New car reviews

Review: 2013 Nissan Pathfinder

December 4, 2013 by Tom Williams Leave a Comment

The mid-1980′s saw the rise of the mid-size off-road capable sport utility vehicle, able to tackle rough terrain while carrying a family of four and their gear. It was a great idea. Credit the Jeep Cherokee, followed by the Toyota 4Runner, and then, in 1986, the Nissan Pathfinder. The recipe? Very simple. Take a Nissan Hardbody pickup truck, extend the wheelbase and add a permanent cab. Whammo, instant Pathfinder. Within a couple years the Pathfinder would become a four door, and added all the luxury features you could dream of. But at the heart of it, the Pathfinder was a truck, with serious off-road cred.

Then, in 2000, things got a little strange at Nissan. The Xterra made its debut. The Xterra was a modern incarnation of the original Pathfinder, which had moved upmarket. Still, I wondered why Nissan needed two seriously capable SUV’s of similar size, in addition to the full-size Armada fighting for buyers. My answer came in the form of the all-new, fourth generation Pathfinder. It is not only all new, it is a different kind of vehicle. No longer a proper SUV, the Pathfinder is now a bona fide crossover. Purists and car geeks, you have my permission to sob at the Pathfinder’s transformation. I liken it to people who consider themselves Elton John fans. On the one side, you have fans who prefer ‘Saturday Night’s Alright For Fighting’, and on the other, weepy 1990′s bland ballads. I can’t even think of a song title, they all sound the same. But, that is the case with the Pathfinder-same name, but now speaking directly to an entirely different audience.

Remember, this is a business, and Nissan wants to appeal to as many people as possible. And turning the Pathfinder into a crossover has proven an overnight sales success. Last year, Nissan sold two Pathfinders for every one XTerra. This year? The XTerra sales are flat, but Nissan now sells FIVE Pathfinders for every single Xterra. Sure, the Pathfinder traded in its mojo in order to become kid tested, and mom approved, but Nissan is laughing all the way to the bank.

The Pathfinder now rides upon a platform shared with the Altima and Murano. So, any resemblance to Pathfinders of the past are long gone. Nissan even abandoned the Pathfinder’s trademark rear door handles integrated into the door pillar. What we’re left with is a fairly attractive, unoffensive and utterly forgettable shape. If not for the Nissan grill treatment, it would be impossible for most people to identify what kind of vehicle they are looking at. Our test car, finished in a somber Dark Slate did not help matters. The Pathfinder virtually disappeared in crowded parking lots.

While the original Pathfinder’s cabin offered all the luxury and refinement of an abandoned cabin in the woods, the current Pathfinder is quite the opposite. Three rows of seating, plenty of space make for a versatile and easy to live with interior for families. Fit and finish are impeccable, quality of materials are excellent, and despite offering all the latest technology, the Pathfinder is simple and intuitive to use. However, I cannot help but think whoever at Nissan ordered this particular Pathfinder was feeling down that day. Complimenting the Dark Slate exterior was a Charcoal interior. With no sunroof, and privacy glass surrounding most of the car, the Pathfinder’s interior was, like the exterior, rather somber and serious. White stitching on the comfortable leather seats, faux wood trim and silver trim help to break up the monotony, but the overriding feeling is sitting in the dark.

The new Pathfinder is available with a 3.5L V-6, rated at 260hp, paired to a Continuously Variable Transmission. Buyers can choose either front wheel or all-wheel drive. Our test car was equipped with all-wheel drive. Acceleration from a start was a little lethargic, but then the car seemed to wake up and go. Most people agree that Nissan makes the best CVT’s in the business, and I am one of them. That said, it’s like a restaurant in your town saying they make the best liverwurst. With the Pathfinder’s engine wailing uphill, droning endlessly until quieting down, I am gritting my teeth, knowing damn well you used to be able to buy a Pathfinder with a manual transmission. But that’s me. In the real world, most people either won’t notice or care. Fuel economy figures from the EPA show 19/25 MPG City/Highway. Not bad for a an all-wheel drive car of this size. And Nissan’s argument for putting in a CVT. Around town, the Pathfinder has enough torque the motor boating effect inherent of CVT’s is a non-issue. For a seven passenger crossover, the ride is obviously geared toward comfort, and the Pathfinder proves itself to be a very smooth cruiser. Finally, our Pathfinder had a towing limit of 5,000lbs, which is pretty generous for a crossover.

The Pathfinder can be had in S, SV, SL and Platinum trim levels. Our test car was an all-wheel drive SL. Standard features included 18″ alloys, power driver and passenger front seats, front and rear heated leather seats, push button ignition, three-zone auto climate control, six speaker audio with SiriusXM satellite radio, Bluetooth, 7″ color monitor, RearView Monitor, rear sonar, power lift gate and fog lights. Adding some minor accessories like splash guards, roof rail cross bars, floor mats and the Trailer Tow Package, our Pathfinder rings in at $37,945USD, including destination charges.

As I conclude my review of the Pathfinder, it is with mixed feelings. On the one hand, I am a car guy, and I get emotional about cars. Nissan took the fabled Pathfinder name and applied it to a car that bears absolutely no resemblance to its ancestors. In other words, they sold out. On the other hand, they had no choice but to sell out. The Pathfinder as we knew it had become a dinosaur, and was becoming irrelevant. The Xterra remains for those who demand a true SUV ready tackle anything, and the Murano crossover, stylish as it is, does not offer the practicality and utility offered by the latest Pathfinder. Yes, at the expense of personality and character, the Pathfinder suffered greatly at the hands of Nissan during this transformation, but in doing so, has found itself a new and larger buyer base. And remember, Nissan is in the business of selling as many cars as they can.

