Chevrolet Camaro 2SS Convertible — A Beautiful Monster

      By Lary Coppola

The Chevy Camaro became an American icon on the day the very first one rolled off the assembly line 45 years ago as a 1967 model. To celebrate, there’s a 2012 Camaro SS 45th Anniversary edition. Our test vehicle was a Victory Red 2SS convertible — to which this review will be confined. 

All Camaro convertibles are equipped just like the coupes, and this generation Camaro was designed with reinforcements added to four key areas to increase rigidity — a cross brace under the hood connects the front shock towers, a transmission brace, an underbody tunnel brace, and underbody V-shaped braces front and rear help the convertible ride and handle like the coupe. Chevrolet claims the chassis so rigid the suspension didn’t need to be modified from the coupe, and it has more torsional stiffness than the BMW 3 Series convertible.

Camaro 2SS ($40,680 — $44,115 as tested) features special SS exterior trim, a beefier suspension, 20-inch painted aluminum wheels, and four-piston Brembo disc brakes. The 2SS upgrades include leather-appointed seats, heated front seats, rearview camera, multi-function auxiliary gauges, head-up display, Bluetooth, PDIM wireless auxiliary device control, Universal home remote, steering wheel-mounted controls, auto-dimming mirror, and heated mirrors.

Walkaround: Although it’s bigger in every way — longer, wider and taller — this latest-generation Camaro, which was completely redesigned for model year 2010, really does capture the retro look of the original — but with less chrome.

1969 Camaro headlights seemingly appear in the head-on view, and the rear lines reprise the classic 1963 split-window Corvette. In fact, the lines of the ‘63 fastback ‘Vette are obvious from almost any angle — but especially from above. 

The shark nose sports a black mesh grille, and a long, eye-catching aluminum hood, with a suggestive 2.5-inch power dome.

Shapely strong hips above the rear wheels flare up and out to the short rear deck, and styling gills located just forward of the rear wheels add a nice touch. Even though the power dome hood and cooling gills aren’t actually functional, they add touches of style that don’t come across as phony.

GM designers sought to make the roofline of the convertible match the coupe, resulting in a top with a smooth, carefully tailored appearance virtually mirroring the sleek coupe roofline. While, the rigid B-pillar on the coupe is blacked-out, creating a clean side glass outline, blending into the hardtop’s roofline, there is no B-piller on the ragtop, so the look is almost identical.

The convertible top is made of thick, durable canvas, and the headliner is filled with an acoustic material that’s supposed to keep the interior quiet. The soft power top, which also incorporates a glass rear window with defogger, retracts in about 20 seconds, and latches with a single handle at the center of the windshield header. Once the latch is turned, a single button lowers the windows and top. 

Interior: While the instrumentation graphics have been revised for 2012, and are better than previously, the cabin is seemingly more about style than function. In a nod to the classic Camaro, the recessed speedometer and tachometer are set in square housings. Between those two is a digital driver information center controlled with a button located on a steering column stalk.

The climate controls on the center stack are easy enough to figure out, but appear to have been designed more for looks than functionality. The optional console-mounted gauge package featuring oil pressure, oil temperature, volts and transmission fluid temperature, is good, but the location by the driver’s knee just forward of the gear shift lever make them difficult to see while driving. 

The front bucket seats are very comfortable, although the bolstering isn’t totally there for hard cornering. But given the wide spectrum of Camaro buyers, that’s a tough compromise. The low bolsters do make getting in and out of the Camaro easy, the front seat moves 8.5 inches, and the steering wheel tilts and telescopes, so all size drivers will fit. There’s a stitched leather wrap on the steering wheel, which has been changed for 2012.

Visibility through the windshield is compromised by the long hood, wide A-pillars, and raked windshield, although the strategic location of the driver’s seat helps.

The trunk is deep but the opening is almost flat. There’s a pass-through to the trunk behind the rear seat, although it’s not that easy to get to.

Under The Hood: Two 6.2-liter V8 Corvette powerplants are offered in Camaro SS models. The 426-horse LS3 is married to those with manual gearboxes, while the 400-horse L99 comes in those Camaros with automatics. The L99, coupled to the optional 6-speed TAPshift manual automatic, powered our test vehicle. The L99 features GM’s Active Fuel Management System, which saves fuel by shutting down half of the engine’s cylinders during certain light-load driving conditions, such as highway cruising.

Behind The Wheel: The SS uses firmer shocks, springs and anti-roll bars than the standard V6 models, but the ride doesn’t suffer for it. A limited-slip rear differential reduces wheel spin when trying to put all those horses to the pavement. 

