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.

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.

New Car Review: 2012 Jeep Compass Latitude 4X4




The 2012 Jeep Compass Latitude.

As that great poet, philosopher and automotive journalist Jim Morrison of the Doors once said, "Been down so G-----n long, looks like up to me."

Jim died 41 years ago, and he was never one during his four short years of stardom to sell his songs for ad campaigns, but in the case of the Jeep Compass, he just might have made an exception. For in six years on the market, the Compass has largely been reviled as cheap, crude and worst of all...not really a Jeep.

Under Fiat, Chrysler has moved to do several right things. One: they've largely fixed the styling...turning an ungainly looking mess into a fairly convincing baby Grand Cherokee.




The 2012 Jeep Compass Latitude interior.

Two, they have absolutely improved the interior...beyond our wildest dreams, in fact. Especially in the higher trim levels, there's no longer anything to apologize for.

And three...they're dumping it after the 2014 model year.

Now that may sound cold, but there's one thing Fiat/Chrysler can't fix...and that's that the Compass is not really a Jeep, even after having been tweaked (times your ZIP code) to acheive "Trail Rated" status in 2011.

Make no mistake, everything is better about the Compass (especially in Latitude trim), but it's never going to be awesome, or even on a par with competition like the Chevy Equinox, Toyota RAV4 or (assuming the recall is quickly addressed and non-recurring) the all-new 2013 Ford Escape . It's even a losing battle within the Fiat/Chrysler/Jeep family...the largely identical but better styled (from the windshield on back) Patriot is about $4,000 less expensive.

Our tester, with four-wheel drive, started at $23,445 with standard stability and roll control, four-wheel anti-lock disc brakes, cruise control, brake assist, power windows, remote keyless entry, an upgraded audio system with hard drive, air conditioning, heated front seats and a batch more. A couple of option packages adding an alarm system, tire pressure monitoring, and UConnect brought the bottom line (with $780 destination charge) to $25,350.  The EPA fuel economy average is 20 city/26 highway.

A definite "A" for effort goes out to Sergio Marchionne and the guys at Fiat/Chrysler. I would've bet that they couldn't get the Compass into this kind of shape. A lot of car companies wouldn't even try. If this is what they'll do for a car that only has two more model years to live, then I can't wait to see what the Compass' replacement will be like.

New Car Review: 2012 Buick Regal E-Assist




The 2012 Buick Regal E-Assist.

Four-cylinder Buick.

The phrase can cause some worry...especially among those of us of a certain age who might remember when such things existed before (Skylarks from model years 1980-1998).

Regular TireKicker readers know that things are much better now, from our recent run in the new, small Buick Verano. Today's Buick 4 is far from agricultural...in fact, it's smooth and quiet and gives little indication that it's not a six, apart from perhaps a little lower urgency level.

But that's the Verano. The littlest Buick. This is the Regal. Not only larger, but the one nameplate in the Buick stable meant to evoke a sporting character. And there is at least one legitimate firebreather...the GS (a full review of which is coming soon). But when you go shopping for a standard Regal, the four is what you get. And, for additional cost, you can get it with E-Assist.

E-Assist isn't a full hybrid, but a "mild electrification". It brings automatic stop/start technology, a seamless shift from gasoline to electric power and vice-versa and regenerative braking, the energy from which is used to power the radio, climate control and other power accessories when the car is in auto-stop.




The 2012 Buick Regal E-Assist.

Combined with a sleek body (the car is in the middle of the photo, guys), the Regal with E-Assist gets an EPA estimated 25 miles per gallon city/36 highway, which is actually better than the 21/32 the smaller Verano gets.

But as the Regal is a larger car, the price tag is larger as well. Our tester was the two-steps-up-from-base Premium II group...base price $29,515. That gets you the 182 horsepower 2.4 liter four, a six-cylinder automatic transmission, four-wheel anti-lock disc brakes, Stabilitrak, tire pressure monitoring, 18 inch painted alloy wheels, and front fog lamps.




The 2012 Buick Regal instrument cluster.

Inside, there are two 12-volt power outlets,  8-way power driver and passenger seat with 4-way power lumbar adjustment, dual zone climate control with air filtration, Bluetooth, cruise control, heated front seats, leather wrapped steering wheel, with controls for audio, phone, the driver information center and cruise control, rear parking assist, remote start, HID headlamps and a premium 9-speaker audio system.

Now the options. Check the E-Assist box and there's an immediate $2,000 added to the tab. Your EPA estimated mileage improves by six in the city (from 19 to 25) and by five on the highway (31 to 36). Whether that is worth $2,000 depends on the price of gas, how many miles you drive and the length of ownership. In other words, get out the pencil and the calculator...that's going to be your call. Those 18-inch painted alloy wheels also get swapped for machined alloy 17-inchers.

