Sunday, February 20, 2011

Car Reviws

Car Reviws

2011 Kia Sorento SX, an AW Drivers Log:

Posted: 28 Jan 2011 06:55 AM PST

EDITOR WES RAYNAL: A Kia Sorento was never really on my radar screen. In fact, I couldn’t say for sure whether I’ve ever driven one before. If, while testifying in court, the judge asked me whether I’d ever driven a Sorento, I’d have to say, “I don’t know, Your Honor.” I simply can’t remember. And now I know why: This trucklet is utterly forgettable and clearly not ready for prime time. It is too crude, it rides too rough, the handling is unrefined, the back seat is too tight, the front seats are uncomfortable, and materials inside too inexpensive. I haven’t heard doors clank shut this inexpensive-sounding since back in my 1970s dealership days and the Dodge St. Regis. I could go on, but why?

The Sorento is actually not a bad-looking thing. The exterior styling is arguably its best feature. And the steering is decent, quick, with good on-center feel. But with the potholes beating the hell out of me, I simply did not enjoy driving it.

The price: Even with all the bells and whistles this particular Sorento has, it’s still about $10,000 too high in my book.

ASSOCIATE EDITOR JONATHAN WONG: First things first: Kia is doing a phenomenal job with its marketing. We had the giant rapping hamsters for the Soul and now the sock monkey with a bunch of other friends rolling around in a Sorento. The imagery has been ingrained in my head, which means a job well done.

Besides clever advertising, this Sorento SX is a pretty nice crossover, too. The exterior wrapper is crisp and attractive with Kia’s company grille up front, isn’t over the top in any area, and it rolls on good-looking 18-inch wheels with what Kia refers to as a “hyper finish.”

Being the range-topping model in the lineup, the SX also features specific front and rear bumpers, LED taillights, stainless exterior greenhouse trim, body-color side molding and chrome exhaust tips. On the inside, there’s standard navigation, a rearview camera, illuminated stainless-steel scuff plates, stainless pedals and an auto-dimming rearview mirror. Performance upgrades over the LX and EX models include a 0.4-inch lower ride height and dual-flow dampers to improve the Sorento’s handling prowess.

Those suspension alterations help yield the most surprising thing about the Sorento to me, and that was just how responsive this tall, 3,704-pound ute is. Steering feel is hefty with quick response to commands, and the brakes offer respectable stopping response and pedal feel. Around town, the ride is a little harsh with almost every expansion joint and rut felt inside the cabin, and there was a fair amount of tire noise, too. However, out on smooth expressways, it’s oddly fine, quiet and rather comfortable. I realize the SX trim in the Kia scheme is supposed to veer toward the sportier end of the performance scale, but I think Kia would be wise to soften up the suspension for city dwelling a notch or two, while keeping the athletic handling intact.

No major complaints about the overall design and layout of the interior with a simple center stack, but most of the materials throughout aren’t worthy of a near-$36,000 vehicle. All major surfaces are made from hard plastics, but in their defense, the finish looks good. The leather-wrapped steering wheel is a bit rough, and I found the seat cushions to be too hard--please Kia, soften those babies up! And the rearview camera isn’t of the highest quality. At night, there is lots of color-bleeding apparent on the screen, and the image just isn’t clear.

Overall, this car dynamically is pretty good but is still rough around the edges. If the interior receives an upgrade in materials and the suspension is fine-tuned a little, it could be a formidably midsize-crossover entry.

2011 Kia Sorento SX

Base Price: $34,690

As-Tested Price: $35,890

Drivetrain: 3.5-liter V6; AWD, six-speed automatic

Output: 276 hp @ 6,300 rpm, 248 lb-ft @ 5,000 rpm

Curb Weight: 3,704 lb

Fuel Economy (EPA/AW): 21/18.4 mpg

Options: Panoramic sunroof ($1,200)

2011 Mercedes-Benz GL350 Bluetec, an AW Drivers Log:

Posted: 27 Jan 2011 06:54 AM PST

EDITOR WES RAYNAL: The thing I keep thinking about when I drive a GL is the impeccable road manners for a vehicle this big. The steering is on the money, and this thing just sails over road imperfections. It's probably not as sporty as an Audi Q7 and won't tow as much as a Chevrolet Suburban, but it's tough to argue with the Benz's on-road performance.

