2012 Jaguar XKR S Specs, Prices, Pics and Reviews

Jaguar calls the XKR-S the company’s “most responsive, powerful, agile, and driver-focused production car.” It’s also the quickest ever. Yes, it’s quicker and more potent than even the 1992–94  XJ220 supercar.

Stout claim, but the numbers back it up. The twin-turbo 3.5-liter V-6 in the XJ220 we tested 18 years ago [November 1993] ­generated 542 horsepower and 475 pound-feet of torque.

The supercharged and direct-injected 5.0-liter AJ V-8 propelling the XKR-S huffs up 550 horsepower at 6500 rpm and 502 pound-feet of torque between 2500 and 5500 rpm. Throttle response is instantaneous and linear, and the aural accompaniment is habit-forming.

Like the other XKs, the XKR-S employs a responsive six-speed automatic (with paddle shifters for manual operation). Jaguar expects the car to reach a mile per minute in 4.2 seconds (the XJ220 did 4.4), with a governed top speed of 186 mph.

Equally impressive, the S achieves the same EPA ratings as the XKR—15 mpg city and 22 highway—just above the gas-guzzler threshold.

After a day herding this quickest of all cats over mountain roads, we’re inclined to doubt Jaguar’s performance claims. Unless something goes terribly wrong, the XKR-S will be much quicker to 60 than the company forecasts. Hell, last time we tested an XKR, it did the deed in 4.0.

Thanks largely to revised exhaust plumbing—which allowed attendant tweaks to the fuel mapping—the S version of the engine tops the XKR’s output by 40 ponies. Applying the old dollars-per-horsepower formula, the XKR-S price premium may look a little steep. The 2012 XKR coupe will start at $97,500; the XKR-S coupe (a convertible may come along later) will be $132,875 when it reaches showrooms in October.

That’s about $884 per additional filly. But there’s much more to the package than mere muscle.

Let’s start with the functional. The suspension features new aluminum knuckles, stiffer springs (by 28 percent, front; 32 percent, rear), active dampers, revised rear geometry, and an active (read: torque-vectoring) differential. The active diff allowed the chassis team to raise the stability-control threshold.

Static ride height is 10 mm (0.4 inch) lower, and the S rolls on 20-inch forged aluminum wheels wearing a set of Pirelli P Zeros (255/35 front, 295/30 rear). Remarkably, its ride quality is supple. Grip is barnacle-like, and when the driver exceeds the car’s limits—which requires determination—he’ll feel the diff helping to keep the front of the vehicle ahead of the stern.

Aerodynamics are another stability enhancer. Besides reduced ride height, the S sports a new carbon-fiber front splitter and rear wing, rocker-panel extensions, and a rear diffuser. The aero doodads reduce high-speed lift by 26 percent, says the company.

Interior furnishings are distinguished by a pair of supportive leather-clad bucket seats, more aggressively bolstered than their XKR counterparts; elegant needlework; pewter-anodized aluminum trim (nary a splinter of wood); and the expected infotainment electronics, including premium audio and a somewhat finicky nav system. Learn More...

Source : http://www.caranddriver.com

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2012 Hyundai Veloster Specs, Prices, Pics and Reviews

On the heels of redesigned Elantra compact and Accent subcompact, the new 2012 Veloster adds a coupe to Hyundai's burgeoning small-car offering (see them compared).

The distinctive Veloster is a true three-door hatchback: It has a liftgate, two front doors and a single rear door on the curb side for easier backseat access. By Hyundai's estimation, the Veloster competes with the likes of Honda's CR-Z hybrid and the Scion tC, and might be cross-shopped with the Fiat 500, Mini Cooper and Volkswagen Beetle.

The 2012 Hyundai Veloster is a distinctive, high-mileage sport coupe that hints at the excitement to come in future variants.

Hyundai simplifies things by offering just one Veloster trim level starting at $17,300, distinguished only by three interior color schemes, which include gray, black and a red-and-black combination. The interior choices depend on the exterior color chosen. Options include an automatic transmission for $1,250 and two feature-filled packages. With currently known options, the Veloster tops out at $23,310.

I drove the Veloster with both manual and automatic transmissions.

Exterior & Styling

Somehow Hyundai has managed to design another car that looks unique and stylish without being overly polarizing (or just plain ugly). Available in seven colors, including bold yellow, orange and green, the Veloster stands out as something entirely new.

