2013 Lexus GS350 Photos and Info

Thanks to an unveil in Pebble Beach we finally have our first good look at the 2013 Lexus GS350 we previously drove heavily camo’d prototypes and, with it, the future look and styling direction of the Lexus brand.

The company also let drop that it would unveil the inevitable hybrid version at September’s Frankfurt auto show. About a month after that, the company will show the F-Sport version at the SEMA show in Las Vegas.

The new GS350, the fourth generation of the company’s mid-range sedan, will be the standard-bearer of Lexus’s new, more “passionate” approach to the premium-car market. Our first driving experience in camouflaged examples of the car, in both standard and F-Sport versions, bear out that oft-repeated passion claim.

The GS350’s styling is considerably, and thankfully, more subtle than the frankly hideousLF-Gh concept car from this year’s New York Auto Show. The ’13 GS sits on a two-inch-wider track, giving it a more planted look. It is, as is the fashion, festooned with LEDs front and rear. Its one truly distinctive visual signature is a new front grille shape that Lexus calls “spindle” shaped. Okay. It looks something like a large square grille that been cinched in about two-thirds of the way up either side. Expect to see a lot of this shape in the coming years.

When the GS350 goes on sale in February of 2012, it’ll be powered by a largely carry-over 3.5-liter V-6, which uses both port and direct injection. The engine makes 306 hp at 6400 rpm (a bump of 3 hp from the last GS350) and 277 lb-ft of torque at 4800. The car carries a six-speed automatic transmission. It will be available in rear or all-wheel-drive versions.

Inside the slightly larger interior is mounted a massive 12.3-inch infotainment screen on which owners can noodle with Pandora, conduct local searches on Bing, and a host of other options. Lexus has packed that interior with all manner of standard and optional electronic whiz-bangery. The optional Mark Levinson audio system pumps out 835 watts. Sensors in the seats allow the climate-control system to direct flow to passenger and not empty seats, says the company, which also claims a nice bump in system efficiency for the effort. 

There’s a new infrared camera mounted to the steering column that keeps an eye on where your eyes are pointed. The camera is integrated into the car’s pre-collision system, so that if a crash appears imminent and the driver is not looking ahead, he’ll get an earlier warning signal than the system would otherwise provide. The system can, of course, initiate braking as well. There’s a bevy of other tricks too, including night vision, a head-up display, blind-spot monitoring, and active lane-keep assist.

The company has not yet announced pricing but we expect it to start in the $48,000-to-$50,000 range. Pleasantly surprising as the shape may have been, price is one thing we knew wasn’t going to change much on this one. Learn More...

Source : http://www.caranddriver.com

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Posted in: AUTOMOTIVE INFO,CAR,LEXUS,LUXURY,SPORTS CAR

2012 Porsche 911 Carrera and Carrera S Pics and Reviews

The Porsche 911 became an icon almost the instant it arrived nearly 50 years ago, so when it comes up for a redesign, relatively small steps have usually won the day.

Bowing at the 2011 Frankfurt auto show, the seventh-generation 911 Carrera and Carrera S may look to follow that pattern at first blush, but there are some radical changes albeit not as large as the shift from air- to water-cooled engines underneath the largely familiar shape.

Iconic Details, Bigger Package

Indeed, as we’ve seen from a preponderance of spy shots, Porsche designers made sure the new 991 generation looks the part. Its iconic fender shapes, ovoid headlamps, and fast tail remain, but it looks fresher and sleeker. The nose has a more aggressive lower fascia, although the LED running lights are still located directly atop the intakes.

The headlamps gain more complex innards, and the side mirrors move from the A-pillar to the door. Around back, the taillight elements are squinted and smaller, the chunky blocks around the license plate have fallen off, and the quad exhaust finishers are replaced with a more understated duo of outlets.

