The styling has been lightly massaged.  The entire Dodge lineup has gotten a subtle facelift courtesy of the brand’s new Italian management, but it hasn’t lost its identity.  The Journey looks better; its sharp, boxy edges have been rounded off and the new family grille curves smoothly into a bulldog-like hood.  Fender flares and a lower front bumper fascia help to visually lower the car so it looks less blocky.  V6-powered Journeys are further set apart by chromed exhaust tips and a deeper front spoiler.  Dodge’s familiar deeply tinted windows are available on most models, as are “ring of fire” LED taillamps (no, seriously, that’s what Dodge calls them) and a roof rack.  Big nineteen-inch wheels are available.

Inside, the Journey’s makeover offers more soft curves and better-feeling materials.  Though it’s a crossover—a glorified station wagon, really—the Journey’s interior is equal parts sports sedan and SUV.  The dash’s purposeful monochromatic black layout is accented with satin-silver trim and red-tinted gauges, while a massive eight-inch information screen rides front and center in UConnect-equipped models.  A smaller vehicle-information display rides in the instrument cluster as well.  Sound deadening has been improved, so the cabin’s a quiet place to be on the freeway, and the Journey is rife with storage bins, including handy hidden cubbies in the floor ahead of the second-row seats.  With all the seats folded there’s room for over 67 cubic feet of cargo.  There’s an optional third-row seat that expands seating capacity to seven.  Cool options include heated seats, heated, power-folding mirrors, and Bluetooth with voice recognition.  The available navigation system is clever enough to find the most fuel-efficient route if you so desire.

On the road, the Journey’s comparable to the Ford Edge and Chevrolet Equinox, its natural enemies.  A 3.6 liter V6 is the optional engine, and provides 283 horsepower, a healthy 48-horse jump over the previous model.  The standard powerplant’s a more economical 173-horsepower 2.4 liter four-cylinder that’s occasionally challenged by the Journey’s bulk but will get you around town without serious complaint.  Fuel economy with the four-cylinder will touch 26mpg on the freeway.  Six-speed automatic transmissions are standard with the V6, while the four-cylinder gets a four-speed autobox.  All-wheel drive with active torque distribution is available.  The Journey is capable of pulling trailers up to 2500 pounds, and Trailer Sway Control is a part of the standard stability control, as is roll-mitigation software.

The stability control enhances a decently-balanced and well-behaved chassis consisting of MacPherson struts in the front and a multi-link rear.   The Journey carries its size well, and the ride is best described as competently bland.  It absorbs bumps more like a car than a truck; rutted pavement is not its favorite dessert. Rack and pinion steering provide good response around town, though the Journey sometimes feels larger than it really is, especially in parking lots.  Four-wheel anti-lock brakes are standard equipment and provide confident stopping power.

This is a competent crossover that hits all of the right marks without making a big deal about it.  That’s probably why the Journey’s done so well as a humble and unassuming family truckster the past few years.  Journey pricing starts at $18,995 for the front-wheel drive, four-cylinder AVP model.  Standard equipment on the AVP includes air conditioning, stability control, traction control, keyless entry with push-button start and anti-lock brakes.  Third-row seating bumps the bottom line up to $19,900.  My V6-powered SXT tester featured all-wheel drive and stickered for $28,485.

All specs are for the 2012 Dodge Journey SXT AWD.
Length:  192.4 in.
Width:  72.2 in.
Height:      66.6 in.
Wheelbase:  113.8 in.
Curb weight:   4328 lb.
Cargo space:   10.7 cu.ft. (all three rows up); 67.6 cu.ft. (all seats folded)
Base price:  $26,295
Price as tested: $28,485
Engine:   3.6 liter DOHC 24-valve V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower: 283 @ 6350
Torque:  260 @ 4400
Fuel capacity:  21.1 gal.
Est. mileage:   16/24

In response, the Yaris has gotten a sizeable dose of style and refinement for 2012. Things got better.  I recently took a four-hundred mile drive in the 2012 Yaris, and it was quite a pleasant trip, actually.

The redesigned and revitalized Yaris bears little resemblance to its blobby predecessor.  Angular new lines are accented by striking vertical character lines at the front and rear fenders, bulking the Yaris up and giving it some family resemblance to the Camry.  Character lines provide a high, rising beltline for a flying-doorstop look that suits the five-door hatchback best.  A three-door hatch is also available.  The face is a bit pugnacious, thanks to flared foglight nacelles.

The improvements are even more pronounced on the interior.  Gone is the plasticky, toylike styling, replaced with a more mature and subtly dynamic look.  Dash materials are contoured, and a neat asymmetrical center stack offers a modern look that remains easy to use without looking like an afterthought.  Interior room is generous, with room for three passengers in the rear and up to 25.7 cubic feet of cargo with the rear seats folded.  No longer a stripper, the Yaris now features air conditioning as standard equipment.  An iPod jack is standard.  The footwells are still a bit short for long-legged drivers, but in spite of that the Yaris was comfortable enough for an all-day drive.

The 1.5 liter four-cylinder under the hood produces 106 horsepower, and distributes that modest figure well thanks to variable valve timing.  It’s no terror off the line of course, but the midrange acceleration will get the Yaris onto the freeway without panic.  Perhaps more important than acceleration numbers are the Yaris’ EPA fuel economy ratings, which easily touch 38mpg on the freeway when equipped with a manual transmission. Five-speed manual and four-speed automatic gearboxes are still the only transmission options. The automatic transmission accelerates well and kicks quickly to a moderately relaxed freeway ride, though downshifts are a little thrashy.  This car will run up to comfortable freeway speeds without gasping for breath, and still returns decent fuel economy when driven in anger.

The suspension uses MacPherson struts in the front, and a torsion beam at the rear.  On the road, the Yaris is stable and confidence inspiring.  It helps that the track is wide enough that it doesn’t get blown around as much by crosswinds as the previous Yaris did, either.  This is a very light car, barely weighing more than a ton, and it’s got reasonably nimble handling as a result.  The Yaris is happy around town, be it heavy traffic or narrow backstreets, and the electronic power steering reduces fuel thirst.  Safety’s a constant concern for tiny cars, so the Yaris offers front, side, side-curtain and driver’s knee airbags.  With luck, it won’t come to that however, thanks to the standard Vehicle Stability Control, Traction Control, and anti-lock brakes.  Four-wheel disc brakes are available on the SE, while the base models get drums at the rear.  Antilock brakes are standard.

