Two Different Cars

The story of the Nissan Versa is a tale of two cars, a sedan and a hatchback, that have distinctly different qualities. The sedan has a lower price, better gas mileage, but less power. Hatchback has more cargo space, more thrust from its engine, but poorer fuel economy.

Nissan redesigned the Versa sedan for 2012, but left the hatchback to carry on as it was last year. The sedan rides on a new platform, and features new bodywork. Where the previous model looked rather generic, this new version is more distinctive, especially around the nose. The ’12 Versa sedan sports a trapezoidal grille, which immediately identifies as a part of the Nissan family.

My Versa sedan test car came with a black interior that looked drab. The dash was nondescript, and much less attractive than the cleanly styled one in the hatchback. But, the fabric-covered seats were tasteful, and provided a chair-like seating position for good outward visibility.

However, the best characteristic of the cabin is its spaciousness. Head-and legroom, particularly in the back seat, are unbelievably generous for a subcompact sedan. Six-footers can easily fit back there, and even wiggle their toes. Trunk space is also large at 14.8 cubic-feet. Yet, if you really need to haul a lot of stuff, go with the hatchback—it can handle up to 50 cu.-ft. of cargo.

The Versa sedan gets a revamped drive train this year. A new 1.6-liter, four-cylinder engine powers this model. It generates 109 horsepower. The hatchback still uses the larger 1.8-liter mill that cranks out 122 horses. However, the sedan weighs 300 lbs. less than its stablemate, so performance is about the same—0-60 in 10.4 seconds. But the sedan averages 33 mpg, three miles per gallon better than the hatchback.

Teamed with the 1.6 engine is either a five-speed manual gearbox on the base model, or a new second-generation CVT—continuously variable (automatic) transmission on upgraded versions. My test car had the CVT, and it worked very well with the new motor. The sedan would take off quickly from stoplights, and get me safely onto the freeway, as long as I pressed firmly on the gas pedal. However, dropping the hammer generates a lot of racket from the engine.

The Versa has decent handling characteristics in everyday driving. The steering is fairly quick, and body-lean is moderate on tight turns. However, I wouldn’t call it sporty. The ride is quite acceptable for a subcompact car. The Versa absorbs bumps on city streets, and feels steady at speed on the freeway.

The sedan is offered in three versions, the S, SV and SL. (The hatchback comes only as an S and SL.) The S sedan is the bare-bones model. It’s fitted with a basic radio and air conditioning, but no power equipment. However, with a retail price of just $11,750, it is lowest priced sedan in the U.S. The SV is equipped with a number of enhancements, including power windows/doors/locks, keyless entry, cruise control, and an upgraded audio. It lists for $15,320. The SL adds alloy wheels, Bluetooth, iPod interface, as well as foglights and a split-folding rear seat. It tops the line at $16,320. My SV test car, with optional Bluetooth, iPod interface and floor mats had an MSRP of $15,840.

Snapshot Review:

Spacious Interior
Good Gas Mileage
Decent Performance
Competitive price

Pint Size Prius is a Mixed Bag

Toyota’s latest version of the Prius, the Prius C (“C” for City) completes the Prius lineup, at least for now. This model follows the standard Prius, now called the Liftback, the Prius V wagon and the Prius Plug-In. This new Prius is smaller, lighter and less powerful than the other three versions of this hybrid, but it’s very fuel-efficient.

The Prius C is based on the subcompact Toyota Yaris. It’s a whopping 19 inches shorter than the Liftback, a couple of inches narrower and not quite as tall. Like the Yaris, it’s a feisty-looking hatchback with a steeply raked windshield and huge taillights. On the inside, a funky-looking dash made of hard shiny black plastic speaks to its economy car roots. Digital readouts for speed and other data are housed in a binnacle up near the windshield. As with other Prius models, too much data is crammed into too small an area.

