2012 Hyundai Accent SE Five-Door

When I first saw the marathon blue 2012 Hyundai Accent SE that I was going to drive I thought, “Who's car is that?” I was supposed to get an Accent, one of those tiny tin cans from Korea purchased by those desperate to repair their credit. Yet, there in front of me was what looked like a slightly more rounded-off Pontiac Vibe/Toyota Matrix-size wagon thing. Last time I drove a Hyundai Accent it was downright dinky, and it sure as heck was not a wagon.

Did I say wagon? Hyundai, and every other carmaker in the world with such a configuration, calls it a “five-door,” which is clearly a more exciting moniker, evoking the kayaking/hang-gliding/pool-snorkling active lifestyle that these owners no doubt lead. Wagons are what your grandparents drove in Mad Men.

Of course, I remembered, the “five-door” debuted at the New York auto show in April, alongside the “four-door” (what's wrong with “sedan” and “wagon?” Don't get me started.). I was planning a family trip the coming weekend that would have to accommodate two adults, two kids, one dog and a healthy pile of stuff. I had assumed we'd take our Volkswagen van. But when I saw how big the Accent was, I changed my plans. Sure enough, come Friday after work, the Accent five-door stood packed, fueled and ready to go. No one complained, not even the dog.

That's because the EPA classifies this as a compact, and Hyundai proudly points out that the Accent five-door's 21.2 cubic feet of cargo area is more than that of the Matrix, the Audi A3, the Dodge Caliber and the five-door versions of the Subaru Impreza and the Mazda 3.

First leg of the journey, completed at a freeway average of 80 mph, El Accent went 138.8 miles and returned 32.2 mpg, more than its city rating of 30 mpg but considerably less than its highway rating of 40 mpg. I was clearly driving too fast and was too loaded (that is, the car was loaded, I was sober as a concours judge). The second leg was 210.2 miles of mountain driving on very curvy roads in second, third and fourth gears. That returned 30.5 mpg. The last 190.5-mile tankful, completed on flat, straight highways and freeways, should have been closer to the EPA's 40-mpg figure but was only 34.0. Driving a constant 55 mph on flat, straight superhighways would surely result in a better highway figure, I figured.

In the mountains, it was as fun as anything in the compact and subcompact classes except maybe a Honda Fit or a Mazda 3, but I haven't driven a Fit in quite a while so it might surpass even that watermark of tossability. Second and third gears were too far apart for most of the curves I was negotiating. There was not much torque available below 3,000 rpm at the higher elevations, despite the sophisticated 1.6-liter, gasoline direct-injection four-cylinder engine with CVVT (imagine GDI in a car that costs $15,925). The power and torque curves did widen out a little as we got closer to sea level.

The last day I had it I put the Racelogic box on it and gave it a few launches to see whether it was quick. When I first drove this car, I thought the clutch engagement of the six-speed manual was awkward; it took a while before I could do it smoothly. But after a week I was used to it and it wasn't a problem. Engaging the clutch at about 4,500 rpm with a good amount of wheelspin seemed the quickest way off the line. I kept getting a slight bog after the 1-2 shift and as a result probably lost about three-tenths of a second.

I got a few 9.0-second 0-60s but you, with your better technique, will surely get into the eights because you rule. One thing that did help was that second gear was good for about 64 mph. That's a long gear. I had noticed earlier while driving through those tight mountain curves that the distance between second and third gear was too far; I had to keep rowing up and down. But when going for a 0-to-60-mph time, I could use the entire tachometer--the soft redline is 6,750 rpm and the hard redline is 7,500 rpm. That's a heck of an engine for the money.

Then I stomped on the 10.1-inch front vented, 10.3-inch rear solid discs and hauled the whole thing down from 60 mph in an entirely reasonable 128.4 feet. A few days before I had also stomped on them when traffic stopped suddenly on I-5, and it did a fine job of stopping the fully loaded rig well short of the shiny Ford Edge in front of me.

Anyway, a week's worth of high-speed hauling made me love this thing. I tend to love cars that are efficient. Yes, that makes me a communist weirdo. But who can argue with a car that will do all of this and stickers for $16,685? The Accent five-door had more standard features than Hugh Hefner's most recent spouse: AM/FM/XM/CD with six speakers, steering-wheel-mounted controls for the stereo and cruise control, Bluetooth, power everything and even fog lights and a rear spoiler. All of that for $16,000. The GS five-door starts at $14,000, and Hyundai is still offering that 10-year powertrain warranty. What's not to love?

2012 Kia Rio 5-Door

With the subcompact market growing more crowded with the arrival of the Ford Fiesta, the Chevrolet Sonic, the Mazda 2 and the new Hyundai Accent, the timing couldn't be better for Kia to roll out a revamped Rio. For 2012, the Rio lineup--which includes a sedan and a five-door--is all new with a more distinctive design inside and out, a new direct-injection engine, an impressive list of available features and optional stop-start technology. The five-door will hit dealerships first in September, with the sedan following in December or January.

