New Car Review: 2014 Chevrolet Impala

By now, you've no doubt heard that Consumer Reports has gone gaga over the 2014 Chevrolet Impala.  I mean, the Amish have heard.

When CR takes a first-year American sedan and leapfrogs it over everything but the Tesla Model S and the BMW 135i, giving it a rating of 95 out of 100, that's news.  Especially when last year's model got a 63.  That's the difference between "buy now" and "kill it with fire" in Consumer Reports-speak.

But CR also said it considers the Impala competitive with the Audi A6, the Lexus LS460L, the Acura RLX and the Jaguar XF.  Which makes me think that Consumer Reports, long the dullest, dryest read possible when it comes to cars, has found its inner hype machine.  They should schedule a lunch with Motor Trend to talk about the possible long-term effects should the product not live up to all that (Car of the Year 1971: Chevrolet Vega....1974: Ford Mustang II...1976: Dodge Aspen/Plymouth Volare...1980: Chevrolet Citation...1983: AMC Alliance)

So, here's the rational counterpoint to Consumer Reports.

The 2014 Chevrolet Impala is a very good big sedan.  It's certainly light years beyond the last Impala, and the best since at least the 1970 Impala.  Beyond that, we need to haul out our yardsticks and agree on what we're measuring.

Is it as iconic a styling statement as the 1958, 1959-60, 1961-1964 or 1965-1970 Impalas?  Is it as stunning as the 1967, which many consider the high-water mark and which clearly was the inspiration for it's sweeping roofline?

It's purely a matter of opinion.  Mine is no.  It's nice, it's well-drawn, well-proportioned. But if you took the badges off of it,  you  wouldn't say "Impala" the first time you saw it, or even "Chevy".  And a note to the stylists regarding the front end...you kept it remarkably subtle...but not everything has to have a Camaro influence.

So let's address the Impala in purely 2014 terms.

Our tester was a mid-line 2LT...base price $29,950.  There's a 305 horsepower, 3.6 liter V6 engine and a six speed automatic transmission standard (lower trim levels have a 2.5-liter 4 standard).  The EPA says 18 city/28 highway, which is a little less than the competition (Dodge Charger, Ford Taurus, Toyota Avalon, Hyundai Azera, Kia Cadenza) are rated.

Standard equipment includes an electric parking brake, cruise control, a full complement of airbags, anti-lock four-wheel disc brakes, a six-month OnStar subscription, automatic headlamps, 18-inch painted alloy wheels, halogen headlamps, power windows, power driver's seat, a leather-wrapped steering wheel, a tilting/telescoping steering column, steering wheel controls, dual-zone automatic climate control, a six-speaker premium sound system with AM, FM HD Radio, SiriusXM, MyLink, USB, Auxilary and Bluetooth, and a color display for the driver information center, which slides up to reveal a convenient cubbyhole for stashing whatever you want out of eyesight.

The press fleet folks packed on another five grand in options:  The LT Convenience Package...rear park assist with camera, auto-dimming inside rear-view mirror, remote start, premium carpeted floor and trunk mat ($940)...The Premium Audio and Sport Wheels Package...a 120-volt power outlet,  19-inch painted aluminum wheels, a rear spoiler, an 11-speaker Bose Centerpoint surround sound audio system ($1,140)...The LT Navigation Package...MyLink Radio,  navigation, keyless access and start ($1,095)...the Premium Seating Package...heated driver and front passenger seats, an 8-way power front passenger seat and a convenience net for the trunk ($945) and the Advanced Safety Package...forward collision alert, rear cross-traffic alert, lane departure warning and side blind zone alert ($890).

With $810 delivery, the tab was $35,770.  Which is right in the ballpark for this size vehicle with this level of equipment.

And behind the wheel?  Well, it's been a long time since any American sedan has felt this solid, this composed, this quick...since there wasn't an excuse to be made either for the acceleration, the handling or the materials surrounding you in the cabin...or maybe even all three.

Nope.  The Impala simply hit all the sweet spots...met every expectation of what a big sedan priced in the mid-30s should look like, feel like, drive like and be.  Which may make it the best sedan in its segment and at its price point but it's by no means the best sedan in the world.

Is it better than the Charger?  Yes.  The Taurus? Yes.  We haven't driven the new Avalon yet, nor the Cadenza.  We'll go ahead (spoiler alert) and say here that it's better (though not by a lot) than the Hyundai Azera that will be reviewed in this space in a matter of days.

But to do what Consumer Reports has done and put the Impala up against the Audi, the Lexus, the Acura and the Jag....you're in another segment of the market with a different set of priorities and expectations that the Impala simply doesn't attempt to meet.  If you're going to say the Impala belongs there, then you have to say the Cadillac XTS, with which it shares architecture, belongs there, too.  And as much as we like the XTS, it just doesn't.

