New Dodge Dart is the Real Deal

2013 Dart - 1965 model in background

I had a chance tonight to see, touch and drive the new Dodge Dart.Yes, it's a name from the past, but Chrysler's research showed that the moniker was a big hit with both target demographic groups--empty nest boomers who remember the nameplate fondly and young millennials who have positive associations with the word without a memory of the reliable 60's and 70's compact. So, that's the name the car received, apparently just before it debuted.

Our press opportunity was graciously provided in an exciting and amusing venue--Sparky's Hot Rod Garage in San Carlos, California. Amid the hot rods (Sparky started up one for us with a deafening roar), hilarious period signage and mysterious rows of mounted deer heads, we learned a lot more about the first car to combine Fiat's European engineering with American design and planning.

First, we got to take short drives in the two demo vehicles. I sampled a Limited model with an automatic transmission. This is the second highest of five levels, which range from the entry SE through the volume-seller SXT to the performance-oriented Rallye. A fifth, higher-powered R/T model will arrive later this year. The car itself is due to start trickling into Chrysler dealerships later this month.

Some fun was added by the presence of a lovely 1965 Dart coupe. The new and old cars hardly resemble each other at all, but their mission remains the same--to deliver some style and performance in the compact segment of their day's car market. It's just that today, the '65 would be considered a midsize car--not a compact. See the photo for a shot of them together.

We were lucky to have four Chrysler folks presenting the car--the PR Manager, Media Relations Manager, Senior Manager of Product Planning, and Platform Engineer. All four were thorougly knowledgeable and gave us a lot of insight into how the American designers took the Alfa Romeo Giulietta and stretched and modified it for U.S. consumption, giving enormous passenger room with the comfortable, yet firm suspension American drivers prefer. We heard about three engine choices, three transmissions, 12 exterior colors, 14 interior  color and trim combinations, and much more to let the buyers configure their Dart to their exact liking.

Taking the car on the road, I was impressed by its solid feel, tight steering and near silence as it flowed down the road. All Darts should average more than 30 miles per gallon. I'd really like to sample the 1.4-liter turbo model with the manual six-speed transmission.

The sweet Italian platforms offer evocative, but restrained styling and a feeling of quality interior fittings (only a little cheap-looking plastic on the center console).The new Dart is built in Belvidere, Illinois, too, bringing employment and pride to that longtime Chrysler assembly plant.

Even the most basic SE model, at $16,790, including shipping includes things like 10 airbags, four-wheel disc brakes, and power windows. The Limited starts at $20,990, but it includes many extras that people like. The SE gets the 2.0 liter 160-horsepower engine, which should be OK. The 1.4-liter intercooled, turbocharged engine is mightier, and the R/T gets the 2.4-liter, with 184 horsepower. So many choices.

The MultiAir technology tosses out the camshaft and gives electronic control to the intake system, meaning it can run extremely efficiently. Chrysler hasn't had the resources to develop and sell hybrid or electric vehicles, but MultiAir brings conventional power-plants up near hybrid or electric levels--without the complexity and limitations of the super green cars.

The body and interior obviously received lots of attention to let buyers know--this is no Neon or Caliber. This is a real car--with all the quality and style of a larger vehicle. The car has aerodynamic aids throughout for a low coefficient or drag, which, of course, leads to higher fuel economy and a quieter cabin. The Chrysler folks pointed out many areas where wind noise was banished. There are body pans to smooth the wind's path. On most models, the grille shutters down to increase efficiency of airflow under certain conditions.

The game has just become much more interesting. A lot is riding on this vehicle, and the folks from Chrysler are quite proud of it.

Evolution - the HOT Mitsubushi Lancer

Photo: Victor Llana (www.boundlesscaptures.com)

I got my chance to drive the enormously powerful Mitsubishi Lancer Evolution recently. It's an interesting product, because it's powerful and firm-riding while being based on a plain four-door sedan. Kind of a Pontiac GTO for today. The big difference between the GTO and the Evo, though, is that this modern muscle car uses a 2.0 liter engine (that's right) that puts out, thanks to turbocharging and intercooling, 291 horsepower and 300 lb.-ft. of torque!

Yes, you read that one right. And it comes with the goods young performance car enthusiasts want. Brembo brakes (that you can see through the 18-inch alloy wheels). A huge rear spoiler that "spoils" the view behind while looking cool (or ridiculous, depending on what you care for. The body ground effects panels below the doors stick out like running boards--very cool, but  don't step on them (there's a warning on them to make sure you don't).

There's always something entertaining about a car that pulls you ahead when you step on the gas pedal. This one does--and sounds fiercer than you might expect with just two liters under the hood (which has two vents and a naca duct, by the way).The engine runs at just over 3,000 rpm at 65 mph so you'll hear the engine a lot on the freeway. My tester sported a five-speed manual with a 0.761 overdrive fifth gear. You can order up a six-speed automatic.

Super All-Wheel Control (S-AWC) keeps all four wheels gripping the pavement. It's a combination of Mitsubishi's All-Wheel Control and Active Yaw Control, meaning that it sends engine torque to the outside or inside rear wheels depending on available traction, so the wheels with the most grip on the road receive the most power. In addition, three driver-selectable modes let you choose the surface. I found Tarmac (the road), Gravel, and Snow settings--but used only the first.

There are sporty Recaro buckets inside with hard bolsters to keep you in place during the antics you're sure to perform with this beautiful beast. My wife didn't care for them--especially when one bolster surprised her while she was getting into the car. Also reminding you of the sportiness you've got is the billet metal emergency brake handle with "Lancer Evolution" inscribed into it.

My Wicked White tester had a five-speed manual--but you can order up a six-speed automatic. The manual felt solid and mechanical--not the best but rewarding in its authentic feel. I did stall the car a couple of times, though. but if you lived with it that wouldn't happen.

The Lancer is a pretty nice looking car overall, even without the go-fast add-ons, although the huge air intake up front is a little frightening. I drove the non-turbo not hotrod five-door sportback a while ago and it was very pleasant. The issue, if there is one, is that for $35,000 the folks who want the car (young guys) may not be able to afford it, and the people looking for a $35K sports sedan may prefer a BMW 3 series. But for a week it was big fun.

