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.

 

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