Bottom line?  The Impala is a breakthrough, for the Impala nameplate, for Chevrolet as a brand, for General Motors as a company and for America as a carbuilder that used to rule when it came to this kind of car.  If it proves to be well-made, if it holds up under use...if it's reliable (you know, all the things Consumer Reports used to monitor carefully before recommending vehicles), then it's absolutely a winner.

It also won't go unanswered by the rest of the automakers.  As good as the Impala is, it needs to be viewed as a start, not as a mission accomplished.

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New Car Review: 2014 Jeep Grand Cherokee Laredo 4X2

In a time when mid-size SUVs can blow right past the $50,000 mark, it's refreshing to drive one that comes in about 20 grand below that.

Generally, the manufacturers like to put their highest or second-highest trim line vehicles, loaded with options, into the press fleets that TireKickers (automotive journalists) like myself drive.

If they'd done that with the 2014 Jeep Grand Cherokee, let's say a top-of-the-line Summit 4X4, we'd be looking at a base price of $50,995.  And as loaded as the Summit is, there's still another $7,000 plus worth of available options.  We could have been bumping up against 60 grand.

But Jeep chose to introduce us to the heavily refreshed 2014 Grand Cherokee by giving us the base Laredo 2-wheel drive.  Starting price? A very reasonable $28,795.  It comes with a 3.6 liter V6 that produces 290 horsepower and 260 pounds per foot of torque, is mated to Chrysler's new 8-speed automatic transmission, and gets an EPA-estimated 17 mpg city/25 mpg highway.

Not too shabby.

Also on the standard equipment list, 17-inch alumninum painted wheels, four-wheel anti-lock disc brakes, a full compliment of airbags, keyless entry, dual-zone air conditioning, a six-speaker audio system with a 5-inch touch screen and a generous fuel capacity...a 24.6 gallon tank.

Some fast math:  If you were to attain the EPA highway estimate, there's a cruising range of 615 miles.  In a mid-size American SUV that burns gas, not diesel. Color me impressed.

The new styling is a matter of taste. I started out the week thinking I preferred the '11-'13 model's looks. But the '14 grew on me.  

Inside, materials, fit and finish are all fine, and in Arizona in the summertime, cloth seats are way more of a luxury than leather will ever be.

The power's more than adequate, the ride fairly smooth.  The brakes seemed inconsistent...requiring more pressure some times,  less others.

And frankly, the gauge cluster bothered me.  The tach, temp and fuel are real analog gauges, but the speedometer is a video display that looks like a gauge.  Why?  I don't have a problem with either, but why not make them either all analog or all video?

The press fleet folks restrained themselves when it came to options, too.  There are only two...an upgrade to an 8.4-inch UConnnect touchscreen and to 18-inch aluminum wheels, so with delivery charges, the Grand Cherokee Laredo 4X2 rang in at $31,285.

You can spend a lot more and get a lot less from other vehicles. Conventional wisdom is that buyers avoid base models, but I hope there's a strong market for a mid-size SUV at this price point.

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New Car Review: 2013 Mini John Cooper Works Roadster

Two of the things we focus on rather regularly here at TireKicker are practicality and value.

But when a vehicle starts out with limited practicality to begin with, why not go all the way?  That appears to be the thinking at Mini, which is expanding its lineup with an ever-increasing number of variants on the basic Mini Cooper.

Mini hasn't sent many our way, so as much as I'd love to tell you about the Clubman, Paceman and Countryman, I can't.  I can, however tell you about the latest, the John Cooper Works Roadster, close cousin to the John Cooper Works Coupe and a more distant relative of the John Cooper Works Convertible.

Like the Coupe, it dispenses with the back seat found in other Minis, including the convertible, resulting in a shorter, swoopier look than the rest.  It will, like the Coupe, start conversations with total strangers.  Some will ask "What's it for?".

The one and only answer is "fun".

As with all John Cooper Works variants, the focus is on performance.  Your $35,700 buys not just unique bordering on outrageous styling, but a light car with a turborcharged 1.6-liter 16-valve four that makes 208 horsepower, a six-speed Getrag manual transmission, 17-inch alloy wheels, six-way manually adjustable sport seats, red Brembo front brake calipers with big ventilated discs (you will need to stop sometime), as well as anti-lock brakes, corner brake control, dynamic traction control, electronic differential lock control, airbags, air conditioning, an AM/FM HD Radio/CD/Bluetooth/USB/iPod audio system, power windows, an on-board tripo computer, tilt and telescoping leather three-spoke steering wheel and an active rear spoiler.
The result?  0 to 60 miles per hour in 6.3 seconds and as those esteemed automotive journalists The Lovin' Spoonful once said "a smile that won't wipe off your face no matter how hard you try."  Because not only does it go quickly....it handles like a slot car.

