Hybrid Gets A Sport Edition

Last year, Lexus expanded its lineup, and added a new compact hybrid, the CT 200h. It’s a five-door hatchback, and it’s the lowest priced model ($29,995) that Lexus offers. The CT200h is designed to appeal to those who have considered a Toyota Prius, but would like something livelier and more upscale.

The CT200h uses the same power train as the Prius—a 1.8-liter gas engine combined with an electric motor to generate 134 horsepower. However, this power plant has been tweaked to enhance smoothness. A continuously variable (automatic) transmission (CVT) drives the front wheels. Although the CT is no faster to 60 than the Prius (9.8) seconds,) it feels quicker.

Lexus offers the CT 200h in both base and Premium trims, and for 2012 has added an optional F Sport Special Edition package for the Premium model. This package adds a sport-tuned suspension, pewter-colored alloy wheels, a larger rear spoiler, a mesh grille and a sportier interior, at an additional cost of $1000.

I was interested in finding out how the handling of the F Sport model differed from the standard CT 200h I tested last year. Lucky for me my friend, Del, is the owner of a 2011 CT, and he gave me the opportunity to drive his car for comparison. I drove Del’s car first, and then the F-Sport out on my favorite windy road.

Last year, I was impressed with the handling characteristics of the standard CT 200h, and again this time I was impressed by Del’s car. The steering was taut and quick, and the suspension was firm enough for enthusiastic driving. Pressed hard into a turn, the CT took a set, and tracked around the corner confidently. The ride was also good, slightly firm, almost European.

Next, it was the F-Sport’s turn. I drove the same route as before, and quite frankly, I couldn’t tell much difference between the two cars. If anything, the F-Sport may have been just slightly firmer than the standard model, but it handled about the same. The ride quality was also similar to that of Del’s car, but perhaps a tad choppier over rough pavement. So, unless the cosmetic add-ons appeal to you, I say, save your money.

However, the CT has another virtue besides sporty handling, it delivers exceptional gas mileage. Lexus estimates it at 43 mpg in the city and 40 on the highway, with a combined average of 42 mpg.

Of course, gas mileage is influenced by which of the three drive modes the driver chooses. “Eco” is the most frugal setting, but provides the least amount of throttle response. It is not the best choice when merging onto the freeway. “Normal” is the default setting and splits the difference in throttle response with Eco and Sport. There is also an “EV” all electric mode, but it’s only good for one mile, and requires a very delicate touch on the accelerator.

If the CT 200h has a shortcoming, it would be its styling. When I saw a CT drive by the first time, I thought it was a revamped Toyota Matrix. This model lacks the smooth styling of other Lexus cars. This is especially true of its hindquarter, which looks ungainly with its squished rear window.

The interior isn’t perfect either. The awkward way the console and the dash come together seems more like a random joining of parts, rather than a coherent design.
Also, there is no power adjuster for the front passenger’s seat, and only limited range of movement manually. Furthermore, in contrast to the Prius, the backseat is rather cramped, especially for six-footers.

On the plus side, the CT comes with a fine array of standard comfort and convenience features. Push-button entry and start, Bluetooth interface, and satellite radio are all included in the base model. The “Premium” version adds heated seats and a moonroof. Options, like an upscale sound system, leather upholstery and a navigation unit with voice command can be ordered as well. If you do order the nav system, you get a pop-up screen on the dash that is easy to read.

The Lexus CT 200h is a combination of hits and misses—sporty handling and excellent fuel economy offset by odd styling and interior quirks. My F-Sport test car, with upgraded audio, navigation and a small trim package had a bottom line of $37,009.

Snapshot Review:

Sporty Handling
Excellent Gas Mileage
Funky Styling
Tight Backseat

Toyota Redesigns Its Small Car

Toyota has revamped its subcompact Yaris for 2012. An overhaul was needed since the Yaris was not doing very well in the small-car market. The new version is slightly bigger, and fresh looking inside and out. But did Toyota do enough to get the Yaris out of the doldrums?

The 2012 Yaris, which comes only as a two-door or four-door hatchback this year, is nearly three inches longer than its predecessor. Toyota designers gave the Yaris a sharper look, with a more expressive face, and strong character lines on its flanks that emphasize its wedge-shaped body. Besides the new styling, you can identify the Yaris by its huge single-blade windshield wiper that is new this year.

