Why The Best Alternative To The Mazda 6 Might Be The Mazda 3

The 2014 Mazda 3 5-door.

Regular TireKicker readers know that we hold Mazda in high regard around here.  The reasons are simple:

They make some very good cars.

They make no mediocre or bad cars.

They are much more fun to drive than the competition.

In fact, we've always been more than a bit puzzled that Mazda isn't a lot further up the sales charts in America.  Some wondered if Mazda could go it alone after its separation from longtime semi-partner Ford, but the fact is, the product has only gotten better...see the current Mazda 6, which occupies a fairly high ranking in the TireKicker Best Cars in the right sidebar of this very website, and which, for our money, is the best family sedan you can buy (which is saying something, since both the Nissan Altima and Honda Accord are good enough to land on that same top ten list).

So now, we have an all-new Mazda 3...and it is every bit as good as the Mazda 6, just smaller.

The 2014 Mazda 3 5-door.

The Mazda 3's roots go all the way back to such cars as the GLC, 323 and the Protege', which were fine for their time, but the 3 is on another level entirely....the first compact Mazda to suggest that your reasons for choosing a 3 instead of a 6 might be based on size requirements and efficiency and that making such a choice should not require an adjustment in your expectations of quality and fun.

Especially equipped in the top-of-the-line S Grand Touring trim, you give up virtually nothing in terms of fit, finish and features in downsizing from the 6 to the 3.  Prepare for a bit of sticker shock if you plan to play at that level, though.  For while you can get a Mazda 3 base four-door for $16,945, the S Grand Touring five-door puts you into another price class entirely, with a base price of $26,495.

We've driven both that model and an i Grand Touring four-door recently.  Let's start with the S Grand Touring five-door.  The sculptured good looks jive with Mazda's new design language.   The "giant grin" grille is gone, and the stylists are now no longer working with rulers and bars of soap as their inspiration.  The curves are organic, sensuous and frankly, a surprise...eliciting "nice car!" comments.  And when was the last time a compact five-door did that?

2014 Mazda 3 interior.

The great thing about the S Grand Touring is that it doesn't ever let you down from that first impression, backing it all up with performance (a 2.5-liter, 184 horsepower engine, 18-inch alloy wheels, rain-sensing wipers, a moonroof, fog lamps, leather-trimmed seats (the driver's chair is an 8-way power unit), dual-zone automatic climate control, power windows and locks, a 7-inch color screen, a Bose 9-speaker audio system including Pandora, Aha, Stitcher, SiriusXM and HD Radio as well as blind spot monitoring and a rear-view camera.

It's fast, tight and comfortable.  The drivers' car really comes to light on twisting mountain roads, which we had an opportunity to enjoy during the week we had the S Grand Touring 5-door for review.  And the performance doesn't come with a mileage penalty.  The EPA estimate is 28 city/38 highway...and unlike the Mazda 6 we drove recently, the 3 S Grand Touring got within striking distance of those numbers (a little lighter foot and we would have hit those targets).

All that goes a long way toward establishing the 3 S Grand Touring as a premium compact, which helps justify that premium price.  But our tester came with options  (Cargo mat, $75; Soul Red metallic paint, $300; a rear bumper guard, $100; scuff plates and door sill trim plates, $125; and the GT Technology package...regenerative braking, active grille shutters, high beam control, lane departure warning and smart city brake support, $1,800) that pushed the price with $795 destination charge to....

$29,485.

Now, not only is that within walking distance of 30 large...it's also only about $2,500 less than the Mazda 6 we reviewed.  Conventional American wisdom says "go for the 6"...but there are some considerations.  Both cars use the same engine...the 3 is lighter, so it will have better performance.  The 3 gets 2 mpg more than the 6 in city driving, the highway estimates are identical. The correct answer is to pick the car that better suits your lifestyle.  Buying cars by the pound is so 1958.

2014 Mazda 3 4-door.

Finally, a few words about the Mazda 3 4-door i Grand Touring.  It's nice, and comes with a base price $2,700 less than the 5-door S Grand Touring.  You get a bump in gas mileage (30 city/41 highway), but that comes from a smaller engine (a 2-liter 155-horsepower four).  In most instances, you won't notice it.  But punch it going up a freeway on-ramp and you'll notice it then.  The wheels are 16s instead of 18s...the seat trim is leatherette instead of leather.  And you give up the convenience of the hatch from the five-door for a conventional trunk.  But you can (and we did) get an example for a bottom-line price less than $25,000.

If cost were no object, our choice would be the 5-door S Grand Touring without question.  But in the world of compact cars, it's reasonable to assume that for many, cost is an object....and frankly, while $25,000 is less than $30,000, 25 is still a chunk of change for a compact car. The good news is that if you're spending either of those amounts on a Mazda 3, you're buying the best in class.

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Why The Hyundai Santa Fe Is Bigger Than It Used To Be

The 2014 Hyundai Santa Fe.

For all its rapid advancement in the automotive world, the one place where Hyundai hasn't been able to score and score fairly big is in the 7-passenger crossover category.  The Veracruz, on sale from 2007-2012, was decent and competent, but in that incredibly competitive segment, those are less selling points than they are damning with faint praise.

But now, Hyundai appears to have hit on a strategy.  Take the strong-selling 5-passenger Santa Fe, give it the name Santa Fe Sport, and then put the Santa Fe badge on an all-new 7-passenger crossover.

Rear view of the 2014 Hyundai Santa Fe.

That strategy only works, of course, if the product is as good as the name.  And it is.  We put a chunk of miles (more than 600) on a new Santa Fe over the course of a week and found it to be stylish, comfortable and capable.

A base price of $33,700 for the Limited front-wheel drive model (the base GLS front-wheel drive begins at $29,800) gets you a 3.3-liter, 290 horsepower V6, a six-speed automatic transmission, electronic stability control, traction control, anti-lock braking with brake assist, 19-inch wheels and a list of standard equipment so long, it's simpler just to send you to Hyundai's website to check it out there.  It was so fully loaded that the press fleet folks could add only two options: The Technology Package ($2,900 for a moonroof, navigation system with an 8-inch touchscreen, 12-speaker, 500 watt Infinity Logic 7 surround sound audio system with HD Radio and a heated steering wheel) and carpeted floor mats ($135).