We found the ride, handling, and braking on the 2SS to be outstanding. The chassis structure is rigid, and the grip is secure. We never encountered any harshness in the ride, and on a trip to Portland and back — ironically to preview drive a new Lexus model — found the Camaro very comfortable on the highway.

The Camaro SS uses four-piston Brembo brakes, which makes them more resistant to fade — important on racetracks, but more so around here on mountain roads where the brakes are used repeatedly.

The TAPshift automatic does what you tell it to when using the paddle shifters in manual mode, and nothing more — just like it’s supposed to. In sixth gear on the freeway, there was sufficient torque for the transmission to not kick down under light acceleration if it didn’t need to.

The cabin on the convertible while comfortable, offers a lot of road noise from the wide tires and 20-inch wheels. 

Safety equipment on all Camaros includes electronic stability control with traction control, anti-lock brakes, frontal airbags, front side airbags, airbag curtains, and tire pressure monitor.

Whines: I’m not real sure how effective the acoustic material in the convertible top actually is. On the highway at 70 mph, I could not hear very well using the Jawbone Bluetooth headset for my iPhone. Also, when I tried to remove the cell phone charger from the power port just in front of the optional gauge cluster, the entire plastic trim panel tried to come with it. Rear visibility over the driver’s shoulder isn’t too good, but frankly, it’s almost impossible to make it good with such a sporty roofline.

Bottom Line: The Chevy Camaro 2SS convertible is especially striking and delivers everything a Detroit muscle car should — tremendously fast, powerful engines with a throaty, head-turning exhaust note, great transmissions, superb handling and comfortable ride. In short, it’s a beautiful monster, and drivers who have always coveted a Camaro won’t be disappointed.

2012 Jeep Compass: Headed in the Right Direction

By Bruce Caldwell

The Jeep brand is synonymous with off road performance. Over seventy years of go anywhere prowess has fostered a well-earned reputation. The irony is that owners of daily driven Jeep SUVs seldom use a fraction of their vehicle’s performance potential. This attribute that attracts Jeeps buyers is oddly one that few owners maximize.

Jeep extreme condition technology comes at a cost on top of the line models such as the Grand Cherokee, but the good news is economy minded customers can dial back the state of the art features and still get a very competent Jeep at a budget price. A case in point is the 2012 Jeep Compass Latitude 4x4.

Jeep Compass 4x4 models (they’re also available in front-wheel-drive versions) still have off-road enhancing features such as a center locking differential, stability control, and roll mitigation. Wheels are placed at the far corners of the platform, so approach and departure angles are well suited for rugged trails. The relatively trim size (compared to full size SUVs) makes the Compass fairly nimble on narrow dirt roads.

The Jeep Compass comes in three trim levels: Sport, Latitude, and Limited. We tested a Latitude 4x4 model. We liked the features and value of this middle model. As an AWD model it came with the 2.4-liter inline four-cylinder engine instead of the 2.0-liter engine found in the Sport and Latitude 2WD models. The Latitude has a CVT transmission with manual shift capability, while the Sport comes with a standard 5-speed manual transmission (a CVT with crawl ratio gearing is optional on the Sport). The Limited’s main focus is an upgraded interior. 

Walkaround: The 2012 Jeep Compass was restyled in 2011, so 2012 changes are minor. The front ¾ view is particularly handsome as it echoes the upscale Grand Cherokee. Our test Latitude had very handsome 5-spoke 17-inch alloy wheels. The wheels were reminiscent of those on our all-time favorite Jeep SUV — the Grand Cherokee SRT8. The sharp styling and wheels do a lot to make the Compass look like a more expensive SUV.

Interior: The interior is a Compass strong point, especially for the driver and front seat passenger. The level of materials, textures, and design are high. Quality is above what one might expect in this affordable price range. 

Driver/front passenger legroom is stretch out spacious. Rear seat room is fine as long as the front seats aren’t all the way back. The Compass is classified as a five-passenger vehicle, but a tall floor tunnel compromises the middle position. Rear seat small item storage is very limited. 

Cargo capacity and utility are great. The split rear seats fold flat and the front passenger seat can also be folded. The seatback is hard plastic so long items can be transported (as long as a single passenger rides behind the driver). A low loading height and a wide hatch make cargo handling easy. There’s ample space even when the rear seats are in their upright position. 

The sound system, gauges, and controls are all very nice and easy to use. The auxiliary steering wheels controls are excellent.

