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Scion appears to be growing up. The brand which launched in 2003 with non-mainstream vehicles, a unique buying process, and a marketing campaign aimed at young buyers was a breath of fresh air. But the industry collapse back in 2008 and an aging lineup has seen Scion lose their key audience and drift into obscurity. So what does a brand aimed at young people that is treading water do? For Scion, it was time to get creative and work somewhat outside the box. Thus at New York, Scion introduced the iA and iM. What makes both of these vehicles different is they are actually rebadged version of other models. The iA is the sedan version of the new Mazda2, while the iM is the European Toyota Auris. So how do both of these new models stack up? First up is the 2016 Scion iA.

 

For the most part, the iA is quite the sleek looking vehicle with sharp lines and a distinctive profile. This is due to the Scion iA being a slightly restyled Mazda2, which itself is quite the good looking subcompact. The one part where Scion had responsibility in the design was creating a unique front fascia. It looks like Scion squished the tC's front clip into the space for the front fascia. Many journalists who saw the iA thought it was ugly. But Scion explained they wanted something that was polarizing to stand out in a somewhat crowded class. They got that with the Scion iA for better or worse.

 

Inside, the Scion iA is pure Mazda. This means we’re treated to a simple dashboard design with a fine mix of hard plastics, paired with soft-touch materials and stitching on the dashboard.. Also, the iA gets Mazda’s latest seven-inch infotainment system with a screen on top of the dash and set of controls on the center console. This system is easy to use and simple to navigate around.

 

In terms of seating, the front passengers get a set of supportive bucket seats. The back seat is standard for the class with enough head and legroom for most passengers. However, you should tell your passengers to put the seat rests up Otherwise, they’ll be wondering why the backseat is trying to eat their back.

 

Power comes from a 1.5L four-cylinder with 106 horsepower and 101 pound-feet of torque. There is a choice of either six-speed manual or automatic. In terms of fuel economy, the iA is rated by the EPA at 31 City/41 Highway/35 Combined for the manual, and 33 City/42 Highway/37 Combined for the automatic.

 

For the suspension, the iA employs a McPherson strut front suspension and a torsion-beam axle in the rear. As for braking, the iA uses disc brakes around.

 

On to the drive!

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The Scion iA seems perfectly suited for the city as the 1.5L engine is more than capable of getting up speed at a decent rate. On the expressway and country roads, the engine struggles to get up to speed. This is somewhat surprising when you take into account the iA's curb weight of 2,416 pounds for the automatic. At least the six-speed automatic is smooth and quick. But the iA begins to redeem itself when it comes to ride and handling. Ride quality was very composed and was rarely unsettled by any potholes or bumps. Handling reveals a bit of Mazda influence with iA feeling planted when pushed. The steering has a good feel and weight when you are hustling around.

 

Like other Scions, the iA will be offered in what the brand calls ‘Mono spec’ - which means there is one configuration that boasts a lot of standard equipment including air conditioning, Bluetooth, the seven-inch infotainment system, 16-inch alloy wheels, and a low-speed pre-collision system. The only things a buyer needs to pick is whether to go with the manual or automatic transmission, color, and whether or not to go for the optional navigation system. Pricing starts at $16,495 for the manual, and $17,595 for the automatic (prices include a $795 destination charge).

 

Scion appears to be going in gracefully with maturing if the 2016 iA is any indication. Teaming up with Mazda to build this subcompact sedan proved to be right call since a lot this vehicle just works and drives pretty well. If you can get over the front end, then the Scion iA is worth a look.

 

 

Disclaimer: Scion Invited Cheers & Gears to a Two-Day Driving Event In Grand Rapids

 

Year: 2016
Make: Scion
Model: iA
Trim: N/A
Engine: 1.5L DOHC, Direct-Injected, 16-Valve Four-Cylinder
Driveline: Front-Wheel Drive; Six-Speed Manual, Six-Speed Automatic
Horsepower @ RPM: 106 @ 6000
Torque @ RPM: 103 @ 4000
Fuel Economy: City/Highway/Combined - 31/41/35 (Manual), 33/42/37 (Automatic)
Curb Weight: 2,385 lbs (Manual), 2,416 lbs (Automatic)
Prices: $16,495 (Manual), $17,595 (Automatic) - Prices includes a $795 Destination Charge
On Sale: September 1st

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Americans can’t seem to get enough crossovers. A study done by IHS Automotive showed that one out of every three vehicles sold in the U.S. is a crossover of some various size. Hence why it seems a week doesn’t go by without an announcement of a new crossover from ‘x’ automaker. One area that seems to have new or redesigned models coming fast and furious is the compact crossover class. New models are wanting to take a nice chunk of sales from the stalwarts such as the Honda CR-V, Subaru Forester, and Toyota RAV4. Whether it's with impressive handling characteristics (Mazda CX-5) or the availability to have three rows (Nissan Rogue), new models are beginning to take a stand on the sales chart.

 

Hyundai is the latest automaker to ready an attack on the old guard with the third-generation Tucson. The Korean automaker hopes the formula it has seemingly perfected over the past few years of great looks, an impressive feature set, and a low price tag can make the Tucson a contender in the class. I recently spent some time in Minneapolis and parts of Wisconsin driving the new Tucson to see if the model has a chance.

 

One of the key focuses for Hyundai on the 2016 Tucson was style. How do you make your model stand out in a crowded class? Hyundai decided to grace the 2016 Tucson with its Fluidic Sculpture 2.0 design language complete with sharp lines, hexagonal grille, and a set of slimmer head and taillights. One key design item Hyundai pointed out during the briefing was how the wheel arches were raked forward to promote the feeling of movement. I have to admit that Fluidic Sculpture 2.0 has been hit and miss on some of the Hyundai models. I think it works great on the Genesis as it gives it an identity, while it makes the Sonata quite boring. For the Tucson, it works very well. The model is very striking and at certain angles, reminds me of the Mazda CX-5.

 

The interior doesn’t have quite the same flair as the exterior, which is kind of a shame. But that doesn’t mean Hyundai left the interior as an afterthought. The design is simple with a wraparound dashboard and the use of contrasting materials. There is an equal mix of hard and soft-touch materials throughout, common for the class. Higher trims get a bit more soft-touch materials to make it feel more premium. In terms of standard equipment, the Tucson comes loaded. The base model boasts spilt-folding rear seats, a five-inch touchscreen radio, backup camera, and Bluetooth. Climb up to higher trims and features such as an eight-inch touchscreen with navigation, blind-spot monitoring, dual-zone climate control, heated and cooled front seats, and leather seats become available.

 

In terms of comfort, the Tucson scores well when it comes to passengers. The front seats have a fair amount of adjustment to get you into the right position, and also provide enough support for short and long trips. Back seat passengers will find a fair amount of head and legroom. The only disappointment in the Tucson’s interior is cargo space. Compared to the best-selling CR-V, the Tucson is 4.2 cubic feet smaller with the seats up (31 vs. 35.2) and 9 cubic feet smaller with the seats down (61.9 vs. 70.9).

 

For power, the Tucson comes with two engines. The base SE model uses the 2.0L GDI four-cylinder from the Elantra with 164 horsepower and 151 pound-feet of torque. This paired to a six-speed automatic. Front-wheel drive comes standard, though if you want all-wheel drive, you’ll need to order the SE Popular package. Eco and trims above it come with the turbocharged 1.6L four-cylinder found in the Sonata Eco. The 1.6 makes 175 horsepower and 195 pound-feet of torque. This comes paired with a seven-speed dual-clutch automatic and the choice of front or all-wheel drive. Fuel economy numbers for both engines are as followed:

• 2.0L FWD: 21 City/31 Highway/26 Combined
• 2.0L AWD: 21 City/26 Highway/ 23 Combined
• 1.6T FWD Eco: 26 City/33 Highway/29 Combined
• 1.6T AWD Eco: 25 City/31 Highway/27 Combined
• 1.6T FWD Sport/Limited: 25 City/30 Highway/27 Combined
• 1.6T AWD Sport/Limited: 24 City/28 Highway/26 Combined
  

Now the slight difference in fuel economy numbers between the Eco and Sport/Limited models mostly comes down to wheel size. The Eco comes with 17-inch wheels, while the Sport and Limited use 19-inch wheels.

 

Let’s move on to the drive.

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Now before we dive into my impressions of the 2016 Tucson, I need to make note of something important. I didn’t get the chance to get behind the wheel of the Tucson equipped with the 2.0L engine. Hopefully in the future, I’ll be able to provide some impressions on that model.

 

Getting behind the wheel of the 1.6T, I found it to be a very potent engine. This is thanks in part to the 195 pound-feet of torque that arrives at 1,500 rpm and continues to 4,000 rpm. No matter when I needed to make a pass or merge onto the expressway, the engine was ready to get moving. Hyundai also deserves some credit for making the engine very quiet at idle. The seven-speed dual-clutch automatic did cause me some worry as I had an unpleasant experience in a Sonata Eco I drove a couple months back. The transmission in the Eco was very sloppy in its shift and seemed to be confused with the 1-2 shift. For the Tucson, Hyundai has made a number of improvements to the transmission to make the shifts much smoother. The difference is very apparent with the transmission delivering smooth and quick shifts.

 

As for ride and handling, the Tucson strikes a balance between sport and comfort. Hyundai has put a bit work into the suspension with a multi-link rear setup coming to all models - the last-generation Tucson used a single-link rear setup on the front-wheel drive model. The Tucson’s structure has also seen some improvements, with the body seeing a 48 percent bump in rigidity thanks to increasing the use of high-strength steel. Driving on a wide range of roads, the Tucson impressed in how it managed all manner of bumps and imperfections. The suspension was able to keep the impacts from reaching the passengers inside. More impressive was how quiet the Tucson was. Even on rough, gravel roads, the Tucson was able to keep road noise at a minimum.

 

The Tucson’s handling may be Hyundai’s best effort yet. The crossover feels planted and shows no sign of body roll when being pushed. The only downside is the steering has a dead-zone when you begin to turn the wheel. Some resistance does appear when you turn the wheel further. This will annoy some people, but many will not even notice it.

 

Pricing for the new the 2016 Hyundai Tucson begins at $23,595 for the base SE front-wheel drive (includes an $895 destination charge) and climbs to $34,945 for the Limited all-wheel drive equipped with the Ultimate package. Considering the amount of standard equipment for each trim level, the Tucson is quite the value.

 

The third-generation Hyundai Tucson looks be the model to take on the old-guard in the compact crossover class. The new Tucson does mostly everything a crossover should do, along with impressive exterior design, an extensive feature set, and a turbocharged engine that is punchy. It may be that the 2016 Hyundai Tucson can be considered one of the best in its class.

 

Disclaimer: Hyundai Invited Cheers & Gears To A National Launch for the Tucson.

 

 

Year: 2016
Make: Hyundai
Model: Tucson
Engine: 2.0L GDI DOHC Four-Cylinder, Turbocharged 1.6L GDI DOHC Four-Cylinder
Driveline: Front-Wheel Drive, All-Wheel Drive: Six-Speed Automatic, Seven-Speed Dual Clutch
Horsepower @ RPM: 164 @ 6,200 (2.0L); 175 @ 5,500 (1.6T)
Torque @ RPM: 151 @ 4,000 (2.0L); 195 @ 1,500-4,500 (1.6T)
Curb Weight: 3,325 to 3,710 lbs
Prices: $23,595 to $34,595 (Includes $895 destination charge)

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All of the hot hatches and sport compact cars owe their existence to one car - the Volkswagen Golf GTI. The engineers who worked on the first model during the mid-seventies didn’t know their little project would make massive waves in the industry. For six-generations, the GTI was the benchmark that many competitors were measured against. But with fresh blood arriving in the form of the Ford Focus ST and Subaru WRX, Volkswagen knew it was time to ready a new GTI. Thus last year, the seventh-generation Golf GTI was introduced to the market. Has the father of hot hatch lost its way or can it still show newcomers a few tricks? I spent a week in a GTI SE 2-Door to find out.

 

The Golf GTI has never used any design gimmicks to stand out from a standard Golf, only minor trim changes. The seventh-generation model continues this tradition. Starting with a standard Golf with smooth body panels and large window space, Volkswagen added small touches such as a mesh grille in the front, 18-inch wheels and little GTI emblems on the side; and rear diffuser with dual exhaust ports. It may not be the flashiest hot hatch, but the understated look fits the vehicle.

 

The interior sticks with a simple design and materials. Soft-touch materials, carbon fiber around the center stack, and faux aluminum trim line the interior and gives the feeling of quality. SE models get leather seats with red stitching and piping. The seats I found to provide both excellent comfort and support when cruising or tackling the twisties. A set of manual adjustments help dial in the right seat placement I wished the leather was an option on the SE, so you could get the iconic tartan cloth as standard. But alas, I am nitpicking here. The back seat in the two-door is quite easy to get into thanks to the front seats sliding forward. Headroom is quite good, while legroom is almost non-existent for taller passengers.

 

Each Golf GTI comes equipped with a 5.8-inch touchscreen boasting Volkswagen’s new infotainment system. Compared to the system used in the rest of Volkswagen’s lineup, this new system is a breath of fresh air. The graphics look very modern and is easy to read at a glance. Also, the touchpoints are much larger which means the system is easier to use than before. Aside from the screen itself, you have buttons on either side to take you to various parts of the system such as the radio, USB and Bluetooth, trip Computer, and settings. If I do have a complaint with the GTI’s infotainment system, its that you can’t get navigation as an option on the SE. If you want navigation, you’re going to have to make the leap to the Autobahn trim where it comes standard.

 

Thoughts on the Powertrain and Ride are on the next page

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Power for the Golf GTI is provided by Volkswagen’s turbocharged 2.0L with 210 horsepower and 258 pound-feet of torque. Those who want a little bit more power should look at the performance pack which increases horsepower to 220 and adds such goodies as limited-slip differential and larger brakes. A six-speed manual comes standard, while my tester had the optional DSG dual-clutch gearbox.

 

While the numbers put the GTI in the mid-pack of sport compacts, it quickly becomes an afterthought when you step on the accelerator. The turbo 2.0L spools up quickly and gets you moving at a rapid pace. Making a pass or merging onto freeway reveals that wherever you are on the rev range, the engine has power ready to go. The six-speed DSG is lightning fast when it comes to upshifts, but is clumsy when it comes to downshifts. A few times, I found the DSG took a few seconds to realize that it would a be a good idea to downshift since my foot is a little bit further down trying to pass a truck. After this, I began to downshift manually by pulling the paddle behind the steering wheel. I like the DSG, but it still needs a bit work. Fuel economy is rated by the EPA at 25 City/33 Highway/28 Combined for the DSG. For the week, I averaged around 29 MPG.

 

 

Where the GTI truly shines is in the ride and handling department. Lets start out on a stretch of a curvy road. The GTI is very much at home where it playfully bounds from corner to corner with excellent stability and no sign of body roll. Steering is quick and provides a decent amount of weight and feel, inspiring confidence to the driver. Take it off the curvy road and put it into a commuting setting and GTI is excellent. The suspension provides enough damping on some of the worst roads Michigan had to offer. Wind and road noise were kept to decent levels, making this a fine companion for a long trip.

 

 

The seventh-generation Golf GTI shows that it hasn’t lost anything when compared to other models in the segment. Volkswagen has polished and improved many items to make the new GTI a worthy successor to the previous-generation. But the best part about the Golf GTI is how it can balance being a sporty hatch and daily driver with no sweat. That’s an achievement no other car in the class can match. There’s a reason the Golf GTI is considered the godfather of hot hatch, and the new model shows that it plans on keeping that title.

 

Disclaimer: Volkswagen Provided the GTI, Insurance, and One Tank of Gas

 

Year: 2015
Make: Volkswagen
Model: GTI
Trim: SE
Engine: 2.0L 16-Valve TSI Turbocharged Inline-Four
Driveline: Six-Speed Dual-Clutch Automatic, Front-Wheel Drive
Horsepower @ RPM: 210 @ 4500
Torque @ RPM: 258 @ 1500
Fuel Economy: City/Highway/Combined - 25/33/28
Curb Weight: 3,027 lbs
Location of Manufacture: Puebla, Mexico
Base Price: $28,885
As Tested Price: $31,395 (Includes $820.00 Destination Charge)

 

Options:
Lighting Package - $995.00
Driver Assistance Package - $695.00

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Being the car guy in the family is sometimes a difficult thing. Case in point is when someone asks for your help with buying a car. About a year or two ago, my dad asked me for some help with buying a new midsize sedan. He had two contenders in mind to replace his 2006 Ford Fusion - the new Fusion or the Nissan Altima. At the time, I had just reviewed the Altima and thought the four-cylinder powertrain needed a bit more refinement. The Fusion had its own set problems as the 1.6L EcoBoost four-cylinder - the engine my dad was considering - was having a number of reliability issues. There was also MyFord Touch which had a number of problems. At the time, I was leaning towards the Fusion when my dad threw a curveball; what about the last-generation Fusion? After giving it a few moments of thought, I thought it would be the best choice at the time.

 

So fast forward to now when a 2015 Ford Fusion Titanium AWD came in for a week’s evaluation and I found myself wondering if my dad had made the right call with going with an older Fusion. Well, let’s find out.

 

The Fusion has a number of items to help make it stand out in the crowded midsize class. The biggest one is the exterior design. The Fusion’s shape follows the trend of four-door coupes with a low roofline and a short rear end. The front end is very much like an Aston Martin with a low-slung front end and a trapezoidal front end. The overall look gives the Fusion an air of looking more expensive than it really is. However, I think the Fusion design is just trying a little bit too hard to stand out. Also, I think the Fusion must have mugged an Aston Martin to use its front clip.

 

As for the Fusion’s interior, I wished Ford had done more in terms of design. Step inside and you find yourself surrounded by materials in black and sliver. While the company does deserve some credit for using high-quality materials throughout the interior, I wished Ford’s designers had taken some of the enthusiasm from the exterior and placed it inside.

 

Front seat passengers get power-adjustments, along with heat and cooling. I found the seats to provide excellent support and comfort. Rear seat passengers will find legroom is decent. Headroom is tight thanks to the sloping roof. When I put my 5’8” frame back here, I found my head to be touching the roof.

 

My tester came equipped with the MyFord Touch infotainment system, This system has been criticized for a number of issues including non-responsive capacitive buttons, laggy performance, and a questionable voice recognition system. Ford has been ironing a number of problems and the good news is that some of the problems are gone. The capacitive buttons actually respond when pressed and a good amount of the lag is gone. But there is still a fair amount lag in the system. An example of this comes when going to my presets on the radio and it taking a few seconds to respond. Also, I found the voice recognition system not recognizing my voice. I tried using the commands the system provides, but it couldn’t understand anything I said to it. Just for a laugh, I swore at the system and the response it gave back was something to effect of ‘Do you need help?’

 

For Powertrain and Handling Impressions, See Page 2

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Being the top-of-the-line Fusion, it means that it gets the turbocharged 2.0L EcoBoost four-cylinder with 240 horsepower and 270 pound-feet of torque. This is paired with a six-speed automatic, and the choice of front-wheel or all-wheel drive. My tester had the latter of the two drivetrains. Since this was a turbocharged four-cylinder, I was expecting it to be like other ones I have driven where power would come on instantaneously before running out of steam midway through the rpm band. In the case of the 2.0L EcoBoost, power doesn’t come on instantly. Instead it feels more like a V6, gradually building up power as the revs climb. It should also be noted the 2.0L EcoBoost is quite refined with barely any noise coming from the hood. The six-speed automatic is quick and responsive for any situation you throw at it.

 

Fuel economy is the biggest drawback with the 2.0 EcoBoost. Equipped with all-wheel drive, the 2.0 EcoBoost is rated by the EPA at 22 City/31 Highway/25 Combined. My average for the week was around 24 MPG. Although it should be noted that I was seeing around 20 to 21 when driving in stop and go city traffic during my first few days of testing.

 

Driving around in the Fusion presented a mostly comfortable and quiet ride. I say mostly due to my tester being fitted with optional 19-inch wheels which do let in a few more bumps and imperfections. On the freeway, there is barely the hint of road and wind noise. Out on a twisty road, the Fusion handles quite well. The car barely has any body lean and is very nimble. Steering is quite hefty, but more exuberant drivers will wish for a bit more feel.

 

So at the end my week, I felt a bit mixed about the Fusion. On one hand, Ford has done a lot to make the Fusion stand out with an upscale look, impressive powertrain, and a nice balance between comfort and sport. But there are some big downsides to the Fusion as well: MyFordTouch still has a fair amount of issues, the rear seat is kind of tight, and the optional AWD results in some poor MPGs. The biggest sticking point though is the price. A base Fusion Titanium starts at $30,390. With AWD and options equipped on my tester, it rose to $38,820. That price puts in the range of base and decently equipped compact luxury sedans, Drop AWD and the price goes to around $36,000. Still that's a lot of money for a midsize sedan, especially when many competitors offer a lot of the same features for less money.

 

So when I think back about my dad and whether or not he made the right call with going the older Fusion and not the newer one, I can say now that he made the right call.

 

Disclaimer: Ford Provided the Fusion, Insurance, and One Tank of Gas

 

Year: 2015
Make: Ford
Model: Fusion
Trim: Titanium AWD
Engine: Turbocharged 2.0L Four-Cylinder
Driveline: All-Wheel Drive, Six-Speed Automatic
Horsepower @ RPM: 240 @ 5500
Torque @ RPM: 270 @ 3000
Fuel Economy: City/Highway/Combined - 22/31/25
Curb Weight: 3,821 lbs
Location of Manufacture: Hermosillo, Mexico
Base Price: $32,600
As Tested Price: $38,820* (Includes $825 Destination Charge and $490 Sync and Sound Discount)

 

Options:
Driver Assist Package - $1,200.00
Adaptive Cruise Control - $995.00
Active Park Assist - $895.00
Navigation System - $795.00
19-Inch Aluminum Wheels - $695.00
Heated and Cooled Front Seats - $395.00
Ruby Red Tinted Clearcoat - $395.00
Rear Inflatable Seatbelts - $190.00
Premium Floor Mats W/ Trunk Mat - $175.00
Heated Steering Wheel - $150.00

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The end of an era is upon us. After this year, the Mitsubishi Lancer Evolution will be no more. The model which was first introduced back in 1992 for the Japanese marketplace, was a technological tour-de-force with a turbocharged four-cylinder, all-wheel drive, and a limited slip differential. From there, Mitsubishi would introduce a number of new technologies such as traction control, YAW control, and a dual-clutch automatic. But Mitsubishi hasn’t done much with the Lancer Evolution in the past few years, instead changing its focus to electrics and crossovers. So before the Lancer Evolution heads up to the great parking lot in the sky, we decided to say farewell by driving an MR for a week.

 

As the name suggests, the Lancer Evolution is based on the Lancer compact sedan. Not a bad place to start since the Lancer is a distinctive looking sedan, despite being the oldest design in the class. From there, Mitsubishi makes some changes with a new grille and hood to improve cooling of the engine. The side boasts new skirts and a set of multi-spoke, lightweight BBS wheels. Towards the back, Mitsubishi fits a rear diffuser and twin exhaust system. MR models get a small lip spoiler on the hood. Those wanting the big wing will need to go with the base GSR model. These changes make the Lancer Evolution a standout in the Mitsubishi lineup.

 

Moving inside, you can’t help but feel massive disappointment. The Evolution has the same problems as the standard Lancer with cheap feeling and looking plastics throughout the material. You can’t help but question why anyone would spend almost $40,000 if it includes materials like this. At least Mitsubishi did use some better materials on the door panels and fitted a set of Recaro bucket seats up front. The bucket seats provide the right amount of bolstering to keep you and your passenger locked in when driving. The back seat is best used for emergencies as space is very much at a premium.

 

No matter which trim of the Lancer Evolution you decide to get, it will come with a 6.1-inch touchscreen and Mitsubishi’s FUSE hands-free system, which allows an owner to connect their Bluetooth phone and/or USB device to the vehicle and control them via voice command. I found this system to be somewhat hit and miss as it doesn’t always recognize what you’re saying, even if you are doing it as clear and concise as you can. The touchscreen system is not the most responsive and the interface looks like it came from the Windows 3.1 era.

 

See the next page for thoughts on the powertrain and handling.

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Power comes from a turbocharged 2.0L four-cylinder with 291 horsepower and 300 pound-feet of torque. On my MR tester, a six-speed twin-clutch SST - Mitsubishi speak for dual-clutch automatic - gets all of the power to the wheels. Those who want to feel like they are a part of the machine will want to go for the base GSR model as it gets a five-speed manual. Mitsubishi’s Super All-Wheel Control (S-AWC) gets the power to the road and includes a drive selector mode which changes various settings to provide the best traction for whatever condition you find yourself driving in.

 

The engine likes to be worked, especially out on a nice bit of curvy road. Step on the accelerator and the power comes on instantly. More impressive is the engine doesn’t seem to lose any of the oomph as it climbs higher in the rev range. The transmission is lightning quick with shifts, and allows the driver to shift via aset of paddles behind the wheel.

 

But when you decide to drive the Lancer Evolution on daily basis, it falls apart. The dual-clutch transmission seems very confused at low speeds and gives very clunky shifts. I found that if I left a stop with the transmission in second gear, some of these problems were alleviated. But the biggest problem for the Lancer Evolution’s powertrain is fuel economy. The EPA rates the 2015 Lancer Evolution MR at 17 City/22 Highway/19 Combined. I got an average of 17 MPG for the week.

 

As for the ride and drive, Mitsubishi fits a set of stiffer dampers and springs to improve cornering. You’ll also find a set of massive Brembo brakes to help bring the Lancer Evolution to a short stop. Much like the engine, the suspension shines when driven hard on a curvy piece of tarmac. There is no sign of body lean when cornering, and the steering provides excellent feel and weight. Paired with the all-wheel drive system that provides tenacious grip, the Lancer Evolution feels like it's on rails.

 

However, the warts show up when driving the model on a daily basis. The suspension doesn’t have much give and makes any road aside from a smooth one feel like a rutted gravel road. The steering is quite heavy at low speeds, making parking quite the interesting experience. Finally, don’t expect the Lancer Evolution to provide a quiet ride. Road and wind noise are very much apparent.

 

The 2015 Mitsubishi Lancer Evolution is a difficult car to recommend for most people as the list of negatives is quite long. But for enthusiasts, it should be on the list as there isn’t anything like the Lancer Evolution: a sports car wearing the clothing of a four-door compact sedan.

 

It’s sad to see to the Lancer Evolution go away. But Mitsubishi should be proud of what they were able to do with it, and keep that in mind when they decide to revisit this idea.

 

Disclaimer: Mitsubishi Provided the Lancer Evolution, Insurance, and One Tank of Gas

 

 

Year: 2015
Make: Mitsubishi
Model: Lancer Evolution
Trim: MR
Engine: Turbo 2.0L DOHC MIVEC Four-Cylinder
Driveline: Dual-Clutch Automatic, All-Wheel Drive
Horsepower @ RPM: 291 @ 6500
Torque @ RPM: 300 @ 4000
Fuel Economy: City/Highway/Combined - 17/22/19
Curb Weight: 3,571 lbs
Location of Manufacture: Kurashiki, Japan
Base Price: $38,995
As Tested Price: $41,805 (Includes $810.00 Destination Charge)

 

Options:
Touring Package - $2,000

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The term black sheep is used to describe someone that is either odd or despicable, especially in terms of a family. Take into consideration Volkswagen. The past 15 years or so have seen a number of black sheep in their lineup. The best example is the Phaeton. Introduced in 2004 as competitor to the Mercedes-Benz S-Class and its ilk, the Phaeton was over-engineered and came with impressive luxury features. The problem was convincing people that it was ok to spend $80,000+ on a Volkswagen and was pulled out a few years after its introduction. Then there is the CC. Arriving to the lineup in 2008, the CC was one of the first vehicles to capitalize on the four-door coupe trend. But the past few years have seen the CC fade into the Volkswagen lineup, with the likes of the Jetta and Golf in the spotlight. So why has the CC almost gone into obscurity? I spent a week in the 2015 CC Sport 2.0T to find out.

 

Walking around the CC, you can’t help but think this is possibly the best looking Volkswagen in quite a while. The basic shape hasn’t changed much since it first introduced. A low-slung front end flows into a side profile with a high beltline and sloping roofline. The back has a short deck and a clean looking trunklid with a large VW emblem which conceals the backup camera - the emblem opens up at an angle to reveal the camera. The only real items of change are up front where Volkswagen swapped the grille, air intake, and headlights to bring it more in line with the current lineup.

 

Moving inside, the CC has the air of a luxury vehicle. Soft-touch plastic finished in black and faux aluminum trim give a premium feeling to the vehicle. Controls are within easy reach of the driver and passenger, and have a solid feel to them. The Sport is the base model in the CC lineup, but it doesn’t feel like it with the amount of standard equipment fitted to it. There is leatherette with power adjustments for the front seats, dual-zone climate control, heated seats, a five-inch touchscreen with navigation, Bluetooth, HID headlights, and automatic wipers. I do have to call out the five-inch touchscreen. If you have checked out any of my previous Volkswagen reviews, then you know I hate this system as the screen is too small to hit the touch points and the graphics look dated.

 

In the back, you’ll find a bench seat and not the two seat layout that the original CC came with. This was to make the CC somewhat more practical. Sitting in the back, I found legroom to be generous, while headroom was very much at a premium due to the sloping roofline. Also the high beltline does increase the feeling of being cramped.

 

See Page 2 for Powertrain and Handling Thoughts

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Most CCs come equipped with Volkswagen’s venerable turbocharged 2.0L four-cylinder with 200 horsepower and 207 pound-feet of torque. Those wanting a bit more power will want to check out the top-of-the-line CC with the 3.6L VR6 producing 280 horsepower and 265 pound-feet of torque. The 2.0T comes with a choice of either a six-speed manual or DSG, while the VR6 gets a six-speed automatic only. In my case, I had the 2.0T paired with a six-speed manual, and was delighted by this combination. Despite the low power numbers, the 2.0T feels much more powerful. Power is instantaneous and never seem to fall off a cliff. Even in situations where I needed to make a pass, the 2.0T was there with the power needed to get me moving. The six-speed manual was smooth and provided positive shift action as I went through the gears. As for fuel economy, the CC 2.0T with the manual is rated at 22 City/31 Highway/25 Combined. I got an average of 27.2 MPG for the week.

 

The CC’s ride was surprising in how it balanced comfort and sport. In day to day driving, the CC did an excellent job of isolating bumps and road imperfections. Out on the freeway, the CC kept road noise mostly at bay. Wind noise is somewhat apparent when cruising at high speed. On the curves, the CC is nicely balanced and likes to be pushed. Steering is on the lighter side, but provides decent feel.

 

The Volkswagen CC is still a credible vehicle in the Volkswagen lineup. With sharp looks, an impressive feature list, and a balanced diet of sport and comfort, the CC deserves more recognition. But why has the CC faded into the unknown? It comes down to CC being one of the oldest models in the lineup. It doesn’t help newer models such as the Golf are overshadowing it. But if you’re looking for something a bit different in the midsize/entry-level luxury sedan class, be sure to give the CC a close look.

 

Disclaimer: Volkswagen Provided the CC, Insurance, and One Tank of Gas

 

Year: 2015
Make: Volkswagen
Model: CC
Trim: Sport
Engine: 2.0L TSI Turbocharged 16-Valve Four-Cylinder
Driveline: Six-Speed Manual, Front-Wheel Drive
Horsepower @ RPM: 200 @ 5100
Torque @ RPM: 207 @ 1700
Fuel Economy: City/Highway/Combined - 21/32/25
Curb Weight: 3,358 lbs
Location of Manufacture: Emden, Germany
Base Price: $32,685
As Tested Price: $33,550 (Includes $865.00 Destination Charge)

 

Options:
N/A

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The midsize sedan field has changed drastically within the past few years. New models are now standing in the spotlight, while older and more established models are beginning to fall flat. The Toyota Camry is beginning to feel some of the pressure. While it still is one of the top selling vehicles in the U.S., the likes of the Honda Accord, Nissan Altima, and Ford Fusion are eating into its sales. Toyota knew it was time to make some changes to keep the Camry on top. The result is the 2015 Camry. I spent a week in the Camry SE Hybrid to see if these changes help or hurt.

 

The 2015 Camry is quite a departure in terms of design. Whereas previous-generations were more reserved and somewhat boring to look at, the 2015 model is quite out there. From a long, slim chrome bar paired with a massive mesh grille up front, to character lines along the side, this Camry has style. A set of grey, 17-inch wheels and hybrid badging finish off the finish off the Hybrid SE. I’m not to keen on the Camry’s overall design, but I have to admit this is the most exciting Camry in a while.

 

The interior is also a departure from previous Camrys. There is some style throughout the interior with slight curves on the dash panels and grey stitching on certain interior pieces. There is also more soft-touch materials used throughout to make the cabin a bit more pleasing to touch. The center stack gets a seven-inch touchscreen with Toyota’s Entune infotainment system, and a set of large buttons and knobs to control it and the climate control system. Some might complain and make fun of the giant buttons and knobs that Toyota employs., Bbut in the age of using small buttons which are difficult to find, or capacitive-touch buttons which can be hit and miss, I appreciate Toyota’s decision to keep it simple. One item I wish Toyota would fix is the touchscreen as it appears to be washed out in any condition.

 

SE models get a set of sport seats with what Toyota calls ‘sport fabric material’ - a combination of their SofTex vinyl and patterned fabric. Finding a comfortable position in the front is no problem thanks to good support from the seats and a number of adjustments - power for the driver, manual for the passenger. The back seat has no shortage of head and legroom for even the tallest of passengers.

 

See Page 2 Powertrain and Ride Impressions

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One item Toyota did not dare mess with is the hybrid powertrain. Like on the larger Avalon Hybrid, the Camry Hybrid uses a 2.5L Atkinson-cycle four-cylinder paired with an electric motor to produce a total output 200 horsepower. This powertrain is paired to a CVT. There are also three different drive modes which varies power output:

• Drive: Goes between electric, gas, and hybrid modes automatically.
• Eco: Restricts throttle response and use of the A/C compressor
• EV: Runs the vehicle solely on electric power if the vehicle is under 25 MPH
  

The Camry Hybrid is quite the potent vehicle. Leaving a stop light, I was shocked at how it was able to leap off and get moving at a quick rate. Maybe it was due to me thinking I was driving a Prius XL. But the reason for this fast response is due to the 199 pound-feet of torque from the electric motor which is available from 0 to 1,500 rpm. More impressive was how the Camry Hybrid did around town and on the freeway as the powertrain was able to get up to speed at a reasonable rate. I had to remind myself that this a hybrid and not a basic four-cylinder model. Fuel economy is rated at 40 City/38 Highway/40 Combined for the hybrid. My average for the week was around 37 MPG. This was due to frigid weather I was driving in.

 

Now the Hybrid SE model is new for this generation of Camry Hybrid which includes a sport-tuned suspension. Does this make the Camry Hybrid sportier? I have to say no. In the corners, the car felt somewhat squishy - possibly due to the low-rolling resistance tires. Also, the steering felt very rubbery and had no feel. If you want a midsize hybrid sedan that is somewhat fun to drive, I would point you in the direction of the Honda Accord Hybrid. But for day-to-day driving, the Camry Hybrid is quite good. Even with the sport-tuned suspension, the vehicle still kept bumps and imperfections at bay. Wind and road noise were kept at acceptable levels.

 

At the end of my week with the Camry Hybrid SE, I felt that most of these changes have helped the Camry. It may not be the most exciting to look at or to drive, but Toyota focused on improving the basics which will help it in the sales chart. As for the SE trim, I think its a half-baked idea. They have the looks down, now Toyota just needs to work on making the driving a tiny bit more sporting.

 

Disclaimer: Toyota Provided the Camry Hybrid, Insurance, and One Tank of Gas

 

 

Year: 2015
Make: Toyota
Model: Camry
Trim: Hybrid SE
Engine: Hybrid Synergy Drive (2.5L DOHC 16-valve VVT-i four-cylinder, 105 kW Electric Motor)
Driveline: CVT, Front-Wheel Drive
Horsepower @ RPM: 156 @ 5,700 (Gas), 200 (Total Output)
Torque @ RPM: 156 @ 4,500 (Gas), 199 @ 0-1,500 (Electric)
Fuel Economy: City/Highway/Combined - 40/38/40
Curb Weight: 3,565 lbs
Location of Manufacture: Georgetown, KY
Base Price: $27,995
As Tested Price: $32,987 (Includes $825.00 Destination Charge)

 

Options:
Entune Premium Audio with Navigation and App Suite - $1,300.00
Power Tilt/Slide Moonroof - $915.00
Remote Start - $499.00
Clear Protective Film - $395.00
VIP RS3200 Plus Security System - $359.00
Four Season Floor Mat Package - $325.00
Illuminated Door Sill Enhancements - $299.00
Wireless Charging for Electronics - $75.00

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You ever hear someone say, “Eh it was good, but it wasn’t great.”? That really doesn’t tell you anything about the thing you were asking about. Consider asking a friend about a new restaurant and they say that phrase to you, it would drive you mad because your friend hasn’t given you a clear indication of where they stand. Well I’m about to commit this sin with the 2015 Chevrolet Colorado Z71. I think the Colorado is a good truck, but not a great one. Now before you start screaming at your screen and writing angry comments, I will explain what I mean.

 

The Colorado has been on sale in a number of market for a few years now, but only arrived in North America last year. This was due to General Motors making a number of changes to get it sellable in the U.S. Market. For example, the exterior of the worldwide Colorado is very different to the one sold in the U.S. The Colorado’s front fascia sold in other markets looks likes it was taken off the Equinox, while the NA-Spec Colorado gets a front fascia thats more akin to the Silverado with longer split grilles and a set of different bumpers and lights. Otherwise, the rest of the NA-Spec truck is the same with a somewhat rounded cab shape and various bed sizes. My tester was equipped with smaller 5’2” box which means you’ll have to do a couple more loads. There is a s 6’2” box available if you want something bigger. Also, my Colorado boasted the Z71 package, which nets you Z71 decals on the rear fenders and a set of 17-inch alloy wheels.

 

Another big change between the Colorado sold here and elsewhere is inside. The two models boast different dashboard layouts for their specific markets. In the case of the North American model, Chevrolet took some ideas from the Silverado and implemented them into the Colorado. Controls are within easy reach of the driver and passenger and the truck boasts a lot features that you would not expect on a midsize only a few years ago. My particular tester came equipped with heated seats, Chevrolet MyLink with Navigation, Automatic Climate Control, Trip Computer, and Bluetooth. Chevrolet MyLink stills has a fair amount of problems with slowness, responding when pressed, and causing my iPod to crash constantly.

 

Seats in the Z71 are a combination of leather and cloth. I found the front seats to provide good support, but I also found that getting the right position took quite awhile. Either I was too far away to reach the steering wheel and pedals comfortably, or my knees would be touching the underside of the steering column. Maybe some power adjustments or smoother manual adjustments would help out here. Back seat space is quite good when it comes to headroom. Legroom is a different story as it's small to nonexistent dependent on how tall the person sitting up front is. It should also be noted that the rear seats can either be flipped up to access a storage shelf or flipped down to provide added cargo space.

 

For thoughts on powertrain and handling, see the next page.

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Power for the Colorado comes from either a 2.5L four-cylinder or a 3.6L DI V6. There is a Duramax four-cylinder diesel that will be arriving for the 2016 model year. For my tester, it boasted the 3.6 V6 with 305 horsepower and 269 pound-feet. This comes paired up with a six-speed automatic and a four-wheel drive system. This engine is the weak link in the Colorado. Most truck engines whether they are a V6 or V8 have their torque right in the low-end of the rpm band. The Colorado V6’s torque is towards the higher end of the rpm, meaning you have to give the V6 some revs to get it moving. The six-speed automatic is smooth in around town and expressway driving. But I found it to be a bit slow when I pressed on the accelerator to make a pass. Fuel economy is rated at 17 City/24 Highway/20 Combined. I got an average of 18.2 MPG.

 

On the ride front, the Colorado is quite good. Compared to the Nissan Frontier and Toyota Tacoma, the Colorado delivers a comfortable ride with many bumps and harshness not making it inside the cabin. Also, wind and engine noise were mostly nonexistent. The Colorado also earned bonus points for how maneuverable it was thanks to the small size.

 

Aside from the engine, there is one other sticking point for the Colorado and that happens to price. My tester as shown here came with an as-tested price of $36,710. That’s quite a lot of money for a midsize truck, especially considering the average price of a full-size truck is only $4,000 more or so.

 

So lets go back to the beginning of this review where I said the the Colorado is a good truck, but not a great one. There are lot of things to like about Colorado; its distinctive looks, feature list, ride, and maneuverability. But there are a fair number of items that leave a black eye on the Colorado such as the V6, MyLink, and the price. It leaves the Colorado in this interesting middle ground where it's better than the competition, but not quite as good as it should be. For now, that is enough for GM as the Colorado is more modern than its contemporaries. But I wonder down the road, will this be enough?

 

Disclaimer: Chevrolet Provided the Colorado, Insurance, and One Tank of Gas

 

 

Year: 2015
Make: Chevrolet
Model: Colorado
Trim: Z71 4WD Crew Cab
Engine: 3.6L SIDI DOHC VVT V6
Driveline: Six-Speed Automatic, Four-Wheel Drive
Horsepower @ RPM: 305 @ 6800
Torque @ RPM: 269 @ 4000
Fuel Economy: City/Highway/Combined -17/24/20
Curb Weight: 4,380 lbs
Location of Manufacture: Wentzville, MO
Base Price: $34,115
As Tested Price: $36,710 (Includes $875.00 Destination Charge)

 

Options:
Bose Audio System - $500.00
Chevrolet MyLink - $495.00
Spray-On Bedliner - $475.00
Trailering Equipment Package - $250.00

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The full-size luxury SUV marketplace are full of models that will never venture off payment. Such models include the Cadillac Escalade, Lincoln Navigator, and Mercedes-Benz GL that have either basic to somewhat advanced four-wheel drive systems. Then there is the Range Rover which boasts a number of off-road technologies and equipment to get you through some of murkiest conditions on earth. Sure, you never see one tackle an off-road trail unless its featured in a promo video, but it’s nice to know the model can get you through. It makes some wonder if there is a competitor that can match the Range Rover in terms of off-road ability and luxuries. Well Lexus believes they have that competitor in the form of the LX 570. I spent a week in it to see if it can compete.

 

The LX 570 is the sister model to the Toyota Land Cruiser, so a fair number of items are shared between the two. For example, the basic shape of the body are similar. Both models boast similar profiles and key design items such as a large glass area and a split-opening tailgate. At least Lexus’ designers should be credited for trying to make the LX look somewhat different from the Land Cruiser. Such details include flared out fenders boasting 20-inch wheels, and a set of running boards. The front-end gets the brand’s distinctive spindle grille and a set of headlights with LEDs. The addition of the spindle grille seems out of place when compared to the rest of the LX’s design.

 

The interior of the LX 570 further differentiates from the Land Cruiser thanks to a new dashboard layout and some luxury touches. Step inside and you’ll notice the large amount of leather and wood trim used throughout. You’ll also notice a large number of buttons and switches throughout the dash and center console. These control aspects of the four-wheel drive and other systems to get you through the muck. The latest version of Lexus’ Enform infortainment system is here, minus the mouse controller. Instead you have a fair number of buttons and a touchscreen to help you move around. It takes a few moments to wrap your head around where everything is, but once it clicks, the system becomes quite easy to use. However, the system is starting to look somewhat dated when compared to competitors. Plus, I want to ask the person who thought it was a great idea to put the fan control in the system and not have a dedicated knob or buttons for it.

 

Passengers up front get power adjustments with memory, along with heat and cooling. I found the front seats to provide excellent support and the heat was very nice for the extreme cold that I found myself driving the LX in. Second row passengers will find an abundance of head and legroom, along with heated seats and a two-zone climate control system. There is a third row, but that’s best left in case of emergencies as legroom is minimal. The third-row also presents a problem for cargo space. With the seats down, the LX 570 only has 15.5 cubic feet of space. Fold the seats up and space increases to 45 cubic feet, but the seats are still in the cargo area. Now you might wonder why the seats don’t fold into the floor. The answer is the four-wheel drive and off-road equipment takes up all that space.

 

Thoughts on Engine and Ride Are on the Next Page

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Power for the LX 570 comes from a 5.7L V8 with 383 horsepower and 403 pound-feet of torque. This is paired with a six-speed automatic and a full-time four-wheel drive system. Tipping the scales at just a hair over 6,000 pounds, the V8 engine has its work cut out for it. But thanks to the engine having a decent amount of torque and a quick-shifting automatic, the LX is able to get out of its way with no sweat. Lexus should also be given credit for the amount of refinement done to the engine as it barely makes a murmur when accelerating. The big downside for this powertrain is fuel economy. The EPA rates the LX 570 at 12 City/17 Highway/14 Combined. I was lucky to get 13 MPG as my average for the week.