The C has room for four adults, or five in a pinch. The driver gets a seat height adjuster and a tilt and telescoping steering wheel to insure a comfortable driving position. Those in the rear have cozy accommodations, with just enough head-and legroom. Cloth upholstery is standard on most models, but my top-of-the-line test car had gray faux-leather seat coverings, with attractive white stitching. A 17.1-cu.-ft. storage area behind the back seat is a bit skimpy, but it more than doubles in size when the rear seats are folded down.

The Prius C comes in trim levels, labeled one to four. Number one comes with standard features like keyless entry, automatic air conditioning, Bluetooth and a stereo with CD. Number two adds cruise control, a console storage bin and six-speaker audio. Three provides navigation, keyless ignition, satellite radio and Toyota’s Entune system. (Entune uses your smartphone to stream internet info.) Four tops the list with alloy wheels, faux leather and heated front seats.

Befitting its smaller size, Toyota equips the Prius C with a downsized hybrid power train. Instead of a 1.8-liter 4-cylinder, it gets a 1.5-liter mill, which is teamed with two smaller electric motors to generate 99 horsepower. This is 35 hp less than a Prius Liftback, but the C model pulls 500-lbs.less weight. Power is transferred to the front wheels via a CVT—continuously variable transmission.

Toyota claims that the Prius C has a “zippy feel.” That’s really not the case. The C takes 11.5 seconds to get to 60. It seems to be working hard just to produce modest results, and there is no manual shift mode to bail you out when a quick blast of power is required. The Prius C is fine for around town, but could use more oomph on the freeway. However, what the C does well is deliver outstanding gas mileage. It averages 50 mpg between city and highway.

The Prius C displays decent handling characteristics—the steering is responsive, and body lean is fairly well controlled. However, its ride quality is below par. The adjustments Toyota made to the suspension to compensate for the hybrid battery pack have resulted in a ride that is stiff and bouncy. On anything but a glass-smooth surface, the C will transfer every road imperfection to your backside.

The Toyota Prius C is the lowest priced hybrid in the country. It starts at $19,710 for the #1 model, and ranges up to $23,990 for the top-of-the-line #4. My 4 level test car, with optional 16-inch alloy wheels and sunroof, had a suggested price of $25,140.

Snapshot Review:

Low Price
Outstanding Gas Mileage
Sluggish Acceleration
Unyielding Ride

Not Very Sporty

I you are not familiar with the Mitsubishi Outlander Sport, It’s a smaller version of the Outlander compact SUV. The Sport is 14 inches shorter than its bigger sibling, and about 400 pounds lighter. It’s an urban runaround vehicle, like the Nissan Juke.

The Sport is nicely styled. Its blunt nose, adapted from the Lancer Evolution, conveys strength and ruggedness. Upsweeping character lines on its flanks catch the eye, and lighten the overall appearance. Optional black cargo rails on the roof provide a pleasing contrast to the body color, which was white on my test car.

Yet, the interior provides very little sparkle. My Sport had a dull black dash with just a minimum of brushed silver trim. However, the overall layout of the dash was good. Gauges and the controls for audio and air conditioning were easy to read and operate. The seats were nicely contoured too, and made of high-grade fabric. The Sport holds five passengers, with adequate head- and legroom for adults. Storage space in the rear is rather limited, just 21.7 cubic feet, but expands nearly 50 cu.-ft. with the back seats folded down.

The Sport is offered in two versions, the base model ES and the better-equipped SE. The ES comes standard with keyless entry, air conditioning, and cruise control, as well as a tilt and telescoping steering wheel for driver comfort, and Mitsubishi’s Fuse audio interface for streaming music from your iPod/Mp3 player.

The SE adds 18-inch alloy wheels, keyless ignition, automatic headlights, windshield wipers and climate control. SE owners can also order all-wheel drive, and the Premium package, which includes a huge panoramic sunroof, a rearview camera, satellite radio and a Rockford Fosgate sound system. Navigation systems, as well as interior and exterior trim packages, are optional for both models.

