Pros:

• Excellent highway cruiser
• Spacious, well-appointed interior
• Decent handling for a large SUV
• Loads of available technology and safety features

Cons:

• 3.5 L V6 needs another helping of torque
• More soft-roader than off-roader
• My Touch system still needs work
• Slurps gas

It’s been a while since the Ford Explorer captivated the minds of American car buyers. Once the SUV sales king, the truck-based Explorer has been passed over in recent years for more modern looking, better performing car-based crossovers. Even Ford seems to have recognized this shift in consumer behavior, offering its own competition to the Explorer in the form of the Edge and Flex crossovers.

Rather than let the Explorer die out, Ford decided to transform the vehicle into a more road friendly, yet still off-road capable SUV. With a unibody chassis borrowed from the Taurus and Flex, and an all wheel drive system that features terrain management and hill-descent control, the 2011 Explorer promises to be the best of all worlds. We took the new Explorer on a trip high into the Sierras to find out if this really is the rebirth of a champion, or just a rehash of what the rest of the industry has already been doing for years.

Driving Impressions

Whenever you see advertisements for SUVs, they often feature the vehicles in the most spectacular and rugged mountain terrain. We’ve always found this a bit odd, given that most SUVs are used for cruising the parking lot at the local Walmart, but at least it helps people feel good about what their little truckster might be capable of doing.

For this test, we actually had the opportunity to take our Explorer to such an environment. Our sister website Mtbr.com was hosting a weekend of mountain biking up in Downieville, CA, home of the legendary Downieville Classic mountain bike race. Home to miles of rugged, rocky trails and countless scenic vistas, Downieville would be the perfect place to put the Explorer to the test.

To get to Downieville you have to take highway 49, a wonderful ribbon of asphalt that connects the old gold mining towns along the Sierra foothills. With lots of twists and turns and ups and down, the 49 is a great place to see if a car has any performance chops. On the drive up, we unfortunately discovered that this is one area where the new Explorer doesn’t improve that much on the old one.

Most of the blame lies under the hood, where Ford decided to put a 3.5L V6 engine that is tuned more for high rpm horsepower (290hp at 6500 rpm) than low rpm grunt (255 lb ft torque at 4100 rpm). Weighing in at over 4500 pounds empty, the Explorer isn’t exactly a lightweight to begin with, and loaded down with our camping gear and 3 bicycles, this was way more mass than the engine could handle. Floor the gas pedal on a steep grade and not much happens until well past 5000 rpm. Although the V6 revs eagerly and the 6-speed autobox does a decent job trying to keep it in the right gear, this powertrain proved to be very frustrating in the mountains, especially when trying to move at anything other than sedate speeds.

By Alex Kramer

Pros:

• Potent 3.6 L 6-cylinder engine
• Off-road capability of an SUV
• Luxurious interior
• Plenty of cargo room
• Excellent value

Cons:

• On-road handling is disappointingly soft
• Exterior design is a step backwards
• Mediocre premium audio system

Click here to view the embedded video.

For years Subaru has marketed its Legacy Outback as the SUV alternative for the outdoor crowd, with all the practicality and off-road capability of an SUV, but minus the bad SUV on-road handling. Which makes the fully redesigned 2010 Outback (the Legacy name has been dropped entirely) a bit of a head-scratcher, since it is bigger and more SUV-like in every way, from the increased height, width, and length, to the more SUV style appearance and ride. The increasing popularity of car-based crossovers must have convinced the engineers at Subaru that being an SUV isn’t that bad after all.

Earlier this year we tested an Outback 2.5i and found it to be a safe, practical car, especially for folks who need the all-weather and all-terrain capability of all-wheel drive. Unfortunately the base 4-cylinder engine, a 2.5L unit that produces 170 hp, was found to be quite underwhelming. Fortunately we recently had the opportunity to test an Outback 3.6R Limited and we can now safely say that this rugged wagon has the bite to back up its bark.

As the 3.6R badge suggests, pop the hood and you’ll find a 3.6L horizontally-opposed 6-cylinder engine that produces 256 hp and 247 lb-ft torque. Like most boxer engines, this one has a meaty torque curve, especially in the lower rpm range. Acceleration off the line is strong and the engine willingly pulls to the red line, although output does seem to fall off a bit in the last thousand rpms. Fuel-efficiency is also quite respectable given the responsive engine and size of the car. Even including some hard driving in the hills we achieved close to 22 mpg.

