Pros:

• Luxury features
• Notable gas mileage
• Affordable price

Cons:

• Mushy handling
• Sluggish acceleration

The Altima, assembled in Tennessee, is one of Nissan’s best selling cars in North America and provides some touches of luxury in a firmly positioned mid-size car. New for 2012 is the Value Package, available for the Altima 2.5 S model, which includes a Bluetooth® Hands-free phone system, automatic on/off headlights, leather-wrapped steering wheel with steering-wheel-mounted audio controls, a HomeLink® Universal Transceiver, and passenger-side front-window one-touch auto-up/down.

Our tester for this review is the Altima 2.5 S with Nissan’s Xtronic CVT® (Continuously Variable Transmission) and includes features such as Nissan Intelligent Key®, push button ignition, AM/FM/AUX input 6-speaker audio system, driver and front-passenger seatback map pockets, driver’s footrest finisher, power windows with driver side one-touch auto up/down and more.

Driving Impressions
The Altima provides the basic service of getting from point A to point B in an unassuming fashion. The styling does not stand out, either to distinguish the car with flair or aggression, but rather blends into the wallpaper of family sedans on the market. However, the real impact of the Altima lies with the goodies inside. Nissan has offered several features that are normally seen on cars that retail for thousands more.

Keyless entry with push button start means you never have to take the key out of your pocket. Solid Bluetooth integration means you don’t have to dig out an annoying ear piece to comply with hands-free state driving laws. Choosing the Convenience and Convenience Plus packages gets you automatic temperature control and headlights, which means that you don’t have to monitor and mess with the lights and climate controls as you travel between points A and B. Along with a sunroof and telescoping steering wheel, you can experience many of the luxury features common on BMW, Lexus or Cadillac. Unfortunately, the illusion of luxury fades once you shift out of park.

The Altima’s 2.5-liter engine paired with the Xtronic CVT®  produces 175hp and will get you on the freeway onramps, but is not enough to create a sense of driving excitement. Similarly, the handling does keep the car on the road and pointed in the right direction, but does not match the more nimble turning of the more popular Honda Accord and Toyota Camry. While neither the Accord nor Camry have sport suspensions, they do provide a better driving experience compared to the mushy handling on the Altima. On a positive note, the conservatively powered engine delivers very solid gas mileage. With an EPA estimate of 23 mpg in the city and 32 mpg on the highway, we recorded 28 mpg combined after our week with the Altima.

Drivers who prefer a little more “ooomph” to their mid-size, 5-person, 4-door carriage can opt for the 3.5-liter 24-valve DOHC V6 rated at 270 horsepower and 258 lb-ft of torque. The V6 version — known as the 3.5 SR — comes standard with a sport-tuned suspension that trades some ride comfort for sharper handling, making this Altima feel more like a sport sedan than a family sedan.

Pros:

• V6 engine that performs like a V8
• All-wheel drive delivers acceleration and confidence
• Advanced technology for the latest bells and whistles

Cons:

• Restricted visibility
• Some advanced technology was awkward and/or confusing

For this review, I had the unusual pleasure of testing a 2011 Lincoln MKT AWD on a snowy weekend trip up to Tahoe. What better way to test the cruising capabilities, the all-wheel drive for stability, and hauling capacity to pack a family for a ski vacation?

Driving Impressions

The new Lincoln MKT is a luxury crossover that blends the advantages of both the more agile handling sedan with the power and interior room of a full SUV. With the stretched styling, I found myself thinking of the MKT as the next generation station wagon – and I really mean next generation. The MKT should not suffer from any of the stigmas attached to the 70’s automotive icon. It really delivers on the promise of good handling, roominess and loads of cutting edge technology that elevates to an entirely new plane of existence. And the MKT introduced me to my favorite new road trip feature- adaptive cruise control.

Driving between the San Francisco Bay Area and the Tahoe Lake recreation area is a crowded trip any time of year, any time of the day. Even though it’s potentially a four hour trip, the road congestion makes it a reliable five hours of speeding up, slowing down and changing lanes. The idea of using standard cruise control is a useless exercise in hitting the set, cancel, and resume buttons. However, with adaptive cruise control, the car automatically adjusts speed to maintain a set distance between you and the next car. You can easily cycle through to select a short, standard or long distance cushion depending on your speed and aggressiveness.