Our tester, was as usual, on the receiving end of some options...the Spice Orange metallic paint ($500), the Mini Connected with Nav pack, including voice command, smartphone integration, real-time traffic information and navigation ($1,500), the Steptronic automatic transmission ($1,250) and an upgrade to black 17-inch alloy wheels ($100).

With destination charge of $795, the total rings up at $39,845.  I'd save $1,250 and shift it myself in a car like this.  And the navigation/audio/phone interface is so inscrutable that I might save $1,500 more.  Frankly, I'm not even sure you need a radio. The car IS the entertainment.

The one place where the Mini John Cooper Works Roadster doesn't sacrifice practicality is at the pump.  The EPA fuel economy estimates ate 26 city/34 highway.  Hard to find that kind of mileage from anything else with comparable performance.

Unless you live in an area where you can have everything delivered (I had to lower the top to put an air conditioning filter into the car), I can't see this being your daily driver.  But if you've got a few bucks shy of $40,000 for a weekend toy, the Mini John Cooper Works Roadster should be what you test drive first, so that everything else has a benchmark to meet.

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New Car Review: 2013 Toyota Tundra CrewMax Limited 4X4

Think of big pickup trucks and odds are the names that spring to mind are American...Chevy, Ford, GMC, Ram.

The Japanese have tried to get a significant piece of the American truck market.  They started out too small (and Honda, deliberately, has stayed there with its Ridgeline), and even after learning from that mistake and bulking up, Nissan with its Titan, Toyota with the Tundra, they're still not making the Detroit 3 (Chevy and GMC are both General Motors products) lose any sleep at night.

If ever there was a truck that could do that, it would be the 2013 Toyota Tundra.  It absolutely hits the target of "full-size American truck".  It's as though Toyota City had moved to Texas.

First, styling matters.  Perfectly serviceable trucks will sit on dealer lots as though their tires had been nailed to the asphalt if the truck doesn't look tough enough.  And, let me know if you disagree (that's what the comment option is for), but the Tundra looks plenty tough to me..especially in 4X4 CrewMax trim.

Power?  Certainly more than adequate. A 5.7-liter V8 making 381 horsepower with 401 pounds per foot of torque, mated to a six-speed automatic transmission.

Ruggedness and utility?  A double-walled bed with rail caps, deck rail system with tie-down cleats, a standard towing and hauling package, four wheel drive and 18-inch wheels.

And that touch of luxury that so many truck buyers are demanding these days?  Well, our tester was the CrewMax Limited, so we're talking leather-trimmed and heated 10-way power adjustable driver's seat, 4-way power passenger seat, rear sliding, reclining and folding seats, dual-zone automatic climate control, a JBL 12-speaker audio system with AM, FM, SiriusXM Satellite radio, USB, Bluetooth, and auxiliary jack and a 6-disc in-dash CD player.
 
Plus the usual accompaniment of airbags, traction control, stability control, anti-lock brakes and so on.
All for $43,895.

Looks like a winner to me
.
Drives like one, too.  There's no mistaking this is a truck...and one that can handle worksites, bad weather and a lack of pavement, but it is, within the bounds of that description, smooth and comfortable.  The CrewMax has tons of room for people and things, and our tester was possessed of the deepest-tinted windows we've seen in a long time, allowing the climate control to make things distinctly frosty even in a Phoenix summer.

And, it being a test vehicle, the Toyota Press Fleet folks gussied it up a bit, too...adding a voice-activated touchscreen DVD navigation system including a 7-inch high-resolution touchscreen and backup camera, upgrading the JBL audio system to include a subwoofer ($1,340),  the Memory Package (2-position memory function for driver's seat, outside mirrors and steering wheel), a power tilt and slide moonroof with sliding sunshade ($810), carpeted floor mats with door sill protector ($195)...and the biggest bargain I've seen in 15 years of TireKicking...the TRD Off-Road package...18-inch, 5-spoke TRD off-road alloy wheels, off-road tuned suspension, Bilstein shock abosorbers, fuel tank skid plates and TRD Off-Road graphics for $70.  That's right, seventy bucks.

With $995 delivery, processing and handling, the bottom line came to $47,770, which might be breathtaking if you haven't priced trucks in a few years, but for one this capable and this well-equipped, it's in the ballpark.

It's no economy champ, with an EPA estimated 13 city/18 highway, but how many full-size pickups with V8s are?