Engines of Change - The 15 Most Important Cars

Paul Ingrassia wanted to write about the 10 most important cars in American history. He ended up with 15--which is good because we get five more great stories. Ingrassia, who in 1993 shared the Pulitzer Prize with Joseph B. White for his work on management crises at General Motors, is more than qualified to write this new book. He was the Detroit bureau chief for the Wall Street Journal. Yeah, he knows his stuff.

Ingrassia's new book, Engines of Change -- A History of the American Dream in Fifteen Cars, is next on my reading list, since I was lucky to get an autographed copy last night when he addressed the Western Automotive Journalists in the San Francisco Bay Area. But much like a college student at the last minute, I will issue my report without reading the actual book, but based on Ingrassia's amusing and insightful talk.

The 1908 Ford Model T is an obvious place to start. It changed the lives of  millions of people with inexpensive mobility and the $5-a-day jobs it created.

The 1927 LaSalle introduced luxury and style to the ancestors of the Yuppies. Folks loved the Model T but it was basic transportation.

The 1953 Corvette -- of course it's included -- but it was almost cancelled after one year and may have been an automotive footnote if not for the Russian Zora Arkus-Duntov, its designer and champion.

How about those towering fins on the 1959 Cadillac? Still an icon of 1950s excess.

Volkswagen Beetle and Microbus? Of course--the antithesis of the Cadillac. Back to basics. Sold in the U.S. so Germany could raise cash to rebuild their economy.

How about the Chevrolet Corvair? Vilified by Ralph Nader, it was a game changer, and the legal precedents came into play in the mid 1990's McDonalds hot coffee case.

The Ford Mustang? Drop a sexy body onto the lowly Falcon's platform and bingo. Secretaries become sexpots. An American legend for nearly 50 years.

The Pontiac GTO helped bring in the short-lived but socially significant muscle car era. It's important for the songs alone--Ronnie and the Daytonas' hit song is still played regularly.

The 1970s were in many ways tough times in the U.S. We had oil crises, Watergate, Disco. The car industry suffered, but a hero (and still champion) was the modest Honda Accord. A small car, it's big today--both in size and sales volume, and was the first to start American production of Japanese cars--common today.

The Gremlin--no, it's not on the list, but Ingrassia thought about it.

The Chrysler minivans were just what baby boomers needed in the 1980's and they became a whole new market segment, replacing the station wagon. Boomers had many less than happy memories of those family haulers. Hello, soccer moms (a new classification).

The BMW 3 Series and its ancestor, the 2002, saved the company and it's still the go-to sports sedan. It epitomized the 1980's style of success--nothing like the "fancy" large cars the Yuppies' parents coveted. The 3 still wins in the buff magazines.

Jeep? It made its reputation in World War II but was moribund until Chrysler bought it and created the Cherokee--the perfect vehicle for offroad intenders. Then came the LL Bean catalogue, Patagonia, and the other outdoor lifestyle products and nobody looked back.

The Ford F-150  pickup outsells everything else year after year. What could be more American? It's country music on wheels--and represents many things, including a huge voting bloc in the Red States.

What car is most important today? The Toyota Prius. It is the "Kleenex" of hybrids--universally recognized, loved and despised, and hugely popular (now four versions available) -- and truly significant.

And there you have it. Did he leave out anything? Can't wait to read the book. Then, I'll think about writing a actual book review.

Cars - the Movie - Revisited

We all know now that Pixar is incredible, and Cars is one of those great movies that bears rewatching.

Last night, my colleagues hosted a movie night at work, and the small contingent of us who were motivated stayed after for a couple hours to watch Lightning McQueen, Mater and the rest of the cars go through their heartwarming transformations.

The beauty of Cars is that it's a great story. The fact that it's cars in all the roles is almost incidental. The breathtaking look of the production--from the incredible scenery in the desert to the racetracks filled with cars--in the seats!--to the surprisingly expressive faces on the vehicles themselves makes it highly rewarding.

As I chewed on pepperoni pizza I saw Lightning transformed from a selfish egomaniac into a caring "person" while bringing life back to the sleepy forgotten town of Radiator Springs, a sad victim of the change from U.S. two-lane highways to the Interstate freeway system (a real story).

The countless automotive references are a riot--mountains that look like Cadillac Ranch and a heavily chinned Jay Leno car for example--but also in the use of Emeryville (home of Pixar) and John Ratzinger's hysterical comments on the "autoized" Pixar movies that show in the resuscitated drive-in theater (and all use his voice). That's Richard Petty talking for the light blue number 43 racecar. Paul Newman, quite a racer himself, is touching as Doc Hudson. Even he is revived by Speed's presence.

Actually, the movie is packed with great voices, from Cheech Marin to Tony Shaloub to the Magliozzi brothers. 

I love this movie!

Acura RDX - Redux

Photo: Victor Llana (www.boundlesscaptures.com)

I just stepped out of the new **2013** Acura RDX. And what a fine test week it was. All-new but familiar at the same time, it's a compact luxury crossover, combining the practicality of a wagon configuration with the tall proportions of an SUV with all the comforts of an upscale sedan. Lots of folks buy these vehicles now, because they seem to provide for every need. It's the baby brother/sister to Acura's midsize MDX.

This is Acura's latest salvo in the battle for moderate sized families with larger than moderate incomes who might be liking the Lexus RX, BMW X3 or Infiniti EX. Yes, there is a battle in that segment--as there seems to be in every auto segment these days.

Getting nearly 21 miles per gallon is OK, but I'd just stepped out of a hybrid and it seemed like I spent more time at the gas pump than I should. But the little hybrid, just over half the price of the Acura, didn't supply the comforts or the styling of the RDX.

The RDX's face shows the evolving concepts from Honda's upscale division. The sharp beak that appeared a few years ago is softening throughout the line, and this new car has a softly formed crossbar that might not be out of place in a 1950's vehicle (real chrome in that case, not faux brushed nickel. The overall body shape is edgy--the Acura look for today--and fits into the corporate family portrait just fine.

