Since the first generation Prius made its appearance just over fourteen years ago, more than two million Prius vehicles have been sold globally,986 percent of which are still on the road, and Toyota has continued to evolve the iconic hybrid by introducing significant new model variants, while ever improving and enhancing existing models.

Enter the Prius c Hybrid for 2012 – a four door sub-compact  Front-wheel drive hybrid hatch that will fill the bill as an entry level or gateway hybrid in Toyota’s fuel efficient stable of vehicles, and which serves to complete the Prius family of four hybrid vehicles. The “c” designation stands for “city”. It is set to go on sale at a price point starting at $18,950. and will weigh 542 pounds less than the current Prius Liftback, tipping the scale at 2,496 pounds. It is not only lighter, but smaller dimensionally as well. While adapting the Hybrid Synergy Drive to fit the diminutive Prius c platform, which is based basically on the Toyota Yaris, each of the system’s major components were redesigned and re-engineered to effectively reduce weight and scale, and to improve efficiency. Prius c is 19.1-inches shorter than the Prius hatch.

The 2012 Prius c promises to deliver the highest rated city fuel economy of any vehicle currently on the market without an electrical plug. It is a subcompact hybrid vehicle that also delivers an impressive level of available convenience oriented, high-tech electronic features such as: a standard 3.5-inch full color TFT multi-information display; hands-free phone capability, USB port with i[Pod connectivity as well as available Display Audio system with Navigation and Entune™, Toyota’s Multimedia infotainment connectivity system.

Despite its subcompact dimensions, the effective packaging strategy has strategically positioned key drivetrain componentry within the chassis, while focusing on optimizing usable interior space along with maximizing handling characteristics. The gasoline engine, transaxle and power control unit were positioned in the vehicle to enhance weight distribution and to lower the center of gravity. The fuel tank and 144-volt nickel-metal hybrid battery pack, which weighs 68 pounds and consists of 120 cells, are placed together beneath the rear seat., resulting in the Prius c being able to provide 104 cu. ft. of interior volume (87.4 cu.ft. passenger volume along with 17.1 cu.ft. of cargo space).

The 2012 Prius c  will be available in four levels of trim or grades that provide consumers with desirable features, equipment and enhanced capability in varying value packaging to satisfy personal requirements, while meeting individual budget scenarios. Grade levels include: Prius c One; Prius c Two; Prius c Three; and the top of the line Prius c Four. The  c One comes with a solid, folding seat back, while the remaining three grades provide a 60’40 split folding seat back.

Visually, the entire Prius c  lineup displays a sleek, youthful and sporty image, with its aerodynamic form, athletic, low, wide stance and smaller overall footprint than its siblings. Wheel-wells are pronounced, with the front and rear wells connected by a gently rising character line. The rear is finished off by tall, bold taillamp units, an integrated roof spoiler and smooth, wide rear fascia. The interior tends to match the flowing lines of the exterior, featuring user-friendly control placement.

Standard equipment will include such features as: automatic climate control; tilt-telescopic steering wheel with audio, climate, Multi-information Display and Bluetooth® hand-free controls, as well as remote keyless entry with illuminated entry. There’s lots more, but space here is limited. The only stand-alone options are a sunroof that is available on grades Three and Four and the 16-inch alloy wheels and tires.

During the national press launch, journalists were afforded the opportunity to test drive preproduction Prius c  vehicles in varying grade levels. My driving partner started our test exercise in a very base grade Prius c One that sported an Absolutely Red (yes, that’s really the color name) exterior and that featured a gray cloth interior with Charcoal trim elements., and riding on 15-inch wheels and tires. The MSRP was set at $18,950, which with the Destination and Handling charge elevated the total to $19,710. We later tested a Prius c Four finished in the same shade of Red, but with partial leather seating surfaces and an optional sunroof, riding on 16-inch wheels and tires.

The Toyota Prius c showcases an impressive array of standard safety equipment and features, as part of in their Star Safety System™, which include: Vehicle Stability Ciontrol; Traction Control, ABS, EBD, BA and Smart Stop Technology, not to mention 9 airbags.

The Hybrid Synergy Drive system is made up of the following components: the gas engine, an electric motor within a CVT, a NiMh battery pack, a Power Control unit or inverter, a DC-Dc converter and a Hybrid control computer. There are no belt drives within the system for greater operational efficiency, and the Prius c is capable of operating at a speed of up to 25 mph in a purely electric mode for a distance of roughly one mile. There are actually three operational modes: a Normal operating mode, Eco mode and EV (electric) mode.

SUMMARY:  Whether or not the new 2012 Prius c will appeal to its primary target market of early 20’s young adults remains to be seen, but bottom line, it is sure to have a strong appeal to those individual consumers who desire to own an affordable entry level hybrid vehicle that’s loaded with state-of-the-art technology and convenience features and equipment.

As usual, driving a Toyota Prius Hybrid model is much like piloting a conventional non-hybrid vehicle, except for the engine Stop/Start  feature and regenerative braking, along with Eco and EV modes which extend range.

The new Prius c lineup represents a more affordable way to get into ownership of a proven hybrid vehicle. It is actually fun to drive, despite the fact that the smaller gasoline engine has to work harder on steep uphill runs. The grades that are equipped with 16-inch alloy wheels and tires deliver more solid handling character characteristics than those grades with 15-inch donuts. The grades equipped  with16-inch rolling stock also enjoy a more precise steering feel and suspension enhancements for a really noticeable plus in sporty feedback.

The interior is well done and actually provides a roomy, comfortable cabin. Rear seat pace is limited for anyone well over 6 feet tall, but is idea for young children. Accommodations are surprisingly ample given the exterior dimensions. The Prius c lineup should prove to be another homerun for Toyota Prius Hybrid family.

SPECIFICATIONS:

Toyota Prius c  Grade One Hybrid – 2012

Base Price:                           $18,950. Grade One / Grade 4= $23,230.

Price as Tested:                   $19,710. Grade One / Grade 4= $24,790.

Engine Type and Size:            1NZ-FXE1.5-liter inline four-cylinder Atkinson cycle with VVT-i.

Horsepower (bhp):                     73            @ 4,800            rpm

Torque (ft./ lbs.):                        82            @ 4,000            rpm

Electric motor output:            60 hp (45kW)

Total system output:               99 hp (74 kW)

Transmission:                        Continuously Variable Transaxle. (CVT).

Drive Train:                            Transversely mounted front gasoline engine and electric motor / Front-Wheel Drive.