On the inside, the center-mounted gauges are gone. They are now housed in a more conventional setup, with the speedometer, tachometer and gas gauge in front of the driver, and audio and climate controls placed in the center of the dash. Cup holders and small bins are conveniently located within easy reach. However, the hard vinyl surface on the dash reflects in the windshield when the sun hits it just right.

The Yaris seats four comfortably, five in a pinch. Passengers sit upright in supportive seats. Six-footers can actually manage in the back without discomfort. Large doors make getting in and out easy. Storage space has been increased this year to almost 16-cu.-ft., but it is still less than what’s available in the Honda Fit or the Nissan Versa.

The power train for the Yaris carries over from last year. It’s a 1.5-liter, 106-hp, four-cylinder engine hooked up to either a standard five-speed manual or the optional four- speed automatic. The engine does not have much oomph, below 3000-rpm, and is low on power compared to its competition. The five-speed manual in my test car shifted smoothly, but the four-speed automatic is not state of the art anymore. Others are offering five and six speeds these days. However, on the plus side, the Yaris gets good gas mileage, 30-38 mpg.

Toyota offers the Yaris in three levels of trim, the basic L, the better-equipped LE and the sporty SE. The L is somewhat Spartan, but it does have power locks, AC, a four-speaker sound system, a 60/40 fold-down rear seat and satellite radio. Most buyers will opt for the LE, which adds upgraded interior trim, power widows, a six-speaker sound system and Bluetooth connectivity. The SE goes further with a sport suspension, 16-inch alloy wheels, performance tires, a leather wrapped steering wheel and cruise control.

My test car was a Yaris SE with bright blue paint, and complementing two-tone cloth seats. It wasn’t a ball of fire accelerating up hills, but it’s sharper steering and sport tuned suspension enabled it to scoot around corners very confidently. The firmer suspension made for a bouncy ride on rough pavement, but on most surfaces, the ride was quite acceptable.

Prices for the Yaris start at $14,875 for the L model, and move up to $16,385 for the LE, and $17,960 for the four-door SE. The 2012 Yaris is better than last year’s car, but hasn’t caught up to its competition.

Snapshot Review:

Fresh Styling
More Storage Space
Dated Power Train

Lexus LS Delivers Sport with Luxury

A little over two decades ago, Lexus revolutionized the luxury car market with the introduction of the first LS400. This full-size sedan offered the luxury and the driving dynamics of a Mercedes at a much lower price. The LS400 was an instant hit—even Bill Gates bought one. Since that time the LS (now the LS460) has been one of the most popular luxury cars in the U.S.

Lexus offers the LS in three versions, the standard LS460, the stretched LS460 L, and the LS460h hybrid. The LS460 and the LS460 L are available with rear-wheel, or all-wheel drive. The LS600h comes only with AWD. Additionally, the LS460 with RWD can be had with a Sport Package.

The styling of the LS is pleasant, but not exciting. This is a car that blends in, rather than stands out. However, if you opt for the limited production “Sport” model, or buy the optional Appearance package, your LS will come with ground-hugging bodywork, and distinctive 19-inch alloy wheels.

Inside, the cabin of the LS is impeccably finished. All the pieces fit harmoniously. The Sport model, like my test car, has rich-looking two-tone black and tan leather upholstery. Low-luster Ash wood accents grace the dash. The center control panel is a straightforward design and features touch-screen activation for audio, navigation and climate controls. However for ease of operation, Lexus provides radio knobs to adjust volume and to change stations. I liked that.

The LS offers comfortable seating for five. There is more than adequate head-and legroom for six-footers, fore and aft. Up front, the driver gets a 16-way power seat—the front passenger is treated to 12. If you order for the stretched L model, there’s limo-like room in the backseat. Those who do opt for the L can specify optional reclining rear seats with a massage function. Truly decadent.

The base LS460 comes with the expected complement of standard features. Included in the base price are adaptive headlamps, a sunroof, keyless entry and start, a rearview camera, a 10-speaker sound system and satellite radio. L models add a power trunk lid, power door closers, parking sensors and heated rear seats. High-tech options, like a self-parking feature, adaptive cruise control, and the pre-collision safety system are available as well.

The LS carries over the 4.6-liter, 380 horsepower V-8 for the 2012 model year. It is again hooked up to an eight-speed automatic transmission. This is a strong, and ultra smooth power train. You’re hardly aware that the engine is running, and the shifts are virtually seamless. The 4.6 will propel the LS to 60 in about six seconds. (The same 5.0 V-8 and electric motors again power the LS600h.)