The Yaris has always been about making entry-level motoring pleasant, and it continues to impress.  Sporty new looks, interior upgrades and decent all-around performance make it a very attractive prospect for a first-time buyer, and Toyota’s well-desreved reputation for reliability doesn’t hurt, either.  Pricing starts at $14,115.

All specs are for the 2012 Toyota Yaris
Length:  154.7 in.
Width:  66.7 in.
Height:      59.4 in.
Wheelbase: 98.8 in.
Curb weight:  2315 lb.
Cargo space:  15.6 cu.ft. (seats up)
Base price: $14,115
Engine:   1.5 liter DOHC four-cylinder
Drivetrain:  four-speed automatic transmission, front-wheel drive
Horsepower: 106 @ 6000
Torque:  103 @ 4200
Fuel capacity: 11.1 gal.
Est. mileage: 30/35

The Porsche 911 appears to defy all automotive and racing logic.  This rear-engined, rear-wheel drive sports coupe hasn’t just remained unchanged in spirit for the past forty-nine years, all the while competing with the elite sports cars of the automotive world–it’s consistently been one of the best.  Ferraris and Jaguars have come and gone, and the Chevrolet Corvette had a few forgettable years, but the 911 soldiers on undaunted and not at all threatened by the competition. The 911′s basic concept and form have remained the same over the years, but Porsche’s obsessive attention to minutia has ensured that with each successive generation the 911 gets better. For 2012, there’s yet another all-new 911, becoming the seventh generation since the car’s introduction.

The elongated-teardrop shape is iconic, and though the 911 has gotten longer, wider and lower over the years, it’s retained the same basic form.  The new car is just over two inches longer, but the front and rear overhangs have been reduced, masking the increase in size.  A lowered roof gives the 911 a flatter, road-hugging look, while details like LED lighting up front, smoothed side details, slim B-pillars and aerodynamic taillights give the car a solid, muscular look.  Details you might not notice at a glance include the new door-mounted side view mirrors that reduce wind noise at speed, the wider, flatter adaptive rear spoiler and the new body, which is about 100 pounds lighter than the outgoing car.

The interior is also rich with nods to tradition while being thoroughly modern.  The front seats are comfortable; the laughable vestigial back seats are still present and best used to carry groceries.  The new dash is businesslike yet elegant, with hints of the Carrera GT.   The new 911′s wheelbase is four inches longer, improving freeway stability and ensuring that it remains a supercar you can use every day.  A track day-enhancing Sport Chrono Package is available, offering the aforementioned Launch Control and other enhancements to the 911′s dynamics as well as a cool stopwatch display on the dash for recording lap times.  Other options include a parking assist and keyless entry and start.

The engine is a bit smaller, but the new 3.4 liter horizontally-opposed six-cylinder offers a five-horsepower increase in output, to 350hp.  Fuel economy is improved by the smaller-displacement engine and direct fuel injection, and it’s also enhanced by a hybrid-like automatic stop-start system that shuts off the engine at traffic lights.  Dynamic engine mounts have been borrowed from the racing 911 GT3 for improved stability.  The seven-speed manual transmission is an industry first.  If that’s too many gears to deal with, Porsche offers the Porsche Doppelkupplungsgetriebe (PDK) dual-clutch automatic transmission.  Even in its purest form, the Carrera, the 911 is a formidable beast, capable of 4.2-second 0-60 times and a 178pmph top speed.   The Carrera S receives a larger 3.8 liter flat-six that makes 400 horsepower and shaves three-tenths of a second off of the 0-60 time, and the demonic howl coming from what would be the trunk of most cars, shoving the 911 violently forward, ranks as one of my favorite automotive sensations.

The car’s capability is deceptive.  On the track, the 911 will take on cars like the Jaguar XKR-S and Chevrolet Corvette Z06, as it should—and that’s just in Carrera S format.  The inevitable Turbo and race-bred GT models haven’t arrived yet.  At the same time, the 911 remains a sports car that’s much easier to live with on a day-to-day basis than anything from Ferrari or Aston Martin.

The four-corner MacPherson strut suspension incorporates a number of driver aids, from the body-roll reducing Porsche Dynamic Chassis Control (PDCC) to the corner-enhancing Porsche Torque Vectoring system.  A fully active suspension is also available.  Large 13-inch disc brakes at all four corners ensure that the 911 retains Porsche’s legendary stopping ability:  this car can brake hard enough to cause your ears to pop.  Electromechanical power steering is new.

To merely describe the hardware doesn’t capture the confidence and intuition that are a part of the 911 driving experience, however.  This is a sports car that’s got four-plus decades of racetrack breeding behind it, and at the hands of one of the most intensely competitive manufacturers out there.  The 911 is happy to remind you that there have been times when Porsche beat the competition so badly that they just gave up and went home.   Pricing for the 911 Carrera S starts at $96,400.  My tester was equipped with PDCC, an upgraded Brewster stereo, the Sport Chrono package and an awful lot of leather, and the final sticker was $128,700.

All specifications are for the 2012 Porsche 911 Carrera S
Length:  176.8 in.
Width:  71.2 in.
Height:      51.0 in.
Wheelbase:  96.5 in.
Curb weight:   3120 lb.
Cargo space:   4.8 cu.ft.
Base price:  $96,400
Price as tested:  $128,700
Engine:   3.8 liter horizontally-opposed six-cylinder
Drivetrain:  seven-speed dual-clutch automatic transmission, rear-wheel drive
Horsepower:  400 @ 7400
Torque:  325 @ 5600
Fuel capacity:  16.9 cu.ft.
Est. mileage:   20/27

Yes, I know it’s a mid-sized sporty crossover vehicle, but the FX35 is happy to double as a fantastic, weather- and mood-proof mobile office.  Updated for 2012 with standard front seat heaters and a new grille, the FX35 is an interesting blend of sport-ute and sedan.  Riding on Infiniti’s sporty rear-drive platform, this vehicle is decidedly not intended to carry gear into the woods for a kayaking trip or fishing expedition.  Like a sports sedan, the FX is an on-road performer.  Until Cadillac decides to build an SRX-V, the closest competitor is the BMW X6.  Armed with a list of contacts, a day planner and some notes, I aimed the FX35 at the horizon and set forth.  