As for the Pathfinder faithful who want go-anywhere capability with a luxurious interior to boot? Well, the XTerra is all business and no frills. The Toyota 4Runner Limited offers all the luxury and capability of the Pathfinders of yore, and now owns that market. Nissan, are you listening?

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

Review: 2013 Scion FR-S

November 26, 2013 by Tom Williams Leave a Comment

When I was a newbie here at The Garage, I was inspired to launch a series called ‘Forgotten Sporty Cars’, celebrating inexpensive, but fun cars readily available from a plethora of manufacturers from the 1970′s, 80′s, and 90′s. The buyer’s of those cars grew up, had families, and with Generation Y facing bleak employment opportunities and an overall weak economy, the fun, affordable and economical sporty car became extinct. It turns out those cars were not exactly forgotten, as that series proved one of our most popular reads at the time, and has brought together people who share stories of memories of once owning, and still owning these cars.

Naturally, it was with great interest when news came about that Toyota and Subaru would be collaborating to build an affordable rear wheel drive sports coupe. Depending on where you are in the world, the result is the Subaru BRZ, Toyota 86, Toyota GT86, and here in North America, the Scion FR-S. The inspiration for the FR-S comes from the 1980′s Corolla GT-S, or as the aficionado know as the AE86. And the recipe is the same-four cylinders, four seater, rear wheel drive. But the FR-S is a different animal. While the AE86 offered an airy cabin with hatchback practicality, the FR-S is a small, hunkered down sport coupe with a close coupled cockpit and a miniscule trunk.

While the FR-S is certainly pleasant to look at, the appearance seems to suggest that this is what a sporty 2+2 might look like in 2013. In other words, it is a tad generic. In my week with the Scion FR-S, it did not turn heads. No one ever approached me asking questions about the car. When I have a sports car at my disposal, that is practically unheard of. Toyota mentions a low hood as an homage to its 1960′s supercar, the 2000GT, but the truth is, Toyota has been out of the sports car game for so long, it’s re-entry really needed a distinctive look, and I am just not feeling it. Yes, it’s a pretty car, it just doesn’t get my heart thumping.

The cockpit of the FR-S is simple, no-nonsense and very business-like. If you want to be coddled or dazzled with the latest high-tech fads, get out of the car. Why is this? Two reasons. One, Scion wanted to keep the costs low. Two, the buyer Scion is reaching out to hopes they will take their FR-S to autocrosses, drifting competitions, and track days. In this application, a simple, straightforward interior is an asset to the driver. A race car driver refers to the cockpit as his office, and as such, wants as little distraction as possible. And the FR-S delivers, with simple controls, a large tachometer front and center, meaty steering wheel, well placed pedals and firm, supportive front bucket seats.

In the real world, every day is not track day, not even a day blasting down our favorite back roads. In the grind of daily life, the FR-S is not for everyone. As a 40 year old standing 6’1″, climbing in and out of the low slung Scion became tiresome, especially when loading my seven year old into the FR-S’ joke of a back seat. Once in, headroom was not a problem. The seats offered loads of lateral support and do an excellent job of holding you in place, but I wondered how I would feel after driving long distances. The tiny trunk might be a challenge for a weekend get away for two. But I am not who Scion is looking for. Single guy, 25 years old, apartment, that’s who they want, and that guy is more than happy to live with the FR-S’ practical shortcomings. After all, a duffel bag and room for a case of beer is all you need for a road trip to see your college buddies.

But, the point of the FR-S is to have fun, right? the heart of the FR-S is its 2.0L DOHC 16V four rated at 200hp. Yes, the sound of a boxer four in a Scion is a little strange, but it gives the car character, and more than anything shows Subaru’s influence. A flat four exhibits a sort of nervous/aggressive persona no other engine configuration can replicate. It’s a gem of an engine, yet there are so many who seem to be, well, disappointed in the output. We live in an age, currently, that mirrors that of the height of the muscle car era. Going back to my ‘Forgotten Sporty Cars’ series, many of those beloved cars barely cracked 100hp. And people loved caning them. If 200hp is not enough, you are missing the point. The point of the Scion FR-S is to be a skilled driver who can harness the power available to the greatest effect. Smallness, lightness coupled with incredible steering and handling are the tools that will help you keep pace with a Camaro ZL1 when the road gets really twisty.

The Scion FR-S is available with either a six-speed manual, or six-speed automatic transmission. I held out, and was promised a manual, but Scion recalled that car, and what ended up at my door step was an automatic FR-S. I nearly wept. Driving the car, the superlative steering feel and quickness rivals that of BMW in their finest hour. Yes, it is that good. Handling is super tight, but the car does not punish you on average roads. But man, that automatic was the ultimate buzz kill. Most publications say a manual FR-S can hit 0-60 in the mid-six second range, while an automatic is nearly eight seconds. Yes, there are shift paddles, but during my week with the FR-S, all I could think was that I was not fully experiencing this car as its creators intended. I needed, and craved, the interaction of shifting for myself, and without that, the FR-S left me cold. I am certain I would feel different if I had a manual.

The Scion FR-S is available in one trim level only. Standard equipment on our test car included the six-speed automatic with paddle shifters, 17″ alloy wheels, chrome exhaust finishers, Torsen limited slip differential, LED taillights, eight speaker Pioneer audio with HD Radio, Bluetooth and aluminum pedals. With only a couple minor accessories, our test car rings in at $$26,166USD.

That isn’t a bad price, and compares favorably to other sporty cars, albeit much larger and heavier ones like the Hyundai Genesis Coupe, and V-6 versions of the Chevy Camaro and Ford Mustang. But none of those cars can even come close to what the FR-S is capable of. It’s easy to stuff a load of horsepower into a heavy car and make it go fast. But it takes finesse to take a smaller , lesser powered car and make it go just as fast, and therein lies the reward. It’s true, the Accord, Taurus or Camry you drive day to day will out drag a Ferrari 308, but with that in mind, surely you had a Dad, Grandpa, Uncle, neighbor, friend who had an MG, Alfa Romeo or Triumph that epitomized the philosophy that ‘less is more’. the Scion FR-S is a refreshing blast from the past, reliving the values of what made those forgotten sporty cars so good, yet is not at all retro in execution. But Scion, I beg you, next time, bring me a manual.

