After spending a week behind the wheel of Toyota's RAV4 just a few short weeks prior to driving the 2011 Suzuki Grand Vitara JLX-L, I was pleasantly surprised at how different the Suzuki actually was from the Toyota, despite my initial thought that I was going to get behind the wheel of the RAV4's twin.
For starters, the Grand Vitara is so much more attractive than the RAV4. Now, this is solely a personal opinion, as I heard many a compliment the week I had the RAV4. Lots of people love Toyota's new styling cues on their latest rendition of the RAV4, and I can see why. However, my fancy was tickled that much more by the Grand Vitara.
Monday 10 December 2012
2012 Suzuki Kizashi Sport Review
There's no shortage of room and comfort in the 2012 Suzuki Kizashi Sport. The leather seats remind me of a super-comfy couch that every guy would dream of sitting in to watch TV - with heated cushions to boot. Add lumbar and thigh support, not to mention a convenient centre console with padded armrest, and it's a treat for front occupants. Legroom is generous in the back, too.
The standard Kizashi comes with Bluetooth, all-wheel drive, and a continuously variable transmission (CVT) for $27,995. The Sport model features the aforementioned plus leather seats, a premium sound system, power sunroof, 18'' alloy wheels, sport-tuned suspension, rear spoiler, and chrome accents for an extra $5,000.
The multifunction steering wheel offers a myriad of redundant controls for the stereo, phone, cruise control, as well as paddle shifters. The dizzying array of buttons practically have the driver searching for the horn. On a more serious note, wheel ergonomics are good, allowing for proper hand position at 9 and 3 o'clock.
The suspension delivers a nice balance between ride and handling for a sporty sedan, while steering was pleasantly responsive. Completing and further validating this spacious and upscale package is a 2.4L 4-cylinder engine that produces 180 horsepower and a healthy 170 pound-feet of torque.
But honestly, what's the point of having paddle shifters with a transmission that doesn't have actual gears? You can add all the simulated gears you want, the feeling just isn't the same. In fact, I was under the impression that someone tried to fool me.
The multifunction steering wheel offers a myriad of redundant controls for the stereo, phone, cruise control, as well as paddle shifters. The dizzying array of buttons practically have the driver searching for the horn. On a more serious note, wheel ergonomics are good, allowing for proper hand position at 9 and 3 o'clock.
The suspension delivers a nice balance between ride and handling for a sporty sedan, while steering was pleasantly responsive. Completing and further validating this spacious and upscale package is a 2.4L 4-cylinder engine that produces 180 horsepower and a healthy 170 pound-feet of torque.
But honestly, what's the point of having paddle shifters with a transmission that doesn't have actual gears? You can add all the simulated gears you want, the feeling just isn't the same. In fact, I was under the impression that someone tried to fool me.
Did I tell you how roomy the Kizashi is? Right, I did, however, I failed to mention the trunk, which is huge. By folding one section of the 60/40 split seatback, I managed to fit four tires with little effort, and I still had plenty of room left for a couple of boxes and bags. This car is longer than a small CUV like the Kia Sportage, so cargo capacity is never really a concern.
As far as electronics are concerned, I appreciated the Kizashi Sport's 3-position memory for the driver's seat, rear parking sensor, and automatic headlights. The latter are fantastic; I quickly lost the reflex to turn them on. The parking sensor, occasionally a bumper-skin savour, starts to beep within five feet of an object or person.
The first thing I noticed upon firing up the engine was a deep, loud rumble which I quickly got used to. With the CVT, accelerations are swift but rather noisy, with the tach needle flirting with 6,000 rpm until top speed is achieved. At that moment, the on-board computer posts a fuel consumption figure of 30 L/100km, which is scary enough yet realistic. In normal driving conditions, I recorded an average of 10 L/100km.
The Sport version of the 2012 Suzuki Kizashi also stands out with push-button start. Just leave the keyfob in your pocket or purse, depress the brake pedal, and the engine will start. If you want to turn on the accessories only, avoid the brake pedal and push the button. On the other hand, it all shuts down when the engine stops. Too bad if you were having a great conversation on the phone using the Bluetooth hands-free connection.
As far as electronics are concerned, I appreciated the Kizashi Sport's 3-position memory for the driver's seat, rear parking sensor, and automatic headlights. The latter are fantastic; I quickly lost the reflex to turn them on. The parking sensor, occasionally a bumper-skin savour, starts to beep within five feet of an object or person.
The first thing I noticed upon firing up the engine was a deep, loud rumble which I quickly got used to. With the CVT, accelerations are swift but rather noisy, with the tach needle flirting with 6,000 rpm until top speed is achieved. At that moment, the on-board computer posts a fuel consumption figure of 30 L/100km, which is scary enough yet realistic. In normal driving conditions, I recorded an average of 10 L/100km.
The Sport version of the 2012 Suzuki Kizashi also stands out with push-button start. Just leave the keyfob in your pocket or purse, depress the brake pedal, and the engine will start. If you want to turn on the accessories only, avoid the brake pedal and push the button. On the other hand, it all shuts down when the engine stops. Too bad if you were having a great conversation on the phone using the Bluetooth hands-free connection.
The 9-speaker Rockford Fosgate audio system delivers decent sound. There's even a subwoofer to add a pleasant little kick. The bad news is that the navigation system isn't really user-friendly and doesn't come with touchscreen. Moreover, the Bluetooth setup works through voice commands only.
Not sure if you're willing to spend more than $30,000 on a Suzuki? For about the same price, you could buy a more fuel-efficient Honda Accord (albeit without the sporty character of this Kizashi) or a Volkswagen Jetta that offers superb driving dynamics minus the visual flair.
Ultimately, the 2012 Suzuki Kizashi Sport remains a spacious and comfortable sedan with a ton of goodies and a sporty feel. This sleeper of a midsize car is definitely worth a test drive.
Not sure if you're willing to spend more than $30,000 on a Suzuki? For about the same price, you could buy a more fuel-efficient Honda Accord (albeit without the sporty character of this Kizashi) or a Volkswagen Jetta that offers superb driving dynamics minus the visual flair.
Ultimately, the 2012 Suzuki Kizashi Sport remains a spacious and comfortable sedan with a ton of goodies and a sporty feel. This sleeper of a midsize car is definitely worth a test drive.
2013 Cadillac XTS AWD Platinum Road Test
This Big Boat Is Taking a New Tack
At first we thought GM's President Mark Reuss and his minions had lost their minds. Like, big-time crazy. Like, book these bozos rooms at the funny farm 'cause they've lost it, man.
Now, after spending two weeks driving this 2013 Cadillac XTS AWD Platinum, we know it's true. Reuss and company are nuts. But in a good way.
Last year Cadillac retired the DTS and the STS, two large sedans popular with people who are, well...retired. Average age of DTS owners was 73, while the STS got the younger crowd at 68.
Those two large sedans are being replaced by one. This one, the 2013 Cadillac XTS.
And for months Reuss has been out on the interview circuit saying the XTS will battle the 2013 Audi A6, the 2013 BMW 5 Series and the 2013 Mercedes-Benz E-Class.
Huh? Battle the 5 Series? Take on the E-Class? Sounds like crazy talk. The XTS shares its front-wheel-drive platform and its drivetrain with the 2013 Buick LaCrosse, for heaven's sake. How can it possibly measure up to those now-iconic German sport sedans?
Well, the crazy part is that it does. Reuss and his gang of merry misfits have actually pulled off this miracle and the XTS, while not perfect, is ready to redefine the large Cadillac sedan.
No More Boatin'
The best way to appeal to a broad range of luxury buyers is with a car that rides smoothly, yet handles competently. In the case of the XTS, it attempts to do this with a standard set of two-mode magnetorheological dampers that can be set to either Tour or Sport.
Despite those dampers, which allow for instantaneous adjustment, our 2013 Cadillac XTS Platinum isn't as plush as we expected. Oh sure, it'll be supple enough for most, soaking up big hits adequately and giving a jittery-free highway cruise despite its massive 20-inch wheels and tires. Its ride is very comfortable, even in Sport. But the Tour setting (the softer of the two suspension modes) does not transform the XTS into the pillowy-soft magic carpet ride. This is a good thing, but traditional buyers will be left searching for a third, even softer setting.