Riding on a new platform which is longer, wider and lower-riding than that of the previous Rio, the 2012 model has a more hunkered-down stance with shorter overhangs front and back. The body is now made from 63 percent high-tensile-strength steel, and torsional rigidity is improved by 31 percent. Styling falls in line with what we've seen on the latest Optima and Sportage, with a slimmed-down version of the company's tiger grille, sloping shoulder lines and a wedge-shaped appearance.

Power comes from a new 1.6-liter, direct-injection four-cylinder producing 138 hp and 123 lb-ft of torque connected to either a six-speed manual transmission (available only on LX models) or a six-speed automatic (standard on EX and SX trims). According to Kia, it estimates fuel economy for the sedan with either the manual or automatic are 30 mpg in the city and 40 mpg on the highway. The hatchback is slightly lower, at 29 mpg for the city and 39 mpg on the highway. However, for an addition fuel-economy bump, the Rio will be the first in the segment to offer start-stop technology. Kia says the system is good for an additional 1 mpg in the city.

Like most vehicles in the class, the Rio's suspension uses MacPherson struts up front and torsion beam out back. Fifteen-inch wheels are standard on LX and EX while SX models get 17-inch alloy wheels.


We spent an afternoon hustling a 2012 Rio 5-door EX through the crowded streets of Seoul and on expressways through the Korean countryside, and the experience wasn't anything like that with its predecessor. The ride inside the cabin was fairly quiet with only a bit of wind noise seeping into the cabin. At expressway speeds, we were able to have conversations with our driving partner at a normal tone, and it didn't feel as if we were piloting a tin can--in fact, it was far from that.

The new four-cylinder is powerful for the class, and the six-speed automatic gearbox was quick to downshift when we needed some extra kick for merging and passing. It's not fast by any means, but what car in this category can you call fast? The electric power steering is light and responsive enough with some play on center but it's perfect for targeted customers. Ride quality is good--even larger bumps weren't really able to upset the car. Body control is solid, and the Rio hatchback felt well planted rounding corners and turns, even with our EX's 15-inch tires. It would be safe to assume that the SX's wider 17s would help the car feel even more sure-footed.

Our test car was also equipped with the stop-start system, which would kill the engine when we came to stops, only to fire up again once you remove your foot from the brake pedal. Operation seemed a bit crude, with a noticeable, audible tone of the starter turning over to get the car running again, unlike systems on much more expensive vehicles that are nearly seamless. Kia hasn't decided how much the system is going to cost just yet, either. According to executives, it was going to be grouped in with a few other features in a package that might cost about $300 to $400. For an extra 1 mpg in the city, that would take a bit of time to recoup.

If you're shopping the class, we suggest you take a serious look at it. The styling is truly standout and the interior is smartly laid out with large controls, a nice leather-wrapped steering wheel and smartly placed soft-touch surfaces to give the cabin a upscale feel. With the available navigation with a seven-inch screen or the UVO hands-free system developed by Microsoft, it offers some nice premium touches. There's also standard stability control with brake assist and hill start assist. Without question, there's a level of refinement in the new Rio that you wouldn't have expected.

2011 Land Rover Range Rover HSE

The interior in the 2011 Land Rover Range Rover HSE is flat-out stunning in terms of looks, materials and initial build quality. This is by far the best SUV interior on the market, and one of the best in the overall market. The exterior is timeless, and the engine-trans-chassis combo is one of the few in the car business that would allow you to slowly pick your way through the jungle all day and afterward hose it off and drive it to the symphony that evening. Really, in how many cars can you do that? I think there is only one.

While I love the supercharged engine available, this normally aspirated V8 is not exactly a slouch. It's quiet and powerful and the shifts from the transmission are smooth to the point of being unnoticeable. The car drives well. It's comfortable with a little roll, but the ride soaks up Detroit streets like none other.

I like it a lot. Again, I love the supercharged model, but the regular V8 would do just fine, too.

I agree with Wes that the interior on this car is simply beautiful. The wood trim looks like something you'd see in a men's club. The interior is quite comfortable with nice little touches, such as the ability to adjust the height of the armrest, is just one of the ways Land Rover has paid attention to details. At freeway speed, this thing is amazingly quiet.

There are other things that frustrated me. All of the doors lock after putting the transmission in gear, and you cannot open them without using the central locking button, a small button located on the dash beneath the flashers. Or with the key fob. Speaking of which, do you really need something that big? (“Is that a Land Rover key fob, or are you happy to see me?”) Having to carry something that large around with you all of the time would be a pain.