 

Now as I mentioned earlier, the LX 570 comes packed with a fair amount of off-road equipment and tech. Here is what LX comes with:

• Adjustable Suspension
• Hill-Start Assist
• Turn Assist: Brakes the outside wheel to provide a tighter turning radius
• Crawl Control: Adjusts throttle and brakes when driving through difficult terrain
  

So how does the LX 570 fare off-road then? Well mother nature was happy to oblige by dropping a few inches of snow during my time with the vehicle. For the most part, the LX was able to drive through unplowed roads with no problem. The four-wheel drive system kept the vehicle moving while the adjustable suspension kept the body above the snow. One downside on the LX was the tires equipped. The Dunlop Grand Trek tires felt like they were scrambling for traction in the snow. If you’re planning to get an LX to drive in the snow, I would recommend swapping tires.

 

Aside from this brief excursion into the snow, the LX did alright around town and on the expressway. With the suspension set in either comfort or normal, the LX glides over bumps and imperfections. Sound deadening is excellent with nary a hint of road and wind noise entering the cabin. Out on the curves, the LX shows signs of body lean. Even with the suspension set in the Sport setting, the lean is noticeable. Steering is slow, giving the feeling that you are driving a tractor and not an SUV.

 

The Lexus LX 570 has the luxuries and off-road tech which puts it in the direct line of the Range Rover. But the poor gas mileage and cargo space make it an outlier in the full-size luxury SUV class. If you are planning to traverse the Rocky Mountains or go on a summer vacation in the Sahara desert, then the LX 570 makes sense. Otherwise, you have a fair number of competitors that offer better fuel economy and a few more luxuries for the price.

 

Disclaimer: Lexus Provided the LX 570, Insurance, and One Tank of Gas

 

 

Year: 2015
Make: Lexus
Model: LX 570
Trim: N/A
Engine: 5.7L 32-Valve, DOHC, Dual VVT-i V8
Driveline: Six-Speed Automatic, Full-Time Four-Wheel Drive
Horsepower @ RPM: 383 @ 5,600
Torque @ RPM: 403 @ 3,600
Fuel Economy: City/Highway/Combined - 12/17/14
Curb Weight: 6,000 lbs
Location of Manufacture: Toyota, Aichi Japan
Base Price: $82,930
As Tested Price: $90,720 (Includes $925.00 Destination Charge)

 

Options:
Mark Levinson Audio System - $2,350
Dual-Screen DVD Rear-Seat Entertainment System - $2,005
Luxury Package - $1,510
Intuitive Park Assist - $1,000

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At the end of my review of the 2013 Nissan Maxima, I said “The 2013 Nissan Maxima is a very special car, but it's time for this 'four-door sports car' to take its final curtain call and have a new model ready in the wings.” Little did anyone know outside at Nissan that the current Maxima was possibly going to be its last. A recent report says that a next-generation Maxima wasn’t on the table due to the recession and Nissan focusing on fuel-efficient vehicles. But with a bit of convincing due to Nissan’s vice president of product planning, the Maxima was able to live on.

 

This brings us nicely to the eighth-generation Maxima which debuted at the New York Auto Show in April. The new model is quite the departure from the last-generation Maxima in terms of looks and features available. Nissan says the 4-Door sports car is back. Well, is it? To find out, I drove two versions of the 2016 Maxima at a first drive event in Detroit.

 

Lets begin with the elephant in room of the Maxima - the design. Compared to past Maximas, the new one is very much a shock. Nissan graced the 2016 Maxima with the design from the Sport Sedan Concept shown at the 2014 Detroit Auto Show. Such cues as the V-Motion grille, boomerang headlights, blacked-out pillars, kicked-up belt line and a floating roof are present on the production model. A set of wheels ranging from 18 to 19-inches finish off the look. The new Maxima is very much a polarizing vehicle with a number of people who either like it or hate it. Personally, I fall into former as it gives the Maxima the ability to standout not only in the full-size sedan class, but also in Nissan’s crowded lineup.

 

The interior also got a major revamp. During the briefing, Nissan explained the development team went down to where the Blue Angels are stationed and studied the cockpit of their jets. What they took away was how the controls and information were in easy sight and reach of the pilot. Nissan took this and some design ideas from the GT-R and placed them into the Maxima. Sitting in the driver’s seat, you find that you are surrounded by a new instrument cluster with a 7-inch color screen and a center console that is angle towards the driver - that idea comes from the GT-R. The layout makes you feel that you are one with the car.

 

Nissan also worked making the Maxima feel more premium - an issue I had with the previous Maxima. Better quality materials such as machined-look wood and aluminum trim, more soft-touch plastics, and contrasting stitching. The base S trim gets cloth, while higher trim levels get leather or a combination of leather and real Alcantara. The use of these materials really help move the Maxima up in the full-size class. As for the seats, they are the Zero-Gravity variety found on the Altima. They come with a little bit more bolstering to keep up the Maxima’s sporting intentions. I found the seats to be quite comfortable and provided good support for the route Nissan has us drive on. The back seat is also a little bit more roomy than the last Maxima thanks to increase in overall length - about 2.2 inches.

 

 

The center stack boasts a new 8-inch touchscreen with navigation which comes as standard on all Maximas. It comes with a new interface which brings Nissan into the current century with a bright screen and more modern looking graphics. Nissan also falls into the pit of trying to mimic smartphones and tablets with the ability to swipe from screen to screen, and pinch and zoom on the navigation. I was worried that they system would fall apart as it would either not respond or respond slowly. The system did pretty well when it came to the swipe as the transition was very fluid and I saw no performance issues. Trying the pinch-and-zoom was another matter as it didn’t respond at all when I did the motion. There’s also a control knob near the driver which allows the driver to access more functions of the system.

 

Power comes 3.5L VQ V6 with 300 horsepower and 261 pound-feet of torque. Compared to the older 3.5, the one found in the 2016 Maxima features around 61 percent of new parts including a new cylinder head, intake manifold, and sodium filled exhaust valves to pull heat away from the combustion chamber. Nissan also quick to point that per liter, the 3.5 in the Maxima is best in class with 85.7 horsepower. The V6 paired up to Nissan’s XTronic CVT which has been altered with a wider range of ratios, new shift logic to provide ‘shifts’ when driving exuberantly, and sport tuning. Under the skin is a redesigned platform with a lot of high-strength steel. Nissan claims that with this new platform, the 2016 Maxima is about 82 pounds lighter and 25 percent more rigid. The suspension has also been given the once-over with new rear dampers and some special goodies for the sporty SR trim.

 

Lets move onto the drive shall we?

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The first Maxima I took out was the SR. Nissan is positioning the SR as the enthusiast’s choice with a number of changes in the suspension and interior. The Maxima SR’s suspension gets a set of retuned dampers, springs and stabilizer bar. There’s also a set of Goodyear F1 Eagle tires to improve grip and steering response. Inside, SR models get leather and Alcantara on the seats and the steering wheel. You’ll also notice a set of paddles to control the transmission in sporting situations.

 

Taking it out on the route for our drive, I was impressed how the Maxima SR drove. Put the SR into the sport mode, and it becomes a ‘sports car’. The V6 accelerates harder while the CVT enters a mode to allow for stepped shifts. I was impressed with how the V6 never felt like it was out breath no matter where it was on the RPM range. In corners, the SR’s suspension hunkered down and provided excellent stability. Steering provided good weight and feel during the enthusiastic driving period. Also impressive were the seats which were able to hold me when I put it through it paces.

 

Putting the Maxima SR back into normal, I found that it rode smooth for the most part. I could tell that a few bumps and imperfections were making their way into the interior, but its not to the point where it will become a concern to anyone. Wind and road noise were kept to acceptable levels. As for the CVT, I found it to be ok. There was none of CVT whine that has been accustomed to previous CVTs. The stepped shifts appeared when I was making a pass on the freeway, a nice touch.

 

After driving the SR, I took out the top of line Maxima Platinum to see how it compared. Now the Platinum is quite a luxurious model with such appointments as quilted leather, wood trim, and the contrasting stitching. Out on the road, the Platinum felt slightly more comfortable than SR as bumps and road imperfections were kept at bay. On the curvy bits, the Maxima Platinum didn’t feel out of place when compared to SR. The steering still boasts the good weight and feel in the corners. The only real difference is in the suspension where the Platinum felt a little bit softer, which does let in some body roll. But if you’re not looking for it, then you’ll really won’t notice a difference.

 

The Maxima lineup begins at $33,235 for the base S trim and climbs to $40,865 for the top-of-the-line Platinum - prices include a $825 destination charge. Interestingly, Nissan isn’t offering any options on the Maxima. Instead, the Maxima will be offered in five different trim levels with additional features on higher trims. Here’s a basic outline of how it will work.

• S - Base
• SV - Leather
• SL - Panoramic Roof
• SR - Sport Suspension and 19-inch Wheels
• Platinum - Quilted Leather
  

So is the 4-Door Sports Car back? In short, Yes. Nissan has put a lot of work in the Maxima to it bring back into the spotlight and make it a contender in the full-size sedan class. Whether this helps the Maxima in the long run remains to be seen.

 

Disclaimer: Nissan Invited Cheers & Gears to a Local Drive Event

 

 

Year: 2016
Make: Nissan
Model: Maxima
Trim: SR, Platinum
Engine: 3.5L VQ V6
Driveline: Front-Wheel Drive, CVT
Horsepower @ RPM: 300 @ 6,400
Torque @ RPM: 261 @ 4,400
Fuel Economy: City/Highway/Combined - 22/30/25
Curb Weight: 3,488 to 3,593 lbs
Location of Manufacture: Smyrna, TN
Base Price: $32,410 (S)
As Tested Price: $38,495 (SR), $40,865 (Platinum) (Includes $825.00 Destination Charge)

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The quintessential off-road vehicle in the United States is the Jeep Wrangler. From its humble beginning as vehicle to go anywhere in the heat of World War II to a well-loved off-roader by many when it entered the civilian market, the Wrangler has earned the honor of being an icon . But many Wranglers it seems are mostly on the road, not tackling some trail. Is the Wrangler built for this kind of duty or is it just a fish out of the water? I spent some time in the 2015 Wrangler Willys Wheeler to figure this out.

 

The Jeep Wrangler may be the most recognizable vehicle around the world. The reason for this is simple, the basic shape of the Wrangler hasn’t changed much since it was called into duty for World War II. The seven-slot grille, rounded headlights, foldable windshield, and removable doors are all here. But that doesn’t mean Jeep’s designers made to some changes to keep the Wranger fresh. The front end is jutted out slightly at an angle, and the body has some slight curves. Also keeping the Wrangler fresh is the introduction of special edition models. The Willys Wheeler is an example of this with a number of decals to make a call back to the original model, along with a set of 17-inch off-road wheels wrapped in meaty off-road tires.

 

My Wrangler featured the optional hardtop which provided excellent protection from the elements and adds a nice layer of security. Sadly, I didn’t get chance to take the top off during my week as it was cold and rainy during my weeklong test. But from looking at the top and doing some reading, taking it off is somewhat easy thanks to the top coming off in three parts. This also means I cannot comment on how easy or hard it is to put on the soft top which came with my tester.

 

The Wrangler hasn’t been known as being a comfortable off-roader. But within the past few years, Jeep has been addressing that. Seats in my tester came wrapped in cloth and provided good support and comfort. In my ask me anything about the Wrangler, I said that the back seat isn’t really usable for adults since there isn’t any legroom. I would like to take that back. The backseat is actually quite comfortable for an adult as there is a lot of headroom and a decent amount of legroom once you move the seats up front. But getting into the back is quite a challenge as the front seat doesn’t quite move far enough to allow an adult to comfortably get back in. Now the Wrangler does have a rear-view problem with rear seats up as it blocks a good amount of the view. I found removing the headrests or folding the seat down helped alleviate the problem a bit.

 

At one time, you could say the Jeep Wrangler came with only the bare necessities. But in the past few years, Jeep has been adding some ‘luxury’ items to make the Wrangler more appealing to a wider audience. Such items include a great sounding Alpine audio system, Bluetooth, USB and aux inputs, and a trip computer. However don’t expect to find any soft-touch materials on the dash or certain parts of the door panels. The Wrangler is lined with durable plastics which will stand the punishment of off-road driving and be very easy to clean after a day on the trail.

 

Powertrain and Ride Impressions On Page 2

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A big complaint of previous Wranglers was the powertrain as it was lethargic. Luckily, Jeep addressed a few years back when they introduced the 3.6L Pentastar V6 to the Wrangler. This happens to be the same engine found under the hood my tester with 285 horsepower and 260 pound-feet of torque. This can be paired with a six-speed manual or my tester’s five-speed automatic. The 3.6L gives the Wrangler a much needed boost in power as it's able to get moving in a flash. Passing and merging which was a terrifying experience in previous Wranglers, was no problem for this current model. The five-speed automatic was quick and smooth. The only item I wished for was an extra cog to improve fuel economy. The EPA rates the 2015 Wrangler with the automatic at 17 City/21 Highway/18 Combined. My average for the week landed at 16 MPG.

 

The Willys Wheeler has a number of off-road tweaks and goodies to make it a standout for the price. Such items include the off-road tires and wheels; a Trac-Lok rear differential, 3.73 axles for the front and rear (which also plays a part in the low fuel economy I got for the week), and set of rock rails. Unfortunately, I didn’t get to do any real off-roading with the Wrangler as the nearest place where I could take it was closed to vehicles at the time of this review. I hope to do some off-roading in the Wrangler in the future.

 

With all of those off-road goodies and tall ride height, it makes the Wrangler quite a handful when driving around on payment. The short wheelbase makes it clear of a road’s imperfections. Bumps, potholes, and uneven surfaces are transmitted quite clear to the passengers.The long travel suspension does isolate some of the imperfections, but be prepared for a bumpy ride. The steering I also found to be slow. Making a turn, I could tell that it take a few moments for the steering to catch up with the inputs I made. Add in the amount of road noise when driving on the freeway and it becomes abundantly clear that the Wrangler isn’t built for the urban jungle.

 

Jeep has made a number of changes to make the Wrangler a bit more habitable for daily use. But after spending a week, I can tell that it rather spend its time in the wild than the urban environment. From its choppy ride to all of those off-road goodies, the Wrangler just feels like a fish out of water. If you’re planning to get a Wrangler just for the looks, either pass on that idea or be comfortable with the idea that you’re driving a vehicle with a large amount of compromises.

 

Disclaimer: Jeep provided the Wrangler, Insurance, and One Tank of Gas

 

 

Year: 2015
Make: Jeep
Model: Wrangler
Trim: Sport 4X4
Engine: 3.6L 24-Valve VVT V6
Driveline: Five-Speed Automatic, Four-Wheel Drive
Horsepower @ RPM: 285 @ 6,400
Torque @ RPM: 260 @ 4,800
Fuel Economy: City/Highway/Combined - 17/21/18
Curb Weight: 3,785 lbs*
Location of Manufacture: Toledo, Ohio
Base Price: $22,695
As Tested Price: $34,425 (Includes $995.00 Destination Charge)

 

*Curb Weight is for a Wrangler Sport with the Automatic.

 

Options:
Willys Edition 24W - $6,100
Power Convenience Group - $1,495
5-Speed Automatic - $1,350
Freedom Top Black 3-Piece Hardtop - $995
Alpine 9-Speaker Audio System with All Weather Subwoofer - $795

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I’m going to list out some auto manufacturers and I want you to tell me which one doesn’t belong. Ready?

Audi, BMW, Cadillac, Kia, Lexus, and Mercedes-Benz. If you said Kia, then you'd be correct.

Why is Kia on this list? For a very good reason. Like its sister car company Hyundai, Kia has introduced a luxury flagship. Called the K900, this is the automaker’s attempt to take on the old guard in the luxury flagship class. It may seem like a joke; Kia taking on the likes of the Audi A8, BMW 7-Series, and Mercedes-Benz S-Class. But after spending a week in one, I think Kia has a very legitimate chance in this market.

Before we fully dive into the vehicle itself, let’s talk about the K900 name. As someone pointed out, the name sounds like it should be on adventure with Doctor Who. In other markets, the K900 is called K9 or Quoris. Either one of those names would be much better than the one we got.

The K900’s look reminds me of the Cadenza full-size sedan. Park the models next to each other and aside from a few design items, it is hard to tell them apart. Both models have a rounded front end with the tiger-mouth grille and large headlights - the K900 boasts active LED headlights. Other similarities include similar side profiles - multi-spoke 19-inch wheels and faux air vents on the fenders give away the K900 - and rear ends. Usually I like Kia’s designs, but I kind of wished they went a little bit further to make the K900 stand out. That said, if you were to ask me if I would go for the K900 or its sister car, the Hyundai Equus, I would pick the K900 every time.

At least Kia has done a bit more work to make the K900’s interior feel a bit more special. Acres of Nappa leather lined the dash and door panels, along with wood trim. Driver and passenger get a set power-adjustable seats with memory and ventilation to provide luxury accommodations. Back seat passengers get acres of head and legroom. If you opt for the VIP package like on my tester, rear-seat passengers will find power adjustments which allows them to recline the seat. You won’t find an ottoman pop-out from the bottom of the seat, which is ok because the K900 isn’t quite long enough to pull that off. Other parts of the VIP package include four-zone climate control, ventilated seats for the rear, and power-closing rear doors. Everybody will be fighting for a space in the back, not the front.

On the technology front, the K900 gets a 12.3-inch TFT screen which acts as the gauge cluster. The screen is very vibrant and allows you to customize the layout to fit your needs. A 9.2-inch screen in the center stack displays navigation, infotainment, climate, and Kia’s UVO e-services. At first, I thought the touchscreen was broken as it wasn’t responding to anything I touched. A moment later, I realized that the system was controlled by a BMW-like controller in the center console. Cue self-inflicted dope slap. It takes a few moments to figure how to work the controller and buttons that surround it, but once you figure it out, it becomes second nature.

For thoughts on power and ride, see page 2

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Power comes from a 5.0L V8 engine with 420 horsepower and 376 pound-feet of torque. This is paired with an eight-speed automatic. The engine is a smooth operator providing adequate power from idle to redline. More importantly is how quiet and refined the engine goes about its business. You only notice a slight murmur coming from under the hood when accelerating, meaning it's quite easy to go well above the posted speed limit without noticing. The eight-speed automatic provides silky-smooth shifts. Fuel economy is slightly disappointing with the EPA rating the K900 at 15 City/23 Highway/18 Combined. My week saw an average of 17 MPG.

The best word to describe the K900’s ride is wafting. The coil suspension is tuned in such a way that many road imperfections and bumps are soaked up. Helping matters is a lot of sound deadening material and laminated glass throughout which blots the noises of the outside world, making this a perfect long-distance traveler. Don’t expect the K900 to give the old guard a run for their money in the athletics though. The K900 doesn’t liked being pushed at all as it leans through the corners and the steering is quite numb. There is a ‘Sport’ mode which changes the instrument cluster to be more like a race car and tries to give the steering a bit more weight. But it only shows how K900 wasn’t built to be sporty at all. It’s better to leave the K900 in either normal or Eco and drive it like a relaxed cruiser.

It may seem bit crazy and very daring that Kia is selling a luxury flagship twenty years after their first vehicle arrived in the U.S. But if the recent trend of Kia’s product lineup and Hyundai Equus is anything to go by, the K900 has a real shot. Kia did their homework when working on this flagship and it shows. The K900 has many attributes that a lot luxury buyers want, for a price that will shock a lot of people. Yes, the K900 does have a Kia badge which may cause some to turn their nose up at, and there are a few items I think Kia needs to fix. But if you’re willing to take a chance on the Kia K900, what you’ll end up with is an excellent luxury flagship, and a bit of leftover change.

Disclaimer: Kia Provided the K900 V8, Insurance, and One Tank of Gas

Year: 2015

Make: Kia

Model: K900

Trim: V8

Engine: 5.0L Direct-Injected V8

Driveline: Eight-Speed Automatic, Rear-Wheel Drive

Horsepower @ RPM: 420 @ 6,400

Torque @ RPM: 376 @ 5,000

Fuel Economy: City/Highway/Combined - 15/23/18

Curb Weight: 4,555 lbs

Location of Manufacture: Gwangmyeong, South Korea

Base Price: $59,500

As Tested Price: $66,400 (Includes $900.00 Destination Charge)

Options:

VIP Package - $6,000

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If you wanted a Fiat 500 but had a family, you would have to ultimately pass on it. There just wasn’t enough space for four passengers or even two passengers and all of their stuff. But about year ago, Fiat started selling a bigger 500 known as the 500L which boasted more space and became more appealing to small families. I spent a week in the larger 500 to see if the added size helps or hurts.

Even though the 500L shares the 500 name, that is where the similarities end. Fiat designers have added two feet to the 500L, and given it a boxy shape that is more akin to the Kia Soul and Nissan Cube. The front end is very much 500-esq with the winged-Fiat emblem, dual light setup, and narrow vent underneath. Although as someone pointed out to me and I happen to agree with, the 500L’s front-end look likes it has an overbite. Also, I think the choice of wheel covers on the Easy model really don’t help the 500L’s look. I would trade them for a set of wheels from the 500L Trekking model. But I want to give Fiat’s designers some credit on the 500L. The model boasts a large area of glass which not only helps improve visibility, but also makes the interior feel much more spacious.

Moving inside, the 500L features the same funkiness found on the standard 500. Such details as a squarish steering wheel, unique dashboard design, and panoramic sunroof give the 500L its own identity. Material and build quality is quite good with mixture of cloth, soft-touch plastic, and hard-touch plastic in the places where you expect them. This particular model came with the optional 6.5-inch UConnect system. Despite a smaller screen, this system keeps the familiar UConnect interface and ease of use that I have praised this system for. Also on my tester was the optional Beats sound system which provided mostly good sound, but I found it to be a bit heavy on the bass, even after I turned it down a bit. One other complaint I have deals with the dual-zone climate control system. I found it to be too low in the center stack to glance at quickly and quite the reach to change temperature or fan speed.

Now with an increase in overall size, you would think that the interior has seen an increase in space. You would be correct. Step inside the back seat and there is a stadium style seat arrangement which gives your passengers a higher view, along with a decent amount of legroom. Remember that panoramic sunroof I mentioned earlier? Yeah, that eats into rear headroom. Sitting my 5’8” frame back here, I found my head making contact with the headliner. Anyone taller than me will likely have to crick their neck to fit back here. At least the seats were comfortable. Moving to front, seats provide good comfort and support, along with a small number of adjustments.

Thoughts on Power and Ride on page 2

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Power comes from a turbocharged 1.4L MultiAir four-cylinder producing 160 horsepower and 184 pound-feet of torque. Those with keen eyes will surmise this sounds very familiar to the 500 Abarth, and you would be correct. On Easy models and up, you have the choice of either a six-speed manual or automatic. (Note: Pop models get a six-speed dual-clutch automatic). I had the latter transmission in my tester. Compared to the Abarth I drove a few weeks back, the 500L has about 800 extra pounds to lug around. But the 1.4 doesn’t feel like it's being worked any harder. Acceleration is very smooth and the engine seems to be able to get going at any speed. The six-speed automatic I found tended to hold gears longer that it probably should. At least the transitions between gears were smooth. Fuel economy for the 500L with the automatic is rated at 22 City/30 Highway/25 Combined. My week saw an average of 24.3 MPG.

The 500L is surprisingly good when it comes to day to day driving. The suspension copes with small and medium size bumps pretty well, while larger ones do unsettle it. Road noise is kept to a decent level, but wind noise is very apparent due to the 500L’s shape. The 500L is surprisingly good when it comes into the corners, showing minimal body motion. However the squarish shape and oddly-shaped steering wheel will make you think twice about having some fun with this vehicle.

The 500L is wise move for Fiat as it helps bring more buyers into their showroom. But there are two big elephants in the room. One deals with reliability. Both Consumer Reports and TrueDelta have a fair number of complaints about the 500L. In fact, the 500L is one of the lowest rated models in Consumer Reports ratings. The second is the price. The 2015 Easy model starts off at $20,545, while my tester rang in at $26,895 thanks to the automatic transmission and a big option package which included the sunroof and UConnect system. For the same amount of money, you could get into the base 500L Trekking or a fully loaded Kia Soul. These two factors make the 500L less appealing. Add in the upcoming the 500X, and you end up with a lose-lose situation.

Disclaimer: Fiat Provided the 500L Easy, Insurance, and One Tank of Gas

Year: 2015

Make: Fiat

Model: 500L

Trim: Easy

Engine: 1.4L Turbocharged MultiAir Inline-Four

Driveline: Front-Wheel Drive, Six-Speed Automatic

Horsepower @ RPM: 160 @ 5,500

Torque @ RPM: 184 @ 2,500 - 4,000

Fuel Economy: City/Highway/Combined - 22/30/25

Curb Weight: 3,254 lbs

Location of Manufacture: Kragujevac, Serbia

Base Price: $20,545

As Tested Price: $26,895 (Includes $900.00 Destination Charge)

Options:

Easy Collection 4 - $4,100

AISIN Heavy Duty 6-Speed Automatic Transmission - $1,350

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Being a person who gets the chance to review new vehicles, I have noticed that many of the vehicles that I evaluate are loaded up models. It does put someone like myself in a odd position trying to do a review since I have to try and distill it down to the main items that will be found on the lower tiers as many buyers don’t go for the top models. So whenever I get a mid-level or base trim of a review vehicle, it’s like a breath of fresh air and allows me to focus on the important parts. Case in point is the 2015 Hyundai Genesis which arrived during the Christmas holiday. I wasn’t sure what I was getting, possibly a fully loaded 3.8 V6 model or even the 5.0 V8. But it was the base model 3.8 that was dropped off and I knew it would give me a chance to examine it without any of the gimmicks.

When the Genesis was introduced last year, I was unsure about the looks. It boasted a number of design cues from the HCD-14 shown at the 2013 Detroit Auto Show which in my eyes made it look somewhat comical. Then when I did a first drive last spring, I grew to like the looks aside from the grille. After spending a week, I became impressed with the overall design. Compared to the last Genesis which looked to be a generic sedan, the new model has style and presence all over. The Genesis boasts Hyundai’s Fluidic Sculpture 2.0 design language which includes such details as the large hexagonal grille, LED lighting on the front lights, pronounced character line on the belt line, and the rear pillars flowing into the decklid.

Moving inside, the Genesis shows how far Hyundai has come with interior design. The last one looked like someone just threw bits and pieces together in a hurry. The 2015 model looks to crib some ideas from the Equus flagship which isn’t a bad thing. A new dashboard design provides a better layout of controls, and the feeling of being closer with the car. An eight-inch touchscreen comes standard and boasts Hyundai’s BlueLink telematics system which provides such features as emergency services, along with weather and traffic. Using the touchscreen was a painless affair with the system recognizing whenever I touched the screen, along with a set of buttons to direct you to different parts of the system.

As for comfort, the Genesis comes wrapped with supportive leather seats. Front seat passengers get heat, along with 12-way power seats to find a position that works for them. Meanwhile in the back, there is more the enough head and legroom for even the tallest of passengers. Now being it was the holidays when I was driving the Genesis, the trunk was an important part since it would be carrying a lot of stuff. The Genesis passed this with flying colors thanks to a trunk measuring 15.3 cubic feet. It was able to fit luggage for two people and some gifts, and still have enough space for other items.

Powertrain and Ride/Handling Thoughts Are On Page 2

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Power for the Genesis 3.8 comes from a 3.8L GDI V6 with 311 horsepower and 293 pound-feet of torque. This is paired with an eight-speed automatic that sends power to the rear-wheels or optional all-wheel drive. Despite what the numbers tell you, the V6 is quite a strong engine. Power is seemingly available through the rpm band and is ready to come on when needed. Helping matters is a smart eight-speed automatic which seemingly knew what gear was needed and was able to apply it without any notice from the driver or passenger. Fuel economy is rated at 18 City/29 Highway/22 Combined. During my week, I saw an average of 24.6 MPG. More surprising was on one stretch of our holiday trip, I saw fuel economy as high as 29.3 MPG.

Being called in for holiday road trip, ride quality and sound deadening are two key items that could make or break the Genesis. Luckily it was more than up to the job. Driving on the interstate showed how much work Hyundai has put into the Genesis as bumps and potholes were dealt with and not a hint made them into the interior. Road and wind noise are nonexistent, which helps bolster its appeal. As for handling, Hyundai has made some great strides in this department. The Genesis showed no body roll and provided decent weight in the steering. But don’t think you have found an excellent alternative to the likes of the Cadillac CTS VSport as I think it drives much better than the Genesis.

Looking at the base model of any car can give you an idea of whether or not it is the real deal. In the case of the Genesis, this is truly the real deal. The automaker has made great strides in making the Genesis from a nobody into a somebody. With the looks, feel, and drive of a vehicle that costs thousands more, the Hyundai Genesis is not only a bargain, but a damn fine automobile.

Disclaimer: Hyundai Provided the Genesis 3.8, Insurance, and One Tank of Gas

Year: 2015

Make: Hyundai

Model: Genesis

Trim: 3.8

Engine: 3.8 DOHC 24-valve V6 with CVVT

Driveline: Eight-Speed Automatic, Rear-Wheel Drive

Horsepower @ RPM: 311 @ 6,000

Torque @ RPM: 293 @ 5,000

Fuel Economy: City/Highway/Combined - 18/29/22

Curb Weight: 4,138 lbs

Location of Manufacture: Asan, South Korea

Base Price: $38,000

As Tested Price: $38,950 (Includes $950.00 Destination Charge)

Options:

N/A

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If you have ever looked at the sales charts for Cadillac, you begin to notice a trend. While most of their models are seemingly downward or climbing back up slowly, only two models have been somewhat constant; the SRX and the Escalade. We have taken a look at the SRX and have delved into why it's a big seller. Now it's time to take a look at the Escalade and ask why does it do so well?

After the first-generation Escalade, Cadillac has been working on separating the it from the Chevrolet Tahoe/GMC Yukon in terms of design. The second-generation saw an angled front end, distinctive side molding, and a new rear tailgate. The third-generation went a step further with a new grille design, bigger wheels, and other design touches. For this generation, Cadillac decided to sharpen the lines of Escalade to give it a more striking look. Pair this with the large, five-bar grille and vertical LED headlights up front, and the thin LED taillights in the back and the Escalade may have to be one of the best looking full-size SUVs. My only complaint on the Escalade is the new emblem as it looks a bit out of place.

The separation continues inside as the Escalade features the same dashboard as seen on Cadillac’s passenger car lineup. The driver faces a screen which provides the instrument cluster. Cadillac’s implementation of this is one of the best as the screen is clear and vibrant. Also the choice of four different layouts and being able to customize what information is displayed adds a nice touch. That also means Cadillac’s CUE system is present in the center stack. Like other Cadillac models I have driven, the CUE system had its share of slow response time and not recognizing inputs. I’m wondering what Cadillac has in store for the next-generation of CUE and if it can improve its share of problems.

Luxuries are top notch with the Escalade featuring quite the assortment of leather, wood, and piano black trim throughout the interior. Leather wrapped seats provide excellent support for long drives. Front seat passengers get 12-way power adjustments to find that perfect position, while ventilated seats provide an added level of comfort dependent on the season. Second row passengers are treated to captain chairs with heat. Headroom I found to be excellent, while legroom is a little bit tight. Like the Tahoe I drove last year, the Escalade’s third row is best reserved for small kids or to be folded into the floor.

For powertrain and ride impressions, see page 2

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You only have one choice of engine for the Escalade: A 6.2L V8 with 420 horsepower and 460 pound-feet of torque. The engine makes quite the statement of its intention when you first start it up; sounding more like a Corvette than a truck engine. Despite the Escalade’s curb weight of 5,840 pounds, the 6.2L shrugs it off like nothing. Power is seemingly available through the rev range. Helping matters is a new eight-speed automatic which provides buttery smooth shifts and is barely noticeable. As for fuel economy, the EPA rates the Escalade 4WD at 15 City/21 Highway/17 Combined. My average for the week landed around 13.2 MPG, mostly due to below zero weather and driving in stop and go traffic.

The Escalade’s underpinnings are very much an old-school truck with a live rear axle and body-on-frame construction. But you wouldn’t know that if you took it out onto the road. The ride is very smooth, and no road imperfections make their way in. This is partly due to the Magnetic Ride Control system which quickly adjusts to provide the best ride quality as possible. Also helping is an independent front and five-link rear suspension setup. Steering has excellent weight and feel which makes you feel a little bit more in control with the Escalade. Also Cadillac should be given props for providing a very quiet interior that could rival a library. A noise cancellation system and loads of sound deadening make the Escalade a perfect long distance partner.

My only concern with the Escalade’s driving are the brakes. They don’t inspire much confidence. With a mushy pedal feel and having to push farther on the pedal than should be expected, I felt at times that I wasn’t going to be able to stop it in time. This is something I hope GM addresses in the near future.

Why is the Escalade one of Cadillac’s top sellers? I think it comes down to a few reasons. One is that the Escalade is one of the elder statesmen of the class, alongside the likes of the Lincoln Navigator and Range Rover. It also helps that the Escalade is part of the pop culture lexicon. Consider how many pictures or movies/TV shows have stars and music artists driving/riding in an Escalade. That does a lot for a vehicle’s rep.

Final reason? The Cadillac Escalade is just a dang good SUV. The fourth-generation model shows how much work Cadillac put into this. But it should be noted that all of this work and refinement does come at a cost. A 2015 Escalade starts at $72,970, while my Premium 4WD tester rings in at $89,360. That may put some people off, but I feel Cadillac can very much justify it.

In this class, it's about the style, the image, and the luxuries. The Escalade delivers on all three.

Disclaimer: Cadillac Provided the Escalade Premium, Insurance, and One Tank of Gas

Year: 2015

Make: Cadillac

Model: Escalade 4WD

Trim: Premium

Engine: 6.2L EcoTec3 V8

Driveline: Eight-Speed Automatic, Four-Wheel Drive

Horsepower @ RPM: 420 @ 5600

Torque @ RPM: 460 @ 4100

Fuel Economy: City/Highway/Combined - 15/21/17

Curb Weight: 5,840 lbs*

Location of Manufacture: Arlington, Texas

Base Price: $84,070

As Tested Price: $89,360 (Includes $995.00 Destination Charge)

*Note: Weight is for Escalade 4WD equipped with 20-inch wheels

Options:

Kona Brown with Jet Black accents - $2,000

Power Retractable Assist Steps - $1,695

22-inch Dual 7-Spoke Aluminum Wheels - $600.00

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Nissan debuted their 2016 Nissan Maxima at the New York Auto Show on April 2nd, and I was among the first to get to tag along for a drive in a pre-production model later that evening. I will get to the ride along later, but first some background.

Going on sale in the summer, the new Maxima ups the ante over the outgoing model with very bold styling. No longer the conservative, big brother to the Nissan Altima, the new Maxima sports the new "V-Motion" style grille that first debuted on the 2015 Nissan Murano.

The Maxima, once nearly a legend in its segment, has been in the doldrums lately. One of the problems with the current Maxima is that it is really no larger than the Altima yet costs substantially more money. Customers comparing a base V6 Maxima and a base V6 Altima could see up to a $4,800 difference in sticker price, and a loaded V6 Altima SL with all the options checked has a sticker price virtually identical to that of the base Maxima. With a value equation like that, it is not hard to see why Maxima sales were still one of the dark spots in the Nissan lineup, despite Nissan having a record breaking year in 2014 with an 11% sales increase.

Related: Review - 2013 Nissan Maxima SV

With the 2016 Maxima, Nissan hopes to change the value proposition. As is the trend across the industry lately, the Maxima is larger while dropping weight. Horsepower has increased to an even 300, up 10hp over the outgoing model and torque remains at 261 lb-ft. The only transmission will be a new version of Nissan's front-wheel drive CVT which features a wider range of ratios to allow for quicker starts and lower RPM cruising speeds. During aggressive driving, the CVT can “down-shift” more rapidly than before and will hold engine RPM when it detects high-G cornering to improve acceleration out of a turn.

Up Next – The Ride Along

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On the final evening of the 2015 New York Auto Show, I was invited on a ride-along in a pre-production 2016 Nissan Maxima SR. This, the third highest trim the Maxima will be offered in, is also the sportiest. The SR trim will come with a sport-tuned suspension, 19” wheels, paddle shifters for CVT control, a more aggressive CVT sport mode, front chassis performance damper, and a larger front stabilizer bar.

Arguably the most important change to the Maxima is with the interior. I described the inside of the 2012 Nissan Maxima during my review as “Modern minimalist”. In 2012, I was being polite. By 2015, the interior is decidedly dated. For 2016, the conservative interior is replaced with a bold and luxurious feeling design.

Related: Road Masters - 2012 Nissan Maxima Review

While this was a pre-production car, materials and fit appeared to be excellent. There is a deep, useful center console with contrast stitched rails on either side, an attractive departure from industry norm. The controls here feel more up-market than the brand suggests. Nissan has moved away from the push button seat temperature controls to the dial type found on the Nissan pathfinder. As this was an SR, the seats come with a faux-suede seat trim stitched in a triangle pattern. The front seats are Nissan's Zero-Gravity type up front, though they didn't feel quite as comfortable as those I have sampled in the Nissan Altima.

The flat-bottom steering wheel rim is thicker than what is typical with sumptuous feeling materials including perforated leather. The steering wheel even features a homage to the V-Motion front grille.

During our ride through Manhattan and parts of Brooklyn, one of the first things that stood out to me was how much quieter the Maxima was over its predecessor; likely a product of the new chassis and active noise control which not only quiets ambient noise, but also pumps select engine sounds into the passenger cabin. Most of the ride was spent in the SR's sport-mode. In city traffic, this made the Maxima feel stiff and throttle response feel jumpy even to those of us not behind the wheel. I will need more time in the car, and behind the wheel, to get an accurate perception of the Maxima's performance characteristics.

Standard on all Maximas is Nissan's next generation NissanConnect with Navigation. It features an 8.0 inch color display with multi-touch. With the multi-touch feature, users will have familiar smart-phone like controls such a pinch-to-zoom and swiping for easier use. While I did not get to get deep into the system, I found it to be crisply responsive to commands and generally easy to find my way around. Unlike some of the Maxima's competitors, Nissan wisely decided to stick with real buttons instead of capacitive touch controls. The Platinum trim will offer a whole host of additional tech features including a drowsy driver alert.

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The 2016 Maxima will have a limited option list and instead be offered in five trims. The base Maxima S starts at $33,235, putting it about $1,000 more than the base 2015 model. That also makes the 2016 Maxima about $1,000 more than a base 2015 Toyota Avalon XLE and about $1800 more than a base 2015 Chrysler 300 Limited, both of which will be recently refreshed by the time the 2016 Maxima goes on sale.

You can read about the entire list of features and options in our New York Auto Show: 2016 Nissan Maxima article.

Related: Chicago Auto Show: 2016 Toyota Avalon, LA Auto Show: 2015 Chrysler 300

The original Maxima was considered one of the best family sedans on the market in its day, but it then faded into the background and has been largely unchanged and ignored since 2009. Do you think this bold new styling will allow the former king to regain his crown? Sound off below.

The Live Shots Album has been updated with additional pictures since its original publication.

Disclaimer: The Pre-Production 2016 Nissan Maxima was provided by Nissan to an event I attended after the 2015 New York Auto Show Press Days

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The past few years, Cadillac has been on a quest to show they can compete with the Germans. Whether it was introducing new and improved models such as the ATS and CTS, commercials that show one of their vehicles on the ‘green hell', or bringing in people from German automakers to lend their expertise. With all of these changes, how is this working out for the brand? I spent a week in a 2015 ATS4 2.0T Coupe to find out.

 

The ATS Coupe is mostly a carbon copy of the larger, last-generation CTS coupe. The difference is the overall ATS coupe design isn’t quite as sharp as the CTS, a good thing in my book. The ATS coupe follows the basic guidelines for a coupe design; a long front end, lower roofline, and a very short rear end. Little design items such as the vertical headlights and exhaust tips mounted in the middle make the coupe quite the standout. One quibble I have with the ATS Coupe is the new emblem. Cadillac says this is to help bring in younger buyers, but I think it might backfire. I just think there is something missing on it, like a wreath.

 

Moving inside the ATS Coupe, it feels quite snug thanks to the lowered roofline and high beltline. But once you get settled in, it becomes quite comfortable. My tester came with brown leather and piano black trim which I believe adds a nice touch of class. The front seats provided adequate comfort and were able to hold me in place during exuberant driving. There are a number of power adjustments that anyone can find a comfortable position, along with heat to keep you and a passenger warm. The back seat is best left for show as there isn’t enough room for anyone to feel comfortable sitting back here.

 

Infotainment duties are taken care of by Cadillac’s CUE system. Now this system has been maligned for a number of reasons ranging from slowness of the system to crashes. I want to say this system has seen some improvements since the last time I used it, but unfortunately I cannot. The capacitive touch buttons still take a few tries to recognize that they have been touched; performance of the system is still quite sluggish; and I had no maps appear on the navigation system for a few minutes. I’m beginning to wonder if it would be in the best interest for GM to scrap CUE and start over with a new system.

 

Engine, Ride, and Specs on the next page

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Unlike the ATS sedan, the Coupe is only available with two powertrains. The base is the 2.0L turbocharged four, while the 3.6L DI V6 is an option. My tester came with the 2.0T which produces 272 horsepower and 295 pound-feet of torque. This can be paired to a six-speed manual or my tester’s six-speed automatic. The 2.0T fixes one of the biggest problems I had with the ATS sedan I drove almost three years ago. In my review, I said the 3.6 had to be worked to reach all of the power it was capable of. Not so with the 2.0T. With torque arriving between 3000 - 4600 rpm, the 2.0T makes the ATS go like a rocket. Power comes on immediately and quite smoothly. It can almost fool someone into thinking you’re driving a six-cylinder, not a four. The six-speed automatic is smart in its shifts and is quite smooth. Rear-wheel drive comes as standard, but I had the optional all-wheel drive system. This system came in handy during a brief snow fall where the ATS was able to get going through the snow with no problem. Fuel economy for the ATS4 2.0T is rated at 20 City/28 Highway/23 Combined. I got 20.3 MPG during my week.

 

The ATS has been praised for the way it drives around corners - providing something akin to an automobile from Germany. This holds true for the coupe. Equipped with a sports suspension (but not with Magnetic Ride Control, that’s only available on the rear-drive model), the ATS Coupe showed excellent poise. There was no hint of body roll and it felt flat when going through corners. Steering was quick to respond, but I was wishing for a little bit more weight. Maybe Cadillac could do something with adjustable steering with the different drive modes that are available on the ATS. Now the flipside of the sports suspension is a jarring everyday ride. Even with the vehicle set in the tour mode, bumps and potholes are transmitted quite clearly. Now I expect the ride to be a bit worse if you keep the standard 19-inch wheels with the paper thin tire sidewall, but I was lucky to have the optional 18-inch wheels which gained a tiny bit more sidewall and made the ride a little bit more bearable. Road noise is noticeable, but wind noise is kept to a decent level.

 

The ATS Coupe shows all the hard work that Cadillac has been putting in. From the distinctive looks to a punchy turbo-four, the ATS brings a bit of freshness to the luxury coupe class. If you are one of those people who cares about the way a coupe performs, then give the Cadillac ATS a hard look. If you happen to be one of those who cares about looks and wants something a bit more comfortable, then you might want to look at the Germans. Never thought I would say that.

 

Disclaimer: Cadillac Provided the ATS4 Coupe, Insurance, and One Tank of Gas

 

Year: 2015
Make: Cadillac
Model: ATS4
Trim: Premium 2.0T
Engine: Turbocharged 2.0L DI VVT Four-Cylinder
Driveline: Six-Speed Automatic, All-Wheel Drive
Horsepower @ RPM: 272 @ 5500
Torque @ RPM: 295 @ 3000 - 4600
Fuel Economy: City/Highway/Combined - 20/28/23
Curb Weight: 3,418 lbs
Location of Manufacture: Lansing, MI
Base Price: $48,205
As Tested Price: $51,345 (Includes $995.00 Destination Charge)

 

Options:
Kona Brown with Jet Black Accents - $1,295.00
18-inch Polished Aluminum Wheels - $850.00

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Every automotive writer has a wish list of absurd ideas they would like to do. I have been very lucky to cross one of those items off my list - driving a $130,000+ vehicle for a week. A couple weeks back I was able to cross another item off that list: Driving a open-top vehicle in the winter. What vehicle afforded me the chance to accomplish this wish? It happens to be one of the smallest and sportiest open-top vehicles on sale today; the 2015 Fiat 500C Abarth.

