Review: 2012 Toyota Prius Plug-In Hybrid

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Public beta tests are common in the computer world where a group of fanatics pound your beta to death and help you find the problems. In the automotive world this activity is not only rare, it runs contrary to the cash spent on dressing future cars in swirly vinyl. The Prius plug-in is different. Toyota built 600 demonstrators and sent them to large corporations, Zipcar fleets and, of course the press. Even TTAC was allowed to drive one for a week. What does that have to do with the final product? And how does it stack up against the Volt, Plug-in Fusion and the 2013 Accord Plug-in? Let’s find out.

There is little to distinguish the Plug-in from the “normal” Prius save the charging door on the right rear quarter panel and (if you’re in California) and the green HOV access stickers. The lack of distinctiveness is either a benefit or a drawback depending on how loud you want to proclaim your “greenness.” The lack of differentiation made financial sense for Toyota as the Prius is rumored to be redesigned for the 2015 model year. Compared to the beta car, Toyota relocated the charging port to the rear meaning I had to back into parking spots to use some public charging stations. Ever wondered why the LEAF’s port is in the nose? Now you know.

Because the Prius’ chassis was designed for a large battery, no changes to the passenger compartment were required. The cargo area is a different story. The regular Prius operates in EV mode up to 42MPH with a range of two miles if you are extremely gentle on the throttle. The plug-in’s range is 11-15 miles thanks to a bigger battery. Toyota achieved the capacity increase by using denser lithium-ion batteries (instead of nickel hydride) and converting the spare tire area into a battery compartment. The result is an increase in capacity from 1.3kWh to 4.4kWh at the cost of the spare and the jack. The beta car used a 5.2kWh battery pack that was segmented into one 1.2kWh pack and two 2kWh packs. The reason for the change was the three pack arrangement wasn’t as efficient and the beta testers complained there was no way to regenerate power back into the dual 2kWh packs once they were exhausted.

A 3.1kWh jump doesn’t sound like much until you understand how the Prius uses the battery. To preserve the life of the battery, a regular Prius will never fully discharge or charge the battery (batteries “wear” faster when their charge state is at either extreme), reducing the usable capacity to around 0.6kWh. For plug-in duty, Toyota expanded this usable capacity to somewhere around 4.2kWh. In comparison, the Volt’s usable capacity is around 12.9kWh and the 2013 Accord plug-in is 6kWh.

Under the hood you will find the same 1.8L, 98HP engine and “power splitting device” as a regular Prius. The engine and electric motors even put out the same combined 134HP. I know what Prius owners are thinking: Hang on, if it’s the same drivetrain, why is my Prius limited to 42MPH in EV mode? You won’t find the answer under the hood, it’s the battery and the software. The Prius’ traction motor (MG2) is the motor connected to the wheels and depending on how you look at the way the transaxle works (great link for tech-heads at eahart.com), MG2 is doing most of the work when you’re moving forward. That’s why MG2 is an 81HP motor. The “problem” with the regular Prius is the discharge rate. The 1.4kWh NiMH battery can deliver only 36HP peak and 27HP of continuous power. The plug-in’s larger batter on the other hand is capable of delivering 51HP of continuous power. If your power demands exceed the neighborhood of 51HP, then the engine turns on to make up the difference up to 134. This new battery pack has another benefit: greater regeneration capacity. On my daily commute I go over a 2,200ft mountain pass, a regular Prius’ battery would be full around 1,700ft. Because the plug-in was able to regenerate all the way down, I gained 7 miles of EV range to make up for the extra gas it took to get me up the hill in the first place.

The Prius isn’t an EV, and it’s not trying to be a “Toyota Volt” either. Yet, it’s more than just a CARB compliance car as well. Unlike the Volt, Fisker, or even the new Accord Hybrid, the Prius can’t live without its engine. Even for short drives. If you floor the car, the engine comes on, and while the beta car had a slick heat-pump to heat the cabin, the production car uses engine heat like a regular Prius. Instead, the Prius plug-in is a new type of car where locomotion blends two different fuel sources trading a portion of the gasoline you pay $4.35 a gallon for in California for electricity at $0.10-$0.15 per kWh. The coming Ford plug-in hybrids operate in essentially the same way.

Let’s look at these numbers in terms of a commute. I drive 106 miles a day, and my commute involves city, highway and rural mountain roads. Starting with fuel economy without charging: the Volt averaged 33MPG, the Prius averaged 50 and the Prius plug-in averaged 52. (Credit the greater ability to regenerate for the improved figure.) With charging on both ends of my commute, the Volt averaged 40MPG, and the Prius plug-in averaged 72MPG.

According to our calculations, if your commute is under 27 miles total, or 27 miles each way with charging on either end at $0.15/kWh, the Volt is the cheaper vehicle to run. The more expensive the electricity, the better the Prius’s proposition. Even at $4.35 a gallon gasoline. My average rate at home is $0.27/kWh due to my agricultural rate which bumps the operational cost of the Volt higher than the Prius plug-in at anything over a 1-mile distance. Check your rates before you plug-in.

On the road, the plug-in behaves just like a regular Prius thanks to gaining only 150lbs. As you would expect, the low rolling resistance tires deliver moderate road noise and precious little grip. The steering is numb a bit over-boosted, body roll is average and acceleration is leisurely. Is that a problem? Not in my mind. The Prius’ mission is efficiency and not driving pleasure.

When in EV mode, exceeding 3/4 throttle will cause the engine to start, something I still think is a pity. Still, the plug-in is perfectly capable of tacking mountainous terrain in pure EV mode. At speeds above about 50MPH you have to be more gentle on the throttle in order to prevent the engine from kicking in and at 62 the engine starts no matter how ginger you are. If it’s a cold day outside and you’re using the cabin heater, the Prius’ engine will turn on immediately and run to keep the cabin warm. Unlike a regular Prius , if you are in EV mode,  the engine will be essentially idling and generating a small amount of power as long as you keep your speed under 62.

Although the battery and motor are likely capable of speeds greater than 62MPH, the system’s design requires the engine to be spinning. This means that in “EV mode” above 62MPH, the EV battery provides the majority of the energy while the engine essentially idles. In this operation, we were easily getting 180 MPG while on a level freeway traveling 70MPH for 9-10 miles.

With a starting price of $32,000, or $40,285 if you prefer your hybrid fully-loaded, the Prius plug-in has a limited market in mind. You either need to want the latest in Prius tech, or be willing to pay $8,000 to use the HOV lanes for a few years. While I do believe it would be possible to eventually save money vs a regular Prius, it will take an eternity and some serious number crunching. On my commute it would take 300,000 miles for the plug-in to break even with a $24,000 Prius. If your commute is 24 miles a day, then the break even drops to 130,000 miles. But at 24 miles a day, it would take you 20 years. Still, there is that HOV lane to consider. On my route the HOV stickers would cut my daily travel by 30 minutes or  11 hours a month. How much is that worth to you? If your answer isn’t: $8,000, then click on over to our Prius C review. While the Prius plug-in may make sense for a select few, the Toyota’s beta program still succeeded in several ways. Toyota implemented some major changes to the battery systems as a result of the feedback and gained a non-stop flow of reviews in the process. If only Bentley could do the same.

