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 Audi A3 2.0 TFSI Premium

I've gone on record dozens of times saying how much I love this chassis and engine combination in the 2011 Audi A3. I do think it's a little pricey, but this is a nice little car if you're willing to part with the extra dough to move up from a Volkswagen to what an Audi will cost you.

The build quality is among the best in the biz (the back seat is a little tight), it's the right size and it's plenty fast enough. It drives like a little sportster around town. Jump on the gas from a light and there is a little bit of turbo lag at the lower revs, but boost builds quickly and the engine has good response above 3,000 rpm. It drives like a bigger car on the freeway. It's clearly tuned for autobahn speeds. Composed is the word that comes to mind.

The seats are above average, and I found a nice comfortable driving position.

I enjoyed my drive in the A3; I always do. But I don't see one tempting me away from a Volkswagen GTI.

If you need a car without a third pedal, it's hard to go wrong with this combo--it's one of my favorite small-car powertrains. The torque of the turbocharged four-cylinder really moves the A3 along with authority, and once you've driven the S tronic six-speed you'll wonder how other manufacturers can get dual-clutch transmissions so wrong. (Ford, I'm looking at you.)

Inside, the Audi feels upscale but not overly so. What was a premium small-car interior two years ago is now just competitive, thanks to the onslaught of upgraded compacts such as the Ford Focus. Similarly, interior room is nothing special. Despite its almost wagon-esque exterior design, this is a compact hatch, a truth immediately apparent as soon as one pops the fifth door.

Perhaps the larger problem is that the Audi A3 really is priced at a premium to other really good small cars. More than $31,000 for a vehicle in this category stings a bit, particularly when as much as $1,500 of that price is wrapped up in options such as metallic paint, heated seats and Bluetooth capability, which I'd expect to find included in a compact with a base price just shy of $30,000.

I'd imagine that's why I see so few A3s on the road. Most folks cross-shopping them probably end up either swallowing the few extra grand to move up to an A4 or they look at other larger competitive options at the same price point. As Wes mentioned, squeezed between the GTI and the A4, it's hard to make a solid case for an A3.

NEWS EDITOR GREG MIGLIORE: The reflexes of this 2011 Audi A3 Premium are outstanding. It drives with the energy and athleticism of a car that wants to be driven and has guts. The chassis is composed and sporty, and the steering has a light but pleasing response. It's a fun, practical thing to drive.

I found myself tossing it into corners and pushing it, just because it's a fun thing to do on a late summer morning as the sun slowly rose. This powertrain is outstanding, with plenty of power low in the band and a hefty dose of torque served up in enjoyable fashion. I knifed in an out of traffic with ease and jetted through congestion on the expressway. The driver is close to the ground, connected and invigorated. Frankly, it feels lighter than 3,200 or so pounds.

If we have to accept smaller cars, this is a good one. Still, I'd say the interior is just OK. As Stoy notes, cabin furnishings have gotten so much better; this is just solid. Not bad, but solid. Overall, this would be a great runner for daily commutes.

2011 Audi A3 2.0 TFSI Premium

Base Price: $29,625

As-Tested Price: $31,200

Drivetrain: 2.0-liter turbocharged I4; FWD, six-speed dual-clutch sequential manual

Output: 200 hp @ 5,100-6,000 rpm, 207 lb-ft @ 1,800-5,000 rpm

Curb Weight: 3,296 lb

Fuel Economy (EPA/AW): 24/23.4 mpg

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.

2011 Porsche 911 Carrera GTS

Every time I get out of a Porsche 911, I wonder why, if you had the means, would you drive anything else? This car comes about as close to a machine becoming an extension of you as any car I've driven. It's easy to dive in and out of traffic on the freeway, and with all of that power, way too easy to cruise way beyond the legal speed limit. The speed comes on effortlessly and before you know it, triple digits are registering.

The GTS model has 23 more horsepower than a 911 Carrera S, but it's difficult to really sort that out during a daily commute. Maybe the extra ponies would make themselves more known at the track, or on the autobahn. On the interstates in Michigan, it was difficult to notice them.

The 911 is always a joy to drive. With the Alcantara-covered wheel to the outstanding brakes, this is a terrific car. And it looked absolutely stunning sitting in my garage this morning. It's something I could get used to seeing.

Other than allowing you to say, "My 911 is a GTS," I'm having a hard time justifying the substantial price jump from this Carrera S to the GTS. An extra 23 hp is nice, but it's far, far from changing the Carrera S experience in any significant way.

I'm quite familiar with 911s, and various versions of the car top my personal wish list. However, from what my drive in this car told me, I wouldn't spend a moment wishing I had spent the extra money on a GTS over a standard S. Porsche is squeezing every last bit it can out of the Carrera range before the next iteration arrives, but there's just no reason to buy into the 11th-hour madness.

