2012 Volkswagen Beetle Turbo: Review notes: A potent and manly bug

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The four-cylinder engine in the 2012 Volkswagen Beetle Turbo pumps out 200 hp.

EXECUTIVE EDITOR BOB GRITZINGER: To my eye, this slammed "new new" Beetle Turbo is the car Volkswagen should have created back when the company introduced the New Beetle. The lowered roofline and the creased sheetmetal make for a much sportier and sleeker appearance compared with the pudgy porker that preceded it. This thing looks manly and mean versus its cute and cuddly predecessor. And even with the lower roof, interior headroom doesn't seem to suffer--likely because of the fact that you could've flown a kite while wearing a 10-gallon hat without touching the headliner with all of the airspace in the older model.

The new car also eschews the quirky bud vase for a usable upper dash tray, which seems to be a far better use of interior real estate. I'd still like VW's interior folks to at least consider adding extenders to the sun visors, however. And while the Fender audio system rocks, the odd interface seems as if it could take some getting used to.

Under it all, at least in the Turbo model, is a screaming powertrain that loves to rev and shifts with authority. The chassis is dialed in to keep the body under control and the tires planted, without being overly harsh on the hard bumps. It's a happy medium.

For those still whining that VW lost its way when it didn't bring back a proper rear-engined Beetle, I get it. But as someone who owned one of those air-cooled, barely heated underpowered go-karts back in the day, I'd prefer this super new Beetle any day. It's a hoot.

ROAD TEST EDITOR JONATHAN WONG: A manlier Beetle? Deleting the flower vase and giving the exterior a less bubbly, sleeker appearance are good moves by Volkswagen to make the Beetle more appealing to men. A buddy of mine found it attractive and even went as far as to say that he wouldn't mind owning one. I asked him if he ever could have bought the previous model and he basically said there was no way in hell.

I have to admit I also like the looks of this new bug. A more defined roofline and the removal of the cute interior items is a good start in trying to win over more male customers. Probably even more important are the performance credentials the Beetle brings to the table. Forget about the base 2.5-liter inline five-cylinder; you'll want your bug equipped with Volkswagen's workhorse 2.0-liter turbo. With 200 hp at your disposal, the Beetle is quick off the line and has enough muscle to hustle you out of corners in short order. VW says the Beetle Turbo is the fastest production Bug to date. Our test car had the slick six-speed dual-clutch gearbox, but the six-speed manual is standard.

As we have said countless times, this smooth engine revs effortlessly to redline, and with the dual-clutch transmission is a great pairing. I could detect only the slightest bit of turbo lag and lightning-quick shifts from the gearbox, especially with the sport button pressed. If I was shopping for a Beetle Turbo, mine would certainly be equipped with the standard six-speed manual, which would save you $1,100.

The suspension is a little odd. During initial turn-in for corners, the Beetle exhibits a noticeable amount of lean, but then just plants and holds its line through corners in a well-controlled manner. It's a little surprising that the Beetle has so much grip. Or maybe it shouldn't be surprising because, like the GTI, the Beetle Turbo has the XDS cross differential that routes torque to the wheel with the most traction.

Steering response from the electromechanical system is dead on-center, which is good for a sneeze buffer, and tightens up when you dial in more lock. The brakes feel good and return stout stopping force.

The front bucket seats have OK support, and Bob is right about the Fender sound system rocking.

If you're looking for a sporty compact car with some styling personality, the Beetle Turbo should be on your shopping list. The Mini Cooper hardtop is another car with styling panache and a lively drive character. I would argue that the Mini scores higher on the driving entertainment scale, though.

2012 Volkswagen Beetle Turbo with Sunroof, Sound and Navigation

Base Price: $29,865

As-Tested Price: $29,865

Drivetrain: 2.0-liter turbocharged I4; FWD, six-speed dual-clutch sequential manual

Output: 200 hp @ 5,100 rpm, 207 lb-ft @ 1,700 rpm

Curb Weight: 3,089 lb

Fuel Economy (EPA/AW): 25/23.3 mpg

Options: None

For more information: Check out the 2012 Volkswagen Beetle Turbo with Sunroof, Sound and Navigation at shopautoweek.com.

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2012 Ford Edge SEL: Review notes: The Edge welcomes a turbo four-cylinder engine to the lineup

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The Edge welcomes a turbo four-cylinder engine to the lineup
The turbocharged four-cylinder engine in the 2012 Ford Edge is rated at 240 hp.

