2011 Ford Fiesta

All new Fiesta brings new life to an old name

The all new 2011 Ford Fiesta resurrects a legacy nameplate in the Blue Oval family with a sparkling new sedan and hatchback that sport new technology inside and underneath. The result is a car that today's newly arrived urbanites should find perfectly fitted to their needs, wants and comforts.

Inside, the Fiesta breaks new ground in the mobile multimedia market with a voice activated infotainment system that augments the traditional AM/FM/CD/MP3 stereo with audio and podcasts streamed into the car's sound system via a Bluetooth link to a smart phone. Non voice audio controls and for creature comfort settings revert to basic knobs and buttons that are sized and arrayed for ease of use with minimal distraction from the driving task.

Comfortable seats have enough side and bottom bolsters to keep occupants properly positioned, but gingerly, without obstructing ingress and egress. Quality of interior materials is either on a par with or a tick or two above the expected standard for cars in the new Fiesta's class. Ford wants to boost this even further, too, with something not commonly found on cars in this size and price class: Leather seating surfaces and heated front seats are optional on the top of the line sedan and hatchback.

Underneath, the Fiesta introduces a new transmission technology as an option to the Fiesta's standard, 5 speed manual gearbox. This is a 6 speed, twin clutch, automated manual that operates like an automatic but with the fuel economy of a manual transmission. This offers what approaches the best of both worlds for people who like driving but live a city centered life: not having to deal with a clutch pedal but enjoying authentic manual transmission gear changes and the traditionally better fuel economy of a row your own gearbox. Evidence of this latter benefit is the EPA estimated, city/highway rating of 30/40 miles per gallon for the 6 speed against 29/38 mpg for the 5 speed. Normally, an automatic would come up two or more mpg short of a manual.

The new Fiesta feels right at home running around town and on weekend errands. It slips conveniently into fleeting gaps in stop and go urban traffic and into space limited parking slots. Its 120 horsepower, 1.6 liter engine will take the daily commute in stride. Ride is smooth. Wind and road noise is decently muted. Steering feel is certain. Corners taken at responsible speeds reveal little body roll. This means it'll also handle quite well a relaxed Sunday drive to the coast or to a family gathering.

The two body styles make distinct statements. The sedan is an interesting combination of an American style econobox with softened edges and a high rear deck (trunk lid). The hatchback presents a more satisfying, Euro like profile, with nicely wedged side character lines and an almost sensuously rounded posterior. Choice is in the eye of the beholder, but both are pleasant and more than competitive in today's design conscious new car market.

Manufacturer's suggested retail price of $13,320 for the base 4 door sedan and $17,120 for the top level, 5 door hatchback make the 2011 Fiesta competitive in the financing side as well.

Lineup

The 2011 Ford Fiesta comes as four door sedan or five door hatchback. All have the same 120 horsepower, 1.6-liter, four cylinder engine. The standard transmission is a 5 speed manual. Optional on everything but the base sedan is a 6 speed, twin clutch, electrically shifted, automated manual ($1,070).

The Fiesta S sedan ($13,320) comes standard with air conditioning; cloth upholstery; 60/40 split fold down rear seatback; four speaker, 40 watt AM/FM stereo with audio input jack; power door locks and outside mirrors; carpeted front floor mats; rear seat heat ducts; cloth door panel trim. Steel wheels with a six spoke hubcap wear 185/65R15 tires. An option package adds a CD/MP3 player, remote keyless entry, auto lock doors ($495).

Fiesta SE ($14,320) comes with the Fiesta S option package content plus upgraded upholstery; metallic painted interior trim accents; power windows; trip computer; and 195/60R15 tires on aluminum alloy wheels. Option packages include SYNC entertainment center with six speakers and 80 watts, redundant audio controls on the steering wheel and USB equipped center console ($665), and a sport appearance group ($815) that includes painted aluminum wheels, cruise control and deck lid spoiler.

Fiesta SEL ($16,320) has everything that was standard and optional on the S and the SE plus rear seat floor mats; seven color ambient lighting; a second, rear seat auxiliary power point; auto dim rearview mirror; SIRIUS satellite radio; and leather wrapped steering wheel. Fiesta SEL comes with 195/50R16 tires on aluminum alloy wheels. One upgrade option group is offered, with chrome external trim, heated front seats, perimeter alarm and keyless door unlock/pushbutton start/stop ($795).

The Fiesta hatchback has two trim levels, the SE ($15,120) and the SES ($17,120). Standard equipment on the SE hatchback tracks the SE sedan's, as do the available option groupings' content, save for the sport appearance group ($575) because the hatchback comes standard with a spoiler. Fiesta SES is equipped similarly to SEL.

Stand alone options for the SE sedan and hatchback include a power moonroof ($695); SIRIUS satellite radio coupled with seven color ambient lighting ($370); carpeted rear floor mats ($35); and heated front seats and outside mirrors ($195). The Super Fuel Economy Package ($795) comprises cruise control, partial grille blockers, side air deflectors, underbody shields and 195/60R15 T-rated (low rolling resistance) tires. (Ford hasn't released official estimates for expected fuel economy increases, but independent studies suggest T-rated tires can cut fuel use by between 1.5 percent and 4.5 percent.)

Options for SEL and SES include leather seating trim ($715), power moonroof and special exterior paints. Four graphic body trims ($150). The SEL can be tricked out with a ground effect lower body kit ($700), and a more aggressive, Euro style rear spoiler can be added to the SES ($295).

Safety equipment that comes standard includes seven airbags, with dual stage frontal, front seat side impact, side curtain and driver knee; antilock brakes; electronic stability control; tire pressure monitoring system; and child safety seat anchors (LATCH).

Walkaround

Looking at the 2011 Fiesta profiling proud in a parking lot, certain telling descriptors come to mind. Exaggerated wedge. Overdone side sculpting. Yawning grille. Bustle (sedan). Proper proportion (hatchback). Hyped fender arches. Busy shapes. Some of it's good. Conversely, some of it isn't.

Ford's stylists describe the lower grille opening as a reverse trapezoid. Bottom-feeding catfish fits, too. The body colored treatment of the hatchback's upper grille is a better fit for the car's proportions, and market position, than the Ford Fusion themed horizontal chrome strips on the sedan. The geometrical exercises that frame the LED driving lights on the uplevel models conflict with the otherwise, flowing round shapes of the front fascia and the double creased fender arches. Eyed head on, the stance is solid, with the front tires visible outside of the leading edges of the fenders.

Viewed from the side, what's forward of the sedan's C-pillar (the vertical frame behind the rear side door's window) looks right. The front wheelwell arch may overwhelm the tire and the parallel character lines on the upper and lower door panels a little too sharply creased, but the silhouette shows a relatively fast windshield, wraparound headlights that minimize the front overhang and a good balance between body and window. From the C-pillar aft, however, something's out of line or of alignment. Either the backlight (the rear glass) is too round or too fast or the deck lid is too short (which also means a small trunk opening). It's as if that part of the sedan belongs on a larger car.

