AutoGlo

In simple terms: Audi A6 looks hot, goes fast

2012-02-09T13:44:00.000-08:00

This review originally appeared in the January 2012 edition of the Northern & Central California Cruisin’ News published out of Folsom, California – mg

Sacramento, California -- No fooling, here’s what the sticker said on this recent ride: 2012 Audi A6 3.0 TFSI quattro Auto Tiptronic Sedan.

They almost needed two stickers to fit that name on there. For simplicity sake, here’s what you need to know: It’s an Audi sedan. It looks hot. It goes fast.

Got your interest? OK, keep reading.

This A6 is a definite player in a crowded field of luxury sport sedans. As I said, it looks most racy for a four-door, including a wide-open-mouth grille ready to devour slowpokes.

The look is backed up by a 3-liter supercharged V-6 topping out at 310 horses. Performance is not so much brute-like as it is velvet hammer. Nailing the gas produces butter-smooth acceleration that wowed me and several passengers I took along on rides.

The eight-speed Tiptronic transmission is a wonder, handling the gearing chores with seamless perfection.

The smooth blast can fool you, however. Believe me, you are nearing three digits on the speedometer before you realize it, so care during operation is advised, unless you like chatting with highway patrol officers in the middle of your commute.

Base price on the new A6 is a C-note short of $50,000, but the tester was dressed up with extras that brought the bottom line to (deep breath!) $57,470. Throw in what you can expect to pay for gas with federal ratings of 19 miles per gallon in the city and 28 mpg on the highway, and you’re talking about some serious change.

Alas, the car was mine for only a week, so I savored extras that included 19-inch performance tires, steering wheel-mounted shift paddles and a sport-tuned suspension.

A flat-black interior was simultaneously imposing and sexy, loaded with comfort/convenience controls – so many linked to little, tiny buttons that mastering the dash without looking down takes some doing.

For me and others, this is a fantasy car, which is fiscally challenged journalist-speak for: I can’t afford it, but I sure had fun driving it.

For those who can afford it, I salute you. And a dash of envy comes free of charge.

Infiniti jumps into hybrid pool with M35h sedan

2012-02-03T12:28:00.000-08:00

Sacramento, California – Infinti. Luxury sedan. Hybrid.

Just a few years ago, those are words I did not envision saying in order anytime soon.

But for 2012, Infiniti has offered up the M35h, billed by the automaker as putting out “V-8 power and four-cylinder economy.”

In my week with the car, I can tell you that Infiniti’s claim is spot-on. With a 3.5-liter V-6 delivering 258 foot-pounds of torque and an electric motor capable of about 200 foot-pounds on its own, you definitely get the V-8 experience.

Yet fuel mileage comes in at an impressive 27 miles per gallon in the city and 32 mpg on the open road. By comparison, a 2012 Infiniti M37 with a standard 3.7-liter V-6 and 330 horses delivers 18/26 on the mileage chart.

But you have to think beyond that, because just like scheduling two dates on one night, it’s complicated.

For starters, the M35h has a starting price of $53,700. That’s $6,000 more than the basic M37 sedan. That might seem like a wide space, but in the world of gas engine-versus-hybrid the chasm is not that large. Consumer stats tell me that Infiniti buyers tend to keep their cars for a long time, which means they’d likely make up the price difference in gas savings in fairly quick order, especially at today’s prices, with the hybrid.

Bottom line: You need to do the math on your own driving habits and what you’re paying annually for gas BEFORE writing a check for an M35h.

But wait, it gets a bit more complicated. Power in the M35h is delivered via what’s called a one-motor, two-clutch parallel hybrid system, with the significant byproduct being the car is capable of speeds up to 62 miles per hour in pure-electric mode.

Let me assure you, that’s a big deal. In theory.

In practice, however, I found that the M35h sometimes seemed to be confused at significant changes in speed above 60 mph threshold. The confusion manifested itself in an occasional hard “thump” of a transition between engine and electric motor. It did not happen all the time, but it happened enough to make me think the new offering might need a few tweaks up the road.

Otherwise, the M35h was a typically posh Infiniti sedan getting better-than-nice fuel mileage.

My tester was overstuffed with exotic extras that brought the bottom line to nearly $68,000. Frankly, the standard perks were plentiful and likely to please most motorists. Part-of-the-standard-deal features included 10-way power/heated leather front seats, a memory system that automatically adjusts just about everything for drivers ranging from 5-feet tall to 7-footers, rain-sensing windshield wipers and V-rated, all-season tires. The automatic gearbox is a 7-speed.

I found the cabin to be quiet, the audio system rockin’ and the passenger comfort level high. Controls were easy to use. Highway smoothness was excellent. Ditto steering. The car handled like a smaller machine. It also looks good, especially on the front end, where oversize headlights fit nicely on either side of a two-tiered grille.

All in all, this is a good “green” effort for a luxury auto builder … Perfect the engine-electric transitions, and things will be just about, well, perfect.

Luxury for less? Genesis sedan fills the bill

2012-01-27T12:02:00.000-08:00

Sacramento, California – I call them the Hyundai Crowd, and they always seem to have smiles on their faces.

Rightly so, because the Hyundai Crowd is populated with buyers who have cars equipped with horsepower, luxury and engineering closely rivaling that found in Lexus, Cadillac Acura and Infiniti automobiles … But they’ve paid thousands of dollars less than the owners of those luxury brands.

Arguably the signature car for the Hyundai Crowd is the Genesis sedan, and my test ride was the top-of-the-line 2012 5.0 R-Spec edition. This car is major league hardware for a song. Charging $46,500 for this particular Hyundai amounts to a veritable giveaway, considering what the similarly equipped competition costs.

For starters, you get a nicely styled body with sexy angular cuts on the front end. Underneath the hood is a 5-liter direct-injection V-8 with 429 horsepower. It’s matched with an eight-speed automatic transmission.

The Genesis 5.0 R-Spec on the roll is a don’t-let-it-end pleasure.

Smooth, quiet and agile, the engine’s considerable power does not rip-snort oomph so much as dish out silky doses of road-eating juice that you see more than feel. Effortlessly zipping past a flying sports car prompts just as much of a rush as noisily rumbling past it. The Genesis does the former quite well, and the gearbox manages the menu of gears with seamless perfection.

Interior comfort for five adults is top-grade. Interior perks rival anything rolling with a luxury label. Beyond-the-usual perks include folding exterior mirrors with puddle lights, cooled/heated seats, a lane-departure warning system, high-tech damping and smart cruise control.

OK, getting this Hyundai means that you might not get the same level of respect from neighbors who would “ooh” and “ahh” over a Cadillac or Lexus parked in your driveway. But rest assured that you have just as much car with this 5.0 R-Spec … and enough cash left over to finance installation of a backyard pool. Given the economics of the times, I kind of prefer having the extra money as opposed to getting off on the fawning of the neighbors.

I’m guessing I’m not alone in that.

To be sure, $46,000 and change is still serious money to put down for the purchase of a motor vehicle, but if you’ve reached that stage in your life where you want a luxury-level car that’s likely to run trouble-free for more than a decade (backed up with warranties that will work over that time period), this hot-rod Genesis should be on your list.

Keep it simple: This Mazda3 is a pleasure

2012-01-20T14:43:00.000-08:00

Sacramento, California – Let me start by saying that I like Mazda’s vehicle lineup, even without the catchphrases.

Let’s see, you’ve got your “Zoom-Zoom.”

And the “always the soul of a sports car” pitch written right on the window sticker.

The latest is “SKYACTIV” technology, which Mazda goes to great pains to explain on its website. In simple terms, it’s a smallish engine that still has pop and gets very good gas mileage.

My tester, the 2012 Mazda3 i Grand Touring five-door model had all of the above. And I didn’t need a dictionary to enjoy my week in the car.

I keep running into young folks who like the Mazda3, and that’s really no surprise. What better vehicle for a recent college graduate or a young couple just starting a family? Good looks, utility, robust fuel mileage and peppy performance will win you a lot of friends these days.

The Mazda3 has all that in bunches.

My tester looked particularly striking in a blindingly blue paint job, and the previously mentioned SKYACTIV technology with a 2-liter, four-cylinder engine matched with a six-speed automatic transmission was a winner.

Vehicle performance was very good, with the occasional complaint at the top of a steep hill. The Mazda3 was getting the most out its allotted 155 horses. Fuel mileage numbers raised a cheer: 28 miles per gallon in the city and 39 mpg on the highway.

The car was remarkably agile in tight spaces. Turnaround radius was comfortable … I imagine even for those who will go to great lengths to avoid a U-turn lane.

At freeway cruising speed, the tester was remarkably smooth. I got a little bit of rattle at the hatchback connection when the car did some turns at relatively high speed on city streets.

Dashboard controls were easy to see and use. Interior comfort for all passengers received high marks from some adult-size volunteers.

The price is just about perfect at $22,800 to start. My tester come in five bucks short of $25,000, courtesy of some Technology Package extras that included a blind-spot monitoring system (very nice), rain-sensing windshield wipers (also nice) and high-tech, high-intensity lights (completing a nice trifecta).

Even without the extras, this Mazda is generously equipped with standard comfort, convenience and safety features. By the way, the feds gave a maximum five-star safety rating for driver protection in frontal crash tests.

All in all, a good car gets better with multiple improvements for 2012. Don’t need any catchphrases to tell me that.

Stealthy Acura ZDX is a top-flight ride

2012-01-12T11:36:00.000-08:00

Sacramento, California – They delivered a Stealth fighter jet to my driveway recently.

Yes, that’s my story, and I’m sticking to it.

The accompanying paperwork – obviously a misdirection document drawn up by the CIA – identified the craft as a 2012 Acura ZDX, a five-passenger luxury sport-utility vehicle positively loaded with extras, with a starting price of nearly $57,000.

But I was not fooled. Wearing black skin that was sharply angled in seemingly every direction on the compass, this was something created to fly unobserved by radar.

How angular was the chassis? You have to hunt for the handles that open the rear doors. Seriously, a five-minute search revealed that they were hidden high on the back end of the entry portals.

Kudos to Acura's first female designer, Michelle Christensen, who made the ZDX a reality.

Although I never got the ZDX off the ground, it had enough pop to do the trick had wings been attached.

A 3.7-liter V-6 puts out 300 roaring horses, enough juice to whip the ZDX around most stragglers with authority. Off-the-line bursts were robust, but not snappish. Yet steering was pleasantly light. Balance was darn-near perfect. Braking power decidedly firm.

Acura insists that the ZDX is a “four-door sports coupe,” and for once I’m not going to argue with the naming game. The ZDX feels more like a sports car than an SUV. Yet it has all the comforts of the latter.

Backseat space is generous. Interior luxury abounds with leather, LED lighting and a kickin’ audio system. Driver helps are plentiful, with the blind spot information system a most welcome perk.

Fuel mileage was, well, pretty lousy at 16 miles per gallon in the city and 23 mpg on the highway. Alas, my thoughts of high-priced fuel fill-ups were drowned out by the heart-racing performance characteristics of the vehicle.

Oh yes, the rear cargo area can be configured to create a hole of nearly 56 cubic feet – perfect for carrying, say, a dozen golf bags or groceries for 100.

Luxury, performance, comfort and agility. If you have the cash, this ZDX pretty much fills up the wish list.

Just make sure you have a good cover story when the neighbors ask you about the vehicle. Remember, the CIA is watching.

Sleek Audi A6 sedan reviewed in Cruisin' News

2012-01-04T13:58:00.000-08:00

Sacramento, California – My review of the 2012 Audi A6 3.0 TFSI quattro Auto Tiptronic sedan appears in the latest, January 2012, edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

Infiniti G37 coupe a solid ride in luxury segment

2012-01-04T12:55:00.000-08:00

This review originally appeared in the December 2011 edition of the Northern & Central California Cruisin’ News published out of Folsom, California – mg

Sacramento, California -- Freshened for 2011 and basically carried over as is for 2012, the Infiniti G37 Journey coupe represents serious fun in the entry-level luxury market.

Entry level is a nice say of saying: “I can’t afford $50,000.” So, in the I-G37-coupe, you can figure on dropping $40,000. My tester, however, was gaudily dressed up with about a zillion options, so the bottom line came in at around $47,000.

Moral of the story: You take your luxury just about any way you can get it, especially in this economy. For me, the G37 represented a week in a vehicle that I admit is one of my favorites.

How do I like thee? Let me count the ways: 330. That’s the max horsepower number laid down by the 3.7-liter, 24-valve V-6 power plant. That’s sufficient to propel the two-door G37 onto the dog-eat-dog freeway, up the steepest inclines and around the sharpest bends.

A seven-speed automatic, sport-tuned gearbox matched up with sweetly engineered independent suspension front and rear makes the G37 a joy to drive. I’d equate it with the Triumph TR4 of the early 1960s … only way safer and stuffed with convenience/comfort features that Triumph pilots of the 1960s never could have imagined.

The G37’s standard list included eight-way/heated power front seats, dual zone climate control (even though it’s fairly tight quarters in the cockpit), USB connection, iPod port, rearview monitor and leather all around. Safety features take up a good quarter of the owner’s manual, by the way.

Fuel mileage is so-so at 19 miles per gallon in the city and 27 mpg on the highway.

The G37 looks sharp and racy, particularly wearing the upgraded 19-inch aluminum alloy wheels that came extra with my ride.

Please note that this is a four-passenger vehicle, so the idea of torturing/squeezing a fifth passenger in the back is out of the question. Also a personal favorite of mine: Infiniti’s bird’s eye view in-dash navigation map.

All in all, pretty much nothing beats the pleasure of driving this feisty coupe on the open road on a sunny day … making believe you have $50,000 in your pocket to spend on a new car.

As 2011 fades, time to hand out awards

2011-12-30T12:59:00.000-08:00

Sacramento, California – Another year has flown by, and it’s getting harder each year to hand out awards and get the Christmas decorations packed away in reasonable order.

Nevertheless, I do have some thoughts. Here they are:

CAR OF THE YEAR: Amid all the opulent luxury, incredibly complex technology and off-the-charts horsepower, I like the new Fiat 500 (pictured) above all others.

It’s not the fastest, most sophisticated car, but it is an affordable, nicely styled, fuel-sipping runabout that is right for the times. I like what the Fiat 500 represents, because it represents what I have heard from a lot of family, friends and colleagues this year: I need to be more practical, and less wasteful.

If a car can represent an idea -- even a car available in limited numbers -- that says a lot. I doubt that the Fiat 500 will make the kind of splash that the post-World War II Volkswagen made, but I think it’s a car worth having … and it’s a shot in the arm for Chrysler to be linked wheel to wheel with Fiat.

AUTOMAKER OF THE YEAR: How about America’s Big Three sharing the trophy? What a strange journey it has been … General Motors and Chrysler widely cursed for taking government money, even though that helped them get back on their feet, preserve tens of thousands of jobs and help save a massive U.S. industry. Ford, which seemingly couldn’t do anything right a few years ago, basically stepping to the head of the class with its popular products and gaudy earnings.

The U.S. manufacturers have regained some ground at home against Toyota and Honda, although to be fair, both Japanese automakers suffered supply chain problems due to the early 2011 earthquake/tsunami in Japan and the aftermath. It will be interesting to see how GM, Ford and Chrysler do once Toyota and Honda fully regain their footing.

RACE DRIVER OF THE YEAR: Decided in the last NASCAR Sprint Cup Series race of the year in November at Homestead-Miami Speedway, where Tony Stewart put on a drive for the ages. In a race where Carl Edwards did virtually everything he had to do to lock up the championship, Stewart came back from multiple setbacks to take the win. On the way to doing that, Stewart appeared to be in a class by himself – a remarkable effort given the Sprint Cup Series’ highly touted competition parity.

AUTO RACE OF THE YEAR: Selfishly, I have to go with the centennial running of the Indianapolis 500 in May. The “greatest spectacle in racing” surpassed that claim with a day drenched in history – past winning drivers, winning cars from decades ago and an over-the-top party atmosphere.

The race itself was the cherry on top of the sundae, with hard-luck rookie J.R. Hildebrand crashing within sight of the checkered flag, handing a storybook win to Dan Wheldon, who led the last few hundred yards of the race.

It was a race to keep in one’s heart forever. The same can be said of Wheldon, who crashed to his death in the IndyCar Series finale at Las Vegas in October.

We’re just hours away from popping the champagne corks to ring in 2012. So many changes ahead. So much to enjoy. Hope you’ll join me for the ride.

Happy new year to all.

Three dates, three losses ... and great memories

2011-12-15T12:40:00.000-08:00

Sacramento, California -- This blog will take the week off next week, as a I look forward to immersing myself in my little family -- grateful for yet another Christmas that we will enjoy together.

As we near year's end, three dates and three losses from 2011 are with me ... and likely will be for some time.

On March 9, my longtime Indy Car riding mechanic friend, Harry Dean, died at the age of 97, following complications from surgery. Harry missed being the oldest surviving Indianapolis 500 participant (and the last from the pre-World War II era) by about six months.

In 1937, the last year for riding mechanics at the Indy 500, Harry rode with racing great Ted Horn to a third-place finish, the top three cars finishing within 20 seconds of each other. It would be the closest 1-2-3 Indy 500 finish for the next 45 years.

Harry and I would routinely meet for lunch or dinner, and he would regale me with stories of an Indy Car racing era long past, a time when drivers would play softball in the Indianapolis Motor Speedway infield during the month of May, a time when drivers would take great pleasure sneaking a woman into the pit area (forbidden by the rules long after WWII), a time when racers would drive their race cars on public roads from racetrack to racetrack -- living and playing hard all along the way.

When Harry would speak, I could picture all of it, somehow wishing that I had been alive back then to drink it in. I miss our meals Harry. And I miss you.

On Oct. 16, Dan Wheldon crashed to his death in the IndyCar Series finale on the super-fast Las Vegas oval. Dan died less than five months after I watched him record a storybook victory in the centennial Indianapolis 500.

It was all so heartbreaking -- the loss of Dan's instantly likable personality, his leaving behind a lovely wife and two beautiful little children and the sight of diamond-hard Indy Car drivers sobbing at his passing. Just today, IndyCar released the results of an exhaustive investigation that confirmed what I already figured out: Dan had the terrible misfortune of impacting the Vegas track's exterior catch fence on the cockpit side. Even a state-of-the-art helmet is not enough to adequately protect a driver's head hitting a vertical fence support pole at more than 150 miles per hour.

Bad, awful luck for Dan. And a hole in our hearts as we move on to remember him and watch the sport we love.

Finally, Dec. 14 brought the news I was expecting since July 15, when my sole sibling, 61-year-old Stephen C. Glover, was diagnosed with inoperable pancreatic cancer. Steve simply slept away this week at his home, ending suffering I would have paid dearly to spare him.

I last visited with Steve over the Labor Day weekend. And in his usual stoic style, he talked frankly about the end to come and how he wanted to spare me any pain at the end. I've seen much bravery in 35 years of being a professional journalist and my lifetime obsession with auto racing, but I can't think of a more courageous outlook in the face of darkness than what I saw in Steve.

I'm grateful that we shared Steve's last Indianapolis 500 -- on the 50th anniversary of his first in 1960 -- shoulder to shoulder in the frontstretch grandstand in 2010. I'll always think of Steve when I attend future 500s, with the playing of "Back Home Again in Indiana" and the command to start engines.

I hate goodbyes, and this year has had too many for me. Yet I am glad to carry with me the memories of these three remarkable people. Gone from Earth, but not from my heart.

Challenger lineup brings the horses, and fun

2011-12-09T13:18:00.000-08:00

This review originally appeared in the November 2011 edition of the Northern & Central California Cruisin’ News published out of Folsom, California – mg

Sacramento, California -- There are some invitations that you just don’t turn down – like a Halloween Party at the Playboy Mansion, a skybox weekend at the Super Bowl and a Bay Area buddy who wants you to take some short romps in the 2012 Dodge Challenger lineup.

He didn’t have to ask twice.

Let me preface this by saying that if I had all the money in the world, my “drive around fun car” would not be a Bentley or a Ferrari or a Bugatti Veyron. I’d opt for a Dodge Challenger. Competition Orange if you please.

While my seat time was brief, I can tell you that the Challenger name has not been cheapened by the 2012 model year offerings.

Horsepower ratings on the SXT and R/T versions remain admirably high, and performance reflects that. The Challenger equipped with a 3.6-liter Pentastar V-6 (305 horses) feels a little heavy off the line and adds a little engine grunt noise at the top of a steep climb. But the overall throaty roar of the engine at full song is gratifying.

Dodge is touting an 18-speaker, 900-watt Harman Kardon audio system, and that is certainly an impressive piece of sound equipment to ponder. But the Challenger’s interior remains comparatively plain and uncomplicated.

I don’t have a big problem with that as I know the automaker wants to make the Challenger available for the high $20,000s to middle $30,000s set. I can sacrifice some interior luxury for high performance.

And then there’s the new Challenger SRT8 392, which delivers omigod-are-you-kidding-me performance through a 392-cubic-inch Hemi V-8. The max horsepower and torque numbers on that engine both come in at 470. And yes, your on-road fantasies will come true with this power plant.

Classic American muscle? Oh, yes sir! This coupe makes big smoke going zero to 60 mph in less than five seconds. And yet, the big-brute engine delivers an advertised 23 miles per gallon on the highway.

Please note that the interior of the 392 is a mind-blowing mixture of retro flash and modern-day dash. And the 392 also starts around $44,000.

Does the latest Challenger make the muscle car grade?

Let’s put it this way: I begged my buddy for a return trip the next day.

Newest Charger upholds model's rich history

2011-12-01T13:04:00.000-08:00

Sacramento, California – Strangely, some car models inspire rancorous debate and political sniping.

Take the Dodge Charger, for example.

Some folks can’t get over the Chargers of old -- big and brawny and loaded with horsepower that challenged the stability of the suspension and the grip of the tires. Those were the REAL Chargers, old-schoolers say.

Well, OK, but I did carefully read the owner’s manual on my recent ride and checked the exterior badging. Sure enough, it was a Dodge Charger SE with rear-wheel drive. Or a Dodge Charger Rallye Plus if you opt for the automaker’s more-flashy language.

Let me say up front that this was the “Charger Lite” version, meaning that it had a 3.6-liter variable-valve timing Pentastar V-6 with “only” 292 horsepower. Keep in mind that you can get a Charger SRT8 with a 6.4-liter V-8 laying down a maximum 465 horsepower.

That SRT8 puts you in a different economic bracket, and you’d be wise to put speeding ticket estimates into that budget.

My tester had a most-reasonable base price of $25,170, but it was dressed up with a nearly obscene number of extras (power sunroof, rearview camera and humidity sensor to name a tiny few) to bring the bottom line to $34,955.

The luxury was nice, but the basics were sufficient to keep me happy. That included the V-6.

No, the V-6 Charger cannot shut down a Corvette off the line, but the nearly 300 horses served up in deep, throaty tones by the V-6 were satisfying and entirely competent in all driving situations.

The Charger sedan received a much-needed restyling for the 2011 model year, and that carries over nicely in 2012. It looks American muscular from bumper to bumper, and the interior dash is a vast improvement from past years. The latter is much more organized and easier to use.

Handling was rock solid. Steering was a perfect blend of light-but-firm. The noise reaching the interior cabin was surprisingly muffled.

Naturally, purists scoff at four doors on a storied American muscle nameplate. To which I say: So what?

You want two-door muscle for 2012, hunt down a Dodge Challenger. They’ve made plenty of them.

As for me, I enjoyed every minute of my week in the Charger, a combination of four-door convenience and nostalgia-laced styling.

Old is new again. And you’ll get no argument from me: The current Charger wears it muscle and its lineage admirably well.

Auto racing 2011: A few hits ... and misses

2011-11-22T14:14:00.000-08:00

Sacramento, California – The 2011 auto racing season is just about wrapped up, except for a fairly meaningless Formula One race in Brazil this weekend, so it’s time to check my personal scorecard of predictions put down early this year.

On the NASCAR Sprint Cup front, here’s what I had to say in February:

As for me, I’m looking at Carl Edwards as the most likely driver to end (Jimmie) Johnson’s streak. Edwards can drive short, long, medium-fast and super-fast tracks at a high level. It’s just a matter of time before he puts a consistent campaign together. This could be the year.

Well, Edwards fell short by one pass for position and a superhuman drive by Tony Stewart (pictured) in South Florida last weekend. Let me chime in by saying that Stewart’s Sunday drive was the most incredible single-race effort that I’ve seen in more than 40 years of following the sport. He was like a wolf among sheep. The only near-wolf running in the same pack with Stewart was Edwards, but the latter came up just short.

