2012 Nissan Altima 2.5 S sedan

I came out of perhaps our most ostentatious vehicle--the Ford Transit Connect Taxi--into our most invisible: a 2012 Nissan Altima 2.5 S sedan. With cloth seats and a continuously variable transmission, it's pure bread-and-butter transportation.

It had been a few years since I'd driven an Altima, and I can see now why Nissan keeps selling these things in droves (other than incentives, that is): It's a good car. Comfortable, roomy, quiet and reasonably powerful--piloting the Altima was an exercise not so much in driving as in commuting, being transported home isolated from, noise, detritus and my fellow man.

Sporty? Not a chance. But the Altima did everything well. Nissan still has the best CVT integration in the business, and the Altima's 'box went about its business with minimal intrusion. Acceleration was decent, and the brakes had a ton of initial bite followed by good pedal modulation.

The overall impression was one of superb competence. The Nissan Altima will never be at the top of my must-drive lists, nor will it be my next vehicle. But this car is what a vast majority of American drivers are looking for in daily transportation, and Nissan has done an admirable job of keeping it near the top of its class.

So far, Nissans have not impressed me much. The Nissan 370Z and the GT-R are exceptions, because, let's face it, those cars are just plain fun. But I digress.

When grabbing the keys for this Altima, my expectations were low, really low. I hypothesized that this car would be chintzy, boring, loud and rough riding. Few of my thoughts were proved to be true; for the most part, I'll easily admit, I was way off.

While the Altima's exterior is far from exciting, it's also far from ugly. The optional moonroof wind deflector is incredibly distracting. But other than that, the Altima provides what a majority of car buyers need--a basic design that serves most purposes.

On the road, this car performs well. It provides a smooth, quiet ride. The CVT almost goes unnoticed, and I got up to speed without a hitch. The cabin provides a comfortable environment, and while the layout and materials are pretty cut and dried, Nissan still added a bit of flair with wood-grain accents, adding a bit of upscale style.

All in all, this Altima didn't completely turn me around on Nissans, but it did start the rotation.

SENIOR ART DIRECTOR CHERYL L. BLAHNIK: The first thought that popped into my mind when I got into this 2012 Nissan Altima 2.5 S sedan was rental car. It's not a bad-looking car, but it's a far cry from an exciting car.

However, this Altima is a solid all-around car. Ride quality on the expressway and around town is smooth, and the four-cylinder powertrain is up to task for daily running. The interior has comfortable seats but is basic in styling.

The as-tested price of this car makes me cringe because it's approaching $28,000, but this one is heavily optioned. For a commuter car, I have no problems with the Altima, but I definitely wouldn't want to own one. If I'm going to spend a couple of hours a day in a car, I want it to be a little entertaining. Unfortunately, this Nissan doesn't offer that.

2012 Scion iQ

I am somewhat predisposed to like dinky cars. OK, not even somewhat. I like the things. The B-class takeover of the lower end of the market was something I looked forward to and continue to look forward to with every new model that comes out.

I appreciate efficiency, especially if it can come attached to fun. A go-kart is the best example of that. So when I first saw a multicolored fleet of Scion iQs hanging on the wall above the Toyota stand at the Tokyo motor show two years ago--or was it Frankfurt 2007? Geneva 2008? Is it Tuesday? Is this Belgium?-- I thought, hey, those things look cool.

I still think they look cool, and though the 2012 Scion iQ has many good things going for it, unfortunately being fun to drive is not one of them. Sure, you could easily blame the CVT, which could suck the life out of a Ferrari. When it's bolted into the drivetrain of a 1.3-liter I4 driving the front wheels, that awfulness is only exaggerated. Granted, the 94 hp has only 2,127 pounds to pull around, so the weight-to-power ratio sits at a lugubrious 22.5 pounds per hp. Add a driver and passenger of skinny proportions, and that figure leaps to almost 26 pounds per hp. Then when you add the CVT to that burden, it just makes you want to take the bus. A couple of 0-to-60-mph launches on an empty street yielded 10.7 seconds, which is not really sporty.

