It’s hard for me to believe that it’s been over 40 years since the first Z car landed on these shores — October of 1969, to be precise.

In other words, Nissan had a “Z” before Liza did.

Of course, back then it was the Datsun 240Z, and it was a remarkably nice, powerful, well-balanced little car. Not quite a Corvette, but a lot of fun for a very reasonable $3601 base price. It quickly became a favorite of young enthusiasts and those planning a midlife crisis.

Time marches on (have you SEEN Liza lately?), and suddenly our midlife crisis cars of yore are old enough to have midlife crises of their own. A lot of sporting cars have come and gone in that time, and those that remain — like Liza herself — have taken on an iconic status. I welcomed the chance to spend a week behind the wheel of the 2013 Nissan 370Z roadster and see how the I would do with a Z.

The Z car is now in its sixth generation, and its second since returning to the US as the 350Z. It was absent from the North American market from 1997-2003. The roadster made its debut a year later in 2004.

The revised 370Z bowed for the 2009 model year, and the roadster again followed a year later for 2010. The 2013 model has a fresh front fascia with vertical running lights somewhat reminiscent of Vampira, revised shock,s and new 19” wheels and red calipers for the optional Sport package (which I had.) My test car was a Touring which was loaded with goodies — so many that the base price of $41,170, plus Touring package ($3000), Sport package ($2830), Navigation package($2150), floor mats ($125), and destination ($780) added up to $50,055.

It’s powered by the Nissan 3.7 liter V6 in 337 hp trim (VQ37VHR), which was mated to a six-speed manual transmission in my tester. I’ll admit that this particular engine is one of my favorites, with a wide band of torque and a 7,000+ RPM redline, and it pairs beautifully with the six-speed stick.

If only everything else paired so well. The exterior styling has transcended time well — it’s instantly recognizable as a contemporary Z car — but the interior is not as harmonious. Open the door and the first thing that catches your eye are the instruments: two big dials in front of the driver and a row of three instruments to the right, canted at the same angle as the old 240Z. It’s a whimsical historical reference hearkening back to the 240Z days. Immediately beneath the three gauges is the touch screen for navigation and audio. It’s the same high quality interface that is found in other members of the Nissan family, and is easy to use.

The dash itself is covered in a pebble grain that looks like it came from the Sentra, the door panels are covered in a handsome black suede and the seat inserts were a gray Gore-Tex material with a nylon netting and grey leather bolsters. Don’t these folks talk to each other? Expensive materials come off looking like a sampler platter of interior design elements. Nissan puts some very handsome interiors in some of their offerings, and they could stand to spend some time putting the 370Z interior in line with its list price.

The convertible top is nicely done. I’m personally glad that Nissan resisted the hard top fad, opting instead for a fully lined soft top. It operates at the touch of a button, acceptably quiet in the cabin when raised, and just more appropriate for a sports car than a hard top. Once lowered, the cockpit is delightfully quiet and free from the usual wind buffeting thanks to the windbreak between the headrests.

The Z car has always been renowned for its spirited driving characteristics, and happily that reputation is still earned. This is a touring car, but with the sport package, the car sticks like glue on corners and has a remarkably comfortable ride to boot. The heart of the car is the marvelous 3.7 liter engine, which purrs like a kitten at idle and wails like a banshee when you stomp on it, and runs through the gears joyously. It has the usual delightful light clutch and crisp linkage that one has come to expect from Nissan, so there’s no shortage of driving entertainment. And as an added surprise, it’s EPA rated at 17 city/24 highway, but my highway drive segment returned 26 mpg, which was quite welcome indeed.

I came away from it all liking the 370Z better than I had expected to. Yes, I think there are some interior issues that don’t befit a car in this price class, but it’s really quite a charmer overall and the combination of ride, handling, and that nearer-to-heaven 3.7 liter engine really overcome a lot of little doubts. With a base price about $14,000 less than a Corvette and $21,000 less than a Boxster S, one can quickly conclude that there are worse ways to spend a mid-life crisis, and the Z will certainly allow you to Ring Them Bells.

Besides, like Liza, it’s an icon.

There is no better place to greet a new pickup than Texas Hill Country. It’s beautiful and rugged — a place where pickups aren’t just fashion accessories. A recent stint in San Antonio put us behind the wheel of the re-designed 2014 Chevy Silverado.

Let’s get to the important bits first. The new Silverado is available with a 285 horsepower 4.3-liter V6, a 355 horsepower 5.3-liter V8, or a 6.2-liter V8. All three feature aluminum blocks, direct injection, and Active Fuel Management (which shuts down cylinders at cruise to conserve fuel). As a result, the 5.3-liter V8 achieves 23 mpg on the highway. Ratings haven’t been released for the V6 yet, but they’re expected to approach the magic 25 mpg highway threshold.

Silverado aficionados will certainly recognize the new truck through its facelift, but it is styled to appear tougher with a larger grille, bulging wheelwells, and refined body contours. The changes are more dramatic than these promo photos indicate. Chevy’s bi-level grille and stacked headlamps remain but are much flashier. Available projector headlamps and LED accent lighting look expensive. Extended “Double Cab” models add two front-hinged doors with outside handles that can be opened with the front doors closed. Crew Cabs have nearly a foot larger opening for rear entry. Despite high style, obvious attention was paid to practicality.

Owners will also appreciate the little details that enhance hauling. Rear bumpers have steps carved into the sides for climbing into the bed. Four movable tie-downs are standard, while LED cargo lights beneath the bed rails make late night pursuits shine. Underneath, four-wheel disc brakes with Duralife rotors resist vibration and corrosion.

Soft touch materials improve the Silverado’s comfy accommodations, but large buttons and knobs are easy to grip, even with gloved hands. Newly-introduced High Country editions sport saddle brown leather, woodgrain trim, and Bose audio. Upper and lower gloveboxes, deep door cubbies, and a center console that can hold most laptops provide a YMCA’s worth of lockers. Port count includes a 110-volt outlet, five USB plugs, four 12-volt outlets, and an SD card slot. But that’s not the best of the technology.

Chevrolet’s MyLink system utilizes a reconfigurable eight-inch touchscreen to control Pandora internet radio, SiriusXM satellite radio, Bluetooth, and new map displays. Functions can also be controlled by voice or by buttons on the steering wheel. To improve safety, Silverado is available with Forward Collision Alert and Lane Departure Warning systems. “Rump shaker” seats vibrate should this chariot’s pilot annoy the warning gods.

Hopping through Texas backroads and ranch lands, it’s obvious that engineers did their homework. Steering is weighty, yet precise. On rough pavement there’s less hop, and the truck tracks more like an SUV. Stomp the V6 or V8 and you sense smooth and ample power. The hard time spent refining the driving characteristics of the new Silverado clearly paid off.

Not everybody will have the chance to drive the Silverado in Texas, but if the truck can make it there, it can make it anywhere (like Midwestern farms, urban driveways, and open Interstates). Prices start under $25,000, but rise significantly.

Storm forward!

It seems like only yesterday we were complaining about the cold weather, and now most of us are wishing for a little more of it. While ski season is months away, Chrysler’s cool 300 Glacier edition keeps you chill.

Chrysler learned early in the 300’s life that owners love customizing the sedan with large wheels, unique body trim, and personalized interiors. As a factory custom, the 300 Glacier stands apart with Gloss Black mirrors, headlamp bezels, roof, and grille blades. Keeping with the winter theme, Glacier editions come in Bright White, Billet Silver Metallic, or Glacier Blue Pearl Coat – all over 19” Satin Carbon alloys.

Glacier interiors are my favorite of any 300, with the possible exception of the hyper-performance SRT8. Bluish canvas upholsters the seats between swaths of leather-wrapped bolsters. The center stack is surrounded by Piano Black plastic, as are the steering wheel, gauge cluster, and door panel trim. Faux matte-finish carbon fiber adds detail to the center console, dash, and doors. Ice blue lighting and a glasslike appearance for the gauges adds interest. Nothing is overdone, but there are many subtle details.

There’s also a lot of technology. Front and center is the world’s easiest-to-use touchscreen for audio, climate, and navigation, with redundant knobs and buttons that even a Kardashian could use. Heated seats keep buns toasty while Bluetooth hands-free calling, streaming audio, and USB input make communicating and listening to your favorite tunes a sled ride. Use caution with the “Beats by Dr. Dre” sub-woofered audio system, which could shake loose an avalanche.

Melting this icicle, Glacier editions come standard with Chrysler’s 3.6-liter Pentastar V6 engine that delivers 300 horsepower and 21/27 mpg city/highway. Power makes it to the wheels through an eight-speed automatic transmission with steering-wheel-mounted aluminum paddles. If that fails to excite you, go full-HEMI with the optional 363 horsepower 5.7-liter V8.

This special Chrysler looks like it emerged from a winter wonderland and appropriately packs an all-wheel-drive system that features a front axle disconnect to maximize fuel economy. It can shift power seamlessly between axles without driver intervention, yet when cruising in dry weather, it essentially becomes a rear-drive performance sedan with little fuel economy penalty.

Taking the car on a long drive is bliss. Sitting in the 300’s big comfy seats, feeling the Mercedes-derived suspension soak up the road like an iron sponge, and peering over the long sculpted hood, you feel like you’re driving a substantial automobile. You just want to point it towards open interstate and go see America. It’s dead silent at 80 mph, even the V6 provides ample power, and it looks darned spiffy inside and out. A tight turning radius gives the 300 moves of a much smaller car. It’s a completely contemporary expression of mid-century living.

Thankfully, winter is still way in our future. In any season, the 300 Glacier is a handsome car with a lot to like underneath. A base price of $35,345, or $40,335 as tested, pits Chrysler’s swift ice queen against the Chevy Impala, Ford Taurus, and Toyota Avalon.

Storm Forward!

2013 Chrysler 300 Glacier
Five-passenger, AWD sedan
Powertrain: 300 hp 3.6-liter V6, 8-speed automatic transmission
Suspension f/r: Ind/Ind
Wheels: 19”/19” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Mercedes DNA, icy personality
Fuel economy: 21/27 mpg city/highway
Assembly: Brampton, ON
Base/As-tested price: $35,345/$40,335

When I first saw the Volvo S60 T6 R in Rebel Blue, I thought I was either going to fall in love with the color or shield my eyes — maybe both. My partner bounced from the former to the latter very quickly, but me? I like a polarizing hue and hoped the rest of the car was just as rebellious.

Designers must have seemed rebellious when they conjured the S60’s swoopy body with strong but flowing shoulders. You know it’s a Volvo, but the upright boxiness is long gone. RDesign models announce their intention to be unruly with decklid spoilers, black lower facia, color-matched body pieces, dual xenon headlights, 3.5” twin exhaust pipes, and that strident blue paint. “R” badges warn you not to tempt the Volvo.

The S60’s interior is not so much rebellious as comfy. As expected, deeply cushioned seats, minimalist Scandinavian dash, and thin center stack with storage behind are simple and functional. But there’s more, like a lighted shift knob with clear glasslike top, blue “watch dial” metallic gauges, a leather-wrapped sport steering wheel, and RDesign seats that are more thickly bolstered to grip your carcass.

If you like glass cockpits with beeps and buzzes, buy an Infiniti. The S60’s keyless starting, dual-zone automatic climate control, heated front seats, and navigation are very convenient but not especially flashy. Bluetooth hands-free phone connection and audio streaming, HD radio with USB/AUX inputs and Volvo Premium Sound System connect to the beyond. Check the person-shaped diagram that tells the climate control over which parts to blow.

It’s not empty rebellion if you can back it up. Stabbing at the throttle activates the 3.0-liter turbocharged six-cylinder engine that whips out 325 horsepower and 354 ft-lbs of torque. Route all of that to an ultra-responsive all-wheel-drive system through a six-speed automatic transmission, and you start to giggle like the class clown. 0-60mph rolls up in 5.5 seconds. Torque vectoring corner control helps the car do things it shouldn’t. It’s a little thirsty at 18/25 mpg city/highway, but it makes trashing backroads and wide-open Interstate a visceral joy.

It helps that the chassis is good friends with the powertrain. R-Design means the four-wheel independent suspension with multi-links in the rear is firmed up for chasing fleet-footed Germans. It can be a little stiff, but even over rough city streets, it does a good job of taming the chatter. On fresh concrete, the suspension works with 18” alloys, enlarged front brake discs, and speed sensitive steering that encourage drivers to stick their foot in deeper.

Swedish cars aren’t supposed to behave like this. They’re usually passive, comfy, and the Earth’s experts at protecting their precious human cargo. The S60 T6 R does all of that, even earning a “good” rating in the intense, new IIHS small overlap crash test. But like preachers’ kids or young Amish leaving the farm, it likes to throw down and raise a little hell.

I like this shade of hell. My partner can repent on his own terms.

A base price of $43,900 for the T6 AWD R, or $48,195 as tested, raises not an eyebrow.

Storm Forward!

2013 Volvo T6 R
Five-passenger, AWD sedan
Powertrain: 325hp 3.0-liter turbo-six, six-speed automatic transmission
Suspension f/r: Ind/Ind
Wheels: 18”/18” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Volvo DNA, General Lee’s spirit
Fuel economy: 18/25 mpg city/hwy
Assembly: Ghent, Belgium
Base/As-tested price: $43,900/$48,195

Some people (and cars) are just born with that special something — a star power that not only makes them special, but also makes it acceptable for them to be a bit more demanding of the world around them. This phenomenon is often dubbed “being a diva”, and it applies just as much to famous people who demand Cool Ranch Doritos in their dressing rooms (lookin’ at you, Britney Spears) as to cars like this 2013 Mazda MazdaSpeed3: both are larger than life, frighteningly powerful, and occasionally demonstrate signs of being a bit unbalanced.

Our test MazdaSpeed3 was also a very bright, sensual red (Velocity Red Mica) that not only screamed “fast” and “give me a ticket”, but also hinted at this car’s seductive charms. One might say it was a shade of “hussy red”, but that would be taking it too far, as this hatchback looks handsome in all photos, especially when equipped with the 18-inch gunmetal alloy wheels that set a nice contrast with this sporting red hot hatch.

Speaking of divas some might refer to as “hussies,” Dolly Parton has often said that “it takes a lot of money to look this cheap, and underneath the wig and the boobs lay a brain and a heart.” Since the MazdaSpeed3 is based on the more basic commuter many people use as their main transport when they “9 to 5,” how well does this far more powerful, glitzy, star-power-infused variant fare as a daily driver? Let’s find out if there’s substance underneath all the visual menace that the 2013 MazdaSpeed3 possesses.

The Looks
If you’re introverted, stick to a regular Mazda3, or at least don’t order your MazdaSpeed3 in red. We happened to like the latter’s muscular wheel arches, squat haunches, and front-end smile — two of which we also find appealing in men. After all, a nice smile goes a long way.

Adding to the sporty effect is the rather large air intake on the hood that looks like it was designed to inhale birds, kittens, and other sweet, furry creatures the car encounters as it roars down the road. Doesn’t matter if it’s a freeway, a city street, or just down your driveway, there’s no doubt that the 2013 MazdaSpeed3 does everything with a dose of rough and tumble seriousness. This is not a car to be ignored, as driving it is one of the most engaging things you can still do legally on regular roads. However, that isn’t to say this car won’t bite back if you treat it like some underpowered commuter with lazy, imprecise handling.

Living with the 2013 MazdaSpeed3 as Your Daily Driver
The 2013 MazdaSpeed3 is anything but imprecise. Its steering is so quick, it could cut you like a surgeon’s scalpel without you even noticing. Even though Mazda has done a lot to improve the way this hot hatch tends to steer itself as you shift from first to second at redline, this is not a maneuver you want to undertake without both hands firmly on the wheel. All the MazdaSpeed3 asks of you is that you pay attention to it while driving. Is that too much to ask?

You see, the 2013 MazdaSpeed3 comes with an epically potent, out of control 2.3 liter turbocharged, direct-injected 263 horsepower/280 ft-lbs of torque four-cylinder, all putting the power down via the front wheels. Thankfully Mazda included a torque-sensing conical limited-slip differential that help keeps the engine power from steering the car under most circumstances, but there are exceptions. Just listen to what your MazdaSpeed3 tells you to do, and we promise it won’t be the cause of your death. It just likes to have a good time.

The MazdaSpeed3 will never leave you hanging, thanks to a specially tuned sports suspension as well as uprated brakes made to withstand the extra abuse a car with this kind of power plant will suffer. Try as you might to drive the 2013 MazdaSpeed3 slowly and maturely, but that darn turbo is like a tiny devil on your shoulder screaming “floor it!” Bad devil. It also corners like it’s nailed to the pavement.

Tire roar is noticeably louder than in a regular Mazda3, but when cruising at freeway speeds, wind and engine noise are nicely muted. If you still want aural liberation from “car noises”, then you will be suitably impressed by the standard 10-speaker Bose audio system that helps drown out any unwanted sound. With the second row in place, the MazdaSpeed3 offers 17 cubic feet of cargo room, which grows to 42.8 when you fold the rear seats flat. That’s one handy red-hot-hatch rocket ship.

Safety, Fuel Economy, Value
EPA fuel economy estimates for the 2013 MazdaSpeed3 are 18 city/25 highway, and due to our love of the intoxicating turbo, we averaged 19.1 miles per gallon. We’re sure that with a lighter left foot you’ll get better fuel economy. As far as safety goes, the Insurance Institute for Highway Safety named the five-door MazdaSpeed3 a “Top Safety Pick”, which is just off the top score of “Top Safety Pick Plus” — though in fairness, the 2013 Honda Civic Si is the only car in the MazdaSpeed3′s class to earn the extra “Plus”.

Our 2013 MazdaSpeed3 started at a very reasonable $24,200 considering the features on hand like halogen headlamps, a 265-watt Bose 10-speaker audio system with AM/FM/CD/AUX/iPod integration, Bluetooth, dual zone automatic climate control, a limited slip differential, leather seats, and keyless entry.

A six-speed manual transmission is standard, and if you want an automatic transmission instead, you’re S.O.L. (Perhaps Monsieur or Madame would like to see a Volkswagen GTI?) Our tester also came equipped with a spurious $200 interior lighting kit, a homelink with rain-sensing technology package ($275), as well as the MazdaSpeed Tech Package, which adds $2,485 to the sticker resulting in an MSRP of $27,180. That last package includes a full color/full-sized in-dash navigation screen, replacing the old, difficult-to-read unit from the last model year. There’s also a blind-spot warning system, push button start, an alarm system, rain sensing wipers, automatic xenon headlamps, adaptive swiveling front lights, and LED tail lamps.

Conclusion
In a world where so many of us are stuck in the hum-drum monotony of living a Dolly Parton-style “9 to 5” existence, the 2013 MazdaSpeed3 is like a shot of adrenaline and a “cup of ambition”. Driving this car is a visceral experience you don’t often find nowadays, and it isn’t necessarily for everyone. It’s far too ferocious for that. Ask yourself, are you man or woman enough for the 2013 MazdaSpeed3?

What We Liked About the 2013 MazdaSpeed3

• The potent engine and involving driving experience makes for an exhilarating street-racer
• The new full-size navigation screen front and center on the dashboard
• The utility you get from any five door hatchback model, and did we mention the turbo?

What We’d Change About the 2013 MazdaSpeed3

• It could use a little bit more rear legroom as competitors offer more space
• Mazda should shoot for a “Top Safety Pick Plus” rating for the redesign of the MazdaSpeed3
• Less notchiness in the stick shift, if possible, as the regular 3 Skactiv’s unit is perfectly weighted

We didn’t go into Acura’s first-drive press event for its new, range-topping sedan now known as the RLX with astronomically high hopes, given the wallflower-like nature of its predecessor, the RL. The old RL was nice enough, but in no way was it revolutionary, sexy, or state of the art. And it certainly wasn’t going to blow the mind of its no doubt slightly bored driver, who probably wondered why he didn’t get a TL instead.

But after experiencing the game-changing wild child that is the 2014 Acura RLX, we think it’s time that Mercedes, Lexus, and even BMW take note of how markedly competitive this new car truly is. This is odd because a GS350, E350 or 5-Series are all rear-wheel-drive, and according to the auto journalism rulebook, RWDs are always superior to front-wheel models like the RLX.

Funny, if we weren’t mistaken we would say that Acura engineered the new RLX as a bitchslap to every repetitive traditionalist to show them front-wheel-drive can be fun too. Plus, if you live somewhere that has seasons and weather you would probably prefer a front driver — unless spinning around in circles after hitting black ice patches is your idea of a good time. Frankly, we’d rather go cow tipping,  and trust us when we say that is not on our bucket list, much less our lunch pail list.

Thankfully, we packed our superhero lunchboxes and headed off for drives on winding Napa Valley back roads, leading us finally to the Sonoma County Raceway, where we really got to put the RLX and back-to-back E350, GS350 and 535i models to test. Make no mistake, we know how great Acura models are and have been in the past, so why were we somewhat reticent to believe in an Acura flagship that appeals to driver pleasure centers as well as those seeking serene comfort? In this case we simply didn’t know how many engineering tricks Acura still has up its sleeve.

The answers to all of our doubts and questions, dear readers, were found behind the wheel of the new RLX, which proved once and for all that you don’t need to be a rear-wheel-drive luxury sedan to carve corners with the best of them. In fact, we think that the P-AWS four-wheel steering system (which stands for Precision All-Wheel Steer and is not a reference to kitty cat claws) will convince any luxury sport sedan shopper that the RLX handles like no vehicle they have driven before.

Now, without an engineering degree it might be a bit difficult to understand how Acura worked such miracles with its P-AWS system but as you would expect, it allows you to turn the rear wheels in the optimal direction during various driving scenarios. This optimization of the wheel toe-in or toe-out (i.e. when the wheel is pointed inward or outward) provides extremely predictable and stable cornering, even in bad weather. It may also lengthen the life of your tires — though that claim came from Acura, so don’t complain to us if your tires don’t last as long as you had hoped.

The point here, people, is that this P-AWS system makes understeer nearly undetectable and gave us a level of confidence on the rainy race track that may or may not have led to a rather long sideways power slide around one long sweeping turn. Not once did we fear losing control of the vehicle, although we do hope no one at Acura saw us do it.

Interior and Exterior Judgments

The 2014 Acura RLX is a naturally pretty and well-balanced design when viewed from the outside, with LED front headlamps giving the face a unique appearance akin to someone with the compound eyes of a spider. The traditional Acura grille holds together the handsome corporate face that not only faithfully screams “upscale” but is also capable of looking like a working professional’s car. As for that, the back seat offers best-in-class legroom so this car may be a hit for real estate agents who sell multi-million-dollar homes across the country. Truly, if you take five adults with you for any period of time, then the RLX is your finest choice.

Otherwise, the leather lined interior is quite simply one of Acura’s most stunning pieces of handiwork since the original NSX, what with its refined simplicity that the easy-to-figure-out RLX also manages in a smaller dose. Honestly, the RLX has way too many high tech features not to require some more buttons and at least a control knob when compared to the old NSX which (gasp!) didn’t even have a navigation system. Oh, how quickly automotive expectations change.

The RLX has an interior that is definitely pushing the boundaries. Audiophiles will be interested to know that the once-vaunted Acura/ELS audio system is no longer the top rated unit: this honor now goes to an awesome sounding Krell system available in upper-level trims. Your ears will never want to hear music anywhere else after experiencing this sound system, trust us. Most especially you won’t want to be hearing music at a Justin Bieber concert, since that act renders adult ears deaf from all of the pre-teen shrieking. And his singing.

Vs. the Competition

The 2014 Acura RLX is equipped with a new, direct-injected 3.5 liter 310 horsepower/272 ft-lbs of torque V6, which offers up instantaneous and very linear acceleration from a stop. At freeway speeds there’s always plenty of accelerative thrust left in reserve for passing or just reveling in the glorious crescendo this motor makes as it reaches redline. Noises are well muted, with only the slightest hint of tire roar heard in the cabin — ironic as the RLX comes with noise-cancelling wheels. (How noisy were they before?) Making up for this is the RLX’s solid EPA fuel economy ratings of 20 city/31 highway.

Admittedly, if you’re looking for an isolation chamber or a silent crypt-style driving experience, the RLX not be the best fit for you. This isn’t to say that the RLX doesn’t coddle, though: during our highway drive time, we tested Acura’s new collision mitigation braking system (CMBS) as well as the lane-keeping assist system (LKAS), which use cameras to monitor the traffic ahead as well as the lane markers, so that not only will the car come to a complete stop if the traffic ahead of you does, but it will also turn the wheel to keep you in your lane.

Yes, the car can practically drive itself in emergency situations. After you come to a complete stop, just push a button to return to your preset speed. No other automaker’s system is so complete in its ability to prevent you from having an accident, as was demonstrated to us on the Sonoma County Raceway, our final destination (thankfully, we don’t mean the movie). There, we compared the RLX’s safety tech with similar systems in the Lexus GS, which will happily return all control to the driver after braking the car to 35 miles per hour with little to no warning. Hey, at least you’ll only crash at 35 mph in their system, eh?

During laps on the very wet and slick rain-soaked Sonoma County Raceway, we were amazed at how well the RLX’s four-wheel steer system nearly eliminates any plowing or understeer in high-speed cornering and how in control we felt, even when we were driving at speeds that were a bit out of control. During comparison laps on a cone laden autocross course, we were amazed at how well the RLX kept up with the handling of a 535i and how horribly wooden the Mercedes E-Class felt as it skidded and smacked into cones on the way to a very disappointing finish.

So, were we suitably impressed with the RLX? Would we recommend it as heartily as the much-vaunted and nearly holy BMW 535i?

Prepare your hate letters now, but yes, we were impressed, even to the extent that we found the BMW’s amount of turbo-lag and easily confused transmission a bit of a turn off. In isolation we might not have noticed it, but powering through turns felt easier and safer on the slick tarmac in the RLX, as power was immediate and predictable, with none of the on/off nature of a turbo motor.

Trim levels and Pricing

The 2014 Acura RLX is a relative steal in this often-overpriced segment, with starting prices coming in at $48,450 for a solidly equipped example — though one that lacks both in-dash navigation ($50,950) and the essential Acura/ELS audio system ($54,450). These trim upgrades also include features like Milano leather trim, a blind spot warning system, and more, so double check Acura.com to see which model suits you most like, well, a finely tailored suit.

Beyond this, you can add the aforementioned Krell audio package (we would) for $56,950, with the top of the heap being an Advance Package-equipped model, which just happened to be the only available test cars at the initial drive event. The Advance Package model goes for $60,450 and includes the aforementioned collision mitigation braking system (CMBS) as well as the lane keeping assist system (LKAS) to ensure you stay safe in your heated/ventilated front seats.

Conclusion (Do You Want to Buy One?)

If we were in the market for a midsize luxury sport sedan, the new 2014 Acura RLX should be a sore temptation, due to its relative affordability, terrific handling, class leading technology, handsome styling, terrific interior ergonomics, and simply because you won’t see someone coming and going in your exact same car every other minute. Do you ever turn your head when you see a Mercedes E350? No.

With its relative rarity, the RLX will attract attention wherever you go, yet it will always manage to look discreet and classy enough for any situation or occasion. And on the driving front, we can guarantee that it will always excite you, but never leave you exhausted from the experience. Unlike that 22-year-old we hear you’re dating.

Jaguars are about sexy style, deep-cosseted cabins, and V-12 power. Well, maybe not so much for that last one. I love the hot XFR and its 510-horsepower supercharged V8, and old Jags with their V-12s are divine, but what is this roomy cat with a four-cylinder engine? I mean, fuel economy is great, but a four-cylinder Jag? It’s like 1/3 of a proper engine!

But check out the 2013 Jaguar XF. Its 2.0-liter turbo engine is distilled with full body and aroma to please, delivering 240 horsepower — all routed to the rear wheels through an eight-speed automatic transmission with sequential shift paddles. Torque is felt the very instant you twitch your right toe and helps propel the sleek sedan from 0-60 mph in 7.5 seconds. From behind the wheel, it feels even faster. That’s no comparison to the XFR’s 4.7s sprint, but the smaller engine also delivers 30 mpg on the highway.

As much as an engine, one expects full swaths of leather and wood in a Jaguar. Meeting expectations are Bond grain leather seats, satin rosewood veneer on the center console, suede headliner, and aluminum trim across the dash and doors. Buttered bovine inundates your nostrils. Dash- and door-tops are stitched leather that could have come from Uncle Bentley’s herd. The bluish-gray hide used for our car was deeper than a Venice canal. Heated and cooled seats, heated steering wheel, 10-speaker Meridian audio, power moonroof, and backing camera envelop passengers.

Beyond hedonistic luxury, there’s something both more elegant and personal about the XF’s interior, lending an air of sportiness not found in competitors. Instead of the hulking center control stack you’ll find in many modern cars, the XF’s panels are more horizontal than vertical, flowing into a high center console with deep cupholders. Major controls are touchscreen with button back-ups below; gears are selected with a big knurled chrome knob that rises from Rosewood when the starter button is pressed. It’s all so dramatic, all so aromatic, all so charming.

Exterior styling is not as distinctive as older Jags, looking too much like a Lexus, but it’s certainly not boring. I especially like the ample hood bulge, chrome mesh grille, wide shoulders, 18” alloys, and rear roof that flows into the high decklid. HID headlamps covered by a close-cropped hood look angry, which I suppose is the point. It’s a design that should age gracefully.

I was never a big Jaguar fan, although I appreciated their allure. This is my third test of an XF and the one I’d most like to own. The interior is exquisite, making you feel like spoiled royalty with acres of leather, wood, and all of the latest technology. Its proportions fit drivers perfectly. Although the motored-up gear knob and self-concealing air vents seemed silly, I grew to like their James Bond cache. And, the engine is the best of all worlds — plenty of low-down torque, spunky attitude at speed, and miserly fuel economy.

Don’t think of the Jaguar XF 2.0 as 1/3 proper, but rather a more affordable route to an intoxicating Jaguar –- all with a base price of $46,975.

Storm Forward!

2013 Jaguar XF 2.0
Five-passenger, RWD sedan
Powertrain: 240 hp 2.0-liter turbo I4, eight-speed automatic transmission
Suspension f/r: Ind/Ind
Wheels: 18”/18” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, performance
0-60 mph: 7.5 seconds
Top speed: (limited): 121 mph
Fuel economy (est.): 19/30 mpg city/hwy
Assembly: Castle Bromwich, U.K.
Base price: $46,975

It’s easy to conduct a symphony of driving delight with a swift two-seat sports car. You’re tucked inside, peering over flared fenders, goading the vehicle forward with perfectly timed movements, and listening to the tires as they sing along the road.

The Nissan 370Z is one of the best for the task, but what if you want to take a couple of friends, some camping gear, your boyfriend’s over-indulged luggage, or pick up decorations for your damn-fabulous domain? In that case, you’ll want to strum the Infiniti FX37.

The FX is not exactly as it appears. At first glance, you see a sporty four-door crossover with a suggestive hood, 18” alloys, chrome fender gills, a sloping rear, and twin chrome exhaust outlets. The view over the curvy hood echoes that of a Corvette. It’s sexy, very masculine, just begging to be played hard. Yet, underneath, it’s essentially the same chassis and powertrain as the Infiniti G37 and Nissan 370Z.

Of course, there’s nothing wrong with that. Packed under the hood is a 3.7-liter V6 that generates 325 horsepower and 16/22 mpg city/hwy. Power gets to the road through a seven-speed automatic transmission and all-wheel-drive system with snow mode. If that doesn’t tickle your tubular bells, step up to the FX50 with its 390 horsepower 5.0-liter V8.

In a lightweight sports car, the V6’s output would be breathtaking. However, the FX is not a lithe and limber 370Z. Step hard on the throttle and the engine struggles to overcome the car’s 4,321 pounds. With momentum gained, the powertrain stretches with vigor, but it’s obvious that the FX37 is less of an athlete and more of a well-dressed gentleman who spends a little time at the gym to stay toned.

The cabin is that gentleman’s den: it’s luxurious, yes, but it’s also just a nice place for him to park his bum while enjoying the beauty of scenic backroads. Guitar manufacturer Gibson could have chosen the woodgrain for the center console and doors — it’s beautiful. Bentley may have selected the seat hides, which smell like buttered bovine and have the quality of an expensive club chair. Bose 11-speaker audio, Bluetooth, navigation, USB input for MP3 players, heated seats, and a moonroof keep our man of mystery grinning.

They say nothing succeeds like excess, and the FX37′s many, many safety systems prove it. Our car came with Intelligent Cruise Control (adjusts speed to maintain a safe distance), Lane Departure Warning and Prevention (beeps, then intervenes to keep you from crossing lane markers), and Intelligent Brake Assist with Forward Collision Warning (beeps and applies brakes if you don’t slow down). While nice, the systems are admittedly over-sensitive — to the point that I began ignoring them or trying to de-activate them. Which kinda defeats their purpose, no?

As a big sports car, the FX35 is a compromise — neither small enough to be truly sporty nor large enough to be truly useful. While gear fits easily through the power-operated hatch, I can tell you a coral-barked Japanese maple will not fit: my partner had to hold that one in his lap all the way home.

But no matter, the FX37 is sexy as a saxophone and will help you — and up to three others — make beautiful music together, all for $45,750, or $57,250 as tested.

Storm forward!

2013 Infiniti FX37
Five-passenger, AWD crossover
Powertrain: 325 hp 3.7-liter V6, seven-speed automatic transmission
Suspension f/r: Ind/Ind
Wheels: 18”/18” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, performance
Curb weight: 4321 pounds
Fuel economy: 16/22 mpg city/hwy
Assembly: Tochigi, Japan
Base/as-tested price: $45,750/57,250

The last time I drove the Buick Regal GS Sport Sedan, I found it to be the most engaging Buick since the Grand National, although thoroughly different in character. Recently I spent a week behind the wheel of  a 2013 model with the six-speed manual transmission and came to a slightly different revelation. It’s not the return of the Grand National,  it’s the Son of Saab.

Which, as a past Saab owner, is not the least bit disparaging, but simply an observation. A front-drive, four-cylinder, turbocharged compact sport sedan with tons of power, stick-like-glue handling, and highly supportive seats? If it had a floor mounted ignition and Night Panel it would be a 9-3 Aero.

When I went to the press launch for the Regal back in 2010 and drove both the 2.4 conventionally aspirated 182 hp and the 2.0 turbocharged 220 hp versions, I described the Epsilon-based mid sized sedans as “well-tailored and well-mannered” and thought they were an excellent addition to the Buick lineup. I found the 2.4 to be a bit sluggish and the 2.0 turbo to have a very pleasing power band, but didn’t think of either as a performance sedan.

The GS version is highly modified from the base model. The 2.0-liter turbo in the GS is the High Output Ecotec 2.0L Turbo with Direct Injection and Variable Valve Timing. It’s rated at 270 hp and 295 ft-lbs of torque. On paper, it exceeds the ’87 Grand National’s 245 rated hp and falls just short of the  GNX’s 274, but since both those engines were underrated, its probably about on a par with the intercooled Grand National. It’s offered with a six-speed manual or six-speed automatic transmission.

It’s dressed up considerably from the base version, too. It has a deep skirted front fascia flanked by bi-xenon high-intensity headlamps and a unique rear one with dual exhaust ports. There are special rocker panels. a rear spoiler, and 19″ twin spoke alloy wheels with Pirelli tires and optional highly polished 20s. Peek through the spokes and note the big Brembo calipers. Pirellis and Brembos — not a combination normally associated with Buick.The inside is toned up as well. The interior is offered in ebony leather only, with special touches such as a leather wrapped F1-style steering wheel, piano black dash trim. and leather-trimmed sport seats, with pretty wicked bolsters. A special GS Interactive Drive Control system offers standard, Sport and GS settings for the suspension. GM’s Intellilink is standard, along with a killer 336-watt Harmon Kardon Audio system with 9 speakers and XM Satellite radio.

Options are few, and colors are sadly limited. A total of five colors are available: Quicksilver and Smoky Gray are standard, White Diamond, Carbon Black Metallic, and Crystal Red Tintcoat are optional. So out of five colors, three are gray, and three are extra cost. I wake up screaming. (Memo to Buick: The Audi A4 has ten. Love, Jeff) The rest of the option list is equally shortL 20″ polished wheels and performance tires, power sliding sunroof, GPS Navigation.

My test car was finished in the Crystal Red Tintcoat and featured the meaty 20″ wheel package. I found it to be quite a handsome and purposeful looking car, and others seemed to agree. I discovered neighbors in the driveway admiring it, and found it to be a topic of conversation from the couple at the table next to mine when I parked it at an outdoor cafe. All good signs as far as I am concerned.

But enough looking, time to see what happens when the rubber meets the road. Touch the starter button and the 2.0 turbo comes to life. It’s smooth — Buick V8 smooth — and the exhaust note is quiet. Shift into first and the car feels powerful, but doesn’t play all of its cards. In fact, you could drive the GS in drive and your impression would be of a smooth, well balanced sport sedan with a poised ride, spectacular handling, and crazy good brakes.

The engine has an excellent torque band, but the automatic felt like it was always one gear too high. The six-speed manual, however, is ideally suited to the car. The shifter is quick and precise — you’d swear that Audi did it — and it’s a pleasure to run through the gears. It’s much more Sweden than Skylark.One thing that still annoys me, though, are the suspension settings. There are three modes: Standard, Sport and GS. There’s a discernible difference between Standard and GS, but the Sport is just kind of there. And annoyingly, the car doesn’t recall the setting past the next off cycle, so it’s touch the button every single time you start the car.I found it happiest in GS suspension mode.  Steering and ride are both tightened, and the turbo soars up to redline without the slightest hesitation. The car is now crazy fun and sticks like glue to the tarmac. The Brembo brakes are killer and bring the GS out of harm’s way in no time flat.

Last year I said  that the Regal GS is the most fun I’ve had behind the wheel of a Buick since the Grand National. And the six-speed only reinforces my conclusion. And while I still want to see Buick go all black and give us Darth Buick with 300 hp, maybe they should call it Viggen instead of Grand National.

Now, about putting the ignition on the floor…

You’ll find more pics of the Buick Regal GS on Jeff’s Flickr page.

BMW’s new X1 crossover wagon is supposedly the entry-level Ultimate Driving Machine for the upward-striding NQR40s (that’s Not Quite Rich, Under 40). The car starts at $30,650 without destination, but when our tester arrived, it stickered at $44,245! Hardly cheap. But, I’ll show you how to get a great little Bimmer much closer to the magic $30k threshold and put some cash back into your skinny jeans fund.

The BMW X1 has plenty of handsome style, and it got loads of attention in all parts of town. I was actually surprised it garnered so many second looks because to the untrained eye it seems like an X3 that was sat on by an X5. Our car’s M Sport Line package included 18” alloys and aggressive ground affects. Quad headlamps, a tall kidney grille, and a “Hofmeister kink” in the windowline made it très, très BMW.

On first glance, it’s hard to complain about the interior, either. But tap fingernails to surfaces and you quickly discover where BMW cut costs on this wee wagon. The doors and dashtops are plushly padded, but almost everything else is hard, hollow plastic. Close the glovebox and you’ll look for a Tupperware emblem. Over bumpy roads, all of that hard stuff rubs together like Mickey and Minnie doing the dirty — way too much squeaking.

The heated leather seats are divine: luscious BMW softness with thick bolsters and extendable lower cushions. I’d dish out more for those. All of the expected technology — iDrive, navigation, CD audio, satellite radio, auto wipers, Bluetooth, USB, and Panoramic moonroof — is delightful. Open the hatch and throw down the seats. There’s plenty of room for all you do.

Under the hood, the base 240 horsepower 2.0-liter turbo engine shows spirit. Enthusiasts could step up to the 300 hp six-cylinder, but that costs unnecessary money. Both engines connect to paddle-shifted eight-speed automatic transmissions. Activate the engine’s start/stop function and you’ll see 24/34 mpg city/hwy. Given its performance, the X1 is cheap to feed.

Regardless of price, the X1 drives like a BMW. A blindfolded Amish farmer would know he’s in one. Chassis motions are firm yet damped, the Servotronic steering matches effort to speed, and the four-wheel discs grip like RuPaul’s weave. sDrive means no AWD, but you don’t really need it. The resulting lightness from not hauling the extra hardware makes for a better driving experience anyway.

So, how can you lower the X1′s pricetag? I’d start by killing the $2,500 Technology Package (everything comes in a package) that includes navigation, voice-commands, and traffic updates. Buy a Garmin.

Next, goes the $3,950 (!) Premium Package with universal garage-door opener, keyless entry, auto-dimming mirrors, power seats, and panoramic moonroof. (I’ll miss that one, but for $3,950? Buh-bye.) Bid farewell to the $1,200 lighting package with Xenon headlamps and ambience illumination, too. Same goes for the $950 Driver Assistance Package and its rear-view camera and parking beepers. I like the M Sportline package, but for $3,000, auf wiedersehen!

I’ll keep the heated seats ($500) and Servoronic steering ($250). They’re not luxuries. All told, that brings the price to $32,645 – not bad for a sweet driver’s car that leaves a plump piggy bank. Work on the plastic and nobody will call it cheap.

Storm forward!

2013 BMW X1 sDrive28i
Five-passenger, RWD wagon
Powertrain: 240hp 2.0-liter Turbo I4, 8-spd automatic transmission
Suspension f/r: Ind/Ind
Wheels: 18”/18” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Utility, performance
Fuel economy: 24/34 mpg city/hwy
Assembly: Leipzig, Germany
Base/as-tested price: $30,650/44,245

I could recount all of the awards the Ram 1500 has hauled home – Motor Trend Truck of the Year, Texas Auto Writers Association’s Truck of Texas, etc., etc. – and you may or may not care. But what might color your opinion is all of the sexy tech this big boy brings to bear.

Ram is not the best-selling full-size truck, but it may currently be the most advanced. At its heart is a 3.6-liter V6 engine that kicks out 305 horsepower and 269 ft-lbs of torque. Not impressed? It connects to an eight-speed TorqueFlite automatic transmission and delivers up to 25 mpg hwy. Of course, Ram lovers can step up to the 395 horsepower 5.7-liter HEMI V8 should the V6 not satisfy their urges.

That’s impressive, but still isn’t the entire tech story. The engine enlists variable displacement to shut down three cylinders at cruise while grille shutters divert airflow when not needed for cooling the engine – just as in a hybrid or high-mpg compacts like the Chevy Cruze Eco or Ford Focus SFE. Ram’s adjustable air suspension squats down to enhance aerodynamics on the highway. A lot of little things add up to big bennies.

But, don’t think the Ram has gone all citified to enhance its green cred. Its off-road prowess would send a mountain goat clomping back into the brush. As in a Range Rover, the air suspension system can jack up the truck two inches from normal ride height for serious off-roading. The system also detects loads on the suspension, from either the bed or trailer, and raises the rear to stay level. Shift-on-the-fly 4×4 with low range means that the Ram loves snow drifts and steep, muddy hills. Tow hooks, a transfer case skid plate, and front suspension skid plates make it clear this is no Fiat.

Take a close look at the truck’s key fob and you’ll see an extra button that lowers the truck two inches for entry. Once inside, caress a cabin fit for a prince. Up front, a locker-sized center console, ginormous cupholders, and door cubbies store almost anything. A household-type 110-volt outlet is perfect for charging iPads or shaving your mug en-commute. Climate control, a 506-watt Alpine audio, and navigation are all accessed through the world’s easiest-to-use touchscreen. As in a Jag or Rover, you put the big Ram in gear with a stylish chrome knob.

All of this comes with bold Freightliner style. Edges are smoother, and the hood slips more easily through the wind, but you’ll mistake it for nothing else. If all that flamboyant style has you jonesing for a diesel, hang on – Ram will offer a version of the Grand Cherokee’s engine in 2014. Fuel economy will likely improve.

If the marriage of Chrysler and Fiat continues to deliver vehicles like the Ram with American muscle and Italian finesse, many good years lie ahead. The Ram 1500 can still do all of the things a tough truck should. In fact, it does them better – and with a brighter shade of green.

Price as-tested came to $45,445, making Ram horned competition for the Chevy Silverado, GMC Sierra, Ford F-150, Nissan Titan, and Toyota Tundra.

Storm forward!

2013 Ram 1500
Five-passenger, 4×4 Pickup
Powertrain: 305hp 3.6-liter V6, 8-spd. auto transmission
Suspension f/r: Adj. Ind/Solid axle
Wheels: 17”/17” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Ride/mpgs
Fuel economy: 16/23 mpg city/hwy
Assembly: Warren, MI
Base/as-tested price: $22,640/45,445

What’s gotten into Lexus lately?

