News flash, the Toyota brand is not exciting.  Prius, Yaris, Camry, Avalon and Corolla?  Not a performance dynasty.  The last time they had real fun for sale was in 2007 with the mid-engine MR2.  Even the Scion brand is fairly performance tame until aftermarket pieces get bolted on.  They do “sporty” cars.

Now Scion has done a real sports car, the FR-S.  Let’s cut to the chase, if you haven’t already heard, it’s a blast to drive and- here’s the important part- mere mortals can make the payments.  It lands in Scion showrooms in June.

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In trade for $24,930 (and any applicable taxes and fees), Scion will hand you the keys to a 2,758 pound, 200 horsepower 2+2 with a center of gravity lower than a Porsche Cayman.  Remember, this is a Toyota.

Where It Comes From

The inspiration for the FR-S comes from three cars in Toyota’s past- the 2000 GT, Sports 800 and the Corolla GT-S, AKA the AE86, or hachi roku (eight and six in Japanese).

Akio Toyoda, the company’s CEO, realized there was a serious lack of fun happening in his company and, as an enthusiast, decided to do something about it.  It’s good to be the boss. Toyota had acquired a stake in Subaru, a company that has turned out a few fun cars over the years and the two companies created Team 86 to engineer one product- a very dynamic rear-wheel drive sports car.

Team 86 took the three core elements of those past performance Toyotas, mixed them up in an engineering blender and came up with the FR-S and BRZ which is Subaru’s version.  In other countries it’s the Toyota GT 86.

The two different companies took slightly different approaches to suspension tuning and equipment levels but the two cars look nearly identical inside and out.  Scion’s fender badge depicts two horizontal pistons with a stylized “86” in the middle, meant to look like a drift car in motion.

Passion For the Everyday Driver

FR-S is about the size of a Nissan 370-Z but it seats four.  Kinda.  Sorta.  Rear accommodations are for small people and emergencies only.

Under the aluminum hood there’s a direct-injected 2.0-liter four-cylinder and a bit of a surprise to those who haven’t followed this car’s development.  The engine is a Subaru Boxer.  The advantage?  Traditionally, engine pistons move vertically, Boxers pump horizontally, laying deep and flat in the bay for a low center of gravity.  Porsche uses this design for the very same reason.

This is the first Boxer to use Toyota’s D-4S injection system which uses both direct and conventional port injection for each cylinder.  Demonstrating the trickle down effect, it’s also used in the Lexus IS F and GS.  The result is 200 horsepower @ 7,000 rpm and 151 lb-ft of torque @6,400-6,600 rpm.

FR-S runs on premium fuel.  The EPA says it drinks at a rate of 22 mpg city, 30 highway for the manual, 25/34 for the automatic.

The six-speed manual has short crisp throws and a light clutch action.  It’s a very nice gear box reminiscent of the one in Mazda’s MX-5 Miata.  Add $1,100 more for a six-speed automatic transmission.  Don’t be a clutch snob, I like manuals too but the autobox is very well done.  Having driven both it would be hard to choose between the two.

Why I Like My Job

The press event is being held at Spring Mountain Raceway outside of Las Vegas.  How I suffer for my craft…

First things first- most FR-Ss will never hit the track and in the real world on real roads it’s fairly comfortable and quiet for a sports car.  As a daily driver it’s as good as the genre gets.

FR-S is quick, not fast.  0-60 happens in an estimated 7 seconds. The power delivery is very linear right up to the 7,400 rpm redline.  Keep the speed and revs up for maximum fun, FR-S is not overly torquey at the low end of the power band.  A “sound creator” routes different amounts of engine note into the cabin depending on how hard drivers mash the pedal.  This keeps it quiet for everyday tooling around and melodic when you’re having fun.

FR-S is a very modern sports car but it’s the old school attributes that make it appealing.  The first corner informs the seat of your pants and the hairs on your neck that they will be in direct communication with the rear wheels.  It’s very easy to know what this car is doing.  Within minutes, I’m comfortable pushing it hard on the track with the ESC set at mid-level.  Very few vehicles talk to a driver the way this one does, and most that do cost twice as much.  Or more.

The closest competitor, pricewise anyways, is Mazda’s MX-5 Miata.  Yes, I’m quite aware it’s a 2-seat convertible and the Scion is a 2+2.  They are both lightweight four-cylinder cars and seem to be soul mates on the tarmac.

In addition to the big track the Scion folks have us competing in a short autocross course.  Turning ESC off completely is loads of fun here, FR-S easily and predictably rotates in tight corners.  Disc brakes all around (11.65 inches up front 11.46 in the rear) have great modulation and strong stopping power.

Flying Business Class

As expected the cockpit is straightforward and businesslike with little to distract the driver.  Color choices include black, and black only.  Good quality materials and just the right amount of trim keep the cabin interesting.  Suede-like cloth chairs hug like a long lost auntie, big drivers might find them too snug.  When I first laid eyes on them I wrongly assumed they were part of Scion’s personalization process.  They are that good.

The steering wheel (with no radio controls) is the smallest Toyota offers.  The gauge cluster with a digital speedo within the analog tach is brightly lighted, simple, and very easy to read.   Stitching throughout the cabin gives it some style.  The perfectionist in me finds my eye drawn towards the sound system bezel.  Wish it could have been one large piece rather than create a seam next to the passenger side dash trim.

The interior is not spartan but you won’t find dual zone climate control, push button start or heated seats in here.  Bluetooth and a USB port are standard.  The base audio system sounds good, and the optional Pioneer unit adds more power and the new BeSpoke apps system powered by Zypr.  While Pandora is something you might want in this car, Facebook integration seems to go against the FR-S mission.

Toyota says the door handles are placed so they won’t get in the way of a roll cage.  Want a sunroof or keyless ignition?  Sorry.  I’m a bit surprised this driver’s car doesn’t have “tap for three blinks” signaling.  Nit picking this pre-production car further, the sun visor is very basic, HVAC knobs are a little coarse, and the headliner a bit flimsy when a guy goes to tap the interior lights.  But then again, this is a pre-production vehicle.

There are two “seats” in the rear.  Convince the front passenger to slide all the way forward and a small adult has half a chance to fit.  Behind the driver?  A small child.  At best.  At least it’s available for emergencies.

Moving on to the trunk it’s not half bad in size (an estimated three packer if I had the chance to do the TP trunk test) and all of it can be used because of space saving hinges.  Considering that back seat won’t be used much, a one-piece foldable seatback is a great touch.  With it down, Toyota claims there’s enough room for a full set of racing tires and a helmet.  Speaking of tires there’s a real spare, surprising in a car that’s all about shedding weight.

2000 GT Design

If you’ve seen photos of this car and thought it sleek but simple, there’s a lot more detail to the sheetmetal when you get up close and personal.  The roof is sculpted, subtle lines are found in changing light, and the rear diffuser in the video is not a Scion aftermarket body kit. The coefficient of drag is a slippery 0.27

If the standard body style is too mild for your taste, Scion dealers would be more than happy to set you up with the optional body kit and loads of other accessories.  At a nominal cost of course.

There Are Always Rumors…

It’s not even in showrooms yet and there is already speculation about different models.  One is that there will be a convertible.  Second, is that a four sedan is being considered for the platform.  A modern day BMW 2002 is something I can get behind.  As you might guess, any inquiries are met with “we don’t comment on future product”.   Scion will not have a factory turbo kit though the aftermarket should take care of that right quick.

To me, FR-S (and by default BRZ) looks to be an instant classic.  This conclusion is not like doing advanced trigonometry without a calculator.  An affordable car with good power, excellent chassis dynamics, appealing design, and limited production numbers will get buyers to Scion stores in droves (10,000 copies are slated for 20120).  It reminds me of the Miata launch in 1989.  If history is repeating itself with FR-S, I suggest you head down with a deposit right quick.

Will Others Follow?

It doesn’t matter who makes them, cars like the FR-S are a gift to us, the 99 percent.  The fact that a car this intuitive is made by Toyota is an eye-opener.  It’s more than a welcome shot of adrenalin for the conservative brand, it sets a benchmark for the industry.  I’d love to see Ford, Chevy, Nissan, Kia, VW- anyone really- step up to the plate and do a competing car.  In a world full of appliance-grade automobiles, it’s good to see fun is back in style.

I’ll leave you with a quote from Jack Hollis, Vice President and general Manager of Scion-  “I think the industry has done a great job of advancing itself, adding technology and electronics and pieces that some people really want.  But there are a lot of people who want just that core driving experience.  They want to bring that back, they want to spend more time in their car, and I haven’t really seen that in the industry in a while”.

Nice to know someone cares about fun.  Now, about the Camry and Corolla…

FULL PHOTO GALLERY BELOW.  OR YOU CAN WATCH THE VIDEO.  SO MANY CHOICES!  KNOW THAT THE STILL IMAGES ARE PROVIDED BY TOYOTA.  I SHOOT THE MOVING PICTURES.

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Caroll Shelby, father of the legendary Shelby Cobra and an all around great guy, died in Dallas, TX  Thursday evening at age the are of 89.  Mr. Shelby had been battling pneumonia.