The side hindquarters of the hatchback, on the other hand, share none of this uncertainty, with all the lines, even the brazen character slashes on the doors, coming together in a shapely collection of complementary facets. Perchance this is because the hatchback is some 13 inches shorter overall than the sedan. Whatever, it's a tauter package and a better fit for the wheelbase (distance between the wheels, front to rear), which is the same on both models.

The posterior of the sedan is econo car generic and wouldn't look out of place on any number of Pacific rim import brands. The chrome strip topping the license plate recess gives the trunk lid a touch of class. The black valance panel across the bottom of the rear bumper helpfully reduces the visual mass. The hatchback's vertically arrayed taillights brace the liftgate, which is hinged far enough forward that opening demands minimal space behind the car. The spoiler perches atop the rear window like an eyelid. The lip running the full width of the liftgate ties into the upper side character line and gives some heft to the lower portion of the liftgate, contrasting well with a black lower valance slightly more prominent than the sedan's.

Interior

If there was a guiding credo for the designers assigned to craft an all-new interior for the 2011 Fiesta, it was to focus more on entertaining than informing. How this affects the driver's focus on the primary job of driving a car may be subject to debate, but clearly, at least as far as the new Fiesta is concerned, Ford has chosen its side.

The dominant feature of the dashboard is not the instrument panel, with its analog speedometer, tachometer and fuel gauge, but the center of the dashboard. Ford says the array of infotainment controls housed in a brushed metallic pod and topped by a deeply hooded data screen was intended to evoke thoughts of a PDA or a smart phone; one also might think of the Starship Enterprise or something along those lines. This infotainment system is a centerpiece of the Fiesta's market strategy. The Fiesta's voice activated SYNC system uses its Bluetooth capability to link up with a smart phone to access certain internet streaming services, including FM like sites and podcast providers. While the idea may be new and the system may function reliably most of the time, it does rely on cell phone coverage, users should be forewarned that when it's connected to those internet streams, the clock is ticking on that same cell phone's monthly minutes.

Good thought is apparent in most of the ergonomics of the multimedia control panel, with easy to read and finger sized buttons and knobs. One questionable juxtaposition is the proximity of the central door lock/unlock button and the emergency flasher activator, where the former is stacked right on top of the latter. This will require careful aim in dark of night when proper choice between unlocking doors and activating the flashers is most urgently needed. One more is the placement of the USB slot in the center console within spill or splash distance of the conjoined, three pot cup holder.

Another awkwardness is the placement of the power mirror control knob on the upper door trim next to the latch handle. Having this on a flat plane at right angles to the driver's seat forces an almost painful twisting of the wrist to adjust the mirrors. But climate controls, which are tucked up under the overhang of the infotainment pod, are comforting in their plainness. The triangulation of the shift lever, steering wheel and pedals fit well a 98th percentile male and a 85th percentile female.

Seats are comfortable and minimally bolstered, which is good for ease of ingress and egress and quite adequate for the Fiesta, which really doesn't invite vigorous driving. The Fiesta is rated as a five passenger sedan, but if those five are adults, the fifth better be short and extremely thin. The front seats boast enough room for a six footer, but in that circumstance, knee room for the person behind is cramped, especially vis a vis the immediate competition; both the Honda Fit and the Toyota Yaris have at least four inches more rear seat legroom than the Fiesta. The Fit's back seat also is more than two inches wider than the Fiesta's.

Operating the Fiesta hatchback's 60/40 split, fold down rear seatback is more than a little hassle; the head restraints have to come out for the seatback to clear the back of the front seat, and due to the low ceiling, the seatback has to be folded half the way down before they can be removed. No doubt some owners who regularly make use of the 26 cubic feet of cargo space with the seatback folded may end up leaving the rear head restraints on a shelf in the garage; for safety, make sure they're in place when someone sits back there. The Fiesta's 26 cubic feet of cargo space is just half of what can be found in the Honda Fit (57.3 cubic feet) and Nissan Versa (50.4 cubic feet).

Forward and side visibility is about average for the class. The small, triangular, fixed windows at the base of the A-pillar add an airiness to the forward vision. Rear visibility in the hatchback pays the price of that aforementioned taut styling, with kind of a tunnel vision effect from the inward tapering of the rear quarter panels and C-pillar. This is one area where the sedan is superior.

Interior fabrics and materials are neither rich nor cheap, save maybe for the headliner, which is kind of like sheared mouse fur. Seat upholstery feels durable, at least the test vehicle SEL's uplevel fabric; static time on the optional leather suggest its price point is about right. Major portions of the dash have a soft touch covering, but the way that part and the other fit and look together, with their different textures and contours, does not flatter. Our test cars were pre production models, and we expect the final production models to have tighter tolerances between trim and dash panels.

Driving Impressions

Ford is targeting the 2011 Fiesta at the urban/suburban market, and the first charge up a freeway onramp confirms the carmaker has succeeded. Once it gets up to speed, it'll run with freeway traffic, cruising reasonably comfortably at 70 mph and 80 mph. Hit a slight grade, though, or undertake an overtaking when running 10 mph or 15 mph slower, and the limitations of 112 pound-feet of torque become obvious.

We found ride quality in the Fiesta SES to be comparable to that of other subcompacts. Steering response was what was expected from the wheel and tire package, that is, not especially sharp but still sufficiently precise that there were no surprises. Driving it to the limit of grip, we found understeer (where the car wants to go straight instead of turning), which was easily controlled. On freeway and two-lane alike, the 6 speed, automated manual transmission's gear changes were frequent and not always consistent or predictable, shifting down or up in some situations but then doing neither in virtually identical situations. As uncertain as the 6 speed's shifts were at times, it still would be our choice any time over the Nissan's continuously variable transmission. The Fiesta's shifts when executed were quicker and more certain than in a regular automatic but not the equal of other, twin clutch automated manuals. Ford's box is unique, however, employing electric servomotors instead of the more popular, electronically managed hydraulics to effect the gear changes.

It's quite comfortable in its intended environs. Flitting around town, from the parking garage at work to dinner at the neighborhood bistro, the new Fiesta delivers everything as promised. Of course, those environs are where cell phone signal strength commonly is at its best and most constant, so the audio streaming in through SYNC is crisp, clear and full. It's tidy size lets if slip easily through narrow gaps in city traffic. Odd, seemingly whimsical shift points for the most part go unnoticed, as long as any impromptu stoplight grands prix are dutifully avoided. Also to be avoided is offering transit to any more than three people in addition to the driver. Likewise, it'll be quite competent for running over to the mall to pick up some kitschy frames for the latest classic cartoon cel addition to the collection. The shortage of truly usable cargo space militates against a stop at the gardening/hardware big box or warehouse store, however.