Mitsubishi powers the Outlander Sport with a 2.0-liter, inline-4 engine that generates 148 horsepower. A five-speed manual gearbox is standard on the ES; a CVT automatic is standard on the SE, and optional on the ES. This later combination is not a happy one. The motor does not pull well below 3000 rpm, and the CVT likes to keep the revs down at respectable gas mileage of 25-mpg in the city and 31-mpg on the highway.

Because of its power train, Mitsubishi’s crossover is not as sporty as its name would imply. However, it handles decently on the road. The steering feedback is somewhat vague, but body lean on tight turns is modest, and stops from highway speed are short and straight. But perhaps its best quality is the smoothness of its ride. It absorbs bumps around town quite well, and is also well composed on the highway.

The Mitsubishi Outlander Sport has a starting price of $19,605 for the base ES model and ranges up to $24,295 for the ES with all-wheel drive. My test car, an ES front-wheel drive model, with navigation and the Premium package, had suggested price of $26,855.

Snapshot Review:

Nice Styling
Sluggish Power Train
Smooth Ride

TSX Gets Special Edition

The news from Acura is that the TSX comes in a Special Edition (SE) model this year. This often signals the end of the line for the current design, The SE is offered only as a sedan with the four-cylinder engine, and is equipped with a number of sporty styling upgrades. On the outside, the SE gets ground-hugging bodywork, with new front and rear bumpers, lower side sills and five-spoke aluminum wheels. On the inside, there are faux-suede seat inserts, aluminum pedals, silver trim and a black headliner.

To me, the TSX looks like a junior version of the TL. It has the same chiseled contours and shield-like grille. The interior features a twin-cockpit design up front. Each passenger’s compartment is defined by curving brushed-silver trim that flows from the dash down to the center console. The dash is a two-tiered arrangement, much like the Honda Accord. A centrally located digital screen displays a variety of data and the map for the optional navigation system. The TSX holds five passengers in leather-clad seats, but the backseat legroom is cramped. However, trunk makes up for it with12.6 cu-ft. of storage space.

The base engine continues to be the 2.4-liter inline four-cylinder that generates 201 horsepower and 172 lb.-ft. of torque. It’s teamed with a six-speed manual, or a five-speed automatic at no extra charge. I’ve tested a four-cylinder with the automatic and found it to be peppy, but not particularly strong.

However, my test sedan was equipped with the optional a 3.5-liter, V-6, which delivers 280 horsepower, 79 more than the 2.4, can generate. The V-6 brings with it some plusses and minuses. It adds 200 lbs. of weight to the TSX, but it enables it to hit 60 in 6.0 seconds, nearly two seconds quicker than the four-cylinder. It also gives the TSX more muscle, but loses up to three miles per gallon in fuel economy, averaging 23-mpg overall.

The V-6, comes only with a five-speed automatic, there is no manual option. However, this combo delivers smooth, and seemingly effortless power. Yet, the V-6 is missing a sporty exhaust note. The only time you hear the engine is under full throttle.

Out on a winding road, the V-6 TSX feels much like its four-cylinder sibling. Acura compensated for its additional weight with stiffer springs and a retuned anti-roll bar. The steering is quick and delivers good feedback from the road. The sport suspension makes the TSX feel light on its feet, and 18-inch tires provide good grip in the corners. The TSX may not be quite as agile as a BMW, but it’s an entertaining car to drive. And even though the emphasis is on sport, the TSX delivers a comfortable ride.

Pricing for the TSX starts at $30,695 for the four-cylinder model. The Special Edition comes in at $31,695. However if you step up to the V-6, you’ll have to pay $36,235, which is $5540 more than the base model. This seems like a lot for an engine transplant, but this TSX is actually less pricey than its Japanese competitor, the Lexus IS350. My V-6 powered test car with the optional Technology package, which included navigation, backup camera and surround-sound audio had a MSRP of $39,335.