This was a man who embraced life as a “do what you love and you’ll never work a day in your life” affair.  But really, with the cars that sprang to life under his guidance, you have to know the man put in some serious effort.

I was lucky enough to meet the man years ago.  In my brief time with him he was as gracious as a man can be.  Our condolences to his family and those who worked with him.  

Here’s a link to USA Today’s article.

For years, the go-to compact sedans came from Japanese brands. Basically, people chose from Civic and Corolla and called it a day.  It’s all some baby boomers have ever known.

Nowadays it isn’t so simple.  If you haven’t heard, competition for your automotive business is fierce with multiple choices.  The domestics and the Koreans are wooing buyers with style, features and quality.  And for the first time in a long, long time that includes Dodge.  Their new attitude comes with a nostalgic name- Dart.  Please know I will not use the term “bull’s-eye” anywhere in this review.  You’re welcome.

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The last time Dodge had a credible entry in this segment was the Neon.  America loves its sedans and Chrysler unwisely replaced it with the unloved Caliber hatchback, complete with a bargain basement interior designed by bean counters to drive away business.

Making a New Point

At the press launch in Austin, TX, Ryan Nagode, Dodge and RAM interior chief says that is now history.  The whole approach to Dart was to aim high and it’s easy to see with one quick glance.  Both the interior and exterior have style and grace that Dodge has never had in this segment.  One look at the available LED “racetrack” rear end lighting shows that.  It’s lifted from big brother Charger, definitely not something you’d see on a Corolla.

It all begins with what you can’t see though.  Remember, Chrysler is now teamed up with Fiat and underneath the svelte Dodge sheetmetal lies the modified architecture of the Alfa Romeo Giulietta, a hatchback known for its handling.  It’s a little wider and longer for longer and wider Americans.  The Dodge folks say the interior approaches mid-sized D-sedan space but with a C-class compact exterior.

Their Aim is True

Considering they’re bragging about the Giulietta DNA, let’s start directly with driving dynamics.  Dodge readily admits Dart is not as sharp in the corners as the Alfa.  For most buyers that’s a good thing.  US roads are not as well kept as those in Europe, and realistically, with five different models, Dart is being pitched to a very wide audience.

What remains is a well-balanced car that’s fun for tossing into corners and doesn’t “dart around” on the straights.  At 70 miles an hour the cabin is quiet and comfortable. In terms of ride quality, the closest comparison is Ford Focus.  The suspension tuning is the same on all models, except the R/T which debuts in the fall of 2012.

No, There Is No Slant-Six

This is a modern Dart and that legendary mill just won’t work in today’s world.  Instead there are a couple four-cylinder engines at launch- a 160-horse turbocharged MultiAir 1.4-liter (which is the torque-rich motor enthusiasts will go for) and the one I’m focusing on, the standard 160 horse 2.0-liter called the Tigershark.  Got to love that name. Tigershark!

When R/T shows up it gets a 2.4 liter Tigershark four-cylinder with 184 horsepower.

For now there are two transmissions- a six-speed automatic or the six-speed manual I’m spending the most time in.  Shift quality with the manual box is average with longer throws and taller gear ratios so it’s not overly sporty.  The automatic aggressively up-shifts for better fuel economy, which is the same as every modern auto box these days.  I spent 15 hard minutes in downtown Austin, Texas traffic trying to trip it up.  Didn’t happen.

Later this year the 1.4-liter turbo will get an optional six-speed dual dry clutch transmission.  Curiously, it will not be available in the R/T.

Dart Quick?

Floor it and the base two-liter will move from 0-60 in a guestimated 9 seconds.  The engine is smooth and refined with a hint of sporty exhaust note.  Those tall gear ratios pay off with good fuel economy, EPA rated at 25 city, 36 highway.

The torquey turbo motor is quicker to 60 by about a second (at least that’s how the seat of my Levi’s feels about it).  A bonus, it goes farther on a gallon of gas.  EPA rates it at 27 city, 39 highway.  A fuel-efficient aero enhanced model is promised soon with a 41 mpg highway number.  No these are not best-in-class efficiency numbers but they are close and for buyers that want more than just a transportation appliance, Dart sticks it.

From Worst To First?

Years ago, Chrysler products were an easy target when criticizing interiors.  They have come a long way recently and Dart hits a high mark. The cabin of the Limited model I’m driving has lots of style and quality materials (however, I did not see any base models with cloth seats).  The space looks a full class more expensive than it is with soft touch materials and real stitching on the instrument panel.

Armrests are nicely padded, seats are aggressively bolstered (perhaps a bit much for some?).  Again, overall it reminds me of the approach Ford has taken with Focus.

The gauge cluster gets a crisp LCD display that changes from an analog-look speedometer to a digital one.  Options include a heated steering wheel.  Dart’s dramatic signature is a ring of red illumination that runs around the instrument panel on some trim levels.  There’s nothing like it until you venture into luxury car territory.

Simplicity is Good

I can’t stress this enough- the touch screen interface on the big 8.4-inch display is fall-on-your-face simple.  This is elegance that many luxury brands can learn from.  There’s unexpected storage under the front passenger seat cushion.  Could a small child fit in the huge glove box?  Possibly.  Very unwise though.  A better and more legal option is a 15-inch laptop computer, which stows with no problem.

My Limited tester has dual-zone climate and a good high-end sound system.  It also has a well-done blind spot warning system (also tested in the heavy downtown traffic of Austin) and a class-exclusive cross-path detection system.  When backing up, it warns drivers if traffic is approaching from the side.  A rear-view camera is helpful too (standard on Limited).

Dodge Bucks The Bundling Trend

Don’t like the “option bundle” trend that automakers are turning to?  Dodge takes the old school approach with Dart.  Buyers can pick and choose options to build the car exactly the way they want.  Customization is a huge selling point and there are over 100,000 ways to screw a Dart together.

There are 12 exterior colors and 14 interior combinations , some hues are on the wild side.  Honda Civic this is not.  Dodge is quite proud that this is not a vehicle designed in a test tube.

Back Seat and Cargo

Dodge says Dart is compact on the outside, midsized inside.  In it’s class there’s generous leg and foot room in the rear seat. Adjustable vents and a power port are missing but generally not found at this price.

There’s a foldable armrest with cupholders, two seat pockets and door storage.  Two will be very comfortable in sculpted seats, three will be okay for short trips. There are even standard side torso bags, which isn’t very common.

There are no bundles of TP in rural Texas. Eyeballing it, the cargo hold looks about the same as the ones found in Civic, Cruze and Focus.  It is well trimmed and with 60/40 folding rear seats plus a small pass-through, Dart offers up a good amount of flexibility to haul skis or long stuff.  There’s even a spare tire.  Always comforting.

Can a Strength Be a Weakness?

Ultimately there will be five Dart models, six if they decide to produce a SRT-4.  Some models like Rallye and R/T have “piano black” front end appliqué, others like the Limited I’m driving remain body color.  In theory, this “all things to all people” strategy seems like a total win.

I have to wonder if it will send confusing messages to the market place though.  Is it a sporty car?  Basic transportation?  Luxurious?  More than most, Dart can be tailored to extreme ends of the market.  Base SEs don’t come with air conditioning cruise control, USB, Bluetooth or remote locking fob.  Limited models can be loaded up with Nappa leather and electronics that can’t be found in some Acuras.   I’m curious to see how Dart is ultimately perceived in the marketplace

Safety?  That’s always important.  The Dodge folks crow that 60 safety features (including 10 airbags) are along for the ride.  The structure is rich in high and ultra-high strength steel.  Besides, that great handling should help keep you aout of trouble to begin with.

How Much Is It?

A base Dart goes for around $16,800 with destination.  The sweet spot should be around 20 grand.  The nearly loaded Limited model I’m driving equipped with a 2.0-liter engine and manual transmission is 23K.   People just looking for a comfortable efficient car will be happy with the 2.0-liter and automatic.  Those who like to drive should move to the turbo/manual combo.

Here’s a sign of the times.  When I asked Matt Liddane, Dart’s Vehicle Line Executive how his baby stacks up against the historical benchmarks Civic and Corolla he paused, and politely replied “I like the VW Jetta. We think Dart is tailored toward that or the Focus or the Cruze. It’s good to have one that can stand tall against all the competition”.

With its Italian bones and international design inside and out, Dodge is aiming Dart at buyers that want fun and flair to go along with their fuel efficiency.  They’ve certainly nailed the target.

FULL GALLERY BELOW OF VARIOUS DAR MODELS.  ALL STILL PHOTOS PROVIDED BY DODGE.

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Normally I look at one new car every week.  This time it’s a couple dozen.  Yes it’s time for Mudfest, the SUV competition held at Dirt Fish Rally School in Snoqualmie, WA.  This is the 17^th time Mudfest has been held.  The folks that organize it, the Northwest Automotive Press Association have it down to a well oiled-machine.

