Toyota has been making its Camry sedan for 28 years with most of those built right here in the U.S. of A. at its Georgetown plant. For the past nine years the Camry has been the best-selling car in America. And the entire time Toyota has not had to resort to using adventure, culture, heritage, patriotism or even sex to move these vehicles.

The Toyota Camry does what it does best – it sells itself.

For 2012 Toyota delivers an all-new, 7^th generation Camry with 100 percent new sheetmetal while exterior dimensions remain the same. Inside, however, the sedan grows by two cubic feet including an additional two inches in rearseat legroom.

So what better way to introduce this new vehicle to a bunch of journalists that have never reached into the “exciting” section of the Thesaurus than to bring it to a road course racetrack.

Granted this was a regional launch program but Toyota pulled out all the stops by offering track time to a group of autowriters who long ago realized racing was not in their professional future.

Toyota brought the 2012 Camry in all forms being offered this year including the new hybrid model whose fuel economy has increased dramatically. In addition to the hybrid powertrain, Toyota offers a beefier 2.5-liter four-cylinder to the lineup along with the 268hp 3.5-liter V-6 engine.

And to ease consumers’ decisions at purchase time Toyota has reduced Camry build configurations from 1,260 down to just 36 on LE, SE, or XLE trim levels. Significant to the SE grade are sport enhancements to the vehicle both aesthetic and functional in nature.

SE changes includes sportier front and rear fascia including a trunk spoiler along with side rocker panels. Functionally Toyota adds sport-shift mode to the transmission along with paddle shifters with suspension and steering systems receiving some sport tuning as well. Heck, they even include rev-matching “throttle blips” during downshifts for the full effect.

Safety and technology are state-of-the-art in the 2012 models with the offering of the new Entune infotainment system along with JBL GreenEdge audio system allowing twice the performance using half the energy to produce it. New Camrys also see 10 airbags including rear seat side impact protection and the front seat frames feature a whiplash impact lessening design. A blind spot monitor system has also arrived for 2012 models.

Interior layout and design has been greatly enhanced thanks to a layered dash panel configuration along with a floating center stack design.

My last review of the Camry Hybrid described the overall experience as boring, but that boring was a good thing for the hybrid version and its demographic. Not much has changed for 2012 except that the updated Hybrid Synergy Drive system is now up to 200hp total output while delivering an impressive 43 mpg around town, a significant increase over the previous model.

Driving the Camry Hybrid around the race course did get the adrenalin flowing a bit but most of that was due to the extra body roll the hybrid model experiences over that in the SE Camrys. The Camry Hybrid is still boring but for 2012 that boring is an even better thing.

The 2012 Toyota Camry is more attractive inside and out but the car will continue selling itself and I predict sales leadership won’t be going away anytime soon, especially given that base pricing for the new models is lower than the cars they replace.

 

 

The new Versa Sedan from Nissan offers some of the cheapest real estate on the market today. Completely redesigned for 2012, Nissan touts the new little four-door as “Small on the outside, big on the inside.” And actually it isn’t really that small on the outside.

What is small is the pricetag as compared to the market today. For 2012, Versa Sedan rolls in at just under 11 grand. Yes, $10,990 will get you a brand new Nissan, if you can find one of those entry models on the dealer lot. Figure spending something more in the ballpark of 15-16 large for one with most of the necessities.

Other taglines associated with the new Versa are “Small when you need it, Big where you want it” referring to a small powertrain that sips fuel ever-so-miserly but rearseat legroom that competes with large luxury sedans costing 4-5 times more.

As with most new Nissan products, the 2012 Versa Sedan comes with a peppy-for-its-class 1.6 four-cylinder engine backed by a CVT transmission. This combination, while a bit noisy when accelerating at a brisk pace, offered surprisingly quick action and very decent fuel economy of 30 mpg city and 38 mpg highway. Most of our driving was in town and we saw nearly 35 mpg even when being a bit abusive on the accelerator.