Suspension:                         Front – MacPherson Strut with coil springs and shock absorbers.

                                                Rear – Tuned Torsion beam with coil springs and                                                             tower shock struts.

Brakes:                                  Power-assisted front vented discs / rear drum with                                                             ABS, EBD, BA, TPMS and Smart Stop with regenerative                                                             braking.

Tires:                                     Low rolling resistance all-season Bridgestone Turanza                                                 P175/65 R15 mounted on 8-spoke composite covers over steel wheels. Optional 16-inch 8-spoke alloy  wheels shod with 195/50 R16 tires.

Wheelbase:                               100.4            inches

Length Overall:                        157.3            inches

Width:                                          66.7            inches

Height:                                        56.9            inches

Curb Weight:                             2,496            lbs.

Fuel Capacity:                            9.5            gallons

EPA Mileage Estimates:          53            mpg city / 46            mpg highway – combined=50 mpg. / 95 MPGe

Drag Coefficient:                        0.28

0 – 60 mph:                                 11.5            seconds. Top speed=105 mph.

Familiarity Breeds content

                                                            328i

Monterey, CA.- As usual, BMW has gone and improved an existing series to the point where it seems to surpass, or at the very least, to equal, the Series lineup above it. If that’s confusing, simply stated, the 6^th generation 3-Series is all-new, yet is on a par with, if not better than earlier 5-Series models. Technically, the 2012 stable of 3-Series vehicles might well be termed the 61/2 or seventh generation, if one were to include the iconic 1600 and 2002 models.

This latest iteration 3-Series – code-named F30 is truly a marvel that is offered in several forms. First of all, there are two basic models based on two engine variants: the 328i powered by a 2.0-liter, DOHC, 16-valve inline four-cylinder with TwinPower Turbo technology, High Precision Direct Injection, Valvetronic, and Double VANOS steplessly variable valve timing. The four-cylinder coded as N20 produces 240 horsepower in a range from 5,000-6,000 rpm, along with a torque rating of 255 pound feet from 1,250-4,800 rpm. This represents a healthy increase over the old N52 six-cylinder, which delivered only 230 horsepower at 6,500 rpm and 200 lb.-ft. of torque at 2,750 rpm.

 Next is the 335i that draws its motive force from a 3.0-liter (coded N55) DOHC 24-valve inline six-cylinder with TwinPower Turbo technology, High Precision Direct Injection, Valvetronic, and Double VANOS steplessly variable valve timing. The inline six-cylinder makes 300 horses from 1,250-4,800 rpm while generating a like amount of torque (300 lb.-ft.) from 1,300-5,000 rpm. Both engines come with an engine Auto Stop/Start feature, and both models may be coupled to either a Turbo six-speed manual gearbox or an electronic 8-speed automatic which may also be shifted manually. For now, both the 328i and 335i are configured as rear-wheel drive sedans, with an X or All-wheel Drive to come later. Look for an M version to bow later as well.

 The 335i outweighs the 328i by 133 pounds. It tips the scales at 3,416 pounds when fitted with the ZF 8HP45 eight-speed automatic, or 3,406 with the I-350 Turbo six-speed manual.

There are significant design modifications that make up the all-new 3-Series, not the least of which is the flowing connection of the headlamps into the twin-kidney grille. There is also a connection made between the pronounced wheel wells by a strong character line just above the lower rocker panels. Strong shoulders are readily apparent, as is the broad and athletic stance. The 3 Series will be available in four levels of trim: a Base trim, which has no specific line designation; a Sport line package; a Luxury line package; and a Modern line package.

The base model is actually a far cry above an entry level, delivering an impressive inventory of standard features and equipment. It is actually much more than simply adequate in the performance department – it is a “kick-in-the-pants” to pilot on the street or on a track.

To properly evaluate members of the 3-Series stable, members of the national journalist corps were split into two groups to experience both the car’s road manners and track capability. The drive formats had one group hitting the road from Monterey, down Highway 1 and over Nacimiento Road, through the Hunter-Liggit military reservation and Salinas to Mazda Raceway at Laguna Seca, while the alternate group hit the track first. Groups then traded venues following lunch at Laguna. On hand for hot laps were BMW GT team drives Bill Auberlin and Joey Hand. There were also members of the BMW Performance Driving Center in Spartanburg South Carolina to offer instruction to those who wanted to improve their on-track skills. I took a couple of hot laps with Joey Hand who delighted in rotating the a 335i- automatic through even the famed “cork-screw”.

My driving partner and I began our driving with the on-road exercise in a 328i equipped with the 8-speed automatic and in Modern Line trim, finished outside in Imperial Blue metallic and inside in Dakota leather with Oyster trim accents. The base price was set at $34,900 while optional extras and destination charges upped the final sticker to $49,870. Midway through the road trip, we traded for a 335i also with the automatic with a Black Sapphire exterior and Venetian Beige Dakota leather interior base priced at $42,400 which with options and destination fees elevated the final sticker to $53,545. I later drove away a 328i automatic finished in Mineral Gray metallic with a Black Dakota leather interior, with an MSRP of $34,900 and a final sticker of $49,445 after tacking on for options, etc.

SUMMARY:  The 2012 BMW 328i is more than enough car for most driving enthusiasts, even with the 8-speed automatic, and especially on the road. Dyed-in-the-wool “Hot Shoes” will of course probably opt for the added horses served up by the 335i – for bragging rights if for no other reason. On the track, the 328i was perfectly capable of holding its own with the 335i. Auberlin and Hand put both cars to the test in a track shoot out. The 335i exhibited longer legs with more pulling power on the straight sections of the track, with a more robust exhaust note through its split dual outlets, while the 328i (featuring dual left-side outlets) was capable of catching up on entering and through the turns.

                                                            335i

Factoring the weight differences and variances in power output, the 328i was perhaps overall the most fun to drive. Both cars share the same 130 mph top speed while the 335i trims only half a second off the 0-60 time of the 328i which is 5.9 seconds. EPA estimates give the nod to the 328i with 24-mpg city and 36 mpg highway. The        335i delivers an estimated 23-mpg city and 33 mpg on the highway.

There are lots of new technological features packed into this latest 3-Series iteration, including a new treatment for the Driver Dynamics Control which consists of a console-mounted switch that allows the driver to select from a Comfort mode, Sport mode, Sport Plus mode and a new ECO PRO mode. All modes provide varying levels of  throttle response, engine mapping, power steering feel and Dynamic Stability Control intervention, as well as different shift points for the automatic transmission. The ECO PRO mode tends to minimize the performance quotient while focusing on maximizing economic operation – what’s the fun it that for “the Ultimate Driving Machine”?