The purpose of Mudfest is to choose the best sport utes and crossovers in four different categories, and anoint one of them with the coveted Northwest SUV of the Year title.  It is judged by 24 Northwest automotive writers, the kinds of people that do Northwestie things like hiking, camping, biking, off-roading and Big Foot reconnaissance.  These writers know their stuff.

What’s the Best Sport Ute?

No one model is right for everyone so at Mudfest, a Subaru Forester does not compete with the Land Rover Range Rover Sport.  The four categories are Compact, Family, Luxury, and Off-Road. We then all vote for our choice of SUV of the Year.

The driving courses include an on-road loop to judge performance and handling plus an off-road course.  The most rugged SUVs traverse a special severe trail designed to show how capable it is.  The others are directed toward the lighter trail, which again most owners would try to avoid.

I highly suggest watching the video since it shows how hard we push these vehicles in testing.  And that brings up a significant point- All of the vehicles in the Mudfest competition did well on their respective off-road courses. I would be willing to bet my Gore-Tex rain jacket that few owners subject their cars to these kinds of trail condition.  Even if they did, it would be at a much slower velocity.  People tend to over buy when it comes to their all-wheel drive systems.

The Beauty of Getting Dirty

The best part of this event is that there’s the opportunity to drive this rigs back to back so they’re fresh on our minds.  Normally it would take weeks to get to all of them.  With Mudfest it all happens in two days.

For comparison’s sake, here are last year’s winners

Compact-  Kia Sportage

Family- Ford Explorer

Luxury- Volvo XC90

Off-Road and SUV of the Year was Jeep Grand Cherokee

Meet The New Players

For 2012 they’ve all been invited back, the Volvo XC90 has declined.  The newcomers are-

Acura RDX, BMW X3, BMW X6, Cadillac SRX, Chevrolet Suburban, Dodge Durango, Honda CR-V, Jeep Grand Cherokee, Jeep Wrangler Unlimited, Kia Sorento, Land Rover Range Rover Sport, Land Rover Range Rover Evoque, Mazda CX-5, Mercedes ML 350 BlueTec, MINI Countryman ALL4, Mitsubishi Outlander Sport, Nissan Juke AWD, Nissan X-Terra, Subaru Forester, Subaru Impreza, Volkswagen Tiguan, Volkswagen Touareg, and Volvo XC60.

Also, let it be know that even though they did not field a vehicle, Toyota provided a heated tent shelter which was much appreciated, especially by the California based PR folks.  A friendly little dig there.

Image Is Everything

There’s solid research done by the auto companies that show very few of these vehicles ever leave pavement.  It can be argued then that the on-road handling course is most important.  The autocross style loop is set up to show handling, acceleration, braking and all around performance.  Driving like we do through the cones and slaloms would not set a good example for the kids.  We are trying to punish then to see how they do in extreme evasive situation.

The clear trend is that as a group they handle quite well.  Electronic stability control and the use of lightweight high strength steel has a lot to do with it.  Reading the buzz, it seems like Nissan Juke, Subaru Forester, BMW X3, Kia Sportage and Mazda CX-5 are the vehicles the writers like to toss around in the corners.

In between runs, we all check out the interiors and the features.  Livability is part of the scoring, as is fuel economy.  It’s a modern world and operating costs are an important factor in choosing a car.  Some of these vehicles excel in seating, others are better at cargo hauling.  A few look good on paper but don’t work all that well in the real world.

Time To Get Dirty

On day two when it’s time to hit the off-road courses, there’s no doubt where this competition gets its name.  Both runs are full of water and mud and it never stops dumping down rain the entire day.  It makes for great visual and testing but soggy photographers.

The lighter course is like a poorly maintained forest service road.  Some writers drive it easy, others take this opportunity to test out their rally driving skills.  These SUVs are driven fairly hard by 24 different writers, and it wouldn’t surprise any of us to find one or two pulled due to damage.  All make it through the day with no problems, again proving how rugged they are.

That brings up another important point.  Many of us auto writers believe that shoppers overbuy when they look for a crossover.  For instance, the new 2013 Honda CR-V, which is the most popular crossover in America, has little trouble navigating the rough trail and standing water of this course. No need to buy a truck-based rig (which are becoming more and more rare anyways).

The severe course is reserved for the more capable vehicles such as Jeep Wrangler Unlimited and Grand Cherokee, Nissan X-terra, and Land Rover Range Rover Sport.   The course at Dirt Fish Rally School has grades to check for approach and departure angles, deep ruts, thick mud, and a narrow bridge to traverse. All the SUVs tackle it without blinking, though there is the occasional underbody scrape.  And just to prove that it can, the Subaru folks take the Forester on the same path as the big boys with little drama.  Yes, the big boys are supremely secure in nasty decision.  Very few of them every wind up in these situations though.

Anytime you get to drive somebody else’s car through the mud and do terrible things to it, that’s a lot of fun. But at the end of the two-day event, there’s a real benefit to what we do.  These are the winners of the Northwest Automotive Press Association’s Mudfest 2012

Best compact- Mazda CX-5

Best family- Acura RDX

Best Luxury- Land Rover Range Rover Evoque

Best Off-Road- Jeep Wrangler Unlimited

Northwest SUV of the Year- Land Rover Range Rover Evoque

It’s a clean sweep for the muddy newcomers. May they enjoy their year in the sun… and the rain.  Because there will be fresh competitors in 2013.

That’s What the Collective Voted

In case you’re wondering, my votes were very similar to the group.  CX-5 and RDX were my top picks in their category.  Same with Evoque in Luxury and Wrangler for Off-Road.

SUV of the Year? The Evoque is very impressive, especially its design. However, I voted for the incumbent Jeep Grand Cherokee because of its all-around balance and a price mere mortals can afford.  

As a second place choice I’d go for the Range Rover Sport.  Its drivetrain is certainly the most impressive in term of refinement and smoothness.  The interior rocks too.  But then again, at its price point, it darn well should.  I chose the Jeep because of the practical mid-west upbringing coming out in me.

Special thanks- The members of NWAPA work very hard to make Mudfest a success and there is no better event to judge these kinds of vehicles. From the organizers to the photographers, to the manufacturers that bring the vehicles we beat up on, I offer up my most sincere thanks.

PHOTO GALLERY BELOW.  ALL STILL IMAGES PROVIDED BY NWAPA AND A VERY SOGGY PHOTOG.

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Everyone wants great gas mileage.  No one wants to give up the sport ute lifestyle.  It’s just human nature, we hate to compromise.  Mazda thinks their new compact crossover, the 2013 CX-5, is a win-win solution.  Make that win-win-win, since in addition to being fuel efficient and practical, it handles like a Mazda.  And for those who love to drive, that is a good thing.

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You know the competition, right? Chevy Equinox, Ford Escape, Honda CR-V, Hyundai Tucson, Kia Sportage, and Toyota RAV4.  When it comes to getting the most out of a gallon of gas, Mazda crows that CX-5 is best in class. Go with a front-drive six-speed manual transmission combination and the EPA rates it at 26 mpg city, 35 highway.  My Grand Touring tester has a six-speed automatic tranny and all-wheel drive.  It scores 25/31 highway.  This is, in technical terminology, not too shabby.

How Does It Do That?

One word- SKYACTIV.  SKYACTIV is Mazda’s marketing term that describes a whole bunch of techniques and technologies that make their cars cleaner and more fuel-efficient. Simply put, a SKYACTIV Mazda gets a sophisticated engine, transmission, plus optimized weight and aerodynamics.

The CX-5 Sport with manual transmission is 73 pounds lighter than a Mazdaspeed3 hatchback.  Impressive.  This is done in part with a new high-strength steel that’s stronger and lighter than anything on the market.  Only Sportage and Tucson are lighter, and only by a smidge.

The 2.0-liter SKYACTIV G engine helps too (G stands for gasoline, the SKYACTIV D diesel is not available in the USA).  Topped by a pretty blue engine shroud, the four-cylinders make 155 horsepower @ 6,000 RPM and 150 ft-lb or torque @ 4000 RPM.

Most consumers could care less about the special direct fuel injection with multi-hole injectors, unique piston cavity shapes that allow a shorter combustion time, a 4-2-1 exhaust system, and a high compression ratio of 13:1 which is higher than Ferraris.  They’ll just be happy about better fuel economy and the fact it runs on standard grade gas. CX-5 is the first to get the whole SKYACTIV shebang.  The special manifold couldn’t be wedged into the bay of the Mazda3.

Mazda says the six-speed automatic combines the key advantages of a conventional auto box (smoothness), a CVT (efficiency), and a dual clutch transmission (crisp gear changes).  I like it.  Like most modern cars these days it upshifts aggressively to max out gas mileage to the point where it sometimes feels as if the engine is bogging down a touch.  The same can be said about the 2012 BMW 328i I drove a few weeks back.  Welcome to the new normal.

Does Fuel Efficiency Mean Pokey?

Not really, though this isn’t an RX-8 (may it RIP).  0-60 in around 9 seconds is similar to Honda CR-V.  As a brand, it can be argued that Mazda’s reputation for driving dynamics is bested only by expensive marks such as BMW and Porsche.  CX-5 keeps the flame alive.  No, it’s not a Miata but for a crossover it keeps the grins coming in the corners with little body roll.  The suspension is on the firm side but won’t rattle your fillings loose.