Under The Hood: The 2.4-liter engine in our test Latitude was rated at 172 horsepower and 165 lb-ft of torque. The 2.0-liter engines used in front-wheel-drive Sport and Latitude models are rated at 158 horsepower and 141 lb-ft of torque. Both engines are DOHC designs. 

Our tester was EPA rated at 21 city and 26 highway. Under mostly city driving conditions we weren’t able to get out of the teens. We felt engine power was adequate, but far from exhilarating. The engine gets the job done, but it did seem a little buzzy on steep hills. The four-cylinder engines fall short in the refinement department, especially compared to the wonderful V-6 and V-8 engines found in the Jeep Grand Cherokees. 

Behind The Wheel: We place Compass road manners in the fine category—very adequate, but nothing to rave about. The ride is comfortable, stable, and offers a good compromise between sports car road feedback and luxury car numbness. Wheel location is great for off-road hill climbing, but it yields a large turning radius due the relatively long wheelbase. Compass road manners compare favorably to competing compact SUVs, but they don’t stand out either positively or negatively.  

Whines: Oversize speakers limit door storage bin potential and we’d rather have the extra space than more booming bass. A minor complaint is the shape of the rear side windows and the “C” pillar—we’d prefer shapes closer to those on the Jeep Grand Cherokee.

Bottom Line: We liked the 2012 Jeep Compass Latitude. It does a lot of things right at a right price. It looks like a smaller scale Jeep Grand Cherokee. This similarity worked both for and against the Compass. We liked the value proposition, but we missed the luxury and performance of the Grand Cherokee (which can easily cost twice as much as the Compass). The 2012 Jeep Compass is competent; versatile; great for local weather/driving conditions; and a strong value.

2012 Buick LaCrosse: Detroit’s world-class dragon-slayer

       By Lary Coppola

One of the perks of this job is that whenever I travel out of town for business or pleasure, auto manufacturers are happy to accommodate a visiting journalist like myself with a car. The most recent experience was a vacation I took to the Florida Keys, where thanks to the great folks at Prestige Auto Specialists, I picked up a 2012 Buick LaCrosse at Palm Beach International (PBI). I’ve had a number of different opportunities to put the LaCrosse through its paces since it originally debuted in 2009, and every time I drive it, I like it more. The 10 days in Florida was no exception.

 The LaCrosse marked the beginning of a more luxurious and stylish era for Buick. And with China the world’s largest potential car market, coupled with the fact the Chinese have a serious love affair with Buick, it would be an understatement to say the LaCrosse was also the most important vehicle GM had launched in a generation. Owning a Buick in China is a status symbol akin to owning a high-end Mercedes in the U.S.

GM has positioned the mid-size LaCrosse as a serious, head-to-head competitor for Acura, Volvo, Lexus, and Infiniti — with the younger, luxury import buyers’ wallet directly in its crosshairs.

The LaCrosse was the first step in GM’s plan to revamp the Buick lineup the way it successfully has with Cadillac. So far, between the LaCrosse, the new Regal, the midsize Enclave crossover SUV, and hopefully with the new Encore, which debuted at the Detroit Auto Show, it seems to be working.

 

The LaCrosse is truly a world car. It was the first North American GM product built on its global mid-size Epsilon II platform that originally debuted in Europe. Engineers at Opel created the basic platform and most of the chassis development, while American engineers tackled the body structure, and GM China handled the interior, and majority of the exterior design. Considering the Chinese affinity for Buick, they wanted to ensure the design and materials were best-in-class. 

Walkaround: it’s hard to argue with the LaCrosse’s stylish looks. Smooth and rounded, it incorporates many of the styling cues from previous Buicks without coming across as retro, or worse, cliché’. The LaCrosse features a low, coupe-like roofline that creates the optical illusion of being significantly smaller than the previous model, although it’s virtually the same size.

The hoodline, beltline and rear deck all sit up high, while the roof sweeps down towards the sedan’s haunches. Both the front and rear glass have a significantly flat slope, and since the LaCrosse’s sheetmetal is meant for a global audience, the upright front fascia meets the more stringent European pedestrian crash standards. The body surfaces have more pronounced creases in the hood and flanks, including Buick’s signature “sweep spear” at the rear quarter, all contributing to an elegant, modern design.

Model Lineup: The three previous trim levels — CX, CXL and CXS — along with their exterior badging, have been replaced with seven product equipment groups — The LaCrosse Base (1SB), Convenience (1SD), Leather (1SL), Premium (1SN), Premium II (1SP), Premium III (1SR) and Touring (1ST).

