When it comes to the midsized luxury car segment , General Motors has made moves in the right direction with the decision to keep and build off of the Buick brand. The all-new 2012 Buick LaCrosse 4-cyinlder model now exclusively comes in an eAssist mild hybrid flavor.  The eAssist system attempts to fulfill a need give the LaCrosse 4-cylinder more power with added fuel efficiency.

The new 2012 Buick LaCrosse receives additional polishing from a new eAssist powertrain, which consists of a 2.4-liter 4-cylinder engine and an 11-kilowatt electric motor. The new Buick LaCrosse eAssist is essentially a mild hybrid derived from the outgoing Malibu Hybrid.

The ultimate goal of the Buick LaCrosse eAssist was to alienate preconceived pessimism of a traditional hybrid but still give drivers near-hybrid fuel economy figures. After spending a full week in the new 2012 Buick LaCrosse eAssist, I can certainly say Buick has accomplished this task.

The new 2012 Buick LaCross eAssist, or what some will call the LaCrosse hybrid, kills two birds with one stone. First of all, last year’s base LaCrosse’s 2.4-liter engine by itself with 182 horsepower and 172 ft-lbs. of torque was simply underpowered for the 3,800 pounds-plus vehicle. Lackluster performance is already a presumption for Buick in the minds of enthusiasts; with last year’s base 4-cylinder version of the LaCrosse, it only reemphasized that testament. With a mild-hybrid eAssist setup, the same 2.4-liter 4-cylinder engine gets a much-needed boost from an electric motor. Basically, the electric assist makes all of the difference in the world during full throttle. Heavy acceleration is much more responsive while fuel consumption numbers are improved by as much as 6mpg city and 6mpg highway over last year’s 4-cylinder model.

On the new LaCrosse eAssist, a belt-driven electric motor is mounted on the 4-cylinder engine in place of a traditional alternator. Working in sync with the gas engine, the electric motor is able to provide an additional 15 horsepower and 79 ft-lbs. of torque to the equation. Moreover, the new LaCrosse eAssist has regenerative braking to charge the lithium-ion battery pack mounted behind the rear seats. The battery takes up about 40% of the trunk space and partially blocks the pass-through, which would otherwise be fully open with the 60/40 split seatbacks folded down.

With everything working in sync, as the information color LCD dashboard charging graphic displays, the new 2012 LaCrosse eAssist gets 25mpg city and 36mpg highway. I had no problems hitting those figures especially in heavy city traffic. During all stops, provided the engine has heated up to normal operating temperature, the LaCrosse eAssist shuts down the gasoline engine and the battery takes over powering accessory items. During coasting and coming to a stop, fuel is cut and the electric motor takes over by regenerating energy to charge the battery. The system works seamlessly and virtually eliminates any type of jerkiness you get with other traditional hybrid systems when the engine starts up for accelerating from a dead-stop. During any type of acceleration load, the gas engine is used to propel the vehicle. Only under heavy loads or at full-throttle is the electric motor used for additional power output.

The new 2012 Buick LaCrosse eAssist uses a re-worked 6-speed automatic transmission to direct power to the front wheels. The new unit reduces friction and improves shifting response. Additionally, a lower final-drive ratio is used to allow the transmission to hold a gear longer reducing unnecessary shifts, which could reduce fuel consumption.

Low rolling resistance tires, said not to compromise handling, give the LaCrosse a smooth and quiet ride. Inside the cabin of the new 2012 LaCrosse eAssist you hardly notice road noise. If anything, you hear the buzz of the engine before any road noise enters the cabin at reasonable speeds.

Buick has done an excellent job isolating the driver from the road. That can be a good or bad thing depending on what type of driver you are. The ever-day commuter that could care less about being an enthusiastic driver will enjoy the isolation, while the avid enthusiast would dread the bleak ride. However, the LaCrosse has a smooth ride without too much float. Engineers did a good job with giving the new LaCrosse proper dampening as to not be excessively bouncy just to give passengers a smooth ride.

The new LaCrosse has plenty of space in the front and rear areas to comfortably seat 5 adults with no issues. The dashboard of the LaCrosse appears to use quality materials even if they are mostly consisted of plastics. Interior trim pieces blend a luxurious appeal into the spacious cabin. Truck space is somewhat hindered from the battery pack, although, not as much as traditional hybrid vehicles. The new 2012 LaCrosse eAssist uses a much smaller pack than other hybrids. This is mainly because the electric motor is not required to be as robust, nor does it need to handle the duty of propelling the vehicle on its own.

My new 2012 Buick LaCrosse eAssist Premium 1 Group test vehicle is loaded up with several options such as touch-screen GPS navigation system and leather seating surfaces. Virtually all of the options found on a loaded-up LaCrosse V6 can be had on the new 4-cylinder eAssist premium models. My LaCrosse tester was equipped with a driver’s convince package adding adaptive HID headlights (automatically swivel with the steering wheel), heads-up display and blindspot zone alert. Also added to the options list is an entertainment package including a nice sounding Harmon Kardon stereo system and rear-seat DVD player LCD screens.

The as-tested price of my 2012 Buick LaCrosse came to $37,980. To bring the cost down, you can opt for a base LaCrosse eAssist starting at just $30,170 with the same economical drivetrain. With such a price point, the new 2012 Buck LaCrosse eAssist undercuts the price of conventional hybrids within in its size class. I can conclude that the LaCrosse eAssist is a good value and alterative to other hybrids considering the steadily rising gas prices.

Copyright: 2012 AutomotiveAddicts.com

SPECIFICATIONS

• Price: Base LaCrosse 4cyl eAssist $30,170 / As Tested LaCrosse 4cly eAssist Premium Group 1 $37,980
• Vehicle layout: Front-engine, FWD, 5-pass, 4-door sedan
• Engine: 2.4-liter DOHC 16-valve 182-hp @ 6700 rpm / 172-lb-ft @ 4900 rpm
• Transmission: 6-speed automatic
• Curb weight: 3,835 lbs.
• Wheelbase: 111.7 in
• Length x width x height: 196.9 x 73.1 x 59.2 in
• Headroom: f/r-38.0in./37.8in.
• Legroom: f/r-47.7in./40.5in.
• 0-60 mph: 9.0 sec
• Braking, 60-0 mph: 124 ft
• Lateral acceleration: 0.83 g (avg)
• EPA city/hwy fuel econ: 25 mpg/36 mpg
• Fuel Tank Capacity: 15.7 gallons

For a decade, Nissan has been leading the path for crossover SUV vehicles. By expanding the crossover line with new vehicles such as the Rogue, Nissan has managed to provide consumers with a more efficient and economical alternative in a massively competitive segment.

The new 2012 Nissan Rogue, continuing its versatile platform based off of the Nissan Sentra, gives drivers crisp handling and sporty characteristics in a 5-passenger compact crossover package.

The Nissan Rogue, first introduced as a 2008 model, receives some additional refinement and features set for the 2012 model year. The new 2012 Rogue adds an optional Special Edition trim package and a 360-degree camera view in place of the single standard back-up camera. The new 360-degree camera view is just like Nissan’s and Infiniti’s infamous around-view monitor system. For the Nissan Rogue, the system utilizes the small 4.3-inch color LCD screen to display images for a series of 4 cameras for a virtual over-head drop-down view. The rather smallish screen is also used for display of the audio, GPS navigation and a select number of vehicle settings.

