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.                         

Dearborn, Mich.  –

     The stylish new Hyundai Sonata and Kia Optima have been two of the mid-level sedans that have caught our eye the last couple of years, and they obviously swayed buyers, too, because the sales of those two cars have skyrocketed.  This new Fusion looks even better than those cars, especially in person.

     Everyone you talk to has a little different perspective of what the Fusion resembles.  We think the front end has a strong resemblance to some of the Aston-Martin models, and that’s a very good look indeed.

     Everyone you talk to has a little different perspective of what the Fusion resembles.  We think the front end has a strong resemblance to some of the Aston-Martin models, and that’s a very good look indeed.

    Chris Hamilton, the chief exterior designer, says, “The previous Fusion was an easy purchase for a customer to rationalize.  Our design goal for the new car was to give the mainstream sedan buyer a top-drawer visual experience, adding some emotional appeal to an already sensible choice.”

     In addition to the beautiful front end, the Fusion has a sweeping roofline with a thin rear roof pillar that emulates the elegant four-door coupes created by several luxury brands.  What’s even more exciting, Ford insiders say this is the new Ford global design language for midsize and smaller vehicles – now they are talking our language.

     The interior gets a more spacious treatment, thanks to some architectural manipulations and a set of attractive and nicely organized controls.  In general, the Fusion interior looks like it would be in a much more expensive vehicle.

     However, beauty is much more than skin deep, the biggest news for Fusion is that it’s the first sedan to be offered in a choice of three distinctive powertrains types – gasoline, hybrid and plug-in hybrid.  The gasoline version comes with three engine options including a natural aspirated 2.5-liter four-cylinder along with a pair of EcoBoost four-cylinder engines (1.6- and 2.0-liters).

     These new smaller EcoBoost engines are expected to deliver best in class non-hybrid fuel economy as high as 26 mpg city and 37 mpg highway.  The engines drive the front wheels through six-speed automatic transmissions with manual shift modes, plus the larger 2.0-liter EcoBoost engine will have an all-wheel drive option.   The transmission used for the 1.6-liter EcoBoost will be the first Ford vehicle to employ an automatic start-stop system.  It shuts off engine power smoothly when the car is stopped and seamlessly restarts as the driver releases the brake pedal, helping Fusion to reduce fuel consumption and emissions by approximately 3.5 percent.

     Atkinson 2.0-liter four-cylinder engines power both the Fusion Hybrid and plug-in hybrid.  The super-efficient gasoline engines drive the front wheels through an electronically controlled Continuously Variable Transmission (eCVT).

     In 2010, the original Fusion Hybrid won North American Car of the Year, and the 2013 Fusion Hybrid builds on that system with all-new lighter lithium-ion batteries developing more power than the previous nickel-metal hydride batteries.  As a result, engineers have been able to raise the maximum battery power speed from 47 mph to 62 mph.  The hybrid is expected to get an EPA rating of 47 mpg city and 44 mpg highway.

     Shoppers wanting maximum efficiency should be pleased by the Fusion Energi plug-in hybrid system, which Ford expects will be the most fuel-efficient midsize car on the market delivering more than 100 miles per gallon equivalency (MPGe) for electric vehicles.  Ford officials expect to achieve eight MPGe better than the Chevrolet Volt.

     The latest safety and convenience technologies will put the new Fusion on par with more expensive vehicles with available features like a lane keeping system that monitors the vehicles position in its lane and warn the driver before actually applying pressure to the steering wheel to keep the car on track.

     Adaptive cruise control will automatically maintain a fixed distance from the vehicle ahead and slow the car if a potential crash is detected.  BLIS® (Blind Spot Information System) provides a visual and audio warning to help the driver avoid turning into a lane occupied by another vehicle.  BLIS also warns of cross-traffic when backing out a parking spot.  Then there is active park assist that actually steers the car into a parking spot.

     Ford has also made a concerted effort to simplify the SYNC and MyFord Touch communications and entertainment systems.  Although we haven’t yet had a chance to experience the latest iteration, Ford officials assure us that the latest systems are much more user friendly.  The systems help the driver keep hands on the wheel and eyes on the road by using voice-controls.