The FX35′s muscular, feline form hasn’t changed much since the first-generation version launched in 2003, but it looks good even when dusted with snow.  The styling combines a long, wide hood that’s flared to emphasize the fenders and a stubby tail for a muscle-car look.  On the new FX35 Limited Edition, available only in Iridium Blue, massive gray-tinted 21-inch wheels make it look even more like a hot rod.  Angry quad headlamps flank the new pinched-waist family grille and its gigantic Infiniti belt buckle, and handsome details include the available roof rails, functional front fender vent and sculpted taillights.

The interior lives up to Infiniti’s high standard, with comfortable seating up front and room to squeeze three into the back.  An automatic driving position sensor readjusts the steering wheel and sideview mirrors when you move the driver’s seat, to keep the viewpoints the same.  The dash offers a driver-centric gauge pod with a smallish, sports-car steering wheel and a large center console with a multi-screen display.  On this particular crappy road-trip day, the standard heated seats thawed the day’s chill, XM satellite radio obliged with enough channels that I was able to find mood-lifting tunes, and the 11-speaker Bose sound system ensured that the sounded good.  After welcoming me with just the right music, the FX35 Bluetoothed to my phone, allowing me to take care of the day’s business while scooting along the Ohio Turnpike.  The available navigation system (standard on the Limited Edition) showed me the way to Roanoke as well as showing me that my originally-planned route would’ve taken me about 300 miles out of my way. And a few quick taps through the easy-to-read information screen got me to real-time weather reports, so I could check on the situation both locally and in Roanoke. The luggage area is smallish, in concession to the styling, but a little over 24 cubic feet of luggage will still fit into the back of the FX35 with the seats up—just enough for a small trade-show booth.

Like a classic muscle car, the FX35 appears to be all hood, and this helps draw attention to what’s underneath.  Infiniti’s excellent 3.5 liter V6 provides power for the FX35, with 303 horsepower on tap.  Variable valve timing and Teflon-coated engine internals ensure smooth operation.  On the freeway it’s composed and confident, cruising along smoothly and never strained by hills or the need to pass.  The 21-mpg freeway fuel economy was acceptable, though significantly below average for ideal road-trippers.  The FX35′s big brother the FX50 gets a 390-horse 5.0 liter V8, significantly raising the performance factor.  Seven-speed automatic transmissions are standard on both FX models, and are sport-tuned for quick downshifts.  All wheel drive is standard on the FX35 Limited Edition and FX50; two-wheel drive FX35s are powered by the rear wheels.

Don’t let the big body fool you; this Infiniti carries the same organic-performance pedigree as the rest of the Infiniti lineup.  Those massive wheels and tires are just the most visible parts of a very capable suspension that combines double wishbones up front and a multi-link rear.  It may be taller than the average sports sedan, but the FX35 is light on its feet and composed in the turns.  It’s got a stiff but comfortable freeway ride, high-speed stability, and even a sexy view of that curvy hood through the windshield.  Off-ramps are an entertaining diversion.  Continuous Damping Control and active rear-steering (FX50 only) are available to help carve the corners without drama.  The FX35′s composed ride means that high speeds are confidence-inspiring, though a bit of stiffness means that there’s more “sport” than “luxury” over some road surfaces.

In addition to being a useful vehicle, the FX35 is a bit of a technological showcase.  Maneuvering in parking lots is aided by the optional Around View Monitor, which utilizes downward-facing cameras in the side mirrors and front bumper to provide a 360-degree look at the world around the FX35′s wheels.  Intelligent Cruise Control with a distance control, a lane-departure warning system and Intelligent Brake Assist are also available.

The FX35 is a versatile tool, and an entertaining one too.  Finding a balance between serious sporting intention and day-to-day comfort in a crossover vehicle isn’t an easy task, and the FX balances it nicely.  FX35 prices start at $51,550 for the all-wheel drive model. My tester stickered for $52,445.

All specifications are for the 2012 Infiniti FX35.
Length:  191.3 in.
Width:  75.9 in.
Height:      66.1 in.
Wheelbase:  113.6 in.
Curb weight:   4284 lb.
Cargo space:   24.8 cu.ft. (seats up); 62.0 (seats folded)
Base price:  $51,550
Engine:   3.5 liter DOHC 24-valve V6
Drivetrain:  seven-speed automatic transmission, all-wheel drive
Horsepower:  303 @ 6800
Torque:  262 @ 4800
Fuel capacity:  23.8 gal.
Est. mileage:   16/21

Apparently, Chevrolet was asking itself the same question, though. For 2012, the smallest Chevy (at least until the even tinier Spark arrives) is the Sonic, and it’s a complete rethinking of what it means to be a subcompact Chevrolet product.  The Sonic subscribes to the belief that “entry-level” and “entertaining” don’t have to be mutually exclusive, and just as the Cruze is helping to eradicate bad memories of the Cavalier, the Sonic’s an indicator that things have changed for the better when it comes to subcompact Chevrolets.

There’s a lot of attitude crammed into the Sonic hatchback’s 159 inches.  The front end’s dominated by a family grille and sash that could’ve been borrowed from the Traverse crossover, and quad headlamps in dark binnacles give the Sonic a steely gaze.  The wheels are pushed out to the corners of the car, and the beltline has a distinctive wedge shape.  Round taillamps at the rear carry the theme to the end.  Four- and five-door models are offered; both feature short overhangs and tire-hugging fenders for an athletic look.  The five-door sports hidden rear door handles and a chopped-off tail with an integrated spoiler while the sedan tapers down into a 14.9 cubic-foot trunk.

Once inside, the fancy look continues.  The center stack is conventional enough, but the Sonic’s instrument panel is inspired by motorcycles, with a large tachometer placed asymmetrically next to a digital speedometer.  The combination draws attention to the Sonic’s performance while remaining spacious enough for four adults.  A choice of interior colors is offered.  This may be a small car, but it’s well-equipped, with satellite radio, Bluetooth, power windows and air conditioning all standard on LTZ models. Heated seats and a remote start are available.

