Introduction

Carreview received the Mazda 6 test car with little fanfare and anticipation.  We just didn’t know what to expect and the outgoing Mazda 6 model was a fairly uneventful passenger sedan. When the Mazda 6 replaced the 626 in 2003, it drew praise for its smooth styling and sporty handling. Shoppers looking for an exciting take on the dull midsize sedans of that era turned to the Mazda 6 for 4-door practicality and Miata-inspired steering. It was a winning formula and sales were strong — especially as a newcomer up against established rivals like the Honda Accord and Toyota Camry.

But when it came time to redesign the Mazda 6 for 2009, Mazda changed things up. While trying to keep the sporty feel of the first model, the brand also aimed for the mainstream. The result was a larger car with less steering feedback. Buyers looking for performance were no longer impressed. And it didn’t help that the second-generation Mazda 6 came in the fall of 2008 — at the height of the Great Recession.

For 2014, the Mazda 6 returns to its roots. The new Mazda 6 is shorter in length than the outgoing model. It’s also lighter, weighing in between 220 and 375 pounds less than the 2013 model. Most importantly, it’s more exciting. While some may lament the lack of a V6, the latest Mazda 6 will move those who enjoy driving the way the original model once did.

But while the new Mazda 6 brings back its old drivability, it moves forward in several key areas. One is technology: The latest Mazda 6 offers many high-tech safety and convenience items. Another is styling, as the 2014 Mazda 6 uses bold, aggressive lines to convey its return to performance. With the right mix of old and new, the Mazda 6 is a strong entry in the competitive world of the midsize sedan.

Pros:

• Excellent handling prowess
• Impressive  fuel economy for a car this size
• Long list of integrated technology features
• Excellent  rear seat room

Cons:

• Choppy ride quality in bad pavement
• Difficult to learn navigation system
• Trunk in the small end for this size car

Comfort & Utility

The Mazda 6 is offered in three trim levels: Sport, Touring and Grand Touring. All are front-wheel-drive 4-door sedans.

The Mazda 6 Sport starts at $20,880 before shipping. That figure buys a 6-speed manual; drivers who want an automatic pay an extra $1,615. Like last year, air-conditioning, cruise control and remote keyless entry are standard. New features include push-button start, USB audio input and — on automatic models — a rearview camera. And 17-inch alloys replace last year’s 16-in wheels with hubcaps.

More features can be found in the Mazda 6 Touring. Starting at $23,445, the Touring also includes a standard 6-speed stick — though upgrading to an automatic is only $1,050. Standard equipment includes dual-zone air-conditioning, a blind spot monitor and a power driver’s seat. The Mazda 6 Touring also boasts leather seats, handsome 19-in alloys and Mazda’s Rear Cross Traffic Alert safety tech.

Topping the Mazda 6 range is the Grand Touring, which starts at $29,495. Only offered with an automatic, the Grand Touring is the lineup’s luxury trim. Standard features include a power sunroof, paddle shifters, Bi-Xenon headlights and heated front seats. Styling upgrades include painted 19-in alloys, fog lights and a rear trunk spoiler.

Inside, the Mazda 6 offers a totally revamped cabin. Like the exterior, the interior boasts more style than before. Flowing lines connect the door panels to the dashboard and the wide center stack. Even the base-level Sport uses upscale materials and a thick steering wheel puts drivers in control.

Functionally, the interior also works well. Steering wheels are chock full of switches and knobs — 17 total in our test car, not including the paddles — but once drivers memorize them, they’re very convenient. Climate controls are easy to use, though their display screen — which also houses the clock — washes out on sunny days. And while the touchscreen navigation system is located above the air vents and far from the driver’s hand, a center-mounted control is well-placed and easy to use.

For drivers interested in comfort, the front seats are the place to be. They’re well-bolstered and cushy, making easy work of long drives. That’s especially true of the leather in Touring and Grand Touring models, though we found the Sport’s cloth upholstery to be similarly supportive and comfortable. Compared to class leaders, the Mazda 6 is certainly on par.

The backseats are also a strong point. Despite its low-slung, coupe-like styling, the Mazda 6 somehow incorporates enough headroom for tall passengers to ride comfortably. It’s a lesson that could be learned by some other brands with similar styling and a cramped rear seat. Compared to rivals, legroom is merely average. A tall driver with a tall passenger in back may be cramped, for example — just like in most midsize sedans.

Behind the passengers, trunk space is merely adequate. At 14.8 cu ft, the Mazda 6 brings up the rear among midsize sedans, as it offers less cargo room than the Ford Fusion, Honda Accord, Hyundai Sonata and Toyota Camry.

Technology

For a car that’s so focused on driving pleasure, technology is a strong point. The most important advancements relate to safety, as the new Mazda 6 debuts six new high-tech safety features. Such items include radar cruise control, a blind spot monitor, a lane departure warning system and rear cross traffic alert to help drivers leaving parking spots. There’s also a high beam control feature that dims the brights when they detect an approaching vehicle. And Mazda’s Smart City Brake Support can stop the car if it detects an impending crash.

Of course, nearly all of this technology is optional. High beam control, for instance, can only be ordered as part of the Advanced Package — a $2,080 option that’s only offered on the high-level Grand Touring trim. And while Touring models offer Smart City Brake Support and a navigation system in the $2,000 Touring Technology package, you have to step up to the Grand Touring trim for radar cruise control.

But the technology will impress those who opt for it. One reason is because it’s so easy to use. The radar cruise control, for instance, works with a simple steering wheel stalk. In our tests, it was always easy to program and kept a predictable following distance. The same is true for Mazda’s blind spot monitor, which warns drivers if a vehicle is in a blind spot. A chime sounds if drivers try to signal towards that vehicle.

An exception to the impressive tech is the TomTom-based navigation system, which we found clunky and difficult to use. In addition to several counterintuitive menus, its biggest flaw was a lag between touch and feedback.

Performance & Fuel Economy

The redesigned Mazda 6 offers only one powertrain: a 184-horsepower 2.5-liter 4-cylinder. To keep up with hybrid rivals and the Volkswagen Passat TDI, a diesel is due out later in the year. But unlike those rivals, the Mazda 6 won’t have a more powerful engine for speed junkies.

To us, that’s not a problem. The 2.5-liter four is powerful enough for nearly all typical situations. That’s especially true with the brand’s SkyActiv-Drive automatic, which boasts crisp shifts that Mazda says are quicker than dual-clutch transmissions in competitors. Of course, in true Mazda fashion, the 6-speed stick is also a joy thanks to short throws and a predictable clutch. But don’t get your hopes up, 3-pedal purists: The stick shift is only available on Sport and Touring models and Mazda says it will only find its way into 10 percent of all production.

Efficiency-minded shoppers also won’t be clamoring for a V6. That’s because the 4-cylinder returns impressive fuel economy thanks to SkyActiv technology, which saves weight and boosts efficiency. Once again, the automatic is the best bet, returning 26 miles per gallon city and 38 mpg highway for a combined 30 mpg. That just edges out the manual’s 25 mpg city/37 mpg hwy and 29 mpg combined.

Safety

The new Mazda 6 comes standard with stability control, traction control and eight airbags. All models except the manual-equipped Sport include a rearview camera and Bluetooth. The Mazda 6′s Bluetooth technology displays text messages on the sedan’s center screen and even reads them aloud so drivers won’t be distracted by their cell phones.

Neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) has put the new Mazda 6 through crash tests. Last year’s model received an overall 4-star NHTSA rating that included a perfect five stars in the rollover test, four in the side crash test and three in a frontal impact. But with the new design, those ratings are likely to change.