Don’t get us wrong: we like the fresh — dare we say, sporting — aura around many of its latest models. The company should be applauded for avoiding the sort of mistakes made by a semi-renamed and severely misguided American luxury brand, which first designed a full size luxury sedan with no rear legroom, then built what might possibly be the ugliest luxury SUV ever created, and finally tried to buy some hipster cachet with baby boomers by hiring David Bowie as its spokesman. (Though in fairness, he was probably the only celebrity capable of sitting in the back of that sedan other than Linda Hunt or that Lucky Charms leprechaun.)

But back to Lexus. The automaker began its transformation from wallflower to warrior with the introduction of the brilliantly insane Lexus LF-A , a technological marvel that seems a bargain even with a price tag over $300,000 (if you’re lucky enough to be offered the chance to buy one). Regular folks with above-average incomes can enjoy the brand’s not-so-cheap thrills too, thanks to the road-gripping Lexus GS and surprisingly stylish ES. Even the upcoming Lexus IS sedan looks to be a game changer in the entry-level luxury market.

In the process of morphing from zero to hero, Lexus has changed its face — literally. Is it just us, or does the company’s new grille look weirdly like the wide-mouthed, fang-ridden jowl of the monster from the Arnold Schwarzenegger film Predator? No? Well, at the very least, it’s aggressive and angry-looking, which has helped the Lexus pack on just enough tough guy swagger to distance itself from genteel competitors like Mercedes and BMW.

Now, Lexus has taken its cool factor a step farther with the impressive new F-Sport line options, which are available on everything from the LS, GS, and even the hybrid CT. Not only does the F-Sport line give these models more aggressive blacked out wheels, sportier exterior, and interior treatments, but it also affords each a number of suspension upgrades meant to improve handling.

It’s fairly easy to make a sedan handle and steer with greater precision — in part, because the car’s center of gravity is already so low. But what if Lexus tried to do the same thing to an everyday, elevated crossover, like the 2013 Lexus RX350? (Spoiler alert: it has.)

Our test 2013 Lexus RX350 F-Sport Line felt nimble in tight corners that would’ve had most other luxury SUVs howling and threating to tip over. The steering rack felt taut and communicative with no sense that it had just been attacked by a psychotic dentist with a huge needle of Novocain. In fact, it felt rather firm, yet at parking lot speeds it lightened up nicely for easy maneuvering. The upsized 19-inch wheels on the F-Sport model didn’t do anything to damage the RX’s traditionally smooth ride, either.

Our tester came with full time all-wheel drive (which helped give it that “secure handling” feel), a gorgeous Deep Blue Mica exterior color, the aforementioned 19 inch smoked alloy wheels, a very athletic-feeling 270 horsepower 3.5 liter V6, eight-speed automatic, a black leather interior of the highest quality, dual zone climate control, heated/cooled front seats, a moonroof, navigation, back-up camera, Bluetooth, a choice of wood of aluminum trim, and a 12-speaker premium audio system with HD radio, most of which came as part of the F-Sport Package. Navigation was extra, though, bringing the $47,000 base price up to $50,334.

Now, you may think an SUV that costs this much must have all the utility of a Victoria Beckham Range Rover Evoque Special Edition with Pink Diamond inlayed wheels — but you’d be wrong. This Lexus offers 40 cubic feet of space with the rear seats in place, doubling to 80 cubic feet when you fold the seats down. With that much room, you’ll be able to take your two 80-pound rescue dogs to the park and still have room for a Home Depot stop on the way home. (Just don’t leave the hounds in the car, please.) Later that night, this SUV will impress even the most judgmental queens in West Hollywood should by some miracle you find a parking spot within a five mile radius of The Abbey.

If you’re looking for a Lexus that can both rock and roll, the 2013 Lexus RX350 F-Sport line should be on your short list.

In my youth, the movie Jurassic Park was everything to me. So, you’d think I’d relish the opportunity to be whisked over Austin, Texas in a helicopter, Jurassic Park-style. John Williams’ sweeping soundtrack from that 1993 blockbuster would dance in my head as we’d glide over the city, all smiles and wonder.

But no, I was scared shitless. My mother’s voice ping-ponged in the back of my mind, “You’re actually going to ride on one of those death traps?!” Lexus, no doubt, thought it would be totally baller to send us to the Austin race track where we would drive the new 2014 Lexus IS “in a copter DUDE!”, but as I ran to the waiting conveyance, with my head ducked low so as not to get decapitated, I felt far more like the cowardly Donald Gennaro (the one who gets eaten by a T-Rex while sitting on a toilet) than the brave Dr. Alan Grant.

Basically, helicopters are terrible to me because, like, Kim Zolciak, they feel like they’re always out of control. Constant bucking, deafening racket? Yup, that’s just normal behavior for a helicopter. (Or Kim, for that matter.) Freaky.

Well, I made it through those harrowing ten minutes, walked out of the cockpit like the badass I always pretend to be, and headed straight for the nearest chair for a good long sit. My head still spinning, I needed a cure for that out-of-control feeling the helicopter had saddled me with just a few minutes prior.

I soon found that cure in driver’s seat of the all-new 2014 Lexus IS. A row of them were parked in front of the track, their new grilles glinting and gleaming in the Texas sun. They looked hungry.

How it drives
“You bred raptors?!”

Yes my friends, Lexus has bred a raptor. In fact, Lexus went about building its raptor much the same way the folks at Jurassic Park crafted theirs: by attempting to clone the original. That original, of course, is the BMW 3-Series, the compact sports sedan against which all others are measured.

The 2014 IS will come in a bunch of different configurations, all of them offering a different driving experience. Let’s break it down:

IS250/IS250 AWD: The base engine in the IS line, all IS250 models are equipped with a 2.5-liter V6 producing 204 hp and 184 ft-lbs of torque. Power is adequate enough to make the IS250 feel somewhat sporty, especially if you put the car in Sport mode, which keeps revs high in order to deliver maximum funness. Zero-to-60 comes in 7.9 seconds.

Oddly, other companies like BMW and Audi are offering smaller displacement four-cylinder engines in this price range that offer more torque and better fuel economy than the base V6 in the IS. Still, this base engine does a commendable job of moving the IS250 in a reasonably quick manner and will be the choice for the majority of IS buyers.

IS350/IS350 AWD: All IS350s come with a 3.5-liter V6 churning out 306 hp and 277 ft-lbs of torque. This is clearly the enthusiast’s choice. The 3.5-liter delivers strong performance with a 0-60 time around 5.6 seconds. Of course, all that fun takes a toll on fuel economy, with the IS350 registering 22 mpg combined for the 2WD version, and 21 mpg combined for the AWD version. Again though, the 3.0T in the Audi S4 delivers comparable fuel economy while delivering higher hp and torque. Ditto the BMW 335i’s twin-turbo inline-six. Contrary to popular belief, the Japanese don’t always deliver the most efficient engines.

IS250/IS350 F-Sport (Both available with AWD): The F-Sport package, available on both IS250 and IS350 trim lines (with their respective engines), is much more comprehensive than just a few sporty looking accessories. F-Sport models arrive with more dynamically tuned front and rear suspension springs and shock absorbers, giving them a markedly more athletic demeanor. Of course there are some styling benefits to be had with F-Sport models as well, the most obvious being the F-Sport’s more dramatic front grille with extra cooling holes that give the front end a dynamic look. F-Sport models also get LED headlights as standard.

In case you weren’t keeping count, that’s a grand total of eight different choices for your IS — and that’s before you even get to colors or options. Blimey.

No matter which IS model you choose, you’ll be greeted with a very athletic chassis that feels nearly as in-tune and connected to the driving experience as comparable BMW models. So much so in fact, that I doubt the average buyer would be able to tell much of a difference. F-Sport models up the ante with specially tuned suspensions that enhance the IS’ naturally sporty demeanor. There’s even more ante to up when you choose the available Adaptive Variable Suspension (AVS) on an F-Sport model, a system that actively adjusts shock absorber damping force in response to current road conditions.

Beyond all this though, most expect people a Lexus to drive like a bank vault. Comfort and sound elimination is paramount to the brand, the fact that it moves seems a mere afterthought, almost an inconvenience in most Lexus vehicles. Those brand hallmarks are still accounted for in the IS, with a fairly smooth and serene cruising experience on the highway — though oddly the models I sampled seemed to have quite a bit of road and wind noise.

All models also benefit from a trick knob Lexus calls Drive Mode Select. This little prudence in the center console lets drivers select the kind of driving experience they wish to have in their IS with the flick of a wrist, offering ECO, Normal, and Sport modes. Normal mode is perfectly sufficient for running your daily errands, getting milk, etc. If you find yourself being chased by, say, a really super confused and hungry T-Rex, you’re gonna wanna flick the Drive Mode Selector over to Sport, which will keep the revs high and all the power right at hand, perfect for quick getaways. You may then find that you’ve burned up so much gas in Sport mode that you’re now concerned you may run out of petrol before you reach your rescue copter. This is when you’ll want to flick the Drive Mode Selector over to ECO, which will do its best to eke out as much fuel economy as possible. It will also be handy when you don’t have time to get gas before a yoga class.

How it looks
“You stare at him, and he just stares right back.”

The new IS has plenty of personality — a shocking statement to utter about a Lexus, I know. Whereas the previous generation IS was a sporty-ish Corolla-looking thing, this all-new IS is super-pissed and has clearly been bred with some kind of alien/reptile hybrid. Cues from the previous generation are still there, mostly in the shape of the side windows and its high and pert trunk. The 2014 IS is an evolution for sure, but there’s far more drama in this model than in previous versions.

Starting at the front we have Lexus’ spindle grille making a rather terrifying appearance. This is easily the most dramatic application of the brand’s new grille to date and is sure to make many any innocent cow (and probably some humans) shriek in fear. Moving out to the headlights we find something even more interesting, Lexus has separated the main projector beam units from the LED daytime running lights, with the upper units resembling something of the arachnid persuasion and the detached DRLs looking like an elegant blob that will give Nike’s trademark lawyers something to sweat over.

Moving to the side, Lexus has been careful to maintain the traditional IS profile, with a few tweaks. The most obvious change is the enlargement of the rear window that, to my eyes, makes the side look a bit more clunky and ordinary than the previous generation’s high-n-tight rear window treatment. A new character line on the lower rocker panel twists up toward the rear wheel and lights. Lexus says this has been done to emphasize the rear-wheel-drive dynamics of the IS, though in practice it looks a little over-wrought.

Around back Lexus continues the “super-pissed” theme by giving the IS some very angry looking taillights. Lexus is proud to point out these tail lights incorporate the brand’s “L” into the shape of the light pipes. Clever, if you only look at the one on the left. Just below the new taillights there appears to be a deep gash created by something with a very long incisor. It makes the rear lights look like they’re not correctly seated, and I dislike it very much, but the rear, as a whole, is pleasingly sporty and purposeful-looking.

Lastly of course there are the ever-important wheels. Think of them as the claws of the vehicle: they hold the key to making the IS look like a velociraptor rather than a Brachiosaurus. F-Sport models (both 250 and 350) receive some LF-A inspired rims (noticing a trend here?) that look good if not altogether interesting. A personal favorite of mine were the snowflake-looking 18-inchers available on the IS250 as an upgrade from the standard (and very dumpy looking) 17 inch 10-spokes.

…and the inside?
“We should have stayed in the damned car”

Gone is the upright, symmetrical, and stodgy looking cockpit of the outgoing IS. This new IS sports a cabin inspired by the firm’s $400,000 supercar, the LF-A. Occupants are presented with a much more horizontally oriented cabin with broad, linear shapes dominating the cozy, but comfortable space.

Front seats are comfortable and supportive in all models, however those who elect to buy the F-Sport models will find themselves sitting in someone wonderfully bolstered sport seats that hug you like a velociraptor hugs a goat. Rear seating was comfortable enough even though the shape and angle of the seatbacks seemed a little too upright for my liking. In an odd twist though, you can only get those sport seats with heating, not the ventilation system that lesser models are optioned with.

Of course, the trick LF-A-inspired Adaptive Meter gauges on the F-Sport should more than make up for that omission. With the Adaptive Meter, drivers are faced with a customizable LCD display that sports a physical ring around them, which motors to the right at the touch of a button to provide more room for information on the left. It’s a bit of a gimmick, but that didn’t stop me from continually making that gauge ring slide back and forth for my own entertainment. Standard IS 250 and 350 models have more conventional analog gauges with a smaller LCD display sandwiched between them.

Over on the tech side of the equation we’re greeted with Lexus’ newest infotainment system. Updates to this system include a more intuitive menu layout as well as traffic and weather information provided through HD Radio that ingeniously does not require a subscription. This applies to IS models with and without navigation, though the information available on non-navigation models is generally less informative and up-to-date. Still, subscription-free is nothing to scoff at when most other companies charge you at least a satellite radio fee to keep that data flowing to your little darling. In units with navigation, controlling the standard seven-inch color monitor in the IS is still done via Lexus’ remote touch control, a system which I find fiddly and awkward at times.

In terms of comfort though the IS interior is a great place to be. While Audi still reigns supreme in terms of design and materials quality, the IS has a firmly modern cabin that should appeal to younger buyers. The seats on the Lexus displayed much more everyday coziness than those on the BMW 335i that Lexus provided as a point of reference.

However, there are a few oddities and downsides to this cabin. All models tested were equipped with an old-fashioned foot actuated parking brake that didn’t seem to fit with the rest of the IS’ tech/sport aura. Every time I stepped on the parking brake I felt like I was parking my Grandmother’s 1987 Plymouth Reliant K.

Also, while materials are quite nice, there is an overabundance of textures, which I found a bit off-putting. An oddly glittery black plastic adorns the center console around the stereo controls, which showed oily fingerprints very quickly. Additionally, wood and carbon fiber accents are provided depending on which model you choose, but the wood is fake and looks fake. Same goes for the carbon fiber-like material smattered on the F-Sport models. It’s clearly not the real stuff.

Also, an analog clock? Seriously? Ew.

Is she a Killer?

She’s probably not enough to un-crown the 3-Series in terms of driving dynamics, but maybe she doesn’t have to. Offering 98% of the sporting feel with a larger pedigree for reliability may be more than enough for many shopping in this segment. Add to that a more richly detailed cabin than a comparable BMW or Mercedes, and the 2014 Lexus IS certainly seems to be a good alternative to the German sport sedan norm.

The 2014 Lexus IS may not be the best in her class in any specific category but being very good at many things is certainly a good place to be.

The 2014 Lexus IS is indeed a clever girl.

During the next few years, no automotive segment will be more contested than the entry-luxury market. I’ve taken to calling these drivers the NQR40s, or not-quite-rich, under 40s. They’re young, not exceedingly wealthy, but they can certainly afford cars with above-average price tags. Like our own tribe, they tend to be tech- and design-savvy. Make it fun, urban-appropriate, and a bit daring, and you’ve got the perfect package for most folks in this demographic. (Or us, for that matter.)

Acura’s first serious attempt to woo the NQR40 driver is the ILX, a car based on the Honda Civic and built in Greensburg, IN. That’s a similar strategy employed by GM as it bases the Buick Verano on essentially the same chassis as the Chevy Cruze. As long as it looks and drives great, who cares what candy is hidden beneath?

Looking at the ILX, its Civic heritage isn’t obvious. It has a clean design, highlighted with a sculpted satin silver grille surround, shouldered rear flanks, and upturned windowline. The car looks like a shrunken version of the larger RLX sedan. Xenon headlamps, 17” alloys, foglamps, and neat hood creases imbue a sense of refinement. It passes as an Acura, not a Honda.

Same is true of the leather-lined cabin. Where the Civic has a complex instrument cluster with digital gauges, the ILX is pure sport sedan, greeting drivers with large analog gauges, a leather-wrapped three-spoke steering wheel, and twin cockpit dash design. Sport seats are superb. Audio and navigation controls are a little confusing, but you get over it. Heated seats keep you toasty; Bluetooth and USB ports make connecting phones and MP3 players a snap. Enter the dungeon blindfolded, and you could be in any Acura.

The ILX is available with three powertrains. Most, like our test car, come with a 150 horsepower, 2.0-liter four-cylinder connected to a paddle-shifted five-speed automatic transmission. Performance enthusiasts will select the available 2.4-liter four-cylinder that delivers 201 horsepower and is matched exclusively with a six-speed manual transmission. Green intenders prefer the 39/38 mpg city/highway hybrid system that utilizes lithium-ion batteries and a 1.5-liter four-cylinder engine. Even with the base engine, drivers should expect to see 24/35 mpg city/highway.

Personally, I like the ILX. Cabins are comfortable, even without French-stitched door coverings. Styling is conservative, but upscale. I could really appreciate the 2.4-liter engine with an automatic transmission, but the base 2.0-liter is adequate. There is some engine noise, but it is not obnoxious. If the ILX mysteriously appeared in my driveway, I’d probably like it for a very long time.

But we have to discuss price and that’s Acura’s real challenge in attracting NQR40s. Our ILX came to $32,295 as-tested — about $7,000 more than a comparably-equipped Civic, and more than the high-performance Si version. The ILX is a nice car, but so are the Buick Verano, Audi A3, BMW 1-Series, and upcoming Mercedes A-Class. Acura simply has to do more than deliver a Civic in drag. It must build a world-class compact. Sales will tell if they succeeded.

Storm forward!

2013 Acura ILX 
Five-passenger, FWD sedan
Powertrain: 150 hp 2.0-liter I4, five-speed auto transmission
Suspension f/r: Ind/Ind
Wheels: 17”/17” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, handling
Fuel economy: 24/35 mpg city/hwy
Assembly: Greensburg, IN
Base/as-tested price: $25,900/32,295

Soybeans, wheat straw, coconuts, and dandelion greens make for an interesting salad. They’re also key ingredients in one of the most outstanding cars of the year, the 2013 Ford Fusion. For those who truly want a green car, this baby more than qualifies.

Recently, staff writer Casey Williams told us how the new Ford Fusion is a great combination of Mother America and Father Europe. That assessment is spot-on — and one that absolutely has no horse meat or horse waste in it.

Scientists have been busy as a bee lately, trying to devise more earth-friendly materials for all our needs. Their goal: to make door frames and dashboards that are just as sturdy as steel but weigh less and have more in common with our kitchen tables than our garbage bags.

They’ve started with that darling bean of the faux food crowd, soy, which can be manipulated into polyols, or alcohol, which can then become a large component of the foam used throughout the automobile shaping process. This soy foam has allowed Ford to shed five-million pounds of petroleum from its annual diet.

And think of this: next time you stash your school books or classical CDs in your car, you may be putting them in care of Mr. Scarecrow. Wheat straw is now being used to make a reinforced plastic for car storage bins. This manufacturing technique saves another 20,000 pounds of petroleum per year.

Love coconut water for your poolside libations but don’t know what to do with the shell once drunk? Ford and its partners are exploring ways to use coconut coir (or husks) to mold plastic parts.

And your milky-white secretions don’t have to go to waste — at least not if you’re a dandelion. Those dandy pearls are used to produce a sustainable rubber, and that rubber can be use to build cup holders, floor mats, and other car accessories that are lighter and more durable than today’s.

Here’s another way of looking at these secret ingredients: the organic material found in your 2013 Ford Fusion is the equivalent of two pairs of jeans for the average-sized adult (whatever that is), or about 31, 250 soy beans. Throw in about 40 clear plastic water bottles for the cloth seats, and you’ve got a car that brings recycling up to speed. What’s more: the covering for those seats is woven from “Omni” cloth, made from 100% recycled yarn. Thus, you can now sit on what didn’t go into that hand-knitted holiday sweater, which is probably for the best.

Over time, this kind of manufacturing eco-friendliness will likely sneak up on us. Our daily products will become more and more earth-friendly, and we may never notice.

At least not until someone offers us some edamame hummus to go with our next hybrid or electric car.

Oh, how quick we are to judge.

We’re very opinionated when it comes to certain things — automobiles, for example. Some folks are so passionate about a particular brand that their personal relationships are based solely on the makes and models that they — and their friends — drive.

Others are simply passionate about being passionate. Like Statler and Waldorf , they revel in tossing out Twitter-cisms in 140 characters or less. These folks are willing to offer snap judgments based on slivers of information that may or may not turn out to be entirely accurate.

Recently, both groups — the passionate and the passionately critical — had the chance to weigh in on a spy photo of a new Jeep model. What happened afterwards was pure social media madness.

The all-new 2014 Jeep Cherokee was supposed to be unveiled during the New York Auto Show in March, but as usual these days, photos leaked out ahead of schedule. When Jalopnik published spy pics of the new model, Chrysler Group LLC’s responded by stating: “Photos not the vehicle to be revealed in [New York].”

To prove it wasn’t bluffing, several hours later Chrysler released pics of the actual 2014 Jeep Cherokee, the replacement for the Liberty. With just four front and front-quarter images published to social media outlets, snap opinions began flying across the Twitterverse. Some praised the different approach to Jeep design, which melds new Fiat-inspired elements and traditional Jeep signatures onto this very important SUV/crossover. Others simply bashed it. On the whole, there were probably more positive responses than negative, but the loudest, most-retweeted messages came from critics.

If you’re familiar with Twitter, this is nothing new. When the first photos of the 2012 Honda Civic broke, a Greek chorus of automotive media and enthusiast types swamped the photos with a tidal wave negativity. Honda decided to revise the Civic for 2013, allegedly to bring it in line with upcoming brand design elements. Which was the company’s way of saying, “Dude, we hear you. We screwed up.”

A year later, American Honda braced itself for another round of social media vitriol when the first images of the 2013 Honda Accord were released. The outcry wasn’t as negative as it was for the Civic, but the Accord was criticized for being as “bland” as its compact.

Oddly enough, despite the amount of hate showered on both models, they’ve performed well in showrooms – though not enough to boost Honda sales as a whole.

What about the 2014 Cherokee? How will initial reaction affect its success with consumers?

As Oscar Wilde once wrote, “The only thing worse than being talked about is not being talked about.” Social media is a great example of that principle in action: whether positive or negative, the important thing is that folks are discussing the Cherokee on Facebook, Twitter, and every other network. .

Translation: the more people praise or hate on the initial images of the 2014 Cherokee, the more buzz this new vehicle will generate in advance of its formal debut at the New York Auto Show. That’s probably good news for Jeep.

Back when The Love Boat sailed the Seven Seas with a heavenly host of Charlie’s Angels, you could get a good small car for about $5,000. As we entered the gay 90s with Hillary and Bill Clinton, the size of our cars increased, and starting prices doubled to about $10,000. Now, in the day of sequestration and Inauguration Day lip-synching, the size of a good small car has doubled once again — this time to around $20,000.

Here is where the Mazda CX-5 makes an entrance. Brand new for 2013, the CX-5 isn’t a small car but a practical compact crossover (built on a car platform) that provides a nice, solid ride and all the strength of an SUV, complete with style, flair, and sexiness. A replacement for the Mazda Tribute, the CX-5 starts at $21,000 — before and after sequestration.

The CX-5 gives Mazda a presence in America’s thriving small SUV market. (Personally, I thought the CX-7 — the bigger version of the CX-5 — did that, but what do I know?) The new crossover should be both a hit with audiences and a moneymaker for Mazda.

The CX-5 has generated a lot of buzz, mostly because of its new design called “KODO – Soul of Motion.” That’s not a sequel to Kung Fu Panda, but an impressive design concept that mirrors the appearance of fast animals and fast humans. In Mazda’s own words, KODO design allows a car to pounce, like “the instant when a cheetah pounces on its prey, or the moment of a sword strike in the ancient Japanese martial art of Kendo.”

Yeah, yeah, sure. I’m hard-pressed to see it, but apparently others see a lot of things that I don’t. Let’s just say the CX-5 is nice-looking, with a uni-body design that allows for a stronger yet quieter ride.

To make it pounce, the CX-5 also has Mazda’s SkyActiv engine technology, which helps the car perform better while saving you money at the pump. Wikipedia can tell you all about SkyActiv, because it’s way too Big Bang theory for me. But I do know that this efficiency allows a modest 2.0 liter, direct-injection four-cylinder engine (the only engine available on the CX-5) to perform quite well — almost like a cheetah or gazelle, I suspect.

Starting at $21K and ultimately pushing $30K, the new CX-5 can be had as a Sport, Touring, or Grand Touring vehicle. Across all three of those trim levels, stability control and electronic brakeforce distribution are now standard, which is a big boost for safety. Finally, manufacturers understand that vehicle safety really shouldn’t be an option based on who can afford it.

I drove the 2013 Mazda CX-5 Sport before the snow started to fall, so I can only comment on how it handles on clear roads: perfectly. Motoring through the Rocky Mountains, which is always challenging, the CX-5′s performance was consistent and impressive. I had to brake hard a few times for deer, and the braking was precise, effective, and relatively smooth, though I think someone in the backseat did spill her Jamba Juice.

As with many smaller cars and SUVs, my only real beef with the CX-5 is that seating in the rear is a tad tight. There seems to be a fair amount of headroom in the back seats, but it would still be uncomfortable for three average-sized adults to squeeze back there for a ride to the Florida Keys, even if they were driving from Miami.

Otherwise, the CX-5′s interior is nice and cozy. The most prominent feature on the center stack is the in-dash navigation system — though I have to admit, I’m not a fan of such things. It’s not that they’re lousy, but these days, almost everyone has Google Maps on her smart phone. I love the ease and simplicity of Google Maps, and since you and I already have this — not to mention the fact that almost all car navigation systems are optional and require extra cash — why not just use what already works? Should you go with the optional navigation system, it’s Tom Tom.

I should point out that the 2013 Mazda CX-5 is the winner of the 2012-2013 Japan Car of the Year Award. Considering its competition, that’s saying a lot. If you’re in the market for a crossover, you really can’t go wrong with the CX-5.

You just may have to strain a bit to see it as a cheetah.

Ed. note: A few weeks ago, Casey gave us his take on the 2013 Volkswagen Beetle Turbo Convertible. But we thought it would be interesting to get a second opinion from someone from California — one of the Beetle’s native environments.

Last summer, I drove the restyled Volkswagen Beetle Turbo and came away impressed — especially with the more masculine, 356-like styling, upgraded interior, and the spirited performance that reminded me of the first- and second-generation GTIs I owned back in my college days.

So when Volkswagen called and offered me a crack at the new Beetle Convertible, who was I to decline? I met them in Newport Beach on a Friday afternoon and they handed me the keys (okay, the fob) to an automatic $32,295 (plus destination) Beetle Convertible Turbo, decked out with VW’s Sound and Navigation Package and painted a smart Reef Blue.

I dropped the top and headed to Laguna to see how the locals would react. Although it normally takes a much pricier car to turn a head in the OC, the sporty little Beetle received nods and waves — and why not? The redesigned car, as I noted last year, is much more like a 356 than a Beetle, and there’s nothing they like better in the OC than a Porsche.

Aside from being a surfer magnet, the Beetle Convertible has a lot to offer. First I’m impressed by what it doesn’t have: noise and vibration. There’s no cowl shake to speak of, and the three-layer convertible top is the quietest soft top I have ever experienced — even freeway driving is a pleasure. It may be a decibel or two louder than the coupe, but the audio system can actually be heard and enjoyed with the top up or down. There’s a one-touch system for lowering the top and side windows, so it’s effortless fun for all the sun-chasers.

One thing that’s far from one-touch, though, is the Rube Goldberg device that Volkswagen calls the “top boot”. I’ve had convertibles since the 1970s, and this is the first time that I just gave up and stuffed the damn thing in the trunk. Fortunately, the top’s appearance when lowered is not objectionable.

The engine was the same 2.0 liter 200 hp turbo I drove last summer, although this time it was mated to VW’s six-speed automatic transmission. I’m not normally a fan of multi-speed automatics, and this was no exception. I understand the need to achieve CAFE numbers, but how about a Sport mode? The calibration was so biased in favor of fuel economy that it was always one gear ahead of where I wanted to be. I overcame that problem with Manual mode but a Sport button would be lovely. If I were buying this baby for myself, I’d opt for the six-speed manual and use the thousand dollar savings to pay for all the extra gas I’d plan to burn.

This car was also equipped with the Fender Premium Audio and Navigation, which is a big improvement over the base offering and a luxury worth investing in. It has Sirius XM, 400 watts of power, and nine speakers that created a sound that was rich and enjoyable whether the top was raised or lowered. I was much more meh on the Navigation: it was pleasant enough to use, but the display seemed scarcely larger than an iPhone. I can take it or leave it, but the package also includes the leather interior that I very much liked, so learned to ignore it.

Even in Southern California, some rain must fall, so the Beetle and I had a full day of rain testing. (Oh, the things I do for you guys.) I’m happy to report that the Beetle’s snug little beret allowed not one drip of water inside, and the heater kept the cabin toasty warm. While I won’t claim that it was more fun in the rain than in the sun, there was certainly no penalty involved.

And that really sums up the Beetle Convertible. It’s so well-designed and well-constructed that you’ll forget it’s a convertible until the top button is pushed — and that’s serious praise indeed. My list of likes is long, and quibbles are few. If you’re shopping for a convertible, this one belongs on the short list.

You can find many more pics of the 2013 Volkswagen Beetle Turbo Convertible on Jeff’s Flickr page.

Ford’s new mid-size Fusion is an odd mix of Mother America and Father Europe. That’s in direct contrast to the last-generation Fusion that was essentially a Japanese Mazda6 underneath. There was precision to its moves that was wholly in line with its underpinnings. It was especially nice as a hybrid. Only one problem: except for its brash, flashy chrome grille, its design was B-O-R-I-N-G.

By comparison, the latest Fusion is a smooth, bronzed supermodel, ready for Monaco. An Aston Martin grille, sexy fastback roofline, chiseled flanks, and Jaguar tail let it slip through a throng of exotics unnoticed. It looks like papa. But there’s a hint of American muscle car in the hood bulges, angry headlamps, and twin chrome exhaust outlets. Mama’s proud. Friends and family universally panned our test car’s Ginger Algae Metallic paint, which approximated baby peas laced with grind shavings, but the rest of the car is GQ-handsome.

Step inside. Somebody at Ford worships at the altar of Audi. It shows in soft-touch materials, elegant woodgrain, aluminum-look detailing on the dash and doors, and comfy, heated leather seats. Nothing in the interior feels cheap; even the underside of the center stack is vinyl-covered. Leather on the steering wheel may have been shed from a goat, but the Fusion is designed to a price. A large analog speedometer with flanking LCD screens for trip computer and audio read-outs are sporty and high-tech.

Our Fusion came with MyFord Touch, which converts the center stack into one large touch pad. Drivers can control audio, navigation, and climate through voice, the high-mounted touchscreen, or labeled touch spots below. Optional safety systems include Lane Keeping System, adaptive cruise control, and blind-spot warning. Front and rear parking sensors matched with a backing camera keep that Algae paint from spreading to foreign surfaces.

Ford’s powertrain for the Fusion is based firmly on options from across the Atlantic. Our test car came with a 1.6-liter direct-injected EcoBoost four-cylinder engine that generates 178 horsepower and 184 ft-lbs of torque. Auto Start-Stop Technology, which pauses the engine at rest, and a choice of six-speed manual or automatic transmissions help the car return 26/37 mpg city/highway.

Ford may have sought too much input from America for the chassis and steering. There’s nothing obscenely sloppy about the chassis, but it floats over rough roads — in fact, it floats over all roads. It’s smooth, but not particularly engaging. Same is true of the steering. It’s precise, but light. Most owners will love it, but you can’t help feeling that Ford could’ve done more to excite lovers of Euro ‘chinery.

A co-worker narrowed his mid-size sedan search to the VW Passat, Honda Accord, and Ford Fusion. He chose the Fusion. Overall, I like the car, too. Its exterior and interior are supermodel hot, but I can’t help wishing for the crisp moves of the previous-generation. A little more input from Cousin Japan could make the Euro-American Fusion near perfect.

A base price of $21,700 ($30,180 as-tested) serves up tough competition for the Fusion’s enemies on both sides of the oceans.

2013 Ford Fusion
Five-passenger, FWD sedan
Powertrain: 178hp 1.6-liter turbo I4, 6-speed automatic transmission
Suspension f/r: Ind/Ind
Wheels: 18”/18” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, ride
Fuel economy: 23/36 mpg city/hwy
Assembly: Hermosillo, Mexico
Base/as-tested price: $21,700/30,180

This definitely isn’t your grandma’s old Vista Cruiser, your eclectic uncle’s Saab 9-5 Aero wagon, or even that sublime Audi RS4 Avant you’ve been hoping would finally be sold stateside. No, in the world of station wagons, the Aston Martin Rapide Bertone pretty much stands alone in terms of looks and outright desirability. It also helps that, as of this moment, there happens to be exactly one these wonder wagons in existence.

Set to be revealed next month at the 2013 Geneva Auto Show, the Rapide Bertone wagon – or shooting-brake, if you’re feeling fancy when it comes to nomenclature – was “commissioned by an Aston Martin collector who took part in person in the whole development of the project,” according to Bertone’s press release. The famed Italian design house, which is celebrating 60 years of collaboration with Aston Martin, then brought the idea to life.

The result is stunning, especially when you consider that the four-passenger Rapide sedan is already one of the best looking luxury cars out there – albeit not the easiest one to get in and out of, if you happen to be seated in the cozy rear. Bertone opted not to mess with the mechanicals, which is fine by us. The 476-horsepower 6.0-liter V-12 is a gem that’s happy to purr along in traffic, or snarl like a dive-bombing Spitfire when you mash the gas pedal. Power is routed to the rear wheels via Aston’s 6-speed “Touchtronic” automatic gearbox, with shift paddles mounted on the steering column.

Aston Martin quotes a 0-to-60 mph time of 5.0 seconds flat for the Rapide, along with an ultimate top speed of 183 mph. Bertone hasn’t released all the specifications, though it’s likely the added sheet-metal needed to transform the Rapide sedan into a wagon has added a few pounds to the curb-weight. That might add a couple tenths of a second to the acceleration times but, let’s be honest, would you really care? This Aston wagon is so sexy; it would be a shame to quickly zoom past all of those envious onlookers.

Aston Martin has been mulling over the introduction of a sport-utility in its range, though the tepid (read: terrible) reception given to its 2009 Lagonda SUV concept hardly inspired confidence. Blocky and ill-proportioned, the Lagonda concept looked as rushed and unfinished as the Rapide Bertone wagon looks refined and purposeful. Here’s hoping Aston takes note and considers extending the Rapide Bertone’s production run beyond this lone example.

Los Angeles and Detroit are two of the largest auto shows in North America, but automakers often save some big news for Chicago. From a new little diesel to a Superman sedan, big man van, and Texas-sized truck, there was a lot to see at the 2013 Chicago Auto Show, which wrapped up last week. Here are some of the highlights:

2014 Chevy Cruze Turbo Diesel
Volkswagen’s Jetta TDI gets company. Chevy is shoving a 2.0-liter diesel engine — which delivers 148 horsepower and 258 ft-lbs of torque — into the compact Cruze. In combination with low-rolling-resistance tires, rear spoiler, and lightweight 17” alloys, the engine enables 42 mpg highway. 0-60 mph arrives in 8.6 seconds. Prices will start at $25,695.

2014 Toyota Tundra
Not to be left behind, Toyota debuted its new Texas-built pickup. Bold exteriors accompany luxurious interiors with available saddle brown leather, JBL audio, Entune infotainment, heated/cooled seats, and Blind Spot Monitor with Rear Cross Traffic Alert. Drivers will choose from a V6 and two V8 engines, delivering up to 381 horsepower.

2013 Nissan Nismo Juke
Nissan’s in-house tuner works over the Juke with a race-inspired exterior, sport-tuned suspension, and firmer steering. Interiors feature bolstered suede seats with red stitching. Whether owners choose front- or all-wheel-drive, they’ll enjoy a 197 horsepower 1.6-liter turbo-four engine. Pricing wasn’t announced, but sales begin in March.

2014 Ram ProMaster
Developed from the Fiat Ducato, this unibody front-drive Ram will become a staple of contractors and delivery services and could give the Ford Transit Connect a run for its hard-earned money. Doors are wide enough for pallets. Under the hood is a 174 hp, 3.0-liter EcoDiesel or 280 hp 3.6-liter V6. Bluetooth, hands-free texting, web access, and navigation aid drivers. Sales begin this fall.

Kia Cross GT Concept
Peter Schreyer’s design studios created another stunner. Penned in Frankfurt, but built in California, it previews a next-generation crossover. Motivation comes from a 400 hp V6 hybrid system with AWD, enabling 20 miles of all-electric range. A hexagonal glass skylight, leather tanned with veggie oil, and walnut trim the interior. (Ed. note: Kia is not a gay-friendly automaker)

2014 Volkswagen Beetle GSR
Inspired by a ‘70s Beetle of the same name, the GSR will echo its predecessor with yellow paint, black accents, and large rear spoiler. Interiors boast Fender audio, sunroof, alloy pedals, and a stopwatch (!). The 210 hp 2.0-liter turbo-four and 19” alloys should deliver peppy performance. A limited allotment of 3500 units arrives this fall, pricing TBD.

2013 Dodge Mopar Dart
Outfitted with Mopar accessories, this special Dart wears black paint with blue stripes, 18” gloss black alloys, spoilers, Katskin blue leather driver’s seat, and industry-first wireless smartphone charging. A lowered suspension, premium brakes, and Fiat-sourced 1.4-liter turbo engine enhance performance. Production is limited to 500 cars.

Ford Fiesta ST Racer
Ford has been a contender in almost every racing series over the decades, and will continue in the Global RallyCross Championship, including five North American events, with a special Fiesta ST that previews the coming launch of a production version. The cars will be expertly driven during 2013 by Tanner Foust, Brian Deegan, and Ken Block.

Superman-themed Kia Optima Hybrid
The Optima Hybrid is already a superhero for Kia sales, but a partnership with DC Entertainment created this special car to help raise money for the “We Can Be Heroes” campaign to alleviate drought and famine in Africa. Widened fenders, adjustable suspension, and Superman color scheme gave the car super powers in Kia’s stand. (Ed. note: Kia is not a gay-friendly automaker)

Note: Kia is not a gay-friendly automaker.

Face it, girls.

You love and are attracted to the butch look, but you really don’t want to get your hands dirty.  You love having a strong vehicle that can really take on rough roads and odd rocks, but you don’t want the ride to spill your caramel macchiato. And you’d love to be able to stand around in circle of men and show them something that will really impress, yet you still want to have enough money to pay your cell phone bill.

You don’t have to admit it, but if you said yes to any of the above fantasies, the 2013 Kia Sportage may be the car for you. Starting at $20K after dealer costs, the Kia Sportage consistently delivers when it goes off-road, even with the standard inline four-cylinder engine. On the road, it’s a nice smooth worry-free ride. While to-die-for is not the best way to describe the vehicle, reliable is, and ultimately that’s the appeal of the 2013 Kia Sportage.

That wasn’t always the case in the 15-year history of the Kia Sportage. Once considered a bargain basement remnant with four wheels, the Sportage has matured into a crossover vehicle, which means that now it’s built on the frame of a car rather than the frame of a roller skate. The 2013 model really is the best Sportage yet, as Kia Motors has gone from being seen as a cheap import to a manufacturer of solid, safe vehicles. How many people do you know who have matured that well in 15 years?

Standard equipment on all four trims (Base, LX, EX and SX, going from base to top tier) now includes Bluetooth and iPod interface, something today considered a necessity rather than a luxury. For 2013, you can access all your audio from controls on the steering wheel. Other standard features of note include a one-touch power window for the driver and leather-wrapped arm rests. As for safety, even the base EX trims get an array of important and effective safety equipment, to include four-wheel antilock brakes with brake assist, Electronic Stability Control, Hill Assist Control, Downhill Brake Control, and passenger front and side airbags. For 2012, the Sportage was chosen as a top safety pick by the Insurance Institute for Highway Safety (IIHS).

Before the snow fell, I took the Kia Sportage SX AWD, the top trim, for a drive in the Rocky Mountains.  As expected, the ride was smooth and the performance was stellar, making it a great car to put to the test should you ever find yourself at a butch event where you need to show your prowess.  Curves and sudden changes in road slope are part of the Rocky Mountain driving experience, and the Sportage handled it with no problem. No surprise there, really.

What really makes the 2013 Sportage shine for me is a big full panoramic sunroof, available only EX and SX trims. This sunroof opens up the entire vehicle like a can of sardines (Remember those? Oops, I’m old). It’s amazing how much better you feel when you open up and let the sunshine in. If you have the credit, I would say this is the best option to get. If you have to cut somewhere, I wouldn’t bother with the navigation. Not that it’s bad, but Google Maps on your  cell phone really is great and just as easy to use.

The bad news – and this has been a consistent problem for the Sportage – is that interior space, especially in the rear seats, is at a premium.  The curving slopes of the European-style roof really stun from the outside.  Yet inside, it can get a little too cozy, even for people of normal size. Should one of your passengers try going Gangnam Style in the backseat, more than a few raw nerves and hot lattes could spill over. If your friends are bears and you’re often the designated driver, you might want to go up a notch and check out the Kia Sedona, which is a minivan, yes, but a snazzy one that looks …. well, butch, really.

Critics have raved about the new Sportage, how stylish it looks, how clean and solid it stands.  Yeah, sure, it’s all that.  But its best quality, really, is that is a reliable SUV, big enough for Elton John’s family (but not his house staff).

Mileage averages about 20 in the city and anywhere from 25 to 30 on the highway.  You always have to take these numbers with a grain of salt (I will have to learn some 21st century clichés) since, as the commercials say, “individual mileage may vary.” No kidding — especially given the EPA fuel-economy fiasco dogging Kia and its sister, Hyundai. But you can still get quite a bit from the $40 you will put in the tank every week.

Also, the Kia Sportage is definitely a dog car and a great car for children, car seats, and possibly even flower deliveries. Test drives are almost always available at a dealership, just do yourself a favor: walk away after driving and then come back and buy it if you choose.  The one-time-only deal they’re offering will still be there next week, trust me.

Although Volkswagen kicked off the whole retro thing in 1998 with the “New Beetle”, it doesn’t want you to think of the current third-generation Bug in those terms. To be honest, the New Beetle was anything but retro. Like the latest iteration, it rode on the most-advanced Golf architecture, driven by an engine over the front-driven wheels. It looked almost futuristic. With a new design that bridges the future-bubble with its iconic ancestor, the 2013 Beetle Convertible evolves.

Retro or not, designers went for a familiar look. It’s wider, lower, and longer to stretch the previous-generation’s bubbly personality — less cute and more butch, if a Beetle can be so. The windshield sits closer to the driver, more vertical, providing a sporty driving position and a stylistic connection to original Beetles. Power tops stow in stacked heaps over the rear spoiler and I’d want it no other way — as soon as spring arrives, that is.

Even though the exterior styling is less Toon Town than in years past, it fails to prepare your for the transformation inside. Gone are the three-picnic dash, arching windshield, and center control pod. Instead, designers fit in a small glovebox in the upper dash, body-color doortops and dash, and a large speedometer to make purists feel at home. I prefer VW’s high-quality leatherette seats to leather, especially when heated, for durability and repelling freak rain spurts. I would sell my two cats for the optional Fender audio system.

An array of powertrains should suit most drivers. Base Convertibles go with a 2.5-liter five-cylinder engine, mated exclusively with a six-speed automatic transmission that generates 170 horsepower and 21/27 mpg city/highway. Stepping up to the 2.0-liter turbo-four grants 200 horsepower, 21/30 mpg city/highway, and a choice between six-speed manual and DSG automatic transmissions. Diesel fans will dance in the street over the 2.0-litre TDI that generates 140 horsepower and 236 ft-lbs of torque. Best of all, fuel economy is rated 28/41 mpg city/highway — the most economical of any convertible available today.

I’ve driven the Turbo and it is a better choice, but there’s nothing wrong with the pep of our car’s 2.5-liter engine either. I’m sure I would enjoy the torquey diesel and its fantastic mileage even more. A light touch and sure-footed four-wheel independent suspension carve smooth moves. Much of the body structure and windshield frame were reinforced for a noticeably quake-free experience.

There’s no denying the Beetle Convertible’s popularity. VW sold 330,000 soft-top copies of the original Beetle over 32 years and almost 235,000 of the New Beetle Convertible in just eight years. Still, Beetle Convertibles are clearly not for everybody. No matter how enjoyable they are to drive, and as cool as they look, meat-shredding straight guys are unlikely to sign up. Good thing I’m not a meat-shredding straight guy. My partner and I owned a New Beetle and we both like this one much more.