The Fiat 500 is one of the most iconic designs in the automotive world with its short and rounded shape that offered enough space for a small family, while having a price tag that everyone could afford. When it came to designing the new 500, designers took the basic shape and gave it a bit of a modern twist. The new 500 is slightly large, but retains the short front end and rounded cabin area. Abarth models give the 500 some attitude with a 0.7-inch suspension drop, Abarth badging on the front and rear; stripes running along the bottom edge of the doors, new wheels with a red scorpion cap, and a rear diffuser.

Now this being the 500C, Fiat did something clever with the transition to a convertible. Instead of hacking off all of the roof, Fiat left the roof rails in place and installed a canvas top. By leaving the roof rails, it allows the 500C to retain a fair bit of structural integrity without fully resorting to adding rigidity towards to the bottom of the vehicle. Now the canvas top allows the driver to have it open in various positions such as a panoramic sunroof to fully open. The downside is when the top is fully open, it scrunches up at the bottom and causes a major blind spot to appear. I wish Fiat could figure out a way to stow away the top or at least offer a backup camera and blind spot monitoring. During my testing, the Detroit area had some of coldest temperatures with lows dipping into -20F. I was worried that the canvas top would make the week unbearable, but the top was able to retain the heat and make it a pleasant place to be in.

The Abarth’s interior is very much full of sporting intentions paired with a bit of retro styling. The dash boasts a large piece of grey plastic with the 500C name on the passenger side to evoke the 500’s past when the dashboard was metal. This is paired with such details as sport seats wrapped in black cloth and a new steering wheel with stitching. Seats are mostly comfortable and provide excellent support in enthusiastic driving. Oddly, the seating position has you feeling like you’re sitting on a stool. I thought the seating position worked, while others complain about it. Your opinion may vary on this. Even though the 500 has seating for four, it's best to think to think of it as a two-seater as there is no legroom.

My test Abarth came with equipped the Beats audio system. The optional system includes six-speakers, an eight-inch subwoofer, and a new amplifier. The optional system is impressive with providing excellent sound no matter what I played through it. I wished Fiat could have done a little bit more sound deadening so I didn’t have the volume up as much to try and drown out wind and road noise. The Abarth also included an optional TomTom navigation system. While it might look a little out of place, I have to give Fiat credit for hiding the power cable and other bits inside the dash.

See the next page for thoughts on powertrain and driving experience.

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Powering the Abarth is a turbocharged 1.4L MultiAir four-cylinder with 157 horsepower and 183 pound-feet of torque (or 170 pound-feet when equipped with the manual). My tester was fitted with the optional six-speed automatic, while a five-speed manual is standard. Start the 500C Abarth up and you’ll be inundated with one of the sweetest engine sounds on sale. With cracking and popping, this engine is a joy to work. Aside from the sweet noises, the engine is quite spunky. Power comes on fast and gets the Abarth moving at a decent clip. The six-speed automatic provides crisp shifts, though I found the shift logic a bit wonky as it tended to hold gears slightly longer than I was expecting. Fuel economy is rated at 24 City/32 Highway/27 combined. My week saw an average of 26 MPG.

Out on the curvy bits, the Abarth shows off what it can do. The stiff suspension provides excellent body control and doesn’t make your passengers feel sick. Now the Abarth is a little bit twitchy due to the suspension and small tires, but it is easily controllable thanks to the engine and steering which possesses good weight. I did wish the steering had a little bit more feel. You might think the stiff suspension would make the ride unbearable, but the Abarth isn’t that unpleasant. The ride is bouncy, but you don’t feel like your spine is being shaken out. This may get old if you decide to take a long trip, along with loud exhaust that provides those sweet engine notes. I wonder if Fiat could look into a dual-mode exhaust into cutting back the noise for those times when need it.

Despite the cold weather, the Fiat 500C Abarth proved to be amazing vehicle. Its has the looks and engine note to get noticed. Plus the handling and performance that can give you a big grin. Some may wish the 500 Abarth was a little bit more button down like the MINI Cooper in corners, but I think it would take away something from the model - its character. Few can match the 500C Abarth for driving fun and noise - even when its 20 below outside.

Disclaimer: Fiat Provided the 500C Abarth, Insurance, and One Tank of Gas

Year: 2015

Make: Fiat

Model: 500C

Trim: Abarth

Engine: 1.4L Turbocharged, MultiAir SOHC Four-Cylinder

Driveline: Six-Speed Automatic, Front-Wheel Drive

Horsepower @ RPM: 157 @ 5,500

Torque @ RPM: 183 @ 2,400 - 4,000

Fuel Economy: City/Highway/Combined - 24/32/27

Curb Weight: 2,545 lbs

Location of Manufacture: Toluca, Mexico

Base Price: $26,395

As Tested Price: $32,045 (Includes $850.00 Destination Charge)

Options:

Heavy-Duty Six-Speed Automatic Transmission - $1,350.00

Comfort/Convenience Group - $900.00

Beats Audio Package - $700.00

TomTom Navigation with BLUE&ME - $600.00

16-Inch Aluminum Wheels - $550.00

Black Mirror Cap with Body Side Stripe - $450.00

Black Trimmed Lights - $250.00

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If you were to ask me what midsize I would recommend for most people, I would say the Honda Accord. It may not be the most exciting or best looking midsize sedan on sale, but it gets the basics right. From a comfortable and spacious interior, to a powertrain delivers excellent power and fuel economy, the Accord got the basics right. I wasn’t sure if anyone could challenge the Accord. But on a cold December afternoon, a 2015 Subaru Legacy 2.5i Premium drove up for a week-long review. Could this be the sedan to challenge the Accord’s status as being one best midsize sedans?

The new Legacy follows the same idea as Accord on the exterior, minor changes to make it look somewhat new. In the case of Legacy, Subaru’s designers smoothed out and added a bit of roundness to the vehicle. Up front is a large, hexagonal grille with a set of larger headlights. Around back is a little lip spoiler on the trunk. The overall look isn’t something to boast about, but at least you don’t want to hide it in the garage when people come to visit.

 

On the interior front, the Legacy is Subaru’s best effort yet. The design is simple and clean with a good mix of soft touch plastics and faux brushed aluminum trim. Seats were wrapped in a beige cloth and provided plenty of comfort and support. A nice touch was the seats offering three-level heat, perfect for the cold weather I was driving around in at the time. Back seats offer the same amount of support and good legroom. However headroom is slightly tight for taller passengers due to a sloping roofline.

The center stack boasts either a 6.2-inch touchscreen - on base models - or an upgraded 7-inch touchscreen on higher trims. The 7-inch screen boasts capacitive touch buttons, multi-touch gesture control, and an app suite. Thankfully Subaru kept knobs for the volume and tune. The interface is easy to use and reminds me a lot of Toyota’s interface with similar fonts and design. However, the system showed signs of slowness when I would scroll through station presets or go into different sections of the system. Also, I found that using the capacitive touch buttons was a bit of hit and miss. Sometimes it would recognize that I hit the button, while other times I would have to hit it a few times for it to realize that I hit it. It's a good start, but I think Subaru needs to do a bit more work to make the system work a bit faster and recognize inputs.

See the next page for thoughts on powertain, handling, and the verdict.

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For most Legacy models, they’ll come equipped with the engine found under the hood of my tester; a 2.5L boxer-four with 175 horsepower and 174 pound-feet of torque. This is paired to Subaru’s Lineartronic CVT and Symmetrical AWD system. For most buyers, the 2.5 is adequate. It's a bit slow off the line, but the engine gradually builds power and keeps up with the flow of traffic. However the 2.5 isn’t the most refined engine as it seems the engine produces the same amount of noise as it does in power. Not helping matters is the CVT which only exacerbates the engine refinement problems. Also, it seems Subaru’s CVT programming has a bug or two. While driving on the freeway, I found that at times that the 2.5 would be spinning around 2,000 rpms, while at other times at 1,750 rpms. I figured out that if I sped up and then slow down, the rpm would decrease. On the plus side, Subaru made the CVT mimic a regular automatic transmission with noticeable ‘shift’ points. Fuel economy is a bright spot for the Legacy 2.5i with the EPA rating it at 26 City/36 Highway/30 Combined. My week saw an average of 29 MPG.

Ride comfort is one of the Legacy’s strong points as the suspension is able to isolate bumps and road imperfections without transmitting any of it to the passengers. Noise isolation is a bit mixed with wind being kept down, although road noise is somewhat apparent. As for driving excitement, the Legacy is ok. Thanks to the all-wheel drive system and a new platform that is stiffer, the Legacy corners surprisingly well. The only items letting down are the tires and a somewhat light-weight steering.

But there is one key area that Legacy is doing much better than its rivals; active safety. Subaru’s EyeSight system handles a number of the safety systems in the Legacy, including lane departure warning and adaptive cruise control. The system uses two stereo cameras mounted at the top of the windshield to scan the road ahead and provide data for the various safety systems. This setup provided one of best adaptive cruise control systems I have used as the cameras were able to keep the distance and speed I had set, along with smoothly slowing down the Legacy if someone comes into your lane. As for the lane departure warning system, it was able to detect whenever the vehicle was leaving the lane quickly. Now EyeSight is standard on higher trim Legacy models, while the Premium gets it as a $1,195 option. I would say its very much worth it.

So is the 2015 Subaru Legacy the big challenger to the Honda Accord? Not quite. In some areas such as the handling, fuel economy, and active safety system, the Legacy either matches or exceeds the Accord. However Subaru still has a lot a of work to do with Legacy’s four-cylinder to match the Accord’s refinement in the powertrain and it isn’t quite as spacious as the Accord. Still if all-wheel drive is a requirement on your shopping list, Subaru has a quite the alternative with the Legacy.

Disclaimer: Subaru Provided the Legacy 2.5i, Insurance, and One Tank of Gas

Year: 2015

Make: Subaru

Model: Legacy

Trim: 2.5i Premium

Engine: 2.5L Boxer Four-Cylinder

Driveline: CVT, All-Wheel Drive

Horsepower @ RPM: 175 @ 5,800

Torque @ RPM: 174 @ 4,000

Fuel Economy: City/Highway/Combined - 26/36/30

Curb Weight: 3,455 lbs

Location of Manufacture: Lafayette, Indiana

Base Price: $23,495

As Tested Price: $25,785 (Includes $795.00 Destination Charge)

Options:

EyeSight + Blind Spot Detection & Rear Cross Traffic Alert - $1,195

Partial Zero Emissions Vehicle - $300.00

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The last-generation Chrysler Sebring/200 was the punchline to a bad joke. Whenever you saw one driving around, you could easily assume that it was either a rental car or the person got a smoking deal. Not a good sign when you’re playing in one of the highly-competitive classes in the marketplace; the midsize sedan class. So what do you do? For Chrysler, it was to start with a blank sheet and get some help from Fiat. The result is the 2015 Chrysler 200. So how does new 200 stack up against the midsize class? Well I spent a week in a 200C to find out.

The 200’s exterior design appears to be a mishmash of other midsize sedan designs. The front end looks to be borrowed from the Ford Fusion and/or Kia Optima, while the roofline comes from the last-generation Hyundai Sonata. Say what you will about Chrysler’s designers being somewhat unoriginal, you do have to admit that the new 200 is far and away a huge improvement over the old model. My test 200 was wearing a burgundy paint color and sharp 19-inch wheels which make it quite the standout.

If the exterior is quite the shock, then you might have your mind blown when stepping into the 200’s interior. Chrysler’s designers threw out the book on how to create a midsize interior and went in their own direction. The results are something you might be more used to in a luxury car, not something a midsize sedan. On the 200C, the interior is lined with leather along the dash and seats, and real wood trim. Designers also went for a knob for to select gears which opens up the center console to allow for a massive storage area. You could fit a small laptop computer in this space. Above the large storage space is Chrysler’s UConnect system with an equally large 8.4-inch touchscreen. The system as ever is easy to use and quick to respond.

Space in the 200C is a bit mixed. Front seat passengers are able to find a comfortable position thanks to supportive bucket seats, and power adjustments. On my tester, the seats were ventilated, which only adds to the comfort level. Back seat passengers will find a decent amount of legroom, but headroom is at a premium. Due to the sloping roofline, it cuts the amount of headroom available in the sedan.

Thoughts on Power and Handling are on the next page

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As power, you have the choice of either a 2.4L four-cylinder or a 3.6L V6. My tester was equipped with the latter which produces 295 horsepower and 262 pound-feet of torque and comes paired with a nine-speed automatic. The V6 is a perfect pairing to the 200 as it offers plenty of punch, along the refinement and smoothness the 3.6 has been hailed for. The nine-speed automatic seems to be a bit more in order from the last time I drove it as most of shuddering and not shifting into 9th gear has gone away. I think its a combination of the V6 engine and number of software updates Chrysler has been doing since 200 was launched. But that doesn’t mean all of the woes have been cured. The shift from 2nd to 3rd in my test car were very harsh. I can’t tell you if this was something with my test car or if it appeared in other 200s at this time. As for fuel economy, the EPA rates the 200C at 19 City/32 Highway/23 Combined. My week saw an average of 23.3 MPG.

As for ride and handling, the 200C is more aimed at delivering comfort. Driving on some of the worst roads Michigan has to offer, the 200C’s suspension is able soak up imperfections and bumps with no problem. Road and wind noise is kept down, making this a perfect long-distance cruiser. As for sporty driving, the 200C isn’t really suited for it. The suspension does keep body roll mostly in check. Steering is quick but is a little too light for dicing with corners. Those who want a sporting 200 should look at the S model as it features tuning to the suspension to deliver a fun car in the corners.

Calling the 2015 Chrysler 200 a major improvement over the last-generation model would be an understatement. Chrysler has made major strides in erasing the past and bringing in a credible contender with best-in-class interior, smooth performance from the V6, and styling that brings it into the present day. But the nine-speed does spoil the 200 with a harsh 2-3 shift. Chrysler has mostly everything right in 200 to make it a real champ, the nine-speed is holding it back.

Disclaimer: Chrysler Provided the 200C, Insurance, and One Tank of Gas

Year: 2015

Make: Chrysler

Model: 200

Trim: C

Engine: 3.6L 24-Valve VVT V6

Driveline: Nine-Speed Automatic, Front-Wheel Drive

Horsepower @ RPM: 295 @ 6,350

Torque @ RPM: 262 @ 4,250

Fuel Economy: City/Highway/Combined - 19/32/23

Curb Weight: N/A

Location of Manufacture: Sterling Heights, MI

Base Price: $25,995

As Tested Price: $34,415 (Includes $995.00 Destination Charge)

Options:

3.6 Liter V6 24-Valve VVT - $1,950.00

Navigation and Sound Group I - $1,395.00

SafetyTec - $1,295.00

19' x 8' Polished Face w/Painted Pockets Aluminum Wheels - $995.00

Premium Group - $995.00

Premium Lighting Group - $795.00

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We're now at the end of our 2014 review wrap-up which deals with the largest group of vehicles I dealt with this past year: Crossovers.

Next: Dodge Journey Crossroad

Let us go back to the most recent dark age of Chrysler. During the floundering years of DiamlerChrysler to Cerberus ownership, Chrysler produced some of the worst vehicles to ever appear. Models such as the Chrysler Sebring, Dodge Avenger, Caliber, Jeep Compass, and Patriot left a bad taste in buyer’s mouths and would be one of the factors that would lead the company into bankruptcy. But after going through bankruptcy and being under the guidance of Fiat, Chrysler would rise from the ashes. One of the first things Fiat did for the company was to infuse the company with some much needed funds to give some of their vehicles much needed changes. One of those vehicles was the Dodge Journey, a small five to seven seat crossover that received mixed reviews when introduced back in 2007. With the changes that Chrysler and Fiat bestowed on the Journey, is it one that you should consider?

The basic shape of the Journey hasn’t really changed much since it was first introduced back in 2007, which unfortunately means that it looks like other crossovers in the marketplace. The Crossroad trim adds some ruggedness to the Journey with dark grille inserts and surrounds, off-road inspired front and rear fascias, 19-inch wheels in a dark finish, and black headlight housings. Inside is where some of the major changes happened as Dodge ripped out the old interior layout and materials and replaced it with a new dashboard with a better control layout and better materials. The excellent UConnect infotainment system with an 8.4 inch screen was in my tester and it still remains very easy to use. Seats are leather with "sport mesh" inserts which were kind of odd feeling, but providing a nice level of comfort. My Journey was a five-seater version which I think is the best way to configure the Journey as there is enough space for passengers and cargo. Jumping to seven-seat model means cramped space for passengers in the third row and barely any cargo space.

The Journey has a choice of two different engines. The base is a 2.4L four-cylinder, while my tester came with the optional Pentastar 3.6L V6. The V6 produces 283 horsepower and 260 pound-feet of torque. This is paired to a six-speed automatic and optional all-wheel drive system. The V6 is more than capable of moving the 4,238 pound as power is very abundant throughout the rev range. The six-speed automatic showed no signs of confusions when going through the gears, although on my tester, downshifts seemed to a take a second or two longer. One downside to the V6 is fuel economy. The EPA rates the Journey V6 with AWD at 16 City/24 Highway/19 Combined. My week of driving returned an average of 18. Not bad, but not good when compared to such competitors as the Kia Sorento and Toyota Highlander.

The Journey’s ride is mostly composed over smooth and somewhat rutted roads. On rougher surfaces, the suspension has its work cut out and some road jostles do make their way into the cabin. Cornering is what you expect in a crossover, a bit of lean and body roll. Steering feels somewhat rubbery, but provides some decent feel.

The changes Chrysler and Fiat did to the Journey did give it a new lease on life. However, the Journey doesn’t really have anything that sets it apart except price. A base Journey will $20,295, while my somewhat optioned Journey Crossroads hits the road $31,380. If price your main concern, then give the Journey a look. Otherwise, you might be better off with another crossover.

Disclaimer: Dodge Provided the Journey Crossroad, Insurance, and One Tank of Gas

Year: 2014

Make: Dodge

Model: Journey

Trim: Crossroad AWD

Engine: 3.6L Pentastar V6

Driveline: Six-Speed Automatic, All-Wheel Drive

Horsepower @ RPM: 283 @ 6,350

Torque @ RPM: 260 @ 4,400

Fuel Economy: City/Highway/Combined - 16/24/19

Curb Weight: 4,238 lbs

Location of Manufacture: Toluca, Mexico

Base Price: $28,395

As Tested Price: $31,380 (Includes $995.00 Destination Charge)

Options:

Navigation and Sound Group I - $995.00

Popular Equipment Group - $995.00

Next: Hyundai Santa Fe Sport 2.0T

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When I reviewed the Hyundai Sonata Fe Sport back in 2013, I said that it was a mostly competent crossover. The only downside was the base 2.4L four-cylinder as it felt that was under a lot of stress to get the vehicle moving. I said that 2.4 would be ok for most buyers if you decided to get the Santa Fe Sport with front-wheel drive. But if you were to go for all-wheel drive, the optional 2.0T would be a better choice. But is it? Well I had some time in a Santa Fe Sport 2.0T to find out if my original opinion was right.

The turbocharged 2.0L four-cylinder in the Santa Fe Sport produces 264 horsepower and 269 pound-feet torque. This comes paired up to a six-speed automatic with the choice of either front or all-wheel drive. In my tester, I had the front-wheel drive version. Compared to the somewhat out-of-breath 2.4, the 2.0T seems like the perfect match for the Santa Fe Sport. With the turbo spooled up, the Santa Fe Sport moves with authority. With torque arriving at 1,750 rpm, the Santa Fe Sport gets out of its own way and feels like power is always available. Even though this is a four-cylinder, Hyundai has done a lot of work in refinement to make it feel more like a V6. There’s barely a hint of buzzing or racket that is common to four-cylinders. As for fuel economy, the EPA rates the Santa Fe Sport 2.0T FWD at 19 City/27 Highway/22 Combined. My average for the week landed around 23.1 MPG.

Aside from the different engine, the Santa Fe Sport 2.0T is very much the same as the model I drove back in 2013. The styling is very distinctive for the class and equipment is very generous with such features as dual-zone climate control, heated leather seats, and sun shades for the rear windows. Making this even sweeter is a base price $30,650 which for what you get makes it quite a steal for the class.

So if you were considering getting a Santa Fe Sport, you might want to consider the 2.0T. It makes a good crossover into an impressive one.

Disclaimer: Hyundai Provided the Santa Fe Sport 2.0T, Insurance, and One Tank of Gas

Year: 2014

Make: Hyundai

Model: Santa Fe Sport

Trim: 2.0T

Engine: 2.0L Turbo GDI DOHC 16-valve Four-Cylinder

Driveline: Six-Speed Automatic, Front-Wheel Drive

Horsepower @ RPM: 264 @ 6,000

Torque @ RPM: 269 @ 1,750 - 3,000

Fuel Economy: City/Highway/Combined - 19/27/22

Curb Weight: 3,569 lbs

Location of Manufacture: West Point, GA

Base Price: $30,650

As Tested Price: $33,385 (Includes $875.00 Destination Charge)

Options:

Navigation Package - $1,750.00

Carpeted Floor Mats - $110.00

Next: Volkswagen Tiguan SEL

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Within the past few years, the compact crossover market has been booming. It seems every year that a new automaker joins the group with their interpretation of a compact crossover. But what about the old guard? How do they stack up? Well I spent some time in one of them, the Volkswagen Tiguan to find out.

Looking at the Volkswagen Tiguan, you can’t help but think its a smaller Touareg. The overall profile and shape make you think the Volkswagen just left their larger crossover in the wash a bit too long. Up front is Volkswagen’s two slim bar grille with large headlights and a strand of LEDs. Along the side is a lot of glass area to make the interior feel more spacious, along with body cladding and a set of eighteen-inch wheels. The back features flared haunches and a set of large taillights.

Inside is a mixed bag. Let’s begin with the good points. Controls for the standard infotainment system is in easy reach for the driver and passenger. Seats came wrapped in a beige leatherette which felt fine and provided good support. Back seat space is excellent with an abundance of head and legroom. Now onto the bad points. To start, material quality is somewhat disappointing. There is some spots of soft touch material, but the majority of the interior is made up of hard plastics. This would be fine if this was a crossover around the high $20,000 mark, not one that costs $35,490. Then there is the standard infotainment system on the SEL. This is the small screen system Volkswagen uses on many of their vehicles and comes with a litany of problems. To start is the graphic interface looks it has come from the early to mid-2000s which also means the touch points are very small, making them somewhat hard to hit. Also the small screen makes it hard to look at glance, meaning you have to take your eyes off the road for a few seconds longer than looking at larger screen. Then there is the rear cargo space which measures out to 23.8 cubic feet, which makes it the smallest in the small crossover class.

Powering all Tiguans is Volkswagen’s well known turbocharged 2.0L four-cylinder with 200 horsepower and 207 pound-feet. This is paired to a six-speed automatic and optional 4Motion all-wheel drive system. The turbo 2.0L gives the Tiguan some scoot with torque coming in 1700 rpm and it never feels that it will run out of power the higher you climb in the rev range. Plus the turbo-four is very refined with no hint the buzz that is common in four cylinders. The six-speed automatic makes the most of the power and delivers quick shifts. Fuel economy is somewhat of a disappointment with ratings of 20 City/26 Highway/23 Combined. I got around 22.4 MPG during my week.

Some reviewers have called the Tiguan’s handling GTI-like. I thought that was a bit dubious, but I have to admit that is the best way to describe it. The suspension limits the amount of body roll, while the tires and 4Motion all-wheel drive kept the Tiguan glued to the road. Steering has good feel and weight to it. On the day to day front, the Tiguan does ok with minimizing road imperfections and bumps. It likely helps that my Tiguan was equipped with the 18-inch wheels and not the optional 19-inch wheels which make the ride unbearable.

The Volkswagen Tiguan is a bit of a mixed bag. On one hand, it has some good looks and impressive handling characteristics. On the other hand, there is a number of problems with the interior, fuel economy is a bit meh, and the price tag of $35,490 is a bit too much. You’ll be better off with looking at a Mazda CX-5 or a Subaru Forester.

Disclaimer: Volkswagen Provided the Tiguan SEL, Insurance, and One Tank of Gas

Year: 2014

Make: Volkswagen

Model: Tiguan

Trim: SEL 4Motion

Engine: 2.0L TSI Turbocharged Four-Cylinder

Driveline: Six-Speed Automatic, All-Wheel Drive

Horsepower @ RPM: 200 @ 5100

Torque @ RPM: 207 @ 1700

Fuel Economy: City/Highway/Combined - 20/26/23

Curb Weight: 3,591 lbs

Location of Manufacture: Wolfsburg, Germany

Base Price: $34,625

As Tested Price: $35,490 (Includes $865.00 Destination Charge)

Options:

N/A

Next: 2015 Kia Sorento SX AWD

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The current Kia Sorento is one of my favorite crossovers on sale as it has a nice equation of standard equipment and improvements, with similar pricing to the older model. One downside to the Sorento I drove last year was the price tag. With an as-tested price of $41,600 for the SX Limited I drove, I felt it was bit much for what you got, especially considering you could get mostly everything in the SX model for about $2,000 less. So when a 2014 Kia Sorento SX AWD arrived for weeklong test, it was time to see if I could stand on that opinion.

Now compared to the Sorento SX Limited I drove back last year, the SX really doesn’t have any differences on the exterior when compared to SX Limited aside from wheel finish. The SX came with nineteen-inch alloy wheels, while the Limited gets a chrome finish. Inside there are only few minor differences between the two trim levels such the SX Limited getting Napa leather and premium black trim. Otherwise there isn’t any real difference between the two trims as they both have heated and cooled seats, Kia’s UVO infotainment system, push-button start, and sunroof. So unless you really want Napa leather and chrome wheels, the SX seems like the better buy.

Now not much has changed under the Sorento since we last reviewed it. The standard 3.3L GDI V6 still makes 290 horsepower and 252 pound-feet of torque, and comes paired with a six-speed automatic and optional all-wheel drive. Like I said in my review of the Sorento SX Limited, the V6 is quite punchy and has no problem of getting the vehicle up to speed. Fuel economy is rated at 18 City/24 Highway/20 Combined. I saw an average of 21.3 MPG. The Sorento’s ride still retains its comfortable characteristics of isolating bumps and imperfections.

So after spending a week in the Sorento SX, I would stand by my opinion of going with this model than the Sorento SX Limited. It just makes more sense as it does cents.

Disclaimer: Kia Provided the Sorento SX, Insurance, and One Tank of Gas

Year: 2015

Make: Kia

Model: Sorento

Trim: SX AWD

Engine: 3.3L GDI V6

Driveline: Six-Speed Automatic, All-Wheel Drive

Horsepower @ RPM: 290 @ 6,400

Torque @ RPM: 252 @ 5,200

Fuel Economy: City/Highway/Combined -18/24/20

Curb Weight: 3,894 lbs

Location of Manufacture: West Point, Georgia

Base Price: $38,300

As Tested Price: $39,195 (Includes $895.00 Destination Charge)

Options:

N/A

Next: Toyota Highlander Limited Platinum

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In the talk of the seven-seat crossovers, we tend to mention the likes of the Chevrolet Traverse and its ilk; the Ford Explorer, Dodge Durango, and Honda Pilot. But there some models that deserve a spot in the light. Case in point is the redesigned Toyota Highlander.

The Highlander retains the boxy silhouette that has been a part of the vehicle for the past two-generations. But Toyota has given the Highlander a bit more of of muscular attitude to fit it more in line with Toyota’s SUV lineup. The new model has wider haunches, a more imposing trapazodial grille, larger head and taillights, and five spoke wheels. Moving inside, the Highlander has gone under a massive change. Higher quality materials and new dash layout help make the Highlander feel more premium.The dash layout now features a shelf sitting underneath the climate control and passenger side airbag to provide a spot for your phone or any small product. My particular Highlander comes equipped with seating for seven, though you can get seating for eight. Second row passengers get an impressive amount of head and legroom, however the flip-up cupholder on the passenger side seat is a bit flimsy and I worry it could break. Third-row passengers get decent headroom, but legroom is non-existent.

Power comes from Toyota’s 3.5L V6 with 270 horsepower and 248 pound-feet of torque. This is paired up to a six-speed automatic and optional all-wheel drive system. This is the powertrain I would go for instead of the base 2.7L four-cylinder as its up to the duty of moving the portly Highlander (can get up to 4,500 lbs). The V6 has enough grunt to get the Highlander moving and keep up with the flow of traffic. Engine refinement is tops with barely any noise or harshness coming from the V6. The transmission is smart enough to keep the engine in the area of power and provides smooth shifts. As for fuel economy, Toyota says the Highlander V6 AWD gets 18 City/24 Highway/20 Combined. During my week, I saw an average of 21.1 MPG.

Toyota must have borrowed some of Lexus’ ride engineers to work on the new Highlander because it rides like a Lexus. Driving on some of the roughest roads in Detroit, the Highlander’s suspension was able to cope and provide a very smooth ride. There has also been work done on noise isolation to make road and wind noise almost non-existent.

My Highlander Limited Platinum rolled up with an as tested price of $46,156, making it one of the more expensive choices in the crossover arena. But with all of the changes and improvements, I think the Highlander can justify the price. If you are considering a seven-seat crossover, the Highlander deserves a space at the top of the list.

Disclaimer: Toyota Provided the Highlander, Insurance, and One Tank of Gas

Year: 2014

Make: Toyota

Model: Highlander

Trim: Limited Platinum

Engine: 3.5L DOHC Dual VVT-i V6

Driveline: Six-Speed Automatic, All-Wheel Drive

Horsepower @ RPM: 270 @ 6,200

Torque @ RPM: 248 @ 4,700

Fuel Economy: City/Highway/Combined - 18/24/20

Curb Weight: 4,508 lbs

Location of Manufacture: Princeton, IN

Base Price: $43,590

As Tested Price: $46,156 (Includes $860.00 Destination Charge)

Options:

Tow Hitch w/Wiring Harness - $699.00

Remote Start - $499.00

Glass Breakage Sensor - $299.00

Body Side Molding - $209.00

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While crossovers haven taken the space that SUVs occupied only a few years ago, a number of automakers are still producing them as there is still an audience for them. One that wants the off-road and towing ability SUVs offer. So come along as we take a look at three specimens in our latest 2014 review wrap-up.

First Up: 2014 Toyota 4Runner SR5 Premium

It is hard to believe that 30 years ago, Toyota introduced the 4Runner. The sister vehicle to the all-mighty Land Cruiser was to give Toyota a true competitor to the likes of the Jeep Cherokee and Ford Bronco. Since that time, the 4Runner has grown up somewhat in terms of size and position, but it never lost its mission; a vehicle that can get you anywhere. But with the recent 4Runner, does it still hold true to that mission?

The 4Runner’s exterior has a look of being able to get you anywhere with no problem. This is firmly expressed in the front end as it looks like it’s wearing a muzzle. There’s a large grille to allow the standard V6 engine to breath, along with C-Shaped faux air vents above the front bumper. The rest of the 4Runner’s design is the same as the model shown in 2010 with the folded angle design, flared wheel arches, and rear tailgate with a power window. A set of seventeen-inch wheels finish off the look of the 4Runner. Inside, the rugged attitude continues with chunky controls for the climate control, infotainment system, and transfer case. A large instrument cluster provides all of the key details needed to go off the beaten path. Despite its rugged attitude, the 4Runner is a nice place to sit in. Seats are comfortable and come with heat as part of the Premium package. Rear seat passengers will find a decent amount of legroom, though I found headroom is a little bit tight due to the optional sunroof.

Power comes from a 4.0L V6 engine with 270 horsepower and 278 pound-feet of torque. This comes paired up to a five-speed automatic and a part-time four-wheel drive system. The V6 is a workhorse for Toyota’s pickups and SUVs, and its easy to see why. Power comes on immediately and the engine roars with glee. The five-speed automatic doesn’t quite fully mesh with the V6 as first-gear takes a bit longer to kick down than I was expecting. Thankfully, all other gears did not have this same experience. Fuel economy is rated at 17 City/21 Highway/18 Combined. I got 17.4 MPG during my week of testing.

As for ride and handling, the 4Runner exhibits a mostly comfortable ride with the suspension able to smooth out potholes and road imperfections. Wind and road noise were kept at decent level. On the curves, the 4Runner does exhibit a bit of body roll and lean due to its off-road suspension. Steering was perfectly weighted and provided excellent response for an SUV. Off the beaten path is where the 4Runner truly shines with impressive ground clearance and ability to go over some of the roughest terrain with no problem. This is an SUV that dreams of going on the trail.

The 4Runner is built for those who seek adventure and their travels take them off the beaten path more often than not. If your travels are limited to payment, then you’ll be better off with a Jeep Grand Cherokee.

Disclaimer: Toyota Provided the 4Runner, Insurance, and One Tank of Gas

Year: 2014

Make: Toyota

Model: 4Runner

Trim: SR5 Premium

Engine: 4.0L DOHC VVT-i 24-Valve V6

Driveline: Five-Speed Automatic, Part-Time Four-Wheel Drive

Horsepower @ RPM: 270 @ 5,600

Torque @ RPM: 278 @ 4,400

Fuel Economy: City/Highway/Combined - 17/21/18

Curb Weight: 4,675 lbs

Location of Manufacture: Tahara, Aichi, Japan

Base Price: $37,615

As Tested Price: $39,045 (Includes $860.00 Destination Charge)

Options:

Rigid Running Boards - $345.00

Carpet Floor Mats & Floor Mat - $225.00

Next: 2014 Lexus GX 460 Luxury

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Did you know that there two variations of the Toyota Land Cruiser sold in the U.S.? No, I’m not referring to the Lexus LX 570 which is a dressed up Land Cruiser. I’m referring to another model in the Land Cruiser family, the Land Cruiser Prado. This model sold in certain parts of the world is a direct competitor to the Land Rover LR4 with a body-on-frame SUV with all of the four-wheel drive tech to get through some of the worst conditions that mother nature has on offer. So you might be wondering where is this smaller Land Cruiser is in the U.S.? Well you only need to head down to your local Lexus dealer and check out the GX 460. But in this age where crossovers are taking the place of SUVs, does the GX 460 have a place anymore?

You can’t miss the GX 460 at all, especially in the front. The model now features the gaping maw that is known as the spindle grille. I really don’t think the spindle grille works on the GX as it looks like an afterthought to make it fit in with the rest of the Lexus lineup. But the rest of the GX’s design is mostly the same as the first-generation model introduced back in 2002. That means a high-stance, a side-hinged tailgate, and large headlights with LEDs. Moving inside, the GX 460 feels slightly old when compared to competitors as the basic dashboard layout hasn’t changed a lot since it was introduced back in 2002. You also won’t find the remote touch infotainment system or a configurable gauge package in the GX either. At least Lexus has gotten the luxuries part right in the GX with leather, soft touch plastic, and wood trim along the door panels and dash. Seats in my GX tester were wrapped in semi-aniline leather and came equipped with heat for the first two rows, while cooled seats were standard for the front passengers. There is a third-row in the GX, but it really is only usable for small kids. Also with the third row up, cargo space is non-existent.

Power comes from a 4.6L V8 engine with 301 horsepower and 329 pound-feet of torque. This is paired up to a six-speed automatic and a full-time four-wheel drive system. Despite the high power numbers, the 4.6L feels like its struggling to move the GX. Tipping the scales at 5,340 pounds explains some of struggle, as does a lazy throttle. Plus points on the V8 is not much noise when idling or accelerating in the lower rpms. The six-speed automatic delivered smooth shifts and seemed to be in a good rhythm with the engine.

The GX comes with a full-suite of off-road technologies such as a central differential lock, adjustable suspension, and hill descent control which means you’ll be able to go anywhere you want. But in reality, many GXs will be in the urban jungle. During my week of testing, the only real off-roading I did in the GX was driving down a gravel road which really didn’t challenge the four-wheel drive system at all.

As for fuel economy, the EPA rates the 2014 GX 460 at 15 City/20 Highway/17 Combined. You’ll be lucky if you can get 15 if you decide to drive like your grandmother. Drive normally and you’ll likely see numbers of around 12 to 13 MPG. Ouch.

I was bit worried on how the GX would handle day to day driving duties as it has all of those four-wheel drive technologies, along with a tall ride height. But the GX surprised me as it provided a very comfortable and smooth ride. Bumps and road imperfections didn’t upset the GX ride, while road and wind noise were kept down.

The only way I could recommend the Lexus GX 460 is that you want something luxurious to take on your adventure to death valley or the wilderness. If your main driving takes to on the mean streets, then a crossover such as the Acura MDX or Buick Enclave would be a better choice.

Disclaimer: Lexus Provided the GX 460, Insurance, and One Tank of Gas

Year: 2014

Make: Lexus

Model: GX 460

Trim: Luxury

Engine: 4.6L DOHC VVT-i 32-Valve V8

Driveline: Five-Speed Automatic, Full-Time Four-Wheel Drive

Horsepower @ RPM: 301 @ 5,500

Torque @ RPM: 329 @ 3,500

Fuel Economy: City/Highway/Combined -

Curb Weight: 5,340 lbs

Location of Manufacture: Tahara, Aichi, Japan

Base Price: $60,715

As Tested Price: $62,770 (Includes $910.00 Destination Charge)

Options:

Mark Levinson Premium Audio - $1,145.00

Next: 2015 Chevrolet Tahoe LTZ 4WD

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There are very few times where I’ll drop my jaw because of the price tag of a vehicle I’m reviewing, whether its a bit too high or low. Such was the case for the 2015 Chevrolet Tahoe LTZ that stopped by for a weeklong review. When I was reading through the window sticker, I dropped the sheet after seeing the price tag of $69,130. After letting the shock pass over me, I was wondering who would buy an almost $70,000 Tahoe? A GMC Yukon Denali I can see, but a Tahoe?!

Well Chevrolet has got the design part of the Tahoe right. The new model has the same silhouette as the last-generation, but Chevrolet’s designers have given it some distinctive touches. Up front is a larger grille with larger chrome pieces and uniquely shaped headlights. Around back is a slightly tweaked tailgate design with new taillights.

Moving inside and Chevrolet deserves a gold medal for the improvements made in here. Gone is the bland dashboard design with the hard plastic and terrible looking wood trim. In its place is a dashboard full of contours and distinctive shapes, along with much better materials such as leather and soft-touch plastics on the dash which makes it a pleasant place to be in. My LTZ tester came with a eight-inch touchscreen and Chevrolet’s MyLink infotainment system. MyLink still has some bugs to work out such as how long it takes to respond when pressed and overall speed, but at least stability is much better than when I last used it in the Silverado.

Second row passengers get a set of captain chairs with heat, along with a set of climate controls to make themselves them comfortable. Space back here is good for headroom. Legroom I found was a little-bit tight. The third row is best reserved for small kids as head and legroom are very much at a premium for adults, or to be folded into the floor to increase cargo space.

Power comes from the 5.3L V8 that powers so many of GM’s light-duty trucks and SUVs. Ratings are 355 horsepower and 383 pound-feet torque. This is paired up to a six-speed automatic and optional four-wheel drive system. Those looking for a more powerful V8 in their GM SUV will need to step up to the GMC Yukon Denali and Cadillac Escalade for the 6.2L V8. As I have stated before in the Silverado/Sierra review with the 5.3L V8, the throttle response when leaving a stop is very sluggish. It feels like there is a hump you have to overcome with the throttle before you get the full power of the V8. I get this is a way for GM to save fuel, but I think there are better ways to do the same thing. Once over the hump, the V8 engine has more than enough oomph to get you moving while providing very little noise. As for fuel economy, the EPA rates the 2015 Tahoe 4WD at 16 City/22 Highway/18 Combined. My average for the week was around 15 MPG.

On the ride and handling front, the Tahoe is excellent. The model feels more like a luxury sedan than an SUV with good isolation of bumps and imperfections, and outside noises being kept to an almost whisper. Some of the credit has to go to the Magneride magnetic ride control system which adjusts damping characteristics in as little as 10 milliseconds. Steering is somewhat light, but has good feel.

So after a week in the Tahoe, I can see kind of see why it has a high price tag. The new model is a massive improvement over the old one and leaves competitors such as the Nissan Armada in the dust. But I’m still wondering if the Tahoe is a just a hair too high price-wise for its own good.

Disclaimer: Chevrolet Provided the Tahoe, Insurance, and One Tank of Gas

Year: 2015

Make: Chevrolet

Model: Tahoe

Trim: LTZ 4WD

Engine: 5.3L EcoTec V8

Driveline: Six-Speed Automatic, Four-Wheel Drive

Horsepower @ RPM: 355 @ 5600

Torque @ RPM: 383 @ 4100

Fuel Economy: City/Highway/Combined - 16/22/18

Curb Weight: 5,683 lbs

Location of Manufacture: Arlington, Texas

Base Price: $62,000

As Tested Price: $69,130 (Includes $995.00 Destination Charge)

Options:

Sun, Entertainment, Destination Package - $3,255.00

Adaptive Cruise Control - $1,695.00

Max Trailering Packager - $500.00

Crystal Red Metallic Paint - $495.00

Theft-Deterrent System - $395.00

Cocoa/Mahogany Trim - $295.00

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Next in the wrap-up in 2014 vehicle reviews, I take look at green vehicles. In this case they all happen to be the hybrid variety.

2014 Honda Accord Hybrid Touring

The second time is the charm? That’s the hope for Honda with the 2014 Accord Hybrid. The previous incarnation of the hybridized Accord was a sporty model that really didn’t see any improvement in fuel economy. This in turn caused it to be a flop.Honda went back to drawing board and have introduced an Accord Hybrid that promises best-in-class fuel economy. Can it right the wrong of the previous model?

The Accord Hybrid looks for the most part like your standard Accord sedan with a two bar grille, large greenhouse, and a short rear end. The differences are mostly cosmetic as certain chrome pieces and the headlights have a blue tint. Theres also a set of hybrid badges on the front fenders, and a set of seventeen-inch wheels. Inside is the same story as the exterior, with the only real changes for the Accord Hybrid are a new instrument cluster to display information about the hybrid system and a EV button to put the vehicle into a fully electric mode. Getting inside, you find a nice selection of quality materials and loads of space for front and rear passengers.

My Touring tester came with Honda’s dual-screen infotainment system which features an eight-inch screen sitting on top of the dash and a smaller touchscreen to change stations/tracks or whatever audio input. There’s also a set of buttons and a knob sitting right above the transmission tunnel to take you to different parts of the system. As I wrote in my first drive of the Accord Hybrid in 2013, the system is a bit of a mess. The touchscreen is slow to respond when you’re trying to change stations or switch from the radio to the USB input. Also, reaching for the controls towards the bottom is quite a reach. Honda really needs to go back to the drawing board with their infotainment system.

The Accord Hybrid features Honda’s newest hybrid system called Sport Hybrid intelligent Multi-Mode Drive (i-MMD) system. This system is comprised of,

• 2.0L DOHC i-VTEC four-cylinder Atkinson-Cycle engine producing 141 horsepower and 122 pound-feet of torque
  
• Two 124 kW electric motors - One acting as a propulsion motor, one acting as a generator
  
• 1.3 kWh Lithium-Ion battery
  
• Electronic Continuously Variable Transmission (E-CVT)
  
• Power Control Unit
  

Impressive to say in the least. It’s even better when the system is engaged. The Accord Hybrid never felt lacking in power as the electric motor and 2.0L engine worked together to provide enough thrust for whatever situation I found myself in. More impressive was the seemless transition from electric only to hybrid power. There was no sign of the change over unless I was watching the gauge cluster. Fuel economy is rated at 50 City/45 Highway/47 Combined. I got close to those numbers with an average of 42 MPG for the week. I think I could have matched or even surpassed those numbers if given another week with the Accord Hybrid.

On the ride and handling front, the Accord Hybrid is very similar to the standard Accord. The suspension is able to cope with bumps and imperfections with no problem at all. On the curves, the Accord Hybrid is a joy as it keeps you grounded and provides little body roll. Steering has good heft and feel. Wind noise is kept to a decent level, but road noise is very apparent. I would put some of the blame on the low-rolling resistance tires.

The Accord Hybrid puts Honda in a good position within the midsize hybrid sedan class with an impressive powertrain layout placed in the well-regarded package that is the Accord. Its going to take something big to knock off the Accord Hybrid as the best in class.