Seriously, truck guys (and truck women), if you know...or even have a plausible theory...about why Toyota's not taking chunks out of Detroit 3 truck sales, use the comment feature and let me know.  From where I sat for a week, at the wheel of the Tundra, it's a strong contender.

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New Car Review: 2014 Kia Sorento

How popular is the Kia Sorento?

Consider this:  One of the most-read reviews here on TireKicker (#2 this week as I post this) is a review of the 2013 Sorento, which we published 13 months ago.

Kia's product cadence (the schedule on which they release all-new or significantly updated vehicles) is so brisk that as fresh as the '13 seemed, the 2014 Sorento is clearly a better looking, better-designed, more refined machine.

This time around, our tester was the SX front-wheel drive model...one down from the top-of-the-line Limited (all-wheel drive can be had on all trim levels).  For a starting price of $35,000 even, you get a 3.3 liter V6, six-speed automatic transmission, an independent front and rear suspension, 19-inch alloy wheels, the full complement of airbags, anti-lock brakes, traction control, electronic stability control, hill-start assist and tire pressure monitoring.

Those are just the practicalities.  Then come the niceties like dual-zone automatic climate control, an Infinity surround sound audio system, the UVO eServices telematics suite, an 8-inch color display, navigation, Sirius/XM satellite radio, Bluetooth, leather seat trim, an adjustable power driver's seat with lumbar support, heated and ventilated front seats, push button start, cruise control, automatic light control, a tilting and telescoping steering wheel, blind spot detection, an auto-dimming rearview mirror with HomeLink, front fog lights, a panoramic moonroof with power sunshade, heated outside mirrors with turn signal indicators built-in, a power liftgate and a rear spoiler.

All standard for $35,000.  That's what you call a very well-equipped midsize crossover.  Ours added only two options, a third row of seats and rear air conditioning for $1,000 and a cargo net for $50.  Both worthwhile.  Freight and handling of $850 brought the bottom line to $36,900.

There's the usual strong stride forward in materials, craftsmanship and design that we've come to expect from each new generation of Kia products.  And each new wave is a better-driving vehicle than the one before it. The new Sorento is more composed, feels more energetic and handles better than the last.

The only place where the Sorento loses a step is in gas mileage.  That's because while the new-for-2014 3.3-liter V6 is a bit smaller than last year's 3.5 liter, it's more powerful (290 horsepower instead of 275). Last year's EPA estimate of 20 city/26 highway dips to 18 city/25 highway.

It's not a huge difference, and it's a fair trade-off for the added performance, but Kia's built their expanding place in the U.S. market on value (the 10 year/100,000 mile warranty is a big part of that) and I have to wonder how many Kia shoppers will balk at a window sticker that shows a price above $35,000 and city mileage in the teens.

Overall, though, it's a strong package from a company that only seems to go from strength to strength.  And one 8-speed automatic could make those EPA numbers a lot more palatable.

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New Car Review: 2014 Subaru Forester

If you'd asked me what you could do to improve the Subaru Forester, I'd have been struggling for any answer other than "just don't screw it up".

The Forester has, since its introduction sixteen years ago, been one of those rare vehicles that knew what it wanted to be, what its customers wanted it to be, and then hit that target year after year, generation after generation.

When I walked up to the 2014 Forester for the first time, I was worried.  It's bigger.  And bigger in these machines can be duller and dumber.

I needn't have worried.  The extra space the Subaru takes up (not much, actually...the car's footprint is essentially unchanged) goes exactly where it was needed...cargo space, headroom, legroom and hiproom.  The difference is especially noticeable in the back seat, where even a six-footer who could stand to drop a few pounds (I'm not naming names) can be comfortable for long periods of time.

Best of all is the news from the front left seat.  The '14 Forester doesn't feel larger at the wheel...with the exception of a smoother, more composed ride.

And all around, the quality of materials, fit and finish just gets better.

It's very hard to find a reason not to buy a Forester, if you're in the market for a small SUV.  Price?  They start at $21,995 (only $700 more than the 2013 model's base price).  Gas mileage?  How does 24 city/32 highway sound for an EPA estimate (a significant improvement over the '13s 21/27).  Range of models? Six should be enough.  Four with the 2.5 liter, 170 horsepower 4 that gets the mileage we just noted, two with the 2.0 liter turbo that makes 250 horsepower and still beats last year's non-turbo mileage with an EPA estimate of 23 city/28 highway.