Toyota provided the vehicle, insurance and fuel for this review.

Fuel economy average over 583miles: 65

Percent of time in EV mode: 20%

Performance statistics as tested:

0-30: 3.4 seconds

0-60: 10.0 seconds

¼ Mile: 17sec @ 79 MPH

Review: 2012 Mitsubishi Lancer Evolution MR

2012 Mitsubishi Lancer Evolution MR By Michael Karesh on September 7, 2012

Styled to resemble an Outlander Sport

Reviewing a car a week, and dispatching the great majority as boring (if not in so few words), I begin to wonder whether I’m pursuing some fantastical ideal. Perhaps the concepts of communicative steering, a connection with the car, and a visceral driving experience are just something I have in my head? Can they actually exist in the real world? As the weeks roll on, one begins to have doubts. Then fate places a Mitsubishi Lancer Evolution MR in the driveway.

I hadn’t requested the Evo because the car hasn’t changed since I last reviewed one (with a little help from RF) over four years ago. Moreover, Brendan brilliantly reviewed a GSR last fall. But the car I was scheduled to have was pulled, and the fleet company asked if I’d be up for an Evo MR as a replacement. Would !? I already knew how it would drive, but who turns down a week with an Evo?

Warning: not an ordinary car

Well, my wife would. As she put it, “I have had quieter, more relaxing rides in the back seat of an airplane.” And she hates flying. Judging from the Evo’s firm Recaro seats, firmer ride, ever-present exhaust boom, and 1990s econo-car interior, one might think Mitsubishi did nothing to make the car suitable for daily driving. Those of us who’ve driven a previous generation Evo know better. Compared to earlier Evos, this one’s actually livable, at least for people who value the things the car does well. (Especially since it doesn’t have a ridiculous wing on the back.)

Almost elegant from this angle

The Evo X does do some things very well. Last time around I drove the Evo GSR, which has a five-speed manual transmission. This time it was the MR, with a six-speed automated dual-clutch manual transmission (“SST” in Mitsubishi parlance—we badly need a single, concise, widely recognized term for these things). In the two-pedal car, the powertrain feels even more aggressive. It’s always ready to jump into attack mode. There’s some lag from a dead stop, but once rolling, you’re apt to get a stronger response than you were seeking. In these economy- and-refinement-minded times, this is not a common occurrence. I’ve driven plenty of cars that didn’t feel as strong as their specs suggested they should have. Though the Evo pairs a no-longer-so-impressive 291 horsepower with a 3,600-pound curb weight, it’s not one of those cars. The heated driving experience exceeds the cold, hard numbers. It’s not just the quickness. It’s the immediacy.

The SST doesn’t snap off shifts quite as quickly as VW’s DSG, with a brief pause to let the engine relax instead of yanking it down, but it reacts instantaneously to your right foot, perhaps even to your brain waves. Decelerate for a turn, and it automatically steps down through the gears, so the right one will be there the instant you need it. If you feel the need to employ the lovely column-mounted magnesium paddles, you’re just not thinking clearly enough. Choose from normal, sport, and super sport modes to vary the height of the boil at which the transmission keeps the angry hair dryer under the hood.

291 horsepower from 2.0 liters

Of course, you can get far more bang for your buck in a Mustang. The Evo isn’t primarily about going fast in a straight line. It’s about handling. Not the sort of light, balanced, intuitive handling you’ll find in the best sports cars. The car is too hefty and nose-heavy for that, and the Evo even feels more than a little out of sorts in casual driving. But get jiggy with wheel and pedals, and the Evo’s hyper-sophisticated electronically-modulated all-wheel-drive system comes into play, tweaking the car into a seemingly perfect line. Wondering what car reviewers are looking for when they criticize the steering in, well, everything? This is it, firm, direct, quick, and communicative.

Much better than an Evo IX!

The harder you drive the Evo, the better it feels, and the better you feel…as long as you ignore the fuel economy readout. Economy isn’t one of the SST’s modes. The EPA rates the Evo MR at 17 MPG in city driving, and 22 on the highway. You can moderately exceed these numbers if you drive the Evo like you would a Prius. But why would you do that? Drive the Evo in the suburbs without a concern for gas mileage and mid-teens happen. Drive it like you stole it and the digits become singular.

Common sight

I hadn’t driven a Subaru WRX since that car was tweaked in response to widespread complaints for the 2009 model year. While the STI is a more direct competitor to the Evo, the Mitsubishi’s $38,490 price tag ($40,785 as tested with nav) raises the question of how much you’d really be giving up with a sub-$30,000 Subaru.

Eye of the beholder

Well, you’d be giving up nearly everything that makes the Evo an Evo. The WRX is about as quick, but even with the 2009 tweaks, it remains a far softer, less immediately responsive, less communicative, considerably less visceral car. The Subaru doesn’t beg to be flogged the way the Evo does. It’s happy to relax and go with the (traffic) flow. It’s cushier, roomier, and has a rear seat that folds to expand a larger trunk. If Subaru offered one with an automatic, my wife could drive it without complaint—and even without realizing its performance potential. For a reminder of what’s missing from nearly every car sold today, we still need the Evo.

Pre-production review: 2013 Honda Accord, part 1

Redesigning the second best-selling midsize sedan in America is no easy task. It’s also one that doesn’t happen very often for fear of getting it wrong. Still, even with all the bad press the new Civic received, sales have been booming. By all appearances this has not made Honda sit on their hands however when it came to the new Accord. Honda invited us to Santa Barbara to sample the all-new, smaller, 9th generation Honda Accord. This is a bold launch event with not just a new engine and transmission under the hood, but an all new hybrid technology on offer as well. If you want to know how it drives, or how much it costs, our Honda overlords have decreed our lips must be sealed until the 10th at 6AM Eastern. Set yourself a reminder then click-through the jump for part one.

Exterior

The previous generation Accord suffered from some slightly cartoonish styling flairs, like “bulging” headlamps and a “Jaguaresque” sloping trunk. For 2013 Honda went back to a more traditional, some might even say sedate, exterior. In contrast to the swoopy styling from Hyundai and the “wannabe Camaro” tail on the Malibu, the Accord is simple and undeniably elegant. Compared to thew new Fusion, the Accord seems decidedly less sexy. In contrast to the other entries in this segment (apart from the Camry perhaps), the Accord is playing to the family demographic with low belt-lines for better visibility for kids and high roof lines for better headroom in the rear. There are of course the requisite minor front-end tweaks to the different Accord trim-lines for differentiation. Meanwhile, the all-new Hybrid accord wears a completely different, and strangely more aggressive front end with LED headlamps. While the sedate styling isn’t really news for Honda, the Accord’s dimensions are. Despite gaining both cargo and passenger room, the 9th generation Accord is nearly four inches shorter than last year and rides on a one-inch shorter wheelbase. Despite the right-sizing, suspension changes for 2013 result in a minor increase in turning circle to 38.1, notably larger than the Camry, Sonata, and even the Fusion.