While not exclusive to the MKT or even to Lincoln, adaptive cruise control is representative of the loads of technology in this crossover to simplify every possible way of interacting with the car. For example, every SUV that I’ve tested with a 3rd row seat has created a mini-MENSA test to move the 2nd row seat out of the way for loading passengers. In the case of Kia Borrego I reviewed, I simply gave up trying to figure it out. On the MKT, this issue is solved with the push of a button that automatically folds the 2nd seat and moves it out of the way.

While all the powered movement was nice, the technology that will impress your friends is the infotainment system. I had doubts when I saw that this system was based on the new Microsoft SYNC (c) platform, given my experience with their computer operating systems and the very thick manual devoted to this subsystem. While it certainly did have its unique and sometimes awkward interface, on the whole it worked well. It felt more like I was dealing with my laptop than a car, though.

By Peter Newton

Driving Impressions: 2011 Audi A4 2.0 TFSI Quattro Tiptronic Sedan

Pros:

• Swift and sure-footed
• Powerful yet sophisticated driving- and design!
• Above average technology integration

Cons:

• Few and far between (and relatively minor)
• Functional, but basic Navigation system
• Narrow trunk limits what it can store

Competitors in the luxury sport car segment vie to provide what I consider the perfect car: a powerful and stylish coach loaded with creature comforts, yet compact and nimble to provide a thrilling ride. They are small enough to offer tight handling, yet roomy enough to fit four adults. The BMW 3-series has ruled this segment in the US market recently, fending off challenges from Lexus, Mercedes, Infinity, Cadillac, and Acura. Audi’s new A4 looks like a strong contender on paper, but can it deliver the goods?

Driving Impressions
I had the pleasure of testing out the 2011 Audi A4 quattro with the premium plus package, which provided most of the common luxury features for cars in this segment: heated seats, Bluetooth phone connection, iPod integration, Xenon headlights and the like. The Navigation package, Bang & Olufsen and 18 inch wheels brought the sticker price for this model up to a tidy $42,750, which is quite reasonable when compared to its competition. So the car has the goods in the luxury department, but the real test is how it performs on the road. I am glad to report that A4 aces the road exam, with a 211 horsepower turbo-charged engine that can push you back in your seat while the all-wheel drive system keeps the car glued to the road. The engineers at Audi have indeed built a well-rounded sedan that delivers power with control and elegance with ease of use. BMW has good reason to be concerned.

Build
Audi has maintained a reputation for quality construction and this A4 continues that heritage. The leather stitching was consistent and clean, the seams straight and smooth. The seat leather felt rather robust and thick, which made me wonder if this was the highest quality leather Audi offered. It didn’t have the supple smoothness of the other seats I’ve seen, as if they selected a lower grade to skimp a little on the costs. They were still nicely built – and heated, too! – so it’s a small nit to pick. Another surface that caught my eye as out of place was the steering wheel horn pad. The airbag cover seemed to consist of some rather common plastic vinyl, which felt out of place to me. The vast majority of the material in the interior reflected the high quality brand Audi pushes, so these are the most minor of complaints.

Interior Comfort and Ergonomics
As mentioned above, the Audi A4 had almost all of the features you would expect in a luxury sports car. One of the high points for the A4 was the excellent iPod integration. I was able to surf my play lists and manage my songs faster using the Audi knobs and buttons than the Apple wheel and clicks. That says a lot when a car company can beat a consumer electronics company known for intuitive controls! I was able to set up shuffle play, skip songs, jump to other play lists with a click or a twist or a button. The only flaw was that it didn’t seem to remember some of my settings when I turned off the engine. The iPod integration was the best part of the command control system, which overall provided a usable interface to manage all the computer functions.

Entering a destination into the navigation system was tedious, but nobody has done a stellar job on that front. Another high point in the interior was the intelligent guidance on the rear view camera while in reverse. The navigation screen flips to the rear view camera and provides guidance lines on where the car will go depending on how the steering wheel is pointed. While this isn’t a new feature, Audi does it better than others.

Finally, I am still impressed by the controls for the sun roof- easy, simple and fast to open it, close it, or pop it up. As for room, the A4 provides a spacious cabin for a sports car. The rear seat is far more accommodating than the Infiniti G37and easily accommodates a six-foot adult.

The trunk is also quite deep, but a bit narrow. You could fit two bags of golf clubs or a lot of luggage. However, if you have a tee time for four, borrow an SUV from someone else in the group, as you’d have a hard time accommodating four sets of golf clubs.