The structure is solid and moderately quiet.  Brakes have excellent modulation.  Do much towing?  The 5 can tug up to 2,000 pounds.  The 5 rides on an all-new platform, one that is not related to any Ford product.  In case you haven’t heard, the two companies have gone their separate ways.

CX-5 easily goes from city slicker to Woodsy Owl when all-wheel drive is ordered. My tester endured a full day of what can only be called abuse during the 2012 Mudfest SUV competition.  25 automotive writers pounding on it over rough terrain for a full day is like a lifetime of off-road use for most owners.  No squeaks, no rattles, no parts falling off.  In the end CX-5 won for Best Value.

Best Interior Award

My tester is a top-of-the-line Grand Touring model and the cabin looks great. Crisp gauges and high quality materials give it a rich appearance.  The dashboard is soft to the touch, piano black inserts and metallic accents dress up the space.  A USB port is standard, and here’s a concept, the touch screen interface is easy to understand so an owner can tailor the features to their liking.  The Tom Tom navigation system is easy to use.  Comfortable heated leather seats have healthy side bolstering for support when driving hard on twisty roads.

The Bose surround sound system is quite good, though not as good as Acura ELS or Lincoln THX.  Again, the Mazda is more affordable.  Small touches like sun visor extensions and a glasses holder make it easy to live in.  Climate control is automatic and dual-zone.

A blind-spot warning system is standard on Touring and Grand Touring models (something not even available on the new Acura RDX). The Tech Package option includes self-leveling adaptive bi-xenon headlamps.  Ward’s AutoWorld has named this cockpit to its “10 Best Interiors” list for 2012 if that helps your brain get a read on it.

Room For Friends, Family and Gear

Moving to the back seat, two large adults or three 12 year olds will be quite comfortable and CX-5 is the only crossover in-class with available triple split seatbacks.    There’s a folding armrest too.  Foot room is especially generous because of raised front seats, a slightly raised driveshaft tunnel isn’t overly intrusive.

There’s a good amount of storage with two seat pockets and door storage but no adjustable air vents.  Folks in back can use the power port in the front center console to charge iPods and phones.

My gripes are few and minor. Base models don’t get standard Bluetooth and I’m a firm believer that every new car should have this.  It looks like a secure space could have been designed for it, but there’s not dedicated storage spot for the optional security cover when it’s not I use.  It either rattles around in back or stays in the garage.  Stylistically, I prefer one color of lighting to tie the interior together (the center stack is orange, the gauges are white), and the wiper stalk is in the way of the start button.

The big kahuna in both sales and cargo space is the Honda CR-V.  It holds 12 packs of my trunk measuring metric, Kirkland brand bath tissue.  CX-5 holds 10 and it has to be cajoled in.  Under the load floor is a space-saver spare, crossovers head off-road and it’s nice to have more than a repair kit on board.  There’s a power port in the rear as well.

CX-5 Speaks KODO

This is the first production vehicle drawn up in Mazda’s new KODO design language.  It bodes well for upcoming models like the upcoming  Mazda6.  In the week I drove this rig, a lot of people came up to ask about it and compliment the lines.  It manages to be both crossover chunky and stylistically svelt at the same time.

A base CX-5 Sport runs $21,490 with destination.  The loaded Grand Touring I’m driving stickers for  $30,415.  That means the Mazda CX-5 is not just fun, capable and fuel efficient, it’s a pretty good deal.  That’s pretty much what we’re all looking for these days.  Shopping for a compact crossover?  Definitely put CX-5 on the test drive list.

FULL GALLERY BELOW.  ALL STILL PHOTO.S PROVIDED BY MAZDA.

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There are two kinds of people reading this review of the 2013 Acura RDX.  The first would be mainstream buyers thinking about a RX350, Q5, SRX, GLK, FX35, XC60, or any other luxury crossover with no vowels in the name.  The others are car geeks that devour everything they can about the automotive world.  You know who you are.

Car geeks loved the original RDX.  It was light weight, had a powerful turbocharged four-cylinder engine and Super Handling All-Wheel Drive that overspun the outside rear wheel to give it a handling advantage.  Very cool stuff and mucho fun to drive.  Mainstream buyers just didn’t get it though and headed off to buy more Lexus RX350s.

The new RDX is aimed directly at the mainstream.  In some ways it follows the predictable path redesigned vehicles often take- Slightly larger inside and out, more fuel efficient too.  But it isn’t trying to capture the edgy design and personality of the outgoing model.  I have to believe the changes they’ve made to the personality will make it the most popular model Acura sells, even though it’s missing features the other brands have had for years.

Back to the Future

That outgoing turbo four-cylinder is what many automakers consider to be the engine of the future because they’re powerful, lightweight and fuel efficient.    So it’s a bit of a surprise that under the hood of the 2013 MDX you’ll find… a V6?  I’m not complaining.  The classic 3.5-liter unit has 273 horses on tap, up by 33 horsepower. It’s smoother than the turbo and it sounds good.  Between the two motors, the V6 will be an instant crowd pleaser on test drives.

The automatic transmission adds an extra gear, for six-speeds now.  Shift manually if you want with paddle shifter on the steering wheel.

The good news is that fuel economy is up substantially.  The AWD tester I’m driving is EPA rated at 19 mpg city, 27 highway, That’s a 5 mpg increase in highway fuel economy versus the previous RDX and Acura says it’s now best in class..  On a long drive to Forks, WA to visit Evil Twin (where else would he live?) I saw 29 mpg.  Front drive models are rated at 20/28. There’s variable cylinder management at work here.  In other words RDX can run on as few as three pistons, depending on how much power is needed.

No Lack Of Power

0-60 spools up in just under seven seconds.  There’s a big improvement in the ride quality, sharp bumps are soaked up quite nicely but it doesn’t roll like an old Cadillac in hard cornering.  Steering effort feels hefty and European.  The composed RDX handles very well though it’s not as crisp, nimble and flingable as before.  Car geeks (who probably never bought the first one) may grouse about this but the harsh reality is that most buyers will prefer the substantial and comfortable dynamic of the 2013 model.  It’s very balanced.

There is much less road noise now, very little wind noise gets though at high speeds, making it an excellent road trip vehicle.  When it comes time to stop and take a photo of a scenic vista, RDX is very capable and secure.

Mudfest Winner

Not very many people are going to head off-road with this rig but at the 2012 Mudfest SUV competition, I and 24 other auto writers beat the snot out of it on a rough course at Dirt Fish Rally School.  RDX has no problem handling rugged forest service roads and moderate pool of water.  It’s doubtful owners will ever punish their cars to the degree we did.  In the end it won the title of Best Family SUV and received high praise from every writer emerging from it’s mud caked doors.

I’m driving the very one used at Mudfest.  It’s a testament to the RDX that after the punishment, there are no squeaks, groans or rattles.  None

Car geeks will groan because RDX no longer uses Super Handling All-Wheel Drive.  It now uses AWD with Intelligent Control, which is very similar to the system in Honda’s new CR-V.  Mainstream buyers will probably never know or care, as long as they don’t get stuck in snow or mud.  In normal steady driving, all power is sent to the front wheels.  It automatically sends power to the tires with the most grip.

Go With The Flow

There’s a new approach to the interior.  Hard angles are replaced with flowing and inviting lines.   All the expected stuff is here- soft touch materials, phone and iPod integration, and contoured heated leather chairs.  Hit reverse and the mirrors swing down to show wheel scraping curbs.  The rear view camera is adjustable, it shoots straight down to help when hooking up a trailer hitch alone, or switched to a ultra wide mode to get the big picture.

The center stack has less of the swarm of buttons normally found on Honda products.  There is dual-zone auto climate control and keyless ignition to make life easier.  Lots of places to stash stuff too.

Using the tech means turning, nudging and pushing the familiar Honda interface.  Personally, I prefer touch screens but the familiar knob works just fine.  There are voice commands too but they system doesn’t seem to like my voice.  The optional nav system offers up traffic information and weather forecasts.  Hook up a smartphone and there’s Pandora streaming music.  It can also read incoming text messages depending on your phone.

Acura ELS sound systems have always been among my favorites and this one is no different.  It doesn’t color the sound, bass is tight and accurate.  Play DVD audio disks and the surround sound stage is mesmerizing.  The hard disk has 15 gigs dedicated to music storage, plus there’s Bluetooth audio streaming.  XM satellite radio continues to sound grainy and thin.

Space In The Back

Moving to the rear, there’s plenty of leg and foot room for average sized adults.  The floor is flat, the bench is wide enough for three adults, two if they’re large or using the folding armrests with cupholders.  There’s two seat pockets and storage in the doors too.  Too bad the seat doesn’t slide fore and aft to max out leg or cargo room.

And this is where my gripes begin.  A premium brand like Acura should include surprise and delight features like heated seats in the back.  Also, the rear seat backs should recline and have side impact airbags.  There’s no power port or adjustable air vents either.  It smacks of cost cutting.