As before the Accord will also be available as a large two-door coupé. Our time with the coupé was limited, but it impressed with an expansive trunk and rear seat. The options matrix is largely the same for the two-door Accord with the exception of the V6 and 6-speed manual combination which is exclusive to the coupé.

Interior

The interior of the Accord is likely to be its biggest selling point. Honda knows their audience well and it shows with a well featured, but simply laid out interior. For 2013 Honda hasn’t radically changed the interior design, opting instead for incremental improvements on the previous model. The new dashboard is soft touch and made out of one piece of plastic to reduce squeaks and rattles. The steering wheels have been redesigned for improved comfort and in most models are not trimmed in split grain leather worthy of Lexus. Joining these improvements is a much quieter cabin than before, a common complaint about the 2012 model. Honda achieved the quieter ride by not just adding more foam, but installing an active noise cancellation system in all Accord models. The system works much like the noise cancelling headphones you wear on an airplane.

As you would expect, seat comfort was excellent for my 6-foot, 190lb frame and thanks to a standard power driver’s seat and tilt/telescope steering wheel it was easy to find a comfortable seating position for a 2 hour drive. Also improved are the touch points on the dash, doors and center console to reduce fatigue on long journeys. Despite being smaller on the outside and having a smaller wheelbase than the outgoing model, legroom is up by a welcome 1.3 inches in the rear and the trunk has grown by 1.8 cubes to 13.7 total finally putting the Accord in line with the competition. Even base model Accords are well equipped with dual-zone climate control, auto headlamps, cruise control, backup camera, and a one-touch up/down window for the driver. Largely because of the comfortable seats and standard gadgets, “easy to live with” is a phrase that kept coming to mind.

Infotainment & Gadgets

The mid-sized sedan market is an interesting segment because shoppers want reliability and the latest gadgets, at bargain basement prices. Honda hasn’t announced pricing yet, but expect a hike of at least a few Benjamins on the base LX model. Countering the inevitable increase is a bevy of new standard equipment including an 8-inch infotainment screen with HondaLink. The new infotainment software is similar in function to Toyota’s Entune and Ford’s MyFordTouch systems allowing smartphone app integration and voice commands. Honda has also tossed in SMS text messaging integration for good measure. In an interesting twist the Pandora radio and a few other functions are restricted to Apple iDevices and SMS messaging to Android devices for the moment.

Stepping up to the EX model gets you Honda’s new “LaneWatch” system which puts a CCD camera in the side view mirror and displays your blind spot on the 8-inch infotainment screen. You also get keyless entry/go and a few more speakers.

Stepping up to the EX-L model or above gets you a higher resolution 8-inch screen and a 5-inch touchscreen LCD in the center of the dash that acts as the primary audio control interface. The addition of the second display allows you to see some audio information at the same time as the 8-inch display either shows you the navigation screen (if you’ve opted for it) or some other information source.

Honda’s new infotainment software is very responsive providing a sharp contrast to Ford’s sluggish touch screen interface. Compared to Toyota’s Entune system the Honda system is a little better thought out, more responsive and has a much larger library of voice commands. All three systems perform similarly when it comes to voice commanding tunes from your iDevices, USB thumb drive or (optional) hard drive music library. Of course the big news on the Honda front is that unlike Entune and MyTouch, HondaLink is standard.

Should your pockets know no depths, Honda will be happy to sell you the latest in driving aids like radar cruise control, blind spot monitoring, lane departure warning, LED headlamps and more.

Drivetrain

No all-new sedan would be complete without an all-new engine, and no all-new engine would be complete without an eco-friendly name and a new transmission. Enter the Honda Earth Dreams 2.4L four cylinder engine and Honda’s all-new CVT. While I’m still not clear what Earth Dreams is supposed to mean, the new mill’s numbers are what are important. As you would expect from a Honda engine, 185HP arrives at a lofty 6,500RPM. What you wouldn’t expect is 181-lbft of torque arriving at a low 4,000 RPM. Should you need some V6 love, the EX-L V6 and the new Touring model come with a lightly re-worked 3.5L V6, good for 278HP and 252lb-ft of twist. Like last year, the V6 continues to feature Honda’s “variable cylinder management” system which will turn off the rear bank of cylinders when cruising at highway speeds. Honda has tweaked the system for 2013 removing the four-cylinder mode and expanding the range that the three-cylinder mode operates in. While the new 2.4L engine can be mated to either the 6-speed manual or the new CVT, the V6 is only available with a new 6-speed automatic in the sedan while the 6-speed manual is available in the coupé. If fuel economy is what you need, the CVT is the best choice delivering 27 city, 36 highway. The 6-speed manual drops economy to 24/34 and the V6 is the thirstiest in the bunch at 21/34 with the 6-speed automatic.

All-new hybrid system

The previous Accord Hybrid was an odd duck. Instead of improving fuel economy, Honda used their IMA (Integrated Motor Assist) system to improve performance. The system’s lack of electric only operation and 40% lower fuel economy than the Camry Hybrid made shoppers scratch their heads and buy something else before Honda euthanized the model in 2007. For 2013 Honda went back to the drawing board and created an entirely new hybrid system from the ground up. The system starts with a new 2.0L, 137HP four-cylinder engine that uses Honda’s VTEC system to switch between an Otto and an Atkinson profile making this the first engine I have ever  heard of capable of switching between these two cycles. The engine is directly connected to a motor/generator that is used to start the engine and generate power (motor one). Meanwhile, the wheels are connected via a reduction gearset to a 166HP electric motor (motor two).

If this setup sounds similar to the Volt, let me throw a wrench in here. The Volt is more like a Prius since they both use a planetary gearset as a power splitting device. The Accord does not have a planetary gearset at all. At speeds below about 40MPH, motor two is driving the wheels solo drawing power from either the lithium-ion battery pack or from the engine via motor one acting as a generator. As you accelerate, at around 40MPH, the car will engage a clutch pack that directly connects motor one and motor two together allowing power to flow directly from the engine to the wheels. Once this clutch pack is connected the system is capable of delivering a combined power output of 196HP.

Want to know how the Accord drives? Want to know how much it costs? Check back with TTAC on the 10th at 6AM Eastern time when the embargo lifts. (Oh, and we’ll have a video with more details then you’ll ever need about the Accord Hybrid)

Honda paid for airfare and two nights at a swanky resort, travel expenses to the resort came out of my own pocket since I drove.

Capsule review: 2013 Corvette 427

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Neil Armstrong died on August 25th of this year and the nation mourned, doubly so. First for the man, and second for what he stood for: hero, explorer, icon of a time when all that was best in America rose up on a pillar of smoke and flame to dance among the heavens.

