Dodge Adds Charger AWD Sport to the Family

When you think of the Dodge Charger. what comes to mind? A big, modern muscle car perfect for families? Visions of smokey burnouts once the kids are dropped off at school? How about a perfect all-weather car? No? Well, Dodge wants that perception to change. While the general perception of the Charger is all about aggressive styling and available HEMI V-8 power, the Charger has been available with all-wheel drive, but this feature seems to have flown under the radar. What better way to highlight the Charger's all-weather capabilities than to come out with a special model all about all-wheel drive?

Orders are being taken now, but expect January 2013 availability for the Dodge Charger AWD Sport. Consider the AWD Sport as a limited edition option package, as Dodge only intends to build Charger AWD Sports for about three months. The AWD Sport is based on the V-6 Charger SXT and HEMI V-8 Charger R/T trims. As for cost, Dodge is charging $1,395USD for the AWD Sport package, and $1,195 on R/T models.

So, what do you get for the money? The Charger AWD Sport distinguishes itself with a gloss black grille, gloss black painted 19' alloys, and a rear spoiler. Inside, buyers are also treated to sport seats and Chrysler's premium Beats Audio. The V-6 Charger AWD Sport gets a slight boost in power. The well-received 3.6L V-6 now boasts 300hp, thanks to a sport tuned dual exhaust and cold air induction system. The 370hp 5.7L V-8 is unchanged. The Garage sampled a 2012 Dodge Charger R/T which we thoroughly enjoyed. For 2013, both V-6 and V-8 Chargers feature an 8-speed automatic, as opposed to the 5-speed in our test car. Unique to the AWD Sport are paddle shifters and a Sport mode that will bang out quicker shifts and will hold revs higher in each gear. Kudos to Dodge for the shift paddles made from diecast metal instead of plastic. No word from Dodge, but I expect this to be available in other Chargers once the AWD Sport run is over.

But again, the emphasis here is on the Charger's all-wheel drive capability, and to break the perception this is strictly a rear wheel drive brute. Dodge is quick to point out their active transfer case and front axle disconnect technology, where the front wheels have no power unless needed to improve fuel economy. Will it work? Hard to say, but I can't blame Dodge for wanting to raise awareness that the Charger is available with all-wheel drive. Whether we see more Chargers rolling up to ski resorts in Stowe, Vermont, or Aspen, Colorado remains to be seen.

 

Review: 2013 Acura ILX

With the addition of Acura's latest entry level car, it's impossible to not think of when Acura got it's start back in 1986. Today, it may be hard to believe, but in the 1980's, the notion of a premium Japanese car was unheard of. But Honda decided to break new ground, but with fears American buyers would balk at a pricey Honda, they introduced Acura as their premium brand. Acura's entry level car was the Integra, a sporty car built on a Civic chassis. The Integra is a distant memory, but history is repeating itself at Acura with the ILX, which is based on the current Civic.

I appreciated the tasteful styling of the ILX, and was grateful to see some restraint in Acura's signature beak front end treatment. Yet, this is a car that makes no statement for itself. On the road, the ILX is featureless and forgettable. To be clear, there is not a single offensive line on the car, but for a premium car company I expect a little more personality, something the ILX's exterior lacks.

Inside, build and material quality are without fault. Acura was fairly conservative in their styling of the ILX interior, but it is roomy and comfortable for its size. I was disappointed that the seats offered nothing in the way of lateral support-they were flat as a pancake. Yes, the ILX was a pleasant place to spend some time behind the wheel, is perfectly comfortable and offers plenty of amenities, but this is  a car that is conflicted.

The ILX is available with a choice of three drivetrains. For starters, the base car has a 2.0L four cylinder rated at 150hp, paired to a five-speed automatic. There is also a hybrid version. Our test car was equipped with the top-spec engine, a 2.4L four rated at 201hp, mated to a six-speed manual. EPA fuel economy ratings are 22/31 MPG city/highway. This is the same drivetrain as the Honda Civic Si. The rev happy engine makes some fine music, and is typical Honda silky smooth, not to mention the brilliant six speed manual. Yet, there is a disconnect with the engine and car itself. The ILX looks and rides as a mild mannered entry level luxury car, but has the engine of a VW GTI rival. It makes no sense. Driving the ILX in anger is pointless, since the seats won't hold you in place and the suspension seems more tuned to comfort, not sport.

Our 2.4L test car was an ILX Premium. Standard features included a leather interior, heated front seats, XM satellite radio, Bluetooth, xenon headlights, power moonroof, push button start and a rearview camera. Including delivery, MSRP rang in at $30,095 USD. With the Civic Si's engine, Navigation is not even available to you. If you need it, you have to go with the base engine. Which makes no sense at all. I am just not seeing much value here.

When I saw the specs of the Acura ILX, I figured they had built an entry level luxury car for the guy who was a little too old to be seen cruising in a Civic Si. Sadly, that is not the case. What I found was a weak kneed sleeper of a car with a mismatched drivetrain, over priced and not even available with navigation. It's unforgivable, and Acura has sent us a half baked product. When you are a premium car company, that is unacceptable. And I know Acura is capable of doing better.

 

Triumph Tiger 800 XC and Tiger Explorer 1200 Video Review

The Tiger 800 XC and Tiger Explorer 1200 are a direct attack on BMW's F800GS Siegfried and R1200GS Roy, but the Triumphs are capable of standing on their own merits. That raises another question, which big cat to take home? Contributor Neil Johnston puts the two Tigers to the test to find out.

Review: 2013 Hyundai Elantra Coupe

The Garage is no stranger to the current Hyundai Elantra. After a week at the wheel of the then-new 2011 Elantra sedan, we walked away convinced the Elantra was a winner, and more than able to stand up to the best cars in its class. In an attempt to further the Elantra's appeal, for 2013 Hyundai has added the Elantra Coupe. For years, Honda has owned the compact, economy coupe market with the Civic, almost exclusively. Hyundai wants to crash that party.

It helps the sedan was a handsome looking car on its own-lopping off two doors only adds to the style and appeal of the Elantra. Finished in Black Noir Pearl with fetching 17' alloys, the Elantra Coupe looks like it costs quite a bit more than its sticker price. For a car with such swoopy lines and surface changes, I did wish for more luster to the car's black paint, something worth paying extra for. If you're going to flaunt your curves Hyundai, you better have the paint quality to back it up.

Inside, the Coupe is more or less identical to the sedan, but the seats sit a tad lower for a sportier feel. Our feature-laden test car was perfectly comfortable and easy to use. The Elantra Coupe was my ride for the 2012 International Motoring Press Association's annual Test Days event, set in the gorgeous Catskill Mountains in New York state. Despite a late start and in heavy rain, the Elantra proved to be a reliable companion on my trip from Connecticut to New York. Supportive seats, intuitive navigation and infotainment controls and a roomy interior made a long drive in less than ideal conditions bearable.

Buyers wanting a sporty ride to go along with the Elantra Coupe's sporty looks, however, may walk away disappointed. The sole engine offered is the familiar 1.8L four cylinder, rated at 148hp. Buyers can choose between a six-speed manual or automatic. Our test car was equipped with the automatic. While the car is hardly what I would call quick, the Elantra gets off the line easily, with little drama, and even in uphill passing in the higher elevations of New York, the Elantra had adequate passing power. In sum, the Elantra Coupe was an easy car to live with for a long stint on the interstate, offering a good balance of power, ride comfort and fuel efficiency.

The Hyundai Elantra Coupe is offered in two trim levels-our test car was the top-spec SE. In typical Hyundai fashion, the car is well-equipped, with standard features like 17' alloy wheels, heated seats, Bluetooth, power moonroof, sport tuned suspension, leather interior and aluminum pedals. Our test car included the optional Technology Package, adding auto headlights, two-zone auto climate control, keyless entry/start, navigation, rearview camera and premium/satellite audio. Including destination charges, the tab comes to a very respectable $23,965USD.

For style, comfort, features and efficiency, the Elantra Coupe has reset the benchmark the Honda Civic Coupe has held for so long. The Elantra Coupe proves you do not have to surrender practicality for fashion. Yet, the enthusiast in me craves a turbocharged Elantra Coupe'.Hyundai, are you listening?

 

Related posts:

1. Hyundai Expands Elantra Family with New Coupe
2. Review: 2011 Hyundai Elantra
3. Hyundai Announces Return of the Elantra GT
4. Review: 2013 Hyundai Genesis Coupe
5. Driven: Hyundai Elantra Touring

Hurricane Sandy, Killer of Cars

Without ignoring the very real human tragedy, The Garage Blog is about the cult of the automobile. As can be expected, cars of all kinds were included in the wreckage; necessary daily drivers, vans, police cars, FDNY trucks, luxury vehicles, and classics. Mother Nature is an equal opportunity destroyer and there were some heartbreakers. Sitting on a bus to the Rockaways in Howard Beach traffic the weekend after the storm hit, I saw no less than three flooded late 60's Mustangs, what looked like a '40 Studebaker from behind, a '72 Stingray, and on an on. So, without further ado, on to the carnage. <' Yes, I did.

