While other VWs may get an expressive fascia, the new Passat is pure conservative VW. From the geometric grille to the character line that’s as flat as Kansas, the Passat never strikes a pose that would offend a conservative mid-size shopper. If you want a VW with more excitement or Euro flair, the CC brings more aggressive bumpers, more chrome and sexier tail lights to the party. While some in the press have called the Passat boring, I would posit the sedate lines will help the Passat age more gracefully than some of the competition, most notably the new Sonata.

Those of us that seriously considered the previous generation Passat when purchasing a near-luxury vehicle like an Acura or Volvo (myself included) will be disappointed with the interior. The new Passat is now $8,000 cheaper than the previous car, and it’s re-positioning as a mid-size, rather than near-luxury car meant that something had to give. Mid-size shoppers demand expansive rather than expensive

Earlier reports suggested that Honda was planning a midcycle refresh sometime in 2013, but Honda officials at the National Automobile Dealers Association convention in Las Vegas announced that an updated Civic will come out this fall, just 18 months after the new one debuted.

With the 2012 redesign, the Civic got fresh styling, a new specific high-fuel-economy model and, many argue, a cheaper interior and overall feel. It sounds like Honda's update to the Civic will address those faults. Details haven't been released, but Honda has said the changes will be “significant.”

Honda Pulls Forward Major Changes to Civic to This Fall (Automotive News)

Most luxury sedans try to do everything fairly well, while taking no risks that might turn off a potential buyer. The typical end result: a car with few memorable characteristics, good or bad. Despite a “have your cake and eat it too” powertrain, the Infiniti M35h is not such a car. You might not like everything about it. But you will remember it.

To begin with, the Infiniti doesn’t look like any of the others. Though the current automotive fashion favors sheer surfaces, straight lines and sharp creases, the M’s big body contains the fullest curves this side of a plus-sized lingerie catalog. Think Jaguar with more brawn and less grace, as if to prove that organic forms don’t have to be feminine. The tall fenders require 20s to properly fill them; unfortunately the factory dubs are only available on conventionally-powered rear-wheel-drive variants. The h gets 18s.

The equally curvaceous interior recaptures the traditional charm that Jaguar abandoned with the XF in a bid to reinvent itself for the new century. Audi might offer stylish interiors, but they’re never this warm and intimate. The $3,900 Deluxe Touring Package’s silver-rubbed white ash trim tastefully dazzles. The brightwork flowing along the door panels and center console is a joy to gaze upon and trace with a fingertip. Another artful touch: the DTP’s diagonally-quilted semi-aniline leather upholstery. Materials are about as good as they get at this price level. And, despite the clear attention to form, function hasn’t been neglected. The center stack’s controls are very close at hand and logically arranged. The large, cushy seats feel as good as they look. Even compared to those in other luxury sedans, the M35h’s cabin is a very pleasant place to spend time. (Of my 50+ press cars, this one has been my wife’s clear favorite.)

The Infiniti M’s driving position is much different than you’ll find elsewhere. As in the related FX crossover, from the driver’s seat you clearly sense that you’re piloting a massive vehicle, yet not an expansive one. Those curvy interior panels detract from roominess up front. Also, the M’s body is considerably narrower above the beltline than below it. The relatively upright A-pillars touch down far inboard. As in the Jaguar XJ, but to an even greater degree, the view forward has overtones of vintage GT. The rear seat is less of an acquired taste, with plenty of room, a comfortably positioned cushion, and an open view forward. The trunk—well, the lithium-ion battery pack reduces its cubes from a competitive 14.9 to a compact 11.3.