The LaCrosse Base (1SB), includes cloth seats; dual-zone automatic climate control system and rear-seat heating and cooling outlets; AM/FM/XM stereo with single-CD player; Bluetooth for phone; USB port; high-resolution color driver information center; remote keyless entry; eight-way driver power seat adjuster; and leather-wrapped steering wheel with steering wheel-mounted audio controls.

The Convenience (1SD), adds auto-dimming inside rearview mirror, power driver lumbar, remote start and universal home remote, while the Leather (1SL), adds leather heated seats, power passenger seat, fog lamps and LED indicators on the outside rearview mirror.

The LaCrosse Premium I (1SN), features rear park assist, rear vision camera, memory settings and auto-dimming outside rearview mirror, and the Premium II (1SP), adds ventilated seats, heated steering wheel, power rear sunshade, passive entry and push-button start.

The Premium III (1SR), piles on a premium Harman/Kardon 11-speaker with surround sound audio system and power outlet, while the Touring (1ST) includes a navigation system with 40-gig hard drive, Touring Package and Driver Confidence Package.

Interior: The quality of the interior — both materials, and fit-and-finish — are Cadillac quality. The dashboard covering, door panels and instrument cluster hood are all the same sew and stitch leather previously reserved for Cadillac, and standard across the model range. All LaCrosse models also have a leather-covered shifter and steering wheel, which has a thick, easy-to-grip rim outfitted with redundant controls for the audio system.

Instrumentation is Buick’s soft teal color with pleasing teal accents. And while some customers prefer a touch interface for the optional navigation and audio systems, others prefer a traditional knob arrangement. Buick provides a choice of both in the LaCrosse, with most of the controls accessible via the screen or a knob directly below. And for the tech adventurous, most of the systems are also accessible through voice commands by pressing a button on the steering wheel.

Buick boasts the LaCrosse is the quietest Buick ever thanks to Quiet Tuning, which involves acoustic laminated glass, triple-sealed doors, liquid-sealed sound deadening, and special designs for the suspension bushings, engine cradle and mounts, and steering and induction systems.

The LaCrosse features all the usual power items — windows, mirrors, door locks remote entry, etc., along with a smart key and start button, AM/FM/CD/ with Sirius/XM and Bluetooth, which are all standard, as is GM’s OnStar. 

Under The Hood: The standard powerplant is Buick’s 182 horse, 2.4-liter DOHC inline four-banger, which features eAssist™ “light electrification” technology, four-valves per cylinder, and continuously variable valve timing for intake and exhaust. The eAssist system is the standard powertrain on four LaCrosse packages. It uses a lithium-ion battery system and electric motor-generator to enable regenerative braking capability, improving fuel economy 25 percent over the previous 2.4-Liter engine. The engine is paired with a next-generation six-speed automatic transmission.

The upscale LaCrosse models are equipped with a new, more powerful and efficient version of the previous 3.6-Liter V-6 direct-injected engine, which adds 23 more horses, for a total of 303. The engine also adds E85 ethanol FlexFuel capability. All are mated to the same smooth 6-speed automatic. Front-wheel is standard with AWD offered on the upscale verions.

Behind The Wheel: The LaCrosse is a real pleasure to drive. Picking it up at PBI, the three-hour trip to Islamorada in The Florida Keys was smooth and quiet. The fatigue level after 6 hours in flight, a 2-hour layover in Dallas, and then the road trip, was a lot less than you might imagine. I experienced the same thing on a previous turnaround trip to Spokane and back — meaning almost 12 hours behind the wheel. 

The front seats are well shaped and supportive, and hold up surprisingly well to both aggressive two- lane blacktop driving, as well as hours on the freeway. The standard Stabilitrak system with traction control, 4-wheel independent suspension with front McPherson struts, and 4-wheel anti-lock disc brakes with intelligent assist, make handling and braking responsive, safe and effortless, no matter what the driving surface.

Whines: The lack of paddle shifters is a glaring omission I’m surprised hasn’t been added since the LaCrosse’s original debut. Given that few people actually manually shift of their automatics anyway, this probably won’t matter to anyone except a handful of people – many who probably wouldn’t consider a Buick in the first place.

Bottom Line: Simply put, this is a great car and a huge advance forward for not only Buick, but all of Detroit. It’s quiet, comfortable, stylish, and at under $36,000 as tested, a damn good value as well. Like GM has proven with Chevy, Cadillac CTS, and now Buick, it can compete head-on with the Japanese and European dragons, slaying them on both quality and price. If you’re in the market for a mid-sized luxury sports sedan, you owe it to yourself to check out the Buick LaCrosse.

