Mercedes A-Class Hatchback (2012) The Expert Review

Review
First Outside
If you think you know, the Mercedes A-Class, then think again. A new model is going for sale in Great Britain, which not not go like its predecessor. Its designers began literally with a blank sheet of paper, and the results of their efforts is very impressive. Now I think he can capture revenue was from upscale competitors like the Audi A3, BMW 1 Series and the Volvo V40, the output of the A-class area ill-equipped to win the competition. This new model has a significant presence on the streets, in part, by his bold nose, the following design elements similar to those of Class B last half - a car from the customer well received. The new class has a clear V-shaped front to their design, units of the grid and separated from the headlights of the vehicle body. Depending on model, up to 160 mm lower than the old A-class, wide 409 mm and 16 mm, but with an intelligent design and carved detail on the sides of the car, says Mercedes, the car is more aerodynamic efficient in its class, with a drag coefficient of 0.26.
Rrating: 4
Second Inside
Inside, the Class A luxurious look and feel, and we particularly liked the three openings, the central helices appear. The choice of contrast very well, creating an atmosphere of luxury, while the upper dashboard is quite high, the seats have to find a wide range of adjustment, a comfortable driving position easy.
Rating: 4
Third Convenience
The trunk is not "strong point, smaller than the Audi A3 and BMW 1 Series" A-Class. However, the rear seats fold flat, for those times you need to carry long objects.
Rating: 3
4th Ride and handling
We tested the petrol and diesel versions of the A200, both with the manual transmission 6-speed ride control features for comfort and found two successful cars on the streets of Europe and offers a smooth, comfortable, with good steering response, gear change smooth and precise brakes. The A250 model sporting 211bhp AMG was a very different proposal, which is a much stronger because of his transfer tower sports-tuned suspension and live performance from the gear DCT 7-G-machine, which can be controlled by paddle shifters. We also had a short drive from 211bhp A250 AMG model developed through a slalom course in aviation. The car was very good handling, making quick turns with aplomb and good balance, even at high speeds. With electronic stability systems, the handling of the car was still safe and predictable, with a touch of oversteer at the limits of liability, all the while accompanied by a growing dependence of the exhaust system that the car has changed tactics.
Rating: 4
5th Performance
There is a good mixture of gasoline and diesel engines to choose from and they all have links to the ECO / Home system. The petrol line-up starts with a 122bhp 1.6-liter, 156bhp 1.6-liter or 2.0 liter. Those who preferred the 211bhp diesel engines, has the option of a 109bhp 1.4-liter, 109bhp with a 1.8 or a 1.8 with 136 hp. There are two transmissions, a six-speed manual or seven-speed 7G-DCT dual-clutch transmission automatically.
Rating: 4
6th The operating costs
The smaller A180 CDI diesel is particularly noteworthy because it is the first Mercedes to emit 98g/km of C02, with up to 74.3mpg on the official combined cycle. If you prefer a little more of your diesel A200 CDI 0-62 mph in 9.3 seconds to do, but can always go back to 65.7mpg, while emitting 114g/km of C02 only. All new engines already with a standard of Euro-6 to meet the no effect until 2015.
Rating: 4
7th Reliability
Mercedes build quality and reliability is back, and the class A should continue the trend. It was very good and very solidly built, but there is a new model, only time will tell if it really as reliable as you feel.
Rating: 4
8th Security
As you would expect from Mercedes, safety is a priority for the new class and collision avoidance radar system in the presence and attention with standard equipment across the entire product line was based. A novelty in this market segment designed to ensure the full attention of the first pilot, a red triangle on the map to avoid accidents due to audible tones followed nose to tail. Other features such as Pre-Safe, Distronic Pro, blind spot monitoring, are maintenance and speed limits on the track, the largest Mercedes-wizard features that are optional on the cost of the A-Class.
Rating: 5
9th Team
Standard equipment levels are good with the basic models with a suspension comfort, Radio CD with good color screen feature 5.8-inch, AUX input and USB port, Bluetooth and the driver Becker PRewire card. The SE adds alloy wheels attractive 10-16in, sport seats, leather steering wheel adjustment direction and intelligent, while the Sport adds chrome trim, cruise control, dual exhaust, which consists of the rear car and two-tone alloy wheels of 17 inches. Followed by AMG Specifications. The first of these, AMG sport package comes with a dynamic behavior with the sport suspension, ventilated disc brakes and AMG styling. Also gets more than 18-inch five-spoke alloys. Topping the range is from AMG developed performance model, with uprated suspension and steering, red brake calipers, AMG focused twin-spoke 18in alloys, ESP and various configurations that allow the driver more freedom to the car to enjoy before the electronic security systems to intervene. Red trim detail also sets these cars apart from the rest of the series. Customers to buy the sport and AMG sports models can customize their cars with night packages and exclusive ways of doing things such as privacy glass, chrome, bi-xenon headlights and tires include 18-inch alloy wheels.
Rrating: 4
10th Why Buy?
While a niche for the old Mercedes A Class has carved, he could never compete with the large and impressive models from Audi and BMW. Now you can not only keep up, but beat in some areas, customers looking for a luxury sedan competitors of a different choice.
Rating: 4