 

Related posts:

1. Introducing: Vanderbilt Cup Races
2. Scion Annouces US Pricing for iQ
3. Angry Robot keeps cars captive in Hoboken
4. Why do American cars SUCK?
5. Volvo Rocks SEMA with 3 Killer C30's

Review: 2013 Volvo S60 T5 AWD

I would forgive you in an instant if you hadn't noticed the changes happening at the entry-level side of Volvo's offerings in North America. The compact S40/V50 sedan and wagon quietly departed here two years ago, replaced with the sublime V40, which is not available here. Now comes news the two door hatch C30, which had hoped to steal sales away from the MINI Cooper but barely made a ripple here will also be exiting the stage. So, what then is the entry-level Volvo?

Well, that leaves the S60, which for many years was comfortably positioned as Volvo's mid-level, bread and butter sedan, positioned above the smaller S40 and luxurious S80. The Garage reviewed a 2011 Volvo S60 T6, and we came away impressed. That was the sole S60 for 2011, but in 2012, Volvo added the S60 T5. A less powerful S60 that would ultimately wear the dubious crown of being the 'starter' Volvo. Was any luster lost? Read on'

I've been staring at my pics of the T5 and T6, and I cannot tell any difference between the two. Apart from the T5 badge on the rear, no one will know you went with the base model. Two years on, the S60 still looks fantastic. Volvo still marches to the beat of their own drum while other competitors relentlessly chase the German marques. In place of our T6's eye searing copper paint, our T5 was finished in a soothing Ice White. All S60's come standard with 17' alloys, but our test car was equipped with an alternative, optional Kjord Design, which look far better than the stock wheels for only a little extra money. Style-wise, this is one sophisticated looking car, handsome, contemporary, and in a class of its own.

I confess, on my first encounter with the S60 the Beechwood leather seating surfaces left me cold. Second time around, I was warming up to them. Yes, it is a bold color, but without the copper exterior, it was much easier to swallow. After a 500 mile round trip from Connecticut to Lancaster, Pennsylvania, I actually started to like it. The seats offer comfort that are best in class. Controls are easy to use, gauges simple and elegant to look at. I relished attention to details, such as an illuminated shift knob showing your gear. Offered a choice between an S60 or BMW 3-series for a long distance tourer, I would pick the Volvo in a heartbeat. The only downside was a smallish trunk. We're a family of three, so we could fit items in the back seat, but a larger family would find the S60 a challenge for long trips.

For the gearheads, the real question is what is the trade-off by going with the base engine? The T5 is powered by a 2.5L inline-five cylinder rated at 250hp, paired to a six-speed automatic. That's down 50hp from the T6 we last reviewed. The T5 is offered in front or all-wheel drive. Our car was all-wheel drive, and Volvo claims a 0-60mph time of 6.6 seconds. That's about a half second slower than the T6, while delivering 20/29 MPG city/highway mileage. Bombing down the interstate at 80mpg the S60 T5 was showing 27MPG on the trip computer.  It's no scorcher, but the power is always there when you need it, and passing is done with ease. The T5 is the smoothest five cylinder car I have driven to date.

The ride quality is exceptionally comfortable. Steering is direct, with just enough feel to keep me happy. I found the handling to be confidence inspiring. It's these Connecticut-Pennsylvania trips that really tell me the story of a car, especially when my son and wife doze away, it is just the car, the road and me where I truly get a feel of the car, and in this case, the S60 was positively one of the most stand-out cars of the year. That I can point the S60 at rapid pace without disturbing my passengers as they nap is the mark of an excellent automobile.

The Volvo S60 T5 starts at $31,900USD. Our test car added all-wheel drive, the Premier Package (power moonroof, leather seating, auto dimming rearview mirror, power passenger seat, keyless entry), Climate Package (heated front seats, air quality system, heated windshield washer nozzles), rear spoiler and upgraded wheels, with an as delivered charge of $38, 178. Yes, I scoffed at the price of the car with the absence of of GPS navigation (which is available), but reminded myself the four banger BMW we reviewed cost over $50,000 which offered only a few extra bells and whistles. In that light, the Volvo is a virtual bargain.

In the world of cars, entry-level and base model often provoke fears of decontented, weakly powered cars, but with the Volvo S60 T5, that is hardly the case. Odds are, if you are a potential buyer, you have a phone with GPS. If you demand a stick shift and slightly sharper handling, the BMW is your car. But again, if long distance touring is your thing, and you prize a roomier interior and a calmer demeanor with a distinct Swedish flair without giving up anything in speed and handling composure, a look at the Volvo S60 T5 is worth a look, and will never leave you with the impression of driving a base model.

Related posts:

1. Review: 2011 Volvo S60
2. Review: 2011 Volvo C30 R-Design
3. Review: Volvo C70
4. Review: 2013 Hyundai Genesis Coupe
5. Volvo Previews Revised C70

Have at it boys!

Few sports are as hotly contested as auto racing, which means that when things don't go someone's way, there is always a chance for fisticuffs to break out. Of course the roundy round racers have more of a history of 'takin' it outside' than most other series. The NASCAR circus kept true to that history yesterday when Jeff Gordon got into Clint Bowyer on the last lap of the 3 to last race of the season at Phoenix.

For those of you, who like me, didn't get to see the race, I've got the action for you below.

What do you think: with the absence of the NHL, should the NASCAR boys keep fighting like hockey players?

Related posts:

1. NASCAR ââ'¬â'' 5 Races to Go in the Chase and no oneââ'¬â'¢s really talking about it
2. NASCAR ' Jeff Gordon Gets His First Win Since '09, Denying Kyle Busch a Weekend Sweep
3. NASCAR ' Montoya Leads the Field at Richmond Under The Lights.
4. NASCAR ' Mark Martin Takes The Pole For Phoenix ' Hendrick's Teams Look For Big Rebound
5. NASCAR ' Sprint Cup Heads to Phoenix ' New Points System Makes the Standings Look a Whole Lot Different

Review: 2012 Toyota RAV4

The Toyota RAV4 has been a mainstay of the 'cute ute' market since its American debut in 1996. Yet, The Garage never got any seat time with the RAV, and it was high time to correct that. Now in its third generation, the RAV4 has certainly matured from cute ute status to a full-fledged crossover.

Our RAV4 tester was the Sport model, I loved the 18' alloys, and there is not an offensive line on the RAV4, but this is an old design in need of new life. A new RAV4 is in the works, and hopefully Toyota has a more contemporary design to offer.

The cabin of the RAV4 was roomy, airy and reasonably comfortable, but I was hardly impressed with the design flair, or lack thereof. Controls and gauges were straightforward and intuitive, but this is strictly a no-frills interior. Functional and ergonomically correct, yes, but uninspiring as well. I appreciated the RAV4's wide, flat cargo space which made for easy cargo carrying. To sum, the RAV4 gets points for practicality and ease of use, just don't expect much in design or flair.

You can order up a RAV4 four ways-front or all wheel drive, four or six cylinders. Base RAV4's come with a 2.5L four rated at 179hp, mated to an ancient 4-speed automatic. The RAV4 you want is the 3.5L V-6, rated at 269hp, paired to a five-speed automatic. Perfectly smooth, and packing all the punch you would expect from a crossover, the RAV4 proved to be the perfect companion for our annual family trip to the Berkshire Mountains in Massachusetts.

The RAV4 comes in base, Sport, and Limited trim. Our test car was the Sport, with a base price of $27,880USD. Our test car added a power moonroof, and a ho-hum appearance package that added little spice to what was an OK but bland package. Out the door, our RAV4 was $29,497. That's a heck of a bill for a crossover lacking leather, heated seats, navigation, and satellite radio. Though I cannot fault the RAV4 for any true fault, my opinion is this car is simply too overpriced for it's segment.

Related posts:

1. Review: 2012 Toyota Yaris
2. Review: 2012 Toyota Camry
3. Review: 2012 Toyota Prius V
4. Review: 2011 Toyota Highlander Hybrid
5. Review: 2012 Kia Soul

The Future of the Auto Industry: A Panel Discussion

Panelists agreed that there is excess capacity. Tim Manganello started off by saying that for a healthy automotive sector, (OEMs) are going to have to figure out how to restructure and close plants. There's 'far too much capacity chasing far too few customers,' said Rodney O'Neal. 'Any one OE can't do well without the others doing well,' and added that Europe is currently a negative environment, with growth at only 3-4%. Yet, that still is growth in a cyclical industry.

The importance of quality products and technologies was stressed by all; a manufacturer can massively restructure, but in the end, the market response is key. Browning weighed in on the importance of strong products; well managed brands is what the industry is all about. 'Managing brands is not a sales and marketing exercise' The heartbeat of a company is the heartbeat of an engineering company.' Manganello pointed out that the companies represented on the panel are all successful because of this leading technology.

