2010 Cadillac CTS Sport Wagon 3.6

When the national dalliance with SUVs seemed to put the entire country in a knobby-tired trance, we muttered to ourselves: Why would anyone want to ruin a perfectly good wagon by giving it a high center of gravity? The public responded to our grousing by clogging the roads with Ford Explorers and their ilk.

For the most part, we like wagons: They don’t sit high; they handle and perform like the cars upon which they’re based; and they can haul more stuff than sedans. But for some reason, wagons have left a bad taste in the mouths of American drivers. Hearing the word triggers a flashback of some horrific family vacation or the long arm of daddy unleashing a flurry of slaps rearward from the front seat.

These days, the first thing automakers do is dump the w-word, replacing it with exciting, foreign-sounding names such as Avant, Touring, Estate, or Sport Tourer. But old-school Cadillac has gone and stuck the dreaded word right in the name of the new CTS Sport Wagon. Maybe the brain trust thought no one would read one letter past “Sport.”

The changes to this version of the CTS are from the B-pillars rearward. Weighing in at 4212 pounds, the Sport Wagon is 241 pounds portlier than the last CTS sedan we tested. Much of the weight increase can be attributed to the extended roofline, the structural buttressing, and the electric hatch, but some is likely due to the glass roof that came on our test car. So the wagon is heavier than the sedan—a clear disadvantage—but the extra mass is offset by improved weight distribution. Sport Wagons are less nose-heavy than CTS sedans, with 48.6 percent of the mass over the rear wheels versus the sedan’s 46.7 percent. With more weight resting on top of them, the rear tires don’t have any trouble putting the power to the ground.
Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 5-door wagon

PRICE AS TESTED: $54,635 (base price: $44,055)

ENGINE TYPE: 24-valve V-6, aluminum block and heads, direct fuel injection

Displacement: 218 cu in, 3564cc
Power (SAE net): 304 bhp @ 6400 rpm
Torque (SAE net): 273 lb-ft @ 5200 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 113.4 in Length: 191.3 in Width: 72.5 in Height: 59.1 in Curb weight: 4212 lb

C/D TEST RESULTS:
Zero to 60 mph: 7.0 sec
Zero to 100 mph: 17.7 sec
Zero to 130 mph: 37.5 sec
Street start, 5-60 mph: 7.3 sec
Standing 1/4-mile: 15.4 sec @ 93 mph
Top Speed (drag limited): 146 mph
Braking, 70-0 mph: 159 ft
Roadholding, 300-ft-dia skidpad: 0.84 g

FUEL ECONOMY:
EPA city/highway driving: 18/26 mpg
C/D observed: 16 mpg

However, our Sport Wagon’s 304-hp, 3.6-liter 24-valve direct-injection V-6—the base engine for 2010 is a 270-hp, 3.0-liter V-6—did seem somewhat overcome by the extra mass. Running from 0 to 60 in 7.0 seconds isn’t criminal, but the sedan does the deed in six flat. Cadillac folks say that roughly 0.3 second is sacrificed to the weight and another 0.3 is lost to the newly optional and heavier 19-inch wheels and larger brakes of the FE3 suspension. There’s also a revised torque converter that is supposed to increase smoothness and efficiency, and it, too, may have contributed to the Sport Wagon’s off-the-line sluggishness.

The CTS’s excellent handling, brakes, and steering remain untainted. The Sport Wagon’s great advantage over the sedan’s 14-cubic-foot trunk is its beautifully lined, 25 cubic feet of cargo space (53 with the rear seats folded). From the floor rails that provide attachment points for various tie-downs to the perfectly trimmed carpet, Cadillac seems to have created an exact replica of the cargo compartment of the Mercedes E-class wagon.

Unlike the utilitarian Benz wagon, the Cadillac’s crease-intensive sheetmetal gives it an air of sportiness. In fact, we think it’s more attractive than the sedan. And the base version starts at $40,655, or $3100 more than the base sedan. The only option our $54,635 Sport Wagon lacked was all-wheel drive. Even at that price, the Caddy wagon is still less expensive than comparably equipped competition from Audi, BMW, and Mercedes. Nevertheless, we still don’t expect the car-buying public to notice, so the Sport Wagon will remain a well-kept secret for fans of cars with D-pillars.

