New Car Review: 2013 Cadillac ATS AWD 3.6L



The 2013 Cadillac ATS.

Journalism (automotive and otherwise) is not a great profession if you expect to be told the truth. Oh, sure, it's your job to find and report the truth, but being told it...that's another thing altogether.

Not that the un-truths come in bald-faced lies. Not always. There's a spectrum. For example:

With the Cimarron, Cadillac told us it "behaves like a civilized car should" and "beats the imports at their own game". A bald-faced lie, as those who parted with $12,131 in 1981 dollars for a tarted-up Chevy Cavalier learned the hard way.

A decade and a half later, they told us once we experienced the Catera's European luxury and performance, we wouldn't want to let go. That wasn't true, either, but really wasn't a bald-faced lie. The Catera was European (an Opel with Cadillac badges stuck on it), and the rest can be excused as opinion.

Then came the original CTS. By this point, advertising had matured to the point where it dispensed with hyperbole and just showed us quick cuts of a CTS driving quickly while Led Zeppelin's "Rock And Roll" played for 30 seconds. And then a font that said "Cadillac. Breakthrough."  The implication was that Cadillac had finally found the formula that would let them stand toe-to-toe with BMW.

Not true. But that one we can chalk up to optimism and wishful thinking.

Don't get me wrong. The CTS was then a good car and has gotten better every year since its introduction. But the driving dynamics just weren't there...as good as they have become.

That's why, as I walked to the Cadillac ATS for the first time, key fob in hand, I was prepared to be mildly disappointed. This was the car that, no excuses, was to be Cadillac's answer to the BMW 3-Series. And there was just no way...it was bound to fall short somehow. Most likely in the steering.



Holy crap.

They did it.

No, you won't mistake the ATS for a 3-Series, but that's not the point. Cadillac has come up with a car that is different from, but feels as strong, good and capable as, the legendary BMW small sedan.

Our tester was the 3.6 liter V6 all wheel drive. I sincerely hope Cadillac sends the other flavors. But what I can tell you is that the engine is quick, responsive and silky. The sound it makes is glorious. The six-speed automatic transmission benefit from a performance algorithm that wastes not a single rev yet allows serious gas mileage (EPA estimate 18 city/26 highway).

For $43,195, you get the above plus a sport suspension, ZF premium electric variable steering (the best steering in any American car I've ever driven and on par with most imports), dual exhaust, 17-inch wheels with all-season run-flat tires, Brembo performance front brakes, Stabilitrak and tire pressure monitoring.



The 2013 Cadillac ATS interior.

Inside? The materials are different from...but every bit as good as...and in some cases, maybe better than...BMWs. Now, that's my opinion, based entirely on touch and feel. We'll have to see about long-term issues like use and wear.

But the leather is handcrafted and sewn, you get power 8-way driver and passenger seats, LED interior lighting accents, leather and wood...and CUE.

CUE is, as we discussed in the recent review of the Cadillac XTS, the Cadillac User Experience...the color screen that controls audio, navigation, climate control, and communications. It is, as in the XTS, essentially modeled on a sideways iPad. And it has the same drawbacks in the ATS that it had in the XTS. You're touching a smooth glass surface with multiple icons. Despite haptic feedback that vibrates to confirm, you only know what you're touching if you look. And that means taking your eyes off the road. The good news about CUE in the ATS is that it is an option. You can save $1,295 and get knobs and buttons by simply not ordering it. That does mean skipping navigation.

Ours had CUE and one other option, a cold weather package that heated both front seats and the steering wheel for $600.  Total, with destination charge of $895: $45,985.

For a car that I couldn't wait to drive every day and hated to give back. And only $2K and change more than the 4-cylinder BMW 328i.

Winner? King of the Hill? No. But for once, Cadillac is in the game. An American car is in the game. The ATS is for real.

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New Car Review: 2013 Buick LaCrosse



The 2013 Buick LaCrosse.

Almost three years ago, we reviewed the then-new Buick LaCrosse and came up with the conclusion that while their advertising was targeting Lexus, the car itself was close in a lot of ways but only won when price got factored in. That Lacrosse was the CXL model and it ended up costing $31,000 and change...which put it nearly 10 grand below a comparably equipped Lexus ES350.

Well, Buick has dumped the direct hit on Lexus from their advertising, and now has five trim levels...LaCrosse (base, which starts at $31,660), Leather ($33,870), Premium I ($35,285), Premium II (also $35,285) and Touring ($39,240). As you'd expect, Touring is loaded...to the point that the only two options on our test car were rear-seat mounted thorax air bags ($350) and the Crystal Red paint ($325). With $875 destination charge, the bottom line shows $40,790.



Since our last drive in a LaCrosse, the V6's power has been increased from 255 horses to 303...a noticeable improvement. And gas mileage has even ticked up a bit...still 17 city, but 26 highway has now become 27.

The extra 9 grand on the price sticker from 2 years ago brings not only the power and fuel economy increases, but 19 inch wheels, all-season tires, a continuously variable chassis with real-time damping and sport mode selectivity and a ton of tech to keep you out of trouble (side blind zone alert and a head-up display).



The 2013 Buick LaCrosse interior.

The interior is stunning...a wonderful mix of colors and shapes....and while the soft bits like the leather and the hard bits like the real wood feel great, the surfaces you'll touch most...the buttons controlling windows, locks, HVAC and audio functions...feel like GM parts bin stuff.  That's not the stinging condemnation it was just a few years ago, but it's not going to compare well with Lexus, either. And that's last year's ES350 we're talking about. There's a new one for 2013 that we'll be in shortly.

At $40,000, far more so than at $31,000, Buick has to get every last detail right to be a no-brainer for people who might otherwise buy Lexus. They're not there yet. But if there were no Lexus, this would be a car in a class of one. That's how far Buick has moved the ball. Let's hope they keep moving it.

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New Car Review: 2013 Ford Mustang V6 Coupe



The 2013 Mustang V6 Coupe.