Driving Impressions

This is where Mazda usually trumps the competition and Mazda has brought the Mazda 6 in line with the brand’s core values.  It is fun to drive as it feels agile and light. There’s no doubt that the Mazda 6 is aimed at shoppers eager to occasionally test their car’s limits on a curvy road. That’s not to say that traditional midsize sedan buyers won’t like the Mazda 6. But they may find its exterior and interior a little daring and the ride a little harsh. Those who enjoy the driving experience won’t mind sacrificing ride quality — but for the comfort-minded, there’s no shame in choosing a more pliant rival.

2014 Mazda 6 Grand Touring

BASE PRICE: $20,990 for Sport with manual transmission; $22,695 for Sport with automatic; $23,645 for Touring with manual; $24,695 for Touring with automatic; $29,695 for Grand Touring.

PRICE AS TESTED: $31,690.

• Transmission: Automatic
• Drivetrain: Front Wheel Drive
• MPG: 26 City / 38 Hwy

• Engine: Regular Unleaded I-4 2.5 L/152
• Horsepower: 184 @ 5700
• Torque: 185 @ 3250 2.5 L/152

Description

The Honda Odyssey is a the latest in a series of minivans from Honda. The Odyssey has changed with the times as it has grown bigger and bigger and then it toned down to be lower and sleeker. It grew in abilities but then it toned down and became easier to drive and live with. The electronics have aged quite a bit as it is not up to par with the latest integrated navigation screens from Europe and Korea. But the driving experience still remains as one of the most comfortable, responsive and easy to drive in its class.

Click here to view the embedded video.

Pros:

• Massive, highly usable interior
• Seating for up to eight
• Quick acceleration
• Exceptional driving comfort

Cons:

• Lower than expected fuel economy
• Polarizing body design

Price

Odyssey Touring Elite ($43,675) is a Touring model with blind-spot warning system, HID headlamps, and a dual-input 16.2-inch widescreen rear entertainment system linked to a 650-watt, 12-speaker 5.1 surround sound system.

What’s New

Backup camera, Bluetooth handsfree, 8-inch information display and USB input now standard on base LX model.

Although the 2013 Honda Odyssey arrives mostly unchanged from the previous model year, the popular minivan has come a long way from the 5-door hatchback that first hit the market in 1995. Instead of sliding doors like a regular minivan, that first Odyssey had front-hinged doors that opened like the doors on a sedan. It wasn’t until the 1999 introduction of the second generation model that the Odyssey got the traditional minivan sliding doors.

Honda launched the current, fourth-generation Odyssey in 2010 with updated body lines and a new overall design. What was once a banal body with a flat window line was transformed into a more bulbous and modern-looking family hauler. Although some have applauded Honda for taking a design risk with the new Odyssey, others have derided the current model’s looks.

The 2013 Odyssey is available in LX, EX, EX-L (which has available rear entertainment system or navigation options), Touring and Touring Elite versions. The LX includes new standard features like Bluetooth handsfree, a backup camera, an 8-inch information display and a USB input. The rest of the lineup is unchanged. The 2013 Odyssey starts at $28,575 and tops out at $43,925.

Comfort & Utility

The Odyssey’s interior and features are much like those of nearly every other minivan on the market. The most notable difference between the Odyssey and its competitors is its interior build quality. The seats, dash, storage compartments and trim in the Odyssey are all surprisingly well constructed. Every surface in the Odyssey looks and feels sturdy.

The interior of the 2013 Odyssey is cavernous, with 172.6 cu-ft of total passenger volume and 148.5 cu-ft of cargo volume behind the front seats. With comfortable and flexible seating configurations, numerous storage bins and pockets and up to 15 beverage holders, the Odyssey is ready for whatever a family can ask of it.

The third row, which Honda calls a Magic Seat, is 60/40 split folding and enables the Odyssey to quickly and easily adapt between passenger and cargo hauling. It can accommodate three passengers and still provide 38.4 cu-ft of cargo volume behind the seats, or it can fold completely flat into the floor, creating 93.1 cu-ft of cargo volume behind the second row. Maximizing the Odyssey’s cargo space requires removing the second-row seats. Total interior volume, with passenger and cargo volume combined, measures 210.0 cu-ft.

Technology

The 2013 Odyssey is available with most every modern technological treat a customer could desire from a minivan. The Odyssey can be optioned with satellite navigation, a rear-seat DVD screen that folds down from the headliner and a “cool box” for chilling drinks.

All models now include an improved multi-information display with on-screen custom programming of functions like interior lighting and door locking, Bluetooth handsfree, USB inputs and a backup camera.

Performance & Fuel Economy

The Odyssey is powered by a a 3.5-liter V6 that makes 248 horsepower and 250 lb-ft of torque, and there are two transmission choices. On the LX, EX and EX-L, Honda offers a 5-speed automatic transmission. On the Touring and Touring Elite models, the Odyssey is fitted with a 6-speed automatic transmission.

The EPA estimates the Odyssey LX’s fuel economy at 18 mpg in the city and 27 mpg on the highway. The Odyssey Touring, thanks to its 6-speed automatic transmission, does slightly better at 19 mpg city/28 mpg hwy.

Safety

The 2013 Odyssey features dual-stage, multiple-threshold front, side curtain and dual-chamber front and side airbags with Honda’s passenger-side occupant position detection system. A vehicle stability assist system, active front-seat head restraints and pedestrian injury mitigation are all standard. So is Honda’s Advanced Compatibility Engineering body structure. It helps the Odyssey better absorb collision energy, especially in a front-end crash. That structure is now in its second generation in the Odyssey.

Driving Impressions

Many people promise themselves they’ll never own a minivan. But for millions of Americans, family life necessitates owning one. Should they climb behind the wheel of the Odyssey, they’ll be pleasantly surprised by its excellent driving characteristics. Most impressive is the power output from the 3.5-liter V6.

When a driver puts his or her foot to the floor in the Odyssey, it doesn’t rocket forward in a jerk of power. Instead, it builds like a force of nature beneath the driver, sending the vehicle smoothly forward across the landscape. Power delivery is linear, intense and quite satisfying.

During hard off-the-line acceleration, the Odyssey does suffer from some front-wheel slippage. But that is to be expected from a 248-hp 3.5-liter V6 engine wedged into the front end of a big family vehicle.

Unfortunately, the fuel mileage we observed wasn’t as good as advertised. We suspect it will take a soft-footed, Zen-like driver to get close to the Environmental Protection Agency (EPA)’s fuel economy estimates.

Other Cars to Consider

Toyota Sienna: Starting at $26,435, the base Sienna L is one of the cheapest minivans on the market. But it doesn’t beat the Odyssey by much. For 2013, the base 4-cylinder engine is discontinued, replaced by a standard V6. The Sienna can be equipped with all-wheel drive for those who need extra traction for winter weather or slippery roads.

Chrysler Town & Country: Starting at $29,995, the Town & Country is an old favorite among minivan buyers–with an emphasis on old; the Town & Country hasn’t been updated since 2007.

Nissan Quest: Starting at $25,990, the Quest comes standard with a 260-hp 3.5-liter V6 mated to a continuously variable transmission. We think the Quest is far and away the best competitor for the Odyssey, with comparable power, efficiency, utility and technology.

Bottom Line

We think even the base 2013 Honda Odyssey is fantastic at $28,575. But budget allowing, we’d definitely upgrade to the Odyssey Touring for $41,180. The Touring includes satellite navigation, rear entertainment and the 6-speed transmission. The 6-speed automatic makes the Odyssey not only more fuel-efficient but also more enjoyable to drive.