Our tester was the top-of-the-line 2.5i Touring.  Base price $29,995. Bluetooth's standard even on the base model, as is a steering wheel with controls for audio and phone.  But the Touring also makes the following standard: A 6.1 inch touch-screen navigation system with a 440-watt, 8 speaker Harmon Kardon audio system including HD Radio, CD, Aha, iPod control, iTunes tagging, auxilary and USB connections and voice activation.  A 10-way power driver's seat with perforated leather surfaces.  17-inch alloy wheels. An all-weather package with heated front seats, heated exterior mirrors, and a windshield wiper de-icer. Privacy glass. A dual-zone climate control system. Incline start assist.  A panoramic power moonroof. A power rear liftgate and rear vision camera. Vehicle dynamics control. Tire pressure monitoring.

All for five bucks less than 30 grand.  That is a major bargain.  And if you're a minimalist, or just can't quite swing that price tag, 8 grand less buys you the base version, which is no penalty box.

Subaru strikes again. The cult car that the masses would adopt if they'd only take a test drive. So we're recommending that you do.

Meantime, know this:  The 2014 Subaru Forester has just knocked the Ford Mustang of TireKicker's Top 10 Cars (So Far) list.

Yes, it's that good.

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New Car Review: 2013 Lexus RX 350 F Sport

Among enthusiasts, Lexus has something of a bad reputation. Despite stunners like the LFA supercar and the recently-reviewed-here IS-F sedan, the image is stil that of isolation chambers on wheels.

And out of the Lexus lineup, the vehicle that gets singled out for perhaps the greatest amount of abuse and derision among the smugly superior driver's set is the RX crossover.  It is, intentionally, the least sporting Lexus, designed to be a supremely comfortable conveyance appealing primarily to middle-aged and well-off females.  And it's been selling like hotcakes for well over 15 years.

But Lexus is on a mission to be taken seriously, and so this year, there's an F Sport edition of the RX 350.  Unlike the IS-F, there's no engine swap, just a much-appreciated upgrade of the transmission, suspension and some nice trim bits.

A stock RX 350 starts at $39,660. You'll throw in significantly more cash for the RX 350 F Sport, $47,350.  And while the same 270-horsepower, 3.5-liter V6 remains under the hood, the six-speed automatic transmission is replaced by an 8-speed with paddle shifters. The usual payoff of extra gears in added gas mileage is nowhere to be found, though...the EPA estimates remain 18 city, 26 highway.

F Sport also brings standard all-wheel drive, the F-Sport tuned suspension, and 19-inch alloy wheels.

Does it help?  Yes.  Apart from a big, standard LS (which is greatly improved this year...comprehensive review coming), the RX has been, until now, the last Lexus I'd want to take tight curves in at any kind of speed.  But the RX 350 F-Sport tames them in a way I'd never have thought possible from this particular vehicle.  So, money well spent, since in our book it's all about control.

Opt for the F Sport and very little is left as an option.  Heated and ventilated seats and a moonroof are standard equipment, as are power-folding heated outside mirrors and F-Sport specific details such as a 3-spoke steering wheel with audio controls,  a leather-trimmed interior with silver contrasting perforations and stitching, memory for seats, mirrors and steering wheel and unique front styling.

Our tester added a blind spot monitor ($500), a heads-up display ($1,200), a Mark Levinson 15-speaker surround sound audio system with DVD, HD and SiriusXM ($995), navigation including  Lexus Enform & App Suite  ($2,775), intuitive parking assist ($500) and a cargo net ($59), resulting in an as-tested price with $895 destination charge of $53,924.

A lot of those options are take-or-leave stuff for us.  In a vehicle with a high beltline, blind spot monitors are a good thing.  The heads-up display is a gimmick. The gauges are in a good position for awareness without taking your eyes off the road. We love good audio, but do we love it an extra $995 in a vehicle that already has a good system? And while the App Suite makes en-route use of Bing, Yelp, Open Table, iHeart Radio and Pandora a breeze, we have to ask why it costs almost $300 more in this car than it does in the IS-F sedan.  Intuitive Parking Assist is just a fancy phrase for "It beeps at you when you're about to hit something" and if $500 keeps you from denting your $50,000 car , that's probably worthwhile.   And the way I take corners, Mrs. TireKicker would insist on the cargo net, even if it was substantially more than $59.

So I (and you, if you agree) could lop $5,000 in options off the RX 350 F Sport we drove and wind up with a price of about $49,000.
Given that just about every RX 350 that starts at $39,660 gets optioned up to that range before being shipped to a dealer anyway, why not spend the money on one whose handling inspires confidence?  If I was going RX shopping, it'd be the RX-350 F Sport.

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New Car Review: 2013 Honda Crosstour

About six weeks ago, we raved about the 2013 Honda Accord and made mention of how it was evidence of Honda recovering.

