New car reviews

Review: 2013 Volkswagen Jetta Hybrid

June 18, 2013 by Tom Williams Leave a Comment

Between Asian, American and European auto makers, it is an understatement that the Europeans have been, to put it mildly, reluctant about hybrid technology. What’s not to like about hybrids? Stellar fuel economy is a good thing, right? Sure it is, but keep this in mind: Europeans have been living with mega-high gas prices for decades, and embraced the diesel engine as the fuel-sipping motor of choice. Providing bucket loads of torque, smooth performance and clean emissions that appeal to their domestic market, you can see why European car companies are not throwing all their chips into the hybrid car idea.

And that philosophy works fine…in Europe. In North America, the perception of the diesel engine seems permanently stuck in 1982. Memories of your quirky neighbor’s Mercedes-Benz 240D or Peugeot 505 belching black smoke or your uncle’s Oldsmobile diesel self destructing every 2,000 miles have seemingly left permanent scars on the psyche of the North American car buyer. I will plead with anyone that will hear me that today’s diesels are the model of refinement. No smoke. No self-destruction. Another factor may be that we are simply creatures of habit. Truth be told, not every gas station sells diesel fuel, and with that fact it is justifiable that some buyers would be turned off.

Volkswagen already offers the Jetta with a diesel, and has a loyal following, but they want more. Hence, the Jetta Hybrid. The view from VW seems to be that the car buyer seeking great gas mileage defaults to a hybrid vehicle. Or, to be blunt, the average fuel conscious car buyer is thinking about a Toyota Prius. Not a Jetta TDI. Make no mistake, VW has a solid fan base of its diesels, but taking the long view, VW sees this is as a cult following, while hybrid technology has been more widely accepted on our shores.

To look at the Jetta Hybrid, well, it looks like any Jetta you see on the road every day. It would take a true VW fanatic to tell the difference between this and any run of the mill Jetta. Apart from some hybrid badges, a slightly different front grill, different wheels and a modest rear spoiler, you would never know the difference. And that design language works for many people who like the idea of hybrid technology, but don’t feel the need to shout to the world that they care more about the environment than you. As with all current Jetta’s, it is a fine looking car, even if it has lost some of its German accent in an effort to appeal to more Americans.

While the exterior styling got a tad generic to appeal to more buyers, Volkswagen slashed the price of the Jetta, and no where was that more apparent than the interior. The Jetta Hybrid softens the blow slightly with a padded dash and better armrests, but this is still a far cry from quality of materials seen in Jettas of the past. The keyless ignition button, placed just ahead of the shifter seems like an afterthought and not at all intuitive. The black slab of hard plastic that on the center console with two holes for drinks was more likely designed by an accountant, not an actual interior designer. The contrasting black/light grey leatherette seating surfaces are the main departure from other Jettas. You get the feeling VW management sent a memo saying the interior has to be different somehow, but don’t let it cost us any money. It’s obvious, and VW, you’re not fooling anyone.

The positives of the Jetta’s cabin remain. Seats offer decent comfort, visibility is excellent, and plenty of room is available in the back seat, but again it is disappointing that VW went cheap and deleted the rear seat vents seen on the last generation Jetta. Jettas have always been known for generous trunk space, and among hybrids, the Jetta is at the top of the class. Still, the batteries have to go somewhere, and the Jetta Hybrid loses about four cubic feet of trunk space. That’s not a lot, but it gave me pause as to how I would pack a full-size suitcase.

Hybrids have a well-deserved reputation for being an absolute bore to drive. Thankfully, the Jetta Hybrid is not. Powered by a 1.4L turbocharged four cylinder, along with the electric motor make a combined 170hp, paired to a seven-speed DSG automated manual transmission. In essence, it is the drivetrain that is a hybrid designed for people who hate hybrids. No wheezy, weak-kneed engine coupled to a miserable CVT wailing at 5,000 rpm just to get up a hill here, thank you. VW claims a 0-60mph time of 8.6 seconds, making the Jetta Hybrid one of the quickest on the market for its class. The Jetta Hybrid also has a rear independent suspension, something VW gave up with on lesser Jettas in the interest of cost cutting, but here it returns to better support the extra weight of the batteries. With decent pep, controlled road manners and quiet highway ride, the Jetta Hybrid is an accomplished performer. EPA fuel estimates are 42/48 MPG city/highway, which are impressive figures, but according to the trip computer, I wasn’t even close to attaining those lofty figures.

The Jetta Hybrid follows the rest of the Jetta family’s trim options with S (factory order only), SE, SEL, and SEL Premium. Our test car was the top of the line SEL Premium. Standard features included SiriusXM satellite radio, dual zone auto climate control, LED tail lights, sunroof, navigation, heated seats, power driver’s seat, Fender premium audio, bi-xenon headlights, rear view camera and 17″ alloy wheels. With a first aid kit as our test car’s sole option, the tally comes in at $32,010USD, including delivery. And that is where the Jetta Hybrid completely loses me. Yes, I understand that hybrid technology comes at a higher price. But this comes in a car that was built to a price. You can buy a 2013 Jetta for less than $17,000. And sitting in this $32,000 Jetta Hybrid, I am constantly reminded of that fact.

With a built-in following of the Jetta TDI, VW is modest about sales expectations at around 5,000 Hybrid sales predicted. Critics and VW purists howled with the new down-market Jetta, but the proof is in the numbers. VW is selling more Jettas. It’s that simple. And, selling more cars is the point. The reality is you can buy a Jetta TDI for a couple grand less, get similar fuel economy, keep the trunk space lost from the battery pack, and not worry about the longevity of said batteries. Again, VW knows that they are doing-hybrids are more widely accepted here than diesels, even if the actual dollars spent for car and fuel point wildly in favor of the diesel. To quote Natalie Merchant, “Give them what they want.” Even if it makes no sense, that is precisely what VW is doing with the Jetta Hybrid.

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Filed Under: Featured Stories, Green, In The Garage, New car reviews, New cars, Reviews Tagged With: Jetta Hybrid, volkswagen, Volkswagen Jetta, Volkswagen Jetta Hybrid, vw, vw jetta, VW Jetta Hybrid

Review: 2013 Lexus LS460 AWD

June 11, 2013 by Tom Williams Leave a Comment

There are some car stories out there that are so fascinating, they bear repeating-not just for those who lived and remember that time, but for those too young to recall. Here at The Garage, we are members of Generation X, who grew up with the notion that Japanese cars were great cars with exceptional reliability, but luxury? Not a chance. That changed in 1986 when Honda introduced Acura as an upscale brand, and the automotive world held their collective breath to see if North Americans would accept the notion of an upscale, premium Japanese car. They did, and the Acuras were, and are fine cars, but Toyota had far bolder plans. Forget about accepting the notion of accepting a premium Japanese brand. Toyota was creating the Lexus LS, and its sole mission was to target the vaunted, legendary Mercedes-Benz S-Class. Remember, Toyota’s most luxurious car ever sold here prior was the Cressida. To say the project was an ambitious one is putting it mildly.