2009 Infiniti G37x Coupe

The letter “x” can signify a negative, like a strike in baseball or the incorrect answer on Family Feud. If treasure hunting is your game, then “x” marks the spot. “X” can also represent the sights trained on the BMW 3-series by Infiniti’s excellent G coupe and sedan. Now more than ever, the G is hot on the heels of the benchmark 3, thanks in large part to the lineup’s wider adoption of all-wheel drive, which is denoted by—you guessed it—an “x.”

Slushy Box, but Still a Great Powertrain

New for 2009, the all-wheel-drive G37x coupe is only available with a seven-speed automatic transmission equipped with steering-wheel-mounted paddle shifters. We found the gearbox to be smart about selecting gears under normal driving conditions, but when pushed, it can slur shifts a bit and is slow to grab demanded ratios, but we’re really splitting hairs here.

With its 3.7-liter V-6 engine pumping 330 hp and 270 lb-ft of torque, the G37 offers BMW 335i performance for 328i money. The all-wheel-drive coupe weighs roughly 200 more pounds than its rear-drive sibling, but the two cars turn in equal 0-to-60-mph (5.3 seconds) and quarter-mile (13.9 seconds at 102 mph) times. The extra heft is offset by better traction at launch, and the additional poundage doesn’t affect the G’s sharp handling. What it does affect is braking, with the all-wheel-drive car turning in a 175-foot 70-to-0-mph braking distance, 11 feet longer than the rear-drive coupe.
Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED: $47,895 (base price: $39,565)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 226 cu in, 3696cc
Power (SAE net): 330 bhp @ 7000 rpm
Torque (SAE net): 270 lb-ft @ 5200 rpm

TRANSMISSION: 7-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 112.2 in Length: 183.1 in
Width: 71.8 in Height: 55.3 in
Curb weight: 3914 lb

C/D TEST RESULTS:
Zero to 60 mph: 5.3 sec
Zero to 100 mph: 13.3 sec
Zero to 130 mph: 24.7 sec
Street start, 5–60 mph: 5.7 sec
Standing ¼-mile: 13.9 sec @ 102 mph
Top speed (governor limited): 148 mph
Braking, 70–0 mph: 175 ft
Roadholding, 300-ft-dia skidpad: 0.83 g

FUEL ECONOMY:
EPA city/highway driving: 18/25 mpg
C/D observed: 19 mpg

On the skidpad, the G37x pulled a respectable 0.83 g, which is good, considering its optional 18-inch wheels were shod in 225/50 all-season rubber. The rear-drive G37 Sport registered 0.89 g wearing summer performance tires. Perhaps most impressive was that the understeer commonly associated with all-wheel-drive cars was pretty moderate by comparison in the G. Body control also is superbly managed, and the ride is firm but not overly harsh. The steering has a slight touch of on-center numbness but is otherwise, in true G fashion, sharp and communicative.

Not Much for Passengers or Cargo

Naturally, the G37x has the same delightful interior we’ve praised in the line’s other variants. The brushed, Japanese-paper-influenced trim on the center stack still impresses, and most surfaces feel quite good to the touch. The front seats are comfy for lengthy journeys, but the rears—as you might expect in a sleek two-door—are tight for real-size people; they really just amount to extra storage space. That’s a good thing, since the oddly shaped trunk can swallow only about seven cubic feet of cargo.

It’s a Bargain

The G37 is certainly inching closer to its 3-series rival in terms of dynamics and driving satisfaction but not in cost of entry. With a base price of $39,565, the G37x coupe undercuts a BMW 335i xDrive coupe by a substantial $5269. Optional packages can add up quickly with both cars, but considering the G’s $5200 advantage, you can load up your G37 with the Premium package (a sunroof, an upgraded stereo with iPod interface, Bluetooth, and more) and Navigation package for the cost of a base two-door 335i xDrive. That kind of value combined with the G’s high level of performance makes signing your name near another “x”—the one before a dotted line—an enticing proposition, indeed.

2010 Mazdaspeed 3

For three years, the Mazdaspeed 3 has been the unbeaten champ of the overheated-hatch segment, prevailing in three of our comparison tests and also winning a place on our 10Best Cars list. It’s a little rascal of a car—gleefully defiant, tailback nimble, electric-shock quick, hatchback practical—and as it marches toward middle age, there’s just one question: What does it do for an encore?

