By David Colman

For: : Lithe Lines, IKEA Interior, Wheel-spinning Power
Against: Touchy Clutch Tip-in, Nil Rear Seat Headroom

Volvo’s been down this road before. Forty years ago, they took their 2 seat sports car, the P1800, added 2+2 seating, station wagon storage accessible through a hatchback, and called the result the P1800ES. They resurrected that once successful formula by bringing the C30 to market several years ago. In 2012 form, the C30 has matured into a very handsome, useful and affordable hatchback. Volvo’s frequent forays into worldwide sedan racing have yielded dividends in refashioning the C30’s aerodynamic contours. These racing program refinements, called “R-Design” tricks, contribute new front and rear spoilers as well the honeycomb front grill. With the help of this trim package, the C30 presents one of the loveliest silhouettes on the road. Its appearance is as memorable as that of the P1800ES was in its day.

Let’s get acquainted with the C30 by climbing aboard for a test hop. You’ll need to drop down and in because the C30 is only 57 inches tall. Immediately impressive is the R-Design two-tone look of the interior, with front and rear seat cushions split into dazzling black and cream segments. Flop into the deep front buckets, and they feel even more supportive than they look. But if you’re climbing into the back seat, the drill is more complicated, First, use the handy seat-top button to slide the front seat forward. Then tilt the front seatback forward, push the safety harness aside, duck your head way down, and twist yourself into one of the two rear seats. Once ensconced back there, you’ll love the lounge chair seating position, and appreciate the big window next to your head, but rue the lack of headroom due to the C30’s sloped roofline.

The rest of the interior appointments befit the cleanly sculpted R-Design exterior. The cockpit fixtures remind you of a trip to an IKEA showroom, where good design is raised to a sensible and practical art form. Op-Art patterning embosses the swatches of anodized aluminum trimming the door tops and center stack. Metallic blue instrument faces mimic the dials of a chronograph wristwatch. The center stack, made from extruded aluminum, is a simple pillar of beauty, with all HVAC and stereo knobs conveniently laid out, rather than sequestered from view as is the rage these days.

The performance of the C30 is in keeping with its straightforward appearance. The transversely-mounted, in-line 5 cylinder engine, which is both intercooled and turbocharged, lights off with a twist of the plastic proboscis on the stubby key. You’ll need to keep the revs up as you move off from a standing start, though, as the motor wants to stall when you first dump the clutch. From then on, however, the silky 5 makes enough torque down low in the rev range to incite appreciable torque steer in this front-wheel-driver if you prod the accelerator in the middle of a turn. Our test C30 featured R-tuned suspension, plus sticky 18 inch Pirelli P Zero Nero tires (225/45R18) mounted on anthracite 5-spoke R-Design alloys. This combination of suspension/tire/wheel endows the petite sportback with a plush ride, enough shock travel to soak up potholes, yet sufficient stability to scorch tight turns with aplomb.

In its $35,000 price range, the C30 with R-Design refinements is well worth the entry fee. It will really transport 4 adults if needed, but serves primarily as a 2 seat sports sedan featuring high performance limits plus enough storage space to pass itself off as your family sedan.

2012 Volvo C30 T5 2-Door Hatchback

• Engine: 2.5 Liter In-Line DOHC 5, Intercooled and Turbocharged
• Horsepower: 227hp at 5,000 rpm
• Torque: 236 lb.-ft. at 1,500 – 5,000 rpm
• Fuel Consumption: 21 MPG City/29 MPG Highway
• Price as Tested: $35,720
• Star Rating: 9 out of 10 Stars

By David Colman

For: Practical, Affordable, Made in USA
Against: Limited Side Vision

The best way to learn about a car’s aerodynamic efficiency is to wash it by hand. Does your sponge snag on trim? Does the car’s shape shed water or retain it? When I finished washing and drying this nifty little Buick sedan, I was impressed by the unimpeded flow of its skin, the cleanly sculpted face it presents to the wind. Good mileage figures (21 MPG City/32 MPG Highway), as well as a sepulchrally quiet interior, bear testament to the efficacy of the Verano’s air management program.