Sitting lower overall, the stretched wheelbase (by 3.9 inches) gives the car a lower stance, an impression furthered by the wider front track. Porsche is withholding full specifications, but we’re told the overall length is only slightly up from the 997 generation. The new body makes more use of aluminum and Porsche says it’s 100 pounds lighter. It retains the same 0.29 Cd, and now is said to have virtually no front or rear lift, thanks in part to a wider, variably extending rear spoiler.

The new cabin reflects the Porsche Carrera GT–like design that’s marked new Porsches since the Panamera, with a sloped center tunnel placing the shifter closer to the steering wheel. The execution is simpler than in the Panamera or Cayenne, though, with fewer buttons. The traditional five-pod instrument cluster keeps a large tachometer in the center, while a useful multifunction color display finds a home to the right of that. The 2+2 seating layout remains, but don’t expect those tiny back seats to offer much more room even with the extra space between the wheels.

The Juicy Stuff

The 911 is a driver’s car, and our extensive experience in a prototype confirmed that Porsche kept dynamics at the top of its priority list. We’ll have to wait for a turn behind the wheel of the finished product, though, before our fears are allayed regarding the 2012 911’s electro-mechanical power-steering system. We wouldn’t normally be this skeptical, but a big steering change made in recent BMWs—to a fully electric system—resulted in a numb tiller, so we’re feeling a bit burned. A Porsche spokesman, however, tells us that the setup is specific to the 911 and that “the steering is the most important part of a Porsche.”

Other mechanical updates include a new engine for the base Carrera. Downsized by 0.2 liter from its previous iteration, the 3.4-liter flat-six (it’s different from the 3.4 found in the Cayman and Boxster) in the 991 will make 5 more hp than the 3.6, for a total of 350. The Carrera S will get 400 hp from its 3.8-liter, an increase of 15. Porsche claims a PDK-equipped Carrera will hit 60 mph in 4.4 seconds, or 4.2 when dispatched with the assistance of the optional Sport Chrono package’s launch control. Those times drop to 4.1 and 3.9 seconds for the Carrera S. We figure we’ll see a tenth or two better than Porsche’s estimates. Maximum velocity is 179 mph in the base car and 188 mph in the S. Learn More...

Source : http://www.caranddriver.com/

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Posted in: AUTOMOTIVE INFO,CAR,LUXURY,PORSCHE,SPORTS CAR

2012 Volkswagen Jetta GLI Specs, Prices, Pics and Reviews

The new Volkswagen Jetta has been a bit of a disappointment for many of us. On the surface, the car seems to have taken a step backward, adopting an ancient engine in base trim while getting heavier, cheaper, and bigger.

But Americans wanted a bigger Jetta especially in the back seat that was more competitive on pricing, and that’s what we got. But we also got a less-enjoyable driving experience, much to the chagrin of VW loyalists not to mention those of us here at Car and Driver. Despite this, VW has been selling the new Jetta in droves. Thankfully for enthusiasts, the Jetta GLI has arrived to redeem the Jetta.

For starters, the GLI is not just a Jetta with more motor. It dumps the standard car’s torsion-beam rear axle for a more-capable multilink rear suspension, giving the GLI a truly independent suspension that does an excellent job of managing body wobbles and transitions. Plus, the GLI is 0.6 inch lower than other Jettas, giving it a sportier stance and lowering the center of gravity.

Oh, It’s You Again. Well, Good

Like the last-generation GLI, the new car is propelled by the GTI’s turbocharged four-banger mated to a manual or dual-clutch automatic, both with six speeds. With lots of low-end torque—at 1700 rpm, the peak of 207 lb-ft is just above idle—this is one of our favorite engines on the market today. It’s called on by every Volkswagen model save the Touareg and Chrysler-built Routan and appears in a bunch of Audis, too. As it does in the GTI, the iron-block 2.0-liter makes 200 hp. One thing the GLI has that the GTI doesn’t is a throaty, rumbly, and enticing exhaust note. Mash the throttle, and you’ll swear the sounds have to be coming from something other than such a small turbo engine.

