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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New Car Review: 2014 Scion tC

Pretty is as pretty does, and the 2014 Scion tC is definitely more of a looker than the '13.  No, this isn't an all-new car, or even that much of a comprehensive makeover...the changes this year are a much more aggressive-looking nose with projector beam headlamps and LED accents and a re-styled tail (which, really is a different set of taillights, some fake vents in the rear bumper and a black panel in the bottom middle).

The idea is to look like more of a sporting machine.  Choose the automatic transmission and you'll get another new feature for 2014...it's now a six-speed with dynamic rev management that matches downshifts. There have also been some suspension modifications that have resulted in somewhat more confident handling, a smoother ride and reduced noise and vibration.

18-inch wheels are standard, too...and the audio system is now a Pioneer touchscreen unit with HD.  Nice. And they've tweaked the gauge cluster a bit, too...they call it "race-inspired". It's an improvement.

And it's hard to argue with the price.  The 6-speed automatic version starts at $20,210,  the manual at $19,965. Like the one we drove in 2011, there were no options, just a $755 delivery processing and handling fee, so our bottom line was $20,965.

That's a thousand dollars more than three years ago, which, as things go, isn't a huge hike.  The 18-inch wheels, suspension upgrades and new audio system account for that.

More power would have been nice. I The 2.5 liter four is rated at 179 horsepower, down 1 from the last one we drove...but then, much more power and you're closing in on the 200 horses in the Scion FR-S.  But that's 300 pounds lighter, so it would still be the quicker car.  And though the EPA ratings haven't changed (23 city/31 highway) from three years ago, our mileage varied.  An even mix of city streets and non-traffic jam urban freeways just barely got us 24 miles per gallon.

My first thought while driving the tC was "Why keep making this, when you have the FR-S?" But the fact is the $5,000 price gap between the two is significant.  The tC fills a need and is a solid choice for people looking for a sporty (as opposed to sports) car on a budget.

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TireKicker Turns 5!

Where does the time go?

Five years ago today, with almost 11 years under my belt as an automotive journalist for other people in radio and television, I started writing for myself.  As I've written before, I stared at the blinking cursor on a blank screen and wondered if I'd be able to write anything anyone would want to read even once.

Well, I've done it 688 times since.  And yes, people have, read, commented, even posted links to them from their sites.  And the number of people doing that continues to grow.   We're nowhere near done yet.  Thanks for coming along for the ride.

Michael Hagerty
Publisher/Editor
TireKicker

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Dick Van Dyke Wants To Sell You His Jaguar

It's a bit smoke and water damaged....fire-damaged, too...as you'll see in the video.  Dick makes the offer at the end of the video.

The actor, 87, is fine.

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New Car Review: 2013 Toyota RAV4

They grow up so fast.

The Toyota RAV4 was among the first wave of small SUVs, then called "cute utes", more than a decade ago.  It was set apart from the rest  (which came to include the Honda CR-V, Ford Escape, Chevy Equinox, Nissan Rogue, Mazda CX-5, Subaru Forester, Hyundai Tucson and Kia Sportage) by it's somewhat stubby profile, rounded edges and the spare tire mounted on the tailgate.

The others have matured, grown and moved on in terms of materials and technology.  In 2013, it's the RAV4's turn.



While no teenage boy is likely to have (or want) a poster of it on his bedroom wall, the RAV4 has become, within the parameters of this class of vehicle, a looker.  Much more aggressive front styling gives it character and definition....and what's out back?

That's right, the spare tire is gone.  Well, not gone, just tucked conveniently out of sight. Our tester was the mid-level XLE, a mere $990 step up from the base LE, an upgrade that gets you dual-zone climate control, color-keyed heated outside mirrors with turn signals built into them, roof rails, and makes navigation and Toyota's Entune infotainment system an option (it's not available on the LE). Starting price for the XLE: $24,290.