I tried unsuccessfully to use the USB/iPod interface. It seems that, in order to attach an iPod, you need to have a special Land Rover iPod cable. You cannot connect via the USB port.

Overall, this is a great-riding, comfortable, capable sport-ute. And after spending a weekend behind the wheel, I think I'd still opt for a Jeep Grand Cherokee. It's just as capable, and maybe the wood trim isn't quite as nice, but it's just as comfortable, and with the Pentastar six-cylinder, it gets way better fuel economy. And I'd have $40,000 more left in my pocket.

Because I grew up driving on gravel back roads that would've made automaker torture tests look like child's play, I intuitively drive potholed roads in a manner that minimizes the jostling by taking the best of the bad choices. But in the 2011 Land Rover Range Rover HSE, I forgot about the bumps and more than once I deliberately aimed the vehicle directly at the potholes, just to see what would happen. Nothing, that's what. This big brute ute is so capable of smoothing out road surfaces that it's almost hard to find a normal pothole that registers all the way through the chassis to your seat. It's easy to see why vehicles of this brand and ilk have been the transportation of choice on many a harrowing backcountry expedition over the years.

I can see where the Range Rover is massively capable of hauling itself through just about anything Mother Earth could throw at it--snow, mud, water, sand. From my experience with this and its siblings, I'm quite sure it's up to the task. At the same time, the vehicle is pure luxury on the beaten path, riding high and mighty with nary a trace of odd chassis roll or steering wander. The vehicle is simply steady as she goes. Though this isn't the wicked supercharged Sport, this engine still packs a decent amount of power for the package.

Inside, the leather seats are firm and comfortable, the wood trims are exquisite, and even the parlor tricks such as the instrument panel's skyline-at-sundown display when you shut down the ignition are special. I'm all for “real” gauges, but having seen the clarity and icy-cool appearance of these new virtual LCD readouts on this and the Lamborghini Aventador, I am wholeheartedly embracing this future. I'm not quite so happy with the navigation/audio interface and while I hate to admit it, but this vehicle might actually benefit from some kind of iDrive-like controller for all of this stuff. But that might directly conflict with the Terrain Response Control knob occupying that real estate in the center console. Something has to be better than this touch screen/buttons setup, though.

In a week in which I had a couple of very interactive, sporty coupes, the 2011 Land Rover Range Rover HSE was my favorite test car simply for its relaxing cabin and sumptuous power from the V8. It's potent, and it takes off on the expressway. I really like the steering as well. It has a light feel, yet there's a lot of feedback and response. The black middle clock reminds of a vintage watch I considered buying.

The interior is well laid out, and the materials present in luxurious fashion. The wood, the leather, the accents--it's all here. Plus the road view is outstanding. It's a quiet setting, and the digital gauges are gorgeous and colorful. They remind me a bit of the setup in the Jaguar XJ.

2012 BMW 650i Convertible

Big disappointment that the rain moved in, making a top-down drive home, or drive back in to the office, a no-go. I've always liked the 6-series convertible, as it is one of the more graceful luxury drop-tops available. The 2012 BMW 650i convertible has a strong presence, and the lines of the car from coupe to convertible are not offensive, as sometimes happens when the hardtop goes away.

The top allows for a lot of road noise to creep into the cabin, even though the top is insulated. At freeway speeds, you can certainly hear other cars and trucks very well inside the cabin. On the plus side, the top doesn't move around at all--it's a rock-solid as the chassis. Only the harshest of bumps, or ruts, or railroad-track crossings, give a hint of chassis flex.

I like the new touches on the interior, the slightly raised info screen atop the center stack, and the updated switchgear. It is a solid improvement over the preceding car. And the powertrain is simply terrific. In the market for a luxury convertible, the 6-series is a major player.

The 6-series convertible is a gorgeous piece of rolling automotive art punctuated by the impressive 4.4-liter twin-turbo V8. This is a superlative luxury car that is well-executed in nearly every element, and I enjoyed the opulence and athleticism of one of BMW's finest.

So I'm drooling over this car, but when you're talking about a six-figure 6-series with 400 hp, it really is that good. BMW designers did a sharp job with the styling, from the pointed bow to the details in the flanks to the standout wheels--it's all here. The inside is similarly well-adorned, featuring beautiful stitching and an enveloping layout. The feel of the steering wheel, the relatively simple-to-use version of iDrive, the soft leathers and the cabin accoutrements work in harmony.

With the top down one night, this 6-series offered a truly excellent driving experience as I traveled in class and comfort.

What a beautiful car, with a beautiful ride to match. And driving home down the expressway with the top down on a starry night after seeing a movie was like icing on the cake.