Video review: Volkswagen up

Portable infotainment system is confusingOption packs can add significantly to the priceTake up! model is poorly equipped
Volkswagen began its designs for the up! with a clean sheet of paper, giving them the freedom to make it quite unique. It’s slightly longer than most of its city car competition and has large 15 or 16-inch wheels, pushed right out to each corner. Volkswagen claims it looked to the world of product design for inspiration, instead of other Volkswagen or competitor cars. Its glass rear hatchback is a nod to iconic TV design, while according to VW, its chamfered side window frames give a feeling of strength and precision. The nose is based on a human face, with large headlights and a grille framing the numberplate.
Our rating: 4
There’s a feeling of space and quality inside the up! which sends it right to the top of the city car class for lasting appeal.  The dashboard is particularly well-trimmed with attractive materials and a simple but clear basic hi-fi. However, the Maps and More infotainment system which docks to the dashboard is far too fiddly, with numerous options and a screen hard to read in strong sunlight. Depending on which trim level you choose, it’s possible to change the ambience significantly too. We drove a Move up! with a fashionable off-white dash, then an up! White and up Black! with high-gloss white and black interior trim. The up White! Is most overtly trendy, while the up! Black has a mature and premium feel. Volkswagen describes the up! as being like an espresso – with all VW’s attributes squeezed into a smaller package – and it’s the interior where this is most evident, thanks to its lack of compromise over bigger cars in its range.
Our rating: 5
The no-compromise approach includes practicality, with the up! featuring the biggest boot in the class at 251 litres. The Toyota Aygo, Peugeot 107 and Citroen C1 have 139-litres, while the MINI Hatch has 160 litres and the Fiat 500 has 185 litres. The outgoing Volkswagen Fox – which the up! replaces – had a 260 litre boot. Fold the rear seats down and 951 litres is available. It’s easy to get a good driving position, despite the steering wheel only moving for height, thanks to the wide range of seat adjustment on offer. Front passengers get lots of legroom, and it’s possible for one adult to sit behind another. What really makes the up! practical on the road is its tight turning circle and 3.5 metre length, making it easy to negotiate city traffic and park. Visibility around the car is good, but parking sensors are available with the optional Sensor pack.
Our rating: 5
The big-car feeling is undoubtedly present in this category too, thanks to an impressive level of comfort. Small and light cars (the up! weighs around 930kg) often have a bouncy ride leaving its occupants feeling ruffled over rough roads. Not so the up!, which soaked up badly pitted roads and cobbled streets better than any of its competitors would have managed. The steering is well-weighted and has a pleasing feel , with only hard cornering or sudden direction changes provoke body roll.
Our rating:4
Volkswagen has developed an all-new 1-litre, three-cylinder engine for the up! with two power outputs of 59 or 74bhp. We drove the lower-powered car first, which is exceptionally smooth and quiet for this type of engine and car. It emits a pleasant sound and is more than capable of brisk acceleration at lower speeds. It does need to be driven quite hard though – something its willing nature encourages – and this could impact its real-world economy. The 74bhp model didn’t display a significant performance advantage on the city streets most up! owners will call home. Surprisingly, even heading out on faster roads, this remained the case. Both models are adequately powerful, but will start to struggle in fifth gear on long and steep motorway climbs. Acceleration from 0-62mph takes 14.4 and 13.2 seconds for the 59 and 74bhp models, but it actually feels much more spritely than these figures suggest.
Our rating: 4

With just a 1-litre petrol engine, up! running costs are unsurprisingly low. Average fuel economy ranges from 60.1mpg in the special edition White and Black, to 62.8mpg in the Take up! and Move up! with emissions from 105 to 108g/km of CO2. There will also be a Move up! BlueMotion Technology model with an average consumption of 67.2mpg and emissions of 97g/km of CO2. Insurance will be very low too, thanks to a group rating of 1 for the Take up!, Move up! and Move up! BlueMotion Technology and group 2 for the High up!.
Our rating: 4