Inside, more edges, and in places like the doors, the styling is overt and even a little overheated. So many aggressive shapes all over the door panels, for example. To keep this from becoming a distraction, they've made them all the same matte "Ebony," which would feel a little sober if not for the energy of the shapes themselves.

There's plenty of pep when you step on the gas. There's a 3.5-liter V6 that churns out 273 horsepower under the multi-angled hood. The six-speed automatic provides smooth shifting by itself and allows you to select the gears--a common arrangement today.

You can get the RWD in front-wheel-drive or all-wheel-drive configurations. Mine was the latter, and it was inconspicuous. It would be nice to avoid putting on chains on the roads to the ski resorts, I guess.

My car also had the Tech Package, which added things Acura seekers covet, such as a navigation system with voice recognition, Real-Time Traffic and Weather, and a 10-speaker Surround-Sound audio system. I got spoiled with all that, and actually used the Real-Time Traffic when things clogged up on my morning commute. It told me where the problems were and described the issue. A small comfort, but at least it left no mystery. I dug deeper into the sound system to calm myself as traffic slowly inched along.

My Crystal Black Pearl test car came to $40,315, which seems like a lot. I guess when you add in all the goodies it totals up fast. There's really nothing I can think of that was lacking. The least you can pay for one of these is $35,215; just drop the all-wheel drive and the Tech package.

Despite it's intense design, the car is very comfortable, and I got more and more happy with it as the week went by. There are some things you just don't get in a $25,000 car that a $40,000 one is more than happy to supply.

Mercedes-Benz C350 - Enough "Mercedesness"

One of the issues that the German luxury car companies deal with in America is maintaining their exclusivity while still increasing sales. The guy who buys a 7 Series BMW or a Mercedes-Benz S Class doesn't really want to share the brand with some dude with a four-cylinder hatchback that's wearing the same distinctive emblem on its nose. So, the companies have been reticent to send over their more modest offerings.

That's why the C Class is the smallest Mercedes we've had on these shores, and still is--for now. The C-Class has been a four-door sedan in the U.S. for many years, since the cute little hatchback three-door was marketed here. You still see the hatches on the road.

Now, there's a new C-Class coupe, and it is one handsome piece of work. It wears the latest face of the brand and has a dramatic shape that is not so much "cute" as it is slick and compact -- but not tiny. You take it seriously, and it elicited some nice compliments from passers-by. One guy in front of the Starbucks said to me, "Cool ride, dude!" I told  him I was "just playing with it" and he found that very amusing. Yeah, right.

I spent a too-short week with a Mars Red example and it possessed that quality that keeps buyers coming back for more. Mercedes seems to have figured out that its cars have to have a solid and well wrought quality inside and out to not seem like Hondas, and they do.

The body design is unmistakably Mercedes, with its three-pointed star up front. The interior, though, where drivers spend their time, is especially striking. The surfaces are padded--but not too softly. The seats are firm and gripping. The burl walnut trim is from a real tree--as it should be in a car like this.

The entertainment system gave a fine sound, but I was unable to figure out how to pair my phone with Bluetooth without consulting the instructions. It's easier in a Kia--and still works fine.

My tester was a C350, meaning it had a 3.5-liter V6 putting out 302 horsepower under the shapely hood. It all ran through a seven-speed (!) automatic, which mean no effort to shift it, but no manual--like you can get at the BMW and Audi dealers (in some models). It makes it easy to not miss the self-shifting experience, and its Touch Shift program lets you select gears with steering wheel-mounted paddle shifters, even if you don't have a clutch to play with.

I got 21 miles per gallon over my week. The EPA says 19 City, 28 Highway, 22 Average, so I was right in there. Not a super economy car, but not a gas guzzler either. The EPA says 6 for Air Pollution and 5 for Greenhouse Gas--mid pack.

You can opt for the 201-horsepower turbo 1.8-liter turbo four-cylinder engine in the C250 and have much of the goodness of the C350, but for a whole lot less cash. My tester came to $50,835 when all was said and done and all the packages were added ($42,370 suggested retail). The C250 starts at $37,995 with shipping, which is what cars like this cost these days.

The C-Class Coupe is a subcompact, so it has back seats but is not spacious. It's cozy--and makes you feel good--but it'll cost you. Many people think it's worth it.

Getting a Charge out of the Chevy Volt

The Chevrolet Volt is unique in the world of hybrid and electric vehicles. It is powered by an electric motor all the time, unlike a hybrid, in which the gasoline engine powers the car part of the time. However, an on-board gas engine is called in to service the charge the battery when the car runs out of electricity, which, in my case, was when the 32 miles worth of power was exhausted. The engine itself never powers the wheels directly.

This gas engine is meant to remove "range anxiety," a malady suffered by owners of all-electric cars like the Nissan Leaf. The Leaf can go up to 90 miles on a charge, but when you're out, you're stranded.

The Volt is a compact sedan--not a large one--and will hold four people--not five. The rear seat has a console along the middle to prevent that. I'm not sure why, but I'm guessing today that it limits the weight the car must bear, thereby increasing the range of the electric powertrain.

Chevy showed a concept car of the Volt several years ago and it was much more angular than today's car. However, it was "futuristic" and the production car is, too. Styling is a little bit advanced and different from end to end. Especially notable is the silvery "grille," through which no air can pass (it comes in under the bumper for the engine--a common setup today). The dark strips below the side windows are an iteration of a design concept from the original show car and make the smallish windows look--but not feel--larger.

The interior is where the Volt goes wild. Despite being finished in hard plastics throughout, it is very evocative of modernity and even a little adventurous. The twin cockpit theme--from as far back as the original Corvette, is in evidence, and the shiny plastic door inserts convey the old painted feeling of those cars. But of course this car is built like a fortress and has umpteen airbags to protect you.

The instrument panel has two rectangular screens-one directly behind the steering wheel and one in the center spot on the dash Both convey, in brightly colored graphics, what's happening with the car, and you can make numerous selections to monitor such functions as where the power is coming from, how the battery is being charged, and recent fuel economy. It tells you after every charge how well you did--and what proportion of your mileage was powered by electrons and how much was thanks to hydrocarbons.

