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

2013 Audi A5 and S5

Since its debut in 2007, Audi’s A5 and S5 models have received a warm reception in the marketplace, being generally well-regarded by critics and selling in respectable numbers. Now, for the 2013 model year in the United States, the car has undergone a tidy facelift and profited from various technical upgrades, including a change in the engine lineup.

While the base A5 continues to be powered by a 211-hp, 2.0-liter turbo inline-four, teamed with either a six-speed manual or seven-speed S-tronic dual-clutch transmission (or a continuously variable transmission on front-wheel-drive cabriolet models). The S5 gets a new supercharged 3.0-liter V6 good for 333 hp and 325 lb-ft of torque.

The lovely V8 engine that used to power the S5 is now the sole province of the RS5. While Audi offers no fewer than four diesel variants in Europe and elsewhere, we have yet to see what the company’s approach will be to the U.S. market in this regard. What we know for sure is that all new A5-series cars get a new electromechanical power steering with the motor mounted coaxially to the steering rack.

Inside, we find Audi Connect, a feature first noted on the new A6, which provides in-car Internet connectivity via an integral G3 SIM card. This allows the navigation system to use Google Earth virtual-map overlays on the display, letting the driver see the same landscape he or she is traversing. If the connection fails, the display reverts to conventional mapping.

Audi Connect allows owners to visit the my.audiusa.com Web site at home before the trip and download travel plans direct to the car. Other technical upgrades include tweaks to the optional Audi drive select system, adding an efficiency setting that selects high gears, slows throttle rotation and otherwise blunts egregious driver inputs for maximum fuel mileage.

There’s now even a transmission-fluid intercooler to reduce cold-start friction, as well as a start/stop feature across the board in global products. We might not see that yet on U.S. models because of EPA fuel-consumption-testing protocols.

Both the four-cylinder and the V6 cars have abundant torque and feel decidedly sprightly on the road. But the V6 obviously sustains urgent thrust longer and adds speed with greater authority at wide-open throttle and elevated engine revs. Isolation is good in both models, with just a little mirror hiss to remind you how fast you’re going.

The new electromechanical steering assist is pretty close to the feel of Audi’s previous Servotronic system, but since both mechanisms offer precise response and accurate path control rather than unadulterated bionic feedback, it’s hard to say which feels better without a back-to-back test. But the new one is said to save almost 1 mpg, so we’d better get used to it. Plus, it can intervene actively to help correct lane drift and understeer or oversteer slides.

As with other high-performance Audis, the handling is stable, the grip levels high and the ride motions well damped, particularly in models that have the optional drive select set in sport mode. Also typical to the A5 and S5 models is Audi’s stylish interior and high level of equipment. Even the MMI system has been optimized to make navigation among the various features easier.


With even sharper looks and more elegant moves, the reborn A5 series is arguably more desirable than ever. However, none of the models is inexpensive, and although that’s offset to some extent by the car’s comprehensive dynamic, convenience and safety portfolio, one is reminded that this is a pretty indulgent coupe in these tight times.

2011 GMC Terrain SLT-2

This 2011 GMC Terrain SLT-2 is a nice little crossover/ute that is exactly the type of vehicle on a lot of friends' radars these days. They want some utility to haul kids and stuff, yet they also want some halfway-decent fuel economy, as even when oil dropped below $100 per barrel, the needle at the fuel pump didn't drop all that much.

But the problem I have with the Terrain is twofold. First, the powertrain has a couple of little of hiccups. The engine is buzzy and the gearshifts are way too herky-jerky for a vehicle selling in today's market. I thought maybe the gearshift issue was one of it just being cold and that it would go away when it warmed up. After a while, it did seem to get a bit smoother, but automatics today make gear swaps seamlessly, and if you're producing one that doesn't you need to go back to the drawing board. As for the buzzy engine, I guess the little V6 is struggling hauling around nearly two tons.

My second issue is on the inside of the Terrain. There's a ton of hard plastic in here, and while the top of the instrument panel has some soft-touch, topped-stitched what looks like leather, the majority of the dash is filled with some inexpensive-looking plastic. And what's worse, some plastic that's done up to look like chrome, which makes it look even worse.

The exterior design is handsome enough, the wheels and tires look good and the seats were comfortable. As I said, the vehicle is certainly the size that many folks are looking for today. But the Terrain is just a bit too rough around the edges. And with this being a GMC, I'd think more attention would have been spent on the interior.

As Roger mentioned, the Terrain is just the kind of ride a lot of folks are seeking right now, evidenced in part by the consistently high sales numbers for its sister vehicle, the Chevrolet Equinox. The segment's popularity is also the main reason I was so surprised by the Terrain's deficiencies.

My primary concerns center on the Terrain driveline. The V6 feels weak. The six-speed automatic would shudder every time I slowed, and in traffic, the rubber-banding effect was disconcerting. It was bad enough to suspect that there might be something wrong with our particular vehicle.