Total price, with destination charges, $37,680.  At which point, especially with Hyundai's world-beating 10 year/100,000 mile powertrain warranty, the Santa Fe represents impressive value.

Inside the 2014 Hyundai Santa Fe.

Fold down the rear seats and you've got remarkable cargo room.  Keep them upright, and you and six of your close personal friends can go places.  And mileage isn't bad, either, given the size of the vehicle and the fact that it's a V6 under the hood...an EPA estimated 18 city/25 highway.

All in all, an impressive effort and one that's sure to make Hyundai a serious competitor in the 7-passenger crossover SUV battle.

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Extreme Jeep Adventure Contest

TireKicker sponsor ExtremeTerrain is now accepting entries to the EXTREME JEEP ADVENTURE CONTEST. One lucky winner will travel and off road at 3 of the most well known adventure and off-roading locations anywhere on earth-all on ExtremeTerrain’s dime!

A Jeep Wrangler will be provided for exploring the rugged terrains and taking in all the scenery has to offer.

The three destinations are sure to ring a bell with outdoor thrill seekers and off-roaders alike:

 • Rubicon Trail, California
• Moab, Utah
• Ouray, Colorado

Watch the video and fill out the entry form at http://www.extremeterrain.com/extreme-jeep-adventure-contest.html

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This Is The 2015 Ford Mustang.

The real deal: The 2015 Ford Mustang's first official photo.

And it's not the revolutionary step away from the past that many had predicted.   But it's also not merely an evolution of the current car.

Did Ford get the 2015 Mustang right?  As always, I'll have to see it in the metal to give a firm opinion.  I will say that the slanted taillamp panel has always said "'76 Toyota Celica" more than "Mustang" to me.  Otherwise....

Well, what do you think?  Comments are always welcome.

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How To Almost Double Your Gas Mileage In a Toyota Camry XLE (Hint: Buy The Hybrid)

The 2013 (and 2014) Toyota Camry Hybrid.

All right, so the headline is a bit of a giveaway.  But here's the simple truth about the Toyota Camry Hybrid XLE we drove recently:

You can take most of what we wrote about the Toyota Camry XLE V6 in early October, change the V6 to a 2.5-liter 4-cylinder, change the six-speed automatic transmission to a continuously variable transmission (CVT), adjust the 0-60 time from 5.8 seconds to 7.3 ( a mere second and a half), change the trunk space spec from 15.3 cubic feet to 13.1 (the batteries of the hybrid live underneath), and cut the base price by $2,800.

And then just about double the EPA city mileage estimate from 21 to 40 (highway goes from 31 to 38).

2013 (and 2014) Toyota Camry Hybrid.

Regular TireKicker readers know that while we appreciate the hypermiling hybrids like the Prius and Prius C, we've always thought the sweet spot in hybrid technology was in the family sedan arena, where the mileage payoffs can be exponential rather than incremental.  And the Camry Hybrid is an excellent example of just that.

The EPA fuel economy portion of the window sticker also lists how much money you'll spend on fuel over 5 years relative to the "average new vehicle".

The sticker for the Camry XLE V6 reads "You save $850 in fuel costs over 5 years ..."

The sticker for the Camry Hybrid reads "You save $4,850 in fuel costs over 5 years..."

Our biggest knock against hybrids has always been that it would take you anywhere from 9 to 20 years, depending on the car, for the fuel savings to pay for the extra cost of the vehicle.  But Toyota's gone aggressive...pricing the Hybrid lower than the V6.

2013 (and 2014) Toyota Camry Hybrid interior.

Now, that is the base price, and our Hybrid tester was heavily optioned to bring it more in line with the full-luxe treatment you get with a top-of-the-line XLE V6. $500 for a blind spot monitor.  $695 for the Convenience Package (backup camera, HomeLink, anti-theft alarm).  $515 for SafetyConnect (Toyota's version of OnStar, offering stolen vehicle location, roadside assistance and crash notification.  The price is for a one-year subscription). $1,185 for the leather package which includes heated front seats and gives 4-way power adjustment to the front passenger seat.  $2,670 for the Premium HDD Navigation with Entune and JBL. $915 for a power moonroof.  And $225 for a carpet and trunk mat set.  With $795 delivery processing and handling fee, the bottom line is:

$35,170. Which is only $1,050 more than the as-tested price of the V6 XLE.

Let's be real:  If you're serious about a Camry, it's unlikely that 0-60 times are more important to you than miles per gallon.  And even then, 0-60 in 7.3 isn't shabby. 40 miles per gallon in the city in a car this size is remarkable.  The payoffs are huge in the Camry Hybrid.

UPDATE: Esteemed fellow journalist and TrueDelta founder Michael Karesh pointed out to me on Facebook that the more accurate comparison for this review would be with the 4-cylinder non-hybrid Camry XLE.  He is right.  We haven't driven one, but for perspective, the Hybrid increases that base price by $2,270, the 0-60 time is 0.2 seconds quicker in the Hybrid, and gas mileage improves greatly, from 25 city to 40 city (the highway goes from 35 to 38).

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What $2,720 Extra Buys You In The Toyota RAV4 Limited

The 2014 Toyota RAV4 Limited.

A shade over 4 months ago in this space, we reviewed the 2013 Toyota RAV4, the XLE model...and liked it a lot.

Well, you can get a RAV4 three ways...the base LE model, the XLE we tested and the Limited. Given that the Limited is only $3,710 more than the LE and a mere $2720 higher than the XLE we tested, we thought it would be worth a look.

Rear view of the 2014 Toyota RAV4 Limited.

Suffice it to say  a Limited is a very different experience from the XLE. Virtually all the price difference is spent on the interior.  You get every bit of standard equipment that comes with the XLE, and then add a SofTex-trimmed 8-way power-adjustable driver's seat with memory function, an adjustable power liftgate...a Smart Key system, and an option list that allows you to choose (at extra cost) a display audio system with navigation, Toyota's Entune infotainment app suite and JBL speakers.