I was thrilled to be able to drive my Crystal Red test car the entire 23 miles to work each day on pure electricity. The car feels strong, pulls eagerly away from stops, and sails down the road in blissful silence. My car's stereo was happy to put out the music, although one time, I sat and let it play for about 20 minutes and I could see that it was draining my battery!

Everything you do affects range, and you learn to behave carefully to maximize that. You can monitor your habits to see how efficient you are. And, there's a little gadget you can select for the panel directly in front that shows you visually, using a rising or falling sphere, whether you're rolling along fine or are accelerating or braking too much. The goal, for economy, is to keep the ball in the middle, and it stays there if you are just rolling along. Hard acceleration or braking make the ball stop move off-center. It's a learning tool, much like the ones in Hybrids, but this is especially three-dimensional--as are all the displays in the Volt.

Charging is easy. You just uncoil the thick orange cord and plug it in the wall. Then, pop open the nicely-finished mini door on the left front fender and plug in the flashlight-sized plug. It has a handle and a built-in light to locate the outlet easily. The lights on the charger glow green, the car chirps its horn once, and a small green light goes on on the dash near the windshield. You can check how it's doing by opening the car and looking at the dash display.

I was happy to see, each morning, that I had a full battery. It's displayed like a row of gold bars in the T shape of the actual battery, which is hidden below the central tunnel and back seat. I enjoyed the quality of the car--despite its non-luxurious interior materials, it felt sold, looked fine, and worked perfectly. The seats, with optional leather in my tester, held me comfortably.

Two regrets. One--I wish the car had a longer range, because it feels great to drive under electric power. Two--the price. My car had a $40,000 base price, plus $4,000 worth of options. At $44,000, I could be looking at a Mercedes-Benz. But--only Chevy makes the Volt. I assume that future versions will increase the electric battery range and, with volume sales, the prices should come down. There is a $7,500 tax credit to help ease the pain, as well.

Subaru - Selling Love that Lasts

Cars are consumer products, but unlike refrigerators, they can carry so much more meaning to us. And who hasn't watched an odometer roll over an important milestone and thought about other milestones--some much more significant.

Commercials are consumer motivators--and for durable goods like cars, made of metal and plastic and many mysterious parts in hidden places, the best way to move the metal is to move the emotions of the customer.

Subaru's new ad does this, in showing an odometer  turning over to 200,000--a rather momentous milestone in the life of a car--and then giving us some meaningful glimpses into the life of the (original) owner--in reverse order. Presumably now, we see his son riding in back, who's maybe five. At around 98,000 miles, his wife and new baby ride in back--on the way home from the hospital, perhaps? Further back, we see that special first date, that contains the first kiss. At around 25,000 miles, we find out how met his wife. Further back to a mere 15 miles on the clock, the young owner, with curly hair and short beard, looks lovingly upon his brand new car before climbing in and driving off into the happy future that we know he'll have--but he doesn't.

The message? Love--of car, of family, of life--and also durability, a safe place for your loved ones, the pleasure of long term relationships. Trust your future to our car. It's very sweet and never heavy handed.

Selling cars is all about building relationships. Think of what Toyota lost with it's safety issues not long ago. Consider the love people have for their youthful Honda Civics, and how it provides a rich customer base for today's Honda Pilots and Accords. Chevrolet recently aired an ad showing a pair of seniors going on a date--and reliving their youth as they drive along in their Chevy (a new one, of course).

Subaru has been doing very well lately, with the top manufacturer quality rating from Consumer Reports for 2012 as well as having sold lots of cars over the last few years during a down market. Surely even more folks will consider the brand after being moved by this new ad.

Toyota Camry - All New Again

Toyota's Camry is, along with the Honda Accord, the poster child for midsize family sedan in America. Hundreds of thousands pass through dealers to happy customers every year. Yet, change must come, and another generation of the Camry has arrived once again for 2012.

As the home of the Prius, Toyota has for years now offered a Hybrid version of the Camry, and I had the good fortune to drive one recently. The news is good. Although, for various reasons, the Camry can't touch the Prius for fuel economy, it nevertheless earned an impressive 35.6 miles per gallon during its week with me. I didn't drive it especially gently or carefully either. Seventy on the interstate, zipping through in-town traffic, and that's what I got.

Spending time in a Camry, while never a thrill, has always been pleasant, and the new car notches that up a bit. The trim feels a bit more upscale, and the seats feel more European-style firm. The dash has stitching along its edges--but when it meets the doors, they disappear. At the bottom of the dash center console, two plastic stitch "replicas" visually continue the look. That's what makes a Camry less than a Lexus; inside the latter, the stitching would be real throughout.

I liked the bright blue rings on the gauges--I'm not sure, but they may be part of the Hybrid package. Blue, it turns out, is the way manufacturers like to present "green." Think Mercedes Bluetec, for example.

The Hybrid gauges show where the energy is coming from and give a view into the battery's behavior. At the end of each trip you get graded, too. On my last trip, a commute to work, I earned 43.9 mpg and an "Excellent." Gee, thanks, Camry.

The easiest-to-buy Camry L starts at $22,715. My Hybrid XLE (the upper version) ran $34,617. But it had packages added, included the Leather package with ultrasuede seating (sweet).

Now in it's seventh generation, the Camry remains clean and conservative, but with a subtle, careful restyling and some surprisingly sharp-looking taillights, it keeps up a nearly 30-year tradition.

Toyota Yaris- New Baby

With Scion designed to attract youth to the Toyota franchise, what role does the small Yaris have? Well, it does share some pieces of its platform with Scion's entry point--the XD -- but it is a popular car in Europe and is available, so why not sell it here in the U.S. as the baby Toyota? It follows in the footsteps of the Tercel and Echo as a chip off the old Camry.

The 2012 model is heavily revised. All-new styling is more aggressive and interesting, and it's all on top of a platform with a two-inch longer wheelbase and nearly three-inch-longer body. You can get it as a five-door or three-door hatchback -- no sedan.