Unlike many cars at this price point, the Sonic offers a choice of engines.  A 1.8 liter Ecotec four-cylinder is standard.  138 horsepower doesn’t sound like much, but the Sonic’s a small car and that power goes a long way.  In fact, the sporty Sonic Turbo’s 1.4 liter turbocharged Ecotec also puts out 138 horsepower, but torque is up by twenty pound-feet to 145.  Variable valve timing and double overhead-cam construction define the turbocharged engine, whose turbocharger is integrated with the exhaust manifold for space savings.  The turbocharged Sonic brings to mind the old Suzuki Swift Turbo, nipping through traffic like a bee among Canada geese thanks to a broad power band that provides ample urge in any gear.  Six-speed manual and automatic transmissions are available with the turbocharged engine.

Fat 205-series tires provide ample grip for the 2776-pound Sonic. MacPherson struts are used up front, with a semi-independent torsion beam at the rear.  Like many subcompacts before it, the Sonic relies in part on a very low curb weight to provide entertaining handling, and it responds quickly in part just because there isn’t all that much weight to move.  The body structure is stiff and aids in making the handling confidence-inspiring.  Electronic power steering further reduces weight and bulk, as well as providing rapid and precise directional changes.  StabiliTrak stability control is standard equipment, and includes a rollover sensor.  Worried about safety because of the Sonic’s small size?  Ten airbags are standard equipment.

You’ve probably gathered by now that the second-smallest Chevy is made of good stuff, and never mind its resemblance to a less-than-impressive predecessor.  Patriotic buyers will be glad to hear that not only is the Sonic a hundred percent better, but it’s also one of the few vehicles in its class that’s built in the United States.  Sonic pricing starts at $13,865, and creeps up to $17,235 for the well-equipped LTZ model.  The turbocharged engine adds both performance and fuel economy, and my thus-equipped tester added a sunroof as well for a bottom line of $19,545.

All specifications are for the 2012 Chevrolet Sonic LTZ.
Length:   159.0 in.
Width:  68.3 in.
Height:      59.7 in.
Wheelbase:  99.4 in.
Curb weight:   2776 lb.
Cargo space:   19.0 cu.ft. (seats up); 47.7 cu.ft. (seats folded)
Base price:  $17,235
Price as tested:  $19,545
Engine:   1.4 liter DOHC turbocharged inline four-cylinder
Drivetrain:  six-speed manual transmission, front-wheel drive
Horsepower:  138 @ 4900
Torque:  148 @ 2500
Fuel capacity: 12.2 gal.
Est. mileage:   29/40

Volkswagen updated the Beetle by going even farther retro, taking inspiration from the original Beetle, as compared to its predecessor which focused on a three-circle design.  The updated Beetle is a lot less cutesy and precious, and presents as a more serious vehicle that combines the practicality of a four-seat hatchback with unique styling.  In short, it’s a really, really good reboot.

The Beetle has taken a few steps down from cartoon-car status, in hopes that more buyers will be able to take it seriously without the high, arched roof and dash-mounted bud vase.  In comparison, the new look is more aggressive and brooding, with a longer, lower and wider body.  At a glance it looks like the previous Beetle, only squashed a bit, but there’s more to it than that. The distinct fenders have been re-contoured, broadening the Beetle’s face, and the hood has a more distinct bulge.  Volkswagen’s changed the silhouette partly to resemble that of the original Beetle.  The lowered stance is further emphasized in the Beetle Turbo, with a large spoiler, eighteen-inch wheels, fog lights and gloss black mirror housings.

The roof is lower, but the Beetle is now easier to see out of than it was before thanks to careful attention to sight lines.  Rear-seat headroom and interior volume have also increased.  Interiors are equally influenced by the classic Beetle and Golf, with vertical painted surfaces contrasting with a full console.  Likewise, the Beetle Turbo takes its inspiration from Volkswagen’s GTI and other sporty models, with a flat-bottomed racing-style steering wheel, red backlighting on the gauges and grippy seats. A pushbutton start and “smart” key are standard in the Beetle Turbo, as is a double glovebox—a classic Beetle feature, if you didn’t know.

The navigation and radio controls are fussy and hard to use.  The available Fender sound system rocks out powerfully, thanks to a subwoofer and 400 watts of power.  An available panoramic glass roof brings the light in—this car is a natural for being a convertible, and a soft-top version is no doubt on the way soon.

The Beetle’s Volkswagen DNA provides excellent handling, especially in the compact, sported-up Beetle Turbo.  The Beetle Turbo is genuinely upgraded above and beyond the base models; it shares its MacPherson front struts, but the rear suspension is a fully independent multi-link setup, rather than the torsion beam used in the standard Beetle.  Brakes are upgraded too, with rotors a full inch larger than the standard Beetle and red calipers to show ‘em off.  On the road, the Beetle Turbo feels taut, stable and strong.  Volkswagen’s XDS limited-slip differential is also standard on the Beetle Turbo.  Though it doesn’t seem relevant in the heat of summer, an unexpected severe winter storm during my Beetle Turbo test drive gave it the chance to prove that it’s manageable in ice and snow, too, even with summer tires.  Having endured atrocious snow-handling in cars like the Scion tC and MINI Cooper, the Beetle Turbo’s good manners were refreshing.

Volkswagen’s entertaining 2.0 liter turbocharged four-cylinder resides under the hood, resulting in entertaining performance.  The DOHC 16-valve engine sports variable valve timing and is rated at 200 horsepower.  The Beetle Turbo is adept at squirting happily through traffic, and the combination of the 2.0 turbo engine with the available DSG six-speed automatic transmission results in instantaneous power when it’s needed most.  A six-speed manual transmission is also available.

Enthusiasts might be tempted to write the Beetle off as a boutique car, but in turbocharged form it’s got more in common with the MINI Cooper and Volkswagen’s own GTI than it does with its cutesy predecessor.  Surprisingly reasonable pricing has always marked the Beetle, and Volkswagen’s newest is no exception.  The Beetle hits the streets with an MSRP of $19,795.  The turbocharged version is just a bit more, at $23,395.  Option packages are simple, consisting of the panoramic sunroof, upgraded sound system and navigation.  Choose all three and the Beetle Turbo stickers at just over $29,000.

