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The Chevrolet Cruze compact sedan is bigger yet lighter for 2016, with fresh styling, a new turbo-charged engine and more technology and safety features. 
With 153 horsepower, the Cruze is more powerful than its predecessor and tops the 140 horsepower of one of its biggest competitors, the Toyota Corolla. The Cruze also has 177 foot-pounds of torque — 15 more foot-pounds than another competitor, the Honda Civic — helping it to beat many cars while leaving a stoplight. 
Perhaps most important for millennial car shoppers, the 2016 Cruze is compatible with Apply CarPlay and Android Auto, so smartphone apps are easily accessed. The Cruze can become a Wi-Fi hotspot through a 4G LTE service, and one option allows drivers and passengers to wirelessly charge compatible devices. 
The Cruze also provides five years or 60,000 miles of complimentary roadside assistance standard — Corolla and Civic roadside assistance programs don't last as long. That might come in handy, considering Consumer Reports magazine puts reliability at worse than average. 
Still, the Cruze remains affordable: The starting manufacturer's suggested retail price, including destination charge, is $17,495 for a Cruze L sedan with six-speed manual transmission. The lowest starting retail price, including destination charge, for a 2016 Cruze LS sedan with automatic transmission is $19,995. 
The Cruze looks like a shrunken version of the Chevrolet Malibu and Impala, mature and not flashy. The test vehicle was a top-of-the-line Premier model, which had extras like a rear spoiler, fog lamps and 18-inch tires that glammed up the exterior without making it gaudy. 
New optional features let buyers add turn signals in the outside mirrors, heated rear seats, a premium Bose nine-speaker sound system and other upscale amenities. 
Overall, the ride was compliant and comfortable, especially during highway cruising, though the 18-inch tires contributed to more interior road noise than expected. There was some body motion in curves and during aggressive driving, though the steering felt mainstream — not too quick to respond but not overly loose. 
The star of the car is the 1.4-liter, turbo four-cylinder, which is smaller in displacement than the old 1.8-liter turbo four, but churned out satisfying power through the test vehicle's six-speed automatic transmission. 
At less than 3,000 pounds, the new Cruze weighs some 250 pounds less than its predecessor and is finally closer in weight to the Civic and Corolla. 
Thanks to the slightly longer body, the Cruze has a more accommodating 36.1 inches of legroom in the back seat, though, like other compacts, the back seat can be tight for three adults. 
The new Cruze interior is appealing, with well-arranged buttons and knobs. Every model includes a standard rear-view camera and a display screen in the middle of the dashboard that's at least 7 inches in diameter. 
It was not difficult for the driver to reach the federal government fuel mileage ratings of 30 miles per gallon in city driving and 40 mpg on highways. The tester averaged 33 mpg for a travel range of more than 450 miles on a single, 13.7-gallon tank. Also, Chevrolet recommends regular unleaded gasoline. 
The vehicle, which comes standard with 10 airbags, earned an overall five out of five stars for occupant protection in federal frontal and side crash tests.

Chevrolet Cruze fresh, smartphone-friendly and fast

Chevrolet Cruze

Nissan has given the Sentra richer styling and several new features for 2016 while keeping the price of the fuel-efficient and popular compact sedan nearly the same. 
The federal government rates the 2016 Sentra between 27 mpg and 30 mpg in city driving and up to 40 mpg on highways, depending on the model. 
These numbers are attainable, based on real-world driving of a test Sentra. 
The starting manufacturer's suggested retail price, with destination charge, is $17,615 for a 2016 Sentra S with a six-speed manual. This is a mere $265 above the base price of the previous Sentra. 
The lowest starting retail price, including destination charge, for a 2016 Sentra with a continuously variable transmission that drivers operate as they would an automatic is $18,465. This is an increase of $260. 
The base prices include standard equipment not necessarily expected in a lower-priced car, such as automatic on and off headlights and driver-select drive modes that emphasize eco, sport or normal driving. 
Plus, the Sentra's options are reasonably priced. For example, adding a power moonroof to the Sentra SV mid-range model costs just $750 and the 16-inch tires get fancier wheels in the package. 
New features available for the first time this year on the Sentra include blind spot monitoring, which alerts drivers to vehicles that are in adjacent lanes, and rear cross traffic alert, which tells drivers backing up whether other vehicles are approaching from either side. 
Both safety features are part of a driver's assist package that's affordably priced at $1,020 and includes navigation system, too. 
The federal government gives the 2016 Sentra only four out of five stars in overall crash protection for occupants, whereas many competing sedans, such as the 2016 Honda Civic, Toyota Corolla and Volkswagen Jetta, received the top rating of five stars. Furthermore, Consumer Reports magazine rates the Sentra as "poor" in reliability. 
Those ratings haven't scared off buyers, who are attracted to the Sentra's affordability and styling that makes it look more expensive than it is. The Sentra's U.S. sales topped 203,000 in 2015 and are on track this year to approach 250,000. 
The Sentra has an appealing compact size — the same length as today's Honda Civic — however its 15.1-cubic-foot trunk, is big enough to rival those in bigger cars. 
The back-seat legroom in the Sentra measures a class-leading 37.4 inches. Front-seat occupants have 42.5 inches of legroom, which is equivalent to that offered in some SUVs. 
There is only one Sentra engine — a sometimes anemic-feeling 130-horsepower four-cylinder that's neither turbocharged nor direct injected. 
In the test-driven Sentra SL, this engine was mated to Nissan's Xtronic CVT and seemed strained during hard acceleration. Torque peaks at 128 foot-pounds at 3,600 rpm. 
Fuel economy, though, was noteworthy. Without the driver striving to maximize fuel mileage, the test-driven Sentra matched the government's 32 mpg average for city/highway driving. This meant a travel range of nearly 425 miles on a single 13.2-gallon tank. 
The Sentra's ride is better than before, thanks to retuned suspension settings that add a bit more stiffness. The electric power steering is more responsive than before and has a natural feel. 
The ride can be a bit noisy, particularly as the engine gets buzzy when it is hard pressed to accelerate. And road noise came through to the passenger compartment. 
The 2016 Sentra has been the subject of two safety recalls involving its front air bags. 
A U.S. safety recall of 4,355 Nissan cars, including some 2016 Sentras this week, is because a wiring connector to the front passenger air bag may disconnect, meaning the air bag will not deploy during a crash. 
An April recall of 3.2 million Nissans also included 2016 Sentras because electronic controls that trigger the front passenger air bag deployment might not work properly.

sentra review

Nissan adds features to Sentra for 2016 without upping price 

nissan

Self-driving cars may be all the rage, but when it's a real product, coming soon from Japanese automaker Nissan Motor Co., the technology gets toned down. And so don't expect to the driver to disappear for years to come. 
The Serena minivan equipped with ProPilot technology relies on a single camera in the back of the driver's rearview mirror. The car can then follow the vehicle ahead, maintaining a safe distance that the driver sets. 
It also recognizes lanes so it won't swerve off. If the car it is following moves to another lane, it's smart enough to find the next car ahead of it and start following that one. And it keeps going on a freeway at a set speed. 
ProPilot is designed to ease stress on stop-and-go congested roads common in Japan, as well as long drives on uncongested roads, like the interstate highways in the U.S., when a driver might tire and get sleepy. 
Nissan said Wednesday the minivan goes on sale in Japan next month. The automaker promised similar technology later in China, the U.S. and in the Qashqai sport-utility vehicle in Europe. Specific models weren't disclosed for China and the U.S. 
But ProPilot is designed only to help drivers. They must keep their hands on the steering wheel, and an alarm goes off if a sensor on the wheel detects no-hands driving. 
ProPilot is smarter and a bit more glamorous than cruise control, already in many vehicles, but for all its help, if you slam on the gas pedal, it cannot stop you from crashing into the car you are trailing. 
"The driver must assume full responsibility," said Nissan Motor Co. Deputy General Manager Atsushi Iwaki, a member of ProPilot's development team. "It is best to limit the function to helping the driver." 
That approach comes as there are still many concerns about safety for self-driving cars. Last month, a Tesla Model S was operating in semi-autonomous Autopilot mode when it failed to detect a tractor trailer passing in front of it, crashed and killed the driver. 
But autonomous capabilities are definitely the way of the future, expected to be in millions of cars in the next decade or two. 
"The technology is quite viable, but it isn't ready for consumer use yet," said Karl Brauer, senior analyst for Kelley Blue Book. "Living that reality at a widespread and affordable level is still years away." 
Brauer said the challenges to autonomous capabilities include dealing with bad weather, which may trouble sensors, as well as making sure pedestrians and cyclists are properly detected. Some confusion that comes from not knowing when the car is driving or when you are driving can lead to accidents, he said. 
Nissan, based in Yokohama, is planning autonomous driving for regular city roads by 2020. ProPilot is limited to dealing with the lane the vehicle is in, and on freeways. 
Some types of limited autonomous car systems are already available on the market in luxury brands. Nissan is keeping ProPilot simple to just one camera to keep the price of the vehicle down at below 3 million yen ($29,000). Other price details were not disclosed.

minivan

Nissan keeps self-driving simple and not quite autonomous 

Atsushi Iwaki 

Commuting to work every day seems like a simple enough task, and it is for most people. For people with disabilities, however, that is not necessarily the case. 
The good news is there are adaptive vehicles and a range of vehicle modifications available for those with disabilities to help ensure they can live a life without commuting limitations. Tri-County Patriots for Independent Living has a mission to affirm liberty and justice for people with disabilities and Friday, as part of the Whiskey Rebellion Festival, TRIPIL held an adaptive car show to display and spread the word about options that can enable drivers with disabilities to get behind the wheel. 
"We want anybody who wants to be a contributing participatory member of the community to be able to get around," said John Flaherty, assistive technology specialist for TRIPIL. "If they can drive, we want them to be able to drive. We don't want technology to be the limiting factor." 
According to Flaherty, adaptive vehicle modifications were around a long time and can be expensive because of the captive market, however these modifications came a long way both in price and versatility. 
The adaptive car show also highlighted the importance of accessibility of local paratransit systems and the history of accessible transportation in Washington, which strengthened considerably because of disability activists. 
The show featured privately owned vehicles from TRIPIL employees with disabilities. The most unique vehicle of the show was the MV1, owned by Flaherty and his fiancée Brenda Dare, TRIPIL Independent Living Supervisor. The MV1 is the only factory-made vehicle that is wheelchair accessible. Every other adaptive vehicle needs third-party market modifications, but the MV1 comes ready to go. It is made by American General. 
Dare has cerebral palsy and arthritis, and she has used a wheelchair since she was 3 years old. By the age of 20, she became a powerchair user. She owned the MV1 since April 2015, and it is also the only vehicle without a front passenger seat. That is where her power chair goes. 
"If it wasn't for this van, I wouldn't be able to work," Dare said. "I'd be stuck at home climbing the walls and talking to the dogs all day, so for me it is life changing." 
Dare herself does not drive because she does not have the depth perception to do so, she said. However, Dare said there are systems available such as a 6-way power seat that rotate to face the opening of the door to make transferring easier, or a system allows her to connect to the drivetrain of the vehicle and essentially replace the wheel with the joystick of her power chair. 
Hand controls were another feature of the car show. Matt Taylor, TRIPIL Membership Director, had a spinal cord injury five years ago, the result of a diving accident. He has used a wheelchair ever since. 
The hand controls in his vehicle allow him to drive without using his feet, and there are a number of other features that allow him to drive safely and comfortably. 
Hand controls for vehicles can be very different depending on the dexterity of the driver, or length of their arms. Each modification must cater to the needs of the driver which can vary. 
TRIPIL does not modify vehicles themselves, however, if necessary, they can provide contact information of companies who can add the proper modifications, dealerships that sell the MV1 and driving schools that can teach drivers with disabilities how to operate their vehicle modifications. 
"I don't think enough people realize what options are available to them and we really hope events like this can grow and more people can realize whatever your limitations are there's a way around them," Dare said.

adaptive cars

Adaptive cars help those with disabilities drive more easily 

Some cars are instantly recognizable, for all the right or wrong reasons. In the Audi TT's case, the now familiar soap-dish silhouette evokes mostly lust and passion among fans of the German-engineered coupe and roadster (both TTs are assembled in Hungary). But of the two body styles, the slinky 2+2 coupe usually garners the most attention and sales. 
The TT caused a sensation when it was first introduced to North America for the 2000 model year and the third-generation editions now arriving in dealer showrooms are set to do it again for 2016. 
Some critics might quibble that the TT really hasn't changed much over the years and you'll get no argument from Audi on that point. The Volkswagen subsidiary is on the record as purposely respecting the iconic status the TT has earned after 15-plus years and more than 500,000 in worldwide sales.&nbsp; 
Still, cloaked with new sheetmetal, the TT duo has never looked sharper. The sloping hood shares at least a passing nod to the renowned R8 supercar, while the hexagonal grille denotes the shape of things to come for future Audis. The reshaped grille flanked by prominent twin air intakes also integrates neatly with the angular LED headlights. As for the rest of the exterior, the changes here are so subtle that the 1.4-inch gain in distance between the front and rear wheels will likely go unnoticed. That slight increment is partly due to the TT's new "MBQ" platform that's common to numerous other Audi and Volkswagen models 
Once aboard, the new-for-2016 stuff becomes more readily apparent. Although the flat-bottom multi-function steering wheel is back, the display screen has melded with the gauges into a feature called the Multi Media Interface (MMI). Located between the scalable (adjustable for size) tachometer and speedometer, the 12.3-inch-wide MMI screen can display&nbsp;communication, infotainment and other data such as a trip computer, fuel status, outside temperature, etc. 
As well, the MMI is home to the optional voice-activated navigation system. All of the info is accessed via a rotating control knob/touchpad on the console or by pressing the appropriate buttons or by rotating a thumbwheel on the steering wheel.&nbsp; 
The array of techno-focused features will be important for many, but pushing the most vital button - the start button - brings to life Audi's familiar turbocharged 2.0-liter four-cylinder engine. The powerplant now generates 220 horsepower and 258 pound-feet of torque (the 2015 version made 211 horsepower and 258 pound-feet of torque). 
The returning TTS model is expected to follow the TT a few months hence. Its turbo 2.0's output has risen to 292 horsepower and 280 pound-feet of torque from 265/258. 
As before, a six-speed paddle-shift automated manual transmission is the sole transmission. It parcels out engine torque through Audi's permanently engaged all-wheel-drive Quattro system that also comes standard. 
Audi's test results give the TT a zero-to-60-mph time of 5.3 seconds and an electronically limited top speed of 130 mph. Official government fuel consumption estimates are 18 mpg in the city and 25 highway. 
At $43,800 ($47,300 for the roadster), including destination fees, the TT is no slouch in the content department. Included with that price is dual-zone climate control, keyless start, 12-way power-adjustable heated front seats, front and rear parking sensors, 18-inch performance summer tires and a nine-speaker audio system. Along with the navigation system, a quartet of packages includes more heavily bolstered sport seats, premium leather seat coverings, rearview camera and a premium Bang &amp; Olufsen sound package. 
No matter how you equip your TT, you and your passenger (passengers, plural, if you order the coupe, which has a back seat) will likely have the time of your lives.&nbsp; 
Being recognized for the all the right reasons simply comes with the territory. 
&nbsp; 
What you should know: 2016 Audi TT 
Type: Two-door, all-wheel-drive coupe and roadster 
Engine (hp): 2.0-liter DOHC I4, turbocharged (220/292) 
Transmission: Six-speed automated manual 
Market position: Offering two distinct TT body styles means that Audi can cater to a wider range of sports-car buyers. Adding all-wheel-drive and a relatively affordable price tag makes the TT a compelling purchase. 
Points: Impressively attractive R8-influenced redesign; Turbo four-cylinder engine lags behind competition in peak horsepower, but kicks out plenty of torque; New interior with integrated gauges and Multi Media Interface is user-friendly, but hardly necessary; Forthcoming TTS model built to take on BMW M and Mercedes-Benz AMG models. 
Safety: Front airbags; side-impact airbags; side-curtain airbags (coupe); anti-lock brakes; traction control; stability control. 
MPG (city/hwy) 18/25; Base price (incl. destination) $43,800 (coupe), $46,400 (roadster) 
&nbsp; 
By comparison 
BMW 4 Series Base price: $42,900 
Coupe, convertible and four-door Gran Coupe are roomy and powerful. 
Porsche Boxster Base price: $53,100 
Athletic roadster is a fun ride. Similar Cayman coupe costs $500 extra. 
Jaguar F-Type Base price: $66,000 
Pricey, but supercharged V6 and V8s are available on coupes and roadsters.

2016 Audi TT: If it didn't look like this, it wouldn't be a TT, now would it

2016 Audi TT review: Recognized for all the right reasons

audi tt

The mid-cycle refresh for one of North America's top-selling cars represents more than skin-deep alterations, although exterior updates remain all-important when attracting buyers to the Accord camp.&nbsp; 
Whereas most automakers seem content to tweak the looks of their vehicles after the first three or four years on the market, Honda has taken a more dramatic approach for its coupe and sedan. The noses, headlights, fog lights and LED taillights on its two- and four-door&nbsp;Accords appear to be influenced by those vehicles from the upscale Acura line. 
The grille has what is best described as an Acura-like shield, while the LED headlight pods on the Touring model seem similarly Acura-influenced (lesser trims use halogen headlights with LED daytime running lights). 
There are fresh wheel designs for all trim levels, including new 19-inchers for the top-rung Accord Touring. 
The body itself has been reengineered to provide greater rigidity and the sedan's (but not the coupe's) hood is now made from aluminum (for weight savings) instead of steel. 
Interior changes, as subtle as they may be, go further than seat fabrics and trim. A font change for the gauges makes them easier to read and a rearview camera is now standard. Most Accords also have a handy (and long overdue) 60/40 split-folding rear seat. 
So let's go about this a different way: is there anything that hasn't changed? A powertrain examination reveals some familiar engines, starting with a 185-horsepower 2.4-liter four-cylinder. Optional in the EX-L and Touring trims is a 278-horsepower V6. 
Honda will also have a hybrid sedan available with improved performance and fuel economy, but it won't be available for several more months (arriving as a 2017 model). 
For now, the 2.4 is tops in fuel economy with a rating of 27 mpg in the city and 37 on the highway. The latter value is improved by one mpg from before due to better aerodynamics and a reduction in piston friction.&nbsp; 
As good as those numbers are - better than the Toyota Camry's, Hyundai Sonata's and Ford Fusion's -- they still don't top the Nissan Altima and Mazda6 sedans. 
Honda has also worked on the optional continuously variable transmission's operating efficiency so that it feels more like a geared automatic. As CVTs go, it's pretty decent, but a small percentage of drivers will likely choose the base six-speed manual gearbox in their four-cylinder sedans and coupes. V6 sedans come with a six-speed automatic transmission, exclusively, while opting for the V6 coupe gives you the choice of six-speed manual or automatic transmissions. 
Changes have also been made to the Accord's ride, handling and steering qualities. As before, base LX sedans ($22,900) and LX-S coupes ($24,600) arrive with plenty of standard equipment. But moving up a step to the Sport will get you the split-folding rear seat, seven-inch touch-screen, rear spoiler, beefier front brakes and 19-inch wheels. The EX comes with most of the Sport's gear (except it has 18-inch wheels) and adds an upgraded audio and communications package, 10-way power driver's seat and remote engine start.&nbsp; 
The top-level Touring trim has heated rear seats, automatic high beams and forward/reverse parking alerts. "Honda Sensing" is also included (available in other Accord models) and is the umbrella brand for the company's adaptive cruise control (maintains a safe distance from the vehicle ahead), lane-departure and forward-collision warnings, and lane keeping assist (steers the car back into the driver's intended lane). Honda Sensing also encompasses systems designed to automatically prevent you from rear-ending another vehicle, and from driving off the road. 
Is it all enough to keep you driving Hondas for the rest of your life? Probably, since Honda folks tend be loyal. But it's more than a matter of merely keeping up and staying fresh since growing the company's marketshare (by winning buyers loyal to other brands) is what business is all about. Since most vehicles in this class have very similar technology in everything from safety to powertrains, it really comes down to style now. Honda nailed this one. 
What you should know: 2016 Honda Accord 
Type: Four-door, front-wheel-drive mid-size sedan and coupe. 
Engines (hp): 2.4-liter DOHC I4 (185); 3.5-liter SOHC V6 (278) 
Transmissions: Six-speed manual; continuously variable (CVT); six-speed automatic&nbsp; 
Market position: Honda and Toyota run neck and neck for top spot among North American sedan buyers. The 2016 Accord ups the ante with more style, a wide array of techno-content and a sharp-looking coupe to boot. 
Points: Reshaped front and rear styling is an overall improvement and makes the coupe really sizzle; Base four-cylinder engine is near the top in fuel economy, but smooth-performing V6 is hard to ignore; Both models rank high in fun-to-drive quotient; Will Honda ever offer all-wheel-drive as an Accord option, as do many of its competitors? 
Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) 27/37 (2.4, CVT); Base price (incl. destination) $22,900, $24,600 (coupe) 
&nbsp; 
By comparison 
Ford Fusion Base price: $23,000 Roomy four-door comes with three gas engine picks and optional AWD. 
Chrysler 200 Base price: $23,000 New-for-2015 sedan has snappy styling plus a brawny 295-hp V6 option. 
Hyundai Sonata Base price: $22,000 An all four-cylinder engine lineup helps the Sonata's fuel-stretching capability.

2016 Honda Accord: It's time to beat the bland

Nissan claims that the eighth-generation Maxima is every inch a "four-door sports car."&nbsp; While that statement might seem pretentious - and one we've heard before from the automaker - the latest "Max" covers a broad spectrum, from well-equipped luxury mount, to agile sedan capable of snaking around curves and tackling straight-aways at a reasonably rapid pace. 
For 2016, the Maxima has broken free of its cocoon. The Tennessee-built car possesses more swagger and displays an aggressiveness that most other automakers would dare not attempt, especially with an entry-luxury sedan. It's a bold move that should pay big dividends with buyers wanting to stand apart from the mainstream. The Maxima's flashy chrome grille, curvaceous body panels and sweeping rear end signal that this Nissan is unlike anything else on the road. 
Underpinning the attractive body is the next-generation Altima-based architecture that's lighter as well as 25 percent more rigid. The distance between the front and rear wheels is unchanged, however the new sheetmetal adds just over two inches to the car's length. The width is also the same, but a slightly lowered and elongated roofline makes the Maxima appear longer. 
There's also a revised suspension with new front and rear dampers and larger stabilizer bars to improve road holding. 
Inside, the Maxima is an ergonomic delight, although it's difficult to spot the designer's fighter aircraft-inspired styling cues. The controls are straightforward, the "Zero Gravity" front chairs are supportive and the pushbutton starter has migrated to the console right next to the shifter. 
Back again - sort of - is the 3.5-liter V6 that sends 300 horsepower and 261 pound-feet of torque to the front wheels. That represents a 10-horsepower gain, but the torque rating is the same. Nissan states that 60 percent of the engine's components are all new for more rigorous duty (e.g. the intake/exhaust valves are patterned after those in the GT-R super sports car) and to reduce fuel consumption.&nbsp; 
Also significantly updated is the Maxima's continuously variable transmission (CVT), which is your only choice. Nissan has been committed to CVTs for more than a decade and has clearly mastered the technology. With its seven built-in electronic "steps," most drivers will be hard-pressed to tell the CVT apart from a "normal" automatic transmission. One of the key benefits of a CVT is fuel economy as there's no torque converter (a fluid coupling) sapping power. With the improved drivetrain, the rating is 22 mpg in the city and 30 on the highway, up from 19/26. 
Another benefit is responsiveness. The Maxima reacts almost instantly to throttle inputs, especially when the console-mounted drive selector is switched to Sport mode from Normal. 
For 2016, Maximas are available in five distinct trim levels with virtually no options in any of them. The base S, priced at $33,000, is stuffed with dual-zone climate control and a navigation system with eight-inch touch-screen display. There's also an eight-way power driver's seat and a four-way power passenger's seat as well as a number of crash-avoidance monitors, alerts and interventions.&nbsp; 
The SV trim adds leather seat covers (heated in front) and parking sensors, while the dual-panel panoramic moonroof and high-end Bose stereo are SL goodies.&nbsp; 
The top-end Platinim comes with a drowsy-driver alert that warns if you're nodding off behind the wheel. There's also a system that detects people or objects approaching in the vehicle's path.&nbsp; 
For enthusiasts, the sporty SR includes most Platinum content, but deletes the moonroof to help lower the car's center of gravity and maximize structural integrity. The SR comes with paddle shifters, 19-inch wheels (18-inchers are standard) and electronically controlled dampers that firm up the ride. In Sport mode, the SR exhibits some torque steer (a tendency for the car to pull left or right during hard acceleration), but nothing too serious. 
The multi-discipline Maxima is a significant leap forward over previous generations. It's a sedan that pampers you and can provide significant thrills. Is it really a four-door sports car this time? Well, it's closer. 
&nbsp; 
What you should know: 2016 Nissan Maxima 
Type: Four-door, front-wheel-drive five-passenger sedan 
Engine (hp): 3.5-liter DOHC V6 (300) 
Transmission: Continuously Variable (CVT) 
Market position: Near-luxury and entry-luxury sedans are holding their own despite the growing popularity of wagons. Increasingly, vehicles in this class are providing buyers with sophisticated luxury, safety and performance content. 
Points: All-new attention-grabbing shape; The V6 feels much stronger than its 300-horsepower engine otherwise indicates; An all-wheel-drive option would be a great idea; SR delivers the most fun and comes closest to being an actual four-door sports car; All the safety bells and whistles, and then some; Well equipped, even in base trim. 
Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) 22/30; Base price (incl. destination) $33,000 
&nbsp; 
By comparison 
Toyota Avalon Base price: $32,000 Camry-based sedan is a competent driver. Hybrid version is also available. 
Acura TLX Base price: $31,000 Four- and six-cylinder choices plus available all-wheel-drive. 
Buick LaCrosse Base price: $34,000 Sharp-looking FWD or optional AWD sedans arrive well-equipped.

2016 Nissan Maxima: What matters most, style, content or performance? The Maxima lets you pick

It's the end of an era as the sun sets on this iconic people mover, and we bid a fond farewell and a final salute to this quintessential minivan. As you can tell, we've gone overboard with clichés for the Dodge Grand Caravan.&nbsp; 
The vehicle that began life in November of 1983 as the Caravan was, along with the Plymouth/Chrysler Voyager, an automotive game-changer that practically no one saw coming. 
Try as they might, neither General Motors or Ford could knock Chrysler Corporation's so-called "Magic Wagons" off their perches. 
The Caravan and Voyager, plus the Chrysler Town &amp; Country that arrived a few years later, were no doubt inspired by the rear-engine Volkswagen Beetle-based Type 2 van that dates back to 1950. 
But, to use another cliché, good things don't last forever, and Fiat Chrysler Automobiles (FCA) will phase out the Canadian-built Grand Caravan. The automaker isn't saying exactly when the final curtain will fall, but the word from FCA's public relations folks is that it will stick around at least for the 2016 model year and will co-exist alongside a brand new Town &amp; Country. 
Beyond that, the T&amp;C will compete solo with the Toyota Sienna, Honda Odyssey, Kia Sedona and Nissan Quest. As well, the Ford Transit Connect van, which is primarily purchased for commercial duty, can also be configured for carrying up to seven passengers. 
Physically, the Grand Caravan has retained the same boxy shape for seven or more years, although a significant revision for 2011 included a 283-horsepower 3.6-liter V6. It replaced the previous 3.3- and 3.8-liter V6s that made 175 and 197 horsepower, respectively. 
The 3.6, which is mated to a six-speed automatic transmission, has made a world of difference for GC buyers who can count on considerably greater performance when fully loaded with up to 3,600 pounds of trailer weight. The engine also gives satisfactory punch when overtaking and when ascending hills. And despite what you might think, the extra power came without any fuel consumption penalty (the rating is 17 mpg in the city and 25 highway). 
Other improvements included fancier interior trim, a restyled dashboard with soft-touch surfaces and updated telematics. 
But if there's one word that best describes the GC, it would be versatility. The standard Stow 'n Go split-folding third-row seat can be conveniently stored beneath the load floor, using just one hand, as can the optional second-row captain's chairs. The resulting flat load surface provides enough space for a significant amount of cargo, or it can even be used as a two-person camper.&nbsp; 
With the seats left in place, the three below-floor bins can keep a variety of large-size valuables hidden from view. 
Another important GC feature has to be its attractive price. The base AVP (American Value Package) model lists for $22,800 and comes with most of the frequently requested features of the air/cruise/tilt and power-windows variety. 
The SE adds the Stow 'n Go second-row fold-flat seats plus tri-zone climate control (driver, passenger and second-row) and center floor console, while the SXT comes with power sliding side doors, power liftgate and a roof rack. 
Atop the Grand Caravan's pecking order, the R/T has what the company calls a sport suspension, premium nine-speaker sound system, leather-trimmed seats, backup camera and a unique set of alloy wheels. 
Numerous option packages let you dress up your GC with all sorts of up-level items. Of note is the Blacktop Package that as you might guess blacks out all of the exterior trim and adds gloss black paint to the standard 17-inch wheels. 
The impending demise of the GC will leave a hole in Dodge's lineup and likely make minivan purchases less affordable. The 2016 Town and Country is expected to start in the low $30,000 range, which is roughly the starting point for the Odyssey and Sienna minivans. 
Cliché or not, it's sad to see the utility-driven Grand Caravan fade from view. 
What you should know: 2015 Dodge Grand Caravan Type: Four-door, front-wheel-drive minivan Engine (hp): 3.6-liter DOHC V6 (283) Transmission: Six-speed automatic&nbsp; Market position: Minivans have decreased in popularity over the past few years and soon only one version will be available from Fiat Chrysler Automobiles (FCA). That's right, the Dodge Grand Caravan is on the way out. Points: Exceptionally roomy in true minivan tradition; 283-horsepower engine is considered one of the best V6 engines on the market; Stow 'n Go feature creates lots of people and/or cargo room; Dated styling; Lowest-priced minivan on the market; The problem is that bargain hunters will be left in the cold when the GC departs. Safety: Front airbags; side-impact airbags; side-curtain airbags; driver's knee airbag; anti-lock brakes; traction control; stability control. MPG (city/hwy) 17/25; Base price (incl. destination) $22,800 
By comparison 
Honda Odyssey Base price: $29,000 Well turned-out minivan with comfortable seats and impressive V6. 
Kia Sedona Base price: $26,000 Well-priced minivan can be had with lots of optional high-tech safety. 
Toyota Sienna Base price: $29,000 The only minivan that can seat eight people and is available with AWD.

2015 Dodge Grand Caravan: A last, lingering look at the vehicle that became the poster child of the minivan revolution

More than a decade after launching its first sport utility vehicle with three rows of seats, Volvo finally revs up a brand new contemporary XC90 with leading-edge styling and small-but-potent powertrains. 
Likely one reason for the lengthy delay had to do with a change in ownership that occurred in 2010 when Volvo was sold to China's Zhejiang Geely Holding Group Co., Ltd. Now newly reorganized, Volvo's plans include building a manufacturing facility in South Carolina to support future sales of its passenger cars in general, and more specifically its array of tall wagons. 
The latest luxury-equipped XC90 has been changed in every conceivable way. The sheetmetal is as fresh as you can get, as is the modular platform that can be used for other Volvo models. In this case, the XC90 is roughly 250 pounds lighter than the outgoing wagon (now 4,400 pounds), despite being roughly the same size. The hood, though, is decidedly longer and is fronted by a larger grille and unique LED running-light array that Volvo refers to as "Thor's Hammer." 
The interior is epitome of Scandinavian design, with natural-wood inlays, supple leather seats and trim and a very classy crystal glass shift lever. The second-row seat adjusts fore and aft, which helps create a bit more space for third-row guests. In short, Volvo's unassailable leadership in attractive, ergonomically superior cabins remains one of its chief assets. 
As for power, Volvo is focusing on fewer pistons. For the T6 model, a supercharged and turbocharged 2.0-liter four-cylinder produces 316 horsepower and 295 pound-feet of torque. 
The "Drive-E", as it's called, uses the turbo for top-end power and the belt-driven supercharger to help out at lower engine revs. 
Fuel economy is rated at 20 mpg in the city and 25 on the highway. 
For performance fans who prefer keeping it on the green, Volvo will offer a T8 Twin Engine plug-in hybrid later in the model year. It adds an 87-horsepower electric motor that increases the net output to 408 horsepower and 472 pound-feet.&nbsp; 
Both the T6 and T8 use an eight-speed automatic transmission. 
Although all-wheel-drive is standard, the T8's electric motor powers the rear wheels without employing a conventional driveline (and no drive hump on the floor). A "Power" setting for the T6 is for full-on performance (zero-to-60-mph in 6.4 seconds, says Volvo). The T8 cuts that to 5.6 while the "E" mode allows it to travel up to 25 miles on electric power. 
With a $50,000 selling price ($69,000 for the T8), including destination charges, The base all-wheel-drive XC90 Momentum comes with all the basics plus a panoramic sunroof, nine-inch touch-screen display with navigation, power tailgate and a 330-watt 10-speaker audio system.&nbsp; Momentum also comes with a system that recognizes cyclists and pedestrians and applies the brakes should the driver fail to recognize an impending collision. 
Moving up to the Inscription model adds leather seat covers, wood trim, a 12.3-inch display screen and 20-inch wheels (19-inchers are standard).&nbsp; 
At the top of the range, the R-Design gets a sportier interior (seats and trim), mesh grille and unique 20-inch wheels. 
In addition, selecting from a number of option packages allows you to add more active safety content (e.g. forward, backup and blind-spot collision warnings), front and rear park assist, premium Bowers and Wilkins audio package and 21- or 22-inch wheels. You can also order air suspension that keeps the XC90 on the level when loaded with people and/or cargo. 
With the release of the XC90, Volvo is establishing a new direction for the brand; one that focuses on fashionable interior and exterior design plus efficient propulsion systems that don't rely on six and eight cylinders to deliver premium performance. 
&nbsp; 
What you should know: 2016 Volvo XC90 
Type: Four-door, seven-passenger all-wheel-drive sport utility vehicle Engines (hp): 2.0-liter DOHC I4, supercharged and turbocharged (316/400,T8 hybrid) 
Transmission: Eight-speed automatic 
Market position: The XC90 arrives with the solid reputation it earned with the original that was launched a decade earlier. The new model showcases the automaker's design, engineering and safety advances since then. 
Points: Redesign is much more car-like than before; All-new 2.0 engine takes a unique approach to increasing horsepower and it works; Interior strongly influenced by traditional Swedish modern design; Soon-to-arrive T8 plug-in hybrid is the performance version to get, while at the same time significantly reducing fuel consumption. 
Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) 20/25 (base 2.0); Base price (incl. destination) $49,900 
&nbsp; 
By comparison 
Acura MDX Base price: $43,000 Popular AWD family bus has been the class leader since Day One. 
Buick Enclave Base price: $40,000 FWD and AWD models come with a 288-hp V6 engine and lots of luxury. 
Lexus GX Base price: $50,000 Rugged body-on-frame luxury wagon uses a stout 301-hp V8 to do the job.

2016 Volvo XC90: Instead of playing catch-up with the rest of the pack, Volvo surprises us with leading-edge engine tech and design details

Are you pining for a Porsche or craving a Corvette, but lack the paycheck? Well then, step right up; you're the ideal candidate for the Mazda MX-5, also called the Miata.&nbsp; 
At long last (10 model-years, to be exact), Mazda is introducing the fourth-generation of the world's all-time best-selling roadster, with a little help from Fiat Chrysler Automobiles (FCA), it must be said. 
In today's world, it takes deep corporate pockets to design an entirely new vehicle. In Mazda's case its pockets aren't lined with as much gold as, say, Toyota, Ford, Volkswagen or other dominant automakers. To rationalize costs, Mazda partnered with FCA's Fiat branch on platform development, which will reportedly also lead to a future sports car to be branded the Fiat 124 Spider. 
For Mazda, the end result is here now, and an impressive result it is. Compared to the outgoing Miata, the 2016 model is considerably sleeker from grille to trunk lid. The design also signals a complete departure from the Miata's original inspiration, the Lotus Elan that came out of England in the early 1960s. The fenders now bulge aggressively out from the body, the grinning air intake has thankfully been toned down, and the truncated rear deck evokes thoughts of BMW's Z4 two-seater. The crowning touch is a pair of headlights that appear influenced by Siamese cats' eyes. 
In shaping the new MX-5, Mazda's stylists cut the overall length down by more than three inches and reduced the distance between the front and rear wheels by close to an inch. Trunk space is also down slightly. A full-court press aimed at weight reduction has also yielded a not-insignificant 150-pound decrease, with the help of aluminum body panels and lightened components. 
On the plus side, the half-inch gain in width adds a wee bit more interior space. The completely revamped cockpit is as clean as they come, including a trio of clearly marked gauges, oversize control knobs for the ventilation system and an available seven-inch touch-screen with voice command for the audio and communications units. The slick non-power soft top (a power-operated retractable hardtop is no longer offered) can still be operated using one hand and uses a single latch to secure it in place. 
But the serious fun starts with the top dropped, revealing the sweet sounds of the MX-5's sport-tuned exhaust and the 2.0-liter four-cylinder engine. Although it's identical in displacement to the previous 2.0, its output is less (155 versus 167 horsepower). Its 148 pound-feet of torque beats the older version's 140 pound-feet rating, however. According to Mazda, with less heft to deal with, the new engine makes the Miata the quickest and the most fuel-efficient in the brand's history. The estimate is 27 mpg city and 34 mpg highway with the six-speed manual transmission (previously 22/28). An optional six-speed automatic improves the MX-5's highway number by two mpg, but it takes some of the fun out of driving a roadster like this one. 
For $24,800 (including destination charges), the MX-5 Sport arrives with air conditioning, a six-speaker stereo, push-button start and Bluetooth connectivity. 
Along with the aforementioned touch-screen display, the Club adds a sport-tuned suspension with Bilstein-brand shocks, limited-slip differential, front suspension brace (manual-gearbox-models only), front and rear spoilers, Bose audio system with headrest speakers and 17-inch wheels (16-inchers are standard). 
The top-level Grand Touring upgrades include climate control, heated leather seats, navigation system and an insulated cloth-lined top. Extra GT safety features include lane-departure warning (for the inattentive driver) and blind-spot monitoring with cross-traffic alert (warns when other vehicles are approaching from behind on the highway and when you're backing up). 
With nearly one million MX-5's sold worldwide over the past quarter-century, Mazda's light, lively and affordable roadster remains an aspirational choice for drivers for whom wind-in-the-hair, gear-snicking, open-road traveling beckons. 
&nbsp; 
What you should know: 2016 Mazda MX-5 Miata 
Type: Two-door, rear-wheel-drive roadster 
Engine (hp): 2.4-liter DOHC I4 (155) 
Transmissions: Six-speed manual; six-speed automatic 
Market position: Most open-cockpit two-seat roadsters are priced well above $40,000, leaving few options available for sports-car buyers on a budget. The MX-5's affordability has helped its popularity for the past 25 years. 
Points: Attractive redesign is dimensionally similar to first-generation Miata; Fuel-efficient four-cylinder engine is no slouch, aided by reduced vehicle weight; Lack of luggage space forces passengers to pack carefully; Suspension improvements designed for greater cornering, steering capability; The automatic trans will help sales, but not performance. 
Safety: Front airbags; side-impact airbags; anti-lock brakes; traction control;&nbsp; stability control. 
MPG (city/hwy) 27/34 (MT); Base price (incl. destination) $25,700 
&nbsp; 
By comparison 
Mini Roadster Base price: $27,000 2015 is the final year for the Roadster and Coupe, including hot JCW models. 
Scion FR-S Base price: $25,700 Other than a fixed roof, the FR-S is as fun and affordable as the MX-5. 
Volkswagen Beetle Base price: $26,400 The Beetle's cool drop top has room for four and a 210-hp turbo option.