Unfortunately for throttle mashers like us, the GLI lacks an off button for the stability control, although VW says it is looking into making the system defeatable. This is probably the car’s biggest fault. It wasn’t a problem on our short drive of the car, but we know it will hurt acceleration. That button is how the driver engages launch control, and unlike most other VW products with the DSG dual-clutch automatic (an $1100 option), the GLI lacks this max-acceleration feature. With the slick six-speed manual, the GLI should reach 60 mph in about 6.7 seconds versus 6.4 for the last-gen car. We did not have the chance to drive a GLI with the dual-clutch, but it should come close to the manual-trans car’s 0-to-60 time, and we predict both will pass the quarter-mile mark in 15.2 seconds.

Even with stability control imposing strict limits, the GLI is plenty of fun. Two hundred horsepower might sound like too little, but it’s actually perfect. Sure, more power could be handy at times, but overloading the front wheels would kill the GLI’s smoothness. As it is, this output is a great balance between power and comfort. The car never exhibits a hint of torque steer and has just enough punch to keep things interesting.

As with most electric power-steering setups, the GLI’s lacks decent feedback. But weighting is excellent, and it builds naturally through the GTI-like flat-bottom wheel, without the clearly delineated and unwelcome steps in resistance we’ve found in other electrically assisted racks.

Like a Soap Bar, but Now with Pizazz

All the usual exterior appointments are here: a new grille with a GLI badge, a new front air dam, red brake calipers, and dual exhaust tips. More heavily bolstered seats and some red stitching set this model’s cabin apart from those of lesser Jettas. A navigation system will run you $900, but it’s only available after you’ve spec’d the $2050 Autobahn package (sunroof, faux-leather seats, 18-inch wheels, and premium audio system). Learn More...

Source : http://www.caranddriver.com

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Posted in: AUTOMOTIVE INFO,CAR,VOLKSWAGEN

2011 Volkswagen GTI Specs, Prices, Pics and Reviews

Never the fastest or most outlandish-looking car in its class, the Volkswagen GTI has long been the civilized sport compact like a grunge guitarist with a haircut and a Men's Wearhouse suit.

Redesigned for 2010, this still holds true. The GTI looks rakish but not rowdy; it prefers balance to sheer power. The kids will prefer a Mazdaspeed3 or Subaru WRX, but the GTI will keep its fans — and were it not for Volkswagen's dual-clutch gearbox, which our test car had, I'd be among them.

A performance-oriented compact that's related to the Golf — formerly the Rabbit — the 2010 GTI comes in two- and four-door versions, which you can compare with the Golf, Rabbit and 2009 GTI here. Last year's drivetrains remain: a turbocharged 2.0-liter four-cylinder with a six-speed manual or six-speed dual-clutch automatic. I tested an automatic, four-door GTI.

New Face

Slightly wider but identical in length and wheelbase to its predecessor, the sixth-generation GTI has Volkswagen's most sinister face this side of the resurrected Scirocco hatch — which, sadly, we won't see here. Red pinstripes run horizontally across the grille, splitting it cleanly from the lower air dam. Taken together with the nose-jobbed 2010 Jetta wagon, this could signal an end to Volkswagen's half-decade experiment of grafting grilles and air dams into the same visual unit. I don't mind the new look, but it bears mentioning that the grille-meets-bumper theme was distinctive. You could spot a Volkswagen sporting that design a block or two away, and that may not be the case anymore. The new GTI is sharp, but conventionally so.

Contrast that with the well-done rear. Volkswagen scaled back the outgoing GTI's dominant black cladding a great deal; it now sits at the bumper's bottom lip, with an exhaust pipe at each side. See, thisis the sort of hunkered-down look we always wanted.

Standard equipment includes fog lights, a rear hatch spoiler and 17-inch alloy wheels. Eighteen-inch rims and xenon headlights are optional.