The up! comes fitted with front and side airbags as well as anti-lock brakes and daytime running lights. Unfortunately, electronic stability programme (ESP) isn’t fitted on the Take up! model, unless you choose the optional Driver’s Assistance Pack, which includes ESP, passenger airbag deactivation and City Emergency Braking, which can apply the brakes automatically if an imminent collision is detected at speeds below 18mph. ESP is fitted as standard to the rest of the up! range. The up! has been awarded a five-star Euro NCAP crash rating, making it one of the safest cars in its class.
Our rating: 3
As with any all-new model, it’s impossible to say how reliable the up! will prove. However, a quality feel permeates the whole car and its engineering is typically Volkswagen – solid and dependable.
Our rating: 4
The Take up! is very minimally equipped with a CD player/radio, body-coloured bumpers and 14-inch steel wheels. The Move up! is likely to appeal to more private buyers, thanks to a considerable increase in the number of creature comforts like remote central locking, air-con, electric front windows, easy-entry seats, height-adjustable driver’s seat, variable-height load floor and 60:40 split/fold rear seats. The High up! adds heated front seats, leather steering wheel, gear lever and steering wheel, heated and adjustable door mirrors, Maps & More infotainment device, choice of dashboard colour, front fog lights and 15-inch alloy wheels. Option packs include a Sensor pack (parking sensors, cruise control, trip computer), Driver’s assistance pack, Comfort pack (remote central locking, electric front windows, height adjustable driver’s seat), Winter pack (front fog lights, heated front seats, electrically heated and adjustable door mirrors), Chrome pack (chrome door mirror caps and side strips), Sports pack (16-inch alloy wheels, sports suspension and tinted rear glass), Sound pack (four additional speakers) and Leather-look pack (leather-look seats, steering wheel, gear lever and handbrake plus carpet mats.
Our rating: 3
The Volkswagen up! might be a small car, but it leaves a big impression on you. Perhaps its best trick is managing to feel so grown-up and safe at motorway speeds, making this a city car you won’t want to leave behind for longer trips.
Our rating: 5

@@Porsche Boxster expert review

Almost too polished?Likely to be a common sight on UK roadsExpensive options can inflate the price
The latest Porsche Boxster is undoubtedly the best-looking yet, with stronger proportions and neater details than the already handsome outgoing Boxster. It has a wider bonnet and more pronounced raised front wings, as well as deeply scalloped side intakes on both sides of the car. From the rear it also appears wider, with a neat boot-lip spoiler integrated into the rear light clusters. Design cues have been taken from the Carrera GT supercar and forthcoming 918 Spyder and the Boxster looks more exotic as a result. The Nissan 370Z Roadster, BMW Z4, Mercedes SLK and Lotus Elise are all cars you’d be proud to park in front of your house, but to our eyes the Boxster comes closest to having the perfect sports car design.
Our rating: 5
Perhaps even more noticeable than the exterior upgrades, are the ones found in the cabin. The dashboard and central console have been brought in line with the Cayenne, Panamera and 911 and feel extremely grown-up and sturdy. Choose a dark interior trim and it can feel a bit serious for a car designed to let the driver have fun, but you soon realise its excellent functionality takes care of the boring stuff so you can get on with driving. You sit right in the middle of the car and that low bonnet gives you an excellent cab-forward view of the road ahead.
Our rating: 4
To look at the Boxster you would think it would perform very badly here, but the combination of its twin front and rear luggage bays actually allows a surprising number of small bags or suitcases to be stowed away. A strict two-seater, the front seats are comfortable for longer trips and adjust in combination with a reach and rake steering column. There’s decent headroom with the hood in place and noise insulation as well as security are good thanks to the multi-layered design of the soft-top, which can be put up and down at speeds up to 30mph.
Our rating: 4
The Boxster has long been heralded as one of the best-handling sports cars on sale, and there’s no change this time around. The biggest difference is a 60mm longer distance between the front and rear wheels, which ultimately makes the Boxster even more stable and grippy than before. Around the infamous Nurburgring Nordschleife the latest Boxster S posts the same 7 minutes 58 seconds lap time as the Porsche 997 GT3, which just goes to show how grown-up the entry-level Porsche has become. We found the Boxster incredibly precise and accurate to drive quickly, while also providing impressive comfort, which just goes to show how well its suspension has been judged for UK roads. Our only concern is that the Boxster is now so capable, its limits are set beyond what can be enjoyed on a public road without breaking the speed limit.
Our rating: 5
There are two flavours here: Boxster or Boxster S, with 265 or 315bhp from flat-six engines measuring 2.7 and 3.4-litres in capacity. Those figures are up from 255 and 310bhp in the previous model, despite the Boxster’s engine having shrunk from 2.9-litres. Both engines are a pleasure to use, with a cultured but exciting engine note and impressive flexibility. Acceleration from rest to 62mph takes 5.8 seconds in the standard car or 5.1 seconds in the S, with the automatic PDK gearbox shaving 0.1 seconds off those figures and the optional Sport Chrono pack shrinking them by a further 0.2 seconds. In reality the Boxster won’t be quick enough for some drivers, no doubt irritated by the fact some hot hatchbacks will keep up with it. But, we had a blast in it, and found pleasure to be had in enjoying the first few gears, concentrating on using the power available. The S instantly feels more serious, and more forgiving of lazy driving, thanks to its ability to rapidly make up ground as soon as you squeeze the throttle.
Our rating: 5
While Porsche ownership will never be cheap, this is the most affordable model in the range and represents great value. Fuel economy is very impressive for such a sporting car and CO2 emissions are also lower than some sporting hatchbacks. A claimed average of 36.7mpg for the PDK equipped Boxster is a stunning figure. Thanks to its badge and desirability, the Boxster’s retained value should also make it a sensible buy.
Our rating: 5
Porsche products are famed for their tried and tested design and huge strength. Much of its know-how is learnt on track, with more Porsche racing cars competing around the world than any other marque. The Boxster test cars we drove felt robust and well-finished, inside and out.
Our rating: 4
Front and side airbags are standard, as is an unobtrusive electronic stability control system and well-judged anti-lock brakes. We found the standard steel brakes more than up to the job, but light weight and fade-resistant ceramic brakes are also available, and could prove worthwhile if you plan on lots of track days. There are permanent roll-over hoops and the soft-top is now thicker and more resilient than before.
Our rating: 4
The Boxster has 18-inch alloys as standard, while the Boxster S gets 19-inch items. An electric handbrake, seven-inch touchscreen, AUX input, auto headlights and 4.6-inch TFT instrument cluster display are standard, while the Boxster S gets bi-xenon headlights and partial leather trim. Popular optional extras are expected to be the wind deflector, park assist, Bluetooth, heated seats.
Our rating: 4
If you have the money to spend on a sports car, the question should probably be, why wouldn’t you buy? The Porsche Boxster is such a great car it not only sees off all its rivals, but begs the question; do you really need a more expensive sports car?
Our rating: 5