Other misses?  The interior windshield pillars are plastic, not wrapped in cloth.  It’s fine that my tester does not have a panoramic roof, blind spot warning system, ventilated seats, or radar assisted cruise control, but in this class they should at least be offered.  And they’re not.

Better Cargo Access

At least there’s a power hatch on the new MDX.  The folks at Acura say the cargo hold is larger now and the trunk opening is significantly wider.  Hefty handles on the side make it very easy to drop the seat backs.  No power port or storage under the load floor.  Good to see a spare tire, crossovers do end up on remote forest roads far away from roadside assistance.  As far as cargo room goes, a Honda CR-V holds 12 bundles, the RDX with its sleeker silhouette takes on eight. And if you’ve watched the video and are wondering of there’s any way another can wedge in, it won’t.  I’m a professional.

The 2013 model is an attractive rig with less severe lines.  Acura has toned down the bionic beak across the board and it works well here, instantly announcing an Acura is heading your way without looking like an angry robot.  It looks and feels like a smaller MDX, which is a good thing.

About the only major option left to buy on this Tech Package RDX are roof rails and cross bars (which will set you back $900).

And The Price Is…

RDX starts at $35,215 including destination for a front-drive model.  This AWD Tech Package rig is $40,305.  That’s a good deal.  Comparably equipped, that’s thousands less than other luxury crossovers though remember, it simply doesn’t offer some of the super fancy tech the others get.

The 2013 RDX is a well done crossover that hits a broad sweet spot and it immediately impresses on a test drive.  It’s only after a good hard look will shoppers find missing features, and that drops it from the luxury segment to the near-luxury category.  While I firmly believe a lot of the doo-dads not on the option list are superfluous, many shoppers in this category will judge it by what’s not available. At the very least there should be an “advanced technology” package available for those who want it.

Mock overkill if you want but Acura needs more than “smart luxury”, it has to pack more wow into their cars if it wants to be seen as the equal to Lexus, BMW, Mercedes, Audi, Infiniti and Cadillac.  I’d love to see radar assisted cruise and panoramic roof on this rig.  RDX is a very satisfying car at a good price point but without the next level of features it appears they aren’t trying as hard as the others.  The car geek in me believes modesty is an excellent quality in people, not luxury cars.

Fusing performance, practicality, and prestige, the BMW 3-Series is one of the most envied cars in the automotive industry.  If imitation is the most sincere form of flattery, nearly every auto manufacturer on the planet has been sending BMW love letters for the past 37 years in the form of cars that slavishly copy the design cues of the 3.

But it’s not about the look; it’s about the experience.

For 2012 there’s an all-new one.  In case the competition is  wondering, nope, they did not mess it up.  That’s not to say that Audi, Mercedes, Cadillac, and Infiniti don’t have contenders.  But let’s face it, no other car in its class has the bullet proof pedigree, history or reputation.

It’s BMWs most important car.  Proof?  Consider this- they make 9 distinct different models and even though 3 Series is not the most affordable, it’s by far the most popular.  The sedan model alone snags 25 percent of the brand’s entire US sales.

The World Hasn’t Stood Still

Neither has the 328i (or it’s more powerful sibling the 335i).  Generation 6 is different from the outgoing car.  It’s bigger (3.6 inches longer, 1.6 inches wider), more fuel efficient, and lighter by nearly 90 pounds (thank you high strength steel).

Overall, it feels more mature now and in tune with what people are looking for in a premium sport sedan- conservative good looks, decent fuel economy, and badge cache.  Wrap those attributes up with a fun-to-drive ribbon and you have a winning package.

Some will accuse the 3 Series of becoming too big and there’s a point to be made there.  It’s now creeping toward what used to be 5-Series territory.  Is the 1 Series is too small for mainstream American tastes?  If so, it leaves a slight void in the lineup.  Most buyers will find the 3’s extra room welcome though.

The 3 gets a 4

Generation six gets more power.  328s are powered a 2.0-liter four-cylinder with twin scroll turbocharging.  It pumps out 240 horsepower @5,000 RPM and 255 lb-ft of torque from 1,250 to 4,800 RPM.  It drinks premium fuel and with direct injection it has a bit of a diesel grumble to it.  The throaty sound and silky smooth operation of the outgoing inline-six will be missed but the performance dynamics are intact.

Gear changes are made with an eight-speed automatic.  Move the unique joystick forward for reverse, back for drive.  Manual mode?  Of course, though my Modern Line test car has no steering wheel paddle shifters. The new powertrain improves fuel economy to an impressive EPA rated 23 city, 33 highway (the outgoing model managed only 28). The manual transmission is a six-speed.

Less mass and more power is a good thing.  0-60 happens in 5.9 seconds according to BMW.  There’s no turbo lag and with max torque available early in the power band, deep power is available right off the line.

Handle This

The 3 Series has always been about handling and the 328i is terrific.  It is different from the outgoing model though.  Steering effort is lighter and it seems like there’s less road feel than before, probably due to electric power steering.    The well-balanced chassis dynamics and the firm-but-never-harsh ride quality are exceptional.  It’s a BMW.  It’s a 3 Series.  What do you expect?

Like most modern cars, the transmission is programmed to aggressively up-shift for better fuel economy.  That’s fixable with the push of a button.  Drive modes such as SPORT and SPORT + change the throttle response, transmission mapping and degree of stability control. There’s even a fuel-efficient ECO PRO mode to eek out better gas mileage.  One of its features is a speed limiter.  The upcoming M-Sport will add adaptive suspension.

Even though it’s necessary to keep in step with fuel efficiency requirements these days, the 328i remains great fun on a curvy country road.  Road noise is just right for this kind of vehicle and excellent disc brakes at all corners mean you’ll never miss a scenic view, or hit a deer, if one or the other pops out unexpectedly.

Hey, The Engine Just Stopped

That was my response shortly after jumping into the 328 to run some errands the moment it was delivered to my office.  I didn’t realize that BMW has added Auto Start-Stop technology and having the engine shut down at a major intersection in downtown Seattle is an exhilarating way to find out.  Fortunately, the surprise caused me to take my foot off the brake and it instantly restarted.

Auto Start-Stop essentially acts sort of like a hybrid, though the car must come to a complete stop for a second or two before the engine shuts down.  In addition to lifting off the brake, a tug of the steering wheel does the trick too, which is great when you want the engine running for whatever reason. The system can easily be turned off.

The restart in particular has more of a jolt than expected in a well-engineered German sport sedan.  So it’s not completely annoying in stop and go traffic, it won’t shut off again until the car reaches 10 miles per hour.

It’s to know how much gas it will save over the lifetime of the car but it could ease an owner’s conscience a bit if they were choosing between this and a hybrid, which by the way, BMW will offer up soon.

Choose Your Look Fred

The 3 Series is available in different “lines” such as Sport Line and Luxury Line, which changes the ambience of the cabin.  My tester is the Modern Line and it gets unique trim in the way of oyster colored gauges and key fob.    The irony of the “modern” designation is that the deeply grooved timber trim looks like something Fred Flintstone would have in his car.  Think very well done chainsaw art.  It is always the first thing noticed by passengers and is universally questioned.  May I suggest the Luxury Line?  Perhaps the Sport?

Other than that, the cabin materials are of the premium grade.  The instrument panel is soft touch and aluminum trim is elegantly applied.  Leather seats, which are not overly bolstered, are very comfortable, supportive and heated.  Lightly brush the radio buttons and there’s a preview of the station on the large LCD display before you commit.  The steering wheel is heated.  The Bavarians have nailed this stuff.

The same, much to my surprise, can be said about iDrive.  Either they’ve improved the user interface or I’m just getting used to the knob and surrounding dedicated button operation.  Overall it’s pretty intuitive and consistent.  Yes, it has been maligned in the past.  Don’t be afraid.  Give it a chance.

Optional cameras on the exterior can create different angles to help drivers navigate tight situation.  A bird’s eye view that looks like a helicopter is looking down on the car fascinates passengers.  It’s much like the effect Infiniti has used for the past few years.  A dock in the shallow center console holds an iPhone allowing the use of apps.  The large screen can also display a set of sport gauges, that are very cool (my video of it didn’t turn out so hot, sorry).

Evil Twin is Comfy

The 3 Series has never really known for a roomy back seat but the fifth generation had decent space and number six offers up a smidge more.  I’m 5’9” and sitting behind me, Evil Twin is comfortable in the nicely contoured seats.  There’s certainly enough knee and foot room for an average adult and there are bun warmers, air vents and a power port to charge his phone.  A folding armrest adds comfort and a place to put a Coke.

The driveshaft is a bit intrusive, but that’s the price to pay for rear-wheel drive driving dynamics.  But those in back didn’t pay for the car, did they?  There are belts for three, keep it two and those passengers shouldn’t grouse.

Speaking of Price…

The starting price of $35,800 (including destination) isn’t bad, but it quickly rises past 40-something equipped the way people expect a car these days.  Nearly fully loaded, my tester is 50K.  Ouch.   At that price there’s no ventilation or thigh extension feature in the seats, steering wheel paddle shifters, or panoramic roof glass.