We noticed no brake fade after driving 30 miles on winding, two lane, hilly roads at a moderately aggressive pace, even though we saw a few wisps of smoke from the front brakes while stopping for a driver change.

Handling is easily controlled. We saw little body roll through the tight corners, the car maintaining a relatively flat composure. Powering out of those corners, however, did not shove our backsides into the seat cushion. On the other hand, over the 60-plus miles for that same drive, much of which was navigated with wide open or nearly wide-open throttle, the Fiesta managed 27.1 miles per gallon. That real world figure is in the neighborhood of the EPA's lower, your mileage may vary, city ratings for the Fit (27 mpg), Yaris (29 mpg), and Versa (28 mpg), but considering the equivalent EPA rating for the Fiesta is 30 mpg, that's a very respectable performance.

Summary

The 2011 Ford Fiesta is a fresh entry in an increasingly popular and important market, the small, fuel efficient runabout. It also shows smart thinking on Ford's part in the midst of a deeply troubled world economy, when building the same car, or nearly the same car, for most of the countries where Ford sells cars makes good economical sense. That the car works best where Ford wants it to sell the most is icing.

NewCarTestDrive.com correspondent Tom Lankard filed this report from San Francisco.

© 2011 NewCarTestDrive.com

2011 Honda CR-V

Versatile Honda CR-V Compact Offers Big Utility in a Small Package

The 2011 Honda CR-V is the latest in a line of vehicles from Honda that helped to establish the compact crossover SUV segment back when it was initially introduced in the mid-1990s. The Honda CR-V remains one of the frontrunners in its class and it enjoys a popular following amongst young families who have outgrown what a wagon or sedan has to offer them in terms of interior room and day-to-day utility.


2011 marks the final year of production for the current generation of the Honda CR-V, but this small sport-utility vehicle still has a lot to offer buyers. Let's take a look at 10 things you should know about the 2011 Honda CR-V.

#1. Honda CR-V is Small on the Outside, Big on the Inside

The 2011 Honda CR-V has managed to remain relatively compact in a world where entry-level crossovers have ballooned in size over the past several years. This makes the vehicle both easier to park and easier to drive on narrow urban streets flanked on either side by row upon row of stationary vehicles.


Unlike some of its competitors, the Honda CR-V doesn't try to cram three rows of seating into its passenger compartment, which means that drivers won't have to deal with the complaints of adults trapped in uncomfortable accommodations at the very rear of the crossover. The Honda CR-V's interior provides good amounts of space for as many as five occupants, and it also offers 35.7 cubic feet of storage space behind the rear seat. Fold that seat forward and the SUV is capable of swallowing up to 73 cubic feet of cargo, which puts it on par with much larger crossover options.

#2. The CR-V Boasts an Efficient Four-Cylinder Engine

In keeping with the "small is beautiful" philosophy that guides the Honda CR-V's platform design, the vehicle also maintains a thrifty, four-cylinder engine under the hood. Compared to some of the V-6 engines found in the larger compact crossovers that the CR-V competes against, the 2.4-liter unit's 21-mpg in city driving and 28-mpg on the highway stands out. Honda manages to achieve these fuel economy numbers without too much of a sacrifice in terms of power - the four-cylinder unit generates 180 horsepower and 161 lb-ft of torque, managed by a five-speed automatic transmission.

#3. All-Wheel Drive Adds Traction and Safety

The 2011 Honda CR-V comes with front-wheel drive by default, but four-wheel drive is available as an option. Honda calls the system Real Time 4WD, and it differs from other crossover four-wheel drive systems through its ability to automatically redistribute engine torque to the rear axle only in situations where a loss of traction has been detected. In regular driving, only the Honda CR-V's front wheels are engaged, which helps the vehicle when it comes to fuel economy - the 4WD edition of the CR-V drops only a single highway mpg when compared to the front-wheel drive model.

#4. New SE Trim Level for 2011

The Honda CR-V now comes in the SE trim level, which builds on the content provided by the base LX while still remaining affordable. Adding to the LX's cruise control, air conditioning, power windows and door locks, keyless entry and MP3-capable CD player are exterior dress-up items such as 17-inch alloy wheels and tinted windows. Inside, the Honda CR-V SE gains a multi-function steering wheel that provides buttons that act as an interface for the vehicle's cruise control as well as its upgraded, 160-watt stereo system, which includes an in-dash six-CD changer and six speakers.

#5. EX-L Trim Provides Additional Luxury

The top of the line 2011 Honda CR-V EX-L is intended to offer the final word in comfort for the compact crossover. Highlights to be found on the EX-L include dual-zone automatic climate control and heated leather seats, along with a leather-wrapped steering wheel. The driver's seat also gains ten-way power adjustment with power lumbar support. Other upscale equipment found on the CR-V EX-L includes an upgraded stereo system that includes a subwoofer and the sunroof and cargo management system.

#6. Honda's Satellite-linked Navigation System is Available

One of the few options found on the Honda CR-V is the Honda Satellite-linked Navigation system, which offers voice-recognition capabilities and which is exclusively available on the EX-L trim. The hard drive-based navigation system also comes with a rearview camera to help add to driver peace of mind while reversing the crossover. The vehicle's simple hard drive interface makes for faster operation than a DVD-based system, and turn-by-turn driving directions allow you to keep your attention on the road while still making it to your destination on time.

#7. CR-V Leverages Technology to Improve the Driving Experience

The 2011 Honda CR-V provides a healthy list of driver's aids designed to help make the experience behind the wheel as engaging as possible. The CR-V's automatic transmission offers an integrated Grade Logic Control feature that is designed to detect driving conditions and reprogram the unit's shift points on the fly in order to provide for more accurate application of the four-cylinder engine's power. This combines with the vehicle's drive-by-wire system that replaces the traditional mechanical throttle cable with sensors that track the position of the accelerator pedal, rendering much more accurate engine response while simultaneously improving reliability.

#8. Safety is Standard Equipment

Don't let its compact size fool you - the Honda CR-V is as safe as they come. The crossover has been loaded with standard safety features such as dual-stage front airbags, side-airbags for those seated in the first two positions and a side-curtain airbag system that is tied in directly with a rollover detection sensor. Anti-lock brakes and Honda's Vehicle Stability Assist (VSA) with Traction Control system are also on hand the help ensure that the CR-V stays pointed in the right direction no matter how hairy conditions might get out on the road. Not only does VSA with Traction Control prevent wheel spin, but it can also brake each individual wheel in order to prevent oversteer or understeer during abrupt maneuvering.

#9. Eco-Friendly, by Design

The 2011 Honda CR-V's fuel economy rating isn't the only area where this crossover turns over a green leaf. The CR-V has been certified as a ULEV-2 Ultra-Low Emission Vehicle, which means that it produces very few greenhouse gases during the course of normal driving. The vehicle is able to balance environmental responsibility with real-world performance needs thanks to the i-VTEC variable-valve timing system and dual overhead camshafts that govern its engine management, in addition to the attention that was paid to the CR-V's aerodynamics when sculpting its sleek shape.