Review Update of Vauxhall Astra VXR 2012

The Latest Review of Vauxhall Astra VXR (2012)

First Outside
The Opel Astra VXR has the attractive three-door GTC Coupe as a starting point, adding more of everything. It has a wider stance courtesy of pronounced side sills, a large lower grille and a rear bumper with large exhaust pipe on each side. Choose the optional aero package (most customers for Vauxhall) and you get a two-tiered rear spoiler, body-color upper grille, page longer skirts and alloy wheels forged 20-inch, which are also lighter that the smaller 19 - inch standard elements. VXR is the polis, but with more class than the previous Astra VXR and sleek enough to compete with the Volkswagen Scirocco R. Slinky

Second Inside
After the dynamic exterior, the cabin is less attractive, but that's what I tend to find too hot versions of classic cars. The main changes are a smaller steering wheel for a more direct VXR sports seats, black roof lining, leather and seam details. A complete package for the leather seats are also available. It is comfortable for front passengers, but rear passengers will have a very limited view of the action and is the seat of claustrophobia are. The lack of a touch screen (standard on several competitors) in the center console also means there are more buttons to find out what is ideal. The front seats really hold you up, however, and the car is also surprisingly refined, so it's not that you are in your favor.

Feasibility third
The libertine Astra VXR has evolved from its rivals, the Focus ST was because the car is a five-door hatchback or a luxury car - there is an obvious advantage in practice. The Astra has a luggage compartment of 380 liters, exceeding the Scirocco and Renault Megane, but it has a high threshold to load taller items, hard to do. There are a lot of storage space in the car. I highly recommend you rear parking sensors, such as poor rear visibility, but I also think it's a shame they are not fitted as standard.

4th Ride and handling
The first Astra VXR earned a reputation for being a little rough, sometimes difficult to take advantage of its immense power. How does a car with 40bhp more than the train? The answer is simple: much better. Engineers have developed new ways to power all these complexes, the front suspension of electronic stability control and developed a limited slip differential of the race found it useful. , The nose is incredibly fast with sharp curves and smell are bumps in the road and gently pull against your hands in the process - this car still requires that you have your wits about you though. Our test unit was pouring rain and the VXR, shooting from the corners with punch. There are three driving modes: "standard", "sport" and "VXR" that changes the character of the vehicle is in its default mode, the VXR impressively comfortable and quiet, and were more willing to give up what you have selected. Street for speeding. "Sport" Business of the shock, but retains the throttle response is still required, while "VXR" makes the new chassis is stiffer and increased throttle response. We felt it was too manic driving on wet roads, but like most homeowners and apartment are expected to track day events, is a welcome option.

5th Performance
Five years ago, the idea of ​​a 280 hp Opel Astra at your local retailer may be bought, it seems unlikely. It is just below the pressure you get in a racecar HTSB, for the love of God. At the moment, but can also trap heat from the warmer, with a sprint from zero to 62 mph in 5.9 seconds and a top speed of 155 miles per hour. The accelerator has a long journey that will be useful to foster the soft power meters - turn to drive like a hooligan and that it is possible that the front wheels in the first two reports. In third place, with hard work turbo, it's really addictive accelerating career, with a hiss and growl accompanies other industry than any other car.