Seventeen-inch alloy wheels are standard. The optional Style Package, for $2,000, includes 18-inch wheels, fog lights and a chrome grille surround with piano-black highlights, along with interior feature upgrades. Different 18-inch alloy wheels with body-colored spokes join additional features in the Tech Package, which requires the Style package, adding another $2,000 (for $4,000 total).

The Veloster also introduces Hyundai's first exterior graphics options, which include stripes and other designs. They're available when ordering or at the dealership.

Ride & Handling

I've called out handling as an area in which Hyundai needs improvement overall. For example, though the new Elantra is more than capable enough, it doesn't match the athletic Ford Focus or Mazda3, or maybe even the Chevrolet Cruze. I also find the Genesis Coupe too skittish. The Veloster's dynamics and roadholding are among the best Hyundai offers — when equipped with the optional 18-inch wheels.

My chief complaint about the Veloster is its steering, which feels numb on-center and tends to wander at low and medium speeds, improving somewhat on the highway. Beyond the steering issue, the Veloster is exceptionally light — starting at 2,584 with a manual transmission — and it feels that way. As important, it manages its weight well, with admirable balance for a front-wheel-drive car, and minimal body roll.

The optional 18-inch tires showed no evidence of the automaker's quest for fuel efficiency, as some low-rolling-resistance (a.k.a. traction-resistant) tires on small cars do. The Kumho Solus KH25 all-season tires, rated P215/40R18, are well matched to the Veloster.

Note that I didn't drive the standard 17-inch tires, which are Nexen Classe Premiere CP671s rated P215/45R17. Though they're ostensibly all-season tires, these give me pause. The same models proved inferior in the cold and snow earlier this year on a 2011 Kia Optima, on which they were also standard equipment. Pay extra attention to these tires if you test drive the Veloster, even if it's not cold out, and consider the 18-inchers if you have any concerns.

Power

Handling can't be divorced entirely from engine power, because there has to be enough oomph to pull the car out of a corner, and here the Veloster's modest power comes into play. Shared with the Accent is a 1.6-liter four-cylinder engine that generates 138 horsepower at 6,300 rpm and 123 pounds-feet of torque at 4,850 rpm. Thanks to direct injection and variable valve timing, the little 4-cylinder offers pretty broad torque delivery across the rev range. The six-speed transmissions make the most of it, launching the Veloster quickly when needed.

Taking on hills and powering out of sharp turns demands lower gears, keeping the driver — or the automatic — busy. The manual is a competent player with a forgiving clutch and a relatively short shifter equipped with a foolproof button for entering Reverse gear, to the left of 1st. (Why don't more automakers use this design?)

The more impressive choice is the automatic, a six-speed EcoShift DCT, standing for dual-clutch transmission — Hyundai's first. The dual-clutch automated-manual design means little to the average driver but can feel different to the more attuned operator. While DCTs are usually touted for their fast shifts, the overriding goal is lower weight and greater efficiency, and Hyundai's version takes it a step further by using a dry clutch system rather than a hydraulic design. So far the only dry-clutch DCTs we've experienced come in the Ford Fiesta and 2012 Focus, which have their detractors.

When in Drive mode, the DCT behaves like any other automatic transmission. You can also slide the lever to the right and then shift up and down sequentially, or use the standard shift paddles on the steering wheel.

I'm impressed with the DCT. It performed nicely over a couple of miles of stop-and-go city driving. When I let off the brake at a stop, it would begin to inch forward after minimal delay. I noticed none of the balkiness or vibration we experienced just a week ago with the 2012 Ford Focus SFE. The transmission shifts up through the gears smoothly and without drama, and it doesn't downshift too conspicuously as you slow to a stop. It also downshifts reasonably quickly when it's time to pass. Hyundai engineers erred on the side of comfort, opting for smoother shifts rather than quick, hard transitions — a wise decision. They say it shifts faster when in manual mode, but I found the difference to be minimal.

There's no automatic sport mode, but there's an Active ECO button on the dashboard that intrigues me more than similar modes from other brands. Rather than change the shift behavior directly, it affects the accelerator pedal — not making it less sensitive but instead damping out sharp changes in position, smoothing the engine response and improving efficiency, Hyundai says, by up to 7 percent. What this does is make the regular Drive mode more responsive than some cars' are, because of their manufacturers' pursuit of higher mileage. The transmission also reacts quickly to sharp jabs of the accelerator pedal, kicking down one or more gears for passing power. Learn More...