Way back when....a few months shy of 49 years ago, the Ford Mustang was the originator of a segment called "Pony Cars". Never mind that the other cars in the segment were named after a fish (Barracuda) and, well...nothing that actually existed (Camaro). The Mustang was the standard, with a formula that allowed owners to option the three body styles that eventually were available in the first model year (coupe, fastback and convertible) from, as Ford literature put it, "mild to wild".

In fact, in year one (model year 1965), there were six-cylinder engines making as little as 105 horsepower and V8s delivering 271, allowing for some room between the Pony Car and Muscle Cars like the Pontiac GTO, which in 1965 offered a choice of 335 or 360 horsepower (from the Tri-Power engine, which had three 2-barrel carburetors).

Throughout its life, even as Shelby GT 350s, GT 500s, Mach 1s, Boss 302s, Boss 351s and Boss 429s were brought into the Mustang corral, there was always the "mild" option.

It's not so anymore. For while it looks like a small number in the shadow of the 2013 Mustang GT's 420 horsepower, the 2013 Boss 302's 444 horsepower and the 2013 GT 500's 650 horsepower, the most basic, humble Mustang you can now buy packs 305 horsepower.



Yes, it's a heavier car than the '65, but we've learned how to get more power from the engine to the road....its 0-60 time is 5.9 seconds. That, my friends, is a mere one-tenth of a second slower than the aforementioned '65 GTO with the big Tri-Power engine.

Want to keep it in the family? The least-powerful 2013 Mustang's 0-60 time is faster than that of the 1965 Shelby GT 350, the 1967 Shelby GT 500, the 1969 Boss 302 and the 1970 Boss 429.

That's not to say, however, that the base Mustang is now a fire-breathing brute. For while it is capable of some serious speed, technology has allowed Ford to polish off rough edges and deliver some surprising efficiencies.

Even as the horsepower got respectable, nearly everyone hated the Mustang's 4.0-liter V6, which felt  and sounded vaguely agricultural. The current 3.7 liter four-valve V6 is light-years better, with an exhaust tuned to make wonderfully V8-ish noises.

With a six-speed automatic transmission, as on our tester, the power detailed above has very little penalty at the gas pump. The EPA estimate is 19 city/31 highway...which is the average for a new vehicle this year.



2013 Ford Mustang V6 Coupe Gauge Cluster (with Track Pak)

A mild refresh of the interior a year or so back has brought nicer materials and better fit and finish. The gauge cluster isn't really a replica of any 60s Mustang, but the tall, slightly squeezed font, especially when bathed in Ice Blue lighting (you can choose from several colors at the flip of a switch), is an instant time trip for anyone who's ever been behind the wheel of a mid-late 60s Ford.

Our vehicle was the Premium trim line....bringing leather sport seats, a power 6-way driver's seat, a manual 2-way front passenger seat, center console with armrest, air conditioning, ambient lighting, a Shaker audio system with AM/FM/CD and mp3, leather-wrapped steering wheel with cruise control and tilt, SYNC voice activated systems, Sirius Satellite Radio, two power points, power windows, locks, mirrors and remote keyless entry, a limited-slip rear axle and tire pressure monitoring for $26,200.

Ford's press fleet folks added the 6-speed automatic ($1,195), reverse sensing system and security package ($695), and the V6 Performance Package (a tire upgrade, 3.31 axle, 19 inch wheels and painted side mirrors for $1,995). Total with $795 destination and delivery: $30,880.

Frankly, at that price, with that kind of fuel economy and that kind of performance, it's hard to imagine why anyone who isn't a race driver, speed freak, looking to prove something to the Camaro and Challenger owners on their block, or deeply insecure would need any of the three V8 Mustangs. The V6 may have finally become the best all-around Mustang money can buy.

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New Car Review: 2013 Audi A4 2.0T quattro tiptronic

The 2013 Audi A4 2.0T quattro.

As we've noted here at TireKicker before, the worst part of a successful car is keeping the ball rolling...doing the freshening needed to keep the car relevant without losing the thread and screwing it all up. Last time around, two and a half years ago, I worried that Audi was letting the magic of the A4 slip away.  If they were, they fixed it in a hurry.

The 2013 Audi A4 2.0T quattro is simply tremendous. A car that pulls of the trick of feeling utterly contemporary and timeless at the same time. The timeless thing is important because Audi's had the A4 pretty close to perfect for a long time. To wander too far from what has made an A4 an A4 for the past decade or so would be courting disaster.

The 2.0T quattro tiptronic is a 2.0 liter turbocharged inline four, making 211 horsepower....mated to Audi's quattro (the lower case "q" is intentional) full-time all-wheel-drive system and the tiptronic (the lower case "t" is also intentional) 8-speed transmission with sport and manual shift modes. Base price: $34,600, and that's a rock-solid price for the car...neither too high nor too low.

Standard equipment includes anti-lock brakes with brake assist, 17-inch 10-spoke wheels on all-season tires, electronic stability control, electromechanical speed-sensitive power steering, a dynamic five-link front suspension, a dynamic trapezoidal-link fully independent rear axle, power glass sunroof, halogen headlights, front and rear foglights, rain and light sensors, heated and powered outside mirrors, leather seating surfaces, a 12-way power driver's seat and an 8-way power passenger's seat, automatic climate control, Audi concert radio with premium sound, including AM/FM/SiriusXM/CD, with SD Card, USB and auxilary inputs, and the usual airbags and alarms.

Going small in displacement with the 2-liter engine and an 8-speed transmission delivers strong fuel economy numbers, too...20 city/30 highway.




2013 Audi A4 interior.

The interior continues to be a best-in-class effort (despite my concerns in 2010)...and our options tended to enhance the time spent at the wheel: The $4,200 Premium Plus package delivered auto-dimming mirrors inside and out, an iPod cable, Bluetooth, a driver information system with trip computer, heated front seats with driver memory, a split-folding rear seatback, HomeLink garage door opener, a three-zone climate control plus Xenon plus headlamps, LED daytime running lights and taillamps, and an upgrade to 18-inch 10-spoke wheels. The car was also treated to polished exhaust tips for $140 and an extra-cost paint job (Monsoon Gray metallic) for $475. With $895 destination charges, the bottom line wound up at $40,310.