(Continued on page 2)

By Peter Newton

Pros:

• Elegant and stylish
• Loaded with every possible luxury amenity
• Spacious and comfortable cabin
• Superior driving experience for highway cruising

Cons:

• Very complex to operate
• Underpowered and heavy

Mercedes-Benz is one of the best known automotive brands in the world and can claim to be the oldest automotive brand that is still active. In the US, owning a Mercedes has long been a mark of success, showing that you have arrived in the world. A few years ago, however, the shine on the distinctive three-prong star has been a bit tarnished by some manufacturing quality issues and a user control interface for the onboard computer that has was panned in the automotive press. Mercedes is known for their strong engineering strengths and historically sound quality, so I expected the cars to bounce back to their former glory. With a chance to review the S400 Hybrid, I looked forward to see how they had recovered from those mishaps as well as see how they had embraced the new environmentally green movement with a hybrid luxury car.

Driving Impressions
I drove a beautiful white 2010 S400 Hybrid, the “green” offering in the exclusive S-class sedans. The S-class series are not the most expensive line of Mercedes cars, but they are the largest sedan they sell and the prices are lofty to match. The S400 is at the bottom of the S-class series and clocks in at about $111,000. What do you get for that? A big car loaded with luxuries. I bring this up now as it relates directly with the driving experience.

The S400 is a big, heavy car, coming in at 4,390 pounds! That’s heavier than my Acura MDX! This baby is built for cruising down the autobahn with style and elegance. I enjoyed taking it on the California highways, which have speed limits but still allow for some high speed motoring. The stability and comfort that the S400 surpasses any of the cars I’ve driven, making long distance driving something to look forward to. I would relish the opportunity to drive from San Francisco to LA and back, just to cruise down the road with this supremely confident coach.

With some disappointment, I have to admit that highway motoring was the peak of the driving experience for the S400. With a fuel efficient V-6 delivering only 295 horses, the very size and solidness that gave it such a nice ride on the freeway weighs it down during city driving. To be sure, the ride is still very nice – comfortable, stable, and elegant. However, it does not have the power to really put you back in your seat as I’d expect out of a luxury sedan. I suspect that to hit the MPG targets, the power was dialed back, leaving a driving experience that is comfortable, but not exciting.

Build
Mercedes seems to have worked out any quality issues they had a few years ago. Everything on my S400 looked flawless. Leather and burled walnut covered the cockpit in a beautiful sea of tans, browns with flecks of black for accent. The doors were suitably heavy and provided a good solid ‘chunk’. I didn’t test the trunk heft, as it had a button for a powered close which I couldn’t resist using time and time again, with flawless results.

Interior Comfort and Ergonomics
The design ethic for the S-class sedans must run somewhere along the lines of “Make it as comfortable as possible”. Everything about the interior of this car spoke to a desire to pamper the occupants. From fully adjustable seats in both the front and rear, including four memory settings for a quick return to a passenger’s ideal configuration, to folding rear sun shade to knock down the bright sunlight, the S400 is loaded with every luxury possible.

Both the front seats feature massage capabilities, while the rear passengers can enjoy watching DVD movies on the screens built into the front seat headrests, listening on the provided wireless headphones.

Climate control is separate for driver and front passenger and all seats offer both heating and cooling.

This car is loaded with so many features that unfortunately, the engineers have not figured out how to best control all of them. In fact, the main shortfall of the car is the complexity of operation. The owner’s manual is more than 500 pages thick and the provided cheat sheet is 12 panels! At first I thought these guys need better editors to cut out the fluff, but the car is really that complicated.

The manual is a densely written document that plods from feature to feature in boring detail, sharing just the basic facts- no fluff whatsoever. I spent several hours reading it just to make sure I could turn on the head lights correctly. Turns out I didn’t have to worry – the lights are automatic. But I also learned how to control the infrared night vision display for enhanced night visibility, among other things.

Many of the capabilities of the S400 are controlled by the infamous mouse/pointer/selector knob, a.k.a. COMAND Controller, that sits between the driver and the passenger. Having one master knob to control so many features creates a challenge that Mercedes has not figured out- how to do so many different things and make it easy to use. With such a myriad of activities to control, there are layers of menus for even simple tasks. It takes three clicks just to change the radio station! Also, with so much information available but only one screen for display, it is difficult to cycle through the screens to see it.

With the radio stations and the navigation map, along the battery power/gas mileage performance, there were too many screens that I found myself flipping between. There is a very versatile speedometer on the dashboard that includes limited information on several tasks, but it was never enough information for me.