The navigation interface felt at least a generation old, but otherwise I actually thought the interior was one of the nicer aspects of the Terrain. The contrasting materials with highlight stitching helped it feel open and airy, and the flat floor and sliding/reclining rear seats were easy to use and quite comfortable.

Then there's the sticker price. Close to $40,000 for a compact crossover, particularly one with amenities and appearance that are just good? No thanks, even if the sloppy powertrain was just an anomaly.

Yeah, the sticker on this 2011 GMC Terrain SLT-2 is a bit of a shocker, but it's easily whacked down by eliminating some of the stuff this car has--or better yet, getting the dealer to cut the price of them. I'd be willing to bet you get one of these out the door to closer to the $32,000 base price than this $38,000 sticker, making it more competitive with its rivals.

That said, I didn't experience the drivetrain difficulties mentioned above. I thought the six-cylinder was powerful enough and the transmission was smooth. I drove it both in traffic and on the freeway. No muss, no fuss. I might have to drive it again to see whether I can duplicate the rubber-banding mentioned, or perhaps the four-cylinder is the way to go. Meanwhile, the steering is overboosted and the suspension is soft, but aren't they all in this class?

Yes, there are some inexpensive bits inside, but at least the design is decent and the sliding rear seats work easily.

2011 Kia Forte SX

The 2011 Kia Forte SX sedan is respectable, with decent power, slightly above average looks and an eager chassis, but it's nothing remarkable. It's competitive but not class-leading. Still, it's well-executed in most respects and it's a step forward for Kia.

The chassis is tight, perhaps a bit more so than most cars in this segment. The body is reasonably controlled, and aggressively cornering and bouncing over roads returned a rather invigorating experience. I took a curve just outside of One Autoweek Tower with serious energy, pushing the body and chassis, but the Kia responded. Intense driving isn't this car's forte (I know, I know), but it is capable of some verve.

The four-banger is just OK. The paddles bring some life to the experience but overall, the power is just passable. The interior is plain, with just a few highlights in the dials and accents. Otherwise, the materials are a touch too blasé. I like the styling on the outside, which is understated yet well anchored in contemporary design language. Kia is getting ever more formidable, and the Forte is part of a solid product salvo.
My choice for the weekend was this Kia Forte SX or the Mazda 5 minivan. No surprise, I went with the sedan. We've been talking about how Kia has been stepping it up for a while now, and this is just another example. The sheetmetal has a clean look to it with the shape of the last generation Acura TSX, especially in the back. The front end looks a bit cheesy to my eyes, but taken as a package, the top trim of the Forte looks good.

The interior would be a bit underwhelming if the price wasn't so low. I would have guessed a bit higher than $23,000. The seats are comfortable but the high seating position ruins any sporty feeling for me. It has an adjuster lever, but when I got in, it was in its lowest position. I did get used to it after a while but it feels like you're sitting on top of the car, instead of in it.

The radio, navigation and steering-wheel controls worked well, and I love the navigation system that Kia and Hyundai are using. It's easy to use and easy to see, except in direct sunlight. The rearview camera is a good option to have at this price.

The touch points are mostly hard plastic and a bit inexpensive feeling, especially in the armrests, which bugs me to no end.

The SX is the sporty Forte and had the paddle shifters to prove it. It has a standard torque-converter transmission but the shifts were relatively quick. It's always a bit fun to grab a few lower gears and make a pass on the expressway. The SX gets the upgraded suspension, which has a nice sporty feel without beating you up too much. Much of my weekend was spend on dirt roads where the SX was easy to handle and slide around.

It seemed to be tuned pretty aggressively. Just a slight tip of the throttle and the car is off and running. Same thing for the brakes; it took a feather-light foot to do it smoothly.

Lastly, it's always nice to see something clever in these econo cars. The Kia has pulls in the trunk to send the back seats down. It's a convenient feature. They also double as hooks for grocery bags, which I needed as well.

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.

Chevrolet reveals more details of Camaro ZL1

The 2012 Chevrolet Camaro ZL1 will not be anywhere near as rare as its 1969 namesake when it arrives during the first quarter of next year, but the most powerful production Camaro to date should deliver performance easily worthy of its model designation.

Camaro engineers on Thursday offered media members a preview of the upcoming Ford Mustang Shelby GT500 fighter, and the tale of the tape is impressive, especially in terms of grunt. The 6.2-liter supercharged LSA V8 will make 580 hp at 6,000 rpm and 556 lb-ft of torque at 4,200 rpm, besting Chevy's original targets for the engine's output and bettering its efficiency in the Cadillac CTS-V by 24 hp and 5 lb-ft.


For those keeping score against the GT500, the ZL1 trumps the top-of-the-range Mustang's ratings by 30 hp and 46 lb-ft.