The truth is, it didn’t need much, but ain’t-broke-don’t-fix-it doesn’t work in the car biz, where the winds of change blow at gale force. So for 2010 there are some civilizing updates.

The Good and the Bad

Generally speaking, the Speed 3 shares sheetmetal with the new Mazda 3 five-door, including its unhandsome black plastic grille. The biggest Speed 3 visual update is the addition of a hood scoop, to funnel fresh air into the turbocharged four-cylinder’s top-mounted intercooler. The wing extending from the rear of the roof is bigger, and there are new 18-inch aluminum alloy wheels and Dunlop SP Sport 2050 tires with bigger footprints—225/40s, versus 215/45 Bridgestone Potenza RE050As on the previous edition.

Inside, the updated Speed 3 is distinguished by Mazdaspeed fabric trim—red-speckled black on the door panels and deep seat bolsters, plus red stitching. It’s a look that could be perceived as carnival décor, but of course you’ll make up your own mind about that. There’s also a new vertical LED boost gauge, tucked in between the tach and speedo, and aluminum-clad foot pedals.
Specifications

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 5-door wagon

BASE PRICE: $23,945

ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection

Displacement: 138 cu in, 2261cc
Power (SAE net): 263 bhp @ 5500 rpm
Torque (SAE net): 280 lb-ft @ 3000 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 103.9 in Length: 177.6 in Width: 69.7 in Height: 57.5 in
Curb weight (C/D est): 3250 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 5.6 sec
Standing 1/4-mile: 14.1 sec
Top speed (governor limited): 155 mph

FUEL ECONOMY:
EPA city/highway driving: 18/25 mpg

Same Power with More Control

Output of Mazda’s 2.3-liter turbocharged and intercooled four is unchanged—263 hp and 280 lb-ft of torque, driving the front wheels via a six-speed manual gearbox and limited-slip differential. Even though the figures remain unchanged, Mazda was able to get more out of the 2.3’s all-in-the-middle powerband with revised gearing. In light of those changes, keeping horsepower at 263 wasn’t a bad idea, especially since big power in a small front-drive car is just asking for torque steer, an area in which the original Speed 3 excelled. Mazda’s engineers have further addressed this in the 2010 version by re-profiling the car’s torque-management system, which electronically dials back output in the first two gears. There’s still some steering-wheel tug at wide-open throttle—the official line is that a little torque steer adds to the fun—but it’s not the wrestling match of 2007–09 models.

Mazda has also revised the suspension tuning with a small increase in spring rates, and a bigger increase in damping. This, plus a new electro-hydraulic steering system and larger contact patches with the road, adds up to a little less understeer in hard cornering, a little more willingness to change directions quickly, and better ride quality.

Still a Winner, On Paper

The base price for 2010 is $23,945, an increase of less than $500. There’s only one major option group—the $1895 Tech Package, which includes a Bose audio system with an MP3 player, Bluetooth phone connectivity, and a nav system with a miniature screen. And it still adds up to one of the best performance buys going.

2010 Ford Flex EcoBoost V6

Even among people movers, the Ford Flex is particularly versatile. It’s part station wagon, part crossover, and as spacious inside as a semi-trailer. Despite finishing fourth in a six-crossover comparison test, the Flex is a unique, well-made, and beautifully packaged vehicle, albeit rather slow and unremarkable to drive with the base 262-hp, 3.5-liter V-6. But for 2010, the new twin-turbocharged, direct-injection, 355-horse EcoBoost six-cylinder is an option, and it’s being marketed as offering “V-8 performance with V-6 fuel economy.” How does adding a serious shot of horsepower affect the Flex’s appeal? And is there any truth to Ford’s EcoBoost hype?

Getting the Kids to School in a Hurry

Well, we can say that for a 4800-pound family vehicle in which you can get a second-row refrigerator—how’s that for a niche?—the twin-turbo Flex is seriously quick. With the 3.5-liter EcoBoost V-6 sending 355 hp and 350 lb-ft of torque through the standard six-speed automatic and all-wheel-drive system, our SEL tester hustled to 60 mph in six seconds flat, covered the quarter-mile in 14.6 at 96 mph, and reached a governed top speed of 123 mph. That’s nearly two seconds quicker to 60 mph and through the quarter than the last Flex we tested with all-wheel drive and the base V-6. Turbo lag is virtually nil, shifts are smooth albeit a little slow, and the exhaust note sounds about the same as that of the naturally aspirated version, so you get a big bump in speed without the boy-racer behavior you might expect from forced induction. The EcoBoost engine still swills regular unleaded, too.