The astronauts, of course, all drove Corvettes. GM gave a white ’62 to first-flyer Alan Shepard upon his return to Earth, then a Florida dealership provided subsequent one-year leasing deals to put astronauts behind the wheel of the latest models – clever PR for sure, and yet it seemed a perfect fit. While the very first ‘Vettes were more Piper Cub than Bell X-1, those that would be piloted by the likes of Gus Grissom and Alan Bean had the Right Stuff; the fastest and best machines America could produce.

Sixty years after GM built the first Corvette (and about fifty-six since they got the recipe right), here we are with an explorer on Mars, and it’s a robot with a sarcastic twitter feed. Heroes are scarce; the cult of celebrity now shines a spotlight on the kind of people you’d cross the street to avoid. And as for the Corvette?

This convertible is the final sortie for the C6 ‘Vette; in production since 2005, the sixth-gen Corvette is now almost entirely overshadowed by the strong-selling Camaro. Rumors about the C7 flit about the internet at the speed of conjecture, but if you’d check the click-count, I’d warrant more attention is drawn by war-correspondence on the battle between the ludicrously powerful supercharged pony cars.

Still, there’s no denying the old girl’s a stunner. It’s not really a Z06 convertible, more a Grand Sport with extra add-ons like carbon-fibre body panels. Still, between the enormous alloys and serving-platter brakes, power bulge of the hood (also carbon-fibre), and those twin grey-blue stripes on the ethereal-white body, you can tell this car is something special: a tarmac speedboat.

It is, per expectation, as plastic as Heidi Montag’s left breast. Prodding the rear bumper lightly makes for some alarming flex. There’s little sense that this car is precision-engineered or built to last.

But then, these are the rules of Corvette-dom. ‘Vettes are a big Chevy V8 up front, rear-wheel-drive out back, flimsy body in-between and a woeful interior on the inside. Speaking of which…

It does not do to complain about the inside of a C6 Corvette overmuch. Everything you’ve heard about for the past eight years is true – the navigation system is dated, the quality of the materials seems unequal to the price-tag, and there are a whole host of minor annoyances. The top, for instance, has a manual latch that’s a bit fiddly and the power-folding mechanism balked several times.

But we know all this. We’ve had these shortcomings outlined to us time and time again until they’ve become gospel. Corvettes are fast, but they’re tacky. They’re uncouth. Someday the C7 might correct the short-comings, but the C6 just doesn’t measure up to European standard. Right?

Somehow, sitting in the 427, none of these “truths” seem to matter. Just as it looks from the exterior, the inside feels like that of a cigarette boat. Yes, the seats are more comfortable than well-bolstered, but this is a street-car, not a track-special coupe.

Already feeling preconceptions melting away, I push in the clutch and press the afterthought of a rectangular start button. Two minutes later, any thoughts of what a Corvette might be is left far behind in a cloud of burnt hydrocarbons as the 427 demonstrates, unequivocally, what it is.

This is a wonderful car. Absolutely wonderful. Not only is it immensely powerful, with the Z06's seven-litre mill providing 505hp, but there is also little-to-nothing separating you from the experience.

Sure, all that power is harnessed by wide, sticky Michelin Pilot sports, and the balanced chassis is suspended on the hyper-adaptable and ICP-baffling Magnetic Ride Control suspension, but the 427 is anything but buttoned-down. Apply full throttle in second gear, feel the chassis yaw and hear the change-over as the exhaust baffles snap open at three thousand rpm and the ‘Vette roars its battle-cry.

An ’80s-style heads-up display starts rolling over green-lit numbers at a ridiculous pace. If you’re used to miles-per, you’ll think you’ve switched over to metric. If you’re used to metric, you’ll think you’re looking at a hundredths and tenths on a stop-watch.

The 427 roars down the on-ramp with the unstoppable thrust of a Saturn V. Without a roof, there’s nothing to muffle the thunder of that uncorked LS7; come off the loud pedal and the resulting crump-crump sounds like the echo of far-off artillery. If you drive this thing through a tunnel and it doesn’t make you cackle like a madman, you’re probably a communist. Or dead.

Everything that was missing from my experience with the 911 can be found here. The ‘Vette has none of the finesse of the niner, and considerably less practicality. But it’s more honest somehow; analog, not digital – an F-14, not a flight simulator.

It’s unfair to call it crude; you’d not use the same epithet for a sledgehammer or a SPAS-12. The Corvette is simple, brutal, visceral and vital in a way other sports cars have forgotten how to be.

At the end of its production run, it’s just a funny plastic car with a gargantuan heart of pure aluminum. I love every single thing about it.

A 1967 427 Stingray once driven by Neil Armstrong is for sale on eBay right now, with bids rumoured to be in the quarter-million range. Ghoulishly, the car did not previously meet reserve when listed originally, but now is almost certain to reach a higher number with his passing.
It’s a battered old thing, clapped-out and badly treated, with hacked-up fender flares and a patina of abandon. Still something special though; something worth preserving.

It’s hard to imagine a modern astronaut behind the wheel of the modern 427. Not that slipping the bonds of Earth takes much less courage than it used to, but there’s less of a by-the-seat-of-your-pants air about it.

These days something like an autonomous car might be more appropriate. Or, given the successful flight of SpaceX (one step closer to Weyland-Yutani), perhaps a Model S?

No, this is not a car for today’s scientist-explorers. Instead, it’s a link back in time, an appropriate flag-bearer to mark the 60th anniversary of an exceptional automobile.

Its replacement, the C7, will no doubt be a refinement in many ways: proper seats, improved in-car amenities, better electronics, reduced fuel-consumption, probably faster as well.

Tough to say, though, whether actually any better than this, the last hurrah for the sixth-gen Corvette.

Because it’s a God-damn rocketship.

2012 Nissan Murano LE review notes: A high luxury Nissan crossover with a price to match

 A high luxury Nissan crossover with a price to match

DIGITAL EDITOR ANDREW STOY: Having driven a few different Nissan vehicles recently, this 2012 Nissan Murano LE immediately indicated where the company is spending its development dollars. This midsize crossover is without doubt the best Nissan-branded product I've driven in some time.

Yeah, it's got a beak just like an Acura, but somehow the Murano wears it better—perhaps it's the equally angular rear quarters that help balance things. Either way, the Murano is an inoffensive-looking generic crossover appliance on the outside, and in Platinum trim (not sure how they got that trademark past Ford) it's beautifully equipped inside as well. The leather is first-rate with attractive stitching on the door panels, and the light-burlwood accents and panoramic moonroof brighten the blackness.

And, most important for a crossover (at least in theory) is the fact that the space is usable; the load height for kids in the back seat is damn near perfect and there's a surprising amount of room in the hatch despite the truncated styling.