Filed Under: Featured Stories, In The Garage, New car reviews, New cars, Reviews Tagged With: FR-S, scion, Scion FR-S

Review: 2013 Mitsubishi Outlander Sport

November 14, 2013 by Tom Williams Leave a Comment

As a car journalist, I’ve had the benefit of attending the New York Auto Show for the past few years. Obviously, I go during media days, and the car companies really show their swagger. The champagne flows freely at the Bentley booth. Premium import beer and sushi abound at Infiniti, with Sebastian Vettel’s Formula 1 race car in plain sight. New car intros are choreographed shows in themselves, with lighting, deafening techno music that without fail makes my heart beat a few ticks faster. The feeling and experience are intense, and I never grow tired of it. All of this relentless, non-stop action takes place on the main floor of the Jacob Javitt Center in New York City, an easy walk from Times Square.

And then…there is the basement of the Javitt Center. The car companies with deep pockets keep the new cars upstairs, but they will take space downstairs to display to the public the other cars they have on offer. There is no music. No food. No celebrations. No buzz. It is nearly dead silent, a dramatic contrast to the pandemonium going on up above. Instead of auto journos, photographers and auto industry execs elbowing each other, downstairs at the Javitt consists of a handful of car company reps quietly milling about. And it is here where struggling Mitsubishi holds court. It’s actually depressing. It’s akin to attending one of the biggest bashes of the year, but opting instead to just hang out in the mud room and let everyone else have a grand time.

Which brings us to our test car, a 2013 Mitsubishi Outlander Sport, or in Canada, better known as the RVR. The Garage is no stranger to this car, having tested one when it debuted as a 2011. We walked away less than thrilled, but two years later, it was time to revisit and see if any improvement were made. Since we last reviewed the Outlander Sport, Mitsubishi added additional sound insulation, recalibrated the continuously variable transmission for better response and acceleration, updated the styling front and back, kicked in improved stereo speakers, and finally, some chassis and steering improvements.

The Outlander Sport’s strongest suit is the sheetmetal it is wrapped in. Of all the compact crossovers out there, I would argue the Outlander Sport is one of the best looking out there. It is sporty and distinctive. Our test car was finished in an utterly luxurious Mercury Grey offset by 18″ chrome alloys. I normally detest chrome wheels, but in this application, Mitsubishi opted for a sort of near matte chrome finish, and the look is classy, not crass. Pronounced fender flares, creased hood and forward leaning front fascia lend an all-business, no nonsense look to the Outlander Sport. In a sea of me-too crossovers that have the character and personality of a bowl of oatmeal, the Outlander Sport is a refreshing alternative.

Inside, however, things are not quite as exciting. To be fair, controls are easy to use, and fairly intuitive. But the interior design is rather uninspiring. Black plastic is the main theme here, and it comes off as hard and cheap. The light tan perforated leather seats helped to lighten the mood, but given the daily abuse families subject their cars to, I imagine it will be a struggle to keep such light colored seating surfaces looking clean.

Our Outlander Sport served as our transport to Citi Field in New York City to watch the New York Mets play the Philadelphia Phillies. And this is where the Outlander Sport went all wrong. Before I even left the driveway, the car’s GPS would not recognize the address of Citi Field, one of the most beautiful major League Baseball parks in America. So I entered just the street name, which got us completely lost. The GPS was hopelessly slow in responding to changes, and kept changing its mind on a whim. We finally just whipped out our Android to get to the park. So instead of enjoying a hot dog at the Shake Shack, I was arguing with the Mitsu’s GPS, nevermind the growing frustration of my passengers. Slightly cramped quarters in the back seat and surprisingly limited cargo capacity did not help.

All Outlander Sports get their motivation from a 2.0L four rated at 148hp. A five speed manual is available on the front wheel drive base model only. All other models are equipped with a CVT, which is a real killjoy and really makes me question why Mitsubishi had the nerve to even suggest ‘Sport’ in the name of this car. The Outlander Sport is lethargic in spite of its small size. There is nothing at all sporty about it handling, braking, or steering. In the madness of I-95 from Connecticut to New York, the Outlander Sport was slow when I needed good passing power. The whole car just felt sloppy. To make matters worse, there was a disturbing squeaking sound coming from the rear suspension once I was at highway speed. So much so I pulled over twice to inspect it. With only 3,000 miles on the clock, I honestly had doubts the car would get us home. Thankfully, it did, but suffice it say, this driver and passengers were just glad to be out of the car.

Our test car was the top-spec LE with all-wheel drive. Standard price for this car is $24,895USD. Standard equipment includes the 18″ alloys, aluminum pedals, power driver’s seat, paddle shifters, stop/start engine switch, auto climate control, heated front seats, and SiriusXM satellite radio. Our heavily equipped test car added the LE Premium Package featuring a panoramic glass roof with LED lighting, a nine speaker Rockford Fosgate audio system, auto dimming rear view mirror and a back up camera. Heaping on Navigation, leather interior and destination charges, total MSRP rings in at $30,915. Mitsubishi has a lot of nerve to charge thirty grand for a car with such an anemic engine, cheap interior and lackluster handling.