     “Our vision for Fusion was clear – deliver the very best of what ‘One Ford’ stands for,” said Derrick Kuzak, group vice president of Global Product Development. “We brought our global teams together around a blank slate with the charge to develop a midsize car with ground- breaking design and jaw-dropping fuel economy – one that featured technologies to help make our customers safer and better drivers. This car is the result.”

     We’re certainly looking forward to driving this new Fusion, if it drives half as good as it looks, it should be fantastic.

S2354 © Copyright 2012 by Auto Digest

Los Angeles

For a recent getaway on the Southern California coast, we borrowed a Cadillac Escalade ESV Platinum edition to see what it’s like to tool around in one of these colossal SUVs.  Ours was the new radiant silver metallic paint instead of the attention compelling black so we lacked the aura of being sinister or important, but we still experienced all the luxurious room and power.

Escalade comes in three configurations: regular size, the extended length ESV and the EXT, which has a truck bed and an industry-exclusive Midgate that allows owners to convert from a five-passenger SUV to two-passenger pickup with eight feet of protected and secured storage under the standard lockable tonneau cover.

As you might imagine, the Platinum edition, adds significantly to the price (about $20,000), but other than choosing colors, the model has everything.  Everything means navigation, Bose 5.1 surround sound, expanses of leather, heated and cooled seats, rear seat entertainment (including a third screen for the third row), 22-inch chrome wheels, HID headlights,  and even a running board that disappears under the Escalade, when the doors are closed.  And that’s just a smattering of the standard equipment list.

The price of such luxury is steep…$86,090 including the destination charge, for the all-wheel drive version, but there’s a lot of real estate in the three-ton vehicle.  It’s 18.5 feet long, seats seven has a cargo volume of 137.4 cubic feet when the seat backs are lowered – that’s enough space for about 33 roll-aboard suitcases.

All Escalade models, except for the hybrid, are powered by Cadillac’s 403-hp, 6.2-liter V-8 engine.  The big engine has variable valve timing, Active Fuel Management and is configured to run on gasoline or E85 ethanol.  The transmission is a fuel-saving six-speed Hydra-Matic driving either the rear wheels or the full-time all-wheel drive.  It also tows up to 7,800 pounds.

The Escalade is fast from a dead start making the 0 to 60 mph runs in a blink over seven seconds, and it has excellent passing power with the big V-8 roaring under the hood.  The V-8 gets an EPA rating of 13 mpg city and 18 mpg highway.  Running up and down the California freeways and negotiating through city traffic gave us an average of 16.1 mpg during the week we were in command.

To maximize ride and handling characteristics, the Escalade Platinum edition is equipped with GM’s innovative Magnetic Ride Control, which has real-time shock absorber damping.  The system continually “reads” the road and can change the shock dampening in just five milliseconds by changing the electrical current to the special electronically controlled shocks filled with a magneto-rheological fluid containing minute iron particles.  The resulting ride is limousine like, while maintaining a controlled flat ride in corners.

For environmentalists, the Cadillac Escalade is probably something of a nightmare, but for someone that wants a large luxury people mover, it’s a dream.  You float down the road engulfed in opulence, sitting above the rest of the traffic.  It’s quiet, feels powerful and at the same time feels very stable for such a big rig.  When you need to transport people or cargo, it works, without sticking its nose in the air.

On the downside, its size takes the fun out of driving in a parking garage or on a crowded street.  Nevertheless, Cadillac engineers have included features like a backup camera, ultrasonic rear parking assist and reasonable rear visibility to make backing up not feel impossible.  On the freeway, the side blind zone alert warns the driver about other vehicles before he or she does something stupid.

Size alone certainly makes the Escalade feel safer, but features like StabiliTrak with rollover mitigation technology combined with all the airbags and other safety features help.

The other Escalade models range in price from $64,165 for the standard model, which is 20 inches shorter than the ESV, and $64,055 for the EXT.

The hybrid Escalade offers an interesting option with significantly better fuel economy.  The hybrid uses a 332-hp 6.2-liter V-8 and a two-mode electric hybrid system.  The system generates electricity every time the brakes are applied, or the vehicle is coasting.  That power is then stored in a 300-volt battery pack under the second-row seat.  The stored power is then drawn from the battery to drive the two electric motors in the variable transmission.  The hybrid rates an EPA fuel economy of 20 mpg city and 23 mpg highway.  It is priced at $75,840 or $85,285 for the Platinum model.