Unlike 4-cylinder models, which either get a 6-spd manual transmission or a CVT, the 6-cylinder engine is mated to a conventional 5-spd automatic. Shifting performance is perfectly acceptable, although with many competitors adding 6 or more gears to their automatics, having just five forward gears seems a bit antiquated. Surprisingly, paddle shifters for manual operation of the transmission are also included. Although these could be helpful during spirited and/or hilly driving, they do look a bit silly inside such an otherwise unsporting and practical car.

Which brings us to the handling performance on the road, which sadly isn’t any better than the 2.5i we previously tested. As we noted then, the suspension is quite softly sprung and features a lot of travel, which is great when going over bumps and potholes, but triggers significant pitching and rolling in the corners. The Continental all-season tires also lose traction rather quickly, leading to pronounced understeer when cornering hard and taking the fun out of tight, twisty roads.

This mediocre handling is partially redeemed by Subaru’s full-time symmetrical all-wheel drive, which gives the Outback legitimate off-road capability. Ground clearance is now an impressive 8.7 inches, bettering such notable off-roaders as the Jeep Grand Cherokee, Ford Explorer, and Nissan Pathfinder. Although we didn’t get to test the Outback in the wild, several short off-pavement excursions, including climbing up a bumpy, grassy hill with at least a 15% grade, indicated that the Outback is more than capable when leaving asphalt behind.

Even more impressive is how much you’ll be pampered when tromping through the woods. Subaru isn’t typically the first car you think of when it comes to luxury, but slide inside this Outback and you’ll see a classy looking black dashboard, elegant wood trim, and luxurious beige leather seats. The only sour note is some rather cheap looking fake brushed aluminum used in the steering wheel and center stack, but overall you could easily be convinced that you’re inside a much more expensive luxury sedan. Interior room is also very impressive, with plenty of head and leg room, and enough cargo space to embarrass quite a few mid-size SUVs.

The Limited trim level also comes with plenty of standard features, including power everything, Bluetooth phone connectivity, and heated seats and mirrors. A premium 440 watt harmon/kardon audio system is standard and plays plenty loud, but the sound quality was shockingly unrefined, with a lumpy bass and muddied midrange. Fortunately a fully adjustable parametric equalizer is included and after substantial adjustment the sound became more palatable. Our test car also came with an optional sunroof and navigation system with voice activated controls, which adds an additional $3k to the sticker price.

Which brings us to the question of value. Is this fully optioned not-quite SUV, not-quite family wagon really worth it? Although Subaru can no longer boast that this larger Outback is the anti-SUV, it actually does what SUVs are supposed to do quite well, which is carry a lot of stuff wherever it needs to go, even if that means traveling down a dusty, rutted fireroad for 10 miles. And unlike bigger, boxier SUVs, the Outback still sort of looks like a car, although the overall exterior shape and styling is definitely a step back from the previous generation.

To top it off, it does all this for substantially less than it would cost to buy most mid-sized SUVs or wagons, especially when you add all the options. Skip the moonroof and nav system and the Outback 3.6R Limited only sets you back $30, 995. When you factor in the price, its no wonder the Outback is now Subaru’s most popular model and continues to win praise from customers and critics alike.

2010 Subaru Outback 3.6R Photo Gallery	2010 Subaru Outback 3.6R Specs
Official website for Subaru of America – www.subaru.com

Likes:

• High-output V6 engine
• Well-balanced suspension
• Solid build quality
• User-friendly SYNC system

Dislikes:

• Hefty 4,300 pound curb weight hampers handling, acceleration, and fuel efficiency
• Huge wheels = lots of unsprung weight and road noise
• Transmission lacks manual shift option
• Edgy exterior styling

Click here to view the embedded video.

Introduction

The mid-size SUV has finally come of age. More rugged than a minivan, more practical than a sedan, and without the fuel-efficiency penalty of a traditional truck-based SUV, the modern crossover appeals to a wide range of consumers looking for that do-all vehicle. Having sold millions of Explorers and Expeditions to the masses, Ford knows a thing or two about SUVs. Anticipating the switch to car-based crossovers, Ford introduced the Edge in 2007 and garnered generally positive reviews and solid sales figures.