There's no question the Audi A4 lives in a competitive world (the BMW 328i, also packing a 2-liter turbo four is probably its deadliest nemesis), but it's hard to imagine a car holding its ground better. If you cross-shop the A4 and the 3-series, it'll be personal preference, not a weakness in either vehicle, that will most likely be the deciding factor.

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New Car Review: 2013 Cadillac XTS AWD Premium

The 2013 Cadillac XTS.

Cadillac made its name with big cars. Coupes and Sedan DeVilles...but to read the majority of motoring press this year, you'd think the only thing they had to talk about was the new, small ATS.

Don't get me wrong, the ATS is a remarkable car (we've just driven it and a review is coming very soon), but there are two stories to be told...and the XTS is the other.

If you believe most of what's out there to read, the XTS falls short somehow, because it's not able to directly challenge BMW 7-series and Mercedes-Benz S-Class the way the ATS is breathing right down the neck of the revered 3-series.

But that's not failure. That's leaving room for one more Cadillac at the top of the range. Something priced north of $75,000. The XTS' mission is to significantly advance Cadillac's position in large American luxury cars. Don't forget, it replaces the late, (largely) unlamented DTS, a car that was hard to find outside of rental fleets and retirement communities.

To say that the XTS is better than the DTS is an understatement. For a front-wheel drive car based on a Buick platform, it's frankly amazing. We had the all-wheel drive Premium model for a week...which included magnetic ride control, 19-inch wheels, four wheel anti-lock disc brakes (Brembos up front) and a HiPer Strut front suspension...all standard. At 202 inches, it's absolutely a big car...but it moves with a silken grace that would have been unthinkable in a big Cadillac until now.

The base price of $55,810 (base front-wheel drives start at $44,075 ...$2,605 less than the old DTS) gets you a 304-horsepower V6 with a six-speed automatic transmission, an efficient powertrain that delivers an EPA estimated 17 city/26 highway.




The 2013 Cadillac XTS interior.

Inside, as you can see above, the bad old days of GM plastics has vanished. You're surrounded by soft-touch leather, real wood and piano black. Here, the standard equipment list brings a full complement of airbags, a heads-up display, a reconfigurable gauge cluster (you pick which information goes where on either side of the speedometer), three-zone climate control, ambient lighting, heated rear seats and heated and ventilated front seats, a heated steering wheel, and a Bose audio system controlled the CUE (Cadillac User Experience)...the big screen in the middle of the dash.

And that's the only problem. Regular TireKicker readers know I'm not a technophobe (in fact, I'm an early adopter)...but they also know that our position here is that too much tech can get in the way of the experience at best and be a distraction at worst. And CUE is just a bit too hip for the room. You control nav, climate and audio functions on what essentially amounts to a sideways iPad...your finger activating icons under a glass screen. To help you keep your eyes on the road, Cadillac engineers put haptic feedback into CUE...there's a pulse or vibration under your finger to acknowledge that you made a selection. Trouble is, you don't know what selection of the 8 icons on the screen unless you're looking at it. It'll vibrate the same no matter what icon you've mistakenly hit. And we ended up triggering events without actually touching the screen...when our hands were as much as four or five inches away.

It didn't fail...never seized up the way most of the MyFordTouch systems we've experienced have...it just required more attention away from the business of driving than a simple set of buttons and knobs would. And CUE is standard. You can't simply opt for the basic system. This is it. We're told by other automotive journalists that judicious use of CUE's voice-activated features solves a lot of those issues. We'll try that next time around.

Back to our tester...only one option on this already-loaded car...a $1,450 Ultraview sunroof. With $920 destination charge, the bottom line came to $58,160.

In black, it's a stunner. We had more compliments on the looks of this car than any we've had in a long time. It looks like a big Cadillac. It feels like a modern interpretation of what the Sedan DeVille might have been if it had stayed in tune with the times until now. Ignore the lukewarm press and drive one. It's one of the best American cars available today.

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New Car Review: 2013 Nissan Z Roadster

The 2013 Nissan Z Roadster.

As a journalist (automotive and otherwise), I work hard to bury my biases, to keep my personal tastes from getting in the way of or into the story. By and large, I think I succeed.

But I have one bias that's best just confessed. I'm a pushover for convertibles.

I think it goes back to my Uncle Ron, who had a succession of them ('55, '59 and '63 Thunderbirds...the '63 was a Sports Roadster...and a '69 Cougar XR-7). From as young as I can remember until age 13 (when he passed away), one of the biggest treats on earth was a ride in one of Uncle Ron's convertibles. The wind in the hair, the warmth of the sun (through SPF 50 sunscreen these days) and all the other sensory delights make open-air motoring a special thing.

That's not to say every car that has a top that goes down wins me over. There have been some wretched convertibles. And even otherwise good ones battle the structural rigidity loss that comes from cutting off the roof. But the good ones are very good. And the Nissan Z Roadster is definitely one of those.

It needs to be, because it was intended to be driven in a spirited way. Small, light, 332 horsepower...this isn't for slow cruises down Main Street on Saturday night. Nissan's engineers have done a great job making sure the structure is solid and confidence-inspiring.

$44,170 is the base price...getting you that engine, a 6-speed manual, front and rear stabilizer bars, a 3-point front strut tower brace, front and rear ventilated disc brakes, 18-inch alloy wheels and a tire repair kit (saving the weight and space a spare tier would entail).

There's also anti-lock brakes, traction control, vehicle dynamic control, brake assist and electronic brake force distribution, but the Z never feels over-nannyed.

8-way adjustable driver's seat (heated, cooled & ventilated), aluminum-trimmed pedals, cruise control, a Bose audio system with SiriusXM satellite radio, Bluetooth, USB and a power-folding top all come standard.




2013 Nissan Z Roadster interior.

Our tester had options...carpeted floor mats ($125), the Nissan Navigation System (hard drive with a 7-inch color monitor, USB, Bluetooth, NavTraffic and NavWeather for $2,150) and the Sport Package (19" alloy wheels, an upgrade to 245 front and 275 rear tires (from 225 and 245), sport brakes, a limited slip differential, SynchroRev Match manual transmission and Euro-tuned sport shocks for $2,830).