Similar Power

With the dual-clutch transmission, the GTI leaves stoplights quickly, but it doesn't blast away like a WRX or Mazdaspeed3 can. Stay hard on the gas, and Volkswagen's 200-horsepower turbo four-cylinder delivers lively acceleration at higher revs, with little of the Mazdaspeed3's torque steer. There's usable power with little hint of turbo lag in almost any situation; peak torque comes at just 1,800 rpm, so you can pass cars on the highway even in 6th gear.

That's fortunate, because the dual-clutch automatic hates downshifting like Conan hates NBC. It upshifts as soon as possible, with virtually no power interruption, but coaxing a downshift out of the thing takes patience — or a swift kick on the gas. Squeeze the pedal entering a bend in the road, and the transmission often stubbornly refuses to kick down to a lower gear until long after you needed it to. The same goes for highway passing. Get used to 6th gear; 5th and 4th are on lunch break.

The GTI's Sport mode mitigates some of this — it holds lower gears longer and kicks down faster — as do the standard steering-wheel paddle shifters. In my book, though, that's not a solution. Call me old-fashioned, but I want a responsive gearbox when I put it inDrive, not Sport mode or with me using paddles to shift.

At low speeds, some dual-clutch automatics — including the seven-speed unit in the S5 convertible from VW's sister brand Audi — work nearly as smoothly as conventional torque-converter automatics. The GTI's does not. It clunks around hesitatingly in parking lots, and it takes a moment too long to settle into Drive or Reverse during multipoint turns. Learn More...

Source : http://www.cars.com

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2012 BMW 650 Specs, Prices, Pics and Reviews

One of the greatest leaps in automotive progress this past decade has been the taming of the convertible.

Starting MSRP $90,500

Once requiring a tradeoff — open-air enjoyment versus performance and year-round comfort — today's convertibles are increasingly civilized beasts, making the body style more practical than ever.

Despite its considerable handling and power, however, the gorgeously redesigned 2012 BMW 650i has missed out on all that progress.

It remains a convertible at heart, with an incredibly loud ride and a gigantic blind spot with the top up. When the top's down, though, drivers will enjoy a pleasant open-air experience as a terrific-sounding exhaust powers them down sun-kissed roads.

New Looks

The redesigned 650i is striking. The hood seems even longer now, with extremely small kidney grilles up front. New taillights — similar to those on the recently redesigned 5 Series — change the rear design significantly. The retractable canvas top connects to the car with long rear cowls that are even more pronounced than last year's.

It's a stunning look, top up or down, with an elegant cabin to match. It also borrows from the new 5 and 7 Series with an updated iDrive multimedia system, a digital gauge cluster and comfortable leather seats that add to the upscale feel of this $90,500 convertible.

Performance

The 650i is the only 6 Series trim available for 2012; the convertible is hitting the market ahead of the hardtop coupe. The rear wheels are powered by a 400-horsepower, twin-turbo 4.4-liter V-8 engine. It comes with either a six-speed manual or eight-speed automatic transmission at no additional charge … sort of. The manual gets 15/22 mpg, and with that comes a $1,000 gas-guzzler tax.

My test 650i came with the eight-speed automatic, good for 16/24 mpg city/highway. Performance fans won't mind the eight-speed: It shifts quickly and smoothly, and steering-wheel-mounted shift paddles allow for manual shifting.

The 650i also has separate settings that allow you to select a Sport mode that delivers faster accelerator response while maintaining a normal suspension setup. A second sport mode — Sport+ — alters the suspension and stability control system for more serious driving.

For most drivers, the first Sport mode will be all they need. Even in the Normal and Comfort settings — meant for a slightly softer ride — owners get a lot of acceleration on demand, with a healthy exhaust note.

It doesn't have the guttural sound of Jaguar's XKR convertible — a faster, more powerful competitor — but it's just enough to enjoy when the top is down.

For such a large vehicle, the 650i handles exceptionally well. Like the new 5 Series, it doesn't have an overly heavy steering feel, but it still delivers excellent feedback through twisty sections of road. And even with its considerable length, the 650i is relatively easy to navigate through parking lots.