Driving Impressions

Walk up to the Edge Sport for the first time and you just can’t take your eyes off of the huge chrome wheels and wide Pirelli Scorpion Zero tires. Although visually striking, all that unsprung weight must certainly take its toll on the driving experience, and it does, although not to the extent that you might think. The Edge Sport feels quite big on the road and the steering is less than nimble, but kudos to the Ford engineers for tuning the suspension just right. Despite the low-profile tires, the ride is quite smooth, yet also firm enough to keep the car firmly planted on the road.

Our test model featured all-wheel drive, but we could hardly say that we noticed, mainly due to sunny weather conditions and no excursions off the pavement. Only when accelerating hard through a turn did the lack of slip make us appreciate this added feature, although the huge tires hardly require assistance in the grip department. The Edge Sport handles fairly well and won’t embarrass itself on a twisty road, but the car is simply too tall and heavy to really hustle through the turns. Similarly, although braking is adequate, simulating an emergency stop was less than confidence inspiring, and the pedal feel could be improved.

Powering the Edge is a capable 3.5 L V6 that produces 265 hp and 250 lb-ft torque. This engine provides more than adequate acceleration, but a hefty curb weight of 4,300 lbs, the power-robbing AWD, and the huge wheels prevent the Edge from really rocketing forward. Fuel economy is also sub-par; we averaged a mere 18 mpg over several hundred miles of mixed driving. Shifting duties are handled by a 6 speed automatic transmission, which also adequately does its job. Unfortunately, Ford forgot to throw in a manual shift feature, an odd omission for a car that proudly displays its Sport badges. Driving in the mountains is quite frustrating as a result, with the Edge constantly hunting for the right gear and shifting at the wrong moment.

Build

Ford has done a commendable job of improving the build quality of its cars over the past few years and the Edge is no exception. Materials and workmanship are first-rate, and the car feels very solidly bolted together. Road noise is quite high, especially over rough surfaces, but this is mostly due to the gargantuan rolling stock. The Edge comes with all the usual safety features, including the aforementioned AWD, stability control, anti-lock brakes, and a full complement of front and side airbags.

Interior/Exterior

Our Edge Sport would have made Johnny Cash smile. The interior is bathed in black plastic surfaces and the seats are upholstered in black leather, which combined with the black exterior paint make for quite the unifying look. Unfortunately for us, the weather turned very warm during our test period making for a sweltering experience that the AC could barely temper. Those living in the Southwest should definitely pick a different color.

Unlike some other overachieving mid-size SUVs, the Edge only has room for five passengers. Although some might frown on the lack of extra seating, we would rather have two roomy rows of seats than three rows that have been crammed in and are cramped as a result. The Edge features a handy electro-mechanical rear seat back release button located near the rear hatch door, which quickly turns the rear into a spacious cargo area large enough for a bicycle or two, or that monthly Costco run.

Other standard interior features include a 6-way power driver’s seat, leather wrapped steering wheel with audio controls, and Ford’s acclaimed Sync system. Our tester also featured an optional touch-screen navigation system and audiophile sound system, both of which worked impressively well. Missing were automatic climate controls. Instead, Ford opted for three simple dials to adjust the fan and temperature settings, which seem out of place in this otherwise upscale car.

Although we applaud Ford for giving the Edge Sport unmistakable visual appeal, the combination of huge wheels, jet black paint, and more aggressive lower body styling has turned this generally mild-mannered crossover into something out of an action movie. You can easily imagine gun-toting agents in dark suits jumping out of the doors. Drive the Edge Sport around town and you will surely garner attention, whether you like it or not.

Verdict

With the Edge Sport, Ford has created an interesting niche vehicle. The bold visual style will certainly appeal to youngsters with an urban sensibility, but on the whole the car falls a bit short and lacks a cohesive identity. An MSRP of almost $40,000 doesn’t help things, since that amount of coin will buy a lightly optioned luxury crossover or a fully-loaded regular one. The Edge Sport has some noticeable omissions at this price-point, including the lack of manual shifting and absence of automatic climate controls. For car-buyers who need the practicality of a mid-size crossover and desire the visual statement provided by a set of blingtastic chrome dubs, the Edge Sport will surely not disappoint. For the rest of us, we’ll just keep staring at those enormous wheels.