A lot of keen features belie the Verano’s bargain basement price of $25,965. Cabin furnishings head the list of surprises, with leather trim, dual zone climate control, express window lefts at all 4 doors, and 3-month free XM Satellite Radio subscription, all making for driving satisfaction. Best of all, the Verano, which is based on Chevy’s Cruze platform, uses a superior engine unavailable in the Cruze. That would be Buick’s Ecotec 2.4 liter, 4-cylinder unit good for 180hp. Coupled to its standard 6-speed automatic, this engine provides quietly adequate motivation under all circumstances. Leave the floor mounted stick in Drive, and the Verano will putter around town in high gear while returning excellent mileage. But if the sporty mood overtakes you, slap the stick into its manual gate and tap it backwards for downshifts, forward for upshifts. Buick doesn’t give you steering wheel paddles, but their absence is moot because the floor shift method works so dependably.

The standard equipment, 9 Speaker, Premium Bose Audio system really knocks out the tunes, with duplicate controls for mode and volume available on the spokes of the steering wheel, on the face of the dash, and via a 7 inch color touch screen that also serves to monitor cabin temperature. Three stage heated front seats make for cozy winter driving. Seat design is handsome and comfortable. Full sized rear doors ease access to the back seats, which conveniently fold flat when extra storage space is needed. The rear windows drop into the doors with less than an inch of glass exposed when down. Even the rear windows feature express up control.

Driving the Verano is pleasurable. It handles succinctly, with slightly over boosted steering feedback, and a larger turning radius than you might expect from such a diminutive package. But when you press it hard on sequential curves, its 18 inch “Machine Faced Alloys” and Continental ContiProContact (235/45R18) tires prove ready to tackle the twisties. Without making a bravura show of its competence, this Buick’s handling is nevertheless resolute and predictable. In the very wet week that I spent with the Verano, its impeccable handling never let me down or surprised me even once.

This Buick has but one notable drawback. What used to be called windwings or vent windows have long since departed the automotive scene. It fact, it was Buick’s parent outfit, GM that introduced the Wraparound Windshield back in the 1950s. But that lesson of expanded frontal vision eluded the Verano’s designers, because they’ve seen fit to provide tiny windwing like panes behind each A-post. A supplemental strut aft of these panes contains the rear view mirror on its outer side, and an air vent on its inner face. All this busywork means you can’t see squat when looking to your immediate left front. In fact I almost clobbered a car I never saw thanks to this far-from-Wraparound Windshield.

But once you become acclimated to this admittedly annoying idiosyncrasy, the Verano provides an eminently livable and affordable solution to your family transportation needs. If there’s any doubt this is a Buick, just look for the vestigial portholes chromed into the back corners of the hood.

2012 Buick Verano FWD 1SL

• Engine: 2.4 liter DOHC inline 4
• Horsepower: 180hp
• Fuel Consumption: 21 MPG City/32 MPG Highway
• Price as Tested: $27,175
• Star Rating: 8.5 out of 10 Stars

By David Colman

For: Understated Good Looks, Practicality, Road Burner
Against: Weenie-looking Brake Discs Revealed by 19” Rotor Wheels

For German manufacturers, the most important racing championship in the world is the DTM. In English, that acronym translates into “German Touring Car Championship,” and every win in this series bestows bragging rights on the company that finishes first. For years now, the winning company has been Audi, and the winning car has been the A4. After spending a week in a well optioned A4, it’s not hard to see why this model wins the DTM so often, over fierce competition from Mercedes, Opel, and now, BMW. A properly equipped A4 is one of the best sports sedans in the world, and also one of the most affordable.

Over the years, the A4 has grown marginally in size, to the point where it’s now nearly as large as its bigger brother, the A6, once was. With an overall length of 185” and a wheelbase of 110” the A4 serves well as a 5 passenger sedan, with enough trunk space and interior room to keep all occupants happy on long trips. Given its 16.9 gallon tank, and highway mileage of 31 MPG, the A4 is capable of traveling over 500 miles between refills. If your A4 is equipped like our test car, you will relish every one of those miles. Let’s start with the base price of just $33,300. That buy-in gets you the base powerplant, a 2.0 liter, turbocharged in-line 4 cylinder motor that produces enough horsepower (211hp) and more than enough torque (258 lb.-ft.) to cope with any driving need. The base package also includes an ultra slick-shifting 6-speed manual gearbox, with well-defined gates between gears, well-chosen gear ratios, and an easily modulated clutch that makes choosing a gear a joy rather than a chore.