With destination charges of $780, it's a total of $50,055. And it's worth it. Sure, you can get a Miata for half that, but not with the power and the luxury. And anything rivalling the Z on those grounds is considerably more expensive.

Only one person was disappointed during our week with the Z. In a grocery store parking lot, I was waved down by a woman in a Nissan Murano crossover. She said she and her husband were ready to trade the Murano for a Z Roadster if the trunk could accomodate two golf bags.

I pulled over, opened the trunk...and saw the sticker on the inside...showing how to load just one golf bag.

As she drove away, I got the sense she was debating whether to keep the Murano or the husband.

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New Car Review: 2013 Lexus GS450h

The 2013 Lexus GS450h.

Regular TireKicker readers know we consider the 2013 Lexus GS a big step forward...especially in F-Sport trim. So, how does it do with most sporting intentions swapped for eco-friendliness?

Well, we've always been a fan of big hybrids. For the technology to really work, it needed to move upmarket from small people-movers, and Lexus gets big points for diving in and applying it to everthing up to and including its flagship LS model.

But...tech costs money. Most hybrids are significantly more expensive than the conventionally-powered versions of the same model, and that's certainly the case for the GS450h, which is $12,050 pricier than the GS350 (there is no non-hybrid 450 this year).




The 2013 Lexus GS450h.

The immediate payoff is in fuel economy. The gasoline-powered GS350 has an EPA rating of 19 city/28 highway. Not bad for a car in this class, but the GS450h leapfrogs those numbers...estimating 29 city/34 highway. That's 10 more miles on a gallon in town...an additional 6 on the open road. And based on our week with the car, those numbers are realistic.

You give up nothing in terms of speed, because the GS450h total system horsepower (gas and electric) is 338, 32 more than in the gas-powered GS350.

And the exhaustive list of standard equipment is there as well...17-inch alloy wheels, all the airbags a car can hold, vehicle dynamics, stability control, brake assist and traction control systems, rain-sensing wipers, Bi-Xenon headlamps with washers and LED running lamps.

As noted in the GS350 and GS350 F-Sport review, the new GS interior is a thing of beauty. With the GS450h, you get perforated leather trim on the heated and ventilated seats, a heated steering wheel, leather-wrapped steering wheel and shift knob, a moonroof, auto-dimming inside and outside mirrors, dual-zone climate control, a premium audio system with voice recognition, HD radio with iTunes tagging, a DVD/CD player, Bluetooth, USB and SiriusXM. There's also white LED interior illumination, a power rear sunshade and a power tilt/telescoping steering wheel. All that is standard.

And then come the options. Six of them on the window sticker of our tester. $242 for trunk mat, cargo net and wheel locks...$500 for a blind spot monitor....$500 for Intuitive Park Assist.

And then the big ones: $1380 to upgrade to the Mark Levinson Premium Surround Sound Audio System. 17 speakers, 835 watts, 7 channels. Sounds great.

$1735 for HDD navigation with a 12.3-inch high-resolution split-screen multimedia display including Lexus Enform, an app suite including Pandora, iHeartRadio and OpenTable, SiriusXM NavWeather and NavTraffic, plus sports and stock updates (including a one-year trial subscription).

And finally....the Luxury Package (what the heck do you call everything else that's in the car?). $5645 for heated rear seats, 18-inch nine-spoke alloy wheels with painted silver finish and all-season tires,  Bi-LED headlamps with adaptive front lighting, a heated wood and leather trimmed steering wheel, three-zone climate control, 18-way power front seats, and rear door manual sunshades.

Bottom line?

Sure you want to know?

With $875 delivery, processing and handling fee....$69,827. Which, to be fair, is only about 11 grand more than the GS350 F-Sport. And given that the LS600h we drove topped $110,000, I suppose we could call this a "mid-price luxury hybrid".

Again, though...a car like this isn't about being an all-around economy champ. It's about cutting-edge tech and luxury in a vehicle that does less damage to the environment than luxury car owners could ever have dreamed of a few short years ago. And on those grounds, the GS450h aces it.


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New Car Review: 2012 Ford Explorer




The 2012 Ford Explorer.

One of the maddening things about car buying these days is the wide price range for the same vehicle. It's caused by multiple trim levels. Case in point: The Ford Explorer. You can get it in four different levels...Explorer, Explorer XLT, Explorer Limited and Explorer Sport. And from the Explorer to the Explorer Sport, there's an $11,585 price spread.

That's a chunk considering the base price of the base model is $29,135 (we're comparing 2-wheel drive models here. 4X4 costs extra).

13 months ago, we reviewed the Explorer and said "The price is right."

For that one, it was. It was a four-wheel drive XLT, which started at $33,190 and with options rang in at $37,505...a fortuitous price point for Ford, since it was $580 below the Jeep Grand Cherokee that charmed its way into the TireKicker Top Ten Cars (So Far) the month before and still is on the list.






The 2012 Ford Explorer.

This time around, Ford sent over a four-wheel drive Limited. And instantly, the base price of that test vehicle is $620 more than the as-equipped bottom line of the last one...$38,125.

Now, at that point, regular readers know that we'd counsel extreme caution with the option list. And, to their credit, the folks in Ford's press fleet office ordered only one option....Option Package 302A. 

Which costs $5,600.

Even Ford knows that's asking. On the Explorer configuration page of their website, Ford makes a point of letting you know that $5,600 is only an extra $72 a month. And you do get a lot for your money...voice activation, luxury seating, power-folding third row seats, a power liftgate, blind spot monitoring, inflatable seat belts, active park assist, adaptive cruise control and collision warning, rain-sensing wipers and projector headlamps.

You also get a price sticker that, at the very bottom reads:

$46,560.

Color me cheap, but that's a chunk of change for what's supposed to be a mid-size SUV (the Escape's the baby, the Expedition is the big one). And the EPA estimated 17 city/23 highway gas mileage isn't a money-saver, either.