Ford Edge Sport Photo Gallery	Ford Edge Sport Specs
Official website for Ford cars, hybrids, trucks, and SUVs – www.fordvehicles.com

Pros:

• Smooth, powerful 5.0L V8 engine
• Surprisingly luxurious interior
• SuperCrew cab means plenty of room for passengers
• Decent fuel efficiency, especially for such a large truck

Cons:

• Ride gets choppy over rough pavement
• Shorter bed length limits cargo capacity

The big news for Ford truck fans this year is an entirely new engine lineup for the best-selling F-150. Replacing the underperforming 4.6 and 5.4 liter V8 engines is a quartet of new motors, including two new V8s, a new base model V6, and even a turbocharged V6.

Although putting a turbo six in a full-size truck is a risky move for Ford, the 3.5L EcoBoost engine has the goods, producing 355 hp and 420 lb-ft of torque, and up to 22 mpg on the highway, a potent combination with gas still close to $4 a gallon. The base 3.7L V6 engine is also an overachiever, making 302 hp and earning 23 mpg on the highway. With numbers like these, even hard-core truck owners might be convinced to abandon their V8s.

Driving Impressions

We recently had the opportunity to test a 2011 F-150 Platinum, but unfortunately ours came with an uncontroversial 5.0 L V8 engine, the smaller of the two available V8s and the base engine for this trim level. This engine is essentially the same as the one you’ll find in a new Mustang GT, just tuned for truck duty.

Output is impressive, with 360 hp and 380 lb-ft of torque on tap, which is significantly more than last year’s 5.4L engine. For folks needing even more power, the optional 6.2L V8 makes 411 hp and 434 lb-ft of torque, but given how strong the 5.0L motor is, we’d be surprised if a lot of people opt for the larger V8.

Luckily our tester came equipped as a 4X4, since launching the truck with just the rear wheels simply leads to traction control intervention. With 4-wheel drive activated, standing on the throttle produces an almost alarming level of acceleration. A truck this big should just not be able to go this fast, and this is just the third most powerful engine in the line-up. Granted this was without any payload, but even loaded down this engine should provide more than enough power for all but the gnarliest conditions.

Although not quite as good as the two V6 engines, fuel economy is still quite respectable. We were able to squeeze out close to 19 mpg cruising on the highway, and 16 mpg around town, which falls nicely within the EPA rating of 14 city/19 hwy.

Unfortunately we didn’t get a chance to take the F-150 off-road, but on asphalt the truck handles itself quite well. Ride quality is good for a large truck, although a fairly stiff suspension combined with wide and surprisingly low profile tires means that it does get a bit choppy when the pavement is rough. Steering is nice and light, but not excessively so, making for easy around town maneuvering.

The suspension and tires do pay you back when it comes time to tackle some turns. Although no truck this large will ever handle like a sports car, the F-150 is surprisingly confident hustling through high-speed sweepers. We took the truck on a trip to Lake Tahoe and never felt out of place on the twisty mountain roads.

By Alex Kramer

Introduction by Francis Cebedo:

For the longest time, it seemed like GM and other US makes looked at small cars as poor man’s cars.  They saw them as cars for the entry-level buyer, the fresh college grad, the lower income bracket, the people who had no appreciation for automobiles.  The great minds and the engineers always went into the Cadillacs, Corvettes and the Silverados.

That thinking was wrong then and it is even more wrong now. Small cars have always been appreciated by the drivers with an eye for fashion, performance, ergonomics and agility.  And it was simply the choice of some folks who could afford most any car but they just wanted a smaller car like a Mazda Miata or a Mini Cooper.

But now, the world has turned. Small cars have become essential, eco-friendly and significant social statements. Some folks have given up their cars altogether and many now want smaller cars to reduce their footprint and use of resources in this world.

GM, was caught with their pants down in this paradigm shift so they have rallied to build smaller cars. One of the first cars they’re delivering is the Chevy Cruze. It is an attractive looking automobile starting at $16,720, urged on by 138 hp. It is a strong statement that announces that Chevy is here to play and compete in the very important and timely small car market.

Video Review by Autotoob:

Click here to view the embedded video.