I love the authoritative view of the road from behind the wheel--there is definitely a feeling of being in command. And it's so quiet out on the freeway. Stow the third row of seats and there is just a ton of cargo room, which was helpful over the weekend break. The power tailgate worked perfectly and was also helpful.

There is little to no diesel rattle and I never caught even of whiff of diesel smell. The automatic transmission's shifts were imperceptible. The power and torque are terrific and there is almost no turbo lag. That the GL gets fuel economy in the near-20-something range is a bonus.

The front buckets are firm and comfortable and the interior uses high-quality materials. The center console is a bit busy, but I got used to it (though I still think it takes too many steps to get from, say, AM to FM or from FM to satellite radio).

Overall, this is a great luxury SUV. It's roomy, comfortable and with the diesel, it's efficient.

2011 Mercedes-Benz GL350 Bluetec

Base Price: $61,825

As-Tested Price: $74,635

Drivetrain: 3.0-liter turbocharged diesel V6; 4WD, seven-speed automatic

Output: 210 hp @ 3,400 rpm, 400 lb-ft @ 1,600-2,800 rpm

Curb Weight: 5,423 lb

Fuel Economy (EPA/AW): 19/19.6 mpg

Options: PO2 package including auto-dimming mirrors, COMAND including HDD navigation and restaurant ratings, voice control for audio/phone/navi, media database, HD radio, iPod/MP3 interface with cable, driver's seat/steering wheel/mirrors with memory, power folding mirrors, power liftgate, rearview camera, satellite radio with real-time traffic, 4GB hard drive, Music Register, 115V AC outlet, premium sound with Dolby Digital 5.1, keyless go ($6,330); rear-seat entertainment ($1,950); three-zone automatic climate control with rear CC and air conditioning ($1,450); lighting package including bixenon headlights with active curve illumination, LED daytime running lights, headlight washing system ($985); steel grey paint ($720); blind-spot assist ($600); 7,500-pound trailer hitch ($550); heated steering wheel ($225)

2010 Ram 1500 SLT Crew Cab 4x4, an AW Long-Term Update:

Posted: 26 Jan 2011 06:51 AM PST

Winter? Bah. We laugh at winter from the high perch of our 2010 Ram 1500 SLT Crew Cab. November was tame as Michigan Novembers go, but December gave us some snow, ice and the freezing temps that this big truck thrives on.

Our mornings began with a touch of the remote-start button and got rolling with heated seats and a heated steering wheel. This Ram was made for cold-weather climates with its heated touch points and a navigation screen that is usable while the driver is wearing gloves. Add to that a set of monster tires, the tall ride height and four-wheel drive--well, a trip to see Santa at the North Pole wouldn't be out of the question.

Beyond the usual winter duties, the Ram was tasked with some hauling and tackled it with gusto. A fold-out couch that was just a little too big with the tailgate closed fit easily using the bed extender. An approaching snowstorm didn't even affect the moving plans. A few bungee cords, a tarp and the included tie-down points in the bed made for a clean trip.

The holidays brought us more cargo to carry. One staffer threw some stuff in the bed and saved interior space for the ceramic, artistic and generally fragile gifts. The interior of the cab transforms for extra room just as the bed does. The rear seats fold up out of the way for a little extra space or for odd-shaped goods.

The key to this truck, whether hauling cargo or people, is the coil springs in the rear. Truck users can argue until their kegs run dry about the merits of leaf springs compared with coil springs, but as far as comfort goes, it's a no-brainer. This Ram delivers a ride comparable to that of a large SUV; think Chevrolet Suburban.

The one thing the weather did take its toll on was our nearly year-old windshield wipers. Dirt, salt and chunks of ice had our main viewing point streaked and filthy, even after a wash. Luckily, Rain-X was there to save the day, sending us some new wipers and Rain-X treatment to protect the glass. The install was relatively painless, and now the upgraded wipers take care of all the wet stuff.

Combined fuel economy for the last few months stayed steady at 14.5 mpg. We logged 3,813 miles over the same period. This truck has the upgraded 32-gallon gas tank. That, plus 18 mpg on the highway, gives this truck a range of more than 500 miles in road-trip mode.