Its agility is another pleasant surprise. The XTS moves for such a big boy. Its suspension does allow for lots of body roll, especially in back-and-forth transitions, and its steering is nearly devoid of feel, but it has plenty of grip and is kinda fun to toss around. At an extreme limit it's all understeer, which is to be expected, but a light lift of the throttle tucks the nose in smartly and gets the big sedan back on your chosen line.
At the test track, the XTS's 63.9 mph slalom run and its 0.80g skid pad mark are impressive for a 4,280-pound luxury sedan of its size.
The Cad's all-wheel-drive system is offered on all but the entry-level XTS. It's a system designed to improve all-weather capability rather than increase the car's handling limits. We drove our red AWD XTS test vehicle hard to expose any handling advantages the system might offer, and its presence went undetected.
Gone V8, Gone
You can have any engine you want in the new 2013 Cadillac XTS, as long as it's a direct-injected 3.6-liter V6. The Northstar V8 is in permanent cool-down mode.
Maybe the lack of a V8 won't matter, since the XTS's six makes 304 horsepower at 6,800 rpm versus the old 4.6-liter Northstar V8's 292 hp. This six is a bit timid below 3,500 rpm, but rev it hard and it delivers good power and the kind of sporty rasp that could almost tingle the hairs on an enthusiast's neck. Prod the throttle gently and it's perfectly hushed.
The six-speed automatic transmission provides ultra-lush yet surprisingly quick shifts. It also has paddle shifters, and the XTS does match revs when you use them to downshift. That is good. Too bad you need to move the console shift lever to "M" before the paddle shifters are active.
Whether cruising around town, scurrying up a freeway on-ramp or making a pass on a two-lane road, this drivetrain has guts. But it won't blow your hat off. It also won't keep up with a BMW 528i or Audi A6 3.0T in a drag race. Sixty mph arrives in 7.3 seconds (7.0 seconds with a 1-foot rollout as on a drag strip), with the quarter-mile done in 15.5 seconds @ 89.9 mph.
The front-wheel-drive XTS is rated at 17 mpg city/28 mpg highway. The EPA rates the heavier all-wheel-drive XTS at 17 city/26 highway/20 mpg combined. We averaged 18.0.
Its brakes, however, are unimpressive, despite 13.6-inch rotors clamped by four-piston fixed Brembo calipers up front. It wasn't so much the longish 123 feet it takes to stop from 60 mph, but more the spongy, long-travel pedal. Even around town, the XTS just never has that extension-of-your-foot feel to its brake pedal.
My Kingdom for a Volume Knob
The XTS's high-tech touchscreen CUE infotainment system (Cadillac User Experience) is both a marvel and, at times, a pain in the ass.
Here's how it went with the editors: Most were initially put off by the complexity/options/number of icons on the large 8-inch screen. After some familiarization, the cool factor of the haptic feedback, proximity sensing (which wakes up the screen) and being able to touch, swipe, pinch and expand icons as on a smartphone or tablet took over.
But after a couple weeks with the car we came to like it less. We were especially longing for a volume knob, as it's difficult to find the volume touchpads on the faceplate quickly. You can also adjust volume by sliding your finger left or right, but that usually either did next-to-nothing or cranked the volume too far up. The buttons on the steering wheel aren't much better, illogically separated by the large "Select" button.
While certain aspects of CUE are very cool, the eyes-away-from-the-road factor is bothersome.
Space To Spare
Although it's roughly the same width as the 5, A6 and E and only a couple inches taller, in the Cadillac tradition, the XTS is much longer than its European rivals. The XTS stretches over 202 inches from nose to tail, while none of the Germans is longer than 194 inches. Heck, it's even a couple inches longer than a BMW 7 Series.
Strangely, the XTS rides on a much shorter wheelbase than any of the Germans. Its setup is a unique mix of imposing exterior size and innovative interior packaging.
Interior space is not a problem. The XTS is simply cavernous. In the backseat there's enough head-, knee and foot room for anyone this side of an NBA forward. Not to mention the handiness of an 18-cubic-foot trunk.
Few will be concerned about the lack of a front bench seat option for six-passenger cruising, and the front bucket seats are covered in high-quality leather and look pleasantly overstuffed. They're on the firm side, however, and offer all-day support with zero numb-butt.
As for the purple stitching throughout our test car? We dig it. It's subtle.
Overall it's rich and properly quiet inside the 2013 Cadillac XTS. All the materials feel as they should, and there's enough leather and suede surfaces to keep even an Audi owner happy. However, we did notice a couple of rattles coming from the dash area, which was disappointing.
High Value
A base front-drive XTS starts at just $44,995 with destination, and our top-shelf all-wheel-drive Platinum tester was $62,300. That puts this loaded Cad in the high value category.
Sure, those Germans still perform better than the XTS, but you get a lot for your money here. A lot of space. A lot of features. Plenty of performance. And a lot of looks. This thing turns heads on the street. And not just heads topped with gray. Everyone looks at this car. Every kid. Every dad. Every granddad.
Honestly, Cadillac, give this thing a softer Tour suspension setting, make a couple of minor tweaks to CUE and the 2013 Cadillac XTS will appeal to young and old alike. Maybe even that guy with the big 'ol white Deville.
At first we thought GM's President Mark Reuss and his minions had lost their minds. Like, big-time crazy. Like, book these bozos rooms at the funny farm 'cause they've lost it, man.
Now, after spending two weeks driving this 2013 Cadillac XTS AWD Platinum, we know it's true. Reuss and company are nuts. But in a good way.
Last year Cadillac retired the DTS and the STS, two large sedans popular with people who are, well...retired. Average age of DTS owners was 73, while the STS got the younger crowd at 68.
Those two large sedans are being replaced by one. This one, the 2013 Cadillac XTS.
And for months Reuss has been out on the interview circuit saying the XTS will battle the 2013 Audi A6, the 2013 BMW 5 Series and the 2013 Mercedes-Benz E-Class.
Huh? Battle the 5 Series? Take on the E-Class? Sounds like crazy talk. The XTS shares its front-wheel-drive platform and its drivetrain with the 2013 Buick LaCrosse, for heaven's sake. How can it possibly measure up to those now-iconic German sport sedans?
Well, the crazy part is that it does. Reuss and his gang of merry misfits have actually pulled off this miracle and the XTS, while not perfect, is ready to redefine the large Cadillac sedan.
No More Boatin'
The best way to appeal to a broad range of luxury buyers is with a car that rides smoothly, yet handles competently. In the case of the XTS, it attempts to do this with a standard set of two-mode magnetorheological dampers that can be set to either Tour or Sport.
Despite those dampers, which allow for instantaneous adjustment, our 2013 Cadillac XTS Platinum isn't as plush as we expected. Oh sure, it'll be supple enough for most, soaking up big hits adequately and giving a jittery-free highway cruise despite its massive 20-inch wheels and tires. Its ride is very comfortable, even in Sport. But the Tour setting (the softer of the two suspension modes) does not transform the XTS into the pillowy-soft magic carpet ride. This is a good thing, but traditional buyers will be left searching for a third, even softer setting.
Its agility is another pleasant surprise. The XTS moves for such a big boy. Its suspension does allow for lots of body roll, especially in back-and-forth transitions, and its steering is nearly devoid of feel, but it has plenty of grip and is kinda fun to toss around. At an extreme limit it's all understeer, which is to be expected, but a light lift of the throttle tucks the nose in smartly and gets the big sedan back on your chosen line.
At the test track, the XTS's 63.9 mph slalom run and its 0.80g skid pad mark are impressive for a 4,280-pound luxury sedan of its size.
The Cad's all-wheel-drive system is offered on all but the entry-level XTS. It's a system designed to improve all-weather capability rather than increase the car's handling limits. We drove our red AWD XTS test vehicle hard to expose any handling advantages the system might offer, and its presence went undetected.