And that is why I am so frustrated. A crossover that looks this good deserves better. The small crossover market is white hot in terms of sales, but barely simmering in terms of excitement. The Outlander Sport looks the part, but cannot deliver the goods its wrapper suggests. If you want some sport in your compact CUV, the Mazda CX-5 is the benchmark, and it is with deep regret that the Mitsubishi Outlander Sport does not even come close. And that is why Mitsubishi spent the New York Auto Show in the basement last year.

Filed Under: Featured Stories, New car reviews, Reviews Tagged With: mitsubishi, Mitsubishi Outlander Sport, Outlander Sport

Review: 2013 Nissan Sentra

October 23, 2013 by Tom Williams Leave a Comment

Wow, for a moment I thought Nissan forgot they built a Sentra. The last Sentra hung around for a staggering six years, which is virtually unheard of in the hotly contested compact car market. The outgoing car, with its Lego-like styling and crude interior was hopelessly outdated. So, it was with great relief Nissan finally put the old girl out of its misery and delivered a completely redesigned Sentra. The car deserves that much, as it basically carried Nissan through the 1980′s alongside the completely forgettable Stanza.

To say that Nissan has taken the Sentra’s styling in a new direction does not even come close. The upright, tight edges of the outgoing car are gone, and will not be missed. Instead, we have a car with flowing, organic curves, not a harsh edge to be found. Our test car, fitted with attractive 17″ alloys and finished in Amethyst Gray and a ‘just right’ amount of chrome trim give the Sentra an upscale air that belies its price. Nissan aired a TV commercial where a junior executive is mistaken for someone far more important in a similar Sentra, and after seeing the car in person, I can believe it. No, it does not stand out, nor will it turn heads, but for the price of admission, you simply will not find another car that exudes this level of class and sophistication.

The austere cabin of the 2012 Nissan Sentra The Garage tested is also a distant memory. Nissan carried the Junior Executive theme inside, with features available only on high-end luxury cars ten years ago present and accounted for, and then some. Leather, and a pleasing mix of silver trim, chrome, and wood tone trim conspire to provide one of the most opulent cabins in its class. The contrasting beige and grey dashboard also add to the sense this is no ordinary compact. The quality of materials, fit and finish are excellent. Our feature-laden Sentra had easy to read gauges, and intuitive controls. As opulent our Sentra was, even more impressive was the amount of interior room. Front and rear, passengers had a surprising amount of room. The Sentra also boasts an enormous trunk.

In the engine room, all Sentras share the same engine, in this case a 1.8L four rated at 130hp, which is actually down on power from last year’s car. While that sounds like a step backward, it is Nissan’s attempt to bring the Sentra closer in line with the competition’s fuel economy ratings. In this case, the EPA rates the Sentra at a frugal 30/39 MPG city/highway. The base model Sentra can be had with a six-speed manual transmission, but all other models come standard with a Continuously Variable Transmission, a hallmark of Nissan passenger cars. Nissan makes the best in the business, but the mission of the CVT is to deliver optimum fuel economy, not driving pleasure. The new Sentra is no exception. Around town, the car gets around fine, but on highway on ramps, acceleration is lazy, and under full throttle, the inevitable motor boating effect is present. As elegant as the exterior and interior design are, under full throttle the Sentra is not. The ride is comfortable, and at cruising speeds, the Sentra is quiet and composed. The Sentra makes no promises of being a fun or engaging car to drive, just an easy car to live with. Driving enthusiasts, look elsewhere.

The Sentra is available in several trim levels to suit taste and budget. Our test car was the top-spec SL, with a starting price of $$19,760USD. For that, standard equipment includes dual zone auto climate control, push button start, six speaker audio with SiriusXM satellite radio, Bluetooth, LED tail lamps, LED headlight accents, LED lighting on side mirrors and fog lights. Our test car added the Premium Package, which includes a power moonroof, auto dimming rearview mirror and an eight speaker Bose audio system. The Navigation Package adds, well, Navigation with NavWeather and NavTraffic, a rearview camera, and hands-free text messaging assistant. Finally, the Leather package adds, um, leather seats, front heated seats, and oddly, rear disc brakes. Including destination, our Sentra rings in at a very respectable $23,655.

Will it set your heart afire? No. That’s the job of the Sentra SE-R, and we are waiting to see if such a car will return. Long neglected by Nissan, the Sentra is back, and this is easily the best looking one yet, with a slick interior to match. In terms of style, comfort and features, the Sentra is tough to beat. Add an exceptionally roomy cabin and generous trunk space, and you have a winner. Most buyers won’t care that it is a bit on the slow side, or a bit soft in cornering. Nissan knows its buyer, and on that front has exceeded all expectations. It is simply the best Sentra of all time.

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

Review: 2013 Volvo XC60

October 4, 2013 by Tom Williams Leave a Comment

Quick! Flash back to the last time you parked at the mall by a high-end department store. What did you see? Lexus RX’s, BMW X3, X5′s. Maybe an Audi Q5 or Mercedes GLK. Without a doubt, the market for premium compact CUV’s has a plethora of options, yet the Volvo XC60 is rarely discussed. Why is this? For one, and I blame Volvo, they simply are not promoting or marketing the car. If you don’t raise product awareness that this car exists, you are not going to get much showroom traffic. The Lexus RX reigns supreme in this segment, and through no fault of their own, it appears image conscious McMansion inhabitants feel better about themselves if they can brag about buying a Lexus than a Volvo.

And that is a shame, because the Volvo XC60 is a fine car that seriously deserves some recognition that car buyers and news media have not been giving. The XC60 is certainly a handsome, even classy CUV, but like any other crossover, it won’t turn heads. Cool and understated, our Volvo wears its Swedish design philosophy proudly. If bling is your thing, this may not be the car for you, but our test car’s optional 19″ wheels were a nice touch.