2016 MX-5 Miata: Mazda's saucy sports car gets it right a million times over

Small hatchback wagons that can be ordered with all-wheel-drive are all the rage these days, and that's what might give the new Fiat 500X a shot at stardom. 
From an engineering perspective, Fiat Chrysler Automobiles (FCA) has developed a two-pronged approach that has the 500X and the Jeep division's recently released 2015 Renegade sharing platforms and drivetrains. However where the littlest Jeep's design is decidedly whimsical in nature, the 500X's lines are far more understated. The Fiat is also a more mature and practical version of the basic two-door Fiat 500 and is far more visually appealing than the micro-bus-looking 500L four-door that's similar in size to the 500X.&nbsp; 
There are more grown-up features to be found inside the 500X as well. The minimalist dash layout of the Fiat 500 gives way to a more elaborate triple gauge pod grouping and adjacent dominating touch-screen display that can be had in the 500X.&nbsp; 
In back it's a tight squeeze for three adult passengers, as you might expect considering the car's dimensions, but total passenger volume is actually a bit more than that of the close-relation Renegade. In nearly every other key measurement, including stowage space, it's a dead heat between the two. 
That sameness also extends to engine choices. The starting point is turbocharged 1.4-liter four-cylinder that can be found in a number of FCA models. It's rated at 160 horsepower and 184 pound-feet of torque. 
Optional is a non-turbo 2.4-liter four-cylinder that produces 180 horsepower and 175 pound-feet. 
So far, so good, but here's the kicker. If you want the turbo engine you must order the price-leader 500X Pop and your sole transmission choice is a six-speed manual. The punchier 2.4 is optional on the Pop, but standard on the Easy, Trekking, Lounge and Trekking Plus models. Yes, those are the models. Really. That engine locks you into a nine-speed automatic transmission, which is just fine with most car shoppers who rarely opt for manual gearboxes these days. 
As well, the 2.4 is mandatory when equipping your 500X with all-wheel-drive. The system has a free wheeling (and fuel-saving) rear-axle-disconnect feature for those times when directing torque to all four wheels isn't necessary. The AWD comes with a Dynamic Selector knob adjacent to the floor shifter that allows the driver to pick from Auto (default setting), Sport and Traction+, depending on road and driving conditions. 
As yet there are no official fuel-economy stats to report, but since the 500X's base weight is about 225 pounds less than the Renegade's, the numbers should be slightly better than the Jeep's 24 mpg city and 31 mpg highway with the turbo 1.4. 
Although the Pop, which starts at $20,000, including destination charges, is the base trim, it comes with most key necessities, including air conditioning, cruise control, remote keyless entry, fold-flat passenger seat and four-speaker audio. 
The Easy trim adds two more speakers to the audio system, fancier interior trim, keyless start and 17-inch alloy wheels (up from 16-inch steelies). 
The Trekking and Trekking Plus are designed to emulate off-road-capable vehicles and come with their own front and side body trim plus unique 17- and 18-inch wheel designs. Unfortunately they don't appear to offer any additional trail-tackling ground clearance. Both the Trekking Plus and Lounge versions have standard climate control, ambient interior lighting and power-adjustable front seats. 
From there you can select a dual-pane power sunroof, 6.5-inch touch-screen with navigation and crash-avoiding forward-collision warning, blind-spot warning and cross-traffic alerts, the latter of which really does put eyes in the back of your head. 
With the wide array of small-sized wagons and hatchbacks to choose from and without the polarizing looks of the Jeep Renegade, Fiat will need to push hard for the 500X to be noticed, even with style and substance on its side. 
&nbsp; 
What you should know: 2016 Fiat 500X 
Type: Four-door, front- /all-wheel-drive sub-compact tall wagon 
Engines (hp): 1.4-liter DOHC I4, turbocharged (160); 2.4-liter DOHC I4 (180) 
Transmissions: Six-speed manual (1.4-liter engine); six-speed automatic (2.4). 
Market position: The rapidly expanding small-wagon class has many new entries, with more models on the horizon. Their practicality and fuel efficiency are starting to make converts out of defecting sedan owners. 
Points; Modern styling stands in contrast to the Jeep Renegade's over-the-top looks; There's no logical reason why the base turbo four-cylinder engine cannot be had with an automatic transmission; Inexpensive all-wheel-drive system is a worthwhile option; Trekking trim levels should do more than simply look off-road tough. 
Safety: Front airbags; side-impact airbags; side-curtain airbags; driver's knee airbag; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) 24/31 (1.4 turbo); Base price (incl. destination) $20,900 
&nbsp; 
By comparison 
Jeep Renegade Base price: $18,900 
Love-it-or-hate-it looks, but the Renegade can be outfitted for off-road use. 
Nissan Juke Base price: $21,100 
Imaginative styling and gutsy turbo engine make this a hot hatch. 
Chevrolet Trax Base price: $21,000 
Less costly relation to the Buick Encore is surprisingly roomy for its size.

2016 Fiat 500X: Is this the Fiat model that finally speaks to North Americans?

Once the automotive community grabs hold of a trend, there's no telling when it will stop. Case in point is the sudden influx of niche-filling junior-sized wagons. Enter the new Mazda CX-3. 
Small boxes that offer all-wheel-drive are being targeted to singles, young couples and empty nesters alike, and for the same reasons. They're relatively inexpensive, a breeze to maneuver in congested urban and extra-urban environs, can navigate poor weather/ roads and can carry more gear than similarly sized small sedans or hatchbacks. And don't forget they can be nattily attired in fancy accouterments plus the latest in crash-mitigating safety technologies. 
Wait a second, you might ask, doesn't Mazda already have the CX-5 small wagon? Certainly, however the CX-3 is more than 10 inches shorter, nearly three inches narrower and has five inches less distance between the front and rear wheels. This puts it in the same class as the Jeep Renegade, Chevrolet Trax, Buick Encore, Fiat 500X and its closest competitor, which is the new Honda HR-V. These vehicles represent the vanguard of a movement that shows no signs of flattening out anytime soon. 
The CX-3 uses an all-new platform that it will share with the second-generation Mazda2 hatchback that's due out in early 2016. With a total weight ranging from 2,800-2,950 pounds, the CX-3 is significantly more svelte than its peers, save for the Honda HR-V. 
Visually, the CX-3 shares commonality with the rest of Mazda's fleet (part of what the automaker calls its KODO styling), especially the elongated hood and abbreviated rear overhang. With a set of available 18-inch wheels bolted on (16-inchers are standard), the CX-3 looks almost menacing. 
The CX-3's cabin purposely exudes a MX-5 (Miata) sports-car feel that's interrupted only by a pop-up-style touch-screen display. On the plus side, the straightforward control-panel layout includes a trio of oversized knobs and a dashboard gauge pod that's flanked by twin info screens. In back there's not an excess of leg or headroom for adult-sized passengers, although the doors are at least wide enough for easy entry and exit. 
As for stowage area, the CX-3 is about as spacious as most of its peers, whether the split-fold back seat is in the upright position, or flattened. Note that the somewhat larger Honda HR-V is the pack leader in interior volume by a healthy margin. 
Moving people and cargo is the job of a 2.0-liter four-cylinder engine that delivers 146-horsepower and 146 pound-feet of torque. It's uncommon for a non-turbocharged powerplant to produce that much twisting force, relative to horsepower, but Mazda's high-piston-compression "SkyActiv" design makes this possible. Fuel consumption is a respectable 29 mpg in the city and 35 on the highway for FWD versions. 
The sole available transmission is a six-speed automatic with optional paddle shifters. The on-demand all-wheel-drive system that's available on all trim levels is linked to the vehicle's anti-lock brakes, stability control and on-board ambient thermometer. It's designed to "predict" front-wheel slippage and divert power to the rear wheels. Due to the space needed for the rear differential, AWD models lose some of their stowage capacity. 
At a base price of $20,000, including destination charges, the base Sport trim comes with most of the usual trimmings plus air conditioning, seven-inch touch-screen, push-button start and rearview camera.&nbsp; 
The mid-grade Touring upgrades to alloy wheels (from steelies) and it adds heated front seats and an audio-system upgrade.&nbsp; 
Along with 18-inch wheels, the top-banana Grand Touring gets a power moonroof, leather and faux suede seat covers, Bose audio package and additional active and passive safety equipment. 
Ultimately the public's acceptance of the CX-3's style, utility and efficiency on a smaller scale will determine its success. But if first impressions count, it's well on its way. 
What you should know: 2016 Mazda CX-3 Type: Four-door, front- /all-wheel-drive sub-compact wagon. Engine (hp): 2.0-liter DOHC I4 (146) Transmission: Six-speed automatic with optional paddle shifters. Market position: The choices in small wagons, including basic and upscale versions are becoming increasingly numerous. Most, including the CX-3, have been around for only a short time and more are likely on the way. Points: Styling is in line with other Mazda products, which is to say quite attractive; Engine output is modest, but it helps that curb weight is held to the 3,000-pound range; Honda HR-V still tops all others in cargo capacity; Luxury and safety extras make for a well turned-out vehicle; AWD a must-have in winter climates. Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. MPG (city/hwy) 29/35 (FWD); Base price (incl. destination) $20,000 (est.) 
By comparison 
Chevrolet Trax Base price: $21,000 Buick-Encore-based unit isn't very long, but its tall shape makes it roomy. 
Honda HR-V Base price: $21,900 Spaciousness plus good fuel economy make this one worth checking out. 
Fiat 500X Base price: $20,000 Cool-looking wagon has turbo and non-turbo engine choices.

2016 Mazda CX-3: So, how will Mazda win your monthly payment when there's so much competition for it?

Toyota calls the Prius v wagon its "big Prius" because the car is built for carrying sizable loads while saving significant coin on fuel. 
The lower-case "v" (for versatility, apparently) is the largest of Toyota's Prius fleet that includes the regular Prius and the subcompact Prius c hatchbacks. Together they form a hybrid juggernaut that, in marketing terms, is a "category killer" in that they crush all other competitors in the compact gasoline-electric segment. 
The Prius v first arrived for the 2012 model year and approximates the regular-size Prius hatch from the rear doors forward. But the v is 5.3 inches longer and two inches wider overall, three inches taller and is also stretched three inches between the front and rear wheels.&nbsp; 
With a squared-off rear end, the v can swallow 60-percent more of what-have-you with the split-folding back seat in place and 70 percent more when its folded flat.&nbsp;Putting it into perspective, that's nearly as much cargo volume as the Subaru Outback wagon and it's the primary reason why the Prius v gets tagged as mid-size, at least from a spatial standpoint. 
Rear-seat passengers can also increase available legroom a few inches by adjusting the optional sliding and reclining function. 
The rest of the interior is standard Prius, with all pertinent gauges centered atop the control panel. That positioning might take some getting used to, but at least the dials and the 6.1-inch touch-screen display are easy to read. 
In support of its carryall mission, there are a myriad of small compartments throughout the v, including dual glove boxes, cargo-area storage spots and even an area beneath the rear seats for stashing umbrellas. 
The 2015 Prius v can be differentiated from 2012-'14 models primarily by a more prominent snout and bumper combo that extend well ahead of the upper grille. It's arguably not the wagon's most attractive feature, but it definitely makes it easier to spot in a crowd. 
Getting away from the crowd is handled by the same hybrid powertrain that's found in the smaller hatchback. It consists of a 98-horsepower 1.8-liter four-cylinder engine and an electric motor that contributes 80-horsepower to the mix. The combined system output is 134 horses. 
The motor is fed from a 650-volt nickel-metal-hydride battery located beneath the rear seat and torque is directed to the front wheels via a continuously variable transmission (CVT). 
On initial startup, only the electric motor is at the ready, but the gas engine kicks in once the car begins to accelerate. The EV setting, which is one of four available driving modes, allows the Prius v to run for up to a mile using only the electric motor, as long as the battery pack is fully charged and the road is flat.&nbsp; 
Selecting the POWER setting provides extra mid-range oomph for passing or when heading uphill. In the NORMAL position, the Prius v is rated at 44 mpg in the city and 40 on the highway. That's less efficient than the hatchback's 51/48 numbers, however the v weighs about 270 pounds more (which means its slower) and isn't as aerodynamic as a regular Prius.&nbsp; 
At a $27,600 base price with destination charges, the base Prius v Two comes with climate control, fold-flat passenger seat and a backup camera along with the usual power accessories. Along with the sliding/reclining back seat, the v Three adds a navigation system, while the v Four and Five include heated front seats with power-adjustable driver's seat (the Five alone gets fog lights and 17-inch wheels, while other trims run with 16-inchers). 
An optional Technology Package gets you a fixed panoramic moonroof, premium JBL audio package plus lane-departure warning and active cruise control that maintains a safe distance from the vehicle in front. 
Ultimately, selecting the Prius v over the regular depends on whether you value cargo space over fuel economy. Given that both wagon and hatchback are plenty frugal, we know which Prius would get our vote. 
&nbsp; 
What you should know: 2015 Toyota Prius v 
Type: Four-door, front-wheel-drive mid-size wagon 
Engines (hp): 1.8-liter DOHC I4 with electric motor (134, combined)&nbsp; 
Transmission: Continuously variable (CVT) 
Market position: Toyota wasn't the first automaker to introduce hybrid technology to the masses, but it has been far and away the most successful with the Prius brand leading the way.&nbsp; 
Points: Wagon format combines practicality with fuel-efficiency; Hybrid performance is on the pokey side, but that's not why people get it; CVT is outdated compared with newer units that are better at mimicking conventional automatic transmissions; Cargo-carrying capacity is impressive; All-new Prius models are expected to roll out for 2017 model year. 
Safety&nbsp;Front airbags; side-impact airbags; side-curtain airbags; driver's knee airbag; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; 
&nbsp; 
By comparison 
Ford C-Max 
Base price: $25,000 
Slightly smaller, but less costly and gutsier than Prius v. Plug-in available. 
Nissan Leaf 
Base price: $29,900 
All-electric hatchback has plenty of pep and space for people and cargo. 
Buick Encore 
Base price: $25,000 
Thrifty turbo engine plus luxury features make this small wagon appealing.

2015 Toyota Prius v: Toyota builds a hybrid for the long haul

Of minivans aren't your thing and sedans lack sufficient cargo space, the Dodge Journey might be your way to travel. This mid-sized wagon has the interior space that many families require, but at a price that won't blow up their budgets. The Journey has been around since the 2009 model year, but it underwent a significant leap forward two years later with an updated interior and a new V6 engine option. 
The exterior also received a modest refresh (new hood grille, bumper and lights), but the stylists at Dodge still managed to make the already attractive Journey a bit more appealing. All this was accomplished without increasing the vehicle's list price to any great degree.&nbsp; 
As with other car-based tall wagons (a.k.a. crossovers), the Journey is built on a sedan platform. In this case the previous Chrysler 200 (neé Sebring) and retired Dodge Avenger supplied the basic structure, but with an additional four inches added between the front and rear wheels. 
The stretch means more rear-seat legroom and creates a cavernous stowage area, especially with the reclining second-row and optional third-row seats folded completely flat (unlike similar vehicles where the rear seat backs stick up a bit when folded). Ordering the optional fold-flat front passenger seat (with stowage space under the flip-up cushion) allows you to load extra-long items such as lumber and skis. 
Beneath the floor just behind the front seats are two small removable bins that are useful for storing such personal items as electronics or spare shoes. 
The rest of the cabin comes across as a place of high style, in particular the soft-touch (non-plasticky) dashboard with prominent touch-display controls, vehicle info screen between the round gauge pods and glove-friendly switches and dials. 
Starting your Journey involves engaging one of two available powerplants. Base models come with a 2.4-liter four-cylinder engine that produces 173 horsepower and 166 pound-feet of torque. That's not a lot for the 3,800-pound Journey, especially when overtaking slower traffic and when transporting a heavy load of passengers and/or gear. For those duties, the optional 3.6-liter V6 is a much better choice. It makes 283 horsepower and 260 pound-feet of torque. As well, the 2.4's fuel rating of 19 mpg in the city and 26 on the highway fuel rating is only a touch better than the V6's 17/25 numbers.&nbsp; 
A four-speed automatic transmission (they still make those?) handles the gear-shifting chores for the four-cylinder, while a six-speed automatic mates exclusively to the V6. 
You'll definitely need to order the V6 when selecting the extra-cost all-wheel-drive. This on-demand system transfers torque to the rear wheels only when the fronts begin to slip, or when cornering at speeds above 25 mph. At speeds above 53 mph on straight, dry surfaces, the AWD remains essentially dormant in the interests of fuel economy. 
Purchasing a Journey involves an outlay of meagre $21,300 (including destination charges) for the base AVP model. Understandably that won't get you everything your heart desires, but it does include dual-zone air conditioning, keyless pushbutton start and the usual power-controlled accessories. 
The AVP is one of the Journey's six trim levels, which obviously allows for a great deal of content and budgetary choices. New for 2015, the mid-range Crossroad mimics much of the sporty R/T model's content with its blacked-out grille (but with unique platinum chrome front and side trim) and leather seat covers. However since the R/T's standard V6 is optional on the Crossroad and the sport suspension isn't offered, you get only the look of performance and not the substance, or the extra cost. 
Along with the third-row seat, available extras include a power sunroof, backup camera, rear-seat video screen and navigation and premium sound systems. 
Admittedly, Dodge's wagon is becoming a bit long in the tooth and a second-generation model can't be too far off. But as an attractive, serviceable and affordable vehicle, the Journey makes an ideal travel companion. 
&nbsp; 
What you should know: 2015 Dodge Journey 
Type: Four-door, front- /all-wheel-drive mid-size wagon 
Engines (hp): 2.4-liter DOHC I4 (173); 3.6-liter DOHC V6 (283) 
Transmissions:&nbsp;Four-speed automatic; six-speed automatic (std. with the V6) 
Market position: Although a bit larger in overall size, the Journey slots in with the Honda CR-V, Nissan Rogue, Toyota RAV4 and Chevrolet Equinox on price point. With six trims and an optional V6, the Journey cuts a wide swath. 
Points: A clear alternative to buying a minivan; Base four-cylinder engine lags in performance and fuel economy; V6 performance is far more impressive and should be the only choice; Upgraded interior now one of the best in class; As with most smaller wagons that offer three rows of seats, the back is a tight squeeze; For 20 grand you really can't do much better. 
Safety: Front airbags; side-impact airbags; side-curtain airbags; driver's knee airbag; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) 19/26 (2.4, FWD); Base price (incl. destination) $21,300 
&nbsp; 
By comparison 
Nissan Rogue 
Base price: $23,900 
Larger second-generation model now offers optional third-row seating. 
Hyundai Santa Fe 
Base price: $25,800 
Choose from five-passenger Sport or extended seven-passenger version. 
Chevrolet Equinox 
Base price: $23,000 
Five-passenger-only model mirrors Journey in I4 and V6 engine options.

2015 Dodge Journey review

2015 Dodge Journey: As a much cooler alternative to a minivan, what's even cooler is that it costs less

Small cars have been an integral part of Chevrolet's product mix dating back more than 50 years, although a few have been memorable for the wrong reasons (the Corvair, Vega and Chevette come to mind).&nbsp; 
With the 2015 Cruze however, Chevrolet nailed it right from the beginning. 
Now in its fifth model year, the Cruze demonstrates that a car with plenty of inherent goodness - including an affordable price - can keep with the front-running Toyota Corolla, Honda Civic, Ford Focus, et al. Its winning ways include crisp-yet-conservative styling, comfortable interior and no-slouch power teams.&nbsp; 
Chevrolet reports that three-million-plus Cruzes have been sold worldwide, including nifty wagon and hatchback versions available only in overseas markets. For 2015, Chevrolet has instituted some subtle tweaks to shore up the Cruze before an all-new model arrives a couple of years from now. There's a revised grille, enlarged lower air intakes and LED running lights designed to more closely align the Cruze with its larger Malibu and Impala relations. It could be considered change for change's sake, but at least the Cruze's understated attractiveness remains.&nbsp; 
The same goes for the interior that remains unaltered except for larger cup holders, a new floor-console-located trunk release and door-lock switches moved to the door panels from the console. Chevrolet has also added an extra-cost built-in Wi-Fi hotspot to its OnStar emergency and concierge service. This allows Web access, should the owner choose a monthly subscription. 
The starting point under the hood is a 1.8-liter four-cylinder that produces 138 horsepower and 125 pound-feet of torque. Optional is a turbocharged 1.4-liter four-cylinder that makes the same 138 horsepower, but the torque rating climbs to 148-pound-feet. A recently available (2014-model-year) option is a 2.0-liter four-cylinder turbo-diesel that makes 151 horsepower and, most importantly, 264 pound-feet of torque. Its overboost function increases torque to 280 for up to 10 seconds under hard acceleration. 
A smooth-shifting six-speed manual transmission is standard with the non-turbo 1.8 and turbo 1.4, while a six-speed automatic is optional. The turbo-diesel only comes with the automatic. 
Along with impressive low-speed thrust, the turbo-diesel is rated at 27 mpg in the city and 46 highway. That compares to the next-best turbo 1.4's 26/39 rating (28/42 with the manual gearbox). These numbers belong to the available Cruze Eco that's lighter than base models, is lower to the ground and has grille shutters to keep unecessary air from piling up in the engine compartment. 
Other than the higher cost of &nbsp;fuel, the diesel model is about 300 pounds heavier than the others. The engine also makes obvious clattering noises that can be detected from outside the car, but are significantly muted within the well-insulated cabin. 
At $17,000 starting price, including destination charges, the Cruze L and LS arrive with primarily the basics, including air conditioning. The 1LT adds cruise control, 16-inch alloy wheels and some up-level interior/exterior trim, while the 2LT gets you the 1.4 turbo engine and automatic transmission plus four-wheel disc brakes, up-level suspension, 17-inch wheels and leather seat covers (heated in front). The Diesel trim follows the content of the 2LT. 
The top-level LTZ Automatic comes with all the 2LT gear plus climate control, keyless pushbutton start, backup camera and 18-inch wheels. 
Extra-cost content includes a navigation system and electronic anti-collision aids/intervention to help avoid contact with other vehicle.&nbsp; 
Ultimately, the Cruze might never score big in the flash-and-dash department, but its proven road manners and amenities continue to impress legions of compact-sedan buyers on a global scale. 
What you should know: 2015 Chevrolet Cruze 
Type: Four-door, front-wheel-drive compact sedan 
Engines (hp): 1.8-liter DOHC I4 (138); 1.4-liter DOHC I4, turbocharged (138), &nbsp;2.0-liter DOHC I4 turbo-diesel (151). 
Transmissions: Six-speed manual; six-speed automatic (std. with turbo-diesel) 
Market position: Compact sedans might not be the dominating models they once were, but there'll always be a demand for affordable, fuel-efficient five-passenger transportation with a traditional trunks and not hatchbacks or liftgates. 
Points: Mild refresh changes very little, inside or out; Base four-cylinder engine lags behind competition in fuel economy, but turbo gas engine and turbo-diesel engines have both power and fuel efficiency; Manual transmission is surprisingly good; For something smaller, Chevy Sonic sedan and hatch come with same gas engines, but are less expensive. 
Safety: Front airbags; front/rear side-impact airbags; side-curtain airbags; front knee airbags; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) 25/36 (1.8, MT); Base price (incl. destination) $17,000 
By comparison 
Honda Civic 
Base price: $19,300 
Sedan and coupe models come nicely equipped; Si versions are plenty sporty. 
Volkswagen Jetta 
Base price: $18,150 
Low-priced base model is also low on power. TDI is the fuel-economy champ. 
Dodge Dart 
Base price: $17,500 
Compact sedan has a large cabin. Turbo gas engine is the hot setup.

chevy cruze review

2015 Chevrolet Cruze: With more than three million sold, this sedan just Cruzes on for 2015

Road tests in warm sunny climes are generally preferred for winter-weary auto writers. However to experience the full measure of the 2016 Sorento, Kia selected a cold, crisp venue in Canada with plenty of snow- and ice-covered back roads to play on. Uh, thanks, Kia? 
Staging frigid-venue press events is commonplace for many automakers, particularly when showcasing their vehicles' all-wheel-drive capabilities. The Canadian province of Quebec, which specializes in bone-chilling winters, is becoming a popular playground for these activities.&nbsp; 
Fortunately, the 2016 Sorento test vehicles were suitably attired with Continental's latest snow "shoes" that helped give the vehicle added purchase over some of the region's less hospitable thoroughfares.&nbsp; 
The winter skins, plus the Sorento's optional all-wheel-drive, literally kept things moving during two days of mixed-road driving that included partially slippery four-lane "Autoroutes" and two-lane mountainous roads that were generally well-groomed, although still snow-covered. 
Prior to setting out, a walk-around of the latest Sorento showed a strong similarity to the previous iteration. Most noticeable is a larger honeycomb grille and lower air intake, revised headlights and fog lights &nbsp;and an enlarged roof spoiler, and new taillamps. Less obvious is the distance between the front and rear wheels that has grown by more than three inches. Width is about the same as before. The increase amounts to a bit more cargo space, whether the second- and optional third-row seats are folded (almost) flat or are left in their upright positions. Second-row legroom has also increased, as has access to the optional third row. 
The dashboard now appears less cluttered with easier-to-use/find (larger) knobs and dials and bigger fresh-air vents. Kia pretty much left the oversized gauges alone, which is find since they're plenty easy to read. 
The Sorento uses a modified platform that's more rigid by 14 percent and is built using more laser welds in key spots. There's also greater use of industrial-strength adhesives, which provides added stiffness. Added sound insulation means a cabin that is almost devoid of outside road and wind noise. 
For 2016, the Sorento's base powertrain consists of a 2.4-liter four-cylinder that makes 185 horsepower and 178 pound-feet of torque. That's a bit less than the previous 2.4's 191/181 numbers, but fuel economy improves to 21 mpg in the city and 29 on the highway for front-wheel-drive versions (previously 20/27). 
A newly available turbocharged 2.0-liter four-cylinder increases performance to the tune of 240 horsepower and 260 pound-feet of torque, while returning unchanged is a 3.3-liter V6 that puts out a healthy 290 horsepower and 252 pound-feet of torque. Note that the V6 is mandatory if you want to outfit your Sorento with the third-row seat. 
Regardless of engine choice, the gears will be shifted for you via a six-speed automatic transmission. 
The front-wheel-drive Sorento L that's priced at $25,800 (including destination charges) is strictly the front-wheel-drive price leader, while the LX, EX, SX and max-loaded SX Limited can be had with all-wheel-drive that splits the torque 95:5 (front:rear) when roads are flat and dry. When tire slip is detected - or during hard acceleration - front-to-rear torque split is 50:50. Additionally, depressing a "Lock" button on the control panel holds the split at 50:50 at low speeds for maximum traction. 
The base 2.4 Sorento wasn't available for testing, but the turbo four-cylinder and the V6 (both with AWD) certainly gave a good accounting of themselves, although the turbo's raucous engine doesn't feel nearly as refined as the V6. 
With numerous updates and luxury/safety amenities, the 2016 Sorento&nbsp;isn't afraid to play with the more established segment leaders including the Ford Edge, Nissan Murano and Toyota Highlander.&nbsp; 
In short, the Sorento competently coddles its passengers while keeping its composure over a variety of road and climactic conditions. 
What you should know: 2016 Kia Sorento 
Type: Four-door, front-/all-wheel-drive, five- /seven-passenger wagon 
Engines (hp): 2.4-liter DOHC I4 (185); 2.0-liter DOHC I4, turbocharged (240);&nbsp;3.6-liter DOHC V6 (290) 
Transmissions: Six-speed automatic 
Market position: It has come a long way from its humble 2004-model-year beginnings. With regular upgrades in space, and new comfort and performance, it now ranks among the top wagons in the mid-priced, mid-sized class. 
Points: 2016 redesign is modest, but adds considerable refinement in ride and content; Three engine choices is more than most competitors offer, but how about a hybrid option?; Suspension improvements alone add to vehicle's competitiveness; Basic platform is shared with Hyundai Santa Fe, but each takes its own styling direction. 
Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) 21/29 (2.4); Base price (incl. destination) $25,800 
By comparison 
Dodge Journey 
Base price: $21,300 
Modestly priced wagon offers a wide range of trim and powertrain options. 
Nissan Pathfinder 
Base price: $30,400 
Easy on gas plus excellent road manners makes this a fun-to-drive rig. 
Mitsubishi Outlander 
Base price: $24,000 
Lacks competitors' power, but is nicely turned-out inside. Opt V6 and AWD.

kia sorento review

2016 Kia Sorento: Is winter testing us, or are we testing winter?

There's really no rational explanation as to why the dare-to-be-different Jeep Wrangler continues to exist at all.&nbsp; 
Yet the Jeep brand's popularity in general, and the Wrangler's in particular, is a major reason why parent Chrysler (now Fiat Chrysler Automobiles, or FCA) has seen record growth for the past five years.&nbsp; 
The throwback Wrangler still doesn't look all that different from the Jeep that made its bones on the World War II battlefields more than 70 years ago. Subsequent versions were never sent to automotive finishing school to be made over, sanitized, civilized and modernized. Over the decades, while other more socially acceptable Jeeps have been fitted with comfy content, it seems that all that the Wrangler has ever received are a few styling and mechanical updates from time to time. 
Still, the Wrangler - neé CJ for Civilian Jeep - remains an icon for the ages and its hardcore following continues to expand. In 2014, Wrangler sales of nearly 200,000 units in North America represented an impressive 21-percent year-over-year increase. Even in the best of times, few automobiles can claim that kind of growth. 
Of course not all owners go canyon crawling in their Wranglers (the Jeep, not the jeans, that is), but the fanaticism displayed by the ones who do spills over to those who are simply content in the knowledge that their Jeep possesses that capability. Simply put, the Wrangler sets the example for the Jeep line and it's the undisputed standard for off-road ruggedness for all makes. 
What has really helped popularity is the extended-length four-door Unlimited model. With more than 20 extra inches in length, all of it between the front and rear wheels, it's easily the Wrangler's best-ever product enhancement (it arrived for 2007). It has allowed the Wrangler to proliferate and become family true transportation and not just a second-vehicle off-road toy. 
Another significant upgrade was the 2012 introduction of a more modern powerplant. The 3.6-liter V6 puts out 285 horsepower and 260 pound-feet of torque. It's the same engine used in the Jeep Grand Cherokee and many other products, even the Dodge Grand Caravan minivan. 
The 3.6 can be fitted with a six-speed manual transmission or optional five-speed automatic. The latter gives the Wrangler an mpg rating of 17 in the city and 21 on the highway (16/21 for Unlimited models). 
Both the two- and four-door Wranglers can be ordered with a new premium soft top that is easier to clean while its three layers add a degree of noise insulation. Also, the back seat of the four-door Unlimited model as well as the soft top both folds more easily using just one hand.&nbsp; 
For greater convenience, the optional hardtop and doors on both two- and four-door Wranglers can more easily be removed with a new standard "Torx" tool kit.&nbsp; For 2015, the Wrangler lineup consists of base Sport, Willys Wheeler, Sahara, Freedom Edition, Rubicon and X trim levels. The first two come with part-time four-wheel-drive with an available limited-slip rear differential.&nbsp; 
The tougher-customer Wrangler Rubicon uses the Off-Road Rock-Trac unit with its extra-low-range gearing, front- and rear-locking differentials for greater agility and 32-inch off-road rubber.&nbsp; 
You would think that that would be enough, but for extreme rock crawling, mountain climbing and mud and creek crossing, there's the two- and four-door Rubicon X. Both come with special BF Goodrich off-road tires and Trak-Lok anti-spin rear differentials with available electronic rear lockup. When equipped with the manual transmission, the Rubicon X has a crawl ratio of, incredibly, 73:1. If traction permitted, the "X" could crawl straight up. The vehicle also includes a "power dome" hood, tougher rock rails and matching black front and rear off-road bumpers, black fender arches and black 17-inch wheels. 
Wrangler pricing begins at $23,800, or $27,600 for the Unlimited, including delivery charges. That's not an unreasonable price to pay for a vehicle that's practically unstoppable in just about any weather situation and will take you wherever you want to go when there are no more tracks or trails to be found. 
&nbsp; 
What you should know: 2015 Jeep Wrangler 
Type: Two-/ four-door, sport-utility vehicle 
Engines (hp): 3.6-liter DOHC V6 (285) 
Transmissions: Six-speed manual; five-speed automatic (opt.) 
Market position: Iconic doesn't begin to describe the Jeep Wrangler. It is, in essence, the very definition of the term "sport utility vehicle." Its popularity also continues to expand despite a minimalist approach to creature comforts. 
Points: Loved for its go-anywhere ruggedness; Adding the extended four-door Unlimited model to the lineup for 2007 was a major game-changer, as was upgraded powertrain and interior for 2012; Rock-Trac 4x4 option makes this Jeep an almost invincible off-road warrior; Evolutionary refinement will continue, but wholesale changes, never. 
Safety: Front airbags; anti-lock brakes; traction control; stability control; hill-start assist. 
MPG (city/hwy) 17/21 (AT); Base price (incl. destination) $23,800 
&nbsp; 
By comparison 
Toyota 4Runner 
Base price: $34,100 
Truck-based sport ute hangs on following FJ Cruiser's departure. 
Subaru XV Crosstrek 
Base price: $22,450 
Hatch-based Impreza model more than looks tough with standard AWD. 
Nissan Xterra 4x4 
Base price: $26,600 
Sturdy off-roader will keep you moving in most on- and off-road conditions.

jeep wrangler

2015 Jeep Wrangler: If you consider this to be the standard for 'sport utility' then all the so-called competitors must be at least partially kidding, right?

You'll often find one in many families; the non-conformist rebel that follows his or her own path in life. These are the rule-bending/breaking types that are far removed from the mainstream. 
In automotive terms that pretty much describes the Nissan Juke. 
Anyone who believes that all-weather vehicles must be big and bold to pass muster really need to adjust their thinking. The Juke displays some rough and rugged off-roader looks, but has been shrink-wrapped into an efficient and practical size. 
Clearly the Juke's design shares absolutely nothing with any other Nissan vehicle. The front end sports a pair of audaciously shaped fenders that dominate the overall design. The headlights are countersunk into the nose between the bumper and the grille, while the integrated turn-signal pods are positioned high up on either side of the hood. 
For the 2015 model year, the Juke receives a minor front and rear facelift, although it's difficult to spot the changes. The headlights are now of the projector beam sort and the boomerang-shaped tail lamps now use bright and fast-acting LEDs. 
Unchanged are the rear doors that are so well concealed that you'll have to strain your eyes to spot the secret latches that are integrated into roof pillar. In back, the unusually shaped liftgate also carries over. 
A peek into the Juke's five-passenger cabin confirms more freeform sculpting, especially the brightly painted center console that's designed to resemble a motorcycle fuel tank. Elsewhere, the dual primary gauges are oversized, the front seats are well bolstered and the split-folding back seat can be flattened to maximize cargo room, which is a good thing since there's limited stowage space behind the rear seat back. 
The Juke is actually 20-inches shorter overall than the next largest Nissan Rogue, however a relatively generous width provides sufficient shoulder room for adult riders. 
The music for the Juke S, SV, SL and NISMO emanates from a turbocharged 1.6-liter four-cylinder that makes 188 horsepower and 177 pound-feet of torque. That's the same as for previous years, but the engine now produces lower emissions and slightly improved fuel efficiency (28 mpg in the city and 32 on the highway for front-drive Jukes, up from 27/32). 
A continuously variable transmission (CVT) is standard with most models, although a six-speed manual is basic to the Juke NISMO and NISMO RS (the CVT is optional for both). 
The turbo 1.6 in the NISMO RS with the manual gearbox increases output to 215 horsepower and 210 pound-feet of torque, but 211 horses and 184 pound-feet of torque when the CVT is specified. 
The all-wheel-drive system that's available across the line splits the torque up to 50 percent between the front and rear wheels and can also direct up to half the available rear-axle torque to the outside wheel in a turn for greater cornering stability. 
With a starting price of $21,100 including destination charges, the base Juke S now comes with the addition of push-button start, rearview camera and a five-inch control display screen. That's in addition to multi-adjustable manual front seat adjustment, six-speaker audio system with redundant steering-wheel controls, Bluetooth networking and generously sized 17-inch wheels. Front-drive Jukes have special storage areas beneath the rear seat that would otherwise be consumed by the extra AWD hardware. 
A wide assortment of extra-cost features - many of which are installed on up-level trims - &nbsp;include a power moonroof, keyless entry and start, leather-covered seats, navigation system and premium sound package.&nbsp; 
Nissan also sells an Integrated Control option (I-CON) that operates the automatic climate control and adjusts the CVT and electronic steering and throttle response to Normal, Sport (performance) or Eco (maximum fuel efficiency) settings. 
The quirky Juke won't make the cut on every buyer's short list, but for daring types who resist following the herd, your ride awaits. 
&nbsp; 
What you should know: 2015 Nissan Juke 
Type: Four-door front- /all-wheel-drive sub-compact tall wagon 
Engine (hp): 1.6-liter DOHC I4, turbocharged (188/215) 
Transmissions: Six-speed manual (NISMO only); continuously variable (CVT) 
Market position: The Juke is one of a rapidly expanding class of compact and sub-compact tall wagons that come with small, but powerful and fuel-efficient engines along with available four-wheel-drive setups. 
Points: Imaginative and wholly original styling; Small-displacement turbo four-cylinder is ideal for this class; Those wanting greater box-like space utilization might be disappointed; Sporty NISMO models add a measure of performance; Juke's popularity doesn't appear affected by added competition; A car with this much chutzpa is a treat. 
Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) 28/32 (FWD); Base price (incl. destination) $21,100 
&nbsp; 
By comparison 
Jeep Renegade Base price: $19,000 New small Jeep matches the Juke in head-turning looks. Should sell well. 
Chevrolet Trax Base price: $21,000 Less costly relation to the Buick Encore is surprisingly roomy for its size. 
Subaru XV Crosstrek Base price: $22,450 Hiked-up Impreza hatchback offshoot has standard all-wheel-drive.

nissan juke

2015 Nissan Juke: Are you really daring to be different with the Juke, or does it just happen to be a vehicle that actually suits you?