Gone V8, Gone
You can have any engine you want in the new 2013 Cadillac XTS, as long as it's a direct-injected 3.6-liter V6. The Northstar V8 is in permanent cool-down mode.
Maybe the lack of a V8 won't matter, since the XTS's six makes 304 horsepower at 6,800 rpm versus the old 4.6-liter Northstar V8's 292 hp. This six is a bit timid below 3,500 rpm, but rev it hard and it delivers good power and the kind of sporty rasp that could almost tingle the hairs on an enthusiast's neck. Prod the throttle gently and it's perfectly hushed.
The six-speed automatic transmission provides ultra-lush yet surprisingly quick shifts. It also has paddle shifters, and the XTS does match revs when you use them to downshift. That is good. Too bad you need to move the console shift lever to "M" before the paddle shifters are active.
Whether cruising around town, scurrying up a freeway on-ramp or making a pass on a two-lane road, this drivetrain has guts. But it won't blow your hat off. It also won't keep up with a BMW 528i or Audi A6 3.0T in a drag race. Sixty mph arrives in 7.3 seconds (7.0 seconds with a 1-foot rollout as on a drag strip), with the quarter-mile done in 15.5 seconds @ 89.9 mph.
The front-wheel-drive XTS is rated at 17 mpg city/28 mpg highway. The EPA rates the heavier all-wheel-drive XTS at 17 city/26 highway/20 mpg combined. We averaged 18.0.
Its brakes, however, are unimpressive, despite 13.6-inch rotors clamped by four-piston fixed Brembo calipers up front. It wasn't so much the longish 123 feet it takes to stop from 60 mph, but more the spongy, long-travel pedal. Even around town, the XTS just never has that extension-of-your-foot feel to its brake pedal.
My Kingdom for a Volume Knob
The XTS's high-tech touchscreen CUE infotainment system (Cadillac User Experience) is both a marvel and, at times, a pain in the ass.
Here's how it went with the editors: Most were initially put off by the complexity/options/number of icons on the large 8-inch screen. After some familiarization, the cool factor of the haptic feedback, proximity sensing (which wakes up the screen) and being able to touch, swipe, pinch and expand icons as on a smartphone or tablet took over.
But after a couple weeks with the car we came to like it less. We were especially longing for a volume knob, as it's difficult to find the volume touchpads on the faceplate quickly. You can also adjust volume by sliding your finger left or right, but that usually either did next-to-nothing or cranked the volume too far up. The buttons on the steering wheel aren't much better, illogically separated by the large "Select" button.
While certain aspects of CUE are very cool, the eyes-away-from-the-road factor is bothersome.
Space To Spare
Although it's roughly the same width as the 5, A6 and E and only a couple inches taller, in the Cadillac tradition, the XTS is much longer than its European rivals. The XTS stretches over 202 inches from nose to tail, while none of the Germans is longer than 194 inches. Heck, it's even a couple inches longer than a BMW 7 Series.
Strangely, the XTS rides on a much shorter wheelbase than any of the Germans. Its setup is a unique mix of imposing exterior size and innovative interior packaging.
Interior space is not a problem. The XTS is simply cavernous. In the backseat there's enough head-, knee and foot room for anyone this side of an NBA forward. Not to mention the handiness of an 18-cubic-foot trunk.
Few will be concerned about the lack of a front bench seat option for six-passenger cruising, and the front bucket seats are covered in high-quality leather and look pleasantly overstuffed. They're on the firm side, however, and offer all-day support with zero numb-butt.
As for the purple stitching throughout our test car? We dig it. It's subtle.
Overall it's rich and properly quiet inside the 2013 Cadillac XTS. All the materials feel as they should, and there's enough leather and suede surfaces to keep even an Audi owner happy. However, we did notice a couple of rattles coming from the dash area, which was disappointing.
High Value
A base front-drive XTS starts at just $44,995 with destination, and our top-shelf all-wheel-drive Platinum tester was $62,300. That puts this loaded Cad in the high value category.
Sure, those Germans still perform better than the XTS, but you get a lot for your money here. A lot of space. A lot of features. Plenty of performance. And a lot of looks. This thing turns heads on the street. And not just heads topped with gray. Everyone looks at this car. Every kid. Every dad. Every granddad.
Honestly, Cadillac, give this thing a softer Tour suspension setting, make a couple of minor tweaks to CUE and the 2013 Cadillac XTS will appeal to young and old alike. Maybe even that guy with the big 'ol white Deville.
2013 Lexus ES 300h sedan
Ultimate Commuter Car Reinvented as a Luxury Hybrid
In a break with tradition, this Lexus ES doesn't have a V6 engine that runs as smoothly as an expensive drip coffeemaker. Instead, the 2013 Lexus ES 300 hybrid has a four-cylinder engine, a couple electric motors and a battery pack, and operates more like a Keurig brewer, only without the wasteful little plastic pods.
Lexus estimates that one in four ES customers now cares more about fuel economy than straight-line performance, and now the automaker is betting that those people are willing to pay extra for it. In this case, the 2013 Lexus ES 300h costs $2,750 more than the more powerful ES 350.
That's a lot of money to spend on a good cause. Thankfully, the Lexus ES 300h is more than just frugal on gas; it's still enjoyable to drive when you forget to care about mpg.
Is 40 MPG Good Enough?
Forty mpg is the EPA's combined rating for the ES 300h, which also earns 40 city and 39 highway mpg ratings. That combined number is what might talk you out of buying the 268-horsepower 2013 Lexus ES 350, which is rated at 24 mpg combined.
We hit 40.8 mpg without trying very hard on the Edmunds Testing Team's official fuel economy test loop. It's a 105-mile route that includes plenty of stop-and-go that exploits the advantages of series-parallel hybrids like this Lexus ES, which shuts off its gasoline engine early and often.
Our next 600 miles are mostly highway and we drive them like a typical Lexus ES owner. Accordingly, we're not aggressive or mean, but we stay with the flow of Southern California traffic and resist any urge to draft off 18-wheelers. We wrap up the week with a respectable 37.9 mpg average.
It's a solid number for a 3,700-pound sedan the size of the ES, but its competition has thrown off the curve for large hybrid sedans. The 2013 Ford Fusion Hybrid is rated at 47 mpg combined, while the 2013 Lincoln MKZ Hybrid is sitting almost pretty at 45 combined. Getting 40 mpg in a midsize sedan doesn't seem so impressive anymore.
It's Not Slow
But there's a lot to be said for the way the 2013 Lexus ES 300h gathers speed in cutthroat freeway traffic. It's quiet, unstrained and almost quick.
The best part of its drivetrain is the strong 2.5-liter inline four-cylinder gasoline engine. The Atkinson-cycle engine has a narrow power band, but it still manages 156 hp at 5,700 rpm and 156 pound-feet at 4,500 rpm. With another 44 hp coming from the nickel-metal hydride battery pack via the electric drive motor, the hybrid ES gets a nice round 200-hp rating (just like the Camry Hybrid and Avalon Hybrid).
The only time we really hear the gas engine is when we're climbing a steady grade — the continuously variable transmission (CVT) has it slaving away at redline to maintain our 70-mph pace. Otherwise, this four-cylinder is hardly working, and we're barely aware of the CVT blending the two power sources. Of course, there's an Eco mode that slackens throttle response when you want to eke every last mpg and Sport mode for when you just don't care. We leave it in Eco and rarely go hungry in passing situations.
At our test track, the 2013 ES 300h arrives at 60 mph in 7.8 seconds (or 7.4 seconds with a foot of rollout as on a drag strip) and goes through the quarter-mile in 15.7 seconds at 89.8 mph. This gives it a half-second advantage over the less powerful Fusion Hybrid, and it's nearly a second quicker than the smaller Lexus HS 250h that the ES replaces. It's also more than a second quicker than the Buick LaCrosse eAssist.