Under the hood is a 2.5-liter four making 176 horsepower mated to a 6-speed automatic transmission.  That combo is supposed to (according to the EPA) be good for 24 mpg city and 31 highway...a combined 26.  But, as they say, your mileage may vary and ours did.   In about 450 miles of mixed city street and urban freeway (but not traffic jam) driving, we just managed 22.

A four-wheel independent suspension, four-wheel anti-lock disc brakes, 17-inch alloy wheels, stability control, traction control, electronic brake force distribution, brake assist, eight airbags, tire pressure monitoring, projector beam headlamps, fog lamps, a power moonroof, privacy glass, acoustic glass windshield, variable wipers, the aforementioned dual-zone climate control, a six-speaker audio system,  backup camera, tilt/telescoping steering wheel, fabric-trimmed 6-way adjustable driver's seat, 4-way adjustable front passenger seat, reclining fold-flat second row seats, remote keyless entry, power windows and locks, eco and sport modes, cruise cotrol and two power outlets.

For $24,290.  That's impressive value. And the RAV4 is a dream to drive.  The longer wheelbase and independent suspension smooths out the ride and while it's by no means a pavement-ripper, there's more than enough power. And rear-seat passengers will experience a big improvement in legroom over the last-gen RAV4.  In fact, I was in the back seat of the Highlander the day before the RAV4 arrived, got in the back of the RAV4, and found myself with about the same legroom.

And while we're talking about the interior, big points to whoever styled the new dashboard.  Logically laid out, and with a look and finish that seems several price-points higher. I especially like the stitched leather cover that runs along the bottom of the HVAC and above the glove box.

Ah, yes...price.  Our tester had only one option...the Navigation and Entune package...which also gives you iPod connectivity, HD Radio with iTunes tagging, Bluetooth and all the goodies you are rapidly coming to expect in your ride.  And it all worked smoothly  and flawlessly....at a price we can accept...$1,030...about half the price of nav alone just a few years ago.

Total as-tested price with handling:  $26,165.  I've driven lots of small SUVs and have always thought that for a family of four with teenaged or young adult children, they were probably too small and too limiting.  The new 2014 Subaru Forester changed my mind about that.  And while I like the Forester better, if I were shopping, the RAV4 would be on my list, too. ..and a close third at that (behind the Forester and the Mazda CX-5).  Final purchase price, the service reputation of the dealer and insurance costs would probably be the deciding factors. But no apologies are needed for the RAV4, now a fully competitive and very nice small SUV.

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New Car Review: 2013 Toyota Highlander

It's an interesting automotive phenomenon....how certain cars are invisible until you start driving one, and then you notice all the others like it on the road.

For most people it only happens with rentals or every few years when it's trade-in time, but for professional TireKickers like yours truly, it's a weekly occurrence, with an ever-changing group of invisicars drifting into and then falling off the radar.

Which brings us to the Toyota Highlander.  The Highlander has been with us for almost 13 model years now...and part of its relative invisibility might be that it changes relatively little.  For Hyundai and Kia, 13 years would bring at least four full re-designs...but the 2013 Highlander is the Gen 2 model...rolling on essentially unchanged since 2008.

And it's a groundbreaking vehicle, too...the first of the car-based crossovers...intended to eventually replace the truck-based 4Runner (which, rumor has it, may actually happen in the next year or two).

Ours for a week was the 2013 Highlander Limited.  $39,400 gets a 3.5 liter V6 engine, 5-speed automatic transmission, full-time four-wheel-drive, 19-inch alloy wheels, all the usual electronic braking and handling assistants, every airbag you could ever want and hope never to need, projector beam headlights, fog lamps, variable wipers front and rear (the front has a de-icer, heated power outside mirrors, a power liftgate and a moonroof.