And so the Lexus LS debuted in 1990, and was quite a success. Infiniti answered with its Q-Series, but that car failed to find as many buyers, and eventually faded away. Acura has yet to even try to compete against the LS. It is a remarkable success story of a company entering a very hostile market dominated by German marques of great distinction and provenance. At the time, Lexus was doing the unthinkable. Now, in 2013, the Lexus LS is completely accepted as a peer to the Audi A8, BMW 7-Series, and of course, its target, the Mercedes-Benz S-Class. While the auto magazines out there continue to gush about its German rivals, the LS has generally been respected, but overlooked.

With a refresh for 2013, that needs to change. From the start, the LS has been described as a good looking car, but a little lacking in personality. Luxurious, yes, but memorable, no. With the spindle grill now seen across the Lexus line, the LS has finally, after all these years, seemed to have gotten its own identity at the top of the luxury car class. The inverted Lexus ‘L’s’ continue at the front end with daytime running lights. For once, you know that it is a Lexus coming up behind you. Curvy fender flares and a sculpted hood surface provide an air of elegance and seriousness befitting a car of this stature. Our test car, finished in Fire Agate Pearl, a sort of cigar paper brown that seemed to hint at the age of the ‘Mad Men’ television series. Offset with optional 19″ alloys, our LS460 had a level of presence and gravity unlike no other LS before it.

First and foremost, the Lexus LS was, is, and always will be a full-size luxury sedan, and it is the cabin that makes all the difference. Here, the LS excels. In a car of this level, when you settle in behind the wheel, you need to feel as if you are in a special car. Ultra-soft leather, muted metals, gorgeously finished and sculpted wood surround you. This is not simply a space for occupants to sit in to reach a destination, it is akin to observing fine furniture. Yes, the attention to detail and craftsmanship is that good. But it exists in a perfectly functional environment with seats offering exceptional comfort and support. Of course, the latest in technology and infotainment is right there, but Lexus presents it all in a very user-friendly format. Lexus understands that true luxury is to pamper and relax you, not intimidate, such as some of the LS’ chief German rivals often do.

The Lexus LS460 is motivated by a 4.6L V-8 rated at 386hp, paired to an 8-speed automatic. Buyers have the choice of rear-wheel or all-wheel drive, but the latter choice will cost you six horsepower. For a New Englander like myself, the assurance of all-wheel drive is the way to go. Lexus claims a 0-60mph time of just under six seconds. Some reviewers complain the LS does not offer as much power as some of its rivals. Notice I said ‘not as much’ instead of ‘not enough’. Having logged plenty of miles on the interstate and on country two-lanes, the LS460 had plenty of power in every situation thrown at it, and even offered a nice purr from the V-8 when pushed.

In speaking of the nature of the LS on the road, the operative word is ‘composed’. This may be a large, heavy car, but from behind the wheel you would never know it. The mark of a great handling large car is that it never feels large-the LS shrinks around you. On a Spring drive up to gorgeous Kent Falls, Connecticut, I was easily keeping up with an Audi S4 on the scenic, curvy roads of Route 7. He was pushing it, as was I, and I can imagine it must have shocked him how well I kept up, as my passengers were as cool as cucumbers. That said, I wouldn’t challenge the S4 to a lap at Laguna Seca, but it speaks volumes of the work of fine-tuning the LS’ handling that it never even broke a sweat with a spirited drive in the country with a pure-bred sport sedan.

While the Lexus LS was once a one-flavor for all car, several variations now exist. Rear or all-wheel drive, standard or long wheelbase, hybrid, and the more aggressively tuned F-Sport. Our test car was a standard wheelbase LS460 with all-wheel drive. As you could expect, the list of standard features is generous, including HID bi-xenon headlights, LED exterior and interior lighting, Safety Connect (similar to GM’s OnStar services), Navigation, a huge 12.3″ hi-res display screen, Lexus Enform to hook up with your smartphone apps, intuitive park assist, moonroof, leather seats, wood and aluminum trim, and premium audio, for a base price of $74,935USD. To that, our test car added Blind Spot Monitoring with Rear Cross traffic Alert, the Comfort Package (ventilated front seats, power rear sunshade, heated rear seats, power trunk), 19″ alloys, Semi-Analine leather interior with Alcantara headliner, and a Mark Levinson 19 speaker audio system for a total of $82,010, including destination charges. Inexpensive? Hardly.

But remember-the bogey was always the Mercedes-Benz S-Class. It was in 1990, it is in 2013. Don’t believe me that Lexus is still trying to beat Mercedes at their own game? Consider this. If you demand a V-8 powered S-Class with all-wheel drive, 19″ wheels, and the top-spec audio system-in other words, equipped just as our LS460 was-it will cost you a whopping $25,000 more. That’s something to consider. For the Lexus LS, the quality and luxury were always there. With the 2013 Lexus LS460, the persona and swagger this car has been begging for has finally arrived. And for the price Lexus is charging, Audi, BMW and Mercedes should take notice. The automotive media may have dismissed the Lexus LS, but you heard it from The Garage this is the ultimate evolution of Japan’s premier luxury sedan.

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Filed Under: Featured Stories, In The Garage, New car reviews, New cars, Reviews Tagged With: lexus, Lexus LS, lexus ls460, ls460

Review: 2013 Nissan Altima

May 29, 2013 by Tom Williams 1 Comment

It seems like ages ago, but in the not too distant past, Nissan had virtually no presence in the mainstream family sedan market. Stuck between the strong selling Sentra and high-end Maxima was the forgettable Nissan Stanza, a car that failed to resonate with buyers. Meanwhile, the Honda Accord and Toyota Camry had already established themselves as the cars to beat. Twenty years ago, Nissan had enough, and introduced the Altima, a legitimate player with a lot to prove. How the times have changed. 2013 marks the introduction of a new, fifth generation Altima, which is currently Nissan’s best-selling car, and one of the best selling cars in the USA.

Taking a look at the Altima’s sheetmetal, it’s clear Nissan went conservative with the redesign. Yes, it’s curvy, even elegant at some angles, and with ample chrome trim it is apparent a more upscale look was desired. The Altima is pleasant to look at, and offends no one. And that works for the huge audience the Altima appeals to. The tradeoff is a completely forgettable car. It’s sort of like listening to Micheal Buble. Yes, he has a fantastic voice, sings the American Standards as good as anyone, and I enjoy his music while I’m listening to it. But if I’m not exposed to his music, I’m not thinking about it. I’m not replaying his songs in my head, or dying to hear his song again. So it is with the Altima. Nice enough to look at, classy enough to show your neighbors, but leaves absolutely no lasting impression at all.

