Leave it to Lexus to deliver me a convertible as soon as it’s too cold to put the top down. Of course, I did anyway, for the sake of testing. Despite looking like an idiot with the the top down, both windows up, and the heat on full blast, I had to experience the car in full so I could report it to you, faithful Automoblog readers. Okay now, top up for the rest of the test.

The nice thing about retractable hardtops is when the top is up, it looks and drives like a standard coupe, and provides (almost) the same amount of protection from weather and road & wind noise. If you want a convertible, it seems like it’s the way to go. Of course, they aren’t without their downsides. First, they’re heavy – the IS 250C is about 400 lbs heavier than its fixed-roof sedan cousin. They’re also expensive, and the not-so-pliable aluminum roof takes up extra space when it’s folded up in the trunk. A lot of extra space, actually. To put the top down, you have to open up the trunk and move a cargo cover into the right spot first, reducing cargo room from a decent 10.8 cubic feet to a measly 2.4. Once everything’s in place, it’ll take 20 seconds for the top to fold back and into that 8.8 cubic ft.

The Lexus IS-series hasn’t changed their styling in a few years, which isn’t a bad thing – it’s a good-looking car. The IS-C lacks some of the sharp lines of the fixed-roof IS and replaces them with a stretched ass-end, throwing some proportions out of order for the sake of the folding top. It’s still a good-looking car, but looks awkward from certain angles. If you’ve always wanted a two-door Lexus IS though, it’s the only way to get one. I would like to see a proper IS Coupe one of these days, preferably via the IS-F. If you’re looking for something a little sportier, you can add plenty of F-Sport options to the IS, including 19-inch alloy wheels and tires, and a big brake kit.

While inside, you’ll get the typical Lexus treatment – a beautifully designed interior, comfy leather seats, steering wheel audio and cruise controls with power tilt/telescope, four power windows, Lexus’ 8-speaker audio system with Bluetooth and USB input, and plenty of other Lexus-y standard features. Our tester came with the Luxury Package, which adds HID headlights, heated & cooled front seats, nicer leather, wood trim, front memory seats, rain-sensing wipers, illuminated door sills, and a power one-touch front seat slide & fold, which I found to be more awkward than useful. Those extras tack on $3,055 onto the base $41,060 for the IS 250C. We also had the navigation system with backup camera and park assist, which added up to another $3,000 or so. A couple other accessories and our total was up to $48,192 after delivery. The touch-screen nav is still the old antiquated unit we’re used to in Lexuses, lagging quite far behind the German competitors in technology and ease of use.

The 2012 Lexus IS-C comes in two main flavors – the 250C that we drove, which comes standard with a 6-speed manual (or $1,170 more for the 6-speed auto,) and a small, 2.5-liter V6 that puts out 204 hp. That’s the one we drove, and while it’s not necessarily lacking in power, I feel like it could use a bit more. If you’re like me, you’d step up into the IS 350C, which is equipped with their 3.5-liter V6, producing a more gutsy 306 hp. Of course, you’re sacrificing a few MPGs with 102 more horsepower, but not as much as you’d think; the 250C gets 21/30 mpg, the 350C gets 19/27. Interestingly, if you opt for the manual transmission, you’ll actually see a decrease in economy – it will get you 19/28 mpg.

The Lexus IS platform is RWD, which makes for a more pleasant driving experience than an equivalent FWD. Driven aggressively, it can even be fun, although the 350C will be better suited for that than the 250. While the regular IS sedan can be had with an AWD option, the IS-C is available only in RWD, which makes sense, given it’ll likely be driven in warmer climates. Given its drop-top nature, Lexus, as you may expect, did a good job keeping down the noise, vibration and harshness (NVH) characteristics, keeping true to their reputation. When they turned the sedan into a convertible, Lexus engineers changed the suspension to better dampen the ride, and added plenty of sound absorption and insulation materials to keep the NVH numbers down pretty damn close to the sedan’s.

So what are your alternatives? My top picks in this segment are the Audi A5 Cabriolet (soft-top) and BMW 3-Series (hard-top.) Other good choices: Infiniti G37 Convertible, Volvo C70 T5, and Mercedes E-Class Cabriolet. If price is a concern, the BMW and Mercedes will set you back a bit more than the others, in general.

Overall, the 2012 Lexus IS 250 C is a nice ride, and a decent choice in this (seemingly overpriced) segment, with a high-class interior, comfortable ride, and fun-to-drive demeanor.

Before you Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership. Find the Lowest Price on Your New Car at CarWoo Today!

Related posts:

1. 2010 Lexus HS 250h Hybrid Review
2. Lexus GS-F In The Works for 2012?
3. Detroit 2012: Lexus Teases Concept Previewing Bolder Design

When Toyota introduced the Yaris subcompact back in 2007, it was welcomed with open arms. Not only were gas prices beginning to climb again, but it was replacing the Echo, which was, for the most part, a flop. Despite getting a similar powertrain and fuel economy that didn’t quite match the Echo’s (although they’ve since made up for it,) it was better in almost every way. Over the last few years, however, sales have begun to slow due to more competitive options from other brands. So for 2012, Toyota gives us the third generation Yaris…

New for 2012

Completely redesigned inside and out, the 2012 Toyota Yaris brings some significant changes to their least expensive car. To say that the changes are significant is a major understatement, as the entire car has been overhauled to get rid of the old Yaris’ cheap econo-box feel and give buyers a sense that they’re driving something a little more premium. Take a look at some of the comparison photos:

2011 Yaris	2012 Yaris

As you can see, it looks like a real car now. No awkward center-mounted gauge cluster, higher quality materials, no weird (albeit charming) vertically-positioned climate controls, and most of all, much better design inside and out. One interesting and fortunate change is the deletion of the sedan – for 2012, only the 2- and 4-door hatchback models are available. Not everybody’s going to like that, but it’s a segment that should be defined by efficiency, and that’s where hatchbacks excel. And now that hatches are no longer the ugly child, I don’t see that being a major issue.

You can’t see it from the pictures, but the 2012 Yaris is also extended a few inches in length, allowing for more cargo room (up from 9 cubic feet to 15.6 with the rear seats up.) That’s a huge improvement, although it’s still less than some competitors.

One thing that didn’t change from last year is the powertrain – the Yaris is still powered by Toyota’s 1.5-liter four-cylinder, producing 106 hp through a 5-speed manual or 4-speed automatic. This test car had the manual, which I highly prefer over the antiquated automatic I drove a couple years ago (same transmission in this one.) Clutch pedal travel is consistent and smooth, and shifting is easy, except the shift from fourth gear to fifth, which requires a more precise and time-consuming “up-right-up” movement instead of the typical “up-and-to-the-right.” Despite being the same engine and transmission, they were able to squeeze a few more MPGs out this year, bringing the numbers up to 30 city/38 hwy mpg in the manual from 29/36. Opt for the old-fashioned automatic trans and it drops to 30/35. Also changed this year is the suspension, which Toyota gave a thorough tuning to give the car a more solid drive. It’s noticeable, and even though the car still doesn’t corner like a hot hatch, it feels more confident and stable in the turns and at high speed.

The interior redesign in the 2012 Yaris is a huge deal. You’re no longer constantly reminded of the fact that you’re driving an econo-hatch. The steering wheel actually has buttons on it (SE trim,) and it’s even flattened a bit at the bottom and contoured for real-life human hands. The seats feel like actual, bolstered seats, not cloth-wrapped plywood, and most of the touch points are covered in soft material. There’s still no sunglasses holder up above, but you can store them in one of the two cubbies in the center console area (no covered console,) one of the four cupholders within reach, or attach them to the sun visor, which extends when needed (something some Lexuses don’t even have.)

Pricing & Options

The 2012 Toyota Yaris’ price gets bumped a bit this year, thanks to, well, a much better car, and quite a bit more standard equipment. The base L trim starts at $14,115. Stepping into the LE will cost you $15,625 and bags you power windows, remote keyless entry, a 6-way adjustable driver seat, steering-wheel-mounted audio controls, a better interior trim, a 60/40-split fold-down rear seat (the L just has a bench seat,) Bluetooth, and an upgraded sound system. The SE trim, which we drove, will start at $16,400 and gets you bigger 16-inch wheels with sport-tuned suspension and four-wheel disc brakes, cruise control, an upgraded upholstery (which you can see in the photos,) smoke-trim headlamps, fog lamps, color-keyed grille with sport mesh insert, color-keyed front and rear underbody spoilers, rear spoiler and rear diffuser, and a chrome exhaust tip. Your only option in the 2012 Yaris is cruise control, and only on the LE trim. It’s standard on the SE and you simply can’t get it in the L.

Again, there’s no getting around the fact that you’re driving a cheap car, but they’ve made it much less obvious this year. The car is actually fun to drive, handles well, and since the measly engine doesn’t have to carry around much weight (it’s actually lighter than last year,) it feels peppy so long as you’re driving the manual.

Before You Buy

Make sure to check out the Yaris’ competitors, which are better at some things and worse at others, as usual. The Honda Fit, Nissan Versa, and Hyundai Accent all have a little more cargo room, while only the Accent beats out the Yaris in fuel economy (and power.) Definitely check out the new Hyundai Accent – on paper, it’s one of your best bets this year. The Ford Fiesta and Mazda2 are also worth taking a look at.