It took a little contorting to get into the low-slung 650i, but that was all forgotten once you are enveloped by the soft leather seats and the wraparound dash. All of the controls are easily at hand, and iDrive was painless to use. The switch to lower the top made the process quick and smooth. And smooth also described the ride--plenty of power as soon as you hit the gas, and it stays strong throughout the drive. We were gliding through the night, but there was no sense of floatiness. And the brakes provided good bite to slow everything down. You do get a lot of noise coming into the cabin through the top when it's up, especially from the big trucks. But overall, this is a car that exudes luxury, sleekness and power. Excellent.

Michigan's weather cooperated in full with my top-down needs while driving the 2012 BMW 650i convertible. The one-button transformation from tightly buttoned up top to wide-open sky is a miraculous combination of flaps flipping, windows rolling and the tonneau cover tucking everything into place. From there, it's just a matter of picking your pleasure, from pure comfort settings for suspension, steering and powertrain to the high-strung sport-plus amplification of seemingly every system in the car. I'm sure I'm mistaken, but even the audio system seems like it gets clearer and louder in sport-plus mode. It's like putting on a new pair of glasses with a stronger prescription--suddenly everything seems bright and crisp again.

Punching the accelerator brings everything into sharp focus--the car really gets up on its haunches and hauls for what seems like a mighty big machine. Steering is tight and precise, the brakes immediate and the suspension is highly controlled. Avoid the bumps, because these tires and the stiff suspension don't like them much, but on all but the rougher patches, the ride is oh-so-smooth. Careful of your speed--it's easy to creep toward 90 mph without even realizing it, even with the top down and the wind blowing through your hair.

I'm not so sure anyone who wants to carry more than one other passenger would want to opt for the 6--there's very little space in the back seat for such a big car, so it's more like a 2+2. There are more practical luxury convertibles, but none that cut quite the stylish line and have the performance edge of the 6-series.

My night with the new 650i convertible didn't allow me to crack open the roof, but I did have plenty of time hustling one of these around down in Cabo San Lucas, Mexico. Surprisingly, there were some stellar roads between the sleepy towns we rolled through on our drive route. The pavement was in great shape and slithered through some beautiful mountainous terrain. With the top dropped and the sun beaming down on me, I hit it, and the 650i drop-top didn't disappoint.

Slot it into sport and it responds with composure through sweeping and tight corners with very little lean. Steering is responsive, well-weighted and offers good feedback to the driver. Push it too far, and the car will understeer, but you really have to be forcing the issue to make that happen.

With things in comfort, it rolls along comfortably and took the edge off the bumps I encountered down in Mexico. I also ran around with the soft top up to shield myself from the heat and sun for a bit. It offers good sound isolation (for a soft top), and I'm thankful that BMW decided to stay with the ragtop to save on weight over a power-folding hardtop that's been the rage over the past few years. The run-flat tires were noisy, though.

The new sheetmetal looks much better than the bulbous styling of the previous 6-series. The lines are more defined and more appealing to my eye overall. Inside, the layout is intuitive and the leather-wrapped dash looks stellar. And the cupholders are usable instead of the previous car's single holder that seemingly was an afterthought and stuck on the right side of the center console.

My one complaint centers on the force-induced V8's throttle tip-in. Just as in our departed long-term 750Li, there is a muted response when you first step on the gas. You step down on the right pedal, there's nothing and then all of sudden it seems like the engine wakes up from a short slumber and you take off. After that, the engine pulls like a freight train, and the eight-speed automatic transmission performs quick shifts when left in auto and is responsive when you use the paddles.

Overall, the new 6-series is a nice improvement. I look forward to getting some time in the coupe and, of course, the M6 when it gets here.

2012 Volvo S60 T6 AWD R-Design

Volvo's S60 R-Design is the company's most powerful production vehicle, with output boosted an additional 25 hp from the normal S60 T6's 300-hp output, thanks to development undertaken by Volvo's racing and performance parts partner, Polestar.

By increasing turbo pressure and recalibrating the engine-management system, Polestar found the extra power (along with a 9 percent torque improvement, peaking at 354 lb-ft), without hurting the car's fuel-consumption ratings. Appropriately, the increase in engine performance is accompanied by various suspension tweaks.

All of the springs were shortened by 15 millimeters and are 15 percent stiffer, and monotube rear shocks replace twin-tube equivalents for faster response. The rear bushings are 20 percent harder, and the front antiroll bar has 20 percent more resistance. Up front, a strut brace ties the front towers together. This stiffer new chassis rides on 18-inch Ixion alloy wheels shod with high-performance summer tires.

The R-Design model is distinguished by exterior styling additions that include a front facia, a piano-black grille and a new rear diffuser. Inside, the car gets unique seats with extra cushion bolstering and an embossed R-Design logo across the front-seat backrests. The interior also has a sport steering wheel with R-Design logo, gear selector, sports pedals, floormats and a blue watch-dial instrument cluster.