The Garage reviewed the fourth generation Altima in 2010, and we had no qualms about the interior. The new design inside is warmer, more inviting, and more thoughtful than the old car, which is good considering you’ll be spending the bulk of your time inside than out. It’s clear Nissan spent a lot of energy designing a thoughtful, easy to live with, and easy to use cabin. Even our feature laden test car’s controls were simple and intuitive. Comfortable and roomy, the Altima strikes all the right notes. While some critics have moaned about rear seat room, the reality is the Altima has all the room the average family could possibly need. In sum, the Altima’s interior is just right for a trip to the grocery store or a long distance drive.

In the engine room, the Altima offers updated versions of its previous engines. The base engine is a 2.5L four, rated at 182hp. Although some of the Altima’s competition has abandoned the option of a V-6, the Accord and Camry continue to offer one, and so does the Altima. Here, a 3.5L V-6 makes 270hp. Both engines are paired to an updated CVT (Continuously Variable Transmission). No manual is offered. While our last time out with an Altima had the powerful V-6, this time around we had the four cylinder, which makes sense-it is estimated 90% of all Altimas sold have the four. Which I am pleased to say is quite a refined engine, and for this car, and the typical Altima buyer, is all they really need. However, the Altima has a few feathers in its cap worth mentioning when equipped with the four. Nissan claims 0-60mph in 7.1 seconds, which is plenty quick for a four cylinder in this size. But, when you take in consideration the car’s EPA ratings of 27/38 MPG city/highway, the results are impressive. That sprint to 60 was once the territory of Porsche 944′s and Mazda RX-7′s. Now it’s a family sedan that can sip 38 MPG on the highway.

Yes, it is Nissan’s XTronic CVT that helps make it all happen. And the numbers look great, but mash the pedal to the carpet, and the buzz-killing engine drone sucks all the fun out of the equation. Again, another reality check is needed here. Most Altima owners are not going to floor it. They will drive gently through town, merge seamlessly into highway traffic, and likely never push the engine hard enough to even notice the ‘motorboat’ effect that is the curse of the CVT. And I would be fine with that, but the trouble is, the Altima’s handling is absolutely superb. Steering, brakes, chassis, the whole package is, well, exemplary for this class of car. Put a six-speed manual in this car and the Altima becomes quite the package for the family man with a knack for driving fun. Sadly, the vast majority of Altima owners will never appreciate just how well this car can handle.

The Altima is available as a sedan or coupe, but the coupe is a continuation of the fourth generation car. The four cylinder sedan is offered in Base, S, SV, or SL trim. Our car was the 2.5 SV, the most popular Altima. With a base price of $24,100USD, standard equipment is generous. All 2.5 Altima SV’s come standard with 17″ alloys, power driver’s seat, SiriusXM satellite radio, Bluetooth, RearView monitor, dual zone auto climate control, iPod integration, push button start and chrome exhaust tips. Our test car added the Convenience Package (moonroof, auto dimming rearview mirror with HomeLink, fog lights, and LED turn indicators), floor mats, and navigation. All in, our Altima totaled $27,005, including destination. Overall, a competitive price for a car with sought after features, but nothing that is remarkable.

With the fifth generation Altima, you get a clear sense of what Nissan wanted. To their exterior/interior designers, the message must have been “Listen, we have a good thing going here, let’s not take any risks and screw this up.” And that leaves us with a pretty vanilla car, judging by appearance only. Yet, to the engineers, a different message: “The last Altima was good. Make it better.” The beauty of the Altima lies within it. The engineers were let loose to make the impossible possible. An extremely efficient car that can seat five, sprint from 0-60mph in just a click over seven seconds, and deliver 38MPG. All in supreme comfort with all the amenities of a modern luxury car. The magic of the Altima is not what you see, but what you feel.

There is a glimmer of hope for us enthusiasts. Nissan has prepared an Altima for the Australian V8 Supercar race series. The chassis is so well sorted it deserves to be raced. Surely, an Altima SR could be in the works. For that matter, a NISMO Altima? Take the V-6 with a hot cam and a reprogrammed ECU with a manual, and Nissan has a bargain-priced Audi S4. NISMO, Nissan, are you listening?

Filed Under: Featured Stories, In The Garage, New car reviews, New cars, Reviews Tagged With: Altima, nissan, Nissan Altima

Review: 2014 Mazda6

May 20, 2013 by Tom Williams 2 Comments

The life of a car guy isn’t always easy or as satisfying as one might think. Most of you know what I mean. You spend your free time reading, thinking about cars, taking care of your own car-just Something associated with cars. And if you keep this up long enough, your family, neighbors, and co-workers are bound to catch on to your curious affliction. You know what happens next-they are going to ask your opinion of what car they should buy. And in North America, every year hundreds of thousands of car guys are asked that same question, yet almost no one ever follows our advice. While I do not have concrete proof to back this up, something tells me that if these people were taking the advice of car guys, the Mazda6 would surely be selling in greater numbers than they do.

So, what’s going on here? Your neighbor Joe leans over the fence, and tells you he’s looking for a nice, mid-size family car, and what do you recommend?. You pause for a moment, think, and respond, as a car guy, recommend the Mazda6. And you roll off what you’ve read in the car magazines, that it is engaging, fun to drive, offers crisp handling and steering. Meanwhile, Joe’s eyes are glazing over, and he doesn’t hear a word you’re saying, because in reality Joe already made up his mind. He’s buying a Toyota Camry, he just wanted approval from the neighborhood car guy. Joe may as well have asked where he should go for Italian for dinner. You tell him about the small Italian restaurant downtown, where the chef makes the pasta fresh everyday, buys farm fresh produce, and then he goes to eat at Olive Garden.

Such has been the maddening problem with the Mazda6, held as one of the most respected mid-size cars available from the auto enthusiast community, yet one that is constantly overlooked by the general buying public. And Mazda has been struggling to find the right answer. While past 6′s have been praised for their handling and fun to drive capabilities, some critics blamed the 6 as being a size too small to go toe to toe with the Accord and Camry. In its 2009 redesign, the last generation 6 grew up in size, yet the sales figures just were not there. I even heard from a Mazda rep that sales of the last 6 never met what the company thought they could sell.