The MacPherson-strut front and torsion-beam rear also don't preclude a fun drive but didn't seem to bring the iQ to life in my hands as it does other B-class cars that are bigger. Scion lists the turning circle at 25.8 feet, about five feet shorter than your average "car," though when I measured it myself on the outside of the front tires, I got 27 feet, 2 inches. Combined with the car's clownlike 78.7-inch wheelbase, I found myself falling off curbs a lot when backing out of driveways. I haven't had such an awkward time maneuvering since high school.

Braking was similarly weird. While the pedal feel and linear stopping felt perfectly normal, when I suction-cupped the Racelogic test gear to the windshield and tried braking from 60 mph on the same piece of flat pavement, I got 131.2 feet, 116.7 feet and 126.4 feet. So either the test equipment is screwy or the car is screwy. Or me. Could be any of the three.

The EPA rates this at 36 mpg city/37 mpg highway/37 mpg combined, which is good but not the spectacular figure you'd expect given all of the size you give up with this. I got one fill up of 3.011 gallons after 118.5 miles for 39.4 mpg of mostly freeway driving. But you can get 40 mpg in all kinds of cars that have more room, cost the same or even less, have a real back seat and are more fun to drive.

Scion officially calls this a 3+1 or a 3.5-seater. That's a clever way of saying, "Adios, legs" if you sit in the back seat. With a normal-size driver in front, the back seat is for bags of groceries only. So if you have a family of four with two small children, even they will not be happy in back.

On Los Angeles' notoriously bumpy freeways the ride was choppy. The short wheelbase combined with what feels like a stiffer setup to counter the tall car's lean makes it bounce all over the place.

This car is not as bad as the obvious competitor, the Smart Fortwo, which is the worst car on the market bar none, but the iQ is not as good as it could be. Put in a manual transmission and most of the iQ's sins could be forgiven.

For $16,000, there are any number of alternatives that are fun to drive and far more practical. The Chevrolet Sonic with a turbo and a manual and the Hyundai Accent manual wagon come to mind. Scion says this is for young urban dwellers. Maybe stylish urbanites will like it? I hope so, because if the iQ sticks around for a few model years, maybe they'll put a manual transmission in it. Or an electric drivetrain, which is coming next year but for fleet sales only.

I would like Scion to fix this car so it's fun to drive and maybe even a little less expensive. Sounds like I'm asking too much, but so might the market.

2012 Mazda 3 Skyactiv

Three months ago, we got to drive some riveted-together Mazda 6 mules with Skyactiv gasoline and diesel technologies beneath the hood. Those showed promise even in the larger, heavier Mazda 6 bodies. Now we've had a chance to drive a production 2012 Mazda 3 with a Skyactiv gasoline engine on a fun mountain road, and we came away even more impressed.

Skyactiv is Mazda's new approach to automotive efficiency. The heart of the 2012 Mazda 3 models we drove was their new high-compression Skyactiv gasoline direct-injection fours. Using direct injection, reduced back pressure and a number of other technologies, Mazda engineered this system to operate at a compression ratio of 14:1. That's unheard of in a mass-produced compact car. Even the Ferrari 458 Italia has only a 12.5:1 compression ratio. However, U.S.-spec Mazda 3s with Skyactiv will get only a 12:1 compression ratio because of two factors:

1. There's no room in the current Mazda 3 body to fit the requisite longer exhaust headers.

2. We Americans insist on using regular gasoline in everything, all the time.

Nonetheless, even at 12:1, the 2.0-liter four goes from 148 peak hp to 155 hp, while torque increases 10 percent to a 148-lb-ft peak and goes up 15 percent in mid and low ranges. Fuel economy goes up by 21 percent to 28 mpg city/40 mpg highway with the six-speed automatic.

Both six-speed manual and six-speed automatic transmissions are thoroughly revamped for more efficiency, too.


The 2012 Mazda 3 starts out as one of the most fun-to-drive cars in the compact class, and this one adds more power and quicker shifting to that equation. Power and torque bands are wide and flat, with power available almost all across the tach. The 155-hp peak comes at 6,000 rpm, but there's plenty of torque below that.