The Beetle is nasty competition for other “non-retro” rides like the Chevy Camaro, Mini Cooper, Fiat 500, and Ford Mustang convertibles. Price as-tested came to $24,995.

2013 VW Beetle Convertible 2.5L
Four-passenger, FWD convertible
Powertrain: 170 hp 2.5-liter I5, six-spd auto transmission
Suspension f/r: Ind/Ind
Wheels: 17”/17” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, ride
Fuel economy: 21/27 mpg city/hwy
Assembly: Puebla, Mexico
Base/as-tested price: $24,995/24,995

The Cadillac Escalade is the Kim Kardashian of the auto world.

You know what I mean. It’s got great bone structure, it looks fantastic on the outside, [insert suggestive interior joke here], but it clearly craves attention. It’s flashy and a little bit trashy — and it’s perfectly okay with that.

To test out the 2013 Cadillac Escalade ESV Platinum, I enlisted the aid of two pals: my husband, who rides a Vespa, and our friend Peter, who owns a Honda Civic. If the Escalade could bring these two around to its way of thinking, I’d know I had a winner on my hands.

When I pulled up to my house, my husband was waiting on the front steps. He saw me in the driver’s seat and peered up and down the street, as if to say, “What will the neighbors think?” (To which I’d reply: “It’s 10:00 on a Saturday morning in the heart of the gay ghetto. The neighbors are asleep or at brunch. Or both.”)

Still, I understood his concerns. On our block, the award for Most Upscale Car either goes to our own Jeep or a 1970something hearse that an artist has converted into an ironic pimpmobile. The boxy Escalade ESV — tricked out in White Diamond paint and measuring 21 inches longer than a run-of-the-mill Escalade — was about the same length as the hearse, but its 22-inch chromed aluminum wheels made it stand out like a bead-covered college kid in town for his first Mardi Gras.

When Peter caught sight of us, he laughed long and loud. He stumbled back in the house to drag his groggy roommate out to look at the Escalade. He had the same reaction when the Oscar Meyer Weiner Mobile was last in town. Not such a promising response, I thought.

But from my teaching days, I knew all too well that you have to give folks time to adapt. In class, it took about 30 minutes before the newness of an exercise wore off and students began taking it seriously.

And that’s exactly what happened. To ensure we had plenty of quality time in the Escalade, I planned a full-day excursion to an outlet mall (which seemed like the natural habitat of the Escalade), and then to a late lunch/early dinner at a secluded restaurant out on the bayou. My colleagues had nothing to do but sit back and soak it all in.

By the time we reached the mall, they’d become quite comfortable in the Escalade’s cozy leather seats. My husband and Peter fired up the DVD player and stretched out in the third row to watch John Waters’ classic Desperate Living (an odd choice, but the first disc within reach as I walked out the door). The zoned AC meant that I could keep the front area toasty warm, while they chilled out in the back — literally. I even made use of the heated front seat, which I rarely get to do down here in Louisiana.

Then: shopping. Lots of it. Without going into embarrassing detail, I’ll just say that I will never want for ankle socks, apple corers, or aftershave ever again. I have the receipts to prove it.

Back to the car we went. I opened the smooth power liftgate, and we tossed an unholy number of shopping bags in the giant-sized cargo area. (Seriously, I’ve seen smaller kindergartens.) The day had warmed up by then, so I cracked open the Escalade’s sunroof to let in a little air for the hour-long drive to the restaurant.

Even when we hit bumpy stretches of road, the Escalade’s ride remained silky smooth. That’s likely because of the SUV’s Magnetic Ride Control, which reportedly “reads” the road every single millisecond, and when it detects a problem, requires only about five milliseconds to address it.

There was plenty of power to get us there, too, thanks to the Escalade’s 6.2-liter V8 engine, which churns out an impressive 403 hp. I didn’t get the chance to push the SUV to its limits, due to an unusually high number of highway patrolmen on the roads, but the pack of tigers purring under the hood made the Escalade’s potential obvious.

After several plates of hushpuppies, coleslaw, and more oysters than any of us knew what to do with, we headed home. While my two traveling companions napped, I tried to pick out a few of the Escalade’s flaws.

I’ll admit that in design terms, it’s not as sleek and angular as the rest of the Cadillac lineup. In fact, it’s a little ungainly, and the thought of parking it on a daily basis was enough to make my head spin. But folks who can afford the Escalade’s base price of $82,545 can probably shell out for a decent-sized parking space, too.

I had a few quibbles with the interior, too. It was beyond plush and comfortable, but there were a handful of touches that felt a tad fusty — not fussy, but fusty. I have a hard time seeing burled wood without thinking of cars my grandfather used to own. He would’ve liked the analog clock in the dash, too, which seemed deeply out of place, given the rest of the Escalade’s onboard tech.

Speaking of tech, the SUV’s navigation system gave me fits. It was very good at finding us on the road, but every time I tried to set directions,  it would flip the map upside down, so that south was at the top, and north was at the bottom. Funny how flipping a map on its head can be completely disorienting, even when it’s showing roads that you travel every day.

And of course, I’m obligated to mention the Escalade’s fuel economy, which clocks in around 14 mpg city and 18 mpg highway. (Thankfully, the SUV comes with a 31-gallon tank.) If I were to spring for one of these babies, I’d consider the hybrid model, which gets a more respectable 20 city/23 highway.

In sum, the Escalade is a great vehicle if you’re a big traveler and/or schlepper and you want to motor around in style and comfort. True, it’s not for the timid — shy and retiring types might be better suited for the Escalade’s more demure cousin, the GMC Acadia. But you only live once, and there’s nothing wrong with living it up while you’re here.

That said, rumor has it that the Escalade’s Kardashian qualities may soon going the way of the dodo: GM’s North American president Mark Reuss has revealed that the next-generation Escalade will be “much less ostentatious“. Get your flash while you can.

2013 Cadillac Escalade ESV Platinum
Pricing: From $82,545
Fuel economy: 14 mpg city/ 18 mpg hwy
Engine: Vortec 6.2-liter V8 with flex-fuel capability
Transmission: Rear-wheel drive, six-speed automatic (AWD available)
Passenger capacity: Eight
Assembly: Arlington, Texas

Ed. note: Kia is not a gay-friendly automaker.

I know I won’t get much, if any, sympathy when I say that, sometimes, there are letdowns when you review cars. The last car I evaluated was a $100,000, 400hp, German coupe. I’ve now stepped directly from that into a Kia Rio.

I’ll pause for your laughter.

For the price of the super coupe, you can buy 5.4 Kia Rios. Perhaps you could keep that .4 for spare parts.

But don’t let price fool you. Oddly enough, there is something about the way the Kia drives that beats the German car hands down.

If you guessed power, speed or luxury, then you’re either not familiar with these cars, or you’re three martinis into “lunch” at the bar. What the much cheaper Kia does have over the German car is steering feel. The coupe from Deutschland has 262 more horse power, yards and yards of leather, but in the Kia, I actually have some sense of what the front wheels are doing thanks to what I feel through the steering wheel. And I’ll take some feel over none any day.

If driving is something you enjoy, steering feel is pretty useful information to have when zipping through the corners. Even if driving is nothing more than a task for you, it’s nice to know when the front wheels feel like they’re about to lose traction. While no one would ever mistake the Rio for a sporty, corner-carving car, the Rio SX model has a sport-tuned suspension, 17-inch wheels, and light, responsive steering that, somehow, make this small, underpowered car a little fun to drive.

It’s like a go-kart, only with airbags, a trunk, and room for five passengers. Well, 4.5 anyway.

The main reason I say “a little fun to drive” is because of the 1.6-liter, 138hp four cylinder motor in the Rio. Those hot, 17-inch wheels on this Rio SX might make it look quick, but this hatchback ain’t going anywhere fast. While there is certainly power to be had from this little four-banger, you’ve got to rev the snot out of it to reach that power. Once the tachometer reads 4500-5000 rpm, then you approach something that could be considered acceleration.

In regular, everyday driving, the lack of power isn’t really an issue. You’ll get through the city, and around the highways, just fine. But in some situations, like passing on even a modest incline, you might think twice. As I attempted to scoot by an older, slower Nissan on a slight uphill, the pass happened in such slow fashion that I would’ve had time to say hello to the driver, ask if he was hungry, make a sandwich, and pass it over. Wait, did he want Grey Poupon?

So, we don’t have speed, but that should come as no surprise since this car is intended more for fuel efficiency. The Rio is rated for 28 mpg city, 36 mpg highway, and we observed a 31 mpg average with sporty driving habits and more highway driving than city driving. There is also an “eco” button you can press that reigns in the engine (and transmission shift points) for increased fuel economy.

Even though the fuel economy is fairly good, the tank in the Rio is pretty tiny at 11.3 gallons. If you have a long commute, you’ll still be filling up a lot, but at least you’ll only be pumping in 11 gallons each time.

If you want to know when that tank is about to run dry, it’s not a good idea to rely on the digital, remaining range readout in the gauge cluster. One moment, the Rio SX told me I could drive another 31 miles before I was out of fuel. Less than 5 minutes of regular driving later, it told me I had no range remaining.

Inside the Rio, it’s about what you’d expect in a $18,545 car. A nicely designed, mostly hard plastic interior, but with soft touch material in the right spots and a backup camera. Wait, what? A backup camera in a $18,545 car? Touch-screen nav too? Don’t forget the power fold mirrors. Though, in a car this narrow, I’m not really sure why you’d ever need to fold in the mirrors.

Of those features, it’s the backup camera that is almost a necesity due to the massive blind spots the stylish C-pillars create. Without a rear-facing camera, backing out of a parking spot involves more prayer than driving skill.

Normally, in cars of this price range, the seats suffer when it comes to comfort. Somehow, the chairs in the Rio manage not to do that. They certainly aren’t heavily padded or bosltered seats, but after three hours of wheeling, I was perfectly comfortable, and ready for three more.

Frankly, the best part of the Rio is how fantastic it looks. If you venture back even a few years ago and look at the cars Kia was producing then, you’d never have guessed this company was capable of designing something this good looking.

Not only does the exterior design trump the Scion xB, Honda Fit, Toyota Yaris and Nissan Versa, but it certainly holds its own against the Chevy Sonic and Ford Fiesta as well.

2013 Kia Rio SX 5-door – $17,700
-Carpeted Floor Mats – $95
-Destination – $750
TOTAL – $18,545

Competence. That’s the word that floods your mind when examining the 2013 Honda Accord. Our four-door Sport certainly isn’t the most flamboyant or fabulous car you can buy, but every inch and crevice gives the impression that it is substantial, ever-lasting. It’s the way Accords have always been.

That impression begins with the exterior. The styling cribs references from BMW (the raised hood, the Hofmeister kink in the side windows, the accentuated trunk), but is finessed with subtle use of LEDs and chrome up front, 18” alloys, and dual exhausts out back. The rear spoiler parts clean air. It looks like a $50,000 car — equally appropriate in suburbia and the executive garage.

The same could be said of the interior. There’s no overwhelming sense of French-stitched leather, but everything is well-made. Supportive cloth seats with lumbar adjustment, a leather-wrapped steering wheel, and large analog instruments encourage spirited drives. The center screen for audio and vehicle computer are controlled by a joywheel, but automatic climate control functions with buttons. A back-up camera, Bluetooth, SMS text messaging capability, and USB connection for iPods complete the technology suite.

But, using the Accord goes beyond function. Buttons and switches glide into place, giving a sense of quality. Even the turn signal is a delight to flip. Large cupholders are dressed with chrome, but are just large holes in the console that will hold anything. Who needs theatrics when simple works? Underway, it’s pure serenity. Nothing — and I mean nothing — squeaks or creaks. Find the roughest road you want, and all you’ll hear are four tires rumbling beneath. It proves there’s really no excuse for the half-ass finish of more expensive rides.

Honda’s core competency has always been powertrains. The base 2.4-liter direct-injected four-cylinder engine delivers 189 horsepower to the front wheels through a continuously-variable transmission (CVT). In some cars, CVTs rev like weedeaters and make you want to take a sledge hammer to them. Not so in the Accord. It sounds like a robust exhaust note and always seems to have the right ratio to match the engine’s revs and your brain’s next thought. Paddle shifters let you click through pre-determined “gears”. In addition to peppy performance, the car delivers 26/35 mpg city/hwy.

Sport models come with a firmly-tuned four-wheel independent suspension system and heavier, but direct, steering, which free the Accord’s inner soul. Most family sedans are tuned to understeer in corners, keeping mom from spinning on the way to dance practice. In contrast, the Accord always goes where you ask, and does so with a confidence that tells you it will never leave you rotating. It is a comfortable car that never forgets it is bred from world-beating motorcycles and the love of dedicated engineers.

My partner and I drove the Accord from Indianapolis to Detroit and back for the North American International Auto Show. He was peeved that we didn’t have satellite radio, and his spoiled ass had to settle into non-heated cloth seats, but that’s just him being pissy. Driving it on the Interstate, he had to admit it was an incredibly well-engineered car. Out of his mouth came one word: Competence.

2013 Honda Accord Sport
Five-passenger, FWD sedan
Powertrain: 189hp 2.4-liter I4, CVT auto transmission
Suspension f/r: Ind/Ind
Wheels: 18”/18” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, competence
Fuel economy: 26/35 mpg city/hwy
Assembly: Marysville, OH
Base/as-tested price: $21,680/24,980

The restyled fourth-generation Toyota RAV4 will begin arriving on our shores at the end of this month. The RAV4, which is credited with creating the compact crossover segment, returns with a totally restyled exterior and interior, as well as a new six-speed transmission and other refinements to a largely carried-over platform.

The overall dimensions of the 2013 RAV4 are very similar to its predecessor — same wheelbase, total length down two inches, overall height down about an inch and width reduced by .04 of an inch. However, the three-row version is gone, and the new generation is offered only as a five passenger vehicle in three trim levels: LE, XLE, and Limited. Both FWD and All Wheel Drive versions are offered.

The RAV4′s exterior has been totally restyled and is generally consistent with the look of current Toyota passenger car offerings. The front end is much more aerodynamic and also more carlike than its predecessor: the RAV4 may have started the Tonka Truck club, but it’s now much more Camry than Tundra. This means upright truck grilles and high hood lines have given way to curves and improved aerodynamics. The look is pleasing and sophisticated, and far less truck-inspired than before.

The biggest change on the exterior comes in the rear, where the cargo door has given way to a top-hinged rear liftgate, and the iconic outside-mounted spare has disappeared beneath the rear cargo floor. Score one for focus groups, but the result is a less distinctive design and diminished brand continuity: from the back it could be a Kia or an Audi. That aspect aside, the overall effect of the styling is contemporary and pleasant. It’s a handsome member of a crowded class, though not a standout.

Seventeen inch steel wheels are standard on the new RAV4, the XLE gets 17-inch alloys, and the Limited rolls on twin-spoke 18-inch alloys. A great deal of attention has been paid to airflow, including tailored corners, smooth-edged fascias, and even restyled front fender liners that maximize efficiency. The overall drag coefficient has been lowered from .334 to .329, which makes the RAV4 quieter as well as more fuel efficient.

But for all that, the real drama is on the inside, where the changes are impressive. The RAV4′s entire interior has been redesigned and taken upscale: the instrument panel has a baby Lexus feel, the materials are all soft to the touch, the sharpness of the steering column angle has been reduced, and the overall effect is very carlike.

The seats themselves are redesigned with a slim front seatback that improves rear knee room, and the rearward adjustment has been increased by .8 inches. LE and XLE models have cloth trim, but the Limited stands out here with hide-like SofTex trim and a two-toning pattern they call “Color Block”, which introduces an accent color to the seats, dash, and door panels. The effect ranges from subtle to outstanding: the Terra Cotta scheme is an attention-getter, the beige and gray much more subtle, and there is still a monochromatic black for those allergic to fashion. French stitching on the seats and instrument panels are also included on the XLE and Limited models, as well as a power moonroof.

The redesigned dash continues with Toyota’s current theme of spreading out in a horizontal fashion and raising the display screen as high as possible. Speaking of the screen, it’s a 6.1 inch color display with backup camera, HVAC, and audio integrated, and it comes standard on all models. The XLE and Limited offer optional integrated Navigation with Sirius/XM radio, HD Radio with iTunes tagging, advanced voice recognition and Text to speech capabilities, as well as Toyota’s Entune multimedia system with Bing, iHeart radio,and Pandora. Advanced JBL audio is also available on the Limited.

Safety has been given attention too, with eight standard airbags consisting of driver and front passenger, driver’s knee and passenger seat cushion, front seat side-mounted, and side-curtain airbags for front and rear passengers. If you’re getting the impression that a whole lot of attention has been paid to the look and feel of the interior, then you get it. With the recent influx of redesigned compact crossovers on the market, Toyota decided to step up its interior game.

As mentioned above, the RAV4′s basic platform has been retained, with a few changes made. The V6 offering was dropped, leaving the 2.5-liter four-cylinder engine as the sole power plant. It develops 176 HP and 172 ft-lbs of torque, and is mated to a new six-speed automatic transmission with three drive modes — Standard, Sport, and ECO — and a “Flex-Start” locking Torque Converter.

The result of these changes is improved fuel economy. The FWD is rated at 24 mpg city/ 31 mpg highway / 26 combined, while the AWD is rated at 22/29/25, or only one mile per gallon less than the FWD. That’s a two mpg improvement for the FWD and one mpg better as an AWD. With the V6 gone, and no talk of hybrid or diesel power, it looks like Toyota’s game plan is to extract the maximum efficiency from the RAV4′s 2.5-liter four and not try and address every niche in the marketplace.

One chassis statistic worth noting is ground clearance, which is now 6.2 inches, down 1.2 inches from last year. Again we see how much more carlike the RAV4 has become.

There are no surprises when you turn the key. The RAV4 is smooth, comfortable, and above all, carlike. There are no rough edges remaining. The engine is Toyota-smooth, of course, and adequately powerful. The six-speed automatic is most entertaining in Sport mode, and there are genuine differences in its behavior when ECO is selected. The seats are supportive and comfortable, the handling is predicable, and the ride is smooth. It would be an excellent choice for a cross country adventure. I did have the opportunity to take the AWD offroad briefly, and it seemed competent, but bear in mind we were in Scottsdale, not Moab, and this little cruiser is more suited for climbing the Beverly Hills.

It’s pretty evident under hard acceleration that the RAV4 is a four-cylinder vehicle, and in those moments you’ll click your heels together and wish for a turbo variant, but otherwise it’s quite smooth and effortless. The steering is noteworthy because although I generally hate electronic power steering, the engineers at Toyota have managed to increase feedback into the system (remember when we used to call it road feel?) and the result is an electronic system that isn’t a trip down Novocaine Lane.

In sum: the car that created the compact crossover craze has finally crossed over. Think of it as a tall, fuel efficient car that will haul all of the drag bags you can throw at it. Its strongest suits are a luxuriously appointed interior and Toyota reliability. Priced from $24,145 for the base LE to $29,255 for an AWD Limited, it should give the new kids on the block a run for their money.

2013 Toyota RAV4
Five-passenger FWD/ AWD crossover
Powertrain: 2.5-liter, four-cylinder VVT, six-speed automatic transmission
Fuel Economy- 24/31 FWD, 22/29 AWD
Suspension F/R- Ind/ Trailing arm
Wheels 17″/17″ steel (LE), 17′/17″ alloy (XLE), 18′/18′ alloy (Limited)
Brakes: disc/disc f/r with ABS
Must have features: Upscale interior, standard back up cam, legendary reliability
Base Price Range- $24,145 LE / $29,255 Limited AWD

Earlier today, I posted my list of “winners” from the 2013 Detroit Auto Show. But of course, you can’t have winners without a few losers. Here’s my selection of worst offenders. Scroll to the bottom of the page for a full gallery, if you must.

THE “NO, THANK YOU, MA’AMS”

Hyundai HDC-14 Concept

Seriously, what is this? Ugh, that face.

I thought Hyundai had been totally getting it lately with some gorgeous and cohesive designs like the Elantra, Azera, and Santa Fe.  Well, here’s the HDC-14 Concept, featuring a front end that makes me want to tear my eyes out. It’s odd because on top, we have a rather gorgeous, Audi A7-inspired roofline, with a graceful arch and just-right windows. Yet as we stumble down the sides we come to a grill and headlight arrangement that will surely haunt your nightmares. ENOUGH.

This concept is supposed to preview the new Genesis. I doubt it will look this terrible when the production version arrives. Or maybe Hyundai is being really smart and showing us something ugly so that when the much-better-looking production version arrives, we’ll all be elated that it doesn’t look a thing like the hideous concept.

It’s funny, I have a lot of respect for the Korean automakers, who’ve made giant strides in the industry in the past few years. It just seems like they have a lot of trouble designing an attractive front end. The Veloster, the Sonata Hybrid, the Tuscon: they all have weird, catfish-derived grilles that throw off an otherwise well-executed design. I know the designers want their cars to be more distinctive, but distinctly ugly is not what you want to be known for.

2014 Lexus IS

Oh, Lexus. I’m not even sure what to say here. I know you want to be one of the cool kids. You may even be one now, with the bizarre front end of the new IS. The only problem is that the folks lusting over your curiously designed wares will be 14-year-old PC gamers instead of the young urban professionals you want to attract. Looking like the Predator alien with really weird bifocals, the 2014 Lexus IS is aesthetically challenged, to say the least. The interior looks to be more of the same from the company, with a Yaris-like steering wheel and a weirdly plastic vibe. What more can I say? I don’t like it because it’s ugly, and that’s all, folks.

Acura MDX Prototype

I don’t really understand WHY Acura insists on showing “prototypes” rather than concepts or real production versions. Just like 2o12, when Acura showed the RDX and ILX prototypes, this year’s MDX prototype is pretty much 100% what the production model will be.

Stylistically, it’s more dull, dull Acura — sure to not offend anyone, but if this thing quickens your pulse then you must be a Slow Loris. Looking a bit like a Japanese Dodge Durango, the MDX is entirely, appallingly predictable. It could also easily be the next Honda Pilot, which does not bode well for a brand trying to market itself as upscale.

Also, I have to say that the jeweled headlights Acura is now making a design trait look unnervingly spider-like in person — like this thing is watching you with ALL its eyes, and it’s big ol’ beak mouth is HUNGRY. Beware.

Last week’s 2013 Detroit Auto Show was a whirlwind of premieres and press conferences. Thankfully, the long, three-day weekend gave me time to reflect and choose some winners and losers of the lot.

Below, you’ll find my best-in-show list. Scroll to the bottom of the page for a full gallery — and stay tuned this afternoon for the, um, not so fortunate.

THE “YES, PLEASE-ES” 

2014 Chevrolet Corvette 

Behold: the new, 2014 Chevrolet Corvette Stingray. It’s still a Corvette, only now it wants you to mistake it for a Ferrari. Not a bad thing.

The 2014 Chevrolet Corvette looks great in person, with a much more sculpted and intricate design than the last generation C6. The rear is especially changed, as Chevy has ditched the ubiquitous circular taillights and replaced them with some highly three-dimensional units, compete with “crying chola” tear-drop tattoo vents on each side. They look far better than my description may make them seem. (Scroll down to see them in the gallery.)

The interior is also a vast improvement on the truly horrible, econo-car interior of the previous, C6. The new interior is focused toward the driver — fitting for a super serious sports car. In fact, the controls are SO canted toward the driver that Chevy has provided the passenger with her own adorable set of climate and seat controls right below the right hand air vent. Awwwww.

I DO take issue with Chevy calling this iteration of the Corvette a Stingray though. Using that hallowed name is going to make many a baby-boomer’s eyes pop-out with anticipation, so I’m sure it’s a smart marketing move; I’m just not convinced this design truly says “Stingray.”

One area in which you won’t be mistaking the Corvette for a Ferrari is the price. Expect this puppy to start around $50,000 when it goes on sale later this year, and THAT my friends is what I like to call American ingenuity.

2014 Cadillac ELR

The extended-range electric Chevy Volt was a great start but let’s be real: it lacked the glamour to really set people’s hearts afire. Of course debuting the Voltec technology on its mainstream brand was a deliberate move on GM’s part, seeking to make the point that the future of alternative propulsion was not going to be reserved for the rich.

Well, guess what, you patient rich people: your extended range electric car is finally here! Was it worth the wait? Well just look at it. Let me answer for you: YES. The ELR is a clear evolution of the current Cadillac design language, with sharp creases married to soaring, fluid shapes. It works really well on the ELR and gives this car the visual gravitas it needs to turn heads. Of course those stunning (and standard?!) 20-inch rims add to the feeling every time you glance at the ELR. Inside, the ELR expands on Cadillac themes we’ve seen as well, though the materials and execution seem even richer than in the lesser models.

In my heart of hearts, though I really wish Cadillac had called this an “El Dorado.” I know I’m going to get people yelling that that’s an old person’s name, but whatever. It was badass sounding then, and it’s badass sounding now.

BMW 4-Series Concept

Stylistically, BMWs are still recovering from the wounds wrought upon them by Chris Bangle. Squawk all you want: Bangle’s designs for the Bavarian performance powerhouse may have been interesting, but they certainly weren’t attractive. Thankfully, the brand has been making a recovery and the new 4-Series concept shows BMW is pushing its design back into the realms of attractiveness.

Interesting and muscular side-detailing fits the demeanor of this compact sport coupe concept. My only real concern here is with that face. It’s a bit gawky in person and leans a little too forward and down resulting in an awkwardly dorky gaze. Also: too bad about the interior, which is shared with the standard 3-Series sedan, making it a bit downmarket compared to the competition.

Still, this is a solidly attractive entry for BMW, something that has been sorely missing from this company in the past decade. More like this please. 

Lincoln MKC Concept

The unveiling event for the Lincoln MKC was freaking bizarre. It was all pretty and nice until they opened the box containing the new crossover concept, and two young women emerged carrying long scarves covering the MKC Concept. It was like Cleopatra coming to Rome. Hopefully, unlike Cleopatra, the Lincoln MKC crossover won’t bring ultimate death and destruction to the the Ford empire. I certainly don’t think it will, because the Lincoln MKC Concept looks fantastic.

The MKC Concept offers a very clear glimpse of what the production Lincoln MKC crossover will look like when it hits the market in what I’m guessing will be about a year. A very well-conceived design, the Lincoln MKC includes a successful application of the brand’s new “flying” grill, as well as its newly re-adopted trademark full-width tail lights. So long as the proportions are maintained for production, Lincoln should have a winner on its hands. If Lincoln is smart, it’ll also include a hybrid version to entice some Lexus loyalists over to Lincoln-land.

Sidenote: I got the chance to speak with Soo Kang, the Korean born designer for the MKC (and MKZ) interior. She was a delight: funny, open, and genuinely excited about the product she help design. When asked about where the “champagne bubble” leather perforation pattern from the MKZ concept went in the production model, she assured me that she was working on something even cooler for the future that would indeed make it to production. Color me very intrigued.

Honda Urban SUV

The Honda Urban SUV Concept was a pleasant surprise at the show. Like it or not, Americans still have a taste for things called “SUV” and “crossover”, and Honda wants as big a piece of that pie as they can get. The Urban SUV Concept foreshadows what we can expect from their upcoming Fit-based crossover. It’s a pleasant little porker with clean styling and good proportions. Let’s hope they keep all of that for the production version.

Ed. note: Our own Sam Miller-Christiansen attended this week’s media preview of the 2013 Detroit Auto Show. Below, you’ll find a recap of his second day on the floor. Full disclosure: during his visit, Sam was the guest of General Motors, but he had plenty of time to explore offerings from other automakers at the show.

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If the first day of the Detroit Auto Show is like Christmas for car worshipers,  the second day is a bit like New Year’s Eve: it’s still a lot of fun, and there are some cool things to see, but you don’t get overloaded with presents. That’s not to say I didn’t have a great time, and there were definitely some interesting vehicles to be revealed, including…

Nissan Resonance Concept

Clearly, this is giving us some hints at what the next Nissan Murano will look like. A gorgeous car in its first generation, the second generation that’s currently on the road looks a bit like an alien insect with an eye problem. Does this Resonance Concept give me hope for the third Murano? Not quite. The Resonance looks like a sexy rodent with that big ol’ buck tooth up front. It’s also a little too fanciful and dreamy to be a direct indication of how the next Murano will look. The back made me think of a Juke, which is not a good thing. I’ll withhold further judgment until the production model arrives. That said, if you’re into really hot mice, this could be the ride for you.

Ford Atlas Concept

The Ford Atlas Concept is a big deal because it foreshadows the next generation of F-Series trucks, the second-best-selling vehicle in the U.S. after the Toyota Camry. It’s an understandable evolution, as Ford would never throw out its best-selling baby with the bathwater. The interior is also evolutionary, but appears more high-tech than what most truck buyers may be used to. The Atlas has a surprising emphasis on efficiency for a truck, employing technology like active grill and wheel shutters to reduce aerodynamic drag for improved fuel economy. Not the most exciting concept, but a very important one.

2014 Lexus IS

Those headlights: that’s what the new 2014 Lexus IS is all about. Lexus certainly took a chance with the bold headlight arrangement, which places the LED daytime running lights in front of the actual headlight pod. The problem is that it looks entirely contrived, and the entire design is a touch too busy. The IS reads like the punky teenage daughter of the Lexus tribe. Just last year she was sweet and kinda pretty, but this year she’s got piercings, eyeliner, and a bad attitude. The problem is that Lexus seems to have gone straight from “understated and bland” to “wacky and controversial” without finding that sweet spot in the middle of those two idioms. The interior is a step up but I can’t help but think “Yaris” when I look at that steering wheel.

2014 Cadillac ELR 

General Motors was majorly repping down on the Cobo Hall floor. Following up on the Corvette launch of the previous day, Cadillac revealed its ELR extended-range electric car on Tuesday. (Ed. note: Nick gave us a slightly longer look at the ELR earlier today.) It uses basically the same systems as the Chevy Volt, but DAMN this is one sexy electric scooter. The interior expands on the themes we’ve already seen in the ATS and XTS, but the ELR is a bit more luxurious than those whips, thanks to its gorgeous Opus leather. I don’t think the Volt has gotten nearly the amount of attention it deserves, but you can’t count on the gorgeous ELR to get the word out about GM’s industry-leading Voltec system.

Acura MDX Prototype

Stop being coy, Acura. This is 99% what the production MDX will look like — which means that apparently the next Acura MDX will look like a Japanese interpretation of the Dodge Durango, but with an ugly front end. Acura didn’t show the interior, but we can expect it to be a very safe evolution of the interiors we’ve already seen from the brand. What else can I say here? Yawn. Those lights are kinda interesting. No, actually they’re just gauche.

2014 Kia Cadenza

Someone better check on hell to make sure it hasn’t frozen over: Kia is now offering a near-luxury large car that can go head to head with the best in the business. From a design standpoint, the Cadenza seems like a mix of Audi and BMW styling cues (for better or worse). It’s an attractive whole, but not the strongest design to come out of Kia recently. The interior continues the Audi/BMW mashup theme, with upscale materials and great fit and finish. It’s a solid entry for Kia that will surprise many people, but how many shoppers will actually visit a Kia showroom looking for this kind of car? Only the sales charts will tell.

Ed note: Our own Sam Miller-Christiansen attended this week’s media preview of the 2013 Detroit Auto Show. Below, you’ll find a recap of his first day on the floor. Full disclosure: during his visit, Sam was the guest of General Motors, but he had plenty of time to explore offerings from other automakers at the show.

* * * * *

The 2013 North American International Auto Show (better known as the Detroit Auto Show) is home to many new models, and the entire event has a more upbeat and progressive feel than in years past.

Of course the star of the show was the…

2014 Chevrolet Corvette

The mighty C7 Corvette has arrived and — surprise — it’s called the Stingray again! Its exterior design is an evolution from the precious generation, though the surface detailing is much more highly refined, and the circular taillights have been pretty much ditched for a more angular design. The interior is vastly improved, with upscale materials and detailing as well as advanced digital displays that can be customized to show whatever the driver desires (or, well, almost anything, winky face). It looks so fantastic you’ll probably want to light up a sparkler and sing “The Star Spangled Banner”. I certainly did.

Hyundai HDC-14 Concept

The HDC-14 Concept made me wish that Hyundai had kept the reveal sheet on, as it looked much better covered than it did when finally unveiled. On the positive side, there’s a gorgeous, arching roofline reminiscent of the Audi A7. It all falls apart from there with a flat-out hideous grill that looks like a dead catfish and a fussy rear. The interior was pure pie-in-the-sky concept, though apparently you can play poker on the infotainment screen in the center console, so at least there’s something for gambling addicts. The HDC-14 is supposed to foreshadow the new Genesis sedan design. Let’s hope Hyundai’s designers get their eyeglass prescriptions fixed by that time.

(Ed. note: Hyundai is not a gay-friendly automaker.)

2014 Infiniti Q50

Replacing the G-Series in Infiniti’s lineup is the Q50. Infiniti appears to be playing it safe here with very evolutionary styling and a rear that looks a bit too much like the Hyundai Sonata for its own good. Inside, the Q50 is surprisingly more of the same, with a safe and already-seen-before feel. A touchscreen system, similar to that found in the Honda Accord, makes its first appearance in an Infiniti product and is called InTouch (har har). The Q50 will arrive with conventional and hybrid power plants, marking the first time Infiniti will offer a hybrid in this class.

Lincoln MKC Concept

The next link in the chain for Lincoln’s revival, the MKC Concept, gives us a very good idea of what to expect from the company’s upcoming crossover entry. It’s a cleanly executed design, with the signature Lincoln grill up front and full-width taillights ’round the rear  It’s going to be crucial for Lincoln to have a strong contender in the crossover market, and the MKC concept looks fantastic. Inside, the design is much the same as that on the MKZ introduced last year. It may not be distinctly a Lincoln, but it is distinctly attractive, and that’s very good news for Ford’s luxury brand.

Toyota Corolla Furia Concept 

I suppose the Corolla is now furious or something. I’m not quite sure what Toyota is trying to convey with the name of this concept, but clearly it’s supposed to foreshadow the upcoming new Corolla, which we’ve only had to wait about 100 years for. Imagine this concept but stripped of everything that makes it interesting or attractive and you have the next Corolla. Yay!?

Honda Urban SUV Concept

Think of the Honda Urban SUV Concept as a Fit crossover and you wouldn’t be far off. The Urban SUV concept is pleasantly proportioned and cleanly styled, though I do take issue with the slightly wacko grill-bleeding-into-headlights treatment up front. It’s not pretty on the CR-V, and it’s not pretty here either.

Volkswagen CrossBlue Concept

The CrossBlue Concept is a first look at the seven-seat crossover VW is developing especially for us wagon-hating Americans. This will be the second model built in VW’s state-of-the-art Chattanooga, Tennessee plant. Visually the CrossBlue reads like a slightly higher Ford Flex but with a more mainstream design than the Ford. VW actually wants this thing to sell. The interior is a bright spot, with clean, upscale looking design throughout. Can’t wait to see the production version.

BMW 4 Series Concept

The 4-Series Coupe Concept is a very strong indicator of what we can expect from the production 4-Series Coupe when it is unveiled later this year as a replacement to the 3-Series Coupe currently on the lots. The 4 Concept is striking in person, with a taught, muscular body and a bold (though slightly sloppy-looking) face. Interior is lifted straight from the new 3-Series sedan. Pity.

Five minutes after the photo session with the 650i came to an end, my phone rang. It’s Mark, the guy who was driving the Bimmer while I snapped pics.

“Chris, something is wrong with my car. It feels slow, I must be towing a big trailer.”

There was no trailer. Mark had just stepped from a 400hp, twin-turbo BMW into a 2005 Ford Expedition XLT. All 5352 pounds of it.

“I’ll never enjoy driving this again. I’m blaming you.”

Oh, um…alright, then.

Misbehavin’

Apart from permanently ruining a man’s truck, the 650i encourages you to behave in ways your fellow motorists might not fully appreciate.

You’ll creep up behind that Rav4, with only the “halo” LED lights on, stalk it like prey, then drop two gears and hammer past it in even the shortest passing lane. But when you have this much thrust on tap, short passing lanes suddenly turn into “Oh, I can make that!” lanes.

The main source for that urge to misbehave comes from BMW’s twin-turbo, 4.4L V8 engine, good for 400hp and 450 lb-ft of torque. While those 400 ponies are undoubtedly great, you also get all the available torque very early in the rev range (1750 rpm.) Simply put, the power delivery is immediate, fierce, and will pin you against the seat when you mash the pedal on the right.

In addition to the speed, hammering the accelerator summons a gurgling, satanic symphony of power, emanating from the huge tailpipes. It’s a sound that is as addictive as it is bad for your fuel economy. Living close to a long tunnel should be a prerequisite for own this car, as tunnel blasting will become your newest, loudest, most favorite hobby.

When it comes to handling, the 650i encourages you to bend the rules once again and take the corner posted 20mph at 45mph. It’s something this BMW is certainly capable of, as it offers large amounts of grip, very flat cornering, and…almost no steering feel whatsoever. That last bit can be a problem.

As is the case with many new cars, the 650i has electric power steering. A nasty side effect can be little to no steering feel. It made for a pretty numb steering wheel in the new 5-series, and it’s done exactly the same thing to the 6-series.

Wheeling the 6’er through the bends is a hard feeling to describe. “Strange” might be the most accurate word. With no steering feel, it’s difficult to tell when your cornering speed might get too fast, and your grip of the road will cease to be. You almost have to rely on listening to whether the tires are just “singing” through the corner, or screeching and about to let go.

With less sensory input to react to, it’s tough to know whether you’ll make it through the corner gracefully and power out of it, or if you’ll be sucking on the airbag after skidding off the road and into that maple tree.

But hey, either way, it’ll be exciting.

Technology, anyone?

Once you set butt inside the new 6-series, there’s an awful lot of technology waiting for you. Some of it is cool, some of it is mediocre  and some of it doesn’t really work.

Any tech talk about a BMW car almost certainly involves the often controversial iDrive interface system. It’s a setup that’s been through several revisions, and the net result of that is…it still sucks. It certainly sucks less than the earlier versions, but iDrive still has tons of endless menus that aren’t very intuitive to navigate.

The week before I drove the 650i, a friend of mine said I’d be totally wowed by the heads up display offered in this BMW. It projects your speed, along with several other bits of information, on the windshield near your normal line of sight. Since a BMW is not an F-22 Raptor stealth fighter, I was skeptical as to how useful this really was. After one day of using it, I was totally sold on the HUD. Sure, it will help you keep your eyes more on the road, but really, it’s just the cool factor that makes you want it. On the downside, the HUD can be very hard to see if you’re wearing polarized sunglasses.

One of the latest automated technologies making its way into luxury cars are the automatic high beam lights that turn themselves on and off as other cars approach you. Much like the earlier days of rain-sensing wipers that never seemed to get wiper speed right, these auto brights just aren’t there yet. Sometimes they worked, sometimes they would turn themselves off when I was the only one on the road.

Heaps of style

Once you’re past all the technology, you might notice you’re sitting in one of the nicest, most luxurious interiors out there at the moment. While I’ll let the photos do most of the talking, there is leather and contrast stitching everywhere. The dash flowing into the center console is incredibly elegant, and the seats adjust 20 different ways to mold to your body. It is a really, really nice place to be. Unless of course you’re in the back seat. Then it’s best not to have legs since there’s nowhere to put them.

On the outside, the sleek elegant design continues with an incredibly attractive posterior, strong character lines highlighting the profile, and a front end that’s gone a bit wrong.

While this new 6-series is certainly much more attractive than the rounded-off, last-generation model, the front fascia on this latest model feels a bit over-styled. There’s just too much going on, especially when you opt for the M-sport package.

Sign here

Should you buy one? Yes, buy it for the sound that comes out of the exhaust pipes alone. Never mind the exquisite interior, good-but-numb handling, and rev-happy, twin-turbo V8. It’s certainly no sports car, but it’s grand tourer worthy of your checkbook.

The biggest reason not to buy one? The way this 650i xDrive was spec’ed, you could be in an M6 coupe for only five grand more.

And if you’re spending 100 grand on a 6-series, well, what’s another five?

2012 BMW 650i xDrive Coupe – $86,000
-Cold Weather Package – $750
-Driver Assistance Package – $3,330
-M-Sport Package – $4,440
-20” wheels with performance tires – $1300
-Premium Sound Package – $1800
-Instrument Panel with Leather – $1500
-Ceramic Controls – $650
-BMW Apps – $250
-Destination – $875
TOTAL as-tested price – $100,825

Even while tearing up German race tracks with the hyper-powered CTS-V and compact ATS sport sedan, Cadillac maintains traditional luxury vigilance with the XTS. It does so with style and technology that are second to none.

It’s a pretty sexy car. There’s the big satin-silver eggcrate grille, stacked headlamps, and long roof that flows into the decklid. Dual exhaust outlets go through the rear bumper, 20” alloys fill the flanks, and illuminated door handles welcome you at night. God save Cadillac, there are proper fins out back. It is one of the best-looking Cadillacs in decades. I couldn’t help staring at it like it was a ’67 Eldorado.

The interior is handsome too. Our test car came with dark gray wood trim, contrasting jet black and wheat leather, and purple stitching in the seat and doors — pretty pissy. Beige light seeps from the dash and doors at night. Heated/cooled leather seats, limo space in the rear, and a hushed cabin add comfort. Bose audio, with speakers in the front seats, creates the ambiance of a theater.

My partner loved fondling the CUE system. The instrument cluster is actually a re-configurable LCD screen. An iPad-sized center touchscreen scrolls with the swipe of a hand, but goes one further by gently thumping your finger to confirm selections. Slide your finger along the chrome strip beneath to adjust volume. Beyond CUE, the XTS is available with a multi-color heads-up display system for speed, engine revs, radio setting, and safety alerts.

If that isn’t completely overloading, wait until all of the safety systems activate. Forward collision, rear cross traffic, blind spot, and lane departure alerts keep the car beeping and flashing warnings. Should drivers fail to take heed, the car automatically brakes to avoid a collision. Rump-shaker seats notify your posterior when you’re about to do something dumb-ass stupid — like back into an object. It’s a bit much.

Cadillacs were once exclusively powered by V8 engines, but the XTS is driven by a 304hp 3.6-liter V6 connected to a paddle-shifted six-speed automatic transmission. It provides enough power, but turbos wouldn’t hurt. All-wheel-drive is standard. Fuel economy rates 17/26 mpg city/hightway, but I’d be all for an eAssist hybrid version to touch the mid-30s.

Modern handling comes by way of real-time adjusting Magnetic Ride Control and rear air springs. The chassis provides comfort over rough pavement, but also a willingness to perk up for the right country road. Brembo discs stand by up front as a sentinel against excessive speed. Interstates are swallowed with ease.

Despite the Brembos and AWD, the XTS is no sport sedan. When all of the creased sheetmetal is peeled back, it rides on essentially the same architecture that cradles the Buick LaCrosse and 2014 Chevy Impala. Comfort was prioritized over setting records on Germany’s famed Nurburgring. The XTS handles well, but it definitely will not challenge a CTS-V for enthusiasts’ attention.

All considered, the XTS is a modern full-size Cadillac. It is not the flagship sedan that GM’s luxury brand eventually needs, but it handily carries the torch in the breach.

Prices for the XTS start at $44,075, but our loaded Platinum Collection model came to $60,385.

2013 Cadillac XTS
Five-passenger, AWD sedan
Powertrain: 304hp 3.6-liter V6, six-speed automatic transmission
Suspension f/r: Electronic Ind/Ind
Wheels: 20”/20” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, technology
Fuel economy: 17/26 mpg city/hwy
Assembly: Oshawa, ON
Base/as-tested price: $44,075/60,385

Although I’m not usually one to act on impulse, something deep inside of me wants to throw caution to the wind and fly away with a muscular stud. He could take me anywhere, so long as we’re going there quickly and with a modicum of style. Frank Sinatra singing in the background would make me swoon.

I’d prefer that stud to come in human form, of course, but in a pinch, I’d settle for a BMW M5.

It certainly qualifies with its hot body. Wide haunches fill out with 20” alloys, sporting performance tires that accentuate dual exhausts poking out the rear and an aggressive front facia that feeds volumes of air to the engine. Even sitting at the coffee shop during my test drive, it drew attention, but it comes off as an athletic aristocrat more than a boisterous jock.