Edwards had his chances and optimized them to the max. Stewart just beat him with an otherworldly effort. Edwards said as much on Sunday. I can’t argue with his analysis.

Before the first IndyCar Series race of the 2011 season, here was my call:

Defending 500 winner and Indy car series champion Dario Franchitti remains the top contender, but I kind of think the Roger Penske team is out for redemption after seeing the last two season titles snatched from its grasp due to uncharacteristic team mistakes. Look for Penske pilot Helio Castroneves to claim his fourth Indy 500 victory in May and then finally put together a solid season to take the series crown as well.

That was a huge swing and a miss on my part. Castroneves was not even close to being a factor in either the Indianapolis 500 or the IndyCar Series championship. It was left to Castroneves teammate Will Power to carry the Penske banner to the last race of the season. And for the third year in a row, a misstep on a pit stop cost a Penske pilot the championship in favor of Franchitti.

In May, just before the centennial running of the Indianapolis 500, I did name Dan Wheldon as my dark horse pick to win the race. In storybook fashion, he did precisely that, leading the last few hundred feet of the race after rookie leader J.R. Hildebrand crashed in the fourth turn, within sight of the checkered flag.

I’d give back all my predictions and some prized possessions if that would bring Wheldon back. The incredibly talented, two-time Indy 500 champion crashed to his death in the year’s most horrifying crash in the IndyCar Series finale in Las Vegas.

Rest in peace, Dan. We’re missing you already.

What will 2012 bring? Check back with me in February.

Big QX56 evolves with more power, same luxury

2011-11-18T13:10:00.000-08:00

Sacramento, California – The Infiniti QX56 luxury sport-utility vehicle and I have a history.

I’ve test-driven numerous versions of this SUV, alternating between joy over its numerous comfort/convenience perks and concern over its ugly fuel mileage.

Fast-forward to the present day: Things haven’t changed much. I still like the myriad amenities the QX56 has to offer, but it still drinks gas at an alarming rate – 14 miles per gallon in the city and 20 mpg on the highway.

In fairness, that’s an improvement over the 13/18 ratings of just a few years ago. And the current generation’s fuel mileage is an improvement sparking an engine that is bigger and more powerful than it used to be. More about that in a second.

Let’s start with the basics: It’s big, like it always has been.

The QX56 – restyled for 2011 and carried over pretty much as is for 2012 -- will seat up to eight in comfort, seemingly with plenty of room to install a dance floor and a mirror ball. Take my word for it, this is not the vehicle to take into the tunnel of a tight parking garage.

Splashed across the dash is a blizzard of comfort/convenience controls – all easy to see and use. Within easy reach: climate control, audio entertainment and just about everything else to keep one comfortable and entertained.

You can get the QX56 in two-wheel drive and four-wheel drive versions. Mine was the latter, more-expensive model, starting at just shy of $62,000. No, luxury does not come cheap these days.

The power plant is a 5.6-liter V-8 with 400 horsepower. To put that in perspective, the 2004 QX56 I tested (the one with inferior fuel mileage compared with the current version) was a 5.6-liter V-8 making 315 horsepower.

Yeah, I’d say the engineers did their work in the power-per-gallon department. And with 400 horsepower, it’s like they wanted to give the big QX56 all the power it needed to get the job done. On that score, my tester did precisely that … all with relatively little noise bouncing back into the cockpit.

Please note that the QX56 has an on-the-fly road-warning system that lets you know if you’re about to crash into another car while making a lane change … or if you seem to be drifting out of your lane. The problem is that the system is so sensitive that it barks annoying beeps for even the slightest variations within a lane. Maybe the system overcompensates for the QX56’s bulk, guessing that the driver is about to take off an exterior mirror with a six-inch drift within a lane. Annoying? Yes. Turn it off? Affirmative.

Still, I don’t want to let a few beeps spoil a good ride.

If you have plentiful cash to spend, care little about the high price of gasoline and need a big, luxurious SUV to carry around a lot of people and cargo, the QX56 should make you happy for many a mile.

2012 Challengers reviewed in Cruisin' News

2011-11-11T15:09:00.001-08:00

Sacramento, California – My take on the seriously smokin' 2012 Dodge Challenger lineup appears in the latest, November 2011, edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

Through the ages, Civic's appeal is consistent

2011-11-11T14:33:00.000-08:00

This review originally appeared in the October 2011 edition of the Northern & Central California Cruisin’ News published out of Folsom, California – mg

Sacramento, California -- I have an old friend in the Midwest, a “buy American” guy all the way. If you’re not buying a car from a Detroit automaker, he often said, you’re hurting the U.S. economy.

And when it came time for him to buy a car for his little girl, he bought her … a Honda Civic.

And that, I believe, speaks volumes about the venerable Civic. It gives people what they want: Dependable, affordable, gas-sipping, feature-loaded and safe. You can double-down on that bet when it comes to buying a car for the kids.

The Civic has been restyled for 2012, although you have to look pretty hard to see the altered architecture. My tester was the EX-L sedan with a navigation system – the priciest of nine trim levels, starting at $23,455. Mine was pretty loaded up. No extras, and the $770 destination and handling charge brought the bottom line to $24,225.

For that price, you get enough safety features to make a Consumer Reports editor smile. The seats are leather trimmed; the steering wheel also is wrapped in leather. The 160-watt audio system with six speakers does a marvelous job. Heated front seats are a luxury perk, but they were included in the cost of my EX-L. The first three months of XM Satellite Radio are on the house.

Everything was comfortable, understandable and functional on the inside. This being a Civic sedan, it’s built for five passengers. Realistically, it’s comfortable for four.

The standard power plant is a 1.8-liter, 16-valve, i-VTEC in-line 4 with 140 horses. You can set it for “eco” mode at the push of a button, a little extra savings for a car rated at 28 miles per gallon in the city and 39 mpg on the highway.

Nice engine. But be advised that you really have to jump hard on the gas in some situations – merging on the freeway and hitting a high Sierra Nevada hill, for example. Full force with the right foot produces a fairly loud scream that echoes around the cockpit.

One other annoyance was an odd quirk in the XM Satellite Radio readout. It showed the station you started with, then kept it highlighted even as you changed stations with the steering wheel-mounted controls. Why not just highlight the station you’re on? Seems like a simple fix.

Trunk space was surprisingly roomy, and believe me, I filled up the cargo area about 16 different ways. The exterior look remains aerodynamic and sleek. You know it’s a Civic at first glance.

So if you want something for the kids – or a second car -- that will run forever and give you/them few problems, the 2012 model carries on the tradition.

Big Ford F-150 is a hard-working brute

2011-11-04T13:38:00.000-07:00

Sacramento, California – I’m not ashamed to admit it: I’ve never been a big truck guy.

I have nothing against big pickups; I’ve test driven scores of them over the years. It’s just that they don’t fit my urban/suburban lifestyle. If I was running a farm or a ranch, or making a daily run to a construction site, things would be different.

But in my world, I’m looking for a big pickup’s cargo area perhaps two days out of the year – one maybe to help someone make a house move, and another to transport a tall Christmas tree down from the Sierra Nevada foothills.

And so when I took delivery of a Ford F-150 4X4 SuperCab (145-inch wheelbase with Lariat Series equipment), I was flat-out intimidated. It was enormous. Parked next to a Jeep Patriot sport-utility vehicle, the F-150 looked entirely capable of swallowing the Patriot in its giant cargo bed and ripping down the road.

I did not step into the F-150; it was more like a boyhood flashback of climbing up to the top level of the playground monkey bars. Up in the F-150’s cockpit, I could see surrounding homes for miles around.

Right away I feel like I’m in trouble. The exterior mirrors stick out so far that I’m fearful of bumping off sidewalk pedestrians as I drive down the street. Thankfully, the mirrors fold inward once you’re parked. And parking is best executed in a wide, expansive area. I avoided taking the F-150 into anything resembling a tight parking lot, believing I’d get struck and be trapped there for life.

People who drive big pickups on a regular basis have every right to call me a city-fied wimp, because everything I fear in a big truck is exactly what its fans love. In the tester, that translated to plenty of room for up to six folks, the cargo-carrying capacity of an aircraft carrier and enough comfort/convenience features to make your driving chores seem like a vacation on Luxury Island.

I must say that I was impressed with the 3.5-liter EcoBoost V-6 engine, which I initially guessed would be overmatched by the F-150’s imposing frame. Not a chance; the EcoBoost powered the big brute along with impressive ease. Fuel mileage is a tepid 15 miles per gallon in the city and 21 mpg on the highway, but hey, I understand that buyers of this truck aren’t looking for Prius-like numbers.

Interior comfort and ride were excellent, and the F-150’s steering was delightfully light. Dashboard controls were large, easy to see and a snap to use.

I did not like the turn signal shifter/control that does not snap into place like most others do. This is probably more of a “me” thing as I just can’t get used to this particular turn signal device. I’m never quite sure what to do when I’m changing lanes, and it seems like I’m always turning the signal too far or not far enough. Turn signal-challenged? I plead guilty.

This particular trim level of the F-150 is a nearly $40,000 investment and should be treated as such. You buy this truck to do some serious work for a long period of time. And while I may be a pickup wimp, I’ve driven enough of them to know that the F-150 is a hard worker that is not likely to let you down.

This Patriot's colors run rather well

2011-10-28T14:54:00.000-07:00

Sacramento, California –-For an automaker that counts significant World War II glory as part of its history, Jeep has sure taken its lumps over the years.

While I have not fallen in love with every new Jeep product introduced over the past generation, I personally believe the rocks thrown at Jeep have been a little large … and a little unfair. It’s almost as if purists are angry that Jeep doesn’t stick to producing Wranglers and other vehicles with the old World War II DNA.

Take the Jeep Patriot Latitude 4X4. Here’s a nice, five-passenger sport-utility vehicle that will cost you around $22,000 and change, do just about everything right and carries a long list of standard features. Most vehicles making these claims are deserving of respect.

And it has my respect. The Patriot was freshened in 2011 and gets a few more tweaks for 2012, but essentially, it’s the same package.

Standard propulsion at Latitude level comes from a 2.4-liter in-line 4 with 172 horsepower. No, that won’t blow off a sports car, but it will handle most of the challenges found on city streets and rural highways.

My tester had an easy-to-use dashboard of controls. Cargo-carrying capacity was easily expanded to generous with an easy fold of the 60/40-split rear seats.

Fuel mileage is a so-so 21 miles per gallon in the city and 26 mpg on the highway.

I did not take my Patriot over a rock-strewn trail in the Sierra Nevada – I suggest the Jeep Wrangler for folks who consider this fun – but it certainly looked rugged enough in the fine Jeep tradition. Even with those rugged, squared shoulders, the Patriot was silky smooth and surprisingly quiet on freeway runs.

Seriously fine features include electronic roll mitigation, hill-start assist and halogen headlamps.

But just don’t take my word for it.

The recent third quarter report by the Sacramento-based California New Car Dealers Association showed that Jeep posted a 54 percent gain in new light vehicle registrations in the first nine months of 2011, compared with the same period in 2010. That topped ALL brands sold in California.

Hmmm, somebody must know something, right?

And given the near-constant reminders that the Patriot ultimately will be supplanted by a Fiat crossover, now might be a good time to get a deal on a Patriot.

Sounds like a good deal to me.

Dennis Gage live at Sacramento Automobile Museum...Oct. 28

2011-10-27T14:48:00.001-07:00

Sacramento, California -- The California Automobile Museum in Sacramento is looking to reach out to a larger audience of car enthusiasts.

And what better way to do that than with the instantly recognizable Dennis Gage, host of SPEED network’s “My Classic Car”?

With his prominent handlebar mustache and signature catchphrase – “Honor the timeless classics” – Gage has lured an army of viewers into the world of classic automobiles, car shows and collectors.

On Friday, Oct. 28, Gage will be the featured speaker at the California Automobile Museum’s annual fundraising dinner. Starting at 5:30 p.m., the dinner’s keynote address is “Life in the Fast Lane – Bash with the ’Stache.”

The evening also will feature a cocktail hour, live and silent auction, a catered dinner and other entertainment. A wide selection of auction prizes includes automotive collectibles.

Tickets are $75 each and can be purchased on-site and online at www.calautomuseum.org.

Corporate and sponsor members of the museum receive two free tickets as part of their membership packets. Corporate museum memberships or sponsorships are offered for $500.

The California Automobile Museum features scores of motor vehicles of all stripes – from early horseless carriages, to opulent classics, to racing machines to contemporary makes. Special exhibits and educations classes are also part of the experience.

The museum has one of the most extensive docent programs in the nation.

The California Automobile Museum at 2200 Front Street is open daily from 10 a.m. to 6 p.m. and every third Thursday until 9 p.m.

For more details, call (916) 442-6802.

Death of a Champion

2011-10-20T13:01:00.000-07:00

This commentary first appeared in the Oct. 18, 2011, edition of The Sacramento Bee. -- mg

Sacramento, California -- For those who have followed IndyCar racing for decades and delved into its century-old history, Sunday's terrible events at Las Vegas Motor Speedway came as no surprise.

And yet the death of two-time Indianapolis 500 winner Dan Wheldon was no less shocking, no less heartbreaking. If anything, Wheldon's death unveiled the compassion and soul of the people who race mega-speed missiles for a living.

Drivers whose hard, sometimes emotionless faces have been common in past interviews wept openly – a gut-wrenching and yet spirit-lifting display of unvarnished humanity.

TV commentators, team owners and drivers said all the right things amid Sunday's grief. They accurately noted that we've become so accustomed to race drivers walking away from the most horrific crashes that we've become jaded. We expect drivers to pop up out of the cockpits of mangled cars and give a jaunty wave to a relieved crowd.

Advances in car and track safety over the past 40 years have helped foster that feeling of security. Wearing fire-resistant suits and protective helmets, IndyCar drivers are wrapped in a virtually indestructible cocoon, their bodies held in place by belts and padding.

And yet the laws of physics and flesh are brutal and unbending. Simply, a human subjected to hard impact at 225 mph can perish in any number of ways. The drivers know this entering every race.

This knowledge inspires awe in the rest of us, that they can compete in close quarters at blinding speed, week after week, knowing the potential consequences.

It takes a lot to stare down a 99-mph fastball or a charging, supremely conditioned linebacker, but let's face it: There's no comparison between those things and the dangers drivers of open-wheel racing cars face.

It used to be much more dangerous, of course.

In the 1950s and '60s, it was common for two, three or even four name drivers to die in Indy cars every year. Drivers who not only survived but won in those eras – A.J. Foyt and Mario Andretti among them – would admit they didn't strive to have friendships among their colleagues because the odds were those competitors might not be around long.

I remember that era well, but alas, I, too, had become complacent lately.
After Sunday's 15-car crash at Las Vegas – the most violent I've seen in my 50 years of watching IndyCar events – I was hopeful that every driver involved would be interviewed after a checkup at the infield care center. But as I watched rescue teams at work and mentally checked off those drivers who had walked away, a dreadful realization came over me.

Oh my God, not Dan. Please, not Dan.

And yet it was Dan. All the safety team actions and the body language of the drivers told the awful truth. And then it was official.

Dan Wheldon – 33, father of two, husband, sparkling personality, well-spoken ambassador of the sport, instantly likable and IndyCar champion – was gone.

In my view, it was IndyCar's darkest day since May 30, 1964, when Eddie Sachs and Dave MacDonald died in a huge, fiery crash on the second lap of the Indianapolis 500. I was there that day, a 10-year-old seeing his fourth Indy 500. I have never completely gotten over that crash and its horror.

Now I will never forget Oct. 16, 2011. And I'll always remember Dan Wheldon, a champion.

Smaller engine, big surprise in Altima ride

2011-10-14T13:04:00.000-07:00

Sacramento, California – It had been some time since I had reviewed a Nissan Altima sedan, so I eagerly anticipated its arrival.

Oh, here it is now and … Rats, it’s a 2.5!!!

A 2012 Nissan Altima 2.5 S to be specific, but the key factor here is 2.5.

I much prefer the 3.5 Altimas, with their 3.5-liter V-6s pouring out 270 glorious horses. The V-6 makes the Altima perform at a level resembling the pricier Nissan Maxima. Over the years, I’ve enjoyed more than a few moments blowing off hot cars in a series of Altima 3.5 testers.

Well, gotta live with it. The next morning I’m heading down the freeway entrance ramp with my right foot deep in the tester’s 2.5-liter in-line 4 with 175 horsepower, and I zip past a pretty good car. About two seconds later, I blast past what I consider to be a very frisky foreign model.

What gives? This Altima 2.5 S is performing way above what I remember. I looked it up: I tested 2002 Altima 2.5 S, and the horsepower rating was exactly what it is now, 175 ponies. But I don’t remember that car giving me the oomph the current model was giving me.

Somewhere along the line while I was driving Altima 3.5s, the Nissan engineers must have tuned the four-banger to run with the wolves. Nice surprise? You bet.

Everything else in the 2012 Altima was just what you’d expect from a model that compares favorably with heavyweights such as the Honda Accord and Toyota Camry.

Interior space was plentiful, even in the back. Trunk space was likewise ample.

An uncomplicated, easy-to-use layout of dashboard controls made for easy motoring. The car looked aerodynamically pleasing riding on its 16-inch all-season tires. A long list of standard comfort/convenience features makes the $22,570 manufacturer’s suggested retail price seem like a bargain.

My tester was dressed up with a couple of “Convenience” packages that included an eight-way power driver’s seat, a leather-wrapped steering wheel, a power sliding moonroof and dual zone automatic temperature control. The bottom line on my ride was $26,320.

In truth, I could have done without the extras and been perfectly happy in the car. And fuel mileage ratings of 23 miles per gallon in the city and 32 mpg on the highway felt pretty good too.

Would I recommend the Altima 2.5 S to a friend? Yes, without hesitation. After all, horsepower isn’t everything, and saving a few bucks on gas in a still-peppy car makes my day.

Restyled Civic reviewed in latest Cruisin' News

2011-10-06T15:19:00.000-07:00

Sacramento, California – My review of the restyled-for-2012 Honda Civic EX-L sedan appears in the latest, October 2011, edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

2012 CLS550 upholds Mercedes' reputation

2011-10-06T15:01:00.000-07:00

This review originally appeared in the September 2011 edition of the Northern & Central California Cruisin’ News published out of Folsom, California -- mg

Sacramento, California -- Fall approaches, and for car folks, that means one thing: 2012 is here!

And what better way to start out the new year than a week in the redesigned-for-2012 Mercedes-Benz CLS550?

I’ve heard this car described as a four-door coupe, and I have no idea what that means. Sure, it’s a sedan with the soul of a Dodge Viper, but that does not make it a coupe in my book. The four doors were the tip-off for me. Just saying.

Descriptions aside, this is an amazing car. My, doesn’t it look great just parked there in my driveway, with a screaming Mercedes tri-star centered in the middle of a menacing grille. Inside, quality is Mercedes-like, although oddly, the cupholders seem a little cheap.

The engine is a twin-turbo 4.6-liter V-8 with 402 horsepower and 443 foot-pounds of torque, which comes in at max blast as early as 1,800 revolutions per minute. Say no more; the CLS can scream with the best of them.

Acceleration is not just brisk. It’s get-a-grip-on-the-wheel intimidating, and you quickly realize that it wouldn’t take all that much to hit the electronically controlled limit of 130 miles per hour. Too bad. I’d like to get this car to a track and watch it chase down a Highway Patrol cruiser. Alas, I was too chicken to attempt this on the public roads.

Ventilated brakes on both ends bring the CLS550 to a stop with tailhook-like authority. During all the power blasts and on-a-dime stopping exertions, barely a sound makes its way into the cockpit. Now that’s impressive.

So, you’d expect to pay, what, $100,000 minimum for this car, right? That would be a fair estimate. But the tester started at a relatively affordable $71,300. Mine was jazzed up with extras to put the bottom line at $82,765. That’s still not bad for a Mercedes of this quality.

Saving money on the car deal will come in handy as gas mileage on the 2012 CLS550 is 16 miles per gallon in the city and 24 mpg on the highway.

That’s a lot of pay going out the dual chrome exhaust pipes. But if you have the cash, the CLS550 is the first positive bit of news coming out in 2012.

WUNDERCARS! exhibit opens in Sacramento

2011-09-30T15:29:00.000-07:00

Sacramento, California -- Much of my past six months has been devoted to helping the California Automobile Museum in Sacramento launch its new main exhibit -- WUNDERCARS!, the story of the German automobile at home and abroad.

The museum staff has handled much the heavy lifting, and the exhibit makes its debut Oct. 1.

The machinery assembled so far is fantastic. The main exhibit area contains German cars of all stripes, many of them highly valued by collectors. Over the exhibit's nearly eight-month run (through May 11, 2012), four separate German marques also will be featured in a separate, highlighted area.

Through Nov. 28, Porsche is in the spotlight. Again, our collection of Porsche models is stellar.

Through the exhibit's run, BMW, Mercedes-Benz and Volkswagen also will have their time in the spotlight.

Our corporate sponsors, both Sacramento-based, are The Niello Co. and the Von Housen Mercedes-Benz Group of Dealers. These auto retailers, serving much of the Sacramento Valley, played a big role in getting WUNDERCARS! rolling.

Please visit the museum if you come to Sacramento in the near future. WUNDERCARS! and the rest of the museum exhibits provide a first-class visual/educational automotive experience.

The California Automobile Museum features scores of motor vehicles – from early horseless carriages, to opulent classics, to racing machines to contemporary makes. Special exhibits and educations classes are also part of the experience.

The California Automobile Museum at 2200 Front Street is open daily from 10 a.m. to 6 p.m. and every third Thursday until 9 p.m.

For more details, call (916) 442-6802. The CAM website is http://www.calautomuseum.org/.

Special Volvo S60: It's all about the pop

2011-09-29T14:51:00.000-07:00

Sacramento, California – The 2012 Volvo S60 T6 R-Design AWD sedan is a car you can get lost in … literally and figuratively.

Mashing the gas gets you lost in a hurry via a 3-liter, turbocharged, in-line 6 producing a maximum 325 horsepower. More about that in a minute.

The other thing is you can get lost just trying to describe the car.

OK, let’s give it a go: The S60 received a serious makeover for the 2011 model year, and yes, that was a mission well done by the Volvo engineers. Then for 2012, we get something called the R-Design model. That was my tester, starting at about $42,500.

So, break it down: It’s a Volvo. It’s a 2012. It has a turbocharged, six-cylinder engine. It has all-wheel drive. And it’s an R-Design. Got it?

So what’s an R-Design?

Well, you get upgraded, auto racing-style sport seats in the front, enhanced steering and handling perks. Oh, and you get an “exterior styling kit” that enables you to spice up the Volvo’s skin and undergarments.

Is all that worth it? Well, sure, I like a sporty, good-looking car, but the true pleasure in this test drive was the S60’s on-road performance. Pretty close to spectacular.

Most impressive was the tester’s ability to instantly accelerate into small holes, whether it was doing that from a standing start or blazing from 50 mph to 70 mph with a snap of the fingers. I was so impressed by these sprint maneuvers that I kept trying them out over and over, probably looking like something of a madman to my fellow motorists.

But it was just too perfect – and fun – to walk away from. This Volvo has the capability to zip around some very pricey, horsepower-heavy cars … and it does so in quiet, rock-steady fashion.

The rush is backed up by the usual blizzard of Volvo safety, comfort and convenience features. Learning some of the tricks of the audio system/display takes some time, but once mastered, it all works pretty well.

All in all, I feel like I had the $60,000 car experience in a $42,500 model. Quite the steal, I’d say.

Lots to like in 2012 motor vehicle offerings

2011-09-23T13:45:00.000-07:00

Sacramento, California – The freshened, restyled and new motor vehicles for 2012 are starting to show up in numbers, and while no single model seems to stand out from the rest at this point, there are some eye-catchers.

The one arguably creating the most buzz is one of the smallest – the Fiat 500 (pictured).

What’s not to like? The tiny Italian is critically cute, a dedicated fuel-sipper and totally fun to drive on city streets and country roads. It will be interesting to see how Fiat sales go in this year’s final quarter.