In the lower two trim levels, the value argument can be made for the Ford Explorer. It's a handsome, capable, comfortable SUV. But once you start tickling (and passing) 50 large with tax and license, that argument goes right out the window.

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New Car Review: 2012 Toyota Prius C

The 2012 (and 2013) Toyota Prius C.

There's a school of thought that says hybrid owners like to call attention to their eco-friendly ways. If true, some say it explains why radically-styled hybrids like the Toyota Prius (well, it was radical until it became a best-seller) outsell "stealth" hybrids like the Honda Civic Hybrid, which looks...exactly like every other Honda Civic.

So what do you do when the Prius styling is beginning to become mainstream, and you're introducing a smaller, lighter, even more economical Prius...one that's less expensive, to boot? How do those people call attention to themselves?

Well, you could paint a huge number of them (including the ones sent to automotive journalists) bright orange. Toyota calls the color "Habanero". I call it "Orange Sherbet With Artificial Coloring".




Rear three-quarters view of the 2012 (and 2013) Toyota Prius C.

But that's surface stuff...and there are 8 other colors in which you can get a Prius C, all much more subdued (including Absolutely Red). What matters here is that, as well equipped versions of the standard Prius approach and even break the $30,000 mark, Toyota has now brought hybrid technology to the entry-level (or near entry-level) market, with a base price of $18,950.

As with the standard Prius and wagon-like Prius V, there are trim levels...One, Two, Three and Four. One's very basic. Spartan, really, although Toyota's smart enough to realize that Bluetooth and USB need to be standard even on the lowest-levels. Bonus points there. But if you want rear seats that fold down, a cargo area cover or cruise control, you want the Prius C Two ($19,900).

SmartKey, moonroof and nav? That's the Prius C Three ($21,635). Alloy wheels, heated mirrors, fog lamps and heated SofTex-trimmed seats? Well, my friend, you want the Prius C Four...base price $23,230. But the moonroof from the Three is now an extra-cost option.

And that's how our test vehicle came. With the option box checked for the moonroof and a boost to 16-inch alloy wheels from the standard 15s. With $760 for delivery, the bottom line was $25,140.

While standard Prii at top trim levels are approaching Lexus-like luxury, a loaded Prius C Four...doesn't. If that looks like a lot of hard black and gray plastic above...it is. The accomodations are a lot more like a Yaris than a Lexus, or even a Prius.

On top of that, the Prius C is slow....very, very slow. Toyota admits to 11.5 seconds 0-60. And to do that requires standing on the gas...which isn't the best way to squeeze every mile out of the gas in the tank. It also makes a whole lot more noise (rather unpleasant noise at that) than motion. Plus, weight savings dictated as little sound insulation as possible. There's a ton of wind and tire noise in the Prius C. It's probably the loudest ride we've had in TireKicker's four-year history.

But.

The objective is hybrid-level gas mileage at a reasonable price. And there, we can't argue with the Prius C. Driven gently (which infuriated the people behind us at stop lights), we actually saw 56 mpg on one in-town errand run. The EPA estimate is 53 city/46 highway, which puts it behind only the Nissan Leaf and the Chevrolet Volt on the TireKicker's Top Ten Fuel Savers list...at a price far lower than either of those two.



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New Car Review: 2012 Infiniti QX56

The 2012 Infiniti QX56.



You are looking at a thing of beauty.

It's just behind that hulking SUV.

It's the Eastern High Sierra of California, where I was fortunate enough to grow up between the ages of 9 and 18. Some of those mountain peaks top 14,000 feet...especially dramatic since the Owens Valley floor is only about 4,000.

I have fond memories.

Now, about the hulking SUV.

It is the Infiniti QX56. It spent years as simply a gussied-up version of the Nissan Armada but has, in its latest iteration taken things well beyond that. It's as though Infiniti got caught in a time warp and decided an '02 Lincoln Navigator was its benchmark.




Rear three-quarters view of the 2012 Infiniti QX56.

There was a time when this kind of one-upsmanship was the key to success...the way to the "hers" peg on the kitchen wall that holds the keys to the Mommymobile in the upwardly mobile McMansion.

But there's a recession on. Gas is $3.67 a gallon near TireKicker World Headquarters in Phoenix ($4.19 for name brand stuff in the area where Nissan's PR people snapped these photos), and the EPA says the QX56 is good for 14 miles per gallon in the city and 20 on the highway.

Underneath the boldface "14" and "20" on the window sticker in much smaller type are the words "Expected range for most drivers". Squint and you'll see 11 to 17 MPG city, 16 to 24 highway.

Wanna know what we got?

In just under 600 miles of combined city street and urban freeway driving, the QX56 delivered....12.9.
And let me tell you, it took some coasting on downhill stretches of uncrowded freeway to do that. Day one was nothing but stop and go city streets for about 55 miles...and when I parked it that night, the average was 8.8.

Time was (back around the time I lived in the Eastern High Sierra, come to think of it), you needed a 1969 Imperial with the 440 four-barrel to burn through those quantities of fossil fuel. Hell, 8.8 MPG on city streets is only 1.8 better than I did a few years ago driving a Dodge Viper around in second gear all day long.

The 2012 Infiniti QX56 interior.

For $61,800 you get all the standard equipment anyone can imagine (I'll save the pixels and just send you to Infiniti's XQ56 page for the details) .

Except...that nothing succeeds like excess...and Infiniti found another 13-thousand dollars and change worth of options to pack onto our tester...a theater package, a technology package, a deluxe touring package, cargo mat, cargo net, first aid kit and.....I think this is a first for TireKicker....22-inch wheels.              

Bottom line with $990.00 for destination charges: $75,340.

If the housing bubble hadn't burst, if the economy hadn't been where it's been the past four years....this might be king of the hill (Motor Trend's term for their annual comparisons of Lincolns and Cadillacs in the 60s and 70s).  If you've been fortunate during this time, and this is where you want to put your money, I can't fault you...it's close to the ultimate rig (if we're judging by Lincoln Navigator/Cadillac Escalade standards). But the world has changed in profound ways...and the QX56 just feels out of step.