Being that the Nissan Rogue is based on the compact Nissan Sentra, front legroom is somewhat compromised. Although, finding a comfortable seating position for someone as tall as me (6’ 3”) is not an impossible task. My Rogue SV test vehicle was equipped with a 6-way power driver’s seat with lumbar support. The front heated leather seats are comfortable but lack ample bolstering for spirited driving. Rear seating is surprisingly good while cargo capacity is on the low side, even with the rear seats folded, for the small crossover segment.

The perception of interior quality is high in the new 2012 Nissan Rogue. Nissan also does a good job with placement of all controls. The a/c and heater controls may take a bit to get used to with only three large dials and full auto settings without any LCD screen read-out.

Carried over from previous years, is the Nissan Rogue’s 2.5-liter inline 4-cylinder engine producing 170 horsepower and a healthy 175 ft. lbs. of torque. Nissan also continues to use their CVT (Continuous Variable Transmission), which may be bitter sweet for some consumers in the market for a compact crossover. The CVT transmission uses Nissan’s latest programming but still manages to allow a drone sound from the engine to seep into the cabin at high RPMs. Regardless of the flack that CVT transmissions receive, the Nissan Rogue is still just as nimble as some of its V6-equipped competitors. Undoubtedly, the meaty torque from the 2.5-liter 4-cyl powermill really helps especially when the CVT transmission’s computer performs an early lock up of the torque converter under light loads. This scenario also helps the new Rogue obtain its 23mpg city and 28mpg highway fuel consumption figures.

The 2012 Nissan Rogue’s handling attributes have an edge over many other compact crossovers. The newly designed 17-inch alloy wheels and sporty suspension help keep the Rogue firmly planted on the pavement. For 2012, there is a new sport-mode button that slightly remaps the CVT transmission to give the driver more of a sporty power delivery. I noticed that by using the sport button, the CVT transmission kept the RPMs in a higher range making power quickly available.

The new 2012 Nissan Rogue’s car mannerism is a major selling point as is its lower price point when compared to its bigger V6-powered sibling, the Murano. For 2012 there are only two trim levels, the Rogue S and SV. My Rogue SV came well-equipped but lacked rear seat versatility found in other compact crossovers such as adjustable seat-backs and a center armrest. The over-all usefulness of the Rogue being a crossover has its benefits over a compact car without sacrificing car-like drivability. In my opinion the new Nissan Rogue is a better-looking crossover than the Murano, but obviously lacks the robustness of the V6 power and luxury amenities. For a compact crossover, the 2012 Rogue leads its class and beckons competitiveness when it comes to sporty car-line driving characteristics.

A competent all-wheel-drive system is offered on the new Nissan Rogue slightly reducing the fuel consumption to 22mpg city and 26mpg highway. The 2.5-liter engine is well capable of delivering ample and balanced power to all four wheels in inclimate weather conditions. Towing is limited to a paltry 1,000 pounds. Acceleration time for the 2012 Nissan Rogue front-wheel-drive comes in around 8.6 seconds, which is in-line with other small crossovers.

My 2012 Nissan Rogue SV front-wheel-drive test vehicle has an as-tested price of $29,290, a bit on the high-side for a compact crossover. Fortunately, the Rogue S starts at an MSRP of only $21,840, which is a competitive price point for a sporty compact crossover.

Copyright: 2012 AutomotiveAddicts.com

Images: Nissan Motor Corp.

SPECIFICATIONS

• Price: Base Rogue $21,210 As-Tested Rogue SV $29,290
• Engine: 2.5-liter 4-cylinder 170 horsepower @ 6000 rpm 175 pounds-feet torque @ 4400 rpm
• Drive: FWD (Front-Wheel-Drive)
• Wheelbase: 105.9in.
• Total length: 183.3in.
• Total width: 70.9in.
• Total height: 66.3in.
• Track: f/r-60.6/61.0in.
• Turning circle: 37.4ft.
• Headroom: f/r-40.4/38.3in.
• Legroom: f/r-42.5/35.3in.
• MPG est.: 23mpg city/28mpg highway
• Fuel tank: 15.9 gallons
• 0-60mph: 8.6 seconds
• EPA cargo volume: 28.9cu.ft.
• Curb weight: 3,329lbs.

For years Chevrolet played the small car game, but their cards were often coming up short when vetted against the over-seas competition. This year, Chevrolet introduces the 2012 Sonic.  An all-new small car from the ground up that is poised to compete worldwide.

The all-new 2012 Chevrolet Sonic brings the subcompact segment back home for General Motors in a way that reaches across the pond. The 2012 Chevy Sonic is essentially a replacement for the ill-fated Daewoo-breed Chevy Aveo. Without even driving the Sonic, at first glace, I can say with a certainty that the Sonic will be a much needed improvement.

As a world market competitor, the new Chevy Sonic will have no problems keeping up with the competition. The new Chevy Sonic gets a choice of two fuel-efficient yet peppy 4-cylinder engines. My 2012 Sonic LTZ was equipped with a 1.8-liter 138 horsepower and 125 lb-ft of torque engine, same as found in the base Chevy Cruze. A 1.4-liter turbocharged 4-cylinder engine is available on two out of six specific trim levels (1LT, 1LZ) for the Sonic with a late availability. With the 1.8-liter 4-cylinder Ecotec engine mated to a 6-speed automatic, I was able to muster out a solid 33 mpg on the highway and 26 mpg in the city.

For a subcompact vehicle the Chevy Sonic has many trim levels, six total. Quite possibly Chevrolet’s explanation for this is giving consumers plenty of personalization options. Sure, a subcompact hatchback should have a wide array of trim levels and configuration options. The 2012 Chevy Sonic does not disappoint providing a long list of options including my (LTZ) 2LT trim level test vehicle’s heated ‘leatherette’ seats, Bluetooth connectivity w/ streaming audio, remote vehicle start, and front fog lights. This list is not abundant by any means. This is after-all, a subcompact vehicle.

When I think of a subcompact vehicle, I tend to think of something like the Fiat 500 I had a couple weeks ago. The Chevy Sonic is rather large for a subcompact, which is a good thing considering how well I can fit my 6-feet 3-inch frame into the driver’s seat. Interior volume on the Sonic rivals that of a compact vehicle. The rear seating area is also decent for a vehicle classified as “small”. The place where space may be considered somewhat compromised, is in the rear cargo hatch. Over-all, the interior of the Chevy Sonic is comfortable and refined, especially for its class.

At over 2,600 pounds, the new Chevy Sonic may be considered heavy for its class. Surprisingly, that does not upset its drivability. The new Sonic is still nimble enough to throw around corners and with the 1.8-liter engine mated to a competent 6-speed automatic transmission, the Sonic performs considerably well. Some of the Sonic’s performance attributes are due to its well-weighted steering along with its 17-inch wheels and tires.