The fact that you can get a six-speed manual in this huge seller should garner some kind of medal for Mazda. The fact that the six-speed was reengineered with shorter throws and reduced friction just makes it all the better. It's almost Miata-like. The six-speed automatic is quick, too, with none of the low-speed slogging that accompanies DSGs from Volkswagen and others. A soul-sucking CVT was never considered.

The Mazda 3s we drove remained nicely balanced in the many corners into which we flung them; the 3 is truly one of the leaders in this class for driving glee. Steering feel from the electrohydraulic system (an electric motor powers the hydraulic pump) was direct and relatively tight, another much-appreciated feature.

The ride might seem a bit stiff for those seeking Toyota Corolla-like brain balm, but it felt entirely livable for everyday driving.

Do I want one?

There are seven engine and transmission pairings available with Skyactiv drivetrains (no diesel yet) in both sedan and hatchback body styles. There are even more powertrain combinations outside the Skyactiv line.

The base 2012 Mazda 3 with the old 2.0-liter MZR four, which does not have Skyactiv, can be had for just $15,995. Skyactiv comes with enough standard features to increase the price to $19,245. Above that in horsepower but without Skyactiv, the 2.5-liter four is still available, and at the top of the heap is the all-conquering Mazdaspeed 3 for about $24,000. So there are a lot of Mazda 3s out there.

The Skyactiv technology almost certainly will be adopted by other carmakers as a way to meet ever-increasing fuel-economy standards. Mazda is to be congratulated for bumping mileage up and still making cars that are fun to drive.

2012 BMW 128i Coupe

I can't wait to drive the 1-series M coupe after streaking around town in this 2012 BMW 128i. The tight chassis, weighted, responsive steering and athletic demeanor all are good signs for the performance version.

Still, this entry model is plenty stout. I love the six-speed manual, which takes what could be a potentially boring little car and enlivens its spirit and that of the driver. The shifting is smooth, easy and eager. It makes the pilot want to nail the throws and feel the interaction. I didn't really drive this thing hard, but it feels like it needs some hard cornering and intense maneuvers to really be at its best.

The straight six is reasonably powerful for this application, and merging on to the freeway is easy and brisk if the driver wants to move with verve. The brakes return a solid bite, and the body is quite composed. I like the looks and subtle curves evident in the doors. It's a sharp execution for the segment.

My only quibble is the price. I realize this is still a luxury-level BMW, but it seemed a little Spartan and the price a touch steep with a sticker of more than $36,000. Small cars can be premium and luxurious--no argument there. It just seems like this car commands its sticker because it has three certain letters on the badge. I feel as if I've been in Hyundais and Fords that cost less and have more extras.

Still, the 128i is a hoot to drive for enthusiast motorists.

The 1-series is certainly a fun and entertaining package. The car is Exhibit A in how a small coupe should handle and behave. The six-cylinder is strong and willing, meshed with a terrific six-speed gearbox with nice short throws.

Greg sort of hit nail on the head in that the interior does have a rather Spartan feel, harking back to German cars from 20 or 30 years ago. Obviously it's more updated than that, but manual seats in a $36,000 car? I think not. No satellite radio in a $36,000 car? Really?

No question this is a fun, more than competent car that engages the driver during every mile driven. But for this price, you can find less expensive cars that deliver just as much fun in a more comfortable package.

Both Greg and Roger hit on the fundamental problem with the BMW 1-series: It's too expensive. Knowing it had that reputation, I deliberately didn't check the sticker or our as-tested price before I spent an evening in the car, since I wanted to evaluate based on its driving merits. And there are a lot of them.

The 128i drives like an E36 3-series, and that's a high compliment in my book. The engine makes all the right sounds, and the shifter feels directly connected to the torquey powertrain as God intended. Steering is well weighted and direct, and the brakes are BMW-good. The 128i offers an engaging, visceral driving experience that's been engineered out of most new cars, including those built by BMW.

The problem is, the 128i is also equipped like an E36 3-series. The infotainment system is mediocre at best, the interior plastics are chintzy in some places and there's little to break up the design elements. Note that I don't have a problem with a fun-to-drive car that's lightly equipped. I do have a problem with said car costing $37,000.