As the Camaro team explained, the engine's improved numbers come thanks to “a unique induction system, with a lower-restriction air filter, dual ‘bell mouth' inlet paths, and improved airflow through the supercharger housing. Other changes include a higher-efficiency supercharger intercooler and electric power steering system, which consumes less engine power than hydraulic steering systems.”


However, Camaro chief engineer Al Oppenheiser and his colleagues made it clear that they intend the ZL1 to be far more than a drag racer right out of the box.


“[This car] is [road course-ready] from the showroom,” Oppenheiser said, pointing to the list of standard equipment to make his point: a liquid-to-liquid oil cooler lifted straight from the Corvette ZR1, a deep-sump oil pan, rear-differential cooler and--according the Oppenheiser--a fuel system with additional pickups that should feed the engine during hard cornering even when the gas tank is low on juice.


The ZL1 also comes with the third-generation of magnetic ride control, which reacts faster than before and now adjusts the suspension up to 1,000 times per second. Chevy said the new MRC “uses new twin-wire/dual-coil dampers at all four corners. The smaller dual-coil system--with one coil at either end of the damper--replaces the larger single-core design of the previous generation.


“The new design allows even more precise control of the electrical current and magnetic flux, allowing greater range than before between the softest setting for ride comfort and the firmest setting for track driving.”


If it works as claimed, the ZL1 has strong potential to join the growing rank of performance cars that provide extreme dynamics with little compromise to livability.


Meanwhile, the latest version of General Motors' Performance Traction Management is also present, with a Ferrari-like range of five settings spanning conditions from “wet” to “race.”


While the list of hardware is enticing, the ZL1's weight could be an Achilles heel in the eyes of road-course drivers: The power-to-weight ratio of 7.24 pounds per horsepower is, for example, better than a BMW M3 coupe's 8.9, but not as good as the GT500's 6.94 pounds. At about 4,200 pounds, the Camaro is a long, long way from a lightweight and will outweigh the GT500 by about 400 pounds.


From a driver-interface standpoint, the engineering crew's decision to adopt electronic power steering might appear an odd choice for an overpowering, rear-drive performance car, but Team Camaro insisted that the belt-driven, variable-ratio system is instead the best solution for controlling such an extreme automobile at speed while also making it comfortable for drivers at relatively low velocities in “real world” scenarios. “Hydraulic steering wasn't going to get it done,” Oppenheiser said.


Likewise, he stressed that the optional six-speed Hydra-Matic 6L90 automatic gearbox is “not for poseurs who don't know how to shift.” As a general rule, hard-core enthusiasts will choose the six-speed Tremec manual transmission, but at least the auto 'box is built for performance, with three different driving modes including a manual setting that only shifts when a driver commands. Automatic upshifts will not occur even at redline, and Oppenheiser promised that it will select and hold the appropriate low gear into corners to match the manual-equipped ZL1's performance.


“Contrary to what we could have done [by taking the easy way out with a simple, off-the-shelf transmission], the automatic is not a compromise,” he said. “We spent a lot of time working on it for the track.”

Other ZL1 items of note include Brembo brakes (six-piston front, four-piston rear), an active exhaust system like the one featured on the ZR1, and aerodynamic elements including a “belly pan” flat-bottom cover beneath the car. (Chevy was not ready to reveal final downforce numbers.)


Variable stiffness halfshafts and strengthened joints and suspension parts are intended to help reduce wheel hop under acceleration. As for rubber, Goodyear designed ZL1-specific Eagle F1 tires (285/35ZR-20 front, 305/35ZR-20 rear) to put the generous power to the road surface, be it straight, twisting or somewhere in between.


Chevy still will not confirm final details such as price (expected to fall in the low $50,000 range) or production numbers--figure on about 5,000 ZL1s built per year in General Motors' Oshawa, Ontario, Canada, assembly plant. But from what we've seen at this point, the Camaro ZL1 is armed with plenty to look forward to when our first drives occur in about two months--test drives are timed to coincide with dealerships opening their books for orders. The preliminary spec sheet, like the Corvette's, promises top-notch speed, ride and handling, and enough comfort for daily driving and road trips.


Speaking of which, we have reason to expect that fans who trek to Florida's Homestead-Miami Speedway for NASCAR's Sprint Cup Series season finale in November might very well find themselves on hand for the definitive ZL1 production car's official public debut.

Why the Honda Ridgeline pickup is driving off into the sunset.

The Honda Ridgeline is a good example of what happens when an automaker abandons a model.


After much fanfare with its introduction in 2005, little was done to upgrade the mid-sized pickup. Ridgeline's plummeting sales are no surprise considering the lack of sheet metal changes and significant engineering improvements over the seven-year period.


