Monday, February 21, 2011

Car Reviws

Car Reviws

2011 Toyota Tacoma PreRunner Access Cab, an AW Drivers Log:

Posted: 18 Feb 2011 06:53 AM PST

INTERACTIVE ASSOCIATE EDITOR JAKE LINGEMAN: Car companies spend a lot of time and money these days making trucks less trucky. Heated leather seats, luxury-grade suspensions, plush carpet, navigation screens and traffic help are things that truck guys are used to.

This Tacoma is not like that; it's a trucky truck. The interior feels inexpensive, there's not a lot of sound-deadening material, and the cab bounces all over the place. Is it wrong to like it?

My first car was a pickup, a real pickup. Big sidewall tires and high ground clearance--this is what I'm looking for in a truck.

The Tacoma, at $22,000, is what an inexpensive pickup truck should be: useful, underpowered and easily replaceable. I'm half-kidding, but this is the kind of truck that you wouldn't be afraid to beat up a little bit, bang the rims, scratch a bumper or two--not that I did that.

The interior is serviceable for an inexpensive truck. The seats are soft, and the dash is what you would expect. I personally like the subwoofer in the back, though I could do without the light on it. I would like an extra control in the radio equalizer for the speaker; I can't tell whether tuning the radio makes the subwoofer change. The stereo has an auxiliary input jack, so it's compatible with iPods and other MP3 players. All together, it's a decent sound system.

The only other thing I noticed was that when I turned the traction control off, the "Auto LSD" light came on the dash. According to the press info, the auto limited-slip differential uses sensors and brake and throttle to keep the truck on its intended course, so it's a faux-differential. It sounds useful, though I didn't really get a chance to put it through its paces.

The Tacoma does what a truck should and nothing more. If you want an optioned-out grand-touring pickup truck, look elsewhere.

NEWS EDITOR GREG MIGLIORE: So I set out in the dark for what I expected to be an absolutely awful commute in one of the worst snowstorms of the year. To my surprise, it really wasn't that bad. And the Tacoma was certainly up to the chore.

This truck has a true utility feel to it, and I'll echo Jake's sentiments in that respect. Some people want a basic truck, and the Tacoma fits the bill. I liked the interior, which had sporty-looking materials and a nice layout. It's the kind of setting you wouldn't be afraid to live in and spill stuff on, maybe toss a little sand around.

Here's my beef: For $25,000, you should get a better engine than this. It's up to the job, but for that kind of coin, I'd at least want 200 ponies underhood. This truck is by no means weak, but it could have a bit more guts.

As for how the Tacoma fared in the snow, I'd give it a decent grade for the crawl into work. Really, the big tires were OK, and I was able to forge through a couple of dicey turns with no unexpected fear. Yes, with rear-wheel drive and no ballast in rear, I did a little sliding through maneuvers but nothing to be concerned about.

My second night in this truck, I was able to at least accelerate a little bit, and the elevated road view was helpful when slogging through congested parts of my commute. The truck warms up in a reasonable amount of time, and there is suitable space in the cabin.

I have a good overall impression of this truck. It's not flashy, but it's solid. I could see myself puttering around town in a truck like this, though I'd like the four-wheel-drive option.

2011 Toyota Tacoma PreRunner Access Cab

Base Price: $22,125

As-Tested Price: $25,213

Drivetrain: 2.7-liter I4; 2WD, four-speed automatic

Output: 159 hp @ 5,200 rpm, 180 lb-ft @ 3,800 rpm

Curb Weight: 3,740 lb

Fuel Economy (EPA/AW): 21/20.1 mpg

Options: SR5 Extra Value package including power outside mirrors, remote keyless-entry system, cruise control, variable-speed wipers, chrome grille surround and rear bumper, color-keyed front bumper and over fenders, sliding rear window, bucket seats with driver lumbar support, SR5 fabric trim, metallic ton instrument-panel trim, leather-wrapped steering wheel with audio controls and leather-wrapped shifter, dual sun visors with mirrors and extenders, tailgate-handle-integrated backup camera linked with an auto-dimming mirror with monitor, SR5 badge ($2,155); AM/FM CD with six-disc in-dash CD changer, MP3/WMA playback capability, seven speakers including two ceiling-mounted speakers and subwoofer, auxiliary audio jack, XM satellite radio ($740); 16-inch alloy wheels with P245/75R-16 tires ($400); running boards ($376); carpet floor mats, door-sill protector ($179); bed mat ($119); daytime running lights ($40); first-aid kit ($29); extra value package discount (-$950)

2011 Subaru Forester 2.5X Premium, an AW Drivers Log:

Posted: 17 Feb 2011 06:48 AM PST

NEWS EDITOR GREG MIGLIORE: This weekend, my wardrobe consisted of a heavy wool coat with the collar turned up, a knit hat and aviator sunglasses. And layers. Lots and lots of layers. Was I running a smuggling operation? Nope. It's winter in Michigan, where the temps fell to single digits and the dark monotony was interrupted only by the glaring sun reflecting off the snow.

Against this setting, the sturdy Subaru Forester in premium trim was a near-perfect vehicle. It might seem trite to spotlight seat heaters, but if you're north of the Mason-Dixon Line this time of year, a crossover that warms up quickly is crucial. This Subie is more than up for that and most tasks. I rather enjoyed my Monday-morning commute slicing through light flurries in the darkness. The symmetric AWD makes this ride quite sure-footed, and very little fazes the chassis. Most will say that this steering is a bit light, but for a decent-size small SUV, it's appreciable to have this much maneuverability. It's easy to glide into turns, and the brakes have a respectable bite to scrub speed.