As much as we liked the XLE's straightforward interior, the luxury afforded by the step up to the Limited was pretty enticing, too.

2014 Toyota RAV4 Limited Interior.

The specs are all the same...a 176-horsepower 2.5-liter 4-cylinder engine with a six-speed automatic transmission, EPA fuel economy estimates of 24 city/31 highway (and, as with the XLE, we wound up a few mpg short in real-world driving), and as with the XLE, it benefits from a longer wheelbase and more rear-seat legroom.

Ours checked the option box for that upgraded display audio/navigation/Entune/JBL system ($1,600), as well as a blind spot monitor with rear cross traffic alert.

And that's it for the options, which makes the total (with $845 destination fee) a rather reasonable $30,015.  I say that because we drove examples of the last-generation RAV4 that were nowhere near as satisfying that hit that dollar figure.  This is a much better value for the money.

If you're okay with basic goodness, save a few bucks and get the XLE...but if that extra touch of style moves you, I'd never criticize choosing the Limited.

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Why You Should Buy One Version Of The 2014 Lexus LS 460 But Not The Other

The 2014 Lexus LS 460.

You may have noticed new signs of aggression from Lexus, for nearly 25 years the maker of whipped cream on wheels.

The signs are in the styling now for most of the lineup and in the engines and suspensions for machines like the IS, GS and most F-Sport models.

Even the flagship LS 460 has been given the new edgy treatment.  The lines are taut, purposeful....the spindle grille fits in with the rest of the family design language...and this year, the LS offers an F-Sport model.

This is good news, because the LS, for all its charms as a smooth all-day cruiser, has never had moves that would inspire confidence on a winding road.

The 2014 Lexus LS 460 has nice proportions, more muscular lines than in previous generations.

So we decided to sample a range of the LS...starting with the base model.  "Base" is a purely subjective term in this case. For $72,140, you're not going to find rubber floormats or cheap plastics.  That particular price gets you a 388-horsepower 4.6-liter V8 engine, an 8-speed sequential automatic transmission, 18-inch alloy wheels, a full complement of air bags, rain-sensing wipers, a standard nav system with a 12.3 inch color screen, the Lexus Enform infotainment app suite, "dynamic LED interior lighting", leather everything, a moonroof , a 10-speaker premium audio system and an analog clock linked to the GPS system (so it updates itself). Very cool.

There's also an all-wheel drive model that we sampled, which takes away 28 horsepower, but gives you a surer footing in bad weather (to be honest, on the dry pavement around Phoenix, Arizona, we didn't really notice a change in traction or that much of a deficit in power.

The 2014 Lexus LS 460 interior: Leather, leather everywhere.

Our LS added options including a blind spot monitor with rear cross-traffic alert, the all-weather package, the comfort package, LED headlamps, a killer Mark Levinson 19-speaker audio system, a heated wood steering wheel, cargo net and trunk mat, bringing the bottom line with destination charges to $78,734.

And it's very nice.  We've been recommending the LS to buyers of big luxury sedans for more than a decade now, and the LS delivers all the good stuff at a price that isn't anywhere near cheap, but when you compare it to the sticker of a Mercedes-Benz S Class, BMW 7-Series or Audi A8, represents strong value.

It's even a bit less floaty than previous generations...which really whetted our appetite for the wonders the F-Sport would bring.

Quite possibly the best advice one human being can give to another is to be yourself.

The Lexus LS needed a fearless best friend to tell it that, while there may be people who do want their next Lexus to be a BMW, it simply...isn't.

The Lexus LS 460 F-Sport.  

The F-Sport Package adds $8,350 to the base price of an LS 460.  For that money, you get 19-inch, 10-spoke forged-alloy wheels, an F-Sport tuned and lowered adaptive variable air suspension, stabilizer bars and shock absorbers, big (almost 15-inch) Brembo brakes, a limited slip, rear-diff, and some interior and exterior styling cues.  And the F-Sport Comfort Package adds another $1,650 for climate-comfort front seats, a power rear sunshade and a one-touch power trunk open and close button.

And you get....

A car that resists being driven smoothly.  With other options added, the F-Sport we drove was eight grand more than the stock LS 460, didn't go any faster (they share the same engine), and all the performance bits just made it worse.  If it were worse in an old BMW Alpina way, if there was some measurable payoff for having your kidneys bludgeoned, that'd be one thing...but this doesn't give you that and while your kidneys don't get the Alpina treatment, there is no comfort to be found anywhere in the vehicle.  It's what you'd get if Lincoln had decided to do a Shelby GT 500 version of the Town Car.

The LS is still our pick for a big luxury sedan.  The base and AWD LS 460 is a tremendous car.  The F-Sport is awesome on other Lexus models, and someday may be for the LS, as well.  But today is not that day.

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15 Million Reasons Why Peter Mullin & Art Center College Of Design Will Influence What You Drive For The Rest Of Your Life

Peter & Merle Mullin with Art Center students and faculty.

Peter Mullin is the guy we'd all like to grow up to be. Gasoline in his veins, money in the bank and a willingness to share that money to make the world a better, more beautiful place.

In case the name doesn't ring a bell, he co-founded the Mullin Automotive Museum in Oxnard, California. He's chairman of the Petersen Automotive Museum in Los Angeles. He is also president of the American Bugatti Club.   The son of a chemical engineer, a race fan since boyhood, and a vintage car racer today.

The deep involvement with the museums and Bugatti Club tells you Mullin appreciates classic beauty.  But he's also committed to making sure that beauty and inspirational design are with us long after he's gone.  So Mullin and his wife Merle are donating $15 million to the Art Center College of Design in Pasadena, California.

Art Center College of Design, Pasadena, California.

In case that name doesn't ring a bell, it is and has been home to a world-class transportation design program for more than 80 years.  And its alumni list is like a who's who of automotive design.

Dick Teague, who gave us the Javelin and AMX and many other AMC cars?  Art Center.

Peter Brock, who helped style the '63 Corvette Sting Ray and penned the Shelby Daytona Coupe?  Art Center.