Source : http://www.cars.com

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Posted in: AUTOMOTIVE INFO,CAR,HYUNDAI

2011 Ford Edge Specs, Prices, Pics and Reviews

I've never had a more intense love/hate relationship with a car than the one I experienced during my test drive of the 2011 Ford Edge.

 Starting MSRP $27,640–$38,775

There are many things to be excited about with this newly refreshed model that received some styling changes, significant interior upgrades and has such promising family utility, but it's all thwarted by the driving experience and features inside the car that simply don't work.

When driving the Edge, it seems like it weighs a ton. I felt like I was hauling a herd of elephants in the back despite the V-6 engine's considerable power. Once you get it moving, this five-seat crossover starts feeling a little boat-like — big, bulky and disconnected from the road. I could never quite find that sweet spot when accelerating; I either took off crawling or lunged forward too aggressively.

When I had to brake quickly because of a trash can on the loose in the middle of the freeway, I was quite shaken by how it fish-tailed briefly under pressure.

The 2011 Ford Edge has a starting MSRP of $27,640, but my test car — a Limited trim with front-wheel drive — cost $40,480.

EXTERIOR

The 2011 Edge is one of the most attractive crossovers on the road. It looks sharper than your average mom-mobile. The subtle exterior design changes, including the new grille and rear taillights, definitely give it a fresh look, resulting in a more upscale appearance. If you're into bling, you won't be disappointed by the sparkle from lots of chrome on the grille and big wheels, either.

It's hard to imagine the Edge's step-in height being too cumbersome for most children, but the doors are bulky and heavy and assistance may be needed there. The Edge is also wide, so be careful when pulling into parking spaces and driveways while you're adjusting to its width.

Parents will appreciate the power liftgate, which goes without saying is a coveted feature for multitasking moms and dads. The Edge's cargo area was so deep that I could really pile things up back there.

The Edge's gas mileage was another big turn-off. It gets an EPA-estimated 19/26 mpg city/highway. My weeklong test drive consisted of primarily city driving, and I averaged 15.5 mpg. Yes, my test car had a 3.5-liter V-6 engine with 285 horsepower, but I wasn't pushing it hard enough to warrant such low gas mileage. On the bright side, you can fill up with regular unleaded gasoline to soften the blow at the pump.

SENSE AND STYLE

Family Friendly (Not Really, Fair, Great, Excellent): Great/Excellent

Fun-Factor (None, Some, Good Times, Groove-On): Some

INTERIOR

The 2011 Edge feels and looks luxurious from the driver's seat. Overhead, you'll find Ford's Vista Roof, a panoramic moonroof over both the first and second rows that will wow parents and children alike. My test car had an alluring brown leather interior that looked rich and stylish when paired with the piano-black surfaces and faux wood trim.

The huge screen in the center stack has impressive color-coded displays for navigation, entertainment, phone and climate, and the two LCD screens on each side of the speedometer coordinate with the screen in the middle. The graphics look fresh and modern, and you can toggle between many different screens to get various types of vehicle information. The controls in the center stack are not buttons — they're touchpads — and they look futuristic.

Aside from its looks, the cabin is roomy. Grandma couldn't stop exclaiming how she had a ton of legroom while riding in the backseat, and the front passenger seat had no problems accommodating other long-legged companions with a rear-facing infant-safety seat behind them. My storage needs were satiated by the center console up front, which has a built-in pen and tissue holder to brighten any organization enthusiast's day and a deep bin below. Additionally, there was an incognito cutout under the center stack where I could stash my purse. It all seemed too perfect — good looks and fantastic functionality for a family? I was completely smitten until I turned the key.

I hadn't even made it down the block before the MyFord Touch system crashed. MyFord Touch is new for 2011 and responsible for about 80 percent of my frustration with this vehicle. MyFord Touch is an optional interface used for the car's entertainment and navigation systems. The system crash didn't affect my ability to keep driving, but I pulled over just to be sure I didn't accidentally hit some reboot button. Attempting to troubleshoot, I turned the car off to simulate a "restart" with no success. Then, after physically exiting the vehicle, doing a lap around it and climbing back in, I seemed to have successfully rebooted the system — until it crashed again. Did I mention that I hadn't even left my street yet? Learn More...