Power from the 170-hp boxer four is strong, considering it's pulling a big vehicle without a big output. Passing on the expressway is no problem, especially when summoning 4,000 rpm. The cabin is a comfortable place, offering a slightly elevated road view and nice seating position. I stored almost $70 worth of groceries in the back seat easily, and there's a ton of space in the cargo hold with a useful stowage setup underneath. Inside does look a touch cheap in places, but not disturbingly so. The TomTom navigation unit was a bit different, but the maps were clear, and I did figure out the radio eventually.

I like the outside. The lips around the wheel wells highlight Subaru's attention to detail, and the silver shade is almost luxe. I would recommend this all-wheeler, especially in colder environs.

COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: This was a great little ute to have over a weekend during which I was transporting friends around town. I have liked the Forester since I met our blue long-termer a couple of years back, and this model didn't disappoint. Except for one thing--the TomTom nav/radio interface. What's up with that? Why didn't Subaru stick with its own unit, which worked very well, thank you, in a short-term Forester that passed through the fleet last year? That unit was easy to use, even being a touch screen, and there was no problem figuring out what buttons controlled which functions. This TomTom unit falls way short. The controls are nonsensical.

Otherwise, the Forester was a champ in heating up, with the bonus seat burners to boot, and it handled all road conditions well. Even broken streets couldn't upset it. The brakes are solid, the sheetmetal looks good, there is lots of space inside and I like the taller roof and the great driver's position. Neither snow nor ice was a problem for the little ute; I even thought, I bet the Forester would be a good ride to have for the upcoming blizzard.

If you're in the market for this type of vehicle, the Forester deserves a look.

EXECUTIVE EDITOR ROGER HART: I love the Forester, but this confounding radio would be enough for me to leave this thing at the dealership. I'm not sure how this is any improvement from the former model of which we had a long-termer, which also had a nav system. The controls to the radio/nav system are so far from intuitive that it just makes no sense. Who in world designed this thing? TomTom should be ashamed, and so should Subaru for buying it.

Beyond that, I still really like the Forester. For the price, you are getting a lot of value. The only thing that would make this better is fuel mileage in the high 20s rather than the low 20s, but those boxer engines have never been the best on mileage.

The AWD system is terrific when the going gets tough, and even in the two inches of snow that coated the roads this morning, it was reassuring to have the AWD churning away. And the seat heaters are seat burners--they heat up quickly. The defrost system is also top-notch, keeping the glass clear and the windshield free of ice.

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: It's not spelled out on the option list, but this Forester comes with a lot of confidence as standard equipment. Eight inches of wind-whipped snow on the road? This Subie sneered at the slick stuff and kept right on truckin'. This company's years of experience in all-wheel-drive systems really shines when you need to punch through a few drifts and plow through the ruts to get down the road. And as long as you're strapped in and ready to steer, the car's traction and stability controls allow for plenty of sideways fun when the opportunity presents itself.

This package comes with a nice price for a good-size AWD crossover vehicle, with the kinds of extras like heated front seats in the cold-weather package that make it a good value for the money. The seats aren't leather, but the cloth upholstery is handsome and clean-looking, with the heaters as a bonus.

I agree with complaints about the TomTom audio/navigation head unit--the system is near impossible to use consistently. Result: I tuned in one station and stayed with it, rather than risking listening to static until the next time I could be distracted from driving long enough to make another adjustment.

ASSISTANT ART DIRECTOR CHERYL L. BLAHNIK: It's amazing how much the Forester has grown in the last few generations. This was a small wagon for the longest time, but now it's much bigger and more family-friendly with its roominess.

However, I was still glad to be slotted into this Forester with all the winter weather we've been hammered with lately. Having AWD underneath me was a confidence booster. On the slick roads and large amount of snow accumulation in my neighborhood, the Forester barreled through it like nobody's business.

I do have to agree with everyone when it comes to the inexpensive-looking TomTom unit in this vehicle. It cheapens the look of the interior. On top of that, the interface is horrible and very difficult to use, which is a shame.

Overall, this is still a great product, but Subaru needs to lose the useless TomTom unit.

2011 Subaru Forester 2.5X Premium

Base Price: $24,220

As-Tested Price: $26,384

Drivetrain: 2.5-liter H4; AWD, four-speed automatic

Output: 170 hp @ 5,800 rpm, 174 lb-ft @ 4,100 rpm

Curb Weight: 3,300 lb

Fuel Economy (EPA/AW): 23/20.7 mpg

Options: Option package 33 including all-weather package, heated front seats, windshield-wiper de-icer, heated side mirrors ($1,095); four-speed automatic transmission ($1,000); all-weather floor mats ($69)

2011 Audi Q5 2.0T Premium, an AW Drivers Log:

Posted: 16 Feb 2011 06:55 AM PST

2011 Lincoln MKZ Hybrid, an AW Drivers Log:

Posted: 15 Feb 2011 07:58 AM PST

ASSISTANT ART DIRECTOR/DESIGNER TARA KLEIN: Any company that picks Mad Men actor John Slattery to promote its product is already good with me. But now that I've actually driven the 2011 Lincoln MKZ hybrid, I'm even more of a fan.