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership by getting Free Price Quotes at Edmunds.com

Related posts:

1. 2009 Toyota Yaris Review
2. Toyota Recalls 134,900 Yaris Models Over Seatbelt Issues
3. Toyota Yaris HSD Concept is No Yawner in Geneva

And so the micro-car wars begin. Here in the States, anyway. They’ve had city cars (as they call them) in Europe for decades, but only recently have they caught on in the States, as we push for cars with higher and higher MPGs. Hybrids have been around for a while, but they’re expensive, boring, and frankly, usually don’t provide much of a benefit in the long run. They’re more of a temporary solution. EVs still have a long way to go, and diesel cars still have a while to catch on over here too (for reasons I don’t understand.)

So along comes Smart. A quirky little sub-brand of Mercedes that makes these micro-subcompacts (this segment’s official classification.) Americans seemed to take to them pretty well, filling a small niche sitting below subcompacts like the Toyota Yaris. Italian brand Fiat saw what was going on and brought over their 500 micro-subcompact in 2010, selling a decent amount, judging by how many I see on the road. Seeing room to give Americans another, cooler option, Toyota decides their few-years-old (in Europe) iQ micro-car could be brought over here, but they’ll sell it as a Scion and market it to young urbanites who regularly deal with tight parallel parking and narrow roads.

As the new Scion iQ (Scion’s fourth model) launches in the States, Scion invited some of us down to Palm Beach, FL to listen to them talk about it and take one for a spin. After a grueling first day full of delays, spending just under 12 hours either in the airport or plane (meaning from Raleigh, NC I could have driven there faster,) I grabbed a $16 patty melt and $14 martini (it is Palm Beach) for dinner from the hotel restaurant and was out like a light within the hour. After breakfast, we sat through a product presentation, then stepped outside to the 11 iQs they had lined up to see what the car is all about.

The iQ is strikingly small (it is a micro-car after all.) Wheelbase and body length are so close it’s scary, with the front and rear fascias ending only a few inches after the tires. Total length of the body: 10.1 ft – shorter than Fiat, but a foot or so longer than the Smart. To make up for some of that, it’s 5.5 ft wide (wider than both,) which shows when viewing the car from the rear:

It’s a cool-looking car, fitting right along with Scion’s youth-oriented design philosophy. Somehow, it avoids that awkward “smooshed” look its dimensions would suggest, and replaces it with a bit of aggression thanks to its wide stance and slick design.

Engineers of the iQ worked overtime maximizing interior volume, moving the compact A/C unit behind the center stack, giving the car an asymmetrical seating layout with the front passenger sitting slightly ahead of the driver. It gives the iQ a 3+1 seating arrangement, meaning it’s got room for three adults and an infant or amputee. Other space-saving techniques they used was using slim seatbacks, placing the 8.5-gallon fuel tank underneath the driver and right-rear passenger, and using a high-mount rack-and-pinion electric power assist steering setup. Fitting anything larger than a couple bags of Oreos behind the rear seats would be a feat, so they fold down 50/50-style with a “trunk mat” already attached to their backs, bringing cargo room up from a whopping 3.5 cubic feet to a useable 16.7.

My chubby 6’4″ frame fits into it without any awkward contorting or adjusting. The driver’s seat goes all the way back for me and touches against the front of the rear seat. More like a 3+0 if anyone over 5’6″ tall is driving. The car’s 4.9 ft height gives me a few welcome inches of headroom. The sporty flat-bottomed steering wheel tilts but doesn’t telescope, and comes standard with red stitching and audio controls. Sitting shotgun gets you some extra room to stretch out with the seat back and forgoes a typical glove box with a cheap-feeling plastic drawer under the seat. A single cup holder in the center console, one in each door, and a small cubby under the center stack provide the only other storage up front. Inside that cubby is a single 12V power outlet for accessories. In a car meant for the youngins, it really should have at least two, what with their music players and navigation screens, and Pac-Man video games. A standard auxiliary and USB input give you the ability to hook those MP3 players up to one of the iQ’s three head units. The iQ’s extra width is more than welcome, keeping occupants from getting that tiny-car claustrophobic feeling, seating more like the Corolla. I’d go so far as to say it feels almost spacious up front.

But the real question is how does the little guy drive? Not how you’d expect a car this size to drive. That is to say it’s competent and stable at speed, and reaching 80 mph on the highway doesn’t scare the crap of you. Taking turns a bit too fast doesn’t feel like you’ll tip over, either, thanks mostly to the width of the car and lowered center of gravity. Maneuvering is quick and precise, as you’d expect, and parking is easy. With a turning circle just shy of 13 ft, driving in tight circles feels like the car is pivoting on the rear wheel. The iQ’s 1.3-liter engine only puts out 94 horsepower, but it’s also only carrying 2,127 lbs, plus you. It’s no Aston Martin, but it’s responsive and has plenty of kick for most needs. The Scion iQ is only going to be available with a Continuously-Variable Transmission (CVT) – unfortunately there won’t be a manual gearbox option. The CVT isn’t bad (and I normally hate CVTs,) but I’d still like to see it with an available stick. My only other complaint about the driving itself is the steering’s numbness and lack of feedback. Oh, and cruise control isn’t available. At all. Yeah.

The combination of the tiny engine, efficient transmission, and light weight allow the iQ to get 36 mpg in the city and 37 on the highway – that’s getting into hybrid territory for much less money. The 2012 Scion iQ is $15,995, including delivery, and since Scion is monospec (no trim levels or packages,) it comes well-equipped and your only extra cost will be any accessories or changes.

The 2012 iQ is available in the western states now, and on-sale dates for the rest of the country are expected in the first quarter of 2012.

Before You Buy

The Scion iQ’s main competitors are the Smart forTwo and Fiat 500, with the Mini Cooper being considered a solid “ehh…maybe.” Scroll down for a big photo gallery.

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership. Find the Lowest Price on Your New Car at CarWoo Today!

Related posts:

1. Scion iQ Minicar Comes In at $15,995, First Hits Dealers This October
2. 2009 Scion xB Review
3. Scion FR-S Concept Shows FT-86 A Step Closer to Production

The 2012 Chevrolet Sonic is the much needed replacement for the Aveo, a car universally panned by the automotive media, and is built in Orion Township, Michigan.  The Sonic comes in two forms, a five-door hatchback and a four-door sedan with the usual Chevy flavors of LS, LT, and LTZ. Pricing starts at $13,735 for the sedan and $14,635 for the hatchback with standard alloy wheels ranging in size from 15 to 17 inches, air conditioning, front floor mats, ten airbags, stability and traction control, OnStar, anti-lock brakes, remote keyless entry, tilt and telescoping steering wheel, and stereo with aux input. The base engine is a 138HP 1.8L that when mated with the five-speed manual gets 26 mpg in the city while the six-speed automatic gets 25 mpg. Both transmissions are rated at 35 mpg on the highway. The upgraded engine is a 138HP 1.4L turbo available only with a six-speed manual that gets 29 city and 40 highway.

All manufacturers have increased the exterior appeal of their subcompact offerings and the Sonic is no exception. The car has an aggressive forward-leaning stance with the wheels pushed out to the corners. On the inside the interior space, especially upfront, is decent and the sedan’s trunk is surprisingly huge for a car this size. I wasn’t sure how I would feel about the funky motorcycle-inspired gauges, but I actually liked them and the multi-function trip computer next to the giant tachometer was a useful surprise. Like its larger sibling, the Malibu, the Sonic has a two-tone dash that gives it a high-quality appearance uncharacteristic of cars in this class. Rear seat room is the same in both hatch and sedan and is most comfortable for short trips if you are near six feet.

My first tester was the LT Sedan. The LT model adds a CD Player with MP3 playback, SiriusXM, two additional speakers, rear floor mats, power windows, and power heated side mirrors to the base equipment listed above. My test car also had the optional Connectivity Plus Cruise package that added Bluetooth and a USB port to the stereo, cruise control and steering wheel mounted phone and audio controls, and the Wheel and Fog Lamp package that added 16 inch aluminum wheels and fog lamps. My car also had Inferno Orange Metallic paint that was an extra $195. The sticker including delivery came to $16,560.

I also drove an LTZ model that adds as standard equipment Bluetooth and USB port for the stereo, cruise control, perforated leatherette seating with heaters for the front, leather-wrapped steering wheel with phone, audio and cruise controls, and fog lamps. Options on the car were a power sunroof ($850) and Crystal Red Metallic Paint ($325) with a total sticker price of $19,730. I thought the leatherette looked and felt low-quality for the nearly $20,000 price tag, but perhaps I expect too much.

Both cars I drove had the 1.8L engine. The LT test car had a manual and the LTZ an automatic with manual thumb shifting capability. Sonics have the most power in this class and offer decent acceleration with either transmission. The manual shifted nicely and in my opinion, is the best transmission in this car. It seemed like the automatic shifted rough although the thumb-shifting button on the automatic was surprisingly useful. Engine noise is plentiful on acceleration, but quiets when you reach cruising speed while both road and wind noise are surprisingly subdued. The ride is very compliant and unexpectedly comfortable yet firm enough to feel in control. The car does not feel as small as it is probably due to low noise levels (after you are done accelerating), the great view out, and a roomy upfront.

