2013 INFINITI FX37
BY DAVID COLMAN

You can call the Infiniti G37 the Special Effects model, because of its special engine, gearbox and suspension. Although the FX37 may look like just another SUV, it’s really a Nissan 370Z twice removed. Why twice? Because Infiniti’s G37 sedan is directly descended from the 370Z, while the FX37 is the SUV version of the G37. The fact that Infiniti has applied the numerical designation “37” to rename what was formerly called the FX35 stresses its 370Z/G37-derived engine displacement of 3.7 liters. Virtually the same V-6 powers all 3 vehicles. In FX37 trim, the engine produces 325hp and 267lb.-ft. of torque driving the rear wheels only through a 7-speed automatic gearbox. This sweet gearbox features automatic engine blipping on downshifts to synch rpm with road speed. Although our test FX37 was not equipped with magnesium paddles for steering wheel shifting, they are included in the $2,866 optional “Sport Package” which also provides adjustable shock damping and sport-styled seats.

Even without the fingertip convenience of alloy paddles, the FX37 is still a pleasure to operate in sporting style. The engine is extremely responsive. The gearbox ratios are perfectly calibrated to keep the V-6 in its ample powerband. The suspension and steering remain taut and informative. Helping perfect the responsiveness are a set of 20 inch alloys mounting 265/50VR20 Bridgestone Dueler radials calibrated to maximize traction on pavement. This alloy wheel upgrade is part of a $3,300 optional “Touring Package” that also includes nifty looking quilted leather front and rear seats that are heated and ventilated, plus maple interior trim and aluminum pedals.

One addition you can do without is the $2,950 “Technology Package” which burdens the FX with an annoying set of nanny alerts like “Lane Departure Warning and Prevention” and “Forward Collision Warning” that chirp a concerto of beeps that will drive you to distraction. The problem with the FX37 is that rear vision is abysmally poor thanks to its sloping roof, minuscule rear window, and huge rear C-pillars, and no amount of technology will ever overcome that genetic malady. So do yourself a favor, pass on the Technology package, and vow to turn your head and check your mirrors every time you make a lane change. Luckily, a “Rear View Monitor” is standard fitment, so you can always check the dash displayed image when reversing the FX.

The lines of the FX37 aren’t so much handsome as bulbous. If SUVs could bench press barbells, the FX would be good for 300 pounds easy. Its mega-chrome grill confronts slower traffic like a schoolyard bully. Every stylistic sweep is calculated to emphasize aggression and road dominance. I was amazed at the number of people who meekly surrendered lane position when they saw the FX looming in their mirror. While this Infiniti isn’t quite as intimidating as a police cruiser, its stance renders other motorists submissive.

Once you’re ensconced in its finely detailed cabin, however, you’re hardly aware of that bully pulpit profile. Rather, your every travel need is catered to by this well mannered concierge of the highway. Those box-quilted front seats fit like a throne, while the button festooned dashboard offers so many comfort and entertainment preferences that you’ll spend hours poring over the owner’s manual to learn them all. Of course, the addition of the $4,300 optional “Premium Package” to our test FX’s window sticker added a lot of extra content to an already well-equipped vehicle. This grouping includes an upsized 8 inch VGA color screen on the dash, Hard-Drive Navigation, Voice Recognition, Streaming Audio via Bluetooth, in-dash single CD/DVD player, and slick looking aluminum roof rails. About the only thing not included in the Premium Package is a graduate level seminar in how to make all this technology work for you.

2013 INFINITI FX37
ENGINE: 3.7 liter DOHC, 24 Valve V-6
HORSEPOWER: 325hp
TORQUE: 267lb.-ft.
FUEL CONSUMPTION: 17 MPG City/24 MPG Highway
PRICE AS TESTED: $55,800

HYPES: Runs and Handles like a 370Z
GRIPES: Sharp-Edged Steering Wheel Pad, Poor Rear Vision

STAR RATING: 8.5 Stars Out Of 10

2013 FORD MUSTANG GT CALIFORNIA SPECIAL
BY DAVID COLMAN

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 GT CALIFORNIA SPECIAL
ENGINE: 5.0 liter DOHC 32 Valve V-8
HORSEPOWER: 412hp
TORQUE: 390 lb.-ft.
FUEL CONSUMPTION: 18 MPG City/25 MPG Highway
PRICE AS TESTED: $40.230

HYPES: Stellar Cosmetics, GT Grunt
GRIPES: Clunky Door Slam, Distracting Wide View Ext. Mirrors

STAR RATING: 9 Stars out of 10

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.