Most important, it's not drastically slower than the 2013 ES 350, which hits 60 in 6.5 seconds (6.2 with rollout) and passes through the quarter-mile in 14.5 seconds at 98.0 mph.
Everybody Awake?
Back roads aren't for hybrids, but we're here on the Angeles Crest Highway and the guy in the AMG Benz isn't pulling away from us until the road gets straight. That's not to say the 2013 Lexus ES 300h moves like a sport sedan, but it has a more controlled ride than any ES before it.
Incredibly, the ES 300h actually feels like it wants to turn, an alien sensation in a car with Lexus ES badges. Its precise electric-assist steering provides a smooth and logical increase in effort as you turn the wheel.
Although the brake pedal is a little soft, the ES 300h stops reliably and you rarely sense the transitions between regenerative braking and conventional friction braking action. A 129-foot stop from 60 mph at the track isn't stellar, but 62.3 mph through the slalom isn't bad for a large sedan of any persuasion. Of course, the unusually sporty Fusion Hybrid hauled itself through our cones at 64.3 mph.
If there's a downside to the Lexus ES sedan's newfound interest in handling, it's ride comfort. When we drove the ES 300h earlier this year, our test car had Michelin Primacy MXM4 tires and rode fine on Oregon roads. This car has P215/55R17 Bridgestone Turanza EL400-02 tires, and they don't offer as much compliance as we'd like over the bumps and expansion joints on Southern California freeways. At least the driver seat still has the cushiness you expect in a Lexus ES.
Who Wants Bamboo?
Although our ES 300h test car isn't as richly furnished as our long-term 2013 Lexus GS 350, materials quality is high for this class and everything is put together well.
The $1,370 Luxury package provides beautiful and sustainable bamboo trim, but then enlarges your environmental footprint by also adding leather upholstery. It's unclear if the cows that provided the leather were grass-fed.
Our car has the $2,625 Navigation package, which includes the Remote Touch interface, the computer-mouse-style controller that governs audio and nav functions. It feels clunky at first, but within a week, it gets more intuitive. We still like dial-type controllers, but Remote Touch gives you freer range to move the cursor around the screen.
Also part of this package is Lexus Enform, a catch-all term for the automaker's telematics system and smartphone apps suite. Pandora and Open Table are among the apps, and although integrating them into the car seems likes a good idea for commuters, in reality, it's kind of a hassle. Not only do you have to register for an account on a computer, the Enform app always has to be running on your phone and you can't call up playlists from any Pandora accounts you've previously opened.
In back, there's so much legroom no angry toddler has any hope of kicking your seat. However, tall adults will struggle to slide their feet under the front chairs, likely due to intrusion from the fan units for the optional ventilated seats. The battery pack also prevents you from folding the rear seat, but the 12.1-cubic-foot trunk (down 3 cubic feet from the ES 350) still has plenty of usable space for luggage.
Worth the Extra Money?
Maybe you've heard that we currently own a 1996 Lexus ES 300, which has been described as "simple transportation executed according to a very high standard of quality."
This 2013 Lexus ES 300h is a precision-built grandchild of that regal old ES. It's hard to call it simple, of course, as its hybrid drivetrain takes a pretty complicated path to achieve respectable acceleration. On the other hand, we've never gotten 40 mpg in our old ES 300, and there's no reason to think its previous owners did either.
Like its ancestor, the 2013 ES 300h is trying to be a luxury device — only this time there's a more obvious bent to environmental responsibility. And apart from its uncharacteristically firm ride, it succeeds at this mission.
However, in the small population of large front-wheel-drive hybrid sedans, the Lexus costs the most. A Fusion Hybrid equipped like our $46,084 Lexus would cost about $35K, while a LaCrosse eAssist comes in at around $37 grand. The revamped Lincoln MKZ Hybrid lands just under $44,000. So does the 2013 Avalon Hybrid, which shares its drivetrain and platform architecture with the ES 300h (their wheelbases are identical).
If you're looking for serious fuel efficiency in a full-size sedan package, the 2013 Lexus ES 300h isn't the cheapest source of piety per mile. However, if you're just as fanatical about your own comfort, you'll be hard-pressed to top the Lexus ES hybrid.
In a break with tradition, this Lexus ES doesn't have a V6 engine that runs as smoothly as an expensive drip coffeemaker. Instead, the 2013 Lexus ES 300 hybrid has a four-cylinder engine, a couple electric motors and a battery pack, and operates more like a Keurig brewer, only without the wasteful little plastic pods.
Lexus estimates that one in four ES customers now cares more about fuel economy than straight-line performance, and now the automaker is betting that those people are willing to pay extra for it. In this case, the 2013 Lexus ES 300h costs $2,750 more than the more powerful ES 350.
That's a lot of money to spend on a good cause. Thankfully, the Lexus ES 300h is more than just frugal on gas; it's still enjoyable to drive when you forget to care about mpg.
Is 40 MPG Good Enough?
Forty mpg is the EPA's combined rating for the ES 300h, which also earns 40 city and 39 highway mpg ratings. That combined number is what might talk you out of buying the 268-horsepower 2013 Lexus ES 350, which is rated at 24 mpg combined.
We hit 40.8 mpg without trying very hard on the Edmunds Testing Team's official fuel economy test loop. It's a 105-mile route that includes plenty of stop-and-go that exploits the advantages of series-parallel hybrids like this Lexus ES, which shuts off its gasoline engine early and often.
Our next 600 miles are mostly highway and we drive them like a typical Lexus ES owner. Accordingly, we're not aggressive or mean, but we stay with the flow of Southern California traffic and resist any urge to draft off 18-wheelers. We wrap up the week with a respectable 37.9 mpg average.
It's a solid number for a 3,700-pound sedan the size of the ES, but its competition has thrown off the curve for large hybrid sedans. The 2013 Ford Fusion Hybrid is rated at 47 mpg combined, while the 2013 Lincoln MKZ Hybrid is sitting almost pretty at 45 combined. Getting 40 mpg in a midsize sedan doesn't seem so impressive anymore.
It's Not Slow
But there's a lot to be said for the way the 2013 Lexus ES 300h gathers speed in cutthroat freeway traffic. It's quiet, unstrained and almost quick.
The best part of its drivetrain is the strong 2.5-liter inline four-cylinder gasoline engine. The Atkinson-cycle engine has a narrow power band, but it still manages 156 hp at 5,700 rpm and 156 pound-feet at 4,500 rpm. With another 44 hp coming from the nickel-metal hydride battery pack via the electric drive motor, the hybrid ES gets a nice round 200-hp rating (just like the Camry Hybrid and Avalon Hybrid).
The only time we really hear the gas engine is when we're climbing a steady grade — the continuously variable transmission (CVT) has it slaving away at redline to maintain our 70-mph pace. Otherwise, this four-cylinder is hardly working, and we're barely aware of the CVT blending the two power sources. Of course, there's an Eco mode that slackens throttle response when you want to eke every last mpg and Sport mode for when you just don't care. We leave it in Eco and rarely go hungry in passing situations.
At our test track, the 2013 ES 300h arrives at 60 mph in 7.8 seconds (or 7.4 seconds with a foot of rollout as on a drag strip) and goes through the quarter-mile in 15.7 seconds at 89.8 mph. This gives it a half-second advantage over the less powerful Fusion Hybrid, and it's nearly a second quicker than the smaller Lexus HS 250h that the ES replaces. It's also more than a second quicker than the Buick LaCrosse eAssist.
Most important, it's not drastically slower than the 2013 ES 350, which hits 60 in 6.5 seconds (6.2 with rollout) and passes through the quarter-mile in 14.5 seconds at 98.0 mph.
Everybody Awake?
Back roads aren't for hybrids, but we're here on the Angeles Crest Highway and the guy in the AMG Benz isn't pulling away from us until the road gets straight. That's not to say the 2013 Lexus ES 300h moves like a sport sedan, but it has a more controlled ride than any ES before it.
Incredibly, the ES 300h actually feels like it wants to turn, an alien sensation in a car with Lexus ES badges. Its precise electric-assist steering provides a smooth and logical increase in effort as you turn the wheel.