All specifications are for the 2012 Volkswagen Beetle 2.0 Turbo.
Length:  168.4 in.
Width:  71.2 in.
Height:      58.5 in.
Wheelbase:  99.9 in.
Curb weight:   3042 lb.
Cargo space:  15.4 cu.ft. (seats up); 29.9 cu.ft. (seats folded)
Base price:  $23,395
Engine:   2.0 liter DOHC turbocharged inline four-cylinder
Drivetrain:  six-speed manual transmission, front-wheel drive
Horsepower: 200 @ 5100
Torque:  207 @ 1700
Fuel capacity:  14.5 gal.
Est. mileage:   21/30

Filling out Buick’s big-sedan lineup between the Regal and Lucerne, the LaCrosse is a full-size sedan that’s true to Buick’s very traditional values.  That doesn’t mean it’s a dinosaur, however.  The styling is a modern interpretation of classic cues that doesn’t succumb to being “retro,” with muscular, extravagant flanks and a beaky version of Buick’s classic, chromy waterfall grille.  The sculpted light units hint at quad headlamps and the chrome is kept to a minimum.  The low greenhouse emphasizes the body’s size, though the LaCrosse doesn’t appear bloated.  Underneath the skin, the eAssist-equipped LaCrosse also sports a streamlined underbody and shutters that close the lower grille at high speed, improving airflow over the car.
This car’s a born road-tripper, thanks to big, comfy seats and Buick’s easy, quiet over-the-road nature.  The interior’s lit up blue at night, with a handsome and elegant swoop of accent lighting across the top of the dash that accents the woodgrain trim.  An available head-up display complements the eight-inch information screen that contains radio, navigation and climate control info.  Bluetooth or USB connectivity to smartphones is standard.  Buick’s done a good job of matching the competition’s level of comfort and luxury while retaining a very distinct identity.  It’s possible to get a bit fuzzy when comparing a Lincoln to an Infiniti to a Lexus, but the Buick’s never anonymous.  Available amenities include a navigation system, rear sunshade, a DVD entertainment system, a backup camera and a blind-spot monitoring system.

The new mild hybrid system is standard equipment.  It boosts the engine’s power seamlessly, and usually masks the fact that there’s just a four-cylinder engine under the hood.  The LaCrosse’s 2.4 liter Ecotec engine uses direct injection and is mated to a six-speed automatic transmission.  A 15kW motor-generator and lithium-ion battery are neatly integrated into the LaCrosse, providing a 15-horsepower boost to the 182-horsepower engine during acceleration. It’s possible to catch the little four-cylinder breathless during high-speed freeway passing, but around town the only difference from a V6 is the engine note.  A start-stop system shuts the engine off at traffic lights, a neat fuel-saving trick that also enhances the LaCrosse’s quiet cabin.  The battery is charged through regenerative braking and by the motor-generator.  All of these measures work, and the LaCrosse is good for 36mpg on the freeway.  It’s not a surprise that the only way to match or beat those numbers in a car this size is to go with a more expensive full hybrid.

On the road, the LaCrosse gives no hint that it’s partially electric.  The fully independent suspension is still sprung like a modern Buick—that is, the MacPherson strut front, four-link rear setup floats over pavement without obscuring the driver’s connection to the road.  The LaCrosse is a calm driver, calling to mind Buick’s plushmobile heritage without succumbing to it.  Stability control and anti-lock brakes are standard.  The LaCrosse is a confident driver that combines a comfortable ride with decent reflexes and stopping power.

Buick’s come a long way since the days of the Roadmaster and Super Eight, but some of the most important things have remained the same.  This is American-style affordable luxury that’s desirable in its own right, and there aren’t any companies that can precisely replicate the flavor.  The new eAssist’s seamless fuel economy boost serves only to broaden the LaCrosse’s appeal.  Pricing for the LaCrosse with eAssist starts at $29,960.

All specifications are for the 2012 Buick LaCrosse.
Length:  197.0 in.
Width:  73.1 in,
Height:      59.2 in.
Wheelbase:  111.7 in.
Curb weight:   3835 lb.
Cargo space:   10.9 cu.ft.
Base price:  $29,960
Engine:   2.4 liter DOHC direct-injection inline four-cylinder
Drivetrain:  six-speed automatic, front-wheel drive
Electric drive system:  belt-driven, liquid cooled motor/generator with lithium-ion battery
Horsepower: 182 @ 6700 (gasoline); 15 @ 1000-2200 (electric)
Torque:  172 @ 4900 (gasoline); 79 @ 1000 (electric)
Fuel capacity:  15.7 gal.
Est. mileage:   25/36

Just as it did when invading the pickup market with the Titan, Nissan’s jumped into full-size vans because it’s got a better idea, or at least a different one.  And the NV2500, now entering its second year on the market, is definitely different.

The NV is eyecatching not just because of the high roof, but because of its pickup truck-like snout as well.  The silhouette eschews the one-box styling typical to full-size vans for a bold, trucklike face.  Likewise, the sides are sculpted with fender lines.  This is a commercial vehicle with a unique sense of style.  It still looks more like a tool than a fashion plate however, thanks in part to the featureless, windowless sides.  Roof rack mounting points are included so upfitters don’t have to drill rust-attracting holes in the roof.  It’s available in regular and 106-inch tall high-roofed models.  Nissan has announced plans to produce a passenger version later in 2012.

Presumably the passenger version will have more in the way of creature comforts than the NV2500 that I drove.  The interior’s similar to that of the Titan only more workmanlike with durable gray plastic covering nearly every surface.  Contrary to the Spartan nature of the interior, it wasn’t an unpleasant drive though.  The seats are comfortable and there are just enough amenities for the working folks who’ll have to be behind the wheel eight hours a day.  The NV’s long snout means that there’s ample foot and leg-room for driver and passenger—no more driving with your foot on the front wheel well or your knee resting against a “doghouse” engine cover.  The passenger seat also folds flat, for additional cargo space or to serve as a flat surface.  A straightforward instrument panel and cavernous removable center console with a sliding lid that acts as a writing desk cemented the NV as a commercial vehicle.  Add-ons like under-seat storage drawers and overhead consoles add functionality.  Beyond the front cabin, my tester was all business, lacking upholstery, sound deadening or seats from the B-pillar back.  During its week with me the NV hauled kitchen cabinets, a Steelcase desk, a stove, exercise equipment, three queen-sized mattresses, a sofa and a 12′ roll of vinyl flooring.  Loading was made easy by the tall rear doors.  The cargo floor is over 120 inches long, and 70 inches wide.  Interior height is 55.4 inches in standard models.  High roof models are tall enough for six-footers to stand up inside easily at 76.5 inches of cargo height, and interior cargo volume is a whopping 420.5 cubic feet.  Attachment points for interior racks and tiedowns (twelve in the floor and twenty-four in the walls) have already been built into the NV’s cargo area, and those odd-looking nearly vertical sides enable it to carry even more cargo inside.