The M35h’s hybrid powertrain combines a 3.5-liter V6 with a strong electric motor for a total of 360 peak horsepower, roughly splitting the difference between the M37’s V6 and the M56’s V8. But this isn’t the whole story: at lower rpm the hybrid’s performance is much closer to that of the 417 pound-feet V8, thanks to the electric motor’s 199 pound-feet of torque (on top of the gas engine’s 258). Despite the 280 pounds added by the hybrid bits, the M35h’s 4,129-pound curb weight is barely over that of a BMW 535i. Reasonable curb weight + scads of torque = strong acceleration. Rotate the console-mounted dial to “power” and the throttle can be overly aggressive, easily overpowering the rear tires. (Avoid this setting when the road is wet. For snow there’s “Snow.”) Even in “Eco” the M35h is a far cry from a Prius, you just have to push the throttle closer to the floor to blur the scenery. “Normal” strikes a good balance.

Helpful readouts include throttle efficiency and battery charge level. But, as in most hybrids, there’s no indication the division of braking between the motor/generator and the conventional brakes, so it’s unclear how to modulate the left pedal for optimal efficiency. An odd (if common) omission as the key benefit of a hybrid is its ability to recoup energy otherwise burned off by the brake rotors.

Based on the seat of the pants, the gas engine, seven-speed automatic transmission, and the electric motor (that takes the place of a torque converter between them) usually work together seamlessly. A notable exception: a hesitation in Eco and (to a lesser extent) Normal modes when you initially put in an order for a decidedly un-eco rate of acceleration, as if the powertrain computer can’t decide what to do. Want to get across the road before those approaching cars arrive? Sit tight, the desired thrust is on its way. The wait can only seem interminable. A second transmission issue: slow reactions to manual inputs. In manual mode anywhere near WOT you’d best request a shift 1,000 rpm short of the redline. Otherwise, “hello rev limiter!”

The ears have a different take the powertrain’s seams. The VQ-Series V6 is more polished than in other applications, but still far from hushed. At half-throttle and up it roars in a very un-hybrid-like manner. This would be okay, perhaps even welcome, except the noise comes and goes. The electric motor is capable of solely powering the vehicle up to 60 miles-per-hour, and frequently does so. The gas engine was off for the entire length of a two-mile 30-mph road. Very peaceful, this ability to glide along in near silence. But at near-highway speeds the engine often cycles several times a minute. So you’ll have a muted VQ rumble, then silence, then the rumble again, over and over. If the engine is going to cycle so frequently, it needs to be much quieter. Other noise levels are low. Aside from some occasional jiggles the ride is that of a luxury sedan, with a sense of solidity and level of encapsulation you won’t find in a mere Nissan.

And fuel economy? For one nine-mile trip where the gas engine was off much of the way the trip computer reported an astounding 39.7 miles-per-gallon. Then 24 on the return trip, despite an equally light right foot. The difference: whether the battery pack was giving or taking. Over longer trips that evened out this variable the car came close to the EPA numbers: 27 in the burbs, 32 on the highway, a significant bump over the M37’s 18/26 and impressive for a performance-oriented luxury sedan. Even a heavy foot sinks the numbers only into the low 20s. Apparently the VQ isn’t incorrigibly thirsty. Infiniti is about to lose its bragging rights, though: the 338-horsepower 2013 Lexus GS 450h ekes out 29/34.

Then there’s the chassis. The M’s moves are as old school as its aesthetics. Charming in some ways, much less so in others, and impairing confidence when it’s most needed. The steering is quick but light and distant. The car’s handling feels sporty, but not tied down or precise. One plus: the battery pack shifts the weight-distribution from 54/46 to 51/49, reducing understeer. But copious body roll in hard turns and a general sense of heft (above and beyond the car’s actual mass) suggest a closer relationship to the FX crossover than the G compact sedan. Worse, body motions aren’t well-controlled, especially out back where the rear end often lags a half-step behind the front. And all this is before adding the throttle to the equation. Like other rear-wheel-drive offshoots of the corporate FM platform, the M35h is prone to snap oversteer. Crack open the throttle with the steering wheel turned even a few degrees and the rear end will step out, even way out, nothing progressive about it. Combine dramatic oversteer with quick steering and subpar body control and you’ve got your hands full. Keep a cool head, don’t overcorrect (very easy to do here), and the rear wheels will again fall in step behind the front ones. The process is just far less intuitive and controllable than it could and should be. Leaving the stability control fully engaged helps, but in a heavy-handed way. Like those in its sibs, the M35h’s system cuts in early and hard. Better systems employ far more finesse, letting you believe you’re a better driver than you actually are. Yet, despite these dynamic faults, perhaps even due to some of them, the M35h is fun to drive. It might lack for talent, but it’s oh so willing.