The perfect word for this car is classic. The design is timeless. The MKZ (the entire Lincoln lineup, for that matter) is in a small group of vehicles that can appeal to a 20-year-old or a 90-year-old, which is a huge success in itself. The sharklike front grille is distinctive, and the enlarged emblems on the front and the rear of the car fit well and stand out at the same time. You instantly identify it as a Lincoln.

The quality continues inside. The chrome and wood accents create dynamic contours in the cabin, and the steering wheel feels and fits nicely. The large screen that features the nav system, temperature controls and radio is easy to operate, having plenty of space for controls that are large enough to clearly touch without accidentally hitting three other buttons.

And speaking of screens, the dash is spectacular! The bright colors, fun gauge design and flowering plant that grows or loses leaves throughout the drive create a whole new driving experience. I felt more in tune with the car, interacting with it more than I have most vehicles. The only bad thing I can say about this dash is that I found myself distracted, staring at the fluorescent bits moving and shifting; then I realized I was still driving.

The MKZ moves well, and this hybrid makes so little noise I could hardly tell it was running. This peace and quiet continued for the most part during my commute. Only minimal wind noise was noticeable inside. The car fairly smooth over road blisters and simply glides over nice stretches of road (hard to come by in Michigan, however). The brakes are pretty sensitive, but after the first few slowdowns, I adapted to them.

Despite my aforementioned love for John Slattery, I'd have to push him to the passenger seat. I want to drive.

NEWS EDITOR GREG MIGLIORE: I think this car forms a solid foundation for Lincoln's hybrid strategy. The green technology is evident in the drive character, and even more impressively, on this brightly lit instrument panel. I've driven this Lincoln's sister cars, and this one really feels and acts like a normal ride. I think that's important for mainstream hybrid users.

Merging onto the expressway is no problem, and higher-speed maneuvers are not an issue. I carved through traffic summoning revs with little trouble. This four-cylinder does feel a bit extended at times, but this has 156 hp, so there are no surprises there. I dipped into EV on more than one occasion, and it's a very smooth transition. As a hybrid, this Lincoln lives up.

The chassis is quite adaptable over bad roads yet still offers a degree of sportiness. Jerk the steering wheel, and you can toss this thing a bit. It's behaved in corners, though the body does move slightly. Overall, Ford has done an excellent job with this chassis, and it shows.

In regards to luxury, the MKZ is a sharp car inside and out. The grille is outstanding and demonstrative, and the lengthy sweeping taillights say upscale. Inside is a quiet atmosphere with pleasing materials that look and feel high-quality. The cabin is quiet at expressway speeds, and the woodlike parts are classy.

My one beef with this car, and it's applicable to other makes and models both import and domestic, is simple--there's not enough differentiation from the mainstream Ford model. Aside from the grille, exterior dressings and a bit of wood trim, what is the real difference between the MKZ hybrid and a loaded Fusion hybrid?

But to be fair, Acura, Lexus and plenty of other makes put out products that aren't all that much different from their proletariat brethren. And the Fusion is a hell of a good car. But to me, changing the silhouette of the Lincoln would make a lot of sense to add a more upscale feel.

COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: Once again, I have mostly props for the MKZ, even in hybrid trim. My one big complaint was the brakes, which are super sensitive--even when you are aware of this and braking accordingly. You get used to them, yes, as Tara notes, but they're still an annoyance initially.

Overall, the MKZ proved to be a solid ride for around-town and expressway travels. Through curves and over potholed roads, the car remained planted. The steering is well-weighted and the car goes in the direction in which you point it--and all of this, even in snow and ice and lots of messy mush.

The cabin is classy, with its chrome and wood trim, and all of the controls are easy to use. I admit, though, that I got hooked on watching the growing and fading of the leaves to signal my fuel-economy state. Sometimes I would purposely feather the pedal in an effort to make the vines grow and to see how long I could go in EV mode. That's probably not what the NHTSA wants to hear--another distraction in cars. But it is interesting to monitor, and this is a hybrid, after all.

The seats were comfy for longer rides, the car warmed up quickly, and there was good space in the back seat and in the trunk. All told, this MKZ is one fine package.

2011 Lincoln MKZ Hybrid

Base Price: $35,180

As-Tested Price: $38,785

Drivetrain: 2.5-liter I4 hybrid; FWD, continuously variable transmission

Output: 156 hp @ 6,000 rpm (191 net system hp), 135 lb-ft @ 4,000 rpm

Curb Weight: 3,752 lb

Fuel Economy (EPA/AW): 39/29.7 mpg

Options: Rapid spec 201A including blind-spot information system with cross-traffic alert, rearview video camera, THX II 5.1 surround sound, navigation system including voice-activated control, in-dash screen and single DVD/CD/MP3 player, DVD-audio and DVD-video capability, internal hard-disk drive for map and point-of-interest storage, HD radio, a nearly 10 GB music jukebox and integrated Sirius Traffic and Sirius Travel Link, includes six-month subscription to Sirius Travel Link ($3,595)

2012 Audi A6, an AW Flash Drive:

Posted: 14 Feb 2011 07:02 AM PST

a front view of the 2012 Audi A6.
The wheelbase of the 2012 Audi A6 grows by three inches compared with that of the current model.

What is it?

This is the sixth generation of the sedan that launched in 1968 as the Audi 100. In overall length, the next A6 is a hair shorter than the 2011 model, but it's an inch wider. Its wheelbase has been stretched three inches, pushing the wheels further toward the corners and increasing interior volume. The new unibody has 20 percent more aluminum that its predecessor, and the finished car weighs about 80 pounds less, even though it comes standard with more stuff.