What else out there is worthy of your attention? Here’s a rundown:

• The previously reviewed, redesigned-for-2012 Mercedes-Benz CLS500 is a four-door cruiser dripping with class and horsepower. Here’s a car that makes you want to drive more often and worry about the gasoline bill later.
• The 2012 Jeep Grand Cherokee SRT8 is an SUV on highway-burning steroids. If you thought an SUV was a practical vehicle for hauling family and cargo, step on the gas in this SRT8 and feel your heart race.
• The new Hyundai Veloster is a hatch with hot-rod attitude and stuffed with high-tech entertainment goodies to please both kids and adults. Can Hyundai be cool? Darn right it can!
• A super hot-looking ZL1 version of the Camaro is ready to make its debut. The horsepower output is somewhere in the 550 range. Enough said.
• The 2012 Chevrolet Impala gets styling and engine upgrades, adding some appeal to an American model that long lit up the sales charts.
• The latest version of Volkswagen’s venerable Beetle drops the “New” name and gets decidedly more macho with more-aggressive exterior styling and muscular engines. One test drive and you’ll forget that these cars once came with a standard flower vase.
• Another SRT8 mind-blower arrives with the 2012 Dodge Charger. It looks capable of walking away from a NASCAR Sprint Cup car. While you might not get the chance to try that out, the power plant lays down enough oomph to let you fantasize about the possibilities.
• The 2012 Audi A6 is a study in primo fit and finish on a four-door sedan. The optional, supercharged V-6 engine puts out 310 horses.
• Don’t forget that BMW’s 6 Series is redesigned for 2012, and these are more than minor tweaks. The cars are bigger inside and out, and more-powerful engines are part of the mix.
• The all-new 2012 Buick Verano shapes up as an affordable, feature-loaded, practical-size sedan. A 2.4-liter in-line 4 has max horsepower of around 180, but look for more robust engine offerings up the road.

That’s it? Not by a long shot. Stay tuned for more reviews of 2012 hardware. Trust me, I’m test driving as fast as I can.

Odyssey minivan is a family room on the roll

2011-09-14T14:03:00.000-07:00

Sacramento, California – My first thought upon examining the 2011 Honda Odyssey Touring Elite minivan: Where were you in ’92?

That’s 1992 -- a time when I had thick, black hair and a 7-year-old son who craved entertainment on road trips. He certainly did an admirable job of entertaining himself, but he would have absolutely flipped over this feature-loaded Odyssey, had it been available then.

The Odyssey, already a top-tier minivan, was reworked for 2011. My tester was a rolling family room.

Where to begin? The leather-trimmed interior, the multi-view rear-mounted cameras, the hard disk drive, the power/remote-operated sliding side doors and rear gate, the dozens of safety features (getting max federal five-star ratings for frontal and side-impact crashes), navigation system, 10-way power driver’s seat, second- and third-row sunshades, tri-zone climate control … the perks go on and on.

Then there was the DVD player to entertain the backseat passengers. You might remember the little hand-held video game-size screens that came with these early systems. Not so here: My tester had a super-wide 16.2-inch screen, with wireless headsets.

Incredible! May I have the check?

Whoa, there is a price to pay for all this -- $44,030 on the tester, admittedly the priciest of seven trim levels. But I’ve always kind of looked at a minivan as a long-term family investment, something you purchase when the kids are small, with plentiful driving vacations, soccer games and school field trips in the future.

On that level, this Odyssey excels. But wait, there’s more.

Gas mileage is actually pretty fair at 19 miles per gallon in the city and 28 mpg on the highway. And with nearly 250 horsepower put out by the 3.5-liter V-6, this minivan will handle hill climbs and freeway merges better than one might expect from a van. Just be sure to hit the accelerator hard when you really need it; it takes awhile for the revs to get up there.

I continue to like the Odyssey’s deep cargo area at the back, a spacious storage cavern even when the third-row seats are in use (the van can be configured to hold up to eight), and there are multiple cargo-carrying configurations to take advantage of as needed. If you have too much stuff for this van, you’ve probably over-packed.

Handling, by the way, is very much midsize sedan-like.

Minivans have taken hits for being too old-school, but if you’re current lifestyle screams for this vehicle segment, the Odyssey should be on your test-drive list.

Ah, if they’d only had this baby when I was a young father.

Mercedes CLS550 reviewed in Cruisin' News

2011-09-09T10:58:00.000-07:00

Sacramento, California – My review of the redesigned-for-2012 Mercedes-Benz CLS550 sedan appears in the latest, September 2011, edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

Chrysler's 200 is a player in crowded segment

2011-09-08T14:51:00.000-07:00

This review originally appeared in the August 2011 edition of the Northern & Central California Cruisin’ News published out of Folsom, California -- mg

Sacramento, California -- Chrysler has been dealing with an identity problem for some time now.

Here’s the hard-luck list: Too many trucks and SUVs. Not enough quality, affordable passenger car offerings. The lingering bad taste of accepting a government bailout. And despite those gritty TV commercials you’ve been seeing about Chrysler’s hard roots as an American car company, Fiat is now the automaker’s majority owner.

It’s a lot of baggage to carry. But the load is a little lighter thanks to the new 2011 Chrysler 200 midsize sedan.

The 200 can be had as a pricier droptop, but my tester was the reasonable (starting price of $21,245) Touring sedan. Ordinarily this model gets a 2.4-liter in-line 4 with nearly 175 ponies. However, my tester had the beefier 3.6-liter V-6 with 283 horsepower. That power plant was one of the extras that swelled the bottom line on my car to $24,770.

First things first: This 200 is attractive, with a clean and sexy exterior look. Fit and finish from the glittering, flush headlights to the trunklid are top-notch. My tester was Batmobile black, and I was surprised by the number of folks who walked up to me and wanted to know about that beauty I was driving.

The interior look is likewise clean and attractive, with leather appointments and a center-mounted dash clock that looks like something you’d expect to see in a top-tier Lexus. I know the clock was made to look more valuable than it actually is, but hey, whoever did that job did a good one.

Safety features are plentiful to the point of making this car a deal-maker in the midsize sedan segment.

Chrysler appeared to save money on the center stack/dash, with is very Spartan and very basic. You can hear tunes and control your climate. Beyond that, not much happening.

I was somewhat disappointed that the V-6 did not produce more oomph. I really had to sink my foot into the accelerator to get top-end performance, and it took a little while for the revs to get up there. The V-6 also gets so-so mileage ratings of 19 miles per gallon in the city and 29 mpg on the highway.

Cabin quietness, however, was pretty impressive.

So, the good news in all this is that Chrysler, no matter who’s running the store, has a midsize sedan offering that’s truly competitive. And that’s saying something at a time when the competition for American customers in the segment is ferocious.

I’m not sure the 200 has enough to lure the entrenched Honda, Toyota, Ford and GM crowd of midsize buyers, but it’s certainly in the conversation now. That in itself is a good thing for too-long-beleaguered Chrysler.

Enthusiast's plea: Shut up and race!

2011-08-29T13:05:00.000-07:00

Sacramento, California – I spent the past weekend watching auto racing live and on television, and I was struck again by an ugly pattern.

Not only did I hear more whining from drivers in various racing series, the TV crews covering the events continued to do their part to ramp up the rudeness and rancor.

Wow, this is getting old!

And so am I, but I actually do remember a time when on-track missteps – real or imagined – were sorted out one way or another behind the garages. No bellyaching into the camera, no sucker punches, no hair grabbing.

Now, it seems that most drivers (and crew members) are trained in the art of the 30-second sound bite, trashing a fellow driver who did something stupid, got in the way or was simply caught up in a racing crash.

But it’s not enough to let the video evidence speak for itself. Drivers lash out at fellow drivers with seemingly relentless insults, and gestures. So-and-so was an idiot. So-and-so is always doing something stupid. So-and-so is always running his mouth.

As for that last one, do you notice how often a driver complaining about another driver running his mouth is always running his mouth? Even the spotters get in on the sound bites, pronouncing instant judgment over an open radio.

TV acts as an enabler. The pre-race shows constantly ramp up the rancor from the previous race, even though that event might have occurred two weeks back. Instead of talking about the most newsworthy facts leading up to the day’s events, half the pre-race show time is spent replaying the mouth-running footage of the past, playing up the spicy language.

It doesn’t end there. It’s ramped up even more during live interviews where the feuding parties, with interviewers almost gleefully asking, “Did you hear what he said now?”

It’s starting to resemble wrestling “entertainment.” I half expect another driver to run into a live interview and hit the driver being interviewed over the head with a folding chair.

Even worse, crashed-out drivers mouth off even when video footage shows they were clearly at fault. Yeah, this is a brutal sport. Drivers compete hard. Few roll over and get out of the way. Crashes and contact happen.

Enough already. I’ve been watching the sport long enough to know when somebody screwed up. I don’t need relentless alibis and prolonged pumping of old news.

Do me a favor: Shut up and race.

Auto upgrade: 2012 Acura TL is a step up

2011-08-26T10:48:00.000-07:00

Sacramento, California – Acura’s handsome sports sedan, the TL, gets a new look for 2012, and the changes front and back are special enough to give owners of older TLs a touch of envy.

This freshened TL just looks better, with sweetly sharp angles seemingly borrowed from a Stealth fighter’s spec chart. My tester, the 2012 TL SH with all-wheel drive and an “Advance Package” of perks, is the most expensive of seven trim levels. My car with no listed extra-cost extras and an $860 destination charge came in at $45,945.

That’s right. Sporty luxury does not come cheap these days.

For the record, the tester was positively stuffed with tech goodies (a navigation system, rearview camera, an over-the-top Surround Sound audio system and a hard disk drive to name just a few) and the “Advance Package” consisted of a blind spot information system (the better to avoid those nasty sideways collisions), ventilated front seats, 19-inch alloy wheels and all-season tires.

Inside, the TL SH-AWD was laced with leather and opulence. Interior quietness on the road was exceptional. I’d have preferred a little more information out of the small satellite radio readout when also using the navigation system, but hey, it’s probably best that I do less reading and more paying attention to the road when I’m driving.

My TL was equipped with a drive-by-wire throttle system and a six-speed automatic transmission. The power source was a 3.7-liter VTEC V-6 with 305 horsepower. Given all that, I expected a fair amount of neck-snapping power when I nailed the gas. But I didn’t get that.

Don’t get me wrong; the Acura moved out smartly when asked. And it ate up every road challenge I threw at it. But power is dished out comparatively smoothly and evenly, not with the brute force you expect from a vehicle with a 300-pony V-6.

Fuel mileage was an OK 18 miles per gallon in the city and 26 mpg on the highway.

I wanted to offer special kudos to the producers of the four-wheel disc brakes. They were impressive without being jarring. I was surprised several times how quickly the brakes settled down the tester in nasty stop-and-go freeway traffic, but I was never slammed into the seat belts. Nice, controlled stopping power. Very much race car-like.

Acura has taken heat over the years for lacking a signature car, but I’d have to say this current TL sedan steps right up as a memorable ride with enduring qualities. Would I recommend it to my high-earning friends? In a heartbeat.

Elantra sedan another able Hyundai entry

2011-08-19T12:41:00.000-07:00

Sacramento, California – Hyundai’s evolvement from a maker of cheap cars to a producer of highly-sought, quality vehicles remains one of the remarkable auto stories of the past generation, in my view.

Hyundai keeps grinding out affordable rides, packed with perks and performance for which others pay many thousands more at other lots.

The 2011 Elantra GLS sedan only enhanced my feel-good vibe about the South Korean automaker.

Reworked for the 2011 model year, the Elantra impresses right away with a pleasing, yet understated aerodynamic look. And while the back end of the car is bobbed to a certain degree, opening the trunk reveals a deeply recessed space capable of holding a generous amount of cargo.

The starting price on my tester was an easy-to-take $17,080, swelled up to near $20,000, mostly with the addition of a navigation package.

More good news on the sticker: 29 miles per gallon in the city and 40 mpg on the highway. There are some numbers to feel good about at the present time.

The happy tour of the sticker is enhanced even more with the lengthy list of safety features and the super-generous lineup of warranties.

The Korean import offers a mixed bag of impressions on the fly.

The 1.8-liter in-line 4 with 148 horsepower has enough to get you out of harm’s way coming down the highway merge ramp, but man, smashing the gas produces a serious scream from the engine. That scream seems somewhat futile on steep hill climbs, during which time the Elantra sedan is unquestionably straining to get it done.

Yet it is an agile urban dweller. An easy feel on the steering wheel allows the car to slalom through traffic, bikes and sleepwalking crosswalk invaders. It stops on a dime.

Simply put: I liked the car better in the city than I did on the open road, although it appears that it will run flawlessly – with few gas station visits in between – on a long, flat highway.

I never quite figured out the Elantra’s “eco” mode, and frankly, I’m not sure it made any difference.

Internal amenities were nicely arranged, comfortable and easy to use, although I’m not sure I’d force a full-size adult to ride in the middle of the backseat area.

All in all, a solid effort yet again from Hyundai. This Elantra is affordable, well-backed transportation that will likely keep its owners happy for many years.

Chrysler 200 sedan reviewed in Cruisin' News

2011-08-04T13:57:00.000-07:00

Sacramento, California – My review of the 2011 Chrysler 200 Touring sedan appears in the latest, August 2011, edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

Camaro Convertible gives you all you desire

2011-08-04T13:33:00.000-07:00

This review originally appeared in the July edition of the Northern & Central California Cruisin’ News published out of Folsom, California – mg

Sacramento, California -- Some say you haven’t really driven a Chevrolet Camaro until you’ve driven the convertible version.

Hogwash! You take your horsepower and pony car panache where you can get it these days, and I had no reservations about putting the 2011 Camaro Convertible 1LT through its paces, having tested the 2LT coupe version not all that long ago.

The difference: The convertible is breezier with the top down.

I’m serious. Otherwise, both Camaros give you the usual mix of gut-satisfying performance/handling, sexy styling and impressive interior amenities. I think the best praise for the latest generation of the Camaro is that, even after being on the market for some time now, people still walk up and exclaim, “Hey, that’s a Camaro!”

Yes it is, and a frisky one at that.

All Camaro LT models come with a 3.6-liter V-6 putting out 312 horsepower, yet gas mileage is a fairly respectable 17 miles per gallon in the city and 28 mpg on the highway. Accelerations off the line are brisk affairs, pressing you into the seat and allowing you to enjoy a satisfying growl from the power plant.

It’s a pretty good blast for a starting price just south of $30,000.

The suspension is appropriately stiff, but not overly so, for a convertible, and you feel totally secure wheeling this droptop around in heavy traffic. Careful sculpting directs headwinds mostly around the driver, and getting the top down does not require an engineering degree.

The layout of interior controls is easy to see and use, and wind buffeting with the top down is slight enough to enable you to hear the radio without dialing up the volume level to eardrum-bursting levels. All in all, this car looks and feels good cruising the boulevard, and you have the spirit-boosting knowledge that you didn’t have to take out a second mortgage to buy this car new.

True, this is not the SS version of the Camaro Convertible. That hardware with a 6.2-liter, 426-horsepower V-8 is going to run you closer to $40,000. During my recent visit to the centennial Indianapolis 500, I got within sweating distance of the special-edition Camaro SS Convertible that would pace the race. No dice getting behind the wheel. A.J. Foyt already had the ride locked up.

No big deal, you can get some of the thrill Foyt felt on Indy 500 race day with the 1LT droptop. It has enough in it to propel your fantasies.

Cheers! Venza surprises on Wine Country trip

2011-08-01T14:16:00.000-07:00

Sacramento, California - I looked at a 2011 Toyota Venza in a showroom last fall, and I must admit that I was not impressed.

Touted as a crossover between a sport-utility vehicle and a sport sedan, I thought it looked more like a wagon with limited cargo-carrying capacity.

What was that they said about first impressions?

Turns out I liked the Venza a lot when I recently had the opportunity to pilot it in a unique environment - California's Wine Country. In that world - where I was a relative peasant among homes, cars and possessions well beyond my pay grade - the Venza was a welcome and comforting performer.

It helped that the delivered vehicle was a gorgeous Tropical Sea Metallic - think soft ocean blue -- that still managed to look stunning parked among the ocean of Mercedes, Porsches, Acuras and Bentleys in the winery lots.

My tester was the front-drive V-6 starting at $28,300, but that doesn't begin to tell the tale. This Venza had more add-ons that a congressional highway bill, bringing the bottom line to a head-turning $37,024. I'd say it was the fanciest "affordable" Toyota I've ever driven.

Here I was driving a Venza with mahogany-style inlay, high-intensity lights with automatic high-beam on/off control, leather-trimmed seats, power moonroof, panoramic glass roof at the back end, backup camera and power lumbar supports to name just a few.

Not that I minded the extra perks.

But honestly, the most impressive points on the Venza were how it drove and what it carried.

The 268-horsepower V-6 was an enthusiastic power plant, capable of doing the quick pass of a poke and gliding up those sometimes-steep driveways one finds in the Wine Country. And yet the vehicle was nimble enough to maneuver through tight town streets and cramped parking lots.

I had no trouble whatsoever putting this car through its paces in areas where I was not an everyday visitor. That might be the ultimate compliment for a car: It makes you feel secure on relatively unknown roadways.

The Venza'a cargo-carrying configurations are much, much healthier than I originally thought. And the automatic power liftgate on the rear of the tester made loading a snap. Here's a vehicle you want to take on vacation.

With the V-6, fuel mileage ratings weren't so hot at 19 miles per gallon in the city and 26 mpg on the highway. No surprise there.

But virtually everything else on the Venza did surprise me … in a pleasant way.

BMW's extras are nice; ride is even nicer

2011-07-14T15:57:00.000-07:00

Sacramento, California – BMW introduced its X3 in 2004, calling it a Sports Activity Vehicle, sort of a luxo sport-ute that could smash through an off-road landscape if you really felt like damaging your somewhat pricey ride.

Most of us opted to simply drive the luxury liner and enjoy the perks. A reworked version for 2011 simply reinforces those urges.

My tester was the pricier of the two trim levels – a 2011 BMW X3 xDrive35i (complicated label, no?) with a manufacturer’s suggested retail price of $41,050. And hey, that isn’t so bad for a five-passenger, four-door SUV from BMW.

Alas, a full reading of the sticker included enough extras to load into the back of the thing. Premium and technology goodies included a panoramic moonroof, lumbar support, rear-view camera, park-distance control system and a navigation system, to name just a few.

That brought the bottom line to $53,015. Sigh!

I asked myself if I could live without the extras. And the quick answer was “yes.” But knowing BMW’s market niche, I’m guessing that most devotees absolutely want everything this xDrive35i was packing. And let’s face it, one person’s $53 K is another person’s life savings. BMW fans want the varsity package.

And for a week, yes, I was spoiled in opulent surroundings and excellent engineering. Yet it was the basic package that impressed me most.

The tester’s road manners were extraordinary – smooth, light, agile and powerful when asked. The engine is a 3-liter in-line 6 turbo with 300 horses. That’s more than enough juice to get the SUV down the road and up the hills in a hurry. Yet even at full song, interior cabin noise is slight.

Solid? You bet.

Performance, control and stability features are top-notch. Ditto the extensive safety systems. The AWD system functions with sweet precision.

Interior controls are plentiful and take some time to learn. I’m still trying to figure out BMW’s out-of-the-ordinary turn-signal system, but I think I just have a blind spot on this particular engineering marvel.

Oh, it looks good too. A clean aerodynamic look has just enough sharpness at the edges to make this BMW a sporty-looking family outing wagon. This X3 also is bigger than its ancestor.

Gas mileage is, well, not so bad if you don’t blink spending cash for BMWs – 19 miles per gallon in the city and 26 mpg on the highway.

Overall, this is what you expect from a second-generation model – something better than the first generation. A nice effort. If you have the dough and need a luxury-level SUV, it should be on your test-drive list.

PLEASE NOTE: I’LL BE ON THE ROAD NEXT WEEK, BREAKING WITH THE ROUTINE AND DOING SOMETHING I DON’T DO ENOUGH: ENJOYING THE SIMPLE PLEASURES OF DRIVING.--mg

Camaro droptop reviewed in Cruisin' News

2011-07-07T12:42:00.000-07:00

Sacramento, California – My review of the 2011 Chevrolet Camaro Convertible 1LT appears in the latest, July 2011, edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

HOLY BLEEP! This Jag sedan is a blast

2011-07-07T12:34:00.000-07:00

This review originally appeared in the June edition of the Northern & Central California Cruisin’ News published out of Folsom, California – mg

Sacramento, California -- The 2011 Jaguar XJL Supercharged sedan is what I call a HOLY BLEEP! vehicle.

That’s because when people see it, they exclaim HOLY BLEEP!

And bleep well they should. This sedan within the beefed up, six-trim-level 2011 XJ lineup really is more than a car. Calling it a car sells it short, like calling Lady Gaga just another dressy girl.

This Jag is artwork on a grand scale, with a big scoop of mind-blowing performance characteristics that seem derived from advanced alien technology.

On first glance, it looks long enough and wide enough to be a limo. The elegant appearance is gloriously enhanced by a simple prancing cat in chrome on the back of the trunklid. I love that. Simply said: This is a big Jag. Say no more.

It’s on the roll that you start to edge into HOLY BLEEP! territory.

With the 5-liter, supercharged, 470-horsepower V-8 engine handling the propulsion chores, you are transported to another planet, somewhere in the Blew By You galaxy. Just the smallest pressure on the accelerator brings instant zip, and yet it is so smooth that you don’t quite get the full effect until you see surrounding cars get oh-so-small in your mirrors.

Yet the XJL cabin is so quiet that you get virtually no sound on blast-offs, and that actually is a shame, because you really expect an audio rip when the car is hitting 80 mph at one-fourth throttle. This kind of oomph and silky handling change your whole attitude.

It was so easy to sail into tight spots I normally wouldn’t think of filling in mere mortal machinery. In my head, I’m screaming at a trailing car: “Like you had even a PRAYER of slamming the door on me!”

This kind of mood-altering machismo is likely to produce speeding tickets in bunches, so it’s probably good that I had the XJL for only a week. But what a rush it was.

The interior is a Four Seasons Hotel experience, dripping with fine woods and exquisitely sculpted controls. Too bad the gear-shifting mechanism is a dial – yes, I’m serious – because even with the six-speed automatic, you feel the urge to ram a floor shifter into the pegs.

What’s not to like? Well, there’s 15/21 mpg with premium juice and a starting price of $90,700. Other than that, it is everyone’s dream.

Scion tC coupe takes a step up for 2011

2011-07-01T12:46:00.001-07:00

Sacramento, California – I’ve liked the Scion tC two-door sports coupe from the beginning, in 2004, and there’s more to like in 2011.

The spunky little car equipped with some serious youth-oriented shout-outs has been redesigned to look more sporty on the front and back ends, and performance is more robust, thanks to a 2.5-liter, four-cylinder engine with variable valve timing.

The power plant puts out a max 180 horses, and that does the job nicely for all occasions in a car that is light and nimble.

My tester with a six-speed automatic transmission had a bottom-line price of $19,995, including a $720 processing and handling fee. Absolutely no extras on the car.

Even so, my tC was liberally sprinkled with nice standard features, including the usual powered convenience devices and an ear-blasting eight-speaker sound system from Pioneer.

One important note: The National Highway Traffic Safety Administration awarded the 2011 tC a top overall safety rating of five stars. No surprise there. The fact that this small coupe has eight airbags gives you an idea of how much safety consideration went into the design.

Fuel mileage is a nice 23 miles per gallon in the city and 31 mpg on the highway, and it takes the more-affordable 87-octane.

The car is fun to drive and easy to drive.

The tC sprints briskly off the line, and the light steering makes it a top performer in dicey downtown/suburban traffic. It handles freeway duties with ease, no matter if the road is flat, twisty or hilly. An upgraded suspension system was evident – less sway and a lot less road bumping compared with my previous experiences in past tC coupes.

I would not advise trying to jam three people into the car’s back seat area. Cruel and unusual, that. Two max would be my advice, and I believe smaller adults will experience more riding comfort.

I confess that I had trouble figuring out the controls on the sound system, but this appears to be an attack of tech-challenge fever on my part. The suggested cure is more time with an owner’s manual.

The 2011 tC has been getting some very positive reviews from colleagues, who see the latest version as a vast improvement over the previous generation. Frankly, I’m not sure how much you can improve an affordable, already solid two-seater. For me, the tC is simply a better car than it was before.

Folks looking for affordable, basic transportation will like it, given that it’s a capable roadway performer with plentiful standard goodies. What’s not to like?

Captain Contradiction wins at Infineon

2011-06-26T15:42:00.000-07:00

Sonoma, California – Call him Captain Contradiction.

Kurt Busch that is.

You can also call him a dominating winner after he wheeled his bright-yellow, Pennzoil, No. 22 Dodge to victory in today's Toyota/Save Mart 350 on the Infineon Raceway road course.

In Victory Lane, Busch told us the obvious, that he had an "unbelievable set-up" on his car, which left the competition behind after every restart. On long runs, some cars came within a second of Busch, but he appeared to be toying with them.