"The ILX was always a great idea," said Mike Accavitti, senior vice president and general manager for Honda's premium brand.&nbsp;"However we wanted a significant increase in premium feel." 
The "feel" that Accavitti was referring to is horsepower-related, pure and simple. 
It's not that the original ILX that arrived in mid-2012 as a 2013 model was inherently bad, but even Accavitti and other Acura team members said at a recent press event the car's performance disappointed many prospective buyers. As it turns out, the ILX's ties to the Honda Civic sedan economy car were just a bit too tight. 
The 2016 ILX corrects that problem in a significant way. Banished is the 2015 car's range of powerplants, beginning with the 150-horsepower 2.0-liter four-cylinder and optional 201-horsepower 2.4-liter four-cylinder (the hybrid model was dropped after 2014). 
The 2.4 that was plucked straight from the Civic Si could have been a contender had it not been for its exclusive pairing with a six-speed manual gearbox. It works well for the sporty Si, but near-luxury-compact-sedan buyers would rather not shift their own cogs, as evidenced by the five percent "take" rate for that particular drivetrain. 
As a replacement, Acura tapped the 2.4-liter four-cylinder from the new-for-2015 mid-size TLX. It makes the same 201 horsepower as the Civic Si-based 2.4, but generates 180 pound-feet of torque, up from 170.&nbsp; 
The new 2.4 incorporates an array of improvements, not the least of which is the adoption of direct fuel injection, whereby fuel is sprayed into the combustion chambers under very high pressure, instead of injected through the intake manifold. Along with more power and improved acceleration, the result is a cleaner burning engine with lower emissions and a fuel-consumption rate that actually betters the outgoing base 2.0 (25 mpg in the city and 36 highway versus 24/35). 
Standard is the eight-speed automated manual transmission, with paddle-shifters, that comes from the TLX. 
On the down side, the ILX still doesn't offer an all-wheel-drive option that can be had with virtually all of its segment peers. 
Outside of the mechanical and minor front-end changes, Acura reinforced the ILX's structure, upgraded the front suspension and steering and made the cabin a quieter place. 
Part of the process involved using wheels with built-in acoustic resonators that help cut road noise. 
Acura also tweaked the dashboard by adding a display screen for the standard Multi-View camera plus an optional seven-inch touch-screen for the ventilation, audio and voice communications systems. A bit busy to be sure, but straightforward and readily mastered. 
Driving the 2015 and 2016 ILX back to back, the differences are obvious. The punchier engine is a character-changing step in the right direction that thrusts the ILX several levels beyond its Civic roots. As well, the revised suspension pieces give the car more purchase in the turns without adding undue harshness when the pavement gets rough. Finally, a noticeably sound-deadened interior helps create that premium-feel sense that Acura was shooting for. 
Along with the Multi-View camera, the $28,900 (including destination charges) base ILX is equipped with a power moonroof, eight-way power driver's seat and pushbutton start.&nbsp; 
Extras include navigation and premium sound systems, a leather-interior upgrade and 18-inch wheels (17-inchers are standard). There's also a full range of collision-avoiding tech available that warns you of other vehicles in front, beside or crossing behind you. There's also lane-departure warning and lane correction, where the ILX will automatically keep you between the lines. 
Ultimately, the ILX now does a better job representing the entry point in Acura's lineup. Although it remains a compromise of sorts, the sedan's substantial enhancements make it a credit to the brand. 
&nbsp; 
What you should know: 2015 Acura ILX 
Type: Four-door, front-wheel-drive compact sedan 
Engine (hp): 2.4-liter DOHC I4 (201) 
Transmissions: Eight-speed automated manual (with torque converter) 
Market position: The ILX is slotted in the near-luxury class alongside similar cars from BMW, Cadillac, Mercedes-Benz and Audi. Automakers refer to these as "gateway" models that help maintain customer loyalty at trade-in time. 
Points: Modest, almost imperceptible styling updates; TLX-based four-cylinder engine and transmission does wonders for the car's attitude; Dash refresh still lags behind the competition; Suspension improvements and a quieter cabin add to driving enjoyment; Completely new ILX is likely at least two to three years away. Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) 25/36; Base price (incl. destination) $28,900 
&nbsp; 
By comparison 
Audi A3 
Base price: $31,000 
Entry model switches from hatchback to sedan for 2015. AWD available. 
Cadillac ATS 
Base price: $34,000 
Compact Caddy offers a choice of four-cylinder and V6 power. 
Mercedes-Benz CLA 
Base price: $32,400 
Sleek compact sedan comes in 208 and 355-horsepower strengths.

2016 Acura ILX

2016 Acura ILX: A bit less Civic and a lot more civil

Pickup trucks are versatile vehicles for work and play, but not everyone requires a full-size-rig for their hauling, towing and passenger needs. It's that modest middle ground where the 2015 GMC Canyon can work its magic. 
When it comes to trucks and sport-utility vehicles, General Motors tends to do things in pairs. Both the Chevrolet and GMC divisions share many similar, but somewhat distinctly styled vehicles that wear different nameplates and that includes the new Canyon and its Chevy sidekick, the Colorado.&nbsp; 
Both return in slightly larger and more powerful forms than before, but are still smaller and therefore less capable than their full-size GMC Sierra and Chevy Silverado counterparts. Still, the Canyon is only about 5.5 inches narrower than the Sierra with a distance between the front and rear wheels that's about 14.5 inches less. That means the Canyon is also shorter and therefore a bit easier to park and it will also leave more room in the garage. It also burns less fuel, weighs about 500-700 pounds less and wears a more modest sticker price. 
The Canyon lineup includes a four-door extended-cab version that comes with a 62-inch box, and a four-door crew cab (bigger doors than the extended cab) with a 50-inch, or optional 62-inch bed. Truckers who are seeking a regular-cab truck (and apparently there's not that many of you out there) are plain out of luck. 
GMC and Chevrolet share a number of details when it comes to the general box and cab shapes, of course, but the square jaw and broad stance of the Canyon beats out the Colorado in terms of tough-stuff appeal. 
Canyon comes with a 2.5-liter four-cylinder engine that makes 200 horsepower and 191 pound-feet of torque. Optionally, a 3.6-liter V6 is rated at 305-horsepower and 269 pound-feet of torque. Note that for the upcoming 2016 model year, you'll be able to order a 2.8-liter four-cylinder turbo-diesel. 
A six-speed manual transmission is standard with the 2.5, while a six-speed automatic is available, but standard with the V6. You can put any engine in any body style. 
Interestingly, the rear-wheel-drive V6 comes very close to matching the rear-drive four-cylinder in the fuel-economy department: 18 city and 26 highway versus 20/27 for the 2.5. However the V6 is the one to get for hauling. The payload capacity is 1,600 pounds and towing is 7,000 pounds, which is double the 2.5's capacity.&nbsp; 
Canyons can be had in base SL, SLE and SLT trim levels.&nbsp; 
The optional four-wheel-drive Autotrac allows drivers to control torque to all four wheels or to put the system in charge to automatically engage when needed. 
Selecting a 4x4 Canyon also allows you to add GMC's All-Terrain Package that includes an off-road suspension, locking rear differential and all-terrain rubber. Hill control prevents the truck from rolling backward when stopped on an incline and keeps a tight rein on speed when heading down a steep hill.&nbsp; 
In addition (and in keeping with the currently popular "Black Ops" theme in the truck world), you can spec your Canyon crew cab with a "Nightfall Edition" package that has "Onyx Black" paint, blacked-out grille and body trim plus unique alloy wheels with black-painted inserts. 
Regardless of trim level, all Canyons arrive outfitted with air conditioning, rear-vision camera, power driver's seat with manual recline, rear bumper with corner steps, locking tailgate and two-tier loading that lets you set up two separate cargo areas. 
There are, of course, a plethora of options and packages, such as leather seats (heated in front), eight-inch touch-screen/navigation and a factory-installed spray-on bed liner. Really, the list is endless.&nbsp; 
For added safety, forward collision alert and lane-departure warning can be added (a rear-vision camera is standard).&nbsp; 
Canyon pricing starts at $21,900, including destination charges, for the base SL extended cab. That's about $10,000 cheaper than a much larger base GMC Sierra extended double-cab. But if your pickup needs are as modest as your budget, taking the Canyon route is a fiscally gentler way to travel. 
&nbsp; 
What you should know: 2015 GMC Canyon 
Type: Two- /four-door, rear- /four-wheel-drive mid-size pickup. 
Engines (hp): 2.5-liter DOHC I4 (200); 3.6-liter DOHC V6 (305) 
Transmissions: Six-speed manual; six-speed automatic (opt. in 2.5, std. with 3.6) 
Market position: Mid-size pickups are rare with General Motors being the sole domestic-based maker. Depending on the Canyon's (and Chevrolet Colorado's) success, other brands could eventually introduce similar trucks. 
Points: New pickup is a major hit in the styling department; Base four-cylinder engine produces impressive power; optional V6 isn't too far off the four-cylinder's fuel-economy stats; A sporty turbo model would make a nice touch; GM's success with its new mid-size trucks could spark a revival in this class, with new entries from Ford and Ram (Fiat Chrysler). 
Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) 20/27 (2.5, 4x2, AT); Base price (incl. destination) &nbsp;$21,900 
&nbsp; 
By comparison 
Toyota Tacoma 
Base price: $22,000 (est.) 
Upcoming 2016 version should be stiff competition for GM's mid-sizers. 
Nissan Frontier 
Base price: $18,900 
This 10-year-old war horse looks good, but is overdue for replacement. 
Chevrolet Colorado 
Base price: $21,500 
Don't like the Canyon's looks? Check out this nearly identical Chevy.

2015 gmc canyon

2015 GMC Canyon: GMC's tough-looking intermediate pickup punches way above its weight class

When it comes to towing seriously weighty objects and transporting a sports team's worth of passengers and cargo, the 2015 Ford Expedition is one of the most capable rigs around.&nbsp; 
Ford and General Motors recently updated their full-size sport utility vehicles with additional punch and dress-up amenities. But where GM's variants stuck with V8 power sources, Ford has taken a completely different approach with the Expedition. 
Between its flanks resides a twin-turbocharged 3.5-liter V6 that makes 365 horsepower and 420 pound-feet of torque, connected to a six-speed automatic transmission. 
With that output level the "Ex" looks pretty solid against GM's Chevrolet Tahoe/Suburban and GMC Yukon that use a 5.3-liter V8 rated at 355 horsepower and 383 pound-feet. 
Dropping the previous 5.4-liter V8 that made 310 horsepower and 365 pound-feet of torque might seem like a gutsy move. After all, purchasers of these big rigs have come to expect eight-cylinder muscle under the hood, regardless of how good the output numbers appear. But what's good for the F-150 pickup is likewise good for giant-sized wagons. 
As a bonus, the Expedition's new V6 returns 16 mpg in the city and 22 on the highway, which represents an increase of two mpg for both cycles. 
Unchanged from 2014 is the maximum 9,200-pound towing capacity, which is cut to 9,000 pounds when the optional four-wheel-drive system is selected. 
Ford didn't alter the Expedition's look to any great extent, with only modest updates to the grille, bumpers and front and rear lights. These changes apply to both the regular- and extended-length EL version, the latter adding 12 inches between the front and rear wheels for a cargo capacity that's increased by 21 percent. 
The independent rear suspension setup is compact enough to allow the second-row (bench or no-cost-optional captains chairs) or third-row seats to be folded completely flat while providing a more convenient lower load floor. 
The dashboard has been updated to accommodate a video feed from the now-standard rear-view camera (with backup warning). There's also an optional eight-inch touch-screen. 
To reduce invasive road and engine noises, there's more sound-insulating material added to the door panels, headliner, carpet underlay and the floor console. The windshield is now made of acoustic glass, while up-level trims also have it installed for their front-door windows. 
Expedition drivers and passengers benefit from the available continuously controled damping suspension that adjusts for road and vehicle-load conditions to help smooth out the ride. The system can be switched from normal, comfort (soft) and sport (firm) settings, according to driver preference. 
For 2015, buyers can choose from XLT, Limited, King Ranch and new-for-2015 Platinum trim levels. All trims can be had in rear- and four-wheel-drive and in regular- and extended-length sizes. 
At the bottom end, the $44,400 XLT comes with the usual array of comfort features on the inside and running boards and a roof rack on the outside. 
The Limited's highlights include perforated-leather-covered seats that are heated and cooled in front. There's also climate control, a power-folding rear seat plus a power liftgate. The King Ranch features a premium leather interior, 10-way power driver and front passenger seat, heated second-row seats, navigation system and power running boards. 
Shelling out close to $60,000 for the Platinum gets buyers a power moonroof, 12-speaker Sony audio system and 20-inch polished aluminum wheels (18-inchers are standard and 22-inch wheels are optional). 
For a vehicle weighing about 5,500 pounds, Ford's fleet leading model would appear to have its work cut out for it. Fortunately, a more aggressive powertrain coupled with suspension upgrades and a comfort- and space-focused cabin should translate into an enjoyable journey for all on board. 
&nbsp; 
What you should know: 2015 Ford Expedition 
Type: Four-door, rear /four-wheel-drive full-size sport utility vehicle 
Engine (hp): 3.5-liter DOHC V6, twin-turbocharged (365) 
Transmission: Six-speed automatic with manual-shift control 
Market position: Full-size sport utes aren't nearly as popular as they once were, but that doesn't mean they'll disappear completely anytime soon. For toting and towing heavy loads, these vehicles are virtually indispensible. 
Points: Not much change on the outside, but the turbo V6 represents the most significant update; Improved fuel performance now matches the Chevrolet Tahoe; Revised dash and control panel retains its old-school look; New Platinum trim level adds a note of luxury, but Ford's similarly sized and powered Lincoln Navigator is still tops in this regard. 
Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) 16/22 (4x2); Base price (incl. destination) $44,400 
&nbsp; 
By comparison 
GMC Yukon 
Base price: $47,300 
Expedition's chief rival has standard V8 power; Denali edition is tops in luxury. 
Nissan Armada 
Base price: $39,100 
Long-in-the-tooth three-row model uses a powerful, but thirsty, V8. 
Toyota Sequoia 
Base price: $45,300 
A strong-running standard V8 and impressive cargo capacity are big pluses.

2015 ford expedition

2015 Ford Expedition: If a twin-turbo V6 is good enough for the F-150, then...

Selecting the seventh-generation Volkswagen Golf GTI really makes sense for performance lovers on a budget.&nbsp; 
It's a car that can compete head to head with BMW 2- and 3-series models as well as similar import-based brands, but the VW takes a lot less cash to acquire while providing greater practicality. 
Originally launched for the 1983 model year, the GTI brand quickly became famous as a secret weapon among small-car fanatics for its lively, fun-loving demeanor that could embarrass drivers of luxury-oriented imports, both in straight-line acceleration and on twisty back-roads. Since then, the GTI has been increasingly refined - not to everyone's liking, mind you - and its power increased. 
Today, the built-in-Mexico GTI has grown up in size (it uses the same platform as body as the basic Golf) and style. The car is a couple of inches longer than its predecessor and has more distance between the front and rear wheels. It's also slightly wider and lower.&nbsp; 
Along with a more steeply raked windshield and what VW calls a "cab backward" seating position, the GTI is a much-different-looking hatchback but one that still manages to retain its traditional design cues. The GTI's larger shape gives passengers slightly more room and up to 15 percent more space for their gear, with the rear seat folded flat. 
Despite the larger size, overall weight has been cut by 82 pounds, mostly due to a lighter (by 72 pounds) engine. 
In standard trim, both front and rear seats are also covered in traditional plaid material, with leather seat covers being optional. The soft-touch dashboard and control panel also have an upscale-ness commonly reserved for more expensive Germany-based brands. A 5.8-inch touch-screen infotainment system responds to swiping and pinch zooming, just like most smart phones. A flat-bottomed sports steering wheel, aluminum-look pedals and red ambient lighting set the GTI apart from regular Golfs. 
An all-new turbocharged 2.0-liter four-cylinder engine delivers 210 horsepower and 258 pound-feet of torque. That's up by a modest 10 horsepower from the 2014 model, but torque has been increased by a significant 51 pound-feet. With the optional performance package that includes limited-slip differential and bigger brakes, horsepower is bumped to 220, with no change in torque. 
Power is delivered to the front wheels via a six-speed manual transmission, or six-speed automated manual Direct Shift Gearbox (DSG) with paddle shifters. The GTI comes with Normal, Sport available Comfort settings for the suspension, but the transmission also shifts more aggressively in Sport mode in models equipped with the DSG. 
In spite of the added power, fuel economy has improved to an estimated 25 mpg in the city and 34 on the highway with the six-speed manual transmission. DSG models are rated at 25/33. The 2014 GTI was rated at 21/31 with the manual transmission, while DSG models were rated at 24/32. 
In base S trim, the GTI comes with a wealth of features including the usual air/cruise/tilt/power accessories, plus heated front seats and 18-inch alloy wheels. Moving up to the SE adds a power sunroof, leather seats, keyless entry with push-button start, rearview camera, rain-sensing wipers and a Fender-brand premium audio package. 
The top-trim GTI Autobahn further notches up the content level with climate control, navigation system and a 12-way power driver's seat. 
In addition to the previously mentioned Performance Package, GTI buyers can opt for forward collision warning and high-intensity bi-xenon headlights that pivot in the direction the car is turning. 
At a base price of $25,200, including destination charges, (add $600 for four-door versions), the Volkswagen GTI ups the ante only moderately over the basic $20,000 Golf, while providing considerably more performance and the promise of added driving enjoyment. It should also make anyone considering the purchase of pricier domestic- or import-based compacts think twice about going that route. 
&nbsp; 
What you should know:&nbsp;2015 Volkswagen GTI 
Type: Two-four-door, front-wheel-drive compact hatchback 
Engine (hp): 2.0-liter DOHC four-cylinder, turbocharged (210-220) 
Transmissions: Six-speed manual; six-speed automated manual (DSG) 
Market position: The iconic GTI began the trend of adding significant performance to what started out as more modestly powered (and priced) compact hatchbacks and sedans. A number of automakers are copying this formula. 
Points: Completely redesigned, lighter and much roomier, the Golf is an excellent platform for this higher-output offshoot; New four-cylinder engine adds significant torque and improved fuel economy; Top-notch interior quality; This quick and practical and affordable hatch would appear to be a no-brainer. 
Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) 25/34 (MT); Base price (incl. destination) $25,200 
&nbsp; 
By comparison 
Ford Focus ST 
Base price: $25,000 (est.) 
Revised 2015 edition is now more refined, but keeps its 252-hp engine.much respect. 
Honda Civic Si 
Base price: $23,900 
Sedan/coupe use 201-hp four-cylinder and five-speed manual gearbox. 
Mini Cooper S 
Base price: $24,950 
Cute hatch uses 189-hp turbo engine. Upcoming JCW model adds punch.

2015 volkswagen gti

2015 Volkswagen GTI: Golf be nimble, Golf be quick...

The small-but-tall-wagon class is full of fuel-sipping models that brag up their impressive passenger/cargo accommodations and all weather driving capabilities.&nbsp; Most in this class were developed to compete with the hugely popular Honda-Civic-based CR-V, which helped nurture and develop this niche nearly two decades ago. 
That the CR-V has retained its popularity over the years is in no small way attributable to the automaker's continuing refinement and updating efforts. The last major change was issued for the 2012 model year and now Honda has delivered a significantly refreshed model for 2015.&nbsp; 
Most obvious is a new and cleaner grille and new bumper headlight pods and wheels that do wonders for the CR-V's looks. Revised taillights, outside mirrors and some added trim make the rear end (one of the better-looking bustles in the business) more fashionable. 
There's a new configurable floor console bin, a new rear console and an available seven-inch touch-screen display. Greater use of soft-touch materials for the door panels is another bonus while additional sound insulation helps cut road noise. 
Returning unchanged is a split-folding back seat that lowers by flipping a really handy pair of levers located just inside the liftgate. Access through the large portal makes it easy to load large/bulky items onto the flat load floor, which is more than five feet long.&nbsp; 
Not a great deal of adjustments were made to the CR-V's suspension, other than recalibrated shock absorbers for what Honda claims is a "refined driving feel." There's also a quicker steering ratio. 
Honda saved its most extensive changes for the engine compartment. The previous 185-horsepower 2.4-liter four-cylinder engine has been replaced by a newer 2.4 that originates in the Honda Accord. It's rated at the same 185 horsepower, but makes 181 pound-feet of torque, which is up by 11 percent. The increase in twisting force is derived from a new direct injection system that sprays fuel directly into the cylinders instead of through the intake ports of the cylinder head. This means the fuel load can not only be tailored for engine speed, but for the use. Under light cruising conditions, for example, the mixture is very lean, which means &nbsp;higher efficiency and lower emissions. Greater combustion efficiency also means more torque. 
The 2.4 is mated to a continuously variable transmission (also from the four-cylinder Accord) that replaces the previous five-speed automatic.&nbsp; 
As a result, fuel economy has jumped to 27 mpg in the city and 34 on the highway (previously 23/31) for front-wheel-drive models, and to 26/33 for AWD versions (up from 22/30). 
The base LX trim, which starts at $23,950 with destination charges, comes with an abundance of standard equipment, including a center console armrest, slide-out sun visors and rear console vents.&nbsp; 
The EX adds a power moonroof, fog lights, push-button start and a 10-way power driver's seat, while popping for the EX-L adds leather-covered seats and steering wheel, dual-zone climate control, heated outside mirrors, up-level audio system and access to the optional navigation system.&nbsp; 
For 2015, there's a new top-line CR-V Touring model that includes a lengthy list of previously unavailable collision-avoidance systems. In the mix is Adaptive Cruise Control, which maintains a safe distance to the vehicle in front. There's also Forward Collision Warning and Lane Departure Warning, plus Lane Keeping Assist, which steers the CR-V back into the middle of its lane if it begins to veer. (These systems can be manually switched off.) Navigation and a power tailgate are also part of the Touring. 
Ultimately, though, it's the CR-V's impressive passenger amenities and generous load-carrying capacity that will continue to keep it top-of-mind for shoppers. The enhanced performance, protective features and reduced fuel consumption are merely icing on the cake. 
&nbsp; 
What you should know: 2015 Honda CR-V Type: Four-door, front- /all-wheel-drive compact sport utility vehicle Engine (hp): 2.4-liter DOHC I4 (185) Transmission: Continuously variable (CVT) Market position: Compact small and tall wagons are enticing alternatives to both compact and mid-size sedans, owing to their obvious practicality, all-season capability and easy-on-fuel nature. Points: Redesign is relative minor, but is still an improvement; New four-cylinder engine is punchier in the torque department and thriftier at the gas pump; Roomy, comfortable cabin is a big selling feature; AWD is an affordable option and worth its weight in northern climates; Honda has executed an impressive updating of its class-leading model.&nbsp; Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. MPG (city/hwy) 27/34 (FWD); Base price (incl. destination) $23,950 
&nbsp; 
By comparison 
Ford Escape Base price: $23,850 Good-looking small wagon provides powertrain and handy option choices. 
Toyota RAV4 Base price: $24,600 Easy on gas plus excellent road manners makes this a fun-to-drive sedan. 
Mazda CX-5 Base price: $22,400 Sporty handling and two power choices earn this small ute much respect.

2015 honda crv

2015 Honda CR-V: A little polish is all it needs to keep up with the times

Above all else, the Nissan Murano was originally created to appeal primarily to the buyer's heart and not their heads.&nbsp; 
The eye-appealing five-passenger tall wagon remained true to this philosophy through its 2003 and 2009 model-year iterations, but charts a uniquely dissimilar course for 2015. 
For the first really major overhaul, Nissan's designers have left virtually nothing on the table from the Murano's previous shape. Some comparisons could be made to the automaker's more conservative seven-passenger Pathfinder or compact five-seat Rogue models, but neither one compares to the new Murano's exaggerated front-end styling with its in-your-face chrome grille and less-than-subtle irregularly shaped "boomerang" headlight pods (the taillights are also similarly shaped). The crisply creased sheetmetal that extends along the door panels is interrupted by a fin-like hitch that seemingly rises into the rear-most side glass. Yes, it adds to the Murano's overall distinctiveness, but at the expense of reducing the driver's line of sight at the corners.&nbsp; 
On the other hand, lowering the instrument panel and enlarging the windshield enhances the forward view. It should also be noted that Nissan has managed to reduce the number of audio and navigation switches to 10 from 25, no doubt integrating many functions into the touch-screen display. 
Those aboard are also treated to accommodations that qualify as sumptuous, especially when the Murano is speced out with leather seat coverings (climate-controlled in front) and the sounds emanating from the optional 11-speaker Bose audio system wafting through the cabin. 
Compared to the outgoing Murano, the 2015 version is identical in distance between the front and rear wheels, but is about three inches longer overall and 1.3 inches wider. But despite a slightly lower roofline, there are major gains (as in about 25 percent) in cargo capacity with the rear seat folded, and eight percent with it in place. 
As a bonus, the Murano has shed about 145 pounds that, along with other adjustments, helps it achieve a significantly improved fuel-economy rating of 21 mpg in the city and 28 on the highway for both front- and all-wheel-drive models. Previous ratings were 18/23 for front-wheel-drive and 18/24 for AWD models. At the heart of the Murano is a 3.5-liter V6 that produces 260 horsepower and 240 pound-feet of torque. That output is modest in this age of advanced direct-injection and turbocharged engines found in competing brands, but it's adequate in a wagon that now weighs less than 4,000 pounds. 
The 3.5's power is delivered to the front and/or rear wheels via a continuously variable transmission (CVT). The Murano was an early CVT adopter and now gets Nissan's latest version with built-in "steps" that sort of mimic an actual multi-gear automatic tranny. There are no steering-column-mounted paddle shifters, but the floor shifter can be used to manually control the faux ratios. 
At a starting MSRP of $30,400, the price-leader Murano S comes with the usual assortment of basic content, while for about $3,000 more the SV adds a navigation system, power-adjustable front seats, remote engine start, fog lights and roof rails. Along with leather seats (heated in front) and an upgraded stereo, the SL has blind-spot warning. There's also a 360-degree Around View Monitor with Moving Object Detection that automatically applies the brakes if anyone or anything approaches the vehicle while backing up. 
The top-level Platinum serves up heated front and rear seats, a power-folding second-row seat and 20-inch wheels (18-inchers are standard). 
Note that AWD is available on all trims, while the panoramic moonroof can be had on all but the S trim. 
Ultimately, though, it's the Murano's unorthodox appearance that will win over customers, which has been the trend right from the Murano's early beginnings. 
&nbsp; 
What you should know: 2015 Nissan Murano Type: Four-door, front- /all-wheel-drive five-passenger mid-size wagon Engine (hp): 3.5-liter DOHC V6 (260) Transmission: Continuously variable (CVT) Market position: The Murano is a car-based tall wagon that, from a design standpoint, places much emphasis on "sport" while still placing plenty of emphasis on the "utility" side. Points: Only minor updates to the basic platform, but the styling changes are nothing short of radical; Standard V6 engine has been around for some time, but remains a solid performer; Lighter, more aerodynamic body and improved CVT yield impressive fuel economy; Both the Murano and the seven-passenger Pathfinder share similar base prices. Safety: Front airbags; side-impact airbags; side-curtain airbags; driver's knee airbag; anti-lock brakes; traction control; stability control. MPG (city/hwy): 21/28 (FWD, AWD); Base price (incl. destination): $30,400 
&nbsp; 
By comparison 
Ford Edge Base price: $29,000 Popular wagon gets new design and new turbo engines for 2015. 
Honda Pilot&nbsp; Base price: $30,750 Boxy wagon seats eight people; AWD version can handle the rough stuff. 
Toyota Venza Base price: $29,800 Genteel Camry-based wagon comes in four- and six-cylinder variants.

2015 nissan murano

2015 Nissan Murano: Can we just say 'wow' and leave it at that?

Talk about shelf life. It just keeps going . . . and going. 
Yes, the Chrysler 300 has made quite a name for itself over the past 10 model years and returns for 2015 with a renewed focus on luxury, but with less muscle to brag about. 
A decade ago, the 300 and its mechanical twins, the Dodge Charger sedan and Magnum wagon, turned the full-size-passenger-car category upside down by shunning the more commonplace front-wheel-drive layout with a range of full-size rear- and all-wheel-drive vehicles. Chrysler also revived the "Hemi" V8 as the hot-shot engine option at a time when such seemingly impractical powerplants were being given up for dead. 
The 300 underwent a modest restyling for 2011 and now gets yet another life-extending refresh to keep it current. The new nosepiece includes a more prominent Bentley-like grille and lower air intake plus revised headlight pods (with LED running lights). In back, new taillights and blacked-out exhaust outlet panel are visible. Altogether the physical adjustments enhance what was already pretty sexy. 
The interior receives new seat-cover designs and a three-spoke steering wheel, but the most obvious adjustment is the adoption of a rotary knob on the console in place of the traditional stick shifter. It might not be any more convenient to use, but it definitely declutters the cabin and provides easier access to the control panel and king-size 8.4-inch touch-screen display. 
Partially carried over are the available drivetrains. Standard in the base 300 Limited, 300S, 300C and 300C Platinum is a 3.6-liter V6 that produces 292 horsepower and 260 pound-feet of torque, or 300/264 in the 300S. Optional for all but the Limited is the 5.7-liter Hemi V8 that puts out 363 horsepower and 394 pound-feet of torque.&nbsp; 
On the down side, the 300 SRT model has been terminated, which means the 470-horsepower 6.4-liter V8 is gone, although the Dodge Charger and Challenger and the Jeep Grand Cherokee can be still be ordered with it. All-wheel-drive returns as an option, but it's now only available with the V6. 
For 2015, all engines are connected to eight-speed automatic transmissions that have been assigned the historic "Torqueflite" name. The eight-speed is an upgrade from the previous five-speed automatic found in V8 models and can be controlled by paddle shifters when the Sport button on the instrument panel is pressed. The gear changes occur more rapidly and the more immediate-acting sport-tuned steering mode kicks in. 
As for fuel economy, the V6 rates 19 mpg in the city and 31 highway, while the Hemi's numbers are pegged at a thirstier 16/25. 
With a starting price of $32,400, the base 300 Limited arrives reasonably loaded with dual-zone climate control, leather seats (heated in front), keyless start, 12-way power driver's seat and 17-inch wheels. 
The 300S adds the more powerful V6 with dual exhaust, a 552-watt audio package, performance-tuned steering and suspension, 20-inch wheels and a rear backup camera. 
The 300C includes a panoramic sunroof, navigation system with Wi-Fi hot-spot capability (it turns the 300 into a rolling Internet hub), wood-trimmed interior, 12-way power passenger seat and an Alpine sound package. 
The full-load Platinum further tops up the 300C with fancier interior/exterior trim, premium leather seat and instrument panel covers, and power-adjustable pedals. Among the many options is a range of high-tech collision-avoidance goodies along with rain-sensing wipers and a 19-speaker 900-watt Harmon Kardon-brand stereo. 
Taking the Platinum route and adding the extras will push your Chrysler 300 purchase well past the $50,000 mark, however, given the nature of this full-size North American beast, you'll possess a level of coddling content and impressive performance that would cost thousands more to replicate on just about any import-based luxo-sedan you can name. 
&nbsp; 
What you should know: 2015 Chrysler 300 
Type: Four-door, rear- /all-wheel-drive full-size sedan 
Engines (hp): 3.6-liter DOHC V6 (292/300); 5.7-liter OHV V8 (363) 
Transmission: Eight-speed automatic&nbsp; 
Market position: The Chrysler 300 is uniquely positioned as the only North American sedan to offer both rear- and all-wheel-drive variants. That allows it to compete with similar European and Asian luxury models. 
Points: Modest redesign yields an equally modest improvement in looks. ; Base V6 is likely all the engine you'll need, but there's just something about a Hemi; AWD option a lifesaver in wintry climates; Replacing shifter for a rotary dial won't please traditional buyers; Limo operators will likely be happy to add the big Chrysler to their fleets. 
Safety: Front airbags; side-impact airbags; side-curtain airbags; driver's knee airbag; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) 19/31 (3.6); Base price (incl. destination): $32,400 
&nbsp; 
By comparison 
Ford Taurus Base price: $27,900 Ford's big FWD or AWD sedan offers both non-turbo and turbo V6s. 
Chevrolet Impala Base price: $27,900 Full-sizer comes with four- and six-cylinder engines, but no AWD. 
Toyota Avalon Base price: $33,100 Much-improved sedan available in V6 or gas-electric hybrid versions.

2015 chrysler 300

2015 Chrysler 300: The future looks pretty familiar, but fancier

Over its 66-year history, Land Rover has gone from building military-spec vehicles to trendy four-wheeled fashion statements. The brand's ability to stay alive and relevant is the stuff of marketing legends. 
The 2015 Discovery Sport is just the latest example of a vehicle that looks great while achieving mastery over jungles, whether real or concrete. 
At this point, Great Britain-based Land Rover finds itself in the duplicitous position of having three models - the LR2, Evoque and Discovery Sport - bunched together with starting prices that hover around $40,000. That seems odd, but it's an affordable trio when you consider the price of the company's higher models, such as the $51,000 (and up) LR4 and the $85,000 Range Rover. 
The Discovery Sport is as rugged as the rest and is capable of fording streams, crawling over chunky boulders and generally going where drivers of typical car-based tall wagons and other pseudo utility vehicles dare not stray. 
In many respects the Discovery Sport bridges the gap between the high-glam looks of the Evoque and the dated but more formal appearance of the LR2, which is reportedly due for retirement after the 2015 model year. From the sides, the Sport's rearmost roof pillars are angled forward, just like those of the Ford Explorer. Aluminum body panels for the roof, hood, liftgate and front fenders help keep the Sport's weight in Evoque territory, despite its larger dimensions. To call the exterior attractive is a dramatic understatement as it might just give the Evoque a fight for attention (and sales) on that aspect alone.&nbsp; 
That shouldn't come as a surprise, really, since the Discovery Sport is actually assembled off the Evoque platform, but it's longer by 8.7 inches with nearly three inches added between the front and rear wheels. A taller roofline adds four inches in body height.&nbsp; 
Why bigger? The addition of an optional two-place split-folding third-row seat that collapses into the floor when not needed. The rest of the cabin is conservatively tailored with minimal switchgear and levers. There's even a rotary shifter knob that connects to a nine-speed automatic transmission. 
The second-row split-folding 60:40 seat is positioned two inches higher than the first row to provide a better view for passengers. The seat can be moved forward or backward up to 6.3 inches to tailor legroom and cargo space. 
The Discovery Sport is only about 100 pounds heavier than the Evoque, so it doesn't add a lot of strain to the turbocharged 2.0-liter four-cylinder engine that both models share. The Ford-developed powerplant makes 240 horsepower and 250 pound-feet of torque and can propel the 3,800-pound Discovery Sport to 60 mph from rest in 7.8 seconds. The Evoque does it in 7.1. 
A nine-speed automatic transmission with paddle-shift controls is standard across the trims. 
Along with all-wheel-drive, all models, starting with the $39,000 (including destination charges) SE include useful off-road safety features. Hill Descent control and Hill Start Assist prevent runaway situations, while Trailer Sway control keeps the Sport and whatever it's towing tracking straight and true in crosswinds and under hard braking. 
Standard inside stuff includes leather-covered seats (eight-way power-operated in front), dual-zone climate control, rearview camera with parking sensors, electric parking brake and an eight-inch touch-screen for the infotainment system. 
The HSE trim level adds a non-sliding panoramic roof, 10-way power front seats, upgraded leather and a power tailgate. The HE Luxury further loads up with a navigation system, front and rear parking sensors and upgraded trim. 
Among the options are autonomous braking (that maintains a safe distance from the vehicle traveling in front), lane-departure warning (monitors unplanned lane changes) and blacked-out wheels, grille and trim. 
The Discovery Sport is arguably the most rounded off-roader in the Land Rover fleet and should help move this storied brand into the mainstream of the entry-luxury category. 
&nbsp; 
What you should know: 2015 Land Rover Discovery Sport 
Type: Four-door, four-wheel-drive compact tall wagon 
Engine (hp): 2.0-liter DOHC I4, turbocharged (240) 
Transmission: Nine-speed automatic 
Market position: Land Rover is attempting to extend its entry-luxury appeal by offering a vehicle that's off-road capable while possessing a certain uptown panache that looks perfectly at home in urban settings. 
Points: All-new model has appealing design; Base price is similar to the Evoque, but comes with more passenger, cargo space; Base turbocharged four-cylinder engine emphasizes fuel economy; Optional third-row seat good for temporary accommodation; Although not an all-out rock crawler, off-road capability is certainly present.&nbsp; 
Safety: Front airbags; side-impact airbags; side-curtain airbags; driver's knee airbag; anti-lock brakes; traction control; stability control. 
MPG (city/hwy): 20/28&nbsp; 
Base price (incl. destination): $39,000 
&nbsp; 
BY COMPARISON 
Audi Q5 Base price: $40,000 AWD wagon looks smart and offers turbo and supercharged engines. BMW X3 Base price: $39,400 With up to 300 horsepower on tap, this Bimmer is quick and capable. Jeep Grand Cherokee Base price: $39,800 Limited version available with gasoline or optional turbo-diesel engines.