DIGITAL EDITOR ANDREW STOY: Full disclosure: I've explored the purchase of an Edge previously, and I'm predisposed to Ford crossovers. I've consistently been impressed by the new Explorer and the current Edge platform. In other words, I got into our new 2013 Ford Edge EcoBoost with some positive feelings about the vehicle in general, and I'm not going to rehash the pros and cons of MyFord Touch, a system with which I've always felt quite comfortable.

I also know a few things about the EcoBoost four-cylinder in this application, however. Ford delayed the release of this powertrain by about a year to overcome problems with its feel in larger vehicles such as the Edge. That, coupled with some experience in an ancient Thunderbird Turbo Coupe (not an SC, the old one), had me skeptical about the driving experience.

The delay was time well spent. With its 2.0-liter EcoBoost engine, the 2012 Edge is a fantastic driver, arguably more satisfying than the V6 version. No, it's not a rocket ship, but I never once felt myself needing more power, and the aural experience hinted neither at four-cylinder nor turbo.

That 270 lb-ft of torque moves the Edge along just fine shouldn't be a surprise. What is exceptional is the smooth, relaxed nature with which it accomplishes its duties. Contrasted with the Volkswagen Tiguan that I drove a few weeks ago--a smaller vehicle, but with a similar small turbocharged four and torque-converter automatic--the Edge was impeccably smooth and quiet. Where many similar powertrains lug (or at least sound as if they're lugging) as they quick-upshift into the highest gear possible, the Edge simply hummed along. I probably wouldn't be as impressed if I hadn't driven a handful of small-engined, high-NVH crossovers recently. The real commendation for the EcoBoost Edge is that it drives like a perfectly ordinary (albeit good) crossover.

So, the bigger question becomes, "is 2 mpg (combined) worth an extra $1,000?" Ford's biggest challenge for the EcoBoost Edge--and the Explorer, for that matter--might not be its competence but rather the outstanding mileage that the company has managed to eke out of its standard 3.5-liter V6.

A premium-priced smaller engine with marginal economy gains is going to be a tough sell. Then again, Ford can't keep the EcoBoost F-150 on dealer lots, so I'll watch with interest as car buyers vote with their wallets.

EDITOR WES RAYNAL: Overall, I like this vehicle though I will stick to my guns and say that not having a third row, even a small one for kids, is a problem for me. That said, I like the styling redo that Ford did on the Edge's front end, and I thought that the EcoBoost provided enough power and frankly felt smoother than the six-cylinder.

MyFord Touch is what it is. I'm getting used to it. That's not the same thing as liking it, but I found myself swearing at it less than last time I tried it.

I like the way the Edge drives, and that it comes in at less than 4,000 pounds is a pleasant surprise. It drives lighter, much lighter on its feet than, say, the Explorer, which to me can feel lumbering. In contrast, I thought the Edge's ride, handling and steering were nicely tuned and dialed-in.

The interior was comfortable with materials as nice as any in this price range.

Nice truck.

AUTOWEEK.COM EDITOR DALE JEWETT: After two stints in this 2012 Ford Edge SEL--one a weekend spent hauling family and groceries, the other a one-night stand with a double shot of rush-hour traffic--the smoothness and power of the four-banger EcoBoost is remarkable.

Turbo lag? Not a hint. Nor can you hear any type of turbo whistle or fret that a four-cylinder engine was being overworked to move the Edge along. This Spain-built engine is well matched with the six-speed transmission--downshifts were crisp and nicely timed when more power was ordered by my right foot. And any engine vibrations are well damped.

Flying along at freeway speeds has the EcoBoost four turning about 2,500 rpm, but you'll hear more wind noise than engine noise.

This powertrain does so much so well that I can't help but be disappointed by the fuel economy--we got about 20.5 mpg in mostly city driving. I had expected to do better with a four-banger under the hood, something more in the 23-to-24-mpg range. Maybe if we had spent more time on the highway. And a small side note: It sure seems to me as if the digital fuel gauge begins a sprint toward the bottom as soon as you pull away from the pump. I was surprised to see that a 13-mile drive from fill-up to the office garage opened a gap below the full line.

The view from inside the Edge is a commanding one over the traffic ahead, yet you don't need any type of step assist to climb on board. The front seats are wide and comfortable, with a slight amount of bolstering on the side. A stout set of seat heaters was welcome in Michigan's frigid winter temperatures.

