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New microcar big inside, small outside.

The latest addition to Toyota's younger, funkier brand is the pint-sized 2012 Scion IQ microcar. Scion, which boasts the youngest customer base in the industry, is hoping the IQ will be snatched up by hip, trend-setting city-dwellers seeking easy maneuverability and admirable fuel economy.

Although one would expect cars in this segment to be hopelessly cheap-looking, the Scion IQ does a decent job striking a balance between quality and economy. Bold exterior styling, consistent with the Scion brand, helps to fend off any would-be bullies. But let's be clear, you're not going to look macho driving down the road in a Scion IQ. But at least it won't look like you're piloting a rollerskate, either.

Powering the 2012 Scion IQ is a 1.3-liter, four-cylinder engine that makes a modest 94 horsepower and 89 pound-feet of torque. A Continuously Variable Transmission (CVT) kills some of the fun but, on the upside, helps to achieve an estimated 37 miles per gallon combined.

Sure, the car is tiny, but it doesn't feel that way inside. Several features enable the IQ to stay small without forcing occupants to feel like sardines. It's proportionately wider than other cars, allowing not only more space, but a greater sense of confidence on the road. In the cabin, that means an offset passenger seat along with thinner seat backs to give rear passengers more space. Under the hood, it's smaller, more compact components such as the front-mounted differential and air conditioning unit, as well as a high-mount steering rack with electronic power-steering. Underneath, a flat gas tank beneath the floor reduces rear overhang.

The 2012 Scion IQ's closest competitors appear to be the Smart ForTwo hatchback and the Fiat 500. Dimensions-wise, the 2012 Scion IQ sits in between the two (20 inches shorter than the Fiat, but 14 inches longer than the Smart). The IQ could even be considered an alternative to the Mini Cooper. And while the IQ's base price seems fair at around $16k compared to the latter, that's not a lot of car for the money. Pricing for all accessories is not yet available, but springing for navigation, upgraded audio and suspension enhancements skyrocket the IQ's sticker price to nearly $20k. So unless you live in a congested area and are specifically looking for a diminutive footprint to ease urban parking woes, you might get more bang for your buck with larger vehicles such as the Mazda2, all-new Hyundai Accent, Ford Fiesta or Honda Fit.

Sometimes when you least expect it, a star is born.

Buick compares the new Buick Verano to the Lexus IS 250 and Audi A3, and you'll get no dubious looks from us. When you consider the Verano costs thousands less, it looks even better. There's a healthy warranty of 4 years and 50,000 miles.

The Verano is a great looking car, with sleek stocky lines. Beautiful in black (Black Onyx), maybe better in chocolate (Mocha Bronze Metallic). It totally pulls off the wedge look, with a short nose, steeply raked windshield, and good character lines. It will be an impressive car to drive around. That's what Buicks have always been, and what they're supposed to be. What's especially impressive about Verano is that it's a compact car. It's six inches longer than the Mazda3, and three inches longer than the Lexus IS 250.

The interior is classy, with a rugged cloth upholstery in the base model and excellent leather especially in a rich brown. Interior shapes are smooth and the trim elegant, especially in satin bronze with brown leather. The center stack is powerful and graceful, bucket seats exceptional, and gauges beautiful.

We were impressed with the sporty character of the Verano. Cornering, transmission, suspension and engine, all aces.

The 2.4-liter Ecotec engine with direct injection and variable valve timing makes 180 horsepower and 172 pound-feet of torque, and that's enough for most situations. It's notably smooth and exceptionally quiet. A new 6-speed automatic transmission reacts appropriately whether you're driving casually or hard on the gas.

The Verano finds that sweet spot between good cornering and comfortable ride, a benefit of its Z-link rear suspension. We found the handling crisp and responsive. The brakes were firm, also.

Buick has pulled a complete 180 in the past five years, revitalizing its lineup with well-crafted models and attracting younger buyers. These younger buyers apparently want smaller, more efficient premium vehicles and Buick plans to keep chasing the trend with its compact 2013 Encore crossover.

Photo Gallery: First Look: 2013 Buick Encore – Automobile Magazine

Photo Gallery: First Look: 2013 Buick Encore – Automobile Magazine

New microcar big inside, small outside.

The latest addition to Toyota's younger, funkier brand is the pint-sized 2012 Scion IQ microcar. Scion, which boasts the youngest customer base in the industry, is hoping the IQ will be snatched up by hip, trend-setting city-dwellers seeking easy maneuverability and admirable fuel economy.

Although one would expect cars in this segment to be hopelessly cheap-looking, the Scion IQ does a decent job striking a balance between quality and economy. Bold exterior styling, consistent with the Scion brand, helps to fend off any would-be bullies. But let's be clear, you're not going to look macho driving down the road in a Scion IQ. But at least it won't look like you're piloting a rollerskate, either.

Powering the 2012 Scion IQ is a 1.3-liter, four-cylinder engine that makes a modest 94 horsepower and 89 pound-feet of torque. A Continuously Variable Transmission (CVT) kills some of the fun but, on the upside, helps to achieve an estimated 37 miles per gallon combined.

Sure, the car is tiny, but it doesn't feel that way inside. Several features enable the IQ to stay small without forcing occupants to feel like sardines. It's proportionately wider than other cars, allowing not only more space, but a greater sense of confidence on the road. In the cabin, that means an offset passenger seat along with thinner seat backs to give rear passengers more space. Under the hood, it's smaller, more compact components such as the front-mounted differential and air conditioning unit, as well as a high-mount steering rack with electronic power-steering. Underneath, a flat gas tank beneath the floor reduces rear overhang.

The 2012 Scion IQ's closest competitors appear to be the Smart ForTwo hatchback and the Fiat 500. Dimensions-wise, the 2012 Scion IQ sits in between the two (20 inches shorter than the Fiat, but 14 inches longer than the Smart). The IQ could even be considered an alternative to the Mini Cooper. And while the IQ's base price seems fair at around $16k compared to the latter, that's not a lot of car for the money. Pricing for all accessories is not yet available, but springing for navigation, upgraded audio and suspension enhancements skyrocket the IQ's sticker price to nearly $20k. So unless you live in a congested area and are specifically looking for a diminutive footprint to ease urban parking woes, you might get more bang for your buck with larger vehicles such as the Mazda2, all-new Hyundai Accent, Ford Fiesta or Honda Fit.

If Lincoln were a hospital patient, it would be in intensive care. Years of neglect and questionable product decisions have turned a once-proud brand into a luxury car afterthought. But according to Ford, that’s all about to change, and it starts with the Lincoln MKZ Concept on display at the 2012 Detroit auto show – a future vision of where the MKZ and Lincoln as a whole is headed.

Photo Gallery: First Look: Lincoln MKZ Concept – Automobile Magazine

Photo Gallery: First Look: Lincoln MKZ Concept – Automobile Magazine

All-new, and chic.