With its torque peaking between 3,000 rpm and 3,600 rpm, the R-Design car feels pleasingly muscular on the road. In addition, the fast-spooling turbo and rapid-response six-speed Aisin-Warner transmission provide virtually instant reaction to a dig at the throttle. But despite the power and suspension upgrades, the Volvo remains decently refined on the road.

The structure is clearly good enough to maintain civilized levels of isolation, and the car rides smooth and flat on most surfaces despite the stiffened undercarriage. Path control is very good, and the steering manages a fair amount of feedback for an electrically-assisted mechanism.

The suave road manners belie the car's track talents, and a few laps at Northern California's Thunderhill Park showcased the S60's good chassis discipline and the remarkable effects of the front-axle torque-vectoring system. This uses ABS to brake the inside wheel (thus deterring wheelspin) while transferring torque to the laden outside wheel for optimum traction.

Torque vectoring greatly minimizes understeer, and in concert with the Haldex all-wheel-drive system, it pretty much abolishes torque steer. The only fly in the Volvo's ointment at the track is its squashy brake pedal--something much less noticeable on public roads--which worsens as the brakes overheat. Whether due to flexy calipers or compliance throughout the brake circuit, this shortcoming is regrettable in a sport derivative.


At $42,500 (plus $875 delivery), the Volvo S60 R-Design undercuts the hot-rod versions of BMW and Audi models by a significant margin. Yet its performance, traction advantages and high level of retained refinement make it a good choice for drivers for whom those attributes are important. The brakes disqualify it as a track-day regular, but its conduct on-track is otherwise nothing to be ashamed of.

And, there is all of that Volvo safety technology (city safety, pedestrian detection, etc) available, along with a desirable five-year/50,000-mile free service and warranty provision. Doesn't sound like a bad deal, does it?

2012 Volkswagen CC Lux Limited

let's see: Here we have a stylish, coupelike German four-seat sedan, but this 2012 Volkswagen CC Lux Limited only carries a $35,485 price tag. When you look at it that way, the sticker isn't so shocking compared with what you'd have to spend to get a similar model from one of the German luxury brands. That's not to say that the CC is a direct competitor to the Audi A7 or the Mercedes-Benz CLS by any stretch, but for those shopping the genre, the VW is a reasonable and considerably cheaper alternative.

I love the ripping yet refined 2.0-liter turbo, and the chassis is set up for serious handling. Set it into a corner, and the car tracks beautifully from one end of the arc to the other, even if you add throttle en route. The car is seriously well planted, especially for a front-driver.

Inside, the CC is as elegant as you're going to get without upgrading to a luxury car, with four picture-perfect bucket seats beckoning occupants. Everything here is comfortable and close at hand, with an excellent driving position.

Is $35,000 too much for a VW? Maybe, but it's not bad for a car of this type that is this well done.

My favorite cars to review are the ones I'd seriously (and realistically) consider calling my own. The CC has been on my radar since it was launched, and I've always thought it an attractive car inside and out for a reasonable price. After spending an evening in the loaded CC Lux Limited, I'm no less enthusiastic about the car, but I have a better sense about the trim I'd select.

The turbocharged four gives this sedan plenty of grunt, with its modest output enhanced by a torque curve that masks its displacement. As for the DSG gearbox, I could take it or leave it. Shifts were exceptionally quick, but the initial clutch takeup can still be awkward at low speeds, and there's an occasional moment of confusion when the throttle is hammered. No sport mode or paddle-shifting provisions further diminished my enthusiasm, but it was still worlds better than the PowerShift unit in our recent Ford Focus.

Inside, the CC is gorgeous. The combination of cream and black leather in our tester looks classy and feels comfortable, and switchgear has a solid feel that competes with the best German sedans. Getting in and out of the CC was somewhat compromised, though, as would be expected from the coupe roofline. Note, too, that you'll be seeking wide parking spaces if you use the rear seats. That pinched rear-door trailing edge is a door-ding weapon par excellence.

For the technophile, our CC had a multifunction navigation/Sirius XM/iPod head unit that competes with the best of them. It's one of the few infotainment systems that worked pretty much exactly as I expected it to when I connected my devices, and it rivals the Honda/Acura system for intuitive design from my perspective.

Back to my "personal" CC: Were I currently in the market, I'd save a few thousand and opt for a CC R-Line with leatherette and a six-speed manual. At an MSRP of less than $32,000, it's more of a bargain Audi than anyone at either company would likely care to admit.

The thing that impresses me the most about this car isn't its handling or it's exterior but rather its interior. I've always been a fan of VW interiors, but the CC's seems perfect for a car in this segment, with the color combination of vanilla and black working well together.

The exterior doesn't hurt this car, either; it has a streamlined look, giving a feeling of movement without sharp lines. It really comes off as having a very polished look. And the cool thing is that you don't see these all over the place.

