is stored in the trunk, with the recharge port located on the front left fender. And yes, I embarrassingly mistook the fuel flap (located on the right rear fender) as the charge port on my first attempt.

An electric vehicle is not going to send your utility bills soaring. Many automakers make the easy-to-understand comparison that plugging in an electric or plug-in hybrid uses as much energy as your average clothes dryer. Budget a couple bucks, depending on your local energy rates, for a full recharge. The process is safe and simple, there are safety systems built into the Volt to prevent you from driving off while still plugged into an outlet.

The Volt is a technologically advanced piece of machinery that, for most people, provides an extra level of convenience by offering much better range than an EV. Today’s electric vehicles serve perfectly well as a second car, useful for short commutes and local errands. However, a plug-in like hybrid like the Volt offers an excellent balance between green engineering and practicality.

The Volt’s high-tech hardware does come with a price. At $41,000 (excluding federal and state rebates) the Volt isn’t cheap. A Nissan Leaf starts at approximately $33,000 (also before rebates). And of course there is the 50-mpg Toyota Prius, whose base price of $23,800 can’t be ignored in this company.

• Chevrolet is a gay-friendly company
• Get a gay-friendly insurance quote

Has Kia Built the Sexiest Sedan?

Want to impress others with your automotive knowledge, but not give away your age by commenting on car trends dating to the Eisenhower era? Here’s a tip: tell everyone you remember a time when Kia wasn’t sexy. It’s okay, because only a couple years ago the Korean automaker was synonymous with budget-priced vehicles that were good for fuel mileage and incredibly dull to look at.

Then along came cars like the new Kia Optima sedan. Sure, the urban hamsters are having plenty of fun in the cutesy Kia Soul commercials. But anyone looking for a midsize sedan with great looks and low entry-level price should check out the new Optima.

The brand’s new chief designer, Peter Schreyer, formerly of Audi, has added a huge dose of German luxury car styling to Kia. This is most evident with the Optima, whose solid stance and bold front and rear end make it stand out in a market crowded with the likes of the Toyota Camry, Ford Fusion and Honda Accord.

When two parking valets told me my test car was “gorgeous,” I figured Kia was onto something good. Thankfully, the Optima’s driving manners live up to the sleek exterior.

The steering was direct and precise while dicing with New York City traffic, and when blasting down I-95 during a drive to Washington D.C. The suspension is set up for comfort, though the Optima never felt floaty or disconnected from the road.

My test car, an Optima EX, was in mid-range spec. The base LX starts at $19,690 (including destination charge) and comes with a 200-horsepower 2.4-liter 4-cylinder engine and 5-speed manual transmission. My Optima also came with the standard 2.0-liter, but added a 6-speed automatic and luxury items such as panoramic sunroof, heated and cooled front seats, navigation, back-up camera and upgraded audio system.

The price was a reasonable $27,440. Economy is also a strong point, with the Optima listed at 24/34-mpg during city and highway driving. Despite lead-footing the Kia to test its performance, the Optima still returned mileage figures pegged right to those EPA estimates. And with a 0 to 60 mph time of approximately 9.0 seconds, the Optima is no slouch. The car held its own when merging onto highways, or when passing slower vehicles.

Inside you won’t find the hard plastic and cheap-looking buttons of previous Kias. My test car came with leather seats and easy-to-read nav screen, along with dark wood trim and metal highlights which could fool you into thinking you’re in an entry-level luxury sedan. There is plenty of room for five adults and the trunk offers a roomy 15.4 cu ft. of cargo space.

Sure, there is also the 274-hp turbocharged Optima, if you must win every stoplight grand prix. Yet the base engine feels more than adequate, and you’ll save some cash. Kia will also soon offer a hybrid model. All Optimas come standard with six airbags, ABS, electronic stability control…and yes, those seductive good looks. Consider me smitten.

Turning heads is what fashion is all about. But, in today’s fiscally restrained environment, fashion must sometimes take a back seat to paying the rent. Every now and again, however, one discovers that odd bargain; the designer coat carelessly tossed into the half-off bin, or the rare Picasso snagged at a garage sale. Style and savings can go hand-in-hand, which is why we’ve selected five cars for around $20,000 that are guaranteed to drop jaws wherever they appear.

1. 2012 Fiat 500 Sport
Although the 500 is new in the U.S., its face is well known in Europe where its goes by the name Cinco. This cute little compact is loaded with style both inside and out. Better yet, the 500 sips fuel with the same restraint as an Italian rationing out his last bottle of fine Chiante. We like the features and content in the Sport trim, but if you really want to save money, you can get into the 500 Pop for around $16,000. The 500’s options sheet is full of colorful and exciting add-ons, and the exterior offers a choice of no less than 14 different colors. Keep in mind that Fiat is still reacquainting itself with the American consumer, so finding a 500 dealership may prove more daunting than picking a color. To see more of the 500 and locate a dealer near you, visit the company’s website at www.fiatusa.com.
Price Range: $15,500-$22,500
City/Highway Fuel Economy: 30/38 (manual), 27/34 (automatic)

2. 2011 Kia Soul
Who says you can’t combine practicality and a pretty face? With the Soul, Kia has created a compact economy wagon with supermodel good looks, a choice of three unique interiors—including one in houndstooth—and probably one of the most watched commercial advertisement’s on YouTube (cute Hamsters with a gangster theme, you’ll love it.) Although the Soul starts around $14,000, we think the Soul  comes nicely equipped yet still manages to remain under our $20,000 target price.
Price Range: $13,300-$22,000
City/Highway Fuel Economy: (2.0-liter engine) 24/30 (manual), 24/30 (automatic)

3. 2011 MINI Cooper
Although the MINI Cooper has been around for a few years, it still garners stares as if it had just debuted. Tiny on the outside, the brilliant MINI Cooper can actually accommodate drivers as tall as six-feet five-inches, which means if you gotta lot of leg (are you listening Tina Turner?) you’ve found your ride. Of course, beyond its cool exterior and amazingly detailed interior, the MINI Cooper is a true driver’s car that will have you finding any excuse to get behind the wheel. The base MINI Cooper without options starts right at $20,000, so technically it meets our criteria, but in truth you won’t find a model without options (nor would you want one), so expect a nicely equipped model to push closer to $25,000.
Price Range: $19,400-$32,000
City/Highway Fuel Economy: 29/37 (manual), 28/36 (automatic)

4. 2011 Nissan Juke SV
Can funky be fashionable? It can be if your idea of funky is a turbocharged compact sedan that is part hot-hatchback and part Baja buggy. The Nissan Juke won’t be everyone’s cup of tea, but if you have a thing for off-beat good looks and big rear ends (think Meryl Streep meets J.Lo), then the Juke may very well find a new home in your garage. Toss in the massive color-keyed center console, available all-wheel drive and cutting-edge features like Bluetooth, navigation, iPod connectivity and a killer Rockford Fosgate stereo, and the Juke proves beauty is more than skin deep.
Price Range: $19,340 – $27,500
City/Highway Fuel Economy: 24/31 (manual, FWD), 27/32 (automatic, FWD)

5. 2012 Ford Focus SEL Sedan
When you think Focus, you think rental car, right? Well, Ford is asking you to jettison that impression and replace it with the alluring, sexy sedan that is the 2012 Ford Focus SEL. The new Focus’ European styling influence is evident inside and out, with radically intriguing sheetmetal, racy alloy wheels, and a modern interior filled with high quality materials and lots and lots of blue lighting. The cherry on the Focus sundae, however, is the suite of available hands-free communication and media devices, such as Ford’s MyTouch configurable display, SYNC Bluetooth and iPod interface, and an available 355-watt Sony sound system.
Price Range: $16,270 – $28,000
City/Highway Fuel Economy: 26/36 (manual), 27/37 (SelectShift automatic)

For the record, the cars selected here have an MSRP (Manufacturer’s Suggested Retail Price) around or below $20,000 and do not include destination fees nor taxes. But, the invoice for all of these cars is well under the $20,000 cutoff, and seriously what self respecting gay or lesbian pays retail these days? To see the invoice prices plus the cost of adding options, we suggest you try using KBB.com’s new car pricing page http://www.kbb.com/new-cars. KBB’s site is clean, easy to navigate and gives invoice pricing not only for the vehicle, but all the options as well. Happy shopping!

This year at the New York International Auto Show, the theme we repeatedly heard more than any other was fuel economy—or to be more precise, 40 mpg fuel economy. Auto makers, both foreign and domestic, rolled out a number of high-mileage cars that promise to help us all fight the pain of four and five dollar a gallon gasoline. But, there was also excitement in New York with sporty concepts and luxurious land yachts peppering the Javits Center halls. Although we’ve listed a small sampling of our favorites here, you can see all the cars for yourself April 22-May 1 at the Jacob Javits Convention Center. For more information, visit www.AutoShowNY.com.

2012 Subaru Impreza
A reworked Subaru Impreza Sedan and Hatchback receive more angular sheetmetal, a much needed interior upgrade including more front and rear-seat legroom, and a new 2.0-liter boxer engine teamed to either a manual or CVT automatic transmission. That last bit of information is crucial to the Impreza’s story, as Subaru is promising cars equipped with the CVT (Continuously Variable Transmission) will see 36 miles-per-gallon, making the 2012 Impreza the most fuel-efficient all-wheel-drive car in America.

2012 Volkswagen Beetle
The new 2012 Beetle is set to hit VW showrooms this fall, and what a splash it will make! While still recognizable as the iconic VW coupe, the 2012 VW Beetle is a bit longer and less rounded than the last model; it’s also much more athletic and muscular. Beetle fans can choose between three engines: a 2.5-liter normally aspirated engine, a 2.0-liter turbodiesel engine, or a 2.0-liter turbocharged engine (the same found in the sporty GTI.) Both manual and automatic transmissions, including VW’s DSG dual-clutch automatic, will be available. Pricing has not yet been announced, but rumor has it that the 2012 Beetle will start under $20,000.

2012 Audi A7 Sportback
Joining the small but steady proliferation of what are being dubbed “four-door coupes”, the A7 also incorporates the best attributes of a wagon as well. Surprise guest Stephen Colbert appeared on stage, partially to help launch the new car and partially to announce his collaboration with Audi in the Charleston Bermuda sailing race. All jokes aside, the A7 is a stunning car with a fastback like rear end that, though not quite as obvious as the BMW 5GT’s rear, is certainly more handsome than the Porsche Panamera. Models will include gasoline and diesel engines, as well as Audi’s famed quattro all-wheel drive.

2013 Ford Taurus
Ford continues to make small but significant improvements to its biggest sedan, proving that the company is no longer content to sit by and watch foreign competitors overtake its newest models. In addition to its standard 3.5-liter V6, the 2013 Ford Taurus will offer an available 237-horsepower, 2.0-liter turbocharged EcoBoost engine that will deliver V6-like power with impressive fuel efficiency. The addition of the 2.0-liter turbo marks the second EcoBoost engine offered in the Taurus line, the other being the 365-horsepower twin-turbocharged V6 in the Taurus SHO. Other changes in store for the 2012 Taurus include a new front fascia with electrically operated grille slats that help reduce aerodynamic drag when closed, LED tail lights, and the addition of Ford’s MyTouch configurable gauge cluster.

2013 Chevrolet Malibu
The 2013 Chevrolet Malibu is treated to a sporty new makeover that, when viewed from behind, makes the sedan appear almost like a four-door Camaro. While more curves have been added to the Malibu’s sheetmetal, dash and wheel arches, the front end seems to have missed the boat, retaining a more angular appearance with strong ties to the previous model. Inside, a new instrument panel includes cool grooved bars that mimic the flamboyant old dashes from the 50s and 60s, as well as more interior room and a stunning attention to detail. We flat out love this interior. The biggest news, however, is the addition of the Malibu ECO, which uses GM’s eAssist electric motor generator to assist the gasoline engine, returning an estimated 26 mpg city and 38 mpg highway.

2012 Hyundai Accent
Hyundai has been on a tear lately, and the new Accent is proof the Korean car company is showing no signs of slowing down. The lightweight Accent looks great, comes loaded with features, yet will probably barely reach the $17,000 mark with all the bells and whistles. Better yet, Hyundai is promising 40 mpg highway when either the manual or automatic transmission is paired with the 138-horsepower gasoline direct injection (a first in this segment) 2.0-liter engine; figures like these also mean the Accent bests the Honda Fit, Ford Fiesta and Mazda Mazda2 in both horsepower and fuel economy.

2012 Honda Civic
The previous Civic ran for five years with only minor changes and still looks as fresh and modern as the day it was launched. Not wanting to tempt fate, the all-new 2012 Honda Civic doesn’t venture too far from the successful formula that helped make the last Civic a perennial best seller. While the basic size and shape are familiar, the exterior is now a bit more vivid, with added dimensional sculpting on the hood, trunk and sides. There are a total of seven Civic models, including the sporty Si, Eco-friendly Hybrid, and the luxurious EX; this year also marks the return of the fuel-efficient HF trim. Our own Nick Kurczewski will have a full write up on the new Civic soon, so check back for his in-depth review.

2012 Chrysler 300 SRT8
Hot on the heels of the new 300 sedan comes its sinister alter-ego, the SRT8. Still smooth and stylish, the Chrysler 300 SRT8’s massive HEMI V8 engine, which is good for 465 horsepower, can rocket this big sedan from 0-60 mph in the four second range. Talk about your ticket magnet! Also debuted were two new 300 trims: the S trim is endowed with a more urban, youthful appearance, while the C Executive line is designed to be the must luxurious 300 model ever.

Favorite Concepts
Concept cars are only dreams formed in metal and plastic (and sometimes clay). But, dreams do come true, which is why we have our fingers crossed for these two concept beauties

Scion FR-S
This car finally delivers on Scion’s promise of a youthful, aggressive and fun-to-drive coupe that anyone can afford. The FR-S features a 2.0-liter boxer engine, rear-wheel drive and a lightweight body with a nearly 50/50 front to rear weight distribution. But it’s the styling that really gets us. WOW.

Mercedes-Benz Concept A-Class
Fun, smart and small are not adjectives normally attributed to Mercedes-Benz cars, but this little concept could very well change all that. If MB does it right (and prices it right), the A-Class Concept could be the car that finally pulls in the super cool, super young buyers that have long alluded the German luxury car giant.

Dodge Creates the “Man Van”

So, I’m walking through a mid-century furniture show with my partner and neighbor when I see this big wooden box on metal legs. My neighbor is quick to point out that it is a Herman Miller piece designed by George Nelson in the 50s. Perfect. I want a Nelson piece and this one is really cool. The top hinges in sections for easy access to the insides. I do a mental scan of our house to see where it would fit while my partner just stares me down. I give him puppy dog eyes; he relents to find a place because he knows I’m going to buy it anyway and I have a way to cart it home to boot. Unfortunately for him, we drove to the show in the Dodge Grand Caravan – the ultimate man van.

This must be why people buy minivans, because it certainly isn’t for their cool factor. Whatever life throws at you, a minivan can handle it. Want to take six friends cross-country? No problem. Need to carry two kids, strollers, playpens, diaper bags, roller bags, gifts, dogs, dog food, people food, and souvenirs on vacation? Flip the third seat into the floor and go. Want to put in a vintage long board and head to the beach? Toss the middle-row “Stow n’ Go” captain’s chairs into the floor and you’re set – it’s flat land as far as the eye can see.

To attract more men, Dodge designers masculinized the interior. A big, thick heated black leather-wrapped three-point steering wheel gives a guy something to grip while he feasts his gaze on the white- and red-lit analog gauges. Woodgrain trim, comfy cloth seats with side bolsters, a gated gear selector, and a center console that could double as the cargo hold of the Queen Mary should delight any man cave-seeking individual who really wants a garage loaded with muscle iron. OK, it’s not quite that exciting, but the in-dash navigation, Bluetooth phone connection, 30GB hard drive for music, rear DVD monitors, automatic climate control, and turquoise halo lighting would make Spartacus go weak in the knees.

If you’re looking for man muscle, it resides under the Grand Caravan’s hood. Minimizing to the maximum, Dodge replaced three former V6 engine options with one new 3.6-litre V6 matched with a serene six-speed automatic transmission. Delivering 283-HP and 260 lb.-ft. of torque, there’s always plenty of reserve, even when slip-streaming it across vast expanses of space with a full load of mid-century storage aboard. The transmission is noticeably improved, slipping up and down the gear range virtually unnoticed. An Eco mode, activated with a dash button, changes the shift points to maximize fuel economy. EPA ratings of 17/25-MPG city/hwy aren’t shabby for a seven-passenger road-sailing Conestoga.

But, Dodge’s engineers and designers did not stop there. A 12mm lower ride height, low-rolling resistance tires, enhanced rear spoiler, and reduced rear bearing drag help the Grand Caravan cut a swath while using fewer coins. A revised crosshair grille, LED tail lamps, new alloy wheels, and bolder DODGE lettering on the rear hatch polish the van’s butchness. Precise steering and a more responsive suspension won’t challenge the Viper, but they do make the Grand Caravan much better behaved on the open road or when hustling through on-ramps.

I’m amazed by how efficiently and beautifully mid-century furniture functions. It isn’t complicated, but has timeless style that looks good in any era, just like the Dodge Grand Caravan. The vendor claimed my Nelson piece is a blanket chest, but it turns out to be a record cabinet that spent most of its life in an executive’s office at a Cincinnati company. I think it will make the perfect place to store an adopted baby’s toys and clothes.

Nobody buys a mini-van because it makes their blood rage with driving excitement. You can buy a Dodge Challenger or Charger for that. There is no SRT6 version of the man van (at least not yet). But, that’s not really the point and will never be the reason why people buy these seductive space wagons.

When Lee Iacocca unveiled the new Dodge Caravan in 1984 he said, “I predict the Voyager and Caravan will be to the 80s what the Mustang was to the 60s – vehicles that create extraordinary excitement and buyer interest and force other manufacturers to come up with copycat versions.” Take a look at the Honda Odyssey, Toyota Sienna, Nissan Quest, and Kia Sedona to know that couldn’t be more true. Chrysler still dominates the market not by being trendy, but by giving owners exactly what they need whether it is a cool manly van or not. Price as tested for our Crew edition came to $34,150.

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Send Casey your questions and comments at AutoCasey@aol.com.

You’re walking down a dark alley coyly looking for the door to a house of ill repute when a 2011 Lincoln MKZ Hybrid stealthily sneaks up behind you. Its dark metallic paint is glimmering under the street lights. You couldn’t tell it was coming because its engine wasn’t running. It was in electric vehicle mode, slipping unheard through the night. It is eerie. It is creepy. And, it is a Lincoln.

This is not exactly what one expects from Lincoln, home of the Navigator, purveyor of all things Town Car, and imbued with the spirit of Continental. Lincolns aren’t exactly known for subtlety, what with their flashy chrome teeth, slab sides, and limousine stretches. You’ll shake your head a couple of times when I tell you this American luxury car is not only technological advanced, but it achieves 41 mpg city and 36 mpg highway; quit wiping your eyes, you read it correctly.

The soul of this eco-gent is a 2.5-litre Atkinson-cycle four-cylinder engine that works in conjunction with batteries, electric motors, and regenerative brakes that recapture energy during deceleration. Full-on power nets 191 horsepower, but driven discreetly, the car can run on electricity alone up to 47 mph over short distances. Hybrids typically achieve better mileage in town because they can run on batteries more often. That also allows them to creep down dark alleys, looking for attendees to houses of ill repute.

To augment the aforementioned sorted affairs, the MKZ has a partial-LCD instrument cluster that communicates power usage, battery recharging, and gas mileage. There’s also a cool display in which leaves and flowers “grow” when the car is driven ecologically and disappear as the scourge of Gore when leaden feet apply. I’m happy to report that after traveling a duration of 400 miles, I have grown a full bouquet.

Even with all of this high-tech gadgetry, there is plenty of old-world Lincoln luxury inside the MKZ Hybrid. Seats are trimmed in Bridge of Weir™ leather, known for its refined grain, just like the ’56 Continental. Front buckets are heated and cooled and enjoy a view of genuine wood trim on the dash and doors. Blind spot warnings and a rear view camera keep everybody safe while Lincoln SYNC® serves up voice-activated audio and navigation. iPods can be connected to the car’s controls through a USB port while Bluetooth links to cell phones, and the theatre-quality THX speakers are Lucas-worthy.

There’s nothing but discreet Hybrid badges on the MKZ’s decklid and doors to reveal this car’s inner soul. If you want a flashy, look-what-I-bought hybrid, go shop the Lexus HS250h. Most MKZ drivers will be thrilled that they enjoy obscene fuel economy while slipping by unnoticed, especially since most have no interest in driving an arcade of buzzers and video screens. The car’s shape is Euro-conservative, but delights with a “bow wake” grille inspired by the ’40 Continental, wide rectangular taillamps from the ’61 Continental, liberal use of chrome, and 17” alloy wheels that derive more from a SEMA show than anything ever displayed by a Continental. Should you want to dispense with the shady alley slinking and arrive like a movie star, puddle lamps built into the side mirrors light the way.

Long drives are required for appreciating the attention to detail in the MKZ. That Bridge of Weir leather from Scotland is milled for up to 12 hours, and uses a chromium-free tanning process so it feels buttery to the behind and can be easily recycled. Interior sounds are reduced via an acoustic laminated windshield, as well as body and door seals that help to squelch wind noise. Lincoln further banishes unwanted noise with expandable stuffers in the fenders and pillars, an acoustic headliner, and damping material on the floor to defend against road rumble. The result is a hybrid so serene you’ll barely know it is a hybrid.

If this is what the new federal mandates produce, then praise Nader, build a temple to the EPA, and bring on more mandates! Lexus didn’t see this one coming, but it is about to know where the MKZ has been as the hybrid is currently taking 25% of MKZ sales. The MKZ Hybrid’s foes cover a broad spectrum, and include the Buick LaCrosse with eAssist, the Mercedes-Benz E450 Hybrid and Hyundai Sonata Hybrid. Pricing for the 2011 Lincoln MKZ Hybrid start at $34,330, but our test car, equipped with navigation, blind spot warning, rear view camera, and rear cross traffic alert systems, top out closer to $39,000. If you’re comparing cars, that’s the same price as a non-hybrid V6-powered MKZ. I didn’t want it to slip by you.

2011 Lincoln MKZ Hybrid
Five-passenger, FWD sedan
Powertrain: 191 hp 2.5-litre gas engine, hybrid electric drive
Suspension f/r: ind/ind
Wheels: 17”/17” f/r
Brakes: disc/disc fr/rr with ABS
Must-have feature: Obscene mileage
Manufacturing: Hermosillo, MX
Fuel economy: 41/36 mpg city/hwy
Base price: $34,330

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What to do When Your Biggest Obstacle is Looking at You in the Mirror

Being in competition with one’s self can be some of the toughest competition you’ll ever face. The story is as old as time itself. In your youth, you were innovative, fresh, a risk-taker, carefree, and sexy. Thanks to these assets and a lot of hard work, you easily made your way to the top. But now, you’ve grown older, maybe more cautious and less prone to risk. Up and coming youngsters are hot on your heels, however, so there is no resting on your laurels, no slowing down. This is the predicament that now haunts Chrysler as it finds itself trying to rejuvenate the “most award-winning car ever,” the 300.

When it debuted in 2005, the new 300 was a bold, original car that harkened back to the great American rear-drive V8 sedans. Ralph Gilles’ brilliant design reached across all demographics and income levels, as equal in appeal to middle-aged middle managers as it was to 20-something wannabe rappers. The aftermarket had a field day with the car as well, cranking out Bentley knock-off grilles and massive wheel and tire packages that were snapped up as fast as the 300 itself. If there was one complaint that was universal, however, it was the 300’s drab interior. Fix this one area, and the car could probably carry on unchanged for another five years. But, Chrysler apparently feels the 300’s time to mature has come, and so while they have made major improvements to the 300’s interior, they have also dared to toy with the exterior formula, and with mixed results.

Chrysler starts by toning down the 300’s exterior appearance. The tamed grille, and the conservative lines and proportions take away from the former car’s bold look, a move Chrysler says is aimed at capturing a more upscale market segment. The square edges are now rounder, the rear end softer and the headlamps encase a very Audi-like string of LED lights. The tall beltline is still there, giving the 300 an almost gangster car-like profile, but the new wheel design seems a bit frilly and not quite as aggressive as in the past. Opinions of the exterior makeover varied amongst the journalists invited to see and drive the new 300, with most giving the new design an enthusiastic thumbs up. But, for me, some big questions keep popping up. Can and will Chrysler keep its avid 300 fans? Will the changes to the interior and technology be enough to satisfy loyal customers? And, will the new pricing prove too expensive, especially with cars like the Hyundai Sonata and Kia Optima tearing up the old marketplace rules?

Thankfully, much of Chrysler’s energy was spent on refreshing the interior and updating the 300’s technology. Substantial upgrades include “soft touch” materials, real wood appliqué, and attractive chrome trim. Nearly one inch of additional rear passenger knee room makes for a more comfortable backseat. The primer gray interior of the former 300 has been banished, replaced by lovely contrasting shades of beige or black. Chrysler also updated their standard technology with elegant new steering wheel controls and an 8.4-inch full color touch screen display. Other improvements include additional storage space, an oversized glove box and door pockets, dual cup holders equipped with LED-illuminated sapphire blue light rings; choose cooling/heating cup holders to make that $4 latte last a little bit longer.

The 300 and 300 Limited show off Chrysler’s all-new 3.6-liter Pentastar V6 engine which delivers 292 horsepower and earns an EPA rating of 18 mpg city and 27 mpg highway. Talk about power! This machine will satisfy the most rabid lead foot—that is as long as they don’t drive Chrysler’s celebrated 5.7-litre HEMI V-8 first. For those who can’t live with the thrust of a V8 engine, the 300C’s HEMI V8 delivers 363 horsepower and 394 lb. ft. of torque. As fuel efficiency is a staple to compete in today’s market, the V8 engine features “Fuel Saver Technology” allowing the engine to run on four cylinders when less power is needed resulting in up to a 20-percent improvement in fuel economy. The 300C’s extra power does come at a price, however, with window stickers starting around $39,000 and fuel efficiency decreasing to just 16 mpg city and 25 mpg highway.

Chrysler also spent time redesigning the 300’s front and rear suspension for improved handling, and added all-new shock absorbers to deliver better control and comfort. Although the 300 is still a large car, the adept suspension and big tire and wheel packages allow it to navigate through the tightest of turns with no problem. One of the most notable—and bragged about—features in the revamped 300 is the major decrease in road noise. Chrysler used the Lexus LS as its benchmark to perfecting the essence of silence; and silent it is. Over long expanses of torturous California highway, the 300 seemed to glide over unruly expansion joints, allowing only the faintest “thump” to enter into the cabin.

The 300 is available in three flavors: 300, Limited and 300C. The base 300 provides plenty of standard features, but with a starting price of nearly $28,000, is priced far above comparably equipped competitors from Honda and Toyota. If you want to turn your 300 from standard sedan to full-blown luxury land yacht, you’ll need the leather seats, navigation and a sunroof available on the Limited and 300C trims. Limited models starts around $32,000 and include heated front seats, an Alpine sound system, UConnect interface with voice command technology, upgraded tires, 18” wheels, and a backup camera (very useful for this car’s big rear end!). I suggest adding the 20” wheels to bring back the real reason why you’re looking at the 300 – because you’re bold, but not overly flashy. As mentioned earlier, the 300C starts around $39,000, with the all-wheel drive adding another $2,100 to the bottom line. Toss in Adaptive HID headlamps, Adaptive Speed Control and Rain-sensing Wipers, and the 300C’s price tag balloons to just over $45,000.

In all, I think Chrysler has done a good job with the new 300. From a driving standpoint, it is still an exhilarating ride, with great handling, gobs of power and plush interior. The big question roaming around in my mind is this: Will the toned-down exterior still entice younger buyers to get onboard? Or will the new Chrysler 300 fill the void left by the Buick Lucerne and Mercury Grand Marquis. Stay tuned.

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Jeep Wrangler Turns 60

No vehicle is more American than the Jeep Wrangler. Opening a photo album from across the decades, it would be hard to imagine G.I.s in World War II crossing Europe without their Jeeps. After coming home, they started the first SUV boom when they civilianized the little four-wheelers for fun, sun, and toil. Jeeps fought in Korea, ravaged the jungles of Vietnam, and still had time to boogie through the 70s as fashion accessories. Daisy Duke looked wicked sexy in her shorts – never more so than when driving her white Jeep CJ7 Golden Eagle. Pick any era since 1941 and you’ll find Jeeps in the background.

Enter the 2011 Wrangler, whose design looks more like a proposal for the next Model T than something derived from a 21st Century design studio. Jeep’s famous “grater grille” flanked by round headlamps and exposed bumpers form the front. Separate fenders and a domed hood lead to an upright windshield that, as in the war years, can still be folded forward. Exposed door hinges, external pull-type hood latches, plastic fender extensions, and a rear end as vertical as the Chrysler Building is the definition of form after function. Elegantly curved windshield glass, a slightly raked-back grille, and 17” aluminum wheels blend the line between then and now.

Refinement is in the details, however, as the new Wranglers are wider and longer than previous generations. This change not only makes the Wrangler more accommodating to American-sized drivers, it also adds stability on road and off while helping to smooth out the Wrangler’s once choppy ride. You can get a folding soft top as in the old days, but I prefer the hard top that allows passengers to just remove panels over the front seats, or to disassemble the entire thing for total open air; doors can still be removed for driving naked through the breeze.

Because of the ability to remove its top and doors, riding in the Wrangler is like no other automotive experience. Accessing the cab requires some effort, usually aided by grabbing the steering wheel or the roll bar, or both. The Wrangler’s dashboard was redesigned for a more curvaceous Grand Cherokee look and even adopts its upscale sibling’s primo three-spoke leather-wrapped steering wheel with integral audio controls. Everything inside, including the doors with roll-up windows, can be hosed down after mud-filled fun. Increased acoustic materials hush the interior dramatically on the highway, a blessed relief compared to the constant thrumming of earlier Wranglers. While I’d say the new Wrangler is almost civil, it is still probably the last vehicle you’d want to take on the Autobahn.

All Wranglers, including my Sport test model, come with a 3.8-litre V6 that generates 202 horsepower and 237 lb.-ft. of torque. Hard-core rock crawlers will likely choose the six-speed manual transmission, but probably never get past fourth gear. In an apparent attempt to get the best fuel efficiency possible, Jeep’s engineers have made fifth and sixth gear to tall (too tall? Don’t get what that means) they are useless for anything other than highway cruising. No matter as I prefer the four-speed automatic which makes driving in the city a bit easier. No matter what transmission you choose, you can shove this brick through the wind, but you’ll be lucky if you see better than 19 mpg on the highway.

Running all day at interstate speeds really isn’t the Wrangler’s strong suit; you could buy any other Jeep if that’s really your mission. It’s the rock solid chassis and tenacious 4×4 systems that are the core of Wrangler’s talent. Solid front and rear heavy-duty axles articulate over almost anything, allowing the tuned shock absorbers to tame rough trails and pot-holed city streets. Skid plates protect the fuel tank, transfer case, and oil pan. This combination of mechanical and protective technology allows the Wrangler Sport’s part-time 4×4 system to tackle sand, gravel, snow, ice, or mounds of muck with ease.

Until I started looking around my neighborhood, I didn’t realize how many Jeep Wranglers are on the road. College kids, old men, high school girls, CEOs, lawyers, mountain climbers, hotties in tank tops, Southerners in short shorts, and pissy club queens all drive them. Everybody relates to the simple honesty of the Jeep Wrangler. It is the perfect summer car with the top removed, and the ideal winter chariot with the four-wheel drive engaged and hard top in place.

The fact that Jeep has been controlled by the French (Renault), Germans (Daimler), and Italians (Fiat) over the years does nothing to diminish the Jeep’s status as an American hero and symbol of freedom around the world. Imitators come and go, but nothing has matched the Wrangler’s simple style, incredible capability, and relative affordability. Perhaps no vehicle has remained as original for so long without losing relevancy. As Jeep celebrates its 60th Anniversary, the iconic Wrangler proves age only makes some things more enjoyable. Price as tested came to $26,310.

2011 Jeep Wrangler Sport
Four-passenger, 4×4 SUV
Powertrain: 202-HP 3.8-litre V6, six-speed manual transmission
Suspension f/r: Solid axles
Wheels: 17”/17” f/r
Brakes: disc/disc fr/rr with ABS
Must-have feature: Authentic!
Manufacturing: Toledo, OH
Fuel economy: 15/19 mpg city/hwy
As-tested price: $26,310.

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Touching Ford’s Edge

A few years back, about the same time gas prices went through the roof and SUV owners realized they didn’t need a full-framed truck to get their tushes to the club and back, Ford witnessed sales of its once popular Explorer’s plunge. While still a suave ride, the Explorer was simply no longer what sensible gents needed or wanted. Fortunately, at about the same time, Ford introduced the Edge, a Fusion-based crossover that offered everything people loved about their Explorers without any of the unpleasant side effects. For 2011, Ford has given the Edge a significant makeover, including the debut of the cool MyFord Touch system and an athletic new Sport edition.

The 2011 Ford Edge is a unique blend of American flash and Japanese high-tech. While the Edge’s styling is clearly American, its underlying chassis and vehicle architecture are derived from the last-generation Mazda6 and are shared with the Ford Fusion, Lincoln MKZ, and Lincoln MKX. Few exterior clues let you know about the stirring within. A big bold grille reminiscent of the Fusion sedan’s and new body trim definitely amp up the performance feel, while optional 22-inch wheels and massive black grille on the Sport model help the Edge to strut its stuff. The lower front fascia and underbody shields contribute to diminished wind noise and improved fuel economy. All of the body enhancements give the Edge a contemporary but menacing attitude.

Under the taut skin are a retuned suspension and chassis featuring shocks, springs, and stabilizer bars all re-engineered to allow for a firmer ride and sportier handling. Corners and hill crests are now attacked with greater vigor, while upgraded four-wheel anti-lock disc brakes enhance stopping ability. The Edge offers Hill Start Assist (reduces rollback on hills), Trailer Sway Control (detects oscillating trailers and brakes the vehicle to compensate), and Hydraulic Brake Assist that provides higher braking forces when emergency stops are detected. Already available in the Taurus, the Edge is now available with Adaptive Cruise Control and Collision Warning with Brake Support that automatically reduces speed and pre-charges the brakes when a collision is predicted; now if it could only take you home when drunkenness is predicted, we’d all have a better morning.

Undoubtedly, the feature getting the most attention with the new Edge is the first application of the MyFord Touch system. Buttons and knobs are mostly replaced by an iPhone-type touch pad located in the center console. Two 4.2-inch LCD screens in the instrument cluster show trip computer and infotainment settings while an 8-inch touch-screen in the center control stack adjusts climate, audio, and navigation functions. One of the many cool features allows passengers to tag songs on the HD Radio system, and then later download them to their iPod.

Powering the Edge is a Ford-engineered 3.5-liter V6 producing 285 horsepower and 253 lb.-ft. of torque, more than enough juice to boogie the Edge down the road. Fuel economy is rated at a relatively-efficient 19-city/27-hwy. The Edge Sport, like our test vehicle, gallops with the Mustang’s 3.7-liter V6 that ups the thunder to 305 horsepower and 280 lb.-ft. of torque – plenty to haul its handsome self well above legal velocities. But, opting for the larger engine causes a slight dip in the Edge’s fuel economy, which falls to 18-city/25-hwy. Both engines are matched with six-speed SelectShift™ automatic transmissions that maximized fuel economy and performance and delivers nearly imperceptible gear changes.

For those who want even better fuel economy but don’t want to sacrifice power, Ford has created the EcoBoost (turbocharged) 2.0-liter four-cylinder engine. Although not the first time we’ve seen this type of configuration from Ford (think back to the mid-80s Thunderbird Turbo Coupe), the EcoBoost pumps out significantly more ponies while delivering 30-percent better fuel economy than the 3.7-liter V6. Rumors are still whirling around about the EcoBoost’s transmission partner, but we wouldn’t be surprised if it is Ford’s new Powershift 6-speed dual-clutch gear box. Final power and fuel economy ratings will be released when the new engine makes its debut later in the 2011 model year.

Although much of the Edge’s internals remain largely unchanged, the visible upgrades we can see make the 2011 Ford Edge seem like an entirely new set of wheels. And, while the new powertrains, updated exterior and improved suspension will likely impress the media, it’s My Ford Touch that will wow the public. With the Edge on a roll, it probably isn’t long before a hybrid model makes it way to Ford showrooms (a pretty easy assignment given the Fusion has all the parts ready to go), but until then, we’ll hold out for the EcoBoost model.

2011 Ford Edge
Five-passenger, AWD Crossover.
Powertrain: 305-HP 3.7-litre V6, 6-speed automatic transmission
Suspension f/r: Ind./Ind
Wheels: 22”/22” f/r
Brakes: disc/disc fr/rr with ABS
Must-have feature: Style, performance
Manufacturing: Oakville, ON
Fuel economy: 18/25-MPG city/hwy
As-tested price: $40,930

The term “mini van” has become an oxymoron; it’s like “jumbo shrimp” or “livable wage”, you just can’t reconcile the two words. The truth is, today’s so-called minivans are almost as big as their full-size van cousins. So, when Mazda got the grand idea to build a family hauling wagon on the zippy MAZDA3 platform, they wisely chose to incorporate the best features of a minivan (namely its three-row seating configuration and sliding side doors) with the heart and soul of a compact performance sedan, thus creating the first sport-oriented mini , minivan. For 2012, Mazda has taken its mini masterpiece one step further by giving it something few other minivans to date have offered: style.

To understand what has transpired, one must first familiarize themselves with the Nagare show car that made the auto show rounds a few years back. Its elegant shape and unique side sculpting turned heads (as did the man who designed it, Lauren van den Acker) and set in motion the idea behind the new MAZDA5. The Nagare’s most striking detail is its flowing lines which appear similar to the imprint left behind when a rake is pulled over sand. I’m sure I’ve just committed a horrible injustice to Lauren’s work, but that’s the best visual my tired old brain can muster at the moment. Daring styling that looks amazing on show cars rarely translate well into production vehicles. But, in the MAZDA5’s case, the transplant is a complete success. The MAZDA5’s sleek shape, sporty wheels and grinning wide mouth grille are enough to make it stand out on its own, but the Nagare side sculpting, representing by three flowing creases that sweep along the side sheet metal and culminate with dramatic flair on the front doors, really identifies this wagon as something special. Even cooler is the way the van changes appearance depending on the time of day. The sculpted side lines are easily influenced by lighting, sometimes popping out like three dimensional racing stripes, and at other times appearing so subtle as to look like shadows.