The least-expensive 2012 A6 in North America will be powered by Audi's ubiquitous 2.0-liter TFSI turbo, delivering 210 hp through a continuously variable automatic, front-drive only. The four-cylinder replaces Audi's previous-generation 3.2-liter V6. The upgrade engine--Audi's 3.0-liter supercharged V6--gets 10 more horsepower than 2011 models, with standard quattro AWD. U.S. customers will get an eight-speed torque-converter automatic with the 3.0 TFSI, rather than the seven-speed dual-clutch auto used in most markets. Audi's product planners in the United States insist that while the company's DSG automatic is popular in some models, A6 customers will prefer the smoother torque-converter trans.

Audi's 3.0 TDI turbodiesel is in the A6 product plan for North America, arriving sometime within the next two years but probably after the next S6. The company isn't saying much about the S6 powertrain, but we'd bet on the DSG and either Audi's V10 or a blown V8. The A6 hybrid introduced at this year's Detroit auto show, surprisingly, is not in the plan for North America. Neither is the A6 Avant.

As we'd expect, there's a ton of new technology in this car. Highlights include lane-departure control that nudges the car back between the stripes, self-parking electronics that work for both parallel and perpendicular spaces, an elaborate new head-up display, full high- and low-beam LED headlights and variable headlight-range control, which measures surroundings and oncoming traffic and projects light accordingly. The latest-gen Audi multimedia interface has a console-mounted touchpad that starts searches when letters are traced on its surface, and it can be equipped with a wireless LAN that will deliver Internet access to up to eight portable devices.

With the pending launch of the slightly larger A7, the A6's role in Audi's lineup changes a bit. The four-door A7 was created as the more emotional, design-driven car, in the fashion of the Mercedes-Benz CLS. The A6 is supposed to be the more rational, function-first, down-to-business intermediate luxury sedan. That said, the A6 remains a truly handsome, lithely proportioned car, with short overhangs and a sleek profile.

the interior of the 2012 Audi A6.
The interior of the 2012 Audi A6 includes a touchpad to enter info into the navigation system.

What is it like to drive?

It drives quite well, we'd predict, because we didn't actually drive a combination that will be available for purchase in the United States. The base 2.0-liter TFSI four isn't offered in Europe (it's a diesel there), and the Euro-spec test cars with the 3.0 TFSI V6 had Audi's seven-speed DSG automatic and an optional air suspension that won't be available in North America.

The 3.0 TFSI is stout, engaging and generally satisfying, with even torque delivery and decent breathing at the high end. We'd project 0-to-60-mph times in the mid-five-second range, even with the torque-converter gearbox. In relaxed driving, the DSG transmission only rarely comes across as anything but smooth, and only by way of a mild lurching feel during coast-down stops. It's more efficient and a tick quicker accelerating than the torque-converter auto. Audi presumably knows its customers but at this point, we're not sure we see the wisdom in offering the conventional automatic rather than the DSG in the United States.

We also tried the 3.0 TDI diesel and it's still a bit rougher and louder than the gasoline V6. But it's also a torque monster and surprisingly free-breathing, with full throttle shifts at 5,000 rpm. More to the point, the TDI car had the steel-spring suspension with sport-package settings and it's the preferred choice.

The air suspension North Americans won't get is exceedingly competent but at best indifferent and at worst blasé. The steel spring/sport package with optional 20-inch wheels is more likely to get a committed sport-sedan driver's attention. Variable-damping shocks will be standard on all A6s, with adjustment through Audi's driver-select system, and it's hard to find a better balance between handling response and ride quality. The 2012 A6 will also be the first Audi with rack-mounted electric steering assist, and it debuts in fine order. It's not up to the absolute best hydraulic systems in feel, but it's at least as good as Audi's previous-generation variable-rate steering, which can feel a bit strange in cars such as the S4.

Inside, the next A6 is quieter than current car and its interior is even more appealing. It delivers the same high-quality materials, with a range of choice in fabric, hard trim and leather quality, but the design is a bit more pleasing or at least more inviting. We'd call the A6's cabin cleaner and more appealing than the surroundings in many competitors, and the latest MMI point-and-click control system moves man-machine interface in the right direction. Generally, the techno gizmos seem less onerous in the A6 than they do in some prominent competitors. In the A6, it's easier to find or embrace the dynamic goodness underneath, and that's what drives us to luxury/performance brands in the first place.

All in all, the A6 with 3.0 TFSI and the sport-suspension upgrade should make an exceedingly livable, reasonably economical daily package, with more than enough gumption to stir the soul when opportunity presents--assuming the automatic is up to the job.

Do I want it?

The A6 demonstrates conclusively that Audi has long since moved beyond seeking parity with Mercedes-Benz or BMW. Now it's working hard to assert its superiority. Anyone shopping for a mid-range luxury sedan should be looking at this car.

If you need to wear your chic taste more prominently on your sleeve, you might prefer the new coupelike A7. But you won't get a better car in the functional sense, and you'll pay substantially more.

2012 Audi A6

Price: 45,000-$62,000 (projection)

Available: September 2011

Layout: five-passenger, front- or all-wheel-drive sedan

Drivetrain: 210-hp, 2.0-liter inline turbocharged four, continuously variable transmission; 310-hp 3.0-liter supercharged V6, eight-speed torque converter automatic transmission.