Let’s face it though-if you’re buying a crossover, you want utility and comfort, so the interior matters. Again, simple, clean elegant design prevails, but the quality of materials were exceptional. Leather, aluminum, soft touch plastics, every tactile feature of the XC60 reeked of excellent quality and workmanship. Volvo has a well earned reputation for constructing exceptionally comfortable seats. Coming from someone who drives a different new car every week, I can honestly say the XC60 has some of the best seats in the business. You actually feel better once you climb into the car. The gauges are clear and easy to read, and most controls are simple enough to understand. While the overall architecture of the interior is gorgeous to touch and look at, a huge grouping of tiny, small and largely inconsequential buttons clutter the center console, which unfortunately ages the otherwise gorgeous interior by about ten years. And while packed with the latest tech features, the navigation/entertainment systems also feel, well, old in comparison to the competition. It’s sort of like whipping out a flip phone at a party when all your friends have Androids and iPhones . Yes, it works, but is it cool?

Volvo XC60 buyers have three engine choices to suit their needs. The base model is equipped with a 3.2L inline six rated at 240hp, with the option of front or all-wheel drive. Our test car was the mid-level T6, which is powered by a 3.0L turbocharged inline six rated at 300hp, and all-wheel drive is standard. At the top of the food chain is the T6 R-Design, which has the same engine but is tuned to 325hp. Our XC60 T6 has EPA fuel economy figures of 17/23 MPG city/highway. Interestingly, Volvo claims the more powerful R-Design will return the same numbers. However, few people in this market are looking for sports car like acceleration, and I found the turbocharged six to have plenty of power. Even with the optional 19″ alloys the Volvo was very comfortable to drive. If Volvo’s mission was to deliver a comfortable, easy to live with CUV, they succeeded. Though not offered in North America, European buyers have the option of a diesel engine, and even the choice of a manual transmission. I know, it hurts me too.

Our Volvo XC60 T6 has a base MSRP of $40, 450USD. As you’d expect, Volvo has thrown in numerous safety features, and boasts a five star rating from IIHS, the best rating you can get. Standard features include a leather interior, 7″ color screen, panoramic sunroof, power seats with memory, push button start, dual zone auto climate control, and Bluetooth. Our test car had the optional Platinum Package, which added navigation, rear park assist, rear view camera, power liftgate and active xenon headlights, the Climate Package which includes heated heated front and rear seats, and heated windshield wiper nozzles. Special paint, optional 19″ alloys and destination charges bring the tally to $46,146. In the premium crossover market, this actually represent a pretty decent value.

The Volvo XC60 is a perfectly competent vehicle for families seeking a premium crossover, and until the V60 wagon arrives, is the true iteration of the Volvo wagon Americans have embraced for decades. Flashy? No. Pretentious? No. But that’s not what Volvo has ever been about. Quietly producing vehicles that offer unprecedented safety, quality, and comfort are the hallmarks of Volvo, and in that respect, Volvo has succeeded with the XC60.

Filed Under: Featured Stories, In The Garage, New car reviews, Reviews Tagged With: volvo, XC60 Volvo XC60

Review: 2013 Hyundai Azera

September 4, 2013 by Tom Williams Leave a Comment

The Hyundai Azera’s roots actually date back to 1986, when Hyundai’s sole offering here was the tinny Excel. Those days are long behind us, with the name Azera arriving on North American shores in 2006. At the time, it was the South Korean manufacturer’s flagship car. As the case was then for most Hyundais, a completely forgettable car. Yeah, we all got the car had a load of standard features and a long warranty, but the truth is the Azera was a wallflower in the entry-level luxury car market. That was then, this is now. In case you haven’t noticed, Hyundai has been on a rampage with new vehicles rolling out. The second generation Azera was introduced in 2012; our 2013 test car is unchanged from the new car’s debut.

If I were to describe the Azera’s styling in one word, it would be fluid. The overall look is bold, but not overdone. Note how steeply raked the front windshield is, while the rear of the cabin recalls a Mercedes-Benz CLS. If I had told you a chrome trim strip runs from about 6″ behind the rear door all the way to the tip of the front grill, it sounds really tacky, or a garish throwback to 1950′s American iron, but in execution the effect actually works, without looking contrived or forced. Fitted in 19″ alloys and Black Onyx Pearl finish, our Azera would easily fit in at any high-end restaurant or hotel.

Inside, the Azera offers a relaxed environment for driver and passengers alike. There isn’t a single bad design flaw to be seen, but it does not match the exterior of the car in terms of design execution, which, I admit, is so good the bar was set very high for interior design. Seats offered plenty of comfort, and there was plenty of room for four. A massive trunk ready to swallow up golf bags is a clear indicator of who Hyundai is targeting-the affluent baby boomer. Which is funny, because living with the Azera for a week, I couldn’t help but think my 67 year old father would really like this car. It’s comfortable, easy to see out of, has all the tech features you would want without being overwhelmed with gee-wiz features. Build quality is tight, the leather seats sumptuous, most surfaces soft to the touch, but there are hard bits of plastic here and there.

For reasons I cannot fathom, the Azera is available in the US, but in checking Hyundai’s Canadian site, not up north. While the Azera is sold globally with choices of several four and six cylinder engines, the US market only receives the top spec 3.3L direct injected V-6, rated at a healthy 293hp. A smooth shifting six-speed automatic puts the power to the front wheels. EPA fuel economy figures come in at 20/29 MPG city/highway. Power off the line is brisk, and passing power is impressive. Yes, it has the ponies under the hood, but the Azera is not, and was never intended to be a sports sedan. Steering is light, handling competent but everything has been tuned to comfort.