Riding inside the M5 is roughly equivalent to joining the Mile High Club in a Gulfstream jet: it can be a little bumpy, but the surroundings are divine. There’s enough suede and high-grade leather to scare a bovine herd. It smells delicious. Travelers are further spoiled by a heated steering wheel, front and rear heated seats, airline-style wrap-around headrests, four-zone climate control, soft-close automatic doors, and active front seats to counter cornering forces. Sinatra never sounded better than on the hi-fi audio system.

I know BMW is married to its defiled iDrive system, but I pray for a divorce. True, iDrive can do almost anything you desire of it, but a more frustrating automotive device was never created. (Well, unless we’re talking about the over-engineered cupholders. Knobs and deep holes work fine, people.) Safety is enhanced by side- and top-view cameras for a God’s-eye view of your surroundings, while a multi-color heads-up display with tach and speed keeps your eyes focused when digits accumulate quickly.

And, boy, do they! Under the hood, the twin-turbo 4.4-liter V8 generates 560 horsepower and thumps from 0-62 mph in 4.4s. Skip the seven-speed manumatic transmission and grip the six-speed manual instead. It’s the one thing in the car that requires no coaching — and it works beautifully. No matter what you’ve driven in a past life, this car is smack-your-ass fast. And smooth. So what if it ekes out a meager 15/22 mpg city/highway?

Just like certain studs of our acquaintance, the M5 can be a temperamental prima donna. If you live in cold climates, change out the summer tires in September to avoid anything wet. This car doesn’t even like humidity. Slick streets will work the stability control system breathless.

You can adjust the chassis, steering, and engine three ways from Sunday. Leave all three in “Comfort” and the car is all about easy cruising. “Sport” firms up the steering/suspension and gives the throttle more attitude. In “Sport Plus”, you’ll need strength training to draw the sedan’s most amazing abilities.

The M5 is the quintessential renaissance car. It can burst down the Autobahn, but is happy taking four well-heeled guests to the opera. I’m sure BMW owners geek out over the car’s excessive engineering, but a little less would make it so much more. While Sinatra crooned about a Lincoln, he would have preferred driving the M5. With the right man, I’d take one to the moon.

Prices start at $89,900, but our gadget-laden rocket came to $103,995.

2013 BMW M5
Five-passenger, RWD sedan
Powertrain: 560hp 4.4-liter turbo V8, 6-speed manual transmission
Suspension f/r: Electronic ind/ind
Wheels: 20”/20” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Speed, comfort
0-62mph: 4.4s
Fuel economy: 15/22 mpg city/hwy
Assembly: Dingolfing, Germany

My former boss, who is still afflicted with a Saab 900 Turbo he purchased new in ’87, came to my office looking for the keys to the Golf R I was driving. Apparently, it’s on his short list of new cars. He’s also a fan of the Audi A5, BMW 3-Series coupe, and various Porsches. The fact that somebody who understands serious German pedigree puts the R on his list tells you a lot about the R. Think of it as a po’ ‘mo’s Porsche.

The 2013 Volkswagen Golf R looks like a slightly-melted version of the same two-box design Giorgetto Giugiaro penned for Volkswagen when it was preparing the first-generation Golf/Rabbit in 1974. It’s a shape almost as iconic as the Beetle’s. R models sport sinister lower front splitters, large black grilles, exaggerated ground effects, a rear spoiler, and twin center-mounted chrome exhaust outlets — all placed over 18” alloys and low-profile tires.

But you can’t truly understand this car until you step into all 256hp of 2.0-liter turbocharged, all-wheel-drive whoopee that expresses its joy through a throaty burble in the pipes. In a Corvette, that’s not a lot of power. But, in a lightweight commuter car, it will make you giggle like your partner touched your special spot. The fact that the R’s six-speed manual transmission comes with a light clutch and precise action only makes it better. Toss it into a corner and the four-wheel independent suspension sachets through. I could rail on it all day long, but would settle for just the drive to work and back. Fuel economy (theoretically) rates 19/27 mpg city/hwy.

For better or worse, the interior is pure German. Nothing is frivolous, but everything is well-made. R models come with deeply-bolstered, heated leather seats, a thick flat-bottom steering wheel, automatic climate control, and a premium audio system with CD and satellite radio. Alloy pedals and a leather-wrapped shift knob imply performance. Large analog gauges keep your eyes on the prize. Unlike in some other highly-revered German iron — thank Bavaria — there’s no joywheel-controlled multi-menu nonsense.

I started to imagine what other VWs should get the R treatment. A Jetta R would be an obvious winner, but so would a Jetta SportWagen R, Eos R, or Tiguan R — all vehicles that share the Golf’s basic architecture. The wagon would especially charm my little car-geek soul. What I really love about the R is that you have a balls-out touring car that is every-day practical.

Here’s the ugly part. Our two-door, no-nav edition retails for $34,760. If you’re willing to give up 56hp, you can knock $10,000 off the tag and fly GTI. You’ll get much of the same car, but it won’t cause you to heckle yourself happy. With the Golf R, it’s all about the driving experience. Just think of it as a Porsche for half the price.

Who knows what my boss will buy? His recent promotion may ease a Porsche into the garage, but he’d have no shame in buying the Golf R. Either way, don’t worry — the cool-ass Saab is safe and sound.

2013 VW Golf R
Five-passenger, AWD sedan
Powertrain: 256hp 2.0-liter turbo-four, six-speed manual transmission
Suspension f/r: Ind/Ind
Wheels: 18”/18” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Speed, utility
Fuel economy: 19/27 mpg city/hwy
Assembly: Wolfsburg, Germany
Base/as-tested price: $33,990/34,760

It’s December 31: time to chill the champagne, dust off our cummerbunds, and prepare a list of New Year’s resolutions that we’ll start living by tomorrow. You know, just as soon as we get some nasty habits out of our systems tonight.

It’s also a great time to look back at Gaywheels’ most popular posts for 2012. As always, the most popular page on Gaywheels.com was our list of gay-friendly (and shrinking list of gay-unfriendly) automakers. Also drawing traffic this year: one of our 2012 Detroit Auto Show galleries (the one featuring the Chevy Camaro Hot Wheels edition), and a post that poses that eternal question, Is The BMW 7-Series The Gayest Car In LA?

But of course, that’s not all. Car reviews are our bread and butter here at Gaywheels, and it’s why many — if not most of you — drop by. Here are our most-viewed reviews of 2012.

1. 2011 VW Golf GTI vs. 2011 VW Golf TDI
2. 2007 Mitsubishi Outlander
3. 2010 Cadillac Escalade ESV Platinum
4. 2007 Nissan Quest
5. 2013 Subaru XV Crosstrek: The Way Around Cliche
6. 2013 Chevrolet Malibu ECO
7. 2010 Chevrolet Camaro SS
8. Driven: 2013 Subaru Outback With EyeSight
9. 2013 Audi A5 And The Face That Will NOT Be Ignored
10. 2011 Subaru Impreza WRX and WRX STI

Thanks so much for being such loyal readers and supporters. We look forward to entertaining and engaging you for many more years to come.

Have a safe and happy New Year’s holiday, and we’ll see you later this week as we gear up for the 2013 Detroit Auto Show!

It’s difficult to over-state how dramatically different the aerodynamically-tuned Taurus was upon its 1986 debut. I remember seeing the television commercials and sitting up with a gasp. It defined futuristic and still cuts a swath a quarter-century later. National Lampoon’s Christmas Vacation would not have split as many sides without it — either hauling that Christmas Sequoia or flying through a snow bank.

Now, after decades of neglect, the latest model is again a very cool car that innovates.

During the recent re-style, designers gave the Taurus an aggressive stance, shortened the side windows for a sexier profile, and tapped into Galaxy heritage for the square tail lamps. The high trunk conceals a boudoir that could bed at least four Jimmy Hoffas -– maybe more with the rear seats flipped. Integrated dual chrome exhaust tips, 19” alloys, and canted headlamps wax sinister.

Interior stylists gave the Taurus a twin-cowl dash as in the Mustang, but angled it way forward for the feeling of a muscle ship command center. Our test car had MyFord Touch with SYNC that ditches traditional buttons for touch points on the center stack and voice controls for audio, navigation, climate, and other functions. The system is not a darling of Consumer Reports, but seemed relatively easy to use. Heated front seats, leather-wrapped steering wheel, dual-zone climate control, and ridiculous rear seat space poshed out the joint.

Real innovation lands under the hood. The big poppa is moved by a 2.0-liter turbocharged four-cylinder engine that delivers 240 hp and 22/32 mpg city/hwy. I should have noticed the “EcoBoost” label on the decklid, but drove it home wondering why the six-cylinder engine had suddenly become so smooth and rich with torque. The Taurus with EcoBoost is no Shelby Cobra, but it commands considerable street cred among other full-size four-doors, proving that you don’t need a big engine for big grins.

Much of the car’s chassis was cribbed from the Volvo S80/XC90 architecture and is shared with the Lincoln MKS/MKT and Ford Explorer/Flex. That bestows the full-size American car with sophisticated European behavior. It’s difficult to tame the big wheels as they rumble over rough roads, but the four-wheel independent suspension does a good job of maintaining composure.

As with the big Volvos, safety performance is world class and earns an Insurance Institute for Highway Safety Top Safety Pick. There’s a ton of high-strength steel, thick doors, and beefy roof pillars to fortify the passenger compartment. To prevent contact in the first place, the Taurus is available with adaptive cruise control that uses radar to scan 600 feet ahead. Using the same radar, the collision warning system with brake support blinks red lights beneath the windshield and pre-charges the brakes should an accident seem imminent. Blind spot and cross-traffic alert systems further warn drivers of danger.

Books have been written about how the original Taurus saved Ford’s ass in the ‘80s. The big car with a powerful little heart may not set the club a-dancing, but it is still a very formidable ride. That’s almost enough to justify the $35,180 as-tested price.

2013 Ford Taurus
Five-passenger, FWD sedan
Powertrain: 240hp 2.0-liter turbo-four, 6-speed automatic transmission
Suspension f/r: Ind/Ind
Wheels: 19”/19” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, convenience
Fuel economy: 22/32 mpg city/hwy
Assembly: Chicago, IL
Base/as-tested price: $26,600/35,180

I’m going to come right out and say it: the 2013 Chevrolet Cruze Eco was the most fun car I’ve driven in a very long time.

That may cause some of you to question whether I get out enough. (I don’t.) It may cause some of you to question whether I’m feeling all right. (I’m just getting over some sinus issues, thanks for asking.) But trust me when I say that the Cruze Eco is like Bob from Accounts Payable: a little conservative, a little on the quiet side, but get him home, and you discover that there’s a tiger in that tank. Let the romance begin.

For starters, the 2013 Cruze Eco is powerful. I reviewed the 2012 Cruze last spring, and while I didn’t particularly care for the turbo on the LT model I was driving, I found the car to be a comfy, solid ride at a very reasonable price. I was expecting more of the same from the 2013 Eco — great little car with a moderate powertrain — but after one caress of the accelerator, and I realized that I was in for some very wild nights.

The Cruze Eco comes with a whopping nine trim packages, from the LS manual (starting at $17,130) all the way up to the LTZ automatic (starting not much higher, at $23,550). My Eco automatic sat right in the middle, with a starting price of $20,875 and a 1.4-liter turbocharged engine that cranked out a modest-sounding 138 hp and 148 ft-lbs of torque.

But unlike my 2012 model, I experienced no turbo-lag at all this go-round: it was pure power, right out of the gate. And the Cruze Eco offers vroom-vroom without scrimping on fuel economy. My six-speed automatic was rated at 26/39 mpg, while the Eco manual earns a jaw-dropping 28/42 mpg. That’s on par with some hybrids we could mention.

Like many Chevrolet models, the Cruze Eco offers a dual clutch transmission (or in Chevy parlance “Driver Shift Control”), which allows you to do some of the shifting yourself while leaving your left foot flat on the floor. Of course, if you really like the stick, the Cruze comes with four manual transmissions to suit every taste and budget. But if your partner doesn’t know how to drive one (mine doesn’t), Driver Shift Control is a nice middle ground, offering all the fun of shifting without the pain and sorrow of teaching someone you love how to work a clutch.

The other thing I noticed was that the Cruze Eco felt roomy and — dare I say it? — even airy. The windows were large enough to offer a good view of my surroundings, and the cockpit was sexy-cozy without being cramped. For entertainment, the Eco comes standard with a color-touch radio, featuring a seven-inch screen and Chevrolet MyLink, which syncs with smartphones using Bluetooth. Pandora and Stitcher are built in, so endless streams of music, news, and Ira Glass are just a click away. The optional Rear Vision Camera (part of the $770 Driver Convenience Package) helped more with parallel parking than I might’ve thought.

That said, as with most romances, there was some room for improvement. For example, on the ergonomic front, I found it a little difficult to climb out of the Cruze. I know, I know: I’m not as young and spry as I used to be, but I’ve kept up with my yoga (Jivamukti all the way, baby), and I still had to do some stretching to get in and out of the driver’s seat.

Speaking of seats, I wasn’t a fan of the Cruze Eco’s upholstery, which spread all the way to the dashboard. The webbed texture was interesting to look at, but I think I’d grow tired of it pretty quickly. Also, it tended to get dirty fast — and that was with just me and my husband in the car. I can only imagine what it would look like after a road trip with my three hounds. (If you’ve ever left a fleece hoodie unattended around a dog or cat, you know what I’m talking about.)

But those are minor flaws. Over time, I’m sure I could’ve found a seating position that would’ve allowed me to exit the vehicle as gracefully as Anne Hathaway, rather than Britney Spears. I don’t know how I’d overcome the upholstery issue, since the 2013 Eco doesn’t seem to offer anything other than the cloth seats I encountered, but keeping a couple of lint brushes handy would be a small price to pay for such a fine romance.

2013 Chevrolet Cruze Eco
Powertrain: Ecotec 1.4-liter turbo-four with 138 hp and 148 ft-lbs of torque
Transmission: Six-speed manual or automatic 
Fuel economy: 26/39 mpg (automatic) or 28/42 mpg (manual) 
Assembly: Lordstown, Ohio
Base price range: $17,130 - $23,550
As-tested price: $24,470

Despite what you might see at the local fashion mall or pissy bistro, there’s no law requiring anybody to spend a queen’s ransom for a luxury crossover. Between downsizing Boomers and their disaffected kids who just don’t give a damn, there’s a big trend towards unpretentious luxury. For them, there’s never been a crossover like the Buick Encore.

The Encore’s toothy grin clearly identifies it as a Buick. Standard 18” wheels anchor the tall body to the road, as do neatly formed character lines down the side, a multi-faceted hood, and an integrated luggage rack. Composite projector beams with blue translucent rings reference the bigger Buicks. Geek-nerds will notice that the hood wears six portholes while the engine bay contains only four, but everybody else will like the small car’s livin’-large styling.

Base models come with cloth seats that feel like they came out of a Volkswagen, while up-level vehicles harbor heated leather seats, a heated steering wheel, dual-zone climate control, a navigation system, a sunroof, and Bose audio. Safety can be enhanced with Forward Collision Alert, Front and Rear Park Assist, Lane Departure Warning, a rear vision camera, Rainsense automatic wipers, and ten airbags. Remote Start takes the chill off of winter mornings.

None of that conveys the ambiance of the Encore’s interior, which rivals that of Coach (the luxury goods shop, not the economy class on airlines). Your fingers rarely touch hard surfaces, and the Saddle leather package conjures cowboys and riding crops or a woman’s handbag, depending on your point of view. What’s chrome in daylight magically glows blue at night, with an azure haze that seeps from every crevice. Seats are so-so, but the leather-wrapped steering wheel is just right. You can carry anything along for the ride, thanks to in-dash cubbies, a flip-forward front passenger seat, and fold-down rear seats.

Most of the infotainment controls are cribbed from GM’s European cars, which means they’re not exactly intuitive. Buick Intellilink uses a color screen and knob to access phones, radio, USB-connected MP3 players, movie times, dinner reservations, and Pandora Internet radio. Bose active noise-cancellation technology gives the Encore a serene interior that would make a Rolls-Royce clock seem rambunctious. Only the most courteous exhaust tones enter the cabin.

The Encore is available with exactly one engine: a 138 hp 1.4-liter turbo-four connected to a six-speed automatic transmission. That’s a sturdy enough heart, but you’re not going to fast-tromp it through mountain interstates with three passengers and their luggage aboard. Passing on tight two-lanes is better left to more muscular carriages. Still, in a day of driving through Atlanta hills, we never fell behind or felt overwhelmed. Fuel economy is rated a frugal 25/33 mpg city/hwy for FWD models and 23/30 mpg with AWD.

The benefits of being small are found in the Encore’s flexible moves. The suspension soaks up city potholes, but works with electric power steering to get wild on twisty country roads. The chassis doesn’t look sophisticated on paper, but it keeps the Encore poised. Front-drive models feel more tossable, but available AWD enhances stability and poor weather performance.

If you want a big family-friendly SUV, or you’re rarin’ to race Porsches, the Encore isn’t your car. It is refined, stylish, and flexible enough for young urbanites or their disapproving parents to get all of the luxury they really need. As we should all try to be, it’s authentic — nothing more or less.

Prices range from $24,950 to 33,700, making Encore competitive with the Nissan Rogue and MINI Countryman.

2013 Buick Encore
Five-passenger, AWD crossover
Powertrain: 138hp 1.4-liter turbo-four, six-speed automatic transmission
Suspension f/r: Ind/torsion beam
Wheels: 18”/18” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, convenience
Fuel economy: 25/33 mpg city/hwy (FWD)
Assembly: Bupyeong, S. Korea
Price range: $24,950-33,700

The Chevy Equinox doesn’t always get a fair shake. In the world of compact crossovers and SUVs, rides like the Honda CR-V, the Ford Escape, and the Toyota RAV4 frequently upstage the Equinox — and for no good reason at all.

That claim is backed up by a recent week-long roll in the hay I had with the all-wheel drive model of the 2013 Equinox. How do I love it? Let me count the ways.

One: the Equinox is versatile. If there’s one thing we all love, it’s a switch-hitter. The Equinox is big enough to haul the stuff that drivers need to schlep around — groceries, pets, bolts of taffeta — but compact enough to navigate urban landscapes with ease.

Two: it’s cushy. The Equinox provides acres of headroom and legroom, front and back. My LTZ AWD model (which sits at the top of the range) came with stunning perforated leather seats, and the driver’s perch was adjustable nine ways to Sunday: up, down, backward, forward, lumbar, and so on. The Chevy MyLink system integrated beautifully with Pandora and Stitcher, cranking tunes and talk radio through a sweet eight-speaker sound system

Three: it’s pushy. If you need a ride that can stand up and take charge, check out the Equinox LTZ. Its optional 3.6-liter V6 provides a very respectable 182 301 hp and 172 272 ft-lbs of torque, which is more than enough to motor through traffic on your weekday commute or maneuver to a weekend getaway spot. And if you want to bring a few toys along, the Equinox can haul up to 1,500 pounds of gear.

That said, as with all potential mates, there’s room for improvement. The Equinox’s beltline (i.e. the line that runs beneath the windows, about where your belt would hit if you were standing beside the vehicle) felt oddly high. Even with the driver’s seat ratcheted all the way up, it felt as though I needed a phonebook or two under my tuchus just to survey the landscape.

Also, as great as the entertainment system was, it wasn’t the most intuitive I’ve encountered. In Chevy’s defense, though, given all the bells and whistles found on center stacks these days, that’s not entirely surprising. Heck, remember how hard it was to check email or send a text message on your old feature phone? It’ll probably take a while before someone streamlines these things. (Perhaps Siri can tidy up a bit after she arrives.)

And one other complaint: fuel economy. The Equinox’s 16/23 city/highway wasn’t the worst I’ve ever seen — not by a long shot. But if you’re a stickler for efficiency, you might instead look at one of the Ecotec four-cylinder models, which offer a much sweeter 32 mpg highway.

* * * * *

The Equinox and I had a great week together. It was like going out on a date with that guy you’ve seen for years at coffee shops and holiday parties, the one you’ve never really spoken to, even though you have scores of mutual friends. We rode around town together, and I found myself thinking, “Why haven’t I gotten to know you sooner?” As Dorothy Gale taught us, sometimes happiness is found where you least expect it: right under your nose.

2013 Chevrolet Equinox
Powertrain: 2.4-liter four-cylinder or 3.6-liter V6
Fuel economy: from 16/23 mpg city/hwy to 22/32 mpg
Base price: $32,265
As-tested price: $36,385

The Volkswagen Beetle: it’s known for being, above all other things, like, really super cute. In 2012, however, the Beetle (no longer called the “New Beetle,” just “Beetle”) was redesigned to pay more direct homage to the original and rid itself of the previous model’s “chick car” image.

That was last year. For 2013, VW is introducing the Beetle Convertible you see here just in time for the dreary winter months ahead (Seriously VW? you spent 4 years working on this new convertible. You couldn’t have stuck it out a couple more months to launch this thing during spring’s warm embrace?).

Can the redesigned, more manly Beetle retain it’s new-found chest hair even with the top lopped off? Yes, but it depends entirely on which one you choose.

The Look 

It’s a VW Beetle alright, there’s no denying that. The tell-tail “Beetle” calling cards are all there in full force: round, non-confrontational headlights and a vintage inspired body complete with faux 1930s fenders. What Volkswagen has done in this second generation new Beetle is make it look far more like the original. This, in turn, makes the car more masculine thanks to longer, wider, and lower looking proportions plus a chopped roofline. Surface detailing is also more crisp, giving the Beetle a level of chisel and purpose the original, bubbly New Beetle lacked. The original New Beetle of 1998 was the Jellies sandals to the 2013 model’s Chuck Taylor high-tops. The Beetle is now firmly unisex, at the very least.

Of course the big story here is that VW has gone and chopped off the top of the Beetle to make the convertible you see here. That top is of very high quality and could easily be fitted to an Audi product without looking out of place. It’s extremely thick and insulating. The frustratingly damp weather that during my time with the car demonstrated the Beetle Convertible’s ability to keep moisture and cold outside the cabin seemingly just as well as its fixed-roof counterpart.

A fully automated experience greets all owners of the new Beetle Convertible as it’s standard equipment across the board. Hit the headliner mounted switch and sit back as the top unlatches itself and falls gracefully to the back of the car, stacking neatly but rather protruding-ly at the rear. There is no automatic tonneau cover to hide the top, it just plunks in the back like on Beetles of yore. That pays major dividends in the time it takes to operate the top, though: nine seconds to lower, and 11 seconds to raise. Additionally, you can also raise and lower the top at speeds up to 31 mph. Score.

Wheels are also a big story for the Beetle. Ranging from base rims made to look like old-timey hubcaps to the Turbo’s flashy 18 inch 5-spokes, the Beetle has been blessed with some of the most inspired and visual stimulating wheels I’ve seen in a long time. Somehow though, the TDI gets some rather ordinary looking 17 inchers (the silver car pictured above). Certainly all Beetles deserve something special in the wheel department VW.

Volkswagen is launching the Beetle Convertible with three special editions named ‘50s,’ 60s,’ and, ‘70s.’ These special editions each have paint and interior colors chosen to represent their different decades. I was smitten with the 70s edition you see here in these photos. Its all-brown theme really does things to me. It’s like a delicious gingerbread car. If only the interior carpets had been ‘avocado green’ shag. Now THAT would have been totally bitchin’.

For the manly among us, the Beetle Convertible retains it’s dom-top looks only when outfitted as a Turbo model in dark colors with the big rims. That may be some pretty blatant stereotyping but let’s be real: a denim blue Beetle Convertible with caramel interior and the TDI’s b*tch wheels is not going to pass as bi/masc/discrete at the local gay sports bar. Truth talk.

The Inside

Your mom will be disappointed: the beloved bud vase is gone. In fact ‘cute’ has been completely eradicated in this new Beetle, with the original’s “Britney Spears, lollipop, curved-everything” aesthetic banished. In it’s place is a no-nonsense, upright design that pays homage to the original Beetle. Those looking for flair and oddity will have to settle for the little old-fashioned secondary glove box sitting right in front of the front seat passenger. The rest of this cabin is pure business.

Materials are improved from the old car, if only in texture and color. Hard plastic is still the name of the game here but VW does a very good job at making those plastics feel high quality. Fit and finish was superb in all models tested.

A couple niggles though. I was a put off by the amount of open “blanks” below the climate controls. These pesky little place holder buttons serve no purpose but to sit there and remind you of the options you DIDN’T get in your car. The thing is, I couldn’t figure out WHICH options those “blanks” were holding the place for as all the test cars in the fleet had the same number of “blanks.” Also, seriously VW, you couldn’t find it in your hearts to put automatic climate control in a car costing over $32,000?

Back to the positives, though. The Fender audio system, which Volkswagen says 40% of all Beetle buyers have been popping for, is phenomenal. Easily the best audio offering in its competitive set, the Fender system pushes out 400 watts through an amp, subwoofer, and eight speakers and sounds absolutely fantastic with very little distortion. Pump up that Carly Rae Jepsen with the top down, and the people in the cars around you will be bobbing their heads in sync with your jam. It’s that powerful and clear.

The Drive

The Beetle Convertible will arrive in showrooms with three engine options: a base 2.5 liter 5-cylinder with 170 hp and 177 lb-ft of torque, a delectably sporty 2.0 liter turbocharged 4-cylinder pumping out an even 200 hp and 207 lb-ft of torque, and for the diesel-minded, the 2.0 liter turbocharged diesel mill putting out a meager 140 hp but a pavement churning 236 lb-ft of torque.

Of course the driving experience is largely dependent on which engine you choose. I sampled all versions so let me break it down for you like this:

2.5 – There is a reason this is the base engine. Though not really underpowered there is truly very little fun to be squeezed out of this unit. The Beetle Convertible is a hefty vehicle, ringing in at 3206 pounds in 2.5 guise. That’s about 400 pounds more than a VW Jetta for comparison, a vehicle which itself feels slow with the same 2.5 liter mill. On top of all of this not-much-funness is the fact that this base engine smacks you in the face with WORSE fuel economy than the to other engines (both of which are more fun to drive, not to spoil the rest of my article for you) at 21 city, 27 highway. If you can afford to, skip on up to the 2.0T or the 2.0 TDI as they are both more rewarding engines.

2.0T – The belle of this ball if you ask me, the 2.0T is perfectly suited for the Beetle’s small and sporty demeanor. Though not a light vehicle, the Beetle, by nature of its small stature, is inherently toss-able. The small but powerful 2.0T strikes the perfect balance for this chassis. Not only is this engine the most fun, the suspension has been firmed up for the Turbo offering better handling that is significantly more connected and sporty than either the 2.5 or the TDI. It gets even better as the 2.0T gets better gas mileage than the base 2.5 at 21 city, 29 highway (auto). If you’ve got a little extra cash to burn on your Beetle purchase this is where I’d throw the money.

2.0 TDI – The big story for this engine is the fuel economy. Rated at 28 city and 37 highway (for the automatic that most customers will opt for) the TDI achieves great fuel economy without the need to lug around a ton of batteries. While only rated at 140 hp the 2.0 TDI delivers more torque than either engines and that pays off in spades. This little engine has plenty of power for the average user and is even a bit fun when you really poke the pedal in some twisties. Plus, the TDI makes a pleasant puttering at idle that you can’t help but smile at. It somehow fits the nature of this happy looking vehicle.

In the End

Pricing for the 2013 Beetle Convertible starts at $24,995 for the base 2.5 automatic and heads up to $32,295 for the all options included with the 2.0T automatic. The TDI starts at $27,895, with a manual transmission standard on that model. Those are fair prices when you consider that all Beetle Convertibles come with a fully automatic top, alloy wheels, heated front seats, bluetooth for both calls and music streaming, and adjustable ambient lighting in the doors.

Regardless of any gender stereotyping, this new Beetle Convertible is a solid, high-quality vehicle with a lot to offer someone looking for a relatively affordable, sporty-ish, small car. This truly is a no-compromise convertible, you’ll never feel like you’ve made trade-offs to be able to catch some Vitamin D on sunny days. We all win. You’ll only need to figure out which model suits the image you’re trying to project best, whether that be droptop diva or turbocharged tough-guy.

Drive on Sunshine, drive on.

At a concert the other night, I asked myself, “If I were the 30ish director of the Indianapolis Symphony Orchestra, what would I drive?” Only car people ask such silly questions when they should be enjoying a perfect violin, but I may have the answer: the Infiniti G37 IPL Convertible. Mr. Urbanski is a classy gentleman who’s still young enough to tussle his spiky hair in a car like this.

The G37′s styling says that you have class, but aren’t opposed to flipping back the power hard top, summoning Studio 54 on satellite radio, and having a go at the throttle. Just be careful to keep things out of the trunk: you could crunch a laptop — or a piccolo — in a heartbeat.

Passengers enjoy heated leather seats (ideal for fall weather) and automatic climate control that adjusts according to top position and vehicle velocity. The stellar Bose Open Air Sound System includes headrest speakers and automatically changes tuning based on exterior noise.

The G37′s interior is as sumptuous as a Ravel suite. Monaco red leather seats and aluminum-look trim on the dash, doors, and console go together like Tchaikovsky and Liberace. Thick padding on the doors imbues a sense of opulence. Instruments that adjust with the steering column and Infiniti’s “piano key” navigation and radio controls make driving easy. True, Infiniti could kick it up with French stitching on the dash like its luxury competitors, and there is some weird creaking on rough roads, but compared to most cars, the interior is sporty and pretty.

The G37 is sumptuous on the outside, too. Its curvaceous lines would be equally appropriate on a Ferrari, but the elegant chrome grille surrounds, aggressive facias, high rear deck, and seamless hardtop all look great. I would definitely choose the IPL package and its 19” alloys for wet-sexy looks.

Planting a big foot in the car’s throttle adds heat. All IPL convertibles come standard with a 3.7-liter V6 engine that’s rated for 343 hp and 273 ft-lbs of torque. There’s a throated roar out of the tailpipe that sounds not unlike Pavarotti’s thunder. Fuel economy is rated 17/25 mpg city/hwy.

Last year, I drove the G37’s platform-mate, the 370Z — which, like the G37, features a paddle-shifted seven-speed automatic transmission. As expected, the Nissan was a two-seat roadster designed to handle like a champ. It rode well for a sports car, but was a little stiff in the legs. I prefer the G37, which has crisp suspension motions, tight steering, and plenty of power. Yet, it retains enough interior refinement and slightly softer suspension for comfort. It is a car you can relish with the top down on weekends, but it would also be comfy on a cross-country journey or while creeping through traffic.

You could discount a young orchestra director as inexperienced until you hear the product of his work. Just the same, you could deny the Infiniti a first thought compared to the Mercedes E-Cabrio, Audi A5, or BMW 3-Series. But I wouldn’t until you take it for a spin.

2013 Infiniti G37 IPL Convertible
Four-passenger, RWD hardtop convertible
Powertrain: 343hp 3.7-liter V6, seven-speed automatic transmission
Suspension f/r: Ind/Ind
Wheels: 19”/19” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Power, styling
Fuel economy: 17/25 mpg city/hwy
Assembly: Japan
Base/as-tested price: $60,600/$62,415

It’s been three months since Hurricane Isaac moseyed across southern Louisiana. I’ve repaired the damage that the slow-moving storm wreaked on my house, but Isaac’s winds also toppled a couple of trees that I’ve been unable to replace — mostly because my everyday vehicle can’t haul anything much bigger than a rosebush. Thankfully, I’m testing out the 2013 GMC Sierra Denali this week, so that’s about to change.

Size queens, take note: the Sierra is big. The crew cab is huge, with plenty of room for full-size passengers — or in my case, three friends that I’ve corralled into helping me at the nursery. It also comes with a big bed, which many larger trucks are missing nowadays. The Sierra can easily handle a dozen more more full-size plants — no need to buy twigs and wait (im)patiently for them to grow!

This particular Sierra is also flashy, as you might expect a Denali model to be. Thankfully, there’s not too much bling on the outside, since my own style is a little restrained. The tinted glass, fog lamps, and 20″ chrome aluminum wheels draw attention but not stares — a distinction that’s subtle but appreciated.

Open the door, though, and things get a bit swankier. The front leather seats are heated and cooled, so long drives are a breeze. To make that breeze literal, there’s a large power sunroof. And for tunes,  you’ll find a seriously kickin’ Bose sound system within arm’s reach.

Attached to that sound system, however, is an infotainment system that I’m a little less psyched about. On the one hand, I love that it’s clean and simple, but there’s a fine line between “simple” and “underdesigned”. Compared to the rest of the Sierra Denali, the center stack looks a tad unfinished. Ultimately, though, my quibbles are purely aesthetic: the infotainment system is intuitive and easy to operate, and really, that’s what counts.

On the road, the Sierra offers miles of smooth sailing, thanks to the powerful 6.2-liter (yes: 6.2!) V8 engine, cranking out 403 hp and 417 ft-lbs of torque. The six-speed automatic transmission shifts effortlessly as we float over bumps in the road — though if our trip were longer, we’d find ourselves pulling over a good bit thanks to the Sierra’s fuel economy: 12/18 mpg city/highway. (That said, your own fuel costs will vary, since this model can handle E85.)

Two hours and several orders of catfish later (I figure I at least owe my friends lunch), we pull up in front of my house, with several six-foot sweet olives in tow — and as if that weren’t awesome enough, they’re in bloom. One more hour, and they’re in the ground: Miller time.

With a starting price of $48,635, the GMC Sierra Denali isn’t the truck for everyone. But if you’re looking for a big vehicle to haul stuff in style, put it on your short list.

2013 Sierra Denali 1500 AWD
Powertrain: 6.2-liter V8, with 403 hp and six-speed automatic transmission
Fuel: Gasoline or E85
Fuel economy: 12/18 mpg city/hwy
Base price: $48,635
As-tested price: $53,694

When Chrysler’s fate was being tossed about in conference rooms and evening newscasts, Fiat offered a lifeline that included building Italian-engineered models flashing American badges. Fiats and Alfa Romeos would be made over into cars like the Dodge Dart with efficient turbocharged engines, tight chassis, and sexy designs honoring Italy and America. Putting that theory to the test, my partner and I snuggled into a Dart for a relaxing 500-mile weekend.

As nice as the Dart is to look at, though, my favorite part is the world’s easiest-to-use touchscreen and controls. A Barbie doll could program the nav system, change audio settings, or access climate control. What takes a steamy love session with an owner’s manual in many cars requires no instructions at all in the Dart. The competition should forget haptic feedback touchscreens, deaf voice controls, and iDials: just copy the Dart.

Interiors are the right blend of Italian flair and American machismo. The Dart’s “floating island” dash design with integrated touchscreen, analog gauges, and red lighting that traces it at night was clearly inspired by the bigger Charger. Ginormous cupholders, a glove box sized for an iPad, a USB plug for MP3 players, Bluetooth, and in-seat storage add convenience. Firmly-bolstered seats and a 10-speaker audio system are ready to rumble.

Back outside, the Dart’s cab-forward styling is clearly derived from Alfa Romeo, but an aggressive crosshair grille, 17” alloys, and 52-LED “racetrack” rear lighting channel big-brother Charger. Areas you can’t see like active grille shutters, underbody panels, and tire spats ahead of the front and rear wheels divert airflow for improved fuel economy. It’s a handsome car on which no detail was overlooked.

Sportier editions run with 160 hp, 1.4-liter turbocharged four-cylinder engines that deliver 27/39 mpg city/hwy when connected to the standard six-speed manual transmission. Choosing the turbo engine delivers no more horsepower, but ups torque from 148 lb.-ft. to 184 for livelier performance and an exhaust note that sings like Pavarotti’s Ferrari. Transmission gearing is clearly aimed at fuel economy; you have to step down to 4th gear on the highway to get it to accelerate. Fortunately, running near triple digits is no problem.

Beyond its Fiat MultiAir engine, the Dart’s Alfa Romeo-based architecture taps sweet Italy for its soul. The four-wheel independent suspension and firm steering slam corners and settle in at high speeds. I wouldn’t say it has the moves of a prancing horse, but is distinctly more playful than most competitors. For Americans, Chrysler widened and lengthened the vehicle for added interior and luggage space. The result is a car that doesn’t forget its DNA, but embraces its new home.

That’s not to say that the Dart doesn’t have its detractors. Most notably, Consumer Reports hasn’t added the Dart to its “Recommended” list and calls its exhaust “raspy”. But like Mikey not appreciating even his cereal, this means zip. The Dart isn’t perfect, but the overall excellence of the little sedan proves Fiat’s theory. It’s a good car that 98% of us would be glad to own.

The Dodge Dart starts at $15,995, but our well-equipped Rallye model reached $23,560.

2013 Dodge Dart Rallye
Five-passenger, FWD sedan
Powertrain: 160hp, 1.4-liter turbo-four-cylinder engine with six-speed manual transmission
Suspension f/r: Ind/Ind
Wheels: 17”/17” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Alfa DNA, MPGs
Fuel economy: 27/39 mpg city/hwy
Assembly: Belvidere, IL
Base/As-tested price: $15,995/$23,560

It was either by coincidence or divine love of the underdog that I happened to have the Subaru Legacy 3.6R the same weekend I was planning to tour the National Studebaker Museum in South Bend, Indiana. Not only is the Subaru brand beloved by our community, but also the Legacy is built in Lafayette, just 45 minutes north of Indianapolis. It felt right at home on Hoosier highways.

Clipping through corn fields between Indianapolis and South Bend, the Legacy opened up. My partner put it best when he said “The car has a soul.” You first notice the firm steering that resonates in your hands. Then, there’s the throbbing suspension that absorbs ridiculous amounts of road rough without losing its composure. At unmentionable speeds, the athletic feel and torque-y power encourage you to eat Camrys and Accords upon whim.

Kicking under the haunches is Subaru’s super-smooth 256hp 3.6-liter six-cylinder “Boxer” engine. As in Porsches, the horizontally opposed engine contributes to a low center of gravity and balanced handling. Connected to a five-speed paddle-controlled automatic transmission, and Subaru’s Symmetrical All-Wheel-Drive, you have the makings of a sport sedan that can handle almost anything. Power is automatically shifted front-to-front and side-to-side to maintain traction, but in normal operation is set with a 45/55 split, biased towards the rear for European handling. It’s incredible — more like an Acura that crossed tails with a BMW than your typical Japanese mamamobile.

The bad news? The six-cylinder Legacy posts just 18/25 mpg city/highway. However, four-cylinder models achieve a much more impressive 32 mpg highway.

Compared to Raymond Loewy-designed Studebakers, the Legacy is not exactly a stunner, but it has an indestructible look that was recently enhanced with sportier front styling and 17” alloys. Inside, large analog gauges, a leather-wrapped steering wheel, woodgrain trim, and heated leather seats look handsome. Touchscreen navigation and automatic climate control add class while Bluetooth and USB input for iPods meet expectations. I would absolutely choose the optional windshield wiper de-icer, moonroof, and 440-watt Harman/Kardon audio.

To improve safety, engineers gave the Legacy their EyeSight Driver-Assist System. Using twin “stereo” cameras mounted near the rearview mirror, EyeSight integrates Adaptive Cruise Control, Pre-Collision Braking, and Vehicle Lane Departure Warning. Below 19 mph, it can detect pedestrians or objects and bring the car to a stop if the driver does not respond. At higher speeds, it detects objects and applies the brakes to reduce impact forces. Adaptive Cruise Control also relives stress in stop and go traffic by automatically creeping along. Some of the beeps are annoying and over-aggressive, but the system is effective.

My state of Indiana has a heritage of building great and unique automobiles, including those by Duesenberg, Marmon, Stutz, Cord, and Auburn. By far the most popular was Studebaker which, despite cars like the Avanti and Hawk that were renowned for their styling, ceased production here in 1963. It’s great to buy products from companies you respect and that honor your values, especially when they employ thousands of Hoosiers in building damn-fine automobiles. May Subaru never suffer the fate of Studebaker.

The 2013 Subaru Legacy starts at $20,295, but our Limited came to $33,605.

2013 Subaru Legacy 3.6R
Five-passenger, AWD sedan
Powertrain: 256hp 3.6-liter H6, 5-speed automatic transmission
Suspension f/r: Ind/Ind
Wheels: 17”/17” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Handling, LGBT love
Fuel economy: 18/25 mpg city/hwy
Assembly: Lafayette, IN
Base/As-tested price: $20,295/$33,605

Ever since Lee Iacocca ordered the roof off of a LeBaron for his summer enjoyment, Chrysler has been a leader in flip-top luxury touring machines. As the LeBaron’s successor, the Chrysler 200 continues the car’s place as a Bentley convertible at an affordable price. It seems like every 200 Convertible — as with the LeBaron before — is most often driven by old ladies with cigarettes hanging out of their mouths or a couple of old queens trying to re-live their club-spent youths. But they’re loyal, continually keeping the car at the top of the sales charts.

Not quite as big as a whale, the 200 Convertible is still a comfortable four-seater with enough trunk space to haul plenty of luggage on a voyage to Boca and back — even with the fully-electric top stowed. Owners can choose between a retractable hardtop or traditional canvas roof. Either way, the car shares many features with its sedan sibling, including a badge-enhanced, multi-faceted grille, LED front light pipes, and LED taillamps. Dual chrome exhaust tips and 18” alloys promise a little more than they deliver.

I spent too many miles in the 200’s interior, but was no worse for wear. Sweet-smelling leather seats — heated in front — are comfortable on long trips. Large analog gauges, piano finish around the center controls, ambient lighting, lighted cupholders, and a thick, leather-wrapped steering wheel imitate big luxury. Listening to music was a joy with the Boston Acoustics speakers connected to a USB port for iPods. Dash and door materials are definitely not up to Bentley standards, but the car is a very comfy place to while away the hours and is way more attainable.

No matter your gender or persuasion, it is easy to enjoy the Limited edition’s 283hp 3.6-liter V6 engine, connected to the front wheels with a slick six-speed automatic transmission. Even in a severe wind storm, the engine moved the sleek convertible swiftly and surely, easily accelerating away from semi-trucks at stupid speeds. I’m sure I didn’t achieve optimum fuel economy, but it is possible to achieve 19/29 mpg city/highway when not driving like a hell-bent banshee. Customers who’d like to downshift to a 173hp 2.4-liter four-cylinder engine are welcome to do so, but it’s hard to imagine why.

Contrary to the fresh power under the hood, there’s something old world about the 200’s chassis. The 200 is not as bad as my parents’ Model T, but there’s still a little shaking and quaking. In the old days, suspension systems were tuned softly to compensate for the body flex. Fortunately, the 200 is stiff enough for a firm four-wheel independent suspension that floats over bumps on the highway without becoming all jelly on bumpy city streets. It’s tuned towards the car’s purpose of providing a quiet boulevard ride.

As with the original LeBaron, the 200 is a stylish convertible that leaves the impression of a hand-built British cabrio without the hand-built price. Anything you could ever want in a convertible is present for a price that would barely buy you a Rolls-Royce test drive. The 200 Convertible starts at just over $27,000, but our loaded Limited came to $34,260.

2013 Chrysler 200 Convertible
Four-passenger, FWD convertible
Powertrain: 283hp 3.6-liter V6, 6-speed automatic transmission
Suspension f/r: Ind/Ind
Wheels: 18”/18” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, pace
Fuel economy: 19/29 mpg city/hwy
Assembly: Sterling Heights, MI
Base/As-tested price: $27,100/$34,260

I learned two things about altitude on my recent trip to Santa Fe, New Mexico to test VW’s new Jetta Turbo Hybrid.

1. Being so high above sea level (7,000 feet) makes me wheezy, easily winded, and a cheap drunk.
2. The Jetta Hybrid absolutely shrugs off altitude thanks to its impressive hybrid powertrain, the first in the world to incorporate a turbocharged engine in a hybrid system. It rubbed its athleticism in my face the entire trip, while I chugged water and kept my eyes on the horizon to stave off nausea.

Wait, what? Did I use the word “athletic” in conjunction with the word “hybrid?” Why yes, I did. Welcome to the 2013 Jetta Turbo Hybrid.

On the outside

You might call the Jetta Turbo Hybrid a “hidden hybrid” in the same way people use the term “stealth wealth.” Most people won’t even notice that the Jetta Turbo Hybrid is a hybrid at all and that’s exactly what VW is banking on.