But you’ll want to enhance your A4 experience with the $9,500 optional “Prestige model” group, which includes 3 auto-dimming rear view mirrors, a driver information center with trip computer, heated front seats with memory settings, split/folding rear seatbacks, adaptive xenon front lights with LED daytime display, remote keyfob actuation, audible rear parking sensors, and a killer Bang & Olufsen sound system. Tack on another $1,250 for the sporty S-line package that adds stunning “Rotor” design 5-spoke 19” alloy wheels, special leather and Alcantara seat dressage, and slick brushed aluminum swaths on the doors, dash and center console. On top of those choices, be sure and check the box for the Sport Package, which embellishes the front seats with 4-way power lumbar adjustment, and adds a perfectly designed 3-spoke S-line steering wheel to the mix. Most importantly, the Sport Package revises the suspension geometry with stiffer springs and shocks. At just $750, this addition is the most compelling buy on the order form.

If you order your A4 as outlined above, you will park in your driveway the choicest German sports sedan you can imagine. Use it to take the family on a long trip down Interstate 5 to LA, and you’ll be thrilled with its economical aptitude for long distance cruising. Or if you’re a devotee of the DTM, put this A4 to the use for which it was designed: back road burning par excellence. The S-line A4 is really all about perfect balance. The sports suspension, the Rotor alloys, and their 255/35ZR19 ContiSportContact 3 tires can come to grips with anything a curvy road can throw at them. The quattro all-wheel-drive system, with its sporty 40% front/60% rear bias, gives you enough latitude to toss the A4 around like a sports car, yet steps in to save your bacon when you lose adhesion. The super fat power and torque bands afforded by the turbo motor mean you’re never at a loss for grunt. All in all, the A4, with the proper equipment added, is a heavenly gift for the sporting driver with family requirements.

2012 Audi A4 2.0 Sedan

• Engine: 2.0 liter, in-line 4, turbocharged
• Horsepower: 211hp @ 4,300-6,000rpm
• Torque: 258 lb.-ft. @ 1,500-4,200rpm
• Fuel Consumption: 21 MPG City/31 MPG Highway
• Price as Tested: $45,675
• Star Rating: 9.5 out of 10 Stars

By David Colman

For: Luxo Cockpit, Huge Torque, Precise Handling
Against: Beats Every Prius to the Pump

I’ve got shocking news for all you homegrown Mopar fans. Ask me if the new R/T’s “got a Hemi in it?” and my answer will be “Si” because the 5.7 liter, 370hp Hemi comes from Mexico. The 5-speed automatic gearbox it’s attached to comes from Germany, “Ja.” And the assembly point for this all-American muscle car? Why, Brampton, Ontario, Canada, “eyh.” Oh yes, for the record, let’s not forget that Italy’s Fiat now owns Dodge, “grazie.” Make no mistake, the Charger R/T is still a primo muscle car, but heritage and inspiration aside, the USA no longer counts quite so heavily in the build equation.

The Charger enjoyed a styling renaissance in 2011, when new sheet metal gave it a scowling catfish face, flame surfaced flanks, and LED head and taillight clusters. All these revisions appeal to the nasty and the Narcissistic in us alike. The latest iteration of the Charger is visually compelling, especially in R/T form, with massive 20 inch alloys completing the Tonka Toy look. For 2012, Dodge has finished the makeover by redoing the interior with a very satisfying combination of expensive looking leathers, suedes and surface treatments that remove Charger from the airport rental fleet and elevate it to the exotic loan portfolio.

More importantly, the Hemi Charger is a blast to drive. Tromp the loud pedal and this beefy beast explodes with massive forward thrust. No need to downshift, ever, unless you want to savor the experience of swapping cogs. The Hemi makes enough torque in any speed range to get the job done right now with nothing more than the automatic kickdown that occurs whenever you floor the accelerator. The Charger is such a stout runner that police forces across the US are selecting it as their interceptor of choice, now that Ford has stopped producing the Crown Victoria. You can even order one with all wheel drive, but the handling of the rear-wheel-drive Charger R/T is so well balanced that you’ll never need AWD unless you live in the snow belt.

To maximize your Charger’s agility and civility, you’ll also need to order the $4,000, 29R option group entitled Road & Track. No, you don’t get a subscription to the magazine. What you do get, however, makes the Hemi work harder and the cockpit feel better. The motor receives a more efficient black box called a “High Speed Engine Controller,” and a “Customer Selectable Sport Mode” for increased engine, gearbox and suspension responsiveness. The R/T package also installs a 3.06:1 differential gear, paddle shifters on the steering wheel, and a set of Goodyear’s Eagle F1 245/45R20 rubber mounted on massive “Chrome-Clad” 20” alloy rims. Guild the lily by equipping your Charger with the $400 optional Super Track Pak, which not only stiffens the suspension but also quickens the steering ratio. The R/T and Track Pak options convert the Charger into a serious road burner, with handling taut enough, and steering feel responsive enough, to take maximum advantage of that wonderful Hemi under the hood.

