2012 Jeep Wrangler Unlimited Rubicon: Trail toughness and city civility in one unique package

      By Bruce Caldwell

The 2012 Jeep Wrangler Unlimited Rubicon is a truly unique vehicle. As such it’s not for everyone, but people that understand and love Jeeps are crazy about the Wrangler. The 2012 Wrangler Unlimited does an excellent job of blending traditional super tough, go-anywhere Jeep attributes with modern technologies and conveniences. The Wrangler doesn’t have the level of luxury found in the Jeep Grand Cherokee, but it’s a million miles ahead of its 1941 progenitor — the flat fender military Jeep. It’s a true multi-purpose vehicle. 

Walkaround: There’s no mistaking the Jeep Wrangler for anything but a Jeep. That’s an important attribute to Jeep loyalists. Other Jeep models carry recognizable styling cues, but none are as overt as the Wrangler. Jeep CJ models and earlier Wranglers have traditionally been two-door vehicles (the non-Unlimited Wrangler is still a two-door), but the four-door Unlimited has greatly improved versatility and still manages to look both handsome and rugged. Our test Rubicon model was a great bright red with a black removable hardtop. The black plastic fender flares are both functional and classic Jeep styling items. The grille/headlight styling is iconic.

Interior: The tan leather interior was the most luxurious Wrangler cockpit we’ve ever encountered. The Wrangler interior was redesigned for 2011. Again, it’s no Grand Cherokee, but it’s downright plush for a rugged Jeep. Most of the switchgear had to be fitted within the dashboard center stack area. That means items like the power window and mirror controls are on the dash instead of the removable doors. 

The substantial rollbar is nicely padded, but the large overhead speakers can get in the way of rear seat passengers. We hauled three six-foot-plus adults in the rear seat, but it was a tight fit. Fortunately, it was a short shuttle to the Kingston ferry dock. The rear seating position is very upright, but it’s a veritable limo compared to vintage Jeeps. It’s a fine space for smaller adults and children.

The split folding rear seats make for an expansive rear cargo area. They fold flat, so we were able to haul a couple oversized chairs with lots of room to spare. The side-hinged tailgate and top-hinged rear glass open wide for easy loading. There’s a rear power outlet and a small under floor storage bin. 

Under The Hood: A new engine and transmission are big news for the 2012 Jeep Wrangler. The engine is a new 3.6-liter V-6 that produces 285 horsepower and 260 lb-ft of torque. It replaces the previous 202 horsepower 3.8-liter V-6. The improvement was so noticeable that we thought there was a V-8 under the hood. We had to read the spec sheet to dispel that notion. The optional 5-speed automatic transmission is very smooth (a 6-speed manual transmission is standard). The very useful Hill Descent Control feature is included with the automatic transmission.

The Wrangler Unlimited is only available as a four-wheel-drive model. The slick system includes a low-range (4:1 ratio) gear for serious off-road use. Our Rubicon model also had locking differentials and an electronic front stabilizer bar disconnect feature. 

We did some trail driving around Chimacum in Jefferson County with friends that have conquered the actual Rubicon Trail in the Sierra Nevada mountains. We experimented with the stabilizer disconnect feature, but didn’t try terrain rocky or rugged enough to notice a distinct difference. Our friends agreed that the feature would be beneficial on the extremely rocky Rubicon Trail. The Wrangler easily handled the loose dirt hills and rutted roads we tried.

The Wrangler Unlimited is EPA rated at 16-city/20-highway mpg. We got 20.5 mpg on a non-stop highway trip from Port Ludlow to Seattle and averaged 17.85 mpg in mixed city/highway driving. 

Behind The Wheel: As mentioned previously, the Wrangler Unlimited is an off-road champ. We’ve had occasions to drive other Wranglers on muddy forest trails and never been challenged in any way. The bigger surprise was how civilized the Wrangler was on the highway and around town. We were very pleased with its freeway demeanor. Even with relatively aggressive LT255/75R17 on/off road tires the interior was pleasantly quiet. The longer wheelbase of the Unlimited helps smooth out the highway ride. We’ve done highway time in big-tired CJ-5 Jeeps and thought we were going to get seasick. 

The doors fit/finish was very good, which contributed to the low wind noise levels. The outstanding sound system also helped. The supportive front seats and excellent legroom boosted the excellent driving experience. The Wrangler sits up high, which provides a good road view, although getting in and out can be challenging for shorter people. 

Whines: Rearward vision is compromised by the rollbars, full-size spare tire and the large rear window mounted wiper motor. The large power side mirrors help alleviate this issue. The rear side windows are only controllable from the dashboard. This is fine for small children, but annoying for adults. We’d rather have the extra space than the oversized Infinity speaker that hogs the right rear corner of the cargo area.

Bottom Line: We thoroughly enjoyed the 2012 Jeep Wrangler Unlimited Rubicon. It’s always a blast off-road, but we were most impressed by how pleasant it was for highway and around town driving. Its mountain goat features didn’t compromise daily usefulness. Jeep has managed to infuse the right amount of modern technology, safety, luxury, and convenience without diluting the rugged character and endless fun that define this iconic brand.