Small cars and hybrids may be the darlings of the current automotive market, but there’s a place and purpose for a Cadillac Escalade.

By Barbara & Bill Schaffer

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 XJ sedan styling is a product of extensive wind tunnel and track research, which when combined with the optional Sport Pack develops a very low 0.29 coefficient of drag.  The aerodynamic design not only looks good, but also helps with high-speed stability and improves fuel economy.  The resulting car is the fastest and most fuel-efficient large sedan Jaguar has ever built. The Sport Pack also includes cosmetic enhancements inside and outside to set it apart from other XJ versions.

The interior décor redefines traditional British sophistication with abundant chrome trim and wooden accents creating a more contemporary looking interior.  The cabin is filled with new technologies like the 12.3-inch high definition Virtual Instruments™ gauge cluster that looks like a blank screen behind the steering wheel.  When the start button is pushed, the screen is transformed with three virtual dials building before your eyes with such detail and depth that it looks like a traditional analog instrument panel.  Because it’s virtual, the instrument cluster can change to provide the driver with important information when needed.  For example, when a warning is activated, such as “low fuel” part of the panel fades allowing a prominent display of the information, and in this case, where to find the nearest gas station.

In the center stack, an eight-inch touch-screen provides controls for the navigation, audio and vehicle set-up.  By using the touch screen and Interactive Voice™ commands, engineers were able to reduce the number of buttons and switches for a much cleaner interior appearance.

Often large sedans, like the XJL, are thought of as being limousines with the owner sitting in the backseat, but we’re thinking with a car that’s this much fun to drive, it’s going to be the owner driving.  However, for owners that insist on being driven, the Executive Package adds extra rear seat comfort features like rear seat business trays, which fold down from the front seat backs, electric rear window sunshade and premium mats.  There’s also an available rear seat entertainment center with DVD player, individual eight-inch screens mounted in the rear of the front seat headrests and a touch-screen controller housed in the rear-seat center armrest.

The XJ comes in six variations (three regular wheelbases and three with a five-inch longer wheelbase with more room in the rear seats.  There are also four models and three engines.   The entry-level XJ, starts at 385-hp from a 5.0-liter naturally aspirated V-8.  The next engine adds supercharging and raises the pony ante by 85, and the top model is supercharged to the tune of 510 horsepower.   Each engine drives the rear wheels through a smooth, quick shifting six-speed automatic transmission.  Steering wheel mounted shift paddles allow for easy manual shifting.  The 0 to 60 mph times run 5.4-, 4.9- and 4.7-seconds respectively and EPA fuel economy estimates are in the 16/23 mpg and 15/21 range, depending on the engine.  We averaged 18.3 mpg for the week we drove the XJL with the naturally aspirated engine.

Every one of these beauties is elegantly dressed and technologically advanced, but with each step up there are a few more goodies.  The price of admission starts at $74,575 and tops out at $118,575 for the long wheelbase Supersport.  Add the few available options and the price goes to just over $125,000.

We enjoyed all the electronic conveniences, especially the navigation with hard disk drive.  It’s controlled either by the eight-inch touch screen, or by voice.   The system also monitors traffic to warn of congestion and recommends alternate routes.  Audiophiles will appreciate that state of the art sound system, Bluetooth streaming and media hub.

As good as the XJ looks; it’s as much fun to drive.  Size precludes some tight agile maneuvers, but overall it’s very much a driver’s car.  The power delivery is instant, the steering exact and the brakes feel like an anchor was thrown out and grabbed a rock.

Someone in the market for a full size luxury car should not miss driving this one.  Then when you’re done driving just sit in it or stand back and admire its beautiful lines.

Toyota’s Camry is all new for the 2012 model year. The Camry has been America’s best-selling car for nine years running, and for 13 of the past 14 years. This latest iteration Camry represents the seventh generation of the iconic Toyota model, which was first introduced in 1983 and has since sold over 15 million Camry models globally.

The new Camry displays a bolder, more athletic design persona, with a more spacious interior, enhanced driving characteristics and a more comfortable ride quality. It is literally the best Camry to ever be built, leading its class in terms of safety equipment and features, fuel economy and state-of-the-art multi-media technology. The 2012 Camry was designed to deliver a more appealing and stylish form along with a more rewarding driving experience while striving to maintain its long-standing class leadership.