HYPES: Stellar Cosmetics, GT Grunt
GRIPES: Clunky Door Slam, Distracting Wide View Ext. Mirrors

STAR RATING: 9 Stars out of 10

2013 Volvo S60 T5
Base Price: $32,645
As-Tested Price: $38,170
Drivetrain: 2.5-liter turbocharged I5; AWD, six-speed automatic
Output: 250 hp @ 5,500 rpm, 266 lb-ft @ 1,800-4,800 rpm
Curb Weight: 3,528 lb
Fuel Economy (EPA City/Highway/Combined): 20/29/23 mpg
AW Observed Fuel Economy: 23.9 mpg

Options: S60 premier package including power glass sunroof, leather seating surfaces, auto-dimming rearview mirror, accessory prep cable, power passenger seat, keyless drive with personal car communicator ($2,200); electronically controlled all-wheel drive with instant traction ($2,000); climate package including heated front seats, interior air quality system, heated windshield washer nozzles ($700); trunk spoiler ($375); 17-inch Njord alloy wheels ($250)

2013 VOLVO S60 T6 AWD R
PRICE AS TESTED: $47,625 (base price: $38,775)
ENGINE TYPE: turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, port fuel injection
Displacement: 180 cu in, 2953 cc
Power: 300 hp @ 5600 rpm
Torque: 325 lb-ft @ 2100 rpm
TRANSMISSION: 6-speed automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 109.3 in Length: 182.2 in
Width: 73.4 in Height: 58.4 in
Curb weight: 3885 lb
PERFORMANCE: NEW
Zero to 60 mph: 6.0 sec

BY DAVID COLMAN

Ever since Ford sold Volvo off to the Chinese several years ago, the Swedish automaker has been having a tough go in the marketplace.  Thankfully, not as bad as Swedish compatriot Saab, which recently declared bankruptcy and closed its doors, but still concerning enough to make marque loyalists fret.  But if the latest S60 R is indicative of Volvo’s future, the company outlook is very bright indeed.  In fact, just as bright as the piercing shade of Rebel Blue that graced our scintillating test car.  If you’re in the market for a 4 place sports sedan, you’ll definitely want to consider the S60 R as a top contender, because it beats the competition from Audi and BMW in almost every department while costing considerably less.

For example, the base price of this twin turbocharged road burner is just $43,900.  Even with the addition of a $2,300 Platinum Package (Navigation, Back-Up Camera) and $700 Cold Weather Package (Heated Front Seats and Washer Nozzles), this Volvo’s out-the door price totaled $48,195.  A comparable BMW 3 Series sedan starts about the same price as the Volvo ($43,150) but by the time you’re finished toting up the laundry list of extras, the BMW costs almost ten grand more than the S60 R.  And in a straight shoot out based on performance, I’d take the Volvo every time.  The “R” branding starts under the hood, where the 3.0 liter six is mounted sideways rather than lengthwise to minimize front overhang.  This long stroke (93.2mm) small bore (82mm) motor is designed to make most of its torque low in the rpm range.  Between 2,100rpm and 4,200rpm, the big six produces 354 lb.-ft. of torque.  This wide rpm spread allows you to access instant power, no matter which gear the Geartronic 6-speed has selected.  Volvo has also upped horsepower output this year from 300 to 325hp at 5,600rpm.

Although the Geartronic system lacks paddle shifts, the console-mounted shift lever features a unique illuminated knob which highlights the range you’ve chosen.  Sport-Mode, activated by moving the lever backwards and left, allows you to select your preferred gear manually.  In practice, however, this manipulation is hardly ever necessary, due to the abundant torque of the R-specification motor.  The S60 is fitted with a unibody steel passenger safety cage, dual stage front seat airbags with anti-whiplash headrests, and side impact head protection for all 4 seats.  All that safety gear is as reassuring as the S60’s exceptional handling.  Volvo has not stinted in supplying the “R” with premium “Sleipner” alloy wheels that look like Cuisineart blades.  Continental provides top notch ContiSportContact 235/40R18) rubber at each corner, and Volvo stiffens the suspension of the “R” to take maximum advantage of the Conti’s mountain goat traction.  This sedan will corner with the best contenders from Germany without giving them an inch advantage.