Another $1,145 went for an upgraded audio and navigation system...AM/FM/CD/mp3 with a 7-inch color touch-screen display...and a power sunroof added another $1,000. This particular car got a $50 deduction from the window sticker for having power mirrors without turn signals built into them.

With $860 for destination charges, the final price was $34,470.

Overall, the Regal is a solid sedan...it looks great, drives smoothly and quietly (even with a four under the hood), handles well and it's hard to knock those mileage figures. But there's no question that the objective is fuel economy. Whatever kicks you find won't be with your right foot. That's what the GS is for. And, as we said at the beginning of this review, that review is coming soon.

News: Ford Recalls 11,500 2013 Ford Escapes; Fire Hazard; Tells Owners To Stop Driving Them

Ford wants 11,500 of its 2013 Escapes with the 1.6 liter EcoBoost four-cylinder engine in the shop right now...and is telling owners not to drive the car. That's rare...recalls are usually "bring your car to the dealer at your convenience".

Three fires have been reported due to a fuel line that can split. Full story from the Detroit Free Press here.  Owners are being asked to call their Ford dealers, who will deliver a loaner car and collect the Escape to take it in for the repair (presumably on a flatbed tow truck).

New Car Review: 2012 Honda Ridgeline Sport




The 2012 Honda Ridgeline Sport.

When I first started professionally TireKicking (reviewing automobiles) 15 years ago, things were pretty predictable. Most of the major manufacturers made sure one of every model they sold wound up available at least once a year. Sometimes more often. If a model was long in the tooth and about to be replaced, it might skip a year. But by and large, you could pretty much count on yearly refreshers.

As the economy got more challenging, manufacturers got a bit more selective...sometimes only putting vehicles into the press fleet that were all-new, significantly refreshed or that had added some bit of standard or optional equipment that had not previously been available.

And then there's the Honda Ridgeline. I first drove one seven years ago...the summer it was introduced. It was also the last time I drove one. That's right...somehow, the Ridgeline has sat out six years worth of local press fleet duty...until now.





The 2012 Honda Ridgeline Sport rear and side view.

Honda has pretty much left the Ridgeline alone all this time. The differences between the 2006 and 2012 models are largely cosmetic and even those are extremely subtle. The Ridgeline was a bit of an odd duck in the summer of '05 (it was an early '06 model...introduced in March)...a smaller-scale Chevy Avalanche with a carlike demeanor, one medium-powered V6 engine and decent fuel economy.

Today? Well, the world has caught up with the Ridgeline in a lot of respects. It now seems an infinitely more sensible vehicle than the Avalanche...in the same way that the Pilot now is more in tune with the times than the Tahoe.

Price certainly works in the Ridgeline's favor. The new for 2012 Sport model was the one Honda sent our way for a week, and its MSRP is $29,995. That is also (save for an $810 delivery charge) where the price sticker ends. Ours came with zero options. The Sport model includes black 18-inch alloy wheels, a black honeycomb grille with black surround, black headlight housings and black taillight housings (pass on the Sport model and the RT costs only a bit less, at $29,350).

The 3.5 liter six makes 250 horsepower and is paired to a five-speed automatic. EPA estimate is 15 city/21 highway. There's a heavy duty automatic transmission cooler, four-wheel drive, four-wheel disc brakes, four-wheel independent suspension and a heavy duty power steering cooler.

It accelerates briskly, handles well, rides nicely. And the storage space below the bed is a major plus. If it were being introduced today, we might be using terms like "re-thinking the modern pickup truck".




The 2012 Honda Ridgeline interior.

It's behind the wheel where you find that while the world has caught up with the Ridgeline in some ways, it's blown right past it in others. The dash design and textures are clearly from last decade. The column-shift automatic too easily lands in "2" when you want "D"...which you discover a minute or so later when you see that 55 miles per hour is getting you 4,000 RPM on the tach.

And no matter how much money you spend, you can't buy connectivity in the RT, Sport or RTS model. A USB connection? Not available in any Ridgeline. Bluetooth? Only if you go all the way to the top-of-the-line RTL with navigation...which starts at $37,280.

If you want any other Ridgeline, you can play your iPod/iPhone's music through the perfectly adequate 6-speaker AM/FM/CD unit (SiriusXM is also reserved for the RTL), but you can't charge it via USB and you're stuck with aftermarket solutions for hands-free phone calls. Not a big deal for some folks...but a very big deal for others. And with hands-free becoming a legal requirement in many states, I tend to view Bluetooth as a must. The number of cars I've tested in the past year that don't have it I could count on one hand.  If the Ridgeline is going to soldier on (rumors of a new one for 2016 abound), then it's time to make the relatively small investment behind the dash to add Bluetooth and USB capability.