After driving both cars, my money would buy the manual equipped LT sedan with the Connectivity Plus Cruise package. Drop the extra paint cost and wheel and fog light package, and I would expect to get into a new Sonic around $16,000. I didn’t feel the LTZ was worth the extra $3,000 over my LT test car and as I said before, I would get the manual transmission. A turbo was not available for testing, but for an extra $700, I don’t have to drive it to consider it a bargain for the additional torque, an extra manual transmission gear, and three and five more MPG on the city and highway, respectively. Overall the Sonic is a big leap forward for Chevy and a strong offering in a class that is becoming increasingly more competitive. If you are in the market for a small car with good fuel economy, start here and then drive one. It should be on your list.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership. Find the Lowest Price on Your New Car at CarWoo Today!

Related posts:

1. Sportier Version of the Chevrolet Sonic Coming
2. 2012 Chevrolet Sonic Booms into Detroit
3. 2012 Toyota Yaris Review

Suzuki may not be the most popular or well known automaker in the US, but that should not keep you from taking a look at their newest product. Introduced in 2010,  the Kizashi is now available in four trim levels: The base S, SE, Sport GTS, and Sport SLS.  All trim levels can be had with either front-wheel drive (FWD) or all-wheel drive (AWD). However, if you choose AWD, you can only get the continuously variable transmission (CVT).  The FWD manual starts at $18,999 and the top trim level Sport SLS AWD w/NAV is $28, 948.  After reading this in Motor Trend, I knew this car could be a game-changer for them.  I had to drive one to find out.

I drove the 2011 Suzuki Kizashi Sport SLS AWD, with the CVT and paddle shifters. This model is loaded with a 425-watt Rockford Fosgate stereo with Bluetooth, heated leather seats with memory, heated side mirrors, power sunroof, auto headlights, auto rain-sensing wipers, parking sensors, 18-inch aluminum wheels, sport suspension and sport steering wheel with audio and cruise controls. The only additional available option on my test car was navigation.  Standard on all Kizashi’s is Keyless push-button ignition, USB port, front and rear side-impact airbags, side curtain airbags, dual zone climate control, and led interior lighting.

The exterior of the car is very nice for the price point with tight body gaps and a quality appearance. The chrome add-ons, aggressive stance, and sporty trunk lid lip are all complimentary to the main body lines of the car.  Inside the car has an even higher quality look and feel. The doors have a solid ‘thunk’ when closing them and the fit and finish inside is top notch for the price.  My first impression was, “Wow, I can’t believe this is a Suzuki!”. The front seats are among the most comfortable I’ve experienced, with eight-way power adjustments, power lumbar, and the aforementioned memory.  Entry into the backseat is a less than perfect requiring one to duck inside due to the low roof line, but once in the back, the seats are extremely comfortable and average-sized adults will fit just fine.  Overall the interior feels like you are in a much more expensive car.

After pressing the push-button ignition to start it, the engine runs very smoothly and sounded more like a V-6 than a four-cylinder at idle.  The initial acceleration does not feel as powerful as 180 horsepower would suggest with the CVT modulating the power to optimize fuel economy of EPA 22 city/29 highway.  Not until you mash the gas do you realize this is not a slow car.  The Kizashi takes off with a shiftless surge of power that will keep up with if not best much of the competition in zero to 60 and the quarter mile.  Be careful though, since you don’t experience shifts with a CVT, speed climbs deceptively quick.  Braking is firm and controlled.  The ride is firm and sporty, yet did not jar me when I hit a few rough railroad crossings and an occasional pothole during my drive.  Overall, the car has a nice balance between sport and comfort.

The Suzuki Kizashi Sport SLS AWD is a solid, well-built, and impressive car for the money. It provides a lot of value with excellent, comfortable seating and equipment normally found on cars at higher price-points.  It would have been an even better car with a manual transmission (a six-speed manual is only available on front wheel drive models), though shifting with the paddle shifters was somewhat of a happy medium.  It could be that I am just not used to a CVT and how different it behaves.  If you are looking for a mid-size car with sport-touring intentions, this should be on your list.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership. Find the Lowest Price on Your New Car at CarWoo Today!

Related posts:

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2. 2008 Suzuki SX4 Sport Review
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Mention the words ‘subcompact’ or ‘economy car’ and your mind conjures up images of bare-bones cars with tons of road noise, no comfort, no radio, and horrible acceleration. Today’s subcompacts are a different story. Ever since market speculators have driven up the cost of oil and by extension gasoline, Americans’ use of gas-guzzling SUV’s for commuting has been slowly replaced with smaller cars. However, no longer satisfied with the uncomfortable transportation appliances of old, today’s small car buyers want many of the options formerly not available in this class. One car with these options is the Mazda2.

I test drove the Mazda2 with a manual transmission and the Touring package which includes 15 inch alloy wheels, leather-wrapped steering wheel with audio controls, cruise control, tweeters, upgraded seat cloth with red piping, trip computer, and fog lights. All this for a sticker price of $16,430. I should also mention that ABS, stability control, key-less entry, air conditioning, power windows, locks, and power mirrors are standard equipment on even the base Mazda2 Sport.

On the outside, the car is sporty looking while the interior has a high quality look for the price. The switches and dials all have a quality feel. The front seats have a high level of lumbar support which may be too much for some drivers, but are otherwise comfortable with nice side bolsters. The seat bottom may be too soft for some on long trips. The 60/40 split back seat is quite flat and uncomfortable with headrests that when raised block the driver’s rear window visibility. Leg room is barely adequate for my 5’11’’ frame when seated behind the driver’s seat. I would relegate the backseat to short trips for adults or kids.

After starting the car, the engine runs very quietly. The clutch engagement is perfect and the weighting is very light and easy. You won’t have a sore leg after driving the ‘2’ with a manual in city traffic. The shifter is also smooth and light and allows for easy shifts. You will need to put your foot down, however as the 100 horsepower engine is merely adequate for acceleration. You won’t win any races, but it will keep up with traffic just fine. That is the trade-off for EPA rated mileage of 29 city/ 35 highway with some drivers reporting highway mileage over 40 mpg. Like all Mazda’s, the corners are where the ‘2’ really shines. Steering feel is great and lends to cornering that is nice, flat and confident. The car is quieter than I expected on the road and had a ride quite unexpectedly smooth over our frost-heaved pavement.  The car feels solid for its size.

In summary, the Mazda2 is an excellent value for the money. It is reasonably fun to drive while providing great fuel economy in an attractive package with a nice array of standard features.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership. Find the Lowest Price on Your New Car at CarWoo Today!

Related posts:

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Chrysler has recently blasted the media with a “Get back to American made products” campaign that pulls on our heartstrings and makes us walk away from the family room with the same feeling that we had when Rocky won the title. I can’t help but ask myself if it’s too little too late. As the Japanese products continue to improve and beat us out on our own turf, the big three may have little hope of a comeback.

Being a somewhat devout German import fan, I likened the advertisement blitz to a shallow attempt to boost sales in a struggling economy. Then I sat in the 2011 Grand Caravan Crew. At once I noticed that the normally plastic infused interior was considerably more refined than its predecessor. Soft touch points abound as I struggled initially to find anything to complain about.

I prefer to jump into a car and test the user experience by driving off without reading the manual. If I can get going without having to take a night class then the engineers and designers have done their jobs effectively. The Grand Caravan is easy to negotiate and the manual remains in the glove box. The cockpit controls are well placed and marked. Point to Dodge.

I have had some difficulty with the entertainment head unit, however, which is a sticking point for me. If I, the techno geek in the house, am having trouble with the audio layout and operation then my wife will be doomed at the helm. The satellite navigation and audio controls are far too separated for my taste. The Bluetooth was quick to set up which buffered my aggravation so we will call it even.

Dodge seems to be targeting the Gen-X demographic here as the rest of the interior operates quickly and intuitively. The second and third row seats folded away with little effort and the fully loaded model comes complete with a DVD player and remote headphones which we all know will keep the passengers engaged for hours on end during longer road trips.

The exterior has been smartened up as well. It only took Dodge 18 years to get hip to the fact that a minivan does not have to look like a matchbox. The 2011 gets a more aggressive snout and swept look more in line with its stronger and more athletic family members such as the Durango and Challenger. Yes, I said it. There is a movement toward inclusion of consistent family lines that is making its way across the entire brand though somewhat slowly in the case of the minivan segment. With minivan owners we have to be careful not to make any large or quick moves as we may scare them away.

The power train is no slouch either (2011 provides us with a 2.6 liter driving 283 brake horsepower). I fully expected to pull into traffic and toil away in the right lane with this 4500 pound behemoth. Instead, I found myself struggling to keep it under the speed limit. This was mostly due to my fascination with the surprisingly throaty exhaust note which drove me to press just a tad harder on the skinny pedal in order to hear the van kick up a gentle roar. We now have an Econo mode which is supposed to increase mileage but I found it to be too taming of the V6 Pentastar. With Econo engaged the shifting is slow and cludgy and the whole experience was reduced to the point that I doubt that the little green button will be often used. Econo mileage in daily city use was no greater than 20 MPG (Dodge claims 17 on the sticker) which was not enough of a savings to warrant the poor performance. I got 18 with the Econo disengaged so that is almost a no-brainer. If mileage is a real concern then you may want to look to a 4 cylinder instead. With the Econo option disengaged, however, I was very happy with the performance. Coupled with a newly designed suspension, the power train was a very welcome addition.