(Continued on page 2)

By Peter Newton

Pros:

• Radio controls integrated into steering wheel (and integrated very well!)
• Bluetooth® phone controls
• iPod support
• XM® Satellite Radio
• Lots of storage compartments
• Elegant trim touches
• Good mileage for gas SUV at 22 mpg

Cons:

• Dated styling
• Uninspired driving
• Acceptable freeway on-ramp power

First Impressions
Over the last decade, Hyundai has made huge strides in improving their reputation for safety and quality. In 2006, they passed Toyota in the JD Powers and Associates quality ranking – a major change for a brand that had once been the poster child for low quality. Note that this was way before Toyota started recalling everything – they used to be the standard for quality! With the better reputation, long warranties and their low prices, Hyundai has grown sales in North America from about 250,000 cars in 2000 to 435,000 in 2009, grabbing share from their established rivals. The biggest part of that success has been the Santa Fe, a crossover SUV that has become commonplace here in import-friendly California. The gist of all of this background is that I was interested to check out the most popular SUV that the up-and-coming Hyundai has to offer.

The 2010 is part of the second generation of this workhorse SUV. However, since the last major overhaul was in 2007, it’s getting time to update this one again. The styling of the Santa Fe is acceptable, but clearly a step behind the recently overhauled 2010 Tucson, which is a smaller and less expensive crossover. The Tucson is far edgier and exciting, making the Santa Fe come off looking behind the times. Walking up to it, I felt the age of the design and expected my time with the Santa Fe would reveal it to have some tweaks on an established platform, but nothing too exciting.

However, opening the door and sliding behind the wheel, I was surprised to find an array of controls integrated into the steering wheel. I’m a big fan of putting stereo controls into the steering wheel, but have usually only found them on much higher end cars. It makes no sense to me why car companies have put so much effort on putting cruise controls on the steering wheel and completely ignore the fact that people adjust their stereo a thousand times more often. Seeing both phone and stereo controls in the Santa Fe brightened my opinion immediately. In addition to the integrated stereo controls, the Santa Fe also comes standard with satellite radio and iPod integration, a surprising touch that I didn’t expect in a base model GLS that I drove.

Hyundai has certainly learned about the American love affair with cup holders and has extended that to all kinds of storage space throughout the SUV. My son loved finding all the “secret compartments” as he called them, including a sizable one below the deck of the rear area. This would make a great place to stow a laptop out of sight. The extra storage was one benefit of not having the third row of seats, which is not available on this model year.

The drive experience of the Santa Fe was as expected for a mainstream SUV – a bit bouncy, but not overly much. For a crossover, it sure felt a lot like a truck. I guess there are some physics you can’t get around and having a heavy vehicle with a high center of gravity will lean and sway like a truck. Hyundai touts the power of the Santa Fe, but I was unimpressed. I was able to merge safely onto several freeway on-ramps, but the Santa Fe lacks the power to really put you back in your seat. The 2.4L 4-cylinder engine cranks out 175 horsepower, but I would think hard about towing a boat in the mountains with this. The 276 hp 3.5L V6, the standard engine in the SE and Limited trims, might be better suited to heavier duty.

That said the most impressive feature of the Santa Fe was the price. I didn’t look at the sticker until after I had checked out the car. For $22,995, the GLS that I drove delivers a lot of value, reliability and features. The faux wood styling in the cabin makes it feel like a much more expensive SUV. With its value, generous list of standard equipment, and impressive safety ratings, I can see why more and more people are selecting a Hyundai as their car or SUV.

2010 Hyundai Santa Fe Photo Gallery	2010 Hyundai Santa Fe Specs
Hyundai Motors America: Cars, Coupes, Sedans, CUVs, Touring – www.hyundaiusa.com

>> Review by Peter N. >> Photographs by Derek Mau

Pros:

• Small, zippy driving experience
• Cool cockpit design
• Good iPod integration
• Low road noise

Cons:

• Ultra-stiff suspension setup
• Small trunk
• No rear leg room

Introduction
I recall on one of my first trips to Europe coming across a Mini Cooper parked in the street. I was awestruck that anyone would sell, let alone buy, such a small car. We took photos of it to prove to our friends how small European cars were. It really lived up to name. This was back in the 80′s, so it was one of the “original” Mini Cooper designs. Ever since BMW re-launched the MINI Cooper line in 2000, I’ve always wanted to see how the brand that builds the ultimate driving machine would recreate an ultra-small British car. As it turns out, just about what you would expect: a small but very sporty car that is simple, but well done.