It handles well, but more power would be welcome. I believe if you loaded it up with four adults and gear, it would be a little bogged down. With just me onboard, it was fine.

I like this 2012 Volkswagen CC Lux Limited. It's well executed inside and out, and the risk-taking, swoopy styling makes it a halo sedan of sorts for the brand.

I'm most impressed with the sheetmetal, which is curvy and well proportioned and strikes an elegant pose. I'll second Andy's Audi comparison. I love the raked roofline in back and the gorgeous lights front and rear. The CC is voluptuous, and as the accents and wheels indicate, it wears its jewelry well.

Inside, the cabin offers tons of natural lighting thanks to the expansive and tone-setting sunroof. The seats are comfortable, supportive and sharp, with stitching and color combinations used in excellent fashion.

The engine serves up plenty of torque low in the band, and the acceleration is actually quite quick. I think it could use a touch more power, however, as this is a meaty sedan, and a turbo four-banger is a bit too under-the-radar and subtle.

The chassis is comfy, and for a big car, it's entirely well mannered. The steering is very light, and it's not exactly a car that yearns to be pushed. The fuel economy is impressive, although the premium-fuel requirement grates on me. I put 87 octane in a Ford Mustang GT with twice the horsepower in the morning and 93 in this four-banger in the afternoon.

Still, for the money, this is an excellent product that looks and drives well. It's also very elegant and very swoopy. I give all the credit in the world to VW for taking a risk, trying something different in both audience attraction and styling--and I'd say pulling it all off. The sales numbers may not be what VW would like, but the car is sharp.

2012 Cadillac SRX

Cadillac's best-selling vehicle gets an all-new engine and a little suspension tuning for 2012. The new 3.6-liter normally aspirated V6 puts out 308 hp and 265 lb-ft of torque. That's more power than either of the engines it replaces but less torque than the old turbo engine. Curb weight increases a little in both front-wheel- and all-wheel-drive versions of the new SRX. Fuel economy is better than in the old turbo and within a mile per gallon of the previous 3.0-liter V6. Engineers left the handling alone but fine-tuned the ride to make it a little less harsh.


We spent a day on some great roads north of Santa Barbara, Calif., first in an AWD 2012 SRX and then in a front wheel-drive model. There were three of us in the AWD version, including a linebacker-size he-man of an engineer in back, a big guy. Combined with the added weight of the AWD system and two skinny car writers up front, the Sachs Continuous Damping Control shocks had to tighten up quite a bit to keep the whole rig in line during spirited driving, resulting in a harsher-than-expected ride over some rough roads in both sport and normal modes.

In the front wheel-drive Cadillac SRX, without the WWE engineer in back, the ride was considerably smoother. In both cases, however, the suspension did a remarkable job of controlling roll, dive and squat in the 4,277- to 4,442-pound crossover.

By popping the gearshift on the six-speed Hydramatic over to the left, you automatically engage sport mode, which changes algorithms all over the car, from shift performance and gear-holding to damper stiffness. There also is a manual mode to let you further control the transmission.

Braking with the four-wheel discs engaged farther down the pedal travel than we would have expected, not in a progressive or linear fashion, just farther down. The pedal wasn't mushy at all and stopped the FWD ute in a short 120.7 feet, according to the Racelogic test gear we suction-cupped to the windshield.

Acceleration was pretty quick, too, for such a heavy beast. We launched only the front-wheel-drive version, which is supposed to be the quicker of the two drivetrains, and hit 60 mph in just 7.6 seconds with the traction button switched off, a hefty brake torque and a good amount of wheelspin. The Cadillac SRX is supposed to be quicker with TC on, where the system allows 10 percent slip. However, with TC on we got a 7.7-second time to 60 mph.

Without a load in it, the 2012 SRX was more responsive on twisty roads, but it still felt a little top heavy and tall. A BMW X3 handles better, but this SRX easily outhandles the Lexus RX 350.


A lot of people want this. Cadillac sold 51,094 of these last year with the old engine choices, more than even the CTS with which it shares that new 3.6-liter V6. Being a Cadillac, it's loaded with luxury appointments, from an optional heated steering wheel to Bluetooth with on-screen caller ID.

Pricing starts at $36,060, but the versions we drove ranged from $42,685 for a Luxury Collection FWD model with nav and Bose 5.1 to $53,540 for a premium Collection AWD version with nav, Bose and DVD. It's a luxury vehicle, remember.

The new 2012 Cadillac SRX should be in dealerships in August.

2011 BMW 750Li ActiveHybrid

This 2011 BMW 750Li ActiveHybrid is a weird car. Well, the drivetrain is weird at least. The herky-jerkiness of the hybrid system is disconcerting. Like the Lexus LS hybrid, applying the brake seems to make the car actually pick up speed for a second before the car starts to slow down--the brakes are inconsistent at best. Then, press the gas after sitting at a light, and there's a definite hesitation.