Source : http://www.cars.com

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2012 Volkswagen Beetle Specs, Prices, Pics and Reviews

There is an undeniable appeal to a nostalgia ride, whether it be a Mini Cooper, a new Fiat 500 or the car that really started it all: the Volkswagen New Beetle.

Now, the 2012 VW Beetle has received a much-needed update. The result is a more sophisticated coupe that's also a better daily driver.

Though the Beetle — dropping "New" from its name — is high on style and comfort, the engine is particularly loud, disrupting an otherwise pleasant driving experience.

Style

There is perhaps no car more iconic than the Beetle. Maybe the Jeep Wrangler is as identifiable, but no other car has been so loved that it spawned a childhood pastime like slugging a sibling in the arm at the sheer sight of one on the road.

The 2012 is a seamless transition from the New Beetle that debuted to wide acclaim in 1998. Hard edges now replace rounded shapes on the front bumper; a steeper windshield adds more blockiness; and a higher belt line means narrower windows and a sleeker profile. The rear is still as curvy as ever, though, with wild taillights finishing the look.

VW makes no apologies for the sharper design, saying it is deliberately more masculine.

Inside, the integrated flower vase is gone, but it won't be missed in the high-style layout. A typical two-tone interior color scheme, like tan seating with a black dashboard, is accented by piano black along the doors and dash. That trim can be replaced with white or red lacquer accents — to match the exterior color — on certain trim levels.

The elegantly done gauge cluster is unique to the Beetle. The three gauges fit the shape of the car better than the wider, two-gauge cluster found in the Jetta and Passat. Materials quality is definitely appropriate for the car's price; it's much more akin to the new Passat's higher-caliber interior than to the Jetta's, which aims at entry-level buyers and costs thousands of dollars less.

The front seats are comfortable, with plenty of support, but I found them a bit narrow for my back and shoulders. I assume smaller occupants will be more comfortable. You'll also have to be smaller to enjoy the tight confines of the backseat. This is to be expected in most coupes, though, and while the specifications don't suggest it, there certainly seems to be more room inside the Beetle than you'll find in tinier competitors like the Fiat 500 and Mini Cooper.

Performance

If you're buying the Beetle for its style but want affordability, you'll want to opt for the 2.5-liter five-cylinder engine; that version starts at $20,895 with an automatic. It's a competent powertrain, but the engine buzzes loudly, intruding into the cabin even during modest acceleration. The six-speed automatic transmission is simply adequate. A manual base model will be released in 2012 and will start at $18,995.

The base engine's 170 horses get you to highway speeds with assurance but not exhilaration, while steering is a bit vague. The brakes are above average. Does this sound like a ringing endorsement? It shouldn't to performance fans, but most buyers will appreciate the Beetle's very comfortable ride, airy cabin, and lack of road and wind noise — especially considering the wind was extreme most of the time I tested this car.

The 2012's addition of more than 3 inches of width means there's more stability when taking sweeping off-ramps, along with more room between front occupants. But it doesn't feel nimble like a Mini, which is 5 inches narrower.

The biggest negative is the loud engine and subpar mileage, rated 22/29 mpg city/highway with the automatic. The Mini Cooper gets 28/36 mpg with an automatic, while the Fiat 500 gets 27/34 mpg.

Upgrade to the Beetle Turbo versus the 2.5L and you'll be making an investment in driving enjoyment. For the extra $3,600 — no small sum — the turbocharged, 2.0-liter four-cylinder offers spritely acceleration, snappier handling, a Sport mode that actually feels sporty, and a warbling engine noise that sounds welcoming. (It's still too loud, though.)

The 200-horsepower turbo doesn't seem like much of an upgrade on paper, but teamed with a dual-clutch six-speed automatic transmission, this car far outpaces the base model.

The Turbo doesn't even give up much ride comfort for the added fun quotient, and it gets better mileage: 22/30 mpg.

Performance junkies still won't find the Beetle Turbo to be enough for them, despite its limited-slip differential for better handling. That's why VW sells a GTI version of its Golf hatchback. For those interested in the Beetle mystique, the Turbo delivers just enough.

A diesel Beetle will be released sometime in 2012, with estimated mileage of 29/40 mpg.

Features & Pricing

The base Beetle, with a starting price of $18,995 with a five-speed manual transmission, won't go on sale at the model's launch, and VW is not advertising it yet; it's expected next year. When 2012 Beetle sales begin this fall, the least expensive version will be the next higher trim level, called the Beetle L, at $19,795.