With the all-new Mazda6, you get the feeling Mazda took a step back and figured they couldn’t beat Honda and Toyota by imitation. Instead, they have gone the opposite direction-build on the virtues of the 6 and upon its reputation, and see what that brings. Mazda’s smaller role in the mid-size car business actually works to its benefit, in that style-wise, Mazda can take far more risks without the fear of offending long-time customers. And let’s face it, if Mazda buyers expect a fun to drive car, it should be exciting to look at as well. Even on our base model test car finished in a somber Meteor Gray, there is no way you can miss the deep-dish front spoiler, pronounced grill opening flanked with aggressive-looking headlights that taper back to flowing fender lines for a much softer, elegant look than the front end suggests. Taken as such, the Mazda6 may sound like a disjointed design, but in person, it all blends very well. Style is subjective, but in my opinion, the Mazda6 sits at the top of its class, alongside the Kia Optima and Ford Fusion.

Step inside the Mazda6 and its position as the driver’s car of mid-size sedans is confirmed. Slip into the bucket seat and it is immediately clear that Mazda understands that a driver’s car is all about creating an environment that is driver-centric. It sounds simple enough, but in some mid-size sedans you get the sense the driver is just a passenger with the seat with the steering wheel in front of him. Not here. All controls are clear, easy to use, and within short reach. The meaty, just-right sized steering is a pleasure to hold, and would be at home in any German sport sedan. The same can be said of the beautifully executed gauge cluster. Our base Mazda6 may have been low on frills, but provided a distraction-free driving environment. No, there are not four dozen cupholders, or stowage space for six smartphones, tablets and game consoles, but this isn’t a minivan. That said, the Mazda has a roomy cabin with plenty of room for the family.

Presently, the only engine available in the Mazda6 is a new 2.5L four cylinder, rated at 184hp. Our base model test car featured a delightful six-speed manual. A six-speed automatic is an option, but in higher trim levels the automatic is your only choice. Interestingly, in Canada the manual is available on all trim levels. The 6 has always been known as a car with decent pep, and the new car is no different. However, when it came to gas mileage, the 6 always fell short of the competition-a major no-no when fuel consumption ranks fairly high on most shopper’s list of priorities. Mazda has finally addressed the issue with its SkyActiv technology, and the proof is in the numbers. EPA fuel economy estimates are 25/37 MPG city and highway, respectively, which is an impressive figure. While the powerful but thirsty V-6 is no longer on the menu, Mazda plans to add a 2.2L turbo diesel to North America. Until now, Volkswagen has been the sole provider of diesel powered family cars here, and the addition of a diesel Mazda6 should be interesting.

In North America the Mazda6 is available only as a four door sedan, while foreign markets continue to offer the 6 as a wagon. Trim levels in the US start with the base Sport, Touring, and top-spec Grand Touring. Standard equipment on our Mazda6 Sport included 17″ alloys, dual exhaust, LED taillights, six-speaker audio with USB port, and remote keyless entry. In other words, a pretty basic car, but very attractively priced at $21,675USD, including delivery. Of course, features most purveyors of family cars desire like satellite radio, navigation, and other luxury goods are available on higher trim levels. Yet I took delight in the simplicity of our Mazda6, and marveled that such a well-composed, enjoyable car with this much usable space could be had at this price. Short on content, maybe, but at no time did I ever feel I was driving a cheap car. The high standard of quality and driving pleasure make the Mazda6 Sport an outrageous bargain.

And to all the car guys out there, I sympathize. You passionately tell your neighbor Joe this is the family sedan he wants, for all the reasons we’ve just shared. And without fail, he shows up the next day, proud of his new Toyota Camry. You politely decline his offer of dinner at Olive Garden, instead opting for the small Italian restaurant in town. And you take the long way home. The reality of the mid-size car war is the Accord/Camry/Altima is they constantly try to appeal to as many people as possible, yet live in terminal fear of offending anyone. The result are near perfect cars that offer practically nothing in terms of personality, or character, the very thing that draws us to cars. The new Mazda6 is a success because Mazda realized they weren’t going to build a Camry killer, but more importantly, is that they didn’t want to.

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Filed Under: Featured Stories, In The Garage, New car reviews, New cars, Reviews Tagged With: mazda, mazda6

Review: 2013 Honda Accord Sport

May 7, 2013 by Tom Williams Leave a Comment

Car journalists are an odd bunch. As a group, we tend to get excited about cars that, to be honest, have a very limited appeal to mainstream car buyers. I confess, I get weak in the knees when I think about the 556hp V-8 powered Cadillac CTS-V station wagon paired with a six-speed manual transmission with sinister black painted alloys hiding bright yellow Brembo brake calipers. As awesome such a car like that may be, I imagine there are few takers. At the opposite end of the spectrum lies the Honda Accord, a pillar of the mid-size car community, and a perennial top-selling car in North America. While it may not stoke the fire of lust that lies within every car nut, the reality is the Honda Accord, by virtue of its long history, tenure, and respect by the people who lay down their hard earned cash, is one of the most important cars built today. And when a new Accord appears, it is a big deal.

With the Accord now entering its ninth generation though, there have been clouds surrounding the seemingly unstoppable juggernaut that was Honda. For a company that built its reputation on ingenious engineering, it seemed like the fire had gone out. Fun cars like the Prelude, Del Sol and the frantic S2000 vanished. The Honda faithful held out hope the hybrid CRZ would be a modern reincarnation of the well-loved CRX. It wasn’t. The Insight, Honda’s answer to the almighty Toyota Prius has been a sales disaster. The ungainly looking Accord Crosstour left critics scratching their heads. So yes, the automotive media was already wondering about Honda, and then came the 2012 Civic. Boring to look at, boring to drive, and a completely uninspired cabin added up to a car that made the press go mad, with the ultimate crushing blow of Consumer Reports no longer recommending the Civic. The unthinkable had happened.

So, what to expect of the latest Accord? The good news is the Accord is actually a couple inches shorter of the last generation, which had grown in size to the large Acura Legend sedans of the 1990′s. No polarizing looks to be seen here, as we are reminded the Accord is meant to appeal to the widest variety of car buyers possible. Overall it is a clean, tidy package, much better proportioned than the outgoing model. The aggressively styled headlight clusters and honeycomb lower grill opening at the front end of the Accord lends its most distinctive, sportiest look. Our test car was the Accord Sport, which adds handsome 18″ alloys, a rear spoiler and chrome dual exhaust were all nice touches, but only the most ardent Honda buff would be able to spot the difference.

Honda is well-known for user-friendly interiors, and the latest Accord maintains that tradition. Like Accords before it, this is a car with a simple, straight forward driver interface, a car you can simply get in, start up and drive away with nary taking a moment to survey the controls. Everything is where one would expect. Large, easy to read gauges and buttons mean you will likely never need to crack open the owner’s manual. Of course, fit and finish are exceptional. The quality of materials are about what you would expect for this class of car. While not uncomfortable, I always felt like I was sitting on the Accord’s seat rather than in it-the ideal driving position seemed to elude me no matter what I tried. Despite its slightly smaller footprint, the Accord still boasts a roomy cabin with a generous back seat, topped off with a good sized trunk.