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Pros:

• Little turbo engine is surprisingly gutsy with some nice torque
• Smooth, balanced, and quiet ride
• Roomy, upscale interior
• Stylish, eye-catching exterior
• Potentially excellent fuel efficiency
• many, many available configurations
• the home team has come to play

Cons:

• Acceleration isn’t terribly quick
• Real world mileage might not be so great
• Houndstooth cloth pattern in base model LT is hard on the eyes

The small car bandwagon must be really picking up steam. Even General Motors, who has long neglected small cars, seems to have noticed that this is one of the hottest segments of the market. Rather than simply issue an updated version of its decent but uncompetitive Cobalt small sedan, we will soon be getting the Chevrolet Cruze, a car that GM claims will actually compete with the likes of Civic, Corolla, and Focus.

To meet this expectation, the Cruze was designed around five key attributes: an upscale presence, segment leading fuel economy, exceptional safety, superior ride and handling, and outstanding quality and durability. After an extended test drive north of San Francisco, through scenic Marin and Sonoma counties, we are pleased to report that GM has met these goals and potentially has a winner on its hands.

Like most automobile manufacturers, Chevrolet has fortunately realized that small doesn’t have to mean cheap, ugly, and no-frills. If anything, customers downsizing from larger cars will expect a higher level of style and quality, and more standard features. Luckily, even at first glance the Cruze is a dramatic improvement over the Cobalt in terms of appearance and presence.

When we first arrived in San Francisco, it so happened that one of the Cruze test cars was parked next to a previous generation Acura TL. To our surprise, the metallic red colored Chevy looked every bit as stylish and sophisticated as the much more expensive Japanese luxury sedan. The Cruze even bears some resemblance to the TL’s little sibling, the TSX, which is pretty good company to keep.

The interior is equally impressive, especially in top-level LTZ trim, which features plush heated leather seats and automatic climate control as standard equipment. Even the cloth seats found in lower trim levels are comfortable and appear well made, and there isn’t a bit of shiny hard plastic to be found. Interior room is quite good, especially for front seat passengers, and there is ample trunk space.

For folks looking to fully outfit the Cruze with the latest electronics, several premium options are available, including a Pioneer audio system and an in-dash navigation system with 40-gigabyte hard drive. The RS appearance package is also available on LT and LTZ trim levels to help dress-up the exterior a bit more, adding unique front and rear fascias, as well as fog lights and a small rear spoiler.

To achieve its stated goal of high fuel efficiency, Chevrolet has taken a decidedly unconventional approach to the powertrain, at least for American cars. Although a 1.8 L 4-cylinder engine will power the base LS model, all other models feature a small 1.4 L turbocharged engine. Co-developed with engineers from Saab, GM’s former subsidiary, this engine puts out 138 hp and an impressive 148 lb-ft torque, with full torque available from a low 1850 rpm.

Two transmissions will be available, a 6-speed manual and a 6-speed automatic, although the manual will only be available on the base model and the Cruze Eco, which will use modified gear ratios to squeeze out a bit more mileage. Unfortunately, production samples of the Eco are still unavailable and our testing was limited to the turbo engine mated to the automatic transmission.

Out on the road you’d be hard pressed to notice that there is a small turbo under the hood, as there is no lag or excess noise. The ample torque is noticeable, especially when climbing a grade in top gear, but passing or accelerating hard requires a downshift or two. Luckily the engine is willing to rev and the transmission features manual shifting, so despite not being super quick, the Cruze is still fun to drive fast.

Whether people are willing to stay off the gas enough to see the fuel efficiency benefits of this small engine remains to be seen. With very careful driving it should be possible to get into the 35-40 mpg range, especially for those who buy the Eco model, which features low weight forged wheels, low rolling resistance tires, and sliding vents in the front of the car to improve airflow.

Responsive handling and a smooth, quiet ride are also key design goals for the Cruze, and we have to admit this is where the car really shines. According to Chevrolet, 30 acoustical treatments are applied to the car, including sound-dampening material applied throughout the body structure, sound-absorbing foam that is used to full various hollow portions of the body, and even an acoustic laminated windshield. Hydraulic bushings are also used in the suspension to help soak up small bumps in the road. The result is one of the quietest and smoothest compact cars we’ve ever been in.