I had a blast spending my commute in this 2012 BMW 128i coupe. When I wasn't crawling in accident-riddled rush-hour traffic, I took advantage of the chance to really push this puppy.

This car is a pure pleasure to pilot. Shifting this BMW was a breeze and loads of fun. I felt right in tune with this car, feeling instant responses to my actions with respect to the gearbox, steering and brakes. The impeccable engineering allowed me to focus on the genuine enjoyment of driving, and that is a difficult find these days.

BMW did an excellent job carrying the sporty, strong nature of the 1-series performance to the exterior design. The mildly curved body lines and updated lighting give the 1-series a sleek, athletic yet upscale look. This car is full of energy even while it's parked.

My one gripe concerns the interior. Other than the fact that I expected a better material mixture and composition, it was simply not that intuitive. I found myself having to search for some controls because of hit-and-miss labeling and/or odd placement.

All in all, I was very impressed with the character that this little car churns out. I do agree that a little more needs to be done to reach the sticker-price level, but a few additional features and a touch of interior refinement would easily get it there.

2012 BMW 128i Coupe

Base Price: $31,825

As-Tested Price: $36,125

Drivetrain: 3.0-liter I6; RWD, six-speed manual

Output: 230 hp @ 6,500 rpm, 200 lb-ft @ 2,750 rpm

Curb Weight: 3,208 lb

Fuel Economy (EPA/AW): 22/22.9 mpg

Options: Black Boston leather ($1,450); sport package including 17-inch style 370 with mixed-performance tires, sport seats, sport suspension and shadowline exterior trim ($1,300); titanium silver metallic exterior paint ($550); comfort access keyless entry ($500); heated front seats ($500)

2012 Chevrolet Sonic

First of all, no, it is not built on the same platform nor is it mechanically affiliated with the product formerly known as the Aveo. The all-new Chevrolet Sonic, General Motors' entry in the B-class segment, is the first car to ride on the all-new Gamma, or Global Small Vehicle platform, variations of which you will soon see popping up in markets all over the world. The Sonic is on sale now in U.S. Chevy showrooms.

It comes as a sedan or a hatchback and with either a 138-hp 1.8-liter or 138-hp turbocharged 1.4-liter four driving the front wheels. Yes, they both make 138 hp. The normally aspirated 1.8 makes 125 lb-ft of torque at 3,800 rpm and the turbo makes 148 lb-ft at 1,850 rpm, so the turbo's the one you want. The 1.8-liter comes with a six-speed automatic or a six-speed manual. The turbo comes standard with a six-speed manual but will get a six-speed automatic this spring.

Just remember to order the turbo with the manual.

Early engineering drives in prototypes last May showed a promisingly fun little car. Turns out those analyses were pretty accurate. We spent a day driving several Sonics in the hills above Santa Cruz, Calif., and had a surprisingly good time. Surprising because the Aveo was about as much fun behind the wheel as driving a wet paper bag. Engineers proudly pointed out the Sonic's higher torsional rigidity versus that of the Aveo. Greater use of high- and ultra-high-strength steel gave them a much better basis on which to build. The resonant frequency of the Sonic is 23 hertz, an exponential improvement over the 18-hertz carcass of the Aveo. Forged alloy wheels--yes, forged alloy wheels--tuned bushings and an engine cradle bolted straight to the unibody helped keep the Sonic controlled. A quick 14:1 ratio for the electric power steering further helped.

We got to drive competitors such as the Ford Fiesta (another great chassis but with a softer automatic transmission and more kickback than a Chicago alderman), the Honda Fit (another soft automatic trans but another good chassis) and the Hyundai Accent (GDI for $15,000? Yahoo!). The Sonic came across as having the best ride isolation and as being the quietest of the bunch while not sacrificing any of the tossability inherent in small cars such as this.



It's a buyer's market in the B-class segment. You almost can't go wrong. The Sonic starts at $14,995 including destination and 10--count 'em--10 airbags. A five-door turbo with a sunroof is about the most you can spend on one of these, and it's about $19,500. Chevy builds these in Lake Orion, Mich., too, unlike the competition, all of which, Chevy points out, are built outside the United States.