The all-new Chevy Sonic is gaining momentum in the aftermarket world. Having driven the new Sonic, I can conclude that it has an excellent foundation to build off of. This may be a special note to the 1.4-liter turbocharged engine option for the Sonic. Not to mention, the aggressive design of the Sonic will make it easier for aftermarket aesthetics to be pleasing to the eye of a critical enthusiast.

Outside of the new Chevy Sonic is an original design. The front headlights bulging from the front fascia make it one of the better looking Chevy designs. Even the larger front fog lights add a sporty style to the Sonic’s over-all appeal. The sheet metal lines across the hood and down the side blend well making the Sonic look sleek and daring. The rear end is probably my only quarrel with the Sonic’s design. It is almost as if Chevy needed to make a compact car into a subcompact so they just cut off the rear hatch area.

The new Chevy Sonic’s interior is familiar especially after having driven the Chevy Cruze just weeks ago. Where the Sonic changes things up is in the gauge cluster. The new cluster has a large rpm gauge with a digital LCD screen including the speedo and readouts for other pertinent vehicle information. The cluster is rather simplistic but works well to give the Sonic a performance perception.

Over-all the all-new Chevy Sonic manages to exile those preconceived notions that Chevrolet’s subcompact cars are cheap. The Aveo, on the other hand, was a vehicle that may have helped tarnish a growing brand. Now that General Motors has taken the crown for the #1 seller in the world, vehicles like the Chevy Sonic will do wonders to keep them on top when it comes to fun, economical and cute small cars.

The new 2012 Chevrolet Sonic 5-door hatchback has a starting price of only $14,635 for the base model while my Sonic LTZ test vehicle came with an as-tested price of $19,255.

Copyright: 2012 AutomotiveAddicts.com

SPECIFICATIONS

• Price: Base Sonic LS Hatchback  $14,635 As-Tested Sonic LTZ Hatchback $19,255
• Engine: 1.8-liter 4-cylinder Ecotec 16-valve 138 horsepower @ 6300 rpm / 125 ft-lbs. torque @ 3800 rpm
• Wheelbase: 99.4in.
• Total length: 159.0in.
• Total width: 68.3in.
• Total height: 59.7in.
• Fuel tank: 12.2 gallons
• Headroom: f/r-38.7/38.1in.
• Shoulder room: f/r-53.4/53.0in.
• Curb weight: 2,684 lbs. (6-speed automatic)
• 0-60mph: 9.0 seconds
• EPA mileage: 25mpg/city, 35mpg/highway (automatic transmission)

Small light-weight compact cars are attempting to make a big impact on the American car culture. Many brands are injecting what they consider to be “the best offering” when it comes to a subcompact. Chrysler and Fiat has made a fair attempt at this endeavor in the all-new 2012 Fiat 500.

The Italian Fiat 500 has been welcomed by many in the European market. For them, 2012 Fiat 500 nothing new under the sun. Now, the American market gets our own version of the Fiat 500, which is not sway too far away from the sense of the current European-spec Fiat.

The all-new 2012 Fiat 500, surprisingly, is a competent subcompact car. Of course naturally everyone will compare the new Fiat 500 to the MINI Cooper or the new Scion iQ. In retrospect, the new Fiat 500 Sport is a nice blend of a MINI Cooper hardtop and Scion’s new iQ. Having driven the convertible Fiat 500C just a few months ago, stepping into the new Fiat 500 Sport brings on a surprising better drivability factor. This ‘factor’ could legitimately compete head-on with a standard version of the MINI Cooper hardtop provided the Fiat 500 had a bit more power. Maybe the answer is in the 160-horsepower Abarth version of the Fiat 500.

The Fiat 500 Sport is much lighter on its feet with the 5-speed manual transmission. Having the 5-speed manual transmission gives the driver more usable power to the pavement.

The Fiat 500 two-door subcompact hatchback comes in three trim levels, Pop, Sport and Lounge. The convertible Fiat 500C is available in only two trims, Pop and Lounge. My Fiat 500 Sport two-door includes larger 16-inch wheels (15-inch standard on Pop trim), sport suspension, roof spoiler, sports seats, fog lights, heated front seats, automatic climate control and re-tuned steering.

The new Fiat 500 Sport is powered by 101 horsepower and 98 ft. lbs. of torque 1.4-liter 4-cylinder engine. Fiat’s new “MultiAir” system variably controls the valves for optimal output and fuel economy. It is obvious that you can get much more “optimal” than 101 horsepower, but there is still an eagerness from the ‘little-engine-that-could” at full-throttle. I have to say, fuel economy was pretty good considering I had to rev the 1.4-liter engine to infinity and beyond to keep things moving well on the highway. After the little Fiat 500 Sport gets up to speed, it is shockingly smooth and stable. Anything  involving turns well-above highway speeds, simply put, is not recommended.

As a testament to the Fiat 500 Sport’s power output, going up a steep inclined bridge in 5^th gear, the Fiat is able to only hold a constant speed. If you wish to accelerate at the least bit, you must down-shift into 4^th gear or even 3^rd gear. Although, the 5-speed manual transmission’s gearing makes the best use of the MultiAir 4-cylinder engine’s limited 101 horsepower output. The energetic buzz sound from the 4-cylinder becomes a customary tune until you turn the volume to what is an excellent sounding stereo system with 6 speakers, and a subwoofer. For a subcompact vehicle, the Fiat 500’s Bose premium audio system reproduces clear high and low notes.

Rowing through the 5-speed manual transmission can be a bit clunky. However, a competent driver may still manage to perform smooth shifts and rev-matched down-shifts with ease.

The Fiat 500 Sport’s 16-inch wheels and 195/45/16 tires, look great while at the same time give the Fiat 500 a better handling edge over the standard Fiat 500 Pop trim level.

Justifiably so, subcompact cars seem to always get a bad rep for interior space. When it comes to the new 2012 Fiat 500 Sport, interior space can be summed up by calling it usable. In other words, I found myself and three of my small friends, using every bit of available space. Front passengers have just enough space even for someone who is well-over 6-feet tall. The new Fiat 500 has a very high roof-line, that is almost as high as some crossover vehicles. The trunk space is only good for two medium to small sized luggage bags. As a plus, the rear-hatch space is slightly larger that of the Fiat 500 Convertible’s.

Dashboard controls are kept reasonably simple. With the dash encased in a glossy body-colored array of plastic panels, the controls are contrasted very well and easy to see. The gauge cluster, as with the Fiat 500C Convertible that I tested months ago, combines the tachometer and speedometer in the same larger circular pod. The pod also encloses a round LCD screen for displaying a variety of information such as, mpg figures, trip computer, outside temp, current date and time, fuel gauge and temp gauge. The mph and rpm numbers are represented in a retro-styled font.

Like many lightweight subcompacts on the market, the Fiat 500 has its own unique characteristic. The all-new 2012 Fiat 500 retains its Italian roots embodying a classy look and plenty of style to go around despite its smallish size. The all-new 2012 Fiat 500 Sport is delectably priced at a starting MSRP of $17,500.