The gauge cluster has a large, round speedometer flanked by digital displays on the left and right. The left display contains powertrain and trip info, while the right display handles navigation and entertainment info. Thumb controls on the left and right spokes of the steering wheel control the displays. I was happiest to set each display for one parameter and forget any thought of making changes on the fly.

Which brings us to MyFord Touch. The display is big and bright. The learning curve is steep, and making adjustments on the fly is best left to your copilot, if possible. The issue that frustrates me the most is the delay between selecting a function and having the system respond. Yes, that delay is just a couple of seconds but that's more uncertainty than many drivers will be comfortable with. (And I'm not counting the one incident when the system just spazzed out and completely reset itself, dropping my selected radio station and navigation destination.)

Bottom line: The Edge is a strong contender for buyers who need to haul people and cargo but don't want to be stigmatized by driving a minivan. But I think I'd be inclined to shave a couple of grand off the sticker price by taking the base V6 and skipping the MyFord Touch for a conventional entertainment unit.

2012 Ford Edge SEL

Base Price: $31,885

As-Tested Price: $36,670

Drivetrain: 2.0-liter turbocharged I4; FWD, six-speed automatic

Output: 240 hp @ 5,500 rpm, 270 lb-ft @ 3,000 rpm

Curb Weight: 3,998 lb

Fuel Economy (EPA/AW): 24/20.5 mpg

Options: Equipment group 205A with MyFord Touch, leather comfort package, rearview camera and ambient lighting ($2,510); 2.0-liter EcoBoost engine ($995); voice-activated navigation system ($795); vision package with blind-spot-monitoring system ($485)

For more information: Check out the 2012 Ford Edge SEL at shopautoweek.com.

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2012 Honda Pilot Touring: Review notes: It's boxy, and we like it

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The V6 in the 2012 Honda Pilot is rated at 250 hp.

EDITOR WES RAYNAL: What was that old Volvo ad tagline, "Boxy but good"? That's how I feel about the 2012 Honda Pilot Touring.

Personally, I like the chunky look, and I like driving these for the most part. I'm always struck by how smooth Honda engines are, and this is no exception. The V6 is sweet and smooth and the gearbox is silky--though only five speeds seem a little pass? these days.

It rides and handles OK, and by that I mean it feels tight from a squeaks-and rattles-standpoint, though this is one SUV that I'd actually like to see get a slightly firmer suspension. This car feels a little mushy to me and a wee bit clumsy. In fact, except for the smooth V6, it's a bit un-Honda.

There's a ton of room inside and I generally like the design, though the center stack is ginormous, and I still think Honda puts too many buttons on there--witness our long-term Odyssey. Speaking of which, other than the Pilot's all-wheel drive, I don't really see an advantage over the Odyssey (except that in the marketplace, minivans are so unhip).

As for the $41,000 sticker, it seems high until I remember that the Nissan Murano that I drove the other day-which doesn't have a third row-is $3,000 more, the GMC Acadia Denali is $50,000-plus, and the Dodge Durango--which I really liked--is $6,000 more. So maybe this Pilot's as-tested price is not so bad after all.

Overall, I think the Ford Explorer and the Durango have surpassed the Honda now.

ROAD TEST EDITOR JONATHAN WONG: Currently in its second generation, the Pilot received a number of updates for the 2012 model year. On the outside, the SUV got a revised front fascia complete with a new three-bar grille, air dam and wheel designs. The interior sports new gauges, trim colors and a reconfigured center stack that Honda says is more intuitive. For a quieter ride, the body-seam sealing on the unibody connection points was upgraded and new rear-suspension subframe mounts were added, along with body-seam sealants, beefed-up sound-deadening materials and acoustic windshield.

From behind the wheel, all of those quieting measures appeared to work. The cabin is buttoned up well from road noise and wind noise to allow for a passenger over the weekend to drift off for a short nap during an expressway run. I would say the ride can be considered carlike, which is in stark contrast to its boxy, trucklike looks. At 80 mph, the Pilot is smooth.

Around corners, it doesn't fall over onto its side and feels surefooted for a 4,600-pound vehicle with a high center of gravity. But I do agree with Wes that the Pilot could benefit from slightly stiffer suspension tuning, while maintaining good ride quality. Steering is lightly weighted but responsive to help make the Pilot easy to maneuver around parking lots.

I've gone on record with my admiration for this 3.5-liter V6 numerous times, which also sees duty in the Odyssey and the Ridgeline. It's one of the slickest V6s out there, but the five-speed box is a bit of a disappointment when most competitors are rocking six-speed units. In mixed driving, I managed about 17 mpg to match the EPA city rating. On a tank driven almost entirely on the expressway with the cylinder deactivation and all, I saw 19.7 mpg. That's a far cry from the 24 mpg that the EPA gives the Pilot on the highway. I would guess an extra gear would help the Pilot squeak out an extra mpg or two.