2012 BMW M5

The fifth-generation M5 is the first of its breed to eschew a highly strung naturally aspirated engine for a torque-led turbocharged powerplant. A big change in philosophy from BMW's M division, then.

Set to go on sale across North America in August 2012, the new model is, as tradition dictates, based on the latest 5-series. But don't think of the new four-door performance saloon simply as a warmed-over version of BMW's midrange model. As project leader Siegfried Friedmann reveals, “The new M5 shares just 20 percent of its components with the 5-series.” The remaining 80 percent is claimed to be unique.

The new M5 is bigger than ever before, putting on 55 millimeters in length and 46 millimeters in width over its direct predecessor. Some 19,331 examples were produced between 2004 and 2010. However, height has dropped by 13 millimeters. It also rides on a wheelbase that has grown by 74 millimeters and runs front and rear tracks that are up by 27 millimeters over the standard 5-series up front and down by 38 millimeters at the rear--the latter part of a complete chassis upgrade that sees the latest M car adopt a vastly different geometry to its more conservative four-door sibling.

Central to the technical advances is a decision to supplant the naturally aspirated 5.0-liter V10 engine of the previous M5 with a twin-turbocharged 4.4-liter V8 running the latest in piezo-guided direct injection. The 90-degree unit, which is mounted 20 millimeters lower in the engine bay than standard 5-series powerplants, is a development of the similarly configured engine used in the X6M, complete with its cross-bank induction system. However, there are sufficient differences between the two engines to lead BMW M officials to describe the M5's engine as being new. “They use the same block and crank. They are the only common parts. The induction, cylinder head, internal architecture and exhaust system are unique,” says Friedmann. It's not the truck engine many suspected, then.

Key among the changes is the adoption of Valvetronic, which provides fully variable inlet and exhaust timing while enabling shorter injection cycles for what Friedmann describes as added throttle response. The M5 also receives unique intercoolers and a pair of Honeywell turbochargers that run a nominal 0.9 bar of boost, or 0.1 lower than that of the X6M's engine. The pistons also were modified for lower reciprocating masses, something that allowed BMW to up the ignition cut-out point to a reasonably high by turbocharged-engine standards-- 7,500 rpm. There's also a new electronic management system that boasts more computing power than any existing system used by a series-production BMW engine.

Assembled at BMW's specialty engine workshop in Munich, the new forced-induction powerplant--the first of its kind to ever find its way into an M5--delivers 51 hp more than the old naturally aspirated engine at 552 hp. However, the power is now delivered 1,750 rpm lower in the rev range, at 6,000 rpm. More telling, though, is the torque. It peaks a substantial 153 lb-ft higher than before, at 501 lb-ft, but can be tapped some 4,600 rpm earlier at 1,500 rpm--or just 700 rpm beyond the engine's nominal idle. These figures see the new M5 continue a long tradition in which each iteration has successively become more powerful while boasting more torque than the model it replaces.

A further technical highlight of the new M5 is the adoption of a new seven-speed dual-clutch gearbox as standard. Essentially the same unit used in the M3, the Getrag-engineered unit replaces the seven-speed sequential manual of the old model. Running a unique set of ratios, including a very short 4.80:1 first and a heavily overdriven 0.671:1 seventh gear, it channels drive to the rear wheels through a newly developed version of the BMW M division's electronically operated Active M differential, capable of providing continuously variable lockup to each of the rear wheels and imbued with a 3.15:1 final drive.


In a word, rapid. It might weigh 4,114 pounds, 88 pounds more than its predecessor, but in real-world terms, the M5 is considerably faster than the car it replaces by dent of its more accessible performance. BMW claims 0 to 62 mph in 4.4 seconds, bettering the old model by 0.3 second up the strip. But I, for one, won't be surprised to see independent tests better this figure by a considerable margin.

It certainly feels faster. Its superb traction, heroic acceleration, rifle action gear change and ability to sustain high speeds on roads that would have worried the old M5 puts it on a higher performance plane than its predecessor. How does 50 to 75 mph in 3.7 seconds grab you? Top speed is, like all M cars, limited to 155 mph. However, an optional M Drivers Package bumps it up to a limited 190 mph--a figure BMW says its standard Michelin Pilot Super Sport tires are rated to.