Copyright: 2012 AutomotiveAddicts.com

SPECIFICATIONS

• Price: Base Fiat 500 Hatchback Pop $15,500 / Base Fiat 500 Hatchback Sport $17,500
• Engine: 1.4-liter 101 horsepower @ 6500 rpm / 98 ft-lbs. torque @ 4000 rpm
• Wheelbase: 90.6in.
• Total length: 139.6in.
• Total width: 64.1in.
• Total height: 59.8in.
• Track: f/r-55.4/55.0in.
• Ground clearance: 4.1in.
• Headroom: f/r-38.9/35.6.in.
• Legroom: f/r-40.7/31.7in.
• Fuel tank: 10.5 gallons
• Turning circle: 30.6ft.
• Interior volume: 85.1cu.ft.
• Curb weight: 2,363lbs.
• 0-60mph: 10.8 seconds (5-speed manual transmission)
• EPA mileage: 30mpg/city, 38mpg/highway (5-speed manual transmission)

The new 2012 Chevrolet Cruze Eco combines the best of both worlds in a time when economic conditions aren’t so great and gas prices continue to hover above $3 a gallon. The new 2012 Cruze Eco exemplifies a good-looking economical package and viable alternative to paying a premium for a hybrid vehicle.

Enthusiasts will give much due respect to the new 2012 Chevrolet Cruze Eco for a few reasons. For one, it is not a hybrid, it does not cost as much as a hybrid, and it does not look anything remotely like the stereotypical compact-sized hybrid. Lastly, the new 2012 Chevy Cruze Eco still manages to muster out upwards of 42 miles to the gallon while remaining spritely for a small compact car.

There are a few areas that the new Chevy Cruze Eco differentiates itself from other trim levels of the Cruze. The Cruze Eco 6-speed manual weighs about 100 less due to its smaller 12.6 gallon fuel tank, about 3 gallons smaller than other trim levels, and light-weight forged 17-inch wheels. Other attributes that make the Cruze Eco hit its 42 mpg mark are low rolling resistance tires and a unique front “active” air passage that closes up at cruising speeds to reduce drag.

Standard on Cruze Eco models is a 6-speed manual transmission helping the Cruze Eco achieve its astonishing fuel economy. Our 2012 Cruze was equipped with the optional 6-speed automatic found in other Cruze trim levels. Opting for the automatic transmission in the Eco model forces Chevrolet to equip it with the larger gas tank. This adds extra weight and brings fuel economy levels down to a respective 26 mpg city and 39 mpg highway. With the standard 6-speed manual, the Cruze Eco gets an estimated 28 mpg city and 42 mpg highway.  Even with the automatic transmission, the new Cruze Eco still manages get slightly better highway fuel consumption than the 37 mpg highway figure in other Cruze trim levels.

Trim levels for the new 2012 Chevrolet Cruze start with the LS featuring a 1.8-liter 4-cylinder engine producing 138-horsepower and 123-ft lbs. of torque. All other Cruze trims, LT1, ECO, LT2, and LTZ, use a 1.4-liter turbocharged 4-cylinder engine producing 138-horsepower and 148 ft-lbs. of torque. The added torque in the turbocharged engine makes a difference especially when you are jumping out in traffic or attempting to overtake vehicles at highway speeds. The new turbocharged Cruze has a wide band of usable power for compact car. You may not win any drag races in the new Cruze, but you surely can keep up with fast-lane traffic. 0-60 mph times in the new 1.4-liter turbocharged Cruze average around 9.3 seconds.

My 2012 Chevrolet Cruze Eco model was equipped with the optional 6-speed automatic transmission. This transmission tries its best to get every bit of usable power out of the small turbocharged 1.4-liter engine. Although, demanding extra power requires an extra effort of nearly flooring the gas pedal. The transmission tends not to respond to light or medium inputs for up-shifts. Luckily, the transmission does allow you to manually shift the gears. On the downside, manual mode fails to hold a gear if you apply too much gas, it will automatically up-shift as if you are in a normal automatic mode.

Ride quality from the new Cruze Eco among the best in the compact vehicle segment. The suspension is tuned just right for a vehicle of this class. The Eco model actually rides about .4-inches lower than other Cruze trims aside from the sport-tuned suspension-equipped Cruse LTZ model. The lower ride hight, in conjunction with the “active” front fascia, helps reduce drag and lets the Cruze Eco virtually slice through the air for better fuel consumption.

Drivability of the new Cruze Eco is just as good as any other compact on the market if not better than some. Steering feel is very light from the electric steering rack giving me a false sense of road feedback. Cornering and handling abilities of the new Cruze Eco are surprisingly well. The 215/55 17-inch low-rolling resistance tires tend to howl at the least bit of lateral g-forces. Cornering abilities are surely compromised by Chevrolet’s choice of low-rolling resistance tires on the Cruze Eco. Although you initially get a sense of good handling abilities from the Cruze’s suspension setup, you would not want to put the Cruze Eco into any sharp turns at speed without ensuring your life insurance premiums are paid up. Fortunately, there is an excellent stability and traction control system to help put things back in line after driving like a hoon.

The cabin of the new 2012 Chevrolet Cruze Eco somewhat surpasses the initial quality perception of other compact cars on the current market. The Cruze Eco opts for a cloth interior instead of offering leather seating surfaces to possibly save weight. Moreover, the dashboard is covered in a tightly knitted fabric. The interior of the new Cruze is one sign of its Opel platform roots. The front seats have a lot of adjustability but are somewhat on the firm side. Rear seating is just enough for two small to averaged sized adults considering they are under 6-feet tall. Legroom is a bit cramped in the rear unless the front seats are adjust fully forward. The 60/40 split folding bench in the rear allows additional cargo space and pass-through to the trunk.

The list of optional equipment on the new Chevrolet Cruze rivals some midsized cars. For the 2012 Cruze Eco model, things are kept somewhat simple but allow you to equip GM’s latest iteration of their touch-LCD-screen GPS navigation system integrating the audio system and some vehicle settings. An icon-based high-resolution color LCD touch-screen proves to be very user-friendly. The only qualm with the system is how cumbersome it is to input information. Dashboard controls are clearly marked but the positioning of the air conditioner temp and fan speed control dials are in the way of front occupants’ leg closest to the center stack. I found my right leg nudging the temperature control to the cold position consistently every time I drove the new Cruze. Quite possibly by positioning these controls a few inches higher it would resolve this issue.

There is no doubt that the new 2012 Chevrolet Cruze Eco has its fair share of competition. Where the new Chevy Cruze Eco model shines is its ability to get near hybrid mpg figures costing thousands less than the price tag of a new hybrid. The way to go would be a new Cruze Eco with the 6-speed manual giving the driver up to 42 mpg and decent performance out of a low-priced stylish compact car. The new 2012 Chevrolet Cruze Eco starts at $19,245 while my Cruze Eco test vehicle with automatic transmission and navigation system is nicely priced at $22,530.