And that's just outside.  Inside, perforated leather heated 8-way power driver's seat and 4-way power passenger seat, a sliding and reclining 2nd row seat, a 50/50 third-row seat, a nav system, a 9-speaker JBL audio setup with AM/FM/CD/HD/SiriusXM/USB/Bluetooth, smart key, 3-zone climate control, leather-trimmed steering wheel and 3 12-volt outlets.

Ours added only cross bars ($229), door edge guards ($109) and floor and cargo mats ($280) for an as-tested price of $40,863.

Hey, it's nice.  There's not a thing wrong here.

Other than maybe....trying to recognize it in a parking lot.  It's thisclose to be GeneriCar.  Toyota's working to get more emotion into its styling, but they haven't gotten to the Highlander yet.  We're told some of that gets addressed with the 2014 Highlander, but to be honest, the photos we've seen from the auto show circuit look like someone slapped a Tundra grille onto a Venza.

The other downside is mileage.  A V6 with a 5-speed is old school and extra gears would help.  the EPA says 17 city/22 highway....19 combined.  We saw a combined 17.4.

Trouble is, one almost feels disloyal bringing those things up.  Not to Toyota, we have no allegiance to any manufacturer and they're all big boys and girls who can handle criticism, which is why you see us give it freely.

No, the disloyal feeling is for the car itself.  There's nothing wrong with the Highlander, apart from the invisibility and the could-be-better mileage.  It's well-equipped, it drives decently, it does everything it promises and everything any sane person would ask of a mid-sized Toyota crossover. And odds are it will run, largely trouble-free, darn near forever.

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New Car Review: 2013 GMC Acadia Denali

Full disclosure:  20 years ago, I signed on the dotted line for five years worth of payments on a brand new 1993 GMC Suburban.  We had a small child, another on the way, Mrs. TireKicker didn't like to fly and so with a week or two worth of vacation clothes, a double stroller, a Pak N' Play and all the rest, the big 'Burban seemed like a sensible family vehicle.

As I said, that was 20 years ago.  Since then, GMC has renamed the Suburban the Yukon XL, and while it's still in production along with its identical cousin, the Chevrolet Suburban, those vehicles have gone back to their roots as vehicles for folks who really need that sort of size and capability.

The mass market for SUVs has found its way into crossovers. You can get seating for seven and double-digit cupholders in surprisingly small packages these days.

Which makes the original big crossovers, which seemed tidy and compact when they arrived six years ago, seem big now.  But big is as big does.  And GMC's done a great job keeping the Acadia Denali on top of its game.

There's a major refresh for 2013, an overall change in stature and line achieved through the simple expedient of taking the bodyshell of the  Acadia's now-departed cousin, the Saturn Outlook, and putting it on the Acadia chassis, with some tweaks and distinct GMC styling cues.

The Outlook always struck us as the best-looking of the full-size GM crossovers (which include the Chevy Traverse and Buick Enclave), so the Acadia now has a more aggressive stance, more muscular, well-defined bodywork.  It was definitely the right move, and used tooling that GM already had in its possession (for the taxpayers among us who are keeping track of those things).

The Denali is the top-of-the-line Acadia.  $47,945 is the price of admission and it brings a standard equipment list that would make your eyes glazed over typed in this space.  So go here instead.  I'll just mention that the sole available powerplant is a 288-horsepower 3.6-liter V6, it's paired with a six-speed automatic transmission and the EPA estimates mileage at 16 city/23 highway, which our week at the wheel suggests is realistic. While that's not a figure you want to brag about at Sierra Club meetings, it's a considerable improvement over the 12 city/16 highway that was my '93 Suburban's consistent economy benchmark.

The best word to describe the experience of driving the Denali...smooth.  No muss, no fuss, no drama.  Just select "D', press your right foot down and the machine glides along.

GMC didn't stop the refresh on the outside.  The quality of materials has been upgraded and the new instrument panel has a much more contemporary look.  Big thumbs up for the work there.