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First Look: McLaren P1 Supercar

McLaren P1 (Photo courtesy McLaren)

You now have a whole new reason to become wealthy beyond all reason. Behold the successor to the million-dollar McLaren F1...the McLaren P1. Unveiled today, debuting at the Paris Auto Show next week. Full story from The New York Times Wheels Blog here.

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New Car Review: 2012 Fiat 500 Abarth

The 2012 Fiat 500 Abarth.

For a bit over a year now, Fiat 500s have been making us smile whenever we see one on the street (increasingly common near TireKicker World Headquarters in Phoenix, Arizona, where they seem to be selling well). Regular TireKicker readers will recall that we liked the first 500 we drove...the 500C...last fall.

All well and good...but no preparation whatsoever for the ear-to-ear grin and maniacal laughter produced by the Fiat 500 Abarth.

What's an Abarth? Well, it's an Italian racing company founded by the late Karl Abarth in 1949, and which began building hot versions of Fiats in 1952. Fiat bought Abarth outright in 1971, but allowed the name to descend to trim level packages and not much else by the 90s.

But Abarth is back, and a great way to make a statement that Abarth means fast is to take a 2,533 pound Fiat 500 and swap the 101 horsepower 1.4-liter four-cylinder with a turbo version making 160 horsepower.

Or as Top Gear's Jeremy Clarkson called the Abarth, "A small, cuddly pet mouse that can be used for killing burglars."





Fire up the engine and you'll hear the throatiest snarl on the market. I looked to see where it was coming from the first time...not quite able to believe that this $22,000 (base price) economy (EPA estimate 28 city/34 highway) car could be the source.

But it was.

And it's nothing but good news from that moment on. There's only one transmission...a manual (yes, more gears would be nice, but the 5-speed keeps the revs up on the 1.4 Turbo very nicely, never letting that snarl fade away. There are anti-lock four-wheel disc performance brakes with red calipers, 16-inch aluminum wheels, a spoiler, and dual exhausts. Not to mention an Abarth tuned suspension.

Given that the 500 is a short, narrow and tallish car, I was a bit concerned about taking corners too enthusiastically at first. Not to worry. The tweaks to the Abarth keep the car firm and planted. And the extra power is fun to use at just the right moments...like when the cretin in the half-ton pickup truck speeds up just to keep you from merging onto the freeway. A bit of pressure from your right Nike and he's wondering just what that furrin' car has under the hood.

Inside, you get airbags and curtains, hill start assist, remote keyless entry, speed control, power locks, tire pressure monitoring, intermittent wipers, a turbo boost gauge, air conditioning, driver seat memory, power windows, an AM/FM/CD/mp3 Bose Premium radio with Bluetooth and USB connection, leather-wrapped instrument cluster brow, steering wheel and shift knob, bright pedal covers and Abarth floormats.

And again, that's just what $22,000 buys you. Our tester added Performance leather-trimmed high-back bucket seats ($1,000), a safety and convenience package including automatic temperature control, SirusXM satellite radio and a security alarm ($750), a power sunroof ($850), red mirror caps and body side stripes ($350),  a TomTom navigation system that plugs into a port at the top of the instrument panel when you want it and stashes neatly in the glovebox when you don't ($400) and 17-inch gloss white wheels with 3-season tires ($1,000).

With $700 for destination charges, the final tally was $27,050. And you know what? It's still a bargain. The Abarth pegs the fun-meter like nothing else under...oh, say...$40,000. If $27,000 and a picture of Ulysses S. Grant seems too high, there's nothing on the options list of our car that affects performance. Ditch it all, take the car stock and you're at $22,000. Pop for the special seats and the wheels and tires and it's $24,000. And worth every penny.

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New Car Review: 2012 Lexus CT 200h Premium F Sport




The 2012 Lexus CT 200h Premium F Sport.

Regular TireKicker readers will recall that just 13 months ago we were puzzling over the place of the CT 200h in the universe...or at least in Lexus' lineup.

Our questions revolved around whether Lexus needed another small car (question since answered...they've killed off the over-priced HS 250h, the closest Lexus has ever come to the Cadillac Cimarron or Lincoln Versailles).

Well, sales are up 500% so far this year over last, so apparently, there is a market for a small Lexus hybrid hatchback.

Now...how about a performance model?





Rear three-quarters view of the 2012 Lexus CT 200h Premium F Sport.

Well, let's re-phrase that.

How about a performance appearance package?

There are models in the Lexus lineup where F Sport adds a bit of dash to the driving experience (416 horsepower in the IS F Sport...some nifty handling upgrades in the GS 350 F Sport), but in this case, it's all about the look.

We start with a CT 200h Premium. Base price $31,750...an $850 bump from last year. For that you get a reasonably roomy five-seat (stick to four unless they're kids) hatchback hybrid with an EPA mileage estimate of 43 city/40 highway.

There's a 1.8 liter in-line four cylinder DOHC gasoline engine mated to Lexus Hybrid Drive's electric motor and connected to an electronic Continuously Variable Transmission (CVT).  You also get electric power rack and pinion steering, four-wheel independent suspension, four-wheel power assisted front and rear disc brakes, 17-inch aluminum alloy wheels, anti-lock brakes with electronic brake force distribution, brake assist, vehicle stability control, traction control, and electronic throttle control.

Smart Stop technology kills the gasoline engine at the right moments (like at stop lights) to help you save gas. And there's the usual plethora of airbags, side curtains, pre-tensioners and the like to keep you safe in the event of a crash. And there's integrated fog lamps, power adjustable outside mirrors with turn indicators, a rear wiper for the hatch, tire pressure monitoring and a first aid kit.




The 2012 Lexus CT 200h Premium F Sport interior.

On the inside, the standard equipment list includes a power tilt-and-slide moonroof with a sliding sunshade, NuLuxe (read: not leather) interior trim, heated front seats, a three-spoke leather (read: not NuLuxe) trimmed steering wheel with audio and cruise control buttons, 10-way multi-adjustable power driver's seat including power lumbar support, push button start/stop, electroluminescent Optitron (read: neither leather nor NuLuxe  enough, Hagerty--) gauges, dual-zone automatic climate control, drive mode select (choices are Normal, Sport, ECO and EV), a driver information center with trip computer, a 6-speaker audio system with single in-dash CD player, USB, AUX, Bluetooth and Sirius XM, power windows, power door locks, a cargo cover and carpeted floor mats.