But what about the drive? Ever since Nissan embraced the CVT, I've had difficulty embracing Nissans. The Murano was actually perfectly pleasant to drive, however, and Nissan mitigated some of my least favorite CVT aspects—the hideous slipping-clutch engine drone—while retaining the one I enjoy: a stepless sense of jet thrust, in this case courtesy of the still-flawless VQ V6 engine.

The Murano's exhaust tuning manages to suffocate engine noise almost completely; a negative unless said engine is bolted to a CVT, when it morphs into a blessing. Combined with the remarkable solidity of the Murano chassis, the effect was that of thrust in luxurious isolation. In fact, my only issue with the driving demeanor was its slightly overboosted power steering that came off as twitchy at times; otherwise, the Murano was easily the equal of crossovers a half-step up in class. In particular, I think it's a worthy rival to the Lexus RX 350.

Of course, the Murano ain't cheap. But it depends upon the lens through which it's viewed. On one hand, it looks overpriced compared to a nicely equipped Ford Edge, assuming you view Nissan as equivalent to Ford in the marketplace—a perfectly reasonable assumption. On the other hand, it's about $5,000 less than a comparably equipped Lexus or Lincoln—but isn't that Infiniti, rather than Nissan, territory?

Thus, the Murano gets lost in the same confused market/pricing strategy where the hapless Maxima dwells: Should you find a $45,000 crossover at a Nissan dealership, or should you be looking next door at an Infiniti? We don't know, and we're not sure Nissan does, either.

EDITOR WES RAYNAL: This is a fine midsize crossover with our particular tester being a top trim level, thus the higher price. Makes me wonder though, does Nissan sell any of these?

The CVT is far less annoying than in four-cylinder applications. This engine is quieter; though the harder you accelerate, the louder it can get. The six-cylinder has good power and I like the ride/handling balance, though the steering could use a tightening up. Overall, it's a satisfying thing to drive as midsize crossovers go.

I generally like the light facelift it got recently. The front seats are comfortable and there's a lot of room in there. Build quality seems up compared to other Nissans. It's bordering on a Lexus or Infiniti level of quality (and price, frankly).

ASSOCIATE EDITOR DAVID ARNOUTS: In a different review earlier this year, executive editor Roger Hart said something along the lines of, “you can't see the ugly from the inside.” These were the first words that came to mind when I grabbed the keys.

Granted, the updated exterior is more becoming than previous iterations, and thankfully it's not near as ugly as the cabriolet version, a bastard hybridization of the Murano.

Inside was a whole other story. I have come to expect a certain level of quality from Nissan, and I wasn't disappointed in the least with the efforts on the Platinum edition crossover/SUV. Behind the wheel, sitting in the nice leather seats, I was at home. Mirroring the comments of Andy and Wes, the interior was better than I expected. Honestly, it had a feel on par with Lexus and Infiniti.

The user-interface was intuitive, well-labeled and functional. It seems fairly obvious and expected these days, but with some vehicles it's much harder than this one.

The engine has surprising power, and the CVT worked quite well. While putting around, I didn't even notice the CVT.

I can't say that I would plunk down the cash for this vehicle, but that comes from a single 28-year-old male who would rather have a four-door 500-hp hauler for a “family-vehicle.”

Nissan has done a nice job with this ute, and if the styling catches you—reliability and a good brand being strong points—then definitely look into the Nissan Murano. But please, not the cabriolet, it's just so ugly.

ASSOCIATE EDITOR JAKE LINGEMAN: The 2012 Nissan Murano LE definitely won't win any beauty contests, but this dark-colored, optioned-out version is probably the best looking of the bunch.

The crossover rides very smooth. There isn't much feel in the steering wheel, but for the market that this car is in, that's not much of a problem. Michigan's potholes barely registered inside the cabin. It's also plenty quick. The combination of the V6 and CVT gets this thing cruising off the line. I still get a little nervous when the tach needle pins at 5,200 rpm, but Nissan is apparently all in with that transmission, so it's time to get used to it.

The seats are covered in soft black leather with a good amount of padding. They aren't very supportive in the side-to-side department, but on a long trip I could see these chairs working just fine. The two-level seat heaters add even more comfort.

Also, unlike some, I don't really care about the door feel or sound. But I did notice that these doors have some heft to them, and emit a low thud when they close. That seems upscale to me.

Almost $45,000 for this crossover is a bit much to stomach because you can get better looking SUVs that offer the same equipment for less. But that 3.5-liter is Nissan's workhorse engine and damn near indestructible. The CVT I'm not so sure of.

2012 Nissan Murano LE

Base Price: $40,710

As-Tested Price: $44,440

Drivetrain: 3.5-liter V6; AWD, continuously variable transmission

Output: 260 hp @ 6,000 rpm, 240 lb-ft @ 4,400 rpm

Curb Weight: 4,163 lb

Fuel Economy (EPA/AW): 20/18.2 mpg

Options: Platinum edition package including HDD navigation with seven-inch VGA touch-screen monitor including voice recognition, Bluetooth connectivity, XM NavTraffic and NavWeather, 20-inch aluminum alloy wheels, platinum edition badges and rear bumper protector ($2,020); dual DVD head restraint monitors ($1,515); Floor mats and carpeted cargo mat ($195)

For more information: Check out the 2012 Nissan Murano LE at shopautoweek.com

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2012 Mercedes-Benz E350 Bluetec Sedan review notes: Torque and range make a diesel ideal in a luxury sedan

Torque and range make a diesel ideal in a luxury sedan A model year 2011 is shown. "

The 30.3 mpg fuel reading I achieved on my fill-up is the big deal about the Bluetec version of the 2012 Mercedes-Benz E350. Returning more than 30 mp

If you need further proof that a turbodiesel is the ideal powerplant for a big luxury car, look no further than the E350 Bluetec. - Digital Editor And

This car confirms my long-held belief that Mercedes vehicles hold the most-comfortable, supportive driver's seats in the business. - Autoweek.com Edit

All I did was drive home, pick up dinner, and drive to work the next day with this car. But it is an excellent choice for enthusiasts who like power,

For all of the twist, this big sedan makes do with just 210 hp; you would never know it has such a humble output because it feels so strong and return

EXECUTIVE EDITOR ROGER HART: The 30.3 mpg fuel reading I achieved on my fill-up is the big deal about the Bluetec version of the 2012 Mercedes-Benz E350. Returning more than 30 mpg is something very few luxury cars on the market today will deliver.

And rarely does 210 horsepower feel this stout. The six-cylinder diesel has no problem shoving more than two tons of luxury sheet metal, leather and wood around. Even two-lane passes are done with little drama.

If I were to buy an E-class, this would be the model. I'm surprised at how quickly the options added another $10 large to the sticker--things like heated seats I'd think would be standard. But as a complete package, this car offered up just about everything you'd want in a daily driver.

I did have to convince an off-duty police officer this morning at the Mobil station that I could actually put diesel fuel in this gleaming white Mercedes. He kept telling me I was at the wrong pump when actually I was right where I needed to be.