The late Larry Shinoda, who collaborated with Brock on the '63 Stingray and gave us the 1969 Mustang Boss 302 among others?  Art Center.

Wayne Cherry, involved in the '66 Olds Toronado and '67 Chevrolet Camaro?  Art Center.

And Jack Telnack (Ford), Chris Bangle (BMW), Shiro Nakamura (Nissan) and the list goes on.

The Mullins' generous gift, the largest in Art Center's 83-year history, will fund construction of a new industrial and transportation design facility, a place for generations of future designers to learn their craft and ultimately influence the future look, shape and function of the automobile.

Peter Mullin, who is also an Art Center trustee, says the gift is  "a chance to make a difference. I’ve been luckier than I ever expected in business and in my life. Los Angeles has been a great place for me. I was born here, stayed here, never left and I don’t have any intention of leaving. So our gift is also an expression of gratitude to a great city that provided me with great opportunity.”

“Peter has a real love affair with art and design, and he’s endlessly curious,” says Stewart Reed, chair of the College’s Transportation Design Department. “He absolutely views cars as functional objects that are really works of art, a beautiful marriage of aesthetics and function.”

“I’m grateful the Mullins care so deeply about our students who, thanks to this incredibly generous gift, will now have more of the resources they need to continue developing their talent and skills to make a difference in the world,” Reed continued.

TireKicker has shared with you before the great work and forward-thinking that comes from Art Center students.  Peter and Merle Mullin have just ensured that your kids and your grandkids will be wowed by designs that have their roots in Pasadena.


(About the photo at the top: In 2007, Peter and Merle Mullin sponsored a Transportation Design studio that challenged students to imagine a body for a Bugatti Type 64 Coupe chassis that was left uncompleted when Jean Bugatti died in 1939. Here they are joined by students and faculty who participated in the studio: (L–R) Richard Pietruska (instructor), George Yoo, Geoffrey Richmond, Garrison Gao, Theandrew Clayborn, James Brown, Hans Jahng, Alex Marzo, Mario Bekas, John Narciso and Marek Djordjevic (instructor).)

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The 2013 Toyota Camry XLE V6 Can Run With Nissan Altima and Honda Accord, But Can It Dance?

The 2013 Toyota Camry XLE V6. Handsome, roomy and quick.

Hot on the heels of our recent reviews of the 2014 Nissan Altima 3.5 SL and the 2013 Honda Accord Touring, Toyota has sent us a V6 version of the Camry.  It's a 2013 model (Toyota seems to be booking a lot of journalists into last-minute '13s), but there are no major changes in the '14s, so what the heck.

When the first Camry came along for the 1983 model year, the competition was the Honda Accord and the Nissan Stanza, which stood where the Nissan Altima is now in the lineup.  And as unlikely as it seems given the juggernaut Toyota has become in the three decades since, it was an uphill climb.  There was a waiting list for Honda Accords.  And Consumer Reports found the Nissan Altima more reliable than the first-generation Toyota Camry (ouch!) for four years running (1983-1986, inclusive).

Well, Toyota learned fast, and grabbed not only the sales but the reliability crown and has never looked back.  Until recently, the Camry was in an enviable if not glamorous position...the safe bet in a segment known for boring cars.  In fact, it was deep clover for Toyota for most of the past decade, with Honda having seemed to lose its mojo and Nissan keeping costs down to the point where its cars were starting to feel like cheap goods.

But now, as we've chronicled in this space, we're in something of a renaissance of the family sedan.

The Americans are a mixed bag...Ford's Fusion looks fabulous (Ford: You really need to get us in one, because I'm driving and writing about everyone else's), especially from the front, the Chevrolet Malibu is better than anyone thought a Chevy Malibu could be, and the Dodge Avenger and Chrysler 200 are still rental cars you'll want to upgrade out of.

The Koreans are fully competitive and credible with cars like the Hyundai Sonata and the Kia Optima.  The Germans have a contender in the Volkswagen Passat.
.
And even sleepy Subaru is sleepy no more, with market share that goes up month by month and a strong candidate in the Subaru Legacy.

So how does the Toyota Camry stack up?

The 2013 Toyota Camry XLE V6 faces stiff competition.

Our tester was the XLE V6.  Base price of $30,465 and a standard-equipment list that would have been a Lexus list five years ago. Click here to read it.  The major stuff:  You get a 3.5 liter dual overhead cam V6 with variable valve timing making 268 horsepower mated to a six-spped automatic transmission and 17-inch alloy wheels.

0-60 in 5.8 seconds.  EPA estimated 21 mpg city, 31 highway.   That's quicker than the Nissan Altima by 0.1 second, quicker than the Honda Accord by 0.4.  On fuel economy, it's the same in the city as the Accord, one less than the Altima.  For highway mileage, it ties the Altima, but trails the accord by 3.  Combined fuel economy is one mpg less than Altima, 2 less than Accord.

Stitched leather across the dash top?  This is a Toyota Camry?

The interior is a nice place to be, but less of a driver's environment than the Altima or Accord. Ours had options added...a blind spot monitor ($500);  Safety Connect , which includes stolen vehicle locator, roadside assistance and automatic collision notification ($515), an upgraded HDD  navigation system with JBL audio and Toyota's entune infotainment app system ($1,620) and carpeted floor and trunk mats ($1,620).

Total price as tested (with $795 delivery processing and handling fee): $34,120.  That's $100 less than the bottom line price of the Accord and $1,000 more than the final tab for the Altima.

And ultimately, I'd pick either of those before the Camry.  They (especially the Altima) just are more involving driver's cars.  And, as I said in the Altima review, I'd really recommend you drive the 2014 Mazda 6 before you pick any of these.

Don't misunderstand.  The Camry is a very good car.  The best Camry yet, and it very likely will continue to top the sales in this segment because it remains the safe choice. I'd absolutely buy it before any of the Americans (Ford, seriously...I have to drive a Fusion before I can say otherwise).  It offers V6 power the Koreans don't. It's more stylish than the Subaru Legacy and has an infinitely better reliability record than the Volkswagen Passat.