At the end of the day, Busch's car looked pretty much like it did when it rolled to the starting line on a pleasant, sunny day in the Wine Country. Competitor cars looked like wounded warriors.

Busch capped off a remarkable month that also saw him post three consecutive pole positions. And he erased some of the ill will that has been a hallmark of his past.

Contradictions? Paradox? Busch knows them well.

He can be the most charming interview on the circuit, with kind, thoughtful comments. When his quick temper takes over, he can look as nasty as a rotting cactus.

Busch has said some of the most respectful things that can be said of his fellow drivers. Other times, he raged at an alleged offender in the garage area like a man missing his senses.

More of the same this year. During a dreadful race at Richmond, Virginia, Busch was overheard ripping Team Penske on the car radio. Not a good move to take The Godfather of racing team owners to task during a race.

But in recent weeks, as things were going good, Busch had nothing but praise for the Penske crew and organization.

Raging genius? Loose cannon? For my money, a little of both.

For all the monster publicity younger brother Kyle Busch receives, remember that brother Kurt has something Kyle does not -- namely a Sprint Cup season championship.

Yeah, this Kurt Busch guy is pretty talented. And right now, he's on a roll.

Enjoy that bottle of Napa Valley merlot tonight Kurt.

Winds of change blowing through NASCAR?

2011-06-25T10:04:00.000-07:00

Sonoma, California – Change is in the air in the NASCAR Sprint Cup series. Can you feel it?

I can. Or maybe it’s just me.

When NASCAR’s top series came to Infineon Raceway here at this time last year, I had the distinct feeling that Jimmie Johnson was on his way to a record-shattering fifth straight series championship. Those feelings were confirmed just before turkey was served at our house last Thanksgiving Day.

And while JJ title No. 6 certainly is in reach as Sunday’s Toyota/Save Mart 350 approaches, I’m seeing cracks in the Car 48 team’s armor this time around.

Johnson stole one at Talladega in the springtime, and he’s in a solid No. 4 position in the current Chase points standings. He’ll be among those racing for the big prize come fall.

But frankly, Johnson’s team has looked far from razor-sharp this year. A litany of errors in 2011 includes on-track miscues, bad calls in the pits, sloppy work by the pit crew and late-race engine failure. Granted, the Car 48 team has been functioning on such a high level for so long that some of these mishaps – common to all teams – get blown out of proportion.

But they’re undeniably there. It’s hard to ignore them.

My preseason pick to dethrone Johnson, Carl Edwards, has been humming along in the points lead, but he too has stubbed his toe along the way. Kevin Harvick is right there, as is Kyle Busch. And despite the constant hasn’t-won-a-race-since-forever count the media keeps running on Dale Earnhardt Jr., he is likewise in great shape in the points with the summer racing venues coming up.

At this rate, the season-concluding “playoffs” among the top drivers promise to be quite a show. And yes, Johnson could still win it all yet again. He has been counted out before – last year, for example – but he has managed to rally when it counts most … aka trophy-hoisting time.

Still, my gut says Edwards. He seems to have the package this year. Confidence is definitely not lacking. And he drivers the mix of remaining tracks with high skill. That’s a pretty strong hand when all the chips are in the center of the table.

Sunday’s race here on the permanent road course could play a major role. The twisting turns of Infineon have a way of shuttling top drivers to the back and cutting down once-sizable points leads. Truth be told, I’m guessing that most Sprint Cup drivers have a simple goal when the green flag starts tomorrow’s race: Just survive baby!

Lexus hybrid requires pre-purchase homework

2011-06-23T14:28:00.000-07:00

Sacramento, California – The new-for-2011 Lexus CT 200h is a mass of contradictions.

The new hybrid offering has a decidedly sporty Euro-look that young motorists should find very appealing. At the same time, the CT 200h has the dreaded “hatchback” label, which supporters will simply convert to “five-passenger” wagon in their minds.

The propulsion system is anchored on the gas side by a nicely tuned, 1.8-liter, four-cylinder engine with variable valve timing. With the electric drive motor doing its part, the front-drive CT 200h moves smoothly through street and highway traffic, with an electronically-controlled continuously variable transmission handling the shift chores.

But my Premium version tester – starting price $30,900, with another $4,000 in goodies added on – required serious pressure on the gas pedal to get the CT 200h up to high speed. You really have to put your foot DEEP into the well to get the maximum experience.

Not that all buyers will want the maximum experience. Fuel mileage is a big consideration, and the CT 200h is rated at 43 miles per gallon in the city and 40 mpg on the highway.

That’s very nice, but at the same time, I wonder how many buyers will crave a CT 200h that’s essentially a bump up in class compared with Toyota’s Prius. True, some people just want a Lexus with plentiful perks, as opposed to a Toyota. So, maybe that’s enough.

It’s hard to say. Obviously, I’m conflicted.

Let’s start with the things I like.

Safety features are off the charts. There are enough stability control systems on the CT 200h to fill a high-luxury Lexus, and the airbag/emergency/enhanced structural systems are top-notch. No wonder the CT 200h won a “Top Safety Pick” from the Insurance Institute for Highway Safety. Totally deserved.

The number of standard luxury, comfort and convenience features certainly supports the Lexus label. Leather trim, power everything, moonroof and heated seats are part of an extensive package. Cool-looking dashboard lighting and colorful illuminations make you feel hip … even if you’re not.

I can picture myself running around town in this car. Likewise, I can picture my wife and grown son enjoying it locally.

As a long trip vehicle, however, I’m not so sure. Three folks in the back are going to be cramped. And unless the highway is clear of cars and allowing for cruise control, I’m pretty sure my right foot would get pretty sore after a day of mashing the accelerator to keep up with the surrounding high-speed traffic.

So, yeah, this is a homework car. It might work perfectly for your commute and lifestyle. Others might be inclined to pass it up. So, study up before heading to the dealer lot.

2011 VW Jetta is nice at a bargain price

2011-06-17T14:38:00.001-07:00

Sacramento, California – I have to hand it to the marketing folks at Volkswagen: They hit the mark spot-on with the 2011 Jetta campaign.

The venerable VW model underwent a bumper-to-bumper redesign for the 2011 model year, and the good Volks running the automaker’s PR machine touted the ridiculously low starting price of around $15,000 for the base version.

For that, you get a bigger, Euro-styled, dependable four-door ride getting nice fuel numbers of 24 miles per gallon in the city and 31 mpg on the highway.

Keeping in mind that there are ELEVEN trim levels of the Jetta, my SE version of the car was still a bargain at around $20,000, which includes the nearly $800 destination charge. There are certain things you expect from a discount-priced car with a high profile name, and we’ll get to those in a minute.

There are also some surprises. And by far the biggest surprise was the performance of the 2.5-liter, 170-horsepower, in-line 5 engine. It performed waaaayyyy beyond what I expected of it, especially given the Jetta’s front-wheel-drive configuration.

Acceleration off the line was decidedly robust, and power kept coming on aggressively even when the Jetta was rolling along in the higher revs. I could have sworn I had an extra 25 horses more than advertised as I wheeled the Jetta SE through dicey freeway traffic and up steep inclines.

Handling and steering were excellent as the Jetta casually straightened out portions of twisty roadways and zipped in and out of downtown rush-hour traffic. Interior comfort for five folks was good. Seats were comfortable. Trunk space was pretty fair.

For the price, I expected cutbacks somewhere. Seems like they made those in the dashboard, which was very sparse for a family sedan. The basic comfort/convenience features are inside to be sure, but there was nothing extra to play with. The center stack of controls was pretty much what I’d expect of a fleet car.

Is that a sin? No, especially if you’re marketing the Jetta as an affordable family car getting some not-so-bad gas mileage. Honda and Toyota have been playing that game for years. The Jetta is now a comparatively stylish player in the segment.

Young families or older families looking for a reliable car for their young offspring should include the Jetta on their must-test-drive lists.

Fast-moving Jag reviewed in Cruisin' News

2011-06-17T14:16:00.000-07:00

Sacramento, California – My review of the 2011 Jaguar XJL Supercharged sedan appears in the latest, June 2011, edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

Think Smart: Pay attention in this tiny ride

2011-06-10T13:53:00.000-07:00

Sacramento, California – I want to say up front that I continue to be awed by the sheer genius of the Smart car line of two-seaters.

Really! The engineering that went into making these tiny cars is nothing short of remarkable. You can zip them along city streets and flog them down the freeway at 70 miles an hour, and still have all the comforts of a typical car at your fingertips.

Genius, I tell you!

But the Smart fortwo – my tester technically was a $19,620 2011 smart fortwo passion cabriolet, a maddening series of lower-case names seemingly paying tribute to the little car – remains very much a niche car. And if you’ve been thinking of buying one in these times of $4 a gallon of gas, be forewarned.

You really need to pay attention when you’re driving this car.

The tester was a cloth-topped car. The top slid open and closed at the push of a button. Very cool. But note that a hard-topped Smart fortwo lets in a lot of noise. The cabriolet version nearly doubles that.

On the expressway, my tester sounded like it was in a wind tunnel. And every 18-wheel truck in the vicinity sounded like it was coming into the cockpit for a visit. Not only that, I had to grip the steering wheel firmly to keep the car straight in high crosswinds.

OK, that’s not the Smart car’s fault. A car this small is going to get whipped around in the wind. It’s just something you need to be aware of if you’re regularly dicing in rush-hour traffic on a busy urban freeway system.

It’s my guess that a lot of people have pondered buying a Smart vehicle – 33 miles per gallon in the city and 41 mpg on the highway are deliciously alluring – but walked away when they envisioned wheeling the vehicle around in heavy freeway traffic. It’s natural to ask sometimes: I wonder if the driver in that big commercial truck CAN EVEN SEE ME next to him?

Yup, that’s a consideration. I get it.

Happily, the 1-liter, 3-cylinder, 70-horsepower engine moves the car along nicely … once you get the revs up. Getting up there is interesting with an automatic gearbox. You’re pushed forward in your seat on the transition between Gears 1 and 2, and then again on the trip from Gears 2 to 3. Once you’re there, the car settles down and performs well.

Cargo space? If you have to ask, you don’t get it.

Get this: The Smart fortwo is a near-perfect, fuel-saving, parking-wonder of a car in a contained urban setting. For longer commutes and long road trips, you’re stretching the reason for its existence. Yet if you want a Smart car for all seasons and uses, that’s no crime.

Just make sure you pay attention.

2011 Dodge Avenger applies the Heat

2011-06-03T15:32:00.000-07:00

This review originally appeared in the May edition of the Northern & Central California Cruisin’ News published out of Folsom, California – mg

Sacramento, California -- Chrysler juiced up the Dodge Avenger sedan in 2009, and accompanying that move, it proceeded to fall into the depths of economic hell.

Perhaps that explains why you need a scorecard to catch up with the hottest-performing Avenger, produced by a recently rejuvenated Chrysler. Happily, I’ve taken a spin in both the 2010 Avenger R/T and the 2011 Avenger Heat.

Confused? Relax, I’ll explain.

For the 2010 model year, the top-performing Avenger was indeed called an R/T, a rear wing-equipped, most-capable car that could be had with a 3.5-liter V-6 putting out some 235 horses. The interior was predictably Chrysler-simple, and quiet enough. You see this car for sale with low mileage on a used-car site, you would not be called a dope for snapping it up.

But the 2011 Heat – the name for the top-line of four trim levels of 2011 Avengers – is a serious upgrade. And it’s a relative bargain starting at $23,745. The power plant has been boosted to a 3.6-liter machine blasting out 283 horses. Doesn’t take a genius why the Dodge boys opted for the word “Heat” to describe this particular Avenger.

The engine with variable valve timing is a road-tamer of serious stature. The engine’s growl is not transmitted to the cockpit, but the power source is muscular enough to overmatch the suspension on hard, high-speed corners. Handle with care, as this small-looking sedan will slide on you if you overdrive it on twisty mountain roads.

On the flatlands, it’s a blast, outrunning much of what is out there in midsize form.

The interior remains a study in basic simplicity, and the seats are comfortable in the front. Adult, rear-seat occupants will suffer if the front seat riders don’t show some courtesy and move their chairs forward just a bit.

Gas mileage is a pretty good 19 miles per gallon in the city and 29 mpg on the highway. There are blind spots that the mirrors can’t pick up on both sides of the car, so I had to keep my head on a swivel at high speeds in freeway traffic.

The Avenger has taken some shots with the more-famous Dodge Challenger and Charger models available for sale, and some auto-reviewing snobs have suggested avoiding the Avenger in favor of an upcoming sedan offering from Fiat.

I can’t really buy into that. The 2011 Dodge Avenger Heat is a nice-priced sedan that can give you a heart-racing thrill now and again. What more do you want?

Indy dishes up another dose of pain, ecstasy

2011-05-31T14:49:00.000-07:00

Sacramento, California – For 50 years, I’ve heard it: The Indianapolis Motor Speedway can be so cruel, and at the same time, it can provide an Indy 500 driver with immeasurable joy.

Sunday’s centennial running of the Indianapolis 500 illustrated these extremes yet again.

The last corner mistake of rookie J.R. Hildebrand – hitting the Turn Four wall within coasting distance of winning the race -- will stay with the youngster for a lifetime. Anyone with a drop of compassion hopes that Hildebrand will someday claim an Indy 500 victory, but even that won’t erase the shocking scene served up by the cruel mistress known as IMS.

It’s hard to blame Hildebrand. Think of it: He’s within seconds of winning the 500 in storybook fashion. Like any 500 participant, his pulse is far north of 100 beats per minute, with added juice likely provided with the realization that he’s about to snare the win of all wins. There’s a slower car sitting right in the middle of the groove in Turn Four. He knows his fuel is very low, and his team has likely been telling him that eventual winner Dan Wheldon is lurking just behind him.

That’s a perfect-storm formula for a mistake. Even a hardened veteran could have made it.

Despite the pain one feels for Hildebrand, it’s no sin to feel so very good for Wheldon. He’s long professed his love of the Indy 500 and the Speedway. His sterling record at IMS alone is worthy of a full-time INDYCAR series ride, and yet he has none as of this writing.

A one-off win, you say? A win for the ages, I say.

Drivers who gambled on fuel and prayed for a late-race caution likewise felt Indy’s sting on Sunday. The Target Chip Ganassi Racing cars of 2008 Indy 500 winner Scott Dixon and two-time 500 champ Dario Franchitti were obviously the best, but being the best has never guaranteed a driver a first-place turn under the checkers at the 102-year-old racetrack.

Franchitti admitted after the race that he was “devastated” by falling a few gallons short of a third Indy win. I’m sure he did feel devastated, but he’s just one driver in a long, gray line of heartbreak. IMS has dealt some cruel cards almost from the beginning.

In the second Indy 500 in 1912, driver Ralph DePalma led 196 laps but his crippled engine failed him just two laps from the end. Joe Dawson went on to lead the last two laps and the race.

For 99 years, Dawson’s two laps at the front was the record low for a race winner. Wheldon broke that Sunday by leading one – the last – lap.

From 1912 on, an assortment of mechanical failures and pit stop gaffes snatched victory away from dozens of drivers over the decades.

Parnelli Jones had a $6 bearing failure less than 10 miles from the finish in 1967, killing the last act of a turbine car that had crushed the field from the start.

In 1992, Michael Andretti put in one of the most dominating performances in 500 history but suffered engine failure oh-so-close to the finish. Al Unser Jr. went on to win in a car that was earlier running speeds double digits lower than Andretti’s car.

A check of race history shows that about half of the 95 Indianapolis 500s run to date easily could have been won by a driver – with just one break, not a miracle.

The race is so, so hard to win. And that is as it should be.

The comedy-tragedy of Indy is constant, and the old track reminded us yet again on Sunday that it does drama like nowhere else. That’s why the Indianapolis 500 has been around for 100 years and counting.

In a wide-open Indianapolis 500, go with Dario

2011-05-25T12:52:00.000-07:00

Sacramento, California – It’s milestone week.

I’ll be heading to Indianapolis tomorrow and marking my 50th anniversary of attending the Indianapolis 500, which is celebrating its centennial on May 29.

It will be an emotional day, and some fortunate driver will write his, or her, name into a special page in Indy’s record book. Who will it be?

I can’t remember a year where it was more unpredictable. With a mix of drivers not generally known to the public starting up front and numerous big-name drivers ready to charge from the back of the field, it’s a wide-open affair.

Yes, Canada’s Alex Tagliani, starting from the pole for Sam Schmidt Motorsports, could make himself world famous and carve his name in Centennial Gold on Sunday with a victory. It would be an incredible story for a longtime journeyman driving for a small INDYCAR racing team.

The same goes for other relatively unknown drivers starting in the first three rows.

Indy’s traditions have long included handicapping the 500 based on qualifying speeds and starting positions. That’s also a mistake … proven many times over the past 100 years.

Over the past generation alone, numerous drivers who were leading the 500 only 10 laps from the finish have not won the race. So starting from the pole is certainly no guarantee of drinking the milk in Victory Lane.

It’s not unusual for the pole-sitter to miss the race-day set-up and fall back into the field. Likewise, it’s not unusual for a middle-of-the-road car to have a perfect set-up and streak forward.

The race is being billed as the big race teams (Penske, Ganassi, Andretti) against the smaller, less-generously-funded teams. And while David beating Goliath has a nice ring to it, my gut tells me that one of the big boys will take the checkered flag first on Sunday.

From early on this year, I’ve liked three-time winner Helio Castroneves to win his fourth 500 this year. He likes the track and knows how to drive the race, and he’s working for the winningest Indy 500 race team owner of all time in Roger Penske. Castroneves has so far had a miserable season, and he shocked many last weekend with a lackluster qualifying effort that put him 16th on the starting grid.

Does that put him out of it? Not a chance. It just makes it more challenging.

If Penske hits the Brazilian’s race-day set-up on the nose, Castroneves will move up steadily and be among the leaders at the halfway point. From there, it’s a tactical race, and Castroneves has been there before. Remember that 2005 Indy 500 winner Dan Wheldon started 16th in that race and blazed through the pack to take command.

Wheldon, amazingly without a ride for the full INDYCAR season, is my dark horse pick to win the race. His car is fast, starting from the sixth spot, and his record in the 500 is sterling – second the past two years, plus a third and a fourth to go with his 2005 victory. He’s done that in just eight Indy 500 starts.

For my money, that leaves two solid favorites, both starting near the front – Target Chip Ganassi Racing teammates Scott Dixon (2008 winner) and Dario Franchitti (2007 and 2010 winner). Based on past history, both cars will be expertly dialed in to run up front on race day. Indeed, it’s my guess that Dixon and Franchitti will be consistently in the top two from Lap 50 on.

From there, it’s just a matter of who’s faster, or who catches a break … and as always, who can avoid an accident. But then, you can say that about all 33 cars starting the 500.

It’s almost impossible for me to pick one of the two. But for argument sake, I like Dario to win the 500 for a third time. He’s been masterful at Indianapolis. I don’t expect that to change on Sunday.

Underdogs flex their muscles in Indy qualifying

2011-05-23T12:49:00.000-07:00

Sacramento, California – Just when it all seemed so predictable, the always unpredictable events that are staples of Indy 500 history came screaming down the front straightaway this past weekend at the Indianapolis Motor Speedway.

Who had these names in the first three rows for the May 29 centennial running of the race?: Alex Tagliani (on the pole, no less), Oriol Servia, Townsend Bell, Buddy Rice and Ed Carpenter.

The always formidable Target Chip Ganassi Racing duo of Dario Franchitti and Scott Dixon is up there – even with the mind-bending team mistake of underfilling their fuel tanks during the pole shootout – but Roger Penske drivers Helio Castroneves and Ryan Briscoe are well back in the starting field. Andretti Autosport drivers are holding down back-of-the-pack starting positions.

Castroneves, who has thus far had a miserable year in INDYCAR, was a particular disappointment. The three-time race winner was gunning for an unprecedented three consecutive Indy 500 poles and had the fastest speed in the Friday practice session before Saturday’s run for the pole. Inexplicably, he had middle-of-the-pack speed when it counted.

It’s an indication that things are very even up in the series, with the smaller teams finding plentiful speed to compete with the Penske, Ganassi and Andretti powerhouse teams on INDYCAR’s biggest stage. And if you can’t feel good about the performance put in Tagliani and the rest of the Sam Schmidt Motorsports team, you probably don’t have a pulse. It’s the feel-good story of the month to date.

Schmidt, confined to wheelchair as the result of a racing crash and one of the genuinely nice guys in the sport, was brought to tears when Tagliani clinched the pole on Saturday. Best as I could tell, most of the other racing teams beaten by Tags felt pretty good about their whipping on this day.

Tagliani chimed in with a previously unspoken truth: Many fans are tired of just three power teams dominating the Indy 500 and want to see some new blood leading the pack, and perhaps winning the race. Judging from the loud ovation Tagliani received when he nipped Dixon for the pole on Saturday, I’d say he’s pretty much right on the money.

But two things to remember: The race is 500 miles long, and the power teams know how to set up a car for the big money-paying race. And next year, you have to believe the financially robust teams will have a leg up testing, building and crafting the new engines and chassis coming into the INDYCAR series for 2012.

Simply put, if the small teams want to steal some Indy glory, this is probably the best year to do it.

Cadillac Escalade ESV is in-your-face excess

2011-05-20T09:25:00.000-07:00

Sacramento, California – A guy like me just can’t cozy up to a vehicle like the 2011 Cadillac Escalade ESV AWD Platinum – a luxury SUV with huge helpings of unapologetic, in-your-face excess.

There are consequences to be dealt with.

Things like: Do I really belong in a vehicle like this? It’s so HIGH above me.

It’s the same thing I would feel in the presidential suite of a five-star hotel, or sipping $50 drinks amid tuxedo-clad business people in a mahogany-laden bar.

Alas, you do what you gotta do, even if it’s test driving a nearly $90,000 top-end vehicle in the ESV lineup.

First impression: It’s huge. Big as North Dakota, overflowing a parking space like Shaquille O’Neal in a petite-size suit. Up to eight passengers can fit in the thing, and I have no doubt another eight could fit in the rear cargo area.

I thought I was going to have to get a running start to jump up into the cockpit, but the power-retractable assist steps (on either side of the vehicle) jumped out from under the SUV when I yanked open the front door. This scared the living daylights out of me the first time it happened, but I was grateful for the assist once I was seated.

From the 14-WAY!!! power front seat with heat/cooled cushions and backrests, I was surrounded by leather, hardwood trim and polished metal. The sound system spoke in concert hall tones.

I felt very small, sort of like the fuel mileage numbers – 13 miles per gallon in the city and 18 mpg on the highway. I realize that the high price of premium gas is a minor annoyance to the demographic buying this super-size Escalade, but I was cheered by the fact that the tank could also be filled with E85.

While feeling tiny in the cockpit, there were advantages – large exterior mirrors and a generous 360-degree viewing zone from my perch behind the steering wheel. At least no one can sneak up on me, I thought. Likewise, I couldn’t sneak up on anybody in this massive transporter, but that too has its charms: No one gets in the way of this baby when it’s coming down the line.

The Escalade ESV AWD Platinum is so large and well-balanced that 70 miles per hour feels more like 50 mph. It jets away from fast-moving cars with seemingly no effort at all, courtesy of a 6.2-liter V-8 with 403 horsepower.

Luxury and convenience features are over the top, including tri-zone automatic climate control, a remote vehicle starter, heated steering wheel, power sliding roof and a power liftgate. That’s the short list. The power liftgate was particularly welcome as the rear hatch is sizable and would be a chore to deal with manually.

Unfortunately, there was no electronic device to assist with removal of the rear seats. They disengage easily enough, but man, hauling those heavy seats out the back end challenged my manhood. All things considered, it would be easier if those seats folded flat into the floor.

It takes some time to get used to driving – and stopping – this vehicle on city streets and on the open road. Happily, the Escalade ESV contains numerous, standard stability features and loads of top-tier safety features.

This Escalade is not my cup of tea, strictly from the standpoint of my fiscal net worth. And I’m certain that this SUV is the nightmare of any Prius-driving person who ranks saving the trees as one of his/her top three goals in life.

But for the well-compensated soul who favors plentiful room, ridiculous levels of luxury and perks galore, this Escalade is for you. I salute you and your bank account.

Honda sedan is a good Fit for some buyers

2011-05-13T14:38:00.000-07:00

Sacramento, California – I’ve always ranked the Honda Fit near the top of a blizzard of compact sedans introduced in recent years, and the 2011 Fit gives me no reason to change that thinking.

The nicest surprise: They don’t call it the Fit for nothing. Despite its small-car look from the outside, the interior can be configured to hold a serious amount of cargo – nearly 15 percent more than a Nissan Versa, for example.