To be fair, the Pilot, even with its five-speed gearbox, is still competitive with newer midsize-SUV offerings such as the Ford Explorer. When the Explorer is equipped with the 3.5-liter V6, six-speed automatic and AWD, the EPA rating for it in the city is 17 mpg and 23 mpg on the highway.

So the Pilot is a comfortable and flexible midsize SUV. The interior is built with nice materials, there are plenty of storage compartments in the massive center console and the seats are supportive and good over the long haul. And, even with the five-speed automatic, it returns competitive fuel-economy figures. I'm sure that Honda is working feverishly on that for the next -generation model, and improving fuel economy is probably at the top of the list of objectives. I guess we'll see when it gets here, which should be within the next couple of years. Until then, the current Pilot is a still more than a serviceable midsize-SUV soldier.

EXECUTIVE EDITOR BOB GRITZINGER: The real question is, "How much are you willing to pay for your anti-mini vanity?" Secondary to that: "Do you really need all-wheel drive?"

The 2012 Honda Pilot Touring edition is a perfectly fine alternative to the Honda Odyssey Touring, offering many of the same features (navigation, rear-seat entertainment) and smart packaging (three rows of fold-flat seating for eight, shifter on the console), but you'll pay for your choice over the long haul.

Topping the list is fuel economy--we posted mpgs in the 17s to 19s with the Pilot, not quite the EPA-combined 20 mpg. Our long-term Odyssey averages 22 mpg consistently (smack on its EPA combined number)--a significantly better fuel number over the life of your stewardship. And if your driving includes lots of highway, consider the Pilot's 24 mpg highway versus Odyssey's 28 mpg. Three things--aerodynamics, AWD and what now seems like an antiquated five-speed automatic transmission--contribute to the Pilot's poorer showing.

In addition, though this Pilot is stable and quiet, the Odyssey is far more carlike in ride and handling. Finally, a minivan such as the Odyssey is so much more functional and flexible in use and passenger access, and it still includes ample ability to tow and haul loads.

All of that said, there's much to like about the Pilot as a reasonable option if you have to have a ute--good V6 power, good ride and bulletproof build quality. Other automakers have now caught up and passed Honda on these measures, however, offering more powerful and fuel-efficient V6s and turbo engines, six-speed automatics at minimum, along with all of the extras. Next time around, the Pilot needs a major makeover to jump back to the head of the class.

2012 Honda Pilot Touring

Base Price: $41,630

As-Tested Price: $41,630

Drivetrain: 3.5-liter V6; 4WD, five-speed automatic

Output: 250 hp @ 5,700 rpm, 253 lb-ft @ 4,800 rpm

Curb Weight: 4,608 lb

Fuel Economy (EPA/AW): 20/17.4 mpg

Options: None

For more information: Check out the 2012 Honda Pilot Touring at shopautoweek.com.

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2012 Buick Verano: Review notes: A good small car wearing a Buick badge--seriously

A good small car wearing a Buick badge--seriously

DIGITAL EDITOR ANDREW STOY: Approaching from behind in the parking garage, the 2012 Buick Verano looks askance from its scowling chrome taillight eyebrows. "You were expecting, what, a Skyhawk?"

Frankly, I kind of was. This is a car, after all, with something to prove--that one could buy any Buick worthy of the brand's history is only a recent development. But a good small Buick? I honestly don't think there's ever been such a thing, in part because there's never really been a good General Motors small-car platform upon which to build one.

The Chevrolet Cruze has changed all of that, of course, and it's from those capable bones that the Verano springs. Stylewise, the new small Buick isn't going to win any avant garde art awards, but much like the Cruze, it has an attractive, inoffensive design ethos. The aforementioned taillight brows are perhaps an exception, coming off as tacked-on and unnecessary. Without them, though, the Verano would look remarkably like a Lincoln MKZ from behind.

Buick's cockpit school of interior design is well-represented in the plush Verano interior. It's small, to be sure, but soft-touch materials, contrasting colors and positively gorgeous brushed dark-nickel accents abound. Design is one thing; assembly is another, and the Verano's fit-and-finish, at least on our tester, is among the best I've seen from General Motors. The busy center-stack button cluster was present, a theme present on the current Regal and LaCrosse, and the absence of a rearview camera seemed out of place on an upscale car, small or not. The heated steering wheel was a lovely touch, but the fact that Buick traded it for what's becoming an essential safety feature strikes me as a misplacement of priorities.