My test car was an LS460 rear-wheel drive with the Sport package. It came with air suspension, Brembo brakes, 19-inch alloy wheels with performance tires, sport front seats and paddle shifters on the steering wheel. A rocker switch on the console enables the driver to adjust the firmness of the suspension three different ways. The “Comfort” mode delivers a very compliant, but not wallowy, ride. The “Normal” setting is slightly firmer, and the “Sport” mode gives the LS a more European feel.

On the highway, the “Comfort” mode was silky smooth, and the quietness of the cabin enhanced the feeling of luxury. On my test route in the back country, I switched to “Sport,” and the handling of the LS sharpened significantly. It didn’t feel as precise as a BMW, but it negotiated corners very competently. The Sport model offers the LS driver the opportunity to be more involved with the driving dynamics of this car.

Pricing for the Lexus LS starts at $68,005 for the base model and extends up to $113,025 for the LS600h L hybrid. My test car, with the $6185 Sport package and other options, had an MSRP of $77,980.

Snapshot Review:

Luxurious Cabin
Improved Handling (Sport Pkg.)
High-Tech Options
Silky-Smooth Ride

Lexus Takes On BMW

Back in the early 1990s, I remember being at a Lexus media event in San Francisco. Jim Press, who was the head of Toyota and Lexus in the U.S., asked a group of journalists if Lexus should build a sporty midsize sedan to compete with BMW. Many of us, including me, said no, Lexus should just concentrate on luxury cars. Little did we know that the original GS was on its way, and it was intended to take on BMW.

The first GS, while a very nice car, wasn’t up to the challenge. Succeeding GS models didn’t fare any better, but now Lexus is introducing a fourth generation GS that could be a serious contender. The 2013 midsize Lexus comes as a V-6 powered GS 350, and a gas/electric hybrid, the GS 450h. All-wheel drive is optional on both models. Buyers can also add either a Luxury or more importantly, the F-Sport package to either model.

The GS 350 gets a few more horsepower this year, now 306, and continues to be hooked up to a six-speed automatic transmission. Toyota says that they didn’t go to a seven- or eight-speed gearbox because this type of transmission would be “hunting” too much for the right gear. But even with the six-speed, the GS350 can sprint to 60 in 5.7 seconds.

The GS 450h is no slug either. It uses a 3.5-liter Atkinson-cycle V-6, teamed with and electric motor to generate 338 hp. The hybrid motor connects to a CVT transmission, with two-stage torque multiplication, for high-speed driving. Furthermore, this combo will get you 29-34 mpg.

The 2013 GS gets sharper styling. This is especially evident up front with its protruding two-tiered grille, which takes its cue from the mega-buck LFA sports car. Models with the F-Sport package also get more macho body trim and larger 19-inch wheels.

The new GS is not much different in size from last year’s model, but it is a bit more spacious and comfortable inside. The driver has an improved seating position, which provides a more commanding view of the road. Rear passengers benefit as well with additional headroom. And the trunk space increases to 15.2 cubic-feet, thanks to a redesign of the rear shocks and springs.

Lexus cars have a well-deserved reputation for luxury, and the new GS doesn’t disappoint. The base GS comes equipped with a handsome interior that features swatches of leather on the dashboard and doors. A huge 12.3-inch screen on the dash comes with the navigation option. It can be split to show both a map and a variety of other displays. High-tech options, like night vision, blind spot monitoring and adaptive cruise control are available.

However, what makes the GS competitive with the BMW 5-Series is the F-Sport model. Besides the macho bodywork and larger wheels, the F-Sport has stiffer springs, thicker anti-roll bars, larger brakes, adaptive shock absorbers, a faster steering ratio and four-wheel steering.

At a media introduction in Las Vegas, I had the opportunity to drive the new GS 350, as well as the hybrid GS450h, both with F-Sport, and compare them to a BMW 535i on an autocross course at Las Vegas Motor Speedway. The Lexus held its own in this comparison test. It felt very well balanced and very responsive on the track, especially when I dialed in the “Sport+” mode. This setting heightens the response, and really gets the GS up on its toes. And adding to the fun quotient, the engine comes with an intake baffle, which delivers a throaty rumble in the cockpit.