The pickup's best year was 2006 when 50,193 sales were tallied. After that point, it's been all down hill. Last year, sales for the 12-month period totaled a 16,142, a 2 percent drop from the previous year. This year's sales through August nosedived 49 percent, to 5,776 vehicles.


While the Honda Ridgeline does not fill everyone's pickup needs, nor was it intended to so, it is a credible pickup. Despite the fact that it was developed off a front-drive platform, it has a 1,500-pound-plus payload capacity and tows up tow 5,000 pounds. Four-wheel drive is standard.


And, from what I hear, Ridgeline owners like the pickup, especially the towing capability, the ride, the handling, and the standard tailgate that swings down or to the side like a door.

Honda doesn't talk about future products. But Automotive News reported last month that the Honda Ridgeline will be discontinued in about two years. Based on conversations with industry sources, the story said a smaller pickup is under consideration, derived from the Honda CR-V platform.


Presuming less payload and towing capacity than the Ridgeline, I can't imagine why a smaller pickup based on a front-drive platform would be a more successful product formula for Honda

Swedish court rejects Saab creditor-protection plea

A Swedish court on Thursday rejected an application by ailing carmaker Saab for protection from creditors to give it breathing space to solve a cash crisis and get funds from Chinese investors.

The Vanersborg district court in western Sweden said in a statement on its Web site that there was no reason to believe a new creditor protection process, known as a reconstruction, would work. Saab said in a statement that it is disappointed with the ruling and will appeal the decision.


Saab went through the process in 2009-2010 when it was owned by General Motors Co. Saab owner Swedish Automobile NV said it wanted the court's protection to stop creditors' payment demands from pushing the carmaker into bankruptcy and allow it to work on securing its future.


The company filed for bankruptcy protection on Wednesday through a voluntary reorganization process which would have involved the court appointing an administrator with whom management would have worked to reorganize the company. Saab had said it would present the reorganization plan to creditors within three weeks of filing the reorganization plan.


Chinese funding


Saab has struggled for several months while it seeks funding from an assortment of Chinese and other investors. Production at its Swedish plant has been at an almost continuous standstill since April as suppliers refused to provide parts until they received payment. The company also failed to pay salaries in August.


At a press conference on Wednesday, Saab CEO Victor Muller said that the automaker currently owes 150 million euros ($210 million) to suppliers.


In June, Saab said two Chinese car companies, Pang Da Automobile Trade Co. and Zhejiang Youngman Lotus Automobile, had agreed to take a combined majority stake in the firm for a total of 245 million euros.


The deals are still awaiting approval from the Chinese authorities -- but the collapse in Swedish Automobile's share price this year has seen the value of Saab's listed parent plummet from 66.7 million euros, when the China rescue was announced, to Tuesday's closing market cap of 14.8 million euros.


Chinese authorities have halted planned investments in the past, such as Saab's failed deal with Hawtai Motor Group in May and Sichuan Tengzhong Heavy Industrial machinery's bid for GM's Hummer, which collapsed in 2010.


Swedish business daily Dagens Industri said late on Tuesday that Youngman would not get the necessary Chinese official approval to take part in the deal, citing several sources.


Instead, state-owned Beijing Automotive Industry Holdings Co. (BAIC) or SUV maker Great Wall Motor were seen by Chinese officials as being more suitable partners, the newspaper added.


A source told Reuters in May that Great Wall had been talking with Saab's owner about a possible tie-up

2011 Hyundai Genesis Coupe 3.8 Track

This Genesis Coupe 3.8 Track is the best Hyundai that I've driven, hands down. It's not perfect, though. The steering, while trying to be direct in offering good feedback, is just way too twitchy. Sneeze at the wrong time and you're in a ditch. And for a car with as much sporting ambitions as this one, the brakes need to bite much harder and quicker than these do. While I have just the two complaints, they're both important matters for a car that has the word "Track" in its name.

The driveline in this car is good. The V6 spins up to redline rather quickly. Clutch engagement is quick and near the top of the pedal travel, and the shifter engages the gears with relatively short throws. The interior layout is rather straightforward, albeit with a couple of gimmicks. The torque graph on the top of the dash is particularly gimmicky.

I have long complained about two things in Hyundai vehicles: the flat-bottom seats that offer little support and the suspensions that fail to limit body roll or absorb much of the harshness of imperfect roads. With this car, I have no complaints about the seats or suspension. The seats are comfortable and supportive and the suspension is firm without being too harsh.

Overall, this is a car I'd like to spend some more time with, either on a track or a cross-country drive.

I came out of the Ford Mustang V6 and went directly into the Hyundai Genesis coupe, arguably the Mustang's closest import competitor. Whether the market considers that to be the case or not, the two cars are similar on paper yet just as dissimilar behind the wheel.