Tesla Set to Debut S Model

Many in the traditional auto industry doubted that Tesla Motors could build an all-electric sedan from scratch in Silicon Valley.

By Dana Hull 

San Jose Mercury News

Many in the traditional auto industry doubted that Tesla Motors could build an all-electric sedan from scratch in Silicon Valley. But this week the skeptics will witness the tech industry’s most disruptive product launch of the year.

Tesla is counting down the hours to Friday, when CEO Elon Musk will hand over the keys to a small group of customers who placed early reservations for the Model S sedan. It’s a watershed moment for the Palo Alto,Calif.-based company, manufacturing in California and the nascent electric-vehicle industry, which has been struggling to live up to ambitious expectations.

“This is a tech product,” said Theo O’Neill, an analyst at Wunderlich Securities who has been bullish on Tesla because the company is delivering the Model S ahead of schedule, something unheard of in the electric-vehicle industry. “And it is bad news for the naysayers in Detroit who can’t find their way out of a paper bag.”

Tesla is building the Model S at the former NUMMI plant in Fremont, Calif., the site of a former Toyota-GM venture that it bought in 2010 and transformed.

Invited for a rare visit to the plant, the first thing a reporter and photographer from this newspaper noticed were the vast parking lots. Empty when NUMMI shut down, they are now filled with cars and have dedicated spots for electric-vehicle charging.

Fresh orchids in a large vase greet visitors in the sleek lobby, where Tesla-branded T-shirts and jackets are for sale. Much of the cavernous facility has been painted a gleaming white, giving it a bright, clean and futuristic feel. The office space looks like a social-media startup: an open floor plan filled with employees on computers, with no cubicles or private offices. On the factory floor itself, workers zip around on red bicycles or in electric golf carts because it takes too long to walk.

“People used to think we were a joke,” said Gilbert Passin, Tesla’s vice president of manufacturing, as he stood on “the bridge,” a second-floor walkway overlooking the assembly line. “But there’s no way you can come into this factory and not know we are completely serious. You cannot do this in your garage.”

The Model S, which starts at $50,000, will come in 10 colors, but not all of the hues have been revealed. The paint gloss is so shiny that employees wear black patches over their wedding rings and watches to prevent even the slightest scratches.

The first 1,200 Model S vehicles delivered in North America will be from the limited-edition “Signature” series, which comes with an 85-kWh battery that Tesla said is capable of 300 miles per charge.

Two Model S Signatures have already been delivered. Musk has his, which is black, and venture capitalist Steve Jurvetson, who sits on Tesla’s board of directors, has a red one with the license plate TSLA S1.

A short video of Jurvetson climbing into the car before a sea of elated Tesla employees, all snapping photos with their iPhones, has been widely viewed on YouTube.

“It’s stunningly beautiful, gorgeously engineered, represents the future,” Jurvetson said in the video. “Sometime in the next year, all of my cars will be electric. I will never buy gasoline again in my life, and I’m looking forward to that.”

Tesla now has about 1,700 employees worldwide, including 800 at the Fremont factory. But for the Model S launch, many others have gathered in Fremont, including members of the Los Angeles-based design team and suppliers from Japan and elsewhere.

Tesla is now making just one Model S a day as it focuses on quality control and gives meticulous attention to everything from the sound pouring out of the stereo system speakers to the gloss of the paint.

Production volume is scheduled to slowly ramp up in coming months, and is expected to hit 80 to 100 cars a day by the end of the year. Tesla plans to make 5,000 cars by the end of 2012 and 20,000 in 2013, a low volume that will allow it to continually improve the manufacturing process.

More than 10,000 customers have put down deposits to reserve the Model S, which is being marketed through high-end retail showrooms and a nationwide “Get Amped” Model S Tour, in which reservation holders will be invited to take test drives.

The Get Amped tour begins Saturday in Fremont, then goes on to Los Angeles, Seattle and elsewhere.

Within Tesla, the pride employees feel at this critical juncture in the company’s young history is palpable.

“Elon Musk himself is extremely demanding as a person, and it should be this way,” Passin said. “But independent of Elon, all of us are professionals. We want to make sure the car is perfect. We love building the Model S in California, and we’re going to stay.”