The Crosstour is what the Accord is recovering from.

Don't let the Honda-supplied images throw you. The Crosstour is nowhere near that sleek and svelte.  It's a last-gen Accord pulled and stretched and jacked up and.....

Regular TireKicker readers know that I'm not a Honda hater.  The best car I ever owned was an '84 Civic that I bought new and kept for 14 years and 144,000 trouble free miles before giving it to a friend who really, really needed a car...and it served that family well for quite a while after. For a long, long time,  Honda made cars that were not only reliable, but intelligent.

The problem here is that someone thought that there might be a niche between sedan and minivan or crossover SUV and that jacking up a sedan, giving it a fastback roofline and a hatch and calling it a new concept was the answer.  And we can't bust Honda for this.  BMW started the march in the wrong direction with its gawdawful ugly X6.  Honda's upscale sister division Acura jumped on the bandwagon with the even more scarifying ZDX.

But Acura has had the good sense to pull the plug on theirs.  Honda freshened the Crosstour for 2013 saying people "needed help knowing what it was".

Okay. It's as described above, a jacked-up, pulled and stretched last-gen Accord. It costs, in base EX trim, $27,230.  But that's with a four-cylinder engine that makes 192 horsepower. It weighs 3700 pounds, 500 more than an Accord sedan. You need more than that to get out of your own way.

So you want the V6.  That's $30,890.  But you don't want that one either.  Because I dare you to tell me you can see out the rear window of this thing.  You can't.  Not well enough to feel confident backing out the driveway, anyhow.  So you need the EX-L, which comes with a rearview camera.  And the EX-L V6 starts at $33,015.  We're already almost six grand above the base vehicle.  And you can go higher.  Our test vehicle was the EX-L with navigation. That's $37,090...almost 10 grand above base. Add $830 for destination and handling, and it's $37,920.

You can seat five, carry some stuff in the back, see out the back with a camera and...oh, yeah, mileage is passable. EPA says 19 city, 28 highway.

So, I'm going to suggest....

That you buy a Honda.

Just not this Honda.

Because for about the same money as the base Crosstour, there's a Honda that seats 8 instead of 5, carries a lot more, comes with the V6 standard and gets exactly the same EPA mileage estimate, and that you can see out of.

It's the Honda Odyssey minivan.  Buy that instead and maybe Honda will follow Acura's lead and deep-six the Crosstour and focus on rediscovering the light, smart, sleek in its DNA the way it has with the new Accord.

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New Car Review: 2013 Lexus IS-F

It's year-end clearance time!  Gotta move out the '13s and make room for the new 2014 models!
Those of you who've bought a few cars know that, in fact, you can do well by being patient, not needing the latest and grabbing the last remaining of last year's models.

Good case in point, the Lexus IS-F.  In a matter of weeks, as I write this, the photos and words here will be obsolete as an all new 2014 Lexus IS-F comes to market.  But in the meantime, there exists a very, very compelling '13 IS-F and you might be able to score one and save a few bucks.

What is an IS-F?  Well, it's the serious performance variant of Lexus' sportiest model (save the LFA supercar), and if you've read our recent review of the IS 350C retractable hardtop you know we're duly impressed by the goodness of the basic package.















The F takes that basic package and replaces basically all the performance bits with higher-performance bits.  3.5 liter V6?  Begone!  The F brings a 5-liter 32-valve V8 to the party, one that makes 416 horsepower and 371 pounds per foot of torque.  It's connected to an 8-speed Sport Direct-Shift transmission with flappy paddles.

Fast?  Oh, yeah.  0-60 flies by in 4.6 seconds.  That's right. Four-point-six. And thanks to that 8-speed magic gearbox, the penalty you pay at the pump is kept in relative (considering the power) check...the EPA says 16 city/23 highway.

And it's not just about speed...the handling's remarkable, thanks to an F-spec double wishbone front/multi-link rear suspension.  Brembo brakes make sure you can stop from the high speeds you'll undoubtedly reach in remarkably short distances. 18-inch alloy wheels are part of the standard equipment, along with a full package of safety features and luxury and convenience items so generously slathered on the car that I'm going to do what I seem to always do when confronted with a Lexus standard equipment list...and let Lexus tell you themselves.

All this can't be cheap, you say.

You're right.  Base price is $61,750.

But in the words of the late James Brown, good God, y'all. Slip into the full leather seating with contrasting stitching, grab the F-spec leather-trimmed steering wheel, light up the electroluminescent F-spec Optitron gauges, move the lever to "D" and put your right foot down.