Weight: 3,836 pounds

Performance: 0-60 mph, 5.4 sec; 155 mph top speed; 19 mpg city, 28 highway (V6, manufacturer)

2011 Porsche Cayenne Turbo, an AW Drivers Log:

Posted: 11 Feb 2011 08:28 AM PST

EXECUTIVE EDITOR ROGER HART: I'm not sure it's so easy to condemn this thing anymore. Porsche has made a ton of dough selling these cars, and you really shouldn't be able to go this fast in something this big. The execution here is exquisite.

Yep, it is north of 100-large, and if you are in the market for an SUV and have the wallet, why wouldn't you drive something this good?

MOTORSPORTS EDITOR MAC MORRISON: Looking back, it's strange to realize that Porsche launched the Cayenne almost nine years ago. My, how time flies--and how it changes things.

Seems like a different world now: Porsche? SUV? Remember the shrieks of horror and accusations of blasphemy that reverberated from every nook of Porschephile central? “Diluting the brand,” they cried. “Diluting?” others retorted. “No, destroying!”

Funny to think now how I agreed with much of this--hell, it's almost comical to recall how so many of us agreed.

Oh, I know there are those who stick to this pedantic Porsche elitism, who will never acknowledge anything less than a 911 and perhaps a Boxster or a Cayman as a “real” Porsche, and that's their prerogative. But it seems like a tragic waste of time, thought and energy to me. You can say that the marque has priced itself into the stratosphere of only the privileged and elite, but if the company's core lineup of sports cars has suffered somehow from the unwanted influence of its blasphemous SUV sibling, I've seen little evidence to support it.

What does this have to do with anything in 2011? Well, it should allow you to embrace the Cayenne on its own, without feeling like you are betraying Ferdinand Porsche's spirit.

You'll find it a difficult task to locate someone who drove the original Cayenne Turbo and did not walk away impressed by its abilities, and the new 2011 model takes everything up a level to keep the model perched atop the performance SUV peak.

First, this version looks worlds better than its predecessors, and the new, Panamera-like interior is excellent in design, appearance and functionality. The exterior is more aggressive, more cohesive and yes, more Porsche. The lower hood and more steeply raked rear glass are welcome changes, as are the excellent and supportive sculpted sport seats. The Cayenne is also a bit larger, with wheelbase increased 1.5 inches, eliminating some of the claustrophobia passengers might have experienced in the original--especially when they discover the sliding rear seats improve legroom.

The turbocharged V8 means the Cayenne remains stomach-twisting fast, and the chassis is well up to the task, something that always impressed us about this suburbia shredder since birth. It simply does things that seem to defy all laws of physics, making 4,700 pounds feel lighter and nimbler than it ever should. Astute observers will note, however, that the new version is about 400 pounds lighter than the first generation--another welcome improvement. With a quicker-shifting, eight-speed gearbox and shorter final drive, mileage improves while the 0-to-60-mph time drops from 5.1 seconds to 4.4 seconds, with top speed up 1 mph to 172 mph.

The air suspension controls the chassis very well, and drivers should appreciate the new all-wheel-drive setup, which sends 100 percent of the power to the rear unless slippage causes a need to send some power to the front. That makes this an even more rewarding, fun experience than the old Cayenne, and it continues Porsche's never-failing ability to consistently improve its cars generation after generation.

No, no one legitimately needs such an SUV, but then again, no one really needs, say, a 911 or a Ferrari, either. If such vehicles appeal to you, then this new Cayenne certainly should--especially once you drive it. After all, it's difficult to verbally bash it when you always have a smile plastered to your mug behind the wheel.

ASSOCIATE EDITOR JONATHAN WONG: Mac makes a lot of excellent points above. And as Roger said, Porsche has made truckloads of money from this SUV, which is money that has allowed it to continue developing world-class sports cars. I, for one, don't see a problem with that. As long as Porsche continues to make 911s, Boxsters and Caymans, I couldn't care less if they build an SUV, sedan or whatever it has in the future plans.

The Cayenne, along with most recently the Panamera, has made Porsche relevant to a much broader customer base. One that doesn't only make its purchase decisions on lap times and stopping distances alone, but the people who need to take kids to soccer practice or take a family on a road trip. I jumped out of this in a mall parking lot during the biggest snowstorm of the season (thus far) and had two older ladies take a break from clearing off their cars and come over and tell me how much they liked the Cayenne, and then they asked me if the back seat offered decent space for passengers and about the trunk area.

The fact that you can do everyday chores and have perception-altering performance abilities in an SUV package continues to floor me. Yes, Porsche put this generation Cayenne on a diet and cut 400 pounds from its curb weight, but it's still a 4,800-pound vehicle. It sits up higher but can still be a totally thrilling partner to toss around when you feel like cutting loose a little.

Unfortunately, my nights with this 500-hp sled were hampered with the snowstorm, which had me trudging through drifts and lots of ungroomed roadways. Luckily, our test car had Pirelli Scorpion winter tires wrapped on the 21-inch 911 Turbo-style wheels--which look awesome, for the record--but having such wide tires isn't ideal for cutting through the snow.

On the few open and clear stretches I did find, the twin-turbocharged V8 with the car in sport mode effortlessly moved it forward, enabling it to see 60 mph from a standstill alarming quick. Left by itself in sport mode, the transmission holds onto gears late and locks out seventh- and eighth-gears with shifts that are swift and smooth. I ran around in manual mode for a bit using the steering-wheel shift blocks (which I hate), and response was disappointing. It's best to let the computer to do the work instead.