I mentioned the rearseat space a bit earlier. The new Versa Sedan is cavernous inside. Four adults ride in comfort although low pricing does impact the list of basic amenities a bit, like, NO VANITY MIRRORS. Not for myself, of course, but the “civility” of my civil union was put to test when Tish wanted to check her makeup.

While the standard amount of space was available on the window sticker the new Versa Sedan SV we recently took delivery on used less than half of that provided. There was a stereo system but no power trunk release at all, power windows and locks are not on the base model car, and I really cannot remember the last time I rode on 15-inch wheels and tires. Oh, and carpeting was extra, too.

Nissan does include a host of safety equipment in the new Versa Sedan including front and side airbags, ABS braking, traction control and vehicle stability control and even side curtain airbags and tire pressure monitoring system.

A base S Versa Sedan is offered with a five-speed manual gearbox but upfit SV and SL models only arrive with the CVT. Should you wish to load your new Versa Sedan with current technology Nissan does offer Convenience and Tech packages with the latter bringing nav and XM radio. Our SV tester with only the carpeting added to it came in at $15,490.

Let me not mince words here, the new Versa Sedan from Nissan is cheap. It does offer value by today’s standards and it DOES offer an unbelievable amount of space but it is still a cheap car. Even the best social marketing plans by Nissan will probably not elevate this vehicle to iconic status but for an affordable deal it is worth a look. And for those of you wondering, the Versa hatchback was not touched this model year, it is a carryover. Nissan could only afford to send one of its kids to college this year.

 

The Cadillac SRX is all-new for 2012 – under the hood that is. The current generation luxury crossover came to life a couple of years ago after a complete transformation that brought SRX from a “don’t-call-me-a-wagon” wagon to a modern sport-luxe utility.

Sharing the same platform as the Chevy Equinox and GMC Terrain, the 2012 SRX now sports one engine offering, that being a peppy direct-injection 3.6-liter V-6 that cranks out 308hp and 265 lb. ft. of torque. This is sent to the front or all four wheels via a six-speed automatic gearbox with a driver-selectable Eco mode for enhanced fuel economy.

SRX models sporting the AWD chassis gain a limited-slip rear differential that allows power to be distributed to the wheel with the best traction.

The new SRX bespeaks modern Cadillac and features state-of-the-art amenities and sharp styling cues. It offers quiet and confident ride and handling while not giving up too much driving enjoyment.

Cadillac packages the SRX in “collections” as opposed to trim levels. Our recent tester arrived sporting membership in the Premium Collection with AWD running gear and very stylish new-for-2012 bright finish 20-inch aluminum wheels. A tire inflation kit replaces the spare tire.

Occupants are bathed in luxury with leather surfaces everywhere and ventilated and heated seats and this year the heated steering wheel is thrown in although that is one item we did not have the opportunity to test as summer was heading into extra innings.

A large 8-inch touchscreen is at the center of the dash as well as your infotainment world inside the SRX and nearly all physical adjustments in the crossover Caddy are power-assisted. Should the scenic view switch from the side windows to overhead, the SRX has that covered thanks to the Ultraview power sunroof.

Our test model also featured a dual screen rear seat entertainment system with its own DVD player and wireless headphones.

The SRX seats five in comfort and offers ample space in the rear for storage that includes a movable cargo fence with additional cargo space available under the cargo floor for total concealment.

Pricing for the 2012 Cadillac SRX begins around $35 grand for a base model with our loaded AWD Premium Collection tester coming in at $51,055. Fuel economy from the new SIDI 3.6 is 16 mpg city and 23 mpg highway.

 

Some things in life just don’t live up to the hype. Take, for instance, the much anticipated iPhone announcement this week. For many it was a disappointment.

Fortunately not all things fall into this category of “much ado/much a didn’t.”

The new Chrysler 300 SRT8 is a shining example of “delivering the goods.”

I was all set to be underwhelmed with this latest overhyped made in Detroit machine. When first seeing the redesign of the model line last year my reaction was melancholy at best and to be perfectly honest I never quite got all the popularity of the 300 since reintroduction several years ago.

Sure, I had driven different iterations of the previous model but it never really did much for me and don’t get me started on that interior again.