As we said, this truck laughs in the face of winter. And with the North Pole being a mere 3,292 miles from One AutoWeek Tower, we may just get an early start on next year's Christmas list.

2010 Ram 1500 SLT Crew Cab 4x4

Base Price: $35,140

As-Tested Price: $48,755

Drivetrain: 5.7-liter V8; 4WD, five-speed automatic

Output: 390 hp @ 5,600 rpm, 407 lb-ft @ 4,000 rpm

Curb Weight: 5,394 lb

Fuel Economy (EPA): 15 mpg

Options: Customer-preferred package 26L including auto-dimming exterior mirrors, body-color door handles, bright/bright grille, power lumbar adjust, rear 60/40 split folding seats, 115-volt auxiliary power outlet, leather-wrapped steering wheel, steering-wheel-mounted audio controls, body-color exterior mirrors, dual rear exhaust, rearview auto-dim mirror, overhead console with universal garage door opener, exterior mirrors with supplemental signals, courtesy lamps, heating element, floor-mounted automatic shift lever, halogen quad headlights, highline door trim panel, power 10-way driver's seat, fold-away power heated mirrors, sport cloth bucket seats, P275/60 R-20 OWL all-season tires, 20-inch x 9-inch aluminum-chrome-clad wheels, sun visors with illuminating vanity mirrors, fog lamps, full-size restricted-use spare tire, locking lug nuts, body-color rear bumper with step pads, body-color front fascia ($2,925); RamBox cargo-management system ($1,895); leather-trimmed bucket seats, power 10-way driver/six-way passenger seat, heated steering wheel, ventilated front seats, heated front seats ($1,875); rear-seat video system, one-year Sirius backseat TV service, Sirius backseat TV ($1,695); media center 730N CD/DVD/HDD/NAV radio, 30GB hard drive with 4,250 song capacity, 6.5-inch touch-screen display, GPS navigation, iPod control, one-year Sirius traffic service ($1,565); 5.7-liter V8 HEMI MDS VVT Engine ($1,310); sport premium group including ParkSense rear park-assist system, air conditioning with dual zone temperature control, 506-watt Alpine surround with nine speakers and subwoofer ($750); chrome tubular side steps by Mopar ($655); remote start and security group, remote-start system, security alarm ($335); class IV receiver hitch ($335); ParkView backup camera ($200); 32-gallon fuel tank ($75)

2011 Subaru Tribeca Limited, an AW Drivers Log:

Posted: 25 Jan 2011 07:00 AM PST

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: If your needs run to the largest of all Subarus, the Tribeca is a reasonable option. It provides added cargo room or a tight, third row of seating, along with the usual pluses of a low-center of gravity H6 engine, tried-and-true all-wheel-drive, solid build quality and a few of the little extras that make you happy you own a Subaru (like the center cupholder execution, with spots for various-size/shape items, that closes away under a nice lid).

Though the car seems peppy enough, when you punch the pedal from a dead stop or to pass on the highway, the H6 drops its refined act and whines like its being whipped. It does the job, but it could be a little smoother and quieter doing it, especially in a flagship model. Otherwise, I thought the powertrain was strong, and the handling, steering and braking were all steady and solid. The car exhibits little dive or roll, even when packed to the rafters with stuff and people.

If there’s a real downside, it’s that even at this extra-large size by Subaru standards, this is still a fairly small utility vehicle. People who need three rows on any regular basis also need a chunk of cargo room to put the stuff those passengers bring along. This car might not be up to the job.

But at this price and equipped with a six-cylinder, AWD, navigation and rear-seat entertainment, it seems like a good deal for those families that can make it work.

NEWS EDITOR GREG MIGLIORE: The Tribeca is a solid, understated vehicle with function and some utility, though this tester seems priced a bit lofty--even for a flagship SUV. It stickers for nearly $39,000, and overall it is a pleasant drive. But some of the plastic trim looks and feels a bit underwhelming inside, and some noise does penetrate the cabin, even while cruising at 50 mph on wide-open avenues.