Introduction

The outgoing Santa Fe was not much to look at.  This new Santa Fe however is in the 90th percentile of good looks when compared to its SUV Crossover peers.  It looks good from every angle and it fits in with the Hyundai brand’s styling direction

But now it’s the Santa Fe Sport’s turn, and we think this is one of the best-looking Hyundais yet, a sleekly sophisticated vehicle in a segment better known for boxiness. It has all the sculpted lines of the new Hyundai’s but none of the overly sharp edges.  It’s easy on the eyes inside and out.

The revolution continues inside, where a curvaceous dashboard and quality materials give the Santa Fe Sport a surprisingly premium feel, especially relative to its generic predecessor. As expected from Hyundai, standard features are plentiful, including iPod/Bluetooth connectivity and the Blue Link telematics suite with features like voice text-messaging, local business search and turn-by-turn navigation.

Hyundai’s lineup is top-to-bottom impressive these days, but the 2013 Santa Fe Sport stands out even among its distinguished relatives. If rival crossover SUVs could express emotion, they’d be none too pleased about Hyundai’s latest.

Pros:

• Upscale styling inside and out
• spacious interior
• tons of features
• good power and fuel economy.

Cons:

• Can get pricey

Engine Options

The new Santa Fe Sport offers a pair of Hyundai’s Theta II GDI inline-4 engines that also are found in the Sonata sedan. Both direct-injected fours feature continuously variable valve timing to further enhance operating efficiency. The base engine is a 190-horsepower 2.4-liter while the Sport 2.0T carries a 264-horsepower version of the turbocharged 2.0-liter. The sole transmission is a smooth, responsive 6-speed automatic with a Shiftronic manual-style gate. The impressive weight-reduction program imparts a new measure of quickness across the board, along with improved fuel economy.

2.4-liter inline-4
190 horsepower @ 6,300 rpm
181lb-ft of torque @ 4,250 rpm
EPA city/highway fuel economy: 21/29 mpg (FWD ), 20/26 mpg (AWD)

2.0-liter turbocharged inline-4
264 horsepower @ 6,000 rpm
269 lb-ft of torque @ 1,750-3,000 rpm
EPA city/highway fuel economy: 20/27 mpg (FWD ), 19/24 mpg (AWD)

Comfort & Utility

The 2-row Santa Fe Sport is offered in base or 2.0T trim.

Feature highlights for the base Sport include a 2.4-liter 4-cylinder engine; 17-inch alloy wheels; LED headlight and taillight accents; a rear spoiler; air conditioning; electronically adjustable steering effort; power accessories; a tilt/telescopic steering wheel; cruise control; a trip computer; Bluetooth; and a 6-speaker audio system with satellite radio and iPod/USB connectivity.

The Sport 2.0T adds a high-powered 2.0-liter turbocharged 4-cylinder engine; dual exhaust outlets; 19-in alloy wheels; heated exterior mirrors; automatic headlights; fog lights; keyless entry with push-button ignition; an electroluminescent gauge cluster with a color LCD information screen; a leather-wrapped steering wheel and shift knob; and heated front seats with 8-way driver power adjustments.

Some notable Santa Fe Sport options are a panoramic sunroof, a 4.3-in touchscreen audio display, a navigation system with an 8-in touchscreen, a rearview camera, leather upholstery, dual-zone automatic climate control, a power front passenger seat, a sliding back seat and a 2.0T-exclusive Infinity audio system with 12 speakers.

In our interior evaluation, we found the Santa Fe Sport’s front seats to be notably more supportive than last year’s forgettably flat offerings. As ever, the seats are mounted high, so you get that SUV-style commanding view of the road that many shoppers want. Thankfully, the Santa Fe Sport comes standard with a tilting/telescoping steering wheel (not all Hyundais do), so you can adjust the wheel for reach as well as angle. There’s even some woodgrain trim sprinkled around the cabin that adds a touch of class. Overall materials quality has improved as well.

Whereas the old Santa Fe Sport’s gauges and controls were rental-car generic, the new one’s are a quantum leap forward. The dashboard is full of appealing angles and curves, while the deeply hooded gauges with available electroluminescent backlighting further attest to the Santa Fe Sport’s suaveness. Fortunately, the controls remain straightforward and easy to use despite the dramatically different look.

The Santa Fe Sport’s back seat has a pleasantly elevated bottom cushion and ample room for adult passengers. Hyundai emphasizes that even the 2-row Sport is considerably larger than rivals like the Ford Escape, and that’s evident in the airy feel inside. We’re pleased that a sliding back seat is available for 2013; the old model’s back seat was fixed.

On the hauling front, the Sport offers 35.4 cu-ft of cargo space behind the back seat and 71.5 cu-ft with the rear seatbacks folded. That’s a lot of cubes at this price point.

A properly equipped Santa Fe Sport can tow up to 3,500 lb.

Technology

The outgoing Santa Fe actually had a respectable roster of standard equipment, but it seemed like a band-aid given how dated everything looked. That’s obviously not an issue with the 2013 Santa Fe Sport. Like we said, there’s a thoroughly modern dashboard this time around, and it’s bursting with desirable standard and optional technology features, including iPod/USB and Bluetooth connectivity, Blue Link telematics, a color LCD driver information screen and a crisp 8-in touchscreen navigation system.

Blue Link is standard in one form or another on every Santa Fe Sport, and it deserves a paragraph of its own. Using the built-in voice-recognition software, you can search for local points of interest, send text messages or have them read to you, follow turn-by-turn directions to your destination and get help in an emergency. Blue Link also allows you to check the weather, receive traffic alerts and keep track of your driving habits to improve fuel economy. Hyundai’s even got operators standing by to provide assistance. It’s pretty neat.

Performance & Fuel Economy

All Santa Fe models come with a responsive 6-speed automatic transmission and are available with either front- or all-wheel drive.

Standard on the base Santa Fe Sport is a 2.4-liter inline-4 rated at 190 horsepower and 181 lb-ft of torque. Blessed with a broad powerband and good manners, this is largely the same engine that we’ve lauded in the Sonata midsize sedan. The Santa Fe has a little more weight to lug around, of course, but it’s a lot lighter than it used to be, and this engine is more powerful than the old 2.4-liter four. Fuel economy is a praiseworthy 22 mpg city/33 mpg highway with FWD and 21/28 mpg with AWD.

If “satisfactory” isn’t going to cut it, the Sport 2.0T solves that problem with a turbocharged 2.0-liter inline-4 good for 264 hp and 269 lb-ft of torque. Thanks to twin-scroll technology, the 2.0T delivers every bit of that torque starting at just 1,750 rpm, so there’s not really any turbo lag in the traditional sense. It just pulls hard on demand, and it’s smooth enough that one well-respected colleague of ours initially mistook it for a V6. Fuel economy is also a strong suit, checking in at 21 mpg city/31 highway with FWD and 20/27 mpg with AWD.

Safety

The 2013 Hyundai Santa Fe Sport comes with standard stability control, 4-wheel antilock disc brakes, active front head restraints and seven airbags (front, front side, driver knee, and full-length side curtain).

The Santa Fe Sport had not been crash tested as of this writing.

Driving Impressions

On the road, the Santa Fe Sport is about as good as it gets for a crossover at this price. The highway ride is quiet and smooth, while bumps are dispatched with impressive poise. The handling isn’t bad either, as the new suspension adds a welcome carlike athleticism. AWD models even get what Hyundai calls Torque Vectoring Cornering Control, a system that can send either extra torque or braking power to individual wheels, limiting understeer and generally making the Santa Fe Sport feel more responsive.