The inside is much nicer looking and feels more upscale. There's even some padding on the dash--a place that looks like it got some real attention and wasn't just plopped in there on a budget. It feels closer in design to the new Camry--which is a compliment. And Toyota claims it put in more sound deadening material, so it is actually quiet in there.

The car is not a powerhouse--with just 106 horsepower and 103 lb.-ft. of torque from a liter and a half, but the car is not slug-like. I was fortunate to be given a Lagoon Blue Mica SE model with manual five speed--the sportiest version. You can also get the basic L or the volume LE model, which has more of the features folks want--like power windows. It's interesting to me that you can get the more fun five-speed manual (should be a six) with only the base L (for cost) or the SE (for sport) but the LE, which is surely the volume model, comes only with a four-speed automatic. Toyota knows the American market.

The price-leading L starts at just $14,875 (including shipping). My SE came to $17,340--with no extra options.

But who needs them? The SE has a leather wheel and shift knob, a decent sound system, Bluetooth connectivity for your phone (although the pairing method was a bit difficult to understand). It's also bristling with safety equipment (9 airbags) and has front and rear disc brakes, a body kit, 16-inch alloy wheels, and more.

You don't get everything in this level of car--no heated seats, the power window doesn't go up with one touch, and the center console looked and felt cheap. But it was actually fun to zip around in the car, and it delivered 33.1 miles per gallon--right what the EPA says it should (30 City, 38 Highway, 33 Average).

I had a chance to park my tester next to my friend Chris' last generation model. You can really see the difference.

With gas hitting $4.30 for regular, little cars are going to be big again, and the Yaris is a better way to go in 2012.

1947 Plymouth Sighted - a Happy Moment

Commuting back and forth to work 22 miles each way can become a grind. To ease the boredom, I listen to music, and that's fine. Sometimes I can use the Bluetooth connection and chat on the phone. But the real treat is to enjoy a car sighting--something special.

I've seen a late 1950's Chrysler, with its huge fins. Now and then a 40-year-old Volvo 1800s pops up, or even something like an original early 1970's Honda Civic. But when I see a car that's older than I am--it's pretty impressive.

Yesterday, on the way home, I saw that traffic was moving more slowly in the right lane. As I approached, in my futuristic silver 2012 Toyota Prius V, I saw why it was dragging. A 1947 Plymouth, serene in it's shiny tan paint and chrome bumpers, was rolling along at about 55 mph. Sweet!

The '47 was much like the '42, which was cut short for wartime production of military vehicles, so it looks especially tall and bulbous, even by the standards of the early 1950's. My scoutmaster, in the late 1960's drove a 1948 Chrysler that looked the same. What a fine beast that was--I rode in it at least once. A 20-year-old car really looked OLD back then, whereas a 1992 car on the road today wouldn't even attract attention.

I wonder what I'll see today? It'll be hard to top that Plymouth.

Hyundai Veloster - Just for Fun

The Banana Car. Photo: Boundless Captures

I just spent a fun week with the new Hyundai Veloster, a compact and quirky vehicle. Showing up in "26.2 Yellow" didn't hurt--and it led to me calling the stylishly tapered ride the "banana car."

Hyundai has been producing nicer and nicer vehicles as they learn the lessons that Toyota and Honda did years ago. The materials and fit-and-finish need to be good and the value has to be there too. My little yellow car came well equipped, especially with its Style Package and Tech Package, which delivered such things as 18-inch wheels with matching yellow inserts, a panoramic sunroof, a premium audio system and various styling extras.

The best part of the car though, was its odd three-door configuration (not counting the convenient hatchback). On the right, the car has typical sedan doors--and a side pillar between them. The rear door's handle is hidden in its extreme upper right corner trim, so it's not immediately obvious. The driver's side, however, is like that on a coupe--one long door. I had fun demonstrating this to incredulous fellow parkers. And the funniest part is the window button panel on the door -- with two on the right and one on the left (see photo).

The hatch, with its quick-remove cargo cover, meant I could carry my bass and other stuff easily. Rear seating had enough legroom but headroom was quite tight thanks to the fastback design.

The Veloster, at this point, comes with one engine--Hyundai's 1.6-liter, 138-horsepower 4. Through a welcome six-speed manual transmission, it averaged an even 30.0 miles per gallon and was fun to point and shoot down the interstate. If you're looking for more dramatic performance, wait for a turbo model, but 30 mpg is nice to have, too. EPA numbers are 28 City, 40 Highway, 32 Average.

The stylists went to town on this car. Outside, its a festival of curves and lines, with interestingly scooped out areas next to the taillamps that make them larger elements. The front wears the fierce look favored by Hyundais these days. Inside, the silvery trim is applied jewelry, keeping your eye moving around the cabin. It feels substantial. The best odd element is the pair of door pull rings built into the armrests that project upward several inches.

My car's base price was just $17,300, but came to $21,300, plus shipping.

I could live long term with this car--it definitely fits my personality--especially in yellow.

Kia Rio - Small Car, Big Step Up

When you're selling in the lower end of the car market, it's easy to be dismissed as a cheap "econobox." The Kia Rio could be treated that way--but it would be a mistake. For 2012, it's not only better looking, but has the feel, inside and out, of a real car that's worth buying for its own sake--not just for the price.

Much of the goodness is its looks comes from the happy fact that Kia's design chief, Peter Schreyer, used to design Audis for a living. Everything Kia sells is getting a profound upgrade, and now, Kia's smallest vehicle in America has been hit with with the beauty brush (the opposite of an ugly stick). From the large headlight pods to the subtle scoops on the sides to the tightly integrated high taillamps,this car looks the part of a scrappy little hatchback now--or a tidy sedan, depending on which you choose.

I just spent a week driving back and forth to work and all over the place in a Signal Red Rio 5-door hatch. I got 29.6 miles per gallon in the process. It would probably have been a little higher if I had the manual transmission, but that's still quite good for a regular, non-hybrid vehicle.

Regarding the manual, it's available--but only on the LX base model, so ordering one would preclude some items I'd want, including Bluetooth, telescoping steering column and the standard audio system. The automatic worked fine with the 1.6-liter, 138-horsepower four-cylinder engine, and it wasn't too noisy in the cabin.