Copyright: 2012 AutomotiveAddicts.com

SPECIFICATIONS

• Price: Base Cruze $16,525 As-Tested Cruze Eco $22,530
• Wheelbase: 105.7in.
• Total length: 181in.
• Total width: 70.7in.
• Total height: 58.1in.
• Fuel tank: 15.6 gallons
• Headroom: f/r-39.3/37.9in.
• Shoulder room: f/r-54.8/53.9in.
• Curb weight: 3,009lbs. (6-speed manual)
• 0-60mph: 9.3 seconds
• EPA mileage: 26mpg/city, 39mpg/highway (automatic transmission) 28mpg/city, 42mpg/highway (6-speed manual transmission)

Chrysler’s Street and Racing Technology (SRT) group continues to inject astounding performance attributes into already excellent Chrysler, Dodge and Jeep vehicles. Now, breaking off as a separate brand entity, the SRT group touts its most powerful HEMI engine found in new 2012 SRT8 performance vehicles including the all-new Chrysler 300 SRT8.

The new 2012 Chrysler 300 SRT8 is the fastest sedan, along side of the 2012 Dodge Charger SRT8, to make it off of the production line from the Chrysler Corporation. At the heart of the new 2012 Chrysler 300 SRT8 is a monstrous 6.4-liter HEMI V8 engine making 470 horsepower and a matching 470 ft.-lbs. of torque. The re-worked engine is a marvel in itself, which at the aid of technological advancements is able to still get 23 miles to the gallon on the highway.

At the point of diminishing return for all-things considered to be technologically advanced by today’s standards, the new 2012 Chrysler 300 SRT still uses a prehistoric 5-speed automatic transmission. The new 300 SRT8 does, however, add shift paddles to a sporty flat-bottom thick-rimed steering wheel, quite possibly to give the driver a perception of added control with a limited amount of forward cogs. Though, having a 5-speed automatic mated to such a robust powerplant, the new Chrysler 300 SRT8 still delivers gobs of rear-wheel-grunt to the pavement even with widely spaced gear ratios. I had no problem painting the pavement with dark lines of Goodyear Eagle F1 rubber.

With the help of cylinder deactivation technology (Fuel Saver Technology), the new Chrysler 300 SRT8 is able to get 23 mpg on the highway. Not an excellent figure but it is an improvement over older SRT8 sedans. Unfortunately, the 300 SRT8 gets hit with a gas-guzzlers tax partly due to its low 14 mpg city EPA estimate. Possibly, a new 8-speed automatic, said to be in the works for next year, will improve fuel economy to at least avoid the extra taxation. During my city travels in the new 300 SRT8 I averaged 16 mpg. On the highway I saw a steady figure of 22.5 mpg traveling at 65 mph.

It is no denying that the new 2012 Chrysler 300 is a big vehicle. In the 300’s SRT8 trim level, the 6.4-liter 392 HEMI gets an excellent support network to compensate for the 300’s size and 4,365 pound curb weight. This “support network” is compromised of a beefed up suspension system with active-adjustable dampers, bigger disc brake rotors with Brembo calipers up front, forged 20-inch wheels shod in 245/45 Z-rated rubber, and revised front/rear fascias for a mean look.  The darkened grill, darkened headlights, rear spoiler and rear diffuser covering 4-inch chrome exhaust tips only add to the 300 SRT8’s performance oriented character.

Surprisingly, when you get down and dirty with the new 2012 Chrysler 300 SRT8 pushing it to its limits, it keeps its composure for such a large car. The rear suspension is very soft for a sedan that has 470 horsepower. However, a Sport mode hidden within the 300 SRT8’s 8.4-inch LCD touch screen controls menu will stiffen the dampers eliminating the float in the rear for better stability. Additionally, the sport mode will add weight to the hydraulic steering rack and change shift patterns for optimal performance.  The Dodge Charger SRT8, has a rear suspension setup that is said to be about 40% stiffer than it’s sibling the Chrysler 300 SRT8.  Suspension, exclusively tuned for the 300 SRT8, is one item on a very short list of unique characteristics that set the Charger SRT8 apart from the 300 SRT8. Otherwise, they share an identical drivetrain.

Performance mixed with a quant taste of luxury is where the Chrysler 300 SRT8 is positioned. When compared to the 2012 Dodge Charger SRT8, the 300 SRT8 blends a bit more luxury into the equation aside from virtually identical straight-line performance. When all of the performance attributes of the new 300 SRT8 are working in sync, you are able to reach 60 mph in a quick 4.5 seconds, run a full quarter mile in 13.0 seconds and have the confidence to throw it into sharp corners on a race track. Those figures will easily leave the BMW 550i glancing at the 300 SRT8’s LED taillights while listing to the HEMI’s rumble fade into a distant memory. Although the new 300 SRT8 won’t bite back at the Cadillac CTS-V, it tends to keep German competitors on their toes.

On the inside of the 2012 Chrysler 300 SRT8, the cabin falls a little short of expectations on a vehicle just over $50 grand. This is not to say that the interior of the Chrysler 300 SRT8 is cheap by any means. After-all, the dashboard is wrapped in leather, the bright bluish cluster gauges instantly pop into focus, deeply bolstered heated and ventilated leather front seats with suede inserts are supportive yet comfy, carbon fiber trim laces the dash and shifter areas, and the touch-screen interface integrates most vehicle controls nevertheless proving to be user-friendly.

During our previous review of the 2011 Chrysler 300C, I took special notice to the new 8.4-inch screen and the upgraded Chrysler Uconnect system. The new 2012 Chrysler 300 SRT8 takes the system even a step further by integrating vehicle performance data, something that the SRT brand has offered for a few years now in a much smaller two-tone screen in the dash cluster. This time, by allowing the driver to interact with SRT vehicle performance data via a “Performance Pages” option on the large 8.4-inch LCD touch-screen, the driver and passenger are better able to read and decipher data on the fly. For instance, the G-force meter is now an easy-to-see graphic representation in full color for metering g forces. Additionally, the SRT vehicle performance data screens allow the driver to record acceleration times and braking times. For those compelled to utilize this data for driver improvements, Chrysler throws in a one-day SRT driver school when you purchase a new Chrysler 300 SRT8. This is further proof that the new 2012 Chrysler 300 SRT8 may serve as a dual-purpose vehicle satisfying you on daily commutes as well as on the track.

Putting performance on the back burner, which is hard to do in the new 2012 Chrysler 300 SRT8, you may take notice to other excellent aspects of such a dynamic vehicle. For starters, the heated and cooled front cup holders are an intuitive part of the new Chrysler 300. Moreover, the optional dual-pane panoramic sunroof with a power shade adds a bit of functional elegance to the equation. My test vehicle’s adaptive cruise control (radar cruise control), collision alert, blindspot monitoring, rear fog lights, and cross-path detection, all part of an optional SafetyTec package, adds convenience and safety. The 900-watt 18-speaker system sounds good but suffers from abnormal vibration sounds from the rear panel.

The all-new 2012 Chrysler 300 SRT8 beckons to be the only vehicle in your stable as it proves to be a capable performer on the track and at the same time, a favorable luxury vehicle for those long commutes or road trips. The SRT division has continued a tradition of being exceptional at offering performance versions of many vehicles that would otherwise require owners taking to aftermarket venders potentially costing thousands more. With that in mind, having an as-tested price of $54,430 I can honestly say that the new 2012 Chrysler 300 SRT8 is worth every penny.