The 2012 Toyota Camry will again offer three powertrain choices, all of which have been enhanced providing better fuel economy along with a more spirited performance. All Camry models with the revised 2.5-liter four-cylinder engine now deliver 178 horsepower, and 170 lb.-ft. of peak torque. The 2.5-liter engine employs Dual VVT- for optimal performance and efficiency at all engine speeds, while the Acoustic Control Induction System aids in optimizing torque over a broad engine speed range.

The DOHC 3.5-liter V6, available in the SE and XLE grades, generates 268 horsepower at 6,200 rpm and 248 lb.-ft. of peak torque at 4,700 rpm. Enhancements to this engine boost fuel economy to projected EPA-estimated ratings of 21-mpg city/30 mpg highway, the best for any current V6 midsize sedan.

Gas-engine LE, XLE and SE models come equipped exclusively with a six-speed automatic transmission offering a sequential manual shift mode utilizing the console shifter.  Intelligent control adapts shifting strategy in response to driver input, with fast kick-down. The Camry SE exclusively and additionally provides a “D range” sequential shifting mode that allows manual shifting with new steering wheel paddle shifters even when the console shifter is in the “D” mode. Also exclusive to the Camry SE, the automatic transmission features faster shift times when in “S” mode and a downshift blipping control delivers a sporty feel.

The all-new Camry Hybrid is a highly revised version of the Toyota’s Hybrid Synergy Drive powertrain, which includes a new 2.5-liter four-cylinder engine with a more-than 30 percent fuel economy improvement, thanks in part to the new hybrid powertrain, but also lighter vehicle weight and optimized aerodynamics.

Through its unique transaxle, the Hybrid Synergy Drive system combines output from the four-cylinder engine with a small high-torque electric motor. The system produces a combined 200 horsepower and varies power between the gas engine and electric motor, or combines both, as needed.  The new 2.5-liter engine, uses the Atkinson cycle principle. An electric water pump, a roller-rocker type valvetrain and a variable-output oil pump combine in helping to reduce internal friction, boosting economy.

The 2012 Camry Hybrid meets AT-PZEV (Advanced Technology Partial-credit Zero Emissions Vehicle) standards, and because there are scenarios in which the Camry Hybrid’s gas engine shuts off, air conditioning and power steering systems are electrically driven.

The proven nickel-metal-hydride battery is located in the luggage compartment behind the rear seats and now features enhanced air-cooling. Its more compact size, along with moving the DC/DC converter to the engine compartment, results in a trunk that is 2.1-cubic feet larger than in the previous-generation Camry Hybrid.

Lighter overall vehicle weight also contributes to better performance and fuel economy, with its 7.6-second zero-to-60 acceleration time placing the Camry Hybrid between the four-cylinder and V6 models. Lower rolling resistance tires, available in 17-inch size, also helps to boost fuel economy.

New for the 2012 Camry Hybrid, an EV Drive mode allows the driver to operate the car on the electric motor alone for up to 1.6 miles at lower speeds (below approximately 25 mph). The EV indicator illuminates when the vehicle is being propelled solely by the electric motor.

As before, an ECO mode optimizes throttle response and air conditioning output to prioritize maximum fuel economy. A Hybrid-exclusive instrument cluster with Hybrid System Indicator and fuel consumption indicator helps the driver tomonitor the car’s economic operation. Instantaneous fuel economy is indicated by LEDs around the outside of the average fuel economy gauge. The car’s Multi-Information display graphically displays fuel economy in real time and can also depict energy flow, and cruising range information.

Applying the brake converts the motor to a generator that captures kinetic energy from the vehicle wheels, storing it in the hybrid battery pack. Placing the shifter into “B” uses regenerative braking as a form of engine braking for enhanced control on steep descents, while a new hill-start assist control helps prevent the vehicle from rolling backward when starting off on an incline when the brake pedal is released.

The all-new Camry and Camry Hybrid will be available in six different model grades. Camry will be available in an entry-level L grade, a value-driven LE grade, and premium XLE and sporty SE grades.  The XLE and SE are available with four-cylinder or V6 engines.  The Camry Hybrid is offered in LE and XLE grades.