Where the Mustang feels somewhat plodding and heavy, the Hyundai appears a few hundred pounds lighter than it is. But the Genesis is also a much more challenging car to drive smoothly, with a stiff clutch, quick takeup and a notchy, awkwardly placed shifter. It was by far the sportier of the two vehicles but at the end of the day, I'd rather have the easy driving dynamics of the Mustang. It likely comes down to the Ford being tuned for a wider audience than the Hyundai, which feels finely focused on the male-youth performance market.

Inside, the Genesis is refreshingly open and reasonably well trimmed, with supportive seats and a good driving position. But quiet it isn't; road rumble is present and the grumble of the V6 is ever-present as well. It's nice, though, as it has the same cammy mechanical sound as the Mustang's 3.7-liter powerplant, and it doesn't sound as though there's some missing insulation on the firewall as one could argue about the Ford.

Exterior styling being subjective, I vastly prefer the Mustang's appearance. The Hyundai is worlds better than the Tiburon it replaced, but the front of the car has a shovel-nosed appearance that makes it look way wider than the rest of the body.

So the Genesis coupe is far from perfect. But considering where Hyundai was just a decade ago, this is yet another car from the Korean automaker that should have every competitor sitting up and taking notice.

I was impressed with this 2011 Hyundai Genesis Coupe 3.8 Track. It's a really good-looking coupe and there's good power from the six, which has a nice growl to it.

The interior is upscale, more on, say, an Infiniti scale than what we're used to from Hyundai. The seats are comfortable, everything is where it should be, it seems nice and gimmick-free and the material quality was better than decent. Plenty of room for me, too.

Driving the car, I thought it felt tight and responsive. There's good grip and the body stays flat. I loved the steering, too.

I have not driven this car without the Track package so I don't have much base of comparison. But I can say the car didn't beat on me here in Detroit, and that's something one can't say about a lot of cars with "tuned" suspensions. I thought the ride was just fine.

Overall, I was quite impressed. I would love to try one with the 2.0-liter turbocharged four-cylinder.

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

2011 Cadillac Escalade ESV Platinum

The 2011 Cadillac Escalade ESV Platinum is everything a luxury-laden SUV should be: comfortable, powerful and blinged-out. This Cadillac is impressive. It makes jaws drop and makes people drool. This is the modern equivalent of the 1959 Eldorado, which was a halo for the brand when it was the standard of the world.

Really, this is a well-executed ute in every way. The V8 is a monster, and it's needed to propel this hulk along in reasonable fashion. It's big, and the driving position is domineering. Inside is a sumptuous cabin that's as well appointed as it is huge. The leather, the stitching, the badging everywhere--I found it all impressive.

The outside is equally eye-catching, with vents, chrome and over-the-top headlights. I think it all presents sharply. I like this slightly better than our long-term Infiniti QX56, but there are really only a few choices in this class.

General Motors makes solid SUVs, and this is the top of the line. My only beef is that you can get pretty much the same ute (minus the bling) in Chevrolet and GMC trim for a lot less than $88,000.
I never really understood the appeal of the gigantic SUV until I drove this one.

As mentioned, the commanding driving position is something I have longed for ever since climbing down and out of this ute. The panoramic views from the opulent interior spoiled me and made me lust for the one person in an eight-person truck scenario soon after.

It felt as if I could store all of my possessions inside the cavernous interior with space to spare. Despite feeling so large on the outside, it wasn't a problem to drive or parallel park downtown either, a big surprise.

Cosmetically, the Escalade has come a long way. The more refined look of this SUV sits well with me. Twenty-two-inch wheels come standard but look surprisingly small on the gargantuan exterior.

The engine is strong and sounds good. Don't expect to break land-speed records, but once the momentum is going, it has some oomph when you put the hammer down.

Obviously gas mileage isn't car-level, but it could be worse for something this size. And despite having more electronics and gadgetry than most, the Escalade lacks a steering column that moves forward and back. Really, Cadillac?

Despite the negatives, I now understand the appeal of the SUV and would put the Cadillac high on my list of spacious utes in which you can haul 1.5 families in comfort and with ease.

If this truck is in your budget, and you have no problem showing everyone that you spent a chunk of money, this is a good route to take.
Where am I, stuck inside a music video? And one from about 10 years ago, no less?

Yes, it's flashy, though I suppose no more so than plenty of other cars, SUVs and trucks. Yes, it's big. It gets me every time with its size, and I start to think that it's a hell of a useable machine, if you have a spouse and three or more kids, and you all ride together routinely.

This example was screwed together well, it featured nice leather seats and was comfortable to drive, other than the nontelescoping steering wheel. That's definitely an odd feature to lack on such a mammoth, when I wonder how many equally (in human terms) mammoth people drive one of these.