The M35h starts $6,000 north of the M37, at $54,595. The must-have fancy wood and upgraded leather (plus the nav and 5.1 Bose audio that attend them) bump the tally to $61,945. Fuel savings might earn back the hybrid premium over the course of a decade, sooner if you drive many stop-and-go miles or gas prices shoot up. But also recall that the hybrid accelerates more like the M56, and the V8-powered car costs about $2,000 more. Some people are concerned about the potential long-term costs of hybrids. There’s more stuff that might potentially require replacement, including that lithium-ion battery back. Though it’s far too soon to tell in this specific case, the lower tech NiMH battery pack in the Toyota Prius rarely requires replacement even well north of 100,000 miles, based on TrueDelta’s Car Reliability Survey. If Nissan’s system is nearly as solid (far too soon to tell) its longevity won’t be an issue. The rest of the car? about average so far.

The Infiniti M35h has its shortcomings, especially when called upon to hustle through some tight curves. But the car’s unique combination of strong acceleration, 27/32 fuel economy, distinctive exterior, and beautiful cosseting interior has a certain charm. Want technical perfection? Then get something German. But if you’d prefer a luxury sedan that ignores conventions, that combines myriad noteworthy strengths and weaknesses into a whole that shouldn’t work—a luxurious retro-flavored hybrid where oversteer is a concern—yet somehow does, then take the M35h for a spin. Unlike with the typical hybrid or even far too many performance luxury sedans, there’s never a dull moment where the car seems to be doing all the work and you’re just along for the ride.

Infiniti provided the car with insurance and a tank of gas.

Michael Karesh operates TrueDelta.com, an online provider of car reliability and real-world fuel economy information.

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The 2012 Ram Cargo Van makes a strong value play in the small-business segment, where large and small vehicles need to work especially hard for their owners. The Class 1 arena in the U.S. has relatively few competitors — think the Ford Transit Connect — but it is getting more attention as gas prices and overall cost of ownership become important priorities for companies look to create cost savings for customers.

Pound-for-pound, the Ram C/V is just about the strongest value choice we’ve driven in a long while, pickup or van.

Base C/Vs start just under $23,000 and come equipped with the new 3.6-liter Pentastar V-6, rated at 283 horsepower at 6,400 rpm and 260 pounds-feet of torque at 4,400 rpm. The base model includes the new six-speed transmission.

EPA fuel economy ratings are 17 mpg in the city and 25 mpg on the highway; however, during our test drive, our real-world fuel economy averaged closer to 21 mpg in combined driving around town and on a long-haul trip.

Mechanically, the C/V’s greatest strength is how well the transmission is quick to sense how to efficiently pull through the gears under loaded or empty conditions. Shifts are smooth and steady in normal modes and seem to adjust slightly with more throttle input. Also, we found having the transmission shifter on the dash — a comfortable reach from where your right hand rests on the steering wheel — was hugely convenient when shifting manually. It’s a quick tap to the left or right to go up or down the gears as needed.

Another strength of the C/V, appropriately enough, lies in the cavernous storage area. Our test unit came with the standard aluminum flat floor that offers almost 150 cubic feet of cargo space, big enough to hold a good-sized refrigerator or a washer and dryer set. The floor is 48 inches wide at the wheel wells and almost 7 feet long — almost the size of a long-bed pickup truck. It’s worth noting that a Deluxe Load option included several storage door openings in the floor that allow access to the rear and midsection cubbies under the floor.