So, you may be wondering, who is the Azera competing against? Think Nissan Maxima, Ford Taurus, Buick LaCrosse, and Toyota Avalon. In the Hyundai family, the Azera is slotted between the common Sonata and the V-8, rear wheel drive Genesis sedan. This leaves the Azera in a tight space, since the Sonata Turbo we tested was loaded to the hilt, and down on power just by 19hp. Hyundai’s answer is to only offer the V-6 Azera, loaded to the hilt, one model only. Standard features include proximity key, push button start, leather interior, driver and passenger power seats, front and rear heated seats, dual zone auto climate control, navigation, rear view camera, Bluetooth, XMSirius satellite radio, HD radio, and HomeLink. Our test car featured the Technology Package, which included 19″ alloys, panoramic sunroof, xenon HID headlights, rear parking sensors, premium Infinity audio system, ventilated front seats, interior ambient lighting, power sunshade for the rear window and power adjustable tilt/telescoping steering wheel. Including destination charges, our Azera rings in at a fairly reasonable $37,225USD, considering the level of equipment offered.

Yet, something doesn’t make sense to me. The bland, inferior ’06 Azera sold nearly 27,000 cars in the US that year. The vastly improved ’12 Azera? Barely 8,500 cars sold. Some say the introduction of the Genesis is eating up sales of the Azera, but I don’t buy it. I don’t see your Lexus customer cross-shopping a front-drive ES against a rear drive GS, and the same applies here. Also, the Azera is sort like the middle child. You have the blockbuster Sonata behind you, the Genesis with true lux-car creds, and the king of the hill Equus on top. It’s the Jan Brady of the Hyundai family of sedans. Not to mention I do not see Hyundai promoting the car at all.

And that is by no means an insult. The Azera does everything you ask of it, and does it simply, quietly, and without fuss. The Azera checks off all the right boxes the buyer Hyundai wants could desire: a powerful V-6, roomy, comfortable interior, huge trunk, and sophisticated good looks to boot. But the truth is, not every buyer is going to want all the standard features the Azera includes, and they will not pay for it. If I want a car of this size and can do without the Nav and other luxury features, I’m skipping the Azera and am headed straight to my local Buick dealer. I understand it’s all about marketing and positioning your product relative to your own cars and the market, but the Azera is a good car that has been pigeonholed by Hyundai product planners.

Filed Under: Featured Stories, In The Garage, New car reviews, New cars, Reviews Tagged With: Azera, hyundai, Hyundai Azera

Review: 2013 Nissan Murano

August 12, 2013 by Tom Williams 1 Comment

Remember how radical the Nissan Murano was when it hit dealer showrooms about a decade ago? Based on an Altima platform, the Murano arrived when families were moving away from SUV’s and getting into crossovers. The Murano’s avant-garde looks made for an instant sales success. When it came time to replace the Murano in 2009, Nissan played it safe with a very evolutionary redesign. The Garage spent a week with the second generation Murano, and we came away generally pleased, but three years later, what’s new with the curvy crossover?

The blunt truth is, not much. Front and rear fascias have been revised, LED taillamps added, but it would take a true Murano addict to spot the differences. Add that to the fact that the second gen Murano, appearance-wise was a mild refresh of the original car, we’ve essentially been looking at the same car for a decade, give or take a few minor changes. Credit is due to Nissan in that it is a pleasing shape, and there is really nothing else out there that looks like a Murano. Nissan took a risk in introducing the first Murano. As a car guy, I was eager to see Nissan push the envelope of crossover styling again. And I am willing to bet there are Nissan designers who were chomping at the bit for that opportunity. My guess is the accountants figured they already had a sales hit in their hands, and gave the directive to not mess with the recipe. Interesting design? Yes, but we’ve all grown used to it by now.

The cabin of the Murano is essentially unchanged as well. Gauges are clear as a bell and easy to read. In an era where automakers are rushing to have nearly all functions controlled from a touch screen, I found it particularly refreshing that the Murano has knobs and buttons that are easy to use at a glance. Sure, this may be due to the fact the Murano’s interior was overhauled four years ago, which is a generation in the car world. Still, I liked being able to simply turn a knob, and push a button to make an adjustment. It’s a system that worked for years, and the supposed high tech replacements simply do not work as well. The Murano is reasonably comfortable, with flat as a pancake bucket seats up front with nothing in the way of lateral support-a pity, since the Murano can handle. Our Murano was perfectly screwed together, and the quality of materials was ok, but not outstanding for the sticker price.

In the engine room, Nissan offers a 3.5L V-6 rated at 260hp. This is a fine, smooth engine that has been in the Nissan stable for some time now, and the only transmission available is a Continuously Variable Transmission. The Murano has enough torque that driving around town, you never notice it. That fine engine becomes a nuisance when you want to attack an on ramp, where the engine just wails relentlessly until you are up to speed. Ask any car journalist about CVT’s, and they will all agree that Nissan makes the best in the business, but that is akin to nodding to a chef who claims to make the greatest version of Spam you’ve ever eaten. Ok, it’s the best version of a product that is completely unsatisfying. Hurrah. The Murano does not offer shift paddles to simulate stepped gears as some other CVT cars are equipped. Otherwise, the Murano had a very comfortable ride, and confident handling when pushed. I’d beg Nissan for an automatic, but that would negate their Infiniti crossovers. The masses do not seem to mind, so Nissan is content to stay the course.

Our Murano was the mid-level SL with all-wheel drive (you can opt for front wheel drive). Standard on our car were 18″ alloys, leather power heated front seats, rear view camera, Bose audio, SiriusXM satellite radio, Bluetooth, rain sensing wipers, dual zone auto climate control, push button ignition, dual panel sunroof, and power liftgate. Options included floor mats, and the Navigation Package, with NavTraffic, NavWeather, blind spot monitoring, lane departure warning, and moving object detection. Including delivery, our Murano had an MSRP of $42,410. That is not chump change, and it bears mentioning at this price point you could put yourself in a prestigious German crossover, but without the high-tech features. And no CVT.