In any case, what this latest sixth generation 3-Series has to offer, ranks it as the best 3 Series produced to date. It’s certainly as much fun to drive as ever – actually more so than before. It looks great, and now with its EfficientDynamics, it’s also more economical to operate (if you want it to be).

SPECIFICATIONS:

2012 BMW 3-Series – 328i & 335i sedans

 Base Price:                           328i – $34,900. / 335i – $42,400.

Price as Tested:                    328i – $49,870. / 335i – $53,545.

Engine Type and Size:       328i – N20 – 2.0-liter DOHC, 16-valve inline four-cylinder with TwinPower Turbo technology, High Precision Direct Injection, Valvetronic, and Double VANOS steplessly variable valve timing.

335i – N55 – 3.0-liter DOHC 24-valve inline six-cylinder with TwinPower Turbo technology, High Precision Direct Injection, Valvetronic, and Double VANOS steplessly variable valve timing.

Horsepower (bhp):           328i = 240            @ 5,000-6,000             rpm

335i = 300     @ 1,250-4,800            rpm

Torque (ft./ lbs.):              328i = 255            @ 1,250-4,800            rpm

335i = 300            @ 1,300-5,000            rpm

Transmission:                   Six-speed manual or 8-speed automatic with paddle                                                             shifters.

Drive Train:            Longitudinally mounted front engine / Rear-wheel Drive.

Suspension:             Front – Double-wishbone pivot strut-type front                                                                         suspension with aluminum components on rear-wheel                                                 drive models for reduced unsprung weight.

                                     Rear – 5-link system

Brakes:                      Power-assisted four wheel vented discs, ABS,

Tires:                          Goodyear EfficientGrip run flats – P225/45 R18 91V                                                             mounted on 10-spoke alloy wheels (328i) / 7-spoke  alloy wheels (335i).

Wheelbase:                       110.6            inches

Length Overall:               182.5            inches

Width:                                  71.3            inches

Height:                                56.3            inches

Curb Weight:                     3,461 lbs. -328i / 3,594 lbs. – 335i

Fuel Capacity:                     15.8            gallons

EPA Mileage Estimates:   24            mpg city / 36 mpg highway – 328i

23             mpg city / 33 mpg highway – 335i

Drag Coefficient:                Not listed.

0 – 60 mph:   5.9   seconds 328i / 5.4 seconds 335i / – Top speed     130 mph.                         

For 2012, customers have more variations of the Civic to choose from than ever before. There are five in fact: The Civic, Civic Natural Gas, Civic Hybrid, Civic Si, and the Civic HF or “high efficiency.”

The Civic HF one of the newest additions to the Civic lineup for 2012. There’s a lot of confusion of what exactly the Civic HF is. Underneath, it’s the Civic LX. To make it distinctive and exceedingly fuel efficient, Honda has added the low-drag body panels of the Hybrid, four low rolling resistance tires, and the wheels from the last generation Civic Hybrid. Added together, the HF makes for a very affordable and fuel efficient mid-size sedan.

-Exterior

As we mentioned above, the Civic HF has been built to glide easily through the air without causing much drag. The less a car has to work to push forward through the air, the less fuel it will consume. Invariably, with most aerodynamic vehicles, the Civic HF is not the most exciting looking car on the market. That’s not to say it’s boring or bad looking.

To be most aerodynamic, Honda has ironed out most of the visually appealing bodylines. However, what might otherwise be a drab body has been spiced up with a distinctive wheel set. We recognized the old Hybrid wheels on the HF but felt they looked more vintage Honda than their age would suggest. It’s these throwback wheels that make the HF feel special. They’re not only striking but they stand as a reminder of the inventive thinking behind the HF itself.

-Interior

The best way to describe the HF is interior to say that it’s “regular.” We mean that in the best possible way. All too often automakers get caught up in overwhelming interiors. Packed with advanced technology, carbon fiber trim, and buttons. Many modern automotive interiors can make drivers feel claustrophobic. The Civic HF interior is anything but.

Though perhaps overly grey, the HF interior is simple and serves its purpose. It’s a sturdy, no frills automotive interior. All the bits are robust and well built. It doesn’t have any extraneous bits owners need to worry about ruining or breaking if they’re not careful. It’s the kind of interior buyers used to find in vehicles of yesteryear. One if left in the care of a rambunctious labradoodle would come through virtually unscathed.

The Civic HF isn’t a big car but delightfully the interior isn’t small. Even tall drivers will find it roomy and comfortable in every direction: truly rare in small, fuel-efficient vehicles of any kind.

-Economy

It was at the gas pump where the Civic HF really sold us. We’re a bit wary of the new fad of the hybridization of nearly every new car. Fitting them with a thousand pounds of lithium batteries and an electric motor in order to improve fuel economy ratings a bit doesn’t quite pass the smell test.

Aside from the extra cost associated with eventually replacing the massive battery packs, we’re not convinced that the harvest, refinement, and transport of precious earth metals is really a viable ecological solution to fossil fuel use. Instead, we’d rather see a rash of new, more fuel-efficient gasoline and diesel-powered vehicles like they have in Europe.

The EPA rates the Civic HF at 29-MPG city and 41-MPG highway.  Usually these EPA fuel economy numbers are about accessible as Brad Pitt and Angelina Jolie. In the case of the Civic HF, however, they were easily achieved. Even our lead-footed drivers made 29 city and 39 highway with an average of 33 MPG overall. For us, this is a huge feat. So many companies claim fuel consumption numbers that are nowhere near attainable. Honda ingeniously maximized the raw power of every drop of gasoline.

-Driving Impressions

The efficiency of the HF is palpable. When you let off the gas, there is so little rolling resistance—thanks to the special tires and the aerodynamic body—the Civic HF actually feels as if it accelerates upon coasting. The Civic HF feels like it could roll forever, unencumbered by frictional forces. It is really quite a wondrous sensation.

Beyond that, the drive is quite mild. It’s an effortless car, this. There is no satnav to distract. There are no big flashy screens. You can’t even connect your phone for hands-free Bluetooth. You are left with a spare interior and a delightfully Zen driving experience.

Braking is forgiving but firm. The steering is light but exact. The climate control is laid out in a highly intuitive fashion. The drive train barely makes noise. And though it’s a very fuel-frugal vehicle, it’s got power to get up and go if you need.