Turbo models also sport a retuned suspension with stiffer springs, revised dampers, and a slightly lower ride height (by 0.4 inch), although all that didn’t really add up to a notable improvement in skidpad grip, which was 0.81 g versus 0.80 g without the revisions. But the changes, combined with optional 20-inch wheels wearing 255-series Goodyear Eagle RS-As, do help the big Flex feel more sure-footed and planted than before. The transmission’s manual mode and steering-wheel-mounted paddle shifters make the drive somewhat more involving when the road gets curvy. However, the Flex still doesn’t feel as dynamic in the twisties as did our long-term Mazda CX-9, which remains one of our favorite large, three-row crossovers.

Of our complaints, the standard 12.8-inch front and 13.0-inch rear disc brakes (same as the non-turbo model’s) are the most notable. As with most Ford brakes of late, they fade quickly and don’t feel up to repeatedly arresting the Flex’s mass from high speeds, producing a mediocre 70-to-0-mph measurement of 190 feet; an upgraded system at least for the speedy EcoBoost models would be very welcome. Other issues range from a stability-control system that can’t be completely turned off to the vague and overboosted feel of the electric power-steering system. Something also could be done about the chintzy plastic paddle shifters, which look and feel like afterthoughts and are of the frustrating pull-to-upshift, push-to-downshift type. Seriously, Ford—you ask $3000 for a honkin’ twin-turbo engine and don’t even toss in a decent pair of aluminum shift paddles?

Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 6- or 7-passenger, 5-door wagon

PRICE AS TESTED: $39,995 (base price: $36,970)

ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection

Displacement: 213 cu in, 3496cc
Power (SAE net): 355 bhp @ 5700 rpm
Torque (SAE net): 350 lb-ft @ 1500 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 117.9 in Length: 201.8 in
Width: 75.9 in Height: 68.0 in
Curb weight: 4825 lb

C/D TEST RESULTS:
Zero to 60 mph: 6.0 sec
Zero to 100 mph: 15.9 sec
Zero to 120 mph: 27.3 sec
Street start, 5–60 mph: 6.3 sec
Standing ¼-mile: 14.6 sec @ 96 mph
Top speed (governor limited): 123 mph
Braking, 70–0 mph: 190 ft
Roadholding, 300-ft-dia skidpad*: 0.81 g

FUEL ECONOMY:
EPA city/highway driving: 16/22 mpg
C/D observed: 15 mpg

*Stability-control-inhibited.

Not Much Else Changes

Inside, the manumatic detent in the shift gate and those paddles are the only cues that differentiate EcoBoost models, which mean the search for more power hasn’t harmed the Flex’s expansive three-row cabin and impressive fit and finish. The wide, pillowy front seats rival La-Z-Boys for backside soothing, and driver comfort is further improved for 2010 by the addition of a telescoping function to the tilting steering column. Although our tester lacked the optional second-row captain’s chairs ($650) and console-mounted fridge ($795, Limited models only), there was enough room in the middle row with the three-across bench to erect a jungle gym. Third-row access and comfort are among the best in the segment, but low seatbacks make the space best suited for children or shorter adults. More than 80 cubic feet of cargo space and a flat load floor are available with both rows collapsed, but have patience with the power liftgate, which takes too long to open or close and fights you when you want to open it manually.

Exterior revisions are limited to a small EcoBoost badge on the hatch and exhaust finishers located on each side of the rear fascia. Otherwise, the Mini-Cooper-that-swallowed-a-school-bus styling remains intact, and it’s still refreshingly original in the sea of frumpy minivans and soulless crossovers.

Everything Is Relative, including Bargains

At $39,995, our mid-level SEL model (the EcoBoost engine is only offered on SEL and Limited trims) was relatively simple, the only option being a $3895 package bundling the 20-inch wheels with a 12-speaker Sony audio system and a convenience group of adjustable pedals, the power liftgate, leather seats, and heated mirrors. Although our Flex was in no way a stripper, opting for cool features like the panoramic sunroof ($1495) and the rear-seat DVD entertainment system ($1995) could quickly push the sticker into the mid-$40,000 range. Stepping up to the Limited model with EcoBoost ($42,840)—it includes unique exterior trim, navigation, the upgraded Sony stereo, and the SEL’s optional convenience features—and loading it up with options could see the price crest $50,000. We’re going to go ahead and call that a teensy bit insane.