Additionally, the R/T group also elevates interior fit and finish to levels previously unseen in mainline Dodge products. The fat-rimmed steering wheel is heated. The Sport Leather front seats feature suede inserts for extra grip, and both are ventilated and heated. The commodious second row seats are also heated. Even the beverage holders in the central armrest are both chilled and warmed. In every way from appearance to practicality, this interior bends over backwards to meet and exceed your every request. The Charger is such a fine performing family sedan that we were ever so reluctant to part with it when our test week expired.

2012 Dodge Charger R/T Road & Track

• Engine: 5.7 liter OHV HEMI with VVT and FUEL SAVER
• Horsepower: 370hp
• Torque: 395 lb.-ft.
• Fuel Consumption: 16 MPG City/25 MPG Highway
• Price as Tested: $37,935
• Star Rating: 9 out of 10 Stars

By David Colman

For: Hard-Edged Driver’s Package
Against: Goofy Top-Down Trunk Space

Even in Vibrant Red, Infiniti’s G37 Convertible looks innocuous enough to be confused with other low boiling point drop tops like Chrysler’s 200, VW’s Eos and Volvo’s C70. But unlike that trio of rather lethargic performers, the G is more wolf than sheep because it’s based on the Nissan 370Z, its hereditary brother. Thus, when you’re feeling the urge to crank on the speed, the G Convertible is more than up to the task because it shares its 3.7 liter V6 with Nissan’s ultra-quick 2-seat Z car. The G’s standard 7-speed automatic gearbox insures there’s a cog for every situation. Finding the right one is as easy as blipping the elephant-ear sized magnesium paddles fitted to the steering column (not the wheel), or popping the floor-mounted stick fore and aft. When dropping down a gear, you’ll instantly slot into the appropriate lower gear set, thanks to rev-matching throttle blips provided automatically on each downshift.

Click here to view the embedded video.

If you opt for the $1,700 Sport Package, 19 inch alloys replace the standard 18 inch wheels. Ultra-sticky Bridgestone RE050A tires (225/45R19 front, 245/40R19 rear) mounted on smoked chrome 19 inch alloys afford excellent bite when cornering hard. Sport brakes and sport-tuned steering further elevate the driving experience. Although the G remains softly suspended for a comfortable ride, the extra body roll in switchback maneuvers never seems to detract from grip level at the Bridgestones’ contact patches. When pressed hard, the normally benevolent G morphs into a surprisingly adept back road tiger. Just be sure to deactivate the Traction Control System (TCS) via a dash-mounted button, located rather inconveniently out of sight left and below the steering column. Otherwise the TCS nanny will interrupt your progress at the most inopportune moments.

The G’s strong suit, however, is neither speed nor cutting edge styling. If you seek the ultimate in performance and revolutionary aero tweaks, look to Infiniti’s IPL line for fulfillment. The G, on the other hand is designed primarily for user comfort. Both front seats are heated and 8-way adjustable, with Bose speakers fitted to the headrests. The steering wheel both tilts and telescopes, and both heated outside mirrors fold for parking convenience. When the 3-piece folding top is raised, the G is as silent and noise-free as a fixed coupe. Drop the roof, and your convertible comfort is equally assured thanks to the draft-free design of the cockpit. If you seek even more protection from the elements with the top dropped, simply roll all 4 side windows up for a sunroof effect.

If you travel any distance with the G, however, you’ll want that hard top erect to allow use of modest storage space in the trunk. Because once you retract the top, most of that space becomes a receptacle for the roof. In top down mode, you’re left with a laughable trunk measuring 32 inches wide by 5 inches deep by 8 inches high. This slot is barely big enough to mail a letter. The trunk lid itself, fitted with all manner of heavy hinges to accommodate the roof mechanism, also weighs enough to make lifting it a repeat annoyance.

So if you want a folding Infiniti hardtop convertible, be prepared to pay the price in practicality. Aside from that warning, the package wears well on a daily basis. When the roof is stowed, the G’s lithesome shape is particularly pleasant to observe. The cockpit wears well, with plush seats and easy entry/egress scoring high on the comfort scale. The satin finish to the snarling drivetrain adds a devilish dimension to the G’s otherwise benign character that will suit the sporting driver to a T. Or a G.