And what an interior you get now with this little car. While sister division Hyundai revels in swoops and curves, the little Kia is chunky and Teutonic--more like a VW Golf--and the flat, matte-finish dash is just one area where you can see the influence. The door armrests felt a little "sticky" with their soft plastic coating, but the overall sense of high quality, good design and attention to detail makes this car a whole lot nicer than the Kia Sephia I tested back in 1994.

Yes, the bass fits in there fine when you flip down the rear seats and remove the cargo cover. I had the scroll as an armrest, and it was the one time when I was glad I had an automatic.

My car, with SX model, with shipping, came to $18,545. Prices start at $14,350.

Things are going very well for the Korean manufacturers in the U.S. now, and that's because they're delivering what customers want--looks, features and price-and it's all backed up with a 10-year warranty.

Hyundai Accent Amazes

I just spent a very happy week with the new 2012 Hyundai Accent. The Accent is the Korean manufacturer's smallest car sold in America. It competes with other entry-level cars such as the Ford Fiesta, Toyota Yaris and Honda Fit.

The Accent is all new for 2012, offering hatchbacks and four-door sedans in three trim levels. All wear the company's swoopy, sculpted styling that has helped make the midsize Sonata sedan such a hit. The look successfully scales down to the Elantra compact and the now the Accent.

I had the hatchback, in a sober gray worthy of a Mercedes-Benz, but the car managed to have a cuteness mixed with a confidence in its own wheelbase. Inside the car, the sweep of the dash and doors, nice fit of the panels, lack of cheapness and remarkable solidity was impressive. There was plenty of rear legroom for adults. Hyundai, and the Accent, have come a long way.

My car was an SE--the sporty model--and it had, hooray, a six-speed manual transmission. There aren't that many around any more, with even the lowliest economy ride proferring an automatic. As it is, Hyundai has chosen to offer the manual as standard and the automatic as optional in each line. That's commendable, as the Accent's cousin, the Kia Rio, offers a manual only in the base car.

My tester was not base. I enjoyed Bluetooth for my phone, Satellite Radio, air conditioning (really standard everywhere these days), power windows, locks and mirrors (also pretty ubiquitous). A leather steering wheel and shift knob gave an upscale feeling, and the design itself was just right. Compared to the Ford Fiesta, which is a little overstyled, it seemed to be a balance between youthful exuberance and the kind of environment you wouldn't mind occupying for a few hours a day without getting distracted.

The Accent uses a 138-horsepower 1.6-liter engine that moved the car along smoothly and quietly, and delivered 32 miles per gallon. That's quite good. The EPA gives it ratings of 30 City, 40 Highway (34 average) and Green Vehicle Guide numbers of 6 for Air Pollution and 8 for Greenhouse Gas (that's SmartWay-winning territory).

Prices start at just $12,545 for the GLS up to $15,895 for the SE, plus shipping. Hyundai vehicles have been attractively priced from the beginning, but they are today great cars to own and drive, even at the starting end of the market.

Acura TSX - More of What We Need

Giving the Germans a run for their money.

Acura was founded by Honda in the late 1980s to be an aspirational brand for the company. Folks loved their Civics and Accords (both of which were significantly smaller and less powerful back then), but Honda wanted to expand and felt that prospective buyers would be put off by a higher-priced Honda. Despite it's head start, Acura has lagged in perception below Toyota's luxury line, Lexus, which originated just a couple of years later.

The TSX is the heart of Acura, sitting in the Entry Premium category (high $20K - mid $30K). It's not too huge nor too small. It is actually the European Honda Accord, essentially--smaller and sharper than the now lumbering Accord sold (and built) in the U.S. In Europe, this is a sizeable vehicle, although it's fairly compact by American standards.

Competitors include the German trio: Audi A4, BMW 3-Series and Mercedes-Benz C-Class. There are Japanese competitors from Lexus and Infiniti, too, and the Volvo S60 can be considered part of the group, too. The TSX recently became available as a lean and handsome Sport Wagon (tested last year), which lets it compete with cars like the Audi A4 Avant as well.

My tester came with Acura's well-regarded 201-horsepower, 2.4-liter four-cylinder engine, but there's also a potent, 280-horsepower V6 available. The four got 25.9 mpg during its stay with me, which matches up nicely with what the EPA awards it. The six is rated at 23 mpg average--not that much worse for it's significant power gain. The V6 lets the TSX match up with the V6-powered versions of the above-mentioned cars, which is important if you want to reach that entry premium buyer.

The four-cylinder car is offered with an automatic or a manual six-speed (yes, it helps compete against the Audi and BMW), but the six comes only with the automatic.

I like nice cars that drive well and have good sound systems and are filled with electronic goodies. But the demographic for the four-cylinder model is age 28 to 34, college educated, about evenly split male/female. Two out of three's not bad, I guess. The V6 model is targeted at a somewhat older buyer, more heavily male.

The TSX has a nicely crafted feel inside, with lots of buttons all over the console, dash, doors and steering wheel making it feel a little like a jet. The exterior wears the requisite edginess that Acura is using to define itself these days--but the shovel nose has been toned down a bit. Take a look.

If you're willing to look at the whole package and keep an open mind, a TSX could be a nice alternative to the Germans you've dreamed of owning.

Video by Chris Kidwell.

Cars of the (Sustainable) Future

It's a tough time in the automotive business now. Most of the companies are struggling to sell enough vehicles to make a profit, GM and Chrysler are emerging from bankruptcy, Saab is R.I P. But there's more. The manufacturers will have to meet greatly increased environmental standards.

The corporate Average Fuel Economy (CAFE) standards in the U.S. now require that a manufacturer's cars average 27.5 miles per gallon. However, plans by the president would move that to 54.5 mpg by 2025. That's a huge jump, but it's based on many factors, including environmental concerns and a depleting supply of oil.