Snapshot Review:

Excellent Power
Sporty Handling
Tight Backseat

Azera Challenges Avalon—Again

Hyundai introduced its first Azera in 2006 with high hopes that it would challenge the Toyota Avalon in the full-size-sedan segment. It was a nice car, and I thought it was better than the Avalon. However, Hyundai didn’t promote it very well, and sales went nowhere. In fact, there were only 1500 buyers for the Azera in 2011. Now, Hyundai has a new Azera and the hope is that it will have more success,

The new Azera is very sleek looking. The front end closely resembles that of its lower priced sibling, the Hyundai Sonata. It features a wavy grille, large slanted headlights and steeply raked windshield. However the side styling is more like the high-buck Hyundai Equus, with its jaunty kick-up near the rear door.

When I opened the door of my test car, I was impressed with the warm two-tone beige and charcoal gray cabin. The dash flowed smoothly around into the doors. Controls for the audio, navigation and air conditioning were mounted high on the center panel, and easy to access. The same could be said for the power seat switches, which were styled in the shape of a seat, and located high up on the doors. My only complaint with the interior was with a silver air vent on the dash that often reflected in my eyes.
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Lush leather upholstery is standard on the Azera, and the seats, fore and aft, offer plenty of legroom, thanks to a wheelbase that has been stretched three inches this year. Headroom is also fine, even with the optional panoramic sunroof. The trunk is generous too at 16.3 cubic-feet, and features a large pass-through for long items.

Unlike the last Azera, the 2012 version comes in only one model, which is very well equipped. Buyers get a standard navigation system, a backup camera, push-button entry and start, a 450-watt audio unit with satellite radio and Hyundai’s Blue Link telemetrics. Blue Link provides access to route guidance, gas station locations, roadside assistance and much more, via a button on the mirror.

The only option to be had is the Technology package, which offers amenities like a panoramic sunroof, a power rear sunshade, ventilated front seats and an Infinity premium audio system. But unfortunately, it does not include blind-spot warning.

Hyundai offers the Azera with just one engine this year. It’s a 3.3-liter, V-6 that pumps out 293 hp. That’s 33 more horses than last year’s 3.3, and 10 more than the discontinued 3.8-liter V-6. Completing the power train is a six-speed automatic transmission. Together they can rush the Azera to 60 in 6.7 seconds, and deliver decent gas mileage—20-29 mpg.

Behind the wheel, I found that the power train didn’t feel super responsive, unless I had the gear selector in the manual-shift mode. Then it came alive. However, the V-6 was quiet, and never sounded strained. The automatic gearbox, while sometimes slow to react, delivered nearly imperceptible shifts.

The Azera displays excellent road manners. It strikes a nice balance between competent handling and a comfortable ride. The steering feels taut and precise, much better than the previous model. Continuously variable shock absorbers insure that there’s minimal body lean in tight corners. The brakes felt solid too, and can haul the Azera down from 60 in as little as 120 feet.

The ride is composed and the cabin is quiet at freeway speeds. The Azera feels compliant over all but the roughest surfaces. Cars equipped with 18-inch tires, rather than 19-inch rubber, will even absorb bumps better.

The Azera is reasonably priced at $32,875, which substantially undercuts the Toyota Avalon. My test car, with the $4000 Technology package, had a suggested retail price of $36,875, still a good value.

Snapshot Review:

Sleek Styling
Roomy, Well Finished Cabin
Good Handling and Ride
Reasonable Price

In A Class By itself

I bet you didn’t know that the Mazda MX5 is the best selling two-seat convertible of all time. Well, that’s true, according to the Guinness Book of World Records. Since its introduction in 1989, nearly a million Miatas have found their way to driving enthusiasts. The Miata has been redesigned just twice during its twenty three-year run. The last time was in 2006, and this year’s model looks the same, and has changed very little.