2012 Infiniti G Convertible

• Engine: 3.7 liter DOHC 24-Valve V6 with VVEL
• Horsepower: 325hp
• Torque: 267 lb.-ft.
• Fuel Consumption: 17 MPG City/25 MPH Highway
• Price as Tested: $56,035
• Star Rating: 8 out of 10 Stars

Pros

• Spacious cabin
• Good on-demand V6 power and smooth Continuously Variable Transmission system
• One-touch power sliding doors and lift gate
• Distinct styling sets it apart from the competition

Cons

• Distinct styling is not for everyone
• Distance between rear captain’s chairs too wide to attend to baby
• Only one screen for the rear seat passengers

Click here to view the embedded video.

Let’s play word association- I say sexy, you say…soccer moms? If that was the first thought that entered your mind, then do I have a vehicle for you. Nissan has introduced the new 2011 Quest with bold styling that sets it apart from the rest of the box-on-wheels crowd. I can’t tell you how many looks I got in the local high school parking lot last weekend. When one speaks of minivans these days, the Honda Odyssey, the Chrysler Town & Country/Dodge Grand Caravan and the Toyota Sienna come to mind. Rarely does the Nissan Quest enter the fray. That’s probably due to the fact that the previous Quests were less than popular with American buyers.

The first- and second-generation Nissan Quest/Mercury Villager were actually distinctively styled and featured innovative features like sliding rear seats, but they were not in the same league as the competition of the time. The third generation (2004-2009) was actually a big improvement, growing in size and was styled in Nissan’s San Diego-based Nissan Design America (NDA) studio to go after an upscale female audience. That minivan gave the 1996 Ford Taurus a run for its money for having the most oval central stack console ever found in an automobile.

The 2011 Nissan Quest, however, represents a departure from the past. Instead of being designed just for the North American market, this Quest is based on the Japan Domestic Market (JDM) Nissan Elgrand. It’s been Americanized in a few areas, most noticeably in growing in width to suit American tastes. But it retains the tall beltline of JDM minivans.

Driving Impressions

So, I jumped into the Nissan Quest, well actually, slid into the cushy leather 8-way power driver’s seat. I engaged the Sport mode, and floored the gas pedal. Oh wait, who am I kidding here, there is no Sport mode on the Nissan Quest. It has a CVT for god’s sake.

What it does have going for it, though, is that workhorse 3.5-liter V6 found in many other Nissan and Infiniti models. In the Quest the V6 is tuned to produce 260 HP at 6,000 RPM and 240 lb.-ft. of torque at 4,400 RPM. So I floored the accelerator and…to my delight, the Quest actually moved! The CVT is actually really smooth and was good at matching engine rpms to the way I stepped on the accelerator. 0 to 60 was…well, let’s just say that there was no problem getting to 60 MPH.

The Quest felt really smooth and solid on the road, with minimal road noise and acceptable wind noise on the freeway. The suspensions is soft, to say the least, and is very capable of glossing over bumps in the road. That being said, I don’t recommend driving the Quest over speed bumps at over 35 MPH. Just trust me on this one. Overall the Quest drove like a…van.

Just like sedans, minivans have grown in size in America. The new Quest drove like the Chevy Astro van that I used to drive for a job in college, and that Astro was no minivan. Parking the Quest was a bit of a challenge in my garage and I had a hard time with tight parking spots at work. The rear view camera is a must (standard on the SV trim and above), since there’s no way you can see behind you in this machine.

Styling

If you’ve decided to shop for a minivan, styling is obviously an important factor for you. Therefore read this section very, very carefully. The new Quest will definitely set you apart from the crowd of minivans in the Safeway parking lot. Not in the same way the lightning bolt beltline on the new Honda Odyssey sets you apart, but the Quest sure looks distinctive next to the other minivans on the market.

As previously mentioned, the 2011 Nissan Quest is based on a JDM minivan, which as a genre manages to look narrow, tall and from the third moon of Saturn. While that design philosophy may be perfect for those tight alleyways in Tokyo, in the US it may backfire on you. Although Nissan increased the JDM Elgrand’s width when making the Quest, the beltline on the Quest is still extremely high compared to competition like the Toyota Sienna and Honda Odyssey. This means the Quest has a shorter greenhouse and a lot of metal real estate underneath the windows, which makes the Quest look tall.