But I want to look at the final sticker on a similarly equipped Carrera S. If it ends up being pretty close, then yeah, might as well go with the GTS.
What separates a Carrera S from a Carrera GTS? For starters, the GTS puts an $11,200 bigger dent in your pocketbook if you compare base prices, but you do get more in the GTS. More begins with the additional 23 hp that Mac and Roger mention above. Torque remains the same at 310 lb-ft but comes 200 rpm earlier at 4,200 rpm, compared with that on the S. Top speed of the GTS is 2 mph higher in the GTS at 188 mph and it gets to 60 mph in 4.2 seconds with the dual-clutch transmission, which is a smidge quicker than the S's 4.3-second time with the same gearbox, according to Porsche.

Visually, the GTS gains the wide bodywork from the all-wheel-drive models, a wider track, center-mount RS Spyder wheels with meaty 305/30R-19 tires in back, a different lower front fascia and side skirts. All of the exterior jewelry is painted black, which gives our particular black test car an even more sinister appearance.

In the cabin, the sport seats get Alcantara inserts to keep occupants better held in place, and Alcantara is also used to cover the steering wheel and the parking-brake handle.

Driving the GTS is, as expected, nothing short of spectacular. The boxer six-cylinder is eager and pulls throughout the rev range. The ZF gearbox is one of the best dual-clutch units available, with impeccable shift response. Steering is direct with loads of feedback and satisfying weight, and the brakes are typical Porsche strong. Find some corners and the GTS is unflappable, with more grip and capabilities than you'll ever be able to exhaust on the streets.

Porsche says it did the GTS to close the gap between the S and the GT3 with 435 hp. I didn't really think that gap was in need of filling, but with this generation of the 911 heading off in the sunset, you can't fault Porsche of squeezing ever last drop out of the 997 in its last year. And in Porsche terms, an $11,000 price jump isn't exactly jaw-dropping. You get some extra power, a wide body, slicker wheels and some fancy interior touches. I wouldn't blame you for throwing down for the GTS over the S.

If this is compromise, somebody alert Congress. The 2011 Porsche 911 Carrera GTS is supposed to be the perfect balance between screamers like the GT3 and the GT3 RS and the lower orders of Carrera. Well, frankly, I would take any of them, but the GTS is less severe and more liveable than a GT3 while allowing you to safely approach the GT3's handling prowess. It is maybe the fastest car you could drive every day, though, again, I would drive any of them every day. I'd be like the rat in the experiment that keeps hitting the "pleasure" button until it collapses from joy.

In this case (though the car is full of them) the pleasure button is perhaps the seven-speed PDK transmission on the GTS that I drove in Los Angles. In "D," in case you are trying to save gas or for some other reason restrain yourself, it upshifts way early. Use the shifter paddles while the trans is in D and it'll shift where you want it to shift but will then go back on its own to upshifting early. However, knock the shifter lever over to the left and it'll hold gears, allowing you to maintain composure through a turn, though if you forget and stop for a while at a red light it'll start in first. In sport and sport-plus it will hold gears and shift at higher rpm.

In any case, you get an awful lot out of the 408-hp flat-six with this. I got a 4.3-second 0-to-60-mph time, for instance, using our Racelogic timing device. Just step on the gas and go. I did not try the top track speed of 188 mph, but I have no reason to doubt it. If you insist on having angst you could say that the GT3 is best for great mountain roads and the simple Carrera is best for freeways. Frankly, you need to have one of each. But if you can't do that, the GTS is the best of all worlds.

That is, until the new 911 debuts at Frankfurt.

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.

2011 BMW M3 Coupe

A couple of days driving this 2011 BMW M3 coupe and it's easy to see why this is the benchmark by which all other sport coupes are measured. The V8 is terrific, and while it peaks at more than 400 hp, it somehow felt even more powerful. With the six-speed manual, you can easily keep the revs in the sweet spot. I found myself driving for a while in third gear, just to hear the great engine note blast out of the quad exhausts.

The attention to detail in the way the car steers and brakes is evident--everything is tight. This is, in effect, a race car. The steering is spot on, the feedback letting you know exactly where the front tires are at any given time. And because this thing is capable of warp speed, the brakes, with the cross-drilled and ventilated rotors that come with the sport package, are outstanding. In freeway driving, you need to realize that you will be able to stop much more quickly--if necessary--than just about anyone else you are sharing the road with.

The transmission has nice short throws to facilitate changing gears. The clutch takeup is also excellent, up near the top of the pedal travel. And the pedals are perfectly spaced for heel-and-toe shifting.

I found the mechanically operated seats to be a pain to try to find a comfortable seating position. For nearly $70K, can I get electrically controlled seats? Would it really add that much weight? And I would love to see BMW come up with a new radio interface for cars without a navigation system and iDrive. The technology there is at least a decade (or more) old. And while the iPod interface works, to scroll through the song menu you need a copilot operating the system. It takes so long that if the driver were doing it, you'd be in the ditch way before you found your favorite Willie Nelson tune.

But, hey, the M3 is about as close to a race car for the street as you can buy, and the driving experience from that standpoint is hard to beat.