In 2003, Nissan worked magic in creating a curvacious crossover with the Murano. And hundreds of thousands of buyers have paid good money to buy in, in spite of the design’s inherit flaws. All the curves seriously cut down on cargo space. Blind spots so big it could conceal an 18-wheeler, Yet, there was a ready set group of buyers ready to open their wallets, and trade in some practicality for style. My question to Nissan is, where do you go from here? The new Pathfinder is a crossover, in addition to the smaller Rogue. Nissan, you broke new ground, but that was ten years ago. The new Pathfinder, and upcoming new Rogue are making the Murano, as much as a sales success as it is, redundant. Can someone please explain?

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

Review: 2013 Ford Fusion

July 23, 2013 by Tom Williams 2 Comments

To our regular readers, if it seems like The Garage has been pumping out nothing but reviews of mid-size cars lately, well, the bottom line is we’ve been slammed with an onslaught of new, redesigned mid-size cars hitting the showroom floor. Sure, the crossover is what everyone is chatting about, but in the real world, the mid-size family car remains king, and the competition is absolutely cutthroat. The 2013 Ford Fusion is all new for this year. Ford flew me to the 2012 North American International Auto Show in Detroit to see the global reveal of the car. While there, Ford took me behind the scenes, showing me clay models of the Fusion, and the advanced technology of putting the Fusion on massive computer monitors just to see how the car looked in different backgrounds, just to make sure they were getting the right look.

The work paid off. The new Ford Fusion is easily one of the most dramatic and stylish mid-size cars out there. Curvy and elegant, the Fusion just drips with class. Without a doubt the best view is from the front. Let’s face it-if you’re going to copy a grille from anyone, you cannot go wrong by aping Aston Martin. Flanked by narrow, deeply focused headlamp clusters, the Fusion looks a little more aggressive than one would think of a family car, but the end result is brilliant. Ford smartly decided it made more sense to be a true global company, meaning one design would work for the world. The Fusion is a direct result of this thinking, and if it looks as if the car has a very European flair, it’s because it partly is.

Inside the Fusion, the look is quite contemporary. However, our test car was fitted with an all black interior with piano black and silver trim. As you can imagine, this made for a slightly austere and dark cabin. That said, the interior offered plenty of room for all, and the driver’s seat was very comfortable. Quality of materials was just average, and I was shocked to see how poorly the trim was attached on the passenger door. High-end Fusions feature the controversial Ford MyTouch, which car magazines love to complain about without really going in to detail as to what MyTouch is. As you can see above, you have an 8″ LCD screen that handles four aspects of the car-entertainment, navigation, phone, and climate control. Below that screen are a sort of buttonless controls allowing you to make adjustments you can make on-screen as well. In the gauge cluster, the sole analog gauge is the speedometer, which is flanked by two 4″ customizable LCD screens which can show different information from menu buttons on the steering wheel.

This all sounds really neat, and cutting edge, right? People were amazed at the capabilities of MyTouch as I went from screen to screen, and displaying the plethora of information available to me. And it was easy to show all of this because the car was in park. Cruising at 80mph, the last thing you want to be doing is scrolling through menus. While the redundant buttonless panel is cool in concept, it’s sort of like when you click an icon on your smartphone and nothing happens. Again, the big difference here is that you are trying to make simple adjustments that aren’t happening while you are driving a car. Ford’s MyTouch is an awesome concept in theory, but in the real world it still needs some work.

The Fusion is offered in three trim levels, S, SE, and Titanium. The S and SE come standard with a 2.5L four cylinder engine rated at 175hp, paired to a six-speed automatic. With the SE, you also have the option of a 1.6L turbocharged four rated at 178hp, and the bonus here is you can outfit your Fusion with a six-speed manual transmission, a rarity in this class of car. Of course, the automatic is also available. Finally, the Titanium has a 2.0L turbocharged four rated at 240hp, which is available only with a six-speed automatic. Unique to its class, the Fusion Titanium is available in front or all-wheel drive. In a quest for fuel economy, Ford is not offering a V-6 Fusion as it did before. Our all-wheel drive Fusion had EPA fuel economy ratings of 22/31 MPG city/highway, which I found to be pretty respectable. The top-spec engine gets the job done just fine, and is remarkably refined and unobtrusive. Acceleration will meet or exceed any typical buyer’s expectations, but as far as pure horsepower goes, the competition offers much more. Once again we go back to Ford’s global platform, and the dividends pay off handsomely. The Fusion handles exceptionally well when the road gets twisty, and is a perfectly competent long distance cruiser. As far as driving dynamics go, Ford nailed it.

The Fusion is, as was intended, a mainstream family sedan aimed directly at middle-class families. And with a starting price of around $22,000USD, that sounds about right. And I suspect the vast majority of Fusion sales will be the S or SE models. Our test car, however, was the Titanium all-wheel drive version, and a technological tour de force of essentially everything Ford has available now, and that is reflected in the price of our car. With standard equipment such as 18″ alloys, dual zone automatic climate control, power, heated leather seats, aluminum pedals, ambient interior lighting, premium Sony audio, XMSirius radio, HD radio, rearview camera, perimeter alarm and reverse sensing assist. Our test car’s options included the Ruby Red paint, active park assist, adaptive cruise control, navigation, 19″ alloys, and the Driver Assist Package (lane keeping system and cross-traffic alert). Including delivery charges, our Fusion rings up at breathtaking $37,670. We’re now in Lexus/Infiniti/Audi/BMW territory here, but outfit any of those cars like our Fusion you could be looking at an extra $15,000.