#10. The Honda CR-V Offers Competitive Pricing

The 2011 Honda CR-V's base MSRP of $21,695 not only undercuts that of its nearest rival, the Toyota RAV4, by $230 (MSRP $21,925), but it is less expensive than vehicles like the Mazda CX-7, the Chevrolet Equinox and the GMC Terrain. Also of interest to potential Honda CR-V buyers is the fact that this model is due for a significant redesign in 2012, which means that those who can put off their purchase until later in the 2011 model year could be able to take advantage of exceptional deals waiting at dealerships looking to clear out inventory just prior to the updated Honda CR-V's introduction.
(by Benjamin Hunting - www.car.com)

2010 Toyota Yaris Review

Star Safety System comes standard

The Toyota Yaris is the lowest priced Toyota and the model that best represents the value of good, basic transportation. But, the Yaris is better than just good. It boasts handsome looks, pleasant road manners, perky performance, and a well-tailored interior. It's a superb subcompact.

Yaris comes in five-door Liftback, three-door Liftback, and four-door Sedan versions. It's the only vehicle in its category to offer buyers three distinct body styles.

All Yaris models are powered through the front wheels by a 1.5-liter engine with an output of 106 horsepower. A five-speed manual transmission is now standard on all models, while a four-speed automatic is optional.

For 2010, Toyota Yaris comes standard with the full Toyota Star Safety System. It gets the full complement of air bags all around. The 2010 Yaris comes with Vehicle Stability Control (VSC) and traction control (TRAC), in addition to its already-standard anti-lock brakes (ABS) with Electronic Brake-force Distribution (EBD) and Brake Assist.

For 2010, there have been some minor changes. A rear-window defroster is now standard. And remote keyless entry, an engine immobilizer, and 15-inch alloy wheels are now available. Yaris was launched as a 2007; the five-door liftback joined the lineup for 2009.

All Yaris models combine an inexpensive sticker price, outstanding fuel mileage and the solid integrity that underlies every Toyota. While some hybrid-powered vehicles offer superior fuel economy, they're significantly more expensive than the Yaris, so it would require many, many miles at very high fuel prices to balance that equation. When viewed in terms of total ownership costs, the Yaris is one of the least expensive new cars available today. It's an outstanding value.

We've found the Yaris practical and enjoyable to drive. The cabin is roomy, the seats are comfortable and the interior fabrics are quite nice, relative to the price point. Around town, the Yaris excels as a runabout, dashing about wherever you need to go, with agile handling and the sort of responsive performance useful in heavy traffic. It keeps up with freeway traffic well and makes for a good commuter car.

Lineup

The 2010 Toyota Yaris three-door Liftback ($12,605), five-door Liftback ($12,905), and four-door Sedan ($13,365) come standard with air conditioning, power steering, tilt steering wheel, intermittent wipers, rear center headrest, driver and passenger vanity mirrors, front and rear cupholders, digital clock, UV glass, map light, rear-window defroster. Standard tires are P175/65R14 on steel rims. A five-speed manual is standard on all models, an automatic transmission ($800) is optional.

The Liftback's front seats are adjustable four ways, while the Sedan's adjust six ways. The radio antenna is roof-mounted on the Liftback and is placed in the rear window glass of the Sedan. The Liftback's rear seat folds down while the Sedan's rear seat is fixed.

Option packages include the Convenience Package ($840-$960), which adds an AM/FM/CD/MP3/WMA radio with auxiliary input jack, satellite radio capability, and CD text display, plus P185/60R15 tires on 15-inch steel wheels. Sedans upgrade to a 60/40 fold-down rear seat while Liftbacks get a 60/40 slide/recline/fold-flat rear seat and a rear window wiper. The Power Package ($1,525-$1,780) combines the content of the Convenience Package with power windows, locks and mirrors; remote keyless entry; and on the sedan only an LCD display for the radio and upgraded interior trim.

The Sport Package ($2,665-$2,845) includes all Power Package content and adds sport seats, leather-trimmed steering wheel and shift knob, an iPod interface, fog lights, and a full complement of exterior spoilers, sill extensions and air dams. New 15-inch alloy wheels ($390) can be added to either the Sport Package or the Power Package.

Options include cruise control ($250), fog lights ($110), and a Weatherguard Package ($70) consisting of a larger windshield washer tank plus heavy-duty heater and starter. TRD, Toyota's performance branch, offers a variety of go-faster accessories, ranging from a cold air intake and low-restriction muffler to serious suspension modifications.

Safety features include Toyota's full Star Safety System, comprising Vehicle Stability Control (VSC), Traction Control (TRAC), and anti-lock brakes (ABS) with Electronic Brake-force Distribution (EBD) and Brake Assist. Standard passive safety equipment includes dual-stage driver and front passenger airbags, front seat-mounted side airbags, front and rear side-curtain airbags, front seatbelt pretensioners, plus three-point seatbelts and head restraints for all five seating positions. Always wear seat belts as they are your first line of defense in a crash.

Walkaround

The Toyota Yaris has an appealing look to it, especially the Liftback. The Yaris models were designed around themes of simplicity, design elegance that avoids unnecessary decoration. It's interesting to note that the sedan and three-door Liftback were penned by different designers. The three body styles each have their own identities.

The three-door Liftback was designed around the theme of powerful simplicity. It has character, with its wedgy profile, large front halogen headlamp clusters, creased hood lines and T-grille. Almost every exterior element is body-colored, but it avoids looking like a featureless blob due to strategic placement of black trim around the base of the A-pillar, on the B-pillar, on the two strips that run the length of the roof, the front grilles and foglamp surrounds, and at the base of the windshield. We think it's cute.

It's also practical. The Liftback's rear hatch opens down to the bumper line and raises just high enough to allow a six-foot-tall person to stand under it. Like everything else about the Yaris, the hatch's function feels just right. Opening of the hatch is well damped by two struts, and closing it takes no more than a gentle downward push.

The Sedan is significantly longer than the Liftback, by 3.5 inches in wheelbase and nearly 19 inches overall. Its long, stretched cabin, arched beltline and short overhangs give it sporty proportions, and the multi-reflector halogen headlights (shared with the Liftback) lend it a premium look.

Despite their distinctive styling, both the Sedan and Liftback share a 0.29 coefficient of drag, an excellent number that helps quiet the ride and increase fuel economy at cruising speeds.

Standard running gear includes P175/65R14 radial tires on 14-inch steel wheels. The brakes are front ventilated discs and rear drums. The suspension is independent in front, with a semi-independent torsion beam in the rear. All major option packages upgrade to P185/60R15 tires on 15-inch steel wheels.