A lot was said in response to the question of where they all see the most interesting opportunities for growth. In terms of products, the short answer was technology: connectivity and safety. Geographically? Asia ' more specifically, China. 'If you want to be successful today, you have to be in China. It's not an emerging market, it is emerged,' stated Rodney O'Neal. The tech has to be different and exciting, and an OEM's global presence must include China. Browning had a slightly broader view: ' The U.S. market has recovered to some degree,' but going on to say this it's fairly inconsistent, 'choppy,' and not risk-free. While China, India and Brazil are growth regions, the U.S. is still a 'substantial part of the financial jigsaw.' John Plant advised that the question is answered by the actions of the companies; there are new plants in China, India, and Mexico. About China, Manganello said the Chinese want to own technology, but their companies aren't 'ready for prime time' ' which is why they are so interested in distressed companies such as Saab; they can buy the name and the tech.

When the subject turned to the future of electric vehicles and alternative fuel technologies, however, some on the panel were not quite so jovial. It's accepted by the OEMs that regulations are necessary and improving fuel economy coupled with lowering emissions is a growth area largely because of these regulations. Browning diplomatically said that it's been slow in terms of customer acceptance. O'Neal didn't mince words and said that the marketplace has spoken' and it's capital carnage. 'Consumers are not wanting to buy a car that's a lot more expensive,' said Jäger. EV's will improve over time, but it will be a gradual improvement.

To summarize ' there will be hard decisions to be made in Europe regarding manufacturing, and to a lesser extent, in North America, but there will be growth for savvy, well-oiled, global companies with quality products.

Suzuki Quits US Auto Sales

Though we may have seen it coming, I was surprised when word got out that Suzuki will cease selling new cars in the US. American Suzuki Motor Corporation filed Chapter 11 bankruptcy today. It looked like Suzuki had been dormant for some time, but when The Garage reviewed the all-new 2010 Kizashi, I was encouraged at the renewed enthusiasm of Suzuki in the States. There were rumors the much lauded Suzuki Swift would finally make its return to these shores. Today, all that went up in smoke.

The Kizashi seemed like a ray of hope for a company that had appeared to have completely lost interest in selling cars in the US. But when the Kiazashi arrived with high hopes from Suzuki, the company marketed the car as just as good as an Audi A4, even challenging Audi shoppers to drive the car, with the promise to pay them $100 if they took the A4. But the Kizashi was competing against cars like the VW Jetta and Mazda6, and Suzuki's marketing people weren't talking to them. Which was a shame, because the Kizashi was a great car. Suzuki reached out to an audience that just did not care, and missed a great opportunity.

Suzuki blames low sales, a limited line of vehicles, among other reasons for withdrawing. And that is true. Suzuki has been selling around 2,000 cars a month nationwide. Toyota/Lexus sold 155,000 cars last month, to put things into perspective. Suzuki lacked a full line of vehicles to offer mass appeal to a large group of buyers as well, and the company is right for admitting the same. The SX4, a compact all-wheel drive car has been the bread and butter for Suzuki in the US since its 2007 debut. But with limited development, the SX4 started to get stale in an ever-changing market.

So yes, I am in complete agreement with Suzuki's reasons. What I would like to add is a scant amount of dealers will hardly help boost sales. I actually live a couple miles from a Suzuki dealership, and I can honestly say I have never seen the Grand Vitara SUV or Equator pick-up on their lot. Hard to be a sales success when half of your products are not even available. But I can't put blame on the dealer when the company itself is doing almost nothing to promote its product. As a car journalist, I am ashamed to say until today I did not even know Suzuki sold a truck called the Equator, but on the flip side, it goes to show what little effort Suzuki did in promoting its vehicles to the automotive press, and even less so to the car buying public.

I honestly believe if Suzuki brought the Swift back to the US, marketed the Kizashi properly, and streamlined their car/truck portfolio they could have had a chance to be a small, but successful player. But the reality was Suzuki offered no brand identity, a fragmented product line, and a hugely misdirected marketing strategy on the Kizashi, which I now believe was the make it or break it car for the powers that be in Japan. The Kizashi was a sales flop, and that was it.

As a car guy, and one that always roots for the underdog, I am sad to see Suzuki leave the US market. Fear not, their motorcycles and ATV's will still be sold here, and Suzuki will continue building cars, just not selling them here. Still, I hate to see a company go that offered decent cars at reasonable prices, when it could have been different. While there has been no word from Suzuki Canada, odds are if no further vehicles will be imported to the US, the same can be said for our friends up north.

Related posts:

1. Suzuki Announces US Pricing for Kizashi
2. Suzuki Reveals 2010 Kizashi
3. Review: Suzuki Kizashi
4. 2010 Suzuki Kizashi launch
5. Suzuki to join WRC ranks in 2007

Review: 2013 Lincoln MKT

As a car loving fool who is lucky enough to be an automotive journalist, it should come as no shock that I've had my nose in car magazines since I was in grammar school. Growing up, and still today one of my favorite writers is Peter Egan, whose column in Road & Track magazine has been a personal favorite of mine for years. But as East Coast Editor here at The Garage, I had been confounded that no one in my generation had really stepped up and made their mark in the automotive press. That changed when Ezra Dyer joined Automobile and got his own op-ed spot. Dyer is hilarious, and is always a joy to read.

Then Ezra did something really weird. He wrote in Automobile that he bought a Lincoln MKT. It made no sense. This guy is like me-a Generation X New Englander, married, with kid in tow. But really, a Lincoln? So, I had to find out for myself. Ford's public relations office in New York City informed me a freshly minted 2013 Lincoln MKT was available for my review.

The Lincoln MKT has been around since 2010. Positioned as Lincoln's top crossover, the MKT shares its mechanicals with the Ford Flex. For 2013 the MKT is treated to a mild refresh, including a revised interior, and new front fascia. To say the MKT has bold styling is a bit of an understatement. The enormous waterfall grill is imposing, and not all that elegant. Taken as a whole, the MKT is one large car-which it needs to be, as it is the successor to the Lincoln Town Car. But apart from the front end treatment, Lincoln kept it simple but classy for a three-row crossover. Finished in Tuxedo Black Metallic, my wife likened the MKT to a hearse. While I wouldn't be that harsh, the MKT may not be everyone's cup of tea, but you would be a fool to ignore the beauty within.

The cabin of the MKT offers first class seating. The quality of materials, fit and finish and available features are outstanding. If you have been dismissing Lincoln as a tired old luxury automaker, it's time to wake up and see that Lincoln has finally reawakened and is getting serious about delivering the goods. The MyLincoln touch interface that controls navigation, audio and other functions is a revision over the original, and it seemed to work ok, but there is a bit of a learning curve. Still, there is no denying the MKT offers an extraordinarily comfortable cabin. With second row captain's chairs, my six year old lorded over the rest of the MKT's passenger area, loving the plethora of features, storage space, and especially the built-in window shades on the doors. I take home a brand new car every week, but my son declared the MKT was the coolest car ever. Perhaps Ezra was  on to something.

What didn't hurt as the Dad and driver was what lurked under the hood. Base MKT's come standard with a 3.7L V-6 rated at 300hp, paired to a six-speed automatic, and is front-wheel drive. Our test car was the MKT EcoBoost, which houses a 3.5L twin turbo V-6, good for 355hp. Also paired to a six-speed automatic, the EcoBoost MKT comes standard with all-wheel drive. For a huge, heavy crossover, the MKT was positively remarkable to drive. On a grey Saturday I whisked my family up to the old city of Waterbury, CT, famous for its clock making industry that is sadly just a memory now. The Lincoln had power to spare on the twisting turns of Route 8 as we made our way through the Valley. The second half of our trip consisted of fun to drive backroads to farmers markets and such, and the big Lincoln felt amazingly nimble, credit its adaptive suspension for great handling.

As a member of the small but growing group of premium three-row crossovers, the Lincoln MKT is priced accordingly. Our all-wheel drive EcoBoost MKT has a standard price of $47,280USD, with an array of standard equipment including power liftgate, leather interior with heated seats for the two front rows, and ventilated seats for the front, three-zone climate control satellite radio and rear view camera. Our test car added the Elite Package (power folding third row seat, blind spot monitoring, navigation, THX audio), Technology Package (Sirius Satellite radio, Sync voice activated systems, adaptive cruise control), second row captain's chairs, panoramic vista roof, refrigerator console, rear inflatable seatbelts (awkward and uncomfortable) and 20' polished alloys. Total tally came to $58,045, including delivery. Hardly cheap, but consider the luxury, power and tech you are getting, and suddenly the German competition looks very overpriced.

Now that Ford has finally righted itself, attention is being paid now to Lincoln, which has been a once proud, but neglected luxury brand. The MKT shows me Lincoln is capable of building world class luxury cars that are also fun to drive. Yes, the styling is controversial. But it is bold, and the MKT has the luxury and performance to back it up. While it may not be for everyone, the Lincoln MKT is a premium crossover that deserves a serious look before signing a check for a Buick Enclave or Infiniti JX35. Having driven all three, I prefer the looks of the Infiniti, but from the driver's seat, the Lincoln is the clear winner.