2012 Dodge Charger: America’s first 8-speed automatic delivers best-in-class MPG

By Lary Coppola

No other car’s boldly aggressive styling says, “Don’t mess with me” with such eloquent menace as the Dodge Charger. From the belligerent, forward-leaning crosshair grille, and scowling headlights, to the shoebox-sized side windows, the Charger is the perfect police cruiser. Cops love it because its simple presence has drivers pulling over — even without the lights flashing. Civilians love it for exactly the same reasons — it’s truly an intimidator.

The Charger was redesigned in 2011, and while the changes for 2012 are subtle, three letters sum up the most important change to the 2012 Charger lineup: SRT. Dodge shoehorned its 6.4-liter 470-horse V8 under the hood and married it to a five-speed automatic with paddle shifters — plus two-mode adaptive dampers, huge Brembos, well-bolstered seats and big sticky tires mounted on 20s. Yeah, baby…

For 2012, the Dodge Charger lineup has been simplified to include SE, SXT and R/T models, as well as the aforementioned high-performance SRT8. All models offer technology, performance option packages to help buyers equip their Charger to satisfy their personal needs and tastes. The right options will make your V-6 Charger look just like the Hemi V-8 version — right down to the spoiler.

This review will be confined to our test vehicle, the 2012 SXT.

Walkaround: While Dodge styled its retro-looking Challenger after the first generation, 70s original, it looked further back (1968-’70) to the ­second-generation Charger to define the new body’s characteristics.

Most obvious are the scooped-out hood and doors, although the scoops run deeper and are more exaggerated. The top of the indented crease runs along the top of the doors and becomes a shoulder line that broadens outward, defining the rear fender — just like the late-’60s Charger. The taillights consist of more than 160 glowing LEDs — a modern day concession to the ’70 Charger. Aside from those styling cues, the overall look is decidedly non-retro, while sporting just enough vintage design to satisfy classic Charger aficionados — even as a 4-door.

Dodge has employed aerodynamic tweaks in an attempt to address the top reason buyers rejected the previous Charger — fuel economy. A raked-back windshield, hidden wipers, restyled exterior mirrors, lower nose, deeper chin spoiler, and wheels pushed out toward the corners, all contribute to a reduced drag coefficient.

All Chargers boast dual exhaust tips and the option of up to 20-inch wheels (17-inch aluminums are standard). 

Interior: Dodge also addressed one main complaint about the previous Charger — its cheezy interior materials. 

Seating surfaces are no longer econobox quality, and dashboard plastics sport a new leather-looking grain. All the pillars are now covered in headliner fabric instead of plastic, and the aluminum trim on the dashboard is real. A 4.3-inch touch screen is standard and controls the radio, climate, and vehicle settings. Opt for navigation, and the display becomes 8.4 inches, and features Dodge’s Uconnect Touch system with integrated Garmin navigation, voice recognition and SIRIUS Traffic. With natural voice commands, the Uconnect Touch enables users to input street addresses and navigate to points of interest. SIRIUS real-time traffic monitoring notifies the driver or enables the Garmin navigation to re-route past congestion.

A new, standard, smaller-diameter tilt/telescopic steering wheel, wrapped in soft leather, contains buttons for the audio controls, cruise control, and trip computer. Also standard is an 8-way adjustable power driver’s seat with 4-way adjustable lumbar support; heated front seats; 276 watt, 6-speaker audio system with remote USB port; audio input jack; and an auto-dimming rear view mirror with a built-in microphone for Bluetooth cell-phone use.

Noise-absorbing laminated windshield glass and double-paned front side windows help quiet the cabin. The last clue that Diamler once owned Chrysler — the Mercedes–style turn-signal, wiper, and cruise-control stalks — are gone, replaced by Dodge parts. 

Under The Hood: The standard powerplant is a new 3.6-liter Pentastar V-6 that puts 292 horses to the highway. The big news is that it’s married to the first electronically-controlled, American 8-speed ZF automatic transmission, which delivers a best-in-class 31 mpg/Highway and 19/City. Paddle shifters are also standard on the SXT.

For those who just can’t resist the legendary Hemi, the 5.7-liter, 370-horse, V-8 is available as an option.

Behind The Wheel: While the six lacks the deep, throaty rumble and torque of the V-8, it does move the Charger with plenty of authority. The new windshield angle also helped resolve the second-most-common complaint: outward visibility. 

The Charger rides on the same basic platform as before, and Dodge left the brakes, chassis layout, and the 120-inch wheelbase alone, along with the multilink front and rear suspensions. But the Charger has been retuned to feel smaller, more agile, and sportier despite its full size. 

The Charger’s sportier feel comes thanks to a new, quicker steering rack that features electrohydraulic assistance to save fuel. Steering is a little light for my personal taste, but not unpleasant, and does make the Charger feel somewhat smaller than it is.

All-wheel drive (AWD) remains available, but is now a stand-alone option. Previously, AWD meant a raised ride height, but in 2011, Dodge lowered the AWD model’s suspension, bringing its stance nearly in line with that of other Chargers. 

Whines: The front doors open so wide, that it’s hard to reach the grab handle from the seated position with them all the way open — which can be a pain in the rain.

Bottom Line: Buyers don’t have to compromise, as they can get the fuel efficiency of a mid-size car in a powerful full-size sedan with distinctive styling. The Charger remains a major badass with an attitude, but now it’s a much better daily driver. Dodge tweaked, but kept, what so many people liked about the classic Charger — the angry, fighting-bull stance, and aggressive attitude. In other words, the slightly retro 2012 Dodge Charger has been refined just enough, to manage its anger quite well.