The rear door and glass of the Quest is almost vertical, another departure from the rest of the minivan crowd. The Quest’s front end also manages to look different from all other minivans out there. I’m not sure how I feel about it, actually. I hope lots of moms and dads will love it, for Nissan’s sake.

By David Colman

For: Third door, Brilliant seating front and rear, Neat looks
Against: Down on power, Goofy gearing

Don’t confuse Veloster with Velocity. The newest Hyundai has plenty of attributes, but speed isn’t one of them. The shortfall in the urge department can be traced to the engine’s modest horsepower, compounded by poor gear ratio selection. The direct injection, 1.6 liter straight 4 makes 138hp, and more importantly, just 128 lb.-ft. of torque at a screaming 4,850rpm. So you need to wring the Veloster’s neck to get it motivated. But the 6-speed manual transmission in our test car had a very short first gear, which was all done at 31mph. When you upshifted to the much taller second gear (good for 58mph), the little coupe fell flat on its face because engine revolutions dropped precipitously, from 6,000rpm to just 3,500rpm. Ironically, despite the fact that Hyundai gives you six gears, 5th and 6th are so close together that when you shift from one to the other at 70mph, engine speed only varies by 400rpm. Clearly, some ratio rearrangement needs to take place in the manual transmission in order to extract better performance in the lower gears.

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.

2012 Hyundai Veloster

• Engine: 1.6 liter DOHC, 16 Valve, Direct Injection inline 4
• Horsepower: 138hp at 6,300rpm
• Torque: 123 lb.-ft. at 4,850rpm
• Fuel Consumption: 28 MPG City/40 MPG Highway
• Price as Tested: $21,300
• Star Rating: 7.5 out of 10 Stars

Dan’s 2012 Hyundai Veloster Review and Video »

By David Colman

For: Stand Alone Looks, Opulent Front Cabin
Against: Bus-Like Steering,  Wheel Position

In contrast to their family-sized SUV, the X5, BMW considers the X6 to be a “personal” sports ute, meaning it’s designed primarily for two, with a nod to accommodating four in a pinch. You can thank the X6’ severely sloping roofline for the reduction in passenger (and cargo) carrying capacity. That fastback roof is not the only feature that differentiates the X6 from the X5. The X6 also sells for a substantially higher premium than its more utilitarian stablemate. Base price for the X6 we tested is $58,900, versus $48,095 for a comparable 3.0 liter turbocharged X5.

Of course, $58,095 is just the starting point for the X6, because you’ll want to personalize your ride with a host of pricey options. Ours had the following extras appended to its bottom line: Cold Weather Package for $750, Premium Package (Rear View Camera, Keyless Entry, 4-Zone Climate Control, Navigation) for $3,500, Premium Sound Package for $1,500, Sport Package (Adaptive Drive, 19 inch Alloys) for $4,600, Multi-Contour Seats for $950, and Technology Package (Auto Hi-Beams, Side View Camera and Head-Up Display) for $1,700. Throw in a few less consequential extras like a Space Saver Spare ($150) and Running Boards ($300) and you’vegot yourself a $73,825 vehicle.

Click here to view the embedded video.

Let’s take a look at the options and decide which ones can be eliminated. The most expensive is the $4,600 Sport Package. After all, who wouldn’t want the sportiest BMW on the block? Normally, I’d be the first one to sign up for higher performance, but not this time. The “Adaptive Drive” system activates with the touch of a button on the center console. The system remembers your preference for Sport or Normal mode even after you restart the X6, so there’s no need to reset the switch each time you start your SUV. But the Sport setting, which stiffens the suspension and quickens the shifts, also instantly saddles the X6 with such heavy steering feedback that you’d swear you were driving a truck without power assist. Even on the Normal setting, steering feedback is sluggish. So dump this expensive option group, save $4,600, and use some of the savings to buy an aftermarket set of 19 inch alloys.

The 2-way power glass sunroof is standard on the X6. It maximizes interior light, but you won’t want to run with it in the open position when the side windows are up because the drumming is louder than a fife corps. The rear doors are abbreviated in height so you’ll need to duck your head to clamber aboard. Once seated back there, anyone over 5’8” tall will be rubbing the anthracite headliner. The rear hatch can be opened automatically with the key fob or via a button on the dash. Liftover is high, so you’ll need to raise baggage above your waist prior to sliding it into the X6. Both rear seats fold flat enough to allow insertion of a mountain bike through the rear hatch.