Fast forward to delivery of the new 300 SRT8. Here is a true wolf in sheep’s clothing and thank goodness the Chrysler Group team chose to stay the course with rear wheel drive in its large sedan models.

There are many performance vehicles available and they all perform as expected but slipping into this belle of the ball one would be tempted to anticipate a snobbish attitude and that is totally not what the 300 SRT8 delivers.

Stomp the gas and it is as if lightning strikes the Frankenstein laboratory and brings the monster to life. I could almost hear a mad scientist yelling “It’s Alive!” in the background.

Alive it is – all 470 horsepower of its 6.4-liter HEMI V-8. And get this, the new motor features fuel saver technology to improve fuel efficiency to 23 mpg highway. That’s the same highway figure as the new small crossover from Cadillac with a six-cylinder engine. And yes, the 5-year/100,000-mile powertrain warranty applies to SRT products.

Best of all is more torque is available over a wider range for some very exhilarating launches. All the power is delivered to the rear wheels via a five-speed automatic gearbox with center console Autostick or new steering wheel paddle shifters.

Taking advantage of the new 300s larger center dash monitor screen, the SRT team adds a host of features available digitally including multiple gauge setups and a dyno wheel showing torque and horsepower output in real time. Trouble is the driver needs to keep his/her eyes on the road so only passengers can enjoy the display. I did hear straight from SRT’s Ralph Gilles that they are exploring new technologies to possibly providing similar information in a head’s up display arrangement.

The sport seating inside the new 300 SRT8 is a comfortable surprise. It is supportive where it needs to be but easily adapts to everyday life in the vehicle.

Chrysler’s new monster rides on 20-inch SRT design wheels with performance rubber at each corner and in addition to all of the standard safety equipment the 300 SRT8 adds sport tuned steering and a two mode adaptive damping suspension that changes from normal to sport at the push of an interactive button on the center display screen. Sport mode also modifies transmission shift points for an enhanced driving experience as well.

And then there are the brakes. I made the mistake of aggressively stomping them once. ONCE. Never did that again.

While SRT does give the new Chrysler 300 some styling upgrades they did so conservatively – I would call it understated, as in street sleeper. And despite this being a large sedan its looks are deceiving when it comes to the feel from behind the wheel. The bulk disappears and the 300 SRT8 feels like you are driving a fine European luxury sport sedan. Think “AMG” or “M.”

Want to share your favorite tunes with all those on the road around you? Just crank up the 900-watt Harmon/Kardon audio system with its 19 speakers. That’s what I’m talkin’ ‘bout.

Base pricing for the 2012 Chrysler 300 SRT8 begins at $47,170 with our tester rocking a $55,635 final sticker and that includes the humorous $1,000 gas guzzler tax.

So while Apple may have let me down this week Chrysler and the SRT team certainly did not.

 

Volkswagen is in the midst of a product transformation. For model year 2011 it completely redesigned the popular Jetta and this year they are introducing a new Passat and Beetle. While giving the vehicles more precise lines there seems to be a strong determination to clean things up and simplify design and content while at the same time placing a great deal of urgency on “getting things right.”

We recently spent time in the new Jetta sedan and I believe they are “getting it right.”

Ours was a TDI model featuring a fuel-thrifty 2.0-liter 140hp turbodiesel inline four-cylinder engine in a front-drive configuration that was surprisingly swift. The inherent nature of turbodiesel engines gives them a low-end torque boost that equates to a feeling of enhanced acceleration when gripping the wheel.

Another benefit of the TDI powertrain in the Jetta is the 30 mpg we saw around town and more than 42 mpg out on the highway with the AC running full tilt.

OK, we were not looking for any Pony cars to test our driving skills against but with the six-speed manual gearbox and electronic differential lock we enjoyed a good bit of giddyup during our week.

As I mentioned earlier, it seems as if the makers of the “people’s car” have cleaned up the new models while simplifying design and content. This is not meant to be read as “cheapened” but some critics have expressed their opinions in that direction.