2012 Fiat 500 — Small package, big fun

By Bruce Caldwell

The highly anticipated 2012 Fiat 500 was worth the wait, especially if you like your fun in a very compact package. Like the much pricier Mini Cooper, the Fiat 500 evokes styling cues of its progenitors (’50s/’60s Fiat 500/600 series) and wraps them around a thoroughly modern technology package. Quality and substance are a million miles away from the flimsy Fiats of old.

  

Walkaround: Fiat designers nailed the mix of old and new styling elements. Our Sport model had just enough performance cues to offset the high cuteness factor. The new Abarth model should enhance both image and actual performance.

Interior: The handsome interior is very contemporary, with excellent use of colors and textures. Front legroom is as outstanding as the rear legroom is not. Front headroom is great. Our Fiat 500 had the power retractable cloth sunroof — a high quality unit that can be opened and closed while driving. Wind noise and buffeting are minimal. Split rear seats fold, but not very flat. Cargo space is limited.

Under The Hood: It’s a small car with an engine to match. A 1.4-liter inline four-cylinder produces a modest 101 horsepower at a buzzy 6500-rpm. Torque is 98 lb-ft at 4000-rpm, but the smooth 5-speed manual transmission (and excellent clutch) make the most of available power. Actual performance surpasses what the numbers suggest. EPA rates the Fiat 500 at 30/38 mpg; our results were at the low end of the estimates.

Behind The Wheel: Fun driving is a key Fiat 500 feature. The nimbleness of our Sport model encouraged a spritely driving style. U-turns and parking were a snap.

Whines: A sixth gear would be nice for highway cruising. Rear seating is extremely tight for full size adults.

Bottom Line: The 2012 Fiat 500 Sport was a blast to drive in crowded urban settings and even more enjoyable on twisting back roads when the sun was out and we could open the roof. The 2012 Fiat 500 is an excellent value with an abundance of fun.

2012 Acura TSX — Compact luxury and great performance

By Bruce Caldwell

The 2012 Acura TSX is the brand’s entry-level car. It’s a viable contender in the compact sport/luxury sedan class. TSX prices have an $8,000 spread between the least and most expensive trim packages. We drove the top model Tech V-6, which was a fine car although not as great a value as the four-cylinder models.

Walkaround: TSX styling is contemporary and not out of keeping with competitors. We’re not crazy about the prominent wheel arches, but otherwise it’s a handsome car. As expected of an Acura, fit and finish are first rate.

 

Interior: The TSX pampers the front seat occupants at the expense of rear seat occupants. The Tech package adds a lot of sophisticated audio, communications, and navigation features, but we questioned the extra cost. A big trunk with flat folding rear seats and a large pass through provided substantial cargo capacity.

Under The Hood: Engineering excellence is an Acura hallmark and the 2012 TSX is no exception. The silky smooth 3.5-liter V-6 engine is the same as used in the heavier Acura TL. It adds a lot of performance to the TSX.

The V-6 produces 280 horsepower and 254 lb-ft of torque, while the 4-cylinder is rated at 201 horsepower and 172 lb-ft of torque. The V-6 is only available with a fine 5-speed automatic transmission, but the 4-cylinder can also be mated to a 6-speed manual. The 4-cylinder/6-speed goes a long ways toward making up the horsepower gap and costs thousands less. The EPA rated our V-6 tester at 19/28. We averaged almost 23 mpg in mixed driving.

Behind The Wheel: There’s nothing to complain about the TSX V-6 driving experience. Performance is excellent as is comfort.

Whines: The V-6 engine is great, but tough to justify financially compared to the peppy I-4. The Tech package also carries a hefty premium. Back seat space is tight for a luxury sedan.

Bottom Line: The 2012 Acura TSX V-6 is a great driver’s car and a good candidate in the compact sport luxury field. The base versions shine in the bang for the buck department.

More power for the 911 Carrera S and new aerodynamic enhancements

Porsche Exclusive has announced a new power enhancement kit developed for the 2013 911 Carrera S. Focusing specifically on the dynamic properties of the new, seventh-generation sports car, the new Powerkit boosts the power of the 3.8-liter boxer engine from 400 hp to 430 hp. When equipped with the Powerkit, the 911 Carrera S Coupe needs only 3.9 seconds to sprint from zero to 60 mph with PDK in Sport Plus mode. Maximum top-track-speed has also increased by three mph to 191. However, the enhanced power has not affected fuel economy: fuel consumption values in the New European Driving Cycle (NEDC) are unchanged despite the seven per cent power increase. The Powerkit will be available beginning in the early fall of 2012 in the U.S. and E.P.A. figures are TBD.

Newly designed cylinder heads and camshaft profiles offer better engine breathing and along with modifications to the electronic engine management system are responsible for the power increase.

The Powerkit also features a new variable resonance intake system design with six air flaps and an additional resonance flap. An additional center radiator, unique sports exhaust system and the Sport Chrono package with dynamic engine mounts round out the performance changes. A titanium colored engine cover with carbon inlays provides a visual Powerkit highlight.

Porsche Exclusive has also announced aerodynamically tuned exterior components for varying levels of customization.