Our tester added only two options...$995 for White Diamond Tricoat paint (it was very pretty, but I'd think before adding five bucks shy of a grand for a paint color) and $2,240 for a combination of navigation and a rear-seat entertainment system.  As the price of nav systems alone have come down, it's hard to argue against them bundled with rear-seat entertainment...especially if your kids are young enough that they're not yet immersed in personal devices and will watch DVDs on the screens in the car.

With destination, the as-tested price is $52,075.  That's significant money, to be sure, but the Acadia Denali is a lot of vehicle, and with the attention paid to styling and the interior upgrades, finally feels like the premium vehicle GMC has been pitching.

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New Car Review: 2014 Mazda 6 Grand Touring

Boring.

Bland.

Beige.

Those are some of the one-word labels that get stuck on mid-size family sedans...especially the Toyota Camry, and, until the new one, the Honda Accord.  Well, even if you're not moved by the all-around goodness of the Accord, we dare you to be unmoved by the new Mazda 6.

Even when the midsizers (a group that also includes the Dodge Avenger, Chevrolet Malibu, Nissan Altima, Ford Fusion, Hyundai Sonata and Kia Optima) were at their blandest, the Mazda 6 has always been more of a driver's car.  Good to see they stepped up their game at the same time (some of)  the other guys did.

Let's start with the styling.  For all the frothing at the mouth that has taken place over the Fusion's faux-Aston Martin nose, it's always been that...a nose...attached to a fairly pedestrian rest of the body.

Look at the 6.  Pictures really don't do it justice.  But if there's Aston in the Ford,  Mazda is channeling its inner Maserati.  The shapes all flow in a beautiful, brilliant expression of passion you just don't see in your garden-variety family sedan.

But that's the point...the Mazda 6 isn't a garden-variety family sedan.  It does what those do, it costs about what those cost.  It just has way more fun than they do.

Our tester was the top-of-the-line Grand Touring. Base price $29,495.  Astonishingly well-equipped.  I'll let Mazda lay out the standard equipment for you rather than typing it all out.  Get comfortable.

The powertrain? The SKYACTIV-G 2.5 liter four...184 horsepower, with a SKYACTIV-Drive 6-speed Sport automatic transmission.  That doesn't sound like tons of power, but it makes the most of it, getting to 60 from a standing start in about 7 and a half seconds, which is a few tenths quicker than the Accord, Altima and Camry.

Fuel Economy?  EPA estimates are 26 city/38 highway.  In our case, it was overly optimistic...our combined city street/freeway driving got us about 28 instead of the EPA combined estimate of 30.  Still.

Been through that standard equipment list yet?  If so, you'll understand why the options list on our car was so short:  Soul Red paint ($300), and the MRCC (Mazda Radar Cruise Control) and FOW (Forward Obstruction Warning) Package ($900) were it.  With $795 delivery, the 6 rang in at $31,940.

The interior is roomy (six-footers are in fine shape in the back seat), comfortable and yet businesslike.  As is typical in all their cars, Mazda puts the focus on driving.  Yes, the color monitor is small.  Yes, the nav system is a fairly basic TomTom unit.  That's called minimizing distractions.   The TomTom will do what a nav system is supposed to...guide you to your destination.  Beyond that, you don't need to be dealing with 16 icons on an imitation iPad in the middle of your dashboard.

Because the fun in this family sedan is grabbing the steering wheel, looking straight ahead at the hopefully far from straight road in front of you, letting the lower part of your vision field discern the crystal-clear gauges just below your line of sight....and driving.

Oh, my does the 6 love to drive.  There's spirit, spark, energy.  Canyon roads are a natural habitat.  It's a Miata with five seats and adequate trunk space.  Or at least as close as we're ever likely to get.

If you sense that it's difficult to put it all into words and pictures, you're absolutely right.  Seriously, go drive one.  Then tell me if you think I'm wrong.  The new Accord slips a notch on the TireKicker's Top 10 Cars (So Far) list, as does the Altima just below it, and our longtime favorite, the Acura TSX.  All three are excellent cars, but the Mazda 6 is simply more rewarding to drive.