2012 Honda CR-V: Big rig room with small car fuel efficiency

By Bruce Caldwell

You could say that the redesigned 2012 Honda CR-V has acquired a little middle age spread as it has grown from its original cute Ute size to a mid-size. A more positive (and accurate) viewpoint is that the Honda CR-V has positioned itself in the SUV sweet spot. Even with rising and unstable fuel prices many people still want and need a multi-purpose vehicle. They’ve forsaken the road dinosaur Hummer H-1 mentality, but they still need functionality. Add 30-mpg fuel economy to spacious practicality and you’ve got a winner — a.k.a. the 2012 Honda CR-V. 

The CR-V is a unibody style SUV, not a body-on-frame rock crawler, but the reality for northwest drivers is that they seldom (if ever) venture off improved roads. During those rare snow/ice events the excellent all-wheel-drive system safely gets the CR-V where it needs to go. The everyday ride is passenger car comfortable with foul weather confidence always on tap.

Walkaround: The 2012 Honda CR-V doesn’t look radically different from the previous iteration. It shares familiar Honda styling cues. The Honda CR-V has long been the benchmark model for the compact SUV segment and the redesigned 2012 model is well positioned to retain that leadership role.

Interior: Hondas and Acuras consistently provide a superior interior experience and the new CR-V is no exception. Seating construction, materials, adjustability, comfort, and legroom are excellent. Exterior dimensions belie the amount of usable inside space. Front legroom is just shy of stretch out length, even for drivers over six-feet tall. The back seat easily accommodates tall passengers with the front seats in their most rearward position. The flat floor makes it more comfortable for middle position passengers.

The CR-V is a five-passenger vehicle, although it’s ideally suited for four adults. The wide, soft surface fold-down center armrest is a plus for both outboard passengers. Rear door bins are small, but there are two seatback pouches.

Storage areas are large and abundant around the front seats. The center console bin is huge as are the door bins. Power points for all types of electronic devices are plentiful.

All four doors open extra wide, but there is some rear wheel well intrusion. Like all Honda products the doors shut firmly with a quality sound and feel. The rear liftgate opening is large with a low lift over height for the extra low, flat cargo floor (both heights are one inch lower than the previous CR-V). The hatch will just brush the hair of people over six-feet tall. The rear seats fold effortlessly, but they have a slight upward slope. Cargo capacity is 37 cubic feet with the seats up and 71 cubic feet when folded down.

We’re very particular about steering wheel ergonomics. Honda wheels are exactly what we like — thick and perfectly contoured for a comfortable grip. The leather CR-V wheel has tilt and telescopic adjustments that make it easy to find an ideal driving/comfort position. Auxiliary controls were great as was the sound system they manage. The navigation system and backup camera were also high quality, although not all the navigation functions were as intuitive as we’d like. It takes some time to master the navigation system instead of letting it “think” for you (we disagreed that the nearest Costco was in Washington, D.C.).

Under The Hood: A single 2.4-liter four-cylinder engine is the sole powerplant, but with an output of 185 horsepower and 163 lb-ft of torque it offers performance comparable to many V-6 engines. The only transmission is a 5-speed automatic, which is smooth and efficient. The transmission is more frugal than fast, but that’s expected in this segment.

There are two drivetrain choices — front-wheel-drive and all-wheel-drive (a $1,250 price difference). We tested the AWD (Honda calls it their Real Time 4-Wheel Drive System) and recommend it for the varied Pacific Northwest driving conditions. The EPA rates the AWD CR-V at 22-mpg city and 30-mpg highway. The front wheel drive model only gains one mile per gallon (23/31 mpg), so the AWD CR-V can’t be faulted for excessive fuel consumption. The EPA numbers are up from the previous model — an indication of how important fuel economy is to crossover SUV buyers. Towing capacity is rated at 1500 pounds.

Behind The Wheel: The steering wheel was great, but the road feel it transmits was a little vague for our taste (which might be just fine for most drivers). We prefer to be closely connected to a car’s driving dynamics, but the electric power steering reminded us of old school Detroit luxury car power steering systems. It wasn’t as overboosted as a sixties Cadillac, but it wasn’t as organic as we like, either. We preferred the previous model’s hydraulic power steering.

The overall driving experience is pleasant and that’s all most people want from a compact SUV. Power is sufficient for daily driving and the ride is comfortable. The car’s size is fine for ever-shrinking mall parking spaces.

Whines: We’re still not crazy about the current front end styling. We preferred the earlier versions, but the new CR-V still looks better than some of its stable mates.