There is a distinct difference in the suspension-damping modes, which is good. Comfort takes most of the edge off bumps and road craters you'll encounter, while sport will stiffen things right up and enable you to feel the full harshness of each of those road imperfections--it really was rather uncomfortable on our torn-up roads.

The few corners I was able to take with any fervor gave me a taste of what the Cayenne is capable of. Steering is sports-car responsive, with good weight with very little body roll. Porsche's ability to keep all this weight so well-controlled is really something to behold.

What other SUVs out there can match the Cayenne when it comes to thrilling on-road performance and style? A Land Rover Range Rover Sport? No, don't think so. I'm sure there will be at least a couple of people out there thinking about the old Jeep Grand Cherokee SRT8 with the honking Hemi V8 and stiff chassis setup for way less money, but no again. That car was just way too crude and rough around the edges. Maybe the Mercedes-Benz ML63 AMG or the BMW X5 M? Those two are probably the closest you're going to get to the Porsche, but the Cayenne still wins in my book.

Now, we just need to get this thing back into the office when winter rolls on out of here.

2011 Porsche Cayenne Turbo

Base Price: $105,775

As-Tested Price: $117,610

Drivetrain: 4.8-liter twin-turbocharged V8; AWD, eight-speed automatic

Output: 500 hp @ 6,000 rpm, 516 lb-ft @ 2,250-4,500 rpm

Curb Weight: 4,784 lb

Fuel Economy (EPA/AW): 18/14.4 mpg

Options: Burmester high-end surround-sound system including 16 individually activated speakers, 300-watt active subwoofer, 16-channel amplifier, 25-centimeter active subwoofer with class-D digital amplifier, Air-Motion-Transformer, microphone for ambient-noise compensation ($3,990); 21-inch 911 Turbo II wheels with wheel-arch extensions ($3,965); Porsche Torque Vectoring Plus electronically controlled rear-axle differential lock ($1,490); seat ventilation front ($800); trailer coupling with removable ball joint ($650); ski bag ($405); Porsche-crest front headrests ($285); light comfort package including dimmable LED-ambient lighting in door trim panel, overhead console and rear reading spots ($250)

2011 Nissan Xterra PRO-4X, an AW Drivers Log:

Posted: 09 Feb 2011 08:23 AM PST

EXECUTIVE EDITOR ROGER HART: Nissan certainly has improved the Xterra since it was first launched about a decade ago. The ride is a bit more refined, the handling a bit less vague, and it comes in a better overall package. Driving the Xterra in a snowstorm was a good test. The 4WD driveline is solid; the thing never wavered in the snow. It was solid and confidence-inspiring. While all the other commuters were slushing their way along at 25 mph, I could put the hammer down and go around them without breaking a sweat.

But, I do wonder whether engineers really take the time to figure out if wipers/defrosters will work to clear snow falling at the rate of about two inches per hour. My guess is that the Nissan engineers didn't think many Xterra drivers would encounter such conditions because, even with the defroster on high, the wiper blades continually froze up, wiping slush across the windshield with each pass. Granted, that's a pretty heavy rate of snowfall, but it easily overtaxed the system.

I like Nissan's 4.0-liter V6. It's plenty torquey in this application, with enough oomph to move things along.

I also liked the PRO-4X goodies, which added a nice, custom look to the vehicle. But heaters sure would have been appreciated in these cold leather seats.

ASSISTANT ART DIRECTOR CHERYL L. BLAHNIK: I've always liked the rugged external looks of the Xterra. It's an SUV that looks as if it would have no problem going up a mountain pass or getting to a destination that would be impossible in most other vehicles. I had the Xterra over the weekend, and sadly, I did not get to any mountain passes. But if I lived in Colorado, I would have been tempted to just toss my snowboard on the roof rack and look for some elevation.

On the inside, it also appears rugged, with a simple layout. I like the noncarpeted rear cargo area, which is great for stashing muddy or wet gear. And it makes for easy cleanup later. I had a few passengers in the back seats over the weekend, too, and they never complained about having enough room.

As far as drive, the Xterra certainly feels like an SUV. The ride was a little on the rough side, but power from the V6 is plentiful to get up and go quickly.

NEWS EDITOR GREG MIGLIORE: With yet another snowy commute upon us, I was glad to have this formidable Xterra for a night. It's an absolute fortress, which was a nice demeanor to have when cutting through a bad neighborhood to get to the freeway.

Mostly, I liked this vehicle. But it could use a touch of refining. The V6 is strong. I would have guessed there were more than 261 ponies underhood, and the torque is evident early and remains plentiful. The transmission is also quite smooth. Opening it up on an open road, I was impressed by how smoothly the revs were summoned and channeled; building speed was no sweat. The chassis is a bit bouncy, but not overly so.

My biggest complaint was the heavy steering. Yes, this is a big SUV; the tires are huge, and I get it. And I do like the weighted steering feel, but this is a bit excessive. It feels like you're steering a steamship. Our long-term Ram 1500 is humongous as well, and the steering isn't even half this heavy. The Xterra does react to inputs, but this feel is just not for everyone.

I like the blocky, rugged styling of the Xterra, though it's looking a bit dated to me. The seats are comfortable, and some of the plastics look decent, though the door trim feels a bit inexpensive.