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Concept Car: Mazda Deep Orange 3

Photos courtesy Art Center College of  Design and Clemson University International Center for Automotive Research

Here's a real sneak peek into the future of cars, as viewed by people who are at the very beginning of their careers.

The Mazda Deep Orange 3 is not only a concept vehicle, it's been designed and engineered from the ground up by students: Fredrick Naaman from the Art Center College of Design and a team of automotive engineering students  at Clemson University International Center for Automotive Research (CU-ICAR).

Deep Orange 3 uses a unique hybrid powertrain that automatically chooses how many and which wheels to drive (all, rear or front), a load-bearing structure based on innovative sheet-folding technology patented by Industrial Origami, and 3+3 seating  in a sports car architecture.

As part of the graduate automotive engineering program at CU-ICAR, students are required to create and manufacture a new vehicle prototype. The concept and design is often developed in partnership with students from the Transportation Design department at Art Center.

"The students had free rein to push the boundaries of conventional design and engineering," said Paul Venhovens, BMW Endowed Chair in automotive systems integration at CU-ICAR.

Stewart Reed, the Chair of Transportation Design at the Art Center College of Design said
"Deep Orange Offers companies an exclusive opportunity to showcase advanced vehicle technologies...for both engineers and designers, it's a rich experience of working directly with industry leaders to develop ideas."

And from Mazda North America's Design Director Derek Jenkins: "Working with fresh creative minds is always rewarding and to see this project at this stage is really impressive and it's exciting for the future."

The prototype chassis for Deep Orange 3 was unveiled at the SEMA show in Las Vegas in 2012. The finished concept vehicle is being unveiled at the Center for Automotive Research Management Briefing Seminars in Traverse City.

Our take?  A strong design, fresh and forward-thinking but one that you could see (in fact, want to see) on the streets.  It is a terrific fit with Mazda's newest product (CX-5, Mazda 6), and moves the needle quite a bit further.

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New Car Review: Ram 3500 Laramie Crew Cab

There are trucks...and then there are TRUCKS.

A Ram (the truck formerly known as Dodge) is a big truck even in 1500 (half-ton) form.  Step up to the 2500 (three-quarter ton) model and "huge" is more the word.

Friends, this is no mere 2500 (a vehicle a 2500 owner referred to as "a baby" while looking over our tester)....no, this is the 3500.  It'll hold 6,080 pounds in its rear bed. It'll tow 29,260 pounds. That is just shy of 15 tons.  It has SIX wheels.

What's it for, you ask?  Towing stuff.  Like a really big horse trailer. The surprise is that, as much as the laws of physics allow, the Ram folks have made this truck surprisingly livable in everyday use.

Ours was the 3500 Laramie Crew Cab 4X2.  Base price $44,500, which is not unreasonable for a nicely equipped pickup truck these days, and the Laramie is nicely equipped.  Security alarm, speed control, power locks, seats (heated and ventilated) and windows, automatic headlamps, LED taillamps, power trailer towing mirrors, a rear-view camera, dual-zone climate control, UConnect, voice recognition, Bluetooth, SiriusXM in a 506-watt Alpine audio system with 9 speakers, surround sound and an 8.4-inch touchscreen....all standard.

We could stop right there and go home.  But you know the saying "Go Big or Go Home"?  The other choice is to Go Big.  And that's what the Ram press fleet folks did.

Nothing says big like $17,000 worth of options.

To be fair, the biggest chunk of that goes for the powertrain.  The 6.7 liter Cummins Turbo Diesel engine makes 370 horsepower and a staggering 850 pounds per foot of torque (in case what you want to tow is bolted into the ground).  It comes with a 180-amp alternator, diesel exhaust brake and Selective Catalytic Reduction, so the whole engine package costs $7,795. There is no way to describe the sheer pulling power this machine exhibits. Every hackneyed locomotive reference is disqualified not so much by reason of being a cliche as by reason of being inadequate.