Bottom Line: The redesigned 2012 Honda CR-V isn’t a radical departure from previous models, but that’s a good thing when you have a compact SUV as successful as the CR-V. It’s a right-sized outside, generously sized inside multi-purpose vehicle that gets excellent fuel economy. A fully loaded, top-of-the-line edition just kisses the $30,000 barrier and as such represents an excellent value.

2013 Chevy Malibu: Midsize Detroit Iron every bit as good as Camry or Accord

By Lary Coppola

The 2013 Chevrolet Malibu, which hit showrooms about 60 days ago, is all new — inside and out. The benefits of its more aerodynamic styling are better fuel efficiency thanks to a drag coefficient of about 0.29 — among the best in the industry — and a quieter ride. It blends a smooth ride and that quiet interior with responsive handling, effective crash-test performance and outstanding build quality that holds its own against the Toyota Camry and Honda Accord — the mid-size sedan segment’s benchmark vehicles.

Chevrolet claims the safety package on the new Malibu includes the stiffest, strongest body in the class, eight standard air bags with rear side bags optional, and five-star NCAP crash performance in all markets around the world.

Built on the same platform as GM’s Opel Insignia, Buick LaCrosse and Buick Regal, Chevrolet says the new Malibu will be sold in as many as 100 countries, with additional engines and hybrid versions to be offered later on.

Model Lineup: Like the previous version, the 2013 Malibu is offered in LS, LT, and LTZ trim levels, all with new interiors seemingly inspired by the Camaro. Our test vehicle was the new Malibu ECO 2SA.

Walkaround: The exterior design is similar to the 2012 model in the front, but features an entirely new rear end design that showcases very prominent taillights and an integrated decklid spoiler similar to the Camaro coupe.

Like its sibling, the Chevy Volt, the 2013 Malibu offers active shutters in the grille that open and close to improve highway mileage by corresponding with vehicle speed and engine cooling needs.

The new Malibu has a three inch wider stance than the previous model, which means more interior space for the driver, passengers and cargo, including 1.5 more front and 3.5 more rear inches of shoulder room, plus 2.7 inches of additional front hip room, and 2.8 inches more rear hip room. The total interior volume — using EPA standards — is four cubic feet larger than 2012.

The styling changes are quietly bold, with an attractive wheels-at-the-corners look that is substantial, yet clean and crisp, resulting in a smooth-sided, sleek profile with an appealing roofline that could belong on any luxury car.

Interior: Chevrolet’s signature dual-cowl dashboard interior is obviously inspired by vintage Corvettes. The design is updated into the 21st century with wood and metallic trim and blue-on-white instrumentation. Overall, it’s nicely designed and more spacious than previously, boasting premium, upscale materials, with excellent fit and finish. Chevy claims it’s been engineered to be the quietest interior in the midsize segment.

The seats are quite comfortable, and offer plenty of front-seat room, and generous rear legroom. All the controls are easy to operate, although some hard plastic surfaces detract from an otherwise top-quality interior, which is bathed in ice-blue ambient lighting at night.

A new touch-screen display controls the AM/FM/CD/XM Satellite radio, as well as OnStar with Turn-by-Turn navigation, portable and streaming music from Pandora through the new MyLink feature. It also handles other functions, such as the rear-view camera. and a host of new features like lane-departure warning, and forward collision alert.

Under The Hood: There is two powertrains offered — The Malibu ECO comes with a brand new Ecotec 2.4-liter DOHC In-line four-cylinder, with GM’s eAssist, while the LS, LT, and LTZ offer a 2.5-liter Ecotec engine. Both powerplants have direct injection, variable valve timing, and are married to a 6-speed, Hydra-Matic 6T40 transaxle. The 2.4 ECO, engine is rated at 182 horses and 172 lb. ft. of torque, while the 2.5 LS, LT and LTZ engine puts down 197 horses with 191 lb. ft of torque. Both engines utilize all the new technologies including dual overhead cams, four valves per cylinder, direct fuel injection, electronically variable valve timing, a variable-displacement oil pump and a two-stage electronic thermostat for peak fuel efficiency.

The EPA fuel economy rating for the 2.4-liter ECO is 25/City and 37/Highway for a combined rating of 29 mpg. Figures for the 2.5-liter were not available at presstime.

Behind The Wheel: I found the Malibu pleasurable to drive. It’s quiet, smooth and comfortable, striking a nice balance between well-controlled handling and an even ride. The Ecotec 4-banger delivers acceptable acceleration, but isn’t quite as strong as the four-bangers offered by Honda or Nissan. However, the Malibu’s 6-speed automatic, which increases fuel economy and improves acceleration, brings it up to about par with them.