Much like a good pickup truck, the payload rating on the C/V is 1,800 pounds. Our unit weighed 4,250 pounds with our 20-gallon tank full, giving us a gross vehicle weight rating of 6,050 pounds. Factory specs also have the C/V’s tow rating (when properly equipped; ours was not) at a class-leading 3,600 pounds. For those keeping track, that gives us a gross combined weight rating of 8,750 pounds.

If these numbers don’t sound like the typical minivan rating, you’re right. We’re told Ram Truck engineers worked long and hard to get the right front and rear spring rates set properly to allow for a good carrying capacity as well as offer better slower-speed control. In fact, the front springs are 44 percent stronger than its Dodge Grand Caravan twin, and the front springs are 37 percent stronger.

As you might expect, when driving the C/V around town empty, the rear end is a bit bouncy and light, especially when moving over rough roads or hitting speed bumps. However, because the vehicle is front-wheel drive and has more weight in the back with the closed rear sections, there isn’t the same twitchy feel that sometimes accompanies an empty-bedded rear-drive pickup truck.

Ram allows C/V buyers to order black-out windows, which gives the doors and side panel some added strength but, more importantly, makes it impossible for outsiders to see what type of valuable cargo might be inside the van. We should note that not having full visibility through the rear windows takes some getting used to, but the backup camera, included in the $1,390 Media Center Nav Package, made it quite easy to see all things behind us when backing up. We did wish we could continuously access a rearview screen like many motorhomes do to help keep track of what’s going on behind the van. It would be a good idea to offer bigger optional side mirrors when equipped with black-out window panels.

For something called a “cargo van,” it might be a little odd to talk about the front seating area, but it deserves it. This is not your typical Spartan commercial interior setup when driving a cost-first workhorse. Let’s be honest: A lot of times it’s not the boss driving a vehicle like this, so comfort and amenities are typically not high on the order list. However, to its credit, the C/V’s interior is much more like a minivan than a commercial stripper model. Dash layout and materials are just as you’d expect in a well-equipped Caravan, with dual glove boxes, good-quality console, instrument panel and door materials, and quite comfortable seats. Our test unit came with the optional $200 eight-way adjustable driver’s seat with an adjustable lumbar support — worth every penny. If this is the vehicle you have to do an eight-hour shift in or over a long-haul transportation route, we’re guessing your back will be just fine at the end of the day.

Standard features in the C/V include air conditioning with dual-zone climate control, an instrument cluster with a normal speedometer and tachometer, outside temperature display, an overhead console, A-pillar grab handle, 120-volt auxiliary power outlet, 12-volt front and rear area DC power outlets, interior air filtering, auxiliary audio jack for mobile devices, cloth low-back bucket seats, door courtesy lamps, driver and passenger visors with mirrors, map lamps, cargo rearview mirror, liftgate flood lamp, lower panel storage and cupholders, dual sliding doors with alert warning, power locks, power front windows, cruise control, steering-wheel-mounted audio controls, tilt/telescoping steering wheel and variable intermittent windshield wipers.

Safety features include active head restraints, advanced multistage front airbags, four-wheel-disc antilock brakes, Latch child-seat anchor system, driver’s knee airbag, electronic stability control, keyless entry with immobilizer and a tire pressure monitoring system.

Our test unit came with only a few options that included the Uconnect multimedia system ($690), side airbag curtain delete (-$150), full-width cargo divider ($450), eight-way power driver’s seat ($200), media/entertainment system ($1,390), Mopar wireless hotspot ($650) and $835 destination fee. The total of our Stone White test unit was $26,680 (Download Ram CV monroney).

Considering what you get for the money, you’d be hard-pressed to find anything this well equipped and capable of carrying this kind of load in a lockable environment. Think of it as an awesomely priced regular cab pickup truck that you can lock all your valuables in and even sleep inside (fully stretched out) if you need to, comfortably protected from rain and snow.