With a sticker price of $34,890 I don’t know that this model is going to reach the intended demographic. I am more inclined to spec out a base version for $6200 less though I was having a ball with all of the bells and whistles. I am apt to load this wagon with dive gear, bicycles and hiking equipment than with babies or a 5th grade soccer team so my needs are significantly different. I did take advantage of my test week to help a friend move and was able to transform the grocery getter into a panel van with just a few tugs of the easy to understand stow and go directions, filled the space with boxes and golf clubs then made use of the available tie down points. The usable volume was adequate as the seats folded flat into the floors and provided plenty of room.

I have to give credit to the RAM engineers as they have taken advantage of the Stow and Go design to produce a set of seats that flip backwards to provide setaing facing out the back of the van. I can see how this would be great for fishing or a drive in (if you can find one these days). Another point to Dodge. I found a decent walk through video linked to this jump.

I found the road noise to be a little high considering the price point but do understand that there is a significant amount of open space which is more difficult to deaden. I would like to see Dodge follow in the footsteps of the considerably higher priced Lexus or Volkswagen in this regard. I am betting that the Stow and Go comes at the cost of sound deadening materials.

So what did I find to criticize? For starters, the captain’s chairs, although quite comfortable, were set too far from the door armrests. I felt like a child sitting in Dad’s La-Z-Boy. Another point of contention was the operation of the spare tire. I managed to get the thing to drop from its crow’s nest under the center of the frame but would not expect my wife to figure this out alone on a rainy night. I also had to snicker at the oddly placed shifter. The trim model that we were provided with included a Tiptronic-esque transmission. Tip? In a minivan? That’s the equivalent of drinking near beer at a frat party. They just don’t go together.

The Caravan is quite a jump from previous models but still falls short of what the imports are doing. If the base price were significantly lower then I may be able to forgive such a gap but if you are going to climb off the porch to play with the big dogs then you need to bring your A game.

Overall I will say that the Caravan was surprisingly more than I had anticipated. It was far from disappointing but others in this class are stronger contenders for the money. Detroit has done a good job of firing a warning shot across the import bows and demands a hard look especially of you want to buy American. If Dodge were to start to leak their R/T options into the other models then we might really have something. I would certainly recommend the purchase but only after having spent some time behind the wheel of the Toyota and Honda offerings (to be fair, Honda’s Odyssey climbs outside of this price point). The Caravan’s competition suddenly restyled after the Dodge release which tells me that they are weary of the underdog coming up to bite them from behind. Maybe the U.S. car manufacturer can recoup floundering sales after all. Detroit, you have our attention. Now make us proud.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership. Find the Lowest Price on Your New Car at CarWoo Today!

Related posts:

1. 2009 Dodge Challenger SRT8 Review
2. 2009 Dodge Ram 1500 Review
3. 2011 Dodge Durango Unveiled (Sort of)

It was barely a month ago, during my review of the new-for-2011 VW Jetta SEL, that I was getting antsy about Volkswagen taking too long to release the high-performance version of their mid-size sedan. Well, it’s finally here, and it rounds out the Jetta lineup pretty damn well, if you ask me.

Last year, VW completely redesigned the Jetta into a car that now more closely resembles the Passat than the Golf, and even looks a bit like a German luxury sedan. Introduced with one good gasoline engine, one not-so-good one, and a fantastic diesel powerplant, I’d call the new Jetta a huge win for VW. And so, apparently, is the American car-buying public; they’re selling like mad. Enthusiasts, however, have been left in the cold with the new model. That is, until now.

The all-new 2012 VW Jetta GLI includes a massively upgraded turbocharged 2.0-liter four-cylinder that produces 200 hp and 207 lbs/ft of torque. Doesn’t sound like a lot, but it really does feel like more power than the numbers suggest. Aided by a standard six-speed manual transmission (gotta love VW for putting sticks in every trim level,) or you can opt for the best “normal” automatic transmission us middle-class can buy – VW’s six-speed DSG with paddle-shifters – for an extra $1,100. Our test model came with the DSG, and while I’m typically a big fan of this transmission, it didn’t feel quite right in this car.

Under normal driving, the combination of the DSG’s urge to shift RIGHT NOW (a very good thing during spirited driving) and the engine’s turbo lag (which is noticeable) make for a jerky and uneven drive at lower speeds. Taking off under light or normal acceleration from a stop, for example, is downright awkward until you get used to it. I’ve taken the only sensible solution to the problem: drive like I’m being chased, constantly. The turbo lag is actually very noticeable. My solution? Launch control. Wait…no launch control? Lame. Still, the car’s surprisingly fun to drive hard.

In addition to the fun-loving powertrain, the GLI gets a lowered (15mm) track-tuned suspension, stiffer spring and damper settings, and Volkswagen’s XDS cross differential system for better control. The ride isn’t noticeably stiffer than the standard Jetta, but handling is significantly better around corners. The GLI also gets a more aggressive look – in front there’s a new grille, foglamps, and spoiler, and the rear gets smoked taillights and dual exhaust tips. Red-painted calipers round out the “Look, I’m sporty” package. Our model includes 18-inch “GLI Alloy” wheels (standard on the Autobahn trim,) which made the calipers pop even more.

Inside, the 2012 GLI gets fancied-up aluminum pedals, shift knob, dash and door trims, along with red stitching on the sport seats and flat-bottomed leather steering wheel. All 2012 Jettas get a new audio system as an option (standard on some trims) – a nine-speaker (with subwoofer) 400 watt Fender system that sounds exceptional. A standard auxiliary jack and iPod connector (in the glove box) let you listen to your own music and control it through the touch-screen interface. My biggest gripe about the system is the power/volume knob that has a little “power” symbol on the face that turns with the knob instead of staying in place:

Quite possibly the most absurd complaint about a car, but it drives me crazy having it tilted in one direction; I have to set it to point up then use only the volume controls on the steering wheel. Please tell me I’m not the only one who this bothers. Anyone…?

The new GLI starts at $23,495, and is well-equipped with all that fancy stuff above, plus Bluetooth, 60/40 rear seats, cloth sport seats with manual adjust, one-touch up/down windows all-around, 17-inch wheels, and the standard (non-Fender) six-speaker audio system (you still get aux and iPod inputs.) Upgrade to the GLI Autobahn trim for $25,545 and you get the bigger and much nicer-looking GLI Alloy wheels (the 17-inchers on the regular GLI are kind of ugly,) power sunroof, fake leather with heated front seats, a cooled glove box, automatic climate control, and the fancy Fender sound system. For another $900 you get navigation and push-button start/stop.

Fuel economy is a respectable 22/33 mpg – only one city mpg lower than the 170 hp five-cylinder in the “normal” Jetta.

Looking for a run-down of the practical side of the new Jetta? Check out the 2011 Jetta SEL Review I ran last month. There aren’t many differences between 2012 and 2011. The interior is still lacking in the same quality pre-2011 models had, but the value-per-dollar is still above most others in its class. The GLI’s fun-per-dollar ratio is particularly high.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership. Find the Lowest Price on Your New Car at CarWoo Today!

Related posts:

1. 2011 VW Jetta SEL Review
2. 2009 Volkswagen Jetta TDI Review
3. 2010 VW Jetta SportWagen TDI Review

It wasn’t long ago that compact cars served one purpose: getting from A to B an inexpensively as possible. They were made like crap, sucked to drive, and had next to zero features. They were pre-paid cell phones of the car world.

The Chevy Cavalier is a perfect example of this; if you’ve ever had to drive one, you know what I’m talking about. The Cobalt wasn’t much better. It would be hard to find someone who bought one because they loved it (with the possible exception of the SS) – the answer is always “it was cheap and gets good fuel economy.” They were all this way, from every manufacturer – cheap little econo-boxes with nothing to them but the most basic of comforts. And they were awful.

Then something happened. People started to want small cars. They started buying them by choice, instead of being cost-forced into them. And when something sells more, things get competitive. Ford recently released the kick-ass new Focus (never thought I’d say that,) Honda is releasing the ninth generation Civic for 2012, and VW’s new Jetta is shockingly good. Historically, American brands lagged behind, but now they’re catching up.

Last year, Chevy ditched the crapbox Cobalt and released the Cruze – a compact sedan that promised to be their first good car in this segment – something that could actually compete with the Civic and Corolla. I finally got my skeptical hands on one…

Chevy sent me a 2012 Cruze Eco – their attempt to deliver a fuel-sipping small sedan into the efficiency-obsessed public without resorting to gimmicks like hybrid powertrains. I drove the car for a full week, including a 7-hour trip to the beach and back. Given Chevy’s previous attempts in this segment, I fully expected to come back with my eyes rolling, but instead found myself calling my Dad (who happens to be looking for a new car,) recommending he consider the 2012 Chevy Cruze Eco.