Driving Impressions
I drove the Cooper S Hardtop, which is only a few thousand more than the basic Cooper Hardtop, but offers a significant boost in horsepower from 118 to 172. Offered at about $22,000, the bill jumped almost 50% with all the nice extras such as leather seats, iPod integration, panoramic sunroof and the full aerodynamic kit. BMW is one of the best in the business with padding the price via the extras and they have continued that tradition with the MINI brand. Regardless, the extras do make ownership more enjoyable for those who can afford them and they are, by definition, optional. They do not improve on or diminish the fun driving experience of what can best be summarized as a zippy little go-kart on steroids.

Build
The Cooper S is a solid little car. The doors have a decent “thunk” and the materials used in the cockpit appeared of high quality. Nothing was overly fancy- even the upgraded leather seats came off feeling pretty basic. They were put together quite well, but with minimal adjustments or padding. The flimsy plastic knobs for the stereo system were the only item that seemed out of place in an otherwise robust interior made from high quality materials. The surprisingly low road noise suggested good design, sufficient noise dampening material, and good construction. The car body showed no imperfections or gaps. The MINI web site offers a virtual tour of the thoroughly modern Oxford, England factory where all MINI’s are built. The place is packed with automated robots spinning, welding, and joining the various body assemblies, as well as laser measuring station that supposedly checks the cars to meet measurement specifications to within the width of a human hair. With all the precision machines used to assemble these cars, I don’t expect many cars would fail that test.

(Continued on page 2)

>> Review by Peter Newton | >> Photos by Derek Mau

Pros

• Taut and controlled handling
• Roomy cargo for a compact car
• Cool-looking LED DRLs
• Just above average Bose sound system

Cons

• Too few controls available on steering wheel
• Sunroof cover did not fully block light
• Trip/car computer non-intuitive
• No iPod integration

Introduction
Audi has long been the forgotten ‘other’ German luxury car brand- known, but frequently ignored. BMW and Mercedes-Benz have long held the premier positions in the pantheon of sports sedans and plush, if agile, country cruisers. Working hard to get out of the shadow of these giants, Audi has tried to show that they are equal or superior than their more popular rivals. This decade, they have had some success by using some pretty cool styling (see the TT) to show how they are different from their two big brothers. Notably, Audi share in the North American market has been increasing in 2009, largely due to their crossover SUV, the Q5 and the A5 coupe, so they have been doing something right. How has that carried over to the A3, their entry-level compact coach?

Driving Impressions
I drove a top of the line 2.0T S-tronic Quattro, loaded with most of the optional packages. They do offer a 3.2T version with an extra 50 horsepower, which would have been nice to try, but I figured 200 horses with a turbo boost should provide some good fun for a small car like the A3. The extras drove the price up to a lofty $40K, but they did push the car into the luxury experience. The Bose sound system delivered a solid, but not exceptional music experience. The heated seats, Bluetooth® support and dual zone climate control were similarly expected on a car in this class. But the real boost came in the sport suspension with magnetic ride. I found that this small car offered some outstanding handling, with either the standard or the sport suspension modes selected. Combined with the minuscule turning radius, this car could challenge the Mini for the best go-kart experience (although it would be the most expensive and luxurious go-kart on the block).

Build
The A3 I tested showed excellent workmanship with no detectable blemishes, either inside or out, thereby holding up the German reputation for quality workmanship. Lots of vinyl accented nicely with brushed aluminum and a fair amount of leather. All in all, it makes for an upscale minimalist décor in the cockpit that would make Dieter proud – severe but functional.

Interior Comfort and Ergonomics
Most of my complaints have to do with the interior of this car. In all fairness, these can all be brushed under the hood of a very fun car to drive, and these are the little annoyances that I would either get used to or drive me to a fast trade-in. The basic controls were all there and easy to understand and access. The steering wheel offers only two embedded wheels to adjust the infotainment system — one for mode and one for volume. While simplicity sounds nice, two knobs were insufficient to really control the stereo systems options, let alone all the satellite stations. I found myself frequently stabbing at the center console controls to get to what I wanted to hear.

The Audi navigation system does provide the basics of navigation, but Audi’s Multi-Media interface (MMI) is similarly too spartan to easily or intuitively use all of the functions. I spent a fair amount of time poking though each screen and still wasn’t able to find all the information I was looking for. As a final note on the infotainment system, I was quite surprised by the lack of iPod integration on this class of car — disappointing to say the least.

The Open Sky sun roof was very cool and does provide an open feeling. When the sun was directly overhead and I wanted complete shade, however, the provided screen cover is only a mesh and unable to fully block the sunlight. The cargo space is sizable compared with most cars in the small-and-fun-to-drive category. There is lots of room to easily carry a bike or other oversize gear that just won’t fit into a BMW 1-series.