I suppose they make a point to a certain degree as the new models are, well, cheaper, beginning at just under 16 grand now. This makes Jetta an even better value and I did not find anything to denigrate when evaluating the new ride. Yes, designers have taken a different approach but what the model offers far outweighs the fact that it no longer “looks like a Jetta.”

The car is comfortable, roomy and simply works. It drove extremely well on the road both in town and out on the open stretches of wide open spaces we explored as we barely dipped into the 600-plus mile range of the TDI fuel tank. And the new TDI is 50-state compliant for emissions.

The new Jetta is rated a compact-class car but it feels like it is more mid-sized. While listing Honda Civic as a class competitor I would put its on-road feel leaning more towards that of Accord.

Trunk space is still cavernous and rearseat legroom is tops in its class and the new Jetta features all of the latest safety technology while also offering all the creature comforts we have become spoiled with.

Pricing for our TDI tester came in at $23,765 placing it at the upper end of the pricing scale for the new car. Should something a bit sportier be your flavor a new GLI model will be arriving in showrooms soon.

This all-new “cheaper” 2011 Volkswagen Jetta is by no means a cheapened car.

 

UPDATE: Just a week after running this review on a vehicle I really enjoyed, Volkswagen has issued this recall:

VOLKSWAGEN ANNOUNCES VOLUNTARY SAFETY RECALL

 

The CR-Z from Honda was a bit of a surprise for me: A surprise it took Honda so long to come out with a modern version of its popular little car; a surprise it came out as a hybrid; and a surprise that I found myself a little disappointed by the whole thing.

As a modern CR-X, it has gained a bit of size and heft and as a hybrid it comes up a bit short on gas mileage. The new CR-Z gets worse fuel economy (highway and averaged) than quite a few gasoline-only cars currently in the Honda fleet and even gets bested by both Civic and Insight hybrid stablemates.

I am surprised CR-Z offers a manual gearbox in addition to the CVT, a transmission that allows the car to get roughly 10 percent better gas mileage. And I am surprised that Honda has already had to issue a recall for the manual-equipped CR-Z models to fix a software glitch that could allow the electric motor to spin the opposite direction your shifter choice.

The car is billed as a sporty hybrid coupe with aggressive styling and while I agree on the styling point the CR-Z would not make my list of favorite sports cars. Give me a "Z" over the CR-Z any day.

I always felt the first-generation Insight hybrid from Honda paid homage to the CR-X. The current Insight almost looks too much like a knock-off of the Prius. Since Honda's real sport coupe S2000 was yanked off the line a couple of years ago perhaps the automaker should have concentrated its efforts there (like, say, an S3000).

The CR-Z uses Honda's Integrated Motor Assist technology which I have not been such a big fan of. The constant start/stop of the gasoline engine is not silky smooth and I wish Honda engineers could give their hybrid vehicles more of an extended EV range.

If you get used the start/stop nature of the IMA system (and you better because quite a few automakers will be coming out with this in new vehicles in the near future as another way to tweak a few mileage points on our way to 2025) the CR-Z operates just fine on the road. Until you look in the rearview mirror and discover the traffic behind you hidden by a large bar splitting the rear glass in the hatch.

The new CR-Z features a great design by Honda and I hope it does not go away soon. Just put your heads together to solidify a couple achilles heals like maybe offer a gas only option and reduce that rearward blindspot.

CR-Z is heavier than both the Civic Hybrid and the Insight but sports an extra 200cc of displacement in the gasoline engine for a bit more overall power so from the driver's seat performance is a wash.

The 2011 CR-Z EX model with NAVI that we tested came as loaded as one can get a CR-Z and rolls in at $23,310. For the record, fuel economy with the manual gearbox is 31 mpg city and 37 mpg highway – better around town than most gas only vehicles but the 37 highway is beaten by more than a handful these days. In terms of environmental footprint the CR-Z is rated a perfect 10 for global warming score and near-perfect 9 for its smog score.

Where have all the wagons gone?

Long time passing…

(Apologies to Pete Seeger and his classic tune from 1961.)