The more things change, the more they stay the same; that adage has applied to Subaru for decades. These concise, tough, traditionally plain cars have an exceptionally devoted following in the marketplace, largely because Subarus have the lived-in familiarity of a favorite pair of old shoes.

The skeletal aspects of the all-new fourth-generation 2012 Subaru Impreza, its structure, minimalist boxer four-cylinder engine and on-demand all-wheel-drive, follow faithfully in the Subaru tradition. But for 2012, something new, and almost un-Subaru, has been added.

The new 2012 Impreza is the most dashing, stylish car Subaru has ever dared produce. Dared? Yes. Given Subaru's conservative, don't-rush-me tradition, this 2012 Impreza is, in its own way, revolutionary. Subaru fully intends the new Impreza to continue to appeal to its traditional buyers on the basis of its sturdy, capable all-weather characteristics. But at the same time, Subaru hopes the new car will reach out to brand-new buyers with its well-styled looks.

With Subaru's penetration of the American market inching constantly upwards, its market share is 3.47 percent, the highest ever, the company has good reason to look beyond its current owner base for new sales. A primary obstacle is that, at present, few people think of Subaru as a sedan-maker; they are more inclined to associate the brand with crossover SUVs.

But the new four- and five-door 2012 Impreza models are mass-market sedans, or in the case of the five-door, wagon-like utilities. Though many American buyers eschew hatchbacks, the five-door Impreza is perhaps the most well-proportioned model of the line.

The 2012 Impreza is revolutionary in other Subaru-like ways. Its all-new 148-horsepower 2.0-liter four-cylinder engine, downsized from last year's 2.5-liter, produces similar power and performance, while increasing fuel efficiency by a massive 36 percent. At a stellar 36 mpg Highway/27 mpg City on the EPA cycle, the Impreza is the most fuel-efficient all-wheel-drive car in America. At the same time, while many competing cars continue to get heavier, the new Impreza, depending on model and equipment, has lost up to 165 pounds in curb weight, contributing to increased fuel efficiency.

Subaru has long established itself as a builder of rugged small cars. According to the company, 95 percent of Subarus sold in the past 10 years are still on the road. With the fourth-generation Impreza, Subaru fully expects to outsell the previous model, the best-selling Impreza ever. Only the loss of six weeks' production due to the tsunami in Japan slowed 2011 sales. But the efficient new 2012 Impreza, starting at the same base price as the 2011 Impreza, achieves a significant jump in efficiency, value for dollar and appeal. Subaru means to climb still higher in the market with a car that will beckon to more Americans.

Our 2011 Automobile of the Year didn’t earn a spot on our 2012 All-Stars list, but the Chevy Volt’s powertrain is still a massively impressive piece of engineering. The Volt’s key trick is a seamless transition between running on electricity and gasoline. The gas/electric drivetrain allows for roughly 35 miles of driving range using electricity stored in a large lithium-ion battery before firing up a small, four-cylinder gas engine for another 300 miles of range. The dual power sources offer all of the incentives of driving an electric vehicle — charging at home, cheap energy, and the potential for reduced emissions — while eliminating the inconvenience of limited range and slow charging times that afflict pure electric vehicles.

Photo Gallery: 2012 Chevrolet Volt – Editors’ Notebook – Automobile Magazine

Photo Gallery: 2012 Chevrolet Volt – Editors’ Notebook – Automobile Magazine

All Honda Accord models got a mild styling makeover for 2011, and there are no significant changes for 2012. Known in the car business as a mid-cycle facelift, the 2011 changes are about as extensive as any car gets between complete redesigns. They re-emphasize the Accord's conservative, upscale appearance.

The current-generation Accord sedan was introduced as a 2008 model, and it's larger than any before it. Although it competes in the mid-size market segment, the sedan is classified a large car by the federal government, based on interior volume. The Accord is more than four inches longer that the Nissan Altima.

The two-door Accord coupe is smaller than the sedan, both visually and by exterior measurements. Every dimension, save width, is two to four inches shorter than the sedan. The coupe looks lighter, more lithe.

The 2011 styling updates for the sedan and coupe won't be obvious from across a parking lot, but they're noticeable in details at closer range. The sedan's front bumper and grille, wedged between angular, jewel-like light clusters were re-shaped. The effect is a slightly more pronounced snout than before. In back, the lip of the trunk lid and the taillights have been tweaked for a crisper, even more substantial look.

In general, the Accords maintain their contemporary yet notably conservative design, highlighted by a strong character line that slopes down and forward like that of the Acura TL, though the Hondas are much less angular than the Acuras. All Accord variants maintain the Honda hallmarks of narrow windshield pillars and a low cowl that promote good forward visibility. The sedan's rear door pillars have a pronounced kink popularized decades ago by BMW, and the four-door Accord might be mistaken from a distance as a BMW 5 Series or some other European luxury sedan.

Once seated, the Accord driver can see the hood and the top of the fenders where they meet the hood, but the forward edges of the car are not so visible. The swept-back headlight housings minimize protruding corners and ease maneuverability, though it takes some familiarity before the driver is certain exactly where the corners of the car are. Many of the Accord's design elements are a product of auto/pedestrian collision standards. The wiper arm mounts are designed to break away when hit, for example.

Must all electric vehicles look like boring boxes? Volkswagen is answering with a resounding “no” at the Detroit auto show, by showing a new electric concept with a striking design. Based on the gasoline-powered Beetle coupe, the E-Bugster is a two-seat show car that blends the retro styling of the 2012 Beetle with the zero-emissions promise of an electric drivetrain.

Photo Gallery: First Look: Volkswagen E-Bugster Concept – 2012 Detroit Auto Show – Automobile Magazine

Photo Gallery: First Look: Volkswagen E-Bugster Concept – 2012 Detroit Auto Show – Automobile Magazine

All-new three-door coupe is a home run.

The Hyundai Veloster is an all new car, a unique three-door coupe, and out of the box it's a contender as a sporty economy car. Its new 1.6-liter engine is super smooth, makes 138 horsepower, and has all the right high-tech stuff, such as Gasoline Direct Injection (GDI), and Dual Continuously Variable Valve Timing (D-CVVT). With the manual transmission, it gets 28 city/40 highway/32 combined miles per gallon, as much as the Honda CR-Z hybrid (31/37). In a hard couple hundred miles, including two-lanes, freeway and city, we averaged about 29 mpg, with both the manual and dual-clutch automated manual transmission.

Much of the Hyundai Veloster was designed and developed in the U.S., most notably the rear suspension that gives Veloster an excellent all-around ride and makes it totally obedient. There are other good things to make the driving enjoyable. Steering is solid, secure, and gives great feedback; cornering is stable, the 6-speed manual gearbox is sweet; and the brakes are just right for a sporty car.

There's an available new 6-speed paddle-shifting DCT, or Dual Clutch Transmission, but we liked the manual transmission more. The DCT shifts aren't as sharp as Volkswagen's similar DSG; the Veloster's DCT feels more like an automatic transmission than a clutchless manual, and the paddles are poor.