-Close

Though automaker’s engine and fuel efficiency technology has rocketed forward in the last decade, new cars have been getting heavier with more computers and safety equipment. To answer this, the automotive industry has developed an inexplicable fetish for hybrids, overly complicating the issue.

The Civic HF on the other hand is exactly what fuel-efficient cars of the future should be: simple. Adding weight, technology, precious metals, and extra drivetrain components is like sewing Jessica Biel’s head to Charlize Theron’s left shoulder. It’s just not necessary. We know how to make fuel-efficient gas and diesel motors. So let’s do just that.

What’s even more brilliant about the Civic HF is that it’s not some stripped down trike built in someone’s shed. It’s a proper sedan from an automotive world power for only $20,225. It has six airbags, four doors, and a three-year warranty. And yet it’s able to achieve 41 mpg without resorting to (environmentally) dirty tricks.

Anyone who hasn’t been keeping up with auto industry news, or is under 40 years old, might not know that Fiat is back, and it’s a part of Chrysler, or vice versa.

When the Iranian oil crisis ended in the 1980s and people started buying SUVs the small fuel-efficient Fiats fell out of favor and sales of the small Italian cars nearly stopped.  In 1984, Fiat pulled the plug in the U.S.  Then nearly three decades later the U.S. auto industry fell into an economic sinkhole and Chrysler went bankrupt.  Along came Fiat and took over.  As of January 2012, Fiat owns 58.5 percent of Chrysler — in a year or two, Fiat will own it all.  With that beachhead in place Fiat reasoned, America needs small cars again, why not bring back the Fiat, and so they did.

When it was launched last year Sergio Marchionne, who happens to be the CEO of both Fiat and Chrysler, projected they would sell 50,000 of the cute little Fiat 500s the first year.  The 500 was popular with the media but was only popular with 26,294 customers the first year, even though that was more than Mini sold during their first year back in the U.S. market.

In January 2012, Marchionne said he was responsible for the poor start and told the North American Fiat dealers, he’d find a way to make up for the poor start.

We recently spent a week in the 500 at home, and we think it’s the right car at the right time, for the right customer.

At 140 inches long and weighing 2,400 pounds, the 500 is about 100-pounds lighter and six-inches shorter than a Mini Cooper.  Compared side-by-side, the original 1980s Fiat 500 and the new one look like a 97-pound weakling next to body builder on steroids.  The bulk and muscular toning looks good on the still dinky new 500, as does its racy raked look and wheels pushed to the far corners.

The simplistic interior has some cool touches like the surfboard shaped dash panel in the same color as the exterior paint.  The center stack, which contains the climate and audio controls, can also be ordered in an ivory or black color.

The retro inspired interior has plenty of headroom and legroom for average size passengers but the cabin’s width is a little limiting for an Italian, like Barbara, who tends to talk with her hands.  Rear seat access is easy with the easy-access front seats that fold and slide forward, but there is very little room for passengers, so that space is more for an occasional smaller passenger or child seat.

Even though the 500 is an entry-level car there are certain available features that give it a premium touch, for example, heated leather seats, a built-in Tom Tom® navigation system with Blue&Me™ Hands free Communications and Bose audio system.

The front-wheel drive Fiat is powered by one of the smallest engines used in a car sold in the U.S. market.  The 101-hp, 1.4-liter four-cylinder Fiat engine has the first U.S. application of Fiat’s MultiAir® technology – a fully variable valve activation system.

“The new Fiat 500 enables the individual to be more ecologically responsible with its industry-first MultiAir engine technology and eco:Drive™ Application that will improve driver efficiency,” said Joe Grace, Vehicle Line Executive, Fiat 500. “The new Fiat 500 delivers the complete efficiency package. MultiAir technology offers up to 10 percent greater fuel efficiency and power while decreasing CO2 emissions up to 10 percent compared to engines without the system.”

With such a small efficient engine, we thought the 500 might be a little sluggish, but the 500 feels quite spirited.  The five-speed manual is certainly more fun to drive, but the six-speed automatic gets the job done.  Although it feels a little quicker, 0 to 60 mph comes gradually, taking 9.7 seconds.  The EPA estimates fuel economy at 30 mpg city and 38 mpg highway for the manual transmission and 27/34 for the automatic.  We averaged 34.8 mpg during our week in the 500 with the manual transmission.

The 500 comes in three trim levels with unusual names: Pop, Sport and Lounge.  The Pop is priced at $16,000, including the destination charge.  It is a well-equipped base model.  The Sport, of course, is the sporty model, also with a manual transmission, but with enhanced suspension, exhaust and aerodynamics.  It is priced at $18,000.  Shoppers with fashion-oriented lifestyles will most likely be attracted to the Lounge, which has all the premium features like the automatic transmission, glass roof and Bose audio.  The Lounge has a base price of $20,000.  Equipped with all the available options including leather seating, convenience group, moonroof, premium wheels and optional paint color the Lounge can cost as much as $23,150.  For the fashonistas, there is also a special edition Gucci model with lots of extra bling and a more Gucci like price of $24,000.

RV owners will be happy to hear that the Fiat 500, with a manual transmission, can be towed behind a motor home with four wheels on the ground, however, the automatic version would need to use a tow dolly.

     The Fiat 500 is a fun car and would be perfect for someone living in a city.  The small size would be easier to park and it’s very agile moving through traffic.  We doubt the 500 would be the best road trip car even though it rides quite nicely and is quieter than many other small cars.

At the 2012 North American International Auto Show in Detroit in January, Fiat introduced the long awaited Abarth performance version.  With its 160-hp turbocharged engine, enhanced suspension, accompanying tuning, and performance upgrades, the Abarth should develop a quick cult-like following.

S2338 © Copyright 2012 by Auto Digest

The forceful sports car styling is backed up with two enhanced powerplants, a turbocharged four-cylinder and sophisticated direct-injection V-6.  Both engines are stirred to maximum benefit by a standard six-speed manual transmission or optional Hyundai designed and built eight-speed automatic transmission with paddle-shift SHIFTRONIC^® manual-shifting capability.  In addition to the steering wheel-mounted paddle shifters. A clear LCD readout on the instrument panel shows the selected gear at all times.

The standard engine is a 2.0-liter turbocharged four-cylinder pumped up by 30 percent up to 274 horsepower on premium fuel.  The engine automatically adjusts to a regular fuel diet, too, but drops the horsepower to 260.  Zero to 60 mph acceleration times are expected to be in the low six second range and fuel economy is 20 mpg city and 31 mpg highway.