A new front apron now extends lower and features the open air intakes from the Sport Design package. A fixed rear “ducktail” spoiler is also available. The top upgrade is the Aerokit Cup with an additional fixed rear wing over the standard rear spoiler and comes with a special front spoiler lip with additional air intakes. Other new Porsche Exclusive products for the 911 Carrera include tinted privacy glass for the side and rear windows (not available in the U.S.) and the Exterior package with various components in body color. Porsche Exclusive also offers numerous interior upgrades such as packages with decorative trim ranging from brushed aluminum to carbon.

A Most Unusual Guinness Record Set with Mercedes Benz SLS AMG Roadster

Thinking of playing golf this weekend? Check this out first!

The absolute skill of Formula 1™ legend and DTM driver David Coulthard, behind the wheel of the awesome 571hp SLS AMG Roadster, provided the ultimate 'did that really happen?' moment for Mercedes-Benz United Kingdom.

Captured on film at www.youtube.com/mercedesbenzuk, the SLS AMG Roadster landed the record of "farthest golf shot to be caught in a moving car, ever." Professional golfer Jake Shepherd hit a golf ball at 178 mph into the Mercedes-Benz supercar, which was moving at a rate of 120 mph when it caught the ball 275 meters away from the tee.

The extraordinary film shows the exact moment when David Coulthard caught the speeding golf ball between the seats of the SLS AMG Roadster. Speaking about the astonishing catch, Coulthard said: "The only way to track the ball was to keep your eyes on it all the time: it's a real adrenaline rush but it's not the most comfortable thing to do because for a moment, you're not watching the road!" He continued: "I was as happy as I've ever been winning a Grand Prix because I was so surprised quite frankly that it went in, and went in so solidly!"

The amazing feat was not only caught on camera, but also independently verified by a Guinness World Record adjudicator who confirmed the unbelievable achievement secured the title of farthest golf shot caught in a moving car.

David George, Mercedes-Benz Passenger Cars Marketing Director, added: "The SLS AMG Roadster is an extraordinary car so we wanted to do something extraordinary with it to celebrate our association with the upcoming Open Championship, and what better way than to break a world record and create such an exciting film!"

2012 Ford Explorer gets it right

      By Lary Coppola

I admit never being a big fan or the original Ford Explorer. However, the 2012 Ford Explorer just may be one of the best seven-passenger SUV’s on the market today. It boasts the functionality and family friendliness of a minivan, while offering serious off-road and towing capability coupled with unheard of SUV fuel economy.

Totally redesigned for the 2011 model year, and refined ever further for 2012, the new Explorer is 100 pounds lighter, five inches wider, four inches longer, with 80 more horses under the hood, 25 percent better fuel economy, and standard third row seating — with a pricetag $1,100 lower than the previous model.

In my view, the 2012 Explorer blows its competition right out of the water. It boasts 10 segment exclusives, including best EPA fuel mileage — 17/city, 25/highway — best second-row legroom at 39.8 inches, and tying the Jeep Grand Cherokee for first-in-class horsepower. The Explorer is first in cargo capacity with 80.7 cubic feet behind the front seats, with the split rear rows down — which fold at the touch of a button, bouncing back up with the pull of a lever.

Ford also claims exclusives in safety, with optional inflatable rear seatbelts and standard curve control, which applies braking to individual wheels as needed to correct corner trajectory.

Model Lineup: There are three Explorer models, the base Explorer, XLT and the Limited. All seat 7 passengers, and feature Ford’s new 3.5-liter 290-horse V6 under the hood, with front wheel drive. A new 2.0-liter turbocharged four-cylinder ($995) is optional on all three, with Ford's Terrain Management all-wheel drive system ($2,000) an option only with the V6.

The Explorer comes standard with cloth seats, a 6-way power driver’s seat including lumbar and recline; 60/40 split rear and 50/50 third row; tilt/telescoping wheel with controls; 6-speaker AM/FM/CD MP3, sound system with optional satellite radio, air filtration, speed-sensitive wipers, power windows, power locks, power seats, overhead console, cargo hooks, four 12-volt outlets, privacy glass, halogen projector-beam headlamps, folding sideview mirrors, roof rails, hill start assist, 175-amp alternator, 17-inch steel wheels with wheel covers.

The optional 4WD Terrain Management System was obviously pirated from when Ford owned Land Rover. It uses no transfer case and includes Hill Descent Control. The driver selects the terrain with a knob (Normal, Sand, Mud/Ruts, or Snow/Gravel), and the vehicle does the rest — flawlessly.

The Explorer XLT adds upgraded cloth seats, leather steering wheel and shift knob, 18-inch painted aluminum wheels, automatic headlamps, heated sideview mirrors with LED turn signals and security approach lamps, backup and perimeter warning beepers, and 400-watt Sony sound system.

The Explorer Limited adds leather seats, SelectShift manual mode for the 6-speed automatic transmission, 20-inch painted aluminum wheels, power folding sideview mirrors, ambient lighting, adjustable pedals with memory, cargo net, dual zone climate control, 10-way power driver seat, rearview camera, remote start, 110-volt outlet, push-button start, garage door opener, and MyFord Touch driver connect technology. Second-row captain's chairs are also available.

Options include a power liftgate ($495), navigation ($795), and a Tow Package ($570) that includes trailer sway control that works with the stability camera, and a backup zoom camera that can guide your ball precisely to the hitch.

Walkaround: The 2011 Explorer looks like a new vehicle, but does have overtones reminiscent of Range Rover. Proportionately, it’s large, yet smooth with short overhangs and aerodynamically fluid lines. The hood appears short from the side, but long from behind the wheel, with two parallel humps and a scoop in the center.