Interior

The Yaris is a marvel of space efficiency with clever cockpit packaging. Its relatively long wheelbase makes the Yaris cockpit feel quite spacious, especially in the Liftback with its tall, extended roofline. Legroom isn't quite as generous as headroom, though six-footers can occupy every seat except the center rear without complaint.

The standard fabric upholstery is classy looking, durable and provides good grip in the corners. The black cloth studded with blue dots that came in one of our test cars was especially handsome. The front seats have supportive, deeply dished backs; but the bottom cushions are flat and short, so long-legged drivers may not enjoy optimum comfort and lower-body support. The seating position is nicely upright and allows excellent forward sightlines, but it feels awkward relative to the steering wheel. The wheel adjusts for rake but not for reach, so it's necessary to pull the seat fairly far forward to assume the proper 10 and 2 o'clock hand placement, and this results in a position that's more like sitting in a chair at the dining table, legs bent at 90 degrees, than the other extreme, laying down in a sports racing car. The Sedan's front seats do feature a height adjustment, which helps the driver find a more comfortable position. And the Sedan's longer wheelbase provides about another two inches of legroom front and rear.

Access to the Liftback's rear seat is provided by a walk-in lever in the shoulder area of the front passenger seat. There is no such lever on the driver's side. The rear seats in the Sedan and Liftback are adequate to the task of hauling passengers over short distances, but the Liftback offers the advantage of a recline feature that increases the seatback angle from 10 degrees to 28 degrees. A 60/40 split seat with 5.9 inches of fore and aft adjustability is also available, greatly increasing the Liftback's comfort and practicality. Levers on the shoulders of the seatbacks make the operation a snap. The Sedan's rear seating can also be ordered in a 60/40 split configuration, but there is no recline feature.

Cargo space in the Liftback with the seats upright is 9.5 cubic feet, or 25.7 cubic feet with the seats folded down. The Sedan's cargo volume is 12.9 cubic feet with the standard rear seat and 13.7 behind the 60/40 folding seats. Folding the Sedan's seats adds volume. The wide rear openings, which extend down to bumper level, make the task of loading and unloading the Yaris easier.

Just as the two Yaris models differ in exterior styling, the instrument panels for the Liftback and Sedan are distinctive. Each features a center-mounted gauge cluster and an overall simplicity of design. The Sedan's dash looks a bit more upscale with its broad splash of bright trim on the center stack and multi-color Optitron illuminated gauge cluster, which includes a 120-mph speedometer and 8000-rpm tachometer, plus an LCD fuel gauge and odometer/trip meter and various warning graphics.

The Liftback's center stack is more modest in design, with less bright trim; and a simplified instrument cluster features amber illumination. A tachometer comes with the manual transmission but not with the automatic.

Although center-stack controls are arranged differently between the two models, the stereo and air conditioning functions are, in typical Toyota fashion, equally easy to view and use. Turn signals and lights are operated by the left-side steering column-mounted stalk; the right stalk is for the front wipers (plus a rear wiper on most Liftbacks). Storage bins abound, on either side of the center stack and along the doors, although Liftbacks have three gloveboxes to the sedan's one. For those cars equipped with the MP3 stereo, the center console includes an auxiliary input.

Overall, the interior is comfy, the trim and upholstery appear classy, and the controls are intuitive. There would be no shame in taking the boss out to lunch or your mother-in-law to the opera in a Yaris.

Driving Impressions

The Toyota Yaris excels as around-town transportation, price considered or not. Forget the entry-level label. The Yaris feels and performs much better than its MSRP would suggest.

The economical 1.5-liter engine has more than enough power to keep up with the pack, the supple ride smoothes out most bumps and dips, the handling is almost sporty when the road opens up, the steering feels much better than what you might expect in an entry-level car, and the brakes haul the 2,300-pound Yaris to a halt with confidence. Pedal feel is direct, and even though the rear brakes are drums and not discs, stopping power is more than sufficient. Pedal feel is especially good (something we can't say about some of the upscale electronic braking systems on the market).

Still, you know this isn't a Lexus, or even a Camry, from the clearly heard engine and some road noise. These are constant reminders of the car's small size and light weight, but there's little else about its road manners to complain about. The reason for that is its extremely rigid structure. Various braces and crossmembers were designed to offset vibration and several types of undercoatings and damping materials were applied to reduce noise, and the results are impressive. Rough roads, railroad tracks and potholes are certainly felt but are pleasantly muted by the solid integrity of the chassis.

The Yaris has no problem keeping up with traffic and is especially usable for in-town duty. The engine revs freely and smoothly and will tolerate near-redline rpm without squawking. On the highway, fifth gear is definitely just for cruising, but a quick downshift to fourth delivers comfortable passing power. The 1.5-liter four-cylinder engine features variable valve timing, direct ignition and an electronic throttle.

The five-speed manual transmission is a joy to operate, both around town and in the wide-open spaces. The shifts are creamy smooth and the gear ratios are well spaced, especially for the cut-and-thrust of city life. First gear delivers good throttle response, while second and third are flexible enough that it's easy to keep the engine's power flowing smoothly without having to constantly shift gears. Fourth gear is good for passing at highway speeds, while fifth allows comfortable cruising up to about 80 mph.

The four-speed automatic works well, too. Some acceleration power is compromised, but the smooth upshifts and crisp downshifts make it a commuter's best friend. The automatic features a gated shifter, and the shift lever is well placed and a cinch to operate.

The 14-inch tires that come standard prefer city work to excursions through the canyons. The optional 15-inch running gear sharpens handling and steering and makes the car an agreeable companion through the corners. There's still some body roll when the corners get tight, but it comes and goes with no surprises or awkward weight transitions. The front independent suspension is newly developed. The torsion beam rear suspension features anti-lift geometry for more stable braking, and has been engineered for enhanced straight line stability.

The electric power steering rack adds to the confidence-inspiring road manners. Not only does it help fuel mileage by eliminating a power-sapping hydraulic pump, it can be tuned for a specific feel, and Toyota's engineers did a marvelous job making this one feel just right, with crisp response to driver input and plenty of on-center feel.

Fuel economy for the 2010 Yaris is an EPA-estimated 29/36 mpg City/Highway (35 mpg Highway with the automatic).

Summary

The Toyota Yaris proves that inexpensive should not be confused with cheap. From their well sculptured exterior lines to the tailored, upscale look of their interiors, little about the Yaris Liftback or Sedan suggests the cutting of corners. The Yaris is practical and convenient. Agile and zippy, the Yaris excels around town and works well for commuting.

NewCarTestDrive.com correspondent Greg Brown contributed to this report from Santa Barbara, California.