One of the reasons for the Miata’s success is its sassy styling. One look at this car, and you know that it is all about fun. The open-mouth grille, the bulging fender flares and large alloy wheels are the right stuff for a classic roadster. The snug interior reminded of sports cars from my youth. You don’t so much slide into this car, it’s more like you put it on. Everything is straightforward in the cockpit. Controls fall readily to hand, and now you can change radio stations from the steering wheel.

The MX5 comes in four levels of trim, Sport, Touring, Grand Touring and Special Edition. The entry level Sport is far from bare bones. It comes with air conditioning, power windows and mirrors, cloth seats, 16-inch wheels and a six-speaker audio with a CD/MP3 player. Move up to the Touring, and you’ll add amenities like larger 17-inch wheels, power locks, keyless entry and a trip computer.

Grand Touring pours on more luxury with leather-clad heated seats, Bose audio and automated climate control. Grand Touring buyers also get a choice of beige or black cloth tops. The Special Edition adds the otherwise optional sport suspension, retractable hardtop, satellite radio and keyless entry and start. The SE comes only in red or white paint with a black hardtop.

Mazda carries over its feisty 2.0-liter four-cylinder engine for 2012. It generates 167 horsepower with a five-speed (Sport) or six-speed manual (Touring/Grand Touring) gearbox, but just 158-hp with the optional six-speed automatic transmission. Whichever transmission you choose, you’ll get between 21 and 28 mpg.

My test car, with the six-speed manual, provided plenty of zoom-zoom. The engine felt strong, and pulled well from just 2000 rpm. The six-speed manual gearbox nicely complemented the motor. It’s a close ratio type with short throws from gear to gear. It reminded me of the ones in the old British sports cars, but this one’s better. The automatic with paddle shifters isn’t a bad choice either, especially if you have to drive in heavy traffic.

On the road, the MX5 delivers the oneness between driver and machine that’s made it popular over the years. It responds instantly to the driver’s commands. The steering is “right-now” quick; the handling is nimble, and the engine is responsive. Add to that a sporty engine note, and you have a terrific combination. Whether you are hustling down your favorite twisty road, or just making a run to the grocery store, the MX5 is bound to make you grin.

Pricing for the Mazda MX5 starts at $24,265. My top-of-the-line Special Edition had a suggested retail price of $32,020. The SE is the last of the line for the current Miata. A redesigned MX5 will be coming out later in 2012. Only 450 Special Editions will be available. If you want one, you better hurry.

Snapshot Review:

A Traditional Roadster
Fun To Drive
Not Much Room

Sporty A4 Carries On

Audi sales continue to go through the roof with each month seemingly better than the last. One of the reasons for their success is their compact A4 model. Last year the A4 lead all other Audis with over 35,000 sales. Audi redesigned the A4 for 2009, and the 2012 edition is much the same, except for a minor realignment of standard equipment and options.

The A4 projects a solid, forceful look. Its most notable features are its broad “single-frame” grille and its distinctive running lights that are incorporated in the headlamps. However, there are also subtle creases in the sheet metal that enhance its character. My test car was painted white, with “S line” black trim that provided a striking contrast, especially around the grille.

The interior is attractive in a understated Teutonic way. The gauges and the center control panel are integrated into one unit, and slightly canted toward the driver. The screen for the Multi-Media Interface (MMI) is well illuminated, and does not wash out in sunlight. Soft-touch vinyl on the dash speaks of quality. Fit and finish throughout is excellent. However, some controls, like the radio knob on the console, are not conveniently placed.

The A4 comes in three levels of trim, Premium, Premium Plus and Prestige. Leather is standard on the Premium model, as is a sunroof and a 10-speaker sound system. If you opt for the Premium Plus version, your A4 will also have 18-inch wheels, heated seats, and three-zone climate control. The A4 Prestige adds adaptive headlights, blind-spot warning, navigation, keyless entry/start and a Bang and Olufsen sound system. Buyers can also order the optional “Sport” package with a firmer suspension.