Although we didn’t have enough time behind the wheel to fully test the car’s handling, a few dozen miles spent on backroads snaking through the wine country revealed that the Cruze is also quite competent in the corners. The LTZ model in particular has some sporting potential and features a tuned suspension, low-profile Michelin tires mounted on 18” rims, and four-wheel disc brakes, all of which combine to give the car ample grip and stopping power.

Building a safe small car is also a primary concern for Chevrolet and the Cruze comes with a host of standard safety features, including a whopping 10 airbags, StabiliTrak electronic stability control, and a rollover sensing and protection system. GM’s OnStar system is also included and now features Injury Severity Protection, a feature that helps OnStar advisors alert first responders when a crash is likely to have caused serious injury.

Pros:

• Gutsy turbocharged V6
• Well-balanced ride
• High quality interior
• Good fuel efficiency

Cons:

• Outdated 6-speed automatic transmission
• Handling is a bit soft for a high performance sports sedan

Ask any car enthusiast what they think of Volvo, and most will probably comment on the unique boxy exterior design, or the brand’s extensive focus on safety, or the practicality of a wagon with more trunk space than most SUVs. Discussions of performance or driving excitement probably won’t enter the picture.

This might change, however, if you happen to talk to someone who used to own an 850R wagon or 950R sedan. I can still remember lining up next to a Volvo wagon at a freeway on-ramp, thinking I would easily scoot by, only to be left in the dust when the light turned green. These turbo-charged, sport tuned Volvos were the ultimate sheep in wolfs clothing, offering a high level of performance, while still being safe and practical.

Unfortunately, Volvo all but abandoned the idea of high performance over the years, and even the exterior design, while still unique, has become more soft and conforming. Luckily, it appears the suits in Gothenburg have taken notice, as 2012 marks the return of a legitimate Volvo sports sedan in the form of the S60 R-Design.

Driving Impressions

To create the S60 R-Design, Volvo turned to Polestar, an outfit that specializes in tuning Volvos. The result is an S60 that features a fully reworked suspension, retuned engine, aggressive body kit, and unique 18” wheels. Our test car came dressed in a very conspicuous shade of red, which helps give the car a more aggressive appearance, but definitely won’t help you stay unnoticed by your local law enforcement.

Unlike some wannabe sports sedans, the S60 R-Design has the performance to back up this racy paint job. It begins with the powertrain, which features Volvo’s turbocharged 3.0 liter V6, tuned to produce a healthy 325 hp and 354 lb-ft of torque. The engine is mated to a 6-speed automatic transmission that feeds power to all four wheels. Although not the quickest off the line, once you’re underway there is plenty of power available in every gear.

By Alexander Kramer

Despite being mercilessly picked on by car enthusiasts and members of the automotive press, the Toyota Prius has been an unqualified success. The best-selling Prius has become synonymous with hybrid cars and perhaps even Toyota itself.

Having been on the market for over 10 years now, Toyota has decided to double-down on this success by introducing a new family of Prius based cars, including the larger Prius V, the smaller Prius C, and a Plug-in version of the existing 3rd generation Prius. We were recently invited to drive these new models (except for the Prius C, which is still in concept form) at a Media Preview for the GreenDriveExpo, held in Richmond, CA.

As we’ve already commented on the new Prius V wagon, we’ll focus here on the new Prius Plug-in, which has garnered a lot of buzz from the Prius faithful. Toyota has spent the past year doing extensive testing on the Prius Plug-in, even putting several hundred test cars out onto the road to see how the plug-in technology fares in real world driving. Based on feedback from these test cars, the Prius Plug-in was further refined and will be available to the public in Spring 2012.

What does a Prius Plug-in give you over the regular model? To sum it up in one sentence, you have the ability to drive on electric power alone for up to 15 miles, which turns the Prius into a short-range EV, or electric vehicle. Although this might not seem like much, Toyota figures that for many people this will be enough for all or most of their commute to work.

The benefit of such a short EV distance is short charging time: 3 hours on a 110v outlet and only 1.5 hours on 220v. So, if you happen to have a charging station at your work, you could easily charge it up while at the office, effectively doubling the range to a 30 mile round-trip commute, which should cover most car commuters.