From the outside the 2013 Jetta Turbo Hybrid looks like a slightly tweaked version of the Jetta GLI, the sportiest member of the Jetta family. Indeed there have been some subtle changes to the exterior here and there, with more aerodynamic front and rear fascias, available turbine-look, hybrid-only wheels, and a few blue-trimmed “hybrid” badges. Our tester, the top-of-the-hybrid-range SEL Premium, included LED taillights and LED accented headlights — welcome details that add visual flair to the sober, non-nonsense design of the standard Jetta. Still, nothing here shouts “I have a hybrid!” like the almost triangular Toyota Prius. Some might even call the Jetta Hybrid — gasp! — sporty looking.

On the inside

There are only a couple of changes made to the interior of the Jetta Hybrid when compared to the standard Jetta line. The largest is the hybrid drive gauge that attempts to give you an impression of which engines are propelling the vehicle and how much of the system’s power you’re using. I found its function a bit confusing, no thanks to the fact that this gauge looks like a tachometer but isn’t actually a tachometer at all.

You’ll also find, on all Jetta Hybrid trims except the very base model, a color display in the middle of the dash that displays information about the powertrain’s happenings in real time, much like a Prius. Beyond that, there’s a small hybrid badge by the glovebox. That’s about it.

Overall it’s the same stoic, no-nonsense cabin design we’ve seen since the somewhat controversial redesign of 2010. It’s not a flashy interior like the Ford Focus or Hyundai Elantra. It’s mature and tailored-looking. Your mom will be able to use it without much concern, and in turn you’ll never feel like you’re driving something cheap, because there’s simply not much in there to look dated a few years down the line.

On the tactile front, the Jetta hybrid is blessed with the upgraded soft-touch dash found in the GLI (and the 2.5L for 2013). A surprising thing to note about that coveted soft-touch dash in the Jetta, though: it’s ONLY the upper half of the dash. If you find your grubby little hands wandering to the southernmost part of the dashboard or the door panels, you’ll still find some of the hard, mean plastic that so plagued the Jetta on its relaunch. In this class that’s the norm, it just no longer packs the same class-leading materials as Jettas of yore.

How it drives

What separates the Jetta Turbo Hybrid from the competition is the fact that it uses VW’s new 1.4-liter turbocharged four-cylinder, combined with an electric engine. The total output for the Jetta’s hybrid system is 170 hp and 184 lb-ft of torque. That’s a lot of power for a hybrid. Heck, that’s a lot of power for a compact sedan, period. All of this helps the Jetta Hybrid achieve a 0 – 60 time of 8.6 seconds. Just about anything else with the word “hybrid” on it will be eating your dust.

Jetta Hybrids also come with VW’s wonderful seven-speed DSG gearbox that further enhances the “I’m driving a real car” feeling of the Jetta Hybrid when compared to competitors. This transmission works seamlessly with the two motors at the Jetta Hybrid’s disposal, offering some of the most unobtrusive engine cut-in I’ve ever experienced in a hybrid. I could hardly tell when the engine was kicking in. Impressive.

A sticking point with many hybrids are their brakes. That’s because of the regenerative systems connected to them, which recuperate energy expended from the action of braking. This leads many hybrid brake pedals to feel like they’re connected to a bucket of mashed potatoes: the brakes are hard to modulate because the pedal feedback feels artificial.

Unfortunately, I can’t say the Jetta Turbo Hybrid completely avoids that artificial feeling. Braking feel in the Jetta Hybrid is still a bit of a hit or miss experience. Thankfully, the pedal travel is quite long so you can more easily adapt the pressure of your foot on the brake to achieve a smooth stop if necessary. It’s something you have to monitor to keep from delivering jerky stops to your passengers, but it does feel better than the almost existential brake feel of the Toyota Prius. Faint praise, I suppose.

In other news, the Jetta Hybrid is a mercifully quiet vehicle. Noise, vibration, and harshness is all controlled and concealed in that deliciously German way. The Jetta feels solid and planted, much more so than the rest of the hybrid competition.

Of course the real question here is fuel economy. VW estimates around 45 mpg combined for the Jetta Hybrid, which puts it behind the Toyota Prius, but above the Civic Hybrid. Our test car averaged right around 44 mpg for the duration of our first drive, and that was with climate control running the entire time. Not bad. Unfortunately that all has to be done on premium fuel. You can thank the turbo for that.

Wrap Up

Probably the best thing I can say about the Jetta Turbo Hybrid is how quickly I forgot the car was a hybrid at all.

It’s a new proposition for the hybrid market: get in, have fun driving, and reap the benefits of great gas mileage without feeling like you’re giving anything up. That’s my kind of hybrid.

VW hopes it’s your kind of hybrid too. The Jetta is not the absolute master of efficiency — that title still belongs to the Prius clan, and for buyers seeking fuel economy at all costs, the Jetta Turbo Hybrid might not be the best fit.

What the VW counters with in the Jetta Turbo Hybrid is a car that doesn’t feel like you’re driving a washing machine with wheels. That alone may make it worth the few mpgs lost to the Prius. I’d call the 2013 Jetta Turbo Hybrid a compelling study in balance.

Imagine Cadillac as the kid on the other side of the chain link fence, hat askew and overalls hanging, looking on as the cool kids from Germany and Japan have the time of their lives knocking the balls of success out of the park with their small, smart upscale compacts.

The first time Cadillac tried to play with the cool kids it showed up with a twig (the Cimarron), dejected. The second time, it came back and tried to hit the ball with a teddy bear (the Catera). Everyone laughed. Cadillac slinked away in shame each time.

So, in light of its history with compact sport sedans one might think Cadillac a masochist for showing up to the game for a third time, but let me tell you, they’ve learned how to play, and this time they’ve brought a bat. A really good bat.

Drive

Cadillac has not been sheepish in highlighting the fact that with the ATS, they aimed to best the ubiquitous BMW 3-series in the performance department. Them’s fightin’ works alright.

I should begin by mentioning that for my test ride, I had the basement baby of the engine line up: the 2.5 liter four-cylinder, producing 202 hp and 190 lb-ft of torque. The 2.5 is a thoroughly unimpressive engine. It’s an engine for your mother, the same one that keeps asking you what the importance of 0-60 times are. I found the best part of the 2.5 to be its ability to not sound like a cheap little four-banger. It’s unobtrusive and composed under throttle, which is the least it could do considering that when it’s time to put the hammer to the metal, this engine’s going to let you down like Amanda Bynes at a sanity convention. Powerful it is not.

Thankfully, buyers can step up to a 2.0T that churns out 272 hp, or a big papa 3.6 V6 that flogs down a dreamy 321 hp. For my cake, the 2.0T sounds the most compelling, as I believe the smaller 2.0T would provide the best weight-to-power scenario for this lightweight chassis.

So anyway, the handling: the ATS steers like warm butter on a pile of Paula Deen’s homestyle mashed potatoes. It’s real, real good, y’all. Input to the steering wheel is registered precisely and smoothly down on the pavement. The rear-wheel-drive ATS delivers crisp, controlled handling which, when coupled with 50/50 weight distribution, produces a very satisfying sport sedan experience. I’d be inclined to say it feels better than the 3-series, whose steering in it’s current iteration feels a bit less connected than the ATS. In reality it’s probably a bit of a wash, but that’s actually very high praise for the ATS.

Exterior

The ATS is handsome. It’s not pretty or gorgeous. The headlights are arguably the most interesting part of the equation here, reaching well back into the fenders. They give the front of the car presence and a touch of uniqueness. Overall the ATS’s design is an undoubtedly masculine execution that even in my laughably named “white diamond tricoat” looked purposeful. At least we know Elizabeth Taylor’s ghost lives on as a paint color-namer at GM.

The most exciting part of the ATS’s exterior is that Cadillac has finally mastered the proportions of their Art & Science design theme. The original and current CTS were interesting to look at with all their points and creases, but they didn’t have the proportions sorted out entirely; there was always an awkward angle to be found. But here, on the ATS, they’ve finally nailed them. The long hood stretches back to a high and tight greenhouse, all of this is rounded out by a short, pert rear. Even the tire-to-body panel spacing has been considered, with the outer edge of the tire damn near perfectly aligned with the outer edge of the wheel well. Someone was paying very close attention to the stance of this car and that effort has paid off in spades.

Interestingly, there are still echoes of ye olde Cadillac, in a totally good way. Allusions to the formality that once dictated all of Cadillac design can be found in the squared, upright C-Pillar and the tall fin-like taillights. These nods to Cadillac’s past are updated, nuanced versions of the originals. It’s still a Cadillac, only smoother.

One niggle I have is something that only 2.5 owners will have to worry about: the 2.5-liter-equipped ATS has a really awkward single tailpipe just kinda stuck in the rear diffuser. It looks so sad and lonely, like Bert without an Ernie.

Interior

CUE is the star here, consisting of a large, eight-inch capacitive touch-screen peacocking up in the center of the dash. Take a seat and shut the door. The CUE system’s main display and auxiliary screen in the gauge cluster behind the steering wheel spring to life in a synchronized 3D extravaganza that features the Cadillac logo bursting into a rapturous cloud of glitter and diamonds shards. It’s a Jennifer Lopez perfume ad every time you turn your car on. It turns even your most mundane milk run into a patriotic fireworks show.

So CUE is really pretty, but CUE can be a bit of a numbnuts too. Cadillac is proud of the fact that the main CUE touchscreen is of the capacitive variety like the iPad. You’d think that would mean smooth and immediate responses to your touch inputs. Wrong. Everything is delayed. Pinch-to-zoom in maps is so delayed it made me feel like I was on peyote or something. CUE’s proximity sensing (buttons appear when you lift your hand up to the screen) is a neat party trick but of no real benefit in an automotive application. Why would I want to have to put my hand up to the screen before I can see what button I want to push? It’s an entirely contrived application.

That said, while CUE and I didn’t get along entirely, it’s by no means unusable. All functions are still able to be completed, just not as effortlessly as I’d like to see. The plus side here is that CUE is fully upgradable through future software updates, which will give GM the opportunity to improve response times and simplify functionality. GM may have stuck it’s neck out a little too early with the current rendition of CUE, but I’m confident upgrades to the software are already in the works. It has promise, it’s just a little lethargic right now

Further down the center stack, things aren’t so rosy. There are the evil little touch-sensitive buttons (they respond to the heat of your finger rather than mechanically depressing) floating in a sea of black plastic below the main CUE screen. It’s VERY pretty BUT…where do you press? Do you press the raised silver island thingy or the symbol itself? You learn that you are supposed to hit the symbol, but it never becomes a very satisfying or direct experience for the user. Luxury, at least in a car, is about being able to relax. I found myself constantly having to babysit the main CUE screen and its touch-sensitive button buddies down below it. Sometimes the system didn’t respond to my jabs. Sometimes it responded incredibly slowly. None of it is a deal-breaker, but it grates on you. These touch-sensitive buttons in their current form seem to offer no benefit over traditional buttons. I’m all for change, but only when there’s a distinct benefit.

Thankfully the rest of the interior is pretty damn gorgeous. It’s easily one of the best executions in this class, with organic, soaring shapes and pleasing textures and colors. Doors and dash are covered in rich looking stitched faux-leather, and fit and finish is beyond reproach.

A final note: the rear seat is for children or friends with small, compact legs. Cadillac has sculpted the hell out of those back seats but there is precious little room for anything that would consider itself a full-size adult male. What’s important to remember though is that the ATS’s length is within 3 inches of the Toyota Corolla’s. Pretty crazy right? Concessions must be made, and honestly when was the last time you used your back seat anyway?

Final Thoughts

In German-car-dominated SoCal, the ATS’s only real battle is going to be with people’s minds.

You see BMW, Audi, and Mercedes are living on easy street. The young professional demographic WANT to like their cars. Allowances are made for any shortcomings with those brands because the prestige associated with them is so high.

It’s the opposite for Cadillac. They’ve only been playing in this arena for a few years (and really only dabbling when it comes to the CTS), so they have a lot to prove. Their product must not only match the established players, it must be BETTER.

Is the ATS better? Well, that depends. If you need a handsome, fun to drive, beautifully built sport sedan, then it’s going to be hard to find a car that balances all those things better. The ATS offers a very compelling package, with a better interior than the BMW 3-series, better handling than the Audi A4, and just about better everything than the Mercedes C-Class.

Cadillac is now officially playing with the cool kids and the ATS deserves the attention of anyone shopping in this category. The ATS is not just a great Cadillac, it’s a great sport sedan period.

Tested vehicle: 2013 Cadillac ATS2.5L luxury collection, MSRP $42,225

Once upon a time, ordering a Ford Mustang with a V6 signified that you were a secretary, a college student, or “worse”, a “man-loving sissy”.

Oh, how times have changed. Don’t get me wrong — you’d get no grief from me if you ordered the 420 hp Mustang GT, 444 hp Boss 302, or 650 hp Shelby GT500. But there’s absolutely no shame in coming out with the V6, either.

The 3.7-liter V6 produces a hunky 305 hp and 280 lb.-ft. of torque, all while running on cheap 87 octane. To get the most of that power, engineers have conjured up a choice of transmissions: a six-speed manual or six-speed automatic with SelectShift capability. Power gets to the road only one way: through the rear wheels. Automatic-equipped cars achieve up to 19/31 mpg city/hwy. That blend of performance and fuel economy is hard to deny.

The only problem is, all that power is harnessed by a chassis that’s seen better days. A solid rear axle remains out back, and while trained by the choreographers in Ford’s engineering department, rough roads will unsettle it like your mother at a pride parade.

That said, the Mustang handles any curves a sober driver can toss it into and many that only the mentally deranged would try. On the whole, ride quality is a balance of firmness and comfort — just what you want in an American muscle car that will spend much of its life at sub-super speeds.

Stylists keep the 2013 Mustang honest, yet stylish. Subtle updated give the car a new grille, a more prominent lower front splitter, and high-intensity discharge headlamps. A long hood, fastback roofline, and kicked-up rear fenders are as recognizable as Elton John’s glasses; LED taillamps maintain the Mustang’s “three-barrel” look while slapping its bum with modern flair. Painted rocker panels, 19″ charcoal-painted alloys, and puddle lamps that project the pony logo onto the ground are nifty accessories.

Updates to the interior are equally subtle, but appreciated. I always hated Ford’s “safety headrests” that uncomfortably forced your head downward. New seats, available in contrasting leather, are comfortable, hug your sides, and are blessed with rotating headrests. There’s still too much hard plastic, and the doors sound like they shut in three parts, but the twin dash design looks expensive with silver metallic accents.

Technology like a touchscreen for navigation, audio, and climate control is easy to use and fits nicely in the center stack. Our test car came with the Shaker audio system that will rattle glass but also connects with Ford SYNC voice controls, USB iPod connections, and an in-dash CD player. The availability of AppLink, a free software program, lets SYNC users voice control apps already downloaded on their smartphones.

The Mustang V6 is no sissy, looking debonair with its updated styling, foot-tapping power, and fuel efficiency. It’s just time to quit making excuses for the rear dance missteps, cut the interior plastic, and create a door that doesn’t sound like it came from a ’75 Ford LTD. Accomplish that, and Ford will have a Mustang ready for the next 50 years.

2013 Ford Mustang V6
Four-passenger, RWD coupe
Powertrain: 305hp 3.7-liter V6, six-speed automatic transmission
Suspension f/r: Ind/Solid axle
Wheels: 19”/19” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Heritage, power
Fuel economy: 19/31 mpg city/hwy
Assembly: Flat Rock, MI
Base/As-tested price: $22,200/$33,220

I like autumn, but the 40-degree weather that signals the coming of winter and froze my sweet ass off at a recent football game, not so much. So, I said “eff-it” and hopped a plane to L.A., where winter is a concept locals only hear about on cable news. I figured a Mercedes C63 AMG would warm the chill, so I threw it down the Pacific Coast Highway to see if it would grip the curves or become a V8-powered cigarette boat.

For the AMG version of the C63, Mercedes took a 451 hp, 6.3-liter V8, connected it to a paddle-shifted seven-speed automatic transmission with RaceStart function, and skipped the whole 4MATIC thing to get all the power to the rear wheels without delay. That engine makes a full-size sedan seem lightweight, but wedged into the engine bay of a compact coupe, it makes miles evaporate. Fuel economy ratings of 13/19 mpg city/hwy make the gas evaporate, too. But then, this car is not for those interested in saving money.

Down the PCH, the C63 flexed its crafty chassis, giving a death grip to rising crests and sharp curves. The adjustable sport suspension goes from Comfort firm to Sport harsh with the twist of a switch. Kickin’ through the canyons, you can make full use of the engine’s torque going up, plate-size brake discs coming back down, and the real-time adjusting suspension anytime. Too bad every road isn’t like the PCH: on semi-trounced city streets, the car was jarring, even with the suspension set in Comfort mode. One has to make sacrifices to the gods of speed.

Even without brain-squeezing fun, you know the C63 is not your docile little C250 coupe. That big chrome star in the grille, wrap-around LED taillamps, LED running lights, and kicked-out 18” AMG five-spokes shod with performance tires scream power. If still in doubt, check out the AMG-embossed chrome exhaust outlets and carbon fiber spoiler. Twin bulges in the hood pay homage to the 300SL Gullwing. The coupe has style, but the upturned rear windowline cribs Honda’s Accord.

Thwamp-close the big heavy doors and open the dual pane panoramic sunroof to settle inside. The C-Class is about the only Mercedes that still bears the traditional notched gear selector and I still love it. Going AMG brings in two-tone heated leather seats with thick bolsters, carbon fiber dash trim, leather and suede steering wheel, aluminum shift paddles, AMG sill plates, and RACETIMER in the classic three-pod instrument cluster.

That’s all nice, but I just wanted to crank up the Harman/Kardon surround audio system, Bluetooth my phone, and plot a course with the NAV system toward the setting sun. Blind Spot Assist, Lane Keeping Assist, and the rearview camera were great saviors in tight parking garages and busy streets.

If you need a flashy car for L.A., the C63 makes a good partner as long as you can stand the firm suspension and voracious appetite for $5 gasoline. Anybody coughing up $78,965 (as-tested) surely won’t care. Almost shedding a tear as I left the car at the airport, I contemplated filling it up and driving it all the way home. At least then there’d be something to warm my winter blues.

2013 Mercedes-Benz C63 AMG
Four-passenger, RWD coupe
Powertrain: 451hp, 6.3-liter V8, seven-speed automatic transmission
Suspension f/r: Elect. Ind/Ind
Wheels: 18”/18” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Power, prestige
0-62 mph: 4.4s
Top speed (governed): 155 mph
Fuel economy: 13/19 mpg city/hwy
Assembly: Bremen, Germany
Base/as-tested price: $62,330/$78,965

Mercedes-Benz is famous for its SL sports cars and S-Class sedans. The Gullwings are iconic, but so is the brick house G-Class SUV. Originally developed for the German military, it evolved into a posh mountain goat that can climb over almost anything with its three locking differentials. For similar style, but a more urban attitude, check the GLK350 crossover.

Unlike some of the espresso beans it competes against, the GLK wears its family heritage with pride. Square profiles pay homage to the past while a newly-streamlined nose, 19” alloys, and ethereal light tube taillamps caress the wind. A huge grille with twin lamellas and three-pointed star could have come from the E-Class Cabrio – as could the bulging rear fenders that trace back to ‘50s mid-size “Ponton” models. Nobody else could summon its history for a crossover like this.

Mercedes aficionados will notice two big changes inside. To provide for large center consoles, updates eliminated the traditional notched gear selector and replaced it with a stalk on the steering column. Designers also made a concession to non-Mercedes folks by switching locations of the turn signal/wiper stalk and cruise control. Cruise has the same multi-directional stick as before, but it’s now located below the signals as in most other cars.

There’s still a lot that’s familiar, like the traditional three-pod instrument cluster. Burl walnut graces the dash and doors while bulls-eye air vents echo the SL and “E-Class” from the ’70s and ’80s. Back then, owners never imagined Bluetooth-enabled hands-free calling, joywheel-controlled screens for navigation and audio, or a USB iPod connection. Heated seats, automatic climate control, and two-panel moonroof delight. You can get leather, but I prefer MB-Tex leatherette that will out-live the engine, paint, and possibly even The Apocalypse.

Off-road heritage hits the weeds when you stick your cleat into the 302 hp 3.5-liter V6. 4MATIC AWD and a seven-speed automatic transmission make good use of that thrust to move the wagon from 0-60 mph in 6.4 seconds. To save gas, the GLK comes standard with an ECO start/stop mode that pauses the engine while stopped and re-starts it when drivers lift from brake to throttle. Expect 25 mpg hwy.

Structurally, the GLK is essentially a C-Class wagon. A fully-independent suspension and electrically-powered steering provide agility. Mercedes’ super-articulating front wheels let the GLK turn into incredibly-tight parking spaces and narrow city streets. The shocks are specially tuned to balance high-speed handling with soft trail running.

To keep drivers awake, GLKs come standard with Attention Assist that reads drivers’ behavior and provides audible alerts if they seem unresponsive. Our test car also came with Blind Spot Assist that not only warns drivers of objects in their blind spot, but will activate the stability control system to nudge them away.

Each Mercedes is inevitably judged against those that came before, as well as contemporaries from Germany, America, and Japan. Against both standards, the GLK350 stands the test – a true Mercedes tuned to the times. Base prices start just over $37,000, but our loaded test vehiclecame to $47,805.

2013 Mercedes-Benz GLK350 4MATIC
Five-passenger, AWD crossover
Powertrain: 302 hp 3.5-liter V6, seven-speed automatic transmission
Suspension f/r: Ind/Ind
Wheels: 19”/19” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Comfort, heritage, 0-60 mph in 6.4 seconds
Fuel economy (est.): 18/25 mpg city/hwy
Assembly: Bremen, Germany
Base/as-tested price: $37,090/$47,805

One of my favorite shows this summer was “In the Big House” on LOGO. In one scene, former mobster “Big Lou” tries to give his gay son, Luis, advice on building muscle mass. Luis points to his ripped abs and asks his dad what he’s talking about. His dad counters, “Yeah, but it’s gay muscle”. Point being, there’s powerful-beat-up-the schmuck-you’re-intimidating muscle and then there’s hey-I’m-sexy-and-pretty muscle. Both are hot, but the latter will get you in a lot less trouble. (Well, usually.)

You can get the Dodge Charger in “Big Lou” SRT trim with a 470hp 6.2-liter V8, but I prefer the slimmer “Louis” SXT version with a 3.6-liter V6 that delivers 292 hp and 19/31 mpg city/hwy. The V6 won’t knock the wind out of Mustangs and Camaros, but it will shuck the dew off your mother and doesn’t cost much at dinner. A paddle-shifted eight-speed automatic transmission is as smooth as a West Hollywood chest.

Today’s young muscle is conscious of his style. It’s a more elegant ride with heated red leather seats, aluminum dashboard and console trim, and acres-wide dash swoop. Rear passengers lounge in comfy sofas. Gray-blue lighting sets the mood while emanating from the door handles, footwells, and even the rear cupholders. It’s a muscle car that a man of refinement can drive without feeling all-carnal.

Designers cleverly fitted a heap of technology into the Charger’s cabin. Whoever developed the world’s easiest-to-use touchscreen should be given a Nobel Prize. You can select the mode (radio, navigation, climate, etc.) from clearly-marked icons at the bottom of the screen. Once there, all functions are labeled and segregated in a way that would make Apple envious. Large volume and tuning knobs sit below to make the basics intuitive. Finally, a factory-installed navigation system that’s as easy to program as a Garmin.

Styling is a mix of “General Lee” and “Terminator”. You can see the classic look of 40 years ago in the side scallops, taillamps, fastback roofline and long nose, but style comes forward with a rear wing, front splitter, and expert body shaping that makes the car aerodynamic without cribbing jelly bellys. A drunken Lou wouldn’t miss the 164 LEDS that form Dodge’s trademark “racetrack” taillamps.

Under its taut skin, the Charger isn’t what Grandma thinks it is. The big rear-drive sedan rides on a vehicle architecture derived from the late-‘90s Mercedes E-Class. While those components may be plastic-wrapped couches among current Autobahn-burners, they are wholly world-class on America’s interstates. Stiff body structures allow the firm independent suspension system to soak up rough pavement and clip through corners.

Rounding out the menu, our car came with adaptive cruise control (which automatically keeps a safe distance from cars ahead), Blind Spot Monitoring, Rear Cross Path Detection, and Forward Collision Warning. The later saved my bum by beeping and engaging the brakes to avoid rear-ending a Hyundai. I would have gone to my grave listening to the Alpine audio system.

The V6-powered Charger is sexy enough to flex your gay muscle, and smooth enough for a second glance, but what Dodge offers could easily send you to the Big House. American muscle and German athletics never caused such a ruckus.

Price as-tested came to $34,935.

2013 Dodge Charger SXT
Five-passenger, RWD sedan
Powertrain: 292 hp, 3.6-liter V6, 8-speed automatic transmission
Suspension f/r: Ind/Ind
Wheels: 20”/20” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, muscle
Fuel economy: 19/31 mpg city/hwy
Assembly: Brampton, ON
Base/as-tested price: $28,495/$34,935

Superheroes, your car has arrived.  Whether you’re escaping from evil foes or dating your favorite cat (wo)man, the BMW M6 convertible makes it happen. Some of its features are more the evil-villain type, but it’s all part of the show.

You’ll submit to any superhero contract when you focus your laser eyes on the M6’s slick skin. Our Black Sapphire Metallic example looked like it crept from deep inside a dark cave, shining its way out with LED headlights. Sinister ground effects, slinky 19” alloy wheels, and Michelin ZR-rated tires kept the car grounded. Long and low, the super sled looked super chic with its flying buttress canvas roof that flowed into the rear deck. Batmobiles never looked so good.

If Superman wanted the road-going equivalent of his cape and tights, he’d eat kryptonite for the M6’s 4.4-liter twin-turbo V8 that generates 560 horsepower – enough to press the car from 0 to 62 mph in just 4.3 seconds and to a 155 mph top speed.  (Choose the M Driver’s Package for a pass to 189mph.)  All of that power goes through a seven-speed, double-clutch automatic transmission with manual shift mode.  A car this heavy has no right to be this fast, but you’ll hear no complaints from me. That said, Superman will need a super-size AmEx to foot the M6′s gas bill, given its rating of 14/20 mpg city/hwy.

Spiderman casts a wide web to control the chassis, whether fighting Iceman or the Incredible Hulk.  The suspension and steering can be adjusted for “Comfort”, “Sport”, and “Sport Plus”.  Sport Plus tightens for track days while Comfort softens for touring and commuting.  Active M differentials vary output to the rear wheels for directional stability under full Hulking throttle and for graceful acceleration through corners. But even with special powers like electronic stability control, you’ll want to change the summer tires before the Iceman cometh.

Apparently, The Joker played around inside.  An M-edition heated leather steering wheel with gearshift paddles, heated Merino leather seats, soft-close automatic doors, and heads-up display are divine.  I also appreciated the Lane Change Warning, Lane Departure Warning, and active Blind Spot Detection systems.  BMW’s premium audio system provided this flick’s soundtrack.  Front seats are roomy, but even while wearing tights, Robin would have a snug fit in back.  Craftsmanship abounds.

But, for what evil reason did BMW skip a Park function on the gear selector?  After consulting the owner’s manual, I understand one has to leave the car in either Drive or Reverse, and shut the engine off with the start/stop button, whereby the car automatically goes into Park.  Forget muscles: apparently drivers need telepathic powers.  I’m still no fan of the array of iDrive menus it requires to find favorite songs, adjust the bass, or navigate – all functions that take seconds in a Chevy.  The easiest feature is the power top: one button does it all.

I could get used to this super hero stuff, but there’s no sneaking around Gotham in cloak, because the M6 draws crowds everywhere it goes.  Driving one makes you feel immortal.  While the M6 looks like it burst from a secret Bavarian lair, some parts should not have emerged so fast.  An extra-stellar $122,096 as-tested price puts it against the Cadillac CTS-V, Mercedes-Benz E550, and Audi S5.

2013 BMW M6
Four-passenger, RWD convertible
Powertrain: 560 hp, 4.4-liter Turbo V8, 7-speed automatic transmission
Suspension f/r: Electronic Ind/Ind
Wheels: 19”/19” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, power
Fuel economy: 14/20 mpg city/hwy
Assembly: Dingolfing, Germany
Base/As-tested price: $113,100/$122,095

Scion calls its tiny iQ “the world’s smallest four-seater”, which is like calling a tent with a zipper porch “the world’s smallest mansion”. It’s a stretch for a car that is so shrunken. The back seat is more like a padded shelf, barely large enough for an elf and his iPad. But unlike the iQ’s closest competitor, the Smart fortwo, there’s at least a backseat — and a lot more.

I couldn’t wait to borrow the iQ because I own a Smart. I love my little car no matter what other people think. Sure, it gets blown around in the wind, has just enough space for two with light luggage, and is no friend of snow. The question is, “Does Scion offer a better micro or just a too-late copy?”

Many people confused the iQ with a Smart, often shooting it a grimace as they crept past. The front looks bulldog cute, tough and streamlined with high-set headlamps, a sporty bumper, and swept glass, while the side profile is funky with its curved rear window. Colors like Blizzard Pearl, Hot Lava, and Black Currant Metallic sound sexy, but plastic bikini hubcaps over steel wheels are dollar-store tacky.

For such a teeny tot, the iQ’s cabin feels roomy: front passengers have an enormous amount of legroom. Seats are typical Toyota foam thrones with futuristic fabric, and the winged center dash pod looks like Batmobile offings, but the thick, flat-bottom, leather-wrapped steering wheel is impossible to resist. Check the options list for 200-watt Pioneer audio, USB, navigation, and Bluetooth for hands-free calling and streaming audio. Knee airbags and the first-ever rear-window airbag come standard.

Having spent over 18,000 miles in my Smart, I couldn’t wait to hit the road. During 500 miles, the iQ went to an air show, stirred up rednecks in a campground, and rolled to Chicago for the Chevy Spark preview. The continuously-variable transmission (CVT) sounds like a screaming baby being whipped by a blender, but it gets the 1.3-liter four-cylinder’s 94hp to the front wheels expeditiously. Cruising at 80 mph was almost serene, with power in reserve. Fuel economy of 36/37 mph city/hwy sugars the muffin.

If you’re a micro car neophyte, the iQ will seem incredibly light. To me, it feels more substantial, less sensitive to crosswinds, and better settled at high speed. The car can be tossed into corners without becoming tippy. Credit a lower center of gravity and wider track. I could do without the electric power steering system, but that’s just me being old-school. I can only imagine that the front-drive architecture, assisted by traction and stability control, will blitz winter snow.

If you’re second to the party, you better be first in execution. The iQ is close. It’s not really a four-seater, but ample power, stable handling, and Toyota’s reputation for quality win friends. To me, it feels less special than my Smart, but it’s probably the better choice for most everybody else. A base price of $15,265, or $17,189 as-tested, puts the iQ within grasp of almost anybody.

2013 Scion iQ
Four-passenger, FWD hatchback
Powertrain: 94hp 1.3-liter I4, CVT automatic transmission
Suspension f/r: Ind/torsion beam
Wheels: 16”/16” steel f/r
Brakes: disc/drum fr/rr with ABS
Must-have features: Size, style
Fuel economy: 36/37 mpg city/hwy
Assembly: Japan
Base/As-tested price: $15,265/$17,189

Note: This is a guest post from one of Gaywheels’ newest contributors, Brittany Larson. You can follow her on Twitter at @brittlarson10. Fellow editors: send her a note if you’re looking for another auto writer.

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Ladies and gentlemen, meet the 2013 Dodge Dart.

(In real life, I would pause here for catcalls and a round of applause, but this being the internet, I’ll continue.)

The Dodge Dart was originally released by Chrysler in 1960 as a full-size family sedan. It evolved into a compact by 1963 and was discontinued in 1976. Recently, Chrysler re-released the Dodge Dart, which replaces the Caliber as Dodge’s entry-level vehicle. As far as I can tell, however, the new Dart doesn’t have much in common with the old one, apart from the name of course.

The Original Dodge Dart: 1960-1976
The Dodge Dart of years past can hardly be compared to Dodge’s classics: the Charger and the Challenger. But even so, I’ll admit that in sixteen years of production, Chrysler released some semi-cool Dodge Darts. The problem was, however, that they were too few and far between. Plus, the good ones tended to resemble Chargers and Challengers, so essentially they were no more than glorified copycats.

Like the Ford Taurus in the 90’s and the Toyota Camry today, the Dodge Dart could be found parked in almost every other driveway in the 1970s. It had a slight edge over the Taurus and Camry though, because in addition to sedans, some Dart models were available as convertibles as well. Additionally, throughout its existence, the Dodge Dart was a popular choice for taxicab companies. It would be hard to name a movie made in the 70’s where a Dodge Dart taxi didn’t make an appearance.

The 2013 Dodge Dart
I don’t think we’re in any danger of the modern Dodge Dart becoming as popular as its predecessor, but I’m almost certain that it’s destined to fare better for Chrysler than the Dodge Caliber did — and hopefully better than the Dodge Neon, which is also among the new Dart’s predecessors. Because of Chrysler’s recent collaboration with Fiat, the 2013 Dodge Dart is based the same platform as the Alfa Romeo Giulietta, though the Dart’s stance is slightly wider and elongated.

If you’re in the market for a compact car and are considering the Dodge Dart, you’ll have the choice of two engines, both four-cylinders: a 2.0-liter with 160-hp and 148 ft-lb of torque that gets approximately 25 mpg city and 36 mpg highway, and a 1.4-liter turbo with 160 hp and 184 ft-lb of torque that gets 27 mpg city and 39 mpg highway. Equipped with either engine, the Dart is a quiet ride and has decent handling due to a fully independent front and rear suspension — something of a rarity in the compact class.

As for the Dart’s interior, your socks probably won’t be blown off when you open the door, unless you opt for a premium-trim model tricked out with red accent stitching and a very large LCD screen on the center stack. However, there’s an impressive bit of room for the driver and passengers, particularly for a compact sedan.

In sum, like most compact vehicles, the base trim of the Dodge Dart is nothing to write home about. However, if you are willing to put down some cash ($19,995), you might drive away in a vehicle that is — dare I say it — cool.

That’s right, we love the Miata – and we’re totally cool with it.

Alright, get it out of your system right now. Make all the Miata jokes you like because, if you’ve ever been behind the wheel of this two-passenger drop-top, you know who’s going to get the last laugh. Every time I get reacquainted with the Mazda Miata I instantly fall back in love with its intoxicating mix of sharp handling and incredibly precise manual gearbox (one of the best ever!). The engine routinely surprises me since, with so much thought given to the Miata’s other fine attributes, I’ll sometimes forget that it’s not exactly pokey in a straight line. The 167-bph 2.0-liter inline-four offers a good amount of grunt, a definite step above an economy car, but still far from challenging the likes of Mustangs and WRXs.

Back to the steering and that aforementioned gearbox. Both are incredible, and you find yourself giving the steering wheel a wiggle and shifting up or down through the H-gate because, well, it’s just so much fun. A six-speed automatic is available if you’re not comfy with the manual, but if there is ever a time to learn how to shift for yourself, this gearbox is it.

Less thrilling is the overall head and legroom that, at least for me, isn’t an issue — at 5’9 there’s still some room to spare. Yet for anyone over six feet, you’d better keep the top down permanently and the seat back as far as possible. Each generation of Miata has been a tad less cozy than the one before it, but this remains one of the tightest cabins out there. [The next Miata -- due in one or two years time and being developed in cooperation with Alfa Romeo -- promises another step forwards in terms of cabin comfort.]

As you’ve guessed, luggage room is pretty lousy with only 5.3 cubic feet available. Oh well, all the more reason to pack lightly for a weekend trip and skip the outlet malls on the way back home. The Miata is about driving, not making runs to IKEA. On the streets of New York City it proved the perfect weapon, scything through traffic and squirting down city streets with the top down and engine burbling. And yes, I’ll admit it, my ego was somewhat soothed by the (relatively) butch spec of my test car. The red paintjob and large black-painted alloy wheels and black power retractable hardtop gave the wee Mazda some real visual sting.

Despite being due for replacement in the next year or two, more than a few passersby asked if my hard-top model was a brand new version of the Miata. Purists might prefer the soft-top and, frankly, choosing to fold the roof yourself saves you money – the Miata PRHT in Touring trim starts at $27,540 (not including destination), or roughly $4-grand more than the base model. Then again, there’s a lot to be said for the extra sound insulation, security, and convenience of the powered hardtop. Fuel economy is only okay for a four-cylinder, the Miata returns 22/28 mpg during city and highway driving. For comparison, the 201 bhp Hyundai Veloster Turbo manages 38 mpg on the highway — though it’s strictly a coupe, albeit one with a quirky 3-door format.

The Miata demands some sacrifices but, so long as you physically fit into the car, it remains one of the automotive world’s best performance bargains.

Ford’s Escape has always been the stuffy little nerd that was well-mannered, but never seemed to have much fun. Its attire was as conservative as a tweed suit and the interior was about as boring.

That’s not to say the Escape wasn’t popular. Since arriving a decade ago to give hell to Japanese benchmarks like the Honda CR-V and Toyota RAV4, it has been perfect for urban travel and soft-roading. But clearly, Ford’s compact crossover needed to cut loose and find a good stylist.

With the 2013 model, the Escape has been reborn. Gone is the “two boxes on wheels” profile of the original Escape and replaced by a sleek multi-faceted design influenced by suave silhouettes, like those of the Focus and Fiesta, with a hint of Explorer in the wrap-around taillamps. Ford claims the new model is 10% more aerodynamic. I’d say, at least.

Inside, there is a big expanse of windshield and convergence of curves and angles. It’s a bit busy, but everything is easy to use, and there’s attention to detail. The shifter glides fluidly through its notches, and knobs turn like fine pens. I really like the available heated leather seats, thick leather-wrapped steering wheel, Bluetooth, and deep cupholders. (Hey, I’m addicted to soda.)

Then, there’s SYNC with MyFord Touch that theoretically directs the infotainment system through voice, steering wheel buttons, or touchscreens — if it is in a good mood. My past experiences with SYNC caused cussing when it refused to do something as radical as finding “Elvis Presley” on my iPod, but the new version is better. I almost wore out the cool under-bumper sensor that raises the tailgate with a foot wave.

Hitting the gas brings only joy, even if V6 and hybrid options are M.I.A. The base powertrain is a 168hp 2.5-liter four-cylinder connected to a six-speed automatic transmission. Better are the available 240hp 2.0-liter EcoBoost and 178hp 1.6-liter EcoBoost four-cylinder engines. The turbos deliver smooth, savory torque without burning excessive fossils. All three engines deliver over 30 mpg highway with front-wheel drive.

The chassis is just as sophisticated. Using 25 sensors, the all-wheel-drive system analyzes wheel speed, accelerator position, and steering angle to determine where the driver wants to go and how to best execute his or her demands. Curve Control automatically slows the vehicle if drivers enter a corner too quickly; Torque Vectoring Control helps accelerate through a turn. It’s an impressive amount of technology for a small crossover.

If all of that doesn’t excite you, the 2013 Escape is available with Ford’s BLIS blind-spot warning system and Cross-Traffic Alert that gives a heads-up when vehicles approach from the sides or kids’ toys are behind it when backing.

The coolest feature, though, is the automatic parallel parking system. I’m pretty good at parallel parking, but the Escape is much better.

Still smart, but a lot more stylish, the all-new Escape is sure to make more affluent friends than its predecessors. The 2013 Escape starts under $23,000, but an as-tested price of $31,540 puts it up against lofty versions of the Honda CR-V, Chevy Equinox, Jeep Compass, Toyota Highlander, and Subaru Outback.

2013 Ford Escape SEL
Five-passenger, AWD crossover
Powertrain: 240 hp 2.0-liter T4, six-speed automatic transmission
Suspension f/r: Ind/ind
Wheels: 19”/19” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, power
Fuel economy: 21/28 mpg city/hwy
Assembly: Louisville, KY
As-tested price: $31,540

Americans used to look at micro cars and fantasize about flicking them off the roadways with full-size SUVs or V8-powered muscle cars. Then, gas trucked past $4 a gallon, and we began to think, “Gee, I really don’t need 5,000 pounds of steel and gas-sucking family bus to get to work.” The Smart fortwo, Fiat 500, and Scion iQ soon appeared on U.S. shores. Now, Chevrolet thinks there might be room for an even better micro.

Inexpensive does not have to mean cheap. Chevy’s designers couldn’t get around tall, urban-friendly proportions, but they also sculpted hood edges, carved character lines, and added hood-length headlamps for eye candy. The Spark punches above its modest price point with standard 15” alloy wheels, exhaust that exits through the rear bumper, and chrome accents. Colors like Denim, Lemonade, and Techno Pink brighten gray streets. Considering its micro-price, the Spark is a very nicely styled car.

And it gets better on the inside. Unlike other micros, passengers enter through four doors and have a back seat large enough for real humans (you know, the kind with legs). The body-color trim on the dash and doors, the motorcycle-inspired gauge cluster, French-stitched seats, and leatherette-covered steering wheels feel expensive, even if they’re illusions. So what if the dash and every panel are molded plastic? If you want a Cadillac, buy one.

One thing you’ll never get in a Spark, though, is a CD player. Just as Apple ditched floppies during the ‘90s, Chevy is kicking the silver disc to the curb. Since most drivers walk around with smartphones nowadays, all engineers had to do was create an easy interface and link them in.

Using a touchscreen your great-grandmother could understand, drivers use their USB- or Bluetooth-connected phone to access music, pictures, voice-activated calling, Pandora internet radio, and Stitcher Smart Radio. They can even watch video on the screen when parked. The just-announced BringGo app summons full GPS navigation including Local Search via Google and live traffic updates. BringGo has a one-time charge of $50 — a pittance compared to typical factory-installed navigation systems.

On the downside, if our drive through busy Chicago is any indication, the Spark should probably avoid high-speed tollways. At 2,269 pounds (minus humans), with an 84 hp, 1.25-liter four-cylinder engine, Spark drivers pilot a car 450 pounds heavier than a Smart fortwo with just 12 more ponies under the hood. Add in another 360 pounds (or more) for a couple of passengers, and the situation gets worse. The Spark is an urban car and that’s where it should stay, whether shifted through the standard five-speed manual or optional four-speed automatic transmission. Fuel economy kisses 32/38 mpg city/hwy.

If you want a swifter little Chevy, spend a couple grand more and get a turbocharged Sonic, which will fix many of the Spark’s shortcomings. However, no Sonic comes with a $12,995 sticker like the base Spark, which includes a five-year/100,000-mile powertrain warranty. Lay down $17,500 for one with all the extras.

Chevy hopes that the Spark’s roomy interior, sophisticated style, affordable price, and that same park-me-anywhere spirit that carried Smart to our shores will buoy its bigger micro. We’ll soon know.

2013 Chevy Spark
Four-passenger, FWD hatchback
Powertrain: 84 hp, 1.25-liter I4, five-speed manual transmission
Suspension f/r: Independent/compound crank
Wheels: 15”/15” alloy f/r
Brakes: disc/drum fr/rr with ABS
Must-have features: Style, touchscreen
Fuel economy: 32/38 mpg city/hwy
Assembly: South Korea
Base price: $12,995

I knew it. I just knew someone, somewhere, would complain about the cabin plastics in a review of the 2013 Chevrolet Camaro ZL1. [The guilty party shall remain nameless, for now.] Let me put this to rest: if you’re worried about the grain of the plastic on the door panels, the center console — or anywhere else for that matter — then you’ve completely missed the point of this car. With its 580-horsepower supercharged 6.2-liter V-8, this is officially the most powerful production Camaro to ever hit the streets. Coupled to that snarling and snorting engine is a six-speed manual transmission, or optional ($1,135) 6-speed automatic.

There is nothing subtle about the Camaro, much less the ZL1. Even the base models have that sinister front end, kicked up rear fenders, and lowered greenhouse that makes almost every other car look painfully lame by comparison. The shallow glass also makes parallel parking an absolute nightmare but, hey, if you can afford the ZL1’s base price of $55,250 (including destination), you can afford to park in a lot. Other than the mega engine, the ZL1 package adds a raised aluminum hood, a unique front fascia with curb-scraping front splitter, magnetic ride control suspension, high performance Brembo brakes, 20-inch alloy wheels (20×10 front/20×11 rear), a heads-up instrument display, and a rear-view camera.

The ZL1 is basically loaded with everything you can throw onto a muscle car. Added to my test car was an eye-watering Rally Yellow paintjob with black racing stripes, carbon-fiber hood inserts, and micro-fiber suede on the dashboard. Maybe it’s the latter option that allowed me to overlook the G.I. Joe quality of some plastics in the Camaro’s cabin. My guess, however, is that all it took was the first jab of the gas pedal and the instant roar of the V-8 as the car lunged forward, pushing me hard into the driver’s eat. This car makes you want to drive fast. All. The. Time.