Related posts:

1. Review: Lincoln MKS EcoBoost
2. Driven: 2010 Lincoln MKS Ecoboost
3. Review: 2013 Hyundai Genesis Coupe
4. Review: 2013 Infiniti JX35
5. Lincoln Remains off the Mark

Review: 2012 Infiniti G37 Sedan

The current Infiniti G37 is no spring chicken, having been around since 2007, with a mild refresh in 2010. So, you may ask, why are we here? It's a well known fact that out of all competitors, Infiniti has come closest to the sport sedan against which all others are judged: the BMW 3-series. The Garage reviewed the new 328i over the summer, and came away impressed, but not head over heels in love. It only seemed fitting we spend some time with BMW's rival from Japan. Is it unfair we pit a redesigned BMW against an aging G37? We'll see.

The looks of the G37 hardly get's your heart pumping. It isn't that the car has any design fault, but it has retained a familiar look look since the first G35 arrived in showrooms a decade ago. The G is by no means antiquated, but the design is just so familiar by now it leaves no impact from the street. The beautifully styled 18' alloys and dual exhaust pipes hinted at the performance potential, but finished in Moonlight White, our G37 generated as much visual excitement as a high-end white Maytag refrigerator.

As is the case with the exterior, inside the G37 Infiniti has been very cautious in the evolution of the car's interior design. Fit and finish is superb, but while I find the G's materials acceptable, it's a little uninspired when compared to the BMW 3-series, Mercedes-Benz C-Class and Audi A4. Controls are intuitive and easy to use, even with the plethora of tech features on our test car. Seats are perfectly comfortable, and I had no trouble finding an ideal seating position. But, like the exterior, the overall design, awash in contrasting beige hues offered little visual interest.

When it comes to the engine room, the G37 finally clears it's throat and has a personality. Powering the G37 is a 3.7L V-6, cranking out a healthy 328hp through the rear wheels, as a proper sports sedan should be. The G37 is also available with all-wheel drive. However, Infiniti saved its hottest G37 sedan for The Garage, the G37S, with rear wheel drive and six-speed manual transmission. Acceleration was very strong, passing power exceptional. Some complain the G's V-6 is not as refined as it could be, but I disagree. It may be a little rough around the edges at higher revs, but it has character, and that counts a lot in my book. Having a six-speed manual in a sport sedan was a joy in itself, and I am pleased to report the Infiniti's gearbox was easy to use, with decent spacing between gears.

During our week with the Infiniti G37S, I drove my family up to the gorgeous historic town of Portsmouth, New Hampshire for a weekend getaway. The G37 was a brilliant highway cruiser. The suspension was perfectly taut but never punishing. The G37 is the total package, perfectly happy bombing down the interstate, carving up curvy roads hugging the Atlantic Ocean coast with multi million dollar mansions behind us, or slogging along traffic in the beachy boardwalk town of Hampton Beach.

The Infiniti G37S is at the top of the G37 family, and is fully loaded. Being a sport model, you do get goodies like summer performance tires, limited slip differential, quicker steering, and beefier brakes. Luxury and tech features abound, with leather seats, power and heated front seats, dual-zone auto climate control, power tilt/telescope steering wheel, GPS navigation with XM satellite radio, XMTraffic, XMWeather, Zagat restaurant guide, rearview monitor, rearview sonar, premium Bose audio, Bluetooth, HID headlights and LED tail lamps. Including destination, total charge for our test car rings in at $41,495USD.

For what you get for the money, that is one heck of a deal. To match that equipment on a BMW 3-series or Mercedes C-Class, add $10,000. The Infiniti has the power, handling and poise to match the competition. Yes, you give up some in style, flair and prestige, but at the end of the day, you have to ask is it really worth spending ten grand more? Unless you are hell-bent on impressing your neighbors, in spite of its tired looks, the smart money falls squarely on the Infiniti G37.

Related posts:

1. Review: Infiniti G37 Coupe
2. Review: 2011 Infiniti FX50
3. Review: 2013 Infiniti JX35
4. Infiniti Freshens FX for 2012
5. Review: Infiniti EX35

Review: 2012 Fiat 500 Abarth

With the lovable MINI Cooper, parent company BMW has shown that you can effectively market and sell a small, fun to drive, retro chic car in North America and find a captive, loyal audience. 'Hold on', you may be thinking, 'isn't this about a Fiat?' Of course it is. My point here is that Fiat is borrowing heavily from MINI's marketing playbook. And how can you blame them? It worked. MINI showed that you can build a brand around one iconic car reborn as a modern conveyance, yet still full of character. Fiat started with the standard 500, then added the 500C with its clever peel back canvas roof. The third member of the Fiat 500 family is the Abarth, and trust me, if you have an enthusiast bent, this is the one you want.

When the Fiat 500 arrived here in 2011 as a 2012 model, hopes were high-50,000 cars sold in the US high. It didn't happen. At the end of 2011, just under 20,000 500's found homes in America. What happened? Well, blame history. See, the Mini Cooper was officially imported for a small period of time in North America, and poof, it was gone. Just a memory of an endearing car. And MINI returned to North America with parent BMW, so confidence was high. Fiat left North America in disgrace in 1980 with a horrible reputation for rust and reliability issues. In other words, the buying public just wasn't sure what to expect-so they hesitated.

So along comes the Abarth-the high performance, and costliest Fiat 500 available. With a reality check from last year sales, Fiat went ultra-conservative on sales predictions, with maybe 1,000 takers for the year. When Fiat started taking orders in April, boom-1,000 orders. Fiat tripled to max capacity of the Abarth at its Mexico plant to 3,000 cars. And after a mere two months on the market, Fiat announced the 500 Abarth was sold out for 2012.

So, you may ask, what is the attraction? To the casual passer-by, you might not be able to distinguish the Abarth from lesser 500's. The Abarth sits lower, and features its own unique front fascia (to make room for the intercoolers). Every inch a 500, Fiat has still managed to take out the cute chic retro car features. Note the lack of chrome, and ultra cool mod paint colors to choose from. The chrome is more subtle, and colors are restricted to white, grey, black or red. Our test car's black 17' alloys, offset by red brake calipers looked most proper here, and leaves no mistake this is not the cutesy Fiat 500 for twentysomething fashionistas.

Inside, the 500 Abarth appears similar to other 500's, but closer inspection reveals some subtle, but noteworthy differences. The Abarth leather steering wheel is a joy to hold, and the red stitching on the wheel, shifter, e-brake handle and dash cap add a sporty and luxurious touch to the cabin of what started life as an economy car. In addition to the turbo boost gauge, you will also notice Fiat has ditched the retro font for the center gauge cluster in exchange for a more modern look. The gorgeous and supportive sport seats on our test car was icing on the cake. But as in all 500's, you do have a high seating position, and sit fairly upright. I had no problem getting comfortable at the helm, however.

So we've confirmed the Abarth looks the part inside and out, but that's nothing if the performance isn't there to back up the promise the package offers. The Abarth is powered by a 1.4L MultiAir turbocharged four, rated at 160hp. A five-speed manual is the only available transmission, so if you can't work three pedals, you don't get to play. At 160hp, that may not sound like much, as cars like the MINI Cooper S and VW GTI easily surpassing that figure. Keep in mind the Abarth is smaller and lighter, and that makes up for a lack of horsepower. Fuel economy figures of 28/34 MPG city/highway are impressive for a hot hatch.

But talking about the numbers here misses the point completely. I make a terrific alfredo sauce, and I could show you the recipe. You would see the ingredients and measurements, yet never know how it tastes. And so it is with the Abarth. Turn the key and the car emits a glorious bark, settling into a tense idle. It is perhaps the greatest sounding four cylinder engine I have ever heard. In the Abarth, it is nearly impossible to resist blipping the throttle, downshifting when you don't really need to, just to hear that exhaust note. Yes, the Abarth is quick off the line, offers plenty of grip and a firm, but hardly bone-jarring ride. Sure, the GTI will likely run circles around the Abarth, but in comparison, the execution is so clinical. The Abarth is not perfect, but is so full of soul and character it is impossible to resist its charm, and that seductive siren of an exhaust note.

So, what is the price of admission for this mini Italian hot hatch? A very reasonable $22,000USD, and well-equipped. Our test car added Performance Leather seats, the Safety & Convenience Package (auto climate control, XM satellite radio, alarm), red mirror caps, TomTom GPS navigation (skip this) and 17' painted alloys. Including delivery, our Fiat 500 Abarth rang in at $26,200. If we're comparing, a GTI and MINI Cooper S start at a good $2,000 more than the Abarth's base price.

I feel the success of the Abarth in North America is a well-deserved boost of confidence to Fiat as it still is finding its way on the other side of the Atlantic. I understand this is the car the real Italian car fans were holding out for, us ex Fiat and Alfa Romeo drivers who appreciated that Italian driving goodness could be attained in an affordable package. Fiat was smart to recognize the Abarth name would only resonate with car geeks like myself in America, so why not hire bad-ass Charlie Sheen and Romanian supermodel Catrinel Menghia to promote their hottest ride? And, it worked. The 2013 Abarths will soon be available. My advice? Take your place in line, and you will thank me the moment you turn the key. It's that good.