Saving the best for last, the cockpit of the S60 R is a splendid exercise in Swedish modern design.  Unlike most dashboards, which look like they were cobbled together by 20 different parents, the S60 R control layout looks like one mastermind did the trick.  The fact that almost every surface is matte black makes the Op Art aluminum center stack throb with visual excitement.  It contains just 4 large, simplified knobs which control radio volume, radio tune, and thermostats for driver and passenger.  Like the silver center stack, the boldly delineated “Blue Watch Dial Instrument Cluster” is also startlingly impressive.  Bold, concentric rings of silver and ice blue convert the 8,000rpm tachometer and 160mph speedometer into Swatch-like chronometer faces that are as easy to read as they are refreshing to see.  Volvo designers also supply just enough “R” model designations (front grill, headrests, steering wheel spoke) to this sedan, without resorting to undue braggadocio.  The all-wheel-drive S60 R is an affordable sports sedan for the owner whose ego needs no reinforcement from badging.

2013 VOLVO S60 T6 AWD R

ENGINE:  3.0 liter inline 6, DOHC, Continuous Variable Valve Timing, Twin-Scroll Turbo

HORSEPOWER:  325hp @ 5,600rpm

TORQUE:  354 lb.-ft. @ 2,100rpm-4,200rpm

FUEL CONSUMPTION:  18 MPG City/25 MPG Highway

PRICE AS TESTED:  $48,195

HYPES:  Sleeper Backroad Burner, Quality Fit and Finish

GRIPES:  No Paddles, Tight Back Seat

STAR RATING:  9.5 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.

By David Colman

Hypes: Mileage Champ, Pugnaciously Cute
Gripes: Goofy Dash, Rock Hard Tires, Whiny CVT

If Ford’s C-Max Hybrid represents the future of cars, I’ll start reviewing toasters. This expensive derivative of the $16,995 Focus costs $31,085, weighs a whopping 3,639 pounds, but makes just 141hp in petrol mode or 188hp in combined petrol/electric mode. Saddled with a noisy CVT (Constant Velocity) transmission, the C-Max whines its way laboriously to thrust. The faster you accelerate, the more noise you generate from the drivetrain. It makes you want to plop the C-Max into the slow lane on the freeway and stay there. Although it posts a combined city/highway fuel economy rating of 47 MPG, it will take you a couple of decades before you recoup the $14,000 price difference to a petrol powered baseline Focus.

Ford has reinvented the concept of the dashboard in this car. Instead of providing such essential information as water and oil temperatures, greenie marketing types have installed a plethora of video games designed to challenge your environmental commitment. There’s a “Tutorial” slate from which you can chose such hot topics as “Braking Coach,” which assesses your proficiency at maximizing energy reclaimed through regenerative braking. If you tire of that game, which appears in the left quadrant of the instrument binnacle, you can always scan the video depiction of a tree that occupies the right quadrant. The number of “Efficiency Leaves” dropped by this shrub indicate your level of energy conservation. The fewer leaves and vines you drop, the more efficient your driving. Drop enough leaves and you’ll need to revisit the Braking Coach for a repeat seminar in pedal application. To win all these video games, just park the C-Max and drive something else. Is there anything greener than an undriven car?

With all those video distractions available, driving C-Max is the mobile equivalent of texting on your iPhone while trying to avoid bumping into people on the street. Sure, if you focus clearly enough, you can pay attention to your driving, but it’s too easy to get caught up in the conservation strategies. Ford conscientiously renders most of the Apps inoperable while driving, but there are still enough dash delights to keep your mind occupied by everything but the road ahead.

Block off the video console, and the C-Max provides a satisfying driving experience. The electronically assisted power steering, for example, is precise enough to enable you to clip apexes with impunity. The leather wrapped steering wheel affords a solid grip thanks to two flared paddles at the 10 and 2 positions that give you better leverage when the road throws curve balls at you. The Michelin Energy Saver A/S tires (225/50R17) are surprisingly clingy given their rock-hard 480 treadwear rating. The downside of this rubber choice is the Michelins need to be inflated to 38 PSI. At that pressure, the C-Max bounces its passengers around like toys in a Piñata.