What’s even better is that the ZL1 isn’t a one-trick pony, only capable of going fast in a straight line. Unlike its closest competitor, the even-more-powerful Ford Shelby Mustang GT500, the Camaro has an independent rear suspension. The Ford might dust the ZL1 in a drag race but, if corners are involved, I’d take the Camaro every time. On bumpy New York City streets or on the Turnpike headed to the Jersey shore, the ZL1’s suspension impressed me for being firm and sporty, but not overly punishing. The handling is heavy, as are the throws of the six-speed manual and the calf-strengthening clutch pedal.

But the hairy-knuckled driving manners are consistent and, once you’re used to them, it’s hard to imagine driving a car that doesn’t seem to be itching for a brawl. So long as no one in your posse plays center for the Knicks, there’s room in the back for two adults — though visibility back there is on par with peeking out of a tank turret. The trunk is shallow but still capable of holding 11.3 cubic feet of cargo, which helps to make the ZL1 more than just a weekend plaything. Fuel mileage is pretty god-awful, as you’d expect. The ZL1’s 19-gallon fuel tank runs dry fast when you’re dealing with an EPA certified 14/19 mpg in city and highway driving. Did I forget to mention a $1,300 gas-guzzler tax also comes standard?

But like those cabin plastics, complaining about mpgs isn’t the point of the Camaro ZL1  – or any muscle car, for that matter. You’re paying for the performance, the engine and transmission, look-at-me styling, and the history attached to the nameplate. The ZL1 is addictive and outrageously fun. Case closed.

It’s Saturday night and you’re all set to drive to the Cedar Springs area in Dallas, or Boystown in Chicago, or South-of-Market in San Francisco.  Thank goodness you’re driving the compact yet classy Mazda3, because parking will be tight.

Measuring in at 104 inches long — just two inches longer than the Ford Focus — the Mazda3 can get in and out of tight parking spaces with ease. People who’ve driven it frequently agree that it’s a great little all-around car.

Admittedly, there’s nothing all that spectacular about the Mazda3, but that’s what makes it such a great ride. If all you need is a reliable vehicle to get your from Points A to Z and all hot spots in between, the Mazda3 is the place to start (and maybe end).

Anti-lock brakes, halogen headlights, power mirrors, traction control, and an anti-theft system are just a few of the standard features that come with the Mazda3. All engines are four-cylinder, and mileage can run as low as 20 mpg in the city and as much as 40 mpg on the highway. The base model starts at $15,000, and the fully-loaded one goes as high as $25,000.

But why take just my word?  Whenever you’re shopping for a new car, always do your homework.  Here are websites with reviews that I feel are accurate and reliable:

TheCarConnection gushes about the Mazda3′s handling, stability, and class-leading steering feel, as well as the swanky interior — though road noise can be a problem.

Edmunds.com also finds the Mazda3 to have very good control on the road, gripping it with firmness not normally displayed in a small car.  The grip may be a little too firm, they add, as many small car drivers are used to the “softness” of, say, the Toyota Tercel.

U.S. News and World Report, always a reliable source for new car information, gave the 2012 Mazda3 a ranking of six (out of 41) in the Affordable Small Car Category, citing the model as having both great gas mileage and great performance.

About the only downside that most reviewers find — myself included — is that the Mazda3 is not just tight with parking but, unfortunately, it’s also tight on interior space. Getting in and out of the backseat is tough, even if you’re an adult of average build, and being comfortable in the backseat is also more of challenge than it should be. Children and pets, though? Perfect.

The only other aspect that I disliked was the navigation and control screen, which is available on the higher-end trims.  The screen is too small to be useful, and in some ways it’s a distraction, though the actual navigation system itself is quite useful.

Best of all, the 2012 Mazda3 is virtually identical to its slightly younger 2013 sibling — and at sites across the country, the 2012 model is going on sale, as dealers work to make room for next year’s models. If you’re looking for a reliable car to move around the city with ease, you’d be smart to check it out.

The fifth generation Lexus LS will soon arrive at dealerships, bringing with it a new look inside and out, as well as updated technology. Lexus has redesigned the flagship sedan for 2013, incorporating the bolder, more aggressive lines which were seen most recently on the new ES.

The new spindle grille is the centerpiece of the Lexus redesign, which also includes a peaked hood and much more aggressively sculptured sides and rear, and full LED0powered lighting will be available. A new F-Sport model joins the lineup, featuring even more aggressive fascias front and rear, deeper side body skirting, 19-inch wheels, and 10 mm lowered suspension.

The interiors are heavily revised as well and revolve around a new 12.3 inch multimedia display screen, which has been moved up closer to eye level for easier interaction. This screen can show three different displays at one time — displays like a map, route guidance, and audio system information — all available at a glance. There are also new options such as the Advanced Pre-Collision System (PCS), a Blind Spot Monitor with rear Cross- Traffic Alert, and improved Lane Keep Assist with a Lane Departure Warning.

The revised model lineup includes the LS 460 and the LS 460 AWD, the LS 460 L and LS 460 L AWD, the new LS 460 F Sport and the LS 460 F Sport AWD, and the LS 600h L Hybrid. The new LS is in reality a major restyle inside and out, rather than an all new car. Lexus tells us that about 3,000 parts are new or modified, or about half the total. The basic dimensions of the LS — including wheelbase, width, height, and track — are unchanged, and the overall length varies only incidentally. Chassis rigidity has been improved, and the optional air suspension has added Sport, Sport S+, and Comfort modes to its driver selections.

The car has a far more distinctive presence than its predecessor. The spindle grille is fitted into a bolder fascia, and the aggressive peak on the hood makes a strong statement. Overall, the car seems much sportier and more expressive than the old LS, and is likely to appeal to a younger range of buyers. The ES lines translate well onto the flagship sedan, and that’s a good thing for Lexus overall. Incidentally, of the ten exterior shades, five are new for 2013, and the darker shades really set off the new look.

Perhaps the biggest change to the LS is on the inside. The instrument panel is redesigned with a horizontal theme, with a new 12.3 inch multimedia display at the top of the stack and placed under a deep hood. The console is less prominent and more of a supporting player than in previous generations. The quality of the interior materials is superb, with nary a trace of the Toyota heritage even remotely discernible.

While the interior color choices are fairly typical, the black leather with saddle accent was quite tasteful, and the new “Flaxen” tone gives an interesting baseball glove effect. There are five choices of interior trim: Walnut, Matte Finish Ash (which looked the least real to me), Aluminum (for the F Sport), Bamboo (for the Hybrid), and a stunning new Shimamoku, which is made of layers of Agathis wood and finished to a dramatic black and gray effect. It’s a car trimmed like a high end guitar. Lexus has also done quite a bit with ambient lighting, creating displays that welcome the driver and say goodbye when the drive is over, although during our daytime driving I wasn’t able to notice the effect.

Driving the LS has always been a pampering experience, and there’s nothing in the new LS to change that. The car is masterfully quiet, and the ride is superb. The 4.6-liter engine develops 386 horsepower (359 in the AWD version I drove), and again, if one phrase applies, it’s “smooth”. The handling is beautifully serene, but I didn’t mistake the big LS for a 7 Series — or even a Ghost, which is my absolute favorite big sedan. Lexus is clearly trying to make a statement with the F-Sport version, and I regret that I only had one brief ride in it, but it didn’t feel dramatically different than the LS 460 to me, and it shared the exact same drive train — like getting the Sport package on certain Mercedes sedans instead of a full AMG package. Perhaps a real LS-F might make an appearance if the F-Sport proves popular, but I still saw the LS as being a luxury sedan overall.

In short, despite the more aggressive exterior styling, the driving experience is pretty much what we’ve come to expect from the LS: supremely comfortable, technologically advanced, safe and reassuring, but you won’t be looking for the Porsche crest on the hood. And that’s not criticism as much as it is an understanding of where the Lexus fits among the high-end flagship sedans. It does everything well, with a very high degree of technology, but it’s not the most sporting ride on the market. It’s a bit like the old Airbus vs. Boeing argument: Airbus prefers that computers fly the plane, while Boeing leaves the job to pilots.

And nowhere is the technology more visible than with Lexus’ Advanced Pre-Collision System, or PCS. We were treated to a real world demonstration, which means being strapped behind the wheel and asked to drive the car right into a barrier at 25 mph. It is extremely counter-intuitive to rush toward a barricade and not slam on the brakes, but I truly didn’t have to — the LS flashed BRAKE across the display and stopped the car without incident. All in all, I came away highly impressed. (Catch a video of the nerve-wracking fun below.)

To summarize, there’s a lot to be impressed about with the new LS. The pre-production examples we drove were supremely luxurious and loaded with electronics: 14-way seats, Climate Concierge Air Conditioning, 18-speaker Mark Levenson audio, a very user-friendly Navigation system with a huge 12.3 inch display, and our LS 460 L even had the available four seater Executive Class seating that could put many a stretch limo to shame. But it’s still more of an Airbus than a Boeing, and that will be just fine with many of the flagship sedan drivers out there.

It’s midweek and I’m cruising down the interstate when I come up behind one of the Passat TDI’s diesel brethren from a few decades prior: an early 1980s Mercedes.

The tortured Benz is loud, emitting a voluminous black-gray smoke screen. Judging from its lack of ability to pass a semi, I assume it’s a non-turbocharged 300D. A quick look at the trunk lid badging confirms it.

Back in the 80s, I’m not really sure what the appeal of the 300D would’ve been. It wasn’t the diesel’s fuel economy, which fell between the high 20s and low 30s: gasoline was $1.20 a gallon, and luxury buyers wouldn’t have thought twice about filling up at that price. It wasn’t the 300D’s performance either: it arrived with a meager 83hp, 120 lb-ft of torque, and without the turbocharger, it had “John Deere” acceleration qualities.

However, the car did have one redeeming quality: the diesel motors in the 300 were built to be absolutely bombproof. The first 100,000 miles were simply the break-in period. These days, to see Mercedes 300Ds reaching half a million miles or more isn’t uncommon. The one I’m passing on the highway looks as though it might be past the half-million mark, but there it is, still going. Well, sort of.

Pulling my mind back into the cabin of the Passat TDI, the contrast is pretty stark. I’m driving at a casual 72 mph, and the car isn’t even breaking a sweat, humming along at 2200 rpm. No diesel racket, no smelly gray cloud, no lack of ability to pass at highway speeds.

Thirty years of diesel technology advancements has turned a car that roared, coughed and smoked into a sedan that behaves like all the rest and sips diesel at a miniscule rate.

Same, but different

Walk onto a Volkswagen dealer lot, and the only real visual cue to tell the diesel Passat apart from the gasoline model is “TDI” badge on the back.

Once you pop the hood, you’ll be face to face with the TDI’s biggest change: the 140hp, 2.0L four-cylinder turbo-diesel engine. As with all diesels, it’s the 236 lb-ft of torque that really gives the Passat TDI its oomph.

Past the different power plant, the other significant change is waiting for you in the trunk where the urea filler spout is located. Urea, or AdBlue as VW dubs it, is a liquid that’s injected into the exhaust, greatly reducing the terribleness of diesel exhaust and allowing the car to meet U.S. emissions regulations. That might sound like an added hassle, but one tank of urea in the Passat should last you 10,000 miles, and is timed to be part of your regular oil changes.

If the urea tank does happen run low, as it did during my week with the Passat, the car gives you something of a stern warning, but it comes well in advance of the urea tank going bone-dry. With 800 miles of urea range remaining, the warning light advised that the engine would not be able to start once the tank was empty.

The good news is, a gallon of urea cost me only $6.99 at a local auto parts store and took all of three minutes to buy and pour into the tank. If you can’t manage to do that within 800 miles, the problem might be sitting in the driver’s seat.

Both the diesel and gasoline-powered Passats feature a six-speed DSG transmission that is Michael Phelps, race-day smooth. You’ll barely feel the first two shifts, and you’d have to have your eyes glued to the tachometer to know the cogs are swapping once you’re into third gear.

MPGs

The Passat TDI is a purpose-driven ride. It’s meant to be a comfortable, mid-size cruiser that gets phenomenal fuel economy, and it reaches those goals with ease.

The interior feels quite large, front and back, and the materials haven’t been cheapened in the way that the Jetta’s have. I’m pretty sure that the only people fingering dashboards these days are automotive writers, but if you feel the need, you’ll find it’s fairly soft. More importantly, the eight-way power seats are “drive all day” comfortable.

The most impressive part — and the reason you’ll buy this sedan — is the fuel economy. With the automatic transmission, the EPA says the Passat will get 30mpg in the city and 40mpg on the highway. However, that’s not really accurate.

One of the quirks with diesel engines is that it takes longer for them to break in than gasoline motors. In fact, 10,000 miles is the number most TDI aficionados use for a good break-in period. During that time, the piston rings in the engine will become better seated and the compression in the engine will improve. The end result is even better fuel economy.

The Passat I drove had nearly 17,000 miles on it by the time I slid behind the wheel, so this diesel engine should’ve been operating much closer to its full potential than a brand-new one. Much of the driving I did was on hilly roads, and with a less-than-light foot. Despite that, the Passat still averaged 42-44mpg. That’s 2-4 mpg above the EPA highway rating, and all while driving like a teenager who’d just got his license and the keys to dad’s car.

Once I eased off the throttle and returned to a regular pace, the mpg started creeping towards 50 mpg. Use the cruise control for all your highway driving, and a mileage number beyond 50 mpg wouldn’t be out of the question.

On the downside, the Passat’s fun factor rates somewhere around “mashed potatoes”. The suspension is tuned for comfort, not cornering. There is a decent helping of body roll, and over large bumps or rough road, the Passat can feel downright floaty. That’s great if your mom is in the passenger seat, but not so good if you want to go hunting for the corner apex.

Additionally, the turbo lag is pretty noticeable. Floor the accelerator, and for the first two seconds, not much happens. That can make jumping out into traffic from a dead stop a pretty interesting gamble. Once the turbo is spooled up, power delivery is adequate.

The Highway Choice

In the end, I can forgive the Passat TDI for not being a sport sedan because that isn’t what it’s supposed to be. In the same way that a hybrid or electric car makes sense for city drivers, this VW makes huge sense for people who spend most of their commute on the highway.

Unfortunately, a fun-to-drive diesel doesn’t really exist in the U.S. market yet, but a midsize sedan that can achieve 50+ mpg can’t be ignored. Going out to the car the next morning and thinking, “Didn’t the fuel gauge say that yesterday morning?”, wasn’t a bad feeling at all.

2012 VW Passat TDI SEL
Base price: $32,915
Destination: $795
Total: $33,710

Flashy rides and flashy guys: nine times out of ten, both are frontin’ for what they don’t have. But if your blinged-out boyfriend has cash to spare, then it’s not bragging, it’s just fact. The same is true with the 2013 Mitsubishi Lancer Evolution.

Pedigreed through decades of tearing up the rally circuit, Mitsubishi’s little Lancer transforms into a terror when endowed with Evolution (Evo) upgrades. The most obvious are the Evo’s 18” alloy wheels shod with summer tires, a rear air diffuser, flared fenders, fender gills, and hood heat extractor vents. Look closer, you’ll notice that the hood, front fenders, and roof panel are made of aluminum – all to keep weight at a minimum.

Slip inside, and you might believe that the rib-gripping, leather-upholstered, Recaro buckets and steering wheel were sent down by God, but you’ll wonder why his pit crew didn’t upgrade the cheap dash plastics and door trim. On the infotainment deck, there’s no USB port (a staple in nearly any car today), but thankfully, Bluetooth is standard. Automatic climate control freezes the air — in my case, in 95-degree heat. Heated seats, keyless entry/starting, driver’s side knee airbags, and a thumpin’ Rockford Fosgate audio system win raves.

Cults form around the Evo’s 2.0-liter, DOHC four-cylinder engine, fortified with a twin-scroll turbocharger and intercooler to generate 291 hp and 300 lb.-ft. of torque. My GSR test car was blessed with a five-speed manual transmission that allowed me to rev up the banshee to 7,000 rpm on my own terms, but you can also get one with a six-speed, paddle-shifted automatic. Although those specs may not sound any more impressive than a V6 Camaro, the Evo brings on power in waves of turbine ecstasy that will have you giggling. No so funny? You’ll burn gas at a rate of 17/23 mpg city/hwy.

A tall sixth gear could work wonders with the fuel economy, but nobody buys this car to save money. They want to feel that turbo-twisting all-wheel-drive. To manage power on all roads, the system features an active center differential, active yaw control rear differential, and limited-slip front differential — all above the safety net of electronic stability control, electronic brake-force distribution, and Brembo discs. Unlike in rear-drive sports cars, it is nearly impossible to upset the Evo, even while acting like a petulant child. Stomp the throttle, or go in easy, because it doesn’t really matter.

To get some road time (and to see J-Lo in person), my sister and I took a six-hour drive to Chicago. I liked the Evo’s seats myself, but it was a little difficult for my sister to make a graceful exit. Whether on city streets or interstate, the ride was firm, but soaked up rough pavement without shaking teeth. A front tower brace kept the body from quaking. Trunkspace was mostly devoured by the audio woofer, and seats didn’t fold, but otherwise, the car seemed livable as a daily commuter. Even my sister loved shooting out of toll booths.

Not everybody will understand this car, but those who do will swear their allegiance on the spot. An as-tested price of $39,190 seems a bit steep, but one drive will change your mind.

2013 Mitsubishi Lancer Evolution
Four-passenger, AWD sedan
Powertrain: 291hp 2.0-liter T-4, 5-speed manual transmission
Suspension f/r: Ind/ind
Wheels: 18”/18” f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Turbo, AWD
Manufacturing: Mizushima, Japan
Fuel economy (city/hwy.): 17/23 mpg
As tested price: $39,190

Lexus has always been about restrained decadence. It’s the luxury brand for those who want cocoons of excellence without the ostentatious flare of American and German marques. But like Audrey Hepburn in My Fair Lady or the clueless bros on Queer Eye for the Straight Guy,  if you dress a Lexus in a new grille, slap on some alloys, and wire in LED taillamps, you get a hottie worth taking home. Re-designed for 2013, the Lexus GS rolls into its new skin.

The GS’ first outing was the Concours d’Elegance in Pebble Beach, CA — a decadent palace of pleasures encrusted with the world’s finest classic motorcars. Yet, somehow, the new GS with Lexus’ trademark “spindle” grille, S-shaped rear windowline, conservative profile, and 17” alloys seemed unfazed by its surroundings. The sedan is not the style-hound of previous generations, but put it alongside the Infiniti M37, Mercedes E350, BMW 535i, or Cadillac XTS, and it still carries itself well.

Decadence rages inside. My partner nearly dropped coffee over the widescreen display that takes a full third of the dashboard. The heated and cooled leather seats with extendable cushions, stitched-dash coverings, wood and leather steering wheel, and big comfy heated rear seats are for made princes (and princesses). So are the cabin-filling audio system, three-zone automatic climate control, Bluetooth, heated steering wheel, rear sunshades, and backing camera.

I’m not so much a fan of the mouse-stick controller that works in conjunction with the big screen. Haptic feedback lets you know when you’ve selected a function, but should we be encouraging anybody to use a mouse while driving? Lexus seems intent on rolling out this system on every model. Buttons work just fine. Fortunately, that’s only the preamble to an otherwise enjoyable ride.

Step on the throttle and she’s a screamer. No longer available with a V8, the new GS checks itself in this environmentally-conscious age and moves about with a standard 306 hp, 3.5-liter V6 that romps from 0-60 in a scant 5.7 seconds on the way to a 144 mph top speed. Rear-drive is standard, but you should go full-on and check the box for all-wheel-drive. Fuel economy is rated 19/26 mpg city/hwy.

As is often the case, you can have a lot of fun with this up-tight conservative by twisting its big knob and pressing its buttons. Turn the big aluminum dial in the center console to the right for “Sport” and “Sport+” modes, to the left for “Eco”, or pump it for “Normal”. Sport modes make the throttle more sensitive, tighten the steering, and firm the electronic suspension. Eco makes your right foot work harder for its reward and saves fuel as a result. Normal is perfect for daily driving, keeping the steering light as the suspension floats over highways and potholes. It’s like having three dates at once.

At first glance, the GS 350 isn’t especially exciting. The interior is sumptuous and its engine is powerful — just like other luxury cars. However, like other Lexus models, the car’s beauty and overall competence are hard to deny. It defines responsible decadence. Our loaded GS 350 AWD with the Luxury Package came to $59,759.

Storm forward!

2013 Lexus GS350
Five-passenger, AWD sedan
Powertrain: 306 hp, 3.5-liter V6, 6-speed automatic transmission
Suspension f/r: Ind/ind
Wheels: 17”/17” alloy f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Seats, chassis, 0-60 mph: 5.7s
Top speed: 144 mph
Fuel economy: 19/26 mpg city/hwy
Assembly: Japan
As tested price: $59,759

Note: this is a guest review from one of Gaywheels’ newest contributors, Sam Miller-Christiansen. You can follow Sam on his website, on Twitter, and on YouTube.

* * * * *

Stereotyping is one of LA’s favorite past times. This constant need for categorization can make-or-break people, places, and things. German luxury cars are of course included in this: BMW has performance (people who wear bright colored polos with obscure Tour-de-France logos on them and backwards baseball hats), Mercedes has luxury (old people), and Audi has design (people who name their first-born Neutra and claim to want to move to France because everything is ‘just so effortlessly chic there’).

The Audi A5 emerged in 2008 as one of Audi’s flagship “design” vehicles along with the TT, R8 and the new A7. For 2013, Audi has updated the A5 to keep it fresh and fighting in a very competitive, style-driven segment. As Audi learned with the TT, messing with an ionic design is always risky business. Does the updated 2013 Audi A5 still have that head-turning quality it needs to keep rank in the valet-cache based value system of LA’s car culture?

EXTERIOR

If there is one thing Audi knows, it’s how to design a car with breathtaking proportions. With it’s undulating sides and low, chopped greenhouse, the A5 exudes swagger. Yeah, I know, I used “swagger”, but just look at how well those haunches rise up to meet the steeply sloping rear window. It somehow manages to deliver that longer/wider/lower look of late 1960s Detroit muscle cars without actually being obnoxiously large. It’s muscly without being corny, elegant without being feminine.

Of course the crown jewel of the Audi A5 has always been THAT FACE. Sure it looked pretty in photos but then you saw one of these puppies passing you from the opposite direction in real life, and it was like a bull with LED horns. Angry, purposeful, and well…just bad-ass.

So you could say Audi took a bit of a gamble by changing THAT FACE on the 2013 A5. The 2013 A5 emerges with a more finely detailed and sculptural front facia. The original blocky headlights have been swapped out for more expressive units that taper inward as they meet Audi’s updated, bevel-cornered grill. The dotted LED light horns have been replaced with complex, wrap-around light pipes, burning in an eye-searingly pure white. From the front, the updated A5 could easily pass for Chernabog himself. Around back you’ll find slightly updated taillights with Audi’s signature “not amused” looking light pipes and a lightly re-imagined lower bumper facia.

Yup, it’s still got it.

INTERIOR

To keep ahead of the competition Audi has updated the 2013 A5’s interior in some meaningful ways.

The overall design remains extremely driver-focused. Controls fall readily at hand. A large sunroof overhead lets light flood the cabin and can be tilted to let in some fresh air (but oddly can’t be slid back). The Germans can be ruefully withholding at times.

Materials and build quality are best-in-class, which is expected in an Audi. Aesthetically, greater use of gloss black trim enhances contrast to visually brighten the plastic surfaces. Aluminum trim pieces now adorn many switches like the climate controls and window buttons adding a more precise look and feel to those controls. A new three-spoke steering wheel shared with the A6 finds its way into the A5 cockpit as well, looking more upscale with it’s finer detailing and more intuitive button arrangement.

Functionally the biggest change to the A5’s cabin is the addition of Audi Connect. Audi Connect comes as part of the standard navigation option and includes a high-resolution screen, updated 3D graphics, navigation with Google maps, Google voice search, and a WiFi hot spot that allows eight other devices to join your car’s wireless network.

Overkill? Not really. In practice, the Audi Connect system integrates smartphone quality navigation and search functions into your cars hardwired controls, upping safety and convenience. The downside? You’ll have to shell out $30 a month for a T-Mobile data plan to keep all that sweet, delicious data flowing to your new Teutonic baby.

THE DRIVE

Quattro. Quattro, quattro, quattro.

Audi’s ubiquitous AWD system is clearly the star of the A5 driving experience, and thankfully, it’s standard on all American A5s. Quattro provides so much grip that you’d be inclined to think you’re a better driver than you really are. Quattro has the ability to actively send power where it’s needed making everything from driving in the rain to driving like you stole it that much more controlled and engaging.

On the power side of things, Audi offers the A5 with one engine option, its omnipresent 2.0-liter turbocharged, DOHC engine featuring 211 hp @ 4,300 RPMs. That may seem puny on paper, but the real story is over in the torque department. With 258 lb-ft @ 1500 rpm, this fairly small engine really performs far better than its meager size might suggest.

For those wanting more power you can spring for the S5 which comes with a 333 hp, supercharged V6. For the even more power-hungry there’s the RS5, with a beastly 4.2-liter V8 making 450 hp. For most, the base 2.0T will be plenty of power and offers impressive fuel economy for its class, delivering 20 mpg city and 30 mpg highway. I was able to achieve 35 mpg on a highway trip up the coast to Santa Barbara.

SIMPLY PUT

The 2013 Audi A5 is able to blend stunning design, a sumptuous cabin, wonderfully neutral handling, and a luxurious over-all experience in a way that few other GT coupes can. Still, at the end of the day it will probably come down to THAT FACE, which, like Glenn Close in Fatal Attraction, refuses to be ignored.

As I thanked and reluctantly said goodbye to my hosts after driving the 2013 Subaru XV Crosstrek on the north shore of Oahu, Hawaii, I came to a grateful conclusion: it all could have been so cliched, but it wasn’t.

On my drive to Honolulu International Airport, inbound traffic was moderate and moving well. Afternoon rush traffic headed out of the city was thick and stagnant. Among the masses were lime-green tour buses full of pasty, puffy tourists, their faces pressed against the glass in unison, looking where told, when told. I imagined them being herded from one artificial experience to another, culminating with a lackluster luau. And when it was all over, they wouldn’t fly home to Subarus, I was pretty sure of it.

Too bad. Reaching showrooms soon, the XV Crosstrek joins the compact crossover game and could very well rewrite the rules. Like the former Outback Sport, the XV Crosstrek is based on the Impreza, though this effort is far more butch.

Unique body cladding and several model-specific panels ride atop a hiked-up chassis with an impressive 8.7-inches of ground clearance and 17-inch silver-on-black alloy wheels at the corners. Under the hood, Subaru’s 2.0-liter boxer engine is on duty with 148 horsepower at 6200 rpm and 145 pound-feet of torque at 4200 rpm. It’s no tire-shredder, but it’s up to the challenge.

Inside, that trademark boxer engine snarl is subdued, as are tire and wind noise. The spacious cabin isn’t as extroverted as the exterior, and that’s perfectly fine. Ergonomics are excellent in the front and rear seats, with thoughtful drink and storage recesses throughout.

Subaru didn’t ignore past grumbles about interior finishes and materials when it redesigned the Impreza. Likewise, the XV Crosstrek benefits. It’s still no bespoke Rolls-Royce, but remarkably few Rolls owners transport slobbering dogs, rusty antiques or muddy mountain bikes. Nor can they fold their rear seats for up to 51.9 cubic feet of space. In other words, the Subie is a pleasant place to be, yet still stands up to active lifestyles.

I stayed fairly active, rowing the five-speed manual gearbox — standard in 2.0i Premium trim only — for which Subaru revised first- and fifth-gear ratios. Believe it: off-road driving on Kualoa Ranch revealed long throws between first and second, and difficulty settling on one gear and a sweet spot for trail speed. It was either a matter of revving high or bogging down. In fairness, I am accustomed to a six-speed manual in my daily driver. On the plus side, incline start assist was appreciated and the gearing proved much less an issue on gentler grades and pavement.

Optional for 2.0i Premium models and the sole choice in the 2.0i Limited package is a CVT automatic. Its paddle shifters can emulate six gears when called upon for enthusiastic spurts, passing, or off-roading. I found it the better all-around choice. It’s surprisingly smooth and efficient, whether crawling over rocks and mud or accelerating onto the highway. On top of that, EPA figures echo Subaru’s estimates of higher fuel economy with CVT cars (25 mpg city/33 highway) than those with conventional stick shifts (23/30).

On an economically random note, the little nubs at the tail end of the roof rails are there for a reason. Subaru engineers found they add one mpg. Now you know.

Either way, symmetrical all-wheel drive is standard, though CVT cars are paired with a more sophisticated system. Both are seamless in operation; neither give you drama when conditions get dicey. The test cars’ all-season Yokohama tires delivered a reasonable compromise of comfort, grip and noise on all surfaces.

So it’s great off-road, but what about the open road?

In paradise, “open road” is a relative term. In contrast to car chases depicted on the updated Hawaii Five-O (or if you’re of a certain age, the original), most of the outlying streets and highways I covered were saddled with 35- or 45-mph speed limits, though I did cover a blistering 60-mph stretch on Interstate H-1. The few twisty sections and hard acceleration attempts I could manage found the XV Crosstrek to be no threat to its BRZ and WRX kin, but still willing to play along. Boasting the lowest center of gravity in its class, responsiveness felt sharper than other crossovers. More than once, I underestimated its cornering stability, exiting apexes to realize I could’ve taken the curve a good 10 mph faster.

Pricing for this four-wheeled Swiss Army knife has yet to be finalized. Anticipate $21,995 for 2.0i Premium spec and the five-speed manual. The XV Crosstrek is impressively equipped as-is, so options will be limited to transmission, moonroof, and navigation packages. For 2.0i Limited models, the price of admission will be nominally higher, as are the appointments. CVT, leather seats, rear vision camera, and upgraded stereo are some of the highlights. In this guise, moonroof and nav are offered together.

Even with Subaru sales at record levels and the XV Crosstrek only likely to help, I still can’t imagine those bus-bound tourists rushing to their dealers back home. Fine. Let them settle for the cliched experience. For the rest of us, the 2013 Subaru XV Crosstrek is a must to test-drive.

Over three days in the Outer Banks of North Carolina, we put two versions of the 2013 Subaru Outback through their paces on the road and in the sand dunes. Our goal? To explore the cars’ limits and to test the EyeSight driver-assist system.

On the road, both cars handled as you’d expect: solid at high (legal) speeds, with good braking and handling. We drove both the 2.5i liter and the 3.6R liter versions, and while there is an 82hp difference and a torque differential of 73 lb-ft, the cars perform in much the same way. Clearly, the 2.5i has less pick-up, and with the Lineartronic CVT transmission it feels a tad more jumpy, but otherwise the rides are very similar.

Despite looking much bigger from the outside, the 2013 Outback is actually on a shorter wheelbase than previous models and just a bit wider, taller, and longer. Inside, the big news (for big guys like me) is that the rear-seat leg room has greatly improved: the rear seats recline, and there is now an a/c duct in the middle console. The trunk has gotten wider, and there is a bit more headroom, too.

For reference, my daily driver is a 2005 Outback 2.5XT, and the 2013 is a significant improvement. Now if I could just get it with a turbo, I might replace mine….)

EyeSight

EyeSight is an all-new driver-assist system based on two interior-mounted cameras. When engaged, those cameras scan the area in front of the vehicle for vertical surfaces that represent a car, a wall, or any other significant obstacle, as well as track lane demarcation lines. The system supports adaptive cruise control, lane departure warning, and blocked acceleration avoidance.

Here’s an overview of some EyeSight-related features:

Crash avoidance: In essence, Subaru pairs this system with EyeSight to slow the car down (and eventually apply full brake pressure) if you approach an obstacle at a speed that could lead to a crash if braking were not applied.

Adaptive cruise control: Say that your cruising speed is set to 65 mph. If the vehicle in front of you slows down, your Subary will start to slow down, too. Should the person in front pick up speed, you automatically speed up to the preset speed. For EyeSight to work, however, the vehicle in front needs to be “acquired” by the system. The range limit for acquisition is 80 meters, or about 262 feet and change.

Sudden acceleration accidents: Pretend you’re merging onto a highway. The person in front of you accelerates, then has second thoughts and stops in the merge lane. Now, you’re looking over your shoulder, trying to find your way around this schmuck and onto the highway. You let your foot off the brake, preparing to make a run for it, but completely forgetting that there’s a car still parked in front of you. The EyeSight system notices that car and cuts off the acceleration, giving you time to notice and apply the brakes before rear-ending the aforementioned schmuck.

The EyeSight driver-assist system is a very nice frill, but with an MSRP of $1,295 (not including the required navigational system option), it’s not a must-have feature.

By the way, that navigation system is all–new, introduced in the 2012 model-year Impreza. It will be the new standard for the 2013 BRZ, XV Crosstrek (which we’re testing in Hawaii in a couple of weeks – tough life, we know), Legacy, and the Outback. Like all the navigation systems we’ve tested, it took some trial and error to get the system to understand our voice commands and connect to Bluetooth, but overall the system is on par with navigation systems in this class of vehicles.

Going off road

According to Maritz research (supplied by Subaru), Outback owners are three times as likely as midsize SUV drivers to go off-road at least monthly — so naturally, we took the two Outbacks to the beach. We spent most of our time on the hard sand, occasionally diving into the low waves.

We only got stuck once, thanks to some driving tips from Subaru: maintain momentum, gear down, and turn traction control off.  It seems that the combination of torque, weight, and maneuverability allowed us to do what other vehicles could not. The 2.5i we drove weighed 109 lbs less than the 3.6R, and with the significant difference in torque and hp, I figured it would struggle up the deep sand. It didn’t.

With the introduction of the 2010 Outback in the summer of 2009, the Outback’s share of Subaru sales grew 10% to comprise 36% of sales. I suspect that the introduction of the 2013 Outback will further solidify its position as the dominant vehicle in the Subaru portfolio. And rightfully so: it’s a versatile and capable vehicle at a very reasonable price point.

– Peter Sorgenfrei

I loved my 1983 GTI. I’d waited for months for it to arrive, stopping by the local VW dealer at least once a week to see when they were going to get one. When the little black screamer finally showed up, I quickly sold my late model Scirocco and ran over to claim it, not really bothering to worry how a college student would even pay for the damn thing. Oh, and car geek that I am, I even took pictures before they rolled it off the showroom floor: black with red sport seats, sunroof and electronic stereo, six speed and sunroof. I had them add Autobahn driving lights and that was about it. It was fast– much faster than the Scirocco, and the Pirellis seemed to stick like glue. I was in Hot Hatch Heaven.

By the time the redesigned 1985 model came out, I was working for one of Detroit’s Big Three. I got an ’85, also in black, and hoped no one noticed. It was a risky plan. The ’85 had more sophistication — a much better ride, power steering, and more subdued cabin materials — but it wasn’t quite the same balls-out fun. I don’t think I’ve ever had another new car that delighted me quite like the ’83.

I wasn’t thinking of my long lost GTIs when VW called to offer me a chance to drive the new Beetle Turbo. Frankly, I wasn’t much of a fan of the “New Beetle”, finding it longer on promise than on substance and just too “chicky” for me. The bud vase was too gay even for me, and the whole thing just seemed too cutesy. I don’t care if the ’73 Super Beetle had one giant gauge: I hated the damn thing. Besides, the interior was a sea of unhappy plastics.

But the 2012 redesign intrigued me. I thought the lowered silhouette held promise and liked the sportier, more masculine styling. The body shaping is sleeker and the frameless door glass added sophistication. It’s as if the Beetle became a 356. I started thinking of my old GTI as I looked at the Beetle Turbo.

I turned the key and the comparison seemed more apt. The 20.T Turbo engine produces 200 hp and 207 lb/ft of torque — well above the measly 90 hp of the ’83 — but it had the same sound. The cloth sport seat interior looked familiar and felt like a favorite chair. And the shifter felt exactly the same, except that the Beetle has the sixth gear that my old GTI needed so badly. The dash was much more GTI than Beetle with a full complement of gauges, including a tach and even a chronometer that I never used (and VW sure loves that oil temp gauge, don’t they?) nestled in a handsome carbon fiber fascia.

My test car was interesting, both for what it had and what it didn’t. It was a base Beetle Turbo with the Bi-Xenon Headlamp and 19″ wheel package ($1000) and that was it. It came with standard Turbo features — sport suspension, six speed manual, all season tires, alloy pedals, fog lamps, rear spoiler, sport seats, leather covered wheel and shifter — and nothing more. No navigation, no satellite radio, no parking sensors or backup cameras or trip computers or automatic missile launchers. In short, it was just a well-performing car. Including delivery charge, the car listed for just $25,165 — the lowest priced car I’ve tested all summer. And just like my snarky ’83, it was the most fun as well.

In short, I was charmed by the six-speed Turbo well beyond my expectations. The Turbo 2.0 is smooth all through the range, the shifter is a delight, the ride is smooth and sure-footed, the car corners in the best GTI tradition, it’s handsomely tailored inside and out, the sport seats fit me perfectly, and doesn’t need to have all the options to be a great deal of fun. In fact my base car with six-speed and wheels might be just the ticket.

Nothing is perfect, though. I still can’t figure out how to open the hatch properly, and the lack of trip computer kept me from bothering to track the fuel economy. Still, I loved the car and was trying to think of a credible way to explain to VW that I’d misplaced it. All in all, it made me smile like I hadn’t since 1983. It’s more trick and way less chick. I can think of worse ways to spend twenty-five grand.

Check out more pics of the 2012 Volkswagen Beetle Turbo on Jeff’s Flickr page.

Happy July, y’all! We’re packing our pic-a-nic baskets and preparing to head out for the Independence Day festivities, but before we bolt, we thought we’d share some nifty statistics with you. (Because we’re nerds, even on holidays.)

On Sunday, we dug deep into Gaywheels’ data mines and extracted a list of our top ten posts for the first half of 2012. We’re happy to say that Gaywheels’ list of Gay-Friendly Automakers still holds the #1 spot, but below that, it was nothing but car reviews for as far as the eye could see. Sounds like some of you may be in the mood to buy …

And so, without further ado, here’s a list of the ten most popular posts on Gaywheels so far this year. Stay tuned: we may be asking you some questions about your current ride very soon!

1. 2011 VW Golf GTI vs. 2011 VW Golf TDI
2. 2013 Chevrolet Malibu ECO
3. 2007 Mitsubishi Outlander
4. 2010 Cadillac Escalade ESV Platinum
5. 2007 Nissan Quest
6. 2010 Chevrolet Camaro SS
7. 2012 Honda Civic Si Coupe: Test Drive
8. 2012 Chevrolet Cruze: Big Bang For Bargain Bucks
9. 2011 Subaru Impreza WRX and WRX STI
10. 2012 Toyota Prius C: Sex Doesn’t Always Sell

My partner and I are trying to adopt a baby. It was a big decision, fraught with more decisions. One of the biggest will be, “What to drive?” We need a family-friendly ride that won’t diminish our style cards. Occasionally, we may want to take grandparents, aunts, or cousins to the park with us. And, if our tykes park their trikes in the driveway, our car must be ready for that too. I think the Infiniti JX35 can handle it.

The most practical reason to buy a JX is interior space. It has more 2nd- and 3rd-row legroom than a Cadillac Escalade and insane amounts of cargo room with rear seats folded. Relatives and friends can slip into the 3rd row without removing a middle-row baby seat. The JX35 offers the functionality of a mini-van in a luxury car package.

Styling is meant to evoke a sense of craftsmanship and wind-swept curves. Much more fluid than typical crossovers, the JX’s body appears as leather hung over a rigid bone structure: elegant and strong. A big chrome grille, Z-shaped rear windowline, and fender-filling 20” alloys hearken to the recent Essence concept vehicle. It’s different, and a bit flamboyant, but so are we.

Interiors are filled with soft smooth leather, Maple wood trim, and large analog gauges for the perfect sport-luxury feel. If the leather doesn’t make you high, crank the Bose 5.1 Cabin Surround 15-speaker audio system. It is the perfect accompaniment for dual 7″ rear screens that come with the Theater Package. Concert halls will cry. What isn’t power-operated (steering column, rear hatch, seats) is cooled (front seats) or glass-paneled (check the mega-watt roof). Bluetooth, USB iPod input, and voice recognition are fun toys.

Daddies have to play too. The playground opens with a 265hp 3.5-litre V6 engine connected to all-wheel-drive through a continuously-variable transmission. Drivers can choose “Sport,” “Snow,” or “Eco” modes to electronically vary throttle response. Sport twitches the wheels instantly while Eco makes you work harder to burn fossils.

Have no fear if kids are playing in the neighborhood. Not only will the Back-Up Collision Intervention system alert drivers to toys (or kids, sleeping cats, fat squirrels) in their path, but will stop the vehicle before hitting them (don’t try it). Our JX also came with a rear vision camera, Lane Departure and Warning system, Blind Spot Warning and Intervention system, dynamic cruise control, and forward collision warnings. If the car could predict a baby’s arrival, it would know everything.

New babies are not all joy. The JX35 is no little car and needs sensors, cameras, and intervention systems to keep out of your neighbor’s fenders. And at 18/23 mpg city/highway, you won’t write glowing letters to Greenpeace over the fuel economy, either. One should probably obtain a computer science degree before taking delivery.

If you’re going to adopt a baby, plan on adopting a car, too. Why not choose the Infiniti JX35? If the $55,465 sticker causes pause, just skip the baby!

2013 Infiniti JX35 AWD
Seven-passenger, AWD crossover
Powertrain: 265 hp 3.5-litre V6, CVT automatic trans
Suspension f/r: Ind/ind
Wheels: 20″/20″ f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, technology
Manufacturing: Smyrna, TN
Fuel economy: 18/23 mpg city/hwy
As-tested price: $55,465

I joined Buick during the glory days of the turbo 3.8-litre (the Grand National was announced the year I started). Every male under 30 and quite a few of the women at Home Office bought one — myself included — and proceeded to spend a Michigan winter going diagonally, coping with the awesome power and serious lack of traction that black beauty provided. We loved it dearly, but it was hardly a balanced automobile. The motoring press loved it as much as we did. Tony Assenza from Car and Driver Magazine road-tested the legendary GNX in April of 1987 and wrote of it, “In a world of sleek shapes and refined manners, the GNX is an ax-wielding barbarian laying waste to everything in its path.”

Fast forward twenty-five years to 2012. In my driveway is the 2012 Buick Regal GS. It’s the single most powerful car Buick has produced since the Grand National — but instead of a monster, it’s a sleek shape with highly refined manners. Will I still like it?

Let’s start with some background. I went to the press launch for the Regal back in 2010 and drove both the 2.4 conventionally aspirated 182 hp and the 2.0 turbocharged 220 hp versions. I described the Epsilon-based mid-sized sedans as “well tailored and well mannered” and thought they were an excellent addition to the Buick line up. I found the 2.4 to be a bit sluggish and the 2.0 turbo to have a very pleasing power band, but didn’t think of either as an “ax-wielding barbarian.”

The GS version is highly modified from the base model. The 2.0-litre turbo in the GS is the High Output Ecotec 2.0L turbo. Its 270 hp exceeds the ’87 Grand National’s 245 rated hp and falls just short of the GNX’s 274, but since both those engines were underrated, its probably about on par with the Intercooled Grand National. It is offered with six-speed manual and six-speed automatic transmissions.

There are lots of unique touches. It has a deep skirted front fascia flanked by Bi-Xenon HIS headlamps and a unique rear one with dual exhaust ports. There are special rocker panels, a rear spoiler, and 19″ twin spoke alloy wheels with Pirelli tires. Peek through the spokes and note the big Brembo calipers. Pirellis and Brembos — is this heaven? No, this is Buick.

The interior is offered in ebony leather only, with special touches such as a leather-wrapped F1-style steering wheel, piano-black dash trim, and leather-trimmed sport seats. A Special GS Interactive Drive Control system offers standard, Sport and GS settings for the suspension. GM’s Intellilink is standard, along with a killer 336 watt Harmon Kardon Audio system with nine speakers and XM Satellite radio.

Options are few, and colors are limited: 20″ polished wheels and performance tires, power sliding sunroof, GPS navigation, and three extra-cost colors out of the five available. Quicksilver and Smoky Gray are standard, White Diamond, Carbon Black Metallic and Crystal Red Tintcoat are optional.