So it is fast, fast enough to be a real threat to your license, so addictive is its performance and the deep thrum of its engine under full load. But what really distinguishes the new M5 from every M5 before it is the enormous flexibility of its power delivery. Bury the throttle at anything beyond 1,500 rpm--the point where peak torque is developed--and it surges forward with immense force, seemingly in any gear. Given the heady output, the tractability at low revs is quite staggering. It's a vastly different driving experience from the old M5, which required a good 4, 000 rpm before its engine would begin to deliver anywhere near the same vigor.

Driving the old M5 was always an event. But its performance relied heavily on your level of commitment to extract it. This new model is, for the most part, even more thrilling from behind the wheel. Yet it doesn't ask for any special favors on the part of the driver. Its performance, molded in no uncertain terms by its new engine's mountain of torque, is omnipresent. Overtaking is truly effortless, helped by the effectiveness of the new seven-speed dual-clutch gearbox. I'm not sure how BMW has done it, but the shifts are race-car quick, accompanied on full-throttle upshifts by an alluring bark of exhaust and a hearty blip on downshifts.

Still, the added flexibility while making the new M5 a more welcome everyday proposition does have its drawbacks. Chief among these is a curious lack of crescendo in its delivery. Because the torque is developed across such a wide range of revs, the engine doesn't feel much stronger at 6,000 rpm--the point where peak power arrives--than it does down low. The shove is colossal, but it is also oddly constant. Among the many delights of the naturally aspirated engine used in the old M5 was the way its intensity grew in line with the number of revs it was asked to carry. The new turbocharged engine is clearly more user-friendly but has nowhere near the same character. And despite running a relatively high 10.1:1 compression ratio and the latest evolution of BMW's Valvetronic system, it doesn't possess the same rabid throttle response.

The best part of the new M5, though, is not its outright pace but its overall agility. The overall feel is determined largely by the damper mode chosen by the driver: comfort, sport and sport-plus. A further factor in the new M5's dynamic ability is just how willing the driver is to alter the stability-control setting, which offers three settings: default, MDM (M Driver Mode) and completely switched--the latter of which requires the button to be depressed for three seconds.

In default mode, there's a lot of intervention from the dynamic stability control, which clearly was calibrated to provide a wide safety net and allow what Friedmann describes as “even the modestly skilled to take big liberties without coming to grief.” Switch it into M Driver's Mode, though, and the handling instantly becomes much more fluid in nature. I worried the big engine and all of its ancillaries might make for a nose-heavy cornering feel, but I was wrong. The new M5 feels wonderfully balanced--more neutral, in fact, than the car it replaces. Grip from standard 265/40ZR-19 front and 295/35ZR-19 rear tires is immense, but with all of that torque on offer the M5 is a willing sideways companion when you switch the dynamic stability control off.

The aluminum intensive chassis--with its new double-wishbone front suspension and heavily modified multilink rear end bolted directly to the body rather than braced with bushing as on the standard 5-series--offers superb body control. There is a moderate degree of lean as you guide the M5 into corners, but it actions are wonderfully progressive thanks to terrific damping that ensures any movement is retained within a tightly dictated range. Where it really impresses is in its ability to settle quickly when faced with nasty crests and undulations. There is sufficient give to ensure it doesn't fight the road, choosing instead to work with the lay of the bitumen.

There's also an impressive level of suppleness thanks to inclusion of variable damping that serves up three levels of stiffness--comfort, sport and sport-plus. Despite the obvious lack of compliancy in the standard tires, the overall ride quality is outstanding. Even in the most extreme sport-plus mode, the new underpinnings manage to retain a good deal of composure, seldom allowing anything more than a sharp ripple to upset progress. In this respect, it's much calmer and more relaxed as speeds increase than its predecessor.