Apparently station wagons fell from the good graces of the auto-buying public being replaced first with the minivan, then the SUV and now the crossover and hatchback.

But for those who have not lost the love for the “family truckster” look no further than your closest luxury car dealer.

Seems the place to find this segment is in the higher-end markets as brands such as Acura, Cadillac, and Mercedes all offer the long, low “sedans with a greenhouse.” Volkswagen still offers a wagon on the Jetta platform but most of the high-volume brands have gone the way of the hatch, crossover, sporthatch, sportcross or something their marketing departments have dreamed up. And some have gone to great lengths to deny the “walks like a duck, talks like a duck” train of thought (Magnum? Flex? Looking at you guys here.)

Recently we spent a little time with the new TSX Sport Wagon (OK, they interjected a sexier adjective like Cadillac does) from Acura. TSX here in the states is the equivalent of the Accord in Europe and many of you may remember Honda delivered a wagon for years on the Accord platform for North America.

Just about everywhere I went in the Acura wagon we had folks asking about the vehicle and commenting on its good looks. This certainly is no Country Squire.

And the sport wagon tagline is no advertising gimmick. Under the hood is the spirited iVTEC 2.4-liter four sporting 201hp via a smooth five-speed automatic gearbox with Sequential SportShift and yes, even steering wheel mounted shift paddles (on a wagon, yes).

OK, so I probably wouldn’t enter the TSX in the next autocross but its sport bucket seats up front are very supportive and keep you in place should any driving competition make your “to do” list.

Vehicle stability assist and side curtain airbags add to the “safety cocoon” aspect of the TSX sport wagon and all of the latest technology available from Acura figured prominently in our Tech model tester including real-time traffic and weather information (including radar). Sweet. One little feature went a bit overboard for me but someone like my mother would greatly appreciate it – power tailgate. I appreciate the power liftgates in those big honkin’ SUVs I also test but in this wagon I personally never found it necessary to use but I do appreciate its availability for those with their arms full of groceries or kids (or both).

Pricing for the slick new wagon from Acura starts at $30,960 with the final sticker of our 2011 TSX Wagon Tech model coming in at just over 35 grand. And for those not wanting to drive a “wagon” Acura does still offer its own sporthatchcrossthing in the ZDX.

 

 

Move over MINI, we got the real Italian Job right here…

Fiat is taking the ‘New World’ by storm and the hottest thing since the Vespa scooter has landed in America – the Fiat 500c Cabrio.

The first “Nuova Cinquecento” debuted in the summer of 1957 as a cabriolet model and offered a distinctive canvas roof that opened right down the middle to the rear of the vehicle. Fast forward 54 years and Fiat builds on the brand’s spirit of building world-class small cars that ignite a “spirit of the times through simple design.”

Sporting unique but modern Italian styling, the new 500c continues Fiat’s legacy of all-season performance, fuel-efficient powertrain options and interior comfort for four. We received quite a few stares just about everywhere we went in the little cabrio, a very metro-friendly car. Street parking is a snap and visibility all around is good top up or down.

Speaking of the top, the new 500c features dual-layered cloth that is power operated and can be rolled back into numerous positions at speeds up to 60 mph. Even with the top fully closed the Fiat offers very good head room although rear seat space is a bit tight and should be reserved for the youngsters. The Cabrio is not a true convertible as only the roof retracts – the side supports (A-, B- and C-pillars) remain in place.

Powering the 500 is a sprite little 1.4-liter 16-valve four-cylinder engine with Fiat’s MultiAir fuel-saving and emissions-reducing technology that delivers 101 hp, 98 lb. ft. of torque and 38 mpg when mated to the five-speed manual gearbox.

Fiat brings the 500c to the U.S. in two models: Pop or Lounge. Pop is designed for individuals who want Italian style and efficiency (read base model) while Lounge reflects those with a more fashion-oriented lifestyle and are attracted to premium amenities.

There are more than 500,000 ways to stylize and personalize the new Fiat 500c and a full line of Fiat accessories is available through MOPAR outlets. Fiat has also recently announced a special Gucci edition 500.