 

 

Related posts:

1. 2012 Fiat 500 Abarth-Sold Out!
2. At the Festival: Fiat Abarth 850 TC
3. Review: 2012 Fiat 500C
4. Review: 2012 Fiat 500 Sport
5. Abarth shows off at Mugello

Hyundai RE:Mix

For the second year in a row, Hyundai is staging music events around the country to showcase a customized Elantra, Genesis, and Veloster Turbo. Called the RE:Mix Lab, it started in Chicago, traveled to New York City, and is now headed to Austin, Las Vegas, Los Angeles, Seattle, and finally, Miami in early December. Upon arrival to the event, you sign into the app in via Facebook and are given a bracelet to interact with the art and fashion displays surrounding the cars while waiting for local bands to perform.

The 2013 Elantra GT was fitted with a cargo roof rack and painted a light matte green. Recycled tweed fabric covered the seats and accented the the interior. Granola doesn't have to be boring, though, and completing the glamping concept was a Nintendo Wii with a 15-inch motorized TV in the back.

The pearly white 2013 Genesis Coupe 2.0T R-Spec looked gorgeous with a poppy-red suede-like interior, racing seats and carbon fiber accents. The Genesis was the only car of the three to get a performance upgrade with and intake and exhaust. Not to be left out of the audio upgrades, an audio system was added with a subwoofer box and custom speaker pods.

Finally, the Veloster Turbo was ' shiny! with an all-chrome exterior and Lux headlamps. Inside, the Rockford Fosgate glowed with neon orange accents. For all of your dj-ing needs,
an interactive touchscreen DJ station with mixing software and three subwoofers was fitted into the back. The mobile clubbing experience is rounded out with inside strobes.

If you're in any of the listed cities, check out the Hyundai RE:Mix Lab by simply 'liking' the page on Facebook.

Related posts:

1. Hyundai to show new rear wheel drive coupe concept at LA auto show
2. Driven: Hyundai Genesis Coupe 3.8 Grand Touring
3. Review: 2013 Hyundai Genesis Coupe
4. 2009 Hyundai Genesis: Quiet comfort on the race track
5. Hyundai Adds Genesis 5.0 R-Spec Sedan

Review: 2013 Hyundai Genesis Coupe

In case you haven't noticed, Hyundai is a company that is not known these days for complacency. With new models being introduced at a furious pace, Hyundai is constantly evolving and improving their cars. You would expect that attention to be lavished upon the bread and butter Elantra and Sonata. And us enthusiasts are simply thankful Hyundai offers a rear-wheel drive 2+2 sports coupe at all, and we'd even forgive Hyundai for not refreshing a high-profile but niche car. But that's not how Hyundai rolls.

The Garage reviewed a 2010 Hyundai Genesis Coupe and came away generally impressed. For 2013, Hyundai has revised the Genesis Coupe, and the results of some minor tweaking show a considerable improvement over what was already a fine performance car. The most obvious change from outside is the new nose treatment which gives the Genesis Coupe a far more serious look to it. The bolder design makes last year's car look meek in comparison. The hood scoops also add some visual interest, but they are for decoration only. Apart from new taillamps, the Genesis Coupe is unchanged from before. Finished in Gran Premio Gray with handsome 19' wheels, our Genesis Coupe showed a level of sophistication not seen in the prior car.

Hyundai also spruced up the interior for 2013. Instead of idiot lights between the speedo and tach, the driver is greeted with a more contemporary LCD screen for vital information. The center console has also been improved, again offering a more contemporary appearance. A nice touch not seen on last year's car is the introduction of three analog gauges offering oil pressure, torque meter or turbo boost. Not a big deal, but it does a lot to add sport coupe credibility. The rest of the Genesis Coupe's interior is untouched, which isn't a bad thing. While I still find the location of the power window and mirror controls less than ideal, the ergonomics are otherwise excellent. Visibility remains very good for a sports coupe, and as before, I found the seats very comfortable. I loved the red and black interior color combination, reminding me of my friend's old BMW 633CSi. Classic.

Hyundai did not simply give the Genesis Coupe a facelift and an interior upgrade. The engine room received much attention, not that anyone was complaining for lack of power. As before, Hyundai offers the Genesis Coupe with either a turbocharged four cylinder, or normally aspirated V-6. For 2013, the base Genesis Coupe is powered by a 2.0L turbocharged four rated at 274hp, a 30% boost in power over last year's car. Our test car sported the V-6, a 3.8L direct injected powerplant generating 348hp, a full 42hp more than the 2012 V-6. Expect 0-60mph in the low 5-second range. The V-6 Genesis Coupe is one fast car, and the power delivery is so linear. The fact that the car produces one heck of a sinister exhaust note only sweetens the deal, and you'll find yourself downshifting and blipping the throttle just to hear the fun.

If I had a complaint about the driving experience of the last Genesis Coupe, it was the shift linkage in the manual transmission. Thankfully, Hyundai heard the complaint, and for 2013 the six-speed manual is a dramatic improvement, and definitely helps make hustling the Genesis Coupe an even more enjoyable experience. Our test car was the R-Spec, meaning it has the firmest suspension and beefiest brakes offered. Even so, the car was very easy to live with, and perfectly comfortable over less than perfect roads. With summer tires, the Genesis stuck like glue to the pavement, and handling was exceptional. It's a very rewarding and easy car to drive quickly on your favorite back road.

A base Hyundai Genesis Coupe 2.0T starts at $24,250USD. If you can swing it, I strongly advise shelling out more for the V-6. Not that the four is slow, but the soundtrack and smooth power delivery is worth every penny. The V-6 Genesis Coupes are offered in R-Spec, Grand Touring and Track models. The R-Spec is the entry-level car, but you wouldn't know it. The R-Spec includes a front strut tower brace, 19' wheels with summer performance tires, Brembo brakes, Torsen limited slip differential, leather and cloth sport seats, six speaker stereo with XM satellite radio and Bluetooth. Including delivery, our Genesis Coupe R-Spec rang in at $29,625.

That represents one heck of a performance bargain. The improved Genesis Coupe has a lot going for it. More practical than a Nissan 370Z. More lively, nimble and involving than V-6 powered Camaros or Mustangs with a much better interior to boot. Hyundai's dive into the world of rear wheel drive sport coupes was impressive, and three years later Hyundai has made small changes that have greatly improved the overall package. Well done.

Related posts:

1. Hyundai to show new rear wheel drive coupe concept at LA auto show
2. Review: 2010 Hyundai Genesis Coupe
3. Driven: Hyundai Genesis Coupe 3.8 Grand Touring
4. Review: 2012 Hyundai Genesis 5.0 R-Spec
5. Rhys Millen attacks Pikes Peak with Hyundai Genesis Coupe

Dodge Adds Fuel-Sipping Dart Aero

Dodge has been rightfully accused of both getting wrong and completely misreading the compact car market in North America for years. The advent of the Alfa Romeo based Dodge Dart, which has been on sale since last summer is going a long way of reversing that, but Dodge is hardly resting on its laurels. While enthusiasts await the sporty Dart R/T this month, Dodge has announced the addition of the Dart Aero.

In an economy which is still lagging, and in the face of rising fuel costs, there is a strong focus on compact sedans. Buyers not only demand style, performance and technology, but strong fuel economy as well. Most of the major players like the Chevy Cruze, Ford Focus and Honda Civic offer a more fuel efficient version of their car, and Dodge now joins those ranks with the Dart Aero. To improve fuel economy over other Darts, the Aero features weight-saving aluminum chassis components, active grille shutters for improved air flow at the nose, an under body aero kit, a lower profile and low rolling resistance tires.

The Dart Aero will start at $19,295USD. Standard will be a 1.4L MultiAir turbocharged four cylinder rated at 160hp. Since fuel economy is the name of the game, a Dart Aero with a six-speed manual will get 41 MPG on the highway. Opting for the six-speed dual dry clutch transmission drops that figure to 40 MPG. Production of the Dart Aero commenced this summer, but Dodge gave no word as to when it would arrive in showrooms.

Under the guidance of parent company Fiat, Dodge has done an about face with its compact car offering with the new Dart. Yes, the bread and butter mainstream models are fully accounted for, but the performance oriented R/T and the fuel sipping Aero show that Dodge is finally in-step with the competition in offering something to suit most compact car buyers tastes, whatever they may be.

*Editor's Note: The pictures shown are a Dart Limited, as Chrysler provided no media for the Dart Aero.