Technology upgrades to the 3.8-liter V-6 Lambo DOHC V-6 have increased horsepower by 42 to 348.  The result is a zero to 60 mph time in the low five-second range while record fuel economy of 18 mpg city and 28 mpg highway. Engineers added to the sporty nature by using an intake sound induction pipe into the cabin to enhance the performance sound.

The Genesis Coupe’s body makes copious use of ultra-high-tensile steel to cut weight and enhance rigidity. The rear-wheel drive powertrain configuration provides a well-balanced 55:45 front-to-rear weight distribution for the 2.0T, and 56:44 for the 3.8 model.

Genesis Coupe has MacPherson strut dual-link front suspension and a five-link rear suspension setup. The front suspension is mounted to the body via a solid subframe to save weight and increase body strength.  The high-performance Genesis Coupe R-Spec and Track models have track-tuned suspension calibrations for even better handling characteristics.

Brembo^® brakes provide extra stopping power on the R-Spec and Track models, while all other models get substantial 12.6-inch front ventilated rotors and 12.4-inch rotors in the rear.

Among other premium features are an available Infinity^® premium audio system and two-stage front seat heaters. Genesis Coupe also offers the convenience of a Proximity Key and push-button start.

Genesis Coupe offers Xenon high-intensity discharge (HID) headlights, for brighter illumination intensity, more daylight-like lighting character and reduced power consumption. In addition, the visual cut lines of these HID headlights are razor sharp, providing maximum nighttime visibility to the driver without the risk of blinding oncoming traffic.

Hyundai Blue Link telematics is available on 2013 Genesis Coupe 3.8 Grand Touring/Track and 2.0T Premium trim levels. “Blue Link combines safety, service and infotainment into a complete package that works to both help simplify Hyundai owners’ lives and reduce distracted driving,” said Barry Ratzlaff, director of customer satisfaction and service business development, Hyundai Motor America. “We’ve carefully studied how drivers rely on smart phones and navigation systems as an innovative link to the outside world. Blue Link brings that seamless connectivity directly into the car with technology like voice text messaging, Point-of-Interest (POI) web search download, turn-by-turn navigation, and monthly vehicle reporting. Our agent-assisted advanced voice recognition system offers a 21st century solution to performing POI searches in the vehicle. This unique and innovative approach enables Hyundai to deliver fast, accurate searches and downloads of POIs to vehicles without the unnecessary costs of traditional operator-only type systems of our competitors.”

The Genesis Coupe goes on sale in early spring 2012.

Now Chevrolet has a new car that’s more like it – think cheeseburger and fries.  Totally satisfying and downright fun, the new Chevrolet Sonic is a tasty treat on GM’s menu.

Developed from GM’s new Global Small Vehicle platform (called Gamma) the underpinning will be under cars all over the world before long. 

Sonic comes in a pair of body styles, a four-door sedan and five-door hatchback.  The   stylish sedan goes far beyond the bland styling that often plagues entry-level models with a flowing roofline, attractive Chevrolet family front end, sculptured hood and sides with flared fenders.  Then both ends are illuminated with large lights to better see and be seen.

The five-door hatchback is our favorite.  At first glance it looks like a two-door, because the rear door handles are hidden in the rear C pillar.   The hatchback front end is about the same as the sedan, but the rear treatment has a unique rounded hatch, covered by a ‘wrap-down’ spoiler and a C-pillar treatment that sweeps down from the roof to the large rear bumper.   The styling will undoubtedly lend itself to some very creative paint schemes.  Chevy has anticipated customizing desires by offering available body colored wheels, aero kits and graphic wraps to give the Sonic an exciting custom look.  Sonic looks good in photos, but it looked even better in our garage.

Speaking of the garage – the Sonic makes our large garage look massive.  At 159-inches long and 68-inches wide, the Sonic is about a foot longer and a couple inches wider than a Mini Cooper and it looked almost dinky in the garage stall.  Imagine how easy it is to park.

Sonic’s motorcycle inspired interior treatment is unique.  We disagreed over the instrument panel, though.  Barbara thought it was too extreme looking and out of place on the attractive dash.  Bill liked the novelty and ease of use with the large analog tachometer flanked by a large digital speedometer and indicators.  The center stack is bold, too, with large buttons and dials in an easy-to-use formation.

On the passenger side of the two-tone dash with silver metallic accents, the Sonic has a double glove box system.  The top box is perfect to store phones and music devices, and it just happens to have USB and auxiliary device outlets.  Why hasn’t someone done that before, it’s great place to stash those electronic gadgets and hide the wires.  The large glove box below has room for tons of other stuff.  There are also large open compartments on either side of the center stack, space in the doors, the console and in various other locations.   Cargo space is very good for a small car swallowing up to 19 cubic feet behind the rear seat, or up to 30.7 cubic feet when the rear seat backs are folded.  The sedan holds a respectable 14 cubic feet, too.

The front-wheel drive Sonic is available with a choice of two 138-hp four-cylinder engines.  That’s correct; two engine options with the same horsepower.  The base engine is a 1.8-liter naturally aspired DOHC four-cylinder.  The optional engine, which is available on the LT and LTZ models, is a 1.4-liter turbocharged DOHC four-cylinder.  The turbo engine has a couple of advantages including 13 more foot pounds of torque and a five mpg better EPA highway fuel economy rating.

The turbocharged Sonic registers an 8.1 second 0 to 60 mph time.  EPA fuel economy is listed at 29 mpg city and 40 mpg highway for the 1.4-liter turbo.  We actually averaged 35.1 mpg during our week of mixed driving conditions.  The 1.8-liter engine is rated at 25/35 with the automatic transmission.

The Sonic transmission options include a standard five-speed manual for the 1.8-liter engine and an optional six-speed Hydra-Matic option.   The turbo engine is only available with a six-speed manual transmission, which helps give it an even sportier demeanor.

The small size doesn’t equate to less safety.  Rather than seeing how many people they could cram in the Sonic, safety engineers wanted to see how many airbags would fit, and the final count is ten — that must set some sort of record.  Sonic also has a long list of safety features like stability control, rollover sensing, antilock brakes, brake panic assist and even OnStar communications with Turn-by-Turn navigation.

Both the Sonic sedan and hatchback come in three trim levels LS, LT and LTZ.  The LS sedan starts at $14,495, including destination, and the hatchback is $900 more.  The top of the line LTZ sedan is $17, 295 and the hatch back is $17,995.  The LTZ is very well equipped with features like wheel-mounted controls, heated leatherette front seats, cruise control and 17-inch alloy wheels in addition to all the features standard on the other models like air conditioning, keyless entry, power windows, heated mirrors, etc.  Major options include the six-speed automatic for $1,070 or the 1.4-liter turbo engine and six-speed manual transmission for $700.