Although my experience with the 2013 Lexus GS F-Sport was limited, my impression was that this car can take on the BMW. Lexus hopes to sell 15,000-20,000 GS models this year. They expect that half of these customers will be new to the brand. If that turns out to be the case, BMW better watch out.

Snapshot Review:

Sportier Styling
Aggressive Sport Model
Lexus Luxury

Still the Best

The Honda Odyssey has been a leader in the minivan field ever since it debuted here well over a decade ago. The current model is the best Odyssey yet. But just don’t take my word for it, none other than Consumers Reports magazine rates it at the top of its class.

Honda redesigned the Odyssey last year and gave it a more aerodynamic look. It sports a wider grille and sleeker headlights. However, its most distinctive feature is a slight notch in its beltline, which draws attention to its wedge-type styling. Some people liked the look, but others found it disjointed.

The interior of the Odyssey is bright, airy and nicely finished. The large windshield and the high seating position provide a commanding view of the road. The dash features a large display screen for audio, navigation and rearview camera. The camera, by the way, can project three different views. I found the wide-angle to be very helpful in parking lots.

The Odyssey is also spacious, and offers seating for eight. The current model is an inch longer, and a couple of inches wider than the last one. This translates into a bit more legroom in the second and third rows, and quite a bit more shoulder room for those in back. The second row is now wide enough to accommodate three car seats, side by side. The center section of this row also slides forward nearly six inches so that mom or dad can easily reach a young child.

The storage capacity is equally impressive. The third-row seats fold into a well in the rear to provide plenty of room (93.1-cu.-ft.) for vacation baggage. The second row seats can be removed to provide additional space (a total of 148 cu.-ft.) if you need to haul a lot of gear. Additionally, there are numerous small bins in the cabin for odds and ends, including an available “cool box” for cold drinks.

Honda powers the Odyssey with its 3.5-liter, V-6 engine. It pumps out 248 horsepower, and is mated to a five-speed automatic on most of the line, and a six-speed automatic on the high-end Touring and Touring Elite models. The Odyssey uses Honda’s Variable Cylinder Management technology for better fuel economy. When the Odyssey is cruising or decelerating, the engine shuts down three cylinders to save gas. But when you press down on the accelerator, full power comes back instantaneously and seamlessly. This is a terrific system that enables Odysseys to get between 18 and 28 mpg.

On the road, the Odyssey delivers a smooth and well-controlled ride. Honda engineers tuned the suspension on the current model to be more compliant. The handling is perhaps not a crisp as it was on the last generation Odyssey, but it is still very good. I noted no excessive body-lean while cornering, and no wallowing over wavy patches of pavement. And last, but not least, the Odyssey is quiet. Engine noise is subdued; wind noise is minimal and interior creaking is non-existent. The Odyssey is great long distance cruiser.

Honda offers the Odyssey in five trim levels—LX, EX, EX-L, Touring, and Touring Elite. The car I drove was a Touring Elite, and it included all the equipment available for the Odyssey. My test car had power sliding doors and liftgate, leather upholstery, heated front seats, navigation with rearview camera, a rear-seat entertainment system and blind-spot warning.

Pricing for the Odyssey starts at $29,235 for the LX, and ranges up to a hefty $44,485 for the Touring Elite.

Snapshot Review:

Spacious Interior
Lots of Features
Quiet, Comfortable Ride

A Good Fit

It’s no wonder over 57,000 Americans bought a Honda Fit in 2011, this subcompact four-door hatchback has a lot of appeal. It features standout styling, a spacious interior and a fun-to-drive personality.

The current body style, which has been around since 2009, still looks fresh. The long, steeply raked windshield emphasizes the wedge shape of the body. Slanted, multi-lens headlights add a playfully aggressive touch, and bright colors, like the blue paint job on my test car, insure that everyone will see you coming.

Yet, the interior of the Fit lacks the sparkle of the bodywork outside. The seats are well-finished in good-looking fabric, but the dash, which is finished in low-luster hard vinyl, looks cheap. (This is the same problem I noticed in the new Civic.) However, on the plus side, the knobs and buttons for the audio, air conditioning and the optional navigation system are well-marked and easy to reach.

The strong suit of the cabin is its generous amount of passenger room and storage space. Believe it or not, there is sufficient head- and legroom for six-footers, fore and aft. Passengers sit tall, and have a commanding view of the road. The cargo area is an amazing 57.3 cubic-feet with the rear seats folded down.