2015 land rover discovery sport

2015 Land Rover Discovery Sport: How does an off-road legend stay relevant in the urban jungle?

In the tough-as-nails pickup category, the new-for-2015 GMC Sierra HD and similar Chevrolet Silverado HD models appear to be at the top of their games. But with the rest of the big-league truck group (i.e. Ford's Super Duty and Chrysler's Ram 2500/3500) also running flat-out, complacency is not on the options sheet for anyone. 
If Detroit's heavy-duty truck pitches are any indication, buyers in this league are most concerned about hauling, towing and power capacities. The manufacturers' respective stats in these categories permeate virtually all of their print, broadcast and Web advertising as if achieving numerical superiority represents the sole difference between success and failure.&nbsp; 
Well, there's a lot more too it than that.&nbsp; 
Truckers both professional and otherwise are loyal to their chosen brands for a variety of reasons and motivating them to switch allegiances is at best a difficult proposition. A few extra horsepower here or a 100 more pounds of carrying capacity there won't easily sway this crowd. Still, the primary players are continually seeking an advantage, which has led to continual strengthening of these beefy brands over the years. 
For GM fans, selecting a Sierra HD over a similar Chevrolet Silverado HD mostly boils down to styling preferences since both pickups are virtually identical under the skin. In the Sierra's case, the grille is more of an in-your-face affair that perhaps conveys a clearer sense of brute strength than the Chevy Silverado's.&nbsp; 
The usual regular cab and crew cab styles return in base, SLT and SLT trim levels. The previous extended-cab version has been replaced by a new double-cab with rear doors that are conventionally hinged at the front, but aren't as wide as the crew cab's rear doors. 
For 2015, both available 66- and 96-inch cargo boxes have been strengthened and the rear bumper has built-in recessed steps at each corner for easier bed access. 
Returning again is the loaded-to-the-max GMC Sierra Denali in 2500 and 3500 (three-quarter and one-ton) crew cab models. These premium luxury haulers come with Cadillac levels of premium content that includes leather seating surfaces with heated and cooled front seats, eight-inch touch-screen with built-in navigation system and a premium Bose audio package. Denalis also display chromed honeycomb grilles that differentiate them from rank-and-file Sierras.&nbsp; 
Note that the Denali's base sticker price is $19,500 above the base HD's $33,600 MSRP. &nbsp; 
The carryover powertrains start with a 6.0-liter gasoline V8 that delivers 360 horsepower and 380 pound-feet of torque. It can be optioned with a compressed-natural-gas fuel system, although you lose 59 horsepower and 47 pound-feet of torque in the process.&nbsp; 
For hard-core grunt work, the optional 6.6-liter turbo-diesel V8 is rated at 397 horsepower and 765 pound-feet of torque.&nbsp; 
Both engines use six-speed automatic transmissions: a GM-developed Hydramatic for the 6.0; and an Allison unit for the turbo-diesel. 
GMC mates its "smart exhaust brake system" to the turbo-diesel that, when the vehicle is coasting, holds compressed exhaust gasses inside the engine's cylinders, creating resistance, which in turn slows down the truck without touching the brakes. The result is less wear and tear on the brake hardware and greater control for the driver, especially when hauling or towing heavy loads downhill.&nbsp; 
Also standard is a Trailer Sway Control program that reduces a trailer's tendency to wobble about, while hill-start assist prevents the HD from rolling backward when on an incline.&nbsp; 
Regardless of engine or load/towing capacity choice, all 2500 and 3500 HDs can be optioned with four-wheel-drive. 
As for those all-important stats, the 2015 HD's maximum hauling capacity has increased to 7,374 pounds from 7,222 and conventional towing capacity has been upped to 19,600 pounds from 18,000. Fifth-wheel-capacity is now rated at 23,200 pounds (formerly 22,500).&nbsp; 
As with all GMC pickups, the level of content, body and powertrain customization for the HD line is practically limitless, guided only by your specific needs and budget. 
What you should know: 2015 GMC Sierra HD&nbsp; 
Type: Two- /four-door, rear-/four-wheel-drive full-size pickup 
Engines (hp): 6.0-liter OHV V8 (360); 6.6-liter DOHC V8, turbo-diesel (397) 
Transmission: Six-speed automatic 
Market position: Full-size heavy-duty pickups are the category workhorses that provide exceptional payload capacities along with high-torque turbo-diesel engine options that far outpace all import-based trucks. 
Points: Bolder styling similar to that of the new-for-2014 1500-series; Base and optional V8s carry over, with both providing sufficient grunt for nearly every imaginable application; Turbo-diesel remains far and away the most popular choice, especially for towing; Denali HD's impressive standard luxury content level extends way beyond HD's work truck status. 
Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. 
MPG (city/hwy) n.a.; Base price (incl. destination) $33,600 
BY COMPARISON 
Ford F-Series Super Duty Base price: $32,400 Rugged pickup's optional turbo-diesel is a total torque monster. 
Ram 2500/3500 series Base price: $31,300 Kenworth good looks and attitude; powerful base and optional engines. 
Chevrolet Silverado HD Base price: $33,400 Beneath the skin, the Chevy HD is the mechanical duplicate of the GMC. 
&nbsp;

2015 GMC Sierra HD

2015 GMC Sierra HD: Toughness with style

Redesigned for 2015, the Subaru Legacy is a sensible and more refined family sedan that has the best fuel economy for the lowest starting retail price among America's all-wheel drive sedans. 
Traction-improving all-wheel drive comes standard on the mid-size Legacy, which has a starting retail price of $22,490. 
Many other cars with all-wheel drive are from luxury brands such as Audi and BMW and carry much higher price tags. Even the mid-sized, 2015 Ford Fusion sedan with all-wheel drive has a starting retail price that's thousands of dollars more than the Legacy's. 
The Legacy's top fuel economy rating of 24 mpg in city driving and 32 mpg on highways, for an average of 27 mpg, is at the top of gasoline-only, all-wheel drive sedans, according to the federal government. In comparison, the all-wheel drive 2015 Fusion is rated by the government at 22/31 mpg. 
The new Legacy, which has a roomier and quieter interior than its predecessor, is a recommended buy of Consumer Reports magazine. Predicted reliability is better than average, according to Consumer Reports. 
Best of all, the 2015 Legacy earned the top, five out of five stars across the board in federal government frontal and side crash testing and its rollover score. 
The four-door Legacy now comes with eight standard air bags, including new front-seat-cushion air bags that help keep front-seat occupants properly positioned during a crash. 
The price for a base Legacy is up nearly 7 percent from the 2014 model, because the base Legacy with manual transmission has been dropped. 
All 2015 Legacy models come with a fuel-conscious continuously variable transmission (CVT) that a driver operates as if it were an automatic. 
Starting manufacturer's suggested retail price, including destination charge, for a base, 2015 Legacy 2.5i is $22,490 with all-wheel drive and base, 175-horsepower, naturally aspirated, four-cylinder engine. Note that the Legacy comes with steering wheel paddle shifters, too, so a driver can use the CVT in a programmed six-speed manual mode if he or she wants. 
The starting MSRP, including destination charge, for a 2015 Ford Fusion with all-wheel drive, 240-horsepower, turbocharged four cylinder and automatic transmission is $29,150. 
The top-selling mid-size family sedan, the Toyota Camry, is not offered with all-wheel drive. But the starting retail price of $23,795 for a front-wheel drive, 2015 Camry LE with 178-horsepower four cylinder and automatic transmission is higher than that for the base 2015 Legacy with all-wheel drive. 
For 2015, Subaru restyled the Legacy inside and out. The exterior lost some of the Subaru quirkiness in the redesign and the car now looks quite mainstream. It's a pleasant look, but not distinctive. The tester, which was a mid-level 2.5i Premium, blended into other cars in parking lots and never received a second look from passersby. 
One intriguing item, though, is that while the new Legacy is the same basic size as its predecessor, it's larger inside. Passenger volume is 104.6 cubic feet now, up from last year's 103 cubic feet. This is more than the 102.7 cubic feet in the 2015 Camry. 
Rear-seat legroom now is a competitive 38.1 inches, which is similar to that in the back seat of the Fusion. 
Trunk size in the Legacy has increased, too, to 15 cubic feet, and the cargo room expands when the 60/40 split rear seatbacks fold down. The Camry has a slightly larger, 15.4 cubic-foot-trunk. 
The interior of the 2015 Legacy is more appealing than that of earlier Legacy cars. Materials, including plastics, in the test car looked attractive, not cheap. The redesign puts recognizable controls in logical places and within easy reach of drivers. 
The audio system, in particular, is easier to use, and a touchscreen display that accommodates swipe and scroll motions is standard in all models. Just watch that large fingers don't accidentally change the radio station while using the volume knob just below the touchscreen. The screen in the tester was extremely sensitive to touch. 
Additionally, in the test car, the trunk lid started to stick at its seal and required a bit of effort to lift. 
Subaru engineers upped the horsepower just a smidge from 174 to 175 in the base Legacy engine, which is a 2.5-liter, double overhead cam, horizontally opposed four cylinder. Peak torque remains the same at 174 foot-pounds, but it comes on now at 4,000 rpm, instead of at 4,100 rpm. 
The test Legacy didn't feel particularly sporty, but improvements in the CVT definitely made the car feel responsive and lessened the droning sounds that had been evident in the predecessor. 
The Legacy got up to requested speeds in a steady, capable fashion, and the car was easy and comfortable to drive. All-wheel drive provided surefooted traction in the rain. 
On highways, there were more droning sounds during merging and passing maneuvers. But the quieter interior kept the sounds from being obtrusive. 
The test car, with a majority of city driving and a good amount of demanding acceleration maneuvers, averaged a decent 24.9 miles per gallon. This translated into a driving range of 460 miles. At today's average price for regular gasoline, filling up the 18.5-gallon tank cost just under $50. 
For 2015, an "active grille shutter" that improves aerodynamics at the front of the car to maximize fuel economy is standard on all Legacy models. 
The Legacy rode pleasantly, with most road bumps and many road vibrations kept away from passengers. There was some road noise conveyed to the passenger compartment, but these came primarily on the roughest road surfaces. 
Subaru also offers a 256-horsepower, Boxer six cylinder in the Legacy. Starting retail price is $30,390.

CARSSUBARULEGACY

Roomiest Subaru Legacy debuts for 2015

2015 Subaru Legacy - CROP

Automotive sales have been hot and one of the hottest segments is that of the compact luxury wagon. 
The Lexus NX is the latest to sign on, slotting in below the current RX as the company's entry wagon. It joins other 2015 newbies that include the Lincoln MKC, Mercedes-Benz GLA and Audi Q3 plus current members BMW X1, Acura RDX and Buick Encore. Other than size and all-wheel-drive availability on their side, nearly all of these models are affordably priced, staring in the low- to mid-$30,000 range, to attract younger buyers. 
The NX, which is expected in showrooms later this year, offers a number of unique features. Most importantly it can be had with a traditional gasoline engine, or like most of Lexus's lineup, can be optioned with gas-electric hybrid power. 
The NX also promises to wow any crowd with what is unquestionably the most distinctive styling in the segment. When was the last time you said that about any vehicle in Toyota's upscale family (excluding the $375,000 LFA sports car, of course). 
The side angles and creases in the NX's sheetmetal pale in comparison to the car's futuristic front end, where Lexus's spindle-shaped grille plays a prominent role. For the optional F-Sport model, the larger grille's blacked-out mesh motif is even more distinctive, although for some it might be a case of too much of a good thing. If it's anonymity you're after, you should best steer clear of the NX. 
The NX also has a practical side, although being equal parts hatchback and wagon, cargo space is a compromise. Still, the split-folding rear seat sits relatively flat and the space directly behind the front seats can handle smaller or taller items when not otherwise occupied with people. 
The rest of the cabin provides first-class accommodations, with well-bolstered sport-style front seats and a dashboard/control panel design with a seven-inch display that keeps things simple. Lessons learned from Audi and BMW, perhaps? Bringing the NX to life depends on the model selected. The NX 200t comes with an all-new turbocharged 2.0-liter four-cylinder engine that generates 235 horsepower and 258 pound-feet of torque. The NX 300h hybrid combines a 154-horsepower 2.5-liter four-cylinder with a 141-horsepower electric motor that makes a combined 194 horses and an estimated 200 pound-feet of torque. 
The 200t uses a six-speed automatic transmission to direct power to either the front or all four wheels, while the 300h employs a continuously variable unit (CVT). It has a kick-down feature that mimics a regular automatic transmission whenever the driver accelerates briskly. 
As to not cut into interior space, Lexus has packaged the hybrid's nickel-metal hydride batteries into two 44-pound modules positioned beneath each side of the rear seat. 
The available all-wheel-drive (or "all-weather-drive" in Lexus-speak) varies depending on the model. The NX 200t's on-demand system directs torque to just the front wheels when cruising, but can send up to half to the rears when necessary. The NX 300h uses an electric motor to send power to the rear axle, which is activated when the vehicle accelerates from rest, or when the front wheels begin to lose grip. 
Being a Lexus, the list of standard features is fairly extensive. Among the options is a navigation system, power-folding rear seat and liftgate, premium audio system and a wireless charging tray inside the floor console for juicing up smart-phone batteries without needing to plug in. 
The F Sport package available for the NX 200t arrives with sport-tuned suspension and steering, unique perforated seat covers and special interior trim plus special 18-inch wheels (17-inchers are standard) with summer tires. 
Fuel economy and base prices haven't been announced, but a best guess for the latter would be in the $34,000 range, including destination charges (about $4,000 extra for the hybrid). That would place the NX squarely in the heart of the competition, while remaining out front when it comes to attracting attention. 
What you should know: 2015 Lexus NX Type: Four-door, front- /all-wheel-drive compact wagon Engines (hp): 2.0-liter DOHC I4, turbocharged, NX 200t (235) 2.5-liter DOHC I4 with electric motor, NX300h (283) Transmissions: Six-speed automatic (NX 200t); continuously variable (NX 300h) Market position: Many automakers, including Lexus are jumping aboard the premium compact bandwagon. This segment promises to further expand as more youthful, affluent buyers aspire to upscale brands. Points: There's no mistaking this car from nearly any angle; All new turbo-four points to Toyota's future powerplant direction. *Optional hybrid engine unique to this segment; F-Sport borders on outrageous; younger buyers will love it; Interior design is tasteful, not overwrought; Toyota should generally build more cars that that look like this. Safety: Front airbags; side-impact airbags; side-curtain airbags; driver's knee airbag; anti-lock brakes; traction control; stability control. MPG: (city/hightway) n.a.; Base price (incl. destination): $34,000 (est.) 
By comparison 
Mercedes-Benz GLA Base price: $32,200 CLA-spinoff model offers practical styling at an appealing price. 
Lincoln MKC Base price: $34,000 Distinct from the Ford Escape with a 300-horse turbo engine. 
Audi Q3 Base price: $33,400 Junior-sized wagon features the same 2.0-liter turbo-four as other Audis.

Lexus NX

2015 Lexus NX: Affordable yet distinctively styled

Acura shoppers might miss the 2014 TSX sedan and the larger TL, but not for long. Both of these retiring brands have been reconstituted under a single TLX model that is as diverse as its predecessors. 
The TLX is Acura's latest assault on the near-luxury sports-sedan segment that it practically invented back in the late 1990s. But with changing times and increased competition staring it in the face, Honda's premium division has developed a whole new car that expands on the kind of performance and content choices originally offered in the TSX and TL. 
The TLX comes to market with a taut and athletic body shell. Overall length has been cut by 3.7 inches, due to a reduction in the areas extending past the front and rear wheels. The car is also about an inch narrower and the roofline is slightly lower. The distance between the front and rear wheels remains identical to that of the TL, which ensures adequate legroom for rear-seat riders, even if overall interior volume remains on the snug side. 
Styling is typical of what you would expect from Acura. The familiar shield-like grille is back, albeit subtler than what's on the outgoing TSX/TL. Acura has also installed a set of its "Jewel Eye" multi-pod LED headlights. In back, the cool-looking dual-exhaust outlets, which were among of the TL's sportiest features, are absent on the TLX, which is a shame. 
The interior is nicely turned out and has a decidedly premium look and feel. The front seats aren't as bolstered as those belonging to many of the car's competitors, but they're comfortable and still supportive. 
Acura has incorporated two separate screens into the dash. One is for the standard rearview camera and available navigation system while a larger touch-screen operates the ventilation, communications and infotainment systems. 
Under the TLX's hood is where Acura bridges the gap between the two outgoing cars. TSX fans will find a similar, but brand new 2.4-liter four-cylinder engine that makes 206 horsepower and 182 pound-feet of torque. It's mated to a quick-shifting eight-speed automated manual transmission (dual clutch, or DCT). Uniquely, Acura's engineers have added an automatic-transmission-style torque converter, ostensibly to smooth out the harsher upshifts and downshifts that are inherent in DCTs. It works well with this powerplant providing nearly seamless gear changes. 
Optional is a 3.5-liter V6 that puts out 290 horsepower and 267 pound-feet of torque, 10 more horses and 13 pound-feet of torque more than the retiring 3.5 that was found in the TL. 
A nine-speed automatic transmission with a console-mounted pushbutton gear selector is exclusive to the V6. 
Both powerplants provide plenty of zip and achieve significant fuel-economy improvements over their predecessors. The thriftiest is the 2.4 with a rating of 24 mpg in the city and 35 on the highway. 
The four-cylinder TLX is strictly a front-wheel-driver, while V6 versions are available with an upgraded version of Acura's SH-AWD. All front-drive four- and six-cylinder models come with all-wheel-steering (P-AWS) that slightly turns the rear wheels in the same direction (up to 1.8 degrees) with the fronts at higher speeds. This reduces understeer, which is a vehicle's natural tendency to continue in a straight line, even when the steering wheel is turned. 
During low-speed maneuvers, such as when entering a parking space, the P-AWS turns the rear wheels in the opposite direction of the fronts, up to the same degree. This helps the TSX turn sharper. 
Traveling rural Virginia's corkscrew secondary roads, both systems seem to give the TLX a noticeable handling boost. 
The TLX comes standard with ECON, Normal, Sport and Sport+ driving modes. The latter maximize the car's performance abilities with crisper shifts, added steering effort and a throatier exhaust note. 
Base pricing begins at $32,000, including destination charges, for the 2.4L and level out in the mid-$40,000 range for a loaded 3.5L with SH-AWD. Those values are appealing, compared to the competition and are compelling reasons for considering the TLX for your first or next upscale sedan. 
What you should know: 2015 Acura TLX Type: Four-door, front- /all-wheel-drive mid-size sedan Engines (hp): 2.4-liter DOHC I4 (206); 3.5-liter SOHC V6 (290) Transmissions: Eight-speed automated manual (I4); nine-speed automatic (V6) Market position: Entry- and mid-luxury sedans are indeed popular, which is right in Acura's wheelhouse. There's obvious savings to having one model instead of two, without compromising the merits of the retiring TSX and TL. Points: Acura plays it pretty safe with the styling; Four- and six-cylinder engines deliver more than adequate power; Smaller exterior, but passenger space is comfortable for four, but less so for five; Suspension provides firm but comfortable ride in most cases; Acura ends the question of overlap between the TSX and TL and the TL and top-rung RLX. Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. MPG: (city/hwy) 24/35 (2.4); Base price (incl. destination): $32,000 
By comparison 
BMW 3-Series Base price: $33,700 Entry sedan available in several versions, including hybrid and diesel variants. 
Mercedes-Benz CLA Base price: $30,800 Sleek new base model available in FWD, AWD and hot AMG models. 
Volvo S60 Base price: $34,700 Available with a quartet of four-, five- and six- cylinder engines and AWD.

Acura TLX

2015 Acura TLX blends two sedans into one

The 2015 Nissan Versa Note five-door hatchback is one of the lowest-priced new cars in the U.S. market and is affordable at the gas pump, too. 
Starting manufacturer's suggested retail price, including destination charge, for a base, front-wheel drive, 2015 Versa Note with five-speed manual transmission: just $14,990. This makes it one of the lowest-priced new cars in the U.S. market. 
A 2015 Versa Note with continuously variable transmission that a driver operates like an automatic is $16,240. But even at that price, you could buy two Versa Notes for the price of an average new vehicle these days. 
Gasoline mileage is another reward for budget-conscious shoppers. The top federal government fuel economy ratings for the 2015 Versa Note are a noteworthy 31 miles per gallon in city driving and 40 mpg on the highway, for an average of 35 mpg — the third-best figures for any non-hybrid and nonelectric hatchback. 
This is for the 2015 Versa Note with CVT and standard, active grille shutters that improve aerodynamics by automatically closing off some grille openings once the car is moving at more than 20 miles per hour. 
In fact, filling the car's 10.8-gallon tank costs only $37 at current prices, and a full tank can take you an estimated 378 miles. 
And this is no cramped compact. The extremely roomy backseat can easily accommodate adults. Indeed, the 38.3 inches and 38 inches of backseat legroom and headroom, respectively, in the compact Versa Note are more than that of the backseat of the larger, 2015 Chevrolet Malibu sedan. 
Competitors to the Versa Note include low-priced, five-door hatchbacks such as the 2015 Honda Fit, which starts at $16,315 with six-speed manual and $17,115 with CVT. There's also the 2015 Kia Rio 5-Door with a starting MSRP, including destination charge of $14,790 with five-speed manual and $17,900 with automatic transmission. 
Don't confuse the Versa Note with the plainer-looking Nissan Versa sedan that has a starting retail price of $12,800. The Versa Note's tall hatchback body style is more attractive and makes for more practical interior space. But the 15-inch base wheels look small on the 5-foot-tall Versa Note. 
Not much has changed for the 2015 model year, which is only the model's second year. 
Bluetooth hands-free phone connectivity is now a standard feature on all models, and there are two new trim levels — SR and SV — that have more features. 
The test car was an SR, which included stylish, suede seats, rear spoiler, fog lamps, sport grille and front and rear fascias, rearview camera and 16-inch, alloy wheels. Yet despite the sporty add-ons, the SR had the fuel-saving CVT and the same, 109-horsepower four cylinder that's in all Versa Notes. 
Acceleration was not quick, but it was steady and was accompanied by droning sounds from the CVT. Drivers who are accustomed to regular automatics, which have defined shift points that drop the engine revs, will wait and wait for the Versa Note's high rev sounds to die down. 
Torque from the Versa Note's 1.6-liter, double overhead cam four cylinder peaks at a meager 109 foot-pounds at 4,400 rpm. This is less than the 114 foot-pounds of torque at 4,600 rpm that the 130-horsepower four cylinder in the Honda Fit generates. It's also less than the 123 foot-pounds at 4,850 rpm that the Kia Rio's 138-horsepower, 1.6-liter four cylinder generates. 
The power difference — and the Versa Note's light weight of just 2,414 pounds to 2,543 pounds — pays off in fuel mileage. 
The test Versa Note SR averaged nearly 32 mpg in driving that was a majority city travel, and that was without the driver trying to maximize fuel economy. 
Seats are perched a good bit from the car floor. But cushioning felt cheap and could be improved. 
Front-seat passengers have good views out. There are good driver views out, too, while making right-hand turns, thanks to a small triangular window that's built into the base of each windshield pillar — a feature not found in some other cars with upright body styles and thick window pillars. 
The Versa Note SR, riding on 16-inch, rather than 15-inch, all-season tires, communicated a good amount of road noise to the passenger cabin, partly because all Versa Note tires are the low rolling resistance kind that are designed to maximize fuel economy. 
The car was a nimble handler and easy to maneuver and park, especially in tight parking garages. 
And with a car this inexpensive and devoid of flash, a driver doesn't worry much about leaving it parked on a street, either. 
The liftgate at the back opens wide, and a low floor in the Versa Note makes loading easier than in some car trunks. 
Total cargo room behind the rear seats is greater than in many car trunks — 18.8 cubic feet. Cargo space expands to 38.3 cubic feet when back seats are folded down. 
There is a lot of hard, utilitarian plastic inside the Versa Note on the dashboard and interior doors. It's not rich-looking. 
The 2015 Versa Note earned four out of five stars in federal government crash tests. The car did best in side crash testing, where it garnered a full five stars. The overall average was pulled down, however, by frontal crash testing that rated only three out of five stars for passenger protection.

Nissan Note

2015 Nissan Versa Note,  fun and affordable

Many mainstream car companies prefer making evolutionary rather than revolutionary adjustments to their more popular models. In Hyundai's case that axiom doesn't apply, as witnessed by the Sonata's significant makeover for 2015. 
When the preceding Sonata was launched for the 2011 model year, the stylists took the trendy route, devising (some would call it borrowing) a coupe-like shape along with a boldly shaped grille and headlight treatment as well as a sharp, prominent and swoopy body crease. 
Although the Alabama-built sedan has been a hit with buyers, it hasn't come close to knocking off the class-leading Toyota Camry, Honda Accord, Nissan Altima and Ford Fusion. 
Physically, the recently arrived seventh-generation Sonata is toned-down and now shares a strong affiliation with the bigger Genesis sedan. The front end, in particular, is much tamer and ties in with changes to rest of the sheetmetal. Hyundai describes the Sonata as possessing a "more refined look" and represents the latest iteration of its "Fluidic Sculpture" design. Whatever it's called, the car's classy, yet conservative appearance is likely to click with the family-sedan crowd. 
The interior has been fitted with a completely new dashboard and control panel with an integrated display screen and numerous, but logically positioned, buttons (but fewer twisty knobs). 
Overall passenger space has increased just enough so that the Sonata now counts as a large car (as opposed to mid-size), as determined by federal government standards. 
By contrast, what has been reduced is the output generated by the Sonata's two returning engines. The base 2.4-liter four-cylinder makes 185 horsepower and 178 pound-feet of torque, down from the 2014 version's 200 horsepower and 186 pound-feet. 
Similarly down on power, the optional turbocharged 2.0-liter four-cylinder delivers 245 horsepower and 260 pound-feet of torque (previously 274 horsepower and 269 pound-feet). In each case, the front wheels are driven by means of a six-speed automatic transmission with paddle shifters. 
Slotted between the two engine choices, and exclusive to the new Sonata Eco model, is a turbocharged 1.6-liter four-cylinder rated at 177 horsepower and 195 pound-feet of torque. It connects to new seven-speed automated manual transmission that promises rapid-fire electronically activated upshifts. The combo also achieves the best fuel-economy rating of the bunch at 28 mpg in the city and 38 on the highway, which bests the 2.4's 25/37 numbers as well as the 2.0 turbo's rating of 23/32. 
Note that the gas-electric Sonata Hybrid will skip the 2015 makeover, but will be reissued sometime in calendar year 2015 as a 2016 model. 
The drivetrains and updated front and rear suspension pieces are connected to a platform that Hyundai claims is significantly more resistant to twisting and bending. The normal corporate&nbsp; rhetoric is that this aids ride and handling qualities, but in this case it's noticeable. The way it steers and takes the bumps is much improved. It's eye-opening, in fact. 
Sonatas equipped with the 2.0-liter turbo come with their own dedicated sport-tuned suspensions and power-steering systems. 
The base Sonata SE starts at $22,000 (about a $300 price reduction), including destination charges, and arrives with the usual power and convenience features a rear spoiler and LED running lights. 
The Sport gets its own grille and front bumper and added rocker-panel and chrome side moldings, but to move up to 18-inch wheels (16-inchers are standard on base cars and 17s are standard on Sport and Limited) you'll need to order the Sport 2.0T. Both it and the Limited steal the content show with luxury-class amenities such as dual-zone climate control and leather seat coverings. 
A panorama sunroof is optional, as are a number of popular electronic safety intervention aids that can help keep passengers safe and the Sonata from receiving unwarranted body blows. 
Figuratively speaking, the 2015 Sonata now sings in a lower key and is no longer the solo standout it once was. Even so, it can still hit the sweet notes, even if some of its performance edge has been curtailed in favor of improved fuel efficiency. 
What you should know: 2015 Hyundai Sonata Type: Four-door, front-wheel-drive mid-size sedan Engines (hp): 2.4-liter DOHC I4 (185); 2.0-liter DOHC I4, turbocharged (245); 1.6-liter DOHC I4, turbocharged (177). Transmissions: Six-speed automatic; seven-speed automated manual (1.6 turbo) Market position: Mid-size sedans are the backbone of the auto industry, which makes it one of the most highly competitive categories, which means a careful, methodical and perhaps non-controversial redesign. Points: Conservative stying, but still attractive, borrowing much from the Genesis sedan; should please buyers who shun trendy, but quickly dated designs; Base 2.4 engine and optional 2.0 turbo down on power from 2014, while the "Eco" 1.6-liter turbo looks to be a winner; Plenty of standard content at a competitive price. Safety: Front airbags; side-impact airbags; side-curtain airbags; driver's knee airbag; anti-lock brakes; traction control; stability control. MPG: (city/hwy) 25/37(2.4); Base price: (incl. destination) $22,000 
By comparison 
Chrysler 200 Base price: $22,700 New model looks sharp, has standard nine-speed automatic transmission. 
Volkswagen Passat Base price: $23,700 U.S.-built sedan has four- and six-cylinder engines plus a turbo-diesel. 
Mazda6 Base price: $22,000 Beautifully styled, roomy sedan specializes in carving the curves with ease.

2015 Hyundai Sonata

2015 Hyundai Sonata offers a 'more refined look'

Canada's 10th province is called "The Rock" for good reason. From its craggy shorelines to its Appalachian Mountain Range peaks, Newfoundland is a place of discovery for geologists and archeologists who have uncovered evidence that the Vikings stepped foot in North America hundreds of years before Christopher Columbus. 
Newfoundlanders, as it turns out, are also huge Subaru fans, which is understandable considering they endure some of the harshest weather and suspension-torturing backwoods roads on the continent. In short, the province is ideal for putting the 2015 Outback through its paces. 
Hard to believe it has been 20 years since Aussie Paul "Crocodile Dundee" Hogan's catchy TV spots helped to successfully launch the all-wheel-drive Outback. Since then, the plucky wagon has remained true to its roots, while undergoing continuous improvements with each of its five successive generations. 
For 2015, the Legacy-sedan-based Outback, which arrives later this year, steps up its game with a number tweaks and major updates. Visually, the car appears similar to the outgoing version, although a revised grille, lightweight aluminum hood, reshaped headlights and door-mounted mirrors are evident. Subaru's designers also increased the windshield rake my moving the front roof pillars forward by a couple of inches. Overall there are only modest changes in most key dimensions, which means a bit more interior space for passengers and cargo. 
Inside, the upgrading continues with a quieter cabin containing a reshaped dashboard, larger front seats and a more cavernous floor console that can easily hold a full-size tablet device or a small laptop computer. 
Underneath, the Outback's suspension has been retuned to improve the ride and add greater agility to what was already a pretty agile wagon. Subaru also added Active Torque Vectoring that applies slight brake pressure to the inside front wheel for greater turning precision. It's an effect you'll sense more than feel, but the Outback certainly feels at ease traversing twisty switchbacks. 
There are only slight adjustments to the Outback's available powertrains. The base 2.5-liter four-cylinder engine returns with a bit more peak horsepower&nbsp; - 175 versus 173 - but with the same 174 pound-feet torque rating. The optional 3.6-liter six-cylinder maintains its 256-horsepower and 247 pound-feet torque ratings. 
Each engine is connected to a continuously variable transmission (CVT). The six-speed manual gearbox that was available in the previous 2.5-liter Outback has been discontinued in the United States, but remains available in Newfoundland and the rest of Canada. Lucky them. 
The CVT helps the Outback achieve 25 mpg in the city and 35 on the highway (previously 24/30). 
Many automakers' CVTs have been given bad raps, but the Outback's unit, including paddle shifters and six simulated ratios, is the best by far and could fool most drivers into thinking it was a regular six-gear automatic. 
Subaru says the Outback's standard all-wheel-drive system has been updated for improved slippery road performance but without an A-B comparison, it's not evident. A new driver-controlled X-Mode adjusts the transmission and engine output plus the AWD system to reduce wheelspin. X-Mode also adds Hill Descent Control (keeps vehicle speed to a crawl), Incline Start Assist (briefly holds the vehicle when starting on hills) and a Hill Holder System that prevents the Outback from rolling backward when stopped, until the accelerator is pressed. 
When combined with the Outback's 8.7-inch ground clearance, X-Mode makes the Outback more fit for rugged off-road duty. To prove the point, Subaru personnel laid out an extreme, middle-of-nowhere torture course consisting of steep boulder- and tree-stump-strewn paths that would challenge any serious off-road driver and machine. The Outback survived unscathed and left this driver suitably impressed. 
What's really amazing, though, is how rapidly vehicles such as the Outback have evolved. Blending impressive comfort, content and go-anywhere competency into a $25,750 (base price with destination charges) package is a feat unto itself, whether you live in Newfoundland, North Carolina, Nevada, or anyplace in between. 
What you should know: 2015 Subaru Outback Type: Four-door, all-wheel-drive mid-size wagon Engines (hp): 2.5-liter DOHC H4 (175); 3.6-liter DOHC H6 (256) Transmission: Continuously variable (CVT) Market position: The Outback straddles the line between traditional station wagon and car-based sport utility vehicle, with an impressive amount of standard and available comfort content dialed in for good measure. Points: Revised design is more attractive; Improvement in Subaru's all-wheel-drive technology is impressive; Upgraded interior places greater emphasis on luxury; Six-cylinder engine seems an unnecessary purchase, given the four-cylinder's performance; On- and off-road prowess plus inviting base price puts competitors on notice. Safety: Front airbags; side-impact airbags; side-curtain airbags; front seat-cushion airbags; anti-lock brakes; traction control; stability control. MPG: (city/hwy) 25/33 (2.5) Base price: (incl. destination) $25,750 
By comparison 
Jeep Cherokee Base price: $24,000 New-for-2014 model has heritage and high style on its side. Go with V6 option. 
Kia Sorento Base price: $25,000 Underrated wagon can seat seven. Optional 290-hp V6 is tops in class. 
Volvo XC70 Base price: $35,400 While pricier, this wagon remains the Outback's primary competition.

2015 Subaru Outback

Subaru redesigns family favorite Outback

A stylish alternative to established luxury sedans, the 2014 Maserati Ghibli relies on its brand cachet to try to make up for obvious parts-sharing and a lack of technology, and it's only mildly successful in doing so. 
It's a historic name that comes with a special allure: Most Americans consider Maserati to be an exotic brand, a rare sight right up there with Ferrari or Lamborghini in terms of mystique. It's not an undeserved reputation, as past Maseratis have been exotics — Italian sports cars and sedans with pasts as celebrated as those other Italian exotic brands. 
However,&nbsp; the new Maserati, part of the Fiat Chrysler Automobiles brand pantheon, wants to capture some sales volume while maintaining that eye-widening awe that still invariably appears whenever you tell someone you're driving a Maserati. 
That's where this car comes in: the new-for-2014 Ghibli (pronounced GEE-blee, with a hard G as in giddy), a midsize luxury sport sedan based on a Chrysler-sourced, rear-wheel-drive platform. It's meant to slot below the larger, more expensive Maserati Quattroporte sedan and compete with the BMW 5 Series, Mercedes-Benz E-Class, Audi A6 and Infiniti Q70. But is there room in this competitive, brand-status-driven segment for a newcomer that has only its reputation to trade on? 
EXTERIOR AND STYLING In the past, Maserati styling has been all over the map, from the swoopy designs of the 1950s and 60s to the straightedged, boxy shapes that epitomized the 1980s. Today's models are curvaceous and distinctive, and the Ghibli furthers that styling theme. A gaping front maw looks aggressive and low, rising sharply to stretch over the front wheels with some curvaceous fenders that go on to form fat rear haunches. 
The taillight design isn't very inspired, but the Ghibli's overall shape is considerably more distinctive than competitors like the 5 Series or E-Class, and it bears more than a passing resemblance to the latest Infiniti Q70. It doesn't hurt that there are trident badges as big as my hand on the C-pillars and grille, plus some lovely Maserati script across the trunk lid. It looks good without being too garish, and it provides an interesting alternative to the German functionality and Japanese blandness that defines the segment. 
HOW IT DRIVES Under the shapely hood is a twin-turbocharged, 3.0-liter V-6, good for 345 horsepower and 369 pounds-feet of torque in the base Ghibli, with 404 hp and 406 pounds-feet in the Ghibli S. That power goes through either just the rear wheels, or all four with the optional all-wheel-drive system, using a ZF eight-speed transmission like the ones found in Chrysler's large rear-wheel-drive cars. 
My test car was a Ghibli S Q4, meaning it had the more powerful engine and all-wheel drive, enabling the big sedan to zip from zero to 60 mph in a hair less than&nbsp;5 seconds. That's a lot of grunt from such a small motor — equivalent to competitors' V-8 engines — but the turbos spool up quickly to provide a lot of usable torque at lower revs, meaning responsiveness and thrust are immediate and considerable. It's accompanied by a soundtrack that is pure Italian; engage Sport mode, and butterfly valves open in the exhaust both to create better flow and to let those 404 cavalli be heard. Handling is acceptable, but the car feels heavy when changing direction. 
The steering feel isn't very communicative, but it doesn't require overly taxing effort from the driver, either. The Ghibli feels more luxurious than athletic when it comes to handling, with the emphasis on being a grand touring car rather than a sport sedan. It feels about on par with the Mercedes-Benz E550, while the 5 Series feels marginally sharper. 
The Ghibli's brakes are touchy but firm: Coming to a halt in a parking lot or stop-and-go traffic will frequently mean a jerky stop, until you get used to the pedal feel. Ride quality is very good, with most surface irregularities nicely damped, allowing the passengers' peace to remain undisturbed. 
Fuel economy is not great. The Ghibli S is rated 15/25/ 18 mpg city / highway / combined, with my week of spirited driving netting about 17 mpg on average. That's a little worse than the V-8-powered BMW 550i xDrive, at 16/24/19 mpg, and the E550 4Matic, at 18/24/21 mpg, both equipped with all-wheel drive. The V-6 versions of both German competitors are cheaper but considerably less powerful than the Ghibli S Q4, but both also offer a diesel engine, which is not available in the Ghibli in North America. 
INTERIOR The seating position and layout will be familiar to anyone who's been in a Chrysler 300 recently. Up front, it's roomy and comfortable, with big bolstered seats covered in high-quality leather. Most of my test car's interior was covered in that optional premium leather, a deep blood red in my test car, along with optional carbon fiber and aluminum trim. An oval, Maserati-logo analog clock sits high on the dash, but the whole interior doesn't feel as premium in the carbon-and-leather motif as one would expect for this much money. It's also not as stylish as one would expect from an Italian brand, with rather ordinary looking shapes and forms. 
Headroom is surprisingly plentiful front and rear. The front seats are big — almost too big; they cut into backseat legroom more than expected. Visibility is good except to the rear, where a small rear window and thick C-pillars obscure things behind you. Such is the price one pays for style. The Ghibli is a little louder at highway speeds than competing vehicles, which swath you in comfort and quiet, but it suits the more raucous nature of the Ghibli to let in a little more engine noise. In Sport mode, rapid acceleration is punctuated by a barking rasp on upshifts — not enough to disturb but enough to be noticeable. 
ERGONOMICS AND ELECTRONICS The driving experience is pleasant and road manners are acceptable, but the interior electronics are not. This is where the parts-sharing between Chrysler-brand vehicles and Maserati starts to show, and rather appallingly. Switches for windows and turn signals can be overlooked; such things function the same regardless of what brand of car they're in. And one feature that made the jump from Chrysler to Maserati is a plus: a rarity you can't find in almost any other European luxury car — remote start. Two other areas, however, carry over from Chrysler in unfortunate ways: the gear selector and the multimedia system. 
The Ghibli uses the same T-handle shifter found in Chrysler's full-size eight-speed sedans, and while the transmission itself is wonderful, the console shifter is awful. Four times out of five, you will not select the gear you want when shifting out of Park. Trying to find Reverse, Drive, Neutral? Doesn't matter; changing gears will take you at least two attempts. Thankfully, Chrysler is ditching this style in favor of a gated-type shifter for 2015; hopefully it will carry over to Maserati, as well. 
Multimedia systems should not be the same between brands, especially non-premium and premium ones, yet the exact same Chrysler Uconnect multimedia system that's available in a $22,000 Dodge Dart is carried over virtually unchanged in the $90,000 Maserati, right down to the icons and font styles. At least Lincoln tries to differentiate its MyLincoln Touch system from the MyFord Touch system with some new fonts and graphics, and the multimedia system in a Rolls-Royce Wraith may be BMW's iDrive, but it looks completely different. Not so&nbsp; in the Ghibli. Despite the system working quite well in both the Dart and the Ghibli, it feels like a half-baked solution that needed more time in development. 
CARGO AND STORAGE The Ghibli is a large car, so trunk space is plentiful. You get 17.7 cubic feet of cargo space, which is considerably more than in the BMW 550i (14 cubic feet), Mercedes-Benz E550 (15.9 cubic feet) or Infiniti Q70 (14.9 cubic feet). What the Ghibli lacks in backseat legroom it makes up for in trunk capacity. Fold down the rear seats to expand that capacity for longer or bulkier items. 
SAFETY The National Highway Traffic Safety Administration has not yet crash-tested the Maserati Ghibli, but the Insurance Institute for Highway Safety has, rating the car "good" in all its various tests. Front and rear parking sensors and rain-sensing windshield wipers are part of a premium package, but the Ghibli offers little in the way of advanced electronic safety systems, with things like adaptive cruise control, blind spot warning, advanced collision detection and lane departure warning simply not available. 
VALUE IN ITS CLASS With a starting price of $67,850, including destination, the base Ghibli is more expensive than its V-6-powered rivals. That price jumps to $77,850 for a more powerful (but still V-6) Ghibli S Q4 all-wheel-drive model, which is more expensive than its rivals' V-8 models. My test car stickered at a full $95,400, including a host of leather, carbon fiber, wheel and cosmetic packages that tacked on a considerable premium without adding much in the way of technology. Maserati Touch Control (aka Chrysler Uconnect) is standard, but a premium audio system is not. 
Competitors simply cost considerably less, starting with a $67,150 BMW 550i xDrive that features a more powerful 445-hp V-8. Even loading up a 550i brings it in roughly $5,000 to $10,000 less than the Ghibli, and still features far more technology and safety systems to boot. The Mercedes-Benz E550 is the same way, starting at $62,325 and featuring standard all-wheel drive, but with a V-8 that's only just as powerful as the turbocharged Maserati V-6 and with one fewer gear in its transmission. 
Load one up, and you're nearly $13,000 less than a loaded Ghibli and again getting far more electronic technology, safety equipment and onboard entertainment systems. Finally, an alternative that resembles the Ghibli's styling is the Infiniti Q70, which offers sporty handling, a more powerful V-8 engine and all-wheel drive for $65,505. Load one up with all the options, and you come in $20,000 less than a comparable Ghibli. 
The Maserati Ghibli provides an interesting alternative for the affluent car buyer who wants something different from the neighbors' BMW, Mercedes, Lexus, or Infiniti mainstays. It has the looks to turn heads, but its performance and technology just aren't competitive. Its success will have to rely almost entirely on its considerable exotic-brand cachet.