The NV drives like an old-school pickup truck, which is to say that the ride’s a good deal less comfortable than that of a modern pickup truck.  The fully boxed frame provides a strong platform.  The suspension uses double wishbones up front and a solid-axle rear mounted on leaf springs, which should be familiar to most truck mechanics. When it comes to work vehicles, simple is often better after all.  Take the NV on the freeway and you can expect a bit of rock and roll in crosswinds, especially with the nine-foot tall high-roofed version.  Though it requires some care to prevent feeling tippy in corners, the NV is generally better planted than the average old Ford or Chevy full-size van, thanks to a wide stance and four-wheel disc brakes with a brake-based limited-slip rear.  Additional safety is provided by front, side and side-curtain airbags.  Just like a light pickup, the NV is available in chassis grades loosely defined by weight capacity: the light-duty 1500, mid-range 2500 and heavy-duty 3500.

Perhaps the biggest surprise was in the specifications sheet; this monster van makes do with a V6 under the hood.  The standard powerplant for the NV2500 is a 4.0 liter six-cylinder.  Nissan’s powerful 5.6 liter V8 is available as well.  Nissan’s big DOHC V6 makes 261 horsepower and a healthy 281 pound-feet of torque, so the NV didn’t lack for power, either on the freeway or around town.  For heavier-duty applications, the V8 produces 317 horses and 385 pound feet of torque.  A five-speed automatic transmission delivers power to the rear wheels.  The NV2500 features a 2800-pound payload and will tow up to 7000 pounds with the V6 and 9500 with the V8.  A trailer hitch is available.

It’s true, this truck is all about work, but for some folks that’s just what the doctor ordered.  Nissan claims that many small business owners have fled the market for pickup trucks that don’t always do the job as well, because current offerings in the market aren’t as comfortable or capable. The NV2500 addresses many of these concerns.  NV pricing starts at $25,050 for a half-ton, standard-roof model with the V6.  The cargo-swallowing high-roof model starts at $28,600, while V8 power comes in at $26,950.

All specifications are for the 2012 Nissan NV2500 V6 SV.
Length:  240.6 in.
Width:  79.9 in.
Height:      105.0 in.
Wheelbase:  146.1 in.
Curb weight:   5903 lb.
Cargo space:   420.5 cu.ft.
Payload:  2866 lb.
Towing capacity:  7000 lb.
Base price:  $29,590

“$23,000,” I told him, rounding the $22,550 sticker price of my test vehicle up for simplicity’s sake.  The beauty of Hyundai products is that you’re never embarrassed to tell folks what they cost, and the Veloster, slotting into the lineup for 2012 near the bottom, is definitely no exception.  The Impala driver seemed surprised, especially considering the Veloster’s aggressively sporty, hunchbacked lines.  The Veloster is partially a smaller-scale Genesis coupe and partly a shooting-brake type wagon.  From the front, it’s all nose, with lighting units that stretch almost all the way to the windshield and a big lower air intake.  The A-pillars are blacked out, giving the impression that the windshield wraps all the way around the sides of the car.  Hood and body sculpting keeps the car from looking chunky, and the flared rear fenders and big taillights give the Veloster’s considerable rump a muscular look.  The rear glass wraps down into the tailgate and stretches up to an available panoramic glass roof.  It’s a small coupe, but a funky third door on the passenger side eases access into the back seat.  Unlike similar three-door coupes, the Veloster’s third door opens conventionally, rather than requiring the front passenger door to be opened in order to get to it.  A choice of seventeen- or eighteen-inch wheels is offered.

The man in the Impala was interested in more than just the Veloster’s looks and price, though. “What kind of mileage does it get?” he asked, and gave a thumbs-up when I told him.  Here again, the Veloster impresses, with a 1.6 liter four-cylinder engine equipped with fuel-saving gasoline direct injection and continuously variable valve timing.  This is an economy car’s engine, and it performs accordingly.  With 138 horsepower on tap, the Veloster’s quick but not breathtakingly fast.  It makes up for that with 40-mpg freeway fuel economy, and makes the most of the power on hand thanks to a low curb weight.  A choice of six-speed manual or six-speed dual-clutch automatic transmissions is available, and the Veloster is an eager companion in traffic.  Like the Scion tC, the Veloster is a sensible sporty vehicle.  Hyundai will address the desires of driving enthusiasts later this year with a turbocharged Veloster that ups the horsepower to 201.

This car should be able to handle the extra horsepower with MacPherson struts up front and a torsion-beam rear axle.  The ride is pretty stiff, especially on crappy Michigan roads, but the Veloster tackles curves happily, pushing with predictable understeer and using the standard Vehicle Stability Management to keep things in line.  The car’s light weight is an advantage as well.  The Veloster’s endowed with quick reflexes.  Four-wheel disc brakes stop the nimble Veloster with ease.

Within a mile or two of the Impala’s approval, a silver Ford Focus pulled up on the other side and honked.  When I glanced over, the driver held up a sign that simply said, “BUY AMERICAN,” and then accelerated away with a scowl.

Patriots need not apply, as the Veloster is built in Korea.  With that in mind, though, there’s not much currently on offer from the Big Three to match it.  The interior makes it clear that the Veloster’s not a direct competitor to the Ford Fiesta or Chevolet Sonic, though it’s similar in size and price to those cars. The laid-back driving position and compact rear seat definitely mark the Veloster as a sporty car, but there’s a decent amount of shoulder room as well. The low seats necessitate a legs-out driving position.  A push-button start is available, and the artistic asymmetrical third-door arrangement comes in very handy for loading passengers.  Need to carry cargo?  The rear seats fold down to create a cargo space for up to 34 cubic feet.  There’s a high lift-over, but the Veloster is a true hatchback; I got it to swallow a four-foot long antique desk without difficulty.  Amenities include Hyundai’s Blue Link emergency-assistance and concierge system, Pandora internet-radio access (if you’ve got a Bluetooth-equipped smartphone), a navigation system and backup camera, and a large seven-inch touch screen to control it all. When the car’s parked, you can use the 115-volt household outlet and RCA jack to hook up a gaming console.