Again, that's all for $31,750.

And now come the options. The F Sport package gets you different 17 inch alloy wheels, a mesh upper and lower grille, a large rear spoiler, black headliner, aluminum sport pedals (see photo above), perforated leather trimmed steering wheel, leather trimmed shift knob, an F Sport exterior fender badge, metal door sill/scuff plates and metal tone interior trim.

And it costs $2,530.

Our tester didn't stop there. $1,100 went for an upgrade to the 10-speaker Lexus Premium Audio System, which has a 6-disc in-dash CD changer, auto-dimming rear-view mirror and Homelink. $1,215 was the tab for LED headlamps that are auto-leveling and have washers. And then there was $2,445 for a hard drive navigation system, including backup camera, Lexus Enform, Lexus Insider, voice command, NavTraffic, NavWeather and Sports & Stocks. For 90 days. After that, you have to subscribe.

The cargo mat, cargo net, wheel locks and key gloves (little leather....or is it NuLuxe?...pouches that hold the all in one miniaturized remote key fob)...$263.

Total price, including $875 delivery, processing and handling fee.....$39,978.

The one we drove last year was $35,819...and frankly, we thought that was a big chunk of change for a small car that needs to be in "Sport" mode to get to 60 in less (though not much less) than 10 seconds.  This one's 22 bucks shy of 40 grand.

If it was our money, we'd buy a top of the line Prius, check all the option boxes and pocket the ($7,000 worth of) change. And get 8 miles per gallon better mileage.

But people are buying the CT 200h...far more than bought them last year. So we'll ask the question again...do you see something here we're not seeing? Click on "Post A Comment" below to give us your thoughts.

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TireKicker's 4th Anniversary!

  

There's only one thing more intimidating to a writer than a blank sheet of paper. And that's day one of an online venture. It's not just a single page with not a mark on it...it's infinity. And that's where yours truly was four years ago today, August 24, 2008, when I sat down to begin writing the first review for TireKicker.

11 years of reviewing automobiles in other media (radio and TV) still didn't erase the apprehension of the unknown...of dipping that toe into the water. It has turned out more than fine. 48 months, more than 600 reviews and articles and an ever-growing number of readers in all 50 states and many countries around the globe.

As we enter year five, we're as always looking for ways to make TireKicker better, smarter, and most important...more useful to you. If you have a suggestion, by all means, use the comment button below or drop us an email at tirekickerblog@gmail.com .

Most of all, thank you for your readership. Please support our advertisers (don't miss Zipcar's $25 off special in the right-hand column). And if you're a business owner, why not consider what TireKicker can do for you?

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New Car Review: 2013 Ford Flex




The 2013 Ford Flex.

I parked the new, mildly facelifted 2013 Ford Flex next to a 2012 in a shopping center parking lot a few days ago. By coincidence, the woman who owned the '12 and I came out of the store at the same time. She saw me opening the '13 and asked:

"Where did you go to get your Flex customized like that? I LOVE it!"

That, my friends, is the sign of a successful freshening. Most of the time, you still can't tell last year's model from this years. With a shape as distinctive as the Flex's, that risk is increased. But the new grille and "I didn't know you could make them like that" headlamps transform the Flex.





The 2012 Ford Flex rear three-quarters view.

Regular TireKicker readers know we've been a fan of the Flex from day one...in fact, one of the first TireKicker reviews, four years ago this month, was of the then-radical new Ford.

Well, the '13 has all the good points....easy to get in and out of, room for lots of people and stuff, fantastic visibility, good driveability...plus the refreshed styling, three new colors (including the Deep Impact Blue that adorned our tester) and a bump in mileage for the standard 3.5 liter V6 with the 6-speed automatic...now EPA rated at 17 city/23 highway.





The 2013 Ford Flex interior.

We sampled the Limited AWD model, which carries a base price of $41,180...but this is another one of those cases where "base" is loaded. Fog lamps, keyless entry, power folding heated mirrors, power liftgate, privacy glass for the second and third rows, leather trimmed seats, 10-way power driver's seat, a 50/50 fold-flat third row, dual-zone automatic climate control, leather wrapped steering wheel, ambient lighting, adjustable pedals (always popular with Mrs. TireKicker, who stands 10 inches shorter than I), a 390 watt 12-speaker Sony audio system with Sirius, MyFord Touch, Sync, navigation, blind spot info, reverse sensing and rearview camera and a batallion of safety features.

The test vehicle added equipment group 301A, which includes adaptive cruise control (which maintains a safe distance between you and the car ahead of you...they brake, your car brakes) and a power-folding 3rd row seat ($2,500)...rear inflatable seat belts (which we never had to test...$195), and the silver two-tone roof ($395). Total price, including $825 destination and delivery...$45,095.

In driving and comfort, it never put a foot wrong. We experienced exactly two minor but repetitive gremlins...an audio system that would turn itself back on five seconds after it had been turned off....and a power liftgate that would open itself after almost closing. A second push on the key fob button and it did it right. Very likely just our car and a small adjustment would be the only thing needed.

We've said it in previous reviews...we'll say it again here...if your Suburban, Yukon XL or Excursion is coming off lease or due for a trade...this is the more modern, more capable and more intelligent alternative.

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New Car Review: 2013 Scion FR-S




The 2013 Scion FR-S.

For eight years now, Scion has been plugging away (or flailing about, depending on how you look at it) trying to finally be what Toyota intended it to be...the first truly hip youth brand in cars. The formula: Keep prices low, make the styling a bit out of the box, and make sure it's got a killer audio system.

The first-generation xB (aka "The Toaster") was a mild success, but the second generation xB....not so much. The xD sedan is virtually a synonym for "meh" (would anyone really buy an xD over the new Toyota Yaris...or even the old Toyota Yaris, for that matter?).