Suddenly $61,750 seems perfectly reasonable.  And you could even go a little further. Like, say the navigation system/Mark Levinson Premium audio package our tester was equipped with.  14 speakers of surround sound, DVD, CD, backup camera, Lexus Enform, App Suite, NavWeather, NavTraffic...all for the low, low price of $2,490.  And how about intuitive park assist with front and rear sensors for an extra $500?  Add in the non-negotiable delivery, processing and handling fee of $895 and you're at $66,555.

Power drunk?  Of course not.

Power and handling drunk, maybe...but it's year-end clearance time and you can probably work a deal...

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New Car Review: 2013 Volvo C30 T5 M R-Design

Once upon a time, Volvo built a neat little sporty car called the P1800 and, after a few years, the P1800 ES, which had a big glass hatchback.  They were cool-looking cars and went a long way toward furthering Volvo's image as being about more than just rugged, safe boxes on wheels.

A few years back, Volvo gave us the modern-day successor to the P1800 ES, the C30.  In fact, a straightforward stock C30 was one of the first cars reviewed here on TireKicker nearly five years ago.



Well, Volvo giveth and Volvo taketh away.  The C30 is now no longer in production, but you can still find a few on dealer lots, and it would be well worth your while to look specifically for the C30 T5 M R-Design.

That means a turbo-charged 5-cylinder engine, just like the stock C30, manual transmission, just like the stock C30 (you can get an automatic)...but it's the R-Design that makes the difference.

For a mere $2,350 above the stock C30,  you get the sport chassis instead of the comfort chassis, allowing you to put the 227 horses and 236 pounds per foot of torque the turbo hands you to much better and more entertaining use.

You'll also get fog lights, blue watch dial instrumentation (a nice look), a leather sport steering wheel with an R-Design emblem, R-Design aluminum inlays, R-Design floor mats,  sport pedals, a front spoiler, a rear spoiler, R-Design rear view mirrors with matte silver finish,  a special R-design front grille, R-Design lower side panels, a bump up to 18 inch wheels from the standard 17s, and some exterior body styling with end pipes.  A nice package for $27,850.  The suspension upgrade alone is worth the price difference over the stock C30.

Really scour the dealerships and you may find what we drove, a C30 with the R-Design Limited Edition Polestar Package.  It's $1,000, but you get another 23 horsepower (taking you to 250),  and another 37 pounds per foot of torque (up to 273) Rebel Blue paint and black 17 inch alloy wheels.  Only 250 got shipped to the US, but it's worth searching out, not only for the extra performance, but the exclusivity that will pay off either in resale or long-term collectability.  A screaming deal at $28,850.

Ours, however, was the C30 R-Design Limited Edition Polestar Package Kitchen Sink Special, as it was also built with the $5,000 Platinum Package (Nav, premium sound, satellite radio, power moonroof, power memory driver's seat, power passenger seat, active Xenon headlights, LED daytime running lights, and a digital compass) and the $800 Climate Package (heated front seats, electronic climate control, and an interior air quality system).  With $895 destination charge, that got the bottom line to $35,545.

We're sorry to see the C30 go.  Not only was it one of the inaugural rides when TireKicker was founded, but it's a spacious hatchback (rare enough these days) with strong performance (especially in R-Design Polestar form) and is relatively economical (EPA estimates 21 city/29 highway).

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New Car Review: 2013 Lexus ES 300h Hybrid



When Lexus introduced the ES, its entry-level model, 23 years ago, there was no mistaking what it was: A Toyota Camry swathed in leather and wood, painted in richer colors than the donor family sedan could be ordered in and loaded up with sufficient sound-deadening material to make the interior quieter than any other Japanese car of the time, save the big-brother LS sedan.

Despite the rather pedestrian roots, the formula worked…so much so that Lexus hasn’t bothered to do much more over the past couple of decades than take the latest-generation Camry and give it the above-mentioned treatment.

Until now.

For 2013, the Lexus ES moves to a different platform. It’s now based on the all-new and much larger Toyota Avalon, a significant step up from the Camry.. That pays huge dividends for rear-seat passengers. Even though the wheelbase is only two inches longer than the last-gen ES, folks sitting in the back get an extra four inches worth of legroom. And the extra wheelbase makes an already-silky ride even smoother.

All that provides a solid foundation for the new ES 300h, the hybrid version of the ES (which also comes in a gasoline-powered model, the ES 350). 

There are two very compelling things about the ES 300h. One isn't surprising...the gas mileage takes a huge leap over the V6 model. 21 MPG city becomes 40. 31 highway becomes 39.