Conclusion

Unless we needed a third-row seat, our pick would be the Sport 2.0T. The little turbo is a great motor, and Santa Fe models so equipped are reasonably priced alternatives to a wide range of costlier crossovers.

What is it

The Miev is an electric car suitable for short trips in the city. It is small and tall and is zippy around town with its high torque electric motor. It is roomy enough with 5 doors and a high roof line.

But get it on the open road and it is not happy. It’s small wheels and high wind profile make it jittery on the freeway. And the range is no joke as 60 miles is really just a best case guideline. Get on throttle or tackle some hills and this can easily drop below 50 miles. So charging stations are your friend and like the Nissan Leaf, you will get to know them and your fellow electric car drivers well.

Click here to view the embedded video.

The Japanese domestic market (JDM) version of the i has been on sale in Japan as the i-MiEV since July 2009. Mitsubishi put the popular i on a bodybuilder program to beef it up for the U.S. market and to meet North American crash regulations and make it more suitable for freeway driving. Adding 4.3 inches through the longitudinal center of the i pushes the width to 62.4 inches. It’s still about two inches narrower than a Fiat 500, but the gains in width translate into much more elbow room than the Japanese version has. Additional front and rear crash structure adds about nine inches of overall length but no additional interior room. The North American i weighs in at a feathery 2500 pounds despite carrying 88 steel-encased lithium-ion batteries under the floor.

Strengths

The North American Miev enjoys a larger beam that makes the already-tall interior genuinely comfortable for four. Stretching an interior is tough and expensive, but Mitsubishi engineers devised a clever cost-saving move that frames the dash from the skinnier left-hand drive version sold in Europe with another layer of dashboard that makes the extra width appear like it was planned from the car’s outset, which it wasn’t. Look for the telltale gap filler at the base of the A-pillars.

Weaknesses

Understeer and squealing front tires greet drivers who push the i hard into corners. The car’s staggered tires (145/65R15 front, 175/65R15 rear) and softly sprung chassis exacerbate the plowing, a trait that sucks the driving fun from the i’s otherwise cheery countenance.
And the 60 mile range really makes it difficult on US roads. Cities may be ok, but the sprawling peninsulas often require more range and buffer than 60 miles.

Click here to view the embedded video.

Tech Details

If you’ve ever driven an electric golf car, you probably remember the jumpy throttle response, a characteristic of electric motors producing maximum torque at zero rpm. The Miev’s Smooth Start Control electronically regulates torque from a stop to eliminate jolting starts, making the car feel more polished than some EVs.

Click here to view the embedded video.

Driving Character

While the Miev’s electric propulsion may seem advanced, driving it is simple as a golf cart. Turning the conventional column-mounted key activates the circuitry. Putting the car in drive engages the motor. Flooring the amp pedal moves the car out smoothly with linear thrust. The lack of gear changes or a traditional powertrain noise adds refinement. The electrically assisted power steering feels light, as do the vacuum-assisted front disc and rear drum brakes. (Since there is no intake manifold vacuum to power the brakes as on the JDM gasoline-powered i, Mitsubishi uses an electric vacuum pump for boosting duties on the EVs.) The seamless transition between regenerative and mechanical braking also deserves kudos. Unfortunately, the lack of excitement is palpable, with 0-60 mph clocking in at about 15 seconds. We saw 81 mph as the governed top speed.

Other Cars to Consider

Nissan Leaf

The Bottom Line

With a price that undercuts the Nissan Leaf by more than $5000 and superior efficiency, Mitsubishi’s North American version of the Miev electric vehicle may attract a broader audience than simply urban-dwelling environmentalists who view personal transportation as a necessary evil. The EPA estimates that drivers will spend just $495 dollars to drive the i 15,000 miles—though putting 15,000 miles on this car is a formidable task, as the i’s practical range is just 62 miles. And that distance must vary quite a bit depending how you use the i: Just 15 minutes of hard driving at Mitsubishi’s Nagoya proving grounds erased four of the 16 energy bars in the i’s “fuel” gauge. Still, Mitsubishi’s management is fixated on helping the world become a greener place, and the practical changes they’ve made to the i will make the $27,990 car more palatable for American drivers and driving environs.

But in the end, this car can use a few hundred pounds more of battery weight and range. The car is a bit fidgety on the freeway and the 80 mph top speed can barely get you out of some tricky merging situations.

The range is the most difficult pill to swallow of all. 60 mile round trip commutes are out of the question without a lunch time charge. And on weekend jaunts, the 60 mile range can drop to 40 miles when going through some hills and mountains. Just like a petrol car, mileage drops significantly when climbing a hill. But if you don’t make it back to the descent because of the range, then you won’t get that lost mileage back to descend the hill.

Specifications

• Price: $27,990 – $33,230
• Powertrain: 49 kw (66 hp) AC synchronous electric motor; 16 kwh lithium-ion battery pack; RWD
• EPA Fuel Economy/Range: 112 mpge; 62 miles

What’s New

Wow, color us surprised. The exterior did not wow us but we got in the car, and fell in love within our first day with the Sorento. It’s a kind of car that just keeps surpassing expectations from the moment you mash the throttle, throw it into a corner or open the sunroof. Every aspect of the car overdelivers except the sticker price. And one thing we love is the option list is empty and does not come with a $6000 price tage. Most everything is included in our trim level package.

The Sorento gains standard leather seating in EX trim, while the LX V6 now comes standard with a third-row seat.

From the outside, the Sorento lacks the visual pop of Kia’s other products, such as the stylish Soul and Optima. But this isn’t necessarily a bad thing, as it may widen the Sorento’s appeal to more mainstream buyers. Step inside the Sorento and it’s a different story. The interior simply outshines the competition with an elegant design, rich materials and fabric choices–such as white-on-ebony leather–features usually reserved for more expensive luxury models.

In addition to its ability to carry seven passengers, the Sorento’s fuel economy and horsepower are near the top of its class. And its pricing undercuts just about everything comparable. The Sorento also comes with a 5-year/60,000-mile vehicle warranty and 10-year/100,000-mile powertrain warranty that is virtually unmatched. And for those who feel strongly about buying American, it will come as welcome news that the Sorento is built at Kia’s plant in West Point, Georgia.

Pros

• Powerful 4-cylinder engine
• Excellent fuel economy
• Low price
• Impressive standard equipment list
• IIHS Top Safety Pick

Cons

• Side curtain airbags don’t cover the third row
• No blind spot warning system
• Somewhat sedated and boxy exterior styling

Click here to view the embedded video.

Comfort & Utility

Kia packs a lot of utility into the Sorento, giving it an available third-row seat and 60/40 split folding, second-row seats. Although the third-row seat expands passenger occupancy to seven, it’s really only suitable for young children. With the third-row seat in the up position, the Sorento’s generous 37 cu ft of cargo space dwindles to around 9.1 cu ft.

On the comfort side of the equation, the Sorento exceeds expectations. Base LX models are nicely equipped with such standard features as a tilt/telescoping steering wheel, cruise control, USB interface and Bluetooth hands-free phone connectivity. The EX trim adds dual-zone automatic climate control, an 8-way power driver’s seat, fog lamps and a backup camera. Move to the top-of-the line SX and you’ll get full leather seating, Kia’s navigation radio and a 10-speaker 550-watt Infinity audio system. Options for the Sorento include all-wheel drive, heated front seats, heated steering wheel, an air-cooled driver’s seat, power folding side mirrors and a panoramic glass moonroof.