So, yes, $50,000 is a lot of money for a soft-roading crossover that can only tow 4500 pounds and averaged a measly 15 mpg in our hands—so much for that V-6 fuel economy—but it’s still about the same as a base twin-turbo Lincoln MKT, which shares the Flex’s mechanicals but doesn’t perform as well, doesn’t look as good, and has less third-row headroom. However, there’s yet another way to look at it.

SHO the Whole Family a Good Time

Ford hasn’t produced—and likely never will—a two-box wagon version of the Taurus SHO, regardless of how awesome the one we built in 1993 was. But with the 2010 SHO bloating to 4300 pounds and casting a shadow closer to that of an SUV, it’s not really the zesty four-door we remember from the ’80s and ’90s. Enter this Ford Flex SEL EcoBoost, which for a couple grand more than a base SHO is less than a second slower to 60 mph and through the quarter-mile, handles almost as well, and has 44-percent-more interior volume. Heresy, some would say, but if you have a sizable brood and want a unique, practical, all-weather crossover that can haul ass as well as it can carry stuff, the turbo Flex is at least worth considering. Just be careful with the options.

2010 Hyundai Genesis Coupe 3.8 V6

Let’s get one thing straight, right here at the top: The “R” in the model designation does not stand for race.

The new Outback, generation four dating to 1994, is not a ride that’s likely to stimulate your inner racer. This is family transportation, and 15 minutes behind the wheel will be enough to convince you that whatever sport you might associate with the vehicle is the equipment you loaded on the roof rack or into the rubber-floored cargo well at the back.

But neither does “R” stand for retardo—Spanish for “slow as hell,” or something like that. Not with the optional 3.6-liter flat-six providing propulsion. The 3.0-liter H-6 option in the previous Outback 3.0R made forward progress an exercise in patience. It’s a different story here.

Although the latest Outback is bigger in every dimension but length, the development team has done an excellent job of keeping weight in check. Our test subject, a top-of-the-line Limited model, scaled in at 3651 pounds. As with all Subies, that curb weight includes standard all-wheel drive. For contrast, consider the mass of two five-passenger competitors with similar dimensions: An all-wheel-drive Mazda CX-7 weighs in at about 3900 pounds, with a Chevrolet Equinox coming in at more than 3700 with only front-wheel drive.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED: $29,875 (base price: $27,250)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 231 cu in, 3778cc
Power (SAE net): 306 bhp @ 6300 rpm
Torque (SAE net): 266 lb-ft @ 4700 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 111.0 in Length: 182.3 in
Width: 73.4 in Height: 54.5 in
Curb weight: 3845 lb

C/D TEST RESULTS:
Zero to 60 mph: 6.0 sec
Zero to 100 mph: 15.6 sec
Zero to 130 mph: 32.4 sec
Street start, 5–60 mph: 6.4 sec
Standing ¼-mile: 14.5 sec @ 97 mph
Top speed (governor limited): 155 mph
Braking, 70–0 mph: 165 ft
Roadholding, 300-ft-dia skidpad*: 0.86 g

FUEL ECONOMY:
EPA city/highway driving: 17/27 mpg
C/D observed: 22 mpg
*Stability-control-inhibited.

More Muscle to Move the Modest Mass

Introduced with the Tribeca, Subaru’s three-row crossover SUV, the 3.6-liter flat-six doesn’t make much more horsepower than the 3.0—256 versus 245—but it’s much more of a torque generator: 247 lb-ft compared with 215. Better yet, the torque curve has a profile similar to the airport butte in St. George, Utah—long and flat. Subaru claims 225 lb-ft are on tap from 2000 to 6000 rpm, and we believe it.

With a five-speed automatic sending power to the all-wheel-drive system—the torque split is 45 percent front, 55 rear in normal operation—the 3.6R hit 60 mph in 7.4 seconds and covered the quarter-mile in 15.7 at 90 mph.