On the road, the Verano really shines. No, the four-cylinder isn't going to snap necks, but the car never felt underpowered, transmission-shift points were nigh well perfect (and nearly seamless as well), and there were no surprises, unpleasant or otherwise, with steering, brakes and overall handling.

More important for the market Buick is after, the Verano is actually luxury-car quiet. No, really. The sound deadening is simply outstanding, and no one is going to mistake this car for a rebadged Cruze once they've spent any amount of time on the road.

And, unlike my typical refrain lamenting new-car prices, the Verano strikes me as a relative bargain. Nicely loaded up as our tester was, it slots into a sparsely populated premium small-car niche for an attainable $27,000 and change. With Volkswagen moving the Jetta out of the premium category (at least in the United States), Mercury dead and the Japanese scattered all over the segment, if Buick can convince younger buyers to visit its showrooms, the Verano could be a minor hit.

EDITOR WES RAYNAL: I'm impressed. Here we have a really nice small car that happens to wear a Buick badge, and it's priced right in my opinion. The exterior looks good to my eye, and the interior is a comfortable place to spend time, with nice seats and plenty of sound insulation for quiet freeway cruising. It feels upscale for a small, Cruze-based sedan with admirably low NVH levels.

As noted above, the four-cylinder isn't going to set the world on fire, but it's competent and smooth--not Honda smooth but smooth nonetheless. Shifts were imperceptible. Probably my only beef is that it does shift up a tad early and the engine can feel and sound as if it's lugging at times. I have no issues with the suspension so long as it's taken in the context that this is a Buick and not a performance sedan. That is to say that the ride is soft, soaking up potholes nicely, but at highways speeds and the like it doesn't feel floaty. Body control is good and at times it can feel downright German.

Walking down to the parking garage with the Verano keys in hand I was wondering whether I was about to spend my weekend driving a car that would do more than remind of Skyhawks and Skylarks. I needn't have wondered--this is a good little car.

EXECUTIVE EDITOR BOB GRITZINGER: Full disclosure: Having spent some time inside the Buick PR machine more than a decade ago, some might consider my opinion suspect. Feel free, but in the case of this new small Buick, you'd be selling yourself short to disregard my take. As noted, the car drives well (it is really almost too responsive to steering inputs), rides nice and displays nary a hint of wallow. The powertrain runs quiet and smooth, with a level of refinement in a four-cylinder for which GM can finally be truly proud. What's going on with these Buicks lately?

To be sure, it's no Acura TSX--no super-high-revving VTEC engines here--but it's not just a rebadged Chevrolet Cruze, either. The styling is Buick strong (I'd argue that maybe Buick is trying a little too hard with the oversized grille treatment), and the interior is well-trimmed and well-executed. I found ample space inside for such a small car, never feeling cramped.

As for the electronics, there's no rearview camera but there are audible rear-obstacle warnings. What's missing for me is blind-spot detection, which would help with locating cars that disappear between the side-mirror view and the huge B-pillars. And while keyless entry and ignition are nice, after fumbling around in the dark trying to locate the small, nondescript ignition switch up high on the center stack, I'd like to see a slightly more prominent treatment for that key button.

Like the Regal and the latest LaCrosse, the Verano is another surprising Buick.

ROAD TEST EDITOR JONATHAN WONG: I had an interesting conversation with a friend last night about the Verano, which is clearly part of Buick's plan to attract younger buyers to the brand. But my buddy brought up an excellent point about the Verano being a downsize option for older folks looking for a smaller, more efficient vehicle to replace their Lucernes and Park Avenues. So the Verano could potentially be a double whammy by providing an entry-level luxury vehicle for younger people and helping to retain the current Buick faithful.

Moving onto the car itself, it surprised me. It's true that the Cruze sits on a worthy small-car platform from GM. I had my reservations knowing that there is a torsion-beam suspension out back and wondered whether Buick could button up the interior to provide a quiet ride, but the Buick boys certainly did it. The Verano rolls down the expressway with a planted feeling and soaks up small bumps with ease, with only the smallest thuds reverberating into the cabin. Tire noise is almost nonexistent and wind noise is deadened well. However, there is a little bit of noise coming from the B-pillar area.