2010 Toyota Yaris Review by "New Car Test Drive"

© 2011 NewCarTestDrive.com

2011 Audi R8

Overview

A new Audi R8 Spyder joins the Audi R8 coupe for 2011. Hand-built in Neckarsulm, Germany, the R8 is Audi's flagship supercar, named after the race cars that dominated endurance racing from 2000-2005. After driving the R8 Spyder and the R8 coupe, we think they're every bit as good to drive as to look at.

The R8 offers a high-revving 430-hp V8 or a 525-hp V10. The engine is mounted amidships and can be seen on display beneath a clear engine cover on the coupe or found nestled under the Spyder's stowed soft top. The R8 comes with quattro all-wheel drive, massive multi-piston brakes, aluminum suspension components, and a nearly flat floor to help keep it on the ground at speed.

Inside is a finished cabin with controls very much like any Audi। The R8 is stylish but not gaudy, luxurious without forsaking efficiency, roomy enough to avoid feet squeezed off to one side or your skull stuck in the headliner. Seats are contoured to fit a variety of sizes without reshaping them, and you can hold a conversation without an intercom. As one indicator of how far Audi's gone to make the R8 useable as a daily driver, consider the Bluetooth microphones in the driver's seatbelt on the Spyder.

Audi was able to exploit some engineering development from sister-company Lamborghini in the form of the Gallardo V10 engine, transmissions and chassis, but any notion of the two being the same car wearing different badges should be banished. If the Lamborghini, or any other angry Italian exotic is Lucifer in outlandish Milan-runway garb, the R8 is still Lucifer but one that's been to finishing school and toting a classic Navy blazer.

Exotics and high-performance sports cars vary greatly in style and concept compared to more plebian cars so there is no set class the Audi R8 competes in. Those cars potential R8 buyers might also be interested in, to what degree determined by their location on the performance-style continua, include the Aston Martin DB9 and Vantage V12, Chevrolet Corvette ZR-1, Ferrari 458 Italia, Lamborghini Gallardo, Mercedes-Benz SLS AMG, Porsche 911, and Nissan GT-R.

Coming soon is the Audi R8 GT, which will go on sale in the U।S. as a 2012 model. The GT is a bit of a misnomer given it's the sportiest R8 and the least useful for grand touring purposes. The R8 GT will be right at home on race track, however, as it is tuned to play with Porsche GT3 and Ferrari Challenge cars. The R8 GT features a higher-revving V10 engine near 560 horsepower. Lightened by 220 pounds, the R8 GT can accelerate from 0-62 mph in 3.6 seconds and can top 198 mph, according to Audi. It's expected to come with ceramic brakes, lighter glass and polycarbonates, fixed rear wing, and a much lighter battery. Expect it be just slightly faster than an R8 5.2 FSI but notably quicker around a road racing circuit. Only 333 will be built. We anticipate a price around $190,000.

Model Lineup

The 2011 Audi R8 is offered in coupe or convertible form, with V8 or V10 power. All R8s are all-wheel drive.

Audi R8 4.2 FSI coupe ($114,200) comes with a 430-hp V8 and 6-speed manual gearbox. Standard features include leather and Alcantara upholstery, 10-way power, heated sport seats, climate control, tilt-telescoping flat-bottom multifunction steering wheel, AM/FM/CD/MP3/Sirius stereo, HomeLink, Bluetooth, cruise control, trip computer, bi-xenon headlamps, magnetorheological shocks, and 19-inch alloy wheels. A 6-speed automated manual R-Tronic transmission ($9,100) is optional.

Audi R8 4.2 FSI Spyder ($127,700) is equipped much like the coupe, with the addition of a power folding hardtop with power rear window, leather treated to be cooler, and Bluetooth microphones in the driver's seatbelt. A 6-speed automated manual R-Tronic transmission ($9,100) is optional.

Options include Nappa leather upholstery ($2000); a convenience package ($2,100) with rearview camera, hill-hold assist, auto-dimming heated folding outside mirrors; MMI navigation ($2,100); alternate side blade colors and finishes; complete LED front lighting ($3,500); alternate wheel styles/finishes ($500); metallic paint ($650); 465-watt 12-speaker Bang & Olufsen sound system ($1,800); Alcantara headliner ($1,300); piano black cabin trim ($1,640); carbon fiber trim; illuminated door sills ($875).

R8 5.2 FSI ($147,500) comes with the 525-hp V10 engine, Nappa leather, LED headlights, Bang & Olufsen sound, navigation and rearview camera.

R8 5.2 FSI Spyder ($161,000) has everything from 4.2 Spyder and 5.2 coupe, plus power-folding, heated, auto-dimming rearview mirrors.

Options for the 5.2 versions include the enhanced leather package ($3,500), and the cosmetic upgrades of the V8: carbon fiber, piano black, alternate colors/finishes, headliner and door sills. (All New Car Test Drive prices are Manufacturer's Suggested Retail Prices, which do not include destination charge and may change at any time without notice.)

Safety features that come standard include frontal airbags, head/chest side-impact airbags, knee airbags, pop-up rollbars on Spyder, electronic stability control, and all-wheel drive। The optional rearview camera enhances safety by increasing the chances of the driver spotting a child or other hazard behind the car when backing up, so we recommend it.

Walkaround

High-performance cars tend to have unique and easily identified styling. Fortunately in the case of the R8, unique and attractive go together, and since the luster hasn't worn off in the five years from its debut, the R8 doesn't change for 2011.

At the ends every R8 is similar. Three separate grilles on the front and more on the rear, gloss-black on V10, variously inhale and exhale cooling air. Bi-Xenon headlights are traced by LED running lights on the V8 while the V10 uses LED headlamps, some chrome details and slightly larger grilles with fewer slats. At the rear rectangular light inserts echo the Audi TT; twin tailpipes on either side identify a V8, a single oval on each side a V10. The GT version will get a big round barrel on each side, air extractors behind the rear wheels, a fixed rear wing, more aggressive diffuser and a wider, more contoured leading edge.

Aerodynamic function and engine placement define the basic bones of any mid-engine sports car. A low snout improves visibility and keeps the nose to the ground, and the creases above the front wheels keep air moving over the windshield and not spilling over the sides. At the tail end a pop-up spoiler automatically lifts at certain road speeds or if the engine needs maximum cooling; it can be done manually as well for cleaning. Look underneath and you'll find it almost totally flat like many race cars.

In profile the R8 coupe is dominated by what Audi calls a sideblade, that vertical slice of bodywork that runs from the roof to the bottom just ahead of the rear wheels. It can be ordered in a variety of finishes, including painted to match the rest of the car. All the scoops and vents are there for machinery cooling or propulsion, and on the V10 the sideblade scoop is larger. Both V8 and V10 come with 19-inch wheels, five twin-spoke on the V8 and five tri-y design on the V10.