The sixth running costs
With a combined consumption of 34.9mpg and 189g/km of CO2 emissions from the VXR has more than 10 percent of the environment than its predecessor, despite the power increase. These figures are impressive drive considering the capacity of the offer, but you must be careful to reach them. For most of our testing shows the onboard computer less than 20mpg. With plans Opel, just over 1000 Astra VXR is for sale each year, demand should be high enough to maintain residual values. Maintenance costs will also be very competitive.

7th Reliability
The amount of engineering expertise and high-end parts in the Astra VXR, but uses you complete confidence. The pillows are from Sachs, Drexler limited slip differential and Brembo brakes - all these companies have impressive racing pedigree. The engine is also up to 10,000 rpm speed limit Nurburgring Nordschleife, which for 180,000 miles of roads have been submitted. This is one of the best selling models in the UK based, it should be easier than the value of labor and parts, and the best source.

8th Security
With six airbags, an advanced electronic stability program and a strong body, the VXR is one of the safest vehicles in its class.

9th Team
Standard equipment includes 19-inch wheels, alloy wheels, adjustable suspension, sport seats in fabric, DAB digital radio, USB input and air conditioning. There are packages of options available, including VXR aero package - big wheels, spoiler and side skirts add - and VXR leather seating package, which is also adjustable in the front seats, heated seats and much more. A performance package seats add the same amount of movement of the seat, but not leather. Bi-Xenon and LED daytime running lights are an option, as are rear parking sensors, wheels, metallic paint, tinted overpowered infotainment (satellite navigation) and metallic paint.

10th Why buy?
Not only is the box where appearance is concerned, the VXR exciting and fast in a straight line on a road in question, because it is still a bit of an animal from the Renault Megane Sport, polite.

@@The Latest Reivew of Porsche Boxster Expert

The Latest Update of Porsche Boxster convertible (2012) Expert

 

1. First Outside
The latest Porsche Boxster is probably the best, but clean with strong proportions and details than the Boxster and beautiful. Hood has a wider front wing and grew stronger and deeply scalloped side handles on both sides of the car. The back looks even more spacious, with integrated spoiler boat tail lights. Design elements of the super sports car Carrera GT and the upcoming 918 and Boxster Spyder looks rather exotic, as a result. The Nissan 370Z Roadster, BMW Z4, Mercedes SLK and the Lotus Elise are all the cars would be proud to park in front of his house, but for us, the Boxster is closer to the design with perfect sports car.

2. Inside

Perhaps the most notable exterior enhancements are found in the cabin. The dashboard and center console are the Cayenne, Panamera and 911 have been aligned and I feel very full and robust. Choose a black interior and you can get a little serious for a car designed to riders to have fun, but you'll soon see, his outstanding feature supports the boring stuff so you can go on driving. You're sitting in the middle of the car and lowered the hood, which gives you a excellent cockpit view of the road.
First Outside
 

3. Convenience
To the Boxster you think it would be very wrong to see here, but the combination of its front and rear cargo holds binoculars effectively allows a surprising number of small bags or suitcases for storage. A strict two-seater, the front seats comfortable for long drives and put in combination with a scope and the steering column rake. Do not travel with the hood up and a decent sound insulation and security are good, thanks to its multi-layers of the hood that can be closed down and each up to 30 mph.
 

4. Ride and handling
The Boxster has been heralded as one of the best handling sports car for sale, and there is no change at this time. The biggest difference is at a distance of 60 mm in length between the front and rear wheels, which eventually causes the Boxster, and even more stable grip than before. Around the infamous Nurburgring Nordschleife last posts of the same Boxster S 7 minutes 58 seconds of the lap time as the Porsche 997 GT3, which only shows that have become entry-level Porsche as grown. We found the Boxster incredibly accurate and precise to drive fast while offering impressive comfort, that's just to show how the suspension was for the streets of the UK criminal law. Our only concern is that the Boxster is also in a position to push their limits beyond what can be enjoyed on the road without a speed limit.
 

5. Performance
There are two ways here: Boxster or Boxster S with 265 or 315 hp boxer engine measured 2.7 and 3.4 liter displacement. These numbers are 255 and 310bhp of the previous model, despite the Boxster engine is reduced to 2.9 liters. Both engines are a joy to use, with a power-educated, flexible and very exciting. Acceleration from a standstill to 62 mph takes 5.8 seconds to shave in the standard car and 5.1 seconds in S with PDK automatic transmission at 0.1 seconds from these figures and the optional Sport Chrono reduce other 0, 2 seconds. In fact, the Boxster is not fast enough for some drivers, probably due to the fact that some limousines irritates them keep warm. But had a great time on him and took pleasure in the enjoyment of the arts be the first relating to the use of available energy. The S feels at once more serious behavior, tolerant and lazy, and his ability to get back on the ground as soon as you press the accelerator.
 