It does everything a family sedan should do, and it will most likely never break....because it's a Toyota Camry.  For those of us who like our family sedans with some salsa, though, it's just a shade too mild.

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The Number One Reason To Buy A 2013 Toyota Corolla

The 2013 Toyota Corolla might be the bargain you're looking for.

It's not exactly sleek (even in S trim, its sportiest form).

It's very familiar.  You see them everywhere, every day.

So why should you run down to your Toyota dealer and buy a 2013 Toyota Corolla?

Because the 2014 is sleek and shiny.

That may seem like contradictory logic, but stick with me here.

The number one advantage to a 2013 Toyota Corolla: Year-end pricing.

If you're a Toyota Corolla buyer, price is an object.  It's one of your key motivations in buying a new car, along with reliabilty.

With new 2014 Toyota Corollas coming in, dealers are slashing prices on the 2013s to get them off the lots.  Ideally before too many of the new, much more stylish and contemporary '14s arrive and the '13s become total wallflowers.

If you're that kind of practical buyer, now's the time.  Because although the 2013 Toyota Corolla lacks the sizzle of the new 2014 (which we haven't driven yet), it delivers on all the important Toyota Corolla attributes that have been established over more than 40 years.

We drove the S, with a base price of $19,060.  It comes with a 1.8 liter 4-cylinder engine, a four-speed automatic transmission, power steering, anti-lock brakes (discs in front, drums in back), 16-inch wheels, six airbags, halogen headlamps, fog lamps, color-keyed and heated power outside mirrors, air conditioning, a six-speaker audio system with USB and auxilary connections, a tilt/telescoping steering wheel, fabric-trimmed sport seats that are adjustable six ways, power locks and windows and cruise control.

The EPA says it will get 26 miles per gallon in the city and 34 on the highway (combined 29).  We just made 25 in town.  All its crash tests are four and five star ratings.

The interior of the 2013 Toyota Corolla.

And, decently equipped, the 2013 Toyota Corolla is no penalty box.  It's as roomy as Toyota Camrys were in the 80s.  About as fast as they were, too.
 
Ours had a few options...$209 for body side moldings, $225 for carpeted floor and trunk mats, $359 for an alarm, and $1,900 for the Premium Complete Package.  That bumps you up to 17-inch alloy wheels and more serious tires, adds a power moornoof, upgrades the air conditioning to automatic climate control, wraps the steering wheel in leather, adds Bluetooth, navigation, satellite radio and Toyota's Entune infotainment app suite.

Bottom line, with $795 for delivery processing and handling: $22,548.

Not bad at that price.  But what if you could get that down a bit?

Understand, dealers aren't going to be drowning in the old ones.  The Toyota Corolla is one of the best-selling cars in America (and the world, for that matter).  There's not a huge backlog.  But there's motivation for dealers to make their best deals right about now.  And if you're more moved by value and reliability than how slick it looks, this might be your moment.

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How The 2014 Nissan Altima 3.5 SL Makes Family Sedan Buying Hard

Yes, you will actually want to drive the 2014 Nissan Altima 3.5 SL on roads like this.

Attention new car shoppers....especially mid-size family sedan shoppers.

Do you know how good you have it?

Do you have any idea?

Five years ago this was one of the most bland and boring segments in the industry.  Camry, Accord, Malibu, Fusion, Altima, Mazda 6...some were better than others, but none were inspiring, none were aspirational.
But now, every one of those cars has been re-designed and choosing has become very hard.

In January, we drove the 2.5-liter four-cylinder version of the 2013 Altima...and it landed immediately on TireKicker's Best Cars (see the list in the right-hand column).  In June, the 2013 Honda Accord Touring landed one notch ahead of it. Not really a fair fight, given that the Accord had the V6 (enthusiasts should note that the 2014 Mazda 6, with almost 100 horsepower less and a four-cylinder engine, landed squarely at #5...several slots ahead of both the Altima and Accord).

The view of the 2014 Nissan Altima 3.5SL other drivers are likely to see most.

But now we have the 2014 Nissan Altima 3.5 SL...the one with the V6.  And it's suddenly a fair fight.  Both it and the Honda have the same displacement, the same number of cylinders, are within 1/10th of an inch in length, 8 horsepower (advantage Honda with 278) and 137 pounds (advantage Nissan, the lighter) of each other.

More tale of the tape stuff:  The EPA fuel economy estimate is 22 city for the Altima, 21 city for the Accord.  31 highway for the Altima, 34 highway for the Accord.  26 combined for the Altima, 27 combined for the Accord.

Close, huh?

It gets closer. Virtually all the standard equipment on one is on the other, with the exception of a cargo net and cargo tie downs  (standard on the Altima, not available on the Accord), adaptive cruise control (standard on the Accord, not available on the Altima),  a heated steering wheel (standard on the Altima, not available on the Accord), memory seats (standard for the driver on the Accord, not available on the Altima), carpeted floor mats front and rear (standard on the Accord, not available on the Altima),  a nine-speaker audio system in the Altima, seven-speakers in the Accord, standard Bose audio in the Altima, a stock Honda system in the Accord, rear reading lights and an illuminated glove box (standard in the Altima, not available in the Accord), and a blind-spot sensor (standard in the Accord, optional in the Altima).

Beyond that?  18 inch wheels on the Altima, 17s on the Accord...a 6-speed automatic transmission in the Accord, a CVT (Continuously Variable Transmission) for the Altima.

Base prices are the biggest difference...$33,480 for the Accord Touring, $30,660 for the Altima 3.5 SL.  But, our Altima had the optional floor and trunk mats ($185), a rear decklid spoiler ($395) and the Technology Package...navigation, a 7-inch color display, blind spot warning, lane departure warning and moving object detection.

So the final as-tested prices were....$34,220 for the Accord Touring V6 (with $790 destination and handling) and $33,120 for the Altima 3.5 SL (with $790 destination and handling).