That the words “visually alluring” and “minivan” can be used in the same sentence is praise enough for Mazda’s latest accomplishment. But, that this rolling sculpture is also extremely functional and fun to drive is nothing short of a miracle; oh wait, did I mention you can have all this for well under $20,000? Somebody call the Vatican; it’s officially a miracle.

Matching the MAZDA5’s sporty exterior is an equally sporty driving experience. Power is derived from a 2.5-liter four-cylinder engine producing 157 horsepower and 162 lbs.-ft of torque. While these numbers may seem a bit low for a vehicle intended to carry six passengers, the little 2.5-liter engine is actually quite robust. When teamed with the five-speed automatic, the MAZDA5 had no problem merging with traffic and passing slower moving vehicles. Then again, we didn’t have a full complement of passengers on board, a condition we admit will probably produce less stellar results. Still, the MAZDA5’s engine never felt taxed or underpowered , and we averaged just under 30 -mpg on our part highway, part twisting mountain road sojourn. The MAZDA5’s stiff suspension and precise steering make it a joy to drive, but the ride can became a bit harsh over rough or uneven pavement. Chalk it up to the big 17-inch low profile tires and the stiffer suspension set up.

Although it is consistently referred to it as a minivan, don’t let the MAZDA5’s size fool you; there is plenty of room inside for six people (or four passengers and their gear). Unlike many smaller crossover utility vehicles (CUVS), the MAZDA5’s third row seat is actually useable, and the dual sliding side doors make accessing the interior much easier than with conventional swing out doors, particularly when trying to anchor in two child seats. Base models offer handsome fabric seating, while the Grand Touring features black or cream colored leather, the latter fitted with contrasting red piping that brings back memories of the 1975 Lipstick Lincoln Mark IV; nice touch.

If there is one gripe we have with the MAZDA5’s seating configuration, it’s the standard second-row captain’s seats. They are very comfortable and a real God send for separating feuding teenagers, or quarreling boyfriends, but there are certainly plenty of times a bench seat would be more convenient. On the flip side, the MAZDA5 is incredibly versatile, with a 50/50 split-folding third-row seat that can be stowed flush into the floor , and second-row seats that fold flat to create a massive cargo bay. Small conveniences abound, such as the second-row ‘s flip up center table and cup holder, sliding side door windows that can be rolled down, and additional storage beneath the second-row seat bottom cushions.

From the driver’s seat, the view is equally nice with large legible displays and easy to reach switch gear. Steering wheel mounted controls for the cruise, audio and, on upper- end models, Bluetooth make it easy to keep your eyes on the road while selecting your favorite music or dialing up a buddy. One thing sorely missing from a vehicle whose intended audience is the under 30 set is a decent audio system. The MAZDA5 doesn’t offer the same Bose setup found in the MAZDA3 Grand Touring. It doesn’t even have a USB input for your iPod; only an auxiliary audio input jack. For a generation that cares more about music than mechanicals, this omission seems glaring, especially since Ford will soon be launching the C-Max minivan competitor probably with the SYNC audio system.

Audio misstep aside, the MAZDA5’s standard content list has clearly been given some thought. The entry-level Sport model starts just under $20,000 and includes a six-speed manual transmission (all other trims receive a five-speed automatic with manual shift control). Standard features include 16-inch alloy wheels, power mirrors, power windows and door locks, air conditioning, an AM/FM/CD/MP3 stereo with six speakers, audio auxiliary jack, tilt and telescoping steering wheel, remote keyless entry system, one-touch up/down driver’s window, 50/50 split fold-down third row seats and steering wheel-mounted audio and cruise controls. Standard safety features include Dynamic Stability Control (DSC) with Traction Control System (TCS), Anti-lock brakes (ABS), advanced dual front air bags, front seat side air bags, three-row side air curtains, second row LATCH child safety seat anchors and a Tire Pressure Monitoring System (TPMS).

The Touring trim adds 17-inch alloy wheels, rear spoiler, fog lamps, Bluetooth hands-free phone connectivity with streaming audio and a trip computer, while the top-of-the-line Grand Touring adds a power moonroof, HID headlamps, heated side mirrors, rain-sensing wipers, driver’s seat lumbar support, heated front seats, in-dash six-disc CD changer, SIRIUS satellite radio and leather seating surfaces.

Is the MAZDA5 a suitable replacement for a full-size van or SUV? Probably not. Can it go off-roading or tow a boat? Nope. But, if you’re in the market for a fun, affordable and extremely versatile family ride that is as easy on gas as it is to park (and is a blast to drive), the MAZDA5 should definitely be at the top of your test drive list.

One of these cars will try very hard to get you a speeding ticket within the first 30 minutes behind the wheel. You’ll be having such a good time though, you won’t even worry until the words “step out of the car” echo through passenger compartment.

The other one will do…nearly the same thing, actually. It’s not quite the party on four wheels that the first car is, but in exchange, you’ll be saving the planet by using less fossil fuel.

Two motors, One car

Line these two cars up side-by-side and you might wonder what could be so different about them. From the outside, only the grille inserts, wheels and the badge on the back, set them apart.

On the inside, it’s nearly the same story: Both cars have the same dash and center-stack design. Both can be had with the excellent touch-screen navigation system, as well as the premium, Dynaudio sound system.

In the GTI’s favor, you do get a sportier, flat-bottom steering wheel with red stitching, more red thread around the shifter and on the seats. And we certainly can’t forget the tartan, “Interlagos” interior that is standard on the GTI’s seats. That might sound like you’re sitting in the lap of a kilt-wearin’ Scotsman, and, depending on your boyfriend, maybe you are. In this case though, just cool, plaid-covered seats.

The great divide between these two cars is the power plants under the hood. While both have a quartet of cylinders humming away, they are singing decidedly different tunes.

In the GTI, you will find a 2.0L, turbocharged 4-cylinder, good for 200hp and 207 lbs-ft of torque. Its’ drink of choice is 91-octane.

In the TDI, you will find a different 2.0L, turbocharged 4-cylinder, but rated for 140hp and 236 lbs-ft of torque. Unlike the GTI, the TDI is chugging diesel fuel.

Either motor can be had with a 6-speed manual, or a rapid-fire, dual-clutch, automatic transmission.

What sets these two apart is fuel economy. While the GTI has an EPA rating of 21 city/31 highway, the TDI has a rating of 30 city/41 highway. But those EPA ratings don’t tell the full story.

Generally, a diesel motor takes longer to “break-in” than a gasoline motor. Most TDI experts estimate between 5,000 to 10,000 miles. Essentially, the parts inside the motor need a little time to “mate up” and form a good seal.

Once the metal components get cozy with each other, your internal combustion pressure will increase, and in turn, your motor will run more efficiently and you’ll get better mileage than the EPA results.

Still awake? Maybe this will help. How does 50mpg sound? What about a 650-700 mile cruising range between fill ups?

The particular Golf TDI press car I drove had nearly 14,000 miles already on the clock, so the motor should’ve been operating with optimum combustion pressure. The proof was on Interstate 75 as we experienced nearly 50mpg at regular highway speeds. That means if you set off from New York City with the 14.5-gallon tank full, you can get to L.A. with only 3 stops at the pumps.

(Don’t forget to visit the world’s largest truck stop in somewhere in the middle of Iowa. Ask for Terry.)

One corner, two results

So far, it probably seems like I’m telling you to buy the diesel and be done with it.

Not so.

The GTI has a “fun factor” that you just won’t get from the TDI. In short, if driving is something you enjoy, get the GTI. If driving is just something you do, the TDI is likely your best bet. Here’s why:

The GTI is faster and handles better.

On the Volkswagen spec-sheet, the GTI will achieve the 0-60mph sprint nearly two seconds faster than the TDI. (6.8 seconds vs. 8.6) That’s an eternity to a motoring enthusiast.

Out in the real world, the TDI won’t “feel” slow. One of the benefits of diesel is that almost all the motor’s torque is available much sooner in the rev range than a gasoline motor. While all that low-end torque will launch you off the line, it still won’t beat the zip the GTI’s power plant will provide.

Once you start tossing either car through a few corners, it’s nearly the same story. The TDI is good. The GTI is better. That’s not by accident, as the GTI has a sportier, firmer suspension than its diesel brother.

Part of my personal test route consists of an abandoned housing development. The road was paved, the lots were marked, for sale signs posted but then the credit crunch hit and real estate went to hell. The result is an empty, smooth road with a few nice corners where I don’t have to worry about killing anyone other than myself. Maybe a daring squirrel…

There is a particular left-hander on my “course” where the difference in handling between the two cars nearly gave me a “brown pants” moment.

I drove the GTI first, and it seemed that there was no speed too fast to corner at. I must’ve gone at this particular bend half-a-dozen times, gradually ratcheting up the speed with each pass. Each time, there was a voice in the back of my head saying, “it’s going to understeer this time.” The thing is, though, it never did. The GTI stuck like glue and spit me out of the corner exit as fast as I’d gone into it.

On the third pass in the TDI, I thought I was going to have an “off-pavement” experience. The understeer I feared in the GTI was reality in the TDI. As soon as I turned into the corner on this particular pass, the wheels turned, but the car was plowing forward. I was now hurdling towards a grassy, overgrown embankment. Fortunately the tortured, Continental tires decided to re-adhere to the road before I left the tarmac. Had they not, I might now be telling you about the flight characteristics of the Volkswagen Golf TDI.

As I already mentioned, some of this can be chalked up to the difference in the suspension setup. Let’s also not forget the tires. While the TDI was rolling on regular, all-season tires, the GTI had high performance, summer tires. The TDI would certainly do a little better in the bends with some sportier shoes.

So which is best?

Fortunately, there’s no wrong answer here.

The TDI will achieve incredible fuel economy, is enjoyable to drive and has a ride quality somewhere between “comfort” and “sport.” It’s no GTI, but it’s a nice compromise.

While there might be some anxiety about switching from gasoline power to diesel, diesel is definitely not something to fear. In the recent past, I’ve read reviews of diesel-powered vehicles, telling tales about clouds of black smoke, dirty pumps at truck stops or the scarcity of diesel pumps altogether.

File all that under “nonsense.” If there is any smoke coming from the Golf TDI, it’s likely from the Marlboro you just lit. (Filthy habit, stop it.)

As for the pump fears, they just don’t ring true. For years now, my daily driver has been one of Chrysler’s diesel-powered vehicles. I don’t remember the last time I worried about finding a gas station that had a diesel pump. As I sit in my metro-Detroit apartment, I can think of at least three stations within about 2 miles that have diesel pumps. None of which have pump handles that have ever left me stinking of diesel fuel.

In the other corner, you have an icon; the GTI. A hot hatch that’s been making grown men smirk since the summer of 1976.

While you won’t exactly be starving OPEC at 31mpg, that’s fairly frugal fuel sipping for a vehicle that’s considered a performance car. Then again, if you live life at full throttle, expect that number to be more like 21!

Besides being more fun to drive, there are little touches that make the GTI the better-looking car; The more aggressive looking front fascia, the red-outlined grille and the crazy, 18-inch wheels.

It’s also not very hard to make the GTI faster. Heaps faster, actually. For less than a grand, you can visit a tuning company like APR and find yourself with a GTI that has an extra 70 horsepower. Spend some more money on upgrades and you can embarrass a Porsche in a drag race.

At the dealership, a GTI starts at about $1000 more than the TDI. But once you’re strapped into the plaid-covered sports seats, ripping through the first 3 gears faster than you can say “but, officer..” you might not care.

2011 Volkwagen GTI 4-door – $24,290
-Sunroof & Navigation Package – $3,185
-6-speed Manual Transmission – No Charge
-Destination – $770
TOTAL -$28,245

2011 Volkswagen Golf TDI 4-door – $23,435
-Navigation Package – $590
-Power Sunroof – $1000
-Bi-Xenon Headlamps – $700
-Dynaudio Premium Sound – $476
-Cold Weather Package – $225
-6-speed Manual Transmission – No Charge
-Destination – $770
TOTAL – $27,196

• Volkswagen is a gay-friendly company
• Get a gay-friendly insurance quote
• Get a free price quote for a 2011 Volkswagen GTI or TDI
• Find a Volkswagen dealer near you

After 50 years of steering clear of our notorious SUV-loving country, Fiat releases its brand new 2012 500 in the U.S. Fiat’s union with Chrysler has allowed it to once again say “Ciao” to the American consumer. But, as the American market becomes more open to small cars, competition is cramped and carmakers, both foreign and domestic, are rushing to fill demands for efficiency, reliability, mobility, and of course, affordability.

Of the world’s great small cars, nobody has a better lot than those produced in Europe circa the 1960s. This is why Fiat looked for inspiration from the original 500. The classic design is reworked to meet U.S. safety standards and our collective demand for “a bit more elbow room.” Robert Giolito, Head of Fiat Style, describes the 500 as “the automotive equivalent of an iPod, sleek, simple, functional, user-friendly & inspired.” Although Fiat could afford to put an iPad in the glove box like the ambitious Hyundai Equus, I agree that intuition, simplicity and functionality remain the 500’s best attributes. Alternately, it is my candid opinion that Fiat reworked the 500’s exterior design a bit too much. I see more resemblance to a 2005 Volkswagen New Beetle than to the original Fiat 500. The wide-set oval shaped headlights and its rainbow like colors and shape make me think of a peanut M&M driving down the freeway. Thankfully, the Sport model comes standard with a much-needed spoiler that helps break up the peanut shape. The 500 can even be customized to your favorite M&M hue. Fiat is offering 14 different vibrant exterior colors accompanied with a color coated plastic panel on the dash to match or contrast the exterior color. If I was grading on a “fun” scale, the 500 easily passes; unfortunately, on a grammar scale, stunning didn’t make my list of adjectives.

I don’t want to be accused of judging a book by its cover, so I’ll delve inside the 500. The interior rejuvenates Mr. Giolito’s idea for sleek and inspired, with comfortable front seats and plenty of head room above. The back offers two jump seats that can comfortably fit children or fold down to accommodate your luggage and even a mountain bike, but not two adults. Storage behind the front seats totals 30.1 cubic feet – not bad for a car that can almost fit head long into a parallel parking spot. To add to the ‘fun’ or ‘sporty’ feel, owners can customized the color of the seats, dash, and door panel. Fiat stands to differentiate itself from the competition with a load of standard amenities including power locks, windows & mirrors, steering-wheel mounted cruise control buttons, a six-disc CD changer, auxiliary input jack, and tasteful chrome detailing. A rockin’ Bose stereo comes standard in the Sport and Lounge models, with the later model featuring a fixed glass roof extending to the back seats creating a fresh, roomy and bright feel. For the maximum open-air experience, you can add a sunroof.

Petit & zippy, the 500 is capable of easily navigating through a crowded city with limited parking. And, although in Europe the 500 is primarily a city dweller, the little car has no fear of fast, curvy country roads. The true test, however, is getting on the freeway and heading out to where a car really loves to be driven. My first time merging on the freeway, I was afraid the 101-horsepower engine might not have the right stuff. But downshift to second gear at 45 mph and there it is: maximum horsepower at 6,500 rpm. Keeping the tachometer needle in the 4,000-6,500 rpm range is required for quick sprints and daring passing maneuvers. Although performance & handling does not quite measure up to the revered Mini, the 500 delivers a ride that is substantially smoother and quieter. Fiat has somehow managed to remove the “go-cart” like feel of a micro car, while keeping the driving dynamics responsive and stable. Pop and Sport models come standard with a 5-speed manual transmission and in a car like this, it makes the driving experience that much better. However, since most Americans prefer automatic transmission, Fiat obliges (for an additional $1,000, that is) with a six-speed auto. All models also feature a Sport mode button for a more aggressive steering and throttle response. Surprisingly, as a ‘manual snob’ myself, I suggest you test drive both. I was blown away by how well the 6-speed automatic was tuned, plus you can use the sport shift mode to enhance the fun factor.

So, by now you’re thinking, “sounds great, but I can’t afford European chic on a Target budget.” Well, don’t fret because the Pop model starts at just $15,500 and even the fully loaded Lounge won’t go much over the $22,000 mark. You’ll save at the pump too because the 500 is EPA rated at a whopping 30 mpg city and 38 mpg hwy (27/34 mpg for Automatics).
Lastly, and most importantly, Fiat spent a lot of time building this car around safety. With seven front airbags, this is the only car in its class to receive a five star crash rating in Europe. With even more structural enhancement necessary to meet strict US safety standards, Fiat hopes to achieve the same rating here.

Fiat anticipates selling 50,000 units in its first year. Debatably an ostentatious projection considering the Honda Fit, Nissan Cube, Hyundai Accent, Toyota Yaris and other competition fit within the 500’s price range. Fiat will rely on its Italian charm and unique styling to compete in this growing market. Fiat is currently taking pre-orders and are in the process of building 130 boutique dealerships nationwide.

FIAT 500
Models:
Pop: $15,500
Sport: $17,500
Lounge: $19,500

With Judy Garland and Vincente Minnelli as parents, you had to expect a big-mouthed songstress with a special affinity for gays. Our kind do tend to go for the brassy broads. But, we also expect excellence. After a recent Liza concert with the Indianapolis Symphony Orchestra, I have to agree that she is one amazing performer. My partner and I were escorted to the concert by another amazing performer – an Infiniti G37x that I also drove to the Detroit auto show earlier in the week.

Our main star sang her “Liza with a Z, not Lisa with an S” ditty, bringing the audience to roaring laughter. Well, this is the Infiniti with a G, not the ones with an M, E, or Q. Its parentage can be traced to the freely-thought Q45 luxury sedan and Nissan’s own Z sports car. Luxury genes come from the Q, but its chassis is shared with the Z. This was obvious as I pointed the G towards Motown and cranked the tunes.

“I Got Lost in His Arms” from Liza’s new album, Confessions, is one of my favorites. Reba McIntyre did an outstanding rendition of the same song in Annie Get Your Gun on Broadway, but that’s a broad of a different brass. It didn’t take long to get lost in the G37′s Monaco Red heated leather sport seats that are certainly not subtle, but invigorate your morning even before hitting the Starbucks drive-through. Cushion extenders and adjustable lumbar make them comfy on long hauls. Magnesium paddle shifters are works of art.

Liza’s new album sounded brilliant through the Bose audio system. I went old-school CD, but the USB port and 7″ touchscreen controls connect iPods with ease or music can be downloaded to 9.3GBs of onboard hard drive. Satellite radio taps into a galaxy of stars with digital clarity. A leather-wrapped steering wheel and power tilt/telescoping steering column give comfort while a rear-view camera and sonar enhances safety. Navigation and programmed Zagat restaurant guide find almost any place, getting you there directly. Thankfully, this G travels mostly without annoying beeps and blips from Infiniti’s ubiquitous proximity warning system that hurls enough racket to be ignored or simply de-activated – neither of which ultimately helps safety much.

Leaving for Detroit, the 328-HP 3.7-litre V6 tossed its head back, gave a full-throated yelp as it clawed itself across six lanes of traffic, turned on its wheels, and launched off down the on-ramp into rush-hour traffic. Step down at 80 (or obscenely more) and all you hear is sweet harmony as the engine sings for the rafters. You’ll pay aplenty for its supper if you drive with abandon, but you can get 18/25-MPG city/hwy. Play with the magnesium artwork behind the steering wheel to strum your way up and down the gear range like a virtuoso.

This talent can dance. Speed-sensitive steering felt like it was directly transplanted from the 370Z, the tight four-wheel independent suspension tap danced through curves and down long expanses of Interstate, and bumps were absorbed with a muted rumble from the Dual-Flow Path shocks. A closet geek among hotties, the G37 controls its moves through four-wheel anti-lock disc brakes, electronic stability control, traction control, and electronic brake force distribution (balances brake forces during emergency stops).

Nobody needs all-wheel-drive, but it certainly garnered applause as roads blew over with several inches of snow and ice. Power smoothly shifts from slipping rear wheels, engages the front, and hauls off like a scolded stage hand. Unless you are truly stupid, the car is incredibly forgiving of transgressions.

It was quite a week for performers. I saw Train at the VW Passat reception and Pete Wentz introduced the Honda Civic Concepts. Ironically, the G37x was about the only Infiniti at the Detroit auto show because neither Infiniti nor Nissan had display areas. A shame because the car would be perfect for twirling through Michigan’s backroads in summer, flat-footing it to the Upper Peninsula for a break, or taming wicked winter weather. I left Detroit around 6:30pm after a full day of press conferences and hot-hoofed it back to Indianapolis before bed time with a master’s ease.

Unlike the drag queen in full Liza I passed on the way to get a sip of bourbon, there is no clone for the G37. Its wavy chrome grille leads to sculpted Xenon headlamps, arching roofline, and short rear deck flanked by LEDs. There’s a hint of Porsche in the roofline, but the 18″ alloys, heated outside mirrors, dual chrome exhaust outlets, zero lift front aero, and chin/decklid spoilers dress an accomplished sport-liner.

Like Judy’s daughter, the Infiniti G37x proved gifted enough to do it all. Today is one big post-Liza let-down, and to top it off, they took away the G37x! Not so much of a Cabaret. If Infiniti can attract as diverse of a crowd for the G as Miss Z, then they will have done something truly spectacular. Tickets for our sporty seats cost $44,875.

2011 Infiniti G37x
Five-passenger, AWD sedan
Powertrain: 328-HP 3.7-litre V6, 7-speed automatic transmission
Suspension f/r: Ind./Ind.
Wheels: 18″/18″ f/r.
Brakes: disc/disc fr/rr with ABS
Must-have features: Panache, speed
Manufacturing: Japan
Fuel economy: 18/25 mpg city/hwy
As-tested price: $44,875

It’s another one of those frigid winter days, wind blowin’, ice crackling powerlines to the ground. Nostrils are freezin’, cats are snuggling, and even your neighbor’s husky pugs up his nose at going outside to lift a leg. Winter is cruel in the way it causes convertibles to hibernate in dark corners of the garage, batteries all run down, waiting for the cherry blossoms. It makes me sad – cannot freakin’ wait for spring! Of course, and it didn’t take long to hop a plane when this thought fired across, one could fly to San Diego for a drive in the all-new Camaro Convertible. Better still, land in L.A. and drive to San Diego in the hyper-efficient Chevy Cruze. Winter can kiss my ass, I’m outta here!

Haulin’ it down the coast, the Cruze Eco averaged over 43-MPG, running nearly 80 mph. That’s a serious challenge to hybrids like the Honda Insight and diesel compacts from The Fatherland. This magic is conjured from front grille air shutters that improve aerodynamics at speed, 5-lb. lighter forged aluminum wheels, tire spats, finessed facias, spoiler, low rolling resistance Goodyear tires, and underbelly pan to gentlemanly part ways with the wind. Motivation comes from a 138-HP 1.4-litre turbo engine, driving the front wheels through a six-speed manual transmission. Overdrive fifth and sixth gears turn in clean green, but sometimes require a shift down of a couple cogs to steam through fast mountains.

The Cruze is tomb quiet on the highway, but poses no threat to the euphoric symphony of wind whipping by your ears in a Camaro Convertible. Easing through the portico at our hotel in San Diego around Noon, our Chevrolet minder had an array of freshly-washed Camaros.

“Which one do you want,” he asked?

“A red V6,” I responded.

He handed me the keys, “Be back by 5:00 for dinner.”

No problem, my friend. I could use five hours with nothing to do but drive and 76-degrees to enjoy. I headed to Mission Beach, advancing the heads-up display to an even 70 mph. For me, Camaros with the 312-HP 3.6-litre V6 are the ones to marry. A quick clonk removes any doubt there is enough power to dispense with traffic while reserving the right to turn in nearly 30-MPG. The SS’ 426-HP 6.2-litre V8 is borderline obnoxious for everyday use, but all of that torque and power humble mountains – especially when rowed through the six-speed manual transmission.

That power is girded by a fortified body structure. Engineers installed a tower-to-tower link under the hood, reinforced the transmission support, and added front and rear underbody “V” bracesin a bid to keep the roofless body from shaking and creaking above the four-wheel independent suspension system. This maneuvering of steel allowed the chassis to be tuned exactly like the coupe’s. In other words, the convertible handles brilliantly. According to Chevrolet, the Camaro’s body equals the stiffness of a BMW 3-Series convertible. Very good.

Camaro is a car born to have its steel top sacrificed to the sun gods.Its sexy Coke bottle shape starts with a long sculpted hood and ends in bulging fenders followed by quad taillamps. Everything portrays a current-century ’69 Camaro. Engineers worked with the Corvette supplier to create a power top that is as taut as a Bentley’s when up and perfectly concealed under a folding one-piece tonneau when deployed. Up to down flicks off a power button in under 20s – less than a stoplight. To keep things smooth, the radio antenna is embedded in the rear spoiler while XM and OnStar are signaled through a body color shark fin on the decklid.

Big round gauges in square tunnels, classic quad auxiliary gauges in the center console, and simple audio display love livin’ in the Camaro’s interior. Cloth seats and dash trim are standard, but there are multiple interior packages to add heated leather, contrasting color seats, backlit dash/door inserts, and uplevel USB-injected audio. There’s everything you need to soak up waning warmth via hefty comfy.

It’s morning in California and time to try out the SS. Exchanging the V6 for a 6.2-litre V8 amps up the scare factor by a couple levels of Hell. Upon reaching open highway, I kicked the gas and chucked off into the distance.Stupid power comes in handy when ripping around piggy trucks on trail-thin two lanes threading up through the mountains. While it is good to remember the Camaro is a heavy four-seat muscle car and not a Porsche Boxster, its tight suspension and body structure pay their dues, plastering a smile on your cheeks through every hairpin curve and straight-away.

I’ll get on a plane tomorrow and fly home where I’m sure, after a warming spell, it will be a balmy 35 degrees. Can’t freakin’ wait! Ah, but the night is still young, the stars are out, I can hear the ocean, and I’m going to spend a little more time Camaro Cruzin’. Winter can just wait to freeze my ass! I’m rocking my sunburn.

Prices for CruzeEco starts just over $18,000; Camaro Convertibles begin at $30,000.Pick one up today or wait until May 29 to see the white and orange Camaro Convertible pacing the Indianapolis 500 in tribute to both Chevrolet’s and Indy’s 100th Anniversaries.I can’t think of a better way to celebrate the coming of summer!

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First, a quick rant: why do people have such a problem with minivans? Why would anyone want to hide the fact that they are raising kids? And what could possibly be uncool about being a soccer mom, or a little-league dad? These are the arguments you hear against minivans. “They’re such mommy mobiles.” “They’re such daddy wagons.” So you’re trying to tell me there’s something wrong with being a mommy or daddy? Well, if being a parent is such a downer, maybe you shouldn’t have kids. Leave that for the folks who are proud of this role. You know, the ones who don’t give a damn what you think of their car.

Nissan apparently gets it. They understand that there is no vehicle on earth that can match a minivan when it comes to family transportation. And they know that seven-passenger SUVs just don’t cut the mustard when it comes to moving lots of little people and all their gear. Sliding side doors? Awesome. Three rows of easy-access seats? The bomb. And actual cargo space behind the third row? Automotive bliss. Yep, anything short of a Suburban pales in comparison to a minivan, and yet that Suburban won’t fit in the average garage or get 24 mpg on the highway. Oh, and all those “seven-passenger” crossover SUVS? Have you tried to sit in the third row? Of course not, because if you’re old enough to read, you probably won’t fit.

This is why Nissan is back with an all-new Quest. They skipped the 2010 model and took a little extra time engineering a replacement that could truly compete with the Honda Odyssey, Toyota Sienna and Chrysler Town & Country. You see, the first Quest from the ‘90s was a bit small compared to the competition – so it never got much attention in the marketplace. The second Quest, produced until 2009, was plenty big. But it was just too funky for mainstream middle America – so it also suffered poor sales. But this new 2011 model seems to have hit the mark.

To begin with, it looks and feels like a quality piece. Where the old Quest had a certain Kmart patina, the new one not only matches the quality of the Honda and Toyota, but its interior is one class above. And let’s face it, interiors are what matter in a minivan. This is why Nissan spent serious development time and beaucoup materials money on the inside. For instance, where the Odyssey and Sienna now have hard plastic dashboards and chintzy center consoles, the Quest has nice soft-touch surfaces. The Toyota, Honda and Nissan all look good, but the Quest feels good. Next, the Nissan solution for the second row seats really makes sense. In the Japanese competitors, you have to remove the middle seats for max cargo space. Try this once and you can kiss your lower lumbar goodbye. But the Quest seats just fold flat. And although the Chrysler vans offer a similar feature, their second-row seats aren’t as big and comfy because they have to fit into a small bin under the floor. The Nissan seats simply lay on the floor. Same with the third row seats: instead of folding into the deep cargo bin behind the seats, they fold forward, which means the bin is always free to hold cargo. Granted, these forward-folding seats raise the cargo floor, but Nissan compensated by giving the Quest an elevated roofline that preserves space. Regardless, going from seven-passenger capacity to full cargo-carrying mode is quite easy, and any combination of people and luggage is easy to accommodate. Basically, the interior design and execution is a major score for the Quest.

Performance, on the other hand, is a mixed bag. First, the good news: the Quest is quiet and smooth riding. Probably more so than the Toyota, and certainly more so than the Honda – which Nissan provided for comparison. The Quest is simply more comfortable. And while the body feels strong and stiff for a minivan (not an easy feat in a vehicle with huge holes cut into the sides), the handling isn’t as quick or nimble as the Odyssey or Sienna. Of course quick and nimble are relative terms, but the Honda does feel light on its feet. Also, torque steer is rather intrusive when pulling away from a stop with gusto. And the 3.5-liter V6? It’s no slouch, but it’s also no match for the Toyota’s surprisingly swift V6. There’s one more thing. If you’ve never driven a vehicle with a CVT transmission, the odd relationship between engine speed and vehicle speed will be disconcerting. You’ll get used to it. But it’s strange at first.

Let’s face it. Cornering and acceleration are not a minivan’s main purpose in life, lest the little ones blow happy meals into their car seats. These rolling boxes are meant to be convenient, reliable and robust transportation. And in these departments, the Quest excels. And while you can slather the new model with everything from leather, tri-zone climate control, navigation, Bose® audio, dual sunroofs, xenon lights, 18-inch wheels, the derigueur DVD entertainment system, and just about any other gingerbread you’d find on a modern Mercedes, the point is this: anyone with kids would be foolish to overlook a minivan. And with this new model, that also goes for the Quest.

A Proper English Predator Prepares to Hunt German Thoroughbreds

By Lauren Marie

How can you resist this face? An icon of luxury, prestige, and one of your grandfather’s favorite subjects on which to reminisce, the masters at Jaguar design (led by Ian Callum) have stepped up to create a sexy, youthful sedan that appeals to all ages and all genders. The sheet metal symphony begins with a front end that makes a statement in itself, displaying a large but tasteful chrome meshed grille flanked by two very sexy cat-eye headlamps. There is nothing old about this design, no shades of early XK or XJ DNA, just a fresh start that compels the soul and frightens the Germans. The designer completes his masterpiece with a sleek back end to create a stunning shape.

Slipping behind the wheel I am in awe. Of course, I expected nothing less than first class in this aviation inspired interior, but there is more here than gauges and buttons: this is art. Soft leather seats, a leather wrapped dashboard, chrome detail and plenty of burl wood inlay give the new XJ a modern, yet classic feel. When traveling in the Jag, I almost feel disappointed for the less fortunate travelers who must endure a full pat down from TSA, but the feeling quickly evaporates as I take pleasure in the heating, cooling and massaging captain’s seats. As I wanted no other driving instruction save for the voice-activated navigation, I placed my six-foot-plus husband in the back seat and turned up the radio. Radio is actually an understatement. The XJL is equipped with a fully integrated 1200-watt, 20-speaker Bowers & Wilkins sound system that syncs via USB with my iPod. I think Sir Elton himself would feel humbled by its thunder. What’s more, the sound system can be fully operated through the voice controlled navigation system, allowing me to keep my eyes on the road and my hands on the wheel. Later, my better half would inform me that the XJL provided more than adequate accommodations, with generous legroom, fold-down burl wood tray tables, individually lit mirrors as well as climate controls; he also informed me this was his preferred method of travel for the remainder of our marriage. I turned the radio up louder.

We haven’t even started driving yet and I already love the car. Love turns to lust, however, once the supercharged 5.0L V8 roars to life. With 470 horsepower on tap, I and my unsuspecting passenger are glued to our seats as the XJL sprints to 60 mph in just under five seconds flat! Upgrade to the Supersport with 510 horsepower if you really want to feel like the rocket man. The big Jag’s aluminum chassis provides maximum weight reduction with superior rigidity, allowing for a buttoned down suspension that is easily the rival of the best from BMW and Mercedes Benz. A quick change into sport-shift mode gives me complete control. The XJ’s power is intoxicating, its agile steering ready to obey my slightest input. But, as the LCD projected speedometer needle strays far from the posted speed limit, I hear nothing but a beautiful silence. Although rearward visibility is somewhat obstructed by the large side pillars and rear head restraints, the Jag compensates by adding proximity sensors letting you know if there is someone in your blind spot. Parking is made easy thanks to a fantastic backup camera and fairly accurate front end sensors. There is nothing worse than a bruised butt or scuffed rims.

In all, I’d have to say that Jaguar has hit a home run with their new XJ. The car is still new enough as to be unique and, for a super luxury car, that’s a very important attribute. After a week in the nicest parts of LA and San Diego, I came across at least ten 2011 Maserati Quattroportes and only one other 2011 XJ. I couldn’t fuel up without receiving a compliment or a “wow, that’s the new Jag?” Wow, indeed.

2011 Jaguar XJL Supercharged
As-Tested Price: $90,500
Drivetrain: 5.0-liter supercharged V8; RWD, six-speed automatic
Output: 470 hp, 424 lb-ft
Fuel Economy (EPA/AW): 17/18.2 mpg

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Still making its rounds at auto shows, the Infiniti Essence concept car defines the brand’s design language for the next generation. Looking like a Japanese Jaguar, the car’s flowing lines, chrome window detailing, and concave side panel sculpting have become the essence of Infiniti, and no current model wears this suit better than the M37x.

The M37x’s exterior style embraces the new four-door sports car ethos with a long sloping nose, arched roof line, high windowsills, and a fastback look. Shoulder lines drape over 18″ alloy wheels as they flow from the hood to rear deck, and body surfacing on the front fenders and doors is especially nice. Up front, Infiniti’s big chrome grille and curve-following headlamps project the car’s authority while elegant wrap-around taillamps give another nod to Jaguar. From many angles, the M37 looks like a four-door XK. Whatever you think of the design, the M is much more adventurous than the previous two generations’ boring Euro sedan profiles.

The interior embraces the same two-tier control stack established by the last generation Q45 and adopted by the rest of the Infiniti line-up. At first glance, the hodgepodge of buttons and knobs seems a bit overwhelming, but given enough time, the grouping quickly becomes second nature.. While many in the media have compared the buttons to piano keys, the designers actual intent was to keep all major functions within eight-inches of the driver, a logical idea. Rounding out the M37x’s interior motif are swooping dash and door contours with stitched coverings and real silver-coated woodgrain trim. The cabin immerses passengers in heated and cooling leather seats and multi-zone climate control, while the driver is treated to a heated leather-wrapped steering wheel, power tilt/telescoping steering column, Bluetooth phone connectivity, and Infiniti’s traditional analog clock. Besides a Bose two-channel, 10-speaker audio system to please the ears (I love the baby Bose speakers built into the front seats), music can be played from any mobile device connected through a USB port or by Bluetooth streaming. Infiniti’s Active Noise Control keeps the cabin near absent of unwanted sounds.

In the area of occupant protection and accident avoidance, Infiniti has equipped the M37x with one of the world’s most sophisticated suites of electronic safety measures. Four-wheel anti-lock disc brakes, vehicle stability control, traction control, and side curtain airbags are all on-board, but it’s the dizzying array of electronic sensors that transform the M37x into a miniature mother-in-law. The Intelligent Cruise Control automatically slows down for traffic, while the Blind Spot Warning blips an orange light near the mirror to alert drivers to unseen vehicles,. The Blind Spot Intervention system can automatically apply brakes to nudge the sedan away from danger, the Lane Departure Warning system generates resistance in the steering feel while encouraging the car back into its lane, and Forward Collision Warning alerts the driver when he or she is approaching a vehicle in front too quickly. When the sensors detect scenarios that could lead to imminent collision, they will pre-tighten the seatbelts (apparently, this works when you put the brakes into full-ABS on slick roads). Before long, we’ll have probes in our brains so the car can react when we even think about doing something stupid (like turning down the volume on a really good Lady Ga-Ga song.)

Unlike the complex labyrinth that makes up the M37x’s safety features, the car’s powertrain choices are easy to understand. You can get an M with a 420-horsepower 5.6-litre V8, but I think most people will be more than content with the 330-horsepower provided by the base 3.7-litre V6 engine. Even at speeds that will earn quality time with local constables, the M37x is not deterred from galloping away with gusto. The seven-speed automatic transmission with manual shift mode works crisply to deliver up to 50-percent of power to the front wheels. Driving more responsibly, an Eco mode (gifted from the Nissan Leaf) reduces accelerator sensitivity to save fuel. Still, 17/24-MPG city/hwy. is good for a car like the M37x.

The M37x is one of those rare vehicles that is enjoyable in all driving situations. It is nimble enough to enjoy corners, but lounges comfortably when high-rolling it down the Interstate. I found the steering and suspension to be a good balance between sport and luxury. If you want a pure sport sedan, buy the G37 – it is based on the same vehicle architecture as the M37x, but rides on a shorter wheelbase. The M37x’s main job is to fill in for the Q45 while keeping the Mercedes E-Class, BMW 5-Series, Lexus GS, and Jaguar XF in check.

Infiniti got off to a slow start in 1989, giving Lexus a wide lane to make a name for luxury and renowned build quality. While Lexus touted excellence, Infiniti ads talked about trees and rocks. It didn’t work. Fast forward to 2010 and vehicles like the G Sedan and Coupe, the FX Sport Crossover and even the mammoth QX56 prove Infiniti has finally found its footing. There is a lot of style and performance in the M37x. If the car is indeed the essence of Infiniti, then the Japanese automaker is flying with beautiful curves.