The engine, as Bob notes, does indicate more than a bit of whine and seems to strain under the more than two-ton curb weight. Between 3,000 rpm and 4,000 rpm, it offers a kick on the expressway, and launching from standstills is more than adequate. This 3.6-liter boxer is up to the job, but it doesn’t stand out. The transmission is reasonably smooth, and the chassis deserves praise. I cringed after hitting a crater on Interstate 94, but it hardly jostled me. I was more than surprised, to say the least.

The outside is elegant yet rather subdued. It’s not a groundbreaking design, but it’s certainly agreeable enough and won’t offend. Very mainstream. The inside does blend colors well, nicely matching the buttery leather in this tester with dark dash components. The center console is a bit strange, with its curving appearance, but it’s more than usable. The seat burners are strong, and the Tribeca is a sure-footed drive on snowy mornings.

The navigation and the backup camera are clear, but I’d scrap this option to get the price down. I like the Tribeca--it even has a glitzy name--but it could be a touch more luxurious.

COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: The Tribeca was a fine ride to have over my vacation. We tasked it with trips hauling people, gifts, food and even the four chairs from our dining-room table to gatherings and more.

From the outside, I worried that there might not be enough room to transport everyone and everything--especially when the hubby mentioned as we were headed out the door that we had to take the chairs to his mom’s. But it was all for naught, because the chairs, a large bag of gifts, dishes and more fit in the cargo space with ease.

Passengers had no problems getting in and out of the back seats, and they appreciated the legroom and the shoulder room. We thought we were going to need to carry five people to one event an hour or so away but didn’t end up needing to. And good thing, because the third row looked really tight, and there wouldn’t have been much room behind those seats for overnight bags.

How did the Tribeca manage in all of these trips? Just fine, thank you. There was good power underhood, but there was some lag in passing and in getting up to expressway speeds. And, as the guys noted, the H6 could get annoyingly buzzy. Otherwise, the Tribeca was strong, steering was balanced and the trucklet never felt overly heavy. Driving the Subie felt like driving a tall car.

The center stack was very user-friendly, as was the nav unit, and everyone was toasty over some colder days. And all of the cubbies and cupholders were much appreciated.

What didn’t I like? Well, if we had needed to use the third row of seats, cargo space would pretty much have disappeared. Also, I would have liked to be able to position the driver’s seat lower, eliminating the constant need for ducking on entrance and exit. And, this ute eats up gas! I felt like I’d no sooner fill up, we’d travel a ways, and the needle would already be a quarter-tank down.

While this Tribeca is a fine package overall, the potential lack of cargo space and the low fuel economy, not to mention a sticker that seems a bit high, might have me looking elsewhere.

2011 Subaru Tribeca Limited

Base Price: $33,220

As-Tested Price: $38,720

Drivetrain: 3.6-liter H6; AWD, five-speed automatic

Output: 256 hp @ 6,000 rpm, 247 lb-ft @ 4,400 rpm

Curb Weight: 4,214 lb

Fuel Economy (EPA/AW): 18/17.9 mpg

Options: Option package 17 including power moonroof, navigation and rear-seat entertainment, black roof rails, auto-dimming mirror, rearview camera, nine-inch DVD screen, wireless remote, auxiliary AV input jacks, two wireless headsets, GPS navigation with LCD touch screen ($5,500)

2011 Lincoln MKT EcoBoost, an AW Drivers Log:

Posted: 24 Jan 2011 07:16 AM PST

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: I'm not sure this MKT is my cup of tea, mostly because of its monstrous weight, odd styling and tough sightlines. It seems like there are a lot of other ways to present this kind of station wagon/crossover functionality in a more pleasing wrapper--wait, Lincoln offers it in the MKX. Now there's a car that doesn't leave you wondering what's in those huge blind spots. Luckily, the rear-camera system is excellent, including bright rearward lighting to show the way when backing out of darkened driveways.

That said, this wood-and-leather interior is extremely handsome and comfortable with all the bells and whistles, there's the turbo V6, and the six-speed automatic powertrain pulls steady and strong, despite the car's heft.

What I'd like is a lighter-weight version of this wagon, with bolder, more creased styling lifted directly from the heritage this one merely mimics. J Mays and his designers have never been subtle when it comes to grabbing from the past, so why now? Make this baby look like a '64 Continental with a 2011 turbo powertrain, and now we're getting somewhere.