Manufacturers have explored alternative vehicles for years. Hybrid vehicles, exemplified by the Toyota Prius, can achieve higher fuel economy and run more cleanly, but there are also electric cars such as the Nissan Leaf now on the market, and other options includes (clean) Diesel vehicles, offered by multiple manufacturers, plug-in hybrids, such as the Chevrolet Volt, and in an emerging technology, hydrogen-powered fuel-cell vehicles. There are also numerous efforts to bring greater efficiency to existing gasoline vehicles, such as Mazda's SKYACTIV Technology.

It's not a time to worry about the shape of a fender or how fast it'll go. There are some certainties and some uncertainties, but one thing is clear--to meet that 54.5 CAFE standard, something major is going to have to change.

Yesterday, at the Future Cars, Future Transportation Forum, put on by the Western Automotive Journalists (WAJ), I got to drive several vehicles that will be doing their part to help in this effort. I also got to hear industry experts from several manufacturers and two writers from major automotive publications give their thoughts on what's coming. Local TV station KGO Channel 7 covered the event.

My first drive was in the Mercedes-Benz B-Class F-Cell electric vehicle. It's a compact hatchback, small but not teeny, that uses a hydrogen-powered fuel cell. Fuel cells generate electricity electricity in a chemical reaction between hydrogen and oxygen that yields only pure water vapor. It sounds like a dream come true.

But--the downsides include the need to manufacture the hydrogen (it's everywhere, but not in the form you need for the car) and the biggest issue of all--there's no infrastructure. There are 250,000 gas stations in the country but virtually no hydrogen stations. Los Angeles has a few, and that's where you can lease one of a few initial Mercedes B-Class F-Cells.

Driving the car on a short test loop showed that besides being a very sweet little people carrier (with Mercedes styling), there is absolutely no loss of performance or utility running on hydrogen. Smooth and silent, it would be a guaranteed winner, if there was a place to fuel it. And--what would it cost? That could be a problem, at least until enough were produced that economies of scale kicked in.

I also sampled Toyota's FCHV-adv, fresh fuel cell technology in a previous-generation Toyota Highlander body. Like the Mercedes-Benz, it drove very nicely and quietly. Toyota has been working on this problem for decades. This latest model has improvements to the cells, the control system, the tanks, cold-weather startup, fuel efficiency and cruising range. But there are still no hydrogen stations around.

Electric vehicles have been in the experimental stage for many years and have even been on the market for limited purposes, essentially overgrown golf carts. The Nissan Leaf represents the first viable "regular car" that you can buy. I tested one recently, but at the event, I got to sample Mitsubushi's i-MiEV, a compact hatch that looks like a future pod more than anything else on the road. The bottom line? It drove silently and smoothly, like one would expect. It has rear seats that fold down and a handy hatch, a pleasant, if simple linterior, and would serve my personal commute needs exactly. However, Like all electrics, with the possible exception of the $100,000 + Tesla Roadster, it has a range of less than 100 miles, though, and would cost nearly $30,000 before national and state rebates dropped it down closer to $20,000. Dave Patterson of Mitsubishi is enthusiastic about the future of electric cars, and told us that the company will introduce multiple electrics over the next few years, including a crossover that seats seven.

The problems with electric cars, besides range, include the time (hours) it takes to refill the tank. With improvements in battery technology and quick charging, electric cars will have to play a big part in the future automotive market to help meet the CAFE standards.

The Chevrolet Volt tries to work it both ways by giving about 35 miles of service on pure electricity before switching to a hybrid mode, in which a gasoline engine kicks in to power the electric motor. It seems like an interim solution, but the Volt I drove yesterday felt solid, and with all its colorful displays inside, it would be  very entertaining for a while. If you had a 15-mile commute each way, you could end up using no gasoline at all. 

What about simply improving the cars we already have? Mazda is attempting this with the SKYACTIV Technology. I drove a Mazda3 with this recently, and also took a short run at the event. Nice: a six-speed manual for sportiness. The friendly Mazda rep explained the changes in the engine and transmission, and how the technology would include many more aspects in upcoming vehicles, including the brand-new CX-5 crossover, which will be out very soon. The experts in the panels all agreed that the internal combustion gasoline engine was going to be around for a while, so improving every aspect of it, and the cars that use it, makes a lot of sense.

Diesel cars have been around for a long time. Mercedes-Benz has sold tons of them. Nowadays, Volkswagen is a major Diesel marketer in the U.S. I drove the brand-new Passat TDI, which boasts amazingly high fuel economy (43 mpg Highway) and a huge range of nearly 800 miles! The downside of Diesel is that it's still burning a fuel, and Diesel emits more particulate matter than gasoline. But as a short-term solution, especially towards hitting that 54.5 mpg average, it's a player. And the performance can be quite thrilling with its high torque.

So, what's coming? None of the expert panelists could say for sure, but they all agreed that for a technology to have an impact it would have to represent at least 15 percent of the automotive market. Today, none of these alternative vehicle types comes close. Even the ubiquitous Toyota Prius barely makes a dent.

It's going to be very interesting, and 13 years is not a long time to get this very important job done.

Honda Civic Natural Gas - A Clean Alternative

In 20 years of automotive testing, it's rare when you get to drive something for the first time. Well, I just did. I spent a week with the Honda Civic Natural Gas, which runs on, that's right, compressed natural gas (CNG). While Honda has offered the GX model in small quantities over the last several years, particularly to fleets, it now has "Natural Gas" emblazoned on the trunklid, with a blue CNG diamond below it, and plans to make the car more widely available.

The CNG sticker, apparently, is for emergency crews so they'll know that instead of a normal gas tank, your vehicle has an 8-gallon (equivalent) one, which is not only holding the fuel in a gaseous state at 3,600 psi but takes up most of the trunk (behind a panel).

The good news is substantial. I averaged 30.5 miles per gallon (the EPA says 31), which is very slightly lower than a normal Honda Civic. Posted EPA scores are 27 City, 38 Highway. There was no difference in driving the car from the typical pleasant Civic experience, despite a difference of 30 horsepower (110 vs. 140). And the thing runs extremely cleanly thanks to CNG's inherently more efficient combustion. The EPA numbers are 9 for Air Pollution and 8 for Greenhouse Gas compared to 6 and 7 respectively for a standard Civic.