2011 Infiniti M37x

Five-passenger, AWD sedan
Powertrain: 330-HP 3.7-litre V6, 7-speed automatic transmission
Suspension f/r: Ind/Ind
Wheels: 18″/18″ f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, technology
Manufacturing: Japan
Fuel economy: 17/24 mpg city/hwy
As-tested price: $59,960

Journalists often refer to high-performance luxury sedans that do everything perfectly as “Q-Ships”. The original Lexus Q-ship was literally a Q-ship, branded Q45. When it debuted in 1989, it was the equal of German bismarks costing twice as much. Fast, comfortable, well-appointed, and over-engineered, the car was fantastic. Since its discontinuation several years ago, Infiniti exclusively used Q on its SUVs. Gi-normous or not, the re-designed QX56 SUV carries itself well as Infiniti’s top transporter.

Infiniti tried familiar waters with the first two SUVs it set loose in America. The Pathfinder-based QX4 was well-appointed with serious off-road credentials, but failed to convince anybody it was little more than a nice Pathfinder. Infiniti went jumbo with the first-generation QX56, which was based on the Mississippi-built Nissan Armada (Has a better name for a people-ferrying cruiser ever been devised?) An excellent vehicle with pleasant road manners, outstanding luxury, and memorable design, the QX56 trailed competitors. The second generation QX56, built in Japan, defines Q-Ship differently.

Bigger by inches all around, the new QX does a much better job of shaping its heft behind a curvaceous body that adopts Infiniti’s latest trend towards Japanese elegance. Compared to the previous bulldozer, this one looks as if salt water and sand washed over it in a tumble cycle. An elegant chrome grille with plate-size Infiniti logo is sided by xenon headlamps that swivel around curves. LED taillights, heated side mirrors that flip down for backing, body color running boards, roof rails, and 22″ alloy wheels are both functional and beautiful. The old Conestoga roofline is toppled and replaced by graceful lines and a chrome upturn at the C-Pillar. Vents on the front fenders apparently signify the power within.

Setting Bertha to sea is a joy. She’s a fine craft, ready to carry up to seven voyagers in divine luxury. The front cabin embraces Infiniti’s theme of flowing woodgrain and stitched coverings for the dash and doors. Analog gauges are large and sporty. Heated leather seats and steering wheel soothe chilled bones while the Bose 13-speaker Premium audio system with USB input for iPods caress one’s ears. Bluetooth links calls seamlessly. The rear state room features its own zone of climate control, available twin captain’s chairs, LCD screens, power-fold third-row seat, power hatch, flip-forward middle captain’s chairs, and enough space for four linebackers.

Fortunately, the QX56 is up to the challenge of moving them around. The engine bay is spacious enough to harbor a couple of industrial turbines, but the SUV goes smoothly with its 32-valve DOHC 5.6-litre V8 that generates 400 horsepower and 413 lb.-ft. of torque – routed to all four wheels through a seven-speed automatic transmission. That’s enough to tow up to 8,500 lbs. of mini-yacht, horses, or better yet, a couple of classic cars. Unloaded, fuel economy is rated 14/20-MPG city/hwy. – respectable for a vessel this size.

Acting like giant stabilizers on another high-tech Q-Ship, the Queen Mary 2, a new Hydraulic Body Motion Control system reduces body lean while cornering and keeps the vehicle level in all circumstances. Each shock absorber has a hydraulic chamber that is cross-piped with the other cylinders, allowing the vehicle to adjust suspension travel on each wheel independently.  A rear leveling system compensates for trailers and cargo loads. Working with the standard four-wheel independent suspension, HBMC provides a luxury car ride without wallowing down the highway.

The wagon’s four-wheel-drive system is equally impressive. Controlled by a large metal knob in the center console, the system features Auto, 4H, and 4L modes. Up to 50% of the power can go to the front wheels. The powertrain can be dialed for Snow and Tow modes. Four-wheel anti-lock disc brakes, stability control, Electronic Brake force Distribution (maintains stability while braking), and Hill Start Assist (holds the vehicle momentarily while lifting from brake to throttle) provide an extra margin of safety as do lane departure, blind spot, and front collision warnings. Adaptive cruise control is great for keeping a safe distance, but I could do without the proximity sensors that are perceptive enough to detect a Vulcan starship from three centuries away.

A journalist calling any vehicle a Q-Ship is high praise. Infiniti finally found a unique style that is true to its Japanese heritage. Sybaric luxury, substantial power, delightful road manners, and a full suite of the latest technology make the QX56 a great vessel. An as-tested price of $72,560 is in line with competitors from Germany, America, and Japan.

2011 Infiniti QX56
Seven-passenger, AWD SUV
Powertrain: 400-HP 5.6-litre V8, 7-speed automatic transmission
Suspension f/r: Ind./Ind
Wheels: 22″/22″ f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, technology
Manufacturing: Japan
Fuel economy: 14/20-MPG city/hwy
As-tested price: $72,560

By Casey Williams

Two of my favorite places to visit in New Haven, Connecticut are Claire’s Corner Copia at Yale and the Canadian-import known as Tim Hortons doughnut shop. I love Claire’s vegan salad with soy chipotle chicken, avocado, organic egg, and balsamic vinaigrette. Afterwards, there’s nothing better than a half-dozen cherry Timbit doughnut holes. If I could combine the spicy no-guilt flavor of Claire’s with moist cherry Timbits and set it to wheels, it would look something like the smart fortwo BRABUS.

If not a chipotle Timbit, then the smart BRABUS is at least one coated with little colored sprinkles. It keeps the classic cute smart design, replete with integrated safety cage, but adds a German tuner kit to keep your man card in circulation. Sported-out facias, ground effects, 15″ front/17″ rear alloy wheels, low-profile tires, and center-exit twin chrome exhausts flaunt the promise of a fun ride. A lowered ride height and meatier rubber noticeably improve the BRABUS’ handling over base smarts, making them almost agile on curvy backroads.

Handling is definitely improved, although at interstate speeds, the car is still a pawn in Mother Nature’s game of wind. As with other smarts, the BRABUS runs with a 70 hp 1-litre three-cylinder engine that helps the car achieve 33/41 mpg city/highway — same as less exotic smarts. German burble from the exhaust sounds yummy, but the car waddles from 0 – 60 mph in 12.8 seconds on the way to an electronically-limited 90 mph top speed.

Smarts cruise happily at 80 mph, although a turbo — available in Europe, but denied to us Yanks — would give the car better breathing through long inclines and mountain passes. European smart BRABUS models not only have classier interiors with fancy leather and chrome, but also add significantly more power. Turbos gain 28 hp for 98 hp total. That lowers the 0-60 mph run to 9.2 seconds. As it is, the normally-aspirated Mitsubishi-built engine gives its all to wisp the Smart down the highway, but that additional 28 hp would make the 1,800-lb. car a spicy little ‘bit without cutting up its green cred.

Engineers obviously worked on the five-speed sequential-shifting transmission’s auto mode, creating a level of smoothness that makes it almost livable. Thinking of the transmission, with paddle shifters on the steering column, as more manual and less automated helps the mind get over its occasional herks and jerks.

All but the very base smarts come standard with speed-sensitive power steering, which feels heavy on the highway. Available heated leather seats, rain-sensing wipers, six-disc CD changer, iPOD input jack, and subwoofer keep the joy coming. Safety is enhanced by dual front airbags, side airbags, electronic stability control, four-wheel ABS, brake force distribution, cornering control, traction control, and hill start assist (which holds the car on hills when shifting from the brake to the accelerator).

People always ask if the fortwo is safe. Besides four airbags, substantial headrests, and a Mercedes-load of electronic stability controls, the car is essentially a crash shell with everything else attached to it. The black or silver outlines you see around the passenger compartment are actually exposed sides of the crash cell. The car was tested against Mercedes’ E-Class large sedan and sports an array of high-star crash ratings. Nothing is indestructible, but the fortwo is one stoutly-built mini-mite that can’t be beat for finding a tight parking space on the Yale campus.

I’ve already driven 10,000 miles in my personal fortwo passion, from Indianapolis to beyond. It’s taken me on vacations in the Smokey Mountains, Memphis, Asheville, and Myrtle Beach. I drove it to snowy Detroit for the auto show in January. It has enough power to flat-foot it through mountains, though I would love a BRABUS with the Euro turbo. It handles well, but some low-profile sport rubber wouldn’t be turned away. I love its style, but some ground effects and twin exhaust pipes would pump some sexy. I love my car, but could go positively weepy over a BRABUS convertible.

One of the best parts of eating at Claire’s is the student-professor get-togethers that stimulate profound thought and new perspectives on the world. Driving a smart fortwo BRABUS will definitely open your horizons — both for the economy it provides and endless conversation you’ll encounter at every gas pump, restaurant, and stoplight. I’ve heard the jokes, ridden the roller skate, and counted the clowns. Dressed in BRABUS attire, it would be welcome at Yale, Claire’s, or Tim Hortons hauling home the ‘bits.

To sample a smart before plunking down at least $17,990 for a BRABUS Coupe or $20,990 for a convertible, check out a Hertz rental to see if eating such fiery dumplings fits your stomach.

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By Casey Williams

There’s a saying in Texas about a cowboy being “all hat and no cattle”. You see them all over – driving their pickup trucks and SUVs to collect the kiddies at dance class or pulling a lone Jet Ski to a mud puddle. When these over-starched cowpokes really need a truck, they choose some whimpped-out pretenders that can barely wheeze under their own load. Buying a Ford F250 Super Duty with a diesel engine will put to rest all rumors about the size of their cattle.

If you want to scare the night out of pesky drivers of Smarts and Buicks, hoover up to their bumper at 70 mph and see what happens. If the air you’re displacing doesn’t displace them, they will quickly displace themselves to the right-hand lane. Let them get a load of that meteor-sized chrome grille and Ford Oval as big as a football. When I see the crew cab truck in prairie-hued metallic brown livery, I don’t know if I should run from it or polish it. For sure, you can’t deny it.

Climbing into the saddle may be tough as you step on the big step chrome bars and heave up to the A-pillar-mounted grab-handles, but once seated in leather thrones, you’ll have an easy view of your cattle and all they graze. Inside, notice the urban-outback themed woodgrain and silver metallic dash panels, camo leather seat inserts, leather-wrapped steering wheel, and huge center storage console. Automatic climate control will roast and freeze with ease. Ford’s SYNC system allows for voice-activated calling, audio, and navigation. Truck stops with B20 diesel can be found just by asking. All prepped for work, the F-250 comes with trailer brake controllers and 4 uplifter auxiliary switches on the lower center control stack. A cool step with grab bar slides out of the tailgate to ease entry to the bed. Side and side curtain airbags are optional to enhance safety.

You don’t buy a Super Duty because you want a pick-up truck for domestic duties. There are far better choices for commuting to work and carrying a little mulch. This is what you buy to pull the mini-yacht, a stable of horses, or a 30-ft. fifth-wheel through the mountains without loosing your (or your truck’s) cool. Open the hood and try to count all of the radiator coils. If it uses or moves fluid, there is probably a coil up front to cool it. Properly-equipped, Super Duty trucks can tow 24,400 lbs. or haul 6,520 lbs. of payload, or roughly equivalent to 13.5 Smarts in tow or 3.5 in the bed.

To do this, the Super Duty requires lots of power. You can get a 6.2-litre gasoline engine in the truck, but I wouldn’t. There is no comparing ponies with Power Stroke® 6.7-litre turbo-diesel V8 that produces 735 lb.-ft. of torque at 1,600 rpm and 390 hp at 2,800 rpm – 85 lb.-ft. and 40 hp more than the 2010 model. Ford claims best-in-class fuel economy and the ability to run on B20 biodiesel fuel. In mixed driving, much of it running at super-legal speeds on the Interstate, the truck achieved just under 16 mpg. Given the truck’s capability, that’s impressively frugal. There are many 1970s cars that couldn’t get 16 mpg going down a mountainside, and they could barely pull six Christians to church and back.

Gas and diesel engines are mated exclusively to six-speed automatic transmissions, with column-mounted selectable gear capability, that enable Power Take Off. On Super Duty diesels with the PTO option, the truck can be equipped to power auxiliary equipment like snowplows, aerial lifts, tow truck lifts, cement mixers, or dump trucks. Power is available whenever the engine is running.

On the highway, the big truck is a dream. All of the diesel’s torque is at the ready while a unique turbocharger, featuring a dual-sided compressor wheel in a single housing for improved noise and harshness control, breathes easily. The single unit provides the benefit of a twin-turbo, but with faster response (less turbo lag). Empty or loaded, the truck always has an obscene amount of power in reserve.

Since most Super Duty diesels will pull trailers, engineers went the extra mile in providing for safe towing. Trailer Sway Control works with Advance Trac electronic stability control and Roll Stability Control to detect trailer sway, apply brakes, or reduce engine torque to correct unwanted motions. The built-in trailer braking works with the truck’s anti-lock brake computer to minimize the potential for trailer wheel lockup. During a sway event, the system can apply brakes to stabilize the trailer. Hill Start Control (sets brakes to hold the vehicle on an incline), Hill Descent Control (creeps down inclines), and an electronic locking rear differential work in concert to get the most of friction.

I think it was Christine Baranski’s character Tanya in Mamma Mia! who was messing around with the kid that was “all mouth and no trousers.” Drive up in the F250 and everybody will know you’re packing a full set of pants. Price as tested came to $60,810 including the $7,835 Powerstroke Diesel V8 option, 4×4, Crew Cab with 6.75′ bed, and Lariat package. Competitors with heavy-duty diesel models include the Dodge Ram, Chevy Silverado, and GMC Sierra.

2011 Ford F-250 Diesel
Five-passenger, 4×4 pickup
Powertrain: 390-hp 6.7-litre diesel V8, six-speed automatic transmission
Suspension f/r: I-beams, solid axle
Wheels: 18″/18″ f/r.
Brakes: Disc fr/rr with ABS
Must-have feature: Engine, style
Manufacturing: Louisville, KY
As tested price: $60,810

WELL-MANNERED AND WELL-TAILORED

By Jeff Stork

The Regal nameplate returns to the Buick lineup for the 2011 model year. The original Regal made its debut in 1973 as a personal luxury coupe and bore the distinction of being the first mid-sized Buick to feature a stand-up hood ornament, opera windows, and plush velour seats. The newest iteration of Regal leaves those disco ball memories behind, appearing instead as a front wheel drive mid-sized sedan based on the latest Epsilon platform. Adapted from the Opel Insignia, the Regal is already on sale in China and will enter the North American market this quarter. Initial production for the U.S. market began in Germany and will move to Oshawa for the 2012 model year. Buick is taking a page from the Lexus playbook with two different mid-size sedans in its lineup. At 190 inches overall length, the new Regal is shorter than the La Crosse, has totally unique styling, and will be marketed as a sports sedan.

There are two different powertrains for the new Regal. The base CXL sedan offers a 2.4 litre Ecotec four-cylinder engine that develops 182 horsepower and 172 lb/ft of torque. It’s mated to a six-speed transmission with manual shift control and offers EPA fuel economy rating of 20 mpg city, 30 mpg highway. The Turbo version, due later this year, will feature a 2.0 litre turbocharged four that develops 220 hp with 258 lb.ft of torque, and is fitted with a specially selected six-speed Aisin automatic transmission. The Aisin also features manual shift control, and a six-speed manual transmission will become available on the Turbo later this year, for those of you who are fond of grabbing the stick.

The exterior styling is clean and contemporary, with smooth flowing lines and a well-tailored look. 18-inch wheels are standard, with optional 19s for the turbo. Both wheels look like something from the Jaguar XF brochure: it wasn’t the only time I saw the XF in the Regal and it’s not an unflattering observation. I see a lot of Jaguar in the side cove line, rear roofline and rear door styling as well. Up front, Buick’s trademark waterfall grille takes center stage, but the overall effect remains clean, contemporary, and quite European.

The interior is nicely tailored as well — the standard leather seats are supportive and highly adjustable — the test vehicles had power lumbar, and felt very much like the seats in a Saab 9-3. Dash was well laid out and featured an integrated color navigation system ($1995). I found the display a bit small, but it was quite easy to use — I even managed to engage route guidance on the fly. The quality of interior materials seemed quite good,  and much more akin to the Cadillac CTS than the Saturn Aura incarnations of the Epsilon we have driven in the past. Harmon-Kardon audio was a step up from traditional Delco sounds, the door panels flowed nicely into the dash, woodgrain trim was relatively tasteful, and the overall effect was upmarket and classy. Kudos for the stitching on the dash, the tactile feeling of the controls and even for the Ice Blue instrument lighting — it creates a feeling overall that GM designers have been shopping in nicer stores these days.

I was able to drive both the CXL and Turbo versions on some delicious two-lane winding roads, and my impression is that both are quite well mannered — smooth riding, easy handling with a nice on-center feel, and a well planted rear axle that knows where it belongs — again, road manners were much more Saab-like than Saturn. The 2.4 litre four was impressively smooth and quiet, and although acceleration was adequate, it won’t win any drag races (I had to go there, didn’t I). The Turbo’s drivetrain is much more rewarding, with smart off-the-line acceleration and a much fuller torque curve to make the most of those twisting rural roads. Neither is a dragster (there I go again) but rather a pair of nicely mannered sport sedans that could eat up a lot of pavement quickly. Our Turbo also had the Interactive Drive Control which controls settings for suspension, steering, braking and throttle — and definitely enhanced the sporting personality of the Turbo on our drive. I did have one humorous moment on the drive — stuck behind a ancient F150 gardener’s truck on a two lane stretch of twisty road, I peeked at the speedometer registering 39 mph, turned to the GM exec riding with me, and commented that this was the only part of the day in which I had truly felt like a traditional Buick driver.

Base price for the CXL is $26,995 including destination, the Turbo starts at $29,495, with a full boated Turbo around $33,000. For those looking at a well-tailored and well-mannered mid- size sedan, it definitely earns a spot on the short shopping list. Check this one out — maybe you would really rather have a Buick this year, after all.

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HONDA’S CROSSTOUR TO EASIER LIVING

By Casey Williams

A great read is Mary & Russel Wright’s Guide To Easier Living, published in 1950. It tells all of the Stepford domestic divas in suburbia how to while away their days without domestic help, keeping their homes organized and chipper. According to the book, it took 80 hours per week while the apparently-lazy-assed breadwinner pecked away a measly 40 hrs. If those over-worked missuses lived today, at least a few of them would drive Honda Accord Crosstours to make their lives easier.

When the book was first published, houses were designed with room to relax, and that’s exactly what you find in a Crosstour. It’s a big car, roomy inside, with near crossover space, 60/40 split/fold rear seats, and a hatch as big as a cargo plane’s through which Buster, doll houses, and wooden hobby boats can be loaded. Father could hide his stamp collection in the concealed rear underfloor storage bin.

Comfortable, informal space was also coming into vogue. Upholstered with heated leather front seats, and shaped like the inside of a BMW, the Crosstour is an upscale, yet unpretentious, place to ride. Eschewing formal parlors, families can use the Crosstour without concern for damage. Mommy and daddy can clean up Johnny’s and Susie’s messes with ease, as most surfaces are easy to wipe clean.

In a car or home, the deep interior is most reflective of our private lives. Tinted rear glass and a cargo cover keep peepers out of the Crosstour while everybody rides tucked down in the tall body sides. A backup camera, USB audio interface, 6-disc changer, Kevlar® cone speakers, aluminum dome-type front tweeter speakers, and Satellite-linked Navigation keep us tuned to the world through 360 watts of delicious sound. Kids can sit back, relax, and color in their own space with only bathroom breaks to halt the fun.

All around the house, the Wrights lay down their ideas about large entrances to control dirt, easy-opening windows, and the best drapery designs. For the Crosstour, Honda fitted dual-zone automatic climate control with second row ventilation, auto up/down front windows, and a large sunroof with shade. They also advocated lots of closet space, which the Crosstour has everywhere from cubbies in the doors to a roomy front center console. To add more comfort, check the sheets for cruise control, steering wheel audio controls, and leather steering wheel. Reversible cargo floor panels defend against dirty puppy feet.

Perhaps outdoor living gives an impression of the interior. It took a jiffy more than a jiffy to warm up to the styling, but now I’m fan of the Porsche-like rear view, sleek roofline, and wide exotic grille. Wider tires on the optional 18″ aluminum wheels and larger chrome exhaust outlets would go well with the chrome door handles for high-road Panamera style.

The Wrights would have the lady of the house put a stopwatch to her tasks and define efficient standard work. Time studies, my ass! Put a stopwatch to this, bee-atch. Honda’s 3.5-litre I-VTEC V6 engine with Variable Cylinder Management (runs on 3, 4, or 6 cylinders depending on need) lays down 271-HP at 6,200 rpm and 254 lb.-ft. of torque at 5,000 rpm. Taking a load off the family budget, the car achieves 18/27 mpg city/hwy. When father needs to get to work in a blizzard, available AWD is nifty. 

If you really want to get a handle on the dirty work, grip the wheel and head to the road for an old-fashioned family vacation. The four-wheel independent suspension system soaks up highways like a ’55 Buick, but carves the snaky two-lanes to the campground more like a European wagon. Cruising the neighborhood looking for Fluffy, or moving momma’s bouffant hair, the Crosstour is a slick ride.

It is really hard to get good help these days, what with their demands for minimum wage and healthcare. Today’s automotive servants include navigation, XM Satellite radio, and active sound control to erase harsh noise. The book provides tips on how to manage your domestic’s time effectively, but the only paid help you’ll require with the Crosstour is a trip to the Honda dealership for oil changes and regular maintenance.

A good host cares for your entire being. Starting with its reinforced ACE body structure and including electronic stability control, anti-lock brakes with electronic brake force distribution, brake assist, side curtain airbags with rollover sensors, dual front bags, multiple threshold front airbags, and active front seat head restraints, this Honda serves brilliantly and will give up the ghost if the ultimate sacrifice is required. I doubt any cocktail-serving, coat-taking, house-Barbie would have done so much for her guests.

It’s a good thing I’m gay because I don’t think I would have much patience for going to work all day so Her Highness could re-decorate the house while drinking mint juleps on stylish patio furniture with her fellow hags. Of course, I work all day to make sure His Highness can re-decorate our mid-century ranch, but that’s an entirely different matter. Maybe I’ll have him read the damned book – and drive the cool Honda Accord Crosstour. He can put some of his own hard-earned money towards the $36,220 as-tested price. Just kidding, Love…

2010 Honda Accord Crosstour
Five-passenger, AWD Crossover.
Powertrain: 271-HP 3.5-litre V6,
5-speed auto. trans.
Suspension f/r: Ind./Ind.
Wheels: 18″/18″ alloy f/r.
Brakes: Disc fr/rr with ABS.
Must-have feature: Space, comfort.
Fuel economy (city/hwy): 17/25-MPG
Manufacturing: East Liberty, OH.
As tested price: $36,220.

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AESTHETICS UNEMCUMBERED

By Casey Williams

If you were unencumbered by traditional realms of aesthetics, what would you design? Phillip Johnson imagined a glass house, Frank Lloyd Wright waded through Falling Water, and Ludwig Mies van der Rohe brought Germany’s famed Bauhaus stateside. They pushed the boundaries and changed our perception of home and habitat. Great stylists like Gordon Buehrig, E.T. Gregorie, and Raymond Loewy did the same for automobiles, styling beautiful Duesenbergs, Cords, Lincolns, and Studebakers. Those cars were also engineering marvels — like the Acura ZDX.

Get a load of that rump! Rear views are exotic wide, fabulously chunky, and look like something out of Demolition Man with its Hurst Olds-intimidating twin exhaust outlets and metrosexually body-smooth taillamps. From the front, ZDX looks like any other contemporary Acura with its satin silver shield grille design, cats-eye headlamps, and muscular fenders. The side profile is absolutely fab with a rear-sloping roofline, upturned rear side window, and doorhandles hidden in the window trim. I love the big fat rear fenders with subtle humps to accentuate the beefy 19″ alloy wheels. Take a vision of Sylvester Stalone’s hunky self, shaved smooth, flailing in a transparent freeze tank and you get the idea.

Acura calls the ZDX a four-door sports coupe. Although the car rides crossover high, getting inside is much like crawling aboard a luxurious two-door. You kinda wedge yourself under the steering wheel, careful not to bump your head on the roof. Rear passengers will rehearse their contortionist routines as they shimmy up and behind the doorframe while ducking. Kids can do it better. If you want a big gaping crossover, go buy an RDX or MDX. There’s something intimate and special about riding in the ZDX. LED cabin lighting shines on a gallery of stitched leather dash and door coverings, ultra lovable leather-wrapped steering wheel, and cavernous sculpted center console. 

Once inside, you’ll want for nothing. Supportive heated and cooled leather seats seemingly grip all of the way to your groin while treating your lower back brilliantly on long drives. Bluetooth hands-free calling, XM Satellite Radio, USB connectivity for full iPOD integration, and Acura Navigation System with Voice Recognition confirm your arrival in the future. A panoramic glass roof, power tailgate, multi-view rear camera, blind spot warnings, adaptive cruise control, and Collision Mitigating Braking System align all of the electrons and photons for your driving pleasure. Everything feels and smells like a ten-star hotel with enough electronic toys to inspire Best Buy to better good.

If you need extra space for your Louis Vuittons, pop down the rear seats, open the glass dome of a rear hatch, and free up 55.8 cubic ft. Crafty little critters that they are, Acura’s designers created removable side panels in the rear compartment to fit golf bags even with four aboard. Under floor storage works great for smaller objects that you do not want spied.

Acura’s 3.7-litre V6 is a beauty in its own right. Producing 300 horsepower and 270 lb.-ft. of torque, the SOHC aluminum engine moves this fashion show along faster than a caffeine-strung Christian Siriano and hits its stride like Lance Armstrong humping through France. The six-speed automatic transmission with paddle shifters seems to read your wishes and shifts on-cue. Fuel economy ratings of 16/23 mpg aspire to V8-powered BMWs, requiring a 21-gallon fuel tank to make substantial progress. Acura might want to put the ZDX on a diet or crib sister Honda’s hybrid tech.

Some of the ZDX’ razzle-dazzle takes place under the drapery. Super Handling All-Wheel Drive™ (SH-AWD), and ample ground clearance for snow and crud, provide excellent all-weather capability. However, Acura goes further by actively shifting torque for an active steering effect and sometimes a rear-power bias for spirited performance. Adding to the fun is the available Integrated Dynamics System (IDS), which connects the four-wheel-independent suspension system to active dampers and speed-sensitive steering for a relaxed demeanor in “Comfort” mode or ripped and ready when switched to “Sport” mode. With the switch, steering becomes more aggressive and the suspension becomes firmer.

Go ahead, deride the ZDX if you must. You might take a glance at Buehrig’s Cord 812 Beverly, Gregorie’s 1940 Lincoln Continental, or Loewy’s Studebaker Avanti before you do. All of those cars were thought of as odd or ugly in their day, were technically advanced, and are now considered works of art. None come close to the engineering barrage brought to bear against the BMW X5, Mercedes ML, or Cadillac SRX. In future’s light, the ZDX flaunts a pretty package. Just be prepared for the $56,855 as-tested sum to melt your kryptonite card.

Storm Forward!

2010 Acura ZDX Advance
Five-passenger, AWD Crossover
Powertrain: 300-HP 3.7-litre V6,6-speed auto. transmission
Suspension f/r: Ind./Ind
Wheels: 19″/19″ alloy f/r
Brakes: Disc fr/rr with ABS
Must-have feature: Style, finesse
Fuel economy (city/hwy): 16/23-MPG
Manufacturing: Alliston, ON

As-tested price: $56,855

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By Chris Doane

Lawn boys let go of their Toro self-propelled, mulching mowers. Salesmen at Mercedes-Benz dealerships halt their SL65 pitches mid-sentence. Middle-aged women are giving me THAT look.

When the R8 rolls past, the world stops.

Sound good so far?

A star is born
The R8 is Audi’s first foray into supercardom. With some borrowed parts from Lamborghini and the 420hp, 4.2L, V8 from the Audi RS4 sedan, the R8 is born.
While it’s not a word to be used lightly, “epic” is how you properly describe the R8.

Country Livin’
During the weeklong test, I find myself in the village of Stockbridge, Michigan. Stockbridge is a small farming community of around 1200 people. I’ve come for the twisty roads that bisect this village, not the farm fresh sweet corn. My co-pilot, Cory, and I have been attacking the bends all day, and it’s time to gas up. Parked at the pump, I hop out to see a rusty farm truck to the right of us, and a late model Buick to the left.

We’re blending in well.

The large man gassing up his farm truck never looks low enough to see the R8 sitting next to him. The roof is about level with his belly button. An older women sitting in the passenger seat of the Buick can’t stop staring and smiling.

While finishing up the pit stop inside the gas station, a group of local guys explode through the door. In short order, everyone in the store is interrogated about the sports car parked outside. They’ve gotta know whose car that is. Cory points towards me. Uh oh.

“That’s yours? Dude…are you famous?!”

For half a second, I think about saying yes. They are so excited they’ll probably believe anything that comes out of my mouth. Who’s to say I’m not the 2nd string quarterback for the New England Patriots?

“Nah, just lucky,” I answer.

We all head back outside for a full on, up-close-and-personal drool session over the car. Yesterday, the only vehicle these guys would’ve spent $150,000 on was painted green and yellow and had tires 8 feet tall. Today, I may have altered their aspirations.

Sentence Stopper
Cutting right to it, 0 – 60 happens in 4.4 seconds and the top speed is 187mph. In real life, the best way to describe the pulling power of the R8 is to say that it has the ability to stop conversations mid-sentence.

[Passenger] “So the transmission is a lot like the one in the Lamborg…” and then I floor it in third gear.

A few seconds pass and my passenger looks over at me and smiles.

[Passenger] “Wow. Uh…what was I saying?”

With immense speed, you damn well better have the handling and road grip to go along with it. Normally, aluminum and magnets would be a lackluster combination. In the R8, they get you through the corner at alarming speed.

The silver metal comes in buckets on the R8: An aluminum body is anchored to an all-aluminum Audi Space Frame chassis. All you really need to know about that is that it’s light and rigid. Both of which lend themselves to excellent handling.

Audi’s magnetic ride adaptive suspension is the other half of the equation. The oil in the dampers contains small, magnetic particles. When you hit the “sport” button next to the gearshift, electricity is applied to those magnetic bits, and the viscosity of oil inside the suspension changes, giving you a firmer, sportier ride. The magnetic system is also constantly adapting to the road conditions to give you the best handling and ride possible.

Combine these two things with Audi’s signature Quattro all-wheel-drive system and you have a techno trio that will let the driver attack the apex and launch you out of the corner exit like a cheetah who missed lunch.

One of the best examples I get of these three things working in harmony is during yet another “show off” ride to a friend. I decide at the very last millisecond to take a 90-degree, right-hand turn off the main road onto a side street. I’m already a third of way past the corner when I decide to turn right. In most cars, I would plow straight ahead, hurdle the curb, and slam into a row of pre-owned X5s sitting at the BMW dealership. But I’m not in most cars: the R8 went around the corner at 45mph without a second thought. A quick reflection after my abrupt cornering told me that it was really stupid to even try such a thing. The Audi, on the other hand, seemed to shrug it off and ask if that was the best I could do.

For all the great handling, you might think you’ll pay for it with a rough ride. Think again. Even with the suspension on its firmest setting, the R8′s ride won’t shake you to the core.

The R-tronic transmission the R8 utilizes is surprising. Surprising in the same way that Tiger Woods is…faithful. This transmission is nearly the same sequential “e-gear” transmission in the Lamborghini Gallardo, but with an Audi tune for duty in the R8. Unfortunately, shifts aren’t very smooth and certainly not as fast as a dual-clutch transmission. Things get a little better when you put the car in “Sport” mode, but not enough. Rumors are floating around that the next-generation “S-tronic” dual clutch transmission will be able to handle the torque of the R8. Please, Ingolstadt, let that be true.

For now, this makes the 6-speed manual transmission a requirement for anyone who might, you know, enjoy driving. Not to mention, the manual saves you several grand. Money that will buy you all the 93-octane your right foot desires.

All day, every day
More often than not, supercars aren’t exactly comfortable to drive. A few hours of rough rides, firm seats, and cramped quarters can leave your spine feeling like a half-played game of Jenga. Not so in the R8. Not only are the sport seats comfortable, but you won’t feel cramped in any way — plenty of legroom, plenty of headroom. The R8 really is a supercar you can drive every day. There’s even space left over for a cargo shelf behind the seats. A shelf that Audi hilariously says can manage two sets of golf clubs. Two clubs, sure. Two sets? Good luck!

Design-wise, the interior isn’t nearly as extravagant as the exterior. Clean, simple, sweeping lines are the order of the day, with all the controls oriented slightly towards the driver. Soft, dark gray plastic paneling meshes perfectly with aluminum accents and the optional carbon fiber trim. Fit and finish is flawless, minus the carbon fiber door handle that didn’t quite line up with the corresponding trim on the dash. Could that be related to the unimaginably harsh 9000 journalist miles this R8 has on the clock? Maybe.

Prom Queen?
Towards the end of my weeklong stint in the R8, I have my most bizarre encounter. For those not familiar with the roads in Metro Detroit, you often have to turn right to turn left. Which is to say, you turn right, go down to a U-turn, turn around, and then head back left where you wanted to go in the first place. They say this helps control the flow of traffic. Whatever.

After a long day of flogging the R8 through the countryside, we’re just about home and going through the last “Detroit left turn” of the day. I come up to the U-turn and Cory says something to me about the cars sitting at the intersection. That’s about the time I notice the passenger standing up in the open sunroof of an Audi S4 taking photos of the R8. His level of excitement is somewhere around “nuclear.”

Once I’m through the U-turn and the light goes green for the S4, I’m being chased not by one, but two customized Audis — one with a short man still standing up in the sunroof. If at this point you are picturing something along the lines of the prom queen drunkenly swaying while standing up in her limo, then you’re absolutely correct. I accelerate to leave them in the dust since that’s what you do when you drive an R8. The pursuing pair catches up to me just as I’m pulling into my subdivision. I pull over to talk with what I assume are some fairly crazy guys.

“I guess you want a closer look, huh?”

Indeed they do. Turns out these guys are not insane, just huge enthusiasts of all things four-ringed. The night ends with an impromptu car show outside my front door with five Audis lined up on my street, posing for a group photo. I’m pretty sure the neighbors thought the Russian mafia had just moved in.

Bottomline
In a way, it’s ridiculous for me to try and write about how good this car is. You won’t fully understand it until your butt is in the seat, your hands are on the wheel, and your foot is on the floor. The R8 is like a holiday weekend that never ends.

Mr. Bueller said it best:

“It is so choice. If you have the means, I highly recommend picking one up.”

2009 Audi R8 R-tronic – $123,300

-Phantom Black Pear Effect Paint – $650
-Enhanced Leather Package – $5500
-Carbon Fiber Engine Compartment Trim – $3600
-Carbon Fiber Interior Trim – $2500
-Premium Package – $2100
-Audi Navigation – $2000
-Bang & Olufsen Sound System – $1,800
-Black Alcantara Headliner – $1300
-Body Color Sideblade – $1000
-19-inch polished alloy wheels – $500
-Gas Guzzler Tax – $2100
-Destination – $1200

TOTAL MSRP – $147,550

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IMMORTAL CORVETTE GRAND SPORT

By Casey Williams

A car like the 2010 Chevrolet Corvette Grand Sport can make even amateurs immortal. Maneuvers that take great skill in lesser automobiles are executed with such ease and precision as to seem unchallenging. And what beauty! You can really get a complex with everybody popping flash bulbs in your eyes – friends, family, co-workers, delivery guy, neighbor standing alone in my driveway. To really cause drama, choose a GS Convertible in bright yellow with white hash marks on the front fenders. Lady GaGa riding horseback upside-down through Central Park would not draw so many pa-pa-razzi.

Grand Sports were originally built for a race series that included the 24 Hours of LeMans and 12 Hours of Sebring in 1963. Engineers removed 1,000 lbs. from standard Stingrays, installed aluminum engines, Plexiglas windows, fender flares, and bathed them in a blue and white paint scheme. Chevrolet planned 125 units, but built only three coupes and two roadsters. Another GS was offered as a farewell for the C4 generation in 1996, painted blue with white stripes and red fender hashes.

It’s easy to be seduced by the Vette’s beauty and power. Hit the Zeus pedal and you’ll defy gravity like your favorite Greek deity while cackling in five registers. Nothing is more heavenly than letting a mom in her porked-out SUV ride your bumper at 70 mph, then tap down and tap her out as a blur of numbers rips across the heads-up display. The ethereal sound that comes out of the GS’s pipes when the second mode opens shakes the rafters like Celine Dion on testosterone.

It is hard to believe this is the base Corvette’s 6.2-liter V8 engine, producing 436 hp — far less powerful than the Z06′s 505 hp or the ZR-1′s 638 hp. Further keeping this in perspective, the Grand Sport produces 61 hp more than the vaunted ’90 ZR-1. The Grand Sport can do the naught to 60 strut in 3.98s and top out at 190 mph. It will also pull 1.0g on the skidpad and achieve 15/25 mpg city/hwy. Vented and cross-drilled brake rotors, four-wheel ABS, traction control, electronic stability control, and mama’s largest rubber sneakers keep this toboggan gliding mostly straight.

You expect unrivaled performance, however Corvettes are also some of the easiest cars to drive. Wind, semi-wake, and long days just don’t affect you in a Corvette cockpit as they would in other vehicles; it is wide, planted like a steamroller, and if the trip is getting a little long, a slight twitch of your big toe can move things along. Skip the Magneride adjustable suspension — the base chassis is nearly perfect.

On a short drive around town with her hair blowing about, my four-year-old niece whispers to me, “My daddy said to talk you into getting ice cream.” I figure nothing goes better with a convertible and a niece better than ice cream. Besides, how was I going to resist that cute face? I also had to usher each of my two nephews through the same drive-up window. The little gremlins were wearing as much twist cone on their clothes as was smushed on their lips, nose, cheeks, and leather bucket seats. The fact that my sister suggested I limit them to milkshakes with straws is beside the point — not the first time I did something controversial.

Kids love Corvettes, and this big kid went absolutely drooly over the Grand Sport Convertible. Check the exterior. Exposed projector beam headlamps look good in the car’s long, sloping hood with bulging fenders. A low cowl lets drivers have a great view of the road or track. The bulge that starts in the doors and flows back into the rear fenders is taken from the 1963-67 C3 generation Vettes.