Sorry, Focus-guy, but the last American-badged car to combine similar features was the Saturn Ion, and even if Saturn were still around, that car lacked the Veloster’s cavernous hatchback and tossable chassis.  The Veloster’s landed in a funny sweet spot between categories, and falls into a loose group with the hybrid Honda CR-Z, MINI Cooper and much more powerful (and heavier) Scion tC.  Pricing starts at $17,300 with a manual transmission, and $18,550 with the automatic.  Easy to categorize? Not really.  You’ll just have to meet it for yourself.

All specs are for the 2012 Hyundai Veloster.

Length:  166.1 in.

Width:  70.5 in.

Height:              55.1 in.

Wheelbase:  104.3 in.

Curb weight:   2657 lb.

Cargo space:   15.5 cu.ft. (seats up); 34.7 cu.ft. (seats folded)

Base price:  $18,550

Price as tested:  $22,550

Engine:   1.6 liter inline four-cylinder

Drivetrain:  six-speed automatic transmission, front-wheel drive

Horsepower: 138 @ 6300

Torque:  123 @ 4850

Fuel capacity:  13.2 gal.

Est. mileage:  29/38

Start putting words onto the screen, though, and things get heavy.  I mean, why would you want to find the Perfect Car, if you couldn’t care less about cars?  What’s in it for you?  You were all set to just go out and drop your cash on the first thing with working air conditioning and four wheels and decent fuel economy you found, and now I’m telling you that you should do a bunch of research and spend extra time making this decision?  What on earth for?  It’s a car.  It goes.  Hopefully, it doesn’t break.  Beyond that, who cares?

Well, to answer that, I have to get a little bit funky on you.  I’m going to talk about having a rewarding relationship with a machine and what that’s like, so if you’re not sure you’re ready for that, you might want to just skip to the inspection tips.  

Here’s the thing; you don’t have to be a car nut to love your car, but when you do, it changes the driving experience completely.  Think of a car as the modern equivalent of a horse.  Back in the days when horses were the primary mode of transport, you had to get to know them.  It was important to find a steed whose personality and demeanor fit yours, and once that match was made, you had a horse that would work well with you, would sense your moods and help out in little ways.  Cars aren’t so different, other than being machines instead of living creatures.  A car’s “personality” is in the way it responds to the throttle and steering, and in the way you fit in the seats and the view you have out the windows.  It’s in the way the car makes you feel when you’re on the freeway, or stuck in traffic.  It’s in how willing the car is to carry all of the people and stuff you need it to carry.  Really, without much effort you can get out there and find your perfect steed, and this one is much less likely to crap on your lawn.  The Perfect Car won’t get you from Point A to Point B any faster, but it’ll make the trip seem like less of a chore.  Trust me on this.

So, that’s the truth of it.  If you need to have a car (not everybody does), then the perfect one for you is out there, somewhere.  And finding it is not nearly as difficult as finding the perfect mate–though the process is a bit similar, and there’s still a chance you’ll find the automotive equivalent of a deadbeat boyfriend or psycho girlfriend.  But when you find the perfect car, it makes the search worth it.

Just like dating, very few people enjoy car shopping.  It’s a miserable business, to be honest; Craigslist scammers, shady car salesmen and a world with way too many choices have seen to that.  And then you’ve got to deal with financing, insurance, registration, and a bushel of other irritations.  With all of that enjoyable paperwork to look forward to, it’s no wonder the average car shopper is looking to get the ordeal over with.  I love meeting new cars, but actually shopping for one is a soul-sucking experience, to be honest.

Which is a shame, really. Whether it’s a new Lexus or a beat-up pickup truck, a new (or new-to-you) car represents one of the larger purchases you’ll make.  It’s a sizeable chunk of change, or at least a sizeable chunk of metal, rubber and glass, that you’ve got to live with, insure and store.  Shouldn’t it be something that you’re happy to own as well?
Contrary to what you might think, it’s not just crazy gearheads with oil in their veins who fall in love with their cars.  Even for a driver who thinks of his or her car as nothing but an appliance for getting from point A to point B, there’s a Perfect Car.  I’ve helped dozens of people find that One Car that they’re proud to own and want to keep forever.

If you’re a car person, then this question’s easy to answer.  You know what you like, and you know what’s out there and what makes you happy, and many times, you know why.  For the folks who can’t tell an Isuzu from an Infiniti (and couldn’t care less), finding the Perfect Car isn’t quite so simple.

Remember that your car doesn’t care who you are.  It doesn’t care about your gender, your race, your religion or who you’re attracted to.  There’s no such thing as a “chick car.”  If you like it, you like it, and don’t let anyone else’s opinion of what it represents change your mind.  Seriously.  There are people who love Ford Escorts, Pontiac Azteks and Edsels.  Don’t be ashamed to like what you like.  This means that you don’t take a car off the table because your Uncle Bob is going to roll his eyes when he sees it, or because your fishing buddies are going to question your manhood.  If you’re determined to buy American, or to not buy American, make sure it’s your choice to do so, and not a political decision.  Seriously.  While you’ll never be happy with a Pontiac if you truly can’t stand American cars, don’t let someone else’s dislike of GM products take them off your list, either.  The car guys may hate Saturns and Buicks, but there are an awful lot of people who are perfectly happy with theirs.  Could be you’re one of them.

Know how much you have to spend before you start…and then spend less than that.  If you’re buying a used car and have $4000 to spend, don’t bother looking at new cars unless you intend to finance.  Shopping for unattainable vehicles is only going to ensure that whatever you can afford isn’t good enough.  It doesn’t matter if you’ve got four hundred or forty thousand to spend–you can find a car that you love in any price range.