Mercedes-Benz is celebrating its 125 year anniversary this year, which not coincidentally also happens to be the 125th anniversary of the automobile. It was 1886 when Carl Benz filed a patent application for his three-wheeled motor car and the rest, as they say, is history.

The 2011 Pebble Beach Concours d’Elegance is helping to continue the celebration, showcasing a significant number of Mercedes-Benz collector cars and featuring the auction of multiple rare Mercedes-Benz vehicles, including a 1959 190 SL Roadster owned by singer-songwriter Sheryl Crow, with proceeds of the sale to benefit the Joplin Schools Recovery Fund.

The Mercedes-Benz Star Lounge on the 3rd Fairway leading to the Lodge at Pebble Beach is also celebrating the 125th anniversary milestone, featuring rare and classic vehicles that span the long history of the company. Mercedes’ ongoing investment in future innovation is also highlighted, with the 2012 SLS AMG Roadster and the Concept A-Class on display.

On display at the MINI booth at this year’s Concours d’Elegance is the 2012 MINI Cooper Coupe, MINI’s new 2-seater that looks to inject even more driving fun into the MINI line-up. The Coupe becomes the fastest MINI available and purports to offer even more agile handling than the already nimble Cooper.

According to MINI, “The MINI Coupe represents the faithful transposition of the brand’s sporting DNA into a cutting-edge vehicle with a new interpretation of the super-compact sports car class; unrivaled handling agility and the best performance figures of any model in the MINI line-up.”

The Coupe also brings unique styling to the MINI line, with a stepped rear end instead of the usual box shape, but retains the trademark MINI versatility by offering a high-opening tailgate and large luggage area.

The Coupe will be available in the same 3 variations as the hatchback: Cooper Coupe, Cooper S Coupe and the John Cooper Works Coupe. Engine options will also be the same, with the 121 hp naturally aspirated 1.6L engine in the Cooper Coupe, a 181 hp turbocharged version of the same engine in the Cooper S, and a potent 208 hp version in the John Cooper Works Coupe.

The Coupe will be available beginning October 1, 2011.

Pros:

• Smooth and quiet ride
• Clean, well-built interior
• Great sounding media center with 40 GB hard drive
• Excellent value

Cons:

• 2.4 L 4-cylinder engine needs more pep
• Disappointing fuel efficiency
• Steering is a bit numb and the handling rather soft
• Exterior design needs updating

It’s been a long time since Dodge made a sedan good for more than rental fleet duty. From the K-cars of the 80’s to the more recent Intrepid and Stratus models, driving a Dodge sedan has rarely inspired much excitement.

With a name like the Avenger, you’d expect Dodge’s current mid-size sedan to offer at least some level of performance and style. Unfortunately, when it was released in 2008 the Avenger displayed the same mediocre performance, cheap interior, and generally underwhelming design as its predecessors, and the most likely place you’ll find an Avenger is at your local Enterprise or Budget.

Fortunately, 2011 has seen the rebirth of Chrysler and things are looking up. With new leadership from its Italian bosses, as well as an impressive array of redesigned and refreshed cars and trucks, the smallest of the Big Three looks to be leaving mediocrity behind. Although the exterior remains largely the same, the Avenger receives a significant makeover for 2011, including new powertrain options and a completely new interior.

Are these changes enough to warrant purchasing this mid-size Dodge, especially with so many good sedans on the market? For many the rental car stigma will be too much to overcome, but the more we drove the Avenger, the more we realized this is a car you could easily live with and perhaps even enjoy.

Driving Impressions

Befitting Dodge’s unpretentious, all-American image, our test car came equipped in Mainstreet trim, which sells for a bit over $21k. At this price point, a 4-cylinder engine is the norm, and the Avenger doesn’t deviate, offering a 2.4-liter engine that makes 173 hp. Handling shifting duties is a new 6-speed automatic transmission.

For ordinary driving, such as commuting or running errands, this combination works perfectly fine. Power is adequate and shifting is reasonably smooth and quick. The engine does strain when pushed hard and maneuvers such as passing or merging require a bit of planning, as even with the pedal to the floor acceleration isn’t particularly urgent. For those seeking more power, Chrysler’s 3.5L Pentastar V6 is now also available, although it’ll cost you almost 2 grand more.