The power top goes from 0 to sunshine in 18 seconds to reveal an available stitched leather dash, heads-up display, shift paddles, navigation, Bose audio with CD, XM Satellite Radio, and heated leather seats with power-adjustable lumbar. Corvettes should immediately receive a USB port for full iPod compatibility, higher-grade trim leather (like Porsche or the Escalade Platinum), and removal of the generic steering wheel (I recommend installation of the Camaro’s deep-dish wheel). Nobody should complain about the roadster’s basketball star legroom or generous luggage locker.

Unlike many over-hyped, under-satisfying products, Corvettes surpass your wildest imagination, causing you to praise your savior of choice each and every time you hit the throttle. Whatever you dreamed as a little boy, the real thing is better as a man (or woman).
After your time in a Vette, there is an eerie silence around you as your celebrity wanes. All of the photos have been taken, obscene amounts of gas were burned, and you’re mortal again. Even more than an American icon, directly tracing its pedigree to the exuberant 1950s, the Corvette defies the grim reaper’s swath to plant its flag around the world. GS Convertibles start at $58,580; ours came to $75,740.

2010 Chevy Corvette GS
Two-passenger, RWD Roadster
Powertrain: 436-HP 6.2-litre V8, 6-speed automatic transmission
Suspension f/r: Ind./Ind.
Wheels: 18″/19″ alloy f/r.
Brakes: Disc fr/rr with ABS
Must-have feature: Performance, style
Fuel economy (city/hwy): 15/25-MPG (T4)
0-60 mph: 3.98s
Top speed: 190 mph
Manufacturing: Bowling Green, KY
As-tested price: $75,740

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A BETTER BREED OF BUICK

By Nick Kurczewski

Either I’m getting old, or Buick is building better cars.  Let’s stick with the second scenario, because how else can I explain my appreciation for the 2010 Buick LaCrosse?  The new LaCrosse is a welcome departure from the stodgy Buicks (and Buick owners) I remember growing up.  For many years – with a few notable exceptions – the only time a Buick got my heart racing was when I found myself stuck behind one, its driver stubbornly maintaining a steady 55 miles per hour in the left-hand lane.   Owning a Buick was the automotive equivalent of an AARP card. Until now. 

The LaCrosse – including the base CX 4-cylinder model I recently tested in northern Virginia – represents a true rival to entry-level luxury sedans from the likes of Lexus, Lincoln and Acura.  One obvious reason for this is because, quite simply, the LaCrosse looks good. The exterior features lots of soft edges, strengthened by a side character line that sweeps over the rear door handles before leading your eye to the cutline for the tail-lights.  It’s a sporty touch, accentuated by a minimum of chrome and the traditional Buick portholes finding a subtle new home on the hood.  Optional 19-inch alloys are available, even on the base CX.  These wheels look phenomenal, on the car.  Too bad the $3,995 price-tag looks much less appealing when viewed on the options sheet. 

The LaCrosse is front-wheel drive, with all-wheel drive optional on models equipped with a V6.  The previous entry-level motor, a 3.0-liter V6, is set to be phased out for the 2011 model year. A 182-horsepower four-cylinder takes its place, with a 280-HP 3.6-liter V6 remaining as the top engine in the lineup.  A six-speed automatic is the only transmission offered.  The smooth power and whisper-quiet nature of the 3.6-liter V6-equipped LaCrosse is hard to beat, though the lower cost and higher fuel economy of the new CX four-cylinder is worth looking into.   

In many driving situations, I didn’t miss the power of the V6 when driving the CX.  In city traffic or on an open stretch of highway, the four-cylinder was quiet and provided decent acceleration.  A 9.5 second 0-60 mph time is okay – then again, the V6 is more than two seconds quicker.  If you live somewhere that puts a premium on horsepower – especially the ability to pass slower traffic safely on two-lane roads – the V6 is the better choice, plain and simple. 

The CX four-cylinder does hold an edge in economy, managing 19/30 m.p.g. (city/highway).  The V6 in front-wheel drive format averages 17/27, which dips to 16/26 with the combination of V6 and optional all-wheel drive.  Also boosting the appeal of the CX is increased steering feel, thanks to the lighter 4-cylinder which adds less bulk in the nose of the car. You won’t mistake the handling for some German sports sedan, but the CX felt adept at tackling some seriously crazy country roads Buick mapped out for the media drive.

Inside, the cabin remains the same comfortable place you’ll find in any LaCrosse – except life in a CX means doing without leather seats, satellite navigation, rear-view camera and panoramic sunroof. None of these options are available on the base CX.  The (cloth) seats are wide and supportive, there is plenty of room for two adults in the back and a useful 13.3 cu ft of luggage space.   One major complaint: visibility sure ain’t great!  The enormous A-pillars take a huge amount of real estate. On one stretch of twisty road, they completely blocked my view of oncoming traffic when zipping around several sharp corners.

That’s a shame because, overall, the LaCrosse was incredibly composed over a wide variety of challenging roads.  Driving enjoyment in a Buick?  I know, I was pretty shocked, too. Buick showed enormous faith in the LaCrosse by plotting a route that was anything but dull. I even managed a short test-drive in a range-topping LaCrosse CXS, equipped with the Buick’s new “HiPer Strut” suspension.  Body roll and suspension movement were kept perfectly in check, without any noticeable degradation in ride quality.  This is a great suspension and something I’d love to see on more G.M. products – including all LaCrosse trim levels.  

With a base price of $26,245, the four-cylinder LaCrosse CX is a bargain compared to the $33,015 you’d pay for a 3.6-liter CXS.  That price gap should close a bit once the 3.0-liter V6 officially disappears from the lineup later this year.  Personally, I love the extra power and smooth performance of the larger engine.  And if driving with a reasonable amount of decorum, I wouldn’t be surprised if the fuel economy of the bigger V6 could nearly match the four-cylinder’s mileage figures.  Then again, a difference of several thousand dollars means a lot when shopping for a car.  I’m not too young (sadly) or too old (thank goodness) to recognize that fact.

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NOT SO FAST CAMARO: THERE’S A NEW PONY IN TOWN

By Joe Tralongo

There are two kinds of driver in this world and Ford builds a Mustang to suit them both. On the one hand there are people like my friend and fellow automotive journalist Wes Siler, one of the annoyingly cute adrenaline junkies from the impossibly straight Jalopnik clan. Wes and his ilk see cars as Herculean vessels designed to test the limits of manhood and common sense. They revel in pushing tires to their limits, get goose-pimply at the thought of triple digit speeds and dream of exceeding NASA approved g-force limits without ever leaving the ground. It is for the Wes Silers of the world that Ford builds the Mustang GT.

To prove the point, I recount for you my recent trip to Southern California, where I was invited by Ford to test the 2011 Mustang and Mustang GT. Wes was invited too, although after some insane red-eye flight from hell and a mere three hours of sleep, he appeared nearly catatonic at breakfast and was not much livelier as the drive began. He remained in this state until our group reached the Camarillo Airport. Here, Ford had transformed part of the tarmac into a quarter-mile drag strip and slalom course. Handed the keys to a bright red Mustang GT, Wes quickly jumped behind the wheel and set in motion a power braking session the likes of which I have not seen since my last day in the parking lot at Robert E. Peary High School, circa 1981. With tachometer racing and Mustang motionless, the spinning rear wheels quickly vaporized into a toxic veil of white smoke that immediately enveloped the Mustang. After a few minutes, the newly created low-lying cumulus cloud drifted away to reveal Wes, staring at us through the driver’s side window, a giant, shit-eating, Cheshire Cat-like grin spanning his cherubic face, delighted with the thing he’d just made. Wes was happy, which made the Ford guys happy, which meant the Mustang GT had accomplished its mission.

I tell this story because there is another Mustang to be touted, the kind that appeals to people like me; moderate car junkies that may be a little older, a little wiser (or wider)  and endowed with measurably slower reflexes than our young, GT loving friends.  For us, Ford builds the Mustang V6. Stay with me because the 2011 V6-powered Mustang has undergone a complete transformation from the car it replaces. Gone is the anemic V6 of rental car lore, with is spongy suspension, sickly manual transmission and laughable 0 to 60 speeds. The new Mustang uses a 3.7-liter V6 with variable valve timing for the intake and exhaust valves to generate big horsepower and torque numbers while keeping fuel consumption to a minimum (that is when you’re not mashing the accelerator pedal to the floor). In V6 guise, the Mustang now boosts a whopping 305 horsepower, yet claims an amazing 31 mile per gallon highway driving when equipped with the automatic. That’s nearly as much muscle as the old GT’s V8!  Better still, Ford has improved both its manual and automatic transmissions, instilling each with six gear ratios that help to enhance rather than inhibit the driving experience.

On the GT front, the 5.0-liter engine returns to the Mustang ranch using the same variable valve technology to raise output to 412 horsepower and 390 ft.-lbs of torque. Gear heads will quickly point out that these figures are not superior to the Camaro SS’ 426 horsepower and 408 ft.-lbs figures. But, the smaller, lighter Mustang is indeed faster than the more powerful Camaro. To prove the point, Ford shuttled an entire fleet of journalists to the aforementioned makeshift drag racing course, where we discovered the Mustang GT to be quicker in a straight line than the Camaro SS–at least when both cars are equipped with automatic transmissions. Of course the numbers vary widely when you move to the six-speed manual transmission, since it’s the skill of the driver, not the transmission’s computer brain, that decides which car is first to cross the quarter-mile marker.

Beyond the improvements in power, both the base Mustang and the uber-macho GT see significant improvements to their chassis, suspensions, brakes, and steering. The GT can be equipped with a Brembo brake package, which brings, not surprisingly, the Brembo disc brake setup from the GT500 and a set of really big, really expensive 19-inch wheels. The base Mustang also can be enhanced through a Performance Package that equips the V6 with much of the GT’s upgraded stock suspension and performance equipment, including an enhanced electronic stability control with a sport mode. Needless to say, the Mustang, no mater which trim, is a far better performance car than its predecessor.

But, there is more to the story than just the car’s performance aspect. There is the livable daily driver side that so eludes competitors like the Camaro. It is here that the Mustang V6 takes center stage, for unlike the boy-racer GT with its rumbling exhaust note, stiff ride, and so-so fuel economy, the Mustang V6 seems to strike the perfect balance between performance and comfort.

Ford has made a number of improvements designed to stiffen the chassis and quiet the cabin, but it’s the upgraded cockpit that makes the Mustang V6 such an enjoyable place to spend time. I found the seats to be much more comfortable than those in the Camaro and the quality of materials and dedication to details is light years ahead of both the Camaro and Dodge Challenger. Where the Camaro’s instrument cluster looks like something developed by the skunk works division of Fisher Price, the Mustang’s layout shows a sophistication and elegance harking back to the original car. The modern mixes with the old through the magic of Ford’s “My Color” instrument cluster that can be modified with over 125 color combinations. Add to this an ambient lighting option allowing you to choose the lighting color in the foot wells, door panels and overhead pin lighting, and you have a car even Tim Gunn could love.

The six-speed manual is tight and accurate and the clutch feels light and easily engaged; opting for the automatic brings an equally capable six-speed gear box, but the omittance of steering-wheel mounted paddle shifters makes this choice less engaging. Once up to cruising speed, the Mustang’s ride is firm but not so much that it telegraphs every bump and road blemish into the cabin. The optional fixed glass roof bathes the interior in sunlight and creates a feeling
of largess not found in most sports cars. Technophiles will love Ford’s SYNC audio system that allows seamless integration of Bluetooth or USB compatible music storage devices and cell phones. Voice integration allows you to call out your favorite music by artist or song title; you can also call out commands to your cell phone, such as “call Mike.” Team SYNC with the onboard navigation system, and your voice options expand to include such helpful shout outs as “increase driver’s side temperature to 68 degrees.” The brilliance of the SYNC system is that it allows you to control so many functions while keeping your hands on the wheel and eyes on the road.

If it sounds like I’m high on the Mustang V6, you’re correctly reading between the lines. With a base price starting around $23,000 and a well equipped V6 Premium remaining below $30,000, there’s much to like. The GT trims range from a low of $30,000 to around $45,000 fully loaded, while the convertible trims add about $5,000 to the bottom line.

In a nutshell, if you’re all about speed, sound and burning rubber, the GT will please you in ways you never thought possible. But if you’re looking for something a bit more demure, a pussycat that can become a panther only when it needs to, then Mustang V6 is the way to go. An unbeatable combination of price, fuel economy, performance, and comfort make this my favorite pony car for 2011. As for Wes, I figure he’ll eventually reach the same conclusion, probably sometime around the year 2031.

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PRIUS POWER

By Casey Williams

Despite all of the Prius’ supposed run-away dreams in California and elsewhere, the high-tech wonder from Japan continues its reign as the best-selling hybrid of all time, with over 1.3 million sold to date. Ten years ago, it defined what a practical four-door high-efficiency car could be. Now in its third-generation, the Toyota Prius still rides on top of the segment it created.

I drove two versions of that original model. It was a good car, but lived on the edge of what was acceptable on the freeway. It was also small and had a tiny trunk. The second-generation model was a dream by comparison — and one of my favorite cars of all time. It kept the cool factor, but added a hatchback, fold-down seats, roomy interior, and peaceful controls. I averaged 42mpg hauling myself through the mountains of Tennessee at 80mph. The latest edition is even more efficient, but has enough power to surprise some sport coupe drivers.
  
Toyota developed a more powerful 1.8-litre Atkinson-cycle four-cylinder engine that mates with a continuously variable transmission and electric batteries/motor in the hybrid system. The gas engine produces 98 horsepower at 5,200 rpm, but when combined with the electric system, generates 134 horsepower – about 24 HP more than the previous model. Toyota claims the mid-size sedan can zip from 0-60 mph in 9.8 seconds, and when driven more conservatively, achieve 51/48-MPG city/highway.
  
Power to the Prius!
 
As a “full” hybrid, the 2010 Toyota Prius can run on the gas engine alone, batteries alone, or use a combination of both for the ultimate efficiency. The car can creep short distances through traffic without burning fossils and is never plugged in. Batteries are recharged through the brakes and by using excess power from the engine. While the new Prius has three power modes — EV, Eco, and Power — it can only run as an EV for less than a mile, under 10mph. Eco mode causes the Prius to behave much like previous models, straining every ounce of energy from its drivetrain. When you’re feeling spunky, press the Power button to make the throttle more responsive and the Prius almost fun to drive. 
  
To discover the 2010 Prius’ inner athlete, step on the gas, and put the Prius into a hard corner. The car is infinitely more fun to drive than the previous model. Optional 17″ wheels and low-profile tires look great and enhance the car’s cornering grip. Four-wheel disc brakes and electronic stability control also help. On the flip side, the bigger wheels and stiff suspension will shake the jiggles out of everything inside the Prius over rough roads. I might skip the upgrades and go for the standard wheels with more absorbent tires.
  
Beyond comparable fuel economy ratings are possible in part from the Prius’ famous shape. Designers updated the previous car’s styling by moving the roof peak back 3.9 inches, giving rear passengers more headroom. You might also notice the sharper corners, which part and unite the wind more effectively, lowering the car’s coefficient of drag from 0.26 to 0.25. LED headlamps and taillights use less energy and look great on the hyper-futuristic Prius. The car’s shape is almost as famous as the VW Beetle’s; Toyota designers were right not to mess with it much.
  
Slide inside and you’ll have no doubt that the Prius was designed for the next decade. It continues tradition with a center mounted digital speedometer below the windshield while adding a diagram to show in real time where power is coming and going. The dashboard flows down into a flying bridge panel that includes the audio, climate, and gear controls. There is plenty of space for large drinks, phones, etc. iPODs can be connected to the vehicle with an AUX jack in the console, but unfortunately a USB was not deemed necessary — a BIG omission for a car this advanced. Lane keep assist (provides steering resistance to keep drivers from accidentally crossing lanes), dynamic (radar) cruise control to maintain a set distance, heated leather seats, steering wheel buttons for audio/climate controls, JBL speakers, auto up/down windows, and voice controls for the navigation system are all available.
  
Over the course of the past ten years, Toyota completely re-thought and re-engineered the automobile. Many competitors have followed, and more are coming, but to most people, Prius = Hybrid. At the end of my first review ten years ago, I stated, “The Prius is no toy showcase. It IS a real car, and a very enjoyable one at that.”  I couldn’t describe the newest one better myself. Competitors include the Ford Fusion Hybrid and Mercury Mariner Hybrid.

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CADILLAC TO THE MAX

By Casey Williams

The Escalade is well-established as the ultimate SUV — so much so that it’s the only Cadillac with a non-ambiguously-lettered nomenclature. It summarily displaced Range Rover as the preferred over-luxuriated truck for Hollywood stars, corporate elite, and anybody else wishing to drive a capable and stylish wagon. Well into its second generation, minor complaints about the Escalade’s interior trim quality are slashed with one word: Platinum. This is Cadillac to the MAX.

Exterior styling is instantly recognizable, but is even more impressive with a CTS-style grille, power running boards that ride flush with the body undersides, bright LED headlamps, LED taillights, and enough sheetmetal from which to rivet your own ship. Front fender vents and 22″ chrome wheels bring on the bling. And in case anybody wonders who makes this truck, Cadillac placed enormous “Wreath and Crest” logos on the grille and power-operated liftgate.

Grabbing the big chrome door handles or pressing the liftgate button on the key fob grants access to the most exclusive interior to grace a Cadillac since the ’57 Brougham. There’s nothing fake. Trees and cows died, and aluminum was mined, for this space. The doors, dashboard, and center console are covered in French-stitched leather. Aluminum panels gird the center dash and console. A tap on the Olive and Ash wood planks on the dashboard and doors confirm they’re real. Super soft Tehama Aniline Leather upholsters the first and second row captain’s chairs. Everything you see, touch, and smell is cabin class.

Cadillac serves up enough electronics to manage a Jupiter mission. Navigation, tri-zone auto climate control, universal home remote, rear audio controls, 6-disc changer, XM Satellite Radio, traffic congestion warning, blind spot indicators, and heated power-fold mirrors are all here. I counted five LCD screens; there’s one in the dash, two in the backs of the front headrests, and two more that flip down from the ceiling for both rows of rear seats. Phones connect with Bluetooth; an USB port is provided to easily sync your iPod with the vehicle’s own controls.

Sybaritic comfort is provided by a power-heated steering wheel, power-adjustable pedals, heated and cooled front seats, heated middle row seats, and heated/cooled cupholders – perfect for keeping your frappe cold or your latte hot. A remote starter is great in the winter. Bose speakers with 5.1 Surround Sound make violins sing. To match the best cars in the world, though, Escalades should come with radar adaptive cruise control, lane keep assist, and active warnings for impending front impacts.

As with the interior, there’s nothing pretend under the hood. A 6.2-litre GM small block V8 makes 403-HP, 417 lb.-ft. of torque, and a throaty exhaust rumble. It connects to the wheels through a crisp six-speed automatic transmission, fully automated all-wheel-drive system, and locking rear differential. Variable displacement that shuts off four cylinders during low-power situations conserves at least some fuel, although you’ll see 12/19-MPG city/hwy.

There’s no problem getting this rolling estate to blow past slow-moving sport coupes on the open interstate, in pounding rain, going through the mountains, with trailer attached. Just be careful. Four-wheel anti-lock disc brakes, Magnetic Ride Control (adjusts the suspension in real time), and electronic stability control can only do so much.

If you must pull a 30-ft. Airstream, mini-yacht, or horse trailer, it is a comforting reminder that the Escalade is based on GM’s full-size SUV platform, which includes the Chevy Suburban and GMC Yukon. Our test vehicle is rated to pull 7,800 lbs. I’m not sure who would abuse a flagship luxury wagon by running through streams and ramble, but the Escalade is up to the challenge if its owner is up to the expense. It is a real truck and can be used as one if you like. Getting to the lodge will be no problem.

I nearly drove 5,943-lbs. of Escalade through a Saturn SL2 and Toyota Corolla when both, apparently involved in cell phone jabber, slammed on their brakes in the left lane of a 65 mph highway, in pouring rain, before swerving into a turn lane. I slammed on the brakes, ABS activated, stability control grabbed the SUV, I swerved the truck into the middle of the lanes, and proceeded around the brainless wonders. The big truck can really move when it needs to. I’m glad I didn’t test the 5-star crash ratings!

Fully laden with life’s luxuries and wonders, the Escalade came to $87,630 (breathe). If you want to travel in three comfy rows of sweet leather, trailer attached, and surrounded by top technology, there is no better choice. Escalade Platinum should finally meet the refined expectations of high-end buyers.

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DON’T BE JEALOUS OF SUZUKI’S BOOGIE

By Casey Williams
Ru Paul and that bitch’s drag race crack me up. Don’t “F—” it up,” she says as the drag divas lip sync for their lives! From playing clucking chickens to country divas, watching those queens compete to become the next dag superstar is too funny to miss. Grab a fruity martini and watch. As the song that sings the show out each week says, “Don’t be jealous of my boogie.”
But, you might be jealous of Suzuki’s new boogie – the Kizashi, pronounced “Kee-Zah-Shee” and meaning “something great is coming.” Engineered by Suzuki and Opel, it is like a Japanese athlete who speaks with a German accent – not much different than Ru’s contestants who speak in accents only discernible by an armada of United Nations interpreters. However you say it, Kizashi is gor-geous.
Designers went balls out with the exterior. Kizashi’s honeycomb grille and aero facia are as photogenic as a supermodel’s mug. Muscular 18″ alloy wheels, bulging thighs, and a perfectly shaped, high bootie are a joy to behold. The arching roofline is as smooth as shaved legs and contributes to a hushed interior. A little sporty, and suave elegant, the sedan should be much more of the toast of the town than the Italian-accented Suzuki Verona it theoretically replaces. V-angled twin tailpipes finish off the hind view as the Kizashi launches down the expressway.
If you can judge a Kizashi by its shell, then what’s inside should be 2 pc. and a biscuit (or two bratwurst and some sushi). Style is primo with comfy leather seats, perfect steering wheel, large analog gauges, soft headliner, and leather door pull straps. Details matter on the mid-size runway, and the Kizashi makes its mark with ambient lighting from overhead and in the footwells, felt inside the glovebox, three-stage heated seats, heated mirrors, and rain-sensing wipers. I love the refined Euro fit, but could do without the hard plastic dash.
Electro-wizards also had their way with the Kizashi’s interior. One enters and starts the car without taking the key fob out of their pocket – just walk up, let the car automatically unlock the door, hop in, and press the start button. Bluetooth connectivity lets your cell phone sync with the car for one-button calling. While the audio system has a USB port to allow you to control your iPOD through the car’s controls, the menu is about as hard to decipher as an Indian drag queen’s accent. Fortunately, the Rockford Fosgate 10-speaker audio with subwoofer needs to translation to be clearly heard and enjoyed.
Sachet away, or more like hit the gas and shift gears. The only motor you’re going to make purr is a 2.4-litre DOHC four-cylinder that generates 185 horsepower with a manual transmission or 180-HP with a continuously-variable trans. as in our test car. There is plenty of power to scoot the sedan, but CVTs always behave like a high-powered weedeater had relations with a golf cart. Paddle shifters behind the steering wheel made this guy feel like he was driving a Ferrari. OK, maybe it won’t get you all that untucked, but it was a pretty good drive anyway. With fuel economy ratings of 22/29-MPG city/highway, you’ll pack enough back to show off at your favorite eatery.
To rage on the throttle of this hot rocket, you will need Pilotis instead of Jimmy Choos. Imagine one of those boys grabbing the ground with four ends of claws and you get whiff at the Kizashi’s grip. An all-wheel-drive system that can be de-activated with a dash switch makes hash of slick weather and curvy back roads. Upon the first hint of slipping front wheels, power is immediately sent rearward with the front/rear split dependent on road conditions and driver inputs. Its tenacious performance was validated on Germany’s Autobahn, Switzerland’s Alpine passes, English cobblestones, and the famed Nurburgring.
Kizashi is essentially a Chevy Malibu or Buick Regal in drag, gorgeous in its sexy dress, but very much a working boy beneath. The structure is solid, doors close with a fwoomph, and the car is very well engineered. Cars are usually much better when they behave like blue-collar workers than prima donnas anyway. To only think of the Kizashi as a Chevy Malibu in high hair would completely pan its superior performance and accoutrement. Better than safe sex, Kizashi protects with 8 airbags, electronic stability control, and four-wheel anti-lock disc brakes – meeting U.S. crash standards four years early.
Hailing from Sagara Japan, Suzuki crafted a hot little social climber that may have been born from working class parents, but successfully graduated from finishing school to take its place among the best mid-size sports sedans on show. Don’t be jealous of Suzuki’s boogie. Get your own. Prices start at $18,999, but came to $27,864 as tested, making this Japanese hottie dragged-out competition for the VW Passat, Ford Fusion, Nissan Altima, and Dodge Avenger.
As tested price: $27,864.

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LEXUS HS250h DEFIES REASON

by Casey Williams
Little sporting hybrids are not usually the types of cars I hop into for seven hours of driving, into a predicted snowstorm. I envision prissy little cars with high-strung personalities that are frugal, but not a buggy full of fun. My partner coming in the door after driving home through hellacious weather, and vibrating with excitement, should have been my first clue that the HS250h was more than met appearances.
Part Prius with heavy sprinkles of Lexus IS250 and LS600h, the HS250h is a compact-sized luxury hybrid for which it is apparently the only categorical reference. Sport sedan styling is highlighted by an incredibly aerodynamic profile that first greets the wind with a smooth three-bar chrome grille, flared headlamps, and swept windshield. Eighteen-inch alloys with low-profile tires looked great, gripped corners well, and performed a surprising job of handling deep snow. High-tech LED taillamps are standard.
George Jetson never imagined an automotive interior like this. It is at once luxurious and hyper-technical – like a leather-upholstered iPOD. Twin analog gauges look normal, but the left one communicates whether the batteries are being charged or depleted instead of engine rpm. The center of the dash flows up to a touchscreen and contains buttons for climate, audio, and navigation controls. A gay little gear selector is probably best engaged with pinkies raised. As with the RX350, the HS comes with a mouse-type controller to work through menus. Way cool, you can actually feel when the arrow has highlighted a particular function.
And there’s plenty to control. A heads-up display shows speed, navigation directions, and through “Touch Tracer” press-sensitive steering wheel controls, which audio or phone button you are pressing. Cell phones connect with Bluetooth and you can voice-activate the audio, climate, and audio systems from a button on the steering wheel. iPODs connect through a USB port, allowing you to scroll through favorite songs, artists, and albums with the mouse. It takes patience if you have a music store’s worth of music, but at least you can find your song through the car’s menus.
Lane Keep Assist, activated by another button on the steering wheel, uses cameras to monitor the lane markings. When you start to cross one, the system adds tension to the steering wheel and beeps. If you look closely, you might notice the big Lexus logo in the grille is actually just a good place to hide a radar unit that automatically adjusts the cruise control speed when approaching vehicles from behind and detects too fast closing speeds to warn drivers of impending collisions with flashing lights. A wide view front camera helps you see around parked cars while nosing into traffic. Keyless entry and starting can be programmed to remember preferences from multiple drivers upon arrival.
With all of the technical sophistication, it would be easy to forget the HS is primarily a luxurious Lexus. Awesome heated/cooled leather seats, stitching around the instrument hood and center control stack, wood grain trim, and leather steering wheel exceed all expectations. XM Satellite Radio entertained while the Zagat restaurant guide provided nourishment. More than once, the NAV system warned of slowing traffic miles ahead and gave me a chance to route around it. The stereo sounded good, especially when cranked, but Mark Levinson needs to re-furbish this concert hall to match other Lexus cabins.
During dinner in downtown Chicago, I watched snow “fall” sideways down the river, between the skyscrapers. While I was eating, five inches of snow fell, making the roads were an absolute mess. There wasn’t a snowplow in sight. I brushed off the HS, stabbed the start button, twitched the gear lever, and eased away without a blink of the traction control system. Impressive.
I think part of the HS250h’s poor weather confidence is its smooth powertrain. An Atkinson cycle four-cylinder engine generates 147 HP. Combine that with the hybrid electrical system, and you put 187 HP to the front wheels through a continuously variable transmission. Normal, Power, Eco, and EV modes alter throttle response and A/C settings to change the car’s attitude; EV mode allows the car to be driven short distances on electricity alone. Fuel economy is rated 35/34-MPG city/hwy.
I wish you could have seen the valet’s face when I stopped in front of my hotel. It took a few minutes to teach him how drive the car, but when he brought it back to me hours later, a big smile came across his face. “Nice car,” he said as he handed me the fob. Nice car, indeed.
So, how do you rectify the HS250h in your mind? It has enough technology to star in a sci-fi flick, but is a joy to drive at high speeds over long distances. It defies expectations and categories. Your mind wants to compare it to other near luxury sport sedans or eco-hybrids, but it really can’t. It is special, and after driving it, nothing will ever be the same. All of that specialness comes with an as-tested price of $46,547, making it competitive with the Acura TSX, BMW 330d, and Mercury Milan Hybrid.
Please send questions and comments to Casey at CRWAuto@aol.com.

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A JEWEL MORE DEAR

by Casey Williams
My partner equated the Lexus SC430 to a Faberge Egg, beautiful in its turtle dove shape, divine with its Mark Levinson audio system, and open to heaven with the hard top retracted. The car’s interior was equally stunning with high-grade leather, wood, and chrome finishes. I couldn’t have felt more special driving it. Although, when retracted, the top put a scary proportion of its weight over the rear low-profile tires, the suspension was not up to the task of handling less than glass roads, and legs were not an acceptable form of mobility if you wished to store yourself in the rear seats.
Although positioned a couple of rungs below the departed SC in the Lexus family, the IS250C is a jewel more dear. Its beauty is at least as radiant, the interior is divine, and its handling is a couple of strata higher. Summer is still a few months off, but the IS is a delight even in winter.
IS models most dramatically exhibit Lexus’ “L-Finesse” styling language that combines a rounded chrome grille with dynamic side sculpting, arching roofline, high deck, and wrap-around taillamps. The car looks athletic with its wide rear flanks, 18″ alloy wheels, low-profile tires, and unabashedly Asian shape with its wind-sculpted profile. It’s feng shui meets muscle boy. Top up or down, the IS250C looks like a movie star – less special than the SC430, but a more exciting design overall.
Lexus installed one of the most beautiful interiors of any compact luxury car. The woodgrain center console with precise gated shifter, touch screen, and automatic climate controls could have been lifted from the top-flight LS600h, albeit on a reduced scale. I loved moving the perfectly sized three-spoke leather-wrapped steering wheel through my hands as I made the needles move. Heated (and ventilated) leather seats and insta-warm vents encouraged my winter-weary heart to smile.
Making use of the technology showcase brings further joy. As with the big LS, IS comes with a power tilt/telescoping steering wheel for the perfect driving position. In-dash navigation handles all of the routing chores while auto up/down front windows make zipping through the coffee hut drive-through simple. Mark Levinson audio systems are beyond compare, bringing studio sound to Lexus cabins. XM Satellite radio, CD changer, 12 speakers, and 5.1 Channel Architecture made great tunes grand. Best of all, real humans can sit in the rear seat, allowing three friends to visit your leather-lined happy place.
Under the aero brow is a little hummingbird 2.5-litre DOHC 24-valve V6 that produces 204 horsepower and 185 lb.-ft. of torque. It routes power through a paddle-shifted manumatic transmission to the rear wheels. Scampering the car down the highway is never a problem, and it cruises easily at near triple-digit speeds, but the IS250 is no muscle car. For that, you have to sign for an IS350C. Still, there is something gratifying about wringing power out of a smaller engine attached to a light and fun sport coupe. Best of all, it comes with fuel economy ratings of 21/29-MPG city/highway.
The IS platform, whether under a sedan or convertible, is by far Lexus’ most sporty vehicle architecture. Double wishbone front and multi-link rear suspension set-ups give the car a crisp, tossable feel that is a joy the first, fifth, and three-thousandth time you slip behind the wheel. Ventilated front and rear anti-lock disc brakes, traction control, and electronic stability control keep the little weezer heading in the right direction. The IS250 will constantly remind you that it is a sport coupe over rough roads, but nasty harshness was eradicated. Even with the top stowed, the car is well balanced and moves itself like the pedigreed car it is.
From the moment the IS automatically unlocks its door and starts with the press of a button, it is a jewel of near-perfect clarity. The design is spot on, interior features rival flagship luxury sedans, and the convertible hardtop looks great up in winter or stowed in summer. I wish the bitter weather would go away so I could put sunglasses on this celeb and take it for a long evening drive. It may not be a Faberge Egg, but it will make eggs benedict out of other convertibles.
As tested price: $48,200.

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BMW stamps its authority on the luxury cross-over world

by Nick Kurczewski
The 2010 BMW 550i Gran Turismo is the latest chapter in the age of the luxury cross-over. With the practicality of a station wagon and panoramic ride height of a traditional SUV, the 5 GT has all the goodies you expect in a German luxury car: power, agile steering, a classy cabin, and enough room in the trunk for antiquing (of which we’ll discuss later).

The interior is loaded with polished metal and leather – no great surprise, given the 5 GT’s substantial base price of $64,725. The mere thought of a spilled latte or muddy paw prints on the backseat of this Bimmer has relationship-breaking potential. BMW has expended considerable energy streamlining the functions of its much-maligned (and in its first generation, exceedingly irritating) iDrive system.
Take note, because the criticism ends here with the fourth installment of iDrive. After only a few miles behind the wheel, I found it easy to toggle through commands for the navigation system, radio, and various other vehicle functions. If you screw up, don’t panic (or start cursing German engineering). A handy “Back” button returns you to the previous screen and gets you out of trouble.

There is seating for five adults and plenty of room to stretch out. The backseat is extremely spacious and shames the room offered in many large SUVs. The rear seat moves back and forth and the angle of the seat back can be adjusted. For $3,950 an optional luxury rear seat package replaces the middle seat with an attractive center console. But unless you truly need the back seat to have the comfort and amenities of a Lear jet, this seems an expensive way to reduce seating to only four.
In terms of safety, the optional night vision system seems a bargain at $2,600. Okay, it also happens to look extremely cool and will impress your friends. A premium sound system, ventilated seats, rear entertainment system and alloy wheels (stretching to 20-inches in diameter) are all available. One of the best bets is the Sport Package, which rings in at $4,200.
This allows the driver to choose between four drive settings: comfort, normal, sport, and sport+. I flicked through each while hustling the 5 GT along a mix of arrow-straight highways and winding country roads. Shift points, throttle response, steering feel and the firmness of the suspension all immediately adapted to my every driving whim.

To be honest, the comfort setting feels too soft and Lexus-like for a BMW. The company’s traditional weighty steering suddenly felt numb and lifeless. Normal mode offered a much better balance of comfort and agility, though I usually spent most of my time in sport and sport+ mode. This made the ride noticeably firmer, and provided the steering with extra verve and character.
The 4.4-liter, 400-horsepower twin-turbo V8 engine under the hood, coupled with a smooth-shifting 8-speed automatic gearbox, definitely adds to the fun. This is one extremely potent powertrain – the 5 GT needs only 5.4 seconds to sprint from 0 to 60 m.p.h. This is quicker than many sport sedans but, unfortunately, the penalty is an appetite for fuel more in tune with sport-utilities. The 5 GT averages 15 m.p.g. in the city/21 m.p.g. on the highway, according to BMW.
No matter what options you throw at it, or what drive setting you choose, this Bimmer feels big. Thankfully, this size can work to your advantage – especially when the mood is right to hunt for antiques. A stop-over in fun and funky New Paltz, New York, turned up some fantastic treasures, along with a few pleasant surprises when it came time to loading them into the 5 GT.

The rear hatch can be opened in two parts. The bottom half opens like a conventional trunk-lid if all you need is to throw small items in the back. For bulkier items, the entire rear hatch and back window swings up and out of the way. It’s a clever feature, one of those things you never knew you needed until you had it – like my antique end table (a bargain at only $30 bucks!).
For car buyers with the means to afford it, the 550i GT offers a tempting blend of horsepower, tech-gadgets and real-world functionality. Some might be turned off by the exterior styling – I personally prefer the macho looks of the BMW X6 – but the trade-off is a more livable cabin with limo-like levels of space and luxury.
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by Nick Kurczewski
2010 Nissan 370Z Roadster: Nissan adds more muscle, but doesn’t forget the importance of good manners.
I’d be a rich man – or at least a more popular one – if my personal gym routine was as strict as the one Nissan imposed on the 370Z Roadster. The last generation 350Z Roadster was already far from being the kind of car we’d ever consider an automotive couch potato. No comment need be made regarding my own television viewing (or dining) habits.

Back in 2002, Nissan started from a clean sheet of paper when it launched the 350Z Coupe and, two years later, followed it up with the 350Z Roadster. Both had a sexy shape, a high-revving V-6 engine under the hood, and a price-tag within reach of everyday driving enthusiasts. The 2010 370Z Roadster isn’t dramatically different from the outgoing model, mainly because there wasn’t that much which needed fixing.
The tried and tested rear wheel-drive, two-passenger sports car blueprint is still there. But Nissan has managed to add some much-needed luxury into the cabin – more on this later – while upping the power output of the engine and trimming overall curb-weight by about 200 pounds. Like I said, this car has gone through one serious workout!
The basis for the improved 370Z is a “tighter, lighter package,” according to the press materials Nissan provided before a test drive through stunning California countryside surrounding San Jose. Nissan managed to increase the strength of the new chassis anywhere from 10 to 60 percent, depending on the body structure being tested.

In the real world outside the lab, this means the Nissan 370Z Roadster is simply one fantastic little sports car to drive. On ribbons of road that twist their way through pine-covered mountains and along the rugged Pacific coastline, the 370Z Roadster proved to be one of those rare cars that feels comfortable, easy to use, and loads of fun within the first couple miles.
The steering offers an excellent feel as to what each of the 19-inch alloy wheels is doing. And the powerful disc brakes with standard ABS ensures all this fun comes to a quick stop when confronted by, say, a sinuous mountain road that inexplicably turns into a bumpy gravel lane with heart-stopping cliffs on either side. Note to the editor: don’t ever trust me with a map.
Okay, the exhaust note could be more aggressive. But to be honest, the gentle V-6 growl will satisfy most people. The 3.7-liter V-6 has grown in size from the previous Z-car and, in the process, it now offers 332 horsepower (versus 306hp in the outgoing model) at 7,000 rpm and 270 lb-ft of torque at 5,200 rpm. A six-speed manual transmission or seven-speed automatic is available.