Maserati Ghibli

Maserati Ghibli looks to maintain high-end mystique

Kia prefers you not call the 2015 Sedona a minivan. But as the saying goes, if it looks like a duck and quacks like a duck . . . 
Note to Kia: the term minivan is not a dirty word, but relates to a specific conveyance that maximizes interior volume, yet does so in a reasonably efficient manner. However, the Korea-based automaker insists that the Sedona is a "multi-purpose vehicle" that possesses "CUV-like styling" (CUV stands for Crossover Utility Vehicle, which is one using a passenger-car platform). 
Really, Kia? Most folks prefer plain speaking to obfuscation any day and the minivan handle will ultimately prevail. There's absolutely no shame in that. There's also no shame in Kia's mission to become more competitive in a segment that encompasses the Honda Odyssey, Toyota Sienna, Nissan Quest and Chrysler's Town &amp; County and Dodge Grand Caravan. The most recent Sedona was also part of the pack, but hasn't been considered a major player. 
That should change fairly quickly once the new Sedona arrives this fall. The style and proportions are right on the money, starting with the familial Kia grille that dominates the nose, and ends with an attractive liftgate with integrated spoiler. The overall straightforward design is devoid of superfluous curves and angles and instead manages to make boxiness look good. Comparing the Sedona's key measurements to those of its competitors confirms that there's really little variance within the group. 
The interior is as clean and uncluttered as the exterior and abounds in handy touches. For example, the floor console is carry-on luggage-sized and there are two decent-sized glove boxes, including a cooled lower compartment for keeping your beverages chilled. 
For passengers, there's room for up to eight with the standard second-row bench, or seven with the optional lounge chairs (with retractable leg rests) that can be positioned facing the front or the rear. Either mid-row arrangement slides fore and aft over a wide range and both the 60:40 split bench or chairs stow against the front seats to maximize cargo space. Additionally, either or both sides of the 50:50 split third-row can be folded flat into the floor. 
Propelling the Sedona's all-new and stiffer platform is a 3.3-liter V6 that produces 276 peak horsepower and 248 pound-feet of torque. That compares with the previous 3.5-liter V6 that was worth 269 horsepower and 246 pound feet of torque. As used in the Kia Sorento tall wagon and the Cadenza full-size sedan, the 3.3 is more of a fuel miser and should outperform the 3.5, although actual mpg stats aren't available at this time. As before, a six-speed automatic transmission performs the shifting chores. 
Kia is still in the process of confirming content for each of the three expected trim levels, but it appears that base SX model at an estimated $28,000 will come with 17-inch steel wheels, keyless entry, backup camera and a basic audio system. The EX adds 18-inch alloy wheels, leather seats (heated in front), dual-zone air conditioning, power-sliding side doors, and touch-screen controls for the entertainment, communications and climate controls. 
The SXL trim level, which is new for 2015, provides full-on luxury with premium Nappa perforated leather seat coverings that are equivalent in quality to those found on Kia's limo-like K900 sedan. There's also tri-zone climate control, a dual-panel sunroof, push-button start, 19-inch wheels and a power-opening tailgate that automatically opens when it "senses" the key fob is in close proximity for more than three seconds. 
Additional safety items such as forward collision warning, blind-spot detection and rear cross-traffic alert are also available. 
It's likely that minivan (there's the dreaded word again) interest and purchases have seen their best days, which is unfortunate since they provide more family-focused practicality and comfort than most traditional sport utes and so-called crossovers. Like the minivan name itself, the well turned-out Sedona should be embraced for its overall goodness and Kia shouldn't shy away from that. 
What you should know: 2015 Kia Sedona Type: Four-door, front-wheel-drive minivan Engines (hp): 3.3-liter DOHC V6 (276) Transmission: Six-speed automatic Market position: Kia is one of only a half-dozen or so automakers that are manufacturing traditional minivans for the North American market. Despite the dominance of "crossovers," minivans remain more practical and useful. Points: On style points alone, this minivan is a winner; Standard V6 powerplant promises to be relatively frugal; Roomy, versatile interior will easily swallow plenty of stuff; New top-of-the-line model should take top honors for minivan luxury; Kia proves that there's still plenty of life and innovation to be mined in the minivan category. Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. MPG: (city/hwy) 18/25 (est.); Base price (incl. destination): $28,000 (est.) 
By comparison Dodge Grand Caravan Base price: $21,900 The least expensive way to obtain a new minivan. V6 engine is impressive. 
Honda Odyssey Base price: $29,900 Refreshed-for-2014 people-mover combines style and performance. 
Toyota Sienna Base price: $28,000 Still the only minivan on the market with available all-wheel-drive.

2015 Kia Sedona

2015 Kia Sedona: New 'CUV' offers minivan features

For those who require or desire something really big to drive, charting a course in the Lincoln Navigator's direction is one sure way to get your fill. For the 2015 model year there's more upper-end content and power to play with, all of which is contained inside a more tasteful, up-to-date package. 
The Navigator currently plays second banana to the equally proportioned and highly successful Cadillac Escalade, which is the usual ride of choice for sports and entertainment celebrities. 
Against that public relations onslaught, the latest Navigator might not, as stated in the vehicle's press materials "recapture that glory" of years past. However the changes that Lincoln's designers and engineers have visited upon the largest of Lincolns are nonetheless significant. 
The front clip incorporates a bolder split-wing grille, a new hood and projector-style headlamps ringed with mini LED running lights. In back, a full-width LED taillight bar is an attractive addition, even if it does accentuate the vehicle's proportions. The rest of the Nav's boxy sheetmetal remains constant with previous versions, which is pretty much how the Escalade and similar competitors appear. 
The Nav also rests on a set of 20-inch wheels (two inches larger than before), with an upgrade to 22-inchers available. 
Unchanged is your choice of the standard-length Navigator, or the Navigator L that extends the distance between the front and rear wheels by 12 inches and overall length by nearly 14 inches. 
Of course the big Lincoln's refresh wouldn't be complete without some attention paid to the interior. The good news is that the old-school-look dashboard has been completely modernized and the optional - on the "Reserve Package" - over-the-top wood trim has been replaced by more tasteful "Ziricote," which is an eco-friendly plant-based product used in watercraft. 
The Reserve Package also adds double-stitched premium leather trim for all three rows of seats - including a second-row bench or dual captain's chairs - plus the dashboard, king-size console/armrest and other surfaces. The only sour note is that the classy analog clock positioned atop the control panel has been deleted. 
All of the above-mentioned adjustments pale by comparison to the change between the front fenders. The previous 5.4-liter V8 that made 310 horsepower and 365 pound-feet or torque has been jettisoned for a twin-turbocharged 3.5-liter V6 that's rated at 380 horsepower and 460 pound-feet of torque. That compares favorably with the 2015 Escalade's 420 horsepower and 460 pound-feet of torque. 
A six-speed automatic transmission with manual shift control is in charge of directing power to the rear, or all four wheels when the Nav is equipped with Lincoln's optional Control Trac four-wheel-drive. 
Standard with either layout is Hill Start/Descent Assist that holds the vehicle for up to two seconds when transitioning from the brake pedal to the accelerator. This is definitely a helpful feature, considering the vehicle's nearly 6,000-pound base curb weight. Also standard is a load-leveling system that prevents the Navigator from listing when it's filled with heavy objects. 
The optional Continuously Controlled Damping, as the name implies, constantly adapts the suspension according to Normal, Sport (firm) and Comfort (soft) settings. 
As for towing ability, the Navigator's stout chassis can trailer up to 9,000 pounds, exceeding the Escalade's max capacity by 1,000 pounds. 
Fuel economy ratings have yet to be assigned, but a best guess would be 17 mpg in the city and 23 mpg on the highway (previously 14/20). 
The 2015 Navigator goes on sale later this year and carries a base price of $62,500. The L is $64,650. That's about $10,000 cheaper than the Escalade's base price which, barring any price wars or deep discounting, should push would-be rock stars in Lincoln's direction a bit more. 
What you should know: 2015 Lincoln Navigator Type: Four-door, rear /four-wheel-drive full-size sport utility vehicle Engine (hp): 3.5-liter DOHC V6, twin-turbocharged (380) Transmission: Six-speed automatic. Market position: Full-size luxury utility vehicles will always be popular with people who have plenty of disposable income and who need to haul their families and their toys to their mountain-top, lake- or ocean-front retreats. Points: Front and rear redesign is a modest improvement; Twin-turbo V6 has sufficient guts to get the job done and is a big improvement over previous V8; Upgraded interior and suspension appointments help Navigator keep up with the times; Any chance of a turbo-diesel option in the near future? Not likely; Similar updates also performed on Ford Expedition. MPG: (city/hwy): 17/23 (est.) Base price: (incl. destination) $62,500 
By comparison Chevrolet Escalade Base price: $72,700 All-new-for-2015 luxury wagon closely mimics Navigator's power output. 
Infiniti QX80 Base price: $62,500 Plenty of space towing capacity and luxury offset by a thirsty 400-hp V8. 
Mercedes-Benz GL-Class Base price: $64,000 AWD and lots of comfort features are included. Diesel engine is optional.

2015 Lincoln Navigator

2015 Lincoln Navigator offers added power

Just like the brand's loyal fan base, Jeeps pretty much come in all shapes and sizes. That will be especially so when the Renegade arrives on the scene later this year. 
It's the smallest of Jeep's sport utility vehicles, by a long shot. It was designed in the United States but it's being built by Fiat in Italy and will be sold in more than 100 countries. 
The Renegade is based on Fiat Chrysler Automobile's new "small-wide 4x4 architecture" that's engineered to handle plenty of rough- or off-road pounding. You might not think so looking at it as the body appears like something the animators from Disney's Pixar Studios might have dreamed up as a companion for Lightning McQueen in the next "Cars" movie installment. 
The exaggerated slotted grille and round headlights seem a bit too large for the sub-compact sheetmetal. Likewise the height-to-length ratio appears askew and there has been no attempt to integrate the pasted-on taillamps with the rear fenders and liftgate. Yet. collectively, all of the unusual styling elements harmoniously fit together. The Renegade exudes a fresh, youthful attitude that doesn't take itself too seriously. Let the good times roll, baby. 
For off-road activities, the body's front and rear body overhangs (the distance from the bumpers to the front and rear wheels) are practically non-existent and there's a generous amount of space between the tires and the fenders. Properly kitted out, the Renegade should take you to most places that other members of the Jeep family can also travel. 
An interior look-see confirms the Renegade's designers weren't fooling around when considering occupant comfort. The vehicle's narrow width - about three inches shy of the Jeep Wrangler - does place a premium on elbow room, but the dash and control panel are well laid out, the oversized knobs are clearly marked and the meaty steering wheel closely replicates what's found in the Grand Cherokee. 
Where the Renegade really shines is an extra-tall roofline that creates a spacious storage area with the rear and front passenger seat left upright or folded flat. 
Base models run with a turbocharged 1.4-liter four-cylinder that produces 160 horsepower and 184 pound-feet of torque. Select the non-turbo 2.4-liter four-cylinder option and output climbs to 184 horsepower. Torque is slightly less at 177 pound-feet. 
Transmission selection depends on the engine. The 1.4 turbo comes with a six-speed manual while the 2.4 is matched to a nine-speed automatic. 
Front-wheel-drive is standard for all (except the top-line Trailhawk off-road model) while Jeep's Active Drive four-wheel-drive is optional. The system's Auto, Snow, Sand and Mud modes are augmented by an exclusive Rock setting for the Trailhawk. Additionally, the Trailhawk comes with a low-range 20:1 crawl ratio gearing, unique wheels with all-terrain tires plus other off-road features. 
There's no word yet on fuel economy, but Renegades equipped with either drivetrain should be reasonably thrifty since there's less than 3,500 pounds to move around. A gas-saving automatic-axle-disconnect feature on 4x4 models automatically reengages the rear wheels when maximum traction is required. 
At a best-guess starting price of $17,000 (including destination charges) the base Renegade Sport includes only the bare essentials. Moving up to the Latitude model adds air conditioning, roof rails, fog lights and touch-screen audio, while the Limited gets dual-zone climate control, heated leather-trimmed seats (including eight-way power driver's seat) and 18-inch wheels (16- and 17-inchers come on lower trim levels). One unique option is the MySky dual glass roof panels that can be removed to maximize the open-air experience. 
The Trailhawk gets most of the Limited's spruce-up gear, but is the only route to take for adventuring far off the beaten path. But all Jeep Renegades include that one essential, yet hard to find ingredient. Fun. 
What you should know: 2015 Jeep Renegade Type: Four-door, front- /four-wheel-drive compact sport utility vehicle Engines (hp): 1.4-liter SOHC I4, turbocharged (160); 2.4-liter SOHC I4 (184) Transmissions: Six-speed manual (1.4); nine-speed automatic (2.4) Market position: Jeep is creating fun, funky and affordable vehicles that are primarily intended for a burgeoning youth market. As the first truly "world" Jeep, the Renegade is small and it's built in Italy, although it was designed here. Points: Like it or not, off-the-wall styling should generate significant feedback; Properly equipped, the littlest Jeep can be taken for some very rough rides; Surprising amount of passenger and storage room for such a small vehicle; Surprisingly, no automatic transmission available with base turbo engine; Believe it: this small Jeep will sell. Safety: Front airbags; side-impact airbags; side-curtain airbags; driver's knee airbag; anti-lock brakes; traction control; stability control. MPG: (city/hwy) 24/32 (1.4, est.) Base price (incl. destination): $19,000 (est.) 
By comparison 
Chevrolet Trax Base price: $19,000 (est.) New-for-2015 wagon is identical in size and power to the Buick Encore. 
Mini Cooper Countryman Base price: $23,000 Roomy Mini specializes in&nbsp; sporty handling and impressive fuel economy. 
Nissan Juke Base price: $20,000 Nifty little runabout comes with a 1.6-liter turbo I4 that makes up to 215 hp.

2015 Jeep Renegade

2015 Jeep Renegade: a small but fun ride

The 2014 Hyundai Tucson is a stylish, comfortable, surprisingly agile little SUV, but its size deficiency, mediocre gas mileage and worrisome crash-test ratings keep it from being a top choice. 
Small sport utility vehicles continue to climb in popularity, and it's no secret why. Cars like the new 2014 Hyundai Tucson provide the fuel economy of a compact car with the space of a tall station wagon, combined with the commanding outward view of a pickup truck. 
Hyundai has updated its compact SUV for the 2014 model year, giving it some new direct-injection four-cylinder engines, new shock absorbers, standard Bluetooth, a reclining rear seat, LED accent lighting and a tilt/telescoping steering wheel with audio controls. 
Exterior &amp; Styling The new Tucson doesn't look all that different from the prior model, aside from some new wheels and a slight revision to the grille. Hyundai instead chose to spend its money inside and under the hood, on equipment and engines. 
The styling is still fresh, following the Hyundai family look with similarities to the Elantra and Sonata sedans. Light-pipe LED accents are available around the headlights, while LED taillights are optional. The vehicle tested was a loaded Tucson Limited, and the included LED lights really added some pizzazz to the tail end. The Tucson looks good overall; it's not as edgy as a Ford Escape or as butch as a Nissan Rogue, but it's a clean design that will neither excite nor offend. 
How It Drives Updates for 2014 bring two revised engines to the party. Standard is a 164-horsepower, 2.0-liter four-cylinder engine that comes in the base GLS trim. Upgrading to an SE or Limited will earn you the more powerful 182-hp, 2.4-liter four-cylinder. Both are mated to a smooth six-speed automatic transmission, with either standard front- or optional all-wheel drive. Power numbers are up slightly from the previous year thanks to the addition of direct injection, and the result is brisk acceleration without sacrificing fuel economy. Initial accelerator response is a bit jerky, throwing passengers back in their seats until you get used to it. There's a bit of torque steer, as well, causing the steering wheel to pull left or right if you push hard on the gas from a stop. But with the smooth-shifting transmission and plentiful power, the Tucson never feels slow or ponderous, even with three full-size humans in it. 
Ride and handling are astonishingly good. The Tucson drives like a larger, more expensive vehicle than it is. It's quiet around town and under acceleration, with wind noise on the highway the only noticeable fault. Bumps are soaked up with minimal disturbance, with only some choppy motions on truly broken highway pavement upsetting the ride. It rides better than the skittish Ford Escape but isn't quite as sophisticated as the Rogue's big-car feel. Handling is tight; the Tucson feels nimble and quick, easily manageable in city traffic, and easy to park in a lot or on the street. In this class, however, quick handling is becoming increasingly common: the Escape, Rogue, Mazda CX-5 and Honda CR-V all handle well. 
The Tucson's gas mileage is not best-in-class; the front-wheel-drive Tucson reviewed is EPA rated at 21/28/24 mpg city/highway/combined. In comparison, the Ford Escape — with its much more powerful turbocharged 2.0-liter EcoBoost engine option — is rated 22/30/25 mpg. The Toyota RAV4 nets 24/31/26 mpg and the surprisingly miserly, yet fun-to-drive, Nissan Rogue comes in at 26/33/28 mpg (all figures are for front-wheel-drive models). 
Interior The most recent update to the Tucson brought a full interior upgrade, bringing it up to the latest level of Hyundai goodness, and it puts the little truck solidly among the segment's top competitors for comfort, style, utility and quality. The step-in height is surprisingly high, but the Tucson doesn't feel like a high-riding car. The seats are flat but comfortable over long trips, and they feel larger than those in the Escape (but not as supportive as those in the Rogue). Switches are well-laid-out, and everything is easy to use and easy to reach. Visibility is good in all directions except to the rear, where the belt line's stylish upturn results in small windows. This makes backing up challenging, especially if your Tucson doesn't have a backup camera, which isn't standard until you get up to the Limited trim. 
The loaded test vehicle also had an optional panoramic moonroof, which, when open, creates an amazingly light and airy feel in the cabin. The rear seats have decent width and headroom, even with the moonroof, and legroom is plentiful. The Tucson has more listed rear legroom than any competitor mentioned here, but the numbers seem hard to believe. While the Tucson feels more spacious in back than a RAV4 or Escape, the Rogue feels like it has much more rear legroom than the Tucson. This may be an example of manufacturers not using the same criteria to measure legroom, as we have already demonstrated is the case regarding cargo capacity. The only blemish on the very nice interior is the rear-window wiper motor, which is ridiculously loud and sounds like a sick cow when in operation. 
Ergonomics &amp; Electronics Hyundai has made the latest version of its Blue Link app manager standard in the Tucson Limited, and my test vehicle came with the optional Technology Package, which includes a 7-inch touch-screen, navigation, premium audio and more. 
Blue Link is easy to use but poorly organized; the home screen in particular is packed with icons that are difficult to find on the fly. Navigation is easy to use — inputing data is a trouble-free experience — but the map itself needs an update: A rerouting of U.S. 24 through northern Indiana that was finished several years ago still doesn't appear in its present location on the navigation system. Bluetooth streaming audio is standard on the Limited, and my iPhone paired up without a problem. 
Cargo &amp; Storage There's adequate room in the Tucson for bringing along a good-size suitcase plus a small duffel or two, but this car maximizes passenger space, not cargo room. It's a smaller car than its competitors, and it shows in the numbers: while the Tucson has 102 cubic feet of passenger room versus 98 in the Escape, 101 in the RAV4, and 100 in the two-row Rogue, it has just 25.7 cubic feet of cargo space behind the second row, as opposed to 34.3 in the Escape, 38.4 in the RAV4, and 39.3 in the Rogue. Fold the rear seats down, and the deficit gets even bigger: You get only 55.8 cubic feet of cargo space in the Tucson, versus 67.8 in the Escape, 73.4 in the RAV4, and 70.0 in the Rogue. That's a difference that's noticeable in normal use. 
Safety Crash-test ratings aren't so hot for the Tucson. The National Highway Traffic Safety Administration gave the Tucson a four-star safety rating overall, but the Insurance Institute for Highway Safety noted some front-impact issues, giving the Tucson a rating of poor in several categories, including overall front-crash safety. See the results of the organization's crash tests here and a list of the Tucson's standard and optional safety equipment here. 
Value in Its Class One area in which the Tucson shines is bang for the buck. A base Tucson GLS starts at $22,325, which is $1,670 less than the cheapest Ford Escape, more than $2,000 less than the cheapest Toyota RAV4 and about $1,300 less than the least expensive Nissan Rogue. The loaded Limited model started at $27,075 but added the Technology Package for $2,650 (which includes navigation and the panoramic moonroof). Once you add floormats and take into account package discounts, the total for the tested front-drive Tucson Limited was $29,835. Going the all-wheel-drive route would tack on another $1,500. Build a Tucson your way here.

2014 Hyundai Tucscon

2014 Tucson combines style, affordability

With an all-new 2015 Edge tall wagon, no one can accuse Ford Motor Co. of aiming low. And in point of fact the automaker has some mighty high ambitions for the new Edge: specifically, taking on high-end offerings from Audi, BMW and Mercedes-Benz and expanding the Edge's reach worldwide. 
Heady stuff, for sure, but can Ford pull it off? Time will tell, but on paper the new Edge looks to be an interesting competitor. Ford just invested $700 million in its Oakville Assembly Complex in Oakville, Canada, near Toronto, where the new Edge will be built. The 2015 model will debut in North America early next year, with sales to follow in South America, Europe and Asia Pacific. Ford plans to offer the edge in more than 100 markets worldwide. 
According to Ford, it was the top-selling utility vehicle brand in North America for a third consecutive year in 2013. Ford utility vehicle sales were up almost 20 percent in Europe last year, and in China, where Ford's share of the utility vehicle segment grew to 4.5 percent last year from less than one percent in 2012. In 2013, Ford sold 1.2 million utility vehicles worldwide, up 38 percent from 2012. 
The Edge actually shares its platform with the Ford Fusion mid-sized sedan and for North American markets the Edge will be offered in four model trims and three engine options. The models include the base SE, the well-equipped SEL, the Sport and a luxury model dubbed Titanium. 
The engine offerings in North America include a turbocharged 2.0-liter "EcoBoost" four-cylinder with preliminary ratings of 245 horsepower and 270 pound-feet of torque. Ford said the new engine is substantially upgraded from the old 2.0 EcoBoost offering. There's a lighter engine block and pistons, higher compression ratio and a new direct-injection fuel system. Ford's Auto Start-Stop system will be available to decrease fuel consumption by shutting down the engine when the Edge is stopped in traffic. 
The Edge Sport comes with an all-new 2.7-liter turbocharged "EcoBoost" V6 engine that will produce more than 300 horsepower, although final specs have not been announced. This will be the highest horsepower engine ever offered in an Edge and will deliver the best performance since the model was introduced in 2006. 
Last but not least, Ford will offer a non-turbocharged, non-Ecoboost 3.5-liter V6, with specs to be announced. Regardless of engine, though, the only transmission is a six-speed automatic, which for the first time will be available with paddle shifters mounted to the steering wheel for manual gear changes. 
In terms of appearance, the Edge retains its familiar shape as a five-door tall wagon, but Ford has gone all out with upgrades and new technology to make this vehicle more desirable to consumers. For the first time, there are features such as front-camera technology to help drivers see better in certain instances, an enhanced active park assist system to enable perpendicular and parallel parking in tight quarters, and an advanced adaptive steering system. 
Other tech goodies include adaptive cruise control that speeds up or slows down the Edge to match traffic; Ford's Blind Spot Information system; cameras mounted front and rear; forward and reverse sensing systems; heated steering wheel, front and rear seats, with front-seat cooling; active glove-box knee airbag; and the latest-generation Microsoft Sync system to run many of the vehicle systems. 
Another area where Ford has devoted considerable time and effort is improving the quality of materials, as well as the appearance of the interior. Overall, the cockpit exudes much more sophistication and technology than before. A one-inch longer wheelbase (the distance between the front and rear wheels) and more efficient packaging means there is more headroom, legroom and cargo room. 
By any measure, though, the 2015 Edge appears at first blush to be a big step up for Ford Motor Co., but it won't be until it actually reaches the North American market next year before we'll know whether it's a true competitor for the best Europe has to offer. If nothing else, it should be a spirited battle.

Ford Edge review

Ford looks for an edge against upscale automakers

There's a new little secret under the hoods of some 2014 Ford Fiesta small cars. 
Added as an optional selection for Fiesta buyers during the model year, a new, three-cylinder, gasoline engine with turbocharger is so fuel thrifty, it makes the Fiesta the top gasoline-powered 2014 sedan in fuel mileage in the United States. 
In fact, the 2014 Fiesta four door with SE EcoBoost package has government fuel economy ratings as high as those for some diesel-powered sedans from BMW, Audi and Volkswagen. Specifically, the 2014 Fiesta sedan with the three-cylinder, EcoBoost engine is rated at 31 miles per gallon in city driving and 43 mpg on highways for a combined average of 36 mpg. 
The numbers aren't far-fetched. The test Fiesta sedan with the little engine averaged 34 mpg, even when the driver wasn't driving to maximize mileage. This translated into a surprising travel range of 421 miles on one tank of gasoline at a cost of $45 at today's prices for regular unleaded. 
The subcompact Fiesta, with attractive styling and a front end that looks like it's derived from an Aston Martin, is affordable to buy, too. 
Starting manufacturer's suggested retail price, including destination charge, is $17,400 for a front-wheel drive, five-seat, 2014 Fiesta SE sedan with the 123-horsepower, 1-liter, double overhead cam, turbocharged, EcoBoost engine. Only a five-speed manual transmission is offered with this engine, and buyers are limited to getting this engine on only one of the Fiesta's three trim levels — the midlevel SE. 
This means that buyers can't get a factory-installed rearview camera because that's only offered on the top Fiesta trim level. They can't get bigger, flashier wheels, either, on the fuel-sipping Fiesta with EcoBoost engine. But they can add an optional moonroof and heated front seats and still wind up with a retail price, including destination charge, of just over $18,000. 
Note that the fuel-savvy Fiesta sedan with the 1-liter power plant has a starting retail price that's $2,475 more than the $14,925 starting retail price for a base, 2014 Fiesta sedan. The base 2014 Fiesta sedan comes with 120-horsepower, 1.6-liter, naturally aspirated four cylinder and five-speed, manual transmission that has a government rating of 28/36 mpg. Overall, the base Fiesta sedan has a fuel economy rating that's 16 percent lower than the smart-mileage Fiesta with the three cylinder. 
Competitors include the 2014 Toyota Corolla LE Eco sedan with 140-horsepower, 1.8-liter, naturally aspirated four cylinder and continuously variable transmission (CVT) has a starting retail price of $19,510. The Corolla LE Eco, with government fuel economy ratings of 30/42 mpg, comes standard with a backup camera and is larger in size than the Fiesta. 
Another competitor, the 2014 Nissan Versa sedan, has a starting MSRP, including destination charge, of $14,800 for a Versa S Plus that is rated at 31/40 mpg. This model comes with 109-horsepower, four-cylinder engine and a CVT. 
While the Fiesta's three-cylinder engine is new to the United States, it has been used in Fords sold in Europe, where fuel prices are high. 
Truth be told, Americans aren't all that familiar with three-cylinder engines, and there are few cars sold in the United States that have them. One exception is the 2014 Mini Cooper Hardtop whose three-cylinder gasoline engine, like that in the Fiesta, is turbocharged. 
Turbo boost helps three-cylinder engines provide a spunky performance and quicker acceleration than what would come from a naturally aspirated power plant. 
Three-cylinder engines also are inherently imbalanced, since two pistons go up and down at the same time vs. the singular remaining piston operating solo. In the Fiesta, Ford engineers installed special engine mounts to handle the engine vibrations and used the flywheel and front pulley to, in essence, cancel the imbalance. The effort worked so well that no passenger in the test Fiesta could tell that the car was propelled by a three cylinder. Everyone guessed it was a four cylinder. 
To be sure, the Fiesta could sound and feel like it was working hard on long uphill stretches of highway and carried four adults and luggage. 
But in most situations, the car, which weighs less than 2,700 pounds, was not anemic. 
Zero to 60 miles per hour time in about 7 seconds, which is on par with typical sport utility vehicles, and the Fiesta was a comfortable, frugal traveler in city driving, on rural roads and on flat highways. 
Torque peaks at 148 foot-pounds at 5,000 rpm, and the driver could work the five speed manual to get the most from the power band when needed. 
Road noise and some wind noise came through into the passenger compartment. The ride was firm, not floaty, and passengers felt road bumps and pavement blemishes as mostly vibrations. This inexpensive car riding on 15-inch tires with steel wheels was agile, easy to maneuver and had better handling than expected. 
The test Fiesta also had impeccable fit and finish, inside and out. 
While the dashboard was dominated by plastic, the textures and gauges and controls were pleasant. Cloth seats up front gave good support and didn't look bare-bones. But they had to be adjusted manually. 
The backseat cushions were short, and legroom can feel tight at 31.2 inches. While there are three seats and seat belts in the backseat, three people back there feels like too many. 
But front-seat passenger and driver get good 42.2 inches of legroom, and trunk space of 12.8 cubic feet in the Fiesta sedan is generous for a subcompact. 
The 2014 Fiesta sedan earned a four-out-of-five-stars rating, overall, from the federal government in crash tests. 
But side crash test results were only good enough for two stars. 
Consumer Reports magazine said predicted reliability for Fiesta cars is worse than average.

2014 Ford Fiesta

Ford Fiesta drops a cylinder, gives gas mileage a boost

Name your need and Volkswagen can likely serve up just the right Golf. 
The seventh-generation of VW's small hatchback really does have what it takes, whether that means carrying you great distances on a single tank of fuel, hauling your personal effects to college or on camping trips, or allowing you to zip through traffic on your way to work, Speed Racer-style. 
In Europe, the latest Golf has been around since the 2013 model year, however North Americans won't get a crack at it until this August when the cars arrive from Volkswagen's factory in Mexico. A new Golf wagon and electric-powered e-Golf will follow a few months later. 
The 2015 model maintains a familiar look that began with the first Golfs, which replaced the original Beetle for 1975. Over the years, the sheet metal has become more stylish, of course, with the new model looking particularly handsome ahead of the front doors. It's also cheats the wind a little better. 
The Golf has also been stretched by about two inches overall - most of it between the front and rear wheels -with width increased by about half an inch. The hatchback's elongated appearance is more pronounced due to a one-inch reduction in body height between the rocker panels and the roofline. Regardless, interior volume has increased, both for passengers and stowage. 
A peek inside reveals an impressive cabin layout that's devoid of any hint of low-rent cost cutting. The front seats are well bolstered and the soft-touch dashboard and angled-toward-the-driver control panel have an upscale-ness commonly reserved for more expensive German-designed brands. In addition, all Golfs come with a 5.8-inch touch-screen infotainment system that responds to swiping and pinch-zooming/expanding, just like most smart phones. 
More treats are in store between the front fenders. The base Golf runs with a turbocharged 1.8-liter four-cylinder that makes 170 horsepower and 200 pound-feet of torque. It replaces the previous non-turbo 2.5-liter five-cylinder that also pumped out 170 ponies, but had only 177 pound-feet of torque. Additionally, the lighter turbo-four helps the latest Golf weigh in at about 100 pounds less than the outgoing version. 
Die-hard turbo-diesel fans will be pleased that the returning Golf TDI's 2.0-liter four-cylinder produces150 horsepower and 236 pound-feet of torque (a gain of 10 horsepower but the same torque rating from the previous TDI). 
The base 1.8 can be ordered with a five-speed manual transmission or optional six-speed automatic, while the TDI shifts with a six-speed manual or extra-cost six-speed automated manual. 
Fuel economy has improved for both models, but it's most apparent with the 1.8-liter gas engine that earns an estimated 26 mpg in the city and 37 mpg on the highway with the manual transmission, up from 23/33 from the previous 2.5. 
Moving up to the Golf GTI gets you an improved turbo 2.0-liter four-cylinder that makes 210 horsepower (a gain of 10) and 258 pound-feet of torque. Transmission choices mirror those on the TDI: a six-speed manual; or optional six-speed automated manual. 
If you move quickly, you can snag a limited-availability two-door Golf Launch Edition for $18,800, which includes air conditioning and the usual power-operated accessories. Otherwise the starting point is the two- or four-door Golf S that starts at $19,800 and adds alloy wheels, faux leather seating and cruise control. 
Both the SE and SEL pile on the content, including 17-inch wheels (16-inchers come with lesser trims), panoramic sunroof, Fender-brand premium sound package, push-button start plus backup- and forward-collision warning systems. 
Meanwhile the $25,200 GTI looks sharp with its unique 18-inch wheels, sport front seats, fog lamps, adaptive headlights (that pivot in the same direction as the car when turning) and ambient interior lighting. 
Golfs sold in North America will no longer originate from Germany, but that move might keep prices low and content levels high. And varied. That's how you get the just-the-right Golf. 
What you should know: 2015 Volkswagen Golf Type: Two- /four-door, front-wheel-drive compact hatchback Engines (hp): 1.8-liter DOHC I4, turbocharged (170); 2.0-liter DOHC I4, turbo-diesel (150); 2.0-liter DOHC I4, turbocharged (210). Transmissions: Five-speed manual; six-speed automatic (opt.); six-speed manual (std. TDI and GTI); six-speed automated manual (opt. TDI and GTI). Market position: Volkswagen practically invented the small hatch market 40 years ago and continues to perfect the genre by improving style and space, upping the performance quotient and keeping prices affordable. Points: Iconic hatchback is the best-looking, roomiest yet; All-turbocharged engine lineup a breakthrough in compact segment; Upgraded interior in a class by itself; Across-the-board fuel-economy improvements makes for a more enticing buy; GTI model remains a popular choice for enthusiast drivers who don't have the budget for a BMW 3-series. Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. MPG: (city/hwy) 26/37 (1.8, MT) Base price (incl. destination): $18,800 
By comparison 
• Ford Focus hatchback Base price: $19,450 Roominess and,fuel economy in a fun-to-drive package. ST model impresses. 
• Kia Forte5 Base price: $20,500 High-style, spacious hatch offers more powerful engine than sedan. 
• Mazda3 5-Door Base price: $19,750 Great fuel economy in a hatchback that drives more like a sports car.

VW Golf

2015 Volkswagen Golf combines fun and affordability

Cars.com's team of editors at the 2013 Los Angeles Auto Show were convinced Lincoln's compact luxury SUV, the MKC, had the right attitude to jump into the extremely competitive segment with a full head of steam; we unanimously named it a "Winner" in our auto show postmortem. 
Fast-forward a few months and I'm driving preproduction versions of the MKC in the Santa Barbara, Calif., area. Lincoln chose a peculiar selection of pavement for the introductory drive, consisting of high-speed canyon roads with countless tight turns, dips and elevation changes. It's the kind of road motorcycles and sports cars call home, but not small SUVs. Did I mention this is a Lincoln? A brand that doesn't have the most sporting reputation. 
My chariot for most of the test was a loaded MKC with the optional and more-powerful turbocharged 285-horsepower, 2.3-liter four-cylinder engine, which comes standard with all-wheel drive. Perhaps the biggest surprise from this first romp in the MKC is that it's not at all out of place being ferociously driven through winding California roads. 
The MKC's surprising agility is something almost all compact luxury SUVs promise; some deliver more than others. The competitive set includes the Acura RDX, BMW X1/X3, Land Rover Range Rover Evoque and Audi Q5. Few MKC owners will ever take their car on these canyon roads, but shoppers will be glad to know the MKC's sporty promises are honored. The well-balanced MKC has significantly more cornering grip and handling confidence than you'd expect from a Lincoln SUV. 
Best of all, ride quality on everyday roads is still luxury-like even with the MKC's surprising dynamics. All-wheel-drive models use Lincoln's continuously controlled dampening suspension to adjust shock firmness on the fly, and it works to a big extent. The SUV hunkers down in Sport mode and reduces body motion to almost nil compared to the comfy, isolated default mode. 
Luxury-like also describes the noise levels in various types of driving. Active noise cancellation and acoustic glass are a few ways Lincoln suppresses unwanted noises. There's a slight whistle of wind noise at highway speeds. No worries, as the excellent and optional THX sound system can drown that out with ease. 
Under the hood is equally quiet with both the more powerful engine I spent the most time driving, and the standard 240-hp, turbocharged 2.0-liter four-cylinder I took for a brief spin on different roads. The 2.3-liter is a unique engine not offered on the Ford Escape from which the MKC is derived, and is similar to the four-cylinder soon to be under the hood of the 2015 Ford Mustang. Power from the 2.3-liter is good; however, I wouldn't call it particularly fun or a huge upgrade considering the 2.0-liter offers a similar punch despite being down 45 hp. Lincoln's power ratings are measured using premium fuel, and regular can be used but won't return the same power. 
The 2.3-liter is currently offered in only the two higher trim levels, which puts its premium at over $4,000 versus the 2.0 all-wheel drive. It also has the lowest fuel economy of the bunch with 18/26/21 mpg city/highway/combined ratings and only comes with all-wheel drive. A front-wheel-drive 2.0-liter is rated at 20/29/23 mpg and with all-wheel drive is 19/26/22 mpg. 
Lincoln's design department should get a high-five for how well the MKC looks going down the road. Tight proportions, oozing style and a mean, aggressive stance are traits that breathe fresh air into the Lincoln brand. There's little indication the MKC is based off Ford's Escape platform — the MKC is sleeker and wider, and the contemporary exterior and interior are just as impressive now as they were on the auto show floor. It does all this without much sacrifice to interior room. At 6 feet tall, I sat comfortably in the backseat despite a sloping roofline that usually cuts into headroom. 
So far, you've seen "optional" and "available" used frequently above, with good reason. Loaded with optional equipment like Bridge of Weir leather seating, 19-inch wheels, panoramic roof, navigation, blind spot warning, a Technology Package with adaptive cruise control and active park assist, power tilt/telescoping steering wheel, THX stereo and a lot more, the MKC I tested was a pricey $50,405 — the entry-level model starts at $33,995 (prices include destination). 
On the inside, Lincoln carries over the push-button gear selector from the MKZ. It's there to free up space on the center console, and of course to be unique. In terms of usability difference compared to a traditional gear selector, there's nothing groundbreaking with how the freed-up console space is used. There's a small cubby with two USB ports and two cupholders — spaces easily found in other luxury SUVs that use a console shifter. I prefer the tactile feel of a traditional shifter compared to this button layout. 
Lincoln sold roughly 600 MKCs so far in its first month on sale. Cars.com's national inventory is quickly populating with the MKC and currently shows pricing favoring the $40,000-$45,000 spectrum. Lincoln offers a lot of flexibility with pricing and individual options, so it's easy to customize to a price range. For $40,000-$45,000, the MKC should be a serious consideration for compact luxury SUV shoppers.