Related posts:

1. Introducing, the 2013 Dodge Dart
2. Dodge Prices out 2013 Dart Family
3. New Details on Chysler/Jeep/Dodge's Future
4. A New Journey for Dodge
5. Dodge Expands Challenger Line with Rallye Redline

Nissan Prices New Sentra

You'd be forgiven if you thought that Nissan had forgotten about the Sentra. The Garage sampled a 2012 Sentra SR earlier this year, and found it to be competent, but a design that lacked excitement, and worse, was really showing its age. For 2013, Nissan has taken the wraps off the seventh generation, all-new Sentra. For such an important car, Nissan has been extremely low-key about the launch of the newest Sentra.

While the outgoing Sentra looked hopelessly outdated, the new car is a breathe of fresh air with a level of grace and sophistication never before seen on the normally pedestrian Sentra's of yore. The new Sentra is also 5% lighter than the outgoing car, yet is larger with more interior space while delivering better fuel economy. All Sentra's share the same 1.8L four cylinder, rated at 130hp. Overall fuel economy is 34MPG.

The 2013 Nissan Sentra S starts at $15,990USD with a six-speed manual transmission (all other Sentra's have a CVT). Nissan is offering seven variants of the Sentra, which seems like overkill between S, SV, SR, and SL trims along with an FE+ fuel economy trim level to further confuse matters. The top-spec Sentra SL tops out at a still reasonable $19,760. Keeping up with the latest in-car tech is a must, and Nissan will offer the Sentra with NissanConnectSM with Navigation, Hands-Free Text Messaging Assistant, Point of Interest GPS powered by Google, and Pandora radio. Other available features include a rear view monitor, premium Bose audio, and dual-zone auto climate control.

The latest Sentra is by far the prettiest and most advanced yet, and it's handsome lines will surely lead buyers to the dealer's door when it becomes available mid-October, 2012. Why Nissan is keeping so quiet about one of the most enduring models in its line is a mystery to me, but we bid adieu to the old, archaic Sentra, and welcome the new model. Be sure to check in for a full review of the 2013 Nissan Sentra in the coming months!

Related posts:

1. Nissan Announces Price Cuts for 2010 Sentra
2. Nissan Announces Sporty yet Sensible Sentra
3. Gallery: 2009 Nissan Sentra
4. Review: 2012 Nissan Sentra 2.0 SR
5. Track test: Nissan Sentra SER Spec-V

IMPA Test Days Part II

Welcome back to The Garage for coverage of day two of the International Motoring Press Association's annual Test Days event, held in the beautiful New York Catskill Mountains. Whereas on day one we were free to drive the surrounding roads of our home base, Monticello Motor Club, today it was all about taking to the race track, and access to a rigorous off-road course.

When taking to a race track, I generally prefer to go with something on the mild side to get used to the track. In this case I picked a MINI Cooper Roadster. Dogged with an automatic tranny and not enough power to get you into any sort of trouble, the MINI was ideal to acclimate myself to the track. Satisfied, I turned my sites to something a with more bark-the BMW Alpina B7. Under the hood lies a 4.4L twin turbo V-8 cranking out 500hp. On the track, you are aware of the B7's size and weight, but she is seriously fast. A 2013 Ford Mustang GT hit the track with a 30 second lead in front of me, and I caught up to it.

I did sample a V-6 powered Mustang for the first time. I don't mind Mustang's at all on the street, but I've driven Mustangs on a race track a few times now, and each time I am reminded how awful these cars perform on a track. No confidence in these cars at all, with twitchy handling and not nearly enough steering communication.

Yes, driving flat out on a race track is great fun, but slogging along at 5mph on an intense off-road course if equally exhilarating. For starters, I was given a ride in a Land Rover LR3 with an off-road expert to familiarize myself with the course. Once done, I surveyed the trucks available to us, and settled on the Nissan Frontier. The Nissan's smaller size and off-road package seemed like a safe pick for my first run. The Frontier was an ace at the difficult course, but after riding in the Land Rover, the Frontier felt primitive and very basic. After the Nissan I went for the Jeep Wrangler Rubicon, which was positively amazing. All in all a fantastic course with some extremely capable vehicles.

Having satiated my urge to go off-road, it was time to get back on the track. I made my way to where Porsche was stationed. Sure, there was a wait, but I put my name in to track the all-new Porsche Boxster S and the 911 Carrera S. After a wait, it was time to hop in the Boxster. With the other cars, I was on my own on the track, but Porsche had driving coaches on board, with the intent to make us push the cars harder and go faster. So upon hopping in the Boxster, I am greeted by Andrew Davis, who races a Porsche 911 GT3 in the Rolex Grand Am series for Brumos Porsche. That's right, a Grand Am driver is riding shotgun, giving me tips on how to maximize a Boxster on a race track! The Boxster feels fabulous and unflappable-very easy to drive fast and incredibly forgiving.

Next up was the latest Porsche 911, a car that holds a lot of meaning to me as I own one myself. I was nearly beside myself when I climbed in to find none other than David Donohue, Daytona 24 winner and son of the legendary Mark Donohue sitting in the passenger seat. I quickly informed David that I was about to turn in a truly awful lap as I tried to process the racing goodness seated beside me. In the Boxster, Andrew was pretty laid back, but in the 911, it was totally different riding with David. And it was awesome. David let me in on the racer's mindset. How far ahead you are looking-even two corners ahead of myself. And he pushed me-when I wanted to back off on throttle, he insisted I go all in. The 911 is radically different from the Boxster, and David had me pushing the car hard enough I was getting sideways in a $100,000 car without breaking a sweat. Some people say if you haven't scared the crap out of yourself, you weren't going fast enough. With ace racer David Donohue as my co-pilot, I can safely say he pushed me to my limit, and the tail-heavy 911 as well. It's an experience I will treasure for life.

And on that note, that concludes my coverage of the 2012 IMPA Test Days event. I was able to sample some of the most remarkable vehicles on the market in gorgeous settings on bucolic country roads, fantastic race track and challenging off-road course. Thanks for joining us in our coverage, and we look forward to Test Days in 2013.

Related posts:

1. IMPA Test Days 2012: Part I
2. IMPA Test Days 2011 Wrap Up
3. IMPA Test Days: Day 2 on the track
4. IMPA Test Days: Track Day
5. IMPA Test Days: An overview

Review: 2013 Infiniti JX35

From the very beginning, Infiniti has considered itself a sort of 'organic' brand, and the past twenty years have proven that. With great success from the G-series coupe and sedan, and acclaimed M-series flagship, Infiniti has the passenger car segment well sorted. However, we live in the Age of the Crossover, and this is an area where Infiniti seems to have lost focus. Infiniti's crossovers had consisted of the EX35 and FX50-fine vehicles with excellent driving behavior, but short on utility. Wait-isn't utility the point of a crossover?

To address this oversight, Infiniti introduces the new JX35, a true three-row crossover with utility in mind. The premium three-row crossover market has few players, with the Buick Enclave the perennial sales leader. Infiniti is bent on turning that around. But in doing so, has moved away from some of the mantras of what defines an Infiniti. How this all sums up is interesting, so read on.

For starters, it helps that the JX35 is one handsome looking vehicle period, never mind that it's a big family hauler. Sure, it can easily do the job of taking the kids and crew home from baseball practice, and be perfectly at home rolling up to a four star restaurant for dinner that evening. Our test car was finished in a rich, striking Black Obsidian, offset with gorgeous 20' alloys and struck a perfect balance of style and luxury touches. Of all Infiniti CUV's and SUV's, the JX35 is far and away the best design of them all.

A handsome exterior on a crossover is a plus, but it's inside that ultimate litmus test. The JX35 proved to be a luxurious oasis with comfortable seating, generous room, a plethora of features instilled with plenty of swagger. Attention to detail like the wavy stitching on the front seats, and elegant door handle hardware helped to add up to a special flair to the JX, something I found missing in the Acura MDX. Our feature-laden JX35 was still fairly easy to use, with intuitive controls. Our black on black test car may sound dreary to some, but with enough wood and bright trim accents and a panoramic moonroof, the JX35 was anything but. The JX shows that a three row crossover can be functional, fashionable and luxurious all at once, with little compromise.

The JX35 is powered by a 3.5L V-6 rated at 265hp, paired to a CVT (continuously variable transmission). Parent company Nissan makes the best CVT's out there, but that is like saying Nissan makes the best of the worst transmissions. While the CVT has dominated Nissan products, Infiniti has stuck with manual and automatic tranny's-until now. The CVT has made its way into the Infiniti line. I've driven plenty of vehicles with this miserable contraption, and in my experience, it works best with Nissan/Infiniti's 3.5L V-6, which has enough torque so the engine isn't roaring at 4,000rpm to maintain 70mph on a mild grade, as I've experienced in some CVT-equipped cars. True, 265hp is not a lot to push a vehicle this size, but the JX35 never felt pokey, and passing was never a problem. The ride was tuned for comfort, and the steering was ultra-light. Buyers have the option of front or all-wheel drive. Our all-wheel drive test car had an EPA rating of 18/23 MPG city/highway.