Overall, I liked the Xterra, but it wouldn't be at the top of my list in this segment.

ASSISTANT ART DIRECTOR/DESIGNER TARA KLEIN: This thing is a beast, and I like it! The aggressive, tall stature is a tad intimidating at first glance, but once nestled into the driver's seat, I felt at ease. The Xterra has a clear off-road/outdoorsy identity that is carried throughout every feature and function. The body lines are squared-off, the interior vibe is utility-based, and the ride is a bit rougher but can conquer anything.

The Xterra is like a security blanket when it comes to winter driving; the driver feels comfortable, safe and at ease with it. Every road blemish is felt, but that's somewhat expected when driving an SUV of this kind.

The interior had a simple, easy-to-navigate design and comfy seats. You're going to be hard-pressed to find something that can't be hauled in this vehicle. Whether inside, on the roof rack or towed behind, the Xterra is built to handle everything you need.

COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: This Xterra is an interesting ride and drew lots of looks in my overnight with it. It's big and bulky and says, "Get out of my way." Which is good, except for the fact that getting this truck up to speed can be a bit of a chore, as can directing it. You really have to work your right foot to get going, and the steering felt overly taut and heavy. You can't be graceful in making sharp turns, but then again, the people to whom this truck is marketed likely don't care about that.

If you are an off-roader, camper, backpacker, etc., the Xterra would be right up your alley. The looks, the tires and the interior--everything screams off-road. The truck did handle well in some light snow, which was good, and I liked the higher driving position. There were times, though, that the Xterra felt top-heavy, which isn't a big surprise with all the ground clearance.

2011 Nissan Xterra PRO-4X

Base Price: $30,900

As-Tested Price: $32,725

Drivetrain: 4.0-liter V6; 4WD, five-speed automatic

Output: 261 hp @ 5,600 rpm, 281 lb-ft @ 4,000 rpm

Curb Weight: 4,432 lb

Fuel Economy (EPA/AW): 17/15.9 mpg

Options: PRO-4X leather package including leather seating surfaces and driver's-seat back pocket ($1,000); Nevada tow package including tow receiver hitch, hitch ball mount class III, hitch cap, tow wiring harness ($460); iPod interface ($250); PRO-4X floormats ($115)

2011 Lexus RX 450h, an AW Drivers Log:

Posted: 08 Feb 2011 05:47 AM PST

2012 Infiniti M Hybrid/M35h, an AW Flash Drive:

Posted: 07 Feb 2011 10:00 AM PST

a side view of the 2012 Infiniti M Hybrid.
The 2012 Infiniti M hybrid's powertrain has a combined output of 360 hp.

What is it?

This is the first application of Infiniti's new hybrid drivetrain, placed in a sportingly luxurious M37 sedan. To make an M hybrid, known on its trunk lid as the M35h, this car has a 3.5-liter V6 instead of the 3.7-liter from the M37, an electric motor/generator where the torque converter used to be and a 1.4-kilowatt-hour lithium-ion battery pack where half of the trunk used to be. Infiniti promises you'll get "V8 performance in a V6 engine with gas mileage like a four-cylinder."

The 3.5-liter Atkinson-cycle V6 is longitudinally mounted and drives the rear wheels. Combined with a 50-kilowatt electric motor, it produces a hybrid system net power of 360 hp. Transmission is a seven-speed automatic. (It has two clutches but is not a dual-clutch system in the traditional sense; the second clutch is at the back of the transmission and disengages to allow the motor/generator to start and stop the engine.) EPA mileage is 32 highway, 27 city and 29 combined.

What is it like to drive?

We drove it 34 miles through West Los Angeles traffic and, while we didn't really get to try out the full sports sedan part of the equation, it was at least a promising combination of luxury cachet and seemingly decent handling. A button on the center console allows you to switch driving modes: a fuel-sipping eco mode, which we absolutely couldn't stand because it felt as if there was a Coke bottle stuck under the gas pedal; a sport mode, which after our drive we felt should be the default position, and standard and snow modes.

We didn't get a chance to try out the 0-to-60-mph claim of less than six seconds, but we did learn that brake-torqueing a powertrain that shuts down at stoplights makes for a very awkward launch. Curb weight is 4,129 pounds, up 280 pounds from the M37 and 101 pounds more than the M56. So sub-six-second 0-to-60-mph runs seem at least plausible.

As for efficiency, the on-board computer showed that we got 23.2 mpg on our 33.7-mile morning drive through stop-and-go traffic. Gently feathering the throttle straight out of the parking lot, we only got three blocks before the internal-combustion engine kicked in, not the 1.2 miles Infiniti said it'll do, but that all varies depending on the battery pack's state of charge. The dashboard readout showed that we went 14.2 miles, or 42 percent of our 33.7-mile drive, on battery power.

Do I want it?

Do you want to pay $5,700 more and add 271 pounds to get 30 hp more and an additional 7 mpg? The V8-powered M56 has 420 hp and weighs 101 pounds less but costs $5,700 more and gives up 8 mpg. Juggle the numbers and see if you like them. No doubt for some, the "h" on the deck lid will be worth the cost of admission in eco chic.

As for driving, a more complete evaluation will be necessary before we can pass judgment on this sedan, but so far, so good.

It won't be too long before everything on the market is going to have some kind of mileage-stretching technology on it, to meet looming CAFE requirements. If this is the way carmakers are going to handle those challenges, the future might not be so bad.