And so, as it should with cars, it comes down to the driving experience.  0-60 times are very close (6.2 seconds for the Accord, 5.9 for the Altima).  In a sports car, that 0.3 would be everything, but these are family sedans.  Let's not overstate the importance of that statistic.  Both are quicker than you're really going to ever need them to be.

Looking for a weak spot in the 2014 Nissan Altima 3.5 SL? You won't find it in the interior.

So now, it's steering and handling...and that's where the Altima shines.  The steering feels quicker, the car lighter.  It is...as we noted above...by 137 pounds.  That's like one fewer medium-sized passenger. And the Altima has the smoother ride while giving up nothing to the Accord in handling.  And as we noted in our review of the Altima 2.5, the interior has been kicked up several notches.  The Accord's is very nice, too...but if you're looking for a place where the Altima misses a step and lets the Accord get ahead, you won't find it in the cabin.

A tie would be such a cop-out, wouldn't it?

Well, I wouldn't bust you for choosing either car, and I wouldn't complain if you told me I had to drive either one of them for the next five or six years.  They're both very, very good family sedans.  But if I was playing with my own money and choosing between these two, I'd sit down with my Nissan dealer.  The $1,100 lower as-tested price, and lighter, more tossable car win out in my book.  
Now, let me tell you about the 2014 Mazda 6....

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Why The 2014 Mitsubishi Outlander GT Deserves A Test Drive

Can the 2014 Mitsubishi Outlander GT save an entire car company?

New car buyers, you have a new address to remember.

Your local Mitsubishi dealer.

Yes, it's been a long time, if ever, since you considered the triple-diamond brand for anything with four wheels.  Long enough that the very survival of Mitsubishi as an automotive manufacturer in this country has been in question the past few years.

But this...the 2014 Mitsubishi Outlander GT...shows the company is still capable of making very good vehicles.  And ones targeted at the American driver, at that.

The 2014 Mitsubishi Outlander GT offers room, refinement and value.

It's a three-row crossover with plenty of everything, including power and fuel economy, at a starting price below $30,000.

Following the seven-year run of the last-generation Outlander (2007-2013, inclusive), anything would seem like a breath of fresh air.  But Mitsubishi, knowing what's at stake, steps up to the plate.

What do you need to know?   First, get the GT.  Yes, you can get the base Outlander, the ES, for only $22,995, but there's only one way to get the 3-liter V6, and that's with the GT.

You don't give up much by making that move.  The fuel economy penalty is minimal.  The four-cylinder with a continuously variable transmission is EPA estimated at 25 city/31 highway (27 combined).  With the V6 and a 6-speed automatic, it's 20 city./28 highway (23 combined)....and we saw 24 in 400 miles of mixed city street and urban freeway driving over the course of a week.

The base price is more ($27,795), but that covers the Super All-Wheel Control 4 wheel drive system  (that's about $2,000 of the $4,800 difference right there), the six-speed automatic instead of the CVT, the more powerful (224 horsepower) engine and a long list of standard features that make the Outlander GT a very nice piece indeed. Click here for the full list of standard equipment.

This time around, the Outlander GT is lighter, yet smoother and more refined.  And the weight savings translate into more-than-adequate performance from the 3-liter V6.

The 2014 Mitsubishi Outlander GT's interior, with the GT Touring Package, looks like it costs much more than $34,720.

The press fleet folks added one option package to our tester...the GT Touring Package.  That adds navigation with a 7-inch high definition touch-screen, real-time traffic, 3D mapping, lane departure warning, forward collision mitigation, adaptive cruise control, a power glass sunroof, leather seating surfaces.  a 710-watt Rockford Fosgate premium audio system with 9 speakers, a 10-inch subwoofer, DTS neural surround sound and Dolby, a power driver's seat and power remote tailgate.  The package is a $6,100 option, but I'd grab it in a heartbeat.  It makes the Outlander GT seem for all the world like a $40,000 crossover...and the final price (with $825 for destination and handling) is only $34,720.

The only complaint I have is that the touchscreen likes to think about what you tell it to do.  For four full seconds.  It will do exactly what you want, but it's press the button and onemississippitwomississippithreemississippifourmississippi before it actually happens.  Annoying, especially in traffic.  But the sound from the Rockford Fosgate audio system....that goes a long way toward making up for it.

OEM audio systems have come a long way in the 17 years I've been reviewing cars and even in the 5 years since I launched TireKicker...and we've had some awesome ones, including the $6,000 Bang & Olufsen system in the Audi A8 and the Bowers & Wilkins system in the Jaguar.  And more recently, the Krell audio package in the 2014 Acura RLX.   The Rockford Fosgate may not be as subtle or refined and I'm sure audiophiles would quibble over fractions of percentages of total harmonic distortion and the like...but it packs a punch and sounds great.

Bottom line, check that box and the 2014 Mitsubishi Outlander GT gets you a three-row crossover for loaded small SUV money.  That's a value proposition.   And that's a sweet spot Mitsubishi can now pursue with a quality product.

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New Car Review: 2013 Toyota Prius V

The expansion of the Prius line seems to be paying off.  A decent number of the baby Prius C models are on the road, and if you look, you'll see quite a few of the Prius V as well.  V in this case is not a Roman numeral, it is a letter...and it stands for "versatile".

The V is really a Prius station wagon, if manufacturers could bring themselves to use that term.  there's room in back for a decent amount of groceries or luggage, and folding one or both of the rear seats (and/or the front passenger seat) gets you a bit more room for stuff rather than people.

There are three models of V...the Two, the Three and the Five.  A Two can be had for the very reasonable base price of $26,650.  The Three, which adds display audio with navigation and Toyota's Entune wireless app suite, Eco and Power modes, is a bargain at $27,415, and the Five, which brings LED headlamps with automatic on/off, Sof-Tex trimmed seats, and 17-inch alloy wheels, is $30,295.  That's the one Toyota sent us for a week, and they went easy on the options, adding only three very practical ones: mudguards ($155), a rear bumper applique' ($69) and carpeted floormats and a cargo mat ($225).  Bottom line with $795 destination, $31,539.