Performance
I found the drive on the A3 just slightly disappointing. While the 200 ponies with a turbo boost provide sufficient power to deliver a minor adrenaline rush, they lack the extra force to really put you back in your seat throughout acceleration. Other cars in this luxury segment can and do deliver that extra punch, which takes a slight sheen off of this model. The A3 remains a thrilling driving experience, especially in the sport mode. Gas mileage tanks, but the fun ramps up! And the S-tronic gearbox delivered smooth and rapid downshifting for quick passing acceleration. While in the standard drive mode, the gas mileage is quite respectable, even with my heavy foot. Observed gas mileage was 22 mpg. The ABS with brake assist quickly brought the small car to a complete, if not abrupt stop.

(Continued on page 2)

By Peter N.

Pros:

• Powerful acceleration
• Stable, yet responsive handling
• Excellent fit and finish
• Crisp stereo system

Cons:

• Limited iPod control and information
• Rear seating uncomfortable for three

Introduction
I had written Infiniti off as a brand some time in the 90’s. Their flagship model Q45 was bloated land yacht and their G20 and J30 models were underpowered failures that never made a dent in any luxury brand, Japanese or European. Infiniti couldn’t even beat American luxury cars at a time when Lincoln and Cadillac were everyone’s whipping boys. But things change. Carlos Ghosn became the CEO of parent Nissan in 2001 and brought good change with him, resulting in a turnaround of the entire company. His success has been much praised, but I wondered how much he had done with the Infiniti brand. More of my friends seemed to be driving Infiniti cars. Had Infiniti learned to deliver premium cars?

Driving Impressions
I drove the 2009 Infiniti M45 with the Advance Technology and Sport packages, which provided the car with just above every advanced feature on the market, from adaptive cruise control to rear active steering. The 14-speaker Bose stereo system worked flawlessly to deliver both crisp concertos and booming classic rock. The touch screen navigation system offered intelligent directions and was easily visible and controllable. The 325 horses powering the rear wheels kept things exciting, while a sport tuned suspension and traction control system (TCS) kept it safe. This car had the whole package – power, control, technology and an exciting, yet luxurious ride.

Build
As you would expect in a Japanese luxury car, the M45 offer solid construction with nanometer precision. The entire car conveyed quality manufacturing, from the “chunk” of the door closing to the almost complete lack of road noise when driving. I found no imperfections during my five days with the car. While Nissan has not achieved the legendary reliability that Toyota or Honda has, it is still one of the big three of Japan and has improved its reliability track record this century. My experience leads me to expect the M45 would further Infiniti’s reputation for reliability.

Interior Comfort and Ergonomics
With a sizable cabin, the M45 feels spacious and orderly and delivers a complete luxury experience. The controls and navigation screen are well laid out for easy operation by both the driver and the passenger. Infiniti’s center dash control area differs from most brands by adopting a much flatter angle of presentation. While at first it unsettled me, within a day I came to understand the advantage. Instead of stabbing at buttons with the tips of your fingers, you press the large buttons instead, making it much easier and more comfortable to use. Infiniti has made intelligent use of this large angled surface by covering it with a wide variety of the most frequently used controls. With the myriad of features offered, having lots of buttons simplifies and speeds things up a lot. Even with so many knobs to adjust, the dashboard remains uncluttered. The analog clock in the center of the dash adds a touch of elegance to an otherwise overly digital cockpit.

Compared to the Mercedes-Benz E350, the M45 cockpit feels more substantial, seating the driver lower and surrounding him with information and control. The E350 cockpit feels more open and airy with a larger windshield and better external visibility.

One complaint I had about the M45’s electronics were the paltry controls and sparse track information offered with their iPod integration. It’s something that should be easy to do, so I was surprised they overlooked this increasingly important capability.

I should also mention that while the backseat is comfortably wide enough to accommodate three full adults, the hump seat is quite uncomfortable. The other two rear seats are quite comfortable, so be sure you get a window seat if you’re riding in back.

Performance
What would you expect from a 325 hp V-8? Muscle, and plenty of it. The power plant of the M45 makes the almost two ton vehicle run and dance, providing a surprisingly responsive driving experience. Acceleration at any speed enables the car to jump into any opening on the freeway. Merging or passing become child’s play with this thoroughbred. With Electronic Brake Force Distribution (that’s EBD, not eBFD) enhancing the ABS system, forget trying to skid as bringing the M45 to a stop is done with confidence and control.