Technology

Powered by Microsoft, the UVO information and entertainment system allows voice control of Bluetooth-enabled cell phones as well as a portable music devices like an iPod or iPhone. Add the available navigation system and you’ll enjoy SiriusXM Traffic free for three months (after that, you’ll need to pay for a subscription). SiriusXM Traffic uses the navigation system to alert you of approaching traffic problems. If there’s a delay, the navigation can be used to calculate a new route around the jam.

Performance & Fuel Economy

The Sorento’s standard engine is a 2.4-liter 4-cylinder good for 175 horsepower and 169 lb-ft of torque. Available only on the LX, this engine may help the Sorento achieve a low starting price, but it won’t do much to help move it along when fully loaded. A better choice is the 2.4-liter GDI gasoline direct injection 4-cylinder (optional on the Sorento LX, standard on the EX), which bumps horsepower to 191 and torque to 181 lb-ft. GDI technology boosts horsepower while also offering better fuel efficiency. Fuel economy for the 2.4-liter is rated at 21-mpg city/29-mpg highway (front-wheel drive) and 21/27 mpg (all-wheel drive). The GDI changes those figures to 21/30 mpg and 20/26 mpg, respectively.

The Sorento’s 3.5-liter V6 is available on the LX, EX and SX models. With 276 hp and 248 lb-ft of torque, this engine has the muscle to move a loaded Sorento with ease. Yet its fuel economy figures of 20-mpg city/26-mpg highway are not far below the 4-cylinder’s figures. The all-wheel drive (AWD) model attains slightly lower marks of 18/24 mpg.

No matter which engine you choose, it will be connected to Kia’s electronically controlled Sportmatic 6-speed automatic transmission with manual shift control. Those who opt for the AWD option will get a full-time on-demand system with a lockable center differential that’s useful when driving slowly through heavy snow or light off-road duty.

Safety

The 2013 Kia Sorento offers a full complement of standard safety equipment, including electronic traction and stability control, 4-wheel ABS, front seat side-impact airbags, first- and second-row side curtain airbags (the third-row seat is not protected) and Hill Start Assist to keep the vehicle from rolling backward when pulling away on a steep grade. The Kia Sorento is also an Insurance Institute for Highway Safety Top Safety Pick, getting top marks in the frontal offset, side impact and roof strength crash tests.

Driving Impressions

Despite its size, the Sorento rides and drives like a midsize sedan. With its wide track and independent front and rear suspension, the Sorento delivers a smooth, controlled ride. Excessive body lean was observed only during extreme hard cornering maneuvers. The Sorento’s unobtrusive stability control allows for somewhat sporty driving. But when the road gets rougher, we did notice more noise and impact harshness than in comparable SUVs. We also found that the Sorento’s steering wheel feels a bit heavy to turn, and its suspension favors the softer side of the spectrum. If you’re looking for an SUV with a firmer suspension and a sportier attitude, we suggest the Ford Edge or the Mazda CX-5 (though neither offers third-row seating).

We’re not big fans of the standard 2.4-liter’s performance, but we do like the GDI version, which offers better off-the-line acceleration and passing power. The Sorento’s 3.5-liter V6 not only ups performance but also increases the maximum tow rating from 1,650 to 3,500 pounds.

Other Cars to Consider

Dodge Journey: The Journey offers more room for its third-row occupants and can match the Sorento’s feature and content offerings. But the Sorento gets better fuel economy and has a more powerful 4-cylinder engine.
Ford Edge: The Ford Edge has a more buttoned-down feel to it, with a sportier ride and an available turbocharged engine; however, the Edge doesn’t offer a third-row seat option, and its pricing starts well above the Sorento.
Toyota Highlander:  The Highlander holds its value better than the Sorento, but a comparably equipped model costs a bit more and doesn’t offer as good a warranty.

The Bottom Line

Step up to the SX or Limited models from $35,850 and $38,850 respectively, and AWD can be added as an option to all trim levels for an extra $1,700.
All in, the 2014 Sorento is a decent SUV. Though undeniably improved, it doesn’t look it, and that could be its biggest drawback. Continuing to be a strong value package with checkmarks in both the plus and minus columns, in a sea of attractive new offerings the Sorento fails to deliver any wows.

Specifications

• Engine: 3.3L V6
• Power: 290 HP / 252 LB-FT
• Transmission: 6-Speed Automatic
• MSRP: $31,700 (base)

What’s New

All new for 2014, the Acura RLX is a full-size luxury sedan powered by a 3.5-liter V6 that produces 310 hp and 272 lb-ft of torque. A smooth ride is made possible by a double wishbone suspension and Precision All Wheel Steer (P-AWS) system. FWD is paired to a 6-speed automatic transmission with Sequential SportShift paddle shifters to enable an EPA estimated range of 20 mpg city to 34 mpg highway. Features include multi-view rear view camera, Jewel Eye LED headlights, rear sunshades, keyless start, Krell audio system, and navigation.

The RLX replaces the aging RL sedan. It’s an entirely new design with a new 3.5-liter V6, all-wheel steering and a host of new electronic safety and infotainment features.

The 2014 Acura RLX replaces the aging and rather forgettable RL sedan and it comes none to soon. The RL, while competent, had fallen behind most of the major luxury brands in terms of features, power and price. It was even in danger or being run over by Hyundai’s high-end models. But the RLX remedies all that, with an elegant new cabin, lots of electronic goodies and best of all, performance handling that places it near the top of its field. Acura’s new Precision All-Wheel Steering (P-AWS) employs electronic actuators that steer the rear wheels in conjunction with the front. The result is one of the best handling front-drive cars we’ve driven. Of course, we doubt many RLX drivers will ever push their cars to the limits we did, but it’s nice to know that when spirited drives or emergency maneuvers arise, the RLX has the athleticism to handle whatever is thrown its way. It remains to be seen, however, if consumers will be willing to pony up as much as $60,000 (the starting price is around $48,000) for a car with rather subdued styling and no V8 engine option.

Pros

• Luxury car ride with performance car handling; huge interior; cutting edge infotainment and audio options; super comfy front seats

Cons

• Pricing is a bit high; poor city fuel economy figures; subdued styling and interior color choices

Comfort & Utility

Nobody likes a cramped luxury car, least of all Americans. We need room to stretch and sprawl, which is why we think Americans will love what Acura has created inside the RLX. The car’s cabin has all the prerequisite bells and whistles, along with copious amounts of leather on the seats, doors, dash and console. But what really stands out are the supremely supportive and comfortable front seats and the abundance of space, not just for legs and heads, but elbows and hips too. In fact, there is so much space between the driver’s seat and the door armrest that my arm kept falling into the gulch separating the two. This same theme carries over to the rear seat, where two fairly tall adults can comfortably sit for hours.

From the driver’s seat, the RLX controls are numerous, but logically arranged and fairly intuitive. Immediately to the driver’s right are two large LCD screens, one that operates controls for heating and ventilation, audio and Bluetooth cell phone functions and the other to display the available navigation screen. We like this setup and wish more manufacturers would follow suit, although we must complain that there are too many menu-driven steps to perform simple functions like adjusting the fan speed. Sometimes, a simple rotary knob is all that is required. The RLX model’s steering wheel is festooned with buttons, some redundant for the audio and some primary for the adaptive cruise control and Bluetooth, as well as the multi-tasking information screen. We didn’t like that the primary stalks for the headlights, wipers and turn signals were obscured from view, making it nearly impossible to read their functions.