Over those seven hours to Myrtle Beach and back, I managed to average 42.3 mpg – and that’s going 10-15 over the limit most of the way (I did get pulled over by a SC state trooper who I swear was Buford T Justice.) The fuel economy isn’t even the surprising part. What shocked me the most is that I didn’t want to crash the damn thing into a guard rail just to get some excitement. The 1.4-liter turbocharged 4-banger actually has some pick-up when you need it. 138 horsepower doesn’t sound like much, but it doesn’t disappoint. That, of course, is partially thanks to the 6-speed manual tranny, which is surprisingly good, aside from the annoying fourth-gear vibration that forced me into a 1-2-3-5-6 shift pattern. I’d still go with the manual transmission, of course, otherwise I’d be stuck with three fewer MPGs, $925 less in the bank, and a boring drive. Plus, other reviews around the web are saying the automatic tranny ruins the car.

Also surprising: the Cruze isn’t fugly. It’s no Ferrari, but at least you won’t be driving around in a car that screams “I’m a cheap-ass!” The LT and LTZ trim levels even come optional with an “RS Appearance Package” that adds a sporty body kit and doesn’t look like it’s trying too hard. My Cruze had the “Blue Topaz Metallic” finish – a deeper, darker blue than the one you see in the pictures above and below – and standard lightweight 17-inch polished alloy wheels, helping with that “not an econobox” appearance.

The real winner here is inside the car. We all know Chevy has fallen far short on their interiors, but they’re turning that around in a big way. The Cruze gets the new “twin cockpit” design, coupled with a modern and sleek two-tone look, leapfrogging GM’s interior design over “acceptable” and all the way into “sexy.” Touch points get soft materials, the attractive black/aluminum center stack and instrument panel aren’t overly busy, and even the gauge cluster is pretty (especially on the RS package.) Inside the center console, you’ll find both an auxiliary jack and USB port good for hooking up different types of MP3 players. Bluetooth is standard on all but the base trim level.

Along with adequate power under the hood, steering is tight and responsive and the suspension feels like it belongs in a more expensive car. Inside, my chubby 6’4″ frame isn’t too big, and even rear seat passengers have decent room, considering the car’s size. Truck space: 15 cubes in a class that averages around 12.

The 2012 Chevy Cruze starts at $16,995 for the LS (base) trim. Skip it – step up into the 1LT ($18,895) or Eco ($19,245) and you’ll get the 1.4-liter turbo’d engine and quite a bit more equipment. Check out Chevy’s 2012 Cruze Trim Comparison page for details on trim level equipment. I really think the Eco is the way to go.

Since Chevy released the Cruze for 2010, it’s been a home run for them, and it’s easy to see why. The fact that they’re talking about giving us a diesel-powered Cruze and a coupe version of the car tells us they’re going to be riding this one for a while. I’m glad to see Chevy making cars that truly compete.

Before You Buy

Yes, I highly recommend the Chevy Cruze if you’re shopping for a car in this segment, but you’ll still want to take a look at the new (and really good) Ford Focus, Hyundai Elantra, VW Jetta, and still-excellent Mazda3. Other cars to consider: Nissan Sentra, Honda Civic, and Toyota Corolla.

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership. Find the Lowest Price on Your New Car at CarWoo Today!

Related posts:

1. Report Says Chevy Cruze Coupe in Development
2. Chevy to Debut Cruze Sedan and Volt Electric Car at LA Auto Show
3. 2011 Chevy Cruze Eco Harnesses Air for Peak Efficiency

The Audi TT has always been more about style than performance or driving enthusiasm – the fact that you can’t even get one in the States with a manual transmission is proof of that. There’s a reason it has a “mid-life crisis car” rep.

But that doesn’t mean it can’t perform. While the standard 2011 TT is fitted with Audi’s 2.0-liter turbo’d inline-four pumping out 211 hp and an impressive 258 lb-ft of torque, the more performance-oriented TTS gets a bigger turbo and intercooler, upping the ante to 265 hp. Interestingly, the TTS’s torque rating stays at 258 lb-ft, and is available later on in the power band. Know what that means? Turbo lag. That’s what you get with bigger turbos, and in the TTS it’s noticeable. I don’t want to be too harsh, because it’s not that bad, but the car is a sloth off the line in normal driving. Luckily, Audi’s given us a way to help give the little TTS a kick in the pants from a stop.

It’s called Launch Control. Turn off traction control and put it in Sport mode (both of them – yes, this car has two sport modes.) Left foot planted on the brake, right foot flooring the throttle. RPMs will rise up to around 3200-3700, then hold it until the light turns green, at which time you’ll take your foot of the brake. The car thinks for a second, then takes off as quick as it thinks it can go. No tire squeal and no drama, thank to Audi’s quattro AWD system – just a zero to 60 time of 4.9 seconds (in the coupe; 5.1 for the ‘vert.) Just don’t do what I did during a launch and instinctively go for the clutch pedal, slamming hard on the brakes at 90 mph.

Launch Control (and my brake-smashing episode) is thanks to Audi’s quick-shifting 6-speed S-tronic transmission. I suppose calling it “quick” is a bit of an understatement, actually. If it weren’t for the famous (and cool-sounding) “DSG burp” and dropped revs, you couldn’t tell it shifted at all. The steering wheel-mounted paddles let you choose your own gears if you want more control. In terms of automated transmissions, this one is one of the best. Having said that, I would still really like to see a manual transmission offered in the TT line-up. Luckily, the upcoming Audi TT-RS is said to come only with a manual gearbox.

Along with the extra oomph under the hood, the TTS gets a few more upgrades over the regular TT. Most importantly, it gives you that extra Sport mode I mentioned earlier, which changes how the suspension, throttle, and steering act, as well as add a more aggressive tone to the exhaust. It’s also lowered by 10mm with a tighter ride, gets fancier leather than the regular TT, a lap timer, a much less wimpy-looking front and rear-end, and a set of semi-attractive 19-inch alloys. All that for an extra $8,700.

Our review model is an Oolong Grey Metallic TTS Roadster, whose top goes down in a mere 12 seconds. If you want to look extra cool, retract it while scooting along at up to 30 mph. One stupid thing about the top – for the car to consider it completely down, it has to fold the top down completely, then roll the windows completely up. Stop it before the windows are up and it yells at you, acting like the top isn’t down all the way. What, does it want you to look like a doofus? Move into the Roadster and along with an extra $3,000, you’ll get two fewer seats (the coupe is a 2+2) and less storage space, but dramatically improved headroom.

I feel like I’d be doing Audi a disservice if I didn’t mention that our TTS Roadster has one of the sexiest interiors I’ve ever seen. Ours had the “Silk Nappa Leather with Black and Magma Red Interior,” consisting of black and red leather seats with red leather accents on the door panels, red piping on the floor mats, and red stitching all over the seats, shift boot, steering wheel, arm rests, doors, and gauge cluster cover. Add to that chrome and “aluminum-optic” accents on top of gloss black trim and overall exceptional design, and you have one of the nicest-looking interiors out there.

As an everyday driver, as you’d expect in just about any little roadster, the TTS isn’t particularly superb. Storage space in the front for anything is seriously lacking. The only thing you have is an odd little cubby in between and behind the front seats that opens into the trunk and requires an awkward yoga move to access. The spec sheet promises a 9-speaker, 140-watt sound system with auxiliary jack for audio input, and while the audio sounds fine, we can’t find that damn aux jack despite scouring every inch of the interior, and reading the manual.

Driving the TTS is a significant improvement over the standard TT – that is, it feels like a sports car. Launch mode is fun, but I do wish there was a bit more drama when taking off. Taking off aggressively without launch control is next to impossible, though, which is a bit disappointing. The car, as you could have imagined, is great at taking corners, but interestingly you don’t get that feeling while driving it. You almost have to sit back and think “yeah I took that corner at 45, that’s pretty quick.” You just don’t get that communicative steering feel that’s expected in a sports car. That’s not to say it’s not a fun car to drive, it is; I just think it could be better. I understand why it’s the way it is though, if they took all of my suggestions they would alienate their prime demographic. Plus, that’s what the TT-RS is for.

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership. Find the Lowest Price on Your New Car at CarWoo Today!

Related posts:

1. 2010 Audi A3 Quattro Review
2. 2010 Audi S4 Review
3. 2009 Audi A4 Review

With Buick no longer producing what I like to call “THE senior special”, with soft, cushy, and inoffensive offerings like the Park Avenue and Lucerne, there was an open spot for another car-maker to take the reigns and produce a vehicle for those who don’t care about flash or driver interest.

That car-maker is Toyota, and that car is the Avalon.

Now, the Avalon is not a new model for Toyota. In fact, this four-door sedan has been around since 1998. The first generation was not much more than a slightly larger, slightly plusher Camry. Now in its fourth generation, the Avalon has grown into a full-size, quiet cruiser.

For 2011, the long 197.6-inch vehicle (now classed as a full-size vehicle) has a revised body that flaunts a sharper front end with new projector headlamps, stronger creases in the front fenders, and new LED taillights. Even with the new lines, there is still a sense this car is more about comfort and solidity than standing out in the crowd. Take for example the small 17-inch wheels; they look out of place on this class of car, which usually comes with a larger size wheel. All in the conquest for that smooth, supple ride.