2012 Infiniti M Hybrid

On Sale: Mid-March

Base Price: $52,200 (AW est based on Infiniti's hinting)

Drivetrain: 3.5-liter, 302-hp, 258-lb-ft V6; 50-kilowatt electric motor/generator; 360 hp hybrid system net power; RWD, seven-speed automatic

Curb Weight: 4,129 lb

0-60 MPH: Less than 6 sec (mfr)

Fuel Economy (EPA): 27/32/29 mpg city/hwy/combined

2011 Volkswagen Jetta SEL with Sport Package, an AW Drivers Log:

Posted: 07 Feb 2011 08:04 AM PST

NEWS EDITOR GREG MIGLIORE: I came away pleasantly surprised after my night in the Jetta. The exterior is considerably upgraded from the last model, and it's a somewhat fun car to push around. The angles and lines evident in the rocker panels and fenders give this car a much more athletic demeanor that that of its predecessor. The headlights are sharp and the taillights look like they were stolen from an Audi. It still looks like a Jetta, just one that's been hitting the gym and has a new wardrobe.

Still, the drive character is a bit blah. The 170-hp output is adequate; that's the best I can say. This is a car enthusiasts have to put effort into to wring the most out of it. That's fine, but without aggressive shifting, it's a sedate ride. The other side of that is the fuel economy is strong, and the fuel-gauge needle didn't even flinch on my 60-mile round-trip commute.

The steering is excessively light. Mainstream consumers might like this, but enthusiasts will yawn. The five-speed manual is flat-out easy to use. The clutch is soft and the shifting smooth and simple. I actually liked whipping through the gears more than I had to just to be overly involved and stimulated.

The acceleration isn't quick, though it's possible to fling this Jetta forward from launch if you stay in second gear. Speaking of that, if you want to pass with verve, you have to drop down to third. Going from fifth to fourth does absolutely nothing on the expressway.

The interior is clean, and the black setting makes this look chic. And the stereo rocks. Mix in some satisfying bite from the brakes and it's a decent driver. The price is reasonable considering the navigation, seat burners and looks.

I'd give it a B+ overall, and it's a car I wouldn't mind driving. You just have to create your own excitement via stick and pedal. With a slush box, this would be a snoozer.

EDITOR WES RAYNAL: I, too, came away impressed--I liked the car a lot better than I thought I would. This is the "dumbed-down-for-the-mainstream-American-buyer" model, which is VW's new strategy. Though I must say I disagree about the interior--I actually think the materials are worse (especially the dash), though fit is good and it's still better than 99 percent of the small cars out there. The seats are still best in class. The exterior is quite a bit duller than the old model's.

But the good news is that driving the Jetta is still the pleasant experience it's always been in my opinion, so it doesn't seem like VW skimped underneath in terms of cost-cutting. The car rides and handles as good as the old one did, and the 2.5-liter has plenty of guts, so it's a nice driver.

ASSISTANT ART DIRECTOR/DESIGNER TARA KLEIN: This makes it three that walked away surprisingly impressed with this car. I had it for a weekend and was bummed on Monday to give it back. The exterior looks like it grew up and matured, in a good way, featuring more straight edges and modern lines. I can see the Jetta appealing to a larger audience because of its simple and uncomplicated appearance.

The shifting is incredibly smooth and a cinch to operate, resulting in an enjoyable ride.

I drove in some winter snow and slush, and I was pleased with the handling and the level of control as the white stuff piled up on the roads. I never once felt uncomfortable or stressed behind the wheel.

Speaking of comfort, the interior provided just that. The seats continually accommodated me and my passenger during my travels to pick up a motorcycle frame. The back seats had plenty of room, transporting overnight bags and a large motorcycle tank. The frame fit easily in the trunk, also with room to spare.

The simplified look of the exterior carried into the cabin, but it also featured luxuries such as the heated seats and a navigation system. Even though there could have been a better mix of materials, I think VW pulled off creating an upscale, updated interior with hard plastics.

The versatility, comfort and quality of the 2011 Jetta shouldn't disappoint, especially for the price.

ASSISTANT ART DIRECTOR CHERYL L. BLAHNIK: There was a time when I thought the Jetta might be the car for me to buy. I remember nice interiors, small size and great peppiness. Unfortunately, a lot has changed since then.

From the moment I got into the car, it felt like it took me an eternity to find a comfortable driving position, and while moving dials and levers to get comfy, everything was so tight. It was as if my hands could barely fit in the spaces to make changes. The overall interior didn't feel fun and hip but bland, and it looks like the quality of materials has gone down from previous Jettas.

The exterior seems to have gone soft, too. It just blends in with so many other vehicles and doesn't stick out as much. Call it mainstream, but not everyone is into looking like everyone else.

When it comes to driving it, Greg nailed it when he said it felt "blah." I was expecting plenty of spunk, but that wasn't the case. Where is the power in this I5? As Greg said, passing on the expressway is a third-gear affair.

Overall, I can sum up my thoughts about the new Jetta in one word: disappointed.

2011 Volkswagen Jetta SEL with Sport Package

Base Price: $23,765

As-Tested Price: $23,765

Drivetrain: 2.5-liter I5; FWD, five-speed manual

Output: 170 hp @ 5,700 rpm, 177 lb-ft @ 4,250 rpm

Curb Weight: 3,018 lb

Fuel Economy (EPA/AW): 27/26.7 mpg

Options: None

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