DIGITAL EDITOR ANDREW STOY: If you need further proof that a turbodiesel is the ideal powerplant for a big luxury car, look no further than the E350 Bluetec. With its sense of mass and effortless torque, the sensation when moving away from a stoplight is akin to the takeoff roll in a Boeing 777. It's not the neck-snapping power you experience in an AMG as much as it is sheer thrust--the inevitability of forward movement.

Impressive, to be sure, but even more so was the fuel economy and range display explaining to me that I had 300 miles on the trip odometer and 540 more miles of range. When two tons of luxury sedan can get 36 mpg indicated in mixed driving with no extension cords, weird clunks or CVTs needed, I have to ask why so many manufacturers (and Americans) are wedded to the idea of hybrid/electric propulsion.

I know, I know--there's still the issue of exhaust after treatment and more expensive initial purchase costs, but the latter is certainly a feature of electrically assisted competitors. And is adding a gallon of BlueGoo every year really that big a deal?

So the E-class has my perfect powertrain. The rest of it is good, but still not my favorite luxury sedan. Mercedes hasn't done a great job of isolating the occupants from road imperfections, and it's not as quiet a vehicle as one would expect. A pothole strike, for example, is inelegantly felt through the floorboards as well as heard--Audi and BMW do a better job of damping, an issue I also noted in the gas-powered E-class we had several months ago.

The E350 interior is a delightful place in which to spend time, with no untoward diesel rattles finding its way into the cabin (not that yours truly would mind). I still say Mercedes, with its mock old-school radio dial, has the best satellite radio interface in the business, and I like the COMAND infotainment system. But Benz, move the cruise control stalk away--far away--from the turn signals.

Nits for picking, that's all; the bottom line is that, were I in the market for a mid-level luxury car, the E350 Bluetec would be at the top of a short list. With that said, a diesel A6 could change my mind quickly.

AUTOWEEK.COM EDITOR DALE JEWETT: A full report on this car could be headlined, “Seduced by Diesel.”

The second refueling (327.2 miles on 9.494 gallons = 34.46 mpg) is the intoxicating part. The miles were racked up in highway cruising during a short road trip

This E350 Bluetec is such an effortless highway cruiser. Locking in the cruise control at 75 mph has the 3.0-liter V6 turning just under 2,000 rpm--and at the start of the trip the range gauge is saying there are 790 miles before a stop is mandatory! (The E350 Bluetec has a 20-gallon fuel tank.) Oh, think of the road trips I can take with such range.

Two grand on the tach is right in the heart of the torque band. A light prod of the throttle is all it takes for a power surge to pass other traffic. And I have no problem with the placement of the Benz's cruise control stalk--flicking in and out of cruise mode is a breeze.

But the powertrain is only one part of the E350 Bluetec's seduction. This car confirms my long-held belief that Mercedes vehicles hold the most-comfortable, supportive driver's seats in the business. (BMW, Audi and Volvo run a close second in my book.) Even though the seat in this Benz doesn't have billions of adjustments, it wraps my backside nicely. I'm sure that I could burn off all 700-plus miles of fuel range and get out of the car feeling fresh, not tortured.

This car's steering is nicely weighted--no need to saw the wheel back and forth, just point it in the direction you want and hold it steady. And I find the suspension setup in the sweet spot for road feedback while soaking up most minor to moderate road imperfections with aplomb.

What truly makes this car a fine daily driver is that it performs flawlessly in the stop-and-go of city life. Again, the broad torque band low in the rev range is great for getting away from stoplights. And once you reach cruising speed the car just rolls along. The icing on the cake is the Harmon/Kardon sound system with a meaty bass range. Whether it is the satellite radio, or your plugged-in music source, the E350 Bluetec is your private concert hall. And that's sweet music to my ears--and backside.

ROAD TEST EDITOR JONATHAN WONG: The base price difference between the gas E350 sedan and this diesel Bluetec model is $1,200. If you ask me, that's not a big premium for having 400-lb-ft available to you from just 1,600 rpm and insane range. The thrust makes this E-class sedan a pleasure to drive around.

The Wong family had a diesel Mercedes SEL in the late 1980s and that thing smoked like a chimney and clanked like it was going out of style. Though my mom loved the pickup it had rolling away from stoplights. After the diesel she got a regular gas SEL and loathed the lack of torque, but was glad to not have to diesel with the nasty diesel fuel pumps at gas stations and liked the quieter operation. There's a little bit of diesel clank at throttle tip-in, but that's it. My mom would approve of this diesel.

As for the drive, the car is comfortable for leisurely trips around town. Steering feels light on center and tightens up some when you crank in more angle and in typical Mercedes form, the brake pedal is squishy.

The exterior styling doesn't do much for me being boring and all, but the cabin is beautifully built and comfortable to be ideal for long drives. So if you combine the comfortable interior and the excellent range the diesel is capable of returning, the E350 Bluetec just might be one of the best road trip options out there.

COPY CHIEF CYNTHIA L. OROSCO-WRIGHT: Such a fine ride this 2012 Mercedes-Benz E350 Bluetec is--and the fact that my eye kept returning to the 670-mile-plus range of the fuel tank makes this Benz a pretty fine package. Yes, it's a diesel, and yes, you'll pay more up front and maybe even at the pump these days. But fuel of any type is pricey now, and when a full tank gets you likely more than 700 miles, imagine all of the commuting and errand running you could do and all of the road trips you could make without having to refuel?

As others have noted, this car isn't a speed demon, but it still feels quite quick. (The sheetmetal also gives the car the sense of being in motion.) Hit the pedal, and the car moves with authority. You do feel the weight of the car through the wheel, but it's not a bad thing. The car always felt planted over the roads that make up my commute route, but I definitely felt bumps and cracked roadways. Those truly upset the Benz. Amazing that this wouldn't be better smoothed out in a luxury vehicle such as this. Otherwise, the drive was uneventful, and the brakes provided good stopping power.

The cabin keeps you well coddled, with the very supportive and comfy seats, the wraparound style of the dash and having all of the necessary controls easily at reach. I could be very happy inside this E350 for miles on end, especially with the rockin' sound system.

I'm not a fan, though, of the gear-selector stalk being on the steering wheel. Yes, I'm used to this setup now in various Benzes, but I don't like it. I could see someone wanting to flick on the wipers or signal a turn and instead shift the car into a different gear, which could be dangerous.

My other nit is that it feels as if the pedals are set very far forward in the footwell. I am only five-foot-four, and I had to move the seat so far forward to be able to reach the pedals that I had an odd-angle view of the rearview mirror. It was sort of uncomfortable.

Otherwise, two thumbs up for this E350 Bluetec.

NEWS EDITOR GREG MIGLIORE: The diesel six is truly righteous in this thing. All of that torque, 400 lb-ft, at just 1,600 rpm, good lord. I don't think I even maxed it out, as I was mired in rush hour traffic, but just a jab of your foot produces a hell of a rush.