Inside the Avalon, that theme continues. The front seats are as large as your favorite La-Z-Boy and are quite comfortable despite the lack of sufficient side bolstering. But that’s fine, as occupants simply settle into the seat for the long haul. And if need be, the front seats in my Limited test model can either be cooled or heated to anyone’s liking.

With a total interior volume of 107 cubic feet and with a width of over six feet, there is plenty of room in the Avalon for five full size adults. The rear is just as comfortable and spacious as the front buckets, and can actually recline backward almost two inches to help riders relax and get comfortable. When Ford stopped making the Crown Victoria, the New York Taxi Commission would be happy with a fleet of these.

A pair of hooded gauges that are back-lighted by a cool, soft blue reside behind a rather large steering wheel. On that wheel are over 13 buttons and switches to control everything from the radio and Bluetooth phone to the voice-activated optional navigation system and even controls for dual-zone automatic climate control are present. To the right lays the six-inch touchscreen that houses the rudimentary controls for everything listed above, which multiple buttons littered on three sides.

And that is my only quibble about the interior. While the space and comfort is terrific, the layout up front is not. With that large steering wheel, important controls are blocked, such as the mirror controls as are both the turn signal and windshield wiper stalks.

Then there is the button-unfriendly center stack, which left me constantly hunting when I wanted to switch from navigation to the phone, for example. In addition, the interface has a feeling of outdated. Inputting information or making changes are intuitive, but the system is slow to react when changing albums on your iPod or typing in an address. And damn you Toyota for lawyering up the navigation system while the car is in motion.

The drive does make up for the negative bits.

All Avalons are propelled by one engine, a 3.5-liter, DOHC V6 shared with a laundry list of other Toyotas. The engine produces 268-horsepower and 248 lb. ft of torque at 4700 rpm. Transferring that power to the two front wheels is a six-speed automatic transmission.

The 3.5-liter is a smooth engine that provides ample power. That mid-range torque helps give this big Toyota a surprising burst of acceleration. Too bad the transmission is a bit reluctant to downshift, a known feature in most Toyotas. But again, this car is not about wickedly quick shifts, as they are liquid smooth going in either direction.

The long wheelbase and those 17-inch wheels offer a decadently smooth ride on straighter roads. The Avalon is super quite, with little road and wind noise intruding inside. Any major bumps are felt a little blip on the radar between the suspension absorbing everything and those cushy seats taking care of the rest.

If there is a need to take back roads, the Toyota holds its own incredibly well. As probably the biggest surprise with the Avalon, corners and uneven roads do not affect this car at all. Sure, the steering doesn’t really talk very much as to what the front end is doing, but there is very little roll and nearly no float with the all-independent MacPherson suspension. Tight corners do scrub off speed; however the car can handle higher speed corners with aplomb that I have never felt in a Toyota sedan.

This vehicle was a surprise. I expected it to be about as fun as driving my grandparents’ house. But with its clean, inoffensive look and solid driving habits, it may appeal to a larger market. The interior does have some foibles, but the luxury features that come with the Limited model (leather, Xenon headlights, keyless access and start, 660 watt JBL stereo, navigation and rearview camera) will only cost $37,884.

From the company that produces such awful four-wheeled appliances like the Corolla and Camry, and sells a vehicle that actually works well while being somewhat enjoyable to drive is quite astonishing. I hope the rest of the cars from Toyota will follow on a similar path.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership. Find the Lowest Price on Your New Car at CarWoo Today!

Related posts:

1. 2011 Lexus ES350 vs Toyota Avalon
2. 2012 Toyota Yaris Review
3. 2009 Toyota Camry LE Review

The interesting thing about the VW Jetta is that it’s perceived as a base-level compact car (along with the Honda Civic, Mazda 3, Hyundai Elantra, etc,) but with a premium price tag attached thanks to its German roots. It’s true – the Jetta has a more premium and solid feel than the aforementioned compacts. But truth-be-told, the damn thing doesn’t cost any more than the other rides in the compact sedan segment. In fact, you roll out in a new Jetta for as little as $16,500 nowadays.

Now, that’s not to say you’d want to. The S (base) trim, while not particularly poorly-equipped for a base trim (after all, it does have auto up/down on all four windows and heated side mirrors,) is fitted with a 115 hp, 2.0-liter four-cylinder that I won’t even waste space writing about. And 15-inch wheels, VW? C’mon, it’s 2011.

Start considering the car at the SE trim-level, which jumps up to $18,200. Worth it? Let’s see…it has 2.5-liter inline-5 cylinder engine producing 170 hp. That’s better. Still four-cylinder territory in terms of power, but at least it has enough oomph to not drive me crazy. Add to that 16-inch steel wheels, cruise control, floor mats, fake leather (which actually feels pretty good,) center console storage, turn signals in the side mirrors, and a few other niceties, and you have yourself a pretty decent car. If you stick with the SE, a couple packages allow you add alloys, sunroof, leather steering wheel, bluetooth, iPod connectivity, and a nicer touchscreen audio system.

The Jetta SEL is the next trim up ($21,400) featuring the same 2.5-liter I5 engine but adding 17″ alloys, navigation, push-button start, fog lights, chrome accents, and four-wheel disc brakes. Wait a minute, they’re still using drum brakes in the rear? Indeed…

You can’t get a car that looks and drives this nicely without sacrificing some things, and apparently that means paying $20k for a car with drums brakes in the rear. The interior isn’t quite as nice as last year’s either, but it’s still ahead of its competitors in terms of quality feel and appearance.

And the engines…that crapling little four-cylinder should be ignored entirely, and even the inline-5 feels outdated. The transmission, on the other hand, is superb to the point that it makes up for the engine’s faults. Standard in all of the gasoline-powered Jettas is a 5-speed manual transmission that has excellent clutch and shifter feel – something other carmakers can learn from. I’d also like to give VW props for being one of the few automakers to still offer a manual transmission in every trim level. The S, SE, and SEL models come optional with a 6-speed auto.

Now here’s where you should start paying close attention…

Volkswagen is promising a GLI trim level with a turbocharged 2.0-liter engine producing 200 hp. Plans were for it to be released early this year, but we’re still waiting. What is available, however, is the Jetta TDI – a 2-liter powerplant that burns clean-diesel and gets 42 mpg on the highway. It may only produce 140 hp, but its 236 lb-ft of torque get it off the line in a number that feels much higher than 140. The TDI (and the theoretical GLI) receive a fantastic 6-speed manual transmission, or if you’re one of those automatic-types you can bless it with VW’s incredible 6-speed DSG gearbox. If you’re looking at the Jetta, you should strongly consider the TDI.

So, how is actually driving the 2011 VW Jetta? Our review car is the Jetta SEL with Sport Package, which includes a tighter suspension, sport pedals and doorsills, and bolstered front seats. The drive feels like a more expensive, more distinguished German sedan, even despite the slightly reduced quality of some interior materials this year. The push-button start is in an odd place and feels like an afterthought in design, although I admit having a full proximity-sensing key setup in a low $20k car is nice (especially considering we didn’t even have one in the $67k Audi A7 we drove a few weeks ago.)

The upgraded audio and nav system is nice, but neither is great. The navigation system looks OK, I guess, but has weird menus that have you poking around the screen guessing which icons do what function. A 12V outlet is in front and rear, although the front one can get in the way of the shifter rather easily if a device is connected – especially if a phone or MP3 player is hooked up to it and the auxiliary input at the same time. One weird quirk of the car is that it has an incredibly sensitive weight detector in the passenger seat (for passenger airbag activation.) My (not particularly heavy) backpack sets it off every day, making me either place it on the floorboard, reaching over and locking the passenger’s seatbelt, or suffering through the annoying “ding, ding” warning every 10 seconds.

Now, this may sound like a lot of complaints about the 2011 Jetta, but that’s actually not the case at all. Thing is, I really, really like this car. In fact, I would consider buying one myself were I shopping for a smallish sedan. The TDI with manual transmission for me, please!

It looks much more mature than its predecessors, which could be a good or bad thing depending on your taste. In fact from the outside, it’s taken a few hints from Audi’s design. Inside, there is more than enough room for a couple adults in the back and a trunk full of luggage. It rides nice, it’s quiet inside, has logical and useful controls, and truly feels like a more expensive car.

Don’t discount the 2011 Volkswagen Jetta because of its expensive reputation – if you’re looking for something a bit more upscale than the typical compact sedan, this might be exactly what you’re looking for. And don’t forget – you have the option of a TDI engine in this car as well as a SportWagen model, which as far as I’m concerned is the first wagon that doesn’t completely suck away your cool-factor.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership. Find the Lowest Price on Your New Car at CarWoo Today!

Related posts:

1. 2012 VW Jetta GLI Review
2. 2009 Volkswagen Jetta TDI Review
3. 2010 VW Jetta SportWagen TDI Review

There I was, typing away on the computer in my office. Juggling Gmail, Facebook, and real work, unable to really concentrate; a typical afternoon – except this one was a little bit different. Anxiously waiting, knowing what was headed my way in only a few short minutes. I’ve been waiting over a year for this.