When they arrive in 2012, base Beetles will come with 17-inch alloy wheels, power windows with one-touch up and down, cloth seats, cruise control, 50/50-split folding rear seats, a trip computer and an eight-speaker stereo.

The L adds leatherette (faux leather) seating, heated front seats, a second glove box, Bluetooth and a media interface for digital accessories like iPods and smartphones. Automatic-transmission models start at $20,895. A base Mini Cooper with an automatic is $20,750.

Instead of separate options, VW creates trim levels. The next one up, the 2.5L with Sunroof, goes for $22,295 with the manual, $23,395 with the automatic. It adds a large panoramic sunroof that makes an already bright cabin even more open. It also includes a center armrest, a leather steering wheel with controls for the trip computer and stereo, keyless entry, push-button start, a touch-screen radio and three months of Sirius Satellite Radio.

The Beetle L with Sunroof, Sound and Navigation is $24,095 with the manual and $25,195 with the automatic. It adds 18-inch wheels, a navigation system and a premium Fender stereo.

I tested the Fender system with my iPhone, streaming music from Spotify, and it worked well. Sound quality is good, and there's plenty of bass when you want it. The navigation system and interface are a tad quirky, and there will be a learning curve if you're coming from another system. Even though it looks like a portable Garmin nav system, the inputs and controls are very different.

A similarly equipped automatic Mini Cooper is $25,750, and it can be had only with 17-inch wheels.

The Beetle Turbo starts with the features of the Beetle L at $23,395 with a manual and $24,495 with the DSG automatic transmission. It adds 18-inch wheels, alloy pedals, fog lights, gloss-black exterior mirrors, glossy black interior trim, sport seats with upgraded cloth, and a leather shift knob.

The Turbo's uplevel trims vary slightly from the L's. Next up is a Beetle Turbo with Sunroof and Sound that goes for $26,395 with the manual, $27,495 with the DSG. It gets the same extras as the L's Sunroof package, plus the Fender premium stereo.

The top trim is the Beetle Turbo with Sunroof, Sound and Navigation, which mirrors the L options but adds real leather seats and leather trim on the doors and dash. It costs $27,995 with the manual and $29,095 with the DSG.

Safety

At this time, the 2012 Beetle has not been crash-tested by either the federal government or the Insurance Institute for Highway Safety.

The Beetle comes standard with four-wheel-disc brakes, stability control and side curtain airbags for front and rear passengers.

Beetle in the Market

At first glance, the Beetle seems like an oddity. Do shoppers want another nostalgia-laden two-door hatchback? But the car's high-quality interior and style, plus its competitive price, mean it can go toe-to-toe with the Mini Cooper, offering a more civilized driving experience — if not as much fun behind the wheel. Learn More...

Source : http://www.cars.com

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Posted in: AUTOMOTIVE INFO,CAR,VOLKSWAGEN

2011 Nissan Sentra Specs, Prices, Pics and Reviews

Some cars get all the attention, and the Nissan Sentra isn't one of them. Its name isn't always uttered in the same sentences as models like the Honda Civic and Toyota Corolla, but after driving one it's clear that it should be; this car deserves to be on compact-car buyers' shopping lists.

While you probably wouldn't regret getting a Civic or Corolla, the Sentra outdoes those cars in some areas and offers a number of upscale features for exceptionally affordable prices.

In the world of everyday, economy transportation, the Sentra is a pleasant surprise — a hidden gem for those willing to give it a try. I tested an uplevel Sentra 2.0 SL. This trim level starts at $18,560, but with options its as-tested price was $20,630.

Styling

The Sentra's tall stance and short hood and trunklid make the car look a bit stubby in profile. It's not nearly as sleek as the Civic, which is still futuristic looking even though it's been around in its current form since the 2006 model year — an incredible feat. I like the Sentra's design more than the Corolla's, which is about as bland and nondescript a car as you'll find these days. For a side-by-side comparison of the Sentra, Civic and Corolla, click here.

Not everything's right with the Sentra's design. A couple of our editors, myself included, weren't fond of the car's clear-lens taillights. This design cue was a fad a few years ago, and it's time for Nissan to ditch the look.

The Sentra comes standard with steel wheels, but our 2.0 SL had 16-inch alloy wheels with an eight-spoke design. Alloy wheels always dress up a car's exterior, and 2.0 S and 2.0 SL models get chrome door and trunklid accents that serve the same purpose.