It's the steering that slightly disappoints. The speed-sensitive hydraulic steering, geared at 2.7 turns lock-to-lock, is an improvement on the electromechanical arrangement used by standard 5-series models, offering a more convincing feel and greater levels of feedback. But it possesses a lifeless feel around the straight ahead. It's a pity because, once you've negotiated this tough spot, it's is much more alert. The weighting varies.


Are you kidding--yes! I don't care how, just make sure you sample the new M5 in one way or the other. It is in many respects a landmark car, one that's going to have the fast-car competition--Audi, Cadillac, Jaguar, Mercedes-Benz and Maserati, among them--scratching their heads as they attempt to come up with a reply.

The sheer potency and accessibility of the new turbocharged engine alleviates any lingering doubts about BMW's M division's decision to turn a 25-year tradition of naturally aspirated engines on its head. The question that really needs to be asked is, why did it take so long? What marks the new M car as something really special, though, is its superb combination of agility, ride and refinement. With a 21-gallon fuel tank and combined-cycle fuel consumption of 23.7 mpg (U.S.), it is not only the new muscle car of choice but also the perfect cross-continent express

2012 Mercedes-Benz SLS AMG Roadster

Mercedes-Benz takes the top off the SLS and lets the sun shine in. The same great drivetrain and suspension is now topped with a fully automatic retractable canvas roof with solid rear glass. The top goes up or down in 11 seconds and can even be operated at speeds up to 31 mph, so you don't have to block traffic when the sun comes out all of a sudden.

Since the SLS was designed from the outset to accommodate a soft top, additional structural reinforcements were limited to slight modifications of the door sills and some cross-bracing, all of which added only 4.4 pounds to the body-in-white. Total weight increase for the roadster version was only 88 pounds. Total increase in fun was considerably more.

Is there a better grand tourer made today? Seriously, if you had to--say someone forced you--to drive the greatest roads of, say, Europe, all of the greatest roads, well, OK, then you'd have about a million choices for which car to take. But if you wanted to take someone along and you wanted that person to be comfortable and, indeed, you wanted a high level of comfort to go with your high-speed Alpine Pass-crossings, the list of cars to do it in shrinks a bit. After careful consideration you might find the SLS Roadster on top of the list.

The powertrain is unchanged from the coupe. The 6.2-liter V8 still makes 571 hp at 6,800 rpm and 480 lb-ft of torque, and it still sounds great doing it. The difference is you can now hear that wonderful thunderous cacophony much better with the top down. Blasting through the many tunnels of the Alpes Maritimes we pulled the "down" paddle on the left side of the steering wheel just to hear the sound of the pipes echoing off the cool limestone.

Our drive route took us from the Grand Prix course in the streets of Monaco--specifically through the start/finish, the bus-stop chicane and through the tunnel--to long winding stretches of the Rallye Monte Carlo through Sospel. In the city and along the beaches of the Cote d'Azure with the top down, the SLS Roadster was perfect for communing with the beach community. The SLS behaves perfectly smoothly in stop-and-go traffic and could easily function as a daily driver. Once up in the hills we could set the transmission and suspension to whatever was appropriate for mountain pursuit driving. The transmission can go from normal to sport and sport-plus depending on your mood and there is a new feature, to be shared with the coupe, that allows for three stiffness settings for the suspension. And, thankfully, there is a "traction off" button, which we employed for the many hairpin switchbacks. The power of the car was easy to lay down onto the roads, and the stability of the SLS Roadster, just as in the coupe, is amazing. We never got into any trouble despite roads that would eat lesser cars for lunch.

In a straight line, 0 to 60 mph comes up in 3.6 seconds and top speed is 197 mph. We didn't try the top speed but we believe the car is quite capable of that.

There are more competent sports cars that could negotiate a racetrack faster than this and provide more immediate, direct feedback to your sitzplatz, but the SLS Roadster is a car that you could live with spending a summer crisscrossing every pass in the Alps just as easily as crossing every intersection in Paris (or Peoria).

Of course, it ain't cheap. Mercedes says pricing will be "under $200,000" when cars begin arriving in dealerships in early November.