For all of the twist, this big sedan makes do with just 210 hp; you would never know it has such a humble output because it feels so strong and returns such response.

The cabin is quiet and comfortable, well-appointed and handsome in its execution and demeanor. The ambient lighting, the wood-colored trim, and the leather--it all says luxury.

I like the steering with its light feel in your wrists on center, offers nice feedback. Indeed, it's easy to maneuver this cruise ship through turns and curves with little effort. Well-done chassis, too, it's comfy but not overly soft. It's a fine line, but this car toes it.

All I did was drive home, pick up dinner, and drive to work the next day with this car. But it is an excellent choice for enthusiasts who like power, and consumers who could truly benefit from diesel technology and efficiency.

Base Price: $52,565

As-Tested Price: $62,010

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

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

Curb Weight: 4,255 lb

Fuel Economy (EPA/AW): 25/30.6 mpg

Options: Premium package 1 including Comand system with hard-drive GPS navigation, real-time traffic data, voice control, music register, Harman/Kardon Logic7 surround sound system, HD radio, SiriusXM satellite radio, iPod/MP3 media interface and cable, heated front seats, power rear-window sunshade and rear view camera ($4,000); black leather ($1,620); diamond white paint ($1,515); Parktronic with parking guidance ($970); lane tracking package including blind spot assist and lane keeping assist ($850); heated steering wheel ($490)

For more information: Check out the 2012 Mercedes-Benz E350 Bluetec Sedan at shopautoweek.com.

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Autoweek loves passionate comments and debate, but remember that you're part of a diverse community. Above all: be respectful. Critique statements, not people; talk about the automotive world, but skip the political rhetoric, hate speech, and obscenities. While we can't read every post, this site is moderated and Autoweek will remove comments as we see fit. Questions? Read our Terms of Use or email moderator@autoweek.com.

2013 Porsche Cayenne Diesel review notes: This could be the perfect Cayenne

This could be the perfect Cayenne

The Porsche Cayenne diesel, which has been offered in foreign markets since 2009, has come to the United States. Photo by Porsche.

Price-wise, the Cayenne diesel sits between the gasoline-powered and hybrid versions. Photo by Porsche.

Plenty of sound deadening material made for a quiet, luxurious interior. Photo by Porsche.

Reviewers enjoyed the additional torque offered by the diesel engine, which enhanced the Cayenne's sporty attributes. Photo by Porsche.

With a combined fuel economy of 23 mpg, the diesel Cayenne can go up to 765 miles on a full tank. Photo by Porsche.

What is it?

Porsche has offered its diesel SUV in other markets since 2009, but the oil-burning Cayenne has been held out of the U.S. mix in favor of a range of gas-powered models and a gas-electric hybrid. As Porsche's first-ever diesel car in the United States (they did sell some diesel tractors in the United States back in the '60s), the Cayenne diesel represents nothing short of a sea change for the German sports-car maker. For U.S. customers, the diesel provides a serious alternative to diesel utes offered by Mercedes-Benz, Audi and BMW, as well as an option that fits nicely—in price and performance—between the base Cayenne V6 gas-engined model and the more expensive and far more powerful and complex Cayenne hybrid.

Though not as rapid as the hybrid model, the diesel has a 0.2-second quicker 0-to-60-mph time than the gas V6 model, offers serious low-end pull and towing prowess and adds just $6,900 to the base cost. The diesel's combined city/highway fuel-economy number is 23 mpg, with what engineers say is a conservative 29 mpg on the highway. Porsche says the diesel will go 765 miles on a tankful of fuel, making it perfect for America's wide-open spaces.

What is it like to drive?

We put the Cayenne diesel through its paces on the sweeping, wide-open two-lane highways and gravel roads in America's last frontier, Alaska. We were already quite familiar with the vehicle's sport-car handling and overall utility, so we were able to focus almost exclusively on the diesel powertrain. Long story short: As much as we love the insane level of launch offered in the upper-end Cayenne Turbo, and even the hybrid model, the V6 turbodiesel may be the perfect engine for the Cayenne. It offers great pull off the line, feeling almost turbine-like in delivery, from 1,750 rpm all the way to its 4,600-rpm redline. The feel is not unlike the Cayenne hybrid's electric torque, only without the EV complexity and extra battery weight. There's plenty of sound-deadening material so any diesel clatter is thoroughly muffled, adding to the sense of solidity and strength. If there's any negative, it's that—like any diesel—the transition from “on” to “off” at peak power can be abrupt, leaving the enthusiastic driver wishing for just a bit more.

Do I want it?

Unless your heart demands the adrenaline rush of a Cayenne Turbo, the new Cayenne diesel warrants serious consideration for those shopping the luxury SUV market. The diesel price premium is minimal, while the upsides in fuel economy and power are excellent. If you can't get your head around the idea of “Porsche” and “diesel” in the same sentence, then just remember that not too long ago we were struggling with the idea of “Porsche” and “SUV” together, and that seems to have worked out OK.

2013 Porsche Cayenne diesel

On Sale: SeptemberBase Price: $56,750

As-Tested Price: $87,950

Layout: five-passenger, front-engine, AWD, SUV

Drivetrain: 3.0-liter, 240-hp, 406-lb-ft turbodiesel V6; 8-speed automatic

Curb Weight: 4,795 lb

0-60 mph: 7.2 sec (mfr)

Fuel Economy (EPA combined city/highway): 23 mpg

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Autoweek loves passionate comments and debate, but remember that you're part of a diverse community. Above all: be respectful. Critique statements, not people; talk about the automotive world, but skip the political rhetoric, hate speech, and obscenities. While we can't read every post, this site is moderated and Autoweek will remove comments as we see fit. Questions? Read our Terms of Use or email moderator@autoweek.com.

2012 Ford Focus Titanium five-door hatchback: Autoweek Autofile car review

As one editor noted, “It's not the least expensive small car you can buy, but I would not hesitate to call this car, in this specification, an e Photo by Andrew Trahan.

While track-testing any car is fun, this Focus shines more on road, where it boasts an overriding sense of quality. Photo by Andrew Trahan.

A rear shot of the 2012 Ford Focus Titanium five-door hatchback on track. Photo by Andrew Trahan.

Still, the Focus displays a fair amount of understeer when pushed through the cones. Photo by Andrew Trahan.

The car's weak point lies somewhere at the crossroads of its Continental ContiPro Contact 215/50R-17 tires and its 11-inch front-disc and nine-inch re Photo by Andrew Trahan.

A close-up look of the 2012 Ford Focus Titanium five-door hatchback. Photo by Andrew Trahan.

At the track, the car's 2.0-liter I4, with 160 hp and 146 lb-ft, managed to propel it to 60 mph in 9.0 seconds; the quarter-mile required 17.0 seconds Photo by Andrew Trahan.

Though hardly the stuff of race cars, the Focus handles much better than it stops, achieving 0.74 g in lateral acceleration around the skidpad. Photo by Andrew Trahan.