Handling
The M45 achieves the fine balance between road feel and ride comfort that vex many a luxury sedan. The M45 delivers the best of both worlds. Bumpy highways and large potholes were smoothed away while the taut suspension kept the car from leaning on fast turns. At high speed, the car remains as stable as a sumo wrestler, yet responds nimbly to changes in direction and speed. The rear active steering and traction control system prevented any slippage, no matter how hard I tried (and believe me I tried!). The M45 will challenge the BMW 5-series for the best luxury handling in a sedan. While both cars deliver excellent driving experiences, the Infiniti shades towards a smoother experience, while the BMW leans towards exact dynamic road feel and feedback. The M45 is a joy to drive, both to experience the raw engine power as well as controlled and precise handling.

(Continued on page 2)

By Peter N.

Pros:

• B I G
• Powerful acceleration
• Nice luxury details (dual zone climate, seat & mirror memory, heated seats)
• Great stereo sound

Cons:

• B I G
• Rough ride
• Fit and finish rivals Detroit, not Japan
• Annoying telescoping steering wheel
• Difficult access to third row

Introduction
Kia, a subsidiary of the aggressively growing Hyundai, has been making in-roads on the North America market with their very affordable cars and SUVs. The bulk of their sales have come from the lower end of the market, where customers have selected Kia cars for the value they offer, balancing decent quality with a low price. With the Borrego, Kia is pushing their price tag up and delivering a much larger SUV. With the economy tanking and a renewed interest in improved gas mileage and green autos, Kia’s push will be interesting to watch. Will it make in-roads against the Toyota Highlander and Honda Pilot? Or the Ford Explorer and Buick Enclave? Or is it the wrong SUV size at the wrong time?

Driving Impressions
I drove a Spicy Red Borrego EX V6 that featured both the premium package and the luxury package, which combined with the navigation system, pushed the price up to a lofty $36,000. All those extra features did elevate the Kia experience a bit, but did not fully cover the impression that this SUV was designed more for a six-pack crowd than the chardonnay set. While the leather seats and dual climate zones were nice, the overall design, fit-and-finish, and driving experience felt as though Kia targeted a more economical buyer and then put some lipstick on it. The Borrego bounced over speed bumps, swayed through turns, and felt every bit of its 4,460 lbs. It does deliver surprising acceleration, powering the Borrego up to speed so fast that I wished I was towing a boat to slow me down. It certainly has the horses to make the most of the uphill passing lanes on the way to Tahoe. But other than its notable power, the Borrego overall seems somewhat less than the sum of its parts.

Build
Even though I had a model with the luxury package, when I slipped behind the wheel, the Borrego struck me as an truck designed in Detroit. The materials used and design of the dashboard reminded more of a regular Ford than a snooty Acura or Lexus. While the workmanship left no complaints – no missing stitches, no gaps in the paneling, no ill-fitting parts – the component design and selection of material fell below my expectations for a luxury SUV. Had the Borrego been simply a mid-market SUV with a great sound system, its performance would have been more matched to my hopes. As a luxury SUV, it falls short. It is a solidly build SUV that gave every impression of being a good workhorse and is backed by one of the better warranties on the market.

Interior Comfort and Ergonomics
The Borrego does big, both outside and inside. With plenty of room, the cavernous interior provides elbow room for everyone. What I found strange, and eventually annoying, in such an already spacious cabin was the automatic telescoping steering wheel. When departing the vehicle, the steering wheel moves towards the dashboard and your seat scoots a bit back.  The process is reversed when you get in. Given that you are climbing into a generously portioned cockpit, what’s the point? Perhaps this is needed for petite drivers that need seat-assisted elevation, but after just a few days I needed to find the switch to turn it off. I understand why such systems are in small and cramped cabins, but the Borrego is anything but.

Soft, heated seats provide for comfortable, long distance driving, and the instrument panel is laid out without surprises. A rear-view camera should have been standard on a family-focused truck of this size, though and while this is an option from Kia, its absence on this review vehicle was noticeable.

Good integration of stereo controls into the steering wheel made controlling the crisp radio system easy and straightforward. The premium package speakers delivered crystal-clear acoustics, especially when paired to a strong satellite signal.

I frequently fault designers for insufficient cargo space, but the Borrego has enough space to double as your storage locker. With deep cargo bays and spacious door bins, the Borrego makes every possible nook and cranny a potential repository for Cheerios, wet wipes, a change of clothes and a few diapers – all at the same time. Entry into the third row is something of a challenge.  I expected to be able to move the second row seat somewhat out of the way, but was not able to decipher the complex protocol needed. Either the controls are not intuitive or it is just poorly designed. As a result, my third row passengers clambered over a folded second row to reach their seats.