Accord buyers have a choice of four and six cylinder engines, as before. The new Accord receives a new inline four cylinder engine displacing 2.4 liters, rated at 185hp. With a less-restrictive dual exhaust, our Accord Sport gets a slight power boost to 189hp. With generous power, the Accord is also frugal on gas, with an EPA rating of 26/35 MPG city/highway. A six-speed manual or a Continuously Variable Transmission are available. Most enthusiasts intensely dislike CVTs with their dreaded droning, motorboat behavior that sucks the joy of driving for the sake of one more mile per gallon. Honda engineers have, by some miracle, developed a CVT that makes you forget it is a CVT in most driving situations. While I commend Honda for this, I am struggling with my perception of Honda-an engineering, innovative car company. Yet a competent CVT and a direct injected engine are just coming out now? Honda once led the way, now they are just catching up to what the competition has had available for awhile now.

The good news is the new four cylinder is typical Honda-silky smooth. The dual exhaust on our Accord Sport makes some nice noises on start up, and with 0-60mph coming in the mid-seven second range, this is really all the engine most Accord buyers need. While some of the Accord’s competition has stopped offering six cylinder engines altogether, Honda still offers one in the form of a 3.5L V-6 rated at 278hp, with a six-speed automatic. With 0-60mph times in the low six second range, the Accord V-6 is one seriously quick family sedan. The Accord makes no pretensions about being a sport sedan, and it never has. That said, the latest Accord offers one of the crispest handling of mid-size family sedans out there today, but never at the expense of passenger comfort. It’s a fine balance, and Honda got it just right.

The 2013 Honda Accord is available in both sedan and coupe body styles. The familiar LX and EX trims are here, but Honda has added Sport and Touring trims as well. The Accord Sport is available only with the four cylinder engine, and is slotted between the LX and EX. In addition to the dual exhaust, 18″ alloys, and rear spoiler, a leather wrapped steering wheel, Bluetooth, Pandora radio interface, SMS text messaging functionality, dual auto climate control, power driver’s seat and rear view camera all come standard. Including delivery, our Accord Sport totaled $24,980USD. One gets the feeling Honda seeks a slightly younger audience with the Accord Sport, but for the price of entry, I feel like Honda missed the boat. The sound quality from the four-speaker stereo is poor. Scion targets young buyers, and they knew from the start a killer audio system is mandatory. Worse, satellite radio is not available. Nor is navigation. Or a sunroof. If you want these features in your Accord, you have to go less sporty. And while a power driver’s seat is nice if I share the car with multiple drivers, but my passenger and I would certainly appreciate heated seats instead, which are not available on the Accord Sport. In fact, no factory options are available on the Accord Sport.

If this review seems harsh, it was not meant to be. In truth, this is one of the best Accords we have seen in a long time, and shows us Honda has not lost the script. The competition for the Accord is the most intense it has ever been. The usual suspects like the Camry and Altima now square off against established cars like the Kia Optima, Hyundai Sonata, VW Passat and Ford Fusion. Yet beginning its ninth generation, this Accord holds true to the core values first seen when the very first Accord rolled off the line in 1976-well engineered, thoughtful design, reliable, dependable, economical, and a little more fun and rewarding to drive than the rest. Thirty seven years later, it is a great relief we can honestly say Honda still knows, and respects what made the Accord great then still holds true today.

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Filed Under: Featured Stories, In The Garage, New car reviews, New cars, Reviews Tagged With: accord, Accord Sport, honda, Honda Accord Sport, honda-accord

Review: 2013 Buick Verano Turbo

April 30, 2013 by Tom Williams Leave a Comment

It’s no secret that Buick and compact cars to date have been odd bedfellows, and that’s putting it kindly. Half baked, ill-conceived and poorly promoted cars like the Skyhawk, Somerset and the Skylark are bitter reminders that show the brand’s apparent disdain for the compact car. No surprise then that Buick waited a whole fifteen years after the last Skylark rolled off the line to bring us its latest compact, the Verano. When you think of Buick, what comes to mind? A large, roomy, quiet car, right? That’s generally been the accepted perception of the brand, but times have changed. Not everyone wants a large car. Buyers are more concerned about fuel economy as well, but at the same time don’t necessarily want to give up luxury features. The goal of the Verano is to take all that buyers like in a Buick, wrapped up in a smaller package.

Overall, that package is fairly handsome, but lacks distinction. From the front, the car is definitely a Buick with the brand’s signature grill, but from any other angle the Verano is perfectly anonymous. Buick’s non-functional portholes are there, but tacked on the hood, they do the car no favors. You get the sense an old Buick design manager piped in at the very last minute “Hey! We forgot the Buick portholes!” It looks like an afterthought, and a poor one at that. This is supposed to be a modern, contemporary Buick, and staring at those cheap plastic bits stuck to the hood that look like something out of a JC Whitney catalog really detract. Thick, frowning chrome ‘eyebrows’ above the rear tail lights are also a little overwrought. These are minor irritants, but the bottom line is the Verano overall is a pleasing, but utterly forgettable shape.

The good news is the cheesy schtick did not make into the Verano’s cabin. Here, driver and passengers will instantly recognize this as a modern Buick, just slightly smaller. Seats are soft and comfortable, and ready for a long jaunt on the highway. Some reviews complain about an over-abundance of buttons on the center stack, but after fighting Cadillac’s new CUE interface, the Verano’s controls were a breath of fresh air. It only takes a moment to figure out what all those buttons do, and you’re off. Gauges are clear and easy to read. Our test car, fitted with soft Cashmere colored leather lent a bright, airy interior. Darker contrasting color on the dash and door panels, coupled with tasteful chrome, silver and wood trim conspire to make a pleasant, premium experience. Fit and finish and quality of materials are right on par with other entry-level premium cars. While the Verano’s size make it best suited for small families or couples only, two qualities Buick buyers expect are present and accounted for: a very quiet cabin and a very generous sized trunk.

The Buick Verano is available with a choice of two engines, starting with a 2.4L four rated at 180hp, teamed to a six-speed automatic. Our test car was the Verano Turbo, featuring (guess what) a turbocharged four cylinder belting out a healthy 250hp. While a six-speed automatic is standard, a six-speed manual transmission is available as a no-cost option. That’s right, with the Regal GS, Buick now offers two cars available with a manual! The thought alone should warm the heart of any car enthusiast. Clutch and shifter were a cinch to use, and worked well in exploring the rev range. Buick claims a 0-60mph time of 6.2 seconds, and I believe them. Buick sees its competition as the Acura ILX and Lexus IS250, and from a power/acceleration point of view, the Verano simply leaves those cars in the dust. Yet for the speed and joy of shifting for yourself, the Verano never tries to acquit itself as a bona fide sports sedan. Even so, the little Buick is more than capable of taking corners at speed without making a fool of yourself.