The hard numbers are 90.8 cubic feet for five passengers and nearly 21 cubic feet in the rear cargo area. Fold down the back seats, and cargo space jumps to nearly 60 cubic feet. That’s pretty impressive for a car this size, although three backseat passengers might feel a bit pinched on a long drive.

My Fit tester was the top-level Sport model with navigation system, starting at $19,240. Drop down four trim levels to the base model with a five-speed manual, and the manufacturer’s suggested retail price drops down to $15,000 and change.

Fuel mileage on the tested Fit was a feel-good 27 miles per gallon in the city and 33 mpg on the highway, yet the 1.5-liter, in-line 4 engine with 117 horsepower handles most chores admirably. That would not include steep uphill climbs, however, where you really have to sink your foot into the accelerator to get the job done.

And when you’re doing those deep accelerator exercises, the engine sounds like it wants to come back through the firewall. That’s not entirely surprising for a bargain-priced, small-engine gas-sipper.

What I did like were super-long lists of safety and interior features, including some perks you don’t expect to see in this class. Sexy, 16-inch alloy wheels added some spice on the outside, and Honda seems to have gone to great lengths to offer Fit exterior color options bright enough to turn heads from a block away.

Color names are right out of the Vegas Strip Hotel Lobby Handbook: Alabaster Silver Metallic, Polished Metal Metallic, Celestial Blue Metallic and Vortex Blue Pearl. Nothing boring there.

The interior comfort was mighty fine, and the Fit’s steering had a just-right firmness to it, making me feel totally control of the relatively small car even as I was dicing with the big boys in freeway traffic.

Looking for an affordable, first new car or a starter car for your young family?

This Honda might be the perfect Fit.

Check out the 'Heat' in latest Cruisin' News

2011-05-06T12:39:00.000-07:00

Sacramento, California – My review of the 2011 Dodge Avenger Heat appears in the latest edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

Latest version of Ford crossover hasn't lost Edge

2011-05-05T16:05:00.000-07:00

This review originally appeared in the April edition of the Northern & Central California Cruisin’ News published out of Folsom, California – mg

Sacramento, California -- When I reviewed the all-new-for-2007 Ford Edge, it was … edgy.

And by that, I mean it was a relatively spicy-looking crossover with sporty touches and enough styling sexiness to draw young buyers into the fold along with their baby boomer parents.

A lot has changed since then. When the Edge was rolled out, Ford was coming off a year when it lost $13 billion. Now, Ford is making money hand over fist, at the expense of its rivals.

A lot has changed on the Edge as well. Most of it is positive.

The 3.5-liter V-6 that delivered 265 horses four years ago now has a rating of 285. Yet the more-powerful engine gets 19 miles per gallon in the city and 27 mpg on the open road, up from 17/24 in 2007.

Alas, I’d say the 2011 Edge is less edgy. Don’t get me wrong, it’s styled nicely inside and out, but there are lots more edgy-looking SUVs and crossovers out there now. Ford’s own Flex SUV is more edgy-looking on the outside than the Edge. The three-bar horizontal chrome grille on the Edge is its edgiest feature now.

My tester was the 2011 Edge Limited with front-wheel drive. It’s smooth and agile enough, but be forewarned that you really have to mash the gas pedal to blend into 65-70 mph freeway traffic. Ditto, your right foot must be assertive on steep hill climbs.

The interior cabin is serenely quiet, even when your right foot is against the floorboard, and the interior controls are nicely placed and easy to work. Exterior vision is fair. You do need to stretch your neck to peer into the blind spot on the right side of the vehicle. There is a blind spot-monitoring system lined up with the exterior mirrors, but in bright sunlight, I had trouble picking it up on the tester’s right side.

There has been some reworking of the model’s exterior skin for 2011, but the basic look of the Edge still remains. I thought the starting price of $34,220 on the tested vehicle was a touch high, but perhaps dealers are willing to wiggle some with the Edge. Worth a try anyway.

Please note that the 2011 Edge can be had with a 3.7-liter V-6 rated at 305 horsepower, but those Sport FWD/AWD models are going to push you pretty close to the $40,000 threshold.

One other thing: I’ve driven AWD versions of the 2011 Edge and, not surprisingly, I found those models to be much more agile on city streets and mountain roads. If you can go that way, I’d recommend it.

2011 Acura RL earns it luxury-level stripes

2011-04-29T13:42:00.000-07:00

Sacramento, California – Acura has been taken to task for not having a flagship car, or a car that stands head and shoulders above the rest of its fleet.

Even though most people couldn’t afford the iconic Acura NSX rocket ship, at least people knew it was at the head of the class.

Acura might have solved this perception problem with the freshened 2011 Acura RL. It has been dismissed by some as merely a loaded version of Acura’s TL sedan, and there is some support for that argument.

But the current RL is significantly loaded above the TL, and it does stand out at the top of the Acura line. My week in the middle-level RL with a Technology Package certainly confirmed that in my mind.

This RL is true luxury. The opulent standard features, classy interior feel, super silky ride and library reading room-quiet interior justify a starting price just north of $50,000.

It’s a rich-looking transporter, with fine fit and finish and an aggressive-looking grille. Exterior lines remind me of Lincolns of old – and that’s not a bad thing.

On the fly, this RL feels like it’s riding on a cloud of smooth air. Very little sound makes its way into the cockpit, even when you ask the 300-horsepower, 3.7-liter VTEC V-6 for maximum effort. Accelerations are hard enough to press you into the seat, but there is little engine growl accompanying the movement. A velvet glove, to be sure.

When applied, the four-wheel, ventilated disc brakes put a quick end to the RL’s bite, and their impressive stopping power lends an air of security.

Safety features run the gamut, from wall-to-wall airbags to electronic gadgets designed to override the mistakes of a reckless or inattentive driver.

The well-laid-out interior drips with leather and other finely polished materials. An exhaustive list of standard features includes look-at-that goodies such as a power rear sunshade and 10-way power front seats.

What’s not to like? Can’t find much of anything.

All-around vision is good. Back seats are spacious and comfortable. Big trunk. Tech package list of wow devices includes an active front-lighting system, rear parking sensors, a navigation system with voice recognition and heated/ventilated front seats.

I’ve noticed that some reviewers, apparently straining for criticism, have dissed the RL’s six-speed automatic transmission, as opposed to seven- or eight-speed gearboxes found in other rides. Really?

If that’s the deal-breaker, maybe you should be reviewing something else … like the opera.

As for me, I’ve lumped the 2011 RL into my “must test drive” list for folks asking about luxury sedans.

Infiniti EX35's 2011 updates are substantial

2011-04-21T14:41:00.000-07:00

Sacramento, California – I’ve made no secret of the fact that I like Infiniti’s lineup of vehicles … nicely styled, fun to drive, comfortable, cool features and arguably the best navigation system in the biz.

The recently tested 2011 Infiniti EX35 Journey crossover sport-utility vehicle with rear-wheel drive did nothing to change my mind. And for a vehicle that was supposedly only getting a “revision” or a “carryover” from 2010, a lot has been done.

The EX now has a seven-speed automatic transmission, giving you two more gears to play with. Eighteen-inch wheels have replaced the once-standard 17-inchers. Dual-zone, automatic climate control is now standard across the four trim levels.

New colors and fancy option packages have been introduced for 2011. And an enhanced blind spot warning system has been added to the likable Technology Package.

Wow, might as well have billed it as an all-new car!

The EX still flexes admirable muscle with its 3.5-liter, 24-valve V-6 churning out nearly 300 horsepower. That will get you and your cargo around, and the tester was outfitted with a “snow mode” feature to help one negotiate winter conditions. Brakes were grippy to the point where I had to concentrate on a light-footed application to keep my passengers comfortably seated.

Fuel mileage is, uh, a tepid 17 miles per gallon in the city and 24 mpg on the highway – numbers that won’t make you smile in these times of $4-plus gasoline.

Pricing on the tester, just slightly cheaper than the top-line AWD version of the EX35, started at $36,350, but opulent options pushed the bottom line to $42,505. That’s fairly serious luxury fare for an SUV that’s going to cost you some more serious coin at the gas pump.

At these price levels, I now view the EX35 as that luxury sport-ute you always wanted, but you’d never pay $50,000 for another automaker’s product. The EX35 comes off as a splurge, but a moderate splurge.

This EX35 will likely motor on forever with few problems, and the kids, relatives and friends will be substantially impressed with this high-end ride. And what the heck, tell them you paid $50,000 for it. Most people don’t know car prices.

One thing that stuck in my head is that, while smooth and sleek on the outside, the EX35 is sculpted low enough to resemble a five-door hatchback. And if you don’t see that and call it a straight-up crossover, alas, it looks like a lot of other crossovers currently on the roads.

Maybe this is a byproduct of driving too many crossovers of late, but exterior-wise, the EX35 came off to me as somewhat vanilla. The good news is that most everything else about the ride is hot fudge, whipped cream and cherry-on-top delicious.

2011 Kia Sportage gets an A-plus upgrade

2011-04-14T14:27:00.001-07:00

Sacramento, California – Now here’s a gutsy move: Take a small, economy-priced sport-utility vehicle that has been the standard-bearer for the automaker in the United States and completely change it.

Say hello to the 2011 Kia Sportage, a crossover that has received a mountain-size upgrade.

Alas, improvement comes with a cost: The tested Sportage EX AWD wore a starting price of $24,795. And with leather-trim, a navigation system and rear sonar extras thrown into the mix, the bottom line came to $29,990.

That’s a hefty tag for a vehicle that used to be Kia’s poster child for cheap. Unfortunately, more than a few critics thought Sportages of years past looked and drove cheap, too.

You can’t say that now.

My bright-red tester looked very much like Lexus fare, with tight body fittings, sculpted with enough aerodynamic angles to get my mouth watering. The lowered body was a great change for the better.

Rear spoiler, check. Double panoramic sunroof, double check.

Looks great. How does it drive? Way better than before.

The new standard power plant is a 2.4-liter, dual overhead cam, 16-valve, four-cylinder piece of work with continuously variable valve timing. The 176-horsepower engine is a much more willing mover than its predecessor. A 2-liter turbo engine with 270 ponies is optional Sportage fare for the 2011 model year.

Fuel efficiency on the tester was a so-so 21 miles per gallon in the city and 28 mpg on the highway. Given the vehicle’s robust, agile performing characteristics – especially compared with underpowered Sportages of yesteryear – I had few problems with the fuel mileage numbers.

Even on hard accelerations, the Sportage cabin is quiet – also a new thing in this vehicle.

I was frankly stunned a the long list of standard items that can now be had on the Sportage, a vehicle once known for Spartan perks. A leather-wrapped steering wheel and shift knob, a cooling glove box and power-adjustable front seats stood out. Like I said, the Sportage has grown up and is now playing with the big boys in the crossover segment.

Throw in Kia’s exceedingly generous warranties and top-notch safety ratings, and you have a fairly impressive package.

I must add that for the second time in a relatively brief time period, the Sirius Satellite Radio subscription on my test vehicle cut out literally when the Sportage was in motion on the freeway. I’m now convinced that a vast international conspiracy is behind it.

No mystery, however, about the redesigned Sportage. It’s the best one Kia has produced.

Ford Edge model reviewed in Cruisin' News

2011-04-07T16:48:00.000-07:00

Sacramento, California – My review of the 2011 Ford Edge Limited FWD appears in the latest edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

New offering from Sweden is a sweet treat

2011-04-07T16:16:00.000-07:00

This review originally appeared in the March edition of the Northern & Central California Cruisin’ News published out of Folsom, California – mg

Something new arrived from Sweden, and no, it was not an upgraded meatball recipe.

It’s the new-for-2011 Volvo S60 T6 AWD luxury sedan. For a five-passenger luxury car loaded with standard features, this Volvo is fairly affordable at $37,700. Alas, a ton of extras boosted the bottom line on the tester to $46,200. So, yes, now we’re in the luxury price category.

Keeping in mind that a Volvo sedan typically scores low on the “sexy styling” list, the S60 actually looks pretty good – coupe-like sporty, signature Volvo front end and nicely sculpted at the back end. The “Vibrant Copper” paint job – think bright orange – also looked pretty nice. However, a derivative of that color mixed with dark brown in the interior was not so hot.

If you don’t like Vibrant Copper, Volvo offers 14 – yes, I said FOURTEEN – additional exterior color options.

As the S60 TV commercials suggest, performance is key to this car. And on that front, it’s definitely a winner.

The 3-liter turbocharged six with variable valve timing churns out 300 horsepower and 325 foot-pounds of torque. Matched with the AWD system, this S60 can be ripped around at outrageous speed, and yet the car’s traction/stability systems make it nearly impossible to spin. And believe me, I tried. Road-hugging excellence was off the charts, especially on sharp downhill turns taken at high speed.

Even during aggressive maneuvers, interior comfort and quiet stood out. Good feelings were enhanced by a ridiculously long list of standard comfort/convenience features. Per usual for Volvo, safety features were likewise numerous and provided a feeling of home-in-bed security when the car was on the fly.

Some features, however, are better than others.

All S60s have a standard perk called City Safety. In a nutshell, the car automatically brakes if the driver fails to react in time to a slowing/stopped vehicle ahead. Likewise, City Safety reacts to any object stopped in the road dead-ahead. This was tried in rush hour traffic, and it’s a great way to avoid the sudden-stop fender bender. My insurance policy thanks you.

But then there’s Lane Departure Warning system that sends out jarring beeps if the system senses that you’re straying from your path between the roadway lines. The system beeps if you have not used a turn signal, assuming you’ve mentally checked out. Problem is, it also beeps on gently winding roads and forks in the road requiring only a slight turn of the steering wheel.

The sound of beeps during completely normal operation is incredibly annoying. At least Volvo gives you a center stack-mounted button to turn it off, which I did.

Otherwise, this is a Swedish sweet treat that likely will please the “I make pretty good money” suburban crowd. In a world of mundane car “freshenings” and not-so-new introductions, the S60 really is something new, with quality.

F1 changes don't slow runaway race winner

2011-03-30T15:59:00.000-07:00

Sacramento, California – The new Formula One racing season began just as it ended last year – German Sebastian Vettel ran away and hid from everybody.

Last weekend’s romp was in the Australian Grand Prix. As in most F1 races, the winner at the first corner on the first lap ran away with the race. Nothing new there.

Something else reminded me of last year: my high level of confusion.

The new F1 rules and equipment kept me guessing throughout the Australian race. I had plenty of time to ponder since the race winner was never in doubt.

So, Pirelli comes in with new tires, and right away I’m told that they might not hold up too well, regardless of compound. In fact, the tires’ ability to last is so in question that it’s touted as a competition-boosting factor.

The tires could crumble, so we could have four or five pit stops to mix things up … not counting the times the tires might fail on course. Wow, fragile tires leading to more exciting competition. Not sure I’ve heard that one before.

Then, the kinetic energy-storing, power-boosting KERS system made its return. But it didn’t seem to make too much difference for anybody. Vettel’s Red Bull crew said after the race that it didn’t need KERS to run away with the race.

And then, most mystifying of all, the F1 cars showed off their movable rear wings. The adjustable rear wing could be altered with the push of a button from inside the cockpit. The button push lowers a wing flap that foster more airflow and allegedly increases straight-line speed.

Well, I understand that in theory. But as it was described during the race, that move could only be executed by a trailing car entering a passing zone, and the trailer had to be within one second of the car in front of him for it to work.

Really? Sort of takes the whole defending your position thing out of the equation, doesn’t it? And heaven help the lead car that blocks a trailing car, as F1 tends to come down on those people hard … sometimes … depending on the offending driver.

Don’t get me wrong, I respect the global racing series and the remarkable technology that goes into it. But the continuing blizzard of Byzantine rule changes spoils the bottom-line racing aspect for me. I’m all for anything that inspires close, competitive racing at the front, but I certainly didn’t see that in Australia.

Simply said, Audi A4 is a fine luxury ride

2011-03-25T14:06:00.000-07:00

Sacramento, California – The luxury sedan need not be complicated, or pricey.

That’s why I had such a pleasant weeklong experience in the 2011 Audi A4 2.0 TFSI quattro Tiptronic.

Yeah, I liked the car quicker than I could say the name.

Like other Audi offerings, this one has the sculpted, gaping mouth of a grille that seems poised to devour everything in its path. A smooth aerodynamic curve over the top ends with an abrupt, but not unattractive, slope at the back end.

I had fun triggering the trunk from the key fob. The trunk instantly flips all the way open, instead of slowly yawning or letting you do the lifting. A small thing, but nice.

The tester had a starting price of $34,140, a fine bargain with a pretty extensive standard features list. Alas, my car was dressed up with a premium navigation system, a blast-off-the-map sound system and fancy 18-inch all-season tires. Those extras took the bottom line to $42,745. Frankly, I could have lived happily with just the nav system.

I never did figure out how to program mixed bands of radio stations into the digital system, which was a minor annoyance and a primary result of me periodically being a technology klutz. Other than that, interior controls were nicely spaced and easy to use.

The interior was supremely quiet and comfortable, and the leather seats had plenty of options for comfort and firmness. A standard glass sunroof welcomed the rays, or in my case, it offered a close-up view of the relentless rainstorms that have been pelting California of late. I’m sure it’s a much sunnier view in, say, July.

On-road performance was excellent. The A4 hugged the road even when I challenged the tires to squeal on high-speed corners and making aggressive starts. The turbo 4 engine responded instantly. No turbo lag here.

The eight-speed Tiptronic transmission operated with seamless precision. I have to wonder how high the curve is going to go. Can 10 speeds be far behind? For now, eight is enough.

Backseat space is tight when two normal adults have their front seats adjusted for comfort.

Good news on the gas front: Fuel mileage ratings are 21 miles per gallon in the city and 29 mpg on the highway. That’s not shabby for a turbo-boosted power plant.

Bad news: It takes premium, generally going for the price of caviar right now.

The car also has a max five-star rollover safety rating.

All in all, this A4 is an uncomplicated gem.

Titanium's flash softens previous criticism

2011-03-17T14:04:00.000-07:00

Sacramento, California – Several years back, I did a review on the Ford Flex that was negative enough to inspire some Ford Motor Co. folks to call me and express their profound displeasure.

Apparently, the statute of limitations ran out and I recently was allowed to review a 2011 Ford Flex, but this was a Flex of a different color. Or multiple colors as it turned out.

The tested 2011 Ford Flex Titanium with front-wheel drive was a prime, head-turning example of the Titanium models added to the Flex lineup. It literally begged for attention with a sparkling coat of Red Candy Metallic paint with black Alcantara inserts.

A Camaro driver rolled up to me and wanted to know if the Flex came that way from the factory, or was the exterior look a product of my customizing prowess. Obviously, he was totally unacquainted with my body shop incompetence, but still, it made the point.

This Flex Titanium stands out in the crowd.

I had the opportunity to take some volunteers for a ride in the seven-passenger vehicle, and they loved it. Roomy, comfortable and smooth on the roll, they gushed.

I agreed. Plus the interior is elegantly laid out, with a minimum of large, easy-to-reach controls. Tail-section cargo-carrying capacity is enormous, and my old bones were saved on the tester by a responsive automatic tailgate open/close device.

Even Motor Trend magazine loves the Flex, calling it “the best box you can buy.”

Alas, the Flex – even in Titanium trim – gives me pause.

For starters, it’s pricey. The tester weighed in at a hefty $43,505 after about $3,000 in extras were added on to the manufacturer’s suggested retail price.

Gas mileage is a wallet-draining 17 miles per gallon in the city and 24 mpg on the highway.

The standard 3.5-liter V-6 with 262 horsepower struggles to meet the demands of freeway on-ramp merges and hill country climbs. In fairness, I did not have the available 3.5-liter EcoBoost turbocharged engine that puts out 355 horsepower. That much oomph probably provides more than enough for all driving chores.

Is the Flex a nice match for an active family that makes a lot of road trips carrying a bunch of cargo? Yes.

Is the Flex a good match for a household looking to downsize its primary vehicle and gasoline bills? No.

Is the Flex growing on me? Well, maybe a little bit.

Earthquake could shake U.S. auto industry

2011-03-11T15:07:00.000-08:00

Sacramento, California -- My usual weekly auto review seems entirely trivial, given the sledgehammer events occurring today in Japan.

And while we might feel safe and secure in our homes, there's a good chance the earthquake and tsunami that devastated Japan will reverberate throughout the U.S. auto industry in the immediate future.

Where to start? Well consider:

Toyota Motor Corp., the world’s biggest automaker, said today that it had shut down four of its subsidiary plants in Japan.

Honda Motor Co. has shut three plants through Monday, and Nissan Motor Co. stopped production at five of its plants in northeastern Japan.

Suzuki Motor Corp. said Friday it was still gathering "information about any additional effects to Suzuki’s operations, including port distribution, plant and dealership operations, as well as our vendors and suppliers located in the damaged areas."

In California, America's largest auto market, there are significant reasons to closely watch Japan's problems.

Japan is the third-largest foreign market for California exports, trailing only Mexico and Canada.

California merchandise exports to Japan totaled $12.2 billion in 2010, according to the U.S. Commerce Department.

Not only that, the department said California imported goods totaling $40.7 billion from Japan last year. The primary imports included motor vehicles, motor vehicle parts and tires.

It's too early to tell how badly Japan's manufactuing and economic infrastructure have been damaged, but here's hoping Japan and nations around the world aggressively step in and help the ravaged nation get back on his feet.

In this global economy -- and with Japan one of the world's top auto-producing nations -- Japan's pain could quickly become ours.

Volvo luxury sedan reviewed in Cruisin' News

2011-03-07T16:06:00.000-08:00

Sacramento, California – My review of the 2011 Volvo S60 T6 AWD luxury sedan appears in the latest edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

New Honda CR-Z is a hot-looking hybrid

2011-03-04T12:19:00.001-08:00

This review originally appeared in the February edition of the Northern & Central California Cruisin' News published out of Folsom, California -- mg

Sacramento, California -- The Honda CR-Z is all-new for 2011, and let me state from the beginning that it looks hot.

Seriously hot, with stealth fighter jet angles and a Euro appearance that looks like the love child of a Lambo and an Alfa. You really don’t mind having a hatchback with the front-drive CR-Z, because the long-length cargo cover is an essential part of the aerodynamic styling.

Oh, and it’s a hybrid. You have a 1.5-liter in-line 4 matched up with an electric motor putting out 122 horses.

Given the lightweight construction, the power plant does pretty well in normal and sport mode. If you hit the switch to select eco mode, however, you’re going to find yourself with a power shortage that won’t bode well on your next high-speed freeway merge.

And on the city streets, the hybrid engine system does not sit well. In normal mode, the car stopped at an intersection drifts off to a fuel-conserving sleep. Upon hitting the gas, the car lurches back to life with the engine doing the heavy lifting.

That’s the thing, though. It literally lurches. The transition from dormant to drive-it is not seamless. It’s downright jarring in most cases. And if you have the car in eco mode, you get even more instances of jarring. No fun that.

The interior is comfortable enough, and the center stack of controls is pretty easy to understand. Likewise, the back cargo-carrying area is impressive for a two-seater. Interior comfort/convenience features are outstanding for a small transporter of two.

But getting into the low-slung car takes some practice. For a tall guy like myself, you have to do a bit of a freefall into the cockpit, and you need to master a little head shift to avoid banging your melon on the roof-level hardware. Vision from the cockpit is very limited. It’s so limited that I had to go with double over-the-shoulder looks to make sure I was not about to ram cars in the blind spots. Again, no fun.

Fuel mileage is great – especially with the prospect of a $4-a-gallon-and-up springtime in California – at 35 miles per gallon in the city and 39 mpg on the highway.

And the price is right. My CR-Z with the navigation system and a continuously variable transmission came in at $23,210, and that’s the most expensive of six trim levels. You can get an entry-model starting at $19,200.

Overall, this is a first effort that likely will turn the heads of shoppers, but the CR-Z needs some tweaking in the months and years ahead to warm the hearts of buyers who first fell for its looks.

Reworked Rogue packed with pleasing perks

2011-02-24T14:24:00.000-08:00

Sacramento, California – Reworked inside and out for 2011, the Nissan Rogue is an agile crossover that gives you things you’d expect from a bigger, and costlier, sport-utility vehicle.

Despite the myriad changes for the current model year, the vehicle still looks like the recently arriving, original Rogue, which is to say sporty and saucy. You’d likely be happy for your grown-up kids to be seen in the Rogue. Young families would be wise to seek it out.

My tester was the SV with front-wheel drive, pretty much the middle of six trim levels and starting at a reasonable $23,220. For that price, you get a lot.