Although the brake pedal is a little soft, the ES 300h stops reliably and you rarely sense the transitions between regenerative braking and conventional friction braking action. A 129-foot stop from 60 mph at the track isn't stellar, but 62.3 mph through the slalom isn't bad for a large sedan of any persuasion. Of course, the unusually sporty Fusion Hybrid hauled itself through our cones at 64.3 mph.
If there's a downside to the Lexus ES sedan's newfound interest in handling, it's ride comfort. When we drove the ES 300h earlier this year, our test car had Michelin Primacy MXM4 tires and rode fine on Oregon roads. This car has P215/55R17 Bridgestone Turanza EL400-02 tires, and they don't offer as much compliance as we'd like over the bumps and expansion joints on Southern California freeways. At least the driver seat still has the cushiness you expect in a Lexus ES.
Who Wants Bamboo?
Although our ES 300h test car isn't as richly furnished as our long-term 2013 Lexus GS 350, materials quality is high for this class and everything is put together well.
The $1,370 Luxury package provides beautiful and sustainable bamboo trim, but then enlarges your environmental footprint by also adding leather upholstery. It's unclear if the cows that provided the leather were grass-fed.
Our car has the $2,625 Navigation package, which includes the Remote Touch interface, the computer-mouse-style controller that governs audio and nav functions. It feels clunky at first, but within a week, it gets more intuitive. We still like dial-type controllers, but Remote Touch gives you freer range to move the cursor around the screen.
Also part of this package is Lexus Enform, a catch-all term for the automaker's telematics system and smartphone apps suite. Pandora and Open Table are among the apps, and although integrating them into the car seems likes a good idea for commuters, in reality, it's kind of a hassle. Not only do you have to register for an account on a computer, the Enform app always has to be running on your phone and you can't call up playlists from any Pandora accounts you've previously opened.
In back, there's so much legroom no angry toddler has any hope of kicking your seat. However, tall adults will struggle to slide their feet under the front chairs, likely due to intrusion from the fan units for the optional ventilated seats. The battery pack also prevents you from folding the rear seat, but the 12.1-cubic-foot trunk (down 3 cubic feet from the ES 350) still has plenty of usable space for luggage.
Worth the Extra Money?
Maybe you've heard that we currently own a 1996 Lexus ES 300, which has been described as "simple transportation executed according to a very high standard of quality."
This 2013 Lexus ES 300h is a precision-built grandchild of that regal old ES. It's hard to call it simple, of course, as its hybrid drivetrain takes a pretty complicated path to achieve respectable acceleration. On the other hand, we've never gotten 40 mpg in our old ES 300, and there's no reason to think its previous owners did either.
Like its ancestor, the 2013 ES 300h is trying to be a luxury device — only this time there's a more obvious bent to environmental responsibility. And apart from its uncharacteristically firm ride, it succeeds at this mission.
However, in the small population of large front-wheel-drive hybrid sedans, the Lexus costs the most. A Fusion Hybrid equipped like our $46,084 Lexus would cost about $35K, while a LaCrosse eAssist comes in at around $37 grand. The revamped Lincoln MKZ Hybrid lands just under $44,000. So does the 2013 Avalon Hybrid, which shares its drivetrain and platform architecture with the ES 300h (their wheelbases are identical).
If you're looking for serious fuel efficiency in a full-size sedan package, the 2013 Lexus ES 300h isn't the cheapest source of piety per mile. However, if you're just as fanatical about your own comfort, you'll be hard-pressed to top the Lexus ES hybrid.
Saturday 8 December 2012
2013 Ford Focus ST
The Ford Focus didn't get much love in our $20,000 Compact Car comparison, where the Focus sedan brought up the rear of a five-car field. The Focus' amazing handling dynamics weren't enough to make us look past its small interior, poky acceleration and confusing controls for simple features. While the small size and confusing features remain, the performance-injected Focus ST hatchback with a 252-horsepower, turbocharged four-cylinder expands on the Focus' best handling attributes. As a testament to its performance intentions, the ST only comes with a six-speed manual transmission.
The 2013 Ford Focus ST is a well-thought-out, refined performance machine that manages to remain civil when needed — and downright fun when wanted.
The ST competes with the Mazdaspeed3 and Volkswagen GTI — plus the Scion FR-S and Subaru BRZ — on the merits of cheap performance. to compare the ST to a regular Focus.
The 2013 Ford Focus ST is a well-thought-out, refined performance machine that manages to remain civil when needed — and downright fun when wanted.
The ST competes with the Mazdaspeed3 and Volkswagen GTI — plus the Scion FR-S and Subaru BRZ — on the merits of cheap performance. to compare the ST to a regular Focus.
Performance
The non-ST Focus already has amazing handling and is easily one of the most fun to drive compact cars currently available. These traits are exaggerated to their best extent in the ST, which has the tenaciousness of a sports car and the civility of an everyday driver — not an easy task. The ST's great steering feel and turn-in confidence make this Focus hot-hatch a riot to drive. Its roadholding ability puts the aggressive front-seat side bolstering to work as the car tests the limits of how much pressure internal organs can take when pushed up against a seat in a hairy turn.
Expectedly, the sport suspension's ride is stiffer than that of the base Focus. What surprises is how compliant the car feels over a long haul, without the rock-hard suspension common to many small performance cars. This isn't a new trait for a Ford performance car: The Mustang's various trim levels (GT, Boss 302 and GT500) master a similar balance of performance and everyday drivability.
The EcoBoost turbocharged 2.0-liter four-cylinder's plentiful power is packed into the engine's mid-range. The experience is similar to the GTI's 2.0-liter engine but with a bigger punch, considering the ST's 252 hp and 270 pounds-feet of torque, compared with the GTI's 200 hp and 207 pounds-feet of torque. There's no need to wind out to a bazillion rpm to have fun, as you must in the FR-S and BRZ.
The ST's power is backed by surprisingly good EPA-estimated gas mileage of 23/32 mpg city/highway, 26 mpg combined, besting the GTI (25 mpg), Speed3 (21 mpg) and manual-transmission FR-S and BRZ (25 mpg).
The benefits of a rear-wheel-drive FR-S or BRZ are apparent when you drop the hammer in the front-wheel-drive Focus ST. Drive aggressively, and the ST torque-steers badly enough to tug the wheel out of a light grip. A torque-steer prevention system and electronic differential attempt to combat this characteristic, but the 270 pounds-feet of torque still has plenty of say as to which direction the car goes.
The trick is gradual throttle application and smooth gear changes to quell the wickedness of the car darting across the road. Torque-steer is less prevalent on smooth roads or a racetrack, where the tires don't have as many grooves and bumps to follow.
Expectedly, the sport suspension's ride is stiffer than that of the base Focus. What surprises is how compliant the car feels over a long haul, without the rock-hard suspension common to many small performance cars. This isn't a new trait for a Ford performance car: The Mustang's various trim levels (GT, Boss 302 and GT500) master a similar balance of performance and everyday drivability.
The EcoBoost turbocharged 2.0-liter four-cylinder's plentiful power is packed into the engine's mid-range. The experience is similar to the GTI's 2.0-liter engine but with a bigger punch, considering the ST's 252 hp and 270 pounds-feet of torque, compared with the GTI's 200 hp and 207 pounds-feet of torque. There's no need to wind out to a bazillion rpm to have fun, as you must in the FR-S and BRZ.
The ST's power is backed by surprisingly good EPA-estimated gas mileage of 23/32 mpg city/highway, 26 mpg combined, besting the GTI (25 mpg), Speed3 (21 mpg) and manual-transmission FR-S and BRZ (25 mpg).
The benefits of a rear-wheel-drive FR-S or BRZ are apparent when you drop the hammer in the front-wheel-drive Focus ST. Drive aggressively, and the ST torque-steers badly enough to tug the wheel out of a light grip. A torque-steer prevention system and electronic differential attempt to combat this characteristic, but the 270 pounds-feet of torque still has plenty of say as to which direction the car goes.