6. The operating costs
While the ownership of Porsche is not cheap, it is the cheapest model in the series and represents a great value. Fuel economy is impressive for a sports car and CO2 emissions are lower than some sports sedans. An average of 36.7mpg declared for the PDK-equipped Boxster is an impressive figure. With your ID card and the convenience, whichever Boxster should have a reasonable purchase.
 

7. Reliability
Porsche's products are known for their proven design and a huge force known. Much of his expertise is learned along the way, with the Porsche race cars competing in the world than any other brand. The test cars we drive Boxster felt solid and well finished, inside and out.

8. Security
The airbags are standard front and side airbags as an electronic stability control and ABS brakes discrete trial. We found that the standard steel brakes more than willing to work, but light and durable ceramic brakes are also available and can be useful if you plan a lot of track days. This roll bar and durable cover is now thicker and stronger than before.
 

9. Team
The Boxster has 18-inch alloy wheels as standard, while the Boxster S gets 19-inch sections. An electric parking brake, seven-inch touchscreen, aux, car headlights and 4.6-inch TFT instrument cluster are standard, while the Boxster S is bi-xenon headlights and leather part. Popular optional accessories is expected that the wind deflector, park assist, Bluetooth, heated seats.
Why Buy?

If you have money to spend on a sports car, the question should be like, why not buy? The Porsche Boxster is a car so big that not only leave of all his rivals, but the question arises, what you really need an expensive sports car?

Autoweek in review: What you might have missed

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After two days in Switzerland Autoweek editors submitted their selections for awards from this year's Geneva motor show.

The Chevrolet Volt went low voltage as the factory prepares to suspend production for five weeks in March. The move is designed to reduce inventory of the hybrid sedan.

Autoweek's Mark Vaughn got behind the wheel of the new Fiat 500 Abarth for a test drive. Check out the video for a history lesson on the Abarth badge and insights on the pocket racer from our West Coast hot shoe.

There was plenty of buzz about car reveals leading up to the Geneva motor show. Yet many of those cars will not be coming to the United States. One that might make it here is the Ford Fiesta ST, cleared for Europe in 2013. With a turbocharged four-cylinder and standard Recaro seats, we say bring it on.

Ford took the title of the most fuel-efficient five-passenger vehicle as the all-electric Focus EV has a per-gallon equivalent of 105 mpg. The Focus EV takes only four hours to charge on a 240-volt connection and is estimated to save the average driver almost $10,000 in fuel costs over five years.Look for the Ford Focus EV to appear in 19 markets by the end of 2012.

The 2012 EyesOn Design event has voted to give controversial designer Chris Bangle its Lifetime Design Achievement Award. Bangle was the first American to become the chief of design for BMW. He also has worked with Opel and Fiat. The event occurs in June around metro Detroit.

Looking forward to that new Chevrolet Camaro ZL1 you ordered? Well, you'll be waiting a bit longer. Chevrolet has halted all deliveries for an “undisclosed issue.” Currently there is no time frame as to when the orders will be filled.

After two days in Switzerland, Autoweek editors submitted their selections for awards from this year's Geneva motor show. Those include Best in Show, Most Significant, Most Fun and Best Concept. Check out the article to see who the winners are.

Autoweek got some seat time with the third-generation Porsche Boxster S. Now with 311 hp, who is calling the Boxster a chick car now? Check out the article for a full review.

The 2013 NASCAR Ford Fusion took its first bow on track in January, and we've got the video to prove it. Ford Racing released the clip of the track time with Greg Biffle ad Rick Stenhouse Jr. behind the wheel.

One of the world's largest abandoned structures, the former Packard Automobile Plant in Detroit, is scheduled for demolition within 90 days. It's a haven for urban explorers and creative types. Check out the article for a glimpse into the history and story of the former luxury automaker's factory.

Friday marks the first day for the World Rally Championship Rally of Mexico.Ford driver Petter Solberg is in the lead at the end of stage one. Check autoweek.com/racing over the weekend for all of the latest WRC information.

Filipino automotive enthusiasts used an empty airstrip and their high-performance cars to raise money for typhoon victims. The group, TrackHos, released a short film of the day out on the track. Check it out.

Ford has added some duplicate audio and climate controls in the Super Duty lineup, in addition to the MyFord Touch controls. A new Platinum trim also will be offered. Check out the article for an image of the new controls and a Platinum Super Duty.

Get more car news, reviews and opinion every day: Sign up to have the Autoweek Daily Drive delivered right to your inbox.