One last observation pertains to the cabin at highway speed. Where we expect an Acura to be quiet, the RLX goes above and beyond, isolating out the most annoying noises while still allowing in just the right amount of engine and exhaust notes so as not to give the impression you’re driving a cocoon.

Technology

Technology is always a strong suit with Acura and the 2014 RLX doesn’t disappoint. The list begins with a suite of active safety features designed to help keep the driver’s attention on the road ahead. Included in the group are Lane Keep Assist, Blind Spot Information (BLIS), Adaptive Cruise Control (maintains a safe distance between you and the traffic ahead) and Collision Mitigation Braking. However, to get the BLIS system requires purchasing the Technology Package, while the Adaptive Cruise Control and Lane Keep Assist can only be had by purchasing the Advance Package option.

The Krell Audio Package brings a high-end Krell audio system with 14 speakers, while the Navigation Package adds a voice-activated navigation system with 8-inch touchscreen. Included with the navigation package is AcuraLink, a system with real-time traffic updates, as well as 2-way communication with the web and apps through a cloud based service. For a slight fee, users can add more features, including automatic collision notification, stolen vehicle locator, in-vehicle local search or search by voice and a personal assistant featuring a live person on call 24/7 to assist you.

Other available features of note include jewel-eyed LED headlamps, power retractable side mirrors, a rearview camera, Smart Key entry with push-button start, heated rear seats, rain sensing wipers and rear parking sensors.

Performance & Fuel Economy

To power its new luxury sedan, Acura conjured up an all-new 3.5-liter V6 engine equipped with direct-injection technology. Direct injection provides a better way to deliver fuel to the engine resulting in more power and better fuel economy. Rated at 310 horsepower and 272 lb-ft of torque, the RLX model’s V6 is no slouch, although it still doesn’t offer up the kind of gut-punching start you feel with a nice, torque happy V8. Fuel economy figures are a mixed bag, with a rather dismal city rating of just 20 miles per gallon, but a much better highway figure approaching 31 mpg.

Safety

Acura has taken pains to ensure the RLX will sail through all its crash tests, anticipating a 5 star rating from the government and a good rating from the Insurance Institute for Highway Safety (IIHS). Standard safety equipment includes full airbag protection, including a driver’s side front knee airbag. Additional equipment such as Forward Collision Warning and Lane Departure Warning can help avoid accidents, as can the advanced suspension and steering assists.

Driving Impressions

Over long stretches of paved roadway, the RLX cruises effortlessly, almost serenely, as it absorbs bumps and blemishes and delivers a first class luxury car ride. The trick up its sleeve, however, comes when the road begins to twist and wind. Where other luxury cars become wallowing marshmallows with tires squealing at every turn, the RLX carves through s-shaped asphalt like a scalpel-wielding surgeon late for his tee off time. The RLX model’s electrically-assisted power steering feels direct and precise and the 6-speed automatic transmission is responsive and quick to pick the right gear when extra throttle is administered. But it’s the RLX model’s P-AWS coupled with the Agile Handling Assist (it uses active braking to help keep the RLX traveling on the intended path) that really gives this big sedan its moves. A front double wishbone suspension and multi-link rear suspension setup fits this car perfectly, allowing us to tear around corners on an enclosed track with abilities previously known only to Acura’s legendary sport coupe, the NSX.

Other Cars to Consider

BMW 5 Series: The 5 Series isn’t as roomy inside as the RLX and its ride tends be a bit on the stiff side. However, the rear-drive 5 Series still feels a bit more agile in the curves and it can be had with a manual transmission and V8 engine.

Audi A6: Although the A6 isn’t as powerful as the RLX and its suspension feels somewhat softer, the A6 model’s interior outshines the RLX, as does its exterior styling.

Infiniti M37: A nicely equipped M37 costs about the same as the RLX with the Advanced Package and offers more hp but worse fuel economy. The M model’s color palate is rather drab and its rear seat is not as accommodating as in the RLX.

Bottom Line

It’s not an incredible car handling experience but it is a sophisticated and satisfying driving experience. The Krell stereo is truly world class and the use of LED headlights is ground-breaking indeed. The RL is looking for a strong model identity and this is a step in the right direction.

Specifications

• Base price: $49,345
• Price as tested: $61,345
• Powertrain: Naturally aspirated direct-injection 3.5-liter SOHC 60-degree V6 with variable valve timing and lift and variable cylinder management; six-speed automatic transmission with manual-shift mode; front-wheel drive
• Horsepower/torque: 310 hp at 6,500 rpm; 272 pound-feet at 4,500 rpm
• Length/weight: 196.1 inches/3,997 pounds
• Wheelbase: 112.2 inches
• 0-60 mph: 7 seconds
• EPA fuel economy: 20/31/24 mpg, city/highway/combined
• Cargo capacity: 15.1 cubic feet (with Krell audio and Advance package)
• MSRP: $54,450 (base)

Pros:

• The “sport” aspect of this crossover stands out with a nice, tight suspension
• The panoramic roof spans an impressive length of the roof, providing sunlight to both the front and back seats.
• The Outlander Sport boasts a nice stance, looking like it’s prepared for virtually any conditions with aesthetic cues from the iconic Evolution line of rally bred street cars

Cons:

• Underwhelming power – rated at 143hp, but not until 6000rpm.
• The Outlander Sport seems to be plagued by hard plastics and bland designs giving it a cheap interior feel
• Raked rear window and tiny cargo space limits usable volume

“One day. Two Crossovers. Five Guinness World Records.”
I admit to being fully intrigued the first time I saw the commercial for the new Mitsubishi Outlander Sport. Clearly Mitsubishi was having fun with this marketing campaign, but the underlying message that I heard was that this is going to be an exciting, sporty, compact SUV that packs enough performance to make the driving experience stimulating.

With Mitsubishi’s main rival Subaru finding much success with its practical, go-everywhere Forester, it was only a matter of time before Mitsubishi would try to resurrect the Outlander, its competent but much overlooked small SUV. The Outlander Sport hit the media airwaves with a splash, boasting performance that would be comparable to the sportiest crossovers on the market. But is this enough to convince buyers to try a relatively unknown model in this competitive automotive segment?

Driving Impressions

The time I spent in an Evo X last year boosted my respect for Mitsubishi. I knew they made great cars, and the Evo is an icon among enthusiasts. It ended up living up to the hype that was built around it. Coming off my Evo experience, I had high hopes for the Outlander Sport.

Walking around the car, I was thinking, not bad… Sporty angles, nice stance, Evo-esque front end. I climbed in and surveyed my surroundings quickly. Navigation system, proximity key, comfy seats, paddle shifters, huge panoramic glass roof. All good signs that told me that this could be a fun test. It had all the relevant, functional features that you would expect from a $27,575 SUV, including Bluetooth, full front and side airbags, heated seats, and steering wheel controls.

It wasn’t until I started the car and stepped on the gas pedal when reality started to set in. The 2.0 liter MIVEC engine produces 143 horsepower, but not until 6,000 RPM. The continuously variable transmission has 6 preset gear ratios and sporty looking paddle shifters to activate them, but the transmission shifts well before 6,000 RPM. It seems that someone forgot the Sport part of Outlander Sport, at least when it comes to acceleration.