The trick is gradual throttle application and smooth gear changes to quell the wickedness of the car darting across the road. Torque-steer is less prevalent on smooth roads or a racetrack, where the tires don't have as many grooves and bumps to follow.
Interior & Features
The cramped confines we've complained about in the regular Focus are less of an issue in the ST because the cocoon-like cabin feels more appropriate for a performance car. Helping the interior's fit-like-a-glove atmosphere are the ST's optional Recaro seats, which I think are among the best in the business. Many optional performance seats put a death grip on your side yet leave a total void of back support. The ST's seats have back support and side support that make them a winning combination on long drives as well as during aggressive cornering — the model I tested almost went back to Ford with some worn-out seats because I wanted to swap them into my own car.
Other editors weren't as enthused about the seats and wanted more vertical adjustment; editor Mike Hanley preferred the optional Recaros in the 2013 GT500 we recently tested. The ST's seats can come with heated leather upholstery; non-heated, partial-leather ones are also available. Two-tone color is optional. Both are part of expensive option packages, either $4,435 for the heated Recaros or $2,385 for the non-heated ones.
Ford's optional MyFord Touch multimedia system with an 8-inch screen has small virtual buttons and difficult usability. Unfortunately, it's tied to many of the packages, like the heated Recaro seats and an excellent-sounding premium Sony stereo, so you might get it whether you want it or not. Our tester's options raised the car's final price to $28,170 including a $795 destination charge and options including MyFord Touch, navigation and the premium sound system. A base ST starts at $24,495 with destination.
Other editors weren't as enthused about the seats and wanted more vertical adjustment; editor Mike Hanley preferred the optional Recaros in the 2013 GT500 we recently tested. The ST's seats can come with heated leather upholstery; non-heated, partial-leather ones are also available. Two-tone color is optional. Both are part of expensive option packages, either $4,435 for the heated Recaros or $2,385 for the non-heated ones.
Ford's optional MyFord Touch multimedia system with an 8-inch screen has small virtual buttons and difficult usability. Unfortunately, it's tied to many of the packages, like the heated Recaro seats and an excellent-sounding premium Sony stereo, so you might get it whether you want it or not. Our tester's options raised the car's final price to $28,170 including a $795 destination charge and options including MyFord Touch, navigation and the premium sound system. A base ST starts at $24,495 with destination.
Safety
The hatchback version of the Focus is an Insurance Institute for Highway Safety Top Safety Pick because it earned the institution's best rating, Good, in frontal, side, roof strength and rear tests. Standard safety features include front airbags, seat-mounted side-impact airbags for front occupants, and side curtain airbags for front and rear occupants. for a complete list of safety features well child-safety seats fit in the ST.
Focus ST in the Market
The ST has a fun factor close to a dedicated sports coupe like the Scion FR-S or Subaru BRZ, but with a much more usable interior and only slightly less performance appeal thanks to front-wheel drive and the inherent characteristics of that layout.
Simply enough, the Focus ST is seriously fun. It handles well, it's quick, it's comfortable and it gets great gas mileage compared with the competition. This hopped-up Focus makes more sense as a performance car than the regular Focus does as an ordinary passenger car.
Simply enough, the Focus ST is seriously fun. It handles well, it's quick, it's comfortable and it gets great gas mileage compared with the competition. This hopped-up Focus makes more sense as a performance car than the regular Focus does as an ordinary passenger car.
2013 Subaru XV Crosstrek
Off-Road-Ready Looks
The XV Crosstrek has a raised stance, which gives it 8.7 inches of ground clearance. You can tell just from looking at it that it rides higher than the Impreza. Besides giving it greater off-road and snow capability, the extra height makes the XV Crosstrek easier to get in and out of: You don't fall into the driver's seat like you would in a lower-riding car or step up like with an SUV. Instead, you just step sideways into it.
Like the Outback, the XV Crosstrek gets full body-cladding treatment, which has become the design cue of choice — from Audi to Volvo — when differentiating off-road-oriented cars. Black cladding trims the side sills and surrounds the wheel arches, and there's also some on the front and rear bumpers. Our test car's black-painted, five-spoke alloy wheels complemented the cladding and lent a unique look.
How It Drives
Despite the Crosstrek's elevated stance — which you can feel from the driver's seat — it still behaves like a car, offering a compliant ride and responsive handling. It's among the best-driving small crossovers available today, ranking among models like the Ford Escape and Mazda CX-5.
The XV Crosstrek keeps pace with city and highway traffic, but you have to be willing to rev its engine. It uses the same 148-horsepower, 2.0-liter horizontally opposed four-cylinder as the Impreza, and the engine teams with a five-speed manual or a continuously variable automatic transmission. All-wheel drive is standard.
Our test car had the CVT. It keeps engine rpm low when cruising on the highway but readily increases engine speed when you step on the gas; it doesn't take long to get from 60 to 70 mph. Significant engine noise accompanies acceleration, however.
Choosing the CVT brings steering-wheel-mounted shift paddles that step the transmission up or down to simulate gear changes. Many systems like this allow you to control shifts using the console gear selector, too, but the XV Crosstrek includes only paddles.
The CVT is the more efficient of the two transmissions; it's rated 25/33 mpg city/highway — good numbers for a small crossover with all-wheel drive — versus the manual's 23/30 mpg.
Cabin Design & Roominess
The cabin isn't cluttered with extra buttons. The optional touch-screen navigation radio incorporates many functions in its central screen, but I wish there were a plain-old radio tuning knob integrated into the unit like in models without the navigation system. The climate control knobs are below the touch-screen, and that's it for center dash controls. The simple design is remarkable because many competitors are going the other direction — adding lots of buttons to their interiors but not necessarily making them easier to use. Subaru got it right on the usability front.
Front bucket seats and a second-row bench provide seating for up to five people. Cloth upholstery is standard, but the Limited model gets vinyl seats with leather-covered side bolsters. Front-seat comfort is good, and the seats have wide backrests that give you room to move.
The XV Crosstrek's backseat space is a pleasant surprise. Despite compact exterior dimensions, the rear seating area is roomy and comfortable for adults.
The penalty you pay for passenger roominess is limited cargo room. Part of the problem is the high load floor, which is more than just a function of the elevated ride height: The spare tire underneath the floor further reduces vertical cargo space. The cargo area measures 22.3 cubic feet but grows to 51.9 with the backseat folded. The Forester, CR-V and Escape all offer more cargo room whether the backseat is upright or folded (see the specs , at the bottom of the page).
Safety
The Insurance Institute for Highway Safety deemed the 2013 XV Crosstrek a Top Safety Pick, reflecting top ratings of Good in frontal-offset and side-impact crash tests, a roof-strength test designed to gauge protection during a rollover and an assessment of neck protection during rear-impact collisions.
Standard safety features include antilock brakes and an electronic stability system, which are required on new vehicles as of the 2012 model year. Also standard are side-impact airbags for the front seats, side curtain airbags and a driver's knee airbag. A backup camera is optional.
For a full list of safety features, check out the Features & Specs page. To see how well child-safety seats fit in the XV Crosstrek, take a look at our Car Seat Check.
XV Crosstrek in the Market
The XV Crosstrek has all the makings of a hit for Subaru. It closely adheres to the formula of the Outback, the brand's best-selling model, by providing the elevated stance and driving position many car shoppers crave while retaining a car-like driving experience. It also doesn't hurt that the XV Crosstrek comes standard with all-wheel drive for less than the price of many front-wheel-drive competitors while still delivering competitive gas mileage estimates. The XV Crosstrek might steal some sales from Subaru's Forester small crossover, but it also appears poised to bring new customers to the brand.
2012 Mitsubishi Lancer Evolution
Don't let its four doors fool you: The 2012 Mitsubishi Lancer Evolution is a sports car before anything else, with heaps of performance fun in a small package — but not without compromises.
Standard all-wheel drive maintains some practicality for snow-goers, who can outfit the Evolution with winter tires when temperatures drop. I drove an Evo GSR with a five-speed manual transmission and winter tires; the more-expensive Evo MR has a six-speed, dual-clutch automatic transmission.