Like the 5 Series, the 650i features a type of regenerative braking to help overall mileage, similar to the technology hybrid and electric cars use to store energy generated from slowing the car down. In our test of the 5 Series, the car's brake feel suffered, but it appears BMW may be working on that issue with successive models; the 650i's regenerative braking system was not as noticeable.

Given its fuel economy ratings, the 650i could use all the mileage help it can get. That said, we doubt most luxury owners look at mileage as a primary factor when buying a V-8-powered convertible. Learn More...

Source : http://www.cars.com

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Posted in: AUTOMOTIVE INFO,BMW,CAR,LUXURY

2011 Nissan Cube Specs, Prices, Pics and Reviews

For 2010, Nissan has added another trim level to the boxy Cube, the Krom (with a long O, pronounced "chrome").

The Cube is otherwise unchanged for 2010 (see them compared), and Kelsey Mays' 2009 Cube review details the lineup well. I'll concentrate on the new Krom.

In short, the Krom turns the affordable Cube into a more distinctive and definitively less affordable Cube, whose higher price I suspect will turn off many, many buyers. It also has a dorky name. Chrome with a K? It's no better than the Kia Forte Koup (coupe). Why do automakers do this?

At $20,440, the Krom adds a whopping $6,450 over the suggested retail price of the base Cube 1.8. Perhaps more relevant, it's $2,990 more expensive than the closest trim level, the 1.8 SL.
Here's what it gets you: The bumpers are more prominent, adding almost an inch to the car's length, and the grilles are chrome. Sill extensions give the Krom a lowered look, and the 16-inch alloy wheels are specific to the trim level, being — you guessed it — chromed. (The SL also has 16-inch alloys, but they aren't chromed.) The Krom also has a spoiler atop its rear swing gate.

The interior has exclusive black and gray seat fabric, aluminum pedals and titanium-tone trim around the vents and gear selector. The Krom is also the only version to get steering-wheel stereo controls. Standard features that are optional on the 1.8 SL include a backup camera, which employs a small display in the dashboard, and keyless access.

The Krom is as much an enigma as the regular Cube, if not more so. I don't know if it's their styling that makes the Cube's boxy-car competitors more universally appealing, or the fact that the Scion xB has been around longer and has become old hat. See how the Cube, xB and Kia Soul fared in our Cars.comparison of 2009 models.

Comfort Levels

I remember finding our 2009 Cube 1.8 S' driver's seat rather uncomfortable. The 2010's seemed better, though it doesn't appear to be different, aside from the fabric. Another editor, who took the Krom on a longer trip, was unimpressed: What was soft on a short drive translated to unsupportive over the long haul. As before, front passengers wanted an inboard armrest; only the driver's seat has one.

The Cube has an edge over the xB and Soul in one comfort aspect: ride quality. It soaks up bumps well, which gives it another advantage on pockmarked city streets. Likewise, even though the Krom is almost an inch longer than other Cubes, it's 4 inches shorter than the Soul and roughly 10 inches shorter than the xB, which makes it good for small urban parking spaces. The turning diameter is 33.4 feet, tighter than the Soul and xB, both of which are more than 34 feet.

Boxy Dynamics

I have no reason to believe the Cube is unstable, and it has a standard electronic stability system, but it does feel more top-heavy than the other boxes — and definitely more so than conventional cars. It's also more susceptible to crosswinds, as I learned on a gusty day of highway driving.

The Cube is modestly powered, and our car's continuously variable automatic transmission cost us a little off-the-line acceleration compared with last year's six-speed manual. It also seemed slower than it actually was. Though Nissan's CVTs are among the best-executed on the market, they characteristically let the engine rev up to high rpm, often at unexpected times, which gives the impression of straining. In truth, it's just finding the most powerful and/or efficient combination of engine speed and gear ratio.

 

It pays off. The CVT is rated 27/31 mpg city/highway, and the manual gets an estimated 25/30 mpg. This beats the xB (22/28) and the Soul's smaller engine (26/31). Of the three, the Soul gives the most options, challenging the Cube with its smaller engine and the xB with its more powerful one (24/30). Learn More...