It’s pretty common for a manufacturer to give people like me, the media, the absolute top of the line car to see and sample the best that they have to offer. But that doesn’t mean it is what you, the consumer buys when you sign the check at the dealer. In its favor, the Fusion is positively gorgeous, and in speaking to Ford CEO Alan Mulally, he is clearly proud of his car, as is chief designer J. Mays. The Fusion manages to click off all the right boxes-styling, comfort, roominess, generous trunk space and good handling. And the car buying public has responded-Ford can barely keep Fusions on their lots, and are hurrying to tool up another Fusion factory in Michigan. I know Ford is proud of the technology they have available in the Fusion, but in the case of our test car, I found it way over priced. At nearly $38,000 I want a warm, inviting interior. Not plastic, and especially without trim popping out. She is a looker, has excellent handling, but Ford, we just needed that little extra to make it to the absolute top of the class.

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Filed Under: Featured Stories, New car reviews, New cars, Reviews Tagged With: ford, ford-fusion, fusion

Review: 2013 Dodge Avenger

July 8, 2013 by Tom Williams 2 Comments

Chrysler, which was on the brink of total collapse a few short years ago is finally in good health, thanks to majority holder Fiat. Turning a car company around is no small task, and at the core of the turnaround are the cars available for you and me to buy. With the Dodge brand, all eyes have been focused on the new, Alfa Romeo-based Dart, a compact four door sedan. In the mid-size department, Dodge continues to offer the Avenger, which is no spring chicken, having been around since 2008. Vilified by the press for awful interior quality, and crude drivetrains, the Avenger was an easy target. Things changed in 2011 with some refreshed sheetmetal, a vastly improved interior, and a brand new V-6. And consumers responded, with 2012 being the best sales year for the Avenger since it debuted, with close to 100,000 cars sold in the US.

Still, the improvements made to the Avenger, good as they are, still leaves it as an ‘also ran’ in the hotly contested mid-size sedan market. So, with an aging car and limited funds, what do you do if you’re Dodge? You make your mid-size car look mean. From the start, Dodge styled the Avenger to look like a little brother to the Charger. It’s butch, blocky, and undeniably American. Two years after a minor refresh, the Avenger still looks old school. However, our test car was equipped with the $495 Blacktop Package, and the reaction on the street astounded me. For that, you get 18″ gloss black alloy wheels, grille, headlight bezels and a rear spoiler. Pretty simple, right? Yet during my week with the Avenger, people would come up to me saying how bad-ass it looked. I was incredulous when an owner of a Honda S2000 came up to me at a car wash asking me questions about the car. I’ve driven every mid-size car available, and none generated the interest our Avenger did. When your competition has limitless funds, Dodge did the right thing by offering an option to make their car stand out. No, it’s not for everyone, but when I had a Toyota Camry, no one noticed.

The Avenger’s greatest drawback was its interior, which rightfully drew immense criticism for dull as dirt design, poor quality and rock hard plastics. Dodge has gone to great lengths to improve the interior of the Avenger. I am happy to say they have succeeded, but still lag behind the competition. Our all-black interior made for a drab cabin, and the scant silver trim and white stitching on the seats and door panels did little to break up the monotony. That said, the Avenger’s cabin proved to be comfortable for four. Controls are clear and very simple to use-no need to consult the owner’s manual. Rear passengers did complain the Charger inspired kink at the rear fender severely reduced visibility, which is true, and the lack of a rearview camera or parking sensors compounds the problem. The absence of these and other features like a Stop/Start button are stark reminders that this is a car that has been on sale since 2008.

You can take your Avenger with one of two engines. The standard 2.4L four cylinder, rated at 173hp will get the job done. The base model is equipped with an archaic four-speed automatic, while higher trims get a six-speed automatic. For a mere $300 extra, I implore you to get the new 3.6L V-6, mated to a six-speed automatic. Rated at 283hp, the Avenger is one of the most powerful cars in its class. EPA fuel economy ratings are 19/29 MPG City/Highway. When pushed, the Avenger is very quick, and always composed. The steering was nicely weighted. Driver’s seeking an even more aggressively tuned Avenger should check out the R/T, which offers a sport tuned suspension and quicker steering. In the mid-size sedan world, the Avenger cuts a nice balance between the isolation chamber Camry and near-sport sedan Mazda6.

When the refreshed Avenger arrived in 2011, it was offered in a staggering five different trim levels with funny names like ‘Express’ and ‘Main Street’. No more. You have the base SE, the SXT like our test car, and the sportier R/T. Our Avenger SXT has a base price of just $22,195USD. For that, you get the standard four cylinder engine with the six-speed automatic, auto climate control, SiriusXM satellite radio, power driver’s seat, and LED interior lighting. Options on our test car included leather, heated seats, the aforementioned Blacktop Package, V-6 engine, and the Sun and Navigation Group (6.5″ touchscreen, voice command, Bluetooth, 40 Gig hard drive for your tunes, GPS navigation, power sunroof, and auto dimming rearview mirror. Including delivery charges, the total price rings in at $26,225, which is an incredible bargain.

The harshest critics will dismiss the Avenger as an ugly reminder of the neglect Daimler and Cerberus inflicted on Chrysler. I see it differently. Dodge engineers and designers were given an unpopular car with the directive to make it more competitive on a shoestring budget, and they delivered. It is not the most plush, refined and polished car in its class, but decked out as our test car was, it had an elusive quality called ‘character’, a trait almost never seen in a modern mid-size car. It isn’t like the rest of the herd. It stands out, and it got people talking. Isn’t that what we love about cars? Am I really saying this about an Avenger, a car our Founding Editor Gary Grant named the worst car of the year in 2009? Gary may have been right then, but since then, Dodge has cooked up a spicier Avenger with personality and a bargain price to boot.

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Filed Under: Featured Stories, In The Garage, New car reviews, Reviews Tagged With: Avenger, Dodge, dodge avenger

Review: 2013 Volkswagen Jetta Hybrid

June 18, 2013 by Tom Williams 2 Comments

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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