The strong suit of the X6 is its quick and efficient 6 cylinder engine which produces plenty of accelerative snap thanks to an intercooled turbocharger. The 8-speed Sport Automatic transmission squeezes every last bit of juice out of the direct fuel injection motor. Steering wheel mounted paddles allow you to swap cogs at will once you’ve positioned the idiosyncratic floor lever in the manual override gate. BMW has devised an interlock which prevents you from driving off with the parking brake engaged. If you select Drive with the brake on, the gearbox automatically reverts to Park. This is an intelligent upgrade. Not so useful is when the same override kicks in with a door open. There are numerous reasons why you might want to maneuver your BMW with a door cracked open, but the X6 refuses to acknowledge them.

The X6 is a high-powered, responsive SUV that looks like nothing else on the road, so if appearance trumps practicality than by all means buy one. If, however, you’d like to maximize carrying capacity and cargo space, select the virtually identical X5 instead.

2012 BMW X6 xDrive 35i

• Engine: 3.0 liter DOHC, 24 Valve inline 6, intercooled and turbocharged
• Horsepower: 300hp
• Torque: 300 lb.-ft.
• Fuel Consumption: 16 MPG City/ 23 MPG Highway
• Price as Tested: $73,825
• Star Rating: 7 out of 10 Stars

By David Colman

For: Efficient engine, Loaded with expensive interior features
Against: Zoom-Zoom free zone

Mazda bills itself as the “Zoom-Zoom” car company, with such tag lines as “Always the soul of a sports car” and “At Mazda, we believe if it’s not worth driving it’s not worth buying.” The company’s biggest selling model, the Mazda3, in the newly available Skyactiv form we tested, leaves plenty more room for zoom. If this hatchback hides the soul of a sports car, its location is a mystery.

Granted, Mazda offers the Mazdaspeed3 for dedicated sporting enthusiasts. This delightful pocket rocket boasts 263hp from its turbocharged 2.3 liter engine. But what about the 155hp engine in our test Mazda3? On paper, the new SKYACTIV-G formula looks good, with super high compression ratio (12:1), 4 into 2 into 1 exhaust, and special anti-knock design measures. But the 2 liter, four cylinder engine simply doesn’t produce enough urge to make this Mazda fun to drive. Is it worth sacrificing performance for stupendous mileage? The SKYACTIV engine returns 28 MPG in city driving, and 39 MPG on the highway, but it does so at the cost of indifferent straight line performance. Step on the throttle in any of the 6 gears provided and the Mazda3 responds with a disconcerting lack of action. If acceleration is important, order your 3 with an available 2.5 liter, 167hp engine, or opt for the Mazdaspeed3.

For those of you unconcerned by such shortfalls in advertising promise, the Mazda3 5 Door GT is an otherwise pleasant excursion into practical motoring. You can carry 5 adults in the airy and spacious cabin. The two up front find themselves lounging in comfort unheard of in this price class. Both front seats have 5 position rheostats for heating, and both are finished in glove leather. The driver’s seat features 8-way power adjustment, and the leather wrapped steering wheel telescopes and pivots through a full range of travel. The Grand Touring package also includes a small Navigation screen, a 265 watt Bose Surroundsound system, and Bluetooth phone connection. For a car costing just $22,800, the amenity li st is surprisingly well padded and complete.

From a space utilization standpoint, the Mazda3 can function as a mini pickup truck if you fold the 60/40 split rear seatbacks flat, and load bulky items through the sizeable rear cargo door. Loading passengers is eased as well, thanks to four full size doors, and enough wiggle room inside the car’s 103.9 inch wheelbase to allocate sprawling legroom front and rear. If you opt for the 4 door sedan over the 5 door hatchback, you get an extra 3.5 inches of overall length, but wheelbase remains the same on both models.

It’s hard to devine Mazda’s race track heritage from the hatchback’s handling traits. Understeer is pronounced, the body tends to pitch noticeably on tight curves, and the tread compound of the Bridsgestone Turanza R400 tires (205/55R16) is designed for high mileage and fuel economy rather than adhesion. If you’re interested in pumping up the handling profile, select the optional 205/50R17 tires and wheels, which will reduce sidewall flex and increase tread bite.