The JX35 AWD starts at a reasonable $41,550USD. For that price, you get a well-equipped, luxurious crossover. Our test car was fully loaded, adding the Technology Package (Back-up Collision Intervention, heated steering wheel, remote engine start, Intelligent Brake Assist, Blind Spot Warning & Intervention, Lane Departure Warning, Distance Control Assist), Theater Package (dual 7' color monitors, wireless headphones, aux AV jacks), Deluxe Touring Package (20' alloys, Bose Premium surround sound audio, climate controlled front seats, heated rear seats, maple interior accents), and Premium Package (Navigation with voice recognition, NavTraffic, NavWeather, Zagat restaurant guide, Around View Monitor). The tally on our JX35 came to $55,170, including destination.

With such a luxurious ride at our disposal, a road trip was called for. While the old industrial town of Springfield, Massachusetts may seem an unlikely destination, there is plenty to do. The Student Prince is about as authentic a German dining experience you will find, and with my wife a true Pennsylvania Dutch girl of German/Austrian descent, she will attest it is the real deal. The Hungarian Goulash is to die for. The Springfield Museums was an unexpected treasure, with an outdoor garden of Dr. Seuss that must be seen to be appreciated. For the gearheads, you will be treated to a history of the automotive history of this city, and I was shocked to learn in the 1920's Rolls Royce built cars here to satisfy demand in the US. We then headed off to tony Northampton, a funky college town filled with trendy shops and restaurants. The JX35 fit in perfectly.

With the JX35, Infiniti has finally brought a mass-market luxury three-row crossover that makes sense. The soft suspension, lifeless steering feel, CVT and hardly explosive acceleration may run counter to what we have come to expect from Infiniti, a brand that seemed concentrated more on style and performance over practicality. But the combination of smart, sophisticated styling, luxury and technology make the current sales champ Buick Enclave look obsolete in comparison. Infiniti has read what the premium three-row luxury crossover buyer wants, and has delivered in spades.

 

Related posts:

1. Review: 2011 Infiniti FX50
2. Review: Infiniti EX35
3. Review: Infiniti G37 Coupe
4. 2008 Infiniti G Coupe Sketches
5. Buick Prices Updated 2013 Enclave

IMPA Test Days 2012: Part I

If it's late September, it can only mean one thing-the annual International Motor Press Association's annual two-day Test Days event. This is The Garage's fifth trek to this event. Test Days is open to IMPA members only, but is a massive event, bringing together a large group of manufacturers with an impressive showing of cars. This was Test Days' second year in the beautiful Catskill Mountain area of New York State. For two days the event was hosted by the professional staff at Monticello Motor Club, a private, members-only race track. Think of it as a country club, but instead of swinging a golf club, you're pounding your sports car on a track.

Test Days is divided into two distinct sessions. Day one has us enjoying a wide variety of cars on the scenic, winding roads of the Catskills. Day two is track day, where we get to unleash the cars at Monticello's fantastic race course. During both days, a rigorous off-road course was available. On day one, I kept to the tarmac. Here's a sampling of the cars I drove, all of which can be seen in the photo gallery at the end of this post.

On a crisp autumn day in the Catskills, the weather was picture perfect. Taking my time in picking my first car to drive, I made a promise to stick to cars I normally don't get my hands on. I started with the Range Rover Evoque. I love the looks of the Evoque, and it was a comfortable ride, but my doors weren't blown away. With a 2.0L direct injected turbo four making 240hp, the Evoque was adequate, but not particularly as fast as its sporty profile suggests. And with an as tested price tag of over $54,000USD, I have a problem with that. I'll take a BMW X1 with the twin-turbo inline six with the M Sport Package and laugh all the way to the bank.

A little let down by the Evoque, it was time to turn my attention to something more interesting. Well, the 2013 Corvette Grand Sport (pictured above) seemed suitable. With the roof off, nothing but me and the open road ahead, the Corvette was positively glorious. Powered by a 6.2L V-8 knocking out 436hp paired to a six-speed manual, the 'Vette was the perfect driving companion. Turning from a stop sign it was all to easy, and hilariously fun to kick out the tail on take-off. The Corvette will be whatever you want it to be, as she is happy to be driven hard, or simply loaf along. And whatever your choice, she is so easy to drive and very forgiving. Our heavily optioned Grand Sport rang in at just under $71,000, but for what you get it is still a great performance buy.

It is events like Test Days that sometimes give other cars an unfair advantage. After enjoying the Corvette, I jumped into a 2013 Nissan 370Z Roadster. Top down, gorgeous day, I take off in the Z, and well'I'm bored. Had I picked a Prius, I'd likely be praising the 370Z (as I did in 2009). The Nissan Z had no faults to point out, but the Roadster had such a calm demeanor that I did not recall from driving the hardtop. No doubt a fine car, but the Corvette was a very tough act to follow.

If any car really surprised me that day, it had to have been the Jaguar XJ Supersport. While fellow car journalists stood in line for V-8 powered AMG Mercedes, and M-powered BMW's, the Jaguar was sitting all by itself, so I figured 'Why not?' What I found was an exceptionally comfortable Jaguar. Oh and quite a fast one. Powered by a 5.0L supercharged V-8, this leviathan launches like a beast starving for asphalt, and for all the refinement, offers a glorious V-8 bellow to boot. If there was one wrinkle in the car, when I opened the sunroof, there was an annoying creaking sound. Had I just spent the $112,000 price of admission, I would not be pleased. That aside, the XJ Supersport is a luxuriously lined rocket ship. For a car company who thought it was best served waxing nostalgic about the 1960's for decades, with the XJ Supersport firmly points to the future direction of Jaguar in the 21st century. Just fix the damn creaky sunroof.

And well, yes, if there is a Nissan GT-R at my disposal, I am going to drive it. This was the Black Edition, packing an impressive 545hp. This was my second time at the wheel of a GT-R. The capabilities of the car are sky high, far greater than a mere mortal like me could possibly achieve. The prodigious power, lightning-quick shifts and remarkable grip are accomplished with little drama, apart from the G's you're feeling in the deeply sculptured sport seats. The GT-R's performance is astonishing, but it is done so with virtually no emotion. If you've read reviews comparing the GT-R to a video game, that assessment is right. And for nearly $108,000, I don't just want to go fast or have perfect grip, I want to feel something.

I drove into Ellensville, New York late on what had been a stormy night in a new Hyundai Elantra Coupe the night before. Even with GPS, I got a little lost. Nearly midnight, this low slung four door pulls up while I am studying the route guidance. It's a fellow from press fleet management company STI at the wheel of a Fisker Karma, a company who provides several of the cars you see me review at The Garage. So, Fisker is here? And yes, I wanted to sample one.

If a Fisker Karma guided me to the resort IMPA was using, my test drive of the Karma was somewhat misguided. Spotting one of the two Fisker's available to drive, I hopped in, started her up, and rolled away, with Fisker's PR staff just feet away. I proceeded about 20' straight ahead, where again I needed clearance from IMPA staff to leave the parking area in a press car. I was waved on. So, after a test drive, I was shocked when a Fisker PR person marched up to me to inform me there was a waiting list for the Karma, and someone was supposed to accompany me. I apologized, but I don't understand why Fisker and IMPA simply let me drive away.

I do wish I had an engineer with me. Granted, the Fisker had been driven up from northern New Jersey the night before, and the resort had no plug-in facility for plug-in hybrids. So power was from the 260hp gas engine, and whatever energy the batteries could capture under braking. It was late in the day, batteries depleted, the Fisker did not feel all that fast. With climate control set to 68 degrees F, A/C on, the car struggled to deliver cool air to the cabin. The car was plenty comfortable up front, but the rear seat, which only seats two, was pretty tight, especially for a car this size. Materials were of good quality, but owners of comparably priced BMW's and Mercedes-Benz's will look at the the Karma and dismiss it as high-end kit car.

That's a tall order for a car that starts at $96,000 with an unproven track record, not to mention the debacle at Consumer Reports where their loaner had to be towed away. Yes, the car is drop dead gorgeous, especially in person. In electric mode, the Karma emits an eery sound to make you aware of its presence. If you've watched Star Wars: Return of the Jedi and recall the sound of the Empire's shuttle, it's sort of like that.

But I will reserve final judgement of the Fisker Karma if I ever have the chance to properly review one. It's similar to when The Garage reviewed the Chevy Volt. It really took a week of living with the Volt to understand it, and I suspect the Karma is no different. Driving a Volt with little to no battery juice does not paint a realistic picture, and the same is the case with the Karma.

And on that note, it was time to call it a day and make the half hour drive back to the resort. Final thoughts? The Range Rover Evoque as equipped would have been fine, if only priced about $10,000 less. The Fisker Karma is an unknown quantity, having not experienced it properly. The 370Z Roadster's relaxed nature came as a surprise. The Jaguar XJ Supersport is an unsung hero car at the top of the luxury sport sedan food chain. But the hero car for the day was without a doubt the Corvette Grand Sport. Not the highest tech, nor most powerful car, nor expensive, but the Corvette pushed all the right buttons. Loud, raw, and brutally fast when you want it, or calm and comfortable as well, the Corvette represented the best of both worlds.