The Veloster's styling gets a lot of looks on the highway, although we think Hyundai stylists went overboard with the scallops. However the farther back you stand to view the silhouette, the better it looks. The nose looks low, and from a three-quarter rear view, it looks tough on its haunches.

As a three-door coupe, it totally pulls off the two-door roofline. The third door is on the passenger side, hinged at the front like a real door; it's not the first three-door, but other cars have been awkwardly hinged at the rear. It's easy to climb in and out of the back seat, although there's only 31.7 inches of legroom back there. Total interior volume is best in the sporty compact class, beating the Scion tC and blowing the Mini Cooper out of the water.

The upholstery that comes with the Style Package is terrific. Interior details include nice console support at the right thigh, good feel with the three-spoke leather steering wheel, pleasing uncluttered gauges, and digital information that's easily accessed. There's a blind spot at the C-pillar over the driver's shoulder, and the horizontal structural support in the fastback glass liftgate restricts visibility, although Prius is worse and Honda CR-Z worst.

Model Lineup

All Hyundai Velosters are three-door coupes, differing only by transmission and package. Veloster M/T ($17,300) uses a 6-speed manual gearbox. Veloster DCT ($18,550) uses the automated dual-clutch transmission.

Standard equipment includes air conditioning with cabin filter, 196-watt AM/FM/XM/CD/MP3 audio system with iPod and USB jacks, Bluetooth, 7-inch touch screen, power everything, remote keyless entry, 60/40 rear seat, and 17-inch alloy wheels.

The Style package ($2000) includes 18-inch alloy wheels, chrome grille trim, foglights, panoramic sunroof, premium 8-speaker audio system, leatherette seats, leather-wrapped steering wheel and shift knob, and alloy pedals. The Tech package ($2000) adds navigation with rearview camera, rear backup beepers, different 18-inch alloy wheels, automatic headlamps, push-button start, and 115V outlet.

Safety equipment on all models includes six airbags (frontal, front side impact, curtains), stability control with traction control, ABS, tire pressure monitor.

We can’t look at any icon without understanding why it became an icon in the first place. Famously difficult to drive but incomparably rewarding to master, a Porsche 911 is the furthest thing from your loyal Labrador retriever: this bitch bites back. The 911 is always in charge, teaching its driver how to behave and not the other way around. The monster in the back of every 911 is loosely caged, ripping at its engine mounts, doing everything it can to pass the front wheels. The 911 is nearly fifty years old, but we know of no class-action lawsuits or Nader crusades to kill it. Why? Because everyone knows exactly what they’re getting with a Porsche 911.

Photo Gallery: German Icons 2012 Porsche 911 Carrera S – Automobile Magazine

Photo Gallery: German Icons 2012 Porsche 911 Carrera S – Automobile Magazine

Months: 4 Miles: 9796

Photo Gallery: 2012 Fiat 500 – Four Seasons Update – December 2011

Photo Gallery: 2012 Fiat 500 – Four Seasons Update – December 2011

The 2012 Mazda6 is a terrific entrant in the midsize class, with lots of room and refinement. It is definitely in the mainstream of midsize sedans, yet Mazda has maintained the exceptional driving characteristics for which the brand is well-known, a trait that should prove popular with those who enjoy driving and don't consider a car mere transportation.

NewCarTestDrive.com correspondent G.R. Whale reported from Los Angeles, with Sam Moses reporting from Washington state's Columbia River Gorge, and John F. Katz from south-central Pennsylvania.

The Wrangler is the Jeep franchise. It’s the rock on which the entire brand’s positioning is built. The Wrangler is not always be the bestselling Jeep (although through November of this year it’s ahead of the Grand Cherokee by a nose), but it’s the most important.

Photo Gallery: Driven: 2012 Jeep Wrangler Rubicon – Automobile Magazine

Photo Gallery: Driven: 2012 Jeep Wrangler Rubicon – Automobile Magazine

I have to be careful. There are a lot of police around today,” said Jurgen Weissinger. He’s the chief engineer for the complete Mercedes-Benz sports car line — and specifically for the highly camouflaged SL550 in which I was a passenger, the model to be revealed at the 2012 Detroit show. That we were rocketing uphill on a winding two-lane mountain road at about 110 mph made his words slightly inappropriate, but since the car felt as if we were proceeding quietly at half that speed, I was relaxed and just enjoyed the ride.

Photo Gallery: German Icons 2013 Mercedes-Benz SL – Automobile Magazine

Photo Gallery: German Icons 2013 Mercedes-Benz SL – Automobile Magazine

We can all agree on certain fundamental tenets of automotive wisdom. For instance, you generally shouldn’t have more than 300 hp going to the front wheels. To anyone who argues otherwise, I invite you to drive my grandfather’s Northstar-powered 1998 Cadillac STS. When you’re in the midst of a 45-mph burnout in the rain, you might ponder the vexing issue of weight transfer unloading the motive end of the car.

Photo Gallery: Dyer Consequences: Has Rear-Wheel Drive Reached Its Limit? – Automobile Magazine

It’s easy enough to lambaste the Routan for what it’s not — a “true” Volkswagen — but let’s instead focus on what it is: a competent minivan. Although some competitors pack their vans with widescreen entertainment for the kids, super-luxurious interiors, or dress-up kits that theoretically suggest manliness, the Routan seems to play the middle the field. Its exterior styling is handsome and pleasant, albeit somewhat pedestrian.

Photo Gallery: 2012 Volkswagen Routan SEL – Editors’ Notebook – Automobile Magazine

Photo Gallery: 2012 Volkswagen Routan SEL – Editors’ Notebook – Automobile Magazine

New styling, new powertrains and a sporty new R-Spec model.

Acclaimed for its smart styling, solid build quality and higher-end features found normally on more expensive marques, the Hyundai Genesis sedan has been a darling of automotive experts since it hit the U.S. market in 2008. And consumers seem to agree. Sales of the midsize four-door have been increasing every year since its introduction as a 2009 model. Many Genesis buyers are new to the Hyundai brand, abandoning more established makes and spawning more than one biblically inspired aphorism of how Genesis begets exodus.

The 2012 Hyundai Genesis gets refreshed front and rear fascia including tweaked headlamps and bumpers, a revised front grille and an integrated exhaust design, along with more upscale-looking exterior trim. New for 2012 are heated rear seats and a lane departure warning system, both included in the optional Technology Package.

Most significantly, the 2012 Genesis boasts new, more powerful and more efficient powertrains, including three gasoline direct injection (GDI) engines and Hyundai's first proprietary 8-speed automatic transmission.

Most 2012 Genesis models come with the base 333-horsepower 3.8-liter V6. For those who want more oomph, a 4.6-liter V8 version available in one nicely equipped trim level will get you a satisfying 378 hp.