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

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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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Autoweek in review: What you may have missed

Autoweek
Autoweek in review: What you may have missed

Earlier this week, Honda announced a star-studded lineup for its Super Bowl ads that includes Jerry Seinfeld, Jay Leno and Mr. Ferris Bueller himself, Matthew Broderick.

Cadillac appealed to the enthusiasts in all of us with the reveal of its ATS N?rburgring commercial titled “Green Hell,” the nickname the track received from famed racer Sir Jackie Stewart.

Motorsports fans got a treat with the 2011 highlight reel from Clash Productions' showcasing the camaraderie of competition in its unofficially titled clip “The Human Side of Racing.”

Autoweek editors reviewed the 2012 Ford Focus SE 5-door, giving it overall good marks and pointing out a few small complaints. The redesign sits well with the staff, and the look of things to come is promising for the future Focus.

Mopar celebrated 75 years in style by releasing some special-edition, performance-oriented vehicles before the Chicago auto show next week.

Now that SRT is its own brand, and the Viper its halo car, the company teased the public with a silhouette front-end image of the upcoming supercar fighter.

Autoweek revealed that Lamborghini will debut a new SUV at the Beijing motor show in April.

Our friends at Hagerty released a list of future potential collectible cars. We took the liberty of adding a few of our own to the list.

As we get closer to the start of the 2012 Formula One season, the teams are busy showing off their latest cars. McLaren did a live showing of its latest F1 car, the MP4-27.

This was the final week in the fleet for our long-term Subaru Impreza WRX STI. The rally-inspired road car was a hit with Autoweek editors. Check out the video for the final verdict.

California is often the front line of green automotive technology. Now, a U.S. representative from the state wants to offer $1 billion to the first U.S. car company that can produce and sell 60,000 midsize, gasoline-powered, 100-mpg sedans.

On Friday, Chevrolet took a stab at Ford with its latest Super Bowl ad, for the Silverado. It's sure to cause controversy between the Blue Oval and bow-tie camps.

Two Jeep Grand Cherokee SRT8 SUVs got the Ferrari treatment when they were gifted to Ferrari Formula One drivers Felipe Massa and Fernando Alonso.

NHRA team owner Don Schumacher is pushing for fully closed canopies on Top Fuel dragsters for this season. Testing the team's U.S. Army dragster with the new canopy, the car clicked off a best 3.761-second run at 324.28 mph.

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Mercedes-Benz E 63 AMG car review

Mercedes’ uber-sensible E-Class big car now has a discreet-but-bonkers alter ego in the shape of the E 63 AMG.

The ‘63’ bit relates to its 6.3 litre V8 engine, which is electronically limited to 155 mph, but will fling this hefty car to 60 in 4.5 seconds, which is fast motorcycle territory.

Each engine is assembled by a single technician in a facility that resembles an operating theatre, and is spectacularly powerful, producing 525bhp. Despite having a lot of moving parts, this motor can be revved to 7,200rpm, and will switch painlessly from unobtrusive, easy-going town speed trundling to scenery-blurring mayhem, accompanied by an exotic, expensive sounding mechanical roar.

It does all this with great smoothness, but without a turbocharger, and is about 12 per cent more fuel efficient than the car it replaces (a combined 31mpg is claimed, but you’d probably get a lot less pressing on). Economy is helped by clever petrol metering systems and an alternator that recoups the energy that would otherwise be lost when the car’s huge brakes are applied.

The AMG’s efficiency is also helped by its seven-speed sports transmission. This works like a conventional, two pedal automatic, but uses a clutch rather than a torque converter – the latter would sap more energy. It can be manually controlled by a neat, short throw transmission tunnel lever, which employs fly-by-wire technology (expect to see this on other future Mercede s) or steering wheel paddles, and is both fast and slick.

The driver can select four modes, from relatively easy going to rapid fire staccato shifts, and the system has an entertaining party trick of sometimes automatically ‘blipping’ the engine as it changes down the gears, so that the motor and transmission speeds match, making for smoother, faster changes.

To help this big car get round corners, AMG has developed a new front axle, which uses steel springs and electronically controlled dampers. Its rear is air sprung. The result is decent ride quality for a hefty saloon with low profile tyres, but almost roll-free cornering.

The specially developed rack-and-pinion steering is speed sensitive and faster than the standard E-Class system, and accurate without being skittish or nervous. The result is a forgiving, confidence-inspiring car which is easy to drive on normal roads, although you’re always conscious of its size.

Given that most versions of the E-Class are destined to waft executives from meetings, or spend their lives as taxis, it comes as little surprise that both the boot and interior are big. With acres of dark leather and plastics, the cabin feels slightly dour, but the fit, finish and quality of the materials used all seemed first class. This is important, because the Mercedes came unstuck a while back with a well publicised fall off in build quality.