Other gripes?  328i needs two pushes of the ignition button to turn it completely off.  It’s easy to leave the car with the engine shut down but left in accessory mode.  Ask me how I know…  I’m not too crazy about cocking the door release twice to get out either but that’s common on European cars.

One of the things you’re paying for with any BMW is service and maintenance.  All of it is included for four years or 50,000 miles which helps to keep the budget in check.  Kinda.  Sorta.  This is not an inexpensive car.

Baggage is Not Always a Bad Thing

Sport sedans are much more useful than pure sports cars because of their ability to carry passengers and cargo.  The 3’s boot is not bad.  There are some nice touches, I love the elastic strap on the side that keeps things in place, and there’s a power port and bag hooks.  No spare tire though.  BMW likes run-flats which can be very expensive to replace and hard to find of your in the middle of nowhere.

At five packs of TP, the new 3 doesn’t hold any more bundles than the previous generation, though there is some extra space.  I’ll rate the 2012 at five and a half.  The 40/20/40 split back seat is very flexible, great for carrying skis or two-by-fours.  Admittedly, very few 328i owners will use their cars to build a deck.

No More Bangle

The new set of clothes is more grown up, purposeful and conservative.  That’s fine, my opinion is that the 3 Series has always looked best when drawn with an understated pen.  The 2012 has been completely de-Bangled.  I like the furrowed brow and the way the headlamp trim leads into the twin-kidney grille.  Of course it wouldn’t be a BMW without the Hoffmeister Kink on the C pillar.

As you probably know there is also a more powerful 335i.  It gets a 3.0-liter inline six-cylinder with TwinPower turbo technology that makes 300 horsepower.  It starts at around 43 grand.  In case you’re wondering, BMWs own specs say the 335i is a half second quicker in the 0-60 department.  I haven’t driven it yet but the armchair engineer in me wonders how handling is changed by putting more weight in the nose.  The 328i has a 50-50 balance, the 335 only slightly off at about 51-49.

Ultimately, 328’s larger size and fuel efficiency mission give it a different dynamic than the previous generation. It ‘s still fun in the corners but feels more mature now.  The competition has turned up the heat on the 3-Series for years now, that’s good for us consumers.  In the end, the BMW 328i remains an impressive car, one that stays current with the times.  Let the envy continue.

FULL GALLERY BELOW. INTERIOR SHOTS ARE NOT REPRESENTATIVE OF THE MODERN LINE MODEL FEATURED ON VIDEO. ALL STILL PHOTOS PROVIDED BY BMW.

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12►

Ferdinand A. Porsche, designer of the original Porsche 911,perhaps the most iconic car of our times, died on Thursday in Salzburg, Austria. He was 76.  The classic design became the very symbol of Porsche, a company founded by his grandfather, then run by his father.

Here’s a link to the New York Times article

Driven Car Reviews 911 Turbo Review is below

As the New York show gets underway, this vehicle seems to have been lost in the shuffle.  Announced on April, 1 2012, the mariner MINI should float the boat of MINI enthusiasts.

The press release says it all.

New Amphibious MINI Cooper Yachtsman to Launch in New York…Beside the Hudson River

Woodcliff Lake, NJ – April 1, 2012… MINI customers will be able to boldly go where no motorer has gone before when the all-new MINI Cooper Yachtsman makes its world premiere at the New York International Auto Show next week, right beside the Hudson River.

Designed to bring MINI ownership to people who regard the 70 percent of the earth’s surface covered by water as their home, the new MINI Cooper Yachtsman is a corner-carving crustacean that promises go-kart-like handling and a sensational combination of amphibious* and landphibious performance both on and off the water.

Certain to be as popular in New York harbor as it will be at the Jumeira Palm marina or Monte Carlo harbor, the MINI Cooper Yachtsman is fitted with a shark-resistant undercoating as standard, and can carve through water at speeds up to 61 knots, while promising an equally rewarding driving (but not diving…) experience – on-road or off-land.

“Our exciting MINI Cooper Yachtsman is the ultimate extension of the MINI brand, expanding our line-up to seven models in the USA and offering consumers even more ways to enjoy MINI ownership in a manner best-suited to their individual taste and location,” comments Jim McDowell, Vice President of MINI USA.

“The Yachtsman will become an instant status symbol, a car/boat combo that evokes ‘land/sea envy’ in equal measure.  Originally endorsed by the British Royal Navy**, the Yachtsman brings a new level of versatility to MINI ownership.  So, if you’re cruising along and someone yells ’Lake’ – no worries.  Simply downshift, grab a life-vest, hit the water and let Yachtsman take care of the rest!” adds McDowell.

Showroom appeal of the MINI Cooper Yachtsman is matched by dockside allure as the 169.8 inch long craft sports Reef Blue metallic paintwork contrasting with silver alloy wheels and matching silver rudder.  The exhaust snorkel is finished in body color and the extendable rooftop antenna comes with a ‘get-you-home’ 20-ft white sail (in case of emergency) which can be deployed for zero-emissions sailing.

With room to sleep two people, the cabin features waterproof rip-stop upholstery, seat cushions which double as flotation devices, and a Marine Chronometer for celestial navigation in the event of a sat-nav glitch.  For junior ‘sailors’, the glove box holds MINI-branded water wings, a pirate flag and eye patch.

Standard equipment features a six-foot marlin rod with roller guides, an international trolling reel with 130-lb test line and (on the port side) the latest MINI safety technology – FLOAT (the Frantic Lever Operated Active Trim) adjuster.  On the starboard side there is a spring-loaded herring chucker.

In line with MINI’s customizable nature, a full range of unique accessories for this latest addition to the MINI product line-up includes a Customizable Klaxon (choice of sea lion, porpoise, sperm whale, dolphin, seagull or mallard duck), and personalized Under-Hull Messaging – recommended factory fitted graphic options such as ‘Suck eggs, Kraken’ and ‘Mermaid Magnet’ are sure to be popular choices.

On sale from April 1st as a model year 2013 vehicle, the Yachtsman combines typical MINI driving and boating fun with the same discerning craftsmanship, select materials, styling and all-round ‘typical British understatement’ that are hallmarks of the world’s leading boat builders.

For propulsion, each MINI Cooper Yachtsman is powered by a turbocharged 1.6-liter four-cylinder engine with a twin-scroll turbocharger, direct injection and variable valve control to generate 181 hp.  Outdrive to the constant-pitch propeller is managed by a specially-fitted gearbox mounted mid-ship with six forward speeds. Although the new model weighs 4,600 lb (fully laden), the sprint from 0 to 60 mph is completed in 6.6 seconds (on land) and in 2.4 minutes (on water).  Top speed (on land) is 141 mph.

Developed after extensive testing of punt prototypes on the River Isis (near MINI’s manufacturing facility in Oxford, England) and in the deep waters off Greenland (where The Kraken of legend lurks), the MINI Cooper Yachtsman is priced at US $236,000 and comes with a fully incomprehensible warranty that includes 3-year no-cost moorage, annual dry-docking and free barnacle removal, for the original captain.

You can see the MINI Cooper Yachtsman on the MINI Stand at the New York International Auto Show in the Jacob Javits Center from Wednesday April 4th.

Editors’ Notes

*The Yachtsman is not the first amphibious Mini.  The book ‘MINI MISCELLANY – Fifty Years of facts, figures, stories and oddities featuring the world’s greatest little car’ carried this interesting tale…

“Bizarre as it may sound, a Mini entered the 1977 River Severn Raft Race.  Longbridge engineers converted a standard Mini into an unsinkable four-paddle-wheel-drive amphibious vehicle which they christened ‘Aqua Min’.  However, it was not the first Mini to swim.  Nine years earlier, an amphibious Moke swam in the River Thames for the Sammy Davis Jr. film Salt and Pepper. Since the movie was a James Bond spoof, it was only right that the Moke should have machine guns fitted behind the headlights.”

**And subsequently unendorsed.

Back in 2007 it was easy to come up with an angle when writing about Buick’s new Enclave.  It was as poised and handsome as it’s predecessor, the Rendezvous, was awkward.  To a person, every auto writer in America wrote “THIS is a Buick?”

AS ALWAYS, PLEASE CLICK “LIKE” OR TWEET THIS REVIEW TO OTHERS. IT HELPS IMMENSELY.

Then came LaCrosse with its svelte head-turning shape.  Again, the collective scribes wrote “THIS is a Buick?”  Since most consumers still believed the brand was a grandpa’s car, it was like shooting fish in a barrel to talk about the new Buick renascence.

With Verano, it’s not “THIS is a Buick?”, it’s “This is a Buick”.  No question mark, it’s a statement.  Buick is transforming into what Bob Lutz said it had to the potential to be- an American Lexus.  By that, he meant affordable luxury.  It appears the TriShield brand has finally nailed a unique direction, confidence, and purpose.

Competitors?

In a nutshell the Verano is a very appealing car that has no real direct competitor.  It’s the same size as a BMW 3-Series but GM is realistic to point out the uber-sports sedan is not considered competition.    Starting at $23,470 with destination it’s much less money than other small luxury cars like Audi A3 and Lexus IS and considering the economy and gas prices, its time to market is impeccable.