While base Veranos start at just over $23,000USD, the well-equipped Turbo starts at $29,105. The long list of standard equipment includes a rear view camera, blind zone alert, rear cross traffic alert, power drivers seat, heated front seats, leather interior, keyless start, automatic dual zone climate control, nine speaker Bose audio with SiriusXM satellite radio, 7″ color touchscreen, Bluetooth and heated steering wheel and 18″ alloys. Options on our test car were limited to navigation and the Crystal Red paint finish. Including delivery, our Verano Turbo stickers at a very reasonable $31,110, which is a good value for the features and performance on tap here.

While Buick has finally proven they are perfectly capable of building a compact car that upholds the brand’s core values, what is more interesting is Buick’s entry into a small, but growing segment-the compact luxury car. Populated with cars like the Audi A3 and Acura ILX. these are cars that are answering the call of buyers demanding all the features available in larger luxury cars in a smaller, more fuel efficient package. The Verano Turbo is America’s first answer to that call, and in coming years I see more and more buyers adopting the mentality that size doesn’t always matter. This may not be the breakthrough car Buick seeks in reaching a younger audience, but it is definitely a step in the right direction. Still, a Buick that can hold its own against prestige brands from Japan and Germany that looks at home in the corporate parking lot and encourages you to take your favorite winding road on the way to the country club make for an interesting car.

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Filed Under: Featured Stories, In The Garage, New car reviews, New cars, Reviews Tagged With: buick, Buick Verano, Buick Verano Turbo, Verano, Verano Turbo

Review: 2012 Toyota Prius c

April 21, 2013 by Tom Williams 2 Comments

There is a new generation of car buyer that keeps car company execs up at night like no other generation has before: Generation Y, or the Millenials. Why is this? For Generation X and generations before, getting a driver’s license and a car was a passport to freedom. It was a means to socialize with our friends, and explore the world beyond our hometown borders. Many members of Generation Y don’t exactly see it that way. They are putting off getting their licenses, and in many cases, seem disinterested in cars. Yet, if the subject turns to smartphones, now you’re speaking their language. The problem seemed to be that this generation perceived the car as leaving them less connected than they otherwise would be. Also, in an economy where jobs are still hard to come by and cost of living continues to rise are major contributors to this changing automotive landscape.

Enter the new Toyota Prius c. Toyota has so much equity in the Prius name it’s a wonder it has taken so long to capitalize on it. The Prius has been a very successful car for Toyota, and has made many buyers comfortable with hybrid car ownership-not a problem with Gen Y, as they devour new technology as soon as it becomes available to them. While the Prius’ sheetmetal was designed to eek out as slippery a shape as possible to maximize fuel economy, the end result isn’t very fun to look at. The ‘c’ in Prius c stands for city, and at first glance you can tell the design language is not about advertising to the world you are driving a hybrid, it is about urban chic and looking youthful. Although our test car came in a conservative Classic Silver, Toyota offers the Prius c in some fun and funky colors sure to appeal to buyers looking to make a fashion statement. Overall, the Prius c is arguably one of the most hip looking hybrids available today. It’s fun, it’s cute, and doesn’t take itself too seriously. In other words, just the right look for the young, or young at heart car buyer.

Step inside, and the Prius c will be a familiar environment to anyone who has spent seat time in a Prius. In other words, center-mounted digital gauges and plenty of plastic. One departure from other Prius vehicles is a traditional shifter instead of the joystick you toggle to go from drive to reverse, and a button to park. I prefer this no-nonsense approach. Although Toyota will let you get funky with exterior colors, inside it is a two color combo of black and grey or nothing. Yes, the contrasting colors and blue piping on the dash and door panels break up the monotony, but the Prius c’s interior seems too staid compared to the car’s youthful exterior. The front seats offer decent comfort but little support. The good news is there is plenty of room, even for my 6’1″ frame. The bad news is the rear seat is cramped with tight quarters, and with the back seat up, luggage space is limited to a few grocery bags. Thankfully, most Prius c models offer a split folding rear seat for expanded cargo room.

The Prius c is powered by a 1.5L four working in conjunction with Toyota’s familiar Hybrid Synergy Drive System to produce 99hp. Like other Toyota hybrids, the only transmission available is a Continuously Variable Transmission. For a car that is 19″ shorter and over 500lbs lighter than the traditional Prius, you might expect something more fun to drive. After a few miles down the road, the Prius c reveals itself to drive like, well, a Prius. The Prius c is painfully slow, and isn’t much of an interstate cruiser. And, that is why they added the ‘c’ at the end, because this is a city car, where squeezing into a tight parking space is more important than how well it accelerates from 50-70mph. The c’s small size makes it a great candidate for slicing through urban traffic. And of course, any review of a Prius is incomplete without mentioning fuel economy-with the Prius c, EPA figures are 53/46MPG city/highway, or a combined 50MPG. Very impressive numbers indeed. With an increasing number of Gen Y moving into the city, the Prius c makes sense. Yes, it is fully capable of trekking out to the suburbs to visit Mom and Dad, but the city is where this car will shine.

Like its Prius siblings, the Prius c is available in four numbered trim levels, One being the base model, Four being top of the line. All Prius c’s have automatic climate control, power windows, keyless entry and Bluetooth with iPod interface as standard equipment. Our test car was a Prius c 3, which adds cruise control, 6.1″ touchscreen with navigation, keyless ignition, SiriusXM satellite radio, HD Radio, iTunes tagging, Voice Recognition and Entune, Toyota’s means of integrating your smartphone to your car. Traffic, weather, movie tickets, dinner reservations, Pandora radio-all those apps and more available through your car. Our test car has a base price of $21,635USD. Adding delivery and our modest options list of carpeted floor mats/trunk mat and cargo net raised the grand total to a reasonable $22,689. Other options are limited to 15″ alloy wheels and a power sunroof.

At The Garage, we measure how good a car is in how successful it is at what it was designed to do, and ultimately if it reaches the expectations of its target buyer. With the Prius c, it is clear the desired buyer is the quintessential urban dweller Generation Y individual. The c’s small footprint, low price, exceptional fuel economy as well as Toyota’s sterling reputation for reliability check off all the right boxes. What trumps those qualities is the level of technology card carrying members of Generation Y demand in a modern car, and the Prius c has it in spades. If the latest smartphone is what gets this generation excited, Toyota has created a car that is literally an extension of their phone. If what makes your phone cool is the apps you can get, well, what makes your car cool to these buyers is access to those desirable apps. Not acceleration or skid pad numbers. On that basis, the Prius c speaks directly to the wants of Generation Y, or any buyer who places technology and frugality above driving excitement. On that basis, the Prius c is a success, and should do well in appealing to its target market.