Sonic looks small, but is amazingly roomy inside.  We were impressed by how quiet and comfortable this car was plus the small size translates into agile handling and driving fun.  It’s not quite at the handling level as the Mini Cooper, but there is a strong resemblance.

Sonic is built at the General Motors plant in Lake Orion, Michigan.

By Bill and Barbara Schaffer

The previous generation A6 looked good and drove great, but wasn’t at the same level as the competitors, and as a result, didn’t inspire consumers to flock to the Audi stores to buy one.  In fact, it’s two chief rivals, the Mercedes-Benz E-Class and BMW 5 Series sold 60,000 and 40,000 units respectively in 2010 as compared to only 8,600 for the A6.  The all-new A6 is more innovative and powerful and a whole lot more stylish making it a much more desirable product and we expect to see a big boost in market share.

Since the new 2012 Audi A6 sedan went on sale in September 2011 it has been gathering accolades including Car and Driver magazine’s “10 Best List”, Ward’s Automotive “10 Best Engines” list, ALG Best residual value in the Luxury Car Category and it was a finalist for Motor Trend “Car of the Year”.

The new A6 styling is much like one of the makeovers of men and women they have on various television shows.  The basic elements are the same, but like on the TV, with the skillful updating the A6 “after” is a head turner.  Family design elements like the Audi grille, unique LED daytime running lights and clean distinct lines create a more contemporary look without letting go of the original.  It’s not as dramatic as the A7, which flaunts sexy four-door coupe lines, but it’s distinctive.

Because car owners spend most of their time inside the car, Audi designers gave the A6 the best looking most functional interior in the segment.  Abundant wood trim, soft touch surfaces and impeccable styling accent the dash and door panels.  The seating is plush while maintaining the supporting elements for aggressive driving.

As good as it looks, however, technology sets this interior apart from others in the category.

Audi’s MMI (Multi Media Interface) has been upgraded with the amazing Google Earth™ navigation system, which displays the map as if it were a live photo taken from above.  The MMI system has three different input options, including the buttons, voice control or an innovative touch pad that recognizes handwriting inputs on a small console mounted pad.  It also has a local search function, Wi-Fi® hot spot for up to eight Bluetooth devices plus audio streaming and Internet radio.

Available features include things like LED headlights, night vision assistant, head up display, adaptive cruise control (with a stop and go function) and side assist (a blind spot warning system).  If you are an audiophile and the 630-watt Bose® Surround Sound doesn’t fit your needs, you can upgrade to the super expensive ($5,900) 1,500-watt Bang & Olufsen® system with 15-speakers.

The safety list is just as impressive with driver assistance systems to help avoid a crash along with pre sensing systems that initiate protection before a crash occurs adding further protection for the vehicle occupants.

Currently, the A6 comes with two engine choices.  The standard engine for the 2.0T Premium and Plus models is a 2.0-liter, 211-hp turbocharged four-cylinder.  This is one of our favorite engines and it always feels more powerful than the specs indicate.  This engine is only available with a CVT transmission and front wheel drive.  It accelerates from 0 to 60 mph in 7.5 seconds, has a top speed, electronically limited, to 130 mph and the fuel economy is very impressive for such a large vehicle, at 25 mpg city and 33 mpg highway.

The A6 3.0T comes in three trim levels all powered by Audi’s brilliant new supercharged V-6.  Equipped with dual intercoolers, direct injection and variable valve timing, the engine is rated at 310-hp.  It drives the standard quattro® all-wheel drive system through Audi’s excellent new eight-speed Tiptronic® automatic transmission.   This combination makes the 0 to 60 mph run in just 5.3 seconds, has the same electronically limited 130 mph top speed and gets an EPA fuel economy rating of 19 mpg city and 28 mpg highway.  This V-6 engine performs nearly as well as the competitors’ V-8 offerings, but with much better fuel economy.

To compete with the BMW M and Mercedes AMG performance models, Audi in 2013 is bringing back the S6, but is dropping the 5.2-liter V-10 in favor of a new 4.0-liter twin turbo V-8 rated at 420-hp.

A6 2.0T pricing starts at $42,575, including destination charge for the four-cylinder Premium version.  The supercharged 3.0T Premium starts at $50,775 and includes a long list of standard luxury features.  The Premium Plus bumps the price by $4,220 adding the navigation, 18-inch wheels, Xenon headlights and several other luxury features.  The top Prestige version adds the features of the Plus along with another 10 luxury upgrades for $6,680 extra.   Then there are several more available tire and wheel packages and one of our favorites, the Innovation Package of adaptive cruise, side assist, and head up display and night vision for $5,800.   It’s possible to spend about $73,000 for a super well-equipped A6, but WOW, what a car!

Audi engineers have built the A6 using aluminum in the suspension and body components to give the car a stiff body structure, lightweight agile road feel and precise handling.  Combined with the performance of the supercharged V-6, the driver is then rewarded with one of, if not the best, driving experience in the segment. 

                                                                        By Barbara & Bill Schaffer

I had not spent much time recently in a Volkswagen diesel, so I called a friend at VW to see if I could borrow one of their cars for the trip.  He happened to have a two-door Golf TDI available and that seemed like a perfect car for my road trip.

Starting early one weekday morning I began driving east up the Washington side of the Columbia River, hoping to make Kennewick, Wash. for a late breakfast.  Highway 14 snakes along the Columbia offering spectacular scenery.  In the early stages of my morning drive, I climbed towering Gorge cliffs and glanced at similar scenery across the wide river on the Oregon side.  As I drove upstream, I passed scenic views of Mount Hood and the river traffic, which includes massive barges being pushed by powerful tugboats and kite and wind surfers taking advantage of nearly constant winds.

Highway 14 is a popular east-west route for drivers wanting to avoid Oregon’s Interstate Highway 84, which follows the southern bank of the river.  With all the scenery and perhaps less traffic enforcement, Highway 14 traffic includes abundant slow-driving gawkers and truckers.  This kind of traffic and with limited passing zones, meant I needed to make fast, efficient passes to keep up a quick pace, and for that, the Golf TDI excels.