But Escalades have come a long way from the Chevrolet Suburbans of yesteryear, and it's a quite comfortable and easy SUV to pilot. Just remember to give yourself ample room for cornering angles, and you need a fair amount of distance to bring the Cadillac to a full stop from speed. That's where I'm apprehensive about these full-size monsters. Everything is good under normal, relaxed circumstances, but I don't want to find myself behind this wheel in a fast-developing emergency situation that calls for quick reactions from both driver and vehicle. In that case, I guess you just do and hope for the best.

Overall, however, I feel ridiculous driving around alone in the Escalade. I feel even more ridiculous when people pull up next to me, excited and showing thumbs-up signs and yelling things like, "Yo, that's tight!" I want to scream, "No, no! It's not mine! Really, no!" I always feel as if I should go pick up six people to travel with me everywhere I go, just to improve my efficiency.

It's not often I need to carry around a bunch of people being a single guy and all, but a friend asked me to drive him and his family to the airport and pick them up when they returned from a cruise. Easy enough, but the thing is that he has two teenage boys who are both roughly six-foot-three. Then add in my friend, who is six-foot-one, his wife, daughter and luggage. So we're talking about a good-sized family of five and gear for a weeklong trip.

He asked me if I could get something big enough to handle the job. "Oh, yeah," I said, "I can get something big enough." When I showed up in this 2011 Cadillac Escalade ESV Platinum, it swallowed both the human cargo and the luggage with ease. All of them were amazed by the trick power running boards and nicely trimmed interior with the leather-wrapped dashboards and door panels, which were mostly covered with soft-touch materials. To my eye, the wood and aluminum trims are nice and, combined with all of the leather, helped distinguish the Escalade's interior from that of the everyday man's Chevrolet Suburban. Of course, at $88,000 it better go above and beyond.

Other Platinum-model exclusives include the higher grade Tehama aniline leather for the first- and second-row seats, which are real soft and comfortable. There also are Platinum-specific scuff plates, heated and cooled front cupholders, a heated steering wheel, power liftgate and a rear entertainment system with dual front-seat-headrest-mounted monitors. But the big standard features are the magnetic-ride-control suspension, LED headlights and massive 22-inch rims.

During my couple of days, I spent a good amount of time just driving around with one passenger, which was an utter waste of the Escalade's capabilities. But I did wheel it around some tight parking garages and lots in Ann Arbor and Ypsilanti and with the backup camera and light steering effort, I was able to easily shoehorn this thing into some tight parking spots.

Strangely, I didn't find myself hating this giant. I don't really mind any of these GMT-900s and was rather fond of our long-term Chevrolet Suburban from all those years ago. For a full-frame SUV, GM does a really good job from a ride-comfort and handling standpoint. The magnetic ride suspension should probably also be credited for this Caddy's luxurylike demeanor. Going down the expressway at 80 mph or rolling around the city at 25 mph, this does it all well. I also have to say that GM is probably the best around when it comes to big SUV brakes (minus the hybrids)--they are strong with a firm pedal feel.

The 6.2-liter V8 moved this big thing around easily and helped it merge onto the expressway without issue. The six-speed automatic is also smooth.

I was also surprised at how much attention this thing got--both from people who liked it and from people who didn't. I was flipped the bird in Ann Arbor for no apparent reason one night and on the other, I had a guy in an old Land Rover Discovery chase me down, pull up next to me and give me the thumbs-up while grinning ear to ear.

If you have a giant family and want to roll in more than respectable luxury, you could do a lot worse than this Cadillac. If you think it's too expensive and you could do without a few of the luxury touches, you could always go for the GMC Yukon XL Denali and save thousands.

2011 Volkswagen Jetta SEL

I was looking forward to getting my hands on this 2011 Volkswagen Jetta SEL. I owned a 1999 Jetta, the first year after they switched to a more rounded body style, and remember it as a car that drove well and was nicely appointed, even if it was hardly a paragon of reliability. Given criticisms of the newest Jetta, I wanted to see whether it was as bad as folks had made it out to be.

My conclusions are mixed. The exterior styling doesn't bother me, nor does the interior until you touch it. I haven't been surrounded by that much molded hard plastic in a long time, even in some stripper cars we've had through here. My '99 was filled with pleasing textures, soft touch points and chrome/metal touches. Our tester had the push-button start system, which in this case is just a square button placed in one of the four blanks in the console; the steering column even has a plastic cap over where the keyhole would be. Alone, this isn't an issue, but it's a perfect example of the corner-cutting VW engaged in with this car.

Another notable cost-cutting area is the clutch and manual-transmission linkage. The shifter is balky and rough--you can almost feel the cables rattling around in the tunnel--and the clutch has zero feel. I'm sure most Jettas are sold with the automatic nowadays, but it is disappointing that VW didn't give the stick a more sporting feel.