Disclaimer: Honda Provided the Accord Hybrid, Insurance, and One Tank of Gas

Year: 2014

Make: Honda

Model: Accord Hybrid

Trim: Touring

Engine: Sport Hybrid intelligent Multi-Mode Drive (i-MMD)

Driveline: Front-Wheel Drive, CVT

Horsepower @ RPM: Gas Engine - 141 @ 6200, Electric Motor - 166 @ 3857-8000

Torque @ RPM: Gas Engine - 122 @ 3500-6000, Electric Motor - 226 @ 0-3857

Fuel Economy: City/Highway/Combined - 50/45/47

Curb Weight: 3,602 lbs

Location of Manufacture: Marysville, Ohio

Base Price: $34,905

As Tested Price: $35,695 (Includes $795.00 Destination Charge)

Options:

N/A

Next: 2014 Toyota Prius Plug-In Advance

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There are some cars that your’s truly finds impressive and would gladly buy, but knows that he wouldn’t recommend it because of some issue. That’s the case with the 2014 Toyota Prius Plug-In, a model that somehow I liked after spending a week in it, but has a key problem that makes it hard to recommend.

The Prius Plug-In looks for the most part like the standard Prius. The only differences between the two is Plug-In Hybrid badging on the front fenders, new wheels, and a additional fuel filler door on the passenger side where the charging port lives (more on that in a moment). As for the interior, my tester came fully loaded with such items as leatherette, infotainment system with a JBL audio system, and heads-up display. Nice items for the most part, but I should warn that the leatherette feels very synthetic and nasty. I would go with the cloth. On the plus side, the Prius Plug-In does feature a lot of room for your passengers and cargo.

Under the hood, you’ll find the almost the same Hybrid Synergy Drive powertrain as in the the standard Prius. A 1.8L Atkinson Cycle four-cylinder paired up to a 60 kW electric motor delivering a total output of 134 horsepower. The difference is in the batteries. While the standard Prius has a Nickel-Metal Hydride battery, the Plug-In gets a Lithium-Ion battery. The new battery allows the Prius Plug-In to travel up to 11 Miles on electric power alone. During my week, I found myself using the EV mode a lot as it provided decent power to get around town and was very quiet. On the range front, I was able to get around 10 to 12 miles per charge. As for the charging port I mentioned earlier, that allows the Prius Plug-In to charge in 1.5 hours when plugged into a 240V charger or 3 hours when plugged into a 120V outlet). For other situations such as the freeway, I left the vehicle in the hybrid mode. This highlights a couple problems with the Prius. First it takes a few seconds longer for it to get up to speed. Second is the amount the noise that comes up when you decide that more power is needed. It sounded like a weed-whacker was being thrashed under the hood. As for fuel economy, I got around 51 MPG for the week. On the ride and handling front, the Prius Plug-In is much the same as the standard Prius; providing a comfortable, albeit noisy ride.

So while I liked the Prius Plug-In, there is a big problem; price. A base Prius Plug-In will set you back $29,990 which seems somewhat reasonable. My tester which was the Advance model and came to an as-tested price of $38,907 with options. No that is not a misprint. Now the Prius Plug-In does qualify for a few tax incentives which helps offset the price somewhat. But for around the same money, you could get into a Chevrolet Volt. You do lose some practicality, but gain more in EV range.

So the Prius Plug-In is a vehicle I like, but the pricetag makes it one I would pass on.'

Disclaimer: Toyota Provided the Prius Plug-In, Insurance, and One Tank of Gas

Year: 2014

Make: Toyota

Model: Prius Plug-In

Trim: Advance

Engine: Hybrid Synergy Drive (1.8L DOHC 16-valve VVT-i four-cylinder, 60 kW Electric Motor)

Driveline: Front-Wheel Drive, CVT

Horsepower @ RPM: Gas Engine - 98 @ 5,200, Electric Motor - 80 @ N/A, Total Output - 134

Torque @ RPM: 105 @ 4,000, Electric Motor - 153 @ 0

Fuel Economy: 95 MPGe, 50 MPG

Curb Weight: 3,216 lbs

Location of Manufacture: Tsutsumi, Japan

Base Price: $34,905

As Tested Price: $38,907 (Includes $810.00 Destination Charge)

Options:

Technology Package - $2,610

Illuminated Door Sill - $279.00

Carpeted Floor Mats & Trunk Mat - $225.00

Cargo Net - $49.00

First Aid Kit - $29.00

Next: 2014 Lexus CT 200h F-Sport

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The Lexus CT 200h F-Sport is an intriguing idea. A luxury compact hatchback that is fuel efficient and sporty. So while the idea seems ok in theory, how does it work in the real world?

The CT 200h in my eyes happens to be black sheep in Lexus family mostly because of how it looks. A five-door hatchback with a long front end and a new spindle grille which you either love or hate it. Around back is a flat rear tailgate which I think makes the CT a bit ungainly to look at. A set of seventeen-inch alloy wheels and F-Sport badging on the front fenders which come as part of the F-Sport package finish off the look. Inside is a nicely trimmed interior with supportive leather seats and handsome trim. The layout of dashboard is easy to understand and controls are in easy reach for the driver and passenger. The optional Lexus Inform infotainment system has been updated to look a bit fresher and improve user experience. However, the Lexus Remote Touch controller makes using the system a frustrating experience as it seems to be really sensitive. On the plus side, the CT 200h is spacious for back seat passengers and cargo.

Power comes from Lexus Hybrid Drive which pairs a 1.8L four-cylinder and 60 kW electric motor to produce a total output of 134 horsepower. This is paired up to a CVT. Now most reviews of the CT 200h say its painfully slow, but I care to disagree. Despite a curb weight of 3,130 pounds, I found the powertrain to be adequate as it took a few ticks longer for the CT to get up to speed than other comparable models. I should warn that if you decide to slam the pedal to floor, the engine and CVT will make a horrific noise that will make you think twice of doing that. As for fuel economy, the EPA rates the 2014 CT 200h at 43 City/40 Highway/42 Combined. I saw an average of 39 MPG.

Now this particular CT 200h was equipped with the F-Sport package which adds a sport tuned suspension and that’s about it. Compared to other Lexus models equipped with F-Sport package, I felt the CT F-Sport was somewhat lacking as the suspension was the only real mechanical change to it. Maybe there was some limitations to it being a hybrid, but I think there is room for improvement. The revised suspension means there is a noticeable difference in how the CT handles. Body roll and lean is decreased somewhat when compared to the standard CT. Steering is decent with good weight, but those hoping for an improvement in feel will be disappointed. For day to day driving, the CT 200h F-Sport is a bit more stiff than the standard CT, but not to the point where you’ll be crying uncle.

So for the most part, the CT 200h F-Sport succeeds in its mission of providing a fun to drive luxury hatchback that is also ok on fuel. I would like to like to see Lexus do some more with the F-Sport package such as adding more sport goodies to the drivetrain and suspension. Maybe that’s in store for the next-generation.

Disclaimer: Lexus Provided the CT 200h, Insurance, and One Tank of Gas

Year: 2014

Make: Lexus

Model: CT 200h

Trim: F-Sport

Engine: Lexus Hybrid Drive(1.8L DOHC 16-valve VVT-i four-cylinder, 60 kW Electric Motor)

Driveline: Front-Wheel Drive, CVT

Horsepower @ RPM: Gas Engine - 98 @ 5,200, Electric Motor - 80 @ N/A, Total Output - 134

Torque @ RPM: 105 @ 4,000, Electric Motor - 153 @ 0

Fuel Economy: City/Highway/Combined - 43/40/42

Curb Weight: 3,130 lbs

Location of Manufacture: Miyawaka, Fukuoka, Japan

Base Price: $32,050

As Tested Price: $39,030 (Includes $910.00 Destination Charge)

Options:

Navigation System - $3,490

F-Sport w/NuLuxe Interior - $1,180

F-Sport Premium Package - $900.00

Intuitive Park Assist - $500.00

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Next up in the 2014 review wrap-up is sporty cars. Originally I was going to call this sports cars, but only one can be considered it. The other two happen to be sporty takes on standard models.

First: Mazda MX-5 Miata Grand Touring PHRT

For an automobile to remain true to its mission for a quarter-of-a-century is an amazing feat. Such is the case for the Mazda MX-5 Miata. When it first was shown back in 1989, it promised to bring fun and sporty driving that roadsters from the fifties and sixties, but with better reliability. Throughout its three generations, the MX-5 Miata has achieved this, along with a loyal and rabid fan base. With a new MX-5 Miata coming over the horizon, I wanted to give the third-generation model a final spin. Well a 2015 MX-5 Miata Grand Touring PHRT arrived for a week to do just that.

Mazda decided to stick with the shape from the first-generation MX-5 Miata and make evolutionary changes to it. I think this is a wise decision as you can tell there is a direct lineage from first model to the current one. The front end has a rounded shape and the smiling grille that has been a key part of Mazda’s last-generation designs. There is also a lip spoiler which comes as part of the Grand Touring trim level. Along the side are some the largest wheel flares I have ever come across on a vehicle. Its a nice touch as it makes the Miata that much more distinctive.

Now the third-generation Miata is special because it introduced a power hardtop. The hardtop gives the Miata a coupe look when it is up and provides extra sound deadening. Putting the hardtop up or down only takes around ten seconds. One note, the hardtop when folded does take up a majority of trunk space. So pack really lightly if you decide to take a trip in one.

Getting inside the Miata is a bit of an acrobatic act as the way you have enter involves folding your legs and then lowering yourself into the seat. Once you are settled in, you feel that you have become one with the vehicle thanks to the low seating position which means all controls are in easy reach. The leather bucket seats provide a multitude of adjustments so you can your find your perfect spot. The dash is nothing fancy with black plastics and aluminum trim which helps reduce distraction while driving. Standard on the Grand Touring is a Bose sound system. The system sounds great when you are puttering along in the city or along a back road. But if you decide to hit the freeway, the sound system has it work cut out as it has to try to drown out an abundance of road noise.

Power comes from a 2.0L MZR four-cylinder paired with the optional six-speed automatic. This combination produces 158 horsepower and 140 pound-feet of torque. Go for the six-speed manual on the Grand Touring and it nets you an additional nine horsepower. Those numbers are somewhat worrisome when you also take into account a curb weight of 2,619 pounds for the power hardtop model. But once you slip behind the wheel and get moving, those thoughts of being underpowered wash away. The engine has to be worked to use all that power, but Mazda made sure that you enjoyed doing it by making the engine pop and rev freely, giving you the thoughts of driving a sixties roadster.. The six-speed automatic was very smooth and provided crisp shifts. Fuel economy is rated at 21 City/28 Highway/23 Combined. My week saw an average of 25.1 MPG.

Of course the real story of any Miata is its handling. I heard all of the superlatives and cheers about the MX-5 Miata’s handling, and I have to say those claims are very much true. The Miata is a joy around curves as the suspension keeps the vehicle steady and makes sure no body roll makes an entrance. Steering was excellent thanks to the right amount weight and feel. This is a vehicle that wants to be pushed and it rewards you when you decide to. When you decide to drive the Miata on a daily basis, the ride does let in a few bumps.

After spending a week with the MX-5 Miata, I was sad to see it go. Mazda has been able to keep the spirit of the original Miata with the third-generation model. With excellent handing characteristics, the addition of a power hardtop, and a design all its own, it shows why the Miata has been able to last as long as it has.

Disclaimer: Mazda Provided the MX-5 Miata, Insurance, and One Tank of Gas

Year: 2014

Make: Mazda

Model: MX-5 Miata

Trim: Grand Touring PHRT

Engine: 2.0L DOHC 16-Valve VVT Four-Cylinder

Driveline: Six-Speed Automatic, Rear-Wheel Drive

Horsepower @ RPM: 158 @ 6700

Torque @ RPM: 140 @ 5000

Fuel Economy: City/Highway/Combined - 21/28/23

Curb Weight: 2,619 lbs

Location of Manufacture: Hiroshima, Japan

Base Price: $30,550

As Tested Price: $32,735 (Includes $795.00 Destination Charge)

Options:

Premium Package - $1,390

Next: Ram 1500 R/T

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The past ten to twenty years in the pickup truck market has seen an explosion in trims and model variations. You can get a standard work truck with the vinyl seats or go all the way for a luxury model with such amenities as heated and cool seats, and dual-zone climate control. But one area in the marketplace that has been neglected for sometime is the sports truck. Models such as the Chevrolet 454SS, Ford Lightning, and Dodge Ram SRT-10 really don’t exist anymore. But Ram wants to let you know that sport truck is still a thing and it comes in the form of 1500 R/T Regular Cab.

Ram has got the basics down on the 1500 R/T. The R/T comes when you order the Sport trim level with the standard cab and 6’4” bed. Exterior changes include a blacked-out mesh grille, a new hood with faux air vents, twenty-two inch chrome wheels, and dual exhaust pars. Donning a red paint job, the R/T gives the Ram 1500 a mean look. Inside are a set of bucket seats wrapped in cloth and leather, and dash layout familiar to anyone who has been in a recent Chrysler product. This means an eight-inch screen for the UConnect infotainment system and a compressive gauge package. Getting in truck was a little bit of a hassle as its quite leap to get in. A set of step bars would be nice feature for this truck. But once inside, it was easy to get settled and understand where everything was.

Power for the R/T is the 5.7L HEMI V8 with 395 horsepower and 410 pound-feet of torque. This comes paired up with an eight-speed automatic. Despite a curb weight of 5,106 pounds, this powertrain is able to get the Ram 1500 moving at a rapid rate. 0-60 will take you around the mid-5 second area. The eight-speed automatic provides lightning fast shifts and keeps the truck in the zone of power. I should also mention the noise of HEMI makes you want to push the go pedal that little more to enjoy the sweet sounds. Don’t expect to win any fuel economy awards though. The 1500 R/T is rated at 15 City/22 Highway/17 Combined. I got 18 MPG during my week.

As for the ride, the Ram 1500 R/T has to be one of the smoothest rides I have ever experienced in a truck. Thanks a to multi-link, coil spring setup in the rear, bumps and imperfections were mostly ironed out. Even when the Ram was called in to haul a freezer and a wood lathe, the suspension was able to keep the truck level and provide a comfortable ride. Don’t expect the R/T to be a handling champ. Ram didn’t lower the suspension, which means you’ll have a bit of body roll. Also the steering is a bit slow and somewhat light in feel. But for many buyers, this isn’t a big deal.

While the marketplace for sport trucks has dwindled a bit, the 2014 Ram 1500 R/T shows that you can still make a decent case for having a fun truck that can still do its fair share of work. Now if we could only convince them about stuffing the 6.4L HEMI into it…

Disclaimer: Ram Provided the 1500 R/T, Insurance, and One Tank of Gas

Year: 2014

Make: Ram

Model: 1500

Trim: R/T

Engine: 5.7 HEMI V8

Driveline: Eight-Speed Automatic, Rear-Wheel Drive

Horsepower @ RPM: 395 @ 5,600

Torque @ RPM: 410 @ 3,950

Fuel Economy: City/Highway/Combined - 15/22/14

Curb Weight: 5,106 lbs

Location of Manufacture: Saltillo, Mexico

Base Price: $35,105

As Tested Price: $38,595 (Includes $1,195 Destination Charge)

Options:

Uconnect 8.4N AM/FM/BT/ACCESS/NAV - $500.00

Convenience Group - $495.00

Spray-In Bedliner - $475.00

Remote Start and Security Group - $350.00

Class IV Receiver Hitch - $335.00

Rear Sliding Windows - $140.00

Next: Lexus LS 460 F-Sport

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Most of the luxury manufacturers have a high-performance model of their flagship sedan to entice those who want a bit of sport along with the amenities of a flagship. Mercedes-Benz is the best known with their S-Class AMG models, followed by the Audi S8 and Jaguar XJR. The latest one to join the fun is Lexus with the LS 460 F-Sport. Is it possible for a company known for producing some of the softest and most comfortable vehicles to embrace the sporty side?

The LS hasn’t changed much since we last looked at it in our review of the 600h L last year. What has changed is what the F-Sport package adds. Up front, the spindle grille gets a new mesh insert and larger air intakes. A set of nineteen-inch multi-spoke wheels hide a set of large, Brembo brakes. Around back is a new bumper with chrome exhaust ports. These changes do give the LS a sporty outlook. Although, I not sure if red suits LS as it makes it look a bit gangly. White or black suits it much better.

Inside is the same as the exterior. The only real changes of note are new brushed aluminum trim pieces, F-Sport embossed seats, and aluminum pedals. The LS is nice place to sit in and the controls are in easy reach. But I think its aging quite fast, especially when you compare it to like of the Mercedes-Benz S63 AMG. Not helping matters is the Remote Touch interface which is slow to react and quite jumpy when moving around.

Under the hood, you’ll find a 4.6L V8 with 386 horsepower and 367 pound-feet. Opt for the all-wheel drive model and those numbers drop to 360 and 347 respectively. Whichever way you decide to have your power sent to wheels, an eight-speed automatic is standard. Acceleration is very strong and power comes on very smoothly. However if you were expecting some theatrics from the V8 with loud noises, prepare to disappointed. The only real noticeable change from the standard LS to the F-Sport is new piping to channel some of the engine noise inside. The eight-speed automatic is barely noticeable when it shifts. On the fuel economy front, the LS 460 F-Sport RWD is rated at 16 City/24 Highway/19 Combined. I saw 18.6 MPG during my week.

Now the big changes the F-Sport brings to the LS deals with the suspension. The air suspension has been lowered by 20 millimeters and has been tuned for more sporty driving. Other changes include low-profile summer tires and a limited-slip differential. I can say there is a difference when you have the LS in the Sport or Sport+ setting when compared to the LS in normal. The suspension stiffens up a bit and keeps the vehicle stable when you decide to have a bit fun in the curves. However, the steering doesn’t have the weight or feel that is needed for a sporting sedan. It veers more to the light and numbness most owners of the LS are used to. As for day to day duties, the LS 460 F-Sport handles that about as well as a standard LS with a quiet and smooth ride.

So the LS 460 F-Sport has shown that Lexus is capable of building sporty flagship up to a point. If they can work on the steering, they might have a real contender on their hands. Maybe that’s for the next-generation model.

Disclaimer: Lexus Provided the LS 460 F-Sport, Insurance, and One Tank of Gas

Year: 2014

Make: Lexus

Model: LS

Trim: 460

Engine: 4.6L DOHC 32-valve VVT-iE V8

Driveline: Eight-Speed Automatic, Rear-Wheel Drive

Horsepower @ RPM: 386 @ 6,400

Torque @ RPM: 367 @ 4,100

Fuel Economy: City/Highway/Combined - 16/24/19

Curb Weight: 4,365 lbs

Location of Manufacture: Tahara, Aichi, Japan

Base Price: $72,140

As Tested Price: $88,080 (Includes $910.00 Destination Charge)

Options:

F-Sport Package - $8,350.00

F-Sport Comfort Package - $1,650.00

Mark Levinson 19-Speaker Audio System - $1,580.00

Pre-Collision System - $1,500.00

LED Headlamps - $1,450.00

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With 2014 coming to a close and your's truly still having a number of vehicles that need to have reviews written up, I thought it would be a good idea to finish up the year with the remaining vehicles from the 2014 model year. Over the next few weeks, I'll be posting a number of quick reviews. This will be leading up to my favorite vehicles I drove in the past year.

Let's begin with the smallest vehicles that I reviewed: subcompacts and compacts.

First Up: 2015 Honda Fit EX

If there was one model that defined the current subcompact class, it would have to be the Honda Fit. When it was first introduced back in 2006, the Fit featured a clever back seat to increase the practicality of the vehicle; impressive driving dynamics, and sipping fuel like no other. Now the subcompact field has grown in terms of quantity and quality of vehicles. Honda has responded by introducing the third-generation Fit this year. How does the new Fit stand up to the new crowd?

The Fit retains the shape it has for the past two-generations, but it gets a bit more aggressive and sleeker. The front looks like Honda’s designers watched a bit too much of Iron Man with the solid one piece grille. Other items of note on the front include larger air ducts and slimmer headlights. The side profile boasts two character lines to help give it an identity. Around back are a set of tall taillights and a set of faux vents in the bumper.

Stepping inside the Fit, Honda has reworked the dashboard layout with controls for the radio and climate control system angled towards the driver. Material quality has seen a noticeable improvement with soft-touch materials and faux aluminum trim used throughout. The touchscreen radio is easy to use and quick to respond. The big downside is Honda deciding use capacitive-touch buttons for volume and home. There were times when I had to hit the volume button more than once to get it to respond. Honda, please go back to normal buttons and knobs.

Even though the new Fit is about 1.6 inches shorter than the previous model, Honda was able to increase passenger space by 4.9 cubic feet. This is due to a longer wheelbase and a thinner, center-mounted gas tank. Sitting in the back. I found more than enough head and legroom. Now the increase in passenger space means cargo space has dropped by about 4 cubic feet. Still, the Fit cargo’s space is impressive with 17 cubic feet with the rear seats up and 53 cubic feet with the seats down.

The back seat is also one of the most versatile I have ever come across in a vehicle. The Fit’s ‘Magic’ seat can be set up in four different ways to provide added functionality. Those include:

• Folding the rear seats down to create more space
  
• Folding one part of rear seats (60/40 split) to make room for cargo, while retaining some seat space for a passenger
  
• Folding the seat bottoms up to carry tall items
  
• Folding the front seats back to create a sudo-bed
  

Power comes from a 1.5L EarthDreams four-cylinder with 130 horsepower and 114 pound-feet of torque. In my tester, the engine was paired up to a CVT. The engine has to be worked to get up to speed which is normal for this type of car. What I’m not so happy with is the amount of buzzy-ness that is coming from the engine. Honda has said they have worked on trying to improve NVH levels in the Fit, though I find that hard to believe due to the amount of engine noise in the cabin. Thankfully, the powertrain does quiet down when you settle into speed. The CVT does behave nicely and doesn’t have the whine that most transmissions of this type are known for till you get higher in the revs. Fuel economy wise, the Fit with the CVT is rated by the EPA at 33 City/41 Highway/36 Combined. My week saw an overall average of 38 MPG. I should note that I did see 40 MPG when I took the Fit on a trip to Northern Michigan.

The Fit earned a reputation for being a fun to drive subcompact, and for the most part that still holds true. It feels playful when going through the curvy bits and the chassis keeps the car grounded. The steering is a bit too light, and it doesn’t have quite the feel that the last generation model was known for. But what surprised me is how Fit did on a long drive. Being a subcompact, I thought the Fit would be uncomfortable due to its short wheelbase. But Honda has made some improvements to the suspension to make it more comfortable for long trips. This means the Fit was able to deal with bumps and imperfections without having any of the passengers feeling it. After doing a drive to Northern Michigan, I had no aches or pain when I got out of the Fit.

The Honda Fit still stands tall in the subcompact class with its impressive versatility, fuel economy, and driving dynamics. Hopefully Honda has plans in the works for improving the NVH levels in the engine. Otherwise, the Fit is worth a look if you’re shopping for a new subcompact.

Disclaimer: Honda Provided the Fit EX, Insurance, and One Tank of Gas

Year: 2015

Make: Honda

Model: Fit

Trim: EX

Engine: 1.5L 16-Valve DOHC i-VTEC four-cylinder

Driveline: Front-Wheel Drive, CVT

Horsepower @ RPM: 130 @ 6600

Torque @ RPM: 114 @ 4600

Fuel Economy: City/Highway/Combined - 33/41/36

Curb Weight: 2,630 lbs

Location of Manufacture: Yorii, Japan

Base Price: $17,560

As Tested Price: $19,180 (Includes $820.00 Destination Charge)

Options:

N/A

Next Page: 2014 Kia Soul ! (Exclaim)

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The automotive marketplace is known sometimes for being the arbiters of fads. Consider such models as Mazda Miata and the clones that followed soon after; or the Chrysler PT Cruiser. The most recent fad that we went through were the box cars, started by the likes of the Nissan Cube and Scion xB. These two models enjoyed some success in sales. Kia would become the third entrant in the box class, with the Soul. Like the Cube and xB, the should would become a decent seller. But in recent years, sales began to wane on the Cube and xB, while Soul continued to rise in sales. So what is it about the Soul that makes it a shining star, while its competitors dim out?

The Soul’s overall design hasn’t gone through a major transformation. The reason for that is Kia moving 112,000 Souls last year and the thought of a dramatic change could spell doom for sales. But that doesn’t mean Kia hasn’t made any changes. The front end now features a new lower fascia with a trapezoidal grille and a set of fog lights sitting on either side. The back takes some ideas from the 2012 Soul Trackster concept with a new rear tailgate design and large, wrap-around taillights. Those sharp looking eighteen-inch wheels come as part of the Exclaim (!) model.

Moving inside, the Soul underwent a massive change. The interior looks and feels more mature with improved materials and layout. My top-of-line tester came equipped with a number features such as heated and cooled seats, panoramic sunroof, a color LCD in the instrument cluster, automatic climate control, and the latest version of Kia’s UVO infotainment system which uses Google’s Android operating system. Getting myself situated in the Soul was easy enough thanks to the power adjustments on the seat and tilt-telescoping wheel. Back seat passengers might find legroom being a little bit tight, but headroom is very much in abundance thanks to the boxy shape.

Power comes in the form of two engines. The base is a 1.6L four-cylinder, while my tester featured the 2.0L GDI four-cylinder. The 2.0L produces 164 horsepower and 148 pound-feet of torque. A six-speed automatic is the sole transmission choice. The 2.0L engine can be classified as being adequate as it seems to produce the same amount power as it does in noise. Stay on flat surfaces and around town duties and the engine does a fine job. But if you need to merge or tackle a steep hill, you’ll need to put the pedal to the floor and enjoy the noises coming from the engine. To be fair, the six-speed automatic does a decent job of keeping the engine right in the sweet spot of power. As fuel economy, the EPA rates the Soul Exclaim at 23 City/31 Highway/26 Combined. I got 27.3 MPG during my week of testing.

On the ride and handling front, the Soul did pretty well over some of Michigan’s ‘fantastic’ roads. Bumps and imperfections were mostly ironed over. As for the curves, the Soul’s suspension mostly keeps the vehicle planted. However, the tall shape does mean some body lean appears. The Exclaim model came equipped with the flex-steer system which varies the steering weight. I really don’t like this system as the comfort and sport settings are on the extreme ends (one is really light, while the other is too heavy). I left in normal which provided a nice balance.

Much like Kia, I can’t fully explain why the Soul is doing so well. But I have a good guess. Kia has a really impressive package in the Soul with an improved interior, good ride quality, and a funky look that makes it stand out. Whatever the reason is, Kia is doing something right with the Soul.

Disclaimer: Kia Provided the Soul !, Insurance, and One Tank of Gas

Year: 2014

Make: Kia

Model: Soul

Trim: ! (Exclaim)

Engine: 2.0L GDI Four-Cylinder

Driveline: Front-Wheel Drive, Six-Speed Automatic

Horsepower @ RPM: 164 @ 6,200

Torque @ RPM: 151 @ 4,000

Fuel Economy: City/Highway/Combined - 23/31/26

Curb Weight: 2,837 lbs

Location of Manufacture: Gwangju, South Korea

Base Price: $20,300

As Tested Price: $26,195 (Includes $795.00 Destination Charge)

Options:

Sun & Sound Package - $2,600

The Whole Shabang Package - $2,500

Next Page: 2014 Mazda3 Grand Touring Hatchback

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Its hard to believe that only a couple of years ago, Mazda was beginning to roll out its Skyacitv technologies in the last-generation Mazda3. In my review of the 3, I praised the Skyactiv powertrain for being a clever way of increasing fuel economy without resorting hybrid technologies. I also wondered how the 3 would be once it received the full suite of Skyactiv technologies. Well I had my chance when a 2014 Mazda 3s Grand Touring hatchback arrived for a week-long evaluation.

Mazda has been producing some of most distinctive vehicles on the road and the 3 is no different. Armed with the Kodo design language and lovely Soul Red color, the 3 stands out in the compact car crowd. Up front is a tall grille with a slim chrome bar running from underneath the emblem into the front headlights. The side profile reveals stylish curves for the fenders and roofline. Inside, the 3 has really stepped up in terms of design and quality. Materials are top notch, even though Mazda is sticking with the blackout theme. Some contrasting colors would be nice Mazda. Despite an increase an overall size, interior space is still small. Sitting in the back, I found myself wishing for bit more leg and headroom.

One big change for the 3 deals with technology. Previous Mazdas featured one of most infuriating infotainment systems I have ever come across with dated graphics, slow response times, not being able to connect phones with Bluetooth, and number of other problems. The 3 now features a new infotainment system with a seven-inch screen mounted on the dash and iDrive-like controller. This new system is easier to use and quick to respond when selecting a function. Also, it quickly connected to my phone. One other technology change deals with heads-up display. Mazda uses a screen that rises from the top of the instrument cluster and projects key information onto it. The trick is that screen is right in line of sight of the windshield which makes you think the information is being projected onto the windshield. Very clever.

The Mazda3 comes with two different powertrains. i models get the 2.0L Skyactiv-G four-cylinder while s models come with the larger 2.5L. My 3 was equipped the latter which packed 184 horsepower and 185 pound-feet of torque. This is paired up to a six-speed automatic, but you’ll be able to get a six-speed manual. The 2.5 packs quite the punch and gets the 3 moving at a quick pace. Also, Mazda deserves credit for building a four-cylinder that’s refined and smooth. The six-speed automatic is quick on shifts and provides a good pairing for the 2.5. EPA rates the Mazda 3s Grand Touring at 28 City/38 Highway/32 Combined. I saw an average of 31 MPG.

The Mazda’3s handling is amazing. Along a curvy stretch of road, the 3’s chassis keeps the model flat. Meanwhile, the steering has good heft and provides a sporting driver the details of the road. It may not be a sports car, but 3 sure acts like one. Now the sports car aspirations do mean the 3 is a little bit more bouncy when dealing with potholes and bumps. Road and wind noise are kept at decent levels.

There is one concern I do have with the Mazda3. As tested, my 3s Grand Touring cost $30,415. The price includes $2,500 tech package which includes blind spot monitoring and radar cruise control. It made me wonder if Mazda was asking a bit too much for the new 3. It has value to justify it, but I wonder if someone is willing to drop that much for a Mazda3.

So the new Mazda3 is very much improved with the full suite Skyactiv technologies that it could be considered as best in class. The price however does give me pause from fully recommend it.

Disclaimer: Mazda Provided the 3 S Grand Touring, Insurance, and One Tank of Gas

Year: 2014

Make: Mazda

Model: 3 Hatchback

Trim: s Grand Touring

Engine: 2.5L DOHC Skyactiv-G Four-Cylinder

Driveline: Front-Wheel Drive, Six-Speed Automatic

Horsepower @ RPM: 184 @ 5700

Torque @ RPM: 185 @ 3250

Fuel Economy: City/Highway/Combined - 28/38/32

Curb Weight: 3,002 lbs

Location of Manufacture: Hofu, Japan

Base Price: $26,495

As Tested Price: $30,415 (Includes $795.00 Destination Charge)

Options:

5GT Technology Package - $2,500

Soul Red Paint - $300

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In every automotive manufacturer’s lifecycle, they will at least once build a black sheep. A vehicle which doesn’t quite fit into their lineup, despite how good or bad it is. A perfect example is the Buick Grand National. Taking the Regal Coupe, Buick dropped in a turbocharged V6 which produced anywhere between 200 to 245 horsepower and could smoke a number of performance vehicles in the era. But it didn’t quite fit in with Buick’s smooth-riding, luxury vehicles. Thus it became a black sheep, one that would become legendary in its own right.

The black sheep phenomenon seems to be making a return to Buick. Along the rows of the luxurious and quiet vehicles sitting on dealer lots, there’s also a vehicle who has those traits along with a bit of performance. It may not wear the Grand National nameplate, but it wears one that possibly has similar value: Regal GS.

Buick has given the entire Regal lineup some changes for the 2014 model beginning with the exterior. For the Regal GS, those changes include a new front clip with a bigger grille and a new trunk lid. Decked out in red paint and featuring inlet vents that look like vampire fangs, the Regal GS has an outlook of quiet aggression. It doesn’t look like it wants to fight, but if its provoked, the Regal GS will throw down.

Inside, Buick made some key changes to the Regal GS’ interior There’s a new instrument cluster with a color screen that displays the speedometer and trip computer information. The center stack has been revised with less buttons (thank you), a new climate control system with capacitive touch controls which are hit and miss when your trying to change the temperature or turn on the heated seats; and a larger touchscreen with the latest version of Buick’s Intellilink infotainment system which is easy to use for the most part.

The interior is trimmed in high quality leather and soft touch materials, along with black trim to accent the sporty image. The front sport seats are very comfortable and are able to keep you in place if you decide to be exuberant with your driving style. The back seat provides very good legroom, while headroom can be tight for taller passengers due to the sloping roofline.

For impressions on the powertrain and handling, see page 2.

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Previously, the Regal GS produced 270 horsepower and 295 pound-feet of torque from a turbocharged 2.0L four-cylinder. For 2014, Buick cut back the horsepower to 259. But in turn, Buick adjusted where maximum torque was available. In this case, they lowered the point. Buick also increased the RPM range of where you have that torque (2,500 to 4,000 rpm if you're wondering). Like before, the Regal GS is available with either a six-speed manual or automatic. However, new for 2014 is the introduction of a all-wheel drive model with a six-speed automatic. The all-wheel drive system can send up 90 percent of power to the rear wheels.

Like the previous GS, the current model offers three different drive modes. Normal provides a nice balance of efficiency and performance. Sport firms up the suspension, while GS firms up the suspension even further, quickens the shifts of the six-speed transmission, sharpens up the throttle response, and sends 15 percent more torque to the rear wheels.

I wasn’t sure what to expect when I drove the Regal GS onto one of the roads I use for evaluation. But I can say my jaw was on the floor once I finished driving. Put the Regal GS into the GS mode and it becomes something along the lines of a German sedan. The engine spools up quickly and gets the close to 4,000 pound vehicle moving at a rapid pace. Power is always ready whenever you need it. You also notice the all-wheel drive working, shifting power around to keep the vehicle moving and in control. The six-speed automatic is quick on up or downshifts, though I was wishing for a set of paddles so I could play around with gear selection.

Then there is the Regal GS’ handling. Drive it into a corner, and the GS hunkers down. There is minimal body roll and the steering provides excellent weight and feel. Agility was very good and felt like you could push the GS a lot further than you thought at first.

But what happens when you drive the Regal GS day to day? Well, the Regal GS has a much stiffer ride than the standard Regal. Even in the normal mode, the Regal GS does bounce around a little bit more than you'd think. I was thankful I had the standard nineteen-inch wheels and not the optional twenty-inch ones as this would only exacerbate this problem. But the Regal GS does retain Buick’s notion of providing a quiet ride.

The 2014 Buick Regal GS AWD is an excellent all-weather performance vehicle that could give many competitors, even the Germans a run for their money. But I fear that the Regal GS will go down in history as a black sheep much like the Grand National. Why? Well, Buick lists the Regal GS’ competitors such as the BMW 3-Series and Mercedes-Benz C-Class. A tough set of competitors, many people don’t think of Buick as being a competitor to those brands. The other reason is price. A 2014 Regal GS AWD starts at $39,270. My tester rang in at $43,780. A fair price with all of the options on it, but for many, it will likely make their eyes drop out.

This price problem is further exacerbated by another General Motors model; the Buck Regal Turbo. Both models have the similar engines, choices of drivetrains, and number of other items. The difference is that Turbo costs less than GS. This brings up the question of why buy the GS at all. The best answer I can give is that the GS offers more performance thanks to a number of enhancements under the hood and the suspension.

If you like being a bit outside the norm, the Regal GS is worth a look.

Disclaimer: General Motors Provided the Buick Regal GS, Insurance, and One Tank of Gas

Year: 2014

Make: Buick

Model: Regal

Trim: GS AWD

Engine: 2.0L DOHC Turbocharged Four-Cylinder

Driveline: Six-Speed Automatic, All-Wheel Drive

Horsepower @ RPM: 259 @ 5300

Torque @ RPM: 295 @ 2500-4000

Fuel Economy: City/Highway/Combined - 19/27/22

Curb Weight: 3,981 lbs

Location of Manufacture: Oshawa, Ontario

Base Price: $39,270.00

As Tested Price: $43,780.00 (Includes $925.00 Destination Charge)

Options:

Driver Confidence Package #2 - $1,695.00

Sunroof - $1,000.00

Driver Confidence Package #1 - $900.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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At one time, Toyota had a real shot of toppling the big three in full-size truck sales. When the second-generation Tundra arrived on dealer lots in 2007, Toyota had a huge marketing campaign for it; complete with commercials and magazine ads. People took notice of this and the automaker moved 196,555 units that year. While that still lagged behind the stalwarts (F-Series: 690,589 units; Silverado: 618,257 units), it was dangerously close to the GMC Sierra (208,243 units). But then a funny thing happened. Sales began to drop in the coming years. In 2008, Toyota moved 137,249 Tundras and in the following year, only 79,385 units. Now there are many factors that go into this such as the housing crisis and Toyota offering the Tundra in only a light duty model, but there is one key factor many agree on; after 2007, the marketing seem to disappear in a flash. An odd choice considering that many of its competitors kept advertising like crazy.

Which brings us to last year where Toyota introduced the redesigned 2014 Tundra at the Chicago Auto Show. With a restyled exterior, improved interior, and better electronics, Toyota said they were ‘giving customers more of what they want.’ The response was a bit lukewarm if we’re being a kind. But sometimes, first impressions can be deceiving. Maybe the 2014 Tundra has something up its sleeve that we’re not seeing and could give the stalwarts a run for their money. I recently spent a week in a 2014 Tundra CrewMax Limited to see.

The 2014 Tundra looks very much like the previous Tundra at first glance, thanks to the two sharing a similar profile. Get in a bit closer and its a little bit more noticeable that the 2014 model is a tad different. Toyota sanded down the bubbly look of the previous Tundra to give the 2014 model a more muscular stance. The front has a long, imposing grille with a non-functional scoop and reshaped headlights with LED accents. Around the side are a set eighteen-inch TRD off-road wheels. The back comes with the Tundra name embossed in the tailgate and a set of chunky taillights. I'm a bit disappointed that Toyota appears to only have done a mild refresh for Tundra since they could have done so much more. I look at the new Corolla and Highlander and wonder what the designers could have done if they were allowed to go crazy with the Tundra.

Unlike the mild refresh outside, Toyota engineers really went all out with the Tundra's interior. The previous model was a mishmash of hard and shiny plastics that wasn’t really fitting for any vehicle. The 2014 model takes some inspiration from Ram and Lexus with a combination soft-touch materials, leather, and higher quality plastics. The center stack has been revised with a standard seven-inch touchscreen featuring the latest version of Toyota’s Entune infotainment system and a new dual-zone climate control system. The new Entune system is still easy to use, but now comes with an updated interface which brings it into the current century. It also should be noted that Toyota pulled an idea from GM’s old infotainment system as the main screen can be divided into two to three quadrants to show much more information at a quick glance.

Toyota calls the crew-cab Tundra the Crewmax and once you sit the in the back, you understand why. Sitting in the back, you feel like you’re riding in a limousine due to the comfortable seats and impressive amount of legroom. Toyota says the Crewmax has 42.3 inches of legroom, which is about 1.4 inches more than the Chevrolet Silverado and GMC Sierra. The Tundra Crewmax also beats the Toyota's largest sedan, the Avalon in rear legroom by 3.1 inches.

For Thoughts On The Powertrain and Ride, See Page 2

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The Tundra’s powertrain lineup is carried over from the previous-generation. That includes a 4.0L V6, 4.7L V8, and a 5.7L V8. My tester came equipped with the 5.7L which makes 381 horsepower and 401 pound-feet of torque. This is paired up to a six-speed automatic and optional four-wheel drive system. While the power figure seems impressive on paper, a curb weight of 5,890 pounds negates that. Leaving off the line, the 5.7 V8 has excellent response and moves the truck with authority. But as you climb upward in speed, the engine begins to struggle with all of that weight. Not helping matters is throttle response that is somewhat sluggish and you find yourself pushing the pedal further down to reach the power. There also is a unpleasant racket that appears as you climb in speed. The six-speed automatic redeems the powertrain somewhat as its able to deliver smooth shifts quickly.

The EPA rates the Tundra equipped with the 5.7L at 13 City/17 Highway/15 Combined. I was able to get 14 MPG for the week. A far cry from truck manufacturers who boast models that can achieve 20 plus MPG on the highway. The Tundra could really use some fuel saving tricks such as direct-injection and cylinder-deactivation.

This Tundra came equipped with TRD Off-Road package which adds eighteen-inch alloy wheels wrapped in Michelin LTX AT2 tires, Bilstein shock absorbers, skid plates, and tow hooks. The package really makes the Tundra almost capable in the rough stuff as it was able get through some of the remaining snow in a lot. Toyota has kept solid-rear/leaf-spring setup from the previous-generation. Not surprisingly, the Tundra is a compliant rider as bumps and potholes are transmitted to the passengers. The brand could take some ideas from GM's full-size trucks as they employ the same setup in the rear, but are able to achieve a more comfortable ride. Steering is light and has very good weight whenever you are driving around.

After spending a week with the Tundra Limited Crewmax, I found myself scratching my head and wondering who should buy it? The problems with the Tundra range from poor fuel economy, sluggish performance from the V8, and a bouncy ride. But there are some pluses to the Tundra such as the improved interior, the optional TRD package, and an as-tested price of $44,459 make it a real bargain in the full-size class. While the Tundra may not have an ace up its sleeve, it is a good truck. But for many buyers in the full-size truck marketplace, good enough doesn’t cut it.

Disclaimer: Toyota Provided the Tundra, Insurance, and One Tank of Gas

Year: 2014

Make: Toyota

Model: Tundra

Trim: Limited CrewMax

Engine: 5.7L DOHC 32-Valve V8

Driveline: Six-Speed Automatic, Four-Wheel Drive

Horsepower @ RPM: 381 @ 5,600

Torque @ RPM: 401 @ 3,600

Fuel Economy: City/Highway/Combined - 13/17/15

Curb Weight: 5,850 lbs

Location of Manufacture: San Antonio, Texas

Base Price: $41,895.00

As Tested Price: $44,459.00 (Includes $995.00 Destination Charge)

Options:

Limited Premium Package - $595.00

Bedliner - $365.00

Running Boards - $345.00

TRD Off-Road Package - $100.00

Exhaust Tip - $99.00

Door Sill Protector - $65.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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Let us go back in time to October 2013 and my review of the 2013 Hyundai Sonata SE 2.0T. This is how I ended the review,

“The current Sonata started a revolution in the midsize sedan and the fact it's still selling so well means the next-generation model has a tough act to follow.”

Well the Korean automaker revealed the next act of the Sonata at the New York Auto Show back in April and it seemed that something was amiss. It was named Sonata, had the Hyundai badges, and was powered by a selection of four-cylinder engines. But it didn’t look like a Sonata. The new model had lost that stylistic edge that the previous one had. Not a good sign considering that most people correlate the Sonata with the Hyundai brand. Was Hyundai going backwards? This past week, I had the chance to check out the 2015 Sonata lineup to see if any of those fears I had were true.

The 2015 Sonata features Hyundai’s latest design language called Fludic Sculpture 2.0. The new language is an evolution and provides a more mature look for Hyundai’s midsize model. The front end features a wider grille, reshaped headlights, and a new bumper. The side profile features a toned-down version of the coupe roofline and distinctive character line running from the front fender to the rear. Hyundai designers also increased the window space along the side to improve the feeling of interior space. The back has a reshaped trunk lid and taillights. New for this generation is the introduction of a Sport model which adds a more aggressive front grille and bumper; side skirts, eighteen-inch alloys, and quad exhaust pipes.

I’m not sure toning down the Sonata’s look is a good decision. When the last-generation Sonata debuted, it stood out in the plain and bland midsize class. Now with the new one, it kind of blends in with everyone else. Sure, you can tell there are design cues that come from the previous model and the Sport models does add some aggression. I just think Hyundai is going a little bit backwards here.

Moving inside, the 2015 Sonata feels much more spacious and high-quality than the last-generation. The waterfall center stack and dual-cockpit front seat layout has been put out to pasture. In its place is a wider center stack which not only improves the feeling of spaciousness, it also improves the control layout. Material quality has also seen a noticeable improvement with the lineup getting soft-touch materials and different trim pieces dependent on the model (Limited: Wood trim, Sport: Aluminum and faux Carbon Fiber). Back-seat passengers will see and feel a noticeable improvement in head and legroom.