Enthusiasts will salivate over the new 5.0-liter Genesis R-Spec for 2012, which cranks out a class-competitive 429 hp and 376 pound-feet of torque capable of a 0-60 mph time in just over five seconds, while still achieving a respectable estimated 25 mpg highway rating. The 2012 Hyundai R-Spec also gets a sport-tuned suspension, steering and transmission along with19-inch alloy wheels and unique headlamp trim.

In keeping true to its passion for drivetrain advancement, Hyundai's new 8-speed transmission with manual shifting capability (dubbed Shiftronic) was developed fully in-house. More gears, in addition to other features including skip-shift technology, help to reduce emissions and improve fuel economy. Purists will bemoan the lack of a manual gearbox on any 2012 Genesis models.

Hyundai would like us to believe the 2012 Genesis sedan competes head-to-head with midsize luxury four-doors such as the BMW 5-Series and the Mercedes-Benz E-Class. And while the Genesis sedan offers superb value over these German mainstays, it might be a tough sell for the badge-conscious. Plus, those who live in snowy climes might leave the Genesis off their lists for lack of a four-wheel-drive version. The V6-powered Genesis is best compared with midsize sedans such as the Chrysler 300 and Buick LaCrosse. Features and performance, however, are on par with luxury models like Lexus GS, Lincoln MKS and Cadillac CTS. The 5.0 R-Spec proves to be a good contender with the likes of the Infiniti M56S, but with a much lower sticker price.

Also compelling is Hyundai's Assurance trade-in value guarantee, which assigns a future value to a vehicle at the time of purchase, based on a 24- to 48-month time frame. This guaranteed value can then be applied to a future Hyundai trade-in, as long as it's within the 24- to 48-month period. Even if the car is worth more than projected at the time of trade-in, the customer gets the higher amount.

Whether it's a true luxury car in the minds of buyers, the 2012 Hyundai Genesis in all its incarnations remains a top choice, both on paper and on the road.

New T5 and R-Design models join redesigned lineup.

We said in our review of the redesigned 2011 Volvo S60 that it was a sports sedan that does it all. Well, not quite. The 2012 S60 R-Design, added to the lineup, does quite a bit more, in the areas of speed, handling and style, both exterior and interior.

The inline 6-cylinder S60 T6 AWD has been selling very well since its introduction last year, including 40 percent to women over the years, according to Volvo. Because it was all new for 2011, the S60 returns unchanged for 2012, but redesigned T5 and R-Design models have joined the lineup.

The S60 R-Design raises T6 horsepower from 300 to 325 hp, and torque from 325 foot-pounds to 354. This drops the 0-60 acceleration time from 5.8 seconds to 5.5. The sporty R-Design has a sleeker nose, firmer suspension, 18-inch wheels, more seat bolstering, unique steering wheel, and racier instrumentation.

The five-cylinder T5 front-wheel-drive model returns after two years away, with an all-new engine making 250 hp, a 6-speed automatic (replacing a 5-speed), better fuel mileage and a lower price.

Volvo suggests the S60 competes with the BMW 335i and Audi A4. It costs thousands less.

The Volvo S60 has beautiful lines that are carefully drawn. It's stylish, clean and sophisticated. Same with the interior, which features standard leather in the T6 and aluminum trim that looks like sculpture in some spots. The dashboard and center stack, with the optional 7-inch display screen, make the driver feel successful and in command.

The chassis delivers excellent handling. The all-wheel-drive T6 offers secure cornering and even the front-wheel-drive T5 features a system called Corner Traction Control by Torque Vectoring, which moves torque to the outside wheel/wheels to help steer the car around a turn and reduce understeer.

The S60 suspension was developed on old roads in the UK. The 2011 S60 redesign got shorter, stiffer springs, firmer bushings, more travel in the shock absorbers, and a new steering column with faster steering ratio, using front MacPherson struts and rear multi links. The T6 uses Volvo's Dynamic Chassis, while the T5 uses the Touring Chassis, the difference being in the stiffness of bushings, springs and dampers; but each chassis is available on the other car, should you want a soft T6 or firm T5.

In the S60 T6 there's also the optional Four-C active chassis offering Comfort, Sport and Advanced settings. The S60 R-Design has no settings, you get what it comes with, which is firmer than the Advanced setting on the S60 with Four-C. The S60-R pushes the limit of stiffness, but for Volvo enthusiasts won't cross it.

The T6 engine is a 3.0-liter turbocharged intercooled inline six-cylinder, making 300 horsepower and 325 pound-feet of torque at a low 2100 rpm. It's wonderfully smooth and quick when passing on two-lanes. It gets an EPA-estimated 18 City and 26 Highway miles per gallon. The pumped up S60-R gets the same fuel economy rating.

The new T5 engine is a 2.5-liter inline five-cylinder, iron block with aluminum cylinder liners, intercooled turbocharger, making an impressive 250 horsepower with 266 foot-pounds of torque, plus a feature that gives 295 foot-pounds of torque for 10 seconds. Zero to 60 mph can be accomplished in 6.8 seconds. Volvo estimates the T5 will get 20 city, 30 highway miles per gallon, and costs the 2012 S60 T5 costs thousands less than the prior model similarly equipped. The T5 uses a new 6-speed automatic. We think the T5 offers good value, considering its power, safety engineering, comfort and style.

The S60 R-Design makes 25 more horsepower and 29 more foot-pounds of torque than the T6, thanks to ECM programming for more boost, fuel, and sharper throttle response. It's quite noticeable. We drove the S60 T6 on the track at Oregon Raceway Park and the S60-R at Thunderhill in California, and the S60-R clearly runs harder. For the track, it's a good thing the suspension is stiffer. Despite Torque Vectoring, it still understeers when cornered at the limit (meaning the front tires lose grip before the rear tires).

Volvo has broken new ground in safety yet again. There's an optional system called Pedestrian Detection, which brings the car to a halt at any speed below 22 mph, without the driver's involvement, when a pedestrian is in the vehicle's path.

The S60 carries Volvo's Safe and Secure warranty plan, with free scheduled maintenance for the first 5 years or 50,000 miles, including wear and tear coverage and roadside assistance.

All-new three-door coupe is a home run.

The Hyundai Veloster is an all new car, a unique three-door coupe, and out of the box it's a contender as a sporty economy car. Its new 1.6-liter engine is super smooth, makes 138 horsepower, and has all the right high-tech stuff, such as Gasoline Direct Injection (GDI), and Dual Continuously Variable Valve Timing (D-CVVT). With the manual transmission, it gets 28 city/40 highway/32 combined miles per gallon, as much as the Honda CR-Z hybrid (31/37). In a hard couple hundred miles, including two-lanes, freeway and city, we averaged about 29 mpg, with both the manual and dual-clutch automated manual transmission.

Much of the Hyundai Veloster was designed and developed in the U.S., most notably the rear suspension that gives Veloster an excellent all-around ride and makes it totally obedient. There are other good things to make the driving enjoyable. Steering is solid, secure, and gives great feedback; cornering is stable, the 6-speed manual gearbox is sweet; and the brakes are just right for a sporty car.