The other is a bit of a shock. The price. Regular readers know that the thing we caution about the most is the higher price of the hybrid...usually so much more than the gasoline model of the same car that it will take anywhere from 9 to 15 years to make up the difference in gasoline savings. But Lexus has chosen to put a very small premium on the hybrid. The ES 300h base price is $39,250, a mere $2,820 more than the gasoline-powered ES 350. You're likely to make back the difference in gasoline savings in only two or three years.

What’s it like to drive? Well, it’s a Lexus. And the hallmarks of the Lexus brand are quiet, calm and smooth (the polar opposites of noise, vibration and harshness). Isolation may not be too strong a word to use here. It’s quick, but it never feels like a performance car. It doesn’t wallow like an old-school luxury car, but it never inspires confidence on a twisting road, either. Driven smoothly, though, it’s a rewarding machine. Especially when you see the "distance to empty" display showing hundreds of miles for a long, long time.

The list of standard equipment on the ES 300h is too long to list here, so we'll just let Lexus tell you themselves.

As usual, the press fleet folks heaped on the extras...a blind spot monitor ($500), Lane Departure Alert with intelligent high-beam headlamps ($965), navigation with backup camera, 8" color screen, Lexus Enform and app suite, Voice Command, a DVD/CD player, HD and satellite radio ($2,625), a power trunk closer ($400), intuitive parking assist ($500), rain-sensing wipers with de-icer ($155), the Ultra Luxury Package, which upgrades the leather seat trim to Semi-Aniline, adds front passenger seat memory, heated & ventilated front seats, power rear and manual door sunshades, a driver's seat power cushion extender, Bamboo Wood trim with ambient lighting, and a power tilt and telescoping steering wheel ($2,435), a leather-trimmed shift knob and heated wood and leather-trimmed steering wheel ($450), a cargo net ($64) and a trunk mat ($105).

Put all that together with $895 delivery, processing and handling and the bottom line is $47,944. And no, that's not especially cheap. Thinking about what you really will appreciate having can lop a lot of that additional cost off the window sticker (it's not an SUV with a high liftgate...I can close my own trunk). I'd probably take the nav system (mainly for the HD/satellite radio and the app suite, which make using Yelp, Open Table, Pandora and iHeart Radio a breeze, the cargo net, the trunk mat and, if I lived anyplace other than Phoenix, the rain-sensing wipers with de-icer. That'd put the car in the low 42s, which strikes me as extremely good value.

There's no hybrid version of the new Avalon so far, and a top-of-the-line Limited version of that car is $400 more than the base price of the ES 300h. Add in the mileage advantage, and the ES hybrid becomes a very attractive vehicle for someone looking for a cut above in room and comfort with impressive fuel economy.



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New Car Review: 2013 Jeep Patriot Latitude 4X4

We've said it before (about a year and a half ago), we'll say it again. The Jeep Patriot doesn't get much respect. In fact, if it weren't for the not-really-a-Jeep Compass, the Patriot wouldn't get any at all. But at least it's more of a Jeep than something else in the lineup.

Or so goes the conventional wisdom. As we've suggested before, though, the Patriot is the closest thing you can get in 2013 to the fondly remembered 1984 Cherokee...the first of the small SUVs.

It helps to have a taste for the basics. You're not going to be overwhelmed by styling, space, or power. But as a reasonably-priced conveyance for five that can get you there and back, even when "there" isn't paved, the Patriot does just fine.

Ours was a 4X4 in Latitude trim, the mid-line. Base price of $22,880, you get premium cloth bucket seats, a 2.4-liter four cylinder engine and a Continuously Variable Transmission...which manages an EPA estimated 21 MPG city, 26 highway. Not too bad.

There's also the usual assortment of airbags, head restraints, stability control and roll mitigation (that's one I haven't seen before), ABS, hill start assist (but not with the CVT), brake assist, cruise control, a rechargable flashlight (Jeep is telling you to venture beyond suburban strip malls), keyless entry, air conditioning, heated front seats, a decent audio system with Uconnect, and....(drum roll)....illuminated cup holders! 'Murricah.

For $22,800, that's pretty solid value. The press fleet folks threw a few option packages on ours, adding the Security and Cargo Convenience Group, an upgraded Boston Acoustics audio system , 40GB hard drive, 6.5 inch color screen, Bluetooth, voice command, USB and SiriusXM satellite radio. Folded in with a $925 destination charge, the Latitude's as-tested price rang in at $26,320.

So...should you buy one?

That depends. There are certainly more modern small SUVs on the market. You'll also probably never find them this well equipped for the low 26s. On the other hand, they're a bunch more fun to drive. Best advice (as always): Go for a test drive. If you're a minimalist...if your idea of a great go-anywhere ride is an old steel-bodied Willys Jeep Wagon or a mid-80s Cherokee, you just might find a lot to like in the Patriot.

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