Equipment is generous across the lineup with all Sonatas getting alloy wheels ranging from sixteen to eighteen-inches, full power accessories, remote keyless entry, premium cloth upholstery, and 60/40 split-fold rear seats. For your entrainment needs, the base Sonata gets a standard radio with iPod/USB/AUX inputs, SiriusXM satellite radio, and Bluetooth. Next up is a five-inch touchscreen radio, followed by an eight-inch touchscreen with the latest version of the automaker’s infotainment system. Coming soon to the Sonata will be Apple CarPlay and Android Car integration.

On the powertrain front, the 2015 Sonata has three different engines to choose from. The base is the 2.4L Theta II GDI four-cylinder engine. Standard on the SE, Limited, and Sport models, the 2.4 makes 185 horsepower and 178 pound-feet of torque (slightly down from the 190 horsepower and 179 pound-feet from the previous model). Next is the turbocharged 2.0L Theta II GDI four-cylinder with (down from 274 horsepower and 269 pound-feet of torque). The reason for the decrease in power is due to both engines getting Electronic Intake Continuously Variable Valve Timing (E-CVVT) and the turbo engine getting a smaller turbocharger to improve responsiveness and drivability. Both engines come with a six-speed automatic transmission.

New for the 2015 Sonata is the turbocharged 1.6L inline-four which is standard on the new Eco model. The 1.6L makes 177 horsepower and 195 pound-feet of torque. To get all of the power to the road, Hyundai fitted a new seven-speed dual-clutch transmission.

The suspension setup is mainly the same with MacPherson struts up front and a multilink system in the rear. Sport models gain aggressively tuned dampers and springs. For steering, Hyundai employs two different steering systems. Most Sonatas use a column-mounted electric power-assist system, while the Sport 2.0T gets a rack-mounted setup which is said to improve responsiveness.

Alright, enough information about the 2015 Sonata. Time to take it for a spin.

See The Next Page For Drive Impressions.

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Before I dive into my impressions, I should say I didn’t get the chance to take a spin in the Sonata Eco. I hope to rectify that when I get a Sonata in for review in the coming months.

First up was the Sonata Limited with the 2.4L engine. The 2.4L gets up to speed quickly when driving in the city limits, but begins to lose some steam as you climb higher in speed. I wasn’t sure if the power band dropped off at a certain point or if the gearing was tuned more for economy. As for the engine itself, it was very refined with minimal NVH levels. The automatic transmission goes about its business without making itself noticed at all. Ride quality is improved with a smooth ride and making imperfections seem like they don’t exist. Body monitions are kept in check when taken around corners. Steering is somewhat numb, but provides good weight. In other words, its pretty much par for the course in the midsize sedan class.

Then I hopped into the Sonata Sport 2.0T. The 2.0T in the 2015 Sonata doesn’t quite feel as fast as the one in 2013 Sonata I drove last year. What has been improved is acceleration when leaving a stop. In the old Sonata, it felt like the turbocharger took a few seconds to spool up before delivering that punch. In the 2015 model with the smaller turbocharger, the response is improved and makes it feel a bit more punchy. Like in the standard Sonata, the automatic transmission does a fine job without bringing any attention to itself. Ride and handling is pretty much the same as the standard model which is surprising considering this is the Sport model. Steering oddly feels the same as the standard Sonata, despite a different steering system. Something tells me that I need to spend some more time with the Sport to see if there is really a difference,

As for pricing, the 2015 Sonata lineup starts at $21,150 for the base SE model. Compared to the outgoing Sonata, the new model costs about $300 less. But don’t expect the removal of features. The base SE gets such items as LED daytime running lights, a driver knee airbag, blind spot mirror for the driver, and a rear lip spoiler as standard equipment. From there, the Sonata lineup climbs to $33,525 for the Sport 2.0T with the Ultimate Package.

While the 2015 Hyundai Sonata has lost some of the edginess that made the previous-generation a standout in the midsize class, the 2015 model shows that Hyundai wants to move up and provide a vehicle that is seemingly well-rounded. The 2015 Sonata should be able to do something that the last-generation model started, bringing more buyers into Hyundai showrooms.

Disclaimer: Hyundai Provided the Sonatas, Refreshments, and Lunch For This First Drive Event

Year: 2015

Make: Hyundai

Model: Sonata

Engines:

• 2.4L DOHC D-CVVT Four-Cylinder (SE, Sport, Limited)
  
• 2.0L Turbocharged DOHC D-CVVT Four-Cylinder (Sport 2.0T)
  
• 1.6L Turbocharged DOHC D-CVVT Four-Cylinder (Eco)
  

Driveline:

• Front-Wheel Drive, Six-Speed Automatic (2.4 and 2.0T)
  
• Front-Wheel Drive, Seven-Speed Dual-Clutch Automatic (Eco)
  

Horsepower @ RPM:

• 185 @ 6,000 (2.4)
  
• 245 @ 6,000 (2.0T)
  
• 177 @ 5,500 (Eco)
  

Torque @ RPM:

• 178 @ 4,000 (2.4)
  
• 260 @ 1,350 – 4,000 (2.0T)
  
• 195 @ 1,500 - 4,500 (Eco)
  

Fuel Economy: City/Highway/Combined

• 25/37/29 (SE 2.4)
  
• 24/35/28 (Sport and Limited 2.4)
  
• 23/32/26 (Sport 2.0T)
  
• 28/38/32 (Eco)
  

Curb Weight:

• 3,252 – 3,466 lbs (Models equipped with the 2.4)
  
• 3,505 – 3,616 lbs (Sport 2.0T)
  
• 3,270 – 3,298 lbs (Eco)
  

Location of Manufacture: Montgomery, Alabama

Pricing:

• SE: $21,960 - $23,160
  
• Sport: $23,985 - $27,435
  
• Eco: $24,085 - $28,185
  
• Limited: $27,335 - $32,385
  
• Sport 2.0T: $29,385 - $34,355
  

(Note: All prices include $810 destination charge.)

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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To say Hyundai grabbed everyone’s attention when they launched the Genesis at the 2008 North American International Auto Show is a true understatement. Here was a model that came with rear-wheel drive, a choice of either a V6 or V8 engine, many luxury appointments and features, and the value the company was known for. The Genesis left many wondering what the devil the company was doing, but Hyundai had a plan. The Genesis was a model they thought would not only bring new people into the Hyundai fold; it would raise the allure of the brand. That’s just what the model did. Consider this: In 2009 when Genesis was on sale for a full year, Hyundai sold 13,604 Genesis models. In 2013, that number rose to 19,804, an increase of 46 percent.

Now enter the 2015 Genesis. The second-generation models builds on what the first has done with improvements to theinterior, powertrain, chassis, and refinement. But Hyundai also has bigger ambitions as well with this model. During the presentation at the Detroit Media Preview, Hyundai named the likes of the BMW 5-Series, Cadillac CTS, and Mercedes-Benz E-Class as competitors to the Genesis. Big names to say in the least. Does the Genesis have what it takes? Read on.

The 2015 Genesis is the first model in Hyundai’s lineup to introduce their latest design language named Fluidic Sculpture 2.0 which basically boils down to the design being a bit more restrained and losing a bit of the curvy-ness that the company was known for. Despite the loss in curves, the 2015 Genesis still seems to stand out. Cues such as the large, hexagonal grille up front; a choice of eighteen or nineteen-inch wheels, LED lighting along the outer edges of the headlights, and chrome exhaust tips give the 2015 model an identity. The same cannot be said for the first-generation Genesis. Overall length has increased to 196.5 inches, which allowed Hyundai’s designers to give the model a bit more aggressiveness by sharply raking the roofline at the rear to give a somewhat of a fastback shape. After seeing the Genesis in person, I can say for the most part that I like the design. My only problem is the front with the large grille. It makes the Genesis look too comical.

Moving inside, the 2015 Genesis’ interior has been fully changed. The dash is logically laid out and controls are within easy reach of the driver and passenger. Materials are top notch with leather on the seats, an abundance of soft-touch materials on the dash and door panels, and real aluminum and wood trim. Seats offer a nice balance of comfort and support, along with twelve-way power adjustments. The seats were so comfortable in fact, my drive partner was falling asleep during the drive. Back seat passengers will be impressed by the amount of head and legroom on offer. Hyundai says the Genesis has more cubic feet of interior room than just about anything in the class.

On the technology front, all Genesis models come with eight-inch touchscreen with navigation, a 4.3-inch color screen in the instrument cluster providing trip computer info, BlueLink telematics, and what the company calls Smart Trunk. Smart Trunk is where you stand near the back of the vehicle with the proximity key on you and within three seconds, the trunk will automatically open. Now before you think that the trunk will open up whenever you are near the vehicle, Hyundai says you have to have the vehicle locked and away from it for fifteen seconds before you can use this feature. Options include a 9.2 HD touchscreen, head-up display, and a 17-speaker Lexicon audio system.

Powertrains carry over from the last-generation model, but have received a number of tweaks to improve drivability. The 3.8 V6 now makes 311 horsepower and 293 pound-feet of torque, while the 5.0L V8 makes 420 horsepower and 383 pound-feet of torque. An updated eight-speed automatic is the sole transmission for both engines. New for this generation is HTRAC all-wheel drive. The system which was developed in-house by Hyundai utilizes an electronic variable-torque-split clutch with active torque control between both the front and rear axles. The system normally operates at a 40/60 split, but can send up to 90 percent of power to either the front or rear axle. The system is available on the V6 only.

Alright, enough about the details on the 2015 Genesis. Lets take a drive.

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Even though the 2015 Genesis weighs more than the outgoing model (4,138 lbs for the V6, 4,295 lbs for the V6 HTRAC, and 4,541 lbs for the V8), both engines are up to task of moving the vehicle at a brisk rate. The V8 produces a nice growl when you step on it and power comes very effortlessly. However the V6 engine is the sweet spot as feels just as powerful as the eight and gets better fuel economy overall. During the drive loops, I recorded an average 22 MPG in the V8, while the V6 with HTRAC AWD system got 25 MPG. The eight-speed showed the same characteristics as in theEquus I drove last year; smooth and quick shifts up and down the eight speeds. As for the all-wheel drive system, I couldn’t say if it improved handling or not. I’ll need to spend some more time with a Genesis to find out.

Under the skin is a stronger structure with high-strength steel used throughout, revised multilink suspension front and rear, new variable-ratio, electric power-assist steering, and an optional continuous damping control system on the V8. What this means is that the Genesis is one of the first Hyundai models that actually drives pretty well. Both models showed no body roll and stability when pushed into corners, while steering provided good feel and weight. Now I can’t say whether it's as good to drive as a BMW 5-Series or Cadillac CTS till I drive either one. What I can say is compared to past Hyundais, the Genesis shows signs of improvement. Now all of those changes I talked about which improving the driving dynamics also help in thecomfort and quiet department. The Genesis’ suspension setup was able to soak up potholes and imperfections like they were nothing. Wind and road noise were kept to a minimum.

Now onto the price tag. Hyundai has bumped the price of the 2015 Genesis by $2,500. So the base Genesis with the 3.8 V6 will now cost $38,000 (not including a $950 destination charge). That price increase nets you more standard features such as navigation, backup camera, Hyundai’s BlueLink Telematics, power folding mirrors, rain sensing wipers, and much more.

With the first-generation Genesis, Hyundai made a statement of intent. The brand who was known for the Pony and the 10 Year/100,000 Mile warranty wanted to show that it could reach higher and become something to aspire to. With the second-generation Genesis, Hyundai begins to solidify that.

Disclaimer: Hyundai provided the vehicles and a lunch during this first drive event.

Year: 2015

Make: Hyundai

Model: Genesis

Engines: 3.8L V6 (311 Horsepower, 293 Pound-Feet of Torque), 5.0L V8 (420 Horsepower, 383 Pound-Feet of Torque)

Driveline: Rear-Wheel Drive, All-Wheel Drive

Fuel Economy: City/Highway/Combined - 18/29/22 (3.8L V6 RWD), 16/25/19 (3.8L V6 AWD), 15/23/18 (5.0L V8 RWD)

Curb Weight: 4,138 lbs (3.8L V6 RWD), 4,295 (3.8L V6 AWD), 4,541 lbs (5.0L V8 RWD)

Location of Manufacture: Ulsan, South Korea

Base Price: $38,950 (3.8L V6 RWD), $41,450 (3.8L V6 AWD), $52,450 (5.0L V8 RWD) (Includes a $950 destination charge)

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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It's not easy being number three. Especially in the class of the midsize sedan where the Honda Accord and Toyota Camry rule the roost. But there is a model which has been making itself at home in third place. That model would be the Nissan Altima. In its current incarnation, the Altima has been making a name for itself among the likes of the Accord and Camry. But why does the Altima end up sitting in third place in sales at the end of year? Well I spent a week with a 2014 Nissan Altima 2.5 SL and I think I have an answer to that.

The Altima’s exterior sits somewhere in the middle of the midsize sedan design spectrum. It isn’t as exciting as a Kia Optima or a Mazda6, but it isn’t as bland as the Toyota Camry or Volkswagen Passat. The Altima’s front has has a trapezoidal-shaped grille and front headlights that carry a boomerang-shape as seen on 370Z. The boomerang light idea continues in the back where the rear taillights carry the same design. One other cue to take note of on the Altima is the flowing front fenders.

The Altima’s interior follows the same design as the exterior. Nothing too flashy, nor too bland. The layout is very simple with leather, fake wood and metal trim lining parts of the interior. This makes it feel very upscale when compared to competitors. One of the big selling points on the Altima its zero-gravity seats which they say helps put less of a load on on the spine, pelvis and muscles on long trips. Now I cannot say whether or not the seats provided less stress to my back, but I can say they were comfortable. Back seat passengers will find a surprising amount of head and legroom.

The center stack featured a seven-inch touchscreen which comes as part of the SL Tech package. The touchscreen features the latest version of the automaker’s infotainment system which includes NissanConnect, a way for certain apps such as Facebook to be used in the vehicle via your smartphone. Unfortunately, I didn’t get the chance to play around with this. What I did get to play around with was the system itself. The interface looks somewhat old, despite it being a brand new system. However, the system is really easy to comprehend with large touch points, hard buttons on either side of the screen, and simple layout. But in my tester, the system had some problems that ranged from slowness to the entire system doing a reboot. I don’t know if this was an odd occurrence or a common problem at the time I had the vehicle. I need to spend some more time with Nissan’s system before I can really answer this.

For Thoughts On The Powertrain and Ride, See Page 2

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Like Honda and Toyota, Nissan is sticking with a four-cylinder and V6 engine lineup for the Altima. My tester, was equipped with the 2.5L four-cylinder which makes 182 horsepower and 180 pound-feet of torque. It's paired up with the company’s Xtronic CVT. The 2.5 is pretty peppy with power being always there and offering decent acceleration. What I wished for was a bit more refinement from the engine. Apparently Nissan’s engineers had listed on engine requirements was to make sure everyone in the interior knew the engine was working. Well that has been accomplished. The CVT for the most part is unobtrusive and is able to deliver the power smoothly. The only downside is that when you push down on the accelerator pedal, the CVT makes itself known. On the fuel economy front, the EPA rates the Altima equipped with the 2.5 at 27 City/38 Highway/31 combined. I averaged 30.5 during my week-long test.

Taking the Altima out on the open roads, it proved to be a fine cruiser. Whether on the freeway, in the city, or out in the suburbs;, the suspension does a very good job of smoothing out the bumps and imperfections. As for noise isolation, the Altima sits in the middle once again. A decent amount of road and wind noise is contained, but it cannot compare to the likes of the Chevrolet Malibu. Out on the curvy stuff, the Altima once again sits in the middle. The suspension is capable enough to keep the Altima level and the steering has a nice response and feel.

To go back to the question I asked earlier about why the Altima sits in third place, I think I have the answer. Nissan has most of the pieces together with the Altima. But there are a couple of stumbling blocks for the model with the engine needing some more refinement and the buggy infotainment system. Because of these problems, it puts the Altima right in the number three spot. If Nissan were to fix these problems, then we might have a three-horse race for #1.

Disclaimer: Nissan Provided the Altima 2.5 SL, Insurance, and One Tank of Gas

Year: 2014

Make: Nissan

Model: Altima

Trim: 2.5 SL

Engine: 2.5L DOHC Inline-Four

Driveline: Front-Wheel Drive, CVT

Horsepower @ RPM: 182 @ 6000

Torque @ RPM: 180 @ 4000

Fuel Economy: City/Highway/Combined - 27/38/31

Curb Weight: 3,206 lbs

Location of Manufacture: Smyrna, Tennessee

Base Price: $27,760.00

As Tested Price: $30,625.00 (Includes $790.00 Destination Charge)

Options:

Technology Package - $1,090.00

Moonroof Package - $890.00

Carpeted Floor and Trunk Mats - $185.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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Space, the final frontier.

Besides being one of the well known lines in pop culture, it’s a perfect description for the Nissan Versa. When the automaker first introduced the Versa, it promoted that the model had a lot of space for not a lot of money. With this combination, Nissan was able to take a nice chunk of the subcompact marketplace. But as time went on, the subcompact marketplace got more competitive with automakers introducing brand new models that offered more than a low price. However, Nissan is sticking with a lot of space for not a lot money combination with the new Versa and Versa Note. Is this still a viable plan? I spent a week in a 2014 Versa Note SL to find out.

There are two key items you need to know about the Versa Note’s design. One: It follows the general rule in subcompact and compact car design where the hatchback has a bit more style than the sedan. Two: The Versa Note’s overall design either reminds you of a small bread van or a tropical fish. The latter due in part to the tester’s blue color. Some design cues Nissan has applied to the Versa Note include a long, narrow front grille; seventeen-inch alloy wheels on the SL, and a rear spoiler.

Space is the big theme with Versa Note and it begins with the back seat. Stepping back here, you’ll be surprised at the amount of head and legroom available here. Getting into the back for the first time, I felt like I was sitting in a midsize sedan, not a subcompact. For cargo space, the Versa Note offers up 18.8 cubic feet of space with the back seats up. This beats the Infiniti QX80 I reviewed the week before.

Another selling point Nissan is promoting with the Versa Note is the amount of tech. On this particular model, it came equipped with a 5.5-inch color touchscreen with NissanConnect and navigation. The new system’s interface looks a little bit dated, but its easy to navigate thanks to large touch points and hard buttons on either side to move to different functions. It also comes with the ability for you to send points of interest and directions from Google. The system allows you use certain apps such as Facebook when your phone is hooked up. Sadly, I didn’t get chance to try either feature out. What I did try was Nissan’s Around View Camera system which uses four cameras (one in the front, the back, and under each side view mirror) to provide a 360 degree view of the view when backing up or getting into a tight parking space. It may seem a bit odd to have this feature in subcompact hatchback with excellent visibility all around, but I was very appreciative of this feature when I was trying to get the Note into a tight parallel parking spot.

The rest of the interior is well, very dull. While many subcompacts are being somewhat interesting with their interiors, the Versa Note sticks on the boring side. Materials are mostly of the hard plastic variety, which is the standard for the class. Build quality is excellent.

For Driving Impressions, See Page 2

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Powering the Versa family is a 1.6L four-cylinder with 109 horsepower and 107 pound-feet of torque. Base models get a five-speed manual as standard, while higher trim models such as the SL get a CVT. With a 0-60 MPH time around 11 seconds, the Versa Note is one of the slowest vehicles on sale. But oddly, it doesn’t feel that slow in certain situations such as leaving a stop. In others such as merging onto the freeway, you find yourself wanting a bit more oomph and less noise from the engine and CVT. The upside to the slowness is EPA fuel economy ratings of 31 City/40 Highway/35 Combined. During the week I saw an average of 34 MPG. The saying of you win some and you lose some is very apparent here.

The Versa Note feeling like a bigger vehicle also pertains to the suspension. A MacPherson strut/torsion bar suspension setup is used and for the most part, and it was able to cope with most imperfections on the road. It should be noted that large bumps were able to upset the suspension. Out on the curves, the Versa Note isn’t great. The suspension tune is manly focused on comfort which means the Versa Note shows evidence of body lean. Steering feels very rubbery and there isn’t really much feel when you decide to push it.

The subcompact class is filled with many vehicles that have their own distinct advantages for someone to find the right model. Because of this, the 2014 Nissan Versa Note fills a niche. If you’re someone who wants a lot space for not a lot cash, and the availability of a lot technology, then the 2014 Versa Note is one that deserves a closer look. But if you want something a bit more funky; something with a bit more sport; or something with better appointments, you have a wide range of vehicles to choose from.

Cheers: Space, Big Car Ride, Around-View Camera, Infotainment System

Jeers: Could Use A Bit More Power, Dull Interior, Not A Car You Want To Play Around With

Disclaimer: Nissan Provided the Versa Note, Insurance, and One Tank of Gas

Year: 2014

Make: Nissan

Model: Versa Note

Trim: SL

Engine: 1.6L DOHC Inline-Four

Driveline: Front-Wheel Drive, CVT

Horsepower @ RPM: 109 @ 6,000

Torque @ RPM: 107 @ 4,400

Fuel Economy: City/Highway/Combined - 31/40/35

Curb Weight: 2,482 lbs

Location of Manufacture: Aguascalientes, Mexico

Base Price: $15,990.00

As Tested Price: $19,545.00 (Includes $790.00 Destination Charge)

Options:

SL Package - $1,700.00

Technology Package - $800.00

Carpeted Floor Mats & Cargo Mat - $175.00

Rear Cargo Cover - $90.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster

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The holiday road trip: A time where the family fills up the vehicle with presents and luggage to head out and enjoy time with relatives and friends. But for many, the trip becomes a miserable experience with kids arguing and getting into fights over the stupidest things, while the parents begin yelling at their kids to stop it or we’re pulling to the side of the road. Such was the case of many holiday trips I took as a child.

So this past Christmas, my parents asked if I would be willing to drive everyone up to Northern Michigan. I said yes and began to figure out which vehicle would be able to carry all our stuff, getting through the white Christmas, and keep the peace with everyone. So I decided to call in 2014 Infiniti QX80 as I thought it would be to fulfill those needs listed. Was it able to?

Let's get something out of the way with the 2014 Infiniti QX80, it’s a vehicle you cannot miss it. With a design that looks like it came out an amine and a abundance of chrome that can give the Cadillac Escalade a formidable challenge on bling-ness. But the overall design is a bit ungainly. Infiniti’s designers tried their best to fit the current design theme of the flowing curves onto this large vehicle and the results aren’t pretty. The addition of the silver paint on my tester didn’t help the design at all. I will say the design did grow on me during the week, but I think a black or a dark blue would help out immensely.

Moving inside, the QX80 story gets a bit better. The first thing about the interior is that it is cavernous. Front seat passengers get a set of plush leather seats with power adjustments and heat/cooling. The second row was outfitted with a pair of captain chairs with heat. Passengers sitting back here were very comfortable thanks to immense amount head and legroom. They were also impressed that the vehicle had the optional DVD system with screens in the back. There is a third row, but its best reserved for small kids as legroom is verging on non-existent. The third-row also highlights a big problem with the QX80: Cargo Space. If the third row is up, you only get a paltry 16.6 Cubic Feet. The Nissan Versa Note I had a week after had 2.2 cubic feet more space. A subcompact hatchback having more space than a full-size SUV; anyone else seeing a problem here? Thankfully, space does increase when you fold the third row.

As for interior appointments, the QX80 is top notch with real wood and aluminum trim, and padded surfaces throughout. Build quality is very impressive. Standard equipment was Infiniti’s infotainment system with navigation. The system is very easy to use thanks to understandable interface and a set of physical buttons to get you directly to different parts of the system. However the interface is starting to look a bit dated when compared to the competition. I hope Infiniti has something up their sleeve in the coming year or so.

For powertrain, ride, and final thoughts, see the next page.

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Powering this massive beast is Infiniti’s 5.6L V8 engine with 400 horsepower and 413 pound-feet of torque. A seven-speed automatic transmission is the only choice, but there is a choice between two-wheel and Infiniti’s All-Mode 4WD system. My tester came with the latter. This V8 engine had no problem of moving the QX80’s curb weight of 5,878 pounds. In fact, you didn’t think it weighed that much thanks to the engine’s low-end punch and the seven-speed delivering smooth and responsive shifts. I had to keep telling myself this is an SUV, not a muscle car. With all of that performance, you’ll pay dearly for gas. The EPA rates the 2014 QX80 4WD at 14 City/20 Highway/16 Combined. My average for the week was 15 MPG.

One other place where the QX80 shined was in the ride and handling department. The QX80 was a perfect choice as a long-distance cruiser (aside from the fuel economy). The fully independent suspension setup did an impressive job of making even some of the worst roads in Northern Michigan feel like nothing. This is impressive when you take into account the QX80 was fitted with the optional twenty-two inch wheels. Wind, road, and engine noise are kept to a whisper, something needed for a long-distance runner.

More surprising was how the QX80 handled. I was expecting the QX80 to handle like a boat in choppy waters; flopping all over the place. That was not the case in the QX80 as lean and body roll were kept to minimum. This is thanks to a optional Hydraulic Body Motion Control System which varies suspension travel to keep the vehicle level. I wished the same could be said for the steering which is light and somewhat numb on feel.

One other note I should mention on the QX80. For how big the QX80 is, it happens to be very agile. Even in some tight parking spots, the QX80 was able to get in without doing the whole pull in forward, then back up, and repeat dance.

After coming home from the holidays with the QX80, I would say it made the trip very painless. A comfortable ride, luxury goodies galore, and quietness made this a perfect vehicle to keep the peace and make everyone happy. If you've got the coin and are willing to live with that design, then Infiniti has an SUV for you.

Cheers: Able To Keep The Peace, Luxury Appointments, V8 Performance, Dual Personality of Suspension

Jeers: Drinks Gas Like Its Going Out Of Style, Cargo Space, Exterior Design, Dated Infotainment System

Disclaimer: Infiniti Provided the QX80, Insurance, and One Tank of Gas

Year: 2014

Make: Infiniti

Model: QX80

Trim: N/A

Engine: 5.6L V8

Driveline: Seven-Speed Automatic Transmission, Four-Wheel Drive

Horsepower @ RPM: 400 @ 5,800

Torque @ RPM: 413 @ 4,000

Fuel Economy: City/Highway/Combined - 14/20/16

Curb Weight: 5,878 lbs

Location of Manufacture: Yukuhashi, Japan

Base Price: $64,450.00

As Tested Price: $79,095.00 (Includes $995.00 Destination Charge)

Options:

Deluxe Touring Package - $4,650.00

Technology Package - $3,250.00

Theater Package - $3,100.00

Wheel & Tire Package - $2,450.00

Cargo Mat, Net, & First Aid - $200.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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During the late forties and early fifties, Buick had a unique tagline in their ads which was “When better cars are built, Buick will build them’. This was to tell possible buyers that if you wanted a quality vehicle, look at a Buick. But this tagline also poses an interesting question. When General Motors exited bankruptcy just a few years ago, the brand that was the rising star was Buick. Sales were improving and the perceptions of the brand being an old person’s vehicle were changing thanks to two key models: the Enclave and LaCrosse.

Within the past two years, Buick has introduced refreshed versions of the two models that have played a key part in its revitalization. This brings up the question of when better cars are built, will Buick build them? To find out, I spent some quality time with a 2014 Buick LaCrosse.

The 2014 LaCrosse is very similar to the model introduced back in the 2010 model year. The only real difference between the two is that the 2014 model has gotten some minor surgery here and there. Up front is a new a clip that features a larger grille that has been restyled and reshaped headlights with a strand of LEDs. The back end has a new trunk lid and taillights. Seeing the 2014 LaCrosse for the first time, I wasn’t too keen on the changes as I thought it made it look bloated. But seeing it in person with the Midnight Amethyst paint color, the LaCrosse has begun to grow on me.

The LaCrosse’s interior is one that can be best described as handsome and something very different from other competitors in the class. My tester was equipped with a light neutral leather trim with cocoa accents to give the interior a very airy-feeling. Wood trim along the dash and door panels add a nice touch of class. Being a Buick, you would expect high levels of comfort. The LaCrosse delivers on that front with supportive seats for all passengers and power adjustments for the front passengers. The back set has a very generous amount legroom, but headroom is tight thanks to the LaCrosse’s sloping roofline.

On the tech front, Buick has fitted a new instrument cluster that now features a screen in the center that displays navigation, audio, telephone, or vehicle information. The center stack has been reworked to feature a larger eight-inch touchscreen with Buick’s IntelliLink infotainment system and touch-pad buttons for the climate control system. The touch-pad controls were somewhat hit and miss when I tried to adjust the temperature or turn on/off the heated or cooled seats. While the controls are nice to look at, I do wish Buick would go back to physical buttons. As for IntelliLink, it still has some performance problems when performing certain tasks such as changing stations. However, GM does deserve a lot of credit for IntelliLink’s voice recognition system. Whatever I said to the system, it was able to figure it out and perform it.

For Ride and Drive Impressions, See the Next Page.

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The LaCrosse is available with two different powertains; a 2.4L eAssist mild-hybrid system or a 3.6L DI V6. My tester was equipped with the latter engine and it packs 304 horsepower and 264 pound-feet of torque. A six-speed automatic is the sole transmission, but you do have the choice of either front-wheel or all-wheel drive. Mine was equipped with front-wheel drive. Much like the Chevrolet Impala I drove for review last summer, the 3.6L is very much up to the job in the LaCrosse. Power came on very smoothly and there was no feeling of the vehicle needing more power. The six-speed automatic is very smooth with shifts being barely felt by anyone. The most impressive feat of the 3.6 though is how refined it is. Compared to the Cadillac XTS and Chevrolet Impala who also use this engine, the LaCrosse’s application is the most quiet yet. Credit the brand’s quiet tuning for this. On the fuel economy front, the EPA rates the 2014 LaCrosse at 18 City/28 Highway/21 Combined. My average for the week landed around 22.1 MPG.

On the ride and handling front, the LaCrosse has found a nice middle ground of providing a smooth ride and keeping the body motions in check. This comes down to an optional adaptive suspension suspension which automatically adjusts to keep everything in check and provide passengers a ride that can rival a magic carpet. The driver can adjust the suspension to either provide standard smooth ride or a firmer, sporty ride. While it does firm up the ride somewhat, it doesn’t make into car you want to play around with. The steering had a light feel when you’re turning, but had a nice amount of feedback that was being communicated to the driver.

Like every other Buick, the LaCrosse comes with the brand’s QuietTuning which employs such items as dual-pane glass and added insulation. The LaCrosse has a clever trick of using its audio system to help cancel out ambient noise by pumping out white noise. It’s a clever system to make the interior feel like a library.

With every iteration of the LaCrosse, Buick has been able to pull out a bit more refinement. The 2014 model shows that with impressive ride manners, quietness, and a interior that could make living room envious. To go back to question of when better vehicles are built, will Buick build them? The 2014 LaCrosse proves they already are.

Cheers: The Quietness, Ride, Luxury Appointments

Jeers: Infotainment Woes, Capacitive Touch Buttons On The Climate Control

Disclaimer: Buick Provided the LaCrosse, Insurance, and One Tank of Gas

Year: 2014

Make: Buick

Model: LaCrosse

Trim: Premium FWD

Engine: 3.6L SIDI V6

Driveline: Front-Wheel Drive, Six-Speed Automatic

Horsepower @ RPM: 304 @ 6,800

Torque @ RPM: 264 @ 5,300

Fuel Economy: City/Highway/Combined - 18/28/21

Curb Weight: 3,896 lbs

Location of Manufacture: Kansas City, Kansas

Base Price: $38,810.00

As Tested Price: $45,595.00 (Includes $925.00 Destination Charge)

Options:

Driver Confidence Package #1: $2,125.00

Driver Confidence Package #2: $1,795.00

Power Sunroof w/ 2nd Row Skylight: $1,195.00

Buick IntelliLink w/ Navigation: $795.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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The current Honda Accord and I had a difficult beginning. When the automaker introduced the Accord Coupe Concept at the 2012 Detroit Auto Show, I was wondering what real changes had been made and being more interested in the early 80’s Accord on loan from The Henry Ford in their exhibit. Then when Honda revealed the production Accord Sedan and Coupe, I was wondering what was going at Honda because it looks almost the same as the old one. But recently, I spent a week with a 2014 Honda Accord EX Sedan and I said, “Oh, I get it now.” Read on to see what I mean.

On the face of it, the 2014 Accord EX Sedan doesn’t look that much different from the last-generation model. The two models have a similar design profile. Honda made a couple of changes with the front end with a new grille surround and a set of LEDs running along the outer edge of the headlights. In the back, there is a restyled trunk lid. However, there is one big difference between the old and new Accord; length. Park the two next to each other and the 2014 model is about 3.6 inches shorter than the last-generation. Not only does this bring the Accord back into the midsize classification, it also makes the overall design look better proportioned.

Moving into the Accord EX’s interior, its the same story as the exterior. There really isn’t anything that breaks new ground. It’s just a lesson on how to build one that is very comfortable and well built. Materials range from soft-touch plastics on the door panels and dashboard to faux brushed metal trim. Build quality was excellent.

All Accords come equipped with a large eight-inch color screen that displays radio, audio inputs, trip computer, backup camera, and Honda’s LaneWatch system. LaneWatch uses a camera on the right-side mirror to keep an eye on the Accord’s blind spot. The system activates when you flick the turn signal to make a right turn or by pressing a button on the turn stalk. The system is a great idea as it provides that extra amount of security and certainty when making lane change or a pass. I would like to see Honda add a blind spot monitoring system as well to add a bit more security. Aside from LaneWatch, controlling the audio system and trip computer was very easy thanks to a well placed set of controls that featured large buttons.

The Accord’s interior space has to be at the top of the class. On the EX, they were wrapped in comfortable cloth with heat. The front seats provided excellent support and comfort. Despite a cut in overall length and a 0.2 inch reduction of headroom, space in rear seat is still large. My 5’7” frame was able to get comfortable and even stretch out back here.

For thoughts on the powertrain and handling, see the next page.

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For most Accords, they’ll be equipped with the powertrain combination found in my tester; a new 2.4L EarthDreams four-cylinder engine with direct-injection paired with a CVT. The 2.4 produces 185 horsepower and 181 pound-feet of torque. However, the new Accord Sport gets a slight bump in horsepower and torque to 189 and 182 respectively.

Honda is known for building four-cylinders that are very smooth, but have to be pushed to an inch of its life to get it moving at a decent clip. The new 2.4L follows that somewhat as its power delivery is very smooth. However, you don’t need to reach the outer limits to get moving. The engine builds power starting in the midrange, which makes power delivery more linear. More impressive is the CVT which takes the place of a five-speed automatic. The transmission has been engineered to simulate shifts to make it seem like you’re driving an automatic. This illusion works for the most part aside from pressing the pedal to the floor and the whine from the transmission comes into play. My average fuel economy for the week landed 31 MPG, which puts it right in line with the EPA ratings of 27 City/36 Highway/30 Combined.

Another item Honda is very well known for is using a double-wishbone suspension setup in the front and rear for the Accord. With this generation, Honda swapped swapped the double-wishbone in the front to a more compact MacPherson strut setup. This change may cause many to worry that the fun to drive aspect of the Accord would be lost. It hasn’t. The Accord feels confident and collected when being pushed around. Steering feels nicely weighted, giving more confidence to a driver.

Don’t think the Accord’s suspension is a one trick pony though. On the ‘fine’ roads of Michigan, the Accord’s suspension was able to provide a very smooth ride. Impacts from bumps and potholes were minimized. One area Honda still needs to work on is wind and road noise. Both were noticeable during my week with the vehicle.

On the face if it, you may think Honda really didn’t change anything with the 2014 Accord EX. But first glances can be deceiving. While the Accord does not have the sleek and sexy styling as some of its competitors, it does have a number of improvements to the interior, powertrain, and ride qualities that embarrass many of its rivals. To put it quite simply, the Accord just does everything right for a midsize sedan.

Disclaimer: Honda Provided the Accord EX, Insurance, and One Tank of Gas

Year: 2014

Make: Honda

Model: Accord

Trim: EX

Engine: 2.4 DOHC 16-Valve i-VTEC EarthDreams Four-Cylinder

Driveline: Front-Wheel Drive, CVT

Horsepower @ RPM: 185 @ 6400

Torque @ RPM: 181 @ 3900

Fuel Economy: City/Highway/Combined - 27/36/30

Curb Weight: 3336 lbs

Location of Manufacture: Marysville, Ohio

Base Price: $25,680.00

As Tested Price: $26,470.00 (Includes $790.00 Destination Charge)

Options:

N/A

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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For the past few years, General Motor’s pickups were getting sand kicked in their faces by Ford and Ram. The two truck manufacturers were introducing refreshed models with new powertrains, improved interiors, and clever technologies that made GM’s models look and feel old news. While the sales numbers showed a fair number of Chevrolet Silverados and GMC Sierras were being sold every month, everyone, including GM knew sales were being stolen away. All the company could do was wait for their next-generation trucks to be finished. Come late 2012 when GM introduced the next-generation Silverado and Sierra pickups. The new pickups promised more power, efficiency, and refinement.

Do GM’s next-generation trucks have what it take on the competiton? To find out, I went back to back with the GMC Sierra and Chevrolet Silverado.

When GM showed the next-generation Silverado and Sierra for the first time, many people (your’s truly included) said that the new models didn’t look that much different from the models they would replace. Well I would like to take that back as I think GM has really done an amazing job with the designs. Both trucks are nearly identical twins with embellished front and rear fenders, chrome trim pieces on the doors, and integrated bumper steps in the truck bed. The only real difference between them is in the front. The Silverado sticks with the front-end design that has been present since 1973 with a large spilt grille and a set of rectangular headlights occupying either end. The Sierra takes more of a chance with its front end design. The three-bar grill is much more imposing and a set of squared headlights feature a string of LEDs. Out of the two, I prefer the Sierra as it gives off a more imposing identity.

The most important feature of any truck besides what is under the hood has to be the bed and GM made some important changes here. The tailgate has a torsion bar to make it easier to open and shut, and prevents it from slamming down onto the bumper. The bed features a spray-in liner, adjustable tie-down mounts, and LED lights underneath the bed rails to make it easier to see when loading and unloading in the nighttime.

The biggest problem for the previous Silverado and Sierra was their interiors. Cheap materials and a design that was aging very quickly proved to be the biggest thorn in the back. The next-generation trucks remedy this problem with a much more modern interior design that puts function above form. The layout has a number of knobs and toggle switches that make it easy to control most of the functions. There are two 12-Volt outlets, a 120-Volt outlet, and seven USB ports. A bit overkill you might think. But I found the large number of power outlets very useful when I lost power at my house and was able to do some of my work from the Sierra for a good part of the day.Good thinking GM. On the material front, there is an abundance of soft-touch materials throughout the interior and real aluminum trim used on the dash. While the Ram 1500 has the overall edge on interiors for trucks, the Silverado and Sierra aren’t far behind.

Comfort and space has been improved over the previous models. The front seats are more supportive and wrapped in leather. On both trucks, the seats came equipped with heat and cooling. In the back, head and legroom is very generous. No one will feel like they have been sent to the penalty box.

One area that still needs some work is the infotainment system. Chevrolet’s MyLink and GMC’s Intelilink system are handsome to look at and easy to comprehend thanks to a well-designed layout and off-screen controls to control certain aspects. But, MyLink/Intelliink are still experiencing some slowness. For example, it takes a few seconds for the navigation to respond when I decide to either zoom in or out. But that isn’t the worst of MyLink/Intelliink problems. The Sierra had a problem where it wouldn’t play anything out of my iPod or my phone via the bluetooth system. Meanwhile, the Silverado had its system crash and reboot while I was driving. Thankfully, either problem only appeared once during my time with the trucks, but it tells me that General Motors needs to update the systems as soon as possible.

For thoughts on the powertrain and ride, see the next page

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A large change for the next-generation Silverado and Sierra lies under the hood. GM introduced a new range of EcoTec engines which include such technologies as direct-injection, variable cam timing, and cylinder deactivation. While the engine lineup is much the same as before (4.3L V6, 5.3 V8, and 6.2L V8), the new engines are more powerful and feature improved fuel economy. Both trucks came equipped with the volume engine; the 5.3L V8 with 355 horsepower and 383 pound-feet of torque. This is fed through a six-speed automatic to a four-wheel drive system. Two-wheel drive comes standard.

For most buyers, the 5.3 is more than enough. Acceleration is smooth and power is always ready for you whenever you needed it. Never once did I think that I needed or wanted more power. What I did want was a better response from the throttle. Driving around in the Sierra for the first time, I was surprised how far I had to push the throttle to get it moving. My best guess to the sluggish response is to improve fuel economy. [alignleft][/alignleft]

Speaking of fuel economy, both trucks with the 5.3L V8 are rated at 16 City/22 Highway/18 Combined. My average in both trucks landed around 16 MPG. I have a hunch that with more highway and rural driving, I could have easily gotten the combined number.

For the ride, GM sticks with a leaf-spring setup for the trucks. While you might think this would make the Silverado and Sierra ride like a bucking bronco, GM was able to tune the springs in such a way to make it feel more like luxury sedan. Even when driven down a rutted road, the two trucks were able to keep passengers very comfortable. Steering comes in the form of an electric system and provides good feel and weight. As for wind and road noise, GM employed a number of tricks such as triple door seals and spray-in sound deadening on along the firewall and transmission tunnel. These tricks really quiet down NVH levels and could give certain luxury cars a run for their money.

At first glance, the 2014 Chevrolet Silverado and GMC Sierra 1500 might not have the showstopping features that Ford and Ram have been introducing into their trucks for the past few years. But after spending some time with the trucks, I came away very impressed. GM took the basic truck recipe, leaf springs and all, and made it much more refined.

It also gives something GM hasn’t had in a long time; a blueprint which the company can use to build off. That is something I hope comes into play soon as the new Ford F-150 is just around the corner.

Disclaimer: General Motors Provided the Silverado and Sierra, Insurance, and One Tank of Gas

Year: 2014

Make: Chevrolet

Model: Silverado 1500 Crew Cab

Trim: LTZ Z71

Engine: 5.3L EcoTec3 V8

Driveline: Six-Speed Automatic, Four-Wheel Drive

Horsepower @ RPM: 355 @ 5600

Torque @ RPM: 383 @ 4100

Fuel Economy: City/Highway/Combined - 16/22/18

Curb Weight: 5218 lbs

Location of Manufacture: Silao, Mexico

Base Price: $43,650.00

As Tested Price: $49,080.00 (Includes $995.00 Destination Charge)

Options:

Driver Alert Package - $845.00

Chevrolet MyLink w/Color Touchscreen and Navigation - $795.00

LTZ Plus Package - $770.00

6" Chrome Assist Steps - $700.00

Heated & Cooled Seats - $650.00

Leather Seats - $325.00

Trailer Brake Controller - $230.00

Moveable Upper Tie Downs - $60.00

LED Lighting, Cargo Box - $60.00

Year: 2014

Make: GMC

Model: Sierra 1500 Crew Cab

Trim: SLT

Engine: 5.3L EcoTec3 V8

Driveline: Six-Speed Automatic, Four-Wheel Drive

Horsepower @ RPM: 355 @ 5600

Torque @ RPM: 383 @ 4100

Fuel Economy: City/Highway/Combined - 16/22/18

Curb Weight: 5218 lbs

Location of Manufacture: Silao, Mexico

Base Price: $43,610.00

As Tested Price: $49,045.00 (Includes $995.00 Destination Charge)

Options:

SLT Crew Cab Value Package - $2,195.00

Driver Alert Package - $845.00

GMC IntelliLink w/Color Touchscreen and Navigation - $795.00

Heated & Cooled Seats - $650.00

SLT Preferred Package - $400.00

Leather Seats - $325.00

Trailer Brake Controller - $230.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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If you have ever taken a class in economics, then you were most likely taught the economic cycle. The cycle explains periods of growth and decline in a economy via four different parts; expansion, boom, recession, and depression. A perfect example of this cycle in action is Scion. The youth-oriented brand which came on the scene in the early 2000’s experienced massive growth for the first few years. In fact, 2006 was its best year ever with sales reaching 173,034 vehicles. But since that time, Scion has been seeing its sales drop precipitously with 2010 being the worst year with 45,678 vehicles sold.

2013 was a mixed bag for Scion. On one hand, the brand told its dealers that they can drop their franchise with no penalties at all and that new products wouldn’t be here till 2016. On the other hand, Scion is slowly crawling back up in sales. 2013 saw sales reach 68,321 vehicles thanks to two models; the FR-S coupe and refreshed tC coupe. So what is it about these two models that are keeping Scion afloat? We’ve driven the FR-S and now its time for the tC to help us answer this question.