There's an available new 6-speed paddle-shifting DCT, or Dual Clutch Transmission, but we liked the manual transmission more. The DCT shifts aren't as sharp as Volkswagen's similar DSG; the Veloster's DCT feels more like an automatic transmission than a clutchless manual, and the paddles are poor.

The Veloster's styling gets a lot of looks on the highway, although we think Hyundai stylists went overboard with the scallops. However the farther back you stand to view the silhouette, the better it looks. The nose looks low, and from a three-quarter rear view, it looks tough on its haunches.

As a three-door coupe, it totally pulls off the two-door roofline. The third door is on the passenger side, hinged at the front like a real door; it's not the first three-door, but other cars have been awkwardly hinged at the rear. It's easy to climb in and out of the back seat, although there's only 31.7 inches of legroom back there. Total interior volume is best in the sporty compact class, beating the Scion tC and blowing the Mini Cooper out of the water.

The upholstery that comes with the Style Package is terrific. Interior details include nice console support at the right thigh, good feel with the three-spoke leather steering wheel, pleasing uncluttered gauges, and digital information that's easily accessed. There's a blind spot at the C-pillar over the driver's shoulder, and the horizontal structural support in the fastback glass liftgate restricts visibility, although Prius is worse and Honda CR-Z worst.

Model Lineup

All Hyundai Velosters are three-door coupes, differing only by transmission and package. Veloster M/T ($17,300) uses a 6-speed manual gearbox. Veloster DCT ($18,550) uses the automated dual-clutch transmission.

Standard equipment includes air conditioning with cabin filter, 196-watt AM/FM/XM/CD/MP3 audio system with iPod and USB jacks, Bluetooth, 7-inch touch screen, power everything, remote keyless entry, 60/40 rear seat, and 17-inch alloy wheels.

The Style package ($2000) includes 18-inch alloy wheels, chrome grille trim, foglights, panoramic sunroof, premium 8-speaker audio system, leatherette seats, leather-wrapped steering wheel and shift knob, and alloy pedals. The Tech package ($2000) adds navigation with rearview camera, rear backup beepers, different 18-inch alloy wheels, automatic headlamps, push-button start, and 115V outlet.

Safety equipment on all models includes six airbags (frontal, front side impact, curtains), stability control with traction control, ABS, tire pressure monitor.

Fantastically long and low, with sheer fins and swooping bodies, they are dream cars on paper. But many of the drawings turned out in Detroit’s studios, such as those of early Motorama and other concept cars, were destroyed.

Photo Gallery: Old Dreams, New Art Form – Automobile Magazine

Photo Gallery: Old Dreams, New Art Form – Automobile Magazine

Although I rarely venture off pavement intentionally, when it comes to go-anywhere Land Rovers, I’ve long considered myself something of an internationally renowned expert. As mentioned elsewhere in the process of explaining a lifetime’s fascination with British cars, I grew up in Leonia, New Jersey, the proud but tiny New York City suburb where British Leyland, one-time makers of Land Rovers, situated its U.S. headquarters. In that parking lot I spent an inordinate portion of my childhood riding a bicycle around in circles, watching the British cars go by. In a coincidental but geographically unrelated note, my dad made the Land Rover his official campaign vehicle when he ran for president in 1964. He lost, but the Rovers were winners in my book. The unlimited utility, possibility, and off-the-graph coolness of these English alterna-Jeeps was already well known to me by the age of six, and I told anyone who could stand to listen.

Photo Gallery: Noise, Vibration & Harshness: Off-Road, Through The Canyons Of My Land Roving Mind – Automobile Magazine

Redesigned for 2012.

The 2012 Toyota Camry is the seventh generation, with redesigns coming every five years since 1982. Toyota claims that the new Camry is not only the current bestselling midsize sedan, but also the safest, quietest, and most fuel-efficient. Five models of the 2012 Camry range from the stripped-down L to the sport-tuned SE to the Hybrid.

New for 2012, the Camry hasn't changed its size, as the wheelbase, length, track and height are within fractions of an inch of those of the sixth-generation 2011 model. But the sheetmetal is totally new, and a new roofline makes it slightly more slippery. The 2012 Camry's lines are attractive, and it's clearly more contemporary than the 2011. What Toyota calls aero-corner design enhances this image. There are four new colors: Clearwater Blue, Attitude Black, Cypress Pearl and Cosmic Gray Mica.

The 2012 Camry interior is all new, both design and materials. Interior dimensions stay the same within fractions of those of the previous version. There's a bit more backseat legroom, and some interior parts have been thinned to create more eye, knee and elbow room. The instrument panel is pretty and functional, storage spaces well thought-out, and a 60/40 split rear seat is standard. A new leather dashboard is neat and stylish.

For powertrains, the standard I4 and optional V6 engines are carryovers from 2010 and 2011, respectively. Six-speed automatic transmissions are standard. The standard 2.5-liter I4 has double VVT-I technology, making 178 horsepower. The 3.5-liter V6 produces 268 horsepower. Fuel economy is an EPA-estimated City/Highway 25/35 mpg with the four-cylinder, 21/30 mpg with the V6.

We were impressed with such smooth and responsive acceleration from the standard four-cylinder while averaging 30 miles per gallon, and Toyota boasts a range of 650 miles.

The 2012 Camry boasts a new chassis with increased rigidity, using more high- and ultra-high-strength steel, as well as 56 more welded spots. It reflects ongoing research in impact energy management.

The tuned suspension in the Camry SE might be too firm for some; we didn't find the SE uncomfortable, but we did find the softer Camry XLE more relaxing around town. We preferred the SE's tighter steering in all circumstances.

The Camry Hybrid uses a new 2.5-liter Atkinson Cycle engine, with more horsepower and electric power than before. It feels like a totally different car than the I4 or V6, as it slows everything down and makes the vehicle feel bigger. The 2012 Camry Hybrid LE is rated by the government at 43/39 mpg, Camry Hybrid XLT at 40/38 mpg.

Automobile Magazine previews the 2012 Detroit Auto Show.

Photo Gallery: 2012 Detroit Auto Show – 2012 North American International Auto Show Preview – Automobile Magazine

Sporty midsize sedans and coupes.

The Nissan Altima is the driver's car among midsize sedans. For drivers who appreciate sharp handling, the Altima excels. It connects with its driver and inspires confidence. It's steady and predictable in extreme handling situations. As a tradeoff, its suspension is firm compared to other midsize cars, so it isn't as smooth over bumps.

Best known as a midsize sedan, Altima is also available in a coupe version.

Four-cylinder, V6, and gas/electric hybrid powertrains are offered. Each version of the Altima has sharper handling than is expected in a mainstream midsize car. This gives the Altima a unique place among the Honda Accords, Toyota Camrys, and Ford Fusions of the world.

The standard four-cylinder engine delivers ample power with good fuel economy. It is rated at 175 horsepower and 180 pound-feet of torque (170 and 175, respectively, in California). The available V6, closely related to the engine in Nissan's 370Z sports car, delivers exciting performance, with 270 horsepower and 258 pound-feet of torque.