Driving It

The Sentra's off-the-line performance is good, with acceleration that's much more effortless than the Civic or Corolla, both of which are offered with traditional automatic transmissions with fixed gears. The Sentra's optional continuously variable automatic transmission, which my car had, provides an infinite number of gear ratios, and that allows engine speed to remain more constant, and usually quieter.

Nissan has done a remarkable job tuning the Sentra's drivetrain. Performance-oriented SE-R and SE-R Spec V models are available with a 2.5-liter four-cylinder engine, but I tested the base 140-horsepower, 2.0-liter four-cylinder that goes in the majority of Sentra trim levels. The engine was paired with the optional CVT, as mentioned, but a six-speed manual is standard. Nissan is one of the few automakers using CVTs in many of its cars and crossovers, and the Sentra proves the automaker knows what it's doing.

Overall, the Sentra feels like it has a larger engine under its hood than it does, but not at the expense of fuel economy. The infinite gear ratios in a CVT allow the engine to operate in its most efficient range, and the Sentra with the CVT gets a competitive 26/34 mpg city/highway. That beats the manual transmission's 24/31-mpg rating. Predictably, gas mileage drops with the larger four-cylinder, down to 24/30 mpg with the CVT and 21/28 mpg in the manual-transmission model, which also prefers premium gas.

Like many other cars with smaller engines — the Civic and Corolla included — the Sentra's four-cylinder doesn't have a lot of power in reserve for highway passing. It accelerates up to highway speeds confidently and cruises easily with fast traffic, but don't expect a burst of power if you stab the gas pedal. If you do stab it, you're more likely to get just a slight bump in speed and more engine noise.

I like the Sentra's ride quality, though some Cars.com staffers who drove it thought the suspension was noisy over rougher stretches of road. I noticed some noise over big bumps, but the suspension craftily blended good damping abilities without sacrificing steering response and overall nimbleness.

The Civic handles well but makes occupants pay with a noisy cabin. The Corolla isolates you but doesn't encourage you to push it on a winding road. The Sentra, meanwhile, falls somewhere between the two. It provides a quieter, more comfortable driving experience than the Civic but isn't as softly sprung as the Corolla. It's a nice balance that delivers the benefits of both approaches in one car. Learn More...

Source : http://www.cars.com

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Posted in: AUTOMOTIVE INFO,CAR,NISSAN

2011 Nissan Frontier Specs, Prices, Pics and Reviews

Full-size trucks are a chore to drive in the city — we know; we've done it — so we wanted to see how Nissan's midsize Frontier would handle an urban environment, as well as a junkyard run to get some used parts.

There were clear maneuverability and parking advantages that came with this truck's smaller size, but in one particular way the V-6 Frontier is a lot like its larger siblings — and not in a way you'd want.

In short, while the V-6 Frontier packs a lot of useful capability in a condensed package, if you've had a chance to sit in any of the newer full-size trucks on the market, you may be disappointed with the Frontier's cabin styling.

To see a side-by-side comparison of the 2009 and 2010 Frontier, click here.

V-6 Gas Mileage, Performance

One of the disappointing elements of the V-6 Frontier — and one that many people in the market for a smaller truck will likely be concerned about — is its gas mileage. With an automatic transmission and four-wheel drive, it gets an EPA-estimated 14/19 mpg city/highway, which is similar to what the full-size Ford F-150 and Chevrolet Silverado pickup trucks achieve with V-8 power. If you're looking for better gas mileage, rear-wheel-drive Frontiers come with a standard four-cylinder engine that gets up to 19/23 mpg with a five-speed manual.

Aside from its gas mileage, I like the V-6 drivetrain. The 4.0-liter V-6 makes 261 horsepower (the most of any midsize six-cylinder pickup) and offers strong acceleration when merging on the highway or pulling away from a stoplight.

The V-6 Frontier I tested had the optional five-speed automatic (a six-speed manual is standard), and the transmission is a smooth-shifting unit. However, it likes to run in a high gear, even when cruising at midrange speeds, to keep engine rpm low and save fuel. This didn't prove detrimental to performance because the V-6 is so powerful.

Size & Maneuverability

The Frontier has grown over the years with various redesigns, a trend that's affected both trucks and cars. That said, it's still pretty easy to drive the Frontier in the city.