In the week I drove it, people made it clear that they liked the look of the Verano.  The lines are clean, uncluttered and purposeful, except for the non-functional ventiports but hey, it’s a Buick.  Let’s let them keep that classic style point.  The waterfall grill is classic for the brand, the back has the Angry Birds face going on with the chrome eyebrows.  It’s a nice addition to the Buick family, which is looking pretty stylish these days.

Contented with Content

Consider this- with exceptionally comfortable heated leather seats, Bose sound, iPod and phone integration, dual zone auto climate, keyless ignition, and heated steering wheel, it retails for…  (and I pause here for dramatic effect)  $27,175 including destination.  Most that rode in Verano this past week guessed mid-thirties and up.  Completely loaded with sunroof and navigation it’s 30K.

Verano is based on the same platform architecture as Chevy Cruse but you’d lever know by looking or driving.  The engine is larger, a 2.4-liter Ecotec four-cylinder with 180 horsepower on tap. Need more speed?  The 2013 Verano will get a 2.0-liter Ecotec turbo that makes 220-hp in the Regal CXL.  Could Verano get even more than that?  That’s the rumor.

The smooth six-speed transmission has a manual mode.   The sheetmetal and interior of Verano are completely different than Cruze.  In short, the days of GM badge engineering are history. Talking to you Cadillac Cimarron.

Not Just a Cruze

Verano has some spunk off the line, 0-60 happens in 7.5 seconds. There’s also a decent dollop of sport in the chassis tuning.  Really.  My friend Martin Campbell who drives the cars while I shoot running footage, was quite surprised at how crisp the cornering was while at the helm.   Again, this front-drive car is not a 3-Series, but the driving dynamics are quiet good.

Old stereotypes die hard and two classic Buick characteristic remain, but both are desirable.  First, the interior is very quiet so you can hear the Bose sound system better.  This is a great road trip car.  Secondly, it’s very comfortable for a car it’s size, feeling a size larger in its ability to coddle.  That’s appreciated on pockmarked pavement, which seems more common these days.

I’ll stress Verano doesn’t lean and roll in corners like a waterbed on wheels.  There’s understeer but it’s not excessive and even though there’s electric power steering, there’s still a decent amount of road feel.  Brake pedal feel is on the soft side

Fuel economy is EPA rated at 21 city / 32 highway.  Good but not stellar.

Cabin Comfort

The interior is very inviting with rich colors and very good materials, many of them soft touch.  Vent trim has a tinted satin chrome look.  The parking brake is electric to free up space in the center console cupholders and there are lots of storage cubbies.   A sunroof and navigation is available, just not on this car.  Remember though, with GM’s OnStar you can get audible directions with graphics downloaded to the car just by talking to a friendly agent.

The ignition button is up near the LCD screen, not in the usually spot down by the steering column.  A-pillars are covered in cloth, the headliner is the same material.  At night the ice blue lighting is very soothing, including lighted accents near the door pulls and center stack base.  A telling detail, the red and blue of the dual-zone climate control is lighted, not just painted.  The standard IntelliLink touch screen interface makes it easy to choose audio sources, (it’s also voice activated). Plug in a smartphone and you can use its data plan for Pandora and Stitcher.

You want airbags?  There are 10, including knee units for those up front.  Verano has been named a 2012 Top Safety Pick by the Insurance Institute for Highway Safety.   That means all Buicks have that designation.

Evil Twin Rated

Evil Twin has a lot to say about the back seat. The seats are very comfortable and the height is raised so passengers don’t sit with their knees up to their chin.  Foot and legroom isn’t overly generous but for a smaller car that’s expected.  It’s a very usable space with pockets on both seats, side torso impact airbags, power port, storage nooks, and a fold down arm rest.

Keep it to two smaller adults in back and people will be happy. However, those with long legs might hit their lower shins on hard plastic trim and it doesn’t feel good.

Gripes?  I like the proximity key option that unlocks the doors with a touch of the handle.  The whole idea is to keep it in pocket or purse but with no handle or release on the trunk lid  owners will have to dig the fob out and use a button (or the interior trunk release).  A backup camera is not available though there is a helpful sonic warning system that beeps faster when closing in on objects.  Vented seats up front and heated seats in the back are not available.

Verano is not a big car so I was kind of curious about the trunk size.  It’s nicely trimmed and gets a real spare tire.  Size wise its’ about average taking on six packs. The rear seats split and fold too.  There’s a chance for seven but gooseneck hinge arms will do damage to cargo, and I have to bring the TP I borrow from Costco back un-squeezed.  Hmmm, wonder what Mr. Whipple is doing these days…

Back To It’s Roots

In the days when GM held 50 percent market share in the US, Buick was considered the “doctor’s car”.  In other words, if your physician drove a Cadillac he charged too much.  If he owned a Chevy or Ford it meant he wasn’t very successful.  The elegant but understated Buick made the perfect impression.  Verano seems to be aimed like a laser at that segment of the market.

It’s true that 27 grand will get a buyer a loaded Hyundai Sonata or Kia Optima.  Both are good looking, both roomier and better equipped than the Verano.  But like other premium brands there’s something more sumptuous about the Buick’s experience even though it’s smaller.  Only a buyer can make that decision.  That is why there are test drives.

It’s not like Verano is aimed at the Scion crowd, but it should draw buyers that are younger than ever.  You have to experience this car to appreciate the sweet spot Buick has hit.  Verano may be their most affordable car, but it defines what the brand stands for.  This is a Buick, and it is good.

NOT JUST ONE, BUT TWO GALLERIES BELOW (IN CASE YOU PREFER BROWN TO CRANBERRY).  ALL STILL PHOTOS PROVIDED BY GM EXCEPT THE TWO “GRAFFITI” SHOTS BY PRODUCTION ASSISTANT MARTIN CAMPBELL .

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My wife and I recently splurged at a very nice restaurant.  The décor was trendy, the cuisine quite good.  The check is something our Visa card and we would like to forget though.  Afterward, Mariko posed this question- Was that expensive meal really any better than the favorite picks at our favorite affordable Chinese haunt?

Oh, wait! You forgot to click “like” at the top of the page. I have kids to feed. Please, do it for them…

Yes, I appreciated the swanky experience, but it’s tough to beat an order of Szechwan crisp beef.  It’s tasty, inexpensive and just like the fancy place, someone else does the cooking and cleaning.

The same goes for cars (the appealing and affordable part anyway, cars don’t cook or clean).

Like good Chinese food, Mazda3 is easy to buy, a great value and offers up a bit of spice.  Less edible though.  That’s okay though, Mazda3 offers auto enthusiasts with small bank accounts big driving fun.  You can spend a lot more on other vehicles and not get the same driving satisfaction.  Historically though it’s been a little thirsty with fuel.

Enter SKYACTIVE

What does SKYACTIV mean?  Sorry, it’s not a flying car.  SKYACTIV is Mazda’s new marketing term that describes a whole bunch of techniques and technologies that make their cars cleaner and more fuel-efficient.  In a nutshell, the SKYACTIVE Mazda3 is slightly more aerodynamic, gets six-speed gearboxes instead of five cogs, and uses a new engine bristling with tech.  In short it’s like “gourmet engineering” at “early-bird special” prices.

Let’s break it down.  In the aerodynamics department, the undercarriage gets smoothed out a bit and the rear fascia is different from standard 3s.  The new front fascia, common to all of the models, has less of a grin this time around.  SKYACTIV’s aero numbers have dropped to Cd .27 for the sedan and .29 for the hatch I’m driving.  That’s about seven percent better.

Next up, transmissions. The six-speed manual in my tester has an overdrive to keep it efficient at highways speeds.  Short throws and precise engagement make it best-in-class, hands down.  Mazda says the six-speed automatic combines the key advantages of a conventional auto box, a CVT, and a dual clutch transmission.  I have not driven it but have heard good things concerning quick decisive shifts, with some respected auto writers preferring it over the manual.

Last but hardly least is the 2.0-liter SKYACTIV G engine. G stands for gasoline, there’s a SKYACTIV D which is a diesel (not available in the USA… yet).  Topped by a pretty blue engine shroud, the four-cylinders make 155 horsepower @ 6,000 RPM and 148 ft-lb or torque @ 4100 RPM.

Here’s where marketing SKYACTIV might prove tricky for Mazda.  The average consumer could probably care less about the special direct fuel injection with multi-hole injectors, unique piston cavity shapes that allow a shorter combustion time, and a high compression ratio of 12:1 which is up there with some Ferraris (Euro models that drink premium fuel run at a lofty 14:1).  Most people will just stop at the more power and better fuel economy part and be happy.

How Fuel Efficient Is It?