When I did push it some on my overnight stint, there's noticeable lean and understeer. Steering is responsive enough with some weight tuned in, but in typical GM-car form the brake pedal is squishy.

The 2.4-liter, 180-hp I4 is fairly smooth and provides sufficient motivation, but the six-speed automatic was a bit disappointing. Raynal said that shifts happen too early, and I have to agree. It was also slow to downshift at times when I needed extra muscle for passing.

I'm not a fan of the exterior. Buick's signature grille looks too oversized for the front end of the car, and the rear treatments don't do much for me. It didn't hit every branch of the ugly tree when it fell out of it, but it hit at least two. Inside, the brushed-nickel trim on the door and center console gives it a premium touch along with quality plastics throughout. Soft-touch surfaces are smartly placed throughout, and the heated seats and steering wheel were nice to see on a cold morning. Though, as others have mentioned above, I was expecting a backup-camera image to appear on the central screen when I popped the Verano in reverse.

The bottom line is that the Verano is a nice addition to the Buick lineup. With Acura coming soon with the Honda Civic-based ILX, you can say that the Verano is ahead of the curve. However, Acura says that the ILX will be available with three different powertrains that include a hybrid and the company's high-revving 2.4-liter K-series four-cylinder with 201 hp. On top of that, it will be available with a six-speed manual.

As for the Buick, you can have any transmission in it as long as it's a six-speed automatic.

2012 Buick Verano Leather Group 1SL

Base Price: $26,850

As-Tested Price: $27,175

Drivetrain: 2.4-liter I4; FWD, six-speed automatic

Output: 180 hp @ 6,700 rpm, 171 lb-ft @ 4,900 rpm

Curb Weight: 3,300 lb

Fuel Economy (EPA/AW): 25/22.2 mpg

Options: Crystal red paint ($325)

For more information: Check out the 2012 Buick Verano at shopautoweek.com.

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2012 Nissan Murano SL: Review notes: A station wagon for the new millennium

A station wagon for the new millennium
The 3.5-liter V6 in the 2012 Nissan Murano is rated at 260 hp.

EXECUTIVE EDITOR ROGER HART: Crossovers continue to be a white-hot segment of the new-car market for a variety of reasons, and this 2012 Nissan Murano SL could easily be Exhibit A as to the reason why. These vehicles are the station wagons of the new millennium, only they look a bit better. Or at least they blend in a bit better, looking like smaller knockoffs of all of the sport-utes patrolling the nation's highways.

Nissan calls the Murano a "premium crafted crossover," and while some marketing agency was probably paid tens of thousands of dollars for that line, after an hour or so behind the wheel, I understood why and started looking to see if this was an Infiniti rather than a Nissan.

The ute comes pretty well appointed, with comfortable leather seats, dual-zone temperature control, keyless entry and one of the highest-resolution backup cameras I've experienced. This tester was additionally equipped with a navigation system playing through a seven-inch, high-resolution monitor. The navigation system quickly became one of my favorites, with easy, intuitive controls that made my navigation around the Valley of the Sun so much easier. Nearly everyone today has turn-by-turn navigation capabilities on their cell phone, but I liked kicking it old-school, using a vehicle's onboard nav system, especially one with real-time traffic, as in the Murano.

If there's a downside, it would be the powertrain. The 3.5-liter V6 is stout and is one of my favorite engines that Nissan uses throughout its lineup. There's decent torque down low, and the 24-mpg highway mileage is fine in a vehicle this size. The problem here is that the fine engine is mated with a CVT, and while Nissan calls it "Intelligent Xtronic," there's no getting away from the annoying buzziness that happens when you hit the throttle at launch. The revs run up and you begin to gain speed. Maybe, if you've never experienced a good automatic or even a manual transmission, then this CVT would be just fine. But I've not met a CVT yet that I like, and frankly, if I were shopping for a vehicle, a CVT would be a deal-breaker.

And that's too bad because the Murano is more than a player in this segment. It's comfortable, quiet (once it got up to speed) on the pool-table-like smooth roads around Phoenix, and the ability to fold flat the rear seats made for more than enough room to swallow up luggage needed for a week in the sun.

2012 Nissan Murano SL

Base Price: $37,210

As-Tested Price: $39,255

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

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

Curb Weight: 3,993 lb

Fuel Economy (EPA): 20 mpg

Options: Navigation package including HDD navigation with seven-inch VGA monitor, voice recognition, touch screen, streaming audio via Bluetooth, XM NavTraffic, XM NavWeather ($1,850); floor mat, carpeted cargo mat ($195)

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

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