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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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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BMW X3 gets a turbo four-cylinder

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The turbocharged four-cylinder engine in the 2013 BMW X3 is rated at 240 hp.

BMW is expanding the use of its N20 turbocharged four-cylinder engine by making it the base powerplant for the 2013 X3 SUV.

The X3 xDrive28 will use the twin-scroll turbocharged 2.0-liter engine that produces 240 hp and 260 lb-ft of torque. Twin-scroll turbocharging means that the exhaust stream of cylinders one and four follow a separate path to the turbine wheel from cylinders two and three. It reduces back pressure at low engine rpm, improving throttle response.

BMW says the xDrive28i will go from 0 to 60 mph in 6.5 seconds, on its way to an electronically governed top speed of 130 mph. Fuel-economy ratings haven't been released.

In addition to the new engine, BMW has upgraded the list of standard features on the X3. Basic equipment now includes auto start/stop, Driving Dynamics Control with Eco Pro, a power tailgate and 18-inch wheels.

The stop/start system improves fuel economy by 3 percent, BMW says. The system can be switched off with a button by the ignition.

Driving Dynamics with Eco Pro mode can be accessed through the center console. The system improves fuel economy by optimizing drivetrain, heating, air-conditioning and electrical functions by dialing those functions back. It also displays driving tips on the iDrive and fuel saved as bonus miles added to range.

The X3 reaches showrooms in May and is built at BMW's plant in Spartanburg, S.C. The xDrive28i will cost $37,995, while the xDrive35i will cost $43,595, including destination and handling.

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