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Filed Under: Featured Stories, In The Garage, New car reviews, New cars, Reviews

Review: 2013 Mitsubishi Ralliart

April 16, 2013 by Tom Williams Leave a Comment

It’s hard to believe, but it has been three years since Mitsubishi introduced North America to the Lancer Ralliart. A Lancer what?, you ask? The Ralliart is sort of the middle child of the Lancer family, bridging the gap from the responsible but slightly boring base car to the manic Evo. The Garage reviewed the Sportback Ralliart, when it debuted in 2010, which is essentially a five door hatchback Lancer. So when the opportunity arose to reacquaint ourselves with the Lancer Ralliart, we grabbed it, interested to see what has happened over time.

Well, truth be told, not much. It was disappointing to find out that Mitsubishi dropped the Sportback Ralliart in 2012 (the Sportback is still available). But apart from some minor twiddling here and there, this is basically the same car as before. It’s worth mentioning the current Lancer has been around since 2008, so this is a car that is definitely getting along in years. Thankfully, the Lancer was blessed with distinctive, handsome looks. While hardly fresh, the Lancer’s looks have aged very well. With the Ralliart’s unique front and rear bumpers, side sill extensions, subtle rear spoiler and 18″ alloys, the car strikes the perfect balance from plainer, less sporting Lancers to the more outrageous Evo, a car whose design language is “Hey, Cop! Come and get me!”

Sadly, the interior of the Lancer has not aged as gracefully. Plagued with an uninspired design, acres of rock hard plastics and average quality of materials, the Lancer was at a disadvantage even in 2008. I did seem to notice more soft touch plastics than before, but otherwise, Mitsubishi has not touched a thing inside the Lancer. To its credit, the Lancer has simple, easy to use controls. The seats are comfortable over long distances. You will want to plan those long distance trips carefully, as the Lancer is cursed with an inexcusable 11.2 cubic foot trunk. Packing the Lancer for a weekend in Pennsylvania required a couple tries to maximize space for my family of three. The 10″ subwoofer in the trunk did not help matters.

As before, powering the Ralliart is a 2.0L turbocharged four rated at 237hp. The sole transmission is a twin-clutch 6-speed automated manual. There were rumors Mitsubishi would add a five-speed manual to the Ralliart, but it hasn’t happened. All Ralliarts feature full-time all-wheel drive with an active center differential. The car is as quick and entertaining to drive as ever, with a run from naught to sixty in the mid-five second range. In the realities of modern driving, the Ralliart has all the power you could really use. Handling is sublime, and it is a joy to saw away at the chunky sport steering wheel. After a spirited drive, I concluded the Ralliart made me think this is what the BMW E30 M3 might be like if the Bavarians kept size and weight similar to that iconic car. Yes, it really is that fun.

While all that was good about the Ralliart remains, so are its weak points. The dual clutch Sport Tronic transmission is a joy in passing situations or when you’re pushing the car. Slugging through downtown traffic, the tranny feels lazy, shifts slow and not very gracefully. Fuel economy is poor. Even with over 500 miles of driving on the interstate, I still barely averaged 20 MPG. Combined with a tiny gas tank, get used to spending a lot of time at the pump. And since she only wants premium fuel, it can be unnerving to see how quickly the ‘miles to empty’ display drops.

A 2013 Mitsubishi Ralliart has a starting MSRP of $28, 095 USD. Standard equipment includes auto climate control, SiriusXM satellite radio, aluminum pedals, color multi-information display, and Fuse, Mitsubishi’s telematics system. Options on our test car included the Ralliart Touring Package, adding a leather interior, nine speaker Rockford Fosgate audio system, HID headlights, rain sensing wipers, heated front seats, power moonroof, auto dimming rear view mirror and a back-up camera. Navigation rounded out the options, bringing the total cost to $34,240, including delivery.

To pay over $34,000 for a car whose design is old, featuring a stark interior, awful fuel economy and a miniscule trunk may be asking a lot from today’s sport sedan buyer, and likely explains why sales have been slow. While its appeal may be limited, I still believe the Ralliart is the most well-rounded car in the Lancer family. The fun to drive factor makes its faults a trivial, distant memory, but perhaps even more important is the car has charisma, personality. In a world where even the ultimate sport sedan, the BMW 3-series is being called out for becoming more isolated than it should be, the Ralliart comes off as quite refreshing. Yes, she’s a little rough around the edges, but she is honest, unfiltered, pure driving pleasure. And to a small number of enthusiasts out there, that is enough to make them open up their wallets. We get it.

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Filed Under: Featured Stories, In The Garage, New car reviews, Reviews Tagged With: lancer, Lancer Ralliart, mitsubishi, Mitsubishi Lancer Ralliart, ralliart

Review: 2013 Honda Civic

March 24, 2013 by Tom Williams Leave a Comment

The 1980′s girl band The Bangles had a song titled “Hero Takes a Fall”. That sort of summarizes what happened when Honda took the wraps off the redesigned 2012 Civic. At the Honda booth at the New York City Auto Show, media reaction to the new Civic was, to put it nicely, chilly. Then Consumer Reports reviewed the Civic, and the unthinkable happened: they removed their Recommended rating. Always the darling of Consumer Reports, Honda was quickly schooled that just because you are Honda, being Recommended is not guaranteed. In an unprecedented move, Honda went back to work quickly, and what we have is the revised 2013 Honda Civic.

So, what happened? How did the Civic fall out of favor with the media? One problem with the new Civic was that it looked almost exactly like the old Civic, a car that has been around since 2006. What was futuristic then is quite familiar now. Also, the Hyundai Elantra and Ford Focus happened, two competitors that offered style that made the Civic look like bland and uninteresting in comparison-a huge turn-off for younger buyers. In sum, the new Civic looked tired compared to what else was out there. In the span of a year, Honda has made minor changes to the Civic that go a long way. In front, there is a new hood, grille, headlights and fascia. Out back, a new trunk and taillights complete the changes. On paper, these sound minor, but all conspire for the most sophisticated looking Civic ever. Natty looking alloy wheels replace the forgettable wheels of the ’12 model. Given limited time, Honda has done much to modernize the Civic, with the upscale touch buyers now expect in this class of car.

Another area where critics really had a problem was the interior. Cheap feeling plastics, materials, and, like the exterior, a nearly identical interior look did no favors. Although well-built, the 2012 Honda Civic just screamed commuter car from inside. You could easily imagine one of the cast from the movie “Office Space” driving this car. It wasn’t horrible, it was just…blah. After looking at the 2012 Civic and riding in it, my wife declared it one the most boring cars I had ever tested. Interior architecture remains the same, but materials are improved with softer plastics and higher quality fabrics. Even small features like silver painted surrounds for the air vents and faux stitching on the dash and door panels help to add a more upscale feel. But for a company with a reputation for an obsession to detail, it’s frustrating the press had to call them out for a lack of it.