The good news about the Five is that, like the Three, it has the Eco/Power switch.  You'll end up using it.  The Prius V is...slow.  As in 0-60 in about 10.2 seconds.  And that's in Power mode.  Eco makes it more like 10.7.  Not really all that much, but it feels like a bit more punch so, when you're not obsessed about mileage, you'll end up using it.  

About that mileage.  The EPA says 44 city, 40 highway, 42 combined.  In 600 miles of an even split of city streets and urban but not stop-and-go freeway driving, we only barely cracked 37. I don't know exactly what got us from 35 to 37.2 in the final day, but it did.  Maybe I gave up on the "Power" setting.  I don't know.  A lot of cars aren't making their EPA estimates at TireKicker World Headquarters of late, and that's odd because we don't drive them hard.  

Beyond that, it's a Prius.  The downsides are near-zero driving fun and a dull cabin apart from the power monitor and infotainment displays.  The upsides are the mileage (even 37 around town isn't bad...though it's well off the 50 we got from the standard Prius) and Toyota's reliability.   With competition finally on the road in the form of Ford's C-Max and this generation of Prius nearing the end of its life-cycle, we can hope Toyota's got something more involving for the next round.

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New Car Review: 2014 Kia Cadenza

Credibility.  It's a big deal.  Especially when you're trying to get people to embrace a new concept.  Like Kia making a different type of car.
                                                                                                                                                                 


And that's where details matter.  Kia wants you to believe they've built an extraordinary near-luxury sedan. They want you to believe the woman driving the car is going to her 20th high school reunion.  Which would make her 38. Two years shy of 40. Her name is Teresa Moore, she's a supermodel and she's a lot closer to her 20th birthday than to her 20th high school reunion. There's a reason you didn't notice her in high school. She was across town in day care.

There's another version of the ad that uses mainly the night driving shots and blurbs from reviews including one from CNET that says "The Cadenza proves Kia can do luxury."  Okay, CNET said that (at least in the headline of its review).  But it's hype.

Both those things are small in the world of advertising, but it's especially a shame to see them related to the Cadenza because the Cadenza should be viewed and promoted as what it is...an amazing achievement in large family cars, a compelling competitor to the new Chevrolet Impala, Toyota Avalon, Ford Taurus, Nissan Maxima and Hyundai Azera.

It looks simply amazing...although it is a close corporate cousin to the Azera, Kia went its own way with the styling, and they've created a stunner.  It's especially elegant in a dark color like the one we tested (shown in the photos in this review).

It drives like a dream, with ride that's not too firm and not too soft and handling that never makes you feel like you've bitten off more than you can chew when you take a curving off-ramp a little hot or make an emergency maneuver.

The engine, a 3.3-liter V6 with 293 horsepower (the same unit that's in the Azera), is quick and smooth, paired with a six-speed automatic transmission.  And it gets respectable gas mileage too, at an EPA estimated 19 city/28 highway.

18-inch allow wheels, a full complement of airbags, anti-lock brakes, traction control, electronic stability control and vehicle stability management are part of the $35,100 base price, as are dual-zone climate control, power windows and locks, an Infinity Surround Sound audio system, UVO telematics, rear camera, navigation with 8-inch color display, satellite radio, Bluetooth, leather seat trim with heated power front seats, push button start, leather-wrapped steering wheel and gearshift knob, paddle shifters, auto-dimming rear view mirror, floor and trunk mats, fog lights, LED positioning lights, heated power-folding mirrors with turn signal indicators, rain-sensing wipers, LED taillights and a backup warning system.

Again, for $35,100.  That's considerable value.

Kia's press fleet folks added $6,000 in options via two $3,000 packages...the Technology Package (advanced smart cruise control, blind spot detection, lane departure warning, electronic parking brake, hydrophobic front door windows, and 19-inch alloy wheels for $3,000) and the Luxury Package (panoramic roof with power sunshade, HID headlights with adaptive lighting system, Nappa leather seat and interior trim, power driver's seat cushion extension, ventilated driver's seat, heated outboard rear seats and steering wheel, power tilt & telescoping steering column, integrated memory system and a power rear window sunshade also for $3,000).

Total price with freight and handling ($800)....$41,900.

Frankly, the Kia aces its Azera cousin.  The quality of materials (even setting aside the upgrades to Nappa leather in our test car) just seem a bit better.  I'd need to drive them back to back (and I recommend that you do)...but the Cadenza and the Impala may be in a tie for best large family sedan you can buy right now.  Toyota knows we're eagerly awaiting our chance to put the Avalon into the mix.

Again, don't be put off by the advertising.  The Cadenza is a tremendous car and a tremendous value that doesn't need any exaggeration about what it is.  It speaks for itself...eloquently.

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New Car Review: 2013 Jeep Wrangler Sahara

Times change.

Vehicles change.

People change.

35 years ago I came thisclose to buying a Jeep Wrangler.  It was known then as the Jeep CJ.  There was the CJ5 (6-cylinder) and CJ7 (V8).  As useful as it could have been (I was living in Reno, Nevada and considering the purchase during an especially snowy winter), the CJ7 was noisy, crude, thirsty and expensive.  The CJ5 was the first two and only a little less of the second two.

I bought a Toyota Corolla SR5 Liftback instead.  It was the right move at the time.

But after five days at the wheel of the Jeep Wrangler Sahara 4X4 (Chrysler needed it back two days early for an event, but I'm sure they'll find some way of making it up to me...may I suggest a long-term test of a Wrangler Sahara Unlimited?), the once unthinkable is making a lot of sense to me.  Is it me or is it the Jeep?

Actually, we've both changed, matured, grown and polished off some of the rough edges.  I am less noisy, crude, thirsty and expensive than I was in my 20s.

The Wrangler, as we've noted here a few times over the years, has managed the difficult task of substantial refinement without sacrificing purposeful design, character and utility.  It's still a Jeep...wait, no....it's still the Jeep (the Compass, Patriot, Cherokee and Grand Cherokee are models made by Jeep, but the Wrangler is the Jeep)...and yet, it's comfortable enough to use as a daily driver, able to get out of its own way, and gets quite decent mileage (EPA estimated 17 city/21 highway)...while still being able to, in one of my most loved phrases penned by David E. Davis, Jr., climb a tree if you're brave enough.