Audi offers the A4 as both a sedan and a wagon, with seating for five. Those up front have plenty of room and eight-way power adjusters. It’s surprising just how many other luxury cars have only basic controls for front passenger. The rear seat is fine for average size people, but tall folks might feel cramped. The wagon, called the Avant, has 17.3 cu.-ft of cargo space behind the backseat. The sedan has 12-cu.-ft. of storage, which is about average for this class.

There’s just one engine choice for the A4 these days, the venerable 2.0-liter, 211-hp, turbo. The larger V-6 of recent years is no longer available. The turbo delivers silky smooth power and does it in a quiet, refined manner. Front-wheel-drive version of the A4 gets a CVT transmission, and Quattro AWD models come with a stand six-speed manual, or an optional eight-speed automatic. My test car had the six-speed, and it shifted easily from gear to gear while delivering 21-31 mpg.

The A4 feels very solid on the road. It gives you the feeling that it’s all of one piece. My test car with the “Sport” suspension gobbled up twist and turns with ease. The Quattro all-wheel-drive system does a terrific job of distributing engine torque to the wheels that have the most grip. The A4 leans very little in corners, however the ride is stiffer with the sport suspension, and not quite as comfortable as models without it.

The Audi A4 starts at a reasonable $33,375. That’s for a Premium model with front-wheel drive. But as you move further up the A4 lineup, prices rise sharply. My test car was a top-of-the-line Prestige, with the Sport and S-Line-Plus packages. It had a suggested sale price of $45,675. Furthermore, if it had all the options available for it, the price would have been over fifty grand—quit a bit for a compact sedan.

Snapshot Review:

Sporty handling
Refined Drive Train
Excellent Fit and Finish
Can Be Pricey

Macho FX Gets A Facelift

I’ve always thought that Nissan, the parent company of Infiniti, made a mistake when they came out with their crossover SUVs. I thought the bold-looking FX should have been a Nissan model to go along with the rugged Pathfinder, and that the sleekly designed Murano should have been an Infinti, to complement the stylish M and G models. But nobody asked me, and so the FX and the Murano are what they are today.

There are not a lot of changes this year to the subject of this review, the FX. However, Infiniti has given it a nose job. They shelved the elegantly simple black mesh grille, and installed a larger, more aggressive chrome piece to take its place. Additionally, Infiniti added chrome surrounds to the fog lamps. A Limited Edition model FX35 also joins the lineup—more on that later.

The FX has always delivered in-your-face styling, and the 2012 version takes it up a notch. The new nose, with its bold grille and squinty headlights, is quite intimidating. Big alloy wheels, up to 21 inches in diameter, enhance the effect. The interior is classy and more subtle in its design. The leather seats are supple, and feature contrasting stitching on the edges. The dash is straightforward in its configuration, and clad in soft-touch vinyl. The center control panel and console are trimmed in piano black. Gauges and controls are logically arranged and easy to operate.
The FX offers seating for five. Folks up front sit upright and have a commanding view of the road. Those in the rear sit a little higher for good visibility too. Legroom in the back is not overly generous, but adequate for six-footers. However, luggage space behind the second row is somewhat smaller than others in its segment, at 24.8 cubic-feet.

Infiniti offers its midsize crossover in two versions—the FX35, and the FX-50. The FX35 is powered by a 3.5-liter V-6 that generates 303 horsepower. The FX50 gets a 5.0-liter V-8 that cranks out a lusty 390 horses. Both are hooked up to a seven speed automatic transmissions with a manual-shift mode. The FX35 is available with front-wheel and all-wheel drive; the FX50 comes only with AWD. Fuel economy is nothing to write home about with these SUVs—16-19 mpg.

The FX35 comes with an impressive array of standard equipment. Push-button entry and ignition, a power liftgate, leather upholstery, heated front seats, an 11-speaker audio system, and a back-up camera are included in the base price. Premium and Deluxe Touring packages include more luxury features, like a navigation system, 20-inch wheels, ventilated front seats and 360-degree parking view. This last item gives you a birds-eye view around all sides of the car when you engage reverse. My test car was a FX35 Limited Edition, and it included most of the options from these two packages, and added 21-inch wheels and all-wheel drive. The FX50 gets most of this equipment standard.