We've heaped a lot of praise onto the BMW M3 over the years, and deservingly so. From a chassis dynamics standpoint, few companies do it as well as BMW. The suspension keeps it confidently stuck through corners, steering is precise and offers good feedback through the wheel, and ride quality is more than manageable for the times when you're not slinging it around hard. The 4.0-liter V8 has phenomenal throttle response with a stratospheric 8,400-rpm redline. As Roger said, the M3 remains the car that other car companies strive to beat in this segment.

What I don't agree with Roger on is the transmission. Of course, kudos to BMW for continuing to offer the M3 with a six-speed manual in addition to pleasing the dual-clutch sequential manual folks by offering a seven-speed box. But I do wish BMW would tune the shifter for a crisper and more precise operation. Acura and Audi manuals offer way better shift actions, in my opinion. The springy clutch pedal is another thing I'm not high on. Does it work? Yeah, for certain, but it's just one of those things that you wish could be a tad better.

This particular 2011 M3 was light on the tech features, which was nice. No iDrive, navigation and satellite radio to fool around with (OK, I did miss the sat radio a bit). The seats were manual, and I didn't like those at all. Attempting to find a comfortable seating position is difficult and the seat themselves don't offer the levels of side support you need in a car like this. A set of sport buckets like what Audi puts in the S4 are sorely needed.

But when it comes to the overall driving experience, no other car in this class delivers as strong in all areas as the BMW M3. Not the Lexus IS-F or the Mercedes-Benz C63 AMG. Neither of those offers a true manual gearbox or has a chassis as well sorted as the BMW's. Sure, they are more powerful. The Lexus's 5.0-liter V8 spits out a smidge more horsepower at 416, while the Benz's 6.2-liter V8 does a good amount more at 451 hp. They both out-torque the Bimmer's 295 lb-ft, with the IS-F delivering 371 lb-ft and the C63 AMG ringing up 443 lb-ft.

Still, even being outmotored, the BMW isn't too far behind to 60 mph, according to the manufacturer's published performance figures. BMW says this M3 with the manual transmission reaches 60 mph from a standstill in 4.7 seconds, while the Lexus does it in 4.6 seconds and the Mercedes is the fastest of them all at 4.4 seconds.

However, with the dual-clutch transmission, BMW says 0-to-60-mph times drop to 4.5 seconds, which would be faster than the Lexus but still slower than the Benz. Of course, does this really matter? It's just splitting hairs here and in the end, all three are really darn fast.

The good news for consumers is that all three bring different characteristics to the table. In my opinion, the Lexus is the third-place entry, while the BMW and the Mercedes swap first and second. Sometimes the Benz's throaty V8 and raw power gets me, while at other times I prefer the BMW's balanced attack.

I agree with Roger and Jon, the M3 coupe remains the benchmark for this segment. It's powerful, luxurious and well-executed in everyway that matters. The engine is a rocket, with an imposing sound and sinister exhaust note. The six-speed manual is a gem, and it's thoroughly enjoyable and interactive for enthusiasts who want to channel all of this copious power themselves.

The chassis is solid, and the body is taut and composed. Turns and curves are little trouble, and the driver feeds off this car's energy. I like the subtle looks too. The badging, the domed hood, the curved fenders--it's all impressive without being overwrought.

My dislikes were more along the lines of nitpicking. The mechanical seats seemed Paleozoic for a car this expensive, and the radio interface looked as if it was straight out of the 1980s. Where's the satellite radio, too? It comes on entry-level sedans, but not on one of the baddest sports coupes in the world?

All of that is overlooked when smoothly operating clutch and pedal as you blitz through traffic. It's truly a fun car. The M3 coupe also represents the best of the automobile world--power and luxury. Just be sure to take the manual.

Oh, if only every car could drive like this. I had this car for a night and hoped that I could have it longer--like, forever.

It's a sharp-looking car from the outside with the M3 badges, domed hood and carbon-fiber roof. But once you slide into the cabin, the disappointment sets in. This generation 3-series has been a around for a bit and it's glaringly apparent in the cabin. As others have mentioned, the radio interface looks really dated. Good thing the driving experience keeps you distracted from looking too deeply into the interior.

Speaking of driving experience, this car is tight and begs to be driven beyond a straight line. With its cornering prowess and six-speed manual gearbox, this car would be a blast for any driving enthusiast.

This is one of my traditional favorites, but I'm starting to look forward to the next generation. For all of the power, feel and handling prowess of the V8-engined M3, I miss its predecessors every time I drive it.

I don't want to say it feels heavy per se, even though it is quite, er, substantial, because BMW's V8 and world-class chassis/suspension tuning mask a lot of the heft. As always, you can throw this M3 around with abandon only to be rewarded at every curve in the road.

Still, there's just something about the car that bugs me, and it's more like the overall feeling it conveys to me rather than any single glaring deficiency. Little things like difficulty finding a good seating position, long shift throws and having to reach too far for the shifter itself and a rubber-band clutch annoy me more every time I sample this car.

The M3's handling, engine and overall experience still put it at the top of the sport-coupe/sport-sedan class, but as time goes on, I grow more certain that I won't ever miss this car the way I do the old ones when a replacement comes along.

I hope I haven't spoken too soon.