For the refresh, Scion tweaked the tC’s exterior to make it look more like the FR-S coupe. This is apparent in the front as there is now a longer hood that sits slightly lower than the previous model. The fascia has been slightly altered as well with a new bumper and grille layout. While not pulling the illusion of the FR-S fully off, the refresh does make the tC more interesting to look at. Other changes for the 2014 refresh include a set of LEDs on the bumper and a set of eighteen-inch alloy wheels.

One area that Scion left mostly alone with the tC’s refresh was the interior and that’s a good and bad thing. Let’s start with the negative on the interior. The look and quality of the materials used in the tC looks like they come out of a mid to late-nineties vehicle. I get the tC is a cheap coupe, but with competitors such as the Honda Civic Coupe and Hyundai Elantra Coupe stepping up with the materials used in their interiors, Scion really needs to step up.

Aside from the materials, the tC’s interior does everything else very well. Front-seat passengers are treated to cloth-covered seats with moderate side bolstering. Back-seat passengers will find a surprising amount of legroom. Headroom is surprising good if you’re under six feet. Cargo space is very generous with tC getting 34.5 Cubic Feet thanks to Scion’s decision of making the model a hatchback.

Equipment is generous on tC will all models getting a flat-bottom steering wheel, dual-screen sunroof, telescoping steering wheel, power windows, and a 8.1-inch touchscreen head unit. My tC tester was equipped with the optional BeSpoke Premium Audio package which adds aHa internet radio and navigation. While the interface looks like something from the Windows 95 era, it’s a very straightforward system and quick to respond. One downside is that to get SiriusXM satellite radio, you need to pony up an extra $449 on top of the $1,198 price tag for the BeSpoke system.

For thoughts on the powertrain and ride, see the next page.

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Under the tC’s hood is a 2.5L four-cylinder with 179 horsepower and 172 pound-feet of torque. To access all of that power, you’ll have be ready to put the pedal down or close to floor. Otherwise, the tC feels like it can’t get out of its own way. This is somewhat surprising since the tC only weighs 3,113 pounds. A manual transmission is standard, but my tester came equipped with the optional six-speed automatic transmission with a Dynamic Rev Management system that blips the engine when downshifting. When left to its own devices, the transmission is quick on the upshifts. Downshifting is another story as it takes a few moments for the transmission to realize it would be a good idea to do that. This is very annoying when I was trying to make a pass on the freeway or merging and I found myself throwing the automatic into the manual mode when making a pass because it would be quicker. The dynamic rev management system is one of those systems that you either think is the coolest or stupidest feature. I personally liked it because it added a sense of excitement when I pushing the tC.

On the fuel economy front, the EPA rates the 2014 tC at 23 City/31 Highway/26 Combined. My week’s average landed at 27.2 MPG.

Along with the changes to the exterior, Scion worked on improving the tC’s handling. This includes revised stabilizer bars, electric power steering system, new struts, and more welds in the body to make it stronger. The changes really make a difference as the tC is a really fun coupe to push around. Body roll is kept to a minimum and the grip from the low-profile tires were excellent. Steering really didn’t have much feel, but the heavy weight more than made up for it. Out of all the compact coupes, the tC has to be the best driving one.

But there is a downside to changes made by Scion, the tC is a rough rider when it comes to day to day duties. The suspension will send up every bump and road imperfection there is known to man, making for a very uncomfortable. Also, a fair bit of road and wind noise comes into the cabin. Those who are thinking about a tC for long-distance trips might want to reconsider.

After spending a week in the Scion tC, I can see why its a big seller for the brand. The tC packs a lot of driving fun for not that much money. Add in the loads of standard equipment you get for the price, and tC makes a very good case for itself. But I do wonder if the tC can keep up this run of success, especially considering that Honda has launched a refreshed Civic coupe, Kia making huge strides with the new Forte Koup, and the Hyundai Veloster which has a pricetag that undercuts the tC by $2,000.

Disclaimer: Scion Provided the tC, Insurance, and One Tank of Gas

Year: 2014

Make: Scion

Model: tC

Trim: N/A

Engine: 2.5L DOHC 16-Valve Four-Cylinder with VVT-i

Driveline: Six-Speed Automatic, Front-Wheel Drive

Horsepower @ RPM: 180 @ 6,000

Torque @ RPM: 173 @ 4,100

Fuel Economy: City/Highway/Combined - 23/31/26

Curb Weight: N/A

Location of Manufacture: Tsutsumi, Japan

Base Price: $20,210.00

As Tested Price: $23,166.00 (Includes $755.00 Destination Charge)

Options:

BeSpoke Premium Audio - $1,198.00

Rear Lip Spoiler - $444.00

Illuminated Door Sill - $375.00

Carpeted Floor Mats and Cargo Mat - $184.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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The past few years have seen Kia rise up from its cheap car roots and become a major player in some of the key areas of the automotive marketplace. But there has been one area that the automaker hasn't been quite able to wrap its hands around; the compact car. Kia has tried its hand before at building compact vehicles, but the results have ranged from middling to somewhat decent.

But Kia thinks that with the 2014 Forte, they have cracked the compact car code. Let's find out if they have.

The 2014 Forte continues Kia's trend of designing sharp looking car. Draped in what the automaker calls Abyss Blue and a set of optional seventeen-inch alloy wheels on the EX, the Forte in my eyes has to be one of the best looking compact vehicles on sale. The overall shape mimics the smaller Rio sedan with similar front and rear end styling. Up front is the distinctive honeycomb grille that is flanked by upswept headlights. Around back are a set of taillights that extend into the rear quarter panels.

The Forte's interior is very stylish with a large amount of soft-touch materials and premium touches such as a stitched cover for the instrument cluster. It makes the Forte feel much more special than many of its counterparts. Build quality is also excellent.

Being a little bit longer and wider than its predecessor, the 2014 Forte does boast a bit more interior space. This is apparent for back seat passengers as legroom is in abundance. Headroom is decent, but taller passengers will find it somewhat tight due to the sloping roofline. There is also the option of heated seats for the back to make passengers feel comfortable during the winter. Up front are heated leather seats, with the driver also getting power adjustment and cooling. Trying to find a comfortable position in the front proved to be a difficult task for me as I constantly adjusted the seat, trying to get that perfect setting.

This particular Forte EX came equipped with Kia's UVO infotainment system and eServices. As I have written previously on Kia's UVO system, it is very easy to comprehend at glance and use. With the addition of eServices which brings forth such features as automatic 911 notification and vehicle diagnostics, Kia has possibly one of the best all-around infotainment systems on the marketplace. But I had an odd problem arise with the UVO system in the Forte. I found the that hands-free calling system would end the call at exactly 15 minutes. At first, I thought it was my phone dropping the call, but I soon figured out it was UVO. I'm not the only person to experience this. A fellow writer who drove a Forte around the same time as me had the same thing happen to him. Now I have sent Kia an inquiry about this and I'm currently waiting to hear back from them.

For more on the powertrain and ride, see page 2.

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The Forte EX comes equipped with a 2.0L direct-injected four-cylinder engine that packs 173 horsepower and 154 pound-feet of torque. This is paired with a six-speed automatic. The engine is more than suitable for most situations that you'll find yourself in as it provides robust acceleration and torque coming on strong early on in the rev range. This is helped by the Forte's low curb weight of 2,959 lbs. The six-speed automatic provides quick shifts and helps keep the engine right in the sweet spot of power. EPA rates the 2014 Kia Forte EX at 24 City/36 Highway/28 Combined. My average for the week landed me around 28 MPG.

Under the Forte's skin, Kia employs a strut setup for the the front and a torsion-beam for the rear. This helps give the Forte a big car ride. As for driving fun, the Forte is competent around corners. Its not a Mazda3 by any stretch of the imagination, but it does show that Kia is learning how to build a fun car. A couple places that Kia should work on in the near future is reducing the amount of wind and road noise that comes into the cabin and working on a better steering system than the current and gimmicky driver-selectable steering system.

The 2014 Kia Forte shows that Kia has finally figure out not only how to build very competent compact car, but one that is very much vying for top in class honors. Taken as a whole, the Forte does most everything well. If you're considering a compact car, it would be a disservice to yourself if the Forte isn't on your list.

Disclaimer: Kia Provided the Forte EX, Insurance, and One Tank of Gas

Year: 2014

Make: Kia

Model: Forte

Trim: EX

Engine: 2.0L GDI DOHC D-CVVT Inline-Four

Driveline: Six-Speed Automatic, Front-Wheel Drive

Horsepower @ RPM: 173 @ 6500

Torque @ RPM: 154 @ 4700

Fuel Economy: City/Highway/Combined - 24/36/28

Curb Weight: 2,959 lbs

Location of Manufacture: South Korea

Base Price: $19,400.00

As Tested Price: $25,515.00 (Includes $800.00 Destination Charge)

Options:

Premium Package - $2,600.00

EX Technology Package - $2,300.00

17-Inch Alloy Wheels - $300.00

Carpeted Floor Mats - $115.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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American Honda CEO Tetsuo Iwamura told reporters at Tokyo Motor Show in November that his biggest challenge is Acura. Sadly, it's easy to see why Iwamura says this. Most of Acura's lineup are either half-baked ideas or showing their age. Even with those issues, sales for the brand were up 5.9 percent at the end of 2013. Thats thanks to Acura's refreshed SUV lineup which includes the MDX and RDX. These two models made up 59 percent of Acura's total sales for 2013. This begs the question of what is the automaker doing right with their SUVs. To find out, I spent a week with the 2014 Acura MDX.

There are two ways to describe the 2014 MDX's design. Its either a last-generation MDX that has been smoothed over or the RDX hit with an enlarging ray. Either way, the MDX's design is not as polarizing as the last-generation model which in my eyes is a very good thing. The front end still has the bread-slicer/bucktooth grille, although a bit toned down. There is also a set of jewel-eye headlights sitting on either side of the grille. There is some RDX influence in the back as the two models have a similarly styled tailgate.

Moving inside, Acura has made massive improvements to the MDX. The most noticeable one is the center stack. With the previous-generation MDX and a few other Acura models, the center stack was filled to brim with buttons to control the climate control and infotainment system. Trying to find the button for the certain function you wanted was a nightmare. To solve the button overload, Acura is using a dual screen setup. There is a seven-inch touchscreen on the bottom that features haptic-feedback and an eight-inch screen that is controlled by a knob at the bottom of the stack. This setup is very easy to use since Acura made the interface very understandable and has kept certain buttons and knobs. But Acura's setup isn't all flying colors. For example; if you want to enter an address into the navigation system, you have to use the knob and top screen to enter it. There is no option to punch in the address on the lower touchscreen which would be much easier. Also, do I really need to see my presets on both screens when changing a station?! This new setup shows Acura going in the right direction, but it needs some more work.

Aside from the center stack improvements, the 2014 MDX really shows a step up in design and materials. The interior is appointed with leather and wood trim throughout making it feel very special. Comfort is up as well with supportive seats and loads of head and legroom. There is a third row, but its best reserve for small kids or folded into the floor.

See the next page for impressions on the powertrain and handling.

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A peek under the MDX's hood reveals a brand new 3.5L Earth Dreams V6 with variable cylinder management. The engine is rated 290 horsepower and 267 pound-feet of torque. This is paired with a six-speed automatic transmission and a choice of either front-wheel or Acura's Super-Handling All-Wheel Drive (SH-AWD). While the 2014 MDX is down 10 horsepower and 3 pound-feet when compared to the 2013 model, the engine is more than powerful to handle it. This comes down to two things. One is that the 2014 MDX is 275 pounds lighter than the outgoing model thanks to new platform which is comprised of high-strength steel, aluminum, and magnesium. The other reason comes down to the six-speed automatic which is lightning fast on up and downshifts to keep you right in the power. One other item of note: I had a front-wheel drive MDX and was worried that torque steer would be a problem. I can say that there were no signs of it at all with the MDX during the week. Well done Acura.

The EPA rates the 2014 Acura MDX FWD at 20 City/28 Highway/23 Combined. During my weeklong test, I hit the combined number. This is partly thanks to the variable cylinder management system which can cut the 3.5 V6 from running on six-cylinders to three.

The Acura MDX was known for being a fun to drive crossover and the 2014 model continues that. Acura has fitted the Integrated Dynamics System (IDS) which alters the electric power steering, throttle response, suspension, and even the engine note. There are three different settings to choose from; Comfort, Normal, and Sport. Put the MDX into Sport and it becomes a joy to drive. The steering and suspension firm up and make the MDX feel like a sports sedan and not a crossover.

Even more impressive was the balancing act Acura was able to do MDX's suspenion. Put IDS into Normal or Comfort and the MDX becomes a very relaxing crossover. The suspension softens up to provide a comfortable ride that is very capable of smoothing over bumps and imperfections. The MDX is also very quiet. Acura worked hard on improving the NVH levels on the MDX with such items as Active Noise Cancellation and special engine mounts.

The 2014 Acura MDX is marked improvement over the previous model. Acura kept the items that worked on the MDX and focused on the areas that needed to be improved. With that mindset, the 2014 Acura MDX stands out as being one of the best luxury crossovers.

That's my big takeaway with the 2014 Acura MDX. They focused on the parts which needed to be changed and kept what worked pretty much the same. If they can apply this to their other models, then maybe Acura can enjoy the sweet success all around.

Disclaimer: Acura Provided the MDX, Insurance, and One Tank of Gas

Year: 2014

Make: Acura

Model: MDX

Trim: Tech Entertainment

Engine: Earth Dreams 3.5L SOHC V-6 W/Direct-Injection

Driveline: Front-Wheel Drive, Six-Speed Automatic

Horsepower @ RPM: 290 @ 6,200

Torque @ RPM: 267 @ 4,500

Fuel Economy: City/Highway/Combined - 20/28/23

Curb Weight: 4,063 lbs

Location of Manufacture: Lincoln, Alabama

Base Price: $48,465.00

As Tested Price: $49,550.00 (Includes $985.00 Destination Charge)

Options:

N/A

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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Back in November, I drove a 2013 Chrysler 300S for a review. After spending a week in it, I came away mightily impressed. So a few weeks after, I spent some quality time with the sister car, the 2014 Dodge Charger. Would I feel the same way as I did in the 300S or I would come away with a different opinion on it?

Like the Chrysler 300, designers at Dodge decided to keep the basic shape of the Charger and make small improvements here and there. The front end features a crosshair grille and scalloping along the hood to give the Charger a bit of meanness to it. The front doors have a large groove that begins where door meets the fender. This is a definite callback to the 1968 Charger with its grooves on the doors. The back end features the biggest change to the Charger and that is a new trunk lid with large taillight. This taillight has 164 individual LED lights running the whole length of the light. Aside from the Challenger, this was the first Dodge product to get this and has since expanded to other models in the lineup.

Walking around the Charger when it first arrived, I got the feeling that I had detective's or undercover cop's car for a week. This is due to grey paint color and the set of eighteen-inch chrome-clad wheels standard on the SXT.

Moving to the inside, Dodge has improved the Charger greatly. A new dashboard design continues the connection to the old Chargers with a unique graphics on the gauge cluster and a nameplate on the passenger side. There are also improved materials and build quality, something the last-generation model couldn't claim.

As for space, the 2014 Charger has it in abundance for the front and back seat passengers. The only downside is that you feel somewhat cramped due to a high beltline and a small greenhouse. Comfort is high with very supportive seats in the front and back.

My test Charger was equipped with the optional 8.4-inch UConnect infotainment system. This system is possibly the easiest and most lag-free I have used in a vehicle yet. The only downside is the navigation system from Garmin that looks like something you get in a Fisher Price toy. However, I don't mind it since it's easy to use and accurate.

For Powertrain and Ride Impressions, See Page 2

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The Charger is available with either the 3.6L Pentastar V6 or 5.7L HEMI V8. This model was equipped with the former which packs 292 horsepower and 260 pound-feet of torque. This comes paired with a eight-speed automatic from ZF. Much like the Chrysler 300S I drove earlier in the year, the Charger when equipped with the V6 is sublime. The engine always seems to have more than enough power on tap whenever needed. The 3.6L also is one of the smoothest and quietest V6s I have driven. A lot that credit has to go to the eight-speed automatic transmission which provides quick and smooth downshifts to keep the engine right in the sweet spot. I wish the same could be same for the upshifts. Also, I wished Dodge had used something other than the weird gear lever since it's hard to get it into gear you want the first time around. I'm hoping Dodge goes to a rotary knob or a regular lever for the gear selector in the near future.

As for fuel economy, the EPA rates the Charger SXT at 19 City/31 Highway/23 Combined. During the week, I saw an average of 23.2 MPG.

On the ride and handling front, the Charger is a refined big sedan. Road imperfections are non-existent thanks to a nicely tuned suspension and long-wheelbase. Wind and noise are kept down. Show it some corners and the Charger is more than capable of tackling them. Compared to the 300S, the Charger SXT has a little bit more body roll since it uses the standard suspension and not the touring suspension on the S. For most buyers, this isn't such a big deal. Steering is excellent with nice weight and very good road feel.

When my week concluded with the Charger, I felt the same as the I did with the 300S. Dodge took the Charger and worked on the key areas that needed to be addressed. With those changes, the Charger has become a bonafide competitor in the full-size sedan class and one that deserves a look if you're considering something in the class.

Disclaimer: Dodge Provided the Charger SXT, Insurance, and One Tank of Gas

Year: 2014

Make: Dodge

Model: Charger

Trim: SXT Plus

Engine: 3.6L DOHC 24-Valve V6

Driveline: Rear-Wheel Drive, Eight-Speed Automatic

Horsepower @ RPM: 292 @ 6,350

Torque @ RPM: 260 @ 4,800

Fuel Economy: City/Highway/Combined - 19/31/23

Curb Weight: 3,996 lbs

Location of Manufacture: Brampton, Ontario

Base Price: $29.295.00

As Tested Price: $35,375.00 (Includes $995 Destination Charge)

Options:

Customer Preferred Package 28J - $2,000.00

Driver Confidence Group - $1,495.00

Navigation/Rear Backup Camera Group - $995.00

Driver Convenience Group - $595.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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Last December, I had a 2013 Kia Sorento SX V6 in for review. This was an odd time to review it since the month before at the LA Auto Show, Kia introduced the 2014 Sorento which brought forth a number of changes and improvements. At the time of my review, I said to hold off on getting 2013 model and wait to see how the 2014 model fares.

Well it has been almost a year since that review and I had the 2014 Kia Sorento, this time in the new SX Limited trim. Let's find out if I made the right call or not.

At first, you might be wondering what exactly did Kia do to the 2014 Sorento since it mostly looks like the outgoing 2013 model. Well there are some changes, some more apparent than others. First off, the overall shape of the 2014 model has been sharpened a bit, giving it a bit more of a European look to it. The front end sees the majority of changes with a revised grille, new headlights and foglights. The back gets a new tailgate and a set of reshaped taillights.

The primary focus on the 2014 Sorento was with the interior. In my review of the 2013 model, I said the interior felt much older due to some choices in materials and technologies. The 2014 Sorento sees massive improvements in both areas. Material choices are much nicer to look and touch, making it feel more premium. On the SX Limited the seats were trimmed in Nappa leather.

On the technology front, the 2014 Sorento SX Limited gets a new small color display inside the speedometer to show key information such as trip computer, what you're currently listening to, and navigation. The center stack features Kia's UVO infotainment system and eServices. Much like my experience in the Cadenza back in the summer, I found the system to be user-friendly and quick to respond.

Comfort and space hasn't really changed from the 2013 to the 2014 model and that is a good and bad thing. The good is that front and second row passengers will be fairly comfortable with a decent amount of head and legroom. The bad news is that the third row is still only comfortable for small kids or being folded into the floor. Now the third row is an option and if you decide to skip it, you have an extra $1,000 in your pocket. I would skip it.

Thoughts on the powertrain and handling are on the next page.

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Under the hood of the Sorento SX Limited is a new 3.3L GDI V6 with 290 horsepower and 252 pound-feet of torque. This is paired with a six-speed automatic transmission and an all-wheel drive system. Much like the Kia Cadenza that I drove earlier this year, the V6 in the Sorento is very punchy and has no problem of getting the vehicle up to speed. Other traits about the V6 that I like is how smoothly the V6 delivers the power and how refined it is. As for the six-speed automatic, it was quick to up or downshift. As for fuel economy, the 2014 Sorento SX Limited is rated at 18 City/24 Highway/20 Combined. My average for the week was 22.1 MPG, a noticeable improvement over the 20.5 MPG from the last Sorento I drove.

One place where Kia didn't make any real changes is to the Sorento's ride, which is a very good thing. The Sorento's fully-independent suspension went over bumps and ruts with no problem. Also not seeing a real change is how quiet the Sorento is. Road and wind noise are kept to minimum, making it a perfect model to take on a road trip.

As for the steering, it is what you expect in the crossover class; over-boosted and not that much feel. The SX Limited comes with the driver selectable steering which varies the weight from really light (comfort) to really heavy (sport). As I have written previously on other Hyundai and Kia models with this system, I'm not a big fan of the system. I left the system in normal as I found the other two on the extremes. I like the idea of this system, it just needs some finessing.

There is one concern with the Sorento SX Limited I have and that is the pricetag. As tested, this model rings out to $41,600. Ouch. If you drop the third-row seat option, you're looking at $40,600. What do you get for that price? Well pretty much everything from Kia's UVO service, Nappa leather, nineteen-inch alloy wheels, heated seats for the second-row, the list goes on. For some people who want everything, the SX Limited is perfect. For myself, I would be very happy with SX which comes with most of the features of the Limited and an extra $2,000 in my pocket.

But as a whole, the 2014 Kia Sorento is much better than the model it replaces. The major problems and faults have been rectified by Kia, making the Sorento a very compelling model in the midsize crossover class. Just be warned you might have to spend some cash to get it.

Disclaimer: Kia Provided the Sorento SX Limited, Insurance, and One Tank of Gas

Year: 2014

Make: Kia

Model: Sorento

Trim: SX Limited

Engine: 3.3L DOHC GDI CVVT V6

Driveline: Six-Speed Automatic, All-Wheel Drive

Horsepower @ RPM: 290 @ 6,400

Torque @ RPM: 252 @ 5,200

Fuel Economy: City/Highway/Combined - 18/24/20

Curb Weight: 5,468 lbs

Location of Manufacture: West Point, Georgia

Base Price: $39,700.00

As Tested Price: $41,600.00 (Includes $850.00 Destination Charge)

Options:

3rd Row Seat & AC - $1,000.00

Cargo Net - $50.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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Author's Note: With 2013 coming to a close in a couple of weeks, we've decided to clear out the remaining 2013 vehicle reviews this week. Everyday a new review will appear on the front page. If you miss one day, don't worry, we'll have links to the previous reviews just below. -WM

Monday: Nissan Maxima 3.5 SV

Tuesday: Toyota RAV4 XLE AWD

Wednesday: Hyundai Santa Fe Limited AWD

Thursday: Toyota Land Cruiser

Toyota's hybrid lineup here in the U.S. covers both extremes. On one end is the Toyota Prius c, the cheapest and most fuel efficient hybrid model in the lineup. On the other end is the Lexus LS 600h L, the pinnacle of Toyota and Lexus engineering. Here is a model that is the most powerful hybrid that is on sale and the most expensive one as well. The 2013 LS 600h L starts off at $119,910. Let's dive into an alternate reality and figure out whether or not LS 600h L is worth the coin or not.

2013 saw Lexus giving the LS lineup a bit of a facelift to make it look more dynamic. Up front, the now common spindle grille has been fitted and features a metal slat insert with chrome trim running along the outer edge. A new set of LED headlights sit on either side of the grille. The side profile retains the greenhouse as seen on the 2006 model, but now features chrome trim along the sills and a set of nineteen-inch wheels. The back end gets a bit of a nip and tuck, along with a set of LED lights.

Now the L in the LS 600h L means that this model is a long-wheelbase. A standard LS has a length of 200 inches and rides on a wheelbase of 116.9 inches. The LS 600h L has a length of 205 inches and rides on a wheelbase of 121.7 inches, increases of 5 and 4.8 inches respectively. The only way you can tell that you're looking at the long-wheelbase LS besides parking it next to a standard LS is looking at the longer rear door.

The LS 600h L's interior is a lesson in how to build one that is very luxurious and elegant. Materials are all high-quality choices ranging from cream leather on the seats and dash to real wood trim along the door panels and dash board. The front seats have to be the most comfortable I have ever sat in with the balance between comfort and firmness being just right. There are a number of adjustments available via the sixteen-way power seat and power adjustable seatbelt to make yourself fit right in.

The center stack features a high-resolution 12.3 inch screen and houses Lexus' Enform infotainment system. Much like the GS 350 F-Sport I drove earlier this year, the LS 600h L's screen is divided into two parts. The majority of the screen is dedicated to navigation, media, climate, and trip information. The remaining part is dedicated to what's playing and climate. I really like this setup and hope more automakers who put bigger screens into vehicles consider this. What I don't like about the infotainment system is Lexus' Remote Touch. As I have said before in the RX 350 and GS 350 reviews, the system is good in theory, but in the real world it falls flat. The joystick controller is finicky to use, and you have to pay close attention to make sure the cursor is over the item you want and not something else. On the move, the problems are exacerbated since you have to take your eyes off the road to make sure you are going into the selection you want. There is some hope though as Lexus revealed a new Remote Touch system in the upcoming RC coupe that features a touchpad and not a joystick. I can only hope that this version makes its way into other Lexus vehicles.

If you think the front is impressive, you haven't seen what's in store for the back seat passengers. For starters, the extra length gives you loads of legroom to stretch out and relax. This particular tester came equipped with the Executive-Class Seating Package. For the asking price of $7,555.00 , the LS 600h L becomes a vehicle you want to be driven in and not drive. This package nets you the following:

• Adjustable Rear Seats (Backseat passenger gets an ottoman)
  
• Heated, Cooled, and Massaging Seats
  
• Blu-Ray Entertainment system
  
• Controls for media and climate control system
  
• Electric Sun Shades
  
• Pop-Up Table
  
• Cool Box
  

With this package, it's a fight of who gets to sit back here. Anyone can find a comfortable position in the back thanks to the number of adjustments on offer. The ottoman is more of a gimmick than something you'll actually use since there isn't enough space to fully have it up, even with the front passenger seat moved all the way forward. Other features such as the sun shades and blue-ray player are nice and make the experience of riding in this car magical.

See the next page for powertrain and driving impressions.

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Under the hood of the LS 600h L is the most powerful version of Lexus' Hybrid Synergy Drive system. A 5.0L V8 engine with 389 horsepower and 385 pound-feet of torque is paired with a 165 kW electric motor. Total output stands at 438 horsepower. A Nickel Metal Hydride (Ni-MH) battery pack provides the power to the electric motor. Lexus employs a CVT to get the power down to all four wheels.

Despite the LS 600h L weighing 5,202 pounds, the powertrain is more than capable of getting this off the line quickly. As I was told at the launch of the 2013 LS, the hybrid powertrain has the power delivery of a V12 engine and I can attest that it does. Power comes on very smooth and effortless. If you decide to floor the pedal, you're rewarded with the LS 600h L moving like a bat of out of hell. As for the CVT, it is very smooth and unobtrusive. For a few times, I thought I was driving an automatic and not a CVT. The only giveaway that you are driving a CVT is the pitch of the transmission getting louder and louder if you floor the pedal.

Being a hybrid vehicle, you would expect amazing fuel economy coming from this big sedan. But in the case of the the LS 600h L, that isn't true at all. The EPA rates the 2013 LS 600h L at 19 City/23 Highway/20 Combined. To put that into perspective, the the 2013 LS 460 L with AWD is rated at 16 City/23 Highway/18 Combined. Not that much improvement compared to the standard gas model. Somehow I was able to get an average of 22 MPG for the week.

Ride and handling duties are done with an air suspension and Lexus' Drive Mode Selector. For the LS 600h L, you have the choice of six different modes:

• Normal: Standard throttle mapping and suspension tuning, gearshifts tuned for comfort.
  
• Comfort: Softens Suspension Tuning
  
• Eco: Slower throttle mapping, reduced operation of the climate control
  
• EV Mode: Allows a vehicle to travel on electric power for a short distance
  
• Sport: Quicker throttle mapping, stiffer suspension tuning
  
• Sport+: Much quicker throttle mapping, even stiffer suspension tuning, heavier steering, number of powertrain enhancements
  

Now I only tried Sport and Sport+ briefly in the LS 600h L and wondered why these setting were even put in. There is a noticeable difference in the stiffness of the suspension and throttle response, but trying to push around a vehicle that has an overall length of 205 inches isn't a good idea at all. The passengers in the back seat who are getting flung around would agree with this.

Instead, I found myself switching between Normal, Comfort, and Eco for the week and being surprised at how comfortable this vehicle can be. In Normal or Eco, the air suspension isolates bumps and kinks on the road. In Comfort, the suspension takes that a step further, proving a ride that feels like you're driving on glass. Wind and road noise in the cabin are non-existent.

As for the LS 600h L's steering, it has a surprising amount of weight and feel. I was expecting the steering to be light and have no feel. Not so in the LS and I appreciated that very much.

After spending a week in the alternate-reality field of the LS 600h L, I have come to this conclusion: most reviews of the LS 600h L focus on the hybrid part and say that for fuel economy improvements the hybrid system offers, the LS 600h L doesn't make any real sense and you would better off with the standard LS 460 L or a competitor. I would agree with this, but I think the LS 600h L needs to be looked in a different light. The LS 600h L wasn't built for to be driven in. It was built for those who want be driven and not have everyone notice you. That's where the LS 600h L succeeds.

I just wonder how many people who fit this classification exist.

Disclaimer: Lexus Provided the LS 600h L, Insurance, and One Tank of Gas

Year: 2013

Make: Lexus

Model: LS 600h L

Trim: N/A

Engine: Lexus Hybrid Synergy Drive: 5.0L 32-Valve V8 with VVT-iE, 650 Volt Electric Motor, Nickel Metal Hydride (Ni-MH) Battery Pack

Driveline: All-Wheel Drive, CVT

Horsepower @ RPM: (Gas) 389 @ 6,400; (Electric) 221 @ 0; (Combined) 434

Torque @ RPM: (Gas) 385 @ 4,000

Fuel Economy: City/Highway/Combined - 19/23/20

Curb Weight: 5,202 lbs

Location of Manufacture: Tahara, Aichi, Japan

Base Price: $119,110.00

As Tested Price: $135,029.00 (Includes $895.00 Destination Charge)

Options:

Executive-Class Seating Package - $7,555.00

Advance Pre-Collision System - $6,500.00

Trunk Mat - $105.00

Cargo Net - $64.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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Author's Note: With 2013 coming to a close in a couple of weeks, we've decided to clear out the remaining 2013 vehicle reviews this week. Everyday a new review will appear on the front page. If you miss one day, don't worry, we'll have links to the previous reviews just below. -WM

Monday: Nissan Maxima 3.5 SV

Tuesday: Toyota RAV4 XLE AWD

Wednesday: Hyundai Santa Fe Limited AWD

Friday: Lexus LS 600h L

In this age of crossovers, the Toyota Land Cruiser is a bit of dinosaur. It rides on a ladder-frame and not a uni-body platform. Power comes from a big V8 engine and not a downsized V6 with turbochargers. It features a full-time four-wheel drive system with a load of off-road technologies but not an all-wheel drive system.

There has to be a reason why the Land Cruiser exists. After spending a week in one, I might have the reason.

The Land Cruiser's exterior can trace its roots back to the 1998 model as the two models share an overall profile. The front end is slightly angled and features a large grille and headlights with LEDs. Along the side are embellished front and rear fenders that have a set of five-spoke eighteen-inch wheels wrapped in meaty off-road tires sitting underneath. There is also a large glass area and chrome trim along the door panels. The back end has a split opening tailgate and more chrome trim pieces. Compared to its contemporaries (Range Rover and Mercedes-Benz GL), the Land Cruiser is somewhat plain looking.

Inside, the decision was made to have durability as the priority, followed by luxury. This is very clear when looking at the materials used as most can be classified as hard and plastic. The wood trim seen in the photos is described by Toyota as "wood-grain-style trim". Now for what the Land Cruiser costs ($79,728 as tested), I was expecting a bit more luxury. But after giving it some thought and taking into account what the Land Cruiser is built for (tackling the Amazon rainforest for example), I'm ok with the decisions since the materials will last a long time and are easy to clean up.

The seating arrangement in the Land Cruiser is for eight people which is somewhat surprising since it is smaller than the largest Toyota SUV, the Sequoia. Compared to the Sequoia, the Land Cruiser rides on a wheelbase that 9.8 inches shorter and overall length is 10.2 inches shorter. The front features two bucket seats with power adjustments and heat. I found the seats mostly comfortable, though I was wishing for more thigh support. The second row features seating for three people via a bench seat. Head and legroom is excellent and there is heat for the seats. The third row is a different story. To begin, the seats are folded up like jump seats that you might find in a military airplane. Once the seats are folded down and put yourself back there, you find out that legroom is non-existent and the seating position isn't comfortable at all.

One of the saving graces of the Land Cruiser has to be the amount of equipment that comes standard. There is four-zone climate control, six-inch touchscreen with Toyota's Entune infotainment system, navigation, 14-speaker JBL premium sound system, privacy glass, auto-dimming mirrors, and smart key access.

Under the hood is a 5.7L V8 engine that is also used in the Lexus LX 570 (sister SUV), Toyota Sequoia, and Tundra pickup. This engine produces 381 horsepower and 401 pound-feet of torque. A six-speed automatic gets the power to all four wheels via full-time four-wheel drive system. To say I was bit concerned about how the engine would fare is a understatement. The Land Cruiser tips the scales at 5,730 pounds and I was thinking that the V8 wouldn't have the oomph to move it. I shouldn't have thought that as the V8 is more than capable of moving it. Acceleration is very brisk and I never had the feeling that more power was needed at all. As an added bonus, the 5.7L is muted when at idle and utters a murmured growled when climbing the rev range. The six-speed automatic is smooth going through the gears and didn't show any signs of gear hunting.

For the 2013 model year, Toyota decided to ante up the Land Cruiser's off-road credentials. First is the introduction of the Multi-Terrain Select system that modulates the amount of wheelspin to help get the vehicle though varying terrain conditions. The other addition is CRAWL Control with an Off-Road Turn Assist. This system allows the driver to choose from five different settings that regulates acceleration (going forward or backwards) and braking to let a driver focus on getting the vehicle through rough or steep grades. This system also utilizes the hill decent control and accent control. Sadly I didn't get the chance to try any of these systems out during my time with the Land Crusier.

Now with a big V8 engine and a full-time four-wheel drive system, the Land Cruiser has no problem sucking down gas. The EPA rates the Land Cruiser at 13 City/18 Highway/15 Combined. My average for the week landed at 15 MPG.

For the suspension, Toyota employs a double-wishbone setup with gas shocks and a hollow stabilizer bar for the front, and a four-link, coil-spring with lateral-rod setup in the rear. Toyota also employs a system called Kinetic Dynamic Suspension which uses hydraulic cylinders to put pressure on the swaybars to increase or decrease the stiffness. On-road, the system increases pressure to help reduce body roll when cornering. Off-road, the system reduces pressure to increase wheel travel.

The Land Cruiser's on-road ride is better than I was expecting. On smooth and rough surfaces, the Land Cruise glides along effortlessly. Road noise is non-existent and wind noise is kept at a decent level. Show the Land Cruiser a corner and you'll have a feeling of motion sickness. There is noticeable body roll and lean when going around corners. All large SUVs exhibit this, but most competitors do a much better job of reducing roll.

The 2013 Toyota Land Cruiser is very old school in many ways, but there is a reason for it. The Land Cruiser has a reputation of being a vehicle that can take you anywhere. In that regard, it makes sense why Toyota made certain decisions for this model. If you are looking for a vehicle to get you across the Sahara desert or the Rocky Mountains, there is no better choice than the Land Cruiser. But if you're looking for a SUV to just drive around and not go off-road, the Land Cruiser is just too much 'SUV' for that.

Disclaimer: Toyota Provided the Land Cruiser, Insurance, and One Tank of Gas

Year: 2013

Make: Toyota

Model: Land Cruiser

Trim: N/A

Engine: 5.7L, 32-valve DOHC V8 with dual independent VVT-i

Driveline: Full-Time Four-Wheel Drive, Six-Speed Automatic

Horsepower @ RPM: 381 @ 5,600

Torque @ RPM: 401 @ 3,600

Fuel Economy: City/Highway/Combined - 13/18/15

Curb Weight: 5,730 lbs

Location of Manufacture: Toyota City, Japan

Base Price: $78,555.00

As Tested Price: $79,728.00 (Includes $845.00 Destination Charge)

Options:

All-Weather Floor & Cargo Mats - $250.00

Cargo Net - $49.00

First Aid Kit - $29.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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William Maley

Staff Writer - CheersandGears.com

December 18, 2013

Author's Note: With 2013 coming to a close in a couple of weeks, we've decided to clear out the remaining 2013 vehicle reviews this week. Everyday a new review will appear on the front page. If you miss one day, don't worry, we'll have links to the previous reviews just below. -WM

Monday: Nissan Maxima 3.5 SV

Tuesday: Toyota RAV4 XLE AWD

Thursday: Toyota Land Cruiser

Friday: Lexus LS 600h L

A few weeks ago, I reviewed the 2013 Hyundai Santa Fe Sport and really came away impressed. Now I was wondering how the larger brother, the 2013 Santa Fe would fare. Well I have an answer to that as I spent a week in the 2013 Santa Fe Limited AWD.

Explaining the styling of the Santa Fe is pretty simple. Take a Santa Fe Sport and stretch out like taffy: Voilà, you have the Santa Fe. Compared to the Sport, the 2013 Santa Fe rides on a wheelbase that is 3.9 inches longer and overall length is 8.5 inches longer. Aside from different measurements, the models share many design cues. The front end features a large grille that I found to be almost too big and a set of distinctly-shaped headlights. The side profile reveals body sculpting, a bold character line, and a set of nineteen-inch alloy wheels. Compared to the Veracruz, Hyundai's first attempt at a seven-seat crossover, the new Santa Fe looks much more stylish.

The story inside for the Santa Fe is almost similar to the Santa Fe Sport. It is a pleasant place to be with lots of soft touch materials along the door panels and dashboard. A couple pieces of wood trim along the dash add a nice contrasting touch. However a couple areas in the Santa Fe such as the release for the center console lid showed signs of wear and made me wonder about some of the materials used. Now this being a media car, I know they have a rough and tumble life. But with this Santa Fe having just under 7,000 miles and showing signs of wear, it makes me wonder what this vehicle would be like in a few years time.

The center stack is comprised of a large eight-inch touchscreen that comes as part of the $2,900 Technology Package that includes navigation and Hyundai's BlueLink telematics system. As I said before, Hyundai's infotainment system has to be one of the fastest systems on the marketplace today. It also is one the easiest to use with a simple interface and large touch points. If you don't opt for the tech package, a 4.3-inch screen sits in that space and looks a bit odd. Underneath are controls for the HVAC system which are easy to understand and use.

There is an odd thing about the seating arrangement in the Santa Fe lineup. The base GLS trim only comes with seating for seven-people via a second-row bench, while the Limited trim comes with seating for six thanks to two captain chairs. You can't option for six seats in the GLS or seven in the Limited. I'm wondering why Hyundai decided to give only one choice dependent on the trim. My best guess? Keep it simple. Comfort wise, head and legroom are excellent for the second-row. The third-row is best reserved for small kids or folded into the floor to expand cargo space from 13.5 Cubic Feet to 40.9 Cubic Feet.

Under the hood is Hyundai's 3.3L GDI V6 engine with 290 horsepower and 252 pound-feet of torque. This is mated to a six-speed automatic to either the front wheels or our tester's optional all-wheel drive system. As I have said previously on the 3.3L V6, it moves any vehicle with authority. The Santa Fe is no exception. This engine is also very refined with not much noise coming from the engine bay. The six-speed automatic is quick on up and downshifts, and provides a seamless transition between them.

Fuel economy wise, the 2013 Santa Fe with AWD is rated by the EPA at 18 City/24 Highway/20 Combined. My average for the week landed around 21 MPG.

The suspension duties are taken up by a set of MacPherson struts up front and a compact multi-link independent setup at the rear. This setup provides a very comfortable ride with most bumps and imperfections being ironed out. Take into consideration that this Santa Fe was equipped with the nineteen-inch alloy wheels and this suspension setup is more impressive.

Hyundai has fitted the Santa Fe with their Driver-Selectable Steering Modes which can vary the steering weight from light (Comfort) to heavy (Sport). As I have said previously, I don't like this system since Comfort and Sport are on the extreme ends and really doesn't improve the driving experience. I found myself leaving it in normal and being happy with it.

Much like the Santa Fe Sport, I found myself being impressed with the Santa Fe. Hyundai focused on the key areas that many buyers are looking for in a crossover; value for money, space, and comfort. This would be a crossover I would recommend to anyone.

There is a 'but' to this review. As I said earlier, this Santa Fe showed signs of wear and tear at such a low amount of miles which makes me question some of the material choices and therefore quality. I'm wondering if this was a fluke and other Santa Fes don't show signs like this. If so, I would say Hyundai has done an excellent job on the Santa Fe and its worth a look. If not, then I think it's time for Hyundai to be asking some tough questions.

Disclaimer: Hyundai Provided the Santa Fe Limited, Insurance, and One Tank of Gas

Year: 2013

Make: Hyundai

Model: Santa Fe

Trim: Limited AWD

Engine: 3.3L GDI DOHC 24-valve V6

Driveline: All-Wheel Drive, Six-Speed Automatic

Horsepower @ RPM: 290 @ 6,400

Torque @ RPM: 252 @ 5,200

Fuel Economy: City/Highway/Combined - 18/24/20

Curb Weight: 4,297 lbs

Location of Manufacture: Ulsan, Korea

Base Price: $34,850.00

As Tested Price: $38,730.00 (Includes $845.00 Destination Charge)

Options:

Technology Package - $2,900.00

Carpeted Floor Mats - $135.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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William Maley

Staff Writer - CheersandGears.com

December 17, 2013

Author's Note: With 2013 coming to a close in a couple of weeks, we've decided to clear out the remaining 2013 vehicle reviews this week. Everyday a new review will appear on the front page. If you miss one day, don't worry, we'll have links to the previous reviews just below. -WM

Monday: Nissan Maxima 3.5 SV

Wednesday: Hyundai Santa Fe Limited AWD

Thursday: Toyota Land Cruiser

Friday: Lexus LS 600h L

The compact crossover marketplace has become one of the most crowded and contested in the automotive world. It seems a month doesn't go by without news of a new or redesigned compact crossover. Automakers are trying to differentiate their crossovers by going somewhat daring with their designs, making them fun to drive, filling them with tech, and other items. But there is one thing some automakers can play to their advantage, name recognition. No one is more apparent of this than Toyota. The automaker is patient zero of the compact crossover marketplace with the RAV4, first introduced back in 1996. For the past three-generations, the RAV4 has been one of the best selling compact crossovers in the U.S. This past year saw Toyota introduce the latest-generation of the RAV4. The question of course is whether in light of fresh competition, can the RAV4 retain its title of being one of the best sellers?

With the fourth-generation RAV4, Toyota made drastic changes to the design. The most notable one is around back with Toyota retiring the swing-out tailgate and spare-tire carrier. Instead, the 2013 RAV4 features a standard liftgate with large taillights and a rear spoiler sitting on top. Moving to the front, the RAV4 has a new front clip with a split grille layout and chrome accent bars running into the headlights. Along the side, designers did some sculpting and added a bit of a downward slope to the roofline. A final touch for the RAV4's design is body cladding along the bottom of the entire vehicle. Much like C&G's Managing Editor Drew Dowdell said in his quick drive of the RAV4, I wasn't too keen on the design at first, but it has grown on me since then.

Moving inside, the RAV4 features a mix of good and bad ideas. The good ideas start with an improved dashboard that features a leather-like material and stitching. There's also a color touchscreen radio that is standard across the range and can be equipped with the user-friendly Entune infotainment system with navigation on the XLE and Limited. While the graphics look somewhat dated compared to competitors, the interface is very intuitive.

Other good ideas for the RAV4 include in airy cabin thanks to large amount of glass in the vehicle. The back seat provides comfortable seating for two people despite them being somewhat firmer than the ones up front. Cargo Space in the RAV4 is best in class with 38.4 Cubic Feet with the rear seats up and 73.4 Cubic Feet with the rear seats down.

The bad ideas in the RAV4 begin with other materials used inside. Hard plastics are very noticeable all around the interior from the door panels to the center console. Certain pieces of interior are finished faux 'carbon fiber' looking trim which looks completely out of place. That trim also appears to have issues with quality as it looked pretty scratched up in this 10,000 mile example. Also, I wish Toyota would give the navigation system a dedicated button on the radio and not have it buried in the Apps section of the system.