Copyright: 2011 AutomotiveAddicts.com

SPECIFICATIONS

• Price: Base Chrysler 300 SRT8 $47,170 As-Tested Chrysler 300 SRT8 $54,430
• Engine: 6.4-liter HEMI 392 V8 470 horsepower @ 5200rpm / 470 ft-lbs. torque @ 4200rpm
• Wheelbase: 120.2in.
• Total length: 198.6in.
• Total width: 74.2in.
• Total height: 58.2in.
• Track: f/r-63.4/63.1in.
• Weight distribution: f/r-52%/48%
• Headroom: f/r-38.6/37.9in.
• Legroom: f/r-41.8/40.1in.
• EPA interior room: 122.6cu.ft.
• Trunk room: 16.3cu.ft.
• Fuel tank: 19.1 gallons
• 0-60 mph: 4.5 seconds
• EPA mileage specs: 14mpg/city, 23mpg/highway

Simply put, the all-new 2012 Buick Regal GS is one hot looking vehicle that is very far from that old perception of being your “grandparent’s Buick”. After waiting many years for a performance injection in the Buick line up, the new Regal GS, based off of the European Open Insignia OPL platform, makes its way into the hearts of American consumers.

The all-new Regal GS has made a smooth touchdown eager to help redefine the Buick brand. The latest Regal, introduced as a 2011 model, has taken on a new light thought to basically be an Americanized Opel Insignia. This is actually a good thing considering the Insignia’s versatile platform and European success since its conception in 2008.

Enthusiasts anticipating the all-new Regal GS have a lot of excitement to look forward to while at the same time digest a bit of disappointment after Buick opted to power the new Regal GS with a turbocharged 4-cylinder engine instead of its European Opel Insignia OPC counterpart’s 2.8-liter 300 horsepower turbo V6. Instead of getting a Lion at the heart of the Regal GS, we get a timid Pitbull in the form of Regal’s 2.0-liter turbocharged 4-cylinder good for 270 horsepower and 295 ft-lbs. of torque.

Performance attributes of the new Buick Regal GS are on point for a sports sedan with the one unfortunate exception of its underwhelming engine. On paper the turbocharged 2.0-liter sounds rather appetizing but it fails to keep you satisfied as you beg for the main course meal or at least some desert. The standard 6-speed manual transmission on the Regal GS, a first for Buick, attempts to make up for the unfulfilling meal. The main downfall of the 6-speed box is shift throws are somewhat long. Otherwise, the clutch feel is excellent where it allows a competent driver to get all he/she can out of the narrow powerband of the turbo 4 banger. 0-60 mph times are just under 7 seconds, which is not much to brag about unless you consider the fact that it is the fastest Buick in the lineup. Stopping distance comes in at an impressive 110 feet from 60 mph. A 6-speed automatic transmission will be available on the new Regal GS later next year (2012).

Driving the new Regal GS can be rewarding for a true automotive enthusiast. At times you will hear a faint whisper from the turbo spooling and a quick whoosh sound from the blow-off valve after getting a nice surge of 295 ft-lbs. of torque. It is just enough power feel yourself flexing neck muscles to keep your head from being pulled closer to the headrest. Being a front-wheel-drive sports sedan, the new Regal GS tends to break the front wheels loose in first gear under full throttle. This happens at low midrange RPMs where the torque peaks. If you spin the engine any higher than 5000 rpm the power tends to flatten out and it feels as if the Regal GS can’t catch a second wind for any additional power.

A unique 4-wheel independent suspension and front HiPerStrut system helps keep torque steer to a minimum. A sporty exhaust note is noticeable when driving and at idle giving the Regal GS more of a sporty character. Onlookers we definitely have the need to do a double-take wondering if they just saw a sporty good-looking Buick, something rarely seen, pass them by.

The 2012 Buick Regal GS is still a worthy competitor in the sports sedan market. When matched up against vehicles such as the Lexus IS 250 F-Sport, the GS has an apparent edge in performance all around. Not to mention, the Regal GS gets slightly better gas mileage and is easier on the pocketbook when compared to a similarly equipped Lexus IS.

The all-new Regal GS is all about playing the sports sedan game even if it requires going into overtime for a win. Despite somewhat of a lackluster power delivery, the new Regal GS is plenty capable in other areas such delivering a good balance between ride qualities and handling abilities. Much of this is due to the Interactive Drive Control System (IDCS), which combines suspension damper management and steering wheel weight adjustments based on driver aptitude or dialed-in through dash-mounted buttons. There are three modes for the system, standard (set as a default), Sport and GS mode. Standard mode is selected by default when the vehicle is started. Standard mode automatically adjusts dampers providing the smoothest ride possible. In Sport mode the suspension dampers and steering wheel weight are tightened slightly while the GS mode maximizes damping and weights the steering wheel even more. GS mode really makes the chassis come alive when you start to toss the Regal GS around. You will undoubtedly feel the difference once GS mode is selected. The optional meaty Pirelli 255/35/ZR20 tires and 20-inch wheels at all four corners only add to the equation to give the Regal GS a solid grip and feel on twisty roads. Even with the larger 20-inch wheels, the ride quality is not compromised. Excellent ride quality in standard mode is mostly due to the Regal GS making millisecond adjustments to the electronic dampers depending on road conditions.

The new Buick Regal GS interior has a bit of that desired European touch. One area that this can be found is in the supportive front bucket leather seats. The fit and finish of the new Regal GS is adequate even for European standards but some of the plastic buttons with a matt finish on the dashboard cheapens up what could be an interior that rivals some expensive luxury sedans in America. A new high-resolution LCD touch-screen interface is a slight deviation from other similarly equipped GM vehicles but proves to be fairly intuitive considering how you have abundance of redundant controls. A new central control dial and set of main-function buttons are located in front of the armrest. This new control unit keeps things basic giving the driver the ability to quickly navigate through vehicle functions, control the SD-card-based GPS Navigation system, select audio sources for the Harmon Kardon Audio system and make other vehicle setting selections.

The integration of controls comes together nicely through the central LCD touch-screen. Despite the LCD screen’s smallish size, it is bright and easy to read even for rear seat passengers. The premium 320-watt Harmon Kardon audio system with 9-speakers is superb. The audio quality was a big surprise for a midsized sedan. Most of the music I played through the system demonstrated clear high notes and supple low bass tones without any abnormal vibrations.

The drivers seating position is great with the omission of pedal room. The footwell seems as if it is designed for a child as I had difficulties finding enough room to situate my size 12s, let alone attempting to healtoe. Apart from doing any fancy footwork, the new Regal GS is surprisingly comfortable up front. Rear seating is bit of a challenge for someone 6 feet or taller due to the lack of legroom. As a plus for front seat passengers the front buckets have a lot of adjustability, which virtually eliminates any usable rear legroom in the new Regal GS. Headroom becomes an issue for rear seat passengers as well due to coupe-like sloping roof line.

The all-new Buick Regal GS has a fashionable look about it that screams performance. If the aggressively styled front bumper and fascia don’t do it for you, maybe the large Brembo brakes up front or 20-inch polished alloy wheels will. Take a gander inside and you will also find a flat-bottom sports steering wheel and three metal sport pedals. If that is not a far cry from the old perception of your “grandparents Buick”, then I do not know what is.