With both rear seats erect, the C-Max provides 25 cubic feet of storage space, Dropping the rear seats increases that number to 45 cubic feet. The $2,215 Equipment Group 302A transforms the interior of the C-Max into a hospitable, luxurious environment by adding a Power Liftgate, Rear View Camera, Premium Audio and Navigation. The diminutive sedan accepts 4 adults graciously, 5 in a pinch, with large enough doors to ease loading and disembarkation.

The C-Max Hybrid looks positively practical when compared to its Plug-In brother, the “C-Max Energi” model, which costs an extra $7,750 and travels just 20 miles before its EV supply dies and its petrol engine kicks in. If you are a confirmed greenie, the C-Max Hybrid makes much more sense the Energi. But if you just like to drive, this pricey Hybrid doesn’t make much sense at all.

2013 Ford C-Max Hybrid

• Engine: 2.0 liter inline 4, 141hp + 118hp AC Motor
• Horsepower: 188hp (Combined)
• Torque: 129 lb.-ft. + 117 lb.-ft.
• Fuel Consumption: 47 MPG City + Highway
• Price as Tested: $31,085
• Star Rating: 6 out of 10 Stars

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

By David Colman

Hypes: Delicious M Sport Line, Best Seats, Planted Handling
Gripes: Auto Start/Stop Perplexing

You can just about buy a brand new Kia Rio for the $11,700 worth of “Options and Additional Charges” that bump the base price of this BMW 335i from $43,150 to $57,595. Ka-Ching starts ringing with the M Sport Line ($3,200), the Cold Weather Package ($950), the Driver Assistance Package ($1,900) and the Technology Package ($3,100). What exactly do you get when you order options that add more than 20 percent to the car’s base price? A delicious looking sedan that is so packed with technology that your lease will expire before you discover all of its myriad secrets.

BMW now relies exclusively on turbocharging to produce exceptional horsepower plus excellent fuel economy. The 335i’s inline 6 cylinder, twin turbocharged engine displaces just 3.0 liters, but produces 300hp while returning 26 MPG in combined city/freeway driving. The direct injection engine benefits from stepless variable valve timing on both intake and exhaust cams to extract every last molecule of energy from the 91 octane fuel BMW recommends for this motor. When you jump on the accelerator to complete a pass or merge with freeway traffic, the 335i instantly kicks down a gear or two (it has 8 of them), then surges seamlessly ahead.

All 335 sedans feature a console-mounted “Driving Dynamics Control” which allows you to select your desired performance level from these options: Eco Pro, Comfort, Sport and Sport Plus. In Eco Pro, the sedan feels somewhat lethargic, with relaxed steering feedback matching a slow reacting throttle. In Comfort, the sedan feels reasonably spry, but when you flip to Sport or Sport Plus, this Bimmer is really ready to boogie. In these Sport modes, the steering becomes heavier but more informative, while throttle response zings into a hyper responsive algorithm that makes you want to lace your driving shoes tighter.

If you seek to extract maximum driving pleasure from your 335i, you’ll definitely want to invest in the $3,200 M Sport Line which pays you a dividend on every curve. Included are a thicker rimmed M Sport steering wheel, aerodynamically refined body cladding, and M-badged alloy wheels measuring 8 x 19 inches front and 8.5 x 19 rear. Bridgestone supplies a set of run-flat Potenza S001 tires sized 225/40R19 front and 255/35R19 rear. These high performance tires work in consort with M suspension components upgraded for sports operation. Even the seats are M-contoured to keep your butt firmly planted during hard cornering. But these Venetian Beige Dakota Leather seats are gratifyingly supportive all the time, not just when you’re carving corners.

The cabin of the 335i is a splendid amalgam of brushed aluminum set off by painted strips that match the car’s lovely exterior shade of Estoril Blue ($550 extra). The spacious cabin serves the touring needs of 4 adults, or 5 in a pinch, supplying the group with ample trunk space and expansive windows. The back seats split and fold to allow pass-through storage of bulky items.