The instruments and controls are all painless to use, which is good, given that this is an exotic car with a lot of equipment, and front seat occupants can be entertained by electronically adjustable seat backrest wings, which can be made to hold their occupants in place when this car is being hurled through bends.

The AMG’s slightly odd-looking front lights automatically adjust to prevailing conditions, and the car comes with the expected shed load of safety kit, from traction control systems to things that warn the driver that he or she is letting the car wander about. There’s even a system to detect if a driver is getting drowsy, and the car will shriek and beep if it thinks things are going awry.

Anyone who considers M Power versions of BMW’s 5 Series a bit too brash might well gravitate towards this go-faster Mercedes, which is a sober looking thing adorned with some low key visual tweaks, including deeper bumper sections, discreet badging and enormous alloy wheels shod with big, low profile tyres.

They give what is otherwise a slightly anonymous big saloon an attractive visual presence.

As this was written Mercedes hadn’t fixed a price, but was talking about ‘under £70,000.’ That’s a lot of money for any car, but the 63 AMG’s buyers will be paying for something a bit special, and with UK sales likely to be under 100 units a year, quite rare too.

Model tested: Mercedes-Benz E 63 AMG
Date tested: June
Road tester: Martin Gurdon

Mazda 3 i-stop car review

The 2-litre petrol Mazda 3 manufacturer’s is the first car to benefit from fuel-saving stop-start technology, paving the way for its introduction over the next few years.

Thanks to its intelligent ’ ’ shutting down at traffic lights, and significant engine improvements, the 2-litre i-stop uses 14 per cent less fuel than its predecessor.

Pull to a stop, shift into neutral and take your foot off the clutch and the engine dies. Then, as soon as you dip the clutch to select first it fires up again and you are away. Why waste fuel when you aren’t going anywhere?

Stop and start systems are a great way of cutting emissions and fuel economy significantly and simply.

But does it work well in the Mazda, or do you feel as if you are about to be stranded in the middle of the road?

It might be a little disconcerting at first, but once you get used to the silence and begin to trust the technology to restart the car, the Mazda reliably stop start system is the best we’ve tried.

Mazda’s engineers have worked extremely hard to make it the fastest and safest operating system of its type? and it shows.

When you press the clutch it takes just one third of a second to get the engine running, and the Mazda 3 ’s ’ ‘ brain is enough to work out EST magnifique when stopping the engine would be a bad idea.

Unlike other, less successful executions of the technology, it won’t cut out when you pull to a standstill on a steep slope, when the engine is cold, when the car is creeping or when you are trying to demist the car or have the heater or air conditioning turned up high.

Take off your seatbelt, or open a door and the engine will not restart either – for obvious safety reasons.

Mazda claims the restart is twice as fast as competitors systems, as it uses the new direct-fuel injection technology fitted to the 2-litre, whereby combustion of the fuel and air in the cylinder fires the engine to life almost instantly, and with hardly any intervention from the starter motor.

On a combined cycle the i-stop direct injection technology and new fuelling contribute to overall fuel economy of 42mpg and of 159g/km emissions.

Power is good too, with 149bhp and 141lb/ft of pulling power on tap. Acceleration from 0-62mph in 10.4 seconds is a little disappointing, but it’s a smooth and quiet engine and its slick gearbox help to make it a reasonably fun car to drive.

It might seem odd to introduce i-stop in a 2-litre petrol. Mazda explained this was because direct injection components were already available for this motor, and Mazda told us they were keen to act as fast as possible.

Once the direct fuel injection has been designed for the more economical 1.6-litre it will be fitted with i-stop too.

Expect a diesel i-stop in the next UN of years as well? Mazda have a few issues with ultra-fast restart in its diesels which still need to be solved.

i-stop is expected to be standard across the Mazda 3 range within two to three years.

Model tested: Mazda 3 2.0 DISI i-stop
Date tested: July 2009
Road tester: Andy Goodwin

Standard manufacturers warranty (miles) Standard manufacturers warranty (years)

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Fuel consumption (extra urban)

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Cupholders – 2 in rear centre seat height armrestDriver's adjustmentDriver's vanity mirror with cover/ticket holderFront centre console with storage box with tray, lid + 2 cupholdersLeather wrapped steering sunvisor with vanity wheelPassenger mirrorRear grab handles with coathooksTilt/height adjustable steering wheelSingle play radio with CD/MP3 gaugeElectric compatabilityDigital exterior temperature heated rear glass windowElectric door mirrorsWide operated/heated door mirror angle drivers

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3 point seatbelts with ELR front pretensioners3 rear 3 point seatbelts with Electronic Brake force ELRABS + DistributionFront and rear curtain front and rear airbagsSeatbelt reminder

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