To find out how the RAV4's powertrain and suspension fared, see the next page.

Only one engine is available, a 2.5L four-cylinder with 176 horsepower and 172 pound-feet of torque. A six-speed automatic comes standard, while the choice of front-wheel or all-wheel drive is available. My tester came with the all-wheel drive system. Despite having the lowest numbers powertrain-wise in the class, the RAV4 doesn't feel like it at all. This is due to the six-speed automatic which is smart enough to keep the four-cylinder right in the sweet spot of the power band.

You also have the choice of two different drive modes. ECO dulls the throttle response and limits the output of the climate control system. I only tried this setting a couple of times and didn't particular like it at all since it makes the four-cylinder feel very sluggish, like it's trying to move a vehicle that's three times heavier than the RAV4. Then there is Sport which improves the throttle response and quickens the shifts from the six-speed automatic. It does improve the performance and driving fun of the RAV4 somewhat.

Fuel economy-wise, the EPA rates the 2013 RAV4 AWD at 22 City/29 Highway/25 Combined. My average for the week landed around 22 MPG.

On the ride-and-handling front, the RAV4 sits right in the middle. The suspension is comprised of a MacPherson strut setup in the front and a double wishbone coil spring setup in the back that provided a very comfortable ride which was able to absorb bumps and imperfections. In the corners, the RAV4 feels confident around the corners and body roll is kept in check. While it's no match for the Mazda CX-5 in driving fun, the RAV4 should fill the role of being a crossover that gets you from point a to b with no problem. One area I wish Toyota would work on is minimizing the amount of road and engine noise coming into the cabin.

Much like Drew in his conclusion of the RAV4, I have to say the RAV4 is just right. The total package from the powertrain to the list of standard equipment should help keep the RAV4 up there in the best selling compact crossovers. But I have to wonder this: What if Toyota gave the RAV4 a bit more time in development? Would it look somewhat like the Ford Escape or Mazda CX-5?

Disclaimer: Toyota Provided the RAV4, Insurance, and One Tank of Gas.

Year: 2013

Make: Toyota

Model: RAV4

Trim: XLE AWD

Engine: 2.5L DOHC 16-Valve Four-Cylinder with VTT-i

Driveline: All-Wheel Drive, Six-Speed Automatic

Horsepower @ RPM: 176 @ 6,000

Torque @ RPM: 172 @ 4,100

Fuel Economy: City/Highway/Combined - 22/29/25

Curb Weight: 3,585 lbs

Location of Manufacture: Woodstock, Ontario

Base Price: $25,690.00

As Tested Price: $28,552.00 (Includes $845.00 Destination Charge)

Options:

Display Audio with Navigation and Entune - $1,030.00

Running Boards - $549.00

Roof Rack Cross Bars - $229.00

Body Side Molding - $209.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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William Maley

Staff Writer - CheersandGears.com

December 16, 2013

Author's Note: With 2013 coming to a close in a couple of weeks, we've decided to clear out the remaining 2013 vehicle reviews this week. Everyday a new review will appear on the front page. If you miss one day, don't worry, we'll have links to the previous reviews just below. -WM

Tuesday: Toyota RAV4 XLE AWD

Wednesday: Hyundai Santa Fe Limited AWD

Thursday: Toyota Land Cruiser

Friday: Lexus LS 600h L

During the life of the third-generation Nissan Maxima, the automaker created a new SE model that featured a 160 horsepower V6 engine (up to 190 later in its life), five-speed manual, stiffer suspension setup, and other changes to differentiate it from the standard model. Nissan dubbed it the four-door sports car and placed a sticker on the rear window denoting its status.

Jump ahead to 2009 and the introduction of the seventh-generation Maxima, Nissan resurrected the four-door sports car moniker. With sleek styling, a 290 horsepower V6 under its hood, and sport tuned suspension, is the Maxima worthy of the 'four-door sports car' moniker? More importantly, where does the Maxima stack up in the full-size sedan class?

Even though the current Maxima is going on five years, it still looks very fresh on the outside. The front is very familiar to the Infiniti M Hybrid I drove last year with a long front end and grille. You also have a flowing hood shape and distinguishing headlights. The back is reminiscent of the last-generation Mercedes-Benz S-Class and there is a set of dual exhaust pipes peeking out from the bumper.

Stepping inside, you can tell very much the Maxima is not aging very well. The design is very minimal with a lot of black plastic, leather, and dark wood trim on the center stack and console. The only contrast inside is the silver trim around the vents and on the steering wheel. I have to give Nissan credit for making that black dash soft-touch and padded. You'll also find soft-touch materials along the door panels and center armrest.

Despite the claims that the Maxima is a full-size sedan, it really doesn't feel like it inside. You only have 95 Cubic Feet of Passenger space, much smaller than Toyota Avalon (103.6 Cubic Feet of Passenger space), Chevrolet Impala (105 Cubic Feet of Passenger space), and Kia Cadenza (106.8 Cubic Feet of Passenger space). This means the Maxima really doesn't have space for someone stretch out in the back seat. Yes, there is plenty of headroom and a decent amount of legroom. But sitting in the Maxima's back seat, I felt like I was sitting in a mid-size, not full-size sedan.

My test Maxima came equipped with the optional nine-speaker Bose audio system and Nissan's infotainment system with a hard-drive based navigation system. The Bose system did an excellent job of pumping out sound from XM or my iPod. As for the infotainment system, the graphics are starting look relatively dated when compared to competitors. Blame the color choices and somewhat low-res screen. Performance-wise, Nissan's infotainment system is up there with Kia's UVO system by moving from one function to another in a second or so. Pairing my phone with the Maxima was easy since there was an option in the infotainment system to pair it, not the clumsy voice-command system from the Pathfinder.

For powertrain and ride impressions, see page two.

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Powering the Maxima is a 3.5L VQ V6 with 290 horsepower and 261 pound-feet of torque. This is paired with Nissan's Xtronic CVT. The V6 has the same ferocity in its power delivery as you'll see in some V8 engines when you floor the go pedal. You'll also notice a fair bit of torque steer through the steering wheel as well. But when you decide to calm down, you'll find the V6 has a strong pull at the low end. NVH for the 3.5 is excellent. The Xtronic CVT is still one of the best CVTs on the marketplace with its ability to not exhibit the common traits of CVTs. In the Maxima, the Xtronic CVT has a special Ds mode which mimics a six-speed automatic. It's very a clever solution since it can trick anyone thinking you have a standard automatic and not a CVT. Fuel economy wise, the EPA rates the 2013 Maxima 3.5 SV at 19 City/26 Highway/22 Combined. My week saw an average of 23.2 MPG on premium gas.

The Maxima's trump card in the full-size sedan class is how much fun it is to drive. The suspension is setup in a way that where it minimizes body roll and keeps you planted, without sacrificing a lot of the ride comfort. Steering provides very good feel and is quick to your inputs. As for ride comfort, the Maxima smoothed over bumps and imperfections with no problem. What is disappointing is the amount of road and wind noise that comes into the cabin. Out of all the full-size sedans I have driven, I can safely say the Maxima was the noisiest.

On one hand, the Maxima is a really fun full-size sedan. A smart suspension setup and excellent steering make it very much worthy of the 'four-door sports car' moniker. But, the Maxima has been leap-frogged by everyone in the full-size sedan class. They have nicer interiors, more space, and quieter cabins.

The 2013 Nissan Maxima is a very special car, but it's time for this 'four-door sports car' to take its final curtain call and have a new model ready in the wings.

Disclaimer: Nissan Provided the Maxima, Insurance, and One Tank of Gas

Year: 2013

Make: Nissan

Model: Maxima

Trim: 3.5 SV

Engine: 3.5L DOHC 24-Valve V6

Driveline: Front-Wheel Drive, CVT

Horsepower @ RPM: 290 @ 6,400

Torque @ RPM: 261 @ 4,400

Fuel Economy: City/Highway/Combined - 19/26/22

Curb Weight: 3,568 lbs

Location of Manufacture: Smyrna, Tennessee

Base Price: $35,080

As Tested Price: $40,385 (Includes $780.00 Destination Charge)

Options:

SV Technology Package - $1,850.00

SV Value Package - $1,000.00

Monitor Package - $700.00

HID Xenon Headlights - $400.00

Rear Spoiler - $380.00

Floor Mats & Trunk Mat - $195.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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William Maley

Staff Writer - CheersandGears.com

December 11, 2013

Whenever you have a conversation that revolves around the Hyundai Equus, two questions pop up:

• Hyundai is building a luxury sedan?
  
• Won't the Hyundai Equus end up having a similar fate as the Volkswagen Phaeton?
  

The second question comes up a lot since the Equus and Phaeton share a lot of commonalities:

• Both come from automakers with modest lineup
  
• Both are/were the most expensive models in the lineup
  
• Both came with a number of luxuries and technologies
  

The difference is how long they were sold in the U.S. The Phaeton went on sale in 2002 model year and only lasted four years. Meanwhile, the Equus was introduced in the 2011 model year and is celebrating it's third year on sale. To commemorate this, Hyundai has given the Equus a bit of a nip and tuck for the 2014 model year.

But the question remains whether or not the Equus will have a bright or dark future ahead of it. Well, I spent a week with an 2014 Equus Signature and I have a possible answer to that question

The Equus exterior design is a very conservative shape. You will not find any shocking or daring design touches on the body. This isn't such a good plan because the majority of players in the flagship marketplace have really stepped in making their sedans stand out. My assumption is that Hyundai wanted to play it safe with the first-generation and will do something a bit different with the next-generation model.

What has changed on the 2014 Equus is a number of tweaks to the front end. There is a new grille, bumper, and headlights that make the Equus look fresh. You also have a set of nineteen-inch turbine wheels which add a touch of class.

Hyundai made some major improvements to the Equus' interior. The previous interior looked more at home in a

midsize sedan than a flagship sedan with a lot of plastic, a small screen for the infotainment system, and switchgear from other Hyundai models. The 2014 Equus really steps up with a redesigned dashboard that features wood and metal trim and an improved center stack.

As for infotainment, the Equus Signature comes with a large 9.2-inch screen that is controlled by knob and set of buttons on the center console. The system is very intuitive and only takes a few minutes to learn how to work it, something that cannot be said for the competition's infotainment systems. Hyundai's infotainment software has also seen improvements both in graphics and performance.

Up front, driver and passenger are coddled in leather seats that provide a number of power adjustments, plus heat and cooling. For the back seat passengers, there is loads of head and legroom. The rear seats also recline, increasing the comfort quotient by a wide margin. Rear seat passengers also get a set of controls for the climate, audio, and seat adjustments in the rear armrest.

For impressions on the powertrain and ride, see page 2.

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Powering the Equus is Hyundai's 5.0L Tau V8 engine. This V8 produces 429 horsepower and 376 pound-feet of torque. An eight-speed automatic gets the power from the engine to the rear wheels. The V8 really has the grunt to get this large sedan moving. Stepping on the accelerator releases an almost instantaneous rush of power. More impressive is how quiet and refined the V8 engine is. Even when you mash the pedal, the V8 emits a low rumble. The eight-speed automatic provides velvety-smooth and quick shifts. One minute, the transmission is upshifting to keep the V8 quietly humming. The next minute when I hit the pedal, the transmission is downshifting to get the power to the road. EPA fuel economy is rated at 15 City/23 Highway/18 Combined. During my week, I saw an average of 18.2 MPG.

The Equus provided one of the smoothest rides I have ever experienced thanks to a revised air suspension system with three different modes (Normal, Sport, and Snow). The system does an excellent job making sure potholes, bumps, and other road imperfections don't make their way inside. Also not making an appearance is noise from the road and wind. Hyundai made sure to insulate the Equus with double-pane glass and sound deadening material throughout. This is a perfect car to eat up miles on the highway or a long country road.

What the Equus isn't so good at is being a fun to drive vehicle. Even though there is sport mode which firms up the air suspension, it really doesn't lessen the body roll. The steering isn't setup for the task either. Turning the wheel felt very rubber-bandy, not smooth as I was expecting. The steering has barely any feel or weight in the steering, but then again this is a big luxury sedan, not a sports car. I could imagine the Equus yelling out to me "WHAT DO YOU THINK YOU ARE DOING?!"when driving on a curvy road. If you want a big luxury sedan that's fun to drive, look to the Germans.

Much like I said in my first drive, the 2014 Hyundai Equus Signature nails the basics of a flagship luxury sedan, and adds a lot value to boot. There is three years of no-cost maintenance with someone picking up the Equus to have it serviced at the dealer and three years of Hyundai's BlueLink Assurance Connected Care. All for an as-tested price of $61,920 with destination. There are a couple of areas Hyundai does need to improve on the Equus; the steering and exterior design.

But the question remains on the future of the Equus, is in it for the long haul or not? Well, Hyundai has made the right decisions on the pricing, features, and a few other details. Hyundai is also being realistic how many Equus they sell every year. They know it will be a small number of people who want a luxury car at a bargain price.

Looking into my crystal ball, I see the Equus having a nice future ahead of it.

Disclaimer: Hyundai Provided the Equus, Insurance, and One Tank of Gas

Year: 2014

Make: Hyundai

Model: Equus

Trim: Signature

Engine: 5.0L GDI DOHC 32-valve Tau V8

Driveline: Rear-Wheel Drive, Eight-Speed Automatic

Horsepower @ RPM: 429 @ 6,400

Torque @ RPM: 376 @ 5,000

Fuel Economy: City/Highway/Combined - 15/23/18

Curb Weight: N/A

Location of Manufacture: Ulsan, South Korea

Base Price: $61,000

As Tested Price: $61,920 (Includes $920 Destination Charge)

Options:

N/A

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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William Maley

Staff Writer - CheersandGears.com

December 4, 2013

When Toyota introduced the refreshed Yaris subcompact last year, they also introduced a new tagline which is somewhat questionable. The tagline was "Yaris, it's a car!" So we know the Yaris is a car and not anything else, but is it one that you should go out and spend your money on? I spent a week with the 2013 Yaris L three-door to find out.

Let's start with the obvious: This particular Yaris is a three-door model, which happens to be the only three-door subcompact on sale in the U.S. As for the design, Toyota cleaned up the Yaris by smoothing out some of the lines and removing some questionable details such as a single black push button/handle found on the previous model's tailgate. The front also sees some minor changes with a new front clip and headlights.

Inside, the Yaris has just the bare essentials. This is due to this particular model being the base L. There is a wide dash that is mostly bare aside from the radio and climate controls sitting in the middle. Materials are pretty poor with hard plastic along the dash and door panels that look very cheap. I know that the Yaris L is a cheap car, but other vehicles with similar starting price use better materials. Two examples of this are the Kia Rio and Chevrolet Sonic.

As for features, it's an odd game of 'it has this, but not that'. You get a radio that is very much familiar to the Scion FR-S and comes with CD, USB and Aux inputs and Bluetooth. Also standard is air conditioning. What isn't standard is a height adjustment for the front seats and remote mirrors. For those, you have to step up to the LE which costs only costs $935 more when compared to the price of the L model when equipped with the automatic.

As for seating comfort, the front seats provided sufficient support. Without the ability to adjust the seat height, I always felt that I was sitting atop a milk crate while driving. The back seats provide decent legroom. Headroom is tight for those above 5'5" as your head will be touching the roof.

For more on the engine and what it's like to drive, see the next page.

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Powering the Yaris is a 1.5L DOHC four-cylinder engine with 106 horsepower and 103 pound-feet of torque. A five-speed manual comes standard on the L 3-Door, but our tester was equipped with the optional four-speed automatic transmission. With all of this 'performance', the Yaris L shows significant signs of struggle. You have to have your foot close or almost to the floor to attempt passing, merging, and even trying to keep up with traffic sometimes. The four-speed automatic does its best to try and keep the vehicle moving, but you can tell it's working its heart out. This is a vehicle that deserves an extra 20 to 30 horsepower and torque, and two more gear ratios. Fuel economy wise, the EPA rates the Yaris L 3-Door at 30 City/35 Highway/32 Combined. My average for the week was 32.1 MPG. That is good, but competitors with a bit more oomph can match and exceed that.

The Yaris L's ride is actually surprising. When you think of a subcompact, you think darty and sporty. The Yaris is not quite that. The ride is actually very soft, which means you don't feel bumps and road imperfections that much. It also means the Yaris isn't the vehicle you want to have some fun with thanks to the suspension and skinny tires. The steering weight is right in the middle, but kind of numb in feel. This isn't a deal breaker at all. What could be a deal breaker is the amount of road, wind, and engine noise coming into the cabin. There were times when I had to turn up the radio because of the cacophony of noises.

Toyota completely missed the mark with the 2013 Yaris. It seems that the team working on it were trying to build a vehicle for the 2000s when everybody else was trying to build one for this decade. Just looking at the Yaris and comparing it to other vehicles such as the RAV4 and Avalon, I know Toyota can do much better.

That's not even the biggest problem for the Yaris L; it's the poor value for the money. As I eluded to earlier, you can step up to the LE 3-Door for only $935 more which nets you height adjustment, remote mirrors, cruise control, and loads of other features. Why would you buy the Yaris L over the LE? The only reason I see is that you have $935 in your pocket, but you also have a bad value. You could also check out the Nissan Versa Note or Kia Rio LX for around the same money as the Yaris L and get much more equipment and a better value for money argument.

The Toyota Yaris L is indeed a car... and that's about all anyone, even Toyota, can think of to say about it.

Disclaimer: Toyota Provided the Yaris, Insurance, and One Tank of Gas

Year: 2013

Make: Toyota

Model: Yaris 3-Door

Trim: L

Engine: 1.5L 16-valve DOHC with VVT-i four-cylinder

Driveline: Front-Wheel Drive, Four-Speed Automatic

Horsepower @ RPM: 106 @ 6,000

Torque @ RPM: 103 @ 4,200

Fuel Economy: City/Highway/Combined - 30/36/32

Curb Weight: 2,315 lbs

Location of Manufacture: Kanegasaki, Japan

Base Price: $15,095

As Tested Price: $16,477 (Includes $795.00 Destination Charge)

Options:

Rear Spoiler - $329.00

Carpeted Floor Mats/Cargo Mats - $180.00

Cargo Net - $49.00

First Aid Kit - $29.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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William Maley

Staff Writer - CheersandGears.com

November 27, 2013

Back in the late nineties and early 2000s, hybrid vehicles were seen as being on the fringe of the automotive marketplace. Built with fuel economy in mind, the first hybrid vehicles were for those who wanted to stand out while getting impressive fuel economy. Fast forward to today and hybrid vehicles are now part of the mainstream. A number of manufacturers are offering hybrids in different types of vehicles. From compact cars all the way to luxury SUVs.

But not every type of vehicle has a hybrid model. For example, there are no compact crossovers that offer a hybrid option. Somewhat weird when you consider the compact crossover class is currently the hot thing in the marketplace. Instead, some automakers are going with small vans/wagons for a hybrid with more space.

Case in point, the 2013 Toyota Prius V. Introduced back in 2011, the Prius V takes the formula of the standard Prius and puts it into a larger package. Does this formula work though?

The Prius V's exterior design can be summed up like: It's a Prius, but larger. Park a Prius and a Prius V next to each other and you can tell they share a family resemblance. Compared to the Prius, the V is about 5.3 inches longer, 1.2 inches wider, and 3.3 inches taller. Aside from the bigger dimensions, Toyota put on a new front end and restyled the rear end.

The model seen here is the Prius V Two, the base model in the Prius V lineup. When I first got in and looked around, the song 'Bare Necessities' from The Jungle Book played in my head. The Two model looks and feels bare. Stepping inside, you are surrounded by the color grey from the door panels to the seats. It was too much grey for my taste. Materials in the Prius V range from textured hard plastics on the dashboard to vinyl on the door panels and the lid of the top glove box. I'm ok with the hard plastics, but the vinyl is an odd choice.

As for features, the Two model comes well-equipped for the $27,748.00 price tag. There is a touchscreen radio, backup camera, Bluetooth, USB and Aux jacks, steering wheel controls, and automatic climate control.

The front seats are very plush and provide the driver and passenger the basic adjustments to get themselves situated. I was wishing for a bit more support from the seats for longer trips as I was feeling pain in my lower back. Passengers in the back will find loads of head and legroom. Plus, passengers can move the seat forward and back, and recline to make themselves comfortable.

Cargo space in the Prius V is huge. With the back seats up, you'll find 34.3 to 40.2 cubic feet of space. This is dependent on how far forward the back seat is. Fold the rear seats down and you have 67.3 cubic feet of space. Compared to its closest competitor the Ford C-Max Hybrid, the Prius V has about 9.8 to 15.7 cubic feet of more space with the seats up and 14.7 cubic feet more with the seats folded.

Onto the next page for powertrain and ride impressions.

---

Powering the Prius V is the same Hybrid Synergy Drive powertrain that you'll find in a regular Prius. You have a 1.8L four-cylinder engine (98 horsepower and 105 lb-ft of torque) paired with a 60 kW electric motor. Total output of this system stands at 134 horsepower. A Nickel-Metal Hydride battery pack provides power to the electric motor while a continuously variable transmission makes sure all of the power gets to the front wheels.

The Prius V's powertain feels very overwhelmed. This is due to the V weighing 232 pounds more than the standard Prius. Leaving a stop or trying to make a pass, I found the powertrain was better at making noise than actual power. I really do think an extra 15 to 20 in horsepower and torque would really help out.

The Prius V also features three different drive modes: Eco, Power, and EV. Eco cuts back on the available power from the hybrid system in a effort to boost fuel economy. Power increases throttle response and uses all available power from the system. EV allows the Prius V to travel a short distance on electric power only. During my week, I found myself using Power to get up to speed at a decent rate, while using EV mode to drive around in my neighborhood without using any gas.

EPA rates the 2013 Toyota Prius V at 44 City/40 Highway/42 Combined. During my week long test, I saw an average of 43 MPG.

The Prius V redeems itself somewhat in ride and handling. The suspension does a great job of ironing out bumps and providing a smooth ride for passengers. Steering is provided by electrically-power assisted system and it provides decent feel and weight for normal driving. This isn't the vehicle to go for an exuberant drive as the Prius V's handling is somewhat sloppy with the soft suspension tuning and the low-rolling resistance tires.

Much like the Prius I had last fall, the Prius V exhibits the same abundance of road and wind noise no matter if you are driving in the neighborhood or go out onto the freeway. I'm really wishing Toyota addresses this with the next-generation Prius V.

Is a bigger Prius a good thing? It really comes down to your priorities. If you're looking for a hybrid vehicle that delivers impressive fuel economy numbers while having a surprising amount space, then you should consider the Prius V. Otherwise, the negatives such as abundant road and wind noise, and poor performance have me going towards models like the Ford C-Max Hybrid.

It's a matter of personal preference. The Prius V just doesn't meet mine.

Disclaimer: Toyota Provided the Prius V, Insurance, and One Tank of Gas.

Year: 2013

Make: Toyota

Model: Prius V

Trim: Two

Engine: Hybrid Synergy Drive: 1.8L DOHC 16-Valve VVT-i Four-Cylinder, Electric Motor

Driveline: Front-Wheel Drive, CVT

Horsepower @ RPM: 1.8L - 98 @ 5,200; Electric - 80 @ 0

Torque @ RPM: 1.8L - 105 @ 4,000; Electric - 153 @ 0

Fuel Economy: City/Highway/Combined - 44/40/42

Curb Weight: 3,274 lbs

Location of Manufacture: Tsutsumi, Japan

Base Price: $26,650.00

As Tested Price: $27,748.00 (Includes $795.00 Destination Charge)

Options:

Carpet Floor Mats & Cargo Mat - $225.00

Cargo Net - $49.00

First Aid Kit - $29.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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William Maley

Staff Writer - CheersandGears.com

November 13, 2013

The past few years has seen Hyundai rise as a dominant player in automotive marketplace. Vehicles like the Sonata, Elantra, and the Accent have shown how far the Korean automaker has come and being rewarded for their efforts. There is one segment that Hyundai hasn't quite cracked yet; crossovers. It's not for the lack of trying. Hyundai has been trying its darndest since the first-generation Santa Fe rolled off in 2002. Some of their efforts have included making the second-generation Santa Fe larger and introducing a smaller and larger crossover to complement it. That didn't quite work, so Hyundai went back to the drawing board and came up with a new idea. Last year, they introduced the next-generation Santa Fes; a large seven-seat model called the Santa Fe and a new midsize model called the Santa Fe Sport. Is this idea working? To find out, I spent some time with the 2013 Santa Fe Sport.

The Santa Fe Sport is one the first Hyundai vehicles to introduce their new 'Fluidic Precision' design language. The new design language gives the Sport a very muscular and expressive presence. The front end has a comically large chrome grille and sharp looking headlight units. Along the side profile is a strong character line that starts from the front wheel well and extends all of the way to rear taillights. Hyundai's designers raked the rear windows to add a nice stylish touch. This also means rear visibility becomes limited. Finishing the Santa Fe Sport off is a set of seventeen-inch alloy wheels in a graphite finish.

Heading inside, the Santa Fe Sport is a very pleasant and comfortable place to be. The dash and door panels comes with lot of soft-touch materials and leather. The center stack layout is simple and the controls are well-placed for easy reach. As for comfort, my test Santa Fe Sport came equipped powered and heated front seats for the front passengers. You can easily find a comfortable position with no sweat. The back seat passengers also have it good with more than enough head and legroom. Also, you can get the Santa Fe Sport equipped with the rear seats that adjust forward and back, recline, and provide heat.

My test Santa Fe Sport was also equipped with the optional navigation system and I have to say I was impressed. Hyundai installed their latest system which introduces a number of small changes such as improved maps and performance. The system is very easy to use and snappy. A number of automakers should take a look at Hyundai's system if they want to produce a quick and smooth infotainment system.

Now that I have talked about the exterior and interior of the Santa Fe Sport, it's time for a look under the hood.

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The Santa Fe Sport is available with two engines. The one I had is the base 2.4L direct-injected four-cylinder with 190 horsepower and 181 pound-feet of torque. This was paired with a six-speed automatic transmission and front-wheel drive. All-wheel drive is an option as is the 2.0L turbocharged four-cylinder with 264 horsepower and 269 pound-feet torque.

The 2.4L does get the Santa Fe Sport moving, but you feel like it's under a lot of stress. Getting up to speed takes a few seconds longer than expected. Plus, the engine quickly runs out of breath as you try to make a pass or merge onto a freeway until the next gear hits. This surprised me a bit since this is the almost the same engine you'll find under the hood of the Hyundai Sonata and Kia Optima. I praised the Optima's 2.4L for being peppy and smooth. While the 2.4L in the Santa Fe is smooth, it is not peppy. There is an Active Eco button that helps improve fuel economy, but it reduces the engine's power. The six-speed automatic does a good job when you're leaving a stop gently or moving along smoothly. Hammer the throttle and the automatic is somewhat confused before figuring out what it should do.

EPA rates the 2013 Hyundai Santa Fe Sport FWD 2.4 at 21 City/29 Highway/24 Combined. During my week with it, I averaged 25.2 MPG.

The Santa Fe Sport's ride is very comprised and quiet. Driving along the interstate for brief trip, the Santa Fe Sport exhibited minimal road and wind noise. The suspension is able to smooth out bumps and road imperfections with no problem.

If you are expecting any driving fun since it's named the Santa Fe Sport, then I need to explain the Sport is more of differentiation about the vehicle's size, not the fun-to-drive-ness. Much like the other crossovers in the class, the Santa Fe Sport has a bit of lean when turning due to its suspension tuning. The Santa Fe Sport also features Hyundai's Flex Steer which allows a driver to choose how much weight they want in their steering. In my review of the Elantra GT, I found myself leaving the system in Normal since the other two options were on the extreme. The same holds true for the Santa Fe Sport. Using the flex-steer system, I found myself using the Normal setting more than Comfort (too light) and Sport (too heavy).

At the end of the week, I found the Hyundai Santa Fe Sport to be a very competent crossover. Hyundai focused on the areas that are important to buyers in this class; comfort, value for money, and styling. The only real concern I have is with the base engine as I found it to be somewhat stressed. For a fair number of buyers, the 2.4 will be ok if you equip it with front-wheel drive. If you are considering all-wheel drive, I would push for the 2.0T engine.

Otherwise, Hyundai seems to be going in the right direction with the Santa Fe Sport. It could be the breakout hit they are looking for.

Disclaimer: Hyundai Provided the Santa Fe Sport, Insurance, and One Tank of Gas.

Year: 2013

Make: Hyundai

Model: Santa Fe Sport

Trim: FWD 2.4

Engine: 2.4L GDI DOHC 16-Valve Four-Cylinder

Driveline: Front-Wheel Drive, Six-Speed Automatic

Horsepower @ RPM: 190 @ 6,300

Torque @ RPM: 181 @ 4,250

Fuel Economy: City/Highway/Combined - 21/29/24

Curb Weight: 3,459 lbs

Location of Manufacture: West Point, Georgia

Base Price: $24,450.00

As Tested Price: $32,175.00 (Includes $825.00 Destination Charge)

Options:

Leather & Premium Equipment Package - $2,950.00

Technology Package - $2,700.00

Popular Equipment Package - $950.00

Cargo Cover - $150.00

Carpeted Floor Mats - $100.00

Cargo Net - $50.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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William Maley

Staff Writer - CheersandGears.com

November 6, 2013

Chrysler has a habit of building a car that can cause everyone to go gaga and have the desire to own one. In the early 2000s, it was the PT Cruiser that caused many people to go crazy with lust. Then in 2005, lighting stuck once again with the introduction of the 300. Its bold styling and available HEMI V8 struck a chord with people. Here was a vehicle that looked like a million bucks, but was very much attainable. However the 300 lost it's exclusiveness and became old news.

But a couple years ago, Chrysler under the guiding hand of Fiat launched a new 300. The new model was leaner and possibly a little meaner as well. But the question for the new 300 is this; can it be the attainable dream car like the previous model? I had a 2013 300S for a week to find out.

The first-generation 300 received many praises for its very distinctive exterior design. That left Chrysler's designers in a tough spot with designing the next-generation model. Do they stick with what worked for the 300 and make minor changes or start anew? They went with the former and somehow made the new model look more exclusive. Park an old and new 300 and you can tell there's a family resemblance between them. The difference between the old and new is that new 300 features a smoother front and rear end, bolder wheel wells, and a set of LEDs arranged in a C-shape in the headlights. S models take the 300's design further by adding dark grey trim pieces and twenty-inch wheels with black paint on the wheel pockets. These additions really make the 300S stand out.

One of the biggest complaints with the last 300 was the use of questionable materials in the interior. The outside looked great, but was let down by an interior that could be described as disappointing. The new model fixes that by a wide margin. Chrysler made the 300S look and feel like a more expensive car by using better materials such as soft-touch materials along the dash and door panels, brushed metal trim, and leather on the steering wheel and seats. Controls felt solid and build quality was excellent. The only item I would change in the 300S' interior is switching out the black seats for the optional red ones. I thought the red seats would be somewhat garish. But after spending a week in what felt like complete darkness thanks to black leather on the seats and black dashboard, the red leather would provide some contrast.

As for comfort, the driver and passenger get enveloped in supportive leather seats with power adjustments and heat. Taking a quick trip up to Mid-Michigan for the day, I found that I was very comfortable and had no pain in my back. The back seat provides an adequate amount of head and legroom. However, there is a feeling of claustrophobia thanks to a high beltline and a small greenhouse.

A large eight-inch touchscreen sits on top of the center stack and features Chrysler's UConnect infotainment system. UConnect controls the radio, climate, navigation, and number of other functions in the 300. This system is has to be one the most user-friendly infotainment system I have used thanks to large touch points and switching from one function to another very quickly. One point of contention with UConnect is the Garmin navigation system. Some complain that it looks like MyFirstNavigation, but I would argue that its easier to use than fair number of competitors. Sure it's simplistic, but the system gets the job done.

Now that I have talked about the show in 300S, Let us dive into what makes this go on the next page.

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The 300 comes with the choice of a V6 or the HEMI V8. In this particular 300S, it was equipped with Chrysler's 3.6L Pentastar V6 that produces 300 horsepower and 264 pound-feet of torque, up from the standard 292 horsepower and 260 pound-feet of torque. This is thanks to a sport-tuned exhaust and cold-air induction system. An eight-speed automatic transmission from ZF gets the power to the rear wheels.

The 3.6L V6 is a very strong engine whether you're leaving a stop or needing to make a pass. There always seems to be enough power ready at your command. What impressed me more was the eight-speed automatic. This transmission plays very well with the V6, keeping it in the zone of power with no sweat. Shifts were unobtrusive and mostly quick when downshifting. I do wish the upshifts were a little bit faster when I hit the go pedal though.

The eight-speed automatic also has one of oddest and confusing gear selectors on the market today. It's supposed to work like your standard gear selector where you pull back to go into reverse or drive and push forward to go into park. But I never could seem to get into the gear I wanted on the first try. I would figure out that there are notches when you push or pull the selector, which helped out somewhat. I was left wondering why Chrysler thought this was a good idea. Maybe with a refresh or next-generation, a rotary knob will take the place.

Fuel economy wise, the 3.6L is rated at 19 City/31 Highway/23 Combined. During my week, I saw an average of 25.3 MPG.

Chrysler found a nice midpoint with comfort and sport with the 300S' ride. We'll start with the comfort. The suspension tuning and long-wheelbase make any road almost feel smooth, even with the standard twenty-inch wheels on the S model. Wind and road noise hardly make an appearance as well. As for the sport, Chrysler fits a touring suspension which helps reduce body roll. Steering has a nice feel and weight when being pushed. However, the large size of the 300S makes it a bit of a handful when being driven hard.

In every facet, Chrysler has improved the 300. Under the familiar but somehow new body lies a number of major changes that make new model not only a standout in the Chrysler family, but in the entire marketplace. Also considering the as-tested price of $37,925 makes the 300S a bit of bargain.

The affordable dream car is back with a vengeance.

Disclaimer: Chrysler Provided the 300S, Insurance, and One Tank of Gas.

Year: 2013

Make: Chrysler

Model: 300

Trim: S

Engine: 3.6L DOHC 24-Valve V6

Driveline: Rear-Wheel Drive, Eight-Speed Automatic

Horsepower @ RPM: 300 @ 6350

Torque @ RPM: 264 @ 4,800

Fuel Economy: City/Highway/Combined - 19/31/23

Curb Weight: 4,029 lbs

Location of Manufacture: Brampton, Ontario

Base Price: $33,145

As Tested Price: $37,925 (Includes $995.00 Destination Charge)

Options:

SafetyTec - $1,995.00

UConnect 8.4N AM/FM/Sat/Nav - $995.00

Light Group - $795.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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William Maley

Staff Writer - CheersandGears.com

October 30, 2013

The 2013 Nissan Pathfinder caused quite the ruckus when it was introduced at the 2012 New York Auto Show. Nissan announced that the new Pathfinder was leaving its off-road roots that it had for the majority of its life and was turning into a crossover. Of course, most everyone in the automotive world went mad and complained that Nissan was tarnishing the good name of the Pathfinder by going the crossover route.

However, Nissan is having the last laugh as sales of the new Pathfinder are booming. In 2011, Nissan moved 25,935 Pathfinders. So far this year, Nissan has more than double that with 63,826 Pathfinders finding a good home. But there comes a question; with this transformation, has Nissan been able to make a crossover that deserves the Pathfinder name?

When I first saw pictures of the 2013 Pathfinder, I thought it looked awkward. In person, it still looks awkward to my eyes. I think it's due to Nissan trying to mesh two design philosophies into one vehicle. Up front is the design language that Nissan uses for its trucks and SUVs. You have a trapezoidal grille and massive headlights that are surrounded with chrome trim. The side profile and back end are more reminiscent of Nissan's passenger sedans with flowing lines and a large greenhouse.

The Pathfinder's interior is your standard Nissan fare with a plain looking design. Material quality ranges from soft-touch on the interior's touch points to hard materials along the bottom of the dashboard. There is wood trim along the center stack and console that adds a nice touch.

Taking center stage on the center stack is a seven-inch screen. At first, I thought it was touchscreen that was broken since it wasn't responding. Then I realized Nissan pulled a bit of a bait and switch. If you want a touchscreen on your Pathfinder, you have to step up to the Platinum model which costs an extra $5,000 over the SL model. To move around the system, you have a set of buttons and a large knob below the screen. Once you get the hang of how to work the system, it becomes somewhat easier. But in the back of my head, I'm wondering why Nissan just doesn't go ahead with a touchscreen for the SL.

That's not the only problem with the Pathfinder SL's tech. The other one is with the Bluetooth system. To start, you can only make phone calls with the system and not stream any audio from your phone or audio device. Nissan has rectified this with the 2014 SL by making it an option, but I think this should be standard across the Pathfinder lineup. Also trying to pair my phone was a pain in the butt ordeal. Whereas most systems have you go into the settings menu to pair your phone, the Pathfinder has you use the voice button on the steering wheel to setup your phone. The only way you know this is by either looking in the owners manual or accidentally hitting the voice button. The setup process is thankfully painless, as is answering phone calls. Trying to make a call is another story. Nissan's voice system couldn't figure out what name I was trying to say and would ask me to repeat. I just found it easier to say the number or dial from my phone and send it to the vehicle.

The Pathfinder SL comes with seating for seven people. Comfort varies on where you're sitting in the vehicle. Up front, passengers will find plush seats with good support and adjustments. The second-row offers passengers an abundance of head and legroom. Sadly, I didn't find the seats as comfortable because there isn't enough seat padding and I found the second-row isn't set as high like in the GMC Acadia. The third-row is easy to get to thanks to Nissan's EZ Flex Seating System which flips up the bottom cushion and tilts the back cushion to make the seat more compact and easier to move. This system also allows the seat to be moved if there is an infant seat by only tilting the back cushion. Space in the third row is tight for legroom, while headroom is decent.

For Powertrain and Ride Impressions, See The Next Page.

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Powering all Pathfinders is the well-known 3.5L VQ V6 with 260 horsepower and 240 pound-feet torque paired with Nissan's XTronic CVT. You have the choice of either front-wheel or ALL-MODE 4x4-i. In my notes for the Pathfinder, the power delivery feels like the vehicle is climbing a hill while struggling to keep the speed prior to reaching an rpm where the power delivery becomes more immediate. The engine doesn't feel as powerful on the lower end as it does on the higher end. I'm not sure if this is an issue with the engine's computer or the CVT. Speaking of the CVT, it does a excellent job of keeping the 3.5L V6 quiet, except when you accelerate and the prolonged drone enters the cabin. The EPA rates the 2013 Pathfinder at 19 City/25 Highway/21 Combined. During my week, I saw an average of 22.1 MPG.

My test Pathfinder came equipped with Nissan's ALL-MODE 4x4-i and it offers three different models via a knob in the center stack,

• 2WD: Leaves the Pathfinder in front-wheel drive
  
• Auto: All-Wheel Drive system kicks in if the system detects a loss of traction
  
• Lock: All-Wheel Drive System stays on for a certain amount of time and at certain speed before switching back to Auto.
  

I mostly left the system in 2WD, but I switched into Auto when a nasty storm rolled through and dumped a lot of rain. The system did its job and I got to my destination safely.

As for ride and handling, the Pathfinder is one of the more plush riding crossovers on sale. The suspension isolates bumps and road imperfections from passengers. Steering is light and doesn't really have that much feel, the two traits that are common in the class and are acceptable. One disappointment was how much wind noise the Pathfinder exhibited, especially around the a-pillars.

The Pathfinder's transformation of being a rough and tough SUV to family friendly crossover has mostly worked out. Nissan got most of the basics right with a comfortable ride, plush interior, high fuel economy numbers, and some clever features. However, some odd decisions made with the infotainment unit, a horrid bluetooth system, and the odd behavior of the powertrain rob the Pathfinder of the best-in-class crown. If Nissan can address these problems in the near future, then we might have a real competitor to GM's Lambda family.

Disclaimer: Nissan Provided the Pathfinder SL, Insurance, and One Tank of Gas.

Year: 2013

Make: Nissan

Model: Pathfinder

Trim: SL i-4X4

Engine: 3.5L VQ V6

Driveline: All-Wheel Drive, CVT

Horsepower @ RPM: 260 @ 6400

Torque @ RPM: 240 @ 4400

Fuel Economy: City/Highway/Combined - 19/25/21

Curb Weight: 4,312 lbs

Location of Manufacture: Smyrna, TN

Base Price: $36,070

As Tested Price: $40,470 (Includes $825.00 Destination Charge)

Options:

SL Premium Package - $2,650.00

Roof Rail Cross Bars - $300.00

Illuminated Kick Plates - $275.00

Carpeted Floor Mats - $200.00

Splash Guards - $175.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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William Maley

Staff Writer - CheersandGears.com

October 23, 2013

Whether it was deserved or not, the previous Beetle earned the dubious title of 'chick car'. It's easy to see how the Beetle earned this title; a bubbly design, flower shaped wheels, and a flower vase. This wasn't helped by the addition of the Beetle Convertible which only reinforced the 'chick car' mantra.. But Volkswagen pulled something short of a miracle with this current Beetle; made it look like the classic Beetle that we know and love without giving it any details that could make it a 'chick car'. Could they pull off the same feat with the new convertible? I spent a week with the 2013 Beetle Convertible Turbo to find out.

The Beetle Convertible Turbo is still a Beetle design-wise, but has been brought into the modern era. Certain elements from the New Beetle are still around in this new model with round headlights and wide fenders. Other than that, the Beetle Convertible really stands out with longer front end, a deck-lid spoiler, D-Shaped headlights, and eighteen-inch alloy wheels.

Like the previous Beetle Convertible, the new model sticks with a fabric roof. I like how Volkswagen was able to keep the roofline from Beetle when making the Beetle Convertible. The top can be raised and lowered within ten seconds and up to 31 MPH. The top folds into the back of the vehicle, but doesn't go into the trunk. Instead it sits in a little space behind the back seats. That means some of the folded top sticking out from the space it sits in. Volkswagen does provide a cover to put over the top, but it's about as easy to put on as trying to wrestle a greased pig. First off, the cover is just huge. Trying pull it out of trunk kind of reminded me of how a dentist pulls a tooth out; yank and pull till it comes out. From there you have get the cover installed onto the roof by a number of clips and tucking it in. I only tried it once and then took the cover off. There has to be an easier way to do this.

The Beetle Convertible's interior has been toned down somewhat when compared to the last-generation model. You don't have a funky center stack or a vase where you can stick a flower into. It's more in line with Volkswagen's lineup. That doesn't mean that interior is boring, there are some touches that make the Beetle Convertible special. For starters, you have a two-tone dashboard (Beige and Black in my case) and a separate set of gauges mounted at the top of the dash that gives you the oil temp, turbo boost, and a stopwatch. Materials throughout are mix of hard and soft-touch plastics.

Front seat passengers are firmly held in with very supportive front seats. I was disappointed that for the as-tested price, the Beetle Convertible Turbo doesn't come with power seats. The back seat is just there for show since no one can actually fit there comfortably. The nice thing is that Volkswagen includes a wind deflector that you can install right over the back seat.

For your entertainment, Volkswagen has installed the Fender Audio System in the Beetle convertible. Now I was impressed by the system in the Jetta Hybrid I had back in summer. In the convertible, it impressed even more. With the top down, the Fender system was able to produce a very clear sound. No matter what I threw at the system with the top up or down, the Fender system performed flawlessly.

What I wasn't so impressed by was the optional navigation system. The screen is too small and the touch points on the screen are hard to hit and require you to hit them a couple times for something to happen. I'm wishing that Volkswagen makes the larger touchscreen used on the high-trim Passats available to other models.

For powertrain and driving impressions, see the next page.

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Powering the Beetle Convertible Turbo is Volkswagen's veritable 2.0L turbocharged four-cylinder. It produces 210 horsepower and 207 pound-feet of torque. You have a choice of either a manual or DSG gearbox, both six-speeds. The engine really gets the Beetle Convertible moving thanks to the 207 pound-feet of torque arriving at 1,700 rpm. At no point was I thinking 'this needs more power', the 2.0T is just enough. Plus, the 2.0T makes a lovely exhaust burble when you have the top down. The DSG is somewhat mixed. In low-speed situations, the DSG acts confused and goes into a herky-jerky mode when changing gears. Put it on a open road and the DSG comes alive with lighting quick shifts.

Fuel economy wise, the EPA rates the 2013 Volkswagen Beetle Convertible at 21 City/29 Highway/24 Combined. I was hoping the fuel economy numbers were better considering the size of Beetle convertible. My average for the week was around 24.1 MPG.