There’s obviously no danger of nosebleeds or acceleration g-load brownouts with numbers like that, but this is a much livelier pace than the 3.0R was capable of producing. And passing performance, something that required careful planning with the previous flat-six, is much more carefree and spontaneous. The transmission kicks down readily, and the Outback surges forward with a will.

Transmission Omission?

Ah, yes, the transmission. Subaru actually offers three transmissions for the Outback. Buyers who settle on the 2.5i model can choose between a six-speed manual (standard) or an optional new chain-driven continuously variable transmission, a first for an all-wheel-drive application.

Outbacks equipped with the new H-6 are limited to the five-speed automatic. It’s a smoothie in ordinary operation, but the manual function using the wheel-mounted paddle shifters isn’t particularly satisfying. Shifts are a little soggy, and the transmission upshifts on its own a couple hundred rpm before the 6500-rpm redline. Considering this vehicle’s family-oriented mission and the uninspiring performance of the paddle-shift system, Subaru could well have saved some money by omitting such frivolities from the inventory. And we’d gladly swap the paddles for a sixth gear, something the CX-7 and the Equinox include in their auto-only drivetrains.

Dynamic Certainty

As we said, no one is likely to consider this Subaru to be racy, but it’s unlikely to provoke dismay with any handling quirks. There’s a fair amount of body roll—the trade-off for supple ride quality on all but the gnarliest surfaces—and the variable-assist rack-and-pinion steering is a little slow at 3.2 turns lock-to-lock.

Even so, the Outback recovers well in quick transitions and is absolutely devoid of surprises. Inevitably, there’s progressive understeer, and it’s not difficult to provoke squeals of protest from the 60-series tires (225/60-17), a taller profile selected for ride-quality benefits.

But there is never an instant of uncertainty in this vehicle’s responses, and anyone who plants an Outback among the roadside greenery—overcoming an effective (and not completely defeatable) stability control—has done so by a Darwin Award level of incompetence.

Capacious, Quiet Cabin

Whereas the 3.6R delivers a respectable level of performance—and decent fuel economy (an EPA-rated 18 city/25 highway mpg) burning regular fuel (the 3.0 required premium)—the Outback’s greatest strengths are quiet operation and the expanded space in its handsomely appointed cabin.

Although we noted a nasty chassis buzz on washboard stretches of graded road, as well as an occasional shudder through the unibody on some of the bigger bumps, the Outback’s basic pavement deportment is almost beyond reproach.

The civilized dynamics are augmented by the voluminous interior. The Outback’s overall length is actually slightly diminished, but the wheelbase, the width, and the height have all increased, yielding rear leg- and headroom capable of a strong comfort rating from all but the tallest of the current NBA tribe, as well as a good-size cargo hold.

Our test subject was a top-of-the-line Limited model that rang in at $34,685 with navigation and a power sunroof. Its base price is $31,690. You can get into a new Outback for considerably less—the base 3.6R starts at $28,690, and a 2.5i is $23,690—but it’s worth noting that the base price for the 3.6R Limited is actually a little less than for the outgoing 3.0R Limited, and it’s also less than the top version of the Mazda and only about $1000 more than the highest-spec Equinox.

It may not be a thrill-a-minute ride, but the vehicle Subaru characterizes as the progenitor of the crossover phenomenon remains one of the key players in that rapidly expanding game.

Toyota FJ Cruiser

When it was introduced for 2007, the FJ Cruiser added some flair to Toyota’s conservatively designed lineup. A throwback to the much-celebrated FJ40, which was sold in the U.S. from 1960 to 1983, the new FJ shares its platform and many other parts with the current 4Runner. Like its ancestor, the FJ Cruiser is designed to keep on truckin’ when the pavement ends.

Some Road Manners

Previously, we had only tested the FJ with a six-speed manual transmission and placed it third out of four SUVs in a hard-core Death Valley comparison test. We praised the FJ for its off-road abilities, including 9.6 inches of ground clearance and some of the best approach and departure angles in the segment. But then, like now, it didn’t quite have the on-road chops to cut it as an everyday vehicle.