Over the least 7 years, Mazda has sold more than 3 million Mazda3s. The reason for this continued sales success is the availability of a model for every niche, at a price point that defies credibility. In the $22,000 range, most manufacturers are offering their most basic models without enhancements of any kind. To find a car in this class that standardizes such features as heated seats, navigation, Bluetooth and Bose acoustics seems like a far fetched dream. If you’re not a performance freak, you’ll find plenty else to love in the Mazda3 5 Door.

2012 Mazda 5 Door Grand Touring SKYACTIV

• Engine: 2.0 liter direct injection inline 4 with SKYACTIV-G Technology
• Horsepower: 155 at 6,000rpm
• Torque: 148 lb.-ft. at 4,100rpm
• Fuel Consumption: 28 MPG City/39 MPG Highway
• Price as Tested: $24,995
• Star Rating: 7.5 out of 10 Stars

By David Colman

For: Epic Redesign, New Sporting Tack for MB
Against: Steering Wheel Obscures Speedo, Imprecise Throttle Tip-In From Standing Start

Historically, Mercedes products have enjoyed genetic markers that distinguish the brand. Bank vault construction, sumptuous seats and Baroque trim flourishes are descriptors that come to mind. Even blindfolded, you could climb into any Mercedes and tell that you weren’t in a BMW or a Lexus. But along with the Mercedes positives tagged a number of negatives, like weightiness, complexity, and dulled reflexes that drove potential customers into competitors’ showrooms. Mercedes has answered many of those issues by redesigning their C Class Coupe for 2012.

From the outside, the new Coupe is distinguished by the deftness of its visual language. Mercedes stylists have concocted a benchmark treat, with swooping roofline and crisp flank creases emphasizing the car’s low 55.8 inch height. There’s a delicacy inherent in the new coupe’s design that has been absent from Mercedes products since the SL 230 debuted nearly half a century ago. The lighter touch is also evident once you slip inside the cabin. The standard front sports seats are less monumental than before, more cosseting than ever. Though reduced in visual mass, the driver’s seat offers 10-way power adjustment, 4 modes of lumbar support, and 3 memory settings (for seat, mirror and steering wheel position).

In keeping with the airiness of the Coupe’s redesign, the standard Panorama Sunroof adds immeasurably to the livability of the interior. It stretches from the windshield header nearly to the rear window frame. The front portion slides back or tilts open, while the rear part remains fixed. From the outside, the black glass expanse adds dynamic interest to the lines of the Coupe by visually diminishing height. From the inside, the Panorama Sunroof is a breezeless delight when open, a welcome window when closed.

Although you may select a number of engine options for the Coupe, from a 201hp inline-4 to a 481hp V8, the 302hp V-6 in our test car provides a perfect compromise between decent urge and good fuel economy (19 MPG City/28 MPG Highway). One reason for the immediate snap of the V-6 is the standard 7-speed Driver Adaptive Automatic Transmission, which keeps the relatively small displacement 3.5 liter engine in the sweet spot of its power range at all times. You can rely on the gearbox to kick down to a lower gear without hesitation when you need passing power. But I enjoyed selecting the manual setting from the floor mounted lever, and assuming shift duties via the paddle-equipped steering wheel.

Be sure to purchase the optional “315 Advanced Agility Package” which consists of 18 inch twin-spoke AMG alloy wheels shod with Continental’s latest SportContact 3 tires (225/35R18 front, 255/35R18 rear), shift paddles on the steering wheel (left side for upshifts, right side for downshifts), and heightened feedback steering that Mercedes calls “Parameter Steering.” This 315 Package is a stellar deal at $1,400, converting the Coupe into a real driver’s machine.

Your first clue about the Coupe’s morphed personality comes when you settle behind its redesigned steering wheel. It now sports a flat bottom, and sculpted, perforated leather grips at 9 and 12 o’clock. These grips are severely indented like the fluted handholds invented 30 years ago by Emerson Fittipaldi for his line of aftermarket “Fitti” steering wheels. Finding this ergonomic brilliance on a production Mercedes comes as something of a shock, but indicates that this company is no longer willing to settle for stodgy in a world of super sporty competitors.

2012 Mercedes-Benz C350

• Engine: 3.5 liter DOHC, 24-Valve V-6
• Horsepower: 302hp
• Torque: 273 lb.-ft.
• Fuel Consumption: 19 MPG City/28 MPG Highway
• Price as Tested: $50,835
• Star Rating: 9 out of 10 Stars