EXECUTIVE EDITOR ROGER HART: As big of a fan as I am of the Ford Flex, I just can't wrap my hands around this thing. Not sure why. It's big, heavy (but only 60 pounds heavier than a Flex we had in the office recently) and not really all that handsome. One could certainly argue that the Flex is not very good-looking, either.

There's nothing terribly wrong with how the MKT drives or performs. The cabin is certainly comfortable enough, although I'd like a little more adjustment to the steering wheel. In the snow this morning, the thing was certainly sure-footed, which says something.

In comparing price and features, if this were my type of vehicle, I'd opt for the EcoBoost-equipped Flex and pocket the more than $10,000 in savings.

EDITOR WES RAYNAL: The reason people would opt for this over the MKX is that this has a third row and the MKX doesn't. Other than that, I agree--just get the X.

This is a strange-looking thing, but it drives well enough; in fact, it's fairly composed considering its weight. The turbocharger helps in that regard. You wouldn't necessarily want to go blasting up and down your favorite twisty two-lane strip of pavement, but body motions are semicontrolled and the ride is smooth for the most part--one barely feels the potholes around here in this MKT. It's also really, really quiet out on the freeway.

2011 Lincoln MKT EcoBoost

Base Price: $49,995

As-Tested Price: $57,775

Drivetrain: 3.5-liter twin-turbocharged V6; AWD, six-speed automatic

Output: 355 hp @ 5,700 rpm, 350 lb-ft @ 3,500 rpm

Curb Weight: 4,899 lb

Fuel Economy (EPA/AW): 18/14.1 mpg

Options: Rapid spec 201A including voice-activated navigation system, surround sound, blind-spot monitoring, power panoramic vista roof ($4,000); adaptive cruise control with collision warning ($1,295); second-row bucket seats ($995); second-row refrigerator console ($895); active park assist ($595)

2011 Nissan Versa 1.8 SL, an AW Drivers Log:

Posted: 21 Jan 2011 08:33 AM PST

NEWS EDITOR GREG MIGLIORE: The Nissan Versa is a respectable little car with a rather homely design. The silhouette is simply awkward. The engine, despite a paltry 122 hp, was actually adequate. I summoned 5,000 rpm for expressway merging and had no problems getting through traffic. Nothing extreme, but it worked. The steering is a touch rubbery but otherwise has a nice feel to it, and the lightweight character of this car is definitely a positive, underscored by a tight chassis.

The interior is plain, and the wood looks a bit cheesy. But the hard parts are of decent quality. The seats have a strange pattern but are otherwise OK. The four-speed transmission does the job, too. It's actually reasonably quiet for this kind of car inside, without too much wind noise intruding. Some things in this segment sound like wind tunnels.

The fuel economy is really just middling, considering what some rides are doing today. With cars such as the Hyundai Elantra, the Chevrolet Sonic and the Ford Fiesta all out there or soon to be, Nissan has its work cut out for it.

COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: Greg is right: Nissan has some work to do on the Versa if it wants this small car to be competitive with the Chevy Sonic, the Ford Fiesta, the Honda Fit, and others. This Versa is nothing if not basic. It reminds me of cars my friends drove back when I was in high school. I was rolling in a Buick Skyhawk, and I would take that car today over this Versa.

When I first walked up to the Versa, I thought it looked like a box. The sheetmetal is nondescript. Inside is about the same, except for the wood-grain trim, which is a joke. Nissan is not fooling anyone by adding that to an interior that is full of basic hard plastics, old-school HVAC controls and manually operated, uncomfortable seats covered in ho-hum fabric.

The drive in the Versa was fine, which isn't saying much. The power was decent and enough for passing and staying with expressway traffic. The back end did step out on me a couple of times in the snow during the morning commute, but it wasn't terrible. It took the car quite a while to warm up, though, and a lot of road noise enters the cabin, along with lots of engine buzz.

I guess for someone just starting out, for new young drivers and the like, this might be an option. But, for the money, you can get the cool Chevy Cruze or the Ford Fiesta and not bust the bank, get good fuel economy and plenty of extras and still stay in the small-car segment. The Versa would not be on my shopping list.