Please stay tuned for Part II of my commentary on IMPA Test Days where I tackle the race track and the most brutal off-road driving I've ever done. And I hope you enjoyed riding shotgun with me!

 

Related posts:

1. IMPA Test Days 2011 Wrap Up
2. IMPA Test Days: Track Day
3. IMPA Test Days: Getting up to speed
4. IMPA Test Days: On the hill and muscling the twisties
5. IMPA Test Days: An overview

This is why you use the parking brake!

I suspect most drivers have gotten out of their car and forgotten to put the shifter into park or apply the parking brake if the car is stick. I know I have, but when you have parked on a hill, you might put a little more thought into it.

If watching this young lady back up the driveway isn't painful enough, what comes next is unreal. At the top of the driveway, she gets out of the car and walks back to pick up something on the driveway. Somehow she manages to avoid being crushed by the runaway Mercedes-Benz, only to get smoked by the driver's door.

This one came VERY close to becoming a Darwin Award winner!

Related posts:

1. IMPA Spring Brake 2009
2. No Parking on Both Sides
3. Special parking spots, a rant
4. An Amish Brake Stand
5. Lexus includes book of Valet parking tips with ES350

Tony Stewart two hand's Delana Harvick

Ok, so the video below has absolutely nothing to do with racing. I just think it's pretty funny, because it is something I would do. Of course I probably wouldn't do it in front of a TV camera, but you get the idea.

Not only does Smoke take hold of Kevin Harvick's Wife's butt, he gives both cheeks a good squeeze!

Related posts:

1. Interview: Tony Stewart talks about Talladega win
2. NASCAR ' Tony Stewart Scores the Pole for Charlotte in the Half Way Race of the 2011 Sprint Cup Championship
3. NASCAR ' Tony Stewart Wins and Asks 'Who Says it Never Rains in California?'
4. Post car swap interview with Tony Stewart and Lewis Hamilton
5. Tony Stewart and Lewis Hamilton swap rides at The Glen

Buick Prices Updated 2013 Enclave

It may seem hard to believe, but the Buick Enclave has been ferrying kids to the local prep school since 2008 with only minor tweaks since then. Buick has been busy since then with the Lacrosse, Regal and Verano, and with the Enclave now entering its sixth model year, it would be reasonable to expect a replacement. Not so. Instead, Buick is updating the Enclave to keep it current. The brand boasts the Enclave is the best selling 3-row luxury crossover in the US.The Garage reviewed a 2010 model, click here to read our review.

And other auto makers want a piece of that cake. The Enclave's greatest threat may be the all-new Infiniti JX35, which has its sights aimed directly at the Enclave. The styling has been updated, most notably in the front for a more chiseled, refined look that makes the '12 car look puffy in comparison. LED daytime running lights and taillights add a contemporary touch. Inside, ambient lighting is a new feature. New dual flow dampers on the suspension contribute for a smoother ride and improved handling. Finally, more standard equipment and safety features, including an industry first front-center airbag round out the changes.

For 2013, the Enclave will be available in three trim levels. Pricing includes destination charges.

Enclave: $39,270 Standard on the base Enclave is a 7' touch screen with IntelliLink, HID headlights, rear park assist, rear view camera, remote start and power lift gate.

Enclave with Leather Group: $43,285 Adds leather seating, heated front seats, power passenger seat, memory setting for the seats, Side Blind Zone Alert and Cross Traffic Alert.

Enclave with Premium Group: $46,430 Adds 19' chrome alloys, articulating headlights, Bose premium audio, cooled front seats, power folding mirrors, and power tilt/telescoping steering wheel.

All Enclaves are available with optional all-wheel drive, navigation and trailer packages.

The sense I get from Buick is that as is, the Enclave is leading the pack in terms of sales, so why reinvent the wheel? The changes here are minor, but badly needed to keep the car current. Buick has been helped by the fact that other 3-row luxury crossovers like the Audi Q7 and Mercedes-Benz GL-Class are far more expensive. The Infiniti JX35 has priced itself uncomfortably close to the Enclave, so it should be interesting to see who retains the crown as best seller in its class.

 

Related posts:

1. Review: 2010 Buick Enclave
2. Buick Announces Prices for '11 Regal
3. Dodge Prices out 2013 Dart Family
4. The Great Divide
5. Review: 2011 Buick Regal Turbo

Review: 2012 BMW 328i

The BMW 3-series. She is the Gold Standard. The sport sedan against which all others are judged against. The rules of entry level sport sedans are written by BMW, and even its competitors concede to that fact. And when a new 3-series arrives, well, it is big news. And for 2012, a new 3-series four door sedan has arrived. The Garage had patiently waited for months to get access to this car, as we were so impressed with the last generation 335i convertible we reviewed last year.

No one denies the 3-series legacy, but as a former E30 325 owner, I was especially keen to see what BMW had cooked up. And when my red 328i was delivered to my door, it was like serendipity, as my 325i was also red, and was the car I owned when I started to date the woman who has now been my wife since 1998.

That said, upon receiving the 328i, it looked fairly large. Sleek and sophisticated without a doubt, but the compact style of prior 3-series seems to have been lost. Attention to detail is absolutely meticulous, and BMW ranks at the top of the stack for quality and execution. Although it appears larger than prior 3-series, the car is graceful, elegant, and sporty. I emphasize elegant, a quality prior 3-series did not really have. They do now. If I had any complaint, it is the dual kidney grille is no longer set by itself.

As you would expect, the cockpit is driver focused. The iDrive is workable, but still inferior to its premium Japanese competition for ease of use. Seats were perfectly comfortable, and easy to find a perfect driving position. Thankfully, the gauges are still clear as day, it just takes some getting used to the other tech the new 3 offers. The new 3 is not opulent, but rather adheres to the German standard of old-nothing fancy. That said, I loved the supportive seats and the simple, no nonsense interior. The quality of materials and workmanship are exceptional.

BMW has given up on its model number reflecting the engine displacement under the hood, as our 328i is powered by a 2.oL turbo four rated at 240hp. Our test car was blessed with a six-speed manual, though an 8-speed automatic is an option. Ever present overseas, the new 3-series harkens the return of a four cylinder BMW to our shores. The little turbo four makes an impressive bark at start-up. The car was plenty quick merging on the highway, in passing, and was quite at home on back roads. You can still order up a six cylinder, but in the real world, the four was more than adequate. And it's tough to argue with EPA fuel economy ratings of 23/34 MPG city/highway.

In the effort to preserve fuel, the 328i features stop/start technology. Meaning, you bring the car to a halt, and instead of idling, the engine shuts down, and starts up again once you depress the clutch. The trouble is, this engine, as I said, has a bark on ignition, so this is a fairly abrupt process, with plenty of noise and vibration. This is something that my passengers complained about as a real annoyance. Worse, on a blazing hot week in July, in stop and go traffic, each time the engine shut down, we lost a lot of cold air from the AC. Again, something my passengers, or myself for that matter were not happy about. The only way around the problem was to set the climate control to MAX, which kept the engine running at all times. I see the need to conserve fuel, but this system is in serious need of fine tuning. I am honestly surprised BMW rolled this technology out in its current state.

BMW still considers themselves the makers of the Ultimate Driving Machine, and I am pleased to say the 328i was a joy to drive. Handling, steering and braking were flawless and befitting the roundel on the hood. The trouble is, the competition is closing the gap, namely the Audi A4 and Mercedes-Benz C-Class, with the Infiniti G37 nipping at the 3's heels. I'd still say the BMW is the most rewarding to drive, but the playing field is getting more level all the time.

The 2012 BMW 328i four door starts at $34,900USD. Standard equipment includes Driving Dynamics Control, iDrive, HD Radio and 17' alloys. Our test car added Melbourne Metallic red paint, Sport Line Package (includes sport steering wheel, 18' alloys, M suspension, sport seats, brushed aluminum trim), Premium Package (includes keyless entry, moonroof, auto dimming mirrors, power seats), Premium Sound Package (XM Satellite radio, Harmon Kardon audio), Technology Package (Navigation and head up display), heated seats, park distance control, xenon headlights, and BMW Assist. Including destination, our 328i had a sticker price of $50,370. That's quite a chunk of change, and as tested, more money than a base Audi S4. At this price I was incredulous our car did not have a back-up camera.

Don't get me wrong, the new 3-series is a great sports sedan, and is likely still the best. But I never heard the 'Hallejuah' chorus. I thought I'd be hearing Carly Simon reinforce it with 'Nobody Does it Better' from James Bond fame. Because in my lifetime I've had many similar moments driving many BMW's'but not this one. I can't point to a specific fault. Maybe it's because the competition is now catching up. BMW, the 3-series is still the best around, but your enemies are getting ever closer.

Related posts:

1. Review: 2012 Hyundai Veloster
2. Review: 2012 Kia Rio
3. Review: 2012 Mazda5
4. Review: 2012 Mazda2
5. Review: 2012 Honda CR-V