One area I've heard complaints is with the 2.5-liter inline five-cylinder engine. I actually found this mill surprisingly entertaining between 3,000 rpm and 5,000 rpm, with nice torque and a sound reminiscent of a turbo Subaru flat-four. It had no trouble pulling the Jetta around, and if it actually manages a combined 26 mpg, it's a decent compromise. Chances are, if you drive it like it needs to be driven, you're not going to see that kind of mileage.

Brakes and steering were still Jetta-sharp, and I can't comment on handling at the extremes since my drive time was limited to surface streets and heavy traffic.

So here we are, at $23K and change. That's a pretty heavily populated vehicle segment at the moment, and the competition is fierce. Ironically, Volkswagen decided to decontent just as Ford, Chevrolet and others elected to load up their compacts. As a result, sharp-handling, good-looking domestics have suddenly leapfrogged VW in interior design and driving dynamics--with Volkswagen's help.

The new Jetta is finding plenty of buyers thanks to its lower price. But the compromises in its design and layout mean it's outclassed in nearly every way by the Ford Focus and the Chevrolet Cruze.

This Jetta was a comfortable, fairly enjoyable ride for me as I darted around town over the weekend. The manual was engaging with an easy, smooth clutch, and the level of interaction helped keep me alert and in the right frame of mind as I went from car show to car show.

The styling is well-executed on the outside, with sharp headlights and taillights and smart proportions. Inside, the materials are a bit bland. I'm not that offended by them, but they are rather pedestrian. The plastic cap of the ignition space looks pretty bad and is a little confusing at first.

I found the steering to be light and quick, and this sedan's 3,045-pound curb weight makes for an even drive character. The chassis is a bit firmer, and road imperfections are felt at times, though the ride is also sportier than perhaps one would expect. The fuel economy is stellar; I drained the tank and recorded 27.24 mpg, with plenty of hard acceleration and stress-relieving downshifting.

The Jetta presents a decent, well-rounded package, and for the price it's nicely equipped. But the Hyundai Sonata and several others are well ahead of this VW.

Like others, I have mixed feelings for the Jetta. On the one hand I think VW seriously dumbed down the exterior and cheapened the interior so drastically it went from one of the best in the business to one of the worst at this price point. I really am gobsmacked at how bad the materials are, especially when compared the excellence VW did for years.

That said, in its cost-cutting craziness, I don't think VW messed with the drivetrain or suspension, and that's a good thing. I don't dig the five-cylinder; I'd much rather have the 2.0-liter turbo, which is coming in the GLI. The five does indeed wake up from its nap above 3,000 rpm, but up there and higher, it sounds like Subaru's flat-four, as noted above.

I liked the ride/handling/steering. Around town it's zippy enough and on the freeway drives solid and firm like a good German car should.

Still, in this price bracket, I'd look at the Ford Focus, the Chevrolet Cruze, the Mazda 3 and the Hyundai Elantra long before the Jetta.

VW made big changes to the exterior for the new Jetta, and at first, I hated it. But the more I look at it, the less it bothers me. The shape got a bit more boring but it's still a good-looking sedan. And it looks decent with the rim choice. It's definitely more grown up.

Power is serviceable from the five-cylinder but as Wes said, the 2.0-liter turbo would be better and more engaging. On the other hand, 27 mpg is pretty good from Greg, and I got 23. It does start to get going at higher revs, though.

The shifter is solid and I didn't really notice the sloppy, cable feel Andy is talking about. The throws are longer, sure, and I banged my elbow a few times on the armrest, but the gates are easy to hit. Clutch-pedal action is too soft for my taste, but it seems to grab pretty well.

I didn't hate the interior like some of the other editors did. It seemed a bit inexpensive-looking, but the only things I noticed were the hard armrest and the plastic plug over on the column where the keyhole was. I still love the way VW sunroofs operate--one twist of the knob and it slides fully open. Also, you can close it when the car is turned off, which is a bonus when you forget to do that before you take the keys out.

The radio setup is one of the best of the small-sedan bunch; good size, color screen with iPod controls and a serviceable speaker setup. The controls will take some time to get used to though.

For me, the Jetta is definitely a player in the small-sedan market. You can get a base Hyundai Sonata for less, but it's no more fun than this car.

2013 Mazda CX-5

After years of making do with the Tribute (which essentially was a rebadged Ford Escape), Mazda is taking a serious step into the small-SUV market with the 2013 CX-5. The in-house developed model is new from the ground up and has the full gauntlet of Mazda's fuel-efficient and environmentally friendly SkyActiv technologies. Mazda's SkyActiv efforts include the development of new engines, transmissions and lighter-weight chassis and bodies that are also stronger.