The big turbodiesel requires a rugged transmission, so Ram upped ours from the standard six-speed automatic to the AISIN Heavy-Duty six-speed automatic...another $2,650. The dual rear wheels are extra cost, too...at $1,200. And the 4.10 rear axle ratio....hey, what's 50 bucks? So, about 12 grand of the 17 thousand worth of options is all in stuff that makes the machine go.

There were other fairly practical options, too...$200 for a tire upgrade (size LT235/80R17E), $250 for rear parking assist, $200 for a remote starting system $395 for dual alternators, $750 for a rear window defroster and $475 for a spray-in bedliner.

And while not necessities, the $525 for side steps and $150 for power adjustable pedals with memory was money well spent in our book.  Beats a rope ladder and a phone book.

The rest was spent on gussying the beast up to full luxo-truck standards...$995 for a sunroof, $500 for an audio system upgrade.  Bottom line of the sticker, with $995 destination charge: $62,520.

Inside?  Hey, I've had smaller apartments.  I'm not sure the room I'm writing this in has the square footage that the inside of the Laramie Crew Cab has.  It certainly doesn't have the leather.  Or the stereo.

What's it like to drive?  Well, you park very carefully.  You make a couple of circles of the parking lot before choosing a likely landing space.  You learn to pass on spaces next to sidewalks and curbs because the dual rear wheels make the tail very wide.  Beyond that, it's remarkably normal.  The fear of hitting other vehicles subsides a bit as you realize they're more worried than you are and are giving you a wide birth.  This thing inspires lane discipline in other drivers like you can't believe.

How's it on fuel, you ask, stifling a laugh but snorting a bit involuntarily?  Well, the government doesn't require the EPA to make mileage estimates of heavy duty vehicles, but the trip computer revealed an average of 13.4 miles per gallon of diesel for the week I drove it.  Which makes it thriftier than the Infiniti QX56, which only got 12.9.  And cost $13,000 more.  And is arguably less useful and only slightly easier to park.

If we were to agree that economy is subjective and where you find it, we could argue that the Ram 3500 Laramie Crew Cab is the more economical of the two.  But that's really saying more about the Infiniti.

All kidding aside, the Ram 3500 is a vehicle for a purpose.  You need another car to go get groceries in (Do I tell the story of having to back out of the Taco Bell drive-thru? No.  I just kind of did tell it anyway, parenthetically).  But it's hard to imagine a better vehicle if you need this kind of towing capability...and it's much better than anyone could have expected at daily driving if you have to use it that way.

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New Car Review: 2013 Nissan Pathfinder

If you surf around on the web, Googling things like "2013 Nissan Pathfinder review", you'll find more than a few autojournalists bemoaning the fact that the Pathfinder is no longer about rugged off-road utility and has become a carlike crossover.

That's true...but here's a little secret gleaned from driving a few Pathfinders as news vehicles in television:

The last generation wasn't the best vehicle for that kind of thing (off-roading) anyway.  It had become too big, too ungainly.  For the past nine model years, the best choice for adventure where the pavement ends at your Nissan dealer was...and still is...the Xterra.

Time to either kill off the Pathfinder or re-invent it.  And given that crossovers are a thing, killing it would be leaving money on the table.

And as a crossover, the Pathfinder's got a lot going for it.  In essence, it's a $13,000 cheaper Infiniti JX35 (which becomes the QX60 for 2014)...and since most of the price difference in the Infiniti is in amenities, the basic structure and powertrain are identical.