If there’s a single annoying drawback to the 335i experience, it’s BMW’s Auto Start/Stop technology, which kills the engine if you’re stopped while your foot is on the brake pedal. The sedan judders when it turns itself off and again when it refires. You can delete this by pressing a small button located directly above the large Start/Stop button, but the system reverts to “Auto” operation with every new trip. Unfortunately, the delete button is located directly behind both the wiper stalk and the paddle shift, so you can’t see what you’re doing. While waiting for a traffic light to change to green, I mistakenly turned the car off instead of deactivating Auto Start/Stop. It took me so long to get the 335i refired that I missed the green light. The deactivation button needs to be relocated.

This, however, is a minor matter in the grand scheme of things because a fully optioned 335i is a truly a thing of beauty. It’s handsome, comfortable, practical and fast. There’s little more you can ask from a sports sedan, even if you do spend a Kia Rio’s worth of bucks on options.

2013 BMW 335i Sedan

• Engine: 24-Valve, DOHC 3.0 liter inline 6, with Double-VANOS and twin turbos
• Horsepower: 300hp
• Torque: 300 lb.-ft.
• Fuel Consumption: 23 MPG City/33 MPG Highway
• Price as Tested: $57,595
• Star Rating: 9 out of 10 Stars

By David Colman

Hypes: Great Loading, Huge Cargo Area, Nice Finish
Gripes: Needs a V6 and 6 Speeds

Just because this SUV packs loads like a donkey doesn’t mean it has to look like a donkey. With this in mind, Honda last year revamped the uninspiring appearance of its CR-V, turning it into one of the most fetching compact SUVs in a crowded market that includes Chevy’s Equinox, Ford’s Escape, Hyundai’s Tucson, Nissan’s Rogue and Toyota’s RAV4. You can even ice the new cake by selecting the scintillating blue color of our test car – “Mountain Air Metallic.” But the CR-V’s appeal lies deeper than its shimmering paint, plunging side window line or pinched rocker panel. The real beauty of the CR-V is its utterly utilitarian configuration.

When Honda redesigned the CR-V, they dropped the height of the loading floor low enough to simplify insertion of heavy objects through the hatchback. Conversion from 5-seat configuration to 2 seat status could not be any simpler. Open the rear doors, pull up straps attached to lower seat cushions on both sides (split 60/40), then yank straps attached to both rear seat backs. Voila, you have instantly created a sizeable storage locker that is gratifyingly easy to load thanks to its flat, low floor. Even the privacy shade, which can be pulled back to secret items when the rear seats are erect, is spring-loaded and easy to remove or re-install.

Honda has upgraded the interior finish of the CR-V by using a pearlescent plastic insert on the dashboard and door panels that replicates silvered driftwood. It’s a welcome change from the usual dose of phony oak. In fact, the CR-V’s level of standard features is more befitting a $60,000 vehicle than one that lists for $30,295. Leather trims the seats, steering wheel and shift knob, the driver’s seat offers 10-way power adjustment, and both front seats are heated. Equally surprising is the list of technology benefits included as standard: navigation with voice recognition, rear view camera, dual zone climate control, 7-sepaker audio with subwoofer, XM satellite radio (with free 3 month activation), Pandora radio interface, and a 360 degree “conversation” mirror to keep track of your passengers.

While Honda stepped up its revised CR-V in terms of aerodynamics, appearance and luxury, they did little to improve passing power. Granted, the latest 2.4 liter inline 4 is more efficient than the similar displacement engine it replaces, with fuel economy improving to 22 MPG city/30 MPG Highway (from 21/28). But output barely jumps from 180hp to 185hp. In a mini-truck weighing 3,305 lbs., acceleration is still a struggle. The engine feels particularly dead below 3,500rpm, and if you need to complete a pass on slower traffic you’re going to wish Honda offered a V6 engine option in the CR-V. As it stands, tow capacity is just 1,500 lbs.

That’s really a shame, because the handling of this package is exemplary. The all-wheel-drive component monitors wheel slippage and feeds power smoothly to the all season 225/65R17 Bridgestone Dueler tires. It’s easy to keep the CR-V moving at a good clip once you’ve achieved cruising speed. The steering feedback from the electronic power steering is precise enough to let you nip apexes with precision. But if you are stymied by slower traffic, regaining cruise speed can be a problem. At a minimum, this engine would benefit from a 6-speed automatic gearbox rather than the 5-speed Honda has supplied.

Of course, Honda makes no pretext about the CR-V being a sprinter. In reality, it’s still just a pack horse, a drayage donkey that been spiffed up to look more like a thoroughbred. If practicality is what you’re after, the new CR-V will fit your bill spectacularly well. But if you’re looking for that racehorse its new appearance promises, you’ll need to look in a different stable.