I spent time behind the wheel of the slick shifting manual and, if you’re a driving enthusiast, this is the ideal choice. Smooth clutch action and a precise shift-gate would make even congested city driving a breeze. It did take time to get used to the “SynchroRev Match” system, which blips the throttle to smooth out shifts. Nissan says it gives a driver “professional-like heel-toe downshifts.” Problem is, for those who enjoy heel-toe shifting on their own, the system only gets in the way. Thankfully, you can turn it off.
Nissan went to great lengths to explain that the new hydraulically-operated convertible top is sleeker-looking when up, smoother in operation, more compact when stowed, and has a cloth inner liner to hide the folding mechanism. Except the gorgeous sunny weather meant we kept the top permanently down during our drive. Should the weather gods finally arrive to spoil the fun, a push of a button and roughly 20 seconds is all you’ll need to stay dry.
Not everything is perfect with the 370Z Roadster. The interior is vastly better looking with much higher quality plastics than the old model. But why did Nissan keep an awkwardly large flap on the center of the dash to hide a surprisingly small storage space? It’s worth ordering the optional satellite navigation simply to fill in the dead space with something more useful and attractive.
Other niggles include a steering wheel that feels too thin and slippery for a car competing with the Porsche Boxster and BMW Z4. And while I’m complaining, the seats are plenty comfortable (and available with heating and cooling systems), but could use more side support for high-speed driving excitement. Adjustable lumbar support just wasn’t enough.
Nissan has not only trimmed the weight of the 370Z Roadster, it has also streamlined the lineup to a Base and Touring model. An entry-level 370Z Roadster begins at a MSRP of $36,970 – which Nissan mentioned is only $100 more than the 2009 350Z Roadster. A Touring model like our test car adds a pumping Bose audio system, Bluetooth® hands-free phone system, and 4-way power seats. Extras like sat/nav and the sport brakes fitted to our test vehicle are optional, but only on the pricier Touring model. Fully loaded with the Sports Package and every available gizmo, pricing tops out around $43,320.
That makes the 370Z Roadster a very tempting proposition and should help maintain its popularity in the sports car world. Now if only I can convince those clever Nissan engineers to give me some tips for the treadmill, lat pull-down and pec-deck…

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Stop in the Name of LÖV

Photo by Mark Elias

by Joe LaMuraglia
In January of this year I was attended an event hosted by Volvo Cars of America where I drove the new 2010 Volvo XC60 (you can read it HERE). While a day behind the wheel of a new car gives a great initial impression, it is always nice to spend more time living with a car in a familiar environment doing more mundane things. Volvo agrees and set up a week-long date with the sexy new XC60 this past June.

If you haven’t seen a Volvo XC60 on the road yet, you are missing out. The new small luxury crossover is arguably the most attractive in its segment – and that is no faint praise when you consider the Swede is competing with the Mercedes-Benz GLK, Audi Q5, BMW X3 and Acura RDX in this beauty contest. The strong shoulder line and sweeping silhouette give it a presence on the road and in your garage.
Unlike many things in life, beauty isn’t skin deep with the XC60. The interior is a exercise in simplicity without compromising sensory reward. The cabin is airy and all the materials and switchgear are top-notch. Our test vehicle was outfitted with two-tone leather that provided contrast and depth to the seating surfaces while feeling and smelling fantastic. The dash with the optional light wood inlay could be straight from a modern design magazine.

In my initial drive earlier this year, I noted that the seats were comfortable but not up to the levels normally associated with Volvos. After a week with the XC60, I stand by that statement. The front perch is still better than many but it does feel like Volvo may have saved some money in seating. Rear seat room is excellent and with the seats folded down, you’d be hard pressed to want more usable room.
Volvo’s recent campaign used the tag line “From Sweden With LÖV” with ‘LÖV’ being the time and effort that Volvo has spent over the years developing and standardizing safety systems in their vehicles. The XC60 is no exception and is the first vehicle from Volvo that comes with their City Safety technology. Using a laser mounted at the top of the windshield, City Safety can help the driver avoid frontal collisions at low speed. If the driver is about to drive into the rear of a vehicle and does not react in time, the car will apply the brakes by itself.

From Volvo’s press release: “Surveys indicate that 75 percent of all reported collisions take place at speeds of up to 19 mph. In half of these cases the driver has not braked at all before the collision, mainly due to distraction. In these cases, City Safety could make a crucial difference. City Safety automatically applies the brakes if the driver is about to drive into the vehicle in front. A collision may be entirely avoided, or if this is not possible, the damage to cars and people can be reduced.”
It sounds little odd but it works brilliantly. Volvo provided some portable barriers in the test car and I spent a few hours one afternoon showing neighbors how it works. All were duly impressed but few were surprised that this technology was being introduced by Volvo; the company that invented the seat belt 50 years ago.
After spending a week with the XC60 in and around the less-than-perfect roads of Northern NJ and NYC, I was impressed with its driving dynamics. It is euro-tight and feels nimble on the road. The 281-horsepower T6 engine was had plenty of power and never left me wanting for more oomph. The XC60 is not a enthusiast’s crossover though so don’t expect to be carving up mountain roads in it. It is also not a soft luxury vehicle either. The suspension on our test T6 AWD was taught and transmitted some serous auditory feedback into the cabin when hitting larger-than-average road irregularities. Rather, the XC60 delivers a nice balance between sport and luxury ‘float’ that reminds you what is going on around you without feeling every imperfection of the road surface.
Our test car was loaded at $44,240 but you can get into to a “nicely equipped” T6 AWD starting at a MSRP of $37,200. If you don’t need all that power and AWD, a base XC60 3.2 starts at $33,845 and that includes Volvo’s excellent panoramic sunroof. All XC60s, and all Volvos for that matter, come with a Safe & Sound plan that includes 5 years of complimentary factory scheduled maintenance, 5 years of wear and tear coverage (brakes, wipers etc.), 5 years of roadside assistance and a 5 year/60,000 mile warranty.

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Zoom Zoom With Room

by Donny Nordlicht
My Audi-obsessed friend could not believe me when I said that the car I was driving this week was best described as “zippy.” He whined about how it only had a 2.3 liter 4-cylinder sending a measly 153 horsepower through a lowly 5-speed automatic. Oh, yea, and it’s a minivan. But then again, he will rarely give anything not wearing the four rings a second glance. For me, I’ve found the Mazda5 to be one of the best around-town cars I have driven, hands down.

The 5 is a mini-minivan; essentially a longer and taller Mazda3 5-door with sliding doors. But before I go on, let me make everyone aware of my bias: I own a 2008 Mazdaspeed3, so obviously I love my Mazda, and I love them with room for junk in the trunk. Owning a Mazda myself made the ergonomics second nature for me. However, even if i was not part of the Zoom-Zoom faithful, finding a button or knob would be trouble free. The interior layout is simple, straightforward, and very clean. And being a minivan, the interior was light-filled and spacious, with seating for 6. You could either fill up the 5 with your friends, or the rear four seats fold flat making more than enough room for, say, a patio lounge and matching table. Cubbies are abound throughout all three rows, although few of them are covered. The one covered storage space – the glove box – was, as it is in most Mazdas, large enough to swallow an Hermes Birkin bag, complete with small dog.

Speaking of luxury goods, the loaded-for-under-$25,000 Mazda5 comes with features you wouldn’t think to find this far south of $35,000. The Grand Touring model I had was equipped with every option on the checklist, except the navigation system. What that does mean is that it had auto xenon lights, auto wipers, auto climate control, LED taillights, heated leather seats, Blutetooth, and a flip-down DVD player for the rear seats. Surprising was that there was no Bose premium sound system, which is found on the Grand Touring trim level on most other Mazdas. Even more surprising was the fact that the standard audio system was just as good, if not better, than the upgraded systems in most cars in its price range.
But the fact that the Mazda5 is better than most in its class. doesn’t surprise me in the least bit; that seems to be Mazda’s modus operandi. Known generally as the cult favorite, you can see why these cars have such loyal followings. Every Mazda I’ve been behind the wheel of has had quick steering, a nimble handler, and peppy around town. The 5 is no exception, especially with a ride that is goldilocks perfect: not too firm, not too soft. And, oddly enough, I also find that Mazdas are remarkably easy to park. With the room of a much larger car, it’s easy to forget that the mini-minivan is quite, well, mini. That is, until you to parallel park in an SUV-sized spot. The 5 is shorter than both the Toyota Camry and Honda Accord by roughly 10 inches, and just an inch longer than a BMW 3-Series Convertible.
Maybe it’s because I’m a Mazda faithful, but, more likely, but the car is so well engineered, it’s hard to find many faults for the 5. However, it could use either for a more refined and less buzzy engine, and an extra cog in the automatic transmission. Although down a gear from most automatics you find in 2009, I – me, me with my lead foot and heavy a/c usage – managed 25 miles per gallon around town. Highway cruising got me the nice number of 28. If you drive the 5 like a normal person, my guess is that you’ll be cresting 30 mpg’s on the highway.
So for a hair under $25,000 (my car stickered at $24, 975), you can get a loaded, versatile, fun-to-drive package. However, I did learn something about myself after spending a week with the Mazda5: I have a subconscious association with soccer practice when I hear the sound of a sliding door. If I had to pick an efficient, inexpensive car to take the kids to soccer practice in, this would be it.
Photos courtesy of Mazda

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By Casey Williams

When Toyota first sold the Yaris in the U.S. it was called the Echo and was just shy of ugly. The rest of the world got a more stylish and functional hatchback. Toyota didn’t make the same mistake twice, and when it replaced the Echo, we got the same Yaris sold in Europe but only in 3-door hatchback and a 4-door sedan. For the 2009 model year, Toyota decided to share their cute 5-door version with us.

The 2009 Yaris gets its European city car looks honestly. It resembles other high-profile Toyotas like the Prius and Camry with a stub nose, arching roofline, strong shoulders, and a short rear with hatchback. Body color door handles, strong wheel arches, and 15” alloy wheels give the car an upscale sporty look. Five doors extend the car’s length a couple of inches, but the five-port Yaris is still pretty short and easy to park in tight downtown spots.

A feature I liked a lot with the Echo was its tall seating position, making entry and exit more like a crossover than a scrunched up compact. The front thrones are styled from foam, but are still comfortable and supportive. Toyota engineers are smart campers, so they designed the dashboard with a central instrument cluster, radio, and HVAC controls making the build of right-and left-hand drive models easy. Our test car came with an in-dash CD player, iPOD input jack, power windows with auto down driver’s switch, freeze-you-now air-conditioning, and storage bins on the side of the center stack. Clever flip door storage on both sides of the dashboard and flip down cupholders on the dashsides are practical and cool. Rear seats split/fold to throw in bicycles, groceries, or camping gear.

Moving all of this Euro-Japanese coolness is a 1.5-litre four-cylinder engine, equipped with variable valve timing that generates 106 horsepower at 6,000 rpm and 103 lb.-ft. of torque at 4,200 rpm. A manual transmission is standard, but our test car came with the optional four-speed automatic transmission that features shift logic to prevent “hunting” in hills. Gas mileage is rated 29/35-MPG city/highway.
You might think a little over a century of ponies is not much, but in a lightweight car with plenty of torque, that’s plenty. I had no problem cruising at super-legal speeds and zipping away from stoplights on city streets. I am not a fan of electric power steering systems, but rarely did I feel the on-center deadness that is typical of these systems. Four-wheel anti-lock brakes, available stability control, and side curtain airbags keep everybody safe. You probably won’t want to do 1,000-mile days in the Yaris, but it is perfect for commuting or a couple of hours in the Interstate.
Much effort was also put into building a car that feels tight and solid. High-tensile steel enhances a rigid structure that is noticeably free of squeaks and rattles, especially over rough roads and railroad tracks. Damping insulation is also placed strategically throughout the body structure to repel road noise. Suspension and steering were dialed to provide responsive handling balanced with a comfortable ride.
We tested a relatively base model, but Toyota offers many ways to upgrade the Yaris. S models pour on the POW with front and rear underbody spoilers, differentiated interior color schemes, leather-wrapped steering wheel and shift knob, and “S” badging. A small spoiler is attached to the rear hatch.
Toyota has a deserved reputation for building durable, efficient, and occasionally fabulous cars. It expects to sell 130,000 Yaris (all models) during 2009. Given impending fuel economy regulations and high gas prices, I suspect many will come to the conclusion that the Yaris provides all of the space and power they really need – in a stylish little container that makes life easy.

Photos courtesy of Toyota

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Looking Good, Feeling Good

by Jay Brecker
Honda’s new Insight borrows from many points, parts and places in the company’s past in the search for the highest possible real-world fuel economy. You won’t be saving the world for multiple generations of gorgeous creatures such as yourself, but you’ll feel good about trying. And since you already look good, feeling good becomes the #1 issue. Well, maybe doing good is up there, too.

Honda has one of the longest histories in Automobiledom of making conscious big product decisions in favor of better efficiency. Having started on two wheels, company founder Soichiro Honda pushed his engineers to perfect four-stroke bike engines when the world was mostly wedded to gas- and oil- consuming two-strokers. This set the tone for years.
In late 1999, Honda issued its first Insight. It was the first gas-electric hybrid actually sold in the U.S. market and the most fuel efficient car sold in the U.S. at the time. It only sat two people and looked akin to an elongated egg; both factors limited its appeal. After a brief hiatus, Honda has resurrected the Insight as a larger vehicle with styling that is more inline with its primary competitor, the Toyota Prius. We spent some time with the 2010 Honda Insight recently.

Despite the mileage hullabaloo about hybrids and all the intricate engineering details to make as light a car as possible, everything is moot if the car doesn’t perform as it should. If the singer can’t cut the track, but looks pretty good, even the most narcissist fan would boo the hag offstage. In this regard, the 2010 Insight plays the part well. In careful city-only driving, it returned 42.1 mpg. Dedicated highway driving saw 47.8 mpg and the overall combined during the whole test period netted 43.4. On official ratings of 40/43, that’s exceptional.
Brush up on your speechifying, too. As you acclimate to hypermiling in the Insight and learn to drive most efficiently, the center instrument display doles out awards based on your ability to extract the best mileage from the Insight. Leaves and wreaths denote your level of Efficiency Royalty. Maybe Honda’s next generation system will use Oscar statues.
If you’ve driven a Prius or other Toyota hybrid, the Honda’s operation feels a bit different. While we never witnessed it doing so, the system can propel the car on electricity alone. We did witness the engine stopping under braking once below a certain speed (roughly 5 mph) and when stationary. So, put simply, where the Toyota’s system can propel the car using electric power alone, the Insight’s 1.3-liter four-cylinder engine seems to always propel the car, though assisted by the electric motor when additional power is called for. You can opt for a high(er)-efficiency mode by pushing the ECON button on the dash, which dials back the response rate of the throttle, lowers the rev range in which the CVT operates, adjusts air conditioning and cruise control parameters and lengthens engine-stop duration at traffic lights during idle time.

Under most circumstances, the Insight’s engine and transmission are perfectly peachy. However, the Insight’s 1.3-liter four-cylinder engine and CVT (continuously-variable transmission) make for a slightly un-Honda-like powertrain when venturing into the middle reaches of the rev range. Noise and vibration are more prevalent than one would expect from a company built – at least partially – on a legacy of smooth, jewel-like engines (and we’ve owned many). Perhaps if the rest of the car’s acoustic footprint weren’t so whisper-like (wind isolation, chassis stiffness and quietness), the engine’s drone wouldn’t be so noticeable. Granted, in a car of this ilk, you will not be spending much time above 3,000 rpm at all, but when you do, tick the volume up a notch on your Cake or Pet Shop Boys.
Dynamically, no one’s going to carve up a race course with the little darling, so handling, braking, steering feel are all just fine given the car’s mission. Quite good, in fact.
Indeed, the only other complaint one could level at the Insight – and it’s relevant only to those with long lower limbs – is that the front seat bottoms are short on… well… length. Extended drives result in slight fatigue of the leg, but headroom, shoulder room and room for every other body part is quite ample.
Starting at a base price of $20,510 including destination, the Insight undercuts the newly-redesigned 2010 Prius by $2,240, the latter’s base price being $22,750, including destination. That’s a significant 10% in a sector that’s getting more competitive. Toyota’s 2010 Prius line-up was introduced with lower pricing than the predecessor model, which means one big thing. The hybrid/hyper-economy car segment has been heating up for some time and appears only to get hotter as we head through the summer and fall.

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A Legacy Worth Remembering

by Joe Tralongo

Me thinks there are magical folk working over at Subaru. The kind you find in Harry Potter movies and Lord of the Rings paperbacks. I know this sounds nuts, but how else can one explain the 2010 Legacy Sedan? It’s a car that remains roughly the same length as its predecessor and yet, magically, sees such vast improvements in the areas of interior room, ride comfort and feature content that it defies explanation. OK, so maybe it’s not magic, but it’s pretty darn impressive. Are you listening Honda and Toyota? The Subaru Legacy is no longer a minor player. It’s now a big, roomy, well equipped sedan that can be had for the same price or less as the barest Accord or Camry. Best of all, the Legacy features as standard equipment one of the best all-wheel-drive systems on the market.

Let’s first tackle the nuts and bolts stuff. Compared to the outgoing model, the new Legacy is 1.4-inches longer, 3.2-inches higher and 3.6-inches wider. There is an increase of four inches in rear seat legroom, as well as a trunk that swells to 14.7 cubic-feet, one of the largest in the segment. The sometimes annoying frameless windows of the 09 model are gone, replaced by proper doors that ensure a tight seal as well as a big reduction in wind noise. I found the new Legacy to be a competent performer, offering strong brakes, a quiet and smooth ride and maneuvering capabilities on par with most other family sedans in this class. I did think it odd that all three trims share the same suspension setup, although they do offer differing wheel and tires sizes. In the case of the 3.6R, this is not so much an issue, but the GT really needs a more aggressive suspension, not to mention a little more aggressive styling. Still, most driver’s shopping the class will be more than pleased with the Legacy’s driving characteristics, which include the Symmetrical All-Wheel-Drive’s ability to tear through snow as if it were little more than sawdust on the road.

Although some styling cues are reminiscent of the previous car, the 2010 Legacy is mostly covered in fresh sheetmetal that is best described as attractive, but not terribly distinctive. The Legacy’s interior, on the other hand, is really quite nice. The front seats have been redesigned to fit a wider spectrum of body types and offer excellent lower back and lower leg support. Moving back, the spacious rear seat is divided into a 60/40 split configuration and can be folded flat when more cargo space is required. With the exception of the somewhat flimsy radio and ventilation control knobs, everything about the new dash feels solid and modern, and credit must be given for the realistic faux brushed aluminum trim. A lengthy standard equipment list includes a dash-mounted electronic parking brake, steering wheel controls for the cruise and audio functions, manual air conditioning, side curtain airbags, tilt/telescopic steering wheel, four-wheel ABS disc brakes and electronic traction and stability control. Unique in this class is the standard electronic hill holder, which stops the car from rolling forward or backwards on angles of more than five degrees.
Up level trims offer such amenities as a power moonroof, a 440-watt harman/kardon audio system and a Cold Weather Package that adds heated seats, side mirrors and windshield wiper de-icers. Limited trims add leather seating, dual-zone automatic climate control and offer the option of a new voice activated navigation system featuring a rear backup camera and streaming Bluetooth, which allows music from your iPhone to be wirelessly streamed to the stereo.
As with last year, Subaru offers the Legacy in three trims: 2.5, Limited and GT. Prices range from $19,995 for the base 2.5 to just over $32,000 for a loaded GT Limited. Power for the base 2.5 model is supplied by a four-cylinder boxer engine producing 170 horsepower teamed to a new six-speed manual transmission. Subaru’s boxer engines are so named because their cylinders lay flat (as opposed to being in-line or V shaped) and move back and forth in a motion that mimics the thrusting jabs of a professional boxer. The design allows the engine block to sit low, thus reducing the vehicle’s center of gravity and improving handling. The 3.6R and 3.6R Limited are powered by a six-cylinder boxer engine pumping out 256 horsepower, while the sporty GT trims receive a turbocharged 2.5-liter engine good for 265 horsepower. Although most agree the GT’s engine offers the best performance for the Legacy, it can only be had with the six-speed manual transmission, leaving automatic drivers out in the cold.

Optional the base cars and standard on the 2.5 Limited is a new CVT automatic transmission. Subaru’s CVT, or Continuously Variable Transmission, eliminates the need for fixed gear ratios by replacing the gear sets with a single metal band running between two pulleys. The CVT maximizes the engine’s power at all times giving optimal performance in the areas of power, fuel economy and emissions. Driving a car with a CVT takes some getting used to, as it eliminates the discernible shift points most of us have come to associate with changing gears. This version, however, does feature steering-wheel mounted shift levers that allow the driver to change gears manually. Subaru has designed the manual mode to artificially generate shift points that make the CVT feel more like a conventional automatic transmission. Legacys equipped with the CVT are expected to return fuel economy figures of 23 city and 31 highway, which is pretty good considering the standard all-wheel-drive layout. Coupled with a new 18.5 gallon fuel tank, the 2010 Legacy can travel over 500 miles on a single tank of gasoline.
So is the 2010 Legacy going to smash the sales records of the Accord and Camry? Probably not, but it does give cold weather consumers something to smile about. A true family sized sedan that fears no snow storm and is priced under $20,000 might just be magic after all.

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Bringing Sex-E Back

by Joe Tralongo

If you ask any dyed-in-the-wool car buff which is the sexiest Mercedes-Benz, the current E-Class would probably place somewhere near the bottom of the list. Not that the E-Class in unattractive, it’s simply better represented by less provocative adjectives such as stylish, elegant and expensive. Sexy is reserved for such lovely gems as the CLS and SL. But for 2010, all that’s about the change with the introductions of a noticeably more fashion savvy E-Class Sedan and an all-new, all-sexy E Class Coupe.

Though still recognizable as a Mercedes-Benz, the new E-Class represents one of the most radical departures from traditional Benz styling in years. Gone are the round headlamps and ribbed tail lamps, replaced by geometric gemstone cut shapes that might just as easily have come from a Lexus, or dare I say it, even a Hyundai. Thankfully the artfully sculpted body remains unmistakably Mercedes Benz, incorporating such subtle heritage styling cues as the curved line running from the rear quarter panel over the rear wheel arch. From grille to trunk lid, the E-Class’ lines are crisper, the front end more aggressive and the body stance just a tad lower. The new design achieves a remarkably low drag coefficient of just 0.25, which in layman terms means the E-Class slips through the wind like greased missile. Yet, while much of the focus (and sales) will no doubt point to the E-Class Sedan, it truth it is the Coupe that steals the show. Sharing the same chassis and engines, the E350 and E550 Coupes inspire the kind of jaw dropping drool fest the sedan simply can’t engender. From its beautifully arched roofline to the non-existent B-pillar and fully retractably front and rear side windows, the E-Class Coupe does for the Mercedes what Daniel Craig does for the James Bond franchise. It is, unapologetically, sex on wheels.

Inside, Mercedes-Benz has really upped the ante by creating a warm and luxurious interior with sophisticated textures, stylish sew patterns and a much more generous use of wood and contrasting leathers. On the sedan, the shift lever has been moved from the console to the steering column, which, in conjunction with the dash-mounted electronic parking brake, frees up more space in the center console for a set of large cup holders and the newly redesigned COMMAND controller. The Coupe retains the traditional console mounted shifter and gains steering-wheel paddle shifters. On the sedan, Sport models offer a new sport seat with side bolsters that automatically adjust during hard cornering. It’s an odd sensation that immediately brings back images of my Italian Grandmother squeezing the life out of me as a child. The coupe gets its own set of well bolstered custom sport seats, sans the electronic Italian Grandmother.
Under the skin, Mercedes has fitted its mid-level luxury sedan with a host of electronic stability and safety gizmos, including adaptive shock dampening and electronic traction and stability control, while inside no less than nine airbags help protect the occupants. Among the many impressive features is the Attention Assist drowsiness monitor that observes 70 different data points to determine if the driver is nodding off or simply not paying attention behind the wheel. A visual and audible reminder alert the driver to either wake up or stop texting (the two exhibit very similar driving patterns). Night driving is made less stressful with the optional High Beam Assist that employs a tiny windshield mounted camera to observe on coming traffic and adjust the low beam projection distance accordingly. The same camera is used in combination with the sonar to create a night vision system that can actually detect roadside pedestrian traffic and highlight an otherwise hidden bi-ped using the LCD monitor.

Also noteworthy is the Brake Assist Plus and PRE-SAFE Brake Assist. This feature uses the car’s built in sonar (part of the DISTRONIC adaptive cruise control) to monitor vehicles directly ahead and, should there be a sudden reduction in distance, slows the car automatically. The system can even bring the vehicle to a complete stop.
The first models to arrive are the rear-drive 268-horsepower E350 and the 382-horsepower E550. While both the V6 and V8 engine perform admirably, it’s the V8 that inspires the biggest grin, especially when pushing to overtake slower moving traffic. Although no manual transmission is offered the seven-speed automatic is more than up to the job, and the Coupe is fitted with a manual shift mode, the closest thing to a manual for do-it-yourselfers. Later in the model year the 4MATIC all-wheel drive option will arrive, as will the E350 BlueTEC diesel and the 518-horsepower E63 AMG.
The E-Class Sedan should arrive in dealer showrooms this June with a base price starting around $50,000 for the V6 model and $57,000 for the V8 (that’s nearly $5K less than last year’s model). The Coupes are priced at roughly $49,000 and $55,000 respectively.

Photos Courtesy of Mercedes-Benz USA

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The Entertainment Center
The 2009 Kia Soul isn’t exactly a box in the same vein as the Scion xB and Nissan Cube but the price point, target market and unconventional look make it a natural competitor to those more square in nature. It is technically a “two box” design like the xB and Cube but its design is the most sporty and aggressive of the bunch. It is also the most conventional of the three, which in this group isn’t that hard to do.
Don’t get me wrong, the Kia Soul is far from “normal” when it comes to affordable transportation. Like its competitors, its design and customization options allow owner’s to create their individual Soul but in my opinion, the shape, size and driving characteristics have more of a broad appeal than the Scion or Nissan.
The Soul is the only one with a choice of two engines; a 1.6-liter four-cylinder with 120 horsepower or a 2.0-liter four cylinder with 140 horsepower. The smaller engine is on the base Soul and only comes with a five-speed manual transmission. The 140-horse engine can be matched with either a 5-speed manual or four-speed automatic in the Soul+, Soul! and Soul sport. Kia estimates MPG for both engines at 30 on the highway.
I spent a day in the Soul driving around Miami, FL and from that short amount of seat time I was very impressed with overall quality and design of the Soul. It rides like a sedan and while not a sports car by any means, it has enough pep to merge onto the highway and dart around the city. There was some criticism of the 5-speed manual being sloppy but in my opinion, for the price point and target customer, it is just fine. The ride is considerably more composed than the xB but not as comfort-oriented as the Cube. I’ll have to pass final judgment after spending a week with it but first impressions are positive.
Of the three, I’m referring to the Soul as the box that the entertainment center came in. You can’t help but smile when you approach the car and with color choices like “Alien” and “Motlen” it is evident that the designers and product planners had fun creating it. Once you get behind the wheel you notice that the fun continues on the inside as well. The design is cohesive and entertaining without trying too hard. Even the seat fabric and patterns are fun with designs ranging from black with glow-in-the-dark “Soul” inserts to an available houndstooth pattern
Available in four trims (Soul, Soul+, Soul! and Soul sport). The base Soul starts at $13,300, the Soul+, which includes standard keyless entry remote, solar glass and 16-inch alloy wheels, will start at $14,9501 and top out at $17,100 when options including the Audio Package and power moonroof are included. Enhancing to the Soul! will add the power moonroof, fog lights and 18-inch alloy wheels and will be priced beginning at $16,9501 and peak at $17,900 with all available options included. The Soul sport, includes side sills, a rear spoiler, 18-inch alloy wheels and unique front and rear fascias, and will start at $16,9501 and end at $18,600 with all available options included.

2009 Scion xB

2009 Nissan Cube

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The Refrigerator
The Scion xB is the oldest of this group and the one that started it all in 2004. The first iteration was a direct translation of a Japanese domestic product that helped launch Toyota’s Scion brand. The success of this refrigerator box on wheels took even the Scion product planners by surprise. It looked like nothing else on the road and despite being underpowered and seriously funky looking, was popular with youth of all ages. When it came time to launch the scion of this Scion, Toyota’s did what the do best; applied continuous improvement principles to make the Scion better; at least on paper.
The second generation xB lost some of its uniqueness when it became larger, more curvaceous and more powerful. We reviewed the xB in 2007 and found it to be fundamentally sound but lacking in the original’s personality. I recently spent a week in a 2009 Scion xB immediately after I drove the Kia Soul and it is clear that the trend-setter in the box-with-wheels war has been eclipsed.
The Scion feels considerably less sophisticated than its new competition. It has the most powerful engine but in this case, more power isn’t necessarily a good thing. The torque steer was quite strong and the brakes on our test car were not up to the performance the engine delivered. My first 5-minutes behind the wheel were hair-raising as I hit the brakes upon approach to a particularly lumpy exit ramp near Newark. I overestimated their stopping power and ended up bouncing violently through the corner. I never got used to the brakes and driving in and out of NJ/NYC traffic had a few uncomfortable moments.
Then there was the way the xB went down the road. The ride was very choppy and complaints from my family members were many. My oldest brother appreciated the ease of ingress and egress but after running errands on a Saturday with me, he commented that he felt beaten up. Even the target for this vehicle, my 16-year old nephew, complained about the ride. It is almost as if the suspension engineers decided that a “youthful” ride equated to rattling your kidneys just enough to make it noisome.
Where the xB excels is interior room. If you want maximum interior space, this vehicle wins hands down. With the seats folded down, a dorm room’s worth of accoutrement can fit with plenty of room for a driver and passenger. Headroom is also exemplary with all but the most vertically blessed finding plenty of air north of their cranium.
Another area that sets the xB apart is the ability for its owner to make it his/her own with a long list of options available from the Scion dealer. Ranging from the mundane (wheels, spoilers etc.) to the manic (TRD Cold Air Intake, TRD Shift Kits), there is an accessory available for the xB to customize this box for your personality.
Bottom Line: The first, the biggest but not necessarily the best.

2010 Kia Soul

2009 Nissan Cube

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Playhouse
I’m just going to come out and say it; the Nissan cube is cute. And by “cute” I mean a little cartoonish. And by “cartoonish” I mean, well, “girly”..not that there is anything wrong with that. There have been many an argument over whether or not cars can be gender-associated and I’ve argued for and against it but in this case I have to say that the cube = cute (follow the definition trail above).
Nissan’s designers say that the cube was inspired by a Bulldog in sunglasses. Okaay then. Nobody is going to argue that the cube looks like nothing else on the road. Where the xB has begun to blend in and the Soul is relatively conventional, the cube just stands out and says “hey, look at me. I’m a bulldog in sunglasses and I don’t care what you think”. With its asymmetrical rear windows and unapologetically odd front end, the cube grabs your attention when it comes into view. This little doggy is the definition of polarizing.
I think that standing out from a crowd is a good thing but I fear that some people won’t be able to get past the design of the cube. If that is the case, they are missing out because the cube is surprisingly fun to drive. Once you get over the look and get inside you realize that despite the whimsical design, the cube is a serious and solid vehicle. The interior is roomy, the seats are sofa-like in comfort and everything you touch and feel says “quality”. The Scion xB and some other products from Nissan could take lessons from this interior.
The real surprise is when you begin to drive the cube. The 1.8-liter engine delivers 122 horsepower via either a 5-speed manual or an advanced continuously variable transmission (CVT) and in this funky box 122 horsepower is enough. I spent a few hours behind the wheel in Miami in both the manual and CVT and was pleasantly surprised at how fun to drive the cube was. It can’t match the xB on raw oomph and it isn’t as spirited as the Kia Soul but the cube holds its own in city and on the open road. The CVT takes bit of getting used to as the engine will rev to an optimal RPM and then stay there as the cube gathers speed. It is a bit odd to the unaccustomed but after a few hours it becomes normal. Owners of other Nissan’s won’t even notice. The manual is the real gem as it allows the cube to get a little crazy and even chirp a tire here and there. Both combinations of engine/transmission deliver excellent MPG numbers of 28 city/30 highway.
I’m calling the cube the Playhouse. It looks like a less-than real vehicle but like some Playhouses my friends had growing up, it is surprisingly sophisticated. If you love the design, you’ll love the car. If the design freaks you out, I challenge you to give it a chance and at least test drive it. It will surprise you.
The Nissan cube starts with a MSRP of $13,990 for the cube® 1.8 equipped with a 6-speed manual transmission. Three other models are also offered: cube® 1.8 S, priced at $14,690 with the 6-speed manual and $15,690 with the Xtronic CVT® ; cube® 1.8 SL, priced at $16,790; and the cube® 1.8 Kr0m specialty vehicle, priced at $19,370. Both the cube® 1.8 SL and cube® 1.8 Krom come with standard Xtronic CVT®.

2009 Scion xB

2010 Kia Soul

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SMART CRAZY

by Casey Williams

“Never buy a French car unless you in fact live in France,” I remember a journalist writing during the ‘80s, when Renaults and Peugeots were tossing parts, reliability, and market share like shucked snail shells. This echoed in my head as I went online last year, swiped $99 off my debit card, and ordered a German-engineered, French-built, Smart ForTwo. They were a sight in Paris, Florence, and Rome when I traveled there and I wanted to take some Euro va-ca home. One year later, here I am – in very-middle-America Indianapolis – driving a French car.

It was a long road for me to get here. I’m sure I was sitting in high school study hall, wearing my “Columbus Sailed The Ocean Blue in 1492” Swatch watch, inhaling car magazines as usual, when I read the Swiss watch company was developing a car. A Swatch car! How cool. The long story of how Swatch founder Nicolas Hayek got way over his head trying to bring the car to market, teamed temporarily with Volkswagen, and eventually lost control of his car company to the great Daimler-Benz ended happily. If the Mercedes 190 had been a huge risk for the benchmark luxury maker, then the 1998 Smart (stands for Swatch Mercedes ART) was a calculated leap into the crazy zone. Nobody had ever built a car like this. The spec sheet reads like an exotic: Rear drive, mid-engine, two seats, tight steering, and compact dimensions. In reality, the Smart is small even by European standards at just 106” long, 61” wide, and 61” tall – able to fit end-to-end with my Corvette on one side of the garage. This presented some real safety and space challenges.

To achieve an array of 4- and 5-star crash ratings, engineers created the tridion safety cell, which derives its name from the three pieces of sheet metal that come together to form a protective cage. You can see the cell from the outside as the black or silver trim that outlines the passenger compartment. In an accident, the front and rear give way like an Indy racer, but do not allow destructive forces to crumple the safety cell. It’s perhaps the most creative crash cell design from the company that pioneered the concept on luxury sedans fifty years ago. In internal and federal tests, the tiny Smart protects much like a mid-size sedan. So, to answer friends’ most popular question, it is safe.
Given the minimal footprint, you might expect a cramped cabin. Instead, the tall profile lets passengers enter and exit easily and provides command-of-the-road sightlines. Designers allowed the passenger seat to sit slightly further back than the driver’s seat, freeing up shoulder room for both positions. A clear polycarbonate roof provides an airy feel.
I planned to order just a basic Pure-grade coupe, but ended up choosing the uplevel Passion coupe for a couple of thousand more. Then, I proceeded to check all of the options including heated leather seats, rain-sensing wipers, six-disc changer, subwoofer, foglamps, and “bug eye” clock and tachometer. A tailgate and fold-forward passenger seat allow longer items to enter. Passion models are upgraded with paddle shifters on the steering column for the sequential transmission. It’s loaded like a C-Class Mercedes for half the price.

I use the paddle shifters to get maximum use of the 71-horsepower engine with three hamster holes. That’s more than adequate to move 1,800 lbs. Shifts for the automated five-speed manual transmission can be abrupt, but talented drivers learn to lift off the throttle when a shift is imminent. Otherwise, put it in full manual mode and use the paddles at your pleasure. Fuel economy is rated a frugal 33/41-MPG city/hwy. European diesel-powered models do considerably better.
Last weekend, I drove through a snowstorm to visit my relatives two hours away. All of the electronics and balanced chassis handled the poor weather like a pro, but the 30-mph crosswinds nearly cramped my arms. Passing semis in the left lane, at 75 mph, took nerve. Odd little floor-pivoting pedals work like the original VW Beetle, but are connected to electronic stability control, traction control, four-wheel ABS, emergency brake force control, brake cornering control, and hill start control.
Only buy a French car if you in fact live in France. We’ll have to see if I made a huge mistake or spit in the face of destiny. So far, I’m pretty happy with my German-engineered, French-build micro-car. It isn’t for everyone, but is perfect for some. A ten-year history and Mercedes engineering go a long way towards building my confidence. I’ve followed the car from the start, saw them in Europe, and now have one in my American garage. I’ll let you know how it goes.

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by Joe LaMuraglia
I drove the Pontiac G8 GT last year and referred to it as a “Tasmanian Devil on Wheels” based on its origin (Australia) and its demeanor (CRAZY fast). I knew at the time that the GT’s position at the top of the G8 food chain would be short-lived as an even more insanely powerful G8 GXP was coming this year. The G8 GT features a 6.0L small-block V-8, producing 361 horsepower and 385 lb.-ft. of torque. Its new daddy is the GXP with a 6.2L V-8 rated at more than 400 hp and 0-60 times that make cars twice the price weep. I have been piloting a 2009 G8 GXP for the past few days and am in lust with this dirty-hot car from Pontiac.
“Dirty Hot” is a term my friend Marty and I use for guys that you find attractive but wouldn’t necessarily introduce to your friends and family. You know the type; the tattooed construction guy or the mean looking dock worker at your local big box store. He’s hyper masculine and just a little frightening but you secretly want to know more. Part of you thinks he could be a quality guy but your gut says he is simply too much to handle and finding out may be hazardous to your health.

Beauty is…
The 2009 Pontiac G8 GXP certainly looks the part of a dirty-hot poster boy. It is the G8 GT on steroids and does very little to hide it. From the aggressive stance to its unique 19-inch polished aluminum wheels and performance-oriented summer P245/40R19 tires, the GXP screams testosterone. Neither the G8 GT or GXP fall in the gorgeous column but nobody would ever argue that these wheels are less than butch. Think Vin Diesel – he ain’t pretty but you know you want to go for a ride.
They say it is what is on the inside that counts and the G8 GXP maintains the goodness of the G8 and improves on its lesser qualities. Gone are the useless gauges at the top of the dash and added are satellite radio, aux input jack, bluetooth connectivity and GM’s OnStar turn-by-turn directions. Many of my colleagues bemoan the lack of a full-screen navigation system in the G8 line up but the integration of the OnStar turn-by-turn is excellent and if you really need a map, I say go buy a Garmin. The GXP also maintains the excellent sport steering wheel, incredibly comfortable and supportive sport seating and in my opinion, a beautifully functional dashboard layout.