Not only is the list of standard comfort/convenience features lengthy, it’s sprinkled with high-end goodies not normally seen in the $23,000-and-change segment. How about a rearview monitor? Standard. Ditto halogen headlights.

The standard safety and security features are likewise plentiful and top-tier. An electronic brake force distribution system, multiple vehicle-control systems and 360-degree airbags are part of the off-the-line package.

While the Rogue looks small from the outside, backseat space is actually pretty good for three normal-size adults. Likewise, cargo-carrying space is generous enough (a max 58 cubic feet) to handle most urban/suburban hauling outings.

The Rogue handles easily, and the continuously variable transmission on the tester performed with nary a hiccup. The 2.5-liter four-cylinder engine with 170 horsepower handles most situations well, but it’s no neck-snapper by any means. You will have to mash the gas significantly to keep up the oomph on steep hill climbs.

The engine at full song does penetrate the cockpit to the point of annoyance, but the suspension – independent strut on the front, independent multi-link on the rear – does a good job of keeping the Rogue balanced and smooth.

Fuel mileage is fair at 22 miles per gallon in the city and 28 mpg on the highway.

Overall, I regard the Rogue as the small SUV equivalent of a Honda Civic passenger car. It’s not a horsepower-laden bomb, but it’s so safe, feature-loaded and functional that it’s hard to walk past it and not write a check for the asking price.

For Nissan, a good automaker laboring to stand out among the Hondas and Toyotas of the world, that’s a very good thing.

Let's race ... and watch out for Carl, Helio

2011-02-17T13:06:00.000-08:00

Sacramento, California -- And so it begins.

Auto racing returns in earnest with this Sunday's Daytona 500, and it's staggering to think that NASCAR will be competing on a regular basis right up to Thanksgiving time.

Now that's a long season!

As always, NASCAR starts off its year with its Super Bowl event, the Daytona 500, and then a couple weeks later, it’s like it never happened as everyone lasers in on the chase for the season crown.

Jimmie Johnson will be going for a mind-blowing sixth series title in a row, and that, friends, is some serious history in the making. Just getting five is amazing, and drivers Denny Hamlin and Kevin Harvick made it very tough for Johnson last year. I think it will be even tougher this year.

I have the sense that fellow Cup competitors have reached the limit of their patience with Johnson winning. That includes Johnson’s teammates. I think Jimmie will find cooperation from fellow drivers very difficult to find on the big superspeedways, where cooperation is a must.

I also don’t think Jimmie will be getting too many breaks from his colleagues on short, tight tracks. My guess is they’ll be more inclined to bump him aside than they were in years past. Hamlin and Harvick will get their share of nods in preseason predictions, but let’s face it, Johnson and his No. 48 team loom as the favorites until someone knocks them off.

As for me, I’m looking at Carl Edwards as the most likely driver to end Johnson’s streak. Edwards can drive short, long, medium-fast and super-fast tracks at a high level. It’s just a matter of time before he puts a consistent campaign together. This could be the year.

In INDYCAR – that’s the latest “new” series name, one word and all caps -- you’re going to be hearing about the Indianapolis 500 centennial celebration early and often leading up to the May 29 race.

Keep in mind that the first Indy 500 was run 100 years ago in 1911, but this will be the 95th running of the race this year. Why? The track went dark in 1917-18 during World War I and from 1942-45 during World War II.

Defending 500 winner and Indy car series champion Dario Franchitti remains the top contender, but I kind of think the Roger Penske team is out for redemption after seeing the last two season titles snatched from its grasp due to uncharacteristic team mistakes.

Look for Penske pilot Helio Castroneves to claim his fourth Indy 500 victory in May and then finally put together a solid season to take the series crown as well.

Infiniti's G37 sedan is worthy of respect

2011-02-10T15:40:00.001-08:00

Sacramento, California – I’ve said it before, and I’ll say it again: I’ve long liked Infiniti’s car lineup.

And yet, even after 20 years in the United States, Infiniti doesn’t seem to get the same respect given to, say, Lexus, BMW, Audi and Acura. Go figure.

I respect classy styling, tight-fitting bodywork, excellent interior features and performance, and two recently tested 2011 Infiniti G37 sedans delivered on all counts. If I had $35,000 to $40,000 to put down on an uplevel family/luxury/sport sedan, this G37 would be a likely candidate.

Alas, one of the tested G37s was dressed up with more optional extras than you’ll see on the IHOP breakfast menu. The bottom line came to $44,245. Kinda rich for my blood, so if I was shopping, I’d say: Hold the navigation system, the power moonroof and hash browns and give me the basic machine.

The basic machine is plenty. You get an aerodynamic, shoulders-hunched-forward rear-driver with a sporty grille and a trunk that goes deep inside from a somewhat chopped tail section. The windshield angle is set at a jaunty, sporty angle. This G37 cuts through air smoothly, and quietly.

Inside, the setting is elegant and feature-loaded. Leather appointed seats are enhanced up front with eight-way power and heating. The rear seats are roomy and comfortable, and there is climate control for the occupants.

Step on the gas and – whoa, what was that?!!! I heard a roar. I definitely heard a roar. Yes, a deep and satisfying growl from the 3.7 liter, 24-valve V-6 with a max horsepower rating of 328. Now there’s something a family of four can appreciate on the way to
Applebee’s. Let’s dust off a few sport coupes before ordering those sliders.

Power is muscular, but the handling is agile and light.

The car’s list of safety features is what I’d expect in a $60,000 Mercedes. Electronic brake, traction and car-control enhancements also are standard.

Fuel mileage is OK at around 17-19 miles per gallon in the city and 25-27 mpg on the open road.

This is a traveling car that won’t leave you worn out at the end of a long day, and even with its relatively affordable price, the contemporary Bluetooth, satellite radio and rearview monitors are in place as standard fare.

Auto-reviewing colleagues like to pit Infiniti’s G sedans -- 10 trim levels are available for 2011 -- against the BMW B Series, and yeah, I understand that. Personally, I think it boils down to personal preferences.

As for me, I lean toward the Infiniti product. Respect that.

2011 Honda CR-Z reviewed in Cruisin' News

2011-02-04T13:27:00.000-08:00

Sacramento, California – My review of the 2011 Honda CR-Z EX appears in the latest edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

Still much to like in "old" Chevy Malibu

2011-02-03T11:57:00.000-08:00

This review originally appeared in the January edition of the Northern & Central California Cruisin’ News published out of Folsom, California – mg

Sacramento, California -- Pity the poor Chevrolet Malibu. It’s not getting a lot of love from auto reviewers who sighed and swooned over it just three short years ago.

Alas, it’s being treated like that aging Hollywood starlet whose beauty has faded with time. Next thing you know, it will doing one-night appearances at Holiday Inn lounges across the country.

Motor Trend magazine recently weighed in with “handsome sedan needs an update.”

Really? How soon we kick cars to the curb! My recent run in a 2011 Malibu LTZ -- the priciest of four trim levels, starting at $27,000 and change – was most pleasing, thank you very much. And while I was putting the Malibu through its paces, I got to thinking …

Isn’t this the car that restored General Motors’ credibility in the practical-size, moderately-priced sedan market? Isn’t this the car that saw its horizontal-split-grille design spread across other models in the Chevy lineup?

Why, yes it is!

OK, if you have the Malibu blahs, wait until later this year when yet another generation of the model is scheduled to debut. But for now, throwing the current Malibu under the bus is bad form, like telling your sweet, attractive girlfriend that you want to “see other people” six weeks after your first date.

The worst thing I can say about the current Malibu is that it does a lot well, but it does not push itself into the “excellent” category in key categories. Fine. You can say that about the equivalent products manufactured by Toyota and Honda. Ring me up if you hear somebody use the word “sexy” to describe an Accord or a Camry.

The Malibu looks pretty good, in my view. No, the 2.4-liter in-line 4 does not blow your socks off with around 170 horses to throw around, but it propels the five-passenger car quite adequately in most driving situations. Fuel mileage ratings of 22 miles per gallon in the city and 33 mpg on the highway are, again, good but not great.

But what do you want for your 27-grand … or your 22-grand if you looking at an entry level 2011 Malibu LS?

My LTZ tester was smooth, quiet and comfortable. Steering is easy for teens and seniors. The list of standard features in this segment was frankly impressive.

You want basic, reliable, good-looking transportation priced a notch above the discount level, you’d be hard-pressed to do better than the 2011 Malibu. Not only that, I’m guessing that dealers are prepared to deal on the current-generation Malibu with the next generation scheduled to show up before too long.

Customizers, OK, you likely face a tough task jazzing up the Malibu. Thankfully, the front end is stylish enough to provide a good starting point. From the front wheels on back to the trunk, however, that’s a canvas begging for creativity.

As for me, I’m in no hurry to push this current Malibu into the history books. I like what it has to offer now. Cheer up old girl.

MKZ Hybrid a logical choice for green luxury

2011-01-28T10:47:00.001-08:00

Sacramento, California – For 2011, Lincoln has added a hybrid to its MKZ lineup, touting it as “the most fuel-efficient luxury sedan in America.”

Well, OK. That’s a pretty thin slice. It’s sort of like those TV commercials that trumpet a newly released movie as the No. 1 comedy in America, but then you realize that it’s the only comedy released in America during the past month.

But there’s also this: 41 miles per gallon in the city and 36 mpg on the highway.

Wow! That’s the real deal, just the thing to soothe the soul of this Californian watching gasoline prices climbing to the $3.50-a-gallon level.

The guts of the 2011 Lincoln MKZ Hybrid are a 2.5-liter in-line 4 engine and a battery-driven electric motor helping the gas-fueled power plant. It’s a lot of help, given those sizable fuel mileage numbers. The combined labors of the gas engine and electric motor produce an estimated 191 horsepower.

That’s plenty of pop for most driving chores, although my tester’s continuously variable transmission kicked in with a bit of a jolt on really steep climbs.

By the way, the max rating in all-electric mode is 47 miles per hour. That is most impressive.

I thought the MKZ Hybrid would feel heavy, but that was hardly the case. It felt light and handled with admirable agility. The interior cabin was quiet, giving five cozy riders ample opportunity to discuss the events of our times.

The standard comfort/convenience features fell a little short of what I’d expect in a luxury Lincoln. Adding an option package that included a power moonroof, adaptive headlamps, rain-sensing wipers, a navigation system and a rearview camera added $5,695 to the starting price of $34,330.

The tester also had sensors to alert the driver of cars lingering in the blind spots on either side of the MKZ. This is one of my favorite automotive features, but I found the light-up warnings on either side of the tester to be a fraction less-precise than systems I’ve experienced in other cars. The MKZ sensors tended to keep showing a warning even when I was well clear of a trailing vehicle. Not a big deal, but it’s something you’ll need to get used to if you choose this model.

The dashboard readout gives you all sorts of information on your eco-progress. Images of green leaves and flowers bloom behind the steering wheel when you’re coasting and keeping a light foot on the gas pedal. Sure, this is a food pellet-like reward – the kind you might devise if you were training a gerbil to ride a miniature motorcycle – but it’s darn effective. I found myself constantly seeking more blooming flowers for my green driving endeavors.

Oh, one other thing: This MKZ looks good, sporty even. The toothy grille that Lincoln has gone with really does add a gleaming touch of luxury.

Please note that you can get 2011 MKZs with a gas-fueled 3.5-liter V-6 with 263 horsepower. But you’re not getting a big break on the price: The entry level FWD version starts at $34,300, and the top-end AWD starts at $36,220.

In other words, the FWD is only 30 bucks cheaper than the MKZ Hybrid, and the AWD is priced $1,890 more than the hybrid model. The fuel mileage ratings for the FWD are 18/27 mpg, and the AWD checks in at 17/24 mpg. You do the math.

Simply put, you pay a fair price for the MKZ Hybrid (no whopper of a hybrid premium) and you get a substantial savings on fuel costs compared with the six-cylinder MKZ offerings. If that fuel-cost savings outweighs your desire for V-6 power, it’s pretty much a no-brainer when you head to the Lincoln lot.

IS 350 has what some desire -- everything

2011-01-21T13:09:00.000-08:00

Sacramento, California – While many of us are struggling to pay the mortgage and telling little Jimmy that there’s no way we can afford to buy him that $100 Ferrari Lego set for his birthday, a few happy souls are looking to have it all.

And for those lucky few, you’ll be happy to know that you can make the automotive part of that happen with the 2011 Lexus IS 350 AWD sedan. High levels of performance, luxury and engineering come standard.

And, oh yes, the price for this top-of-the-line IS 350 is a relatively affordable $41,030. Relatively is the key word here as the recent Great Recession put the $40,000 car into the Dreamland category for many motorists.

But those of you with sufficient coin will like this one.

Even as a five-passenger sedan, the IS 350 looks sporty, with a sloped snout and an abruptly chopped back end. It looks like it will scoot at your command.

And it does.

The 3.5-liter V-6 is sport-tuned and delivers 306 horses with a rib-rattling punch. A high-tech six-speed automatic transmission is backed up by an electronic throttle control system to squeeze out just the right amount of oomph when needed.

Powerful yes, brute no. I found the tester – dressed up with more than $5,000 in extras – to be sweetly agile at high speed. The all-wheel drive system is a charmer.

The suspension was stiff enough, yet it had enough give to give me and my passengers only a mild buffeting in slalom maneuvers. Quiet interior as well. Impressive.

Also nice: Fuel mileage is 18 miles per gallon in the city and 25 mpg on the highway. Those are pretty good numbers for a muscular V-6.

This being a Lexus, the list of luxury, convenience and safety features is as lengthy as a federal tax bill. Suffice it to say that virtually every guilty pleasure is attended to, even puddle lamps for people who want to know where to place their feet when getting into or out of the car at night.

Gripes are minor. The backseat is designed for three people, but I’d amend that to say three moderate-size pre-teens. And vision from the cockpit is not great, requiring strategic fiddling with the mirrors and quick head turns in traffic.

Overall, this Lexus is a nice package for those looking to move up from less-affordable midsize sedan fare but stopping short of a Lexus LS sedan that would put a serious dent in your wallet.

The IS 350 is worth the price. I wonder if they have a Lego version of it for me.

Accord's charms outweigh all other arguments

2011-01-13T14:28:00.000-08:00

Sacramento, California – The following is a true story …

I’ve had several friends who spent years telling me the virtues of buying an American car. These aren’t everyday wave-the-flag types, but truly knowledgeable car people who just happen to believe that buying a U.S.-made car is not only patriotic, but something to boost the American economy and workers.

Besides, they reasoned, American quality is underrated, and the quality of foreign cars has been overrated for years.

Then later, I learned that these same “buy-American” folks had purchased a Honda Accord for themselves, their spouses or children.

That can’t be a coincidence. Let me assure you that it isn’t.

Because when real car people start doing their research – especially if they’re helping a loved one buy a practical-size vehicle – they stress safety, reliability, cost and fuel mileage. That usually brings the Accord to the top of the list, and the story is no different for the 2011 model year.

The 2011 Accord SE sedan I recently tested combined smoothness, performance and comfort in an attractive package. And by the way, it was built in Marysville, Ohio.

The tester’s 2.4-liter in-line 4 performed with spirit and didn’t make a lot of noise doing it – not always true of a four-banger. If you want to move up among the 11 trim levels of the latest Accord, you can get the 190 horsepower version of the 2.4-liter, four-cylinder power plant.

The EX Accords can be had with 3.5-liter V-6 with 271 horsepower, but that slops over into the ridiculous territory for an Accord. Might as well go for a sporty Lexus, Acura or Infiniti if you need that much juice in your otherwise practical sedan.

Standard safety, comfort/convenience features on the Accord are plentiful, and you don’t need to cozy up with the owner’s manual for weeks to learn how to use them. Vision from the cockpit is very good. My tester was loaded and had a starter price of just under $24,500, but you can get an entry-level Accord for around $21,000 and change.

Gas mileage on the SE sedan comes in at 23 miles per gallon in the city and 34 mpg on the open road. Those are good numbers, but my Accord was coming in at an average of 2 mpg better than the numbers on the sticker.

Throw in a max five-star government safety rating on rollover protection, and you’ve got a pretty good deal.

The one knock on the Accord from fellow auto reviewers seems to be that it isn’t sexy enough, or hasn’t changed much. Funny, 2011 Accords have new grilles, bumpers, taillights, wheels, trunklids and interior touches. Seems like a pretty liberal “freshening” to me.

As for sexy, there’s plenty of that to be found at other lots.

You want dependable, safe and affordable transportation, the Honda Accord continues to ride at the top of the look list.

2011 Chevy Malibu reviewed in Cruisin' News

2011-01-07T13:25:00.000-08:00

Sacramento, California – My review of the 2011Chevrolet Malibu LTZ appears in the latest edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

Ford Raptor pickup a decidedly mean machine

2011-01-07T13:10:00.000-08:00

This review originally appeared in the December edition of the Northern & Central California Cruisin’ News published out of Folsom, California – mg

Sacramento, California – We’ve closed the books on 2010, but while the memory remains fresh, I must tell you about my time in the 2010 Ford F-150 4X4 SVT Raptor.

This is a pickup truck like no other. Calling it a pickup is like calling a Ferrari Enzo a commuter car.

A pickup on steroids? Nope, that doesn’t even come close to describing this Raptor. It’s a hulking, roaring, off-road ripping piece of serious meanness. I actually would do a background check on anyone purchasing this vehicle, because yeah, this Raptor has all the earmarks of a road-bound weapon.

How to describe it? Well, for starters, it’s huge. The grille is the approximate size of North Dakota, and the “Ford” type spanning the grille looks to be as big as the Ford logo adorning the automaker’s headquarters in Dearborn, Mich.

Funky sculpting on the hood and a paint scheme on the back that appears to have been slapped on by the hands of Paul Bunyan only add to the look of menace. My truck was “Molten Orange” with black highlights at the tail.

And oh, how it lives up to the look!

My tester had the primo 6.2 V-8 with the roar of Thor and 400-plus horses that come out like a buffalo stampede. On the freeway, I saw neighboring drivers literally sit bolt-upright when I put foot to gas pedal. Nobody cuts you off in this monster.

The Raptor made child’s play of freeway traffic, yet the steering and turning radius were light and compact enough for easy roving on the downtown streets. Ford brags that the Raptor is engineered to do 100 miles per hour in most off-road conditions. I will confess here and now that I did NOT test that claim, as I did not want to end up in jail or get launched into a neighboring county before I found the brake. But just from what I experienced, I’d say Ford’s brag was all fact.

I showed this Raptor to folks whom I consider to be serious truck people, and they were just flat dumbstruck. That you’ve-got-to-be-kidding-me look in their eyes was enough to tell me that they had just glimpsed pickup heaven … or a truck that would charge full-blast into hell.

Yet for all its Muscle Beach manner, the tester was most civilized inside. Engine noise was annoying only when the truck was asked to give its all. Seats were wide and comfortable. Controls were easy to use. The ride was actually pretty sweet, no small thing given the fact that the body was riding about a foot above the tires and the easily seen, monster-load shocks. The only vibration at moderate speed came from the heavily grooved off-road tires.

If you’re pondering a Raptor to dress up your driveway or for that off-road safari you’ve been planning, be advised that there are no fuel economy ratings for this behemoth of a truck. Yes, the size/weight ratings exceed the government’s requirement for those listings, but rest assured that this particular Ford truck is sucking gas pretty hard when it’s doing hard duty.

The starting price on the tester was $38,020, but a long list of extras (including heated front seats, adjustable pedals and electronic automatic temperature control) pushed the bottom line to an eyebrow-raising $48,175.

I’m not sure what a customizer would want to do with this Raptor, because every mad auto scientist thing already has been done to it coming off the assembly line. Sure, you could lower the body down close to the tires and put a blinding row of halogen lights on top of the cabin, but then it’s just another monster truck ready for car-crushing shows at a local arena.

As for me, I’ll confess to being pretty well intimidated by this Raptor. Better move on into 2011 before I get hurt.

Outlander gets good grades in most endeavors

2010-12-29T15:48:00.000-08:00

Sacramento, California – Let’s start with the essentials: Happy new year to all you motorheads out there! … So let’s now move on to the 2011 Mitsubishi Outlander 3.0 GT S-AWC.

Yup, that’s a mouthful and a half, but rest assured that this is essentially an up-to-seven-passengers Outlander sport-ute with a good V-6 and an active all-wheel-drive system.

The “S-AWC” stands for Super All-Wheel Control.

Well, that probably sounds good in the marketing meetings, but I felt that the Outlander simply performed as expected with all-wheel drive. Though the vehicle is somewhat big through the shoulders, it was a nimble dancer in most conditions, including city traffic. The vehicle’s AWD works fine, no matter what you call it.

Ditto the 3-liter power plant with 230 horsepower. Accelerations are strong, and climbing power is sufficient. No need to panic merging onto the freeway.

Mileage is just OK at 19 miles per gallon in the city and 25 mpg on the highway.

The 3.0 is absolutely the right choice for the Outlander. Frankly, I can’t imagine feeling secure with the 168-horsepower in-line 4 offered on the Outlander’s cheaper versions. My GT S-AWD tester is the priciest of five Outlander trim levels, starting at $27,795.

The Outlander’s look is pretty straightforward SUV, except on the front end, where you get a gaping shark’s mouth grille similar to what you see on Audi’s road-burners. The Outlander’s front-end sculpture seems successful in convincing poking motorists to get out of the way, at least in my experience.

Standard interior amenities are numerous and easy to use. The interior cabin is comfortable and doesn’t transmit much road noise, and the ride was fairly smooth even on recently potholed streets.

And then there’s the folding rear seat in the back. Fellow auto reviewers have characterized it as too cramped, and they’re right. But that’s only the tip of the iceberg.

I honestly don’t know what Mitsubishi’s engineers were thinking on the rear seat. And shame on the suits who signed off on it. It’s a unwieldy nightmare to fold up and down, and the folding mechanism contains so much hard metal-to-metal contact that the thing rattles in both the up and down positions.

Note to Mitsubishi: Please fix this. It taints an otherwise pleasant ride.

Latest Mazda3 has zoom and cargo room

2010-12-16T15:48:00.000-08:00

This blog will take Christmas week off as the author scrambles from way behind in an attempt to finish up his holiday obligations. Best wishes to everyone this holiday season. Here’s hoping family and friends brighten your days. Before I hit the mall, here’s one more review submitted for your enjoyment. – MG:

Sacramento, California – I have to be careful reviewing the Mazda3.

It’s a long-standing favorite of family and auto-loving friends of mine, and they don’t take kindly to me beating up on their baby.

Like they had to worry. The latest Mazda3 is as attractive and functional as ever..

My tester was the 2011 Mazda3 s Five-Door Sport, a mouthful to be sure and priced at the high end among seven trim levels, starting at $20,485. Mine was dressed up with a few extras – Sirius Satellite Radio, moonroof, in-dash six-compact disc player and Bose audio – to push the bottom line to $23,110. That’s still a pretty fair deal.

The Mazda3 never fails to get praise from most of the young crowd because it has sporty looks and SUV-like convenience to go along with that affordable price.

A giant smile of a grille is accented by a swept-back front end, and the lean, cut-through-the-air look floats back to an elevated decklid overhang at the back end. Dual exhausts at the back enhance the sporty feel.

At first glance, it looks like the car won’t carry all that much, even with the rear seats folded. Turns out that’s an illusion. I loaded all sorts of funky shaped, large cargo in the back of the thing and still had plenty of room for more.

The s versions of the Mazda3 are powered by a 2.5-liter in-line 4 with variable-valve timing and 167 horsepower. This package powers the front-drive vehicle around with more than a little authority. In fact, the car is so nicely balanced and so righteously powered that you feel like you’re in perpetual hustle mode.

I thought this was just me, but a passenger ventured this during my recent test drive: “Is it my imagination, or are we really zipping along in this car?”

Well, yes, we are. But you’re getting that sensation at speeds as low as 40 miles per hour. People driving high-powered luxury cars might sniff at this, saying their car feels like it’s going 40 mph when it’s really sailing along at 70 mph.

Yeah, maybe. But does that do anything to quicken your pulse? I thought not.

And remember, this is a car company that promotes “zoom-zoom.” The Mazda3 has a nice dose of that.

Standard interior goodies and safety features are numerous and darn near luxury level in some cases. Mileage is pretty good at 22 miles per gallon in the city and 29 mpg on the highway.

A minor gripe: I never got a good adjustment on 360-degree vision. I had to routinely move my head around to catch the blind spots, turning it more than 90 degrees to spot a sedan on my left side. That could have something to do with my 6-4 frame, but I was extra-careful with lane changes.

The Mazda3 was reworked for the 2010 model year, so changes for 2011 are relatively few.