When the 2013 Mazda CX-5 hits showrooms in the United States next February, the SkyActiv-G engine--which is a 2.0-liter four-cylinder that has direct injection, a 13.0:1 compression ratio on U.S.-bound vehicles, variable valve timing and new exhaust design--will be the sole engine offered. In addition, the engine itself was put on an extensive weight-loss regimen which saw weight from every part cut as much as possible. The result is an engine that is 10 percent lighter, 15 percent more fuel efficient and produces 15 percent fewer CO2 emissions than its predecessor. Final specs for the U.S.-spec Mazda CX-5 aren't available yet, but they should be announced later this year at the Los Angeles auto show. We expect power to be rated in the neighborhood of 160 hp.

In other markets, the 2013 CX-5 will also launch with a 2.2-liter diesel SkyActiv four-cylinder engine with 170 hp, which Mazda has confirmed for North America during the 2013 calendar year, but in what vehicle(s) remains to be determined. Early rumors had it finding its way under the hood of the company's next midsize sedan.

Six-speed manual and automatic transmissions were also developed under the SkyActiv banner featuring smoother and quicker shifts while helping to improve fuel efficiency.

Weight reduction also was paramount to the development of the body and chassis. The Mazda CX-5 body is made of 61 percent high-tensile steel to cut weight by 8 percent while being 30 percent more rigid. Suspension components are also lighter with new geometries for improved handling and ride comfort. The new chassis will also serve as the basis for the next-generation Mazda 3 and Mazda 6.

Finally, the 2013 CX-5 is the first vehicle to wear Mazda's new Kodo design language, which will find its way onto upcoming Mazda vehicles, replacing the previous Nagare theme.

What is it like to drive?

In this class, where bland and uninspired vehicles make up the majority of the field, the 2013 Mazda CX-5 delivers with a driving fun factor miles ahead of the likes of the best-selling Honda CR-V and the popular Toyota RAV4. That can be traced back to the Mazda's sporty roots. Providing a spirited character was the goal for the engineers from the get-go. We drove European-spec prototype mules through the countryside of Iceland, dodging the occasional sheep in the middle of the road, and actually had a good time doing so. We first got a crack at a front-wheel-drive model with the 2.0-liter gasoline engine with a six-speed manual gearbox and were immediately impressed with the transmission's crisp, Miata-like shift quality. Clutch take-up is well tuned and the engine was both smooth and peppy. We'd argue that the engine smoothness is close to that of Honda's K-series engines.

On narrow and twisty roads, the 2013 CX-5 maneuvered with composure displaying little roll and nice feedback through the electric power steering system. On center, there is some play, but as you dial in more steering angle it tightens up, which is nice. The brakes also were a strong point, with almost instant grab and short pedal stroke for full clamping power.

We also sampled a Russian-spec Mazda CX-5 with a slightly detuned 150-hp gasoline engine, all-wheel drive and a six-speed automatic transmission. The automatic performed seamless shifts with well-spaced ratios. For passes, the gearbox would kick down a couple of gears in short order. The manual shift feature also was quite responsive for a torque-converted gearbox. Even with the extra heft of the all-wheel-drive system, we thought the gasoline engine provided sufficient motivation for the class.

Would more power be welcome? Without a doubt, but Mazda's sportier chassis tuning and weight-shaving philosophy go a long way toward making this small SUV perform like a sporty specimen. More important to the masses is that the CX-5 cabin is comfortable, simply designed and has a serviceable back seat for children and adults. In the prototypes, the panels were missing their final graining, but the major part of the dash was close to the final product and was made from quality soft-touch materials. The front bucket seats have good side support and were comfortable throughout the day, and the leather-wrapped steering wheel falls into your hands nicely with comfortably shaped grips at the three- and nine-o'clock positions.

Complaints? Well, at least on these CX-5 prototypes, there was more wind noise than we would like. But one has to remember that these cars are not final production specs, and they were wrapped in camouflage, which doesn't help. There also was a bit of tire noise seeping into the cabin on the cars wearing the optional 19-inch wheels wrapped with Toyo summer tires. Seventeen-inch wheels are standard and expect all-season rubber on U.S. vehicles.

Do I want it?

If you're shopping this class (and many of you are) and put any premium on driving fun, then yes, you want to get to a Mazda dealer next February and go for a test drive. The combination of the steering, suspension and responsive drivetrain in the 2013 CX-5 is something no current entry in this segment can touch. And with the new SkyActiv equipment, Mazda is finally able to deliver fuel efficiency that it has struggled with in the past. EPA fuel ratings aren't available yet, but Mazda expects figures to be segment-leading.

But something you should really want is the diesel engine to make its way to the U.S. market under the hood of the CX-5. The engine is stellar and pulls all the way up to its 5,150-rpm redline and can be had with both the six-speed manual and automatic transmission in Europe. It also passes Europe's stringent Euro 6 emission standards without the use of urea injection and is 20 percent more efficient than Mazda's previous diesel four-cylinder. A small SUV with a small diesel engine is missing from the U.S. market, and we think the Mazda CX-5 would fill that hole nicely. If you think so too, let Mazda know in the comments section below.

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.