In terms of its styling, the 2012 Camry lineup showcases an “architectural statement” via crisp, precise character lines, while a more strongly curved door cross-section and more defined rocker panel molding (chrome accented on LE and XLE) give the car a more expressive appearance. Headlights provide a more dynamic shape, with a pronounced curvature of the main-beam unit merging into the bumper cover. Rear lamp clusters wrap tightly into the body sides, with their top sections extending into the trunk panel.  LE and XLE grades feature additional exterior chrome trim, while the SE grade debuts its own lower-body design and exclusive fine-mesh upper grille section.

My test 2012 Toyota Camry was a Hybrid model in XLE grade, with a base price set at $27,400. The exterior was finished in Clearwater Blue metallic, while the interior was done in two-tone Grey seating with charcoal accents and faux dark wood trim. The final sticker climbed to $34,817 after adding: the Blind Spot Monitor, Convenience Package; the Leather Package; Safety Connect; Power tilt/Slide Moonroof; Premium HDD voice-activated DVD Navigation with JBL digital AM/FM/MP3 4-disc in-dash CD changer with Bluetooth and 8 speakers in 6 locations and more, a along with Toyota’s Entune infotainment connectivity feature.

SUMMARY:  The front-wheel drive 2012 Camry Hybrid XLE posts EPA fuel economy estimates at 40-mpg city and 38-mpg highway. It is loaded with an impressive inventory of standard equipment and features, while offering an extensive array of optional equipment and feature packages for individual personalization.

Driving the Camry Hybrid is actually no different from piloting a conventionally fueled version, other than the notably improved fuel economy and the fact that the gasoline engine shuts off when it’s not needed.

Acceleration is not really any different from any other 4-cylinder Camry, and the ride quality and handling characteristics are nearly identical. Braking feels totally normal, except that it is regenerative, and restores energy to the battery cells when applying brake pressure or when coasting.

Up to date safety technology is fully in evidence in the Camry Hybrid, making it a secure and desirable family sedan for the discerning consumer, and the Entune Multimedia System keeps one in touch while on the road with entertainment, and useful information.

BMW has long powered many of their 4-wheeled vehicles with an inline six-cylinder engine, particularly roadsters, so it seemed only prudent that the smoothness provided by such an engine configuration would be a natural application for a luxury touring motorcycle, since both share open air motoring experiences.

An inline six was first developed for marine use back in 1900 by Forest, a French engine company, and three years later, Spyker of Holland made the first such engine for an automobile – a monstrous 15-liter six for the Paris-Madrid race. 1978 saw Honda become the first  motorcycle manufacturer to place an inline six-cylinder into a production bike – their CBX model. A year later, in 1979, Kawasaki introduced their six-cylinder, liquid-cooled KZ1300.

Enter the BMW K 1600 GTL  for 2012  – there’s also a K 1600 GT version that is lighter, quicker and somewhat more aggressive– but both K 1600 models are powered by the first inline six-cylinder motorcycle engine to be offered in a BMW motorcycle, albeit in a transverse mount orientation. This now brings motorcycles into the mix of BMW’s 95-year history of building smoothly operating inline six-cylinder engines for autos and aircraft.

At first glance, the K1600 GTL is somewhat intimidating due primarily to its size and overwhelming technological content, but actually riding it sets aside any issues of intimidation. It comes with more features than many four-wheeled forms of transportation, and while it isn’t inexpensive (base price is $23,200), It delivers an impressive inventory of features and equipment for the money. Its technology, performance capabilities and characteristics combined, are more than likely to set a new benchmark in the luxury touring motorcycle category. Available extras include a Premium Package that adds: Dynamic Traction Control; a full audio system including iPod connectivity; a central locking system for the saddlebags; anti-theft alarm, ESA II (Electronic Suspension Adjustment), which adjusts suspension settings and more. With all the extras, the bike’s total as we tested it came to $25,845.

The base model GTL standard equipment list includes: Xenon headlight with dynamic leveling, heated seat and grips, cruise control, multi-function display with on-board computer and Multi-controller that’s similar to the iDrive system found in BMW luxury sedans, but more intuitive and easier to use, integral ABS, luggage rack, three riding power modes, white LED turn signals, power adjustable windshield, Bluetooth, audio system with tuner, Sirius satellite radio, iPod/USB/3 5mm connectivity, top case in body color, comfort backrest for top case, comfort footrests and chrome body kit.