We're talking a 3.5-liter V6 that makes 260 horsepower, mated to a Continuously Variable Transmission (Nissan's CVTs are quite good) and delivering EPA-estimated mileage of 20 city/26 highway...all fine benchmarks. Base price for the S model is $28,700...the SV, which adds roof rails, a rearview monitor, Bluetooth and Nissan Intelligent Key, is $31,960 and the SL (our tester), is $34,900...which gets you the aforementioned goodies plus fog lights, a power liftgate, remote engine start and leather appointed seating in the front and second rows.

18-inch wheels are standard, as are all the usual restraints and airbags, three rows of seats , ABS, electronic brake force distribution and a 5,000 pound towing capacity.

It's smooth, quiet, comfortable, in our week with it exactly matched the combined fuel economy estimate of 22 MPG, and because it has a 19.5  gallon fuel tank, we didn't have to refuel.

It also, despite being the top of the line, had options.  $150 for splash guards.  $300 for roof rail cross bars.  $200 for carpeted floor mats.  $275 for illuminated kick plates.  And $2,650 for the SL Premium Package, which upgrades the audio system to a BOSE 13-speaker unit, adds a 120 V power outlet, a dual panorama moonroof, a tow hitch and trailer harness.

With $825 for destination, the bottom line was $39,300, which still slots in below the $41,000 price of admission for a 2014 QX60.   And given that our knock on Infiniti the past few years has been that they drown their vehicles in too much intrusive technology, the Pathfinder has become a great way to get the good stuff Inifiniti offers without the frippery and save some significant bucks in the process.

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New Car Review: 2013 Hyundai Azera

By this point, I'm going to assume that you've paid enough attention that you're aware Hyundai is no longer the punch line to a joke.  They worked on quality control for most of the last decade, comfort and convenience after that and moved on to power and even....(gasp!) styling.  And in the process, made a couple of standard-bearers (Toyota, Honda) look stodgy.

With the Azera, Hyundai is moving into a highly competitive but somewhat smaller niche of the car market...the big full-size sedan.  It's head-to-head now against Toyota's Avalon, the Ford Taurus and the Chevrolet Impala.

And, in what should come as a surprise to no one, Hyundai turns in a thoroughly worthy effort.  In any other year, it would probably walk off with the prize, but there's the truly remarkable 2014 Chevy Impala to contend with.  So, how's the Azera stack up?

The Azera starts at $32,250...$2,300 more than the Chevy Impala 2LT we tested, but equipped closer to the 1LTZ, which is actually $2,205 more than the Hyundai.  View the standard equipment here.  Advantage Azera.

The standard (only) engine is a 293 horsepower 3.3-liter V6.  It comes hooked up to a six-speed automatic.  For the Impala, it's a 305 horsepower 3.6-liter V6, with a six-speed automatic as well.   12 horsepower's not a lot, but the Azera is a couple of hundred pounds lighter than the Impala, so it's quicker (about 7/10ths of a second less to 60), and it gets slightly better gas mileage, according to EPA estimates (20 city/29 highway for the Azera, versus 18/28 for the Impala). Again, advantage to the Azera.

Our Impala topped out at $35,570.  The Hyundai blew past that with just two options...$100 for carpeted floor mats and $4,000 for the Technology Package (19-inch alloy wheels, a panoramic sunroof, HID Xenon Headlights, rear parking assistance, an upgraded Infinity premium audio system with subwoofer, venitlated front seats, a driver's side cushion extender, power rear sunshade and manual side window sunshades, power-adjustable tilt and telescoping steering wheel column,  a memory seat system, and interior ambient lighting).   With destination, that brought the Azera to $37,225.  And a lot of those options in the technology package weren't on the Impala.  So I'd have to call price a draw.

Until the rest of the world adopts Hyundai's 10 year/100,000 mile powertrain warranty, it will always win that comparison.

So, reviewing the last four paragraphs, there's not a single area in which the Impala is better than the Azera. I prefer the Impala's styling, but that's purely a matter of personal taste. Unless one or the other was hideous, I have to call that a draw.