In the short time the Cinquecento has been available it has already earned some honors including being named one of the Top 10 Back-to-School Cars by kbb.com.

“In just a few short months, the Fiat 500 already is becoming a favorite with young buyers who recognize all that the new Fiat has to offer,” said Laura Soave, Head of the FIAT Brand for North America. “The new Fiat 500 is affordable transportation that is safe, practical and with a 38 mpg highway rating, easy on the wallet for high school and college students on a budget. It also has great looks and performance."

Our recent 500c Pop tester came nicely apportioned with the BLUE&ME handsfree communications package, the Bose premium audio package, bright Rosso (red) seats and Bordeaux (red) soft top. Base pricing for the Cabrio model 500 is $19,500 with our 2012 tester coming in at $21,750.

Chrysler needed a small car partner to be truly competitive not only here in the states but globally and it looks they may have found the right one with Fiat.

Ciao.

 

The Korean automakers have gotten into the hybrid game finally and the first models to market from Kia and Hyundai are on the shared midsize sedan platform of Sonata and Optima.

Recently I spent some time with the former sporting what Hyundai has dubbed its Hybrid Blue Drive system. During the time I had the vehicle I was noticing some blogs reporting steering issues and a technical bulletin issued by the manufacturer addressing some torque-steer issues with certain Sonata and Optima sedans.

I found this interesting as no sooner than I headed out the driveway I found myself pulling over to the side of the road to see if I had a flat tire or something. When applying acceleration I had a very noticeable pull or influence to the front left and I actually thought the tire had gone down. Nope, just something needing addressed by the technical service bulletin I guess.

As for the hybrid itself, well, let’s just say that it is a process and this is the first step. Hyundai’s system lacks a bit of finesse in the areas of gas engine integration, braking, acceleration and a couple of other areas but I remember the first Prius here in North America was no champion either.

The Blue Drive system in the Sonata is a full parallel hybrid system meaning the vehicle will operate on full electric power (up to 62 mph depending on battery status) or a combination of gas and electric and the gas engine will shut off when the vehicle comes to a stop thereby reducing emissions while idling.

Fuel economy is marginally better than other powertrain offerings from the automaker but the reduction in greenhouse gas emissions is the major benefit here for this first-generation release.

While Hyundai touts best-in-class fuel economy we know first hand that the Ford Fusion Hybrid sedan delivers slightly better returns. The Sonata Hybrid uses a new lithium polymer battery pack (manganese spinel) that is said to be more reliable and robust with greater thermal stability therefore extending the pack’s lifespan.

Hyundai also differs from competitive hybrids in the layout of the powertrain, specifically they place the electric motor between the gas engine and the transmission gear set they dub TMED (Transmission Mounted Electric Drive). They say this offers more flexibility in future hybrid models.

The Hyundai Blue Drive system is mated to a more traditional six-speed automatic transmission in the Sonata whereas most of the competition relies on CVT technology in their vehicles.

The gasoline component is a 2.4-liter four-cylinder engine and operates on an Atkinson cycle similar to other hybrid cars. The shortcomings of this design, in the area of low-end torque, is mitigated through the involvement of the electric motor on acceleration.

As to the new Sonata itself, the vehicle is completely new and features the modern styling cues of the automaker. This is one of the best looking cars in the segment today and the quality is at an all-time high for the Koreans. Other than the torque steer issue there is very little to fault in the new Sonata. Given the recent heat wave we have been experiencing about the only luxury item I would have liked to have would have been ventilated seats (which is available in sibling Kia Optima).

Pricing for the new hybrid from Hyundai begins at $25,795 with our loaded tester coming in at $31,650. Fuel economy is rated at 35 mpg city and 40 mpg highway. There is a bit of a loss of trunk space due to the hybrid battery pack back there and the spare tire has been removed in place of a tire inflation kit for weight savings. Hybrid powertrain performance is rated at 206.2hp and 193.4 lb. ft. of torque with the electric motor rated at 34kW and lithium polymer battery pack is 270V.