Photo by Andrew Trahan." href="http://www.autoweek.com/galleryimage/CW/20120829/CARREVIEWS/829009999/PH/1/9/2012-Ford-Focus-Titanium-five-door-hatchback.jpg" rel=lightbox-image>

We eagerly await running the Focus ST through its paces to see how the sportier car stacks up.
Photo by Andrew Trahan.

As one tester said, “This Focus offers a solid feel from the driver's seat. The doors have a bit of weight to them, it feels insulated in the ca Photo by Andrew Trahan.

The cabin is fairly quiet, the seats extremely comfortable and the ride solid, almost sporty. Photo by Andrew Trahan.

By: Autoweek editors on 8/29/2012

We've been fans of the 2012 Ford Focus since its debut, and not simply for its stellar design (the unfortunate sedan version notwithstanding). No, we would have been happy with anything that removed its frumpy predecessor from the streets. That car suffered along for a decade with Band-Aid styling updates that did nothing to improve on its once-sharp looks.

That the new Focus is also a fun-to-drive car with a host of near-luxury amenities and techy features on its options list also makes a powerful argument for those shopping the compact segment.

Our tester, a five-door Titanium model, sits at the top of the Focus lineup, its starting price of $24,985 stoking expectations for superior interior comfort, fits, design and equipment. Still, once we climbed in and experienced the car fully, played with its standard satellite radio, gripped the leather-wrapped steering wheel and felt secure with the stability with torque-vectoring control system standing sentry for a wheel placed wrong, the car did not disappoint us. Rather, we immediately considered its $26,250 as-tested price spot-on. As one editor noted, “It's not the least expensive small car you can buy, but I would not hesitate to call this car, in this specification, an entry-level luxury car.”

The Focus feels good just driving around town, hopping on and off the freeway and being used generally for errand running. The cabin is fairly quiet, the seats extremely comfortable and the ride solid, almost sporty. We also appreciate the car's real-world 27.8 mpg, though we can't help but think that an extra gear would go a long way toward returning a combined 30.0 mpg. As is, at 70 mph in fifth gear, the engine turns near 3,000 rpm, not annoyingly buzzy but noticeably high nonetheless.

At the track, the car's 2.0-liter I4, with 160 hp and 146 lb-ft, managed to propel it to 60 mph in 9.0 seconds; the quarter-mile required 17.0 seconds, with a top speed of 84.8 mph. That's hardly neck-snapping stuff, but power is delivered in linear fashion, while its five-speed manual transmission makes easy work of staying in the powerband.

The car's weak point lies somewhere at the crossroads of its Continental ContiPro Contact 215/50R-17 tires and its 11-inch front-disc and nine-inch rear-drum brakes. From 60 mph, the car came to a stop in 138.0 feet.

Though hardly the stuff of race cars, the Focus handles much better than it stops, achieving 0.74 g in lateral acceleration around the skidpad. And through our tight, 490-foot, eight-cone slalom, the car turned in an average speed of 42.7 mph. While that's down compared with the 2012 Honda Civic Si we tested earlier, the Focus only gives up 1 mph to the more powerful, sport-tuned car. Still, the Focus displays a fair amount of understeer when pushed through the cones. We eagerly await running the Focus ST through its paces to see how the sportier car stacks up.

While track-testing any car is fun, this Focus shines more on road, where it boasts an overriding sense of quality. As one tester said, “This Focus offers a solid feel from the driver's seat. The doors have a bit of weight to them, it feels insulated in the cabin, and everything from the shifter to the steering-wheel buttons has a robust feel.”

STICKER

Base price: $24,985

As-tested price: $26,250

CHASSIS

Five-passenger hatchback

CAPACITIES

Fuel (gal): 12.4

Cargo seats up/folded (cu ft): 23.8/44.8

Headroom/legroom (in): 38.3/41.9 front, 37.9/33.2 rear

ENGINE

2.0-liter I4

Power: 160 hp @ 6,500 rpm

Torque: 146 lb-ft @ 4,450 rpm

DRIVETRAIN

Front-wheel drive

Transmission: five-speed manual

SAFETY

Standard stability and traction control system with torque-vectoring control, MyFord Touch, 60/40-split folding rear seat push-button start standard on Titanium trim

Standard airbags: 6

STANDING-START ACCELERATION

0-60 mph: 9.0 sec

Quarter-mile: 17.0 sec @ 84.8 mph

BRAKING

60-0 mph: 138.0 ft

FUEL ECONOMY

EPA combined: 30 mpg

AW overall: 27.8 mpg

RESIDUALS

Three-year: $11,395

Five-year: $7,754

— I love this car, but it does have its quirks. It handles well, and I'm currently averaging almost 37 mpg. Interior quality is superb, and I like the exterior styling with the hidden gas door. My biggest dislike is the lack of options such as a diesel engine, a big turning radius and the navigation interface. The engine has a lot of power above 3,000 rpm, but below that it's a dog.

Nicholas Prato, Milwaukee

— I've had my Ford Focus Titanium for a month and am still learning the electronics. Though early versions of Sync with MyFord Touch had some owners in a quandary about dependability, thus far it's worked fine. I'd like a little more adjustments in the seat, but with the tilt/telescoping steering wheel, a comfortable position can be found. There's also plenty of legroom in the rear. The overall look is pleasing now that I've grown to like the front end and the taillights. I opted for 18-inch wheels, and with their help the car handles like no other in this price point. Wind the engine out and it doesn't sound like a 160-hp, direct-injection four-cylinder engine. It rocks for what it is.

Brant Owens, Mesa, Ariz.

— Compared with other cars I considered, the Focus gets great gas mileage and is fun to drive. I love the four-cylinder with its range of almost 400 miles per tank. In hatchback form, it's hot. The interior is comfortable, with surprising space in the rear, nice mood lighting and a great Sony sound system. But there's no storage for change or cell phones, and the shiny plastic near the shifter reflects sunlight. Sync with MyFord Touch is challenging with the verbal commands, and navigating the screen while driving is not the greatest.

Terry Likens, Austin, Texas

2012 Mazda 3 Grand Touring five-door, $24,195

2012 Volkswagen Golf 2.5L four-door, $23,475

2012 Subaru Impreza 2.0i Sport Premium Five-door, $21,045

We seek comments from owners of these vehicles: 2011-12 Chevrolet Silverado, 2011-12 Honda Accord, 2012 Mercedes-Benz C-class, 2011-12 Toyota Prius

Please include your full name, address and a phone number. E-mail to autofile@autoweek.com, or fax to (313) 446-1027. We'll include a selection of owners' responses with our Autofile stories, both in print and online. Thanks!

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Autoweek loves passionate comments and debate, but remember that you're part of a diverse community. Above all: be respectful. Critique statements, not people; talk about the automotive world, but skip the political rhetoric, hate speech, and obscenities. While we can't read every post, this site is moderated and Autoweek will remove comments as we see fit. Questions? Read our Terms of Use or email moderator@autoweek.com.