In addition to these comfort and convenience amenities, FX buyers can order high-tech safety options via the Technology package. This group includes features such as adaptive cruise control, forward collision warning, intelligent brake assist, and lane departure warning and prevention. I’ve found this last feature to be overly sensitive and annoying.

Like its corporate cousin, the Nissan Murano, the FX offers sportier handling than many other crossover SUVs. Body lean is well controlled, and the steering is reasonably precise. Both the V-6 and the V-8 are very responsive off the line, and the manual shift mode on the transmission adds another level of control. However, the tradeoff is ride quality. The FX pitches and bobs on all but the smoothest roads, and the larger the wheels (21-inchers on my test car) the greater the problem. If you care about ride comfort at all, go with smaller wheels.

Pricing for the FX35 starts at $44,345—the FX50 begins at $60,245. My test car, an FX35 Limited, had an MSRP of $52,445.

Snapshot Review:

Macho Looks
Luxury/High-Tech Features
Decent Handling
Stiff Ride

V-8-TYPE POWER, HYBRID FUEL ECONOMY

Infiniti’s first hybrid, the M35h, is designed to deliver four-cylinder gas mileage and high performance at the same time. The M35h can accelerate to 60 in just 5.2 seconds, yet deliver up to 32 miles per gallon on the highway. This latest M model slots into the Infiniti lineup between the M37 and the M56 sedans.

The M35h looks the same as its siblings, except for a couple of “Hybrid “ badges on the front fenders. However under the hood there resides a different, and very potent gas/electric power plant. The gasoline engine is a 3.5-liter, V-6 connected to a 50-kilowatt electric motor. Together they generate a hefty 360 hp. The electric motor sandwiches in between the V-6 and a seven-speed automatic transmission. A lithium-ion battery in the trunk stores energy for the electrical part of this system.

The Hybrid, like its stable mates, is packaged in sensuous sheet metal, with bulging front fenders, curvaceous character lines, and an aggressive grille. The cabin echos the fluid design of the exterior. It features twin cockpits up front, with a sweeping dash that wraps around into the doors. Japanese Ash accents shaped like a Nike swoosh connect dash and doors visually.

As with previous M models, the center control panel features a large number of buttons. However, they are clearly marked, and neatly separated for air conditioning, navigation and audio functions. The seats are well contoured and supportive, and tall passengers in the rear have adequate head-and legroom. But due to the placement of the battery pack, the trunk is smaller on this M, just 11 cubic-feet in size.

The Hybrid, like the other M models, comes equipped with the expected standard luxury equipment. Push-button entry and start, a sunroof, leather seats with a memory function for the driver, a rearview camera, Bluetooth and iPod connectivity are included in the base price. More luxury is available in the Premium and Deluxe Touring packages, which offer features like an air purifier, a rear sunshade, a 16-speaker sound system, climate controlled seats, navigation and a heated steering wheel.

Yet, luxury brands are also expected to offer the latest high-tech features these days, and Infiniti takes a backseat to no one in this department. Their Technology package provides safety gizmos like adaptive cruise control, blind spot warning/intervention, lane departure warning/prevention and forward collision alert. While most of these devices can be lifesavers, I found the lane-departure system to be overly sensitive, and annoying in everyday driving.

Drivers have a choice of four drive modes, Standard, Sport, Snow and Eco, which can be selected by a dial on the console. Standard, as the name implies is for normal driving, Sport adjusts the engine response and transmission shift points to enhance performance. Snow does the same to enhance traction on slippery surfaces. Eco makes similar adjustments, but also increases pedal resistance on the accelerator to promote more fuel economy. I found the Eco pedal hard to modulate. And speaking of modulation, the brakes on some hybrid cars can be difficult to regulate, due to the regenerative braking function,but this was not a problem on my test car.