Riding the new 776 pound K1600 GTL, (which, as already stated, mounts the inline six-cylinder motor in an East/West orientation across the frame) instantly bolsters one’s confidence and sense of security, giving way to a feeling of superior riding skills on the road. It is incredibly smooth and precise in every aspect across the board, including acceleration, shifting, handling and braking. Despite its mass, this latest Bavarian tourer is truly dreamlike to ride with near perfect balance in virtually every riding scenario. It is exceptionally composed at speed, whether traveling in a straight line or when cornering.

The K1600GTL replaces the K1200LT in BMW’s  luxury stable, retaining or enhancing the LT’s inherent qualities while elevating roadworthiness and handling characteristics to totally new heights.

The power curve and torque delivery is incredibly linear, making it possible to accelerate from slow speeds (below 1000 rpm) in sixth gear to bullet-train fast, without downshifting. Essentially, the bike is always at the ready whether riding solo or two-up with luggage that’s fully packed with gear. The bike revs to a redline of 8,500 rpms – not unusually, or impressively high, but the sound that emanates from the six individual exhaust outlets (three per side) borders on orgasmic – we’re talking Indy car or Formula One audible notes here. The bike actually seems happiest above 6,000 rpm.

The engine is the world’s lightest and most compact six-cylinder motorcycle engine in serial production today, weighing in at 226 pounds (including the clutch, gearbox and alternator) and measuring less than 22-inches wide. It is comparable in size to existing four-cylinder powerplants.  It is slightly undersquare in terms of stroke/bore, with a ratio of 67.5 to 72 millimeters (0.938) with a relatively long stroke and very small cylinder center distance spacings of 77 millimeters. The distance between the cylinder sleeves is a mere 5 millimeters.

The GTL version K-bike delivers a more compliant and smoother ride quality than the GT model, providing a more upright riding position and a lower and more forward placement of the broader surfaced footpegs. The aluminum handlebars are more swept back and the stock seat height measures 29.8-inches. An optional 1.2-inch taller seat is available at purchase for no additional cost, which can be raised even more by inverting the frame mounts.

The 2012 BMW K1600GTL is nearly the perfect motorcycle for luxurious, long range cruising. It tends to steer with a much lighter feel than many sportbikes at cruising speeds, but it can also be pushed hard with more than satisfactory results. Its overall load capacity may not seem overwhelming at 438 pounds, which is less than Kawasaki’s Concours 14, but it’s more than that of Honda’s Gold Wing. Shifting gears is smooth and easy, either up or down.

In terms of potential improvements for the K1600GTL, a reverse gear might prove to be a nice addition, along with wider spacing in the passenger hand grips, which would allow for a more substantial grasp, since the wide seat and side bolsters of the backrest tend to interfere with the grip’s ergonomics.

Bottom-line, this latest luxury tourer and technology showcase from BMW is a work of art as well as ranking as a phenomenal motorcycle that may be properly considered to be both a luxury tourer and sport tourer in one. Will it appeal to and pull loyalists from other brands in the same category? Only time will tell, but we definitely think so.

Exclusivity with a bi-turbo V8

The true luxury SUV market segment was actually created by Mercedes-Benz, when the German automaker debuted the first generation M-Class in the fall of 1997, breaking new ground. Now, 14 years later, the new 2012  M-Class rolls into dealer showrooms adding new standard features and options loaded with state-of-the-art safety technology. Starring at the top of the model lineup is the ML63 AMG which is scheduled to go on sale in early March.

The ML63 AMG is the only AMG model built in the U.S., and it is the most powerful production SUV on the planet. Power for this third generation high-performance SUV comes from a 5.5-liter DOHC, 32-valve Biturbo V8 with Direct injection that produces 518 horsepower at 5,250 rpm along with 516 pound feet of torque in a range from 1,750-5,000 rpm. Opt for the AMG Performance Package priced at an extra $6,050. and the horsepower climbs to 550 at 5,750 rpm, while the torque increases to 560 pound feet from 2,000-5,000 rpm. Both engine versions connect to an AMG SPEEDSHIFT PLUS 7G-Tronic transmission, that effectively gears power to all four corners via the Permanent four-wheel drive system.