Overall, the Mazda3 is a great car for a young couple or young family. It also stacks up as a sound second car to run all those weekend errands.

Check out rip-roaring Raptor in Cruisin' News

2010-12-10T15:14:00.001-08:00

Sacramento, California – My review of the incredible Ford F-150 4X4 SVT Raptor pickup appears in the latest edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

Mustang has a lot of dash for not much cash

2010-12-10T14:54:00.001-08:00

This review originally appeared in the November edition of the Northern & Central California Cruisin’ News published out of Folsom, California – mg

Sacramento, California -- Horsepower doesn’t come cheap, unless you are a Mustang fan.

And if you are, rest assured that you can top 300 ponies and likely keep the bill under $25,000 for 2011, which is not a bad deal in these times.

Case in point is the tested 2011 Ford Mustang V6 Premium Coupe, a nice blend of original Mustang and modern-age engineering. The power plant is a 3.7-liter, 24-valve V-6 with twin independent variable camshaft timing. Ford did some sweet work here, with 305 hard-working horses and 280 foot-pounds or torque, yet you can still get up to 31 miles per gallon on the open road.

The engine is actually pretty tame until you ask it to do some heavy lifting. Then, it responds with a robust growl and push-me-into-the-seat effort. Six speeds flow smoothly through the transmission.

As usual, it looks good. Mine was what I’d call Battleship Gray, but black striping and chrome badging jazzed up the look – unmistakably Mustang at a glance. Inside, retro reigns with a black-and-silver trimmed, three-spoke steering wheel and analog gauges lifted right out of the 1960s. That takes me back.

Steering was exceedingly light, almost too much so, as I nearly rode up a couple of curbs early in the testing. It took me about a day to get used to it, but go easy when you first get this car, lest you leave some body paint on the walls of a tight dealership parking lot.

The list of comfort/convenience features is kind of short, and I have to believe that’s by design. After all, you’re getting a 305-horsepower Mustang for $23,965. That’s probably plenty for true Mustang devotees.

The Mustang carries four passengers, but those two in the back better be small in stature. I’ve always considered the Mustang a two-seater with some afterthoughts in the back. Even so, the cargo area in the back boot is pretty good – 13 cubic feet.

This latest-generation Mustang also provides a lesson in smart retailing. Yes, you can get much-pricier – and more powerful -- versions of the Mustang if you have the loot, but Ford has been wise to keep affordable, horsepower-laden versions of the car readily available for the under-$30,000 crowd. Guess that’s one of the reasons Ford is making money by the truckload of late.

Customizers, do I even have to go there? This Mustang is another blank canvas for creating road-going dreams. Craft away and boost the horsepower output as far as your imagination will take you.

Do icons still exist? Yes, they do. And well within reach of most budgets.

Optimal experience?: Check out this Kia

2010-12-03T13:42:00.000-08:00

Sacramento, California – Somehow, when I wasn’t looking, Kia matched up the DNA of a contemporary Acura TSX and an old-school Pontiac Trans Am, put an affordable price on it and named it the 2011 Optima.

And that’s what you really need to know, for starters, about the redesigned-for-2011 Optima, a racy looking piece of high-performing, luxurious machinery that you or yours would likely love to have this holiday season … or in the early days of 2011.

I was fortunate enough to get the top-end EX version, which had a still-affordable starting price of $22,495. For that price, the sedan was loaded with comfort, convenience and safety features – all piled on top of Kia’s world-class warranties.

For a full five minutes, I just stared at the thing. Talk about an upgrade. The front end looked like it could slice through the air with stealth fighter jet ease. Sleek lines drift all the way to the back end.

Let me get into the driver’s seat and hit the gas … Oh yes, it feels as good as it looks.

The Optima EX snapped my shoulders into the seat on hard acceleration, and it cornered with cheetah-like agility. Uphill runs were a pavement-eating blast. The little 2.4-liter in-line 4 certainly felt stronger than the advertised 200 horses. And the bonus: Very nice fuel mileage ratings of 24 miles per gallon in the city and 34 mpg on the highway.

Riding comfort was, well, optimal. Interior cabin noise was minimal. The whole motoring experience: special.

Is this Optima going to appeal to a younger crowd? Absolutely. In truth, it should take in the 18-to-65 age demographic.

I’ve been saying for years that you can get a loaded Hyundai/Kia product for far less than you would pay for the equivalent hardware produced by another automaker. This new Optima all but screams out my arguments.

Looking to get a quality product for a lot less money this Christmas? Put this Optima on your test-drive list.

Jimmie's NASCAR run never to be repeated

2010-11-22T17:11:00.000-08:00

Sacramento, California – In case you haven’t heard, NASCAR uber champ Jimmie Johnson officially has been transported into the Dynasty category.

About time.

Winning four consecutive Sprint Cup championships was incredible, and yet Johnson was seemingly second-page news even as he was fighting at the top of the standings for a mind-blowing fifth title in a row. Johnson didn’t even have the lead coming into the last race of the seemingly endless 2010 Sprint Cup campaign; he must be slipping, right?

Then, after the checkered flag flew in the late-afternoon Florida sun on Sunday, and it sank in that Johnson had done what many would have called impossible at the dawn of this decade, the dynasty word started creeping into the media language.

And well it should, because let me tell you: This will never happen again. Ever.

As someone who witnessed UCLA win seven consecutive NCAA national championships in men’s basketball from and 10 of 12 from 1964 to 1975, let me assure you from that vantage point alone that what Johnson and his finely tuned team polished off Sunday will not be seen again in our lifetimes … or the lifetimes of our great-grandchildren.

UCLA did its magic during a time when the NCAA tournament was a comparative shadow of what it is now. I don’t think even those fabulous UCLA teams of years past could match their record in today’s coast-to-coast, 64-or-more-teams party. Just too much competition stretching across the land.

And yet Johnson has walked off with five trophies during what is being billed as the most competitive period in top-tier NASCAR racing history.

Can you imagine the coverage for a college football team winning five consecutive national championships in this era? Or a college basketball team? The Los Angeles Lakers will have to win three more NBA titles to stand on the podium with Johnson.

Alas, there seems to be a general belief that, in the end, Johnson is expected to win. I was stunned to tune in for ESPN’s SportsCenter on Sunday night only to see the sports network spending AN HOUR on the aftermath of the Philadelphia Eagles-New York Giants NFL game, to the exclusion of everything else going on in the sports world.

Are you kidding me? Do you think ESPN would have done that if, say, the New York Yankees wrapped up a fifth consecutive Major League Baseball championship?

Of course not. And that sort of bespeaks the Jimmie Johnson Phenomenon in these times: Understated greatness. Maybe the magnitude of Johnson’s accomplishment will sink in even more with the passage of time.

I’m betting that will be the case. Why?

Because we’re never going to see it happen again.

Key to happiness found in Audi's turbo blast

2010-11-19T15:07:00.001-08:00

Sacramento, California – Can a turbo buy happiness?
As far as I’m concerned, yes, I can be bought that cheaply.

Evidence is supplied by my recent week in the 2011 Audi Q5 2.0T quattro Tiptronic – a lot of words to describe a five-passenger luxury sport-utility vehicle.

But with a standard turbo-4 added to the mix for this model year, few words are needed. The tested model sprinted like a scalded cat, much to my delight. Kudos to the Audi engineers, because there is no turbo lag in this power plant, and performance seems to far outdistance the advertised 211 horsepower.

The Q5 has been beating up on some serious competition in acceleration tests, and I didn’t even have the rip-roaring 3.2-liter V-6 version with 270 horses. But keep in mind: that particular Q5 trim level with the big V-6 engine starts at $42,500 (compared with $35,200 for the tester), and gas mileage dips to 18/23 compared with my tester’s 20 miles per gallon in the city and 27 mpg on the open road.

Life is, as they say, a series of tradeoffs.

My Q5 was good company, even beyond the rush of mashing the accelerator. Interior cabin noise was negated admirably, and despite the car’s somewhat broad-shouldered construction, steering it in tight traffic and crowded parking lots was easily done.

Maybe traffic was getting out of my way purposely upon seeing the large, shark-devouring grille on the Q5’s front end. Who am I to argue with a little visual intimidation?

Standard comfort, convenience and safety features were just what you’d expect from the Audi brand. I particularly liked the understated, elegant layout of leather and wood trim amongst the goodies. It might take you some time to master the controls, so figure on diving deeply into the large owner’s manual if you get this Audi.

While I was impressed with the three-zone climate control listing, I’m not sure it really was controlling the climate in three specific segments of the vehicle. Then again, that seems to be asking a lot in a small environment.

This is one time I’d actually recommend the lesser of the two trim levels. In simple terms, if you want the 2011 Q5, get the 2.0T instead of the 3.2. I truly believe the less-expensive model will stack up as the best deal for most buyers … except perhaps for those buyers who want everything. And I can’t argue with the latter.

But for my money – and perhaps yours – the Audi Q5 2.0T delivers inside and out, and especially on the roll.

Nissan four-door delivers maximum enjoyment

2010-11-11T14:46:00.000-08:00

Sacramento, California – The Nissan Maxima has always been one of my favorite passenger cars. Whenever one is available for testing, I snatch it up in a New York minute.

So, naturally, the 2011 Maxima 3.5 SV was a welcome sight in my driveway. Nissan calls it “the four-door sports car,” and its willing 3.5-liter V-6 power plant with 290 horsepower helps the Maxima live up to that billing.

But it’s more than that. The Maxima is pretty much a torquey Infiniti luxury car wearing Nissan badging.

Performance, smoothness, luxury and comfort. What’s not to like?

The latest Maxima has been jazzed up with some sporty touches, but rest assured that the basics that have long made the car so appealing remain locked in place. The book-length list of standard features is still a jaw-dropper.

It will take you five minutes just to read through the safety/security and comfort/convenience features. Superior safety standards include an energy-absorbing steering column, seat-and-roof side-curtain air bags and specially engineered crumple zones.

The top-drawer comfort and convenience features that come at no extra cost include leather seating surfaces (plus a leather-wrapped steering wheel and shift knob), automatic on-off halogen headlights, a power sliding moonroof, a blasting Bose audio system and power everything.

You might think $40,000 would be an appropriate price for all you get, but the starting fare on the tested SV model is only $33,530. Numerous extras pushed the bottom line on the tester to $38,060, still below what you pay for an equivalent car produced by other automakers.

On the roll, the Maxima is a quiet comfort zone, even when the V-6 is asked to deliver the max. And when you do ask for the max, you get it right now. On dicey freeways, the Maxima darts out of harm’s way with just a blip from the right foot. It’s an agile, quick-reacting performer in city traffic. Climbing hills is a snap; brakes grab hard and hold on. A spacious trunk allows you to pack generously.

I had the opportunity to test the standard fog lights, which penetrated the mist admirably, and at just the right angle to make me feel secure.

Some colleagues gripe that the styling is a bit conservative, but that falls short in my book. I like the feel of a sports car, but the Maxima does not need a spoiler/wing glued to the back to make it look like one. I like its elegant, but sleek look just fine, thank you.

And I guess that’s the point. Given everything that I like about Maximas past, the 2011 version stands out to me as the kind of car you feel comfortable taking to the ballpark or the country club.

It plays all roles, and plays them well.

2011 Mustang reviewed in latest Cruisin' News

2010-11-02T13:57:00.000-07:00

Sacramento, California – My review of the 2011 Ford Mustang V6 Premium Coupe appears in the latest edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

ES 350 an 'affordable' ride in the Lexus lineup

2010-11-02T13:40:00.000-07:00

This review originally appeared in the October edition of the Northern & Central California Cruisin' News published out of Folsom, California – mg

Sacramento, California -- Sure, you want the Lexus. Lots of people do.

You want that wood-trimmed steering wheel, the silky smooth ride, high horsepower laid out like hot butter on a steaming roll, all the fancy comfort/convenience features, the treated-like-a-king routine when you take the car in for routine maintenance and those envious stares from your neighbors.

Who wouldn’t want that? But $50,000 is a high price to pay these days.

Unless you get the Lexus ES 350 sedan. You can get a 2010 ES 350 for less than $35,000 – remember, it’s that time of year to haggle big-time on the 2010 models – or get a 2011 model for just a few hundred bucks more if you’re a serious haggler. The 2011 is essentially unchanged from the 2010, except Lexus trimmed out the powertrain on the 2011 sedan to dish up just a few less horses and accept regular-grade gas.

Don’t ask me how. Just know this: Both model year ES 350s put out about 270 horses from a 3.5-liter V-6 that frankly feels more robust than that number would indicate. Handling? Puh-leeze, this is a bank-vault solid Lexus sedan that can be steered with one finger in almost all conditions.

OK, the exterior looks is pretty vanilla, but that understated ES 350 bodywork still oozes class, and once you’re belted into the cockpit seat, you start feeling pretty good about all the standard goodies within your reach. Even better, the center dash is not cluttered with small buttons to control your climate and on-the-roll entertainment. It’s all very easy to use, and again, laid out in a Lexus-level classy manner.

Be advised that you can opt for the Mark Levinson Premium Audio Package with 14 speakers, or the ventilated front seats, or the intuitive parking system that lets you know you’re about to ding that rusting, decades-old Datsun the boyfriend of your neighbor’s daughter parks behind your drive way every night. But those options will quickly send you into the $40,000-and-up range.

And if you’re heading that way, you might as well look at the opulent Lexus LS models.

However, if you want the tried-and-true Lexus luxury/engineering at an affordable price, the ES 350 is the way to go. It gives you pretty much the full Lexus experience, and by the way, it’s a super family travel car with a spacious trunk.

Customizers, if you dig in on this car, you want to make some major changes. Like I said, the ES 350 will not bowl you over with risk-taking styling. Let your creative juices flow when you chop into this baby.

Ford's Fiesta a reason to party at entry level

2010-10-26T16:13:00.001-07:00

Sacramento, California – The Ford Fiesta is more than a party car.

Sure, it’s fun, but this all-new entry for the U.S. auto market in 2011 has serious features for those looking for basic, compact transportation at an affordable price.

The four-door, five-passenger car – it can be had as a sedan or a hatch – has been available overseas for several years, but the U.S. version is tweaked for a red, white and blue audience. For example, you can get the Fiesta with Ford’s voice-activated SYNC communications system.

Just like that, you have a leg up on overseas customers.

But wait, there’s so much more.

My tester was the top-level SES Hatchback – five trim levels are offered, with the entry-level S Sedan coming in at a mere $13,320 – but even my top-of-the-line Fiesta had a manufacturer’s suggested retail price of only $17,120. Some extras, including a PowerShift six-speed automatic transmission for $1,070, brought the bottom line on the tester up to $20,555.

Many interior features were not what I’m used to seeing on a discount compact. They included power/heated exterior mirrors, a leather-wrapped steering wheel and push-button start system.

Comfortable front seats pushed back for adults leave little room for rear passengers, but a few adjustments from the folks up front produce a surprising amount of space for those backseat riders.

Oh, it looks good, too. Sleek, eye-catching styling was enhanced on the tester by a rear spoiler and five-petal, flower-style wheel covers.

The 1.6-liter in-line 4 engine with 120 horsepower screams a high note when you ask it to deliver from a standing or slow start, and it takes a while for it to get up to speed. No surprise there. On the roll, however, the engine performs well beyond the four-cylinder/120 ponies numbers. The Fiesta cruises rather quietly and quite smoothly at 70 miles per hour on the freeway. Climbing the steepest hills will bring more loud cries from the engine, but the power plant does get the job done when asked.

Fuel mileage numbers are outstanding, at 29 miles per gallon in the city and 38 mpg on the highway. Given the car’s utility, looks and standard features, the superior gas-saving figures only add to Fiesta’s appeal.

I tried this car out on several car people I trust, and the verdict was the same: A very nice compact, and a strong all-new-car effort by Ford.

Alas, I have a couple of complaints.

I found the distance between gas pedal and accelerator to be a touch short, meaning I would sometimes hook the left-front edge of my right shoe on the brake as I was moving it to the accelerator. I had to make a conscious effort to slip my right foot all the way to the right footwell wall to make sure I was only getting gas. The fact that I wear a size 11 shoe might have something to do with that, but I haven’t experienced the problem in other cars.

Also, the PowerShift six-speed automatic gearbox sometimes struggled adjusting from hard acceleration to braking speed. These moments were very brief, but jarring nevertheless.

Overall, however, I’m most pleased with this new Fiesta, and I think it would make a good choice for young drivers and just-getting-started families. Out of five stars, I’d give it 3.5.

Newest Toyota Avalon has Lexus-level appeal

2010-10-14T13:31:00.000-07:00

Sacramento, California – What’s the next-best thing to driving a quality Lexus sedan?

Try the Toyota Avalon Limited, a Lexus in virtually every way but its name. Remove the Toyota badging from the four-door Avalon, and you’d likely guess it was a Lexus, no matter if you were outside the car or sitting in the cockpit.

And here’s the bonus: the Avalon has been redesigned for 2011 and looks sharper and sleeker than ever. My week in the top-tier Avalon Limited was enjoyable on all levels – stylish, smooth transportation, prompting me to smile as I sat in the lap of luxury.

Be advised that getting an Avalon Limited means paying a price in Lexus territory – a base of $35,485. And with the options on my tester, including a navigation system and a rip-roaring audio system, the bottom line read a Lexus-like $38,188.

Even so, this package is worth the price.

A 3.5-liter V-6 engine puts out 268 horsepower, which is not enough to blow away sporty challengers on the roadways but plenty good enough to handle what every safe and sane driver regularly encounters. Even at full song, engine noise barely penetrates the interior cabin. Ditto exterior noise surrounding the car. Avalon driver and passengers can converse easily or enjoy the tunes of their choice without distractions.

The list of standard comfort/convenience features on the tester was impressively lengthy, including luxury touches like wood trim, leather surfaces, a rearview camera, a power moonroof with sliding sunshade and an eight-way power driver’s seat.

For some reason, I continue to struggle with Toyota’s audio/nav screen. I can’t seem to get the hang of locking in map and audio readouts. I’m probably just dashboard-challenged or owner’s manual ignorant, as I’m sure a typical 2011 Avalon buyer is going to figure these things out on the first day of ownership.

Everything else around the cockpit was ideal. Controls were in easy reach and easy to read. Passengers were impressed with the backseat quarters as well -- comfortable and climate-controlled to perfection, according to their testimony.

Heading farther back, the trunk is spacious and pops up on command.

Verdict: Avalon is better for 2011. Elegant, comfortable and easy on the eyes … just like its Lexus sedan siblings.

Lexus ES 350 Sedan reviewed in Cruisin' News

2010-10-07T14:05:00.000-07:00

Sacramento, California – My review of the 2010 Lexus ES 350 Sedan appears in the latest edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews, along with my "Oil Drips" observations on anything with wheels, appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

ZDX is a streamlined zinger from Acura

2010-10-07T13:39:00.000-07:00

This review originally appeared in the September edition of the Northern & Central California Cruisin' News published out of Folsom, California – mg

Sacramento, California -- Automakers love to keep us guessing. The new-for-2010 Acura ZDX is one such case study.

Acura bills it as a four-door sports coupe, which of course if problematic right from the get-go. A coupe with four doors? Really?

Others call it a sport-utility vehicle, although decidedly in the smallish-crossover class. I had friends refer to my tester – priced at about $50,000 on the nose with a “technology package” – as “the bullet.” And that’s actually a pretty good description.

With a sharply raked grille and aerodynamic styling that includes inward-tapered bodywork along the sides, the ZDX is a sporty something, more five-door hatch than DNA in my view. It’s not real big, but it looks good.

Styling specials on this Acura include rear doors hinged near the back ends of the two front doors. This might fool the kids for a few minutes, before they figure out that the back door handles are perched high on the back end of the rear doors.

The tester wore attractive, sparkle-in-the-sun paint that I would have called root beer. Inside, the leather surfaces had a brown-and-orange look that was definitely not my cup of tea. Please note that you have to be careful getting out of the thing, as the ZDX step-down height is a few inches higher than what you might be used to.

A panoramic glass roof lets the sun shine in -- a nice touch, accentuated by dual automatic sunshades -- and the interior controls are laid out wisely. They’re easy to see and use. The ZDX is billed as a luxury liner, and I think that works. Acura fans who expect a touch of class get just that, plus nearly 56 cubic feet of cargo-carrying capacity once all the seats are folded.

On the move, the ZDX is appropriately stout, as it should be with a 3.7-liter V-6, all-aluminum engine with 300 horsepower and a max torque rating of 270 foot-pounds. Power is firm but not delivered with an instant blast. The all-wheel drive system is exceptionally agile, and the vehicle is small enough to feel comfortable even during gridlocked rush hours.

Don’t count on saving much at the fuel pump with fuel mileage ratings of 16 miles per gallon in the city and 23 mpg on the highway.

You can feel good about a massive list of safety, comfort, convenience and technical perks that come standard with the ZDX. The diverse list appears to be an effort to please all consumer segments – from safety-first buyers to technology freaks.

Customizers could definitely have a party with the ZDX, especially digging in on the wide-shouldered body work on the top third of the vehicle. The ZDX could be made to look like the hot-rod crossover of your dreams.

Acura has been looking for a halo car or one that is destined to become the face of the brand. I’m not sure the ZDX is that vehicle, but it is a nice luxo-sporty package that Acura followers should find pleasing.

Penske faces cold winter after IndyCar setbacks

2010-10-04T16:13:00.000-07:00

Sacramento, California – Now that Dario Franchitti has wrapped up yet another IndyCar Series championship, the question arises: What has happened to the cold-blooded efficiency of Roger Penske’s operation?

No question that Franchitti put up a strong 2010, including a dominating performance to win the Indy 500 in May.

But consider this: Penske driver Ryan Briscoe virtually threw away the IndyCar title in 2009 by crashing out of the pits in Motegi, Japan; this year, Will Power’s pit crew cost the Penske driver the championship with an are-you-kidding-me underfill of the fuel tank late in the Chicagoland Speedway event. That came after rival team owner Chip Ganassi totally snookered the Penske forces with a quick-pit for Franchitti, handing him the win at Chicagoland.

Two almost-certain Penske championships blown. Franchitti, who had his own hard-luck tales early in his Indy racing career, picks up two titles.

It has to be hard for Penske -- an off-the-charts organizer and competitor -- to swallow. This year’s failure to keep Power at the top also added to a once-in-a-lifetime year for Ganassi. If you’re keeping count: Ganassi’s racing operations have claimed the Daytona 500, the Indianapolis 500, the Brickyard 400 and the IndyCar Series title … in ONE year.

Amazing. That might never be duplicated.

And what does the winter bring?

Just knowing Penske and the competitive fires that burn inside him, you can just bet that the cold nights will be filled with planning, scheming and doing just about everything possible to return his racing team to IndyCar glory. Penske has been down before, but he typically comes back strong after a very hard hit.

What to expect next year?: For starters, Penske driver Helio Castroneves could become the first driver in Indy 500 history to take the pole position for three consecutive years. And he could join A.J. Foyt, Al Unser and Rick Mears in the exclusive Four Indianapolis 500 Wins Club. Beyond that, look for Penske to do a full-court press to get one of his drivers to the top of the IndyCar Series standings at the end of 2011.

But it won’t be easy. Ganassi is on a roll of Penske-like dominance. His IndyCar teams are well-oiled and stocked with top driving talent. The 2011 season can’t get here soon enough.

Think GM is dead? Not on your life

2010-09-30T15:14:00.001-07:00

Sacramento, California – The auto business is more cyclical than American politics, which is to say the pendulum tends to swing wildly every few years, and people have short memories when it comes to past history.

Right now, the prevailing logic says Ford can do no wrong, and General Motors is a mess.

Those assessments have the accuracy of a political TV ad, which is to say the truth has been stretched and mangled.

To be sure, Ford has done an incredible job lifting itself up over the past couple of years. Ford chief Alan Mulally and his team deserve high praise for the current Ford lineup of motor vehicles and the billions of dollars that have been pouring into the automaker’s coffers.

GM? Well, there’s that whole government bailout public relations disaster, criticism from seemingly all corners about its once-bloated lineup of oversized vehicles and the general smug satisfaction of folks who like to kick the nation’s top automaker when it’s down.

Yet on a global scale, GM might be the most well-positioned automaker doing business on American soil.

Case in point: China. In the first half of this year, GM reported U.S. unit sales of some 1.07 million vehicles. However, a relative few know that GM sold about 1.2 million units in China over the same period. In truth, the Chinese – resting atop an economy only recently asserting itself as a mega-power – seem to love GM products.

GM sales growth in the populous nation is projected to continue on an upward path well into this decade.