The gas-electric Altima Hybrid boasts an EPA-rated 35 miles per gallon in the city, extending its range past 600 miles between fill-ups. The Hybrid features a less powerful version of the four-cylinder (158 horsepower) and an electric hybrid drive. Its electrically powered air conditioning works even when the engine is stopped.

Altima sedan models are equipped with a continuously variable transmission, or CVT, which works like an automatic but varies gearing and doesn't shift. Nissan has excelled at CVT technology. The coupe is available with a 6-speed manual transmission.

The Altima Sedan is comfortable, practical and well suited to growing families. It gives up little rear-seat room to the larger Nissan Maxima, with plenty of room in the trunk for luggage and cargo. In both the Sedan and Coupe, the Altima's cargo space can be expanded into the cabin, thanks to a standard fold-down, locking rear seatback.

The Altima Coupe two-door looks sportier than the Sedan. It sacrifices a substantial amount of rear seat room, however, and we'd say it's a car for two people.

The Altima model lineup fits a wide range of tastes and budgets. The base sedan begins with the essentials, while the generous list of options, most grouped into packages, allows equipping the Altima at luxury-class levels.

The 2012 Nissan Altima lineup carries over largely unchanged from 2011. The 2012 Altima 2.5 S sedan gets a new Value Package with Bluetooth connectivity, redundant steering wheel controls for audio and cruise, and a long list of other conveniences. Altima was last redesigned for the 2007 model year; the coupe was introduced for 2008. Altima was revised inside and out for 2010.

Drivers who put an emphasis on value for the money with a sportier feel than the average midsize car will find the Nissan Altima worth a look.

Prius adds a body style with utility.

The v in Prius v stands for versatility. The new Toyota Prius v uses the same powertrain as in the Prius sedan, with some 2012 improvements and upgrades, but what it's all about is the new wagon body that provides a 58 percent increase in cargo space.

Because it's 230 pounds heavier than the sedan, the Prius v loses 8 miles per gallon, as the EPA rating drops down to 44/40 mpg City/Highway from 51/48, on 91 octane fuel. It also loses some acceleration performance, again because of the weight. The v goes from 0 to 60 mph in 10.4 seconds, the sedan in 9.8 seconds. Those are not impressive numbers.

So the new Prius v is slower and more thirsty than the sedan, and is expected to cost about $4000 more. What you gain is family functionality. Prius v is 6 inches longer than the Prius sedan, 3.3 inches higher, and 1.1 inches wider, on the same track.

The Prius v is a handsome vehicle, resembling a swoopy small minivan, not unlike the Mazda5, or maybe like a big Honda Fit without the sharp edges. The nose sweeps sharply up to the A pillars and roof, about as wind-slicing as they come. The coefficient of drag is 0.29, very sleek for a an SUV-like vehicle. Toyota engineers paid careful aerodynamic attention to the bumpers, corners and roofline, as well as rocker panels, mirrors, wheels and wheelcovers, and it shows.

There are a number of battery cooling improvements to the Synergy Drive system for 2012 in the v. Some of these upgrades weren't even in the Lexus CT200h introduced for 2011, which might be considered the upscale Prius v.

With 34.3 cubic feet, the Prius v offers more cargo space than 80 percent of the compact SUVs and mid-size wagons on the market. The rear seats slide back for legroom, or forward to increase cargo space; they also recline, and there's an optional panoramic roof for sky-watching. The front seat folds flat, like the Honda Fit or Jeep Patriot. With that extra 3.3 inches of height and long rear doors, it's very easy to climb in and out of the back.

Standard equipment will leave you wanting for very little in the cabin, but if you want the nice SofTex leather-like seats, heated in front, you have to jump all the way up to a Prius v Five, the fully loaded model. The standard Prius v seats are fabric, and not very sporty or rugged.

Floor rigidity has been added to the v, which helps reduce interior noise, but it's still surprisingly buzzy in the cabin, mostly engine noise but also road noise. On the console, there's one simple HVAC dial, plus climate controls on the steering wheel. There are two gloveboxes, one of which rattled. The navigation system didn't fail during our drive, after we got used to its system of entering search words for the destination, something different.

In addition to Normal mode, there are three selectable modes: EV, or all-electric, with a very limited distance at 25 mph or less (if there's enough juice in the battery), most useful for underground parking garages; ECO, which minimizes fuel consumption by reducing the throttle opening and restricting the air conditioning; and Power for full acceleration. It automatically switches from ECO to Power when you step on the gas enough to need it. It needs it a lot.

The v uses the same CVT transaxle as the sedan. It's functional but boring. Around town you're not aware the CVT is there, which is how they're supposed to work.

The v handles and corners well, much like the Lexus CT200h. The Prius v is easier to drive around town than the sedan, with this nimbleness and especially its good visibility. Unfortunately the ride doesn't match the handling. The damping feels quite firm, so you feel every bump, and it's soon irritating. We found the same flaws in the Prius sedan: road noise and rough ride. It seems to be a Prius thing. Fuel economy good. Noise, vibration and harshness not so good.

Automobile Magazine previews the 2012 Detroit Auto Show.

Photo Gallery: 2012 Detroit Auto Show – 2012 North American International Auto Show Preview – Automobile Magazine

Redesigned with a new chassis, exterior and interior.

The Audi A6 has been redesigned for 2012. The all-new 2012 Audi A6 has a longer wheelbase than the previous version but it's shorter and wider, by small but noticeable amounts. A new body is better balanced and more athletic. It's a bit taller but improves the coefficient of drag of 0.26, as good as it gets. It's a very lovely car, especially in charcoal.

The A6 seats five, but it's a stretch. The rear center seatback doubles as a fold-down armrest so it's not contoured for a human back, and it straddles a driveline tunnel so spreads the unlucky passenger's feet. It's more comfortable for four people. Rear legroom of 37.4 inches isn't bad.

By streamlining the A6 fleet, Audi has redefined the car. Only two engines carry the A6 line now, when there had been five. The 3.2-liter V6, 4.2 V8, and 5.2 V10 have been benched, leaving the 2.0-liter I4 turbo that's becoming ageless, and the newer 3.0-liter supercharged V6.

The 2012 A6 3.0T is silky smooth, and fast. It gets 310 horsepower and 325 pound-feet of torque out of the 24-valve V6 using direct injection, supercharging and intercooling. The previous 6-speed automatic transmission is replaced by a flawless 8-speed automatic for 2012.

The 3.0T uses quattro all-wheel drive, which sets the front/rear power distribution at 40/60 percent for cruising, but depending on traction demands, can vary from 15/85 to 70/30. In its advertisements, Audi says the A6 makes 2000 decisions per second; many of them are about giving quattro what's needed. The 2012 A6 3.0T gets an EPA-estimated 19/28/22 mpg City/Highway/Combined. We got 31.6 miles per gallon on premium fuel, running with the cruise control set at 72 mph in the 3.0T. Puttering around town, we dropped as low as 16 mpg.