Lincoln MKC

2015 Lincoln MKC offers a well-balanced ride

Like some supermodel sashaying down the runway, the Chrysler 200 made its much-anticipated entrance at the 2014 North American International Auto Show in Detroit in January. 
Was it worth the wait? 
If first impressions count, the answer is yes. The Detroit-built high-fashion sedan with its decidedly Italian underpinnings is a far cry from the previous-generation model, both in style and content. 
The 200 is an important car for Fiat Chrysler since it competes in the high-volume midsize bracket that's the bread, butter and jam for Toyota, Ford, Honda and Hyundai et al. 
The outgoing model, which began as the Sebring before being updated for the 2010 model year and rechristened the 200, was actually a decent enough car when properly equipped, but was clearly outgunned by the competition. Its sales strength was predicated on steep price discounts and clever advertising, which helped keep it in the game. 
The 2015 200 shouldn't have to resort to giveaways to make its way in the world. From any angle it has a leading-edge contemporary look that's very easy on the eyes. There's some roofline similarity with the Ford Fusion and a passing resemblance to the Dodge Dart (both it and the 200 share the same basic platform), but none of that takes away from the 200's considerable attractiveness. 
Size-wise, the 200 varies only slightly from the outgoing version and is closely similar to the midsize-pack leaders. Interior room and trunk space are increased slightly, as is the car's width, although the distance between the front and rear wheels is reduced by about an inch. 
The interior is as attractive as the sheet metal, with easy-to-view primary gauges, plus-sized control knobs and optional 8.4-inch touch-screen display (a five-inch screen is the base unit). But what really stands out is the absence of a floor shifter that has been replaced by a console-mounted knob, just like the one in Chrysler's Ram 1500 pickup. 
An issue with the previous 200 was the old base four-cylinder engine that was shy on power and fuel efficiency. That has been rectified with a new 2.4-liter four-cylinder that produces 184 horsepower and 173 pound-feet of torque (up from the 173/166 rating of the previous&nbsp; 2.4). The engine, which is standard in Chrysler's Jeep Cherokee and optional in the Dodge Dart, connects to a nine-speed automatic transmission that helps the 200 achieve 23 mpg in the city and 36 on the highway. 
The nine-speed is also mated to the optional 3.6-liter V6 that's a mainstay in other Chrysler products. This particular iteration makes 295 horsepower and 262 pound-feet. 
Although a front-wheel-drive vehicle, the 200 can be had with all-wheel-drive, but only if the V6 is ordered. In normal operating conditions, the rear axle is completely disconnected, which Chrysler claims reduces parasitic losses by up to 80 percent when compared with other systems with their continuously rotating axle shafts. That helps fuel economy and likely saves wear and tear on various drivetrain components. In slippery road conditions, the rear wheels can receive as much as 60 percent of the engine's torque. AWD is permanently engaged when the driver selects Sport mode. Here, throttle response and transmission shift responses become sharper and the electronic stability control becomes less nanny-like. 
The starting-point 200 LX, which rings in at $22,600 including destination charges, includes numerous power-operated and comfort features plus keyless push-button start. 
The up-level Limited, S and C levels are likely where most buyers will shop since they include plenty of extras and are necessary if you want the V6, AWD and numerous impact-avoiding electronic safety systems, infotainment systems and luxury-oriented creature comforts. 
Ultimately though, it's the Chrysler 200's glamour-like appearance and power train improvements that will make the difference as it dogfights its way back into contention in the midsize field. 
What you should know: 2015 Chrysler 200 Type: Four-door, front-/ all-wheel-drive, midsize sedan. Engines (hp): 2.4-liter SOHC I4 (184); 3.6-liter DOHC V6 (295) Transmissions: Nine-speed automatic Market position: Chrysler is stepping up its game in the midsize category with the kind of styling, content and power that will make most sedan shoppers forget all about the automaker's previous Sebring/200 efforts. Points: All-new look is right on the money and outclasses many of its competitors; Base four-cylinder engine delivers impressive fuel economy and the V6 has a reputation for impressive power; Rotary-dial shifter saves space and de-junks the console; North American design and Italian structure makes for an interesting and competitive combo. Safety: Front airbags; side-impact airbags; side-curtain airbags; front knee airbags; anti-lock brakes; traction control; stability control. MPG (city/hwy): 23/36 (2.4) Base price: (including destination) $22,600

Chrysler 200

2015 Chrysler 200 a fashionable mid-sized sedan

The wait is almost over for Mustang fans. 
Ford announced that dealers can start taking orders for the redesigned-for-2015 coupe, but all the pieces of the pricing puzzle have not yet fallen into place. The 2015 Mustang with the 300-plus-horsepower, 3.7-liter V-6 will start at $24,425, including a destination charge, and will be available at dealerships this fall. The 2015 Mustang is only slightly more expensive than the outgoing, 2014 version, which starts at $23,335, including destination. 
The pony car's nemesis checks in at a similar price: The 2014 Chevrolet Camaro with the 323-hp, 3.6-liter V-6 starts at $24,550, including destination. Although the automaker announced pricing for the base V-6 model, it's still mum on how much the midlevel turbocharged four-cylinder and topline V-8 versions will cost. 
The Mustang's base 3.7-liter joins new 305-plus-hp,turbocharged 2.3-liter four-cylinder and the updated 5.0-liter V-8 that Ford says is good for more than 420 hp. Transmission choices include a six-speed manual and a six-speed automatic. 
Aside from sleeker, more modern styling cues outside and a new four-cylinder engine, the 2015 Mustang also gets a fully independent front and rear suspension as well as a host of new standard features, including a backup camera, high-intensity-discharge headlamps, leather-wrapped tilt/telescoping steering wheel, keyless access, push-button start, two USB ports and Ford’s Syncmultimedia system with voice control, app compatibility and a 4.2-inch touch-screen. 
Options include an 8-inch touch-screen with navigation, a blind spot warning system, a cross-traffic alert system, adaptive cruise control, selectable drive modes that allow the driver to alter throttle and steering settings, and a launch control system that Ford says gives drivers maximum and consistent acceleration at the track.

2015 Mustang

Ford 2015 Mustang set to arrive at local dealers this fall 

Nissan's cream-of-the-crop 370Z Nismo is the Z with the most sporting intentions, amplified with specialty parts from Nissan's Nismo performance division. The track-ready Nismo is further polished for 2015 with new bodywork similar to its supercar GT-R Nismo sibling; it also gets an available seven-speed automatic transmission for the first time plus a feature-heavy Tech grade model. 
Research the Nissan 370Z 
Perhaps most notable is the shrunken rear spoiler for 2015 and new, more aerodynamic-looking Nismo styling that Nissan says is fully functional and optimizes front and rear downforce. The red accent stripe from front to back is a Nismo staple, which is also included on the aforementioned GT-R Nismo, Nissan Juke Nismo and Nismo RS models. 
For the first time, a seven-speed automatic transmission with paddle shifters and rev matching is optional; it joins the six-speed manual transmission— non-Nismo 370Zs also use a seven-speed automatic. Other new options include the Tech grade 370Z Nismo that adds navigation, 7-inch touch-screen, backup camera, Bose audio system, satellite radio and Bluetooth streaming audio. 
The Nismo 370Z is more than just an appearance package with an additional 18 horsepower compared to the regular 370Z, a retuned suspension with unique springs and stabilizer bars, plus larger brakes and a limited-slip differential, all standard. The package's lightweight 19-inch wheels are restyled for 2015 with a new twin five-spoke design; a dark gray finish replaces the previous wheels' silver coating. 
Pricing for the 370Z Nismo and newly optional equipment will be available closer to when the car goes on sale in July. The outgoing 2014 model started at $43,830 with destination.

Nissan 370Z

Nissan ups aerodynamics, transmission on 2015 370Z

The WRX STI's continued existence confirms that Subaru's somewhat conservative image is at least partly a myth. 
The rally-racer-inspired model is an integral member of the automaker's performance lineup that includes the lower-echelon WRX and the BRZ sport coupe. All three mix it up in dealer showrooms alongside more mainstream Legacys, Outbacks and Imprezas. 
In full-on racing trim, the STI has achieved legendary status as one of the leanest, meanest cars ever to duke it out on the World Rally Championship stage. Although not exactly the same car, the 2015 street edition should provide plenty of thrills. 
The redesigned sedan is more stylish, punctuated by the new grille, a hood with functional scoop, and flared fenders that integrate more smoothly with the rest of the body. The WRX STI and its tamer WRX sibling will no longer also be offered as hatchbacks. 
Of course the STI still has a big rear wing that doesn't serve any real purpose in everyday driving, but it's an iconic badge of honor for any Subie enthusiast and provides some necessary downforce for owners who occasionally venture forth on the racetrack. The STI simply wouldn't be an STI without it. 
The new model is only slightly longer and wider than the previous version and adds 1.2 inches between the front and rear wheels and two more inches of rear-seat legroom. The car is just two pounds heavier than before. 
Making entry easier are wider doors and a new flat-bottom steering wheel that fronts a carbon-fiber-trimmed soft-touch dashboard. 
Subaru has focused on handling and agility improvements for the STI with a stiffer chassis and faster-acting power steering. As well, the suspension components and the Brembo-brand brakes have been beefed up. If you're seeking a pillow-soft ride, the STI definitely isn't the car for you. 
Left untouched is the STI's turbocharged 2.5-liter four-cylinder engine that makes 305 horsepower and 290 pound-feet of torque. It's connected to a six-speed manual transmission that includes Incline Start Assist, which is a feature that prevents the car from rolling backward on a hill as your right foot transitions from the brake to the gas pedal. Fuel economy is unchanged at 17 mpg in the city and 23 on the highway. 
STI drivers can control powertrain performance by adjusting the Si-DRIVE rotary dial to sharpen throttle response from Intelligent (relaxed), Sport (quicker) and Sport Sharp (quickest) modes. 
Similarly, the STI's new adjustable Active Torque Vectoring with Normal or Traction (less restrictive) settings applies braking force to the inside front wheel for more precise cornering. 
The STI's permanently engaged all-wheel-drive splits the torque 41/59 (front/rear) in normal driving conditions, but automatically varies the front-to-rear and side-to-side split when needed. The AWD can also be "locked" by the driver to one of six settings, depending on conditions. 
With a base price of $35,300 (including destination charges), the STI arrives fairly loaded with dual-zone climate control, rear camera, six-speaker sound system and an "All Weather Package" with heated front seats, outside mirrors and windshield wiper de-icer. 
Move up to the Limited and a power moonroof, leather-seat covers, eight-way power driver's seat and a premium Harmon/Kardon stereo are standard. 
Subaru is also adding a limited edition (1,000 cars, in total) STI Launch Edition that includes gold-painted BBS-brand wheels, a short-throw shifter and a special Blue Pearl paint scheme. 
A navigation system (perfect for those not employing an actual navigator when rallying) and keyless entry and start are among the few options. 
Despite the impressive comfort amenities, the STI remains a serious near-racing car that's ideally suited for the equally serious owner with sporting intentions. For non racing-inclined drivers, the tamer (but still potent) WRX might be more to their liking. 
Either way, your drive route will have you traveling on Subaru's wilder side. 
What you should know: 2015 Subaru WRX STI Type: Four-door, all-wheel-drive compact sedan Engine (hp): 2.5-liter DOHC horizontally opposed four-cylinder, turbocharged (305) Transmission: Six-speed manual Market position: The STI exists in an ultra-exclusive rally-race niche bracket where the only direct competitor is the Mitsubishi Evolution. And that model's upcoming retirement leaves only hot hatchbacks to compete against. Points: Redesign results in the most attractive STI yet; No change in base engine, but with 305 horses there's no urgent need for any improvement; Six-speed manual is the only transmission. Perhaps it's time for an automated manual option; No more Mitsubishi Evo after 2014 is sad news for fans of this genre, but give the STI free reign. Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. MPG (city/hwy) 17/23: Base price (incl. destination) $35,300 
By comparison: 
Mitsubishi Evolution Base price: $39,000 Fast, but dated Lancer-based rally machine will sadly be missed. 
Nissan Juke Nismo Base price: $27,000 Fun and funky small hatch is plenty peppy with 197 horses to play with. 
Mini Paceman JCW Base price: $36,500 Sporty all-wheel-drive mode looks good and puts out 207 horsepower.

Subaru WRX STI

Subaru 2015 WRX STI meshes sportiness with style

Subaru WRX STI -crop

Looks can be deceiving, but it's no lie that the 2015 Ford Focus makes a strong styling statement and backs that up with equally impressive comfort, roominess, safety and fuel efficiency. 
Credit the Focus and its smaller Fiesta sibling for leading the way back for Ford in North America. These are cars that European buyers have enjoyed thrashing for years. 
Meanwhile on this side of the pond, we were offered watered-down versions with blander styling and softer, less-precise freeway-tuned suspensions that were matched with less energetic powertrains. Fortunately, the Euro models are now sold here and the playing field is level. 
The latest Focus, which arrives this summer in sedan and hatchback body styles, follows the 2014 Fiesta's lead by displaying Ford's corporate grille design that's also found on the mid-size Fusion, full-size Taurus, and even the soon-to-arrive 2015 Mustang. Some might express a preference for the previous open-mouth air intake, but the change certainly makes the car appear richer, more tailored and more aerodynamic. 
Other physical adjustments include a new hood, front fenders and rear deck/liftgate. There are also new headlights and front and rear taillamps plus revised trim, seat covers, a new floor console and a standard screen for the rear-view camera. 
Unseen changes incorporate retuned front and rear suspensions for improved handling and ride comfort and a less-intrusive stability control system that gives the driver greater latitude when operating the vehicle in slippery conditions. 
But perhaps the most important Focus change agent is found under the hood. For 2015 you can now opt for a turbocharged 1.0-liter three-cylinder engine that makes 123 horsepower and, more importantly, a stout 132 pound-feet of torque. 
Ford's littlest turbo is the same one available in the smaller Fiesta. However with an extra 350 pounds of Focus to haul around it might not seem quite as spirited, or as fuel-efficient. The automaker has yet to release official figures, but since the Fiesta is rated at 32 mpg in the city and 45 mpg on the highway equipped with a mandatory six-speed manual transmission, you can expect the Focus to get about 30/43. That's right, no automatic transmission with the 1.0. 
Standard issue (and unaltered for 2015) is a 2.0-liter four-cylinder that makes 160 horsepower and 146 pound-feet of torque. Its fuel numbers are 27/37 (28/40 with the optional fuel-saver SFE package) when operated through a six-speed automatic transmission. Standard is a six-speed manual trans, which replaces the previous five-speed unit. 
Also likely to make its encore is the Focus electric as well as the performance-minded ST hatchback with its turbocharged 252-horsepower 2.0-liter four-cylinder. 
As with many smaller cars, the Focus can be had with the kind of safety and security options that previously were only offered in larger, pricer models. Chief among them is a "Blind Spot Monitoring" system with "Cross Traffic Alert" that warns of rear approaching traffic from either side of the vehicle, or when vehicles are crossing from behind when you're backing up. 
Also available is lane-departure warning, which vibrates the steering wheel if the vehicle begins drifting from its intended lane without you signaling to do so. The system will also try to "steer" the car back to its original lane should you not take appropriate corrective actions. 
If you would prefer a frugal Focus, the price-leader S sedan is expected to start at about $18,000, including delivery fees. It arrives in pretty basic shape, but move up to the SE or Titanium trim levels and content levels rise dramatically. Some of the more popular options include MyFordTouch communications and infotainment system, power sunroof and upgraded audio package, to name a few. 
The Focus's tweaks, upgrades and enhancements certainly improve the breed and hammers home the fact that small cars have a lot more to offer in shape and content than you might think. 
What you should know: 2015 Ford Focus Type: Four-door, front-wheel-drive compact sedan and hatchback Engines (hp): 2.0-liter DOHC I4 (160); 1.0-liter DOHC I3, turbocharged (123) Transmissions: Six-speed manual; six-speed automatic (opt. on I4) Market position: With more space, plenty of comfort features and the ability to stretch fuel budgets, compact models such as the Focus are becoming viable alternatives to mid-size sedans. Points: Redesigned front-end styling looks great, especially on hatchback versions; Optional three-cylinder engine gets good fuel economy, but lack of automatic-transmission choice will limit interest; Impressive active safety features is rapidly becoming common in this class; Suspension upgrades should also add appeal. Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. MPG (city/hwy) 27/37 (2.0. AT): Base price (incl. destination) $18,000 (est.) 
By comparison 
Hyundai Elantra Base price: $18,000 Restyled 2014 sedan looks good; coupe, hatch models also available. 
Mazda3 Base price: $17,750 Third-generation sedan and hatchback look cool and are fun to drive. 
Toyota Corolla Base price: $17,600 Roomy compact in sedan only format. Engine offers modest power.

Ford Focus

2015 Ford Focus: Combining style with affordability

New Ford Focus Stylish, Affordable

"The penalty box of life." 
Jeff Conrad, Honda's senior vice president and general manager, uses that phrase in reference to the Fit's small-car competitors. And when comparing the latest edition of Honda's mighty little hatchback to the rest of the field, he may well have a point. 
Since the car's 2007 arrival, critics have lauded its fun-to-drive qualities and impressive carrying capacity. And with few exceptions, the newest and smallest of Hondas that are now arriving from their plant in Mexico should receive similar accolades. 
The Fit sticks to a proven formula: keep the size and weight in check; keep the body lean and spacious; and keep drivers and passengers thinking they're ensconced in a vehicle that's larger than it actually is. 
Despite being physically and dimensionally similar (a tiny bit wider and longer in distance between the front and rear wheels, but slightly shorter, overall), the Fit actually looks bigger, which is partly a function of more prominent bodyside creases and fenders that bulge out around the wheel openings. Also, the wraparound headlight pods integrate with the grille and no longer extend alongside the hood. The taillights are enlarged and the squared-off liftgate glass helps emphasize the width. 
The Fit's interior has always been a marvel of practicality, but Honda has made some adjustments in this area. On the plus side, passenger volume has modestly increased and rear-seat legroom lengthened by 3.1 inches, primarily due to the new chassis and more compact rear suspension. However these spatial adjustments result in less cubic-feet of cargo space with the rear seat in place or folded flat. Mind you most owners probably won't notice the shrinkage. As before, the back seat cushion can still be folded up for transporting tall objects and the front seat still folds flat for toting oversized cargo. Both features place the Fit far ahead of the competition. 
The luxury-oriented dashboard also deserves special mention, along with the easy-to-read gauges and glove-friendly oversized control knobs. 
Getting the Fit under way is now the job of a new 1.5-liter four-cylinder engine that delivers 130 horsepower and 114 pound-feet of torque, compared to 117 horses and 106 pound-feet of torque for the previous 1.5. 
Directing power to the front wheels is handled by a new six-speed manual transmission, or equally new continuously variable unit (CVT) option. Honda makes available a sport mode with paddle shifters, but ultimately it's no substitute for a multi-speed automatic, even if the latter tends to be slightly less fuel-efficient. Fortunately the standard six-cog manual gearbox is there to save the day. 
What is undeniably positive about the CTV is that it helps with the Fit's impressive fuel economy numbers that are pegged at 33 mpg in the city and 41 on the highway, up from 28/35 with the previous five-speed automatic transmission. The six-speed manual delivers similar improvements. 
Just because the Fit is Honda's bottom-rung model (starting at $16,200, including destination fees) it's by no means shy on content. For instance the top-line EX-L features a power moonroof, multi-angle rearview camera (a basic rearview camera is standard) leather-covered seats (heated in front) and push-button start that were previously not offered. Additionally, Honda's optional voice-controlled navigation system can be ordered, but only with the EX-L trim level. 
On the road, the new Fit proves its worth by providing occupants with a quiet, comfortable and spacious environment. As well, the driver is treated with more than a modicum of driving enjoyment that, although not quite as sporty as the previous Fit, remains class leading. The little wagon handles winding roads with minimal body lean and tracks true over uneven surfaces. Those in back might even feel as though they're seated in a Honda Accord. 
Poised and polished might seem cliché descriptors, but the Fit is again shaping up as the preferred entry-car by skating well clear of the penalty box. 
What you should know: 2015 Honda Fit Type: Four-door, front-wheel-drive compact wagon Engine (hp): 1.5-liter DOHC I4 (130) Transmissions: Six-speed manual; continuously variable (CVT) Market position: The range of small models continues to hold steady, with redesigned versions now being adorned with more standard and optional content. This tends to attract buyers who prefer all the goodies in a smaller package. Points: Redesigned top to bottom, but retains&nbsp; similar look; New four-cylinder engine ups power, while similarly increasing fuel economy; CVT saves fuel, but isn't as fun to drive as traditional automatic; All-new, larger HR-V wagon based on Fit platform due to arrive early next year; Impressive people, cargo space makes Fit tops in small wagon class. Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. MPG (city/hwy): 33/41 (CVT); Base price (incl. destination): $16,200 
By comparison 
Ford Fiesta Hatchback Base price: $15,400 Sharp styling, three-cylinder turbo option make Fiesta a popular pick. 
Nissan Versa Note Base price: $14,800 Low-priced wagon holds an impressive amount of stuff. Easy on gas. 
Chevrolet Sonic hatch Base price: $15,600 Junior-sized Chevy also comes in sedan version, as do other competitors.

Honda Fit

2015 Honda Fit: Hatchback is a fit, not a tight squeeze

Honda Fit: not a tight squeeze

Honestly, when was the last time you heard the term "sport utility vehicle" bandied about? It likely has been a while, since not many are being made anymore. Still, there are a few hanging on, including the full-size Tahoe and its super-size Suburban relation. 
Hanging on? Actually, these rigs, with their ball-team seating capacities, are thriving where others have faded from sight or have been converted to kindler, gentler, more fuel-frugal car-based wagons. North American Tahoe/Suburban sales climbed more than 15 percent for the 2013 model year and, according to General Motors, represented nearly half of all full-size sport utility vehicles sold. Add in healthy sales of the similar GMC Yukon and there's little left for the few remaining competitors. The 2015 Tahoe, arriving this spring, has undergone a complete transformation. The shape is sleeker, there's less weight and the powertrain is easier on gas. There's also more safety content. 
The trimmer sheetmetal and stylish grille creates the impression that the Tahoe is a bit smaller than before, but the tape measure proves that not much has really changed. What is clear is the separation between the Tahoe and the considerably bolder looking 2015 Yukon counterpart. 
It's a different story on the inside where max stowage volume has actually decreased slightly, possibly because the third-row seats now fold flat for added capacity and are no longer removable. Other changes include a more fashionable dashboard and control panel, complete with a five- or available eight-inch touch-screens that control the infotainment and communications systems. A smaller secondary screen is located between the watch-style dash gauges that displays key info where the driver can easily view it. 
The filing-cabinet-sized center console can swallow a laptop computer and other bulky items. There are also storage areas beneath the door armrests plus a secure spot behind the touch-screen for holding cell phones and other small valuables. The Tahoe's body is attached to a stronger ladder frame that widens the distance between the wheels slightly for greater stability. 
Mounted between the rails is a 5.3-liter V8 that produces 355 horsepower and healthy 383 pound-feet of torque. Although displacement is the same as the previous base V8, the new 5.3 is all-aluminum and employs direct-injection (fuel force-fed into the cylinders under high pressure) and continuously variable valve timing (alters valve lift/duration to improve performance and economy). The engine can also run on four cylinders under steady-state cruising, which also saves gas. All this, a 100-pound drop in weight and improved aerodynamics help the Tahoe achieve 16 mpg in the city and 23 mpg on the highway (a bit higher when the optional four-wheel-drive is added). 
The transmission is a six-speed automatic with steering-wheel "TapShift" controls and a Tow/Haul mode that holds the gear changes longer when trailering heavy loads (up to 8,000 pounds). There's also auto Grade Braking, which downshifts the transmission to help slow the Tahoe when descending a hill. This helps maintain vehicle control while keeping the brakes from overheating. 
As per the 2014 version, the 2015 Tahoe is offered in LS, LT and LTZ flavors. Base models come with plenty of standard gear, with the mid- and top-grade trims piling on content such as keyless push-button entry, power-folding rear seat and start, magnetic ride control that constantly adjusts the dampers for a smoother ride. Eighteen-inch wheels are standard with 20- and 22-inchers available at extra cost. On the safety front, along with the latest in crash-avoiding technologies, there's an available front-seat center air bag. It deploys (from the right side of the driver's seat) to prevent passengers from colliding with each other during a side impact.&nbsp; This key piece of technology addresses a weakness in current shoulder belt design allows passengers to move sideways. Look for broader use of this in more vehicles. With a $45,600 starting price ($2,000 extra for four-wheel-drive), including destination charges, the new Tahoe continues a tradition of capbility and power. 
Even in this day and age, it makes no apologies for that, nor should it. 
What you should know: 2015 Chevrolet Tahoe Type: Four-door, rear- /four-wheel-drive full-size sport utility vehicle Engine (hp): 5.3-liter OHV V8 (355) Transmission: Six-speed automatic Market position: General Motors dominates the full-size sport-utility market with no fewer than five nameplates. Despite rising fuel costs, these large wagons remain popular with folks who have serious towing and hauling needs. Points: New look lacks the character of the identically sized GMC Yukon; Powerful V8 the sole engine choice, but Tahoe could really use a diesel option; Impressive cabin can seat up to nine adults; Upgraded interior provides&nbsp; plenty of cubbys and cupholders; Slight MPG improvement, but still thirsty with all this weight to move around. Safety: Front airbags; side-impact airbags; side-curtain airbags; front-seat center airbag (opt.); anti-lock brakes; traction control; stability control. MPG (city/hwy) 16/23; Base price (incl. destination) $45,600 
By comparison 
Ford Expedition Base price: $43,500 (est.) Upcoming 2015 wagon is better looking and its turbo V6 boosts fuel economy. 
Toyota Sequoia Base price: $44,600 Eight-seat rig is solidly built but it gets a bit too chummy with gas pumps. 
GMC Yukon Base price: $46,000 (est.) Tahoe and Yukon are similar. Denali trim level piles on the goodies.

tahoe

2015 Chevrolet Tahoe makes no apologies for being tough

It's cold out here. Like, 15 below, with blowing snow and darkening skies in the heart of Quebec's Laurentian mountains just north of Montreal. And here we are, sampling Nissan's 2014 Rogue compact wagon. 
The second-generation Rogue follows a pattern established by the original 2008 model-year version. Although a Nissan success story, the Rogue is kept at bay by the league-leading Honda CR-V, Ford Escape, Toyota RAV4 and Chevrolet Equinox. 
For 2014, the Rogue has upped its game with more distinctive styling, more comfortable and practical seating arrangements and improved fuel economy. They constitute basic motherhood issues for this segment that absolutely factor into the purchasing decision process. 
Visually, the Tennessee-built Rogue swaps out its Murano-like egg-carton grille for one that's a whole lot bolder. It's part of a new front end with added folds and creases for the hood and fenders, an enlarged lower air intake and fancy jewel-like headlight pods ringed with standard LED (Light Emitting Diode) running lights. Added blacked-out rocker and fender-opening trim contribute to the more aggressive design. 
At the opposite end, the rear window and side glass are squared-off and the taillights are enlarged and repositioned above the fender line for improved style and visibility. 
What isn't visible is the Rogue's all-new platform that's developed with Nissan's cross-ownership partner Renault. The Rogue's dimensions actually vary little from the original architecture, with just a 0.6-inch stretch between the front and rear wheels and similarly small increases in width and body height. 
Inside, Nissan increased the Rogue's load capacity by about 20 percent, thanks to a new fold-flat passenger seat. Overall interior volume is increased by about 10 percent. 
Nissan now offers a third-row seating option for the Rogue, which makes it the only small ute in its class outside of the Mitsubishi Outlander with the capacity to transport up to seven passengers. Access is secured by sliding the split-folding second-row bench forward up to nine inches, but as with most three-row arrangements it's best to position only smaller folks in the back row for short journeys and surrender any meaningful amount of stowage space while it's in use. The remaining restyled cabin area is a place of comfort and joy, especially the restyled dash/control panel layout and the NASA-inspired "Zero Gravity" front seats (similar to the ones in the Nissan Altima sedan). They really do the trick on extended trips, especially with the optional progressive quick-heat system that warms the thighs and hips before extending warmth to other body areas. Returning is a 175-horsepower 2.5-liter four-cylinder engine. It's connected to a continuously variable transmission (CVT) that now performs more like a traditional automatic in operation and performance. A redesigned belt and pulley system plus a sport-mode switch for the driver sharpens transmission operation and throttle response. 
The improved CVT helps bump fuel economy to 26 mpg in the city and 33 on the highway (25/32 for AWD models), compared to 22/28 on previous Rogues (22/26 for AWD). 
Various traction and control aids make winter tripping tolerable. The $1,350 all-wheel-drive option - a must-have for snow-bound buyers - redirects engine torque from the front to the rear, or to individual wheels, as necessary. The AWD can also be locked in 50:50 mode (front/back) at speeds below 25 mph. Other safety and comfort systems can be brought into play on the Rogue, such as Active Ride Control that uses the brakes and engine torque to help smooth rough-road jounces, Active Trace Control that applies the inner or outer brakes as needed for more directionally precise cornering and Active Engine Braking that automatically reduces engine torque to help slow down the vehicle while you're using the brake pedal. 
Options include a power-adjustable driver's panorama sunroof and "Around View Monitor" that shows a bird's-eye view of what's going on around you. Also optional is a leather interior and a navigation system, which of course inflates the Rogue's $23,350 base price (including destination charges), but allows buyers to take the luxury route whether heading to and from work, or heading outdoors for some cold-weather fun. 
What you should know: 2014 Nissan Rogue Type: Four-door, front- all-wheel-drive compact wagon Engine (hp): 2.5-liter DOHC I4 (170) Transmission: Continuously variable (CVT) Market position: Compact wagons are beginning to rival mid-size sedans for popularity among family-oriented buyers. In this group, the Rogue has been a solid mid-pack sales performer with an eye to moving up in rank. Points: Definitely a more attractive wagon the second time around; Base four-cylinder engine could use more power, but shines in the fuel-economy department; Improved CVT an improvement, but still no substitute for actual gears; Ever heard of a muffler spoiler? The Rogue has one for aerodynamic purposes; Comfortable, quiet cabin will help seal the deal. Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. MPG (city/hwy) 28/33 (FWD) – Base price (incl. destination) $23,350 
By comparison 
Ford Escape Base price: $23,600 Good-looking small wagon excels at fuel efficiency and handy option choices. 
Honda CRV Base price: $23,800 A top seller that's loaded with style and a stellar build-quality rep. 
Chevrolet Equinox Base price: $25,300 Larger and less svelte than its competitors, but still a popular pick.

rogue2015

2015 Nissan Rogue a handsome, yet functional ride

A truck that's styled in California, engineered in Michigan and assembled in Texas sounds as North American as any pickup on the road. 
The fact that the 2014 Tundra wears a Toyota badge should be of little consequence in the global scheme of things. Ultimately all that really matters is if it can competently and reliably do the job. 
Although Toyota is a major player in the mid-size pickup category, it has had a tougher time gaining traction in the full-size arena, where brand loyalty runs deep. Ford, General Motors and Chrysler continue to make major improvements in their respective haulers, in styling appeal, increased brute strength and lower operating costs through improved fuel economy. And don't forget that their heavy-duty truck counterparts have no direct competition. 
That level of brand intensity has pretty much relegated Toyota to the rear of the pickup pack (although ahead of Nissan with its aging Titan). Still the Tundra has earned plenty of respect for its overall superior build quality and towing/hauling competency and has been staunchly supported by Toyota loyalists since its 2007 model-year launch. 
Those folks in particular should find plenty to like about the 2014 Tundra's facelift and general updating. Visually the grille is more aggressively styled and conveys an obvious sense of power. Other changes include a new hood along with three-piece front and rear bumpers (said to reduce replacement costs in the event of a crash) and squared-off fenders and wheel openings. The 22.2-inch-deep cargo bed is also new as is the lockable tailgate with integrated spoiler. 
Toyota has installed a new instrument panel with easier-to-read gauges and an improved multi-information screen. The audio and ventilation work-glove-friendly control knobs are now within closer proximity to the driver's reach. 
Toyota's designers reshaped the front and fold-up rear seats (new to four-door CrewMax versions) for greater comfort and improved ventilation. More sound-deadening materials have been added for a quieter cabin. Additionally, either bench or bucket seats can be had in both extended-cab and CrewMax models. A bench seat is standard with regular-cab Tundras. 
Toyota has updated the Tundra's suspension for a more compliant ride and also tinkered with the steering for improved straight-line stability. 
Virtually unchanged for 2014 are the Tundra's available powertrains. The SR Regular and extended 4x2 Double Cab models come with a 4.0-liter V6 that makes 270 horsepower and 278 pound-feet of torque. With a 16-mpg rating in the city and 20 on the highway, the V6 is the most economical choice in the lineup. 
Optional for SR 4x2 Double Cabs and standard for SR5 two- and four-wheel-drive Double Cab and CrewMax trucks is a 4.6-liter V8 with 310 horsepower and 327 pound-feet of torque. 
On all top-tier Limited, Platinum and new 1794 Edition CrewMax versions (and available in other many other Tundra varieties) is a 5.7-liter V8 that's rated at 381 horsepower and 401 pound-feet of torque. 
A five-speed automatic transmission comes with the V6, while a six-speed automatic comes standard on both V8s. 
Base SR regular-cab models, priced at $27,200, have air conditioning, a 6.1-inch touch-screen display with Bluetooth wireless networking and a backup camera. Adding more doors to the cab automatically gets you more, although many of those standard features can be added to regular-cab models by choosing the SR5 or Limited Packages. 
The Platinum includes perforated diamond-pleated leather seats (heated and cooled in front) and a 12-speaker touch-screen audio/navigation system. The 1794 Edition - named for the Texas ranch where the Tundra plant is located, which was founded in that year - adds saddle-brown leather seats with suede inserts and more shine. 
Ultimately, it won't be an easy ride for Toyota's full-size pickup in gaining ground on the competition. But the Tundra's reputation for strength and bulletproof reliability should continue tempting buyers looking for something that's literally outside the traditional box. 
What you should know: 2014 Toyota Tundra 
Type: Two- /four-door rear- /four-wheel-drive full-size pickup Engines (hp): 4.0-liter DOHC V6 (170); 4.6-liter DOHC V8 (310); 5.7-liter DOHC V8 (38 Transmissions: Five-speed automatic (V6); six-speed automatic (V8 models) Market position: In a category dominated by the "Detroit Three" automakers, Toyota has had to try that much harder with its Tundra to make the degree of headway that it has.in the pickup truck category. Points: Bolder-looking redesign not likely to win any styling awards; Restyled, more user-friendly interior should attract buyers; Powerful V6 and V8 engines are on the thirsty side when compared to competition; Four-wheel-drive system considered one of the best in class; Typical Toyota build quality and competitive pricing are big pluses. Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. MPG: (city/hwy) 16/20 (V6, RWD); Base price (incl. destination): $27,200 
By comparison 
Ford F-150 Base price: $26,500 (est.) New 2015 version will feature all-aluminum body, two turbo-V6 engine picks. 
GMC Sierra 1500 Base price: $27,200 2014 edition mixes style plus fuel economy. Denali tops in luxury. 
Nissan Titan Base price: $30,400 Has a standard V8. A new model is on the way for 2015.