A 2.0-liter turbocharged four-cylinder diesel engine with direct injection powers the Golf TDI.  Rated at 140-hp with 236-lb.ft. of torque, the engine accelerated from 0 to 60 in 8.6 seconds.  Although that number doesn’t seem very quick, the car feels much faster.  It’s especially impressive when you down shift the smooth six-speed manual transmission to third gear and turbocharged torque catapults the Golf around slow moving vehicles.  The acceleration isn’t sudden, it feels more like a bungee cord returning from a full stretch.

The TDI comes with a standard six-speed manual transmission or optional ($1,100) DSG (Direct Shift Gearbox) six-speed automatic.  My personal choice would be the DSG, but the manual is very smooth and positive, and especially nice for a road trip like this.

Arriving in Kennewick, Wash, 200 miles later, the trip computer said I was getting 39.6 mpg, after a fairly aggressive drive.  The EPA rates the TDI at 30 mpg city and 42 mpg highway. The fuel gauge is just below the three-quarter mark.  I’m not tired, or sore, I’m just enjoying the drive.

After a brief stop for a fast food breakfast, I’m off again, driving through central Washington, running at about 10 mph over the posted 70 mph speed limit, and the trip computer shows my fuel economy running at the same pace as before — just below 40 mpg.

I drove north from Kennewick to Interstate 90 then east through Spokane, Wash. and Coeur d’Alene, Idaho before crossing into Montana at Lookout Pass and then dropping down to Missoula.  In Missoula, my fuel gauge was below a quarter of a tank, so at 530 miles I decided it was time to fill. According to the trip computer and my actual calculation, I had averaged just under 40 mpg and even with the higher price of diesel fuel, I filled the VW for $50.

I made a short detour out of Missoula, to pick up my wife, Barbara, who was staying at the Paws Up Resort for a Mercedes-Benz ML introduction, before we headed on to Deer Lodge.

Several days later, I reversed my route and drove back to the Portland area still averaging nearly 40 mpg, enjoying the good handling, acceleration and comfort of the Volkswagen Golf TDI.

The 2012 Golf is available as a two- or four-door hatchback with a standard 170-hp 2.5-liter in-line five-cylinder gasoline engine or the optional TDI diesel.  The gas version has one upper level Convenience trim package while the TDI has one well-equipped level.  The Golf gas version has a base price of $18,765 for the two-door and the four-door is $1,800 more.

The TDI two-door has a base price of $24,765 and the four-door is only $700 more.  Two major option packages add a sunroof, navigation system, premium audio system and Bi-Xenon lighting system, which tops the two-door price at $28,135.

By Bill Schaffer

]]> http://nikjmiles.com/2011/12/29/test-drive-volkswagen-golf-tdi/feed/ 17 http://nikjmiles.com/2011/12/12/test-drive-honda-civic-2/ http://nikjmiles.com/2011/12/12/test-drive-honda-civic-2/#comments Mon, 12 Dec 2011 14:20:36 +0000 B. Schaffer http://www.iveho.com/?p=4789             The current compact market is at the top of its game with innovative, aggressive car companies producing an amazing selection of affordable sedans and coupes.  With nearly 9 million vehicles sold since 1972, the Honda Civic has become the icon of the segment and each new generation has brought forth cutting edge designs and innovations.  With this kind of competition at play, we anticipated that the ninth generation Honda Civic would be a head turner, or a technological marvel.  We expected to be WOWed by the latest Civic, but our initial reaction was “nice.”  

Honda designers and engineers took safe route when creating the 2012 model – there’s no revolutionary styling changes, no groundbreaking fuel saving enhancements and no ground thumping performance upgrades.  As a result, the Civic has been criticized by press and by consumers to the point that Honda has apologized.  The company’s global research and development chief said they had taken their eyes off the competition and the customer.  Sales of the Civic have fallen despite a market up swing and they were running 13.8 percent off the 2010 figures as of November 2011.  In early December, America Honda Executive Vice President, John Mendel, said the company might give the Civic an early midcycle restyling.

          The 2012 Honda Civic, it’s still one of the best cars in the category; it’s just that the competition is gaining quickly and dramatically and the new model wasn’t Honda’s best effort.

For 2012, the Civic styling is a bit more streamline with what they call an “expressive “mono-form” exterior.   The interior is clean looking with a redesign of the innovative two-tiered instrumental panel with a digital speedometer, gauges and new “intelligent” Multi-Information Display (i-MID) mounted under a broad visor that extends over about half the dash just below the windshield.  A large tachometer and other display elements are housed in a traditional position behind the steering wheel.  The combination of the two levels is one of the easiest instrument panels to see at a glance.

       Controllers for the i-MID are mounted on the face of the new steering wheel, making for easy, intuitive control.  The audio and climate controls are conveniently mounted high on the center stack facing toward the driver to create cockpit style layout for the driver.  The switches are well designed and easy to use but they look plastic on models without the Navi option and lack the soft touch materials.

The new five-passenger interior is roomy and comfortable and we like the abundance of available storage spaces.  There seemed to be more than a normal amount of noise on the rough surface roads.

The Civic family includes six models: the Civic Si Coupe and Sedan performance models; the economical HF, Hybrid and Natural Gas models and the Civic Sedan and Civic Coupe.  The Sedan and coupe come in four trim levels.

All models, except the Si and Hybrid are powered by a sophisticated 140-horsepower, 1.8-liter i-VTEC four-cylinder engine.  The engine produces an 8.8- second 0 to 60 mph time and fuel economy ranges from 27-29 mpg city and 38-41 mpg highway depending on the version.

The Hybrid has a 110-hp 1.5-liter i-VTEC SOHC I-4 engine with Integrated Motor Assist, which produces EPA numbers of 44/44 mpg.  The Si models have the 201-hp 2.4-liter i-VTEC DOHC I-4 engine, which is rated at 22/31 mpg.  The Si makes 0 to 60 mph runs in only 6.4 seconds.

All versions, except for the Si, have an ECO-Assist economy driving coach.  When activated by a button on the dash ECO-Assist displays how drive energy is being used and advises the driver with blue and green “coaching bars” that illuminate on either side of the speedometer.  Blue bars indicate you are driving inefficiently, while green bars say you are being efficient.

The Si has a six-speed manual transmission, the Hybrid a Continuously Variable Transmission and all other models either a five-speed manual or five speed automatic.

Sedan prices range from $16,575, including the destination charge, for the DX sedan with manual transmission to $23,175 for the Si.  With the only available options, navigation and XM Satellite Radio, the most expensive Si sedan is $25,175.  Hybrid prices range from $26,720 to $27,920.  The natural gas powered GX is $26,260.   Coupes range from $16,375 to $24,975.