Then it happened – I hear a knock coming from the other room and jump up from my chair. The brisk walk to my front door and my excitement remind me of my younger self waking up on Christmas morning and running down to see what’s under the tree. A peek out the window reveals the prize: a brand-spanking-new 2011 Subaru Impreza WRX STI. I could imagine it wrapped with a big red bow tie.

“Be cool, Chris.” I calmly open the door to the driver from Subaru handing me the keys. I look at them for a moment, as if it’s the first time I’ve seen a set of car keys, before looking back up and sloppily signing the sheet of paper that says a bunch of stuff about not driving drunk, no smoking in the car…the usual. I rush over and take a lustful glance over the new Subie.

Luckily, Subaru brought back the 4-door sedan for 2011, along with its gaudy but charming wing. Normally I’m not a fan of either – but in this case, it works, for some reason. It’s blue, as every WRX should be, sporting attractive gunmetal 18-inch BBS alloys. Not the traditional blue/gold combo we love seeing, but they’re good wheels. An aggressive wide-body kit sets it apart from the comparatively bland Impreza, and the redesigned front and rear bumpers separate it from last year’s model. Seeing the hood scoop – knowing it feeds air directly into the high-cross-flow intercooler – is too much to bear. I must drive it. Now.

Hopping inside is familiar and comfortable. Not much different from the 2010 WRX STI, although this one is the top-of-the-line Limited trim level, dressed up in black leather with red stitching (to include embroidered “STI” logos in the two front headrests,) a special STI steering wheel, and specially-designed electroluminescent gauges to give me all the vitals. Looking around, there isn’t much to see. That’s part of the beauty in this car. So few frills and doo-dads cluttering up your space, you get to focus on what’s really important – like the SI-Drive knob, allowing me to switch between Sport, Sport Sharp, and Automatic modes, and the Driver Controlled Center Differential (DCCD) that lets you manually adjust – you got it – the differential. Man this car is cool!

Throwing in the clutch and turning the key sparks up the 2.5-liter, turbocharged Boxer engine, which lights up with a firm growl, then calms to a low rumble. This things sounds good for a four-banger. Sounds good period. I casually switch it into Sport Sharp mode, tightening up the car’s throttle response and fuel and ignition curves – and it’s noticeable. Why would anyone want any other mode than Sport Sharp? Sadly, it turns out the car defaults to the boring old Sport mode every time. Would it be so hard to hold a default? I keep the fancy DCCD in Auto – I’ll leave the differential adjustments to the pros for now. Off we go…

The urge to do this is unbearable

Sadly, I don’t happen to have a rally course around my apartments, but I do have a stretch of fun windy roads that twist around a big lake. The car instantly brings out my inner twelve-year-old. It’s like riding a roller coaster that I control. The stupid smile doesn’t leave my face as I drive way too fast for my own safety. But this thing does not…let…go. Subaru’s Symmetrical AWD system grips the road with what seems to be physics-defying traction, and allow you to throw yourself into corners that don’t seem possible. Do a near-redline clutch-drop from a stop and the tires grasp on to those 305 horsepower like they’re nothing. Then they rocket you to 60 mph in a mind-blowing 4.5 seconds. That’s faster than an Aston Martin V8 Vantage. And this, my friends, is why I could never own this car; I would end up killing myself. But at least that smile would never leave my face. It doesn’t hurt that all WRXs for 2011 are given wider tires for even more grip in the twisties, and the STIs get better suspension bushings, larger front and rear stabilizer bars, and stiffer coil springs. As if STIs needed better handling…not that I’m complaining. No wonder STI owners are in love with their cars.

Driving this car is an excellent experience itself. The sound of the exhaust is cool, shifting gears is tight and definite, and the clutch is perfect. Steering is…needless to say…near-telepathic in response and gives the perfect amount of feedback from the road. Acceleration is a blast, and although you do feel some lag from the turbos, it isn’t bad.

Now, let’s pretend for a moment that you won’t be driving your STI like a raped ape every second you’re in the driver’s seat. As an everyday driver, you’d expect any car that performs this well to be a pain in the ass (literally) on your morning commute. Au contraire. The leather-wrapped seats in the Limited trim (leather/Alcantara on base trim,) hold you firmly in place without feeling like you’re sitting on granite. Normal driving, if left in Sport or Automatic mode, is surprisingly comfortable. Yes, the suspension is still tight, and the exhaust is still loud, but it’s completely livable. And incredibly, you will often forget you’re actually driving a four-door, four-seater sedan with impressive space in the back for passengers. It feels like a much smaller car.

And that is precisely what amazes me about this car. It’s easy to buy a great two-seater coupe with no storage space or a four-seat coupe with no rear legroom. It’s easy to buy a four-door sedan that you’d rather watch grass grow than drive. The point is that most cars have to compromise something to be whatever they are. The STI isn’t like that. It’s every bit as good at driving fast and corning hard as it is fitting a few friends or family members in the back while carrying home a trip full of groceries. It simply does not compromise anything. This, of course, is assuming that you’re OK with life without some of the electronic gizmos and extra buttons you find pasted all over modern cars. Me…I prefer it that way. It makes me focus on what’s most important: the driving. Trust me, downshift into second into a corner at 45 mph and lay on the throttle. You won’t be thinking about the lack of a laser-guided cruise control.

Having said that, it does include stuff we’ve come to expect in modern cars like HID headlights, standard bluetooth, heated seats, auxiliary audio jacks, security, power windows/locks/etc with remote entry and steering wheel-mounted audio controls.

All of this praise doesn’t mean the WRX STI is all rainbows and unicorns; it does have a few flaws. The nav system, for example, is completely worthless. Save your $1800 and buy a decent one. The standard audio unit kind of sucks too, but at least you didn’t have to plunk down an extra $2K on it. Fuel economy on the STI is 17 city, 23 hwy mpg, which isn’t great until you consider damn the thing goes from zero to sixty in 4.5 freaking seconds. Drop down into the regular, 265hp WRX (with a 5-speed manual instead of a 6-speed,) and you’ll notice around 19/25 mpg – 2 mpg better on average (hardly worth the drop in power.)

The 2011 Subaru WRX starts at around $25,500. That’s for 265 hp, a 5-speed manual, and the basics. Adding on options and packages brings it up to just under $30,000. Jump up into the STI (please do) for $34,000 and you’ll get 40 more hp, a sixth gear, better suspension and handling, the SI-Drive system, better brakes, bigger wheels, HIDs, sport exhaust, footwell lighting, adjustable differential, STI-design stuff all over, and that many more envious looks from other drivers. Do I really need to tell you that the extra cost is well worth it? For a few grand more ($37,345) you get leather-trimmed upholstery, 18-inch BBS alloy wheels, a power moonroof, and fog lights.

Needless to say, I’m a raving fan of this car, and have been since I first drove one. It delivered every bit of excitement I was anticipating, while still giving me enough space to carry three friends around with room to spare. Were I to have $35k for a new car, the WRX STI would be at the top of my list, and it should be on yours too.

Keep reading for a full photo gallery below.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership. Find the Lowest Price on Your New Car at CarWoo Today!

photos by: Ryan Holbrook Photography

Related posts:

1. 2010 Subaru Impreza WRX STI Review
2. Prodrive P2: The Evil Subaru
3. 2011 VW Jetta SEL Review

Well Lexus, you had a pretty good run with the HS 250h Hybrid being the only entry in the entry-level Hybrid Luxury Sedan segment, but it looks like Lincoln is throwing their hat in ring too. Starting with the five-year-old Lincoln MKZ sedan – briefly known as the Zephyr, as you may remember – Lincoln stripped out the standard 3.5-liter V6 engine and tossed in the 2.5-liter hybrid powertrain from the familiar Ford Fusion. Then they made it cheaper than the Lexus, of course. In fact, it starts at the exact same price as the regular MKZ, giving it the honor of being one of the first cars to not charge a premium for a hybrid powertrain. Lincoln claims it beats the Lexus in nearly every aspect. Let’s have a look-see:

	Lincoln MKZ Hybrid	Lexus HS 250h
Price	$34,605	$35,600
Fuel Economy (city/hwy)	41/36	35/34
Engine Size (liters)	2.5	2.4
Horsepower	191	187
Front head room (in.)	38.7	38.0
Front hip room (in.)	54.0	52.8
Front leg room (in.)	42.3	42.6
Front shoulder room (in.)	57.2	53.8
Rear hip Room (in.)	53.5	51.2
Rear head room (in.)	37.8	36.8
Rear leg room (in.)	36.7	34.5
Rear shoulder room (in.)	55.8	54.2
Trunk capacity (cubic ft)	11.8	12.1
Curb weight (lbs.)	3752	3682

There’s no doubt that the Lexus is the sportier of the two, and the Lincoln has the upper hand in the roominess and luxury department. But despite what you see above, this isn’t an MKZ vs. HS 250h article.

In fact, replace the Lexus up there with Ford’s own Fusion Hybrid and every number is nearly identical, except for the price – and that’s my problem with the MKZ Hybrid. It may be cheaper than its only competitor, but it’s around $6,300 more than the Fusion, which is almost the exact same car. Yes, the Lincoln has the shiny bits, wood trim, standard leather, and extras like heated & cooled front seats, but it doesn’t hold that same level of extra luxury you’ll find in some of Lincoln’s competitors.