14tundra

2014 Toyota Tundra as American as pickups come

Compact sedans appeal to a buyer's practical nature. But in the WRX's case, the appeal includes a lively powerplant, four-seasons driving competency plus sporty suspension and steering components that effectively manage the snakiest of paved and unpaved roadways. 
Subaru has made a name for itself providing all-wheel-drive family transportation, but that's just part of the story. Its more competitive side includes the rear-wheel-drive BRZ sports car and a couple of turbocharged WRX-branded models with rally-racing pedigree that makes performance fans salivate. 
The 2015 WRX that arrives this spring receives the all-new treatment, but in the process sheds its hatchback option. That's a bit surprising since hot hatches are seemingly all the rage, but since its major competitor, the Mitsubishi Evolution, is strictly sedan-only, Subaru appears to have concluded that a matching sedan is the way to fly. 
The WRX has also jettisoned its Impreza tie-in. Henceforth the WRX and the more potent WRX STI offshoot that arrives in updated form later this year will be treated as stand-alone models. 
While not as eye-catching as the WRX Concept that was revealed at the 2013 New York Auto Show, the production version adopts the cleaner lines of the Impreza, especially from the windshield forward. The bulging front and rear fenders, recessed hood-mounted air intake and optional rear spoiler (subtle when compared to the STI's massive wing) remain in evidence, but the whole package now appears better integrated with the rest of the body. 
Overall, the WRX gains an inch between the front and rear wheels and rear-seat legroom is up by two inches. Additionally, wider-opening rear doors allow easier access to the split-folding rear seat, while trunk space has been modestly increased. 
Subaru has done a great job with the WRX's interior accommodations. There's a meaty flat-bottom tilt and telescopic steering wheel that fronts dual gauge pods. They're separated by a small display screen with gear selection, oil and washer-fluid indicators. A larger dash-mounted screen is linked to the standard backup camera and displays turbocharger boost and traction and climate control info. 
For 2015, a turbocharged 2.0-liter four-cylinder engine similar to that used in the Subaru Forester produces 268 horsepower and 258 pound-feet of torque. That compares to the previous WRX's 265/244 numbers. 
It's connected to a new six-speed manual transmission (a replacement for the previous five-speed gearbox), while a continuously variable unit (CVT) with paddle shifters is available. This option might surprise WRX fans, but the real surprise is how it mimics a traditional multi-speed automatic. The CVT has six built-in steps when the driver switches to either "Intelligent" or "Sport" mode from a steering-wheel-mounted switch. There are eight ratios when the "Sport Sharp" mode is selected. 
The WRX's chassis is now 41 percent stiffer, with front and rear springs and a front anti-roll bar that have been similarly beefed-up. Larger-diameter front disc brakes also provide greater stopping power. 
The standard all-wheel-drive has a torque split of 50:50, front to rear, for manual-transmission cars and a 45:55 for CVT versions. Depending on traction, up to 100 percent of the power can be directed to either axle. 
For a base price of $27,000, the WRX comes with lots of gear, but moving up to the Premium adds a moonroof, trunk spoiler and heated front seats and outside mirrors. 
The loaded WRX Limited includes leather seat covers, eight-way power driver's seat and LED low-beam headlights. Touch-screen navigation and a 440-watt Harmon/Kardon audio system are optional with Premium and Limited trims. The more sophisticated WRX continues on its path of refinement, backed by enough power and agility to keep all aboard amused and secure. What more could you want in a four-seasons sports car? 
What you should know: 2015 Subaru WRX Type: Four-door, all-wheel-drive compact sedan Engine (hp): 2.0-liter DOHC H4 (268) Transmissions: Six-speed manual; continuously variable (CVT) opt. Market position: Compact performance sedans appeal to drivers wanting to combine practicality with a significant uptick in power. The WRX and its STI stable mate offer both attributes, along with all-weather capability. Points: Redesign is certainly attractive enough, but unfortunately falls short of concept version; New turbocharged engine makes more power and improves fuel efficiency; CVT option should help lure more buyers; Lack of hatchback option could impact sales; Well-equipped, well-priced and should be well-received by sports-sedan crowd. Safety: Front airbags; side-impact airbags; side-curtain airbags; driver's knee airbag; anti-lock brakes; traction control; stability control. MPG (city/hwy) 21/28 (MT); Base price (incl. destination) $27,000 (est.) 
By comparison 
Ford Focus ST Base price: $24,450 Front-wheel-drive hatch features 252-hp I4 and six-speed manual gearbox. 
Honda Civic Si sedan Base price: $23,500 With a 201-hp engine, the Si is more powerful than the 140-hp base version. 
Mitsubishi Ralliart Base price: $29,200 Lancer-based AWD model has 237-hp turbo I4, automated manual gearbox.

carreviewWRX030714

Subaru's sporty 2015 WRX puts serious muscle in sedan styling

It has a lot of new in it, on it and under it, but unless you're really paying attention, you might not realize it. 
 On the surface, you have to wonder about the time and money spent to build the 2014 Kia Soul, but it's really no different than with brands such as Mini that spend millions on a new car that looks much the same as before. That's "the brand", after all. 
 The Mini has more history than the Soul, but the Soul is no less unique and there is a certain cachet about it. Only a handful of models have tried to match the Soul's artful shape since it arrived for the 2011 model year. 
 For the mid-cycle refresh, Kia's California- and Korea-based design teams used the 2012 Track'ster concept show vehicle as a starting point. They did tone down that bit of zaniness (a two-door wagon doesn't cut it out in the real world), but a number of shape-shifting elements were passed along to the 2014 Soul. 
 In front, a revised "bulldog" nose and enlarged grille adds greater definition, while at the opposite end the Track'ster-inspired boomerang-shaped taillights appear to be floating inside the rear glass, as does the rear body panel built into the liftgate. The effect is simply brilliant. 
 The Soul's overall packaging has also been upsized a bit. The distance between the front and rear wheels increases by nearly an inch while a half-inch has been added to the width. 
 These changes, along with a slight body-height reduction, give the Soul a more planted appearance. On the practical side, cargo space has been increased slightly (with the rear seats up or folded flat) and the liftgate opening is now 2.4 inches wider. 
 The added size comes from a new platform that's larger and considerably stiffer (by 29 percent). Combined with a numerous suspension revisions, Kia claims the 2014 Soul is quieter and has an improved ride that performs more smoothly over bumps and undulations. 
 Also adding to the cabin's allure is a thoroughly revised and upgraded dashboard, control panel and seat coverings. Nearly all of the plasticity bits are now covered in/replaced with soft-touch materials, as are the door panels. 
 The steering wheel resembles a game-console controller, but at least the controls are now large enough to be activated by average-sized digits. 
 Both of the Soul's four-cylinder engine choices return for 2014, albeit in slightly revised form. The base 1.6-liter unit is rated at 130 horsepower and 118 pound-feet of torque (previously 138/123), while the optional 2.0-liter four-cylinder returns with the same 164 horsepower as before, but with a slight increase in torque. Kia says both powerplants make more torque in lower rev ranges for better around-town performance. 
 The 1.6 comes with a six-speed manual transmission or optional six-speed automatic, but the 2.0 is only available with the automatic. Both engines are rated at 24 mpg city and 30 mpg highway. 
 With a $15,500 starting price (including destination charges), the base Soul covers the basics, but includes air conditioning, heated outside mirrors, six-speaker audio system and Bluetooth short-range wireless networking. 
 Along with the larger engine and standard automatic transmission, the mid-range Soul Plus (+) adds a floor console with storage box and an integrated armrest, a rear-seat center armrest and 17-inch alloy wheels (16-inch steel wheels are standard). 
 Atop the Soul trim trio, the Exclaim (!) has 18-inch wheels and power-folding mirrors, while the interior comes with a 10-way power driver's seat, chilled glove box and a rearview camera. 
 The options list is truly extensive and covers off a navigation system with eight-inch touch-screen, power-sliding panoramic sunroof, leather-covered seats (heated in front) and premium Infinity-brand sound package. 
 Taken in its entirety, the Soul, like the Mini Cooper, is set up to be a niche brand unto itself, with a wide range of pricing and options and, of course, that unmistakable "Soul-ness." 
 What you should know: 2014 Kia Soul Type: Four-door, front-wheel-drive compact wagon Engines (hp): 1.6-liter DOHC I4 (130); 2.0-liter DOHC I4 (164) Transmissions: Six-speed manual; six-speed automatic (opt. with 1.6; std. with 2.0) Market position: Small and tall wagons that maximize interior space and fuel economy are ideal for anyone seeking the maxim in utility for a relatively minimal price. But, as Kia demonstrates, boxiness can be done with plenty of style. Points: Styling updates enhance its unique character; Base and optional four-cylinder engines focus on thriftiness, but one of Kia's nifty turbocharged engines would make a nice option; Ride and handling improvements should make Soul more appealing to buyers; Plenty of available up-level content for a well turned-out wagon. Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. MPG (city/hwy) 24/30 (1.6) Base price (incl. destination) $15,500 
 BY COMPARISON 
 Fiat 500L Base price: $20,000 Four-door is more practical than base 500, but maintains unique style. 
 Nissan Cube Base price: $17,600 Love it for its roomy interior fuel-efficient engine and look-at-me shape. 
 Hyundai Veloster Base price: $18,400 A sporty three-door hatch that's ahead of the curve for style and affordability.&nbsp;

carsSOUL11

2014 Kia Soul makes significant adjustments but retains lovable essence

Compared with the latest crossovers, the <a href="/topics//Ford_Motor_Company">Ford</a> Expedition feels primitive, dated and in need of some love -- but compared with full-size SUV competitors, the Expedition remains top dog. 
 The response I received whenever I told someone I was reviewing a new 2013 <a href="/topics//Ford_Expedition_EL">Ford Expedition EL</a> was always the same: "<a href="/topics//Ford_Motor_Company">Ford</a> still makes those?" Heard it at least a half-dozen times. And the answer is yes, Ford most definitely still makes the big Expedition -- and it remains one of the company's most profitable products. Admittedly, Ford doesn't put the same kind of attention into marketing and selling its behemoth SUV as it did in its heyday, and sales of these kinds of trucks -- both at Ford and throughout the industry -- are nothing like they were just a decade ago. Trucks like these have largely been replaced by large, car-based crossovers like the <a href="/topics//Ford_Flex">Ford Flex</a>, but for someone who has big cargo or towing needs, nothing but a truck-based, full-sized, V-8-powered SUV will do. 
 There are just a handful of changes from the 2012 to the 2013. 
 Two Sizes: Big and Bigger 
 The Ford Expedition comes in two styles: a regular-length, full-size SUV and the longer EL version, which adds considerable length. Both have a third row in the form of a three-person split bench that folds down for extra cargo capacity. My tester was the extended EL version, which adds an extra foot to the wheelbase and a full 14.8 inches to the truck's overall length. All that extra space goes behind the second-row seats, keeping dimensions the same in the first two rows. It makes a considerable difference for third-row passengers, adding a full 15.2 inches of shoulder room by repositioning the seat. Legroom is unchanged, so it also adds a lot of room behind the third row, increasing cargo capacity from 18.6 cubic feet to 42.6 cubic feet. Both the second and the third rows fold flat to create a massive space suitable for hauling just about anything. While the regular Expedition can carry plenty of people and stuff, the EL is a clear winner in terms of truly massive cargo-carrying ability. 
 Still, its numbers are slightly smaller than the Expedition's main competitors, the <a href="/topics//Chevrolet_Tahoe">Chevrolet Tahoe</a>/Suburban and <a href="/topics//GMC_Yukon">GMC Yukon</a>/Yukon XL, which represent short/extended versions of <a href="/topics//General_Motors">GM</a>'s SUVs. Among shorter-wheelbase versions, the Expedition has the edge, with greater cargo room behind the third-row seat but roughly equal cargo capacity with both the second and third rows stowed. Among extended-length versions of both companies' trucks, <a href="/topics//General_Motors">GM</a> gets the nod, with the Suburban and Yukon XL boasting 137.4 cubic feet of total cargo volume to the Expedition EL's 130.8. In addition to this space advantage, the GM trucks offer an optional front bench seat in some models, extending the passenger count to nine versus the Expedition's maximum of eight. 
 Big Truck + Big Engine = Big Thirst 
 With all this room for people and stuff, you need some serious grunt to get the rig up to speed. Ford provides just one engine for the Expedition, a 5.4-liter V-8 making 310 horsepower and 365 pounds-feet of torque. Ford's EcoBoost technology hasn't yet made it into a full-size SUV, so there's nothing turbocharged available -- no direct-injection technology, not even four valves per cylinder. Power is routed through a standard six-speed automatic transmission to either the rear wheels or to a mode-selectable all-wheel-drive system featuring automatic, high- and low-range modes. 
 The big V-8 provides adequate power -- if you're not in a hurry. Throttle response is relaxed, and at no point do you forget you're piloting three tons of old-style, body-on-frame truck. There's plenty of torque available for hauling a boat or trailer, but when compared with the upgraded engine options in the GM stable, the 5.4-liter feels weak. The standard engine for the Suburban/Yukon XL is a 5.3-liter Vortec V-8 making 320 hp and 335 pounds-feet of torque. Those numbers are comparable to the Expedition, but the GM trucks offer a bigger 352-hp, 6.0-liter motor with 382 pounds-feet of torque in their heavy-duty versions. And if that's still not enough power, you can upgrade to a Yukon XL Denali for a 6.2-liter monster motor making 403 hp and 417 pounds-feet of torque. 
 The brakes are more than up to the task of bringing the big truck to a stop, with standard antilock braking. Strong, progressive and firm, the brakes are among the Expedition's strengths. Handling is what one would expect in such a <a href="/topics//Beast_(musician)">beast</a> -- fairly numb around town and in parking lots, but stable at highway speeds. It won't be your choice for weekend canyon-carving, but hauling the basketball team to a game is no sweat. Ride quality is truck-like but comfortable; the sheer mass of the Expedition lets it swallow bumps and broken <a href="/topics//Pavement_(band)">pavement</a> with little interruption to passengers' serenity. Compared with a big crossover like Ford's own Flex, the ride is not as refined and the handling is not as crisp, but these are the trade-offs one makes for the Expedition's cargo room and towing capability. Owning an Expedition means being no stranger to gas pumps. In a lot of mixed driving, I recorded an average 15 mpg overall, a respectable figure that won't surprise anyone in the market for such a truck. My observed mileage matches the <a href="/topics//Environmental_Protection_Agency">EPA</a> estimates precisely -- the Expedition EL 4x4 is rated 13/18 mpg city/highway, with a 15 mpg combined rating. The 4x2 version gets slightly better mileage, rated 14/20 mpg city/highway and 16 mpg combined. There are no mileage differences between regular and extended-length versions. 
 Just as Old School Inside 
 <img src="http://cdn.newsday.com/polopoly_fs/1.5130977.1366808316!/httpImage/image.jpg_gen/derivatives/display_300/image.jpg" align="right" style="padding: 1px 1px 1px 1px"> 
 Climbing up into the cabin -- which I did with the help of optional retractable running boards -- puts you in a large, comfortable leather seat with a commanding view. It's not hard to see why high-riding SUVs gained widespread popularity; the view up there is impressive. The layout of the Expedition's controls and switches is logical, and everything is within reach. The design is last-generation; the Expedition was last updated way back in 2007 and has not yet fallen in line with the interior quality of the latest Fords. Materials are hard plastic, mold seams are visible, and the fake wood is just a bit too glossy by current Ford standards. But it is quiet and comfortable, and with a thick steering wheel nicely centered for the driver (a trait the GM trucks do not share), it's still a better place to spend a long road trip than the even more outdated GM models. 
 Ford's Sync voice activation is present, but the generally reviled MyFord Touch system is not yet available in the Expedition. Instead, you get the past generation of the old-style Sync system -- which, frankly, works quite well: It responds better and makes fewer errors than Ford's latest voice-controlled nightmare. The big touch-screen in the center console is smaller than most competitors' screens these days, but it also works well and is reasonably uncluttered, if visually outdated. The navigation system is similarly ready for an update, but there's something to be said for previous-generation, bug-free systems. 
 For passengers, the Expedition is a great cruiser. Space in the second and third rows is decent even for adult-sized passengers, but the fact that this is a body-on-frame truck means that its higher load floor compromises somewhat on legroom. Third-row passengers have their knees fairly high up, but the extra width provided by the EL minimizes this discomfort. Fold everything down, and you get a flat floor without having to remove the third row of seats, as is required in the GM models. That ability to keep the third row with you when filling the truck with cargo is a major advantage over the GM trucks, which force the driver to choose between hauling cargo and leaving the seats behind or compromising on room. 
 Safety 
 In <a href="/topics//National_Highway_Traffic_Safety_Administration">National Highway Traffic Safety Administration</a> crash tests, the 2013 Ford Expedition's results are mixed, ranging from two stars for a side impact into a pole to a five-star side-impact rating overall. The Expedition's overall rating is four stars, matching the GM models. The Ford has six standard airbags: two front, two front-seat side and two side curtain airbags that descend from the ceiling to protect all three rows of seats in a side impact or rollover. The <a href="/topics//Nissan_Armada">Nissan Armada</a> and <a href="/topics//Chevrolet_Tahoe">Chevrolet Tahoe</a>/<a href="/topics//GMC_Yukon">GMC Yukon</a> feature the same airbag count. <a href="/topics//National_Highway_Traffic_Safety_Administration">NHTSA</a> gives the Expedition a rollover rating of three out of five stars. Full-size SUVs are among the last vehicles on the market with ratings this low, representing a greater propensity to roll over. Minivans and crossover SUVs, including large ones, typically score four stars. Much of this derives from full-size SUVs' origins as high-riding trucks, whereas minivans and crossovers tend to be car-based with a lower center of gravity. 
 In the Market 
 The full-size SUV market may be a fraction of what it was, but there are still several options for shoppers. The 2013 Expedition starts at $41,600 including a $995 destination charge, $44,310 for the EL. Three trim levels are available for both models: XLT, Limited and the top-of-the-line King Ranch. I tested an EL Limited 4x4, which starts at $53,425 and includes leather seats, a backup camera, all-wheel drive, a power-folding third-row seat, heated second-row seats, rear climate control, rain-sensing <a href="/topics//Wipers_(musician)">wipers</a> and a heavy-duty trailer tow package. My tester included an optional equipment group that threw in a power moonroof, power retractable running boards and a navigation system, plus stand-alone options of a load-leveling air suspension, a remote-start system and 20-inch polished aluminum wheels. All this content pushed the Expedition EL Limited to an as-tested price of $60,735, which is generally on par with its biggest competitors in the GM family of full-size trucks. Some of the Expedition's biggest competition comes from within the Ford brand, in the form of the company's large crossovers, like the Flex. The trend in recent years for many family buyers has been to downsize out of behemoth truck-based SUVs and into more reasonable car-based crossovers like the Flex and Explorer. These smaller models don't have the towing capacity or passenger room that the larger ones do, but they can seat seven people and fulfill most of the duties for which buyers purchased big trucks. Yet the new wave of large crossovers cannot do it all. For towing, hauling big loads, maximum passenger capacity and taking off through the rugged wilderness, there are few substitutes for the Expedition.

carsEXPEDITION24

Ford Expedition remains at top of dwindling truck-based SUV market

Calling a $47,000 car cheap might seem crass. But it’s a rare day to find a <a href="/topics//Jaguar">Jaguar</a> for less than $50,000, especially one that looks as good as the XF sedan. 
 "We needed a more affordable entry point to <a href="/topics//Jaguar">Jaguar</a>, and we haven’t had a model at that price level in many, many, many years," says Andy Goss, president and chief executive officer of Jaguar <a href="/topics//Land_Rover">Land Rover</a> <a href="/topics//North_America">North America</a>. "People think all of our cars&nbsp;start at $100,000. The XF helps to reposition the brand in people’s mind, showing that we can compete at different price levels." 
 The XF isn’t new, but the engine on the $47,000 base model is. The sedan gets the same 2.0-liter, turbocharged four-cylinder found on the <a href="/topics//Land_Rover">Land Rover</a> Evoque SUV, Jaguar’s sister brand. 
 Efficiency regulations are swiftly changing the luxury industry - few would have imagined a four-banger in a Jag a decade ago, when it was owned by <a href="/topics//Ford_Motor_Company">Ford</a>. Now the brand is owned by <a href="/topics//India">India</a>’s <a href="/topics//Tata_Motors_Ltd">Tata Motors</a>, which Goss says is spending $4.6 billion on&nbsp;research and development between Jaguar and Land Rover. 
 The hardy 2.0 is mated to an eight-speed automatic transmission, and makes 240 hp and 251 pound-feet of torque. Drivers should see 19 miles per gallon around town, 30 on the highway. That’s a seismic change for a model that was originally released&nbsp;only with a much more expensive (and thirstier) V-8. 
 "We need a broader product range, and you don’t have to be a rocket scientist to know that some of those white spaces will be filled by smaller cars with smaller engines," says Goss. 
 The four-cylinder in the mid-sized sedan isn’t the only option. The 340-hp, 3.0-liter V-6 starts at $50,000, and a number of V-8s are still offered, including the supercharged, 550-hp XFR-S ($99,000), out later this year. And for us north easterners,&nbsp;the V-6 is now available with all-wheel-drive. 
 I drove the base XF around town, on the highway and on sweeping two-lane roads, and the 2.0-liter proved itself fully capable. The sedan scoots around the city and carries ample speed on the open road. The lack of big-engine thrust is most evident&nbsp;when you need a sudden burst to pass slower vehicles. Jaguar claims it reaches 60 miles per hour in 7.5 seconds, but if feels quicker than that. 
 Once out on back roads looking to have a bit of fun, you’ve got to coax the XF to get the best performance. This means putting it into sport mode and using the behind-the-wheel paddle-shifters. I kept the car in lower gears to maximize torque. 
 The eight-speed transmission comes from German’s ZF Friedrichshafen, and it’s easily one of the best in the business (and can be found on a growing number of luxury and sports cars across various carmakers). It allows you to shift all the way down&nbsp;from, say, eighth gear to fourth as quickly as you can trigger the left-hand paddle. 
 The XF’s steering is nicely weighted and because there’s less weight over the front wheels compared to a V-8 model, the car is better balanced. The ride is plush, without any harsh vibrations. 
 Even more impressive, the motor doesn’t sound harsh or whiny, like too many four-cylinders do when they’re worked hard. I suspect Jaguar put plenty of deadening materials inside. The downside is a general lack of engine sound. One of a Jaguar’s great&nbsp;joys is the vibrant purr of a V-8. 
 But the XF isn’t really a sports car, as evidenced by the cushy interior. This is about conveying you and your passengers around with a good dose of style. It won’t pass for the interior of a $100,000 car, but you could easily convince someone it&nbsp;costs $70,000. 
 The base gets some leather on its seats, rosewood veneer, a sliding roof and a seven-inch touch screen (though navigation is an extra option). Overall, the center stack is remarkably unfussy. 
 The costs savings of the base quickly go away if you begin choosing the pricier-than-they-should-be upgrades. The $4,000 "portfolio" pack gets you nicer leather seats that adjust in more ways and are heated and cooled, a fancier roof lining and a&nbsp;heated steering wheel. But for that kind of money, you could go ahead and opt for the V-6. 
 Similarly, the Meridian surround system stereo will run you $2,300, the adaptive cruise control $2,300. The 2.0-liter XF is a decent value at less than $50,000, but becomes a lot less attractive once it surpasses $60,000. 
 One last thing: There was no indication on the exterior of my test model that it was a four-cylinder, and several passengers I took out had no idea it was either. 
 So choosing to buy the less expensive, more efficient XF is a secret easily kept between you and your bank account.

carsJAGUAR22

Jaguar XF offers big value with smaller engine, price

Sport utility vehicles might be fading from the automotive landscape, but at least a couple of <a href="/topics//Chrysler">Chrysler</a>'s <a href="/topics//Jeep">Jeep</a>-branded models tenaciously hold firm to the go-anywhere concept. 
 Of course <a href="/topics//Jeep">Jeep</a>'s warrior-inspired Wrangler is the group's undisputed icon, but there's certainly nothing old fashioned about the updated Grand Cherokee that's now rolling off the assembly lines. The new 2014 model shows a freshly scrubbed face plus some major adjustments under the hood. 
 The current-generation GC that arrived for the 2010 model year was an instant hit right out of the gate with stylish looks, sure-footed suspension and a smooth-running 290-horsepower V6 engine. The 360- and 470-horsepower "Hemi" V8 options (the latter attached to the super-swift SRT model) have added considerable performance luster to the lineup, but it's the fuel-efficient V6 that has contributed the most to the GC's continuing popularity. 
 For 2014 an all-new V6 turbo-diesel comes on stream. Although it has the same 3.0-liter displacement offered on the 2007-'08 GC (that was sourced from <a href="/topics//Mercedes-Benz">Mercedes-Benz</a>), the new version is built by an Italian supplier, which is understandable given <a href="/topics//Fiat">Fiat</a>'s dominating control of <a href="/topics//Chrysler">Chrysler</a>. In addition, its 240 horsepower and 420 pound-feet of torque trump the previous 215/376 ratings. 
 <img src="http://cdn.newsday.com/polopoly_fs/1.5097834.1366306244!/httpImage/image.jpg_gen/derivatives/display_300/image.jpg" align="right" style="padding: 15px 0px 15px 15px"> 
 Unlike the original, the new turbo-diesel is legal throughout the land, a fact that Jeep reinforces by labeling it the "EcoDiesel" V6. To keep the exhaust clean, a substance known as urea is injected into a chamber just ahead of the muffler. The organic-based compound reacts with and neutralizes the engine's nitrogen oxide gasses. It then burns off the remaining soot and expels what little is left. The eight-gallon urea reservoir will last for about 10,000 miles before requiring a $50-$60 top-up. 
 The other component added to the EcoDiesel mix is an equally new eight-speed automatic transmission. In fact, all Grand Cherokee powerplants will be connected to the new gear changer that replaces the five-speed unit. Jeep says it provides quicker acceleration, smoother shifting and improved fuel economy. The rear-wheel-drive EcoDiesel GC is rated at 21-mpg city and 30-mpg highway (20/28 on 4x4 versions). By comparison, the base gasoline 3.6 earns a 17/25 rating for both the 4x2 and 4x4 models. 
 Opting for the EcoDiesel adds $4,500 to $36,800 price of the mid-grade Grand Cherokee Limited (the base 3.6 Laredo starts at $29,800). Factor in the extra cost of diesel fuel and the EcoDiesel upgrade doesn't seem quite so tempting. However the 7,200-7,400-pound tow rating matches the 5.7-liter V8's while providing a 1,000-1,200 advantage over 3.6 models. Additionally the estimated 730-mile maximum cruising range should persuade buyers to seriously consider the extra expenditure, especially if towing is in the cards. 
 The Grand Cherokee continues with three different 4x4 systems: single-speed Quadra-Trac I; Quadra-Trac II with a two-speed transfer case (low range for severe off-roading); and Quadra-Drive II that can direct torque to a single tire instead of just front to back. 
 Also returning is Jeep's available air suspension setup with five separate height settings, along with Selec-Terrain that allows the driver to adjust the 4x4 and height/transmission settings for sand and mud, snow, rock or sport. The latter reduces the degree of traction control, lowers the ride height and directs extra torque to the rear wheels. 
 The GC's drivetrain components are housed in a sleeker-looking body featuring a restyled front end that varies slightly depending on the trim level selected. Inside, the cabin has been retailored and the control panel redesigned to accommodate the new 5.0- and optional 8.4-inch touch-screen controls. 
 All but the base Laredo arrive fairly geared-up, but the luxury-laden Summit edition with its lacks-for-nothing content level is set to compete with any top-end German or Japanese competitor you would care to name. 
 The physical improvements and expanded engine lineup make the Grand Cherokee an even more complete package and an exemplary member of the dwindling sport ute fraternity. 
 What you should know: 2014 Jeep Grand Cherokee Type: Four-door, rear- /four-wheel-drive mid-size sport utility vehicle Engines (hp): 3.6-liter DOHC V6 (290); 5.7-liter OHV V8 (370); 3.0-liter DOHC V6 turbo-diesel (240) Transmission: Eight-speed automatic Market position: As the ranks of true sport utility vehicles continue to thin, the Grand Cherokee is playing a more dominant role as an off-road vehicle the whole family can enjoy in safety and comfort. Points: Redesigned body projects a softer appearance; New turbo-diesel option is strong on power and fuel efficiency; Eight-speed automatic transmissions for all engines only a slight boon to fuel economy; Will the impending return of the Cherokee for 2014 hurt GC's popularity?; A solid favorite in the sport-ute segment keeps on getting better. Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. MPG (city/hwy) 17/25 (3.6) Base price (incl. destination) $29,800 
 BY COMPARISON 
 <a href="/topics//Ford_Explorer">Ford Explorer</a> Base price: $29,700 Spacious, stylish wagon makes available a fuel-saving turbo-I4 engine. 
 <a href="/topics//Toyota_4Runner">Toyota 4Runner</a> Base price: $32,100 Truck-based off-roader is specifically built to tackle the tough stuff. 
 Land Rover LR2 Base price: $37,250 Updated base 4x4 now runs with a <a href="/topics//Ford_Motor_Company">Ford</a>-supplied 240-hp turbocharged I4.&nbsp;

carsJEEP18

Jeep Grand Cherokee gets stylish inside and out for 2014

Minor changes may not make the 2013 CT 200h feel like an "all-new" model, but it remains one of the most charming hybrids on the market. 
 A luxury hybrid isn't an easy sell. A luxury hybrid with sporty intensions is an even harder one. Yet ever since Lexus' compact CT 200h hatchback debuted a few years ago, it has impressed by exuding cool and still delivering results at the pump. 
 The 2013 edition gets a few minor changes, most notably a new schnoz that takes on the spindle design of the new GS, ES and even the RX SUV. There's also a new F Sport version, which I tested for this review. 
 Green Performance 
 The CT 200h looks a lot faster than it is; I wouldn't call acceleration the car's strong suit. Other editors pointed to sluggish off-the-line speed, an uncivilized continuously variable automatic transmission and unresponsive throttle. 
 Hit a road with even the slightest curvature, though, and you realize why the CT 200h is so appealing. The little hatch flings around curves with a light-footed nimbleness reserved for small roadsters, not front-wheel-drive hatchbacks. In fact, its turning radius is even smaller than the standard Mini Cooper hardtop. 
 Three drive modes -- Eco, Normal and Sport -- allow for some adjustments. Indeed, when set in Sport, the steering tightens and the CVT revs slightly stronger. Eco dampens the accelerator more than any other setting, making the CT slow for the sake of better mileage. 
 And what of mileage? Rated 43/40/42 mpg city/highway/combined, the CT falls in the middle of modern hybrids, but it holds a unique space in the luxury market. There are no 50 mpg hybrids like the <a href="/topics//Toyota_Prius">Toyota Prius</a> from luxury brands. <a href="/topics//Acura">Acura</a>'s new ILX Hybrid sedan has <a href="/topics//Environmental_Protection_Agency">EPA</a> numbers of 39/38/38 mpg. A gas-powered automatic Mini Cooper, in comparison, rates 28/36/31 mpg. 
 Driving aggressively around town with the kids over a weekend, and on a few 45-mile round-trip commutes, the trip computer read an impressive 39 mpg almost the entire time, dipping below that figure mostly in suburbia. The weather was in the low 30s most of the time, which can lower mileage in any vehicle type but especially hybrids. 
 Interior 
 <img src="http://cdn.newsday.com/polopoly_fs/1.5090801.1366222954!/httpImage/image.jpg_gen/derivatives/display_300/image.jpg" align="right" style="padding: 1px 1px 1px 1px"> 
 The outside may have gotten a few upgrades, but inside remains the same as the last CT I tested a few years ago. It's a nice interior, but it doesn't scream "luxury," and it just feels small. 
 Our test car's all-black interior made an already tight cabin feel even more confining, but I had plenty of headroom and legroom when driving alone. After I put my kids in the backseat, however, I had to move my seat up farther than I was comfortable with to give them room. 
 I'm average height, at 5-foot-10, and I found the front to be a bit small. Taller editors complained loudly, one saying he felt like he was in a cave. 
 The materials are decent for an entry-level luxury car, but at $32,945 to start, the CT 200h isn't exactly cheap (all prices cited include destination charges). The roomier ILX Hybrid starts at $29,795 but packs less driving fun. For another $1,000, the F Sport trim on the Lexus added a claustrophobia-inducing black headliner to the black interior, as well as a unique steering wheel. Yet the car comes with faux-leather seat covering called NuLuxe. Leather costs an additional $1,330. 
 Lexus' optional navigation and multimedia system in my test car is a generation behind versions I've tested in the new GS and ES. The control mimics a computer mouse, but requires commands to be entered via a button on the side, where your thumb rests. Newer versions let you click on the controller itself. The 7-inch display screen is also considerably smaller than the 12.3-inch screens the larger sedans pack. 
 Despite its ease of use, I'm not sure the option is worth its $2,735 price. An upgraded stereo isn't part of the package; it comes in an $890 Premium Package, which buyers are unlikely to escape on the cars already on dealer lots. 
 Cargo 
 I was a bit surprised by how much room the hatch provided. I was expecting something close to the Mini Cooper's 5.7 cubic feet, but it's rated at 14.3 cubic feet. The CT 200h fit a day of shopping trips with my kids -- meaning the bags had to fit without the rear seats folding down. 
 The added utility of the hatch and folding rear seats definitely sets the CT apart from the ILX: The hybrid sedan has only 10 cubic feet of trunk space. 
 Safety 
 The <a href="/topics//Insurance_Institute_for_Highway_Safety">Insurance Institute for Highway Safety</a> deemed the CT 200h a Top Safety Pick, representing Good ratings in side, rear and medium-overlap frontal crash tests as well as roof strength. A more strenuous small-overlap front test has yet to be performed on the CT 200h. 
 The <a href="/topics//National_Highway_Traffic_Safety_Administration">National Highway Traffic Safety Administration</a> has not crash-tested the CT 200h. 
 CT 200h in the Market 
 Is there even a market for a sporty, luxury, hatchback hybrid? Judging by CT 200h sales to date, there's a small one; it has clearly been a success as a niche car. 
 It's easy to see why people like it. It delivers inspired handling and 40 mpg, with a small amount of utility thrown in. 
 The price may keep some shoppers away, though -- there are plenty of thrills for less money at dealerships, even if they do cost more at the pump.

carsLEXUS17

2013 Lexus CT 200h Hybrid lacks luxury, speed and space

Buyers looking for a roomy sedan with a lot of luxury features get a new choice this year, and it's a good-looking, well-powered, impressively mannered four door with a Kia badge on the front. 
 The 2014 Kia Cadenza, due in showrooms this quarter, takes the automaker's value-for-the-price strategy into the premium sedan market and flat out encourages shoppers to compare. 
 The list of standard features on the front-wheel drive Cadenza is lengthy and includes a rearview camera, navigation system and 18-inch wheels — things that are not standard on the base, 2013 <a href="/topics//Toyota_Avalon">Toyota Avalon</a> or base, 2013 <a href="/topics//Buick_LaCrosse">Buick LaCrosse</a>. 
 With one engine — a 293-horsepower V-6 — the Cadenza offers more power than the Avalon and the base LaCrosse engine, too. 
 And this Kia comes standard with a free telematics system. Among other things, it can save a parked Cadenza's location and help guide the driver back to the vehicle via <a href="/topics//Global_Positioning_Systems">GPS</a> after a day of shopping or after a weeklong vacation. 
 Plus, the Cadenza has Kia's generous warranty that provides powertrain coverage for 10 years or 100,000 miles, whichever comes first, as well as limited basic warranty coverage for five years or 60,000 miles. Roadside assistance lasts for the same five years/60,000 miles. 
 Kia officials plan to release pricing as the car arrives at showrooms in a few weeks. But they haven't disputed media reports pegging the Cadenza starting retail price somewhere around $33,000 to $34,000. This is where the top-of-the-line versions of the mid-size, 2013 <a href="/topics//Kia_Optima">Kia Optima</a> SXL sedan are priced. 
 In comparison, the 2013 <a href="/topics//Toyota_Avalon">Toyota Avalon</a>, with 268-horsepower V-6 and six-speed automatic transmission, has a starting manufacturer's suggested retail price, including destination charge, of $31,785. But for an Avalon buyer to add a rearview camera and navigation system, he or she has to move to the Avalon XLE Touring, which starts at $36,295. 
 Meantime, the 2013 <a href="/topics//Buick_LaCrosse">Buick LaCrosse</a> with base, 182-horsepower, four-cylinder engine and six-speed automatic, has a starting MSRP, including destination charge, of $32,555. But with rearview camera, navigation system and 18-inch wheels, the LaCrosse trim level rises to include a 303-horsepower V-6, and the starting retail price moves up to $36,260. 
 Though Kia has a reputation for low-priced cars like the Rio and Soul, <a href="/topics//The_Move_(musician)">the move</a> to a premium sedan isn't unexpected. Kia has been on an 18-year market share surge in the United States and last year sold a record 557,599 vehicles here. 
 The Cadenza is built on the same platform and uses the same 3.3-liter, double overhead cam, direct injection V-6 that's in the <a href="/topics//Hyundai_Azera">Hyundai Azera</a> sedan, which has a starting retail price of $33,145. Hyundai and Kia are owned by the same South Korean company. 
 The test Cadenza showed, however, that it is no mere Azera makeover. For one thing, every piece of sheet metal on the outside is different than the Azera's, and the Cadenza is a few inches longer, overall, than the Azera. 
 Some observers liked the Cadenza styling more than that of the Azera. They remarked that the headlights are reminiscent of those on a <a href="/topics//BMW">BMW</a>, while the rear end reminded them of an <a href="/topics//Audi">Audi</a>. Perhaps this reflects the work of Peter Schreyer, president and chief design officer at Kia, who used to work for <a href="/topics//Audi">Audi</a>. 
 Besides its attractive styling, the test Cadenza impressed by well it handled for a car that's more than 16 feet long. 
 On highways, the tester rode smoothly and showed itself to be a pleasant cruiser. On potholed city streets, the Cadenza kept the rough stuff away from passengers. On winding, country roads with off-camber sections, the Cadenza hewed close to the <a href="/topics//Pavement_(band)">pavement</a> and remained poised and controlled. Even in up-and-down road shocks, there was no harshness from the suspension. 
 Kia uses independent MacPherson struts up front and an independent multi-link setup in back, and the test car had heavy and sizable 19-inch wheels, which are part of an extra-cost Technology package. But still, there was no heavy feeling or jolting of unsprung weight at the wheels, and the tires didn't send a lot of road noise into the cabin. 
 It also was not immediately apparent that the Cadenza uses electric power steering, because the steering felt natural, not artificial. 
 The Cadenza comes standard with the usual safety equipment — eight air bags, traction control, electronic stability control and hill descent control. Other safety items, such as side blind spot monitoring and lane departure warning, are part of an extra-cost option package. 
 Passengers conversed easily inside the quiet Cadenza interior. Strong, confident engine sounds came in now and then during accelerations to let the driver know the Cadenza was at-the-ready with power. 
 Shifts from the automatic transmission were smooth and heardly noticeable. This tranny comes with Sportmatic shifting so drivers can click through the gears sans clutch pedal, if they want. 
 Torque peaks at 255 foot-pounds at 5,200 rpm, and the Cadenza goes from zero to 60 in around 6 seconds. 
 The federal government fuel economy ratings for the Cadenza are 19 miles per gallon in city driving and 28 mpg on the highway for an average of 22 mpg. 
 The test car averaged better than that — 24.1 mpg — for a noteworthy range of 445 miles on a single, 18.5-gallon tank. 
 Best of all, controls and buttons are well organized and easy to operate in the Cadenza. There's even a manual tuning button for the Infinity radio, which has an eyebrow-raising 550 watts of power, 12 speakers and surround sound — all standard. 
<hr> 
 2014 Kia Cadenza 
 BASE PRICE: Estimated $34,000. 
 PRICE AS TESTED: Estimated $41,275. 
 TYPE: Front engine, front-wheel-drive, five-passenger, premium, full-size sedan. 
 ENGINE: 3.3-liter, double overhead cam, direct injection V-6 with dual CVVT. 
 MILEAGE: 19 mpg (city), 28 mpg (highway). 
 TOP SPEED: NA. 
 LENGTH: 195.5 inches. 
 WHEELBASE: <a href="/topics//112_(musician)">112</a> inches. 
 CURB WEIGHT: 3,740 pounds. 
 BUILT AT: South Korea. 
 OPTIONS: Premium package (includes panoramic sunroof, premium Nappa leather seats, adaptive, high-intensity discharge headlights, heated steering wheel, heated rear outboard seats, 12-way power driver seat, 7-inch liquid crystal display instrument cluster) estimated $3,500; Technology package (includes adaptive cruise control, blind spot monitor, lane departure warning, 19-inch aluminum wheels) estimated $3,000. 
 DESTINATION CHARGE: Estimated $775.&nbsp;

carsKIA18

2014 Kia Cadenza is automaker's near flawless entry into luxury sedan segment

Parents who vacuum fossilized French fries and scrub -- vainly -- to remove grape juice spills from their cars' seat cushions are likely to appreciate the stain-resistant interior of Hyundai's new seven-passenger Santa Fe. 
 Those who unwittingly commit these childhood crimes, meanwhile, could very well appreciate the duplication of front-row amenities in the seats just behind their parents, most notably heated and reclinable captain's chairs. 
 It's all part of Hyundai's bid for price-minded families who yearn for a midsize crossover to haul the boogie boards, the bicycles and the suitcases without cramping anybody's style. The larger Santa Fe starts at $29,195, including freight and handling. 
 A replacement for Hyundai's <a href="/topics//Veracruz">Veracruz</a>, which is being put out to pasture, the longer Santa Fe is available in two versions -- a six-seat Limited and a seven-seat GLS. 
 There's a good amount of leg room in the second row, even with a tall driver in front. But the third row will only be comfortable for children who haven't reached puberty. 
 To help move this larger load, there's a new direct-injection 3.3-liter V-6 tweaked for greater efficiency and fuel economy. 
 Maneuvering the Limited, it didn't feel like a car that could carry an entire peewee football team. It angled into parking spaces without the drama of a five-point turn. It had good power off the line, and its six-speed automatic transmission was unobtrusive. 
 More impressive was its customizable electronic power steering. At the press of a button, the steering effort can be softened or hardened by 10 percent with distinctly different comfort and sport modes that, according to Hyundai, appeal to women and men, respectively. 
 Other steering wheel controls include Bluetooth and audio, which can also be operated with the Santa Fe's standard 4.3-inch touch screen. An optional technology package included in the Limited that I tested upgrades the car with a larger 8-inch touch screen, 12-speaker surround sound, built-in sun shades for the rear side windows and a panoramic sunroof, which elevated the price to $38,730. 
 For that kind of money, Hyundai lacks some of the safety technologies that are now standard on less-expensive vehicles, such as blind-spot monitoring and adaptive cruise control that keeps the car at a safe following distance. Both technologies are no-brainers for parent drivers who may be distracted while negotiating backseat bicker battles, but Hyundai opted against including them, even as options, to keep the price more affordable. 
<h3> 2013 HYUNDAI SANTA FE</h3> 
 Base price: $29,195 
 Price as tested: $38,730 
 Engine: direct-injection, 3.3-liter, V-6 
 Power: 290 horsepower at 6,400 rpm 
 Curb weight: 3,933 pounds 
 Towing capacity: 5,000 pounds 
 <a href="/topics//Environmental_Protection_Agency">EPA</a> fuel economy: 18 mpg city, 24 highway 
 Height: 66.1 inches 
 Width: 74 inches 
 Length: 184.6 inches 
 Bottom line: Hyundai gives Santa Fe a stretch