All Honda models, including the Civic, are engineered with Honda’s exclusive Advance Compatibility Engineering™ (ACE) ™.  In the event of a head-on collision, the system is engineered to transfer the energy away from the passenger compartment.  It’s used in conjunction with all the other Honda safety equipment including airbags, Vehicle Stability Assist and various braking aids.

          We drove the Si coupe and HF Sedan.  The Si is notable for its solid body and taunt suspension that produces a very stiff, somewhat rough, ride, but the handling is outstanding for a front-wheel drive car.   The engine redline was dropped down from 8,000 rpms to 7,000 rpms in the new Si and a new sequential rev-limit indicator was added.  Mounted in the upper level of the instrument panel, to the left of the speedometer, the indicator shows when the VTEC shifts from low- to high-rpm cam profiles and the car gets an extra surge of power.  Using this in conjunction with the rev-limiter indicator the driver can more easily judge the performance “sweet spot” to maximize performance in each gear.  The Si is still one of the most fun to drive sporty cars in the segment.

The HF isn’t nearly as exciting as the Si, but it’s a solid, comfortable car that’s designed to produce high levels of fuel economy without having to pay extra for a hybrid or diesel.

The Honda Civic remains one of the most dependable, affordable and comfortable cars in the affordable compact segment, but it could still use more curb and boulevard appeal.  It will be interesting to see what they do with the midcycle redesign.

By Bill & Barbara Schaffer

Most people looking for an upscale premium sedan will look for cars with a name on the hood like Mercedes-Benz, Audi, BMW, Lexus, Jaguar, Cadillac or Infiniti.  Status is important to many people, and those brands have earned their appeal after years of building some of the best luxury cars in the world.

However, shoppers who are simply looking for a great luxury car and the best value are missing the best-kept secret in the segment, the Hyundai Genesis. 

You won’t find any fancy logo or prestigious name on the hood of the Genesis.  On the trunk lid, the only indication is the subtle Hyundai stylized “H” logo on the rear center and a small Genesis name badge on the lower right.  In fact, while we were driving two different Genesis models lately, we had several people ask us what we were driving.

The Genesis looks are striking and for 2012, designers have done some minor tweaks to give it a bit more aggressive or mature look.

But the big news for 2012 is the addition of a third model, the 5.0 R-Spec.  Yes, this is a performance model, but no, it’s not like the AMG, M, V, S, and other hard-core performance models, which often have 500 horsepower or more.  The R-Spec has a larger version of the 4.6-liter V-8 engine.  With 5.0-liters, the horsepower is increased by 44 to 429 hp. The result is a 0 to 60 mph improvement from 5.5-seconds to 5.1 seconds for the 5.0 with a fuel economy loss of 1 mpg to 16 mpg city and 25 mpg highway.

The other big news is the new Hyundai developed eight-speed automatic transmission, which is being used in all the 2012 Genesis sedans.  The transmission is silky smooth making quick shifts up and down and the console-mounted shifter can also shift it manually.  Hyundai engineers say the transmission improves efficiency by six percent.

The Genesis is now available in three engine defined rear-wheel drive models.  The 3.8 has a fantastic 333-hp (up from 290-hp in 2011) 3.8-liter V-6, the 4.6 has a 395-hp 4.6-liter V-8, and of course the new 5.0-liter V-8 at 429 hp.  All three engines are direct injection with Hyundai’s Dual Continuously Variable Valve Timing (D-CVVT), variable induction, all aluminum block and cylinder heads.

The new Genesis 5.0 R-Spec doesn’t just get a bigger engine; it also gets upgraded chassis components, matching powertrain enhancements, larger brakes and high performance wheels and tires.  The extra performance gear comes into play at speed and on those winding, fun to drive roads we enjoy – that’s where the R-Spec feels a little firmer and stable.

While the R-Spec is very impressive, but so is the 3.8 — It handles beautifully and the acceleration is very impressive for a six-cylinder.

The entry-level Genesis 3.8 has an amazing assortment of standard features for a $35,050 price tag, for example 17-inch alloy wheels, leather seating, heated and power front seats and audio with XM Satellite Radio.  The Premium Package and Technology packages add $8,800 to the price but add dozens of features including a premium Lexicon® audio, navigation with eight-inch screen, HID lights, heated seats front and rear (cooled, too, in the front), premium leather, lane departure warning, sunroof, and rain-sensing wipers.

Like the other Genesis sedans, the 3.8 looks premium and pampers the passengers with an elegant and comfortable interior.

The 4.6 and 5.0 R-Spec models are priced at $45,350 and $47,350 respectively and include all the features from in the two option packages of the 3.8.  Therefore, the only options are colors and tires.

Hyundai engineers know their safety technology, too, by outfitting all the models with all the key life-saving technologies like Electronic Stability Control (ESC), eight airbags andelectronic active headrestraints.  Eight ultrasonic sensors on the front and rear bumpers and the rear backup camera, helpdetect how close objects are when parking.

The V-8 models and the V-6 version with the Technology Package have the new Lane Departure Warning System and the smart cruise control system that automatically paces the vehicle in front.  One missing features, however, is a blind sport warning system, which we think should be required on all vehicles.

The trio of Genesis models offer an impressive lineup for the luxury shopper.  Even for shoppers wanting to make a step up into luxury from the hum-drum of midsize sedans, it’s just a baby step to the Genesis 3.8, and the car is impressive on all counts.  Add the options and the 3.8 competes favorably with all the entry luxury models with status names, but with a major savings.

The same goes for shoppers comparing the V-8 powered luxury models where the savings is easily $5,000 to $10,000 less than comparably equipped competitors.  The Genesis models are just as good, in fact, Consumer Reports lists the 3.8 at the top of the upscale sedans and the 4.6-second in the luxury sedans, and they “Recommended” both.

We recently spent a week driving the 3.8 in the Boston area and another week in the 5.0 R-Spec at home in Washington State.  They do everything very well from navigating bumper-to-bumper traffic to running up the mountain roads plus they look great, inside and out.

Only time will tell how these car will hold up, but initial impressions are they top quality.  Plus they also have the industry best warranty, the Hyundai Assurance program, which includes the 5-year/60,000-mile fully transferable new vehicle warranty, Hyundai’s 10-year/100,000-mile powertrain warranty and 5-years of complimentary Roadside Assistance.

We give the Hyundai Genesis two enthusiastic thumbs up. We’d love to have either one permanently in our garage.

 By Bill & Barbara Schaffer