Handling was another story. The suspension seemed well tuned for the younger generation demographic that Mitsubishi is targeting. It’s tight, somewhat firmly sprung, but well damped, providing a decent handling, highly maneuverable feel. The short wheelbase helped to make this a very easy car to drive around town and in tight parking lots. Even on long road trips, I didn’t find the Outlander Sport to be too uncomfortable. I never squirmed in my seat, and I never felt the jolt of bad roads. Overall, the handling was the bright spot.

Hype: Stellar Cosmetics, GT Grunt
Gripes: Clunky Door Slam, Distracting Wide View Ext. Mirrors

Front to back, here are the significant features of the “base” Boss 302:

• New aero package to reduce lift
• A completely revised 444-horsepower engine with unique head castings, different exhaust valves and exhaust-side cams, upgraded internal materials in the valvetrain and pistons, and a long-tube custom runner intake drawing on Ford’s Daytona Prototype experience
• The “Brembo package” found as an option on the 5.0 and supplied standard on the GT500 is here as well, upgraded with specific brake pads by Performance Friction and special brake lines for improved pedal feel
• Stiffer springs surrounding five-position adjustable shock absorbers, and a bigger rear swaybar
• Three-way adjustable electric power steering
• A second set of exhaust pipes exiting to the sides to reduce backpressure and terrify anybody who happens to be in the same tunnel as a Boss 302
• Nineteen-inch wheels with Pirelli P-Zero tires

That’s a long list of revisions, and they’re all important to the Boss mission of “balanced performance.” But as we climb the sixteen-percent grade of a Monterey canyon road, it’s the monstrous engine that makes its presence most immediately known. This car is too fast for all but the most gnarled back roads, reaching effortlessly into the triple digits between corners and pulling relentlessly from three grand all the way to the 7,500 rpm soft rev limiter. No factory ponycar has ever offered this kind of pace in these conditions — only Ford’s own 2011 aluminum-block GT500 can even mount a challenge.

After just a few miles of observing this car’s ability to warp time and space, we back off the throttle and relax. As good as the brakes are, they really aren’t up to the challenge of endless ABS-cycling high-speed entries down long, steep hills. It would take Corvette-ZR1-sized platters to dissipate that kind of heat, but this is a car that costs less than a base ‘Vette. Time to back off — and we’ve made the right choice, as the local police have woken up to the fact that there are a dozen Mustangs with side-facing exhausts racing around the area. We’d better find a place where this kind of power can be safely uncorked.

Compared to the Sibling: The Ford Mustang GT
Mustang enthusiasts have had more special editions to choose from than Baskin Robbins has flavors. Every year Ford or Shelby float new and tasty variations of this quintessential ponycar. One of the best packages in the car’s 49 year history is the California Special version of the Mustang GT. This package, which carries a surcharge of $1,995, substantially changes the look of the GT by adding faux side scoops behind the doors, a pair of working black air vents atop the hood, a pedestal rear spoiler, and ever-so-subtly faded hood stripes which match equally unobtrusive “GT/CS” side stripes. This economic package also includes unique black billet upper and lower grill bars highlighted by a tri-star pony badge, special front splitter with fog lights, and unique rear diffuser and badging.

Ford continues the custom motif inside, with model specific lettered floor mats, special front seats with Miko suede inserts and logo-embossed head rests, and a distinctive silver “GT/CS” inscription on the faux carbon fiber dash board. In the Sterling Gray Metallic shade of our test vehicle, these filigrees looked distinctive without being garish. A final pedigree is provided by black enameled, silver machined “GT” inscribed alloy rims (19” x 8.5”) bearing beefy Pirelli P Zero Nero competition tires measuring 245/45ZR19. The rims and rubber did wonders for both the looks and the handling.

This test GT/CS harnessed the 5.0 liter V-8’s 412hp to a 6-speed automatic ($1,195 extra) which includes, for the first time, a SelectShift Manual Mode. To engage this feature, you must first move the floor-mounted stick fully rearward into the Manual gate, then make your up and downshifts using a rocker switch appended to the left side of the shift knob. Due to the small size and remote placement of this switch, manual selections are difficult to make. This super sporty Mustang deserves paddles on the steering column, or at the very least, a bump stick for manual shifts. Given that the standard 6-speed manual is such a pleasure to operate, you’d be well advised to save the grand plus you’ll spend for the SelectShift automatic.

Because Ford equipped this particular GT with a 3.15:1 rear axle ratio, it returned 20 MPG in mixed driving. This is excellent mileage for such a powerful V-8, but I would have gladly forsaken a couple of MPG for better low end performance, by equipping the GT with a 3.37, 3.55 or 3.73 limited slip rear end ratio. All of these are available at no extra cost, and with any of them, the improvement in acceleration is remarkable.

Even with its gearbox and rear end limitations, the GT/CS Mustang is still a total blast to drive. You can hang the rear end out like a NASCAR star, because the sticky Pirellis always save the day. The fat rimmed steering wheel’s electric power assist provides accurate information about tire placement and adhesion. Although you can deselect traction control at will, the system is so well engineered that you never need to override this safety net to enjoy maximum performance. Above all else, the Mustang GT is a driver’s car. With GT/CS enhancements, it looks enough like a Kal Kustom to make you George Barris. In reality, though, this GT costs just $40,230.

43 years ago, Ford produced a limited run of 1968 California Special Mustangs (complete with faux side scoops) that have become cult cars in the collector market. There’s absolutely every reason to believe the exact same fate awaits this excellent reincarnation.

2013 Ford Mustang Boss 302

• Standard Engine 5.0L V8
• Standard Transmission 6 Speed Manual
• Cylinders 8
• Horsepower @RPM 444@7400
• Fuel Economy Cty/Hwy 15/26
• Combined Fuel Economy 19
• Engine and Transmission: 5.0 V-8/6M
• skidpad 0.89 g.
• 1/4 mile 12.92 sec.
• 0-60 4.7 sec.
• 1/4 mile 112.47 mph.
• Star Rating: 9 Stars out of 10

SPECIFICATIONS
2013 Hyundai Veloster Turbo

Base Price $ 21,950
Price As Tested $ 25,320
Engine Type turbocharged and intercooled DOHC
16-valve inline 4-cylinder, aluminum
alloy block and head, direct fuel
injection, and continuously-variable
cam phasing
Engine Size 1.6 liters / 98 cu. in.
Horsepower 201 @ 6000 rpm
Torque (lb-ft) 195 @ 1750 rpm
Transmission 6-speed manual
Wheelbase / Length 104.3 in. / 167.3 in.
Curb Weight est 2900 lbs.
Pounds Per Horsepower 14.4
Fuel Capacity 13.2 gal.
Fuel Requirement 87 octane unleaded regular gasoline
Tires 215/40R18 85V Kumho Solus KH25 m+s
Brakes, front/rear vented disc / solid disc,
ABS, EBD, ESC, VSM, TCS standard
Suspension, front/rear independent MacPherson strut /
torsion beam axle
Drivetrain transverse front engine,
front wheel drive

PERFORMANCE
EPA Fuel Economy – miles per gallon
city / highway 24 / 35
0 to 60 mph 6.6 sec

For: Third door, Brilliant seating front and rear, Neat looks, Modern electronics and ergonomics
Against: Handling is not as refined as European counterparts

PERFORMANCE: Add 63 horsepower and 72 lb-ft of torque with the turbo and consider the regular Veloster completes the vision of this creative design. Here, a twin-scroll turbo gives most of the advantages of twin turbos on a four-cylinder engine with less weight and complexity. An intercooler keeps the intake charge denser, improving efficiency and power. A motor-driven electric waste gate allows precise boost control. Direct fuel injection allows a higher compression ratio than otherwise without ill effects — and this high specific output (125.6 bhp/liter) turbo engine makes its power on unleaded regular, not premium, gasoline. Maximum horsepower is 201, at 6000 rpm. That takes care of the top end. At the bottom, maximum torque is 195 lb-ft, at a low 1750 rpm. For best performance, though, keep revs above 3000. No lag at all then. There’s no real need to go above 6000, as there is plenty of urge in that wide sweet spot. Good shift linkage and well-chosen gear ratios add to the pleasure factor.