Being that the new Regal GS is more of a specialized sports sedan that not many people immediately recognize, Buick has its work cut out for shaking off that “old-persons car” connotation. With a base price of the all-new Regal GS starting at just $34,450, this should not be big hurdle to overcome provided the new generation of buyers do not have grandparents that drove a Buick back in the day.

Copyright: 2011 AutomotiveAddicts.com

SPECIFICATIONS

• Price: Base Regal GS $34,450
• Vehicle layout: Front-engine, FWD, 5-pass, 4-door sedan
• Engine: 2.0-liter DOHC 16-valve 270-hp @ 5300 rpm / 295-lb-ft @ 2500 rpm
• Transmission: 6-speed manual
• Curb weight (f/r dist): 3,710 lbs. (59/41%)
• Wheelbase: 107.8 in
• Length x width x height: 190.2 x 73.1 x 58.4 in
• Headroom: f/r-38.8in./36.8in.
• Legroom: f/r-42.1in./37.3in.
• 0-60 mph: 6.9 sec
• Braking, 60-0 mph: 110 ft
• Lateral acceleration: 0.92 g (avg)
• EPA city/hwy fuel econ: 19 mpg/27 mpg
• Fuel Tank Capacity: 18.0 gallons

‘SUPER HIGH PERFORMANCE WRAPPED IN LUXURY’ 

If you crave super-high-performance with a sporty and luxurious interior, then look no further than the 2011 Lexus IS F small sedan.  As the first production model to wear the brand’s ‘F’ marquee, the IS F offering a thrilling, fun-to-drive experience with all of the luxury and amenities that Lexus brings to the fore.

The model races into 2011 with several updates including LED daytime running lamps, an improved suspension system, new instrument cluster, and a special interior leather package.

To improve its responsiveness and ride comfort, in addition to providing you with more control, engineers revised the Electronic Power Steering (EPS) system and suspension.  With revised front and rear spring rates, shock absorber dampening, rear bushings and rear camber angle, the IS F provides a more confident ride straight ahead at speed and when attacking sharp corners.

The sporty interior is complemented with new IP gauges, a silver colored-trimmed steering wheel, dark finish aluminum composite ornamentation, and a sport model switch that is now moved to the steering wheel for easier access.  In addition, the all-new orange and black leather interior with contrast stitching flaunts the IS F’s vivacious attitude with deeply cut side bolsters and an orange ‘F’ emblem on the bottom of the new power tilt/telescoping sport steering wheel.

The Lexus IS F is exclusively powered by a performance-tuned 5.0 liter V8 engine teamed to an eight-speed Sport Direct Shift transmission.  The IS F engine produces 416hp at 6,600rpm and 371lb.ft. of peak torque at 5,200rpm.  the engines’ high specific output (83.2hp/liter) and high operating range (6,800rpm redline) reflect the thorough attention to detail underlying the core engineering.  The resulting performance character, while quite responsive in low-speed situations, provides a rush of power at high engine speeds.

The forged crankshaft features journals polished to a mirror finish to minimize the friction generated between the connecting rods and the crankshaft.  Forged, sintered iron alloy connecting rods ensure high-rpm durability.  High-flow cylinder heads designed by Yamaha have a lightweight valvetrain, including forged cam lobes on hollow, chain-driven camshafts, with the inside of the shafts as oil passages.  Titanium intake valves are operated by roller rocker arms.

Lexus innovative technologies help to maximize efficiency and reduce emissions, including the SFI D-4 fuel injection (direct-to-cylinder injection system with secondary port injectors) and the Electronic Throttle Control system with intelligence (ETCS-i).  essentially, SFI D-4 integrates two types of fuel injection.  A direct type high-pressure high pressure fuel injection system which provides a cooling effect in the cylinders and enables the high compression ratio (11.8:1) employed to extract maximum energy from the fuel; a set of low-pressure port fuel injectors that help produce a precise burn to optimize power and efficiency under light and medium load conditions.

A dual air-intake system uses a primary intake passage for low and medium engine speeds.  In the higher engine speed range (above 3,600rpm), both the primary and secondary passages are opened, helping boost higher-rpm power.

With the IS F 5.0 liter V8, Lexus made a leap in valve-control technology with the variable valve timing with intelligence by an electric motor (VVT-iE).  An electric motor alters the intake camshaft phasing, which made it possible to expand VVT operational range to lower engine speeds, where engine oil pressure is usually not high enough to operate conventional VVT.  The exhaust camshaft uses hydraulically controlled variable valve timing.

A scavenge pump force oil from the cylinder heads to the oil pan, ensuring a reliable oil supply even during cornering that exceeds one g.  The low-restriction dual-exhaust system terminates in distinctive stack quad diffusers and the sound produced out the rear is deep and growls, even at startup.

The world’s first eight-speed Sport Direct-Shift automatic transmission combines the performance characteristics of an automated manual-type transmission with the smoothness an refinement of a planetary-type automatic transmission.  As a result you can choose between ultra-quick manual shifts for performance driving and smooth automatic shifts when convenience is the top priority.

Eight speeds allow gear ratios that maximize torque up to the tire-grip limitations in the lower ranges while optimizing efficiency.  Intuitive powertrain control optimally smoothes out off-the-line response.  You can selectNormal, Sport or Snow driving modes wit the flip of a switch.  Artificial Intelligence-SHIFT (AI-SHIFT) complements the Sport switch selection by automatically adapting the shifting based on road conditions and your input.  The IS F transmission is also highly responsive to uphill/downhill driving, always selecting the best gear for power or engine braking.

You can shift manually using either the console shift or steering-wheel-mounted paddle shifters.  Hydraulic-control technology allows the IS F’s eight-seed Sport Direct Shift transmission to perform on par with manual transmissions without sacrificing the smoothness of a torque-converter automatic.  Paddle-shifting operation is allowed in eight D or M modes, but shifts are quicker and more direct in M mode.  In M mode, the transmission will hold each gear to the 6,800rpm redline, and upshifts are executed in just one-tenth of a second.  At higher speeds, downshifts are accompanied by automated and precise throttle blips to match engine rpm to vehicle speed.

This is how all high-performing sport sedans and sports cars work or should work today.  Giving the enthusiast the choice between heart-pounding stimulating driving times and true automatic transmission gear-changing at leisure times behind the wheel.

The Lexus IS F is based on the robust IS platform, which is engineered from the start to allows a high dynamic envelope.  The stiff body structure and the rear subframe are connected through several reinforcements.  Much of the IS F development took place at race tracks around the world, includingGermany’s legendary Nurburgring Nordschleife, Circuit Paul Ricard inFrance,Japan’s Fuji Speedway and theHigashi-FujiTechnicalCenterinJapan.  Fuji Speedway is the IS F’s home circuit, and the shape of its turn one inspired the F logo design.

Although using the basic double-wishbone front suspension and multi-link rear suspension configurations of the IS F platform, the IS F features a multitude of track-proven modifications.  The IS F sits an inch lower on its suspension than the standard IS models, which lowers the center of gravity and helps provide quicker handling response.