The Fit abounds with clever storage features. Flip a lever, and the rear seats fall forward, creating a flat loading floor. Then fold the front passenger seat down, and you can haul a ladder or a surfboard. If you have a tall box, or plant that won’t fit in back, just raise the rear seat cushions, and slide it in through a side door. Additionally, the Fit comes with two glove boxes and numerous small bins.

However, the Fit is not only versatile, it’s fun to drive. My test car reminded me of an early Honda Civic—not a lot of frills, but very entertaining. Honda propels this car with a spunky 1.5-liter, four-banger that now cranks out 117 horsepower. This engine will rev willingly to 6500-rpm, but it doesn’t have a lot of pulling power below 3000-rpm. You need to keep the revs up to get strong performance.

Teamed with the four-cylinder is a choice of the standard five-speed manual, or the optional five-speed automatic. My test car had the latter. This gearbox shifted smoothly, and downshifted quickly, when I needed more power. If you opt for an upgraded model, you get paddle shifters, which are a delight to use. Furthermore, as a bonus, the automatic delivers impressive fuel economy—28-35 mpg.

The Fit comes in three versions; base Fit, Sport and Sport Navi. The Sport and Sport Navi get a firmer suspension, which provides sharper handling. My test car loved twisty roads. This car is light (2489 lbs.) and nimble. The steering is quick, so it only takes a flick of the wheel to change direction. Once in a turn, the Fit grips the road tenaciously, and without significant body-lean. But if you are looking for a smooth ride, this Fit will disappoint you. It telegraphs every bump in the road.

Pricing for the Fit starts at $15,945 for the base model, which comes with air conditioning, AM/FM/CD, power windows, mirrors and locks. The Sport begins at $17,680, and adds goodies like, 16-inch alloy wheels, fog lights, a roofline spoiler and cruise control. The top-of-the-line Sport Navi ($20,310) comes with all of the above, plus a navigation system. No matter which model you choose, the Fit is sure to please.

Snapshot Review:

Sporty Styling
Versatile Interior
Fun to Drive
Good Gas Mileage

RDX Delivers Luxury And A Sporty Personality

The Acura RDX is geared for young urban professionals. This is the same group that buys sporty SUVs, like the Audi Q5 and the BMW X3. The RDX is a “crossover” vehicle that’s built on a car, rather than a truck, platform. Crossovers have the advantage of providing more car-like driving qualities, but are not as capable in serious off-road situations.

The RDX came out in 2008, and was given a facelift for the 2010 model year. It received what became Acura’s signature styling cue, an aggressive shield-like grille. This styling feature polarized potential buyers. People either loved it or hated it. However, with the passage of time, the styling now appears more mainstream. I heard no negative comments about its looks while it was with me.

The RDX is the only Acura to be powered by a turbocharged engine. It’s a 2.3-liter, four-cylinder job that cranks out a hefty 240 horsepower. Acura uses a “variable-flow” technology to provide quick response, whether you are taking off from a traffic light, or passing a big rig out on the road. Teamed with the turbo engine is a five-speed automatic transmission. This gearbox comes with Acura’s Sequential SportShift that enables the driver to change gears manually by pressing paddles on the steering wheel. The only shortcoming with this combo is the gas mileage. I averaged only 18 mpg.

Acura offers the RDX with either front-wheel drive, or its Super Handling All-Wheel Drive (SH-AWD.) This AWD system, like the one in my test car, is one of the best in the market. It transfers power not only from front to rear, but from side to side. In cornering situations, power goes to the outside rear wheel to improve handling.

The RDX seats four comfortably, five in a pinch. The seats up front are well bolstered and comfortable. The seat in the rear is mounted slightly higher, and provides passengers with a good view of the road. Head- and legroom, fore and aft, is very good. The storage area is on a par with others in its class at 60 cu-ft, and will hold a couple of bicycles when the rear seat is down. Additionally, there’s a large storage compartment in the center armrest up front that will swallow a laptop computer.

In keeping with its upscale image, the RDX features a cabin with luxury amenities. Heated leather seats, a moonroof and a premium sound system, with satellite radio, are all standard. Numerous safety features are part of the package as well. These include Xenon headlights, side-impact and side-curtain airbags, and Acura’s anti-skid system.

Acura offers only one option, and that’s the Technology Package. This $3100 package includes a navigation unit (with real-time satellite traffic information,) a backup camera, the AcuraLink communication system, upgraded surround-sound audio and solar-sensing automatic climate control. I had difficulty operating the Tech system when it first came out, but had no trouble this time around.

