Automotive News & Reviews, Cars & Prices, Test Drives, Crashes » SEAT

Flying Lizard Motorsports Sets Sebring Driver Lineup

admin — Tue, 07 Feb 2012 11:01:00 +0000

Flying Lizard Motorsports have confirmed their driver lineup for the 2012 Mobil 1 12 Hours of Sebring, the 60th running of the springtime classic. The Sonoma, CA-based team fields two Porsche 911 GT3 RSR race cars in the GT class for the entire American Le Mans Series (ALMS) season. Both Porsche factory drivers Joerg Bergmeister and Patrick Long…

Pagenaud Joins Muscle Milk Pickett Racing For Sebring

admin — Tue, 07 Feb 2012 03:30:00 +0000

If you can’t beat him, just hire him? That must have been Muscle Milk Pickett Racing’s mantra when they decided to complete their American Le Mans Series (ALMS) driver lineup for the season opening race. The team signed former ALMS LM P1 champion Simon Pagenaud, formerly one of their biggest rivals, to join regular drivers Klaus Graf and Lucas…

Mazda To Show MX-5 Miata Special Edition at Chicago Auto Show

admin — Tue, 07 Feb 2012 01:30:00 +0000

Chicago holds a special place in Mazda's heart where the MX-5 Miata is concerned. The automaker unveiled its first version of the popular roadster at the show in 1989. This year, Mazda is using the 2012 Chicago Auto Show to debut a special-edition version of the compact droptop.

More 2012 Chicago Auto Show Coverage

The limited-production 2012 MX-5 Miata Special Edition will feature a black-only power-retractable hard top, a first for Mazda's convertible. So far, only a body-colored top has been offered. Other specific features include 18-inch black-gunmetal alloy wheels, black exterior accents, heated seats in black leather and piano-black interior trim.

Review: 2012 Volkswagen Passat SEL 2.5

admin — Tue, 07 Feb 2012 00:00:20 +0000

Volkswagen’s “premium” image in the minds of car enthusiasts is not entirely accurate. From the Beetle to the Rabbit, VW has a long history of making budget cars for the masses. While the automotive press lauded the high-rent interiors and Audi-sourced parts, the Touraeg and Phaeton were mere detours on the road to brand identity. Shoppers wanted a “people’s” VW again, and the result of this outcry is the 2012 VW Passat SEL.

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

2013 Mazda CX-5 Priced at $20,695

admin — Mon, 06 Feb 2012 23:31:15 +0000

The all-new 2013 Mazda CX-5 goes on sale this month with an attractive entry price of $20,695, excluding a $795 destination fee.

That price beats competitors like the 2012 Ford Escape ($21,440) and 2012 Honda CR-V ($22,295), but it is more expensive than 2012 Hyundai Tucson ($19,145) and 2012 Kia Sportage ($18,500).

The CX-5 comes better equipped than all the above models, however. Standard features on the CX-5 include 17-inch alloy wheels, push-button start, cruise control, steering-wheel-mounted audio controls and a USB port. The CX-5 is available in base Sport, Touring and Grand Touring trims.

The Sport comes with a standard six-speed manual transmission, but a six-speed automatic is available for $1,400. An automatic transmission and all-wheel drive adds $2,650 to the base price. The Touring and Grand Touring models come standard with the automatic transmission.

All versions are powered by the same 155-horsepower four cylinder that gets an EPA-estimated 26/32/29 mpg city/highway/combined with the automatic transmission and front-wheel drive.

Touring models add Bluetooth, a 5.8-inch touch-screen, fog lamps, power driver’s seat, backup camera and a blind spot monitoring system for $23,895.

The Grand Touring starts at $27,045 and comes with 19-inch alloy wheels, automatic headlights, heated side mirrors, rain-sensing wipers, leather upholstery, a moonroof, heated front seats, automatic climate controls and a Bose stereo.

Continue below for more pricing details.

CX-5 Pricing

Sport: $20,695

Passengers Jeopardize Teen Drivers’ Safety

admin — Mon, 06 Feb 2012 20:00:00 +0000

There are many scary moments when raising kids such as the first time we leave them alone with a baby sitter, their first day at school and the first time they ride their bikes or get sick. But without a doubt, the scariest moment of all is when our children — teenagers — start driving.

There's so much attention paid to the dangers of texting and driving, yet we overlook the most dangerous distraction of all for teen drivers: friends riding in the car. Studies show that teens driving with peer passengers have a significantly higher risk for fatal crashes than those who drive alone; putting a teen in the passenger's seat of a young driver's car doubles the risk of a fatal crash, while adding three or more teen passengers to a car quadruples the risk. A recent study by the Children's Hospital of Philadelphia and State Farm expands upon that initial research.

The most astounding findings were:

Teens who are most likely to drive with multiple passengers considered themselves to be “thrill-seekers” and perceived their parents as not setting rules or monitoring their whereabouts.
Only 10% of teens correctly view passengers as potentially hazardous.
Amongst teens who said they were distracted by something inside the car before they crashed, 71% of males and 47% of females said they were distracted directly by their passengers' actions.

While advancing technology is providing us with new tools to help keep our teen drivers safe, none address the serious problem that additional passengers can cause.

I used to own a Volvo C30. It could sense if someone was sitting in any of the seats and would notify me, the driver, if the passengers didn't have their seat belts on. It seems logical that a carmaker could combine that occupancy sensor technology with current systems like Hyundai's Blue Link Essentials program or Ford's MyKey — both allow parents to set limits on teen drivers — to notify parents if their teen driver has passengers in the car, or even go a step further to prevent the car from being driven if there are passengers in it.

My husband and I are lucky to still be a few years away from our kids starting to drive (our oldest is 11 going on 16), and we're hopeful that this and many additional tools will be available as manufacturers strive to make all cars safer but especially those driven by teenagers.

What systems have you and your family implemented to keep your teen drivers safe? Do you have a driving contract with your teen? Do you use aftermarket technology or GPS-enabled smartphone applications to monitor your teen's driving habits? Tell us in the comment section below.

Cars.com Family Reviews the 2012 Honda Pilot

admin — Mon, 06 Feb 2012 18:00:00 +0000

The 2012 Honda Pilot is a roomy three-row crossover that works well for families, according to Cars.com Family contributor Carrie Kim. She wasn’t thrilled by its boxy looks but was willing to overlook them because of the Pilot’s versatility. This family hauler can carry eight passengers, fit three child-safety seats across its second row and has a two-tiered cargo area behind the third-row seats.

Super Bowl XLVI MVP Eli Manning Wins 2012 Chevrolet Corvette

admin — Mon, 06 Feb 2012 14:00:00 +0000

For his efforts in yesterday’s Super Bowl XLVI, New York Giants star Eli Manning was not only awarded with the Most Valuable Player title but a brand new 2012 Corvette Grand Sport Convertible Centennial Edition as well. Thanks to his efforts as well as those of his team-mates, the New York Giants were able to trump the New England Patriots…

Review: 2012 Infiniti M35h Take Two

admin — Mon, 06 Feb 2012 00:36:14 +0000

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.

2012 Lexus CT 200h

admin — Sun, 05 Feb 2012 15:00:00 +0000

The CT 200h hybrid hatchback is Lexus’ entry-level offering and is relatively unique in that it offers a hatchback bodystyle, which tends to be unpopular with luxury buyers in the U.S., and a hybrid drivetrain. It’s also relatively pricey when you consider that an Audi A3 lists for almost $2,000 less than the Lexus but is equally…