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By Peter N.

Pros:

• Road-hugging handling
• Head-turning styling
• Crisp sound system

Cons:

• Minor fit and finish details have room for improvement
• Rear seats not for tall people

Introduction
Mazda has received much praise for their RX line of cars, with the 2003 RX-8 replacing the popular RX-7. As the only major car manufacturer to use a rotary engine, I was interested to see how it performed. Rotary engines inherently offer a compact, comparably lightweight engine, operating at higher RPM that standard piston engines. Did it deliver the same excitement as a V-6 with similar horsepower? Did it deliver zoom-zoom?

Driving Impressions
I tested the new R3 package that is available on the RX-8 for the first time on the 2009 model. The package provides a significant improvement to the suspension as well as sports tires, but also includes a variety of non-driving improvements, not the least of which is a 300 Watt Bose sound system that includes noise-canceling technology. As I put this car through its paces, I felt a bit like Speed Racer driving the Mach 5. Both cars had advanced engines and were loaded with lots of cool gadgetry from Japan. The RX-8 delivers a unique driving experience due to its engine technology that allows the car absolute balance in forward-rear weight distribution. The smaller rotary engine can be placed behind the front axle. Combined with its lighter weight, this placement results in a very maneuverable car that hugs the road. With the six-speed manual transmission in my hand, I caught myself driving like I was trying to beat Racer X.

Build
The build of the RX-8 emerged as one of the weaker elements of the car. While I like the shorter front doors and easy access that the rear suicide doors offer, I found that I sometimes had to repeatedly close the front doors to get a secure fit. I’m not sure if this was poor design or assembly, but it did not offer the reassuring thunk of a solidly built and securely closed door.  Also, there was a rattle on the dashboard plastic that occasionally expressed itself around 40 mph.  A minor issue, but a major irritant for an owner of a brand new car (our test vehicle already had 6,700 miles rolled up by previous journalists). The vast majority of my RX-8 experience did suggest intelligent design and proper assembly, but I found this car behind the competition in build quality.

Interior Comfort and Ergonomics
Like most sports cars, the RX-8 does not offer lots of space in the cabin. However, the instrumentation and controls are for the most part thoughtfully laid out for easy access.The RX-8 dashboard focuses the driver’s attention on the engine by putting the tachometer dead center with the largest indicator. By comparison, speed is indicated with a digital readout that is almost lost within the tachometer face. The center console extends clear to the back seat, but it offers little storage. It does have some nice cup holders for the rear passengers, but I don’t see the back seats being used for any lengthy trips. While I was able to squeeze my six foot frame into the back seat, I’m glad the car was stationary or my head would have taken a beating from the sport suspension. The front Recaro seats, on the other hand, are quite comfortable and deep, holding you in place for any high-g turns. Getting into or out of them presents a challenge, but what performance cockpit is built for comfortable ingress/egress? The stereo was the best I’ve heard in a movable platform – absolutely crisp with plenty of power. A great choice by Mazda.

Performance
The rotary engine offers a significantly different torque curve than the tradition piston engine, with the power band at much higher RPM. Regular performance generally saw the engine above 3,000 RPM, while more robust driving frequently took the engine up to 6,000 RPM, which was still far below redline. A side effect of this higher revving engine was lower observed fuel mileage. With 232 horses, the RX-8 delivers the ‘get-up-and-go’, especially when joined to the 6-speed manual transmission.  Working through the gears made me feel like Speed Racer working around the track – plenty fast and lots of fun.

Handling
The handling is ultimately what will make you buy this car and smile every time you drive it. As mentioned earlier, with the smaller engine placed behind the front axle and the 50-50 weight distribution, the RX-8 handles turns with surprising agility. It pops around corners in complete control, waiting for the next one. It never felt nose heavy or even slightly fish-tailed as the car nimbly danced around every bend in the road. It is simply a joy to drive.

Styling
A strong point for the RX-8, the styling impressed onlookers to the point that they would stop me to ask questions. The muscular hood and wide grill complement the spoiler in the rear and clearly identify this as a sports car. The R3 package does include several design features to increase the aggressiveness, and they are appropriate for the driving this car expects. The swooping wheel fenders and flowing lines reminded me of the graceful lines of Speed Racer’s Mach 5. Both cars were built to race and to look good doing it.

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