You can get into a Wrangler for as little as $22,395 for the Sport model, but step up to the Sahara at $27,795 and you'll get deep-tint sunscreen windows, air conditioning, power heated mirrors, remote keyless entry, power door locks, power windows, automatic headlamps, a security alarm, body-colored fender flares, tubular side steps, a leather-wrapped steering wheel and a heavy-duty suspension with gas shocks.

The 3.6-liter Chrysler Pentastar engine is smooth, responsive and packs more than enough power...285 horses worth.

Think like a Chrysler press fleet supervisor and you'll start checking the option boxes next.  Ours had leather-trimmed bucket seats, the front ones heated ($1,100); Customer Preferred Package 24G, which includes the Connectivity Group brining Uconnect, voice command, Bluetooth, tire pressure monitoring, an electronic vehicle information center, and a remote USB port ($495); slush mats to replace the standard floor mats ($75); A 5-speed automatic transmission ($1,125); Anti-spin differential rear axle ($295); an upgrade of the air conditioning to automatic temperature control with air filtration ($155); a body-color 3-piece hard top, a deluxe Sunrider soft top, a storage bag, rear window defroster and rear window wiper/washer ($1,795); the Uconnect audio upgrade with satellite radio, DVD, MP3, a 40-gig hard drive, SiriusXM TravelLink, a 6.5 inch touchscreen display and navigation ($1,035) and a remote start system ($495).

Add $995 destination charges and you're at $35,360.  Not cheap and a lot of stuff...but I wouldn't change a thing if I was ordering it.  First, the average new car price this year is $30,478, so this is a shade less than $5,000 above the average. And it's way more fun and more capable than the average car.  Second, the Wrangler is something you're likely to keep forever.  Which makes it an excellent long-term buy.

I've made the point before.  There are really only two pure iconic designs left, the Porsche 911 and the Jeep Wrangler (and we can argue the Porsche...park this year's 911 next to a '69 and let's talk).  Neither car is for everyone.  But if you have a use for the Jeep, every reason not to buy one has been removed.  And yes, I can see myself owning one someday.

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New Car Review: 2014 Acura RLX

Rarely have I approached a car with such trepidation as I did the new Acura RLX.  Not only has Acura followed parent Honda off the clearly-defined path that once delivered great cars like the original Legend for a similar decade-long walk in the wilderness (plus $10,000 per car and more buttons on the dashboard), but consider this:

The RLX is replacing one of the dullest cars known to man, the RL.  Anything should get a "most improved player" award.  Yet enthusiast magazine and online reviews have largely been yawns and, scarier still, Consumer Reports, in its rave review of the Chevrolet Impala, a car costing $20,000 to $35,000 less, depending on how you option the cars, said in its print edition that the Impala was competitive with the RLX.  Yeah, they also said the Impala could run with the Audi A6, Lexus LS460L and Jaguar XF, too...and as much as we love the 2014 Impala, that's really just CR needing to call the doctor because it's been more than four hours.

So what's the straight scoop?  It's better than the RL ever was.  It's a significant step back in the direction Acura should have been going all along, in much the same way the new Accord is a strong signal that Honda has not only found but may be in reach of its mojo once again.

First things first, Acura is refining its styling statement, reducing the pronounced beaklike grille.  They need to refine and reduce more...but this is better.  The lines aren't breathtaking and the car is massive in some areas.  It really works well in a dark color.  I'd hate to see one in white.

$48,450 will get you in the base model, but our tester was the RLX Advance.  They all come with the same 3.5 liter V6, making 310 horsepower, with a 6-speed automatic transmission.  They all get an EPA estimated 20 mpg city/31 highway.  The feature list is like reading War and Peace.   Go here if you want the full rundown.

The steps up from a base RLX are the RLX with Navigation ($50,590),  which adds navigation, voice recognition, AcuraLink including real-time traffic and a few other related goodies.  Next is the RLX with Technology Package ($54,450). That's everything in the Navigation model plus an upgraded ELS audio system (14 speakers and 588 watts),  premium leather, rain-sensing wipers, power-folding mirrors, acoustic glass and 19-inch wheels.

After that is the Krell Audio Package ($56,950).  Everything in the Navigation and Technology package, but they swap out the audio system for a 14-speaker, 450-watt audio system. That sounds like a downgrade from 588, but Krell is a premium manufacturer and the magic is apparently in the speakers and amplifier:



It sounds phenomenal.  As someone who has spent a lot of his life in studio environments, this is really, really nice. The Krell package also includes a power rear sunshade and manual door sunshades.

And finally, the one we drove...the RLX with Advance Package ($60,450).  All of the above plus collision mitigating braking with heads-up warning, lane-keeping assist, adaptive cruise control, heated and ventlated front seats, heated rear seats, rear footwell lighting, front and rear parking sensors and auto-dimming side mirrors.

So, what's it like to drive?  Well, it's not blisteringly fast.  Acura is the one Japanese near-luxury brand that never got into the V8 game, so there's no surprise there.  It's simply a smooth, more than adequately powerful V6.  It's remarkably quiet.  It handles very nicely for a machine of its size (you'll never confuse it for its little brother and our favorite Acura, the TSX, though).

As with the Accord, the one glaring deficiency is in the infotainment system.  The graphics for the navigation, audio and phone interface feel like they're five or six years behind the average and a good 10 years behind the best in the business today.  And, as we pointed out in the Accord review, tech is what these guys should do better than anybody.  Especially in a $60,000 car ($61,345 with delivery).

So......trepidation's gone.  Acura has improved their big sedan, moved the ball down the field a significant distance.

But...at $60K...there are a lot of choices. I might take this over a Jag XF (not sure, I haven't driven one in almost five years).  I'd be amazed if I'd pass on an Audi A6 to buy this, though.  But I never would have considered Acura (since the demise of the original Legend) in this size and price class before, so progress has been made.  To be truly competitive, Acura needs to see this as a first step, and take equally large strides with every successive improvement and refinement of the RLX.

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