However in my view, the real attraction of the RDX is its sporty personality. The turbo engine is strong and responsive. It will rush you up to sixty in 6.5 seconds. The handling of the RDX is surprisingly good. The steering is quick, and provides good feedback from the road. Body-lean in corners is well controlled. This is an SUV that feels sure-footed on the highway and on twisty back roads. The ride quality is somewhat stiff, but certainly acceptable for an SUV.

Pricing for the RDX starts at $33,780 for the front-wheel drive model, and $35,870 for al-wheel drive. My test car, with SH-AWD and the Technology Package, had a bottom line is $38,880.

Snapshot Review:

Responsive Engine
Sporty Handling
High Tech Features
Stiff Ride

Kizashi? What Were They Thinking?

The Suzuki Kizashi is a car that starts off life in the U.S. with two strikes against it. The first thing is that the Suzuki brand is not well known—most Americans aren’t even aware that Suzuki sells cars here. And secondly, there’s the name Kizashi, which many Americans won’t be able to pronounce. But that aside, if you are in the market for a moderately priced midsize sports sedan, and there’s a Suzuki dealer nearby, you might want to take a test drive—the Kizashi is a lot of fun.

The Kizashi’s styling is straightforward, and breaks no new ground. Up front, it features a nose that is moderately aggressive, and at the rear, a pair of oversized tailpipe diffusers. Looking at the diffusers, you might think that there was a V-12 under the hood.

The interior is nicely finished with high quality fabric on the seats and plenty of soft-touch vinyl on the dash and doors. The center control panel features a digital screen flanked by audio and climate controls—a clever design. Sport seats, automatic air conditioning, along with push-button entry and start, are standard.

The Kisashi is a midsize sedan, but it’s smaller than the leading models, like the Honda Accord and Toyota Camry. The driver and front passenger have plenty of room, and excellent outward visibility. However, the rear seat is best suited for kids—adults will feel cramped for legroom. The trunk is nicely contoured, but slightly undersized at 13.3 cu.-ft.

Suzuki propels the Kizashi with a 2.4-liter, 4-cyliner engine that generates 185-hp when mated with a six-speed manual transmission, and 180 when hooked up to a CVT automatic. Gas mileage ranges from 21-31 mpg. All-wheel drive is optional. My front-wheel-drive test car was equipped with the CVT, which has a manual shift mode with six ratios. In automatic mode, the Kizashi wasn’t much fun to drive, but when I slid the shifter over to manual, the car felt transformed. Shifts were crisp, and the engine emitted a sassy growl as the revs increased—it made me smile.

I took the Kizashi out on my favorite back road, and it really shined. The steering had just the right amount of tautness, and was commendably quick. The sport-tuned suspension did a terrific job enabling the car to negotiate corners with confidence, and the brakes contributed with short, straight stops. The Kizashi delivers a rewarding sports-sedan experience, without also delivering a punishing ride.

Suzuki offers the Kizashi in four levels of trim— S, SE, GTS, and SLS. Pricing starts at a very reasonable $19,734. My SE test car, with the CVT automatic, had a sticker price of $23,899.

Snapshot Review:

Funny Name
Sporty Handling and Performance
Nicely Finished
Reasonably Priced

Geared For The Enthusiast

The 2012 Civic Si is the kind of car that has made Honda a favorite of enthusiasts over the years. It’s feisty in character, and just a blast to drive.

The 2012 edition is again available as a coupe and a sedan, and they don’t look a lot different than their predecessors. My test car was a coupe, and it still featured a large, steeply raked windshield and a nearly fastback roof, but its nose was more sharply defined, and the rear deck spoiler is now integrated into the trunk lid. The Si in the coupe version looks hot, especially in the color red.

The interior appears less futuristic than last year’s model, but still features a two-tier dash, with the tachometer directly in front of the driver and a readout for speed in a bin near the windshield. I like this arrangement because it is easier to keep track of how fast you’re going without taking your eyes off the road. The only fly in the ointment is the surface of the dash itself, which is hard vinyl, and looks cheap.

The sport seats up front are well bolstered, and hold the driver and front passenger snugly in place during vigorous driving. They are finished in high quality black cloth with contrasting red stitching. (The pattern didn’t do much for me, but others found it okay.) The rear seat in the coupe is tight, and best suited for kids. The trunk, on the other hand, is surprisingly roomy at 11.9 cubic feet.