The interior and exterior dimensions are shared by all 2012 ML-Class models, with an improved drag coefficient, while the ML63 AMG appears to display a lower stance, thanks to its aero-packaging. The ML63 AMG rides on standard 20-inch AMG alloy wheels, while 21-inchers are optionally available. Curb weight is increased only minimally over its predecessor, and the rapid transit gains an additional 6.8 cubic feet of cargo space.

The new exterior design takes on the GLK’s basic form, but exhibits smoother and more contemporary lines. The overall attitude reflects a certain boldness with a more athletic image, displaying dynamic character lines, while retaining the familiar, signature “C” pillar or sail panel of the original M-Class. The ML63 AMG is alluring from all angles and the twin dual outlet exhaust serves fair warning that this is an SUV not to be challenged.

Moving to the interior, the new M-Class serves up an expected level of luxurious ambience with metamorphic front seat controls now positioned on the doors rather than the seat sides, and with reclining rear seat backs. A seven-inch LCD screen displays navigation while also serving as a monitor for other vehicle                                                                     functions. Large natural finish wood panels accent the doors, dash and instrument panel, with a meaty, substantial, leather-covered four-spoke steering wheel controlling vehicle direction. Cupholders provide both a heating and cooling function with a temperature range from 56 degrees to 101 degrees, and there are center controls with 2 favorite function save buttons, in addition to an iPod holder for rear seat entertainment with Bluetooth and a USB converter. Also, addressing a long-standing complaint issue, the multi-function stalk and cruise control stalk positions have been reversed and repositioned thereby eliminating the unintentional activation of one or the other.

 I experienced the new ML-Class AMG hot rod on a challenging drive over backload routes from Santa Barbara to Santa Monica covering more than 23200 miles with my drive partner reaching a top speed of 140 mph enroute in a safe scenario. I barely topped 100 mph, but that was in fourth gear. Our first test vehicle was a base ML63 AMG with a Steel Grey metallic exterior and Auburn Brown Designo interior with naturally finished Brown Satin Ash wood trim accents. The base price was set at $94,900 while optional features and equipment elevated the final sticker to $100,065. Our second ML63 AMG steed sported an Iridium Silver metallic exterior with the same interior theme as the first, but with the AMG Performance Package for a final total price of $105,025.

Admittedly that’s a lot of money for an SUV,  even a luxury SUV, but the ML63 AMG was packed with state-of-the-art technology – in fact, the high-tech safety features represents the strong point of this latest M-Class Mercedes. There are not only familiar safety features, but new and innovative ones as well, such as: AMG AIRMATIC Air Suspension; Adaptive Damping System; Active Curve System; PARKTRONIC with Active Parking Assist; Adaptive Brake; Blind Spot Assist; Lane Keeping Assist; and DISTRONIC PLUS with Pre-Safe® Brake. There’s lot’s more, but space here is limited.

SUMMARY : The 2012 Mercedes-Benz ML63 AMG with its 5.5-liter Biturbo V8 with Gasoline Direct is an incredibly safe and capable high-performance SUV that performs well in every possible application. We didn’t take it off-road because, let’s face it, most consumers will never engage in off-roading activities more severe than a grocery store or shopping mall parking lot.

Stabbing the throttle delivers an instant response, and the changing of gears via wheel-mounted paddle shifters is buttery smooth with virtually no hesitation. The ride quality is ever changing to achieve maximum comfort through the automatic damping and suspension control features, and should you make an error in judgment or allow your focus on the task at hand to drift, this Mercedes is there to help in maintaining control as well as your well being. The ML63 AMG is incredibly stable through even the most severe twists and turns. Steering is electromechanical rather than hydraulic, providing excellent handling characteristics and exceptionally positive input.

In the bottom-line analysis, the base version of the ML63 AMG delivers more than enough performance capability for even the most enthusiastic and accomplished driver, so the necessity for spending the extra cash for the AMG Performance Package seems questionable. But hey, once you’re in that price range, what the heck, you might as well go for the gusto and top bragging rights, and it’s a pretty sure bet that you won’t have much competition on your block.

The 2012 ML63 AMG is built in Mercedes-Benz’s plant in Tuscaloosa, Alabama, and is not only the most powerful production SUV globally to date, it’s also easy on the eyes and emotionally charged.