Acceleration
The Evo's 291-horsepower, turbocharged 2.0-liter four-cylinder is a stout engine that feels more powerful than its specification suggests. The engine is at its strongest in the middle of the rev range, a very usable spot for both normal and performance driving. The engine doesn't have to be revved to its redline for drivers to experience brute acceleration.
At lower speeds, annoying turbo lag restricts acceleration for the first few seconds, until engine speed builds. At one point, I turned a corner and had to floor the car as a fast-approaching SUV barreled down on me. I waited, then waited some more, until finally the engine picked up and caught me off guard with a rush of power that kicked the rear end out into a slide.
The lag is an issue when you want to move hastily from a stop, unless you ride the clutch and give generous throttle for a quick start. Done right, it's a rewarding experience, with acceleration that pins you to the back of your seat. Do it wrong, and the car falls flat on its face — or worse, burns miles off the clutch or breaks parts.
Winter Handling
I had my hopes up for testing the Evo with winter tires in the snow. Mother Nature had other plans, though, and Chicago's January brought 50-degree temperatures and dry roads.
Even so, our tester's winter tires didn't give up the Evo's fun factor in the warmer temps, despite not having as much bite as the standard summer tires. The previous GSR I tested on a racetrack with summer tires felt sure-footed. When that grip gave up, the Evo was prone to oversteer more than understeer. With winter tires, the car first pushed the front tires into a corner before the rear end stepped out.
With its Super-All Wheel Control (S-AWC) system, the Evo handles much like a rear-drive vehicle. The all-wheel drive works seamlessly to distribute power to the wheels with the most traction by monitoring wheel speed, steering-wheel angle, throttle and the vehicle's yaw angles.
The Evo's steering and handling match up perfectly to quickly dart the car one way or the other at the slightest twitch of the steering wheel. This was apparent even with the winter tires, though the Evo's true handling potential can be experienced only in the summer on proper tires.
One More Gear, Please
The closely geared manual transmission really, really needs an additional gear; this transmission's five gears aren't enough for daily driving. That's mainly because, at 70 mph, the engine buzzes loudly running at more than 3,000 rpm. I tried to shift into a nonexistent 6th gear more times than I'd like to admit.
The gearing keeps the engine in the right speed for optimal performance, but it seriously needs a 6th gear for 60-mph-and-above cruising. The GSR's mileage is rated 17/23 mpg city/highway. That's roughly the same as the Chevrolet Traverse — a full-size, seven-seat crossover. The GSR isn't alone, however, because its main competitor, the Subaru Impreza WRX STI, is rated the same. See the two compared.
The similarly fun-to-drive BMW 135i with rear-wheel drive is rated 20/28 mpg with a manual transmission. An Evolution MR with a six-speed, dual-clutch automatic transmission is rated 1 mpg worse than the manual, at 17/22 mpg.
A few editors noted how difficult it was to push the shifter into each gate. I agree. I found that the faster I shifted, the smoother the action became. It's almost as if the car was begging to be driven hard.
Interior
The Evo's optional Recaro seats are among the most aggressively bolstered I've sat in outside of purpose-built racing seats. I always felt the sides encroaching on my spleen; truthfully, I don't really know where my spleen is, but I felt it was being encroached upon.
Not everybody will find a comfortable position in the Evo, as there's no height adjustment with the optional seats, nor is there a telescoping steering wheel. I'm a slender 170 pounds, and even I felt jammed into the driver's seat. The front seats are a great attribute on the track, where they kept me from sliding around. For everyday driving, though, the grip is a little much.
The rear seats are typical for a compact sedan, with enough comfort for short trips and decent legroom and headroom, but you wouldn't want to be stuck back there for too long.
The Evolution's beginnings as a modest Lancer are hidden well, with unique trimmings and colorful gadgetry between the main gauges. The Evo's height-adjustable headlights and multiple terrain modes are commonly found in more expensive cars and SUVs. Still, our $38,395 tester has its value embedded in the Evo's performance rather than in luxury features.
It's too bad the Evo's monstrosity of a wing on the trunk completely obstructs the view of cars and people through the rearview mirror. I like the look of the ridiculous wing, which is standard on GSR models, but even though it's an Evo signature and looks good, I would go without it — or even the smaller spoiler offered on the MR — because of visibility issues.
Under that wing is a tiny trunk with 6.9 cubic feet of cargo space, down from the regular Lancer's 12.3 cubic feet. The space is limited and the rear seats don't fold down because of additional chassis bracing, as well as relocation of the washer fluid reservoir and battery to the trunk for weight distribution.
Safety
The Lancer Evolution misses the Insurance Institute for Highway Safety's Top Safety Pick designation because of its roof strength/rollover test's Acceptable score. Otherwise, frontal, side impact and rear crash test ratings score the agency's highest rating of Good. All ratings require the agency's highest mark of Good to be a Top Safety Pick, which the Evolution misses because of the additional weight added by the all-wheel-drive system. The agency's roof strength tests are a measure of roof strength to curb weight.
Standard safety features include federally mandated front airbags, tire pressure monitoring, antilock brakes and an electronic stability system. There are side curtain airbags for front and rear occupants and front seat-mounted side-impact airbags.
To see a list of all the standard safety features, To see how well child seats fit in the Evolution,
Evolution in the Market
The Evolution GSR's performance appeal is huge. It's a sports car that's not so subtly disguised — see the big wing — as a small sedan. Its all-wheel drive may be a reason to enlist this car for daily-driver duties, to handle all weather conditions, but otherwise it doesn't offer much practicality beyond its sedan configuration.
2013 Hyundai Genesis Coupe
In its first three model years (2010-2012), the Hyundai Genesis Coupe 2.0T was not a car I could get excited about (read my review of the 2011 2.0T R-Spec here). Its poky engine and sloppy handling made it under-deliver on its billing as an affordable, rear-wheel-drive performance coupe. Fortunately, the new 2013 version brings relief. (Please note that the Genesis Coupe shouldn't be confused with Hyundai's Genesis sedan, a very different luxury model coveredseparately.)
The redesigned 2013 Genesis 2.0T is better in a big way, with more power and a retuned suspension, though an unflattering-sounding engine hurts the otherwise-improved driving experience.
What may be even more damaging, though, is that the competition has stepped up in the form of two new rivals — the 2013 Scion FR-S and the related 2013 Subaru BRZ — that take a better-executed approach to affordable performance.
The Genesis Coupe is available with a four- or six-cylinder engine, both of which get power increases for 2013. I drove the four-cylinder 2.0T Premium with the new eight-speed automatic transmission on regular roads and the 3.8 R-Spec with a manual transmission on a racetrack. To compare specifications between 2012 and 2013
Newfound Power, Newfound Fun
The 2013's standard turbocharged four-cylinder engine got one heck of a power increase: 64 more horsepower. Now making 274 hp when using premium gasoline, the bump is hugely noticeable in the form of a rush of acceleration that the old engine never came close to delivering. The 2013 Genesis Coupe offers stoplight-to-stoplight gusto that the modestly powered FR-S and BRZ can't match. The added power for 2013 comes from a new, more-efficient turbocharger and a larger intercooler.
More power doesn't solve all the 2.0's problems; it's still an unpleasant, unrefined sounding engine — a sentiment echoed by each editor who drove the coupe. I'd like to see additional insulation used to quiet the harsh engine noises. It's so bad it's a potential deal breaker when cross-shopping against other cheap-speed coupes. The 3.8-liter V-6, which gets 42 more horsepower for 2013 — for a total of 348 hp — is still the more refined engine option, by far.
The new four-banger squeaks out a lower 260-hp rating when running on regular gasoline. I can't say for certain that my test car was running on regular fuel when I started driving, but the car's performance became more consistent after filling up with premium. Before then, the engine fell flat half the time I punched the accelerator, like it was being held back by engine management and not delivering the power it should have. Once it was filled with premium, the car consistently squealed the tires and accelerated with surprising urgency.