Source : http://www.cars.com

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2011 Subaru Legacy Specs, Prices, Pics and Reviews

The Subaru Legacy has been redesigned for 2010 and now boasts a bigger backseat and improved gas mileage, with the same nimble steering the 2009 model had.

Starting MSRP $19,995–$31,395

Snowbelt drivers will appreciate its standard all-wheel drive, which few competitors offer.

Among midsize family sedans, the Legacy is a jack of all trades. In trying to do everything, though, it doesn't master very much. The Legacy doesn't feel as high-rent as some of its competitors — particularly the suburb-infesting Honda Accord. Nor will its polarizing styling work for everyone.

The 2010 Legacy — you can compare it with the '09 model here — comes in base, Premium and Limited trim levels, with a four- or six-cylinder engine. The related Outback wagon, also redesigned for 2010, is covered here.
I drove a four-cylinder Legacy Limited. There's also a turbocharged four-cylinder available in Premium and Limited trims, though it only comes with a stick shift.

On the Road

Today's four-cylinder family cars are hardly the dogs they used to be (my point of reference being the mid-90s Accord I drove in high school — a car that won me few stoplight-revving contests and even fewer dates). The Legacy gets up and goes without protest, with around-town oomph that's comparable to a four-cylinder Accord or Toyota Camry. At highway speeds, Subaru's continuously variable automatic transmission takes a while to serve up the passing power you asked for, and the same is true on hills. If you prefer to shift your own gears — or just want to save $1,000 — a six-speed manual comes standard.

The all-wheel-drive system provides a confident grip — six-cylinder models get a more sophisticated all-wheel-drive system that's supposed to give the car a more rear-wheel-drive-like experience — and the steering wheel carves corners with admirable precision. Unfortunately, those same maneuvers cause excessive body roll, like you'd expect in a Camry. Subaru says suspension tuning is the same across all variants.

Ride quality is good and wind noise is low, but road noise with my test car's 17-inch wheels seemed loud. Above 70 mph, crosswinds can make the steering wheel a bit jittery. I spent a good chunk of time on the interstate making minor corrections to stay on course. The Camry has its own problems — mostly its numb, lollygagging highway steering — but the Accord feels more settled than the other two.

Four-wheel-disc antilock brakes are standard, with turbo and six-cylinder models getting beefier discs. My Legacy's brakes worked well, with a linear pedal feel and decent stopping power.

Gas mileage, at an EPA-estimated 23/31 mpg city/highway with the CVT, is better than last year's four-speed automatic Legacy, but it trails segment leaders like the 33-mpg Camry and Chevrolet Malibu and the 34-mpg Ford Fusion. Subaru's standard all-wheel drive adds weight. With that in mind, its mileage is hardly below par: The all-wheel-drive Fusion's best mpg numbers are 18/25 mpg (though that's with a V-6 engine). Ford doesn't offer all-wheel drive with the four-cylinder, so the Legacy's price of entry for an all-wheel-drive midsize sedan is roughly $8,000 less than Ford's, with 5 mpg of fuel savings to boot. Learn More...

Source : http://www.cars.com

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2011 Kia Soul Specs, Prices, Pics and Reviews

For a guy in his 20s, I am terminally unhip. I checked out this week's Billboard chart toppers, and I remain skeptical that Flo Rida is anything but a Sun Belt state.

Starting MSRP $13,300–$18,495

It's safe to say I am not one of the trendsetters Kia pegged to drive its 2010 Soul, a new hatchback that goes the way of the Scion xB and Nissan Cube. These cars are supposed to be cool.

Is the Soul? Perhaps, but as it turns out, the question is irrelevant. Whatever you think of its styling, it's hard to debate that the car packs a lot of value for the money, even for a value-oriented econohatch. That should appeal to plenty of buyers, hip or not.