Driving the FJ is a lot like piloting a boat. The 4.0-liter V-6 with 239 hp and 278 lb-ft of torque does a good job of moving the 4338-pound ute, but executing dynamic maneuvers is a different story entirely. The FJ’s tall, boxy shape combined with the soft, off-road-compliant suspension and big tires leads to significant body roll, which is reflected in a poor 0.70 g of skidpad grip. Get on the gas, and the five-speed automatic’s well-spaced ratios allow a hustle to 60 mph in 7.3 seconds. When the throttle is pegged, the FJ’s front lifts like it’s trying to plane on water; stomping on the brakes makes it dive like a submarine, with stops from 70 mph taking 190 ft of real estate. Considering its size and wind-catching shape, our test average of 17 mpg wasn’t too bad, sitting between the EPA’s 16 mpg city/20 mpg highway ratings.

Visibility from inside the FJ is also cause for concern. Slender, vertical side mirrors make lateral visibility tough, and the giant C-pillars and the short windows make checking the large blind spots nearly impossible. We highly recommend opting for the $2175 Convenience package that offers keyless entry, cruise control, power mirrors, tinted glass, a rear wiper, and—most important—a backup camera.

Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 3+2-door wagon

PRICE AS TESTED: $33,305 (base price: $25,710)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 241 cu in, 3956cc
Power (SAE net): 239 bhp @ 5200 rpm
Torque (SAE net): 278 lb-ft @ 3700 rpm

TRANSMISSION: 5-speed automatic

DIMENSIONS:
Wheelbase: 105.9 in Length: 183.9 in Width: 74.6 in Height: 71.6 in Curb weight: 4338 lb

C/D TEST RESULTS:
Zero to 60 mph: 7.3 sec
Zero to 100 mph: 24.3 sec
Street start, 5–60 mph: 7.6 sec
Standing ¼-mile: 15.8 sec @ 87 mph
Top speed (governor limited): 111 mph
Braking, 70–0 mph: 190 ft
Roadholding, 300-ft-dia skidpad: 0.70 g

FUEL ECONOMY:
EPA city/highway driving: 16/20 mpg
C/D observed: 17 mpg

Funky Design

The FJ was created to serve a purpose away from the road and is modeled after the original FJ, both of which lead to its controversial styling. The love-it-or-hate-it look of the exterior carries over inside. The build quality is decent and there are plenty of storage cubbies, but the temperature-control knobs look like they belong on a Lego Duplo play table. The handle for the rear half-doors is hidden on the inside of the door panel, making them difficult to open. Once you access the rear, the seats are comfortable during short trips and can be folded down to provide 67 cubic feet of cargo space, enough for a trip to Ikea. The front seats provide good support for extended jaunts, but we wish the steering column would telescope for a bit more comfort. On the plus side, if your journey should take a muddy route, the plastic floor coverings are a breeze to clean up.

Our tester came equipped with an upgraded nine-speaker stereo (part of the $2720 Upgrade Package 2), which left us disappointed. It was as if the system were never tuned inside the plastic interior and the subwoofer were out of phase with the rest of the speakers. There is a button to deactivate the sub entirely, but doing so leaves the system sounding like a decade-old clock radio.

What Does the Future Hold?

The fate of a next-generation FJ is unknown, but we do know that 2010 models get an updated 4.0-liter V-6 with 19 more horsepower for a total of 258. A new Special Edition model will be available and should offer greater off-road prowess with Bilstein shocks, skid plates, TRD wheels, and a Garmin navigation system tailored to the trails.

The FJ is still somewhat of a misfit in the Toyota range and its segment. It sacrifices on-road competence, visibility, and interior comfort for off-road ability and style. It’s not the practical transportation appliance we’ve come to expect from Toyota, and although we admire its quirkiness—it has three windshield wipers—we can’t quite wrap our heads around this brick on wheels.

2010 Chevrolet Camaro

Put an automatic transmission in a car, and you typically lose a few hundred (or thousand) bucks and that extra connection between man and machine. In the Chevrolet Camaro, you also lose 26 hp.

But you gain a free hand with which to return fist pumps or throw the bull’s horns to fellow F-body enthusiasts or crush Monster cans against your head. Also, you get simplified burnouts—billowing, tire-boiling annihilation is a couple of stomps away. No tricky clutch-drop-to-brake dance or modulating pedal pressures, just mash the brake, mat the gas, and take a deep breath of vaporized vulcanized rubber. This—the ease with which it goes about its hooliganism—is what we imagine draws people to the automatic Camaro SS.