They saved that for behind the wheel.  And it's subjective. Your impressions may vary, which is why I always say "take a test drive"....but the Impala just feels more substantial, more solid...it drives smoother...it simply feels more special than the Azera.  Not by much, mind you...we're talking a very narrow margin of victory here, and you won't hear a word of criticism or see a single raised eyebrow from me if you go for the Azera rather than the Impala.

And ultimately, that's not the story to me.  The story....the truly amazing thing here...is that we're talking about big sedans...and the two best choices (so far...the Kia Cadenza and Toyota Avalon have been promised to us).....are Chevrolet and Hyundai.

Five years ago, we'd have never believed it.

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New Car Review: 2013 Nissan Sentra

It doesn't get the kind of press that Hyundai and Kia have been getting, but Nissan has been taking some big leaps in terms of improved product lately.  Regular TireKicker readers know we love the new Altima enough to include in our Top Ten Cars (So Far)...and now, it's the 2013 Sentra that's knocking our hat in the creek, with one possible reservation (more about which as we go on).

The last Sentra was no slouch.  The first one was, and that story is within our review from 2 years ago of the last-gen Sentra.  But the '13...Wow.

First of all, the shape is very attractive for a small sedan...enough so that if you're not careful, this can happen:

The price will bring admiring glances to the window sticker.  The base model starts at $15,990, and going all the way to the next-to-the-top-of-the-line SR only takes you to $18,690.  Your money gets you a 1.8 liter 4-cylinder engine, producing 130 horsepower, mated to a very good Continuously Variable Transmission, a pairing that results in an EPA estimated 30 miles per gallon city, 39 highway.

Air conditioning, 6-way adjustable driver's seat, premium sport cloth seats, sport silver interior trim, power windows and locks, remote keyless entry, a six-speaker AM/FM/CD audio system, cruise control, halogen headlamps with LED accents, LED taillights, sport front and rear fascias and grille, lower body side sill extension, a chrome exhaust tip finisher, fog lights and body color mirrors are all standard.

Ours folded in some options...the SR Driver Package (pushbutton ignition, smart auto headlights, Bluetooth, an upgraded audio system, a 4.3-inch color display, USB, leather-wrapped steering wheel and shift knob, tire pressure monitoring system and rear disc brakes to replace the standard drums at the back (front discs are standard) for $1,080...the Navigation Package (Nissan Connnect with Navigation, an upgrade to a 5.8-inch color touchscreen, voice recognition, NavTraffic and NavWeather, and hands-free text messaging assistant) for $850 and carpeted floor and trunk mats for $170.  With destination charges of $790, the as-tested price is $21,560.

No, it's not fast.  It's 130 horsepower and a CVT.  But for this class of car, it's not really slow, either.  It handles well, and is very comfortable...with tons of rear seat room.  I'm 6 feet even, and had almost as much legroom in the back seat of the Sentra as I had in the 2014 Chevy Impala.  Not as much rear shoulder or hip room, but still...this is some impressive space utilization.

Problems?  Two.  And they may be related.  There's a button for Eco mode...the idea is to use as little fuel as possible through adjusted throttle and gear management.  In most cars, if you turn the Eco switch on, it stays on until you turn it off.  In the Sentra, you have to engage Eco every time you start the car.  If you forget, you're not in Eco.

I forgot a few times, but not enough to have this effect...at least I don't think so.  That EPA estimated 30 city/39 highway?  The combined estimate is 34.  In a week of combined city street and urban freeway driving, which in most cars gets me within a couple of miles per gallon either side of the combined number...and in some cars gets me very pleasant surprises....the Sentra only got 24.

That's a huge difference, and if it's not just our tester needing some attention (everything seemed fine), then it takes an otherwise remarkable new compact out of contention in a tight field (Corolla, Civic, Cruze, Focus, Elantra, Rio) where mileage matters.

Have a '13 Sentra?  Use the comment feature and let us know what kind of mileage you're getting.

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