The square front fenders are rounded off by wing-like amber indicators sweeping back atop the headlamps, and the rear taillamps feature LED’s.  

The window outline is clean, with blackened A, B, and D-pillars, while the body-colored C-pillar slants down and back. With Mustang-like fender flares the body sides follow the lines of the Taurus, with Ford’s new signature three-bar grille rounding out the package.

Interior: Ford's goal was to make the Explorer's interior appear as expensive, as the BMW X5 or Audi Q7. The Limited's leather seats (optional on the XLT) are comfortable, offering good bolstering and stiffness/softness. They’re heated on XLT, and heated and cooled with perforated leather on the Limited.

The clean, slanted center stack has stylish satin-finish trim, and houses the 8-inch color touch screen that operates the MyFord Touch system. It replaces many of the traditional vehicle buttons, knobs and gauges with colorful LCD screens and five-way buttons, and the screens can be personalized to display information relevant to each individual driver using a simple button click, voice command or touch screen tap. There are more screens than gauges, and they’re configured in four quadrants and colors depending on which function you access.

The Base model has a relatively simple 4.2-inch LCD screen, and it doesn't come with the MyFord Touch system.

Under The Hood: The aforementioned new 3.5-liter 290-horse, Ti-VCT V6, is a DOHC all-aluminum powerplant, featuring four valves per cylinder, variable cam timing and sequential multiport fuel injection. It’s mated to a 6-speed automatic transmission with optional manual shifting.

Ford's new 2.0 turbocharged EcoBoost powerplant is the first four-cylinder available under the hood of an SUV of the Explorer's size in quite a while. It delivers more power than the standard V6 in the previous-generation Explorer, and offers the highest EPA mileage ratings in this class — 20/City and 28/Highway. 

Behind The Wheel: I’ve driven the Explorer twice — once as part of my regular vehicle rotation, and again at the premier off-road event in the nation, the Northwest Automotive Press Association’s MudFest — which was held this year at the Dirtfish Rally School in Snohomish. Both Explorers I drove had the new V6. I found both power and acceleration to be smooth, responsive, and more than adequate — something I was very suspicious about for a V6 in a vehicle this size.

Ford put a lot engineering into the new Explorer, and got the ride, handling, noise, and comfort levels almost perfect thanks to changing from traditional truck-like SUV body-on-frame construction to a unitized body and frame like the typical sedan. The rigid chassis and independent suspension deliver a superb all-around ride. It takes corners with relatively little body roll, and the speed-sensitive electric power steering facilitates tight, quick turns.

Driving it off road at MudFest, where the Explorer held its own against the best SUVs on the planet, was an opportunity to try out the electronic Terrain Management System, which is very similar to that used by Land and Range Rover. Since Ford used to own Land Rover, it’s no surprise that it’s basically the same superb system.

Whines: The MyFord Touch system (formerly known as Microsoft Sync), while much improved, with a new, much easier to understand and use interface, can be somewhat problematic by not always recognizing voice commands. I’ve experienced this in person, as well as watched a Ford representative have the same issues at the Portland Auto Show. Every other part of it works really well though.

Bottom Line: The all-new 2012 Ford Explorer is significantly improved in every area over the previous version, costs $1,100 less than before, and the base model is a totally equipped, powerful, state-of-the-art, SUV that gets an EPA-rated 25 mpg on the highway. Starting at around $33,000, it’s a value that’s hard to beat.

2012 Infiniti QX56 — Big time luxury

By Lary Coppola

Completely redesigned in 2011, the 2012 Infiniti QX56 is lower, wider, and certainly more eye-catching than the previous version. And while reports of the death of the full-size SUV abound, the fact is, in spite of the segment now about a third of its former size, there are still people, businesses and families that absolutely require seven or eight passenger seats, and an 8,500-pound towing capability. The QX56 comes in rear-wheel-drive and all-wheel-drive versions, with a five-mode all-wheel-drive system controlled by a wheel on the console.

 

In a testament to the durability of the full-size SUV segment, the QX56’s main competitors are the Lexus LX 570, Mercedes-Benz GL-Class, Cadillac Escalade, Lincoln Navigator, Audi Q7, and Range Rover.

Model Lineup: The 2012 Infiniti QX56 comes in two models, the rear-wheel-drive QX56, and the all-wheel-drive QX56 4WD.

Standard on all models is leather seating and trim, 8-way power seats, dual-zone climate control, a multi-function steering wheel, power windows, mirrors, and locks, cruise control, and four 12-volt power points. A hard-drive navigation system is also standard and includes XM NavWeather, XM NavTraffic, the Zagat Survey restaurant guide, and voice activation for navigation, audio and vehicle systems check. It also comes with a Bose 13-speaker AM/FM/CD/DVD/MP3 sound system with XM satellite radio, Bluetooth streaming audio, AUX plug, and iPod compatibility. 

The standard seating configuration is two front bucket seats, two second-row bucket seats with a second console, and a three-place folding rear seat, seating for eight, featuring a folding second-row bench seat is available at no extra cost.

Four option packages are available. The Theater Package features twin 7-inch screens mounted on the front-seat headrests, two sets of wireless headphones, and a 120-volt power outlet for gaming consoles, laptops, or other entertainment equipment.