Running Scared
There are many cars that look the part but fail to deliver when you stomp the pedal. They are akin to Dwayne Johnson (a.k.a. The Rock) sounding like Carson Kressley. The Pontiac G8 GXP is more like Colt model Bo Dixon with a voice like James Earl Jones – this baby is NOT messing around. Once I became accustomed to the raw power available, I did an acceleration test onto the Saw Mill Parkway and was able to chirp ther tires in first, second AND third gears. Hot DAMN!
The GXP that I had was equipped with the optional 6-speed manual transmission. It is a $695 option that I’d highly recommend if you are a control freak like me. I commented on my Twitter account that “a car this big, with a manual transmission and over 400 horsepower shouldn’t be this easy to drive.” The more time I spent with the G8 GXP the more amazed I became at how civilized it could be cruising down the road and yet be a complete animal when prodded.
Surprisingly Sophisticated and Roomy
Part of the appeal of this beast is that there are few compromises. Most sports cars are coupes and have limited seating for anyone more than a front seat passenger. The G8 GXP is actually incredibly roomy. The driver’s seat adjusts to the point where my 5’10″ self couldn’t reach the pedals and the rear seats are akin to a limousine. My 6’3″ brother and my 6’5″ friend found the driver’s seat and rear seat more than comfortable. Oddly enough, the front passenger seat doesn’t track back as far as the driver’s so my aging brother couldn’t stretch his aching legs out. The more youthful friend, used to cramped quarters is most cars, was content with the room afforded in the passenger perch.
The true comfort test came when I had to take my 81-year old mother from Newark airport to CT. I thought she might find the G8 GXP too rough but my worries were unfounded. The GXP’s ride is incredibly comfortable and controlled. Where some sport sedans will stiffen springs in attempt to separate your kidneys from your body, the G8 GXP’s suspension tuning is a perfect blend of taut control and comfort. Mama LaMa even commented on how well it handled after I had to make an “emergency maneuver” and weave in and out of traffic while accelerating on the Jersey Turnpike. Her comment after we hit triple digits exiting into the rest area; “this must have 8 cylinders”. Gotta love Mom.
Cheap Date
The ultimate compliment for a vehicle is when people that come in contact with it begin to dream of owning it. Soon after my friend Matt and his boyfriend Eric and I spent a afternoon cruising around in the G8 GXP I received an email from him with “his” G8 spec’d out on Pontiac.com. I have to admit, I did the same. At as “as tested” $41,590 with the options being the manual transmission, a $900 sunroof and a $1,700(!) gas guzzler tax, the G8 GXP is the epitome of “bang for your buck”. Knowing that you can close to the same performance in the G8 GT in a similarly-equipped G8 GT for under $33K is the new definition of “DIRTY HOT”!

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by Colin Mathews

Every parade needs a leader, every movement a hero. Especially when public opinion has turned sour, it takes an exemplary, energetic, and confident leader to turn the tide back to the positive. Harvey Milk was that person for the gay rights movement in the 1970s, pushing through ignorance and past Anita Bryant to bring newfound respect and dignity to a community. After spending two days in a 2010 Chevrolet Camaro in New York City, I’m convinced that this vehicle possesses a similarly tireless spirit and an uncanny ability to inspire. It’s the perfect candidate for GM’s own pride parade.

General Motors has its fair share of detractors right now. The buying public has increasingly shunned their products and as a result the company’s market share hasn’t stopped plunging since the 1980s. Autoworkers have been laid off en masse to adjust to these realities, creating financial struggles for numerous American families. Even Obama’s Auto Task Force, while sustaining the company with huge cash infusions, has had sharp words for GM’s management team and proposed viability plans. Is it possible for one product to help GM rise from its struggles and restore the public’s confidence, faith, and pride in one of the biggest American companies of all time?
These questions circled in my mind as I accepted an invitation to drive a V-6 Camaro after spending two days at the New York Auto Show. Would the denizens of Manhattan – with their impressive public transportation infrastructure, embrace of CO2-friendly living, and sea of hybrid taxicabs – simply hurl insults and disdain at this rough-and-tumble athlete?

As the Camaro’s broad shoulders emerged from the subterranean parking garage on 49th Street, a mellow V-6 snarl trailing behind, I noticed that all the sinew and testosterone were bathed in…um…bright yellow. Would I really enjoy a date out in public with a stunning guy whose herculean physique was wrapped in a tight tanktop and form-fitting jeans?
So much for subtlety and restraint. Climbing into this beast, which was already attracting gawkers, I felt an interesting mix of awe and awkward. I’d already gotten up close to the Camaro once, but at the time he was understated and elegant in black, bathed in the soft lighting of a gallery in the West Village. I was afraid that clomping down city streets in bright workout gear might prove a less enjoyable experience.

Open windows let in the breeze from a mellow spring day. They also let in the screeching brakes of an MTA bus that pulled up dangerously close to my window and flung open its doors. Yelled the driver in a delightfully local accent, “YO! Is that the new Camaro!? That’s hot! You do you like it?” Annoyed drivers leaned on their horns and careened around the bus, but the driver was far more interested in taking in the Camaro’s silhouette than he was about observing schedules or traffic flow.
Never having driven with New York City traffic in my life, I kept a tight grip on the meaty steering wheel and was pleased to note great road feel, impressive composure over horrible streets, and quick reflexes without a punishing ride. Learning to tango with New York cabbies was no small task (lanes are more suggestions than rules), but despite being in an extremely low slung car I had no trouble keeping the coupe scratch-free due to clear views out the front and side windows. The thick C-pillars definitely hamper rear-quarter visibility, but I found that planning well and adjusting the side view mirrors accordingly were a small price to pay for the arresting styling.

I hit rush hour traffic going uptown, got stuck in a long line behind road construction and a red light, and defaulted to what we do in Atlanta: opening the cell phone and blabbing to fight boredom. One of New York’s finest found this quite amusing, sauntered up to the window, and announced evenly: “you know that’s a $150 ticket and two points on your license, don’t you?” It struck me a second later that, oh yeah, cell phone use while driving in NYC is verboten. I winced, snapped the phone shut and threw it onto the passenger seat. The cop smiled wryly, asked me how I liked the Camaro, and waved me on without a citation.
A beaming Haitian cab driver (in a well-worn Caprice from the 90s) pulled up alongside me a bit later and proceeded to deliver a rapturous soliloquy on Chevrolet. “THIS IS THE NEW CAMARO! YES! I LOVE CHEVROLET! CHEVY IS THE BEST MAN!!”
A big-haired girl in an X5 from Jersey suddenly decided she wanted to go left from the middle lane of a swollen one-way avenue. I happened to be square in her intended path, but jockeying with the cabbies all day had prepared me: horn, mirror, gas, sharp left. The 304 hp V-6 rocketed me to safety, working in concert with a six-speed auto that dropped down two ratios in a blink. Disaster was averted by inches and I got to pepper the X5 with some nice V-6 wail, barking my displeasure with her driving. That was enough adrenaline for one day, so I put the 2010 Camaro safely into a parking garage and a stiff martini up to my lips.

The last performance on this Camaro Goodwill Tour took place on a side street adjacent to the Police Academy near Gramercy Park. I was on my way to return the car to the garage where the GM folks were likely paying a small fortune to keep it housed and prepped for the next journalist. I asked a policeman driving a Ford E-250 service van for directions. He obliged and then wanted to gab about the Camaro at length. The line of traffic ultimately stretched an entire block behind us, cabbies and delivery truck drivers fuming but not daring to make a peep. Now that’s power.
Who wouldn’t love a car that stops traffic, evades tickets, and forces smiles to the faces of even the most jaded New Yorkers? It draws you in with a ripped body, delivers a Germanic mix of ride and handling, offers impressive ergonomics, and generally feels like an athlete even in base form ($22,995). The Camaro laughs and tells everyone what a great time you’re having. So powerful is this car’s charm it even makes yellow spandex seem suddenly compelling.
The 2010 Camaro is here to recruit you…back into the GM fold.

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All photos courtesy of GM

Pretty in Prius

by Joe LaMuraglia

It went something like this: “…and I HATE hybrids”. Those were the words that came stumbling out of my mouth at the end of a long day of driving the new 2010 Toyota Prius. My friends and colleagues know that I speak my mind and am prone to psuedo-asperger-like bouts of verbal diarrhea but even my close friend Marty had a look of shock on his face when I answered the question “So, what did you think?” with the aforementioned blurb of honesty. What I really said was “Wow, I am really impressed. And for the record kind sir, I am not exactly on the hybrid cheer leading team”. Okay, it was somewhere in between but based on the shocked look of everyone within earshot, I wasn’t exactly effective in communicating my message that day.
Toyota started the hybrid craze with the original Prius over 10 years ago. The 2010 model is the most advanced Prius yet and when it goes on sale later this Spring, it will be one of the most fuel-efficient passenger car sold in the U.S. The new model has a familiar profile to the one it replaces but it essentially an all-new design that builds on Toyota’s experience with over 700,000 Prius’s on the road.

The primary benefit of a hybrid vehicle is improved fuel economy and the new Toyota Prius delivers on that promise delivering 51 MPG city and 48 MPG highway for a combined 50 MPG. The early hybrids, Prius included, didn’t necessarily deliver on their published numbers, especially on the highway. Hybrid technology has come a long way and in the case of the 2010 Toyota Prius, your actual mileage may be better than what the government says.
In our day of driving in the Napa Valley, we took part in a high-mileage contest and achieved an indicated 69 MPG and didn’t win the contest! Keep in mind we weren’t driving at normal speed and real-world mileage will be considerably less but if you really try, you can achieve amazing results. In my last spin behind the wheel, I purposely drove as if I was running errands, and in a hurry. Translation: I drove like an angry Northerner on his way home from work with a full bladder. The results were an indicated 53 MPG. Very impressive.

Toyota has clearly applied their continuous improvement methodology to the Prius’s hybrid system but you if you are like me, you are probably wondering what it is like to actually drive. During the presentation prior to driving the Prius, the Chief Engineer shared that he owned two Alfa Romeos – cars with reputations for beauty and driving pleasure, if not reliability. There was hope!
After a day behind the wheel of the 2010 Prius, I can say that the Alfas’ driving dynamic influenced the new Prius, but only a little. The last Prius was devoid of any driving pleasure and often compared to piloting an appliance down the road. The 2010 Prius is considerably better but isn’t going to replace your sports sedan anytime soon. It feels more planted and substantial on the road, accelerates at a brisk pace and even handles corners and curves with confidence but the electric steering, throttle and brakes all feel programmed and not all all organic.

A back road burner the Prius is not but it IS a technical tour de force. The updated hybrid drive train features a larger 1.8-liter engine that helps with improved acceleration and increased fuel economy. Electric power steering is joined by an electric water pump to make the engine more efficient and belt-free. The optional sunroof features a solar panel that powers a fan to keep the interior temperature a few degrees cooler on those hot summer days. While it doesn’t actually cool the car, the argument is that it reduces the time the air conditioning will have to operate to get the vehicle to a comfortable temperature. More technical goodies include a remote battery-operated air conditioner, available park assist and three driving modes to maximize economy or performance.

The improvements are evident in the interior of the new Prius as well. A center console divides the front passenger compartment and creates a driver-oriented cockpit of sorts. There a convenient storage space underneath the drive-by-wire shift lever. Control inputs on the steering wheel are duplicated via an image on the instrument panel in front of the driver. Called “Touch Tracer” it is designed to reduce driver fatigue and keep the driver’s eyes on the road. It is odd at first but quickly becomes intuitive.
We’ve established that the Prius looks futuristic, is loaded with advanced technologies and is more engaging to pilot than the vehicle it replaces. The next question is, can the Prius be a good substitute for a workhorse family sedan? Based on my limited time with the 2010 Prius, the answer is YES. The original Prius was odd and full of compromises. In true Toyota fashion, improvements arrived with every new iteration and the 2010 model is the best yet. The hatchback design and improvements in rear cargo area allow the Prius to double as a delivery vehicle for your weekend projects and the advanced drive train make the Prius easier to live with on a day to day basis. Great interior room and comfortable seats make schlepping kids and adults as easy as the best options in its class. And with 10 years of experience and over 700,000 on the road, Toyota claims the Prius lives up to their reputation for durability and quality.
What’s not to love? Per my earlier point, the Prius has improved driving dynamics but it is still not exactly fun to drive. If carving up canyon roads is your thing, the Prius won’t do it for you. It is also considerably more expensive than a comparable sedan or hatchback. Toyota hasn’t announced pricing for the 2010 Prius but our data partner, vLane.com lists a new 2009 Toyota Prius as starting at $22,000 MSRP. The 2010 model will most likely to more.
Hundreds of thousands of people love their Prius’ and the new 2010 Toyota Prius will certainly appeal to even more consumers. If you are looking for a functional, futuristic, fuel saver and fun-to-drive isn’t a prerequisite, you’ll feel pretty in the new Prius.

Photos Courtesy of Toyota

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by Joe LaMuraglia

They say March roars in like a Lion and leaves like a Lamb. Here on the East coast, we began the month with a whole lot of the white stuff that has left us praying for Spring to come. I was the recipient of something else white, wicked and powerful this week and thankfully it wasn’t from mother nature. This force of nature came from Nissan in the form of a 2009 370Z Touring in Pearl White with Persimmon leather.
Don’t let the names of the color and leather fool you. They sound like something from a soft, comfortable luxury car but they are on the most powerful Z ever made and they look HOT.
If you’ve been reading our posts lately, you know the drill: I’ll be updating via Twitter as I live with the Z during the week and then posting a follow up at the end. If you want to get the Tweets on the fly, folllow us on Twitter HERE. Remember, Tweets are posted in reverse chronological order.

Photos courtesy of Nissan North America

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Get gay-friendly financing ]]> http://gaywheels.com/2009/03/2009_nissan_370z_a_week_behind/feed/ 0 http://gaywheels.com/2009/03/2009_mitsubishi_lancer_gts/ http://gaywheels.com/2009/03/2009_mitsubishi_lancer_gts/#comments Fri, 06 Mar 2009 18:21:27 +0000 Joseph LaMuraglia http://tentall.com/wordpress/?p=447

by Colin Mathews

Said Michele to Romy: “You look so good with blond hair and black roots, it’s like not even funny.” And so the Mitsubishi Lancer GTS looks fantastic; its low and menacing front end staring other cars down like a bull glowering at a matador. Huge 18” wheels and tires complete its Mitsu Lancer Evolution X facsimile. But this Lancer’s econo-car roots show through after a quick drive, revealing a car that does not have the Evo’s bespoke chassis, all-wheel drive, or ferocious turbocharged engine.
But then you look at the bottom line – $17,990 for a base Lancer GTS – and it starts to make more sense (the hi-po Evo X starts well north of $30,000). And the GTS is no stripper, with standard items like redundant buttons for audio and cruise-control functions mounted on the standard leather-wrapped wheel, Bluetooth handsfree phone interface, and handsome 18” aluminum wheels wrapped in serious 215/45 R18 tires.

The 2009 Lancer GTS’ biggest strength is its ability to cause serious neck strain (to passersby, that is). Everywhere we cruised, the Rally Red metallic paint, gaping trapezoidal grill flanked by squinting headlights, swept and wedgy profile, and taillights as elegant as an Alfa Romeo’s caused either looks of appreciation or outright jealousy. As we mentioned, this car is a dead-ringer for its big brother, the Evo X, and it seemed that all the drivers of hot hatches like the Subaru WRX, MazdaSPEED3, and Volkswagen GTI we encountered immediately felt inadequate. Indeed, stoplights in the GTS resulted a few times in neighboring engines being revved and competitive over-the-shoulder glances from drivers of those turbocharged sedans.

The GTS’ teasing visuals raised our pulses upon delivery, making its peppy but not blazing performance a bit of a letdown. Still, the GTS is not sluggish; the large 2.4-liter four steps off in sprightly fashion and has a stout midrange that results in a pleasing acceleration especially in second and third gears. And even though its 0-60 mph acceleration is nearly a second behind the Honda Civic Si and more than a second off the Nissan Sentra SE-R’s pace, the stout midrange torque due in large part to variable valve timing (MIVEC) make it feel more than capable in most situations.
The 5-speed stick is a good ally for acceleration, though its ropey feel and audible clunks on gear changes again reveal the GTS’ econocar roots. Fuel economy, at 21 city and 28 highway, is good for the GTS’ weight and level of performance.

Handling is fun, with relatively high absolute limits, lots of grip, and little body roll. But chassis responses stopped short of athletic; the steering wheel gave the driver rather vague feedback, and the big wheels and rudimentary front struts clomped and thudded over big bumps and rough roadways. Driving the GTS fast is not a precision operation, but more of a fly by the seat of the pants experience. You have to push the car until you learn where its limits are, and remember those for future reference as opposed to the car communicating them clearly from the start. As such, it can indeed be fun to blast around town, but it will never really inspire confidence.
Other areas where the 2009 Lancer GTS let us down were in interior fit and finish. The main surface to greet the driver’s hands is a glove-soft black leather steering wheel with redundant controls for the stereo and cruise control. Why, then, would Mitsubishi wrap most of the dash in cheap, hard plastic? Next to the steering wheel and highly legible, attractive analog gauges, the plastics are a big letdown and can be found on door panels and other surfaces in the Mitsubishi. And just ahead of that harsh plastic resides an engine that makes its unexciting drone heard more often than we’d like. Last but definitely not least is an ignition slot for a key…that doesn’t take a key. Put the proximity-sensing fob…wherever…and turn the strangely empty ignition slot to start. Strange.

Yet another Mitsubishi mixed bag is the optional Navigation package, which retails for $1,800. Why this touch-screen unit foregoes the standard auxiliary audio input jack for a video input jack is incomprehensible; how many people actually want video between the front seats as opposed to the ability to listen to an iPod? Such an oversight is unacceptable in a vehicle that positions itself as youthful and athletic; even the most basic Chevy Cobalt has an audio aux input jack. Sure, you can upload MP3 files into the GTS’ built-in memory, but who wants a fiddly computer project when everyone else has a simple plug-and-play aux input or even a slick USB interface?
Making matters worse is the confounding operation of the Nav unit, or Mitsubishi Multi-Communication System in the automaker’s parlance. There are a total of zero rotary knobs to control its functions; even the stereo’s volume is an up and down toggle, which is simply less intuitive and more time-consuming. Not to mention, said volume toggle is a slim button that blends in with all of the others. Want to adjust bass, treble, balance, or fade? Just hit the “audio” key, right? Nope. Hit the “settings” hard key, and then find your way through a series of touch screen menus to the audio settings, which then demand you take your eyes off the road to adjust. The whole affair is about as maddening as BMW’s much-maligned first generation iDrive setup. Same goes for programming destinations and routes into the Nav system, done through the same touch screen interface.
And yet once you’ve fiddled and fussed with that touch screen, the 650-watt, nine-speaker Rockford Fosgate Punch Premium Sound System, part of the $1,750 Sun & Sound Package, is fantastic. Its balance between thumping bass from the 10” mounted in the trunk, crisp treble, and a strong midrange for good vocals is impressive. But what a shame that the wonderful sound is so hard to access and that I was never once able to play my iPod. I don’t own CDs anymore, so it was just SIRIUS (free for 6 months after purchase) and AM/FM for me.

A good deal of frustration could be avoided by foregoing the Nav package, in which case you get a good ‘ole audio aux input jack, much more intuitive audio controls, and save nearly $1,800 in the process. But competitors like the Mazda3 s, Toyota Corolla XRS, and Subaru Impreza start at roughly the same price and offer far better ergonomics, higher quality in general, and similar performance. A few thousand more will get you a Honda Civic Si or a Nissan Sentra SE-R.
The Mitsubishi Lancer GTS would be just about perfect for Romy & Michele, who claimed that “fashion is, like, everything.” Alas, for the rest of us, the good parts of this vehicle are obscured by mediocre details, too much noise and harshness, and half-baked attempts at high-tech.

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by Colin Mathews

Having tweeted the heck out of my miserable old-skool flip-phone while commenting about Subaru’s tight, athletic little 2009 Impreza WRX, it’s time for a recap. Yes, my fingers are more than happy to have a full keyboard at the ready.
Subaru did a fantastic job in addressing the ills of last year’s weak-kneed, flabby WRX. We thrilled to the ’09’s extra 41 hp every time it blurred our vision from 3,500 RPM to redline. We also appreciated the ability of the chunky little all-wheel drive sedan to adroitly carve corners as well as soak up Atlanta’s pockmarked streets with remarkable comfort. And a car full of boys being driven down Piedmont Avenue remarked at how comfortable the rear compartment was. Whether for sports sedan duty, commuting, or people hauling, the WRX is a remarkably versatile set of wheels. That is, if you don’t mind power that’s either middling or insane, with no in-between (read: turbo lag).
And what of curbside appeal? A group of Frisbee players in Piedmont Park, frankly, couldn’t be bothered. The somewhat awkward sedan and its dorky duds make it blend in to the sea of commuter cars in Atlanta. However, the hatchback is a more purposeful, lithe-looking vehicle. For some, the sedan’s incognito m.o. is a good thing, especially those with a record of speeding infractions. But if it’s attention you want, you’ll likely rate double-takes only from mechanics and gearheads who know what fury lies beneath the WRX’s massive hoodscoop.
About that (functional) hood scoop; it flutters at speed, a shame for a car that otherwise is so solid and well screwed-together. Ergonomics inside are first rate, the red-ringed instruments provide excellent gauge visibility at night, redundant radio controls make your tunes easy to manage, and the seat fabric is grippy and reminds of sportswear. But the fixed headrests keep some drivers’ heads canted strangely forward, and the throttle is so feather-light you’ll end up either with aching right anterior calf muscles or too many speeding tickets.
While ultimately a vehicle that will wear well only in the garages of dedicated automotive enthusiasts (after all, an automatic isn’t even available), a reasonable base price ($25,660), kick-in-the-pants performance, and a highly livable day-to-day demeanor mean the Subaru Impreza WRX will make a great match for a special owner.

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Each year, the editors of Gaywheels.com drive hundreds of new cars to find the best new vehicles for you, your partner, your family, and sometimes for ourselves too.
We published our inaugural Favorite Vehicles list in 2007 and are continuing the tradition for 2008. The field of best-ofs includes some 2008, 2009 and even a 2010 model. The list includes vehicles perfect for us, for families, for dates and clubbing, and cars and trucks notable for their new looks, new hardware and new attitude.
The winners for Gaywheels.com’s Best of 2008, in order of seniority, are:
Joe LaMuraglia-Founder, Gaywheels.com

Best New Car: 2009 Mazda6

The newly designed Mazda6 is a bigger, badder and more beautiful entry in the midsize segment from Mazda. With a choice of two engines and the availability of a manual transmission, this car is the epitome of “Zoom-Zoom” for the driver that needs to carry clients or kids as well. I say the Mazda6 is the new 10 for sedans.
Best Makeover: Mercedes-Benz BlueTec Equipped Vehicles

It is more of a transplant than a makeover but the idea is the same. Mercedes-Benz launched their amazing Clean Diesel technology a.k.a. Bluetec in their SUVs and gave Americans a reason to fall in love with them all over again. They are clean, quiet, efficient and they get my vote for best makeover for 2008.
Best Date Car: BMW 1-Series

This the second time I’ve picked a convertible as the best date car. A drop top says you are fun-loving with few responsibilities (a.k.a. single) and the new 1-Series from BMW says all that and more. It is a no-nonsense convertible that gets back to the basics of looking good and driving fun. Enjoy it while you can because once you find your mate, the car in the next category will be more your speed.
Best Family Car: Ford Flex

Just because you have responsibilities doesn’t mean your car has to be boring. The Ford Flex seats up to 7 and looks like nothing else on the road. Stylish inside and out, you may consider it even if you don’t have kids to haul around. Cool features include Sirius Travel Link, Ford’s Sync and an available refrigerator! We called it “Flexalicious”.
Best Club Car: Maserati GranTurismo

You’ve seen it in the movies; two hotties roll up to a club in a sexy car, a valet appears out of nowhere to take their keys and they alight from the car right as the velvet rope is unhooked allowing them direct entry into the club while hundreds of less fortunate wait in the cold. The Maserati might not make you as pretty as the actors in the movie, this gorgeous coupe might just get you to the front of the line at the club. That’s worth $114K+ isn’t it?
Best Car For Me: Volkswagen Jetta TDI Sportwagen

History repeats itself, in bodystyle choices at least. Two years and two wagons as choices of my Best Car for Me. The new VW Jetta Sportwagen is good looking, roomy and with the TDI clean diesel engine, one of the most efficient vehicles on the road today. We called it the “Vehicular Version of Comfortable Shoes”.
Joe Tralongo-Montana Editor
Best New Car: Nissan GT-R
40 years of automotive foreplay came to an end this year when Nissan finally brought its screaming Skyline GT-R stateside. Known here as just the GT-R, this car has been taunting enthusiasts from afar since 1969. The 480 horsepower twin-turbo coupe costs a pretty penny, and a limited production run is bound to push the price even higher, but it’s worth it to own a little piece of automotive history. Good job, Nissan.
Best Makeover: 2010 Mazda MAZDA3

Due out this summer, the all-new Mazda MAZDA3 is going to shatter all preconceived notions of what an economy car should be. With styling that is more exotic and economical, and such cool features as keyless entry and start, the MAZDA3 is the stylish solution to a new fiscal reality.
Best Date Car: Mercedes Benz SL65 AMG Black Series
If he doesn’t swoon when you pull up to his condo complex, just show him the $301,000 price tag. With only 350 cars being produced world wide this car is sure to grab attention, and its fuel thirsty V12 engine makes the old “Uh-oh, we’re out of gas” line utterly believable.

Best Family Car: Chevrolet Traverse

If you’ve got kids and cargo, you need a three-row SUV. The Chevrolet Traverse provides all the room of a full-size SUV in a midsize package that is stylish, safe and economical. Loaded with standard goodies, the V6-powered Traverse can shuttle up to eight passengers and still pull down 24 mpg on the highway.
Best Club Car: Cadillac CTS-V
Cadillac’s V-Series treatment is to the stunning CTS what Human Growth Hormone is to Major League Baseball. With 556-horsepower and standard all-wheel drive, you might want to bypass the club and head straight for Mulholland Drive.
Best Car for Me: Subaru WRX
OK, last year my perfect car as the VW GTI, and in truth it’s still my favorite. But after experiencing my fourth Montana winter, I’ve come to appreciate the wisdom of Subaru’s Symmetrical All-Wheel Drive. With the WRX, I get all the fun of the GTI but in a package I can live with year round.

Josee Valcourt-NY Editor
Best New Car: Volkswagen CC

It’s the exterior coupe action combined with a competitive price point that does it for me. This Mercedes Benz CLS look-alike starts nearly at $27,000. The VW midsize newbie looks great in city drives, and I’d assume, it’s just as striking along a winding mountainside road. Its handling is responsive and ride comfortable.
Best Makeover: Infiniti G37
The defunct Infiniti G35 coupe was one good looking car. The G37, its replacement, looks even better. It’s exterior appearance speaks to the Infiniti brand’s design strength. The engine is quiet and fast, propelling the car like a slinky panther.
Best Date Car: Lexus GS350
This a sweet looking car, and in my view, especially in the iridescent pearly white hue. It looks good from dawn till dusk, meaning you’ll be sure to impress your date at any hour. The sporty vehicle has all the necessities one would expect in a luxury brand including a booming sound system that can drown out the awkward first-date silence or weird conversation if needed. It’s also available in all-wheel drive for added traction.

Best Family Car: Volvo XC70
First things first, the Volvo XC70 is a station wagon. Now that we’ve gotta that out of the way, here’s the skinny: the vehicle is also a pretty cool ride for carting the fam in luxury. The XC70 offers a smooth ride and grips curves – a must-have when it comes to hauling your precious bunch from point A to point B. The vehicle is spacious, providing comfortable seating and a roomy cargo. There’s also the whole added safety thing that’s synonymous with a Volvo.
Best Club Car: Nissan 370Z
The new 370Z from Nissan is an attention grabber, for sure. Heads will turn when you pull up in front of your destined swanky club spot of choice. It’s the slick design that gives it a “Bond, James Bond” flair or “Sex and the City” edge. Whether you’re stepping out in a hot LBD (little black dress) or rocking your GQ look, you’ll look good emerging from the 370Z.
Best Car for Me: BMW 335i Convertible
This Beamer hard top is a beast, pumping out 300 horsepower from its twin turbo-charged six-cylinder engine. You may find yourself fighting the urge to scream “woo hoo!” while in motion. The vehicle reacts nicely on roads, hugging curves all the while looking fabulous with its top down.

GLK = Gut Looking Krossover

by Joe LaMuraglia
Photo by Mark Elias

Mercedes-Benz has finally gotten into the entry-level luxury crossover game with the launch of their GLK350. Based on the very competent C-Class chassis, the new GLK350 will be going head-to-head with the BMW X3, Acura RDX, Infiniti EX35 and Audi Q5 and based on initial impressions should have little difficulty standing out.
I recently drove the 2010 Mercedes-Benz GLK in and around Santa Barbara, CA and couldn’t help but think of the saying “better late than never”. You see, the folks from Stuttgart are late to the entry-level luxury crossover party but in this case, that may be to their advantage. They’ve had the opportunity to see what their competitors are doing and in most cases, offer a more attractive package.

The 2010 GLK350 is based on the Mercedes-Benz C-Class platform and as a result drives very much like a C-Class. It is solid, handles well and with the 3.5-liter V6 pushing out 268 horsepower, it is quite sprightly. It took great pleasure in gunning it onto the 101 during our tour of the gorgeous Santa Barbara county. It is surprisingly fast and the exhaust note has a nice growl to it under acceleration.
Clearly a Mercedes
When I posted my preview photos of the GLK350 to my Facebook Page the comments from my friends were, how shall I say it, less than kind. Most aren’t wild about the upright profile and angular design. I have to admit, when I first saw the GLK on the auto show circuit, I wasn’t too impressed with the design either. After seeing it in person and spending a day riding and driving in one, my opinion has changed.
Don’t get me wrong, the “G” doesn’t stand for “Gorgeous” but I’ll give it a solid “Good Looking”. The designers and product people from Mercedes-Benz say that the design evokes the classic G-Glass but I see more of the current GL-class. It’s almost as if the GL and C had a baby. One thing is for sure, you won’t mistake it for anything but a Mercedes-Benz.

That sentiment carries over to the interior design as well. The controls will be instantly recognizable to anyone that has ever owned a Mercedes and if you are moving up from a C-Class, you’ll have to look out the rear view mirror to remind yourself you aren’t in a sedan. The upright design and wagon/SUV body style are inherently functional and should meet the needs of most people that need the room for the occasional purchase or road trip with 4 people on board. If you need additional seating capacity or more cargo room, you’ll have to look to the larger M or GL-Class.

Keeping it Simple – A Good Thing?

Mercedes has decided to keep it simple with the GLK and offer only one trim with a few options. At launch in January 2009, it will only be available in the GLK350 trim featuring a 268 horsepower engine mated to a 7-speed automatic transmission with either RWD or 4Matic AWD.

There are five option packages that allow the consumer to spec out their GLK to meet their whims. All of the cars we drove included the Premium 1 Package (Panorama Sunroof, SIRIUS Satellite Radio, Power Liftgate, Rain Sensor, garage door opener, Auto-dimming mirrors, compass, driver memory seat, rear 115V power outlet) and Multimedia Package (COMAND w/ hard-drive Navigation and premium discreet sound, rearview camera, harman/kardon LOGIC7 surround sound system with Dolby digital 5.1, 11 speakers with 600 watts of power, larger 7-inch color display, in-dash 6-disc CD/DVD changer, 6 GB hard drive with Music Register, voice control for audio, telephone, and navigation, Gracenote media database) which I imagine most dealers will order. Additional options include an appearance package, leather seating and a lighting package.
The “keep it simple” approach makes sense until you notice that there is only one engine available and no diesel option. The 3.5 V6 is a great engine but it only generates MPG numbers of 16/21 city/hwy for the rear-wheel drive version. It is within the competitive set but towards the bottom of that group. A smaller V6 or a clean diesel with Bluetech technology would produce better MPG numbers and that is one of the reasons people are moving to smaller SUVs.

The Price is Right

While the MPG numbers are a bit disappointing, the pricing is one of the most attractive features of the GLK350. The GLK350 with rear-wheel-drive, will be priced at $33,900 and the GLK350 4MATIC all-wheel-drive, will be priced at $35,900. Add a $875 delivery fee for both trims. Considering the BMW X3 with AWD is $39,400, the GLK starts sounding like a bargain.

Likes:
• Design that stands out amongst its competition
• 3.5L V6 is powerful and the dual exhaust note is hot
• Very reasonable price

Dislikes:
• Fuel economy is no better than a full-size SUV
• Should launch with a diesel option considering all the focus on Bluetech clean-diesel technology
Bottom Line:
The 2010 Mercedes-Benz GLK350 has arrived fashionably late to the party but has clearly called ahead to make sure its arrival gets attention.

Photos courtesy of Mercedes-Benz North America

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Hot Swedish Love

By Joe LaMuraglia

As a publisher, I do my best to get seat time in as many vehicles as possible in order to bring you the most up-to-date reviews of the new cars and trucks. With a plethora of new and updated vehicles coming on line every year, it is nearly impossible to get seat time in them all so I count on my fellow journalists to share their opinions on vehicles I simply can’t get into. One vehicle that has eluded my schedule until recently is the Volvo C30. Based on the lukewarm praise that some of my colleagues gave it, I wasn’t going out of my way to get behind the wheel. However, the Volvo C30 has been coming on strong in our Top 10 Most Researched list so I decided to spend time in one and I am certainly happy I did.

Volvo launched the C30 in 2008 as sort of a Swedish version of the MINI Cooper. It can be customized in a myriad of ways but not in as many permutations as the British hatch. If you are like me and can’t make up your mind, this may be an advantage – fewer choices make easier decisions in my book. It is powered by a 2.5-liter turbo 5-cylinder that delivers 227 HP to the front wheels through either a 6-speed manual or an optional 5-speed automatic.
The first thing you notice about the Volvo C30 is its sexy design. For the auto enthusiasts, you’ll recognize the influence of the Volvo P1800s of the ‘70’s. Those of you who aren’t up on the history of automotive design, you see an aggressively designed 3-door with a unique glass hatch and one of the cutest derriere’s in autodom. This is much more than simply a hatchback version of the S40 that it is based on and the unsolicited comments from friends and strangers were all very complimentary of the shape and presence of the car. Try to imagine the cool blue of the cars shown above and to the right being a bright red and you’ll understand why being stealth in our test car was not an option. Each time I got in and took control, I felt like I had a little bit of hot Swedish love at my disposal.

The interior design is a carryover from the S40 and that is a good thing. It is simple, straightforward and clean. The floating center console hides a convenient storage space for your glasses, purse or murse. The seats, as in all Volvos, are incredibly comfortable and the visibility fore and aft is excellent.
All of the design elements were no surprise as I’d seen the C30 on the auto show circuit. What put a smile on my face was what happened after I started the bright red C30 I had for a week. Contrary to what my colleagues had claimed the Volvo was a spirited performer. It was a blast to drive around town and 227 horsepower always seemed to be on tap. My test vehicle was equipped with the automatic. Normally I prefer a manual but the autobox was a lot of fun to drive, especially using the Tiptronic functionality. The suspension was taut but not bone shattering and the entire package felt tight as a drum.
Living in the New York metropolitan area, I have ample opportunity to put a vehicle through a myriad of situations. The C30 and I spent time doing airport duty, sightseeing in Manhattan, family shuttle service and a cruise up the Saw Mill Parkway to CT. In all aspects, the little Volvo was a delight to pilot. On the open road, its European ride and handling inspire confidence and the engine has plenty of power to merge and pass with ease. It isn’t a melodious as say a turbo four-cylinder in a VW GTI but the distinct sound of the turbo five cylinder soon becomes a pleasant companion on grocery and canyon runs alike.
Living with a car for a week really allows me to get to know a vehicle and flush out any potential warts as well as learn positive personality traits. Overall, the C30 was a pleasure to live with. Despite a small looking back seat, my friend Kirsten was able to travel there in comfort and my very tall brother Matteo had no issues fitting in the passenger perch. I was able to park it easily in the tight confines of SoHo and the optional Dynaudio stereo system and was put to good use entertaining Kirsten, me and all who passed by when stuck in midtown Manhattan traffic.
If I had to complain about any one thing it is the fuel economy. People think small cars = high mileage but in the case of the little C30, it forgoes frugality for performance. It is rated at 19/28 city/highway and we saw a 25 MPG combined. Not terrible but the aforementioned MINI can be equipped with a non-turbo engine and get close to 40 MPG highway. A quick glance at message boards confirmed that owners are experiencing the same economy numbers but most feel the style and fun-to-drive factor outweigh having to fill up more often.

Our test car was the “R-Design” trim and was equipped with the optional automatic transmission, Climate Package, and Preferred Package and came it at a reasonable $30,265. With a base price of $23,800 for the T-5 and $25,950 for the R-Design you can still get a nicely personalized C30 without applying for a bailout package.
Another thing I noticed about the little hot hatch from Sweden was the fact that I never saw another one the entire time I drove it. I can’t imagine why this car doesn’t sell more but if you like driving something sporty with an air of individuality, you should make your way to your local Volvo store.

The Bottom Line: The 2009 Volvo C30 is a stylish, reasonably priced euro-hatch that is fun to drive and won’t get lost in a sea of sameness.

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INFINITI M35X MAKES SWEET WATER

by Casey Williams

If you’re seriously into recording, audio production, and high-end instruments, you are probably familiar with Sweetwater Music Instruments & Pro Audio in Ft. Wayne, IN. Having been there with my partner and friends recently, I can tell you the place is impressive. Housed in a work of modern architecture that is responsible to the environment are multiple recording studios, an instrument retailer, and perhaps the most high-tech concert hall in the mid-west that can re-produce sound perfectly, change its direction, or damp it completely. It’s Carnegie Hall on the prairie. The only thing missing is an Infiniti dealership to complete the experience.
When Infiniti formally introduced the M35 in Detroit several years ago, they hired Herbie Hancock to play a Steinway while journalists sipped martinis and bourbon over the hood of their new sport sedan. It was all ridiculous, but nobody complained about the enjoyment provided. Hancock was amazing!