The 2012 A6 2.0T uses front-wheel drive and a CVT (continuously variable transmission). If you don't need all-wheel drive, the 2.0T looks good, because you get the same suspension, ride, looks and interior for about $8000 less. You also get 6 more miles per gallon: The government estimates the 2.0T at 25/33/28 mpg City/Highway/Combined, which appears to be best in class.

It's hard to beat the 2012 A6 interior for style and class. One arc flows gracefully into the next, on the dash and door panels, from vents to grab handles. On the 3.0T, the leather is grainy, wood is walnut, trim brushed aluminum.

The A6 went through 4000 crash simulations to reach its level of safety, with special attention paid to the front crumple zone, where structural cross members direct impact energy to two longitudinal members that deform in a controlled manner. In European crash testing from various directions, it's earned 5 stars.

The modern classic muscle car.

The Dodge Challenger brings muscle car performance and styling to everyday driving. The Challenger harkens back to 1970, and the current generation, launched as a 2008 model, amuses and delights us. For 2012, changes are primarily packaging.

The 2012 Challenger SXT name replaces SE as the entry-level Challenger. The Challenger SXT 3.6-liter Pentastar V6 produces 305 horsepower and 268 foot-pounds of torque. Added last year, the V6 engine's horsepower and smoothness were a major improvement, as was a 5-speed automatic transmission, but the Challenger is a big car so fuel economy is not its forte (EPA rated 18/27 mpg City/Highway). The base SXT comes reasonably well equipped and gives you the Challenger look and room for a modest price.

The 2012 Challenger R/T rumbles with a 5.7-liter Hemi V8. The V8 is rated at 372 hp and 400 pound-feet of torque with the 5-speed automatic, or 375 hp and 410 pound-feet of torque with the now-standard 6-speed manual. The Hemi uses a multiple displacement feature that switches off cylinders to save fuel, but EPA ratings are no better than 16/25 mpg. We think the Challenger R/T is a sweet spot in the lineup. It can be used as a daily driver with less intensity than the SRT8 (and considerable cost savings) yet it's sportier and more fun than the SXT. Challenger R/T is often compared with the Mustang GT and Camaro SS, although Challenger is a bigger car and a more comfortable cruiser.

The 2012 Challenger SRT8 392 is named after its Hemi V8's cubic-inch displacement (even though it's actually 391) and that of the legendary Hemi 392 engine of the late 1950s. The 2012 Challenger SRT8 392 comes with a 470-hp 6.4-liter Hemi V8 that includes cylinder deactivation technology. EPA ratings are 14/23 mpg. The 2012 Challenger SRT8 392 also gets a new steering wheel with heating, two-mode adaptive damping and a 900-watt Harman Kardon audio system. The SRT8 comes with big Brembo brakes, the firmest suspension and a limited-slip rear differential. We found the SRT8 392 fast and stable. It's ready to go to the track yet we think it's compliant and controlled enough that it you can drive it daily or just for weekend cruises.

The Challenger is an enjoyable muscle car. Driving it brings a smile to our face and it seems to light up others as well. Everyone seems to like the Challenger. We've driven all the models and like all of them. They all have their own merits but there are distinctions.

The cabin is mundane. Like muscle cars of the past, the Challenger is based on a sedan (the Charger) and the interior borrows heavily from existing materials. A new steering wheel for 2012 is an improvement and the new 392 sport seats hold you in place in corners and are designed to accommodate large drivers. Climbing into the back seat is a chore but once in we found it's fine for children, teens and the occasional adults.

Months: 4 Miles: 9796

Photo Gallery: 2012 Fiat 500 – Four Seasons Update – December 2011

Photo Gallery: 2012 Fiat 500 – Four Seasons Update – December 2011

Redesigned for 2012.

The 2012 Toyota Camry is the seventh generation, with redesigns coming every five years since 1982. Toyota claims that the new Camry is not only the current bestselling midsize sedan, but also the safest, quietest, and most fuel-efficient. Five models of the 2012 Camry range from the stripped-down L to the sport-tuned SE to the Hybrid.

New for 2012, the Camry hasn't changed its size, as the wheelbase, length, track and height are within fractions of an inch of those of the sixth-generation 2011 model. But the sheetmetal is totally new, and a new roofline makes it slightly more slippery. The 2012 Camry's lines are attractive, and it's clearly more contemporary than the 2011. What Toyota calls aero-corner design enhances this image. There are four new colors: Clearwater Blue, Attitude Black, Cypress Pearl and Cosmic Gray Mica.

The 2012 Camry interior is all new, both design and materials. Interior dimensions stay the same within fractions of those of the previous version. There's a bit more backseat legroom, and some interior parts have been thinned to create more eye, knee and elbow room. The instrument panel is pretty and functional, storage spaces well thought-out, and a 60/40 split rear seat is standard. A new leather dashboard is neat and stylish.

For powertrains, the standard I4 and optional V6 engines are carryovers from 2010 and 2011, respectively. Six-speed automatic transmissions are standard. The standard 2.5-liter I4 has double VVT-I technology, making 178 horsepower. The 3.5-liter V6 produces 268 horsepower. Fuel economy is an EPA-estimated City/Highway 25/35 mpg with the four-cylinder, 21/30 mpg with the V6.

We were impressed with such smooth and responsive acceleration from the standard four-cylinder while averaging 30 miles per gallon, and Toyota boasts a range of 650 miles.

The 2012 Camry boasts a new chassis with increased rigidity, using more high- and ultra-high-strength steel, as well as 56 more welded spots. It reflects ongoing research in impact energy management.

The tuned suspension in the Camry SE might be too firm for some; we didn't find the SE uncomfortable, but we did find the softer Camry XLE more relaxing around town. We preferred the SE's tighter steering in all circumstances.

The Camry Hybrid uses a new 2.5-liter Atkinson Cycle engine, with more horsepower and electric power than before. It feels like a totally different car than the I4 or V6, as it slows everything down and makes the vehicle feel bigger. The 2012 Camry Hybrid LE is rated by the government at 43/39 mpg, Camry Hybrid XLT at 40/38 mpg.

Months in service: Twelve
Miles to date: 29.323

Photo Gallery: 2011 Jeep Grand Cherokee Overland 4×4 – Four Seasons Update – November 2011 – Automobile Magazine

Photo Gallery: 2011 Jeep Grand Cherokee Overland 4×4 – Four Seasons Update – November 2011 – Automobile Magazine

SkyActiv technology improves fuel economy.

The 2012 Mazda 3 takes a leadership role in automotive engineering with what Mazda is calling SkyActiv technology, “an engineering philosophy that starts with a blank slate and open mind.”

The big change for 2012 is the introduction of a new 2.0-liter engine that gets Mazda's SkyActiv treatment, delivering a terrific 28 miles per gallon in the city, 40 mpg on the highway. In fact, during one good run with that engine, we got 43.7 mpg. The SkyActiv engine runs on Regular gasoline.