RIDE AND HANDLING: Perhaps surprisingly, the Turbo’s suspension is identical to that of the regular Veloster. With independent MacPherson struts in front and a torsion beam axle in the rear, it’s tuned moderately firmly, for a good real-world balance of comfort and cornering power. Response is improved by a quicker steering ratio. The ride can be a bit choppy on poor surfaces. So when pushed to the limit on twisty mountain roads, this is not quite as refined or as pleasurable as the new Mini Cooper Turbo or the Volvo C30. Turn-in is not great either as the car tends to oversteer. But it does remain flat through the corners and it can get uphill quite fast.. And when it comes time to squeeze into a tight parking space or garage, the Veloster will fit with ease.

Other than that shortfall, the Veloster is an ingenious package, with a third door on the passenger side that allows 2 adults to clamber into the surprisingly roomy rear seat. Mazda developed their RX-8 along similar lines, but unlike the RX-8’s tomb-like and airless back seat, the Veloster is designed to accommodate real people. If you intend to carry passengers in the back seat, be sure to order your Veloster with the $2,000 optional “Style Package,” which includes a “Panoramic Sunroof” that extends from the windshield header all the way back to the rear seats. This giant greenhouse really opens up what would otherwise be a claustrophobic interior. In addition, back seaters get to enjoy lounge slouch seating, and an extended upper rear window that sheds even more light on their seating position.

In addition to the extended sunroof, the Style Package also includes 18 alloy wheels shod with surprisingly sticky Kumho Solus KH25 mud and snow rated tires measuring 215/40R18 front and rear. These Kumhos enhance the agile Veloster’s nimble handling. If you want to dress up the exterior appearance of the alloy wheels, you can spend another $2,000 to purchase the “Tech Package” upgrade, which adds startling body color inserts to the 5 spokes of each alloy wheel. The Tech package also includes backup warning sensors, a 7 inch Navigation screen complete with rearview camera, and keyless entry and starting. Even with all the bells and whistles the Veloster, base priced at $17,300, carried a bottom line of just $21,300.

Up front, the sports seats are superb. They fit your body’s contours so closely that you’d swear they were molded individually to your form. The door panels feature oversize grab handles that make closure a pleasure rather than a chore. The entire dash is laid out with the same kind of felicitous practicality, from the thickened grab surfaces at 10 and 2 o’clock on the steering wheel, to the large central HVAC knob that takes care of everything you need for climate control.

The Veloster represents a delightful departure from the norm in terms of appearance, design and usefulness. From the outside, its stunningly different architecture makes heads swivel, especially if you fit those alloys with body color spokes. From the inside, the sensible approach to passenger and space packaging makes you wonder why no one’s done this third door trick as successfully as Hyundai has here. If the lethargic performance of the present drivetrain is a stumbling block to purchase, be advised that a turbo motor is on the way, but still a year off. But if looking fast is more important to you than actually going fast, beat it down to your Hyundai dealer right now, because there’s already a lot to like here.

Hypes: Dynamic driving experience, Honda Goes Green with “ Earth Dreams Technology”
Gripes: Sheeps clothing will disuade the ideal driver for this car

This car is fast. One could call it a BMW or INfiniti and the person behind the wheel will not be disappointed. It is just an exhilirating drivng experience in an unexpected package. The power and flexibility of this engine is impressive and the chassis can handle it. So color us impressed.

I spent most of my week in the new Accord driving around like a demented octogenarian with my right turn signal perpetually blinking to indicate a turn I never took. What, you may ask, prompted this bit of imbecility? Honda’s new feature called LaneWatch. If you flick your right turn signal on, an incredibly clear, continuous picture of the road adjacent and behind your Accord displays itself in full color on an 8 inch i-MID (Intelligent Multi Information Display) screen on the dash. The LaneWatch camera, mounted beneath the passenger side exterior rear view mirror, affords a mesmerizing view of the world gone by. It’s like watching a newsreel of your travel unfold at the instant it’s happening. Of course, Honda provides it, not as entertainment, but rather as a useful safety device to keep you informed of traffic patterns and help you avoid collisions when changing lanes.

What I didn’t realize until after my week in the Accord was nearly up: you can simply depress a button on the end of the turn signal stalk to activate LaneWatch without signaling for a right turn. I’m not sure why there was no provision for a left side LaneWatch, but as it stands the right side only monitor is one of the most udeful safety advances devised in the last decade. But it’s just one hors d’oervre in the tasty feast that Honda has whipped up for the 2013 Accord banquet. For a base price of $25,405, the EX offers a lot of family sedan for the money.

Starting under the hood, you’ll find a willing performer in the gas miser 2.4 liter inline four. Direct Injection is new for 2013, an improvement that ups horsepower to 185hp (from last year’s 178), and torque to 181 lb.-ft. (from 161). Even when saddled with the vagaries of the belted CVT automatic gearbox, the Accord jumps smartly to attention when prodded with the accelerator. If you select Sport Mode from the floor mounted CVT lever, the Accord picks up an instant 1000rpm which eases passing anxiety considerably. This velocity increase is unfortunately accompanied by a hellish racket from the intake and exhaust systems that underlines just how hard the four banger is straining to get the job done. You will be thrilled at the mileage, however, which pays off with an overall combined rating of 30MPG.

For a family sedan with four full-size doors, and a spacious and comfortable back seat, backroad handling is beyond respectable. Throw the EX into a series of bends, and you’ll be amazed at just how well balanced and competent the twin anti-roll bar equipped suspension system is. The new Accord corners flat. Information passed through the steering wheel is accurate and encyclopedic. To look at the wheel and tire fitment – which consists of 7.5” x 17” alloys rims mounting all-season Michelin MXMV4 215/55R17 tires – you wouldn’t give the EX much of a chance of success on a twisty road. The truth, however, is just the opposite. On a light traffic, mid-week run from Mill Valley to Point Reyes Station, this Honda proved itself to be agile, quick and confidence-inspiring. The steering wheel could do with a thicker rim, and the front seats are deficient in side bolstering. But the chassis dynamics are spot-on.

This is the 9th version of the Accord that Honda has offered in the 30 years they’ve been building this model in the USA. While it may look little different from version 8, it is deceptively improved. Lighter and dimensionally smaller on the outside, the new EX is inexplicably more spacious in terms of headroom and shoulder room on the inside. If you’re looking for a sedan in the mid-$20K range, you need to consider this latest Honda before making any final decision.

Specifications
VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 2-door coupe
PRICE AS TESTED: $33,140 (base price: $31,140)
ENGINE TYPE: SOHC 24-valve V-6, aluminum block and heads, port fuel injection
Displacement: 212 cu in, 3471 cc
Power: 278 hp @ 6200 rpm
Torque: 252 lb-ft @ 4900 rpm
TRANSMISSION: 6-speed manual
DIMENSIONS:
Wheelbase: 107.3 in
Length: 189.2 in
Width: 72.8 in Height: 56.5 in
Curb weight: 3399 lb
C/D TEST RESULTS:
Zero to 60 mph: 5.6 sec