Spring and damper rates are increased, and larger-diameter stabilizer bars are used.  The rear suspension control arms are specific to the IS F to optimize geometry for the big, 19 inch wheels.  In addition, the monotube shock absorbers use a larger-diameter piston rod.  As on other IS models, the sophisticated shock-absorber design utilizes multi-leaf linear control valves to help improve damping force, and rebound springs offer improved body control without degrading ride comfort.  I did find the ride stiffer than normal but was surprised how well it damped bumps and potholes on the worn streets ofLos Angeles.

When I was driving over newly paved black-top roads in the mountains it felt like I was gliding over glass.

Subframe suspension mounts are stiffer than on IS models to help reduce sway and ensure control under acceleration and braking.  The engine mounts are also stiffer for amore direct feel.  Special jounce stoppers on both the front and rear suspension come into play early in the compression stroke to help reduce the sway angle when cornering and to reduce dive when braking.

The IS F rides on 19 inch forged-alloy race-bred wheels by BBS with a distinct dark-gray finish and an asymmetrical 10-spoke design.  Up front are 19X8 inch wheels wrapped with 225/40R19 tires and 19X9 inch wheels wrapped with 255/35R19 tires.  Both Michelin Pilot and Bridgestone Pontenza tires were each developed specifically for the 170mph track capability of the IS F.  High-rigidity hub unit bearings are engineered for rigorous high g-force track driving.  The direct-type tire pressure monitor system allows two sets of tires to be registered giving you the benefit of a system with a set of track tires or winter tires.  The multi-information display indicates the tire selector switch.

A specially calibrated version of Lexus’s innovative Vehicle Dynamics Integrated Management (VDIM) system helps provide superior handling dynamics and traction during spirited driving times.  Combining input from a variety of sensors, VDIM is designed to anticipate the onset of a vehicle skid or slide and help correct the situation with a combination of braking, steering and throttle control in a way that is essentially transparent to you behind the wheel.  VDIM integration provides precise management for ESP, VSC, traction control and ABS, BA, EBD, and engine torque (via the electronically controlled throttle.

During cornering, VDIM suppresses any tendency for the inside wheel to spin, transmitting more power to the outside wheel to help maintain traction and momentum.  When braking on a mixed-friction surface, VDIM will direct steering assist in the direction that will help provide greater control.  This all happens in less than a second for you to gain greater control of your direction.

In Sport mode, VDIM allows a higher dynamic thresholds before intervening and alters steering assist to increase steering feel.  Sport mode helps provide excellent optimal vehicle control on a track in areas where the skills even of top-level drivers are challenged.  The experienced driver can disengage VSC/TRAC by pressing and holding the TRAC-off button for more than three seconds.  Even with VSC/TRAC off, however, the system still provides the brake-based limited-slip differential effect and ABS.  The Torsen rear differential helps provide additional traction during very spirited driving.

World-class Brembo brakes were designed to the specifications of the Lexus engineering team.  The 14.2 inch ventilated, drilled front rotors are gripped by rigid, high-friction, six-piston aluminum calipers, while 13.6 inch ventilated, drilled rotors use two, high-friction two-piston calipers.  Front bumper ducts adjacent to the foglamps stream cool air to the brakes.  The brakes are finished with the Lexus name displayed on the calipers.

Passive-safety technology in the IS F begins with a reinforced passenger compartment that helps protect occupants with front-and-rear crush structures.  Seatbelt pre-tensioners and force limiters are used for all seating positions.

In addition to advanced dual-stage front and front seat-mounted side airbags, the Lexus Supplemental Restraint System includes side-curtain airbags that extend from the A-pillar to the C-pillar, plus knee airbags up front for both.  The optional Pre-Collision System uses millimeter-wave radar to measure and maintain a pre-set distance from the vehicle traveling ahead.  PCS if it detects an object closer to the set distance can retract front seat belts, and pre-initialize BA so that increased braking will be applied the instant you apply the brakes.

The IS F interior is both sporty and luxurious with specially shaped and trimmed, 10-way front bucket seats that help hold you in place comfortably and securely.  The standard SmartAccess keyless entry and push-button start/stop button is great for convenience.

Standard amenities include dual-zone automatic climate control, pollen filter and smog detector, one-touch power moonroof, power tilt-telescoping steering wheel, three-position memory function, all power-express windows, remote-heated sideview mirrors, self-dimming rearview mirror, rain-sensing wipers, power door locks, grab handles at each door, rear pull-out armrest with dual cupholders, front console with dual cupholders and storage bin, Lexus Premium Audio System with a six-disc, in-dash CD changer, 13-speakers, USB/iPod connectivity, streaming audio via Bluetooth, XM radio, and an auto sound levelizer.  Options include the Mark Levinson Surround Sound system with 14-speakers.  The optional Lexus Navigation system features Voice Command.  Lexus Enform and Safety Connect response centers operate 24-hours per day/seven days per week.

Based on the IS luxury sport sedan, the IS F is clearly differentiated when viewed from the front/side or rear.  A trapezoidal-shaped front bumper fascia, a theme that is repeated in the rear, sets off the V-shape grille.  The hood’s raised center section makes room for the V8 engine, and the front fenders were widened to envelope the 19in. low-profile tires.  Total grille area is increased to ensure adequate cooling for the 5.0 liter V8, and both upper and lower grille feature a special wire-mesh pattern.  The lower grille is flanked by large brake cooling ducts adjacent to standard foglamps.  The front fenders wear a discrete silver, black and blue ‘F’ marque.

The car’s wedge-like profile is accentuated by functional front fender air outlets with lower edges that transition into large rocker panels and continue as a character line into the rear bumper.  The rear view conveys a strong parting signature for the IS F, with a dramatic trapezoid shape and easily recognizable design elements.  Four vertically stacked exhaust differs, two per side, are integrated into the rear bumper.  Above them light-emitting diode stop and tail lamps behind clear lenses give the IS F a unique nighttime appearance.  The subtle rear spoiler is one of  many aerodynamic enhancements which also include special underbody panels to optimize airflow.

For a base price of $59,010.00 or $63, 572.00, you can’t buy a finer, more luxurious and high-performing sport sedan on the market.  The IS F is definitely worth the money!

COPYRIGHT:2011:HARVEY SCHWARTZ

SPECIFICATIONS

• Price: Base IS F $59,010 / As-Tested $63,572
• Engine: 5.0-liter 32-valve DOHC V8 416 horsepower @ 6,600 rpm / 371 ft-lbs. torque @ 5,200 rpm
• Wheelbase: 107.4in.
• Total length: 183.5in.
• Total width: 71.5in.
• Total height: 55.7in.
• Track: f/r-61.4/59.6in.
• Fuel tank: 19.9 gallons
• Turning circle: 33.5ft.
• Headroom: f/m-37.2in./36.7in.
• Legroom: f/r-43.9/30.6in.
• Curb weight: 3,780lbs.
• EPA mileage: 16mpg/city, 23mpg/highway
• 0-60 mph: 4.4 seconds