In the engine room, Honda did not touch a thing. The Civic returns with a 1.8L four rated at 140hp. A five-speed manual is available on the base LX only. Optional on the LX, and standard on all other Civics is a five-speed automatic. The EPA gives fuel economy ratings 28/39 MPG city/highway, which is competitive in this class, but numbers I never saw in the real world. The four cylinder is, as before, smooth and refined, and should be sufficient to shuffle its owners in town and on the interstate. However, some critics carped the Civic suffered from sloppy handling, and had lost some of the sportiness that was a part of the Civic’s DNA. In response, Honda added thicker anti-roll bars, a quicker steering ratio and re-tuned bushings. The Civic is no sports sedan, but even the ’12 model felt decent as I recall.

For 2013, Honda has dropped the bargain-basement DX model. Most buyers will gravitate to the regular Civic tested here, available in LX, EX and and EX-L trims. Honda does offer an HF (for improved fuel efficiency), a Hybrid, and Natural Gas models. Our test car was the mid-level EX. Critics panned last year’s Civic for being behind in current in-car technology. For 2013, all Civics come standard with Bluetooth, a rear view camera, iPod interface, Pandora Radio functionality and a system that will allow you to hear and respond to text messages without taking your hands off the wheel. Our EX test car added 16″ alloy wheels, six-speaker stereo, a power sunroof and auto climate control. Including delivery, our Civic EX has an MSRP of $21,605USD. As before, if you want satellite radio, you must order the navigation package.

The funny thing is with this quick rehash of the Civic is that for all the beating it took in the press, sales remained strong. Your average car buyer out there simply trusts that the Civic will be a reliable car that will offer years of dependable service. Honda has so much brand equity they could have just coasted and take the beating from the media. But they didn’t, and I have to respect them for that. Honda chose instead to show that they do listen to the media. And their dealers as well. Rumor has it Honda told their dealers to dump the 2012 Civics since no one would want them when the the 2013′s started to show up. With such fierce competition out there, Honda has finally given the Civic what it needed to be a player.

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Filed Under: Featured Stories, In The Garage, New car reviews, New cars, Reviews Tagged With: civic, honda, honda-civic

Review: 2013 Jeep Wrangler

March 17, 2013 by Tom Williams 2 Comments

While I am a card carrying member of the so-called indifferent Generation X, I am quite a nostalgic person. It’s why I listen to Louis Armstrong and Frank Sinatra, live in a 1920′s beach cottage and own a classic Porsche. And being a car guy, nothing is more nostalgic than a Jeep-I mean a real Jeep. Being a car guy, cars are significant to me in a major way, even more so when they intermingle with major life events. We love to brag about horsepower and 0-60 times, but the magic and romance of a car trumps hard numbers. Days after I married the love of my life, we were on our honeymoon on Nantucket Island. We rented a Jeep Wrangler Sport for the day, and it was one of the greatest days of my life. We deflated the tires and cruised the dunes, right alongside the Atlantic Ocean. That night we hit Nantucket nightlife for dinner on the picture-perfect cobblestone streets before heading back to our waterfront hotel room. The Jeep Wrangler is forever intertwined with our lives.

But this isn’t 1998, and the Jeep Wrangler is not the same either. The Garage is no stranger to the Wrangler, as we last tested one in 2010. That was a four door Unlimited Rubicon. This time around, we sampled a two-door Sahara. Jeep is obviously very cautious in the evolution of its most iconic car, but there have been changes that improve the capability and livability of the Wrangler. The profile of the Wrangler is critical, as much so as the Porsche 911. It simply cannot be messed with. Our test car was finished in a gorgeous True Blue Pearl Coat set off with attractive 18″ alloy wheels. Kudos to Jeep for keeping the Wrangler’s classic looks.

The cabin of the Wrangler has never been heralded as a model of refinement, but that sort of goes against the grain of what the Wrangler is about. This is not a Lexus, and Wrangler buyers do not want a distilled version of a car they feel passionate about. That said, our Wrangler offered the latest in in-car technology. The seats were fairly comfortable. In an ironic twist of fate, the Wrangler which was a part of our honeymoon, the 2013 Jeep Wrangler would be our ride to celebrate my 40th birthday. We spent our weekend at the swanky Hotel Northampton.I figured if it was good enough for John F. Kennedy, it would be ok for me. Sadly, the Jeep was not a friendly travel companion. For a weekend trip the Jeep’s trunk would not take our suitcase, I had to shove it behind my seat. Shopping over the weekend did not help matters either.

All Wranglers are powered by a 3.6L V-6 rated at 285hp. Buyers can choose from a six-speed manual or a five-speed automatic. Naturally, all Wranglers are all-wheel drive. The new Pentastar V-6 is is a massive improvement over the outgoing engine, with a dramatic increase in power and fuel economy. The old Wrangler was sort of charming with its ancient drivetrain, but the new engine is a the right step to keep the car relevant. I had the opportunity to off-road a Jeep Wrangler at the 2012 IMPA Test Days events held in the Catskill Mountains in New York. With an off-road course designed by Land Rover, and punished with rain, to say the course was challenging is an understatement. A Honda exec asked to ride with me. He, as well as myself, were near speechless at the off-road capabilities of the Wrangler. It makes me sad most Wrangler owners will never know what their cars are capable of.

Our test car was a 2013 Wrangler Sahara 4×4 two-door, the middle of the line between base Sport and top of the line Rubicon. Showing its truly legit off-road capabilities, the standard equipment lists items like Dada heavy duty axles and skid plate shields. For as tough as the Wrangler is, it is hardly a dinosaur with air conditioning, power locks and windows, leather wrapped steering with with controls, Alpine audio system with SiriusXM satellite radio, 18″ alloys, and power heated exterior mirrors. Options on our test car included the Connectivity Group (UConnect Voice Command, Bluetooth, Tire Pressure Monitor display, remote start), 5-speed automatic transmission with Hill Descent Control, Anti-Spin rear differential, auto climate control, soft top, and GPS navigation. Including delivery, our Wrangler rang in at $32,610USD.

It is a remarkable feat that Jeep has been able to maintain the Wrangler’s outstanding off-road ability and unique character in an age when all odds seem stacked against it. Amazingly, Wrangler sales are up, and Chrysler is hiring 200 additional workers where it is built to meet increased demand. With the more refined V-6 and improved interior, Wrangler sales are on the rise. No, the Wrangler is not for everyone, and on-road as an every day car, you are making compromises in exchange for its off-road ability. But, I challenge you to find a car with more character and personality at this price. The Wrangler is the car the defines their brand, and The Garage is pleased to say the Wrangler continues to improve with age.

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