About the only sense that Scion has a groove to find has been in the tC coupe.

Until now.






The 2013 Scion FR-S.

On looks alone, the 2013 Scion FR-S is a move of the needle not usually seen at Toyota (or outside CalTech's seismic lab). It looks low, mean and ready to race.

It's low. And it handles well. But anyone who goes racing with only 200 horses under the hood these days is likely to be looking at a lot of tailpipes. Bascially, what we have here is a pony car in muscle car clothes. Imagine if the first-gen Mustangs and Camaros had appearance options for the Boss 302 and the Z/28 but the mid-range engine was the only choice.

Actually, the pony car analogy really works here, because what this really is is a modern-day Toyota Celica (not the Supra). In fact, this would have been a great way to bring back that nameplate. But they didn't, and I guess that means Toyota isn't giving up on Scion.

Base price is $24,200, which gets you the aforementioned 200 horsepower from a 2-liter four-cylinder DOHC 16-valve boxer engine (built by Subaru, which gets its own virtually identical version of this car, the BRZ) with dual variable valve timing, a six-speed manual transmission, 17-inch alloy wheels, front and rear ventilated disc brakes, a double-wishbone rear suspension and a Torsen limited slip differential. Oh, and it's rear-wheel drive...making it a better car to drive in a sporting manner (gotta keep those revs up, though).

The chrome-tipped dual exhaust? Standard, along with vehicle stability control, traction control, anti-lock brakes, electronic brake force distribution, brake assist, smart stop technology, a full set of airbags in case those things don't keep you out of trouble...and tire pressure monitoring for the stock 215/45R17s.




The 2013 Scion FR-S interior.

Inside, the FR-S keeps up appearances...a study in black with red accents...no flimsy surfaces, everything meaty and substantial. Actually, that describes the audio system (still a key component in Scion's playbook), too...a 300 watt Pioneer AM/FM/CD/HD Radio system with 8 speakers, AUX and USB connection, Bluetooth and iPod connectivity.

There's also remote keyless entry, power windows and locks, leather-trimmed steering wheel and shift knob, bolstered sports seats, a digital/analog speedometer, an analog tach with programmable rev indicator, drilled aluminum pedals and scuff plates and...oh yeah, air conditioning (black interior, July....).

The only option on the one we drove for a week was wheel locks (a bargain at $67). Fold in the $730 delivery, processing and handling fee and you're at $24,997.

The only knock I have on the FR-S is that its looks raise expectations beyond what its engine can deliver. But there's nothing that says that fun requires blinding speed. The FR-S isn't slow by any means, and the excitement it delivers comes in the handling. As we've been reminded everytime we get behind the wheel of a Mazda Miata, the real fun ones know how to dance. The FR-S does.

EPA estimate: 22 city/30 highway.

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New Car Review: 2012 Acura TSX




The 2012 Acura TSX.

If your age begins with the numbers "3", "2" or "1", you might wonder why people whose ages begin with "4", "5" or "6" seem to think so highly of Honda. And you probably wonder just what the heck Acura is supposed to be.

It was not always thus.

As we noted in our review of the CR-V, Honda's not building bad cars, they're just not meeting the incredibly high expectations of people whose first Honda experiences were in the 80s and early 90s, when just about everything they did was a revelation in terms of engineering, efficiency and ergonomics.

So...wanna know what all the fuss was about, Milennials and late-Gen Xers?




The 2012 Acura TSX.

This is the car you need to drive. The one Honda or Acura product that embodies what the good old days were all about. It's not a throwback...it's a thoroughly modern vehicle...it just holds to the principles that made Hondas and Acuras special cars back in the day...intelligent size, fun to drive and properly engineered.

This is what the Honda Accord should be. In fact, in Europe and other lands, this car is sold as the Honda Accord. Market research apparently said we in the states wanted something larger and softer.

Market research also said the Edsel and New Coke would be huge.

No, it's the rest of the world that's getting the good stuff with an Accord badge on it...but we can have it with a trip to the Acura dealer. The TSX comes standard with a 201 horsepower 2.4 liter four-cylinder DOHC 16-valve engine. There's an optional V6 that makes 280, but the four didn't leave us wanting more. Mated to a five-speed automatic transmission, the EPA estimates 22 miles per gallon in the city and 31 on the highway. What we saw in a week at the wheel makes those numbers believable.

Base price is $30,010, but ours was the Technology Package model...$3,100 goes onto the pricetag and a 415-watt 10-speaker surround sound audio system with 15 gigabyte hard drive, CD, DVD, mp3, WMA and DTS appears inside the car, with Dolby ProLogic II, Bluetooth, USB, iPod connection, and XM Satellite Radio.

Going with the Tech spec also gets you the navigation system including a rearview camera, automated appointments, Zagat survey restaurant reviews, and AcuraLink with real-time weather and traffic, which includes traffic re-routing. Voice recognition controls audio and climate control, and said climate control is GPS-linked and solar sensing, adjusting not only for ambient temperature, but for angle of the sun and your perceived heat or lack thereof.

Given that nav systems alone were 2 grand all by themselves just a couple of years ago, the Tech package is good value. And Acura manages to include it all in a way that isn't obtrusive and drowning the car in gadgetry. A good thing, because driving the TSX is where the fun is. It's a handling machine...eager to go find and conquer the nearest winding road. Vehicle stability assist, anti-lock brakes, electronic brake distribution, brake assist...all standard, as are 17 inch alloy wheels, 50-series all-season tires and fog lamps.




The 2012 Acura TSX interior.

Inside...intelligent ergonomics...a toning down (somewhat) of Honda/Acura's recent dashboard button fetish and more standard goodies, including a full complement of airbags, driver recognition memory, 8-way power driver's seat with lumbar support (a 4-way power seat for the passenger...both are heated), power windows and locks, and a moonroof.

And that's just how our tester came. Standard. Not a single option. $885 for delivery and handling brings the bottom line to $33,995. You can spend a lot more on cars that are a lot less fun.

If you wonder where the good old days from Honda went...or if you never knew...a test drive in a TSX will answer a lot of questions.

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