M sedans have been known for their sporty driving dynamics, and the Hybrid does not disappoint in this regard. Although it weighs over 260 lbs more than an M37, it is still quick, and agile on a twisty road. In fact, it has better weight distribution than other M models (51-49 percent, front/rear), thanks to the fact that most of its additional weight is located in the back of the car. Additionally, Infiniti beefed up the suspension to compensate for the extra pounds. On my test route, the Hybrid felt as nimble as a standard M, however, the ride was a bit stiffer than that of its siblings. Yet, having said that, I did not find it uncomfortable.

If the M Hybrid has a shortcoming, it’s price. Its starting point is $58,575, which is about $10,000 more than an M37. On the other hand, it is less then a V-8 powered M56 at $59,995. My test car was fully loaded with options, and had a bottom line of $67,565.

Snapshot Review:

Lots of Power
Excellent Gas mileage
Attractive Styling
Sporty Handling

A Class Act

The Nissan Murano came to our shores nearly a decade ago, and its sporty styling was like a breath of fresh air in a market where most SUVs looked like boxes on wheels. Now in its second generation, it has not changed much in its appearance, but it still looks fresh and appealing.

Nisan redesigned the Murano for 2009, and upgraded it in several ways. They equipped it a new platform; boosted the horsepower of the V-6, and revamped the interior. On the outside, they gave it a new grille. The current Murano sports the wing-shaped grille that is the signature styling cue of the Nissan brand. Except for some equipment packaging, there is not a lot new with the 2012 model.

Climb into the Murano, and you’ll find a cabin that is simple, but elegant in its design. The dash is straightforward with three large gauges in front of the driver, and a center control panel with clearly marked buttons for audio and climate controls. The display screen at the top is conveniently located and easy to read.

The seats up front are nicely contoured and comfortable. Both have power adjusters, except on the base model. Rear passengers have more than adequate head-and legroom, and a good view of the road. Storage areas in the Murano are well designed. A large glove box in the dash will swallow up a woman’s purse. A two-tier bin in the center console will hold a cell phone in the top tray and a large camera beneath it. Additionally, there are several small cubbies for odds and ends. Behind the rear seat, the Murano sports a 31.6-cu.-ft. cargo area, which is not bad, but a bit below average for this segment.

Nissan equips all Murano models with standard items, like push button ignition, dual-zone air conditioning, a six-speaker audio system with MP3 capability, and an anti-skid system. Up-market versions provide additional features, such as keyless entry and start, satellite radio, a navigation system, a DVD entertainment unit and a dual-panel sunroof. My test car had this last item, and it really made the interior bright and airy.

Under the hood, Nissan continues to power the Murano with it’s award-winning 3.5-liter,
V-6. It cranks out a solid 260 horsepower. They team the engine with their second-generation continuously variable transmission (CVT) with faster shifting speeds. The engine and transmission seem perfectly matched. Together, they deliver a steady stream of smooth power. As in the past, Murano is offered with both front-wheel, or all-wheel drive. The gas mileage rating on my AWD test model was 18-24 mpg.

From a distance, the Murano looks compact, but up close, and especially behind the wheel, you realize that it is a fairly large midsize SUV. Driver visibility is not its strong suit. The up-sweeping dash makes it difficult to see the front end and the side edges of the body. This can be a problem in a tight parking lot.

As crossover SUVs go, the Murano is a notch above average in the way it drives. The handling is decent, with only a modest amount of body-lean in corners. The steering is fairly precise, and the brakes deliver straight stops. The cabin is commendably quiet, and the ride, while a bit stiff and jiggley on secondary roads, smoothes out nicely on the highway.

The 2012 Murano has starting price of $30,100 for the base S model, and ranges up to $40,710 for the top-of the-line LE. My mid-range SL test car, with navigation and a set of floor mats, had a bottom line of $39,225.

Snapshot Review:

Stylish Looks
Comfortable Interior
Smooth Power Train
Decent Ride and Handling