2013 Honda CR-V EX-L AWD

• Engine: 2.4 liter inline 4, DOHC, 16 valve
• Horsepower: 185hp
• Torque: 170 lb.-ft
• Fuel Consumption: 22 MPG City/30 MPG Highway
• Price as Tested: $31,125
• Star Rating: 7.5 out of 10 Stars

By David Colman

Hypes: Land Cruiser Bone Structure, Off Road Diaper Kit
Gripes: Could Use More Ponies, Front Seat Backs Too Flat

If you use your X-Ray eyes to see through the voluptuous body cladding and semi-aniline leather of this Lexus LX570, you will recognize the eternally fine bone structure of Toyota’s iconic Land Cruiser. Nothing brought this point home to me more clearly than when I parked the Lexus next to a nicely restored mid-70s Land Cruiser for an eyeball comparison. I figured there would be substantial size differences between the 2013 Lexus and its 40 year old ancestor. Wrong. In every dimension, from height to width to length, the brand new Lexus is almost identically proportioned to the 70’s Land Cruiser. Even the ride height looks the same, despite the fact that the vintage Toyota rides on 15 inch rims versus the new 20 inch wheels of the LX570.

But one look inside the old Land Cruiser forever disabused me of the notion that the Toyota is too intimately related to the Lexus. In the 70s, off-roaders like the Land Cruiser were designed to be working vehicles, equipped with shiny vinyl bench seats that look like they came from the garden department at Thrifty. That kind of bare bones trim would be unthinkable in the $88,670 Lexus. Inside, you enjoy eye-popping opulence that starts with a swath of leather and real wood covering nearly every visible surface on all 8 passenger seats.

Our test LX570 upped the ante with an optional Luxury Package ($1,510) that adds contrasting stitching, wood-trimmed door switch plates and rear console cover, heated and ventilated first and second row seats, a cool box in the bin between the front seats, plus a heated wood and leather steering wheel. The cool box was especially nice for keeping lunch leftovers from spoiling during an extended afternoon drive. The steering wheel heater is nice on cold mornings, but its effect is limited to the leather grips rather than the whole wheel rim.

A check of the specification sheet reveals that this Lexus produces 383hp and 403 lb.-ft. of torque. Normally, those figures would insure splendid acceleration, but when you factor in the daunting 3 ton curb weight of the LX570, its fireball performance dims somewhat. To be sure, this Lexus will never have a problem zipping past slower traffic in two-lane passing situations, but it will never be confused with ultra performance SUVs like Porsche’s Cayenne Turbo or BMW’s X-5M. The LX 570’s curb weight and thirsty V-8 restrict economy to just 14 MPG, and the 32 valve engine requires Premium fuel as well.

Lexus’ 2013 upgrade to 5-spoke “liquid graphite finish” 20 inch diameter rims pays off in improved adhesion from gigantic Dunlop P2A Grandtrek tires (285/50R20), which provide a jounce-free ride while maintaining equanimity under cornering duress. Full time all-wheel-drive is just the iceberg’s tip in the LX570’s extensive terrain conquering vocabulary. Standard features include a 2-speed transfer case, Torsen limited slip differential, Adaptive Variable Suspension (AVS), Active Height Control (AHC), plus front and rear stabilizer bars. The Active Height Control simplifies entry and exit to the tall Lexus by directing the vehicle to kneel to its lowest setting to ease ingress and egress. The braking system is intimately involved in off road antics, offering a multi-terrain anti-lock system that oversees hill descents. Lexus extends that speed monitoring to Crawl Control with Turn Assist that enables even novice off-roaders to tackle the outback with assurance.

All in all, the LX570 is the consummate package for blazing trails through snow, rain or dirt. Yet it tackles those intimidating obstacles with a flair and flourish worthy of James Bond turned out in a tuxedo.

2013 Lexus LX570

• Engine: 5.7 Liter V-8, DOHC, 32 Valve with VVT-I
• Horsepower: 383hp
• Torque: 403 lb.-ft.
• Fuel Consumption: 12 MPG CITY/17 MPG Highway
• Price as Tested: $88,670
• Star Rating: 9 out of 10 Stars