ASSISTANT ART DIRECTOR/DESIGNER TARA KLEIN: The Nissan Versa does one thing well: disappoint. I had this car for a weekend, and I found myself reaching far to find some positive features within this grab bag of mediocrity.

The exterior is incredibly boring and sad, resulting in an invisible presence on the road. There is no character, no specific identity and definitely no fun. These sentiments also apply to the awkward interior. The mixture of materials is confusing; the wood accents and patterned fabric seats look like a failed attempt at being high-end and trendy, especially considering the dated styling of the rest of the car.

On the road, the Versa continues to fall short, especially powerwise. I don't consider myself a leadfoot by any means, but traffic must have been a lot slower for Greg and Cindy, because I found myself tapping the dash while pleading, "C'mon, just a bit faster, little guy," on ramps when entering busy expressway traffic. Considering the amount of engine and road noise, I'm sure the Versa couldn't hear my mutterings.

I agree with Cindy, the only people I see getting into this car are young drivers who simply need something to get them from A to B, no bells, whistles or comfort included.

2011 Nissan Versa 1.8 SL Sedan

Base Price: $17,210

As-Tested Price: $18,685

Drivetrain: 1.8-liter I4; FWD, four-speed automatic

Output: 122 hp @ 5,200 rpm, 127 lb-ft @ 4,800 rpm

Curb Weight: 2,734 lb

Fuel Economy (EPA/AW): 27/27.2 mpg

Options: Convenience package, including Nissan Intelligent Key, keyless entry and ignition, steering-wheel-mounted audio controls, leather-wrapped steering wheel ($650); navigation and satellite radio package, including navigation with 5-inch color touch-screen display, satellite traffic and radio ($610); splash guards ($110); four-piece floor mat set ($105)

2011 GMC Acadia Denali, an AW Drivers Log:

Posted: 20 Jan 2011 07:46 AM PST

EDITOR WES RAYNAL: This is as good a crossover as the other Lambda-platform vehicles, and if you need extra room over, say, a Chevrolet Equinox or a GMC Terrain, I suppose these bigger utes are the ticket.

In this class, it's this and the Ford Flex in my book. The Acadia is roomy and comfortable. The interior materials could use an upgrade, especially in a car costing just more than $50,000, a price which shocked me. The too-high sticker is thanks to the Denali package, which adds a whopping $11,000 to the Acadia's sticker.

What does the Denali package get you? Try a chrome grille, unique fascia front and rear, 20-inch chrome wheels, HID headlights, rocker moldings and dual chrome exhaust tips. Then, for the interior, there are more sound-deadening materials, leather on the seats and door panels, plus a bunch of other luxury stuff such as a dual sunroof, heated and cooled front seats, and head-up display. I'd just get a regular Acadia, in all honesty.

Driving it was fine, though. The all-wheel drive made the snowy streets a snap, and there's decent power here. The ride was fine with little body roll and the cabin was quiet thanks to the added sound insulation.

2011 GMC Acadia Denali

Base Price: $45,995

As-Tested Price: $50,125

Drivetrain: 3.6-liter V6; AWD, six-speed automatic

Output: 288 hp @ 6,300 rpm, 270 lb-ft @ 3,400 rpm

Curb Weight: 4,925 lb

Fuel Economy (EPA/AW): 19/18.6 mpg

Options: Touch screen with navigation, rearview camera display, satellite traffic ($1,890); DVD entertainment system ($1,445); white diamond tri-coat paint ($795)

2011 Honda Accord SE Sedan, an AW Drivers Log:

Posted: 19 Jan 2011 07:00 AM PST

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: What a welcome change to be in a normal, everyday car after two days of sliding around on icy roads in our three-ton behemoth long-term Infiniti QX56. Though this Accord does nothing spectacular, it also does everything asked of it without any problems. It feels solid enough, rides quietly and steadily, and has enough power from the four-cylinder to push it along without much drama.

The five-speed is a gear short of the competition, but the powertrain doesn’t whine or suffer because of it (though fuel economy likely does). What I’d like is a better tranny interface--at least a slapstick--to allow easier control over the ratios. That kind of thing is especially noticeable when road conditions are poor and you want to select a specific gear for the speed and slickness, but it’s also the kind of feature that makes a mundane car just a tad sportier.