My test car was finished in the Crystal Red Tintcoat and features the meaty 20″ wheel package. I found it to be quite a handsome and purposeful looking car, and others seemed to agree. I found neighbors in the driveway admiring it, and found it to be a topic of conversation from the couple at the table next to mine when I parked it at an outdoor cafe. All good signs as far as I am concerned.

But enough looking, time to see what happens when the rubber meets the road. Touch the starter button and the 2.0 turbo comes to life. It’s smooth — Buick V8 smooth — and the exhaust note is quiet. Shift into drive and the car feels powerful, but doesn’t play all of its cards. In fact, you could drive the GS and find it a smooth, well balanced sport sedan with a poised ride, excellent handling, and crazy good brakes. You’d praise the engine torque, and would probably be a bit at odds with the six-speed automatic — which seems to default at least one gear too high for the sporting driver — and no sport setting. That should be an easy enough fix for such a sporting ride.

To transform the GS, the driver need do three things: select “GS” suspension mode, turn off traction control, and shift over to manual stick mode. The well balanced GS is now one crazy mother. Steering and ride are both tightened, and the turbo soars up to redline without the slightest hesitation. I wish the manual stick was the tiniest bit quicker, and with all due respect to the six-speed automatic, I’d go for the six-speed manual in a heartbeat. But the car is now crazy fun, and sticks like glue to the tarmac. The Brembo brakes are killer and bring the GS down out of harm’s way in no time flat.

I have to say that the Regal GS is the most fun I’ve had behind the wheel of a Buick since the Grand National. And that becomes my challenge to Buick: as much as I like the GS and think it’s a great sport sedan choice, how about giving us one to boost your street cred? Tweak the power up to 300 hp and paint it black. Not Metallic Black, not Nocture Firefrost. Paint it black. Black out all the trim and give us a Regal Grand National. It’ll be more sophisticated than the old girl, for sure, with superior ride quality and superb handling, but it’ll be a Grand National. And we both need one.

What the hell is a Juke? It’s jacked up like a crossover, but it doesn’t look much like a crossover. My neighbor tried to get his 50-something self into the rear seat and nearly required three young men to yank him back out. You could forgive the rear seat if it was a sport coupe, which it definitely is not. It is, however, a whole box of funky coolness. Throw in a quarter, kick the big pedal, and go for a spin.

Revving more like a motorcycle than a motorcar, the 1.6-litre direct-injection DOHC four-cylinder, fortified by a turbo, generates 188 horsepower and 177 lb.-ft. of torque. Front-drive models are available with a six-speed manual transmission, but all-wheel-drive funsters come standard with a continuously-variable (CVT) automatic. A manual shift mode simulates shift points so the CVT behaves less like a weedeater and more like a Getrag-6. Getting major bang for minor buck, the little turbo banger turns in 25/30 mpg city/hwy.

Juke’s rally car aspirations can be found in the way its four wheels act as electronically-enabled stabilizers. Nissan’s “torque-vectoring” all-wheel-drive can shift power between the front and rear axles, as well as side to side between the rear wheels depending on where the system detects the most friction. I drove one through an ice storm that made a glacier look friendly, and the Juke licked it like a snow cone.

Controlled through a cool screen in the console, there are also three different throttle, transmission, and steering response settings. “Normal” is used for everyday driving and lets the CVT move through its range at will. “Eco” mode reduces throttle sensitivity to conserve fuel. My favorite, “Sport” mode, quickens the steering, moves the CVT through pre-set gear ratios as in a typical automatic transmission, and makes the throttle much more sensitive.

Riding inside reminds me of the Infiniti FX. Everything — including the leather-wrapped, three-point steering wheel and analog gauges with motorcycle-inspired eyebrow — feels like a sports car. But you slide in and out like a crossover. Sport seats, high-positioned gear selector, and painted center console (like a motorcycle’s gas tank) embellish the stylish digs.

To put an exclamation point on this rolling circus, Nissan is planning a limited run of the “JUKE-R” it unveiled in Dubai earlier this year. Completely insane, the R generates 545hp and a 160mph top speed from its 3.6-litre engine. Think of it as a GT-R for those with kids and dogs. Production will be limited, so if you must have a compact crossover with a severe case of over-achiever, check it out.

The Juke is not about being a practical SUV — it really isn’t. Back seats are fit for offspring and pets only. But as a sports car with a lot of extra utility, it defies boredom. Torque-vectoring AWD and the turbo engine makes the Juke a pro…well, a pro-whatever-the-hell-it-is. An as-tested price of $24,260 puts it against competitors like the Mini Countryman, Subaru Impreza, and Jeep Compass.

2012 Nissan Juke SV
Five-passenger, AWD crossover
Powertrain: 188-HP 1.6-litre T4, CVT, automatic transmission
Suspension f/r: Ind/Ind
Wheels: 17”/17” f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Cool performance
Manufacturing: Japan
Fuel economy: 25/30 mpg city/hwy
As-tested price: $24,260

Jaguar has been making news of late, developing a mid-sized luxury SUV, and I admit I’ve been amused by the notion. From my Jaguar days, I know that an astronomically high percentage of Jaguar customers also own a Land Rover, so that would seem to take up the slack. But further reading reveals that Jaguar has a different flavor in mind — a crossover utility with both a very sporty character and a very richly detailed interior.

But Jaguar is too late: the Infiniti FX35 is already here.

Hard to believe it’s been almost ten years since the FX series made its debut as a 2003 model. Along with the Porsche Cayenne, the FX helped usher in the era of the high-performance crossover. Based on Nissan’s FM Platform (along with the 370Z), it looks and feels much more like a sports coupe than a family hauler.

Restyled for the 2009 model year, I’d driven the current generation FX35 but it’s been a couple of years, so I was more than happy to refresh my memory. My test car turned out to be a 2012 Infiniti FX35 AWD Special Edition, one of 550 that were made for the model year.

The Special Edition comes one way: loaded and luxurious.. The exterior color is a special Iridium Blue with a Graphite leather interior (with piano black dash trim) and the Special Edition is loaded with special features, including dark-tinted headlight housings and lower body trim, graphite finished roof rails, Infiniti hard drive Navigation with voice recognition, Bluetooth and streaming audio, ten-way driver and eight-way passenger power heated seats, dual front-seat memory, and Intelligent keys. The Special Edition is priced at $51,550, plus a destination charge of $895, for a total MSRP of $52,445.

The drivetrain for the Special Edition is the 303 HP 3.5L DOHC V6, mated to Infiniti’s electronically controlled seven-speed automatic transmission, featuring all wheel drive with a snow mode. Special turbine blade-designed 21″ graphite finished wheels and 265/45R21 V series performance tires are also included. Fuel economy ratings are 16 city and 21 highway, and premium fuel is recommended.

The first impression walking around the FX is that of craftsmanship: the paint is deep and glossy, the exterior fits and tolerances are the usual perfection we’ve come to expect of Infiniti, the doors open and close with an authoritative thud, the Xenon headlamp assemblies look like they were made of Baccarat. The styling is a matter of personal taste, but again, the look reflects the sporting intent of the vehicle. The hood curves over the front wheels in a matter reminiscent of an old E-Type. The greenhouse is compact and the roof has a steep rake toward the rear, which again imparts a sporting look but certainly impacts cargo area.

Open the door, and the story continues. The black leather seats are shapely and beautifully stitched, with vertical pleats and thick bolsters. The door panels have matching inserts for a premium look. The quality of the interior plastics is quite high — again, the Jaguar illusion is not broken. Yes, this is an expensive car, and the interior shows it. The special-edition floor mats have blue binding and logos to complement the exterior, which is a thoughtful touch.

Push the button and the car comes to life. The onboard electronics are special enough to deserve their own shout-out, from the color display so crisp you’d swear it was in HD, to the backup camera that also includes a 360 degree surround (something I’ve only experienced on very high end cars like the Rolls-Royce Ghost). The Navigation is extremely easy to use, and the menu offers links to traffic and weather forecasting live on screen, as well as XM radio, advanced Bluetooth with streaming audio (this I loved), and even a Zagat restaurant guide.

The 303 hp, 3.5L V6 engine was a dream. Silky smooth and highly responsive, it was combined with a seven-speed automatic transmission that shifted almost imperceptibly. The Special Edition comes with all wheel drive, and the entire system was seamless, smooth and highly responsive.

I was also very impressed by the handling and the tight, responsive steering — there’s a lot of Z car heritage in the way the G35 behaves when the road gets twisty. It was a lot of fun to throw into curves, and that’s not something one usually says about crossovers. The special 21″ wheels and tires planted a great footprint on the road, and the handling was set up to make the most of it.

The balance between sports car and luxury was most evident in the ride, which was sporty firm leaning towards stiff. I admit I’m spoiled by the air suspension in the Land Rover, and would have preferred a bit softer ride from the FX, but again, that’s a matter of personal taste. On my freeway test run, I averaged just over 24 mpg, and my fuel economy for the week was just under 20, which for a 303 HP AWD vehicle was quite impressive.

I wasn’t really kidding with the headline because I felt like I spent a week driving the crossover that Jaguar hopes to build: highly luxurious, with a silky smooth drivetrain and sexy styling, packed full of technology and driving more like a sports car than a kid-hauler. Jaguar engineers have their work cut out for them.

If you’re old enough to remember the gas crisis of the 1970s, you’re probably old enough to remember some of the econo-boxes it inspired — dinky, rattly little things that offered solid fuel economy at the expense of physical and mental comfort. Getting one up to highway speed took Herculean effort, not to mention nerves of steel.

The Chevrolet Sonic is the grandchild of those cars, but apart from its pint-size profile, it bears little resemblance to its ancestors.

The Sonic is one of the most recent entries in the automotive industry’s increasingly crowded subcompact field. However, thanks to some very admirable features — and some very nice customization packages — the Sonic can easily hold its own against the competition.

The pros

When the Sonic arrived at my front door, I admit, I squealed a little. The sedan’s bright red paint was striking, but more importantly, they’d sent over a Sonic with a manual transmission — not a dual-clutch, but a bona fide manual (something that’s increasingly hard to find). As any driver with left-foot skills can tell you, manuals mean serious fun.

And the fun began as soon as I started her up. The 1.4-liter turbocharged Ecotec four-cylinder engine gave off a sporty exhaust note that set my blood racing. (I’m not a speed demon by any means, but a primal thing like that is hard to resist. Imagine Christopher Meloni growling in your ear: it was that good.)

That engine also provided some impressive pickup. The 138 hp didn’t wow me on paper, nor did the respectable 148 lb-ft of torque. But the moment I put that baby into first gear and let off the clutch, my opinion changed — and how. There was none of the expected lag from the turbo engine; just pure thrust.

My other favorite thing about the LTZ model I drove (the top of the Sonic’s three trim levels, which also include the LS and LT) was the center stack. Unlike its big brother, the Chevy Cruze, the Sonic’s infotainment and climate control systems were all easy to read and navigate. True, they were a tad simpler than in the Cruze, but I’ll take simple and usable over complex and confounding any day of the week.

The cons

As you might expect in a car with MSRPs ranging from $14,495 to $17,995, the Sonic contains a good bit of plastic. It’s not the cheapest-looking interior in the segment — not by a long shot — and it does benefit from some very appealing, intuitive design. But if you’re plastic-averse, it’s something to be aware of.

Also, I found the seating position in the Sonic to be really low. Adjusting backward and forward was easy, but moving up and down? Not so much. True, it gave the Sonic more of a racing feel, which might appeal to some drivers, but it seemed strangely low to me.

As a result, it was hard to read the gauge cluster, and even harder to get comfortable. Even with the steering wheel ratcheted all the way down, my arms were still sloped upward. Remember the old woman driving in the chase scene from Ferris Bueller’s Day Off? That’s pretty much how I felt.

But the biggest ding against the Sonic would likely be the ride quality, which I found to be a bit rough. Now, keep in mind that I’m based in New Orleans, and our roads are…well, somewhat less than stellar. Still, even on smooth stretches of highway, I felt jostled — which, given the low seating position, occasionally made it feel as if I were driving a go-kart.

However, that’s not to imply that the Sonic is unsafe. If anything, it’s quite the opposite, boasting a full array of airbags and safety gadgets, as well as a Top Safety Pick from the Insurance Institute for Highway Safety. All I’m saying is, if you’re used to driving a compact SUV, the Sonic could take a little getting used to.

Bottom line

If you’re looking for a small car to get you around the city, the Sonic is well worth a look. Given the variety of trim levels available, there’s a Sonic for every budget.

If you need a car for commuting, the Sonic can also fit the bill — though I’d recommend upgrading to the LTZ model. Despite the low riding position I mentioned above, the seating is comfortable. In fact, you might not even notice that the leather-looking upholstery is actually leatherette.

Most importantly, the Sonic is fun — far and away, the most fun car I’ve driven in a while. It may not be great for families with more than a child or two, but it’s perfect for a first set of wheels. In fact, I’ll be surprised if the Sonic doesn’t develop its own rabid following of tuners, like the groups that have massed around the Scion brand. Give it a spin, and let us know what you think.

For more info, check out the stats and gallery below.

2012 Chevrolet Sonic LTZ
Powertrains: 138 hp 1.8-liter four-cylinder or a 138 hp turbocharged Ecotec 1.4-liter four-cylinder (same as the Chevy Cruze)
Body type: Sedan and hatchback
Pricing: from $14,495 (LS sedan) to $17,995 (LTZ hatchback)
As-tested price: $17,995
As-tested fuel economy (city/hwy): 29/40 mpg
Manufacturing: Orion Township, Michigan
Comparable cars: Ford Fiesta, Honda Fit, Nissan Versa

I’m just going to come out and say the idea of combining Fender audio technology with a Volkswagen is about the smartest thing to happen to in-car tunes since GM dropped Bose on the C4 Corvette. It’s like listening to your favorite acoustic music in a coffee house that just happens to have a turbocharged engine, heated seats, and the most identifiable shape ever.

I first heard Fender audio in a Volkswagen at the Passat preview in Nashville. The idea was to develop a system that authentically replicates a live performance. Sound comes more from the front because concerts do not happen in the back of the room. Speakers are especially sensitive to acoustic strings and a subwoofer backs up the precision with thumpin’ backbeat. Heaven’s harps should sound so clear.

Beyond music, the re-designed 2012 Beetle is sporting some amped-up fenders of another type. Much of the molded plastic look of the New Beetle is present, but the front facia is more angled, rear fenders extend farther rearward, windshields are more erect, and the roofline has been squashed. All of this masculinizes the chic-mobile and more closely connects it to ancient relatives. I’m all about the wale tale spoiler, 19” alloys, ginormous sunroof, and lower body cladding of the Turbo.

Interiors are also fully tuned for another generation. The upright windshield abolishes the picnic table-sized dashboard, giving drivers the feeling of an Audi TT. In-dash navigation, touchscreen controls, iPod connections, freeze-your-nubbins air-conditioning, heated leather seats, and red accent lighting are all around. A big speedometer and “kaeferfach” top glovebox pay homage to the original Beetle.

Base Beetles are fine, but I would slash the right box for a Turbo. Stomp on the big pedal to get a new tune in your ears as the 2.0-litre direct-injected engine kicks out 200hp. A six-speed manual is available, but I prefer the six-speed DSG® automatic in our test Bug. You can shift if you wish, or just let the car click through traffic. Fuel economy is rated 22/30 mpg city/hwy.

Full-on throttle is only part of the Beetle Turbo’s performance repertoire. Unlike the last generation, the new Turbo rocks out with an independent rear suspension and tight-ratio steering. This gives drivers more control and keeps the rear from gyrating over rough pavement. Electronic stability control, traction control, and four-wheel ABS discs cut momentum expeditiously.

There are a couple of things VW could have tweaked before calling the Beetle all new – like the hatchback that never seems to release on the first try. Or, the auto-up power windows that require the touch of a sticky hand to move up their track (my partner and I had a 2005 Beetle that did the same thing). Then, there’s the satellite radio receiver that refused to receive. VW has a reputation for niggly issues and the new Beetle seems to uphold tradition.

I could get along without the Beetle Turbo, although I’d probably be happier with it. It’s fast, sporty, and seriously iconic. However, I could sell one of my soul parts for a home theatre sourced from Fender. Rumor is a Fender edition Beetle is in the works. Fix the quirks and I’d be ready to strum some licks of my own. Tickets start at $23,395, but came to $29,865 with all the tricks.

2012VW Beetle Turbo
Five-passenger, FWD coupe
Powertrain: 200-HP 2.0-litre T4, 6-spd automatic transmission
Suspension f/r: independent/independent
Brakes: disc/disc fr/rr with ABS
Must-have features: Spunk, fenders
Manufacturing: Puebla, Mexico
Fuel economy: 22/30 mpg city/hwy
As-tested price: $29,865

Driving the Land Rover Range Rover puts you among queens of all hair heights, but the big gal’s size can make you wince at the idea of hustling her through curves and tight city streets — even if the SUV’s off-road capability and all-road luxury are legendary. What Land Rover needed was a vehicle that combined all of the Range Rover’s excellence in a slightly compressed package. Shimmy up to the Range Rover Sport.

Its size is an illusion. Parked next to most SUVs, the RR Sport looks titanic. It’s only when you roll up next to an Escalade or Navigator that you sense its more maneuverable proportions. Even so, the Sport was much easier on tight city streets and parking near my inner-city house. A long hood, elevated ride height, and sloping rear window comply with tradition, but aero-affected edges succumb to style trends and fuel prices. Nineteen-inch alloys looked hot under the slab of body.

Of course, saving fuel is relative. You can option the RR Sport with a 510hp supercharged engine that will blast the hubs off a sports sedan, but the standard 375 hp aluminum 5.0-litre V8 in our test wagon was plenty adequate. It was smoother than a go-go’s bum, and quiet too, but it will pinch your wallet for 13/18 mpg city/hwy. Still a little pudgy at nearly 5,500 pounds, it could stand to lose a little girth before its next debut.

Four-wheel anti-lock disc brakes, electronic stability control, and traction control are calibrated for high-end running and effectively manage the weight. A four-wheel independent air suspension system can be lowered for highways, raised for off-roading, and kneel for graceful entry. My grandmother loved it when I picked her up for Mother’s Day.

At the slower end of the RR’s performance envelope is an array of sophisticated traction devices. Hill Descent Control and Hill Hold Control let the RR creep down steepers or hold a brief moment while the driver lifts from brake to throttle. Land Rover’s pioneering Terrain Response system can be dialed for conditions like sand, mud, gravel, grass, snow, or rocks. Permanent four-wheel-drive backs up the Range Rover’s name with mountain goat capability.

All that, and you’ll still be treated like you own a country estate. Leather, carpets, and dash materials are of the highest grade, seats are all-day comfy, and rear passengers can peer over their land while front seat surveyors look down at a wide hood. In-dash navigation, 380-watt Harman/Kardon audio, USB iPod integration, Bluetooth, rain sensing wipers, park distance control, backing camera, and dual zone climate control load the chariot. Seats, mirrors, and steering wheels are all heated – perfect for a mid-winter’s romp.

More playful, but still too weightful, the Range Rover Sport shows that you can have your luxury SUV and hustle it too. For my use, I prefer the Sport to its larger sibling. It is accomplished off road — maybe more so with its tighter wheelbase. And it’s noticeably more athletic on the open road, or when curves play on asphalt. I think the gas mileage is ridiculous, but few willing to dispense with $70,595 will mind too much.

2012 Range Rover Sport
Five-passenger, 4WD SUV
Powertrain: 375-HP 5.0-litre V8, six-speed automatic transmission
Suspension f/r: Independent air
Brakes: disc/disc fr/rr with ABS
Must-have features: Capability, style
Towing Capacity: 7,716 lbs
Curb Weight: 5,487 lbs
Manufacturing: Solihull, U.K.
0-60 mph: 7.2s
Top Speed: 130 mph
Fuel economy: 13/18 mpg city/hwy

I’m gunning it out of corners and dodging construction cones in Queens, New York, when I realize this is the first, and hopefully last, time I’ll spend with Ford’s brand new range of Police Interceptors. After decades of loyal service, the Crown Victoria sedan, a staple of police forces and taxicab fleets around the country, is headed for a long-overdue retirement. Its two-pronged replacements are based on either the Ford Explorer SUV, or the Taurus sedan. To prove the merits of both models, Ford invited journalists to CitiField, home of the New York Mets, to simulate hot pursuits in several coned course layouts in the stadium’s parking lot.

Ford also brought along the outgoing Crown Victoria for back-to-back comparisons between the old and new squad cars. Now I’ve been lucky enough to drive some pretty exotic machinery, but there is something that makes you seriously giddy when you slide behind the wheel of a police car. Full disclosure: This marked my first time on the other side of the partition, that thick plate of plastic separating good from bad. Or in my case, a patient Brooklyn cop who took a hapless sap (i.e. me) for a cruise of my neighborhood after my car had been stolen. The shell was discovered, months later, in the Bronx.

Whether you’re in the Explorer or Taurus-based Interceptor, the cabin is a sea of black plastic and easy-to-clean rubber surfaces. Since these were demo models, the vehicles weren’t fully equipped with all the necessary crime fighting gear, such as computers and riot guns. Most car companies don’t trust journalists with a working cigarette lighter, so the lack of a loaded shotgun on the dash didn’t come as much of a surprise. What did shock me was how nimble and punchy the Police Interceptors proved to be. Even on the tightest of the three courses, the Explorer and Taurus dodged and darted their way through around the cones.

The comparison to the Crown Victoria was dramatic, though I couldn’t help but enjoy the retro feel of the old girl as she leaned and wallowed her way through corners. If your silver-screen police idols include Gene Hackman and Clint Eastwood, you might actually favor the Vic. It’s the hard drinking and chain-smoking grizzled veteran, the one who doesn’t get the girl, but always bags the bad guys. In comparison, the latest Police Interceptors feel like quick-thinking rookies who can run faster and scale obstacles with vastly more grace and ease.

They also drink a lot less. According to Ford, the base 288 horsepower 3.5-liter V-6 in the Police Interceptor sedan delivers an EPA-certified fuel economy of 18 mpg city, 26 mpg highway – an improvement of 4 mpg city and 5 mpg highway (plus 38 additional horsepower) over the Crown Victoria. The Interceptor sedan is also offered in hot rod format, with all-wheel-drive and a seriously potent 365-hp turbocharged 3.5-liter V-6 under the hood. Not to be left out, the Interceptor sport-utility features a 3.7-liter V-6 that delivers 304 horsepower. Even the SUV manages to drink less fuel than the outgoing Crown Victoria, while still delivering a solid 0-60 mph time of 8.4 seconds.

There is no doubt the latest Police Interceptors are better in every way. They even look cool, though you might disagree if one suddenly shows up in your rearview mirror with its lights flashing. Before you ask, neither the Interceptor sedan nor the sport-utility is available to the general public. If you want one, you’ll need a career in fighting crime. For that reason, I decided to put the Interceptor sedan to one final and, for many of us, much more relatable test. With the passenger’s side rear door open, I placed my hands behind my back and ducked my head, before sliding backwards onto the rear seat.

I can’t say there was much in the way of luxury or, for that matter, any means of escape after one smart-ass colleague decided to shut the door. Once you’re in, it’s clear you’re meant to stay inside. Yet it was reasonably comfy and spacious, even if ergonomics are unlikely to be a top priority for most rear occupants.

I have a long history with mid-sized GMC utilities. I had a first-year four-door Jimmy back in 1993, another Jimmy in 2000, and a 360-based Envoy in 2002. All were built on a truck frame and powered by some version of a six-cylinder engine. The GMC Terrain replaced the Envoy in 2009 as a crossover vehicle based on the GM Theta platform, and while I’ve had extensive experience with the Theta-derived Cadillac SRX, I’d never actually driven the Terrain.

Until now.

The first thing that stands out about the GMC Terrain is the styling. Love it or hate it, you’re unlikely to ignore it. I think its massive, angular design theme is masculine and distinctive. It’s a Tonka truck come to life — or maybe the Brave Little Toaster as a Transformer. A massive grille with red GMC lettering, exaggerated wheel openings, and slab-sided body panels, combined with a very squarish roofline, give the Terrain a highly distinctive silhouette. Detailed headlamp assemblies and chunky chrome door handles, mirrors, and roof rails add to the look. It’s certainly a car whose design statement is unapologetic. And the market seems to like it: sales have steadily increased each year since it was introduced. No one in the parking lot will mistake it for a Lexus RX.

The styling theme continues on the inside. My test car had a jet black interior, which was just that: black leather-trimmed seats with subtle red stitching, a few silver painted accents on the dash, but otherwise an ocean of black leather, vinyl, and plastics. While some of the textures didn’t seem totally premium to me (are you listening, dash pad?), the overall effect was sleek and masculine, not overdone in any way. The seats were comfortable and supportive to boot, and having driven several of these over the years, I will say that the interior, while not luxurious, is far superior to what was offered a couple of generations back. And a shout-out for the rear seat, which benefits from the most generous rear-seat leg room I’ve experienced in a mid-sized crossover.

My Terrain was an SLE Level 2 (base price $31,260), which benefited from the long list of interior features included in the Level 2 package: tastefully stitched, leather-trimmed bucket seats, split-folding rear seat, leather-wrapped steering wheel, eight-speaker upgraded audio with Bluetooth and XM Radio, memory driver’s seat, and even front-seat heaters. Of course, the usual gaggle of power conveniences were included, too, as well as a power sunroof and a power tailgate.

The standard engine on the Terrain is a 2.4-liter four-cylinder, producing 182 hp, but our test car was equipped with the upgraded 3.0 litre DOHC V6 engine ($1500). It also came with the Cargo Package ($350), Trailering Package ($350), and GMC’s Intellilink — a seven-inch color touch screen that GMC describes as “Hands free smartphone integration with Bluetooth, streaming audio, and voice activated audio controls.” Intellilink was easy to use, and it even had Pandora Streaming audio; at $100, it’s clearly the best bargain on the entire option list. Including freight, the Terrain listed at $34,255, and the only major option missing was navigation.

Behind the wheel, I was immediately familiar with the 3.0-liter “high feature” V6 from driving the 2011 Cadillac SRX. The engine produces 264 hp and 222 lb-ft of torque, so it’s powerful without being a rocket ship. It’s paired to a six-speed automatic transmission, and EPA rated at 17 mpg city/24 mpg highway. I made a run to Orange County and back, and I got 24 on the way down, and a very satisfying 27 on the way back. In fact, my average for the week was just over 20 mpg, which I consider very acceptable.

If I had to choose one term to describe the Terrain’s overall driving experience, it would have to be “smooth”. The engine idles imperceptibly, the transmission shifts are silky, the ride is boulevard soft. The unitized platform and the four-wheel independent suspension help see to that. It’s not a performance car, nor did I enter any autocross competitions, but overall it’s a comfortable cruiser. I certainly found nothing to object to in the ride and handling department, and I was especially pleased by the amount of road feel in the steering. It wasn’t a typical Novocain feel, nor did it feel like a truck: a nice smooth balance was achieved.

All in all, I think GMC made the transition to a crossover quite nicely with the Terrain. The lowered center of gravity and improved handling and ride make for a better overall vehicle for passenger use. So, if you’re looking for a mid-size crossover that’s smooth, capable, and comfortable that won’t break the bank — something to set you apart from the Soccer Mom set — you might check out the GMC Terrain. It’s got a lot to offer.

It’s been a long time since I’ve driven anything as big or as badass as the 2012 GMC Acadia Denali.

After all, I live in New Orleans, in the middle of the Faubourg Marigny, a crowded gay ghetto full of single-family homes, double-shotgun condos, restaurants, warehouses, bars, and boutiques. Off-street parking is rare. Vehicles larger than a compact sedan are even rarer. Supersized rides like the Acadia are like unicorns, or gay-friendly Tea Partiers: nine times out of ten, a hallucination brought on by the heat.

And yet, there’s no denying that the Acadia and I had a lot of fun during our time together.

The test

Given the Acadia’s status as a full-size SUV, I wanted to take it on a special test run. A leisurely drive out to City Park wouldn’t cut the mustard; I wanted to see it in its natural habitat. So I took it to suburbia.

In fact, I went all the way to exurbia.

By sheer coincidence, I’d been meaning to venture out to Franklinton, Louisiana for weeks, hoping to pick up a special variety of bamboo that I can’t get in the city. (I missed out on the design and decorating genes, but I make up for it with a double-dose of gardening chromosomes. Don’t get between me and some aspidistra is all I’m saying.)

When I hit the causeway — the longest bridge in the world, FYI —  I knew I’d made a great decision. The weather was spectacular, and even though the Acadia’s dark interior was trimmed in ebony leather, it felt open and airy thanks to the SUV’s big windows, power sunroof, and second-row skylight.

On the other side of Lake Pontchartrain, the towns quickly faded away, and I found myself on a two-lane highway smack in the middle of BFE, en route to a nursery I’d never visited before. Thankfully, the Acadia’s touchscreen navigation system (a $1,890 add-on) was easy to use and thoroughly accurate. I’d heard horror stories about folks getting lost in that neck of the woods, but the map and voice commands led me to my destination without a hitch. (And if I had gotten lost, I could’ve always asked for help using the built-in OnStar.)

Once the third-row seats had been laid flat, the Acadia had plenty of room to stash the plants I bought. And as an added bonus, the swarthy nursery workers were highly impressed with my sweet set of wheels. In fact, long after I was ready to head back to town, they kept trying to make conversation. It was flattering for the Acadia, if not for the guy driving it (i.e. me).

Despite its XXL size and the tight parking situation in my neighborhood, I developed quite a crush on the Acadia during our week-long hook-up. Here’s a rundown of the good and the bad. (I’ll get the bad out of the way first.)

THE CONS

Size: The 2012 GMC Acadia Denali is big. If you’re a GMC fan but live in a downtown setting, you’d be better off with the Acadia’s mid-size sibling, the Terrain. It won’t be quite as intimidating, and parking will be much easier.

Engine lag: The Acadia comes with a 3.6-liter spark-ignition, direct-injection V6 that delivers 288 hp and 270 pound-feet of torque. That’s loads of power, but when punching the gas, I noticed a fair bit of lag — almost as if the engine were turbocharged. I’m not sure what was causing the problem, but it might’ve had something to do with the front-wheel-drive Acadia’s 4,720-pound weight. Heck, getting anything that heavy to go up and at ‘em is bound to take a second or two. (FYI, the AWD Acadia is even chunkier, clocking in at 4,925 pounds.)

The Denali bling: This may or may not be a legitimate “con”. After all, folks attracted to the Denali’s top-of-the-line trim package probably want a little flash for their cash. Me, I found the 20″ chrome-clad wheels a little gaudy. And the blood-red lighting on the instrument cluster wasn’t exactly my speed. However, I did like the glowing Denali logo on the door sill plates. Nice touch.

THE PROS

The ride: The independent suspension on the Acadia is amazingly smooth. You could drive over a cattle gap and not feel a thing. (In fact, I did so just to prove it.)

Handling: The Acadia is super responsive and easy to drive. It’s big, but it moves as gracefully as your Lerner Plus-sized Aunt Betty, cutting a rug at Cousin Maybelle’s wedding.

The view: Given the Acadia’s height — it’s about six feet to the top of the roof rails — you’d expect it to boast some commanding views, and it doesn’t disappoint. The view is even good going backward, thanks to a rearview camera that comes with the touchscreen navigation package I mentioned above.

Loads of room: Need to haul stuff around? The Acadia has you covered, whether you’re lugging cargo or crew. Thanks to its third-row seat, you can even take a basketball team out for dinner, and they’ll still have plenty of legroom.

Center stack: The Acadia comes with a full complement of infotainment bells and whistles, but thanks to the size of the vehicle and its center stack, it’s easy to find what you’re looking for — even at 60 miles an hour.

Luxury feel: It probably goes without saying that a vehicle starting just under $45,000 has lots of deluxe touches — touches not found on the Acadia’s non-Denali sibling, which is priced $12,000 lower. Combined, those elements create a luxurious vehicle that can easily hold its own against more expensive SUVs.

Check out the stats on the 2012 GMC Acadia Denali below, and scroll down for a few more pics

2012 GMC Acadia Denali
Pricing: From $44,660
As-tested price: $49,615 (including destination)
Fuel economy: 17 mpg city/ 24 mpg hwy
Engine: 3.6-liter  spark-ignition, direct-injection V6
Transmission: Front-wheel drive, six-speed automatic (AWD available)
Passenger capacity: seven
Comparable vehicles: Honda Pilot, Mazda CX-9, Toyota Highlander 

In big corporations and sprawling government agencies, we see it all the time: the left-handed don’t know what the right-handed are doing. (That’s how the saying goes, isn’t it?)

Well, Gaywheels isn’t a big company, and yet, the same thing has happened here: two of our reviewers have, unbeknownst to one another, test-driven the same car.

Richard Read posted his review of the 2012 Chevrolet Volt two weeks ago. Today, we present another take on the Volt from our left-coast colleague Jeff Stork.

Do we really need two reviews of the same car? Given the game-changing status of the Volt, we’d say “Sure, why not?”

We hope you’ll enjoy this slightly different take on one of the most innovative cars of the past decade. We also hope you’ll be pleasantly surprised — as we were — that two very different critics have such very similar opinions about the Volt.

* * * * *

I’ve always been one fascinated by the next big revolution in automotive propulsion. In the early 1960s, I was mesmerized by the Chrysler Turbine Car — a gorgeous creation that hummed softly while slurping down fuel like it was free and emitting large quantities of nitrous oxides. Smooth operation, but emissions and fuel economy were both serious problems later shared by the rotary engine as it struggled and ultimately failed to go mainstream in the 70s.

I was also very impressed with the all electric GM EV-1 back in the 90s. The General’s first electric car was quick and quiet, although the car was tiny inside and out. I always thought they were onto something, but the range never quite got to commercially viable levels. Pure electric cars have always carried range anxiety along for the ride.

When the Chevy Volt came to market a year ago, I was highly intrigued: an electric car with a back up generator? In a nutshell, the Volt has a 16-kWh lithium-ion battery supplying a 111-kW electric propulsion system, plus a 1.4 litre generator with a 9.3 gallon fuel tank, which gives the car a total range of over 300 miles. It seemed much more practical to me for the real world.

So when Chevrolet offered me the opportunity to test drive one for a week, I not only eagerly accepted, I decided to take it a step further and drive the car as I would my everyday car — but with a goal of using no gasoline during our time together. To accomplish this, I parked my regular car away from home for the week, leaving the Volt as my only form of transportation.

In many ways, I’m the perfect candidate for a plug-in hybrid. As a writer, I work from home a lot and live in a gepgraphically tight community where I don’t drive extremely long distances. Some days I don’t use my car at all, and most of my trips are less than 20 miles or so. So far so good, except that I do go into LA a couple of times a month, and I live in a desert — Palm Springs, to be specific. That means air conditioning, and some days, lots of it. I was curious about how desert temperatures and the need for climate control would affect its range, which is estimated to be about 36 miles on a full charge.

My test Crystal Red Tintcoat Volt arrived as a fully loaded example, with Bose audio, Navigation, Premium Trim, Park Assist, and polished aluminum wheels. It looked handsome inside and out, with a leather trimmed interior and four bucket seats. Everything had a well-tailored look to it. I did note that the console was rather high, because the battery pack is nested beneath it. The Volt is a hatchback, and the rear compartment is on the smallish side, but the rear seats fold individually to accomodate most needs.

Behind the wheel, the first thing I noticed was the quality of the interior — comfortable two-tone perforated leather seats with contrasting stitching, high quality soft materials, color graphics and information center, and a great deal of light all in all made for an airy cabin. Once the energy button was pressed, I was struck by the quiet: no engine noise, no transmission whine, just the soft whirring of the electric motors. Then out on the road thing I noticed an unexpectedly smooth ride. The Volt’s propulsion system adds about 400 pounds compared to the gasoline-powered Cruze, and as a result the ride quality is much improved.

The instrumentation was totally unlike a conventional car. There are two multicolor displays, one in front of the driver and one in the console. A small fuel gauge shows how much fuel is in the 9.3 gallon tank and displays an estimated range on gas. Beneath that is a battery gauge that estimates electric range, and at the bottom a display of estimated total mileage. A digital speedometer is in front of the driver and to the right is an efficiency gauge, like a fuel economy gauge of the 70′s gone space age. A happy green dot (looking remarkably like the earth) rotates in the center of the display — it moves up and down as the gas and brake pedals are applied. The color changes the further it moves up or down. The driving lesson is obvious: jackrabbit starts and screeching stops are the enemy of electric range. The usual battery of engine monitoring gauges are absent.

I’d also done some reading online about the difference between “low” and “drive” in electric operation: there are no transmission gears in play, so the difference is the application of regenerative braking. In drive, lifting your foot off of the accelerator causes the car to coast. In low, as soon as your lift your foot off the gas, the regenerative braking commences. It allows you to move at low speeds with minimal application of the brake pedal. So at speeds under 35 mph, I drove in low, and over that I used drive, but downshifted before applying the brakes whenever possible.

Driving the Volt was very much to me like flying a Cessna. An airplane has a window of flight — a minimum speed to stay aloft without stalling, and maximum safe speed before breaking up. In addition, the wings and ailerons must be kept within a tight range and all movements executed gradually. That’s how I began to see the Volt as I moved through traffic.

Armed with the Energy Usage Screen that rates the efficiency of both driving style and climate control usage, I strove to keep the car moving whenever possible. I monitored the window of traffic more actively and worked more diligently at maintaining a steady and smooth speed than I would have in a conventional gasoline car, and my reward was range. I got as much as 44 miles of range (versus a projected 36) by paying attention to calibrated traffic lights and moving at a steady speed. But keep in mind, that I could have also just ignored everything and driven the Volt like a conventional car. The worst that could happen was that the generator might come on.

And then the heat came. The Volt and I endured some pretty unseasonal heat — 106 degrees to be exact. Throw in a couple of cranky passengers and I tested the A/C in “Comfort” mode. The range loss was less than I expected — only 3 miles. We stayed cool inside, and I still didn’t end up needing the gasoline generator.

In fact, I didn’t end up using the generator at all. I spent the entire week in exclusively electric power, and it was a pleasure. I plugged the Volt in at night (120V takes about 7 hours) and awoke each morning to a “Fully Charged” message on the dash. The car was wonderfully quiet, and the hood stayed cool to the touch, which was another unexpected pleasure. The car performed flawlessly all week and I took quite a few people for rides. Often when I came out to the car, people would ask me questions about it. The highlight was pulling into the bank one morning as a guy was pulling out in a new Rolls-Royce Phantom convertible, and he was looking at me. That says quite a bit. The Volt did everything a conventional car does, except need gasoline. And of course, at all times there was a generator and a full tank of fuel, so if I had to go anywhere, all I needed to do was jump in the Volt and go.

I’m not saying I had no dislikes, but my observations were minor and had nothing to do with the propulsion. The front spoiler was a bit low and hit driveways everywhere. I thought a car in the Volt’s price class should have a power seat. And there’s no way to preserve battery power, for example if I wanted to drive to LA and save the electric range for when I get there, but that’s being corrected for 2013.

The Volt doesn’t make sense for everyone. Those with a long daily commute or who run long distances on the freeway would be better off with a Cruse Eco or a conventional hybrid. And certainly cost is a factor, as not everyone can budget $39,995 for a base Volt to begin with (although I would be remiss not to mention that tax credits available currently can offset almost $9000 of the purchase price in California, and there’s a very attractive lease deal as well.) But every new technology is more expensive at first, so hopefully we will see the affordability improve over time. Volt owners I have spoken to tell me that it costs them about $35 per month for the electricity to charge it at nights, so there’s a genuine savings there as well. And the freedom from dependency on big oil has a value for many consumers.

I found the Volt to be one heck of an impressive automobile — indeed more than I had expected — that has become a political football for reasons unlrelated to its actual attributes. But I believe that any car should be judged on its own merits and not because of who was President when it was introduced. If you haven’t checked out the Volt in person yet, I highly recommend that you take it for a drive. No gasoline will be needed.

We haven’t been able to keep up with our “Most Popular Posts” feature for a few months due to some technical difficulties on the backend. (Minds out of the gutter, y’all.)

But at long last, the server goddesses are smiling again, so we’re sharing a list of Gaywheels’ most-viewed posts from April 2012.

As usual, the most-visited page on the site was Gaywheels’ list of  gay-friendly automakers. But the rest of the top-ten list looks a little different than it used to.

Last time we checked, you guys were very interested in our news articles, like the one about the BMW 7-series being the gayest car in L.A. But in April, almost all our traffic pointed right to car reviews. Perhaps the early spring weather put y’all in the mood to shop?

Anyway, without further ado, here are the ten most-viewed posts for April 2012 (excluding our list of gay-friendly automakers, of course).

1. 2013 Chevrolet Malibu ECO

2. 2011 VW Golf GTI vs. 2011 VW Golf TDI

3. 2007 Mitsubishi Outlander

4. 2007 Nissan Quest

5. 2010 Cadillac Escalade ESV Platinum

6. 2010 Chevrolet Camaro SS

7. 2012 Honda Civic Si Coupe: Test Drive

8. 2011 Subaru Impreza WRX and WRX STI

9. Gay-Friendly Brands Sweep KBB’s Brand Image Awards At 2012 The New York Auto Show

10. 2013 Hyundai Genesis Coupe

Let’s get this out of the way right up front: the 2012 Chevrolet Volt is an amazing ride.

Haters may gripe about the price (we’ll get to that in a minute), or they can complain about the loans that Chevy’s parent company, General Motors, received from the Bush and Obama administrations in 2008-09 (been there, done that, get over it). But there is absolutely no denying that, in many ways, the Volt is flat-out brilliant.

Perfect? No. But remember this is the first-generation Volt we’re talking about. And the kick-off has been impressive.

Conventional or cutting-edge?

At first glance, the Volt appears to be a straightforward compact sedan. Yes, the blackouts along the base of the side windows give it a distinctive look, and the wraparound tail lights are unique. But if you squint and check out the Volt’s silhouette, its profile isn’t too different from the competition.

And yet, the Volt made more heads turn than almost any other car I’ve driven (with the possible exception of a 1976 Corvette Stingray that my dad bought during his midlife crisis).

In parking lots, people approached me and asked, “Does that run on batteries?” And after I explained the Volt’s ingenious powertrain, they followed up with more questions.

Here’s the dialogue I had with my father, who’s long past that midlife crisis, BTW:

Me: So, technically it’s an electric car.

Dad: But you put gas in it, too?

Me: Yes sir. (Note: I still say “yes sir” and “no sir” to my father. Southern upbringings are hard to overcome.) You can travel about 40 miles just on electricity when the battery’s fully charged. When the battery charge runs out, the gas kicks in.

Dad: Do you have to pull over and re-start it?

Me: No sir, it happens while you’re driving. Unless you’re listening, you probably won’t even notice it. That’s because the gas doesn’t actually power the wheels; the gas powers a generator that juices up the battery. So you’re always, always, always using the electric system, and electric motors are always, always, always moving the wheels. The only thing that changes is that sometimes, those motors are powered by energy stored in the battery pack, and sometimes, those motors are powered by energy sent to the battery pack from the gas generator.

Dad: Oh…. That’s pretty cool.

Which is the reaction I got from most everyone when the lightbulb clicked on.

My dad was far less confused by the interior. The wraparound compartments for driver and passenger are tasteful and sleek. Even the plastic elements look shiny and expensive. In place of a fuel gauge cluster, the Volt has a display screen offering loads of info about battery charge, gas levels, and such. There’s an eco-monitor, too, showing when you’re driving “green” and when you’re not. Just another way of gamifying modern life, I suppose.

My car arrived with the Premium Trim Package, which was $1,395 very well spent. Boasting leather seats and a leather-wrapped steering wheel, it was hard to tell the difference between the Volt and a luxury model.

It also came with a high-end entertainment/navigation system ($1,995), Bose speakers ($495), polished aluminum wheels ($595), and the Rear Camera and Park Assist Package ($695), which, frankly, I never used. Then again, I’ve lived most of my life in New Orleans, where parallel parking is a way of life.

New standard equipment for the 2012 model is a passive-entry system that makes getting into the car — even lifting the back hatch — a stone-cold breeze.

The downsides

I don’t want to give the impression that the Volt is entirely without flaws.

For starters, as much as I love the swanky interior — including the rear bucket seats — the exterior design isn’t for everyone. It feels a bit chunky, a bit “American sedan”, but of course, that’s GM’s MO. If Chevy had let me take a stab at it, I’d have done more to connect Volt’s rear end with the rest of the car. As it is, it feels as if everything in front of the C pillar belongs on one model, everything behind it belongs on another.