Don’t get me wrong; it’s a nice ride. It’s comfortable, quiet (except for an annoying powertrain whine if you don’t have the radio on,) smooth, and has plenty of fancy features to keep you busy or confused. The Ford Lincoln Sync is still top of its class, offering voice controls and excellent integration with the car’s entertainment system and navigation. It’s not perfect though – every time we hooked up an iPod, it would give us the “Sync was unable to index all of the music on this device” error. Every. Single. Time. This left us with a partial music library available at all times, which is more than a little frustrating. Voice recognition has gotten better over the years, but still gets some words mixed up (even with my impeccable mid-western accent.) Our test MKZ was fitted with the $3,600 navigation, rear view camera, & upgraded sound system package. The integrated navigation is an excellent unit offering a very clear screen and interface, but travel more than a few mph and it disables itself until you stop. Another frustrating flaw that leaves me continuing to buy portable GPS units.

Without question the coolest part of the car is the digital instrument panel Ford likes to call the “SmartGauge.” A large analog speedometer in the middle is surrounded by an LCD screen on each side, which offers a dynamic and beautiful animated monitoring system that can be configured on the fly to show different levels of information. On the left, you get a fuel gauge and an instant mpg meter along with an average mpg readout on top of a “flower blossom” background that grows more leaves and flowers as you drive more efficiently. On the left, a variety of information can be selected including a battery level meter, EV mode indicator, tachometer, and a throttle input-power output gauge. If you’re light on the throttle you can keep it in EV mode for a while by keeping an eye on this gauge. Turn the car off and you’re shown a summary with how far you went and the fuel economy you got on that trip. Nifty.

The MKZ’s interior didn’t match up with the high-tech gadgetry in the car. While simple and basic, the design is a bit blocky and old-fashioned, especially for a hybrid. And Lincoln…no standard sunroof? C’mon.

One thing that impressed me about the MKZ Hybrid compared to other hybrids I’ve driven is that you’re able to keep it in EV mode much longer and at higher speeds than many others. I traveled at 40 mph in EV mode for minutes at a time without the gasoline engine turning on at all – it makes a huge difference. Once the gas engine is on, though, the MKZ doesn’t have an issue getting up to speed. It’s no hot rod, but for a heavy hybrid sedan I didn’t feel cheated out of power at any time. Of course, the hybrid curse is still present – the lag between pressing the throttle down and the gas engine turning on is still more than a full second. It may not seem like long, but it will if a semi truck is heading your way fast and you need to go NOW.

Lincoln touts the 2011 MKZ Hybrid as being “The Most Fuel-Efficient Luxury Sedan in America,” and it’s true. Before you buy, though, consider the Fusion Hybrid, which offers much the same car for less dough. If you’re not willing to give up the extra luxury, the MKZ is a good choice, and doesn’t have any direct competition aside from the above-mentioned Lexus, at least until Infiniti puts a hybrid powertrain into its G-Series sedan.

The fact that Lincoln doesn’t put a price premium on the MKZ Hybrid changes the game a bit, and makes the hybrid a viable choice for those who were hesitant about spending thousands more for a powertrain that may or may not make that money back within the next five years.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership. Find the Lowest Price on Your New Car at CarWoo Today!

Related posts:

1. Detroit: 2013 Lincoln MKZ Concept Aims to Relaunch Lincoln (Again)
2. Lincoln Dealers to Undergo Remodeling in Next 2 Years
3. 2009 Chrysler Aspen Hybrid Review

Yes, I realize that the Toyota Avalon and Lexus ES350 aren’t competitors. I know the ES350 is based on the Toyota Camry, and I realize they’re in two totally different classes. But hear me out.

Over the past couple of weeks, we’ve been driving both the 2011 Avalon and 2011 ES350, and I’d say they’re incredibly similar. In fact, I’d bet there are plenty of buyers who would cross-shop the two. Despite the size difference, the two are closely related. Both are luxury sedans powered by the same 3.5-liter V6 engine producing 268 horsepower, both use the same 6-speed automatic transmission, and both transfer the power to the front wheels. Both get about the same fuel economy (I averaged a little over 24 mpg in each, ) have the same safety features, and use the same audio and navigation system. They even cost around the same amount of money, provided you equip both similarly.

Of course, the Lexus has more standard features. Starting at $35,525, the ES350 gets 17-inch alloy wheels, foglights, heated exterior mirrors, sunroof, automatic wipers, keyless ignition & entry, dual-zone climate, power front seats with driver memory, a power tilt-and-telescoping steering column, leather with wood interior trim, an auto-dimming mirror, Bluetooth, and an eight-speaker audio system with in-dash six-CD changer with satellite radio, iPod interface, auxiliary audio and USB audio jack.

The Avalon, given you choose the upgraded Limited trim, starts at $35,485, and comes with 17-inch alloy wheels, foglights, auto-dimming and heated driver and rearview mirrors, heated mirrors, sunroof, automatic headlights, leather with wood trim, back-up camera, dual-zone climate, a tilt-and-telescoping steering wheel, power driver seat, reclining rear seat, Bluetooth, and a nine-speaker stereo with six-CD changer and USB & iPod jacks.

So yeah, pretty much the same thing for the same money. So what’s the difference? The Avalon is bigger, by a couple inches in just about each direction. Not a huge difference by any means, but enough to classify it as a “large sedan,” while the ES350 gets the “mid-size” classification. I didn’t notice a big difference between the two, except that rear seat passengers have more room in the Avalon and the ES350 has a bigger trunk. Being a tall guy at 6’4″, I also noticed I have more headroom in the Toyota, while my hair flirted with the ceiling in the Lexus.

Lexus on Top, Larger Toyota on bottom

The biggest difference – the Lexus ES350 has a considerably better interior. The Avalon isn’t terrible on the inside, but it feels overrun with cheap plastic and clunky design when compared to the soft touch and sleek design on everything inside the Lexus. Everything in the Lexus is soft and smooth, comfortable and relaxing. Both ride smoothly, though the Lexus has the upper-hand here as well. Not only can you barely feel the bumps in the road, but steering is suspiciously smooth – almost as if it has a variable steering wheel input that forces you to turn smoothly, even when driving aggressively. Seeing as how the Lexus is smaller, however, the steering also feels more responsive and easier to have a spirited drive, while the Toyota made it difficult to drive any way but conservatively.

Not-so-surprisingly, both cars suffered from the same drawbacks. Neither car is particularly fun to drive, but you’d expect that in most anything that says “luxury” on it. The GPS and audio system are less than stellar. A clunky interface, poor audio management, and lack of an intuitive interface plagued the two systems. The navigation system works fine by itself, but for the life of me couldn’t find a way to switch between day and night mode. My solution: manually turn down the brightness setting every time I drove it at night, then turn it back up during the day. That’s a pain in the ass. Want to have your passenger input a destination while the car is moving? Too bad, it won’t let you. The audio system in both cars sound superb, but good luck using it to find an artist or song through the screen while your iPod is connected. I had to use another workaround: when you want to change songs, unplug the iPod, select song, plug in iPod again, then switch it back to the USB input (which takes two button presses in the Lexus.) As its best, unintuitive. Realistically it’s dangerous unless you have a passenger.

Lexus' Stylish Gauges & Nav on top, Toyota on Bottom

Other gripes: the rear-seat climate in the Avalon blows hot air despite the 65-degree setting up front. The Toyota also seems to beep at you for everything. Getting out of the car generates a constant reminder “ding” for something about half the time, but I couldn’t ever figure out what. Yes, the headlights were off. Cruising along in your parking lot at low speeds without putting on your seatbelt? “DING DING DING DING DING DING…” it won’t stop. I found myself yelling at the car to shut up on more than a few occasions. The Lexus had its share of annoyances as well. For example, I should never have to “figure out” how to turn the heat up a little bit. In the Lexus you first have to push the physical “Climate” button, then on the touch screen select where the air should blow and press one button in a row of buttons to decide how hard to blow. After you’re done, select where the screen should go next, then find the physical buttons for determining the air’s temperature. Isn’t luxury supposed to simplify things?

All-in-all, I found the Lexus ES350 to be the better buy for the money if you don’t mind sacrificing a few inches of room inside for a better overall driving experience. In the interest of fairness, our ES350 was equipped with $10,000 in options – radar cruise, the “Ultra Luxury Package” (upgraded leather, panoramic glass roof, heated & cooled front seats, adaptive HID headlights, and different wheels,) and the Premium audio package, bringing its total to $45,500 out the door. The Avalon’s options included a navigation & audio upgrade bringing its total to $37,884. A difference in perceived value might be a factor here, but the Lexus’ superior ride quality, handling, and interior trim materials are unaffected by the optional upgrades. Not to mention the Lexus is much less conservative looking on the inside and out. Check out the photo gallery below to view some side-by-side comparisons of the two cars.

Before You Buy

Let dealers compete for your business and have the upper hand in negotiations before going into the dealership. Find the Lowest Price on Your New Car at CarWoo Today!

Related posts:

1. 2011 Toyota Avalon Limited Review
2. First Drive: 2011 Lexus CT 200h
3. Hot Rod Lexus Cars Debut at 2011 Tokyo Auto Salon