BZREV18

Road Test: 2013 Hyundai Santa Fe

The 2013 <a href="/topics//Honda">Honda</a> Civic is the stylish, high-quality compact that should have come out for 2012, now offering unheard-of standard features and innovation. It says to Hyundai: Let's rumble! 
 In a drastic and surprising move, <a href="/topics//Honda">Honda</a> significantly reworked its Civic sedan just one year after a complete redesign. <a href="/topics//Honda">Honda</a> listened to complaints about the 2012's so-so value, ho-<a href="/topics//Hum_(musician)">hum</a> quality and simple styling, then pulled off a complete 180 for the 2013 model year. As we detailed in our review, the 2012 didn't make huge strides in surpassing its competition, but it was still good enough to place second in Cars.com's compact comparison, finishing behind the <a href="/topics//Hyundai_Elantra">Hyundai Elantra</a>, a value juggernaut. 
 Newly standard features include a backup camera, Bluetooth wireless phone connectivity and numerous smartphone integrations, including Bluetooth streaming audio, text message functions and <a href="/topics//Pandora_Radio">Pandora</a> internet radio. Let me reiterate: That's all standard equipment on the base Civic. 
 Additionally, the interior shows off higher-quality materials, while the exterior has significantly more character. The driving experience has improved as well. The enhancements come on the now-base LX trim level for just $160 more than the 2012 LX. The 2013 starts at $18,955, including destination charge, with a manual transmission. The bottom-dollar DX trim is gone, and HF, EX, EX-L and performance-oriented Si trims sit above the LX.&nbsp; 
 Boring Surgically Removed 
 The front and rear used to be plain and unexciting. This still ain't a <a href="/topics//Ferrari">Ferrari</a>, but compared with the 2012, the new styling is a huge step forward. The 2013's hood is more bulbous, while the grille and lower styling feature more chrome accents and a look that's more thought-out and stylized than the 2012's dull rectangular shapes. 
 In back, the Civic sports borderline false advertising in a rear that has the appearance of more-expensive cars, like the Accord midsize sedan. Its taillights now extend onto the trunk lid, and a chrome bar connects those higher-quality taillights that feature additional depth and quality. 
 The 2013 Civic improves in every area over the 2012 -- except for one pesky gripe that's easily remedied: the wheel covers. Standard steel wheels with plastic wheel covers are the norm for this car class, but the Civic's wheel-cover design is hideous and ruins the progress made by the exterior's other upscale appointments. I'm looking for a set of 2012 wheel covers to replace our 2013's -- ones that actually cover the wheels instead of show off the ugly steel. 
 Upscale Interior 
 <img src="http://cdn.newsday.com/polopoly_fs/1.5083040.1366136407!/httpImage/image.jpg_gen/derivatives/display_300/image.jpg" align="right" style="padding: 1px 1px 1px 1px"> 
 It doesn't take more than a glance to realize the 2013's cabin has much nicer materials. Two easily identifiable differences include chrome trim surrounding the buttons and a soft-touch dash pad above the glove box that has high-quality stitching, like a premium or luxury car. The overall interior design hasn't changed much, and it's the same generous size as 2012. 
 Closer inspection reveals a huge list of changes we could easily bore you with -- just know that it's a substantial improvement in quality and style for very little more money. 
 The center dashboard materials are darker than before, giving a higher-quality appearance than the previous light-painted plastic. The textures are also more uniform -- they were hugely inconsistent in 2012 -- and the new consistency makes the interior desirable instead of merely livable. 
 The center dashboard's buttons show how far Honda went in sprucing up the interior, with redesigned radio, climate-control and configuration buttons. The new panel has ridges and depth instead of flat, plain surfaces. The climate controls are even trapezoidal, a more stylized design replacing the 2012's square buttons. 
 Higher-quality upper doors have softer-touch materials that are more comfortable for resting <a href="/topics//ARMS_(band)">arms</a> on long trips. The bump in quality even continues above occupant's heads, as a higher-quality woven headliner replaces 2012's cheap "mouse fur." 
 The same generous seating comfort and interior room carry over from 2012. The front seat posed no problems for my 6-foot-tall frame, nor did the backseat, with good head and legroom and a flat floor. The trunk remains on the smaller side compared with competitors like the Elantra and Cruze. The LX and HF's rear seat folds in a single piece, while more-expensive EX, EX-L and Si trim levels get a 60/40-split folding rear seat. 
 Redefining Value 
 There isn't another compact car on the market with as many significant features for the money as the 2013 Civic. Sure, an LX with an automatic transmission is a $20,000 car by the time the paperwork is signed, but that includes a backup camera, a USB input, Bluetooth phone and streaming audio, and <a href="/topics//Pandora_Radio">Pandora</a> internet radio and text message integration with compatible phones. That's on top of 2012's standard air conditioning, steering-wheel audio controls, power windows and locks, and keyless entry. 
 The high-tech features are also easy to use, which isn't always the case. Simple prompts are key for pairing phones and music players, and it proved easy to configure my smartphone in the Civic. The integrated text messaging feature actually worked with my <a href="/topics//Samsung_Galaxy_S_III">Samsung Galaxy S3</a>, even though Honda's website said that phone wasn't compatible with the feature. It's one of the first cars where the feature has actually worked with my phone. The car reads incoming text messages over the stereo and notifies drivers when a text comes through. My phone wasn't compatible with the respond feature, but phones that are can send a default text response, like "I'm driving," back to the sender. 
 The concept of a higher-content base car with a higher starting price may be new to Honda, but <a href="/topics//Chevrolet">Chevrolet</a> took a similar approach with the Cruze and has seen great sales success. The Cruze may not have a standard backup camera or advanced phone functions like the Civic, but it does offer features the base Civic doesn't have, including automatic headlights and satellite radio. Those convenience features are available only on more-expensive Civic trim levels. Compare all 2013 Civic trims here. 
 Backup cameras as standard equipment will likely be mandated soon by the government in all cars for safety reasons; official dates and ruling are still pending. 
 Ride, Handling &amp; Acceleration 
 One of our previous complaints included the Civic's tendency to lean into corners, which is diminished for 2013. Stiffer front springs and larger anti-roll bars help quell the nasty body roll of the 2012. There's initial roll on the 2013, but the body quickly settles and has composure that makes the handling much more predictable. 
 The Civic still isn't fun to drive, like the <a href="/topics//Dodge">Dodge</a> Dart, <a href="/topics//Ford_Focus">Ford Focus</a> or Mazda3, despite new suspension and steering systems, but some improvements were made to noise, vibration and harshness, and they're substantial strides. The 2013's interior exhibits less wind and road noise thanks to a thicker windshield, a stiffer front subframe and additional sound-proofing. A standard carpeted trunk lid finishes the previous bare sheet metal nicely while minimizing unwanted road noise from the rear. The Civic's main engine is still a 140-horsepower, 1.8-liter four-cylinder in LX, HF, EX and EX-L trim levels, with a choice of a five-speed automatic or five-speed manual transmission in the base model only -- all other trim levels use the five-speed automatic. The engine is well-suited to the Civic and provides adequate acceleration. An Econ mode slows engine and transmission response for better gas mileage, but it also makes the car pokier. 
 <a href="/topics//Environmental_Protection_Agency">EPA</a> gas mileage ratings for the automatic transmission are 28/39/32 mpg city/highway/combined for LX, EX and EX-L models, while the extra-efficient HF version is rated 29/41/33 mpg thanks to aerodynamic enhancements. The manual-transmission LX is rated a lower 28/36/31 mpg. High-performance Si trims can only be had with a 201-hp, 2.4-liter four-cylinder mated to a six-speed manual transmission. The Si is rated 22/31/25 mpg. 
 Safety 
 The 2013 Honda Civic was granted the <a href="/topics//Insurance_Institute_for_Highway_Safety">Insurance Institute for Highway Safety</a>'s highest accolade: Top Safety Pick +, where the "+" represents a top score of Good in the new small-overlap frontal crash test, along with top scores in traditional frontal, side, rear and roof-strength tests. The Civic's 2013 redesign included new structural engineering aimed to improve front end collision protection. The <a href="/topics//National_Highway_Traffic_Safety_Administration">National Highway Traffic Safety Administration</a> hasn't tested the Civic yet. 
 Standard safety features include federally mandated frontal airbags, electronic stability control and antilock brakes. There are also front-seat-mounted side-impact airbags and side curtain airbags. The standard backup camera has guideline markers to indicate the vehicle's width, though the lines don't turn with the steering wheel to indicate direction -- or pair with backup proximity sensors. See all the Civic's safety features here. 
 2013 Honda Civic in the Market 
 There was nothing really wrong with the 2012 Civic, but it was a cookie-cutter, boring sedan that did everything all right but didn't stand out in one particular category, like the fun-to-drive <a href="/topics//Ford_Focus">Ford Focus</a> or value-laden <a href="/topics//Hyundai_Elantra">Hyundai Elantra</a>. 
 Now with a full tank of value and style, the 2013 Honda Civic is much better prepared to take on the segment's best with an arsenal of ultra-competitive standard features. Combined with Honda's rock-solid reliability, the 2013 Civic is back on top of its game.

carsCIVIC16

2013 Honda Civic's big upgrades render it a superb value

When you're the little kid with the softest voice on the block, you can only outwit the big guys with ingenuity or a big stick. 
 <a href="/topics//Mazda">Mazda</a> doesn't have the latter. But it's working on the former with all of its vehicles, most notably the 2014 Mazda6. 
 The Mazda6 is the Japanese manufacturer's entry in the midsize sedan category, the most lucrative and competitive in the panoply of vehicles offered in the United States. 
 So far, it's been a minor irritant. In 2012, 10 out of 12 midsize sedans, not including luxury nameplates, boasted sales in six figures, led by the <a href="/topics//Toyota_Camry">Toyota Camry</a> with 404,886. Of the two remaining, only the <a href="/topics//Mitsubishi_Galant">Mitsubishi Galant</a>, with 13,261, had fewer sales than the Mazda6, which tallied 33,756. 
 It's not for lack of trying. For many years, <a href="/topics//Mazda">Mazda</a> has fielded a competitive midsize entry with the Mazda6, which has even been offered in three versions: notchback sedan, hatchback four-door and station wagon. But it has never caught on, for reasons that can be debated among automotive aficionados. 
 The wagon and hatchback are long gone, leaving the 2014 Mazda6 sedan to do battle with Accords, Passats, Altimas and Optimas. 
 It should do well. Completely redesigned, it offers attractive new exterior styling, interior design simplicity and quality that could have issued from Germany's vaunted <a href="/topics//Audi">Audi</a>, and a menu of Mazda's new Skyactiv technology. 
 Though it's an unfamiliar term to many prospective buyers, Mazda is working hard to make Skyactiv familiar. It refers to an entire reworking of a vehicle's key components: engine, transmission, chassis, suspension system -- in short, anything that can be refined, even in miniscule ways, to contribute to increased performance with improved fuel economy. One of these is i-ELOOP, which gathers electricity from braking and stores it in a capacitor to power on-board systems. 
 On the Mazda6, Skyactiv also means a new four-cylinder engine that muscles 184 horsepower to the front wheels through an equally new six-speed manual gearbox or a six-speed automatic transmission with a manual shift mode. 
 Mazda doesn't mess with published acceleration times, preferring to let the enthusiast publications do their own tire-scrubbing tests. Suffice it to say that the Mazda6 is no slouch off the line, although it no longer offers V6 power in obeisance to ever-stringent government fuel economy requirements. 
 With the six-speed automatic, the new Mazda6 manages 26/38/30 mpg on the <a href="/topics//Environmental_Protection_Agency">EPA</a>'s city/highway/combined fuel economy cycle. The six-speed manual is rated at 25/37/29 mpg. 
 Those numbers surely will be eclipsed later in the model year when Mazda will offer a diesel engine in the Mazda6 -- the first Asian manufacturer to do so in a midsize sedan. It will compete directly against Volkswagen's Passat diesel, which so far has had the only oil burner in the class. Other manufacturers have favored hybrids over diesels. 
 The company calls the Mazda6 "the modern interpretation of the sports sedan." It could be classified that way if it had a bit more power. Except for that, however, it does have sports sedan attributes: nicely weighted and accurate power steering, good throttle response and a suspension system calibrated to provide a decent ride with crisp handling. 
 Though it comes in three versions -- Sport, Touring and Grand Touring -- with varying features, the preference here is for the base model, called the Sport. It comes with the six-speed manual gearbox and all of the equipment most motorists would want, with one exception: <a href="/topics//Satellite_(designer)">satellite</a> radio. The sticker price is $21,675, stingy given the equipment and attributes. 
 Sure, you could spend $31,490 for the Grand Touring with the tight-shifting six-speed automatic transmission, navigation, electronic connectivity and a load of other equipment, but it won't get you any more performance. 
 Besides, the Sport with the stick shift is a delight. It has comfortable cloth upholstery, plenty of manual seat adjustments, a tilt and telescoping steering wheel, and most of all, an intuitive shift linkage and light clutch action that make stirring the gears something to savor. 
 There's plenty of space and comfort for four passengers, though as usual the poor fellow in the fifth center rear position gets disrespected and cramped. 
 Mazda CX-5: For 2014, Mazda's acclaimed CX-5 compact crossover also gets the new 2.5-liter engine. When first introduced, all CX-5's used a 155-horsepower, 2.0-liter four-cylinder engine that was sometimes overworked. With the new 2.5, standard on the Touring and Grand Touring versions, performance is closer to that of the Mazda6. The Sport continues with the 2.0-liter with a manual or automatic transmission. 
 SPECIFICATIONS 
 Model: 2014 Mazda6 Sport four-door sedan. 
 Engine: 2.5-liter four-cylinder, direct gasoline injection, 184 horsepower. 
 Transmission: Six-speed manual. 
 Overall length: 16 feet. 
 <a href="/topics//Environmental_Protection_Agency">EPA</a> passenger/trunk volume: 100/15 cubic feet. 
 Weight: 3,183 pounds. 
 EPA city/highway/combined fuel consumption: 25/37/29 mpg. 
 Base price, including destination charge: $21,675. 
 Price as tested: $21,675.

carsMAZDA15

2014 Mazda6 is worthy sedan competitor at great price

Well, they can't all be homeruns, all the time, now can they? 
 Despite being an all-new model for 2010, the Kia Forte never really caught on in a big way. When you look at the numbers now, it really has nowhere to go but up; and with this redesign, that's where this compact is headed. 
 The new Forte that launches this spring bears the unmistakable influence of design chief Peter Schreyer. For the past six years, the former Audi stylist has been largely responsible for the style of Kia's fleet, as well as those built by its Hyundai parent. With Schreyer's assistance, <a href="/topics//Hyundai_Elantra">Hyundai Elantra</a> sales have more than doubled since the 2008 model year, while the Forte, which trails by a considerable margin, has experienced a more modest advance since arriving for 2010. The Forte's platform is shared with the Elantra. 
 It was pretty obvious, however, that to keep up, the Forte was going to have to undergo a dramatic metamorphosis. The Forte's looks for 2014 have been dramatically changed from play-it-safe conservative, to fashionably sophisticated. The car contains elements of the Elantra, particularly above the beltline with its dramatically sloping windshield, while the distinctive familiar "tiger nose" provides an important point of differentiation. Overall length has increased by about an inch, while the distance between the front and rear wheels has been extended by two inches. That stretch pays off in terms of added legroom for front and rear passengers, but a lower roofline means there's a bit less total passenger volume than before. 
 Also dialed back somewhat is the Forte's power. The new base 1.8-liter engine (also shared with the Elantra) pumps out 148 horsepower and 131 pound-feet of torque, compared with 156 horsepower and 144 pound-feet for the previous base 2.0-liter. The now-optional 2.0-liter four-cylinder (that surprisingly is not on the Elantra's menu) produces 173 horsepower and 154 pound-feet of torque. That's the same output as the outgoing 2.4-liter powerplant, but it's shy on peak torque by 14 pound-feet. 
 A six speed manual transmission comes with the 1.8, while a six-speed automatic is optional, but standard with the 2.0 along with Kia's "Idle Stop &amp; Go." This piece of new fuel-saving tech shuts off the engine when the Forte is stopped in traffic, then restarts it when the brake pedal is released. 
 Official fuel-economy stats (a touchy subject for Hyundai/Kia lately, given its recent recanting of mpg claims on certain models) have yet to be released, but the mpg numbers for the base 1.8 should be in the upper 20s in the city and in the high 30s on the highway. 
 Spending time aboard the Forte will prove comforting for passengers and especially pleasing for the driver who faces a clearly legible, intuitively laid-out dashboard and control panel. He or she also has command over the level of steering effort with the Forte's optional Flex Steer system. With it, the electric power steering can be adjusted to Comfort, Normal and Sport settings, with the latter offering the least amount of assist. 
 Of the Forte's two trim levels, the starting-point LX leans to the simpler side of the ledger with its smaller engine, 15-inch steel wheels, basic audio system and the lack of cruise control or a keyless remote entry button on the fob. 
 Move up to the EX and it's a different story. Along with adding the LX's missing items, you can count on dual-zone climate control, a <a href="/topics//Microsoft_Corporation">Microsoft</a>-powered infotainment system, backup camera, glove-box cooler and 16-inch alloy wheels. Oh, and the optional 2.0-liter four-cylinder is also an EX staple. 
 But it's the lengthy option list that can turn the EX into a junior-sized luxury sedan. A navigation system, power sunroof, heated front seats and steering wheel, 10-way power driver's seat, 17-inch wheels and high-intensity-discharge (HID) headlights are all available. 
 The new Forte Sedan with its estimated $16,000 starting price will be joined by an equally new Forte5 wagon this fall. Both vehicles will elevate the brand in the eyes of compact-car shoppers and put yet another feather in Peter Schreyer's cap. 
 What you should know 2014 Kia Forte 
 Type: Four-door, front-wheel-drive compact sedan Engines (hp): 1.8-liter DOHC I4 (148); 2.0-liter DOHC I4 (173) Transmissions: Six-speed manual (1.8); six-speed automatic (opt. on 1.8, std. on 2.0) Market position: The <a href="/topics//Honda_Civic">Honda Civic</a>, <a href="/topics//Toyota_Corolla">Toyota Corolla</a> <a href="/topics//Ford_Focus">Ford Focus</a> and Chevrolet Cruze dominate the compact sedan class, making it difficult, but not impossible for runners-up such as the Kia Forte to make some headway. Points: Greatly improved looks courtesy of Peter Schreyer - a German who came in from Audi - puts Forte on similar footing as Hyundai Elantra; Roomier, classier interior avoids the cheap look. * Less potent engine choices won't bother Forte customers; Driver-adjustable steering feedback should be standard on all cars with electric power steering; Forte5 wagon to return later, as will coupe (Koup) version. Safety: Front airbags; side-impact airbags; side-curtain airbags; anti-lock brakes; traction control; stability control. MPG (city/hwy) 28/38 (1.8, est.) Base price (incl. destination) $16,000 (est.) 
 BY COMPARISON 
 Ford Focus Base price: $17,500 Sedan and hatchback joined by sporty ST and electric versions for 2013. 
 <a href="/topics//Nissan_Sentra">Nissan Sentra</a> Base price: $16,800 New-for-2013 car is more spacious, stylish and fuel-efficient than ever 
 Honda Civic sedan Base price: $18,800 Added style and standard content for 2013; coupe, hybrid are untouched. &nbsp;

carsFORTE14

2014 Kia Forte is another feather in the hat for former Audi designer

What a difference a couple of decades can make. 
 The original <a href="/topics//Toyota_RAV4">Toyota RAV4</a> that helped usher in the compact-utility segment back in 1996 was a major design and marketing breakthrough. Vehicles such as the <a href="/topics//Honda_CR-V">Honda CR-V</a>, <a href="/topics//Ford_Escape">Ford Escape</a> and others eventually followed, with all offering an economical and affordable way to deal with just about any type of inclemency that Ma Nature might have tossed our way. 
 The latest RAV4 is no less capable, but over the years has evolved into an elegant, sophisticated and highly detailed wagon. Physically it now displays all sorts of swoops and curves that replace a boxier design. In back, the side hinged cargo door with attached spare tire has been replaced by a more practical liftgate. The full-size spare (a rarity in this class) is now discretely located beneath the cargo floor. There's also a handy spot to hide small valuables next to the spare, while the slightly enlarged main stowage area handles the bulky stuff, especially when the split-folding second-row seat is folded flat. 
 The rest of the cabin has been completely restyled and is awash with "soft-touch" materials and silver trim bits, which is pretty standard for this class now. The mostly business-like asymmetrical dashboard and control panel runs counter to the currently in-vogue shapes that appear to intrude into the passenger area. There are eight standard airbags as well as a 6.1-inch display that doubles as a monitor for the backup camera. 
 Oh, and if you're planning to add the third-row seat option to your RAV4, be advised that Toyota has discontinued that feature due to an apparent lack of interest. 
 Also gone for the same reason is the 269-horsepower 3.5-liter-V6 option, which means that returning for 2013 is the one and only 2.5-liter four-cylinder that delivers 176 horsepower and 172 pound-feet of torque, which is actually enough for a vehicle that weighs in at about 3,450 pounds. Although the engine returns basically unchanged, there's a new six-speed automatic transmission that replaces the previous four-speed unit. The new fifth and sixth overdrive gearing - plus a more efficient torque converter - is largely responsible for the bump in fuel economy to 24 mpg in the city and 31 on the highway (for front-wheel-drive models), which is up from 22/28. All-wheel-drive versions achieve 22/29 mpg, which is up from 21/27. 
 The AWD option is updated with Auto, Lock and Sport modes to suit specific traction and driving situations. Lock mode keeps half the power going to the back wheels as long as you're driving slower that 25 mph. Sport mode allows wider transfer of torque between the front and rear wheels (as much as half to the rear) than the Auto mode. 
 The base RAV4 LE comes with 17-inch steel wheels, which probably helps keep the starting price to less than $25,000, but you do get air conditioning, reclining second-row seat plus most of the basic power features. 
 The XLE adds a moonroof, dual-zone climate control, premium bucket seats with more bolstering (side support) and fancier 17-inch alloy wheels, while the Limited loads up with power-adjustable and heated front seats with memory settings, power liftgate, 576-watt JBL-brand audio system and 18-inch wheels. 
 The XLE and Limited are also the portals to a variety of premium-level options, including voice-activated navigation and Bluetooth wireless networking. For the Limited only, you can order a blind-spot monitoring system with cross-traffic alert that lets you know when other vehicles are approaching from behind on the highway, or are crossing your path when backing out of a parking spot. 
 Whether in standard trim or all dressed up, the latest RAV4 is a handsome wagon that accentuates economy and efficiency, which was exactly the stated mission all those years ago. This time around, though, the RAV4 leaves behind its entry-level ways to become a more elegant and refined traveler. Indeed, what a difference a couple of decades can make. 
 What you should know: 2013 <a href="/topics//Toyota_RAV4">Toyota RAV4</a> Type: Four-door, front- /all-wheel-drive compact wagon Engine (hp): 2.5-liter DOHC I4 (176) Transmission: Six-speed automatic Market position: The vehicle credited with starting the small-ute craze has stayed with or ahead of the pack by offering a smart-looking package that's modestly priced, fuel efficient and well equipped, even in base trim. Points: All-new sheetmetal is way more appealing; Base four-cylinder engine is more than adequate for most tasks; V6 was great, but a bit much; Optional third-row seat deletion makes room for full-size spare-tire storage; AWD is well worth the $1,400; New RAV4 still not likely to overcome class-leading <a href="/topics//Honda_CR-V">Honda CR-V</a> in sales. Safety: Front, side-impact and side-curtain airbags; driver's knee airbag; passenger seat cushion airbag; anti-lock brakes; traction control; stability control. MPG (city/hwy) 24/31 (FWD) Base price (incl. destination) $24,150 
 BY COMPARISON 
 <a href="/topics//Honda">Honda</a> CR-V Base price: $23,600 Popular model counts on style and reputation to maintain popularity. 
 <a href="/topics//Nissan_Rogue">Nissan Rogue</a> Base price: $23,500 Junior-sized Murano offers high style and lots of interior space. 
 <a href="/topics//Ford_Escape">Ford Escape</a> Base price: $23,400 Latest edition of <a href="/topics//Ford_Motor_Company">Ford</a>'s small-roader available in choice of three engines. &nbsp;

carsRAV413

Toyota Rav4 adds class, keeps efficiency for 2013 model year

The Hyundai Veloster is a small car with a huge personality. As part of a small family with just one child and a flair for the unconventional, the Veloster seemed like it would suit us perfectly. 
 With the 2013 Hyundai Veloster's unique three-door configuration and convenient hatchback, I was convinced that this car could be both drool-worthy and family friendly, but it failed on the family front. 
 My test car, the Veloster Turbo, is more than desirable with its eye-popping design, good fuel economy and a killer drive experience. To say I enjoyed my week with it would be an understatement; it was quick, nimble and garnered an obscene amount of attention wherever I took it. It's a loud, rough ride, but it handled well, and with my test car's turbo four-cylinder engine, acceleration was never an issue. Not one other mom rolled in to the playground parking lot with a Veloster, and that was my favorite part of all. 
 The good news is that even though the Veloster didn't fit my family, it can work for others. If you've got kids who've outgrown their convertible child-safety seats or you're looking for a second family car, you just might be able to keep the Veloster on your short list. 
 With a modest starting price of $18,395, including a $795 destination charge, the Veloster is affordable. However, with an upgraded turbocharged engine, panoramic moonroof, backup camera and navigation, my top-trim test car cost $27,520. 
 EXTERIOR 
 Despite the Veloster's aggressive styling, it's not overly masculine, yet there's nothing cutesy about the tiny compact. While it's youthful, it won't cause your friends to raise an eyebrow and accuse you of entering a midlife crisis if you drive one. I loved everything about this little car's looks, and with my test car's Marathon Blue paint color, I felt like a superhero every time I ran errands. 
 It's a hassle getting a small child into a two-door car, but I was convinced the Veloster's third door, which is on the passenger side, would eliminate all those issues. Unfortunately, the third door wasn't much help. Here's the thing about the Veloster and kids, they can mix but not if the kids are in bulky child-safety seats. 
 The Veloster sits low to the ground, and the passenger-side door openings are small. Once my daughter's forward-facing convertible seat was installed, it blocked almost the entire rear door opening. This made it difficult to get her loaded into the seat. To avoid knocking her unconscious on the low, sloping roofline, I had to get into a deep squat position (great for my thighs and glutes, yes -- but challenging all the same) and squeeze her in as close to the front seatback as possible. Once her head was clear, I could lift her up and position her into the car seat. Then it was me that was almost knocked unconscious by the low roofline every time I stood up after getting her in. 
 If your kids aren't in child-safety seats, they'll love that third door. The door handle is low enough to be reached by older kids despite it being placed high on the door near the window. 
 The cargo area is deep but narrow. Grocery bags and luggage can be accommodated, but my single stroller only fit once I removed a wheel. I ran into trouble one day when I headed to the grocery store without remembering to leave the stroller at home first. I had just four bags, but the cargo area was occupied. I couldn't load the groceries into the backseat using the third door because my daughter's safety seat blocked most of the opening, so I had to use the driver's side door and pull the seat forward. I squeezed the bags through the small opening, but I ran into that banging-my-head-on-the-roof problem again when I reached in to unload them. 
 A base Veloster has a 1.6-liter four-cylinder engine that makes 138 horsepower; it gets an <a href="/topics//Environmental_Protection_Agency">EPA</a>-estimated 28/37 mpg city/highway with the six-speed automatic transmission. However, my Veloster Turbo test car was significantly more superhero-worthy with its upgraded 201-hp, turbocharged 1.6-liter four-cylinder. The added pep affects gas mileage slightly, with the Veloster Turbo getting 24/31 mpg with the automatic transmission. Both engines use regular unleaded gasoline. 
 SENSE AND STYLE 
 Family Friendly (Not Really, Fair, Great, Excellent): Fair Fun-Factor (None, Some, Good Times, Groove-On): Groove-On 
 INTERIOR 
 <img src="http://cdn.newsday.com/polopoly_fs/1.5058791.1365744662!/httpImage/image.jpg_gen/derivatives/display_300/image.jpg" align="right" style="padding: 1px 1px 1px 1px"> 
 The Veloster looks small from the outside, but it gets even smaller once you get in it. Some of that feeling is simply due to it being a compact car, but it's also because of its uber-sportiness. 
 As the driver, I found the interior's tightness exciting. I was supported by firm seats; I was close to all of the gauges and instruments, and I felt positioned for the ideal driving experience. In the front passenger seat, I just felt cramped and uncomfortable. Legroom in the Veloster was scarce, even for my vertically-challenged family. I did appreciate that the front seats had a hard plastic covering on the back, which protected them from my daughter's constant kicking. 
 As small as things were inside, the styling details and features inside the car made a big impact. I loved the optional panoramic moonroof in my test car, as well as the blue ambient lighting. Even the door handles stood out as the coolest, best-designed door handles I've ever seen. I never tired of the Veloster's interior's looks. 
 The Veloster's backseat holds two passengers. There is a center console with two cupholders and a small storage tray that divides the backseat. It's close quarters back there, and once a safety seat is installed, the interior space seems to shrink significantly. Without safety seats, two children will have a blast, but the car's belt line was high and frustrated my daughter on long trips as she couldn't see out the window. 
 What also made the Veloster seem small inside was its limited rear visibility due to the drastic styling. It pains me to admit that the Veloster falls into the form-over-function category, but I can't deny that I couldn't see well. I was grateful for my test car's backup camera; it's a must-have for those considering the Veloster. 
 For such a teeny car, the Veloster has plenty of storage. My smartphone, sunglasses, latte and snacks for my daughter always found a place inside. It comes with four cupholders, additional bottleholders in the doors, a large bin in the center stack for a smartphone, and center console storage. 
 IT'S THE LITTLE THINGS THAT COUNT 
 Storage Compartments (Puny, Fair, Ample, Galore): Ample (for its class) Cargo/Trunk Space (Puny, Fair, Ample, Galore): More than Fair, less than Ample 
 SAFETY 
 Even though child-safety seats can take up a lot of space inside the Veloster, they can be installed easily. The four-seater has two sets of lower Latch anchors that slightly peek out from the seat cushions, making them easy to access. Installation was hassle-free. 
 The 2013 Veloster Turbo has standard front-wheel drive, four-wheel-disc antilock brakes with brake assist, an electronic stability system with traction control, and six airbags, including side curtains for both rows. A backup camera with rear parking sensors is available, as well as Hyundai's Blue Link system, which can provide assistance in emergency situations as well deliver an impressive suite of parent-friendly teen-driver-monitoring options like geo-fencing and curfew alerts via text message. 
 Currently there is no crash-test information available for the 2013 Veloster from the National Highway Traffic Safety Administration or the Insurance Institute for Highway Safety.

carsVELOSTER13

2013 Hyundai Veloster boasts form, function -- but not room for a child seat

If you agree that, all things being equal, Americans will buy the largest car their fuel budget will allow, then you will understand the thinking behind the updated 2013 <a href="/topics//Ford_Motor_Company">Ford</a> Taurus. 
 For the new model year <a href="/topics//Ford_Motor_Company">Ford</a> is offering an optional engine. But in a deviation from the norm in Detroit, the extra-cost power plant doesn't have more horsepower than the standard engine. It has less. 
 The Taurus' base engine is a 3.5-liter V-6 that produces 288 horsepower and is rated by the <a href="/topics//Environmental_Protection_Agency">EPA</a> at 19 miles per gallon in the city, 29 mpg on the highway. But for an extra $995, you can have a smaller EcoBoost 2.0-liter, turbocharged four-cylinder engine that generates 240 hp. and is rated at 22 mpg city, 32 mpg highway. 
 <a href="/topics//Ford_Motor_Company">Ford</a> delivered a midlevel SEL model with the optional EcoBoost engine for a week. I was looking forward to a full-size sedan that could return 32 mpg. 
 The best that I managed was 27 mpg. Disappointing? Yes. But the mileage was still admirable for a 3,969-pound, full-size sedan. And, in other ways, the Taurus with EcoBoost delivers on its promise. 
 While the four-cylinder develops 48 fewer horses than the V-6, it produces 16 more pound-feet of torque. You'll never miss the extra ponies; the car accelerates with authority. The six-speed automatic transmission responds quickly and smoothly, which, when coupled with the potent engine, allows the driver to easily hustle this husky-sized sedan through corners, despite the expected body lean. 
 But when asking for extra power at cruising speed, there's a slight lag while you wait for the turbocharger to kick in. And at idle there's noticeable vibration from the four-cylinder engine, something you wouldn't get with a V-6. 
 For 2013, <a href="/topics//Ford_Motor_Company">Ford</a> has added two new safety features. The first is called torque vectoring control, which lightly applies the brakes on the inside wheels in corners to enhance cornering performance. The second is called Curve Control, which applies the brakes if a turn is entered too quickly. 
 MyFord Touch, the system that controls a variety of navigation, entertainment, communication and climate functions, is still frustrating, although less so than last year. 
 While the Taurus with EcoBoost didn't reach the Olympian heights predicted by the <a href="/topics//Environmental_Protection_Agency">EPA</a>, it still proved to be fairly fuel-efficient for such a large car. Couple that with a spacious interior, large trunk, impressive safety credentials, a long options list and a price that's not much higher than a fully loaded midsize car, and you have a large car with the heart of a midsize. 
 &nbsp; 
<h3> 2013 <a href="/topics//Ford_Motor_Company">Ford</a> Taurus</h3> 
 Base price: $26,700 
 Price as tested: $35,180 
 <a href="/topics//Environmental_Protection_Agency">EPA</a> rating (city/highway): 19/29 mpg 
 Engine: 3.5-liter V-6 
 Power: 288 horsepower; 244 horsepower with EcoBoost 
 Wheelbase: <a href="/topics//112_(musician)">112</a> inches 
 Length: 202.9 inches 
 Weight: 3,969 pounds 
 Height: 60.7 inches 
 Cargo space: 20.1 cubic feet 
 Towing capacity: 1,000 pounds 
 Bottom line: Better mileage, surprising punch.

BZREV11

Road Test: updated Ford Taurus

BIZ AUTO-FORDTAURUS-REVIEW 2 MCT

You're in your mid-40s, married for 18 years, and for a decade you've been hauling your family around in a minivan, a <a href="/topics//Honda_Odyssey">Honda Odyssey</a>. 
 Now the three kids are growing up, with the oldest just starting her teenage years and the others not all that far behind. 
 It's time for another vehicle. The venerable Odyssey has done yeoman duty but it can't last forever. With the children bigger and taking up increasing amounts of space on long vacation trips, the sensible thing to do would be to replace it with another minivan. 
 Yet there's that 40-something recalculation of family priorities and perhaps a nagging desire to escape the image of soccer parents, not to mention the stigma sometimes attached to minivans. What to do? 
 Fortunately, there's a lot. The biggest trend in people movers in recent years has been toward crossovers as substitutes for once-dominant minivans and sport utility vehicles. The latter have been falling out of favor for a number of reasons: poor fuel economy, dwindling need for vehicles that can go-off road and tow heavy loads, and a desire for something with nimbler handling as well as a degree of luxury. 
 There still are some large truck-based SUVs with body-on-frame construction, thirsty V-8 engines and four-wheel drive, even some very luxurious ones like the <a href="/topics//Cadillac_Escalade">Cadillac Escalade</a> and Lincoln Navigator. 
 But the big behemoths are being supplanted by an increasing number of car-based crossover utility vehicles (CUVs) with unit-body construction, V-6 and sometimes even four-cylinder engines and full-time all-wheel drive. 
 They range from small to family size. Witness the 2013 <a href="/topics//Chevrolet_Traverse">Chevrolet Traverse</a>, which offers three rows of seats and seating for up to eight. You'd think it would rival the average minivan. It comes close, but no cigar. 
 Though the Traverse is a full 17 feet long, its passenger space measured in cubic feet does not stand up to the minivans, though most families could live with the difference. 
 For example, the 2013 <a href="/topics//Honda_Odyssey">Honda Odyssey</a>, which is an inch shorter at 16 feet 11 inches, has 170 cubic feet of passenger space, along with 38 cubic feet of cargo space with all the seats up. It has a 248-horsepower V-6 engine and, on the top-line Touring Elite model, a six-speed automatic transmission. Its city/highway/combined fuel consumption is rated at 19/28/22 mpg and it carries a sticker price of $44,855. 
 The tested Chevy Traverse AWD LTZ crossover has 151 cubic feet of passenger space, or 19 less than the Odyssey. Cargo space behind the third row measures 24 cubic feet, or 14 cubic feet less. That gap is substantial, about the size of a trunk on a mid-size sedan. The Traverse has a 288-horsepower V-6 engine with a six-speed automatic transmission and 16/23/19 mpg. It has a sticker price of $46,410 as tested. 
 The $1,555 price difference can be attributed to the tested Traverse's all-wheel drive. The Odyssey has front drive, standard on the Traverse as well. 
 What are the arguments on each side? For openers, the Odyssey is unquestionably bigger inside, with more comfort and room for the growing children's belongings. However, as one father contended, his kids already take too many things along on trips. The Traverse would force better choices. 
 The Odyssey is lower to the ground, so it's easier to enter, exit and load. Despite its size, it drives much like a car. On the other hand, a lot of people, particularly women, like the Traverse's high, command-of-the-road driving position. It also has the advantage, in this instance, of all-wheel drive for nasty weather. 
 The Traverse also handles like a car and, in the tested LTZ version, is as luxurious as anything out there, including its fraternal twins from <a href="/topics//General_Motors">General Motors</a>, the <a href="/topics//Buick_Enclave">Buick Enclave</a> and <a href="/topics//GMC_Acadia">GMC Acadia</a>. 
 Passenger comfort in the Traverse's front and second rows is first cabin. The second row seats --captain's chairs on the test vehicle --easily fold flat, and slide fore and aft to divvy the knee space with the third row. Nevertheless, the third row is way less comfortable and should be reserved for resilient young folks. It also folds flat for extra cargo space. 
 Bottom line: The choice of a crossover like the Traverse versus a minivan like the Odyssey, <a href="/topics//Toyota_Sienna">Toyota Sienna</a> or <a href="/topics//Chrysler">Chrysler</a> Town and Country comes down to a few tradeoffs and the buyer's personal preferences. 
 SPECIFICATIONS 
 Model: 2013 <a href="/topics//Chevrolet_Traverse">Chevrolet Traverse</a> AWD LTZ four-door crossover utility vehicle. 
 Engine: 3.6-liter V6, direct gasoline injection, 288 horsepower. 
 Transmission: Six-speed automatic. 
 Overall length: 17 feet. 
 <a href="/topics//Environmental_Protection_Agency">EPA</a> passenger/cargo volume: 151/24 cubic feet. 
 Weight: 4,956 pounds. 
 <a href="/topics//Environmental_Protection_Agency">EPA</a> city/highway/combined fuel consumption: 16/23/19 mpg. 
 Base price, including destination charge: $43,250. 
 Price as tested: $46,410.&nbsp;

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