The Ecotec In-line four also features electric power steering, to save drag on the engine, which aids both fuel economy and performance.

Steering is reasonably quick and precise, but has less road feel than I personally prefer — although that’s a subjective measurement.

Whines: The steering wheel is a bit too large in diameter for my personal taste, and a smaller wheel would give it a sportier feel, but that too is somewhat subjective.

Bottom Line: Choosing among the best midsize sedans basically comes down to nitpicking and personal preferences. The 2013 Chevy Malibu offers the size, room, features and conveniences a family sedan requires. Fit and finish inside and out are world-class. Personally, I think the Malibu faces off well against the benchmark Camry and Accord. They may have the edge on resale value, but at $26,845 base price, and pretty well loaded at $29,380 as tested, the Malibu offers something Camry and Accord don’t — traditional Chevrolet value.

Acura TSX Sport Wagon: A great blend of sportiness and practicality

By Bruce Caldwell
I don’t remember when the term station wagon became so negative. I didn’t get the memo or perhaps my dog that fits so well in station wagons ate it.

The need for station wagons hasn’t abated since their halcyon days in the fifties and sixties. Styles and more importantly, marketing approaches, have changed, but hauling passengers and/or stuff is still a necessity for many families.

The station wagon variant and nom de practicality I prefer is sport wagon. Sport wagons combine utility and smaller packages that favor fun and sporty handling/driving. The Acura TSX Sport Wagon is a great example of a well-balanced compact station wagon.

The Acura TSX is the brand’s entry level offering and the wagon is a recent addition. It adds versatility without diminishing the positive traits that make TSX sedans so popular.

Walkaround: The Acura TSX Sport Wagon is a handsome vehicle. We think it looks better than the TSX sedan. The design works well with the extended rear roof. We favor the rear _ view over the front angle. Stylish five-spoke 17-inch alloy wheels and moderately aggressive tires fill the wheel wells and enhance the sporty look. Doors open and shut with the kind of solid, tight-fitting, precision that customers expect of Acura products. All the fit, finish, and quality elements are first rate.

Interior: The interior is perfectly executed. Acura interior designers masterfully blend quality materials for visual and tactile excellence. You can’t expect Bentley ambiance at this price point, but there are no disappointments.

The TSX Sport Wagon caters to the driver and front seat passenger. Adjustability/ergonomic features are great. Legroom is stretch out perfect. Seat travel is extensive, which is good, because rear seat legroom is snug with the front seats all back.

A thick contoured leather steering wheel is loaded with auxiliary controls. It has tilt and telescopic features to accommodate a wide variety of driving positions. There are small paddle shifters for use when the automatic transmission is in the Sport mode.

Our test car was the Tech model, which means it had the navigation system. The system works fine once you master its many functions. The Tech package also includes an upscale sound/entertainment/information system.

One other Tech package feature is a power tailgate. It’s handy, but not totally necessary given the tailgate’s compact size. The substantial rear opening provides access to a flat cargo area. The split rear seat increases capacity and flexibility. There’s additional storage under the rear deck and recessed cargo loops.

Under The Hood: Our TSX was equipped with the 2.4-liter 201 horsepower i-VTEC 4-cylinder engine and the 5-speed automatic transmission. The engine was smooth and proficient for a 4-cylinder, but Acura V-6 engines have spoiled us.

The EPA rates the TSX at 22-city/30 highway. We got over 27 mpg on a trip to Port Angeles.

Behind The Wheel: Old school station wagons weren’t much fun to drive, but the new Acura TSX Sport Wagon drives and handles better than old school sports cars. The TSX is a great driving car on long trips and around town. The fine suspension and brakes combine with the previously mentioned excellent interior to provide a very pleasurable driving experience.

An Acura feature that deserves praise is the excellent wiper system. During the recent record rains we used the wipers at every speed from drizzle to downpour. These wipers get our top rating of five umbrellas.
Whines: Miscellaneous interior storage bins were on the small side. A massive owners manual overshadowed the decent size glovebox.

Bottom Line: The Acura TSX Sport Wagon is a great compact station wagon. It doesn’t have the capacity of a Brady Bunch wagon, but most people don’t have such large-scale needs. The TSX Sport Wagon combines the style, comfort, and handling of a sport sedan with the added space and versatility of a wagon. Regardless of what you label it, we call the Acura TSX Sport Wagon a winner.