I’m not entirely sold on the Volt’s infotainment system, either. In lieu of buttons to control the radio, DVD player, a/c and such, the 2012 Volt has a flat, plastic panel with text labels, just as the 2011 model did. That panel controls a lot of stuff, so at first glance, it’s a bit overwhelming. Plus, I was never entirely sure that my touch was registering through the plastic, so I found myself looking up at the telematics screen for verification. In parking lots, that was no big deal, but on the road, it was distracting.

(On the upside, though, the Volt’s touchscreen was very responsive — a huge plus. And the 2012 Volt offers GM’s MyLink, which allows you to stream music from your smartphone via Bluetooth. Score.)

Another ding: I noticed a fair amount of cabin noise while driving. It wasn’t coming from the engine, obviously, nor was it due to the wind whipping by, because on smooth stretches of pavement, the Volt was extremely quiet. But on rougher surfaces, I could definitely hear a big difference. The suspension was great — in fact, the Volt was spectacularly comfortable to drive — but perhaps some acoustic dampening material like that found on the Volt’s cousin, the Cruze, would be in order.

And then there’s the price. The Volt starts at $39,995, which is no small sum. Even with a $7,500 tax credit from the federal government, it’s a fairly pricey car — far pricier than the gas-sipping Toyota Prius to which it’s often compared. That’s not exactly a fair comparison, because the Volt makes for a much more pleasant driving experience, but if you’re the type to dollar-cost-average your fuel economy, I suppose it’s valid.

And of course, keep in mind that Chevy’s pretty adamant that you fill up the Volt with premium unleaded.

All that being said, if you’re in the market for a near-luxury sedan and you enjoy being a bit fashion-forward, put the 2012 Chevy Volt on your short list. You’ll turn heads and save cash in the long run, too.

2012 Chevrolet Volt
Pricing: From $39,995
As-tested price: $45,170 (including destination)
Incentives: $7,500 federal tax credit, subject to eligibility
Fuel economy (gas only): 37 mpg city/hwy
Range: 35 miles (battery only); up to 379 with gasoline
Powertrain: 16-kWh lithium-ion battery pack + 1.4 liter gas engine
Drivetrain: Front-wheel drive
Gasoline: Premium only
Passenger capacity: four
Charge time: 10-12 hours at 120V; 4 hours at 240V
Comparable cars: None, though the Toyota Prius, Nissan Leaf, and Lexus CT 200h are often mentioned 

The Acura RL has always had a hard time fitting in. Much like people you might have known in high school. Trying to hang with the popular crowd but always falling short. The current RL is satisfactory, but in a group filled with the latest and greats from Lexus, Audi, BMW, Mercedes, and Infiniti, it’s tough to demand some spotlight. The 2013 RLX concept is Acura’s latest attempt to fit into the large luxury sedan category.

Shown at the 2012 New York International Auto Show, Acura previewed the concept with a beautifully artistic video (see below) shot along the streets of NYC, where there’s even a cameo from a much-older Acura Legend.

Never one to shy away from green technology, the RLX-concept has Acura’s new Sport Hybrid Super Handling All-Wheel Drive, which features a 3.5-liter V6 engine, along with three electric motors, two-of-which supply power to the rear wheels. The engine is rated at 370hp and mated to a seven-speed transmission. Green-indeed. Acura has hopes to gain notoriety by nabbing that much-desired 30+mpg rating. As noted, a FWD model will be available with a 310hp engine.

Acura has filled the cabin with technology that will suit any technophile. The newly-updated AcuraLink and Ultra-Premium 14-speaker sound system give the driver and passengers access to internet and email, streaming internet radio, and multiple safety features. With a dual-screen set-up in the dash, which Acura has named On Demand Screen, your hands are free from the monotony of buttons.

The clean lines of the sedan show that Acura isn’t taking any chances with its flagship sedan. The stately sedan is sleek and sophisticated for its intended audience. The exterior design has come under some scrutiny, with some saying the concept is too plain, while some say the concept resembles other sedans already on the road. I really cannot see anybody being completely turned-off by the design, yet it’s beautiful enough to attract a larger clientele to Acura. The pendulum grille lives on, but designers have made it a subtle, attractive signature piece. Up-front, Acura installed its latest Jewel-Eye headlights, which are made up of LEDs to help guide the driver into turns and give a more precise glow to the road. Acura also fitted its concept with unfortunate 20-inch rims, which will likely hopefully disappear when it reaches production.

In a category blurred with beautiful sedans and tech-filled cabins, the RLX may have a chance to draw in a new crop of drivers that love luxury and sport, yet crave green-tinged efficiency when necessary.

I’m driving the Toyota Prius c in Florida and thinking about lunch, and the gorgeous stretch of beach off to my right, and also the fact I should hit the gym because beach season is almost here. Basically, I’m doing exactly what most owners of the Prius c will do: not think about the driving dynamics. The smallest member of the Prius family tree allows you to focus on other things, like its 53/46-mpg average during city and highway driving. Or how to gain six-pack abs in time for summer.

The Prius c is approximately 18 inches shorter and 500 lbs. lighter than the standard Prius. While the styling is contemporary and kind of cute, this 4-door hatchback doesn’t exactly stand out in a crowd. It’s the hybrid for people who don’t need the world to know they’re driving a hybrid. It might not earn you green street-cred in the Whole Foods parking lot, but that’s probably okay for most people. And apparently it is, since Prius c sales were red hot in March, with 4,875 sold in only its first month on the market.

Room onboard is spacious for a car in this segment, and a split folding rear seat bumps the cargo capacity when you need more than the 17.1 cu. ft. on offer. Plastic — far too much of it from the cheap side of the automotive spectrum — is the dominant (and pretty much only) theme inside. Frankly, the Prius c materials feel a step below the competition. The gauge cluster, mounted in the middle of the dashboard, proved especially annoying; in particular, the miniscule screen that relays fuel economy and gas savings is way too small. I wear pretty thick glasses, granted, but at 33 years old, I shouldn’t have to impersonate Mr. Magoo when checking my MPGs.

Ride and handling is fine, the Prius c is reasonably nimble in town — though it did feel less planted during a short stretch of the highway. Other online reviews have labeled the car as feeling ‘sporty.’ Sorry folks, not sure what you’ve been driving lately, but I don’t see it. The Prius c is fairly well mannered and easy to park, that’s pretty much par for the course in this segment. The 1.5-liter 4-cylinder gasoline engine and electric motor work seamlessly, earning the Prius c major points for powertrain refinement. But it sure isn’t quick: the run from 0-60 mph takes about 11 seconds. Top speed is 105 mph, in case you really take top speed into consideration when buying a hybrid.

The Prius c meets most driving expectations, drops the ball big time in terms of cabin appointments, and claws its way back with impressive fuel mileage. The starting price of $19,710 is pretty steep, especially when the base price of the standard Prius is $24,760. That’s a savings of $5-grand, however, a Chevrolet Sonic or Ford Fiesta hatchback both start around $15,000, while averaging 35-mpg (Sonic) and 38-mpg (Fiesta) on the highway. It’ll take a lot of mileage before your Prius c makes up that kind of price difference based on savings at the fuel pump.

I’m zipping through the swamps and across the bayous that dot southern Louisiana, and I look across at my husband, nestled snugly in the passenger’s seat, and I say, “Wow.”

I’m not talking about the springtime scenery — which is, in fact, pretty impressive. Nor am I talking about my husband — who is, IMHO, also pretty impressive. I’m talking about the car.

This is unusual because I’m driving a compact sedan, and let’s be honest: compact sedans don’t often evoke wows. Yawns? Frequently. Contented sighs? On occasion. But wows?

On the outside

One look at the Cruze, and you can tell it’s from General Motors. Even if there weren’t gleaming Chevy bowties on the grille and on the trunk, you’d know from the car’s simple, easy silhouette and its beefy stance that you’re looking at GM’s handiwork.

If you’re a fan of the swooping angles and character lines seen on other sedans like, say, the Hyundai Elantra, the Cruze may seem a little plain. But there’s a sturdiness, a robustness in its profile that few others can match.

And to its credit, the 2012 Cruze appears slightly more aggressive than its predecessors thanks to a nicely angled beltline.It still falls on the conservative side of the design spectrum, but we wouldn’t go so far as to call it bland.

On the inside

Things get a whole lot better once you slide behind the wheel.

The Cruze is offered in five trim levels: LS, 1LT, 2LT, Eco, and LTZ. We were given the 2LT, with leather seats, leather accents on the shifter, and a leather-wrapped steering wheel. Cocooned in what looked like an airplane cockpit, it was stunning how much luxury Chevy had crammed into a car that starts below $22,000.

We found plenty of headroom and legroom in both the front and back seats. (Minds out of the gutter, people.) Due to the unseasonably warm weather we’ve had, I put the a/c system right to work and found it more than adequate.

If I had to register two complaints about the Cruze’s interior, they would probably be the sightlines and the infotainment system.

The windows on the Cruze felt a tad on the small side. As I drove, it sometimes felt as if I were straining to peer out the windows. The sides were less of a problem than the windshield, which sat low. I’m around 5’10″, and even after adjusting my seat, I found myself slouching to improve the view.

In Chevy’s defense, this may simply be the way of the future: after all, less glass means more sheetmetal, and more sheetmetal generally means more safety. That helps explain why the 2012 Cruze is an IIHS Top Safety Pick.

As far as the infotainment system goes, it was fine once I got the hang of it. Still, I found the learning curve to be a little steep. The buttons on the center stack that bounced me from radio to navigation and back again were confusing, and even though there’s a touchscreen, I found it not-so-responsive at times.

That said, the car’s Bluetooth paired almost immediately with my phone. And that’s nothing short of miraculous.

On the road

The best thing about the 2012 Cruze — my favorite above all — was the cabin noise. By which I mean there was none.

Thanks to an acoustic insulation package, I felt as if I were driving a much more expensive car. My husband and I could even carry on a conversation without shouting. (Until we got lost on one particularly twisty backroad.)

Also impressive: the fuel economy. The LT’s turbocharged 1.4-liter four-cylinder engine earns 24 mpg in the city and 36 on the highway. Not too shabby.

However, that turbocharger isn’t perfect.

Turbos can be a little disturbing to drive because they often take a few seconds to kick in after you hit the gas. I found the Cruze’s acceleration to be fairly smooth compared to other turbocharged models I’d driven, but when I let off the gas, I was shocked at how quickly it disengaged. It was almost as if I’d hit the brakes by mistake.

Like the view, though, this may be the way of the future. As we saw in Detroit, engines are being downsized for the sake of fuel economy, and automakers are making up for lost power by adding on turbochargers. It’s probably something we’ll have to learn to live with.

Bottom line

If you were put off by the Cruze’s predecessor, the Cobalt,  you need to let bygones be bygones, because the Cruze is a horse of a different color. It feels much sturdier than the Cobalt, and it offers more luxury bangs for the buck than many of its competitors.

True, it’s not as sporty as some others in its class — like, say, the 2012 Ford Focus — but if you’re looking for a reliable ride suitable for both work and weekends, the Cruze should definitely be on your test-drive list.

2012 Chevrolet Cruze
Powertrains: 138 hp 1.8-liter four-cylinder for LS; 138 hp turbocharged Ecotec 1.4-liter four-cylinder for 1LT, 2LT, ECO, and LTZ; LS and ECO are available with manual 
Pricing: from $17,275 (LS manual) to $22,975 (LTZ auto)
As-tested price: $24,305
As-tested fuel economy (city/hwy): 26/38 mpg
Manufacturing: Lordstown, OH
Comparable cars: Ford Focus, Honda Civic, Hyundai Elantra, Toyota Corolla

It’s so easy to take the normal path. Just buy that European or Japanese luxury car your mother and father always hand in mind for you.

But, what if your 30-something self comes to Easter Dinner driving a Buick? Just wait for the preaching to start! You’ll be accused of growing blue hairs, eating at cafeterias, and heading to church.

Be not dismayed because rewards are great for those driving the Buick less traveled. It’s the alternative luxury car.

I have to out myself — big fan of Buicks. They’re artistically-styled, well-made, comfortable, and authentic. Sure, they now come with German-engineered chassis, but they never mask their true selves. My partner and I have a Mini, Smart, and Mercedes, but quickly warmed to the smaller Buick Verano.

More than reverse-status fashion, Verano appeals equally to Gen-Y and Gen-80. Like other Buicks, it greets with a chrome-tooth grin, swept-back headlamps, and bodyside sculpting. I like the stylin’ taillamps with chrome eyebrows, but a couple more minutes waxing the upturned rear windowline would have given the car a fresher appearance.

Authenticity comes in the details like cross-stitching on the heated leather-wrapped steering wheel, thick heated leather seats, and French stitching on the dash. Ice blue-lit gauges and controls convey contemporary Buick style, as do woodgrain and aluminum finishes on the dash and doors. The available “Choccachino” theme, with contrasting cocoa brown leather, lighter beige trim, and aqua stitching in the seats are delicious. Everything gives the sense it was carefully considered.
A further sign of the times is a standard 2.4-liter direct injected four-cylinder engine connected to a six-speed automatic transmission. The engine’s 180 hp won’t rival Euro sport sedans, but easily accelerates the sedan onto freeways and keeps it humming past slower-moving traffic. Fuel economy is rated 21/32 mpg city/hwy.

Technology entices all age groups. Bose audio sounds crisp and clear. Bluetooth connects phones and music, windows are controlled with one-touch up/down switches, and push-button starting eliminates the need for a key. Dual-zone automatic climate control and a tilt/telescoping steering column add convenience. Buick’s IntelliLink system enables voice recognition for calling and access to Pandora Internet Radio, Stitcher SmartRadio, SiriusXM, and MP3 players through the USB port.

Handling is more Regal than Park Avenue. An independent front, “Z-link” rear suspension system absorbs rough pavement without drama and grips on-ramps like Newt Gingrich believes he can effect $2.50 gasoline: it just doesn’t give up. Like Newt, it will eventually give up, but electric power steering provides just the right feedback.

So, what ruins this party? At a certain price point, luxury cars are expected to have an independent rear suspension. Then, there’s the outdated Buick image. The Chinese believe Buicks are cool. Maybe a little love from our team can shower a gay halo over the thing and help its fashion cred.

In the same way mid-century modern finds favor across generations because of its honesty and quality, Buick appeals to those looking for a brand that knows what it is and doesn’t mind taking the alternative road — even if it is one well-traveled.

2012 Buick Verano

Five-passenger, FWD Sedan
Powertrain: 180-HP 2.4-litre I4, six-speed automatic trans.
Suspension f/r: Ind/Z-link
Wheels: 18”/18” f/r
Brakes: disc/disc fr/rr with ABS
Must-have features: Style, comfort
Manufacturing: Lake Orion, MI
Fuel economy (city/hwy.): 30/38 mpg
As tested price: $27,345

Two of my favorite Lexus models of all time are the 2002 IS300 wagon and the current HS250h. The wagon was arguably ugly, but I liked the size, sporty feel, and impeccable build quality. It was also a little out of the Lexus mainstream, which added cachet. Despite its high price, the HS250h has a luxurious leather-lined cabin that also taps the tech genies for a powerful hybrid system, heads-up display, lane departure warning, adaptive cruise control, and a space shuttle’s worth of toys. Put them together, and you get something like the CT200h.

There’s a lot to like. I heard plenty of differing comments, but I warmed to the Daybreak Yellow Mica Paint. The interior is loaded with the softest heated leather seats, perfectly-sized leather-wrapped steering wheel, satellite radio, USB input for iPods, Bluetooth, and dual-zone automatic climate control. The dash stitching is primo and the swept back center console feels futuristic – wholly appropriate in a top-flight hybrid.

Under the controversial styling are a 1.8-litre four-cylinder engine, batteries, electric motors, and a continuously-variable transmission. Regenerative brakes replenish the batteries during deceleration; to conserve fuel, the engine shuts down while stopped at lights. It’s an efficient car that achieves 43/40 mpg city/hwy.

A big stainless knob lets drivers choose between “Sport”, “Normal”, and “Eco” modes. There is also a clever “EV” mode that lets you go short distances at low speeds without using gasoline. Eco mode makes the throttle less sensitive; Sport makes it ultra-sensitive. I prefer Normal for regular use. While putting the car into Sport mode changes dash lighting from blue to red, and makes the car peppier, it doesn’t magically fire in more ponies. Power is marginal in any of the modes, and when revved, sounds like tortured banshees.

On a smooth road, the chassis is superb and provides handling not normally seen in hybrids. Steering is predictable and the suspension loves to play. Having a lot of battery weight low down in the body doesn’t hurt. Engineers succeeded at making a Prius that is much more enjoyable to drive.

As good as all of this sounds, the car has some lumps. There is absolutely no excuse for the harsh suspension during city driving, the angry weedeater sound of the engine, or the squeaking and creaking of plastic panels over every imperfection. Using a mouse to control navigation and audio while driving a car is not cool. I could name a long list of hybrids and electrics that have body structures and interior quality equal to their technology. Although they made great car, engineers need to sweat the details in the CT200h.

In the end, this is a $38,239 Lexus — based on the world-beating Toyota Prius — that is fun to drive and comfortable as a sporty Lexus should be. The gas mileage is superb. Attention to detail, and a substantial re-work of the suspension, would make it stellar. It’s close to a perfect combination of the IS300 and HS250h. But, Lexus can do better…and it should.

2012 Lexus CT200h
Five-passenger, FWD, 5-Door
Powertrain: 134-HP – 1.8L I4, Batteries, CVT
Suspension f/r: Ind/Ind
Wheels: 17”/17” f/r
Brakes: Regenerative discs with ABS
Must-have feature: Technology, style
0-60 mph: 9.8s
Fuel economy (city/hwy.): 43/40 mpg
Manufacturing: Japan
As tested price: $38,239

As we’ve mentioned before, Hyundai doesn’t value its LGBT employees. If it did, it would offer a least minimal protections to ensure that they’re treated fairly in the workplace.

On the other hand, Hyundai has turned out some very impressive cars over the past few years. They’re well-styled, nicely built, and they’re often priced below comparable models from other automakers.

So, given all that, here’s our dilemma: (a) can we be truly fair in our assessment of Hyundai rides, and (b) should we encourage LGBT readers to support a company with workplace policies that lag behind nearly all of America’s major corporations?

The answers are (a) absolutely, and (b) we’ll leave the deciding to you.

* * * * *

Walking toward the refreshed 2013 Hyundai Genesis Coupe, you’re immediately struck by its powerful silhouette and the graceful creases in its sheetmetal. The lines of Hyundai’s “Z-shape” design are easy on the eyes, drawing your attention back, away from the aggressive grill, along the headlamps and angled character lines, to the sleek, wraparound tail lights. You can see elements of the Hyundai Genesis sedan beneath it all, but they’ve been simultaneously shrunken and pumped up — like elegant Patrick Stewart reimagined as a diminutive, world-class gymnast.

That sleekness is interesting, because Hyundai enjoys comparing the Genesis Coupe to vehicles that look decidedly different — namely, American pony cars like the Ford Mustang and the Chevrolet Camaro. Up against those low, wide-stance rides, the Genesis Coupe appears practically streamlined by comparison. It’s a much closer match for the Infiniti G37 (to which Hyundai also compares it).

Open the door, though, and the competition between the Genesis Coupe and those other models gets a lot stiffer. True, the Genesis feels compact — twin cockpits for the driver and front passenger are built like cocoons — but the seats are amply sized and cozy, not cramped. (The backseat, on the other hand, seems made for Linda Hunt. Look her up, young people.)

The interior finishes and layout are also attractive. Strap yourself in, and you’ll be facing stitched leather upholstery on the dash and on the steering wheel. The electroluminescent gauge cluster is sexy and efficient, and nothing feels excessively plastic-y — unlike some other rides we could name.

If I had one complaint about the model I tested, it would be the size of the telematics screen, which was just big enough to display the time and the radio channel. You can get a bigger, seven-inch touchscreen, but not as a standalone option: it comes as part of the Premium, Grand Touring, and Track packages, which tack around $3,500 onto the sticker price, depending on whether you opt for the 2.0-liter or 3.8-liter engine.

But the most important part of any test drive is the drive itself, and on that count, the Genesis Coupe didn’t disappoint. I was lucky enough to land a manual model, and when I pushed the car’s start button, I was greeted by a pleasantly tuned rumble. (That’s largely because Hyundai routed an intake sound induction pipe right to the Genesis’ cabin to make sure drivers and passengers feel the noise.)

Acceleration was good thanks to the 3.8-liter V6 engine’s 344 hp and 292 lb-ft of torque. Though rear-wheel-drive models like the Genesis can occasionally be tough to steer on slick or icy roads, the storm clouds that gathered overhead during the warm, Mississippi afternoon managed to stay quiet for the entire trip, leaving me with bone-dry asphalt. On the winding backroads fronting the Gulf Coast, the car bit into the pavement with a pleasant grind. The ride wasn’t as cushioned as it would’ve been in a luxury sedan, but you don’t buy a car like the Genesis Coupe to skim lightly over the roadways. You want to feel a touch of pavement under the tires, and from my seat, I got just the right amount of that.

The 2013 Genesis Coupe is also offered with a slightly less-peppy 2.0-liter in-line four-cylinder engine  that cranks out 260 hp and 260 lb-ft of torque. The 2.0 earns solid fuel economy of around 20 city/31 highway, while the 3.8 gets 18/28. Both versions are available with the six-speed manual transmission I tested — or, if you prefer, as an eight-speed automatic with paddle shifters.

The 2012 Genesis Coupe starts at $24,250 for the 2.0-liter and $28,750 for the 3.8-liter, plus an additional freight charge of $875.

Bottom line: if you’re the sort of person who hasn’t shopped at Target in nearly two years because of the company’s anti-gay political contributions, you’re probably not going to be swayed by any Hyundai. Skip on over to our list of gay-friendly automakers and find a car that’s a better match for your values.

On the other hand, if you’re willing to cut Hyundai some slack and you need a fun-to-drive, sporty ride for yourself and one other person, you could do much worse than the Genesis Coupe. It’s nice to look at, solidly built, and Hyundai carries the third-highest residual value of any auto brand on the road, just behind the decidedly more-gay-friendly Subaru (#1) and Honda (#2).  In fact, Hyundai rides offer so much bang for the buck that more than a few LGBT drivers have held their noses and signed on the dotted line. Only you can make the call.

Can the latest 3-Series hold off the competition?

The automotive world has seriously changed when you find yourself behind the wheel of a new BMW 3-Series and start drawing comparisons to a Kia sedan. I know that BMW fans are going into apoplectic shock over that comment. But give me a minute to explain. For starters, the sixth generation of the iconic 3-Series sports sedan looks great, is fun to drive, and gets better mileage than the outgoing model. The exterior changes are evolutionary but, in my opinion, very successful.

Two engines are offered, the base 328i sedan comes with a turbocharged and direct injected 240-bhp 2.0-liter 4-cylinder, while the 335i comes equipped with a turbocharged 300-hp inline-6. Since I spent the majority of my driving time in the 328i, I’ll focus my attention on that model. Being the entry-level model doesn’t mean the 328i is a slouch when it comes to performance. When equipped with the optional 8-speed automatic, like the one in my test car, the sprint from 0 to 60 mph takes less than 6.0 seconds.

The standard 6-speed manual is a few tenths quicker, though either gearbox comes highly recommended and is extremely well engineered. Fuel economy during highway cruising is a very respectable 34-mpg in the 328i (automatic). Unfortunately, the stop-and-start engine function was noticeably unrefined. The system shuts engine off at red lights to save fuel, but it often felt like the car had stalled. Similar systems, like the eAssist program in the Buick LaCrosse and Chevrolet Malibu, are miles better. Maybe this was a foible with my specific test car?

The 3-Series has been a longtime benchmark when it comes to ride and handling, so I was surprised when my first impressions of the 328i’s handling weren’t stellar. It initially felt too light, especially when cruising down the highway where it felt like slackness had been built in. Selecting ‘Sport’ mode brought on a vast improvement, and the solid heft you expect of a German sport sedan was finally there. But should a 3-Series buyer have to program handling prowess? Driver selectable programs are fine, so long as the default setting doesn’t disappoint.

The power and flexibility of the 4-cylinder engine, however, leaves nothing to be desired. This slick little engine has a very tractable nature and never feels peaky or short of breath. And unless you really need the extra 60 horsepower, it’s hard to imagine opting for the pricier and thirstier 6-cylinder (though that engine is pretty addictive once you sample it). In either model, the ride is stable and controlled, which was a great relief considering the switchback roads BMW had picked for the drive. Yours truly considered kissing the pavement after one harrowing stretch of canyon road.

High quality plastics and leather are what you expect in this segment, and the 328i maintains the status quo. Yet I would have liked something a little more daring in terms of layout. Even the Kia Optima sedan (yes, here comes that Kia reference) has more panache in the overall design of the dashboard – though the BMW does feel extremely solid. Nothing felt inferior out of place in the BMW, but at nearly $50,000 (with options) the cabin merely feels good enough. Space in the rear is surprisingly good, with more than enough room for two full-size adults.

Trust me, the 3-Series remains the car to beat in this segment – a fact proven by sheer sales volume too. But the gap from to rivals like the Mercedes-Benz C-Class and Audi A4 has narrow. And upstarts like the Buick Regal GS and Cadillac ATS stand a chance of finally cracking into this segment that German automakers have dominated for so long. Forget the Kia comparison, I just suggested cross-shopping a Buick with a BMW.

Note: Hyundai is a non-gay-friendly automaker.

HYUNDAI PUTS ACCENT ON SUB-COMPACTS

I’m driving along in the all-new 2012 Hyundai Accent, enjoying the crisp handling, hearing the solidness of the body structure, and appreciating how the powertrain does its thing. Then it hits me, “This is the entry-level Hyundai!” It is a suave little fuel-sipper that won’t put you out on the street — unless you want to be.

“Fluidic Sculpture” styling made the Sonata midsize sedan and Elantra compact the most exciting-looking cars in their classes. The look even plays well on the Tucson crossover and Veloster funster. But, I wondered how it would play on a small sedan. Turns out, very well. The large trapezoidal headlamps, gaping grille, raised hood, sweeping roofline, and ribbed bodysides look sleek, contemporary, and tough. It proves former GM Vice Chairman Bob Lutz’ adage of “it costs as much to make an ugly car as a beautiful one.”

This feeling of punching above its price point carries into the Accent’s interior. That doesn’t mean there are heated leather seats, Bose audio systems, or hand-stitched dash coverings. Because, there aren’t any. Hard plastic covers the doors, the dash is equally hard, and seats are upholstered in gray canvas. But, everything feels as if it will last forever. Deft sculpting on the dash, molded pulls on the doors, silver accents around the window switches, and black piano finish encircling the gear selector look upscale.

As with the larger Sonata, controls are housed in a center pod that looks like an African war mask. Climate is controlled by three easy-to-use knobs on the lower level while the radio is changed up top. A thick leather-wrapped steering wheel with integrated audio and phone buttons falls to hands. Our test car also came with a USB iPod connection, CD player, satellite radio, and Bluetooth. Fold-flat rear seats let owners carry almost anything.

Driving the Accent sells it. Sub-compact cars in this price class once came with horrific suspensions that would embarrass a Yugo. Manual transmissions provided all the feeling of a wooden spoon in wet noodles. The Accent’s steering is direct, the suspension rumbles over rough roads without a shudder, and the car clips through corners. The gear selector is not perfect, but it is easy to click through the gears.

And, you’ll work the gears to get the most out of the 1.6-litre direct-injected four-cylinder engine that delivers 138hp, directed to the front wheels through a six-speed manual transmission or optional 6-speed automatic. The engine must be revved like a screaming drag queen for maximum power, but at least it’s there. Fuel economy ratings of 30/40 mpg city/highway keep money in pocket.

Enhancing safety, the Accent comes standard with four-wheel anti-lock disc brakes, electronic stability control, traction control, brake force distribution, and brake assist. Dual front, front side, and side curtain airbags protect everyone. Not long ago, you would have purchased a luxury car to get all of these features. Now, you get them all in the most affordable Hyundai.

The only option our test car had was a $35 iPod cord, bringing the as-tested price to $15,830. Hyundai’s 10-year/100,000-mile powertrain warranty comes standard.

2012 Hyundai Accent SE 5-Door
Five-passenger, FWD Hatch.
Powertrain: 138hp 1.6-litre I4, six-speed manual.
Suspension f/r: Ind/torsion beam
Wheels: 16”/16” f/r
Brakes: Disc/disc fr/rr with ABS
Must-have feature: Style, value
Fuel economy (city/hwy.): 30/40 mpg
Manufacturing: Ulsan, S. Korea
As tested price: $15,830

I enjoy the Nissan 370Z, but its hyper-tweak personality can wear me out. Revving the engine to a scream and lighting up the tires makes me giddy, but constantly getting thrashed by the suspension is a bit much. I can think of a number of more entertaining ways to get thumped that don’t require a sports car. Coffee down the front of my shirt, throbbing headache, sore…never mind. There’s not even a rear seat. Point is, I could go for sports car fun without all of the sports car drama.

That’s kinda the point of the Infiniti G37 IPL Coupe. It has the guts and glory of its more rambunctious sibling, but with a more compliant suspension, leather-lined cabin, four-place seating, and a trunk large enough for you and your sweetie to have that weekend away. It’s for the 30- or 40-something who isn’t ready for an old queen’s home, but wants comfy digs.

Find the fun pedal to see how they take their 348hp 3.7-litre DOHC V6. That’s as much power as a 5.7-litre V8-powered C5 Corvette and 18hp more than a non-IPL G. Infiniti’s 7-speed automatic transmission might be the best choice in traffic, but that’s for old people. I’d choose the firmly-clicked six-speed manual for my daily sugar. Clutch take-up is aggressive and requires attention; my partner killed it four times getting out of our driveway and I almost face-planted leaving a stoplight. Fuel economy with the manual transmission is rated 17/25 mpg city/hwy.

From the curb, neophytes would be hard-pressed to believe the Z and G have similar chassis and powertrains. Zero-lift front and rear aerodynamics, 19” graphite-finish alloy wheels, and dual chrome exhaust tips are mostly functional, but also to backlight a gentleman’s style. You know the IPL is fast, but it could roll up in front of the Ritz-Carlton without embarrassing itself, too.

The G37’s interior fits like custom sneaks. Extendable seat cushions fit almost anybody and gauges go up and down with the adjustable steering column. Navigation, USB, Bluetooth, Bose audio, and rear view camera are all here, but everything is simple. Large knobs on either side of the center stack actually control the volume and tune the radio. Amazing! Big knobs below have slivers of blue and red behind them so one can easily adjust the climate control. Aluminum kick plates add class.

Each IPL model has its own personality. The sedan has all of the coupe’s style, but it’s the sport sedan BMW would build if it were based in Japan. Convertibles, mostly due to their heavy hard tops, feel more substantial and luxurious with real wood inside. Coupes are only a little polish removed from the Nissan Z.

This Infiniti’s problem is the same as every Infiniti’s. How do you convince BMW, Mercedes, and Cadillac drivers to give it a try? Everybody makes his own choice, but none of those has the pure sports car feel of the G37. Hopefully, that’s enough to watch $50,445 levitate from your gracefully-aging wallet.

Infiniti G37 IPL Coupe
Four-passenger, RWD Coupe
Powertrain: 348hp 3.7-litre V6, six-speed manual transmission
Suspension f/r: ind/ind
Wheels: 19”/19” f/r
Brakes: 4-wheel disc/ABS
Must-have feature: Power, style
Manufacturing: Japan
Fuel economy: 17/25 mpg city/hwy
As tested price: $50,445

When you go to buy a Volkswagen, their best cars almost always have three letters or numbers at the end of the model name: GTI, TDI, VR6.

The sixth generation, 2011 Jetta, on sale for a little over a year now, has been met with some pretty strong criticism. Reviewers took one look at 2011’s cheapened interior, and suspension, and had three letters of their own: “WTH??”

Now, the sportier, 2012 Jetta GLI has gone on sale and looks to undo some of the ills of the standard Jetta. But can those three letters make up for the heap of hate dished upon this car?

GTI with a trunk?

First, a confession. I was hoping that the Jetta GLI would amount to a Golf GTI in sedan guise. The Golf GTI hatchback is still the best, most entertaining front-wheel-drive car I’ve ever driven, so, naturally, I wanted more of the same.

To hope that the GLI was simply a GTI with a trunk didn’t seem unreasonable. The Jetta GLI has the exact same motor, transmissions and XDS cross differential as the GTI. The hotter Jetta also has a sportier, multi-link suspension and lower ride height, again, just like the Golf GTI. All good things to go apex-hunting with.

While those similarities seemed like enough on paper, out on the blacktop, chucking the GLI into a left-hand sweeper, the desire for a GTI sedan equivalent dies a quick death.

Like many cars with sporty aspirations, the “track-tuned” suspension on the GLI is trying to be two things at once: not firm enough to shatter your coccyx, but not soft enough to erase your ability corner like a hooligan.

The result of that middle of the road suspension is a fairly comfortable ride, increased body roll, and cornering that is only OK. Diving into this particular left-hander on my test route, the GLI doesn’t feel nearly as planted or confident as the GTI. The GTI, with its firmer tuned suspension, would egg me on to take this corner faster and faster, while I grinned like an idiot. The GLI had one go at the bend and I was gritting, not grinning. No more for me, please.

It’s a similar story with the brakes. The GLI calipers are painted red, so that HAS to mean they perform at a higher level, right? Hmmm, no. Braking late for a corner entry brings back that uneasy feeling I had in the middle of the corner. Don’t get me wrong, during normal, everyday driving, the brakes are more than fine. It’s only when you ratchet up the speed that the stoppers began to make ME clench.

Oddly enough, the GLI does not even sound like a GTI. This might be the hardest difference to understand since the powertrains in the two cars are identical.

Under hard throttle, the GTI has a racy engine noise and exhaust note. You’ll find yourself planting your right foot just to hear it.

The GLI’s soundtrack is…different. It’s a deeper sound that isn’t as pleasing. While the GTI has a small hint of racecar, the noise the GLI makes has a small hint of a rusty, 1986 Silverado with an exhaust leak.

The one to get

So, take a pass on the Jetta GLI? Actually, no.

In fact, if you’re buying VW’s entry-level sedan, it’s the only one you should buy.

Despite not being a GTI sedan, the GLI is the best Jetta you can buy.

Most detractors of the new Jetta cite the cheapened interior and less-than-modern, torsion beam suspension as the worst parts. And they’re right, both are pretty offensive.

What adds insult to injury on those two aspects is the fact that those cost-cutting measure are only in plac on the U.S.-spec models. The Jetta sold in Europe has a higher quality interior, with a soft-touch dash, and the better, multi-link rear suspension.

The GLI fixes those two major problems and gives U.S drivers the chance to buy the Euro-spec model with the upgraded parts. When compared to the base Jetta, the GLI also gives you a flat-bottom steering wheel to churn, a sportier front-end design and some upgraded trim and stitching.

When you buy your GLI, make sure you go for one that has at least the Autobahn package. You’ll get better wheels, a sunroof, heated seats covered in V-tex leatherette and the fantastic, Fender-branded audio system.

The tin-can sound quality of the base sound system and lack of heated seats in the base GLI I tested were all it took to be wishing for an upmarket GLI during my test.

Not a GTI, not bad

So the GLI isn’t a GTI with a trunk, but it’s not as if there aren’t good reasons for that. The GLI is simply a bigger car. The motor has to pull around a sedan that has three more inches of wheelbase, about 16.5 more inches of overall length, and about 100 pounds more than the GTI hatchback.

Fortunately, dropping two-gears and bombing down the highway in the GLI is still enough to make me grin. And if it’s fun you’re after, you certainly won’t find more of it in a Hyundai Accent, Honda Civic, Chevy Cruze, Mazda3 or any sedan with a Toyota badge on it.

2012 Jetta GLI, 6-speed manual transmission – $23,495
Destination – $770
Total – $24,265

The idea of taking the suburb-conquering, Rubicon-busting Jeep Grand Cherokee and turning it into a star of your weekend track club is somewhat akin to putting sneaks on L. L. Bean and asking him to win the New York Marathon. One has to wonder, “What’s the point?”

You could attach Chrysler’s 470hp 6.4-litre HEMI V8 to a John Deere and be impressed with its performance. The Grand Cherokee SRT8 runs from 0-60 mph in 4.8 seconds and hits a terminal velocity of 160 mph. Those figures make it the quickest Jeep, ever. Its paddle-shifted five-speed automatic transmission makes the most of the engine’s prodigious thrust, while multi-displacement technology shuts down cylinders when the full fury isn’t needed. Still, with the SRT8 offering only 12/18 mpg city/hwy, you’d never call it frugal.

Asking stylists to turn the big n’ boxy Grand Cherokee into a performance beast worthy of this HEMI engine must have caused some soul searching within the studios of Chrysler’s design center. Being consummate professionals, they lowered the SUV an inch, attached monochrome wheel flares, and installed massive 20” alloys. A nose job includes LED running lamps, front splitter, and functional heat extractors in the hood. Though to be honest, most fellow highway travelers will only see the Jeep’s liftgate spoiler that improves downforce, and dual 4” chrome exhaust tips as the SRT8 streaks away.

Behind the steamroller wheels and Pirelli P Zeros are giant Brembo discs with red calipers. They’re capable of stopping the Grand Cherokee from 60-0 mph in only 116 feet. Much of the chassis was co-developed with the Mercedes M-Class, giving it a German heaviness, four-wheel independent suspension, and a full array of stability control electronics. Five modes of suspension adjustment control the handling for touring, track performance, snowy conditions, or towing. In Track mode, this bruiser serves up .90g on the skidpad – on par with many top-shelf sports cars. Quadra-Trac AWD shifts power to wheels with grip, though all drive modes bump and tug the steering wheel. It gets the job done, but you’re better off looking elsewhere if you want a luxurious ride.

Inside, the SRT8 is a pretty cozy place to travel. The heated/cooled leather front seats and heated rear perches grip your sides with thick bolsters and hold your rump with suede inserts. Carbon-fiber trim complements large analog gauges, and a heated steering wheel, power steering column, and touchscreen for navigation and audio are nice touches. There is also a handy rear camera. The 19-speaker harman/kardon audio system kicks out 825 watts of power to thump just about anyone within a ten-mile radius. Adaptive cruise control, forward collision warning, and blind-spot monitoring systems are available. Enthusiasts will swoon over the SRT-exclusive Performance Pages that provide feedback for your steering input, horsepower, torque, acceleration, braking, and cornering. Take a pic (not while driving please!) and post it on your Facebook wall.

On the way to my parents’ for Christmas, I blasted by a long line of Conestogas clogging up the left lane. Those who didn’t respect the Jeep’s sinister snout soon bowed to its gathering wake. That’s pretty much the point of this truck. A Grand Cherokee SRT8 will never conquer the Rubicon Trail, and it’s barely adequate for hauling groceries. But it will make you laugh and scare the hell out of everyone else.

2012 Jeep Grand Cherokee SRT8
Five-passenger, AWD SUV
Powertrain: 470hp 6.4-litre V8, 5-speed automatic transmission
Suspension f/r: Adjustable Ind/Ind
Wheels: 20”/20” f/r
Brakes: Disc/Disc fr/rr with ABS
Must-have feature: Style, performance
0-60mph: 4.8s
Top speed: 160mph
Fuel economy (city/hwy.): 12/18 mpg
Manufacturing: Detroit, MI
As tested price: $55,295

The end of a year brings many things — notably, a host of holiday parties, a fistful of New Year’s resolutions we’ll never stick to, and an endless series of lists to sum up the waning year. Now, a couple of days behind schedule, we’d like to present just such a list of Gaywheels’ 11 most-viewed posts for 2011.

The two pieces at the top of that list are no surprise: number one is about Los Angeles, California and whether the BMW 7-Series is the gayest car in town, and item number two centers on diehard car guy/loudmouth Adam Carolla, who published a podcast that veered into territory offensive to gays, lesbians, and transgendered individuals. (In case you missed it, Chaz Bono bore the brunt of the tirade.) Like Carolla himself, both stories stirred strong emotions among readers.

Item three was our handy-dandy list of gay-friendly automakers — a list that we’re hoping to update next week during some chats at the 2012 Detroit Auto Show. And the remaining eight pieces were all auto reviews. A nice, diverse list from our nice, diverse readership. It’s like the belated Christmas present we totally weren’t expecting, but we’re glad it arrived anyway.

And so, without further ado, the 11 most-viewed posts at Gaywheels in 2011:

1. Is The BMW 7-Series The Gayest Car In LA?
2. Will Adam Carolla’s Idiotic, Homophobic, Transphobic Rant Kill ‘The Car Show’?
3. Gay-Friendly Automakers
4. 2011 VW Golf GTI vs. 2011 VW Golf TDI
5. 2007 Mitsubishi Outlander
6. 2010 Chevrolet Camaro SS
7. 2007 Nissan Quest
8. 2010 Cadillac Escalade ESV Platinum
9. 2011 Toyota Sienna
10. 2011 Subaru Impreza WRX and WRX STI
11. 2011 Volvo XC60

Honorable mention goes to the 2011 Volvo XC60 Road Trip Adventure. It was a great article, to be sure, and the added beefcake didn’t hurt. Not a bit.

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.

My partner thinks the CLS is sexy – he calls it the “moon car” – while I appreciate its accentuated rear fenders, a throwback to mid-century Mercedes-Benz “Adenauer” sedans, and grille lifted from any number of sporting Mercedes since the 1955 300SL Gullwing. It looks smokin’ on its set of 18-inch AMG alloys. Some people don’t understand the CLS, but the ‘four-door coupe’ bodystyle has been copied for cars as diverse as the Porsche Panamera, Audi A7, Volkswagen CC, and Hyundai Sonata.

The real point of the sleek roofline is to slide a little sportiness under the radar of a practical four-door layout. Family and friends can get cozy in the console-divided rear buckets for short trips, while you and your partner snuggle into the front compartment. Heated and cooled leather seats, polished wood trim, thick carpets, and traditional gauges instill tradition and comfort. Mercedes has also installed a crystal-clear 14-speaker Harman/Kardon surround sound audio system with HD Radio, 6-disc changer, and SiriusXM Satellite Radio.

Telling your neighbor you owned a Mercedes-Benz ‘550 used to mean your sports sedan had a 5.5-litre V8 under the hood. The numbering remains, but this new version comes packed with a (smaller) 4.6-litre twin-turbo V8. Don’t let size be an issue, since this engine given puts out 402-hp and 443 lb-ft. of torque. Power is routed to the wheels through a seven-speed paddle shift transmission. Optional is Mercedes’ 4MATIC all-wheel-drive system. Fuel economy isn’t bad at 17/26 mpg city/hwy.

Being a modern ‘Benz, the CLS550 flaunts an incredible load of safety tech. Our test car came with Attention Assist to keep you alert, Active Blind Spot Assist to keep you informed, and Active Lane Keeping Assist to vibrate your hands when you stray from your given lane without signaling. Distronic Plus with Pre-Safe Brake is available to monitor the road ahead of you, maintain a safe distance on the highway, and apply the brakes if necessary. The CLS550 also comes with anti-lock brakes, traction control, and ESP electronic stability control – all are good to have when piloting a 400+ horsepower German luxury sedan.

All of this electronic wizardry is great, but it’s more fun to drive a car than read the owner’s manual. Direct steering and an adjustable air suspension gives drivers the solid Mercedes feel they covet, along with the ability to personalize their ride. I don’t always love the artificial feel of air suspension, but the CLS’ is better than most. Track jockeys will go for the Sport tuning while long-time Mercedes owners will likely prefer touring mode for its highway demeanor.

Truth be told, if cabin room is a priority, you might do better to look at the boxier E-Class sedan. The rear of the CLS is adequate, but not much more than that. However, you can’t deny the CLS has style and performance, even if it appeals more to the fabulous amongst us.

2012 Mercedes-Benz CLS550
Four-passenger, RWD sedan
Powertrain: 402hp 4.6-litre turbo V8, 7-speed automatic transmission
Suspension f/r: Semi-active ind. air
Wheels: 18”/18” alloy f/r
Brakes: Disc fr/rr with ABS
Must-have feature: Style, efficiency
0-60mph: 5.2 seconds
Top speed: 130 mph
Fuel economy (city/hwy.): 17/26 mpg
Manufacturing: Germany
As tested price: $83,560

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.