When building a convertible, there are two problems that need to be solved. The first is excessive wind noise when the top is up and the second is the flexing of the body cause by the roof being removed. In the case of the Beetle Convertible, Volkswagen was able to minimize both to a point. With the wind noise, the convertible's top is comprised of six layers of varying materials (ranging from a fabric used on the exterior layer to an insulating fleece) in a effort to reduce it. I can say that driving around town and on the expressway, the car is quieter than I was expecting. Yes, there is some wind noise that makes its way in, but its not to the point where you need to crank the radio up. As for the body flex, the Beetle Convertible comes with a fair number for reinforcements such as a thicker bar used in the A-Pillars and more sheet metal in the lower body. This makes the Beetle Convertible 20 percent stiffer when compared to the last-generation model. Driving on some rough roads, I wasn't able to feel or notice any flex in body.

Driving around in the Beetle Convertible Turbo, I was worried it was going to be too stiff with a sports suspension and eighteen-inch wheels. Thankfully Volkswagen was able to find a balance between the two. Driving around in town or out on the expressway, the suspension does a really nice job of isolating most road imperfections. Out on the curvy stuff, the Beetle Convertible Turbo is very much fun to drive at moderate speeds. The suspension keeps the vehicle in check and the steering provides excellent weight and decent feel. But like C&G's Managing Editor Drew Dowdell found out in his Beetle Turbo review back in 2012, it doesn't like to be pushed hard. The suspension isn't able to handle being pushed to its limits, becoming somewhat squirrely. Keep it at 5, 6 on the fun to drive scale and you'll do fine.

There is one issue that I need to address with this particular Beetle Convertible Turbo and that is the pricetag. The Beetle Convertible Turbo is Sound/Nav model and as tested costs $33,765. Quite the chunk of change for a small convertible. That of course brings up the question of what else you could buy. Well you can step up to a Chevrolet Camaro or Ford Mustang with their respective V6 engines or you can go down slightly and get a nicely loaded MINI Cooper Convertible or a Roadster. Now if you drop down to Beetle Convertible Turbo w/Sound, you're looking at a price of around $30,000, making this somewhat more compelling.

When the Beetle Convertible Turbo drove away, I watched it and felt a little bit sad about it. Every time I put the top down, put some music on, and drove, I felt happy. This is a vehicle that can make a bad day go away.

Sure there will be those who will call the Beetle Convertible Turbo a 'chick car' still. But with the new design, turbo powerplant, great lengths to the wind noise and strength, and other items help the Beetle Convertible Turbo remove the dubious honor it once held.

Disclaimer: Volkswagen Provided The Beetle Convertible Turbo, Insurance, and One Tank of Gas.

Year: 2013

Make: Volkswagen

Model: Beetle Convertible

Trim: Turbo

Engine: 2.0L Turbocharged and Intercooled Inline Four-Cylinder

Driveline: Front-Wheel Drive, Six-Speed Dual-Clutch Transmission

Horsepower @ RPM: 210 @ 5,300

Torque @ RPM: 274 @ 3,600

Fuel Economy: City/Highway/Combined - 21/29/24

Curb Weight: 3,272 lbs

Location of Manufacture: Pubela, Mexico

Base Price: $32,970.00

As Tested Price: $33,765.00* (Includes $795.00 destination charge)

Options:

N/A

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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William Maley

Staff Writer - CheersandGears.com

October 16, 2013

Last year, I had the great fortune of going to the Midwest Automotive Media Association's Spring Rally. The rally brings automotive media and manufacturers together for a couple days of driving new vehicles. During my time there, I had the chance to slip behind the wheel of the recently launched Lexus GS 350. But this wasn't any ordinary GS 350. It happened to be the new GS 350 F-Sport model. When I wrote my wrap-up of the event, I said this about the GS:

"Has Lexus created a vehicle that can give everyone in the midsize luxury sedan class something to worry about? Oh very much so."

Bit of a bold proclamation. I wanted to find out if that would hold true after an extended stay on the roads I drive on and Lexus obliged by handing over a 2013 GS 350 F-Sport for a week's stay.

Polarizing. That's the word I would use to describe the GS 350 F-Sport's exterior design. To start, there is Lexus' spindle grille in the front. This is either a love it or hate it relationship. Personally, I love the spindle grille on the GS, especially when it has the mesh-grille insert. There is also a set of LED daytime running lights running along the inner edge and a more aggressive front bumper with vents to feed air to the massive brakes. Along the sides are a high belt line, side skirts, and a set of nineteen-inch alloy wheels in a graphite finish. Towards the back, a rear lip spoiler and valance finish off the sporty touches. It's shock and awe in one complete package.

Heading inside, the GS 350 F-Sport looks and feels like a sporty sedan. You have loads of black leather and soft-touch materials that contrast very well with the grey trim pieces used in the dash. The front seats are well-bolstered and provide a wide range of adjustments such as adjustable side bolsters and power thigh support for the driver. Heat and ventilation are included for both seats. The ventilation was much appreciated during the week as it was pretty warm.

The back seat isn't as big as you might think. A large transmission tunnel means it's only really comfortable for two passengers. Also headroom comes at a premium due to a sloping roofline.

Techwise, the GS 350 comes with a large 12.3-inch screen that houses Lexus' Enform infotainment system. The screen is divided up into two parts. The majority of the screen is dedicated to navigation, media selection, climate and information. The remainder of the screen is used for telling you what's playing and a overview of the climate system. I like this layout since I can have the navigation and what's playing on my iPod at the same time. Well done, Lexus!

To move around the system, there is Lexus Remote Touch. The system uses a joystick to navigate around the menus and select functions. I'm not a fan of Remote Touch since the system is a bit touchy and you have to take your eyes off the road to make sure you are going into the selection you want.

Enough about the design and seating arrangements, lets dive into how it drives.

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Powering the GS 350 F-Sport is a 3.5L V6 with 306 horsepower and 274 pound-feet of torque. A six-speed automatic transmission is the sole choice. The 3.5L is very Lexus-like at the low end, quiet and smooth. Surprisingly, it also packs a bit of punch as well. Keep the revs climbing the 3.5L emits a very lovely engine note. The six-speed automatic never put a gear cog wrong. It somehow knew what gear the vehicle needed to be in.

The GS also comes with Lexus Drive Mode Selector which offers four different configurations for the powertrain and suspension. The modes are as followed:

• Normal: Standard throttle mapping and suspension tuning, gearshifts tuned for comfort.
  
• Eco: Slower throttle mapping, reduced operation of the climate control
  
• Sport: Quicker throttle mapping, stiffer suspension tuning
  
• Sport+: Much quicker throttle mapping, even stiffer suspension tuning, heavier steering, number of powertrain enhancements
  

During the week, I found myself cycling though all of the modes and using them for their respective needs. Normal worked very well in the city and in the suburbs. Eco did great on the freeway and the long rural roads of Northern Michigan. Sport and Sport+ were left to the curvy roads as the engine could be worked.

The GS 350 F-Sport comes with Adaptable Variable Suspension (AVS). The suspension can be adjusted by a driver via the Drive Mode Selector to either be stiff or soft. The same is true for the steering as it can be adjusted to provide a heavier feel. Do they work? In short, yes.

Flicking the Drive Mode Selector into Sport and Sport+ transforms the GS into something of a road demon. Moving along on one of the test roads I use, the GS felt much more agile than I was expecting. Body lean was kept to a minimum. Steering was excellent with good feel and weight when it was being pushed.

Switching back into Normal and Eco mode, the GS 350 F-Sport becomes a very sensible luxury sedan. The suspension softens up and provides a very smooth ride. Sound deadening is excellent with wind and road noise kept to a minimum.

Fuel Economy for the GS 350 F-Sport is rated at 19 City/28 Highway/23 Combined. During the week, I got an average of 26 MPG.

Going back to beginning of this review, I was wondering if I could stand behind the verdict I gave to GS 350 F-Sport when I briefly drove it last year. The answer is a resounding yes. I don't how Lexus was able to pull this off, but somehow it has created a midsize luxury sedan that is very much fun to drive and provides many luxuries for its occupants.

The GS 350 F-Sport should make everyone in midsize luxury sedan class a bit nervous and worried. Especially if Lexus engineers take what they learned from the GS F-Sport and applies it onto a GS-F.

Disclaimer: Lexus Provided The GS, Insurance, and One Tank of Gas.

Year: 2013

Make: Lexus

Model: GS 350

Trim: F-Sport

Engine: 3.5L DOHC 24-valve VVT-i V6

Driveline: Rear-Wheel Drive, Six-Speed Automatic Transmission

Horsepower @ RPM: 306 @ 6,200

Torque @ RPM: 274 @ 3,600

Fuel Economy: City/Highway/Combined - 19/28/23

Curb Weight: 3,795 lbs

Location of Manufacture: Tahara, Aichi, Japan

Base Price: $46,900.00

As Tested Price: $55,869.00* (Includes $875.00 destination charge)

Options:

F-Sport Package - $5,690.00

Navigation Package - $1,735.00

Blind Spot Monitor System - $500.00

Trunk Mat - $105.00

Cargo Net - $64.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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William Maley

Staff Writer - CheersandGears.com

October 9, 2013

While Toyota gets most the of spotlight when talking about hybrid vehicles, it is Honda that deserves a lot of credit for introducing hybrids to North America. In 1999, the Japanese brand introduced a weird looking two-seater vehicle called the Insight. The egg-shaped vehicle hid a very unique powertrain for the time; a gas engine paired with electric motor and a set of batteries. This combination helped the Insight get amazing fuel economy numbers.

But since the first-generation Insight, Honda has played second-fiddle to Toyota in the hybrid marketplace. It isn't due to Honda sleeping on the job. It's more due to the majority of vehicles being flops. There was the 2004 to 2007 Accord Hybrid which put performance as the big priority and not fuel economy. There's also the second-generation Insight which looks very much like the Toyota Prius, but doesn't get the same or better fuel economy. Finally, we have the CR-Z which caused outrage because it wasn't anything like the original CR-X. The only real success since the first-generation Insight has been the Civic Hybrid which does decently in fuel economy and sales.

But that isn't stopping Honda at all. Last year, the company announced two new hybrids for the Accord lineup; an Accord Plug-In Hybrid that would compete with the Ford Fusion Energi and a return of the Accord Hybrid. This time, the Accord Hybrid's main focus is fuel economy. Can the Accord Hybrid help boost Honda's credibility in the hybrid marketplace? To find out, Honda flew me down to Columbus, Ohio to investigate.

Honda is making a big break with their past on the 2014 Accord Hybrid; you will not find the Integrated Motor Assist (IMA) system found in many of their hybrid vehicles. Instead, the Accord Hybrid gets the new Sport Hybrid intelligent Multi-Mode Drive (i-MMD) system that made its debut in the Accord Plug-In Hybrid. Sport Hybrid i-MMD is comprised of five different components:

• 2.0L DOHC i-VTEC four-cylinder Atkinson-Cycle engine producing 141 horsepower and 122 pound-feet of torque
  
• Two 124 kW electric motors - One acting as a propulsion motor, one acting as a generator
  
• 1.3 kWh Lithium-Ion battery
  
• Electronic Continuously Variable Transmission (E-CVT)
  
• Power Control Unit
  

These five pieces help the Accord Hybrid produce a total output of 196 horsepower and EPA fuel economy ratings of 50 City/45 Highway/47 Combined.

To pull those numbers off, the Accord Hybrid has three different drive modes:

• EV Drive Mode: Uses the electric motor to power the vehicle in light acceleration and cruising. The gas engine is decoupled from the drivetrain via a clutch to help reduce friction and increase fuel economy.
  
• Hybrid Drive Mode: Electric motor and gas engine work together to provide power.
  
• Engine Drive Mode: Engine is coupled back up to the drivetrain via a clutch and helps provide power during heavy acceleration and high speeds.
  

You can also put the Accord Hybrid into a EV mode via a button on the center console. Once the battery is depleted to a certain point or the vehicle reaches a certain speed, the hybrid system will kick back on and charge the battery.

Even with all of this technology, the Accord Hybrid is still very much an Accord in its design. You'll find blue accents on the grille and headlights for the Accord Hybrid. You also have a unique set of seventeen-inch wheels and hybrid badges on the front fenders and trunk lid to help it stand out from other Accords.

Inside, the Accord Hybrid is almost the same as the standard model. The only difference between the Hybrid and the standard model is a new gauge cluster that displays information about the battery and other information about the system. Otherwise, the Accord Hybrid has the same nicely appointed interior with soft touch materials and wood trim. The front seats were comfy with a fair number of power adjustments on EX-L and Touring models. The back seats provided excellent head and legroom.

Controls are somewhat of a mixed bag. The steering wheel controls and climate control system are easy to understand and use. Then there is Honda's i-MID infotainment system. It begins with a large, eight-inch screen sitting on top of the dash. On the base model, you have a set of large buttons and a knob sitting just below the screen to move around. EX-L and Touring models push the buttons and knob towards the bottom of the center stack. In its place is a small screen that controls the radio presets and hands-free calling. My first impression with this system wasn't good. It took me a few moments to find the button to move from the radio to hybrid information. Trying to get those controls is a bit of a reach as well. Then there is the touchscreen which is not always the fastest nor most responsive when changing stations. If I had more time to play with the system, maybe my tune would change.

Now that I have given you a lesson on the Accord Hybrid, it's time to see how it works on the road.

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During my time behind the wheel, I was impressed by how seamless the system would transition between the three different modes. Unless I was paying attention to the gauge cluster, I wouldn't notice the change of drive modes. That is less true under hard acceleration or when EV recharge mode is needed. One worry I did have is that engine was very loud when it turned on. I hoping this is an oddity with the pre-production models we're driving.

Aside from this, the hybrid powertrain is able to get up to speed at a very decent clip. Leaving a stop or merging onto some of Ohio's highways, I found that I wasn't wanting to more power. The Accord Hybrid had enough to keep up with traffic.

Fuel economy wise, the Accord Hybrid was able to meet the EPA fuel economy ratings. During my time behind the wheel, I saw an average of 48 MPG. Out on the highway, I was able to see 50 MPG. 50 MPG out a midsize sedan?! Yeah, I was pretty impressed.

The Accord Hybrid's ride was on the comfortable side with expansion joints and potholes being mostly ironed out. Wind noise is kept down, but the same cannot be said for road noise. Driving on rural roads or the highway, there was a noticeable amount of tire noise coming inside. Steering in the Accord Hybrid provided good weight and feel.

One other feature I should point out is Honda LaneWatch. Mounted on the bottom edge of passenger's side view mirror is a camera that give you a view of what's to the right of you. You can activate LaneWatch by either pressing a button on the turn stalk or by signaling right. The system will pop up on the screen with a shot the road to let you know if its safe to pass or not. Its a creative solution, but I'm wondering why Honda doesn't also add a blind spot system to go with it as well.

As for pricing, the Accord Hybrid sits between the Accord and Accord Plug-In Hybrid. The base Accord Hybrid starts at $29,945 (includes $790 destination charge) and will come with dual-zone climate control, power locks and windows, LaneWatch, and Bluetooth. Next is the Accord Hybrid EX-L which starts at $32,695 and comes with leather, upgraded audio system with a subwoofer, moonroof, backup camera, forward collision warning, and lane departure warning. Finishing off the Accord Hybrid lineup is the Touring which begins at $35,695 and includes navigation and adaptive cruise control.

After spending some time with the Accord Hybrid, I think Honda has a very credible contender in the class. It has the performance and fuel economy that either matches or beats all of the competitors in the class. Plus, the value for the money equation is very strong here.

But this is a big question looming for the Accord Hybrid: Can it be the model to put Honda as one the front runners in the hybrid class once again? We'll have to wait and see on that.

Disclaimer: Cheers & Gears was invited to a first drive event by American Honda and provided the travel, vehicles, breakfast, and lunch for the event.

Year - 2014

Make – Honda

Model – Accord Hybrid

Engine – Sport Hybrid intelligent Multi-Mode Drive (i-MMD): 2.0L DOHC i-VTEC four-cylinder Atkinson Cycle engine, two 124 kW electric motors,

Driveline – Front-Wheel Drive, Electronic Continuously Variable Transmission (E-CVT)

Horsepower @ RPM – 141 @ 6200 (Gas Engine), 124 kW @ N/A (Electric Motor), 196 (Total Output)

Torque @ RPM – 141 @ 6200 (Gas Engine), N/A (Electric Motor), N/A (Total Output)

Fuel Economy: City/Highway/Combined - 50/45/47

Curb Weight – 3,550 lbs (Accord Hybrid), 3,595 lbs (EX-L), 3,602 lbs (Touring)

2014 Accord Hybrid Pricing*:

• Accord Hybrid - $29,945
  
• Accord Hybrid EX-L - $32,695
  
• Accord Hybrid Touring - $35,695
  

*Includes $790 Destination Charge

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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William Maley

Staff Writer - CheersandGears.com

October 2, 2013

To say the current crop of mid-size sedans is downright impressive would be massive understatement. We have sedans that can be compared with more expensive models in styling, are fun to drive, and get fuel economy numbers that only compacts and subcompacts were getting a few years ago. It's hard to place where the starting point is for this current group of mid-size sedans, but I have a possible answer.

The year is 2010. Hyundai introduced the next-generation Sonata to the marketplace and it was a suckerpunch to the midsize marketplace. Here was a mid-size sedan that brought forth amazing styling, impressive powertrain tech, and value for money that no one else could match. Everyone knew that a new, credible challenger had arrived and it was time to step up.

After four years since its introduction, the Sonata is beginning to show its age when compared to its competitors. Sales though haven't slowed down at all. Can the current Sonata still stand tall or is it time for the curtain to fall on this sedan?

The Sonata is still an impressive looking sedan. Despite going on almost four years in the marketplace, the Sonata looks like it was just released. You can tell that Hyundai's designers were influenced by the first-generation Mercedes-Benz CLS as the two share a similar shape. Other details to take note are dual exhausts and a set of eighteen-inch wheels.

The interior is a whole another story as it looks and feels very old. Someone at Hyundai must have been going through a dark period since there are large swaths of black throughout. There is black plastic and soft-touch materials on the dash and door panels. The seats are draped in black leather and mesh fabric. The only bright spot inside is the contrasting silver trim pieces along the center stack. So far, the Sonata SE ties with the Nissan Rogue SL for the most depressing interior of 2013.

Another problem for the Sonata, at least for me, was the front seat adjustment. When I first got into the it, I felt like I was sitting too high. But when I tried to lower the seat, I was at the lowest position. Now I happen to be 5'7" tall and usually can find a comfortable position in a vehicle, not in the Sonata. After a couple days of driving around, I got used to the position. It does make me wonder if someone taller than me would have the same problem. As for back seat space, headroom comes at a premium due to the sloping coupe roofline. Legroom though is decent.

Hyundai still has the value argument down to a T. SE models come standard with a proximity key, heated front seats, dual-zone climate control, Bluetooth, and Hyundai's BlueLink telematic system. For an extra $2,900, you can order the SE Navigation and Sunroof package which includes navigation, sunroof, a Dimension Premium Audio System, and backup camera. It's an option package I highly recommend.

With the outside and inside stories done, lets look at the Sonata's powertrain.

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Hyundai was the first automaker to drop the V6 engine and replace it with a turbo-four in the midsize class. The 2.0L turbocharged, direct-injected four-cylinder packs 274 horsepower and 269 pound-feet of torque. The 2.0T only comes with a six-speed automatic transmission with paddles on the wheel. The 2.0L turbo is quite peachy. Imagine a bottle rocket being shot off and not slowing down, that's Hyundai's 2.0L turbo in a nutshell. The 269 pound-feet of torque spans from 1,750 rpm to 4,500 rpm (torque peaks at 3,500 rpm), meaning the Sonata 2.0T doesn't suffer from turbo lag and pulls off the illusion of being a bigger engine than it really is. Even more surprising: the 2.0T doesn't exhibit the thrashiness or buzzing that you would expect in a four-cylinder. The six-speed automatic works excellent as the computer puts the vehicle in the right gear at the right time. There are paddles but I didn't use them due to the reluctant nature of the automatic. Just leave it in drive and let the transmission do its thing.

Fuel economy wise, I was on the low-end of the Sonata 2.0T's ratings. My average for the week landed around 22.0 MPG which happens to be the same as the 2.0T's City rating. If you have a lighter foot, you will likely be closer to the combined rating of 26 MPG. Out on the highway, I got close to 34 MPG rating with an average of 32.

The Sonata SE model differs from the base GLS and top trim Limited in its suspension as it gets sport-tuned springs and dampers. Out on a curvy road, the Sonata SE does feel somewhat sporty. The revised springs and dampers helps the SE model feel much more planted and reduce body roll. Don't think it's in the same league as the 2014 Mazda6 though. The Sonata SE's steering doesn't feel like its connected to the vehicle. I know that I'm turning the steering wheel and the vehicle is moving, but there isn't that feedback coming through the steering wheel. Plus, if you push the Sonata hard, it begins to show signs of body roll.

Moving off the twisty roads and onward to the freeway and streets, the Sonata SE shines here. The suspension copes very well when driven over rutted roads. Road and wind noise are mostly kept in check.

Close to four years on, the Sonata is still a very impressive sedan. Sure, the interior is darker than Alaska during the winter solstice and provides one of the oddest seating positions that I have ever experienced. But Hyundai got the fundamentals right with the Sonata; a handsome design, punchy engine that gets decent fuel economy, comfortable ride, and pricetag that cannot be beat.

The current Sonata started a revolution in the midsize sedan and the fact it's still selling so well means the next-generation model has a tough act to follow.

Disclaimer: Hyundai provided the Sonata 2.0T, insurance, and one tank of gas.

Year: 2013

Make: Hyundai

Model: Sonata

Trim: SE 2.0T

Engine: 2.0L Turbocharged DOHC D-CVVT Four-Cylinder

Driveline: Front-Wheel Drive, Six-Speed Automatic Transmission

Horsepower @ RPM: 274 @ 6,000

Torque @ RPM: 269 @ 1,400 - 4,500

Fuel Economy: City/Highway/Combined - 22/34/26

Curb Weight: 3,452 lbs

Location of Manufacture: Montgomery, Alabama

Base Price: $25,895.00

As Tested Price: $29,205.00* (Includes $775.00 destination charge)

Options:

SE Navigation and Sunroof Package - $2,900.00

Rear Spoiler - $250.00

Auto-Dimming Rearview Mirror with HomeLink and Compass - $250.00

Carpeted Floor Mats - $100.00

iPod Cable - $35.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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September 30, 2013

Drew Dowdell

Managing Editor - CheerandGears.com

Some Crossovers are too this; some Crossovers are too that; and some Crossovers are just right. This is the Goldilocks’ impression I walked away with after my quick drive of the 2013 Toyota RAV-4 AWD.

Toyota rarely releases radical designs, but the first visual impression of the RAV-4 is that Toyota is trying to break that habit, though cautiously. The RAV-4 seems to drop the family face shared by the rest of the Toyota line, yet retains enough familiarity to fit in. I admit to not being a fan of the new look at first, but it has grown on me.

Step inside and you are greeted with a roomy interior for the class. The dashboard continues the unconventional look from the outside with an unusual two tier dash. Upscale materials are found on most places you would normally touch, however some of the lower panels have clearly been through some cost-cutting. The overall look of the dash layout is what one might expect if a car manufacturer produced a luxury compact pickup, with a very upright and blocky appearance. Most of the switchgear is standard Toyota and the everyday buttons are easy to reach and have a simple layout. Lesser used switches are low on the center stack and a bit harder to operate by touch.

Though dimensionally similar to vehicles like the Honda CR-V, Nissan Rogue, and Ford Escape, the Toyota RAV-4 makes the most of those dimensions and feels larger and roomier inside thanks to its light and airy cabin.

Like the interior? How does the RAV-4 drive? On to page 2!

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One area that Toyota has nailed it is in overall refinement. From the perky 2.5 liter 4-cylinder with Lexus like manners, to the buttery smooth 6-speed automatic transmission, to the supple yet spritely independent suspension, the RAV-4 would keep Goldilocks happy for a long while.

The 2.5 liter produces 176 horsepower at 6,000rpm and 172 lb-ft of torque at 4100rpm. Though lacking the absolute highest of 4-cylinder engine power, the engine never feels overworked. Around town, the RAV-4's engine feels very energetic. It pushes that power through a buttery smooth 6-speed automatic to all 4 wheels netting an EPA 22 mpg City/ 29mpg Highway/ 25mpg combined. The suspension is soft without being spongy, soaking up road imperfections but maintaining a firm and confident feel in corners.

The Toyota RAV-4 has been one of the best selling vehicles in its segment for years, often taking the best seller crown. While Toyota has gotten a little out of their comfort zone on styling, they have put together a total package in the 2013 model that only strengthens their solid market position. I'll bet a whole lot of Goldilockses out there will end up finding the 2013 RAV-4 to be just right.

As Tested Price: $31,869

Related Reviews:

Review: 2013 Nissan Rogue

Review: 2014 Mazda CX-5 Grand Touring

Review: 2013 Kia Sportage AWD

Disclaimer: Toyota provided the 2013 Toyota RAV-4 during a drive event held for members of the International Motor Press Association.

Drew Dowdell is Managing Editor of CheersandGears.com and can be reached at Drew.Dowdell@CheersandGears.com or on Twitter as @Cheersngears

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William Maley

Staff Writer - CheersandGears.com

September 25, 2013

Can a vehicle have a midlife crisis?

If your answer is the "Toyota Avalon', then the answer would be yes. For the past two generations, the Avalon was positioned for older buyers who wanted to stay in the Toyota family. This plan worked for sixteen years, but it also earned the Avalon the dubious honor of the Japanese Buick. Ouch.

With the third-generation Avalon, Toyota had a quandary. Do they stick with the old person's car or do they go down a different road? They went with the latter option and made the Avalon younger. Toyota turned to their U.S. branch and gave them a mission; design and build an Avalon that attracts a younger audience. 'Younger' in this case is 40 to 60 year olds.

Going younger to attract a younger audience? I decided to find out if that was possible and an Avalon Hybrid was dropped off for a week.

The Avalon Hybrid is one of the more striking full-size sedans on the market today. A coupe-like roofline is the major styling point of the Avalon, helping the vehicle look much more youthful. The front end utilizes a two-tier grille layout. The bottom grille is large and wide, somehow reminding me of an Aston Martin. On top is a slim chrome bar the extends the length of the front end and features Toyota's emblem. The side features sculpturing along the doors and a distinctive line running from the front door to the trunk lid. There are also a fair number of hybrid badges throughout the Avalon Hybrid's body.

Moving inside, the Avalon Hybrid is very well-appointed. In the Limited trim, you get leather throughout and stitching on the dashboard and door panels. The only item I wish Toyota would fix is the wood trim since you can tell it's plastic. Build quality is excellent.

The Avalon Hybrid's center stack is one of the nicest stacks I have seen and used in awhile. You have a textured material surrounding the six or seven-inch touchscreen and climate control that feels very premium. There is also Toyota's IntelliTouch controls, which is what the brand calls the capacitive buttons throughout the center stack. Toyota deserves a lot credit with their IntelliTouch controls since they don't require someone to hit them about seventeen different times to have something happen. Touch it once and an action happens.

My Avalon Hybrid came equipped with the seven-inch touchscreen which brings forth the infotainment system from Lexus. I have to say this is much better than the infotainment system used on the six-inch screen since its much better to look at and use on a daily basis with a much newer interface that has larger touch points and a bit more color.

Comfort is mostly excellent throughout the interior. Driver and passenger get a set of leather seats with power adjustments and the choice of either heat or ventilation. Backseat passengers get loads of legroom. Headroom can be tight for taller passengers due to the sloping roof. On the Limited trim, backseat passengers also get heated seats. Nice touch.

Enough about the comfort and luxuries, lets dive into the powertrain.

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Under the Avalon Hybrid's hood is Toyota's Hybrid Synergy Drive system which pairs a 2.5L Atkinson-Cycle four cylinder (156 horsepower and 156 pound-feet of torque) and an electric motor (105 kW and 199 pound-feet of torque). Total output stands at 200 horsepower. A continuously-variable transmission routes the power to the front wheels.

With a curb weight that's over 3,500 pounds, the hybrid's powertrain specs seem a bit low. However, the Hybrid Synergy Drive powertrain is very much up to the job. It takes a few ticks longer to get up to speed when compared to the V6, but it offers the same smoothness and refinement. The CVT doesn't make itself known to everyone unless you floor the throttle and whine of the transmission appears.

You have the choice of four different drive modes on the Avalon Hybrid to alter the behavior of the engine and other bits. They include;

• EV Mode: Allows a vehicle to travel on electric power for a short distance
  
• Eco Mode: Increases the resistance to push down on the pedal, adjusts engine and climate control for better fuel economy.
  
• Sport Mode: Adjusts throttle and steering response
  
• Normal Mode: Balance between Eco and Sport
  

To change from one mode to another, there is a set of buttons just behind the gear selector.

For the majority of the week, I left the vehicle in Eco and found it to be ok in normal driving. There were times when I switched it back to normal or to sport to get moving and keep up with traffic as the throttle response wasn't there.

The 2013 Avalon Hybrid is rated ay 40 City/39 Highway/40 Combined. During the course of a week, I averaged 40.7 MPG in mixed driving. Very impressive.

As I wrote in my first drive of the Toyota Avalon and Avalon Hybrid last November, I described the handling characteristics as being Dr. Jekyll and Mr. Hyde since it was smooth and comfortable when driven normally, but becomes surprisingly agile when pushed. I want to revisit that for a moment.

Compared to the Chevrolet Impala and Kia Cadenza I recently drove, the Avalon Hybrid isn't as smooth or comfortable. I found that it would let more bumps and road imperfections into the interior. This is due to the Avalon's suspension tuning leaning more towards sport than comfort. As for driving fun, the Avalon is still tops in this class. The suspension keeps the Avalon Hybrid's body roll in check and the steering has the heft and feel that you'll find in sporty vehicles.

Toyota has seemingly pulled off a fountain of youth trick with the Avalon Hybrid. A vehicle which was the equivalent of the couch you would find at your grandparent's house has undergone massive transformation into a well-done full-size sedan that offers a fine blend of fuel economy and a somewhat sporty drive.

Sometimes a midlife crisis is a very good thing.

Disclaimer: Toyota provided the Avalon Hybrid, insurance, and one tank of gas.

Year: 2013

Make: Toyota

Model: Avalon Hybrid

Trim: Limited

Engine: 2.5L 16-valve DOHC with VVT-i Atkinson-Cycle Four-Cylinder, Electric Motor

Driveline: Front-Wheel Drive, Continuously-Variable Transmission

Horsepower @ RPM: (Gas) 156 @ 5,700; (Electric) 105 kW @ 4,500; (Combined) 200 @ N/A

Torque @ RPM: (Gas) 156 @ 4,500; (Electric) 199 @ 0 - 1,500 rpm; (Combined) N/A

Fuel Economy: City/Highway/Combined - 40/39/40

Curb Weight: N/A lbs

Location of Manufacture: Georgetown, Kentucky

Base Price: $41,400.00

As Tested Price: $44,853.00* (Includes $795.00 destination charge)

Options:

Technology Package - $1,750.00

Blizzard Pearl Paint - $395.00

Floor and Trunk Mats - $225.00

Wireless Charging Capability for eBin - $200.00

Emergency Assistance Kit - $59.00

First Aid Kit - $29.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

---

September 23rd, 2013

Drew Dowdell

Managing Editor - CheersandGears.com

One of the most exciting vehicle unveilings at the New York International Auto Show this year was the 2014 Cadillac CTS. Cadillac has completely redesigned its mid-size entry into a car that is longer, lower, wider and dare we say... meaner. In that announcement we learned that, along with the standard-for-the-class 4-cylinder Turbo and naturally aspirated V6 engine options, Cadillac would be introducing a 420 horsepower twin-turbo V6 designed to nearly eliminate turbo lag.

In what has to be a record in debut to available for driving timeline for GM, Cadillac brought the 2014 CTS V-Sport to the Monticello Motor Club for a media preview during the International Motor Press Association Rally, just 6 months after showing the prototypes in NYC.

From the outside, the 2014 CTS looks taut and lean, with lots of surface detailing leaving the impression that the skin is stretched over a muscled torso. Lighting up front features LED light pipes that create almost a frontal fin look. Out back, the deck lid has a raised edge slightly reminiscent of some 1960's Cadillacs. Some might call it "Bangle Butt" but Cadillac pulls it off much better.

For anyone who has driven the Cadillac ATS, the interior will feel familiar.

While the CTS has nicer materials, details, and more room than its little brother, the shapes and cut lines are close enough to set off some déjà vu. Rear seat room feels like a substantial increase over the smaller ATS.

One item on the interior that really jumped out at me was the OnStar buttons. Cadillac has moved them off of the mirror into the overhead control pod. The net result is a rear view mirror that is thin and light, rather than the giant chunky plastic piece taking up field of vision like in other GM cars.

But this is a Quick Drive Review, on to the important stuff! On to Page 2!

---

My first drive in the 2014 CTS V-Sport was on public roads. Start up the engine and you'd never guess there were 420 horses under the hood. Refinement is excellent, throttle tip-in is brisk but not aggressive in normal driving, in short, the CTS V-Sport moved me over the back roads of the Catskill Mountains with the stately grace that is befitting any luxury car. The ride is supple but controlled.

Punch the throttle and the twin-turbo V6 comes to life with a roar more attributable to a V8, but not without a hesitation from the transmission reluctantly downshifting. This is in Touring Mode however; this is the soft mode Cadillac provides by default for you to drive your grandmother to church. Cadillac provides two more drive modes for more spirited driving. The next mode up is Sport which firms up the suspension and makes the transmission much more agreeable to downshifting. The most extreme is Track; This sets the suspension to its firmest feel and gives the transmission a triple dose of Ritalin. Here the transmission is hyper-alert, ready to drop a gear into the thick torque band of the Twin-Turbos. Remarkably, though the suspension is much firmer, the ride is still not at all harsh. I would still feel comfortable rolling down the highway in Track Mode even on harsher pavement. In all modes, regardless of transmission shift speed, the shifts were silky smooth.

On the second day of the event, I drove the 2014 CTS V-Sport on the Monticello Motor Club’s full track. Driving in Track Mode, another feature of the transmission logic not apparent on public roads, is its willingness to hold a lower gear for engine braking or a rapid return to acceleration. This made hustling the big sedan through the course rather easy with very little need to use the paddle shifters.

And make no mistake, while the CTS V-Sport is one of the lightest vehicles in its class, it still has some weight to it. GM’s Magnaride suspension does a phenomenal job of keeping the car’s nose pointed where you want it and I was able to coax some fun rear end drift in the corners of the track. The steering is precise and firm.

Click to enlarge

Cadillac has struggled for 3 decades to compete on all levels with the best from Europe. Each of their earlier tries got them closer and closer to the line the Europeans had drawn. From this, my first drive of a 2014 CTS, it seems as if Cadillac really has met, and exceeded, that line. From interior design, to drivetrain capability, to handling, Cadillac can park this car next to a Mercedes Benz E-Class, BMW 5-Series or Audi A6 and not have to make any excuses whatsoever.

Drew Dowdell is Managing Editor of CheersandGears.com. He can be reached at Drew.Dowdell@CheerandGears.com or @Cheersngears

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William Maley

Staff Writer - CheersandGears.com

September 18, 2013

Remember the Kia Amanti? No? Well to be fair, not many people remember at all either. The Amanti was Kia's first attempt at a full-size sedan that was introduced back in 2003 as a 2004 model. The car was a flop; weird styling cues, poor performance, and Kia's not so sterling reputation at the time sealed the Amanti's fate and in 2009, it was gone.

Four years on, Kia is giving the full-size sedan another chance with the 2014 Cadenza. With a more powerful engine, better styling, long list of features, and more, Kia hopes that the second time is the charm. Is it? I spent some time with the Cadenza to find out.

The Cadenza's design is, well, kind of boring. This is from Kia, a brand that has produced some very stylish and distinctive vehicles; the Optima, Sportage, new Forte, and Soul. The Cadenza's shape is playing it safe, which I can understand. But with the likes of the new Chevrolet Impala, Toyota Avalon, Chrysler 300, and Hyundai Azera, the Cadenza looks very plain.

The overall profile reminds me of the current BMW 5-Series, especially in the back where two models have a similar design. The front end has Kia's tiger grille and distinctively shaped headlights. The side has a bold door crease and a set of nineteen-inch wheels.

Moving inside, the Cadenza shows that Kia has learned lot about doing a luxurious interior. You'll find plenty of stitched leather, soft-touch material, and wood trim lining the dashboard and door panels. Even the key for the Cadenza was done with a piano black finish. The one part I wished Kia could have done somewhat better is the center stack button layout. All of the buttons are similar to each other in shape and size, and you have to look to figure which button takes you to XM and not the CD player. Not a fun experience when you're on the move.

Comfort is hit and miss with Cadenza. Passengers will find a pleasant amount of head and legroom, and heated seats for all. The driver gets a ten-way power adjustable seat with three-level heating and ventilation. The passenger only gets two-level heating and a four-way power seat with no height adjustment (not even manual adjustment). Both features I would expect in a vehicle that carries a pricetag of $41,900. It gets worse when you consider the 2014 Chevrolet Impala I had a few weeks back came with two-level heated and ventilated seat and height adjustment for the passenger. Add in the fact that Impala came with a pricetag that $2,490 less than the Cadenza and it's not looking that good.

As for tech, the Cadenza starts off with a configurable center gauge display. It's a bit interesting Kia decided to with this instead of a large trip computer screen and a analog speedometer since it looks a little out of place. Still, the screen was vibrant and able to show key information clearly. There is also Kia's next-generation UVO infotainment system. I'll be diving more into this in a separate review.

That's it for the software, how is the hardware? On to page two!

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Powering the Cadenza is the same engine you'll find under the Hyundai Azera; a 3.3L direct-injected V6 with 293 horsepower and 255 pound-feet of torque. This is paired with a six-speed automatic transmission. The V6 is very lively engine and moves the 3,792 pound vehicle with no sweat. The six-speed automatic is very refined with smooth and quick shifts. I wished Kia did not put in paddle shifters in the Cadenza since it feels out of place. Fuel economy numbers for the 19 City/28 Highway/22 Combined. My week's average in the Cadenza was around 21.2 MPG.

The Cadenza ride and handling are somewhat surprising for a full size sedan. Driving around town, on the freeway, or on the back roads, the Cadenza provided a very refined ride. Also refined is the Cadenza's quietness. Kia used a lot of sound deadening throughout the vehicle and you can hear difference. As I wrote in my notes, the Cadenza is as quiet or even quieter than the Impala I had a few weeks back.

Show the Cadenza a curvy road and this is where things get interesting. The suspension provide firmness and a limited amount of body roll. Steering is light, but provided good feel. I would say the Cadenza is about the same as the Impala in driving fun, but I would put the Impala somewhat higher as I felt more confident in it, mostly due to the Impala's heavier steering feel.

One other feature I should mention is the Cadenza's Advance Smart Cruise Control (ASCC) which comes part of the Technology Package. The Advance Smart Cruise Control was one of the smoothest systems I have come across. Keeping up with the flow of traffic was no problem as the system was able to smoothly speed up and slow down. Even when a car cut in front the Cadenza, the system was able to slow down the vehicle and keep a safe distance.

Kia almost has a real winner with the 2014 Cadenza. They learned from their past mistakes with the Amanti and produced a vehicle that is close to a very worthy option. The only items that gives me pause are missing items on a vehicle with an almost $42,000 pricetag and a confusing center stack layout. If Kia can remedy those two items, then we'll have a real contender on our hands.

Disclaimer: Kia provided the Cadenza, insurance, and one tank of gas.

Year: 2014

Make: Kia

Model: Cadenza

Trim: N/A

Engine: 3.3L GDI DOHC V6

Driveline: Front-Wheel Drive, Six-Speed Automatic Transmission

Horsepower @ RPM: 293 @ 6,400

Torque @ RPM: 255 lb-ft @ 5,200

Fuel Economy: City/Highway/Combined - 19/28/22

Curb Weight: 3,792 lbs

Location of Manufacture: Hwasung, South Korea

Base Price: $35,100.00

As Tested Price: $41,900.00* (Includes $800.00 destination charge)

Options:

Technology Package - $3,000

Luxury Package - $3,000

White Interior Package - $0.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

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William Maley

Staff Writer - CheersandGears.com

September 12, 2013

The name of the game in the midsize sedan class is to build something that appeals to everyone. Just look at most of the sedans on the marketplace and they are similar to one another.

But what if an automaker decides not to follow the crowd? Go to the beat of its own drum? You would likely end up with something like the 2014 Mazda6. The new 6 is Mazda's first midsize sedan without the oversight of former parent Ford. As a result, Mazda could create the midsize sedan it wanted to. A little bit of SKYACTIV Technology, a dash of Mazda's Kodo design language, some lightness, and the fun to drive aspect the company is known for.

But is this right move for a company which is still in a fair bit of trouble?

In my book, the 2014 Mazda6 has to be the most gorgeous midsize sedan on sale today. The Kodo design language gives a distinctive look and identity for the vehicle. A flat front-end greets you with a five-point grille and chrome trim running along the outer edge. Along the side are a set of front fenders that flow into the front doors. A set of nineteen-inch alloy wheels come standard on Grand Touring and add a touch of class.

I wish I could say the same for the Mazda6's interior. Much like the CX-5, the Mazda6's interior leaves a lot to be desired. Despite designers adding a piece of contrasting trim along the along the dashboard, I was wishing for a bit more. If Mazda can produce some great styling on the outside, why can't they on the inside? Materials and build quality are excellent though.

Another problem that I have with the current crop of Mazda's is the optional navigation unit. While the maps from TomTom provide very good information, the interface is a bit ugly and dated. Throw in the fact that the head unit took thirty seconds to connect my phone up to the bluetooth system and almost two minutes for it to find my iPod, Mazda needs some serious help here.

As for comfort and space, the Mazda6 does a decent job. Front seat passengers sit in heavily bolstered seats with heat. Back seat passengers will find a decent amount of legroom. Headroom is tight for those taller passengers.

But.. Mazda is known for building driver's cars. So how does it drive? On to page 2!

---

Under the hood is Mazda's 2.5L SKYACTIV-G four-cylinder engine with 184 horsepower and 185 pound-feet of torque. This is paired with a six-speed automatic, though a six-speed manual is available on the Mazda6 Sport and Touring models. The 2.5 makes the Mazda6 feel plenty powerful. The engine's power band does require you to wring its neck somewhat (above 2,500 rpms), but you don't mind as the engine sounds very refined as it climbs in rpms. The six-speed automatic is very quick in shifts whether up or down. Also, the automatic didn't experience the stumbling problem with downshifts that I have complained about in my past CX-5 reviews.

Fuel economy wise, the 2014 Mazda6 returns 26 City/38 Highway/30 Combined. During my week of mostly city driving, I saw an average of 28 MPG. Out of the freeway for a quick jaunt, I saw my number rise to 36 MPG.

Mazdas are known for their fun to drive trait and the new 6 continues that. A sharp and nicely-weighted steering system, stiff chassis, and tuned suspension make the Mazda6 a very enjoyable midsize sedan to throw around. Driving on one of the test roads I use for vehicles, I found myself smiling because of how much fun I was having.

Mazda did strike balance between sport and comfort with the new 6. The suspension copes pretty well when soaking up bumps and road imperfections. The only thing I wished Mazda did better was more sound insulation. This is very noticeable on the freeway as there is a surprising amount of road noise.

The 2014 Mazda6 isn't for everyone and that's ok. Mazda isn't trying to go for the jugular of the midsize sedan market. Instead, they're offering a vehicle for those who want something a bit different. The 6 largely succeeds here with a fun and nimble chassis, surprising fuel economy, and very distinctive fuel economy. It does miss on interior styling, space, and sound insulation.

The Mazda6 dares to be different. Whether this works or not remains to be seen.

Disclaimer: Mazda provided the 6, insurance, and one tank of gas.

Year: 2014

Make: Mazda

Model: 6

Trim: Grand Touring

Engine: 2.5L SKYACTIV-G Four-Cylinder

Driveline: Front-Wheel Drive, Six-Speed Automatic Transmission

Horsepower @ RPM: 184 @ 5,700

Torque @ RPM: 185 @ 3,250

Fuel Economy: City/Highway/Combined - 26/38/30

Curb Weight: 3,792 lbs

Location of Manufacture: Hofu, Japan

Base Price: $29,495.00

As Tested Price: $31,490.00* (Includes $795.00 destination charge)

Options:

MRCC and FOW Package - $900.00

Soul Red Paint - $300.00

William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.