The 2012 Mazda3 lineup features two new SkyActiv transmissions to go with the SkyActiv engine: a 6-speed automatic and 6-speed manual. We found both worked beautifully.

One big styling change on all 2012 Mazda3 models is the nose. That big grin that's been fixed on the face of the Mazda3 for the past two years has been wiped off, replaced by a smile that's more reserved.

Because the Mazda3 was redesigned for 2010, including a lighter stiffer chassis and new interior, there aren't a lot of other changes for 2012.

For 2012, the old 2.0-liter engine remains in the base model. The 2.5-liter engine in the up-level s models is unchanged as is the 2.3-liter turbocharged Mazdaspeed3.

Mazda makes a claim for the new 3. “Our 40 is better than their 40,” they say, meaning zoom-zoom performance hasn't been compromised to hit 40 mpg. Not by hard tires, space-saving spares, or aerodynamic hubcaps. And “their 40″ refers to Hyundai Elantra, Ford Focus, Chevrolet Cruze, and Honda Civic, competitors that also reach 40 mpg, in certain models. Mazda says it offers the most optional extra equipment of any 40-mpg car, for example a Technology Package with blind spot monitoring system, adaptive headlamps and LED taillamps.

The 2012 Mazda3 looks better without that stupid grin. It's smoother, prettier and more aerodynamic, as the front fenders are also tweaked, puffed out forward of the wheels. The sedan has a 0.27 coefficient of drag, and the five-door is 0.29 Cd, strong numbers for a hatchback.

There's one change from the interior of the 2011 Mazda3, satin rings around the three climate knobs, for a reason Mazda actually tested with human beings. Recognition speed and accuracy, and that means less distraction. Every single control on the Mazda3 instrument panel is intuitive and easy to reach and use. The center stack is clean, the gauges clear, and digital information accessed by a thumb scroll on the steering wheel. Mazda3 comes standard with steering-wheel controls.

The Mazda3 sedan's trunk has 11.8 cubic feet of space, and the hatchback has 17 cubic feet behind the rear seat. Both come standard with 60/40 split folding rear seats, and they fold nearly flat, so the cargo space can be expanded enormously. In a pinch, the sedan can carry most of what the hatchback can.

In a day of hard driving on the Angeles Crest Highway and on some mountain roads in Southern California, we couldn't find a flaw in the 2.0-liter SkyActiv powertrain. We tested it hard, and it worked.

The 2012 Mazda3's 2.0-liter SkyActiv engine makes 155 horsepower and 148 foot-pounds of torque; good hp, excellent torque increase for the 2012 models. Enough for plenty of acceleration, with the new 6-speed automatic transmission working beautifully with the available torque. At 70 mph the engine spins at a leisurely 2200 rpm, smooth and silent. With the 6-speed manual, it runs 70 mph at 500 rpm more, still can't really hear it.

Government fuel economy estimates for the new 2.0-liter SkyActiv engine were not available when this was written. Mazda officials place it at 28/40 miles per gallon. We got 29.5 mpg driving it hard over the curvy 4910-foot-high Angeles Crest Highway east of Los Angeles, and 43.7 mpg returning to the city mostly on the freeway, running 65-70, accelerating and decelerating with the fast flow of traffic.

The 2012 6-speed automatic will downshift aggressively, and upshift at low rpm; few do that. It will do what you ask it to, and no more, quicker and smoother than before. The SkyActiv goal was to make it upshift as fast as a twin-clutch automatic manual, and 15 milliseconds is the result.

The 2012 6-speed manual transmission also went SkyActiv. This goal was to make it feel like the Miata MX-5 gearbox. Bushings were changed to bearings, shafts re-splined, and oil reservoirs shrunk and moved, all to shorten the throw of the shift lever, from 50mm to 45mm, without making it feel heavier. That's about one-fourth of an inch. Shortest throw of any passenger car, claims Mazda.

The suspension on all 2012 Mazda3 models has been tweaked to deliver a more European feel. We ran a lot of harsh patchy pavement on curvy roads, and it wasn't quite a sport sedan, but the feedback was direct, driven hard with the 6-speed automatic transmission in Manual mode. The harsh patches never made the ride uncomfortable.

As for the 2.5-liter engine, with 167 horsepower and 168 pounds of torque, it gets the job done with room to spare. The best happens when the tachometer swings through the 4500-4800 rpm range and keeps pulling to near redline. It climbs hills confidently and cruises on the highway effortlessly. Of course you pay for the power, as it only gets 22/29 mpg with the automatic.

For 2012 there are also a number of changes to the packages and standard equipment of models, mostly 2.5-liter S models. Price increases reflect this, although Mazda says that when weighed in the context of equipment against 2011, prices don't change much.

New microcar big inside, small outside.

The latest addition to Toyota's younger, funkier brand is the pint-sized 2012 Scion IQ microcar. Scion, which boasts the youngest customer base in the industry, is hoping the IQ will be snatched up by hip, trend-setting city-dwellers seeking easy maneuverability and admirable fuel economy.

Although one would expect cars in this segment to be hopelessly cheap-looking, the Scion IQ does a decent job striking a balance between quality and economy. Bold exterior styling, consistent with the Scion brand, helps to fend off any would-be bullies. But let's be clear, you're not going to look macho driving down the road in a Scion IQ. But at least it won't look like you're piloting a rollerskate, either.

Powering the 2012 Scion IQ is a 1.3-liter, four-cylinder engine that makes a modest 94 horsepower and 89 pound-feet of torque. A Continuously Variable Transmission (CVT) kills some of the fun but, on the upside, helps to achieve an estimated 37 miles per gallon combined.

Sure, the car is tiny, but it doesn't feel that way inside. Several features enable the IQ to stay small without forcing occupants to feel like sardines. It's proportionately wider than other cars, allowing not only more space, but a greater sense of confidence on the road. In the cabin, that means an offset passenger seat along with thinner seat backs to give rear passengers more space. Under the hood, it's smaller, more compact components such as the front-mounted differential and air conditioning unit, as well as a high-mount steering rack with electronic power-steering. Underneath, a flat gas tank beneath the floor reduces rear overhang.

The 2012 Scion IQ's closest competitors appear to be the Smart ForTwo hatchback and the Fiat 500. Dimensions-wise, the 2012 Scion IQ sits in between the two (20 inches shorter than the Fiat, but 14 inches longer than the Smart). The IQ could even be considered an alternative to the Mini Cooper. And while the IQ's base price seems fair at around $16k compared to the latter, that's not a lot of car for the money. Pricing for all accessories is not yet available, but springing for navigation, upgraded audio and suspension enhancements skyrocket the IQ's sticker price to nearly $20k. So unless you live in a congested area and are specifically looking for a diminutive footprint to ease urban parking woes, you might get more bang for your buck with larger vehicles such as the Mazda2, all-new Hyundai Accent, Ford Fiesta or Honda Fit.