The manual transmission car is EPA rated at 27 city, 38 highway.  Go with the automatic and it rises to 39 MPG highway (40 MPG if you go with the sedan).  That’s about 21 percent better than Mazda’s MZR 2.0-liter engine.  But here’s the best part- it drinks standard grade fuel and you don’t have to drive like a sedated Prius owner to get those numbers.  While running errands, I bopped around town in a frisky way and the trip computer read 26 MPG.  Driving to Tacoma and back on a rainy day (which reduces mileage) I saw 39 at 65 MPH.  Makes a guy wonder what it could do under light throttle.

I was having too much of a good time to try it.  The best part of the Mazda3 has always been the compelling driving dynamics.  0-60 in a SKYACTIV model happens in just under eight seconds, making it brisk, not fast.  But sometimes it’s more fun to drive a car like this hard than a powerful car easy.  Power is matched nicely to the chassis dynamics making it fun to fling around corners and dodge through urban snarl.  Mazda3’s ride quality isn’t harsh but doesn’t lean much in a hard turn.  It’s easy to know what the tires are doing through the leather wrapped steering wheel too.  Brakes stop surely with very good modulation.

Road noise is a touch higher than average at highways speeds.  That’s typical for Mazda’s sporty approach to driving and a reminder that SKYACTIV is not a special “sport” model.  Performance dynamics like these are what makes a Mazda a Mazda.

The View From The Cockpit

Mazda3 started the trend of premium interiors in compact cars, and things still look and feel good.  The sweeping dash uses soft touch material and there’s enough silver and cloth trim to make the environment look decent.   Current 3 owners will notice the center stack looses its silver coloring this year.  Communications maven Beverly Braga of Mazda says it was changed so controls were more readable.  Seats get a grippy fabric and deep bolstering that hold snugly during sporty driving.

There’s Bluetooth for phones and music streaming plus a mini-plug audio jack.  What?  No USB port?  No direct iPod integration?  That’s unusual considering the younger Mazda is chasing.  Knobs and controls feel OK, not overly silky though.  Two displays close to eye level give handy information and for 2012 they now match (last year they were oddly different colors).  Still, they remain monochrome and coarse looking, especially compared to Honda Civic’s multi-colored unit.

Friends, Family and TP

In the back seat, your friends will be thinking there’s more zoom-zoom than room-room.  Again, par for the coarse with Mazda3.  At 5’9”, Evil Twin finds there’s just enough leg and foot room when sitting behind me.  There are seatbelts for three, two will be comfortable.   Storage in the door is handy and the fold-down armrest has cupholders.  There’s no power port for phone charging in the back but it’s easy enough to use the one in the center console.  Just one seat pocket.  The back seats drop 60/40 for cargo flexibility.

As I stated earlier Mazda3 is available as a sedan but hatchbacks are so usable.  I mean, come on, who doesn’t load up on TP like I do every week?  Huh?  I always do the TP Trunk Test with the second row in the usable position and the 3 scores a six, which is about average in class.

While the 3 gets a subtle redo with improved aerodynamics, not a lot of people will notice.  The sweeping lines might be too aggressive for those who gravitate toward Corollas but just right for the intended market.  And even though the smile up front is toned down, the fun isn’t.

Pricing

A standard Mazda3 sedan starts at around 16 grand with destination.  To get the SKYACTIVE engine and gear box, retail prices begins at 19.5  My tester goes for $20,625. Completely loaded with luxury car stuff like heated leather seats, Bose sound, navigation, and blind spot warning, and spoiler, it can zoom-zoom up past 26K.  But you don’t need that stuff to have a good time, even a base Mazda3 with SKYACTIV is great fun.  Fewer emissions and better fuel economy is icing on the cake.

Other than Mazda3’s sporty handling, what I like about SKYACIV is the promise of refining the internal combustion engine.  For those whose commutes contain long stretches of highway, it could be a more cost effective choice than a hybrid.  Mazda is a small company and not likely to develop their own hybrid powertrain, there are rumors of a diesel for the US.  But for now we have SKYACTIV and it is good and affordable.  Like Szechwan Crisp Beef.   Hmm, now I’m hungry…

FULL PHOTO GALLERY BELOW AS ALWAYS.  ALL STILL IMAGES PROVIDED BY MAZDA AS ALWAYS.  WE DO THE VIDEO WORK.

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12►

Back in 2009, just at the point when Americans began truly accepting Hyundai’s affordable cars, they dropped the Genesis sedan on us.   At launch they claimed it would run with the high-end brands. There was V6 and V8 power to choose from and it came with many of the bells and whistles people expect in luxury cars.  In short, it was an appealing car with an appealing price tag.  The only thing it didn’t have was a badge on the grille.  I’m not talking premium status badge, I mean any identification at all.  From the front, Genesis was completely anonymous.

For 2012 they’ve refined it with a new transmission, engine refinements, fresh taillights and a new front end.  Still, no logo on the nose.  There is one on the back though and reads a bit like a book- Genesis 5.0 R-Spec.

Deciphering the Badge

The R-Spec badge on the back tells the world that Genesis’ transmission programming, suspension tuning, steering calibrations and summer performance tires are up for a little more fun than the standard Genesis.

5.0 means tucked under the hood is a five-liter Tao V8, Hyundai’s most powerful engine ever.   The sound of its 429 horsepower and 376 lb-ft or torque at 5,000 RPMs (when drinking premium fuel) is refined, not overly throaty. The automatic gearbox, which is Hyundai’s own design, gets eight speeds.  That’s up two from last year.

Fuel economy?  The Genesis R-Spec is EPA rated 16 mpg city and 25 mpg highway. The V8 power almost makes you forget about the price of gas these days.  Almost.  Still, not bad for a machine this powerful.

The 5.0-liter is exclusive to the R-Spec.  There is another V8 for Genesis, their 4.6-liter Tao engine makes 385 horsepower and is just a smidge more fuel efficient, adding 1 MPG to highway mileage.

Go Speed Racer

Put the pedal down on the R-Spec and suddenly you’re going very, very fast. 0-60 happens in five seconds flat, about twice as fast as a Prius.  If you haven’t experienced G-forces like this in a car, it is great fun.  Duh.  With very capable disc brakes (13.6 inch ventilated in front, 12.4 solid in back) it stops well too.  Always important.

Yes, it handles well.  Cornering is flat and adhesion limits are on the high side.  It’s a bit sterile when it comes to road feel though and tranny shifts are more leisurely than expected in a sport sedan.  R-Spec is not as athletic as BMW M and Cadillac V performance models. Power delivery, cornering, ride quality, and steering feel is all very smooth, almost Lexus-like in that double-coat-of-Teflon kind of way.  R-Spec leans toward the coddling side of the luxury/sport segment which is certainly not a bad thing if that’s what you’re after.

There’s advanced tech on board.  Radar assisted cruise control matches the speed of the car ahead and the lane departure warning helps to keep you centered and looking good to the rest of the world.

Going Dark

Go for an R-Spec over the standard sedan and everything about the conservative interior is deep black.  Details are mostly quite nice. The door handles in the armrests are made with supremely soft leather, gauges are crisp and clear, materials are high quality.  Considering the upscale mission of Genesis a digital clock is a bit of a surprise.  

Also, the side bolstering of the comfortable seats is minimal for a car with performance aspirations. The driver’s chair is heated and cooled.  Only bun warmers for the passengers.

User interfaces in luxury cars can be confusing, the one in Genesis is decent. The knob that gets turned, nudged and tapped is intuitive enough and the surrounding buttons are helpful.  Overall, the experience has a consistent operation and it’s easy enough to decipher without cracking open the manual.  Personally I prefer touch screens, but this set up isn’t half bad.

The Back Half

Moving rearward there’s a very comfortable and supportive back seat. Your friends will ask you to drive on chilly days, they get heated seats. Leg and foot room is generous, though the driveshaft tunnel is large and will get in the way of the middle passenger.  There are spaces to stash things away and a powered screen keeps the sun off your friends necks.

There’s nothing too special about the trunk.  It’s well trimmed but the back seats don’t drop to expand utility, there’s just a ski pass through.  In my standard testing metric, six packs of Kirkland brand bath tissue can be packed into the boot.  That’s one short of average. Large hinge arms take up space, at least they are covered by trim so they don’t smash luggage.

Much Less Fluidic

Design? Genesis predates Hyundai’s swoopy new fluidic sculpture language so it’s far less flashy than the rest of the clan.  I especially like the lighted ribbon in the headlamps, and the R-Spec’s 19-inch wheels. This is a car that had that vague look of a Mercedes and BMW blended together when it first arrived and it really hasn’t changed.  Both BMW and MB have moved on, Genesis remains conservative and anonymous.

R-Spec is only available in shades of grey.  My tester wears the darkest paint, Black Noir Pearl.  Titanium Gray Metallic is one step lighter, Platinum Metallic is what most would call silver.

What’s this all cost?  The retail price for this car is $47,375 with destination, the only real option available being a $35 iPod cable.  That’s quite reasonable for what’s included.  Prices for the base V6 model start at around 35 grand. Compared to BMW 5 Series, Mercedes E Class and Lexus GS, it’s a steal that’s priced closer to Chrysler’s 300.  Need a luxury badge?  Look someplace else.  Those who can “settle” for power, luxury, features and crisp handling will find Genesis R-Spec a great deal.

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