Trim levels include the base Soul, Soul+ ("Soul Plus"), Soul! ("Soul Exclaim") and Soul Sport. (I'm sticking with Plus and Exclaim — no symbols, bro.) I tested a Soul Plus with an automatic transmission. All trims come standard with a stick shift; an automatic transmission is not available on the symbol-less base model.

Youthful Styling?

Relative to the xB and Cube, the Soul looks the most conventional — a bit like a miniature delivery truck. Compared to any other cars, though, its styling is left-field nutty. Some may decide the bug-eyed headlights and stunted tail have a certain charm. Others may find the whole look too cartoonish to take seriously. I never warmed to it, but most Cars.com editors disagree: It's unique, it's different, they said. It's the sort of look young drivers will go for. While they're listening to Flo Rida, apparently.

At about 162 inches long, the Soul falls halfway between the Cube (156.7 inches) and xB (167.3). Sixteen-inch alloy wheels are standard on the Soul Plus, while the Exclaim and Sport get 18-inch rims — impressive for a sub-$20,000 car.

Inside

If the Cube gets the award for richest interior materials and the xB wins for overall roominess, the Soul comes out ahead in cabin design. Click here for a full rundown on all three interiors. Suffice it to say Kia stuck to conventional shapes, so you won't find the upright facings and hard contours that both competitors employ. This feels distinctly more carlike, and elegantly so: Though the materials are hard to the touch, most have a textured finish that looks entirely respectable. The gauges have high-rent, if uninspired, backlighting, and the A/C dials and turn signals move with sturdy, well-oiled precision. Other areas lapse to econobox standards — the center console armrest is rock-hard, and the flip-down grab handles slam shut — but on the whole, quality is good.

I'm not as enthusiastic about the roominess. Relative to other small hatchbacks, there's less space around the gearshift for your knees to spill out. Headroom is good, even in my moonroof-equipped test car, but the driver's seat has limited range to move forward and back. I'm 5-foot-11, and I could have used an inch or so more rearward travel room. Driver's seat height adjustment is standard on all but the base model, but a telescoping adjustment for the steering wheel is unavailable. Telescoping steering is still rare among small cars, but with cars like the redesigned Honda Fit and Ford's upcoming Fiesta getting it, it's clearly on the rise. So to speak.

The backseat is adult-friendly, though the cushions could sit a bit higher for better thigh support. Amenities are limited: Cupholders are limited to one in each door-pocket cutout, and there's no center armrest, which the Cube offers. Folding the seats down creates 53.4 cubic feet of maximum cargo room, which is decent compared to the larger hatchback field, but less than the Cube and xB offer.

Hatchback Roominess Compared
	Kia Soul	Nissan Cube	Scion xB	Honda Fit	Toyota Yaris
Base price	$13,300	$13,990	$15,750	$14,750	$13,305*
Behind 2nd row (cu. ft.)	19.3	11.4	21.7	20.6	9.5
Behind 1st row (cu. ft.)	53.4	58.1	69.9	57.3	25.7
*Four-door hatchback; two-door hatch starts at $12,205. Source: Manufacturer information for 2009 models, except 2010 Soul.

No-Frills Driving

Piloting the Soul is a forgettable experience — it's competent enough to satisfy on the daily commute, but it's never really fun. I found power around town adequate, even with two additional occupants and some light cargo. A 122-horsepower, 1.6-liter four-cylinder goes in the base Soul, which only comes with the five-speed manual transmission. All other trims, including my test car, have a 142-hp, 2.0-liter four-cylinder. It teams with the five-speed manual or a four-speed automatic.

At higher speeds, a fifth cog in the automatic might help. Its lack is especially noticeable in 30-to-50 mph highway traffic, where 2nd and 3rd trade places frequently: Second gear is clearly at the end of its rope, but 3rd leaves you short on power. I haven't yet driven the Cube, but the xB, which also has a four-speed auto but gets the Camry's 2.4-liter engine, has enough oomph to overcome such issues. Learn More...

Source : http://www.cars.com

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