This is a solid, workaday performer that seems like a smart buy at this price, and years down the road when it is still running well, it will seem like an even smarter buy.

NEWS EDITOR GREG MIGLIORE: I like the Accord. It’s grown on me. The looks inside and out convey a light luxury sense (though parts of the interior trim still appear rather inexpensive) and it drives with a sturdy, everyday purpose. Aside from the grey accents on the dash, the rest of the inside presented well clad in black with comfortable leather seats. The burners were proficient on another cold morning, and the cabin warmed up respectably.

The steering is light but points the car in an easy manner, the power is adequate and the suspension is a nice blend of comfort and well-sprung agility.

Really, this car needs a few updates to keep pace with the surprising Koreans and other import competitors, as well as the re-emerging Detroit entries. But it’s still close to top-of-class class, and it’s an easy car to recommend.

COPY CHIEF WENDY WARREN KEEBLER: This car took us on a 100-mile round trip in a heavy snowfall on a super-cold day. It was steady and reliable--no incidents on the three interstates, where we saw literally dozens of vehicles spun off onto the medians, into ditches or to the side of the road facing backward. Three of these mishaps required police/fire/EMS presence.

But we made it home just fine. There really isn’t much else to say about the Accord on this round--we were too focused on taking it slowly and easily and smoothly.

ASSISTANT ART DIRECTOR/DESIGNER TARA KLEIN: I had the Accord for one night, and I was indifferent as I put the keys back in the bin. Unimpressed? Nah. Impressed? Not really. The Accord was nice, but all in all it felt like a generic car that got me home and back to work in the morning without any “wows” being muttered under my breath.

I wish this car had more character, and more comfortable seats. While it does perform well for the most part and has a favorable history, the road noise is worse than most and overall carries a blah feeling. I see this car isn’t slated for a full redesign until 2013, but the minor model changes didn’t quite get the Accord up to speed, especially considering notable competitors such as the Hyundai Sonata.

2011 Honda Accord SE Sedan

Base Price: $24,480

As-Tested Price: $24,480

Drivetrain: 2.4-liter I4; FWD, five-speed automatic

Output: 190 hp @ 7,000 rpm, 162 lb-ft @ 4,400 rpm

Curb Weight: 3,312 lb

Fuel Economy (EPA/AW): 27/24.5 mpg

Options: None

2010 Suzuki Kizashi SLS, a Long-Term Update:

Posted: 19 Jan 2011 07:36 AM PST

During the second quarter of our long-term Suzuki Kizashi’s stay in the AutoWeek garage, it was sadly neglected in favor of a number of more exciting sports cars that came through our fleet or were assigned airport duty. But when it did move, drivers always got out surprised and overall pleased with the Suzuki sedan’s performance. One staff member spoke for the group, noting, “The Kizashi is a car that should not be disregarded in its class.”

So far in the third-quarter, we’ve taken our own advice and have piled plenty of miles on the deep-sea-blue metallic Suzuki. If our current pace keeps up, we’ll log close to 9,000 miles onto our Kizashi’s odometer in the third quarter alone.

Praise flows in our logbook for the car’s steady and solid road manners both on the expressway and around the city. The suspension damps out most road hazards with ease, and the hefty steering-wheel weight and quick response remain a hit with the majority of drivers. Fuel economy consistently hovers in the mid-20s, which is good considering the heavy-footed pilots around these parts.

For the winter, we dug into our storage room and unearthed a set of Dunlop SP Winter Sport M3s previously used on our long-term Audi S6 from a couple of years ago. Luck would have it that they matched up perfectly to our Kizashi’s stock 235/45 R-18 tire size. Even if we didn’t have the winter tires on hand, we still would have made the decision to purchase a dedicated set of winter tires to replace our Dunlop SP Sport 7000 A/S that came from the factory and are only rated to handle “light snow.”

Unfortunately, things haven’t gone all smoothly for the Kizashi. During the commute home one night on slick roads, one of our guys came to a dead stop in expressway traffic and peered into the rearview mirror to see the car behind approach at an alarming rate. Knowing that there was no chance of that car stopping, he pulled the Kizashi to the right as much as possible leaving the left shoulder to the driver behind for runoff room. He heard tire squeal and unfortunately still felt impact after his efforts, which damaged the left corner of the rear bumper.