The Spyder features a fabric folding top (two colors) with two buttresses over the engine cover. It can be opened or closed in about 20 seconds, and it can be done so at speeds up to 30 mph. The buttresses help direct air around the rear of the car but they don't actually sit on the paint and won't scratch it. The silver panels behind the headrests are engine bay cooling vents, replacing those that run down the roof pillars on the coupe. What the Spyder loses to the coupe is the clear engine cover that lets onlookers admire the beast within.

A Spyder has an electrically lifted rear window (with defrost) to limit some noise and buffeting, and a drop-in wind-blocker closer to the headrests for further reductions. We found with just the window it's possible to converse at legal speeds with the top down, and lowering the window with the top up adds engine intake sounds to the exhaust noise.

The coupe has a minor advantage in cargo space। Coupe and Spyder have a small 3.5-cubic-foot trunk up front, a compact but deep well that might hold your carry-on duffel or a half-case of wine. The coupe has another 3.1 cubic feet of storage space behind the front seats for soft-sided bags or a minimal golf bag. On the Spyder that space is consumed by the folding top.

Interior Features

For those accustomed to putting on their sports car rather than getting into it the first observation of most R8 occupants is it's surprisingly roomy and civilized. Yes it's low and a wide step in but it looks more conventional than the average exotic car, and downright familiar to any Audi driver.

Powered and heated sport seats provide plenty of comfort and rely partially on the encapsulating doors and console for lateral retention. They are not as confining as some sport seats that assume a 30-inch-or-smaller waist, and not as heavily bolstered and contoured as some Audi S or RS sedan seats. Not only do 6-foot, 4-inch adults fit inside, their feet fit in the footwells, a common pinch point in mid-engine cars.

With a range of power adjustment, a good dead pedal, and a manual tilt/telescoping steering column, it's easy to get a suitable driving position and good view of the instruments. Forward and rearward visibility are good, while rear quarter vision is better in the coupe with the small rear side windows and slightly compromised with the convertible top up.

The V8 cars come with leather-framed, alcantara-center upholstery; full leather of the V10 is available, and both cars can be enhanced further with leather for the dashboard and upper door panels. Spyders have specially treated leather to keep cooler than regular leather. Aluminum style cabin trim is standard; upgrades include carbon fiber and piano black, the latter high-gloss that suggests it might be a good idea to test drive in the sun top-down before ordering one that way. Audi's cabins are well-regarded and if there's a weak point in the R8's cabin it's the plastic console trim.

All the instruments, including oil temperature and electrical condition, are in a pod ahead of the driver with a glare-free covering. The steering wheel foregoes an excessively thick rim and has redundant-control thumbwheels and switches, but the flat-bottom shape is not ideal for urban driving or ribbons of mountain roadway that require more than a turn of the wheel. Flat-bottom steering wheels are better suited to formula cars. A proper handbrake is immediately right of the driver, much preferred over the electronic kind.

The manual shifter has a slotted metal gate like Ferraris of yore; R-Tronic cars use paddles on the wheel.

Stalks handle the usual wiper/signal/main beam/cruise chores। The navigation screen is easily seen in direct sunlight, with or without polarized lenses). The audio/navigation system is a standard Audi part and reasonably intuitive, and the climate controls are right out of the TT. Bluetooth and iPod integration are well thought out, detailed to the point the Spyder driver's seatbelt has three microphones in it for hands-free calling with the top down. Cabin storage space is moderate in the coupe, smaller in the Spyder.

Driving Impressions

If you can use such an expression, the slowest R8 coupe will run the standard 0-60 sprint in about 4.6 seconds and manage 187 mph; a V10 posts values in the high-three-second range and can top 195 mph. Spyders carry more weight so they are not quite as quick yet still plenty potent; you'll be illegal by third gear. The R8 has been compared to Acura's NSX of 20 years ago as a supercar without all the drawbacks. The NSX wasn't fastest in class, nor is the R8. It turns out some drivers have higher priorities than outright speed.

Although it uses an aluminum chassis the R8 is no featherweight: All-wheel drive, solidity and luxury add up to a weight of 3600-3900 pounds. The fiercest acceleration in the competitive set comes from the Porsche 911 Turbo S which explodes to 60 mph in less than 3 seconds and continues the momentum as unabated as a V10 R8. But the 911 can't match the sound from either of the R8's engines, and Ferrari's 458 could cost six digits more. Both the all-wheel-drive 911 Turbo and rear-wheel-drive 458 use more sophisticated 7-speed dual-clutch gearboxes and weigh about 200 pounds less than a V10 R8.

Despite identical cylinder dimensions each R8 engine has a unique note. The V8 sounds more threatening at idle, more musclecar in the midrange, and singing as it passes 8000 rpm. The V10 has a quieter, more subdued purr at idle, more mechanical midrange and syncopation, and simply wails approaching its 8500 rpm limit. Both must be revved for maximum power, the larger engine more so, yet there is such an abundance of power and proper gearing they can be driven around town very briskly while behaving as sedately as a limo.

Regarding fuel economy, let's just say it's about what you'd expect for a silly-fast car, and the 24-gallon tank won't last as you think it might. If you want to be green and fast simultaneously, the 911 Turbo is better in that regard.

The direct-drive (1:1 top gear) 6-speed manual uses a gated shifter with quick throws that make a metallic click through the light action, not unlike a small-bore rifle. It's simple to drive and a joy to operate even in traffic, causing us to wonder why, even at this price, anyone pays $9,100 for the optional R-Tronic. So our recommendation is to go for the manual.

The R-Tronic is not an automatic transmission but rather an automated 6-speed manual that does the clutch and shifting for you. The R-Tronic relieves the driver of two-foot coordination. It may be better around a racetrack because it shifts so quickly, almost violently, and you can keep both hands on the wheel, but on most public byways it's clunky, slow and doesn't feel much more advanced than a Smart's transmission. We've found that partially lifting off the gas when changing gears will smooth things somewhat. We've also found this type of transmission awkward when maneuvering in and out of tight places that require moving fore and aft, such as pulling into a tight parking space or garage; it lacks the precision and speed of either a manual or an automatic in such situations.

Every R8 is all-wheel drive, quattro the term Audi has used on its performance cars since the Quattro coupe debuted in 1980. In the R8 the nominal split sends 90 percent of the thrust to the rear wheels, giving it a rear-wheel-drive feel. In certain conditions, either model can send at least 30 percent of the power to the front wheels. You can haze the rear tires around a track but in general every horsepower the engine doles out translates directly to forward motion. It also gives the R8 a slight advantage in putting power down in a corner or helping it get around one quicker.

One word of caution about quattro: Since slowing is done by brakes and tires the R8, like any all-wheel-drive car (including the 911 Turbo and Nissan GT-R), does not stop any better than a car with similar brakes and tires. Maybe even a foot or two longer because of the added weight. Too many original Quattro owners incorrectly figured Audi had re-written Newton and stuffed a high percentage of Quattros into ski-resort snowbanks.