I doubt anybody will complain about the M35’s interior either. Turn or move any of the controls and you immediately sense an attention to detail reserved for top luxury cars. The gear selector feels almost mechanical as it slips into gear and the heated leather seats sooth and caress – especially when equipped with tiny Bose speakers near the headrests. Infiniti hired Herbie to bring due attention to the stylish woodgrain control console, which is arranged to imitate a piano’s keys.
The sound that comes out of the Bose audio system, with XM Satellite Radio, is pretty sweet. Besides filling the cabin with concert sound, the system includes a 9.3GB Music Box hard drive to store a library’s worth of music. Your iPOD can be USB-plugged directly into the car and controlled through the regular knobs and buttons. Touch screen navigation, Bluetooth® Hands-free Phone, and back up camera enhance one’s convenience. As with Sweetwater’s concert hall, occupants have total control of their environment.

Infiniti upgraded its Intelligent Cruise Control and Lane Departure Prevention by combining them with the car’s electronic stability control system to apply slight brake pressure to wheels opposite of the center line, thus bringing the car into its lane without removing control from the driver through steering wheel inputs. Headlights swivel with the front wheels Tucker-style to better illuminate curves and driveways.
Which could be important as the new powertrain can move around corners in a hurry. An enhanced 3.5-litre V6 engine that produces 303 horsepower and 262 lb.-ft. of torque is shared with the new FX35 crossover. All-wheel-drive takes the skitter out of the M35’s poor weather behavior. Fuel economy ratings of 17/25-MPG city/highway are reasonable for a car of this cloud.
If Sweetwater ever branded a car, the Infiniti M35X would be a great choice. It offers hot style, nirvanic sound, immense luxury, and the thumping rhythm that only a world-class engine and chassis can provide. Just as modern electronic pianos have weighted keys to let musicians communicate with their instrument, controls in the M35 are precise and reaffirming. The BMW 5-Series, Mercedes E-Class, Lexus GS, or Cadillac STS are great cars, but the Infiniti M35X might be the most rewarding instrument you could buy.
2009 Infiniti M35X
Five-passenger, AWD Sedan
Powertrain: 303-HP 3.5-litre V6, 5-spd auto. trans.
Fuel economy: 17/25-MPG city/hwy.

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by Josee Valcourt

At first glance, it wasn’t the most noticeable thing about the new 2009 Volkswagen CC but it was memorable, and a tad vain: I slid into the new coupe sedan’s rear seat without mussing my hair.
I have big hair. Not one strand of what I like to think is a funky coif brushed against the car’s apparent low headliner as I clambered into the back during a recent product test-drive event in Chicago sponsored by Volkswagen AG.

That says a lot. Like for starters that somewhere in the sporty CC’s development stage, VW designers ruminated on the midsize car’s interior space, and not just its striking exterior look that closely mirrors Mercedes Benz’s CLS. In an age when space is valued, creating sufficient wiggle room between one’s voluminous hair and the interior roofline is nothing short of thoughtful. I certainly can appreciated VW’s effort to up the vehicle’s headroom even if my reason solely lies on vanity.
It makes all the more sense why VW scheduled a tour with the Frank Lloyd Wright Preservation Trust. Gaywheels.com was among the invited guests taken on a private tour of the great American architect’s first home in Illinois’ Oak Park enclave. Wright had a penchant for creating illusions of depth – high archways, octagonal rooms – in the most unrestricted way.

Maybe VW designers tore a page from Wright’s playbook.
The CC’s design duplicity continues as not only is the headliner high enough in spite of major coupe action to the rear, but there’s adequate leg room. There’s also sufficient cargo space, and a storage compartment tucked between the rear seats to store the doodads of your choice. The compartment holds two cups, bringing the total number of cup holders in the vehicle to a standard four.
Coincidentally, CC stands for comfort coupe. The four-door vehicle provides a fair slice of comfort. Where it falls short though is in the front-door pockets that are snug, making it slightly cumbersome to slip a folder stuffed with a few sheets of paper in. VW should have gone with hinged side pockets, which pull outward for easy storing and doesn’t call for contorting one’s hands.

I also found the beige and black two-toned sport bucket leather seats in the 4-cylinder version I drove to be, well, meh. It was uninspiring and, dare I say, drab. Even with real chrome accents, the interior’s look was comparable to almost hitting a high note but suddenly falling flat.
From the outside, the CC’s rear acutely slopes but not in a holy molly, we’re-going-to-make-you-wince-because-the-line-on-this-car-is-so-sharp kind of way. It’s more of a graceful plunge. VW describes it as dramatic. Either way, graceful plunge + dramatic = snazzy in my book.

The vehicle handled fairly well on roads though some turns in curvy areas were less-than-smooth. Equipped with a 2.0-liter 4-cylinder engine that pumps 200 horsepower, it was zippy enough for my liking. A 3.6-liter 6-cylinder engine is also offered. It pushes 265 horsepower.
VW characterizes the CC as near-luxury and positions it smack dab in the crowded midsize sedan segment where the Toyota Camry and Honda Accord reign, according to sales figures.
Its German engineering, spiffy design, and starting price of $26,790 should help it stand out though the vehicle’s base price exponentially swells depending on the package. It tops out at $39,300. The destination charge is $690.
The automaker hopes to sell some 28,000 units. Laura Soave, VW’s general marketing manager, says she thinks the car will be a head turner. I agree, big hair and all.

2009 VW CC:
Engine: 200 HP 2.0-liter turbo four cylinder or a 265 HP 3.6-liter VR6
Transmission: 6-speed manual available with four-cylinder only, 6-speed automatic for both
Drive Wheels: FWD in both engines, AWD available with 3.6-liter VR6

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TOYOTA COROLLA’S SORDID LIFE

By Casey Williams

Brother Boy’s flashing eyelashes and Dr. Eve’s store-bought titties bring excitement to a couple of middle-aged characters on Logo’s Sordid Lives. Without Leslie Jordan’s portrayal of a drag queen obsessed with Tammy Wynette and Dr. Eve’s plan to de-homosexualize him, they would be a couple of old skin sacks heading towards retirement. Boring, in whole. Kinda reminds me of the old Toyota Corolla.

I don’t think anybody ever confused the Corolla with stimulating. It’s as stable and conservative as your grandmother’s banker and as affordable as a White Castle hamburger. That’s been enough to make the Corolla the best-selling nameplate of all time, but that’s not enough. To slay Honda Civics, Saturn Astras, and Nissan Sentras, Toyota had to go in for a makeover. When Toyota designers saw the sexy sleek Civic a couple of years ago, they nearly hurled their last supper. They should be feeling better by now.

Much of the Corolla’s tall, three-box design will cause no trauma among the faithful, but a snarly aero face, steeply raked windshield, smooth bodysides, and squinted taillamps are a bit like gluing falsies on a 53-year old man – they look fabulous, but glitz up a simple soul. Large alloy wheels and ground affects up the amps in the sporty column while body color door handles, and crisp creases dress for a night out. Toyota claims the car’s styling was in collaboration with its studios in Turin, Italy.
Corolla’s base 132-horsepower 16-valve 1.8-litre four-cylinder engine, connected to either a five-speed manual or four-speed automatic transmission, sings like Olivia Newton’s umpteenth comeback attempt on the stage at Bubba’s bar in the show. For more stage presence, step up to the available 2.4-litre four-cylinder that summons 158-horsepower to bark rubber. I’ll tell you right here and now that I’m not a fan of the twitchy electric power steering, but it contributes to excellent fuel economy ratings of 22/30-MPG city/hwy.

No big surprise, most Corolla drivers are practical people. They’ll wet themselves over an extra storage bin above the glove box, door storage that can hold 20 oz. Bottles, and large center console. They can even store their glasses in a compartment over the rearview mirror. Whether driving cross-country or just to Fresh Market for sushi and Morbier, four passengers ride high and comfy under the sedan’s tall roof, enjoying XM Satellite Radio, protected by side curtain airbags, and getting a commanding view of the road and sidewalk hotties.
Don’t worry if nobody respects your version of excitement; you can make fun of their gas-popping luxury barges all the way to the club and back. Toyota took a boring, but infinitely practical compact sedan, gave it a facelift, added athleticism, and delivered a car as reliable as the laughs on Sordid Lives.
It’s never too late to have some fun – just ask Rue McClanahan about her character, Peggy Ingram. From a proper Baptist grandma to bar hussy and adulteress, she blazes a marvelous trail for the staid and boring. Just like the all-new 2009 Toyota Corolla.

Get more detailed information on the 2009 Toyota Corolla in our New Car Section

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The New Face of Lincoln

by Joe LaMuraglia

Lincoln used to be known for what we called “land yachts”. You know, those massive Continentals from the ’60s and 70s that floated down the road with little road feel and slightly more control from the steering wheel than a rudder on a Hatteras Yacht. They tried to change their image with better product in the latter part of the century be outside of gaudy SUVs, the younger buyers didn’t even consider a Lincoln. With the introduction of the new 2009 MKS, Lincoln hopes to attract younger buyers with a new brand image that went to boarding school in Europe and got a new wardrobe and driving manners along the way.

Lusciously Lincoln
The first thing you notice when you approach the new 2009 Lincoln MKS is that it doesn’t really look like a Lincoln at all. It has strong European styling cues (the taillights look like they came from a Quattroporte) and is seems shorter than its predecessors. It is tall and substantial with clean understated sides adorned by distinctive styling cues front and rear.
If you took the Lincoln emblem off the front and back it would be a challenge to identify the brand – and that is a good thing. With the Lincoln design team launching the MKS as the first example of their new design language, they needed more than a simple evolution. Truth be known, the new MKS has a lot in common with Lincolns of yore – just not ones that their target market will be familiar with. The double-wing grille that forms the face of the Lincoln is heavily inspired by a 1941 Lincoln Continental (think the grandfather of the car in Entourage).

A Strong Quiet Type
A new image requires new muscle and the MKS comes out of the box with a 3.7 V6 engine delivering 273-horsepower through a 6-speed automatic transmission. It is smooth and relatively quiet but it could use a little bit more power. The chassis is quite good and handled the winding roads outside of Washington, D.C as if it were a much smaller vehicle yet you could feel the engine straining against the weight of the MKS. Lincoln promises a more powerful twin-turbo, “Eco-Boost” in Ford speak”, V6 sometime during the 2009 model year.
While we car geeks like to compare numbers and make critiques like the one above, it is important to consider the target customer for this car. The traditional Lincoln buyer will most likely be happy with the performance of the MKS and they will revel in the incredibly quiet cabin and luxurious appointments offered. If Lincoln wants to attract import buyers and even get on the list of Cadillac CTS and STS intenders, then they need to pony up some more oomph.

Tons of Technology
An area where Lincoln product planners did an excellent job is in the area of incorporating technology. In addition to the bevy of electronics that help keep you from having an accident (stability control (AdvanceTrac),and available AWD) there are a multitude of technologies to protect you in the event of an accident. Those are cost of entry for the luxury segment. What Lincoln has done well is differentiate itself by offering excellent technologies like Sync – their voice-activated hands-free in-car communications and entertainment system. Another Ford/Lincoln exclusive is their next generation navigation system with SIRIUS Travel Link. Want to see if there is traffic on the route ahead? Check. Need to find the local weather? Check. Want to find the cheapest gasoline along the route? Check. Need to check sports scores and movie times. Check. Check. The last three features are exclusive to Ford/Lincoln for now and are an excellent example of integrating technology to make your life easier.
Music for Your Soul
I was impressed by the Lincoln MKS but thought that few of its features really make it stand out. It does a lot of things really well but many of its competitors do it better. Where the Lincoln got me and grabbed by the fiber of my soul was its THX II Certified 5.1 Surround Sound Audio System. Words cannot explain how good this system is. I loved it in the Navigator we tested a few years ago but the latest iteration in the MKS is almost enough to make me buy this car. If you love your music, take a CD, MP3 player or USB device and drive to your Lincoln store just to experience it. I promise, it is worth it.

On Your MKs, Get Set….

….and go down to your Lincoln dealer? Well, that depends. If you love your sports sedans and want an American version of a 5 series, don’t even think about it. The MKS doesn’t pretend to play that game and will disappoint you. However, if you don’t dream of the racetrack and want a distinctive American luxury car with some unique technology and one of the best stereos in the business, you should stop by your Lincoln store. Don’t forget to bring your music!

2009 Lincoln MKS
Base MSRP
- FWD $37,655
- AWD $39,555
Photos courtesy of Lincoln

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by Joe LaMuraglia

How can a MINI be more of a MAXI? That is the question that the engineers at MINI asked themselves after the success of the first generation MINI Cooper. They studied the data and realized that while they were selling every MINI they made, there were some people that were walking away from the brand because they were too, well, MINI.
Ten inches later, a new MINI was born. Gaywheels.com’s Joe LaMuraglia puts the MINI Cooper Clubman through its paces in a steamy Nashville, TN. Watch and see if the new Clubman can be called the Maximus MINImus.

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by Marty Padgett

The world is full of guilty pleasures, but few of them are as obvious as the 2008 Dodge Challenger SRT8. Gas is $4 a gallon? So what—not only does this thing have a HEMI, it has an uber-HEMI V-8 with 425 horsepower and an appetite for unleaded like a frat boy’s appetite for Pabst. The planet needs saving? The Challenger’s great at recycling tires–one power launch at a time.

The Challenger’s basics are pretty intimidating, even if you don’t follow NASCAR like a disciple with loads of free time. There’s the 425- hp V-8, a sturdy five-speed automatic that bangs off shifts with drill- team precision, big-ass brakes that burn off speed in supersize chunks. And because it’s really a Charger sedan in two-door king drag, the Challenger has a fundamentally fantastic chassis with grip to spare. You can count on 0-60 mph times in about 5 seconds, with a top speed of about 170 miles per hour if you’re brave enough to hang on.

From a distance, the Challenger makes you believe it’s 1970 all over again. The hood is wide and flat, and so’s the trunk, which makes dodging in and out of traffic and shaving corners close a snap. It begs for a rebel flag on its flanks, but Dodge’s color choices— shocking orange is a favorite—are stunning enough. Inside it’s a little more pedestrian, but the Challenger can be decked out with Sirius satellite radio so you beam in a steady stream of funkadelic flashbacks without the accompanying 8-track.
And with the Challenger, Dodge finally has something to hold over Ford’s Mustang: not only does it outpoint the Mustang on retro-perfect looks, the Challenger also has a thin veneer of practicality about it. There are back seats back there, and they’re actually adult-sized—like anyone will want to ride with you after the first time.
If you have a thing for dirty redneck boys with even dirtier minds, the Challenger SRT8 is big fun. Sure, the Mustang has history behind its back, and Chevrolet’s new Camaro is just months away from stealing headlines. The Challenger’s here now and it kicks quite a lot of ass.
Wait until 2009, and you can even get a six-speed stick shifter with it. It’s like they were reading my MySpace page.
Editor’s Note: We’ll be driving the 2009 Challenger in the near future in all trim levels including manual transmissions and the SE V6. With that in mind, we included some photography of the 2009 Challenger below. Enjoy.

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Past Perfect

By Joe LaMuraglia

For those of you of a “certain age”, the word “reunion” may evoke either excitement or dread. I experienced the latter when my 20-year high school reunion came around last year. I needed more time to shed the pounds and somehow regain my hairline. My fear turned to remorse after not being able to attend and hearing the stories of how wonderful it was. So when the 10-year get together for my graduate school was scheduled recently, I came to terms with the fact that I am 40 lbs heavier and lot more bald and made arrangements to be there.

As fortune would have it, Mercedes-Benz invited me to the C63 AMG event in Phoenix, AZ a few days before my reunion and they graciously provided a bright red C300 Sport for my return to my Alma Matter in Glendale.
In Hollywood’s version of a reunion, the protagonist arrives at the event in the most expensive vehicle possible, usually rented, in order to impress his former classmates. While not an S-Class, the shining red C300 Sport certainly allowed me to play the part of successful graduate for my trek back to the past.
Styling
As the entry-level Mercedes (at least in the U.S.), the C-Class must appeal to a larger audience than its more niche-targeted siblings. As a result, it continued on as a four-door sedan with a focus on passenger comfort, safety and utility. This iteration of the C-Class, however, eschewed the dowdy styling of the past and is considerably more aggressive than its fore bearers. From the in-your-face grill treatment of the Sport model to the crisp lines and wide stance shared by all trim levels, this Benz is no longer a baby. She’s grown up, gone to the gym and is ready to throw down. I got quite a bit of attention cruising up to campus and I’m almost certain it was the car and not the reflection of the sun off my big bald head.

The interior styling has received a lot of criticism from my journalist colleagues for being too plain and the materials being not up to par. After toting around friends for the weekend, I have to report that target market for this vehicle; high-income individuals with an appreciation for style and quality, were very impressed. Even my friend who we call the “Latvian Princess” lavished praise on the interior. To put it into perspective; she drives an Audi A4 and wears Prada. Trust me; compliments don’t come easy from her. Could the interior of the C-Class have a higher perceived quality? Sure, some of the plastics are a bit hard and the leather could have a softer hand but it seems as if the designers reached back into their past and allowed function to take precedence over design. I suppose it is up to the customer to decide which is more important. Through May 2008 the sales of the C-Class are up 39% over last year. The customer has spoken.
Performance
Mercedes-Benz came out of the box offering a myriad of trim levels for the new C-Class. There are three distinct models with two different engines. The base C300 comes in both “Luxury” and “Sport” trim and features a a 3.0 liter V6 that delivers 228 HP and the C350 Sport gets a 3.5 liter V6 that pumps out 268 HP. Our C300′s 228 HP was matched with MB’s excellent 7-speed automatic that delivered crisp shifts under full throttle and helped deliver an impressive 25 MPG on my jaunt from Scottsdale to Glendale via Tuscon. Both variants of the C300 are available with a 6-speed manual as well with should make the driving experience more engaging. If you opt for the more powerful C350, the automatic is your only choice.
Driving Impressions
Keeping in mind that I had just spent a full day with the incredible C63 AMG, I was expecting a bit of a let down when piloting its lesser sibling. The snob in me looked at the deck badge and assumed that the C300 would be boring ride compared to the C350 I had anticipated. While certainly no match for the C63 AMG, the C300 Sport didn’t disappoint. As a member of the Mercedes-Benz family, albeit via a very old relative, the C300 felt very familiar. The controls for the turn indicator and wipers were exactly where they are in my 1983 Mercedes-Benz 240D and all ancillary switches and controls were easily figured out. Even the much-maligned COMMAND system for the radio and navigation became second nature.

Under power on the side roads and on the highway, the C300 felt nimble and sporty but hardly as abrasive as other sport sedans. This is a luxury sedan with sport intentions, not a sport sedan with luxury intentions. I felt confident and in total control behind the wheel but never once did my 40-year-old derrière complain about the way the vehicle handled the road or duration of the ride. In my opinion, it is a perfect balance of sport and comfort. If you are a track racer or aspire to be one, you’ll find it to be lacking compared to other German sport sedans. For those who like to be in control but don’t want to feel punished after a long ride, the C300 Sport might be the answer.
Past Perfect
Mercedes-Benz has it its DNA the ability to build a car that is relevant today and far into the future. For example; my 25-year-old 240D is running strong with over 235,000 miles on the clock and its styling still gets compliments today. While some of their vehicles in the recent past may have strayed too far from the family lineage, Mercedes got the message and went back to their roots when they redesigned the C-Class. The car is fun to drive, it has presence, its styling is a blend of modern themes with classic influences and the focus is on engineering rather than purely aesthetics.
If you’ve strayed from the Mercedes-Brand for any reason or if you’ve only dreamed of owning the best from Stuttgart, you should check out the new C-Class. The C300 Sport starts at $32,475

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by Zach Taylor

The little A4 sedan and wagon (avant in audispeak) are Audi’s brot und butter, providing more than fifty percent of the company’s American sales. No surprise then that the Germans just spent $1 billion and change on the A4’s redo. Though the dollar buys far less these days, the new 2009 Audi A4 proves that a billion large still snags a sexy, track-worthy hauler.

Meaner. The redesigned A4 is longer and wider, but its roofline remains the same height. Combine this more planted stance with stronger hiplines and Audi’s new signature cat-eye LED daytime running lights, and the A4 now rides low and mean.
Greener. Although the A4 remains a red-blooded German sedan, its muscle now is easier on the environment. A new, 2.0-liter turbo four makes 211 hp, while a returning 3.2-liter V-6 produces 265 hp. Despite increased horsepower relative to the outgoing A4, these engines consume ten percent less than fuel than the previous A4 plants, according to Audi.

But just as nice. Inside, the A4 is decked with Audi’s customary surfeit of supple leather, high-quality synthetics, and accents of brushed aluminum and polished wood. The design is crisp, intuitive, and luxurious all at once, with a driver-oriented center console and added comforts such as increased legroom and an optional Bang & Olufsen audio system that pumps 505 watts through 14 speakers.

Recently, on a sunny northern California day, Audi’s handlers fed shiny A4 after shiny A4 onto the blind curves and eight-story drops of Infineon Raceway. When my turn arrived, my 3.2-liter A4 shot off with a low, long rumble from the tuned exhaust system. In the hooks, Teutonically precise handling locked me to the line. On the straight bits, the A4 opened up and cruised as if eating a freshly paved stretch of autobahn. And when I pulled into the paddock, sweaty and amped on adrenaline, the smell of burning brake pads and shredded rubber hung over the track.
As I slid my crash helmet off, I thought if this A4 is a bread-and-butter sedan, maybe it’s time to rethink the whole low-carb thing. Then I chugged some water, pulled my helmet back on, and jumped into a waiting A4.

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It’s Flexalicious!

Ford set out to re-create the family vehicle and from a design point of view, they’ve certainly done their homework. This vehicle is totally unique in a sea of “me too” crossover vehicles. The two-box shape and unique exterior design details give us a modern interpretation of the classic “woody” wagon. The availability of a contrasting roof color allows you to create your own color combination similar to MINI and the chrome treatment of the grill and tailgate further differentiate it from anything else on the road.

While the exterior gets your attention and makes the Flex easy to find in a parking lot,it is the interior that will please both your eyes and derrière’.

Visually, the instrument panel, center console and materials used are easily the best Ford has ever created. The interior themes were inspired by the fashion background of former clothing designer Anthony Prozzi, who we recently featured in headlights. The base seat fabric looks like it came from Brooks Brothers and the upgraded leather would look at home on the runways of Paris and Milan. And this from FORD!
Speaking of the seat fabric; those fashionable coverings surround some of the most generous and comfortable perches in autodom. It is one thing to look gorgeous but it is rare to have both eye and butt appeal in one package. Ford has figured it out.
Need to get a way from the hustle and bustle of the city? Spending time in the new 2009 Ford Flex will make you realize how much noise you’ve put up with in the past. If you’ve ever used the Bose noise-cancellation headphones, the experience is similar. Extensive use of sound-deadening materials, acoustic glass and attention paid to the “noise points” around the vehicle make a very quiet vehicle.

We get it, it’s pretty. But How Does it Drive?
There is nothing more disappointing than a good-looking package that lets you down when you open it up. Think about the last person you met online and you know what I am taking about. Luckily the Ford Flex won’t remind you of all those dating disasters. It drives and performs as good as it looks. The ride is controlled and “European” in feel and the 3.5 liter V6 provides spirited, if noisy, performance. In a trip from New York City to Westchester County, NY, the Flex handled the challenging Saw Mill Parkway with ease. Inherent to its boxy design is excellent visibility and its wide stance and long wheelbase deliver a solid, comfortable ride.
Front-wheel drive models are expected to get 17 MPG in the city and 24 on the highway which is about on par with the best in this class. Ford promises a more refined and efficient “Eco-Boost” turbo engine in the near future which should increase efficiency and rid the Flex from the rough noises at full throttle.

What Else Can It Do?
Two things that differentiate cars in today’s market are design and technology. Clearly Ford went a different route with the appearance and they continued that theme with the technology available in the Flex. For starters, you can get the Ford-exclusive SYNC™ – a voice-activated, hands-free, in-vehicle communications and entertainment system that allows you to control your phone and music. Then there is the available SIRIUS Travel Link that when combined with voice activated navigation displays real-time traffic, weather, fuel price information, sports scores and even movie times for your local theater!
The available technology is not limited to information and entertainment. Ford has done their part to make your life a little easier as well. There is an available refrigerated console between the second row seats that can cool up to seven 12-ounce cans to 41 degrees 40% faster than your home fridge. Last but not least, the Flex is equipped with an EasyFuel™ capless fuel filler. This feature replaces a fuel-filler cap and provides a better seal, reducing the release of smog-forming vapors.
Does He Have a Brother?
So it looks good, knows the importance of quiet time; is a spirited performer and has all the latest gadgets. Sounds like the perfect partner, right? Well, while we know “he or she” doesn’t exist outside of the cineplex, the Ford Flex comes close to a perfect companion in vehicular form.
Does that mean that the Flex is perfect for everyone? Far from it. Similar to our quest for a partner, everyone has different tastes. For example, as good as the Flex is, it can’t provide top-down driving for two. However, for those of you that are looking for a 6-7 passenger vehicle that has a very distinct look, doesn’t feel to need to dress like all the other crossovers and is versatile in its approach to life, you should check out the new Ford Flex.

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Saab on Steroids

by Joe LaMuraglia

I was in Boston, MA as a guest of Saab recently to drive the production version of the 2008 Saab Turbo X. We covered the North American introduction earlier this year and having spent a brief time behind the wheel of a prototype (with a HOT Swedish engineer), I was looking forward to spending time with the final product.

The newest addition the the Saab 9-3 lineup, the 2008 Turbo X is a celebration of 30 years of turbo-charged Saabs and more specifically, a modern interpretation of the Saab “black turbos” of the past. With 280 HP, 295 lb-ft of torque, Saab’s innovative Cross-Wheel Drive (XWD), a lowered sport suspension, unique titanium-colored wheels, carbon-fiber interior treatment and a smaller, thickly padded steering wheel, the Turbo X takes a very competent 9-3 to the next level.
SAAB – They Have Great Seats Right?
When you think of Saab, you don’t necessarily think of high performance. Most wouldn’t think that a sexy Saab 9-3 could take on the boys from Bavaria when it comes to performance and up to this point, they couldn’t.

Saab’s Achilles heel was one of the things that made it unique in the first place; front-wheel drive. It is very difficult to make a high-performance FWD vehicle perform. Placing the engine and drive wheels up front increases passenger room and provides amazing traction in inclement weather but in the handling and control department it can’t compete with RWD or AWD.
Enter the Turbo X. The sport suspension, advanced all-wheel-drive system and the additional horsepower it allows, makes this Saab speak Swedish with a German accent.
The difference compared to the standard 9-3 is evident both on the road and the track. Where as the 9-3 Aero is sporty the Turbo X is downright aggressive. On the roads around Andover, MA the sport suspension was on the verge of harsh but no more so than say a BMW M3 or Mercedes C63 AMG.
That is heady company when it comes to comparisons and while the steroid Saab isn’t quite in the performance leagues of those beasts in a straight line, the Saab Turbo X’s turbo-charged 280 HP are nothing to sneeze at. I was able to hit illegal speeds quite quickly and was impressed at how the beefed up 9-3 handled lane changes and on-ramps with ease. Mated with either a 6-speed manual or 6-speed automatic, the Turbo X turns up the excitement quotient.

Fast or Agile? What about Both?

Once we hit the track the real nature of this Swede came to the surface. We had no competitors on hand to verify it but the engineers swore that the Turbo X can out slalom some of the best from Germany. After a few laps in both the Sedan and SportCombi (wagon for those of you that don’t speak Saab) I had little reason to doubt them. The vehicle attacked the course with a throaty growl from its tailpipes and handled the twists, turns and panic braking without complaint. The superb handling is a result of the advanced XWD system balancing the torque not only between both the two axles but also between the rear wheels via the first application of an electronically controlled, rear limited-slip differential (eLSD) in the segment.

Is there such a thing as too stiff?

Some of the technology that makes the Turbo X so superb also limits its appeal. The suspension is clearly geared more for cornering than carpooling and many consumers will find it too harsh for daily use. For the 600 lucky souls that get their hands on this limited-edition vehicle, there will be no complaints. Like all sports car owners, they are willing to give up some comfort for performance.
Fortunately for everyone else, the XWD drive technology will be available in the 9-3 Sedan and Sport Combi later this year and the Turbo X’s project leader hinted that other features (sport steering wheel, carbon fiber trim, and suspension) may be options on more mundane 9-3′s in the future.
The 2008 Saab Turbo X sedan starts at $42,510 and the Turbo X Sport Combi starts at $43,310. They are on sale now and volume is limited to 600 vehicles in the U.S. so if you want what Saab calls a “future classic” you better hurry.

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by Michele Fleury

Short of actually being on the old Dinah Shore show, with Dinah Shore herself, could there be anything like arriving at Dinah Shore Weekend in a $92,000 car?
How about a $92,035 car, to be exact?

Not only did I feel like royalty heading out to Palm Springs, to take part in this year’s fashion show and Logo festivities—I looked liked some titled Brit behind the wheel of the Jaguar XKR convertible.
The drive from Los Angeles to Palm Springs is 2 hours of flat, straight highway- the perfect road to test the XKR’s supercharged eight-cylinder, 420-hp engine. The rumble of the Active Exhaust
System is just the first hint that you’re about to be pressed deep in your seat by the Jag V-8. Like a bar bouncer, it’s all about controlled rage—shooting to 60 mph in 5 seconds flat.
Inside and out, the Jaguar XKR lives up to the promise of that rippling V-8. Fast, strong and nimble describe the XKR’s handling, and it weighs almost 2 tons and sits at 188.6 inches in length—or, 18 inches longer than the Honda Element and 3 inches wider.

We’ve told you all about the ravishing looks of the Jaguar XK elsewhere at Gaywheels. The exterior is near-perfection, all lovely kitty lumps and aggressive lines. The XKR’s raked windshield, long lean hood adorned with vents and the oval honeycomb grille add to the
elegance created by its stunning profile. The look flashes back to the 1961 Jaguar E-Type (for non-car nuts, you might recognize the E-Type as the Austin Powers Shaguar) but with a distinct cutting-edge twist. The only cars that come close in outright sex appeal are the Maserati
Gran Turismo and Aston Martin V8 Vantage. But even the $110,000 Gran Turismo and $111,300 Vantage lack the refinement evident in the styling of the XKR.
The interior of the XKR is the finest example of modern meets classic. The leather seats are like clarified butter and they adjust in 16 different ways. The cabin has accents of wood and aluminum as well as the modern center panel that houses one touch screen for audio, climate control, navigation and vehicle stats. It’s a brilliant use of space leaving the rest of the dash clutter free. The one thing missing was an MP3 jack. Granted, I might be slightly younger than the XKR’s target market but even my parents have ventured into iPod territory. We were forced to rely on old-fashioned CDs to test the 160-watt Alpine stereo. How retro!

For all the XKR’s power and might, it is a shockingly quiet ride thanks to the insulated soft top that keeps with its retro aspirations by not caving to the hard top convertible trend. And it’s a sure- footed one, too—the XKR handles with more grace than any Jaguar before it.
On Sunday morning all the tired and hung over women of Dinah Shore trudged toward the hotel valet. Alone in my giddiness I handed my ticket over with a smile. Before I knew it, the XKR was having her own runway moment as she rolled down the drive towards us. I had little choice but to hop in, put on my wraparounds and enjoy my America’s Next Top Model moment.

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Vehicular Version of Sensible Shoes

By Joe Tralongo

Break out your sensible shoes, girls: the age of wretched excess is coming to an end.
Look up there — gas prices are up there to stay. Down at your feet? That’s the value of a buck for a long time to come. Bigger isn’t better anymore. Downsizing is the new black.

Depressing, right? Not so much. Instead of the crusty SUV that suddenly is as out of fashion as a random Kardashian, there’s a sensible alternative that’s new in 2009, and it comes with one of the most efficient engines on the planet.
The 2009 Volkswage Jetta SportWagen is all those things, which to the Gaywheels staff makes it the most logical car on the planet. It’s a car, not an SUV. It’s big enough to comfortably hold four people and their luggage, yet when equipped with the TDI diesel engine it gets better than 50 mpg on the highway.

If you’re familiar with the Jetta Sedan, you already know about 80 percent of the SportWagen. The two share the same platform, interior, safety features, engines and transmissions. The unknown 20 percent is made mainly of a large enclosed cargo hold and a massive panoramic glass sunroof.
Inside, the trendy lighting and interior design are growing a bit old, but are still leaps and bounds above the fit and finish of many modern interiors. On the flip side, the level of luxury amenities offered by VW nearly reaches Audi status. We do hope VW will improve the iPod interface on this car, but chances are good it will be the same, poorly integrated system experienced in the 2008 R32. The system uses the CD changers port and cannot display song titles. If you’re a music aficionado be sure to test out the system before you purchase this upgrade.

Like the one night stand with the slightly dowdy wardrobe, it’s always what’s underneath the clothing that counts, or in the case of the SportWagen, what’s under the hood. Three engine options include a tepid but inexpensive 2.5-liter five-cylinder, a performance oriented yet miserly 2.0-liter turbo (available only with the pricey SEL trim), and a new, 50 state compliant 2.0-liter TDI diesel engine. Although diesel is foreign to most drivers this engine is worth a good hard look, because its gas mileage ratings are insane. VW estimates city mileage in the mid 30s, while highway figures are expected to top 50 mpg. And the diesel is no slug either, with more torque (that’s the power to pull and pass) than most V-6 engines produce. And while its true diesel costs anywhere from 40- to 70-cents more than gasoline, diesel allows you to travel nearly twice the distance on a single tank.
Manual transmission fans who live with an automatic-only lover will rejoice at VW’s decision to offer the wonderful auto/manual Direct- Shift Gearbox (DSG) with the diesel engine. The DSG can switch from a fully automatic transmission to a one that allows the driver to change gears manually without the need to depress a clutch pedal. Pretty neat, huh?
Pricing for the SportWagen ranges from around $19,000 for the base 2.5 S to about $28,000 for a fully loaded SEL. Look for the 2.5 S and SE, and 2.0 SEL to hit showrooms this June, followed by the high-mileage TDI diesel come early September.

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It’s electric! Well, half of its powertrain is — and it’s good for 32 mpg.

by Dan Weil

Chevrolet may be late to the hybrid race, but with the new Malibu Hybrid they’re ready to take their share of green-minded family-sedan shoppers.

The Malibu Hybrid starts life on the outside as a standard Malibu sedan. But instead of the more usual V-6 engine, there’s a 2.4-liter Ecotec four-cylinder engine mated to an electric motor and battery pack. The Malibu’s mild-hybrid system improves mileage by shutting off the engine when the vehicle stops and enables early fuel shut-off during deceleration, leaving the car to run on its batteries. Computer wizardry and that big battery pack keeps all the systems running, including your heating and air conditioning. The system operates like the Honda Insight used to — it’s not capable of running on batteries alone, but the extra juice helps boost fuel economy, particularly in commuting.
The best mileage comparison is of course, against the non-hybrid four-cylinder Malibu. EPA estimated fuel economy using 2008 standards show the non-hybrid at 22/30 mpg, pretty good for a medium-sized car. With the mild-hybrid system, the Malibu improves to 24/32 mpg — not a huge boost, but then again, the Malibu Hybrid’s sticker price isn’t all that much higher than the gas-only car.

The hybrid system works nearly invisibly. Acceleration from a stop is smooth and, well efficient. Planting your foot on the accelerator inspires the Malibu to move at a decent pace; tapping on the brakes triggers the system to capture braking power and to use it to charge the batteries. Out on the highway, cruising speed is comfortable. Stealing glances at the dash, you begin to learn when the hybrid system is likely to charge the batteries, or provide a little power assistance to the four-cylinder motor.
Zipping down the California coast felt as breezy as the wind coming in off the ocean. I found the ride comfortable and pleasing. The Malibu’s ride is smooth while maintaining very good handling characteristics. Unlike Detroit cars of not so long ago, the Malibu can change lanes quickly without tumbling over itself.

Chevy has managed to take a simple design approach, add dashes of both elegance and attitude that translate well to a strong package. On the outside, Malibu looks well-tailored and it looks larger than the rival Camry and Accord, though it’s fractionally smaller in some ways. Inside, the interior design is pleasing and well-executed. The sweeping curves, multiple color tones, varied surface materials with just the right accents, somehow create a calming environment. That is all really good for big city driving environments.
Clearly a good family cruiser or commuter, our hometown Malibu’s overall design and excellent build quality competes very well against its rivals from across the Pacific. Winning the North American Car of the Year award at the Detroit Auto Show was no mistake. This car is well put together, and destined to be on the list of the better cars to come from Detroit over the past few years.

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Pontiac G(rrrrrr)8: Tony the Tiger Would Roar Twice as Loud For This One

by Cocoa Efficient

I’m a girl with an eye for style. I’m also a girl with an eye for value, fun and power—lots and lots of power. So when Pontiac delivered me its newest sedan, one that banishes memories of the bloated Bonneville and ushers in a new era of performance, I must admit more than just my curiosity was aroused. The car is the G8, an Australian transplant made over in Pontiac garb and powered by its rear wheels. With its taut chassis and choice of V6 or V8 engines, this car has the statistics to take on the best from Europe and Japan. But do all the parts come together to form the perfect storm?

A quick sizing up reveals a car whose lines are sophisticated yet tantalizingly playful. The G8’s skin is not flashy or flamboyant in the way the Dodge Charger brags, but it is distinct enough to garner its fair share of attention. The familiar split grille with honeycomb mesh is highlighted by two subtle hood scoops reminiscent of the early 70s Formula Firebird. The G8’s wheels, 17-inchers on the V6 and 18s on the GT, are pushed to the outer edges giving the G8 a solid and stable appearance. Around back, GT trims receive crystal clear tail lamp elements and four big, chrome exhaust ports. Grrrrrr indeed!
While the exterior is a bit of a departure for Pontiac, the G8’s interior is leotard leaps and buxom bounds above the norm. The nicely textured plastics are handsomely tailored to create a cockpit that is both driver and passenger friendly. Little design cues, such as the power window switches on the center console and the Blaupunkt audio system, expose the G8’s overseas pedigree. Apparently Aussies are as horizontally-challenged as most Americans, because not only are the G8’s sport seats extremely comfortable they are also extremely wide, with electrically adjustable seat bottoms that can angle high enough to support the longest legs. Rear seat passengers should be happy with their surroundings also, provided they are not too long in the torso.