For the repairs, we visited our friend Bob Emmett at Autometric body shop in Royal Oak, Mich. There, he was able to access the damage, order parts and sent us on our way with the car, which was still drivable, until the parts arrived. When they did, Autometric had us in and out in just three days. The paint was flawless and the car looked phenomenal after being detailed when we picked it up.

Have we had any complaints thus far into the third quarter? Yes, a couple with some grumbles about the CVT continuing the common theme that began during the first six months. The headliner rattle also popped back up in the logbook after the previous dealer visit failed to remedy the problem entirely, and it prompted a staffer to shove a piece of cardboard into the headliner, which stopped it.

In all, it’s been a crazy couple of months with our Kizashi. We’re just keeping our fingers crossed that our trusty Suzuki will continue to cover the miles now that the days of neglect are in the past and that we stay out of harm’s way for the rest of winter.

2010 Suzuki Kizashi SLS

Base Price: $25,499

As-Tested Price: $25,879

Drivetrain: 2.4-liter I4; FWD, continuously variable transmission

Output: 180 hp @ 6,000 rpm, 170 lb-ft @ 4,000 rpm

Curb Weight: 3,329 lb

Fuel Economy (EPA): 26 mpg

Options: Premium deep-sea-blue metallic paint ($130); premium floor mat set ($125); body side molding accents ($125)

2012 Mazda 5: What I drove last night:

Posted: 18 Jan 2011 06:08 AM PST

The still-a-year-away Ford C-Max has gotten a lot of coverage lately, and with its distinctly European MPV-approach to motoring, the cute mini-minivan has piqued plenty of interest from folks looking for an alternative to their traditional minivans and even SUVs.

But for the past five years, Mazda has offered its own spin on the C-Max here in the United States, a vehicle supported with scant marketing and media coverage such that rarely have more than 20,000 Mazda 5s made their way into American garages in any year.

That's a shame, because the Mazda 5 is a pretty nifty little ride. I've had countless conversations with people shopping for family-friendly vehicles wherein I've acknowledged how much I love its packaging, its deft combination of tiny footprint and spacious interior.

Of course--and this may be a decidedly nonenthusiast thing to admit--I generally enjoy minivans of any ilk, big or small, by any manufacturer. The flexibility they offer plays to my constant desire for utility--I like to be able to make a big-box store run whenever the itch hits--but I don't enjoy driving a truck all the time. And I ascribe no stigma to the class. Their giveaway sliding rear doors don't offend me; I simply don't feel embarrassed to be seen in one. (Perhaps I'd feel differently if I had a passel of children to tote everywhere.)

And for the 2012 model year, Mazda has rolled out a redesigned version that offers a bit more power and a lot more sheetmetal interest.

A 2.5-liter inline-four replaces the 2.3-liter engine and turns out 157 hp shuttled through either a five-speed manual or automatic transmission. While we wouldn't mind a few more horses, there was power aplenty to get the Mazda up and moving in short order. Merging onto freeways and passing never took more than a steady and heavy right foot, but I never warmed up to the Mazda's steering, which performed adequately but I thought felt too light.

Mazda did refresh the interior a bit, but the cabin still feels plain and quite basic. The playfulness of the exterior isn't replicated at all inside, which, depending on how you respond to the wavy "nagare" design language (it drives me nuts!), is either good or bad. Still, it would be nice to see a little more styling splashed over some of the plastic surfaces.

I did enjoy the wide-opening rear sliding doors, which made for easy opening and depositing of bags and stuff, but I don't know how many times I walked to the rear of the back door, grabbed for the handle, only to blurt, "D'oh!" Every time I got out of the car, I simply forgot the rear doors were sliders.

Perhaps that's not a bad thing. Considering how many people consider the everyday minivan to be the definition of uncool, I was surprised at how I unconsciously treated the Mazda 5 like any other small car.

2012 Mazda 5

Base Price: $20,000 (est)

Drivetrain: 2.5-liter I4; FWD, five-speed automatic

Output: 157 hp @ 6,000 rpm, 163 lb-ft @ 4,000 rpm

Curb Weight: 3,457 lb

Fuel Economy (EPA): 24 mpg

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