With the heaviest part of the car right behind the driver and low to the ground, the R8 changes direction quickly and easily, in the process feeling lighter than it really is. Sticky tires generate big grip and corners become mere changes of scenery out the windshield, with no drama, wiggle, or mid-bend correction needed.

Brakes require just a light touch to erase a lot of speed and leaning on them hard should not be done with anything heavier than a tissue loose in the cabin because it may not slow down as fast as the car. With relatively large, high-compression engines, there is some engine braking available merely lifting off the gas.

Sophisticated shock absorbers constantly adjust in milliseconds and help the R8 offer that precision and grip without any sense of harshness, even on the tighter V10 model. Many lesser two-doors don't ride as well and those that do don't handle this well. Lighter mid-engine cars may change direction better (the Lotus Elise and Ferrari 458 come to mind) but the R8 is extremely well sorted out so it's easier to find the limit, and that is perhaps the R8's greatest virtue; you don't have to be a skilled racer to drive it quickly.

Although it frequently leads to a less-stiff structure, the Spyder felt as tight and solid as a coupe with no squeaks or groans on bad roads or severe-angle driveways। It felt no less weather tight than the coupe, and we couldn't hear any more wind noise. Bear in mind the R8 is insulated but with 420 ponies at your ear it's never luxury-car quiet. Cowl shake wherein the windshield vibrates slightly because there is no roof attached was absent on the Spyder, as the inside mirror was completely stable: a good thing too since the R8's soundtrack invites you to be a hooligan and you'll be checking it frequently.

Summary

The Audi R8 does what you expect from a high-performance sports car: it goes like Meat Loaf's second album title, changes direction like a K Street spin wizard and stops as well as it stops traffic and draws admiring stares. And it does so with daily livability, turn-key reliability, and perhaps in your style more than any other. You could drive it to the office in the rain, go parts shopping, then do a few laps at your favorite track all in one day, changing nothing more than the radio station or iPod track.

G.R. Whale filed this NewCarTestDrive.com report after his test drives of R8 Spyder and coupe models with V8s and V10s in Southern California.

2012 Mercedes-Benz

Mercedes-Benz is ready to give the compact C-Class sedan a timely makeover for the 2012 model year. Set to make its debut at next month's Detroit Auto Show, the new C-Class boasts a gently revised exterior along with two new direct-injection engines.

According to Mercedes, the 2012 C-Class sedan wears a "more distinctive" design front and rear. The more sculpted headlights of the new model are definitely nice, although for the most part the changes in front and back are noticeable only if you have a 2011 C-Class handy for a comparison. Like a navy blue Brooks Brothers suit, the C-Class sedan's new look is conservative, but it should please traditionalists in the luxury car market.



Inside, you'll find a new dashboard that includes a high-resolution color display in the instrument cluster. Cabin trim, and the finish of the materials, should receive a slight boost to keep up with the competition -- although Mercedes' cabins are hardly lacking when it comes to luxury.

To make certain each drive is a safe one, Mercedes includes five new safety features in the 2012 C-Class. These include Attention Assist drowsiness detection system (fitted as standard), along with optional Adaptive Highbeam Assist, Park Assist w/Parktronic, Lane Keeping Assist and Blind Spot Assist.

A new model is also set to enter the C-Class lineup, with the C250 positioned as the new entry-level model. Powered by a direct-injected 201-hp twin-turbocharged four-cylinder engine, the C250 will likely be available with either a 6-speed manual or 7-speed automatic transmission. Mercedes promises that the new C-Class will be more fuel efficient than before, but official EPA mpg figures have not been released. At the moment, the 2011 C-Class sedan with the standard 3.0-liter V-6 averages 18 mpg city/26 mpg highway. The C250 should improve significantly on these figures.



The C300 with Mercedes 4MATIC all-wheel-drive system carries on with a 228-bhp 3.0-liter V-6 engine. However, the C350 also features a new direct-injection engine, a V-6 delivering 302 hp and 273 ft-lbs of torque. These range-topping models are likely to be only available with the 7-speed automatic transmission.

Prices for the current C-Class lineup range from approximately $34,000 to $40,000 (sans options). The 2012 C-Class, especially the new C250, could lower the entry-level price slightly, although Mercedes-Benz has not released prices. The 2012 C-Class sedan goes on sale in the summer of 2011.

2012 Ford C-Max

Ford product chief Derrick Kuzak calls it a "white-space vehicle exploring the crossover between car and minivan." We call it Europe's Grand C-Max with a shorter name. (Ford sells both a C-Max and a Grand C-Max in Europe, but the Continent's C-Max is smaller and only has two rows of seats.) No matter which descriptor you prefer, the people-moving C-Max is on its way here for 2012.

2012 Ford C-Max

We have already driven the three-row Grand C-Max in Europe and liked what we experienced -- basically a mini-minivan with some clever packaging -- but the cars we drove didn't have the American powertrains installed, perhaps because details of the U.S. engine lineup had not yet been ironed out.

Two Fours and 5+2

Now we know that the base engine is a 2.5-liter four-cylinder making 168 hp and 167 lb-ft of torque. The optional engine is a 1.6-liter EcoBoost (that means it's turbocharged and direct-injected, for those who haven't received the message) four that puts out the same horsepower as the 2.5 on regular gas, but cranks it up to 180 hp on premium; torque using either fuel is 173 ft-lbs. Ford promises better fuel economy for the more expensive and sometimes-more-powerful EcoBoost four, thereby justifying its higher cost. (A similar scheme is planned for the all-new Explorer.) No matter which powerplant is fitted, a six-speed automatic transmission is the only choice.

The interior has the same "5+2" seating as Europe's Grand C-Max. The second row's middle seat can be folded and stowed inside the seat to its right, creating an aisle for easy access to two small seats in the third row. Buyers will be able to choose a third-row-delete option for 5+0 seating. Sync and MyFord Touch will be available, as will a rearview camera, active park assist, and Curve Control, an evolution of stability control first seen on the new Explorer.

Look, Moms, No Hands!

The Americanized C-Max has one unique party trick: a hands-free liftgate release. Like the hop-on-one-leg trunk popper on the latest European VW Passat, the C-Max's system uses sensors mounted on the rear bumper that detect when your leg and foot (or anything, really) are waved past, and pops the hatch. The proximity key has to be nearby, so don't expect free access to C-Max cargo holds or fear for the safety of your groceries when a pack of feral dogs rampages through your neighborhood. The idea is that, when your hands are full of packages/kids/laziness, a leg wave is easier than fumbling for your keys. We wouldn't be surprised if makers of full-size minivans adopt this technology soon.

Ford says the C-Max is designed for "growing, busy North American families।" The same phrase describes Ford's C-segment platform: The company promises 10 new vehicles based on this architecture -- which is shared with the new Focus -- by 2012. The U.S.-spec C-Max will be shown first at January's 2011 Detroit Auto Show, with the car going on sale in early 2012.

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