So, if you consider automobile sales amid a world market – and most of the folks who produce vehicles these days think precisely that way – General Motors has a serious foothold compared with Ford, Chrysler and others.

How did this happen? In the years before the recession, GM did the heavy lifting in China, meeting with government officials and business leaders, and generally absorbing the culture from top to bottom. It was forming relationships with key Chinese manufacturing operations, all the while living within the rules the Chinese established for doing business in their country.

Ironically, one of the chief architects of GM’s plan was former chairman and CEO Rick Wagoner, essentially forced out of those posts by the White House in March 2009. Wouldn’t it be ironic if GM’s re-emergence as a global superpower is ultimately credited to Wagoner, who couldn’t muster respect from high places in Washington?

Yes, it could happen. And probably will.

On top of that, GM is making strides with its increasingly attractive vehicle lineup, and it stands to overcome those government bailout blues if its plug-in Chevrolet Volt becomes a hit in the United States.

Think GM is dead? Not on your life.

Lexus GX 460 SUV has high price, quality

2010-09-24T15:55:00.000-07:00

Sacramento, California – If you’ve been longing for the top-tier sport-utility vehicle experience, rest assured that it’s still out there, even amid this wobbly economy.

I give you the 2010 Lexus GX 460 Premium, a seven-passenger sport-ute loaded with luxury and divine excess. I considered myself lucky to have a week in this redesigned-for-2010 SUV, because, alas, my budget does not allow for purchase of this vehicle for full-time enjoyment.

I’m guessing that most budgets are in similar shape, but for those fortunate enough to afford the fare, this is a luxo liner extraordinaire.

The starting price on the tester was a hefty $56,765, but a special navigation/Mark Levinson audio package helped push the bottom line to $62,714. This more than filled the requirements for the luxury SUV niche, and the list of to-lust-for features was so long that I needed to take a cold shower halfway through reading it.

All-star perks included full-time 4WD (as if someone would take this beauty into the rough off-road and put a scratch on it), four-wheel ventilated disc brakes, 10-way power/heated/ventilated front seats, Auburn Bubinga wood trim, rearview camera, downhill-assist control, headlamp cleaners, running boards with courtesy lights, leather trim all around, heated middle-row seats, adaptive variable suspension and enough cupholders and air bags for two vehicles.

And believe me when I tell you that’s the short list.

How does it look? Not super sporty but righteously elegant. Riding on 18-inch, six-spoke alloy wheels certainly adds some zip. Mine was wearing “Claret Mica” paint that I might have called “Root Beer,” remembering the candy barrels of my youth.

Performance from the 4.6-liter, 32-valuve V-8 with 301 horsepower was top-notch. The tester out-accelerated just about anything at an intersection and toyed with most freeway demands. Power is not pin-me-down robust but smooth and steady. Yet the interior cabin is so bank-vault solid that very little engine noise reaches the ears, even during hard accelerations.

I didn’t have much problem with the GX 460’s center stack of controls, although some folks might be intimidated by the “War and Peace”-length owner’s manual.

Great feature: The right side-hinged, swing-open back door, braced at the bottom. It offers a huge hole for loading cargo of all sizes.

I had just a couple gripes. The on/off knob on the sound system is large and mounted on the extreme left of the center stack, protruding just slightly into the driver’s footwell area. A couple times, my right knee bumped the knob and triggered the radio, giving me a momentary jolt. Part of the problem might be size, and by that I mean my size. I’m 6-4, so my knees tend to rest high in the cockpit, within reach of the on/off knob.

Another minor gripe: The foot brake, when pressed to the floor, is so far under the dash that I had to go searching for it with my left foot, sometimes taking three tries to disengage it.

All in all, however, this Lexus wears the luxury label well. For those aiming for the SUV heights, the GX 460 is situated at a pleasingly high elevation.

And please note, the 2011 GX 460 is showing up looking like its 2010 predecessor, but with some braking/technology enhancements added for the new model year.

2011 Sienna stays at top of minivan market

2010-09-17T13:45:00.001-07:00

Sacramento, California – Let me start by saying that, 20 years ago, I would have crawled on my hands and knees on broken glass to possess a minivan like anything out there on the market today.

I would have loved the vehicle’s easy road manners on family driving vacations. I would have been overjoyed at the cargo-carrying capacity as we made our way with 15 suitcases, 3,000 toys and 16 coolers to our next destination. Trips to the grocery store would have been a breeze, too.

And in-vehicle entertainment? Oh my goodness, what a blessing that would have been. Just think how many fewer times I would have had to answer the question: Are we there yet?

Alas, this baby boomer is nearing the empty-nester era, and my prime minivan years have past. And let’s face it, minivans don’t get much respect on the roadways these days.

Fellow drivers will cut off a minivan in traffic in a New York-minute. Tailgaters seem to prefer that you drive in the ditch. Sports cars blast around vans for sport.

And yet, the minivan still has a place in the hearts of urban and suburban families. So if you’re in that crowd and seriously looking for new wheels, check out the 2011 Toyota Sienna. It has been redesigned – think third generation – and you’d be hard-pressed to find anything better in the current minivan market.

Yes, that includes the still-worthy minivans produced by Chrysler and Honda.

How good is the 2011 Sienna? Let’s count the ways.

There are TWELVE ways to have it. Mine was the slightly higher-end XLE 3.5L with a starting price of $34,515. Seven passengers, all-wheel drive and a 3.5-liter, 266-horsepower V-6. About that last part: The Sienna really scoots along with that power plant.

Naturally, you don’t get the feeling of the wind in your face and a Corvette-like growl, but my Sienna more than held its own in fast-moving freeway traffic. It climbed hills and took corners with sedan-like agility as well.

Inside, you have a veritable home living room. The large, comfortable chairs can be moved and switched around to the point that you could have a new arrangement every day for a month. Double-digit cupholders and rear-seat climate control only add to the rolling home feeling. If the kids can’t enjoy these quarters, send ’em back to camp.

Gas mileage is ugh-ly … a mere 16 miles per gallon in the city and 22 mpg on the open road. Well, you have to pay some kind of price for the Sienna’s scoot, right?

For some reason – and my own incompetence is high on the possibilities list – I struggled mightily with the center dash-mounted navigation system and audio-readout screen. I couldn’t seem to get a single requested command to stay on screen, and sometimes I became stuck altogether. It makes little sense, because I recently had no problem with a very similar arrangement in a Lexus.

For folks who have the 2011 Sienna for more than a week and master the controls, I’m guessing this will not be a problem.

As for me, I felt a twinge of emotional pain knowing that my time with the Sienna was short. Hmm, wonder if the grandkids are up for a road trip?

Acura ZDX reviewed in latest Cruisin' News

2010-09-08T13:22:00.000-07:00

Sacramento, California – My review of the new-for-2010 Acura ZDX appears in the latest edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.

Altima stacks up as a sound, sporty ride

2010-09-08T12:57:00.001-07:00

This review originally appeared in the August edition of the Northern & Central California Cruisin' News published out of Folsom, California – mg

Sacramento, California -- I was supposed to get a four-door Porsche Panamera, but I ended up with a Nissan Altima coupe.

That’s the car-testing biz. Something happened to the Panamera at the 11th hour. Who knows what? Maybe a lead-footed test driver crashed it into San Francisco Bay. Maybe it was abducted by aliens. Doesn’t matter. I’ll review it another day.

Given the possibilities, the 2010 Nissan Altima Coupe 2.5 S as a stand-in wasn’t a bad deal. It’s sporty to be sure.

The raked back end on the tester gave it some of that Nissan Z-car pop, and in profile, the two-door Altima looked ready for high-speed duty.

Alas, the tester had the 2.5-liter in-line 4 rated at 175 horsepower. I would have much preferred the 3.5 V-6 with 270 ponies. The latter power plant is capable of cashing the check written by the Altima’s sleek bodywork.

Still, the Altima was a most-agile performer in most conditions. It was very capable in city traffic, zipping in and out of tight spots with ease. Steering was light, but firm enough for confident control. Hitting the gas going into the corners created the appropriate gusto for shaking a tailgating motorist.

The continuously variable transmission lagged somewhat on hard acceleration into tight freeway spots. It was just a touch of lag, but enough to make you want to give plenty of room to traffic approaching swiftly from the rear.

There was a surprising level of comfort to be had in the front bucket seats. The rear seats, however, are best occupied by folks with flexible bodies. Just getting in behind those front seats is a challenge if you have anything resembling adult size.

The list of standard features was pleasantly lengthy, especially for a model with an affordable $22,940 MSRP. Nice no-extra-cost features included projector-beam headlights, UV-blocking solar glass, lots of interior storage containers for a coupe and 17-inch alloy wheels. Gas mileage is fairly impressive at 23 miles per gallon in the city and 32 mpg on the highway.

Minor gripe: The information display on the radio readout – particularly in satellite radio mode, where you actually want to know the name of the song and the artist – was way too small to see. In traffic, it’s never a good idea to lean over to center dash to see if Shocking Blue did that catchy tune in the 1960s. You’ll rear-end another car for sure doing that.

Customizers have a blank canvas with this car. Lots of possibilities on the front and back end. Me, I’d carve more room into the rear seats, but that’s a selfish fantasy.
Overall, this Altima stands for good looks and good fun. Certainly no Porsche. But then, you can say that about most cars.

Nissan's Cube makes it hip to be square

2010-09-03T14:54:00.000-07:00

Sacramento, California – When Huey Lewis and the News recorded “Hip to Be Square” back in 1986, they must have been foreshadowing the Nissan cube.

Or at least Nissan would like to have you believe that, using Huey’s very own language in their promotional materials.

It makes sense, of course. Every now and then, an automaker comes out with a vehicle so over-the-top in design -- and promotes its utility -- that its funky looks are touted as a positive fashion statement.

This worked for the Honda Element. This worked for the Scion xB. It did not work out so well for the 2001 Pontiac Aztek, a midsize crossover that was laughed out of existence a mere four years after its introduction.

Let me confess right now that I test drove one of the first Azteks and liked it. I thought it was functional and funky, just as it was marketed to be.

But here’s where the line gets real thin. It seems like auto-reviewing colleagues and even a fair segment of motorists wait for awhile and hold their fingers up in the air to see which way the wind is blowing whenever one of these different-looking vehicles is introduced. If the wind is blowing favorably, everybody jumps on board. If not, everyone throws rocks at it.

Happily for Nissan, the cube has gained acceptance. And yes, cube is not capitalized by Nissan, apparently adding to its fashion-setting, mysterious qualities.

My tester was the 2010 1.8 S Krom, the most expensive of four trim levels starting at $20,120. You can get a base model for around 14-grand.

Right away, I thought the Krom was a little pricey, until I started adding up the standard features. Safety and comfort/convenient perks are plentiful, and the interior cabin seems positively cavernous. Five passengers going into the four doors have ample room to spread out.

Likewise, the single-hinged door in the back is a hoot, and it yawns open wide enough to take in bulky packages. Nice.

The 1.8-liter, four-cylinder engine will not blow your socks off with 122 horses, but it actually performed a little better than I expected in dicey freeway traffic. The advertised fuel mileage ratings of 27 miles per gallon in town and 31 mpg on the highway fell slightly short of what I was getting.

The Krom is stylish for what the cube is, but I struggled to compare it with something. Turns out that a fellow auto reviewer hit on it for me. My cube wore an all-white paint job, making it look very much like a washing machine. Now, don’t groan. Owners of the popular Scion xB have long called it a rolling toaster, their chests swelling with pride.

Still, the cube’s boxy design has some drawbacks – not cutting through the air smoothly being one of them. Exterior wind blasting into the windshield is easily heard in the cockpit when traveling at high speed. That’s the trade-off when you tout funky, functional and fun in your product.

There are some things about the cube I never figured out. Tops on the list is the “shag dash topper” – essentially a circular, dinner plate-size piece of black-and-gray shag carpeting centered atop the dashboard. Don’t ask me; I haven’t a clue.

The cube package does draw attention. Parking the cube in a grocery store lot makes you as popular as Sarah Palin at a Tea Party rally. Everybody wants a look. Folks want to know about the shag carpet, which is my cue to run inside and check the vegetable aisle.

Hats off to Nissan for having some fun. Maybe this cube is your cup of tea. It certainly grew on me over time, and I’m not exactly what you’d call the hip type.

Master blaster: Jag coupe lights up the road

2010-08-26T14:41:00.001-07:00

Sacramento, California – Sliding down into the cockpit of the low-slung 2011 Jaguar XKR Coupe was no picnic for my 6-foot-4 frame.

But once I was in, I knew I had arrived in the seat of power.

That would be 510 blissful, growling horses put out by 5-liter supercharged V-8. Starting the Jag woke up the neighbors four doors down, but I cooled it on the way out of our zoned-for-residential area. Good thing.

Jaguar advertises a time of 4.6 seconds to make the zero-to-60 miles per hour trip.

And that might be a conservative boast based on what I was experiencing behind the wheel. Mashing the accelerator brought instant G-force body load and the kind of oomph one associates with a purpose-built racer.

Auto reviewers like to say a sporty car has pop, zip or gusto. Those words don’t really cut with this Jag.

The XKR Coupe has rip, and lots of it.

Not only is performance extreme, the XKR is tuned to take steep hill climbs like a bighorn sheep, and it sticks on hard corners like a monorail from hell.

A turn-on? Oh my, yes!

And it looks the part: a classic low-riding bullet with hood sculpting that looks sporty and touts the supercharger under the skin. Interior comfort was surprisingly nice. The suspension was sporty stiff but not to the point where every road imperfection was sent up my spine. That’s not easy to engineer, so kudos to the Jag boys for that one.

Interior luxury was entirely appropriate for a car in the $100,000 ballpark, and the controls were easy to reach and use. The spin knob gear shifter is a little strange, but you get used to it.

Front seats were comfortable, and the back seats were, well, there. Frankly, I did not care even a little bit about the prospective comfort of back seat passengers, because I was having too good a time driving the car.

Want comfort? Get your own ride.

Some XKR critics are knocking Jaguar for not changing the vehicle’s look, and this is a mystery to me. These are the same folks who whine when Chevy tweaks the Corvette even a little bit every few years. Go figure.

This XKR is all Jag. Leave it alone.

My recent streak of odd experiences with Sirius Satellite Radio continued in the XKR Coupe and amounted to the only negative experience in the car. Something happened that I’ve never experienced behind the wheel: The radio subscription ran out WHILE A TUNE WAS PLAYING ON THE RADIO!

That’s it pal. You want more? Pay up.

Damndest thing I’ve ever seen.

Luckily, the XKR’s race-worthy performance was providing me with all the entertainment I needed.

Will Power lives up to name on, off track

2010-08-22T18:07:00.001-07:00

Sonoma, California – They don’t call him Will Power for nothing.

The affable Aussie who has dominated the road courses of the IZOD IndyCar Racing Series this year put on another dominating performance here Sunday, holding off Scott Dixon to win the Indy Grand Prix of Sonoma.

While the final margin was close, Power was seemingly in control all day, with only random caution periods allowing Dixon to close up and make it interesting. Rarely, however, did Power look seriously threatened. He emerged from his car looking as fresh as a daisy.

Last year, he was watching this race from a remote location, his broken back braced following a horrific, huge-impact crash at Infineon Raceway. Power said that in the moments after that crash, he felt so much pain that he thought his career was over … and maybe that was a good thing given the amount of suffering he was experiencing from fractures in his backbone.

Here’s where the willpower part kicks in. When good race drivers are seriously hurt and return to the cockpit months later, there’s this general assumption that they just healed up in the time they were gone … while we went on living our normal work-a-day lives.

Of course, what Power did in those late summer, fall and winter months to prepare himself to get back into a race car last spring was incredibly painful, requiring enormous endurance and, yes, will. Months of painful therapy were required to not only get him back on his feet, but steel his body to the level of physical fitness required to pilot an Indy car – particularly on a road course, where bumps are felt up the spinal cord and arms are working furiously to keep the bronc-bucking car between the lines.

Among us mere mortals, just the idea of getting back into a car that inflicted the kind of pain Power had to endure would be a major accomplishment.

So what does Power do?

He not only gets back into his Penske team ride, he blows away the competition on the road and street courses. He was at the top of his game here today. Now, he’s four decent oval track finishes away from perhaps winning the 2010 IZOD IndyCar Series championship.

What’s in a name? Will Power says it all.

Speed remains soul of IndyCar Series racing

2010-08-21T12:13:00.000-07:00

Sonoma, California – Lots of talk here this weekend about the future of the IndyCar Series.

Sunday’s Indy Grand Prix of Sonoma at Infineon Raceway seems almost secondary to discussions about boosting the fortunes of the high-speed IZOD IndyCar series, which is still suffering from a split into two open-wheel series prior to the 1996 Indy 500.

The two series reunited back into one a couple years back, but TV viewership is somewhat embarrassing, and there are too many empty seats at the IndyCar venues – more empty seats than one can simply explain away by pointing to the economy.

So, where did things wrong?

Sure, the IRL-CART split of the 1990s was horribly timed, dishing out sustained damage. But I think it goes beyond that.

Somewhere along the line, I think IndyCar lost its edgy advantage, and a big part of that was wrapped up in speed. The Indianapolis 500 was a focal point of the speed frontier, an annual gathering of drivers and cars pushing the envelope and hurdling over speed barriers previously unreached.

That went away in the split, with the Indy Racing League opting to walk away from turbocharged engines after 1996. So, right at the very moment the two major open-wheel series were parting ways, the series that hosted the Indianapolis 500 also went away from the blazing speeds that saw 236 mph laps at the Indianapolis Motor Speedway in 1996.

Safety, right? Of course, that’s a no-brainer. Keeping speeds down allows safety technology to further develop, and what engineers have done to make IndyCar car-bullets safer is nothing short of extraordinary. But again, at what cost?

When casual friends used to ask me about the difference between Indy car races and NASCAR stock cars events, I would tell them that going to a NASCAR race was like going to the annual air races in Reno – close and exciting – and watching an Indy car race was like watching the U.S. Navy’s Blue Angels flight team – simultaneously breathtaking and terrifying.

I’m not endorsing danger, but I am pointing out that this mix of blinding speed and close racing with open wheels provided an adrenaline rush to millions of Indy car fans for decades. The rush is still felt at oval tracks, but let’s face it, the edge is not quite as ragged as it used to be.

The soul of the sport has always been speed and its untouched frontiers; I’m not sure fans are feeling that now.

New IndyCar CEO Randy Bernard, who worked wonders promoting Profession Bull Riders Inc. into something resembling mainstream sports status, seems to get it. The 2012-approved Indy engines will have turbocharged power, and the promised chassis designs should add some flair to the racing package. Bernard also wants to have the IndyCar Series champion rewarded with huge money, and he wants to better-market drivers. All good.

While I like the job the Versus network does with IndyCar events, I don’t see that niche channel pushing IndyCar’s profile higher. I kind of long for the old days of an ABC/ESPN partnership of IndyCar telecasts.

So, as IndyCar moves forward into the future, I wish the series a speedy return to its glorious past. Speeding things up might be a way to do that.

Say it along with me: Kizashi is a good thing

2010-08-19T13:15:00.000-07:00

Sacramento, California – Your biggest problem with the new-for-2010 Suzuki Kizashi sedan might be pronouncing it.

For the record, it’s pronounced Kee-Zah-Shee.

Saying Suzuki Kizashi three times fast was too much for my tongue. Driving it, however, was a surprising pleasure.

My tester was the fairly basic SE, starting at a mere $21,499. The Kizashi can be had in any one of eight trim levels, priced as high as $26,749 for an SLS with all-wheel drive.

All models come with a 2.4-liter, 16-valve in-line 4 rated at 180 horsepower. Frankly, the Kizashi felt much more powerful than that, zipping forward aggressively from standing starts downtown and breezing down freeway on-ramps with impressive, robust energy.

And yet, gas mileage was excellent, about 2 miles per gallon better for both advertised numbers – 23 mpg in the city and 30 mpg on the highway.

So, right away, I’m impressed. But wait, there’s more.

This car is definitely not your grandfather’s – or your father’s – Suzuki. This is a full-out midsize sedan with real room for five adults. It looks like a mainstream midsize cruiser and feels like it in every way. Styling is not over the top, but it’s what I’d call stately-attractive.

Suzuki calls the Kizashi its new flagship vehicle, and that’s entirely appropriate. This is an attention-grabbing vehicle that stands up well against domestic and foreign competition. Additional bonus: a sweet 100,000-mile, seven-year powertrain limited warranty.

Obviously, Suzuki believes in its own engineering. That’s good to know.

Me, I like creature comforts, and they were plentiful in the affordable test ride. Standard fare included dual-zone climate control, rear-passenger air vents, steering wheel-mounted audio controls, a 10-way power driver’s seat and leather touches sprinkled about, including on the steering wheel.

A long list of safety features, including air bags galore, added to the package.

I swear I kept looking for something to not like about this car, but I came up snake eyes every time. It’s not a Corvette … OK, there’s one. Otherwise, go test drive this car that you may not even have heard about among the blizzard of midsize offerings.

I’m told that the Japanese word Kizashi means that something great is coming. Well, great is a serious word. My experience was certainly very good, no matter how you say it.

Mazda6 earns its spot at head of the class

2010-08-13T10:52:00.001-07:00

Sacramento, California – Driving 101 is easily understood behind the wheel of a 2010 Mazda6 sedan.

Driving 101 enrollment is dominated by newly licensed drivers, first-time new car buyers, young couples and young families. In all cases, you’d be hard-pressed to do better than the Mazda6 -- affordable, practical, right-sized, easy to drive and capable of carrying reasonable supplies of passengers and cargo.

Perfect midsize sedan? Malibu, Camry and Accord devotees will argue the point, but the Mazda6 is certainly in the discussion, with seven trim levels and starting as low as $18,600.

My tester was the 2010 Mazda6 i Grand Touring model with a willing 2.5-liter, 16-valve, variable-valve timing in-line 4. Horsepower is 170; max torque is 167 foot-pounds. The Mazda6 performed well with these middle-of-the-road numbers, enhanced by a quiet cabin that didn’t let much of the exterior noise reach the ears. Steering was effortless and quickly responsive.

Gas mileage is a so-so 21 miles per gallon in the city and 30 mpg on the open road, but those ratings won’t crush your pocketbook.

For a car starting at $26,000, the tester was loaded up with numerous luxury-level features, including a blasting Bose 10-speaker sound system. Mazda seems to have figured out that the Mazda6 is desired up and down the demographic range, from budget-watching retirees to youngsters settling into family life. Consequently, there’s an eclectic mix of comfort/convenience features on board.

My tester came with some $4,000 in extras, including a technology package (auto on/off xenon headlights, driver’s seat memory, Sirius Satellite Radio and more), but I would have been content with the basic standard package.

Regrets? I have a few, but one in particular.

The Mazda6 can be had with a blind-spot monitoring system, and I generally love this helpful feature. If you’re paranoid about blind spots on either side of your vehicle when you’re driving in heavy traffic – and I am among that group – you’re thankful for those little warning lights in the exterior mirrors. They illuminate when cars are in the blind spots, saving you a crash and all that goes with that.

The Mazda6 has this, plus three little beeps that sound off when the system senses you’re about to make an idiot move. Problem is, the system is flawed due to its super-sensitivity.

For example, it would beep when I hit the turn signal while blowing past a car traveling 30 miles per hour slower than myself on the freeway. The beep would be sounding when I was a good seven car lengths clear of trouble.

Likewise, it would beep when I was in the extreme left lane of the freeway, but adjacent to a five-foot wall on the driver’s side. It was beeping to warn me about a wall that was going nowhere. It did the same when I hit the left-turn signal to turn into an above-ground parking garage at my workplace. Why? It was warning me about the parked cars on the left side of the street before I reached the parking garage entrance.

Thankfully, the thing can be disabled. You folks who like to hear all warnings – for trouble real or imagined – might want to keep it on. I must confess that I grew weary of hearing false beeps.

Other than that, the Mazda6 gets a solid A-minus in my test-driving school.

Nissan Altima Coupe reviewed in Cruisin' News

2010-08-06T18:06:00.000-07:00

Sacramento, California – My review of the 2010 Nissan Altima Coupe 2.5 S appears in the latest edition of the Northern & Central California Cruisin’ News, published out of Folsom, California, by John Sweeney and Evonne Sotelo.

The “Hot Laps” reviews appear monthly in the publication.

To subscribe to the Cruisin’ News, visit http://www.cruisinnews.com/, call (916) 933-0949 or send an e-mail request to cruisinnews@mac.com. Mailed requests for information should be sent to Cruisin’ News, P.O. Box 1096, Folsom, CA 95763-1096.