Deluxe Touring Package adds 22-inch alloy wheels and tires, the new Hydraulic Body Motion Control System, semi-aniline leather seats with heating and cooling in the front row, heating in the second row, an upgraded HVAC system (and headlamp washers on 4WD models).

Technology Package features Blind Spot Warning, Intelligent Brake Assist with Forward Collision Warning, which will actively brake the car to prevent a collision, Intelligent Cruise Control, adaptive front lighting for cornering, pre-crash seat-belt tensioners, and Lane Departure Warning and Prevention.

Walkaround: The QX56 got a complete, clean-sheet makeover in 2011 starting with the exterior styling. The rear door handles are now on the same level as the front ones; the rear of the roof no longer dips, adding third-row headroom; the squared-off fenders and nose have been rounded, the pillars blacked out instead of painted; and both bumpers more fully integrated into the overall design. The tow hitch receiver is now hidden behind the rear bumper, and yes, those are Buick-style portholes in the front fenders. However, while the right side is decorative, the left is functional for engine air intake.

The wheelbase was shortened 2.1 inches to 121.1 inches for crisper handling, with wider front and rear tracks. Body width increased by 1.1 inches, length by 1.4-inches and overall height lowered by 3.2 inches.

Interior: The 2012 Infiniti QX56 boasts extra-thick, supremely comfortable seats, more user-friendly instrumentation, with a center stack and console that’s much more luxurious than previously. The entire cockpit is centered around the 8-inch central screen display that the center console flows down from in a very organized manner. The electroluminescent instrumentation is softly lit, easy to read, and looks very much like that in the new Infiniti M sedan.

Fit, finish, tolerances and materials are absolutely first class. The interior is quiet, plush, luxurious, and totally complete in terms of equipment, with a huge array of electronic entertainment and information options available for families.

One cool and very useful feature is the remote-controlled second-row flip-fold seats, operated from the key fob. This allows families to load from back to front with minimum seat hassle. The third-row seats also power-fold forward, increasing cargo space, and the third-row seats recline up to 20 degrees. At 41 inches, the huge rear seats boast the longest legroom in the class — with optional heaters available.

Another unique feature is Infiniti’s trademarked Around View monitoring system with front and rear sonar. This system allows the driver to see all the way around the vehicle before moving, and be certain there nothing is in the way, and there’s room to maneuver.

Under The Hood: The QX56 is powered by Infiniti’s 5.6-liter, 32-valve, double overhead-cam V8 engine, that features direct fuel injection and variable valve timing and lift. It delivers 400 horses and 413 foot-pounds of torque — numbers very close to the power and torque of the high-performance M56 sedan — with 25 percent more power than the previous engine, and a 14-percent improvement in fuel economy.

The powerplant is married to a 7-speed double overdrive transmission that provides excellent first-gear acceleration for this 5,600-pound SUV — with good highway fuel economy at the same time. The automatic also boasts adaptive shifting to match each driver’s driving style, with a manual shift feature that includes a sporty throttle-blip on manual downshifts.

Four-wheel-drive versions of the QX56 have a selector switch on the console offering automatic, four-wheel-drive high, four-wheel-drive low, low lock, tow mode and snow mode. The auto mode moves engine torque back and forth between front and rear axles up to 100 percent rear, but no higher than 50 percent front.

Behind The Wheel: The QX56 has new fully independent suspension calibrations, premium shock absorbers, automatic rear load-leveling, and an optional feature that no other SUV in the segment offers — a closed hydraulic circuit that connects all four suspension units and moves hydraulic pressure from front to back and side to side as the vehicle moves. This keeps the body from leaning, even in fast corners, and in effect, replaces conventional sway bars.

Acceleration is solid, bordering on spectacular — especially for a vehicle this size and weight — because the 5.6-liter V8 is tuned for low-end torque, load-hauling and trailer-towing.

The power steering is just about right for a long, tall, heavy vehicle, and the brakes are powerful and progressive.

Whines: I didn’t get to take a road trip in the QX56.

Bottom Line: Although pricing starts in the $50’s, our test QX56 was the all-wheel-drive version equipped with the Theater, Deluxe Touring, and Technology Packages, so it hit the very top end of the price range — over $75,000. Infiniti marketeers refer to the QX56 as being akin to a private jet or hotel room on wheels. They’ve got that right since you can control the lighting, front and rear thermostats, move the furniture around, and choose your entertainment.

The Infiniti QX56 looks better, drives better and feels better in every way than the QX56 it replaces. Starting at the same previous price, it delivers more standard equipment and more really useful technology.

2012 Hyundai Accent — The accent is on value

By Bruce Caldwell

The Hyundai Accent was redesigned for 2012. It has more power, a new look, a 2.8-inch longer wheelbase, a new four-door hatchback body style (the two-door hatchback was dropped), and it costs more, but it’s still a tremendous value. The Accent is tight and well built. It doesn’t come across as a cheap car, although close inspection will reveal cost saving measures.

Walkaround: The Hyundai Accent is a good-looking car. Our SE tester had handsome 16-inch wheels, 4-wheel disc brakes, and excellent fit/finish. It didn’t look at all cheap or tinny.

Interior: Front seat legroom is stretch-out spacious. We’re over six-feet tall, but had to move the seat up to properly operate the clutch. Tall passengers will fit in the back seat without compromising front seat space. The seats are comfortable and supportive. Cargo capacity/flexibility is good, although the split rear seats are noticeably higher than the trunk floor.