This car is hard to drive smoothly in stop-and-go traffic. It's not as bad as the big Lexus, but somewhat disconcerting nonetheless.

Once under way it drives fine, like any other7-series. Acceleration is more than brisk (after that initial hesitation), and the rolling kickdown when one stomps on the gas is impressive, to say the least. The thing is fast. And on the road it's nimble and light on its feet for such a big luxury boat. Of course, it's silent and smooth--and fast--on the freeway

The interior is huge and comfortable and the build quality is up among the best in the business.

This is one large vehicle. Yes, it's luxurious and comfortable and cosseting and all, but it's big. I was a little extra careful around curves and corners to avoid any scrubbing of the tires. And, I had to readjust a couple of times pulling into a corner parking spot when we headed off to a Detroit Tigers baseball game.

In the end all was fine, and we made the trip downtown and back home in fine style. But, this BMW felt floaty over the roads, especially on the expressway and while topping 80 mph and then some--without even realizing it. Yes, the power is strong and smooth and stays that way at speed and beyond. And before you know it, you are sailing. But, I wasn't getting the sensation of the rubber meeting the road in this 750Li hybrid.

And speaking of the hybrid system--it is anything but smooth. I echo Wes in that it reminds me of Lexus's. The system abruptly turns the car off when stopped, and it jerks and shudders back to life when you hit the gas. In a car wearing such a large price tag, I would expect something more refined.

The cabin is spacious, particularly in the back seats, but I would have liked more adjustment down in the front seats. Even at my short height, I was quite close to the headliner. All of the materials are lovely and of high quality and the cabin envelopes those inside.

Overall, this car is quite nice. But that hybrid system needs some fine-tuning.

The jerkiness of the start/stop system is incongruous with the otherwise smooth operation of the gasoline powertrain. Not quite sure what the point is here. Sure, I understand that some people driving large, gas-guzzling cars want to feel a bit better about themselves and save a few ounces of fuel. I do understand that. And I understand it from the company's position, too, that it builds a lot of big, gas-guzzling rigs and wants to try and soften the blow. But the execution needs to be way more seamless than this.

Other than the start/stop hesitation, this is a great cruiser. I have always enjoyed driving the 7-series, and this is no exception--hybrid drive included. The car is spacious, very comfortable and drives smaller than its flagship size. And the twin-turbo V8 delivers all 440 horses in a smooth, unassuming fashion. I couldn't ask more from a luxocruiser.

Go figure--this fat pseudo-hybrid is my favorite Bimmer from the fleet so far. Granted, you have to accept what you're driving before you enter. Fortunately, the large ActiveHybrid 7 badges on the rear quarters and the decklid inform your conscience and the rest of the motoring public that this sedan driver is "doing his part." They also help remind your right foot what's happening when the engine dies at a stoplight.

I like stop/start; good thing, too, as it'll soon be coming to everything, damned how I feel about it. Is the execution seamless? No. And I was able to beat the system in a handful of instances where I paused before turning just long enough to shut the car off, thus depriving me of power steering--and just plain power--at the moment I needed it most. BMW isn't alone in needing software tweaks, as recent Audi products had the same flaw. Once you realize how the car is going to react, particularly how the regenerative braking will augment the service brakes, it's easy to drive this beast with gusto.

The rest of the car is prime long-wheelbase 7-series BMW. I prefer these sedans to the 5-series, and I think they do an exceptional job of hiding their bulk with a rock-solid chassis, exceptional visibility and just enough electronic nannies to keep one safe without intruding on the Sirius radio with an irritating beep every time another vehicle enters its orbit.

But the price? I suppose if you're in the market for an ActiveHybrid 7, this is what you expect to pay. But for the cabbage this thing commands, you could have a Toyota Prius for long trips, a Ford Escape hybrid for Home Depot runs and a Nissan Leaf for around town, plus enough change left over to buy a nice vintage Porsche 911 Turbo for when you want to go fast -- along with gasoline and kilowatts to fill 'em all up with.

Vantage Mobility Honda Odyssey

The privilege of driving is easy to take for granted. But it's something you don't really appreciate until you wake up one morning and find you can't do it anymore.

More and more people are finding themselves in that position, from disabled veterans returning from war to aging baby boomers.

Twenty-three years ago, complications from a football accident put Mo Abusham in a wheelchair. Something like that could easily overwhelm many people, but Abusham has made the most of it. He now owns a company called Better Life Mobility, which sells and services products for people who use wheelchairs. These include hand-controlled minivans made by a Phoenix company called Vantage Mobility International. To show off its star product, Abusham drove up in his own personal VMI-converted Honda Odyssey, and after some basic instruction, he let us have a go at driving it.