Figure out what you want.  Before you hit the streets or the want ads or Craigslist, think about what you want your new-to-you vehicle to do for you, so you’ve got a general idea of the sort of vehicle you’re looking for.  Sometimes this is easy–you may already know that you want a pickup truck, or a convertible, or a station wagon.  It helps to think about what your current car doesn’t do, that you wish it would (within reason:  it’s all well and good to wish that your current car was a Transformer, or that it would produce money from its exhaust, but these are not options that are currently available on the market).  Sick of driving around with your trunklid hanging open to carry large objects?  Maybe a hatchback or small pickup is in order.   Does your current car eat too much gas?  Find out what size engine you have, and look for something more efficient.  Do you really really really want a hybrid, or something with all-wheel drive?  Figure out which ones are likely to be in your price range via Edmunds.com or Kelley Blue Book.  This part requires a lot of homework, but it’ll pay off when you start actually shopping–it means less time spent with car salesmen trying to steer you into a more expensive vehicle, for starters.

Drive a lot of cars.  This is important.  Once you’ve figured out what sort of car you’re looking for, try to drive it and as many of its competitors as possible.  If it’s a used car, try to drive two or three of each.  Trying on cars is like trying on clothes, and just as important.  Even if you’ve got your heart set on a Volkswagen Jetta and there’s no swaying you from this point, go drive a Pontiac Grand Am and a Honda Accord and a Ford Fusion and some other competing vehicles anyway.  The key here is perspective.  Even though the Jetta may be the perfect car for you, you might notice some tiny detail that Subaru or Mazda does a little bit better.  It doesn’t have to sway you from your Volkswagen purchase, but you’ll love your car more if you know exactly why it’s perfect for you.  Similarly, driving several versions of the same used car will tell you what quirks are common to the vehicle, and will give you a better sense of those that have been taken care of and those that haven’t.

Drive it and go home.  Don’t buy it on the spot.  Trust me on this.  Yes, a used-car dealer is going to tell you that it might be gone tomorrow.  Trust in fate a little bit, here.  The car that you drive, then go home and dream about all night is more likely to be one that’s going to make you happy.  If you aren’t quite as excited about it a few hours later, you’ll be glad you didn’t spend the money.  If it’s definitely love, and you return to find it sold tomorrow, then it wasn’t meant to be.  Always remember this, when shopping for new or used vehicles:  there’s always another one.  This advice has saved my bacon a few times.  I know it’s a screaming deal, and Mercedes only built so many of the metallic green-with-green leather interior 300Ds in 1993, and this one’s only got 50,000 miles.  Go home and sleep on it anyway.  If it’s truly yours, it’ll be there tomorrow, and if it’s not, there’s another one out there somewhere.  (And really, if you’re that nervous and that certain that you have found your automotive soulmate, offer to put down a deposit and have them hold it for you for 24 hours while you think about it.)

Be open to alternatives.  Now, here’s where I contradict something I’ve already said.  Even though you know what you’re looking for, don’t rule out unexpected love at first sight.  Sometimes you go out shopping for a Toyota Camry and come home with a Ford Ranger pickup.  It happens.  Sometimes you’ll walk onto a lot or notice an ad, and a car will just call to you.  Don’t be afraid to go look at it anyway, even if you’re a diehard Chevy guy and it’s a Ford Fusion, or your entire family works for one of the Big Three and the car that’s calling to you is a Hyundai.  Give it a shot, even if there’s no way you’ll buy it.  Those random cars that “just call” to you can often tell you a thing or two about what you really like, and then you may be able to find that quality in a car that’s more appropriate.

Some tips on shopping for a used car:

Plan to do some work up front.  With older and less expensive vehicles, it’s a given that something’s gonna break.  Something always does–often, it’s the reason you got the car so cheaply in the first place.  It helps to plan to put some additional money into the car right at the outset.  If you’ve got a $5000 budget for your dream car, consider shopping for a $4000 car and then putting a grand of work into it–new brakes, shocks, a tune-up, whatever might be next on the maintenance list.  Get it out of the way.  This reduces the chance that your new-to-you vehicle will spoil the honeymoon by demanding repairs.

Find an Internet group.  Somewhere, there’s a fan group for just about every car.  Get together with other owners.  You don’t have to become a rabid club fanboy, but as vehicles age, having insider knowledge as to what’s expected to go wrong can be crucial.  With European and Japanese cars especially, there are often cheap fixes to common expensive problems—and with any car, it’s good to know what’s likely to be expensive.  Even if you’re not handy with a wrench yourself, getting a reference to a mechanic who knows the ins and outs of your specific car can be a big help.  If the automotive love of your life is a Saab, Volvo or Subaru, having online support can mean the difference between keeping it on the road, and going to the poorhouse trying to keep it running.

Take it for a drive and listen to it.  Never, never, never buy a used car without driving it first.  You weren’t even thinking of doing that, were you?  Of course you weren’t.  If you’re not a car nut, or don’t have a reliable car-savvy friend along to listen for you, this is what I tell my friends (with the caveat that there are exceptions to every rule!):

Dealbreakers:  Excessive clicking or clacking from the engine that’s audible with the hood closed.  Automatic transmissions that shift violently or make noise when they’er in gear.  Cockeyed wheels or a car whose rear wheels don’t line up with the front wheels.  Brakes that don’t want to stop the car.  Engine oil that looks like chocolate milk or is foamy.

Harbingers of sizeable repair bills (“sizeable” being likely to cost $500 or more):  Brakes that squeak, shudder or groan.  Any kind of abnormal smoke from the exhaust.  Overly bouncy shocks.  Worn-out tires.  A steering wheel that shakes as you’re driving, or a car that doesn’t want to stay in its lane.  Headlights, interior lights or taillights that won’t come on (if one is out, it may need a bulb.  If all of them are out, it’s something more serious).  A cracked windshield.  Inoperative air conditioning.  Rusted floors or large dents.  Doors that don’t close properly.  A leaky radiator or heater core.

Harbingers of less sizeable repair bills:  Squealing belts.  Noisy exhaust.  A dead battery.  Cracked turn signals or taillights.  Bad or swollen hoses.  Soft, “spongy” brake pedal.

This is just the tip of a sizeable iceberg, of course.  Watch this space for more new- and old-car buying tips, and feel free to email questions, no matter how silly-sounding.  I’ll do my best to answer ‘em.  Seriously, try me with a question.