Under The Hood: The sole engine is the 1.6-liter 4-cylinder that’s rated at 138 horsepower with 123 lb-ft or torque. Two six-speed transmissions are offered — an automatic and a manual. We tested the efficient 6-speed manual, which was smooth and easy to operate. Both transmissions are EPA rated at 30/40-mpg city/highway. Our combined driving results were in the lower thirties; so 40-mpg could take some real balloon foot driving techniques.

Behind The Wheel: We drove the top-of-the-line SE model with the manual transmission. That saved a thousand dollars and added a sporty element to the car. We enjoyed the manual transmission, but the automatic would be better in congested traffic.

Whines: The cargo area carpet was thin and cheap. The hatchback lift-over was on the high side.

Bottom Line: The Hyundai Accent isn’t the bargain basement giveaway that it once was, but its price creep has been offset by substantial improvements. Compromises are necessary to make a mid-teens price point, but the Accent makes those cuts as painless as possible. The 2012 Hyundai Accent is an outstanding value and a very nice car.

2012 Audi A7: One Luxurious Hatchback

By Bruce Caldwell

Luxury and hatchback are terms that don’t seem to belong together, but the new 2012 Audi A7 has added practicality to their latest luxury/sport sedan. We don’t expect to see many A7s at Home Depot with lumber poking out of the hatch; weekend luggage and golf clubs are more likely. The A7 is a primarily an upscale sport sedan with added functionality.

Walkaround: The Audi A7 is a handsome car with an imposing presence. There is no doubt that this is a car of substance owned and driven by people of similar means. The A7 exudes Germanic Autobahn muscularity. It looks fast even when parked.

Paint quality and body panel fit were first class. We like the easily recognizable Audi grille and trick Xenon headlights. The lights provide excellent nighttime visibility.

The 2012 Audi A7 has style with a capital S.

Interior: We love Audi interiors, at least the front seats. With the exception of the extra luxurious A8 most Audi rear seats tend to be short on legroom. This might have something to do with Audis being drivers’ cars. We greatly prefer driving Audis to riding in them, but this could be an issue for transporting important clients/guests.

Front seat room is beyond stretch-out; it’s just short of lay-down. The thick, contoured leather-wrapped steering wheel has tilt and telescopic features with a long travel that makes finding the ideal driving position easy. The heated, power lumbar adjustable leather seats are both comfortable and supportive. They’re great touring seats.

As spacious as the front seats were I felt crowded in the rear seat. The sexy, sloping roofline looks great outside, but inside my head hit the headliner. My knees were pressed against the seatbacks even with the front seats moved up a ways. I also hit the top of the arched doorjamb getting in and out of the back seat.

The rear seats fold pretty flat, which adds to the hatchback’s versatility. The power sunroof was on the small side. Materials, colors, and textures all combined to make a handsomely stunning interior. The interior wood was as nice as can be found in any luxury sedan. Plentiful controls take a little acclimation, but work fine once you’re familiar with them. The sound system/electronics/communications features were first class. We appreciated the side assist option for blind spot alerting.

Under The Hood: The wonderful supercharged 3.0-liter V-6 engine is a precision powerhouse producing 310 horsepower and 325 lb-ft of torque. The power is smoothly transmitted to all four wheels via an 8-speed automatic transmission and Audi’s famous Quattro all-wheel-drive system. Even though the A7 weighs a full two tons it’s capable of sub-five second 0-60 times and quarter mile times in the low 13-second range. Those are muscle car performance figures from a luxury sedan. Braking performance is equally impressive thanks to 14-inch and 13-inch vented disc brakes.

The EPA rates fuel economy at 18/28 city/highway, but with all that exhilarating power on tap we didn’t worry about fuel consumption. We were lucky to break into the twenties.

Behind The Wheel: The Audi A7 is a car that deserves to be driven long and hard. It seems wasteful to squander its performance attributes running shopping errands. All areas of handling, acceleration, and braking were excellent. The super comfortable driver/front passenger accommodations and enough luggage capacity for a cross-country adventure just beg owners to take a couple weeks off and hit the open road.

Whines: Our A7 tester had the optional 20-inch Sport Package, which included handsome 20-inch alloy wheels and summer performance tires. Those tires are great in good weather, but it snowed during part of our test period. Even with the world famous Audi Quattro system we struggled getting up our steep driveway. We also had trouble on the icy ruts after the snowstorm. The base 255/45R18 tires would have been better. The right tires are important for our climate.

Major option packages can put a major dent in the car’s bottom line. For example, there is a Bang and Olufsen sound system that lists for $5,900 on top of the mandatory $6,300 Prestige Package. For that price we’d buy better ears.

Marginal rear seat legroom and headroom were two significant negatives.

Bottom Line: The 2012 Audi A7 is a difficult car to quantify. From a strictly practical standpoint an A6 would be a better choice, but from an emotional perspective the A7 has a Siren’s song that’s hard to resist. The hatchback feature does improve practicality, but that same roofline penalizes rear seat passengers. The 2012 Audi A7 is an odd mix of performance, luxury, and practicality, but one we’d love to own.

A luxury hatchback sounds like an oxymoron, but Audi has made it work.

Honda names Leviton as EV charging partner

American Honda Motor Co., Inc. has announced that Leviton Manufacturing Company has been selected as its preferred Electric Vehicle equipment provider for customer and dealer EV charging.