Honda equips the Si with a seven- speaker premium audio system, satellite radio, a power moonroof, 17-inch alloy wheels, a limited-slip differential and vehicle stability control. The only option is a navigation unit. I tried the nav system and found it intuitive to program. I also like the fact that the turn-by-turn display was located in the bin by the windshield, and easy to see.

Under the hood, Honda installed a new 2.4-liter, 201-hp engine in place of the 2.0-liter, mill from last year. This motor has good pulling power at low revs, and will rush the Civic to 60 in about 6.5 seconds. In the process, it delivers a pleasing amount of sound and fury. A six-speed, close-ratio, manual gearbox is the only transmission offered, and is a perfect partner for enthusiastic driving—I never felt like I was in the wrong gear. Gas mileage is decent for a performance car at 22-31 mpg.

The Civic Si is a tossable little sports car. The revised electric power steering is quick and precise. The Si can change direction like a jackrabbit. The sport-tuned suspension does its part by enabling this Civic to take corners with a minimum of body-lean. Furthermore, the brakes are improved this year, and can bring you down from 60 in just 121 feet. And with all of this handling prowess, the ride is still decent. It is stiffer than that of a standard Civic, but not harsh.

Pricing for the Civic Si starts at $22,975 for the coupe model and $23,275 for the sedan. The only option is the navigation system, which will set you back another $1500. The MSRP on my test car was $24,475.

Snapshot Review:

More Power
Good Looks
Great Handling

Small Changes Improve Camry

You can hardly blame the Toyota designers for not making the 2012 Camry radically different. The Camry has been the best-selling car in the U.S. for 13 of the last 14 years, and nobody wants to take a chance of rocking the boat. However, the 2012 Camry is not a carbon copy of the outgoing model, there are numerous enhancements to make this seventh generation Camry the best yet.

The exterior styling doesn’t stray too far from the pervious design, but it is sharper looking up front, with a more prominent air dam, and is slightly more aerodynamic overall at a .28 coefficient of drag. The SE sport model is the most aggressive looking in the lineup with ground hugging side sills and a front chin spoiler.

The exterior dimensions of the Camry are the same as last year’s model, but the Toyota engineers have squeezed out additional space in the cabin. The front seats have been moved up slightly to provide more backseat legroom. I could fit my 6’2” frame in the rear seat without feeling pinched. Additionally, thinner door panels provide a tad more shoulder room.

The cabin of the Camry gets a welcome upgrade. The dash, in particular, stands out. It gives the appearance of having a leather dashboard cover on the top, although this “cover” is actually molded into the soft-touch surface. Contrasting stitching on the leading edge enhances the illusion. Available two-tone seats liven up the interior as well. My test car with black leather and gray Ultrasuede looked like it came from a Lexus.

There is not much new to report about the engines this year. The 2.5-liter, four-cylinder still generates 178-hp, and delivers 25-35 mpg. The 3.5-liter, 268-hp V-6 is also a carryover, but gets slightly better gas mileage, now 21-30 mpg. Both engines are paired with six-speed automatic transmissions. The Camry Hybrid now uses the 2.5-liter motor, which gives it 156 horses, and a bit more oomph.

However, the 2012 Camry gets an assortment of new high–tech features. Buyers can now order a blind-spot warning system that signals the driver, via lights on the outside mirrors, when another car is hovering just out of view. Toyota’s Entune connects with your smartphone to deliver services like real-time traffic and Pandora streaming radio. Push-button entry and start is very convenient, and eliminates the need to fumble for a key. But the feature that I rely on the most is the rearview camera that helps me, backing out of the driveway.

Camrys have been known for delivering a soft ride, and the 2012 models continue the tradition, for the most part. However, if you choose the SE “sport” model, like my test car, you’ll get a Camry with stiffer spring and shocks, as well as more precise power steering. But don’t expect that these changes turn the SE into a sport sedan. The handling and ride feel better controlled, but this Camry still wants to run wide when pressed hard into a corner.

Camry pricing starts at $22,755 for the base model, and ranges up to $30,605 for the top-of-the-line XLE with a V-6 engine. My SE V-6 test car had a base price of $26,640. Adding options like leather upholstery, Entune, a navigation unit and a backup camera brought the MSRP to $31,177.

Snapshot Review:

Best Camry Yet
Nicer Interior
More High-Tech Options