Even on Chicago's narrow downtown streets, which are often lined with waiting cars half-pulled to the side of the road, you have a good sense of where the corners of the Frontier are, which enables you to scoot around other vehicles without having to slow to a crawl, as you might in a full-size truck. It's no more difficult to maneuver the Frontier in a parking garage than it is to pilot a traditional midsize sedan there.

Truck buyers will like the Frontier's tall stance for improved visibility and ground clearance. The V-6 Frontier I tested was an SE 4x4 trim, and it offers a high seating position that gives you a great view of the road ahead without requiring extra effort to climb into the cab, like some full-size trucks demand.

An Outdated Cabin

Full-size truck interior quality has made huge strides in recent years, but compact and midsize trucks — which mostly sell in smaller volumes than do full-size ones — haven't received the same level of attention. That's the case with the Frontier, which has fairly basic cabin plastics and finishes that don't compare well to the newer interiors of the Ford F-150 and Ram 1500, to name two. And those two don't cost much more than a V-6 Frontier. Learn More...

Source : http://www.cars.com

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2011 Infiniti M56 Specs, Prices, Pics and Reviews

The 2011 Infiniti M37 and M56 replace the 2010 M35 and M45. The difference in name reflects switches to a 3.7-liter V-6 and a 5.6-liter V-8, both of which provide more power, as you'd expect.

Many other upgrades come with this complete redesign. (See the two model years compared.)

Though beautifully styled inside and outside, the redesigned 2011 Infiniti M sport sedan is frustrated by some quirks and glitches, and it's not as affordable as it used to be.

The M comes in three versions: the M37, M56 and an all-new hybrid version, the M35h. The gas-only versions are rear-wheel drive but offer optional all-wheel drive (designated by the "x" suffix). Unlike some competitors, including the BMW 5 Series and Acura TL, the M sedan doesn't offer a manual transmission. We tested the M37x and both the M56 and M56x, but did not drive the M35h.

Transmission Misbehavior

Though the car impresses, its sport-sedan billing leads me to start with my main complaint: The seven-speed automatic transmission has a chronic case of indecision. Stomp on the accelerator from a standstill, and all is well. Ditto for normal, sedate driving. But when the time comes to pass or get moving more quickly once you're already in motion, the car bogs down as the transmission hunts for a gear.

In this regard, Infiniti's earlier five-speed automatic was better. This pattern is all too familiar: Automakers make the change to higher gear counts for their automatic transmissions — for all of the undeniable benefits — and then the immediacy of the accelerator response suffers, an unacceptable and unnecessary tradeoff.

I cited similar frustrations with the competing BMW 535i's new eight-speed automatic, but the problem is more pronounced in the M37. Further, BMW's V-8 version, the 550i, performed much better, while the M56 exhibits the M37's same bad habits.

Unless you're content to take over shifting responsibility using the transmission's manual mode and gear selector (or shift paddles that come with the optional Sport Package), the best mitigation is the Sport mode on the center console's Infiniti Drive Mode Select knob. Along with making the accelerator pedal more sensitive, it makes the transmission hold onto lower gears longer, cutting down on the delay. But that also serves to decrease the M56's mileage, an already unimpressive 16/23 mpg city/highway with all-wheel drive or 16/25 mpg without. The M37x is rated 17/24 mpg, and the M37 is 18/26 mpg. The M35h hybrid gets an estimated 27/32 mpg.

To help drivers maximize mileage, IDMS also includes an Eco mode, along with Normal and Snow. Eco does the opposite of Sport. I found it most attractive when using the adaptive cruise control, because it kept the car from surging forward aggressively if the car ahead of me moved out of the lane. It also eliminated the system's tendency to slow or brake too aggressively when the lead car slowed. Unfortunately, on a highway trip in winter, the system failed completely because the bumper-mounted laser sensor became caked with ice, prompting a "Clean Sensor" alert on the instrument panel. This also meant the optional Forward Collision Warning had become disabled. When the sensor fails, you don't simply lose the adaptive operation; the cruise control quits altogether.

This might have been a rare and unlikely occurrence, but it's one I've never experienced with the more common radar-based active cruise control most brands employ.

Take the V-6

In what is becoming a common refrain, I'm pleased to report that you don't need a V-8 in this car. Between the M37's robust 330-horsepower V-6 and seven-speed transmission, it's more than quick enough, even for a luxury buyer. If you still want more power, perhaps to offset the added weight of all-wheel drive, the V-8 provides exhilarating performance and wonderful exhaust sound when running full-tilt. Learn More...

Source : http://www.cars.com

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