CNG is less expensive than gasoline. I paid $2.40 and $2.50 per gallon (equivalent). Oh, and CNG comes from the USA--not on tankers from hostile nations.

The bad news? Well, with a 250-mile range and few available filling locations, you've really got to watch your fuel gauge and plan ahead. I made two fuel stops instead of one during my test week. Also, the car is more expensive than a standard Civic. List price for my car, with the Navigation system, came to $28,425, which is a lot for a compact car with cloth seats and a plastic steering wheel. It costs money to modify the Honda engine and tank to accommodate the different fuel, which is delivered at higher pressure. But those are the only downsides.

I had two "learning experiences" filling the tank. It doesn't take long, but you do need to go to places you normally don't. In my case,  I visited the north and south ends of the San Francisco Airport, where two companies, Clean Energy and Trillium, offer unpretentious accommodations. You might drive right past the little row of pumps without even noticing unless you go to the websites and get the information. Both locations had attendants, and I needed both of them.

The first station, Clean Energy, had a short video training built into the pump that I had to watch before pumping. It explained the method of clamping the filler nozzle onto the slim chrome filler in my car and working the pump. Unlike a typical gasoline pump, this one not only shows gallons and cost but also percent of full. At 100 percent, you carefully remove the nozzle and you're done. See a short video by my friend Chris.

Trillium provided a different type of connection but was basically the same. They didn't require any video viewing, but I might have liked one. They had a list of steps posted on the side of the tank, but I needed the attendant to show me that I left a lever up, which is why the system didn't know I was finished.

If you don't plan on making too many long trips this car could work great for you. That's why fleets, in which the vehicles have specific routes and the company can run its own fueling stations, have been the primary clients for CNG cars. The Civic, at this point, is the only standard CNG car you can buy. My companions at the filling stations were shuttle buses and commercial trucks. Some municipal buses fleets use CNG, and I can see that it would be handy. Surely someone else could offer a CNG car, right?

Mazda3 - Doing the Job Well

I was expecting the Mazda3 five-door I tested to do a fine job of hauling me and my stuff in comfort and economy, and it certainly did so. It has been on my short list of "Cars I'd Buy" for quite some time.

As a compact wagon, it's the perfect car for efficient commuting during the week and carrying lots of gear on the weekend. I carry a bass and amplifiers, so that's easy. You may have camping gear or make periodic trips to Costco. Same difference. The rear seats flip down easily (and feel very lightweight when you release the catches on them). When the seats are up you can put real people in the back. Four might be happier than five, but three slim folks in back is do-able.

With its 2.0-liter, 155-horsepower engine, the Mazda3 delivered 32.7 miles per gallon--that's against the EPA's 27 City, 38 Highway (31 Average) scores. So--I outdid the EPA this week, for a change. Mazda is touting its new "SKYACTIV" Technology, which is their way of saying they worked on many of the details of a conventional powertrain to increase efficiency. EPA Green Vehicle Guide scores of 9 for Air Pollution and 7 for Greenhouse Gas, along with those favorable mpg numbers, make this a great choice for anyone who wants to go green without spending the extra money for a hybrid.

My tester came with a six-speed manual transmission, so it felt sportier--and a little more like its MX-5 Miata cousin. An automatic is also available, and it increases the fuel economy by 1 mpg.

Other than a mediocre audio system (and no USB port or satellite radio) I was happy all week in my tester. And the price brought a smile too--just $19,745, including delivery.

2013 Ford Fusion - European Beauty Comes Stateside

Ford has been doing everything right lately. Alan Mulally, it's visionary president and CEO since 2006, has helped the company weather the storm of the last few years while building up a new lineup of vehicles. Some of these, such as the subcompact Fiesta and compact Focus, have their origins to Europe, and add the graceful aesthetics and taut packaging that's expected there.

With the arrival of the surprisingly beautiful Fusion, Ford's lineup is now completely refreshed. Sitting in the volume middle of the product line and competing with midsize entries from Toyota, Honda, Nissan, Chevy and others, it looks like another winner from the blue oval folks.

Ford introduced the Evos concept car last year with a new look--a pretty face with lean headlamps and a finely detailed grille like an Aston Martin. It signaled a new look for Ford, and the Fusion gets it. And, the car will offer gasoline, hybrid and plug-in hybrid versions, so it can give Prius shoppers something different to consider.

The new Fusion is due out in the second half of this year.

Acura ZDX is Certainly... Different

The Acura ZDX stands out. I especially noticed this last weekend, when I parked my test car next to another ZDX. The two together (facing different directions thanks to the other driver's backing in) emphasized the car's unusual proportions and edgy shape.

The ZDX is an upscale crossover vehicle. That means it rides high like an SUV but doesn't have the boxy profile or the great headroom. With its swept back windshield and low windows, I actually bumped my head getting in one time--and was much more careful after that.

But what an interior. Sumptious leather heat/cool seats, a generous, stitched leather swatch of golden brown leather across the dash and doors, handsomely turned out metallic (looking) console and dash trim, and the kind of overt, in-your-face styling that remains interesting to the eye.

The fittings feel very firm and solid--carved from one piece--and the performance from whats under the pointed hood is impressive too. You get 300 horsepower from a 3.7-liter V6 and it's right there and ready to rock with a touch of your right foot. Super Handling All-Wheel Drive (SHAWD) keeps you in place even in inclement weather.

Fuel economy is 16 City, 23 Highway--average 19. I got 17.4 mpg over a week of driving, much of it freeway. Premium fuel is specified.

You'll pay for fuel and you'll pay to buy this luxury ride. Base price is $46,020, but if you want the Advance Package, which came on my tester, expect to pay $56,520.

But with that package, you've got a high tech marvel at your fingertips. The Advance Package includes Navigation, a super premium 10-speaker audio system, and special goodies like an adjustable suspension (comfort or sport--I left it in the latter), adaptable cruise control (keep a set distance from the guy in front), and the great safety of a blind spot warning system. With the limited visibility of this hunkered-down ride, that last feature will pay for itself every day.