Every 2012 Honda Accord benefits from updates and improvements with increased fuel economy, enhanced exterior and interior styling, as well as the addition of a new Special Edition (SE) trim level implemented for last year’s model lineup. There are a variety of models available either the form of a two-door coupe or four-door sedan, with either an inline 4-cylinder, or a V-6 engine as a power source. Each of the Accord models provide a pleasing blend of style, performance, efficiency and value.

Accord sedans are available in five trim levels: LX; LX-P; SE; EX; and EX-L, all powered by the 2.4-liter, four-cylinder engine. Sedan models powered by the 3.5-liter V-6 engine only come in EX or EX-L trim. Four-cylinder Accord Coupe models include LX-S; EX; and EX-L trim levels, while the V-6 powered model range offers only the EX-L trim level.

The exterior of the 2011 Accord Sedan displayed a more upscale and bolder appearance, with new styling cues for the front grille, front bumper and rear deck lid, along with a new wheel design for EX models. Building on the design character of the sedan, the Accord Coupe exhibits a more muscular stance that’s enhanced by a stronger front grille design, new front bumper shape, enhanced brake light appearance and a new V-6 model wheel design. There are few changes in specifications or appearance from last year’s lineup.

The Accord’s lineup enjoys former improvements made to the 2011 vehicle aerodynamics, engine friction and transmission gear ratios, all of which contribute to increased fuel economy. EPA fuel-economy ratings for 4-cylinder Accord sedan models equipped with an automatic transmission jumped by 2 miles per gallon city, 3-mpg highway and 2 mpg combined, for a city/highway/combined rating of 23/34/27 mpg.

The new Accord SE Sedan trim level provides all of the standard features from the Accord LX-P, while adding leather-trimmed seating, heated front seats, driver’s power-lumbar support and a leather-trimmed steering wheel.

In the power department, the 2.4-liter in-line four-cylinder engine produces 177 horsepower and 161 pound feet of torque, while the 3.5-liter V-6 motor delivers 271 horses and 254 pound feet of torque.

At a glance, all Accord sedans generally look alike, regardless of their power source, with an attractive exterior packaging that also happens to be quite comfortable inside as well.  I most recently tested a 2012 Honda Accord 4 door sedan in EX-L trim (the L is for leather) with the V6 engine and five speed automatic transmission and Navigation system, which came with a base sticker of $31,830. The final count and amount totaled $32,600 after adding the destination and handling charges. It featured a Royal Blue Pearl metallic exterior with a complementing Charcoal and Gray interior treatment, accented by polished wood trim. For 2012, a USB audio interface becomes standard on every Accord with the addition of the features to the Accord LX, LX-P and SE Sedan models.

SUMMARY:  The 2012 Honda Accord EX-L four-door sedan with the five-speed automatic transmission and navigation system allows the consumer to achieve impressive fuel economy while delivering a smooth and compliant ride quality. Handling attributes are positive and lean to the sporty side.

The list of standard equipment and features is both lengthy and impressive, including: a power moonroof with tilt; alloy wheels; dual power, heated outside rear view mirrors; dual exhaust with chrome tip finishers; chrome window trim; body-color impact absorbing bumpers; remote keyless; a security system; daytime running lamps; driver’s and front passenger’s dual-stage-dual threshold front airbags; front side airbags with passenger side occupant position detection system; side curtain airbags; 3-point seat belts at all seating positions and front 3-point seatbelts with automatic tensioning system; child-proof rear door locks, lower anchors and tethers for children (LATCH); driver’s seat with 8-way power adjustment including height, and lumbar support  adjustment; heated front seats; leather wrapped steering wheel; cruise control; dual zone climate control air conditioning; with Micron Filtration system; 120 Watt  AM/FM/6-disc, in-dash CD changer; audio system; XM satellite radio; center console with sliding adjustment and storage; split fold down rear seat back with lock; tilt/telescopic steering column; and on and on and on, but you get the idea.

With all the choices available, it should be possible to select an Accord to satisfy nearly everybody’s wants and needs. Plusses for the Accord include Honda’s continued, legendary dependability and the infinite inventory of standard equipment. Not really on the negative side, as this latest Accord is attractive and generally pleasing to the eye, there seems to be a lack of distinctive emotion in the design execution – it’s nice looking, but….? In addition, the Chrome door handles do little to enhance the overall appearance – body color handles would add a heightened level of sophistication.