Honda will debut two battery-electric vehicles beginning with the 2013 Honda Fit EV this summer, and the Honda Accord Plug-In Hybrid Sedan next winter.

The 2013 Honda Fit EV battery-electric car, based on the popular Fit, targets an estimated 123 city-mile range per charge (76 mile range combined adjusted city/highway) and can fully recharge its battery in as little as three hours when connected to a 240-volt circuit. The Accord Plug-In Hybrid Sedan uses an all-new, two-motor hybrid system which continuously moves through three different modes — all-electric, with up to a 15 mile per charge range.

2012 Ford Fiesta — Small Car Standout

By Lary Coppola

In my view, the Ford Fiesta rates well against an impressive choice of recently redesigned subcompacts. Completely redesigned in 2011, Fiesta offers no significant changes for 2012. Any bugs have been worked out in the first year, yet the design is still new enough to offer the latest advances in safety and fuel efficiency.

Model Lineup: The 2012 Ford Fiesta comes as four-door sedan or five-door hatchback (our test vehicle, which this review will focus on). 

The Fiesta hatchback has two trim levels, SE, and SES. The SE comes standard with air conditioning, cloth upholstery, a new driver’s-seat armrest, 60/40 split fold down rear seatback, four speaker, 40 watt AM/FM stereo, power door locks and outside mirrors with new spotter mirror, carpeted front floor mats, rear seat heat ducts, and cloth door panel trim, steel wheels with eight spoke hubcap, that wear 185/65R15 tires. 

Option packages include the Microsoft SYNC entertainment center with six speakers and 80 watts, redundant audio controls on the steering wheel and USB equipped center console, and a sport appearance group that includes painted aluminum wheels, cruise control, LED running lamps and deck lid spoiler.

The 2012 Fiesta SES hatchback also offers a new premium sport appearance package with polished alloy wheels, blacked-out trim, and on manual-transmission models, a numerically higher final drive ratio. Also new is a two-tone leather option our test vehicle featured, available in black-and-red or black-and-white. Single-tone leather is available in plum, cashmere, and black.

Other options include a power sunroof, keyless entry keypad, illuminated interior accessories, cargo organizer, and various appearance items.

Walkaround: The Fiesta hatchback offers a European-like profile — wedged side character lines and rounded rear face.

The lower grille opening looks like a reverse trapezoid, while the body colored treatment of the hatchback’s upper grille is a better fit for the car’s proportions. 

Viewed head on, the stance is almost aggressive, with a raked windshield and front tires visible outside of the leading edge of the fenders. However, viewed from the side, the front wheelwell arch slightly overwhelms the parallel character lines on the upper and lower door panels that lead to wraparound headlights.

The side hindquarters of the hatchback comes together with vertically arrayed taillights bracing a liftgate hinged far enough forward that opening it requires minimal space behind the car. A spoiler sits atop the rear window, while the lip running the full width of the liftgate ties into the upper side character line.

Interior: The quality of interior materials is on a par with — or actually a tick or two above — the standard for cars in the Fiesta’s class. Comfortable seats offered enough side and bottom bolsters to keep occupants properly positioned without obstructing ingress and egress. Our test model had the optional leather seating surfaces, armrests, and heated front seats.

The dominant dashboard feature isn’t the instrument panel, with its analog speedometer, tachometer and fuel gauge, but the screen at the center of the dashboard. The Fiesta features the voice activated SYNC infotainment system that augments the traditional AM/FM/CD/MP3 stereo setup. Audio and podcasts can be streamed into the sound system via a Bluetooth link to a smartphone. The system does rely on cell phone coverage, and users should be forewarned that when connected to those internet streams, the clock is ticking on that cell phone user’s data plan.

Non-voice audio controls and creature comfort settings are basic knobs and buttons arrayed and sized for ease of use with minimal distraction.

Under The Hood: All 2012 Fiesta models are equipped with the same 120-horse, 1.6-liter four-cylinder engine. The standard transmission is a 5 speed manual; optional is the 6 speed twin clutch, electrically shifted, automated manual — which our test vehicle was equipped with.

Behind The Wheel: I found the Fiesta more fun to drive than I anticipated. It’s right at home zipping around town and running errands. Its size allows it to slip conveniently into those fleeting gaps in stop and go urban traffic, as well as easily into parking spots with no backing and straightening.

Ride quality was at least equal to everything in this very competitive market segment, but seating 4 adults comfortably in the Fiesta is another story. 

The 120-horse 4-banger takes the daily commute in stride, with relatively smooth ride quality. To my surprise, wind and road noise is decently muted — especially for a car this size, this low to the ground. Steering is certain, with the Fiesta going exactly where you point it, and it doesn’t lean much in corners at responsible speeds.

Fuel economy is an EPA estimated City/Highway rating of 29/38 miles per gallon for the automatic against 28/37 mpg for the 5 speed manual.

Whines: I found the Fiesta’s low profile a little difficult for ingress and egress with the front seat on its highest setting. The placement of the USB slot in the center console is within problematic spill distance of the conjoined, three-slot cupholders. The amount of truly usable cargo space limits what you can bring home from Costco or Home Depot.

Bottom Line: The Ford Fiesta is a fresh, fuel efficient runabout that will hold its own in an increasingly competitive — and important — market segment.