Eight-Speed Automatic Transmission
A new eight-speed automatic transmission helps the 2.0T get an EPA-estimated 20/31 mpg city/highway, which is 1 mpg better on the highway than the previous 2.0T automatic, despite the increased power. One editor averaged 29.9 mpg in the 2013 on a highway trip of about 130 miles. The automatic-equipped FR-S and BRZ are rated 25/34 mpg with automatic transmissions, 22/30 mpg with manuals, but neither car has the Genesis Coupe's quick acceleration.
I'm not sold on the transmission's operation. The eight-speed unit is always upshifting and searching for gears, like a bad movie car chase where the driver upshifts 20 times in one scene. The loud engine makes the constant upshifting and gear hunting even more noticeable and annoying. A Sport mode and paddle shifters are standard with the automatic, though I don't think they made the driving experience any sportier. In Manual mode, the transmission automatically upshifts when approaching redline; many performance cars let the engine bounce off the rev limiter, like a real manual transmission does, if you don't change gears.
The standard transmission is a six-speed manual with mileage ratings of 21/30 mpg. The automatic is optional on base models and can be had for an extra $1,250. It comes standard on the 2.0T Premium that I tested, which goes for $29,625, including an $875 destination charge.
Interior & Cargo
The coupe's inside won't be mistaken for the more luxurious Genesis sedan, but it's an improvement over the previous interior, which felt outdated even at its introduction. A redesigned center dash and added stitching along the upper dashboard contribute to a more contemporary look. Not everyone was impressed with the accent stitching; one editor said it did a poor job imitating a real stitched-leather dashboard. The material quality of our 2.0T Premium was similar to the Scion FR-S and Subaru BRZ, but it lags behind the Ford Mustang V6 Premium trim, which uses higher-quality materials across the dashboard.
A welcome new feature is the telescoping steering wheel that adds adjustability for comfort and safety; the 2013 Mustang still doesn't have one.
The Genesis Coupe isn't a people-hauler, unless the people are relatively small: The backseat couldn't accommodate my 6-foot frame. I had to hunch over and grab my knees, as the sloping roofline provides minimal headroom. Backseat room likely isn't a priority for sporty-coupe shoppers, but at least the Mustang and especially the Dodge Challenger have room for adults to fit in back.
The Genesis Coupe may be 15.6 inches longer than the Scion FR-S, but both cars' backseats are similarly useless for adults. I'll give the FR-S a pass because of its overall size, but the longer Genesis Coupe's lack of headroom is surprising. The added size shows up in the trunk, where a wide, flat cargo area measures 10 cubic feet; the FR-S has 6.9 cubic feet. The Genesis Coupe's cargo volume may seem small considering the Mustang's 13.4 cubic feet, but the usable space inside the Hyundai is more than that number suggests.
Up front, three new gauges in the center dashboard display turbocharger boost (psi), fuel economy and oil temperature in 2.0T models; in the non-turbocharged 3.8-liter, the boost display is replaced by a torque readout. I like the new gauges, especially the boost gauge, which gives the cluster an aftermarket feel. Unfortunately, all the gauges are practically useless in that they're completely out of sight while driving, located midlevel in the center dashboard instead of higher up, within easy glance.
Hyundai's BlueLink emergency communication system is standard on the 2.0T Premium and includes voice-activated options like point-of-interest searches, texting (with a compatible phone) and turn-by-turn navigation. You can read more about BlueLink here.
Ride & Handling
One of my biggest gripes with the previous Genesis Coupe was how squirrely it handled with electronic stability control turned off, and how intrusive the stability system was when activated. It was a lose-lose situation, even with the R-Spec's upgraded suspension. I'd gladly take the 2013 2.0T Premium I tested over the old 2.0T R-Spec, as the 2013 is more refined and predictable. The car tracks cleaner through corners, where previously the rear end would swing out.
Thankfully, the improved handling doesn't sacrifice the Genesis Coupe's feasibility as a daily driver. It still rides nicely over rough roads without much noise from the suspension.
It's definitely an improvement over the previous Genesis Coupe, but how about the natural comparison with the similarly priced FR-S? Honestly, there is no comparison. The FR-S is a sports car with handling balance and precision unmatched by any other coupe, including the Genesis Coupe. Sure, the 2.0T is faster in a straight line, but as an overall handling package, the heavier Genesis Coupe can't compete.
I drove a 3.8 R-Spec and Subaru BRZ around the Road America racetrack, where the BRZ quickly ran out of steam on the straightaways but felt worlds more composed than the Hyundai when braking and cornering. Still, the 2013 Genesis Coupe is an improvement over the previous model year, and stability control doesn't cut into the driving experience like the old version did around the same track.
Exterior
The front got the most attention for 2013, with a similar face as you'll find on other Hyundai cars. The new look, with wide-mouth front styling, is welcome; the original coupe's styling was already growing old after only a few model years. Compared with the 2012, the 2013's front styling, with LED running lamps, is vastly different and took a few days to grow on me. The whole car now looks freshened, even though all that's changed is the front styling and the addition of a few highlights, including heat extractor "cues" on the hood — meaning they're non-functional. They do look good, however.
Safety
The Genesis Coupe hasn't been crash-tested. Standard safety features include front, side-impact and side curtain airbags, as well as active front head restraints. See how well child-safety seats fit in the Genesis Coupe here.
Hyundai Genesis Coupe in the Market
There's no questioning the 2013 Genesis Coupe 2.0T is an improvement over the 2012. At $25,125, including destination, it's $2,000 more than the outgoing 2012 model. It's a nice coupe with more bang for your buck versus the outgoing model, but it's not a great coupe because of that pesky engine's raucousness — also because the FR-S and BRZ are more dedicated sports cars at the same price. Unfortunately, the more-refined V-6 is a big price jump, going for $29,625 for a stripped R-Spec model or $32,875 for the next step up, the Grand Touring.
2012 Volkswagen GTI
Vehicle Overview
The Volkswagen GTI is a high-performance sibling of the Golf. It comes as a two- or four-door hatchback, both with an optional Autobahn Package that consists mostly of interior upgrades. The GTI seats five and competitors include the Mazdaspeed3, Subaru Impreza WRX and Mini Cooper S.
New for 2012
LED daytime running lights are newly available for 2012, but little else of significance has changed.
Exterior
The GTI is based on the VW Golf, and both received new exterior styling a few years ago that made them more angular and menacing. The GTI has some unique features, including a thin, blackened honeycomb grille with two red outlining stripes; different front and rear bumpers; side skirts; and GTI badging. It also rides slightly lower than the Golf. Exterior features include:
- Standard 18-inch alloy wheels
- Dual tailpipes
- Optional xenon high-intensity-discharge headlights
Interior
The GTI can seat up to five. Bolstered, ribbed sport seats are standard in front, and there's a 60/40-split bench in the rear. Seating surfaces have a retro plaid design — VW calls it "Interlagos" — on the cloth trim; both front seats employ seat heaters and seat-height adjusters. Leather upholstery is optional. Interior features include:
- Standard leather-wrapped steering wheel and gearshift
- Standard power windows, locks and side mirrors with keyless entry
- Standard air conditioning and cruise control
- Standard height-adjustable, heated front seats
- Standard USB/iPod-compatible stereo
- Optional steering-wheel audio controls, upgraded touch-screen stereo, navigation system and moonroof
- Autobahn Package adds all above options and a Dynaudio premium stereo, leather upholstery and a keyless access system with remote start
Under the Hood
A turbocharged 2.0-liter four-cylinder is standard. With either the manual or automatic transmission, the front-wheel-drive GTI can hit 60 mph in less than 7 seconds, Volkswagen says. Mechanical features include:
- 200 horsepower and 207 pounds-feet of torque
- Six-speed manual or six-speed dual-clutch automatic
- Electronic limited-slip control system helps control wheelspin during sharp turns
Safety
Standard safety features include:
- Antilock brakes
- Traction control and electronic stability system
- Front-seat side-impact and side curtain airbags
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