It also goes about its hooliganism rather quickly, with the 26-hp deficit going virtually unnoticed. The automatic Camaro went from 0 to 60 mph in 4.8 seconds and through the quarter-mile in 13.3 at 107 mph, figures that are on par with those of other SS Camaros we’ve tested. The automatic gearbox costs either $995 or $1185, depending on whether you start with a 1SS or 2SS model. That’s because, on the 2SS, the automatic is bundled with remote start, which is unavailable on the 1SS. Our tester had only one other option, the RS package. For $1200, it gets you different wheels, unique taillights, HID headlights with halo rings (think BMW), and—joy of joys!—body-color drip-rail molding.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED: $36,980 (base price: $32,590)

ENGINE TYPE: pushrod 16-valve V-8, aluminum block and heads, port fuel injection

Displacement: 376 cu in, 6162cc
Power (SAE net): 400 bhp @ 5900 rpm
Torque (SAE net): 410 lb-ft @ 4300 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 112.3 in Length: 190.4 in
Width: 75.5 in Height: 54.2 in
Curb weight: 3908 lb

C/D TEST RESULTS:
Zero to 60 mph: 4.8 sec
Zero to 100 mph: 11.4 sec
Zero to 130 mph: 20.4 sec
Street start, 5–60 mph: 5.0 sec
Standing ¼-mile: 13.3 sec @ 107 mph
Top speed (governor limited): 159 mph
Braking, 70–0 mph: 158 ft
Roadholding, 300-ft-dia skidpad: 0.87 g

FUEL ECONOMY:
EPA city/highway driving: 16/25 mpg
C/D observed: 14 mpg

Six Degrees of Reparation

Six-speed automatics are a recent adoption by GM, which for too long insisted four ratios were enough. The new six-speeds are competitive, although they lack the polish and agility of those found in vehicles with more premium nameplates. One misstep: What look like paddle shifters mounted to the Camaro’s steering wheel are merely signage for the buttons on the back of the spokes in the nine- and three-o’clock positions, even though the shape of the rim encourages a ten-and-two grip. If the fake paddles actually were paddles, they would be within pinky stretch from ten and two, but as they sit, the buttons would require an extra knuckle or two to reach.

Shifts effected by the buttons are lazier than the best in the industry but far from unacceptable. Downshifts are accompanied by a computerized throttle blip, and two-cog drops happen with a quickness only the best human drivers could better. Plan your upshifts in advance, though, as the Camaro takes a little time to react, and the heady, 400-hp V-8 plows into its fuel cutoff at 6000 rpm, despite a redline that, at first glance, appears to be 200 revs higher.

The Four-Cylinder Camaro: Reality at Last?

That redline is not only 200 rpm lower than it appears to be; it is 400 lower than that of the LS3 V-8 that powers the SS manual and on which the automatic’s L99 engine is based. The L99 differs in that it is outfitted for cylinder deactivation, and the redline is lowered to preserve the special lifters used to silence four of the cylinders under low load. A unique exhaust system helps isolate the cabin from most untoward sounds and vibrations in four-cylinder mode (with neither HVAC or stereo on, the change is noticeable, but who travels in such silence?), but it neuters the fury of the V-8 enough that it sounds hardly more stirring than Chevy’s eight-pot pickups.

At least the Camaro will torch a back road better than a pickup. A lot of folks have expressed a desire to see the Camaro, Challenger, and Mustang competing in a new Trans-Am racing series, and the Chevy’s suspension feels as though it could withstand track duty. For a car this big to pull 0.87 g on the skidpad—not to mention its 158-foot stopping distance, which is BMW 335i territory—is impressive, but the Camaro’s stiff legs can inflict some harsh abuse over rough roads. Much of the blame lies with the 20-inch wheels and low-profile tires, but those are the only shoes available on the SS.

Big wheels, however, are a must for presence, and the look of the new Camaro atones for many sins. It makes you forget the car you are driving isn’t actually all that expensive or prestigious. People turn and stare and elbow their friends without taking their eyes off you in a way rarely inspired by affordable cars. Who ever would have expected that reaction with the old, fourth-generation car, or a Mustang? Gawkers point and seem to speak in slow motion as you read their lips: “Wow.” “New Camaro.” “Holy friggin' neoretrogasm, I want one.” And when you’re driving a Camaro automatic, you can oblige oglers as easy as pie with a burnout.