2012 Ford Mustang V6 Coupe

The Ford Mustang V6 coupe is a secretary's special no more—this is a runner, complete with 305 hp and a fun six-speed manual gearbox. For enthusiasts, this car is one of the best values on the market. The price is reasonable, yet all of the iconic pony-car looks are offered. Plus the inside doesn't look inexpensive, a common pan for base Chevrolet Camaros.

This is a heck of an enjoyable drive, and the miles melted away as the sunlight faded as I capped a weekend with a Sunday-night drive at dusk. I couldn't believe I clicked off 30 more miles after ostensibly filling up and planning to go home. Windows down, radio up--it's a rolling rock song and an ode to modern American muscle on wheels.

The Mustang feels and is lighter than the Camaro and the Dodge Challenger, making for a tighter ride and less roll through turns. The Ford's steering is a bit light, but the V6's power and exhaust note compensate for any shortcomings.

But as fun as this car is and as good as it looks, it's far from perfect. The six-speed is a bit notchy, and the tail end seems to come unsorted rather easily. Obviously it's a rear-wheel-drive coupe with a lot of power, but even over bumpy roads the back end seems to get frazzled.

Otherwise, this coupe is a great time. I'd spec mine out differently, but this upgraded powertrain combo far outstrips the old V6/five-speed pairing. Let's keep the pony-car wars going.

It's not often we get a base-model V6 Mustang in the fleet, albeit one with the V6 performance package consisting of upgraded wheels and tires and a different rear-axle ratio. Having driven base Mustangs of Cologne V6 vintage, I wasn't expecting much despite knowing quite a lot about the new 3.7-liter V6 used in this car. It was an instance of expectations being not so much exceeded as flattened, wadded up and tossed out the window.

I honestly prefer the V6 Mustang to the GT as far as a daily-driver is concerned. Granted, one has to look at them as two very different vehicles, one being a new Ford sports coupe and the other being a rip-snorting, high-horse muscle car (I know, pony car, but go with me here). The V6 Mustang, with its deliciously cammy, mechanical engine note is as European from the fan to the very back of the driveshaft as the GT is American. The gearbox, when it's not being recalled, is a thing of beauty with ratios perfectly placed for the engine's broad torque curve. And clutch action is nigh well perfect.

But then we get to the live rear axle, and that's where things fall apart. The Mustang is fine on the highway, and in mild cornering, but hit any kind of surface imperfection while turning and the feeling is disconcerting at best. The Mustang handles better than it feels like it handles, but it's not a confidence-inspiring drive on rough surfaces.

Thing is, I don't really care. I truly enjoyed the overall Mustang V6 driving experience. And I proved that two child seats fit in the back. For the as-tested price, the Mustang V6 is near the top of my list.

Jumping from the 2012 Ford Mustang GT Premium convertible into this 2012 V6-powered coupe, certainly there is no comparison in driver satisfaction, but then you likely would expect nothing else. The V6, which Ford is proud to say is the first production engine to deliver more than 300 hp and exceed 30 mpg on the highway (31 mpg when equipped with an automatic transmission, 29 in the case of a manual gearbox), moves the Mustang down the road well, and it's fun to drive this coupe even without the impressive kick that comes standard with the V8 engine.

What you definitely want, however, is the optional performance package that includes uprated springs in front and larger antiroll bars front and rear. Even with it installed, the car rides choppy at times, especially on bumps. The rear end feels as if it needs some work; it will clunk and bang over uneven surfaces and does not feel well-planted, especially compared with the GT.

Actually, I'd like to back-to-back a V6 Mustang with and without the performance pack to get a sense of which setup is truly better for the real world. In particular, I'm not sold on this wheel and tire package. The performance pack gives you 255/40 19-inch tires and wheels to match, and I think it might be a little too much. I suspect the optional 235/50 18-inch tires will provide plenty of grip while helping smooth out the ride more to my liking.

2012 Ford Mustang V6 Coupe

Base Price: $22,995

As-Tested Price: $25,685

Drivetrain: 3.7-liter V6; RWD, six-speed manual

Output: 305 hp @ 6,500 rpm, 280 lb-ft @ 4,250 rpm

Curb Weight: 3,470 lb

Fuel Economy (EPA/AW): 22/21.1 mpg

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.

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.