Driving the G8 is a bit like whirling Lisa Lampanelli around the dance floor: she can breeze through all the moves, but you’ll feel her weight at every turn. Road manners are good, not quite BMW 3 Series good, yet easily a match for the Dodge Charger/Chrysler 300 twins, and far and way better than most of the front-drive performance sedans in the G8’s $30,000 price range. Even fuel consumption is easily swallowed, with the V6 rated at 17-city/25-highway, and the V8 at 15-city/24-highway.
Budget minded enthusiast will find the V6 model more than adequate, with brisk acceleration, good handling and civilized ride. Balls-to-wall speed freaks like me, however, will settle for nothing less than the potent GT. Despite the lack of a proper manual transmission, the G8’s six-speed automatic and 361-horsepower 6.0-liter V8 can usher this 4,000-pound hulk to 60 mile per hour in a scant 5.3 seconds. Power is available no matter what the speed, and stopping power is equally impressive (just ask the thankful ground squirrel that almost ended up as my new muff.)

From the driver’s seat, the view forward is fairly unobstructed, but the wide front windshield pillars create blind spots big enough to hide Divine from view. If I had to gripe (and I always have to gripe), the interior color palate could do with a bit more contrasting materials, and although OnStar’s Turn-by-turn navigation is standard I do miss the comforting glow of a built in navigation screen.
With the V6 starting around $27,000 and the V8 just under $30,000, it’s hard to argue with the performance to dollar ratio. Toss in heated leather seats, 19-inch wheels and a power sunroof and you have a performance-oriented touring machine with a distinctly American bent, all for around $33,000. It’s enough to make even this tired old tart moist.
Photos care of Adam Barrera and Pontiac

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1 is the new 3

by Joe LaMuraglia

If you’ve lived near or visited any gayborhood in the U.S. in the past 10 years, you have been witness to the popularity of the unofficial vehicle of gaylandia; the BMW 3-series. Available in coupe, sedan, convertible and near-supercar M3 trims, it satisfied a myriad of needs for the growing GLBT elite. Just as the sands of time move us from being twinks to daddies, the mighty 3-series BMW may be replaced by one of its own; the new 2008 1-Series by BMW.

Those of you that are fans of the 3-series may have noticed; it has gotten larger, more expensive and rolled further from its roots as a true four-door sports sedan. Enter the young upstart in the form of the 128 or 135 in either coupe or convertible. Featuring the same engines as their bigger and older siblings and coming in at a lighter, more nimble weight, the 1-series cars are back-to-basics vehicles that remind us what the BMW driving experience (and our youth!) should be in its purest sense; fast, fun and free.
We spent a day with both vehicles in and around Monterey, CA and the 128i Convertible won our hearts. It is driver’s car first and foremost with luxury items available for those who want them. The base 3.0 liter engine with 230 horsepower is silky smooth and perfectly matched to the weight of the vehicle. We can’t imagine needing the additional 70 horses provided by the twin-turbo 6-cylinder in the 135i but for power addicts, it is a sublime choice.

The 1-series in all trims claims to be a four-seater. The Coupe may be able to handle the occasional adult in the rear, but the convertible’s tight quarters in the back limits comfortable entry for anyone of average size or larger. It’ll do in a pinch but anything longer than a quick jaunt would not be advisable. Like so many things, it is more for show.
Cost of entry for the 1-Series is lower than the rather pricey 3-series. The 128i Coupe starts at $29,375 and the Convertible starts at $33,875. Considering that there is nothing else from a luxury brand that comes close to those numbers, it is easy to see that the 1 will very likely be the new 3.
Here is a slideshow of BMW 1-Series Coupe and Convertible Photos – courtesy of BMW N.A.

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Saturn Hopes to Run Rings Around the Competition

By Joe Tralongo

Some journalists love sports cars; others crave the pampered life of luxury. I like hatchbacks, or more precisely, small, fun to drive, fuel efficient and nicely equipped hatchbacks. So when Saturn invited me to sunny San Diego to test drive their newest three- and five-door compact wagons, I was all over the invite like an endangered White Tiger on an aging Vegas circus trainer! In the spirit of unbiased reporting, I must disclose the Astra is not exactly “new,” having been sold in Europe the past four years under the Opel Astra nameplate. But good design is good design, and bringing the European-spec Astra here relatively unchanged completely works in Saturn’s favor. In the U.S., the five-door Astra debuts in two trims, XE and XR, with a hot three-door model exclusive to the XR line.

As hard as it is to pull myself away from the hot surfers stripping down outside my hotel balcony, the sexy Astra coupe’s lure forces the bittersweet decision and I head to the parking lot. Grabbing the keys to a bright red coupe, I set out for the winding roads of East San Diego. Just a few minutes behind the wheel leaves me with a good first impression. The Astra is a true driver’s car, stable at high speeds and offering good steering response and braking. The cabin is surprisingly quiet, even when running on 18-inch tires, and the sport suspension helps minimize sway and body roll yet doesn’t punish passengers with a bone-jarring ride. I highly recommend the optional StabiliTrak stability control for the extra measure of driving confidence.
As for acceleration, the Astra’s can best be characterized as quick, but not fast. With only 138 horsepower under the hood, this car is designed to strike a balance between acceptable performance and good gas mileage, and at 24 mpg city/32 mpg highway, it does just that. The Astra’s engine displays a slight vibration inherent in most four-cylinder engines (and some low budget sex toys), but it’s only noticeable upon hard acceleration. And while the smooth shifting five-speed manual feels good, it is not quite as refined as gearboxes from Mazda and Honda; not really a worry as most Astra’s will probably be sold with the optional four-speed automatic.

Studying the interior reveals an odd mix of the good with the bad. Features such as a tilt/telescopic steering wheel, full cloth headliner and express up/down power windows are almost unheard of at this price, as is the high quality of the materials used to form the dash, door panels and seats. I arrogantly proclaim the sport seats, which are unique to the three-door, superior to everything in this price range. Firm with plenty of side bolstering and an unusually long seat bottom cushion, they provide hours of fatigue-free driving. Options include heated cloth or leather seats, an upgraded seven-speaker audio system with an MP3-compatiable CD player and, on five-door models, an enormous dual-pane sunroof with an electrically-powered sunshade. You can have all these features and still not break the $20,000 price ceiling.

But cracks do appear in the Astra’s armor, most arising from the speedy rush to get the car from Europe to America. Saturn only had enough time to engineer in a single cup holder and there’s no center armrest, no auxiliary audio input jack and no DVD navigation, Bluetooth communication or satellite radio option. Also, a set of awkwardly placed top child safety seat tethers that will likely ruin any object passing over them when the rear seats are folded flat. In fairness, no car in this class offers all the toys in the toy box. So while the Mazda3 may offer four cup holders and an auxiliary audio jack, the Astra comes standard with rain sensing wipers, which are only available on the up-level Mazda 3 Grand Touring trim, and heated side mirrors, which Mazda doesn’t offer. To keep the base XE trim’s price around $16,000, Saturn made air conditioning optional, which is fine until you consider at $16,130 the two-door VW Rabbit comes standard with heated mirrors, air conditioning, traction control and an auxiliary audio input jack.
When it comes to content, the Astra is no better or no worse than its competition. It’s really up to the individual buyer to determine if the features and options available fit his or her needs. Value is still the Astra’s strong suit, and few cars in this car’s price class offer the tantalizing combination of seductive European styling and mature driving characteristics.

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by Michele Fleury
for Gaywheels.com

Butch and androgynous women wearing lipstick isn’t a phenomenon exclusive to Los Angeles, but we have certainly perfected the art.

The Infiniti FX45 is a different side of the same gender-bending concept. It’s the Victoria’s Secret model who can change your oil and beat you at flag football.
Its curvy and original look had me at “hello,” but would there be substance behind the beauty? After a week of sheer bliss, I realized that the FX45 is really a sports car with the look, power and all-weather capability of an SUV. I was in love.

Obsessed with testing the Infiniti’s standard all-wheel drive, I decided to head to Big Bear for a day of snowboarding. The rain was coming down in Biblical proportions in L.A. and changed to snow once we reached the mountain roads. While the standard traction and stability control didn’t disappoint, I was blown away by the handling. The 320-hp V-8 had amazing acceleration on steep grades, leaving a bunch of other SUVs and crossovers far behind.
While other SUVs had to slow for the winding curves, the FX45’s sport-tuned suspension and stability control attacked them with vigor, revealing a nimble and sexy supermodel soul. The FX’s engine is placed lower and behind the front wheels to improve balance, and the drive
system continually balances the power between all four tires to improve grip and handling.
Much to the chagrin of my girlfriend, caution was not necessary. Not that she had much to worry about: the FX has a Lane Departure Warning in case you veer off course. It also sports the Intelligent Key System, so you don’t even need to take your key out of your pocket to
open the door and start the ignition. The rearview monitor makes it possible to parallel park without even turning your head.

Now that I’m in love with the FX and ready to pull out my proverbial U-Haul, I had to dig deeper for things that would cause lesbian bed death six months down the road. And the FX has its flaws: the standard 20-inch tires can ride a bit bumpy and the suspension is a tad stiff, but I still enjoyed the ride immensely. And the downside to the FX’s fabulous shape is that there is no third-row seat and cargo space is less than the BMW X5 or Porsche Cayenne. I haven’t yet joined in the gayby boom, so I thought there was more than enough room.
If you’re in the market for a different kind of hybrid–one that combines sport with utility–you can’t find a more compatible SUV than the FX45. And it helps that it looks hot, too.

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SSuper SSpecial, thanks for asking

by Joe LaMuraglia

We’re all too familiar with stereotypes: all gay men can decorate, lesbians are good with power tools and 0-60 times under 6 seconds only come with cars costing $30,000 or more. People who don’t know better assume stereotypes are universally true. May the innocent throw the first tie rod….Um, that’s what I thought.
As a power-tool loving, non-decorating, Gap-wearing gay man, I can tell you that breaking stereotypes is a daily occurrence. So I was surprised when I realized that I had arrived to drive the Chevrolet Cobalt SS with preconceived notions of what the car could (and couldn’t) do. Did I mention that I am human?
I assumed that the SS treatment on the Cobalt would be akin “puttin’ lipstick on a pig.” I arrived to that conclusion based on previous experiences with high-horsepower front-wheel-drive econo-turned-boy-racer vehicles; Neon STR4 anyone? They start out as inexpensive people movers and get the steroid treatment via an engine that the chassis simply can’t keep up with. Think the top-heavy boys in the gym; their arms and chest are huge but their legs can barely support their weight.
Chevrolet went for the full-body workout with the Cobalt SS and the result is fitness-model worthy – perfectly balanced performance, albeit not pretty enough for the cover.

Chevy Cobalt: The Muscle Treatment

Chevrolet started out with the fantastic 2.0 liter turbo four-cylinder found in the Saturn Sky Turbo and Pontiac Solstice GXP. It pumps out 260 horsepower and mated to a short-throw five-speed manual transmission launches the Cobalt SS to 60 mph in 5.7 seconds. The horsepower is just one part of the equation, though. Chevrolet redesigned the front end to improve handling and reduce torque-steer as well as incorporated some sophisticated technology to get optimal traction at launch. Watch the video to the right: The driver puts the traction control system into “competition mode” and at a full stop, it automatically goes into launch control. He hammers the throttle and holds it to the floor, the engine sings up to 5,100 rpm and stays there until the clutch is released. Once engaged, the algorithm in the engine management computer launches the vehicle for maximum acceleration. The driver keeps the throttle to the floor the entire time and when you hit 6,000 RPM, you keep the gas pedal on the floor, nail the clutch and slam it into the next gear. The computer keeps the boost up, doesn’t over-rev the engine and when done properly, you feel like a race-car driver. Best part, this behavior is condoned by GM and doesn’t void the 100,000-mile warranty! The car was designed for it–and I swear, I heard it begging for more.

On the road and the track, the hard work of the GM suspension engineers is clearly evident. Body roll is minimal and the little Cobalt SS sticks to corners like cars costing twice as much. I consider myself a good driver but compared to my colleagues on the event, I was out for a Sunday drive. They were able to push the Cobalt SS on the mountain roads outside of Bakersfield, Calif., and gave rave reviews on the handling and predictability of the suspension tuning – and these boys don’t give praise easily. It comes as no surprise then that the Cobalt SS beat the track record for its class at the famed Nürburgring racing circuit – a winding, undulated road course that is considered by many professional racers and auto manufacturers as the ultimate test of a car’s mettle.

The Chevy cover boy

Clearly the Cobalt SS has the muscles to compete. But what keeps it from being a cover boy? Beauty is in the eye of the beholder but nobody will argue that that the base Cobalt is no A&F model. Its design is a bit mundane and while a solid performer, it is overshadowed by more genetically gifted vehicles. Go-fast touches like Chevy’s FE5 sport suspension, quicker-ratio steering, Brembo fixed-caliper front disc brakes, sport seats, eighteen-inch wheels with performance tires, rear spoiler and an available limited-slip differential give it a buff appearance and capabilities but clothes and muscles do not a model make.
If you’re looking for a more aesthetically pleasing package, the Civic Si or Mazdaspeed3 should be on your shopping list. Both have higher-quality interiors and offer similar straight-line performance. If you aren’t that shallow want superior handling and enjoy breaking stereotypes, the 2008 Cobalt SS deserves a long look.
The Chevy Cobalt SS has a MSRP of $22,995, including a $660 destination charge. The Cobalt SS is well equipped at that price, including standard air conditioning, Pioneer premium sound system, remote keyless entry, StabiliTrak electronic stability control system, OnStar and XM Satellite Radio.
Major options include a sunroof ($750), high-wing rear spoiler ($150) and a limited-slip differential ($495).

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Gaywheels Drives the 2008 Audi R8

With Lamborghini in its corner, Audi takes on the Porsche 911–and rocks.
by Marty Padgett

The mission is simple: get behind the wheel of the Audi R8 on the only snowy day in Atlanta so far this year. Drive it enough to get a feel for its raucous power, grippy handling and smoothly styled cockpit for the Gaywheels crowd.
Oh, and don’t f*&k it up.
Thankfully, I can report, I didn’t crack up the only chance to drive an Audi R8 on my home turf that I’ll ever get, unless I hit the next Powerball. (Audi, by the way, is on our gay-friendly list.) And boy, did it change my social standing: if the words of gym buddies, and the crowd that gathered in a mass-transit parking deck to gawk, are any evidence, Audi’s catapulted into the ranks of Porsche’s 911 and almost, Lamborghini’s Gallardo in one big step. And I’m suddenly hotter, younger, better looking and obviously more wealthy. Right?

R8: An Engineering Jewel
Audi’s first true sportscar is an engineering jewel–and it owes some inspiration, if not mechanical pieces, to the Gallardo. Audi is in charge of Lamborghini these days in the VW empire, and the R8 shares a lot of the Gallardo’s attitude, from its mid-engine layout to its snug cockpit.
But they’re only remotely related. While the Gallardo gets a massive 530-horsepower, 5.0-liter V-10 and a $240,000 pricetag, the R8 makes do with only eight cylinders and “only” 420 horsepower, and a sticker of $109,000. Quelle bargain! (If you’re comparing to the 911, it makes about 355 horsepower in non-turbo versions.)
Pity, no? Don’t worry about the R8. With the 4.2-liter V-8, a choice of six-speed manual or six-speed automated transmissions, and a 0-60 mph time of 4.6 seconds, the Audi R8 will blast alongside the Porsche 911 without a problem–at a price of less than half its Italian brother.

The other killer applications in the Audi R8 portfolio will make you veer away from the Porsche 911, too. There’s standard all-wheel drive, which gives it secure and stable handling. Audi also fits an optional magnetic ride control on the suspension, which softens up the R8 just a bit for city driving. Don’t think limousine, think unbruised kidneys–the R8’s a stiff ride no matter how much you prepare for it. The variable-rate steering responds with neural precision, as if your brain ran the steering pump. And huge wheels, tires and brakes gives it the grip of a champion wrestler (and now that we think about it, some of the bulges, too).
The R8 also comes with fancy-schmancy things aplenty like those you’d find on a Porsche 911, like LED running lights, automatic climate control, heated power seats, and a navigation system coupled with a media-center controller and Sirius satellite radio–all standard features.
If you ever decide to turn down the engine note, and turn up the music, do us a favor. Turn over the keys and back away from the vehicle, ma’am. We’re already a little heartsick for more seat time.

We don’t need a big Powerball win either–the Audi R8 is no Lamborghini Gallardo in terms of price, but it’s damn close to being one on the road.
2008 Audi R8: The Competition
Porsche 911: Comes in normally aspirated and Turbo versions. The Audi R8 fits between the Porsche models, and is substantially more expensive than the base 911.
Lamborghini Gallardo: Far more expensive than the R8, the Lambo Gallardo isn’t much faster than the R8 and costs more than twice as much.
See the R8: Audi Web site

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Gaywheels.com’s Marty Padgett and Joe LaMuraglia both had seat time in the newest hot-rod from Mercedes-Benz; the 2008 C63 AMG. They logged on, fired up their chat programs and discussed:
Marty: So you’re sitting on S&M Boulevard in West Hollywood.
Joe: Yes darling….the joys of entrepreneurship…I can work anywhere….and by work I mean…..
Marty: Look at boys while you sip a soy latte…..I’d rather sip a boy latte
Joe: or eat a Topz burger…and let me guess, you’d rather eat a top
Marty: It is my skill set
Joe: Gorgeous….so, you drove the Mercedes-Benz C63 AMG in Europe and I had the pleasure of driving it last week in AZ. Discuss.

Marty: I drove the C63 in Europe, yes. It was Frankfurt auto show time, the leaves were just turning colors like my hair, and well, the
car was a delight.
Joe: Honey, we are both follicularly challenged..referencing hair is just cruel
Marty: I think you get a different perspective driving an AMG in Europe, versus driving it here in the U.S. It seems like a huge
indulgence on our roads…while on the Autobahn it’s like a survival kit. Since Europeans already think we’re savages, I think they’re just waiting to see what happens when they let Americans have the keys to this thing
Joe: Agreed…it and its competitors seem a bit like overkill in our speed-limited environment.
Marty: I mean, when was the last time you straddled 451 hp?
Joe: We’ll there was that one time at band camp…
Marty: The competition’s brutal. I drove the M3 and the RS4 just a few weeks ago and I was pleasantly surprised.

Joe: and of the three, which did you prefer?
Marty: It’s like the Rockland brothers, I don’t know if I’d turn down any one of them but I do put my checkmark in the Mercedes column. It might actually have the best handling of the three and definitely the
best seats.
Joe: I’ve been in the M3 and the C63 AMG and I have to say, I like the buttoned up look and feel of the Benz
Marty: What did you think of the interior?
Joe: The steering wheel was sublime-I found myself caressing it- and the COMAND system was surprisingly intuitive

Marty: You just like taking COMANDs I think.
Joe: Well, there IS that….
Marty: I’ll tell you my favorite thing about the car: those paddle shifters. It’s one thing to have big cubic inches, but you have to use it effectively.
Joe: Agreed…..and it was like a muscular daddy in an Armani telling me what to do with a German accent……I think I just got moist
Marty: Oh, ask me later, I think I have the username/password to that site.
Joe: Oy vey!
Marty: Which reminds me: that price tag. I believe it’s $55,000 which is the least expensive of the three German bahn-beasts. That’s a relative bargain for this class of car. The BMW sedan is just a little
pricier. The Audi, meanwhile, is up near $66,000.

Joe: But all three will have their buyers….the people that buy these vehicles aren’t necessarily price sensitive
Marty: I think you get a lot of brand loyalty in these cars as well- like Mustang versus Camaro, but with fewer mullets.
Joe: it is a mullet-free club for sure
Joe: The Benz says “I have money, I appreciate performance but I still go to the ballet”
Marty: Or perform in it.
Joe: And the M3 says “look at me, I’ve gone to the gym – a LOT- and you must love and appreciate my muscles.
Joe: your thoughts on the exhaust note?
Marty: The exhaust note? Why can’t I remember standing behind it, as usual?
Joe: it was gorgeously brazen under full throttle…not artificial like the Lexus IS F
Marty: Just like the body add-ons…subtle but effective. But do you think it’s not ballsy looking enough?
Joe: Like i said, if you want to be the gym bunny in the tank top, buy the M3

Marty: I never was the gym bunny in the tank top, so my frame of reference is hanging crooked.
Joe: the AMG is more of a sophisticated buyer but doesn’t give up anything on performance…he/she just doesn’t need to let the world know about it….until the car blows them away on the road
Marty: And blowing away is the root of it all.
Joe: you said blow and root in the same sentence
Marty: Without a thesaurus too.
Joe: nice….so was there anything you didn’t like about the C63? The only thing I could find wrong was the position of the lumbar and side bolster controls. They were in a very odd place and seemed like an
afterthought.
Marty: Other than the fact I can’t afford one, I didn’t miss a thing in the car. It’s so much more capable than the old AMG C-Class, what’s not to love?
Joe: I found it perfectly balanced, just raw enough to appeal to my inner redneck and so comfortable around town you forget it is a performance car…
Marty: Until someone presses their face on the glass and begs for a ride.
Joe: and I have this fantasy about the AMG engineer that put my engine together….
Marty: Oh, you and your thing for machines.
Joe: German machines, SIR
Marty: Again, let me get you that password. You’ll be entertained.
Joe: I’ll take the password but I’d prefer my own keys to a C63 AMG!

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A Lexus in Wolf’s Clothing

By Joe Tralongo

Lexus is well known for its impeccably built luxury cars but now it wants to wear a different outfit, one with racing stripes and a more youthful glow. To achieve this goal, Lexus plans to take on the best performance names in the business, namely the BMW M3 and Audi RS 4, with a powerful new performance sedan dubbed the IS F. Based on the IS sedan, the IS F is a scrappy 416-horsepower terror designed to hug the curves, banish slow moving obstacles and generally put a smile on the face of anyone lucky enough to own one.

Driving the IS F is like seeing Cher live in concert: it is better experienced than described. Few words can convey the giddy feeling imparted when being rocketed to 60 miles per hour in under 5 seconds or rounding a hair-pin turn at double the posted speed limit without breaking a sweat (or a nail). Power comes from velvety-smooth 5.0-liter V8 engine, and although no manual transmission is offered, the IS F’s eight-speed automatic (that’s nearly double the gears in most transmissions) includes steering-wheel-mounted paddle shifters, ensuring you don’t need NASCAR hottie Danica Patrick’s driving skills to still enjoy every ounce of fun this car delivers.

Unlike the subdued styling displayed by Audi and BMW, The IS F wears a bold exterior ripped straight from the popular car-racing video games of the day. With its bulging V-shaped aluminum hood, quad stacked chrome tailpipes and futuristic body kit, the IS F is a definite standout. The question yet to be answered is, like tongue piercing and shaved chest hair, will the car’s hip looks quickly becoming yesterday’s news? At least the interior won’t get tired having been given a set of body-hugging sport seats (available in black or black with Alpine White inserts), carbon fiber trim and optional 14-speaker Mark Levinson sound system specifically tuned to compensate for the IS F’s slightly more noisy interior.
Is the IS F a BMW M-killer? Not quite yet. But its eye-popping style and sterling Lexus reputation should have the Germans worried, and it’s certainly sweet enough to get style-conscious gay America to embrace this hot Asian boy-racer.

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Summer lovin’, Swedish-style.

by Marty Padgett

There’s a smorgasboard of four-seat convertibles out there, but for some reason, the 9-3 Convertible from Saab has its legions of gay fans who swear by its Ikea-kin design, its exclusivity, its turbocharged engines, and maybe, its ability to attract tall blond companionship?
Whatever the reasons, there’s reason to cheer this year, because the 2008 9-3 Convertible gets the same extensive renovation that the sedan and wagon models just received.
For 2008, there are really two Saab ragtops: the 2.0T is powered by a turbocharged 2.0-liter four-cylinder engine with 210 horsepower and 221 pound-feet of torque. A six-speed manual is the standard gearbox, while a five-speed automatic is an option. The 2.0T also sports 16-inch wheels and standard tire pressure monitors.
For those times when four cylinders just looks small on paper, there’s the Aero. it spins out 255 horsepower from a turbo 2.8-liter V-6, and also twists out a usable 258 pound-feet of torque. The Aero gets a six-speed manual standard, while a six-speed automatic is optional. Saab promises 0-60 mph times of less than seven seconds in this version.

In either case, the Saab’s engine whistles while it works, putting the Convertible to highway speeds at a comfortable pace that’s a little more languid than BMW’s 335i Convertible or Volvo’s C70 four-seat convertible hardtop. In the Saab’s favor: that Aero six-speed automatic feels wired into your brain, the shifts are so instant and so well-timed.
To shore up its roofless structure, Saab took the design for the new sedan and wagon, and added stiffening agents in the windshield frame and pillars. It’s made good progress, but being a tall-sided car with no ceiling and potentially, five hundred pounds of beefy ballast in the back seat, the 9-3 Convertible isn’t quite as rigid as some of its Euro competition. A noticeable shiver here and there reminds you it’s more at home in Scandinavia than San Diego.

Inside, the 9-3’s cockpit has been tightened up and brushed up with metallic-plastic trim that looks smart. With light leather inside and a tan convertible top, the Swedened taste is just this side of heaven–the reverse of the black plastics in and BMW or Audi. The major controls are easy to reach and to use, and the Convertible sports a version of GM’s fine audio system, including Bose speakers, XM satellite radio, and a plug-in for your iPhone.
It might not be as sleek as the BMW and Audi convertibles, and it keeps a pace all its own. But when the top is down–and spring has finally sprung–the practical things get pushed to the back seat, and the Saab shines in a northern light all its own.

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Going Clubbing with MINI

The new stretched Clubman gives MINI’s city chic new allure–and serious size where it needed it.

Some club doors grant access to hot and seamy nightlife–yes, we did see you there last weekend and no, you probably shouldn’t put that one in your “fives.”

MINI’s “Clubdoor” does something a lot more practical. It changes the teensy Cooper S hatchback into the new 2008 Cooper S Clubman–a longer, roomier MINI with a rear-hinged panel on its right side. And in the process, it makes getting in and out of the darling little three-door much less of a chore.
Is it way more practical? Um, not so much. But as we sped around fabulous Madrid, looking to break the language barrier in new and creative ways, we realized that stretching the MINI had made it easier to live with, but hadn’t done anything to dent its reputation as a sexy little beast.

MINI doesn’t leave any of the basic goodness of its original Cooper behind as it stretches and snips it into the Clubman. There’s still the sweet-revving 1.6-liter four-cylinder, all 120 horsepower puttering along and turning in great fuel economy through either a six-speed manual or a six-speed automatic. This year a turbocharged four spits out 175 horsepower through either gearbox, good enough to send the Clubman to 60 mph in about 7.6 seconds.
It’s lost none of its nimbleness, either. The Clubman with the turbo engine is deceptively powerful, and while the turbo power will force you to keep both hands on the wheel, this new MINI is Travolta-deft as it dances from corner to corner (Perfect Travolta, not Hairspray.)
That Clubdoor on the right side can be opened after the front-hinged passenger door; it swings out to expose a lot more legroom that the stock MINI hatch thanks to a full 9.5 extra inches of wheelbase. But it’s not the only clever idea in the Clubman — the rear end trades its hatch for a pair of double doors that make its cargo area easy to fill up with Spanish leather, silver, and the occasional Spaniard.

We’ve always loved the MINI for its plastic-fantastic cockpit, which does some of the best imitations of chrome we’ve seen. There’s plenty to keep you safe inside too, with six airbags, stability control and anti-lock brakes.
It’s bigger but it still drives “small.” And that’s probably the most charming MINI feature of all. We may want everything a little larger, but nobody likes a braggart.

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Breaking Up? Not So Hard to Do

Not when the rewards include Audi’s new TT Roadster, says Gaywheels.com’s Marty Padgett.

Your breakup with your last car did not go smoothly. It broke down repeatedly and you indulged its needy mechanical whines. It begged for expensive attention, and you doled it out. It had more miles on it than an entire Rand McNally atlas, and frankly, it was beginning to show.

You’ve moved onward and upward. And that’s where the chic Audi TT roadster comes in. It’s beautiful, brazen, and it’ll drive your ex crazy with jealousy.
It’s impossible not to notice how good-looking Audi’s new sportscar is. This time around the block, the TT ditches the Bauhaus look that made it famous when it hit the streets in 2000. It’s sleeker, and now it’s built on an aluminum body that’s stronger and lighter than before.

There’s either a $32,000 front-drive TT with a turbocharged four-cylinder engine and a six-speed manual shifter, or the luridly priced, $45,000 V-6 TT roadster with all-wheel drive and a dual-clutch automatic that’s faster and shiftier than most Vegas dealers, cards and otherwise. With the 200-horsepower four you can shoot to 60 mph in 6.5 seconds; with the 250-horse V-6, that drops to 5.7 seconds.

The four-cylinder only has a manually operated top standard, while the V-6 gets a power-operated roof that takes only 12 seconds to fold itself away. You can push the button and lower the lid up to 31 miles per hour, too. With an optional wind deflector, the TT’s one of the least turbulent convertibles you can drive.
With or without the roof folded into the luggage compartment, the capacity of the trunk is the same, 8.8 cubic feet, or large enough to swallow two hard suitcases or two golf bags plus a small weekend bag.
Standard stuff on the new TT includes automatic climate control, a 140-watt audio system and cruise control. Big 19-inch wheels are available, as is Sirius satellite radio and a navigation system. An iPod interface plugs in your essential breakup playlist; we recommend “You’re No Good” and we recommend no looking back.

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Nissan’s gas-electric Altima Hybrid shows up late to the hybrid party, but makes a vivid impression.

by Scott Corlett

Tired of paying Prada prices for premium gasoline? Worried about cuddly polar bears drowning in an Arctic bereft of ice? Still like to drive? There is one vehicle that will keep you green and fast—the 2008 Nissan Altima Hybrid.
Nissan is a late arrival to the hybrid club. So late that the company, instead of spending additional years developing its own gasoline-electric powertrain, bought rights to Toyota’s Hybrid Synergy Drive. Consequently, the Altima Hybrid’s electric motor, nickel-metal hydride batteries, and other hybrid gadgetry are very similar to those in Toyota’s Camry Hybrid.

What is different between the Altima and Camry—and what elevates the Altima’s driving experience—is Nissan’s snappy 2.5-liter four-cylinder engine and its superb continuously variable transmission (CVT). The Altima’s powertrain cranks out an impressive 198 hp, accelerating the Altima faster than the Camry while achieving the similar fuel economy to the Toyota (35/33 mpg city/highway).
Inside, the Altima Hybrid’s finishes are better quality than those of most class competitors, while its dash layout is both simple and intuitive. For a mid-size sedan, the Altima has roomy front and rear seating, although its trunk space is tight due to the extra hybrid batteries. One warning: it seriously sucks to be the Altima’s fifth passenger, not because of crunched legroom, but because the Altima Hybrid comes with a paltry nine cupholders, which means the last guy in gets only one spot for beverage.

The Altima Hybrid is equipped standard with some 21st-century fare, such as Nissan’s Intelligent Key entry and ignition system, which allows a driver to enter and pull away without removing the fob from his pocket. But for most of the high-tech features that you’d expect on a vehicle with a futuristic drivetrain (Bluetooth, satellite radio, or even the gee-whiz hybrid energy display), you must spring for one of the Altima’s pricey option packages.
So how does the Altima Hybrid drive? Although the Altima will never be confused with a sports sedan, it does drive like a regular car, without the droopy acceleration and sloppy handling of most hybrids in its class. On the hills of San Francisco, the Altima offered plenty of juice for dead starts and steep climbs. And on the twisty bits near the Golden Gate Bridge, the Altima’s steering was particularly impressive, with none of the video-game feel of other hybrids’ electric steering systems.

Unfortunately, in most parts of the country, drivers who crave both uncompromised performance and decent fuel economy can only envy their western and northeastern fellow greenies: Nissan is selling the Altima Hybrid only in the eight “California emissions states” (CA, CT, NJ, NY, MA, ME, RI, and VT). I guess Nissan thinks the folks in the fly-over states can’t care for the polar bears and like to drive at the same time.

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Chicago’s auto show may play a distant second to Detroit when it comes to new cars and trucks. But in the Windy City this year, General Motors, Ford and Chrysler brought new family haulers–and one ass-hauler–while Volkswagen finally rejoined the minivan market after years of absence. The highlights from this year’s Chicago show, in no particular order:
Chevrolet Traverse

Chevrolet is the last of GM’s mass-market car brands to get a big crossover vehicle. But with the Traverse, Chevy might have one of the best-looking of GM’s foursome, which includes the Saturn Outlook, Buick Enclave and GMC Acadia. The Traverse shares some styling cues with the new Chevy Malibu, inside and out, with a smart front end and smallish taillamps giving it a distinct style. Under the hood there’s a 3.6-liter V-6 with 281 horsepower and 253 pound-feet of torque. A six-speed automatic is the sole transmission. Standard safety features include six airbags; anti-lock brakes; traction and stability control. All-wheel drive will be an option, as will 20-inch rims and Bluetooth.
Ford Transit Connect

It’s taken a long time for any car company to take on Dodge’s commercial Sprinter van, but Ford is doing it now with the Turkish-build Transit Connect. Think of it as a Honda Element with even more utility; the Transit stands 6’ 8”, and its customizable cargo area means it’s a perfect work/play vehicle for dog walkers to caterers to locksmiths. Available with a four-cylinder engine and a manual transmission, the Transit promises to be a fuel-efficient trailblazer that can also double as a mobile billboard. Ford says for now it will import the vehicle from Europe, but it might eventually build the Transit Connect in the United States, if enough entrepreneurs step forward for its practical package.
Dodge Challenger

Musclecars might seem odd in the days of the Toyota Prius, but Dodge’s HEMI-powered, tire-shredding Challenger SRT8 couldn’t care less about what the Prius thinks. Not with a 425-hp V-8 under the hood, big 20-inch tires in its wheel wells, and a 0-60 time of 4.9 seconds. Top speed for the reborn musclecar is 170 miles per hour, Dodge says, and the Challenger grips the road on massive Goodyear tires. A five-speed automatic is the only reminder that this is 2008, not 1970. The Challenger SRT8 is the high-powered version on display now; Chrysler will eventually offer a V-6 version of the big two-door coupe as well, and a convertible has been rumored but not confirmed.
Volkswagen Routan

Volkswagen’s been missing a real minivan since the Microbus left in a hazy green cloud in the early 1970s. But everything about the new Routan minivan is modern, because under its lightly reskinned exterior, it’s a rebadged Chrysler minivan sold under a new agreement between the two companies. The Routan gets a unique interior too, with seating for seven and an available power third-row bench. Chrysler’s 3.8-liter, 197-horsepower V-6 is the standard engine in the Routan. A six-speed automatic transmission is the sole gearbox offered. Volkswagen also will offer Chrysler’s 4.0-liter V-6, with 251 horsepower and 259 pound-feet, as an option. Standard safety gear will include revised suspension tuning, stability and traction control, and curtain airbags. Other features included in all Routans are a conversation mirror; a rear-seat DVD entertainment system; dual power sliding doors; a touchscreen navigation system with a 20GB music hard drive; a power liftgate; and 13 cupholders.
HUMMER H3T

HUMMER’s future seems to be getting smaller: first the GM brand dropped the military-derived H1, then it introduced the compact H3 off-roader. Now the H3 loses its cargo cover in favor of a real cargo bed as it becomes the H3T, T for truck. The almost five-foot bed gets an accessory mounting system and a removeable tailgate, giving it flexibility if not a huge amount of cargo carrying room. Powertrains include the standard 3.7-liter in-line five-cylinder that produces 242 horsepower with either a five-speed manual or an old-school four-speed automatic. The Alpha-level 5.3-liter V-8 with 300 horsepower is optional.

Flexing muscles you’d never guess it had.

by Marty Padgett

Big, hulking American musclecars like the Mustang and Camaro make middle American straight boys drool. But on the coasts, where the trade winds blow a little more briskly, it’s scalding-hot imports like the Mitsubishi Lancer Evolution that draw the approving glances from the multiethnic hotties.
From that ginormous spoiler on the rear end, to the 291-horsepower turbo four and six-speed automatic, the Evo doesn’t just say “raring to go,” it shrieks it with every redline shift. Gaywheels.com’s editors agree: there’s not much better in life than running the Evo’s paddle-shifted through the 2.0-liter four’s powerband. The videogame feel is so strong, you’ll want to put quarters in the slot instead of gasoline.

In case you’re counting, the Evo scoots to 60 mph in 5.4 seconds. That’s slower than a Subaru WRX STI, but we like the Evo’s demeanor and subtler style enough to overlook the slightly slower times.
Built into its running gear is an advanced all-wheel-drive system that offers up three driving modes: tarmac for street driving; gravel; and snow. Each can be dialed up with a flick of the thumb on the steering wheel, in case you find yourself in a rally race on the way to the office. There also are seven airbags, stability control and anti-lock brakes in case you bargain for more than you can handle.
Inside, the Evolution is every bit the boy racer–and just as cute. The Recaro seats are slick and supportive, and there’s even a navigation system available in case you have a blond moment and totally forget where you’re going. Sure, there’s mostly black plastic on the dash, but you can’t forget that the broad-chested Evo starts life as the rather twinkish $15,000 Lancer.
While the front seats are the place to entertain your company, the back seat are more of a cookie-tosser. Corner briskly and the fifth wheels back there will get ill quicker than you can pull over for air. But don’t worry if you get a little adventurous: the Evo comes packed with stability control and anti-lock brakes.

The Evo comes in two models: the GSR comes with a five-speed manual transmission, along with automatic climate control, cruise control, fog lights and a 140-watt CD sound system. This one arrives in February at dealers for a base price of around $34,000. The MR edition with the six-speed paddle-shifted automatic arrives later in the spring with BBS forged alloy wheels; Bilstein shocks and Eibach springs; Bluetooth connectivity; HID headlamps; that big rear wing; and steering wheel audio controls. It also wears a pricetag closer to $40,000.
Is it a tag too rich for the label-conscious among us? We say no. You can do lots of hustling in the Evolution for the price–almost all of it legal–and enjoy every twist and turn.

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