The basic technology to convert a vehicle to hand controls has been around a long time, Abusham said. It's just two rods connected to a single one-in-the-tree lever on the left side of the steering column. You push it down for braking and pull it toward you to accelerate. Very simple.

But making the vehicle start and stop with hand controls is just one of the things that go into a VMI conversion. VMI takes the interior apart, lowers the floor to make it easier for a wheelchair to come up and then changes the rear suspension to accommodate the lowered floor. The rear suspensions of VMI-converted Odyssey minivans are from Honda Pilots, and a jackscrew in the right rear corner lowers the van further to accommodate the wheelchair ramp. The lower the angle on the ramp, the easier it is to roll a wheelchair into the van.

To get a more realistic feel for it, I tried the whole test drive from a wheelchair, starting from outside the van.

First, you open the sliding side door using the stock Honda key fob. Once the door is open wide enough, the ramp automatically deploys.

VMI offers a setup in which the front passenger's seat comes out and can be wheeled away to make room for a wheelchair. That space can then be used either as a passenger's seating spot if the wheelchair user is not going to drive or as a spot from which to transfer from the wheelchair into the driver's seat. The latter is how I got in.

From there, it's easy. You start the car as you normally would, except that you're holding the brake with the hand lever instead of your foot, although the foot pedals are still in place and fully operable. Then pull up the lever to let off the brake, pull it back to ease on the gas, and voilà, you're rolling. I found the accelerator pedal to be touchier than the brake pedal, but that's just how Honda made it.

There is a “necker's knob” on the steering wheel for better steering control, since one of your hands is always on the gas-and-brake lever. By simultaneously holding the lever down and pulling it back, you can even brake-torque the van if you need to drag-race. It's simple enough, but getting used to it takes some practice.

When he first started driving these, Abusham said, “the first thing I wanted to do was have my leg do the driving motion, because that's what you're most used to doing. It's just kind of an interesting concept to actually have to use your hand to accelerate and brake.”

The converted minivan I drove cost about $25,000. So the whole thing, counting the cost of the van, can run $50,000 or more. But it's worth it.

“It's major independence,” Abusham said of his and his customers' vans. “You get your self-confidence back. Just the ability to do things on your own--those are the things we appreciate about the vans.”

2011 Kia Optima Hybrid

This 2011 Kia Optima hybrid is a heck of a good car--period. I would argue that it's one of the best hybrids on the market because it's the total package. It looks good. It drives with some panache, and it feels like a real car. That's important in 2011. People want automobiles that drive normally and have function, and this Kia has that in spades.

The hybrid element is the most critical, but the Optima doesn't beat you over the head with being green. It simply returns solid fuel economy in sharp packaging. It's easy to slip away under electric power with almost no effort. In fact, I made no real attempt to drive this good-size sedan like a hybrid. Rather, I was hard on the throttle, merged aggressively and launched with gusto. The Optima responded in respectable fashion. It's not a fast car, but, unlike some Lexus hybrids I've driven, this doesn't feel dog slow. Revving to 5,000 rpm or 6,000 rpm is required to build momentum, but that's hardly a chore.

The brakes have a bit of a heavy feel, though they are not overwrought, and the steering feels a little overboosted at times but otherwise returns acceptable feedback. The chassis is eager and can be pushed. The driver does feel some body movement in harder cornering, but that's to be expected and is even a touch enjoyable.

I flat-out love the looks of this car. In black with chrome-colored accents, it's an attention-getter. The front fascia is sporty, the headlights present smartly and this is one well-tailored car from the haunches to the roofline and, of course, the "tiger" grille. I think the Optima looks and drives better than the Ford Fusion hybrid, for comparison's sake.

The seats of the Kia are comfortable, the interior is well-executed and my only beef is that the hybrid gauge takes up too much of the dash. Most green drivers would like this. I want to see a larger tach.

This complements the Hyundai Sonata well. They share underpinnings, but the Optima seems sporty while the Sonata has more of an elegant style. These two cars are why Hyundai and Kia should be feared. They're getting the product right.

It was intriguing to have Kia's first hybrid for a weekend. Visually, I didn't pick up much of a difference between this greener Optima and the full-gasoline models with the exception of the hybrid badges. And there's nothing wrong with that because I think the Optima possesses stand-out styling with sporty lines, which certainly adds spice to the midsize-sedan class.

In the cabin, again, there isn't much difference from the normal models, which is also good. The curvy lines of the dashboard are a far cry from previous-generation Kia models, and the materials are also a substantial upgrade from a quality standpoint.

As for the hybrid system itself, unlike Greg, I didn't find its operation as smooth as other hybrids, but I think this is a great first hybrid showing from Kia.